KRIS CHRISTIAENS
CONTENTS
MARKETPLACE
MARE APERTO
HAF T-41 MESCALERO FAREWELL
SCANDINAVIAN HISTORIC FLIGHT
MEAUX AIRSHOW
SAN JUAN
AERO INDIA
AMERICAN AIRLINES MD80 FAREWELL
US NAVY IN MALTA
PORTUGHESE SAR MERLINS
TRAVIS AFB
SEA OTTER
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12
28
36
50
68
84
106
112
122
138
156
WELCOME
EDITORIAL
EDITOR: MARK ZERAFA
EMAIL: [email protected]
ADVERTISING AND COMMERCIAL:
EMAIL: [email protected]
SUBSCRIPTIONS:
EMAIL: [email protected]
EDITORIAL ADDRESS:
238, ‘MORNING STAR’, MANUEL DIMECH STR., SLIEMA,
SLM1052 MALTA , EUROPE
This issue should have been out earlier. However, in November, we
were shocked by the news of the passing away of one of our greatest supporters and collaborators, Clive Grant. I just couldn’t get
myself to work on the publication. Just a few months ago, I actually
had the pleasure of meeting Clive when he visited Malta, and we
enjoyed a great half-day of planespotting. We already had plans to
go explore another place.
Clive was one of those planespotters who loved to make the hobby
better for everyone. He would fascinate me with his travels to weird
and wonderful places, where through good preparation, on-therground exploring and sometimes sheer luck, he would manage to
COVER: DIETMAR SCHREIBER
All photos and articles remain the intellectual and artistic property of the
respective credited persons. All unauthorised reproduction, by any means,
both printed and digital, is considered
an infringement of this copyright and
all remedies available by law will be
taken against any infringements of
such copyright.
COPYRIGHT NOTICE
ARTWORKS:
RICHARD J. CARUANA, GABRIEL MORA ALDAMA
CONTRIBUTORS:
MIRCO BONATO - STEFANO POLATO
KONSTANTINOS SOTIROPOULOS
AVIATION PHOTOCREW - GUY CROISEAUX
CLIVE GRANT - SHREY CHOPRA
DYLAN PHELPS - EMANUEL MAGRI
BJORN VAN DER FLIER
ROELOFF JAN GORT
MIKE GREEN - CARMEL J. ATTARD
CREDITS AVIATION PHOTOCREW
@SpotterMagMalta
@Spottermag
find good spotting locations, which he would then share with
one and all through spotterguide.net . Unless I have some
unread emails, or his friends gain access to his vast collection
of photos shot over decades, this issue will probably contain
Clive’s final submission to Spotter Magazine.
Clive, this issue is dedicated to you. You will be missed by one
and all.
MARK ZERAFA
EDITOR
MARKETPLACE
From our friends at Save the Skymaster comes this
very limited edition Skymaster clock made from
one of the Skymaster 'Lady Hope' 56498 's brake
discs. They will come with a certificate of authenticity to certify their provenance.
Only six will be made, and these will be sold to the
highest bidders, with all monies raised going to the
Skymaster project.
Price: bidding to start from £ 150.00
From: www.savetheskymaster.org
C-54 BRAKE DISK CLOCK
SAVE THE SKYMASTER
To celebrate the 60 years of F-104G D-8114 the
Dutch Starfighter Foundation has issued a special
commemorative patch, with all proceeds going
towards the upkeep of this magnificent aircraft.
The patvh is 10cm in diameter and is Velcrobacked.
Price: € 10.00
From: https://shop.dutchstarfighterfoundation.nl/
ANNIVERSARY PATCH
DUTCH STARFIGHTER FOUNDATION
7
2K Aviation Creations have taken the replica stick
game one notch higher with their range of 3D-printed
resin control sticks. Not only are they faithful to the
originals, but all the controls on the stick are clickable.
Thus, flightsimmers can develop their stick to be an
exact replica of the aircraft they are flying on the sim,
for a closer flying experience.
The manufacturing process often starts with a 3Dscan of an original. The scan ensures correct dimensions, but will lack detail. A 3D-modeller then finetune the design to ensure accurate detail, which can
stand scrutiny next to the original. The design then
needs to be modified and remodelled to allow for the
switches to be separate components, and the provision
for switches is integrated into the stick.
The Top Gun: Maverick movie has breathed new following to the Grumman F-14 Tomcat, and thus, the
guys at 2K have come up with not only a replica stick,
but also the throttles of Grumman’s last naval cat.
The F-14 was one of the first aircraft with HOTAS controls, and thus the throttles contain switches governing the aircraft’s wing sweep, speed brakes, external
lights, and more.
A variety of base designs is available, with the possibility of having particular squadron heraldry engraved
on the base plaque as well.
This is a well-researched, well-manufactured piece of
replica memorabilia, which would make a perfect addition to any shelf in an aviation mancave.
Price: Stick € 149.00
Throttles € 159.00
From: www.2kaviationcreations.com
F-14 TOMCAT STICK AND THROTTLE REPLICA
2K AVIATION CREATIONS
MARKETPLACE
SPOTTING APPLICATION
SPOTTINGLOG
SpottingLog is a web-based application to keep
all of your aircraft spotting logs in one place. The
simple-to-use software allows you to store trips,
aircraft sightings and photos, print trip reports
and view other spotters aircraft sightings from
an easy to use web based application.
We all know and can relate to the fact that we
have lists of aircraft and spotting trips either paper based or stored somewhere on a computer
in various formats. These are sometimes hard to
find, hard to update and very out dated, this is
where the idea for SpottingLog has come from,
to bring spotting into the electronic age.
From your PC, Mac, Tablet, Phone or any internet
connected device you can browse, search, update
and add registrations to your online spotting log
quickly and easily. Whether it be stood at the end
of the runway or in the comfort of your home or
office, SpottingLog has you covered. You can then
easily access all your logs at any time for future
reference. Your log collections and photos can
also be shared with social media helping to grow
and join the aviation community worldwide.
Price: from £4 per month
From: www.spottinglog.com
9
For him or her - a pendant with an F-16 silhouette in
925 Sterling Silver from AirJewellery. It can also be
made in 9k, 14k or 18k white or yellow gold, depending on customer specification.
With hanger, the pendant measures 35mm by 20mm,
and can be linked to a leather cord, available in different colours, a synthetic silk cord, or a sterling
silver chain.
The pendant design is also available as a keychain.
Price: from € 65
From: www.airjewelry.gr
F-16 PENDANT
AIRJEWELLERY
One for the rotary-wing enthusiasts, an accurate replica of the cyclic control stick of the Sikorsky S-70B-6
Aegean Hawk as used by the Hellenic Navy. 3D-printed
in resin with clickable switches, it can also be modified
for use in amateur flight simulation, and is available
mounted on a choice of different bases.
Price: € 159
From: www.2kaviationcreations.com
S-70 AEGEAN HAWK REPLICA STICK
2K AVIATION CREATIONS
MILITARY EXERCISES
On May 6th, the Italian Navy wrapped up the first if its
two annual training exercises named Mare Aperto.
The exercise sees the participation of numerous
element from Italy’s armed forces in a multi-domain
and multi-threat scenario, with maximum realism in
mind, involving a large part of the fleet of the Italian
Navy. The exercise see both maritime and amphibious
manouvers involving all elements within the force,
from submarines to naval aviation to cybersecurity.
13
Text: Mirco Bonato,
Stefano Polato
Photos: Mirco Bonato,
Stefano Polato
The Italian Marina Militare is currently transitioning between
its legacy Harriers and the F-35B, which brings with it a
whole new level of possibilities, at the expense of additional
complexity.
15
The exercise was a build-up to the second phase which incolved a
simulated crisis with a red vs blue scenario involving 6,000 personnel,
41 Navy ships and 25 Navy aircraft, maritime patrol aircraft, 400
marines from the San Marco Brigade, landing craft, and hundreds of
land vehicles. There was the participation of other Italian arms, with
assets from the Aeronautica Militare (Italian Air Force), Carabinieri
and Guardia di Finanza. Furthermore, 23 nations comprising 13 NATO
countries and 10 partner countries from all over the world have
participated with ships, maritime patrol aircraft, a mine-sweeping
team and a HIMARS team.
Besides war games, the exercise also covered operations related to
pollution control and disaster relief, with the Italian Civil Protection
setting up an Advanced Medical Post on Maddalena island.
On the airborne front, the Italian Aeronautica Militare participated with
a number of aircraft, including the CAEW G550, Typhoons, F-35As and
F-35Bs together with the Italian Navy’s own F-35Bs, all supported
with KC-767A tankers. The F-35Bs share the deck of the carrier
Cavour with the Italian Navy’s AV-8B Harriers.
17
Known in Italian naval service as the SH-101.,
the Merlin covers a number of roles, from
anti-submarine warfare to armed assault
transport.
The Alenia C-27J Spartan has replaced the An-26 in Bulgarian service.
19
Italy was relatively late in adopting the AV-8B+ Harrier II for its shipborne fast jet requirements, largely because it had been legally precluded from operating fixed-wing aircraft until 1989. Ordered that
same year, the first Harriers were delivered in 1991.
21
McDonnell Douglas AV-8B Harrier II Plus, MM7224/1-19, GRUPAER, Italian
Navy, 2007. Dark Gull Gray overall with Dark Ghost Gray undersides. Light
Grey lettering; black 'paws' and 'scratches' on rudder. Unit badge on nose.
23
Fifteen F-35Bs are set to replace the Harrier IIs with the Marina Militare. Originally,
22 aircraft were envisaged, but a smaller number was eventually procured.
25
The Agusta-Bell AB-212ASW is fitted with a dipping sonar system, a radar above the cabin and a hoist for SAR
duties. It can be armed with lightweight torpedoes, rocket pods or various anti-ship missiles. Most AB-212ASW
only carried Mk 44 and Mk 46 torpedoes and AS-12 guided missiles. A limited number was fitted for anti-ship
missiles such as the Sea Killer and Sea Skua.
In its SH-90 guise, the Italian Navy operates the NH-90 as an all-weather aircraft in anti-ship and anti-submarine roles, SAR
and as an assault transport helicopter, capable of carrying 14 fully-equipped troops or an underslung load. The folding
rotors and tail unit however allow it to operate from warships with limited hangar space, thus improving their operational
capabilities.
MILITARY AVIATION
With the delivery of a new training fleet of P-2002s from
Tecnam, the Hellenic Air Force has retired its T-41
Mescaleros in a ceremony on December 20th, 2022 at its
base at Tatoi-Dekelia.
29
Text: Mark Zerafa
Photos: Konstantinos Sotiropoulos
Most de-activated T-41s sit engineless on a ramp
shared with the Hellenic Air Force Museum.
31
The T-41 Mescalero is a military derivative of the
popular Cessna 172, originally intended as a lead
-in trainer for pilots prior to moving to the T-37
jet trainer. While a number of military air arms
acquired off-the-shelf civilian 172s for primary
training purposes, however, other countries opted for the military derivative.
The Hellenic Air Force acquired 21 T-41s under a
Foreign Military Sales Contract, with all aircraft
but one delivered in 1969, and a final delivery in
1970.
The T-41D version used by the Hellenic Air Force
features a more powerful 210hp Continental IO360 coupled to a constant-speed propeller and
upgraded avionics.
In Greece, the T-41s were operated by 360 Air
Training Squadron ‘Thales’. At the beginning of
their service life, they were in an overall light
grey finish. Later, dayglow panels were added in
the nose, wingtips, vertical and horizontal stabilisers.
The main objective of the T-41 programme was
to make initial screening of prospective Hellenic
Air Force pilot cadets. Those who made it
through successfully would then continue their
training at Kalamata on the T-6A Texan II and
eventually the T-2 Buckeye, or on the MB.339
with the Italian Air Force via an exchange programme.
After half a century in service, the Mescalero
was no longer considered as relevant to leading
pilots to fly modern warplanes, and in 2018, the
Hellenic Air Force ordered 12 new Tecnam
P2002JF Sierra aircraft. Deliveries began in October 2018. The first course using the Italian light
aircraft began in May 2019. Once deliveries were
completed, the Mescaleros were retired, and
were last seen, engineless, on a ramp at TatoiDekelia close to the Hellenic Air Force Museum.
Another Mescalero, serial 69-7181, which had
been written off in a landing accident in 2005, is
maintained as a gate-guard by the main gate of
Tatoi.
Despite the retirement, one T-41D was still flying
this September at the Athens Flying Week, so it
is still unknown if Greece has any plans for their
classic Cessnas.
69-7192 was given special markings to mark the
type’s long service history with the HAF.
33
WARBIRDS
A proud testament to Sweden’s exceptional military aviation heritage, the Swedish Air Force Historic Flight proudly displays aircraft previously operated by the Swedish Air Force on the European airshow circuit.
37
Text: Mark Zerafa
Photos: Aviation PhotoCrew
Profiles: Richard J. Caruana
Since World War II, Sweden
has been walking a delicate
tightrope between world powers by maintaining neutrality
while surrounded by a number
of well-armed and potentially
hostile neighbours. This led to
Sweden maintaining strong
and well-equipped armed
forces, and the development
of a local industry which could
develop and produce weapons
systems capable of holding
their own against the best any
adversary could come up with.
Thus, the Swedish Air Force
has long been tied to SAAB, an
aviation firm which has been
providing, almost exclusively
all front-line aircraft for over
half a century. To date, Sweden is one of only a handful of
countries with a domestic capability to develop its own
warplanes.
In 1998, when the last SAAB
35J Drakens were being retired by F10 at Angelholm, and
the last J32 Lansens were
also being phased out from
secondary roles, it was decided to maintain a historic
squadron equipped with two
Drakens and two Lansens.
Funding was very limited and
all tasks related to the aircraft
had to be conducted in conjunction with all operational
tasks. With the disbandment of
F10 in 2002, the aircraft were
administratively transferred to
F7 at Satenas. However, the
Drakens were relocated to
Halmstad, home to the Armed
Forces Technical School,
where there was the greatest
concentration of personnel
conversant with the type,
while the Lansens remained
at Linkoping, where they were
taken care of by former Lansen technicians serving with
F17. However, F7 had staff
trained to maintain the Lansen, and subsequently, even
the Lansens moved to
Satenas.
In 1997, the Swedish Air Force
Historic Flight was formed by
four aviation enthusiasts, under the authorisation of the
Swedish Transport Agency.
Staffed by volunteers with Air
Force backgrounds, the Flight
would operate the aircraft on
the Swedish civil register,
with the purpose to preserve
and fly aircraft types that
were operational in the Swedish Air Force.
Flying on the civil register
has rendered it much easier
for the Flight to participate in
airshows outside Swedish
territory, and airshow participation remains one of the key
elements in the Flight's funding, together with support
from sponsors and the Swedish Air Force.
Although the initial concept
was to operate aircraft of
Swedish origin, the Flight's
scope has widened to include
aircraft of foreign origin operated by the Swedish Air Force
over the years. Thus, the fleet
now includes the world's sole
airworthy J 29 \"Flying Tunnan\", J32B Lansen, J35J/
SK35C Draken, AJS/SK37 Viggen, as well as SK60 SAAB105, SK50 Saab Safir, the J 34
Hawker Hunter, SK 16 Harvard, SK 61 Bulldog, PA -23
and a Cessna Citation TP 103.
39
The SAAB J29 Tunnan, Sweden’s first
jet fighter to be designed from the outset as such, was a state-of-the art aircraft when it entered service in 1951.
This legacy lives on in the Gripen,
which is considered one of the most
potent warplanes nowadays.
41
SAAB’s Draken, with its double-delta wing, once again marked Sweden’s capability
to domestically produce aircraft which were at least at par with any other nation.
The type was an export success, being operated by Denmark, Finland and Austria.
Saab Sk37E Viggen SE-DXO / 15-61 (cn 37809) is a two seat
trainer version of the Swedish fighter. Delivered to F7 in February 1974, it was upgraded to Sk37E standard in 1999 and
delivered to F4 ‘in January 2000. In 2005 the aircraft was
transferred to the Swedish Air Force test unit at Linköping/
Malmen. It was flown into retirement in June 2007 and stored
at Såtenäs until it was restored to airworthiness, flying again
on 15 May 2018.
Saab AJS 37 Viggen SE-DXN / 7-52 (cn 37098) was built in
1977 and spent its service life with F15 . Flying again after restoration in March 2012, the aircraft wears the bare-metal
scheme as Viggens appeared early in their service life.
The Viggen Duo
43 MARK ZERAFA
The Viggen was distinctive and innovative, and tailor-made for Sweden’s requirements. It
was one of the first aircraft to be fitted with canards, and featured a thrust-reverser.
The conversion trainer variant of the Viggen featured
two separate cockpits.
45
NOSTALGIA
The SAAB 105 remains in use as a trainer with the Swedish Air Force. Interestingly, the aircraft can be configured as a two-seater, with two ejection
seats, or with more conventional seats as a four-seater.
47
NOSTALGIA
AIRSHOWS
Every two years, the small French airfield comes to life for the
Meaux Airshow, which sees the participation of a number of
warbirds, as well as displays by more modern military heavy
metal.
51
Text: Mark Zerafa
Photos: Guy Croisiaux
Meaux-Esbly aerodrome is a civil aerodrome used
mainly for light aviation and helicopters, located 5km
southwest of Meaux, in the Ile-de-France region in
France. It was founded in 1934 by Henri Mignet, a strong
advocate of sports flying, whose main claim to fame
was the design of the homebuilt Pou-De-Ciel aircraft.
In fact, prior to his departure for America in 1937, Mignet based his aircraft and development facility at the
aerodrome.
With the outbreak of the Spanish Civil War, a number of
Republican pilots were clandestinely trained to fly at the
airfield between 1936 and 1937.
As the clouds of war gathered over Europe, MeauxEsbly was considered as a wartime dispersal airfield,
and indeed in August 1939, hosted the GCN I/13 night
fighter squadron equipped with eleven Potez 631s..
As the German Blitzkrieg advanced into France, the GC
I/3 fighter group repositioned at Esbly, equipped with
the best French fighter of the time, the Dewoitine D.520.
This group was later joined by GC II/3, also flying the
Dewoitine, but this unit repositioned again as the airfield
was overwhelmed with aircraft. The airfield was abandoned to the German advance on June 10th, 1940, at
which point its Dewoitines had scored 44 victories.
Douglas AD-4N Skyraider c/n 7609 was
initially delivered to the US Navy and
has fought in the Korean War, before
being transferred to the Armee de l’Air
in 1953. Following a period of storage at
Chateaudun, she was transferred along
with fiv other Skyraiders to Chad, where
they were used to combat Libyan forces.
Abandoned at N’Djamena airport, the
aircraft was recovered in 1998, by being
repaired on site and then flown to
France via Niger, Algeria and Morocco,
to its current home at Melun-Villaroche.
Registered F-AZFN in August 1989, she
has been repainted to the colours it
wore in 1974.
63
Apart from a short period of time when Ju-52s were
temporarily based there, Meaux-Esbly saw no use in
the war, and was returned to agricultural use. After the
end of hostilities, the airfield was designated as a military airbase for a short period before being returned to
public air traffic in August 1946. However, the wartime
destruction and pillaging of the airfield’s facilities took
their toll, and it took a number of decades before the
airfield became a hive of general aviation activity once
again.
In the mid-70s, a control tower and a small terminal
were built, although no commercial activity would flourish.
The airfield has four grass runways, two parallel runways (16L/34R and 16R/34L) which are 1,020m long and
100m wide, and another two parallel runways perpendicular to the other two (07L/25R and 07R/25L), which
are slightly longer at 1,145m and 1,075m respectively.
The ‘Les Ailes du Pays de Meaux’ association organises
a biannual event , which given the nature of the airfield,
focusses mainly on warbirds. However, as happens in
other airshows at GA airfields, the military also participates in the flying display with its fast jets, but will obviously be unable to land at the airfield itself.
Aircraft from different eras participate in the flying display.
55
Vought F-4U-5NL Corsair 124724 F-AZEG of the Jean-Baptiste Salis Association at La Ferte Alais. This particular machine was built in 1951 and operated by the US Navy’s VC-3. After a brief service life, she was stored in
Arizona in 1953, before being sold to Honduras, where it flew from 1956 to 1978. She was sold to civilian
hands in 1979, and was acquired by Jean Salis in 1986.
57
The Harvard is a popular warbird given its relatively low operating costs, high performance and its being relatively easy to fly.
Besides national assets operated by the disciplined forces of the country, the
Hellenic Civil Protection also contracts additional aerial firefighting capacity.
Heavy-lift helicopters are the main element of this contingent, which in the past
has also included the mighty Mi-26. A fleet of Ericson Skycranes has practically
been on permanent deployment at Tatoi-Dekelia, although they can deploy to
forward operating bases as required.
Klemm Kl-35D wrk/nr 1854 F-AZTK was built in 1940. A sporting
and training monoplane, the aircraft is fully aerobatic. No former Luftwaffe aircraft has survived, however, a number of aircraft operated by the Swedish Air Force remain to this day.
Bucker Bu-131 Jungman F-AZZF is in fact a license-built
CASA 1.131 Jungmann., and has been based at MeauxEsbly since 2014
59
F-AZRA was a Fieseler Fi-156
Storch, which was then refurbished by Morane-Saulnier
to MS.505 Criquet standard.
Bucker Bu-133F Jungmeister replica F-AZDT.
The Jungmeister was a development of the earlier Bu-131 Jungman, designed primarily for
advanced aerobatics.
Besides national assets operated by the disciplined forces of the country, the
Hellenic Civil Protection also contracts additional aerial firefighting capacity.
Heavy-lift helicopters are the main element of this contingent, which in the past
has also included the mighty Mi-26. A fleet of Ericson Skycranes has practically
been on permanent deployment at Tatoi-Dekelia, although they can deploy to
forward operating bases as required.
Bell 214 of McDermott Aviation has been modified with
an underfuselage water tank which can be replenished
in a similar fashion to the Skycrane, by lowering a
hose onto a body of water, such as a lake.
Plane Sailing’s PBV-1A Canso G-BPYA ‘Miss Pick Up’ is a regular participant
in warbird airshows around Europe.
Supermarine Spitfire PR.XIX PS890 (c/n 6S/585110) bears the distinction of
being the only airworthy Spitfire in France, based in Dijon/Darois. Registered F-AZJS, the aircraft had to be repaired following an accident in 2017. It
wears the colours of 152 Sqn, RAF, based in South East Asia.
61
Yaks found an unusual following in France, as a result of the NormandieNiemen Squadron, a squadron of Free French airmen under the Soviet
air force in World War II. F-AZOS was originally built as a Let C11 trainer
and flown with the Egyptian Air Force until 1970. It was part of a batch
acquired by Alain Chapel and Jean Salis in 1985. Sold to the USA in 1988,
it was rebuilt as a single-seat Yak-9. The engine had to be replaced by an
Allison inline engine in around 2000.. The aircraft was sold to a French
owner in 2003, where it was once again restored to flying condition.
The Boeing Stearman is another popular warbird. c/n 75-0940 was built for the US Navy in 1939. After its military career, it passed through a number of private owners in
the USA before being exported to France in 2014.
Besides national assets operated by the disciplined forces of the country, the
Hellenic Civil Protection also contracts additional aerial firefighting capacity.
Heavy-lift helicopters are the main element of this contingent, which in the past
has also included the mighty Mi-26. A fleet of Ericson Skycranes has practically
been on permanent deployment at Tatoi-Dekelia, although they can deploy to
forward operating bases as required.
Bell 214 of McDermott Aviation has been modified with
an underfuselage water tank which can be replenished
in a similar fashion to the Skycrane, by lowering a
hose onto a body of water, such as a lake.
T-6G Texan was built in 1951 and delivered to the French Air Force. It saw action in Algeria until replaced with the
T-28 in 1961. It was placed on the French register in 1982 and wears the famous sharkmouth scheme of EALA 3/4.
63
French-registered Piper L-4A Grasshopper started life in 1943 as
43-17737 with the USAAF
F-AZKT is a 1954 Dassault MD-311 Flamant. In its MD-311 guise, the Flamant
served as a navigation trainer which makes this version recognisable by its
glazed nose.
Besides national assets operated by the disciplined forces of the country, the
Hellenic Civil Protection also contracts additional aerial firefighting capacity.
Heavy-lift helicopters are the main element of this contingent, which in the past
has also included the mighty Mi-26. A fleet of Ericson Skycranes has practically
been on permanent deployment at Tatoi-Dekelia, although they can deploy to
forward operating bases as required.
Bell 214 of McDermott Aviation has been modified with
an underfuselage water tank which can be replenished
in a similar fashion to the Skycrane, by lowering a
hose onto a body of water, such as a lake.
65
Douglas DC-3 F-AZTE was originally delivered to the US Army as a C-47, and saw action
in the Normandy and Provence landings, as well as ‘Market Garden’, as well as the Berlin
Airlift. After serving ten years with the French Air Force, it was donated to the Central
African Republic in 1974, where it was the personal aircraft of Emperor Jean Bedel Bokassa. Eventually it ended up abandoned at Caen, before being restored to flying condition by the France DC-3 Association.
NOSTALGIA
NOSTALGIA
A society of 300+ like-minded aviation enthusiasts interestein East Anglia - RAF Mildenhall, RAF Lakenheath, RAF Marhaand the STANTA range. Offering Monthly Movements - Photo Cits - Official Base Merchandise
Text: Clive Grant
Photos: Clive Grant
Paying a visit to San Juan, Puerto Rico between
the 7th and 11th December 2022, the author
found the main airport, Luis Munoz Marin International (SJU), to be something of an avgeek’s
paradise. With great weather and a large variety
of types and operators, a San Juan visit is well
worth the trip.
Along with Cape Air, another Islander operator at San Juan
is Air Flamenco which uses the type on both passenger and
cargo flights in the region . N901GD taxies out on 8 December 2022 for a flight to Vieques.
d in military aviation
am, RAF Wattisham
Competitions - Base Viso.uk
69
Puerto Rico is a US territory and as such it
is served by most of the main US passenger
and cargo carriers. From further afield, Air
Canada also serves the island from Toronto
and Iberia operates to San Juan from Madrid. The main airport also serves as a hub
for several carriers for the transport of
passengers and goods across he Caribbean.
Construction of the airport commenced in
1947, and the facility was inaugurated on
May 22nd, 1955. At the time, the airport only
had one runway, and its control tower was
perched on top of a hotel.
In the sixties, major expansion work ensued. The runway was extended to 10,000
feet, and work on a second runway was inaugurated in 1974, while the original runway
was also widened and reinforced to handle
747s.
In the 90s, a major modernization programme ensued, with improvements to the
connecting road infrastructure, a new control tower and the expansion and modernization of Terminal B and later Terminal C.
Several types such as the Shorts 360, Britten-Norman Islander and Embraer Brasilia
have largely disappeared from most of the
world’s airports, but at SJU they can be
seen on a regular basis. It’s also a great
place to get photos of the Frontier fleet with
their many and varied tail fins, and jetBlue
with several special schemes to be seen.
If that’s not tempting enough, the main
viewing spot, the AeroParque, is only a ten
minute walk from the terminal. What’s not
to like?
Operating on an island hopping service across the Caribbean from its base in Guadeloupe, Air Antilles ATR 42-600 FOIXO departs back to St Maarten on 8 December 2022.
San Juan is a great spot to capture several different tail
fins from the Frontier Airlines fleet. Here, A320-251 Neo
N318FR carries ‘Flower the Hummingbird’ on its tail.
71
Several of Spirit Airlines’ A320-232s, including
N632NK, still wear the airline’s older colour scheme.
With so many services to Puerto Rico, SJU is a great place to capture some
of jetBlue’s special schemes, including A320-232 N615JB which honours
the City of New York’s Fire Department.
73
As well as Islanders and Shorts 360s, Flamenco Cargo
also utilises a solitary Britten-Norman Trislander,
N920GD, on its local cargo services.
American Airlines 737 Max 8 N324RN taxies out for
departure to Miami on 9 December 2022.
ABX Air put in an appearance at SJU in the guise of 767-338ER
N317CM, sporting the carrier’s latest colour.scheme.
Just one of Atlas Air’s large fleet, 747-47UF N476MC is
caught about to touch down on Runway 08.
75
Feeding the mainline carrier from SJU with its flights to
smaller destinations, Fedex Feeder Cessna 208B Caravan
N971FE departs for Dominica.
One of a large fleet of A300-600Fs operated by the carrier, N165UP of UPS taxies for departure at San Juan.
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
Another company providing feeder services across the Caribbean is Kingfisher Air Services which is the contracted cargo carrier for DHL in the Caribbean. It operates a fleet
of Cessna 208B Caravans including N960HL.
Global Express N470B sports a
stylish silver and grey livery.
Phenom 300 N6A is about to touchdown on
Runway 08 on 8 December 2022.
77
Now celebrating fifty years since its delivery in 1973, Island
Birds Aztec 250E N40267 was captured on 7 December 2022
as it taxied for departure from Runway 08.
IAero operates a large fleet of different 737 models in both passenger and cargo rôles. 737-3H4 N625SW taxies out for departure in the airline’s rather anonymous colour scheme
Tradewind Aviation offers premium service with a semi-private
lounge area to serve customers for the high end Caribbean destinations it operates to. PC-12 N524TW departs SJU on another service.
Silver Airways utilises its ATR 42-600 fleet on inter island flights
across the Caribbean. N402SV taxies for departure in the airline’s
original colourful scheme.
Although now an endangered species, Air Cargo Carriers supports a fleet of thirty Shorts 330 and 360
aircraft on its cargo operations, with several of them based in San Juan. Shorts 360 N601CA is seen on 9
December 2022 getting airborne from Runway 10 for St Thomas in the US Virgin Islands.
79
Another colourful Caribbean operator utilising a type not often seen in service elsewhere is InterCaribbean. The airline, based in the Turks & Caicos Islands, operates a varied fleet, including ten EMB-120
Brasilias. VQ-TDG is seen taxiing for departure.
Flamenco Cargo Shorts 360 N915GD makes a typically steep approach to NOSTALGIA
Runway 08, operating flight WAF2200 from St Thomas on 8 December
2022.
81
Another rare type is the Mitsubishi MU-2. The stylish
scheme sported by MU-2B N999UP makes it look quite
modern, belying its forty plus years of service.
Another type seldom seen elsewhere these days, Ameriflight
Beech C99 N990AF is clearly properly fitted out for its cargo
rôle.
A visit of the Blue Angels C130J 170000 caused a great deal
of excitement amongst the local spotters when it visited on
8 December 2022. After a night stop, it is seen taxiing for
departure the next day.
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Latest in Richard J. Caruana's Fighting Colours series
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62 Pages € 6.95
All our e-books can be downloaded from our online bookstore. These books
are either out-of-print or have not yet been released in print form, and may
only be available for a limited period of time.
NOSTALGIA
A society of 300+ like-minded aviation enthusiasts interestein East Anglia - RAF Mildenhall, RAF Lakenheath, RAF Marhaand the STANTA range. Offering Monthly Movements - Photo Cits - Official Base Merchandise
Text: Mark Zerafa
Photos: Shrey Chopra
First held in 1996, Aero India is a biannual event showcasing developments in the Indian aviation scene, including the country’s rapidly
increasing aeronautical capabilities. More than 800 defence businesses participated in the 2023 edition.
d in military aviation
am, RAF Wattisham
Competitions - Base Viso.uk
85
Currently the most modern fighter in the Indian arsenal, the
Dassault Rafale is a natural progression for India, which also
operates the Mirage 2000.
NOSTALGIA
The Surya Kiran aerobatic team was originally formed
in 1996 equipped with the Indian-designed HAL HJT-16
Kiran trainer until 2011, reforming in 2015 on the Hawk
Mk.132.
87
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
89
The Sarang Display Team was formed in October 2003 amd flies four HAL Dhruv
helicopters, of Indian design and manufacture. Originally flying three helicopters, the team was enlarged to four in 2004. The team has displayed at the Farnborough Airshow and the Royal International Air Tattoo, as well as at the Singapore Airshow.
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
Much of India’s future aviation aspirations are embodied in the HAL
Tejas multirole light fighter. Initially intended as a replacement for the
MiG-21 in Indian service, the aircraft first flew in 2001 and entered
service in 2015, with initial operational capability achieved in 2016.
The forthcoming Tejas Mk.2 is a more powerful variant with a more
powerful GE F414 engine, canards, a redesigned cockpit, IRST and
AESA radar. A naval prototype has also been rolled out in 2010, making its first carrier launch in December 2014.
91
An interesting formation of some of
the diverse aircraft forming the Indian
Air Force’s fast jet fleet.
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
93
Two Su-30MKIs and two MiG-35s escort an Embraer EMB145 AEW&C aircraft on a flypast.
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
The HAL Prachand is an Indian-designed and manufactured attack helicopter produced for the Indian Army and Air Force. It was designed with a special focus on operating at high altitudes in order
to provide air support in India’s mountainous regions.
95
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GREECE - EXERCISE INIOCHOS
SPAIN—TACTICAL LEADERSHIP PROGRAMME
ISRAEL - BLUE FLAG
EGYPT—EGYPT INTERNATIONAL AIRSHOW
HUNGARY - KECSKEMET AIRSHOW
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year, and even more for 2024! Packed with more aviation action from destinations you will love, promising great opportunities which might not repeat
themselves so easily.
Small Groups - Maximum Flexibility - Individual Needs Catered For
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JAPAN—AIRBASE SPOTTING
USA
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
AIRLINERS
Text: Mark Zerafa
Photos: Dylan Phelps
Profile: Gabriel Mora Aldama
In September 2019, American Airlines bid farewell to the last
of its McDonnell Douglas MD-80 aircraft, when its final 26
‘Super 80s’, also affectionately known as ‘Mad Dogs’ were
flown into retirement.
99
Introduced in May 1983, the MD-80
series would become a veritable
workhorse in the American Airlines
fleet.
Initially, the airline leased 20 aircraft from the manufacturer, then
quickly added a further 13. In March
1984, it would commit to what was
then an unprecedented order for 67
aircraft, with options for a further
100.
In service, the aircraft earned the
respect of pilots as it was one of the
last aircraft with minimal automation, requiring them to hone their
flying skills, as well as accepting its
quirky cockpit ergonomics, such as
its magnetic compass at the rear of
the cockpit, which could be read via
a mirror.
This quirkiness was not limited to
the cockpit, with flight attendants
recalling the frequent instances
where condensation from the air
conditioning system would tend to
accumulate and drip on top of the
rear flight attendant jump-seat near
the tailcone.
Eventually, no less than 362 MD-80s
were operated by American, this
number corresponding to practically
a third of all MD-80s built, and 49%
of AA’s fleet. Over 10,000 American
Airlines pilots were rated on the
aircraft.
The aircraft was used mainly on
domestic services, but also featured
in some short-range international
routes.
American Airlines MD-80s were
amongst the last to feature a polished-metal finish on their exterior,
which helped save weight and thus
reduce fuel burn. With the introduction of more modern airliners featuring a number of composite parts,
this was no longer possible.
American’s final MD-80 revenue
flight, aptly designated Flight 80,
departed Dallas Fort Worth for Chicago O’Hare International Airport,
after which the aircraft then proceeded to Roswell joining the other
aircraft retired on the same day.
Like the DC-8 design before it, the DC-9’s fuselage
profile was optimised for a 2+3 seating configuration, which thus required longer fuselage stretches to achieve increased passenger capacity compared to contemporary Boeings, which were configured for 3+3 seating.
101
103
The MD-80 series was a more modern iteration of the original Douglas DC-9 family, featuring more
efficient JT-8D-200 turbofans, an enlarged wing and a further fuselage stretch to increase capacity to
compete with Boeing’s later 737 variants. With the aircraft’s cabin being narrower, the 5-abreast
seating required a longer fuselage to accommodate a similar number of passengers.
Originally built for TWA, MD-83 N969TW was delivered in July 1999 before being transferred to American Airlines in December 2001 until its
retirement on September 4th, 2019
105
107
Set in a tranquil alley in Rabat, yet close to the medieval city of Mdina and
public transport, our family-run boutique hotel offers a unique experience
of Maltese lifestyle in its ultimate authenticity. Besides numerous places
of interest in the immediate surroundings, there are a number of highlyrated restaurants in the vicinity, where you can unwind after a good day.
Our accommodation is also close to Malta International Airport as well as
the Malta Aviation Museum, with free public parking nearby.
(+356) 9925 4667
_________________________________________________________
www.thehiddengemmalta.com
Although not the most frequent visitors to RAF Luqa, the US Navy
nonetheless made a number of visits to Malta throughout the Cold
War period, which visits ended once the British forces left the island.
The Navy would later also revive its presence during attend a number
of editions of the Malta International Airshow.
NOSTALGIA
113
Text: Mark Zerafa
Photos: Emanuel Magri
Naval Air Development Centre Lockheed PO-2W Warning Star coming in
to land on Runway 24. This aircraft
was delivered to the US Navy on June
29th, 1954. It served with VW-1, VW15 and VW-11 before it went to Arizona for storage in April 1962. It was
taken on charge by NADC in May
1964, and modified to NC-121K
standard. It continued to serve with
NADC until it was flown to DavisMonthan AFB on March 22nd, 1974,
and scrapped on September 16th,
1976.
Grumman C-1A Trader 146049 was operated by VR-24 based at NAS Sigonella. The aircraft was delivered
in 1958 and was retired in 1984. In 1989, the aircraft was allocated the civil registration N81389 and was
issued a certificate of airworthiness in 1990. Its last known location is at Saint Louis Downtown Airport.
VC-54S Skymaster serial 56511 was delivered to the USAAF in May 1945 then transferred to the US Navy.
It was converted to a VS-54S standard in 1962, before ending in civilian ownership in 1975. This aircraft is
preserved at the South Dakota Air and Space Museum, under loan from the USAF Museum
113
Grumman C-2A Greyhound 152791 seen here preparing for departure, with an RAF Shackleton
in the background.
Douglas R4D 12437 was originally built as c/n 9620 42-23758. It served in many bases, but in the early 70s it was
based in Naples. The ‘Super Dakota’ brought a number of refinements to the DC-3 design, including a larger tailfin
and a fully-faired undercarriage.
VIP-confirgured C-131F Samaritan 140999. Entering service in 1955, it remained operational
as a cargo plane until it crashed in the US Virgin Islands in January 2011.
A pair of F-4Js from the USS Franklin D. Roosevelt from VF-41 Black Aces. Note the differently coloured radomes.
115
F-4B Phantom of VF-11 ‘Red Rippers’ embarked on USS Forrestal. It is believed that this was
the only time an F-4B visited Malta.
Grumman E-1B Tracer 148145 of VAW-121 aboard USS Wasp. It
would also serve with RVAW-120 before it was stored at
AMARC in 1973 and scrapped in 1978.
Lockheed C-130F Hercules 149794. This
particular airframe was damaged beyond repair in Guam during Hurricane
Omar in 1992.
P-3 Orion 152743 from VP-10 in its early operational
scheme.
117
A rather anonymous EA-3B Skywarrior seen on finals. The largest aircraft to be operational from an aircraft
carrier, the Skywarrior was intended as a nuclear bomber, but then gained other roles such as a tanker and
electronic reconnaissance.
F-14 Tomcat 159848 of VF-14 ‘Tophatters’ , then embarked on
the USS John F. Kennedy at rest on Apron 4 while participating
in the 1997 Malta International Airshow.
Lockheed S-3 Viking 160156 of VS-32 ‘Maulers’ embarked on USS America
attending the first Malta International Airshow in 1993
119
Grumman EA-6B Prowler 162934 of VAQ-132 ‘Scorpions’ embarked on the
USS Eisenhower arriving for the 1998 Malta International Airshow
Fairchild C-26D 900530 seen departing after the 2000 edition of
the Malta International Airshow
HELICOPTERS
Based at Montija Air Base, next to the Tagus River and
close to Lisbon, Esquadra 751 flies the Merlin helicopter
on a multitude of missions, including Search and Rescue.
123
Text: Mark Zerafa
Photos: Bjorn Van Der Flier, Roeloff Jan-Gort
Profile: Bjorn Van Der Flier, Roeloff Jan-Gort
BJORN VAN DER FLIER
NOSTALGIA
The helicopters were acquired in three variants. There
are six helicopters in standard configuration, known as
the Mk514, which are mostly used for SAR missions.
Two helicopters are used for fishery control and surveillance (Mk515), and the last four helicopters (Mk516)
are for tactical use.
The Mk514 is as said the baseline variant, capable of
performing SAR as well as troop transport. It can be
fitted with a large internal fuel tank in the cabin, increasing the range by about 400NM from the 240nm
from standard fuel capacity. But to keep it comfortable
for the pilots, missions do not usually exceed 360NM.
The two Mk515 helicopters configured for fishery surveillance have a mission computer console for a surveillance operator in the cabin, which has been specifically designed by a Swedish company for mission surveillance and handling.
The Mk516 Tactical variant is equipped with a selfprotection suite including Radar Warning Receiver
(RWR), Counter Measures Dispensing System (CMDS),
Missile Warning System (MWS) and Air-to-Air Refuelling capability (AAR). Originally there was a plan to arm
these with self-defence weapons, with door-mounted
machine guns, but the purchase of the weapons was
never finalized.
In respect to inflight refueling capability, even though
the helicopters are fully prepared with fuel lines and
electronics, this capability has not been utilized so far,
as the Merlin purchase was supposed to have been
conducted in parallel with the Portuguese Navy’s acquisition of a new logistic ship which could accommodate a
Merlin in a larger deck and hangar, allowing full shipborne capability. This is why the Mk516s feature a folding tail. However, the Navy did not follow through with
the vessel, and since the Portuguese Air Force currently does not have a tanker on strength, the Squadron has
never trained in the operation, and for the external
probes remain in their crates.
When questioned if he is satisfied about the Merlin helicopter in service, Col. Diniz, Commander of Montijo AB
stated that the Merlin offers fantastic performance, and
is generally a very good helicopter, with its raw power
earning praise from its crews. It is well-engineered,
and is very robust in case of malfunctions. A lot of
things have to fail before a helicopter goes down. However, reliability has been an issue, as a number of items
have a relatively high failure rate, making the machine
maintenance-intensive. Similar issues have been
shared by other Merlin operators.
125
The colonel continues that there are always things
which can be improved but he has a great confidence in
his crews forming Esq751. They train rigorously all year
round, as they have been doing for many years, and he
is confident they are ready to handle anything that may
come their way. As a former instructor pilot on the
squadron, and he flew with a lot of them. His major concerns will always relate to the reliability of the aircraft,
but finds comfort in the knowledge that the aircraft is
sufficiently well designed to survive most failures that
could happen. There were some emergencies, some
quite serious, but every time the crew was able to bring
back down the helicopter safely, except for a smaller
mishap.
The tactical mission is a different story. The unit started
woking on tactical missions in 2010-2011, when they
started using Night Vision Goggles (NVG). This led to a
small drop in capability, but this is being rebuilt again,
and the unit is delving deeper into the tactical mission.
Currently there is 1 crew at each location, with detached
crews rotating every 15 days. There is 1 crew and 1 helicopter in Porto Santo, and 2 helicopters and 1 crew currently in Lajes at the Azores. Ideally if the Squadron has
more crews available, there would be 2 crews and 2
helicopters available in Lajes, but due to crew shortage
s, this is currently not possible. There is always one
crew on alert, one in Montijo, one in Porto Santo and
one in Lajes. The crew is composed of six persons; two
pilots, one system operator, one rescue swimmer and
one flight nurse and a mechanic to conduct pre- and
post- mission inspections and maintenance.
The detachments also use an additional mechanic for
small repairs, and in the case of major malfunctions,
the Squadron will fly a team of technicians to the islands. It is unfortunately a common occurrence, and
when this happens, people and parts are airlifted on a
fixed-wing aircraft and flown to the location.
BJORN VAN DER FLIER
NOSTALGIA
The helicopters were acquired in three variants. There
are six helicopters in standard configuration, known as
the Mk514, which are mostly used for SAR missions.
Two helicopters are used for fishery control and surveillance (Mk515), and the last four helicopters (Mk516)
are for tactical use.
The Mk514 is as said the baseline variant, capable of
performing SAR as well as troop transport. It can be
fitted with a large internal fuel tank in the cabin, increasing the range by about 400NM from the 240nm
from standard fuel capacity. But to keep it comfortable
for the pilots, missions do not usually exceed 360NM.
The two Mk515 helicopters configured for fishery surveillance have a mission computer console for a surveillance operator in the cabin, which has been specifically designed by a Swedish company for mission surveillance and handling.
The Mk516 Tactical variant is equipped with a selfprotection suite including Radar Warning Receiver
(RWR), Counter Measures Dispensing System (CMDS),
Missile Warning System (MWS) and Air-to-Air Refuelling capability (AAR). Originally there was a plan to arm
these with self-defence weapons, with door-mounted
machine guns, but the purchase of the weapons was
never finalized.
In respect to inflight refueling capability, even though
the helicopters are fully prepared with fuel lines and
electronics, this capability has not been utilized so far,
as the Merlin purchase was supposed to have been
conducted in parallel with the Portuguese Navy’s acquisition of a new logistic ship which could accommodate a
Merlin in a larger deck and hangar, allowing full shipborne capability. This is why the Mk516s feature a folding tail. However, the Navy did not follow through with
the vessel, and since the Portuguese Air Force currently does not have a tanker on strength, the Squadron has
never trained in the operation, and for the external
probes remain in their crates.
When questioned if he is satisfied about the Merlin helicopter in service, Col. Diniz, Commander of Montijo AB
stated that the Merlin offers fantastic performance, and
is generally a very good helicopter, with its raw power
earning praise from its crews. It is well-engineered,
and is very robust in case of malfunctions. A lot of
things have to fail before a helicopter goes down. However, reliability has been an issue, as a number of items
have a relatively high failure rate, making the machine
maintenance-intensive. Similar issues have been
shared by other Merlin operators.
Rescue calls come from the RCC (Rescue Coordination
Center) which will activate the mission and assume its
coordination. When Esq751 receives the call, it will need
some elementary information, such as the location and the
factors that will effect your mission.
This information will enable the mission planning, with
main concerns being the weather and the mission objectives, whether it is a rescue off a vessel, a person in the
water or on a cliff.
Mission planners can then calculate the fuel requirements,
the mission equipment required and whether a medical
team will be needed. With the mission thus prepared, the
crews kit up and depart.
On standard missions, it is expected that this should not
exceed 30 minutes, but more complex missions, such as
the evacuation of larger vessels, may take longer. The helicopter is only fueled to the required amount to maximize
performance, thus longer-range missions may require
longer times due to the longer time to uplift fuel.
Should a distress call be declared at a distance greater
than 120 miles from the base, a C-295M aircraft of 502
Squadron is activated simultaneously to enhance situational awareness. As it arrives faster on station, it can relay further information and exact coordinates to the helicopter, as well as direction, wind speed at various altitude
levels and weather conditions in the rescue area, thus
helping the EH-101's crew fine-tune their mission planning,
reducing time and fuel consumption. The CASA can also
launch lifeboats to help the castaways pending their recovery.
The Merlin has a masimum mission radius of 400 nautical
miles, which will allow 15 minutes on-station to perform
the rescue, and still return to base with reserve fuel. This
figure is dependent on wind condition and is thus theoretical. Mission radius can be extended further with the addition of an internal fuel tank in the helicopter. Additionally,
there us a procedure whereby engine number 3 is shut
down in cruise, saving 10 to 12% fuel. The engine must
however be fully running during the rescue as more power
is required at the hover stage. The internal fuel tank can
carry about 1120kg of fuel., giving an additional range of
260 nautical miles. These long-range fuel tanks are used
regularly, and are necessary when the Merlins are rotated
to Porto Santo or to the Azores (Lajes).
127 BJORN VAN DER FLIER
Winching operations are always tricky for crews. Pilots must monitor the
aircraft performance at all times, on the lookout for possible drops in performance which could compromise the helicopter’s lifting capability, whilst
maintaining the aircraft as stable as possible to avoid the rescue swimmer
from oscillating.
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
Crew co-ordination is essential for a successful and efficient
rescue. Helicopters have limited time to perform the rescue
operation, due to limitations in fuel capacity, thus it is important to conduct the operation as quickly as possible.
129 BJORN VAN DER FLIER BJORN VAN DER FLIER ROELOF JAN-GORT
ROELOF JAN-GORT
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
125 131
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
12533
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
1253
Spotter Magazine would like to thank Colonel dos Santos of the HQ and
Colonel Diniz, Captain Curto, Captain Silva and all other Esquadra 751
personnel who helped us make this visit and article possible.
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
MILITARY OPERATIONS
Travis Air Force Base (AFB), home to the 60th Air Mobility Wing
(AMW) and its Associate 349th AMW, is located in Fairfield, California,
halfway between Sacramento and San Francisco. As the ‘Gateway to
The Pacific’ its primary role is to provide rapid, reliable global airlift
of American fighting forces in support of national objectives; and extending the reach of American and allied air power through mid-air
refuelling. The Wings' activity is primarily focused in the Pacific and
Indian Ocean areas, including Alaska and Antarctica, however the aircraft and their crews often fly support missions anywhere around the
world in fulfilling its global reach.
139
Text: Mike Green
Photos: Mike Green
The Lockheed C-5M Super Galaxy is impressive from any angle,
but the size of the cockpit windows and the sheer amount of
wheels needed to support its weight might give a better indication of the scale of this beast.
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
As part of United States Air Force Air Mobility Command (AMC),
an organization that provides global air mobility to the nation's
armed forces, the 60th AMW maintains a work force of approximately 7000 active-duty military, 3500 civilian and Department of
Defense personnel, and more than 3,000 reservists assigned to
the associate 349th AMW, who combine with their active duty and
civilian counterparts to form a fully integrated team. Travis currently has 26 Lockheed C-5M Super Galaxy, 27 McDonnellDouglas KC-10 Extender, and 13 Boeing C-17 Globemaster
III aircraft on strength, with Travis being the only base operating
all three types.
Handling more cargo and passengers than any other stateside
military facility, Travis Air Force Base started out in 1942 as an
airfield with a handful of small buildings, and was originally
called Fairfield-Suisun Army Air Base. Between 1943 and 1958,
the base came under the control of Air Transport Command and
Strategic Air Command, before being renamed Travis Air Force
Base in 1951, after Brigadier General Robert F. Travis, who was
killed when a B-29 Superfortress bomber crashed shortly after
take-off on 5 August 1950. In October 1964 Travis received the
first Lockheed C-141A Starlifter delivered to the Air Force, the
USAF’s first jet-powered strategic transport. Military Air
Transport Service (MATS) resumed command of Travis on 1 July
1958 - the 1501st Air Transport Wing (Heavy) becoming the host
unit.
On 1 January 1966, MATS was redesignated as Military Airlift Command (MAC) and on 6 January 1966, the 60th Military Airlift Wing
(60 MAW) replaced the 1501st ATW as the host unit. In 1969, the
349th Military Airlift Wing (349 MAW) of the Air Force Reserve
(AFRES) was established as an ‘Associate Wing’ to the 60 MAW,
with both units sharing the same aircraft and eventually seamlessly mixing flight crews, maintenance crews and other support
personnel.
On 24 October 1970, the then assigned 75th Military Airlift Squadron (MAS) received its first Lockheed C-5A Galaxy #68-0221, with
a second squadron of C-5s (22nd MAS) activating in February 1972.
In 1992, the reorganization of the Air Force saw Military Airlift
Command (MAC) renamed as Air Mobility Command (AMC), and in
September 1994 it received its first KC-10A Extender when the 9th
ARS transferred from March AFB - the addition of an aerial refuelling mission into its strategic airlift mission seeing the 60th and
349th Airlift Wings redesignated as the 60th Air Mobility Wing (60
AMW) and the 349th Air Mobility Wing (349 AMW) respectively. In
August 2006, Travis received its first C-17A Globemaster aircraft -
aircraft number #06-6154 ‘Spirit of Solano’ flying its first mission
to Europe the following day.
The C-5 is an important element in the
US’s power projection strategy.
141
Originally a McDonnell Douglas project, the C-17 combines
excellent payload with excellent field performance.
Now nearing the end of its career, the KC-10 has proved extremely versatile in supporting overseas deployments, being
capable of simultaneously refuelling aircraft being deployed
and transporting their ground support equipment.
The 60th Air Mobility Wing is the largest Air Mobility Wing in the U.S. Air Force in terms of personnel. As the host unit at Travis Air Force Base,
the wing handles more cargo and passengers
than any other military air terminal in the United
States.
Formed 1 July 1948 as the 60th Troop Carrier Wing
at Kaufbeuren Air Base, in occupied Germany, the
wing was established in accordance with the
Hobson Plan organizational structure established
by the United States Air Force. Assigned to the
new wing was the 60th Troop Carrier Group (60th
TCG), which served as its operational aviation
component.
As part of Air Mobility Command, the 60th AMW is
responsible for strategic airlift and air refuelling
missions around the globe. The unit's primary
roles are to provide rapid, reliable airlift of American fighting forces anywhere on earth in support
of national objectives and to extend the reach of
American and allied air power through mid-air
refuelling. Wing activity is primarily focused in the
Pacific and Indian Ocean area, including Alaska
and Antarctica. However, the 60th AMW crews
can fly support missions anywhere in the world to
fulfil its motto of being \"America's First Choice\"
for providing true Global Reach.
143
The 60th AMW is organized into four groups: Operations, Maintenance, Mission Support and Medical. Additionally, the wing commander has the
support of 17 staff agencies. It is the 60th Operations Group which is responsible for the four flying squadrons – the 21st Airlift Squadron (AS)
which flies the Boeing C-17A Globemaster III; the
22nd Airlift Squadron which flies the Lockheed C5M Super Galaxy; and the 6th and 9th Air Refueling Squadrons’ which both fly the McDonnell
Douglas KC-10A Extender.
The 349th Air Mobility Wing is the largest associate wing in U.S. Air Force Reserve Command
(AFRC), and was first activated as a reserve unit
at Hamilton Air Force Base, California, in June
1949 as the 349th Troop Carrier Wing. The Wing
does not have any aircraft of its own assigned,
using aircraft from 60 AMW when required. Associate squadrons are the 70th and 79th Airlift
Squadrons (KC-10A), the 301st Airlift Squadron (C17A), and the 312th Airlift Squadron (C-5M).
The 349th AMW Reserve component is grouped
similarly to a frontline unit – including Operations,
Maintenance, Mission Support, and Medical
groups. The Air Force Reserve augments the active-duty component by flying and maintaining the
same front-line aircraft, with almost 90% of Reservists serving at least 40 days per year, with
many also maintaining civilian jobs. These socalled 'citizen airmen’ have become a key component in US national defence by filling operational
requirements when there is a shortfall of active
military personnel to fulfil those missions.
The 349th Operations Group has seven squadrons, with the 312th AS operating the C-5, the 70th
and 79th ARS operating the KC-10, and the 301st
AS with the C-17. Completing the Operations
Group is the 349th Aeromedical Evacuation
Squadron, 349th Operations Support Squadron and
the 349th Mission Support Squadron.
Whether it’s airlift, aerial refuelling, or humanitarian relief, our history, our jets, and our people are
why Team travis is ‘America’s First Choice’.
The Galaxy strategic transport aircraft is the
largest aircraft in the Air Force inventory, its
primary mission to transport cargo and personnel for the Department of Defense. Lockheed delivered the first C-5A Galaxy in June
1970, with a total of 81 A-versions built - later supplemented by 50 C-5Bs, with improved
wings, simplified landing gear, and updated
avionics. Upgraded General Electric TF-39-
GE-1C turbofan engines were also added,
delivering a 22% increase in thrust, a 30%
shorter take-off roll, and a 58% faster climb
rate than the standard C-5, allowing significantly more cargo to be carried over longer
distances.
In fiscal year 1989, two space-cargo modified
(SCM) C-5Cs were delivered - the modification including removal of the troop compartment, a redesigned aft pressure door and
bulkhead, and widening of the aft doors so
the aircraft could carry the NASA space
shuttle’s large cargo container. Both C-5Cs
were assigned to Travis AFB, California.
Following a study that showed the C-5 fleet
still had 80% of the airframe’s service-life
remaining, Air Mobility Command began an
Avionics Modernization Program
Lockheed C-5M Super Galaxy
145
in 1998, which included upgrading the avionics,
as well as upgrading the navigation, surveillance, and air traffic management systems to
maintain compliance with national and international airspace requirements. It also added new
safety equipment and installed a new autopilot
system. Another part of the C-5 modernization
plan was a comprehensive Reliability Enhancement and Re-engineering Program (RERP) - the
modified C-5A/B/Cs becoming C-5M Super Galaxies. A total of 52 C-5 Galaxy aircraft were upgraded to C-5M Super Galaxy standard (One C5A, 49 C-5Bs, and two C-5Cs).
The ability to transport bulky items is the bread
and butter of the C-5. Heavy equipment that
would normally need to be transported over water can be moved rapidly by air and be offloaded
faster than at a traditional seaport. This has major force projection implications, as combat vehicles and aircraft can be deployed at a moment’s notice around the world – the Super Galaxy playing an important role in maintaining
global security by constantly providing resources. Cruising at 26,000 feet high above California, the C-5M seen in the photo above is from
Travis' resident 22nd Airlift Squadron (call-sign
Cage 05) and shows off the huge size of the Super Galaxy, along with the distinctive T-tail design adopted by its predecessor the C-141 Starlifter, and carried on into the C-5 and the C-17
Globemaster.
The C-5M Super Galaxy, which is expected to
remain in service until 2040 has a maximum a
cargo load of 281,001 pounds (127,460 kilograms),
an unrefueled range of approximately 5,524
miles with 120,000 pounds of cargo; and approximately 7,000 nautical miles with no cargo on
board. The crew consists of a Pilot, Co-pilot, two
Flight Engineers and three Loadmasters.
In 1980, the U.S. Air Force identified a requirement for a large transport aircraft that
could be refuelled in flight and use unprepared landing fields. On 28th August 1981,
McDonnell Douglas won the contract to build
what would become the C-17. Built in Long
Beach, California, the C-17 made its maiden
flight on 15 September 1991, and the first production model was delivered to Charleston
Air Force Base, South Carolina, on 14 June
1993 - the first squadron of C-17s, the 17th
Airlift Squadron, declaring operational capability on 17 January 1995.
Maximum payload capacity of the C-17 is
170,900 pounds (77,519 kilograms), and its
maximum gross take-off weight is 585,000
pounds (265,352 kilograms). With a payload
of 164,900 pounds (74,797 kilograms) and an
initial cruise altitude of 28,000 feet (8,534
meters), the C-17 has an unrefuelled range
of approximately 2,400 nautical miles, at a
cruising speed of approximately 450 knots
(.74 Mach). The C-17’s design characteristics
give it the capability to operate into and out
of short runways and austere airfields carrying large payloads, maximising the use of
commercial off-the-shelf equipment, including Air Force-standardized avionics.
The Air Force originally programmed to buy
120 C-17s, but due to the unrivalled success
of the aircraft to accomplish various mobility
missions, additional aircraft were acquired,
resulting in a final fleet of 223 aircraft. Almost two years after Maj. Gen. Thomas Kane
landed the first C-17 Globemaster III at
Travis, the last of 13 Globemasters, serial 07
-7179, to be stationed at Travis arrived on 5
November 2008. Named Spirit of Travis, AMC
Commander General Arthur Lichte had the
honour of landing the aircraft.
Boeing C-17 Globemaster III
147
The Globemaster is the most flexible cargo aircraft in the airlift force - capable of rapid strategic delivery of troops and all types of cargo, performing tactical airlift and airdrop missions, or
transporting litters and patients during aeromedical evacuations. The C-17 is also able to
rapidly project and sustain an effective combat
force close to any potential battle area.
The aircraft is operated by a
crew of three (pilot, co-pilot,
and loadmaster), reducing
manpower requirements, risk
exposure and long-term operating costs. Cargo is loaded
onto the C-17 through a large
aft ramp and door system
that accommodates virtually all the Army’s airtransportable equipment such as the 69-ton M1
Abrams main battle tank, armoured vehicles,
trucks, and trailers. Additionally, the cargo floor
has rollers that can be flipped from a flat floor
to accommodate wheeled or tracked vehicles to
rollerized conveyers to accommodate palletized
cargo. The C-17 is designed to airdrop 102 paratroopers with their accompanying equipment.7
McDonnell-Douglas KC-10A Extender
The McDonnell Douglas KC-10A Extender took to
the skies for the first time on 12 July 1980, with the
first of 60 KC-10s being handed over to the USAF at
Barksdale Air Force Base in March 1981. Ordered to
supplement the Boeing KC-135 Stratotanker, the KC
-10 is a militarised and extensivelymodified version of the commercial DC-10-
30CF airliner. Configured as a tanker aircraft, the
KC-10 also provides a global mobility capability.
When supporting the overseas deployment of a
fighter unit, the KC-10A can simultaneously provide
in-flight refuelling for the combat aircraft and carry
the deployment’s support personnel and associated
equipment in its interior.
Equipped with the Advanced Aerial Refueling Boom
(seen in the image, right), the KC-10A also features
a hose and drogue system - allowing the KC-10A to
provide fuel to U.S. Navy, and U.S. Marine Corps
aircraft, and to its NATO allies which use this method. Twenty KC-10s were further modified with the
addition of wing-mounted pods (seen in the image
below, left), further enhancing the KC-10s aerial
refuelling capabilities. The refueling boom is controlled by the boom operator, otherwise known as
the Boomer (image below, right) completing the
operation from a compartment at the rear of the
aircraft. Using a joystick to manoeuvre the refuelling boom.
The KC-10A has a large cargo-loading door which
can accept most fighter units support equipment.
Powered rollers and winches inside the cargo compartment gives the KC-10A a usable cargo space
exceeding 12,000 cubic feet, with a maximum width
of almost 19ft, ceiling height of 8.5ft and a floor area
of 2200 square feet. In an all-cargo configuration, it
can accommodate up to 27 standard 88\" x
108\" (223.5 x 274.3 cm) cargo pallets, or a mix of 17
pallets and 75 passengers. Configured to transport
170,000lb of cargo up to 4,400 miles unrefuelled, it
can of course can be extended with its air-to-air
refuelling capability.
149
The business end of the KC-10. Unlike the KC-135, the boom
operator on the KC-10 enjoys a seated position to operate
the boom.
Tanking with the KC-10
Ever since flying began, there has been a need to enhance the operational
range of military aircraft. The first air-to-air refuelling took place way back in
1923, but even though it is now a tried and tested day-to-day occurrence, the
dangers of two aircraft flying in close-proximity cannot be understated. Although the Extender has a considerable cargo-carrying capability, it is rarely
used, its primary role being to provide air-to-air refuelling. During our time
with 60 AMW we had the opportunity to fly with a mixed crew from the 6
th and
9
th Air Refueling Squadrons on board a KC-10A Extender, where we would hook
up with a C-5M Super Galaxy from Travis’ resident 22
nd Airlift Squadron. This is
how the day went -
Arriving at Travis AFB ‘s Visitor Centre at around 07.00am, I am greeted by
Capt. Jasmine Jacobs from Public Affairs, and after obtaining my Media Pass,
we head off to Travis Base Ops where we are met by Capt. Miguel Cruz for our
pre-flight briefing. Myself and the crew of ‘Bulky 42’ go through the planning
process, before heading out to Spot 271 on the Travis ramp, where our KC-10A
Extender, #85-0029, patiently sits in the California sunshine awaiting its crew.
Scheduled for a 09.30am take-off, we get the news through that we are delayed for around an hour, having to co-ordinate our take-off with our receiver
aircraft (C-5M callsign Cage 07) and another KC-10 (callsign Bulky 64), which
has developed a generator issue. Fortunately, within 15-20 minutes Bulky 64
has resolved the issue and is good to go – just a few minutes later we are
heading out to Runway 21R for a standard departure.
As Bulky 64 rotates off Runway 21R, we quickly line up on the EOR and at approximately 10.00am we are in loose formation with the other Extender, heading out in a north-easterly direction via ‘Williams’ and ‘Red Bluff’, before breaking formation to rendezvous with our respective receiver aircraft. Reaching
our planned altitude of 26,000ft in Air-to-Air Refuelling Area 7, located northeast of Sacramento, we hook up with our receiver, Super Galaxy #87-0042, to
complete several ‘dry’ hook-ups (dry hook-ups are where the boom connects
with the receiver aircraft but no fuel is transferred), a technique regularly used
to ensure Boomers maintain their readiness.
151
Throughout the air-to-air refuelling process, the boom
operator and pilot of the receiver aircraft are in constant communication with each other, guiding the huge
C-5 onto the boom, whilst at the same time utilising
the Pilot Director Indicator (PDI) lights on the lower
fuselage of the KC-10. The PDI lights indicate the correct approach for the receiver aircraft, telling the C-5
crew whether they need to move forward or aft as
necessary until contact with the boom is successfully
completed.
Having conducted number of successful hook-ups,
with two of the Boomers on -board, Cage 07 bids us
farewell and drops away from the tanker before we
head back to Travis. Having the opportunity to sit in the
‘Jump Seat’ again on landing, as I did on take-off gives
me a perfect view of the crew on the flightdeck. With a
comfortable flight home, 1
st Lt. Rodrigo Orellana knocks
off the auto-pilot and lines up the KC-10 with Runway
21L at Travis, before easing the old girl back onto the
runway.
Our thanks to the Crew on Bulky 42:
Capt. Miguel Cruz (Pilot/Aircraft Commander)
1
st Lt. Rodrigo Orellana (Co-pilot)
MSgt. Deidre Rodriguez (Flight Engineer)
TSgt. Jeremiah Mohr (Flight Engineer)
SSgt. Oman Herrera (Flight Engineer)
TSgt. Uriel Escamilla (Boom Operator)
TSgt. James Coomes (Boom Operator)
SSgt. Edwin Gomez Rivera (Boom Operator)
SrA. Christian Otero (Boom Operator)
Looking to the Future
Travis AFB has been a key player in every major contingency from World War II to the present day,
and is set to receive 24 Boeing KC-46A Pegasus aircraft to replace its KC-10s, with the first delivery scheduled for July 2023, the final KC-46 scheduled to arrive by 2025. To integrate the KC-46
into Travis, a Program Integration Office Team, spearheaded by Lieutenant Colonel Theo Fisher, is
actively working to transition to the Pegasus. Chief among their properties is to construct a new
maintenance hangar, which will be able to accommodate up to three KC-46s and any other aircraft
in the AMC inventory except the C-5. The hangar is designed to provide maintainers with major repair capabilities not otherwise possible in outdoor flightline operations. Additionally, the facility will
be equipped with modern amenities such as an overhead fall restraint system, KC-46 boom repair
station and wing aerial refuelling pod overhaul and storage areas.
The Boeing KC-46 Pegasus has had more than its fair share of problems as it entered service. As Boeing solves these issues, it is taking over from the KC-10 in its
role of providing full logistical support when the Air Force deploys overseas.
153
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NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
French Armee de l’Air CN-235
SCALE MODELING
SEA
OTTER Text: Carmel J. Attard
Photos: Carmel J. Attard
157
The Sea Otter was the last seaplane to be designed by Supermarine. It was developed to replace for the Walrus
amphibian that gave a stalwart service since mid 30s. It had to wait until later years of WWII for the Sea Otter to
enter service. The visible difference between the two types was the tractor engine carried above the wings rather than the pusher propeller. The Sea Otter was powered by a Bristol Mercury radial engine, which produced
870 HP. The range was of 833 miles and was greater than that of the Walrus. The Sea Otter had a span of 46ft
and could attain a maximum speed of 163mph and carried an armament of 3x7.7mm machine guns and a crew of
four. It had a range of 833 miles and a service ceiling of 16,076 feet. The empty weight was 6,805 lbs and when
fully loaded 10,000 lbs. Aeroclub’s Sea Otter II was released in the market over ten years ago and to date remains the only kit of the type on the market.
The Sea Otter saw rather protacted development, mainly in relation to its powerplant. The original test aircraft
had a Bristol Perseus XI engine with a two-bladed propeller. This proved underpowered, so a two position
three blade prop was tested, which was eventually replaced by a 4-blade with the pair of blades set at an
angle of 35 degrees instead the usual 90 degrees. Although the first flight took place on the 23rd of September 1938, it was not until January 1942 that the Air Ministry placed a production order for the type, powered
with the superior Bristol Mercury XXX engine driving a
three-blade airscrew. Of the initial order of 592 aircraft
only 292 were built due to end of WWII. Eight aircraft
were bought by the Royal Danish Air Force, and another
was delivered to the Dutch Naval Air Attaché. Others
were purchased by the colonial service of France, six in
number for use in the Indo-China war.
The Sea Otter Mk1 was a reconnaissance and communication flying boat while the Mk2 was an Air Sea rescue
flying boat. The Sea Otter also had the advantage of
coping more effectively with overload conditions that
SAR missions often demanded. It was normally attached to shore establishments though several were
seen on deck of carriers. The Sea Otter remained in active service, with the Royal Navy, in particular for quite
some time. Hal Far in Malta was a base from where
several Sea Otters operated after the war until the early
50s for air-sea- rescue duties and general communications work. On 24.9.47 one of the Sea Otters, a Mk2
JN204 from the Hal Far Station Flight alighted with
message and was damaged on take off from rough sea
and subsequently sank under tow by HMS Blencathra.
The Sea Otter was to become the last biplane in squadron service with the Fleet Air Arm.
The Aeroclub kit depicts a Sea Otter Mk.II. . This is a limited run type moulded in tan plastic, wing and float
parts; and having a vacform fuselage and cockpit canopy as well as detail metal parts. A good decal sheet is
also provided. The kit comes in a typical Aeroclub sturdy box having a somewhat poor isometric artwork on
the outside of the box on the subject in black and white.
Scale plans are provided inside the box depicting five
views. Reference to these proved helpful during assembly. It is hoped however that one day Aeroclub will provide a simple exploded view to indicate proper placement of parts of kits of this type if it is intended to reach
outside the level of the experienced modeler.
As a general rule on the construction of these type of
kits Aeroclub includes written general description of the
steps to follow. Kit has first to be cleaned and all joints
are filled; careful removal of injection moulded parts
from the sprue; and clean up of the surface with smooth
files and fine sanding; the hull which is vacformed is
marked with a soft pencil and scored around with a
sharp modeling knife and sand down the hull halves to
the marker line. Small drill and knife cutter to cut two
slots in the wing roots to accept the two main planes; a
slot needed to be cut in the vertical fin to take the tail
planes; check the anhedral of the lower wings to help to
match that of the upper wings. Adding two 20mm long
rear central wing struts that are cut from the plastic
strip provided. There was no reference however to any suggestion concerning the rigging
arrangement besides the detail that appears
on the scale plans and box line drawing.
159
The assembly starts with the fuselage and cockpit interior. This has a floor, detail ribbing sidewalls, an instrument panel and three bulkheads, which by them would
have benefited if simple assembly diagram of the interior layout was provided. This would also indicate that the
crew seats were in tandem rather then side-by-side. ,
as well as the location of the observer’s chart table.
Thus, a lot of time was spent on research. At this stage,
I painted the interior in cockpit green and seat straps
were also added. I also added crew figures from my
spares box to give a comparative indication of the scale
of the aircraft. There is also other detail such as the
gaps behind the floor and sidewalls. This was found to
be intended to allow water which may enter the cabin to
seep through and will then be pumped by the on board
bilge pump.
On a positive note, there is a well-detailed metal engine
nacelle, which comes with two separate metal intake
scoops and a detailed metal exhaust manifold. These,
along with the upper wing were completed as a sub assembly. The front support struts for this assembly are
also metal. All the other wing struts are cut from measured lengths from plastic strip supplied. This also needed some fit trials to cut to correct length size. Reference to the front view on scale plans provided indicated
that the wing struts lean inwards as per the actual aircraft.
One cannot rush this type of kit, as sufficient time needs
to be allowed during assembly to allow the parts to set
and dry completely before moving from one stage to
another. Finally the upper wing, now a complete assembly, with the engine nacelle in place is lowered on the
struts mounted on the lower wings and fuselage center.
One needs to pay attention ensure that the correct angle of attack is obtained so that the propeller will clear
the fuselage. The propeller would be fitted at a later
stage. The underwing floats are injection-moulded in
two halves and have short metal struts. One has to ensure to match the correct struts to the relevant wing as
these differ. The metal spatted tail wheel that has also
the function of water rudder and the side undercarriage
legs are a final stage of assembly. For a deck landing
Sea Otter one needs to scratch build the arrestor hook
from the correct thickness of metal wire and some alteration at rear fuselage will be needed. At this stage I
added the rigging using the predrilled set of holes on
the wings and fuselage parts etc. I have used nylon
thread for both the rigging and wireless arrangement.
When the kit was complete in one whole unit the canopy
was masked and the lower surfaces airbrushed in Sky.
Lower areas were then masked and the upper surfaces
had disruptive camouflage of temperate scheme.
The included decals kit are of very good quality and
show JN135 serving with 1702 Squadron Naval Air Station at Hal-Far, Malta circa 1949. The particular type also had small radar aerials attached at a horizontal angle to the outer wing struts. Fortunately, I had photos of
the real aircraft since not even these are indicated on
the incomplete cover art work while there is some indication on the scale plans as to where these could be
fitted in the event one makes his own as these are also
absent among the kit parts. I built mine out of a strip of
plastic with thin length of wires fitted horizontally on it
and then attached to the front struts. A good reference
source was the Aviation News Vol16 No2, which also
depicts alternative finishes to choose from, and also
Scale Aircraft Modelling Vol 16 No4. These sources were
also helpful to locate the type of rigging and wireless
arrangement suited for the type.
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
French Armee de l’Air CN-235
161
NOSTALGIA
Text: Joe Cupido
Photos: Joe Cupido
During my career as an Aviation Photojournalist I flew in and or piloted over 100 different
types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say
which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think
I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal
training mission, but it was different and very special .
French Armee de l’Air CN-235
163
HONOURING
AN ICON
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