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THE PAST, PRESENT AND FUTURE OF FLIGHT Incorporating

JUMBO
UK £4.50 December 2015 www.aviation-news.co.uk

HOTSPOTS
Where Best to See Boeing 747s

TRAPANI
TYPHOONS
Italian Hunters
EXCLUSIVE
VISTAJET
Going Global

74 SQN
LIGHTNINGS LOCKHEED A-12
Tiger Tales Blackbird Predecessor

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Vulcan to the Sky F_P.indd 1 29/10/2015 09:09
 CONTENTS p51

FEATURES p06 REGULARS

18 A-12 – Lockheed’s Mach 3+ Oxcart 04 Headlines
Paul Crickmore chronicles the development of
the Lockheed A-12 and its operational missions. 06 Civil News
26 Jumbo Hotspots 12 Military News
With many airlines gradually replacing their Boeing 747s,
Charles Kennedy profiles the best airports to see the p46 16 Preservation News
‘Queen of the Skies’.

34 VistaJet – Silver Service 39 Air Mail

VistaJet Chief Commercial Officer Ian Moore explains
to Aviation News Assistant Editor James Ronayne 63 Flight Bag
how the company has become one of the world’s
market leaders. 69 Airport Movements
40 Tiger Lightnings p64 72 Air Base Movements
Hugh Trevor recalls 74 Squadron’s time flying the
English Electric Lightning.
73 Register Review
46 Brussels’ Aviation Treasure Trove
The Belgian capital has a fascinating museum with an
impressive aircraft collection. Geoff Jones visited this
celebration of Belgian aviation history and much more.

51 37° Stormo – Italian Hunters

Francesco Militello Mirto and Luca La Cavera report
from Trapani, home to the Eurofighter F-2000 Typhoons
of 37° Stormo’s 18° Gruppo Caccia Intercettori. p78
58 Robin Hood Airport Doncaster
Sheffield – Looking to the Future A subscription to
Aviation News Assistant Editor James Ronayne visits
the South Yorkshire airport to hear about its plans. Aviation News makes
a great gift this Christmas.
64 354th Fighter Group –
See pages 24 and 25 for details.
Pioneering Mustang Unit
René J Francillon charts the exploits of a famous
USAAF Mustang unit in Europe during World War Two.
Main image: Virgin Atlantic Airways Boeing 747-443 G-VROM on final approach. Jan Hailey.
78 Special Ops Support Inset (left): A 74 Sqn Lightning. MOD. Inset (centre): VistaJet Bombardier Global 6000 9H-VJH
Ted Carlson/Fotodynamics.com reports on the US Army under the lights at Athens. AirTeamImages.com/Alex Filippopoulos. Inset (right): Seven A-12s
Special Operations Command Flight Company. and the two-seat trainer plus two YF-12s on the ramp at Area 51. Lockheed Martin

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 XH558 Makes Final Flight
HEADLINES
Avro Vulcan B.2 XH558 flew for the final time
on October 28, with a short flight from Robin
Hood Doncaster Sheffield Airport. Details of
the last flight were only released 30 minutes
prior to departure as it was feared airport
operations might be disrupted if large crowds
gathered for the occasion.
Long-Range Strike Bomber Decision Announced
Northrop Grumman has been chosen to
build the US Air Force’s new Long-Range
Strike Bomber (LRS-B). Secretary of the Air
Force Deborah Lee James announced the
decision at a Pentagon press conference on
October 27.
Northrop Grumman was selected ahead
of a joint Boeing-Lockheed Martin bid
because it reportedly offered the best overall
value. Officials refused to provide any more
specifics on the exact criteria involved.
Wes Bush, Chairman, Chief Executive
Officer and President, Northrop Grumman,
said: “The Air Force has made the right
decision for our nation’s security. As the
company that developed and delivered the
B-2 Spirit stealth bomber, we look forward to
RAF UK SAR Operations End
Sea King HAR3A ZH544 comes in to land at RMB Chivenor on October 4, the final operational
SAR sortie undertaken by the RAF in the UK. Crown copyright 2015.
Nearly three quarters of a century of RAF
search and rescue (SAR) operations in the
UK ended at 1300hrs on October 4 at RMB
Chivenor.
4 Aviation News incorporating Classic Aircraft December 2015
04-05_headlinesJRDC.mfDC.mfDC.indd 4
Vulcan XH558 lands at Robin Hood Doncaster Sheffield Airport on October 28 at the end of its
final flight. VTST/Ryan Hart
The aircraft took off at 1448hrs and
landed at 1502hrs after several flypasts
and a touch-and-go. It was announced
earlier this year that this would be the
aircraft’s last flying season after the
providing the air force with a highly capable
and affordable next-generation Long-Range
Strike Bomber.”
In response to its loss Boeing said:
“The Boeing and Lockheed Martin team
is disappointed by today’s announcement.
We will have further discussions with our
customer before determining our next
steps. We are interested in knowing how
the competition was scored in terms of
price and risk, as we believe that the
combination of Boeing and Lockheed Martin
offers unparalleled experience, capability
and resources for this critically important
recapitalisation programme.” It is possible
that a bid protest may be submitted, which
will inevitably delay progress on the contract.
The RAF has gradually been closing its
six SAR flights around the country, starting
on April 1, when 202 Sqn’s ‘D’ Flt at RAF
Lossiemouth and ‘E’ Flt at DST Leconfield
technical authorities withdrew their support
for the aircraft. In retirement, XH558 is
planned to become the centrepiece of the
new Vulcan Aviation Academy & Heritage
Centre at Robin Hood.
The USAF plans to buy 100 LRS-Bs to
replace its ageing B-1 and B-52 bomber
fleets, which is scheduled for retirement in
the mid-2040s. Initial operational capability
(IOC) is being sought for around 2025,
although specific details have yet to be
determined.
The contract is in two parts. The
engineering and manufacturing development
(EMD) phase has an independent cost
estimate of $21.4 billion in 2010 dollars, but
officials would not say how many aircraft will
be involved. The second part covers options
for the first five production lots, totalling 21
aircraft, out of the eventual 100 that are to
be acquired. No official designation has yet
been chosen for the aircraft.
stood down. No 22 Sqn ‘C’ Flt at RAF Valley
ceased SAR operations on July 1 and B Flt
at Wattisham stopped on August 13. RAF
Boulmer’s 202 Sqn ‘A’ Flt ended on September
30, leaving 22 Sqn ‘A’ Flt at Chivenor as the
last operational RAF SAR flight in the UK.
Chivenor’s final SAR operation took place
in the early hours of October 4, when a
38-year-old man was found unconscious on
Ilfracombe Beach and taken to hospital.
Flt Lt Christian ‘Taff’ Wilkins captained
the final operational SAR flight in the
UK, conducting a routine training sortie
that concluded at precisely 1230hrs. The
Maritime & Coastguard Agency and Bristow
Helicopters have now taken on SAR duties in
the UK.
The crews at Chivenor will continue
training there until the end of November to
prepare them to provide cover for aircrew
in the Falkland Islands where RAF SAR
operations will run until March.
06/11/2015 15:04
 Investigation AirbusRange
Launches Ultra-Long
A350-900
into Metrojet
Airbus A321
Loss
Officials investigating the crash of Metrojet
flight 7K9628 are hoping analysis of the flight
data recorders will help them determine what
downed the Airbus A321 in Egypt on October
31.
Egyptian and Russian experts are examining
the recorders, along with German and French
specialists from Airbus and from the Republic of
Ireland where the aircraft was registered. The
aircraft, EI-ETJ (c/n 663), was travelling from
Sharm el-Sheikh to St Petersburg when it lost
radio contact over the Sinai Peninsula. All 224
people on board were killed. Built in 1997, the A computer-generated image of a Singapore Airlines A350-900ULR. Airbus
aircraft had accumulated 56,000 flight hours over
nearly 21,000 flights and had been operated by Singapore Airlines has chosen Airbus’ increase in maximum take-off weight,
Metrojet since 2012. newly launched Ultra-Long Range plus aerodynamic improvements.
On November 4 the British Foreign Secretary version of the A350-900 for non-stop This will enable Singapore Airlines to
Philip Hammond said: “...we have concluded flights to the US. reintroduce non-stop services to the
there is a significant possibility that crash was An amendment has been made to the US West Coast and New York. The
caused by an explosive device on board the carrier’s existing order for 63 A350-900s, airline previously used the four-engine
aircraft.” While a team from the UK conducted a with seven of the aircraft now switched A340-500 but ended the flights in 2013
security review at Sharm el-Sheikh International to the Ultra-Long Range variant. as they were not profitable. At 8,700nm
Airport, UK flights were suspended. They were Singapore has also placed an additional (16,112km), the New York service is the
resumed on November 6 but passengers leaving order for four A350-900s, taking its firm world’s longest commercial passenger
the Egyptian airport were only allowed to board commitments for the type to 67. route, with a flight time of up to 19 hours.
with hand luggage, hold luggage was to follow Designated the A350-900ULR, the Operators can also reconfigure their
separately. aircraft includes a modified fuel system A350-900ULRs to standard long-haul
A number of European airlines also decided to boost the fuel-carrying capacity, an specification if required.
to cancel flights to Sharm el-Sheikh. During
a joint press conference on November 5 with
Prime Minister David Cameron, President Abdel King Stallion Flies
for the First Time
Fattah el-Sisi of Egypt said that ten months prior,
the UK had asked for security to be tightened at
Egyptian airports and that British personnel had
accepted the improvements, adding that they “...
checked the security actions; they were happy...”.

C919 Unveiled

Sikorsky’s new CH-53K King Stallion made its maiden flight on October 27. Sikorsky

Chinese manufacturer Comac rolled out the first
prototype C919 regional airliner during a ceremony at
its Shanghai facility on November 2. The company is
aiming to carry out the type’s maiden flight early next
year. Comac
Sikorsky flew the prototype of its CH-
53K King Stallion heavy lift helicopter
for the first time on October 27. The
30-minute flight of Engineering
Development Model-1 (EDM-1)
signalled the start of a 2,000-hour flight
test programme involving four aircraft
over three years. Sikorsky is developing
the CH-53K for the US Marine Corps to
replace the CH-53E Super Stallion. It
features a modern glass cockpit and fly-
by-wire flight controls, fourth generation
rotor blades, upgraded engines and
survivability enhancements. The US
Department of Defense’s Program
of Record remains at 200 CH-53K
helicopters with an Initial Operational
Capability in 2019. Sikorsky says the
Marine Corps intends to stand up eight
active duty squadrons, one training
squadron and one reserve squadron to
support operational requirements.

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 New WestJet Logojet
CIVIL NEWS

Canadian carrier WestJet has introduced
a new Disney-themed logojet. Boeing
737-8CT C-GWSV (c/n 37158) has been
painted with three characters from the
2013 animated movie Frozen. The interior
features unique artwork on each of the
overhead bins and custom embroidery on
each headrest.
Bob Cummings, WestJet Executive
Vice-President, Commercial, said: “This
WestJet and Disney are promoting the hit animated movie Frozen on Boeing 737-8CT C-GWSV.
Andrew H Cline
aircraft takes the relationship between
WestJet and Disney to a completely new
level of cool. Two years ago, we launched
the #MagicPlane, our first Disney-themed
aircraft, and no matter where it flies
throughout our network, it is the most
anticipated and most photographed aircraft
in WestJet history. Today, we are proud to
team up with our great friends at Disney to
create a sequel like no other.”
The aircraft was painted by Leading
Edge Aviation Services at Fort Worth
Meacham International Airport, Texas. A
team of six worked round the clock on the
project, taking 21 days and using 643.5
litres of paint. Andrew H Cline

ATC Lasham Calls in Administrators

Maintenance provider ATC Lasham has
entered administration, with most of its near
400-strong workforce being laid off. The
firm, founded in 1994, operates facilities at
Lasham, Hampshire, and London Southend
Airport but has reportedly struggled with
financial difficulties over the past 18 months.
Nigel Morrison, an advisory partner to
administrators Grant Thornton, said: “[ATC
Lasham] is long standing with a highly
skilled workforce and strong reputation in the
industry. However, given the losses and lack
of future orders, the directors reached the
conclusion they had no option but to proceed
with the appointment of administrators.”

EASA Certifies Eurowings Begins

ATR Combi
Turboprop manufacturer ATR has achieved A330 Operations
European Aviation Safety Agency (EASA)
certification for its passenger-cargo ‘combi’
variant of the ATR 72-600, which features
a 671 cu ft (19m3) cargo compartment
and can carry nearly 6,614lb (3,000kg)
of freight. It also has seating for up to 44
passengers.
By replacing the first seven seat rows
with a cargo section, four containers can
be accommodated and the aircraft’s load-
carrying capacity almost doubled. ATR
is also offering the design as a retrofit to
existing aircraft.
Airlines PNG of Papua New Guinea
is scheduled to take delivery of the first
combi before the end of the year, the first Eurowings made its Airbus A330 debut on October 14, operating a Cologne-Palma service for
of eight it has on order. Germanwings. It launched its intercontinental A330 service to Varadero, Cuba, on November 2.
Javier Rodriguez

6 Aviation News incorporating Classic Aircraft December 2015

06-08_10_civilJR.mfJRDC.mfDC.mf.indd 6 06/11/2015 14:50

 Scoots Scheme
Celebrates Singapore
Long-haul low-cost carrier Scoot has painted Boeing 787-9 Dreamliner 9V-OJE in this special
scheme to mark ‘SG50’, Singapore’s Golden Jubilee celebrations. AirTeamImages.com/Thomas.K
CityJet Places New Orders
Irish regional carrier CityJet has placed
orders for 15 Sukhoi Superjet 100s and eight
Bombardier CRJ900s.
The airline will begin taking delivery
of the SSJ100s next year from Superjet
International (SJI), a joint venture
between Alenia Aermacchi, part of Italy’s
Finmeccanica Group, and Russia’s Sukhoi
corporation. They will replace the carrier’s
existing fleet of Avro RJ85s.
CityJet Executive Chairman Pat
Byrne said: “This is a very versatile
new-generation jet which will fulfil our
requirements with a capability to operate
at smaller airports, such as our hub at
London City Airport, and offer significant
Prototype AW609
Crashes
Two AgustaWestland test pilots were killed when
one of the AW609 tiltrotor prototypes crashed in
Italy on October 30.
The aircraft was destroyed when it came
down during a test flight from the manufacturer’s
facility at Vergiate, west of Milan, killing Herbert
Moran and Pietro Venanzi.
Italian media reports quoted eyewitnesses who
said they heard an explosion and saw debris fall
from the aircraft as it flew over the town of Santhià.
It then plunged into a field in an uninhabited area
and burst into flames. AgustaWestland said it is
co-operating with the authorities to determine the
cause of the accident.
Italian air accident investigation agency
ANSV confirmed the aircraft involved was
N609AG (c/n 60002), the second prototype.
Links Air Grounded
Doncaster Sheffield-based Links Air has had
its safety licence revoked amid concerns
over the carrier’s safety protocols. A
statement released by the UK Civil Aviation
Authority said it had “suspended the safety
certificate for UK airline Links Air”, adding:
www.aviation-news.co.uk
06-08_10_civilJR.mfJRDC.mfDC.mf.indd 7
advantages in fuel efficiency, emissions
ratings and noise reduction.
“We intend introducing the SSJ100 on
charter activity in 2016 and will place it on
our London City route network in 2017.”
The SSJ100 seats 98 passengers with
five abreast seating and a 32in seat pitch.
CityJet has agreed to take four aircraft in
2016, with the other 11 arriving in 2017,
and has taken options on an additional
ten.
The CRJ900s were ordered after CityJet
won a contract from SAS to provide regional
services. They will be used to operate a
network of routes from Helsinki, Oslo and
Stockholm beginning in March.
First A321 for Frontier
US low-cost carrier Frontier Airlines has taken on its first Airbus A321, N701FR (c/n 6793).
Airbus
Airbus has delivered US carrier
Frontier Airlines’ first A321. The jet,
N701FR (c/n 6793), is named Otto
the Owl after the bird painted on its
tail. Frontier has 19 A321s on order –
“Safety is always our first priority and we
will always take action when necessary to
protect the travelling public.”
Links Air has a fleet of BAE Systems
Jetstreams and specialises in aircraft, crew,
maintenance and insurance (ACMI) charter
Touchdown
in St Helena
Beechcraft King Air 200 ZS-TAE of Flight
Calibration Services became the first
aircraft to land on the island of St Helena in
the South Atlantic on September 15.
Construction of the island’s new airport
is continuing and it will eventually have a
6,400ft (1,950m) runway. From February,
South African airline Comair will operate
a weekly Boeing 737-800 service from
Johannesburg.
The agreement with Bombardier includes
an option for six more aircraft in 2017,
bringing the total value of the deal to more
than US$650m. The CRJ900 fleet will be
operated exclusively on behalf of SAS, with
all aircraft in SAS colours and crewed by
CityJet staff.
Byrne said: “The SAS contract has
immense strategic significance for CityJet’s
growth and development, strengthening
its market position across Europe and
facilitating ongoing investment and growth.
Securing this contract with SAS is a major
vote of confidence in our team and in our
expertise, and will help support future
business expansion.”
powered by CFM-56-5B engines and
seating 230 in a single class – and will
first use them on routes from Orlando,
Florida, to Philadelphia, Denver,
Cleveland and Detroit.
work. It is also contracted by the Welsh
Government to operate the twice-daily public
service obligation (PSO) route from Cardiff
to Anglesey. Danish carrier North Flying is
currently fulfilling the contract using Fairchild
SA-227DC Metro 23 OY-NPF.
7
06/11/2015 14:50
CIVIL NEWS
WestJet Launches
Widebody Services
Boeing 767-300ER C-FOGJ takes off from Toronto Pearson International Airport bound for
Calgary on WestJet’s inaugural widebody flight on October 22. Andrew H Cline
For the first time in the company’s 19-year
history, WestJet is operating widebody aircraft.
Boeing 767-300ER C-FOGJ (c/n 25274, ex
VH-OGJ), the first of four former Qantas jets
being acquired, made its inaugural flight on
October 22, operating the WJA655 service
from Toronto to Calgary.
In December the 767s will be put on
other routes, including the non-stop seasonal
service between Edmonton and Maui, Hawaii.
They will also provide additional capacity on
the Toronto-Montego Bay route. Once WestJet
Transaero Ceases Operations
Rosaviatsia, Russia’s Federal Air Transport
Agency, has revoked Transaero Airlines’
Air Operator Certificate (AOC), forcing it to
cease flying on October 26.
Following an inspection, Rosaviatsia said
the financially troubled carrier was unable
to service its debts and fund its continuing
operations and, as such, “does not meet”
Russia’s certification requirements – adding
it had sufficient grounds, including safety and
consumer rights concerns, to revoke the AOC.
The decision comes just weeks after a
deal to sell the airline to Aeroflot collapsed.
A provisional agreement was reached on
September 1 under which Aeroflot would
acquire 75% (plus one share) of Transaero
for the nominal sum of one rouble ($0.01).
The Gazelle Squadron Display Team is introducing
guided tours of its base at Bourne Park, Hampshire,
on the “last Friday/Saturday of each month” –
following what the team describes as “a significant
rise in unannounced visits by enthusiasts”.
A team statement added: “As the airfield operator
we have a duty of care to all visitors, and while we
don’t want to stop people from visiting we must
ensure that visitors are safe at all times, which
is something of a challenge when we are not
expecting them.”
The monthly guided tours will feature a visit
to the team’s facilities and shop, as well as
refreshments. To register your interest for the
tours – which will be for a maximum of ten people
– e-mail visits@thegazellesquadron.com using
‘Tour’ in the subject line. The first is scheduled for
Saturday, November 28.
8 Aviation News incorporating Classic Aircraft December 2015
06-08_10_civilJR.mfJRDC.mfDC.mf.indd 8
has attained extended twin-engine operations
(ETOPS) certification for its 767s, it will begin
flying to Europe and other regions non-stop.
Starting in May, WestJet plans to serve
London Gatwick from Vancouver, Edmonton,
Calgary, Winnipeg, Toronto and St John’s,
with all flights (bar the St John’s service)
operated by 767s.
It has also announced it will begin its
summer service between Halifax, Nova
Scotia, and Glasgow on May 2, four weeks
earlier than this year. Andrew H Cline
But the state-brokered deal collapsed after
Transaero failed to submit a formal proposal
for the acquisition by the October 1 deadline.
The Russian Government said it would
continue to investigate rescue packages for
the carrier, but noted that its debts, which
are understood to be around RUB260 billion
($4.15 billion), made a bailout potentially
unviable. It also refused to rule out allowing
Transaero to file for bankruptcy.
The carrier may yet gain a last-minute
reprieve after S7 Airlines revealed its
CEO, Vladislav Filev, had signed a letter of
intent with Transaero founder and majority
shareholder Alexander Pleshakov to acquire
“at least 51%” of the ailing operator. Filev
and S7 declined to provide further details.
Rebrand for SATA
Azores Airlines is the new name for SATA Airlines. Newly delivered Airbus A330-223 EI-EJY (c/n
970) is the first aircraft to be painted in the new branding and features a whale down the side of the
fuselage. It was rolled out of the Air Livery hangar at Manchester on October 20. Josep Gonzalez
Japanese Launch
Customer for
Q400 Combi
Okinawa-based Ryukyu Air Commuter is
the launch customer for the Bombardier
Dash 8-Q400 ‘combi’. Part of the Japan
Airlines group, the company has five on
order as part of a deal valued at around
$168 million. The agreement was signed
in July 2014 but Bombardier has only just
revealed the customer’s identity.
Andy Solem, VP Sales, Asia Pacific,
Bombardier Commercial Aircraft, said:
“We’re proud to unveil Ryukyu Air Commuter
as the launch operator of the Q400 combi
aircraft and pleased to credit the airline, with
its innovative market insights, as the major
impetus for the launch.”
The Q400 combi is available in
various configurations. In the high-cargo
configuration it is capable of carrying up
to 9,000lb (4,082kg) of cargo and can
accommodate 50 passengers at 32in seat
pitch, and 58 at 29in seat pitch.
Ahead of the carrier’s grounding, a large
number of its fleet were ferried from Moscow
to Teruel in Spain for storage over the
weekend of October 24-25.
The government has made provisions to
transfer Transaero’s passengers to alternative
airlines while Aeroflot will re-employ up to
6,000 of its 10,000-strong workforce and
assume temporary control of 56 of the failed
airline’s 156 services. The arrangement will
remain in place for 12 months, but may be
extended by the Russian transport ministry
where routes prove to be financially viable.
Russian transport minister Maxim
Sokolov said the remaining services will be
freely distributed among the country’s other
airlines.
06/11/2015 14:50
 ANA Feels the Force IN BRIEF
CIVIL NEWS

UNITED AIRLINES will launch a three-times-

weekly service between San Francisco and
Xi’an, China, on May 8 using a Boeing 787
Dreamliner. The seasonal service, which
is set to run until October 27, is subject to
government approval.
LUFTHANSA is launching a new five-times-a-
week service between Frankfurt and San Jose,
California. The non-stop flights begin on April
29 using an Airbus A340-300.
VUELING AIRLINES will fly from Manchester to
Alicante and Rome Fiumicino from next June.
Flights to Alicante will operate on Tuesday,
Friday and Sunday – and to Rome on Friday
and Monday. Vueling has also announced it
All Nippon Airways has introduced its first Star Wars-inspired special scheme. Boeing 787- will serve Rome Fiumicino and Paris Orly from
9 Dreamliner JA873A (c/n 34530), painted to resemble ‘R2-D2’ from the film franchise, was Edinburgh from March 29 and link the Scottish
delivered to the Japanese carrier on September 29. The airline plans to paint two more aircraft capital and Alicante from June 16.
in Star Wars liveries. AirTeamImages.com/KSK
The US AIRWAYS brand was consigned
to history on Saturday, October 17 when it

Hainan Heading for the UK
Manchester will welcome direct flights from
Beijing, courtesy of Hainan Airlines, from
June 10. They will be operated by an Airbus
A330-200, offering Business and Economy
classes. The new link was announced
during a visit to Manchester in October by
Chinese President Xi Jinping and British
Prime Minister David Cameron.
operated its last flight. All services are now
under the American Airlines banner following
the companies’ 2013 merger. Flight 1939 left
San Francisco on the Friday evening and
landed at Philadelphia in the early hours of
Saturday morning.

First UAV AIRLINE ORDERS

Flight in UK
Airline Aircraft Number Order Placed Notes
China Aviation Airbus A330 Family 30 October 29 Firms up options agreed in June 2015

Controlled
Holding Supplies
China Aviation Airbus A320 Family 100 October 29
Holding Supplies

Airspace
History was made on September 30 when
Croatia Airlines
El Al Israel Airlines
Airbus A320neo
Boeing 787 Dreamliner
4
9
September 18
November 5 Three orders confirmed, the remaining
aircraft will be added when contractual
agreements are in place.
air traffic controllers managed the first
Eva Airways Boeing 787-10 Dreamliner 24 October 15 Intent to purchase
flight by an unmanned air vehicle (UAV) in
Eva Airways Boeing 777-300ER 2 October 15 Intent to purchase
controlled and unsegregated airspace. Groupe Dubreuil Airbus A350-900 1 September 23
A Thales Watchkeeper took off from Norwegian Boeing 787-9 Dreamliner 19 October 22 Includes options for 10 more
West Wales Airport (formerly known as SCB/Pembroke Airbus A330-300 2 September 18
Aberporth) and embarked on a three-hour Singapore Airlines Airbus A350-900ULR 7 October 13 Amendment to original order
flight. This was the first time a UAV has Singapore Airlines Airbus A350-900 4 October 13
flown in civil controlled airspace. SkyWest Airlines Embraer 175 19 October 21 Delivery of the first aircraft is expected
The Watchkeeper was handled in for the third-quarter of 2016. Aircraft to
the same way as a traditional manned be operated for Delta Air Lines
aircraft, despite the pilots being located on Unidentified Boeing 787-9 Dreamliner 2 September 18
Customers
the ground in a control room at the airport.
Simon Hocquard, NATS Operations
Strategy Director, said: “Safety is always

New Livery for Air Europa

our top priority, so a huge amount of
work has gone into getting to this point
and much more will be needed, but
it’s a major milestone for the industry
and shows that the UK and Europe are
leading the world when it comes to the
development of UAS [unmanned aircraft
systems] and its integration into controlled
airspace.”

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News Magazine @AvNewsMag Air Europa Embraer 195 EC-KRJ (c/n 19000196) lands back at Palma on October 20, after being
painted in the airline’s new corporate colours by Air Livery at East Midlands. Javier Rodriguez

10 Aviation News incorporating Classic Aircraft December 2015

06-08_10_civilJR.mfJRDC.mfDC.mf.indd 10 06/11/2015 14:50

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MILITARY NEWS
Norwegian F-35A Makes First Flight
Lockheed Martin test pilot Bill Gigliotti
completed the first flight of a Royal
Norwegian Air Force F-35A Lightning II on
October 6.
The maiden flight was made by the
Initial Merlin HC3i Delivered to Royal Navy
AgustaWestland has delivered the maiden
Merlin HC3i to 846 Naval Air Squadron
(NAS).
The helicopter is the first of seven former
RAF HC3s that have been modified to an
interim state to support the marines on
amphibious operations prior to the arrival of
the ‘fully marinised’ HC4. It was flown the
short distance from AgustaWestland’s Yeovil
facility to 846 NAS’ home at Royal Naval Air
Station Yeovilton, Somerset, on October 14.
Thai 737 Arrives for
VIP Configuration
Royal Thai Air Force Boeing 737-8Z6 N780BJ (c/n 62445) was flown from Seattle’s Boeing Field to
Woensdrecht in the Netherlands on October 19 for VIP cabin outfitting. Thom Zalm of Apron Media
12
12-14_military.JRDC.indd 12
Royal Norwegian Air Force F-35A Lightning
II 5088 (AM-2) begins its maiden flight on
October 6. Lockheed Martin
second Norwegian aircraft, s/n 5088 (AM-
2), and lasted 1hr 32mins. The sortie from
This interim upgrade includes a manually
folded main rotor head, new fast roping
point, modified undercarriage for deck
operations and new lashing points.
Yeovilton expects to welcome the
first of 25 HC4s in late 2017. The HC4
features an enhanced avionics suite and
automatic folding main rotor head and
folding tail.
Following on from the HC3i conversions,
nine HC3s will be upgraded with life
NAS Fort Worth Joint Reserve Base aimed
to test the engine and control systems. The
first two aircraft are scheduled to move to
Luke AFB, Arizona, in November once flight-
testing has been completed.
sustainment and ship optimisation
modifications to the HC4 standard. It
is planned for all nine aircraft to be fully
operational by February 29, 2020. In
the third and final phase of the transition
of these helicopters, the remaining 16
airframes will also go through the same
upgrade. This will give a total fleet of 19
HC4s and six HC4As (formerly HC3As),
which are intended to be operational by
March 2022.
A-10s Arrive
at Incirlik
Twelve A-10C Thunderbolt IIs have been
deployed to Incirlik Air Base in Turkey for
missions against IS in Iraq and Syria as
part of Operation Inherent Resolve.
The aircraft are from the 23rd Fighter
Group’s 75th Fighter Squadron at Moody
AFB, Georgia, and arrived in Turkey
on October 15. They have replaced
six 31st Fighter Wing F-16s, which had
been deployed at Incirlik from Aviano Air
Base, Italy, since August 9. Pentagon
spokesman Peter Cook confirmed on
October 20 that the A-10Cs are part of a
previously planned regular rotation to the
base.
Aviation News incorporating Classic Aircraft December 2015
06/11/2015 11:46
 US and Russia
Agree MOU
on Air Safety
Over Syria
Officials from the US Department of
Defense and the Ministry of Defence
of the Russian Federation signed a
memorandum of understanding (MOU) on
October 20 outlining safety measures for
operations in Syrian airspace.
The agreement came into effect
immediately and covers de-confliction of
both manned and unmanned Russian and
coalition aircraft, specifying that they should
maintain a safe distance from each other at
all times. The MOU includes specific safety
protocols for aircrews to follow, including
maintaining professional airmanship at all
times, the use of specific communication
frequencies and the establishment of a
communication line on the ground. A
planned test of the protocols was carried
out by a single Russian and US jet.
The MOU does not establish zones
of co-operation or the sharing of
intelligence or target information in Syria.
US Department of Defense officials
emphasised that the discussions, through
which this MOU was developed, do not
constitute US co-operation or support for
Russia’s policy or actions in Syria.
Sweden Retires
Super Puma
The Swedish Armed Forces Helicopter Wing
has retired its final Airbus Helicopters AS332
Super Puma after 27 years’ service.
The last helicopter, designated locally as
the HKP10, was phased out on October 14. A
ceremony was held at the F21 air base in Luleå.
Since March 2013, the Super Pumas have
gradually been withdrawn and replaced by NH
Industries NH90s and Sikorsky UH-60M Black
Hawks. Sweden had operated 12 AS332s.
First AC-130U
Withdrawn
After more than 20 years’ service the first
AC-130U Spooky has been retired.
Named Bad Omen, 90-0163 was
delivered to Hurlburt Field, Florida, on
February 17, 1995 and flew more than
2,300 sorties accumulating in excess of
10,000 hours. Following a small retirement
ceremony Bad Omen flew to the 309th
Aerospace Maintenance and Regeneration
Group at Davis-Monthan AFB, Arizona.
www.aviation-news.co.uk
12-14_military.JRDC.indd 13
Chinooks Move to Benson
RAF Benson, Oxfordshire, has welcomed
the first four Chinook helicopters for the
new Chinook and Puma Operational
Conversion Unit (OCU).
In total, six helicopters will move to
the base from the Chinook Operational
Conversion Flight (OCF) at RAF Odiham,
Hampshire, where they will join the Puma
OCF to form the new unit under the 28 Sqn
banner. The two remaining helicopters are
Pegasus Milestones
Boeing successfully deployed both the
drogue system and refuelling boom during
flight-testing of its first fully configured
USAF KC-46A Pegasus.
On October 8, KC-46A Pegasus
N462KC (c/n 41275, EMD2) successfully
extended the drogue refuelling baskets from
both the Centerline Drogue System (CDS),
located in the belly of the fuselage and from
the Wing Aerial Refuelling Pods (WARP),
located on the wing tips, for the first time.
The following day, the aircraft extended the
Danes End Inherent
Resolve Ops
Denmark has concluded its operations
supporting the US-led Operation Inherent
Resolve mission against IS in Iraq.
Seven Royal Danish Air Force (RDAF)
F-16AMs and 140 airmen returned to
Flyvestation Skrydstrup on October 7
having been deployed to Ahmed Al Jaber
Air Base, Kuwait, for the past year.
Prime Minister Helle Thorning-Schmidt
announced on September 26 last year
that Denmark would contribute to Inherent
Resolve for one year, providing seven
F-16s, comprising four operational and
due to arrive early next year.
Previously, 28 Squadron had been an
RAF Merlin HC3 unit at Benson, but on
July 9 this year the unit handed over its
Merlins to 845 Naval Air Squadron as
part of the transfer of all RAF examples
to the Royal Navy. It then became the
combined Chinook and Puma OCU,
officially becoming operational as such on
October 21.
Boeing has conducted deployments of both
the drogue system and refuelling boom of the
KC-46A Pegasus. Boeing
refuelling boom.
Boeing 767-2C N461FT (c/n
41273, EMD-1), the KC-46A Pegasus
programme’s first test aircraft, flew to
Edwards Air Force Base, California, on
October 15 so Boeing and the resident
412th Test Wing’s 418th Flight Test
Squadron can carry out ground effects
and fuel onload fatigue testing.
three reserve aircraft. The proposed
deployment was formally approved by
Danish MPs in a vote on October 2. The
F-16s carried out their first mission over
Iraq on October 16 last year, although no
weapons were used during that sortie.
Since arriving in Kuwait, the RDAF aircraft
completed 547 missions, flying more than
5,700 hours and using 503 precision-
guided weapons against IS targets in Iraq.
Denmark plans to redeploy for more
Inherent Resolve missions no later than
summer 2016.
13
06/11/2015 11:46
 IN BRIEF
F-16V Flies
MILITARY NEWS

More than 20 new Protector unmanned air

vehicles will replace the ten General Atomics
MQ-9A Reapers in RAF service. Speaking at
the Royal Aeronautical Society’s President’s
Conference in London, Air Cdre Peter Grinsted
said Protector would be an “upgraded Reaper
with greater capability”.

Lockheed Martin F-16V 93-0702 during its

Lockheed Martin has successfully completed
the maiden flight of the F-16V, the latest and
most advanced version of its popular fighter.
The first flight took place on October
16, when F-16A Block 20 93-0702 took to
the skies having been modified to F-16V
standard. It marked the first time an F-16 had
flown with Northrop Grumman’s advanced
APG-83 Active Electronically Scanned Array
(AESA) Scalable Agile Beam Radar (SABR).
Other enhancements include an advanced
avionics configuration, featuring a new cockpit
Center Pedestal Display, a modernised
maiden flight on October 16. Lockheed
Martin/Randy Crites
mission computer, a high-capacity Ethernet
data bus and several other mission systems
upgrades. Lockheed Martin claims these
enhancements will, “collectively add significant
combat capabilities to address the dynamic
threat environments emerging in the coming
decades”.
Lockheed Martin is offering the F-16V as an
option for both new production F-16s as well
as an upgrade of existing in-service F-16s.
Japan Selects KC-46
Boeing’s KC-46A tanker has been
selected by Japan to supplement the
nation’s KC-767 fleet.
Defence minister Gen Nakatani made
the announcement on October 23. Japan
is looking to acquire three tankers for
delivery by 2020 with funding for the first
example provided in the 2016 budget.
The Japan Air Self-Defense Force
currently operates four KC-767 tankers.

Pipistrel Fleet for Indian Air Force

India’s Ministry of Defence signed a $20
million contract to acquire 194 new Virus
ultralights from Slovenian company Pipistrel
on October 20.
These will be used for air experience and
basic training by the NCC (National Cadet
Corps) which will receive 110 aircraft with
another 72 allocated to units of the air force
and a further 12 for the navy. The contract
also includes an option to buy a further 100.
First deliveries will take place in mid-2016 and
continue at the rate of six or seven aircraft
a month with production from the Slovenian
main factory and a subsidiary plant in Italy.
The Virus is an all-composite aircraft with
a tricycle undercarriage and high-aspect
ratio wings, giving it gliding capability. The
version acquired is the SW 80 Garud which is
powered by an 80hp Rotax 912 engine, fitted
with an emergency parachute system and has
an endurance of three hours. Rod Simpson

Third Pakistan Navy ATR Dyess

Welcomes
489th BG
Seventy years to the day after it was
inactivated, the 489th Bomb Group (BG)
was stood up as an Air Force Reserve
unit. It was reactivated on October 17
A third ATR 72-500, 9H-AGI (c/n 808), is being prepared for delivery to the Pakistan Navy. The former during a ceremony at Dyess AFB, Texas.
Islas Airways aircraft is reportedly going to be converted to maritime patrol configuration in Turkey. The 307th Bomb Wing’s 489th
It was noted at Toulouse Francazal on September 21. AirTeamImages.com/Jonathan Zaninger BG comprises more than 250 airmen
across the 345th Bomb Squadron,
489th Maintenance Squadron and the
MILITARY AIRCRAFT ORDERS 489th Aerospace Medical Flight. It will
Air Arm Company Number and Type Contract Date Delivery Date and Notes work closely with the 7th Bomb Wing,
Cameroon Air Force Insitu 1 x ScanEagle September 29 Contract completion is expected in providing a formal training mission and
September 2016 combat support operations as the first-
Chilean Navy Vulcanair 7 x P68 Observer 2 September 25 Deliveries during 2016 and 2017 ever B-1B Lancer-equipped Air Force
India Pipistrel 194 x Virus SW 80 October 26 Aircraft for Indian Air Force, Indian Reserve unit.
Garud Navy and National Cadet Corps The 489th Bombardment Group
Kenyan Air Force Insitu 1 x ScanEagle September 29 Contract completion is expected in
was first activated on October 1, 1943
September 2016
Lebanese Air Force Sierra Nevada 6 x Embraer A-29 October 30 Contract completion is expected by at Wendover Army Air Field, Utah. The
Corporation Super Tucano July 31, 2019 newly formed group trained with the B-24
Pakistan Insitu Unspecified x September 29 Contract completion is expected in Liberator before entering combat for the
ScanEagle August 2016 first time on May 30, 1944. The group
Royal Thai Army AgustaWestland 8 x AW139 October 7  
was inactivated on October 17, 1945,
US Air Force Lockheed Martin 28 x C-130J Super October 26 Long-lead items
Hercules
nearly two months after the end of World
US Navy Boeing 15 x EA-18G Growler October 26 War Two.

14 Aviation News incorporating Classic Aircraft December 2015

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 Norseman Added to CWHM Collection
PRESERVATION

The Canadian Warplane Heritage Museum in Hamilton has

acquired Noorduyn Norseman Mk V CF-GSR. Eric Dumigan

Noorduyn Norseman Mk V CF-GSR is the
latest acquisition for the Canadian Warplane
Heritage Museum (CWHM) in Hamilton,
Ontario.
Prior to delivery the aircraft was taken to
the Orillia Seaplane Base where its floats
were removed and wheels installed. It
was then flown to the CWHM by museum
members Peter Stewart and Al Rowcliffe
arriving on September 25.
The aircraft was delivered on June 7, 1950
to Canadian Forest Products in Vancouver
and has had several Canadian owners since.
The museum intends to make it available
for pleasure flights next year. Despite the
airframe never serving in the Royal Canadian
Air Force, the CWHM plans to paint the
aircraft in RCAF markings in due course.

Battle of Britain Hurricane Finds New Home

Hawker Hurricane I R4118 (G-HUPW),
a Battle of Britain veteran, will remain in
the UK after being purchased by software
entrepreneur James Brown.
The fighter flew 49 ‘ops’ during the battle,
downing five enemy aircraft before being
shot down itself. Peter Vacher discovered
the aircraft in 1995 during a trip to India.
It had been out in the open for 54 years
before he brought it back to the UK –
and, following a three-year restoration, it
returned to the skies in December 2004.
Of his purchase, James said: “R4118 is
a remarkable survivor. When I heard the
aircraft was on the market, I knew it was
critical that this unique piece of Britain’s
history remained in the UK, so I’m very
pleased to have achieved that.
“My goal is to ensure it remains in the
pristine condition that Peter has returned
it to, and that it continues to be a regular
feature at British airshows. Thanks to
Peter’s efforts, the aircraft commands huge
affection from the British public and I’m
proud to play a part in her future.”
Peter added: “R4118 has been a huge
part of my life for years, but I have other
projects I’m keen to focus on and it’s time
for a new owner to take on the mantle. I’m
delighted that James’ purchase means not
only that R4118 will remain in the UK, but it
will be cherished by a true enthusiast.”
The Hurricane has been moved to its
new home at Old Warden, Bedfordshire,
for public display within the hangars of the
Shuttleworth Collection.

Leeming Gate Guard BBMF

Lancaster
Flying Again
The RAF Battle of Britain Memorial
Flight’s Avro Lancaster, PA474 Thumper
III, flew on October 12, the first time
since being grounded in May following
an engine fire. The flight lasted around
an hour over its home at RAF Coningsby,
Lincolnshire, undertaking engine
Tornado F3 ZH552 is now on display at RAF Leeming. The last F3 to arrive for reduce to feathering tests. All trials were conducted
produce (RTP) at the base, it replaces the Gloster Javelin gate guard, which was sold to the successfully and two days later PA474
Gloucestershire Jet Age Museum. The new gate guard carries all three squadron badges of the performed a flypast over the Lincolnshire
Leeming wing but retains the camera mission symbols from its time at MOD Boscombe Down. Bomber Command Memorial.
It was unveiled at a ceremony on June 12. Mick Britton

16 Aviation News incorporating Classic Aircraft December 2015

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 Dreamliner Moved into Memorial
Aviation Pavilion Spire
Opened

Workers position Boeing 787-8 Dreamliner N787BX in the Museum of Flight’s new Aviation
Pavilion. Joe G Walker

Boeing 787-8 Dreamliner N787BX (ZA003)
is the first aircraft in the Museum of Flight’s
new Aviation Pavilion. Although the external
frame of the Seattle attraction’s new building
is only about 50% complete, aircraft had
to be moved in to enable the facility to be
finished – and, given its size, the Dreamliner
had to be the first occupant.
Early on October 17, aircraft in the North
Airpark were relocated in order to start
moving the exhibits into the pavilion. With
limited access to the new facility, everything
had to be carefully orchestrated well in
advance, including the removal of fences
and electrical wires.
The Dreamliner had to be moved back
and forth, and the tug disconnected and
reconnected, several times. Additional
fencing was also removed during the process
and wing walkers were placed around the
aircraft with radios and portable horns.
East Marginal Way was closed for the
aircraft to reach the pavilion, and once
the Dreamliner had cleared the road the
museum’s Boeing B-17 Flying Fortress was
towed across. Joe G Walker

Sabre Returns to the Air

North American F-86A Sabre 48-178
returned to the skies over Rockford, Illinois,
on October 7. Formerly in the UK as
G-SABR, the jet is now registered N48178.
The Golden Apple Trust sold the F-86 in
June 2014 via Courtesy Aircraft Sales to Dr
John Swartz of Grove, Oklahoma. It was
shipped to Heritage Aero in Rockford for
reassembly, inspection and US certification.
Paul Wood of the Waukegan-based
Warbird Heritage Foundation flew the
aircraft on the 7th, the Sabre’s first flight in
the US since leaving for the UK in 1991.
Other test flights followed and the
aircraft is reported to have performed well.
Its new owner already operates a pair of
Lockheed T-33s and is looking forward to
flying N48178 in the near future. www.
heritageaero.com With thanks to Cliff
Wilewski-Heritage Aero

Another Dragon Rapide for Duxford

Classic Air Force’s de Havilland Dragon
Rapide G-AIDL has been acquired by Classic
Wings at Duxford.
Built in 1946, the aircraft flew as TX310
with the RAF and continues to wear its
military colour scheme. Named The
Wanderer, it was later used as an executive
transport and operated by Fox’s Glacier Mints
from Rearsby, Leicestershire, for 11 years.
Converted to Mk.VI configuration,
it passed through the hands of several
owners, and from 1967 was used by the
Army Parachute Association at Netheravon,
Wiltshire. A decade later it was on the move
again, eventually ending up in the early 1990s
with Air Atlantique, which relocated it from
Wales to Coventry.
The acquisition of Delta-Lima means
Classic Wings can now offer passenger flights
in three Dragon Rapides as well as a range of
other aircraft. Also due to join the fleet soon
is de Havilland Tiger Moth G-AGPK, which
is in the latter stages of restoration. www.
classic-wings.co.uk
Some 300 veterans attended the unveiling
of the Memorial Spire at Lincoln’s
International Bomber Command Centre on
October 2. The spire, and the first of the
commemorative panels that will list RAF
Bomber Command losses during World
War Two, are the first significant elements
of the project to be formally opened. The
event featured a flypast from Avro Vulcan
B.2 XH558 and the BBMF’s Dakota. www.
internationalbombercommandcentre.com
Howard Heeley

www.aviation-news.co.uk 17

16-17_preservationjrDC.mfDC.indd 17 05/11/2015 19:06

 A-12
Before the
SR-71 Blackbird
there was the A-12.
Paul Crickmore
chronicles the
development of this
ground-breaking

LOCKHEED’S
aircraft and its
operational missions.
Above: The A-12 was designed to fly in

MACH 3+ OXCART
airspace where the U-2 would be too
vulnerable. Those aircraft participating
in Blackshield missions did not carry any
national insignia. Lockheed Martin

T
he Lockheed U-2 was designed to Based on this flawed intelligence, the CIA meeting with Clarence L ‘Kelly’ Johnson –
use extreme altitude as protection had assured Eisenhower that the chances boss of Lockheed’s famous Skunk Works
against interception from fighters of the Soviets detecting, let alone tracking, secret manufacturing plant, and principal
and surface-to-air missiles (SAMs). its U-2s flying at 70,000ft (21,336m) were designer of the U-2 – plus a number of
The first five covert Central Intelligence extremely slim. prominent US scientists.
Agency (CIA) U-2 overflights of the Soviet They were wrong, and in Eisenhower’s Their task would be to develop ‘electronic
Union (Project Aquatone) acquired more than view, detection was as bad as interception. As camouflage’ for the U-2 to render it invisible to
15,000 sq miles (38,850km2) of high-resolution a result, the President issued a direct challenge Soviet radars – Project Rainbow had begun.
photographic imagery (codenamed Chess). to the CIA: “Make the U-2 invisible to radar.” By the following year, Phase 1 of Rainbow
The highly classified intelligence reports In response, on August 16, 1956 was being implemented at the Area 51 test
based on the imagery gathered (codenamed Director of Central Intelligence (DCI) Allen site in Nevada. Radar absorbent material
Talent) enabled the CIA to confidently and Dulles’ Special Assistant for Planning and (RAM), referred to by Lockheed engineers
accurately conclude for the first time that the Coordination, Richard Bissell, convened a as ‘wallpaper’, was applied to the U-2’s
West’s long-held perception of a numerically
superior Soviet bomber fleet (the so-called
‘bomber-gap’) was a fallacy.
Talent also provided the US intelligence
community with a vast amount of other details
covering both Soviet military and industrial
capability. However, on July 10, 1956 President
Dwight D Eisenhower suspended Aquatone
following Soviet protests about the illegal flights.
The problem for the U-2 was that, while
it was being developed, a US National
Intelligence Estimate (NIE) suggested that
Soviet S-band and V-beam early-warning Article 130, USAF serial 60-6933, parked outside a hangar at Area 51. This early paint scheme
radar (NATO reporting name Token) “had no was later changed and all A-12s were painted overall black with the exception of the two-seat
capability above 60,000 feet”. pilot trainer, which remained in bare dark coloured titanium throughout. Lockheed Martin

18 Aviation News incorporating Classic Aircraft December 2015

18-23_a12sDC.mfDC.indd 18 05/11/2015 19:31

 Above left: A 1/8th-scale A-12 model undergoing radar cross section testing at Area 51. Note the aft engine nacelle extensions added to simulate
the aircraft’s exhaust plume. Lockheed Martin

Above right: All A-12s were built by Lockheed Martin’s Skunk Works in Building 309/310 at Plant B-6, Burbank, California, and then transported by
road to Area 51. Lockheed Martin

lower fuselage, and wires and ferrite beads
were positioned around the aircraft’s wing
planform, fuselage and vertical tail in a bid to
further reduce the U-2’s radar cross section
(RCS). In July 1957, and on the back of
modifications made to the U-2 during Project
Rainbow, President Eisenhower reluctantly
gave the CIA clearance to resume U-2
overflights of the Soviet Union.
But these measures only met with limited
success. What was needed was a more
radical approach, and in January 1958 the
CIA assigned the name Project Gusto to
Phase 2 of Rainbow – the development of a
U-2 replacement aircraft.
In parallel with Projects Aquatone,
Rainbow and Gusto, the Skunk Works also
worked on a reconnaissance project for the
USAF, named Suntan. Non-stealthy, the CL-
The cockpit architecture betrays the age of the A-12. The rubber hood was fitted around the view
scope to prevent glare. The scope itself had two settings, wide angle and narrow. Both enabled
the pilot to see directly below the aircraft, while an upwards function enabled sun compass
readings to be taken to cross-check the inertial navigation system (INS). Lockheed Martin
400 was to cruise at 90,000ft (27,432m) and
Mach 2.5, powered by two engines fuelled by
liquid hydrogen.
By February 1958, however, Johnson
was concerned with the lack of ‘stretch’ in the
design and the difficulty in pre-positioning
liquid hydrogen at various forward operating
locations around the globe. He therefore
convinced the US Air Force to cancel the
project. Lockheed returned $90 million to the
customer but the project served to convince
Johnson that his future high-speed designs
should be fuelled by more conventional
hydrocarbon fuels.
In June 1958, a team working for the
Scientific Engineering Institute (SEI), a CIA
proprietary organisation based in Boston,
completed a report for Bissell that became
known as the Blip Scan Study. It demonstrated
that an aircraft like the U-2 would take 10
minutes to fly through a surveillance radar’s
detection zone – but, flying 20,000ft (6,096m)
higher at 90,000ft and at Mach 3, it would clear
this zone in just 4 minutes.
The report led Bissell to set specific
targets for Gusto: that the U-2 replacement
should have a cruise speed and altitude of
Mach 3 and 90,000ft respectively; and its
RCS should be no more than 10m², and
preferably less than 5m².
MACH 3 CONCEPT
Johnson began sketching his first Mach 3
Concept Formulation Study in April 1958 in
what would become known as his Archangel
notebook (within the Skunk Works, the high-
flying U-2 was often referred to as ‘Kelly’s
Angel’, but as its replacement would fly even
higher, it was referred to as the ‘Archangel’).
Between then and July 1959, he and his
team worked through many different design
iterations, designated A-1 through to A-12.
In the spring of 1958, Bissell invited Robert
Widmer, head of advanced development at
Convair and designer of the B-58 Hustler
supersonic bomber, to participate in Project
Gusto. His motivation in so doing was based
on due diligence considerations, but others
involved in the programme have said it was
also to keep Johnson, who could be extremely
headstrong, focused on all aspects of the
design, including reducing the aircraft’s RCS.
To help evaluate the various design
proposals, Bissell set up a team of
independent experts consisting of two
aerodynamicists and a physicist, under
the chair of inventor Dr Edwin Land of the
Polaroid Corporation.
Over the period of Gusto, the so-called
Land Panel met – usually in Land’s Cambridge,
Massachusetts, office – on six occasions,
Widmer and Johnson presenting their
proposals independently of one another.

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The AT-12 two-seat pilot trainer, nicknamed ‘Titanium Goose’, was equipped throughout its
working life with less powerful Pratt & Whitney J57s. Lockheed Martin
As a basis for its design, Convair worked
on a variation of a proposed two-stage,
parasite bomber for the air force, designated
Super Hustler. Named FISH (First Invisible
Super Hustler), the Mach 4, ram-jet powered
proposal was extremely stealthy.
In November 1958 Johnson and Widmer
presented A-3 and FISH respectively to the
Land Panel, who were particularly impressed
by the Convair submission – and in December
the company was given the go-ahead to
proceed with detailed design development.
Johnson thought the critical issue that gave
the Convair design the edge was its much
lower RCS. Nonetheless he was told to keep
alternative proposals available in case FISH
was unable to meet “desired technical features”.
In the following months Johnson worked
on designs A-4 and A-5, which had some
stealth characteristics. However, A-6 made no
concessions to reduced RCS. The dichotomy
Kelly grappled with is what appeared to be
a mutually exclusive relationship between
performance and low RCS: so often a design
that met one requirement failed to meet the
other and vice-versa.
Moreover, he argued, the speed of the
Soviets’ radar development and their inevitable
use of more diverse frequencies would further
complicate and increase the time and effort
required to resolve these conflicting paradigms.
By the end of May 1959 the SEI team at
Cambridge had completed a comparison
evaluation between the A-11 and FISH, and
forwarded their report to the Land Panel
The A-12 prototype, Article 121, dumping fuel with an F-101B chase aircraft watching on.
Lockheed Martin
20
18-23_a12sDC.mfDC.indd 20
for their June meeting. Kelly Johnson was
convinced Lockheed was now out of the
competition – but all was not lost. That same
month Strategic Air Command (SAC) failed
to order the B-58B, and without the stretched
bomber, with its uprated engines, the parasite
FISH platform couldn’t be launched.
Convair was now on the back foot and
had just a month to completely redesign its
entry for the competition, which needed to be
able to take off without the need of a launch
“…a tiny piece of shrapnel was found to have penetrated
the lower wing fillet, and history would prove this to be
the only enemy damage inflicted on any ‘Blackbird’.”
aircraft. The company’s standalone proposals
developed through a series of design variations
designated Smelt, Herring and, finally, Kingfish.
Powered by two Pratt & Whitney J58
turbojets, Kingfish was designed to cruise
at Mach 3.2, reach 94,000ft (28,651m) at
the end of its cruise-climb and have an
unrefuelled range of 4,000nm (7,408km).
To reduce its RCS, the intakes were
shielded from below by the wing leading edge,
which was serrated – the void being filled with
wedge-shaped dielectric inserts; these turned
incident radar waves into heat, dissipating
energy as it travelled towards the tip of the
wedge, thereby reducing RCS significantly.
The technique is known as edge softening.
Lockheed was instructed to redesign its
A-11 submission to incorporate RCS reduction
techniques – even to the detriment of cruise
altitude. This became Johnson’s A-12 design.
Final proposals from both companies were
submitted on August 20, 1959 and nine days
later Lockheed received official notification it
had won Gusto with its A-12.
The company was awarded $4.5 million for
a six-month feasibility contract during which
time it was expected to verify its RCS findings
using a full-scale model at the Area 51 Radar
Target Scatter (RAT SCAT) range. Gusto now
ended and the classified codename Oxcart
was allotted to the new programme.
On February 11, 1960, a contract was
signed between the CIA and Lockheed worth
$96.6 million (just short of $1 billion in today’s
money) for the manufacture and testing of 12
A-12s – including a two-seat pilot trainer.
The A-12 was a leap into the technical
unknown. Powered by two J58 turbojets, each
producing 34,000lb of thrust, it was designed
to cruise in afterburner at a sustained speed of
Mach 3.2 (2,200 mph/3,541km/h).
Airframe temperatures rocketed to more
than 220°C – hotter than most household
ovens. Since aluminium became too soft at
such temperatures, 95% of the aircraft was
built from titanium.
Normal JP-4 fuel would ignite and
explode in the aircraft’s wet tanks at these
temperatures, so a special fuel, JP-7, was
developed. This was more stable than JP-4,
but fuel igniters used in other engines weren’t
capable of igniting it. So a unique chemical
ignition system (CIS) was developed which
used triethylborane (TEB).
Extremely flash-sensitive when oxidised,
the substance was carried in a small tank on
the aircraft and used to start or restart the
engines and afterburners on the ground or in
the air. To ensure the system remained inert
when not in operation, gaseous nitrogen was
used to pressurise the TEB tank.
While work was under way on this tri-sonic
hot rod, the West was stunned when, on
May 1, 1960, Francis Gary Powers was shot
down by an SA-2 SAM while flying a U-2
on a deep penetration mission of the Soviet
Union. Eisenhower promised the USSR’s
Premier, Nikita Khrushchev, never again
to send a manned reconnaissance aircraft
on an overflight during the remainder of his
Presidency – a promise upheld by every
subsequent US leader.
Work continued, despite questions being
asked about Oxcart’s future, and on April 30,
1962 Lockheed Chief Test Pilot, Lou Schalk,
completed the A-12’s first flight from Area 51.
While the aircraft was not given an official
name, pilot Jack Weeks proposed Cygnus.
Aviation News incorporating Classic Aircraft December 2015
05/11/2015 19:25

An A-12 behind a KC-135Q prior to taking on JP-7 fuel. Air refuelling support for the Oxcart
programme was provided by the 903rd Air Refueling Squadron at Beale AFB, California.
Lockheed Martin
This was based on Lockheed’s tradition of
selecting names related to space, such as
Constellation and Starfighter – Cygnus being
a constellation of stars seen in the northern
hemisphere. The name stuck and was used
by the aircraft’s pilots.
Within the Skunk Works the aircraft were
known by their build, or Article, numbers:
the prototype A-12 was Article 121 and had
the USAF serial number 60-6924. Over the
next two years A-12s were delivered from the
Burbank plant by road to Area 51 and 12 USAF
pilots were hired by the CIA on a suspended
USAF contract, becoming members of the
1129th Special Activities Squadron. But the
question persisted – where to deploy this multi-
million dollar defence asset?
NORTH VIETNAM MISSIONS
The answer was Vietnam, and as US forces
became increasingly embroiled in the
conflict the CIA made repeated requests to
the President’s secretive 303 Committee to
deploy a small number of Oxcarts to Kadena
Air Base on the Japanese island of Okinawa.
When intelligence reports came in
indicating North Vietnam was about to receive
surface-to-surface ballistic missiles, and with
the U-2 facing increased risk of attack from
SA-2s in the vicinity of Hanoi, the CIA finally
received approval to deploy Oxcart to Okinawa.
In May 1967 Operation Blackshield began.
On the 22nd, the first of three ‘Cygnus’
deployed from Area 51 to Kadena in a flight
lasting just over six hours – including three
air refuellings from USAF KC-135Q tankers.
Seven days later all three A-12s (Article
numbers 127, 129 and 131; USAF serials 60-
6930, 60-6932 and 60-6937 respectively) had
arrived safely and Blackshield was declared
ready for operations.
The first operational mission (coded
BX001) took place on the 31st of the
www.aviation-news.co.uk
18-23_a12sDC.mfDC.indd 21
month. Taking off in torrential rain, pilot
Mele Vojvodich (the A-12 was a single-seat
aircraft) first topped-off Article number 131
from a KC-135Q in the Deep Work refuelling
track just southwest of Okinawa before
accelerating and climbing to Mach 3 and
80,000ft (24,384m), entering hostile airspace
over Haiphong. This so-called ‘front door’
entry then proceeded west over Hanoi before
exiting North Vietnam near Dien Bien Phu.
A second air refuelling (A/R) in the Scope
Pearl A/R track over Thailand followed
before another climb and acceleration
was completed and another penetration
of ‘the North’ made near the Demilitarized
Zone (DMZ) – after which Vojvodich safely
recovered Article 131 back at Kadena
following three approaches in driving rain.
The film was downloaded from the Perkin-
Elmer Type 1 camera and flown by special
courier aircraft to the Eastman Kodak plant
in Rochester, New York, for processing. The
imagery was then sent to photo interpreters at
the National Photographic Interpretation Center
(NPIC), located within the Washington Navy
Yard, who prepared the Initial Photographic
Intelligence Report (IPIR). The results were
astonishing: in all, ten priority target categories,
including 70 of the 190 known SAM sites, had
been successfully photographed.
Blackshield successfully completed nine
operational missions during its first three
months. According to a CIA report, mission
BX6705, flown by Jack Layton in Article 127
on June 20, 1967, was the first Oxcart to be
successfully tracked by an enemy’s target
acquisition radar – which must have caused
consternation at CIA headquarters and within
the Skunk Works, given the cost invested in
reducing the aircraft’s RCS.
By mid-July, Blackshield imagery had
determined there were no surface-to-surface
missiles in North Vietnam. Oxcart flights were
becoming invaluable, providing important
intelligence to mission planners about the
enemy’s order of battle (OOB) as well as
high-quality bomb damage assessment
(BDA) imagery.
The problem, however, was the protracted
timelines between film download and receipt
of the IPIR, so the 67th Reconnaissance
Technical Squadron at Yokota AB, Japan,
received the necessary skills, security
clearances and equipment upgrades to
undertake the work as well. From August 18,
1967 this enabled the 67th to provide theatre
commanders with Blackshield imagery and
an IPIR within 24 hours of a mission.
During sortie BX6732, flown by Article
131 on October 28, 1967, Denny Sullivan
saw indications on the radar homing warning
receiver (RHWR) of almost continuous radar
activity focused on his A-12, both inbound
and outbound over North Vietnam, which
culminated in the launch of a single SA-2 –
the first ever at an A-12.
Two days later, during sortie BX6734,
Sullivan was flying Article 129 high over North
Vietnam when, on the first eastbound pass,
between Haiphong and Hanoi, his RHWR
display indicated two SA-2 sites were tracking
him and preparing to engage, but neither
launched. But during the second pass,
Above: Lined-up sequentially on the ramp
at Area 51, seven A-12s, plus the two-seat
pilot-trainer. At the far end are two YF-12
interceptors. Lockheed Martin
Left: This grainy image is a still grab from 8mm
black and white cine film shot by the CIA’s
station head of security at Kadena. It’s one
of only two pictures from the same source to
have emerged to date of Oxcart’s participation
in Blackshield. Roadrunners Internationale
21
05/11/2015 19:25
 Mele Vojvodich was the first Oxcart pilot to
position an A-12 from Area 51 to Kadena and
also first to fly a Blackshield operational mission.
Here he’s wearing the David Clark S-901 full
pressure suit required for flying the A-12. CIA
This picture of Hanoi in North Vietnam shows the excellent capability of the Perkin-Elmer Type
1 panoramic camera used on the A-12. It was taken during Blackshield mission BX6706 on
June 30, 1967 by Jack Weeks, flying Article 129 at 82,000ft. The resolution is such that photo
interpreters at the National Photographic Interpretation Center could locate and identify two
large cargo-hauling Mil Mi-22 Hook helicopters on the ground. CIA via David Robarge

heading west and in the same area as earlier,
at least six missiles were fired from sites
around the capital.
Looking through his rear-view periscope,
Sullivan reported seeing six vapour trails
climb to an estimated 90,000ft behind the
aircraft and then arc towards it. He then
reported observing four missiles, one as
close as 100 to 200 yards (when flying at
speeds of one mile every 1.8 seconds, that’s
extremely close), and three detonations, all
behind the A-12. Six missile contrails were
captured on the Type 1 camera’s film.
After recovering the aircraft back to
Kadena a tiny piece of shrapnel was found
to have penetrated the lower wing fillet, and
history would prove this to be the only enemy
‘damage’ inflicted on any ‘Blackbird’.
The North’s missile activity caused DCI
Richard Helms to order the temporary
suspension of all Blackshield flights, during
which time those involved were given
the opportunity to review and re-evaluate
procedures and routes.
It was more than a month before
operational flights resumed, their
reintroduction seeing a temporary switch of
target areas: for the first time, the ‘collection
area’ was Cambodia. Blackshield missions
BX6737 and 6738 both used Article 131 and
were flown by Mojvodich on December 8,
1967 and, two days later, by Jack Layton.
On December 15 and 16, flights
over North Vietnam resumed. To limit
exposure to the SA-2 risk, mission planners
reorientated the route, moving the track from
an east/west direction to a less productive
south/north route.
The two missions, BX6739 and 6740, flew
without any SA-2s fired at them. But when
Jack Layton flew BX6842, reverting to the
earlier east/west route, on January 4, 1968,
he was attacked by a single SA-2 – again
during the second pass. He activated the
aircraft’s electronic countermeasures (ECM)

LOCKHEED A-12 FLEET

The USS Pueblo as captured on film during the first mission flown over
North Korea on January 26, 1968. National Archives via Talent-Keyhole.com
Serial Article
Number Number Remarks
60-6924 121 Prototype – Palmdale, Blackbird Airpark
60-6925 122 Intrepid Sea, Air & Space Museum, New York
60-6926 123 Crashed May 24, 1963. CIA pilot Ken Collins
ejected safely.
60-6927 124 California Science Centre in Los Angeles. Only
two-seat pilot trainer built.
60-6928 125 Crashed January 5, 1967. CIA pilot Walter Ray
killed after failing to separate from his ejection seat
60-6929 126 Crashed December 28, 1967, seconds after take-off
from Area 51. CIA pilot Mele Vojvodich ejected safely
60-6930 127 Alabama Space & Rocket Museum, Huntsville,
Alabama. Completed 11 Blackshield missions
60-6931 128 CIA Headquarters in Langley, Virginia (not on view
to the public)
60-6932 129 Completed five Blackshield missions, crashed
June 5, 1968. CIA pilot Jack Weeks was killed
60-6933 130 San Diego Aerospace Museum, California
60-6937 131 Southern Museum of Flight, Birmingham,
Alabama. Completed 13 Blackshield missions
60-6938 132 Battleship Memorial Park, Mobile, Alabama
60-6939 133 Crashed July 9, 1964; Lockheed test pilot Bill Park
ejected safely
Note: serial numbers 60-6934, 60-6935 and 60-6936 were allocated to three
Lockheed YF-12A interceptors.

22 Aviation News incorporating Classic Aircraft December 2015

18-23_a12sDC.mfDC.indd 22 05/11/2015 19:25

 equipment, Mad Moth and Blue
Dog, and the missile missed.
THE PUEBLO AFFAIR
On January 23, 1968, US Navy
Auxiliary General Environmental
Research Ship number 2
(AGER-2), the USS Pueblo, was
seized by North Korean naval
forces while undertaking an
electronic intelligence (ELINT)
and communications intelligence
(COMINT) mission in international
waters off the country’s coastline.
President Lyndon B Johnson
summoned his top advisers to
a meeting at the White House
the next day, during which it was agreed
to mount an Oxcart mission for photo
reconnaissance of North Korea. The US
leadership needed to know not only the
location of the beleaguered vessel but also if
North Korea was planning any form of follow-
up action on the ground.
A draft CIA plan already formulated to
overfly North Korea, should the need ever
arise, was therefore about to be implemented
in full. In total, three A-12 sorties would be
flown as a consequence of the Pueblo’s
capture.
The first was BX6847, flown on January
26 by Jack Weeks in Article 131 – just 24
hours after the ship was captured. The A-12
was equipped with Pin Peg, Mad Moth and
Blue Dog II ECM equipment, a System IV
ELINT recorder and a Type 1 camera.
The Pueblo was located at anchor some
distance away from Wonson Bay and,
despite problems with the right engine inlet,
Weeks successfully completed all three
planned passes over North Korea.
The four-hour sortie was a spectacular
success – helped by the fact that 90% of
North Korea was cloud-free. A declassified
critique of the mission noted that 71 of the 84
CIA programmed targets were imaged.
Another body involved in selecting what
the A-12s should look at was the Committee
on Imagery Requirements and Exploitation
(COMIREX), and 81 of its 126 targets were
captured on film. Additional items of interest
photographed were a surface-to-surface
missile location, 13 SAM sites, 12 of which
were occupied, and 752 bonus targets.
The report concluded that BX6847
“obtained good baseline coverage of most of
North Korea’s armed forces, as well as large
portions of the transportation system and
industrial base” – testament indeed of the
platform’s outstanding capabilities.
A second mission, designated BX6853
and consisting of two passes or ‘photo lines’,
was flown in Article 127 by Frank Murray
on February 19 and was equipped with the
same sensors as the previous incursion. Of
the programmed targets, 88% were cloud-
free, however this was not the case with the
position of the Pueblo.
On May 6, Jack Layton launched Article
127 on sortie BX6858 and headed out on
www.aviation-news.co.uk
18-23_a12sDC.mfDC.indd 23
When Oxcart was terminated, the remaining
aircraft were initially stored in a hangar at
Palmdale. The aircraft displaying the red
serial number 77835 is in fact Article 131,60-
6937. The bogus identification was applied
while it took part in Blackshield, when the
aircraft would have also been devoid of all
other markings. Lockheed Martin
Oxcart’s third mission to North Korea, which
would prove to be the final operational flight
of the entire A-12 programme.
The reconnaissance ‘take’ was
disappointing compared to the earlier
two as 50% of the programmed targets
were shrouded by cloud and haze, Layton
recovering back at Kadena after a flight
lasting 3hrs 30mins.
Although the procurement of such
intelligence was not of direct benefit to the
crew of the Pueblo, who were beaten and not
released by their captors until nearly a year
had passed, the flights ascertained that ‘the
North’ was not about to follow-up with action
south of the DMZ.
As for the Oxcart programme, political
sensitivities ensured the aircraft would
never be authorised to conduct the mission
for which it was originally designed – to
fly over the USSR. Plus, with the CIA’s
Corona film-return reconnaissance satellite
project becoming more reliable, Oxcart
was not of use. However, Blackshield had
demonstrated the value of a ‘hot-spot, quick-
look’ manned reconnaissance vehicle and
One of the A-12s on display in the US. This aircraft is at the CIA’s headquarters in Langley,
Virginia, and not on display to the public. CIA
its ability to respond with minimal
lead times, but in so doing
Oxcart had in effect become a
tactical collection platform in a
conventional military conflict –
something completely outside the
CIA’s modus operandi but well
within the remit of the USAF’s
Lockheed SR-71 Blackbird.
Indeed, senior members of the
Bureau of the Budget (BoB) had
been questioning the necessity
of funding both the covert
CIA A-12 programme and the
‘overt’ USAF SR-71 programme
since November 1965. Finally,
following a protracted fight,
and despite continued objections raised by
DCI Richard Helms, an original decision to
terminate Oxcart was reaffirmed on May 16,
1968, by Secretary of Defense Clark Clifford
– and endorsed five days later by President
Johnson.
In total, 63 Blackshield missions had been
planned, of which 29 were actually flown –
the main reason why flights were cancelled
was usually because of poor weather in the
collection area.
The new kid on the ‘Mach 3+
reconnaissance block’ was the USAF’s
Lockheed SR-71, a two-seat descendant of
the A-12. This heavier aircraft with slightly
uprated engines boasted an enhanced
sensor package that could include a powerful
ground-mapping radar, capable of collecting
high-resolution radar imagery of targets
through cloud.
Furthermore, in addition to conducting
invaluable peripheral reconnaissance
missions of the Soviet Union and overflying
other areas of conflict of interest to the US,
Strategic Air Command (SAC) integrated the
SR-71 into the Single Integrated Operational
Plan (SIOP).
For this the aircraft was to be used
to provide post-strike bomb damage
assessment (BDA) after a nuclear exchange.
As a result of these key differences between
the two aircraft, the USAF’s association with
tri-sonic strategic reconnaissance aircraft
would last for more than 20 years.
23
05/11/2015 19:25

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 JUMBO
HOTSPOTS With the number of Boeing 747s in operation in decline,
Charles Kennedy summarises the best airports to see the
much-loved airliner and assesses the type’s development.

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 I
n 1960, at the dawn of the jet age, a
ticket from London to New York cost
£250 on a 707, VC10 or Comet 4 – but
to put that in perspective, a house in
London cost £800. Air travel was strictly for
the super rich, diplomats, heads of industry
and film stars.
Only a decade later, the Boeing 747
entered service and changed air travel for
good. The gigantic leap in capacity, from
189 on a packed 707 to upwards of 400 on
a jumbo jet, meant the advent of affordable
long-haul trips for the common man for the
first time.
DEVELOPMENT
Production of the 747 – the -100, -200, -SP
(ultra long-range ‘Special Performance’) and
-300 (which debuted the stretched upper
deck) – thrived through the 1970s and early
’80s, reaching a combined total of 647
including 73 pure freighters. These variants
would latterly be referred to by Boeing as
Classic versions of the 747.
By the mid-1980s however, airlines
began pushing Boeing to evolve the
British Airways Boeing 747-436 G-BNLV lifts
off from Runway 27L at London’s Heathrow
Airport. Three other BA jumbos are lined
up at Terminal 5 in the background. The
company operates the world’s largest
747 fleet, with 35 currently in service.
AirTeamImages.com/Alex Peake
www.aviation-news.co.uk
26-32_jumboJR.mfJRDC.mfDC.indd 27
design, and the result was the 747-400,
incorporating the -300’s elongated upper
deck but adding a bigger and lighter new
wing, new engines, new software and a
two-person digital flight deck that reduced
the number of dials, gauges and knobs from
971 to 365.
The first 747-400 flew on April 29, 1988
and entered service with Northwest Airlines
on February 9, 1989 on a short hop from
the airline’s snowbound hub in Minneapolis
down to sunny Phoenix. Singapore Airlines
was next, introducing the type straight onto
its flagship London route, non-stop, on May
31. Northwest’s first long-haul trip with its
new jumbo was the following day, June 1,
from New York to Tokyo.
British Airways received its first 747-
436, the first to be powered by Rolls-Royce
engines, on June 30 and another loyal
Rolls-Royce customer, Qantas, made history
on August 17, flying its first 747-438 on its
delivery flight all the way from London to
Sydney non-stop in 20hrs 9mins – setting
a distance and endurance record for a jet
airliner.
The -400 went on to become the most
successful single variant of the 747, selling
633 models including 166 freighters and 61
combis (combination of passengers and
cargo on the main deck). Thai Airways,
Japan Air Lines, United Airlines, Cathay
Pacific and Singapore Airlines were among
the most prolific operators.
But rising fuel prices and the reliability of
twin jets on long, overwater stretches meant
that by the mid 2000s, squeezed by the
people-moving capability of the A380 and
phenomenal all-rounder the twin-engine
777-300ER, the clock was ticking for the
747-400.
The last -400 passenger aircraft was
delivered to China Air Lines of Taiwan in
2005. After that the remaining deliveries
were all freighters, with the last year of
production being 2009, when eight 747-400s
were built. The last, an Extended Range
Freighter, was delivered to Kalitta Air on
December 22, 2009.
WITHDRAWALS
The first major 747-400 operator to retire the
type was Japan Air Lines, which flew its last
flights into Tokyo Narita on March 1, 2011
– JL75 from Honolulu followed by JL3098
from Okinawa. Another farewell came the
following year when Singapore Airlines retired
its last passenger jumbo on April 6, 2012, with
a special flight, number SQ747, from Hong
Kong.
Malaysia Airways (MAS), Air New Zealand
and Garuda stood down their last 747s in
2014 as did All Nippon Airways (ANA) whose
last 747s were the last operational 747-400Ds
– D for domestic.
This variant was developed by Boeing as
a people-mover for the Japanese domestic
market, with strengthened landing gear
and other components that would suffer
additional wear and tear from daily multiple
short sectors. The model’s most distinctive
visual feature was a lack of winglets, which
only create measurable efficiencies in
medium and long-haul cruise, not one-hour
hops.
Other airlines famous for their 747 fleets
fly on – in some cases in large numbers and
still on intercontinental routes, such as British
Airways, KLM, Lufthansa, United and Delta.
Others maintain just a handful of jets, used
on short-haul routes, and with interiors not
updated with the carrier’s latest long-haul
products.
Cathay Pacific, whose jade green jumbos
once parked in front of terminals at London
Heathrow, New York JFK and Sydney,
now uses its diminished fleet ad hoc when
capacity requires on Asian routes, showing
up unannounced at Jakarta, Bangkok and
Osaka; the only remaining schedule is to
Tokyo Haneda.
It’s a similar tale with Korean Air – other
than summer rotations to Prague, its 747s
fly ad hoc to Bangkok and Guam and on
domestic runs. Air India’s last 747s only fly
to Jeddah, from Mumbai via Hyderabad and
from Kozhikode via Kochi.
A few second-hand machines have
found new lives. Iraqi Airways, Wamos
(previously Pullmantur Air) and Orient Thai
fly two jumbos each. Max Air and Kabo
Air, both of Nigeria, have one each for Hajj
flights to Jeddah. Russia’s Transaero was
a big fan of the type, amassing 20 from
various sources and with all three engine
types (General Electric, Rolls-Royce and
Pratt & Whitney), although the airline’s
recent financial woes and grounding mean
an uncertain future.
The news for fans of the ‘Queen of the
Sky’ isn’t all doom and gloom, of course, as
Boeing stretched the fuselage and created a
new wing to launch the 747-8, which took to
the air for the first time on February 8, 2010.
At the time of writing, this ‘new generation’
jumbo remains in production even though
sales have been meagre.
Boeing has orders for 68 747-8F freighters
but just three airlines have ordered the 747-8
Intercontinental passenger variant, totalling
45 aircraft: Lufthansa (19), Air China (seven),
Korean Air (ten). Various business jet/VIP
operators (nine) have also ordered the -8
variant.
For passengers, the 747-8I is an absolute
delight. It incorporates the latest cabin design
technology and is very quiet.
The new 747-8I fleet and the youngest
of the 747-400s at diehard jumbo fans
like Lufthansa and British Airways (both
of which insist their 747-400s will be in
service to at least 2023), mean the type
will remain in service for the foreseeable
future.
If the trickle of 747-8Fs keeps flowing
off the production line in Seattle for a few
more years, in 2020 the 747 may reach 50
years not just in service but in production, an
incredible milestone shared only by Boeing’s
ubiquitous 737.
27
05/11/2015 19:36
 HOTSPOTS
AMSTERDAM AIRPORT
SCHIPHOL
Schiphol airport is home to one of the biggest
747 operators in the world, KLM, with 22 active
747-400s in the fleet – five pure passenger
aircraft, 15 combis with main deck side cargo
doors (SCDs) and an additional two SCD
aircraft in full passenger configuration.
Los Angeles, Toronto, St Maarten and
Curaçao, Paramaribo, Nairobi, Beijing,
Shanghai and Tokyo Narita all see full
passenger aircraft from Schiphol.  Seoul, Hong
Kong, Chicago, Toronto, Mexico City, Chengdu Above: Dutch airline KLM maintains a fleet of 22 747-400s which it operates on routes from its
and Houston are all served exclusively by base at Amsterdam Schiphol. AirTeamImages.com/nustyR
combi aircraft.
Below: Anchorage sees a wide variety of Boeing 747 cargo operators such as this National Air
KLM has transferred its three remaining
Cargo 747-428BCF N919CA. AirTeamImages.com/Darren Howie
747-406F pure freighters to its Martinair
subsidiary, flying to Buenos Aires, Santiago,
Quito, Bogota, Miami, Johannesburg, Dar es
Salaam (Tanzania), Nairobi, Harare and Cairo.
Foreign 747 visitors to Amsterdam include
MASkargo (the cargo division of Malaysia
Airlines) and Singapore Airlines Cargo.  Both
were once prolific operators of the passenger
variant but still fly the cargo 747.  Russian
cargo airline AirBridgeCargo comes in
regularly as do Saudia Cargo, and Centurion
Cargo from Miami.
The only other passenger airline to fly
747s to Amsterdam in 2015 is KLM codeshare
partner Delta Air Lines, with jumbo flights from
Detroit and Atlanta.

TED STEVENS ANCHORAGE

INTERNATIONAL AIRPORT
Alaska’s biggest city, Anchorage, is near
the polar route between northeast Asia (for
example Korea, Taiwan and Japan) and North
America and Europe.  In the days of the Cold
War when overflight of the Soviet Union was
difficult, and before the advent of ultra long-
haul aircraft, its location made it an essential
point for fuel stops, initially by 707s and DC-8s
and later 747-100s and -200s.  In the middle of
the night, dozens of jumbos would arrive to fill
their tanks on journeys such as Los Angeles
to Seoul, Tokyo to London and Taipei to New
York.  Indeed, the last example was the final
passenger flight to route through the Alaskan
gateway, when China Airlines switched from
the 747-400 to the 777-300ER last year.
However, Anchorage’s Ted Stevens
International Airport remains a stopover for a
wide range of cargo 747s.  This is due partly
to the greater efficiencies achieved by carrying
less fuel and stopping en route to refuel
compared with bearing the weight of the fuel
needed for the entire trip.  In addition, unlike
passengers, cargo does not protest at an extra
hour spent on the ground somewhere along
the way.  New York JFK and Seoul (747-400F).
The other benefit of a stop somewhere like
Anchorage is that the critical mass of cargo
flights passing through creates the potential
for transshipment between flights.  Dozens
of flights a day not only collect fuel but also
exchange payloads, usually between flights of
the same airline but also between carriers.
Because cargo flying is not restricted by
the same bilateral agreements that restrict
passenger flying, usually to include the
home country of the airline at one end of the
route or the other, the destinations served
by Anchorage’s 747 cargo operators is a
truly cosmopolitan mix and often far from
their home base.  In some cases the routes
flown do not even touch their home country
and many are destinations the passenger
operation of their parent company doesn’t
serve.  Some routes operate through
Anchorage in only one direction, returning via
a different continent.
Here is a list of regular visitors, and the
cities they fly to or from (although many are ad
hoc or charters, so do not observe a published
timetable, and some services only operate
occasionally).  Worth, Guadalajara, Miami, New York JFK,
AirBridgeCargo Airlines: Amsterdam,
Chicago, Los Angeles, Moscow Sheremetyevo
and Shanghai Pudong (747-400F).
Air China Cargo: Beijing, Chicago O’Hare,
Dallas Fort Worth, Shanghai Pudong (747-
400F).
Asiana Cargo: Atlanta, Los Angeles, Miami,
Cargolux: Hong Kong, Los Angeles and
Luxembourg (747-400F and 747-8F).
Cathay Pacific Cargo: Atlanta, Chicago,
Columbus, Dallas Fort Worth, Guadalajara,
Hong Kong, Houston, Los Angeles, Mexico
City, Miami, New York JFK, San Francisco,
Toronto, Vancouver (747-400F, 747-8F).
China Airlines Cargo: Atlanta, Chicago-
O’Hare, Dallas Fort Worth, Houston, Osaka-
Kansai, Los Angeles, Miami, New York JFK,
San Francisco, Taipei (747-400F).
China Cargo Airlines: Chicago, Shanghai
Pudong (747-400F).
China Southern Cargo: Chicago O’Hare,
Shanghai Pudong, Zhengzhou (747-400F). 
Etihad Cargo: Abu Dhabi, Hong Kong (747-
8F).
Eva Air Cargo: Atlanta, Chicago O’Hare,
Dallas Fort Worth, Los Angeles, New York
JFK, Osaka Kansai, San Francisco, Seattle,
Taipei, Vancouver (747-400F).
Kalitta Air: Cincinnati, Columbus, Hong
Kong, Indianapolis, Khabarovsk (747-200F and
747-400F).
Korean Air: Chicago O’Hare, Dallas Fort
Seoul, Toronto (747-400F and 747-8F).
National Air Cargo: Chicago O’Hare, Dallas
Fort Worth, Los Angeles, Nagoya, New York
JFK, Tokyo, Tulsa (747-400F).
Polar Air Cargo: Cincinnati, Hong Kong, Los
Angeles, Seoul, Singapore, Tokyo.
Singapore Airlines Cargo: Dallas Fort
Worth, Hong Kong, Los Angeles, Nanjing,
Singapore, Xiamen (747-400F). 
Southern Air: Cincinnati, Hong Kong (747-
200F and 747-400F). 
UPS: Chicago-Rockford, Hong Kong,
Louisville, Newark, Ontario (California), Osaka
Kansai, Seoul, Shanghai Pudong, Taipei (747-
400F).

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 BANGKOK:
SUVARNABHUMI AIRPORT
Thailand’s capital serves a huge tourism
and business market and is a major point
for connections throughout the region and
beyond.  Home carrier Thai Airways runs
a fleet of 12 747-400s from Suvarnabhumi
Airport to Sydney, Tokyo’s Haneda Airport,
Beijing, Milan and Munich.  Notably, HS-TGP
is painted in the original livery styled by SAS in
the 1960s.
Orient Thai is a carrier based in Bangkok
with a fleet of four 747-400s.  Two have recently
been on lease to Saudia and the other two
are run ad hoc on charter flights to and from Above: One of the more colourful liveries still worn by the Boeing 747 belongs to Thai Airways
which operates a fleet of 12 747-400s from Bangkok’s Suvarnabhumi Airport. AirTeamImages.
Bangkok and Phuket to secondary Chinese
com/Dominik Spuller
cities such as Shenzhen and Guangzhou. 
Orient Thai’s sole scheduled destination, Hong Below: Beijing Capital International Airport is one of the few places enthusiasts can still see
Kong, also receives the jumbos although this Boeing 747SPs and 747-200s, Iran Air using them on its services to Tehran. One of its 747SPs,
route is shared with its 767-300s and 737s EP-IAC, taxies onto stand at the airport. AirTeamImages.com/Weimeng
depending on the load, with aircraft assigned
sometimes just hours beforehand.
China Airlines of Taiwan is the sole foreign
carrier operating 747 passenger schedules
into Bangkok.  The airport also sees regular
visits by 747 freighters from UPS, Singapore
Airlines Cargo, Eva Air Cargo, Korean Air
Cargo, Cargolux and Nippon Cargo Airlines.
  
BEIJING CAPITAL
INTERNATIONAL AIRPORT
The Chinese capital sees daily 747 action
from based carrier Air China, whose 747-4J6
fleet is down to just three, mostly operating
on domestic runs to Shanghai and other local
destinations.  The airline’s seven new 747-8I
stretched jumbos are, however, deployed on served by a passenger version of the 747-200 British Airways (summer only) and KLM
three high-demand and prestigious ultra long- and equally rare 747SP – Iran Air still uses also fly the 747-400 to Beijing on daily services
haul flights, to San Francisco, New York JFK both types on flight IR800/IR801 from and from London and Amsterdam respectively, and
and Frankfurt. back to Tehran’s Imam Khomeini International there is an assortment of freight services here
Beijing and Kuala Lumpur are the last cities Airport. including homegrown carriers Yangtze River
Express and Great Wall Airlines.
 
FRANKFURT AIRPORT
Germany’s premier airport, Frankfurt, is
another major base for a prolific 747 operator
– Lufthansa – which not only retains 13
747-430s (from a high of 35) but was also
the launch customer for the stretched and
refreshed 747-8 Intercontinental, operating 19
aircraft.
Destinations include Osaka Kansai,
Seoul, Tokyo’s Narita International Airport,
Toronto, Vancouver, Boston, Newark, Madras,
Mumbai, Orlando, Rio de Janeiro, Denver and
Dubai.  Lufthansa has a policy of squeezing
maximum utilisation from its fleet and will fly
the 747s up to 115,000 hours, meaning the
youngest -400 will be in service until 2024.
Frankfurt has a daily 747-8I arrival from
Beijing by Air China and a -400 each from
China Airlines of Taiwan from Taipei and
United Airlines from San Francisco.  Freight
operators include AirBridgeCargo Airlines
from Russia, Saudia Cargo and Korean Air
Cargo.
Left: Two Lufthansa 747-400s taxi out at
the carrier’s Frankfurt base. The German
airline operates a mixed fleet of -400 and -8I
variants. AirTeamImages.com/Felix Gottwald

www.aviation-news.co.uk 29

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 HONG KONG
INTERNATIONAL AIRPORT
Cathay Pacific is Hong Kong’s resident airline,
flying to five continents from Hong Kong
International Airport.  Although historically
a major 747 operator, the airline is down
to three passenger examples that only fly
ad hoc depending on demand and the
availability of the rest of the fleet, making
cameo appearances at destinations such
as Jakarta, Bangkok, Kuala Lumpur and
Singapore.  Just one scheduled rotation
remains, a late afternoon trip to Tokyo’s
Haneda International Airport with the aircraft
and crew staying overnight there and
returning to base the next morning.  These
three jets are due to be phased out within
months.  Cathay, which worked with Boeing Above: Polar Air Cargo 747-46NF N452PA comes in to land at Hong Kong International Airport
to develop the BCF (Boeing Converted while two United Airlines jumbos wait to depart. Nik French
Freighter) programme for unwanted 747-400 Below: China Airlines Cargo 747-400F B-18723 lifts off from LAX. The Californian airport is a
passenger jets, continues to run ten 747-400 major hub for freight flights. AirTeamImages.com/Andres Meneses
freighters and 13 747-8 Freighters to airports
in every corner of the globe, including many
not served by the passenger division such as
Chicago and Miami.
Hong Kong also sees passenger 747
flights from San Francisco by United, from
Bangkok by Thai Airways (and occasionally
by Orient Thai) and Seoul (Incheon) from
Korean Air.  Lufthansa sends its state-of-the-
art 747-8I from Frankfurt.
Cargo 747s visit regularly, most notably
from Martinair, Nippon Cargo Airlines, Polar
Air Cargo, UPS, Singapore Airlines Cargo
and Saudia Cargo.
 
LONDON:
HEATHROW AIRPORT While Heathrow was once served by 747s Johannesburg, Kuwait, Las Vegas, Mexico
The very first 747 passenger flight arrived from numerous carriers these days the number City, Miami, Moscow Domodedovo, Phoenix,
here on January 22, 1970 from New York’s is significantly reduced. However, Heathrow Riyadh, São Paulo, San Francisco and
JFK, opening the floodgates to the world’s is home to the world’s biggest passenger Vancouver.  Additional 747 destinations for
jumbos – TWA, Air India, Qantas, Japan Air 747 fleet, operated by British Airways – still summer 2016 include Abuja, Beijing and
Lines, Air Canada, Singapore Airlines and 35-strong after the retirement of 22 jets and Houston.
Varig to name but a few. flying daily services to five continents, starting Since British Airways’ Terminal 5 facility
Although intended for long-haul service, with the ‘Speedbird 117’ departure every is too small for all its operations, the airline
to meet rising demand Olympic flew 747s morning at 0825hrs to New York JFK. has elected to move some of its flights to
for a period on scheduled runs from Athens By the end of the day, BA jumbos have Terminal 3, the latest of which are all 747
– as did Air France occasionally from Paris also left for Accra, Boston, Cape Town, destinations – Accra, Denver, Las Vegas,
before the opening of the Channel Tunnel. Chicago, Dallas Fort Worth, Denver, Dubai, Miami, Nairobi, Phoenix and Vancouver all

30 Aviation News incorporating Classic Aircraft December 2015

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 moved across the airfield to a new home on
October 14.  International Airport has seen as many 747
Competing hometown carrier Virgin
Atlantic has recently announced that its last
747 flights here will be the VS5 departure to
Miami at 1235hrs and the VS45 to New York
JFK at 1400hrs up until April 17, with San
Francisco’s VS19 service switching to smaller
hardware a month earlier on March 27.
In recent years United Airlines has
operated a San Francisco to Heathrow
service when the summer timetable is in
effect and plans to do so for 2016.
In the past, Kuwait Airways occasionally
deployed its government’s sole 747-469M,
9K-ADE (c/n 27338), on scheduled routes
to London.  The aircraft has recently been
stood down from transporting state officials
and is now used full-time on passenger
flights, often to London, although this varies
month to month.
Heathrow also hosts regular cargo flights
by Singapore Airlines Cargo, Kalitta Air and
Cathay Pacific Cargo and VIP/head-of-state
flights with various jumbos including some of
the last 747SPs, which live in the Persian Gulf.  for cargo flights, and sees regular arrivals
  
LOS ANGELES
INTERNATIONAL AIRPORT
The gateway to Hollywood, LAX receives
several passenger 747 services, albeit all of
them non-US operators.
Qantas is the most prolific, using
Los Angeles as a hub with 747 flights to
Melbourne, Sydney and Brisbane to the
west and to New York’s JFK to the east.
Lufthansa uses its new 747-8I and KLM
sends a daily 747-406 combi.  Cargolux,
Cathay Pacific Cargo, Kalitta Air, Asiana
Cargo and the cargo divisions of China
Airlines and Singapore Airlines all send 747
freighters, including -8Fs from the first two.
it is a major crossroads and John F Kennedy
movements as anywhere else.  The ‘City By The Bay’ is the main
Qantas flight QF11 arrives every
afternoon at 1715hrs from Los Angeles,
departing as QF18 at 1845hrs back to Los
Angeles and on to Australia.  This flight is
only bookable as part of an international
ticket (eg JFK-LAX-SYD) but does allow
stopovers – the only domestic flight in
the US operated by a foreign carrier with
anything approaching local traffic rights.  Additionally, ‘SFO’, as it is commonly
Another interesting visitor is Air China,
whose flight CA981 comes in every
afternoon at 1330hrs from Beijing operated
by its new flagship, the 747-8I – leaving
again at 1550hrs back to China as CA982.
JFK is also notable for the huge volume
of 747s operated by British Airways from
London Heathrow.  Of the carrier’s eight
daily flights, up to six are flown by its hard-
working fleet of 747-436s.  Lufthansa and
KLM also fly in with 747s from Frankfurt and
Amsterdam.
The airport is also an important hub
from Nippon Cargo Airlines (including the
747-8F), Kalitta Air (including 747-200Fs) and
Cargolux (400Fs and -8Fs).
SAN FRANCISCO
INTERNATIONAL AIRPORT
international hub for United Airlines, which
means most of its fleet of 23 747-400s
pass through daily on transpacific flights to
Asia.  Destinations include Tokyo Narita,
Shanghai Pudong, Hong Kong, Tokyo, Seoul
and Taipei, plus transatlantic services to
Frankfurt and, in the summer only, London’s
Heathrow Airport.
known, receives a daily Air China 747-8I
service from Beijing at 1220hrs, turning
around and leaving two-and-a-half hours
later at 1450hrs.  Virgin Atlantic will continue
to serve the city from London until March 27,
and KLM flies in every summer with the 747
from Amsterdam (A330 in winter).
Although the later of the pair of British
Airways’ daily 747s has been replaced by an
A380, the early flight, ‘Speedbird 285’, in at
1410hrs and back to London at 1615hrs as
‘Speedbird 284’, remains a jumbo.
A rare triumph for the 747 late in her
career is to be part of a route launch, when
Qantas returns after a five-year absence with
a 747-400ER service from Sydney beginning
on December 18.

NEW YORK: JOHN F KENNEDY

INTERNATIONAL AIRPORT
New York was the departure point of the
world’s first Boeing 747 flight on January
21, 1970, operated by Pan Am to London
Heathrow.  As one of the world’s great cities
Above: Qantas Boeing 747-438ER VH-OEF (32910) in the final stages of a flight from Los
Angeles to New York JFK. Qantas flies a 747 daily from Sydney to LAX and then on to JFK,
reversing the route on the return journey. AirTeamImages.com/KSK
Below: San Francisco is an international hub for United Airlines, its 747-400 fleet operating
several routes from the airport, particularly on transpacific services. AirTeamImages.com/TT

www.aviation-news.co.uk 31

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 Above: Sydney’s only foreign airline using the 747 is Thai Airways. AirTeamImages.com/Angelo
Bufalino
Below: At Seoul’s Incheon Airport, Korean Air is the largest 747 operator, retaining a fleet of 13
passenger -400s in addition to its growing -8I fleet. It also has 15 747-400Fs and ten 747-8Fs.
AirTeamImages.com/JangSu Lee
SEOUL: INCHEON
INTERNATIONAL AIRPORT
Seoul’s Incheon International Airport is
home to two 747 operators.  The busiest
is Korean Air, which is the third (along
with Lufthansa and Air China) and latest
customer for the passenger 747-8I.  The
airline has received half of the ten -8Is it
ordered and uses the type on services to
Frankfurt, with San Francisco and New York
soon to follow. 
It has also retained 13 747-400s, albeit
only for services to regional and leisure
destinations such as Bangkok, Hong Kong,
Tokyo and domestic resort destination Jeju
Island, and also flies 15 747-400 and ten 747-
8F freighters.
Asiana is in the final stages of disposing
of its 747 fleet – but for now retains four
passenger aircraft (two full passenger and
two combis) for flights to destinations such
as Hong Kong and Tokyo, plus ten 747-400
freighters whose future is more assured.
retirement of its last 707 in 1979 until the
arrival of the first 767s in 1985.
Today Qantas retains five Rolls-Royce-
powered 747-438s (out of 25 originally
delivered) and all six of its unique General
Electric CF6-powered 747-438ERs, the only
passenger examples of the better known
747-400ERF freighter.  The 747-400ER
can fly 500 miles (805km) further than a
regular 747-400, making the long non-stop
trip across the Pacific to California less of a
stretch.
From Sydney, Qantas flies 747s to Los
Angeles and, starting on December 18, San
Francisco.  The four-engine reliability comes
in handy on two other very long oceanic trips
– to Santiago in Chile in one direction and
Johannesburg in the other.  Tokyo’s Haneda
International Airport also gets a nightly 747
service from Sydney.
Thai Airways flys the 747 into Sydney
from Bangkok and there are regular cargo
arrivals from Polar Air Cargo, Kalitta Air and
Singapore Airlines Cargo.
TORONTO PEARSON
INTERNATIONAL AIRPORT
Canada’s busiest airport, Toronto’s Pearson
International, sees daily 747 arrivals from a
trio of European airlines.  British Airways,
KLM and Lufthansa all fly the jumbo from
their hubs at Heathrow, Amsterdam and
Frankfurt.  AirBridgeCargo Airlines and
Cathay Pacific Cargo are also regular visitors
with freight services.

SYDNEY AIRPORT
It was the advent of the 747 that made
Australia an affordable place to travel to
or move to for the masses, and for many
of the country’s immigrants to visit their Above: Lufthansa Boeing 747-430 D-ABVZ taxies in at Toronto Pearson International Airport.
birthplaces.  Canada’s busiest hub hosts daily 747 flights from the German carrier, along with others from
Qantas was an all-747 airline from the British Airways and KLM. AirTeamImages.com/Kavin Kowsari

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26-32_jumboJR.mfJRDC.mfDC.indd 32 05/11/2015 19:37

 VISTAJET
SILVER SERVICE
I
n the space of 11 years, Thomas Flohr has
grown VistaJet from a fleet of three jets
based in Europe to a company operating
worldwide with over 50 aircraft. The former
asset finance executive from Switzerland
remains VistaJet’s sole shareholder and in
an interview with Forbes magazine last year
revealed it was his own frustrations with
private flying that led to the launch of VistaJet.
“When I entered this industry, I entered it out of
frustration that there was no product available
which was simple and physically available on
a consistent basis anywhere in the world. I
didn’t feel that whatever was available in the
marketplace gave value for what you actually
paid.”
Today VistaJet is one of the leading names
in the private jet market. Its Chief Commercial
34
34-38_vistajetJRDC.mfDC.mf.indd 34
Officer, Ian Moore told Aviation News that the
company has been growing its top line for the
last couple of years at “approximately 20-25%”.
“They’re really positive numbers in a market
where I think most people have stayed flat,” he
explained. “We’ve done that by being bold in
our decisions; back in 2010 to 2012 VistaJet
was buying new aircraft and entering new
markets, not being fearful of entering a new
region, like Africa for example. The traditional
European or American markets are a lot
easier to operate in, but ultimately that was
not where the business was. Because of our
willingness to do business in new regions, we
have now connected a lot of European and US
corporations to those locations as well.
“Our global strategy has helped us grow
our top line and it has been an incredibly
impressive performance from the company,
but based on some pretty bold decisions early
on in what I would say was the eye of the
cyclone of the financial crisis. We have to give
a lot of credit to Thomas [Flohr] who made
that decision to invest in regions and invest
in aircraft. People two, three, four years later
were trying to catch up and as you know in this
business, if you are not being bold and making
decisions you miss cycles.”
PRODUCTS
Moore openly admits that what VistaJet
provides isn’t for everyone and says the
company doesn’t want to cater for the entire
private jet market. VistaJet offers two products,
which it calls ‘On Demand’ and ‘Program’. On
Demand is comparable to charter services
Aviation News incorporating Classic Aircraft December 2015
05/11/2015 19:15
 VistaJet Chief Commercial Officer
Ian Moore explains to Aviation News
Assistant Editor James Ronayne
how the company has risen from a small
European operator to one of the
world’s market leaders.

Above: VistaJet Chief Commercial Officer,

Ian Moore. VistaJet

Main photo: Bombardier Global 6000 9H-VJH rests on the tarmac at Athens
International Airport in between flights. The type has a range of 6,000nm
and can accommodate 15 passengers. AirTeamImages.com/Alex Filippopoulos

offered by other companies, dealing with ad-
hoc flights often arranged through brokers.
Whereas Program is aimed at high net-
worth individuals and corporations who are
typically flying 100 hours or more a year,
replicating ownership without the financial
burden of running a private jet. “Owning an
aircraft does suit people if they are flying 500+
hours per year and they want something that’s
custom kitted,” he explained. “The downside is
that the aircraft needs to go into maintenance,
so you are going to have an aircraft that you
are buying for 365 days a year, but probably
getting it for 320. With VistaJet you have – with
24 hours’ notice – a fleet of aircraft available to
you 365 days a year.”
Moore says the combination of significant
maintenance checks and reoccurring
issues coupled with the administration
of flight operations can leave private jet
owners frustrated. “They are often creating
departments within their businesses to service
their aircraft and the whole point of it for them
was to save time and be more efficient,” he
added. “They can free up all that capital by
coming with a company like VistaJet and put
their money into real investments that have a
return.
“That’s where I think the model VistaJet
provides gives a really transparent and hassle-
free approach to aircraft ownership without the
asset exposure, which is a real win-win. We’re
really a CFO’s [chief financial officer’s] dream;
they know exactly what the price is going to be
over the three-year period.”
Because of the bespoke nature of the
Program offering, sales are almost exclusively
completed directly with VistaJet. “It is a very
disciplined sale, we’re not out there trying
to find every single person that wants to fly
privately and bring them in because that would
make our operation very unprofitable,” said
Moore.
“We’re looking at understanding what the
client needs and we may not be for everyone.
If we can deliver a package and a proposal
that suits their needs, then it is a win-win.
We want to differentiate ourselves in the
marketplace.”
Moore revealed that around 50% of the
company’s revenue now comes from its
Program, up from roughly 40% four years ago.
The customer base has also been growing
steadily by about 30-40% in recent years.

www.aviation-news.co.uk 35

34-38_vistajetJRDC.mfDC.mf.indd 35 05/11/2015 19:15

 Above: VistaJet operates an all-Bombardier business jet fleet. This photo was taken at the
manufacturer’s Montreal facility in September 2014 to mark the delivery of eight jets to the
company in the space of just 30 days. VistaJet

Left: Sole shareholder Thomas Flohr started VistaJet operating a fleet of three Challenger
aircraft around Europe. These days the company flies to all the world’s major continents and
has 50 Bombardier business jets. VistaJet

Global 6000 Global 5000 Challenger 850 Challenger 605 Challenger 350
Range in hours 13hrs 11hrs 6hrs 30mins 8hrs 7hrs 15mins
Maximum Range 6,000nm 5,200nm 2,800nm 4,000nm 3,200nm
Maximum Speed 590mph 590mph 528mph 541mph 541mph
Seating 15 13 14 12 9
Baggage Capacity 195ft3/5.52m3/454kg 195ft3/5.52m3/454kg 202ft3/5.72m3/408kg 114.00ft3/3.25m3/408kg 106.00ft3/3.00m3/340kg

FLEET
VistaJet’s impressive growth has been
supported by a vast expansion of its all-
Bombardier business jet fleet. It currently
offers the Challenger 350, Challenger 605,
Challenger 850 and both the Global 5000 and
6000. The operator has also committed to the
new Global 7000 and 8000 platforms.
Last year it set a record when it took
delivery of eight aircraft in just 30 days and in
December it received five Challenger 605s in a
single day. Asked what it is that VistaJet likes
about the Bombardier product line, Moore said
unequivocally: “The cabin experience. Our
clients turn right when they board the aircraft,
not left, so the most important thing is that the
onboard experience is an extension of their
own lifestyles. Bombardier has done a great
job of providing a very competitive in-class
cabin experience for our customers and that
has been passed on.”
The fleet’s average age is just 18 months
and VistaJet only operates aircraft under
warranty. Moore says this is customer driven
and supports the firm’s reputation for operating
new aircraft. “Our customers expect that and
you’ll notice all the way through the financial
crisis of 2008… we remained committed to
providing new aircraft,” he explained. “If you
look at our competitors they have let their fleet
age and haven’t dropped their prices. They’ve
created margins by adding older aircraft but
charging the customers the same rate.”
Operating aircraft under warranty also
provides VistaJet with benefits because
the company knows what its maintenance
costs will be. “That is really important for us
because we’re locking ourselves in to a three-
year contract with a customer,” he explained.
“Having aircraft in warranty is incredibly
important.”
Earlier this year the company phased out
the last of its Learjet aircraft, the entry-level
jet is now the Challenger 350. Moore says
the decision to go for a larger entry-level jet
was both customer and strategy driven. “In
late 2010 we decided we were going for larger
cabin and long-range flying. We focused
on that market and let the other companies
compete at the lower end where there is a
little bit more price sensitivity,” he revealed.
“We’re not trying to be everything for everyone.
We’re looking for customers who like the larger
cabins. Equally we connect regions and the
Challenger 350 can do this effectively – it
can connect the Middle East to Europe, and
Europe to Africa. The Learjet aircraft were
very regional and therefore we didn’t have
the advantage of moving them around our
fleet. Our customers were naturally gravitating
up from the Learjet 60 so we went with the
Challenger 350 – but also from a global
expansion [perspective], it made sense to
have our lowest entry aircraft still being able to
cross regions.”
In June VistaJet’s fleet passed the 50 mark.

VistaJet US Global 5000 N500VJ moments before touchdown at Maastricht Aachen

Airport in the Netherlands. Jet Aviation manages three Global 5000s and three
Challenger 350s for the company’s US operation. AirTeamImages.com/Jan Severijns

36 Aviation News incorporating Classic Aircraft December 2015

34-38_vistajetJRDC.mfDC.mf.indd 36 05/11/2015 19:16

 As far as further expansion is concerned
Moore ruled out operating a mega fleet like
some of its rivals. “Ultimately we don’t want
to be a fractional competitor in the US with
maybe four, five or six-hundred aircraft,” he
said. “We always want to remain a customer-
led company, not a process-led company.
From my perspective we expect to be, give
or take, about 55 aircraft by the end of the
year and we’ll steadily grow our fleet to meet
customer demand.”

ON BOARD
The company tailors its service to the needs
of the individual client with the aim of providing
an airborne home away from home. It is in the
cabin where VistaJet’s remarkable attention to
detail comes to the fore. Clients can choose
whether they would like to have music playing
when they board or whether they wish to be
addressed by the crew or not. Above: Each of the company’s jets features an identically furnished cabin and a galley. A cabin
Each aircraft in the fleet has an identical hostess is available on every flight to attend to the passengers’ needs. This is the interior of a
livery and are equipped with the same VistaJet Global 6000. VistaJet
on board materials and colour palatte. All Below: Illuminated by the floodlights at Innsbruck Airport, Global 6000 9H-VJA awaits its next
VistaJet aircraft feature stand-up cabins flight. VistaJet’s aircraft don’t have a fixed base; they stay where the last client left them until
with bulkhead doors for additional privacy, they are needed again. AirTeamImages.com/Danijel Jovanovic
as well as a jumpseat for the cabin hostess.
The aircraft have fully equipped galleys,
high-speed Wi-Fi and an advanced Cabin
Management System enabling passengers to
control the environment and entertainment,
even from their own personal devices. For
those who wish to work while they are
travelling, a complete office suite is provided,
including satellite telephones and LCD
screens. VistaJet also provides iPad-based
in flight entertainment featuring new release
movies, games, music and a custom content
magazine.
There is also a cabin hostess on every
flight. For clients who fly 250 hours or more,
there is an option to have a dedicated flight
attendant who they can request whenever
they fly. “So when they get onboard the
aircraft, even though the tail number may
have changed, they see a familiar face inside,”
explained Moore. “There are other little
advantages, the dedicated flight attendant Money has also been invested to ensure MALTA
can make the catering a little more bespoke clients enjoy a peaceful sleep. There are In 2012 VistaJet opened its operations base
because they know exactly what the client cashmere blankets, eyemasks and socks, in Malta with the majority of the company’s
wants.” custom-fitted Skysleeper mattresses and aircraft now on the Maltese register. Room
VistaJet has joined forces with renowned hypoallergenic feather duvets. Organic for expansion was one of the key benefits for
restaurants across the globe, such as Nobu, skincare products, brushed cotton pyjamas choosing Malta, along with a government keen
to provide high-quality cuisine. Menus and matching slippers are also provided to to promote the island’s aviation credentials.
are even tailored to individual customer’s contribute to what VistaJet refers to as the “We canvassed a lot of different locations in
preferences. ‘Ultimate Sky Sleep’. Europe,” Moore explained. “Malta has a very

Challenger 850 B-3376 is the first aircraft for VistaJet China, where the fleet is operated by Apex Air. VistaJet

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34-38_vistajetJRDC.mfDC.mf.indd 37 05/11/2015 19:16


good service background, it’s very eager to
develop its aviation industry and we’re proud to
be a part of that.”
VistaJet’s aircraft don’t have a fixed base;
wherever each one ‘sleeps’ tends to be where
the last customer left it. The company’s pilots
stay with the aircraft for 17 days and then have
13 days on rest.
“We don’t bring the aircraft back to a home
base; that was one of the opportunities that
Thomas saw in the market when he first got
his own aircraft,” said Moore. “He couldn’t
understand why they kept taking the aircraft
back to the home base. Naturally your aircraft
gravitate to certain locations around the world
because that is where some of our aviation
hubs are, and for us it’s prudent to have stores
and the ability to be able to stock things in
those locations.”
VISTAJET US AND CHINA
In 2013, VistaJet announced it was launching
a US venture, with aircraft to be managed and
operated by Jet Aviation. There are currently
three Global 5000 and three Challenger 350
Above: Challenger 605 9H-VFE vacates Runway 26 at London Luton Airport. The aircraft was
one of five delivered via the UK airport in one morning in December 2014. James Ronayne
Below: VistaJet Challenger 850 OE-ILY basks in the sunshine at Graz Airport in Austria.
AirTeamImages.com/Michael Priesch
38
34-38_vistajetJRDC.mfDC.mf.indd 38
Bombardier Challenger 350 9H-VCD climbs out from
London Luton Airport. The Challenger 350 has replaced
the Learjet as VistaJet’s entry-level offering. James Ronayne
jets registered in the US. Moore said entering
a market with a huge incumbent such as
NetJets meant VistaJet has had to be realistic
about its performance but the operation has
fulfilled expectations.
“The great thing is that people are looking
for an alternative in the US,” he explained. “My
biggest task as chief commercial officer is to
ensure that we get the opportunity to meet
and get access to prospective clients. It is
an incredibly over-crowded market and an
incredibly savvy market as well. One thing they
have been missing out on is that full service
focusing on the customer. The feedback
we’ve got is certainly great and we feel the
combination of the Global 5000 and Challenger
350 jets will work perfectly well in the US.”
Despite having six dedicated aircraft in
the States, VistaJet’s business model sees
its other aircraft flying in and out of the region
on a regular basis adding further capacity for
international flights.
China is the next frontier for VistaJet.
In June it switched the first of two of its
Challenger 850 jets to the Chinese register
and the following month signed an agreement
with Apex Air to manage and operate the
Chinese fleet. “We feel we’ve got the right
aircraft, the Challenger 850, in that market,”
explained Moore. “It has a global size cabin
at a very competitive price. It’s not about
the internal Chinese market for us, it’s about
having a Chinese presence to connect Asia to
the rest of the world.
“Our flight numbers are up in China, which
we are very happy about, but equally we see
long-term possibilities for the Chinese market.
If you look at the west coast of the US there
are a lot of properties being bought there by
the Chinese and the same goes for Australia.
It’s not just flying between Beijing and
Shanghai, it’s actually connecting the Chinese
tycoons to the rest of the world.”
LOOKING AHEAD
Bombardier’s new Global 7000 and Global
8000 business jets will be the next evolutionary
step for VistaJet. The Global 8000 jet’s
extraordinary range will enable it to link even
more city pairs non stop with both aircraft
providing the latest technology in the flight
deck and in the cabin. They will also have fleet
commonality with the Global 5000 and Global
6000 aircraft already in service, which means
it won’t be necessary to go through an entire
pilot training renewal process.
“We see them as a fantastic opportunity;
they’re going to be game changers when they
come,” said Moore. “The aircraft come with
great economics, the more the aircraft is in the
air, the longer the flight, the more economical
it is for us as a company. They are very fuel
efficient and have the latest technology and
brand new engines, so we’re very excited
about adding these aircraft to our fleet. We’re
very, very happy Thomas made the decision to
make that investment early on.”
While Europe remains a strong market
for the company, it has made big strides in
both the Middle East and Asia, particularly
connecting Macau, Hong Kong and Southeast
Asia. Flights to and from the US have
continued to provide growth and VistaJet
is positive about the opportunities Africa
represents.
Flohr told Forbes magazine, “I want to be
the best in every corner of the world in what
we’re doing.” If his track record is anything to
go by, you wouldn’t bet against him.
Aviation News incorporating Classic Aircraft December 2015
05/11/2015 19:17
 AIR MAIL Write to Aviation News incorporating Classic Aircraft,
Key Publishing, PO Box 100, Stamford, Lincs, PE9 1XQ, UK
or e-mail dino.carrara@keypublishing.com, giving your full name and address.
The Editor reserves the right to edit all letters.
Skyvan Salute
I thoroughly enjoyed the informative article
on Vueling by Bruce Hales-Dutton but the
feature that really took my attention in the
Woodford
Memories
I enjoyed the feature on the BAe 146
family in the September issue. Living near
Woodford Airfield when there was a test
flight of a BAe 146 or aircraft parked on
the airfield, you could access the road that
ran along the back of the airfield and take
some good photographs. Also, when the
airshow was held every June you could get
to see inside the production line hangars
A-10s for the RAF?
I was interested to read Derek Walker’s
letter in the September issue about his
disappointment at the early retirement of
the UK’s Harriers. It got me thinking about
the RAF’s current situation when it comes
to ground attack aircraft.
With a heavy operational demand being
placed on the Tornado in recent years why
doesn’t the UK consider acquiring some
second-hand A-10 Thunderbolt IIs from the
US Air Force? The Tornado fleet is rapidly
dwindling as aircraft reach the end of their
service lives. The A-10s have had a host
of upgrades to their systems in recent
times and now have an arsenal of precision
weapons. Plus, Boeing was contracted to
build new wings for the A-10 which the first
aircraft received in 2012 and was intended
to keep the aircraft flying until 2040.
Budgetary constraints mean the US Air
Force is keen to retire the A-10 – though
some politicians there are against this.
www.aviation-news.co.uk
39_airmailDC.mfDC.indd 39
October issue was
the one on the Short
Skyvan by Andy
Martin. Reference
was made to the two
Skyvans still on the
UK register and I
attach a photograph
of one of these,
G-PIGY, taken at the
Abingdon Air & Country Show on May 3,
2015, which was used for parachuting.
Ray Chick, by e-mail
A BAe 146-300, B-1777, of Chinese carrier Uni Air parked at Woodford Airfield. Howard Mason
and there was usually a BAe 146 in the
flying display.
It is sad to see that Woodford is now
The Typhoon’s air-to-ground capabilities
will be improved over the next few years
so that it can take over from the Tornado.
However, it will have a lot on its plate
shouldering the burden of QRA, protecting
Britain and the Falkland Islands, as well as
any other air-to-air taskings – such as the
recent Baltic Air Policing deployment – plus
air-to-ground and recce tasks. While the
Reaper UAV can ease some of the recce
and air-to-ground burden it is not suited to
all scenarios.
Admittedly, there is also the F-35,
but the first aircraft for an RAF frontline
squadron will not be delivered until 2018
and I imagine it will be some significant
time after that before they will be ready
and in sufficient numbers to be put in
harm’s way. After all, the RAF seemed
reluctant in the Typhoon’s early years to
deploy it on operations, so I can foresee a
similar situation for the F-35, considering
LETTER
OF THE MONTH
Welcome to the Aviation News
incorporating Classic Aircraft letters page.
The writer of the Letter of the Month, David
Bell, will receive three DVDs: Pilot Diaries –
F-105 Thunderchief, Magic of Flight – Boeing
757-200 and Military Helicopters – Military
Aircraft of the 20th Century.
closed and the BAe 146 is no longer
produced.
Howard Mason, Hyde, Cheshire
all the issues the aircraft has had and its
complexity.
There is precedent for an air force
having a stop-gap fast jet, with Italy leasing
Tornado F3s and then F-16s to cover the
delay in receiving its Typhoons. Perhaps
then the RAF could look to lease say three
squadrons of A-10s for a few years rather
than buy them bearing in mind it used to
have the Jaguar, Harrier as well as the
Tornado GR1/4 for air-to-ground taskings.
What happens if an unforeseen
technical issue emerges with the Typhoon
at a crucial time, perhaps during an
international crisis, that restricts its usage
or even grounds it – albeit temporarily.
With the F-35 in its early days of UK
service in terms of maturity and numbers,
the country could be left woefully short at
a time of need. In such an unstable world
can we afford to take such a chance?
David Bell, by e-mail
39
04/11/2015 12:43
 TIGER LIGHT N
Hugh Trevor recalls 74 Squadron’s time flying the English Electric Lightning.
T
owards the end of 1959 74 ‘Tiger’
Squadron at RAF Coltishall, Norfolk,
flying Hawker Hunters, was selected
to introduce the next-generation
fighter, the supersonic English Electric
Lightning, to frontline service. Excitement
was intense, particularly as every day they
witnessed Lightnings of the Air Fighting
Development Squadron (AFDS) being
evaluated on the same airfield. South African
Sqn Ldr (later AVM) John Howe was appointed
Officer Commanding (OC) 74 Sqn in February
1960 and faced a daunting task to introduce
Two 74 Sqn Lightning F.3s flying near RAF Leuchars. MOD via Adrian M Balch Collection
40
40-45_lightningsDC.mfDC.mfDC.mfDC.mfDC.indd 40
the Lightning but was greatly encouraged
when told by staff of the Day Fighter Combat
School: “This is the best squadron we have yet
assessed in the United Kingdom.”
Howe flew the squadron’s first Lightning
F.1 sortie on July 14, 1960 in XM165, and
by the 22nd the first batch of pilots had all
flown at least once. There were no twin-seat
Lightnings at this time and the Central Fighter
Establishment’s Lightning Conversion Unit
(LCU) employed lectures and ten one-hour
sorties in the (rather basic) Lightning simulator
to prepare aircrew as best they could.
A new Lightning pilot had to learn to pull
back hard on the ‘stick’ after take-off to avoid
going supersonic in the climb, and if the
undercarriage wasn’t immediately selected
‘up’ then the rapidly increasing slipstream
could prevent nose wheel retraction.
Everything happened extremely quickly –
which sparked the oft-repeated phrase, “I
was with it all the way until I let the brakes
off.” The squadron retained some Hunters to
act as chase aircraft for initial flights, but they
were usually given a 15-minute start.
Weapons training followed. The Lightning
F.1 toted two 30mm Aden cannon above
the nose and a removable weapons pack
below, the latter giving an optional fit of two
Firestreak infrared air-to-air guided missiles or
two more cannon.
CONFLICTING PRIORITIES
Delivery of new aircraft was painfully slow
and they were often grounded due to a lack
of spares. By August 1960 seven were on
strength but sometimes only a single example
was serviceable. One can imagine the
consternation when a signal was received
requiring the squadron to fly a formation of
four at the Farnborough Airshow the following
month and for solo aerobatic displays to take
place across the country. Close-formation
flying practice was achieved with aircraft
borrowed from AFDS, the Farnborough
displays basically consisting of four-ship fly-
Aviation News incorporating Classic Aircraft December 2015
05/11/2015 11:07
T NINGS
Left: A Lightning F.3 – the squadron received
this variant in 1964. BAE Systems via Gordon
Swanborough Collection

Operational training then resumed,

including night flying and radar work. Sqn
Ldr (later Gp Capt) Peter Botterill took over as
OC on December 12, 1961, to be confronted
with 2½ months of enforced inactivity. Every
Lightning F.1 underwent modifications to
the hydraulic system by a manufacturer’s
working party, replacing aluminium pipes with
stainless steel in an attempt to cure leaks.
The squadron was again confirmed in
1962 as the Fighter Command Aerobatic
Team, but due to Air Staff misgivings
concerning Lightning serviceability was
teamed for a synchronised display with the
‘Blue Diamonds’ team of Hunters from 92
Sqn. The display of seven Lightnings and 16
Hunters was a big success featuring 92 Sqn’s
all-blue Hunters and 74 Sqn’s Lightnings
now adorned with black fins and spines. Of
more significance perhaps, on August 3
the squadron received its first Lightning T.4
trainer, XM974, which facilitated radar training
and check flights. Gun-firing trials against a
towed flag followed.
In April 1963 the squadron lost its first
Lightning when XM142 had a hydraulics
failure on an air test, however Flt Lt Burns
ejected successfully and was back on duty
within 24 hours.

LEUCHARS AND THE F.3

After four years at Coltishall the squadron
moved north to RAF Leuchars, Fife, on
February 28, 1964. Four Lightnings flew direct
bys and steep turns, followed by solo displays A nine-ship formation then began working from Missile Practice Camp (MPC) at RAF
at seven Battle of Britain airshows. up for the 1961 Farnborough Airshow. The Valley, Anglesey. MPCs had been instituted
The priority now was to achieve squadron attended the inaugural Tiger Meet in 1962 to provide facilities for Firestreaks to
operational status, a real struggle due to hosted by the USAF’s 79th Tactical Fighter be fired by Lightnings and Javelins. On April
many complex servicing issues and a series Squadron at RAF Woodbridge, Suffolk on 14 the unit received its first Lightning F.3,
of modification programmes. The Lightning July 19 and 20. The latter paved the way XP700. All 12 examples of this variant were
needed twice as many servicing personnel for subsequent major gatherings of NATO delivered and all pilots converted by mid-
compared with the Hunter. Morale remained squadrons which have a tiger (and in some August. The F.1 had Rolls-Royce Avon 201s
surprisingly high and all the original squadron cases other big cats) as their emblem, each producing 50.1kN (11,250lb) dry thrust
pilots were declared fully operational by the designed to foster interoperability, comradeship and 64.2kN (14,430lb) in afterburner, whereas
end of April 1961. In May, the squadron took and the sharing of tactics. The highlight of the the F.3’s Avon 301s each generated 58.9kN
part in a major exercise, Matador, achieving 74 Sqn display at the Farnborough Airshow in (13,220lb) and 72.7kN (16,360lb). The newer
19 sorties during which 26 ‘kills’ were claimed. September was a nine-ship formation roll. variant’s improvements also included the
That year the squadron was selected
as the Fighter Command Aerobatic Team.
Consequently, in late April night flying was
suspended as the squadron practised for the
Paris Air Show in June for which the LCU
provided Flt Lt (later Air Cdre) Ken Goodwin,
a brilliant display pilot (and future 74 Sqn OC).
However, on May 16, Flt Lt Jim Burns had to
make an emergency landing when XM141
lost part of the fin during a high-speed, low-
level pass in finger-four formation. All aircraft
were subsequently strengthened after English
Electric concluded that the close-formation
manoeuvres had caused a build-up of
aerodynamic pressure. Subsequent practices
were uneventful and successful displays were
flown at Paris on June 3 and 4. The ‘Tigers’
returned to Coltishall the following day, and
flew a nine-aircraft formation for a NATO
press event on June 14. Lightning F.1 XM145 ‘Q’ undergoes engine tests at Warton in 1960. BAE Systems Heritage Centre Warton

www.aviation-news.co.uk 41

40-45_lightningsDC.mfDC.mfDC.mfDC.mfDC.indd 41 05/11/2015 11:08


Twelve 74 Sqn Lightning F.1s ready to start at a misty RAF Coltishall for a press event on
February 21, 1961. The Whirlwind is a photo-ship. BAE Systems via author
A 74 Sqn Lightning fitted with Firestreak air-to-air missiles. The de Havilland Aircraft Company
OR946 integrated flight instrument system
(IFIS) driven by a master reference gyro and
air data computer. Its Red Top infrared air-to-
air missiles could be fired in a frontal attack,
whereas the F.1’s Firestreaks couldn’t. The fin
area was larger for better longitudinal stability,
particularly necessary when armed with the
Red Top. However, the F.3 didn’t have guns
and was heavier.
Operational status and QRA duties
returned on December 1 and on the 11th Sqn
Ldr (later Air Cdre) Bill Maish took over as
OC. In March 1965 Maish participated in in-
flight refuelling (IFR) trials with USAF Boeing
KC-135 tankers flying from RAF Upper
Heyford, Oxfordshire and by the end of May
all the pilots were qualified. During July the
first Handley Page Victor K.1 tankers became
available and by the end of the month every
pilot had completed at least one IFR sortie.
In April, Maish had led six F.3s and the T.4 to
Wittmundhafen Air Base on the first squadron
exchange with the West German Air Force. The
squadron was hosted by JG 71, which flew
the F-104G Starfighter. Despite poor weather,
the exchange was a great morale boost, with
excellent Lightning serviceability.
Eight 74 Sqn Lightnings used IFR to deploy
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to RAF Akrotiri on Cyprus during August for
three months to provide air defence as the
resident Javelins had deployed to Zambia. In
October four aircraft undertook the furthest
Lightning deployment yet, flying to Tehran in
Iran to display for the Shah’s birthday. The
hot and high conditions caused serviceability
“…the aircraft was
the star of the show
wherever we went;
the interest generated
by the Lightning was
just extraordinary...”
problems, especially with the aircraft’s Avpin
starter system and only three of the four
aircraft launched for the display.
The squadron swapped its T.4 trainer
for Lightning T.5 XS454 in October 1965
and its last two Hunters (T.7As fitted with
the OR946 Lightning instrumentation) were
also withdrawn. Although six Lightning F.3s
demonstrated admirable serviceability at
MPC the following January, bad weather and
poor performance by the Firestreak missiles
produced disappointing results.
The squadron received its first Lightning
F.6, XR768, on August 1, 1966. This was the
first F.6 to full production standard delivered
to the RAF, 5 Sqn having received an interim
version the previous year. There was an
improved AI.23B radar, arrester hook and
a much larger 620 gallon ventral fuel tank
(compared with 250 gallons in earlier marks)
and provision for overwing ferry tanks.
On October 7 the squadron gained a new
OC, Wg Cdr Ken Goodwin, and by the end of
the year it was fully equipped and operational
on the latest variant of the Lightning.
OPERATION HYDRAULIC
In 1967 preparations began for the squadron
to move to RAF Tengah, Singapore as part
of the RAF’s Far East Air Force (FEAF) to
supplant 64 Sqn’s obsolescent Javelins
and continue to deter possible Indonesian
aggression against the neighbouring British
protectorate of Malaysia. Each pilot flew a
seven-to-eight hour flight-refuelled circuit of
the UK beforehand to simulate the long transit
and assess factors such as the endurance
of the liquid oxygen supply and that the
overwing fuel tanks were feeding correctly.
Thirteen Lightning F.6s left Leuchars in
June 1967, under the codename Operation
Hydraulic, en route to their new home.
They departed in three waves over June
4 to 6, with three scheduled transit stops
at Cyprus, Masirah (off Oman) and Gan (in
the Maldives). Accompanying Victor tankers
provided fuel and navigation. The squadron’s
two-seat T.5 (XV329) had to be transported
by ship owing to its smaller fuel capacity.
Flt Lt Trevor MacDonald Bennett departed
in the first wave. He said: “After Cyprus, we
flew northwards through Turkey and then down
through Iran. When we landed at Masirah
we saw lots of people huddled around radios;
unbeknown to us the [Six-Day] Arab-Israeli
War had started that very day and the media
were suggesting we were fighter escorts for
RAF bombers involved in the conflict, despite
our paperwork showing that we were on a
legitimate transit. However, the sector to
Singapore was uneventful and we were met by
a flight of the resident Javelins.
“We were always busy at Tengah, with
frequent visits from the Royal Navy’s carrier-
borne Buccaneers and Sea Vixens, RAF
Victor tankers and Vulcans and occasionally
the Royal Australian Navy’s A-4 Skyhawks
from HMAS Melbourne; plus we regularly
exchanged with the Royal Australian Air
Force’s (RAAF) Mirage IIIs at Butterworth up
in Malaysia.
“We practised high and low-level combat
against aircraft such as Hunters, Mirages
and Sea Vixens. The important thing in the
Lightning was to use the energy of the aircraft
to keep the performance high. If you slowed
down and tried to mix it with the Hunter quite
Aviation News incorporating Classic Aircraft December 2015
05/11/2015 11:08
 Above: Officer Commanding 74 Sqn, Sqn Ldr John Howe, gives
a thumbs up in XM143 ‘A’ at a 74 Sqn press day at Coltishall on
February 21, 1961. BAE Systems via author

Left: A formation of four Lightning F.1s. BAE Systems Heritage

Centre Warton

Below: A Lightning F.3 from the squadron at RAF Leuchars airshow

in 1964. The unit was resident at the Scottish base from 1964 until
1967. Adrian M Balch Collection

often they would end up behind you, which was
terribly embarrassing. So we kept it mainly in
the vertical using high and low speed ‘yo-yos’.
“Air combat training against the Sea Vixen
was rather like the Hunter, you didn’t get into
slow-speed situations if you could avoid it
as it was very manoeuvrable, but it only had
missiles, no guns; neither had we at the time,
but we knew they were being reintroduced,
so we pretended we had. It was a case
of rushing in and having a go if you could,
and pulling out if you couldn’t. They had a
much superior endurance and some very
determined aircrew.”
Wg Cdr (later Air Cdre) Dennis Caldwell
was the final OC of 74 Sqn during the
Lightning era, from March 1969 to August
1971. He said: “The Lightning had been
stripped of its 2 x 30mm Aden cannon,
although they were eventually refitted in the
ventral fuel tank, which caused some hilarity
among the RAAF Mirage fighter pilots of the
two squadrons based at Butterworth. The
thought of locating guns and ammunition in a
fuel tank, given the well-known susceptibility
of the Lightning to engine fires and fuel leaks,
seemed somewhat bizarre.” He added: “It
was an iconic aeroplane, fantastic to fly but
a nightmare to service. I had 170 servicing
personnel for 12 aeroplanes, which about
sums it up. It had 36,000lb of thrust; if you
stayed on afterburner you’d burn your fuel
in seven minutes, so it wasn’t very practical
in that sense, but by the time you got to
the top of the climb you had a 1:1 thrust to
weight ratio – so as a high altitude interceptor
it was pretty damned good. The radar
became better [at high altitude], if you picked
something up at 25 miles you were in pretty
good shape. Breezing around at 35,000ft
there was no sense of speed. The Lightning
simply slipped through the sound barrier
and it would go to Mach 2 quite quickly, and
continue to accelerate if you left the throttles
there – the sheer power of the aeroplane was
streets ahead of anything else I’ve flown.”
EXERCISE BERSATU PADU
The forthcoming withdrawal of UK air
power from the Far East was marked by an
extensive five-nation joint service exercise,
Bersatu Padu (Malay for ‘complete unity’)
from April to June 1970, to reassure people
that the UK could still deploy assets to the
region. The squadron was joined by ten 54
Sqn Phantom FGR.2s from RAF Coningsby,
Lincolnshire, and RAAF Mirages of 3
and 75 Sqns from Butterworth. Vulcans,
Victor tankers and RNZAF Canberras also
operated from Tengah.
Flt Lt MacDonald Bennett said: “During
the exercise the Australian Mirages came
down from Butterworth very low and very
fast to attack Singapore. The Lightning was
much more fun to fly than the Phantom, but
the latter was more effective as it had two
crew and a Doppler radar which could look
down and see moving targets amidst the
ground clutter – so we had two Phantoms
flying north-south combat air patrols [at
10,000ft] which picked up the Mirages very
easily and told us where they were. Without
the Phantoms, over land we would have got
a visual sighting or nothing, which proved
how much more effective they were.
“I did fly the Mirage a tiny bit and I think
there’s no question that the Lightning was
superior in terms of outright performance,
but we were fairly evenly matched in combat
– the Australians were very good – but the
Mirage was much simpler and easier to
maintain. I’ve got so much time for Lightning
engineers, we were always bringing aircraft
in unserviceable but they rarely seemed

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 to complain. There was very good morale
on our squadron with the COs we had, Ken
Goodwin and then Dennis Caldwell.”
Dennis Caldwell added: “The groundcrew
did a fantastic job in keeping us in the air.
The Lightning was a servicing nightmare due
to its ‘dense’ engineering, but it was one of
the most potent fighters of its era and it was
an extraordinary experience flying it.
“Our relationship with the Australians at
Butterworth was reminiscent of test matches,
with lots of ‘argy-bargy’ going on. They used
to come and visit us and then we’d take four
aeroplanes up there for air combat practice.
At one of the debriefs one of my young
gentlemen stood up and said: ‘It is amazing
how you keep us bottled up in your six o’clock
position all the time’. That caused a bit of a
furore, as you can imagine.”
Caldwell continued: “It was my good luck
to have the Far East [Lightning] squadron for
a number of reasons. We had exercises, as
in Europe, but without the QRA commitment,
so it was a much easier working day. We also
saw the beginning of the Singapore Air Force
and its integration into the RAF’s Fighter
Controller branch up at Bukit Gombak, so we
operated with both RAF and SAF controllers.
However, the most fundamental difference we
had from UK and Germany-based squadrons
was that we took this amazing aircraft to
people who had never seen it ‘live’ before,
in places that the original designers and
operators could never have envisaged.
“We flew a four-ship to Bangkok for the
Thai Air Day; we also took four-ships twice to
Darwin in the Northern Territory of Australia
for large exercises with the RAAF, with Victor
tanker support for the 2,500 mile trip. Vulcans
from the UK were also involved.”
TIGER TREK
The highlight of Dennis’s tour as OC was
Exercise Tiger Trek, the deployment of four
Lightnings to South Australia in April 1971
to join the 50th anniversary celebrations
of the RAAF. The flight went smoothly as
they traversed the vast chain of volcanic
Indonesian islands extending from Sumatra
to New Guinea. Tanker support was provided
by Victors from 55 and 57 Sqns and after four

SNAKE ON A PLANE
An unusual incident took place in autumn
1969. Returning from a night sortie, Flt
Lt (later Air Cdre) Ian McBride noticed
a large moving object on the taxiway.
Braking to a standstill, he realised it
was a very large snake, which rapidly
disappeared under the aircraft. Flt
Lt McBride taxied back to dispersal
and warned the groundcrew, to much
jocularity, that there might be a large
reptile present somewhere on the aircraft.
Indeed there was, the serpent having
expertly wrapped itself around the nose
leg oleo inside the wheel well. After much
struggling by the groundcrew, including
attempts to freeze it with liquid oxygen, the
now extremely angry 14½ft (4.4m) long
python was eventually removed safely by
the station’s local ‘snake man’.

Above: Lightning F.6 XR768 ‘A’ piloted by squadron boss Wg Cdr Ken
Goodwin on March 10, 1967 during the first air-to-air (dry) refuelling
trials. The fighter is plugged into the drogue from a Victor tanker of
55 Sqn. via Flt Lt Trevor MacDonald Bennett

Left: The 74 Sqn T.5 trainer XV329 heads the line at RAF Tengah in
Singapore with Vulcans, Phantoms and Victors in the background.
Author’s Collection

Below: Officer Commanding 74 Sqn Wg Cdr Dennis Caldwell

exchanges mementoes with the commander-in-chief of the Royal
Thai Air Force in October 1970 at the start of the South-East Asia
Treaty Organization exercise Air Chandra. via Dennis Caldwell

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 hours flying the aircraft arrived at Darwin.
The following day they set off to fly over
1,650 miles (2,655km) of desert, bound for
Edinburgh Field, some 50 miles (80km) north
of Adelaide. Refuelling took place over Uluru
(Ayers Rock). After 3½ hours, the Victor and
four Lightnings heralded their arrival with a
flypast, it being the furthest south that either
type had ventured.
The Lightnings put on a fast and furious
ten-minute show with a three-ship display on
Above: Sea Vixen FAW.2 XP920 of 893 NAS from HMS Hermes about to refuel a 74 Sqn
April 17 following several days of rehearsals.
Lightning F.6 in January 1969. via Flt Lt Trevor MacDonald Bennett
Team leader Sqn Ldr Peter Carter suffered
a bird-strike, but after an airborne inspection Below: Lightning F.6, XS927 ‘N’ RAF of 74 Sqn taxiing at RAF Tengah in February 1969. Adrian
was able to continue. The following day M Balch Collection
he led the Lightnings 400 miles (644km) to
RAAF Laverton near Melbourne for a further
display, the tanker support enabling them
to return to Adelaide without landing. The
Lightnings then returned to Singapore over
the next two days without incident. Tiger Trek
had enabled the aircraft to be shown off to
a new audience of 350,000 people and an
uncountable number on TV.

FAR EAST WITHDRAWAL

The British Far East Command was to
terminate on October 31, 1971 and 74 Sqn
began its withdrawal from Singapore in
September under the codename Panther
Trail. Dennis Caldwell reflected: “The format
was two Lightnings per day routed to Gan
in the Maldives – a 4½ hour flight with some
20,000lb of fuel taken in four offloads. The
problem with the Victor tanker was that it
did not cruise at the right speed for us. We
liked to cruise at about Mach 0.9 while the
Victor preferred Mach 0.82 [compared to
Mach 0.88 for the KC-135], so we used a
lot more fuel than we would otherwise have
done. We overnighted in Gan and then went
out over the Indian Ocean direct to Akrotiri
in Cyprus; we each took 35,000lb of fuel
in seven transfers over the 8½ hour flight,
covering nearly 4,000 miles. I didn’t want
to land en route as Lightnings tended to go
unserviceable on the ground, so we picked
up fresh Victors out of Muharraq [Bahrain]
as we passed overhead, then continued via
Turkey to Akrotiri, with Tehran as a diversion.
We handed over our Lightnings (complete
with Tiger emblems) to 56 Sqn, the resident
outfit in Cyprus.” The squadron disbanded
and re-formed at RAF Wattisham in Suffolk
in October 1984 to fly the F-4J (UK).
“It’s difficult to sum up such an eventful
two-and-a-half years as CO. Suffice to say
that the aircraft was the star of the show
wherever we went; the interest generated by
the Lightning was just extraordinary and to
fly this unique machine was a never-to-be-
forgotten experience.”

A farewell formation by ten

Lightning F.6s of 74 Sqn fitted
with overwing tanks prior
to their return from Tengah.
Author’s Collection

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 BRUSSELS’
AVIATION
TREASURE TROVE
T
he Belgian capital Brussels has
a fine museum called Koninklijk
Legermuseum which has an
impressive aviation collection though
also displays armoured vehicles, uniforms
and weapons. The aircraft are housed in a
building built in 1881 to celebrate the 50th
anniversary of Belgium’s independence. The
Exposition Hall is 560ft (170m) long, 230ft
(70m) wide and 130ft (40m) high with a
balcony level around the inside, all of which
46
46-49_brusselsDC.mf.indd 46
contains around 100 preserved aircraft,
associated displays and aviation artefacts.
Close by are the Schuman and Merode
metro stations, served by Lines 1 and 5;
the museum has free entry.
An estimated 300,000 people visit the
aviation element of the museum each year,
no doubt initially impressed by the Sabena
SE210 Caravelle 6N (OO-SRA) mounted on
three poles, which gives a sense of scale on
entering the enormous building.
The Belgian capital has
a fascinating museum
with an impressive
aircraft collection.
Geoff Jones visited
this celebration of
Belgian aviation history
and much more.
FAST JETS
A closely packed line-up of first-generation
jets including a Hawker Hunter, Republic
F-84G Thunderjet, Avro Canada CF-100
Canuck and a pair of Gloster Meteors,
stretches along the front half of the main
hall. Some smaller exhibits, gliders,
microlights and light aircraft are suspended
from the ceiling.
One of the most comprehensive displays
of original World War One aircraft anywhere
Aviation News incorporating Classic Aircraft December 2015
06/11/2015 14:41
 Above: Three of the museum’s original World War One aircraft, Sopwith F.1 Camel, Spad XIII and
Sopwith 1½ Strutter.

Above: The aviation museum opened in 1972

using the gargantuan 560ft-long, 230ft-wide and Above: Two former Belgian Air Force aircraft – Fairchild C-119 Boxcar (CP-46) at the far end of
130ft-high exhibition hall. All photos Geoff Jones the exhibition hall with Percival P66 Pembroke (RM.4) to its left.

is situated on the building’s balcony. For

example, the Nieuport Ni23 and Halberstadt
CV are the only examples in the world.
The aviation collection first opened to
the public in 1972, thanks to the foresight
and dedication of Belgian Air Force officers
Colonel Michel ‘Mike’ Terlinden and Warrant
Officer Jean Booten. They recognised that
Brussels lacked an air museum and noted a
significant unoccupied area in the great hall
adjacent to the army museum, which could
be used to house such a collection. Aircraft
in the army museum, mainly the World War
One exhibits, were taken down, restored and
prepared for display among the new aircraft
collection.
Many associated groups assist the
museum with research, preservation and
restoration, the Brussels Air Museum
Foundation including the Brussels Air
Museum Restoration Society, the Friends of
Alfred Renard and Sabena Old Timers. A trio of helicopters, a Sea King, UH-34G and Sycamore HR.14.

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 Spitfire F.XIVc (SG-55) is a composite aircraft re-built using parts from
at least four aircraft.
Restoration work on two World War One
aircraft is being carried out at the musée de
l’Air et de l’Espace at Le Bourget in Paris
with the Aviatik C.1 soon to be completed
and the LVG C.VI following it.
The aviation collection has only two
full-time engineering/maintenance staff who
devote most of their time to maintenance of
and cleaning the existing aircraft exhibits.
BELGIAN AIR FORCE
The policy is to try to preserve
and display an example of every
type that has served with the
Belgian Air Force (BAF). An Alpha
Jet and SF.260 are currently
needed. A retired F-16 arrived in
1996 and in 2008 a Belgian Army
Alouette II was swapped for a
Bristol Sycamore HR.14 from The
Helicopter Museum at Weston-
super-Mare to illustrate the type
used in the Belgian Congo from
1954 to 1960. Other swaps have enhanced
the collection. The 1914 Caudron G.III
(C.2531) was received from the musée de
l’Air et de l’Espace after a swap involving a
LVG C-VI fuselage while a surplus Stampe
SV4 was exchanged for a Royal Danish Air
Force DHC-1 Chipmunk.
The collection has acquired numerous
retired Belgian military aircraft and many
duplicate examples such as the Republic
RF-84 Thunderflash are stored at air force
bases such as Vissenaken (near Leuven).
This C-47 (c/n 20823) was delivered to the Belgian Air Force in 1947
as K-16 for 366 Squadron – it was retired from service in 1972 after an
accident and donated to the museum.
48
46-49_brusselsDC.mf.indd 48
Dragon Rapide G-AKNV has been restored and wears the livery of
Lancashire Aircraft Corporation.
Aircraft storage is to be centralised at
Landen in eastern Belgium.
The military enclave at Brussels
International airport, Melsbroek has another
C-119, and aircraft have been loaned to
Beauvechain and Koksijde for display there.
The Royal Canadian Air Force (RCAF)
CF-100, although in RCAF colours was
obtained to symbolise the 53 examples
Percival D.2 Gull Four II G-ACGR was built for
Sir Philip Sassoon, Deputy Minister for Air,
to compete in the 1933 King’s Cup Air Race –
it crashed in Belgium in October 1934.
operated by the BAF’s 1 Wing from 1957
until they were all scrapped in 1964.
Similarly the rare Fairey Battle 1 came from
the UK and represents one of the 18 Battle’s
delivered to Belgium in 1938. An area
holding World War Two aircraft demonstrates
how cramped some of the exhibits are with
the Battle, Bolingbroke, Mosquito, Spitfire
Republic RF-84F Thunderflash FR-28, one of nine the museum once
had in storage – most of them are now scrapped.
LF.IX and Hurricane II positioned close to
each other.
The assistance of the BAF has always
been important for the museum. The former
RCAF Bristol 149 Bolingbroke IV.T (9895,
but marked as ‘10038 XD-A’) was restored at
Brustem Air Base between 1993 and 1996
under the guidance of base Commander of
Maintenance Group, Col Lionel Gabriel, who
retired from the air force but is
now the collection’s Chargé de
Mission.
GENERAL AVIATION
Belgium’s role in general and
private aviation is portrayed
by several aircraft from the
Jean Stampe and Stampe &
Vertongen (S&V) companies,
with a tableau of part of the S&V
works. There is all-white SV.4B
OO-ATD/V-57, which celebrates
the aircraft that two BAF officers,
Donnet and Divoy, used to escape from
occupied Belgium to Clacton in England in
July 1941. Stampe & Renard SR.7B OO-
SRZ, resembles a monoplane version of the
SV.4, flown by Léon Biancotto in the 1957
Lockheed Aerobatic Trophy competition at
Coventry Airport. The products of Belgian
aircraft manufacturer Avions Tipsy is
illustrated with three examples, the Trainer
1, Belfair and Nipper (G-AFRV, G-AFJR and
OO-NIP respectively).
Fairey’s involvement building the BN-2A
Aviation News incorporating Classic Aircraft December 2015
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 This Bristol Bolingbroke is a composite of at least two aircraft. A USAF McDonnell Douglas RF-4C Phantom II 68-0590 (c/n 3579).

Islander at Gosselies between 1972 and
1979, plus operations of BN-2A Defenders
by the Belgian Army mean that B-06,
withdrawn from service after a hangar
fire at its Butzweilerhof base and in its
characteristic dark blue colour scheme, is
also displayed.
The beautifully restored Percival D.2 Gull
Four G-ACGR, originally owned in 1933
by Sir Philip Sassoon, which force-landed
in Belgium in October 1934 and was re-
discovered decades later, is unique to the
museum.
The collection has a handful of replicas
where original types are not available.
An example is the 1912 Triplane Battaille
Driedekker, which is largely a copy.
Remains of the original aircraft were
An impressive line-up of first-generation jets, including Gloster Meteor F.8 and NF.11 and
Republic F-84G Thunderjet FZ-153, a composite of FZ-107 and FZ-71.
found in the Battaille family fertiliser factory
at Basècles in 1971 and given to the
museum for restoration and a non-standard,
but contemporary, Chenu engine has been
fitted. The original was designed and built
by industrialist Belgian César Battaille
in 1911, inspired by his visits to several
early ‘air meets’. It became Belgium’s first
successful, indigenously designed and built
aircraft.
The Friends of Alfred Renard
organisation are building a full-scale replica
of another renowned Belgian aircraft for
display, the 1933 Renard R.31, a parasol-
wing reconnaissance monoplane. Thirty-
four were built and it became the last
Belgian aircraft to operate in World War Two
before capitulation to the Germans in May
1940. A significant recent restoration by
the museum is the DH89A Dragon Rapide,
now finished in the colours of Lancashire
Aircraft Corporation’s G-AKNV. Originally,
RAF Dominie R5922 it became G-AKNV in
1947 and remained so until sold to Fairey
Aviation at Gosselies in Belgium in 1955,
becoming OO-AFG, and later OO-CNP. It
became derelict at Wevelgem and was
given to the Koninklijk Legermuseum in
1973. A lengthy restoration began in 1993,
and the aircraft represents seven ex-RAF
Dominies that joined the BAF’s 367 Sqn,
later renumbered 21 Sqn, in 1946 at Evere
and Melsbroek.
If visiting the Belgian capital this
museum with its extensive collection is a
must visit.
For more information visit www.klm-mra.
be or www.airmuseum.be/

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 37° STORMO
ITALIAN HUNTERS

Francesco Militello Mirto and Luca La Cavera report

from Trapani, home to the Eurofighter F-2000 Typhoons
of 37° Stormo’s 18° Gruppo Caccia Intercettori.

E
urofighter F-2000 Typhoons from
37° Stormo (Wing), along with
those from 4° Stormo at Grosseto
and 36° Stormo at Gioia del Colle,
provide the Servizio di Sorveglianza dello
Spazio Aereo nazionale (SSSA, National
Airspace Surveillance Service) – Italy’s
answer to quick reaction alert – 24 hours a
day, 7 days a week, 365 days a year.
Located on the west coast of Sicily,
Trapani is a national forward operating base
offering technical, logistical and operational
support to any of Italy’s tactical aircraft.
Col Luca Capasso, a pilot with 2,750-
plus flight hours on aircraft including the
Lockheed F-104 Starfighter, Northrop T-38
Above: Two Typhoons of 18° Gruppo Caccia
Intercettori in formation over the Mediterranean
Sea, near Trapani Air Base. Luca La Cavera
Talon and the Typhoon, is 37° Stormo’s
commander.
“Commanding the [unit] is for me a
reason of pride and at the same time a
great responsibility. On my arrival at Trapani
I knew I had taken command of a stormo
with very strong traditions and excellent
professionalism,” he said.
As 37° Stormo commander, Col Capasso
is also the Aeronautical Garrison Commander,
with local offices and detachments ranging
from Palermo to the islands of Pantelleria and
Lampedusa, supporting operations there,
falling within his responsibility.
Trapani is also home to the
AgustaWestland AW139 helicopters of the
82° Combat SAR (Search and Rescue)
Centre and acts as a forward operating base
for the NATO E-3A Component.
The base has also been providing
logistical support to the Piaggio Aerospace
Company, which is currently engaged in the
development and certification of the remotely
piloted P.1HH HammerHead aircraft.
Vincenzo Florio Airport is collocated with
Trapani AB and the air force is responsible
for providing air traffic control, weather and
fire services for commercial air traffic.

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 Pilots climb into their F-2000s on the
flight line at Trapani. Luca La Cavera
Trapani’s location between continental
Europe and North Africa makes it
strategically important for both Italy and
NATO. “If we look at the Mediterranean
not as something which separates us, but
as something that unites us to the African
Continent – and the phenomenon of
immigration is one example – we realise how
Sicily can be envisaged as an outpost,” Col
Capasso explained.
Trapani Air Base’s main task is providing
air defence with the Typhoons of 18° Gruppo
Caccia Intercettori (18th Fighter Interceptor
Squadron) of 37° Stormo. At the same
time it must be able to accommodate both
national and NATO assets and, if necessary,
Trapani Air Base is co-located with Vincenzo Florio Airport, and the Italian Air Force is
responsible for air traffic control services for both military and civil operations. F Militello Mirto
52
51-55_ef2000JR.mfJRDC.mf.indd 52
preserve security and peace in the
Mediterranean region.
Since its re-establishment on Trapani 30
years ago, 37° Stormo has played a key role
in the surveillance and defence of Italy’s
national air space.
18° GRUPPO CACCIA
INTERCETTORI
The first QRA (quick reaction alert) shift with
the Typhoon came just six months after the
end of the Lockheed Martin F-16 Fighting
Falcon programme. When it switched
to the F-2000 in 2012, 18° Gruppo was
supplied with pilots all qualified as Istruttore
di Tattiche Operative (ITOs or Operational
Tactics Instructors) from Grosseto and Gioia
del Colle air bases.
This enabled operational capability to be
reached in the shortest time possible and set
18° Gruppo apart until now because it was
composed entirely of pilots with experience
on the type or with similar qualifications
obtained on the F-16.
Younger pilots go through operational
conversion with 20° Gruppo (OCU –
operational conversion unit) at Grosseto
before being assigned to Trapani, where they
are trained by 18 Gruppo° to achieve full
operational capability (combat readiness).
The 37° Stormo fleet consists entirely of
Tranche 2 jets, resulting in a reduced supply
Aviation News incorporating Classic Aircraft December 2015
04/11/2015 12:15

line. Aircraft at Trapani are also subject to
modifications to keep avionics configurations
up-to-date.
Maj Salvatore ‘James’ Florio, commander
of the 18° Gruppo Caccia Intercettori, is a
pilot with more than 2,500 flight hours, of
which about 1,500 are on the F-2000. He
has participated in various national and
NATO operations including security for major
events such as G7 and G8 meetings, the
Winter Olympics in Turin, the funeral of Pope
John Paul II, Operation Unified Protector
(OUP) over Libya and stints on both
Icelandic and Baltic Air Policing duties.
“The Eurofighter has contributed
to SSSA as far back as 2005,”
explained the major. “Italy was
the first country to reach final
operational capability [FOC] in the
air defence role.
“The F-2000 took part in
Operation Unified Protector in May
2013 and it has been engaged in
the Air Policing in Iceland and in
Lithuania for the Baltic Air Policing
operation. In any context, even
at nearly polar temperatures
and latitudes, the Eurofighter
has always been effective and
efficient.”
Col Capasso is very enthusiastic
about the F-2000 too: “Without
doubt the Eurofighter is a state-of-
the-art aircraft which represents
the best a pilot could wish for
to perform the delicate task of
surveillance and defence of
national air space.
“The European consortium
which designed and built it has
been able to pool the needs and
the experience of four countries
according to an operational
requirement which sees it today
as one of the most advanced
weapons systems, able to Col Luca Capasso is 37˚ Stormo’s commanding officer. AMI
www.aviation-news.co.uk
51-55_ef2000JR.mfJRDC.mf.indd 53
Typhoon MM7316 just prior to touchdown at Trapani Air Base. F Militello Mirto
gain and maintain the desired level of air
superiority required in the current scenarios
of employment.
“Thanks to the aircraft’s highly
sophisticated avionics, the Italian Air Force
[AMI] is able to guarantee all interoperability
requirements requested inside the alliance
[NATO], under which the national air defence
is integrated.”
The cockpit is fully digitised and has three
colour displays and a large head-up display.
Pilots are only given primary data from the
aircraft’s sensors, so as not to overpower
them. They are also helped by aids such
as the autopilot, auto-throttle, the automatic
low-speed recovery, the disorientation
recovery function, auto heading and auto-
approach.
Maj Florio said: “Many of these features
represent a technological innovation, specific
to the latest-generation aircraft. [They]
greatly simplify the pilot’s workload required
for the basic conduct of the airplane – or
allow him or her to fly increasingly complex
missions in a more effective way, being able
to devote most of their resources to the
tactical management of the mission.
“In my last mission during OUP, about
eight hours of night flight
defending valuable coalition
assets [AWACS and tankers], I
made three in-flight refuellings
from two different tankers,
together with a young wingman
on his first operational flight in
such a context.”
The major added that the
comfort and ergonomics of
the Typhoon meant that, while
being physically and mentally
challenging, it turned out to be
an almost routine sortie despite
the duration.
DEPLOYMENTS
Deployments are often made
with a mix of jets and personnel
from the 37°, 4° and 36°
Stormo. “When we talk about
operations or exercises we make
no distinction regarding which
is the unit actually deployed,”
explained Maj Florio. “We move
as one. Even annual flight hours
are divided among the units to
comply with the expected training
requirements.”
Over the past 18 months, 18°
Gruppo personnel have taken
part in two Tactical Leadership
53
04/11/2015 12:15

Programme (TLP) courses in Albacete in
Spain, NATO exercises such as Ramstein
Guard and national ones including the
German-organised Joint Air Warfare Tactical
Exercise (JAWTEX) 2014. It has also
undertaken a deployment to Lithuania for the
Baltic Air Policing (BAP) mission.
“You don’t move the single Gruppo, but
the F-2000 line as one,” said Maj Florio.
“This makes the crews more linked together,
allowing them to share more experiences.”
Armament in the air defence role is
54
51-55_ef2000JR.mfJRDC.mf.indd 54
composed of one 27mm-calibre Mauser
BK-27 cannon; up to 14,330lb (6,500kg) of
stores including fuel tanks; infrared short
range air-to-air IRIS-T missiles; and radar
guided AIM-120C AMRAAM beyond visual
range missiles.
The F-2000’s avionics system
incorporates high-speed conventional
(MIL-STD-1553 and MIL-STD-1760) and
fibre-optic databuses (STANAG 3910) with a
sensor fusion capability that processes the
information received from the aircraft’s main
Above: An 18° Gruppo Typhoon taxies towards
the runway. F Militello Mirto
Left: The commanding officer of 18° Gruppo
Caccia Intercettori, Maj Salvatore ‘James’ Florio,
works through his checklist before starting the
engines on a F-2000. Luca La Cavera
Below left: All 37° Stormo Typhoons are Tranche
2 aircraft. Luca La Cavera
sensors. This is correlated and presented
clearly to the pilot to enable safe and
efficient single-pilot operation. The aircraft
are also fitted with mechanically scanned,
multi-mode pulse Doppler Captor-M radar.
Their Defensive Aids Sub System
(DASS) suite includes laser and missile
warners, chaff and flare dispensers and
wingtip electronic counter measures/
electronic support measures pods,
including towed decoy. Additional features
include IFF (identification friend or foe)
and the Passive Infrared Airborne Tracking
Equipment (PIRATE) system for passive
air-to-air detection, which incorporates both
forward-looking infrared (FLIR) and infrared
search and track (IRST) capability, and the
Multifunction Information and Distribution
System (MIDS) data link.
Navigation aids comprise inertial
navigation with Global Positioning System
(GPS), instrument landing and microware
landing systems (MLS).
The fully night-vision goggles-compatible
cockpit includes three colour multifunction
head-down displays, a head-up display,
direct voice input (DVI) and hands-on throttle
and stick (HOTAS) controls as well as a
Mk16A ejection seat. Pilots also have a
helmet-mounted symbology system (HMSS)
available.
The full authority quadruplex digital fly-by-
wire Flight Control System (FCS) meanwhile
gives the aircraft excellent carefree handling
characteristics.
The maintenance plan for the Typhoon
schedules inspections every 400 flight
hours, but recently the AMI has extended
the interval to 500 hours, with obvious cost
reduction benefits for the fleet.
Aviation News incorporating Classic Aircraft December 2015
04/11/2015 12:15
 The jet’s sophisticated self-diagnosis tool,
UCS (Utilities Control System), signals every
fault and highlights necessary actions –
replacing a specific part, for example.
The Eurofighter consortium and NATO
Eurofighter and Tornado Management
Agency (NETMA) have recently extended
their Integrated Supply Chain Management
Service (ISCMS) agreement for five more
years. This provides support services to
Eurofighter F-2000s from 18° Gruppo contribute to
Servizio di Sorveglianza dello Spazio Aereo nazionale,
Italy’s equivalent to QRA. Luca La Cavera
www.aviation-news.co.uk
51-55_ef2000JR.mfJRDC.mf.indd 55
Above: Typhoon MM7307/37-01 wears 18°
Gruppo’s traditional checkerboard markings
on the tail. Luca La Cavera
the Italian Air Force’s fleet, and includes
equipment availability, repair of general
systems components, provision of spares
and maintenance of aircraft ground
equipment (AGE) at Grosseto, Gioia del
Colle, Trapani and the headquarters of the
1° Reparto Manutenzione Velivoli (Aircraft
Maintenance Department) at Cameri.
Eurofighter consortium partner
Finmeccanica undertakes the work through
its Alenia Aermacchi, Selex ES and
Elettronica subsidiaries.
This deal will ensure that the Typhoons
of 18° Gruppo are able to maintain their
availability to the SSSA 24/7, 365 days of
the year.
55
04/11/2015 12:15
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 ROBIN HOOD AIRPORT
DONCASTER SHEFFIELD
LOOKING TO THE
FUTURE
R
obin Hood Airport Doncaster
Sheffield (DSA) this year celebrated
its tenth anniversary having begun
commercial operations in April
2005.
In its first three years passenger
numbers grew with 1,078,374 people
passing through in 2007, the airport’s best
year to date. The recession badly affected
DSA’s predominantly leisure services and
easyJet and Ryanair both ended operations.
Replacement operators proved hard to come
by.
However, the airport recorded growth
58
58-62_dsa.JR.mfDC.mf.indd 58
Left: Robin Hood
Airport Doncaster
Sheffield’s Managing
Director Steve Gill.
Robin Hood Airport
Doncaster Sheffield
again last year, with passenger numbers
back up to 724,885, a 5% increase on
2013. Managing Director Steve Gill is
confident the airport can continue to prosper.
“We are still only just getting out of the
recession,” he told Aviation News. “In terms
of opportunity we’ve got a lot of growth to
deliver. There is an absolute need for an
airport in the Sheffield City Region to serve
South Yorkshire and the Midlands. It is an
untapped catchment area; I don’t see why
people should have to drive a long way to fly
from another airport when we have all the
facilities needed here for them.”
Aviation News
Assistant Editor
James Ronayne
visits the South
Yorkshire airport
to hear about
its plans for
the future.
INFRASTRUCTURE
Located 7 miles (11km) from Doncaster and
25 miles (40km) from Sheffield, the airport
is on the site of the former RAF Finningley,
which Peel Holdings purchased from the
Ministry of Defence in 1999. DSA is served
by a single 2,893 x 60m (9,491 x 197ft)
runway and its terminal houses 24 check-
in desks and six aircraft gates. The main
apron features eight aircraft stands. There
are no airbridges so passengers either walk
to the aircraft or are taken by bus. There
are a further seven parking stands in front
of the five former RAF hangars. The old air
Aviation News incorporating Classic Aircraft December 2015
04/11/2015 12:21
 Above: Air Europa Boeing 737-85P EC-LQX touches down on Runway 20. Key-James Ronayne

Main photo: Robin Hood AIrport Doncaster Sheffield celebrated its tenth anniversary earlier this year, having
opened in April 2005. Robin Hood Airport Doncaster Sheffield

traffic control tower was upgraded to bring
it in line with CAA regulations prior to the
airport opening and the planning consent
includes provision for a new 82ft (25m) tower
should the need arise in the future. A new
fire station with four bays for rescue and
firefighting vehicles, a watch room, offices
and training facilities was also built prior to
commercial operations starting.
“I don’t think we should underestimate
what we achieved when we opened ten
years ago. At that time it was the first full-
service airport opened in the UK in over 50
years. So from a planning perspective it was
an incredible achievement,” said Gill. “Over
the years we have invested over £150 million
in this asset with our mind on the future and
our long term objectives and we’re sticking
with those – we firmly believe this airport
can play a vital role for the Sheffield City
Region and also for the UK aviation industry.
Like most regional airports we’ve had our
challenges; through recession and risk-
averse airlines but we’re firmly back on the
growth curve and very excited about future
possibilities.”
One of the things fuelling that excitement
is the £58 million FARRRS (Finningley and
Rossington Regeneration Route Scheme),
a project to build a three-mile link road
connecting the airport to the M18 motorway,
significantly broadening the airport’s
catchment area. “We see it as the final
piece of the jigsaw in many ways and as the
catalyst for growth,” explained Gill. “It takes
15 minutes off the drive time for anybody
approaching the airport from Yorkshire and
the Midlands so we’re making it faster and
easier for our passengers. It doubles the
30-minute catchment area and adds about a
million to the one hour drive-time catchment.
That puts us on a par with East Midlands

www.aviation-news.co.uk 59

58-62_dsa.JR.mfDC.mf.indd 59 04/11/2015 12:21


and Leeds so we see no reason why we
can’t be competing on similar levels. The
funding and the planning has been resolved, it
is being developed, it is ahead of programme
and it will open in early 2016.”
CURRENT GROWTH
Doncaster Sheffield’s current growth has
been boosted by the introduction of ten
new routes in the last 12 months. Thomson
Airways added services to Heraklion on Crete
and Larnaca in Cyprus from May. Wizz Air
introduced a new link to Lublin in Poland,
Above: Robin Hood Airport Doncaster Sheffield’s terminal houses 24 check-in desks and six
aircraft gates. Key-James Ronayne
Below: Ad-hoc cargo charters often use the airport. In March, two Ethiopian Airlines Boeing
777Fs flew in with a total of 200 tonnes of tea on board. Correne Calow
60
58-62_dsa.JR.mfDC.mf.indd 60
Earlier this year low-cost carrier Wizz Air announced its ninth and tenth routes from the airport.
making Doncaster the airline’s second biggest
UK base after London Luton Airport. The low-
cost carrier also serves the Lithuanian capital
Vilnius, Bucharest in Romania, Gdansk,
Katowice, Poznan, Warsaw and Wroclaw in
Poland, Riga in Latvia and Kosice in Slovakia.
On November 2, the airport announced
that Flybe would base two aircraft at
Doncaster Sheffield from March next year,
offering services to eight destinations.
Perhaps one of the most important
developments is the introduction of services
to Dublin by Aer Lingus Regional. The
Aviation News incorporating Classic Aircraft December 2015
Robin Hood Airport Doncaster Sheffield
flights operate five times per week and
give passengers the opportunity to connect
with the Irish carrier’s transatlantic flights to
Boston, New York and Chicago in the US and
Toronto in Canada. One of the benefits of
travelling via Dublin is that passengers can
pre-clear US immigration and customs.
“The region has helped get behind the
airport. It isn’t the airport that seals those
deals it is the airline believing the region will
use those services,” stated Gill. He pointed
to a cluster of manufacturing, logistics and
engineering businesses in the Sheffield
city region that had a growing need for
“Like most regional
airports we’ve had our
challenges; through
recession and risk-averse
airlines but we’re firmly
back on the growth curve
and very excited about
future possibilities.”
connectivity. “Looking west we believe we’ve
helped deliver that. Dublin and the US, from
memory, are the two largest contributors to
tourism in Yorkshire so it is a very important
link for us,” he said.
Asked what has been behind this new
influx of routes, and whether any more
would follow, Gill said: “We have just been
reminding our passengers and the airlines
about the opportunities this airport has.
Coming out of that tricky recession time, it
is about redoubling our efforts to get back
on the growth curve to deliver the long-term
objectives we set out to when we opened
ten years ago. We are talking to a number of
airlines about a range of destinations and we
are very hopeful. We’re predicting 15-20%
growth in the year ahead. We’ve had 9%
growth in the last year and we have been – it’s
easy to talk about with small numbers – the
04/11/2015 12:22

fastest growing airport in the north.”
The airport has also recorded big growth in
the cargo sector, reporting a 112% increase in
the amount handled year-on-year from 2013
to 2014. The airport provided support to the
Department for International Development aid
flights connected with the Ebola crisis in West
Africa and earthquake relief in Nepal. Charter
flights included two Ethiopian Airlines’ Boeing
777Fs which bought 200 tonnes of tea to the
UK.
“We’re a 24/7 airport with a long runway
and the perfect infrastructure to facilitate
cargo,” added Gill. “It is a part of UK aviation
where we feel we have all the facilities and
capacity to provide what it is the customers
are looking for; fast, efficient, cost effective
services.”
The airport’s large runway is a big benefit
to the airport in terms of attracting cargo
operators and Gill said they were trying to use
that to their advantage. “The Antonov An-225
has operated from here and we believe we’re
going to see a lot more of that,” he explained.
T2 Aviation’s Boeing 727 G-OSRA lands at Doncaster. The aircraft is being developed
in conjunction with Oil Spill Response as an aerial dispersant spray aircraft and also
performs cargo flights under the Anglo World Cargo banner. Key-James Ronayne
www.aviation-news.co.uk
58-62_dsa.JR.mfDC.mf.indd 61
Above: A chart showing the layout of the airport. Not for airborne/operational use, Navtech Aerad
Left: The airport is named after the legendary folk hero Robin Hood who is said to have been
born near Sheffield. Key-James Ronayne
“We had a 747 leave yesterday to South
America so we can operate the largest aircraft
to any parts of the world.”
The airport is currently in the process of
updating its Masterplan, a document detailing
the development of sites at and surrounding
the airport. One of the proposals is for a
new community rail station to be built on the
existing Doncaster to Lincoln line, to the east
of the airport. A shuttle bus would transfer
passengers to the airport, while residents and
workers employed on the airport’s business
park would also benefit. The South Yorkshire
Passenger Transport Executive is promoting
a potential tram-train connection between the
airport and Doncaster and on to Rotherham,
Sheffield and the proposed HS2 Station at
Meadowhall. In the longer term, an airport
spur from the East Coast Main Line direct to
the terminal is possible.
CUSTOMER SERVICE
The airport prides itself on its customer
service and has won awards for its work. Last
year the South Yorkshire airport topped a
member survey by Which? and also collected
the Customer Service Award at the Doncaster
Business Awards. “Providing great customer
service is a real team effort and involves
every person in every role at the airport,” Gill
said. “Our team works tirelessly to ensure that
visitors to our airport have a good experience.
This is no mean feat as travel can be a really
stressful time for some. We are developing
a credible track record for delivering exactly
what passengers want from their regional
airport over a number of years.
“We put the customer service at the
forefront of everything we stand for and
we’re very proud to have received Which?
recognition for best UK airport last year –
we’ve actually been in the top three for the last
five years. That again isn’t just the airport, it is
our partners. We all believe in that and we’ve
invested in the facility for the future and it will
help deliver those values today.”
Volunteers from FoDSA (Friends of
Doncaster Sheffield Airport) have become
61
04/11/2015 12:22
 airport ambassadors, helping passengers to
navigate the terminal and answer any queries
they may have.
Paul Maddison, Vice-Chairman of FoDSA,
said: “The 12 volunteer Airport Ambassadors
cover the busiest periods at the airport and
work with airport staff to make a difference.
We help and assist passengers with queries
no matter how big or small. It can be anything
from giving directions within the airport,
directing to the correct check-in desk, making
sure they know what items cannot go in their
hand luggage – the list is endless.” Above: The Doncaster Citation Service Centre offers a variety of services for all Cessna Citation
jets including repairs, maintenance and overhaul. The facility attracts some exotic visitors,
RESIDENTS among them Nigerian registered Cessna 560XLS Citation Excel 5N-BOQ. Clive Featherstone
DSA is also home to the Doncaster Below: Doncaster’s most famous resident is Vulcan B.2 XH558. Key-James Ronayne
Citation Service Centre. The business
relocated from Retford Gamston Airport in
Nottinghamshire in 2010 when it was known
as Kinch Aviation, before being rebranded
in 2012. The 50,000sq ft (4,645m2) facility
is located in Hangar Two and offers an
array of services for all Cessna Citation jets
including upgrades, repairs, maintenance and
overhaul. The centre also boasts an in-house
paint facility and has the ability to undertake
customisations and interior refurbishments.
Across the ramp from the Citation service
centre is Hangar Three, home to Avro Vulcan
B.2 XH558/G-VLCN and Directions Finningley,
a community interest company providing skills
and training in the aviation industry, as well
as encouraging the growth of new aviation
related businesses. Plans for a new hangar
to house XH558 are being discussed now
that its flying career has come to an end. The
Vulcan made its final flight from the airport
on October 28 and it is now planned to be
the centrepiece for an academy aimed at the industry both at the airport and outside the well positioned to benefit.
engineering excellence as well as other facets airport.” “The UK faces a real challenge with
of aviation. Visitors can already get up close to XH558 providing the infrastructure needed to
“We’re looking forward to working with on one of a number of tours offered by Vulcan cope with demand for air travel. The DfT
the Vulcan, explained Gill, “celebrating our to the Sky Trust. Visit www.vulcantothesky.org [Department for Transport] pessimistic
achievements of the past but very much for more details. forecast is talking of a doubling of air transport
linking to our ambitions for the future, Also based on the airfield is T2 Aviation’s over the next 20 years, from memory; while
celebrating engineering excellence and Boeing 727 G-OSRA which is being people like Boeing are suggesting it could
bringing about an academy looking at a range developed with Oil Spill Response as an be double that. With the deliberations in the
of skills, education and training for people aerial dispersant spray aircraft. The last built South East, which will take some time to come
particularly in engineering. They’re also 727 is also used to support cargo operations, good, I still firmly believe the reagions have a
looking at airline services, air traffic services including charter flights under the Anglo World large part to play in the future of aviation in the
and a wider interaction of aviation related Cargo operations banner. UK and we’re here to help provide that.”
skills which will help to feed those people into The airport hasn’t yet returned to the one
Below: Antonov An-225 Mriya UR-82060, the
THE FUTURE million-plus passenger figures it enjoyed pre-
world’s largest aircraft, visited the airport last Gill believes regional airports have an recession but it is on track. Investment in the
November to pick up engineering equipment. important role to play as demand for air surface links and facilities will certainly help
Robin Hood Airport Doncaster Sheffield transport continues to grow and that DSA is the airport in its ambitions.

62 Aviation News incorporating Classic Aircraft December 2015

58-62_dsa.JR.mfDC.mf.indd 62 04/11/2015 12:23

 Flight Bag
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wonderful collections of images. describes the primary
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providing a generalof its World
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immediately Beauficonfl
after the 1982 ghter, ict captioned
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Britain’s
types and operations might
events. The London-New Zealand Air Race and be expected – IX Squadron Lancasters “British
stations up and down the UK during the Cold medium bomber” . It isBirmingham.that
regrettable It issome photographs
astonishing to see
may
the or may
RAF’s lastnot haveWellington
Vickers been responsible feature for causing Tirpitz
in the War. to capsize appear to have suffered in quality just howfrommuchbeingthe reproduced beyond
bombing changed
in anchapter
1953 attack flfor own alongside
example, each617withSqn, itsfor
ownexample
image.(opinions The on20 which their scanned
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However, it is for their photographs that these on which squadron personnel decades
spectrum of adventures and incidents, and old. Intelligent use of sidebars has been
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done of captioningaircrewthem. and groundcrew.
The majorityThe result is as engaging
of the of what as it isthe jet was
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like, asand wellthe as units
a depicted, out soalthough
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text is an simply
informative.
1950s’ images are in black and white, but where be absorbed
glimpse at service life through the 1970s and in the photographs. There are scenes
read, but information on subjects of domesticity
colourThrough
appears theit’sCold War,spectacular
usually IX Squadron operated the Avro
– witness ’80s. Lincoln
Eachand and regular
chapter delivers a single airfistory
eld life,
andas wellincludingas moreGerman harrowing beamimages of crashed
navigation
English Electric Canberra,
the Vulcan across pages 206 and 207. Colour isbefore returning to Avro with the Vulcan. The and,
includes a photograph of the author and inin some cases, burning bombers. Those fortunate
systems and unit designations is there enough to
latter gave way
considerably more to prevalent
the Panavia Tornado
in the 1960sastitle,
thebutunit oncesome againcasestook on live in or around
further black-and-white Norfolk will enjoy
images. the possibility
for those who want it. of spotting a familiar
The narrative
a pioneeringimpressive.
nonetheless role, introducing the swing-wing strike aircraft Twointo RAF of platesairfi
sections eld, pub
feature or otheroflocation.isThis
a selection is a book to be
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describing the at
service. There are hair-raising
Your reviewer did find a couple of minor issues accounts from crews involved in the leisure,
colour photographs and further monochrome rather than read cover to cover.
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1955. It is also a shame that the Victor captioned doubt have SPITFIRE
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www.aviation-news.co.uk 63

36_FlightBagDC.mf.indd 36 03/10/2014 14:40

63_flightbagDC.mfDCDC.indd 63 06/11/2015 12:19
 354TH FIGHTER GROUP
PIONEERING MUSTANG UNIT
René J Francillon charts the exploits of a famous United States
Army Air Forces Mustang unit in Europe during World War Two.
T
he North American Aviation Mustang
initially had a difficult time being
accepted in the land of its birth but
went on to become one of the best
American combat aircraft of World War Two.
Not designed for the US armed forces, but
originating as a private proposal by North
American to the British Purchasing Commission
as an alternative to building the Curtiss
Kittyhawk under licence for the RAF, this superb
fighter was considered an interloper of little
or no merit by the leadership of the Materiel
Division at Wright Field, Ohio.
Belatedly, after being refitted with a Merlin
engine, the P-51 came into its own with the
US Army Air Forces (USAAF).
The honour of taking this version into
combat went to the 354th Fighter Group (FG).
Equipped with Bell P-39 Airacobras shortly
after its activation at Hamilton Field, California,
on November 15, 1942, the 354th FG spent the
next 11 months training in California, Nevada,
and Oregon while also providing air defence for
the San Francisco and Portland areas.
64
64-68_mustangsDC.mfDC.mfDC.mfDC.indd 64
Above: This artwork illustrates a mission on
June 12, 1944 when Capt Kenneth H Dahlberg
of the 353rd FS/354th FG claimed his first
aerial victory, shooting down a Bf-109 while
escorting B-17 Flying Fortress bombers of the
401st Bomb Group. Capt Dahlberg would go
on to achieve 14 victories (including three while
flying P-47s). David Ails/www.ailsaviationart.com
The group, which comprised three
squadrons, the 353rd Fighter Squadron
(FS) Flying Cobras, 355th FS Pugnacious
Pups and the 356th FS Red Asses, was the
first fighter unit of the new Ninth Air Force.
Shipped out to England without aircraft, the
354th FG was temporarily stationed at the
Berkshire airfield of Greenham Common
(Air Force Station 486) where it received five
P-51B Mustangs on November 11, 1943 to
become the USAAF’s pioneering combat unit
with Merlin-powered Mustangs.
A few days after this, the 354th FG settled
in at Boxted (AAF-150) in Essex, from where
it went into battle less than two weeks later.
However, its combat debut was in support of
the Eighth Air Force strategic campaign, not
on tactical operations with the Ninth Air Force
as had been planned.
The first combat mission was flown in
the afternoon of December 1 with Lt Col
Donald Blakeslee, the Executive Officer of
the combat-tested 4th FG, leading 23 pilots
of the 354th FG on an 80-minute sweep over
Belgium and Northern France. The Luftwaffe
was not seen and only moderate flak was
reported, enabling all 24 Mustangs to return
safely to AAF-150.
The next mission was flown on December
5 when 36 P-51Bs escorted Boeing B-17
Flying Fortress and Consolidated B-24
Liberator bombers on missions to the
Cognac-Châteaubernard airfield and
Bordeaux-Mérignac air depot, again without a
loss. On the next mission, on December 11,
one of the 35th’s Mustangs was shot down
in Germany near Attendorn in West Rhine-
Westphalia by Feldwebel Emil Schmelzinger,
a Bf 109 pilot of 9./JG 11.
Aviation News incorporating Classic Aircraft December 2015
06/11/2015 12:21
 Almost brand new P-51B-1-NA, 43-12172, of the 354th
Fighter Group at Boxted in Essex on December 27, 1943.
USAAF/René J Francillon Collection
In December 1943 and January 1944, the
354th FG started flying deeper and deeper
over occupied Europe while protecting the
heavy bombers of the Eighth Air Force to
targets previously out of reach for escorting
fighters, such as Bordeaux in France and
Kiel in Germany, both more than 460 miles
(740km) from Boxted.
During one such mission, on December
16, when P-51s escorted the bombers to
Bremen, a target to which Republic P-47D
Thunderbolts could not yet accompany the
bombers, Lt Charles Gumm Jr scored the
first air combat victory for Merlin-powered
Mustangs by shooting down a Bf 109 near
this Hanseatic harbour city. Lt Gumm
achieved a second victory on February 21,
1944 but was killed eight days later when he
crash-landed his P-51B. This occurred while
avoiding the village of Nayland in Suffolk
following an engine failure shortly after take-
off. The 354th was on its way to becoming
www.aviation-news.co.uk
64-68_mustangsDC.mfDC.mfDC.mfDC.indd 65
a top-scoring fighter group in the European
Theater of Operations (ETO).
On December 13, the USAAF reported
that no P-51 was lost over enemy territory
but admitted that Lt Glenn T Eagleston of
the 353rd FS had to parachute over England
as his P-51B had been damaged in an
engagement against a Messerschmitt Me110
(which was claimed as a ‘probable’ aerial
victory). As noted further on, Eagleston did
recover from that unfortunate experience and,
after gaining his first confirmed victory on
January 5, 1944, went on to become the top
scorer of the 354th FG with 18½ kills.
During the Korean War, this World War
Two ace added two Mikoyan MiG-15 to his
score while flying North American F-86A
Sabres with the 4th Fighter-Interceptor Group.
For its Mission 182, on January 11, the
Eighth Air Force targeted three aviation
industry targets in Saxony, eastern Germany,
some 550 miles (885km) from bases in East
White type identity stripes were painted around the nose, wings, fin and rudder plus tailplanes
of USAAF Mustangs after several friendly fire incidents. USAAF/René J Francillon Collection
Anglia. It launched 177 B-17s against the
plant of AGO Flugzeurwerke in Oschersleben,
while 234 B-17s and 138 B-24s were sent
to bomb various targets near Braunschweig,
and 114 B-17s went against the Junkers’
Flugzeugbau factory in Halberstadt.
Thunderbolts were to provide fighter escort
part of the way to and from the targets, while
Mustangs were to defend the bombers closer
to and over the targets. The 354th, still the
only operational Mustang group in the ETO
dispatched 49 P-51Bs under the command of
Maj James H Howard, the CO of the 356th FS.
He had been trained as a naval aviator
and had flown from the USS Enterprise
(CV 6) before leaving the navy to join the
American Volunteer Group (AVG – also
called the Flying Tigers) in China, his country
of birth. He then flew 56 missions with the
Flying Tigers and was credited for shooting
down six Japanese aircraft. After a period of
rest and recuperation stateside, he joined
65
06/11/2015 12:21
 Two 354th FG P-51B Mustangs at Boxted. EN-Archive
The P-51D named Merle Maureen was flown by Lt Dick Asbury of the 354th FG at the end of his
second tour when this photo was taken. His first tour was with the 363rd FG. He became an
ace with five victories. EN-Archive
the Army Air Corps and, at the end of 1943,
went to England with the 354th FG.
On January 11, 1944, after detaching a pair
of aircraft against menacing German fighters,
Maj Howard sent two of his squadrons to
protect the middle and rear formations while
leading his depleted squadron to the head of
the bomber stream. Seeing that a formation of
the 401st Bomb Group was receiving particular
attention from the Luftwaffe, he single-handedly
went to the rescue of the B-17s. Witnessed
by the 401st BG crews, grateful and full of
admiration for the airmanship of their ‘little
friend’, Maj Howard destroyed or damaged
six enemy aircraft and was credited with the
destruction of four. Promoted to Lt Col, James
Howard was awarded the Medal of Honor on
June 5, 1944, the only one given to a fighter
pilot in the ETO. The citation read as follows:
“For conspicuous gallantry and intrepidity
above and beyond the call of duty in action
with the enemy over Oschersleben, Germany,
on 11 January 1944. On that day Col
Howard was the leader of a group of P-51
aircraft providing support for a heavy bomber
formation on a long-range mission deep into
enemy territory. As Col Howard’s group met
the bombers in the target area, the bomber
force was attacked by numerous enemy
fighters.
“Colonel Howard, with his group at once
engaged the enemy and himself destroyed
a German Me110. As a result of this attack,
Col Howard lost contact with his group, and
at once returned to the level of the bomber
formation. He then saw that the bombers
were heavily attacked by enemy airplanes
and that no other friendly fighters were at
hand. Colonel Howard could have waited
to attempt to assemble his group before
engaging the enemy, he chose instead to
attack single-handed a formation of more than
30 German airplanes. With utter disregard for
his own safety he immediately pressed home
determined attack for 30 minutes, during which
he destroyed 3 enemy airplanes and probably
destroyed and damaged others.
“Toward the end of his engagement three of
his guns went out of action and his fuel supply
was becoming dangerously low. Despite
these handicaps and the almost insuperable
odds against him, Col Howard continued his
aggressive action in an attempt to protect the
bombers from the numerous fighters. His
skill, courage, and intrepidity on this occasion
set an example of heroism which will be an
inspiration to the US Armed Forces.”
The group flew more bomber escort
missions during the early months of 1944,
including to Berlin on March 4, 6 and 8. The
354th FG proved repeatedly that Merlin-
engined Mustangs were the long-range
escort fighters that were much needed by the
Eighth Air Force. In the process, the group’s
score rose rapidly, the 100th victory being
gained on February 21 and the 200th on April
10. However, by that date, with the Eighth
Air Force getting its own Mustang groups, the
354th FG had also begun earning its keep
in the air-to-ground mission, for which it had
been assigned to the Ninth Air Force.

Above left: Major James H Howard, the CO of the 356th FS/354th FG, in the cockpit of his P-51B-1-NA. USAAF/René J Francillon Collection

Above right: General Dwight D Eisenhower in a 354th FG Mustang. The unit had the honour of flying the Supreme Allied Commander of the Allied
Expeditionary Force on a fact-finding mission over the battlefront in France. US Army, Eisenhower Presidential Library Collection

66 Aviation News incorporating Classic Aircraft December 2015

64-68_mustangsDC.mfDC.mfDC.mfDC.indd 66 06/11/2015 12:21

 SCOREBOARD OF THE 354TH FIGHTER GROUP Forty-three pilots became aces while flying P-51s with the 354th Fighter
Group. The top scorers, those with ten or more aerial victories were:
In 20 months of combat operations in Europe (all but 82 days of which were
while flying Mustangs), the pilots of the 354th FG took part in 1,384 missions Maj Glenn T Eagleston 353rd FS 18.50
and flew 18,334 sorties. In the process, 187 of its pilots were either killed, Maj Don M Beerbower 353rd FS 15.50
went missing, or became POWs. But the credit side of the ledger was Lt Col Jack T Bradley 353rd FS 15.00
impressive. At war’s end, the 354th was credited by the Eighth Air Force with Lt Bruce W Carr 353rd FS 15.00
the destruction of 701 enemy aircraft in air combat, making it the top-scoring Capt Wallace N Emmer 353rd FS 14.00
fighter group in the ETO.
Capt Kenneth H Dahlberg 353rd FS 14.00 (including
At the time, the 56th FG came in second place with 677 enemy aircraft shot 3.00 on P-47Ds)
down. However, in its Study No 85 USAF Credits for the Destruction of Enemy Maj Robert W Stephens 355th FS 13.00
Aircraft, World War II, the USAF Historical Research Agency reduced these
Maj Lowell K Brueland 355th FS 12.50
claims and ranked the 56th in first place, with 674½ victories with the 354th
Lt Carl M Frantz 353rd FS 11.00
ending in second place with 604¼. Whatever the actual totals, the 354th also
had destroyed 304¼ enemy aircraft destroyed on the ground compared with Capt Frank Q O’Connor 356th FS 10.75
314 for the 56th. Maj Richard E Turner 356th FS 11.00

CLOSER TO THE GROUND
After taking command of the Eighth Air Force
in January 1944, Lt Gen James H Doolittle
ordered VIII Fighter Command to “flush
Luftwaffe fighter aircraft in the air and beat
them up on the ground on the way home”.
This new tasking also applied to fighter
units of the Ninth Air Force operating
alongside those of VIII Fighter Command.
For the 354th FG, this resulted in a first
strafing mission on February 8 when its
Mustangs returned from escorting bombers to
the marshalling yard at Frankfurt and attacked
the airfield at Fliegerhorst Eschborn not far
from the German city. Next, the group’s
scope of operations was further enlarged
with the first dive-bombing mission being
flown on March 25 as its P-51Bs attacked the
marshalling yards at Creil, France.
During the following weeks, when German
defences in France and Belgium were being
softened in preparation for D-Day, the 354th
FG switched back and forth between escort
and dive-bombing/strafing operations. In the
process, the group first flew one mission of
each type on April 10, its aircraft dive-bombed
targets at Hasselt and later escorted bombers
to Namur, both target areas being in Belgium.
In preparation for the long-awaited
invasion, the 354th left Boxted for Lashenden,
Kent, on April 17 where a temporary airfield
had been built (AAF-410) to serve as a
prototype for the Advanced Landing Grounds
(ALGs) to be built on the Continent. In just
over six months since entering operations
the 354th FG had flown 95 combat missions
when, in the late afternoon of D-Day, June
6, it escorted Douglas C-47 Dakotas towing
CG-4 gliders to the Cherbourg Peninsula.
The advanced element of the 354th left on
June 13 for Cricqueville-en-Bessin (A-2) in
Normandy. The rest of the group followed to
this ALG on July 3.
Thereafter the tempo of operations
increased rapidly, with the 500th mission
being flown on September 9, as fighter
“Witnessed by the 401st
BG crews, grateful and
full of admiration for the
airmanship of their ‘little
friend’, Maj Howard
destroyed or damaged
six enemy aircraft and
was credited with the
destruction of four.”
sweeps with or without bombs became the
dominant activity. Two dates during that
period stood out for the unit: July 4 when it
flew the Supreme Allied Commander of the
Allied Expeditionary Force (SHAEF), Gen
Dwight D Eisenhower, over the battlefront.
Regarding this claim-to-fame, one has first
to go back a few weeks, specifically to May
27, when a P-51B-7-NA of the 355th FS was
damaged in a ground loop at Lashenden.
This single-seat fighter, 43-6877, was then
rebuilt into a two-seater by the 461st Air
Service Group with a forward-facing seat
being squeezed aft of the pilot’s seat under
the extended birdcage canopy.
However, there was not enough room for
the backseater to wear a parachute and he
had no way to open the canopy once it was
secured with DZUS fasteners by the ground
crew. In spite of these limitations, the new
two-seater was taken to the advanced landing
ground at Cricqueville where it was readied
to take Gen Eisenhower on a flight over
the Normandy front on July 4. The pilot on
that occasion was Maj Gen Elwood R ‘Pete’
Quesada, the commanding general of the IX
Tactical Air Command. As part of a four-
aircraft formation from the 355th FS, and with
other P-51 flights operating nearby but ready
to provide additional cover, the two generals
flew an uneventful fact-finding sortie over the
Saint-Lô area. This gave Eisenhower first-
hand knowledge of the difficult bocage terrain
through which the US First Army would have
to break through at the start of Operation
Cobra later in the month. This aircraft was
then retained by the 354th FG and soon
received special markings and named The
Stars Look Down commemorating its discrete
moment of fame before ending up without
camouflage with the code GQ-B.
The other stand-out date is August 25
when the unit claimed 51 aircraft destroyed,
one as probable and eight as damaged
(these claims were later revised downwards).
They now stand officially at 36 confirmed
victories - two to headquarters pilots, 12 to
the 356th FS and 22 to the 355th FS.

Thunderbolts of the 353rd FS at Rosières-en-Haye in France. From late 1944 until mid-February 1945 the 354th FG was equipped with P-47Ds.
Before and after those years the unit flew Mustangs. USAAF/René J Francillon Collection

www.aviation-news.co.uk 67

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The then Lt Col Glenn Eagleston, the CO of the 353rd FS, stands to the right of a blackboard
while briefing pilots at Ober-Olm on April 17, 1945 against the backdrop of his Mustang. He
would go on to become a major general. USAAF/René J Francillon Collection
BREAKTHROUGH
Commanded by General George Patton, the
US Third Army went into combat on August
1, 1944 and soon broke through enemy
defences and advanced toward the German
border. It was in support of that army that the
354th FG operated as part of the XIX Tactical
Air Command, Ninth Air Force, until combat
ended in Europe.
As ground troops raced through France,
the 354th followed them by moving to Gael
(A-31) on August 13 and to Orconte (A-66) on
September 17. While at this muddy field in the
Champagne-Ardenne region, the 354th was
given demoralising news. Having introduced
the Merlin-powered Mustang to combat
operations and proven that this aircraft was
capable of escorting bombers to their farthest
targets in Germany, its personnel was
shocked when in mid-November it learned
that it was to convert to P-47Ds. By then,
priority had been given to equipping groups
of VIII Fighter Command with P-51Ds and to
assigning P-47Ds to Ninth Air Force fighter
squadrons operating primarily in the air-to-
ground role. As by then the 354th FG had
indeed become a tactical unit, headquarters
decided that it would have to trade its
Mustangs for Thunderbolts.
Making the best of the unwanted change,
the group moved to Rosières-en-Haye
(A-98) in early December and, while there,
was called to support the Third Army as it
came to the rescue of the 101st Airborne
Division surrounded at Bastogne. In spite
of unfavourable meteorological conditions at
the start of this Battle of the Bulge, the 354th
pilots flying Thunderbolts provided sterling
support. Although flying mostly air-to-ground
missions, they managed to add a few aerial
victories to the group’s scoreboard. It was
while still based at Rosières-en-Haye, that
the 354th received the welcome news that it
would once again be equipped with P-51Ds in
mid-February 1945.
Once again, flying Mustangs, the group
then moved to bases in Germany, settling in
at Ober-Olm (Y-64) on April 8 and at Ansbach
(R-45) on April 30.
The last official victories for the 354th FG
were obtained on April 26 when six were
credited to five pilots of the 353rd FS and four
to three of the 356th. Twelve days later, VE
Day saw the group still based at Ansbach.
With personnel then being progressively
returned to the United States, the group moved
to Herzogenaurach from which, now mainly a
‘paper unit’, it was transferred to Bolling Field
in February 1946. It was at this base in the
District of Columbia that the 354th FG, USAAF,
was inactivated on March 31 that year.

A 354th FG Mustang is worked on at Ober-Olm – the unit moved

into the former Luftwaffe base in Germany on April 8, 1945.
USAAF/René J Francillon Collection

68 Aviation News incorporating Classic Aircraft December 2015

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 AIRPORT MOVEMENTS
ABERDEEN
21/8 D-MPBM Ikarus C42; D-MYCH Fly Synthesis
Storch HS. 25/8 LZ-FLL An-26B Bright Flight.
26/8 OY-NDP CitationJet 525 CJ2+. 27/8 OO-CIV
CitationJet 525 CJ2; OO-NAD Falcon 7X; EC-LYL
Citation 560XLS+. 30/8 EC-JVR Falcon 900B. 31/8
OY-APM Gulfstream G450.
3/9 HB-JST Falcon 7X. 4/9 OK-PMI Beech 400A;
D-CGRC Learjet 35. 6/9 LN-IDD Citation 550 Bravo.
7/9 LN-ONJ EC225LP Bristow Norway. 9/9 D-CLBM
Phenom 300; LX-GSP Citation 680 Sovereign. 13/9
PH-IEH AW139. 15/9 OY-GSB PC-12. 20/9 FAU-537
& FAU-536 C212-300s on delivery to Uruguayan AF,
ex Portuguese AF 17201 & 17202 n/s. 29/9 LZ-CGO
737-301F Cargo Air; G-MCGY S-92A delivered to
Bristow Helicopters dep 10/10. 30/9 OO-NSD Airbus
Helicopters H175 Noordzee Helikopters.
BELFAST INTERNATIONAL
1/8 C-GPUV TBM 850 dep 4th; 165832 C-40A
VR-58, USN dep 4th. 3/8 D-EWWG Diamond DA40
dep 5th. 4/8 00-9001 C-32B 150th SOS, 108th Wg,
USAF also 5th. 5/8 OK-JNT Legacy 600 n/s. 15/8
OY-NDP CitationJet 525A CJ2+. 17/8 165158 &
165159 C-130Ts VR54, USN both n/s; 94-6707
C-130H 130th AS, 130th AW, USAF n/s. 20/8 99-
0003 C-32A 1st AS, 89th AW, USAF. 22/8 B-KHJ
Gulfstream G550 dep 23rd. 24/8 OY-MGO Falcon
2000EX EASy n/s. 30/8 165351 C-130T VR-55,
USN n/s.
BIGGIN HILL
1/6 F-GPGH Beech 350 n/s. 3/6 OY-BAB PA-28-235
dep 7th. 6/6 HB-PSM PA-46-350P n/s. 7/6 PH-3N3
Aerospool WT-9 Dynamic; PH-4M1 TL-3000 Sirius.
9/6 EC-LFY PA-28RT-201T, reregistered G-RCMP
on 16th; OK-IRI Citation 560XLS. 11/6 D-FWME
Hispano HA.112-M1L Messerschmitt Stiftung;
OE-HUG Challenger 350 dep 14th. 13/6 2-BREM
Bo.105DBS-5. 15/6 HB-TCS Cessna P.210N dep 17th.
16/6 OO-MCJ Robinson R44. 17/6 D-EEAE Beech
B.36TC; D-EXTS Cirrus SR22T n/s. 20/6 SP-WOI
Global Express n/s. 21/6 D-ERDS Diamond DA40.
22/6 I-PDVT Avanti EVO. 26/6 OE-FGV Phenom 100.
27/6 HA-JEP Citation 650 VII. 28/6 OY-CHT ATR 42-
300 FlyDenim n/s; SP-MRD Premier 1. 29/6 D-EFUX
Beech F.33A n/s. 30/6 F-HSHA Citation 510 Mustang
n/s; OE-GWV Citation 560XLS; OK-ART Cirrus
SR22T; 147/XS TBM 700B ETEC 00.065, French AF.
www.aviation-news.co.uk
69-71_airportsJR.mfDC.indd 69
AIRPORT MOVEMENTS COMPILED BY CARL HOPE
A round-up of notable aircraft visiting UK airports.
A meeting between Secretary of State for Defence Michael Fallon and US Secretary of Defense
Ashton Carter resulted in USAF E-4B 73-1676 visiting Stansted on October 9. Samuel Pilcher
BIRMINGHAM 525A CJ2. 9/8 D-IBBS Citation 525A CJ2+ n/s. 11/8
1/9 EZ-A778 777-22KLR Turkmenistan Airlines; D-ELDS Diamond DA40D dep 16th; SE-RIK Citation
C-GTDM Learjet 35A. 3/9 PH-FHB PA-46-500TP. 4/9 550 II. 12/8 OE-HGL Challenger 300 n/s. 15/8
OM-BYO Tu-154M Government of Slovakia f/v. 7/9 D-CMED Learjet 55C. 21/8 N770BB 757-2J4. 26/8
0454 C295M 242.tsl, Czech AF; OO-FPC CitationJet D-EPGA Cirrus SR22. 27/8 D-APLC Falcon 7X.
525B CJ3. 10/9 HB-JSG Challenger 605. 12/9 OM-
EEX 737-4Q8 Air Explore f/v; VH-FDF Beech 350 on CAMBRIDGE
delivery. 14/9 HA-LYN A320-232(SL) Wizz Air new 7/8 D-IPVD CitationJet 525A CJ2. 8/8 OE-IBZ 737-
service. 15/9 9H-FAM Phenom 100. 16/9 YR-FZA 34S TNT Airways; D-ELDS Diamond DA40D; D-EBZV
Fokker 100 Carpatair f/v; 2-BYDF S-76A+; D-IANE Cirrus SR20. 14/8 A9C-ISA 737-86J Bahrain Royal
PA-42-720. 17/9 D-IAWG Cessna 425. 19/9 SE-MAT Flight, noted with Marshalls.
BAe ATP/F West Atlantic f/v; HA-LYT A320-232(SL)
Wizz Air f/v; OY-CCJ Learjet 35A. 24/9 A6-EPA 21/9 F-GVMI Global 6000; I-FXRI Avanti II; G-EZIB
777-31HER Emirates f/v. 25/9 2-RICH PA-46-500TP. A319-111 easyJet dep after painting. 22/9 F-GTRY
26/9 F-HTCR Beech 90GTi. 27/9 N757HW 757-225 CitationJet 525 CJ1. 24/9 PH-MJP Fokker 100
Honeywell International also 28th. 30/9 EW-338TI An- FlyDenim. 26/9 D-EAWK Beech A.36; EC-LMR BAe
12BP Ruby Star f/v; SP-NST PA-34-220T. 146-300QT TNT Airways.
BLACKPOOL DONCASTER SHEFFIELD
3/6 OO-MLG Citation 560XL n/s. 9/6 F-GTEK 4/8 D-CCWM Phenom 300. 10/8 LN-BAC CitationJet
Robinson R44. 14/6 I-9020 Pipistrel Virus 912; SE- 525A CJ2 dep 13th. 12/8 D-ILHC CitationJet
DJG Legacy 600. 17/6 LX-LOE Hawker 4000 also 525 CJ1+ Lufthansa Flight Training. 14/8 B-8298
24th. 23/6 F-GAIB Wassmer WA-54. 25/6 EI-HFA Gulfstream G550 dep 16th. 17/8 EC-LDK Citation 510
Chipmunk T.20 n/s. 27/6 F-GBVN Robin DR.400/180. Mustang. 28/8 UR-CGV An-12BP Ukraine Air Alliance.
29/6 EI-CGD Cessna 172M. 29/8 UR-82073 An-124-100 Antonov Airlines.
1/7 OE-GPS Citation 550 Bravo. 11/7 N1TF DURHAM TEES VALLEY
Gulfstream G650. 14/7 YU-HES SA341J Gazelle. 12/8 HB-EUX Robin DR.340 n/s; F-GLDV Robin
23/7 F-PTOZ DynAero MCR-4S. 24/7 OY-NPF Metro DR.400/180 n/s; OE-FHC CitationJet 525A CJ2+.
23 North Flying also 27th. 17/8 D-CDOC Learjet 45 n/s. 19/8 9H-SRT Global
XRS dep 21st. 20/8 LX-JFP Avanti II. 23/8 EC-KPB
BRISTOL INTERNATIONAL Citation 560XLS also 25-27th. 25/8 OY-CHT ATR 42-
2/8 LX-OLA Legacy 600 dep 4th. 6/8 D-CFAN Learjet 300 FlyDenim. 28/8 OE-GRI Citation 560XL dep 31st.
60 n/s. 7/8 D-CDOC Learjet 45; SE-RKS Citation 30/8 D-INKY Avanti II.
Bombardier Dash 8-Q402 HS-DQE (c/n 4504) was one of two examples on delivery to Nok Air that
routed via Southampton on October 1. The other was HS-DQF (c/n 4506). Richard Vandervord
69
04/11/2015 11:40
 EAST MIDLANDS
AIRPORT MOVEMENTS COMPILED BY CARL HOPE
2/9 LV-BSS Challenger 300. 4/9 OK-VPI Gulfstream
G550. 5/9 UR-CEZ An-12BP Cavok Air also 7th &
9th; OY-RUE MD-83 Danish Air Transport; D-CFAX
Learjet 35A. 10/9 9V-SFP 747-412F Singapore Airlines
Cargo; 9H-FAM Phenom 100. 11/9 9V-SFO 747-412F
Singapore Airlines Cargo. 13/9 N280GD Gulfstream
G280. 14/9 N31GJ Learjet 36A. 15/9 D-AFAI
Challenger 604. 16/9 RA-82045 An-124-100M Volga-
Dnepr Airlines; EW-259TG An-26B Genex. 18/9 RA-
76950 Il-76TD-VD90 Volga-Dnepr Airlines also 22nd,
25th & 30th. 19/9 G-VYGJ A330-332MRTT AirTanker;
D-CDOC Learjet 45. 22/9 UR-CKM An-12BP Cavok
Air. 26/9 D-CGRC Learjet 35A. 27/9 OH-WIA Citation
680 Sovereign. 28/9 D-CTRL Learjet 35A.
EXETER
24/8 D-CJPD Learjet 31A; OK-HWK Hawker 900XP.
25/8 MM62185/46-50 C-130J 46 BA, Italian AF. 27/8
T-784 Citation 560XL Swiss AF. 28/8 ZZ173 C-17A 99
Sqn, RAF; OE-EGO PC-12; OO-TMQ PA-28-161.
1/9 D-CAUW Citation 560 Encore. 3/9 D-CSLT Learjet
60. 6/9 F-GKHJ Falcon 900. 8/9 PH-VBG Falcon
2000EX. 14/9 HB-LTI PA-31T Cheyenne II. 15/9
G-BRSF/RR232 Spitfire HF.IXc. 17/9 OE-FCP Citation
510 Mustang.
Flybe Aviation Services
29/8 OY-GRK Dash 8-Q202 Air Greenland.
Summit Air Shorts SC7 Skyvan C-FARA departs from Glasgow on
October 2 on its delivery flight to RAF Brize Norton. It is being used
to fulfil a UK military parachute training contract. Kenny Williamson
GLASGOW
1/8 LX-INS Citation 560XLS. 3/8 OY-RUP A320-231
Danish Air Transport. 4/8 CS-TQZ A340-313 Hi Fly
and I-NDDL 767-324 Neos both op for Thomas Cook;
A6-PFC 787-8 Dreamliner UAE Presidential Flight.
5/8 EC-KUL ATR 72-212 Air Europa op for Flybe. 6/8
50+40 C-160D LTG63, German AF. 10/8 D-ASHY
Challenger 605; HB-JRM Global 6000. 14/8 EI-ZMA
Falcon 900EX. 18/8 SE-DJO RJ85 Malmö Aviation.
19/8 SP-ENF 737-4C9 Enter Air; OY-PSE 737-8Q8
Primera Air; OY-JRZ A320-233 Danish Air Transport all
football charters. 20/8 VH-IQR Global XRS. 23/8 EC-
KVI ATR 72-212 Air Europa op for Flybe. 24/8 OY-LHD
A320-231 Danish Air Transport. 29/8 C-FEXZ Dash
8-311 Voyageur Airways/United Nations.
GUERNSEY
1/8 OY-AZM Cessna F.172N. 5/8 R91/61-ZI Transall
ET01.061, French AF also 19th; A6-PJB Hawker
900XP dep 7th as N330GW; EI-ING Cessna F.172P.
6/8 HB-PEC PA-28-236. 7/8 F-PYIT Duruble RD.03
Edelweiss; F-HOAA Diamond DA40NG. 9/8 EC-KUL
ATR 72-212A Swiftair op for Flybe. 12/9 I-MUGH
Mooney M.20J. 14/8 9H-AJW 737-3U3 Aerovista op
for Aurigny Air Services. 15/8 F-GCBY Cessna 172S;
70
69-71_airportsJR.mfDC.indd 70
F-GUXB Robin DR.400/160. 17/8 HB-FOS PC-12.
18/8 OY-JAI Citation 500 I; YU-HWF SA.341G Gazelle.
21/8 21-VF/F-JVDX Pipistrel Virus; F-GROA Robin
DR.400/180. 25/8 VP-BPW Falcon 900EX. 26/8
D-ERFM Diamond DA40D. 27/8 OY-EVO Citation
550 Bravo. 28/8 CN-LEC Cirrus SR20 also 30th;
HA-ACO Do 28G-92.
INVERNESS
1/8 OY-PIL Cessna 177RG dep 9th. 3/8 LX-AIG
PA-28-161 n/s. 9/8 OY-JJD Beech 400A; C-GVPP
Dash 7-103 Trans Capital Air/United Nations n/s.
11/8 OO-AMR CitationJet 525A CJ2+ n/s. 15/8
I-TAKA Citation 560XLS n/s; D-EDBU PA-46-310P
dep 19th; HB-LNX PA-31T2 Cheyenne IIXL dep 18th.
17/8 OY-JBJ Hawker 800XP dep 20th. 18/8 C-FJHQ
Dash 7-103 Trans Capital Air/United Nations. 19/8
R91/61-ZI Transall ET 01.061, French AF; OE-KMR
Cirrus SR22T; EI-ZMA Falcon 900EX. 20/8 B-KHJ
Gulfstream G550 also 21st n/s; D-MPBM Ikarus
C42, D-MYCH Fly Synthesis Storch HS & D-IABB
Commander 680FL all n/s. 22/8 D-GPEZ PA-30-160
dep 24th. 27/8 A6-CPC Legacy 600. 30/8 PH-HGT
Citation 680 Sovereign. 31/8 SE-GVR PA-28R-200.
JERSEY
1/9 TU-GOD Cessna 208B on delivery to USA. 2/9
HB-GHG Beech B.58; OE-HUB Citation 750 X. 3/9
OY-EGD Falcon 7X; CM-02 Falcon 20E-5 15 Wing,
Belgian Defence – Air Component; R202/64-GB
Portuguese Navy Super Lynx Mk95 19201 was at Glasgow on October 14.
The helicopter was embarked on the Portuguese frigate Dom Francisco de
Almeda, which was taking part in Exercise Joint Warrior 15-2. Iain Mackenzie
Transall ET01.064, French AF. 5/9 D-EPAI PA-46-350P.
8/9 N865CL Citation 680A Latitude. 9/9 ZZ542/15-
0602 AW159 Wildcat Mk.210 AgustaWestland, for
South Korean Navy. 10/9 Among those visiting for
the airshow were: SE-DXN SAAB AJSF-37, SE-DXB
SAAB J-29F, SE-DXP SAAB SK-35C & SE-DXG
SAAB SK.60E all Flygvapnet Veteranflygdivisionen;
253 CN235-100MPA 101 Sqn, Irish Air Corps; 1115
M-28B1R 30.elMW, Polish Navy; D-CDLH Junkers
Ju 52/3m Lufthansa Traditionsflug; F-AZKM Rockwell
OV-10B; D-ESIC SIAI-Marchetti SF.260; LN-NCC
U-6A Beaver; NX32CS Commonwealth CA-13
Boomerang; N104CJ SBLim-2. 11/9 D-GGMM
Diamond DA42NG; N4437F PA-34-220T on delivery
from St John’s to Bangkok. 15/9 T7-PCL PC-12.
18/9 D-GUST GA-7 Cougar. 19/9 N858ND Lancair
Columbia 400. 20/9 SE-XPK Van’s RV-4. 26/9 HB-
PQL PA-28-181. 28/9 D-EPIG Aquila A.210. 29/9
SE-MAI BAe ATP/F West Atlantic f/v.
LEEDS BRADFORD
6/8 EI-ELZ 737-4Q8 Mistral Air. 11/8 OE-GWV Citation
560XLS. 16/8 OE-LIB ATR 72-600 InterSky. 20/8
LZ-LDP MD-82 Bulgaria Air op for Mistral Air; D-INDY
Eclipse EA500; HB-FXX PC-12. 21/8 PH-CTR
Citation 680 Sovereign; LX-FGL Citation 510 Mustang.
24/8 OO-ALX Citation 680 Sovereign. 28/8 N3864
Ryan Navion B. 29/8 OY-CKK Falcon 2000EX. 30/8
OE-IMZ Gulfstream G450. 31/8 D-EPJB Cirrus SR20.
LIVERPOOL
1/8 OY-SWO Falcon 2000S also 8th; D-CGGN
Learjet 55. 2/8 EC-KHP Citation 550 Bravo; OY-ACC
CitationJet 525A CJ2. 3/8 OK-PBS CitationJet 525
CJ1. 4/8 C-GGSU Basler BT-67 CGG Aviation, fuel
stop Reykjavik-Pisa. 5/8 LZ-ABR An-26B Rose
Air; ZK558 Chinook HC6 arrived from docks, dep to
Odiham; EC-MFS 737-4Y0 AlbaStar. 7/8 D-CBAY
Citation 680 Sovereign. 10/8 F-GJCB PA-28R-201 dep
16th. 11/8 OE-GJP CitationJet 525B CJ3. 13/8 LN-
RTG Falcon 2000EX also 14th. 15/8 EI-EYJ Cessna
F.172N. 16/8 EI-WIG SkyRanger 912. 21/8 PH-WDL
PA-34-220T. 28/8 264 PC-9M FTS, Irish Air Corps.
29/8 D-CAPA Learjet 35A n/s. 31/8 OK-TSH 737-804
Travel Service op for CSA.
LONDON GATWICK
1/9 TC-FHC A320-214 Freebird Airlines f/v; TC-JYP
737-9F2ER Turkish Airlines f/v. 3/9 EC-MHS A321-231
Vueling Airlines f/v. 4/9 EI-FHK 737-8JP Norwegian
f/v. 5/9 I-FXRH Avanti; M-YFTA Global 6000. 7/9
EI-LNH 787-8 Dreamliner Norwegian f/v. 11/9 A6-EOF
A380-861 Emirates f/v; CS-TFY A320-232 Hi Fly;
TC-TJS 737-81B Corendon Airlines f/v. 12/9 EC-JIU
CitationJet 525 CJ1. 13/9 TF-SIS A320-232 WOW Air
f/v. 15/9 SX-DGN A320-232 Aegean Airlines f/v. 17/9
TC-TJP 737-8BK Corendon Airlines f/v. 18/9 OO-JAF
737-8K5 Jetairfly f/v. 19/9 F-WWEG ATR 72-600 Air
Tahiti livery, rugby charter. 20/9 TF-BRO A320-232
WOW Air f/v. 24/9 EI-FHL 737-8JP Norwegian f/v. 26/9
EI-FHM 737-8JP Norwegian f/v. 27/9 A6-EOL A380-
861 Emirates f/v; TC-OYD Citation 680 Sovereign. 28/9
OK-TVJ 737-8Q8 Travel Service f/v. 30/9 A6-EOO
A380-861 Emirates f/v.
LONDON HEATHROW
1/9 TC-JOK A330-303 Turkish Airlines f/v; VN-A861
787-9 Dreamliner Vietnam Airlines f/v. 2/9 B-5975
A330-243 China Eastern Airlines f/v; TC-JSV
A321-231(SL) Turkish Airlines f/v; VN-A862 787-9
Dreamliner Vietnam Airlines f/v. 4/9 EI-LED A321-
211(SL) Transaero. 5/9 CS-TQM A340-313X Hi Fly op
for Air Algérie; OE-LGI Dash 8-Q402 Austrian Airlines
op for Swiss; TC-JSY A321-231(SL) Turkish Airlines
f/v. 16/9 C-FNOG 787-9 Dreamliner Air Canada f/v;
TC-LJB 777-3F2ER Turkish Airlines f/v; VN-A863 787-9
Dreamliner Vietnam Airlines f/v. 17/9 N27957 787-9
Dreamliner United Airlines f/v. 19/9 F-HVBL Falcon
7X; LV-CSF A340-313X Aerolíneas Argentinas
f/v; OE-LGN Dash 8-Q402 Austrian Airlines op for
Aviation News incorporating Classic Aircraft December 2015
04/11/2015 11:41

LAMIA Avro RJ85 CP-2933 (c/n E2348) departs Norwich on September 24, after a two-day visit
for maintenance. Matt Varley
Swiss; TC-JSZ A321-231(SL) Turkish Airlines f/v. 21/9
N807AA 787-8 Dreamliner American Airlines f/v. 23/9
N808AN 787-8 Dreamliner American Airlines f/v. 26/9
N806AA 787-8 Dreamliner American Airlines f/v.
28/9 LV-FPU A340-313 Aerolíneas Argentinas f/v;
N809AA 787-8 Dreamliner American Airlines f/v. 29/9
N802AN 787-8 Dreamliner American Airlines f/v; VQ-
BQC 777-3M0ER Aeroflot.
LONDON LUTON
2/8 N346EC Citation 680 Sovereign. 3/8 N797CX
Citation 750 X. 4/8 D-CAWX Citation 680 Sovereign;
LN-IDD Citation 550 Bravo; EYE77 Challenger 605
Pakistan Army; VQ-BMZ Gulfstream G650. 7/8
9M-NAB A320-214CJ Royal Malaysian AF; C-GJDR
Challenger 350; N9889 Gulfstream G200. 9/8 VP-
BFM Falcon 900LX; HB-IGU Falcon 2000EX. 12/8
C-GMBY Challenger 604; B-8298 Gulfstream G550;
T7-RSN Falcon 2000. 13/8 CS-DTT Falcon 7X;
C-FIPX Global Express XRS.
6/9 OK-GLF Gulfstream G200. 7/9 PH-TLP Falcon
7X; SP-MED Beech 58. 8/9 D-ALEX A319-115CJ. 9/9
HB-IJX A320-214 Swiss International, football charter,
replaced by HB-IJU A320-214 after being struck by a
vehicle. 10/9 F-GLOS Citation 510 Mustang. 12/9 SE-
RJI RJ-100 Malmö Aviation. 13/9 N282CC Gulfstream
G280; F-HJCD Falcon 2000EX. 14/9 N19GR Learjet
75. 16/9 B-6435 A319-133CJ Capital Airlines. 17/9
LX-ISR Falcon 7X; OE-LUV Lineage 1000. 18/9 LX-
NAD Global 6000; OK-TVX 737-8Z9 Travel Service;
D-ASTZ A319-112 Germania. 19/9 VT-AHI Global
6000; OM-GTD 737-46J Go2Sky; F-HVBL Falcon 7X.
20/9 9A-BTD Fokker 100 Trade Air. 21/9 AP-SSH
Legacy 600. 23/9 UR-CKL An-12BP Cavok Air. 24/9
N250EA Gulfstream G150. 28/9 UR-ISH Learjet
60XR; SX-DNA A320-232 Aegean Airlines, football
charter; D-CXNL Hawker 800XP. 29/9 OO-JAO 737-
7K5 Jetairfly for maintenance; N326JD Gulfstream
G650. 30/9 D-ANTR Challenger 604; T7-CBG Falcon
7X; N280C Gulfstream G280; C-FJIC Citation 750 X.
LONDON SOUTHEND
1/9 F-GLDZ Robin DR.400/180. 24/9 B-7082 757-25F
SF Airlines rolled out ex G-JMCE. 5/9 EC-MEZ 717-
2CMV Volotea f/v; D-CDOC Learjet 45 f/v. 6/9 SP-AVP
Phenom 100 also 8th; N788DP 737-79U BBJ1. 10/9
LX-TAC Phenom 300. 12/9 EI-FGH 717-2CMV Volotea
f/v. 15/9 N204FR A320-214 Frontier Airlines arrived all
white without titles; to Air Livery then ATC (Lasham).
18/9 OM-BAA Cessna 414A. 19/9 OO-PCI PC-12.
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.
www.aviation-news.co.uk
69-71_airportsJR.mfDC.mf.indd 71
20/9 PH-SKM Diamond DA20. 21/9 LX-LBA 737-8C9
Luxair f/v; SX-BDW 737-37Q Hermes Airlines to ATC
(Lasham) dep 17th. 23/9 D-IFMG Premier 1; SP-MRB
SAAB 340A SkyTaxi n/s. 28/9 PH-WKB PA-28-181.
30/9 D-IFGN PA-31T Cheyenne II; EI-FGZ A321-211
dep to St Athan for scrapping, ex G-OMYJ.
MANCHESTER
1/9 ES-SAL A320-214 & TC-TJG both Corendon
Airlines both f/v. 4/9 TC-JSV A321-231(SL) Turkish
Airlines f/v; LY-SPB A320-232 Small Planet Airlines
f/v; F-HGHF Falcon 7X f/v. 6/9 SP-MRE SAAB 340A
SkyTaxi; C-GXBB Global Express. 8/9 EC-LVQ A320-
216(SL) Iberia Express f/v, new Barcelona service;
TC-JSY A321-231(SL) Turkish Airlines f/v; OE-FKO
CitationJet 525A CJ2+ f/v. 9/9 PH-TFD 737-86N TUI
Airlines Netherlands op for Thomson. 10/9 OE-LVF
Fokker 100 Austrian Airlines new daily MAN-VIE
service. 11/9 HB-DJR Extra EA.500 f/v. 12/9 OY-RCH
A319-111 Atlantic Airways f/v; D-CFAN Learjet 60
f/v. 14/9 I-BIXQ A321-112 Alitalia f/v, Juventus team
to play Manchester City. 15/9 EC-LZM A320-232
Vueling Airlines f/v; G-RAJG 737-476 Cello Aviation f/v,
EI-IXZ A321-112 Alitalia f/v & I-NEOZ 737-86N Neos
all football charters; EI-UNC 767-319ER Transaero
f/v for painting at Air Livery. 16/9 TC-JNF A330-202
Turkish Airlines f/v; N967CG A330-243 f/v on delivery
to Thomas Cook to become G-TCXC; D-ISTP Phenom
100 f/v. 17/9 A6-EON A380-861 Emirates f/v. 18/9
LX-AVT Challenger 300 f/v. 20/9 PH-CDG 737-86J
Corendon Airlines f/v op for Germania. 21/9 TC-JSZ
A321-231(SL) Turkish Airlines f/v; D-CMED Learjet
55C f/v. 23/9 OY-JJH Do 328JET Sun-Air f/v. 24/9
OK-MAR CitationJet 525A CJ2+ f/v. 26/9 N400HF
Routing via Ronaldsway on the Isle of Man on October 17 was Shorts 330 N390GA (c/n
SH3077). The aircraft was on its delivery flight from General Mitchell International Airport,
Milwaukee, Wisconsin to Dubai where it is to be used for skydiving. Martin Nelson
Lancair Columbia 400 type f/v. 29/9 TC-JOK A330-
303 Turkish Airlines f/v; SP-ENR 737-8Q8 Enter Air f/v;
D-ABME 737-86J airberlin f/v. 30/9 D-ABZF A320-216
airberlin f/v; D-COCA Beech 1900D Private Wings f/v.
NORWICH
5/9 F-GMSB Mooney M.20M. 7/9 P2-PXR Dash
8-Q402 ex Air Niugini, to Air Livery. 10/9 4X-CWA
Cessna 172S. 13/9 D-BLDI Citation 750 X. 16/9
PH-EUJ AW139 CHC Netherlands also 25th; D-EKEU
PA-46-350P. 17/9 PH-SOE PC-12. 20/9 OY-ELO
Cessna 172S. 21/9 ZZ418 Shadow R1 14 Sqn, RAF.
22/9 CP-2933 RJ85 to KLM Maintenance, dep 24th.
23/9 OO-TLB Diamond DA42; PH-EUH AW139 CHC
Netherlands. 24/9 OO-ACC CitationJet 525A CJ2+.
29/9 OO-NSD Airbus Helicopters H175 Noordzee
Helikopters.
PRESTWICK
1/8 02-0202 C-40C 201st AS, 113th WG, USAF;
N637AR Dash 8-102A EP Aviation. 4/8 168206
UC-12W Iwakuni Base Flight, USMC; 165158 C-130T
VR-54, USN. 6/8 N166EM & N167EM A-4Ns Draken
International; HR-AXN ATR 42-320 TACA. 9/8
165093 C-20G VR-48, USN. 11/8 F-RARF A330-
223 ETEC 00.065, French AF also 31st; N282GA
Gulfstream G280; HB-FSA PC-12 c/n 1556; RA-76503
Il-76TD-90VD Volga-Dnepr Airlines. 15/8 164598
C-130T VR-55, USN. 17/8 CH-08 C-130H 15 Wing,
Belgian Defence – Air Component. 18/8 HB-FSB
PC-12 c/n 1557. 19/8 99-0003 C-32A 1st AS, 89th AW,
USAF; N973TW MD-83. 20/8 168927 & 166681 F/A-
18Es VFA-213, USN supported by N974VV KDC-10-
40 Omega Air. 23/8 HR-AVA ATR 42-320 ex Islena
Airlines. 26/8 HB-FSC PC-12 c/n 1558 & HB-FSE
PC-12 c/n 1560. 28/8 RA-76951 Il-76TD-90VD Volga-
Dnepr Airlines. 31/8 92-3282, 92-3283 & 92-3284
C-130Hs 96th AS, 934th AMW, USAF; 165161 C-130T
VR-64, USN.
SOUTHAMPTON
2/9 EI-IAL AW109SP on delivery to Dublin. 6/9
LX-VMF Citation 560XL. 8/9 N950SF Falcon 900.
10/9 OE-GUN Citation 560XL. 11/9 HB-JFE Global
Express. 18/9 OK-SYN Legacy 600. 19/9 N542AP
Falcon 2000 EASy. 20/9 HB-JSA Falcon 7X. 29/9
G-MCGY S-92A on delivery to Bristow Helicopters.
Key: f/v first visit; n/s night stop; o/s overshoot. 
71
05/11/2015 12:21
 AIR BASE MOVEMENTS
AIR BASE MOVEMENTS FROM MAR WWW.MAR.CO.UK
A selection of the most interesting aircraft
to visit air bases in the UK recently.
RAF BRIZE NORTON
3/9 158204 NP-3C VX-20, USN dep 5th. 6/9 0454
C-295M 424.tsl, Czech AF. 7/9 2475 C-130M 1 GTT,
Brazilian AF dep 9th. 10/9 164106 KC-130T VR-55,
USN. 14/9 KAF327 KC-130J 41 Sqn, Kuwait AF dep
16th. 15/9 00-0180 C-17A 62nd AW, USAF. 17/9
168980 C-40A VR-56, USN, also 27th. 22/9 CH-04
C-130H 15 Wing, Belgian Defence – Air Component.
25/9 177702 CC-177 429 TS, RCAF. 28/9 R212/64-
GL Transall ET00.064, French AF dep 4/10; 4270
Gulfstream G450 VVIP Flt, Pakistan AF. 29/9 G-275
C-130H-30 336 Sqn, Royal Netherlands AF; 02-1111
C-17A 62nd/446th AW, USAF. 30/9 1292/SU-BEY
C-130H 4/16 Sqns, Egyptian AF dep 2/10; 105/XK
TBM 700A ET00.060, French AF.
RAF CRANWELL
7/9 ZZ503 Avenger T1 750 NAS, RN. 24/9 ZK552
Chinook HC6 Odiham Wing, RAF.
RNAS CULDROSE
17/8 R91/61-ZI ET00.061, French AF.
6/9 158204 NP-3C VX-1, USN o/s. 21/9 ZZ543/15-
0603 AW159 Wildcat Mk.210 AgustaWestland, for
Republic of Korea Navy o/s. 23/9 330/4-IE Rafale B
ETR01.91, French AF o/s.
RAF FAIRFORD
4/9 07-7182 C-17A 437th/315th AW, USAF. 21/9 61-
0008/BD B-52H 96th BS/AFRC, USAF.
RAF LAKENHEATH
1/9 AT-12, AT-17, AT-19 & AT-25 Alpha Jets AJeTS,
Belgian Defence – Air Component. 6/9 166513/BH
KC-130J VMGR-252, USMC also 8th. 11/9 CS-TRJ
A321-231 15 Wing, Belgian Defence – Air Component.
26/9 82-0016 F-15C 123rd FS, Or ANG & 86-0161
F-15C 159th FS, Fl ANG, both dep 1/10. 30/9
85-0132 F-15D 123rd FS, Or ANG & 86-0162 F-15C
159th FS, Fl ANG, both dep 1/10; 00-0215 C-17A
437th/315th AW, USAF; 06-6160 C-17A 60th/349th
AMW, USAF.
RAF LOSSIEMOUTH
21/9 B-537 C-130J-30 Esk.721 Royal Danish AF.
22/9 165379/BD C-130T VR-64, USN. 28/9 FA-128
& FA-129 F-16AMs 2 Wing, Belgian Defence – Air
Component; 165833 C-40A VR-59, USN. 30/9 166695
C-40A VR-56, USN.
72
72_airbaseJRDC.mfDC.mf.indd 72
US Navy P-8A Poseidon 168759/LC of VP-8 at RAF Lossiemouth on October 10. The aircraft
was participating in Exercise Joint Warrior 15-2. Niall Paterson
2/10 165160/JW C-130T VR-62, USN; 50+36 Transall
LTG63, German AF; 5 Atlantique 23F, French Navy.
Arriving to take part in Exercise Joint Warrior 15-2 which
took place between 5/10 and 16/10 were: 1/10 168760/
LC & 168759/LC P-8As VP-8, USN; 168437/LA P-8A
VP-5, USN. 2/10 140144 CP-140 14 Wing, RCAF;
60+07 P-3C MFG3, German Navy.
RAF MARHAM
23/9 606/133-JC & 670/133-XF Mirage 2000Ds
EC02.003, French AF both n/s.
MIDDLE WALLOP AIRFIELD
8/9 ZD265 Lynx HMA8SRU arrived from 815 NAS,
RN for storage before reduction to produce. 14/9
ZD252/312 Lynx HMA8SRU arrived from 815 NAS, RN
for storage before reduction to produce.
RAF MILDENHALL
1/9 86-0017 C-5B 436th/512th AW, USAF dep 3rd;
85-1365 C-130H 181st AS, Tx ANG, USAF n/s. 3/9 88-
1306 AC-130W 73rd SOS, 27th SOW, USAF dep 11th.
11/9 85-0004 C-5M 436th/512th AW, USAF; 09-6210
MC-130J 522nd SOS, 27th SOW n/s; 05-4086/TY, 05-
4089/TY, 05-4097/TY & 04-4098/TY F-22As 325th FW,
USAF all n/s. 13/9 63-13189 C-130E 222 Filo, Turkish
AF n/s, also 18-20th. 14/9 85-1367 C-130H 181st AS,
Tx ANG, also 21st n/s. 16/9 78-0808, 78-0810, 78-0813
& 89-1055 C-130Hs 758th AS, AFRC all n/s. 17/9 08-
6204 MC-130J 522nd SOS, 27th SOW, USAF n/s. 23/9
98-0002 C32A 1st AS, 89th AW, USAF n/s; 09-0540
C-40C 73rd AS, AFRC n/s. 26/9 80-0024 F-15C 123rd
FS, Or ANG dep 1/10; 85-0096 F-15C 159th FS, Fl
ANG dep 2/10. 27/9 075/F-RAJA A340-212 ET03.060,
French AF.
Armée de l’Air Airbus A340-212 75/F-RAJA on final approach to Runway 11 at RAF Mildenhall on
September 29. Andrew Parker.
RAF NORTHOLT
3/9 0210 M-28D-TDIII 42.BLSz, Polish AF dep 7th.
4/9 016 C-295M 13 ELTr, Polish AF dep 6th. 5/9
018 C-295M 13 ELTr, Polish AF. 8/9 T-785 Falcon
900 LTDB, Swiss AF. 13/9 MM62212/9-01 Avanti
SEZAER, Italian Navy dep 15th. 14/9 MM62171
(also 16th) & MM62172 Falcon 900EXs 31˚ St, Italian
AF; MM81864/15-01 HH-101A 15˚ St, Italian AF/
AgustaWestland. 15/9 CD-01 Falcon 900B 15 Wing,
Belgian Defence – Air Component. 19/9 09-05581
AH-64D A/2-159 Avn, US Army dep 21st; 13-08435
CH-47F H/1-214 Avn, US Army dep 21st. 21/9 C-168
Challenger 604 Esk.721, Royal Danish AF; T.18-5/45-44
Falcon 900 45 Gr, Spanish AF. 22/9 68/F-RAFA Falcon
7X ET00.060, French AF. 23/9 2/F-RAFP Falcon 900
ET00.060, French AF. 28/9 4270 Gulfstream G450
VVIP Flt, Pakistan AF. 29/9 E171/705-RZ Alpha Jet E
EAC00.314, French AF. 30/9 99-00102 UC-35A1 E/1-
214 Avn, US Army.
WATTISHAM FLYING STATION
Taking part in Exercise Eagle Amarante between 27/9
& 9/10 were: 1123/DCJ, 1130/DCK, 1262/DBD & 1617/
DBM SA330Bs 5 RHC, French Army; 4224/GES &
4231/GEZ SA342L-1s 5 RHC, French Army; R212/64-
GL Transall ET00.064 French AF. 30/9 887/MCA PC-6/
B2-H2, French Army.
RNAS YEOVILTON
2/9 165161/BD C-130T, USN. 3/9 165378/BD C-130T,
USN. 10/9 900528 C-26D AOD, Sigonella, USN. 11/9
165379/BD C-130T VR-64, USN & 12421 CH-124A 12
Wing, RCAF, still present 30/9.
Key: n/s night stop; o/s overshoot
Aviation News incorporating Classic Aircraft December 2015
04/11/2015 16:07
 REGISTER REVIEW

REGISTER REVIEW BY STUART MCDIARMID

The latest changes on the UK, Irish, Isle of Man and Guernsey registers.

Bombardier Challenger 601-3A 2-SEXY (c/n 5125) is one of the more memorable additions to the Guernsey register. The aircraft visited London
Luton Airport on September 17. Dave Lythgoe

RESTORATIONS
REG’N MODE(S) TYPE C/N OWNER G-CIUP 406F30 Europa Aviation Europa XS 560 PC Matthews and P Bridges,
G-BDAR 401BC6 Evans VP-1 Series 2 (built by PFA 1537 RF Powell, (Maenan, Llanrwst, (built by M Lacaze) Fowle Hall Farm, Laddingford,
BC Foggin & MJ Dugmore) Conwy) Kent
G-BDEX 401BDE Reims Cessna FRA150M 0279 APF Tucker, Belle Vue Farm, G-CIWB 406F35 Van's RV-6 PFA 181A- CG Price, (Littlehampton, West
Aerobat Yarnscombe, Devon 15259 Sussex)
G-BIIO 406F42 Britten-Norman BN-2T Islander 2102 Islander Aircraft Ltd, G-CIWC 406F2C Raj Hamsa X'Air Hawk LAA 340-15349 GAJ Salter, Dunkeswell, Devon
(built by Pilatus Britten-Norman) Cumbernauld, North Lanarkshire G-CIWI 406F05 Evektor EV-97 EuroStar SL 2015-4227 JS Holden, Wadswick Manor
G-BIKB 400652 Boeing 757-236 22173 DHL Air Ltd, East Midlands, (assembled by Light Sport Farm, Corsham, Wiltshire
Leicestershire Aviation Ltd)
G-BJEF 4025A4 Britten-Norman BN-2B-26 2121 Islander Aircraft Ltd, G-CIXI 406F37 Polaris FIB (Modified) 0731239 PJ Kelsey, Trustee of Pirates
Islander (built by Pilatus Cumbernauld, North Lanarkshire Cove Flyers, (Edinburgh)
Britten-Norman. Officially G-CIYB 406F10 Jodel DR1050-M1 Sicile 605 AL Hall-Carpenter, Priory Farm,
registered as a BN-2T) Record (built by Centre Est Tibenham, Norfolk
G-DBUZ 405740 Schleicher Ka.6CR 6418 JJ Hartwell, (Tickton, East Riding Aeronautique)
of Yorkshire) G-CLRE 406F5D Schleicher Ka.6BR 457 DW Poll, (Liebnitz, Austria)
G-DUMP 404BBD Customcraft A25 CC003 MJ Axtell, (Castleford, West G-CMKL 406F2A Van's RV-12 LAA 363-15252 KL Sangster, (Kelso, Scottish
Yorkshire) Borders)
G-MNWB 406F3A Thruster TST 086-116-UK- B Donnelly, (Omagh, County G-CTFS 404770 Westland SA341C Gazelle HT.2 1081 RSE 15119 Ltd, Tickton Hall,
001 Tyrone) Tickton, East Riding of Yorkshire
G-MYRJ 4038E4 BFC Challenger II (built by HF PFA 177A- RA Allen, (Midgham, Berkshire) G-ECAG 403D8E Robin HR200/120B Club 315 Bulldog Aviation Ltd, Earls
Breakwell & P Woodcock) 12658 Colne, Essex
G-RASC 4022C6 Evans VP-2 (built by RA PFA 063-10422 RF Powell, (Maenan, Llanrwst, G-EMHE 406F43 AgustaWestland A109S Grand 22182 Castle Air Ltd, Trebrown,
Codling) Conwy) Liskeard, Cornwall
G-RIAM 405137 SOCATA TB10 Tobago 85 H Varia, Leicester, Leicestershire G-FBXA 406ED9 ATR 72-600 (officially 1260 Flybe Ltd, Stockholm-Arlanda,
EI-SLL 4CA818 ATR 72-212 387 ASL Airlines (Ireland) Ltd, (stored registered as an ATR-72-212A) Sweden (operated for SAS
at Toulouse-Francazal, France) Scandinavian Airlines)
G-GAED 406F54 Aquila AT01-100A AT01-100A-328 Khair BV, Hoeven-Seppe,
Netherlands
NEW REGISTRATIONS G-GATS 406B84 Airbus A320-232 1672 British Airways PLC, London Gatwick
REG’N MODE(S) TYPE C/N OWNER G-GBMM 400DD3 AgustaWestland A109S Grand 22009 Hadleigh Partners LLP,
G-CIRN 406EC3 Cameron Z-120 11928 D Gusse, (Zomergem, Belgium) (Newmarket, Cambridgeshire)
G-CISI 406ED4 P & M Aviation Quik GTR 8727 Kent County Scout Council, G-GCVV 406F33 Cirrus SR22 4244 Daedalus Aviation (Services) Ltd,
(Sandling, Kent) Sywell, Northamptonshire
G-CITO 406EFE P & M Aviation Quik 8733 MP Jackson, City Airport G-GLAA 406EEE Airbus Helicopters EC135T2+ 1196 Airbus Helicopters UK Ltd, (for
(Manchester Barton), Greater PDG Helicopters, Dalcross
Manchester Heliport, Inverness)
G-CIUB 406F1E Cameron Z-90 10591 G Forster, (Bristol) G-GODV 406E5F CAP Aviation CAP-232 32 EV Collett, Trustee of G-GODV
Group, White Waltham, Berkshire
G-CIUD 406D41 ACLA Sirocco Swift (rebuild DS005 D Stevens, Damyn's Hall,
of G-ROCO with a new wing Upminster, Greater London G-HOTC 406DFD AutoGyro MTOSport RSUK/ Rotorsport Sales and Service
and engine) MTOS/058 Ltd, Poplar Farm, Prolley Moor,
Wentnor, Shropshire
G-CIUE 406F47 CASA 1-131E Jungmann Series 2043 RA Fleming, Breighton, East
2000 (previously registered in Riding of Yorkshire) G-JNAR 406F40 Ace Aviation Easy Riser Touch AT68/ERT179 D Reckitt, (Kingsbridge, Devon)
the USA as a Lawrence Grondzki G-JWMA 406C65 Gloster Meteor T.7 G5/356539 Martin-Baker Aircraft Company
Bunker (sic) Jungmann c/n 447) Ltd, Chalgrove, Oxfordshire
G-CIUF 406F4D AVIAD Zigolo MG12 4/2015/27 DJ Pilkington, (Goosnargh, G-LEOG 406EAF Airbus Helicopters AS350B3 8114 Airbus Helicopters UK Ltd,
Lancashire) Ecureuil Oxford, Oxfordshire
G-CIUH 406F51 Cessna 152 15285745 C Bennewith, Rochester, Kent G-LEYA 406E31 Piper PA-32R-301T Saratoga II 3257476 Gamit Ltd, North Weald, Essex
G-CIUI 406F56 Best Off SkyRanger 912(2) BMAA/HB/675 E Bentley, (Stockton-on-Tees, G-MCGY 406EE7 Sikorsky S-92A 920257 Bristow Helicopters Ltd,
County Durham) Aberdeen (NB)

www.aviation-news.co.uk 73

73-74_76_registerJR.mfJR.indd 73 04/11/2015 15:00

REGISTER REVIEW BY STUART MCDIARMID
PREVIOUS IDENTITIES
REG'N P.I. REG’N P.I.
G-BIIO ex F-HDEV G-SCAA ex G-SASB
G-BIKB ex D-ALEB G-THYA ex N610JA
G-CIUD ex G-ROCO G-UMAR ex UR-GBE
G-CIUE ex N131LB G-XCID ex OY-DBT
G-CIUH ex F-GYVR G-ZEUZ ex SE-RKS
G-CIUP ex F-PMLH EI-FHK ex (LN-NHI reg not taken up)
G-CIYB ex PH-RTS EI-FHL ex (LN-NHJ reg not taken up)
G-CLRE ex HB-617 EI-FHM ex (LN-NHK reg not taken up)
G-CTFS ex G-OJCO EI-FMB ex A5-RGI Bulldog Aviation at Earls Colne, Essex, has acquired Robin
G-ECAG ex G-MFLD EI-OZL ex HL7299 HR200/120B Club G-ECAG (c/n 315). The aircraft was seen at its home
G-EMHE ex VH-LBJ EI-SLL ex OK-YFT base on October 20. Geoff Jones
G-FBXA ex F-WWEL M-ABIR ex F-WXAB
G-GATS ex OE-IDW M-AERO ex F-WWMN M-ABIR Airbus A320-232 5685 Jin Shan 8 Ireland Co Ltd, (for
Hong Kong Express Airways,
G-GBMM ex G-GRND M-GETS ex M-WINT Hong Kong)
G-GCVV ex N244CY M-OPDE ex LX-DSA M-AERO Dassault Falcon 2000LX 297 Rirox Ltd, TBA
G-GODV ex F-GODV M-YKBO ex PR-LHZ M-GETS Pilatus PC-12/47E 1346 3FS Aviation Ltd, Oxford,
G-HOTC ex G-CINW M-YNNG ex M-YNNS Oxfordshire
G-JWMA ex WA638 M-YXLS ex N5163C M-NTOS Cessna 525C CitationJet CJ4 525C0197 Selementos Ltd, TBA
G-LEOG ex G-CIRG 2-LAND ex N6088Z M-OPDE Dassault Falcon 7X 30 Doha Capital Ltd, Biggin Hill,
G-LEYA ex OK-PMP 2-RLAE ex A6-EKW Kent

G-MCGY ex N257Z 2-RTKC ex PR-TKC M-YKBO Embraer Legacy 650 14501211 TransEurope Air Establishment,
Geneva Cointrin, Switzerland
G-MYRJ ex 86GU (French Ultralight sequence) 2-SEXY ex VP-CEI
M-YNNG Dassault Falcon 7X 82 NS Falcon Ltd, Farnborough,
G-OFDR ex EC-LCY 2-TBXF ex B-2293 Hampshire
G-PULA ex F-HLXS 2-TBXG ex B-2153 M-YXLS Cessna 560XLS+ Citation Excel 560-6193 Bakewell Industries Ltd,
Ronaldsway, Isle of Man
2-LAND Commander Aircraft 14662 88 Zulu Ltd, Guernsey
G-MCVE 406EE1 Comco Ikarus C42 FB80 1507-7405 J and A McVey, Ince Blundell, Commander 114B
(assembled by Red Aviation) Merseyside
2-RLAE Airbus A330-243 316 UDVAN Finance Ltd, (stored at
G-MECK 406F32 TL Ultralight TL-2000UK Sting LAA 347A- MJ Seemann, (Sutton Cheney, Newquay Cornwall)
Carbon S4 15350 Leicestershire)
2-RTKC ATR 42-500 609 Wells Fargo Bank Northwest, (for
G-OFDR 406F15 Piper PA-28-161 Cadet 2841286 Electric Scribe 2000 Ltd, Elstree, First Air, Yellowknife, Canada)
Hertfordshire
2-SEXY Bombardier Challenger 601-3A 5125 Offshore Jets Ltd, Oxford,
G-OLAS 406EFB Vierwerk Aerolite 120 186D S Oliver, Darley Moor, Derbyshire Oxfordshire
G-OPER 406F49 Lindstrand LTL Series 1-70 002 Lindstrand Technologies Ltd, 2-TBXF Airbus A321-131 591 ILFC Aircraft 32A-591 Ltd,
(Oswestry, Shropshire) (stored at Goodyear Lichfield
G-PULA 406E95 Dassault Falcon 2000LXS 289 Bristol Flying Centre Ltd trading Municipal, Arizona)
(officially registered as a Falcon as Centreline Air Charter, Bristol 2-TBXG Boeing 737-8Q8 28242 Aercap Ireland Capital Ltd,
2000EX) International, North Somerset (stored at Goodyear Lichfield
G-RAPL 406E1A Schempp-Hirth Duo Discus 270 CR Lewis, Trustee of G-RAPL Municipal, Arizona)
XLT Duo XLT Syndicate, Lasham,
Hampshire
G-SARE 406EBE AgustaWestland AW139 31610 CHC Scotia Ltd, Aberdeen (NB) CANCELLATIONS
G-SCAA 4008A8 Airbus Helicopters EC135T2+ 0151 Bond Air Services Ltd, REG’N TYPE C/N REASON
Gloucestershire (for Scottish G-APYI Piper PA-22-135 Tri-Pacer 22-2218 Cancelled as Permanently WFU (CofA
Charity Air Ambulance, Perth) expired 27.5.14)
G-SDTL 406E77 Guimbal Cabri G2 1110 The Gazelle Squadron Display G-ARND Piper PA-22-108 Colt 22-8484 To Republic of Ireland
Team Ltd, Bourne Park, G-ARYZ Beagle A.109 Airedale B.512 Cancelled as Permanently WFU (CofA
Hurstbourne Tarrant, Hampshire expired 26.2.01. To South Yorkshire
G-THYA 406F28 Cessna 172S Skyhawk SP 172S10480 Atlantic Flight Training Academy Aviation Museum, Doncaster 9.15)
Ltd, Cork, Co Cork, Republic G-ATTM Jodel DR250/160 Capitaine 65 Cancelled by CAA (CofA expired 2.3.08
of Ireland and broken up at Membury, Berkshire
G-UMAR 406F20 Boeing 737-548 24968 Opel Investments Ltd, 2014)
(stored Bacǎu George Enescu G-BBII Fiat G.46-3B 44 To Germany as D-ECCA
International, Romania)
G-BDEX Reims Cessna FRA150M 0279 Cancelled as Permanently WFU (but
G-VCRU 406D4C Boeing 787-9 Dreamliner 37972 Virgin Atlantic Airways Ltd, Aerobat restored again later in the month)
London Heathrow
G-BKRZ Dragon G77 001 Cancelled as Permanently WFU (CofA
G-WINO 406F4A Aeropro Eurofox 912S(1) BMAA/HB/669 P Knowles, (Pevensey Bay, East expired 5.3.94)
Sussex)
G-BNBW Thunder Ax7-77 914 Cancelled as Permanently WFU (CofA
G-XCID 406F24 SAAB 91D Safir 91-441 JT Hunter, (Selsey, West Sussex) expired 9.9.99)
G-ZBKA 406D77 Boeing 787-9 Dreamliner 38616 British Airways PLC, London G-BTPC British Aerospace ATP 2010 To Sweden as SE-MAI
Heathrow
G-BTRO Thunder Ax8-90 1872 Cancelled as Permanently WFU (CofA
G-ZEUZ 401294 Cessna 525A CitationJet CJ2 525A0202 Bristol Flying Centre Ltd trading expired 28.10.10)
as Centreline Air Charter, Bristol
International, North Somerset G-BUGI Evans VP-2 PFA 7201 Cancelled by CAA (Permit to Fly expired
12.3.13
EI-FHK 4CA532 Boeing 737-8JP 41140 Norwegian Air International Ltd,
G-BUSH Airbus A320-211 042 Cancelled as Permanently WFU (CofA
Oslo Gardermoen, Norway
expired 18.6.11, parted out at Tarbes
EI-FHL 4CA505 Boeing 737-8JP 42078 Norwegian Air International Ltd, Lourdes, France 6.12)
Oslo Gardermoen, Norway
G-BUSI Airbus A320-211 103 Cancelled as Permanently WFU (CofA
EI-FHM 4CA506 Boeing 737-8JP 42070 Norwegian Air International Ltd, expired 21.3.11, parted out at Tarbes
Oslo Gardermoen, Norway Lourdes, France 6.12)
EI-FIS 4CA587 Boeing 737-8AS 44704 Ryanair Ltd, Dublin (NB) G-BVDM Cameron C-60 3141 Cancelled by CAA (CofA expired
EI-FIT 4CA588 Boeing 737-8AS 44703 Ryanair Ltd, Dublin (NB) 25.8.11)
EI-FMB 4CA534 Airbus A319-112 3950 Elvira Leasing Ltd, (stored at G-BVDS Lindstrand LBL 69A 102 Cancelled by CAA (CofA expired
Singapore-Seletar) 26.6.01)
EI-OZL 4CA515 Airbus A300B4-622R 717 ASL Airlines (Ireland) Ltd, G-BVEW Lindstrand LBL 150A 057 Cancelled as Permanently WFU (CofA
Dresden, Germany expired 16.8.12)

74 Aviation News incorporating Classic Aircraft December 2015

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REGISTER REVIEW BY STUART MCDIARMID
G-BXTJ Cameron N-77 4332 Cancelled as Permanently WFU (CofA
expired 27.9.09)
G-BZFU Lindstrand LBL HS-110 671 Cancelled by CAA (CofA expired
19.10.09)
G-BZXA Raj Hamsa X'Air V2(2) BMAA/HB/148 Cancelled as Permanently WFU (Permit
to Fly expired 19.10.11)
G-CCSU Iav Bacau Yakovlev Yak-52 888712 To Poland
G-CCUK AgustaWestland A109A II 7263 Cancelled as Permanently WFU (CofA
expired 18.3.12)
G-CDLT Hawker 800XP 258710 To Lebanon as OD-EKF
G-CDXH Avro RJ100 E3237 Cancelled as Destroyed (no UK CofA
issued, parted out at Bacǎu George
Enescu International, Romania 2.15) Bristol-based Centreline Air Charter has added Falcon 2000LXS
G-PULA (c/n 289) to its fleet. The aircraft was noted at Jersey on
G-CEAX UltraMagic S-130 130/49 To USA
September 26. Graham Hocquard
G-CEDG Robinson R44 Raven I 1639 Cancelled as Permanently WFU
(extensively damaged in a forced
landing in a field at Aspley Guise, G-MVRA Mainair Gemini Flash IIA 743-489-7-W535 Cancelled by CAA (Permit to Fly expired
near Junction 13 of the M1 motorway 1.9.13)
25.2.15).
G-MWLM Solar Wings Pegasus XL-Q SW-WQ-0322 Cancelled as Permanently WFU (Permit
G-CEOL Flylight Lightfly-Discus 001 Cancelled by CAA (SSDR microlight so to Fly expired 8.7.12)
no Permit to Fly required) G-MYMP Rans S.6-ESD Coyote II PFA 204-12436 To Republic of Ireland
G-CGUN Alpha R2160 160A-07011 To USA as N125GC G-NINE Murphy Renegade 912 PFA 188-12191 Cancelled by CAA (Permit to Fly expired
G-CHFB Schleicher Ka.6CR 6344Si Cancelled as Permanently WFU (CofA 10.3.14, was based in France)
expired 31.8.15) G-OAWL AgustaWestland AW139 31353 To Italy
G-CHIB Lindstrand LBL 77A 1426 Cancelled by CAA (CofA expired G-OJCO Westland SA341C Gazelle HT.2 1081 Re-registered as G-CTFS
2.9.14)
G-OZZE Lambert Mission M108 LAA 370-15089 To Belgium
G-CIBY Schleicher ASW-27-18E 29663 To Sweden as SE-UUJ
G-SASB Airbus Helicopters EC135T2+ 0151 Re-registered as G-SCAA
G-CIDJ Airbus Helicopters EC135T2+ 1010 To France
G-SIVW Lake LA-250 Renegade 233 To USA as N270SE
G-CINP Airbus A330-223 353 To Turkey as TC-OCE
G-SKYE Cessna TU206G Turbo U206-04568 Cancelled as Permanently WFU (force
G-CINW AutoGyro MTOSport RSUK/MTOS/058 Re-registered as G-HOTC Stationair 6 landed in a field at Colehill, SW of
G-CIRG Airbus Helicopters AS350B3 8114 Re-registered as G-LEOG Abbeyshrule, Ireland 21.6.14 due to loss
Ecureuil of engine power soon after take-off)
G-CJMD Embraer Legacy 600 14500994 To USA as N994PF G-TEKK Tecnam P2006T 064 To United Arab Emirates
G-CJWF Schleicher ASW-27 27144 To Germany G-UFCM Tecnam P2002-JF Sierra 192 Cancelled as Destroyed (crashed in
G-CKHA PZL-Bielsko SZD-51-1 Junior B-1918 Cancelled as Permanently WFU (CofA a wooded area on the edge of Dairy
current to 14.3.16) Hall playing fields, Newtownards, Co
Down 25.7.13 due to engine failure on
G-CKHG Schleicher ASW-27 27223 To Czech Republic
approach)
G-CKRS FFA Diamant 16.5 038 Cancelled as Permanently WFU (CofA
expired 16.5.14) G-VYGG Airbus A330-243 1363 To Ministry of Defence as Voyager
KC3 ZZ336
G-COVB Piper PA-28-161 Warrior III 2842234 Cancelled as Destroyed (crashed at
Church Farm, Shotteswell, Warwickshire G-ZELE Westland SA341C Gazelle HT.2 1007 To Australia
23.2.15) EI-DFA Airbus A319-112 1305 Cancelled at Owner's Request - Removed
G-CSUT Cassutt Racer IIIM (Modified) PFA 034-13003 To USA as N5846 from Service (parted out at Cotswold
Airport, Gloucestershire 11.13)
G-CWIS Diamond DA40 Star 40.638 To Belgium as OO-CPO
EI-EYO Airbus A330-243 494 To Brazil as PR-AIU
G-DBUZ Schleicher Ka.6CR 6418 Cancelled by CAA (but restored again
later in the month) EI-SKE Robin DR400/140B 2630 To Netherlands
G-DCPD Schleicher ASW-17 17026 Cancelled as Permanently WFU (CofA EI-STI Boeing 737-476 24435 To Hungary as HA-FAW
expired 22.9.13) M-ABIG Airbus A340-313 257 To Tajikistan as EY-680
G-DCPV PZL-Bielsko SZD-30 Pirat B-470 Cancelled as Permanently WFU (CofA M-ABIR Airbus A320-232 5685 To Hong Kong as B-LCH
expired 2.5.10)
M-HARP Pilatus PC-12/47E 1257 To United Kingdom
G-DDEX LET L-13 Blanik 026348 Cancelled as Permanently WFU (CofA
M-VBPO Raytheon RB390 Premier 1A RB-138 To USA as N138SJ
expired 11.6.10)
M-WINT Pilatus PC-12/47E 1346 Re-registered as M-GETS
G-DDLT ICA Brasov IS-28B2 32 Cancelled as Permanently WFU (CofA
expired 27.5.09) M-YNNS Dassault Falcon 7X 82 Re-registered as M-YNNG
G-EZIB Airbus A319-111 2427 To USA as N307NV 2-OSJN Airbus A320-231 308 To Thailand as HS-NSB
G-FPLE Beech B200 King Air BB-1256 To USA as N592ED
G-FRGN Piper PA-28-236 Dakota 2811046 Cancelled as Destroyed (crashed
at Melhuish Farm, North Moreton, UPDATES & CORRECTIONS
Oxfordshire 15.5.15)
REG'N DETAILS
G-GRND AgustaWestland A109S Grand 22009 Re-registered as G-GBMM G-AIDN Type officially changed to a Spitfire Mk.VIII Trainer 30.9.15
G-HRCC Robin HR200/100 Club 18 Cancelled as destroyed (no UK CofA G-CEEB Became VH-CBF 11.9.15
issued, parted out at Croft Farm, Defford,
Worcestershire) G-CEZG Became OE-FZH 8.15
G-ISAN Bombardier Global 5000 9457 To USA as N724MF G-CGPM Became 39TS (French ultralight sequence, radio callsign F-JYKV)
G-MANM British Aerospace ATP 2005 To Sweden as SE-MAM G-CHBP Became D-5747 10.4.15
G-MFLD Robin HR200/120B Club 315 Re-registered as G-ECAG G-CHMF Became ZU-RNO 7.8.15
G-MKAA Boeing 747-2S4F 22169 Cancelled by CAA (CofA expired G-KAAZ Became A6-FLB 11.14
15.8.06, parted out at Filton, South G-KULA Type officially changed to a SkyRanger Swift 912S(1) 25.9.15
Gloucestershire 5.12) G-LASU Type officially changed to an EC135T2+ 11.9.15
G-MKCA Boeing 747-2B5B 22482 Cancelled by CAA (CofA expired G-MDGE Became OE-XXK 10.8.15
29.1.10, stored at Cotswold Airport,
Gloucestershire) G-MTDY Type officially changed to a Gemini Flash IIA (Modified) 3.9.15

G-MKDA Boeing 747-2B5F 22486 Cancelled by CAA (CofA expired G-TEHL Type officially changed to a Streak Shadow SA-M 21.9.15
4.10.08, parted out at Filton, South EI-FBH Became XU-707 8.15
Gloucestershire 9.12) EI-FGR Became 5H-FJF 28.8.15
G-MKGA Boeing 747-2R7F 21650 Cancelled by CAA (CofA expired M-GEAA Became VP-CZW 9.15
27.10.09, stored at Cotswold Airport,
2-COOL Became LX-IOO 7.15
Gloucestershire)
G-MMZD Mainair Gemini Flash 309-585-3-W49 Cancelled by CAA (Permit to Fly expired
24.7.11)
Key: NB – Nominal Base
G-MNUX Solar Wings Pegasus XL-R SW-WA-1076 To Republic of Ireland A place name in brackets relates to the owner’s address as where the aircraft is based is unknown.

76 Aviation News incorporating Classic Aircraft December 2015

73-74_76_registerJR.mfJR.indd 76 04/11/2015 15:00

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MAIN HEADING

Aviation News December 2015 77

 SPECIAL OPS
SUPPORT
T
he USASOC Flight Company (UFC)
is a little known Special Operations
US Army aviation unit, located at
Pope Army Airfield (formerly Pope
AFB) on Fort Bragg, North Carolina. Fort
Bragg is the headquarters for both the
USASOC (US Army Special Operations
Command) and the subordinate USASOAC
(US Army Special Operations Aviation
Command).
The UFC’s stable of aircraft includes the
Alenia Aermacchi C-27J Spartan, CASA 212-
78
78-82_ufcDC.mfDC.mfDC.indd 78
Ted Carlson/Fotodynamics.com
reports on the US Army Special
Operations Command Flight Company.
200, Sikorsky UH-60L Black Hawk and Beech
C-12C Huron. The CASAs, C-27Js, and UH-
60Ls serve as dedicated platforms for both
static line and free-fall paradrop, bundle/cargo
drop operations and infiltration/exfiltration
cargo/personnel moving for special forces
groups, trained active duty paratroopers,
the Special Warfare Training Group (trains
Green Berets), and various other personnel.
The C-12C flies about once or twice a week
in support of staff, planners and VIPs. The
UFC operates at both Fort Bragg and Laguna
Army Airfield which is within the Yuma Proving
Grounds, Arizona. It is a dedicated training
unit conducting operations during both day
and night.
FLEET
The C-27J Spartan is the newest addition
to the UFC fleet and is a medium-sized
transport. The aircraft were originally slated
for service with the US Air Force but only a
couple, that the army now has, actually found
their way into air force service before joining
Aviation News incorporating Classic Aircraft December 2015
04/11/2015 13:09

Main photo: Fort Bragg is home to the
US Army Special Operations Command
(USASOC) Flight Company which
operates a mixed fleet, including the
Alenia C-27J Spartan. All photos Ted
Carlson/Fotodynamics.com
Above right: The UFC badge. US Army
the UFC. It was deemed the air force could
fulfil the mission via other means, such as
C-130s, so the aircraft were freed up for use
by the army and the US Coast Guard. The
UFC received its first C-27J in 2013 and the
seventh and last Spartan (brand new and
picked up in Waco, Texas) in September
2014. They are used to drop special forces
paratroopers, perform miscellaneous logistic
missions, and any other special operations
duties if tasked. The C-27J is powered by the
same engines found on the C-130J Hercules
www.aviation-news.co.uk
78-82_ufcDC.mfDC.mfDC.indd 79
(plus the V-22 Osprey), the six-bladed Rolls-
Royce AE 2100-D2A. It is equipped with a
weather radar and has a very long range,
enabling it to fly non-stop across the country,
depending on the cargo load.
Eventually three C-27Js will be based
at the Yuma Proving Grounds to allow for a
higher output of free-fall training. The other
four C-27Js will remain at Fort Bragg for
duties there.
The C-27Js’ arrival has also led to other
changes. The army has not trained flight
engineers (with loadmaster duties) since
Vietnam, but that is now occurring again
with the C-27J programme. Chinooks do
have flight engineers, but the duties and
loadmaster status are quite different.
The C-27 crews started by using
senior Blackhawk crew chiefs to
fill the initial positions, so now
those individuals are dual-rated
to fly in either type. The flight
engineer/loadmaster must do
a lot more to prepare the C-27J
for a mission than is required on
other airframes. The system is
closer to how the air force generally
does it.
The UFC borrowed a single experienced
C-27J test pilot, instructor pilot and
loadmaster. They were instrumental in
helping with establishing procedures, honing
the students’ skills and bringing them up
to safe proficiency levels. The Spartan is
the largest and most complex fixed-wing
aircraft the army has had in a long time (the
EO-5/Dash 7 is the next largest being about
8,000lb/3,629kg or so less in max gross
weight). It is operated as an army non-
standard aircraft by USASOAC.
The CASA 212-200 Aviocar (the US
military designation is C-41A) has been the
workhorse of the UFC flying paratroopers. It
has flown from Fort Bragg for over 15 years.
The UFC has five CASAs and lends some
of them to contractors in Yuma. The tired
CASAs were slated to be completely phased
out of service in the summer of 2015 but
have received a stay of execution until the
end of Fiscal Year 16 at least. The CASAs
were former US Air Force Special Operations
aircraft, and were used by the air force in a
Paratroopers board a CASA 212-200 Aviocar. The aircraft is known in US military service as
the C-41A.
similar capacity. Currently the UFC has two
CASAs located at Fort Bragg plus three at
the Yuma Proving Grounds. They have made
excellent jump planes, having the high wing,
cargo ramp for quick exiting, open side door
with a net for jumpmaster viewing, superb
STOL performance, and being a simple and
reliable aircraft (such as having fixed landing
gear, uncomplicated systems) it is easy to
work on.
Two Sikorsky UH-60L Black Hawks
are used for a variety of different support
roles, as well as dropping Special Forces
paratroopers for rotary-winged jump training.
Additionally they perform one-wheel landings,
fast rope and SPIE (Special Patrol Insertion/
Extraction) rig training. The US Army
Special Operations units at Fort
Campbell now operate M-models
and one could speculate that the
UFC will be on the receiving
end of UH-60Ms in the near
future. One of its UH-60Ls
is outfitted with an ‘H-bar’ that
allows for fast rope insertion, and
both have internal Robinson fuel
tanks for extended range, giving the
aircraft a robust four-to-five hour endurance.
The UFC has a single pristine Beech
C-12C Huron (200 model) that is dedicated
for use as a personnel transport, mainly for
the USASOC senior officers and command
staff. This fast and fuel-efficient aircraft is
unique in that it is the last C-12C in service,
being a hybrid. Because it is a UFC asset,
it has been shielded from the mass army
upgrades of other C-12s. Fleet C-12s are
designated as C-12T, C-12U, C-12V, and so
on. The UFC has the ability to do its own
custom upgrades to aircraft, and its C-12
has been no exception, having gone through
several modifications over the years. The
1978-vintage C-12C received more powerful
engines (PT6A-42, originally was a -41)
and the four-bladed Hartzell Quiet Turbofan
propeller upgrade, enhancing the speed
while decreasing fuel burn. Fully-enclosed
landing gear doors were also added to
decrease drag. Improved low-drag leading
edges and de-icing boots were installed,
and dual aft strakes were added to enhance
aircraft stability.
79
04/11/2015 13:09

A single pristine Beech C-12C Huron is a dedicated personnel transport for UFC senior
officers and command staff.
A pair of large Avidyne multi-function
displays (MFDs) with AHRS (attitude,
heading, reference system) were added
along with a Garmin 530 primary and 430
secondary GPS systems with radios, plus
it has another couple of VHF/UHF radios
and a SAT phone. It has a storm scope and
NEXRAD weather radar that are displayed
on another MFD. The C-12 is nicknamed
Twisted Sister because back in the 1980s the
aircraft made a successful gear up landing.
Commander of the UFC aviation unit, CW5 Curtis Adams, says the C-27J has an excellent cockpit that was designed from the start for NVG use.
80
78-82_ufcDC.mfDC.mfDC.indd 80
Since then, its flight characteristics have
been slightly skewed. It is painted in an
intentionally discreet civilian-style red, white
and blue scheme. The CASAs later received
similar paint jobs.
BASES
As a former air force base, Pope AAF
hosts one remaining US Air Force Reserve
Command squadron, the 440th Airlift
Wing operating the C-130H. The 440th
AW currently supports the US Army’s
82nd Airborne and 18th Airborne Corps
paratrooper training needs. Some of the UFC
pilots are DACs (Department Army Civilians),
all seasoned former army pilots who have
years of experience, the average DAC pilot
having been with the unit for 15 years. The
long-term plan for the unit is to have six DAC
pilots and 20 army pilots after the C-27J
introduction stabilises. With operations
increasing at Yuma it is being considered
whether to establish a formal platoon or
detachment that reports to the UFC since
there will be permanently based C-27Js and
personnel there.
Commander of the UFC aviation unit,
Chief Warrant Officer 5 (CW5) Curtis Adams,
said: “The demand here at Fort Bragg has
always exceeded what we have been able
to provide, so the C-27J is a natural fit to
accommodate more.” CW5 Adams has been
in the army since 1987 and has accumulated
6,500 flight hours. Initially he was enlisted,
crewed CH-47Ds and later was accepted
for army flight training in the Warrant Officer
Program. His first pilot assignment was in
1992, flying OH-58A/C Kiowa Scouts at
Fort Carson, Colorado. Next he became
an instructor pilot at Fort Rucker, Alabama,
teaching basic and advanced combat skills
and the night-vision goggles (NVGs) syllabus.
He later flew OH-58A/Cs with the 25th
Infantry Division in Hawaii, working alongside
the AH-1F Cobras there. He joined the
Aviation News incorporating Classic Aircraft December 2015
04/11/2015 13:10
 160th SOAR as an MH-47E Chinook pilot,
was based at Fort Campbell, Kentucky. He
transitioned to the MH-47G in 2009 before
taking over as commander of the UFC in
September 2013. He flies both the C-12C
and C-27J with the UFC.
“The C-27J is a great aircraft to fly and
getting the aircraft here was the product of an
incredible move by a small dedicated, caring
and persistent group of individuals,” CW5
Adams explained. “There were 21 airframes
not in use, and the aircraft has had a crazy
life to date. Initially the need was identified
A pair of Sikorsky UH-60L Black Hawks are available for rotary paradrops and various other
by the army, since the C-23 Sherpas were
support roles.
wearing out. The C-27 was recognised as
a good candidate for the medium transport
capability, an order was placed and HISTORY
production started. It was going to be a joint The UFC began life flying a Piper PA-31T Cheyenne in 1989 under USASOC, mostly as a VIP transport.
army and air force programme and pilots from In 1995 a UH-60L was loaned to the 160th SOAR for Special Forces paratrooper training and the unit
both services started learning the aircraft. officially became a Flight Detachment for USASOC. In 1998, with the CASA 212s transferred to the army,
“There were various Air National Guard it started flying them for paratrooper support. The C-12C found its way to the unit in 1999 to replace the
PA-31T and provide enhanced capabilities. In 2003, the UFC received more CASA 212s. Between 2002
and Army National Guard units that were
and 2006 some contract aircraft were used, but a tragic event led to the discontinuation of this practice,
slated to be the C-27J operators located
with the army deciding to only use its own aircraft for ultimate safety. Army-owned aircraft were also more
throughout the country. Then the Secretary economical to operate.
of Defense decided it would be air force only.
In May 2013, the Flight Detachment was renamed a Flight Company, and repositioned from reporting
They made a deployment in theatre with the
to the USASOC, to the USASOAC. The change to a company reflected the unit’s growth and manning
C-27, and then the air force announced that requirements needed to sustain the seven new C-27Js.
it was cost prohibitive and that they would
no longer pursue the C-27 since they could
accomplish the mission with C-130s and just for overflow for visiting units or special truckloads of parts from previous C-27
C-17s. There were multiple organisations functions. Fortunately our maintenance operators, it filled up our spaces and was a
that wanted the Spartans, and when the contractor was able to seek out, find and huge windfall. We stacked our first class with
final decision came down, we were allocated hire individuals with C-27 experience. They our most senior and experienced people.
seven and the Coast Guard will receive the ramped up the maintenance system and They were all made instructors and are
other 14. They showed up with three aircraft began standardising the needed support. We instrumental in the ongoing teaching process.
immediately, left them on our ramp, and at started looking for personnel to train us, and “The C-27 is a terrific NVG-compatible
that point we had no one even qualified to we awarded L-3 a contract to provide three aircraft, and has an excellent cockpit that was
touch them.” training classes (maintainers, pilots, and designed from the start for NVG use. We
So one thing prompted another, as CW5 aircrew) over the span of a year. did find that our older-style NVGs, ANVIS 6s,
Adams explained: “They were too large to fit “We took over the air force’s training were not compatible with the HUD. We are
at our previous home of Simmons AAF, so school house and now have it here at Pope in the process of getting the right goggles,
moving to Pope AAF was a natural fit for us AAF. The move and setting everything ANVIS 9s that are compatible with the HUD
and our new aircraft. The hangar we are in up was a lot of work for our people; there though. The phased array radar works very
now was not being routinely used and was was a myriad of things to do. We received well in it, even at the side angles.”

Above: Paratroopers bale out of one of the UFC’s Sikorsky UH-60L

Black Hawks.

Right: Yuma will eventually be home to three of the UFC’s C-27J

Spartans, with the other four operating from Fort Bragg.

www.aviation-news.co.uk 81

78-82_ufcDC.mfDC.mfDC.indd 81 04/11/2015 13:10

 Left: Despite being slated for retirement this
summer, the CASAs have been kept on and
will continue to operate with the UFC until the
end of Fiscal Year 16 at the earliest.

CW5 Adams explained that only the side

troop doors are used when jumping from the
C-27 because of inherent airframe airflow.
“Without a wind deflector, the jumpers must
be assertive in their jumps outward, what we
call a positive exit,” he said.
The UFC will continue to support the
Special Forces training needs at Fort Bragg.
As far as changes in how they do business
in the future, it is possible they may get
a replacement for the ageing C-12. The
UH-60Ls will eventually transition to UH-
60Ms, and the C-27Js are going through a
minor enhancement process and are being
perfected for their new role. Yuma
will be expanded and will be the
UFC’s next major focus.

Upgrades to the 1978-vintage C-12C

include the installation of the more
powerful PT6A-42 engines and the four-
bladed Hartzell Quiet Turbofan propellers.

The next issue will be on sale on December 17, 2015*

*UK scheduled on sale date. Please note that the overseas deliveries are likely to be after this date.

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