aviation news - september 2015

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THE PAST, PRESENT AND FUTURE OF FLIGHT Incorporating

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UK £4.40 September 2015 www.aviation-news.co.uk

INDIAN AF IN THE UKExercise Indradhanush

A-10s IN EUROPEBack to the Future

VIRGIN AMERICABranson’s US Adventure

RIAT & OSHKOSH Airshow Reports

BAe 146 FAMILYThe Last British Jetliners

KAWASAKI P-1 PROFILE

Dominating the Skies

THOMSON AIRWAYS A NEW APPROACH

RAPTOR ROARS

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CONTENTS

Main image: The F-22A was given the name Raptor, a generic term for a bird of prey. John Dibbs/The Plane Picture Company. Inset (top): JMSDF Kawasaki P-1 5504 appeared in the � ying display at RIAT. Key-Tom Allett. Inset (bottom left): Swiss Avro RJ100 HB-IYQ on � nal approach to Warsaw Chopin Airport. AirTeamImages.com/Jan Ostrowski

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04 Headlines

06 Civil News

10 Military News

13 Models Round-up

18 Preservation News

36 Airshow News

37 Aviation Events Calendar

40 Flight Bag

49 Air Mail

63 Air Base Movements

64 Airport Movements

73 Register Review

FEATURES

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14 Indian Summer – Exercise Indradhanush IVAviation News Assistant Editor James Ronayne reports from RAF Coningsby on Exercise Indradhanush IV.

20 RIAT ReviewedJames Ronayne reviews the action from RIAT.

24 Kawasaki P-1 in the UKJim Winchester assesses the Kawasaki P-1.

30 Virgin America – Branson’s US AdventureTom Zaitsev reports on the rise of Virgin America.

42 Raptor RoarsTom Kaminski examines the latest developments in the USAF’s F-22A Raptor programme.

50 Outstanding OshkoshNigel Hitchman selects the highlights from Oshkosh.

54 BAe 146 Family – Britain’s Last JetlinersDene Bebbington and David Dorman pro� le the last jet airliners assembled in Britain.

60 A-10s in EuropeJames Ronayne visited RAF Lakenheath to learn about the 354th EFS’s mission in Europe.

68 Thomson Airways – Changing the Face of Holiday FlyingThomson Airways is aiming to alter perceptions of holiday � ying, as James Ronayne explains.

78 Luftwaffe Combat Aircraft in the Battle of Britain – Part 2Chris Goss concludes his appraisal of Luftwaffe aircraft used in the Battle of Britain.

Claim your FREE Vulcan Cockpit or St Maarten Airport DVD worth £12.49 when you subscribe to Aviation News.

See pages 34 and 35 for details.

FREE DVD

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French manufacturer Dassault has delivered the � rst three Rafale DMs for the Arab Republic of Egypt Air Force.

The aircraft were handed over during a ceremony at the Dassault Aviation � ight test centre at Base Aérienne 125 Istres-Le Tubé on July 20 and � own to Cairo the following day.

Joined by a formation of 11 other Egyptian � ghters, they performed a � ypast over Cairo and the pyramids. The Rafales were welcomed into the country by Gen Sedky Sobhy, General Commander of the Armed Forces of Egypt and Minister of Defence and Military Production, who expressed his pride in the efforts of the air

force to train on the new aircraft in record time, enabling their own pilots to undertake the delivery � ight.

Egypt signed a contract on February 16 for the purchase of 24 Rafales, comprising 16 two-seat DMs and eight single-seat EMs. They will be operated by the 203rd Tactical Fighter Wing Storm/34 Sqn Wild Wolves.

Boeing handed over the � rst EA-18G Growler for the Royal Australian Air Force (RAAF) at a ceremony in St Louis, Missouri on July 29.

The aircraft, A46-301, made its maiden � ight on July 13 and the second RAAF Growler has also � own. The following ten aircraft are in various stages of assembly at Boeing’s St Louis plant and all 12 are scheduled to arrive in Australia by the end of 2017.

Former Chief of Air Force, Air Marshal Geoff Brown (ret) represented the RAAF at the ceremony. He said: “The Growlers will complement our existing and future air combat capability, and ours will be a much more lethal force with this advanced technology. In many respects, it’s the � nal piece of the air power jigsaw puzzle for the RAAF, and my prediction is it will have one of

the biggest strategic effects for the Australian Defence Force since the introduction of the F-111 in the 1970s.”

Air Marshal Brown added: “The aircraft will now � y to Naval Air Station China Lake,

California, for � ight testing and then Naval Air Station Whidbey Island, Washington State, where RAAF operators will continue training with US Navy aircrew to gain expertise in the highly technical electronic warfare mission.”

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First Australian Growler

Handed Over

Egypt has taken delivery of its � rst three Dassault Rafales. Dassault Aviation

The Royal Australian Air Force took delivery of its � rst Boeing EA-18G Growler during a ceremony at the manufacturer’s St Louis, Missouri, facility on July 29. Boeing

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Debris Linked to Missing Flight MH370Malaysian Prime Minister Najib Razak announced to the press on August 5 that debris found washed up on Réunion Island had come from the missing Malaysia Airlines flight MH370.

A flaperon, apparently from a Boeing 777, was discovered on a beach on the remote Indian Ocean island on July 29 and transported to Toulouse, France for analysis. Investigators however, have stopped short of confirming it belongs to flight MH370 saying only that the probability is highly likely.

Subsequent to Mr Razak’s announcement the investigators said further analysis was required.

Malaysia Airlines posted a statement on its website on August 6 saying that confirmation the flaperon belonged to MH370 had come from: “the French Authorities, Bureau d’Enquêtes et d’Analyses pour la sécurité de I’aviation civile (BEA), the Malaysian investigation team, technical representative from PRC [People’s Republic of China] and [the] Australian Transportation

Safety Bureau (ATSB)”. Flight MH370 disappeared on March 8,

2014 while on a flight from Kuala Lumpur to Beijing in China. It had 229 passengers and 12 crew on board – and despite extensive and continuing searches nothing has been found. Malaysia has asked authorities in neighbouring islands, such as Madagascar and Mauritius, to comb beaches for debris, while Australia has committed to continuing its hunt in the Indian Ocean. France is conducting aerial searches around Réunion.

Marines Declare F-35B IOCInitial operational capability of the Lockheed Martin F-35B Lightning II has been declared by the US Marine Corps.

Marine Fighter Attack Squadron 121 (VMFA-121), based at MCAS Yuma, Arizona, became the first operational squadron following a five-day Operational Readiness Inspection, which concluded on July 17.

Gen Joseph Dunford, Commandant of the Marine Corps said: “VMFA-121 has ten aircraft in the Block 2B configuration with the requisite performance envelope and weapons clearances, to include the training, sustainment capabilities, and infrastructure

to deploy to an austere site or a ship. It is capable of conducting close air support, offensive and defensive counter air, air interdiction, assault support escort and armed reconnaissance as part of a Marine Air Ground Task Force, or in support of the Joint Force.”

Gen Dunford added: “Prior to declaring IOC, we have conducted flight operations for seven weeks at sea aboard an L-Class carrier, participated in multiple large force exercises, and executed a recent operational evaluation, which included multiple live ordnance sorties.”

VMFA-121 will be followed by Marine Attack Squadron 211 (VMA-211), an AV-8B squadron, which is scheduled to transition to the F-35B in fiscal year 2016 while VMA-311 will conduct its transition to the F-35B in 2018.

Meanwhile the USAF has activated the first combat squadron to fly the F-35A. The 34th Fighter Squadron ‘Rude Rams’ was formally stood up in a ceremony at Hill AFB, Utah on July 17.

The squadron’s new commander is Lt Col George R Watkins and it will receive its first F-35A in September.

Bell’s 525 Relentless super-midsize helicopter made its first flight at the manufacturer’s factory in Amarillo, Texas on July 1. Flown by Chief Test Pilot Troy Caudill, the prototype (N525TA) performed various hover manoeuvres and then tested low-speed handling qualities with winds gusting to 20kts. The helicopter, targeted at the offshore oil market, can accommodate 16 passengers and is the world’s first commercial helicopter with fly-by-wire controls. The touch-screen Garmin G5000H avionics suite is designed

for minimum pilot workload so that the crew can cope with the arduous conditions of offshore operations. A deluxe executive

version is also on offer and more than 60 customers have signed letters of intent. Rod Simpson

Army Air Corps operations with the Lynx AH7 came to an end on July 31 when the

type was officially retired.A six-ship flypast opened a special

ceremony at Middle Wallop, Hampshire, to mark the event which also saw the final Lynx students awarded their graduation certificates. The final backflip was performed by Warrant Officer Class 1 Mick Kildea and Capt Neil Posthumus, the Army Air Corps’ 2014 display pilots. During the past 38 years, the Lynx has supported the majority of the UK’s major operations and also deployed to Kenya, Canada, Norway, Belize and the Middle East to support army and Royal Marine training.

The Wildcat AH1 will eventually replace all the Lynx helicopters in Army Air Corps service when the Lynx AH9A retires in 2018.

Bell Flies 525 Relentless


Lynx AH7 Retired

Bell flew the prototype of its 525 Relentless helicopter for the first time on July 1. Bell

Six Army Air Corps Lynx AH7s performed a flypast at Middle Wallop to mark the type’s retirement on July 31. Key-Glenn Sands

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Air Canada has taken delivery of its � rst of 29 Boeing 787-9 Dreamliners.

The aircraft, C-FNOE (c/n 35265/323), arrived at Toronto Lester B Pearson International Airport from Paine Field, Everett in Washington State on July 31 where it joined the carrier’s existing � eet of eight 787-8 Dreamliners.

Benjamin Smith, President, Passenger Airlines at Air Canada said: “Air Canada is very excited to take delivery of its � rst Boeing 787-9. This new aircraft’s larger capacity and greater range will accelerate

our international expansion strategy and allow us to offer customers more non-stop services to new international destinations. Already, we have announced two new 787-9 routes to Delhi and Dubai from Toronto beginning this fall and as more of these aircraft enter the � eet we will expand our international network even further.”

Two more 787-9s should be received by the end of the year; C-FNOG (c/n 35266) and C-FNOH (c/n 35267). The remaining 26 Dreamliners will be the 787-9 variant seating 298 passengers, with deliveries

running until 2019. All of the carrier’s Dreamliners feature the new Air Canada interiors in a three-cabin con� guration, including International Business with fully lie-� at seats, Premium Economy and Economy. Air Canada’s next-generation seatback in-� ight entertainment system is available in all the cabins.

Before � ights to Delhi and Dubai start, the aircraft will operate between Toronto and Vancouver in August, and Toronto to Milan and Munich in September and October. Andrew H Cline

VVB Aviation LaunchedCardiff Aviation is starting a new charter carrier called VVB Aviation, aimed at the aircraft, crew, maintenance and insurance (ACMI) market.

VVB Aviation is 50% owned by the St Athan-based training and MRO provider and is close to securing a Maltese Air Operator Certi� cate. Initially it will � y a single Boeing 737-400, but plans to add a further two examples by the autumn.

Commenting on the launch, Cardiff Aviation’s Chairman and Iron Maiden front

man Bruce Dickinson said: “In the last two years we’ve grown relentlessly, thanks to our unique entrepreneurial style of MRO and training. We’re now looking to bring that approach to the airline market with VVB. This is a huge opportunity to create new jobs and further increase our already impressive roster of services.”

According to Cardiff Aviation, VVB: “is the � rst stage in [our] plan to develop a revolutionary new approach to aviation, which will allow corporations and countries

to quickly set up airlines with EASA-class compliance and capability.”

Dickinson added: “If you are looking to establish an airline, we will do all of the procurement, technical execution and administration on your behalf. We can give you a one-stop ‘airline in a box’ – all you need to do is sell the tickets, and we’ll do the rest.” The � rm has already signed a memorandum of understanding with Air Djibouti to create a new national carrier for the African country.

Air Canada’s � rst Boeing 787-9 Dreamliner, C-FNOE, was delivered to Toronto Lester B Pearson International Airport on July 31. Andrew H Cline

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First 787-9 for Air Canada

Korean Air’s � rst passenger example of the Boeing 747-8 made its maiden � ight on July 20. The aircraft, HL7630 (c/n 40905), is the � rst of ten the carrier has on order and had been in storage for 11 months. The type’s � rst long-haul route will be from Seoul Incheon to London Heathrow. Joe G Walker

Passenger 747-8 for Korean Air

New Generation L-410 Trials

Aircraft Industries has begun certi� cation trials of its modernised Let L-410 turboprop.

The 19-seat commuter aircraft features new General Electric H85 engines, new avionics and a more spacious cabin. It was rolled out from the Czech manufacturer’s Kunovice facility and made its maiden � ight on July 29.

Aircraft Industries hopes to complete certi� cation and begin serial production in 2017.

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New start-up carrier Congo Airways received its first aircraft in the shape of a former Alitalia Airbus A320-216.

The aircraft, 9Q-CLU (c/n 3362, ex EI-DSM) was painted by Eirtech Aviation at Dublin and rolled out on July 24. The airline is being set up by the Government

of the Democratic Republic of Congo with advice from Air France Consulting. Plans are to serve eight domestic destinations from its base at Kinshasa’s N’djili Airport including Goma and Lubumbashi before

expanding to regional and international routes. Another two A320s are planned to join the fleet along with an unspecified number of Bombardier Dash 8s. Malcolm Nason

Seattle-based Alaska Airlines has started operations with new Embraer 175 regional jets.

The carrier is acquiring eight E175s under a purchase capacity agreement with SkyWest. The new aircraft replace eight older regional jets that SkyWest currently flies for the airline

and entered service on July 1 on routes from Seattle to Milwaukee and Oklahoma City, and Portland and St Louis. The aircraft are configured with 76 seats, 12 in First Class and 64 in Coach.

Andrew Harrison, Executive Vice President

and Chief Revenue Officer for Alaska Airlines, said: “The E175 is an excellent regional aircraft that offers customers comforts similar to our mainline jets. The spacious E175 is particularly well suited for long, thin routes that are too far for our existing regional aircraft.”

Alaska Begins E175 Operations

Transaero Becomes Airbus OperatorRussian carrier Transaero became the latest Airbus operator when it took delivery of its first A321.

The aircraft, EI-VKO (c/n 6678) was flown to the carrier’s Moscow Vnukovo base on August 3. It is configured in a two-class

layout seating 184 passengers, eight in business and 176 in economy. Transaero plans to use the type on premium international routes.

Olga Pleshakova, CEO Transaero Airlines said: “The addition of highly

efficient aircraft to the company’s fleet will contribute to enhancing profitability, optimizing the airline’s passenger capacity, and will see withdrawal of aircraft [that] are of low demand in the current market conditions.”


New Alaska Airlines Embraer 175 N170SY (c/n 17000483) taxies at the carrier’s hub at Seattle-Tacoma International Airport. Joe G Walker

Airbus A320-216 9Q-CLU was rolled out at Dublin on July 24 in the colours of new airline Congo Airways. Malcolm Nason

New Airline for Congo


AIRLINE ORDERSAirline Aircraft Number Order Placed NotesChina Aviation Supplies Holding Company

Airbus A330 Family 45 June 30 General Terms Agreement

China Aviation Supplies Holding Company

Airbus A330 Family 30 June 30 MOU

China Eastern Airlines Boeing 737-800 50 July 9 To be operated by subsidiary China United AirlinesEl Al Israel Airlines Boeing 787 Dreamliner 15 August 5 Intent to Purchase. Also includes options for a

further 13EVA Air Boeing 777F 5 July 21 Firms up order announced at Paris Air ShowFedEx Express Boeing 767F 50 July 25 Includes options for a further 50 767FsGroupe Dubreuil Airbus A330-200 1 July 10IAG Airbus A320neo 20 August 6Iberia Airbus A350-900 8 August 6Iberia Airbus A330-200 3 August 6Joy Air Holdings Cessna 208 Grand

Caravan EX Amphibian20 July 20 First delivery this year

Undisclosed Customer Airbus A321neo 25 July 31

Brazilian carrier GOL revealed its new livery during a ceremony at its maintenance centre in Belo Horizonte on July 16.

Boeing 737-8EH PR-GXZ (c/n 40739), the 100th aircraft delivered to GOL by the

manufacturer, is the � rst aircraft to wear the new silver and orange scheme.

The carrier has also announced it will offer onboard Wi-Fi from next year and introduce new synthetic leather seats.

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Emirates applied special decals to Boeing 777-21HLR A6-EWJ promoting the carrier’s ties with Barclays Premier League side Arsenal. The club badge was applied to the front of the aircraft with large decals of players Mesut Özil, Santi Cazorla, Alexis Sánchez and Olivier Giroud featuring on the rear fuselage. The aircraft was used to transport the team from London Stansted to Singapore for a pre-season tour. Emirates

Arsenal Logojet

GOL has introduced a new orange and silver livery. Daniel R Carneiro

Vietnam Welcomes A350 and 787

Vietnam Airlines has two reasons to celebrate this summer after taking delivery of its � rst examples of both the Airbus A350 XWB and the Boeing 787-9 Dreamliner.

The Vietnamese � ag carrier is only the second airline to receive the A350, which arrived in Hanoi on July 1. The aircraft, VN-A886 (c/n 014) is being used on domestic services between Hanoi and Ho Chi Minh City before making its long-haul debut on non-stop � ights from Hanoi to Paris on September 30.

The aircraft is con� gured with a three-class layout, with 29 seats that convert to fully � at beds in Business Class, 45 seats in Premium Economy and 231 in Economy. Vietnam has 14 A350s on order, with VN-A886 being leased from AerCap.

The carrier’s � rst 787-9, VN-A861 (c/n 35151), was delivered to Hanoi on August 2 and was also used on domestic routes prior to operating the Ho Chi Minh City to London Heathrow service. It is the � rst of 19 Dreamliners the carrier has on order.

Balloonists Break World

RecordA new world record has been set for the largest simultaneous � ight of hot air balloons, with 433 taking to the skies in Metz, northeastern France.

The record was set on July 26 at the Lorraine balloon festival in Chambley-Bussieres, where the previous record of 408 had been achieved in 2013.

The festival took place between July 24 and August 2.

GOL Unveils New Look

US Airways Brand Retired

American Airlines will withdraw the US Airways brand and � ight codes on October 17 when a single, uni� ed reservations system is launched. From then, all US Airways � ights will be operated under the American Airlines’ ‘AA’ � ight code.

A US Airways spokesperson said: “All � ights departing on or after October 17 will be American � ights. During that week, we’ll start to transfer existing US Airways reservations to American reservations. Until then, we’ll continue to operate as two airlines.”

The carriers have already integrated their � ight operations, maintenance and dispatch procedures after American Airlines secured a single Air Operator Certi� cate in April.



Second Q400 for Qazaq Air

Kazakhstani regional operator Qazaq Air has taken delivery of its second Bombardier Dash 8-Q402, P4-AST (c/n 4497).

The aircraft, which joins P4-NUR, is being leased from UAE-based Falcon Aviation Services. The aircraft arrived at Shannon on

July 21 and left two days later after Qazaq’s livery had been applied. Qazaq plans to serve 11 destinations in Kazakhstan and was due to start operations in early August. The carrier intends to acquire an additional ten Dash 8-Q400s. Malcolm Nason

Qazaq Air’s second Bombardier Dash 8-Q402, P4-AST, was delivered via Shannon in July. Malcolm Nason

IN BRIEFEuropean business aviation operator LUXAVIATION has received its first Embraer Phenom 300, LX-MAR (c/n 50500216). It was delivered to the company’s base at Luxembourg Findel Airport on July 7.

Singapore-based SCOOT became the first South East Asian airline to operate both variants of the Boeing 787 Dreamliner when it took delivery of its first -8, 9V-OFA (c/n 37117), on July 17. The aircraft was built in Charleston, South Carolina, and ferried to Boeing Field from where it departed for Singapore the next day.

AIR ICELAND will acquire three Bombardier Dash 8-Q400s to replace its five Fokker 50s. The Canadian-built turboprops, which according to parent firm Icelandair Group were manufactured in 2000 and 2001, were due for delivery by August and, following an “implementation process”, will enter revenue service from December alongside the carrier’s two Q200s.

New Charter Operator

Valorfly Boeing 737-400 9H-VLA was at Bologna on July 5. The new Maltese airline is operating charter flights, mainly in the Italian leisure market. Marco Finelli

Maiden ATR 72-600 for Myanmar National

AirlinesMyanmar National Airlines received XY-AJY (c/n 1267) on August 3, the first of six ATR 72-600s from a $296 million contract signed in 2014. The carrier, previously known as Myanma Airways, also agreed options for six more examples.

Myanmar National Airlines’ current fleet includes three ATR 72-500s, two ATR 72-200s and a single ATR 42-300.

Its Managing Director Than Tun said: “We are delighted to introduce the newest ATR -600 series aircraft into our fleet and to begin offering its world-class standards of comfort to our passengers.

“We are upgrading our fleet with an aircraft that is proving to be outstandingly successful, particularly in Asia, and which has shown itself to be the optimal choice both in terms of operational versatility and fuel efficiency. Upgrading to the newest -600s came naturally after having successfully operated former ATR versions for years.”

All six aircraft are scheduled for delivery by 2017.

EASA Certification for AW169

AgustaWestland was awarded an EASA type certificate for its new light-midsize AW169 on July 15.

The 4.6-tonne helicopter first flew on May 10, 2012 and the first production aircraft will be delivered shortly from the Vergiate plant in Italy. A second production line in Philadelphia will build helicopters for the American market. The UK plant at Yeovil, Somerset, will produce rotor blades and the tail rotor transmission system. According to the company, more than 150 AW169s have been ordered to date, including 20 for customers in Brazil, for roles in offshore support, police operations and as executive/corporate transports. Dorset and Somerset Air Ambulance service also has an example on order.

The helicopter, which is powered by two Pratt & Whitney PW210A turboshafts can accommodate up to ten passengers. It is fitted with an advanced avionics suite with three large touch-screen displays and a four-axis digital automatic flight control system, while a dual Flight Management System (FMS) ensures low crew workload, enabling single/dual pilot VFR/IFR operations. Rod Simpson


Lockheed Martin to Buy SikorskyLockheed Martin is to purchase Sikorsky Aircraft for $9 billion. The Bethesda, Maryland-based company announced the proposed acquisition on July 20, revealing it has entered into a de� nitive agreement for the deal.

Lockheed Martin said the price was effectively reduced to approximately $7.1 billion, after taking into account tax bene� ts resulting from the transaction. Marillyn

Hewson, Lockheed Martin chairman, president and CEO, said: “Sikorsky is a natural � t for Lockheed Martin and complements our broad portfolio of world-class aerospace and defence products and technologies. Together, we’ll offer a strong portfolio of helicopter solutions to our global customers and accelerate the pace of innovation and new technology development.”

The acquisition is subject to the

customary conditions, including securing regulatory approvals and is expected to be completed by late this year or early next. Lockheed Martin plans to align Sikorsky under the Lockheed Martin Mission Systems and Training (MST) business segment. Sikorsky and MST already work together on a number of programmes, including the VH-92 Presidential Helicopter, Combat Rescue Helicopter and the naval MH-60 helicopter.

Iran has conducted the maiden � ight of a former Iraqi Sukhoi Su-22 Fitter, one of 12 it is restoring to airworthy condition. The aircraft, which are from a batch of 40 Fitters that the Iraqi regime sent to Iran for ‘safe keeping’ during Operation Desert Storm 24 years ago, are being prepared for service with the Islamic Revolutionary Guard Corps Air and Space Force (IRGCASF). They will � ll the void left by the Su-25 Frogfoots that were re-delivered to Iraq last summer.

Iran is planning to restore � ve Su-

22M4s, two Su-22UMs and � ve Su-22UM3s with the work being carried out by Pars Aviation Aircraft MRO Center. The R-29BS-300 powered jets were delivered to Pars in 2012. Aircraft No.53 made its � rst � ight at 0815hrs on June 12 with No.54 following around an hour later.

The aircraft are all wired to carry C-704KD Nasr 2 anti-ship/cruise missiles. Babak Taghvaee

Iran Utilises ex Iraqi Su-22s

A former Iraqi Sukhoi Su-22 Fitter, 53, made its � rst post-restoration � ight in Iran on June 12. Babak Taghvaee

Four F-16C/D Block 52s for the Iraqi Air Force have arrived at Joint Base Balad in the country. The aircraft, which routed via Lajes Field in the Azores, had been temporarily based at Tucson International Airport, Arizona, where they were used to

train Iraqi Air Force pilots alongside the Arizona Air National Guard’s 162nd Wing.

The four aircraft arrived in Iraq on July 13 consisted of F-16Cs 1607 (c/n RA-01,

USAF/12-0004) and 1610 (c/n RA-04, USAF/12-0007), plus F-16Ds 1601 (c/n RB-01, USAF/12-0016) and 1604 (c/n RB-04, USAF/12-0019).

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Iraqi Air Force F-16C Block 52 1607 about to touch down at Lajes Field in the Azores during its delivery � ight. Tiago Alonso Silva

F-16s Head to Iraq

Belgium Ends IS Operations

Six Belgian Defence-Air Component F-16AM Fighting Falcons returned to Florennes Air Base on July 2 after completing a nine-month deployment to Jordan in support of air strikes against Islamic State (IS) in Iraq.

Minister of Foreign Affairs Didier Reynders stated in May that there was no budget beyond the end of June to continue Belgian operations against IS and the F-16s have returned home from Azraq-Muwaffaq Salti Air Base as a result.

The jets arrived in Jordan on September 27 and their � rst operational mission over Iraq took place on October 1, when a reconnaissance sortie was � own. This was followed by the � rst air strike on October 5. During their time in Jordan, around 720 sorties were � own, with 140 weapons being used.

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Pakistan has acquired a new Bombardier Challenger 605, EYE77 (c/n 5955), which visited London Luton Airport on August 4.

The aircraft, which was transferred from the Canadian register to Pakistan on June 19, arrived at Luton from Ankara and returned to the Turkish city the following morning.

Pakistan previously used the serial EYE77 on a Hawker 4000 Horizon which

was withdrawn from service in February 2014. It is believed the aircraft are operated by Pakistan’s Directorate for Inter-Services Intelligence (ISI), the country’s primary national security and intelligence agency, although this has never been positively confirmed.

Final RAF Merlins Join the Royal NavyTransfer of all 25 of the RAF’s Merlin HC3/HC3As to the Fleet Air Arm has been completed. The final helicopters were handed over at a ceremony at RAF Benson, Oxfordshire, on July 9, when 845 NAS received 28 (AC) Sqn’s Merlins.

Merlins operated by 78 Sqn were transferred last year to 846 NAS which stood up on September 30, with all the helicopters now on Royal Navy charge with

the Commando Helicopter Force. All 25 of the ex-RAF Merlins will undergo a £455 million Merlin Life Sustainment Programme (MLSP) upgrade by AgustaWestland to prepare them for Royal Navy operations.

Initially, 845 NAS personnel will remain at Benson with the helicopters to complete training, before moving next summer to their permanent home at RNAS Yeovilton, Somerset, to operate alongside 846 NAS.

During the ceremony, 28 (AC) Sqn was disbanded and immediately re-formed as 28 (Reserve) Sqn. It will remain based at Benson, but has taken on the role of operational conversion unit (OCU) for the RAF’s Chinook HC3/4/6s and Puma HC2s. A number of Chinooks are being transferred from Odiham for the OCU, which will also take Pumas from the resident units at Benson.

Nevada ANG C-130H 79-0475 lines up for departure at RAF Mildenhall. The aircraft has new artwork added to the tail. Bob Archer.

Nevada ANG C-130H Hercules 79-0475 visited RAF Mildenhall wearing new artwork on the tail. Based at Reno with the 192nd Airlift Squadron/152nd Airlift Wing, the aircraft now carries a caricature of a ram standing on a rugged hillside. The ram is the emblem of the Reno Bighorns basketball team. It arrived in Suffolk from the US on July 31 and departed eastwards the following day.

The aircraft is part of a Big Safari project known as Scathe View, which is managed by Operating Location Detachment 2 at Lockheed Martin’s Fort Worth facility. While appearing to be a traditional airlifter, this C-130H has a host of additional antennae installed along the underside of the fuselage

for intelligence gathering. Beneath the nose is a retractable forward looking infrared (FLIR) daylight television system, along with a spotter scope and a laser rangefinder. The cargo compartment contains the Situational Awareness Display System which allows operators to view full motion videos and thermal imagery of ground areas, and overlay ground maps to determine potential enemy activity. This is then transmitted to commanders for immediate action. The Scathe View system is installed in all eight of the C-130Hs operated by the squadron.


First AC-130J Handed Over

US Air Force Special Operations Command has taken delivery of its first Lockheed Martin AC-130J Ghostrider gunship. Aircraft s/n 12-5753 is the second to be modified to the AC-130J configuration and arrived at Hurlburt Field, Florida, on July 29. It differs slightly from the first aircraft, as it incorporates several design changes made as a result of lessons learned during development test flying.

Initial developmental test and evaluation was carried out by the 413th Flight Test Squadron at Eglin AFB, Florida. The aircraft will be flown by the 1st Special Operations Group Detachment 2 and maintained by the 1st Special Operations Aircraft Maintenance Squadron during its initial operational test and evaluation programme.

New Artwork for Nevada ANG Herc

C-145s to AMARG

US Air Force Special Operations Command has started retiring some of its C-145A Combat Coyote (PZL Mielec M-28) aircraft, due to changing mission requirements. The aircraft are being placed in storage with the 309th Aerospace Maintenance and Regeneration Group at Davis-Monthan Air Force Base, Arizona, where the first C-145A, 08-0310/N310MV (c/n AE003-10), arrived on May 28.

These aircraft are operated by Air Force Reserve Command’s 919th Special Operations Wing/6th Special Operations Squadron ‘Commandos’ at Duke Field, Florida, which is scheduled to switch to the C-146A Wolfhound (Dornier 328) next year.

The 919th SOW was due to have dispatched around ten C-145As to AMARG by the end of August. This will leave the unit with five aircraft to support pilot training and carry out proficiency sorties.

New Pakistan Challenger

New Pakistan Bombardier Challenger 605 EYE77 departs London Luton Airport for Ankara. Westleigh Bushell


Her Royal Highness, The Princess Royal, was guest of honour at RAF Brize Norton as LXX Sqn stood up on July 23.

The squadron is the � rst to � y the new Airbus A400M airlifter operationally. The UK currently has three of the 22 examples it has ordered.

Princess Anne was accompanied by Chief of the Air Staff, Air Chief Marshal Sir

Andrew Pulford and Brize Norton Station Commander, Gp Capt Simon S Edwards, as she reviewed the squadron before handing over a new standard to Wg Cdr Simon Boyle, LXX Sqn’s commanding officer.

Airbus Helicopters has handed over EC135 T2+ N52-001 ‘841’ (c/n 1179, ex D-HECG) ‘HATS01’, the � rst of 15 for the Australian Defence Force (ADF) Helicopter Aircrew Training System (HATS) programme. The formal acceptance ceremony took place on July 23 at the Airbus Helicopters production facility in Donauwörth, Germany.

The HATS contract was signed in November 2014, with the � rst helicopter making its maiden � ight on January 16, 2015, from Donauwörth. The

� rst helicopters will be shipped to Australia in January and Initial Operating Capability (IOC) is scheduled for late 2018, although students will begin arriving earlier. When fully operational, the HATS system will accommodate up to 130 students a year, including pilots, aviation warfare officers, sensor operators and quali� ed aircrew returning for instructor training.

IN BRIEFAIRBUS DEFENCE AND SPACE has resumed deliveries of its A400M tactical airlifter. The French Ministry of Defence accepted the 13th production aircraft on June 19, hours after the Spanish authorities lifted restrictions imposed following the crash of MSN023 during a pre-delivery test � ight on May 9. Unlike previous deliveries, France’s latest A400M, 019/F-RBAG, is capable of dropping paratroopers from its rear ramp.

Canada stood up 401 TACTICAL FIGHTER SQUADRON Rams during a ceremony at Cold Lake, Alberta, on June 30. The squadron’s new commander is Lt Col Joseph ‘Scotty’ Mullins. There are now � ve RCAF squadrons � ying the CF-188 Hornet, four operational – 425 and 433 at Bagotville plus 401 and 409 at Cold Lake – and a training squadron, the 410 Tactical Fighter (Operational Training) Squadron at Cold Lake.

US Air Force Reservists from the 442ND FIGHTER WING (FW), along with three Air National Guard units, will travel to Estonia to train with armed forces in the Baltic region as part of Operation Atlantic Resolve. The 442nd FW is based at Whiteman AFB in Missouri, � ying the A-10C Thunderbolt II. The aircraft will be in Europe in August and September.

MILITARY AIRCRAFT ORDERSAir Arm Company Number and Type Contract Date Delivery Date and NotesArmed Forces of Malta AgustaWestland 1 x AW139 July 6 Conversion to a fi rm order from an optionGovernment of Tunisia Sikorsky 4 x UH-60M Black Hawk June 30 All delivered by December 31, 2016Italian Coast Guard AgustaWestland 2 x AW139 July 7Japanese Ground Self-Defense Force

Bell-Boeing 5 x MV-22 Osprey July 14

Royal Jordanian Air Force Sikorsky 1 x UH-60M Black Hawk July 9 Estimated contract completion date December 31, 2015

US Federal Bureau of Investigation

Sikorsky 1 x UH-60M Black Hawk June 25

MIL

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LXX Sqn Stands Up

Australia Accepts EC135

The Princess Royal, senior RAF officers and squadron personnel attended the ceremony to marking the standing up of LXX Sqn on July 23. Crown Copyright 2015

Australia has accepted the � rst Airbus Helicopters EC135 T2+ for the ADF HATS. Airbus Helicopters

Turkey Bombs

Islamic State Turkey launched air strikes against Islamic State (IS) targets in Syria for the � rst time during July.

A Turkish soldier was killed when his unit exchanged � re with IS � ghters near the Syrian border on July 23 and the following day Turkish Air Force F-16s attacked three IS targets in Syria. A suicide bomb that had killed 32 in the Turkish town of Suruç on July 20 has also been blamed on IS. Addressing reporters in Ankara on July 24, Turkish Prime Minister Ahmet Davutoglu said: “the slightest movement threatening Turkey will be retaliated against in the strongest possible way”. He added that the weapons had been launched from the Turkish side of the border and Syrian air space had not been violated.

The US has launched armed drone strikes against IS from Incirlik Air Base after it was revealed on July 23 that Turkey had given permission for the air� eld to be used. Incirlik is close to Turkey’s border with Syria and will signi� cantly reduce the time it takes US forces to reach their targets.


Models Round-upAviation News incorporating Classic Aircraft reviews the latest models on the market.

McDonnell Douglas MD-11 Freighter Lufthansa Cargo D-ALCN, 1:200, Item No G2DLH487. Price £112. Gemini JetsLufthansa Cargo currently operates a fleet of 14 MD-11 Freighters, including D-ALCN which joined the carrier in 2001. Used to transport cargo to all corners of the world, the MD-11 has provided the backbone of the Lufthansa Cargo fleet since the late 1990s. The model can be displayed either with the gear up or down and a smart wooden stand is included. The MD-11 is always a popular type with aviation enthusiasts and this model will make a great addition to any collection.

Boeing 747-400 Qantas Airways VH-OJA, 1:200, Item No G2QFA567. Price £133. Gemini JetsResplendent in the distinctive kangaroo livery, this magnificent model represents VH-OJA, the first Boeing 747-400 to be delivered to Qantas. Now enjoying retirement with the Historical Aircraft Restoration Society at Illawarra in New South Wales, ‘Juliet Alpha’ set the record for the longest distance (non-stop London to Sydney) and time over distance flight by a commercial aircraft on August 17, 1989; the latter record still stands today. The model, which features spinning fan blades, comes with a display stand.

Boeing 787-8 Dreamliner Thomson Airways G-TUIA, 1:200, Item No G2TOM542. Price £102. Gemini JetsThomson Airways became the first UK operator of the Boeing 787-8 Dreamliner when it took delivery of G-TUIA in May 2013. The carrier uses the type on its long-haul services from regional airports across the UK and has since placed further orders for the type, including the bigger -9 variant. This model represents the carrier’s maiden Dreamliner and will add a splash of colour to your collection thanks to the carrier’s vibrant livery. A display stand is included.

Boeing 737-700 Southwest Airlines N708SW, 1:400, Item No GJSWA1471. Price £29. Gemini JetsWith more than 440 Boeing 737-700s in its fleet, Southwest Airlines is one of the largest operators of the type in the world. The low-cost carrier took delivery of its first -700 series aircraft on December 17, 1997 and uses the type throughout its network. This model comes in Southwest’s latest ‘Heart’ livery and features a high level of detail, right down to the fleet number on the nosewheel door.

Airbus A320-200 British Airways G-EUYV, 1:400, Item No GJBAW1410. Price £29. Gemini JetsBritish Airways began retrofitting Sharklets to ten of its Airbus A320s earlier this year. Used across BA’s European and domestic network, the A320 is the workhorse of the carrier’s short-haul fleet. This model depicts G-EUYV, which made its first flight on April 22, 2014 and was delivered to BA the following month. The Royal Mail, oneworld and ‘To Fly. To Serve’ logos add to the authenticity of the model which is sure to appeal to all British Airways fans.

Boeing 787-9 Dreamliner Vietnam Airlines VN-A861, 1:400, Item No GJHVN1478. Price £39. Gemini JetsAs part of a major revamp of its long-haul fleet, Vietnam Airlines has ordered 19 787 Dreamliners. This model depicts the first example to be delivered to the carrier, VN-A861, which arrived in Hanoi on August 2. The type is set to enter service on the Ho Chi Minh City to London Heathrow route later this year. This is a fine representation of the aircraft and at 1:400 scale is a nice size to complement any collection.


Sponsored bySRF Trading Ltd, Unit 1, Bexwell, Downham Market, Norfolk PE38 9LT Tel: 44 (0)1366 380662 [email protected] Available from specialist model aviation outlets and stockists throughout the UK.

13_modelsDC.indd 13 07/08/2015 14:47

Collaboration was the name of the game as pilots from the Indian Air Force (IAF) teamed up with their RAF counterparts during Exercise

Indradhanush IV this summer. Featuring � ghter, tanker and transport aircraft from both sides, the exercise enabled pilots and groundcrew to exchange ideas on tactics and operational procedures.

Four Sukhoi Su-30MKI Flankers, a Boeing C-17A Globemaster III, Lockheed Martin C-130J Hercules and an Ilyushin Il-78MKI Midas left India on July 15 and routed via Jeddah in Saudi Arabia, and the Greek capital Athens before arriving in the UK three days later.

The Flankers, from 2 Sqn based at Tezpur AFS in northeastern India, were stationed at RAF Coningsby in Lincolnshire during their time in Britain while the transport and tanker support used RAF Brize Norton in Oxfordshire. Group Captain Ashu Srivastav, a Su-30MKI pilot with 2,215hrs on the type, had command of the 190 personnel deployed to the UK. He explained: “Every air force has got some plusses and some minuses. We are here to take plusses from the Royal Air Force and we expect they will take a lot of plusses from


Aviation News Assistant Editor James Ronayne reports from RAF Coningsby on Exercise Indradhanush IV.

Above: Indian Air Force Su-30MKI Flankers and RAF Typhoon FGR4s operating alongside and against each other during Exercise Indradhanush IV. Crown Copyright 2015

Below: Typhoon FGR4 pilot Flt Lt Mike Highmore, from 3(F) Sqn, chats with a colleague from the Indian Air Force. Crown Copyright 2015

INDIAN SUMMER EXERCISE INDRADHANUSH IV

14-16_indian.JRDC.mf.indd 14 06/08/2015 08:44

our side. It is good to operate in a different environment. It is good learning. Any time you operate against any aircraft it is enjoyable, it is a challenge and we take it on.”

The Indian Air Force’s Exercise Director, Wg Cdr S Joarder, said: “This is a good way to exchange our experience, share our thoughts and go ahead with working together as a team. The IAF used to be the Royal Indian Air Force so we have a lot of commonality in terms of structure, organisation and training.

“We also have similar missions, concepts, strategies and tactics as the RAF. We gain tremendously when we share our experiences together.”

Fifteen pilots and � ve weapons systems operators (WSOs) deployed with the Su-30s at Coningsby.

SCENARIOSConingsby’s 3(Fighter) Squadron took the lead on the exercise, guiding their Indian counterparts through the ‘crawl, walk, run’ phases. Officer Commanding 3(F) Sqn, Wg Cdr Chris Moon explained: “In the ‘crawl’ phase it is famil [familiarisation] sorties; getting used to the local area, getting used to RAF Coningsby and UK airspace and performing some simple one-v-one sorties. We’ve built it up through one-v-one into two-v-one, two-v-two, beyond visual range and then through this week we’ve been performing large force exercises in the afternoons with pretty much eight-v-eight beyond visual range.”

The exercise included air-to-air and air-to-ground elements. It culminated on July 30 with a large force exercise (LFE) featuring six RAF Typhoons and four Indian Flankers as Blue Air with the mission to support two C-130J Hercules, one Indian and the other RAF, tasked with performing a paradrop. Between eight and ten Typhoons provided Red Air.

Simulated weapons were employed throughout Exercise Indradhanush. The RAF Typhoons used a Rangeless Airborne Instrumented Debrie� ng System (RAIDS) pod and the IAF a similar tracking device. The tracks from both merged for the debrief.

Asked how the Typhoon FGR4 had fared against the Flanker, Wg Cdr Moon said: “You can only read so much about the Flanker and

be briefed so much, but it’s not until you are up in the air with them and against them that you see what a great aircraft it is. We’ve both got some of the most technically advanced equipment in the world. The Typhoon and the Flanker are two of the best dog� ghters in the world. Quite often it comes down to who is the best pilot on the day.”

Wg Cdr Moon remarked the exercise had been enthusiastically received, both inside and outside the RAF. “We found out a lot about this exercise from the spotters’ websites, [that’s how] we found out what was going on,” he joked. “There’s a huge amount of interest and the second we knew Flankers were coming to RAF Coningsby we were bombarded with requests from all over the air force for guys to come and get involved in the exercise.”

Other Typhoon squadrons at Coningsby as

well as those at RAF Lossiemouth in Moray have taken part in the exercise, as have the Hawks of 100 Sqn from RAF Leeming. However, due to the short duration of the exercise other squadron involvement was minimal to prevent the scenarios being made too complex. Tanker support was provided in the second week of missions with the Typhoons refuelling from RAF Voyagers and the Flankers using the Il-78MKI. The IAF C-17’s only � ying activity in the UK was on the inbound and outbound journeys.

FULLY FUNCTIONING FLANKERSIndian Flankers last visited the UK in 2007 when six Su-30s deployed to RAF Waddington in Lincolnshire. On that occasion the Indians never used their radars but this


Right: Two 3(F) Sqn Typhoon FGR4s � y in formation with two Indian Air Force Su-30MKI Flankers and an Il-78MKI Midas tanker. Crown Copyright 2015

Left: Officer Commanding 3(F) Sqn, Wg Cdr Chris Moon. Key-James Ronayne

Right: During Exercise Indradhanush IV, the Indian Air Force contingent was under the command of Grp Capt Ashu Srivastav. Key-James Ronayne

Left: Officer Commanding 3(F) Sqn, Wg Cdr

EXERCISE INDRADHANUSHExercise Indradhanush IV is the second edition to be held in the UK since 2007. The name ‘Indradhanush’ means ‘rainbow’ in Hindi.

This year’s exercise also featured a ground element with troops from the Garud, an Indian Air Force special forces unit, working alongside their counterparts from 2 Sqn, RAF Regiment. The ground forces worked from RAF Honington in Suffolk and troops were paradropped onto the Stanford Training Area (STANTA) from Indian and RAF C-130Js. Indian and British C-17 crews also trained together.

14-16_indian.JRDC.mf.indd 15 06/08/2015 08:44

time around was different. “In this present exercise there is no restrictions on this aircraft,” explained Grp Capt Srivastav. “We have full freedom with the radar.”

Sqn Ldr Avi Arya, a quali� ed weapons instructor on the Su-30 said the real value of the exercise was the chance to exchange ideas with other crews. “Both are fourth-generation aircraft and so are matched evenly, so the learning value comes from the person-to-person contact, it’s the man

behind the machine which matters,” he said. “All � ghter pilots speak the same language, that’s the common thing we have and it’s very comfortable to learn from each other.”

With the RAF’s resources stretched, Wg Cdr Moon was delighted to take advantage

of some varied training. He said: “The Tornados are almost permanently deployed on operations so we don’t get to see them very often, so for the Typhoons the vast majority of combat is either against ourselves or against the Hawks. To do it against a high performance � ghter such as the Flanker is invaluable.”

The � nal sorties � own by the Flankers from Coningsby were two exchange � ights with RAF pilots sat in the backseat while some IAF pilots enjoyed a ride in a Typhoon.

The IAF C-130J Hercules was the � rst to begin the long journey home, departing after the LFE on July 29. The remaining IAF assets followed two days later, again routing home via Athens and Jeddah, leaving Wg Cdr Moon to re� ect on a successful exercise.

“We’ve achieved all of our objectives, which were to � y safely and successfully with the Indians throughout,” he commented. “It has gone extremely well.”


INDIAN AIR FORCE AIRCRAFT DEPLOYED TO THE UKCB-8008 Boeing C-17A Globemaster III 81 Sqn

KC-3801 Lockheed Martin C-130J-30 Hercules 77 Sqn

RK-3454 Ilyushin Il-78MKI Midas 78 Sqn

SB065 Sukhoi Su-30MKI Flanker 2 Sqn




A Typhoon FGR4 and Su-30MKI � y over the North Sea. Crown Copyright

Left: Sukhoi Su-30MKI Flanker SB167 taxies out for the � nal scenario of Exercise Indradhanush IV. Key-James Ronayne

Below left: Indian Air Force C-130J Hercules KC-3801 arrives at RAF Coningsby to collect equipment ahead of the return journey. The Hercules departed the UK early with equipment required for receiving the rest of the visiting contingent at the stopovers en route back to India. Key-James Ronayne

14-16_indian.JRDC.mfDC.indd 16 07/08/2015 12:54

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Swordfi sh Mk.I Back in the AirThe world’s sole surviving Fairey Sword� sh Mk.I, W5856, returned to the skies for the � rst time in nearly 12 years when it launched from RNAS Yeovilton on June 19 in the hands of the Royal Navy’s Lt Simon Wilson.

The 1941-built aircraft was grounded in 2003 after corrosion was discovered in the wing spars. The Royal Navy Historic Flight (RNHF) aircraft has since undergone a thorough rebuild including the installation of pistons and cylinders into its Bristol Pegasus engine – marking the � rst time new Pegasus parts have been produced since the end of

the war. Among other tasks, its wings have been restored and new spars � tted.

After a thorough programme of ground testing, the Sword� sh undertook around 8hrs of test � ying from Yeovilton on June 19 and 20. The Historic Flight’s CO Lt Cdr Chris Götke made his � rst � ight in the type on the 20th, and on the same day Cdre Jock Alexander, CO at RNAS Yeovilton, signed off the Public Display Authorisation for both Chris and Simon.

Having previously worn the pre-war colours of 810 Naval Air Squadron (NAS),

the Sword� sh is now resplendent in a World War Two scheme, representing an aircraft of 820 NAS that attacked the German warship Bismarck on the night of May 25/26, 1941. Torpedo strikes from the biplanes crippled the vessel. Unable to escape Allied ships, it came under heavy bombardment and sank the following day.

It is hoped that the RNHF’s second Sword� sh, Mk.II LS326, will join W5856 later this year after it receives its own rebuilt Pegasus. www.royalnavyhistoric� ight.org.uk Lee Howard

Vickers VC10 C1K XR808 has arrived at its new home at RAF Museum Cosford.

The aircraft was dismantled over eight months at Bruntingthorpe, Leicestershire by GJD Services and transported to Cosford on a low-loader on June 21. The journey took the VC10, known as ‘Bob’ because of the 808 in its serial, along the M69, M6 and M54. Too large to pass under the railway bridge at Cosford, the fuselage made its way to Junction 4 of the M54 and through Shifnal, with some tricky manoeuvring en route, before heading onto the air� eld.

Gary Spoors, boss of GJD Services, said: “We chose to reverse-engineer the aircraft, de-riveting the various sections, wing, � n, tail and back end to avoid any cuts – which we felt would compromise the integrity and beauty of the aircraft. An enormous effort has gone into the dismantling of XR808 and we’re very pleased with progress so far.”

Work to reassemble the VC10 started

with the inner wings being attached to the fuselage. The aircraft was then transferred from the air� eld to the museum site for the � nal reassembly, which is taking place directly outside the attraction’s Hangar 1.

The next stage involves the wings being rebuilt and the rear section attached. The team expects to be � tting the � n and tailplane

by late September, followed by the engines, nacelles and outer wings. The � nishing touches will include re� tting access panels and completing some minor painting.

At the end of October, it’s hoped the VC10 will be moved into its permanent display position next to the museum’s Lockheed Hercules C3, XV202. www.rafmuseum.org

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New Paint for DC-7

Douglas DC-7C EC-BBT has been repainted into the livery of regional carrier Binter Canarias. The propliner, the last ever DC-7C built, has been on display at El Berriel air� eld

on Gran Canaria for several decades with the elements taking their toll. However, the

island’s local airline has partly restored the aircraft and repainted it in its current livery.

Binter Canarias has helped to partly restore Douglas DC-7C EC-BBT, which is on display at El Berriel air� eld on Gran Canaria. Alejandro Hernández León

Vickers VC10 C1K XR808 on the � nal stages of its journey to RAF Museum Cosford. RAFM Cosford

VC10 Moved to Cosford

18-19_preservation.JRDC.indd 18 04/08/2015 14:49

Mosquito Prototype Receives

Lottery FundsThe restoration of Mosquito prototype W4050 has received a boost after the de Havilland Aircraft Museum received £41,000 from the Heritage Lottery Fund to complete the project.

Volunteers at the museum at Salisbury Hall, London Colney, are carrying out the work which is part of a four-year project.

The aircraft has been carefully taken apart to facilitate work on areas of the wooden fuselage, wings and tailplane. The team is now in the process of reassembling the machine, which should be back in one piece by November 25, the 75th anniversary of W4050’s maiden flight.

Marketing Director Mike Nevin said: “Ensuring the conservation and restoration of the whole range of de Havilland aircraft and preserving the heritage of the company is the central theme of the museum. We are therefore grateful to the Heritage Lottery Fund for its support.” www.dehavillandmuseum.co.uk

Spitfire Mk.Is Find New HomesTwo Supermarine Spitfire Mk.Is have passed into the hands of new owners this summer.

Imperial War Museum Duxford has been gifted Supermarine Spitfire Mk.I N3200 by American Thomas Kaplan and his wife, Daphne Recanati Kaplan.

The aircraft is one of two remaining Mark I models restored to their original specifications as part of a wider project embarked upon by Kaplan and his late friend Simon Marsh. Prince William was the guest of honour at the handover on July 9 and received the aircraft’s original logbook on behalf of the museum.

The second example, Spitfire Mk.I P9374, sold at a Christie’s auction for £3.1 million on the same day. The money from its sale will be donated to the RAF Benevolent Fund and Oxford University’s Wildlife Conservation Research Unit. Shot down over France in 1940, it was restored over five years at Duxford. The new owner is believed to be based in mainland Europe.

Diane Lees, Director of IWM said the Duxford donation was significant for IWM and the nation. “It is incredibly special to see this Spitfire fly once again at IWM Duxford. We are immensely grateful to Mr and Mrs Kaplan.”

Lancaster Honours X-TERMINATOR

Temporary markings were applied to the Canadian Warplane Heritage Museum’s Avro Lancaster B.X FM213 to represent a former Royal Canadian Air Force (RCAF) bomber that completed a remarkable 84 ‘ops’, more than any other Canadian-built Lancaster.

The museum, based in Hamilton, Ontario, hosted a Celebrate Lancaster Day on July 11 to honour KB732, which was coded VR-X and named X-TERMINATOR during its time with 419 Sqn. F/Sgt Don McTaggert, KB732’s only living crew member, was the guest of honour for the day.

Lancaster KB732 was the 33rd of 430 produced by Victory Aircraft in Malton, Ontario, during World War Two. Flown to Britain during April 1944, it was assigned to the RCAF’s 419 Sqn and was based at Middleton St George, County Durham, alongside 428 Sqn.

On the night of June 7/8, X-TERMINATOR became the first Canadian-built Lancaster to

shoot down an enemy night-fighter, accounting for a Junkers Ju 88 shortly after bombing a railway junction at Achères, France. The air-gunners aboard VR-X claimed the destruction of a second fighter, this time a Focke-Wulf Fw 190, while on a raid to Hamburg on the night of July 28/29, 1944.

The Lancaster flew the last of its 84 sorties on April 25, 1945, as part of a large concentration of aircraft targeting Wangerooge, the coastal batteries on the Frisian Islands that guarded the approaches to the German ports of Bremen and Wilhelmshaven. Following the raid an 84th bomb marker was painted below KB732’s cockpit and its wartime duties were complete. It was flown back to Canada in September and entered storage in Alberta. Sadly, it was struck off charge on May 15, 1948, and broken up for scrap. www.warplane.com with thanks to Dave Birrell and Al Mickeloff


Collegian Test Flying

Aeronca C-3 Collegian G-ADRR (c/n A-734, ex N17424) made its first post-restoration flight from Old Warden on June 4. It subsequently flew on June 7 and 15 and has accumulated 2hrs 45mins in test flight time.

The aircraft dates from 1936 and was sold to Dudley Morgan in the UK in 1989 before being acquired by Steve Rudkin in 1996. Neither party completed much restoration work

on the remains. In 2004 it was discovered by Colin Essex while searching for parts for an aero engine and he and his brother completed the restoration, before moving it to Old Warden and the Shuttleworth Trust earlier this year for final assembly and test flying. Geoff Jones

Aeronca C-3 Collegian G-ADRR returned to the air on June 4, its first flight since being restored. Geoff Jones

The Canadian Warplane Heritage Museum’s Avro Lancaster B.X FM213 displaying its temporary markings. Jim Buckel

18-19_preservation.JRDC.indd 19 04/08/2015 14:49

Nearly 150,000 visitors passed through the gates during this year’s Royal International Air Tattoo (RIAT) at RAF Fairford in Gloucestershire.

Debutants and stars of the show were the pair of Kawasaki P-1 maritime patrol aircraft of the Japanese Maritime Self-Defense Force, one for the static and one in the � ying display. This was the type’s international debut and the � rst time an aircraft from the JMSDF had displayed in Europe.

Another debutant was the Qatar Emiri Air Force, which provided a C-130J Hercules for the static, making it the 55th nation to feature at RIAT. In total 232 aircraft from 27 air arms representing 22 countries took part in the show between July 17 and 19.

The event also marked the � rst airshow appearance of one of the RAF’s new Airbus A400M airlifters with ZM402 available for the


Main photo: Undoubted stars of the show were the two JMSDF Kawasaki P-1s, with 5504 taking part in the � ying display on Saturday and Sunday. Key-Tom Allett

Above left: The Hellenic Air Force’s Zeus Demo Team F-16C Block 52+ won the award for the best livery. Key-James Ronayne

Left: A special three-ship formation consisting of Tornados from the RAF, German and Italian air forces � ew on all three days of the show to mark the 35th anniversary of the � rst delivery of the type to the TTTE. Andrew Ratcliffe

Aviation News Assistant Editor James Ronayne looks back at this year’s Royal International Air Tattoo.

RIAT REVIEWED

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public to go on board in the static. Another example, EC-406, was demonstrated by the manufacturer during the � ying display.

French Mirage 2000N team Ramex Delta marked its � rst UK display with a � ne show of formation � ying and the ever-popular Polish MiG-29 Fulcrum put on another crowd-pleasing performance. Mildenhall-based 7th Special Operations Squadron � ew in from Suffolk each day to demonstrate its CV-22B Osprey tiltrotor aircraft, a welcome return to the � ying programme for the USAF.

The 35th anniversary of the � rst delivery

of a Tornado to the Tri-National Tornado Training Establishment (TTTE) was marked with a special three-ship formation comprising examples from Germany, Italy and the UK. Another three aircraft – one from each nation – were parked alongside each other in the static and had special markings applied to their tails to celebrate the occasion.

Vulcan to the Sky Trust’s Avro Vulcan B.2 XH558 made its � nal appearance at RIAT ahead of retirement later this year, displaying on both Saturday and Sunday. Pilot Kev Rumens ensured it went out in style with a solo display that wowed the crowds on the Saturday afternoon.

The Vulcan also teamed up with the Red Arrows and performed a � ypast on both the Saturday and Sunday. Fittingly in its last year of � ying, XH558 collected the As the Crow Flies Trophy, awarded for the best overall � ying demonstration as voted for by the Friends of the Royal International Air Tattoo.

Capt Ville Uggeldahl collected the Paul Bowen Trophy for the best solo jet demonstration for his performance in the


Above: French Mirage 2000N team Ramex Delta made its UK debut with a � ne display of formation � ying. Key-Tom Allett

Above: Several of the RAF’s specially marked jets featured at RIAT including 208(R) Sqn Hawk T1A XX350, which has been painted to celebrate the squadron’s centenary. Key-James Ronayne

Right: The static display also featured a tribute to the TTTE with jets from all three nations wearing special marks on their tails, applied just for RIAT. Key-James Ronayne

Below: Vulcan XH558 marked its last appearance at RIAT with a � ypast with the Red Arrows on the Saturday and Sunday. © Crown copyright 2015


Finnish Air Force F/A-18C Hornet and the German Army Bo105 was awarded the Sir Douglas Bader Trophy for the best individual � ying display. There was no surprise in the Best Livery category with the award going to the Hellenic Air Force’s Zeus Demo Team for its newly painted F-16C Block 52+.

A mass � ypast of World War Two aircraft took place on all three days of the show to mark the 75th anniversary of the Battle of Britain later this year. The formation, led by the Battle of Britain Memorial Flight and featuring

several aircraft operated by private individuals, collected the top award, the King Hussein Memorial Sword for the Best Overall Flying Demonstration.

Another tribute to the Battle of Britain came from the RAF Typhoon FGR4 and Spit� re Synchro Pair, which was presented the Steedman Display Sword for the best � ying demonstration by a UK participant. John Romain of the Aircraft Restoration Company also gave an excellent display of the recently restored Blenheim G-BPIV.

Highlights in the static included a pair of A-10C Thunderbolt IIs currently deployed in Europe with the 354th Expeditionary Fighter Squadron, a Su-22UM-3K from the Polish Air Force and a pair of SF-5Ms from the Spanish Air Force’s Ala 23.

The Polish Navy provided a Mil-14 Haze and US Army Europe made a welcome return to RIAT with an AH-64D Apache and UH-60+ Blackhawk. Other rotary exhibits included the new AW149 and a Belgian Defence-Air Component NH-90 TTH.

Maritime patrol aircraft were well represented in the static with a Boeing P-8A Poseidon of the US Navy’s VX-1 and the Boeing Maritime Surveillance Aircraft demonstrator (based on the Challenger 604) on show along with a German Navy P-3C CUP

Orion, Royal Danish Air Force Challenger 604, Irish Air Corps CN235-100MPA and the P-1.

Air Tattoo Chief Executive Andy Armstrong said: “The range of aircraft on display both in

the air and on the ground has been incredible and we are grateful to all the air arms from around the world that participated and helped make the event such a success.”


Above: Cold War veteran: a Polish Air Force Sukhoi Su-22UM-3K featured at RIAT. Key-Tom Allett

Left: Debutant Qatar Emiri Air Force provided C-130J Hercules 212/MAI for the static. Key-Tom Allett

Below: Two Spanish Air Force SF-5Ms were a welcome sight in the static. The Ala 23 aircraft are rarely seen outside their home country. Key-James Ronayne

Above: This Czech Air Force Mil-35, 3370, wears the colours of a RAF Coastal Command B-24 Liberator � own by a Czechoslovakian squadron during World War Two. James Ronayne

A mass � ypast of World War Two � ghters took place on all three days of the show

marking the 75th anniversary of the Battle of Britain. Hurricane IIC LF363 of the Battle

of Britain Memorial Flight leads Peter Vacher’s Hurricane I R4118/G-HUPW and Historic Flight’s

Spit� re IX SL633/N633VS. Key-James Ronayne


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Two Japan Maritime Self-Defense Force (JMSDF) Kawasaki P-1s made an around-the-world journey to be at the Royal International Air

Tattoo (RIAT) at RAF Fairford, held from July 17 to 19. One of them took part in the � ying display on the Saturday and Sunday while the second was in the static park. It was the � rst time a Japanese military aircraft had displayed at a European air show.

Leaving Atsugi, Japan, on July 10, both P-1 maritime patrol aircraft routed via Hawaii, Naval Base Ventura County in California and Naval Air Station Oceana, Virginia, before arriving at Fairford on the 15th. About 40 JMSDF personnel accompanied the deployment.

Aircraft s/n 5504 appeared in the � ying display. It gave a brief but impressive � ight demonstration, beginning with a short take-off and hard climbing turn away.

This was followed by a pass with the weapons bay open and its electro-optical/infrared (EO/IR) sensor under the nose

lowered. A further pass had these ‘buttoned up’ and the aircraft landed after six-and-a-half minutes airborne.

Meanwhile aircraft 5507 was parked in the static beside a US Navy Boeing P-8A Poseidon maritime patrol aircraft (MPA).

The display aircraft, 5504, is the fourth P-1 and the second production example, and � rst � ew on November 29, 2012. Both P-1s at Fairford had a ‘3’ on the tail to signify they belonged to 3 Kokutai (Fleet Air

Squadron of 4 Kokugun (Fleet Air Wing), the � rst operational P-1 unit, which is now working up at JMSDF Atsugi. However, it is believed both aircraft were crewed for this visit by personnel from 51 Kokutai, part of 31 Kokugun. Also known as VX-51, 51 Kokutai is the JMSDF’s test and evaluation unit and 511 Hikotai (Flight) is the � xed-wing element that � ies the P-1.

Looking closely at the aircraft, the English-language stencilling was notable – as was the � t of the under-nose sensor and weapons bay doors, which were so � ush as to be almost undetectable.

DEVELOPMENTThe Kawasaki P-1 has had little international exposure prior to RIAT and some technical details remain unknown outside Japan. The press were not allowed aboard during its RIAT appearance, but below is what is known about the programme and the aircraft.

Project P-X began in 2001 for a four-jet MPA to replace the Lockheed/Kawasaki P-3

KAWASAKI P-1 IN THE UKThe Kawasaki P-1 was the

star of the show at the recent Royal International Air Tattoo.

Jim Winchester assesses the type, which the RAF has taken more than a passing interest in at a time when the UK has a

need for a maritime patrol aircraft.

Main photo: Kawasaki P-1 s/n 5504 lifts off for its display on Sunday. The fairly brief show � ights demonstrated its low-level manoeuvrability and proved if nothing else that the P-1 is much quieter than the Nimrod. Jim Winchester

Above: This commemorative patch was worn by 51 Kokutai aircrew on their around-the-world mission. Jim Winchester


Squadron of 4 Kokugun (Fleet Air Wing), the � rst operational P-1 unit, which is now working up at JMSDF Atsugi. However, it is believed both aircraft were crewed for this Main photo: Kawasaki P-1 s/n 5504 lifts off

24-28_kawasakiDC.mfDCDC.indd 24 06/08/2015 20:29

KAWASAKI P-1 IN THE UK

Orion in JMSDF service. Kawasaki Heavy Industries won the contract to develop the P-X and the C-X airlifter with maximum structural commonality. The two projects diverged and the YC-X (C-2) shares only the � ight deck, outer wings and tailplane with the P-1.

The P-1 achieved its scheduled 2007 � rst � ight at Kagamihara on September 28 that year. Structural cracks were found on static test examples which led to some redesign and delayed service entry from 2011 to March 26, 2013, when the � rst two production aircraft (5503 and 5504) were handed over to the JMSDF.

Since March, P-1s have been � ying patrols around Japan with 3 Kokutai. Operational testing is due to � nish in September and full operational capability declared thereafter.

At Fairford a US Navy P-8 crewman told the writer the type is literally a “P-3 with jet engines” – which is not the case, but in a way he had a point. It is built to ful� l the

primary missions of the P-3; it has four-engines and a similar sensor suite, including a magnetic anomaly detector (MAD) tail boom. The difference is that all these items are of Japanese design and manufacture, including the engines,

The P-1 is larger overall: for example it has a length of 124ft 8in (38.0m) and wing span of 116ft 1¾in (35.4m) whereas the Orion’s � gures are 116ft 10in (35.6m) and 99ft 8in (30.4m) respectively.

COCKPIT AND SENSORSThe cockpit has six colour MFDs and HUDs for the two pilots, who use traditional yoke � ying controls rather than sidesticks. Very large cockpit windows and jumpseats for observers aid in visual searches.

A unique feature of the P-1 is its ‘� y-by-light’ (FBL) control system, which uses � bre-optic lines rather than electrical wires to transmit pilots’ inputs from the cockpit to control surfaces.

The P-1 is the � rst production aircraft to

use FBL, although it has been tested on aircraft including the Gulfstream G650 and Airbus Helicopters EC135. Its advantages include faster response and better resistance to electromagnetic interference.

The P-1’s primary sensor is a Toshiba HPS-106 surface-search X-band active electronically scanned array (AESA) radar with sub arrays in the nose, side cheeks and tail to give 360° coverage.

Tucked away behind � ush � tting under nose doors is a Fujitsu HAQ-2 EO/IR sensor, and in the tail ‘stinger’ is a Mitsubishi Electric HQS-102 MAD. There is also an ESM dome atop the forward fuselage and another smaller one further back housing a satellite communications (Satcom) antenna.

The crew consists of between 11 and 13 members, depending on the mission. These are two pilots, a � ight engineer, two tactical co-ordination officers (TACCOs), four mission crew and two in-� ight technicians/ordnancemen.

The mission crew sit at four consoles



along the left forward part of the cabin, each with dual colour displays. The TACCOs have forward-facing seats on either side by the bubble windows behind the cockpit.

At the rear of the cabin there are observation seats at the windows, two forward-facing seats for the technicians on the right side and a crew rest area with four club seats and a table on the left side.

A feature of the P-1 is arti� cial intelligence built into the HYQ-3 Advanced Combat Direction System (ACDS), which processes sensor information and presents it to the TACCO with guidance as to their next actions, reducing decision time.

WEAPONSThe P-1 can carry a variety of weapons on eight underwing pylons and in a bomb bay forward of the wing. Munitions cleared for the aircraft include the Boeing AGM-84 Harpoon and Mitsubishi Type 93 (ASM-2) anti-ship missile, Raytheon AGM-65 Maverick air-to-ground missile, Mark 46 and Type 97 torpedoes, depth charges and mines.

Additionally there are 37 Honeywell sonobuoy launch tubes in a panel under the aircraft behind the wing, again a con� guration similar to the P-3 (which has 52 launch tubes in a similar position).

The P-1’s four engines are Ishikawajima-Harima F7-10 high-bypass ratio two-spool turbofans with thrust reverse – each rated at

13,448lb (59.8kN) st – which are unique to the P-1.

Unlike the P-3, the P-1 doesn’t shut down one engine for longer endurance but runs all four at reduced power. The turbofans give a higher dash speed, affording more time on station, and reportedly the P-1 can � y slower

than the P-3, aiding visual search.In 2015 the Japanese Government

approved a rare multi-year buy, ordering 20 P-1s for 350.4 billion yen (£1.8 billion). Normal Japanese procedure is to reorder large equipment annually in small numbers for slow delivery (such as one ShinMaywa

US-2 amphibian every two years), and new legislation was needed to enable procurement beyond the usual � ve-year timescale.

The bulk buy is aimed at reducing costs and will reportedly save as much as 2 billion yen (£10.5 million) per aircraft.

The JMSDF requirement is for 70 P-1s to replace the existing Kawasaki-built P-3C Orions, of which 88 of 107 airframes delivered remain in service. These include electronic intelligence (ELINT) EP-3s, special observation OP-3Cs and UP-3D ESM trainer variants, for which future P-1 derivatives could conceivably be developed.

The Japanese Ministry of Defense’s Technical Research and Development Institute (TRDI) plans to test a wind tunnel model with a rotodome, suggesting interest in a future AEW&C variant.

The P-1 is the � rst land-based MPA built ‘from the ground up’ since the Breguet Atlantique of 1961. The P-3 was derived from the L-188 Electra and Britain’s Nimrod from the Comet while the Russian Il-38 Coot

“A unique feature of the P-1 is its

‘fl y-by-light’ (FBL) control system”

Above left: The P-1’s Fujitsu EO/IR turret is seen extended in this view, which also shows the side cheek antenna for the Toshiba AESA radar and the ESM antenna dome above the forward fuselage. Key-Glenn Sands

Top right: Commemorative sunshades were put in the cockpit windows of the P-1 on static display. Jim Winchester

Above right: The P-1 has a tail boom (unlike the P-8 Poseidon) containing a magnetic anomaly detector to locate submarines. Jim Winchester

Right: Aircraft 5504 was parked on the north side at Fairford during the show except when � ying. Key-Glenn Sands


The P-1’s Fujitsu EO/IR turret is seen extended in this view, which also shows the side cheek antenna for the Toshiba AESA radar and Above left: The P-1’s Fujitsu EO/IR turret is seen extended in this view, which also shows the side cheek antenna for the Toshiba AESA radar and The P-1’s Fujitsu EO/IR turret is seen extended in this view, which also shows the side cheek antenna for the Toshiba AESA radar and


was based on the Il-18 and the P-8 is a modi� ed 737 airframe.

At this year’s International Paris Air Show, a Kawasaki representative told this writer he had been asked if the P-1 would make a suitable basis for an airliner. He replied it would be a poor idea as its structure is optimised for low-level operations and the cabin dimensions are wrong, adding it was ideal for low-level operations with a wing loading similar to the Nimrod’s and much lower than the Poseidon’s.

UK INTERESTIt’s no secret that the UK has suffered a loss of capability since the Nimrod MRA4 programme was cancelled in 2010’s Strategic Defence and Security Review and needs a long-range MPA. The government concedes this capability gap and says it will be addressed soon. Lord Earl Howe, Minister of State for the Ministry of Defence (MOD), said in the House of Lords on June 4: “We have been clear for some time that the right point to look again at the requirement for a maritime patrol aircraft is in the forthcoming Strategic Defence and Security Review, the SDSR. That decision will be informed by the latest threat assessments and the conclusions come to in recent years.”

When Aviation News asked the UK defence ministry about any possible interest in the P-1, the response was: “The MOD provides maritime surveillance in a number of ways, including with surface ships, submarines and aircraft. We continue to assess future

requirements and options as part of the work we are doing on the Strategic Defence and Security Review.” The results of the review are expected in early autumn this year.

On July 20 the government renewed the ‘Seedcorn’ programme for another three years. It was set up in 2012 to place aircrew with allies’ MPA units to ensure continuity of skills between the retirement of the Nimrod and the introduction of a new MPA – and has

seen 33 RAF pilots and mission specialists � y with Australian, Canadian, New Zealand and American MPA forces, including 20 on the US Navy’s P-8 � eet.

Until very recently, the P-8 Poseidon was seen as a shoe-in for a new UK MPA,

should a tender be released. At last year’s Farnborough International Airshow Japanese officials reportedly briefed the UK MOD about the P-1.

The 2015 Japanese defence budget called for the acquisition of the next 20 P-1s at a cost of 17.52 billion yen (£91.24 million) each. In comparison, the 2015 unit � yaway cost of a P-8A is $171.57 million (£110.87 million). Australia’s eight P-8s are costing AUD$4 billion (£1,879 billion, or £235 million each), including the all-important support contract.

The cost and terms under which Japan may offer the P-1 are unknown and would be subject to discussions at the highest political level. Under Japan’s recently revised defence export laws, any sale of military materiel must contribute to global peace and serve Japan’s security interests. Sales to Communist regimes, those under UN embargo or involved in con� ict remain banned.

On the morning of Friday July 17, one of the P-1s conducted a � ight from Fairford lasting more than two hours and was noted for part of the time operating in the Castlemartin range in Pembrokeshire.

The MOD con� rmed that senior officers from the RAF and other services were aboard. It would not name passengers or say where the � ight went or what it did, but told Aviation News that: “As this was the � rst visit of a Japanese combat aircraft in many years, a � ight on it was accepted in the spirit of bilateral co-operation and defence engagement.” It’s believed that, around March this year, a senior RAF delegation visited Japan where an air marshal � ew in the P-1.

VISITAt a press conference at Fairford on July 17, Vice Admiral Makoto Sato, Commander

KAWASAKI P-1 SPECIFICATIONSDimensionsLength 124ft 8in (38.0m)

Height 39ft 8½in (12.1m)

Wing span 116ft 1¾in (35.4m)

WeightsMax take-off weight, basic 175,705lb (79,700kg)

Max stores payload 16,000lb (7,257kg)

Performance Top speed 619mph (996km/h)

Cruise speed 518mph (833km/h)

Service ceiling 44,356ft (13,520m)

Max range 4,971 miles (8,000km)

Endurance 9 hours

Left: The compact appearance of the P-1 is evident in this view of the static example. The large windscreens contribute to the illusion that the P-1 is smaller than it really is. Key-James Ronayne

The P-1 was the star of the show for many RIAT visitors. Hopefully its appearance in 2015 will be followed by future displays of Japanese military aircraft in the UK and Europe. Jim Winchester



Fleet Air Force, JMSDF, said the P-1s’ visit was to enhance defence engagement and partnership with the UK and friendship with other RIAT-participating countries, and added it was important to visit the most famous airshow in the world and demonstrate the type’s agility and low-level high speed ability.

Responding to a question, he said that RAF exchange officers were a possibility in the future, once the P-1 had reached full operating capability.

Sato said the primary reason for the long journey was operational testing in Djibouti alongside the JMSDF’s P-3 detachment at Ambouli airport, which has been deployed there since March 2009. The extremely hot and sandy conditions could not be found in Japan, Admiral Sato added.

Leaving Fairford on Monday July 20, the P-1s were noted in Singapore on the 24th and returned to Atsugi on the 27th. This suggests the period of environmental testing was extremely short, realistically no more than three days.

The visit is hopefully a sign of increased UK/Japanese defence co-operation in the future and the RAF’s apparent interest in the type is intriguing considering the UK’s need for a maritime patrol aircraft.


Right: The IHI F7-10 turbofan engine was designed speci� cally for the P-1. The majority of the avionics and systems are also of Japanese design rather than derived from those on the P-3. Key-James Ronayne

Below right: Most of the P-1 crew at RIAT were very experienced aviators. At least one had logged over 30,000 � ying hours on the P-3C Orion. Jim Winchester

The P-1’s weapons bay can accommodate Harpoon missiles, torpedoes and other ordnance. There are also eight underwing pylons that can carry weapons, but none were � tted on the aircraft at RIAT. Jim Winchester


Virgin America is the only airline of foreign origin among the dozen mainline passenger carriers in the USA. It is the brainchild of British

entrepreneur Richard Branson, who founded Virgin Atlantic Airways in 1984. In March 2006 Fred Reid, the then CEO of Virgin

America, told the San Francisco Chronicle: “He’s [Branson] always dreamt of seeing a Virgin-branded airline operating in the United States.” His dream came true on August 8, 2007 when Virgin America made its inaugural � ights from New York John F Kennedy International Airport (IATA code:

JFK) and Los Angeles to San Francisco. Fast forward eight years and the carrier

is � rmly positioned in the top tier of the US airline industry, with 6.5 million passengers transported in 2014. This is an increase of 2.8% from 2013, when the � gure was 6.3 million and an impressive 30% up from 2011


VIRGIN AMERICA BRANSON’S US ADVENTURE After eight years in the skies, Virgin America is enjoying impressive growth.

But, as Tom Zaitsev reports, the carrier faced huge opposition and many challenges before it could welcome its fi rst passengers.

30-33_virginDC.mf.JRDC.mfDC.indd 30 07/08/2015 16:22

when the airline carried 5 million people. Using a � eet of 53 aircraft, it provides scheduled services to 23 destinations across the USA and Mexico with services from San Francisco to Honolulu beginning on November 2 and Kahului, Maui from December 3.

Virgin America reported an operating pro� t of $96.4 million last year, which was an increase of 19% from 2013, on revenues of $1.49 billion.

The airline’s shares have now been traded on the Nasdaq stock exchange for almost a year, while Skytrax, the world’s largest air passenger satisfaction surveyor, in 2015 ranked Virgin America ‘Best Airline in North America’ for the � rst time, ‘Best Low-Cost Airline in the US’ for the � fth consecutive year and ‘Best Staff Service’ among North American airlines for the fourth consecutive year. The airline has also been named both the ‘Best US Airline’ in Condé Nast Traveler’s Readers’ Choice Awards and ‘Best Domestic Airline’ in Travel + Leisure’s World’s Best Awards for the past eight consecutive years. This is all the more rewarding, given the struggle Virgin America had to become airborne.

LENGTHY BATTLE It took Branson nearly ten years to bring the concept of a new American domestic operation to reality. In 1998 he announced that the proposed enterprise would be a low-fare but high-service carrier. The start-up was scheduled to begin services in mid-2003.

Although the US market already had two low-cost operators – Southwest Airlines, which grew from Texas, and JetBlue from New York – Branson believed there was room for a third and would also give competition to the big mainline carriers.

Following a � ashy start, the project, however, went into a holding pattern. The key hurdle was the rules on foreign ownership and control of a US-based airline. By law, it must be under the “actual control” of US citizens and foreigners are limited to owning no more than 50% of its stock and only 25% of voting rights.

Reluctant to invest in an overseas operation under such conditions and cherishing Virgin’s globally recognised brand, Branson launched a protracted campaign to convince legislators to relax ownership restrictions. Despite his team’s

lobbying efforts, the rules remained unchanged compelling him to ultimately assume a minority interest and give away control over the planned start-up to local institutional investors.

In December 2005, Virgin America secured $173 million in launch capital – the largest funding commitment of any new airline in US history – and applied for an Air Operator Certi� cate. But US major airlines, backed by organised labour, stalled the regulatory approval procedure. In separate � lings to the Department of Transportation (DoT) they demanded the would-be rival to detail ownership stakes and nationalities of all investors as well as their relationship with Branson.

Citing the “pervasive involvement” of the Virgin Group, the regulator had repeatedly postponed a decision on the carrier before denying its certi� cation outright in December 2006. Virgin America appealed the rejection and, to placate ownership concerns, agreed to further reduce Branson’s in� uence on the company.

‘FORTRESS HUBS’Meanwhile, the start-up outlined its future route network to be based on point-to-point longer-haul � ights between major metropolitan cities. The management said it would look to operate in markets lacking competition and in regions with high fares.

Airbus was selected to provide its launch � eet of 33 narrowbodies, powered by CFM56 engines. The initial order included � rm commitments for 18 new twinjets – 11 A319s and seven A320s – to be purchased from the airframer, along with 15 more A320s to be leased from GECAS, plus 72 options.

Reid explained the choice of these aircraft types in an Airbus press release in June 2004 which announced the order: “The wider bodies of the A320 Family, their modern design, lighting and climate control features will help us deliver that unique Virgin � air and outstanding customer experience travellers have come to expect from the Virgin brand.”

Initially, the carrier unveiled a ‘dual


Above left: Virgin America aircraft have the Stars and Stripes on their winglets. This A320 was photographed prior to delivery. Virgin America

Above: The airline operates a � eet of 53 Airbus A319s and A320s. Virgin America

Main photo: A Virgin America Airbus A320 � ies past the Golden Gate Bridge. The airline

has its headquarters near San Francisco International Airport. Virgin America


base’ business plan, integrating a New York corporate office with a San Francisco International Airport operational centre. However, after a further study, it decided to locate its headquarters in Burlingame next to San Francisco International Airport.

The state of California and the city of San Francisco welcomed the new entrant as a boon for the state and local economy. Their authorities offered it more than $15 million in employment training grants, co-operative marketing and other incentives.

Overall, Virgin America identi� ed 35 airports that it would potentially be interested in serving. In addition to the three New York gateways, they included Atlanta, Charlotte, Chicago O’Hare, Dallas/Fort Worth, Denver, Los Angeles and Miami – so-called ‘fortress hubs’ of major carriers American Airlines, Delta Air Lines and soon-to-be-merged United Airlines/Continental Airlines.

Dallas/Fort Worth became the � rst airport to support Virgin America’s application to the DoT for certi� cation. That was in a marked

contrast to pressure from incumbent rivals that continually contested the start-up’s ownership structure, citizenship status and business connections even after it � nally began services.

In exchange for gaining clearance, the carrier guaranteed that Reid would step down and all contact with him would be terminated within six months following certi� cation. The offer to replace Reid came after opponents noted that the CEO, although a US citizen, was employed by Branson’s Virgin Group.

GROWTH SPURTBy December 2007, when David Cush, former American Airlines senior vice president of global sales, succeeded Reid, the carrier had already operated in six point-to-point markets. Those were

scheduled services from San Francisco to Los Angeles, New York’s JFK, Washington Dulles International Airport (and from August 2012 to the city’s Reagan National Airport) and Las Vegas.

From Los Angeles the airline � ew to New York’s LaGuardia Airport and Washington Dulles (IAD).

On the regional side, the San Francisco-Los Angeles trunk route is complemented with rotations from both cities to Seattle, Portland and San Diego. The airline dropped San José in California from its network in 2014.

The carrier used the Airbus narrowbodies joining its � eet to support both frequency expansion in its mature markets and new growth.

In 2011 Virgin America targeted Chicago O’Hare and Dallas/Fort Worth (DFW), which are hubs for United and American Airlines respectively. It started a service from O’Hare to San Francisco. While from DFW it � ew to Los Angeles and San Francisco. However,

after securing two gates at Dallas Love Field in the autumn of 2014 the carrier moved its operations for the city there and added � ights to LaGuardia, Austin in Texas and Washington’s Reagan National Airport.

The carrier also began � ying internationally to Toronto from San Francisco and Los Angeles from June 23, 2010. However, these � ights stopped on April 5, 2011 due to the high cost of using Toronto Pearson International Airport, according to Virgin America, and the carrier also believing the aircraft would be better assigned to Dallas � ights, for which there was more demand.

Three leisure destinations in Mexico are now served: from San Francisco to Cabo San Lucas (since 2010) and the following year to Cancún (also from Los Angeles in 2011) and Puerta Vallarta.

FLEET PLANSDuring the previous phase of expansion, completed in 2012, Virgin America acquired 24 additional aircraft and nearly doubled its � eet, which then comprised ten A319s and 43 A320s. Then a letter of intent was signed with Airbus covering 40 narrowbody aircraft with deliveries due in 2013-16 and 20 options marked for delivery between 2017 and 2018. Subsequently, the carrier changed its plans to take 30 A320neo airliners, becoming the � rst Airbus customer to order the re-engined variant. Originally these were scheduled to be delivered between 2016 and 2019, but this has been deferred to 2020-2022 and the 20 options were cancelled. Virgin America will instead take delivery of ten Airbus A320-family aircraft from July 2015 to June 2016.

Left with no options prior to Airbus’ decision to launch the A320neo and Boeing’s MAX version of the 737, the company considered Bombardier’s CSeries twinjet. After Airbus launched the A320neo

it went for that option. The carrier’s older A320s will start to come off lease this year. The 30 replacements will be � tted with Sharklets.

TECH-FORWARDVirgin America was the � rst US airline to offer internet access across its entire � eet in 2009, for which it charges. Ahead of capacity expansion, in 2014 the company upgraded all its aircraft with Gogo’s faster ATG-4 wireless internet. This year, Virgin America announced it was partnering with ViaSat to offer the fastest available in-� ight WiFi, claiming speeds of eight to ten times faster than any other service, which will allow guests to stream video content. This was the latest in a series of investments to keep business travellers and other, what the airline calls, “tech-forward” customers more


Virgin America’s route map. Virgin America


connected, productive and entertained.In a similar vein, the carrier has started

enhancing its proprietary Red in-flight entertainment (IFE) system, announcing that several aircraft will begin flying with a new seat-back capacitive touchscreen powered by improved software. Virgin America’s Red IFE, embedded in Recaro seats across its fleet, already streams live television, movies on demand and music.

From June this year an updated version was being rolled out that has three times more storage capacity than the current one, improved interactive maps, including a terrain view, and enhanced retro games like Asteroids and Pac-Man.

Virgin America was the first and is still the only US airline to offer a touch-screen seatback menu that enables “anytime” ordering during a flight. It also includes an “open tab” feature that allows guests to swipe their card once and keep it open for continuous ordering during the flight until they close it – or until the aircraft descends and reaches 10,000ft (3,048m) at which time it will auto-close – whichever comes first.

The company has no plans to change the three-class cabin layout. All aircraft have eight-seats in First Class, 12 in Main Cabin

Select, with the rest in Main Cabin.The airline believes it has a good

strategy in offering only eight seats in its premium cabin, as it provides the same consistent, exclusive experience on every aircraft, not just on a small percentage of flights.

The First Class cabin offers plush white leather seating with 55in (140cm) of pitch, 165° of recline and lumbar massagers. The carrier’s Main Cabin Select service offers 38in (96cm) pitch while for Main Cabin it is 32in (81cm).

FAMILY TIES The current phase of domestic growth will focus on taking full advantage of the freshly gained slots at Dallas Love Field, an airport dominated by Southwest Airlines, and on opening two higher-yielding Hawaii routes from San Francisco.

Virgin America operates 19 daily flights out of Love Field to five destinations. The launch of non-stop daily services to Honolulu and Kahului, Maui, is pending certification of its A320s for extended twin-engine operations. The carrier also plans to expand its Elevate loyalty programme so passengers can earn and redeem points on more airlines.

The other priority is to develop the airline’s global connectivity. It has an agreement with sister carrier Virgin Australia, Virgin Atlantic, Emirates, Singapore Airlines and Hawaiian Airlines (redemption only) that enables its passengers to earn reciprocal benefits on their respective frequent-flyer programmes. Virgin America is also looking to forge partnerships with other foreign carriers. To this end, its reservation system has been upgraded to enable functionality supporting codeshares and two-way interline arrangements. To date, Virgin America has over 30 interline and codeshare partners, the latest being China Eastern Airlines and China Airlines, with which it has codeshare agreements. While the carrier is interested in cultivating such partnerships, there are no plans to join any of the global alliances soon.

Despite a lengthy delay and having to jump a number of hurdles before it could start operations, Virgin America is performing impressively in an extremely competitive market. With its focus on providing a high-quality passenger experience onboard its aircraft the airline seems set to keep climbing in popularity.

Above: One of the airline’s ten A319s landing at Las Vegas McCarran International Airport. AirTeamImages.com/Darryl Morrell

Right: An A320 at the carrier’s home base of San Francisco International Airport. AirTeamImages.com/Bailey

Above: Technology is at the fingertips of Virgin America passengers with internet access, live television, movies on demand and video games. Virgin America

Left: A seat in First Class. Virgin America



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Classic Kaman

Kaman HH-43 N4069R/64-17558 was one of several Korean and Vietnam War-era helicopters at the Olympic Air Show at Olympia Regional Airport in Washington State. The event, held on June 27 and 28, also featured Bell UH-1H N386AW/70-16386, Bell OH-13G 52-7819, Hughes OH-6A N6252S/67-16117, Bell UH-1 N78NW/66-17072 and Bell Cobra 0-22791. Joe G Walker

K-8 to Return to Malta

An Arab Republic of Egypt Air Force K-8E Karakorum light attack aircraft will return to the Malta International Airshow on September 26 and 27 after a successful debut last year.

The two-seat jet is built by Hongdu Aviation Industry Group and will feature in the static display.

A pair of Hellenic Air Force Mirage 2000s and a Romanian Air Force C-27J Spartan airlifter have also been con� rmed for the static with the Italian Air Force providing an AW149 and AB212 for the � ying display.


Classic Air Force debuted its Meteor Pair during the Baginton Air Pageant at Coventry Airport on July 4. The organisation has operated Meteor NF.11, WM167/G-LOSM and T.7 WA591/G-BWKM for several years, but they have never been � own together until now. The NF.11 piloted by Dan Griffiths and the T.7 � own by Jon Corey displayed a tightly co-ordinated routine of formation passes, before

a break towards crowd centre and individual displays.

There are only � ve airworthy Meteors in the world, the other three being Temora Aviation Museum’s F.8 VH-MBX (Ex VZ467) in Australia and two T-7½s operated on ejection seat trials by Martin-Baker from Chalgrove

air� eld in Oxfordshire. All black WA638 is currently in use while WL419 is grounded for spares use but potentially airworthy.

The Meteor Pair have been booked to appear at the Victory Show at Cosby, Leicestershire, on September 4, 5 and 6 and again at Coventry on the 13th. Adrian M Balch

AIR

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EWS AIRSHOW NEWS

Meteor Pair

Classic Air Force displayed Meteor NF.11 WM167/G-LOSM and T.7 WA591/G-BWKM as a pair for the � rst time at the Baginton Air Pageant on July 4. Adrian M Balch.

Duxford Newcomer

The Fighter Collection’s newly acquired Curtiss P-36C Hawk 38-210/N80FR displaying at Flying Legends at Duxford on July 12. Phil Whalley

36_airshow_news.JR.mf.indd 36 03/08/2015 13:34

UNITED KINGDOMAUGUST

19 FENLAND, LINCOLNSHIRE: Midweek Fly-in – www.fenlandairfield.co.uk19 WEYMOUTH, DORSET: Weymouth Carnival Air Display – weymouthcarnival.co.uk20-23 BOURNEMOUTH SEAFRONT, DORSET: Air Festival – bournemouthair.co.uk22 DAWLISH SEAFRONT, DEVON: Dawlish Air Show – dawlishairshow.co.uk/newindex22-23 SHOREHAM, W SUSSEX: RAFA Shoreham Airshow – 01273 441545 www.shorehamairshow.co.uk25 EAST KIRKBY, LINCS: Props and Pistons – 01790 763207 www.lincsaviation.co.uk27-28 CLACTON SEAFRONT, ESSEX: Airshow – 01255 686633 www.clactonairshow.com27 DARTMOUTH, DEVON: Regatta Seafront Air Show – www.dartmouthregatta.co.uk28-30 LAVERSTOKE PARK, HAMPSHIRE: CarFest South – www.carfest.org/Content/Welcome-to-CarFest-South28-30 SALTBY, GRANTHAM, LINCS: British Glider Aerobatic Championships: The Saltby Open – www.aerobatics.org.uk/contest/view/4629 ANDREWSFIELD, ESSEX: British Women Pilots’ Associartion Fly-in29 HENSTRIDGE AIRFIELD, SOMERSET: Classic Aircraft Fly-In and Vintage Cars29-30 DUNSFOLD PARK, SURREY: Wings and Wheels – 01483 542226 www.wingsandwheels.net29-30 RHYL SEAFRONT, DENBIGHSHIRE, NORTH WALES: Rhyl Airshow – rhylairshow.co.uk29-30 SHOBDON AIRFIELD, HEREFORDSHIRE: RRRA Handicap Air Race – www.britishairracing.com/the-2015-season.html29-31 KENT SHOWGROUND, DETLING, KENT: Military Odyssey – www.military-odyssey.com29-Sept 05 SUTTON BANK, THIRSK, NORTH YORKS: VGC Slingsby and Vintage Glider Rally – old.gliding.co.uk/bgainfo/competitions/calendar.htm30 BRUNTINGTHORPE, LEICS: Cold War Jets Open Day – 0116 279 9300 www.bruntingthorpeaviation.com/open-days30 LITTLE GRANSDEN, CAMBS: Little Gransden Air and Car Show – 07730 091132 www.littlegransdenshow.co.uk30-31 WOLVERHAMPTON HALFPENNY GREEN AIRPORT, WEST MIDLANDS: Summer Wings and Wheels – www.wolverhamptonairport.co.uk31 EAST KIRKBY, LINCS: Props and Pistons – 01790

763207 www.lincsaviation.co.uk31 YORKSHIRE AIR MUSEUM, ELVINGTON, N YORKS: Rolling Thunder Day – 01904 608595 www.yorkshireairmuseum.org

SEPTEMBER04-06 FOXLANDS FARM, COSBY, LEICS: The Victory Show – 07711 430472 www.thevictoryshow.co.uk04-06 SYWELL, NORTHANTS: Light Aircraft Association Rally – 01280 846786 www.lightaircraftassociation.co.uk05 SUTTON MEADOWS AIRFIELD, CAMBS: Cambs MC Microlight Fly-In – www.cambsmicrolightclub.co.uk05-06 NORTH COATES AIRFIELD, GRIMSBY, LINCS: Autumn Fly-In – 01472 388850 www.northcoatesflyingclub.co.uk05-06 PORTRUSH SEAFRONT, COUNTY ANTRIM: Northern Ireland International Air Show – www.airwavesportrush.co.uk05-06 AYR/GLASGOW PRESTWICK AIRPORT, S AYRSHIRE: Scottish Airshow – www.scottishairshow.com05-06 STOW MARIES AERODROME, NR MALDON, ESSEX: FOSMA Fly-In – www.fosma.co.uk06 OLD SARUM AIRFIELD, SALISBURY, WILTS: Vintage Sunday Fly-In – www.oldsarumairfield.co.uk06 OLD WARDEN, BEDS: Shuttleworth Pageant Airshow – 01767 627927 www.shuttleworth.org06 SEETHING, NORFOLK: Seething Airfield Charity Air Day – www.seethingcharityairday.com06 STURGATE AIRFIELD, GAINSBOROUGH, LINCS: Lincoln Aero Club End of Summer Fly-In – lincolnaeroclub.wix.com/site06 YORKSHIRE AIR MUSEUM, ELVINGTON, N YORKS: Allied Forces Memorial Day – 01904 608595 www.yorkshireairmuseum.org10 ST AUBIN’S BAY, ST HELIER, JERSEY: International Air Display – www.jerseyairdisplay.org.uk NOTE: Static display at Jersey Airport open September 09-1110 ST PETER PORT, GUERNSEY: Air Display – www.guernseyairdisplay.com NOTE: Static display at Guernsey Airport open September 1011-13 GOODWOOD, W SUSSEX: Goodwood Revival – grrc.goodwood.com12-13 BODMIN AIRFIELD, CORNWALL: Cornwall FC VE-Day Fly-In and Hangar Dance – www.cornwallflyingclub.com12-13 KENLEY AIRFIELD, CATERHAM, SURREY:

75th Anniversary of the Battle of Britain Airshow – www.facebook.com/kenleyAirShow201312-13 SHERBURN AIRFIELD, SHERBURN IN ELMET, NORTH YORKS: BAeA Aerobatic Competition Tiger Trophy – www.sherburnaeroclub.com13 POPHAM AIRFIELD, HANTS: Auster Club Fly-In – www.popham-airfield.co.uk18-20 SYWELL, NORTHANTS: Chipfest (de Havilland Chipmunk Meet) – www.sywellaerodrome.co.uk19 OLD BUCKENHAM AIRFIELD, NORFOLK: Vintage Piper Club US Classics Fly-In – www.oldbuck.com19-20 IWM DUXFORD, CAMBS: Battle of Britain Anniversary Air Show – 01223 835000 www.iwm.org.uk19-20 SHOBDON AIRFIELD, HEREFORDSHIRE: HAC Fly-In – shobdonairfield.co.uk19-20 SOUTHPORT SEAFRONT, MERSEYSIDE: Southport Airshow – 01704 533333 www.visitsouthport.com/whats-on/southport-air-show-p13943320 BREIGHTON AERODROME, SELBY, NORTH YORKS: Helicopter Fly-In – www.realaero.com – membership required to access airfield, see the website for details.20 BROOKLANDS MUSEUM, WEYBRIDGE, SURREY: Aviation Day – 01932 857381 www.brooklandsmuseum.com20 POPHAM AIRFIELD, HAMPSHIRE: Solent Aviation Club Fly-In – www.popham-airfield.co.uk20 BLACKBUSHE AIRPORT, SURREY: The Blackbushe Airport Battle of Britain Fly-in – www.blackbusheairport.co.uk/26 LEEDS EAST AIRPORT, NORTH YORKSHIRE: Great Yorkshire Airshow – www.yorkshireairshow.co.uk26-27 ALDERNEY AIRPORT, ALDEREY: RRRA Handicap Air Race – www.britishairracing.com/the-2015-season.html26-27 OLD BUCKENHAM AIRFIELD, NORFOLK: Balloon Festival – www.oldbuck.com26-27 SYWELL, NORTHANTS: Sywell Classic Pistons and Props – www.sywellclassic.co.uk27 BROOKLANDS MUSEUM, WEYBRIDGE, SURREY: Great War Commemoration – 01932 857381 www.brooklandsmuseum.com

EUROPEAUGUST

22-23 DITTINGEN, SWITZERLAND: International Dittingen Airshow – www.flugtage.ch/d


AVIATION EVENTS CALENDAR

Frecce Tricolori celebrates its 55th anniversary with an airshow at Rivolto Air Force Base on September 5 and 6. AirTeamImages.com/Timo Breidenstein

37-39_airshows.JR.mf.JR.mf.indd 37 07/08/2015 14:51


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R 22-23 HAMBURG AIRPORT, GERMANY: Hamburg Airport Days – www.airport-days-hamburg.de/de/22-23 RADOM-SADKOW AB, POLAND: Radom Air Show 2015 – www.facebook.com/asdlaradomia25-30 ZHUKOVSKY, RUSSIA: MAKS 2015 International Aviation and Space Salon – www.aviasalon.com/en29 INTERNATIONAL AIRPORT, BREDA, THE NETHERLANDS: VSV Breda Airshow – vliegshow.com29 CHATEAUROUX-DEOLS, FRANCE: World Aerobatic Championships 2015 Airshow – wac2015.fr/program29 ST STEPHAN, SWITZERLAND: Hunterfest – www.hunterverein.ch29-30 BREITSCHEID, GERMANY: Airshow Breitscheid – 2015.airshow-breitscheid.de29-30 ALBSTADT-DEGERFELD AIRFIELD, GERMANY: Degerfeld Flugplatzfest – www.lsv-degerfeld.de/lsv-degerfeld/� ugplatzfest.html29-30 KREFELD-EGELSBERG AIRFIELD, GERMANY: Flugplatzfest 2015 Krefeld-Egelsberg – www.facebook.com/pages/Flugplatzfest-Krefeld-Egelsberg/376200642552016 – Cancelled29-30 SLIAC AB, SLOVAKIA: Slovak International Air Fest – www.siaf.sk30 NYKÖPING, SWEDEN: Wings and Wheels Day – www.f11museum.se

SEPTEMBER05-06 DORSTEN, GERMANY: Flugtage Dorsten – www.� ugtag-dorsten.de05-06 GATOW, BERLIN, GERMANY: Luftwaffenmuseum Flugplatzfest – www.luftwaffenmuseum.com/index.php?option=com_content&task=view&id=56&Itemid=105-06 HRADEC KRÁLOVÉ, CZECH REPUBLIC: Czech International Air Fest – www.airshow.cz05-06 RED BULL RING, SPIELBERG, AUSTRIA: Red Bull Air Race – www.redbullairrace.com05-06 RIVOLTO AB, ITALY: Frecce Tricolori 55th Anniversary Airshow – www.aeronautica.difesa.it/55PAN/Pagine/default_� ssa.aspx06 CAMBRAI-NIERGNIES, FRANCE: Meeting Aérien – 80th Anniversary of Cambrai-Niergnies – www.meeting-aerien-cambrai.com06 CUATRO VIENTOS, SPAIN: Fundación Infante de Orleans Flight Demonstration Day – � o.es/Exhibiciones.html06 LAGENTHAL AIRFIELD, BLEIENBACH, SWITZERLAND: Flügerchilbi Lagenthal – www.sgoberaargau.ch/cms2/index.php?id=14411-13 ATHENS, GREECE: Athens Flying Week – www.athens� yingweek.gr NOTE: Various venues12-13 HÜTTEN-HOTZENWALD, GERMANY: International Airshow – � ugtag-huetten.de12-13 SINSHEIM, GERMANY: Flugtag Sinsheim – www.� ugtag-sinsheim.de12-13 ST-JUNIEN, FRANCE: Légend’Air en Limousin – legendairenlimousin.blogspot.fr12-13 ZELL AM SEE, AUSTRIA: Air Expo Zell – www.sgoberaargau.ch/cms2/index.php?id=14418 HECHTEL, BELGIUM: Sanicole Sunset Airshow – www.sanicole.com19-20 MATARÓ SEAFRONT, BARCELONA, SPAIN: Festa al Cel – www.festaalcel.com19-20 OSTRAVA-MOSNOV, CZECH REPUBLIC: NATO Days and Czech Air Force Days – www.natodays.cz20 HECHTEL, BELGIUM: Sanicole International Airshow – www.sanicole.com20 LENS-BÉNIFONTAINE, FRANCE: Meeting Aérien – www.meeting-air-lens.com20 MAASTRICHT-AACHEN AIRPORT, NETHERLANDS: Beek for Speed – www.belevend.nl/promotie/beek-for-speed/26-27 HAGUENAU AIRFIELD, FRANCE: Haguenau 2015 Meeting Aérien – www.haguenau2015.fr/evenement/meeting-aerien/26-27 LUQA INTERNATIONAL AIRPORT, MALTA: Malta International Airshow – www.maltairshow.com27 MOULINS-MONTBEUGNY, TOULON-SUR-ALLIER, FRANCE: Envolades Bourbonnaises – www.aviation-moulins.org/#ENVOLADES 2015

NORTH AMERICAAUGUST

22 CENTENNIAL AIRPORT, ENGLEWOOD, COLORADO: Morgan Adams Concurs: Wheels and Wings – morganadamsconcours.org/concours22 FLAGSTAFF PULLIAM AIRPORT, FLAGSTAFF, ARIZONA: Thunder Over Flagstaff – www.valleairport.com/Fly-In

22-23 CAMARILLO AIRPORT, CALIFORNIA: Wings over Camarillo – wingsovercamarillo.com22-23 ERIE-OTTAWA INTERNATIONAL AIRPORT, PORT CLINTON, OHIO: Wings and Warbirds Over Port Clinton – www.rcwarbirdsopc.com22-23 GREAT BINGHAMTON AIRPORT, JOHNSON CITY, NEW YORK: Greater Binghamton Air Show – Cancelled22-23 LANCASTER AIRPORT, LITITZ, PENNSYLVANIA: Lancaster Airport Community Days – www.lancasterairport.com22-23 MINDEN-TAHOE AIRPORT, MINDEN, NEVADA: Minden-Tahoe Aviation Roundup – aviationroundup.com22-23 NEW GARDEN FLYING FIELD, TOUGHKENAMON, PENNSYLVANIA: Festival of Flight Air and Car Show – www.newgarden� ying� eld.com22-23 SANTA MARIA MUSEUM OF FLIGHT, SANTA MARIA, CALIFORNIA: Thunder Over The Valley – www.smmof.org22-23 SUMMERSIDE, PRINCE EDWARD ISLAND, CANADA: Atlantic Canada International Air Show 2015 – www.airshowatlantic.ca/22-23 WHEELER DOWNTOWN AIRPORT, KANSAS CITY, MISSOURI: Expo Airshow – www.kcairshow.com22-23 WAUKESHA COUNTY AIRPORT, WAUKESHA, WISCONSIN: Airshow – www.wingsoverwaukesha.com23 OAKLAND COUNTY INTERNATIONAL AIRPORT, WATERFORD, MICHIGAN: OCIA Open House – www.facebook.com/OciaOpenHouse28-29 MADRAS AIRPORT, OREGON: The Airshow of the Cascades – www.cascadeairshow.com29 CONEY ISLAND, NEW YORK: New York City Airshow – newyorkcityairshow.com29 MUNICIPAL AIRPORT, PASO ROBLES, CALIFORNIA: Warbirds over Paso – www.ewarbirds.org – Cancelled29-30 DRUMMONDVILLE, QUEBEC, CANADA: Drummondville Spectacle Aérien Passion Avion – www.d200.ca/passion-avion-/passion-avion29-30 MIDLAND, TEXAS: Commemorative Air Force Airsho – www.airsho.org29-30 YPSILANTI, MICHIGAN: Thunder over Michigan – www.yankeeairmuseum.org/airshow

SEPTEMBER01-02 ATLANTIC CITY BEACHFRONT, NEW JERSEY: Airshow – www.atlanticcitynj.com/events/airshow.aspx02 MUNICIPAL AIRPORT, BRANTFORD, ONTARIO, CANADA: Rotary Charity Airshow – rotarycharityairshow.ca05 LANCASTER REGIONAL AIRPORT, LANCASTER, TEXAS: Warbirds on Parade – www.contrails.us/caf_dfw_wing05 MUNICIPAL AIRPORT, MARION, INDIANA: Fly-in/Cruise-in – www.� yincruisein.com05-06 EXECUTIVE AIRPORT, BRUNSWICK, MAINE: The Great State of Maine Airshow – greatstateofmaineairshow.us05-06 STEAMBOAT SPRINGS AIRPORT, COLORADO: Wild West Air Fest – www.steamboat-chamber.com/signature-events/labor-day-weekend/wild-west-air-fest05-07 BURKE LAKEFRONT AIRPORT, CLEVELAND, OHIO: Airshow – www.clevelandairshow.com05-07 LAKE ONTARIO, TORONTO, ONTARIO, CANADA: Canadian International Air Show – cias.org06 GOSHEN MUNICIPAL AIRPORT, GOSHEN, INDIANA: Duesenberg Thunder Run and Vintage Fly-In – 2015thunderrun.com11-12 READING REGIONAL AIRPORT, READING, PENNSYLVANIA: Reading Airfest Air Show 2015 – www.readingairfest.com

11-13 OWENSBORO, KENTUCKY: Owensboro Air Show – www.owensboroairshow.com12 GEORGETOWN SCOTT COUNTY AIRPORT, GEORGETOWN, KENTUCKY: Georgetown-Scott County Aviation Festival – www.airfestky.com12 MEMORIAL AIRPORT, CAMDENTON, MISSOURI: Lake of the Ozarks Airshow – www.lakeoftheozarksairshow.com12 L O SIMENSTAD MUNICIPAL AIRPORT, OSCEOLA, WISCONSIN: Osceola Wheels and Wings – www.wheelswings.com12 LYCOMING COUNTY FAIRGROUNDS, HUGHESVILLE, PENNSYLVANIA: Balloonfest and Airshow – www.lcrotary.com12 SCOTT COUNTY AIRPORT, ONEIDA, TENNESSEE: Wings Over The Big South Fork – airfestky.com/12 TILLSONBURG REGIONAL AIRPORT, TILLSONBURG, ONTARIO, CANADA: Wings & Wheels Family Fun Day12-13 ALLIANCE AIRPORT, FORT WORTH, TEXAS: Airshow – www.allianceairshow.com12-13 KEN JERNSTEDT AIRFIELD, HOOD RIVER, OREGON: WAAAM Hood River Fly-In – www.waaamuseum.org/events-classes/� y-in12-13 VAIL VALLEY JET CENTER, GYPSUM, COLORADO: Vail Wheels and Wings Show – www.vailautoshow.com12-13 OHIO RIVER, OWENSBORO, KENTUCKY: Owensboro Airshow – www.owensboroairshow.com NOTE: Static display at Owensboro Airport open September 1112-13 REGIONAL AIRPORT, READING, PENNSYLVANIA: Reading Air Fest – www.readingairfest.com12-13 REGIONAL AIRPORT, WAUKEGAN, ILLINOIS: Wings over Waukegan – www.waukeganairshow.com16-20 RENO, NEVADA: National Championship Air Races and Airshow – www.airrace.org18-20 NAS OCEANA, VIRGINIA: Oceana Airshow – oceanaairshow.com18-20 WACO FIELD AIRPORT, TROY, OHIO: WACO Fly-In and Homecoming – www.wacoairmuseum.org19 SEDONA AIRPORT, ARIZONA – Sedona Airport Day: sedonaairport.org/events19-20 GREAT BEND MUNICIPAL AIRPORT, GREAT BEND, KANSAS: Great Bend Airport Airfest – www.greatbendairfest.com19-20 JB ANDREWS, MARYLAND: Joint Service Open House – www.andrews.af.mil/library/2015jointbaseandrewsairshow.asp19-20 SMITH-REYNOLDS AIRPORT, WINSTON-SALEM, NORTH CAROLINA: Winston-Salem Air Show – www.wsairshow.com19-20 TERRELL MUNICIPAL AIRPORT, TERRELL, TEXAS: Flights of Our Fathers Fly-In – www.bftsmuseum.org/home.php20 OCEAN CITY BOARDWALK, OCEAN CITY, NEW JERSEY: Ocean City Roar at the Shore Airshow20 RENO STEAD AIRPORT, RENO, NEVADA: Air Race 1 World Cup – airrace.org20 ROCKCLIFFE AIRPORT, OTTAWA, ONTARIO, CANADA: Battle of Britain 75th Anniversary20 VINTON COUNTY AIRPORT, NEW PLYMOUTH, OHIO: Vinton County Air Show26 EASTON-NEWNAM FIELD AIRPORT, EASTON, MARYLAND: Easton Airport Day – eastonairportday.com26 LEESBURG EXECUTIVE AIRPORT, LEESBURG, VIRGINIA: Leesburg Air Show – www.leesburgairshow.com26-27 NEW CENTURY AIRCENTER, OLATHE, KANSAS: CAF Heat of America Wing’s Air Expo – kcghostsquadron.wix.com/kcghostsquadron

Victor K2 XM715 at Bruntingthorpe Air� eld’s Cold War Jets Open Day. The next event is on August 30. AirTeamImages.com/Simon Wilson



26-27 TEXAS MOTOR SPEEDWAY, FORT WORTH, TEXAS: Red Bull Air Race – www.redbullairrace.com 26-27 MILLINGTON REGIONAL JETPORT, MILLINGTON, TENNESSEE: Memphis Airshow – memphisairshow.org26-27 NAVAL BASE VENTURA COUNTY/POINT MUGU, CALIFORNIA: NBVC Point Mugu Airshow – www.airshownetwork.com/2015_shows/ptmugu.html26-27 MUNICIPAL AIRPORT, SALINAS, CALIFORNIA: California International Airshow – salinasairshow.com26-27 SONOMA COUNTY AIRPORT, SANTA ROSA, CALIFORNIA: Pacific Coast Air Museum Wings over Wine Country Airshow – www.wingsoverwinecountry.org

OCTOBER02-04 MCAS MIRAMAR, CALIFORNIA: MCAS Miramar Airshow – miramarairshow.com02-04 RANGER MUNICIPAL AIRPORT, RANGER, TEXAS: Ranger Old School Fly-In and Airshow – rangerairfield.org/events/airshow03 LIVERMORE MUNICIPAL AIRPORT, LIVERMORE, CALIFORNIA: Livermore Airport Open House and Air Show – www.cityoflivermore.net/citygov/pw/airport/openhouse03 SUSSEX COUNTY AIRPORT, GEORGETOWN, DELAWARE: Wings and Wheels – www.wings-wheels.com03-04 ELKHART MUNICIPAL AIRPORT, ELKHART, INDIANA: Elkhart Warbird Gathering03-04 MATHER AIRPORT, SACRAMENTO, CALIFORNIA: California Capital Airshow – www.californiacapitalairshow.com03-04 MILITARY AVIATION MUSEUM, VIRGINIA BEACH, VIRGINIA: Flying Proms – www.militaryaviationmuseum.org03-04 RICHARD RUSSELL REGIONAL AIRPORT, ROME, GEORGIA: Wings over North Georgia – wingsovernorthgeorgia.com08-11 MARINA GREEN, SAN FRANCISCO, CALIFORNIA: San Francisco Fleet Week – www.fleetweek.us09-10 GAINESVILLE MUNICIPAL AIRPORT,

GAINESVILLE, TEXAS: Texas Antique Airplane: Fall Festival of Flight – www.texasantiqueairplane.org10 APPLE VALLEY AIRPORT, CALIFORNIA: Apple Valley Airshow – www.facebook.com/applevalley.airshow10 REGIONAL AIRPORT, CULPEPER, VIRGINIA: Culpeper Airfest – www.culpeperairfest.com10-11 REGIONAL AIRPORT, GRAND JUNCTION, COLORADO: Airshow – www.gjairshow.com17 SKY COUNTRY LODGE, ASHVILLE, ALABAMA: Sky Country Lodge Fly-In and Open House – www.skycountrylodge.com17 YUBA COUNTY AIRPORT, OLIVEHURST, CALIFORNIA: Fly-in and Airshow – www.goldenwestflyin.org17-18 ELLINGTON AIRPORT, HOUSTON, TEXAS: Wings over Houston Airshow – www.wingsoverhouston.com17-18 LAS VEGAS MOTOR SPEEDWAY, NEVADA: Red Bull Air Race – www.redbullairrace.com17-18 MCAS KANEOHE BAY, HAWAII: Kaneohe Bay Airshow – www.kaneohebayairshow.com22-24 CASA GRANDE MUNICIPAL AIRPORT, CASA GRANDE, ARIZONA: Copperstate Fly-In – www.copperstate.org24 JONES FIELD AIRPORT, BONHAM, TEXAS: Bonham Festival of Flight – www.fannincountytexas.com/bonham-chamber-of-commerce.html24-25 CHENNAULT AIRPORT, LAKE CHARLES, LOUISIANA: Airshow – chennaultairshow.com24-25 JACKSONVILLE BEACH, FLORIDA: Sea and Sky Spectacular24-25 DOÑA ANA COUNTY AIRPORT, SANTA TERESA, NEW MEXICO: Amigo Airsho – www.amigoairsho.org25 JOINT FORCES TRAINING BASE LOS ALAMITOS, CALIFORNIA: Wings, Wheels and Rotors Expo – www.wwrexpo.net30-Nov 01 WITHAM FIELD, STUART, FLORIDA: Stuart Air Show 2015 – www.stuartairshow.com31-Nov 01 ATLANTA REGIONAL AIRPORT, PEACHTREE CITY, GEORGIA: The Great Georgia

Airshow – www.thegreatgeorgiaairshow.com31-Nov 01 JB SAN ANTONIO/RANDOLPH AFB, TEXAS: Open House and Airshow – www.jbsa.mil/Home/2015JBSAAirShowandOpenHouse.aspx

REST OF THE WORLDAUGUST

20-23 FAKU CAIHU AIRPORT, FAKU, SHENYANG, LIAONING, CHINA: Shenyang International Aviation Expo – Shenyang Faku International Flight Conference – aero-shenyang.com23 RAND AIRPORT, JOHANNESBURG, SOUTH AFRICA: Rand Airshow – www.randairshow.co.za/

SEPTEMBER12 WARWICK AIRPORT, WARWICK, QUEENSLAND, AUSTRALIA: Wings Over Warwick Fly-In – qraa.info26-27 WHITSUNDAY AIRPORT, AIRLIE BEACH, QUEENSLAND, AUSTRALIA: Airlie Beach Airshow – www.whitsundayairport.com/2015airshow.php

OCTOBER03-04 MAZATLÁN, MEXICO: Mazatlán Air Show16-18 NEIFU AIRPORT, PUCHENG, SHAANXI, CHINA: CIGAC 2015 – Air Show and Static Display – www.gashow.net/18 HUBERT WILKINS AIRSTRIP, JAMESTOWN, SOUTH AUSTRALIA, AUSTRALIA: Jamestown Air Spectacular – www.jamestownflyinggroup.com.au/air-spectacular20-25 SEOUL AIRPORT, SEONGNAM AIR BASE, SOUTH KOREA: Seoul International Aerospace and Defense Exhibition 2015 (Public Days: Saturday and Sunday) – www.seouladex.com/eng/main.asp28-Nov 01 ZHUHAI, GUANGDONG, CHINA: AERO Asia 2015 – Cancelled

Readers are strongly urged to seek confirmation that shows are definitely taking place before travelling – displays can move location, date or be cancelled, and this guide should only be used as an outline. For more information, check out individual websites, all of which are listed here where possible.


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YANK BOMBER BOYS IN NORFOLK – A PHOTOGRAPHIC RECORD OF THE USAAF IN THE SECOND WORLD WARBookWritten by: Peter W Bodle FRAeSPrice: £25.00

Compiled from the photographic collections of individual troops and station photographic sections, this unusual book gives a view of US Army Air Force operations in Norfolk. The primary aviation fare is the Consolidated B-24 Liberator, but a scattering of other types, US and RAF, appears, including a Bristol Beau� ghter, captioned on page 218 as a “British medium bomber”. It is regrettable that some photographs appear to have suffered in quality from being reproduced beyond their scanned dimensions, rather than from being more than seven decades old.

The captions are generally weak, but sufficient to identify locations and the units depicted, although most readers will simply be absorbed in the photographs. There are scenes of domesticity and regular air� eld life, as well as more harrowing images of crashed and, in some cases, burning bombers. Those fortunate enough to live in or around Norfolk will enjoy the possibility of spotting a familiar air� eld, pub or other location. This is a book to be dipped into at leisure, rather than read cover to cover.

Published by Fonthill Media; ISBN9781781553565, available from www.fonthillmedia.com

A CENTURY OF AIR WARFARE WITH NINE (IX) SQUADRON RAF – STILL GOING STRONGBookWritten by: Gordon ThorburnPrice: £25.00

Given IX Squadron’s century of service – it formed as a Royal Flying Corps unit in December 1914 – author Gordon Thorburn begins his history with a look at the origins of bombing and airborne radio. The unit was a pioneer in both � elds.

The excellent narrative describes the squadron’s early and inter-war history in considerable detail, before the author embarks into an unusual presentation of its World War Two campaign. A run through of aircraft types and operations might be expected – IX Squadron Lancasters may or may not have been responsible for causing Tirpitz to capsize in an attack � own alongside 617 Sqn, for example (opinions on which unit dropped the vital Tallboy depend on which squadron personnel one is talking to) – but instead the story is presented through the eyes of different aircrew and groundcrew. The result is as engaging as it is informative.

Through the Cold War, IX Squadron operated the Avro Lincoln and English Electric Canberra, before returning to Avro with the Vulcan. The latter gave way to the Panavia Tornado as the unit once again took on a pioneering role, introducing the swing-wing strike aircraft into RAF service. There are hair-raising accounts from crews involved in the Tornado’s � rst combat operations over Iraq in 1991 and coverage of subsequent action over the Balkans, Afghanistan and Libya.

All of the many photographs are reproduced in black and white, which is a pity given the many colour images of IX Squadron’s operations from more recent times. Readers will notice that the Bristol Scout shown on page 18 is a Bristol Fighter and might puzzle at Litening being described as a radar defence pod rather than a targeting pod, but given the extent of the book’s coverage, these are minor criticisms.

Published by Pen & Sword Aviation; ISBN1783036346, available from www.pen-and-sword.co.uk

FROM SPITFIRE TO METEORBook Written by: Albert HortonPrice: £9.75 plus postage

Given the quality of reproduction of its black and white photographs and inconsistent typography, the self-published origins of this book are immediately apparent, but neither detracts from the excellence of its content, which essentially comprises the memoirs of Royal Air Force � ghter pilot Albert Horton.

Horton graduated onto the Supermarine Spit� re in June 1949, after training on the de Havilland Tiger Moth and North American Harvard. Moving on from the Merlin-engined Mk 16, he accumulated the majority of his Spit� re hours on the PR.Mk 19 and FR.Mk 18, both of them Griffon engined. Photographic reconnaissance became his speciality and Horton was posted to the Middle East with 208 Squadron.

His was a fascinating time, for the RAF was transitioning to jets and he made the change from piston power to the Gloster Meteor FR.Mk 9, gleefully noting that he � ew faster in a Spit� re than he was permitted to in the Meteor. Horton gives engaging recollections of � ying in the relative freedom of the immediate post-war world and the excitement of service life.

This is a book written by someone who was there, and his passion for � ying and the Spit� re in particular, shines through. Although it repeats a couple of photographs and would bene� t from tighter editing in places, this modest book is recommended as an engaging, illuminating and entertaining read.

Published by Robert Davies; ISBN9781291969085, available from www.lulu.com

OSPREY AIRCRAFT OF THE ACES – SPITFIRE ACES OF NORTHWEST EUROPE 1944-45BookWritten by: Andrew ThomasPrice: £13.99

This new title from Osprey is number 122 in its acclaimed Aircraft of the Aces series and the fact that it is written by RAF authority Andrew Thomas, with cover artwork by Mark Postlethwaite and colour pro� les by Chris Thomas, all under the careful editorial guidance of Tony Holmes, will add up to recommendation enough for many readers.

For those not familiar with Aircraft of the Aces, this would be an excellent � rst volume. Dealing with the Supermarine Spit� re in its last year of service over Northwest Europe, it abounds with artwork, photographs and � rst-hand accounts set into Andrew Thomas’s authoritatively researched narrative. The beautifully rendered pro� les – 36 altogether – illustrate Mks VB, VII, IX and XVI, and are complete with extensive captions. An appendix detailing individual pilot scores, a bibliography and comprehensive index round off another superb package from Osprey.

Published by Osprey Publishing Ltd; ISBN9781782003380, available from www.ospreypublishing.com

36 Aviation News incorporating Classic Aircraft November 2014

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THE ZEPPELINBookWritten by: Michael Bela� Price: £30.00The giant Zeppelin airships hold an endearing fascination, further fuelled by this new title from Pen & Sword. The book is copiously illustrated and even a cursory � ick through its many contemporary black and white photographs is sufficient to reveal the reasons behind the demise of the great airships – images depicting crashed and burned craft abound.

For every tale of engineering success there appears to be another of disaster, everything to do with Zeppelin having been conducted on a grand scale. The book also explains how Zeppelins were not the only airships in 1900s Germany. A military decision in 1906 led to rival designs emerging from Major August von Parseval, Groβ/Basenach and Schütte/Lanz – none achieved any real degree of success.

Chapters cover Zeppelin the aristocrat and his early attempts at airship building, as well as the initial failures. The exploitation of Zeppelin’s craft for war is examined, followed by their ultimate expression in the graceful inter-war passenger carriers, including Hindenburg, which famously met a � ery end at Lakehurst, New Jersey.

Text and captions have been translated from the original language – presumably German. The result is a little awkward and although more than adequate for readers researching the � ner details of Zeppelin history, it might prove challenging to those looking for a more relaxing read.

Published by Pen & Sword Aviation; ISBN147382785X and is available from www.pen-and-sword.co.uk

COMET: UNSEEN IMAGES FROM THE ARCHIVESBookWritten by: Bruce Hales-DuttonPrice: £39.99The author’s name will be recommendation enough for many Aviation News regulars, since Bruce Hales-Dutton is a well-regarded contributor. Here he turns his attention to the de Havilland Comet, which was a revolutionary aircraft. I was con� dent the book would deliver a competent text, but dubious over the title’s claim of ‘unseen images’; happily I was wrong to doubt and there was very little among the black and white and colour photographs, contemporary publicity material and diagrams that I’ve seen before.

The story of the aircraft’s origins, development, entry into service, accidents and return to service are retold in detail, while panels present additional information outside the main narrative, covering the Comet’s engines, key personalities, operators and so on. Most spectacular is the photographic content, which is wonderfully reproduced, especially considering the age of the source material, much of it colour transparency. At least one photograph is included for every aircraft built.

A solid, large-format hardback, this title would represent excellent value to any Comet or classic airliner enthusiast as it is, but the inclusion of a DVD adds considerably to its desirability. Containing archive footage of the original Comet accident investigation and various test work at Farnborough, it is an additional gem for those thrilled by aviation video.

Published by Danann Publishing; ISBN978-0-9930169-2-9 and available from www.amazon.co.uk

JUNKERS W 33, W 34 AND K 43: WORKHORSE IN PEACE AND WARBookWritten by: Lennart Andersson, Günter Endres and Rob J M MulderPrice: £30.00 by bank transfer, £35.00 by IBAN or £44.00 by PayPal, all including postageEAM Books has followed its comprehensive volume on the Junkers F 13 with a detailed account of its larger, developed sibling, the Junkers W 33 (which had an inline engine), W 34 (radial engine) and the K 43 military equivalent. The formidable writing team of Andersson, Endres and Mulder has delivered a comprehensive text describing the Junkers through the course of their development and surprisingly widespread service career.

Thanks to their rugged design and, for the period, excellent reliability, the W 33/34 were used across Europe by airlines, � ying off � oats as well as wheels and skis. The aircraft also found considerable favour in Latin America, where German interests in the region, the inaccessibility of even large settlements by road, and the type’s dependability and versatility saw them help establish civilian and military operations alike.

The same qualities ensured considerable popularity for the Junkers in Canada, where they � ew on into the 1960s. Some were operated in Iran, China, Africa, Soviet Union and Japan, among other exotic locations. The authors have done a formidable job of compiling information on this incredible career and in gathering archive photographs to illustrate it.

A series of exceptional appendices completes the book and allows every W 33/34 and K 43 to be traced through a variety of means, including construction number, German registration and Luftwaffe codes. This is a thorough treatment of a fascinating, if easily overlooked aircraft.

Published by EAM Books EEIG; ISBN9780957374416 and available from www.eambooks.com


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steps, a baggage tug with its trollies and a ground power unit (GPU) with sound. For those who wish to repaint the F27 in the markings of other operators, Just Flight also provides a paint kit, available via its website.

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INCLUDING:Combat debut over the Balkans during Operation Allied Force in September 1995 Attacks on al-Qaeda and Taliban forces during Operation Enduring Freedom from 2001 to 2004 Final Tomcat combat cruise to Operation Iraqi Freedom, with an account of very last bomb-drop mission fl own by the F-14 in US Navy service AND MUCH MORE!

The Post-Operation Desert Storm years were bleak ones for the US Navy’s fighter community. However, just when it looked like the F-14’s ocean-going days were numbered, a reprieve came.

Thanks to the aircraft’s awesome load-carrying capacity, legendary long range and the advent of a bolt-on targeting sensor pod for precision bombing, the Tomcat evolved into the ‘Bombcat’.

With first-hand accounts from the crews involved, as well as in-action photographs from both private and official sources. This 100-page special magazine from the team behind AirForces Monthly magazine covers all of the major ‘Bombcat’ milestones.

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The Lockheed Martin F-22A Raptor has been in the thick of the action in the Middle East since September combating Islamic State.

The Raptor, which was developed over a period of more than 14 years and became operational in 2005, is described by the USAF as the most capable � ghter ever produced.

However, it suffered a setback in 2011 when oxygen system problems grounded the type for nearly four months.

The USAF’s apparent reluctance to commit it to � y combat missions over Iraq and Afghanistan led to criticism from armchair experts. In fact, the USAF has said that unlike Syria, which has a sophisticated air

defence network, the threats faced in Iraq and Afghanistan did not warrant the use of the aircraft’s advanced capabilities.

According to the 94th Fighter Squadron’s (FS) Raptor detachment commander in the Persian Gulf (name withheld): “We are operating regularly in Iraq and Syria. The F-22’s advanced sensors and low-observable

RAPTOR ROARS

After its fi rst combat mission last year, the F-22A Raptor is still engaged in operations against Islamic State. Tom Kaminski examines the latest developments with the USAF’s premier fi ghter.


42-48_f22DC.mfDC.mfDCDC.indd 42 07/08/2015 14:33

characteristics enable us to operate much closer to non-coalition surface-to-air missiles and � ghter aircraft with little risk of detection.”

He continued: “We provide increased situational awareness for other coalition aircraft while simultaneously delivering precision air-to-ground weapons. This allows us to reduce the risk to our forces while mitigating the risk to

civilian casualties, one of our highest priorities in this con� ict. It is a true multi-role aircraft.”

Intended as an air dominance � ghter, the F-22A was originally designed to locate and destroy high-priority enemy interceptors, stand-off jammers and large offensive attack formations.

The aircraft was not originally envisioned

as a strike platform, but as threats in the post-Cold War environment changed the USAF altered the design to address new mission priorities. Initially � elded with a limited attack capability that enabled it to deliver a pair of satellite-corrected, inertially guided 1,000lb (454kg) GBU-31 Joint Direct Attack Munitions (JDAMs), a series of upgrades are now providing the aircraft with additional strike capabilities.

In February 2007 Raptors � own by the 1st Fighter Wing’s (FW) 27th FS conducted the type’s � rst deployment, which was to Kadena Air Base on Okinawa, Japan, in support of US Paci� c Command.

The � rst time the F-22A went to the Middle East was on a 40-day training deployment to Al Dhafra Air Base, United Arab Emirates, in November 2009. Further visits followed although it wasn’t until April 2012 and the

arrival of the 49th FW’s 7th FS at Al Dhafra that a Raptor unit was operationally assigned to US Central Command’s 380th

Air Expeditionary Wing (AEW) in the region. The � ghters have since conducted

numerous deployments in support of air and space expeditionary force rotations for both commands and, according to the Secretary of the Air Force Deborah Lee, consideration is being given to future European deployments.

Since the 7th FS’s assignment to the 380th AEW, all � ve of the active duty combat-coded F-22A squadrons have been deployed to Al Dhafra. The base is just 200 miles (322km) from the Iranian border and some have speculated that the location was chosen as a show of force to deter Iranian aggression. According to US defence official Capt Phil Ventura however; the deployments were intended to “strengthen military-to-military relationships, promote sovereign and regional security, improve combat tactical operations and enhance interoperability of forces, equipment and procedures.

In September 2013, the USAF Chief

RAPTOR ROARS


Main photo: The F-22 will remain the USAF’s premier � ghter for some years to come. This is a pair of 7th FS aircraft. Jim Haseltine

Above right: A KC-10A Extender from the 305th Air Mobility Wing refuels an F-22A Raptor from the 1st FW. USAF/Staff Sgt Andy M Kin


of Staff Gen Mark A Welsh III confirmed an F-22A, flown by an Air Force Reserve Command (AFRC) pilot, had intercepted an Islamic Republic of Iran Air Force McDonnell Douglas F-4 Phantom II.

The Iranian jet had flown within 16 miles (26km) of a USAF General Atomics MQ-1B Predator unmanned air vehicle in international airspace over the Persian Gulf near the Iranian coast.

A pair of Iranian Sukhoi Su-25 Frogfoots had previously attempted to shoot down an unarmed Predator in November 2012. According to Gen Welsh, the Raptor pilot, who was conducting a high value air asset escort (HVAAE) mission, flew under the Iranian fighter to, “check out their weapons load without them knowing that he was there”. He subsequently pulled up on the Iranian’s left wing, hailed them and said: “You really ought to go home.” The confrontation, which occurred on March 12, 2013, was the first publicised engagement to involve the Raptor and military forces of Iran.

IMPROVING CAPABILITYLockheed Martin delivered the final F-22A to Joint Base Elmendorf-Richardson, Alaska, on May 5, 2012. According to the Government Accountability Office (GAO),

between 1991 and 2010 the USAF spent $67.3 billion to design, acquire and build 195 F-22As (nine development and 187 production examples). The F-22A was, in fact, the service’s most expensive fighter aircraft to date and the final four aircraft reportedly had a ‘fly-away’ cost of $153.2 million each.

As originally designed, the baseline Increment 1 (on production Block 10 aircraft) was intended as an air superiority fighter. Increment 2 (Block 20) was for the development of the Global Strike Basic capability and work began in 2003. In addition to providing the Raptor with the capability to deliver the JDAM at supersonic speeds, the project upgraded the Intra-Flight Data Link (IFDL) and provided enhanced connectivity with other Raptors. The IFDL provides Raptor pilots with an

encrypted voice and data communications channel that enables

two or more F-22As to automatically share information, such as target and system data.

The capability was the first major upgrade developed for the F-22A under the Raptor Enhancement Development and Integration (REDI) contract, which was awarded to Lockheed Martin in March 2003. Increment 2 Follow-on Operational Test and Evaluation (FOT&E) efforts were completed in August 2007 and deliveries of production aircraft to the USAF began on May 6, 2008 when serial 06-4117 was accepted. By the end of 2009 all of the operational aircraft had been upgraded to the configuration.


A close-up of the pilot and cockpit of an F-22A from the 1st FW as seen from a KC-135 during air-to-air refuelling. USAF/Master Sgt Jeremy Lock

The F-22A made its combat debut last September on a mission against IS. USAF/Senior Airman Gustavo Gonzalez

A member of groundcrew inspects a JDAM on an F-22A Raptor of the 525th FS. USAF/Senior Airman Jonathan Steffen

A 7th FS F-22A taxiing at Holloman AFB. This unit’s aircraft were transferred to the 95th FS at Tyndall, while the co-located 8th FS’ aircraft were dispersed to other units. USAF/Airman 1st Class Aaron Montoya

A pilot from the 7th FS at Holloman AFB inspects an AIM-9M Sidewinder air-to-air missile in a side weapons bay. USAF/Senior Airman Kasey Close


Block 30 was the first to have the upgraded APG(v)1 radar, while Block 35 has eight Mil-Std-1553 weapons buses compared to one on the earlier blocks.

Because development of Increment 3.1 was not complete, all remaining production aircraft were delivered in Increment 2 configuration.

The Raptor’s stealth, super cruise, integrated avionics and sensor capabilities combine to make the aircraft currently the only USAF fighter capable of operating in a high-tech anti-access and area denial (A2/AD) environment that include advanced integrated air defence systems.

The Department of Defense committed to update the fleet as far back as 2003 via a series of vehicle and software upgrades at a cost of around $11.7 billion. Under the Common Configuration Program (CCP), the early Block 10 Production Representative Test Vehicles (PRTV) and Block 10 and 20 aircraft from Low Rate Initial Production (LRIP) Lots 1, 2 and 3, comprising Raptors s/ns 99-4010 through to 03-4044 (the last four numbers are sequential on Raptors, only the fiscal year is different), were upgraded to Block 20 configuration.

The aircraft received additional computer memory, faster processors and new power supplies that delivered increased processing capability. Thirty-nine Block 20 aircraft from Lots 3 and 4 will be upgraded to the Block 30 configuration.

The remaining Block 20 fighters could be brought up to the later standards, but the service does not currently have a requirement to update them. As a result, the final Raptor fleet will include 139 combat-coded Block 30 and 35s, 32 training Block 20s, 12 development test/operational test (DT/OT) Block 20/30/35s and two pre-block test aircraft.

Increment 2 fighters were capable of carrying AIM-9M Sidewinders and AIM-120C Advanced Medium-Range Air-to-Air Missiles (AMRAAM) and two JDAMs.

The next step was Increment 3.1, which was initially fielded by the 525th FS at Joint Base Elmendorf-Richardson, Alaska in November 2011. It provides the Northrop Grumman AN/APG-77 radar with advanced air-ground capabilities that include a synthetic aperture radar ground-mapping mode. Additionally, electronic attack and threat geo-location capabilities enable it to locate enemy radars. It also facilitates the employment of up to eight GBU-39/B Small Diameter Bombs (SDBs).

The upgrade means two pairs of SDBs can be dropped simultaneously against two separate manually designated ground targets. The first ripple release of four GBU-39s was carried out by the F-22 Combined Test Force at Edwards AFB, California, on May 19, 2010.

Delayed by the fleet grounding, Increment 3.1 FOT&E began in January 2011 and was completed in November. During April 2012, the 3rd Wing conducted the first large-scale exercise with Increment 3.1 when eight live and 12 inert JDAMs were dropped on


F-22A RAPTOR UNITS Air Combat Command (ACC) – JB Langley-Eustis, Virginia

USAF Warfare Center (USAFWC) – Nellis AFB, Nevada

53rd Wing Eglin AFB, Florida OT

53rd TEG 422nd TES Nellis AFB, Nevada F-22A

57th Wing Nellis AFB, Nevada WA

USAFWS 433rd WPS F-22A

Ninth Air Force (9AF) – Shaw AFB, South Carolina

1st FW JB Langley-Eustis, Virginia FF

1st OG 27th FS F-22A

94th FS F-22A

325th FW Tyndall AFB, Florida TY

325th OG 43rd FS (FTU) F-22A

95th FS F-22A

Air National Guard (ANG) Units

192nd FW JB Langley-Eustis, Virginia FF

192nd OG 149th FS (See Note 1) F-22A

Tenth Air Force (10AF) – NAS JRB Fort Worth/Carswell Field, Texas

Air Force Reserve Command (AFRC) Units

301st FW NAS JRB Fort Worth/Carswell Field, Texas

44th FG 301st FS Tyndall AFB, Florida (See Note 2) F-22A TY

477th FG 302nd FS JB Elmendorf-Richardson, Alaska (See Note 3) F-22A AK

926th Group 706th FS Nellis AFB, Nevada (See Note 4) F-22A WA

Air Force Materiel Command (AFMC) – Wright-Patterson AFB, Ohio

Air Force Test Center (AFTC) – Edwards AFB, California

412th TW Edwards AFB, California ED

412th OG 411th FLTS F-22A

Pacific Air Forces (PACAF) – JB Pearl Harbor-Hickam, Hawaii

15th Wing JB Pearl Harbor-Hickam, Hawaii HH

15th OG 19th FS (See Note 5) F-22A

Eleventh Air Force (11AF) – JB Elmendorf-Richardson, Alaska

3rd Wing JB Elmendorf-Richardson, Alaska AK

3rd OG 90th FS F-22A

525th FS F-22A

Air National Guard (ANG) Units

154th Wing JB Pearl Harbor-Hickam, Hawaii HH

154th OG 199th FS F-22A

Notes

1. The associate and active duty units share responsibility for operating and maintaining aircraft assigned to the 1st Fighter Wing.

2. The associate and active duty units share responsibility for operating and maintaining aircraft assigned to the 325th Fighter Wing.

3. The associate and active duty units share responsibility for operating and maintaining aircraft assigned to the 3rd Wing.

4. The associate and active duty units share responsibility for operating and maintaining aircraft assigned to the 53rd and 57th Wings

5. The associate and active duty units share responsibility for operating and maintaining aircraft assigned to the 154th Wing.

6. Typically six F-22As are deployed to Al Dhafra AB, United Arab Emirates, as part of the 380th Air Expeditionary Wing/Expeditionary Operations Group.

ABBREVIATIONSFG Fighter Group

FLTS Flight Test Squadron

FS Fighter Squadron

FW Fighter Wing

JB Joint Base

JRB Joint Reserve Base

NAS Naval Air Station

OG Operations Group

TEG Test & Evaluation Group

TES Test & Evaluation Squadron

TW Test Wing

USAFWS USAF Weapons School

WPS Weapons Squadron


target coordinates that were self-generated by upgraded aircraft over the Joint Pacific Alaska Range Complex near Eielson AFB, Alaska.

Elmendorf’s 302nd FS and 525th FS, during a Combat Hammer exercise on the Utah Test and Training Range in early August 2012, were the first frontline units to release GBU-39s. The 525th subsequently achieved

initial operational capability (IOC) with the upgraded aircraft in 2012 and fielding of Increment 3.1 across the fleet is scheduled for completion in August 2017.

Increment 3.2 upgrades are broken into two packages. The first is 3.2A, which is a software upgrade that will provide additional electronic countermeasures protection and

improved communications including a Link 16 data link receive mode and enhanced combat identification and targeting capabilities. FOT&E is scheduled to begin in Fiscal Year 2015 and fielding will be complete by October 2017.

Increment 3.2B is a hardware and software update giving improvements to the IFDL and enhanced stores management system, it upgrades emitter geo-location and further enhances electronic protection and provides AIM-9X and AIM-120D integration. The F-22 Combined Test Force and 411th Flight Test Squadron at Edwards AFB, California, conducted the first guided AIM-9X launch from a Raptor when a missile brought down a BQM-34 target drone on February 26, 2015. Increment 3.2B will undergo Initial Operational Test & Evaluation (IOT&E) in 2017, fielding will begin in 2018 and by August 2020 152 Raptors will have received it.

Increment 3.1 and 3.2 and the earlier upgrades will swallow up much of the $11.7 billion allocated by the Department of Defense for F-22 upgrades as it will cost $9.7 billion.

The USAF will also complete modifications associated with the Reliability, Availability and Maintainability Maturation Program (RAMMP) and Structures Retrofit Plan (SRP). The projects started in 2005 and 2006 respectively and are expected to be completed in 2021.

Further updates have not been formally defined, but the USAF would like to add open systems architecture to the aircraft to reduce the cost of future upgrades. The USAF is also moving forward with plans to equip Raptor pilots with a helmet mounted display and cueing system by 2020. It will provide day and night cueing for sensors and weapons and enable pilots to exploit the high off-boresight capability of the AIM-9X Sidewinder.

Additionally, it will be able to receive and display target, weapon and flight data, navigation and air-to-air/air-to-ground weapon delivery information and will include enhanced night vision technology.

The requirement to equip the Raptor with a helmet mounted cueing system was originally validated in 2007, but an earlier plan to conduct a technical evaluation of the Visionix/Gentex Scorpion helmet-mounted cueing system was terminated in 2013 due to funding issues.

The initial Request for Information (RFI) for


Above: Raptors housed at Joint Base Pearl Harbor-Hickam are assigned to the Hawaii Air National Guard’s 154th Wing/199th FS and so carry the ANG badge on the tail. They are also flown by the 19th FS, which is an active duty unit and comes under the command of the 15th Wing. These F-22As are lined up at Nellis AFB while participating in a Red Flag in 2013. Ervin Brooker via USAF

Right: A pair of 95th FS F-22As taxi for a Exercise Red Flag sortie in July last year at Nellis AFB. Jim Haseltine

A 100th Air Refueling Wing KC-135R refuelling an F-22A from the 3rd Wing. USAF/Staff Sgt Austin M May


the Raptor Helmet Mounted Display (RHMD) was released in June 2015 and calls for EMD to run from 2017 to 2021 when full rate production begins. Flight tests will start in 2019.

The development of a service life extension programme (SLEP) that would increase the F-22A’s design life from 8,000 flight hours to 10,000 or 12,000 hours had been considered but, recent analysis conducted under the F-22A Aircraft Structural Integrity Program (ASIP) indicates this will not be required. Earlier estimates suggested each aircraft would fly around 360 hours annually providing around 22 years’ service. However, a greater reliance on simulators enabled the USAF to reduce the actual flight hours thereby extending the aircraft service life.

Individual F-22As are expected to fly an average of approximately 211 hours during 2015. Based on current projected flying hours’ programmes and an annual fleet usage of 32,500 hours, the predicted service life of the Raptor will allow the fighter to remain in service into the mid-2040s or later.

Modifications and depot-level maintenance of the Raptor fleet had been carried out both by Lockheed Martin at its Palmdale, California, facility and the Ogden Air Logistics Complex at Hill AFB, Utah. Those efforts are being consolidated at the Utah facility under a 21-month plan, announced in May 2013, which is expected to improve efficiencies and reduce costs by around $16 million annually.

FIELDINGThe first operational F-22A was delivered to the 53rd Wing’s 422nd Test & Evaluation

Squadron at Nellis AFB, Nevada, on July 14, 2003. The 325th FW at Tyndall AFB, Florida, subsequently began receiving Raptors when the initial aircraft was delivered to the 43rd FS, which serves as the Raptor Formal Training Unit, in September 2003. The initial assignment to a combat-coded squadron occurred when deliveries to the 1st FW’s 27th FS at Langley AFB, Virginia, began in May 2005.

The Raptor achieved IOC with the squadron in December 2005 and deliveries to Langley’s 94th FS followed in March 2006. In October 2007, the Virginia Air National Guard’s 192nd FW/149th FS formally transitioned to the Raptor and relocated to Langley AFB. The unit became the first reserve associate unit to share the responsibility for operating and maintaining Raptors assigned to an active duty

wing under the USAF’s Total Force Integration (TFI) programme.

The first Raptors to be stationed outside the continental US were delivered to the 3rd Wing’s 90th FS in Alaska during August 2007. The wing’s 525th FS received its first F-22As in October 2007 and that same month the AFRC’s 477th Fighter Group/302nd FS arrived. Activated as an associate unit under the TFI initiative, it achieved Full Operational Capability (FOC) in September 2009.

Holloman AFB, New Mexico, became the third operational Raptor base in June 2008 when the 49th FW’s 7th FS received its first aircraft. Deliveries to the 8th FS followed in December 2009 and a reserve association was formed when the 301st FS relocated from Luke AFB, Arizona.

The 57th Wing’s 433rd Weapons Squadron received its initial Raptors in January 2008 and the first F-22A Weapons Instructor Course concluded at Nellis AFB, Nevada, in June 2009.

The Hawaii Air National Guard (ANG), which received its first two Raptors in July 2010, welcomed its final group of four F-22As in September 2012, when the fighters arrived at Joint Base Pearl Harbor-Hickam. The deliveries to the Hawaii ANG’s 154th Wing/199th FS marked the last planned fielding for the Raptor fleet. Both Hawaii ANG and active USAF personnel assigned to the 15th Wing’s 19th FS fly and maintain the Raptors, which are assigned to the guard unit.

Operational flying and maintenance responsibilities are divided in a 75-25


“We provide increased situational awareness for other

coalition aircraft while simultaneously delivering precision

air-to-ground weapons.”

An F-22A Raptor from the 3rd Wing at JB Elmendorf-Richardson, Alaska, after topping up its tanks from a KC-135R. USAF/Staff Sgt Austin M May


split between the reserve and active duty personnel. Both squadrons achieved IOC in November 2012.

FLEET CONSOLIDATIONIn July 2010 the USAF announced plans to consolidate the Raptor � eet at four primary bases in order to enhance operational � exibility. The plan required the reassignment of the 49th FW’s aircraft to other units. As a result, the 8th FS’ Raptors were dispersed with the 1st FW and the 3rd Wing each receiving six additional F-22As while two examples went to the 57th Wing at Nellis AFB.

The 8th FS was subsequently deactivated in May 2011. The 7th FS was deactivated and its 24 Raptors sent to Tyndall AFB to populate another unit that was to be combat-coded. The 95th FS, which had previously conducted F-15 training as part of the 325th FW from April 1988 to December 2010, was reactivated in October 2013. As one of the Tyndall squadrons would be combat-coded, the 325th FW was reassigned from

Air Education and Training Command to Air Combat Command in October 2012.

The transfer of the F-22As to Tyndall, scheduled to begin in January 2013, was delayed by budgetary issues. The initial Raptors for the 95th arrived from Holloman on January 6, 2014 and the squadron � ew its � rst sorties on January 21. The transfers were completed in April 2014 when the � nal four � ghters arrived and the squadron achieved IOC. Air Force Reserve Command’s 44th Fighter Group/301st FS at Holloman also relocated to Tyndall.

COMBAT DEBUTThe Raptor made its combat debut on the night of September 22/23 � own by the 1st FW’s 27th FS � ying from Al Dhafra Air Base against Islamic State (IS) for Operation Inherent Resolve. This involved hitting an IS command and control facility in Raqqah, Syria, with GPS-guided munitions. The 95th FS arrived at Al Dhafra just days later to

replace the 27th FS. In preparation for its � rst deployment, the

95th FS sent 12 Raptors to Nellis AFB for Exercise Red Flag 14-3, which ended on July 25, 2014. Just two months later the air force’s newest F-22A squadron was � ying combat missions that included kinetic strikes, combat air patrol, strike group escort and HVAAE missions in support of US and coalition forces.

Its six deployed F-22As returned to Tyndall on April 14, 2015 after being replaced by jets from the 94th FS. In June 2015 alone, Raptor pilots conducted 200 combat sorties and delivered 252 munitions during 57 unique strikes against IS targets.

The Raptor has shown its adaptability for new missions that were not part of its original design. Despite the small size of the � eet, the � ghter’s capabilities, integrated weapons, sensors and defensive systems along with the planned upgrades will ensure that the F-22A remains a viable part of the USAF inventory alongside the F-35A through to the middle of the 21st century.


The F-22A will work in concert with the Lightning II in future con� icts and so training has taken place on how to best integrate the two aircraft types. The Raptor is from the 43rd FS, while the F-35A is from the 58th FS/33rd Wing at Eglin AFB. Jim Haseltine

A 27th FS Raptor at Al Dhafra on June 27, 2014. USAF/Tech Sgt Russ Scalf


Flying Above ConcordeI saw your article about Concorde in your May edition. One time when I was a private/business pilot (with nearly 2,000 hours during my seven years of � ying) while returning from Amsterdam Schiphol

Airport to Bournemouth, I was cleared through London Airspace at 4,000ft. I called to con� rm ‘Papa Mike’ was at 4,000ft and within 30secs London ATC asked me to con� rm my height because they were

bringing Concorde in 1,000ft below me! I said, in jest, they could have cleared my AA5 ‘above Concorde’!

Robert Owen.Swanage, Dorset

Vulcan SaluteYour August issue featured the Vulcan Tribute and a report on the USAF deployment to RAF Fairford of B-52s and brief visits of B-2s. I am a big fan of the Vulcan and I will miss seeing it display at airshows. Reading the piece about the B-52 it made me think how the Stratofortress was the Vulcan’s equivalent from the same era and yet it is still a stalwart of the USAF and having new capabilities added.

My train of thought then went on to imagine the equivalent on the US airshow

circuit of a civilian owned and � own B-52. Even with America’s more accommodating regulations on ex-military jets that thought seems a stretch. Yet, the UK’s Vulcan strategic bomber has been doing just that in recent years. When put into that context, it highlights what a fantastic achievement it was by all those involved with XH558 to get her back in the air and displaying at airshows.

Tom DavisPlymouth, Devon

Hasty on Harriers

I enjoyed reading the article in the August issue on the AV-8B, however the mention of the entire UK � eet of Harriers being sold to the US Marine Corps brought back sad memories. I was at RAF Cottesmore, along with many other enthusiasts, on December 15, 2010 for the farewell � ypast of the Harrier in UK service. I still remember the shock of hearing they were going to be retired when the last Strategic Defence and Security Review (SDSR) was announced in October 2010. The decision to get rid of the Harrier seemed short-sighted at the time and more so these days.

The RAF had a large force of fast-jets during the Cold War none of which ever � red a shot in anger against the Warsaw Pact. However, the post-Cold War world has proved to be even more dangerous and the RAF has been at the forefront of various con� icts. Indeed, it has been almost continuously on operations for the last 25 years. The Harrier force would have been very useful for the campaign in Libya in 2011 perhaps operating from an aircraft carrier off the coast and more

recently � ghting Islamic State. Plus, with the Tornados shouldering a heavy burden of real world missions I’m sure the personnel serving on the type would have welcomed the support of the Harrier force to give them some respite.

The RAF’s Harriers were very capable and had proven so once again during their time in Afghanistan supporting ground forces. There’s another SDSR due to be announced this autumn – let’s hope it doesn’t bring any more unwelcome surprises.

Derek Walkerby e-mail


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The Editor reserves the right to edit all letters.

Welcome to the Aviation News incorporating Classic Aircraft letters page. The writer of the Letter of the Month, Robert Owen, will receive three DVDs: Vulcan: Spirit of Great Britain, Air Canada Airbus A330-300 and Mirage 2000-5.

LETTER OF THE MONTH

The UK’s Harrier force was retired as one of the cuts announced in 2010’s Strategic Defence and Security Review. Key Collection

49_airmailDC.indd 49 07/08/2015 14:50

More than 10,000 aircraft � ew into Wittman Regional Airport in Wisconsin, between July 20-26 as the aviation world attended EAA

AirVenture Oshkosh 2015.The Boeing B-52 Stratofortress, North

American F-100 Super Sabre, Lockheed Martin F-35 Lightning II and the Airbus A350 XWB made their show debuts in front of a 550,000-strong crowd.

HIGHLIGHTSFor many enthusiasts, the long-awaited appearance of Jerry Yagen’s de Havilland DH.98 Mosquito FB.26 KA114/N114KA was the highlight of the show. It has been beautifully restored by Avspecs in New Zealand and was a deserved winner of the Grand Champion World War Two Warbird award.

For some of the week it was parked next to Kermit Weeks’ Mosquito TT.35 RS712, formerly G-ASKB with the Strathallan Aircraft Collection, which has been a non-� yer in the EAA Museum at Oshkosh for more than 20 years.


OUTSTANDING OSHKOSH

Nigel Hitchman reviews the highlights from EAA AirVenture

Oshkosh 2015.

Main photo: More than 550,000 visitors attended EAA AirVenture Oshkosh 2015 where they were treated to � ying displays from a wide variety of aircraft including Dean Cutshall’s F-100F Super Sabre. All photos Nigel Hitchman except where stated

Top right: For many visitors the star attraction at the show was Jerry Yagen’s beautifully restored Mosquito FB.26 KA114/N114KA.

Above right: More than 25 P-51 Mustangs appeared at Oshkosh during the week-long event.

Right: Piaggio P.136 N359 � ew for the � rst time in 15 years earlier in the week of the show and was one of three examples of the type on display.

50-52_oshkosh.JR.mfDC.mfDC.mfDC.mf.indd 50 07/08/2015 12:57

Most years there is a new P-51 Mustang restoration on display and this year there were two outstanding examples among the 25-plus Mustangs present.

Paci� c Fighters’ P-51B Berlin Express N515ZB is painted as 43-24837 as � own by Capt Bill Overstreet of the 357th Fighter Group at Leiston, Suffolk. Capt Overstreet famously chased a Bf 109G under the arches of the Eiffel Tower before shooting it down in 1944.

Interestingly, this aircraft had previously been � own by Col Bud Anderson as Old Crow before being assigned to Overstreet and renamed. Visitors were able to see Berlin Express parked next to P-51B N551E Old Crow – it was awarded Most Authentic Restoration title.

AirCorps Aviation have restored P-51D Sierra Sue II to the exact markings it wore when delivered to Belgium in early 1945: just bare polished aluminium with nose art and stencils. It has been done superbly and was awarded reserve Grand Champion World War Two.

Five Corsairs also attended with the Olympic Flight Museum’s newly restored Goodyear FG-1D NX72NW being

awarded the Grand Champion Post World War Two title, after a superb restoration by Airpower Unlimited.

JET JEWELSThe highlight among the jets was North American F-100F Super Sabre 56-3948. This is an ex-Turkish Air Force aircraft which operated for Tracor before being acquired by Dean Cutshall, who made it airworthy again and has been performing at airshows with it over the past 20 years.

No F-100 has been to Oshkosh before and it provided several thrilling displays throughout the week, including during the Saturday evening airshow where the afterburner lit up the sky.

One of the last USAF F-4 Phantoms still in service, a QF-4 target drone from Holloman AFB, New Mexico, also attended as did a rare de Havilland DH115 Vampire T.55, N115DH, painted in Royal Navy colours and an even rarer Temco TT-1 Super Pinto N13PJ.

The USAF also attended with a couple of F-35 Lightning IIs one of which was in the static display, appropriately parked with the EAA Museum’s Lockheed P-38 Lightning and an F-22 Raptor. A second Raptor was � own

during the airshow and as part of the USAF Heritage Flight together with Fagen Fighters’ P-38 – now painted as Scat III – and P-51D Baby Duck.

Consolidated PB4Y-2 Privateer N2871G made its � rst appearance at Oshkosh. The former water bomber, which is the world’s only airworthy example, is being slowly restored to its US Navy con� guration while continuing to � y.

Canadian Warplane Heritage Museum’s Lancaster KB726/C-GVRA took to the skies to perform some circuits with Yagen’s Mosquito following behind and two excellent displays were provided by Texas Flying Legends and the Tora! Tora! Tora! group.

Texas Flying Legends displayed its B-25 Mitchell, TBM Avenger, P-51 Mustang, Corsair, P-40 Warhawk and its original Mitsubishi Zero while Tora! Tora! Tora! staged a re-enactment of the attack on Pearl Harbor using its collection of Harvard-based Japanese aircraft, with its lone P-40 providing the opposition.

EAA’s B-17 Flying Fortress made a guest appearance representing the squadron of new B-17s that were arriving in Hawaii on delivery that fateful morning.


Above left: German luggage manufacturer Rimowa presented its replica Junkers F.13 at the show. The company, which is collaborating with JU-AIR and several other parties, hopes to have the aircraft � ying early next year.

Above right: The � rst customer delivery of the ICON A5 amphibian took place at Oshkosh with show organisers EAA the recipient.

An overview of the main exhibition area at Oshkosh. Andy Martin


Visitors were also treated to an excellent display from the Airbus A350 XWB; the aircraft was on static display and open to the public when it wasn’t flying.

JUNKERS SURPRISEOne of the biggest surprises of the show was the presence of a replica Junkers F.13 at the Rimowa luggage stand. This is a collaboration between Rimowa, JU-AIR of Dübendorf, Switzerland and several other parties. The replica closely follows the original, but is quite a bit heavier and is powered by a 450hp Pratt & Whitney R985 engine.

First flight is planned from Dübendorf next spring, with passenger flights perhaps being available by the end of the year. Even more amazingly, they are intending to build several and are taking orders.

In the vintage area turnout was slightly down, particularly of pre-war aircraft. A line-up of 13 Howard DGA-15s was impressive and one, NC67478, a new restoration, was awarded Antique Grand Champion. Reserve Grand Champion was a superbly restored Fleet-built Fairchild PT-26 Cornell CF-CVE flown down from Canada.

Silver Age champion and the oldest aircraft on the field was a 1928 Travel Air 4000 NC6464. Another award winner was Waco SRE N20961 (Bronze Age 1937-1941 Champion - Bronze Lindy) one of about ten Wacos present, along with four Beech Staggerwings, several Stinson Reliants and Fairchild 24s.

Custom Champion was another Waco, this time a UPF-7 (N39752) just restored by Rare Aircraft and Grand Champion Classic was a very nicely done Piper J3 Cub N92455. There was also a large turnout of Cessna 195s with more than 30 present and there were a similar number of Stinson 108s. On the type’s 75th anniversary, more than 75 Ercoupes also attended.

SEAPLANE SUCCESSIt was a great year for seaplanes, with the 70th anniversary of the first flight of the Republic Seabee celebrated. Ten Seabees and a Twin Bee visited the seaplane base, with a total of 13 Seabees flying into Oshkosh during the week.

The rare sight of three Piaggio P.136s was warmly welcomed by enthusiasts with lead aircraft N359 flying for the first time earlier in the week having been stored in a hangar for 15 years.

The ICON A5 amphibian made an appearance at the seaplane base this year flying in for the first time and the maiden customer aircraft was delivered at the show.

It was a good year for older, homebuilt designs with many present including a good representation of Mustang IIs and Falcos as well as several one-off types, the highlight of which was a replica of the Lockheed 33 Little Dipper NX189SE design by John Thorpe.

The Grand Champion Plans Built title went to a beautiful Marquart MA-5 Charger, N171MC, in the homebuilt category.

Colin Hales attended in his Rand KR-2 G-BYLP. He had flown from the UK for last year’s show and spent the past 12 months flying around the US. An equally impressive flight was undertaken by vintage Cessna 140 LV-NFP which flew up all the way from Bahía Blanca in Argentina.

Douglas C-47 N455DJ was setting off from Oshkosh bound for Moscow. This was one of two owned by a group of Russians who were recreating the Alaska-Siberia lend-lease route used for all aircraft deliveries to Russia between 1942 and 1945. The group was meeting another C-47 at Edmonton, Canada with the intention of making the journey together to attend the MAKS Airshow at Moscow Zhukovsky Airfield in August.

Next year’s AirVenture Oshkosh is set for July 26-31.


Right: Tora! Tora! Tora! staged a re-enactment of the attack on Pearl Harbour featuring a guest appearance from EAA’s B-17, which represented the squadron of Flying Fortresses delivered to Hawaii on the day of the attack.

Left: The world’s only airworthy Consolidated PB4Y-2 Privateer N2871G made its first appearance at Oshkosh this year. The aircraft is in the process of being restored to its original US Navy specification.

Below left: Around 75 Ercoupes were in attendance in what is the type’s 75th anniversary.


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BAe 146 FAMILY

BRITAIN’S LAST JETLINERSDene Bebbington and David Dorman* profi le the last jet

airliners assembled in Britain, the BAe 146, Avro RJ and RJX.

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Britain led the world in jet airliners for a time in the 1950s with the de Havilland (DH) Comet, but soon American companies began to

dominate the market. Unlike the US, Britain never went on to make a widebody airliner as the British Aircraft Corporation (BAC) 3-11 project lost out to politics. Just single-aisle types were produced – such as the Vickers VC10, BAC One-Eleven and Hawker Siddeley Trident.

The last British jet airliner, and the most numerous, was the British Aerospace (BAe) 146, later to become the Avro RJ and the dropped RJX. Design teams from Hawker Siddeley’s Woodford and Hat� eld units proposed the HS 144 in 1969, with a T-tail and two rear-mounted 9,730lb st Rolls-Royce Trent engines. However, Rolls-Royce’s bankruptcy in 1971 left the project without a powerplant and opened the door to an American company, Avco Lycoming. Lycoming’s small, geared turbofan ALF502R-3 engine had a lower thrust rating of 6,700lb st, which required a four-engine design, this time mounted under a high wing. The con� guration offered a number of advantages such as excellent air� eld performance, three-engine ferry capability and low noise levels. Market research indicated a sizeable market could exist for this type of aircraft. The Rolls-Royce M45H of 7,300lb st, as used on the VFW-614, was studied but a much smaller by-pass ratio compared with the Lycoming’s 5.6:1 adversely affected noise levels and fuel consumption. The General Electric CF34 engine was also studied and rejected. The resulting chosen design was dubbed the HS-146.

Work on the HS-146 began in 1973 after the government agreed to joint funding and plans were made to have development aircraft � ying by 1975 with service entry two years later. But external factors again dogged the project as rising costs, an oil crisis and recession led Hawker Siddeley to cancel the project in October 1974.

But that wasn’t the end of the story and the government was persuaded to provide more funding for background work. The project was given the go-ahead in 1978, a year after Hawker Siddeley became part of British

Aerospace (BAe). The company wished to develop the civil aircraft side of the business and alongside the renamed BAe 146 came decisions to join Airbus as a full risk-sharing partner, and the launch of the Jetstream 31.

Final assembly and front fuselage construction was carried out at the Hat� eld plant; the centre fuselage was built at Filton, rear fuselage at Chadderton and the � n at Brough. Saab of Sweden supplied the tailplane, rudder, ailerons, elevators and spoilers, and Short Brothers of Belfast the engine nacelles. Avco Aerostructures in the United States initially supplied the wings before assembly moved to BAe Prestwick using parts supplied by Avco.

VARIANTSThere were three variants of the 146: the -100, -200 and -300 series. The -200 and -300 were stretched versions of the -100, and although some -100 and -200s were upgraded to use the 6,970lb st ALF502R-3A, later builds and the -300 series had the same thrust rated ALF50R-5.

The � rst -100 � ew on September 3, 1981, in the hands of test pilot Mike Goodfellow. The aircraft was registered G-SSSH, a reference to its relative quietness. Pressure from the � rst -200 customer, Air Wisconsin, then forced BAe to bring forward the date for that series’ prototype (G-WISC), which had its maiden � ight on August 1, 1982, again piloted by Goodfellow.

Four years later, work on the -300 prototype began, stretching G-SSSH by 8ft 1in (2.46m) by inserting two fuselage plugs. Besides extra seating capacity in the longer fuselage, almost 2in (5cm) of cabin width was gained by changes to the side panels, taking seating up to a maximum of 112 in a six-abreast con� guration. Registered G-LUXE, the -300 prototype made its � rst � ight on May 1, 1987 with Peter Sedgwick at the controls. Certi� cation followed in 1988 and was announced at that year’s Farnborough International Airshow.

A new assembly hall was constructed at Hat� eld to reduce aircraft build time. A height restriction in the previous � nal assembly hall had necessitated a careful – albeit ungainly and risky – lifting of the nose to provide clearance for the tail.

Development of the Quiet Trader (QT), a freighter variant with a rear side-loading cargo door followed and a -200 (N146FT) was converted at Hayes International in Alabama. After a two-night trial, TNT purchased this prototype which went into service on May 5, 1987 with the registration G-TNTA. Again, the type’s low noise emissions had been a selling point for overnight operations. TNT also signed an ‘umbrella agreement’ envisaging the purchase of 72 aircraft over � ve years, but just 19 were bought because of an alteration in � eet strategy after TNT changed ownership in 1992. BAe also built a Quick Change variant (QC) that allowed rapid conversion in under an hour from all-freight to passenger service using palletised seats.


Above: A � rst public glimpse of the prototype BAe 146-100 at Hat� eld on its roll-out on May 20, 1981. Key Collection

Main photo: Air Zimbabwe and the country’s government shared BAe 146 operations. In addition to normal airline seating there was a quick-change VIP Club 4 area with a table that could be � tted in the front cabin. Key Collection

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MILITARY PROPOSALSBAe had always considered a military variant, and initial studies were for a rear-loading ramp con� guration and redesigned sponson undercarriage – with a potential market for 100 military versions. But development costs were too high and this design never came to fruition. Later BAE developed the Side-Loading Tactical Airlifter (STA) concept.

A need had been identi� ed for a smaller airlifter than the Hercules and Lockheed and BAe demonstrated the 146 to the US Air Force and US Navy – including simulated aircraft carrier landings at an air� eld complete with a runway marked out to the dimensions of the deck landing area. The naval 146N variant, although not publicly announced, would have been based on a -100 and had a freight door, outer folding wings and other modi� cations to enable operation from the US Navy’s large aircraft carriers.

Hayes International converted the

second -100 airframe (G-SSHH) to a STA demonstrator. Its � rst � ight (registered as G-BSTA) was on August 8, 1988 before it too displayed at Farnborough. A tour of several countries and a marketing campaign spanning two years yielded no sales, and none of the proposed military variants were produced.

RAF SERVICEThough the 146 failed to sell in its military variants, it saw service in the RAF that continues to this day. Based on the -100, two aircraft (G-OBAF and G-SCHH, re-registered as ZD695 and ZD696) were � tted out as 80-seat staff/VIP transports to be evaluated for the Queen’s Flight, and ZD696 was handed over to the RAF on June 17, 1983.

They � ew for less than two years, clocking up a mere 800 hours’ � ying time. As a result of the evaluation two -100s (known as CC2s in RAF service) were ordered with ZE700 handed over on April 23, 1986 and ZE701

on July 9, 1986. A third (ZE702) augmented the � eet on December 21, 1990 and left RAF service in 2001.

In April 1995, following amalgamation with 32 Sqn, The Queen’s Flight, became 32 (The Royal) Sqn. Two years later a prominent role for ZE702 involved transporting the body of Princess Diana from Paris to RAF Northolt, London on August 31, 1997. Both ZE700 and ZE701 are still active with the unit. The aircraft are divided into three compartments: A, at the front for the � ight crew; B, in the middle for further crew and passengers; and C, at the rear for members of the royal family and VVIPs. Their range has been extended to 1,700 miles (2,736km) by the addition of wing-root fuel tanks and they are protected by a defensive aids suite giving protection against infrared missiles.

In 2012 the RAF bought two -200QCs under an Urgent Operational Requirement to augment in-theatre tactical aircraft numbers, particularly the Lockheed C130 Hercules force. This variant, previously � own by the TNT delivery company, is known as C3 in the RAF and can be used for freight, troop transport or both. They too are operated by 32 (The Royal) Sqn.

VIP variants have not been con� ned to the RAF. Bahrain and the Emirates of Abu Dhabi and Dubai have also used these variants. VIP and executive shuttle versions also serve with at least seven other operators.

REGIONAL JETIn 1992 the type emerged as the Avro RJ (Regional Jet) after a rebranding, with three


Above: Despite committing to buy up to 72 BAe 146 QT freighters, TNT purchased just 19 aircraft. It has used the type for more than 25 years on overnight European freight routes out of its Liège hub. Key Collection

Below: A publicity air-to-air shot of the RJ70, RJ85 and RJ100 � ying together. The aircraft sport the new colour scheme adopted on test and demonstrator aircraft in the early days of the Avro RJ programme. Key Collection

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variants with five-abreast seating capacity that formed part of their names: RJ70, RJ85 and RJ100. Externally there was little difference to its predecessor, however, new Textron Lycoming LF507 engines increased the available thrust (to 7,000lb st) and reduced maintenance costs while new flight deck avionics incorporated Category

3A autoland. Airlines could appreciate the increased payload and range while passengers got an improved ‘Spaceliner’ interior.

First of the development aircraft was a -200 (G-ISEE) converted to an RJ85 which first flew on March 23, 1992 from Hatfield and was piloted by Dan Gurney. He also went on to

pilot the maiden flights of the RJ70 and RJ100 that year.

In November the first production aircraft, an RJ85 for Crossair, had its maiden flight and certification by the Civil Aviation Authority (CAA) and Federal Aviation Administration followed in 1993.

Development of the RJ ended with the RJX – essentially an RJ fitted with new Honeywell AS977 engines plus an updated flight deck and passenger cabin. The AS977 had a lower fuel burn, giving increased range and lower maintenance costs. Passenger capacity mirrored the corresponding RJ models.

A prototype RJX85 (G-ORJX) was built in 2000, but engine trials couldn’t begin until 2001 because of delays in delivery of the new engines, nacelles and pylons. The first flight from Woodford took place on April 28 and the initial RJX100 (G-IRJX) flew its maiden flight on September 23, but the planned RJX70 was never built.

Just two months later BAe cancelled the RJX programme because it didn’t envisage a realistic future for the type, despite having launch orders from British European for 12 RJX100s and Druk Air for two RJX85s. A combination of competition in the crowded regional jet market and the effects of 9/11 on the airline industry sealed its fate.

Of the three fully built RJXs, G-IRJX remains intact for static viewing at Manchester Airport’s Runway Viewing Park.

OPERATORSThe first sales success came from Air Wisconsin in the US, which chose four -200s with an option for four more.

Low noise emissions and short take-off and landing (STOL) capabilities were key advantages, enabling flights late into the evening and during early morning. Marketing made the most of the noise factor, dubbing the type the ‘Whisper Jet’.

Dan-Air bought nine: five -100s and four -300s with the initial example, an 80-seat -100 (G-BKMN) marking the first delivery to an airline. It was handed over on May 23, 1983. One route Dan-Air used to exploit the STOL ability was to Bern in Switzerland where the 146 was the only jet aircraft certified at the time to operate from the 4,298ft (1,130m) runway.

A substantial order for 20 of the -200 variant with options for a further 25 came


The Side-Loading Tactical Airlifter version of the BAe 146-100 could load Land Rovers up a ramp and through the large freight door. The rear passenger door was retained from where paratroopers could jump. Key Collection

No.32 (The Royal) Squadron of the RAF, based at Northolt, flies two early-build BAe 146-100s as VIP transports for the royal family and government ministers. BAE Systems

Below left: Italian carrier Meridiana was a major operator of the type. Key Collection

Below right: London City Airport has been well served by the BAe 146/Avro RJ family. The type was the first jet to be certified for the airport, and Swiss and CityJet of Ireland still fly from this facility. AirTeamImages.com/Jason Rainford

Original Series 100 prototype G-SSSH was converted into the lengthened Series 300 and re-registered G-LUXE to emphasise cabin comfort in a five-abreast configuration. It was rolled out and flown for the first time on May 1, 1987. Key Collection

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from Pacific Southwest Airlines (PSA) in 1983. The aircraft’s quietness allowed the airline to fly into noise-sensitive Californian airports and in response local rival Air Cal also adopted it. Soon after entering service PSA’s passenger cabin was reconfigured from six to five abreast to satisfy customer preferences for more comfort.

The combination of low noise and STOL performance also led to success at London City Airport (LCY), for which the 146 was the first jet to be certified. In January 1988, steep approach trials (tests up to 7.5°, although the normal approach angle is 5.5°) for noise abatement and the short runway were carried out in a -200 (G-BMYE). When the airport opened in 1987, a runway length of 3,380ft (1,030m) severely restricted the aircraft types that could be operated, but 146 services started after an extension of just 554ft (169m) to 3,933ft (1,199m) opened in 1992. For more than 15 years the 146/RJ dominated jet movements at LCY, expanding destinations offered to major cities in Western Europe.

Several operators have adopted the BAe unpaved runway protection kit for the aircraft,

which protects the underbelly of the fuselage, navigation lights and undercarriage while operating from unsealed runways. Cobham Aviation Services Australia notably has five aircraft earmarked for this role to support mining operations in remote locations.

The Avro RJ proved particularly popular in Europe where Swiss is the largest operator with a fleet of 18 RJ100s, closely followed by Ireland’s CityJet running a slightly smaller fleet of 17 RJ85s. Sizeable fleets are also still flown by Brussels Airlines and Malmo Aviation. Elsewhere SA Airlink in South Africa is also a major user. The biggest fleet with 36 aircraft was Mesaba Airlines in the USA who had the type for several years on feeder routes for Northwest Airlines.

Lufthansa CityLine flew 18 RJ85s, while Lufthansa Regional also flew some BAe 146s.

The advent of the big leasing companies in the late 1980s, none of whom chose the BAe 146 for their portfolios, denied the aircraft to a growing segment of the market. BAe responded by offering its own leasing solutions, but air traffic plummeted because of the first Gulf War and subsequent recession, and aircraft were returned.

British Aerospace had sold some aircraft to a BAe leasing subsidiary, but financial returns from those airline customers did not cover the full purchase costs. Amid increasing liabilities, BAe closed the Hatfield facility and reduced production to just 18 aircraft a year at Woodford.

Facing mounting costs, BAe set aside a £1.2 billion contingency if all the leased aircraft were returned.

The company adopted a new strategy and future Avro RJ sales for ‘cash only’ were agreed with major customers such as Lufthansa CityLine, Swiss, THY, Air Malta and Delta Air Transport/Sabena.

It proved a successful move and BAe’s fortunes continued to improve after it established the Asset Management Organisation to sort out the problems of the leased fleet of 118 jets.

Within a few years, with a more effective leasing structure in place, the idle fleet had been placed and then re-leased to other airlines, and eventually most aircraft were sold. The leasing part of the company was sold to Falko Regional Aircraft in 2011.

The 146 and RJ are still flown around the world and out of 394 built some 250


BAe 146 Variants 146-100 146-200 146-300Seats (5 abreast) 70 85 100

Seats (6 abreast) 82 100 112

Max Speed Mach 0.73 Mach 0.73 Mach 0.73

Max Altitude 31,000ft (9,449m) 31,000ft (9,449m) 31,000ft (9,449m)

Range (5 abreast) 1,173nm (2,174km) 1,293nm (2,396km) 1,177nm (2,181km)

Range (6 abreast) 970nm (1,800km) 1,230nm (2,280km) 1,100nm (2,040km)

Powerplant ALF502 R-3 ALF502 R-3 ALF502 R-5

ALF502 R-3A LF507-1H

ALF502 R-5

First Flight September 3, 1981 August 1, 1982 May 1, 1987

Number Built 35 116 70

Avro RJ Variants RJ70 RJ85 RJ100Seats (5 abreast) 70 85 100

Seats (6 abreast) 82 100 112

Max Speed Mach 0.73 Mach 0.73 Mach 0.73

Max Altitude 35,000ft (10,668m) 35,000ft (10,668m) 35,000ft (10,668m)

Range (5 abreast) 1,465nm (2,715km) 1,366nm (2,531km) 1,217nm (2,255km) *

Range (6 abreast) 1,349nm (2,500km) * 1,057nm (1,959km) * 980nm (1,816km) *

Powerplant LF507-1F LF507-1F LF507-1F

First Flight July 23, 1992 March 23, 1992 May 13, 1992

Number Built 12 87 71

Avro RJX Variants RJX85 RJX100Seats (5 abreast) 85 100

Seats (6 abreast) 100 112

Max Speed Mach 0.73 Mach 0.73

Max Altitude 35,000ft (10,668m) 35,000ft (10,668m)

Range 1,780nm (3,295km) 1,630nm (3,020km)

Powerplant AS977-1A AS977-1A

First Flight April 28, 2001 September 23, 2001

Number Built 1 2

* Optional wing fillet tanks can increase range by a maximum of 250nm (463km).

Above: Formula 1 uses two BAe 146-100s as executive transports to fly its film crews around the European Grand Prix Circuits. Key Collection

Above right: Swiss remains the largest operator of the BAe 146/Avro RJ family, currently flying 18 RJ100s on regional routes. These aircraft will gradually be replaced by the Bombardier C Series from 2016. Key-James Ronayne

Below: Tanker 01 N473NA, of Neptune Aviation Services, demonstrates the aircraft’s slow speed handling and steep flight capability as it drops retardant on a fire in a foothill in the US. The company’s seven BAe 146 Airtankers are heavily used to fight wildfires in the American West. Bob Cheatham via BAE Systems

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aircraft remain in service. Mainstream airline operations in Europe are beginning to slow down and the aircraft is migrating to new markets in South America, the Far East and Africa.

SPECIAL MISSIONS – INCREASED UTILITYMeanwhile a ‘second life’ for the aircraft has begun in special missions. One of the type’s more unusual roles involves water-bombing. Eighteen aircraft are in use or being converted for this role in North America by four operators. Capable of carrying 3,000 US gal (11,356 lit) of water or fire retardant, three of the companies – Minden Air, Neptune Aviation Services and Air Spray – have a tank installed inside the stripped out BAe 146 fuselage with a variety of computer-controlled delivery methods. British Columbia-based Conair has selected the RJ85 for the role and has converted three to date using a conformal tank wrapped around the outside of the fuselage. Conair foresees the RJ85 Airtanker remaining in service for at least 20 years.

Neptune and Conair airtankers have been used to fight wildfires in North America in the past wildfire season and Tanker 162 (N355AC) was used by Conair to tackle blazes in Australia’s summer season this year. In three months it flew multiple missions across Victoria, South Australia, Western Australia and Tasmania.

Another interesting use of the aircraft is the BAe 146 Atmospheric Research Aircraft (ARA). Aircraft c/n E3001 underwent a major conversion for this role by BAE Systems, which entailed fitting 19 scientific crew stations packed with computers and instrumentation, external instruments and sensors, wing pylons, and additional fuel tanks in the rear cargo bay to make it one of the foremost flying research aircraft in the world. Owned by the Natural Environment Research Centre, the aircraft is tasked for its missions by the Facility for Airborne Atmospheric Measurement at Cranfield, Bedfordshire, and has flown worldwide studying cloud physics, airborne pollution, weather system dynamics and climate change.

Two RJs are operated by QinetiQ for research and development flying and also for the Empire Test Pilots’ School at Boscombe Down.

SAFETY RECORDThe 146/RJ has had a good safety record for 30 years with seven accidents resulting in a hull loss, but none of that number attributed to technical issues on the aircraft.

However, one technical issue, called engine rollback, could occur at high altitudes above 28,000ft (8,534m) and in weather systems close to thunderstorms. In these rare conditions an uncommanded reduction of engine thrust arose due to ice build-up in the air inlet passage. Several BAe 146s suffered rollbacks leading the CAA to issue Airworthiness Directive (AD) 004-02-94, limiting altitude to 26,000ft (7,925m) in known or forecast icing conditions. This phenomenon affected the ALF-502R on the BAe 146 only; the LF507 engine in the Avro RJ was unaffected.

Honeywell and BAE Systems devised modified hardware for the ALF-502R engine, and flight tested it in thunderstorm conditions in 1999, which proved its effectiveness, resulting in a further AD requiring operators to incorporate these hardware changes to eliminate rollback.

HATFIELD’S LAST HURRAHHatfield had a distinguished history of aircraft manufacture dating back to 1934 with military types such as the de Havilland Mosquito and the Vampire being built there. The world’s first jet airliner, the Comet, was also made at the site, and later the Hawker Siddeley Trident.

Thousands of aircraft later and nearly 60 years after opening, the plant closed in 1993.

The BAe 146 and Avro RJ would be Hatfield’s last hurrah. Ironically, the last aircraft to roll off its production line was the first RJ85 (G-ISEE). It first flew on March 23, 1992 and was delivered the following month to Mesaba Airlines of the US, with which it flew under the registration N501XJ.

Production of the 146/RJ continued at Woodford until 2001 when the RJX programme halted. An RJ85 (G-CBMH) destined for Finnish airline Blue 1 was the last-ever jet airliner produced there, leaving Britain’s role as part of Airbus as its only substantial involvement in airliners.

*David Dorman is a public relations consultant to BAE Systems Regional Aircraft.


The UK MOD acquired two BAe 146-200QCs which were converted by BAE Systems Regional Aircraft and Marshall Aerospace at Broughton into the BAe 146 C3 for the RAF. BAE Systems

Maiden flight of the Avro RJX85 on April 28, 2001. Key Collection

Star Peru operates ten BAe 146s of all three variants serving assorted domestic destinations. Star Peru

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European skies have been graced once more by A-10C Thunderbolt IIs thanks to the deployment of the 354th

Expeditionary Fighter Squadron (EFS).Twelve A-10Cs from the 354th

Fighter Squadron/355th Fighter Wing (FW) at Davis-Monthan AFB, Arizona were dispatched to Europe in February as part of a six-month Theater Security Package (TSP) in support of Operation Atlantic Resolve, the US’s demonstration of its commitment to European security. The USAF has been conducting TSPs in the Paci� c region since 2004 and has introduced the rotational deployments to Europe in response to increased tensions between Russia and the West. The inaugural European TSP saw the A-10Cs and 300 airmen deploy, initially to Spangdahlem Air Base in Germany. En route one of the A-10Cs declared an emergency and diverted into Amsterdam Schiphol Airport on February 13 with a second aircraft escorting it. The serviceable jet continued on to Spangdahlem the next day with the ‘broken’ A-10C following on February 19 after repairs.

Capt Jessica ‘Jackpot’ Wyble, an A-10 pilot with the 354th EFS, told Aviation News the ‘Warthogs’ were in Europe, “to reassure the NATO allies that our commitment to NATO is of primary importance to us and increase our interoperability and effectiveness with all our NATO countries”.

TRAININGDuring their month-long stay in Germany, the A-10s � ew with Spangdahlem-based F-16s of the 52nd FW and Luftwaffe Tornados. Between March 30 and June 30, the 12 A-10s forward deployed to Câmpia Turzii in Romania, where the Warthogs trained with MiG-21s and rotary assets from the host nation. While there, Lt Col Ryan Hayde took command of the 354th EFS from Lt Col Steven Behmer on May 15.

The 354th EFS’s � nal home in Europe was at Łask Air Base in Poland where it worked with Polish Air Force F-16s.

During their time in Europe, the A-10s have undertaken many smaller TDYs throughout the continent. A week-long deployment of four aircraft to Lakenheath in March proved frustrating as bad weather hampered the squadron’s training. Four aircraft relocated to Námešt’ Air Base in the Czech Republic in April and a month later four jets and around 40 airmen from the 354th EFS deployed to Sliac Air Base in Slovakia where they worked with L-39s of the Air Force of the Slovak Republic. Another four A-10s and 66 airmen deployed to Ämari Air Base in Estonia for Exercise Hedgehog between May 4 and 12 where the focus was on allied air operations and multi-national close air support alongside assets from several allied nations.

The TSP has given the 354th EFS aircrew the opportunity to work with a range of different people, both in the air and on the ground, in particular with Joint Terminal Attack Controllers (JTACs). “Learning how they do business and how we do business and how we can do business better together is what we’re all taking away from this,” explained

A-10S IN EUROPETwo A-10C Thunderbolt IIs of the 354th Expeditionary Fighter Squadron recently spent a week at RAF Lakenheath training alongside the based

units as part of a six-month deployment to Europe under Operation Atlantic Resolve. Aviation News Assistant Editor James Ronayne

visited Lakenheath to learn more about the squadron’s mission.

Above: During July, the 354th EFS deployed two A-10C Thunderbolt IIs to RAF Lakenheath. All photos Key-James Ronayne unless stated

Left: The A-10C was designed around the General Electric GAU-8/A Avenger 30mm cannon.

60-61_a10.JR.mf.JRDC.mf.indd 60 05/08/2015 14:01

Capt Wyble. “Stepping into this six months ago, the amount that I knew in terms of co-ordinating with different assets from different countries and in different languages versus what I know now is staggering.

AIRSHOWSThe A-10s have also been keen airshow participants whilst in Europe. A single example was exhibited at the 51st International Paris Air Show and two were on display during the open day at Base

Aérienne 116 Luxeuil-Saint Sauveur in France.

In July, two jets visited the UK appearing at Yeovilton Air Day in Somerset, one weekend and the Royal International Air Tattoo at RAF Fairford, Gloucestershire, the following.

In between the two UK shows, the pair and their four pilots relocated to RAF Lakenheath where they were able to � y with some of the units based there. “Yesterday we took off and worked with some HH-60s out of Lakenheath and we did search and rescue training,” revealed Capt Wyble. “Today, they’re going up with the F-15Cs to do some air-to-air missions.”

Following their spell in the UK, the A-10s returned to Łask Air Base. One of the 354th EFS’ last training missions in Poland saw the

squadron relocate to Nowe Miasto, where the pilots practised unimproved surface landings on an austere strip, set up by 321st Special Tactics Squadron combat controllers.

Lt Col Hayde said: “The mission of the Theater Security Package is to reassure our NATO allies. We have been doing that by providing micro deployments where we take four A-10s at a time to multiple countries. This is the � nal evolution of that. Now we are taking our entire squadron and putting them on an old runway in the middle of nowhere.”

The 354th EFS began their jounrey home on August 1. However, � ve of the jets diverted into RAF Mildenhall where they joined a ‘Warthog’ that had arrived on July 30. All six A-10Cs stayed overnight before continuning their journey the next day.


Right: The squadron spent part of its six-month TSP deployed at Campia Turzii in Romania, where this jet was pictured. While there the 354th EFS worked with the host nation’s rotary assets and MiG-21s. USAF/ Staff Sgt Joe W McFadden

Far right: The 354th EFS patch.

Above: Pilots Capt Jessica ‘Jackpot’ Wyble and Capt Ryan ‘Fester’ Vanbockel.

Right: An A-10C is marshalled into position during austere training at Nowe Miasto in Poland. USAF

60-61_a10.JR.mf.JRDC.mf.indd 61 05/08/2015 14:00


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AIR BASE MOVEMENTSA selection of the most interesting aircraft to visit air bases in the UK recently.

RAF BRIZE NORTON1/6 KAF328 KC-130J-30 41 Sqn, Kuwait AF dep 3rd;

RA-30078 An-30 Russian AF Open Skies dep 4th.

5/6 0454 C-295M 24.zdl, Czech AF; ZG914 Lynx AH9A

9 Regt, AAC. 6/6 CB-8003 C-17A 81 Sqn, Indian AF dep 8th. 15/6 KAF326 KC-130J 41 Sqn, Kuwait AF

dep 17th. 19/6 252 CN-235-100MPA 101 Sqn, Irish

Air Corps. 22/6 ZZ341 Voyager KC2 delivered, still

marked as MRTT027. 23/6 B-537 C-130J-30 Esk 721,

Royal Danish AF; V-11 Gulfstream IV 334 Sqn, Royal

Netherlands AF. 26/6 ZZ418 Shadow R1 14 Sqn, RAF

o/s. 27/6 CB-8003 C-17A 81 Sqn, Indian AF. 29/6

KAF327 KC-130J 41 Sqn, Kuwait AF.

RAF CONINGSBY1/6 107/YV Xingu EAT00.319, French AF. 4/6 099/

YP Xingu EAT00.319, French AF. 15/6 084/YH Xingu

EAT00.319, French AF, also 22nd & 25th; J-516

(also 17th & 22nd) & J-201 F-16AMs 332 Sqn, Royal

Netherlands AF; J-066 F-16BM 332 Sqn, Royal

Netherlands AF. 17/6 J-060 F-16AM 332 Sqn, Royal

Netherlands AF, also 22nd. 18/6 082/YG Xingu

EAT00.319, French AF. 22/6 J-135 & J-511 F-16AMs

332 Sqn, Royal Netherlands AF

RAF CRANWELL18/6 ZZ382, ZZ384, ZZ394 & ZZ395 Wildcat AH1s 847

NAS, RN.

RNAS CULDROSE2/6 69 Xingu 28F, French Navy. 4/6 68 Xingu 28F,

French Navy. 8/6 N-316, N-324 & N-319 NH90 NFHs

DHC/860 Sqn, Royal Netherlands AF all dep 25th.

22/6 ZK380/T, ZK323/C, ZK313/W, ZK300/H, ZK319/Y

& ZK330/FT Typhoon FGR4s II (AC) Sqn, RAF all dep

26th. 29/6 ZZ378 Wildcat HMA2 825 NAS, RN also

30th.

RAF FAIRFORD2/6 87-0035 C-5M 436th/512th AW, USAF n/s. 3/6 87-

0036 C-5M 436th/512th AW, USAF n/s. 5/6 60-0018/MT, 60-0047/MT B-52Hs 23rd BS, 5th BW, USAF both dep 21st; 61-0040/MT B-52H 23rd BS, 5th BW, USAF dep 22nd. 7/6 82-1068/WM B-2A 13th BS, 509th BW, USAF dep 9th; 88-0329/WM B-2A 110th BS, 131st BW, USAF. 8/6 82-1069/WM & 90-0040/WM B-2As 13th BS, 509th BW, USAF. 9/6 80-1089/

BB & 80-1076/BB U-2S 99th RS, 9th RW, USAF n/s.

17/6 02-0201 C-40B 201st AS, DC ANG. 22/6 87-0034

& 58-0010 C-5Ms 60th/349th AMW, USAF both n/s.

RAF LAKENHEATH2/6 08-8602/RS C-130J-30 37th AS, 86th AW, USAF.

4/6 92-0375 C-20H 76th AS, 86th AW, USAF.

RAF LEEMING23/6 ZA373/007 Tornado GR4 12 (B) Sqn arrived for

storage and reduction to produce.

LEUCHARS25/6 84-0087 C-21A 76th AS, 86th AW, USAF o/s.

RAF LOSSIEMOUTH6/6 ZZ171 C-17A 99 Sqn, n/s. 7/6 58-0009 KC-135R

126th ARS, Ws ANG n/s. 19/6 61-0309 KC-135R 126th

ARS, Ws ANG n/s. 23/6 G-988 C-130H 366 Sqn,

Royal Netherlands AF. 29/6 F-HAVF Jetstream 41

Aviation Defence Services dep 1/7.

RAF MARHAM16/6 08-0050 CV-22B 7th SOS, 352nd SOW, USAF.

RAF MILDENHALL4/6 87-0035 C-5M 436th/512th AMW, USAF n/s. 5/6

83-0487 C-130H 139th AS, NY ANG; 165830 C-40A

VR-59, USN. 11/6 08-6204 MC-130J 522nd SOS, 27th

SOW, USAF; MM81824/15-52 HH-139A 15° St, Italian AF n/s also 15th. 14/6 60-0018/MT B-52H 23rd BS, 5th BW, USAF o/s; 06-1467 C-130J-30 115th AS, Ca ANG

dep 16th. 18/6 91-1236 C-130H 165th AS, Ky ANG also

20th; 08-6202 MC-130J 522nd SOS, 27th SOW, USAF

n/s. 23/6 11-5765/FT HC-130J 71st RQS, 347th RG,

USAF dep 25th. 25/6 79-0478 C-130H 192nd AS, Nv

ANG n/s. 27/6 80-0326 C-130H 158th AS, Ga ANG; 79-

0476 C-130H 192nd AS, Nv ANG n/s; 00-1934 EC-130J

193rd SOS, Pa ANG. 28/6 80-0322 C-130H 158th AS,

Ga ANG n/s. 29/6 80-0321 C-130H 158th AS, Ga ANG.

30/6 01-0040 C-40B 89th AW, USAF; 79-0477 C-130H

192nd AS, Nv ANG dep 2/7; 93-1036 C-130H 700th AS,

AFRC dep 2/7.

RAF NORTHOLT3/6 143 Falcon 10MER 57S, French Navy; 84-00165

C-12U D/52nd Avn, US Army dep 5th, also 18th. 11/6

ZK554 Chinook HC6 7 Sqn, RAF. 15/6 97-00105

UC-35A D/52nd Avn, US Army, also 30th. 25/6 T.18-3

Falcon 900B 45 Gr, Spanish AF. 30/6 84-0096 C-21A

76th AS, 86th AW, USAF. 30/6 MM62212 Avanti 14° St,

Italian AF.

RAF ODIHAM28/6 ZK557 Chinook HC7 was delivered via Liverpool

docks.

RAF SHAWBURY11/6 FA-136 & FA-123 F-16AMs 10 Wing, Belgian

Defence - Air Component both dep 15th. 12/6 J-5012

& J-5020 F/A-18Cs FlSt 11/17/18 Swiss AF both dep

15th; T-729 Beech 1900D LTDB, Swiss AF also 15th.

All visiting in connection with RAF Cosford Air Show.

24/6 ZZ500 Avenger T1 750 NAS, RN; ZD566/301

Lynx HMA8SRU 815 NAS, RN. 29/6 ZA299/D Sea

King HC4 848 NAS, RN. 30/6 ZD260/305 Lynx

HMA8SRU 815 NAS, RN.

RNAS YEOVILTON3/6 ZZ517 Wildcat AH1 arrived from AgustaWestland

for storage. 24/6 ZZ415 Wildcat HMA2

AgustaWestland o/s; ZZ178 C-17A 99 Sqn, RAF.

Key: n/s night stop; o/s overshoot

Boeing E-3B Sentry 78-0578 from the 552nd ACW at Tinker AFB, Oklahoma, made a brief visit to RAF Mildenhall on July 15. Key-James Ronayne

United Arab Emirates Air Force Boeing C-17A Globemaster III 1223 taxies out at a damp RAF Brize Norton on July 14. Gary Claridge-King

63_airbasesDC.indd 63 30/07/2015 16:40

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ABERDEEN4/5 YL-RAD An-26B RAF-Avia; 12412 CH-124A 12 Wing, RCAF. 7/5 HB-VPA CitationJet 525C CJ4. 10/5

LN-RPM 737-883 SAS diverted in; LN-RGI 737-883

SAS replacement aircraft. 11/5 LN-SOV Citation

680 Sovereign. 18/5 LN-ONK EC225LP Bristow

Norway. 19/5 G-MCGK S-92A on delivery to Bristow

Helicopters. 21/5 OE-HRS Challenger 350; SP-ZSZ

Challenger 300. 24/5 LN-OND EC225LP Bristow

Norway. 26/5 G-CIKO AW139 to Bristow for painting

dep 22/6. 27/5 HB-VWJ Citation 560XL. 28/5 OO-

GEE PC-12.

BELFAST INTERNATIONAL1/5 9H-FAM Phenom 100. 5/5 N274GA Gulfstream

G280 on delivery Tel Aviv-Halifax. 10/5 C-GJCB

Global 5000 dep 15th. 12/5 EC-LNC 737-4K5

AlbaStar. 17/5 D-CADN Beech 350; D-AZMO

A300F4-600R DHL. 18/5 C-GLNL Learjet 35A also

30th. 19/5 C-FEAK 737-86Q Sunwing Airlines arrived

from Toronto to op for Thomson Airways. 24/5 B-7796 Challenger 605 n/s. 27/5 94-6708 C-130H 130th

AS, 130th AW, USAF dep 31st. 29/5 VQ-BYT Falcon

900EX dep 31st; 09-0525 C-37B 99th AS, 89th AW,

USAF.

BIRMINGHAM1/6 OE-FLG CitationJet 525 CJ1. 2/6 HA-TAG

SF340A/F Fleet Air also 30th. 3/6 D-IVER DHC-6-

300 Businesswings. 4/6 OY-RUP A320-231 Danish

Air Transport op for Icelandair; D-FALK Cessna 208

Businesswings; D-IABE PA-42-720; D-IBAK CitationJet

525 CJ1 also 7th. 5/6 SX-ATF 737-406 GainJet;

OE-IGO Gulfstream G550. 7/6 9H-OME 737-505 Air

X Charter. 8/6 D-IOBB CitationJet 525 CJ1+. 9/6 LY-

ETM ATR 42-312/F Aviavilsa also 23rd. 10/6 D-ABMW

Gulfstream G550; OE-GMM Citation 680 Sovereign;

VP-CGE Falcon 900EX. 11/6 HA-TAD SF340A/F

Fleet Air also 24th; D-CSLT Learjet 60. 12/6 HB-IAU

Falcon 2000EX. 13/6 OE-HOO Challenger 300. 15/6

D-CJPG Learjet 35A. 16/6 HB-AFN ATR 72-202/F

Farnair. 17/6 D-IOSD PA-42-720; TC-STA Hawker

400XP. 15/6 UR-CAH An-12BK Ukraine Air Alliance;

LX-LAR Learjet 35A. 20/6 9H-WII Citation 650 VII.

22/6 UR-CZZ An-12BP Ukraine Air Alliance; LY-VEO

A320-233 Avion Express f/v. 23/6 D-IROL Do 228-100

Businesswings; OO-ACC CitationJet 525A CJ2+.

24/6 LZ-FLA An-26B Bright Flight; YL-RAF SF340A/F

RAF-Avia also 30th. 25/6 YR-BAZ 737-405 Blue Air

f/v; SP-ENZ 737-85F Enter Air f/v; S5-BDG Citation

560XL also 30th; HB-JSG Challenger 605. 27/6 LZ-

FLL An-26B Bright Flight; PH-ACE Beech 350. 29/6

RP-C9018 Falcon 900EX. 30/6 UR-CGV An-12BP

Ukraine Air Alliance; UR-CNN An-12BP Cavok Air f/v;

LX-MBE Falcon 2000; OE-FAN Cessna 441.

BLACKPOOL4/5 D-CNOB CitationJet 525B CJ3. 10/5 D-EKNA

Mooney M20R. 15/5 D-CAPO Learjet 35A. 17/5

D-MHBA Flight Design CTSW n/s; D-MVHB WD

Fascination D4 n/s; D-MYLA TL-96 Star n/s. 19/5

D-IOHL CitationJet 525A CJ2. 21/5 D-CFAI Learjet

35A; N189DR Legacy 600. 23/5 D-BOOC Citation 750

X. 26/5 VP-BJE Challenger 604.

BRISTOL INTERNATIONAL1/5 D-CHRA CitationJet 525C CJ4; EC-LTG 737-4K5

AlbaStar op for Orbest. 3/5 CS-DTQ Phenom 300

also 7th. 5/5 D-CCAB Citation 550 Bravo. 11/5

D-COKE Learjet 35A n/s. 15/5 CS-TRL A320-214

Orbest also 29th. 17/5 VQ-BTV Falcon 7X also

31st. 18/5 D-IPCH CitationJet 525A CJ2+; N102BG

Gulfstream G650. 19/5 N106BG Gulfstream G650 n/s.

20/5 OO-AMR CitationJet 525A CJ2+ also 21st. 30/5

OM-GTB 737-49R Go2Sky.

CAMBRIDGE1/5 OY-NCL Do 328-310 Sun-Air; D-COMO Learjet

60. 2/5 EC-MCK BAe 146-300QT TNT Airways. 3/5

D-CNOB CitationJet 525B CJ3; G-LCYG E170LR BA

CityFlyer. 11/5 D-CHRB CitationJet 525C CJ4. 12/5

LX-NEU Cirrus SR22. 17/5 D-CEXP Learjet 35A.

20/5 97-0102 UC-35A D/52nd Avn, US Army; VP-FAZ

Twin Otter 300 British Antarctic Survey. 25/5 N420HE

HA-420 HondaJet. 28/5 G-ENVR Do 228-101 National

Environment Research Council. 30/5 G-LCYD

E170LR BA CityFlyer crew training.

EXETER2/5 F-GIXC 737-388F Europe Airpost. 5/5 ZE707

BAe 146 C3 32(TR) Sqn, RAF training, also 11th. 7/5

2-ADEL Commander 114B. 14/5 CS-TLY Falcon 7X.

15/5 D-CITA Learjet 60. 17/5 9H-CLG Challenger

850 dep 23rd. 19/5 N116MA Learjet 36A. 20/5

D-EOCU AA-5 Traveler. 21/5 SE-DJN RJ85 Malmo

Aviation. 22/5 D-EACM PA-24-260C. 23/5 EC-LNC

737-4K5 AlbaStar; D-ISJP CitationJet 525A CJ2. 24/5

D-CTRI Learjet 35A; SE-RJI RJ100 Malmo Aviation.

26/5 D-ERDZ AA-5 Traveler; LN-FIJ AA-5A Cheetah;

D-EAIJ AG-5B Tiger. 27/5 OY-GKJ Falcon 2000LX;

D-CGRC Learjet 35A. 29/5 EC-LTG 737-4K5 AlbaStar.

AIRPORT MOVEMENTSA round-up of notable aircraft visiting UK airports.

Qatar Amiri Flight Boeing 747-8KB BBJ A7-HBJ on approach to Heathrow on July 19. Apron Media courtesy of Paul Ferry

AgustaWestland AW139 5H-EXT arrived at Aberdeen on July 22. The helicopter, which carries Everett Aviation titles, is expected to be painted into Bristow colours. A second example, 5H-EXU, � ew into Norwich on July 25. Steve Martin

64-66_airportsDC.mfDCDC.indd 64 06/08/2015 20:26


Flybe Aviation Services engineering movements:

4/5 N437YV Dash 8-202 Berry Aviation dep 15/6. 5/5

G-NSEY E195SR Aurigny Air Services. 8/5 D-ACKD

CRJ900 Lufthansa dep 30th. 9/5 PK-KDC E195LR Kalstar Aviation dep on delivery, ex G-FBEB. 11/4

D-AJOY Challenger 850. 14/5 YL-BBT Dash 8-Q402

Air Baltic dep 23rd. 17/5 9H-CLG Challenger 850 dep

23rd. 24/5 YL-BBU Dash 8-Q402 Air Baltic dep 2/6.

25/5 A9C-HWR RJ85 Bahrain Defence Force dep

28th. 28/5 A9C-BDF RJ85 Bahrain Defence Force

dep 16/6.

GLASGOW2/5 N690CC Commander 690B; F-GZTG 737-73V

Europe Airpost. 5/5 HB-VPA CitationJet 525C CJ4;

D-CGEP Gulfstream G150. 6/5 YL-LCL A320-214

SmartLynx op for Thomas Cook. 7/5 N386AN 767-

323ER American Airlines, diverted in with engine

problems; C-GLVA Twin Otter 400 on delivery to

Loganair, to become G-HIAL. 9/5 C-FVIK Twin Otter

400 on delivery to Loganair, to become G-SGTS.

11/5 N650XY Gulfstream G650; YU-SPC Citation

560XLS+; OE-ITH Challenger 604. 16/5 D-AILX

A319-114 Lufthansa, new Munich service. 17/5

TF-DAD A321-211 WOW Air medical diversion. 20/5

OE-GKM Citation 560XLS. 22/5 5699 C-130J-30 335

Skv, Royal Norwegian AF. 27/5 CS-TQW A330-223

HiFly op for Thomas Cook. 29/5 G-RAJG 737-476

Cello Aviation crew training. 30/5 C-GQWJ 737-7CT

WestJet new Halifax/Toronto service; YU-BTM Citation

650 VII; A6-FEX 737-8KN � ydubai on delivery. 31/5

C-GMWJ 737-7CT WestJet; CS-DGW CitationJet

525B CJ3.

GUERNSEY4/5 OY-RYW Cessna U206F. 6/5 N923WC Gulfstream

G650. 9/5 OM-MCA Cessna 414; OE-FAR Diamond

DA42. 13/5 F-HBAI P180 Avanti. 16/5 HB-VPG

Phenom 300. 19/5 D-COCA Beech 1900D Private

Wings. 20/5 9H-FOM Phenom 100; F-HUMM

Diamond DA40D. 21/5 9H-WII Citation 650 VII; OE-

FXM CitationJet 525A CJ2+; D-EGEP Cerva CE.43

Guépard. 23/5 G-SMLA BAe 146-200 Jota Aviation

op for Aurigny Air Services; HB-FOW PC-12. 25/5

EI-ING Cessna F172P. 26/5 PH-BVT PA-28-181. 29/5

D-IFLM Do 228-202 rolled out as G-SAYE for Aurigny

Air Services; 9H-VFA Challenger 605 VistaJet. 30/5

OE-LID ATR 72-600 InterSky; P4-SUN Legacy 600.

JERSEY2/6 D-IAAD Phenom 100. 3/6 LY-ONJ A320-214 Small

Planet Airlines. 6/6 D-IAAY Phenom 100; HB-AEV

Do 328-110 Skyworks Airlines f/v; OE-LDC A319-112

Austrian Airlines; OE-LIB ATR 72-600 InterSky f/v. 8/6

G-ADKC DH.87B Hornet Moth; OE-GRZ CitationJet

525B CJ3. 10/6 EI-EXA 717-2BL Volotea f/v. 15/6

EI-NFW Cessna 172S; HB-KOL TBM 700B. 16/6

PH-RLG Citation 680 Sovereign; YU-BTB Citation 550

Bravo; 9H-VFE Challenger 605 VistaJet. 17/6 OO-

AET AA-5 Traveler; 9H-VJL Global 6000 VistaJet. 18/6

D-BOOC Citation 750 X. 19/6 EI-EYJ Cessna F172N;

LN-IDB Citation 560 Encore; OE-GDP Phenom 300;

OE-KGC PA-46-350P. 20/6 OY-KBT A319-131 SAS

f/v. 25/6 OY-RCG A319-115 Atlantic Airways f/v. 27/6

G-JOEY Trislander Aurigny Air Services last visit; ES-

AEC E170ST Estonian Air f/v. 29/6 OY-RUE MD83 &

OY-RUP A320-231 Danish Air Transport both f/v.

LEEDS BRADFORD4/6 D-CGRC Learjet 45A. 7/6 LX-LOU Learjet 60.

10/6 F-HARC Beech C90GTi. 11/6 84-0173 C-12U

1st MI Btn, US Army; D-CLEO Citation 680 Sovereign.

15/6 D-CFTG Learjet 35A. 16/6 OO-ACO Citation 510

Mustang. 18/6 N28141 Bellanca 17-30A. 19/6 SE-RIZ

Citation 560XLS. 23/6 D-IGAR Premier 1A. 25/6

D-CEXP Learjet 35A; G-HEBO BN-2B-26 Islander

Hebridean Air Services. 27/6 TC-MEN Learjet 60.

29/6 PH-RLG Citation 680 Sovereign. 30/6 OK-BHX Bell 429 Bell Helicopter Prague; 9H-AHA 737-505 Air

X Charter dep 2/7.

LIVERPOOL1/5 LN-RDV Dash 8-Q402 Widerøe dep 3rd; OY-NBS

PC-12 dep 3rd; LX-LAR Learjet 35A; OY-JTC 737-3L9

Jet Time. 2/5 OK-PBS CitationJet 525 CJ1 also 5th;

YU-BUU CitationJet 525A CJ2+. 4/5 OY-JTS 737-7K2

Jet Time, went tech, replaced by OY-JTT 737-335 Jet

Time. 8/5 CS-TRL A320-214 Orbest also 15th; ZM402

Atlas C1 24 Sqn, RAF o/s. 11/5 9H-ALL CitationJet

525A CJ2 n/s also 14th. 12/5 YU-SPC Citation 560XL;

C-GIWO Learjet 35A. 14/5 D-CFGG Learjet 36 n/s.

16/5 9A-JSC CitationJet 525A CJ2 n/s. 24/5 OY-NDP

CitationJet 525A CJ2. 25/5 N305CC Gulfstream

G650; YU-BTB Citation 550 Bravo. 26/5 OY-CKK

Falcon 2000LX n/s also 28th n/s.

LONDON GATWICK2/6 TC-DCA A320-214 Pegasus Airlines f/v; TC-JIR

A330-223 Turkish Airlines f/v. 4/6 OY-JRK A320-231

Adria Airways; HB-JGL Gulfstream G200; 9H-VJI

Global 6000 VistaJet. 5/6 A6-EOH A380-861 Emirates

f/v; N866AB Gulfstream V. 7/6 9H-VCG Challenger

350 VistaJet. 9/6 TC-DCG A320-214 Pegasus Airlines

f/v. 10/6 EC-MFN A320-232 Vueling Airlines f/v.

11/6 A6-EOJ A380-861 Emirates f/v; LN-LND 787-8

Norwegian f/v; SE-RKL Gulfstream G550. 13/6 OK-

MEL A319-112 CSA op for Adria Airways. 14/6 OE-IMI

Falcon 900EX. 16/6 D-ASTE A321-211 Germania f/v;

HB-IZJ SAAB 2000 Darwin Airline; TC-DCB A320-

214 Pegasus Airlines f/v. 18/6 C-GTQB 737-8Q8

Air Transat f/v; LN-LNG 787-8 Norwegian f/v. 19/6

OK-TVV 737-86N Travel Service/Smartwings f/v. 23/6

OK-MEK A319-112 CSA op for Adria Airways; SX-DGD

A320-232 Aegean Airlines f/v. 25/6 LN-LNE 787-8

Norwegian f/v. 27/6 S5-AAX A319-111 Adria Airways

f/v. 28/6 VQ-BSF Falcon 7X. 29/6 OK-TSL 737-8AS

Travel Service f/v; TC-IZE 737-86J Pegasus Airlines

f/v; TF-DAD A321-211 WOW Air f/v.

LONDON HEATHROW2/6 D-ABFN A320-214 Air Berlin f/v, op for

Germanwings; ET-ASI 787-8 Dreamliner Ethiopian

Airlines f/v. 3/6 B-KQY 777-367ER Cathay Paci� c

f/v; HL8011 777-3B5ER Korean Air f/v. 5/6 F-WWCF

A350-941 Airbus f/v. 6/6 A6-APC A380-861 Etihad

Airlines f/v; N38955 787-9 United Airlines f/v. 9/6

HB-JVQ E190LR Helvetic Airways op for Swiss f/v;

P4-KEC 767-3KY Air Astana f/v; SX-DGU A320-232

Aegean Airlines f/v. 10/6 F-HBLH E190STD HOP!

f/v. 12/6 A6-EOJ A380-861 Emirates f/v; D-AIUM

A320-214(SL) Lufthansa f/v; TC-JOI A330-303 Turkish

Airlines f/v. 13/6 N221QS Falcon 2000EX. 19/6

A7-BCT 787-8 Dreamliner Qatar Airways f/v; HB-JVP

E190LR Helvetic Airways op for Swiss. 21/6 A6-EOI

A380-861 Emirates f/v. 22/6 5Y-KQZ 777-3U8ER

Kenya Airways f/v; TC-JSR A321-231 Turkish Airlines

f/v. 24/6 A7-APE A380-861 Qatar Airways f/v; EC-MFK

A320-232 Vueling Airlines f/v. 25/6 C-FIYE 767-33A

Air Canada Rouge f/v. 26/6 B-5973 A330-243 China

Eastern Airlines f/v. 28/6 SX-DGW A320-232 Aegean

Airlines f/v. 30/6 F-HBLI E190ER Hop! f/v.

LONDON SOUTHEND21/5 WG486 & WK518 Chipmunk T10s BBMF;

N788DP 737-79U BBJ1; ZA772 Gazelle AH1 667

Sqn, AAC. 22/5 I-AFIT Falcon 7X; HB-ERO Fairchild

24R-46A Argus 3 also 24th n/s; TF-ISF 757-223

Icelandair dep after maintenance. 23/5 EC-MFJ 717-

2CM Volotea start of weekly Palma service, also 30th.

24/5 A6-YMA Legacy 650 dep 6/6; OY-JTF 737-382QC

Jet Time to Air Livery dep 28th. 25/5 G-NOAH A319-

115CJ to ATC (Lasham) dep 2/6. 26/5 N92SR 737-

7JR BBJ1 to ATC (Lasham) dep 2/6. 28/5 F-WTDV

737-79P Azur Aviation to ATC (Lasham), rolled out

Piaggio P.136-L2 N40040 passed through Fife Airport in Glenrothes on August 2 en route from the US to Italy. Wallace Shackleton

Douglas DC-3-65TP N467SP routed via Glasgow on July 15 on its way from Juba in South Sudan back to the US. The aircraft belongs to Samaritan’s Purse International Relief. Gerry McLaughlin


29th as YR-BMA and dep on delivery to Blue Air;

LX-ART Mooney M20M dep 1/6; D-IROL Do 228-202

Businesswings n/s. 30/5 D-IKBO CitationJet 525A

CJ2+; D-IEKU CitationJet 525A CJ2. 31/5 YU-BTM

Citation 650 III; D-ISJP CitationJet 525A CJ2.

1/6 HB-IYQ RJ100 Swiss to In� ite Aviation; D-ENCL

Cessna F172P dep 3rd; S5-AAX A319-111 Adria

Airways f/v start of new Maribor service, also 2nd. 2/6

N272NH Phenom 300; F-GMQL SOCATA TB-20. 3/6

EC-LHU Beech A36; SP-KPK SAAB 340A SprintAir

n/s. 4/6 S5-AAP A319-132 Adria Airways f/v. 5/6 H-35

A109BA 1 Wing, Belgian Defence – Air Component.

6/6 EC-FGI 717-2CM Volotea f/v. 8/6 D-AECA E190LR

Lufthansa Regional f/v, LCY diversion n/s; S5-AAV

CRJ900 Adria Airways f/v. 9/5 N168CR 757-25F reg

applied, ex G-JMCD; S5-AAU CRJ900 Adria Airways

f/v; C-FERJ RJ85 dep on delivery to Summit Air, ex

G-CHFR. 11/6 S5-AAL CRJ900 Adria Airways f/v;

I-CLBA BAe 146-200 ex-ItaliaTour, completely broken

up, ex-storage. 12/6 89+71 Sea King Mk.41 MFG5,

German Navy also 15th. 14/6 N788DP 737-79U

BBJ1 dep 16th. 15/6 VP-CIA A319-115CJ f/v, dep 1/7;

N444HE 737-39A Mirage Aviation to ATC (Lasham)

dep 14/7; OY-JRK A320-231 Adria Airways f/v; ZK554

Chinook HC6 7 Sqn, RAF f/v. 16/6 D-EDNY AA-5

Traveler dep 18th; D-EEWD Beech F33A dep 18th;

S5-AAL CRJ900 Adria Airways f/v. 18/6 D-EAJM

Cessna R182 n/s; S5-AAO CRJ900 Adria Airways f/v.

19/6 D-BMAD Do 328JET Sun-Air LCY diversion, f/v.

21/6 SX-RFA 757-23N GainJet to ATC (Lasham) dep

10/7; D-CWAY Learjet 55ER. 23/6 D-MXIB Ikarus C42

n/s; S5-AAK CRJ900 Adria Airways f/v, also 30th. 24/6

D-IPCG Cessna 425; HB-AFL ATR 72-202 Farnair f/v.

25/6 D-EJBK Cessna 172N. 26/6 B-6150 757-25F SF Airlines dep to Almaty for freighter conversion, ex G-JMCE. 28/6 OY-NDP CitationJet 525A CJ2+

f/v. 30/6 OO-TMQ PA-28-161; D-IROL Do 228-100

Businesswings n/s.

MANCHESTER2/6 B-KQV 777-367ER Cathay Paci� c f/v. 3/6 TC-TLE

737-4Q8 Tailwind Airlines f/v. 4/6 F-HBXJ E170LR

Hop!. 5/6 TC-CPM 737-82R Pegasus Airlines f/v;

LZ-BHI A320-232 BH Air f/v; F-HBXJ E170LR Hop!.

6/6 EW-399PO E195LR Belavia f/v; S5-AAX A319-111

Adria Airways f/v; MM62026 Falcon 50 31° St, Italian

AF; D-ISAR Premier 1A f/v; D-FKAI PC-12 f/v. 7/6

TC-JNH A330-343X Turkish Airlines f/v. 8/6 TC-CPN

737-82R Pegasus Airlines f/v; SP-ENT 737-8AS Enter

Air f/v; HB-JSB Falcon 2000 f/v. 9/6 B-KQY 777-367ER

Cathay Paci� c f/v. 10/6 TC-TLB 737-4Q8 Tailwind

Airlines f/v. 11/6 CS-TFX A340-542 HiFly f/v for

painting at Air Livery. 13/6 EW-400PO E195LR Belavia

f/v; SP-ENU 737-83N Enter Air f/v; D-AEBN E195LR

Lufthansa Regional f/v; LX-GJM CitationJet 525C CJ4

f/v. 17/6 N82161 Phenom 300 f/v. 18/6 SE-MAF BAe

ATP West Air Europe. 19/6 EC-MCU A320-214 Vueling

Airlines inaugural Barcelona service; N624AG 757-2Q8

Delta Airlines f/v. 20/6 EC-MFK A320-232(SL) Vueling

Airlines f/v; PH-PKX Citation 750 X f/v. 22/6 A6-ENZ

777-31HER Emirates f/v; EI-DSY A320-214 Alitalia f/v

for painting at Air Livery. 24/6 C-GSUN Challenger

300 f/v. 25/6 EC-ENZ 737-85F Enter Air f/v; 9H-VMK

Citation 560XLS f/v. 26/6 OY-NCJ Do 328JET Sun

Air f/v; D-AFUN Legacy 650 Air Hamburg f/v. 27/6

A6-EOJ A380-861 Emirates f/v. 29/6 LN-NIH 737-8JP

Norwegian f/v; TC-FHC A320-214 Freebird Airlines f/v;

B-6131 A330-243 Air China f/v, government charter;

UR-CKM An-12B Cavok Air f/v. 30/6 SX-DGZ A320-

232(SL) Aegean Airlines f/v; I-NDDL 767-324ER Neos

f/v op for Monarch Airlines.

NORWICH1/6 2-TSGK 737-8BK to Air Livery, dep 8th. 2/6 OY-

JRU MD-87 Danish Air Transport; N674AC 737-7L9 to

Air Livery. 4/6 SE-MAB Dash 8-311 Swedish Coast

Guard; D-AIZV A320-214(SL) Germanwings dep ex

Air Livery. 5/6 D-ASTD A321-211 Germania; F-GZHG

737-8K2 Transavia France to Air Livery dep 8th;

OO-CEH Citation 560XLS+. 9/6 OO-CIV CitationJet

525A CJ2; LY-SPA A320-232 Small Planet Airlines.

12/6 N810QC 737-348F dep ex storage. 14/6 OE-IXG

E190LR Niki to Air Livery, dep 25th. 15/6 F-GZHB 737-

8GJ Transavia France to KLM Maintenance dep 25th;

PH-KBB Beech C90A; T-420 & T-404 SAAB MFI-17

FLSK, Royal Danish AF; F-GZHA 737-8GJ Transavia

France dep ex KLM Maintenance; EI-FGP E195LR

to Air Livery, dep 24th. 17/6 LY-DPD A320-232 Small

Planet Airlines. 23/6 EI-FKL E195LR to Air Livery.

25/6 F-GZHE 737-8K2 Transavia France to KLM

Maintenance, dep 30th. 26/6 OK-EAS Beech 400A;

D-CFAI Learjet 55 also 27th. 28/6 HA-LFH SA342J

Gazelle; D-CGRC Learjet 35A.

PRESTWICK1/6 130602 & 130613 CC-130Js 436 TS, RCAF;

KAF343 C-17A 41 Sqn, Kuwait AF. 2/6 130606

CC-130J 436 TS, RCAF; 02-1106 C17A 62nd AW,

USAF; N270GA Gulfstream G280; 79-0433 KC-10A

305th AMW, USAF. 3/6 165830 C-40A VR-59 USN;

D-BADO Challenger 300; UR-CCP An-12A Cavok Air.

4/6 UR-CAK An-12BP Ukraine Air Alliance also 13th.

7/6 130612 CC-130J 436 TS, RCAF; N105EV Beech

1900D Eriksson; N992NA Gulfstream III NASA also

12th. 8/6 N757AF 757-2J4 Trump; UR-CZZ An-12BP

Ukraine Air Alliance. 9/6 UR-CJN An-12B Cavok Air.

10/6 N420HE HA-420 HondaJet; HB-FRP PC-12; RA-

76952 Il-76TD-90 Volga-Dnepr Airlines. 11/6 130601

CC-130J 4360TS, RCAF. 12/6 VP-BAT 747SP-21

training. 13/6 VP-FAZ DHC-6-300 British Antarctic

Survey. 15/6 130607 CC-130J 436 TS, RCAF. 16/6

130608 CC-130J 436 TS, RCAF; RA-76511 Il-76TD-

90VD Volga-Dnepr Airlines; 84-0190 KC-10A 305th

AMW, USAF dep 26th. 19/6 G-VAHH 787-9 Dreamliner

Virgin Atlantic. 22/6 N602AR CASA C212 EP Aviation;

C-FAYN & C-FAYU CL-215 Buffalo Airways ferrying back to Canada; N978GA Gulfstream G280. 23/6

N107AN Cessna 208B; 98-0001 C-32A 1st AS, 89th

AW, USAF o/s; HB-FRN, HB-FRQ & HB-FRR PC-12s

on delivery; VP-CEO Global Express; VP-CFO Global

6000; N446NX & N447NX PC-12s on delivery to Afghan AF. 25/6 79-1711 KC-10A 305th AMW, USAF.

26/6 13-0283 MC-12W 3-214th Avn, US Army; C-FPBJ

Dash 7-103 Trans Capital Air op for United Nations;

50+69 Transall LTG61, German AF; G-VZIG 787-9

Dreamliner Virgin Atlantic; UR-CKC AN-74TK-100

Cavok Air; 177701 CC-177A 429 TS, RCAF. 30/6

15002 CC-150 437 TS, RCAF.

SOUTHAMPTON2/6 9H-VCI Challenger 350 VistaJet. 5/6 3A-MGA

Falcon 7X. 6/6 D-CAWS Citation 680 Sovereign.

12/6 N717MK Global 5000. 14/6 F-HIJD CitationJet

525A CJ2+. 23/6 N650GA Gulfstream G650. 25/6

N999VK Challenger 604; N305WM Challenger 300;

N848JA Gulfstream G550; 9A-JSC CitationJet 525A

CJ2; OE-GDM Citation 560 Encore+. 30/6 D-CUUU &

D-CAWM Citation 560XLS+; N542AP Falcon 2000EX

EASy; OE-GGK Citation 560XL; OE-FXE CitationJet

525A CJ2. 27/6 N280GD Gulfstream G280; VP-BBF

Gulfstream G650; D-CEIS Citation 680 Sovereign.

Key: f/v � rst visit; n/s night stop; o/s overshoot.

AIR

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OPE


With thanks to: D Apps, D Banks, D Bougourd, S Boyd, J Brazier, N Burch, P Claridge, A Clarke, I Cockerton, KW Ede, M Farley, N French, P Gibson, D Graham, A Greening, J Gregory, I Grierson, D Haines, M Harper, K Hearn, G Hocquard, B Hunter, S Lane, G Morris, S Morrison, R Richardson, R Roberts, E Russell, RJ Sayer, M Shepherd, A Smith, D Turner, JA White, G Williams, Blackpool Aviation Society, Manston Movements, Solent Aviation Society/‘Osprey’, South Wales Aviation Group, CIAN, GSAE, The Aviation Society, EGPE ATC, www.dtvmovements.co.uk, Aerodata Quantum Plus, RHADS.

Piper Pa-60 Aerostar LV-MEG was an exotic visitor to Sumburgh July. It arrived on July 2 before departing to Biggin Hill three days later. Ronnie Robertson

AgustaWestland AW119 Koala ZS-HKA arrived at Denham on July 25 following assembly at Biggin Hill. The helicopter was based there while the pilot carried out type conversion. Brian G Nichols


CELEBRATING THE HISTORY OF COMMERCIAL AVIATION

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It has been a time for change at Thomson Airways in recent months. In April last year, TUI Travel overhauled its aviation arm, bringing the management

of its � ve tour operator airlines – TUI� y, Arke� y, Jetair� y, TUI� y Nordic and Thomson Airways – under one central leadership team. As a result a management reshuffle took place and former head of Flight Ops and Safety Captain John Murphy became Managing Director.

Undoubtedly though, the biggest change has yet to happen; the phasing out of the Thomson Airways brand. The airline and its sister carriers will operate under a single TUI branding although the company has said that it could take three years for the individual brands to disappear.

In October, Thomson, the UK’s third largest airline and its biggest leisure carrier, announced a � ve-year vision which, it says, will “change the face of holiday � ying”. Central to this is a massive upgrade of its � eet including orders for 47 of Boeing’s latest 737 variant, the MAX. Thomson, the � rst UK operator of Boeing’s 787 Dreamliner, announced in June that it had converted

orders for two 787-8s into the larger -9 variant, as well as ordering a third example and securing an option on a fourth. This will take the carrier’s eventual complement of Dreamliners to 13. The -9 variants will be con� gured to carry 345 passengers, 63 of them in Premium Club seats – an increase of 16 on the Premium Club cabin onboard

the -8 variant. The remaining seats will be in Economy Club. The new Dreamliners will be used on the airline’s most popular long-haul routes to destinations including Mexico, Sanford in Florida and Jamaica. Managing Director Murphy said: “We are delighted to continue to expand our Dreamliner � eet with the addition of these larger 787-9 aircraft,


Thomson Airways has unveiled impressive plans to redefi ne its service with the aim of altering perceptions of holiday fl ying as Aviation News Assistant Editor James Ronayne explains.

THOMSON AIRWAYSCHANGING THE FACE OF HOLIDAY FLYINGTHOMSON AIRWAYSCHANGING THE FACE OF HOLIDAY FLYING

68-71_thomson.JRDC.mf.indd 68 07/08/2015 09:29

allowing more of our customers to enjoy the revolutionary � ying experience as they travel to their holiday destination. Over the last couple of years the Dreamliner has been a big hit and we’ve received excellent feedback from our customers.” The � rst 787-9 Dreamliner is due to be delivered next June.

The carrier also laucnhed a multi-million

pound refresh of its existing Boeing 757 and 737 � eets last winter to “enhance the levels of comfort and service and provide a more contemporary on-board environment”.

HOLIDAY AIRLINEA major overhaul of the airline’s onboard product was unveiled last October and

includes innovative new ideas such as a Family Booth and Duo Seating, an onboard kids’ club as well as improvements to in-� ight entertainment and food.

David Burling, TUI’s CEO Northern Region, said: “Our airline business has traditionally been categorised in the charter sector, which is often perceived as the poor


Main photo: Thomson Airways was the UK’s � rst operator of the Boeing 787-8 Dreamliner. The type has proved popular with the airline which has announced a series of follow-on orders for the Dreamliner. AirTeamImages.com/Aleksi Hamalainen

Above: Thomson was one of the � rst airlines in Europe to adopt the new Split Scimitar Winglets from Aviation Partners Boeing, which the airline claims will save 200 metric tonnes of fuel per aircraft annually. AirTeamImages.com/Simon Wilson

Below left: Boeing 757-28A G-OOBD taxies out at Thomson Airways’ home base, Luton. The carrier is carrying out a multi-million pound refresh of its existing 757 and 737 � eets. AirTeamImages.com/Darryl Morrell

Below: Show of strength: Thomson 787-8 Dreamliner G-TUIF taxies out at Manchester in front of six of the carrier’s other aircraft. Spencer Bennett


relation to scheduled and, in reality, bears little resemblance to the Thomson Airways experience today.

“Our overall goal is to make travel experiences special and, as the � ight marks both the start and end of the holiday, we see it as an integral part of the whole holiday experience. That is why we want to de� ne and lead a new category of � ying – the holiday airline category. This describes an airline designed for the speci� c needs of the holidaymaker and is fully connected to the holiday experience in the destination. We’ll achieve this by continuing to invest in our � eet, in state-of-the-art aircraft like the 787 Dreamliner and 737 MAX, in our on-board technology connecting the � ight experience to that in resort, and in product and service innovations that are entirely relevant to the holidaymaker today and tomorrow.”

THE BOEING CONNECTIONThomson has been a long-term Boeing customer. Then known as Britannia Airways,

it joined the jet age in 1968 when it became the � rst European airline to � y the Boeing 737-200 and 16 years later becoming the � rst European operator of the 767. That loyalty has remained with Thomson’s current � eet comprised solely of Boeings: 33 737-800s, 14 757-200s, four 767-300ERs and nine 787-8 Dreamliners.

The average age of the carrier’s � eet has been reduced from 12 years to seven and a half over the past six years and with the arrival of the 737 MAXs, that � gure will have dropped to � ve by 2020.

The constant drive for efficiency savings was behind adopting the new Split Scimitar Winglets System from Aviation Partners Boeing on its existing � eet of 737s. TUI Travel’s airlines, including Thomson, were the � rst in Europe to adopt the new winglets which TUI says is estimated to save 440,924lb (200 metric tonnes) of fuel per aircraft annually, resulting in a corresponding carbon emissions reduction of up to 1,388,912lb (630 metric tonnes).

Thomson’s � eet of 737s already had Blended Winglets, which reduced fuel burn by up to 5%, with the new Split Scimitar Winglets adding an additional 2% saving. TUI said these reductions can enable an aircraft to increase its payload by nearly 3,307lb (1,500kg) or extend its range up to 60nm (111km).

Jane Ashton, Group Director of Sustainable Development at TUI Travel, explained: “We aspire to sector leadership in sustainability and we are therefore always looking for ways to make our airlines even more efficient and to minimise our environmental impact. This further reduction in fuel burn and lower emissions helps to reinforce our commitment to sustainable travel. We are continually driving eco-efficiencies which have brought environmental and � nancial bene� ts.”

The airline’s commitment to tackling carbon emissions was recognised at the World Responsible Tourism Awards at World Travel Market in November, when it picked up the award for ‘Best Aviation Programme for Carbon Reduction’. Thomson, the only airline nominated, took the title having improved its carbon efficiency by 7.4% over the previous three years, achieving average carbon emissions of 69.5g per Revenue Passenger Kilometre.

“At Thomson Airways, ‘responsible leadership’ is one of our core values and underlines our commitment to sustainable development and carbon reduction,” explained Murphy. “Embedding carbon management into our key business practices is something we have done for many years. Six years ago all TUI Travel airlines committed to improving our carbon efficiency by 6% by 2015 which, along with our sister airlines, was met two years early. We then extended our target for 2015 to a reduction of 9% – which we also have met – proof of our track record of delivering carbon reductions.

There are 48 Premium Club seats on the carrier’s 787-8 Dreamliners with an additional 16 on the new -9 variants. Thomson Airways

Winglets have also been added to Thomson’s � eet of four Boeing 767-

300ERs in a bid to improve efficiency. AirTeamImages.com/HAMFive



MAX OPPORTUNITIESThomson’s 737 MAXs will be powered by LEAP-1B engines made by CFM International. Boeing claims the engines provide a 13% improvement in fuel efficiency and a 40% noise reduction over today’s main competitors as well as returning lower per seat costs than current generation aircraft and competitor products.

The new aircraft will also provide Thomson with the opportunity to roll out its new onboard offering. The � rst idea is the family booth, a six-seat arrangement with a central table, situated at the back of the aircraft and aimed at families or large groups travelling together. At the opposite end of the spectrum is what the airline is calling ‘duo-seating’, offering couples extra space and added privacy.

The carrier’s existing � eet will be upgraded and blocks of three seats will become converted to two with a table in the middle, with a champagne or wine cooler, while newer aircraft will feature pod-style duo-seating concepts, complete with champagne/wine cooler, in-seat charging points and mood lighting.

Thomson is also ‘zoning’ its aircraft allowing passengers to book seats with extra legroom, or to sit in dedicated family areas or adult-only zones. A passenger survey conducted by the airline highlighted food and beverages as a priority, and at the start of the winter season the airline introduced complimentary drinks in Economy Club on all its long-haul services. A destination-themed menu is also among the considerations.

The onboard kid’s club will feature a fully trained member of the crew, keeping young travellers entertained with arts, crafts and quizzes that will relate to the destination. Enhancements to the in-� ight entertainment system include new content and channels designed speci� cally for holidaymakers as well as permitting passengers to upgrade hotel rooms, check-in in advance and book resort experiences.

Cabin crew are armed with iPads to share destination information and pass special requests to the resort team. This is complemented on short- and mid-haul � ights by a HolidayMaker, a member of the resort team who has extensive knowledge

of all there is to do at the destination and can offer advice and recommendations to passengers.

DREAMLINER OPERATIONSThomson’s current network incorporates 20 regional airports in the UK, serving 73 destinations in 20 different countries. The arrival of the Dreamliner to its � eet in 2013 has allowed the carrier to bolster its long-haul network with new destinations in Thailand, Mexico and Mauritius. Further additions have been announced for the 2015/16 winter season including the � rst Dreamliner � ight from Stansted to Montego Bay, Jamaica, and a service from Gatwick to Costa Rica, the only direct � ight to the Central American country from Europe. From next summer passengers may � y from Stansted to Cancun and Sanford, and Gatwick to Cuba on the 787, which will also be used on services from Birmingham to Punta Cana in the Dominican Republic.

“The aim has always been to ensure we offer Dreamliner services from different regions across the UK so that customers can experience this aircraft from their doorstep,” explained Murphy. “The introduction of the Dreamliner is a major milestone in our journey of modernising the holiday experience.”

Karen Switzer, Director of Aviation Planning for Thomson and First Choice, added: “We’ve already had amazing feedback on the Dreamliner with more than 96% of our customers rating their onboard experience overall as good or excellent. This is all part of our ongoing commitment to regional airports and the holiday experience of our customers.”

That high level of customer satisfaction resulted in the airline collecting the ‘World’s Best Leisure Airline’ award at this summer’s World Airline Awards at the International Paris Air Show. The awards are based on the results of the world’s largest passenger satisfaction survey undertaken by travellers from 160-plus countries. This year’s victory marked the � fth time in six years that the airline has claimed the title. Thomson will hope its changes lead to a sixth victory.

Boeing 737-8K5 G-FDZD makes a lovely banked departure from London Luton Airport. AirTeamImages.com/Alex Peake

Family booths are one of the innovative ideas Thomson is introducing to its 737 MAX � eet. Thomson Airways




Call UK: 01780 480404Overseas: +44 1780 480404



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The F-16 Fighting Falcon is a multi-role fighter, developed and built in Fort Worth Texas by General Dynamics in the early 1970s and since 1993 by Lockheed Martin Aeronautics. Operated by 25 air arms around the world, and over 4,600 aircraft built, the F-16 is one of the world’s most successful fighters. Combat proven in roles that include air defence, air interdiction, close air support and suppression and destruction of enemy air defences, the F-16 remains at the forefront of air force inventories on each and every continent of the world. It remains the original 9G ‘off the runway’ fighter. This unique 132-page publication written and produced by the AIR International team, showcases the jet from its origin, through combat operations, various US Air Force units and the very latest variants.

FEATURES INCLUDE: ROLL ‘EMAir Combat Command’s 20th Fighter Wing – HARM missile shooters and more. MILE HIGH MILITIAColorado Air National Guard’s 140th Wing – on worldwide operations NETZ, BARAKS & SUFASIsrael – an original member of the Viper club DESERT FALCONSThe United Arab Emirates – the world’s only Block 60 F-16 operator.

NEW!

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RMID


NEW REGISTRATIONSREG’N MODE(S) TYPE C/N OWNER

G-CIOF 406E0E Aeropro Eurofox 912(iS) LAA 376-15329 Yorkshire Gliding Club (Proprietary) Ltd, Sutton Bank, North Yorkshire

G-CIOM 406E39 Magni M-24C Orion (assembled by Magni Gyro Ltd)

24-15-9074 CR Lear, (Mile Elm, Calne, Wiltshire)

G-CIOO 406D5B Van's RV-7 (built by AOH Frog) 70913 M Albert-Recht, Aboyne, Aberdeenshire

G-CIOU 406E3E Cameron C-70 11896 RJ Mansfi eld, (Bowness-on-Windermere, Cumbria)

G-CIPF 406E79 Alisport Silent 2 Electro 2072 Media Techniche Ltd, Trustee of G-CIPF Syndicate, Lasham, Hampshire

G-CIPH 406E87 Boeing 737-4Q8 24706 Aerotron Ireland Ltd, MoD St Athan, Glamorgan

G-CIPN 406E91 Robinson R22 Beta 2519 PPM Brotto, Milan-Bresso, Italy

G-CIPO 406DA7 Comco Ikarus C42 FB80 Bravo (assembled by Red Aviation)

1503-7368 J Richards, Wolverhampton Halfpenny Green, Staffordshire

G-CIPT 406E94 BRM Aero Bristell NG5 Speed Wing

LAA 385-15323 AJ Radford, (Allestree, Derbyshire)

G-CIPY 406E92 Reims Cessna F152 F15201742 Swiftair Maintenance Ltd, Leicester, Leicestershire

G-CIRD 406EA6 Piper PA-34-200 Seneca 34-7450145 C Koscso, (Tiszaujvaros, Hungary)

RESTORATIONSREG’N MODE(S) TYPE C/N OWNER

G-ATOM 401675 Piper PA-28-140 Cherokee 28-21640 L Kelly, (Street, Somerset)

G-BOFE 401135 Piper PA-34-200T Seneca II 34-7870381 Atlantic Flight Training Ltd, Cork, Co. Cork, Republic of Ireland

G-BULR 403662 Piper PA-28-140 Cherokee B 28-25230 DHG Penney, Fenland, Lincolnshire

G-CCDC 4048DE Rans S6-ES Coyote II PFA 204-13992 JA Matthews, Sandown, Isle of Wight

G-CDVF 404F52 Rans S6-ES Coyote II PFA 204-14464 GJ Williams, Mill Farm, Shifnal, Shropshire

G-LRBW 403AEF Lindstrand LBL HS-110 253 CJ Sanger-Davies, (Hawarden, Flintshire)

G-MYSA 403944 Cyclone Chaser S 508 CH864 AR Vincent and PW Dunn, (Litchfi eld/Stafford, Staffordshire)

G-ONYX 403EC0 Bell 206B JetRanger III 4160 CBM Aviation Ltd, (Brittas Bay, Co. Wicklow, Republic of Ireland)

G-SOOM 403600 Glaser-Dirks DG-500M 5-E42M20 GW Kirton, (La Massana, Andorra)

EI-EJY 4CA81F Airbus A330-223 970 Amentum Aircraft Leasing No.5 Ltd, (stored at Tarbes-Lourdes, France)

REGISTER REVIEW The latest changes on the UK, Irish, Isle of Man and Guernsey registers.

G-CIRE 406EA8 Corby CJ-1 Starlet LAA 134-14806 J Evans, (North Muskham, Nottinghamshire)

G-CIRG 406EAF Airbus Helicopters AS350B3 Ecureuil

8114 Airbus Helicopters UK Ltd, Oxford

G-CIRH 406E4D Magni M-16C Tandem Trainer (assembled by Magni Gyro Ltd)

16-15-9104 Willy Rose Technology Ltd, Chiltern Park, Ipsden, Oxfordshire

G-CIRM 406EBD Van's RV-12 LAA 363-15076 PJ Hynes, (Bicton, Shropshire)

G-CIRP 406EC6 Aeropro Eurofox 912(S) LAA 376-15337 JM Shaw, (Malmesbury, Wiltshire)

G-CISF 406ECF Quad City Challenger II LAA 177-14783 SA Beddus, (Ipswich, Suffolk)

G-CISH 406ED1 Thatcher CX4 LAA 357-14808 PJ Watson, (St Germans, Norfolk)

G-CISR 406ECE Flying K Sky Raider 1 (built by Flying K Enterprises Inc)

SR200 JA Harris (Bourton, Dorset)

G-CITM 406E3C Magni M-16C Tandem Trainer (assembled by Magni Gyro Ltd)

16-15-9054 AG Jones, Chiltern Park, Ipsden, Oxfordshire

G-CIUK 406EC2 Cameron O-65 11923 Cameron Balloons Ltd, (Bristol)

G-CIWM 406EAD Van's RV-7 LAA 323-14932 V Millard, (Crowfi eld, Suffolk)

G-CONS 406EA5 Groppo Trail LAA 372-15231 G Constantine, (Little Aston, Staffordshire)

G-CRZR 4069FA Czech Sport Aircraft PS-28 Cruiser

C0448 SH Newham and SP Rawlinson, Swanborough Farm, Lewes, East Sussex

G-DCOC 406E99 PZL-Bielsko SZD-30 Pirat B-472 The Surrey Hills Gliding Club Ltd, Kenley, Greater London

G-DGAJ 406EC0 Glaser-Dirks DG-300 Club Elan (built by Elan Tovarna Sportnega Orodja n. sol.o.)

3E385C56 S Lewis, Itxassou, France

G-EMMX 406E63 P & M Quik GT450 8721 MK Ashmore, Blue Tile Farm, Hindolveston, Norfolk

G-EZOP 406D95 Airbus A320-214 6633 easyJet Airline Company Ltd, Luton, Bedfordshire (NB)

G-FOXW 406EB2 Aeropro Eurofox 912(1) BMAA/HB/667 AP Whitmarsh, (Horsham, West Sussex)

G-GEJS 406DEF Extra EA 300/LT LT032 G Sealey, Fullers Hill Farm, Little Gransden, Cambridgeshire

G-GILB 406E55 Cessna 510 Citation Mustang 510-0241 Flairjet Ltd, Birmingham, West Midlands

G-HCBW 406EC1 Sequoia Falco F8L PFA 100-12788 RAF Buchanan, (Biddenden, Kent)

G-HUXY 406EB7 Cessna 152 152-82328 Iris Aviation Ltd, Southend, Essex

G-JEEB 406E1C Cameron Z-90 11916 Milano Mongolfi ere SaS Di Trombetti Riccardo E C, (Villanterio, Pavia, Italy)

G-JJET 406E2C Cessna 510 Citation Mustang 510-0390 Fly Vectra Ltd, Biggin Hill, Greater London

G-JKEE 406EB3 Diamond DA42 NG Twin Star 42.N179 Morgan Land Sea and Air Ltd, Denham, Buckinghamshire

Atlantic Airlines has added ex-Solinair Boeing 737-4K5 G-JMCZ (c/n 24126, ex S5-ABZ) to its � eet. The aircraft is being operated in a hybrid scheme with basic Solinair colours and West Atlantic titles. John Gregory

73-74_76_registerDC.mfDC.mf.indd 73 30/07/2015 16:49

M-BIRD 43E84A Embraer Legacy 600 14500993 YH Aviation Ltd, TBA

M-LIZI 43EA5D Airbus Helicopters EC155B1 6771 Ledzone Investments Ltd, Guernsey, Channel Islands

M-LUCA 43EA57 ATR 42-320 291 Elix Assets 1 Ltd, (stored at Caen Carpiquet, France)

M-SAPT 43EA5A Bombardier Global 5000 9668 Sapetro Aviation Ltd, TBA

2-CJNV TBA Airbus A330-243 529 AerCap Holdings N.V., Lake Charles Regional, Louisiana, USA (for Azul Linhas Areas, Brazil)

2-FIFI 43EB2A Piper PA-46-500TP Malibu Meridian

4697090 Springhaven Ltd, Guernsey

2-GOOD 43EB3C Piper PA-32R-301T Saratoga II TC

3257178 SR Millar, Guernsey

2-LYTF TBA Embraer 175 17000017 Magellan Aviation Services Ltd, (for parting out at Cotswold, Gloucestershire)

2-TBXC TBA Boeing 737-79P 30657 AerCap Holdings N.V., (for Southwest Airlines as N7832A)

REG'N DETAILS

G-BPJK Became PH-TRB 22.5.15

G-BSUE Became ZP-X032 in 2012 (cancelled as destroyed 24.9.10 after crashing on take-off at Elstree 28.7.09 and presumably now rebuilt)

G-BUBP Type offi cially changed to a BN-2B-26 Islander 12.6.15

G-CBXS Type offi cially changed to a SkyRanger 912(2) 24.6.15

G-CEJR Became I-CEJR 7.2.13

G-CFKI Became I-CFKI 7.2.13

G-CFPC Became ZP-BFK

G-CGGH Became F-HGGH 28.5.15

G-CGZD Became EC-MHG 6.15

G-CHBR Became RA-05706

G-CHRE Builders offi cially changed to BS Godbold & M Blyth 11.6.15

G-CICN Type offi cially changed to an Agusta Bell Sioux AH.Mk.1 22.6.15

G-CJOU Became D-1578 18.3.15

G-DEOU Type offi cially changed to a Pilatus B4-PC11AF 9.6.15

G-HIVA Became H4-DAL

G-KKER Type offi cially changed to a Jabiru UL-450 9.6.15

G-KPLG Became D-KPLG

G-MFHT Became RA-06322 (actually cancelled by CAA 22.2.07)

G-MICM Became I-MICM 25.2.13

G-MVXA Type offi cially changed to an MW.6 (Modifi ed SS) 29.6.15

G-MWYU Type offi cially changed to a Pegasus XL-Q (Modifi ed) 9.6.15

G-MYBC Builder offi cially changed to TS Moore 17.6.15

G-MYPL Builder offi cially changed to GI Madden 17.6.15

G-MYWF Builder offi cially changed to MA Newman 17.6.15

G-MYWM Builder offi cially changed to RE Peirse 17.6.15

G-MZBN Builder offi cially changed to RA James 17.6.15

G-MZHY Type offi cially changed to a Thruster T600N (Modifi ed) 30.6.15

G-PADE Type offi cially changed to an Escapade 912(2) 24.6.15

G-SEGA Became N750SH 15.6.15

G-SIAI Became F-HMAJ 6.15

G-TIMZ Became RA-04358

UPDATES & CORRECTIONS

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G-JKHT 40485D Robinson R22 Beta II 2947 JK Helicopter Training Ltd, Gloucestershire

G-JMBJ 406E21 Magni M-24C Orion (assembled by Magni Gyro Ltd)

24-15-9064 B Lesslie, Jersey, Channel Islands

G-JMCZ 406E73 Boeing 737-4K5 24126 Atlantic Airlines Ltd, Coventry, Warwickshire

G-KCST 406E6E Diamond DA42M NG Twin Star 42.MN031 Diamond Executive Aviation Ltd, Gamston, Nottinghamshire

G-KWKX 406E85 P & M QuikR 8724 MG Evans, Manor Farm, Croughton, Northamptonshire

G-MAMM 406E2F Comco Ikarus C42 FB80 Bravo (asembled by Red Aviation)

1505-7395 PHJ Fenn, Beccles-Ellough, Suffolk

G-MCLN 406E8B Cirrus SR20 1642 Laminar Flight Ltd, Turweston, Buckinghamshire

G-MIMU 403B10 CFM Shadow Series CD (built by NH Townsend)

BMAA/HB/059 NM Barriskell, (Borehamwood, Hertfordshire)

G-NEWA 406E96 Rans S6-ES Coyote II (built by S Blakemore)

LAA 204-15224 Royal Aeronautical Society (being built by pupils at North East Wolverhampton Academy)

G-ODHC 406ED2 de Havilland Canada DHC-1B-2-S5 Chipmunk (Super Munk conversion by RR Jones)

160-198 PM Wells, Baileys Farm, Long Crendon, Buckinghamshire (on rebuild at North Weald, Essex)

G-ORDA 406E7D Reims Cessna F172N F17201879 Desamparados Gimeno Martinez, Valencia-Manises, Spain

G-OZON 406E45 Piper PA-32R-301T Saratoga II TC

3257393 DJ Pilkington, Blackpool, Lancashire

G-POLB 40499A Airbus Helicopters EC135T2+ 0283 Police and Crime Commisioner for West Yorkshire, (Wakefi eld, West Yorkshire) (NB)

G-RCMP 406EB1 Piper PA-28RT-201T Turbo Arrow IV

28R-8231043 Southeast Air Ltd, Blackbushe, Hampshire

G-SACP 406E8C Aero AT-3 R100 AT3-062 Sherburn Aero Club Ltd, Sherburn-in-Elmet, North Yorkshire

G-SUNA 406EA7 Gefa Flug AS 105GD 0010/0030 Airsign Ltd, (London EC3N)

G-TBET 406E71 UltraMagic M-77 77/386 H Crawley and P Dopson, (Stroud, Gloucestershire)

G-TCXB 406D73 Airbus A330-243 948 Thomas Cook Airlines Ltd, Manchester (NB)

G-TFAM 405ED6 Piper PA-46R-350T Malibu Matrix

4692068 Take Flight Aviation Ltd, Wellesbourne Mountford, Warwickshire

G-TRMP 406DEE Sikorsky S-76B 760362 DT Connect Europe Ltd, Manchester-Barton, Greater Manchester

G-TZED 406EB6 SOCATA TB200 Tobago XL 1813 Zytech Ltd, Earls Colne, Essex

G-UFCO 406DB6 Cessna 152 152-81734 Ulster Flying Club (1961) Ltd, Newtownards, Co. Down

G-UINZ 406E1D UltraMagic B-70 70/09 AM Holly, (Breadstone, Gloucestershire)

G-VINP 406E52 Sikorsky S-92A 920182 Bond Offshore Helicopters Ltd, Aberdeen (NB)

G-VWHO 406C39 Boeing 787-9 Dreamliner 37971 Virgin Atlantic Airways Ltd, London Heathrow

G-VYGL 406D27 Airbus A330-243 1555 AirTanker Ltd, RAF Brize Norton, Oxfordshire (NB) (also allocated ZZ341)

EI-FIL 4CA53D Boeing 737-8AS 44702 Ryanair Ltd, Dublin (NB)

EI-FIM 4CA53E Boeing 737-8AS 61576 Ryanair Ltd, Dublin (NB)

EI-FIN 4CA53F Boeing 737-8AS 44701 Ryanair Ltd, Dublin (NB)

EI-FIO 4CA540 Boeing 737-8AS 61579 Ryanair Ltd, Dublin (NB)

EI-FIP 4CA541 Boeing 737-8AS 61577 Ryanair Ltd, Dublin (NB)

EI-FLD 4CA4C9 Boeing 777-212ER 28529 Inishcorky Leasing Ltd, (stored Victorville-Southern California Logistics Airport, California, USA)

EI-FLE 4CA4CA Boeing 777-212ER 32318 Inishoo Leasing Ltd, (stored Victorville-Southern California Logistics Airport, California, USA)

EI-FLM 4CA4CB Boeing 737-85F 30571 MASL Ireland (31) Ltd, (leased to Meridiana, Milan Malpensa, Italy)

EI-HFA Not Allocated

de Havilland DHC-1 Chipmunk 22

C1/0464 Irish Historic Flight Foundation Ltd, Ballyboy House, Athboy, Co. Meath

EI-SEV 4CA4B1 Boeing 737-73S 29078 Ryanair Ltd, East Midlands, Leicestershire (NB)

M-ABIP 43EA59 Airbus A320-214 986 Kahala Ireland Opco Ltd, Kuala Lumpur Subang, Malaysia (for lease to Sky Wings Asia Airlines)

M-AMRM 43EA4B ATR 72-212A 826 Fastjet Air Four Ltd, (stored Toulouse-Blagnac, France)

M-BHBH 43EA56 Gulfstream G650 6132 Caldana Holding & Invest Ltd, TBA

Gloucestershire-based JK Helicopter Training has acquired Robinson R22 Beta II G-JKHT (c/n 2947). Brian G Nichols



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CANCELLATIONSREG’N TYPE C/N REASON

G-ARMD de Havilland DHC-1 Chipmunk 22A

C1/0237 Cancelled by CAA (CofA expired 5.6.76, Last known of being parted out at Cotswold, Gloucestershire 2012)

G-AVCN Britten-Norman BN-2A-8 Islander

3 Cancelled as Permanently WFU (last known of on rebuild by Britten-Norman Aircraft Preservation Society, Bembridge area, Isle of Wight early 2015)

G-BEXX Cameron V-56 274 Cancelled as Permanently WFU (CofA expired 2.7.86)

G-BIRH Piper L-21B (Modifi ed) 18-3853 To USA

G-BIWW American Aviation AA-5 Traveler AA5-0263 Cancelled as Permanently WFU (Landed heavily at Pons-Avy, France 6.7.13 and used for spares)

G-BLTA Thunder Ax7-77A 525 Cancelled as Permanently WFU (CofA expired 7.8.91)

G-BNLZ Boeing 747-436 27091 Cancelled as Permanently WFU (fl own Cardiff to Cotswold for parting out 12.5.15)

G-BTEU Aérospatiale AS365N2 Dauphin II

6392 Cancelled as Permanently WFU (CofA expired 18.5.15)

G-BUYD Thunder Ax8-90 2422 Cancelled as Permanently WFU (CofA expired 8.6.15. Last reported at Leeds-Bradford 5.13)

G-BWXL Slingsby T67M-260 Firefl y 2247 To Czech Republic

G-BZPR UltraMagic N-210 210/14 To Spain

G-CBYC Cameron Z-275 10342 To Bulgaria

G-CCDR Raj Hamsa X'Air Falcon Jabiru(3)

BMAA/HB/253 Cancelled as Permanently WFU (Permit to Fly expired 7.7.14)

G-CCTL Robinson R44 Raven II 10309 To USA as N566NH

G-CDWL Raj Hamsa X'Air 582(5) BMAA/HB/484 To Republic of Ireland

G-CEEB Cameron C-80 10923 To Australia

G-CEIF BAe Avro RJ85 E2347 To Romania

Former Westair Aviation Gulfstream G550 EI-GDL (c/n 5068) has become N407GK. AirTeamImages.com/Dave Sturges


REG

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Key: NB – Nominal BaseA place name in brackets relates to the owner’s address as where the aircraft is based is unknown.

REG'N P.I.

G-ATOM ex (HA- )

G-BOFE ex SP-NIT

G-CIOO ex LN-BAW

G-CIPH ex N916SK

G-CIPN ex I-HELI

G-CIPY ex PH-TGB

G-CIRD ex I-PDAC

G-CISR USA (unregistered ultralight)

G-CRZR ex G-EGHA

G-DCOC ex BGA1714

G-DGAJ ex BGA3676

G-EZOP ex D-AVVU

G-GILB ex N270MK

G-HUXY ex 9H-AFV

G-JJET ex N503BB

G-JKHT ex G-OTUA

G-JMCZ ex S5-ABZ

G-MCLN ex F-GTHM

G-MIMU ex G-MYXY

G-ODHC ex N198RJ

G-ORDA ex EC-ICE

G-OZON ex SX-ACZ

G-POLB ex G-SURY

G-RCMP ex EC-LFY

G-SACP ex SP-GEB

G-SUNA ex HB-QVE

REG’N P.I.

G-TCXB ex G-CINS

G-TFAM ex G-UDMS

G-TRMP ex N76TE

G-TZED ex TF-MAX

G-UFCO ex N67302

G-VINP ex LN-OED

G-VYGL ex EC-336

EI-EJY ex JY-AIE

EI-FIN ex N1796B

EI-FLD ex 9V-SRK

EI-FLE ex 9V-SRN

EI-FLM ex N571MQ

EI-HFA ex 198 Irish Air Corps

EI-SEV ex N278KA

M-ABIP ex B-2206

M-AMRM ex D2-FLY

M-BHBH ex N632GA

M-BIRD ex A6-UGH

M-LIZI ex 3A-MPG

M-LUCA ex HR-AXH

M-SAPT ex N968GX

2-CJNV ex TC-JNV

2-FIFI ex N46WK

2-GOOD ex N4178W

2-LYTF ex LY-LTF

2-TBXC ex B-5033

PREVIOUS IDENTITIES

G-CELU Boeing 737-377 23657 Cancelled as Permanently WFU (fl own Leed-Bradford to Cotswold 6.12.14 and broken up 2.15)

G-CFBK BAC 167 Strikemaster Mk.80A EEP/JP/4091 To Australia

G-CGMB Embraer ERJ 135ER 145189 To Nigeria

G-CGNL Cameron Z-90 11431 To Taiwan (Republic of China)

G-CGUN Alpha Aviation Alpha R2160 160A-07011 To USA as N125GC

G-CHFR BAe Avro RJ85 E2290 To Canada as C-FERJ

G-CIHK Boeing 737-430 27003 To Malta as 9H-VLA

G-CIKF BAe Avro RJ85 E2287 To Australia as VH-NJU

G-CIMU AgustaWestland AW139 31583 To South Korea

G-CINS Airbus A330-243 948 Re-registered aa G-TCXB

G-CIOE Boeing 737-46J 27171 To Slovak Republic as OM-GTB

G-CJBY AB Sportine LAK-12 6185 To Poland

G-DAVG Robinson R44 Raven II 10038 To Germany (but actually became N997SR)

G-EGHA Czech Sport Aircraft PS-28 Cruiser C0448 Re-registered as G-CRZR

G-EZGL Airbus A319-111 4744 To Switzerland as HB-JYI

G-GARD BRM Aero Bristell NG5 Speed Wing

LAA 385-15269 Cancelled as Permanently WFU (crashed near Bletchingley, Tandridge, Surrey 15.4.15 due to engine failure on its fi rst fl ight)

G-GLTT Piper PA-31-350 Navajo Chieftain 31-8452004 To Israel

G-JMCD Boeing 757-25F 30757 To USA as N168CR

G-LGNL SAAB SF340B 340B-246 Cancelled as Permanently WFU (damaged in runway excursion on take-off from Stornoway 2.1.15, stripped hulk still there 6.15)

G-MGAN Robinson R44 Raven 0588 Cancelled as Permanently WFU (CofA expired 13.8.11, last known of stored at Walton Wood Farm, Thorpe Audlin, West Yorkshire 1.13)

G-MJHR Southdown Lightning DS/Mainair Tri-Flyer 440

GNS-01 Cancelled by CAA (No Permit or Exemption to Fly issued)

G-MVAP Mainair Gemini Flash IIA 659-688-6-W449 Cancelled by CAA (Permit to Fly expired 7.10.10)

G-MWGA Rans S5 Coyote 89092 Cancelled by CAA (Permit to Fly expired 26.5.11)

G-MYXY CFM Shadow Series CD BMAA/HB/059 Re-registered G-MIMU

G-MYZM Pegasus Quantum 15 (Modifi ed) 7159 Cancelled as Permanently WFU (SSDR microlight, no Permit to Fly required)

G-MZGJ Kolb Twinstar Mk.III PFA 205-12421 Cancelled by CAA (Permit to Fly current to 5.11.15, last reported at Otherton, Staffordshire 6.13)

G-OLJT Mainair Gemini Flash IIA 570-887-5-W359 To Poland

G-OTUA Robinson R22 Beta II 2947 Re-registered as G-JKHT

G-PLSA Aero Designs Pulsar XP PFA 202-12283 Cancelled as Destroyed (crashed at Fife Airport, Fife 21.4.15, wreck sold for spares)

G-PWNS Cessna 525 CitationJet 525-0153 To USA

G-SKYK Cameron A-275 4879 To Spain

G-SMRT Lindstrand LBL 260A 1034 To Bulgaria

G-SURY Eurocopter EC135T2+ 0283 Re-registered as G-POLB

G-UDMS Piper PA-46R-350T Malibu Matrix 4692068 Re-registered as G-TFAM

G-URTH Hawker 900XP HA-0143 To USA as N900QC

EI-CVM Schweizer 269C S1328 To USA

EI-DSI Airbus A320-216 3213 To Germany as D-ABZK

EI-DTC Airbus A320-216 3831 To Turkey as TC-DCF

EI-EWO Airbus A320-232 2496 To Pakistan as AP-BMC

EI-EXK Airbus A320-232 2502 To Pakistan as AP-BMD

EI-FFY Airbus A319-112 2849 To Moldova as ER-AXL

EI-FGE Airbus A319-133 3705 To Greece as SX-EMB

EI-FGS Boeing 737-8GJ 39430 To Turkey as TC-SCL

EI-GDL Gulfstream G550 5068 To USA as N407GK

EI-IGN Boeing 737-84P 35074 To France as F-GZHS

EI-LNC Boeing 787-8 Dreamliner 34795 To Norway as LN-LNC

EI-LND Boeing 787-8 Dreamliner 35310 To Norway as LN-LND

EI-LNE Boeing 787-8 Dreamliner 34796 To Norway as LN-LNE

EI-LNF Boeing 787-8 Dreamliner 35313 To Norway as LN-LNF

EI-LNG Boeing 787-8 Dreamliner 35314 To Norway as LN-LNG

EI-ONL Airbus A320-214 4489 To Lithuania as LY-ONL

M-ABIO Airbus A320-232 2343 To Bermuda as VP-BDL

M-AIZB Bombardier Challenger 605 5813 To San Marino as T7-AAS

M-AMND Dassault Falcon 2000EX 114 To USA as N671PB

M-TNTJ Learjet 55 55-087 To USA as N955NC

2-CJNV Airbus A330-243 529 To Brazil as PR-AIT

2-TBXC Boeing 737-79P 30657 To USA as N7832A

2-TSGK Boeing 737-8BK 33019 To South Korea as HL8035


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In the fi nal instalment of this two-part article, Chris Goss details the main bomber, dive-bomber and

fi ghter-bomber aircraft used by the Luftwaffe in the Battle of Britain.

LUFTWAFFE COMBAT AIRCRAFT IN THE BATTLE OF BRITAIN

PART 2

78-82_bob.JRDC.mfDC.mfDC.mf.indd 78 31/07/2015 11:50

The Luftwaffe’s bomber force was made up of just three types – the Dornier Do 17Z, Heinkel He 111P and H and the Junkers Ju 88 A, with

the � rst two the major aircraft in use at the start of the Battle of Britain.

The distinctive Do 17Z, known as the ‘Flying Pencil’ due to its slender fuselage, was the longest-serving bomber in the Luftwaffe by the summer of 1940. It carried a crew of four – pilot (� ugzeugführer), observer (beobachter), radio operator (bordfunker) and � ight engineer (bordmechaniker), the last two having secondary roles as gunners (bordschütze) in the ventral and dorsal gun positions.

If not navigating or bomb aiming, the observer could also act as a gunner in the cockpit area. The cramped cockpit meant that the provision of additional crew was not possible.

Powered by two radial Bramo 323 engines, the Do 17Z had a maximum range of up to 400 miles (644km) and a maximum

bomb load of 2,200lb (998kg). This meant the Do 17Z was only really suited for bombing operations by Luft� otte (Air Fleet) 2, operating from northeastern France and Belgian air� elds.

The � rst version, the Z-1 powered by the Bramo 323 P was found to be unsatisfactory from a performance viewpoint. This quickly resulted in the Z-2, the � rst major production version, which used the Bramo 323 P-1.

However, despite this, with a full internal bomb load, range was a mere 200 miles (322km). As with most German bombers, the standard three defensive MG 15s were increased as the Battle of Britain progressed.

The Z-3 quickly followed powered by the Bramo 323 P-2 engine and with defensive armament increased to up to eight guns (which sometimes included an MG FF cannon in the ventral gondola, ideal for anti-shipping missions). The Z-3 also served in the reconnaissance role, but was predominantly a bomber.

Visually, there was little to differentiate the Z-2 from the Z-3 but the only other Do 17Z variant to � y bombing attacks in the Battle of Britain, the Z-5, was easily identi� able. Designed as an anti-shipping aircraft, the Z-5 was � tted with � otation cells, visible as bulges either side of the nose, just behind the front glazing. In the event of ditching, these would keep the cockpit a� oat longer allowing the crew to escape.

As of August 13, 1940 Do 17Zs � ew with the bomber units Kampfgeschwader 2 (KG 2), KG 3 and I and III Gruppe/KG 76 (KG 77 started converting to the Ju 88 just after the start of the Battle of Britain). Due to their limited range, all but one Do 17Z bomber unit were subordinate to Luft� otte 2. Only the maritime bombing and path� nder unit Küsten� iegergruppe 606 � ew the Do 17Z in Luft� otte 3, this unit being mainly equipped with the Do 17Z-5 by the end of the Battle of Britain.

By the end of the battle, many units had been re-equipped with the more modern Ju 88, which could carry a bigger bomb load, faster, higher and further. Those Do 17Z bomber units that were left eventually converted to the Do 217 but this did not start until June 1941.

The He 111 had a crew of four and the He 111P was the � rst version of this bomber to have the entirely glazed nose. Powered by Daimler-Benz DB 601 engines, it was the Luftwaffe’s preferred medium to (limited) long-range bomber during the Battle of Britain. The He 111P-1 had self-sealing fuel tanks, a semi-retractable tail wheel, an MG 15 machine gun in the nose as well as the dorsal and ventral positions. The He 111P-2 was given additional armour plating, waist gun


Left: A Heinkel He 111P of 3/KG 55 drops its munitions. All images Chris Goss Collection

Above: A brand new Bf 110 � ghter-bomber seen at a French air� eld in the summer of 1940 clearly showing the belly-mounted bomb rack.

Below: Inside the cockpit of a Heinkel He 111, the pilot (right), observer (left) and another crew member, probably the � ight engineer, discuss their � ight.

Flotation bulges clearly show on the nose of this Dornier Do 17Z-5 of Küsten� iegergruppe 606.


positions and external, in addition to internal, bomb racks.

The He 111P-3 didn’t feature in the Battle of Britain, but the He 111P-4 did and incorporated many more changes due to the lessons learned in the � rst year of the war. These included external bomb racks capable of carrying two SC 1800 (3,968lb/1,800kg) bombs or two airdropped anti-shipping/blast mines or a mixture of one SC 1800 and four SC 250 (551lb/250kg) bombs or just one SC 2500 (5,512lb/2,500kg) bomb.

Defensive armament was increased by up to four additional machine guns, which necessitated an additional gunner (heckschütze). Other modi� cations such as bigger fuel tanks and better radio and navigation equipment were also incorporated. However, the He 111P-4 would be the last P variant before the He 111P’s engine was replaced by the Junkers Jumo 211. This change occurred due to the need for DB 601 engines for the likes of the Messerschmitt Bf 109 and Bf 110 with the He 111P redesignated the He 111H as a result.

The H-1 was essentially the same as the P-1, the H-2 then differing in the sub-variant of Jumo 211 engine. Bomb load for both was eight SC 250 or 32 SC 50 (110lb/50kg) bombs internally. The H-3 featured another sub-variant of Jumo 211 engine. Like the He 111P, as the Battle of Britain continued, the number of defensive guns and crew members increased. Towards the end of the Battle of Britain the H-4 version (identical to the P-4 apart from the engines) appeared on units as did a few H-5s (similar to the H-4 but with modi� cations to defensive armament).

The P and H variants were distinguishable externally because the former didn’t have an intake on the side of the engine in addition to the one on the top. Defensive armaments

and external bombs could further help identify the sub-variant.

Heinkel He 111H path� nder aircraft serving with Kampfgruppe 100 (KGr 100) and III/KG 26 could also be identi� ed by the aerials on the fuselage. X-Verfahren equipment used by KGr 100 meant there were three masts on the fuselage; while Y-Verfahren equipment used by III/KG 26 featured one large aerial just behind the cockpit in addition to the normal aerial on the fuselage.

As of August 13, 1940 the He 111P and H bomber units were KG 1, I and II/KG 4, KG 26, KG 27 KG 53, KG 55 and KGr 100. These were spread between Luft� ottes 2 and 3 in the south and Luft� otte 5 in Norway.

The � nal bomber was the Junkers Ju 88. Originally designed as a three-man

dive-bomber, it was modi� ed in 1938 to be a heavy dive-bomber with strengthened wings, the � tment of dive brakes and the addition of another crewman, the crew composition being the same as the Do 17Z and He 111P and H.

At the outbreak of war, the Ju 88A-1, powered with Jumo 211 B-1 engines, was still being developed and � ying with KG 25 (later I/KG 30). In October 1939 it took part in early proving attacks on shipping off Scotland. With increased numbers, it operated in Norway in April 1940 and again in the Battle of France. Several He 111 units such as KG 51 converted to the newer and faster Ju 88 as the Battle of France continued and as more Ju 88s became available.

However, major performance de� ciencies in the A-1 led to an all-out effort in a major


Junkers Ju 88A-4/A-5 of KG 77.

This Ju 88A-1, 9K+HS Ju 88A-1 from 8/KG 51, was lost over the United Kingdom on October 10, 1940. The A-1 had the shorter wingspan and was easily identi� ed as the aileron reached almost to the wingtip

78-82_bob.JRDC.mfDC.mfDC.mfDC.mf.indd 80 06/08/2015 14:35

design rework. The outcome was a longer – 65ft 10½in (20m) – wingspan resulting from extended rounded wing tips that had already been standardised on the A-4 version. However, the A4 still had a longer wing. The A1 aircraft that received the modifed wing were re-designated A5.

In comparison to the Do 17Z and He 111P and H, the A-4’s maximum bomb load of 6,600lb (2,994kg) – more realistically up to 4,500lb (2,041kg) – showed its superiority over the other types. The A-4 had a maximum speed of 270mph (435 km/h), superior to both the He 111 (258mph/415km/h) and the Do 17Z (263mph/423km/h). It also had a better range at 1,100 miles (1,770km) compared with the He 111 (745 miles/1,199km) and Do 17Z (400 miles/644km). It was obvious why the Ju 88 replaced the Do 17Z and, to a lesser extent, the He 111.

The Ju-88 would prove itself a success lasting the war and, having been modi� ed further, would serve in many additional roles such as night-� ghter, long-range intruder and torpedo aircraft.

As of August 13, 1940 the Ju 88 served in Luft� otte 2, 3 and 5, the bomber units being III/KG 4, KG 30, KG 51, KG 54, II/KG 76, KG 77, Lehrgeschwader (Demonstration Wing) 1 (LG 1) and KGr 806.

DIVE-BOMBERSThe distinctive Junkers Ju 87 Stuka was the only true dive-bomber used by the Luftwaffe in the Battle of Britain, its rival, the Henschel 123 being all but obsolete by the summer of 1940. The Ju 87B-1 was the � rst mass-produced variant powered by an improved Jumo 211 D engine, redesigned fuselage and undercarriage.

It was also � tted with propeller-driven sirens, which gave the Stuka its characteristic screaming wail when diving to attack targets – the so-called Jericho Trumpets. It had two � xed forward facing machine guns and a � exible one for aft coverage.

With a typical bomb load of one 551lb (250kg) and four 110lb (50kg) bombs and range of up to 370 miles (595km), the Stuka

had enjoyed much success in Poland. The Luftwaffe used the Stuka in Norway in April 1940 for which the Ju 87R (R for Reichweite or range), a version of the B-1 with an increased oil capacity and two 66 gal (300 lit) drop tanks, was developed. Later R versions had a strengthened airframe and newer engines.

Stuka crews were quick to use the knowledge gained in Poland and Norway for the Battle of France but, faced with more modern Allied � ghters, Stuka losses were now higher than before. By the end of the campaign, around one-third of the Luftwaffe’s Stukas had been shot down or damaged and now they were expected to attack Britain directly where they would come up against the superlative Spit� res and Hurricanes.

Stukas enjoyed early successes against shipping, but then targets changed to RAF air� elds and with it, Stuka losses began to rise – six were shot down on August 13, 1940 another six plus one damaged on August 15. A further nine were shot down and seven damaged on August 16 and 16 shot down and another six damaged on August 18. As a result, Stukas were withdrawn from operations and played no further part in the Battle of Britain.

As of August 13, 1940 the Stuka units were Stukageschwader 1 (StG 1), StG 2, StG 3, StG 77 and IV (Stuka)//LG 1.

FIGHTER-BOMBERSDue to experiences in Spain, the Luftwaffe had begun to experiment putting bombs on � ghter aircraft such as the Heinkel 51 biplane. In the spring of 1940 the Luftwaffe looked at the possibility of adapting the Messerschmitt Bf 109 to carry bombs.

A centrally mounted bomb rack � tted within an aerodynamic fairing attached on the belly between the undercarriage was found to be possible and the addition of a 551lb (250kg) bomb impacted performance only slightly. As a result, delivery of the new Bf 109E-1/B and E-4/B began in July 1940 particularly to Erprobungsgruppe 210 (ErprGr 210), the unit initially tasked with the


“The A-4 had a maximum speed of 270mph, superior to both the He 111 (258mph) and the

Do 17Z (263mph).”

Stab II/JG 54 operated this Bf 109E-4/B (possibly a E-7/B) shown carrying a 250kg bomb.

In early 1940 the Luftwaffe used this Bf 109E-4/B for bomb carriage proving trials.

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operational development of the Me 210. Due to delays with the Me 210 it was now tasked with developing the Bf 109 and Bf 110 as a � ghter-bomber.

ErprGr 210 was heavily committed during the � rst month of the Battle of Britain with varying degrees of success, suffering signi� cant losses. It quickly proved that the Bf 110 was not an ideal � ghter-bomber just as it was not a heavy � ghter. The Luftwaffe decided to expand its � ghter-bomber or Jagdbomber (Jabo) operations, � rst with I and II/LG 2’s Bf 109s.

At the start of September 1940, Reichsmarschall Hermann Göring issued a document detailing a number of suggestions for tactical changes in the raids on Britain. He wanted precision strikes on aircraft manufacturers and nuisance raids further a� eld. However, any targets within the limited range of the Bf 109 were to be attacked by Bf 109 Jabos. Accordingly, one-third of all Bf 109 Jagdgeschwader (� ghter wings) had to become Jabos and this totalled around 41 Bf 109 Staffel, in theory 492 Bf 109s were no longer in the pure � ghter role.

Initially, bombs were dropped from high level, but it was quickly discovered that attacking from low-level offered a much higher chance of success. From that point on all new � ghter designs, be they German or Allied, were � ghter-bomber capable.

This and the previous article have tried to show that the types of aircraft used by the Luftwaffe in the Battle of Britain varied considerably not only in types, but also sub-variants and roles. The hard lessons learned as a result of the losses

during the battle not only gave an impetus towards increasing and improving defensive measures for bomber crews, but also the adaption of � ghter aircraft to operate in a bombing role. Tactics and doctrine would have to catch up with these changes.

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Above: Cramped cockpit conditions were one of the drawbacks of the Do 17Z. This example was operated by III/KG 3. The bulge below is the bombsight cover.

Below: A Ju 87B-1 of an unknown unit at Villacoublay, France during the Battle of Britain.


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