ROYAL AIR FORCE SPECIAL ISSUE

SR71
T H E PA S T, P R E S E N T A N D F U T U R E O F F L I G H T

SECRETS LIFE AT MACH 3+

MOHAWK
SCOUTS
Peeking Behind
the Iron Curtain

EXCLUSIVE
RAF BRITTEN-NORMAN
CEO INTERVIEW
SPECIAL Adapting for the Future
SQUADRON BOSS
INSIGHTS
DECEMBER 2020 £4.99

Cold War Buccaneers THE PLANES IN SPAIN

10 Sqn VC10s Storing Airliners at Teruel
PLUS Poseidon Arrives at Lossiemouth
www.aviation-news.co.uk

9
Footfish_FP.indd 1 08/10/2020 10:41:29
 Contents

p42

FEATURES p32 REGULARS

18 Teruel Airport: Airliner Storage 04 Headlines
Specialist
José Ramón Valero describes the birth of Teruel Airport
06 Civil News
in Spain and its development as a specialised airliner 10 Military News
storage and dismantling facility.
14 Preservation
24 Blackbird Backseater p36
Col Don Emmons (ret’d) reveals to Dr Kevin Wright his 54 Flight Bag
involvement in the SR-71 programme. 70 Air Base Movements
32 Zantop: Motor City’s Family 71 Airport Movements
Freighters
Zantop grew to be one of the world’s largest 74 Register Review
international freight carriers, but failed to modernise its
We are happy to report that, at time of going to press,
fleet to compete with the big package firms and faded production and dispatch of our magazine is not affected
out in the 2000s as Barry Lloyd relates. by the ongoing coronavirus pandemic. Should this change,
we will continue to update you as best we can. Some postal
36 Cold War Buccaneers services may be delayed.

Dr Kevin Wright speaks with Air Cdre Ben Laite (ret’d) p58 You can keep in touch with our latest updates and see what
we are doing to keep distribution as normal as possible by
about his experiences as 208 Sqn’s commander visiting www.keypublishing.com/FAQs.
between 1981 and 1984.

42 Hitting the Mark – 10 Squadron

VC10s
The RAF’s air transport fleet of VC10 C.1s also became
tankers in the 1990s. Dr Kevin Wright talks with Gp Capt
Tony Gunby (ret’d) about his tour as 10 Sqn’s CO.

48 RAF Poseidons: UK Maritime Patrol p64

Reborn
Tim Ripley provides an update on the RAF’s Poseidon
MRA1 programme.

58 Britten-Norman – Adapting for the See pages 16-17 for details

Future
Martyn Cartledge spoke with Britten-Norman CEO,
William Hynett, about this historic company’s current
operations and vision for the future.
64 Faucett: Gone But Not Forgotten
Barry Lloyd looks back at the history of the Peruvian
airline Faucett.
78 Mohawk Scouts: Peeking Through
the Iron Curtain
Doug Gordon outlines the border surveillance missions
undertaken by the US Army’s Mohawks in West
Germany during the Cold War.
Cover (main image): The Lockheed
SR-71A Blackbird had a two-person crew,
see the article starting on page 24 for
p78 the recollections of RSO Don Emmons.
Lockheed Martin. Inset (lower left): An RAF
Poseidon arriving at its new home of RAF
Lossiemouth. Sgt Ashley Keates, RAF/MOD
Crown Copyright 2020. Inset (lower right):
Teruel Airport in Spain has seen more and
more airliners arriving for storage as air
travel suffers the effects of the pandemic.
Javier Rodríguez

WWW.AVIATION-NEWS.CO.UK 3

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 Last BA 747s Leave Heathrow
HEADLINES

British Airways flew its last two Boeing 747s from Heathrow
into storage on the morning of October 8 when G-CIVB,
wearing the ‘Negus’ retro livery, positioned to Cotswold Airport,
Gloucestershire and G-CIVY departed for St Athan, South Wales.
In misty conditions G-CIVY made a flypast along the southern
runway, leaving Heathrow without a BA 747 at the airport for the
first time in decades.
In July the airline announced that all 31 of its remaining Jumbos
had flown their last commercial services as a result of the impact
that the coronavirus pandemic has had on the airline and the
aviation sector.
The last two British Airways 747-400s at Heathrow left their stands at
0747 on October 8 British Airways
It was announced on October 26 that G-CIVB would be
permanently preserved at Cotswold Airport. The airport will
maintain the aircraft and plans to convert an area of its interior to
be used as a business, conferencing and private hire venue, as well
as a cinema for locals and an educational facility for school trips.
It is planned that the aircraft will be open to the public from spring
2021. On October 22, G-CIVW flew from Cardiff to Dunsfold. It
was announced that it would be preserved at the Surrey airfield as
a film set and training facility. Jim Winchester

More Eurofighters for Germany

On November 5 the German parliament Tranche 1 Eurofighters in Luftwaffe later in 2030. Seven of the new order
approved the acquisition of 38 service. The deal for the new fast jets will be two-seaters and four will be
Eurofighters. These will be Tranche 4 will be worth around €5.4bn. Deliveries instrumented test aircraft.
aircraft which will be used to replace should start in 2025 and finish five years Jim Winchester

Delayed Berlin
Airport Finally
Open
Berlin Brandenburg Airport Willy Brandt
(BER) finally opened on October 31, nine
years after it was originally planned. The
first aircraft to use the new Terminal 1
were A320neos G-UZHF from easyJet
and D-AINZ from Lufthansa operating Berlin Brandenburg Airport opened for business at the end of October v1images.com/Martin Rogosz
flights from Munich and Berlin-Tegel,
respectively. landing when Qatar Airways A350, A7- which delayed the closure of Tegel
The intention had been to land the AMF, arrived from Doha on November Airport and severely stretched capacity at
flights on the north and south runways 4. The airport was then declared fully Schönefeld, which shared the northern
simultaneously, but bad weather saw both operational. runway with the new facility. Schönefeld
use 25R, with easyJet landing first. Regular Originally scheduled to open in will no longer be a separate entity and
air traffic began in the evening. The October 2011, Berlin’s commissioning its existing buildings will become Berlin’s
southern runway saw its first commercial had been subject to repeated false starts, Terminal 5. Jim Winchester

4 AVIATION NEWS DECEMBER 2020

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 Hangar 11 Collection Soviet Spitfire Soars
The Spitfire Company (Biggin Hill) has
completed a unique ex-Soviet Air Force
Spitfire IX, which made its first post-
restoration flight on October 28 in
the hands of Pete Kynsey. The aircraft,
PT879/G-PTIX was one of 1,328 Spitfires
delivered between November 1942 and
June 1945 as part of British aid to the
USSR.
It was built at Castle Bromwich as
an LFIXe in 1944, sailing on a convoy to
Murmansk that October. On May 18, 1945
The US Marine Corps has retired the last
Bell AH-1W Super Cobra with a final flight
from Joint Reserve Base New Orleans,
Louisiana on October 14. The last unit
Second Lockdown Hits Aviation
To contain a second wave of coronavirus
infection, the UK government ordered
another lockdown in England to take
place from November 5 until December
2. Scotland, Wales and Northern Ireland
already had tiered restrictions in place.
As part of the new measures, outlined on
October 31, air travel for any purpose other
than work was banned, although airlines
were continuing to operate many flights. On
November 6, Denmark and Germany were
removed from England’s ‘travel corridors’,
followed by Sweden and Cyprus on the 7th,
with travellers arriving from those countries
being required to self-isolate for two weeks.
Spain’s Canary Islands, the Maldives and
Mykonos in Greece were added to the list of
quarantine-exempt destinations on October
25.
As part of the new lockdown, restrictions
on General Aviation (GA) have returned in
England, where people are required not
to travel beyond their home areas without
reasonable justification. In line with this,
We are able to report that, at the time of going to press, production and dispatch of our magazine is currently not affected by the ongoing
coronavirus pandemic. We will continue to update you as best we can, should this change. Some postal services may be delayed. You can keep
in touch with our latest updates and see what we are doing to keep distribution as normal as possible by visiting www.keypublishing.com/FAQs
WWW.AVIATION-NEWS.CO.UK
04-05_headlinesDC.mfDC.mf.indd 5
with just 18.5hrs on the airframe, PT879
collided with another Spitfire, whilst on a
sortie. The pilot, Lt Semyonov, parachuted
to safety and the Spitfire landed almost flat
but inverted onto the Arctic tundra on the
Kola Peninsula in Russia.
The very substantial remains were
recovered in 1997 and were transported
initially to St Petersburg and then to the
UK. Peter Teichman purchased the aircraft
for his Hangar 11 Collection in 2002. He
subsequently commissioned Airframe
Super Cobra Sunset
to operate the ‘Whiskey’ variant was
Detachment A of Marine Light Attack
Helicopter Squadron 773, the ‘Red Dogs’,
which is transitioning to the AH-1Z Viper.
the Department for Transport says no one
should undertake any sport or leisure flying,
with a few exemptions. GA flying for the
purposes of work, including professional
flight training, is permitted with social
distancing measures, but it is recommended
that private flight training is stopped.
Maintenance check flights and those
needed to maintain engine health and pilot
currency should only be conducted where
there is an urgent requirement to do so.
As a consequence of the pandemic
Ryanair has posted its first summer season
loss in 30 years. Issuing its half-year results
on November 2, the airline declared a loss
of €196.5m (£174m) for the six months to
September 2020 compared with a €1.15bn
profit for the same period last year.
CEO Michael O’Leary described
lockdowns as “completely ineffective” and
said they reflected government failures in
dealing with the pandemic, and specifically
referred to a lack of adequate testing.
Regarding the latest restrictions, he added:
Spitfire PT879/G-PTIX took to the air again for
the first time in 75 years wearing the scheme
it wore while serving with the Soviet Air Force
in 1944. Darren Harbar
Assemblies to restore the fuselage, which
arrived at North Weald in 2014.
Peter had spent a great deal of time and
effort collecting a wide range of additional
parts and these were delivered along with
the fuselage to Biggin Hill in October 2018.
Having been painted in her original scheme
by Steve Atkin of Warbird Colour, PT879
became the 11th Spitfire to roll out of the
Biggin Hill Heritage Hangar.
Commenting on the restoration, Peter
Teichman stated: “This joyous day brings
me to the final chapter that started back
in 2002. I acquired the whole aircraft,
complete with original engine and prop
hub, inside a 20ft container on a farm in
Essex. So starts a new chapter in the life of
this unique Mk IX Spitfire, which it was my
dream to restore to the skies. I always said
that was my legacy, my promise and today
it came to pass.”
The USMC received the first of its 179
AH-1Ws in March 1986 and the type saw
combat in Afghanistan, Iraq, Libya and
Somalia. Jim Winchester
“We don’t see ourselves being locked down
completely, as we were in the first quarter
of this year.”
The airline will also temporarily cease
operations from all Irish airports except
Dublin for a month, blaming “government
mismanagement” and a “complete collapse
in travel demand”. Otherwise it plans to
fly all other services in November, despite
lockdowns in the UK and other European
countries. The airline expects to fly 40%
of last year’s passenger numbers over the
winter, but as few as 25% on continental
European flights.
O’Leary had previously predicted the
winter would be a “write-off” for the airline.
The Irish low-cost carrier will not offer
customers refunds for flights in November
if they are operating, despite the UK
government’s ban on all but essential travel.
Passengers who cancel will be offered
the chance to take a flight at a later date
without incurring a change fee.
Jim Winchester
5
09/11/2020 17:12
 Last Russian Civil Tu-154 Retired
CIVIL NEWS
The last Tupolev Tu-154 passenger jet
still in commercial service in Russia
made its final passenger flight on
October 28. Alrosa Airlines’ Tu-154M,
Exit the Cathay Dragon
In order to become a “more focused,
efficient and competitive business”, the
Cathay Pacific Group has confirmed
it will permanently close regional
subsidiary Cathay Dragon with
“immediate effect” as it grapples with the
COVID-19 crisis.
Simultaneously, the restructure–
announced on October 21 – means the
loss of up to 5,900 jobs, executive pay
cuts and the deferral of its Boeing 777Xs
to beyond 2025 – it has 21 examples on
order with the US manufacturer.
AirAsia Japan Bows Out
Due to the adverse impacts from the
pandemic, the AirAsia Group shut down
its Japanese arm in October. Management
at the firm has blamed the uncertainty of
coronavirus travel restrictions and the low
demand in passenger traffic. In turn, this
A320 Family MSN 10,000 for MEA
A320 MSN 10,000 on delivery to MEA from Hamburg/Finkenwerder Airbus
6 AVIATION NEWS DECEMBER 2020
06-09_civil_newsDC.mfDC.indd 6
Alrosa Airlines was the last Russian civil operator of the Tu-154 AirTeamImages.com/Alexander Mishin
RA-85757, flew from its base at Mirny in
the Yakutia region to Tolmachevo Airport
in Novosibirsk with 141 passengers. The
Former Cathay Dragon-operated
routes are due to be taken over by both
the mainline carrier, Cathay Pacific,
and the group’s other wholly owned
subsidiary, HK Express. Also, Cathay
Pacific will inherit the yet-to-be delivered
Airbus A321neos. In 2017, the Cathay
Group placed a firm order for the type
for Cathay Dragon – the first of the 16
aircraft were due by the end of 2020.
Cathay Dragon had a fleet of 38 jets
comprising 12 A320ceos, eight A321ceos
and 18 A330-300s.
had caused AirAsia Japan to either reduce,
cancel or ground jets – therefore making
its operation “unsustainable”.
AirAsia Japan was formed in August 2011
and based at Tokyo/Narita before closing
in 2013. However, after a brief hiatus, the
1992-built trijet will remain at the Siberian
airport until a decision is made about its
fate. Jim Winchester
SATENA Ends
E170 Ops
Bogotá-based SATENA has ended its
association with the Embraer 170 after 14
years. At the time of its withdrawal, the
Colombian firm had just one example
remaining, HK-4528 (c/n 17000151). The 76-
seat, General Electric CF34-powered airframe
was delivered factory fresh to the airline in
December 2006. It was joined a month later
by SATENA’s second and final example of
the type, HK-4529 (c/n 17000004) – later
withdrawn in March 2012. The majority of
SATENA’s fleet currently comprises the
ATR 42 turboprop.
airline was revived in July 2014 and was
based at Chubu Centrair International (near
Nagoya city). Prior to the carrier ceasing
operations on October 5, it flew a trio of
routes from Chubu to Fukuoka, Sapporo
and Sendai, using Airbus A320ceos.
Middle East Airlines (MEA) of Lebanon
took delivery of A320 Family aircraft with
manufacturer’s serial number (MSN) 10,000
on October 9. The aircraft, with the San
Marino registration T7-ME3, is the third
A321neo for the airline and wears ‘10000
A320 Family’ markings, but it is not actually
the 10,000th built or delivered by Airbus to
date. Airbus figures show 9,529 delivered as
of the end of September. The discrepancy
arises because it includes aircraft that were
cancelled after order having been given
serial numbers. MEA also took A320 MSN
5,000 in 2012.
09/11/2020 15:58
 Emirates First A380
Retirement
Emirates has retired its first Airbus
A380. The aircraft, A6-EDB, was flown
into storage at Tarbes, southwest
France on October 27 and will likely
be scrapped there. It was delivered to
the Dubai-based airline on October
24, 2008. The 13th A380 built, it was
one of three announced for retirement
before the current coronavirus
pandemic. Emirates plans to return the
rest of its A380 fleet to service in due
course. Jim Winchester
Virgin Atlantic Announceses New Routes
From December 19, Virgin Atlantic will
begin a new thrice-weekly Manchester
to Mumbai service, followed by a twice-
weekly rotation to Delhi on January 5.
They will complement the airline’s existing
daily services to these two Indian cities
from London Heathrow. These new flights
are in response to increased demand
Etihad Israeli
Service
Etihad Airways has become the first
Gulf carrier to operate a commercial
passenger flight to Israel. This follows a
symbolic flight between Tel Aviv and Abu
Dhabi on August 31 by El Al. The flight on
October 19 delivered a group of tourism
industry leaders, key corporate decision-
makers, travel agents, cargo agents
and media to Tel Aviv in Boeing 787-10,
A6-BMH, and returned two days later.
The airline has also become the first non-
Israeli carrier in the Middle East to launch
a dedicated website for the Israeli market
in Hebrew. The start of a scheduled
service has been delayed until Januarry
due to the pandemic. Jim Winchester
flyCAA A330 Appears
The first widebody for flyCAA (Compagnie Africaine d’Aviation), an ex-Air Europa A330-200 (EC-
LQO) was spotted at Palma de Mallorca Airport, Spain on October 31 in the Democratic Republic
of the Congo-based airline’s colours. The carrier plans to begin Kinshasa-Johannesburg services
from January V1images.com/Javier Rodríguez
WWW.AVIATION-NEWS.CO.UK
06-09_civil_newsDC.mfDC.indd 7
New Danish Airline
Previously with Romanian operator Blue Air, Boeing 737-400, YR-BAZ, was rolled out of the
paint shop at East Midlands Airport in the colours of new Danish carrier Airseven (operated by
Copenhagen Air Taxi) on November 1. Airseven is entering the charter, ad-hoc and wet-lease
market, initially with two 737-400s Karl Nixon
from the Indian diaspora in the north of
England to visit friends and relatives as
well as for business and leisure travel to
the region.
Juha Jarvinen, chief commercial officer
at Virgin Atlantic commented: “We’re
delighted to launch new flying from our
home in the north in Manchester. India
Qatar A380s Stay
Grounded
Akbar al-Baker, the CEO of Qatar Airways
has said that he does not expect the airline
will use its Airbus A380s for at least the next
two years. In June he had anticipated that
the superjumbos would return to service
from mid-2021. Speaking at an online
conference on October 19, al-Baker said
they would return when the airline realised
the same growth rate of 2019, before the
pandemic struck. The Qatari airline has
stored all ten of its A380s as a result of the
coronavirus crisis and has dropped 25 of
its 100 destinations. The Gulf carrier had
previously announced that it would start
retiring A380s in 2024 when the oldest
example reached ten years of service.
Jim Winchester
boasts the largest foreign-born population
in the UK and we’re anticipating that post
COVID-19, the demand to travel home to
visit loved ones will increase.” The airline
is also launching a Manchester-Islamabad
service on December 10 and flights from
Heathrow to Islamabad and Lahore on
December 12 and 13. Jim Winchester
IN BRIEF
From December 1, Romanian low-cost carrier
Blue Air will transfer its flights from London
Luton Airport to HEATHROW. It will offer
five flights per week between Bucharest and
London for the winter season, increasing to
11 per week in the summer. This will be the
first low-cost link between Heathrow and
Bucharest.
Vilnius, Lithuania-based Heston Aviation
has launched HESTON AIRLINES, which will
operate an all-A320 Family fleet, beginning
with three A320-200s and growing to seven
aircraft by 2022. The airline will concentrate
on the charter and ACMI (aircraft, crew,
maintenance, and insurance) leasing markets.
As of late October it was in the process of
receiving its air operator certificate and hopes
to start operations in early 2021.
Bombardier delivered its first six-seat LEARJET
75 LIBERTY business jet to US auction firm
Alex Lyon & Son in October. The company, a
long-term customer of the Learjet, will utilize
the new aircraft to support its North American
business activities. The type was launched by
Bombardier in July of last year.
As Aviation News went to press SINGAPORE
AIRLINES was set to reinstate the world’s
longest air route after being grounded due
to COVID-19. The outbound connection
– SQ24 – was due operate thrice-weekly
from Singapore/Changi to New York/John F
Kennedy from November 9 and is expected
to last 18hrs 5mins. The return sector, SQ23,
is slightly longer at 18hrs 40mins due to
meteorological patterns. With a Great Circle
distance of 9,534 miles, the flight is three miles
longer than the previous service, which flew to
Newark/Liberty, New Jersey.
7
09/11/2020 15:58
 Blue Islands New Scheme, ACJ TwoTwenty
CIVIL NEWS

New Route Launched

Airbus Corporate Jets (ACJ) launched its
new ACJ TwoTwenty on October 6. Based
on the Airbus A220, the bizjet variant will
have a flexible cabin layout, a Wi-Fi system
throughout the cabin, as well as LED
lighting and electro-chromatic windows.
ACJ president, Benoit Defforge,
said: “We are proud to extend the ACJ
product family with the launch of the
ACJ TwoTwenty. The aircraft combines
On September 1, Blue Islands began services from Jersey to Manchester. The inaugural flight intercontinental range, unmatched
was operated by ATR 72-599, G-ISLL (msn 696), wearing the Channel Islands-based carrier’s new personal space and comfort for all
livery Nik French passengers. This latest technology
platform offers unbeatable economics
and unrivalled reliability.” The price
CIVIL ORDERS for an ACJ TwoTwenty with standard
Purchaser Aircraft Number Order Placed Notes options is expected to be around $70m.
SKY express A320neo 4 14 Oct conversion of 787-10 order Jim Winchester

SpaceJet Programme Paused

Mitsubishi Aircraft is to pause development
of the SpaceJet regional airliner, its parent
company announced on October 30.
Mitsubishi Heavy Industries president and
CEO Seiji Izumisawa said that the aircraft
subsidiary will “temporarily pause” most
SpaceJet-related activities, as it considers a
“possible programme restart”. Given current
development status and market conditions,
the company claims it had “no choice” but
to suspend work towards FAA certification.
Launched as the MRJ (Mitsubishi
Regional Jet) in 2007, the first example flew
in November 2015 and the tenth and latest
flight test vehicle took to the air on March
18 this year. In June 2019 the MRJ was
rebranded as the SpaceJet. The four jets that
had been undergoing tests in Washington
State were put into storage in May due
in part to the coronavirus pandemic. The
company also closed its Seattle office and
cut the programme’s budget. It is hoped that
the development pause will save 120bn yen
($1.1bn). Jim Winchester

Aeroflot’s New neo Nearly Ready Flybe

The maiden Airbus A320neo Family
member for Aeroflot has been sighted at
Toulouse/Blagnac. The CFM International
LEAP-1A-powered A320neo, VP-BPQ (c/n
10126) A Dobrynin, performed test sorties
ahead of its imminent delivery to the
Russian carrier.
Aeroflot is due to receive another five
A320neo examples – two have already
been registered, VP BPM (c/n 10258) and
VP-BPR (c/n 10167) – in addition to a trio
of larger A321neos.
Before the onset of the coronavirus
pandemic, the Russian firm had earmarked
a July debut for the type. Airline bosses had
previously revealed that the jet would be
deployed from its Moscow/Sheremetyevo
hub on six routes. These comprised three
each of domestic and international links:
Novosibirsk, St Petersburg and Yakutsk
as well as Lisbon, Prague and Ulan Baatar
(Mongolia), respectively.
In August, Aeroflot confirmed that
it would defer A350 deliveries due to a
lack of passenger demand resulting from
COVID-19. Just one example, VQ-BFY (c/n
383), from the operator’s 22-strong order,
has been handed over so far. Thomas Lee
Revival?
A former shareholder of collapsed airline
Flybe, which ceased operations in March,
said on October 19 that it will buy the
brand and hopes to revive the regional
carrier, which previously served 43 UK
airports.
Thyme Opco, which is controlled
by hedge fund executive Lucien Farrell,
is also buying the intellectual property,
stock and equipment. A question
remains over the carrier’s Air Operating
Certificate (AOC), which was withdrawn
by the CAA when the carrier went into
administration. At that time, its main

First Embraer 190 for destinations were Southampton, Exeter

and Belfast, but it also had valuable

Alliance Airlines
slots at Heathrow, Birmingham and
Manchester.
A spokesperson for Thyme Opco said:
“The airline is not only a well-known UK
brand, but it was also the largest regional
air carrier in the EU, so while we plan to
start off smaller than before, we expect
to create valuable airline industry jobs,
restore essential regional connectivity in
the UK and contribute to the recovery
The first Embraer 190 for Alliance Airlines of Australia was seen at Brown Field Municipal Airport, of a vital part of the country’s economy.”
San Diego on October 27, before making its delivery flight to Brisbane. This example, ex-HP- The sale is subject to regulatory approval.
1569CMP, is the first of 14 the carrier has acquired from Copa Airlines and will be registered Jim Winchester
VH-UYZ V1images.com/Brandon Ravelo

8 AVIATION NEWS DECEMBER 2020

06-09_civil_newsDC.mfDC.indd 8 09/11/2020 15:58

 JetBlue A220 Hops Into View
JetBlue’s first A220-300 has emerged in a
revised colour scheme JetBlue Airways

making smaller connections as part of a

The maiden Airbus A220 for JetBlue
Airways has broken cover at the
European manufacturer’s plant in Mobile,
Alabama. The -300 variant, with test
registration, C-GPJH (c/n 55099), was
rolled out on October 19 with a new tail
pattern called ‘Hops’, which according
to JetBlue, reflects the idea of travellers
larger journey.
The narrowbody is part of a January
2019 order for 60 examples of the larger
A220 model which are due to replace its
entire 60-strong Embraer 190 fleet. The
New York-based carrier first took delivery
of the Brazilian-built type in September
2005 and completed its order for the
airliner in October 2013.
With a range of up to 3,200nm, JetBlue is
expected to use the A220 primarily on short-
haul routes from New York/JFK, Boston/
Logan and Fort Lauderdale/Hollywood but
also on longer transcontinental services.
Upon handover, the US firm will become the
second in the United States, following Delta
Air Lines, to operate the jet. Thomas Haynes

Arrivederci Alitalia, Ciao ITA?

The Italian government has signed a decree to establish a
successor to the troubled flag carrier, Alitalia. According to
transport minister Paola De Micheli, the new company’s formal
name will be ITA, an acronym for Italia Trasporto Aereo SpA.
The creation of this latest venture comes after more than a
decade of difficult private management for Alitalia, which has
included three failed restructuring attempts. In April this year, the
Italian government announced it would take over Alitalia and that
the fleet would be reduced from 110 down to around 100.
In a statement, De Micheli said the new airline “will have to
play a leading role in the European and international market” and
that it will “bring Italy into the world”. Tipped to begin operations
next year, ITA’s formation marks a step in the right direction for
the restructuring of the troubled carrier. Thomas Haynes

Wizz Around Norway

Hungarian low-cost operator Wizz Air
has entered Norway’s domestic market.
From its new Oslo/Gardermoen base, it
confirmed during October three routes to
be flown by Airbus A320s from November
5: a daily service to Tromsø (in the far
north) and a twice-daily link to Bergen and
Trondheim.
Wizz Air CEO, József Váradi, said the
rotations are “high-frequency, low-cost
routes” that will contribute to the local
economy and, once coronavirus travel
restrictions ease, support increased
tourism. However, Wizz Air faces
stiff competition from locally based
rivals SAS and Norwegian. During
October, the firms operated dozens
of weekly services between Oslo and
Trondheim, Bergen and Tromsø. The
Wizz Norwegian domestic flights are
new, but the airline already served nine
gateways in the country from across
Europe last year, transporting more than
1m passengers. Thomas Lee

After the historic Abraham Accords peace

Israir Peace Airbus
deal signed between Israel and the United
Arab Emirates (UAE), Israir Airlines applied
special ‘Future, Peace, Partnership’
markings to ten-year-old Airbus A320ceo,
4X-ABF (c/n 4354). As diplomatic ties
become closer, Israir is just one carrier set
to benefit from a new travel market.
During October, government officials
from Israel and the UAE agreed to 28
weekly commercial passenger flights
between Tel Aviv and Abu Dhabi as well
as Dubai – operated by airlines from
both nations – and with full scheduled
services earmarked to begin next year.
Additionally, the deal allows ten weekly
Israir has specially marked an Airbus A320 to highlight the peace deal with the UAE. The
cargo rotations between the countries, aircraft was seen at Tel Aviv/Ben Gurion on September 18 AirTeamImages.com/Ido Wachtel
plus “unlimited” charter flights from
Ramon Airport – near the southern Israeli to provide multiple benefits for locals, to new tourism and trade opportunities.
city of Eilat – to the UAE. The move is set with aviation playing a pivotal role thanks Thomas Lee

WWW.AVIATION-NEWS.CO.UK 9

06-09_civil_newsDC.mfDC.indd 9 09/11/2020 15:59

 Viking Lightning
MILITARY NEWS – JIM WINCHESTER AND DAVE ALLPORT

Norwegian Air Force F-35A, 15-5146, has
appeared with new markings at Luke AFB,
Arizona where it is based. Captured on
October 27 returning from the Barry M
Goldwater Range, it features an armour-
clad Viking wielding a battle axe on the
F-35A, 15-5146 (c/n AM-05), of the 62nd FS
landing at Luke AFB Nate Leong
vertical tail along with the Norwegian
Air Force patch and the flag of Norway,
with the words ‘Defending Our Freedom’
and several unidentifiable badges along
the fin tip. On the nose gear door is the
name Litago, which was worn on a 332
Sqn Spitfire in World War Two, and the
number 75 with a flag commemorating the
Norwegian Air Force’s 75th Anniversary in
2019. Jim Winchester

Commando Wildcat Controls F-35s

A Commando Wildcat helicopter conducted the first live UK
airborne forward air control (FAC[A]) of F-35B Lightning IIs on
October 8 at Cape Wrath Range in northern Scotland. A Wildcat
AH1, ZZ512, callsign ‘Marine 11’, from 847 Naval Air Squadron,
operating from a forward arming and refuelling point (FARP) in
the Scottish Highlands, controlled two USMC F-35Bs, callsigns
‘Avenger 11/12’, employing two live 500lb GBU-12 weapons, on
to Garvie Island, as part of a close air support mission during
Exercise Joint Warrior 20-2. Both weapons were direct hits
on the target after a successful control from the FAC(A) pilot
with ground laser target designation support from a JTAC of
148 (Meiktila) Commando Forward Observation Battery. Also
significant was the fact that the USMC F-35Bs were part of
Carrier Strike Group 21 operating from the deck of HMS Queen
Elizabeth alongside 617 Sqn RAF, which has been employing
500lb Paveway IV weapons at Cape Wrath.
Wildcats from 847 NAS were involved throughout Exercise
Joint Warrior 20-2 proving their multi-role capability, conducting
air observation post missions for both naval gunfire and
artillery, rotary close air support training for JTACs from the
UK, US, Norway and Lithuania and fast rope training for army
commandos. Andrew Walker

Drones Fly Samples for NHS

Former military pilots are flying COVID-19
Test and Trace samples by drones in
a pioneering move to ease pressure
on the NHS during the coronavirus
pandemic. York-based unmanned aircraft
training company Flyby Technology has
employed a number of RAF, Royal Navy
and Army pilots to operate the drones.
Flyby Technology is part of the British
Drone Consortium, which is flying live
COVID samples to laboratories from
hospitals and test sites in support of NHS
Test and Trace.
The Skylift hybrid multi-rotor drones will
also carry test kits and personal protection
equipment between hospitals and will mean
delivery can be quick, reducing pressure
on NHS staff and avoiding unnecessary
physical contact and minimising the risk
of secondary transmission of the virus.
The first project is based at Broomfield
Hospital in Chelmsford, part of Mid and
South Essex NHS Foundation Trust, and is
being run by a company called Apian Ltd,
which is installing ‘dronepad’ infrastructure
so remote-controlled aircraft can take
off and land at hospitals, laboratories and
warehouses. Apian is working with the Civil
Aviation Authority, the UK Space Agency
and the emergency services to provide a
network of secure air corridors designed to
safely, rapidly and effectively allow drone
deliveries across the NHS. Jim Winchester

Voyager Cleared to Refuel Atlas

The RAF’s Airbus Voyager multi-role
tanker-transport (MRTT) has been cleared
to refuel the A400M airlifter following
trials in Spain, it was announced on
October 26. The Spanish National
Institute for Aerospace Technology
(INTA) has granted the Voyager Air-to-Air
Refuelling (AAR) clearance for the A400M
using the centreline hose and drogue
system, known as the Fuselage Refuelling
Unit (FRU). The RAF is the only user of
An RAF Voyager conducting centreline refuelling trials with an A400M belonging to the this system on the A330-based MRTT.
manufacturer Airbus Jim Winchester

10 AVIATION NEWS DECEMBER 2020

10-12_military_newsDC.mf.indd 10 09/11/2020 16:34

 Qatar H125 Sighted in South Africa
Airbus H125, QA320, at Grand Central Airport,
South Africa in the maroon and white colours
of the Qatari flag used by QEAF training
aircraft v1images.com/Jono Druion
One of the new Qatar Emiri Air Force Airbus
Helicopters H125s was photographed in
South Africa on September 20. The 16
H125s on order since 2018 are for the Al
Zaeem Air Academy at Doha International
Airport and are replacing the QEAF’s
Gazelles for training helicopter pilots.
Although the aircraft was built in Marseille
in France, Grand Central Airport in Midrand
near Johannesburg has an Airbus facility
that supports Africa and Middle East
customers. Jim Winchester

More Texan Arrivals and First Graduations

Four new Raytheon Texan T1s have arrived at RAF Valley,
Anglesey on delivery. Ten Texan T1s were ordered by the RAF
in 2016 and the first was delivered in 2018. Although it was not
widely announced at the time, four more were ordered in 2019
and landed at Glasgow Airport on October 31 before heading
to Valley on November 2. The serials of the new aircraft are
ZM340-43.
Meanwhile, the first pilots have graduated from basic flying
training on the Texan with 72 Sqn at RAF Valley. The aircraft is
used as part of the training ‘pipeline’ to teach future RAF and RN
fast jet pilots. The first graduate on the Texan was the RAF’s Flt
Lt Matt Kenealy. Wg Cdr Chris Ball, the squadron’s commanding
officer said: “The purpose of today’s 72 Squadron is to train
fighter pilots. It is thus a huge milestone to have our first student
complete the course. For Matt, this means he will be awarded his
wings, but for our whole-force team this validates the systems
we’ve built.” The graduates will go on to convert to the Hawk T2
for the next step of their training. Jim Winchester

Last Italian JASDF Inducts MHI to Develop F-X

Typhoon Delivered
The final Eurofighter F-2000 Typhoon for the
Italian Air Force was delivered on October 23
at Leonardo’s plant in Caselle. At the hand-
over ceremony Italian Air Force Chief of Staff,
Gen Alberto Rosso said: “The delivery of the
last aircraft, which completes the Eurofighter
fleet, is the main asset of a complex and
diversified national and NATO air defence
system [and] is a major programme
milestone.” The aircraft is destined for the
force’s 51st Wing at Istrana Air Base in the
north of the country. The Caselle plant is now
producing the Kuwait Air Force’s Eurofighters,
the first ones to be delivered in what will be a
new configuration. Jim Winchester
RC-2
The Japan Air Self-Defense Force
(JASDF) accepted the first RC-2
reconnaissance aircraft from Kawasaki
Heavy Industries (KHI) on October 1
at Iruma Air Base. The intelligence-
gathering version of the Kawasaki C-2
transport first flew in modified condition
in February 2018. It was rebuilt from the
second XC-2 (18-1202, serial number
002), which had its maiden flight in
January 2011. The RC-2 will replace the
YS-11EB turboprop ELINT aircraft that is
currently in service with the JASDF. Jim
Winchester
Japan’s Mitsubishi Heavy Industries (MHI)
has been awarded a contract to develop
the country’s next-generation stealth
fighter, currently known as the F-X. Work
on the engine will be subcontracted to
another, as yet unnamed, company and
Japanese authorities confirmed that an
overseas partner will also be involved in
the programme. Mitsubishi built the X-2
Advanced Technology Demonstrator-
Experimental (ATD-X) and tested new
technologies for the F-X. The programme
seeks to replace the Mitsubishi F-2, which
Japan co-developed with the US. The initial
research and development budget of 58.7bn
yen ($556m) is part of the defence ministry’s
2021 budget request. Jim Winchester

Argentine Mentor Display Team Mentor EX-044 is the third example restored
for the EHM. Ramiro Piacenza

The Argentinian Air Force has received

three restored Beechcraft B-45/T-
34A Mentors for its new display team,
Escuadrilla Histórica Mentor (Mentor
Historical Squadron). Two of the aircraft
– EX034 and EX086 – were overhauled
by Fábrica Argentina de Aviones in 2016,
and they have now been joined by the
third machine, EX044. The trio took off
together for the first time in August,
crewed by Cdre Ariel Ambrogi, V Cdre
Javier Galván and Capt Jorge Dellepiane.
Ramiro Piacenza

WWW.AVIATION-NEWS.CO.UK 11

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 F-117As Becoming More Visible
One of the F-117As that was seen at MCAS
MILITARY NEWS – JIM WINCHESTER AND DAVE ALLPORT

Miramar on October 20 Phil Decker

Two F-117A Nighthawks were seen at
MCAS Miramar, California on October
20. The stealth jet was formally retired
in 2008, but examples were kept in
flyable storage and have been seen
operating over desert areas of California
and Nevada on several occasions since
October 2019. Until now, however, none
had been spotted flying into an airfield
as publicly visible as Miramar. The jets at
Miramar were carrying the ‘TR’ tailcode
associated with the Tonopah Test Range
Airport, Nevada, which was the F-117’s
original operating base in the 1980s
when the programme was top secret.
Then on October 30 at least one
Nighthawk was observed at Nellis AFB,
Nevada, also in broad daylight. While
some of the F-117s appear to be quite
active again, examples are still being
retired for museum display. On October
3, the Palm Springs Air Museum in
California took delivery of F-117, 85-
0833, Black Devil. The aircraft, which saw
combat in Operations Desert Storm and
Allied Force, is currently unpainted but
will be restored for display in spring 2021.
Jim Winchester

A400 Arrives for Luxembourg

Luxembourg has become the seventh
operator of the Airbus Defence and Space
A400M Atlas heavylift tactical transport
after it accepted its first and only example
in Seville, Spain, on October 7. The aircraft
– serial CT-01 (c/n 104) – was flown to
Melsbroek air base, Belgium, via a stop in
Luxembourg on October 9. Luxembourg’s
sole A400M will be operated within a
binational airlift unit with the Belgian
Air Component (BAC), which has seven
examples on order. All eight aircraft will
be operated from Melsbroek under 20
Squadron – Tactical Transport Flight (TTF)
– a part of the BAC’s 15 Wing.
Alberto Gutierrez, head of Military
Aircraft at Airbus Defence and Space, said:
“I welcome Luxembourg to the growing
A400M user community. With 94 aircraft
in service, the A400M is increasingly
becoming the air mobility backbone of
our customers, both in civil and military
environments, as seen in recent COVID-19
crisis missions around the globe.” In
Belgian service, the binational A400M unit
will replace the nation’s ageing Lockheed
C-130H Hercules fleet, which is currently
operated by 15 Wing’s 20 Squadron – TTF
and is scheduled to be completely retired
by 2022. Dave Allport

First Victor Black Hawk for US Army

The US Army accepted its first Sikorsky UH-
60V Black Hawk helicopter during a ceremony
at Corpus Christi Army Depot (CCAD), Texas,
on October 9. The ‘Victor’ is modified from
the UH-60L (itself an upgraded UH-60A) with
Northrop Grumman digital avionics replacing
the analogue systems. The UH-60V’s digital
cockpit provides a near-identical human-
machine interface with the latest UH-60M-
standard Black Hawk in service with the US
Army and international operators. It brings
the army’s Black Hawks into alignment with
the Future Airborne Capability Environment
(FACE) open architecture standard that
supports integration of off-the-shelf hardware
and software, so enabling the rapid insertion
of capabilities when platform upgrades are
selected. The US Army plans to convert 760
of its approximately 2,000 Black Hawks to
the UH-60V configuration. The UH-60M has
thicker chord rotor blades than the UH-60V,
which retains the slightly thinner blades of
the original UH-60A model from which it is
derived. Jim Winchester

Photoshoot Diary 2021

Use our aviation photoshoot calendar to keep up to date with forthcoming photographic events. If you’d like
to see your shoot listed here, just send the details to editor Dino Carrara at dino.carrara@keypublishing.com

FEBRUARY London Nightshoot 12-13: RAF Museum www.threshold.aero

£30
RAF Museum, Hendon, London Cosford Nightshoot 3
9: Woodford www.threshold.aero
Aerodrome, Cheshire
V-Force Vulcan bomber on QRA
£TBA
RAF Museum, Cosford,
Shropshire APRIL
at night Photoshoot 20: Threshold Take www.threshold.aero
£TBA 17: Spitfires and
www.timelineevents.org Hurricanes at Hangar 42
Over
£60
Cornwall Aviation Heritage 27: South Wales Blackpool Airport, Lancashire
www.threshold.aero
Centre, Newquay Aviation Museum
MARCH www.threshold.aero
£30
Nightshoot 2
£30

06: RAF Museum St Athan, Wales

Due to the uncertainty surrounding the ongoing coronavirus pandemic, readers are strongly urged to seek confirmation that photoshoots are
definitely taking place before travelling – photography events can move location, date or be cancelled, and this listing should only be used as an
outline. For more information, check out individual websites, all of which are listed here where possible.

12 AVIATION NEWS DECEMBER 2020

10-12_military_newsDC.mfDC.indd 12 09/11/2020 17:05

Untitled-1 1 04/08/2020 16:56:47
 New Colours for Bearcat
PRESERVATION

Originally the sole Grumman G-58A, NL3025, the aircraft now represents an F8F-2 having recently been finished in the markings of a Bearcat flown
by US Naval Air Reserve squadron VF-726 at NAS Glenview, Illinois, in 1951 Frank B Mormillo

Last Remaining Beverley Sold

The last surviving Blackburn Beverley
has been sold at auction to pilot and
businessman Martyn Wiseman who plans
to convert it into a unique Airbnb at an
airfield near Selby, Yorkshire. Beverley C.1,
XB259, is currently based at the Fort Paull
museum, near Hull. The attraction closed
to the public earlier this year.
The aircraft, one of 49 built in the 1950s
in nearby Brough, was acquired by its
new owner on September 19. Subject to
funding, it will be dismantled and moved to
its new home over a period of six months,
with around 18 months required to make
it ready for its new role. Now the only
complete example extant, XB259 first flew
on January 29, 1955, and landed for the
last time at Paull airfield on March 30, 1974.
It was put on display at the Museum of
Army Transport in Beverley, East Yorkshire,
where it remained until the attraction’s
closure in 2003. It was moved to Fort
Paull, a preserved coastal artillery fort, in
several sections and reassembled on site.
While Martyn’s plans for the airframe are
unorthodox, if they come to fruition it
means the world’s last Blackburn Beverley
– which would otherwise have been
destroyed – will be saved and maintained
for future generations. Steve Beebee

Hornet for Australian War Memorial

With wings removed, F/A-18A, A21-022, is
shown being lifted to go on a flatbed truck
at RAAF Williamtown for transportation to
Canberra on October 26 Cpl Brett Sherriff,
RAAF/Commonwealth of Australia, Department of
Defence

the museum in Canberra, Australian

Royal Australian Air Force McDonnell
Douglas F/A-18A Hornet, A21-022,
has been transported to the Australian
War Memorial. The aircraft arrived at
Capital Territory, on October 27 after a
road journey from RAAF Williamtown,
New South Wales. The RAAF’s ‘classic’
Hornets are being replaced by Lockheed
Martin F-35 Lightning IIs and most of the
71 aircraft are being sold to adversary
contractor Air USA. At least two are slated
for preservation in Australia, including
A21-022, which was the first RAAF jet to
drop bombs in action since the Vietnam
war, over Iraq during Operation Falconer in
March 2003. Jim Winchester

14 AVIATION NEWS DECEMBER 2020

14-15_preservation_newsDC.mf.indd 14 06/11/2020 15:54

 New Home for Ju 52 ‘D-AQUI’
The Junkers Ju 52 ‘D-AQUI’ in its new home
at Paderborn. The wings will be refitted at a
later date Stefan Schmoll

visited. The three-engined airliner will be

Germany’s Quax-Flieger group and
the Deutsche Lufthansa Berlin-Stiftung
have jointly announced that Junkers Ju
52, ‘D-AQUI’ – regarded as the nation’s
most famous historic aircraft – has a
new home within the Quax hangar at
Paderborn-Lippstadt. Early in the morning
on September 26, a convoy of five heavy
goods vehicles and several escort cars
set off from Bremen to bring the veteran
airliner to its new base. The Junkers’ 62ft
fuselage was carefully rolled into the
glass-fronted hangar where it is due to
remain on public display. The large wings
were transported separately and housed
in an adjacent hangar, which can also be
reassembled at Paderborn in due course.
The aircraft was built in 1936 and carried
around 250,000 passengers for German
carrier Lufthansa between 1985 and 2018.
It originally served Norwegian airline DNL
as LN-DAH before being confiscated by
the German Army in 1940 when Norway
was invaded. It was returned to DNL by
the Allies after World War Two ended. It
also flew for operators in Ecuador and the
US before being acquired by Lufthansa in
1984 and returned to Germany. Although
registered D-CDLH, it retained its original
D-AQUI markings. Prior to being grounded
two years ago, it was the oldest flying
aircraft in the world still in commercial
use. After retirement, it was initially put
on display at the Technik Museum Speyer.
www.quax-flieger.de/en Stefan Schmoll

Red Arrows Hawk Vulcan Experience

Lands at Pima
The Pima Air & Space Museum, located in Tucson,
Arizona, has recently added former RAF Red Arrows
BAE Hawk T1, XX292, to its collection. Built in 1979,
the aircraft was taken on strength by the RAF on
November 2 of that year, before joining 4 Flying
Training School at RAF Valley, Anglesey towards the
end of the 1980s. From there the jet was transferred
to the Red Arrows in 1996 and flew with the team
until being withdrawn from service in 2009. It was
then stored at RAF Shawbury in Shropshire. With
the airframe finally demobbed in July 2017, it was
obtained by Bentwaters, Suffolk-based specialist
Everett Aero. The Hawk, which further expands Pima’s
collection of foreign-built aerial demonstration team
types, is now on display. Jamie Ewan
Project Launches
Under the name Operation Safeguard, The Vulcan to the Sky Trust (VTST) is
launching a £4m project to ensure the future of Avro Vulcan XH558. The trust
has confirmed it is in negotiation to secure a mortgage of up to £2.4m so that
it can build a hangar at Doncaster Sheffield Airport.
The support of the public via a fundraising appeal is needed to meet the
total costs of the build, which will result in XH558 being brought under cover
and protected from the elements. The vision for ‘The Vulcan Experience’ is
for it to be a major attraction, where visitors can hear and see the story of
her service, her restoration to flight in 2007 and the part played by the RAF’s
V-Force aircraft in preserving the peace during the Cold War. Part of the
centre will be a Green Technology Hub, explaining climate change, aviation’s
part in it and how aeronautical innovation can help mitigate its effects. www.
vulcantothesky.org Jim Winchester

Avro Heritage Sea Fury Returns to Flight in Germany

Museum Plans
Expansion
The Avro Heritage Museum at Woodford,
Cheshire, is launching a fundraising
campaign as it seeks to expand. It recently
worked with camera drone operator
Networx3 Drones to create a promotional
video. As well as showcasing some of the
museum’s exhibits, including Avro Vulcan
XM603, the film crew made an accurate
survey of the land where the attraction
proposes building a new hangar to house
The team at Meier Motors in Bremgarten returned a Sea Fury, D-CRZY, to the air on September
its Nimrod and Shackleton, among others. 21, flown by Achim Meier. The Bristol Centaurus-powered machine will soon be ferried by new
For details of how to help or make a owner Stefano Landi to Bologna, Italy. Having served with the Royal Navy’s Fleet Air Arm as
donation, visit www.avroheritagemuseum. WJ298, it was exported for the Iraqi Air Force in the early 1950s as IAF 308, then later flew in
co.uk Jamie Ewan the US as N26SF and N97SF and in Australia as VH-HFG. www.meiermotors.com Julian Rodrigo
Heinrich/Meier Motors

WWW.AVIATION-NEWS.CO.UK 15

14-15_preservation_newsDC.mf.indd 15 06/11/2020 16:02

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 Teruel Airport Airline

The paved storage ramps were at full capacity by July 2020 with new arrivals parked on the bare
earth Sebastian Thoma – ATCpilot.com

18 AVIATION NEWS DECEMBER 2020

18-23_terueldDC.mfDC.mfDCDC.indd 18 09/11/2020 14:42

iner Storage Specialist
José Ramón Valero
describes the birth of
Teruel Airport in Spain
and its development
as a specialised
airliner storage and
dismantling facility,
which has seen
increased business
since the coronavirus
outbreak

W
hile COVID-19 has had a
negative effect on commercial
aviation, there are some
facilities that experienced a
period of growth during the pandemic.
Among them are those specialising in
long-term storage, maintenance and
dismantling of aircraft. Teruel, located in
the Aragón region in northeast of Spain,
halfway between Barcelona and Madrid, has
become the largest such centre in Europe.
Teruel Airport is based on the former
Caudé military airfield, which ceased to
be active in 1992. The old aerodrome had
been created during the Spanish Civil War
and from 1954 used as a firing range by
the country’s air force. On July 10, 2001,
it was declared to be of no military value
and the facilities were finally abandoned in
October 2003.

WWW.AVIATION-NEWS.CO.UK 19

18-23_terueldDC.mfDC.mfDCDC.indd 19 09/11/2020 14:42


Alejandro Ibrahim Perera the airport manager since the facility began operations PLATA
The first airliner to land at Teruel for storage was an Air Cargo Germany 747-400F, which arrived
in August 2014. The jumbo had been on lease from Martinair at the time of ACG’s collapse PLATA
SECOND LIFE
On March 15, 2005, the defence ministry
and Teruel City Council signed a contract
transferring ownership of the site. The
council acquired an area of 865 acres
between the N234 and A1512 roads on the
old Caudé airfield.
The Teruel Airport Consortium, which
uses the commercial name PLATA (Teruel
Airport Platform), was formed in December
2006 as a public entity, 60% owned by
the Comunidad Autónoma (regional
government) of Aragón and 40% by Teruel
City Council. The initial conception was for
an open site where aeronautical companies
from across the world could establish
operations in a strategic location with
competitive operating conditions. It offered
a new location for long-term aircraft
storage, recycling and aircraft maintenance,
as well as the possibility of developing
Aircraft from Russia’s UTair filled one corner of Teruel when this photo
was taken in 2015, but only one 767 was left by 2020 Christian Gonzalez
20
18-23_terueldDC.mfDC.mfDCDC.indd 20
parallel aeronautical activities, such as
aircraft overhaul and painting; flight training;
very light jet maintenance (considered a
growth market in the mid-2000s); aircraft
assembly and aeronautical research.
Work transforming the site began
in March 2009 and was due to take 14
months. After the completion of the civil
works, there was a further period for
certification of the facilities and to issue a
tender to run them.
STORAGE CENTRE
In mid-2011, Tarmac Aragón, a subsidiary of
Tarmac Aerosave owned by Airbus, Safran
and GDF Suez, won the public tender
to manage and operate the commercial
aircraft maintenance, parking and recycling
activities at Teruel Airport. The company
pays an annual fee of around €1.4m to
use most of the commercial areas of the
TARMAC AEROSAVE’S
FACILITIES
Tarmac Aerosave (the name coming from
Tarbes Advanced Recycling & Maintenance
Aircraft Company) is Europe’s largest
specialist aircraft storage company. It was
created in 2007 by a group of companies
led by Airbus, which currently holds a
33.6% stake, with partners Suez and Safran
retaining 33.6% and 32.8%, respectively.
Around 70% of its activities involve the
storage and maintenance of aircraft. At its
two main centres at Tarbes in France and
Teruel in Spain, 205 widebody aircraft (115
at the latter) can be parked. The remaining
30% is dedicated to recycling, not only of
airframes but also engines (there is a total
capacity for 80, 60 of them at Tarbes).
Tarmac Aerosave has recycled around 235
aircraft and 140 aircraft engines since it was
established.
Considerable effort has been expended
to make the process as environmentally
friendly as possible, starting with the
PAMELA-Life (Process for Advanced
Management of End of Life of Aircraft)
pilot project funded by the European
Community, involving the recycling of
an Airbus A300. Next, the 3D process
(decontamination, disassembly and
deconstruction) was designed for the
integral management of the end of the
useful life of the aircraft, allowing the
recovery of between 80 and 85% of its
materials (such as aluminium, electronics,
hydraulics and cables) using ‘green’
methods.
At Teruel Airport, Tarmac manages a
75,350sq ft hangar capacity of housing a
Boeing 747, a second hangar for Airbus
A320-sized aircraft, along with an area of
another 10,764sq ft to store components,
which can easily be transported away by
road, rail or air.
In 2017, Tarmac started operations at a
third centre, Toulouse Francazal Airport in
southern France. The new site specialises
in ATR turboprops with a capacity for 25 of
the aircraft. During 2020, a fourth centre
was opened at Paris-Vatry, a former NATO
air base, with a parking area of 645,856sq
ft to accommodate up to 30 aircraft. In the
middle of the year the company celebrated
the arrival of its 1,000th aircraft.
AVIATION NEWS DECEMBER 2020
09/11/2020 14:43
 airport, including the aircraft parking area,
a hangar that can accommodate a Boeing
747, a second for Airbus A320-sized aircraft
and a third used as a warehouse. The rest
of the site, a large area for industrial use,
was set aside for complementary activities
by other companies.
Authorisation for air traffic at the site
was granted on February 28, 2013, initially
covering general and executive aviation,
One small reminder of Teruel’s origins as a military airfield is the original control tower, which
then a few months later, larger aircraft,
today watches over rows of parked 747s Author
following approval of the maintenance
centre permits. The first ‘airliner’, a Martinair
Boeing 747-400F returned from lease by
Air Cargo Germany, which had ceased
operations, arrived at 1510hrs on August 6
after a flight from Frankfurt. Two days later,
a second Martinair 747 landed at Teruel. This
marked the start of Tarmac Aragón’s aircraft
parking and maintenance activities.
In December 2015, the carrier Transaero
collapsed and many of its aircraft –
including recent or due to be delivered

‘Teruel is blessed
with more than 250
days of sunshine a As the coronavirus crisis began to impact aviation, aircraft storage sites saw heavy demand.

year, a dry climate More than 80 airliners were parked at Teruel by May 2020 PLATA

and low humidity’
Airbus A321s, several Boeing 737-800s,
some 777s and a handful of Boeing 747-
400s – were sent en masse to Teruel; 25
aircraft were parked during one weekend.
Soon after, UTair chose the Aragonese
facility to store 24 aircraft comprising
Bombardier CRJ200s, Boeing 737s and
767s and Airbus A321s, while other Russian
carriers such as I-Fly and VIM Airlines
also sent some airliners to the facility. It
was during this period that Teruel gained
attention worldwide as a storage centre.
In the five months before the first 747
arrived, the airport attracted more than 70
organisations with diverse activities covering
executive aviation aircraft, commercial
aviation, gliding, pilot training and
unmanned flight, among others.
FACILITIES
The airport offers a wide range of services
at competitive prices. It was not originally
intended that it would handle passenger
traffic, but in August 2020 authorisation to
receive aircraft with up to 19 seats or of less
than 7,000kg was obtained. The control
tower is not usually manned as the site
operates visual flight rules (VFR) for final
approach. It is planned that ENAIRE, the
Spanish air navigation authority, will certify
the airport for instrument approaches using
data transmitted by satellites.
Teruel is blessed with more than 250
days of sunshine a year, a dry climate and
low humidity, with colder weather in winter
that improves flight conditions, although
on some occasions aircraft have to be
diverted to other airports due to fog. Work
is being undertaken to equip the site with
an AFIS (Airborne Flight Information System)
type control system, with the possibility
of creating RNAV (aRea NAVigation)
approaches using the EGNOS (European
Geostationary Navigation Overlay Service)
satellite navigation system.
In addition to the three hangars operated
by Tarmac Aragón, three sites with hangars
and maintenance facilities for executive
aviation are being completed. Other
exciting developments are taking place
which are covered later. The airport has an
industrial zone, a terminal that serves both
commercial and general aviation, as well
as administrative services, a heliport, the
recycling area and the fuel area.
The heliport is used by Spanish operator
Eliance, which provides an Airbus H135 in
support of the country’s 112 emergency
medical service, and is available every day
of the year. As part of the airport’s quest
to be a leader in environmental issues a

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 AIRCRAFT STORED
AT TERUEL AIRPORT
(AS OF SEPTEMBER 14, 2020)
Number Aircraft Type Livery
17 Airbus A340-600 Lufthansa
11 Airbus A330 overall white
(LZ-, OE-, A6-)
11 Airbus A330-200/200F Etihad Airways
9 Airbus A320 Lufthansa
7 Airbus A340-500/600 Etihad Airways
7 Airbus A380 Lufthansa
5 Boeing 747-400 British Airways
3 Airbus A340-300 TAP Air Portugal
3 Airbus A340-600 China Eastern Airlines
3 Boeing 747-400 Transaero
3 Boeing 777-200 IrAero
2 Airbus A320 Germanwings
2 Airbus A340-600 Iberia
2 Airbus A350-900 South African Airways
2 Airbus A380 Air France
2 Boeing 747-400 KLM
2 Boeing 777-200ER Ukraine International
Above: Looking to the south along Teruel’s 9,268ft runway in September 2014 a few
1 Airbus A320 Sky Angkor
months after opening, when the storage ramps were empty PLATA
1 Airbus A321 Olympus (Monarch
Below: At an altitude of 3,367ft, Teruel is hot in the summer and can be below freezing basic colours)
in winter, although rainfall is low throughout the year Author 1 Airbus A330 I-Fly
1 Airbus A330 Lucky Air
solar plant will soon be put into operation the platform [apron in front of the
1 Airbus A330 XL Airways France
to provide electricity to the site. hangars] by 37,000m2 [398,278sq ft].
“The storage field is in phase 1 Airbus A330 VIM Airlines
FROM THE BOSS four, which will take it to the 1 Airbus A330-200 South African Airways
The first director and manager of the limit of its capacity [130 large or 1 Airbus A340-300 Air Tahiti Nui
airport, Alejandro Ibrahim Perera, has been 250 narrowbody aircraft]. We 1 Airbus A340-300 Swiss Space Systems/
responsible for the facility since September are already working to expand Mirpuri Foundation
2012. He frequently attends various the airport by adding another for a Better World
(HiFly Malta)
specialised international forums to promote 200 hectares, tripling the current
the airport. Aviation News recently had the extension, which will allow us to 1 Boeing 767-200 UTair
opportunity to discuss what effects the increase capacity to 350 widebody 1 Boeing 777-200 Transaero
coronavirus crisis has had on the site. Ibrahim or 600 narrowbody aircraft.” 1 Boeing 777-200 VIM Airlines
said: “In 2019 we defined the 2020-2024 Are Ciudad Real or Castellón 1 McDonnell Douglas
strategic plan to invest €30m. Unlike what airports the new Spanish MD-88 Iberia basic c/s
has happened at other facilities, we have competition? “No, because this is a
accelerated this plan. In 2022, a double global business,” said Ibrahim. “These are two aircraft were grounded, more than half of
hangar will be inaugurated, the largest in more facilities, like any of the 46 airports in the world fleet, and many airports had to be
Spain after that at La Muñoza in Madrid, the Aena network in Spain, for example. The converted into makeshift storage centres,
17,000m2 [182,992sq ft] with capacity for 500 airports in Europe, or the 17,000-plus in although this is not their main or most
two A380s or six A321s, which will take the rest of the world, can receive an aircraft productive activity. Our airport infrastructure
20 months to complete. In 2021 the new [for storage]. Before the crisis there were has specialised since the start – eight years
paint hangar for aircraft up to the size of the 30,000 airplanes in flight and some 3,000 ago – in aeronautical, environmental and
A350 will be ready and we are expanding parked. At the height of the pandemic, 17,000 industrial reconversion. In 2020 the Spanish

22 AVIATION NEWS DECEMBER 2020

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 airport network is expected to see revenues
decrease by 60% due to the pandemic;
Teruel Airport revenues will increase by 20%
due to aeronautical specialisation.”
What were the levels of activity in 2019
and how is 2020 developing? Ibrahim
replied: “In 2019 there were some 5,000
movements, most of them general or
business aviation. Although activity will
decrease in 2020 due to the on-going
crisis, it will be financially more rewarding
because of the increase in large aircraft
[movements]. We provide a vital service at
Above: This Air France 747 was the first to be scrapped on site Christian Gonzalez
this time for the aviation sector.
“We have ISO9001 quality management Below: More than 30 widebody airliners can be seen parked on the specialised storage ramps on
and ISO14001 environmental management the west side of Teruel Airport in July Sebastian Thoma – ATCpilot.com
approval and last year we received the
QIA World Innovation Award, which we from about 80 to 115, a figure that varies In a short space of time Teruel Airport
collected in Beijing. because there is movement of aircraft out has raised its profile and is now recognised
“On August 6, 2013, the first Boeing 747 while others are dismantled. in the world of aviation as an important
arrived and two days later the second. We “During this crisis, it has been reported location for storing and dismantling
stayed that way for a while, then it increased that Teruel was the airport with the second airliners. With the effects of the pandemic
to 40-50 parked aircraft, keeping us at that largest number of parked planes in Europe, still hitting the airline industry hard and
level for about two years until the last two surpassed only by Madrid, and above seeming likely to do so for some time the
years, when the figure increased to 70-80 London-Heathrow and Istanbul, in third and storage parking areas at Teruel Airport are
aircraft. During the pandemic we have gone fourth place, respectively.” likely to be in high demand.

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 Blackbird
Backseater In a remarkable career spanning more than three decades,
Col Don Emmons (ret’d) gained a special insight into the top-secret
Lockheed SR-71. He reveals to Dr Kevin Wright how he became
involved in the programme and recounts his experiences flying
in the Blackbird and managing its return to flight in the 1990s

W
hen Don Emmons joined
the USAF in 1964, he
could not have imagined
that his career would lead
him to one of the most secretive of
programmes. He spent seven years as
a bombardier flying in Boeing B-52Ds
with Strategic Air Command (SAC) and
was a veteran of 225 combat missions,
including 40 over North Vietnam, five
of those to Hanoi. Posted to the 96th
Bombardment Wing at Dyess AFB, Texas
he explains: “The wing had around
25 crews. The top three were STAN/
EVAL [standardisation and evaluation]
crews, responsible for ensuring the wing
aircrews met SAC’s rigorous training
standards. I was fortunate enough to
eventually be in the top crew.” One day
in 1974, a phone call changed the course
of his career. “A guy in our office had
volunteered for the SR-71 programme
and I answered the phone for him. The
programme had called to explain say
because he wore glasses, they would
not take him.” As they talked Don
explained he was on the senior crew. “It
interested him that I was just a captain
as my post was usually filled by a major
or lieutenant colonel.” The caller tried
to persuade Don to volunteer, but he
declined saying: “I don’t think so.” Don
added: “That rather surprised him, as
most people would have ‘killed’ to be
in this very secretive programme. I told
him I was tired of getting shot at, which
had happened a lot in the B-52, and
I didn’t think a pressure suit sounded
comfortable to fly an airplane in.
“With a little persuasion I wrote my
letter volunteering to join Senior Crown,
the programme codename for SR-71
operations. The selection procedure
involved programme staff looking over
your military record. If that looked good,
they sent for your medical records and if
they were good, you were brought out
to Beale AFB [in California] for a week.

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 We did two days of physical tests, three
days of interviews and simulator flying.
There were lots of other functions –
going to people’s houses, socialising
and talking with squadron members.
What I didn’t realise at the time, was
they were really checking us out to see
how we got along with people. That
was particularly important because
there were only ten crews across three
locations. You were with the same
people a lot of the time, so needed to
get along with everyone.”
BLACKBIRD CREW
“They called to say I was successful and
I joined the programme in August 1974.
The wing only hired three to four crews
a year. A pilot and RSO [Reconnaissance
Systems Operator] were matched up
and joined at the same time and that
was the only person you flew with. Rich
Graham and I were put together. We
got on very well – still do and speak
regularly even today.
“We trained together for ten months
and within that time we flew 100 hours
together in the SR-71 before we were
“Each time you flew the SR-71 there was
a mini-physical, if one of you failed neither
flew. The 100 hours of training flights
together were flown over the continental
United States and went to Mach 3.0
every time. The problem got to be with
sonic booms. We were not permitted to
overfly cities of more than 25,000 people,
plus other off-limits and sensitive areas.
It became that there were few routes
east of the Mississippi that were easy to
negotiate. It was too populous, but west of
there was plenty of open space. Once we
reached 100 hours, we were qualified to
go overseas for our operational missions.
That was always to Kadena AB, Okinawa
[in Japan] first.” There the SR-71 quickly
gained its ‘Habu’ nickname after a local
species of venomous snake.
“When back home at Beale all crews still
were given at least two simulator sessions
a week to practice emergencies.”
MISSION PLANNING
Don continues: “Not much of the mission
planning was done by the crew but by
experienced mission planners. They
plotted course details and turn points onto
maps. They were input on to a tape, which
was uploaded into the airplane. In the
cockpit, there was a strip map that showed
our route and moved along at the pace of
the airplane. We had a remarkable Astro
Navigation System [ANS], the Nortronics
NAS-14V2 for precise navigation. Installed
just behind the RSO’s cockpit, the size of a
small refrigerator, known as the ‘guidance
group.’ All that was visible was its small
upward-pointing lens, less than nine inches
across. It contained a catalogue of 61 star
positions and scanned trying to lock on
to three of them. It did this, even in broad
daylight while we were on the ground
and established a precise fix accurate to
within 500ft. To me it was Buck Rogers
space stuff. In the B-52 I just had a sextant
and had to work out the stars. This was
all automatic – great!” Not surprisingly
the system was known by the popular
Star Wars character’s name ‘R2-D2’ to the
crews. “For each mission, I had a readout
sheet with every turn point and camera

Above: Don Emmons in the RSO’s cockpit of an SR-71A Via Don Emmons

Main photo: Individual markings appeared on some Blackbirds, notably those based on Okinawa.
SR-71A 61-7976, in this photo has a cheetah’s head on its vertical fins. It is now preserved at the
National Museum of the USAF Key Collection

Below: A Blackbird blasts off at a foggy RAF Mildenhall. Don Emmons first arrived at the Suffolk
base in 1976 and rotated through there USAF

both classed as sufficiently ready for

operational missions.
“Initially we were in the simulator
for three to four months and we would
have several simulator sessions a week
during the rest of the training. You had
to complete 150 hours of simulator time
before your first flight. By the time you got
into the airplane, you were very familiar
with all the controls.
“Rich got five flights in the two-seat
SR-71B trainer and another two with an
experienced RSO in a SR-71A. I got two
with an experienced pilot in the SR-71A,
then Rich and I were together for our first
flight as a crew.

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The 9th Strategic Reconnaissance Wing initially operated from the UK on a semi-formal basis,
but Mildenhall hosted a permanent detachment (Det. 4) from 1984 Key Collection
action that needed to be done. Everything
we did with the airplane was preplanned.
Around half the systems were automatic,
the other manually operated.
“We had a wide range of sensors that
could be swapped around. In the nose,
we had an ITEK-manufactured Optical Bar
Camera [OBC], initially with a 24-inch lens
that used wet film and took images in a
72-mile swathe through windows on the
nose chine underside. That nose could be
exchanged for a radar housing a Synthetic
Aperture Radar [SAR] system that was able
to take images through cloud and at night.
These systems became more sophisticated
over time.
“Along each side of the SR-71 we had
TEOC [Technical Objective Cameras]
oblique cameras placed in bays on its
underside, forward of the main wings. They
were activated by pre-programmed co-
ordinates from the ANS and photographed
an area of approximately five square miles,
able to do so in a turn. We also had a ‘track
camera’, known officially at as a Terrain
Objective Camera [TROC] that looked
straight down. Turned on manually, it
recorded our entire flight route. There was a
view sight that looked downwards through
the floor of the aircraft, with a 4x magnifier
on it so I could track our progress over the
ground. Our electronic intelligence [ELINT]
systems were pretty standard on every
mission. When activated the equipment
recorded all the emissions it detected. The
tapes were removed when we got back,
although we did not get too deeply into
that, the less we knew the better.”
26
24-30_sr71DC.mfDC.mfDC.indd 26
LOOKING INTO NORTH
KOREA
“Our first operational mission was on
September 30, 1975, to North Korea. We
flew up the coast of South Korea, then
inland along the De-Militarized Zone [DMZ].
The radar looked into North Korea around
100 miles. There were three basic missions
centred on North Korea. Sometimes we did
runs west to east, [or] the other way round
and then [there was] the ‘bow tie’ mission.
That was a figure-of-eight track, along the
DMZ where we were essentially in a turn the
whole time, going backwards and forwards.
Our first operational mission lasted three
and a half hours.
“Whenever we took off we needed
to air refuel soon afterwards. We didn’t
like to take off with a full fuel load, as it
was too heavy on the tyres and had been
associated with several accidents, so we
took off with half a load of fuel and topped
up right away. There was always a Russian
trawler that sat underneath our regular
refuelling track 24 hours a day. It reported
ahead that we were coming. They didn’t
know where we were going, but they knew
we were approaching.
“We sometimes flew up the eastern
coast of Russia. We went into the Sea
of Okhotsk, down the west coast of the
Kamchatka peninsula around its southern
tip and up the east coast to photograph
the important naval base at Petropavlovsk.
Here MiGs often tried to intercept us, but
it was otherwise barren space. Russian
fighters were not much of a threat,
because they probably didn’t get above
60,000ft. One time we were flying along
the east Russian coast and Rich said: ‘Look
out the window on the left,’ where he saw
a circle of contrails. ‘They’re waiting for us.’
I watched through my viewsight and saw
them peel off and climb, one by one, trying
to intercept us. I saw them through my
viewsight, climb towards us, then fall out
of the sky.
“We weren’t too concerned about
missile threats; our electronic jamming
equipment was very effective. Air-launched
missiles had to be fired at us from the
front, not behind. If we turned just 10°,
that screwed up the missile’s aim. Lights
came on in my cockpit that showed if an
aircraft was locked on to us and if it was
on the right or left side of the airplane and
that our jammers were working. When a
SAM [Surface Air Missile] came up I had
two lights, ‘M’ and ‘L.’ The M told me that
their ground radar was tracking us and
the L light that they had launched at us.
We had three kinds of missile we were
concerned about: SA-2, SA-5 and SA-10.
Our defensive electronic systems jammed
or spoofed the SAMs, so they were never a
real threat to us.”
Don added: “Normally, aircrews
going into a combat zone ensure their
emergency beacon is on, so if they have
to eject they can more easily be rescued
before being captured. However, SR-71
crews purposely turned their beacon off so
they couldn’t be easily found. The chances
of our being rescued by our side where
we went was slim. It was more likely the
forces of the country we were monitoring
would get to us first.”
BARENTS SEA FLIGHTS
“Our crews constantly rotated between
bases. Six weeks at Beale, followed by six
at Kadena, six more back at Beale, on to
Mildenhall for four weeks [later increased
to six] then start over again. In the early
days we came to England sporadically,
for a week or two, to fly specific missions
or support Cold Fire and other NATO
exercises.” Their presence had become
more or less full-time and was formalised as
a permanent detachment on April 5, 1984.
An SR-71 refuels from a KC-135Q, which it did
on every mission. The tanker was going as fast
as it could, while the Blackbird was flying as
slowly as possible Key Collection
AVIATION NEWS DECEMBER 2020
09/11/2020 11:01
 Blackbird 61-7971 touches down at Mildenhall. This aircraft would be one of the last two SR-71As in USAF service Key Collection
“We flew our first mission out of the
UK on September 7, 1976. Rich and I were
the first to successfully fly the Barents
Sea mission in the SR-71, on September
19. It was very exciting.” For that they
flew SR-71A, 61-7962, now displayed at
the Imperial War Museum Duxford. Don
recalls: “We tracked up around Norway
and were briefed the only place we were
allowed to land was Mildenhall. In other
words, if we had a problem and had to
ditch in the ocean, we were not going to
make it back, the water was too cold. We
found jet streams of 100kts plus, that we
didn’t even know existed. We had to stay
right on the black line, our designated
course, so the cameras could operate as
planned. That tailwind got us where we
wanted to go, but faster than we wanted
to be, so Rich had to climb to lose the
unwanted extra speed. We headed directly
towards the Russian coast, straight at them.
They didn’t know if we would turn or not
and became very excited. They were so
unhappy to see us; all my radar and missile
warning lights lit up like a pinball machine.
It turned out to be a big deal because our
ELINT equipment picked up so much when
the Russians turned on everything they had
to monitor us. They normally didn’t do that
when other reconnaissance flights were
in the area, attempting to keep their best
equipment concealed from us. That was
of course great for us. It turned out to be
such a goldmine that subsequently we ran
co-ordinated flights with pairs of RC-135s
100 miles off the coast. They picked up
these new Russian transmissions, the really
During the SR-71’s relatively brief revival, the type flew only 150 times in four years and never on an operational mission Key Collection
WWW.AVIATION-NEWS.CO.UK
24-30_sr71DC.mfDC.mfDC.indd 27
good stuff which the SR-71s systems could
not manage as well as the RC-135s with
our more limited equipment capacity.
“In Europe we flew three basic routes.
First was the Barents, where we refuelled
off the Norwegian coast. We passed abeam
the Murmansk coast imaging it on our right
side, turned north, then reversed course
and imaged it from the aircraft’s left side
as we cruised back. We returned round the
north Norwegian coast and headed back
to Mildenhall. If air-refuelled we might
head into the Baltic, our second route.
“They were so
unhappy to see us;
all my radar and
missile warning
lights lit up like a
pinball machine.”
Again, we imaged the coastline flying
clockwise around the Baltic and then might
head down route three, north to south
paralleling the East German border before
returning to England. On a single mission,
we could fly any individual, or combination
of the three routes.”
SILENT WITNESSES
For operational missions everything was
done in radio silence, maintained from
just before take-off, as Don explains,
“After engine start, when ready to taxi, the
groundcrew notified the control tower via
a landline. Another SR-71 pilot was in the
tower. He flashed us a green light and we
taxied. Once in position at the end of the
runway, they gave us two greens and we
took off. That was the most exciting part
of the mission for me. When the ’burners
lit it was a pretty good kick in the back and
then we climbed, at 12,000ft a minute,
levelling off at 25,000ft in two minutes and
ten seconds.
“We refuelled over the North Sea,
supported by our special KC-135Q model
tankers. They carried the SR-71’s special
JP-7 fuel and had equipment that gave me
their bearing and distance from us at up to
200 miles. The tanker orbited and rolled
out in front of us, ideally about two miles
ahead. When we were on the tanker we
talked to the boom operator through an
inbuilt intercom link.
“Missions sometimes involved multiple
refuellings. We cruised at Mach 3.0 for
an hour before we needed to descend
and rendezvous with a tanker again. I had
a chart that told me how far back from
hook-up we had to start our descent to
get down to the refuelling altitude. That
point could be 220 miles ahead. Ideally,
we wanted to roll out 40 miles behind
him at 25,000ft. The Distance Measuring
Equipment [DME] we carried worked down
to one mile. We were not supposed to
refuel if we were not able to see a mile
but often had to. Our time with the tanker
lasted about 25 minutes. We could have
taken on the fuel we needed in about 10
to 15 minutes, but we always wanted to
27
09/11/2020 11:01
 An SR-71A turns onto final approach,
demonstrating its huge all-moving
tailfins acting as rudders Key Collection
be full of fuel at the end of the refuelling
leg from where we started our climb. We
wanted to have 80,000lb on board at that
point; otherwise, we might run short of
fuel. It was the RSO’s job to make sure that
worked smoothly. We took fuel on board
using four pumps and I watched the fuel
flow coming in. If the offload was too fast
and we filled up, the boom automatically
disconnected from the tanker. That upset
the pilot as we then have to back off and
rejoin and that took time. We tried to get
it perfect and got real good at it. We might
start on-loading using all four pumps. Then
we might go to three, or two or one, even
stop pumping but remain connected. That
way we were certain we had 80,000lb at
our designated climb point. The tanker is
going as fast as he can, we are going as
slow as we can, but to stay hooked-up the
pilot might have to light one ’burner on the
airplane. That made us fly slightly sideways
and caused us to break contact. Most
pilots broke off, lit the ’burner and rejoined.
But Rich could light the ’burner and stay
hooked up.
“Once we completed the mission, I
sent a coded message over our high-
frequency radio to report we were done.
The USAF retired its fleet of SR-71s for the first time on January 26, 1990. Here, 11 examples are arranged at Beale AFB – three of them would
return to USAF service five years later USAF
28
24-30_sr71DC.mfDC.mfDC.indd 28
That was it, until we came into land
when we talked normally to the tower.”
Operational missions were monitored by
SAC’s Reconnaissance Centre (SRC) and
the Joint Reconnaissance Center (JRC) in
the Pentagon.
Later in Don’s career in the Pentagon
he briefed senior commanders and the
Office of the Secretary of the Air Force
daily on SR-71, U-2, RC-135 and other
intelligence collection activities. They
were then aware what was planned in
case a major incident happened.
THE EDGE OF DARKNESS
The experience flying at high altitude
and at high speed has given Don some
memorable moments: “At 80,000ft plus we
looked out of the cockpit and got a superb
view, seeing large cities, rivers and lakes.
Looking down you can see the daylight,
the curvature of the Earth and above it a
band of powder blue sky. Above that is a
band of dark blue, then it is black all above
us. We cruised at Mach 3 and covered
over 2,000 miles in an hour. If it was a
particularly hazardous area we would go in
at Mach 3.15. Our emergency procedure if
fired upon was to speed up.
“At 80,000ft there was no sensation of
speed; it was extremely quiet, serene. The
only thing I heard through the pressure
suit was Rich’s breathing because we
were linked by a hot mic. If he even
muttered something it immediately got
my attention. The engines are a long way
behind us and I can hear them just as a
constant low rumble. We could outrun the
sun. Flying from northern California, the
sun effectively passes over the ground at
600mph, so if we took off during the late
afternoon [we would] go east and fly into
darkness, then turn back and fly into the
sunlight. Reverse course again and back
into darkness. That was cool.
“On one occasion we were flying a
‘bow-tie’ mission over Korea on a clear
night, in a 35° bank the entire time doing
that figure eight. As we were out over the
sea Rich says: ‘I have a touch of vertigo
here.’ I then made the mistake of looking
out the window and there were stars all
around me, below and above. It was crazy.
But we got through it and after landing
talked it over. Someone researched it and
found out that there had been hundreds of
small Korean fishing boats out that night,
each carrying a single lantern on board. To
AVIATION NEWS DECEMBER 2020
09/11/2020 11:01
 Taken on February 1, 1990, a few weeks after
the last SR-71 left Mildenhall, this Blackbird
wears the ‘dartboard’ badge of Det. 4 on the
fin USAF/TSgt Michael Haggerty
us, at high altitude, they just looked like a
lot more stars.
“Cuban missions were exciting for us.
We flew along one side of the island and
then back along the other, covering all
Cuba in just 42 minutes. It took satellites
much longer to image the island as they
flew north to south routes and it took
several passes to image all of Cuba. We
flew that mission several times and I saw
an isolated beach, that if it ever becomes
possible, I want to visit as it looked great
for fishing.”
MOVING ON
Don and Rich Graham flew their last of
72 operational flights – out of Kadena
– in November 1979. The two were the
longest-paired crew in SR-71 history, flying
together for five years. After that Rich
became the squadron commander and
Don Emmons flew 15 operational sorties
with Bob Crowder before becoming the
squadron operations officer. Normally
a pilot’s position, Don was the first
navigator in SAC to be approved in such
a role. Working as the deputy squadron
commander, he made up the duty rosters,
flying and training schedules and tracked
everyone’s movements. “Mildenhall was
just starting up as a permanent detachment
The specialised crew boarding platform is evident in this view of an SR-71A being prepared for
flight at Edwards AFB Key Collection
WWW.AVIATION-NEWS.CO.UK
24-30_sr71DC.mfDC.mfDC.indd 29
but did not yet have a designated
commander, so for 28 days, Rich ran
the Mildenhall detachment and I looked
after the squadron back at Beale. Then
I flew over and we switched round. We
alternated like that until July 1981.”
That month Don moved to the
Pentagon to become what was officially
known as the SR-71 ‘Program Element
Monitor’. He recalls: “My job was to get all
the funds required for the programme. I
did all the budget, worked with people in
the Pentagon, White House, congressional
committees, plus individual senators and
congressmen, to get what we needed
approved. It was a very busy job. I went
there thinking I knew a lot about the
programme, but soon realised how little
I actually knew, though fortunately, I
learned quickly.
“From there I moved over to manage
the Senior Crown Logistics Depot at
Norton AFB in California. We were known
as Det. 6 of the 2762nd Logistics Squadron
headquartered at Wright-Patterson
AFB.” There he was responsible for 160,
mostly civilian, staff. “We worked with 42
sole-source contractors who provided
everything we needed. We referred to
them only using a Senior Crown (SC)
codename: ‘SC-2’ was Lockheed, ‘SC-3’
Pratt & Whitney and so on. We had an
annual $450m budget, a ‘cradle to the
grave’ depot with around 125,000 parts,
everything all under one roof. We were
responsible for the SR-71 flight test depot
at the nearby Lockheed Palmdale plant
from where we did all the testing and
development work with our own SR-71 and
two crews.
“Most SR-71 maintenance was done at
Beale and the biggest problem was fuel
tank sealant. The aircraft leaked a lot of
fuel on the ground, but it expanded by
five inches during high-speed flight and
sealed up the tanks. When the tanks leaked
too much on the ground they had to be
resealed, which was a constant headache.
Programmed depot maintenance work was
undertaken at Palmdale where an SR-71
was essentially stripped down and rebuilt,
typically taking ten months.”
WIND-DOWN AND
REVIVAL
The SR-71 programme, always an
expensive one, gradually lost its most
ardent proponents in the Air Force and was
officially terminated in November 1989
with the final Senior Crown flight seeing
an SR-71 delivered to the Smithsonian
Institute in Washington on March 6, 1990.
The SR-71 community was a remarkably
small one. Although over 600 people
flew in the type over its 25 years, there
were only ever 86 operational crews.
Don explains why it was retired: “It had
faced a sort of ‘perfect storm.’ Changes in
leadership were hostile to the Blackbird.
New satellites were coming along, but not
quite ready. We were really grouped in the
wrong budget programme competing with
B-52s, KC-135s and B-1 programmes for
money, so it was a whole bunch of things
that all worked against us simultaneously.
It was shut down too early. SAC ordered
all the manuals and documentation
destroyed. I told my depot staff not to
throw anything away. We indexed and
referenced all the material with a resulting
1,400 boxes of material stored at a ‘secret
location’.”
The decision to remove the SR-71 from
active service was shown to be premature
when its absence was lamented by senior
commanders during Operation Desert
29
09/11/2020 11:01
 The Blackbird was always a star attraction at the Mildenhall Air Fete, whether in the static park or in the flying display. This photo also gives a good
perspective on the aircraft’s size when comapred to the people admiring it USAF
Storm in 1991. The delayed
arrival of the replacement
UAV and satellite systems
left a significant gap in US
capabilities. In Congress,
Senator Robert Byrd and
others helped secure funding
for a partial reactivation of
the programme and returned
three airframes to service. The
1995 Defense Authorisation
Act provided $100m to
bring three Blackbirds back
into service against staunch
Air Force opposition. Don
Emmons was one of a handful
of senior staff put under
government contract to return the last
Habus to flight.
“We lent NASA three aircraft, two
SR-71A’s [61-7971 and 61-7967] and an
SR-71B [61-7956]. Another three were
kept in storage at Palmdale, but they were
30
24-30_sr71DC.mfDC.mfDC.indd 30
Above: Don Emmons (right) flew most of his
operational missions with pilot Rich Graham
Via Rich Graham
Below: SR-71A 61-7971, wearing the Beale
tailcode, was one of two to operate from
Edwards AFB from 1995 to 1999, along with
an SR-71B trainer Key Collection
neglected. When we brought
it back, the first, ’971 flew on
April 26, 1995. We operated
from renovated facilities at
Edwards, now known as Det.
2, where NASA had installed
an improved flight simulator.
It became our new home and
we took part in exercises like
Red Flag. We kept getting
requests for operational
missions but they would not
let us go.”
The White House and
Pentagon finally succeeded
in killing the programme off,
with the final SR-71 flight
on October 9, 1999. During those few
years, the three aircraft flew 150 training
sorties and a total of 365.7 flying hours. Col
Emmons was the last man out the door
in October 1999 when the programme
closed for the second and final time.
AVIATION NEWS DECEMBER 2020
09/11/2020 11:01
 Whittle - The Jet Pioneer
Sir Frank Whittle tells his story on DVD

Buy this DVD online at www.quantafilms.co.uk

Price £15.99 plus £1.99 p&p (in the UK)
or ring Quanta Films on 07435 973397 to order
Also on Download from Quanta for £7.99
Running time 72 minutes plus extras
From the producer of Eric Brown - A Pilot’s Story

031_AVN_Dec_20_ad.indd 1 02/11/2020 11:29:35

 Zantop
Set up after World
War Two to transport
parts for Detroit’s car
plants, family-owned
Zantop grew to be one
of the world’s largest

MotorCity’s
international freight
carriers, but failed to
modernise its fleet
to compete with the

FamilyFreighters big package firms and

faded out in the 2000s
as Barry Lloyd relates

T
he city of Detroit is synonymous
with vehicle manufacturing,
with Henry Ford having set up
his first assembly plant there in
the 1920s. After World War Two, the Ford
factory which had previously produced
B-24 Liberators on the edge of what was
then Willow Run Airport, was taken over by
General Motors. This is where the Zantop
story begins.
Car production requires a constant
supply of parts, many of which are
manufactured by sub-contractors some
distance from the assembly plant. If there
is a shortage, the production lines have to
shut down, which is an extremely expensive
and time-consuming operation.
Set up originally as Zantop Flying Service
in 1946 and founded by four brothers –
Duane, Elroy, Howard and Lloyd Zantop
– the company was formed to fly in
essential parts and equipment for General
Motors, initially using light aircraft from a
base at Jackson Field, Michigan, some 80

32 AVIATION NEWS DECEMBER 2020

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 Zantop Air Transport C-46F, N617Z, joined the fleet in 1955 and was one of a number of the type it used Don Linn collection

miles from Detroit. The operation proved
successful and, by 1952, it had obtained
a permit for full commercial operation. It
now counted Chrysler and Ford among its
regular customers.
A year later, it moved its operations to
what was then Wayne Major Airport (now
Detroit Metropolitan Airport). An ever-
increasing workload required additional
workhorses and since literally thousands
of surplus aircraft were available following
the end of World War Two, Zantop was
able to build up a fleet of ten DC-3s
and numerous C-46s. In addition to its
automotive work, Zantop won a contract
from the US government in 1956 to
provide logistic support for the DEW Line
distant early warning system. This was
a Cold War era chain of radar stations,
designed to detect incoming Soviet
Main photo: Zantop International DC-8s were frequently seen in Europe. Former Japan Airlines
DC-8-62AF, N813ZA, was photographed arriving at Frankfurt in 1988 AirTeamImages.com/Wolfgang
Mendorf
bombers, which was being set up in the
far northern Arctic region of Canada,
along with additional stations located
along the Aleutian Islands and the north
coast of Alaska.
EXPANSION
The additional contracts encouraged
Zantop to go into the surplus market
again, this time for DC-4s, with six being
added to the fleet from 1959. Additionally,
in 1962, Zantop bought a company called
Coastal Airlines. The Civil Aeronautics
Board (CAB) approved the transfer, which
also allowed the carriage of passengers
as a Supplemental Carrier. Following
this, the company was renamed Zantop
Air Transport. The reorganised company
required an expanded fleet and, later in
the 1960s, Armstrong Whitworth Argosy

DC-7F, N1515, seen at Friendship International Airport, Maryland, in the 1960s. Universal
Airlines took over Zantop Air Transport in 1966 and the airport was renamed Baltimore-
Washington International in 1973 D Lucabaugh/Don Linn collection

WWW.AVIATION-NEWS.CO.UK 33

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 The Zantop name returned as Zantop International Airlines in 1972. DC-6B, N434TA, was fitted with a swing tail for freight loading. It served the
company for 12 years and found its way to Buffalo Airways in 2013, although has not flown since Bob O’Brien Collection
aircraft and DC-6s were acquired. However,
further change was on the way.
In 1966, the Zantop brothers took the
decision to resign from the company and
sold all the shares in the carrier to Universal
Airlines Inc, a former competitor, whose
principal claim to fame was that they had
once made some feasibility studies into the
possibility of using the Lockheed L-500,
the civilian version of the Lockheed C-5, to
carry cars and passengers from coast-to-
coast in the US. Despite having completely
taken over Zantop’s existing business,
Universal’s existence was to be shortlived
and, by 1972, their financial difficulties
had reached the point where the airline
collapsed and its assets were transferred to
Saturn Airways.
ZANTOP
INTERNATIONAL
The sale of Zantop Air Transport did not turn
out to be the last involvement in aviation
by the Zantop brothers. In May 1972, they
returned to the airline business, this time
naming the carrier Zantop International
Airlines (ZIA). Within weeks they had
obtained financing and set up a base at
In 1981, Zantop Convair 640, N3417, wore a special livery illustrating the varied cargoes carried – ranging from fruit to horses Bob O’Brien Collection
34
32-35_zantopDC.mf.indd 34
Universal Airlines’ former facility at Willow
Run Airport in Ypsilanti, Michigan. Willow
Run had gone into something of a decline
after major carriers such as TWA and
Eastern Air Lines had abandoned it in favour
of Detroit Metropolitan in 1966, but it was
close to the automotive plants in Detroit, so
it suited Zantop’s purpose perfectly. Some
additional operations were also based in
Flint, Michigan.
Once again, Zantop was operating ad
hoc charters for the motor industry and
was also contracted with the US Air Force’s
Log Air system to carry military materiel to
bases throughout the US. In the late 1980s,
after his father Duane became ill, Jimmy
Zantop took over as chief operating officer,
having played a significant part in seizing
the opportunities available to expand the
company’s business both inside and outside
the US.
The ZIA fleet, consisting of DC-6s and
Convair 640s, had now been expanded to
include Lockheed L-188 Electras bought
from Eastern, Overseas National Airways
and Hawaiian Airlines. The Hawaiian
Electras were of particular interest to
Zantop since they had been owned by
the cargo division and were fitted with
cargo doors. The remaining aircraft were
converted to freight configuration.
After the deregulation of the US aviation
industry in 1979, Zantop began to develop
a hub network connecting key cities
throughout the country. This network
eventually grew to 38 cities. The company
was also awarded mail contracts by the US
Postal Service, while the Gulf War in 1991
provided further opportunities, making
Zantop one of the biggest operators in the
freight business at the time.
Expansion into Europe followed,
specifically the UK, using the Electras on
a wet lease basis for operations on behalf
of Channel Express operating their nightly
cargo services, including shipments of
flowers from Jersey in the Channel Islands
to the mainland, with general cargo such as
newspapers and mail going in the opposite
direction. Additionally, it carried out
operations from other airports in the south
of England to destinations in Germany and
Spain for burgeoning courier organisations
such as UPS and DHL, whose operations
were beginning to establish themselves in
Europe. This arrangement operated from
AVIATION NEWS DECEMBER 2020
27/10/2020 12:17
 L188PF Electra, N341HA, runs up at Willow Run on June 5, 1990. In the background are Trans Continental Airlines DC-8s, several of which Zantop
bought and operated in a hybrid livery Gerry Manning

1989 until 1997. In addition there was a
sub-contract with Fred Olsen Lines of
Norway, which was operating for DHL from
Copenhagen – several of Zantop’s Electras
were eventually sold to Fred Olsen.
Closer to home, Zantop often provided
aircraft for the US Federal Emergency
Management Agency (FEMA) to support
hurricane relief work in the Caribbean, in
addition to the ongoing Log Air contracts
with the USAF. The airline was also
contracted by Lynden Air Cargo, based in
Anchorage, Alaska, to convey freight to
the more remote areas of the state and
transport frozen seafood from Kodiak.
At one point, Zantop had 25 Electras
in its fleet. While this seemed logical on
the face of it, the Electra had a reputation
for incorporating complicated systems
and requiring a lot of maintenance. For
example, the wing design, while innovative
at the time, led ultimately to corrosion,
thus putting the aircraft out of commission
for considerable periods, together with
significant associated maintenance costs.
By the mid-1980s, many of the aircraft were
25 years old and had significant hours on
the clock.
ENTER THE JETS
Until 1977, the backbone of the Zantop
fleet had been propeller-driven, but as
those aircraft began to run out of life, a
decision was taken to build up a fleet of
DC-8 jets. These began to arrive during
the late 1970s and were all drawn from the
used aircraft market, with no fewer than
‘The sale of Zantop
Air Transport did
not turn out to be
the last involvement
in aviation by the
Zantop brothers.’
19 examples passing through its hands,
ranging from the DC-8-21 to the -62.
In 1994, the pilots of Zantop took
the decision to join the powerful US
Teamsters union. Zantop responded by
amending their operating certificate, in
order for them to continue operating
without unionised pilots. Parallel
with this, the air freight industry was
evolving rapidly and companies such as
FedEx and UPS, with their increasingly
sophisticated sorting systems and
palletised cargo, were proving to be
formidable competitors, especially in
the US domestic market. Both began
to build up fleets of their own, thus
diminishing the requirement for leasing
from third parties.
Eventually this proved too much
for Zantop and, with their ageing
aircraft often unavailable because of
unscheduled maintenance, along with
ever-increasing fuel prices, the carrier
became increasingly less competitive
and a decision was taken to terminate
the scheduled services. These ended on
March 31, 1997, leaving Zantop with just
ad hoc charter work and maintenance
bases. A DC-9/MD-83 operator called
USA Jet Airlines, also based at Willow Run,
considered buying the company, but no
deal was ever signed.
Zantop International Airlines final flight
took place on September 29, 2005, and
their operating certificate was cancelled on
November 30 of the same year.

Electra, N346HA, saw service with Eastern Air Lines and Hawaiian Airlines before conversion to an L188AF freighter with two cargo doors. After
service with Zantop it was sold to TMC Airlines at Willow Run and was last noted stored in Florida Gerry Manning

WWW.AVIATION-NEWS.CO.UK 35

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 RAF SPECIAL
ColdWar
Buccaneers
The Buccaneer was an important element in
the overland, maritime and nuclear strike roles
with the RAF. Dr Kevin Wright speaks with Air
Cdre Ben Laite (ret’d) about his experiences
as commander of 208 Sqn from 1981 until 1984
O
n January 1, 1981, newly
promoted Wg Cdr Ben Laite was
appointed as the commanding
officer of 208 Sqn, flying
Buccaneer S.2Bs from RAF Honington in
Suffolk. His first flying post had been in
1965 as a navigator on Vulcans. In 1970,
he transferred to Phantoms and, over six
years, was assigned to II(AC), 6 and 41
Sqns. After two tours at Headquarters RAF
Strike Command and an RAF Staff College
course, he took up his post with 208 Sqn.
36
36-41_raf_buccaneerDC.mfDC.mf.indd 36
“As well as all the flying, being CO means
you have to run the squadron: looking
after the aircrews, groundcrews and
engineers, the admin, planning and other
responsibilities,” he recounted. “It was one
of biggest challenges and most exhilarating
periods in my RAF career.”
To ready himself for his return to
flying, Wg Cdr Laite undertook a ten-
week navigator’s refresher course at RAF
Finningley, Yorkshire from February 1981.
After some initial Dominie T.1 sorties, he
concentrated on low-level flights in the Jet
Provost. As he described: “After some time
away from it, I thoroughly enjoyed being
back into low-level visual navigation, relying
on maps and stopwatch.”
On June 16, 1981, he went to 237
Operational Conversion Unit (OCU) at
Honington: “Initially, a few of the OCU staff
seemed a little wary of a squadron CO who
had not flown the Buccaneer before. That
soon disappeared when they saw that I was
experienced in low-level visual navigation,
having previously done so in the Phantom’s
back seat. It was just a change of aircraft,
not role.
“I was asked how the Buccaneer differed
from the Phantom. In the back of the
Phantom, on take-off ‘the boy in front’
engaged reheat and everything happened
very rapidly. It only calmed down again
as we were going through 3,000ft and
350kts. In the Buccaneer, I watched the Air
Speed Indicator as the pilot opened up the
throttles. We slowly went through 60, 70,
80, 90kts with the end of the runway rapidly
approaching and we slowly got airborne.
However, once the Buccaneer was in the air,
we could stay at low level and high speed
for an hour-and-a-half. This was somewhat
longer than the Phantom’s endurance at
low-level.
“The OCU certainly threw their
Buccaneers around more than we did
the F-4s, but it was a steadier ride. It felt
like all my previous Vulcan and Phantom
experience fell into place on the Buccaneer.
AVIATION NEWS DECEMBER 2020
03/11/2020 16:30
 There was a lot to learn, but it was very
stimulating and I was at least used to
flying in a two-man crew!
“In the Phantom, I occasionally
suffered from air sickness, but not in
the Buccaneer. One huge advantage
was that its [Buccaneer] rear seat was
offset to one side of the pilot, so I
could see over his right shoulder. We
got a bit of a view forward to see what
was coming. This was far better than
just being able to look out of the side,
as in the Phantom. [However] I felt the
F-4’s radar in ground attack mode was
far better than the Buccaneer’s.
“Overall, the back of the Buccaneer
had the reputation of being an
ergonomic slum. Many pieces of
equipment had been haphazardly
added to it at different times during its
Main photo: The Buccaneer was in its
element at low level Crown Copyright, MoD
Right: Wg Cdr Ben Late being welcomed
to RAF Lossiemouth by the station
commander, Gp Capt Peter Oulton,
when 208 Sqn moved from Honington to
the northerly base Crown Copyright, MoD
Below: The vast expanses of Canada
provided excellent training for 208
Sqn during a Maple Flag exercise Crown
Copyright, MoD
WWW.AVIATION-NEWS.CO.UK
36-41_raf_buccaneerDC.mfDC.mf.indd 37
career. You needed to have your wits
about you to move your hands to the
right place at the right time, but that
was all part of the challenge.”
Completing his OCU course on
November 27, 1981, Wg Cdr Laite
took command of 208 Sqn in the
neighbouring hangar at Honington.
His new squadron consisted of 15
two-man crews, 120 groundcrew,
ten Buccaneers and three Hunters. “I
got a good handover from Graham
Pitchfork – he loved the Buccaneer
and was really enthusiastic about
it,” Laite said. “I stepped into a good
team. The flight commanders were a
good bunch, all very experienced on
the Buccaneer. Two were former F-4
Phantom crew members as I was.
“I hit the ground running. An early
challenge was to build ‘street cred’
with the existing team. This was
extremely demanding flying and they
wanted to be sure that I was up to
the mark. I soon flew several sorties
with the flight commanders and our
Qualified Rating Examiner. Later my
new regular crew pilot joined me and
we often flew together.”
In January 1982, while he was still
settling in, 208 Sqn underwent its
NATO Tactical Evaluation (TACEVAL).
37
03/11/2020 16:30

Two-seat Hunters were loaned to the Buccaneer squadrons while the latter type was grounded
due to wing fatigue issues. When flying resumed it was decided the Hunters should be
permanently assigned to the units Dr Kevin Wright
A key Buccaneer capability was its wartime
nuclear role. Laite said: “We did all the
required tactical stuff during the week. On
the evening before the TACEVAL’s final day,
we were told to re-arm the aircraft for their
nuclear role and expect ‘Release’ sometime
later – all simulated, of course. We had ten
aircraft ready to go the next day, although the
weather at Honington was terrible. The point
of a TACEVAL was to test our preparedness
for war. So, despite the weather, all ten of us
launched when ordered.”
The nuclear WE177B weapons would
have been delivered using a toss bombing
technique. Flying at low level, a Buccaneer
would have climbed steeply and released
the bomb before turning away and diving
back down to low level.
“On return to Honington from an
excellent sortie, we were told the weather
was below limits but that we could make
one attempt to get in. I was in the lead
aircraft and we made one approach but had
to overshoot and all ten of us diverted to
nearby Mildenhall. But we got the top rating
for the TACEVAL so it worked out.
Ben Laite’s Buccaneer escorting Vulcan B.2 XM571 to Gibraltar to become the station’s gate guard Via Naval Eight/208 Sqn Association
38
36-41_raf_buccaneerDC.mfDC.mf.indd 38
“Dedicated to the low-level attack role,
we had little defensive kit apart from our
Westinghouse ALQ-101 ECM pods. Training
in the UK, we were usually restricted
overland down to a 250ft minimum altitude.
During our normal low-level training sorties
we frequently made a First Run Attack on
one of the east coast weapon ranges, which
were cleared of other traffic for us. We
reached the designated Initial Point and then
ran straight in, dropped our practice bomb
and headed onto the next training target.
We didn’t even wait for a score – they gave
it to us when we got back to base.
“We sometimes added in an airfield
attack which had to be pre-arranged. We
frequently used Coltishall, Marham and
Wattisham, occasionally St Mawgan. Arriving
as two pairs – or a four ship – we ran at low
level straight down their runway, simulating
dropping our weapons, hoping no one had
seen us on an air defence radar. This was an
effective tactic at the time and would have
been even more so if we had a specialised
area denial weapon such as the JP233
available, like the Tornado later used.”
NORWEGIAN
ADVENTURES
Wg Cdr Laite gave an insight into 208 Sqn’s
role if the Cold War had heated up: “Our
wartime assignment was to NATO’s Allied
Forces North [AFNORTH]. We expected
to be deployed to Norway, most likely to
Bodø or Bardufoss airfields, or potentially
Denmark.
“We regularly trained in Norway, a
minimum of two detachments every six
months. Named ‘Furbelows’, we flew
across the North Sea to Norway, did some
low-level work and landed. The following
morning, we completed a 1hr 30min
low-level sortie. In the afternoon, we flew
another short low-level sortie before a
high-level return to Honington.
“During October 1982 we took the whole
squadron to Bodø for a fortnight practising
low-level attack missions within Norway.
It was a different operating environment
to the UK. We had to quickly get used
to the local air traffic arrangements, as
many Norwegian airfields handled mixed
civilian and military traffic. We had some
restrictions but, we could usually fly low
level pretty freely. The biggest danger were
power lines that sometimes stretched
across fjords. We were not used to these, so
we had to be extra-careful.
“During winter, the Norwegians did
not clear the ice from their runways – it
became the runway surface. It made
landings and take-offs quite interesting at
times. On one occasion, a pilot applied the
Buccaneer’s parking brake as he awaited
take-off clearance. He then applied power
and departed for a high-level transit home.
As he touched down at Honington, his two
AVIATION NEWS DECEMBER 2020
03/11/2020 16:30
 main wheel tyres burst because the parking
brake was still on. On take-off from Bodø,
his locked wheels had simply slid over the
iced runway!”
The Buccaneers also had to regularly
practise other skilled manouevres: “We did
a lot of air-to-air refuelling, mostly with
the Marham-based Victors. The Buccaneer
had its own buddy-refuelling capability. We
attached a wing-mounted pod containing a
hose and drogue to refuel other aircraft and
that gave us extra operational flexibility. We
sometimes topped up from a Victor, which Two 208 Sqn Buccaneers on the RAF Honington flightline Dr Kevin Wright
then headed home, and then we buddy-
refuelled the other Buccaneers as required. Conversion Unit were turning out pilots as possible, trying to avoid the F-15s. It
It made it possible for us to vary the way we and navigators. It was decided to use the was amazing and stimulating and we were
mounted attacks and did not always have to Honington Buccaneers in a sort of ‘mop good at it. The F-15 pilots said they could
rely on another tanker rendezvous. up’ operation to give the new crews some see us below them, but were unable to
“Practising low-level fighter evasion continuation training until more Tornados attain firing positions with a firm lock on us
was important for us, too. We called became available. Although a different without their simulated missiles hitting the
Binbrook for the Lightnings, or one of the aircraft, it was a similar role as it involved ground first. The ground-based radars didn’t
Phantom stations, tell them we would be low-level weapons delivery. We didn’t stand a chance. They never saw us until we
in a designated low-flying area at a specific really have enough Buccaneers to do that flew right over the top of them – we were
time and ask if they wanted to put up a effectively, but we just got on with the task. always in their ground clutter.
‘bounce.’ This fighter affiliation training was “As for the move to Lossiemouth, “On our return, we began our
pre-authorised and saw defenders mount eventually the RAF recognised it made maritime training. We started the move to
combat air patrols [CAPs] as they attempted good sense to retain 208 Sqn rather than Lossiemouth and led a three Buccaneer
to intercept us and get into firing positions. effectively creating a ‘new’ unit. When that formation there on July 5, 1983. We took
We kept a lookout for them and scattered was announced, morale went sky high some of our 208 crews from Honington
when we spotted them, re-forming further again. to join former Lossiemouth 12 Sqn crews,
on [the route]. It added excitement and “One of last things we did in the overland who had been intended to form the nucleus
realism to our training. If fighters were not role was ultra-low-level attack training of the re-formed 216 Sqn. Instead, they
available, we used our own squadron’s during a Canadian Maple Flag exercise at provided our core maritime experience
Hawker Hunters. CFB Cold Lake in Alberta. There we got base. Our training was intensive, as we
“When the Buccaneers had been extremely realistic training with opposition learned to fly down to 100ft over the sea,
grounded in February 1980, following an like the USAF’s new F-15As. It seemed a bit relying on our radio altimeters. At that
accident that revealed wing fatigue issues, ridiculous as we were about to switch to altitude and high speed, there was little
the Buccaneer squadrons were allocated the maritime role, but it was such a good room for error.”
two-seat Hunters from the OCU to allow opportunity we couldn’t miss it. 208 Sqn took part in combined navy
limited pilot continuation training; they had “Before going to Canada , prior training and air force Joint Maritime Courses and
some similar flight instrumentation to the required participating crews to successfully were occasionally sent to intercept and
Buccaneers. After the grounding was lifted, complete six sorties over Scotland, down photograph Soviet vessels. These included
we were permitted to retain them, which to the specially authorised 100ft above the a Kirov class cruiser and a Tango class
worked very well. The Hunter’s side-by-side ground. While maritime squadrons were submarine.
seating meant, as a navigator CO, I could cleared down to 100ft, that was over the In 1979, the RAF had acquired a number
get a ride in a Hunter and have a good view sea, not land. of AN/AVQ-23E Pave Spike laser targeting
of how our crews were performing, or do “We set off to Maple Flag in late April pods, to enable the Buccaneer to drop
the bouncing!” 1983 and experienced two weeks of Paveway II laser-guided bombs (LGBs). As
fantastic training, flying as low and as fast Laite explained: “We adapted our Pave
NEW HOME
Almost two years into his command,
Laite received news that the squadron’s
days were apparently numbered: “During
autumn 1982, we were informed [that]
our Buccaneers were to be moved to
Lossiemouth, joining 12 Sqn in the maritime
role on July 1, 1983. The intention was to
move our aircraft there and become 216
Sqn.
“This caused morale at 208 to drop
significantly. By then, I had become
accustomed to being CO of a fantastic
Buccaneer squadron. We started making
arrangements for the move but, as these
progressed, there were delays in the
introduction of the Tornado GR.1 into
squadron service.
“The Tri-national Tornado Training
Establishment [TTTE] at RAF Cottesmore As part of the squadron’s maritime role it was sometimes tasked with photographing Soviet Navy
and Honington based-Tornado Weapons vessels such as this Tango class submarine Crown Copyright, MoD

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 208 Sqn switched to low-level maritime operations in 1983 Crown Copyright, MoD
Spike target designation techniques for
use against ships. It was the navigator’s
task to ‘lase’ the target aiming via a screen
positioned between his knees and a hand
control. This was positioned awkwardly,
slightly behind your right elbow! It was
quite tricky to use, especially when the
Buccaneer was pulling 2-3g. We learned to
use the Pave Spike equipment as part of our
squadron weapons training.
“For ship attack profiles, we often used
a six aircraft formation, working in threes,
running in at low level. We headed towards
a predetermined position to pick up final
instructions from a controller on board a
Nimrod maritime patrol aircraft. Closing
in, we activated our Blue Parrot anti-ship
radar. Two of the six Buccaneers were
‘Spikers’, carrying the laser designation
equipment. Closing at 100ft and 540kts at
15 miles from the target, we performed a
‘banana split’, as everyone turned outwards
and adopted slightly different headings –
three to the right and three left, holding the
heading for 45 seconds. Then the two pairs
of bombers turned back towards the target
vessel, while the two ‘Spikers’ continued
turning away but maintaining laser
illumination of the ship. The bombers all
arrived from different directions and gave
the ship multiple, simultaneous threats.
The Spikers continued lasing the target,
while the other Buccaneers pulled up and
each released their four 1,000lb LGBs and
made a rapid exit.
“It was a risky tactic and probably would
have led to heavy wartime losses. This was
an interim tactic pending introduction of
the Sea Eagle missile, which arrived in 1985,
just after I left 208 Sqn.”
In the midst of 208’s role change,
conflict erupted in Lebanon again. On
40
36-41_raf_buccaneerDC.mfDC.mf.indd 40
September 8, 1983, with Wg Cdr Laite as
detachment commander, six Lossiemouth
Buccaneers and crews deployed to
RAF Akrotiri on Cyprus for Operation
Pulsator. They provided a quick reaction
air support capability for a small British
Army contingent in Beirut, part of a
multinational force temporarily operating
in Lebanon. On September 11, two pairs
of Buccaneers, working in co-ordination
with the aircraft carrier USS Dwight D
Eisenhower, mounted the first low-level
‘show of strength’ flights over Beirut. For
these 40min missions, the Buccaneers
were fitted with ALQ-101 pods, AIM-9
Sidewinder missiles, designator pods
and four 1,000lb LGB retard bombs in
their internal bomb bay, as well as chaff/
flare dispensers for extra protection. The
operation lasted until March 26, 1984,
when the Buccaneers returned home,
having flown 734 hours on Pulsator-
related missions but no operational attack
sorties.
In April 1984, 208 Sqn was on Gibraltar
and training in its maritime attack role. The
following month, on May 9, Ben Laite and
another Buccaneer flew a unique mission
escorting an RAF Vulcan on its final flight
to the island. Piloted by the Gibraltar air
commander, it became the airfield’s gate
guard.
Wg Cdr Laite handed over command
of 208 Sqn to Wg Cdr J A Ford on July 6,
1984. He retired from the RAF as an Air
Commodore in 1998, after tours as the
Director of RAF Cranwell’s Department of Air
Warfare, the Station Commander of RAF St
Mawgan, Assistant Commandant of the RAF
College and a final appointment as Deputy Gibraltar was a frequent training
Director of the Personnel Management location for Buccaneer maritime
Agency for Officers and Airmen Aircrew. operations Crown Copyright, MoD
AVIATION NEWS DECEMBER 2020
03/11/2020 16:30
 A line up of 208 Squadron Buccaneers. Ben Laite
commanded the unit from 1981 to 1984 Key Collection

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 RAF SPECIAL

Hitting the Mark

10SqnVC10s

The RAF’s air transport fleet of VC10 C.1s became

dual-purpose tankers in the 1990s, adding aerial refuelling
to the roles of 10 Sqn. Dr Kevin Wright talks with Gp Capt Tony
Gunby (ret’d) about his tour as the squadron’s commanding officer

G
p Capt Tony Gunby took
command of 10 Sqn on July 5,
1999. His previous experience
included tours as a Navigator
(Plotter) on Victor tankers with 57 Sqn
at RAF Marham, including deployment
to Ascension Island during the Falklands
Conflict in 1982. He completed successive
tours as a navigator on Vickers VC10 K.2
and K.3 tankers with 101 Sqn at RAF Brize
Norton, followed by a spell as a navigator
instructor with 241 Operational Conversion
Unit, the VC10 tanker training unit, in 1989-
90. He returned to the Victor force from
1990-93, including the 1991 Gulf War, as
navigator/flight commander on Victor K.2s
with 55 Sqn.
Although familiar with the VC10, Tony
was new to the main part of the squadron’s
role. As he explains, the squadron’s activities
were divided between the air transport and
air refuelling tasks: “I had no experience
in the air transport role – that was quite
a change for me – aerial refuelling was
second nature. [As] probably one of the
largest RAF squadrons, we always had
aircraft scattered around the world on
various tasks, a real 24/7 operation. We had
approximately 145 flight deck and cabin
crew, plus more than 200 groundcrew.
“Our C.1Ks carried a flight deck crew
of four: pilot, co-pilot, navigator and air
engineer, plus up to six cabin crew and
perhaps two groundcrew. The VC10 was
really designed and operated around
the air engineer’s station from a systems
perspective. As a navigator I was more
involved in operating the VC10 as a ‘system,’
rather than pure navigation. The navigator
led completion of performance calculations
for rotation, take-off speeds and so on,
checked by the pilot, and the navigator also
led the mission fuel planning. [It was] very
different from the Victor, where that was all
done by the pilots. We became familiar with
the air engineer’s panel, to help monitor
aircraft systems when he was concentrating
on air refuelling.
“The squadron had its own autonomous
engineering arrangements at RAF Brize
Norton, which operated around the clock,
generally with eight to nine aircraft available
at any single time. The deep servicing was
done at RAF St Athan, with all the other
work done by our station engineering staff
or squadron engineers. The C.1K was over
30 years old when I joined 10 Sqn and a
reliable aircraft. It didn’t really seem to like
sitting out in the cold and wet, but once
it got going and kept going, it proved very
reliable. We did find towards the end that
the supply of spares was occasionally
an issue, but it was a great workhorse, a
fantastic aircraft throughout its career.”
AIR TRANSPORT
Tony describes the various missions of the
squadron: “In the air transport role we flew
a combination of passenger and freight
missions, and made use of the large freight
door on the left-hand side of the aircraft.
We sometimes flew in the aeromedical
evacuation role, where the aircraft could
be partially or completely configured to
carry up to 78 stretchers, including critical

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care patients. Our VIP transport function
had been formally withdrawn by the time I
became CO. We no longer flew members
of the royal family, but occasionally carried
senior government ministers, although that
did not happen too often. When I took over
it was mainly air transport, aeromedical,
some VIP work, with about one-third of the
squadron crews qualified to do air refuelling.
During my time all the flight crews became
qualified in both the air transport and air
refuelling roles.
“Our air transport missions were a
combination of regular trooping and
one-off flights. The regular journeys
included trooping flights to RAF Akrotiri on
Cyprus and flying to and from Belize, via
a 90-minute fuel stop and crew change
at Washington-Dulles airport on the
US eastern seaboard. We regularly flew
to Northern Ireland and supported the
British Army on the Rhine. For exercises
in Germany we went into airports like
Hannover or military airfields including
RAF Gütersloh and RAF Wildenrath. We
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42-46_raf_vc10DC.mfDC.indd 43
moved troops to Calgary in Canada, where
the Army trained on the Suffield Ranges.
We were just on the back end of NATO
operations in Kosovo and regularly flew
troops into Pristina and sometimes Skopje.
For the vast majority of time we flew a fully
seated arrangement, able to carry up to
150 people. That would only be changed
for those flights where seats were removed
to make way for specific items of freight
on a particular task. Around our routine
commitments we fitted in the one-off
activities. Our air transport and air-to-air
The squadron’s VC10s were fitted with two wing-mounted refuelling pods for the tanker role
AirTeamImages.com/Bill Blanchard
Above: Tony Gumby, commanded 10 Sqn
between 1999-2002 Via author
Main photo: The VC10 could refuel a wide
variety of UK and NATO aircraft. This included
the Sea Harrier FRS.1, which could be fitted
with a detachable in-flight refuelling probe
Crown Copyright/Sgt Rick Brewell ABIPP
refuelling tasking was managed by HQ No
2 Group, as was that for [tanker units] 101
and 216 Sqns, and on the occasions we had
aircraft not tasked in that way, we generated
our own training sorties for crew conversion
and currency.
“Outside the normal routine, when I
took over we had two aircraft and crews,
based at Incirlik [Turkey] supporting the
Northern No-fly Zone over Iraq, a near-
permanent deployment. Our work was
driven mainly by the air transport demands,
but the trick was always to have sufficient
aircraft available to do at least enough
tanking to keep our own crews current.
Balkan operations rolled into post 9-11
missions and then Iraq from 2003. The
pace of operations never let up. There was
always something going on that required
air transport.”
TANKING DUTIES
Since entering RAF service in 1966, 10
Sqn C.1s had always operated in the air
transport role. In the early 1990s the
demise of the Victor tanker force, ongoing
operations over Iraq and the Balkans saw
the demand for air refuelling increase
markedly. Tony recalls: “There were a lot of
frontline fighter and attack squadrons that
needed to maintain air-to-air refuelling
currency.” With just 101 Sqn’s VC10Ks and
216 Sqn’s TriStars, which operated in the
split tanker/transport role, the decision was
taken to add a tanker capability to the 13
remaining air transport VC10 C.1s.
43
03/11/2020 15:21
 The VC10 could receive fuel as well as dispense it, as demonstrated by this C.1K plugging into another on a sortie in 2002 Jim Winchester
The conversion involved wing-mounting
two FR Mk 32 refuelling pods. The work was
contracted to FR Aviation at Bournemouth
by British Aerospace. They installed the
pods and strengthened the aircraft’s outer
wing sections to take the additional weight.
Extra fuel lines were fitted and four new
pumps were added to move fuel from the
main tanks to the refuelling pods. Additional
cockpit instrumentation was installed at
the air engineer’s position, to monitor and
observe refuelling operations. The first
aircraft converted was XV101, re-designated
the C.1K, which took to the air in June
1992 and the programme completed when
XR808 was delivered in October 1996.
From 2001, the VC10 was heavily involved in the UK’s Afghanistan and Iraq operations, in both
the tanker and transport roles. This C.1K was photographed at an undisclosed location in the
Middle East Crown Copyright/Sgt Laura Bibby/RAF
44
42-46_raf_vc10DC.mfDC.indd 44
Tony describes the merits of the type for
aerial refuelling: “The VC10 had long proved
itself as a tanker aircraft with 101 Sqn. It was
popular for refuelling as it was a very stable
platform, with no particular problems with
air turbulence behind the hoses – that’s
regarded as a solid tanker asset. Ideally for
the tanker mission you want an aircraft that
has a low fuel burn, so it has more to give
away. The VC10’s four Rolls-Royce Conway
engines were essentially the same as in the
Victor tanker: powerful, but quite thirsty.
They enabled high speeds, but at a cost.
There was always a balance to be struck
between speed, how far we needed to travel
and how much we needed to give away.
“The C.1Ks had a smaller fuel load to
give away, because we never had cabin
tanks fitted. For a routine mission we
might meet up over the North Sea and
offload fuel. As we carried less fuel than
the full VC10K tanker variants it just meant
we didn’t stay on station as long, or were
able to offload our fuel in a shorter time.
It simply meant that, when planners
were putting together air-refuelling
tasks, [this] was taken into account. The
longest-range refuelling deployments
were perhaps done most efficiently by the
TriStar, but they were only able to refuel
one aircraft at a time; the VC10s had
smaller fuel loads but could refuel two
receivers at once. That gave extra options
to the mission planners dependent on
what was needed in terms of destinations,
routes and the time of year.
“Once the wing-mounted Mk 32
pods were fitted, there were few other
differences between the tanker VC10Ks
and our C.1Ks. From an operator’s point
of view, when refuelling, the only major
difference was that we didn’t have the
centreline-mounted Hose Drum Unit.
There was an underfuselage-mounted,
rearward-looking camera, exactly the same
as on the VC10Ks. It was a low-visibility
device, so we could do night work and
see the receiver’s anti-collision lights,
albeit all in shades of green light. Operated
by the air engineer, the camera looked
left and right to see aircraft on either
wing or behind us. Internally, there were
a few differences with instrumentation.
Originally the 10 Sqn C.1s used imperial
AVIATION NEWS DECEMBER 2020
03/11/2020 15:21
 measurements on most of its fuel load
instrumentation, but by my time it had
become all metric.”

REFUELLING RECEIVER
The squadron’s VC10s could receive as
well as give, as Tony explains: “The C.1Ks
were equipped with a nose refuelling
probe to refuel from other VC10s and
the TriStars. We used exactly the same
techniques when we were the receiver
aircraft. The tanker flew a stable altitude,
heading and speed and, once in visual
contact, the receiver aircraft flew
alongside and slightly below it, in close
formation. When instructed by the tanker,
the receiving aircraft dropped down and
behind it and used visual references on the
tanker’s underside to position itself 20 to
Sometimes known as ‘Bob’, VC10 XR808, shows off the small 10 Sqn fin badge. The squadron’s
30 feet behind the trailed refuelling hose.
motto is ‘To Hit the Mark’. This aircraft is today displayed at the Royal Air Force Museum Cosford,
Maintaining altitude and speed, the receiver Key Collection
aircraft, once cleared, closed up until
its refuelling probe engaged the drogue we also began to split the Falkland Islands was very much land of the midnight sun.
basket. The hose was flexible and held in tanker task with 101 Sqn. They provided a Our crew even made a visit to Santa Land
aerodynamic balance. Once in contact, the VC10 tanker and we provided a crew for one afternoon!”
receiver aircraft pushed the hose a few feet agreed periods, another part of the reason
further, [which] opened a valve and the fuel we made sure all our crews were cross DESERT OPS
flowed. On completion, the manoeuvres qualified on the K variants. However, everything was about to change,
were reversed and the receiver returned to “In August 2001, we flew a single says Tony: “The following month, a major
a position alongside and slightly below the VC10 to Rovaniemi in Finland and UK MOD exercise, Saif Sareea II [Swift
tanker, then he peeled away as necessary. refuelled 20(R) Sqn Harriers along the Sword II], was about to get underway in
“Towards the end of my time it had been way for Exercise Lone Kestrel. As we got Oman. It required a tanker detachment to
decided that aircrews should cross-qualify closer, we were joined by the Finnish operate from Muscat, which I was due to
to enable crews from each squadron to fly Air Force Hornets and a Hawk, which head for a number of weeks. Two weeks
the other squadrons’ aircraft. We even got took photographs. We spent four or five before it started, 9-11 happened. The
to the point of flying mixed crews. There days there and flew local air refuelling exercise continued, but now I found myself
might be, say, a pilot and co-pilot from sorties to requalify the Finns to in-flight commanding a detachment with crews and
our squadron with the navigator and air refuelling. They did not have any tanker aircraft from both VC10 squadrons, plus
engineer from 101 Sqn, for example. It just capability of their own, so it was quite a TriStar. They supported Swift Sword and
gave us more flexibility to deal with the a big thing. Rovaniemi is well inside the early air operations over Afghanistan, the
ebb and flow of tasking. Around that time Arctic Circle and at the height of summer operational highlight of my tour.

A memorable mission for Tony Gunby was taking a VC10 to Finland in August 2001 for Exercise Lone Kestrel with Harriers. En route they were met
by Finnish Air Force Hornets Finnish Air Force

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The grey colour scheme replaced the old VIP-style livery on VC10s in the late 1990s, with XV101
being repainted in 1999 Key Collection
“Our VC10s were fantastic planes to
go away with. We had a flight deck crew,
a cabin crew and sometimes we took our
own ground crew, so we were very much
an autonomous, largely self-sustaining unit.
Our VC10s were essentially airliners, so we
confidently accessed a lot more airfields
than was possible in most other purely
military aircraft. For instance, we always
knew the passenger steps would come to
the right height.
“Having an aircraft with the legs to
cross the Atlantic or do long trips without
intermediate stops was always great. I
tended to fly about four to five times a
month, probably about half [the amount
of] other navigators on the squadron. I
also tended to do the ‘day trips’ to Cyprus,
or Pristina and back in a day, rather than
be involved in longer trips and away for
three or four days. Flying down-route was
always a great highlight for me, going away
with a small team of people and getting
the job done. Having command of a
squadron that was large in terms of people
and fulfilling such a diverse range of roles,
46
42-46_raf_vc10DC.mfDC.indd 46
spread all over the world at any given time
was daunting. But I always felt comfortable
with it because I had great confidence that
our crews could successfully operate far
away and complete their tasks. They were
all professionals, focused on completing
the task.”
Tony relinquished command of 10 Sqn in
February 2002 and moved to staff posts in
the UK, Australia and NATO HQ in Belgium,
before formally retiring in 2012. No.10 Sqn
disbanded on October 14, 2005, to become
the RAF’s first Airbus Voyager unit when it
re-formed on July 1, 2011.
VC10s OF 10 SQUADRON
An order for five Model 1106 VC10s for the
RAF was placed in September 1961, with
subsequent orders for nine more, all of which
were designated VC10 C.Mk1s. The first C.1
flew on November 26, 1965, with service
deliveries direct to 10 Sqn beginning in July
1966 and completed in August 1968. They
had the same wings, a fin-mounted fuel tank
and other features of the civil Super VC10, but
retained the original shorter fuselage. There
were differences for the military version which
included thrust reversers on the outboard of
its four rear-mounted Rolls-Royce Conway
Mk 31 engines, a tailcone-mounted auxiliary
power unit that provided ground electrical
power and compressed air for main engine
starting. The passenger/cargo cabin had a
specially reinforced floor, was fitted with up to
150 aft-facing military-style seats, a large side
cargo door and provision for being in-flight
refuelled. From 1968, all 14 VC10 C.1s carried
the names of Royal Flying Corps and RAF
Victoria Cross holders.
Below: The first VC10 C.1 to be converted
to tanker/transport configuration was
XV101 Key Collection
In the twilight of the type’s career, VC10 C.1K
XV104 just prior to touching down at RAF
Brize Norton AirTeamImages.com/Steve Flint
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 RAF SPECIAL

RAF Poseidons
UK Maritime Patrol Reborn
In August the RAF’s newest maritime patrol aircraft flew
its first operational missions to investigate a Russian warship
moving through the North Sea. Tim Ripley reports on the
entry to service with the RAF of the Boeing Poseidon MRA1

A
s first operational missions go it
was a gentle baptism of fire. A
Russian corvette, the Vasily Bykov,
had entered the North Sea and
120 Sqn was tasked with finding the ship. A
Poseidon was launched from the squadron’s
temporary base at Kinloss Barracks in Moray
on August 3 and in less than an hour the
Russian ship was in view. For several hours
the RAF jet shadowed the Vasily Bykov
before returning to the Scottish base.
A week later, 120 Sqn found itself
called into action again in very unusual
circumstances. During the summer,
migrants were attempting to cross the
English Channel in ever-increasing numbers
in inflatable boats. By early August, the
Border Force asked for military help to
monitor the stretch of sea between England
and France. The first aircraft on patrol on
August 10 under the so-called Operation
Devran, was an Atlas C1 transport, which
was on alert as the national standby aircraft
at RAF Brize Norton, Oxfordshire – its
crew had little in the way of surveillance
equipment, save for some binoculars. A
more capable type was needed so, on
August 12, a Poseidon was launched from
Kinloss to fly up and down the Channel. The
RAF was now back in the maritime patrol
game after a ten-year capability gap. It was
fitting that 120 Sqn flew its first missions
from the former RAF Kinloss, which is now
Main photo: The first Poseidon MRA1 for the
RAF, Pride of Moray (ZP801) touched down at
Kinloss Barracks, Moray on February 4 after
flying from NAS Jacksonville, Florida Sgt Ashley
Keates, RAF/MOD Crown Copyright 2020
an army base and where the last Nimrod
MR2s served until their retirement in March
2010. The runway and other airfield facilities
were retained at Kinloss Barracks to allow it
to act as temporary operating site for RAF
Lossiemouth in emergencies.
The ordering of the Poseidon had its
origins in the November 2015 Strategic
Defence and Security Review, which
recognised that the lack of maritime patrol
aircraft (MPA) was a key capability gap that
needed to be addressed. Plans to buy nine
Poseidon aircraft for the RAF were given
the go-ahead by then Prime Minister David
Cameron and by the following March the first
approvals for the programme were received
from the US Defense Security Co-operation
Agency (DSCA). The route was now clear for
the new aircraft to be exported to the UK.

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 NEW
REQUIREMENT
The formal title of the
project is officially UK
Persistent Wide Area
Surveillance – Maritime
(PWAS-M), and it was
needed to meet an “urgent
anti-submarine-warfare-
driven requirement”.
The target for an initial
operational capability (IOC)
of two aircraft was set
for April 2020 to deliver
Poseidons with both anti-
submarine warfare (ASW)
and anti-surface warfare
(ASuW) capabilities.
Procurement activity
accelerated in March 2017 when the first
contracts for production of aircraft for the
United Kingdom were placed as part of a
batch of 17 for the US Navy. The delivery
schedule envisaged all nine aircraft being
delivered between the spring of 2020 and
early 2022.
By opting to take the Foreign Military
Sales (FMS) procurement route the United
Kingdom aimed to gain the benefit of
access to US Navy expertise in P-8A
procurement and aircraft acceptance
procedures. The US Navy’s aviation agency,
Naval Air Systems Command or NAVAIR, is
essentially acting as the United Kingdom’s
procurement organisation for the project
by running the contracting with Boeing
and other suppliers and then assessing
whether the finished aircraft meet the
required specifications.
The FMS route, however, comes at a
cost. It also locks the United Kingdom
into buying aircraft that are built to US
Navy specifications and accepting that
NAVAIR will effectively remain the design
authority for the P-8As. Any incorporation
of UK-requested equipment will require
the agreement of NAVAIR and the United
Kingdom will have to pay the command
to carry out and supervise testing and
evaluation of it.
So far the United Kingdom has not
requested any major modifications
to its aircraft, except
for some UK-specific
cryptographic elements in
the communications systems
and the application of RAF
roundels on the fuselage and
wings. This also has the benefit
of speeding up the delivery
of the aircraft to meet the
timelines set by the RAF.
MARITIME
PATROL
TRADITION
The RAF has a long history of maritime
patrol operations notably in World War
Two when Coastal Command played a
key role in defeating the German U-Boats
WWW.AVIATION-NEWS.CO.UK
48-52_raf_poseidonsDC.mfDC.mfDC.mfDC.mf.indd 49
In addition to two pilots the mission crew of
the Poseidon usually consists of two Weapons
Systems Officers (WSOs), and four Weapons
Systems Operators (WSOps) SAC Aeris Finney/
MOD Crown Copyright 2020
during the Battle of the Atlantic. During
the Cold War RAF Nimrod crews regularly
won plaudits for their anti-submarine
warfare (ASW) skills. RAF crews won
the UK-Canada-New Zealand-Australia
Fincastle Trophy ASW skills competition
18 times out of the 43 occasions it was
held up to 2008. Bringing the Poseidon
into service will require different skills
to those perfected by the old Nimrod
community, however, with RAF officers
involved in the Poseidon programme
repeatedly telling audiences: “This is not
a new Nimrod.”
The Poseidon boasts many of the
traditional features of an MPA, including
the ability to launch and control
sonobuoys to find and monitor submarines
and other underwater threats. It features
an AN/APY-10 surface surveillance radar
and forward-looking infrared sensor turret
and can be armed with Mk 54 Lightweight
Hybrid Torpedoes (LHTs) and AGM-84
Harpoon II anti-ship missiles. The aircraft’s
mission systems are fully digital, allowing
wide area surveillance and enhanced
network connectivity with other air, land
and naval assets.
The fourth Poseidon MRA1, ZP804, has been
named Spirit of Reykjavík in honour of the
role played by the Icelandic capital and its
people in enabling the Allied victory during
the Battle of the Atlantic MOD Crown Copyright
2020
Two RAF squadrons
will be re-formed
to operate the UK’s
Poseidons; the first, 120
Sqn stood up in April 2018
under Wg Cdr James
Hanson, while the second
unit, 201 Sqn, will follow
in 2021. Both of these
operated the Nimrod MR2
before the aircraft was
retired from service and
have a strong tradition of
maritime patrol stretching
back to the Coastal
Command days.
The first RAF frontline
crews and maintenance
personnel entered training
at the US Navy Poseidon ‘schoolhouse’
at NAS Jacksonville in Florida in January
2019. That month 38 members of 120 Sqn
arrived to begin operational conversion
training. This included the first fully formed
UK crew to undergo training in the US, with
previous RAF personnel being instructed at
Jacksonville as individuals seconded to US
Navy units under Project Seedcorn to gain
experience of the Poseidon. Seedcorn was
initiated after the scrapping of the Nimrod
MR2 and its successor, the Nimrod MRA4, in
a bid to retain vital maritime patrol skills and
expertise in the RAF by posting personnel
to the US Navy, Royal Australian Air Force,
Royal New Zealand Air Force and Royal
Canadian Air Force MPA units.
The ramp-up of the UK Poseidon
instructional effort will initially take place
within the US Navy conversion organisation
at Jacksonville, but the intention is to move
the Poseidon training organisation to the
UK in late 2021 following the installation
of a set of simulators at the Poseidon main
operating base at Lossiemouth. A flight
within the UK Intelligence, Surveillance,
Target Acquisition, and Reconnaissance
(ISTAR) training unit, 54 Sqn, is to be set
up to run the training organisation at the
Scottish airbase. No.206 Sqn (formerly a
Nimrod unit) is the RAF’s heavy aircraft test
and evaluation squadron and has been
flying some Poseidon sorties.
Eventually the aim is to
have 18 Poseidon aircrews to
operate its nine aircraft when full
operational capability is declared
in 2024. All the RAF crews will
eventually comprise RAF and
Royal Navy exchange personnel,
the latter in particular drawing
on ASW expertise from the
navy’s AgustaWestland Merlin
HMA2 squadrons.
A NEW FLEET
The start of UK Poseidon operational
conversion training was a major milestone in
the RAF programme to regenerate an MPA
capability, running in parallel with assembly
work starting on the first UK aircraft.
49
09/11/2020 15:14

The first two aircraft were handed over
to the RAF at NAS Jacksonville in Florida
before flying to the UK. The remaining
seven UK aircraft will be delivered from
Boeing in Seattle to Lossiemouth. The first
two UK Poseidons operated from Kinloss
Barracks until work on the runways and
operating surfaces at RAF Lossiemouth
were sufficently advanced in October 2020
to allow them to move to their permanent
home. New facilites are also being built on
the latter base to support operating the new
type – more on this later.
The first UK Poseidon, ZP801, now
named Pride of Moray, was handed
over to the RAF in October 2019 and it
flew to Kinloss on February 4, 2020. The
second aircraft, City of Elgin, arrived the
Using the Poseidon’s large observation windows, two WSOs look for vessels in the English
Channel during an Operation Devran mission, assisting the UK Border Force on August 12 SAC
Aeris Finney/MOD Crown Copyright 2020
50
48-52_raf_poseidonsDC.mfDC.mfDC.mfDC.mf.indd 50
following month and the third, Terence
Bulloch DSO* DFC* (in recognition of the
pilot who made the greatest number of
attacks against submarines in the Battle
of the Atlantic) flew to RAF Lossiemouth
on October 14. The fourth, ZP804 Spirit
of Reykjavík is named in honour of the
role played by the Icelandic capital and
its people in enabling the Allied victory
during the Battle of the Atlantic. The
introduction of the long-range B-24
Liberator and a new airfield, seaplane
base and refuelling port at Reykjavík
which extended the range of RAF aircraft
and Royal Navy escort vessels had an
almost immediate effect as the German
submariners lost their immunity from air
attack in the North Atlantic air gap. No.120
The first operational mission for the RAF
Poseidons was shadowing the Russian
corvette Vasily Bykov in the North Sea on
August 3, assisted by II (AC) Sqn Typhoons
MOD Crown Copyright 2020
Sqn flew missions from what was at the
time called RAF Reykjavík.
Aircraft ZP804 flew direct to RAF
Lossiemouth from Boeing Field on
November 3 and is to be followed by
the fifth aircraft by the end of 2020. The
manufacturing of latter aircraft was moving
apace in the autumn of 2020 with it
moving out of Boeing’s assembly facility
at Renton and heading to Boeing Field in
September for final testing before delivery.
This aircraft is named Fulmar in a tribute
to Lossiemouth’s time as the Fleet Air Arm
base HMS Fulmar between 1946 and 1972.
All the Poseidons will bear names linking
them to the Moray area, RAF Lossiemouth
or have a historic significance to the RAF
maritime patrol community.
It is expected that the last four aircraft
will fly directly from Seattle to Lossiemouth
in 2021, with one arriving by the end of
June, two by late October and the final one
by year’s end.
STRATEGIC FACILITY
The RAF Poseidon programme includes not
just the procurement of the aircraft but also
encompasses the training for aircrew and
ground maintenance personnel, as well as
support infrastructure at the Poseidon main
operating base of RAF Lossiemouth.
This project is part of the wider
Lossiemouth Development Plan, which
is being managed by the UK Defence
Infrastructure Organisation (DIO). The new
Poseidon Strategic Facility is scheduled for
completion by the end of 2020 after the
then Defence Secretary Gavin Williamson
cut the first turf there in an event on April
19, 2018. It will include a tactical operations
AVIATION NEWS DECEMBER 2020
09/11/2020 15:14
 The first RAF Poseidon was escorted into
Kinloss by a pair of Typhoons, which were
also using the base while runway and airfield
work was ongoing at Lossiemouth Sgt Ashley
Keates, RAF/MOD Crown Copyright 2020

centre, facilities for an operational

conversion unit, squadron accommodation,
training and simulation facilities, and a
three-bay aircraft hangar.
The 355,209sq ft Poseidon Strategic
Facility was formally handed over to
the DIO by the building contractor,
Robertson Northern, in July 2020 to allow
subcontractors to begin installing specialist
equipment. The dedicated simulation
centre will house simulators for the flight
deck crew and for rear-cabin mission
crew. These are being supplied under the
umbrella of the FMS contract and involving
NAVAIR, Boeing, and OFT supplier CAE.
This capability is considered essential to The initial two Poseidons flew into RAF Lossiemouth for the first time on October 13, followed
enable the RAF to maintain the training of the next day by the third, flying direct from the US. City of Elgin (ZP802) is seen here on the
its rear-cabin crews in ‘wet skills’ without newly refurbished main runway with the new Poseidon hangar in the background Sgt Ashley
incurring the costs associated with using Keates, RAF/MOD Crown Copyright 2020

WWW.AVIATION-NEWS.CO.UK 51

48-52_raf_poseidonsDC.mfDC.mfDC.mfDC.mf.indd 51 09/11/2020 15:14

 live sonobuoys; dropping a full load of
sonobuoys from a Poseidon could cost
more than £100,000, so as much ASW
training as possible needs to be carried out
virtually. In August 2020, the first OFT was
flown to Glasgow Prestwick Airport from
Orlando, Florida on an Antonov An-124. It
was then moved by road to Lossiemouth.
Mark Corden, the project manager for
training in the Poseidon delivery team at the
Defence Equipment and Support (DE&S)
procurement organisation, said: “The
simulators provide training specifically for
the pilots who will be flying the Poseidon
fleet. They also have the compatibility to link
up with the mission simulators used by the
rear crew, allowing them to train together.”
Two operational flight trainers (OFTs)
and two rear-crew weapons tactics
trainers (WTTs) simulators will eventually
be installed in the new strategic facility at
Lossiemouth, as well as part-task mission
An aerial view of the new Poseidon Strategic Facility at Lossiemouth, which has space for three
of the aircraft, plus simulators and squadron facilities Flt Lt Iain Bright/MOD Crown Copyright 2020 crew trainers, virtual maintenance trainers
and electronic classrooms.
The facility’s large hangar is to be
managed by Boeing in its role as the primary
support provider for the RAF Poseidon fleet.

GROWING THE FLEET

The arrival of the remainder of the aircraft
over the next year or so will allow the
Poseidon Force to build up to its full
establishment of personnel. Once fully
manned and trained, RAF Poseidons will begin
to take on more ambitious missions, including
the live tracking of Russian submarine activity
The newest of the RAF’s Poseidons, Fulmar (ZP805) landing at Boeing Field after its maiden
in the North Atlantic and further afield.
flight from Renton on September 19. Note the fin cap containing the Inmarsat satellite
Integration with Royal Navy operations,
communications antenna, is not yet fitted Joe G Walker
including working with the new Queen
Elizabeth-class aircraft carriers, surface ships
and submarines, will follow quickly to allow
UK military commanders to fully exploit the
Poseidon’s capabilities. The type will also
be on call to assist in complex search and
rescue operations near the UK’s coasts.
In the medium to longer term, the RAF is
expected to follow the US Navy’s roadmap
for enhancing the Poseidon and its
weapon systems. Although hit by technical
problems, the US Navy is still aiming to
eventually field high altitude-delivered
sonobuoys and torpedoes.
The US Navy has installed the Raytheon
APS-154 Littoral Surveillance Radar System
(LSRS) on a handful of its aircraft to give
the service a wide-area overland capability,
similar to that on the USAF’s Northrop
Grumman E-8 Joint STARS or the RAF
Raytheon Sentinel R1. The RAF is planning
to retire its five Sentinels in 2021, leaving
a capability gap that the Poseidon could
potentially fill. As yet no firm plans have
been announced by the RAF to procure this
new radar.
The UK’s maritime patrol capability gap
that opened with the retirement of Nimrod
MR2 in 2010 is now being closed. For the
The recently re-opened main runway at RAF Lossiemouth has been resurfaced and strengthened foreseeable future, the RAF’s new lord of the
to cope with the Poseidon. The apron on the right of this photo has also been expanded for use sea will be patrolling around Britain’s coasts
by the new type Flt Lt Iain Bright/MOD Crown Copyright 2020 and also further afield.

52 AVIATION NEWS DECEMBER 2020

48-52_raf_poseidonsDC.mfDC.mfDC.mfDC.mf.indd 52 09/11/2020 15:14

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drow author
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the Gloster Meteor, which Horton graduated onto the Supermarine Spitfirefeaturing
in June such 1949,a
Written by: Andrew Thomasiht fo snigirosubject
sentered dehsilbof upAppendix
-fles eht ,One, yhparwhichgopyt roles. Further chapters cover single volume
service after training on the de Havilland Tiger Moth and North American
Price: in July 1944 and is shown
£13.99 rehtien tub ,tdebunksnerappasome yletaimythsdemmiabout era koob the anatomy of the Su-25 and
Harvard. Moving on from SEthe EHTlarge
CAMerlin-engined FO topic TFA Mk
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ecnellecThe xe emain ht monarrative
rf stcarted its peacetime service, followed in scope, dealing onlyaccumulated
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footage. It is noted that British Osprey is number 122 in its the majority of his Spitfi TreS E W
hours H T
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land-based combat aircraft18,
PR.Mk 19 andA E R
FR.Mk I FTIPfor S–
fo sriomem econtinues ht sesirpmwith oc ythe llaitn Trident
esse hand cihw by very enlightening accounts
acclaimed Aircraft
jet aircraft could have entered of the Aces series and the both of them Griffon engined. Photographic 5 4 - 4 4
reconnaissance 9 1 E P O R
becameUE
.not roH t rethe blA extinction
tolip rethgof fi ethe
croF company
riA layoR of its actions and tactics over example. A lengthy appendix
fact
service that it is written by RAF authority Andrew Thomas, with cover his speciality and Horton was posted to the Middle East with k
208 o oB
,949by 1 e1939
nuJ nifi offi tipS eniramrepuSname
erficialdom eht oin tnthe
o de1960 taudamergers.
rg not roH By Afghanistan and on to the various details the Air Order of Battle for
artwork
had by Mark Postlethwaite
whole-heartedly supported and colour
then profi
a totallesof by46,000
Chris Thomas,
aircraft had Squadron.
limited wars during the fi nal days thesafimxed-wing
ohT wercombat dnA :ybaircraft nettirW
naciremA ht roN dna htoM regiT dnalliv H ed eht no gniniart retfa
all underproject.
the careful editorial guidanceborne of Tony Holmes, will add up toa HisSovietwas aUnion fascinating time, for theofRAF bothwas transitioning99.31£to:ejets cirP
dWhittle’s
etalumucca eh ,There 61 kMare demanynigne-nilreM eht m the orf‘DH’no gdesignation
nivoM .dravand raH of the and beyond. sides on representative
recommendation
squandered enough for many readers. and he made the change from piston power to the Gloster Meteor
,81 kM.Rdreams F dna 9in1 this RP eht no swhole
kM.story, ruoh epage rfitipSissdevotedih fo ytiro tojaamlongeht These include the Georgian 221 rebmyears
sti ni civil un si of yer1955,
psO m 1965,
orf e1975,
ltit weand n sihT
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than he was
etold
macwitheb ewrycnashumour
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er cwithout enthe ignecompany’s
noffirG meaviation ht fo htob wars, confl ict in Tajikistan eht dna seire1985. s secThe A ehmain t fo tfatextrcriA demialcca
excellent by
bitterness firstitsvolume.
engaging Dealing
subject. with thefi Supermarine
rsts. This limited Spitfi
print re(200
in its permitted
the two to in thewars,
Chechen Meteor. along Horton gives some engaging
personal recollections
reminiscences of
802 htiw tsaE elddiM eht ot detsop saw not roH dna ytilaiceps sih revoc htiw ,samohT werdnA ytirohtua FAR yb nettirw si ti taht tcaf
last year of service
There are contributions by test over Northwest Europe, it abounds
copies) of a superb book, with artwork, fl ying in the relative freedom of the immediate post-war world and the
.nordwithauqS its with,sam service
ohT siin rhC Syria.
yb sAetotallfiorp of ruo loc dnaofeCold
23 tiawhWar teltsconfrontations
oP kraM yb kroand wtra
photographs
pilot and first-hand accounts set into Andrew Thomas’s excitement of service life.
steEric
j ot gBrown
ninoitiand snarGerman
t saw FA R eht rof136
jet ,emblack it gniand tanicwhite saf a photographs,
saw siH nations
ot pu ddworldwidea lliw ,semhave noT fo ecnadiincidents
loH yoperated ug lairotidby e lpilots
uferacofeboth ht redsides.
nu lla
authoritatively
pioneer Hans researched narrative. The beautifully rendered profiles theThis is a book written include by someoneThe who wasisthere, and his
roeteM retsvonolGOhaineht otand rewalso op notsipwill moundoubtedly
rf egnahc ehtbecome edam eah dna Frogfoot. Appendices .sredaer ynam rresult of hguonaevery noitinteresting
adnemmocand er
– 36 altogetherIan. – illustrate Mks VB, VII, IX and XVI, and are complete apassion for flyingand and the Spitfire in particular, shines through.
sSir
aw Frank’s
eh nason, ht erfitipThe ni retsisafawefl ehcollector’s
S a result taht gnitoitem. n yllufeelg ,9 kM.RF production
na eb dluolist secA eht fo tfarcrwell-written
w siht ,accident iA htiw railimaccount af ton esof ohat crucial
roF
with extensive
beautifully captions. edited An appendix detailing individual pilot scores, AlthoughThere it repeats a couple of photographs and would benefi t from
fo snoitcproduced
ellocer gnand igagne sevig not rPublished oH .roeteby M Hylands
eht ni otPublishing:
dettimrep attrition.
sti ni erfitipSis eanhuge iramramount epuS eht htiwand gnisometimes
laeD .emulhighly ov tsrfidangerous
tnellecxe
a bibliography and comprehensive index round off another superb tighter editing in places, this modest book is recommended as an
edocumentary.
ht dna dlrow rUnmissable!
aw-tsop etaidemmi eht ISBN fo mo9780993167904,
deerf evitaler eht ni gniyfl of,kinformation
rowtra htiw in sdthis
nuob a ti ,eporuE tseperiod
book. whtroNofrerecent vo ecivhistory.
res fo raey tsal
package from Osprey.
Produced by Quantafilms. Available only available engaging, illuminating and entertaining read.
.efil ecivfrom res fwww.o tnemeticxe Published s’sam byoHikoki dnA otni tes stnuoPublished
hT werPublications cca dnahby -tsrOsprey
fi dna sPublishing:
hpargotohp
fromPublished
www.quantafi by Osprey Publishing
sih dna ,erelms.co.uk
Ltd; ISBN9781782003380,or over
ht saw ohorw enoemdehavillandmuseum.co.uk
os yb nettirw koob a si sihT Ltd:
selfio
Published
ISBN by Robert Davies; ISBN9781291969085,
redner yllufituaeb ehT .evitISBN
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36 54 Aviation News incorporating Classic Aircraft November2020 2014
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 Flight Bag
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RAF AIRCRAFT OF
THE eht OF
BATTLE rof stcudoRAF rp tAIRCRAFT
THE COLD hT OF
setal eWAR, FAIREY FIREFLY –
ANYANK
ILLUSTRATED
THE FALL OF THE
LUFTWAFFE IN
A CENTURY OF AIR WARFARE WITH –NINE (IX) BOMBER BOYS IN NORFOLK – – BATTLE
BRITAIN
SQUADRONt sa is u h t
RAFn
Book: 128-page softback
e
– n o i
STILLta iva g ni
1970-90
GOING nre c
STRONG
AIR IMAGES
sid
AIR-TO- HISTORY: HISTORIC
A PHOTOGRAPHIC
MILITARY AIRCRAFT
COLOUR
RECORDOF OFBRITAIN,
THE 1940
Book by: Lee Chapman
Written Book: 128-page softback
USAAF IN THE
SERIES, VOLUME 1SECOND WORLD WAR
Book: 96-page softback
Written by: Gordon Thorburn
Price: Written Book
Book: 96-page softback Written by: Clive J M Ellis
Price: Key
£17.99, £25.00 by: Tony Written
Written by: PeterWillis
by: Matthew W Bodle FRAeS Price: £14.99, Key subscriber
subscriber – KLOFRON N I SYOB REBMOB KNAY
Paxton Price:
Price: )£25.00
XIKey
£14.99, ( ENIN HTIW ERAFRAdiscountW RIA £2.00
FO YRUTNEC A
Given IX Squadron’sEcentury
discount HT FOofDservice
ROC –R
E it formed
Price: CIHPARGOTOHP A GNORTS GNIOG LLAs
subscriber discount ITSwell-known
– FAR NORDAUQS
as a Royal Flying Corps
£2.00 RAW DLROW DN1914
unit in December OCE–S EHT NI FAASU
£17.99, Compiled from the photographic collections
£2.00 Suffolk aviation kooB
author Gordon Thorburn begins his history
Key with a Theof individual troops and station photographic
The author kooB Firefl y’s nhistorian,
rubrohTBob nodroG :yb nettirW
look at the origins of bombing and airborne radio. development was unusual book gives a view
sections, this of comments
of this attractive compilation SeAsubscriber
RF eldoB discount
W reteP £4.00
:yb nettirW Collis, 00.52£ :ecirP
The unit
writes thatwas he ahas pioneer
tried to in both fields. A short explanatory history of US Army
lengthy and diffiAircult,
Force operations in Norfolk. in hisThe foreword,
The excellent narrative
0 0 .5 2 £ :e c irP
document as many of the describes the the Cold War starts the book mainlyprimarydue to aviation
changes fare is the Consolidated
demrof ti – ecivresso
B-24
fo many
yrutnebooks c s’nordauqS XI neviG
squadron’s
surviving early
Battle ofand inter-war
Britain era history telling
in how mutual suspicion in Liberator,
naval aviation butrequirements
a scattering in ofthe
other types,
snoitcelloc cihpargotohp eht morf delipmoC – 4191 rebmeceD ni tinbeen have u sprwritten
oC gniyabout lF layothe R a sa
considerable
aircraft as possible,detail,and beforewhile the author embarks into an unusual US and RAF, appears, including a Bristol of Britain that many people
cihpaitrgotohpofnothe itatother
s dnaside’s spoomotivesrt laudividni fo light of war experience. The iw yrotsih sih Battle
a htFairey snigeb nrubrohT nodroG rohtua
presentation
was not possible of itstoWorld War Two campaign.
photograph A run through of aircraft Beaufighter, captioned on page 218 as a
fo weiv a sepitted vig kothe ob Soviet
lausunUnion u siht and ,snoitces Company had drawn up a.odesign idar enrobria dnmight a gnibquestion
mob fo snthe igirneed
o eht for ta kyet
ool
types and operations
every one, he has sought might be expected – IX Squadron Lancasters “British medium bomber” . It is regrettable that some photographs
ehtoT .klofroN nits i sWarsaw
noitarepPact roF riA ymrA SU proposal pre-war which had to
o ecpartners .sdlefianother.
htob ni However,
reenoip a this sawone tinuuses
ehT
may or may
provide images notof have been
all the responsible for causing TirpitzUS to capsize appear to have suffered in quality from being reproduced beyond of
42aircraft
-B detadilosagainstnoC ehthe t si UK eraand f noitaivand a yramirp be completely revised to meet an eht sebiran cse extraordinary
d evitarran tncombination ellecxe ehT
in an attack flown alongside
types that played a significant,sepyt reh 617 Sqn, for
their example (opinions on which their scanned dimensions, rather than from being more than seven
to foNATO gnireallies.ttacs aBoth ,rotarebiL updated specification. The balanceni yrotsi197
tub sides h raw skilfully
-retni dcolourised
na ylrae s’nimages ordauqs
unit in
part dropped
the battle. the vital Tallboy depend on
It deliberately whichconstant squadron personnel decades old.
lotsirB a gwerenidulin cni ,sraeppreadiness a ,FAR dna SU of high performance lausunu nwith a otnacceptable
i skrabme rohtua andehwell-researched
t erofeb ,liated elbtext ared toisnoc
one is talking
includes a small to)number
– but instead of a sthe story is presentedattack through the eyes deck-landing The captions are generally weak, but sufficient toand identify
a 812 toegfendap nooffdean noitpac ,from rethgfiuaeB tfarcria focharacteristics
hguorht nur A was .ngiapmac ow provide
T raW dalrnew oW sti fodiff noierent
tatneserp
of different
other aircrew and groundcrew. The result is as engaging as it is locations and theofunits depicted, although most readers will simply
shaircraft,
pargotosuch hp em asosthe taht elbattergeopposingr si tI ”.reforces. bmob m Though
uidem the hsitirB“ achieved sreby tsathe
cnause L nordan S XI – detcepxeperspective
auqingenious eb thgim sn on oitthe
arepbattle.o dna sepyt
informative.
trainers be absorbed in the photographs. There are scenes of domesticity
dnoyand eb dbombers,
ecudorpewhich r gnieb morf ytfeared ilauq nonslaughts
i dereffus enever vah otcame, raeppa flap system. ezispaThe c ot prototype
ztipriT gnisfiurst ac rof elbisnopseIn r nclose
eeb ecollaboration
vah ton yam rwith o yam
were Through the Cold War, IX Squadron operated the saw Avrotension
Lincoln and andDecemberregular airfield but life, as well as more harrowing images of crashed
nevean s nindispensable
aht erom gnipart eb mof orf naht rethosehtar ,decadessnoisnem id dennacs rieht flew in hcihw no sno1941 inipo( elpamfatal axe rof ,nqS 7 the
16author,
edisgnoGhermán la nwofl kMihály catta na ni
English
the RAF eff Electric
ort that Canberra,
enabled before returning and posturing to Avro with on boththe Vulcan. The and, in some cases,delays burning bombers. Those fortunate enough to
.dlosides sedaced accident len caused
nosrepseriousnordauqs hcihw no dnephas ed yassisted
obllaT lain tivtransforming
eht deppord tinu
latter gave
victory way Occasionally,
iny1940. to the Panavia Tornadountil as the the unit
‘war’ once
fi nally again
ended took in on while live in or around
numerous modifi Norfolk
cations will enjoy thethese
were possibility
images offrom
spotting a familiar
traditional
fitnedi ot tneiciffus tub ,kaew yllareneg era snoitpac ehT seye eht hguorht detneserp si yrots eht daetsni tub – )ot gniklat si eno
a pioneering
heylhas role, introducing the swing-wing strike aircraft into RAF airfi eld, pub or other location. This is a book to be dipped into at
pmiincluded
s lliw sred later
aer marks
tsom hof guohtla ,d 1991
etcipafter ed sthe tinufall ehof t dthe noitacol introduced
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tlusefirnally cdnuorg dna winto ercrthe ia tnslightly
ereffid fo
service.
aircraft There are hair-raising accounts from crews involved in the leisure, rather than read cover to cover.
yticitspost-dating
emod fo sethe necbattle
s era e torehT .sWall
hpaand rgotothe hp dissolution
eht ni debrof ba eb accepted for service in July 1943.
osthe muted tones typical of .evoriginal
itamrofni
Tornado’s firstwhere combat operations over Iraq inUnion. 1991 and coverage of ItsdnfiPublished by Fonthillduring Media; ISBN9781781553565, available from
ddemonstrate
ehsarc fo segami gsimilar niworratypes h erom saSoviet llew sa ,efil dlefiria raluger dna arstnloperations
ocniL orvA came eht detarepo nordauq British
S XI ,rcolour
aW dloimages C eht hof guthat
orhT
subsequent
can be seen action over the Balkans, Afghanistan
today. As a result andof Libya.icts
confl the www.fonthillmedia.com
attacks on the battleship Tirpitz period. Some of the photographs
ot hguone etanut rof esohT .srebmob gninrub ,sesac emos ni ,dna ehT .nacluV eht htiw orvA ot gninruter erofeb ,arrebnaC cirtcelE hsilgnE
All ofimages
the many photographs are reproduced in black and white,
railim Theaf a gnittop used
s fo areytilimainly
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lliw kparts lofroof Nd the ora ro ni evil in thenoNorwegian
nuworld, koot niagafjeords, cno ttheninu eh int sa odanroare T aifamiliar,
vanaP eothers ht ot yamore w evaobscure,
g rettal
which is a pity given the many colour images of IXcontinually
Squadron’s
the author
ta otni himself.
deppid eOf b othet ko146ob in a si sihthe
T .nRAF oitawas col rehto ro bup ,dlefiria the FROM FarFEast AR owithtSPITFIRE
ni tfrocket kTO
arcria eattacksirts gMETEOR
niw-gniws ebut ht gall
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operations from more recent times. Readers will notice that the Bristol on such targets as oil refineries in
colour and 16 in black and white, .revoc odevising
t revoc dand aer evolving
naht rehnew tar ,erusiel Book eht ni devlovni swerc morf stnuoccathis gnepic
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riah era ereThey hT .eare civres
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minor criticisms. of equipment
Battle: Training ‘Bombers ,etihfor
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na kcalb ni decuduties. dorper eraand shpa eachrgotoishaccompanied
p ynam eht fo by llA
andPublished
Support Aircraft’;by Pen and & Sword
‘Biplane Aviation; ISBN1783036346,
uncamoufl aged aircraft available
lined TheGivenKorean theWar qualityground
s’norsaw
of reproduction of itsinformation
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black
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Hawker Hart were still in service gnine ta Royal
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OSPREY AIRCRAFT OF THErapidly ACES nogained
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lA :yb nettirW A chapter book are immediately apparent, but neither
in 1940). There are three chapters tub ,dopcovers gnitegrthis at aandnahother
t rehtar dop ecnefed Some radaof r athe sa d entries
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detracts from the excellence of its content, than others as either
– SPITFIRE
entitled ‘Front Line ACES Fighters’OFalong NORTHWEST e g a t s o
Throughout NATO, there was ap s u lp 5 7 .9 £ :e c irP air arms’.suse msicofitirthe
c rotype, ra eseht ,egarevoshorter
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which essentially comprises the memoirs of
EUROPE
with the types1944-45 described in alb sti fo nprogramme
kceach. oitcudorper of fo dispersion
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elbaliava ,6Canada, 4363038Sweden, 71NBSI ;noitaivAthe droinformation
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Royal Air Force fi ghter pilot Albert Horton.
Book
The Blenheim, Beaufighter and tnetsisnoprotection
cni dna shby pahardened
rgotohp eaircraft tihw dna Ethiopia, Denmark and India. kexistence
u.oc.drowor, s-dinnasome -nep.w cases,
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Defi ant feature
Written by: Andrew in one, Thomas
whilesihtthe fo snigiroshelters
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eht ,yhpargof opyt TheHorton graduated
story continues with onto the Supermarine alreadySpitfi heavily re documented
in June 1949,in
after training on the de Havilland Tiger Moth and North such asAmerican
Spitfi
Price: re and£13.99Hurricane haveretheir htien tub camoufl
,tnerappage a yle paint
taideto mi era koob information on the ultimate AS.7
maircraft. SEgap EHT publications
CAMerlin-engined FO Tconcluding
FA RC those listed
own chapters. The striking 150 colour Harvard.
version designed Movingto on from
bridge the the in the Mk 16,Rhe IA YERPSO
accumulated
bibliography.
,tnetnoc sti fo ecnellecxe eht morf stcarted
This new title from Osprey is number 122 in its the majority of his Spitfi T S
re E W
hours H T
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Owing to the general lack 18,
PR.Mk 19 and A E R
FR.Mk IFTIof PS –
A very informative textfo sriomem e images
ht sesin irpthese
moc ypages, llaitnetaken sse hcihw until the Fairey Gannet entered service.
acclaimed Aircraft of the Aces series and the both of them Griffon engined. Photographic 5 4 - 4 4
reconnaissance 9 1 E P O RUE
became
accompanies the images, .not roH t reby blA thetoauthor,
lip rethagfiformer ecroFfast riA layoR The AS.7’s unwieldy radar nacelle quality colour photographs,
fact that
outlining it is written by RAF authority Andrew Thomas, with cover his speciality and
caused serious instability, so much Horton was posted to the Middle East
the author admits that he has with k
208ooB
,9491 the enuprogress
J ni erfitip ofStheeniramrepujet S epilot,ht otcoverno deevery taudaaspect rg not rof oH
artwork
battle and bydescribing
Mark Postlethwaite
in some and colour
RAF profiles byinChris
operations those Thomas,
years. so Squadron.
that this variant only saw use as a samohThiswown
adopted erdninterpretation
A :yb nettirWof
naciremA ht roN dna htoM regiT dnallivaH ed eht no gniniart retfa
all under the careful editorial guidance of Tony Holmes,RAF will add up to trainer.His Afterwas a fascinating
coverage of the Firefl time, y for the the RAF was transitioning
contemporary 9.31£to:eused
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recommendation enough for many readers. and he made the change from piston power to the Gloster Meteor
the ,role
81 ktheyM.RFperformed.
dna 91 kMThe .RP eht no sand ruothe h erair fitidefence
pS sih foofythe jam eht drone conversion, there aresfitinal
tiroWest ni 221 rebmuby n svarious
i yerpsunits. O moHowever,
rf eltit wenhe sihT
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Published by Osprey Publishing Ltd; ISBN9781782003380, Published by Robert Davies; ISBN9781291969085, available from
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36 WWW.AVIATION-NEWS.CO.UK Aviation News incorporating Classic Aircraft November 2014
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 Britten-Norman
AdaptingfortheFuture
A true workhorse of the skies, this year the Britten-Norman Islander
celebrated the 55th anniversary of its first flight. Martyn Cartledge
spoke with Britten-Norman CEO, William Hynett, about this historic
company’s current operations and plans for the future

F
ormed in 1954 at Bembridge on the
Isle of Wight, Britten-Norman (B-N)
has gone on to produce close to
1,300 aircraft. The first type, the BN2
Islander, first flew in 1965 and the BN2T
MkIII Trislander in 1971, with the BN2T-4S
Defender being launched in 1994. The
manufacturer has seen a few changes
of ownership over the years with Fairey
acquiring the company in 1972, replaced
just six years later by Pilatus. However, at the
turn of the millennium, the current owner
B-N Group took control. Today it is the UK’s
only EASA-approved (European Aviation
Safety Agency) aircraft manufacturer.
The company has had varying business
fortunes in the past, but with new owners,
new areas of business and a new purpose-
built manufacturing facility at Lee-on-
Solent, officially now called Solent Airport
(which was formerly used by the Royal
Navy with the airfield named Daedalus), it is
looking forward to the future.
The variants currently in production of
the Islander are the BN2B-26 which uses
Lycoming 260hp piston engines, while
the BN2B-20 has 300hp engines. The
company also manufactures the turbine-
powered BN2T which features Rolls-Royce
engines. The Defender, or BN2T-4S, is
a larger variant of the turbine Islander
with an extended wing and fuselage. The
production of the Islander and Defender is
still the mainstay of the business today, but
in a much different and, more importantly,
profitable, way to previously.
The group’s chief executive officer
since 2003, William Hynett explained:
“It’s been quite an interesting period for
us because the last five years marks a
bit of a rejigging of our locations. If you
recall, just about 10 years ago, we made
our step off of the Isle of Wight as being
our main operating base, leaving it as a
secondary operating base for us and we

58 AVIATION NEWS DECEMBER 2020

58-62_islanderDC.mfDC.indd 58 03/11/2020 13:14

 Main photo: Patriotically marked, privately-owned BN2T Islander, G-JSAT, flies over The Needles on the western tip of the Isle of Wight. The island
was Britten-Norman’s home for most of its 65-year existence All photos Britten-Norman unless stated
Inset: William Hynett, CEO of Britten-Norman since 2003, speaking at the opening of two new hangars on September 16 at its Lee-on-Solent facility
centred our efforts around the airport at
Lee-on-Solent.”
One of the important aspects of this
was that it took place in conjunction
with the setting up of the Solent Local
Enterprise Zone. This was something in
which the company had a great deal of
involvement, from bringing together the
initial plan which was then picked up by
Fareham Borough Council to create a
properly government-funded effort, with
the airport now being run by a separate
entity on behalf of the council after initially
being operated by B-N itself.
This has led to somewhat mixed
emotions, as Hynett went on to say: “It’s
been one of those sort of interesting
good news/bad news stories for us,
because I think medium to long-term, it
gives us a really great operating base. In
fact, we’re opening up, formally, two of
our new hangars at Daedalus [the hangars
were officially opened on September
16], and that is really the centre of both
our MRO activity [maintenance, repair
and overhaul] and our new aircraft build
programme.” Manufacturing activities
have shifted between a variety of
buildings until now: “So it’s been quite
a disruptive period for us; we’ve had to
WWW.AVIATION-NEWS.CO.UK
58-62_islanderDC.mfDC.indd 59
continually keep moving all the pieces
around this sort of Chinese puzzle until
we’ve ended up in the right place.”
This has had a detrimental effect on
the civil side of the business as while
the company has focused on sustaining
its defence output, the civil output has
“suffered a bit as a result” admitted
Hynett. The new facilities should enable
this disparity to be addressed and output
increased, albeit with COVID-19 being a
factor, but with 2021 being the year when
Hynett expects to be back to “some form
of normality”.
Normality for B-N is not mass production
− the expectation is for one aircraft to be
produced every quarter, a model that the
company is happy with given the very
bespoke nature of the aircraft. This rate
is something that Hynett believes the
company will “be able to do once COVID
has lifted”.
SUPPLY CHAIN
CHALLENGES
A great deal of the company’s supply
chain sits outside the UK, so protection
against the coronavirus is more than just
maintaining good hygiene and social
distancing practices within the production
process, as Hynett explained: “It’s not just
about the normal stuff, like people being
made to work from home. It’s actually the
fact that our supply chain comes from
Romania. Half the aircraft build is done
under subcontract in Romania and then
the second half is done in the UK. That is
particularly challenging. Getting [assemblies]
out of Romania is hard!”
Brexit has also thrown up its own
problems, despite the CEO believing there
were also opportunities with the UK leaving
Europe, a subject he has strong views
about: “Brexit is an oddity for us because,
not to put too fine a point on it, four years
ago when Brexit was the new talk, we were
slightly unusual in the aerospace industry in
that we went on record as being essentially
pro-Brexit – we did caveat that very heavily,
in saying we’re pro the right kind of Brexit.
“As with a large part of the aerospace
community in particular, we have a complex
supply chain that runs through Europe. We
cannot afford to be out on a limb. So even
if we end up with some sort of genuine
Brexit, we need to have a special deal for
aerospace that allows us all to remain fully
embedded in the EU and, as time goes by,
what becomes more and more evident is
that that’s very much at risk.
59
03/11/2020 13:15
 “We believe that a more international
view is the right one and that means
creating strong bilateral relationships
with not only Europe but also with other
regulators around the world. [However]
there is great uncertainty for the entire
industry around December 31. We don’t
know what’s going to come next, so
we’ll have to do contingency planning of
various sorts, to try and mitigate the risk,
depending on what particular outcome
transpires in the next few months.
“This is a moment of opportunity as
much as it is risk, and no opportunity
comes without a cost. So, it kind of ‘is what
it is’ really. I do wish that Britain had started
its process of thinking about it earlier,
rather than being in denial.”
MANUFACTURING
The method of constructing B-N aircraft is
different today from a decade ago. Then, all
the raw materials were sent out to Romania
for Bucharest-based Romaero to build the
whole aircraft under licence, which was
then flown back to the UK to be fitted out.
Now, much more of the work has returned
to the UK with the company making use
of what the Romanian factories are good
at, at an advantageous price, as Hynett
New Zealand airline Stewart
Island Flights operates from
Invercargill to Oban on the
country’s third-largest island
and to several beach strips
with two Islanders, including
BN2A, ZK-FXE, built in 1969
Stewart Island Flights via B-N
60
58-62_islanderDC.mfDC.indd 60
clarified: “They have a big factory that does
the same thing for lots of manufacturers.
So we benefit from their kind of detailed
parts manufacturing and the sub-assembly
activity. We then bring sub-assemblies back
to the UK and then we go through entire
assembly, fit out, modification and finish in
the UK.”
Islanders can be equipped for a wide
range of roles. For example, there are
crop sprayers, air ambulances, as well as
the more usual passenger aircraft and an
executive style configuration. The latter
is not something that first comes to mind
when thinking of an Islander, as Hynett put
it: “We all recognise an Islander as what it
is, it is a 4x4 really in that sense, rather than
a big limo.” However, there is the case in
point of the ultra high-end Brando eco-
resort on the Island of Tetiaroa in French
Polynesia. Hynett explained: “They use the
turbine version of the Islander to get in and
out of there because they’ve got a 400m
strip as it’s all they can fit on the island. It’s
only a 30-mile run from the main airport,
but what you need is an aircraft that can
take passengers from their business or first
class flights onto the resort.”
Each aircraft takes approximately
20,000 man-hours to build with
Above left: With an extended nose capable of
housing various systems, the Defender has
been acquired by a number of air arms and
security organisations. Defender, G-WPNS,
is now the company demonstrator, but was
used for a time by the Greater Manchester
Police
Above: Islanders have been built in several
locations in the type’s long history. Today,
major components from Romania are
assembled at Solent Airport in Hampshire
Above right: The Irish carrier Aer Arann Islands
has operated BN2A, EI-AYN, since 1974 and
currently serves Inis Mór, Inis Meáin and Inis
Oírr from Connemara in County Galway Aer
Arann via B-N
around 6,000 of the parts in each
aircraft custom-made at the old site
at Bembridge on the Isle of Wight.
This facility could produce what
the Romanian factory does, but the
company has chosen not to do this, as
Hynett explained: “What we do instead
at the Bembridge site is component
manufacturing, to concentrate more
on the aftermarket and spare parts. We
[also] do all the modification kits for the
new-build aeroplanes, anything that is
customised we manufacture there for
incorporation at Lee-on-Solent. We do
AVIATION NEWS DECEMBER 2020
03/11/2020 13:15
 component repairs as well, things such as
undercarriage legs and flight controllers.”
AFTER-SALES SERVICE
Once the aircraft has left for its new owner,
B-N’s involvement doesn’t end there. The
company has an MRO business within
the group that can provide scheduled
maintenance for operators within easy
reach, or some form of field support.
However, as the aircraft is often bought
for use in rugged and tough environments,
these operations tend to be quite self-
sufficient. For them the MRO will be, as
Hynett remarked, “for things that are a bit
more tricky”.
The MRO busines is of a lot more
importance when it comes to another side
of the company, the refurbished aircraft
market. Hynett said: “Part of our business
has been that we go out and we buy good
quality older Islanders, and we bring those
back in and do a kind of factory once-
over, to send those aircraft out as factory
OEM-approved [Original Equipment
Manufacturer] models, as it were.”
B-N got into this market for several
reasons. In the distant past the company
went for volume rather than margin,
coupled with the rugged construction this
BN2A, OO-MMM, was built in 1975 and has worked for various Belgian operators, including the army
and the Belgian North Sea Aerial Survey. Today it flies pollution control missions for the Royal Belgian
WWW.AVIATION-NEWS.CO.UK
58-62_islanderDC.mfDC.indd 61
means there are many aircraft out there
that are still very much airworthy. Add in
the fact that, with the aircraft currently
having no fatigue life limitations, a well-
looked after airframe, refurbished and
potentially modified by the manufacturer,
can be an attractive proposition for smaller
operators unable or unwilling to finance
the purchase of a new-build example.
FUTURE PLANS
Albeit with the uncertainties that
COVID-19 currently brings and the
outcomes from Brexit, the company is
looking to the future on a number of
levels. Initially, the split between civil and
military sales is something that needs
to be addressed with the latter being a
higher percentage at present, ideally it
would be a 50/50 split. Although with
defence budgets working in cycles this
equalling out might happen over a number
of years − however generally when one
market dips the other rises and vice versa
so it is a tricky balancing act to achieve.
New technologies mean that the current
Defender can fit the same amount of
capability into its space that before
occupied the best part of a Nimrod. The
most recent initiative is the installation
Institute of Natural Sciences in partnership with the country’s coast guard RBINS via B-N
on Defender of ARTEMIS [Advanced
Rescue Tracking Equipment for Mobiles In
Search], the award-winning geo-location
system designed for search and rescue
operations. The company intends to
continue producing the Defender whose
roles include military intelligence, counter-
terrorism and maritime patrol as well as
surveillance and reconnaissance missions
for both military and security forces.
The company now has a dedicated
research and development (R&D)/flight
test department, which is looking at many
green initiatives. Hynett expanded on this:
“One of the programmes we have become
involved in is the Cranfield Aerospace
electric-operated aircraft programme. It’s
exciting stuff − I think what we recognise
about the Islander is that it is extremely
well suited to that market, because our
aircraft are predominantly ultra-short-
haul STOL types and because it is such a
simple design of aircraft, [it permits] the
integration of an electric powerplant into
the aeroplane.”
The company is actually working on
five different engine programmes on the
Islander at the moment, both electric
and fossil fuel-based, all of which have
different merits.
61
03/11/2020 13:15

Above: The Islander’s high-wing configuration makes it ideal for observation and aerial survey
missions: BN2B, G-CEUD, was sold to the Queensland police in Australia and became VH-PSX
Below: Around the world, the Islander serves many islands and communities that are otherwise
inaccessible. B-N recently completed the first of two BN2Bs for the Falkland Islands Government
Air Service FIGAS via B-N
Another area of research is a fascinating
one, that of autonomous operations,
as Hynett revealed: “One of the other
things about the Islander and the way
it’s constructed is that it does lend itself
pretty readily to going down the pilotless
route. Although that’s probably a step too
far for commercial passenger operations,
what we are looking at is ways that
we can support either remote cargo-
type operations or indeed surveillance
operations from an unmanned perspective.
“What that gives you with the aeroplane
is a big, robust and capacious [platform]
in relative terms. What you’re looking at
is actually a lot of capability for not that
much money.”
Even though the Islander is certified
for single-pilot operations, there is a push
for two pilots generally in the market
and B-N sees another opportunity to
put forward another level, that of semi-
autonomous operation. In October,
B-N began working with Blue Bear, an
unmanned systems managed service
provider, to automate the operation of an
Islander, initially demonstrating single-
pilot operations with an autonomous
co-pilot providing assistance.
B-N is also exploring another potential
avenue, that of aircraft leasing and charter
work to run alongside the procurement
of pre-owned Islanders. This would see
the company potentially operating aircraft
for customers, but more likely supporting
operators using B-N-owned aircraft.
However, the company is not as bullish
about the idea of a new design, as Hynett
cautioned: “It is difficult to be positive
about a brand new aircraft,” pointing
to the recent demise of the A380. He
continued: “There is a legacy aspect to
the Islander design − why would you want
to jump through hoops you have jumped
through already?”
The order book is in a good place, the
company has its new buildings in operation
and can increase production with more
shifts if necessary, if it wishes to look
further ahead than the current situation of
two to three years of orders.
With its long and proud history and the
financial troubles of the past hopefully
staying there, who’s to say it won’t still
be here in another 50 years time? Still
producing the Islander, albeit running on
some form of renewable, carbon-free
energy. To paraphrase the old saying about
the DC-3, ‘What is the replacement for an
Islander? An Islander!’

This Defender AL1, ZG998, was photographed approaching RAF Waddington, Lincolnshire, in
December 2012 when it was with the Army Air Corps. Today, the type serves with 651 Sqn which
is now assigned to the RAF Tim Senior

62 AVIATION NEWS DECEMBER 2020

58-62_islanderDC.mfDC.indd 62 03/11/2020 13:15

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 Faucett Gone But N
Founded by an American entrepreneur in the 1920s, Faucett of Peru
quickly connected the Andean country’s regions with its capital and flew
for over 70 years. Barry Lloyd proves ‘gone’ does not mean ‘forgotten’
W
hen Elmer J Faucett left
Detroit for Peru in 1920, he
could never have imagined
that before he died, his name
would have been carried on the side
of more than 100 aircraft. He originally
worked for Curtiss Aircraft in Detroit as an
engineer, but was sent by the company to
Peru to manage its business in that country.
He wasted no time in getting to know the
area and, by 1922, he was the first person
to fly over the Andes, flying from Lima
to Iquitos using a Curtiss Oriole, a three-
seat general-purpose biplane. This was
a remarkable feat at the time, taking into
account that the height of at least ten of
Peru’s mountains exceeds 20,000ft.
Peru is twice the size of France, with
the Andes running the entire length of
the country and splitting it between a
coastal region to the west and plains to
the east. Faucett soon realised that in
order to traverse the country, an aviation
network would be necessary and, on
September 15, 1928, together with a group
of Peruvian businessmen, he founded
the Compañía de Aviación Faucett. The
company requested formal permission
from the Peruvian government to establish
an air service for passengers and cargo
64
64-67_faucettDC.mfDC.mfDC.mfDC.indd 64
throughout the country, which was quickly
granted and on September 28 it began
a series of flights from Lima to Chiclayo,
400 miles to the north. Clearly Faucett had
uncovered a significant demand, because
by the second year of operation, the airline
had already carried 2,308 passengers with
the Oriole.
WHERE THE RAILWAYS
DON’T GO
Additional flights soon followed from Lima
to Talara, near the northern border with
Ecuador, and Arequipa, the largest town in
the south, using a Stinson SM1 Detroiter,
a six-seater single-engined monoplane.
Another regular destination was the
town of Puno in the Altiplano (Andean
plateau), carrying gold prospectors and
their equipment. These flights were often
piloted by Faucett himself, who since
his arrival in Peru had enrolled in a flying
school and obtained his pilot’s licence. A
total of seven Detroiters were operated
by the airline. Typically, the few railways
in Peru were built mainly to carry freight,
but with the Andes dividing the country,
building a long-distance railway was
always going to be difficult and expensive.
Thus, the reaction to the opening of air
routes to connect the country was an
immediate and positive response. Faucett
saw this as an opportunity and, with his
engineering and piloting background,
began to design and build under licence
a modified Detroiter more suited to flying
over the Andes. Known as the Faucett F-19,
the aircraft first took to the air in 1934.
Between then and 1946, 36 of the type
were built, some without windows in an
all-cargo configuration. Faucett operated
most of them, but some were also sold to
the Peruvian Air Force (Fuerza Aérea del
Perú; FAP). They were still being used by
the FAP at the Aviation School in Collique
near Lima until 1975.
In 1938, Faucett absorbed Cia de
Aviacion Peruanas SA from Panagra,
a company itself formed from an
amalgamation of Pan American and the
Grace Shipping Company, based at that
time in New York, but also a competitor
on some of the domestic services. The
airline was growing rapidly and despite the
gathering clouds of World War Two, Peru
remained largely unaffected. There was still
no serious alternative to air travel within
Peru and by this time, the carrier had a large
domestic network in place, serving no fewer
than 16 internal destinations.
AVIATION NEWS DECEMBER 2020
09/11/2020 14:31
Not Forgotten
Following the end of the war, Faucett
saw that there was a considerable amount
of surplus aircraft available. He raised
a significant sum in order to purchase
aircraft and spares and in 1946, the first
of seven DC-3s arrived, followed over
succeeding years by eight DC-4s. In May
1952, the airline was flying a network that
was 3,000 miles long; by the end of 1955, it
had 307 employees and had carried more
than 130,000 passengers. By March 1960,
the airline was operating a fleet of almost
20 aircraft, including four of the Faucett
F-19s. The network had now grown to
6,368 miles. In late 1964, a DC-6 was
Faucett F-19, OB-R-147, is preserved at Lima’s Jorge Chávez International Airport in the colours of OA-BBQ, which made the first non-stop Lima-
Buenos Aires flight in 1937 Gerry Manning
WWW.AVIATION-NEWS.CO.UK
64-67_faucettDC.mfDC.mfDC.mfDC.indd 65
Faucett aircraft were not widely seen outside
Peru, with the exception of cargo operations
and the one international passenger service to
Miami. In a patriotic move the airline adopted
the red and white colours from Peru’s flag as
seen on TriStar 1, OB1545 Gerry Manning
acquired from Trans Caribbean Airlines
and converted into a freighter to be used
principally for cargo services to Miami. It
was followed by two further DC-6s bought
from Japan Airlines in 1966.
THE FOUNDER RETIRES
By 1951, Elmer Faucett’s health began to
deteriorate and being satisfied with what
he had achieved took the decision to
retire from the business. Over the course
of 23 years, he had built the company
from nothing and made Peru his home. To
show their appreciation, the government
awarded him the Order of the Sun and
the Peruvian Grand Aviation Cross and
also named the road which passes Lima’s
airport after him. He died in 1960 at the
age of 69.
The airline continued to expand. Until
the 1960s, it had operated from the
Limatambo airport in the Lima suburb
of San Isidro, but the government had
decided a newer and bigger airport was
needed, so a site was found at Callao,
7 miles to the west of the city. The new
airport was opened in 1960 and Faucett
moved all its operations there, including
its head office. The fact that airlines were
by now moving into the jet age did not
escape Faucett’s management and in
1968, with the DC-4s in particular needing
replacement, the company began to look
at renewing its fleet by acquiring its first
jets. A Boeing 727-100 was ordered new
from the manufacturer and delivered in
April 1968. Ten 727s were operated, mostly
on leases, seven -100s and three -200s.
British Aircraft Corporation (BAC)
had produced a version of the One-
Eleven twinjet specifically designed for
operations in countries where conditions
were less favourable than normal. This
was designated the -475 series and
was introduced to the market in 1970.
Originally a -400 series designed for the
US market, but with the aerodynamic and
powerplant benefits of the -500 series,
the design made it eminently suitable
for operation into some of Peru’s higher
airports such as Cusco, Arequipa and
Ayacucho, all of which are more than
8,000ft above sea level. Additionally, the
type was available with low-pressure
tyres and gravel runway protection
equipment – very useful in a country
where, at that time, not all the runways
had been paved. The carrier ordered two
aircraft, designated -476, new from BAC
in 1971 and 1974. The two One-Elevens
were augmented by a -500, bought from
TransBrasil in 1977, but this aircraft only
stayed with the airline for two years.
65
09/11/2020 14:31
 Above: One of a fleet of six Douglas DC-6Bs which served Faucett, OB-R-750 was used as a
freighter from 1964-1981 Bob O’Brien Collection

Right: Leased in 1975, OB-R-115 was a Boeing 727-27C with a forward freight door. The 727 was
used for a time on the Lima-Miami passenger service via Panama or the Cayman Islands Bob
O’Brien Collection

Below: As well as its own nine DC-8s, Faucett leased several others, mainly for freight use. DC-8-
52, OB-1438, seen at Miami, was only in the airline’s service from 1991-1992 Bob O’Brien Collection

66 AVIATION NEWS DECEMBER 2020

64-67_faucettDC.mfDC.mfDC.mfDC.indd 66 09/11/2020 14:31

 Faucett had a maintenance base at
Lima and in addition to maintaining its
own aircraft, it also carried out third-party
maintenance for other airlines, including
several US all-cargo carriers.
FREIGHT SERVICES
Following the death of its founder, the
shareholding of the airline began to change.
By 1973, Faucett was owned by Peruvian
interests (46%), Fundación Faucett (35%) and
Braniff International Airways (19%). However,
by 1982, the cargo-only airline, Aeronaves
del Peru, had become Faucett’s biggest
shareholder. Larger aircraft were also being
Displaying Faucett’s famous ‘signature’
logo, BAC One-Eleven OB-R-953 was
one of three operated by the carrier
Bob O’Brien Collection
WWW.AVIATION-NEWS.CO.UK
64-67_faucettDC.mfDC.mfDC.mfDC.indd 67
looked at. The demand for cargo aircraft, to
fly produce and flowers from the lowlands
to the US, was growing and the airline
began to lease a series of Boeing 707s and
DC-8s, some equipped with cargo doors.
Surprisingly perhaps, the only international
passenger service, begun in 1976 and
operated initially by a Boeing 727, was to
Miami, sometimes with stops in Panama.
However, Peru’s internal and international
politics never sat comfortably with the
US and in 1984, the
service was suspended. ‘The reaction to
This did not diminish
the demand for the opening of air
seats though, so an
arrangement was made routes to connect
whereby the Faucett
flight would terminate
the country had
in the Cayman Islands
and the passengers
an immediate and
and cargo would be
transferred to Cayman
positive response’
Airways for the onward flight to Miami. When
the direct service re-opened in 1994, it was
flown by an L-1011 TriStar, in a joint operation
with AeroPerú.
For a brief period between 1994 and
1995, an airline called Aero Santa (a
subsidiary of Faucett) also operated on
domestic routes, using two 737-200s
and a 727-200. However, passengers
found the airline unfamiliar and after just
18 months’ operation, the airline was
reintegrated into Faucett.
Faucett briefly flew its Miami services in conjunction with rival AeroPerú. TriStar, OB1455,
operated under the logos of both companies between late 1991 and March 1992 Bob O’Brien
Collection
VARIED FLEET
A detailed examination of Faucett’s fleet
shows that they operated at least 15
different types of aircraft, varying in size
from the Faucett F-19 to the Lockheed
TriStar, during the lifetime of the airline.
Few of them were new and the diversity
of the fleet would have had a considerable
effect on operating costs, maintenance,
crews and training. Coupled with this was
the fact that much of the route network
was domestic, thus
the majority of
the revenue was
derived from the
sol (the Peruvian
national currency),
which because of
Peru’s inflation was
regularly devaluing
against the dollar.
On November 15,
1999 the winding-
up of Faucett was announced. Its routes
were to be operated by AeroPerú, an
airline formed in 1973, so after 70 years of
operation, Peru’s oldest airline disappeared
with little more than a whimper. No longer
would the orange and white colours with
the Faucett ‘signature’ title be seen in the
skies of Peru, although for a time AeroPerú
aircraft carried both titles. Gone is not
necessarily forgotten though and Faucett
is still fondly remembered by all those who
were involved with it.
67
09/11/2020 14:31
ADVERTORIAL
Loyalty to traditions,
Promotion of innovations
T
he International Forum Army-
2020, that was held from the
23rd to 29th August at the
Patriot exhibition centre, once
again confirmed that Russian enterprises
can produce world-class products for
all types and branches of the armed
forces. Unmanned aerial vehicles are
no exception, and ENICS JSC is a
recognized leader in the development
and production of these vehicles.
Created during a difficult period for
Russia, the ENICS JSC traces its history
back to 1998, when a team of designers
and aircraft model enthusiasts began
creating aerial targets and drones for a
variety of the country’s law enforcement
agencies. From that moment until
today, the team is headed by Valery
Nikolaevich Pobezhimov, who has made
an invaluable personal contribution to
the development of the company.
At the Army-2020 Forum, ENICS
presented the entire range of its
products, including the latest novelties.
68
Enics_advertorial_DPS.indd 10
Valery Pobezhimov, ENICS founder and CEO at
Army-2020 exposition
Among the remote surveillance systems, law enforcement agencies. The complex
special attention should be paid to can be used for search and rescue
the Eleron-7, that can provide round- operations, as well as in various areas
the-clock visual search, detection and of the national economy, including
identification of intelligence objects in monitoring the condition of highways
real time, which allows the operator to and railways, oil and gas pipelines and
determine the exact location with the power lines. Eleron-7 successfully
display of GLONASS/ GPS coordinates provides environmental monitoring,
on the ground control panel. In addition, tracking forest fires, tracing emergency
the Eleron-7 provides high-quality situations, and other civil tasks.
photography of
the searched
area. All this
makes it possible
to solve a whole
range of different
tasks, including
monitoring the
situation, protecting
territories and
objects from the air,
as well as patrolling
borders, coastlines,
and territorial
waters in the
interests of various Eleron family UAVs displayed at Army-2020
AVIATION NEWS DECEMBER 2020
06/11/2020 09:29:32
 ADVERTORIAL
A new word in the work of ENICS JSC
should be called the UAV “Veer” (Fan).
Unlike the Eleron family, which is made
according to the aircraft scheme,
the Veer is created on the rotorcraft
principle. The device with a gross weight
up to 4kg, uses four propellers for
propulsion, providing an hour-long flight
with a payload of up to 1 kg. The Veer
can be called a budget tool for solving
most of the national economic tasks
performed by the Eleron-7.

In addition to remote monitoring

systems, the Kazan-based enterprise
is a leader in the development and
production of various target systems.
At Army 2020, a new version of the
E-17MV target with a turbofan engine
was presented to public. The target
successfully simulates maneuverable
flying objects, including tactical and
army aircraft and helicopters, as well Veer (Fan) rotorcraft UAV as an economic solution for various missions
as cruise missiles and gliding guided
bombs. The E-17MV can be used at regional economic activity monitoring. In view of that, ENICS has placed an
altitudes from 50 to 9000 meters. The The Centre can simultaneously train up application to host a stage of the FAI
target range is 70 km with a maximum to 12 cadets, and to date more than a Free Flight World Cup 2021.
horizontal flight speed of up to 700 hundred specialists have been trained.
km/h. Summing up, we can say with

,
It should be noted that ENICS has not
only a well-developed scientific and
production base. The company created
at its own expense the Centre for
aircraft modeling and UAV operators
training, which was commissioned in
2016 near Kazan, capital of the Republic
of Tatarstan. The Centre is used for
UAV operators training in the interest
of MoD, Ministry of Interior and other
law enforcement agencies. It is also
employed as a testing range for the
ENICS company products as well as for
Since 2017, the Centre has hosted confidence that all the activities of
regular competitions in aircraft model ENICS JSC confirm the enterprise
sports. Just before the Army Forum, dynamic development to achieve new
from August 13 to 16, athletes from the frontiers in the creation of a wide range
Volga Federal district competed here in of unmanned aerial vehicles, as well as
the F-3K and F-5J model classes. The creative youth education and training.
championship was held for various age
categories and was essentially open, More information at www.enics.ru
so that among the winners were both
representatives of the Volga region and
the Southern Urals. According to the
panel of judges, the Centre created by
ENICS is quite capable of hosting all-
Russian and international competitions.

ENICS continually supports aircraft model competitions

KEY.AERO 69

Enics_advertorial_DPS.indd 11 06/11/2020 09:30:02

 Air Base Movements
AIR BASE MOVEMENTS FROM MAR WWW.MILITARYAVIATIONREVIEW.COM
A selection of the most interesting aircraft
to visit air bases in the UK recently
RAF BRIZE NORTON
1/9 ZP801 Poseidon MRA1 120 Sqn, RAF o/s. 2/9
84007/847 Tp84 71 Airlift Sqn, Royal Swedish AF.
4/9 97-0047 C-17A 437th/315th AW, USAF dep
6th. 6/9 166765/QB KC-130J VMGR-352, USMC
dep 9th. 11/9 00-0183 C-17A 156th AS, NC ANG
also 21st. 13/9 B-583 C-130J-30 Esk 721, Royal
Danish AF. 14/9 177702 CC-177 429 Sqn, RCAF;
B-537 C-130J-30 Esk 721, Royal Danish AF. 16/9
CS-TRJ A321-231 15 Wing, Belgian Defence – Air
Component. 20/9 05-5143 C-17A 89th AS, AFRC.
27/9 15005 CC-150 437 Sqn, RCAF.
RAF CONINGSBY
10/9 ZZ512 Wildcat AH1 847 NAS, RN. 28/9 ZZ516
Wildcat HMA2 815 NAS, RN. 29/9 91-0313/LN, 91-
0320/LN & 01-2001/LN F-15Es 48th FW, USAF all
n/s. 30/9 ZZ511 Wildcat AH1 659 Sqn, AAC; ZZ586
Wildcat AH1 847 NAS, RN; 00-3000/LN, 91-0308/LN
& 91-0335/LN F-15Es 48th FW, USAF all n/s.
RAF FAIRFORD
26/9 60-0005, 60-0007, 60-0044, 60-0056 & 61-
0034 B-52Hs 23rd BS, 5th BW, USAF all dep after
deployment. 28/9 60-0029 B-52H 23rd BS, 5th
BW, USAF dep. after deployment. 28/9 93-0603
& 05-5143 C-17As 89th AS, AFRC; 01-0197 C-17A
156th AS, NC ANG; 11-5731 MC-130J 67th SOS,
352nd SOW, USAF o/s. 29/9 08-6205 MC-130J 67th
SOS, 352nd SOW, USAF o/s; 00-0177 C-17A 137th
AS, NY ANG.
RAF LAKENHEATH
28/9 87-0350/AV, 87-0355/AV, 88-0491/AV, 88-
0521/AV, 88-0525/AV, 88-0532/AV, 88-0541/AV,
89-2008/AV, 89-2023/AV, 89-2044/AV, 89-2057/
AV F-16CMs & 89-2178/AV F-16D 510th FS, 31st FW,
US Air Force Boeing C-32A, 90-0003, of the 89th Airlift Wing arrived at RAF Fairford from Aberdeen International
Airport on October 12, carrying Deputy Secretary of Defense David L Norquist USAF/Senior Airman Jennifer Zima
70
70_airbasesDC.mfDCDC.indd 70
Boeing KC-46A Pegasus, 17-46030, just
about to touch down at RAF Mildenhall on
September 30. The USAF tanker flew a local
mission the next day, working with the 48th
Fighter Wing, and departed on October 2 Peter
R Foster
USAF all dep. today after deployment except for 89-
2001/AV & 90-0709/AV F-16CMs which dep. 05/10.
29/9 08-8601/RS C-130J-30 37th AS, 86th AW,
USAF; 07-7171 C-17A 305th/514th AMW, USAF.
RAF LEEMING
*Indicates that the aircraft was visiting in
connection with Exercise Chameleon.
1/9 *ZJ191 Apache AH1 3/4 Regts, AAC; *C-FARA
Skyvan Summit Air also 14th. 3/9 *ZZ417 & *ZZ418
Shadow R1s 14 Sqn, RAF plus both 7th-15th. 4/9
*ZH867 Hercules C4 24/47 Sqns, RAF also 7th;
*ZJ191, *ZJ223 & *ZJ226 Apache AH1s 3/4 Regts,
AAC. 8/9 *ZA710 & *ZA714 Chinook HC6As 28 Sqn,
RAF both dep 11th. 22/9 ZM326 & ZM329 Texan
T1s 72 Sqn, RAF. 29/9 ZJ120/D Merlin HC4 845
NAS, RN
RAF MARHAM
3/9 169620/CF-00, 169621/CF-01, 169587/CF-
02, 169588/CF-03, 169589/CF-04, 169607/CF-
06, 169608/CF-07, 169610/CF-08, 169614/CF-09,
169414/CF-25 F-35Bs VMFA-211, USMC all dep
22/9 to join HMS Queen Elizabeth. 4/9 166765/QB
KC-130J VMGR-352, USMC dep 6th.
RAF MILDENHALL
1/9 16-5840/RS C-130J-30 37th AS, 86th AW, USAF.
9/9 166765/QB KC-130J VMGR-352, USMC dep
15th. 10/9 07-8608/RS C-130J 37th AS, 86th AW,
USAF n/s. 11/9 62-2667/OF WC-135W 55th Wg,
USAF dep 17th; ZZ330 Voyager KC2 10/101 Sqns,
RAF dep 13th; 01-1461 C-130J-30 115th AS, Ca
ANG; 166377 C-37B VR-1, USN n/s. 14/9 05-3058
C-146A 524th SOS, USAF. 18/9 86-0018 C-5M 68th
AS, AFRC; 05-0912 C-40C 73rd AS, AFRC. 21/9 16-
5862 MC-130J 9th SOS, USAF n/s. 23/9 83-0009/
OK E-3C 552nd ACW, USAF. 24/9 87-0042 C-5M
60th/349th AMW, USAF also 25th. 26/9 T.23-
06/31-26 A400M Ala 31, Spanish AF n/s also 28th;
62-4125/OF RC-135W 55th WG, USAF dep 2/10.
29/9 05-8152, 04-8153, 05-8158, 06-8159; 05-8156
C-130J-30s 815th AS, AFRC; 08-8601/RS C-130J-30
37th AS, 86th AW, USAF o/s. 30/9 17-46030 KC-46A
22nd ARW, USAF.
RAF NORTHOLT
2/9 XW237 & ZJ957 Puma HC2s Benson Wing, RAF.
16/9 ZM402 Atlas C1 24/70 Sqns, RAF also 26th.
18/9 253 CN235M-100 101 Sqn, Irish Air Corps. 20/9
258 Learjet 45 102 Sqn, Irish Air Corps. 23/9 280
PC-12NG 104 Sqn, Irish Air Corps. 25/9 ZJ956 Puma
HC2 Benson Wing, RAF. 30/9 166375 C-37A USN
n/s; 166377 C-37B USN n/s.
RAF SHAWBURY
30/9 XX244 Hawk T1 RAFAT arrived from RAF
Scampton for storage.
RAF WITTERING
The fuselage of Typhoon T3 ZJ810 has arrived by
road from RAF Coningsby during September for use
as a training aid with 71 Inspection and Repair Sqn.
RAF WOODVALE
7/9 ZA710, ZA714 & ZH895 Chinook HC6As 28 Sqn,
RAF all dep 11th, present for Exercise Kukri Dawn.
9/9 ZH900 Chinook HC5 27 Sqn, RAF.
AVIATION NEWS DECEMBER 2020
09/11/2020 13:45
 Airport Movements
A round-up of notable aircraft visiting UK airports
Sunday Airlines of Kazakhstan Boeing 767-300ER, UP-B6703, on approach to Heathrow Airport on November 4 Treflyn Lloyd-Roberts
ABERDEEN INTERNATIONAL
9/9 G-JECJ Dash 8-Q402 ex Flybe dep to Weeze,
last Flybe aircraft to leave. 14/9 D-CITY Learjet 35A;
CS-LTL Citation 680A Latitude NetJets Europe. 15/9
ZH001 Defender R2 651 Sqn, AAC. 17/9 M-KNOX
Citation 525M2; G-OWTN ERJ145EP BAE Systems;
N242CV DA62NG. 18/9 D-CSOS Learjet 45. 22/9
9H-MPW 737-484 Air Horizont. 25/9 9H-GIO
CitationJet 525 CJ1. 26/9 N989CA & N979CA
Tecnam P2012s on delivery to Cape Air. 27/9 LX-PCB
PC-24.
BIRMINGHAM AIRPORT
1/8 I-ADJT E195LR Air Dolomiti ops for Lufthansa.
2/8 2-JRSY Praetor 600 also 3rd. 3/8 CS-TFQ Learjet
45; N759SB Citation 510 Mustang. 4/8 SP-RKO
737-8AS Ryanair Sun f/v; OK-ESC Beech 400XTi also
9th; SE-RMO Learjet 45. 5/8 7T-VUI ATR 72-500 Air
Algerie f/v; D-IAKN CitationJet 525A CJ2+. 6/8 OK-
PHM Phenom 300; SE-RIZ Citation 560XLS; SX-BNR
Learjet 60. 7/8 D-CBAY Citation 680 Sovereign. 8/8
SP-RKU 737-8AS Ryanair Sun f/v; D-CEIS Citation 680
Sovereign. 9/8 9H-QBI 737-8AS Malta Air f/v; EI-RDD
E175STD Alitalia f/v; HA-LVH A321-271NX Wizz Air f/v;
D-ISLT CitationJet 525A CJ2+. 11/8 PH-IWS Falcon
7X also 17th. 13/8 D-CBCT CitationJet 525C CJ4;
OK-JFA Beech 400XP; OK-MAR CitationJet 525A
CJ2+. 14/8 D-ILUI CitationJet 525A CJ2+; N737AT
BBJ1. 16/8 9H-QBE 737-8AS Malta Air f/v; SP-RKS
737-8AS Malta Air f/v; OY-JSW CitationJet 525A
CJ2+. 17/8 OO-ACO Citation 510 Mustang. 19/8 EI-
RKT 737-8AS Ryanair Sun f/v; UR-CSK An-26B Eleron
Aviation Co; N810TD Legacy 650. 20/8 D-FUNC
Cessna 208B; YL-RAG Saab 349A/F RAF-Avia. 21/8
HA-LVB A321-271NX Wizz Air f/v; 2-JSEG Eclipse
EA500 also 23rd; D-CSCB Citation 560XLS+; SE-DJG
Irish Air Corps Pilatus PC-12 NG Spectre, 253, at London Luton Airport on October 19. The air
arm operates three of this variant as well as a PC-12 NG James Ronayne
WWW.AVIATION-NEWS.CO.UK
71_73_airportsDC.mfDCDC.indd 71
Legacy 600. 22/8 D-CMDH Citation 680 Sovereign.
23/8 9H-QDQ 737-8AS Malta Air f/v; SP-RKI 737-8AS
Ryanair Sun f/v. 24/8 EC-MIR A319-112 Vueling f/v;
HA-TAB Saab 340A/F Fleet Air International; D-FABS
PC-12; OY-EVO Citation 550 Bravo. 25/8 HA-LVF
A321-271NX Wizz Air f/v; HA-TAG 340A/F Fleet Air
International; D-FJNP PC-12; LX-JET Legacy 450;
OE-HWM Gulfstream G280. 27/9 F-HBLP E190STD
Hop!; CS-EJA Citation 560XLS. 29/8 CS-TFR Learjet
45; D-CGAA Citation 560XLS+. 31/8 EC-NGB A319-
111 Vueling f/v.
BLACKPOOL AIRPORT
1/8 HB-SDF DA40. 2/8 D-ESBA PA-46-500TP. 3/8
M-DUBS Falcon 900EX. 4/8 D-INEZ Citation 510
Mustang also 22nd; D-IOJL CitationJet 525A CJ2. 5/8
OE-GMF CitationJet 525B CJ3. 8/8 CS-GLF Global
6000 NetJets Europe. 9/8 D-CEIS Citation 680
Sovereign n/s; D-CKJE Phenom 300 also 25th. 13/8
2-GIGI A109E Power also 15th; HB-DVM Mooney
M.20P also 23rd. 15/8 2-RBTS CitationJet 525B CJ3+.
17/8 F-HLRS Phenom 300 dep 23rd also 29th n/s.
19/8 2-PLAY TBM 700C. 20/8 OY-NDP CitationJet
525A CJ2+. 21/8 9H-ALL CitationJet 525A CJ2. 22/8
D-IHKW CitationJet 525A CJ2+. 28/8 OK-IMO Beech
400A also 31st. 29/8 D-FIBE PC-6/B2-H4 KIAS
Airlines n/s. 30/8 G-PRXI/PL983 Spitfire PR.XI; SP-
KCK CitationJet 525A CJ2.
1/9 D-CKJE Phenom 300 also 10th & 11th. 2/9
ZM321 Prefect T1 3 FTS, RAF. 3/9 6/9 G-HURI/R4175
Hurricane XII also 10th & 15th. 8/9 ZA714 Chinook
HC6A 28 Sqn, RAF o/s. 10/9 ZM316 Prefect T1 3 FTS,
RAF; N418EE Phenom 100. 11/9 ZM301 & ZM322
Prefect T1s 3 FTS, RAF. 14/9 ZM308 Prefect T1 3 FTS,
RAF; D-CDCM Citation 560XLS+. 16/9 G-PRXI/PL983
AIRPORT MOVEMENTS COMPILED BY CARL HOPE
Spitfire PR.XI; SE-RIL Citation 560XLS; SP-ATT Beech
400XP. 17/9 ZM326 & ZM329 Texan IIs 72 Sqn, RAF
both also 18th; GZ100 AW109SP GrandNew 32(TR)
Sqn, RAF; OO-AMR CitationJet 525A CJ2+. 19/9
D-CSUN Citation 560XLS+. 21/9 ZM326 & ZM325
Texan IIs 72 Sqn, RAF; I-VICC Vulcanair P68; F-GBLZ
Cessna TU.206G. 23/9 G-FLYY Strikemaster Mk.80
arrived from Warton, now based; D-CASH Phenom
300. 27/9 2-NGUT DA62. 29/9 D-IHUB CitationJet
525A CJ2+.
BRISTOL AIRPORT
1/8 D-AIRG 650E Legacy n/s. 5/8 OE-LMC A320-214
Laudamotion f/v. 6/8 2-SMKM Cirrus SR20 also 11th,
20th & 29th; 2-STPK Citation 525M2. 7/8 D-ALOA
Legacy 650; YU-PZM Citation 560XLS+ n/s. 8/8
D-IEFD Citation 525M2. 9/8 9H-FOM Phenom 100;
OE-LOT A320-232 Laudamotion f/v. 10/8 D-CAGA
Phenom 300; D-CSMC Citation 560XLS+; N27052
Eclipse EA500 dep 14th; SP-NVM Gulfstream G280
dep 13th. 12/8 OE-IBJ A320-232 Laudamotion f/v;
N60GG Gulfstream IV. 14/8 A9C-BHR Gulfstream
G450 n/s also 20th; D-CEFO Citation 560XLS+ dep
16th; 9H-VCO Challenger 350 VistaJet; 9H-VJW
Global 6000 VistaJet. 17/8 D-IAAS Phenom 100. 18/8
D-CAWK Citation 680A Latitude; D-CPMI Citation
560XLS+; F-HJFL Phenom 300; D-IBBS CitationJet
525A CJ2+; N1032X Mooney M20TN new resident;
9H-ZJM PC-24. 21/8 N269WR Gulfstream G550;
YU-SPB Citation 560 XLS+; 9H-VCJ Challenger 350
VistaJet. 23/8 D-IPPY Avanti; D-ISLT CitationJet 525A
CJ2+ also 31st n/s. 24/8 LX-LCF PC-24; OY-SWO
Falcon 2000S. 25/8 D-CSCA CitationJet 525B CJ3
also 27th n/s. 26/8 D-CCCA Learjet 35A; D-FKAE
TBM 850; OE-LMB A320-232 Laudamotion f/v. 28/8
2-EMBR Phenom 300E; D-IBET CitationJet 525A
CJ2; N46E Falcon 2000 n/s. 30/8 OE-LMI A320-214
Laudamotion f/v. 31/8 D-CHRB CitationJet 525C
CJ4.
EAST MIDLANDS AIRPORT
1/9 D-AIRV Legacy 650E; N744CK 747-446BCF
Kalitta Air also 10th & 29th. 2/9 N745CK 747-446BCF
Kalitta Air also 9th, 17th & 24th; 9H-VCM Challenger
350 VistaJet. 3/9 N742CK 747-446BCF Kalitta Air;
9H-VFJ Challenger 605 VistaJet. 4/9 D-CKJM
Citation 560XLS+; D-CMMP Phenom 300. 5/9
CS-TFO Learjet 40 also 12th; D-CSCE Phenom 300;
D-CEFO Citation 560XLS+. 6/9 VP-BBY 747-83QF
AirBridgeCargo; 9H-VFJ Challenger 605 VistaJet.
71
09/11/2020 13:47
AIRPORT MOVEMENTS COMPILED BY CARL HOPE
7/9 9H-EDT Challenger 350 also 11th & 29th. 8/9
N701CK 747-4B5(F) Kalitta Air also 22nd & 23rd. 9/9
D-BHLM Falcon 2000S also 12th; 9H-VCG Challenger
350 VistaJet. 11/9 C-FGSJ 767-39HER(BDSF)
Cargojet. 12/9 C-GCIJ 767-306ER(BDSF) Cargojet;
T7-APG Hondajet also 16th; SE-RIZ Citation 560XLS.
13/9 VQ-BFU 747-83Q(F) AirBridgeCargo. 14/9
G-CLAA 747-446F CargoLogicAir also 22nd. 16/9
N741CK 747-4H6(BCF) Kallita Air; VP-BJS 747-8F
AirBridgeCargo; 9H-VCN Challenger 350 VistaJet;
F-HBUZ A321-251NX La Compagnie. 17/9 2-JEZA
Eclipse EA500; EJ-AWES Challenger 605. 18/9
VP-BBP 747-8HV(F) AirBridgeCargo also 19th. 19/9
VQ-BLR 747-8HVF AirBridgeCargo. 20/9 VP-BBL 747-
87UF & VP-BIN 747-83QF AirBridgeCargo; F-HREX
Hawker 800XP. 21/9 9H-VCB Challenger 350 VistaJet.
22/9 D-CTOR Phenom 300. 24/9 D-CFLY Citation
560XLS+. 25/9 D-AJHW E190LR WDL Aviation also
27th. 27/9 VQ-BGZ 747-8HVF AirBridgeCargo. 29/9
UR-82072 An-124-100M Antonov Airlines; VQ-BRJ
747-8HVF AirBridgeCargo; N988SP Gulfstream V;
9H-ART Challenger 601. 30/9 N709CK 747-4B5(F)
Kalitta Air.
GATWICK AIRPORT
1/9 0110 Gulfstream G550 1 BLTr,Polish AF f/v. 2/9
TC-LSK A321-271NX Turkish Airlines f/v. 4/9 A7-BET
777-3DZER Qatar Airways f/v; C-GMKS 787-9 WestJet
f/v. 6/9 A7-ALV 787-9 Qatar Airways f/v. 11/9 HA-LTH
A321-231 Wizz Air f/v; HA-JEV Citation 650
III f/v. 13/9 280 PC-12 104 Sqn, Irish Air Corps f/v.
15/9 9H-FOX A340-313 HiFly Malta f/v; N60GG
Gulfstream IVSP f/v. 16/9 HA-LJC A320-271N Wizz Air
f/v. 22/9 HA-LWS A320-232(SL) Wizz Air f/v; HB-JSF
Challenger 650 f/v. 25/9 YL-AAW A220-300 Air Baltic
f/v. 27/0 TC-LSV A321-271NX Turkish Airlines f/v.
GLASGOW PRESTWICK
AIRPORT
1/9 ZJ223 & ZJ226 Apache AH1s 3/4 Regts, AAC
hot refuels with ZK560 & ZK562 Chinook HC6s 7
Sqn, RAF during Exercise Chameleon; VT-AHI Global
6000; D-ETPU, D-EGAQ, D-EGAR Grob G120s ferry
to Reykjavik, on delivery to Ecuador. 3/9 RA-76951
Il-76TD-90VD Volga-Dnepr Airlines n/s; ZM402 Atlas
T1 27/70 Sqns, RAF o/s; ZE701 BAe 146 CC2 32(TR)
Sqn, RAF o/s; CS-GLZ Global 5000 NetJets Europe;
ZM333 (also 28th) & ZM335 (also 24th) Phenom 100s
45 Sqn, RAF; N44U Beech 200T Dynamic Aviation,
dep. 7th; CH-11 C-130H 15 Wing, Belgian Defence
– Air Component n/s; C-GRJR Avanti dep. 4th. 4/9
HB-FQC PC-12 c/n 2036 & HB-FQB PC-12 c/n 2035
both on delivery; KAF342 C-17A 41 Sqn, Kuwait AF
n/s also 7th-9th; 09-0655 MC-12W 185th SOS, Ok
ANG. 5/9 G-POWU A321-211 Titan Airways in Indian
Airlines colours as VT-EAL for Bollywood movie
filming dep 11th; 2-MCLN Cirrus SR22T; 164996/
RU C-130T VR-55, USN also 6th; CS-GLC Global
Bombardier Global 7500, F-HFHP, just about to touch down at London Luton Airport on October
11 James Ronayne
72
71_73_airportsDC.mfDC.indd 72
Motor Sich Airlines Antonov An-74TK-200, UR-74026, departing Birmingham Airport on October
23 carrying the FC Zorya Luhansk football team, which had played Leicester City FC the previous
night in a UEFA Europa League tie v1images.com/George Aldrich
6000 NetJets Europe. 6/9 130601 CC-130J 436 Sqn,
RCAF; LX-TWO Learjet 45. 7/9 LX-NCL 747-4EVF(ER)
Cargolux retro colours, also 28th. 8/9 2-MCLN
Cirrus SR22T; 95-6711 & 95-6712 C-130Hs 130th AS,
WV ANG both n/s, both also 28th n/s. 9/9 G-SAJD
ERJ145EP Loganair for Bollywood filming; I-TOPD
Beech 400XP; ZJ197 Apache AH1 3/4 Regts, AAC hot
refuel. 10/9 18-46043 KC-46A 22nd ARW, USAF n/s,
first visit of type; A7-CGQ Gulfstream G500 Qatar
Government; 93-1040 & 92-0552 C-130Hs 700th
AS, AFRC both dep 12th; 164994/CW C-130T VR-54
USN also 23rd. 11/9 LX-VCF 747-8R7(F) Cargolux.
12/9 18-46039 KC-46A 22nd ARW, USAF n/s. 13/9
177702 & 177703 CC-177s 429 Sqn, RCAF dep 15th;
ZH003 Defender R2 651 Sqn AAC o/s; N497XP Beech
400XP also 16th. 14/9 N418EE Phenom 100; HB-FQD
PC-12 c/n 2037 on delivery; 84-0096 C-21A 76th AS,
86th AW, USAF o/s. 15/9 04-4136 C-17A 305th/514th
AMW, USAF; 168760 P-8A VP-47, USN. 16/9 2-JBMF
Phenom 100; 91-1234 C-130H 165th AS, Ky ANG dep
18th; G-JOTD BAe 146-300QT Jota Aviation. 17/9
D-ILOU CitationJet 525A CJ2+; 12-00281 MC-12S
B/16 MIB, US Army; 90-1793 C-130H 180th AS, USAF
Mo ANG n/s; 12-0064 CV-22B 7th SOS, 352nd SOW,
USAF. 18/9 168981 C-40A VR-61, USN also 26th;
LX-FPP Beech 200T; ZH003 Defender R2 651 Sqn,
AAC; 130608 CC-130J 436 Sqn, RCAF n/s also 20th
n/s. 19/9 ZH002 Defender R2 651 Sqn, AAC o/s;
N405WK Beech 350 dep. 21st; 9H-LXX Global XRS
VistaJet; 130614 CC-130J 436 Sqn, RCAF dep. 21st.
21/9 N806MA TBM 900. 22/9 05-3146, 06-4631 &
07-46312 C-130Js 61st AS, 19th AW, USAF; HB-FRV
PC-12 c/n 2029 on delivery; N940EM TBM 940
1,000th built. 23/9 16-5849 & 14-5791 C-130Js 41st
AS, 19th AW, USAF. 24/9 ZM337 Phenom 100 45 Sqn,
RAF also 28th; D-IGWT CitationJet 525A CJ2+. 25/9
240/F-RARF A330-223 ET1/60, French AF; 58-0036
KC-135R 100th ARW, USAF Mildenhall weather
diversion n/s. 26/9 17-5867 C-130J 41st AS, 19th AW,
USAF; 14-5788 C-130J 41st AS, 19th AW, USAF dep
28th; 15005 CC-150 437 Sqn, RCAF n/s. 27/9 KAF343
C-17A 41 Sqn, Kuwait AF. 28/9 13-5778 MC-130J 67th
SOS, 352nd SOW, USAF o/s; OY-EUR PC-12; HB-FXM
PC-12 c/n 2054 on delivery. 29/9 59-1450 & 61-0317
KC-135Rs 197th ARS, Arizona ANG both n/s; 05-3145
C-130J 41st AS, 19th AW, USAF. 30/9 177704 CC-177
429 Sqn, RCAF, Exercise Joint Warrior support; 140113
CP-140 14 Wing, RCAF for Exercise Joint Warrior.
GUERNSEY AIRPORT
1/9 N281EC ERJ135LR f/v, re-registered 2-JETS;
ZM406 Atlas C1 24/70 Sqns, RAF o/s; 2-RAYS Eclipse
EA500 rolled out in new marks ex N21EK. 5/9 2-CIAS
BN2B-20 Channel Islands Air Search. 7/9 F-HLRZ
Phenom 100 also 8th; N716AS Gulfstream V. 8/9 OE-
DBJ DA40TDi f/v. 11/9 D-INKY Avanti also 27th. 14/9
F-HURI DA40NG. 15/9 F-HPEB Learjet 40; N800KD
Learjet 75 dep 29th as M-PJEB; 647/3-IO & 615/3-JY
Mirage 2000Ds EC1/3, French AF o/s; 2-MSTG
Citation 510 Mustang. 17/9 D-ILUI CitationJet 525A
CJ2+. 18/9 D-EADR Cessna 210L; D-EMSV Bellanca
Viking; M-VGAL Falcon 900EX f/v. 20/9 2-TAKA
Eclipse EA500 first flight as such, ex N177CK. 22/9
OE-ILK Global 7500 f/v. 24/9 CS-CHC Challenger
350 NetJets Europe also 25th; M-AGMA Global XRS
f/v. 26/9 D-IAAB Phenom 100. 30/9 OE-IMI Falcon
900EX; CS-GLH Global 6000 NetJets Europe.
HEATHROW AIRPORT
2/9 B-18909 A350-941 China Airlines f/v; D-BDDE
Challenger 350 f/v. 3/9 VQ-BUA 777-3M0ER Aeroflot
f/v. 4/9 SP-ENU 737-83N Enter Air f/v. 5/9 CS-TPR
E190LR TAP Portugal f/v; JA838J 787-8 Japan Airlines
f/v. 6/9 D-ANEO A319-153N(SL) f/v; D-BAVG Citation
750 X f/v; TC-LSU A321-271NX Turkish Airlines f/v. 8/9
SE-RUB A320-251N SAS f/v. 9/9 A6-EPZ 777-300ER
Emirates f/v; OK-NFV ATR 72-500 CSA f/v; TC-LSR
A321-271NX Turkish Airlines f/v; VT-TSE 787-9 Vistara
f/v. 10/9 HZ-ARD 787-9 Saudia f/v. 11/9 TC-LLM
787-9 Turkish Airlines f/v. 12/9 A6-BLD 787-9 Etihad
Airways f/v; TC-ACG 747-481SF Air ACT Cargo f/v.
13/9 EC-NJU A320-251N Iberia f/v; EI-FNG A330-
302 Aer Lingus f/v; JA836J 787-8 Japan Airlines f/v.
14/9 G-CIXW E170LR Eastern Airways f/v; M-JNJL
Global Express f/v. 19/9 TC-LST A321-271NX Turkish
Airlines f/v. 20/9 EI-FNH A330-302 Aer Lingus f/v;
JY-AYC A319-115 Royal Jordanian Airlines f/v.
21/9 CS-PHI Phenom 300 NetJets Europe f/v. 22/9
B-LRD A350-941 Cathay Pacific Airways f/v; SE-DYC
A320-251N SAS f/v. 23/9 B-HLH A330-342 & B-LQE
A350-941 Cathay Pacific Airways both f/v. 24/9 B-HLF
A330-342 Cathay Pacific Airways f/v. 26/9 B-LRL
A350-941 Cathay Pacific Airways f/v; TC-ACF 747-
481F Air ACT Cargo f/v; TF-FIG 757-23APF Icelandair
f/v. 27/9 D-AIJB A320-271NSL Lufthansa f/v; TC-LSV
A321-271NX Turkish Airlines f/v. 28/9 JU-1015 737-
8SH MIAT Mongolian Airlines f/v; PH-TFK 787-8 TUI
Airlines Netherlands f/v; SE-RUA A320-251N SAS f/v;
TC-RSD Learjet 45 f/v. 29/9 B-LQD A350-941 Cathay
Pacific Airways f/v.
AVIATION NEWS DECEMBER 2020
09/11/2020 09:33
 LIVERPOOL JOHN LENNON
AIRPORT
1/7 YU-BZZ Citation 550 Bravo also 2nd; G-CIIK
Yak-55 dep 26th. 2/7 9H-GKM Citation 560XLS. 8/7
N350XT PA-46-350P. 11/7 2-EMBR Phenom 300 also
29th. 14/7 I-GAUS P68B undertaking surveys. 15/7
D-CNOC Citation 560XLS; C-GEJD Learjet 45; ZM414
Atlas C1 24/70 Sqns, RAF o/s. 17/7 ZH001 Defender
R1 651 Sqn, AAC; ZM513 Juno HT1 1 FTS, RAF. 18/7
D-CAMB Learjet 31A; D-ISLT CitationJet also 19th;
I-ALVC Beech 400XP; EI-MPC AW109SP GrandNew.
19/7 T7-ACA CitationJet 525 CJ1. 21/7 CS-RBN
Global 5000. 22/7 EC-GPS Metro III Flightline; D-IGER
Beech 200GT. 23/7 D-AIRV Legacy 650E; F-HLRS
Phenom 300. 24/7 D-ARMY & D-AHOI Legacy 650s.
26/7 I-SAGE Beech 400XP; D-ICBA CitationJet
CJ2. 27/7 D-BJMS Falcon 50EX; D-CEFO Citation
560XLS+; D-AJET Legacy 650 n/s. 28/7 F-HASJ
Citation 510 Mustang. 30/7 ZM413 Atlas C1 24/70
Sqns, RAF o/s. 31/7 D-CBAY Citation 680 Sovereign;
CS-TFQ Learjet 45.
LONDON SOUTHEND
AIRPORT
1/8 G-EZAI A319-111 easyJet dep to Gatwick after
storage. 3/8 F-HJMA Legacy 600 f/v; HA-LWB A320-
232 Wizz Air f/v. 4/8 ZH888 Hercules C5 24/47 Sqns,
RAF also 5th. 5/8 OE-LQK A319-111 easyJet Europe
arrived from Luton for storage, returned to Luton
30th; G-EZAX & G-EZBW A319-111s easyJet both dep
to Luton after storage; HA-LYB A320-232(SL) Wizz Air
also 26th. 6/8 HB-GLA Beech 200; HA-LWJ A320-
232 Wizz Air also 10th. 8/8 N32NG A109E Power.
9/8 CS-GLD Global 6000 NetJets Europe n/s. 10/8
OK-FAC Cirrus SR22. 128 G-EZAG A319-111 easyJet
arrived from Luton for storage; G-EZIM A319-111
easyJet dep to Luton after storage; D-CBAY Citation
680 Sovereign f/v; HA-LYA A320-232(SL) Wizz Air also
f/v. 14th. 15/8 YU-SPB Citation 560XLS. 17/8 G-EZAV
A319-111 easyJet arrived from Liverpool for storage;
G-EZAV A319-111 & G-EZTJ A320-214 easyJet arrived
from Luton for storage; HA-LPY A320-232 Wizz Air
also 19th. 19/8 G-EZAU A319-111 easyJet arrived from
Liverpool for storage; G-EZAN A319-111 & G-EZTT
A320-214 easyJet both arrived from Gatwick for
storage; G-EZFW A319-111 easyJet dep to Gatwick
after storage. 20/8 G-EZAP A319-111 easyJet arrived
from Liverpool for storage. 21/9 HA-LWK A320-232
Wizz Air f/v. 23/8 G-EZBI A319-111 easyJet arrived
from Gatwick for storage; G-EZWL A320-214 easyJet
dep to Gatwick after storage. 24/9 HA-LWY A320-
232 Wizz Air. 27/8 HA-JEF Citation 650 VI f/v. 28/8
Norwich Airport hosted Airbus Defence and Space A400M Atlas, CT-01 – recently delivered to
the Luxembourg Armed Forces – for some training on November 4 Matt Varley
With thanks to. D Apps, D Bougourd, S Boyd, J Brazier, N Burch, P A Clarke, I Cockerton, KW Ede, M Farley, N French, P Gibson, G Green, J Gregory, I Grierson,
D Haines, M Harper, G Hocquard, S Lane, G Morris, S Morrison, R Roberts, RJ Sayer, A Smith, D Turner, Blackpool Aviation Society, Solent Aviation Society/‘Osprey’,
South Wales Aviation Group, CIAN, GSAE, The Aviation Society, EGPE ATC, www.dtvmovements.co.uk, Aerodata Quantum Plus and RHADS.
WWW.AVIATION-NEWS.CO.UK
71_73_airportsDC.mfDC.indd 73
MIAT Mongolian Airlines Boeing 737-800, JU-1015, climbing away from Heathrow Airport on
September 28 Paul Phillips
HA-LPZ A320-232 Wizz Air f/v. 29/8 G-EZBI A319-111
easyJet dep to Gatwick after storage. 30/8 G-EZTL
A320-214 easyJet arrived from Luton for storage.
31/8 LN-WEC E190E2 Widerøe f/v, start of new
Bergen service; OE-ICQ Gulfstream G550; HA-LWB
A320-232 Wizz Air; G-UZHO A320-251N easyJet
operated last service before operating base closed.
MANCHESTER AIRPORT
1/9 TC-RBB A321-251NX Pegasus Airlines f/v; G-ISLL
ATR 72-500 Blue Islands f/v, new Exeter service;
9H-QAQ 737-8AS Malta Air f/v; OK-SEM Citation
680 Sovereign f/v; ZZ336 Voyager KC2 10/101 Sqns,
RAF. 4/9 F-HBLP E190AR Air France Hop f/v; 9H-NEB
A320-251N Air Malta f/v; 9H-QAY 737-8AS Malta Air
f/v; OH-ZRH PC-12 f/v. 5/9 TC-RSB Learjet 45 f/v.
6/9 TC-RBA A321-251NX Pegasus Airlines f/v. 8/9
9H-QDM 737-8AS Malta Air f/v; PH-BBJ CitationJet
560XLS+ f/v; OO-CCJ CitationJet 525 CJ1+ f/v.
9/9 G-VDOT A350-1041 Virgin Atlantic Airways f/v,
on delivery from Toulouse for short term storage;
YL-RAG Saab 340A/F RAF-Avia. 9H-QDM 737-8AS
Malta Air f/v; PH-BBJ CitationJet 560XLS+ f/v;
OO-CCJ CitationJet 525 CJ1+ f/v. 12/9 9H-NEC
A320-251N Air Malta f/v. 13/9 HB-JXJ A320-214(SL)
easyJet Switzerland f/v. 14/9 SE-ROH A320-251N
SAS f/v. 16/9 9H-QEK 737-8AS Malta Air f/v; D-AEOT
Legacy 600 f/v; OK-OKV PA-42-720 Cheyenne III
f/v. 17/9 OO-MMT Citation 560XLS f/v. 19/9 VP-BTM
Gulfstream G600 f/v. 20/9 9H-QEF 737-8AS Malta Air
f/v. 21/9 SP-RKR 737-8AS Ryanair Sun f/v; 9H-QBJ
737-8AS Malta Air f/v. B-207U 787-9 Hainan Airlines;
F-HAPE Beech 1900D TwinJet f/v. 22/9 TC-LSV A321-
271NX Turkish Airlines f/v. 23/9 TC-LSR A321-271NX
Turkish Airlines f/v. G-VRNB A350-1041 Virgin Atlantic
Airways f/v, on delivery from Toulouse for short term
storage. 24/9 D-AINY A320-271N Lufthansa f/v;
N843S Falcon 7X f/v. 25/9 SE-ROU A320-251N SAS
f/v; 9H-QDP 737-8AS Malta Air f/v; D-CICU Learjet
45 f/v. 26/9 I-ADJW E195LR Air Dolomiti f/v, op for
Lufthansa. 28/9 B-1540 787-9 Hainan Airlines f/v;
D-AIJB A320-271N Lufthansa f/v; 9H-VFD Challenger
350 VistaJet f/v. 30/9 EI-SLV ATR 72-202/F ASL
Airlines f/v, op for FedEx Express; 4K-AZ81 767-
32LER Azerbaijan Airlines f/v, student charter.
NORWICH AIRPORT
1/9 LN-TUM 737-705 SAS to KLM Maintenance;
PH-PPG Cirrus SR20. 2/9 F-GLNE Beech 1900D
TwinJet; N605VV Challenger 605. 5/9 D-CIRP
Do.328-128 MHS Aviation arrived for painting, dep
14th overall white; D-CKJM Citation 560XLS+ also
6th. 7/9 G-LCYW E190SR BA CityFlyer arrived for
maintenance & storage; G-LCYX E190SR BA CityFlyer
dep after maintenance & storage. 8/9 ZM416 Atlas
C1 24/70 Sqns, RAF o/s. 10/9 OY-NDP CitationJet
525A CJ2+; PH-EUA AW139 CHC Helicopters
Netherlands dep. 24th. 11/9 D-CAGA Phenom 300
dep 13th; N418EE Phenom 100; N616CM TBM 850.
12/9 2-DOGZ DA62. 15/9 LN-RRB 737-783 SAS to
KLM Maintenance. 17/9 GZ100 AW109SP GrandNew
32(TR) Sqn, RAF. 18/9 D-IAAB Phenom 100. 19/9
OY-HOW AW169 Uni-Fly; G-JMCP 737-3T0(SF)
West Atlantic UK to KLM Maintenance. 20/9 2-FLYT
PC-12. 26/9 G-LCYM E190SE BA CityFlyer dep ex KLM
Maintenance. 27/9 N95TA PA-31-310.
TEESIDE INTERNATIONAL
AIRPORT
1/9 ZZ418 Shadow R1 14 Sqn, RAF o/s also 10th.
2/9 D-AHOX Legacy 650 n/s; ZM411 Atlas C1 24/70
Sqns, RAF o/s. 4/9 2-FFLY Cirrus SR22T also 7th.
6/9 2-CYFR Cirrus SR22T also 11th, 12th & 29th.
7/9 D-CRON Citation 560XLS+ also 10th; N288Z
Gulfstream G280 n/s. 8/9 I-FORZ Challenger 350 also
11th. 11/9 D-COBI Citation 560XLS+. 12/9 LX-PCB
PC-24 also 18th. 13/9 LX-JFF PC-12. 14/9 ZE708 BAe
146 C3 32(TR) Sqn, RAF also 15th n/s. 16/9 ZE701
BAe 146 CC2 32(TR) Sqn, RAF; N888SF Citation
680 Sovereign; LX-JFC PC-12 n/s. 17/9 CS-CHJ
Challenger 350 NetJets Europe. 20/9 DQ-FJF 737-
7X2 Fiji Airways arrived for parting-out and scrapping.
21/9 ZJ182 Apache AH1 3/4 Regts, AAC. 22/9
9H-VCJ Challenger 350 VistaJet; LX-JFG PC-24;
ZJ199 & ZJ228 Apache AH1 3/4 Regts, AAC. 27/9
LX-JFE PC-12.
Key: f/v first visit; n/s nightstop; o/s overshoot.
73
09/11/2020 09:33
 Register Review
REGISTER REVIEW BY STUART MCDIARMID

The latest changes on the UK, Irish,

Isle of Man and Guernsey registers

Virgin Atlantic Airways Airbus A350-1041, G-VDOT Ruby Slipper, on

RESTORATIONS approach to Manchester Airport on September 9 at the end of its
REG’N MODE(S) TYPE C/N OWNER delivery flight from Toulouse. Due to the downturn in air travel caused
G-AHHY 407B05 Taylorcraft Plus D (built by 216 GW & DG Maddams, by COVID-19, the aircraft will initially be stored at Manchester Ashley
Auster Aircraft Ltd) Enstone, Oxfordshire French
G-BHLU 401E5D Fournier RF3 (built by 79 Lima Zulu Services Ltd,
Alpavia SA) (Malvern, Worcestershire)
G-BRSV 407B07 Britten-Norman BN2T 2229 G Cormack, Cumbernauld, G-CLPJ 407ABC Sikorsky S-92A 920091 Wilmington Trust SP
Islander North Lanarkshire Services (Dublin) Ltd, (stored
Rzeszow, Poland)
G-BSYA 403306 Jodel D18 (built by S PFA 169- RW Rose & JT Houghton,
Harrison) 11306 Andreas, Isle of Man G-CLRG 407AD1 North American P-51D-5- 109-27301 Air Leasing Ltd, Sywell,
G-BVRH 403963 Taylorcraft BL-65 1657 MJ Kirk, (Taunton, Somerset) NA Mustang Northamptonshire

G-BYLJ 4041B8 Letov LK-2M Sluka (built by PFA 263- T Barnby, (Deerness, Orkney) G-CLRU 407AD6 Aeriane Swift Light E 115 W True, (Egerton, Cheshire)
NE Stokes) 13464 G-CLRX 407ADD Sikorsky S-92A 920047 CHC Scotia Ltd, Aberdeen
G-CHBR 4066DE Westland SA341B Gazelle 1802 Excel Charter Ltd, International, Aberdeenshire
AH.1 Stapleford, Essex G-CLSE 407AE8 Best Off SkyRanger Nynja BMAA/ R Mulligan & J McCluskey,
G-CHJB 406815 Flylight Dragonfly 081 SJ Robson, (Weston, 912S(1) (built by M Brereton HB/730 Kernan Valley, Tandragee,
Hertfordshire) & S Newlands) Co. Armagh

G-EZDR 405B6A Airbus A319-111 3683 easyJet Airline Company G-CLSF 407AE9 Van’s RV-12 LAA 363- RJ Dawson, (Sheffield, South
Ltd, London Luton, 15065 Yorkshire)
Bedfordshire (NB) G-CLSP 407B09 SAAB 91B Safir (built by 91-254 NC Stone, Selby,
G-EZFI 40600D Airbus A319-111 3888 easyJet Airline Company Koninklijke Maatschappij Northumberland
Ltd, London Luton, De Schelde)
Bedfordshire (NB) G-CLUM 407AFA Sackville BM-56 AE Austin, (Sibbertoft,
G-EZFU 406319 Airbus A319-111 4313 easyJet Airline Company Northamptonshire)
Ltd, London Luton, G-CORY 407041 Guimbal Cabri G2 1140 CJS Helicopters Ltd,
Bedfordshire (NB) (Runwell, Essex)
G-EZGH 406445 Airbus A319-111 4667 easyJet Airline Company G-DCAR 407AB8 Magni M24C Plus 24202706 R Carey, (Reedham, Norfolk)
Ltd, London Luton, (assembled by Magni
Bedfordshire (NB) Gyro Ltd)
G-EZGN 40653D Airbus A319-111 4781 easyJet Airline Company G-EDAM 407AA5 UltraMagic M-77C 77/427 AM Holly, (Breadstone,
Ltd, London Luton, Gloucestershire)
Bedfordshire (NB) G-EGBW 4079D6 Piper PA-28-161 Cherokee 28-7716097 Social Infrastructure Ltd,
G-EZTA 405F11 Airbus A320-214 3805 easyJet Airline Company Warrior II Wellesbourne Mountford,
Ltd, London Luton, Warwickshire
Bedfordshire (NB) G-EZMA 4041F6 Robinson R22 Beta II 2964 Mercia Property
G-EZTV 40622D Airbus A320-214 4234 easyJet Airline Company Developments Ltd, (Market
Ltd, London Luton, Drayton, Shropshire)
Bedfordshire (NB) G-FRNS 4079F8 Bell 407GXi 54894 Ferns Surfacing Ltd, West
G-ISSW 400F3E Eurocopter EC155B1 6755 Wilmington Trust SP Services Farleigh, Kent
(Dublin) Ltd, (Dublin, G-FWLR 407AB1 Flylight Peabee Yellow Line DA168 GM Fowler, Sywell,
Republic of Ireland) Northamptonshire
G-KIRC 4032BC Pietenpol/Challis Chaffinch 1008 MJ Kirk, (Taunton, Somerset) G-GMKA 401A36 Piper PA-28-140 Cherokee 28-7325195 GMK Aviation Services Ltd,
(built by H Challis) F Turweston, Buckinghamshire
G-KURK 401FD8 Piper J3C-65 Cub 11527 MJ Kirk, (Taunton, Somerset) G-HCUP 407AF9 Magni M22C Voyager 22192094 A Harcup, (Old Windsor,
EI-DAD TBA Boeing 737-8AS(SF) 33544 ASL Airlines (Ireland) Ltd, (assembled by Magni Berkshire)
Dublin (NB) Gyro Ltd)

EI-EZK TBA ATR 72-212A 593 Lighthouse Alpha Ltd, G-ICEZ 407AE2 Robinson R44 Cadet M Varley trading as Ice
(stored at Saarbrücken London Aviation, Elstree,
Germany) Hertfordshire

EI-FAN ATR 72-212A 572 Lighthouse Alpha Ltd, (stored G-ICRM 4038D8 Slingsby T67M-200 Firefly 2060 CRM Aviation Europe Ltd,
at Saarbrücken Germany) White Waltham, Berkshire
EI-GGO Airbus A330-202 511 Wilmington Trust SP Services G-KCMI 4076F4 Piper PA-46-600TP M600 4698088 British European Aviation
(Dublin) Ltd, (stored Teruel, Ltd, Wycombe Air Park,
Spain) Buckinghamshire
G-MACC 407AEE CubCrafters Carbon Cub CCK-1865- MW Albrey, Enstone,
EX-2 1016 Oxfordshire
NEW REGISTRATIONS G-MFAB 407ACC Piper PA-46-500TP Malibu 4697291 A Brakewell, Blackpool,
REG’N MODE(S) TYPE C/N OWNER Meridian Lancashire
G-CLOI 407A4B Flylight SkyRanger Nynja 303-3 DM Lonnen, (Helensburgh, G-NGBB 407AED BRM Aero Bristell NG5 LAA 385- AJ Palmer & F Sayyah,
Argyle & Bute) Speed Wing 15712 Northchapel, West Sussex

74 AVIATION NEWS DECEMBER 2020

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 G-NMBS 405EAD Schempp-Hirth 73 DS Bramwell, Dunstable,
Nimbus-3/24.5 Bedfordshire PREVIOUS IDENTITIES
G-OBTO 407ACE CubCrafters CC19-180 CC19-0050 STOLVentures Ltd, REG'N P.I. REG’N P.I.
XCub Fowlmere, Cambridgeshire
G-AHHY ex ZU-MGM G-WAYY ex G-WALY
G-RDAR 407AFF Van’s RV-7 LAA 323- RP Marks, (Honiton, Devon)
G-BRSV ex 9G-AEW EI-DAD ex N547CC
15270
G-RVJS 407AE7 Van’s RV-8 (built by SC 82237 J Stringer, Graveley, G-CHBR ex RA-05706 EI-EZK ex PR-PDK
Schwartz) Hertfordshire G-CLPJ ex LN-ONU EI-FAN ex PR-PDH
G-RVZZ 407AE5 Van’s RV-7 (built by N 72805 DR Gilbert & DL Slabbert, G-CLRG ex 41-13668 EI-GGO ex A7-ACO
Skinnarland) Brighton City, West Sussex
G-CLRX ex LN-OQE EI-GTJ ex VT-IGL
G-RYON 406899 Avions Mudry CAP-231 07 R Bates, Trustee of Ryan
Lincoln Jetson (RLJ) Aviation, G-CLSE ex EI-FXV EI-GTR ex VT-GOS
(Thundridge, Hertfordshire) G-CLSP ex SE-KUA EI-GTX ex G-CIUI
G-TAJB 407924 Airbus H145 20340 Airbus Helicopters UK Ltd. G-CORY ex G-PERU M-ABNH ex B-3145
Oxford, Oxfordshire
G-EGBW ex N161FF M-JPEB ex N800KD
G-TOWA 407AEF Zenair CH750 Cruzer LAA 381A- TW Slater, (Botesdale,
G-EZDR ex OE-LQY M-OJOM ex N586RW
15593 Suffolk)
G-VDOT 40771A Airbus A350-1041 071 Virgin Atlantic Airways Ltd, G-EZFI ex OE-LQK ZJ-CER ex HB-GGP
(stored at Manchester, G-EZFU ex OE-LKG ZJ-DAN ex (2-JILL), 9G-AEW
Greater Manchester)
G-EZGH ex HB-JYM 2-AERN ex VT-SLN
G-VRNB 4077D4 Airbus A350-1041 415 Virgin Atlantic Airways Ltd,
G-EZGN ex OE-LSY 2-AERP ex VT-SLO
(stored at Manchester,
Greater Manchester) G-EZMA ex HB-ZTS 2-AMGL ex TC-JIL
G-VXXY 407AE3 Aeroprakt A32 Vixxen LAA 411-1572 A Everitt, Chirk, Wrexham G-EZTA ex OE-ICV 2-AVOM ex XA-VOM
G-WAYY 40122C Maule MX-7-180 Star 11028C Blockworks Group Ltd, G-EZTV ex OE-IJP 2-CJIM ex TC-JIM
Rocket Turweston, Buckinghamshire G-FRNS ex C-GNHD 2-HVUR ex VH-VUR
EI-GTJ TBA Airbus A320-232 4312 Klaatu Aircraft Leasing G-GMKA ex G-KALI 2-JETS ex N281EC
(Ireland) Ltd, (stored at
Phoenix Goodyear, Arizona) G-ICEZ ex N40393 2-LVHK ex LV-HKS
EI-GTR TBA Airbus A320-214 3972 Klaatu Aircraft Leasing G-ICRM ex G-HONG 2-PASD ex 9M-NRI
(Ireland) Ltd, (stored at G-ISSW ex (OO-TVP), XA-TVP 2-RAYS ex N21EK
Lasham, Hampshire)
G-KCMI ex N8007K 2-RLBS ex HK-5237
EI-GTX TBA Best Off SkyRanger 912(2) BMAA/ K Roche, Taghmon, Co.
HB/675 Wexford G-MACC ex N97CC 2-RLBT ex HK-5236

M-ABNH 424B85 Embraer 190 19000529 CLC Aircraft Leasing G-MFAB ex D-ESBA 2-SEXY ex N57VS
(Shanghai) Co. Ltd, (stored G-NMBS ex G-DFBM 2-TECH ex 2-MIKE
Guangzhou Baiyan, People’s
Republic of China) G-OBTO ex N132XC 2-VSLO ex 9V-SLO
G-RVJS ex N868RV 2-VSLQ ex 9V-SLQ
M-JPEB 424B93 Learjet 75 45-529 ADD SARL, Strasbourg, France
G-RVZZ ex LN-KJA 2-VYFG ex VH-YFG
M-OJOM 424B94 Gulfstream G550 5448 CMP Leasing Ltd, TBA
G-RYON ex G-CPII 2-VYFI ex VH-YFI
ZJ-CER TBA Beech 58P Baron TJ-157 Aero Aquitaine, Biscarosse,
France G-TAJB ex D-HADJ 2-VYFN ex VH-YFN
ZJ-DAN TBA Britten-Norman BN2T 2223 KDRT Brem-Wilson, Biggin G-VDOT ex F-WWXL 2-VYFP ex VH-YFP
Islander Hill, Greater London
G-VRNB ex F-AZNY 2-VYFQ ex VH-YFQ
2-AERN TBA Boeing 737-81M 35284 AerCap Ireland Capital
Ltd, (stored Kuala Lumpur,
Malaysia)
2-RLBS TBA ATR 42-500 1005 Knight Aircraft Leasing
2-AERP TBA Boeing 737-81M 30721 Dara Aviation Bravo Ltd, (stored (2017-A) Ltd, (stored
Kuala Lumpur, Malaysia) Hamilton, Ontario, Canada)
2-AMGL TBA Airbus A330-203 882 Viking Leasing 882 DAC, 2-RLBT TBA ATR 42-500 1002 Knight Aircraft Leasing
(stored Nimes Garons, France) (2017-A) Ltd, (stored
2-AVOM TBA Airbus A320-233 3624 Amentum Aircraft Leasing Hamilton, Ontario, Canada)
No. Fifteen Ltd, (stored Pinal 2-SEXY TBA Agusta A109E Power 11677 MyHeli Ltd, Oxford,
Air Park, Marana, Arizona) Oxfordshire
2-CJIM TBA Airbus A330-203 901 Viking Leasing 801 DAC, 2-TECH TBA Commander Aircraft 14676 Private, TBA
(stored Nimes Garons, France) Commander 114B
2-HVUR TBA Boeing 737-8FE 36606 Shenton Aircraft Leasing 2-VSLO TBA Airbus A320-233 5050 Viking 5050 Pte, (stored
2 (Ireland) Ltd, (stored Kaunas, Lithuania)
Toowoomba, Australia)
2-VSLQ TBA Airbus A320-233 5296 Viking 5296 Pte, (stored
2-JETS 43ED83 Embraer ERJ135LR 145715 Aero Aircraft Holdings LLC, Kaunas, Lithuania)
Farnborough, Hampshire
2-VYFG TBA Boeing 737-8FE 40999 Wilmington Trust Company,
2-LVHK TBA Boeing 737-8AS 33821 Wilmington Trust SP Services (stored Brisbane, Australia)
(Dublin) Ltd, (stored Pinal Air
2-VYFI TBA Boeing 737-8FE 41000 Wilmington Trust Company,
Park, Marana, USA)
(stored Phoenix Goodyear,
2-PASD TBA Diamond DA40D Star TDi D4.293 Tesla Aviation Ltd, Arizona)
Gloucestershire
2-VYFN TBA Boeing 737-8FE 41009 Wilmington Trust Company,
2-RAYS TBA Eclipse EA550 550-0279 Evradale Ltd, Guernsey (stored Brisbane, Australia)
2-VYFQ TBA Boeing 737-8FE 41010 Wilmington Trust Company,
(stored Brisbane, Australia)
2-VYFP TBA Boeing 737-8FE 41011 Wilmington Trust Company,
(stored Phoenix Goodyear,
Arizona)

CANCELLATIONS
REG’N TYPE C/N REASON
G-AHNR Taylorcraft BC-12D 7204 To Poland
G-BCBG Piper PA-23-250 Aztec E 27-7305224 To Germany
G-BDWY Piper PA-28-140 Cherokee E 28-7225378 Cancelled as Permanently WFU
(crashed on landing at Great
West Atlantic Cargo Airlines freighter Boeing 737-4Q8, G-JMCR, Massingham, Norfolk 06.09.16)
was operated for DHL and continues to be so as EC-NLU by Swiftair G-BJND Osprey MK-1E AKC-53 Cancelled by CAA (model
AirTeamImages.com/Matthieu Douhaire balloon, no Permit to Fly required)

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REGISTER REVIEW BY STUART MCDIARMID
G-KALI Piper PA-28-140 Cherokee F 28-7325195 Re-registered as G-GMKA
G-LAIN Robinson R22 Beta 1992 To Austria
G-LGNS SAAB 2000 2000-041 To Estonia as ES-NSH
G-LHEL Aérospatiale AS355F2 Ecureuil 2 5462 Cancelled by CAA (CofA expired
15.06.11, details unknown)
G-LOST Denney Kitfox Mk.3 PFA 172- Cancelled by CAA (Permit to Fly
12055 expired 06.08.01 )
G-MAAM CFM Shadow Series C K011 Cancelled as Permanently WFU
(Permit to Fly expired 08.07.17,
badly damaged in forced landing
Gulfstream G200, M-SBUR, landing at Brussels Airport. The aircraft has near Boston, Lincolnshire
been re-registered in San Marino as T7-SBR AirTeamImages.com/Serge 22.10.16, sold for spares)
Bailleul G-MNDD Mainair Scorcher 358-885-1- To France
W85
G-MNFN Mainair Gemini Flash 367-1085-3- Cancelled as Permanently WFU
G-BKIX Cameron V-31 863 Cancelled by CAA (CofA expired W99 (Permit to Fly expired 13.08.04)
17.02.16) G-MRSN Robinson R22 Beta 1654 Cancelled as Permanently WFU
G-BPUP Whittaker MW7 171-11-473 Cancelled by CAA (not (CofA expired 16.11.05)
completed) G-MTAY Solar Wings Pegasus XL-R SW-WA-1113 Cancelled by CAA (Permit to Fly
G-BSBR Cameron V-77 2247 Cancelled as Permanently WFU expired 16.11.05)
(CofA expired 26.09.10) G-MVCR Solar Wings Pegasus XL-Q SW- Cancelled as Permanently WFU
G-BSUZ Denney Kitfox Mk.2 PFA 172- Cancelled as Permanently WFU WQ-0080 (Permit to Fly expired 06.06.17)
11875 (crashed on landing at Brimpton, G-MWFA Solar Wings Pegasus XL-R SW-WA-1454 Cancelled by CAA (Permit to Fly
Berkshire 12.09.16) expired 21.05.17)
G-BULN Colt 210A 2265 Cancelled as Permanently WFU G-MWIM Solar Wings Pegasus Quasar TC SW- Cancelled as Permanently WFU
(CofA expired 09.08.09) WQQ-0326 (Permit to Fly expired 18.05.12)
G-BVIL Maule MXT-7-180 Super Rocket 14059C Cancelled as Permanently WFU G-MYHR Cyclone AX3/503 C 2103071 Cancelled by CAA (Permit to Fly
(CofA expired 29.09.20, details expired 27.06.05. Badly damaged
unknown) when hangar roof collapsed,
G-BWXP Slingsby T67M-260 Firefly 2251 To Germany as D-EWXP Chirk, Wrexham 01.14)

G-BWZU Lindstrand LBL 90B 418 Cancelled as Permanently WFU G-MYIN Solar Wings Pegasus Quasar IITC SW- Cancelled by CAA (Permit to Fly
(CofA expired 06.08.20, was WQT-0580 expired 15.03.19)
based in Italy) G-MZAP Mainair Blade 912 1036-0495- To Finland
G-BYBH Piper PA-34-200T Seneca II 34-8070078 To Norway as LN-KPL 7-W834
G-NPTB Boeing 737-83N 32609 To Sweden as SE-RLK
G-CEOO P & M Quik GT450 8257 Cancelled as Permanently WFU
(Permit to Fly expired 07.02.12) G-NPTC Boeing 737-83N 32612 To Sweden as SE-RLL
G-CFMH Schleicher ASK-13 13673AB Cancelled as Permanently WFU G-OKYM Piper PA-28-140 Cherokee 28-23303 Cancelled by CAA (CofA expired
(CofA expired 09.02.19) 09.06.10)
G-CHKV Scheibe Zugvogel IIIA 1034 To Poland G-OOBC Boeing 757-28A 33098 To USA as N203DP
G-CIUI Best Off SkyRanger (912)2 BMAA/ To Republic of Ireland as EI-GTX G-OONA Robinson R44 Clipper II 10907 To Belgium as OO-CAT
HB/675
G-PBIG Airbus EC130T2 8298 To Russia
G-CIVD Boeing 747-436 27349 Cancelled as Permanently WFU
(flown Heathrow to Castellon G-PERU Guimbal Cabri G2 1140 Re-registered as G-CORY
Costa Azahar, Spain 18.08.20 for G-RJIT Groppo Trail Mk.2 LAA 372-15355
parting out)
G-RWEW Robinson R44 Clipper II 11148 To USA as N279HL
G-CIVH Boeing 747-436 25809 Cancelled as Permanently WFU
G-STHA Piper PA-31-350 Navajo Chieftain 31-8052077 Cancelled as Permanently WFU
(flown Heathrow to Castellon
(CofA expired 15.01.14, last
Costa Azahar, Spain 31.08.20 for
reported stored at Lydd, Kent
parting out)
09.19)
G-CJJE Schempp-Hirth Discus-A 379 Cancelled by CAA (CofA expired
G-TTEN Tecnam P2010 008 To Cyprus
09.04.19, was based in Italy)
G-CJZY Grob G102 Standard Astir III 5600S Cancelled as Permanently WFU
(CofA expired 04.09.16)
The rest of the cancellations will appear in the next issue.
G-CKMA DG Flugzeugbau LS8-T 8510 To Germany
Key: NB – Nominal Base
G-CLOE Sky 90-24 019 To Ukraine
A place name in brackets relates to the owner’s address as where the aircraft is based is unknown.
G-CLVZ Centrair 101A Pegase 101A0446 To Germany
G-CLXY Davey, Hibberd & Hooper 0001 Cancelled as Permanently WFU
Bagan-42 (no CofA or Permit issued, UPDATES & CORRECTIONS
preserved by Bristol Balloon
Collectors) REG'N DETAILS

G-CPII Avions Mudry CAP-231 07 Re-registered as G-RYON G-BSWF Became F-HEOP 21.09.20

G-CTAG Rolladen-Schneider LS-18 8150 To Germany G-BUAM Became F-HMAE 23.09.20

G-DFBM Schempp-Hirth Nimbus-3/24.5 73 Re-registered as G-NMBS G-BYJO Type officially changed to a Rans S6-ES 21.09.20

G-DGBT Chimera Aviation Dragon GBT CA/D 0001 Cancelled as Permanently WFU G-CLBM Became SP-NHM 04.19
1170 (No Permit to Fly issued) G-COBO Became F-WNUI 04.20
G-EMHB Agusta A109E Power 11111 To Italy G-DAVV Became S2-AAS 21.05.12 & then N10AF 23.09.20
G-FXMR Raytheon 400A (Nextant 400XT RK-327 To Czech Republic as OK-NTD G-DORY Became OO-BLB 02.09.20
conversion)
G-GFEY Became 4R-SJA 09.10.19
G-FXRJ Raytheon 400A (Nextant 400XT RK-368 To Czech Republic as OK-PFY
conversion) G-HOLI Became D-OHLI
G-FXRS Raytheon 400A (Nextant 400XT RK-317 To Czech Republic as OK-NTU G-IIIM Builder officially changed to D McWhirter & OM Cooley 14.09.20
conversion) G-IWFC Became I-LIDJ
G-HOBO Denney Kitfox Mk.4 (modified) PFA 172A- To Netherlands
G-KIRB Builder officially changed to K Duddy, P Handford, D Steade & MH Wilde 29.09.20
12140
G-MORG Became PH-RUM 21.08.20
G-HONG Slingsby T67M-200 Firefly Re-registered
as G-ICRM G-NINA Became SX-ARH
G-ITBT Alpi Pioneer 300 Hawk PFA 330A- To Italy G-TLCL Became RA-02762 07.20 (corrects
14641
G-VANZ Builder officially changed to SJ Baxter & M Wright 07.09.20
G-IXCC Vickers Supermarine Spitfire IX **** To Australia
G-WARA Became SX-GAE 2019
G-JMCR Boeing 737-4Q8 25372 To Spain as EC-NLU
M-HSXP Became RA-02794 08.20
G-JRXI Bell 505 JetRanger X 655058 To Switzerland as HB-ZWD

76 AVIATION NEWS DECEMBER 2020

74-76_registerDC.mfDC.indd 76 09/11/2020 10:29

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AVIATION NEWS DECEMBER 2020 77

Dec_2020_Classified.indd 77 05/11/2020 16:21:39

 Mohawk Scouts
PeekingBehindtheIronCurtain
Doug Gordon outlines the border surveillance missions undertaken
by the US Army’s Mohawks in West Germany during the Cold War
I
n September 1955 the US Secretary
of State John Foster Dulles was called
upon to adjudicate between the US
Army and the US Air Force over the
right of the former to operate jet aircraft.
The Army had submitted a procurement
request for the purchase of Cessna T-37
jet trainer aircraft, which the Air Force
vigorously opposed on the grounds that
it was a violation of its prerogatives. The
dispute passed through the Secretary of
Defense and the Chiefs of Staff before
arriving before Dulles. The secretary’s
judgement was a compromise. He
cancelled the procurement order for the
T-37s, but established the principle that the
Army had the right to use aircraft powered
by jets – or any other type of engine – in
order to fulfil its designated functions.
The debate regarding the roles of Army
Aviation continued for some time in a
joint committee of Army, Air Force and
Navy representatives. The US Air Force
reiterated its view that the Army was
incrementally intruding on its functions;
the soldiers maintained they were solely
interested in developing aviation that aided
in the fulfilment of its primary battlefield
responsibilities. In the Department of
Defense (DoD) directive published on
March 18, 1957, the Secretary of Defense
upheld the independence of the Army and
78
78-82_mohawkDC.mfDC.mfDC.mfDCDCDC.indd 78
Main photo: The OV-1C was the first of the
Mohawks to be fitted with the AN/AAS-14
infrared mapping sensor US Army
Right: The Mohawk patch, based
on a drawing by W Schmidt,
which originally featured a
Confederate flag loincloth
in honour of test pilot
Ralph ‘Dixie’ Donnell
Doug Gordon Collection
its right to procure
aircraft to support its
assigned functions.
TROUBLED
GESTATION
By the mid-1950s the
principle observation and
spotting aircraft of the US
Army and US Marine Corps, the
Cessna L-19/OE (O-1 from 1962) Bird Dog,
was considered to be obsolete. In June
1956 the US Army and Marines issued Type
Specification TS145 calling for a fixed-
wing, two-seat aircraft powered by twin
turboprops that was capable of operating
from rough fields and short runways in all
weather conditions. The mission of the
aircraft would include artillery adjustment,
observation, emergency resupply, naval
target spotting, liaison and radiological
monitoring, with a crew comprising
a pilot and technical officer (TO). The
Navy (representing the Marines in the
programme) also specified that it must be
capable of operation from escort
carriers. It would also be faster
than the L-19/OE. Grumman
Corporation with its
G.134 design won
the competition and
received a contract
from the Secretary
of Defense in
March 1957 to fulfil
the requirement.
From the outset
development of the
aircraft was bedevilled
by disagreements
between the two services.
The Marines wanted it to carry
armament to perform the light attack role
and were not interested in the observation
mission. The Army considered that
shipboard compatibility compromised
the design of the aircraft and, at the
time, was not interested in the light
attack mission, a role it considered within
the Air Force’s remit. The US Air Force
agreed with the Army and attempted to
persuade Grumman to delete the attack
mission from the design’s specifications.
In September 1957 the Navy and Marines
AVIATION NEWS DECEMBER 2020
09/11/2020 14:38
 The OV-1B was the first of the Mohawks to be fitted with the SLAR pod, as seen hanging below 62-5806 at North Weald on May 29 1972. It is
unusual to see the unit markings of the 122nd Aviation Company on the tail Robin A Walker
withdrew from the programme, leaving
the Army to continue on its own. The
land force retained the original provision
for underwing stores, however, while
introducing a further requirement for a Side
Looking Airborne Radar (SLAR).
An order for nine development aircraft,
designated YAO-1A-GRs (later YOV-1A-GR),
was placed with Grumman and the first
of these (57-6463) took to the air at the
company’s facility at Bethpage, New York,
on April 13, 1959. By the end of the year
all the prototypes had been completed.
The test aircraft were equipped with two
underwing pylons for drop tanks or up
to 2,700lb of external stores. A KA-30A
camera was installed in the fuselage.
A total of 64 of the initial production
model, the AO-1A-GR Mohawk
(redesignated OV-1A-GR in 1962), were
built. The KA-30A was incorporated into
the KS-61A system, providing horizon-to-
horizon photographic coverage. Provision
was also made for the AO-1A to carry a
KB-10A camera in the nose. The initial
production aircraft were also fitted with two
pods mounted just above the wing roots on
the upper fuselage for the carriage of flares
for night photography. The flares would be
fired directly upwards so as not to interfere
with the crew’s forward vision.
EUROPEAN SERVICE
The first AO-1As to enter service with the
US Seventh Army in West Germany
arrived on September 12, 1961, with
a total of 12 Mohawks assigned to
the formation by the end of the
year. 1962 the AO-1A became the
OV-1A and in the same year B and
C models arrived in Germany.
The new versions greatly
enhanced the surveillance
capabilities of the Army. In addition
to the photographic capabilities
of the OV-1A, the OV-1B could
carry the AN/UPD-2 SLAR in a pod
under the starboard side of the fuselage,
which incorporated the AN/APS-94 Radar
Reconnaissance System. While in the OV-
1C the KS-61 Surveillance System remained
WWW.AVIATION-NEWS.CO.UK
78-82_mohawkDC.mfDC.mfDC.mfDC.indd 79
in aircraft produced up to Fiscal Year
66; in Fiscal Years 67 and 68 the KS-104
Surveillance System with a KA-76 camera
was introduced together with a KA-30B
panoramic camera. The photographic suite
of the OV-1D was one vertical and one
horizontal KA-60C camera and a KA-76.
These photographic systems were included
in the RV-1C and the RV-1D.
The OV-1C, along with the
photographic equipment, was fitted with
the AN/AAS-14 infrared mapping sensor.
It included a passive infrared two-channel
surveillance system, an airborne data
display, plus a recording and data link
capability with ground-based facilities.
During the first two years of service in West
Germany the Mohawk’s various surveillance
systems were utilised under test conditions.
The primary mission of the type in Europe
was, initially, visual observation, with day
and night photography, liaison and utility
operations as secondary roles.
In mid-1962 OV-1s were allocated to
various units within the Seventh Army
for more testing, designated Aerial
Surveillance and Target Acquisition
(ASTA) platoons. The first to receive the
aircraft was the 503rd Aviation Company’s
ASTA platoon at Hanau Army Airfield,
West Germany, which conducted SLAR
training missions along the border with
East Germany in support of the Office of
Intelligence of the Seventh Army.
In 1983 the 73rd Aviation Company moved
to Stuttgart. The runway at Hanau was no
longer suitable to host the OV-1D which
was a heavier aircraft than its predescessors
US Army
Other army units which had ASTA
platoons attached included the 2nd, 3rd
and 14th Armored Cavalry Regiments
(ACR) based at Nurenburg, Baumholder
and Fulda, respectively; and the 25th and
26th Field Artillery Regiments based at
Darmstedt. In total ten USAREUR (US Army
Europe) units participated in the ASTA test
programme between 1962 and 1967.
The Army was not entirely satisfied
with the initial performance of the
Mohawk. During 1964 it demonstrated an
availability rate of only 46%, which severely
compromised the aerial surveillance
mission, resulting in the implementation
of a number of modifications. New
powerplants were installed on the OV-
1B, with Lycoming T53-L-15 turboprops
replacing the original T53-L-07s, while the
wingspan was lengthened to increase lift.
Improved navigation systems were fitted
to both the OV-1B and C. All modification
work was carried out in the United States,
the first aircraft returning there in
early 1966.
A further alteration to the
SLAR occurred in 1967, adding an AN/
AKT-16 Airborne Data Transmitting Set.
This was linked to the AN/TKQ-1 Ground
Data Receiving Set, permitting in-flight
monitoring of the surveillance take. One
data link set was issued to USAREUR in 1967
for testing in the field, going to the 122nd
Aviation Company (AV), which used it for
its border surveillance operations.
Two years later a further pair of
sets arrived, comprising another
for the 122nd AV and one for the
14th ACR.
One of the principle benefits of
the SLAR system equipped with the
data link was that it could provide
real time data on enemy transport
and troop movements. In a single
flight along the East German
border the 14th ACR could monitor
activity up to 31 miles into East
Germany, including those taking place at
the Eisenach military training area.
The 122nd Aviation Company (Aerial
Surveillance) had been activated in 1965
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The OV-1B was the initial Mohawk variant to be equipped with the SLAR system. OV-1B, 62-5899
was exhibited at the Paris Air Show at Le Bourget in 1965 Alan Scholefield
This OV-1D, 69-17002, was at RAF Greenham Common on July 7, 1973. Additional fuel for extra
endurance was provided by two 150 US gal drop tanks Chris England
at Hanau. A USAREUR restructuring study
started in January 1966 highlighted a
shortage of both personnel and aircraft
and, as a result, in June 1967 the 122nd
assumed control of all Mohawk operations
in West Germany, operating a total of
16 aircraft. Responsibility for all border
surveillance operations was assigned to
the unit.
The principal mission of the Mohawks
of the 122nd AV was to monitor the
borders between the German Federal
Republic (West Germany) and the German
Democratic Republic (GDR – East
Germany) and Czechoslovakia. Three
principal types of reconnaissance systems
– SLAR, infrared and photography – were
employed during the flights, which initially
involved all three variants of the Mohawk.
From 1972 the 122nd received 13 OV-1Ds
to replace its OV-1Bs, and operated the
new version alongside OV-1Cs.
The OV-1D had upgraded sensor
systems and contained SLAR, infrared
and photographic systems within one
In July 1982, OV-1D 69-17007 attended the open day at the Army Air Corps base at Middle
Wallop, Hampshire Robin A Walker
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78-82_mohawkDC.mfDC.mfDC.mfDC.indd 80
airframe. Unfortunately the upgraded
SLAR was not compatible with the existing
ground-based data link system used by
the OV-1Cs, resulting in the earlier model
being retained by the 122nd AV into 1974,
when the problem was remedied. The
D model also introduced the ALQ-80
jamming pod and the ALQ-67 fuselage-
mounted jammer ECM (electronic
countermeasures) system.
Border surveillance operations during
the early days of Mohawk operations were
not without drama, as the aircraft were
frequently shadowed by Warsaw Pact
fighters. This came to a head in August
1963 when an OV-1B engaged in SLAR
operations flying in the vicinity of the Fulda
Gap was shadowed by a Warsaw Pact
fighter. When the Mohawk inadvertently
drifted towards the border, however, the
fighter crossed it and flew two passes close
to the US Army aircraft before withdrawing.
This was the first such incident involving
an Army aircraft conducting border
surveillance using SLAR.
Around Christmas time in December
1963 a Mohawk crew from the ASTA of
the 503rd Aviation Company of the 3rd
Armored Division was flying a routine
border mission. They received a message
from their ground controller who asked
if they were flying IFR (instrument flight
rules) or VFR (visual flight rules). Replying
that they were VFR, the controller asked
them to scan their aft port quadrant to
see if they could observe any aircraft
lights, the crew noting an aircraft flying
parallel to them but at a higher speed.
At this point they received a radio
transmission in German greeting them
by their radio call sign and wishing them
“guten morgen” (‘good morning’). The
controller informed them they had a
bogie! The crew received instructions to
descend into the cloud below them and
did so, but the controller told them that
the ‘bogie’ had turned and was now on
a 90° interception course. The fighter
had crossed the border, creating a very
worrying moment for the two men in the
Mohawk. On two occasions, while they
were in the clouds, they experienced
turbulence caused by the wash of the
fighter passing nearby. After the second
time the unknown aircraft headed back
east over the border. They received
another transmission in German wishing
them “guten abend” (‘good evening’) and
a Merry Christmas!
CROSSING THE LINE
Between March and November 1965
there were seven violations of the border
due to faulty ground control, culminating
in a crossing into Austrian airspace on
November 8. At this point, all border
flights were suspended pending an
enquiry. Although there was a great deal
of co-operation between US Air Force
Europe’s (USAFE) 86th Air Division and
USAREUR ground controllers, it was not
sufficient to prevent the spate of border
violations. Following this incident both
organisations took steps to ensure that
such incidents were curtailed. The USAFE
recalibrated its ground control radars
to improve accuracy, while operational
flights were conducted further away
from the border. Inevitably the latter
led to some deterioration in the quality
of the imagery gathered by the SLAR
systems, but this was considered a small
price to pay.
Aerial border operations remained
under constant review. New routes were
introduced when it was considered
appropriate and where necessary older
routes modified. One of these new
routes introduced included coverage
of the East German exercise area at
Letzlinger Heide, north of Magdeburg.
The area was regularly used by both East
German and Soviet units based in the
GDR and proved to be a valuable source
of intelligence.
AVIATION NEWS DECEMBER 2020
09/11/2020 09:30
 ELECTRONIC
INTELLIGENCE
In 1970 all Mohawks of the 122nd were
fitted with the AN/ARP-25 Radar Homing
and Warning (RHAW) system. In July 1972
the 122nd AV was renamed the 73rd AV,
becoming the 73rd Military Intelligence
Company (MIC) in 1974. The following year
the unit moved to Stuttgart airfield, as the
runway at Hanau was no longer suitable
for the OV-1D, which was a much heavier
aircraft than its predecessors. Hanau also
had limited bad weather capability and was Built as an OV-1C, 67-18905, photographed at RAF Alconbury’s Open House on July 21, 1985
located close to the crowded airspace at was used as the development aircraft for the OV-1D, which combined all the systems included in
Frankfurt Rhein Main. its predecessors; photographic, SLAR, and IR Chris England
Quick Look was the codename
given to a programme that sought to
give the Mohawk an ELINT (electronic
intelligence) capability. Between February
and December 1971 two OV-1Cs arrived
in West Germany to test ECM and ELINT
systems for the project, the aircraft joining
the 303rd ASA AVN COMPY (Army Security
Agency Aviation Company) at Kitzingen
The open house at Plymouth’s Roborough Airport on July 7, 1988 attracted no fewer than four
Army Airfield, near Würzburg. The systems OV-1Ds. They were 52-5878, 67-18910, 68-15940 and 68-15943 Chris England
installed on the OV-1Cs were based on
the United Technology APQ-142 ELINT the Warsaw Pact, would be acquired from and tests the secure communications
receiving system, carried on two pods on USAFE and NATO ground controllers and equipment so that he can call ‘inflights’
the outboard wing stations. Two 9ft 10in- relevant call signs and communication to the respective ground commander,
long antennas were also fitted to the wings. frequencies issued. who is also vitally interested in this flight.
The aircraft were used on border Flying the border on PARPRO The TO has the capability to report
flights, primarily to monitor Soviet P-15M (Peacetime Aerial Reconnaissance targets of interest or opportunity to
(NATO reporting Program) sorties commanders of quick reaction forces
name Squat Eye)
anti-aircraft artillery
‘The fighter had was inevitably
fraught with danger
opposite the denied area. Start and
run-up is routine and launch takes place
acquisition radars. crossed the border, and it was essential within moments of the ETD [expected
The Quick Look for all precautions time of departure]. Coded messages are
Mohawks also had creating a very to be taken. Not sent to various locations announcing
the ECM systems of
the OV-1D. The big worrying moment least of these was
to programme the
the take-off. Now begins the most
challenging and demanding parts of the
drawback of Quick
Look was the weight
for the two men in ASN-86 Inertial
Navigation System
flights – absolute precise navigation on
the part of the aviator in a very sensitive
of all the equipment
carried, which
the Mohawk.’ and ensure that the
relevant codes were
area while handling the UHF and VHF
radios – and 18,000lb of aircraft.
adversely impacted the performance of inputted into the AN/APX-72 Identification “Targets of interest are reported on FM
the aircraft. In 1972 the two modified OV- Friend or Foe transponder. radio by the TO as he constantly monitors
1Cs returned to the US for further testing Captain Michael F Blacker was the the sensor equipment. ‘Strangers’ are
and modifications. Both Mohawks, now Operations Officer of the 73rd MIC and in reported by the GCI [ground control
redesignated as RV-1Cs, returned to West an article in the US Army Aviation Digest intercept] site as the pilot checks the ECM
Germany for the 303rd ASA in July 1974; in in August 1976, he described a typical gear. Seems like the other side is aware
June 1975 they moved to Stuttgart to join border mission: “While the pilot preflights of our plan as the TO uses anti-jamming
the 73rd MIC. the aircraft and programs the ASN-86 techniques on his equipment. The RHAW
During 1978 further modifications to inertial navigation system’s computer, comes alive as the other side ‘practices’ on
the Quick Look Mohawk’s ELINT and the TO rechecks the sensor equipment the Mohawk ‘enemy target’.
ECM systems were incorporated to create
the RV-1D. Six of the new variant arrived
at Stuttgart and Quick Look II became
operational in October 1978.

FLYING THE FRONTIER

A typical mission for a Mohawk crew
would involve a specific tasking based on a
requirement from USAREUR headquarters.
The pilot and TO would be briefed by
the intelligence and operations officers.
The aircraft would be prepared and the
systems and sensors checked. Necessary
authorisation to enter the German ADIZ
(Air Defence Identification Zone), a buffer Mohawks visiting Prestwick Airport, a regularly used transit stop for aircraft heading to or from
zone between the forces of NATO and the US. J Rogers

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 “As the pilot brings the OV-ID off mission
track and thanks the folks at GCI, he’s
already prepared for the ILS [instrument
landing system] or GCA [ground control
approach] back home – Europe’s weather
just never seems to co-operate.
“After touchdown, imagery interpretation
personnel quickly download the product
and rapidly and accurately send their
mission report to the interested commands.
The aircrew debriefs with other intelligence
personnel while final messages are sent out
by operations. Sounds like a big operation
and it is – but it’s a routine, common
mission of a ‘Hawk’ aircrew in USAREUR.”
REORGANISATION
In 1978 the US Army underwent a
reorganisation based on the increased use
of ELINT and other aerial reconnaissance
At Upper Heyford on September 17, 1991 was 68-15953, which served in the Gulf with the 2nd MI BN (AE) based at Wiesbaden. The Mohawks were
based at Al Qaysumah in Saudi Arabia for Desert Storm Robbie Robinson
The next issue will be an F-14 Tomcat special and be on sale on December 17, 2020*.
*UK scheduled on sale date. Please note that the overseas deliveries are likely to be after this date.
December 2020
Volume 82 No 12.
Founded in 1939 as Air Defence
Cadet Corps Gazette.
Editor: Dino Carrara
Email: dino.carrara@keypublishing.com
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82
78-82_mohawkDC.mfDC.mfDC.mfDC.indd 82
surveillance assets. USAREUR was heavily
involved in the changes, as it was at the
front line of the Cold War, the temperature
of which continued to decline in the late
1970s. A new acronym entered common
usage – CEWI – denoting Combat
Electronic Warfare Intelligence.
Under the reorganisation, the US Army
in West Germany was divided in two,
comprising VII Corps headquartered at
Stuttgart and V Corps in Wiesbaden, near
Frankfurt. It was originally envisaged, in the
1978 reorganisation plan, that both would
be assigned an aerial exploitation (AE) unit,
but in the event there were not sufficient
assets to make this a reality. Thus in May
1980 the 2nd Military Intelligence Battalion,
Aerial Exploitation (2nd MI BN (AE)) was
reactivated at Stuttgart and allocated to VII
Corps. The 73rd MIC was renamed the 73rd
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Combat Intelligence Company (CBTI) and
assigned to the 2nd MI BN (AE). It also had
responsibility for the 144th ASA, which had
six RV-1Ds. The 144th moved to Weisbaden
in 1984, where it became part of the newly
created 1st MI BN (AE), and was assigned to
V Corps.
Mohawks continued to serve the US
Army in Germany until 1992. In addition
to its border surveillance role during the
Cold War, USAREUR OV-1Ds and RV-1Ds
deployed to the Gulf in 1990 and flew
ELINT missions during both Operations
Desert Shield and Storm.
For an aircraft that had a difficult and
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matured into a versatile and successful
reconnaissance aircraft. Fittingly, several
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