SPITFIRE SALUTE: IWM’S ‘EVOLUTION OF AN ICON’

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INTO THIN AIR: How did NASA fly a copter on Mars?
Welcome
W
hile taking in the Imperial
War Museum Duxford’s quite
incredible ‘Spitfire: Evolution
of an Icon’ exhibition, which
is running until February 20 this year, it
suddenly occurred to me how the tables
have turned…
It would be easy to say that no other
aeroplane in the history of flight has been
as popular as the ubiquitous Spitfire. Even
today, the type’s presence – whether it
is growling through the air or sitting in a
museum – has people stopping in their
tracks to gaze upon the slender lines of
Reginald Joseph Mitchell’s (better known
as R J Mitchell) incomparable masterpiece,
itself a definitive example of the myth
and magic of modern combat aircraft
development and employment. But when
Joseph ‘Mutt’ Summers took what would
WWW.AVIATION-NEWS.CO.UK
Man and machine: The one time ‘protector’
has become the ‘protected’ KEY-Jamie Ewan
become the Spitfire into the air for the first
time from Supermarine’s Eastleigh airfield
on March 5, 1936, little could he or the
boffins behind it know that their efforts
(and subsequent legacy) would still exist
more than 80 years later.
Unlike so many other aeroplanes of that
era that have been lost in the mist of time
and war, relegated to mere memories, or
fading pictures hidden away and often
forgotten, the Spitfire has fared better.
Distinguished by its elegant curves, iconic
elliptical wings and powerful Rolls-Royce
engine, the Spitfire has remained an icon
since its valiant efforts during the fractious
dogfights of the Battle of Britain in 1940.
Among the legends that have graced the
skies, the Spitfire holds a special place in
the hearts and minds of those who knew
and admired it – a sentiment that is just as
strong today as it was all those years ago.
It is this popularity that has seen numerous
examples preserved all over the world,
both in static and airworthy conditions
in museums, private collections and by
dedicated groups. In many ways the one
time ‘protector’ of the realm has become
the ‘protected’.
If you do get the chance to visit the
exhibition at Duxford, you won’t be
disappointed… but for those of you who
can’t, we have a full
report of our recent visit
on page 78.
I hope you enjoy this
issue. Stay safe!
Jamie Ewan
Editor – Aviation News
3
 p26

Contents
Features
16 Lightning strikes Liberty
Peter Foster reports on the first delivery of USAF F-35As to RAF
Lakenheath in the UK

18 Battle of the Atlantic

Mark Broadbent provides an update on transatlantic air travel and
finds out more about the secrets to success, the challenges for
carriers, and the latest long-haul offerings from Airbus

26 Out of this world

NASA made history with the first extra-terrestrial aircraft to land
on the Red Planet. A R Prince investigates how the incredible Mars
Helicopter got there and what happened next

34 Bones back in Britain

The USAF showcased its Rockwell B-1B Lancer’s global reach and
lethality during its recent Bomber Task Force Europe deployment,
as Ashley Wallace reveals

44 Night CAP
In the second instalment of a two-part feature, noted Cold War
fast jet pilot Ian Black takes us back into the war-torn skies of
Bosnia, as he battles the darkness, deteriorating weather, St Elmo’s
Fire and flooded runways

52 Starfighters over the Punjab

Despite numbering just 12, Pakistan’s fleet of needle-like F-104
Starfighters was feared by India during the Indo-Pakistani War of
1965, as Tom Spencer reveals

78 Evolution of an icon
Editor Jamie Ewan reports from Imperial War Museum Duxford’s
unique salute to the indomitable Supermarine Spitfire

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An artist’s impression of NASA’s small, but monumental, Mars Helicopter,
Ingenuity, in flight on the Red Planet. But how did they do it? NASA

p16

p52
4 AVIATION NEWS FEBRUARY 2022
 Regulars
6 Headline News
Lufthansa Group 'ghost flights', development of "tailored"
F-35 for undisclosed foreign customer, RAF Typhoon first 'kill',
Norwegian start-up gains transatlantic momentum and more

8 Civil News
The stories behind the headlines of the latest commercial
news from around the globe

11 Military News
The monthly review of military matters

14 General Aviation News

This month’s goings on in the world of General Aviation

15 Preservation News
Catch up on the heritage news of the moment

60 Flight Bag
The latest in aviation products get the Aviation News verdict

62 Airbase Movements
A selection of the most interesting aircraft to visit the
UK’s air bases

64 Airport Movements
A round-up of notable aircraft seen at UK airports

68 At the fence
A collection of aircraft and movements caught worldwide by
the Aviation News community

70 Register Review
The latest amendments to the UK, Irish, Isle of Man and
Guernsey registers

We are happy to report that, at time of going to press, production and dispatch of our
76 Did you know?
magazine is not affected by the ongoing coronavirus pandemic. Should this change,
Dan Hagedorn, curator emeritus of Seattle’s Museum of Flight,
we will continue to update you as best we can. Some postal services may be delayed. explains how a misinterpretation led to the Curtiss CW-21
You can keep in touch with our latest updates and see what we are doing to keep interceptor being dubbed the ‘Demon’
distribution as normal as possible by visiting www.keypublishing.com/FAQs`

p76

p18
WWW.AVIATION-NEWS.CO.UK 5
HEADLINE NEWS
Lockheed Martin
to develop F-35 for
undisclosed customer
US defence and technology giant
Lockheed Martin has been contracted
to design and develop a variant of its
F-35 Lighting II tailored towards the
requirements of a yet unspecified foreign
military sales (FMS) customer. Given
that there are no foreign customers for
the carrier-based F-35C, it will likely
be a version of either the conventional
Several current F-35 operators have requested specific airframe, avionics, electronic and weapons modifications for their aircraft Lockheed Martin
Irkut MC-21-300 reaches initial type certification
The Irkut MC-21-300 prototype (73051) rolls
out at Moscow-Zhukovsky following another
proving flight during 2021 Dmitry Terekhov
Russian aircraft manufacturer Irkut
announced at the end of December that
its twin engined Pratt & Whitney PW1431G
powered MC-21-300 has been granted
its initial type certification by the Russian
Civil Aviation Authority. The firm expects
the version powered by indigenous
Aviadvigatel PD-14 engines to follow in the
6 AVIATION NEWS FEBRUARY 2022
take-off and landing (CTOL) F-35A, or
the short take-off and vertical landing
(STOVL) F-35B.
Placed by US Naval Air Systems
Command – the contracting agency for
all Lightning IIs – it seems highly unlikely
that the new variant would be for a new,
previously unannounced customer. In
fact it would be very unusual for the US
coming months. Launched in 2007 and
taking to the sky for the first time on May
28, 2017, Irkut expects delivery of the type
to begin later this year, with Rossiya Airlines
– part of the Aerolfot Group – receiving
the first six airframes; the airline currently
has 50 MC-21-300s on order. With 175
MC-21-300s ordered by 12 Russian
to award such a contract for a customer
that has not already agreed to buy the
aircraft. Valued at in excess of US$49m,
work will be performed in Fort Worth,
Texas (77%); Redondo Beach, California
(14%); Orlando, Florida (6%); Baltimore,
Maryland (1%); Owego, New York (1%);
and Samlesbury, UK (1%). It is expected to
run through to December 2026.
companies, Irkut forecasts a market of
around 850 examples as it attempts to
break the duopoly of Airbus and Boeing
with the type.
The manufacturer will now work on
getting the type certified by other civil
aviation authorities – clearing the way for
international sales and operations too.
Archer flies autonomous eVTOL demonstrator
California-based manufacturer Archer
Aviation’s Maker electric vertical take-off and
landing (eVTOL) demonstrator completed
its first flight on December 16 – just two
weeks after receiving a Special Airworthiness
Certificate from the US Federal Aviation
Administration. It's a major step towards the
start-up's goal of launching an air taxi service
in 2024 to both reduce carbon emissions
and traffic in urban settings.
Revealed in June 2021, the eVTOL is
powered by 12 independent motors. The
zero-emission Maker is expected to have a
60-mile range, a cruising speed of 150mph
and is virtually inaudible when flying
overhead. Archer Aviation co-founder Adam
Lufthansa slots:
use it or lose it!
In early January 2022, Lufthansa Group
chief executive officer Carsten Spohr
revealed that it will be forced to fly the
equivalent of 18,000 empty aircraft – or
‘ghost flights’ – during the winter season
in order to keep hold of its sought-after
airport slots.
Although the ‘use it or lose it’ slot rule
was suspended in March 2020, it has
been brought back incrementally and
now stands at 50% – although this is still
much lower than the 80% utilisation level
pre-COVID. Worse still, Europe’s airlines
have only weeks to go until the EU
increases the level of slot restrictions to
64% utilisation from late March.
Norse Atlantic start-up gains AOC
The Norwegian Civil Aviation Authority
issued low-cost, long-haul airline Norse
Atlantic Airways an air operator’s certificate
(AOC) at the end of December.
The Norwegian start-up, which took
delivery of its first leased Boeing 787-9
Dreamliner (OE-LNY, which will become
LN-FNB) on December 20, is on track
to begin transatlantic services later this
WWW.AVIATION-NEWS.CO.UK
Archer Aviation’s autonomous eVTOL demonstrator takes to the air from the firm’s undisclosed
flight test facility in California in December Archer Aviation
Goldstein said: “With our first hover flight
now completed, we have proven that Archer
RAF Typhoon
chalks up first ‘kill’
A Royal Air Force Eurofighter Typhoon FGR4
operating out of RAF Akrotiri in Cyprus in
support of Operation Shader shot down a
“small hostile drone” over southern Syria on
December 14 using an AIM-132 Advanced
Short-Range Air-to-Air Missile (ASRAAM) –
marking the first time the RAF has downed an
enemy aircraft since the Falklands War.
Two days later the UK defence ministry
announced the drone had “posed a threat
to coalition forces” at the US base at Al-Tanf.
The MOD reported: “This unprecedented
event was the first operational air-to-air
engagement conducted by an RAF Typhoon
and also the first RAF air-to-air missile firing
during Shader; the UK's contribution to the
global coalition against Daesh.”
Norse Atlantic Airways’ first Boeing 787-9
shortly after delivery to the Norwegian
low-cost, long-haul airline’s Oslo hub on
December 20, 2021 Norse Atlantic Airways
year – see Battle of the Atlantic, p18. An
AOC is the approval granted by a national
aviation authority to an aircraft operator
to allow it to use aircraft for commercial
purposes. This requires the operator to have
can work at a fast pace without sacrificing
safety or quality."
Havocs budget
for Bangladesh
It was reported in late December that
Bangladesh’s Department of Finance
had approved a budget of US$480m
to acquire eight Russian Mil Mi-28NE
Havoc night hunter attack helicopters for
the Bangladesh Air Force. With delivery
expected during Fiscal Years 2022-2023,
the agreement includes equipment plus
operation and maintenance training.
The announcement followed earlier
news that Bangladesh had chosen the
Boeing AH-64E Apache as its new attack
helicopter. Although confirmed by the
manufacturer in January 2020, nothing
has been heard since; reports suggest the
acquisition costs were too high.
personnel, assets and systems in place to
ensure the safety of its employees and the
general public. Norse CEO and founder
Bjørn Tore Larsen thanked Norway’s Civil
Aviation Authority for a “constructive and
professional process”, adding: “We are now
one important step closer to launching our
attractive and affordable flights between
Europe and the US in spring 2022.”
7
COMPILED BY MARK BROADBENT CIVIL NEWS

Ascendance unveils ATEA French start-up Ascendance Flight

Technologies has revealed its five-seat ATEA
hybrid-electric vertical take-off and landing
advanced air mobility solution.
Designed for passenger/cargo transport,
emergency services work, and surveillance
flights, ATEA will have a 400km range and
generate 80% lower carbon emissions
than current regional aircraft, Ascendance
claims. The first of four prototypes will fly in
2023, with certification planned for 2025.
It features a patented ‘fan-in-wing’ engine
configuration called STERNA with eight
rotors for lift, while propellers in the nose
and tailfin will be used for horizontal flight.
Ascendance said: “The absence of pivoting
mechanisms reduces risk of failure, which
Ascendance plans to fly its state-of-the-art five-seater also simplifies the aircraft’s certification
sustainable ATEA in 2023 Ascendance Flight Technologies while improving overall aircraft safety.”

Sustainable
Kangaroo
Australian flag carrier Qantas Airway will
use sustainable aviation fuel (SAF) when it
resumes its Kangaroo Route flights from
Australia to London Heathrow during 2022.
Air bp will supply 10m lit of SAF
manufactured from used cooking oil and
other waste products to the Australian
carrier for blending with conventional Jet
A-1. Qantas said this represents up to 15% of
its annual fuel use at London.
The carrier has an option to purchase
another 10m lit in 2023 and 2024 for its
Heathrow flights. It said SAF will reduce
Kangaroo Route CO2 emissions by around Qantas will use Air bp sustainable fuels for its Kangaroo Route flights this year, having previously
10% compared to using 100% Jet A-1. trialled its use, as pictured here with one of its 737s Qantas Airways

December 14, 2021: The first ACJ TwoTwenty

A220 bizjet airborne bizjet takes to the air in the hands of test
pilots Christophe Marchand and Adam
Mason, with Flight Test Engineer Romuald
Scheling in support Airbus
The debut ACJ (Airbus Corporate Jets)
TwoTwenty business jet derivative of
the Airbus A220 (C-FTWU, MSN 50062)
completed its maiden flight from Mirabel
Airport in Montréal on December 14.
Airbus describes the jet as a “new value
proposition to business aviation buyers”
by combining intercontinental capability
(5,650nm range/12 hours’ endurance) with
73m² floor space, offering capacity for six
wide VIP living areas of around 12m² each.
The Swiss-based Comlux Group has an
exclusive agreement with Airbus to outfit the
first 15 ACJ TwoTwenty aircraft with a VIP
cabin at its Indianapolis, US plant. Comlux
said in November that the first jet is destined
for Dubai-based FIVE Hotels and Resorts.

8 AVIATION NEWS FEBRUARY 2022

 Dutch hangar drones
Netherlands flag carrier KLM Royal Dutch
Airlines will use drones to inspect its aircraft
at Amsterdam-Schiphol Airport.
The carrier’s Engineering and Maintenance
(E&M) division will work with the Dutch
drone company Mainblades to make such
inspections routine.
KLM Maintenance, Repair and Operations
Lab Innovation Manager, Bas de Glopper,
said: “The use cases are numerous... it
works on any aircraft model, both inside
and outside of the hangar and can be used
while the regular maintenance operations
are in progress.”
Digital 3D maps of KLM A330s, 737s, 777s
and 787s will be created so the drones
can ‘localise’ and fly within the hangar
A321XLR enters final assembly
The first Airbus A321XLR (Xtra Long Range),
MSN11000, is on course for its maiden
flight in 2022 after its fuselage sections
were joined at the company’s Hamburg
facility in early December.
Airbus chose the German factory to
produce the three development jets slated
to perform the new long-range A321neo
(new-engine option) variant’s flight testing
and Type Certification programme; the
other two MSN11058 and MSN11080 are in
various stages of completion.
MSN 11000 passed through various
WWW.AVIATION-NEWS.CO.UK
A KLM Cargo Boeing 747-400ERF undergoes
a drone inspection at the flag carrier’s
Amsterdam-Schiphol base Mainblades
to, Mainblades CEO Dejan Borota said,
“perform inspections with consistent data
output, regardless of where and how the
aircraft is parked”. Work will take place to
fully certify the drones for KLM E&M’s Part-
145 inspections and integrate them with
Boeing maintenance manuals.
Training engineers is another priority.
De Glopper explained: “It’s important we
actively involve them so they can become
familiar with the drone and understand how
it adds value in their workflow. We want to
make sure it’s tailored exactly to their day-
to-day needs.”
The initial A321XLR shortly after the
horizontal and vertical tailplanes were mated
with the fuselage Airbus-Stefan Kruijer
production positions (Stations), ending in
fuselage pressurisation, interior furnishing
and tests on cabin systems including
lighting, avionics, communication and
navigation equipment. It will next move
to Station 23 where flight test engineers’
seats will be installed and main landing
gear and cabin tests carried out. It will then
roll out before being transferred to the
manufacturer’s flight test department.
In brief...
DE HAVILLAND Aircraft of Canada and
UK developer ZeroAvia are to offer
ZeroAvia's ZA2000 zero emission
hydrogen-electric powertrain for the
Dash 8-400 turboprop airliner. The 2MW+
engine will be provided as a line-fit
option and as a retrofit for in-service
aircraft. ZeroAvia aims to run full thrust
ground demonstrations of its 1.8MW
engine on a Dash 8-400 test bed and
technology demonstrator by the end of
2022 and flight tests thereafter.
QANTAS AIRWAYS has provisionally
selected Airbus A320neos and A220s
to replace its Boeing 737-800s and 717s.
Announced during its Q4 2021 earnings
in December 2021, the carrier said it
is planning to place a firm order for 20
A321XLRs and 20 A220s by the end of
its 2021/22 fiscal year – subject to board
approval. Deliveries will start in 2024. The
orders are supplemented by options and
purchase rights for 94 further aircraft.
BOEING HAS announced an order for
19 new 767-300 Freighters from US
multinational shipping, receiving and
supply chain management company
United Parcel Service (UPS) as “the
continuing surge in global air cargo
demand shows no sign of slowing.” UPS
US operations president Nando Cesarone
said: “The Boeing 767 is the most
versatile aircraft we operate.” Following
the announcement on December 21,
it is expected that delivery of the new
freighters will take place between 2023
and 2025. Projections show that air cargo
business will have grown by an average of
4% per year from the date of order.
US GLOBAL tech giant Garmin’s G3000
integrated flight deck has been chosen
by Swedish start-up Heart Aerospace’s
electric ES-19, 19-seat, regional airliner.
According to Garmin, the G3000
“integrates seamlessly into the ES-19
aircraft systems” and includes hi-res flight
displays and touchscreen controllers to
support navigation, communication and
flight sensors. In February 2021, California-
based Joby Aviation announced that it was
using G3000 avionics in its electric vertical
take-off and landing – or eVTOL – air taxi.
Have you got news for us? Just head to
Key.Aero or aviation-news@keypublishing.
com with your submissions.
9
COMPILED BY MARK BROADBENT CIVIL NEWS
Flybe reborn
British low-cost regional airline Flybe will
relaunch in 2022 using 12 Bombardier Dash
8-400 turboprops leased from Nordic
Aviation Capital. Flybe plans to eventually
operate a fleet of 32 Dash 8-400s.
Although the exact start date for the flights
was unconfirmed at the time of writing,
Flybe CEO Dave Pflieger said: “We plan to
provide more information in the coming
weeks and months about ticket prices, new
routes and destinations.”
The original Flybe, based in Exeter,
ceased flying in March 2020. With Thyme
Opco acquiring its assets in April 2021, the
company subsequently changed its name
to Flybe Ltd.
In November it was announced that
Birmingham Airport has been selected
The last A380s
A chapter in commercial aviation history
closed when Airbus delivered the last two
new-build A380s, A6-EVR (ex- F-WWAM,
MSN 271) and A6-EVS (ex-F-WWSH, MSN
272), to Emirates on December 11 and 17,
2021 respectively.
The shift to twin-engine widebody
airliners means the A380 will likely be the
last commercial airliner powered by four
engines. The European giant delivered just
250 A380s during a 14-year production run
– far below the 1,000 examples envisioned
by the company when the ‘super jumbo’
was launched in 2000.
10
The first aircraft, Bombardier Dash 8-400
G-JECX, for the reincarnated Flybe arrives at
Birmingham on November 26 Flybe
as the new company’s HQ, in a move
expected to create approximately 200
direct new jobs in the West Midlands and
an additional 400 nationwide over the next
three years. Birmingham Airport CEO Nick
Barton described Flybe’s basing decision as
“a shot in the arm” for the airport.
The ‘new’ Flybe’s first aircraft is G-JECX
– a Dash 8 operated by the original Flybe.
Following storage in 2020-21 at the Isle
of Man’s Ronaldsway Airport and later
Maastricht in the Netherlands, the aircraft
was repainted in the reborn operator’s
livery and delivered to Birmingham in late
November 2021.
Marking the end of an era, the last two
A380s, A6-EVR (closest) and A6-EVR are seen
together at Toulouse before delivery to the
UAE flag carrier Airbus-Lutz Borok
Of the 250, Emirates received 123
examples and will continue to fly the type
well into the future. The airline’s president
Sir Tim Clark told the 2021 IATA World
Air Transport Summit: “The notion that
the technocrats, the accountants who all
say this aircraft is not fit for its purpose, it
is environmentally unfriendly, etcetera…
doesn’t resonate with our travelling public.
They absolutely love that aeroplane.”
In brief...
UNITED AIRLINES reached a significant
milestone in December 2021: the first
commercial airline flight with passengers
using 100% sustainable aviation fuel (SAF).
One of the carrier’s Boeing 737 MAX 8s
(N77259) flew from Chicago-O’Hare to
Washington-Reagan using drop-in SAF
supplied by World Energy, as part of its
efforts to turn “100% green” by reducing
greenhouse gas emissions by 100% by
2050, without relying on traditional offsets.
RUSSIAN HELICOPTERS flew another Mi-
171 version on December 16, 2021. The Mi-
171A3 is intended to operate from offshore
oil and gas drilling platforms. A statement
said the maiden flight in hover mode lasted
15 minutes and “all systems [showed] stable
operation.” Mi-171A3 development began
in 2018 and Russian Helicopters says it
complies fully with International Association
of Oil and Gas Producers standards for
meeting increased safety requirements for
over-water flights.
THE FRENCH Sécurité Civile agency will
receive two more Airbus Helicopters H145s
that will be used for rescue and air medical
transport services throughout France. The
order is a follow-up to the 2020 contract
for two H145s delivered in December
2021. The Sécurité Civile has a multi-year
programme to modernise its fleet and
its new H145s are the latest five-bladed
examples with a 150kg useful load and
improved comfort and connectivity.
SINGAPORE AIRLINES (SIA) will replace
its Boeing 747-400 Freighters with Airbus
A350 Freighters from Q4 2025 after signing
a letter of intent with for seven examples
of the recently launched twinjet. SIA is
the third A350F customer after Air Lease
and CMA CGM. Airbus said the aircraft
will “meet the imminent wave of large
freighter replacements and the evolving
environmental requirements, shaping
the future of airfreight.” The Singapore
flag carrier’s CEO, Goh Choon Phong,
commented: “This agreement with Airbus
reinforces SIA’s position as a leading
global air cargo carrier while advancing our
sustainability goals.”
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Key.Aero or aviation-news@keypublishing.
com with your submissions.
AVIATION NEWS FEBRUARY 2022

Stratolaunch awarded hypersonic
US missile defence contract
The American aerospace company
Stratolaunch LLC – operators of the Scaled
Composites Model 351 Stratolaunch –
revealed on December 8 that it had signed
a contract with the US Missile Defense
Agency (MDA) to provide autonomous
targets that simulate hypersonic (ie, speed
above Mach 5) threats to support the
development of new defences, including
Bulgarian Air Force
welcomes Zlín 242L
The first three of four Zlín 242L military
trainers were delivered to the Bulgarian
Air Force’s 12th Air Training Wing at
Dolna Mitropolia Air Base on December
15. Carrying the temporary registrations
OK-0852, OK-0853 and OK-0854, the trio
were joined by the fourth example,
OK-0855, two days later.
Bulgaria awarded the Czech firm a
contract on March 4, 2020, having
launched a tender the previous September
for four light propeller training aircraft.
WWW.AVIATION-NEWS.CO.UK
tracking and intercepting them. However,
it is not clear whether the target offered to
the MDA is a clean sheet development or
based on one of the firm’s existing designs
such as the Talon-A. A reusable hypersonic
Pictured below: A digital rendering showing
Scaled Composites Model 351 Stratolaunch
airborne launch platform with the company’s
Talon-A hypersonic vehicle Stratolaunch
Above: Dropping out of the darkening skies,
Zlín 242L OK-0852 and OK-0853 arrive at
Dolna Mitropolia on December 15
Bulgarian Air Force
Valued at €2.1m, the deal was to include
“supply of aeronautical equipment,
consumables, a complete set of tools
and equipment for ground handling,
control and inspection and control and
measurement equipment [plus] a complete
set of literature for training, operation
and service”.
MILITARY NEWS
testbed, the Talon-A is expected to fly
later this year, ready to deliver services to
government and commercial customers in
2023. Dr Daniel Millman, chief technology
officer of Stratolaunch, commented:
“We're excited to provide [the] MDA with
a feasibility study that allows them to
understand how to engage and intercept
hypersonic threats.”
In brief...
DURING A routine inspection on November
26, 2021, cracks were discovered in the tail
section of a Royal Canadian Air Force (RCAF)
Sikorsky CH-148 Cyclone multi-role helicopter.
Canada’s Department of National Defence
immediately ordered inspections of the rest
of the 23-strong fleet and 19 airframes were
found to have similar damage. At the time of
going to press, Sikorsky was working with the
RCAF to undertake repairs.
Canada Department of National Defence
THE INDIAN Defence Ministry announced
on November 10 that it had signed for two
Jaguar Fixed Base Full Mission Simulators
(FBFMS) from Hindustan Aeronautics Ltd.
Valued at $50.4m, the deal includes five years’
maintenance for the FBFMS, which are to be
deployed to Air Force Stations Jamnagar and
Gorakhpur. The first is expected at Jamnagar
within 27 months of the contract signing.
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com with your submissions.
11
MILITARY NEWS
Canada says
no to Super
Hornet
The Canadian government has confirmed
that the Boeing F/A-18E Block III Super
Hornet has been eliminated from the
nation’s Future Fighter Capability Project
(FFCP), as it looks to replace the Royal
Canadian Air Force’s (RCAF) fleet of CF-18
and F/A-18 ‘legacy’ Hornets with an
“advanced fighter platform”.
Valued at between US$15-19bn, the FFCP
covers the acquisition of 88 jets, associated
equipment and weapons, training and
sustainment services. While no reason was
specified, the December 1 announcement
noted: “Proposals were rigorously assessed
on elements of capability, cost and
economic benefits. The evaluation also
included an assessment of economic
impact.” This leaves Lockheed Martin’s
F-35A Lightning II and Saab’s JAS 39
Project Halcón: Spain to acquire 20 more Eurofighters
The Spanish Council of Ministers has
approved acquisition of 20 Tranche 4
Eurofighter Typhoons under Project
Halcón (Falcon) in a deal estimated
around €2bn. With deliveries to the
Ejército del Air (Spanish Air Force)
expected between 2025-2030, the jets
Finland goes American
The Finnish government has declared
the Lockheed Martin (LM) F-35 Lightning
II Block 4 the winner of its long-running
HX Fighter Program (HX FP). The decision
was announced on December 10, 2021.
Launched in 2015 to replace the Finnish
Air Force’s McDonnell Douglas F/A-18
‘legacy’ Hornets, the country has signed
12
Gripen E as the final two contenders in the
competition, launched in 2017. A selection
will replace the 20 F/A-18A Hornets
currently on strength with Ala 46's 462
Escuadrón out of Las Palmas-Gando Air
Base in the Canary Islands; the operational
life of the unit’s Hornets will reportedly
end in 2023-2024. The new Eurofighters
will join the 73 examples serving now.
for 64 of the fifth-generation platforms
as part of an €8.3bn acquisition package,
which includes weapons, required training
and operational infrastructures, plus
sustainment and maintenance services
lasting through 2030. Victory for LM
comes after six years of evaluation during
the HX FP, during which the Finnish
What could have been! Boeing’s Super Hornet
is no longer in the running to replace the
RCAF’s ageing ‘legacy’ Hornets Boeing
is due some time this year, with the winning
type scheduled to enter service in 2025.
Together with the December 14
announcement, it was also noted that
official approval had been given to
“carry out the modernisation, evolution
and logistical support” for the nation’s
Tranch 3 jets in a programme that will run
through to 2030.
Contestants in Finland’s HX programme
included (pictured from top left) the
Eurofighter Typhoon, Saab Gripen, Lockheed
Martin’s winning F-35 Lightning II, Boeing’s
F/A-18 Super Hornet and the Dassault Rafale
Finnish Air Force
Ministry of Defence noted the F-35
fulfilled requirements of security of supply,
industrial participation and affordability
requirements while ranking as the best on
military capability assessment.
During the announcement, Finnish
Defence Minister Antti Kaikkonen
commented: “The F-35 provided the best
overall military capability to strengthen
our defence system – its effectiveness
across air, land and sea received the
highest rating in the assessment. With
a combination of stealth, sensor fusion
and unmatched situational awareness,
the F-35 will ensure Finland’s airspace for
decades to come.” The type is expected
to enter Finnish service in 2025.
With Finland’s announcement coming
just six months after Switzerland’s
decision to buy F-35s, the American type
continues to make inroads in Europe.
For more on this, see: www.key.aero/
article/f-35a-officially-wins-finlands-hx-
programme, or scan the QR code, left.
AVIATION NEWS FEBRUARY 2022
UK looks towards commercial In brief...
maritime rotary SAR support THE HEAD of Turkey’s Defense Industries,
Ismail Demir, noted on December 4,
2021, that Azerbaijan will likely become
the second foreign customer of the TAI
Hürkuş basic trainer/ground attack aircraft.
The announcement came the day after
Turkey’s ambassador to Azerbaijan, Cahit
Bagci, reported a pair of Hürkuş aircraft
had carried out flight demonstrations in
Azerbaijan in early December.

Ministry of Defence of
the Russian Federation

The Royal Navy’s already stretched AgustaWestalnd Merlin HM.2 fleet currently supports two
maritime counter-terrorism training exercises a year. Any commercial SAR offering would be
required to support up to six UK-based exercises per year – each of them lasting up to one week
Ministry of Defence Crown Copyright 2021 – Royal Navy

The UK Ministry of Defence (MOD) has
published a request for information (RFI)
for the commercial provision of rotary
wing search and rescue (SAR) for maritime
counter-terrorism (MCT) training, in an
apparent bid to lessen the workload on the
Royal Navy’s AgustaWestland Merlin HM.2s
currently utilised for the role.
The RFI in late November noted that the
“finite availability” of military helicopters had
led to consideration of alternatives to how
airborne SAR could be provided for MCT
training – including the use of commercial
helicopters operating from a “suitable
operating base”. The RFI’s focus is intended to
“understand industry’s ability to offer airborne
SAR for the MCT training serials” starting
this spring. It aims to “identify an enduring
solution” enabling “continuity of service” and
“synergies” with a support contract.
THE MINISTRY of Defence of the Russian
Federation announced on December
13, 2021, that the latest batch of Sukhoi
Su-35S Flanker-Es – RF-81868/58 Red, RF-
81859/59 Red and RF-95883/60 Red – had
been delivered to the 4th State Centre for
Aviation Personnel Training and Military
Tests at Lipetsk Air Base. Manufactured
at Komsomolsk-on-Amur Aircraft Plant in
Russia’s far east, the jets were supplied as
part of the state defence order for 2021.

Andrei Shmatko

RNLAF F-35As declared operational

The Netherlands Ministry of Defence
and Royal Netherlands Air Force (RNLAF)
announced on December 27 that its fleet
of fifth-generation Lockheed Martin F-35A
Lightning IIs has achieved initial operational
capability (IOC). Thus, Holland becomes
the eighth country and 12th military service
to declare type IOC. Having received its
first example in 2019, the RNLAF has since
taken delivery of 24 Lightning IIs, while
some 55 RNLAF pilots and 262 maintainers
have qualified on the type.
Bridget Lauderdale, Lockheed Martin F-35
programme vice-president and general
manager, said the IOC “ushers in a new
era of air power” for the RNLAF, adding: “I IN EARLY December, Russian News Agency
TASS revealed that the country was carrying
am proud of the Lockheed Martin team’s
out state trials of an upgraded Mikoyan
commitment to delivering the most
MiG-31BM Foxhound with a fly-by-wire
effective, survivable and connected fighter (FBW) control system, replacing the type’s
to our partners in the Netherlands.” mechanical set-up. With work to upgrade
the Foxhound fleet to ‘BM’ standard
ongoing at the Sokol Aircraft Plant in Nizhny
Novgorod, it was noted that it was possible

Upgraded J-15 breaks cover to introduce the FBW system as part of the
type’s upgrades.

A PEOPLE’S Liberation Army Air Force

(PLAAF) Chengdu J-20A Mighty Dragon
was noted on a test flight from the
manufacturer’s Huangtianba production
facility wearing the serial ‘61151’ on
December 8, 2021. This indicates a third
PLAAF air brigade has – or will – become
operational on the fifth-generation stealth
platform. Reports suggest that it could be
the Southern Theatre Command 5th Air
China’s Shenyang Aircraft Corporation (SAC) shared an image in mid December that appeared Brigade, which currently operates Chengdu
to show an upgraded version of its shipborne J-15 Flying Shark – NATO codename Flanker-X2 – J-10C Vigorous Dragons from Guilin-Li Chia
under tow. With reported enhancements to its missile pylons, infrared search and track system Tsun Air Base.
(IRST), the addition of active electronically scanned array (AESA) radar and ability to operate
with a catapult launch system/arrested landing system, it is possible the jet will operate from the Have you got news for us? Just head to
People's Liberation Army Navy's third aircraft carrier, the Type 003, which is thought to feature an Key.Aero or aviation-news@keypublishing.
electromagnetic catapult system. With the jet reported to have completed its flight testing, SAC com with your submissions.
noted it would be “introducing its production work as the end of the year approaches” Weixin

WWW.AVIATION-NEWS.CO.UK 13
COMPILED BY MARTIN NEEDHAM AND THOMAS HAYNES GENERAL AVIATION NEWS
Otto Celera 500L completes
phase one testing
US start-up Otto Aviation has concluded
the initial stage of testing of its mid-wing
Celera 500L pusher business and utility
light aircraft. During this phases of tests,
the bullet-shaped machine, registration
N818WM, conducted 55 flights, amassing
51 hours of flight time, between July and
November 2021 to validate its operating
performance goals. With the last of these
SkyCourier for
FMS customers?
As part of a wider US Department of
Defense indefinite delivery/indefinite
quantity (IDIQ) award to Wichita, Kansas-
based Textron Aviation, the twin-engined
Cessna 408 SkyCourier utility aircraft will
be offered to foreign nations as a military
platform through the Foreign Military
Sale (FMS) programme. Announced on
December 9, the US Department of Defense
noted: “The objective requirement is to
develop an IDIQ to provide on-demand
ordering capability as dictated by FMS
Junkers A50 Junior microlight flies
On December 22, 2021, the Junkers Junior
A50 completed a 15-minute maiden
flight in the hands of Diamond Aircraft
Chief Test Pilot Sören Pedersen from
Neuhausen ob Eck Airfield in the south of
Germany. The latest offering from Junkers
Flugzeugwerke AG, the microlight is
inspired by the original 1929-built Junkers
14
An air-to-air study of Otto Celera 500L
N818WM during a 2020 test flight. Otto
Aviation says the aerodynamically efficient
design of the Celera 500L helps speed, range,
fuel savings and operating costs Otto Aviation
flights completed using sustainable
aviation fuel, this further validates the
type’s potential to revolutionise air travel
The 19-seat twin-turboprop, high-wing
Cessna 408 SkyCourier utility aircraft offers
a payload of 2,700kg, a maximum cruise
speed of 200kts, a service ceiling of 25,000ft
and a range of 900nm Textron Aviation
case requirements. The US Army Aviation
and Missile Command, Redstone Arsenal,
Alabama, and the Fixed Wing Project Office
anticipate a potential requirement to satisfy
the procurement of civilian fixed-wing
turboprop-type aircraft. This effort is in
direct support of FMS cases.”
A50 Junior sports aeroplane. It took off in
“a little more than 100 metres” according
to the Swiss-based manufacturer, while
Pedersen praised the type’s “harmonious
flight characteristics.” Powered by an 80hp
four-cylinder Rotax 912iS, the Junior is
expected to cruise at about 118mph and
burn fuel at 15 litres per hour.
in an aircraft that already has 80% lower
fuel consumption. According to the
manufacturer, this makes the Celera 500L
“the most fuel-efficient, commercially
viable business aircraft in the world.” CEO
William Otto Jr commented: “The data
from our first phase of test flights shows
that we are on the path to achieving our
goals for the aircraft.”
In brief...
UNVEILED AT EAA AirVenture in 2019, the
NXCub from Yakima, Washington-based
CubCrafters is now a certified aircraft. The
manufacturer, which is in “the business of
advancing the classic Piper Super Cub”,
received the nosewheel amendment to the
original tailwheel XCub type certification
from the US Federal Aviation Authority on
December 2, 2021. Despite the break in
Cub tradition, the NXCub is proving popular
with prospective customers. Brad Damm of
CubCrafters noted: “The sales ratio between
the nosewheel NX Cub and the tailwheel
configured XCub is currently 40/60.”
ON DECEMBER 16, the Honda Aircraft
Company (HAC) announced that it had
delivered its 200th HondaJet HA420 series
aircraft since the original model gained
its type certification from the US Federal
Aviation Authority in 2017. In a statement,
HAC CEO Michimasa Fujino said: “Since
2017, the HondaJet has been the most
delivered aircraft in its class, and we continue
to see high demand for the aircraft, thanks
to its unmatched performance, comfort,
efficiency and innovative design”.
Have you got news for us? Just head to
Key.Aero or aviation-news@keypublishing.
com with your submissions.
AVIATION NEWS FEBRUARY 2022

Antipodean Fokker roars again
After years of work by a team from Australia’s
Historical Aircraft Restoration Society (HARS)
Aviation Museum, replica Fokker F.VIIb/3m
trimotor VH-USU carried out its first engine
runs in more than a decade on December
30, 2021, in the outfit’s bid to return the
aircraft to the skies. This was followed by a
successful taxi run on January 4, 2022.
Two-up ‘Hurri’ joins Hurricane Heritage
On December 14, it was revealed that
Hawker Hurricane Mk.IIb BE505 (G-HHII)
– the sole two-seat example of the iconic
World War Two fighter – was to join James
Brown’s White Waltham, Berkshire-based
Hurricane Heritage collection.
Indian Spitfire for Sywell
On December 16, 2021, Air Leasing, based at
Sywell, Northamptonshire, took delivery of a
former Indian Air Force Supermarine Spitfire
Mk.XVIII, which it aims to return to flight.
Starting life as TZ219 in RAF service, the
aircraft was transferred to India on December
31, 1947, and initially assigned the serial
HS683. While not much is known about the
aircraft’s service in India, at some point, it was
amalgamated with at least two other Spitfires
and re-serialled HS674. Withdrawn from
frontline service, the aircraft was presented
WWW.AVIATION-NEWS.CO.UK
Replica Fokker F.VIIb/3m ‘Southern Cross’
runs up at HARS’s Shellharbour Regional
Airport facility on December 30 last year
Historical Aircraft Restoration Society
Marked as VH-USU ‘Southern Cross’ –
the Fokker F.VIIb/3m flown by Australian
aviators Charles Kingsford Smith, Charles
Ulm, Harry Lyon, and James Warner in the
Registered to Hawker Restorations at
Elmsett in Suffolk, Hurricane Heritage –
already the custodian of Battle of Britain
veteran Hurricane Mk.I R4118, widely
regarded as the most significant aircraft
to survive World War Two – will operate
Former Indian Air Force Supermarine Spitfire
Mk.XVIII HS674 loaded for delivery to Sywell-
based Air Leasing on December 16, 2021
Air Leasing
to the Punjab Engineering College by AVM
Harjinder Singh, where it spent almost 60
years as a ground instructional airframe (GIA).
Finally retired in 2019, it was the last Spitfire
in the world to be used as a GIA. Relocated
to the Indian Air Force Museum at Palam
soon after, the aircraft has subsequently been
delivered to Air Leasing for restoration.
PRESERVATION
first-ever trans-Pacific flight to Australia from
the mainland US in 1928 – the aircraft was
damaged in a landing accident in 2002. A
spokesperson from HARS said: “Thanks to
a great team of people with a wide range
of skills – some learned specifically for this
aircraft – ‘Southern Cross’ is running and
taxiing and will hopefully fly later this year.”
the two-seater exclusively. “Our aim is
to continue preserving the legacy of the
Hawker Hurricane, and the brave pilots that
flew her,” James Brown said.
With flights available from April, find out
more at: www.hurricaneheritage.com
In brief...
GEROLAMO GAVAZZI’S Caproni Ca-100
Caproncino I-ABOU – the world’s oldest
airworthy Italian-built aeroplane and the
only Italian pre-World War Two idrovolante
(seaplane) – returned to the air from Italy’s
Lake Como on December 3, 2021, following
several years on terra-firma. Announcing the
feat on social media, Aero Club Como – the
oldest seaplane flight operation in existence
– noted: “Thanks to the great effort by the
owner and the excellent and constant job by
all of our technicians at [Aero Club Como],
the 1935-built Ca-100 ‘Caproncino’
is touching the sky again!”
Aero Club Como
Have you got news for us? Just head to
Key.Aero or aviation-news@keypublishing.
com with your submissions.
15
USAF UK F-35 delivery
Lightning
strikes ‘Liberty’
Peter Foster reports on the first delivery
of USAF F-35As to RAF Lakenheath in Suffolk
I
t was the start of a new chapter for the
USAF’s 48th Fighter Wing (FW) – dubbed
the ‘Statue of Liberty Wing’ – at RAF
Lakenheath in Suffolk on December
15, 2021, with the delivery of the first four
Lockheed Martin F-35A Lightning IIs for the
recently reactivated 495th Fighter Squadron
(FS), nicknamed the ‘Valkyries’.
Fresh off the manufacturer’s Fort Worth
production line in Texas, the delivery was the
result of a force posture adjustment that has
been six years in the making, and represents
Retro flight: The first four Lightning IIs for
the ‘Valkyries’ arrive overhead at their new
home following a transatlantic ferry flight.
The jets were flown by pilots
from the 495th
16
a significant boost in capabilities for the 48th
and the wider United States Air Forces in
Europe’s (USAFE) order of battle.
Announced in 2015, the long-anticipated
arrival of the F-35 marks Lakenheath as the
first USAFE base to receive the new fifth
generation multirole platform – and the first
USAF Lightnings to be stationed outside the
Continental United States (CONUS).
With the planned second Lightning
unit based at ‘The Heath’ expected to be
announced in due course, both squadrons
will boast 24 jets, with another six ‘pooled’
between them to ensure a full fleet is
available at all times.
Leading the way
Lakenheath was selected to host the first
European-based F-35A squadrons due to its
close ties with the RAF, existing infrastructure,
and combined training opportunities. The
UK itself is a critical component in training
and combat readiness for air forces across
Europe owing to its excellent airspace and
F-35 programme partnership.
Commander United States Air Forces in
Europe, Air Forces Africa Gen Jeff Harrigian,
noted: “Our coalition forces train and fight
in the most dynamic theater, requiring the
AVIATION NEWS FEBRUARY 2022
United States Air Force F-35A Lightning
II 19-5474/LN (callsign ‘Retro 32’) cleans
up for an overshoot at Lakenheath on
December 15, 2021 All images Peter Foster
most advanced platform. The ‘Valkyries’ are
leading our F-35 integration across Europe.
We’ve come a long way, and now we’re
extending our reach as a coalition force and
what we will accomplish together.”
The four jets – 19-5473, 19-5474, 19-5475
and 19-5476 – arrived in serial order using
the callsigns ‘Retro 31 through 34’ following
a nine-hour transit from Naval Air Station
Fort Worth Joint Reserve Base.
Departing at 0500hrs local time, the
F-35As were supported by a pair of tankers,
with ‘Blue 81’ – Boeing KC-135R 59-1495
of the Nebraska Air National Guard (ANG)
out of Lincoln Airport – shepherding them
as far as Canada’s Newfoundland, ‘Blue 82’
– McDonnell Douglas KC-10A Extender 84-
0189, from the 305th Air Mobility Wing at
Joint Base McGuire-Dix-Lakehurst in New
Jersey – ‘dragged’ them across the Atlantic.
With ‘Blue 81’ heading back to Lincoln, ‘Blue
82’ landed at nearby RAF Mildenhall; the
aircraft departed stateside the following day.
‘Mala Ipsa Nova’
The Valkyries’ Lightning IIs will initially
replace the long-standing resident Boeing
F-15C/D Eagles of the 493rd FS, which is
currently the only USAF unit operating the
type within USAFE. Nicknamed the ‘Grim
WWW.AVIATION-NEWS.CO.UK
Top: ‘Retro 33’ moments from touching down
on British soil for the first time, as a Strike
Eagle (88-1671/SJ) from the 4th Fighter
Wing’s 336th Fighter Squadron out of North
Carolina’s Seymour Johnson holds at the
‘Last Chance’ before departure. The 4th FW
deployed 11 jets to the base on November 16
Above: With all of its ‘Grim Reapers’ markings
and ‘LN’ tail code removed, F-15C 84-0027
flares for landing on December 15, 2021.
Formerly the 493rd’s Flagship, this jet is
credited with downing an Iraqi Mirage F1 and
MiG-23 Flogger during the first Gulf War on
January 27, 1991
Reapers’, its wind down has commenced,
with airframes already beginning to
show signs of re-assignment with several
operating devoid of their unit markings,
tell-tale black and gold fin stripe and ‘LN’
wing code. With all of its jets having been
reassigned to ANG units stateside by the
end of March 2022, the 493rd is scheduled
to stand down at Lakenheath during that
spring and return to the US in preparation to
re-equip and reactivate with the F-35A.
As it stands, the 48th FW’s other two
combat-ready squadrons – the 492nd
‘Bolars’ and 494th ‘Panthers’ – will continue
to operate the very capable F-15E Strike
Eagle for the foreseeable future with no
end game in sight. Both units are capable of
executing strategic attack, interdiction, and
counter air missions in support of USAFE,
United States European Command, and
NATO operations. Under the leadership of
Sq Lt Col Ian McGlaughlin, the ‘Valkyries’
is expected to reach full strength by the
second quarter of 2022 – filling the gap left
by the departure of ‘Grim Reapers’.
In Norse mythology, Valkyries (from
the Old Norse for ‘choosers of the slain’)
were the female servants of Odin who
determined who lived and died in battle. Lt
Col McGlaughlin noted: “[The] ‘Valkyries’
epitomises the force’s move toward
more inclusivity and equally represents
the fifth-generation stealth fighter’s air
superiority. Like the Valkyries themselves,
we’ll be vital to determining the fate of our
adversaries in the battlespace.” Colonel
Jason Camilletti, 48th FW commander,
said: “Basing F-35s at Lakenheath will be a
game changer, as it will allow us to further
advance interoperability with our European
teammates, and is a visible demonstration
that we and all of NATO will continue to
own the skies.”
With the motto ‘Mala Ipsa Nova’ or ‘Bad
news itself’ it looks like the 495th is serious
about living up to its new moniker.
17
Transatlantic air travel

Battle of the
Atlantic
What’s happening with transatlantic air travel? What are the secrets
to success and the challenges for carriers? Could it be the latest
long-haul offerings from Airbus? Mark Broadbent reports

O
n flight-tracking apps the
Atlantic Ocean looks like an
airborne equivalent of a bustling
motorway, with hundreds of
flights crossing daily between Europe and
North America.
Carriers on both sides of the Atlantic
have resumed transatlantic services in
the last few months and plan to add
further capacity – but what about the
uncertainty posed by the Omicron variant
of COVID-19?
Huge popularity
According to the air navigation services
provider NATS, before COVID-19 there
was an average of 1,300 daily flights across
the North Atlantic – making it the world’s
busiest area of oceanic airspace.
London to New York has long been a
particularly strong market. Independent air
transport expert John Strickland, director
of London based JLS Consulting, told
Aviation News that when he joined British
Airways (BA) as a network planner in the
1980s the carrier had three daily flights to
New York with a Club class of roughly 90-
100 seats. He recalled: “We filled every one
of those seats on every flight every day.
We had the same number of people on the
waiting list as we had capacity.”
London-Heathrow to New York-JFK
(John F. Kennedy International Airport)
became even more popular in subsequent
years. By the 2000s, annual passenger
numbers on the route exceeded two
million, UK Civil Aviation Authority data
shows. There were around three million
fliers every year for much of the 2010s, and
3.1 million in 2019.
Growth came from each city’s pull for
business and leisure, and the airports
each offering hundreds of onward
connections. British Airways, American
Airlines, United Airlines, Delta Air Lines and
Virgin Atlantic Airways all deployed their
widebody aircraft to the route. Ever-more
frequencies were added to meet demand,
with Heathrow-JFK effectively becoming
an intercontinental bus route with multiple
departures all day, every day.
More bookings
Transatlantic crossings dropped by two-
thirds to an average of around 500 per
day in 2020 due to COVID-19, according
to NATS. Strickland told Aviation News: “It
was essentially dead for more than a year
other than for cargo and limited numbers
of people.”
Things improved markedly during 2021,
especially after travel between the US and
Europe was permitted again. Bookings

18 AVIATION NEWS FEBRUARY 2022


surged; a symbolic moment was the
unique dual departure from Heathrow
in November 2021 by British Airways
and Virgin Atlantic Airways Airbus A350s
(G-XWBG operating as BAW1, and G-VJAM
‘Queen Of Hearts’ as VIR3N, respectively)
bound for JFK.
During Delta Air Lines’ Q3 2021 financial
results presentation on October 13, 2021,
the carrier’s president, Glen Hauenstein,
noted: “Transatlantic recovery improved by
20 points versus the June [2021] quarter
to 35% recovered, versus the September
quarter of 2019.”
Similarly, American Airlines’ chief
revenue officer, Vasu Raja, reported during
the airline’s Q3 earnings call eight days
later that transatlantic bookings were
“coming in at a greater rate than what we
saw in 2019”.
A search of Heathrow’s departures listing
for a typical mid-January 2022 day showed
15 scheduled departures to the ‘Big Apple’.
British Airways and United both plan to
each add five more daily departures from
Heathrow to JFK during 2022.
Not just New York…
Further proof of the transatlantic market’s
resilience is seen by American, BA, Delta,
United and Virgin recommencing, or
planning to restart, connections from
Heathrow to other leading North American
destinations such as Chicago, Dallas-Fort
Worth, Los Angeles, Miami, and
San Francisco.
British Airways rostered its highest-
capacity aircraft, the 469-seat Airbus A380,
onto its Miami and Los Angeles services
in early December 2021, and is planning
WWW.AVIATION-NEWS.CO.UK
Above: On reflection: Major US carrier United
plans to add five more Heathrow flights to
its schedule in 2022, some of which will
be served by its fleet of 13 Boeing 787-10
Dreamliners United Airlines
Main photo: Atlantic return: British Airways
and Virgin Atlantic A350s (G-XWBG operating
as BAW1, and G-VJAM ‘Queen Of Hearts’
as VIR3N, respectively) depart Heathrow
simultaneously on November 8, 2021 to mark
the resumption of flights to the US – more
than 600 days after the US travel ban was
implemented British Airways
to use the super jumbo on its Dallas-Fort
Worth route from March 27, 2022.
A noticeable trend in airline operations
at Heathrow over the last decade or so is
the introduction of services to long-haul
destinations with more marginal demand.
The Boeing 787 Dreamliner and A350
have the range, twin-engine efficiency
and just the right number of seats to
enable airlines to serve markets that were
once unviable.
Even some of these connections have
been restored – BA has resumed flights
from Heathrow to points such as Austin,
Boston, and Nashville. In November 2021
it resumed flights from London-Gatwick
to Orlando and introduced a new three
times/week connection to Tampa. The
carrier is offering 246 weekly flights to 23
US airports from the UK in total during its
winter 2021/22 schedule.
“They’re almost back in numbers of
destinations to 2019 levels,” Strickland
observed. “That doesn’t mean it’s back to
the same level of capacity or frequency,
but the coverage is going up enormously.”
Virgin Atlantic resumed daily flights from
Heathrow to Las Vegas (with 787-9s)
and Orlando. US giant United Airlines will
from spring 2022 restore flights to Boston
and add extra frequencies to Denver and
San Francisco.
Announcing these routes in November
2021, United’s senior vice-president
of international network and alliances,
Patrick Quayle, said: “We remain confident
demand will continue to grow, particularly
as international business travel returns.”
…and not just London
While London is a focus for transatlantic
operations, there are extensive
connections from Europe’s other
premier airports.
Lufthansa Group airlines Lufthansa,
SWISS, Brussels Airlines and Austrian
Airlines operate a combined 55 weekly
flights to New York alone from their
respective Munich, Frankfurt, Zurich,
Brussels, and Vienna hubs with their
Airbus A330s, A350s, Boeing 747-8Is (in
Lufthansa’s case), 777s and 787s.
In a September 2021 routes
announcement, Lufthansa said it operates
more daily connections to New York than
it does flights to the entire Asia-Pacific
region. Boston, Jacksonville, Los Angeles,
Miami, Orlando, Pittsburgh, San Francisco,
San José, and Seattle are also part of the
German carrier’s network.
Air France has upped frequencies from
Paris-CDG (Charles de Gaulle Airport) to
19
Transatlantic air travel

Aer Lingus’
transatlantic
expansion
Irish flag carrier Aer Lingus has reinforced
its North Atlantic presence with three new
services from Manchester: Orlando (which
started on December 11, 2021), New York-
JFK (from December 1, 2021) and Barbados
(from October 20, 2021).
Operated by A330s, these are Aer Lingus’
first transatlantic flights from the UK. In an
October 2021 statement about the new
Manchester routes, Aer Lingus said:
“The new flights boost business options
Norse Atlantic Airways took delivery of its first of 12 planned Boeing 787-9 Dreamliners on
and choice for consumers by offering a
December 20. The Norwegian low-cost, long-haul carrier is on track to start transatlantic
new northern hub to destinations across
services to Fort Lauderdale, Los Angeles and New York in spring 2022 Norse Atlantic Airways
the Atlantic.”
Manchester Airport MD Karen Smart said
the routes give “passengers additional
choice and flexibility”, adding they “will no
doubt be hugely popular with the 22 million
people that live in our catchment area”.
The Manchester flights join other North
Atlantic routes across Aer Lingus’ network
from both its Dublin home base (to Boston,
Chicago O’Hare, Los Angeles, New
York-JFK, New York-Newark, Orlando,
Philadelphia, San Francisco, Seattle, Toronto
and Washington, DC) and Shannon (to
Boston and New York-JFK).
According to the American Chamber of
Commerce Ireland, there are over 800
US companies in Ireland, employing
180,000 people, and more than 650 Irish
companies with a US base. Aer Lingus
CEO Lynne Embleton commented: “We are
re-establishing Dublin Airport as the most
efficient connecting hub between the US
and Europe.”
Commenting to Aviation News on
Aer Lingus’ transatlantic presence, JLS
Consulting director John Strickland said:
“They have a natural advantage in terms of
the massive Irish diaspora, particularly in
places like New York, Boston and Chicago.
The Irish propensity to visit as often as
possible gives a natural [passenger] flow.” US legacy carrier Delta announced its ‘Atlantic Joint Venture’ with fellow SkyTeam members, Air
France, KLM, and Virgin Atlantic in November 2019 Delta Air Lines

20 AVIATION NEWS FEBRUARY 2022

Wearing its stunning retro livery, Lufthansa Boeing 747-8 Boeing 747-8I D-ABYT powers out of New York-JFK
on March 16, 2019; the airline offers 55 services to New York a week AirTeamImages-Vincenzo Pace

New York from three to five daily, Miami

(seven to 12/week) and Los Angeles (12 to
17/week) for winter 2021/22.
Netherlands flag carrier KLM Royal Dutch
Airlines has increased JFK frequencies
from Amsterdam-Schiphol to 11/week, and
to three/week each for Las Vegas, Miami,
and Minneapolis. It is also reintroducing
several Caribbean points including
Barbados and Bridgetown.
Italian flag carrier Alitalia’s successor ITA
Airways started flights to New York-JFK
with its A330s in November 2021 – and
plans to add Boston, Los Angeles, Miami
and Washington, DC during 2022.
Aer Lingus recently introduced new
routes from Manchester (see panel, Aer
Lingus’ transatlantic expansion). Virgin
Atlantic also flies A330s from Manchester
to Barbados, New York-JFK, Miami, and
Orlando. Manchester previously hosted
Canadian airline WestJet will commence a four-times-weekly Calgary-Heathrow service on American services from New York-Newark
March 26, 2022, using its Boeing 787s. As a result of the ongoing COVID-19 pandemic, the (Newark Liberty International Airport),
carrier shut down all international flights on March 17, 2020 WestJet Delta flights from Atlanta, and United from
Philadelphia and New York-Newark.

Joint ventures
Major carriers’ transatlantic presence is
reinforced through joint ventures enabling
partner airlines to align schedules,
pricing, and capacity. Known as ‘metal
neutral’ partnerships across the industry,
each member receives revenue or profit
regardless of the airline operating a route.
There is an Atlantic Joint Business
partnership between oneworld alliance
members American Airlines, Aer Lingus,
BA, Finland’s Finnair and Spain’s Iberia and
LEVEL, as well as a separate cross-Atlantic
joint venture involving Delta, Air France,
KLM, ITA Airways (all part of the SkyTeam
alliance) and Virgin Atlantic (which isn’t in
any grouping).
Irish flag carrier Aer Lingus reinforced its North Atlantic presence with the introduction of three Smaller carriers also participate in the
new services from Manchester in October 2021 Aer Lingus transatlantic market. Icelandair says on its

WWW.AVIATION-NEWS.CO.UK 21
Transatlantic air travel

In numbers
1,300
Average daily transatlantic flights
pre-pandemic

500
Average daily transatlantic flights in 2020

246
Weekly BA flights to North America

55
Weekly Lufthansa Group flights to New York

17
KLM flights to Los Angeles per week

15
Daily Heathrow-JFK flights

3
Aer Lingus transatlantic routes from
Manchester
With the iconic New York skyline visible, Lufthansa Airbus A330-300 D-AIKP ‘Bottrop’ banks
away from JFK heading back to Frankfurt on March 12, 2021. The German flag carrier operates
website: “Connecting gateways in Europe
more daily connections to New York than it does flights to the entire Asia-Pacific region
with gateways in North America, through AirTeamImages-Ryan Patterson
Iceland as a hub, our route network gives
streamlined access to travel across the
North Atlantic.” Its current North Atlantic
destinations include Anchorage, Baltimore,
Boston, Chicago, Minneapolis, New York
(both JFK and Newark), Seattle, along with
Canada’s Toronto, and Vancouver.
Having previously used Boeing 737s to
operate to Edinburgh and Dublin, Canadian
carrier WestJet will begin a four-times-
weekly Calgary-Heathrow route on March
26, 2022, using 787s.
WestJet is also planning to reopen two
new routes from Toronto-Pearson to
Scotland during 2022: Glasgow from May Major US low-cost airline JetBlue commenced non-stop services to Gatwick and Heathrow in
30 and Edinburgh from June 2. 2021 using Airbus A321neoLRs JetBlue Airways

JetBlue enters the fray
Strickland observed to Aviation News:
“We’ve seen many airlines with different
models come on the transatlantic market
before and die.” Three business class-only
carriers, US-based EOS Airlines and MAXjet
Airways, along with the UK’s SilverJet,
came and went during the 2000s. Paris-
Orly-based BA subsidiary OpenSkies
ceased flying in 2020 after 12 years of
operations. In January 2021, low-cost
carrier Norwegian Airlines scrapped its
787-9 services from European airports to
several US destinations as it restructured in
the face of COVID-19.

22 AVIATION NEWS FEBRUARY 2022

Re-establishing connections: Aer Lingus is upping its transatlantic frequencies from its main Dublin hub using
its fleet of widebodied Airbus A330-200/300 and recently introduced single isle A321neoLRs Aer Lingus

However, new challengers have not

been put off.
JetBlue Airways commenced Heathrow-
JFK flights in 2021 with the Airbus A321LR
(Long Range), and Norwegian start-up
Norse Atlantic Airways plans to use 787s to
serve Fort Lauderdale, New York-Stewart
(Stewart International Airport) and Ontario,
Canada, from Oslo-Gardermoen.
Strickland believes JetBlue has decent
prospects, telling Aviation News: “It’s not
like they’re a Johnny-come-lately. They’re
a massively well-established airline. They’ve
got the force of identity and will be able
to offer options [for onward travel] from
their hubs because of their US domestic
network. That can bolster loads.”

“It was essentially American Airlines Boeing 777-223/ER N754AN flies into JFK on June 17, 2021. The major US
airline is part of an Atlantic Joint Business partnership with fellow oneworld alliance members

dead for more than Aer Lingus, BA, Finland’s Finnair and Spain’s flag carrier Iberia and low-cost airline LEVEL
AirTeamImages-Vincenzo Pace

a year other than for

cargo and limited
numbers of people”
Strickland continued: “They are a low-
cost carrier in terms of the discipline
in their business model and managing
costs, they’re [using] a smaller and very
efficient aircraft with low fuel burn and not
excessive numbers of seats in the form of
the A321LR.”

Shifting models
Businesses cutting back due to COVID-19
travel restrictions led to debate over the
future of the corporate travel demand
underpinning transatlantic air travel.
Strickland says: “The big questions for
airlines are ‘will it come back?’ and ‘will it
be significantly dented?’.”
These remain unanswered questions as
the industry rebuilds, and the debate about
business travel demand feeds into a wider
KLM is among numerous carriers increasing service frequencies to the US from its Amsterdam-
Schiphol base. The Dutch flag carrier has increased its JFK frequencies to 11/week, and Las
Vegas, Miami, and Minneapolis services to three/week KLM Royal Dutch Airlines
discussion about the arrival of premium introduced a premium economy class.)
leisure travel – essentially, trying to attract Strickland says such a class is “fine for
leisure passengers to pay slightly more volume, but the problem [for airlines] is
to travel in greater space and comfort. they pay less than a corporate traveller”.
(Emirates is one carrier to have already This pressurises revenue, inevitably

WWW.AVIATION-NEWS.CO.UK 23
Transatlantic air travel
Right: American Airlines’ advert reflects the
size of the Transatlantic market. Although
reopened, will concern over the Omicron
variant of COVID-19 impact? Heathrow Ltd

challenging airlines to operate long-haul

routes sustainably.

Omicron concern
Concerns about travel restrictions
impacting customer demand resurfaced
late in 2021 due to the emergence in South
Africa of the Omicron variant of COVID-19.
The variant quickly made its presence
felt on transatlantic bookings. Citing data
from ForwardKeys, a travel data research
company, the Financial Times (FT) reported
in December 2021 that bookings for North
Atlantic travel – which in November 2021
were 2% above levels in 2019 – declined
sharply, to 26% below 2019’s levels, in the
week after the World Health Organization impact, the long-term forecast is not any terms of checks and tests and paperwork?”
confirmed Omicron’s existence. different than it was before.” Uncertainties clearly loom again. “People
On December 2, 2021, United Airlines’ Strickland said: “People who haven’t have not been able to travel for a long time
CEO Scott Kirby told the FT the airline will booked or are not obligated to go may be so there’s pent-up demand,” Strickland
“have less flying to Europe” than initially put off. It poses challenges: can you travel says. “We may have to go through difficult
planned in January 2022 but added: “My and, if so, do you have to quarantine? months, and it still depends on what we
guess is that it will have a short-term What are you going to have to pay in hear from scientists.”

The art of network planning

Different aircraft types can often fly the same
route: British Airways’ (BA) daily London-
Heathrow to New York-JFK frequencies use a
mix of A350s, 787s and 777s. Similarly, Delta
uses A330s on some services and 777s on
others.
Director of JLS Consulting, John Strickland
– who worked in network planning for British
Airways – outlined to Aviation News the type
used for a slot is always a “trade-off ” between
commercial and operational factors.
He explained: “Commercially, you want to
find a way to produce the optimum revenue.
You need to assess what type of market you’re
flying in – is it business or leisure, is it year-
round? Does it require high or low frequency?
What competition is there? What kind of [ticket]
prices are paid?”.
Strickland continued: “Let’s say in a scenario
these things come out looking pretty good, it’s
then a case of can you deliver it operationally?
Do you have the right aircraft? Do you have
the right slots? Can you do it without making
a trade-off somewhere else in your network?
What are the technical requirements for
engineering? What is the space in terminals?”.
He explained that although network
planners might want certain capacity
and frequency on a particular route, their
operational planning colleagues might say it’s
unfeasible unless capacity/frequency changes
are made elsewhere.
Recalling his days with BA as a network
planner, Strickland said: “You’d have to go
away and work out if it makes sense to make
changes to something else to free up an aircraft
or shuffle the pack to deliver something new.
It’s an art, based on as much information as you
can to make the best commercial judgement,
and do the best calculation on cost/benefit.”
He continued: “Being in the digital age is
fascinating. There are so many opportunities
on things we always used to have to estimate.
We were always looking backwards – how a
route performed in the past, how it performed
for other airlines, [asking] what data there is
for who’s flying it and who’s travelling, trying to
work out what demand you might get and what
kind – was it business or leisure, would they
pay high fares or not?
“Today, because of people using mobile
phones and apps there’s so much more data
available that comes from people searching for
flights.”
Strickland said: “Let’s say for argument’s sake
you wanted to go from Newcastle to New
York. There might not be [a flight], but if you’re
giving over your data [airlines] can see there’s
a certain level of interest, therefore they might
look to putting in some capacity to test it out.
“You can also get indicative volumes from
searches and pricing. In the past that was very
difficult, you might have to guess. There’s more
data available.
”Thank goodness for the digital age in giving
the data that lets you work it out.”

Demand has encouraged British Airways to introduce its

mammoth Airbus A380s onto its Heathrow-Miami route
from December 5, 2021, its Los Angeles services four days
later – and is expected to add the type to its Dallas schedule
in late March 2022; data suggests the UK flag carrier has
reintroduced five of its 12 examples into service British Airways

24 AVIATION NEWS FEBRUARY 2022

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253/20
Mars Helicopter

NASA made history with the first extra-terrestrial aircraft –

its incredible Mars Helicopter – to land on the Red Planet.
A R Prince investigates how it got there and what happened next

26 AVIATION NEWS FEBRUARY 2022

F
light on Mars is greatly hindered by its
atmospheric density – it’s about 1% of
that at sea level on Earth. It is rather
like flying at an altitude of 100,000ft
here – and very few machines have done
that, particularly under their own power.
Flying on the Red Planet requires an aircraft
doing something never done before…
Challenge accepted?
It is ten years since the United States
National Aeronautics and Space
Administration (NASA) took up the gauntlet
of achieving flight on Mars. The aim was
to design a helicopter specifically for the
planet's conditions. A key challenge was
that fact that a helicopter’s configuration
makes it more difficult to operate than a
fixed wing in less dense atmospheres as the
rotors struggle to generate sufficient lift.
Indeed the highest a helicopter has flown
on Earth is 40,000ft.
There were other obstacles, not least
A digital rendering of NASA’s Mars Helicopter, Ingenuity, flying through the Red Planet’s skies All images NASA-JPL-Caltech
WWW.AVIATION-NEWS.CO.UK
the millions of miles separating Mars from
Earth. This prevents the possibility of
preparatory flights or the gradual increase
of aircraft capability – the helicopter has to
be flight-ready before reaching the planet.
It then has to be safely transported across
the inter-planetary distance before the
host spacecraft decelerates through Mars'
thin atmosphere, lands and delivers the
aircraft on to its surface. Throughout these
operations and during the eventual flight
phase, all communications and commands
have to be sent both ways across those
millions of miles. Other challenges include
the machine’s power source and the
provision of heating in Mars’ incredibly low
ambient night-time temperature.
One positive is that the planet's most
prominent characteristic is its gravitational
force – it’s just one-third that of Earth, but
the effect is more than compensated for by
the Red Planet’s low atmospheric density.
The practical value of Mars flights lie in
the fact that aircraft could provide unique
capabilities in further exploration, using
landers and rovers on the surface and
spacecraft in orbit around the planet. But
where an astronomical body's atmosphere
allows it, exploration could be conducted
by air – aircraft would be able to fly over
and land in territories away from the
landers that are too distant from the rovers
or inaccessible to them and/or too time
consuming to reach. Compared to satellites
they could provide a higher level of detail, as
well as obtaining data and retrieving material
samples left by earlier exploratory missions.
They could work in co-ordination with the
rovers, landers, or satellites. These, though,
are all yet possibilities.
Decisions, decisions...
Given the challenges, the mission of
NASA's Mars Helicopter was much more
modest – it was simply to demonstrate
that heavier-than-air aircraft could be
27
Mars Helicopter
flown on Mars and that could be used
to explore it. This would indicate the
possibility of more capable Mars aircraft
in the future.
Of the potential aircraft configurations
there is fixed-wing, helicopter/rotorcraft
and the lighter-than-air or buoyant type.
A fixed-wing aircraft might be better at
sustained flight in the Martian atmosphere
but there is the significant problem of
finding a large flat area for it operate from,
an issue that doesn’t exist for the other
two types. The buoyant aircraft would
not be very controllable; the first flight of
any kind on a planet beyond Earth was
an unpowered balloon flight on Venus
conducted by the Soviet Vega 1 spacecraft
in 1985. This leaves rotorcraft as the
best option, but to operate in the thin
atmosphere it has to be as light as possible,
with relatively large rotors.
Whatever the type, it also had to fit within
28
Above: February 1, 2019: The size of the Mars
Helicopter is demonstrated by this view of
engineers inspecting the rotorcraft while
it was undergoing testing NASA’s Space
Simulator – a 7m x 7m vacuum chamber at
NASA’s Jet Propulsion Laboratory (JPL) in
Pasadena, California
Below: February 14, 2019: The Mars Helicopter
shows off its coaxial rotor configuration while
in a cleanroom at the JPL facility. Note the
aluminum structure supporting it to protect
the landing legs and rover attachment points
the Perseverance Rover – the primary
vehicle being sent to the Red Planet as part
of NASA’s Mars 2020 Mission. Designed
and built by NASA's Jet Propulsion
Laboratory, the Mars helicopter boasted
a coaxial rotor configuration comprising
two 1.2m counter-rotating rotors (each
controlled by a separate collective/cyclic
pitch swashplate), a 13.6cm x 19.5cm x
16.3cm fuselage with four spring-loaded
0.384m landing legs, a mass of 1.8kg and a
flight endurance of up to 167 seconds. The
helicopter is equipped with two cameras
– one colour to capture images, and a
downward-looking black-and-white set
up for navigation. On April 29, 2020, NASA
announced the Mars Helicopter was to be
dubbed Ingenuity.
Journey to Mars
On July 30, 2020 Perseverance and
Ingenuity lifted off from Florida’s Cape
Canaveral on board an Atlas V launch
vehicle. Breaking free from Earth’s orbit, the
craft began its near seven-month voyage to
the Red Planet. By the time of landing it will
have travelled some 300m miles to reach it.
The main concern with Ingenuity was that
its systems needed to be kept warm and
its batteries maintained at the low charge
optimal; power was provided by the rover.
As Perseverance closed on Mars, a
AVIATION NEWS FEBRUARY 2022
Above: Having successfully landed on Mars and
been rotated upright Ingenuity extends its port
landing legs in preparation for its deployment
from Perseverance on March 29, 2021

Right: On January 15, 2020, a swatch of

unbleached muslin material from the lower-left
wing of the Wright Brothers world-changing
1903 Flyer was attached to the underside of
the Mars Helicopter’s solar panel with orange
polyimide tape, secured with white polyester
cord. A dot of grey epoxy was added at the
intersection of the ‘wraps’ to prevent them
coming loose

Below: The Mars Helicopter, visible in lower

centre, after being attached to the underside of
Perseverance at NASA’s Kennedy Space Center
on April 6, 2020

WWW.AVIATION-NEWS.CO.UK 29
Mars Helicopter

Above: History: Ingenuity casts a shadow on

the surface of Mars while hovering during
its maiden sortie in Martian skies on April
19, 2021. Airborne for just 39.1 seconds, the
helicopter attained an altitude of 3m and was
rotated through some 96°
Right: Ingenuity chief pilot, Håvard Grip, notes
the helicopter’s first flight in the project's
official logbook – dubbed the ’Nominal
Pilot’s Logbook for Planets and Moons’ – at
NASA’s Jet Propulsion Laboratory in Southern
California on April 19, 2021
series of timed actions were effected to
safely land the rover on its surface. First,
just before reaching Mars' atmosphere,
the spacecraft jettisoned the solar panels,
radios and fuel tanks that had been required
for its interplanetary journey; a protective
aeroshell, comprising a heat shield and
a back shell housing the rover, and a
descent stage remained. The aeroshell
then descended, decelerating, through
the Martian atmosphere, the heat shield
keeping Perseverance at a relatively low
temperature. With a parachute deploying
some 9-13km above the surface, the
heat shield separated soon after and the
rover's landing radar and autopilot began
to function. While slowing to around 80-
110m/sec, the parachute was released as
the descent stage and rover separated from
the back shell.
With the descent stage's eight engines
fired, it lowered Perseverance on cables
at a velocity of just 0.75m/sec, before the
rover cut the cables and the descent stage
flew off to land on the surface a distance
away, safely touching down in Mars’ Jezero
Crater. It was February 18, 2021.
First contact beckons
Following its arrival, Ingenuity remained
attached to Perseverance for more than
a month. On March 21, the debris shield
that had protected it during landing was
released, before a six-day process to
safely lower Ingenuity on to the Martian
surface commenced. The process required
instructions being sent from Earth on a
daily basis, actions occurring on Mars,
and reports being sent back to Earth via
the rover and satellites orbiting the planet.
Instructions from Earth were influenced by
the previous day's reports and were precise
and deliberate as an erroneous action could
severely affect the programme.
The process to lower the helicopter on
to the Martian surface began with the
unlocking of the mechanism holding
Ingenuity to the underside of Perseverance.
Then the spring-loaded mechanical arm
holding it rotated it out of its horizontal
position, before two of Ingenuity’s
spring-loaded legs were extended. With
an electric motor rotating the helicopter
completely vertical, the other two landing
legs were deployed. Hanging some 13cm
above surface Ingenuity was released.
With the four legs bearing the helicopter’s
weight, Perseverance drove about 5m

A work of art: More than 1,500 individual pieces

of carbon fibre, flight-grade aluminium, silicon,
copper, foil and foam make up the Mars Helicopter

30 AVIATION NEWS FEBRUARY 2022


away. Ingenuity had touched down on the
appropriately named Wright Brothers Field.
Having charged its batteries from the
rover just before being dropped, Ingenuity
would from then on depend on its solar
panels for power. Located above the
rotors, the cells would charge the batteries;
their first use would be to power a heater
that would keep vital components warm
during the night when temperatures would
drop as low as -90°C.
Thirty days to explore
At the time of dropping, Ingenuity would
have 30 Martian days – or sols – to
prepare for and complete five flights at
altitudes ranging from 3-5m for up to 90
seconds each; a sol is slightly longer than a
day on Earth at 24hrs, 39mins, 35sec.
The flights would be conducted
during the day since the majority of the
helicopter’s battery energy at night would
be needed for heating and the navigation
camera needed light to operate. With
the batteries recharging from sunrise, by
midday they would have enough power
for flight. This would also allow sufficient
time for recharging again on landing for
night-time heating. Although flying at night
would have been favoured by the higher
air density, the flights themselves would be
very short – even by Earth drone standards.
Flight preparations involved activities
such as adjusting the thermal control
system and releasing the rotor blade’s
restraints.The blades and their motors,
the inertial measurement unit (IMU),
which would measure the helicopter's
acceleration and angular velocity, and the
flight control computers were all tested,
while the solar-array power was assessed.
Air density affects rotor lift, while
temperature and wind determine the
energy required to operate the heaters.
The wind, further, influences take off,
WWW.AVIATION-NEWS.CO.UK
Perseverance captured this ‘team selfie’
with Ingenuity using its SHERLOC WATSON
camera system on April 6, 2021. This image
was created by stitching 62 individual frames
transmitted back to earth
landing, and flight, while solar flares can
also affect systems.
It was during these activities that the Mars
helicopter experienced its first problem.
With the rotors successfully tested at low
speed on April 8, the planned high-speed
test the following day was cut short –
Ingenuity’s flight computer was unable
to make the change from the pre-flight
to flight mode. The problem involved
a software watchdog timer (a measure
to protect the helicopter from incorrect
“…Ingenuity had
touched down on
the appropriately
named Wright
Brothers Field”
operation in unforeseen conditions).
Ingenuity’s restarts following an elapsed
period. If it is not restarted – and it wasn't –
activities do not proceed. As such the mode
did not change and the test stopped. With
NASA engineers adjusting the sequence
of instructions and changing the timing
between the two flight modes, the updates
were transferred to the helicopter. On April
16, the high-speed rotor test was attempted
again – it was a complete success.
Breaking free
April 19 was chosen as the date for the
first flight. With the pre-flight checks
complete, including the servo motors,
which adjust blade pitch, Ingenuity’s IMU
and inclinometer were activated, while the
blades were adjusted so as not produce lift.
Increasing the power to 2,537 revolutions
per minutes (rpm), a systems check was
made, and the blade’s pitch changed for
lift off. At 12.33pm Local Mean Solar Time
(Mars time) Ingenuity broke free from the
Martian surface. Climbing to an altitude of
10ft, it hovered there for 30secs and then
descended. Total flight time was 39secs.
Perseverance – sat some 64m away
having been underway on its own
mission – provided a communications
relay between Ingenuity and Earth and
captured images of the historic mission.
In recognition of the achievement the
International Civil Aviation Organization
allocated the helicopter the designator IGY
and callsign INGENUITY.
Camera work
The rotorcraft completed a second flight
on April 22 – climbing to an altitude of
16ft, it hovered, tilted 5° and accelerated
sideways for 7ft, hovered again, and made
turns to take pictures in different directions
before returning to Wright Brothers Field.
Ingenuity was airborne for 51 seconds. On
its third flight during April 25, Ingenuity flew
for a distance of 50m and attained its then
limited speed of 2m/sec; the limitation
was due to the computer’s ability to track
surface features.
A fourth flight was attempted on April
29, but the watchdog timer again had not
restarted, and it didn’t proceed. It was
known that this could occur despite the
software update that was made following
the first timer incident; the probability of it
occurring had been judged to be just 15%.
Completing the sortie the following day,
the helicopter flew south for about 133m,
before returning – flight time was 117secs.
With Perseverance, located 80m away from
the helicopter's take-off and landing spot,
it captured sound recordings of the flight.
31
Mars Helicopter
On its fifth flight on May 7, Ingenuity flew to
a new airfield – dubbed ‘Airfield B’ – 129m
to the south. On arrival it climbed to an
altitude of 10m and took high-resolution
colour images of the area before landing.
This flight was the last in the technology
demo phase. However, with Perseverance
more than meeting its own schedule
and the Mars Helicopter’s power,
communications and navigation system
surpassing expectations after just the
third flight, the opportunity was taken to
continue with Ingenuity’s ‘Operational
Demonstration’ without affecting the rover’s
schedule too much. This phase would
examine roles and functions, including
aerial scouting, which could benefit future
exploration of Mars and other worlds.
Operational demo
On the first of the operational
demonstration flights on May 23, Ingenuity's
sixth flight overall, an control issue
manifested. Approaching the end leg of the
flight, Ingenuity began to adjust its velocity
and oscillate, this continued throughout the
flight. The IMU was involved. Estimating the
helicopter’s position, velocity, and attitude,
this data is used by the control system to
adjust control inputs, but with purely IMU-
based navigation, errors would build up
and the wrong path prescribed. Therefore
the estimates are regularly corrected using
the navigation camera. Looking down,
this takes 30 pictures a second. With each
picture, the computer programme, from the
image timestamp, predicts the picture the
camera should have taken at that time. This
is essentially based on colour variations,
characteristics of surface features in the
previous pictures. The difference between
the predicted and the actual locations of
features is then used to correct the position,
velocity and attitude estimates.
About 54secs into the flight, there was
a malfunction and one of the camera's
pictures was not received – this led to
the following images having incorrect
timestamps. Consequently, the computer
began to make navigational corrections
based on erroneous information. This
led to wrong control inputs being made,
resulting in induced oscillations; this led
to noted spikes in the rotorcraft’s power
consumption. Still Ingenuity was able to
maintain flight and enter the landing phase
32
An artist’s depiction of Ingenuity
awaiting a flight on Mars
(during which the oscillations stopped)
and landed within about 5m of its intended
spot at ‘Airfield C’. NASA attributes this to
the helicopter being designed to tolerate
significant errors including timing and to the
navigation camera images not being used
in landing. During the flight, the helicopter
travelled 215m, attained a height of 10m
and a speed of 8.9mph – or 4m/s.
On June 4, while preparing for its seventh
flight, there was another issue: Ingenuity’s
computer was again unable to change
from pre-flight to flight mode – again
the watchdog timer had not restarted.
The sortie was attempted again four days
later and achieved. After this, the flight
controller’s software was updated to fully
rectify the watchdog timer’s issue. The next
flight on June 21, was successful.
The operational demonstration phase
included transiting to other airfields as
Ingenuity flew over new terrain – the
seventh flight landed at ‘Airfield D’ and the
eighth at ‘Airfield E’.
Tricky terrain
The purely experimental helicopter would
encounter conditions it was not designed
for. The first was the terrain – sloping and
undulating rather than flat – which could
cause heading deviations. Ingenuity's flight
control programme had been specifically
designed for flight over flat ground and
undulating terrain would also be difficult
for Perseverance to traverse. For Ingenuity
to demonstrate a capability to negotiate
this particular environment would be
more outstanding and have an impact on
possible future missions. The helicopter's
next flights were over such terrain – the
ninth on July 5 overflew a dune field
known as Séítah before landing at ‘Airfield
F’, the tenth on July 24 over the Raised
Ridges before landing at ‘Airfield G’, and
the twelfth and thirteenth, on August 16
and September 4 respectively, again over
Séítah while operating from ‘Airfield H’. The
eleventh flight on August 4 was a 383m
transit to ‘Airfield H’.
The issue of heading deviations was
countered to an extent by Ingenuity flying
more slowly over the areas. The ninth flight,
which covered a distance of about 625m,
was the Mars Helicopter’s longest overall.
Sun screen
Another condition Ingenuity was not
designed for but began to encounter, was
decreasing atmospheric density due to
seasonal changes. This made flying more
difficult. The option was taken to counter it
by spinning the rotors at a higher speed –
higher indeed than had been done during
tests on Earth!
On September 15 the rotors were wound
up to 2,800rpm during a ground test.
One concern surrounded the resulting
vibration, but there wasn't any. An attempt
to fly at high rotor speed was made three
days later, but Ingenuity did not take off –
anomalies had been detected in two of the
six servo motors during pre-flight checks.
Although the two with issues were much
smaller than the two motors that turn the
rotors, they are just as equally important
for flight.
While NASA worked to resolve the issue,
the relative movement of Mars and Earth
AVIATION NEWS FEBRUARY 2022
around the Sun led to the phenomenon
of conjunction; this occurs when two
astronomical objects or spacecraft have
either the same right ascension or the
same ecliptic longitude. In this case the
two planets were on opposite sides of the
Sun, preventing communication between
them. This continued until mid-October,
after which operations were resumed.
On October 24 Ingenuity completed its
fourteenth flight – a short one testing the
rotors at 2,700rpm. The flight departed and
returned to ‘Airfield H’.
The rotorcraft’s fifteenth flight occurred
on November 16. Flying a distance of just
over 400m to ‘Airfield F’, this was first in
a series of four to seven flights to return
Ingenuity to Wright Brothers Field. Data on
the motor’s performance collected during
this flight is being used to plan future
excursion in the low atmospheric density.
At the time of writing, Ingenuity’s last flight
An incredible colour study of Ingenuity taken by Perseverance using its SHERLOC (Scanning
had occurred on November 21, 2021 – a Habitable Environments with Raman & Luminescence for Organics & Chemicals) WATSON Wide
short hop northeast to ‘Airfield J’. Angle Topographic Sensor for Operations and eNgineering) camera system on April 6, 2021

Success story
The limited hours and operating conditions
for which Ingenuity was designed will
become more telling as they continue to
be surpassed – already the helicopter has
made several flights beyond these limits,
due NASA’s experience in extra-terrestrial
operations and to the thought and
planning in the design of the helicopter
and its systems.
Because of this, the few issues Ingenuity
did experience were correctable. With
Ingenuity, NASA took up the challenge
of achieving flight on Mars and
overwhelmingly succeeded. They add to
what is known about flying on Mars and
other extra-terrestrial worlds and improve
the ability to make such flights.

The primary purpose of Ingenuity was to demonstrate and test technology needed for powered flight on Mars. The data it
collected will revolutionise planetary exploration – including for its proposed successor, the Mars Science Helicopter

WWW.AVIATION-NEWS.CO.UK 33
Bomber Task Force Europe
FLYING
VISIT
The USAF showcased its indomitable Rockwell
B-1B Lancer’s global reach and lethality
during its recent Bomber Task Force Europe
deployment. Ashley Wallace reports
O
n October 6, 2021, a pair of
Rockwell B-1B Lancers (86-
0110 and 86-0140) – using
callsigns ‘REMUS 01/02’ –
along with supporting equipment, and
nearly 200 support personnel from the
9th Expeditionary Bomb Squadron (EBS),
part of the 7th Bomb Wing out of Dyess
Air Force Base, Texas, arrived at RAF
Fairford, Gloucestershire. The supersonic
jets desended on the UK base to execute
a long-planned Bomber Task Force (BTF)
Europe mission, as part of a joint mission
series scheduled by the US European
Command (USEUCOM) and US Strategic
Command (STRATCOM). The following
34
day, another pair of the variable-sweep
wing heavy bombers – 86-0103 and 86-
0136, callsigns 'HYPNO 01/02 – arrived.
Power projection
Having consisted of rotations of
Global Strike Command Boeing B-52H
Stratofortresses, B-1Bs and, most recently,
Northrop Grumman B-2A Spirits, BTF
missions have been conducted by the
USEUCOM since 2018.
The missions enable United States
Air Force (USAF) personnel and aircraft
from different squadrons to integrate
with a number of NATO and partner air
forces, enhancing interoperability and
readiness. Allied and partner fighter
assets regularly fly with US bomber crews
during their European training, to hone
mission planning skills, rehearse in-
flight communications and strengthen
multinational relationships between
aviation specialists.
By integrating with its allies and partners
for the fourth time this year, the USAF is
underlining its commitment to shared
values and reinforcing the Atlantic bond.
Gen Jeffrey L Harrigian, Commander USAF
in Europe – Air Forces Africa (USAFE-
AFAFRICA) said: “BTF missions amplify our
coalition reach and project our collective
airpower across theatres. By training and
AVIATION NEWS FEBRUARY 2022
 DARK 11: With its unmistakable shape silhouetted
by the dusk skies, B-1B 86-0110 departs RAF
Fairford after ‘hot-pitting’ on October 11, 2021
All images Ashley Wallace unless stated

Left: Formed in June

1917, the 9th Bomb
Squadron is the oldest
unit of its type in the
USAF. The squadron
maintains combat
readiness to deliver
rapid and decisive
airpower around the
globe using the mighty
Rockwell B-1B USAF

Right: Bad to the Bone! With

its four General Electric F101-
GE-102 turbofans kicking out more
than 120,000lb st, B-1B 86-0140 – callsign
‘JAVELIN 02’ – screams out of RAF Fairford
at dawn in full re-heat for a BTF mission on
October 27

Inset: Nicknamed the ‘Bats’, the 9th Bomb

Squadron falls under the command of the 7th
Bomb Wing. Stationed at Dyess Air Force Base
in Texas, the wing’s motto is ‘Mors ab alto’ –
which is Latin for ‘Death From Above’ USAF

integrating with our allies and partners,
we are expanding our ability to adapt to
challenges and counter adversaries in the
global security environment.”
Strategic bomber missions within the
USAFE-AFAFRICA areas of responsibility
demonstrate the USAF’s unique capability
to rapidly deploy and integrate with
NATO allies and coalition partners, while
providing training to the joint force.
Lt Col Nathan Jenkins, 9th EBS
Commander, noted: “Conducting BTF
operations from forward deployed
locations enables collective defence
capabilities, provides opportunity to
integrate with allies, and demonstrates the
B-1’s forward power projection capability.”
Capt Mike ‘Fast’ Lane is a current B-1B
pilot with the 345th Bomb Squadron
(BS) who is attached to the 9th EBS
and represents the Air Force Reserve
component’s ability to support active-duty
counterparts. “My flying history is a little
different than active duty. I was hired by
the 345th Bomb Squadron before pilot
training, so I knew I would fly the ‘Bone’
from the very beginning.
“Currently, I have flown four jets within
the USAF. We all start on the T-6 Texan,
as that is the initial trainer all pilots go
through, then I moved on to the T-1A
Jayhawk for advanced training, and then
on to the T-38, to top it off, for some high-
speed familiarisation training.
“This is the 9th’s first deployment to the
UK, however, [it’s] not the B-1s first time
here. Our current mission is really two-
fold – we provide strategic support for the
EUCOM combatant commander, and we
get some good, off-station training with
our NATO partners. Most of the missions
we are flying here have a training objective
that reflects one of our main mission sets
– JDAM [Joint Direct Attack Munition],
standoff weapons and close air support
[CAS]. Personally, I’ve flown training
missions in UK air space with standoff
weapons and then a CAS sortie in Norway
with our NATO partners.”
With these missions letting the crews
step out of their normal training model

WWW.AVIATION-NEWS.CO.UK 35
Bomber Task Force Europe
B-1B Lancer 86-0136 – callsign ‘RAGNAR 01’ –
and enabling them to work with and in screams into the circuit at Fairford, following a
‘touch and go’ on returning from a BTF Europe
unfamiliar situations, it – as ‘Fast’ noted –
mission to Norway on November 1, 2021
“builds confidence within our crews and
our allies that we can fight together to
achieve a common objective.”

Bad mama jama

A typical operational B-1B flight crew
comprises two pilots and a pair of Weapon
Systems Officers (WSO) manning positions
behind them. With one pilot concentrating
primarily on flying the aircraft, looking
for threats and collision avoidance as the
Aircraft Commander, the co-pilot will
focus on situational awareness, dealing
with the air traffic control, radios, and
other systems. Dubbed ‘Wizzos’, one WSO
will be appointed the Offensive Systems
Operator (OSO) working the Sniper
Advanced Targeting Pod, as well as backing
up the co-pilot on the radios. The other
‘Wizzo’ is the Defensive System Officer.
The DSO assists the OSO, entering flight
co-ordinates and monitoring weapons
and their potential delivery. Each WSO is
trained to sit in either seat – as are pilots.

Left and right: With the setting sun picking

out the clouds, a pair of ‘Bones’ – 86-0136
‘RAGNAR 01’ (right) and 86-0140 ‘RAGNAR
02’ – break over Fairford on November 1,
2021, following a BTF CAS mission over the
weapons Range at Setermoen in Norway

This is different to other twin-seat aircraft presence of US airmen here at RAF Fairford, The real deal
where the Aircraft Commander will only sit and the previous deployment of B-1s from Like every B-1 WSO, Capt Carlie ‘Gimbal’
in the left seat. the 345th BS in 2018 afforded some of our Gantar has mastered hundreds of hours of
Capt ‘Fast’ Lane explained what the B-1 is current 9th BS crews the opportunity to training to become an expert across the
like to fly: “The Bone is a bad mama jama! gain experience flying in the local airspace. spectrum of the jet’s mission. She gave
She’s fast when she wants, agile when
needed and lethal always. The B-1 is really
three jets in one. With the wings forward
in the take-off and landing configuration,
it’s heavy – after all, we are landing at large
gross weights. It’s kind of sluggish in turns
and you have to really watch the G loading.
In cruise, it’s like an airliner, we just hook
up the autopilot and monitor the systems.
“We are a Mach-capable heavy bomber…
what this means is that we can keep up
with the fighter push and egress fast. When
the jet is in its fighting stance, it flies much
like a fighter. We can roll the jet and use G
to get where we need to be. Overall, the
Bone is awesome to fly – the best part of
my job is strapping the jet on and lighting
four burners!”
Capt Malcom ‘SMACK’ Skinner is a B-1B
WSO and the 9th BS’s Assistant Chief
of Scheduling: “My flying history is fairly
consistent with most WSO in the B-1
community. From my personal perspective,
this deployment was not as challenging A crew chief assigned to the 9th Expeditionary Bomb Squadron watches over B-1B 86-0110
from an administrative and infrastructure while it ‘hot-pits’ at Fairford on October 11, 2021, prior to a local BTF mission using the callsign
standpoint. That is due to an established ‘DARK 11’ USAF-Airman 1st Class Josiah Brown

36 AVIATION NEWS FEBRUARY 2022


Above: B-1B 86-0136, callsign ‘DARK 02’,
takes on fuel from a 351st Air Refueling
Squadron Boeing KC-135R (63-8887, callsign
‘LAGER 632’) out of RAF Mildenhall, while
transiting over the North Sea through Air To
Air Refuelling Area 7, on October 19. Several
hours after this, the aircraft was intercepted
by a pair of Russian Air Force Sukhoi Su-30
Flankers over the Baltic Sea
some details on what sort of missions
the 9th EBS were flying during this BTF
Europe mission series: “We flew up to the
Setermoen Range in Norway and released
inert GBU-31s and GBU-54 [JDAMs].
Releasing actual weapons on a range is
always fun for aircrew, and gives us great
training when we see the weapons shack
the target [a direct hit]. We go through the
mechanics on every flight and in every sim,
but feeling the weapons leave the jet and
the drag from the open doors is something
you just can’t simulate.”
‘DARK 02’ – B-1B 86-0136 – drops away from the tanker on October 19, having taken on
96,000Ibs of fuel. The jet continued toward the Baltic to work with Romanian, Polish and
Canadian fighters in support of the ongoing NATO Air Policing mission in the region
WWW.AVIATION-NEWS.CO.UK
As well as dropping munitions, the
9th EBS undertook extensive work with
NATO partner Joint Terminal Attack
Controllers (JTACs).
‘Gimbal’ explained how these BTFs offer
invaluable training for a WSO: “You can
train all you want, but there’s nothing like
doing the job for real. The experience you
gain from talking to controllers who speak
with different accents makes you a better
WSO – and allows for ease of execution
when working with foreign JTACs and our
other NATO partners.
“Sorties working with JTACs usually
involve us delivering target co-ordinates on
our own or being passed targets from the
JTAC. The Sniper pod is useful when we
need to derive our own co-ordinates and
can also be used for battle hit assessment,
to confirm that the weapons hit the
intended target. It becomes our view to the
outside world that allows us to document
all of our strikes.”
Being able to hit ranges in Norway, the
squadron dropped inert weapons with
Norwegian JTACs. ‘Fast’ added: “This is a
huge benefit to us as airmen. By working
and dropping in real time, it lets us practise
as we would fight. Real drops are fun and
challenging. There is no way to simulate an
actual shape coming off the jet.”
STORKS and VIPERS
On Monday October 11, a pair of B-1s
conducted the first BTF missions from
Fairford. Departing just before sunrise,
86-0110 and 86-0140 – callsigns
‘STORK 01/02’ – carried out a mission,
integrating with coalition JTACs from
Lithuania and the USAF Special Operation
Command’s 352nd Special Operations
Wing out of Suffolk’s RAF Mildenhall, that
marked simulated ground targets. The
mission focused on enhancing readiness
and interoperability for the controllers
“The Bone is a bad
mama jama!
She’s fast when
she wants, agile
when needed
and lethal always”
responsible for co-ordinating airstrikes in
support of ground forces.
After operating in the Baltic region, the
jets headed to Spangdahlem Air Base in
Germany – home of the 52nd Fighter
Wing (FW) – where the Lancers landed
for the very first time. During their short
stop, Spangdahlem’s personnel executed a
‘hot-pit refuelling’. ‘Hot-pits’ are routinely
conducted, as they enable aircraft to
rapidly refuel without shutting down the
engines, which increases operational
readiness and reduces the amount of time
needed to get the jet back into the air. In
37
Bomber Task Force Europe

this case, the 52nd FW airmen employed

the new Versatile Integrating Partner
Equipment Refuelling (VIPER) kit.
The VIPER system is an agile combat
employment (ACE) capability, which
functions as a fuel adaptor. This gives the
bombers the ability to land and operate
from austere airfields at any forward
deployed location. Along with the B-1’s
first landing at Spangdahlem, the use
of the VIPER kit marked the initial use
of the refuelling system outside USAFE
Lockheed Martin F-16 Fighting Falcon
operations. MSgt Jason Yunker, 52nd
Logistic Readiness Squadron operations
superintendent and co-creator of the
VIPER, observed that this undertaking was
“monumental in showcasing the VIPER kit’s
‘STORK 02’ (B-1B 86-0140) ‘hot-pits’ using the innovative Versatile Integrated Partner
ability to put the ‘agile’ in agile combat”.
Equipment Refuelling (VIPER) kit at Spangdahlem Air Base, Germany on October 11, 2021,
as part of an agile combat eployment operation USAF-Staff Sgt Chance Nardone After ‘hot-pitting’, the two jets departed
Spangdahlem and headed back to RAF
Fairford, where, upon landing, 86-0110
conducted another ‘hot-pit’ before
departing just after sunset, as ‘DARK 11’, on
a local BTF sortie.

Grizzlies in Africa
Another significant mission – the final one
of the 9th EBS’s BTF deployment – was
flown from RAF Fairford when 86-0140
(‘GRIZZLY 01’) and 86-0136 (‘GRIZZLY
02’) departed during the late evening of
November 10.
Working alongside a pair of French
Dassault Mirage 2000s, as well as two
RAF and two United States Marine Corps
Lockheed Martin F-35B Lightning IIs
operating from the UK Carrier Strike
Group’s HMS Queen Elizabeth, the jets
flew over Camp Lemonnier, which is
located in Djibouti, East Africa.
The mission served as a visual
Reborn: Rockwell B-1B Lancer 86-0136 rolls out at RAF Fairford, Gloucestershire, on November representation of the international
1, 2021. This particular jet spent several months in the ‘Boneyard’ at Davis-Monthan in Arizona participants collective commitment to
before being reactivated by the resident Aircraft Maintenance And Regeneration Center and stability and security in the Horn of Africa.
delivered to the 7th Bomb Wing at Dyess in April 2008 It further demonstrated Djibouti as a

38 AVIATION NEWS FEBRUARY 2022

 B-1B 86-0140 – the 100th
production example of the type –
returns from Germany on October
11, 2021. Seen here on final to RAF
Fairford’s Runway 27, the jet carries
the markings of the 7th Bomb
Wing’s 345th Bomb Squadron,
nicknamed the ‘Desperados’.

leading security partner in the United

States Africa Command (AFRICOM)
area of responsibility, which covers all
of Africa except Eritrea and Egypt – the
latter falls under the United States Central
Command’s area of concern.
The mission provided an opportunity for
the aircrews to work with international
forces assigned to the carrier strike group
and those at Camp Lemonnier – the US’s
only base in Africa. It also exercised the US
aircrew’s ability to operate in and through a
variety of airspaces across AFRICOM.
After flying more than 7,000nm to reach
Djibouti, the 9th EBS crews worked with
US and French JTACs to provide simulated
CAS over Djibouti’s Grand Bara range,
before flying over Lemonnier. The ability
to operate seamlessly with allies shows the
A B-1B Lancer assigned to the 9th Expeditionary Bomb Squadron shares the flightline at RAF
strength together and underpins stability
Fairford with inert GBU 54 (foreground) and GBU 38 Joint Direct Attack Munitions on October 20,
and security in the region. 2021. The aircraft is fitted with a Sniper Advanced Targeting Pod USAF-Senior Airman Eugene Oliver
The BTF mission coincided with
Combined Joint Task Force-Horn of
Africa’s Allied Appreciation Day event,
where approximately 200 guests and
senior leaders representing Djibouti,
France, the United Kingdom, Spain, Japan,
Italy, and the US came together to witness
the flypast and to participate in a variety of
interactive and static demonstrations. The
event showcased the combined military
strength present in Djibouti and served to
honour the shared partnerships.
With both 86-0140 and 86-0136
returning to Fairford the following day,
after being airborne for just over 18 hours,
it marked the 9th EBS’s longest BTF
mission of the deployment.
Maj Kyra Trask, the 9th EBS director of
operations noted: “The BTF is dynamic
force employment – we are trying to make
sure that we are able to operate in a way
that is unpredictable to our adversary. That
is something we are never going to do
alone – we are always going to work hard Lethal curves: The distinctive lines of the B-1B are evident in this view of B-1B 86-0136 – callsign
with our partners.” ‘RAGNAR 01’ – vacating the active runway at RAF Fairford on November 1, 2021

WWW.AVIATION-NEWS.CO.UK 39
Bomber Task Force Europe
With the mission series complete, the
first pair of jets – 86-0136 and 86-0110,
callsigns ‘ARTY11/12’ – departed for home
on November 14, followed by 86-0140 and
86-0103 (‘ARTY 13/14’) the following day.
By conducting short-term deployments
across the Atlantic, the Dyess B-1s were
able to project rapid agile response in
support of our allies in Europe and Africa.

Bomber Task Force Europe missions

During the six-week Bomber Task Force Europe deployment, the B-1Bs of the 9th
Expeditionary Bomber Squadron flew a total of 28 sorties:
B-1B 86-0140 – 12 missions
October 11 Dep 0717hrs, Arr 1645hrs, callsign ‘STORK 02’
October 13 Dep 0857hrs, Arr 1210hrs, callsign ‘DARK 32’
October 14 Dep 0802hrs, Arr 1100hrs, callsign ‘DARK 41’
Dep 1242hrs, Arr 1531hrs, callsign ‘DARK 42’
October 23 Dep 0725hrs, Arr 1611hrs, callsign ‘SKYPE 02’
Dep 1830hrs, Arr 2120hrs, callsign ‘DARK 61’
October 27 Dep 0755hrs, Arr 1633hrs, callsign ‘JAVELIN 02’ Above: Job done! B-1Bs 86-0140 and 86-
Dep 1744hrs, Arr 2058hrs, callsign ‘DARK 31’ 0103 – callsign ‘ARTY 13/14’ – departing RAF
November 1 Dep 0530hrs, Arr 1643hrs, callsign ‘RAGNAR 02’ Fairford bound for Dyess AFB, Texas, following
November 6 Dep 0501hrs, Arr 1700hrs, callsign ‘RENAU 01’ the conclusion of BTF Europe mission series
November 10 Dep 1000hrs, Arr 1441hrs, callsign ‘ASTON 02’ Below: The crew chief assigned to B-1B 86-
Dep 2246hrs, Arr (11/11) 1640hrs, callsign ‘GRIZZLY 01’ 0136 marshals in the jet at Fairford, following
B-1B 86-0136 – 9 missions a near 12-hour mission over the Black Sea on
October 19, 2021, using the callsign ‘Dark 02’
October 13 Dep 0857hrs, Arr 1210hrs, callsign ‘DARK 31’
USAF Senior Airman Colin Hollowell
Dep 1336hrs, Arr 1645hrs, callsign ‘DARK 33’
October 19 Dep 0726hrs, Arr 1900hrs, callsign ‘DARK 02’
October 21 Dep 1250hrs, Arr 1740hrs. callsign ‘DARK 41’ On welcoming the jets and crews back to
October 23 Dep 0725hrs, Arr 1611hrs, callsign ‘SKYPE 01’ Dyess, 7th Bomb Wing commander Col
Dep 1830hrs, Arr 2120hrs, callsign ‘DARK 61’ Joseph Kramer said: “We are proud of the
November 1 Dep 0530hrs, Arr 1640hrs, callsign ‘RAGNAR 01’ work that the total force has accomplished
Dep 1750hrs, Arr 2055hrs, callsign ‘DARK 11’ during their time in support of USAFE
November 10 Dep 2246hrs, Arr (11/11) 1640hrs, callsign ‘GRIZZLY 02’ and STRATCOM. Team Dyess is ready to
provide decisive and credible combat
B-1B 86-0110 – 5 missions
power anytime, anywhere.”
October 11 Dep 0717hrs, Arr 1645hrs, callsign ‘STORK 01’
Despite having been in service for
Dep 1833hrs, Arr 2047hrs, callsign ‘DARK 11’
more than 30 years, to this day, the
October 19 Dep 0726hrs, Arr 1900hrs, callsign ‘DARK 01’
October 27 Dep 0755hrs, Arr 0917hrs, callsign ‘JAVELIN01’
B-1B continues to be one of the most
November 11 Dep 1000hrs, Arr 1440hrs, callsign ‘ASTON 01’ capable and lethal bombers in the world
– delivering rapid, decisive airpower on a
B-1B 86-0103 – 2 missions
large scale across the globe.
November 3 Dep 0759hrs, Arr 1440hrs, callsign ‘RAGNANR 01’
November 6 Dep 0501hrs, Arr 1615hrs, callsign ‘RENAU 02’

40 AVIATION NEWS FEBRUARY 2022

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506/21
42 AVIATION NEWS FEBRUARY 2022
 With vapour spewing off its wings, USAF
Rockwell B-1B Lancer 86-0103/DY departs
from RAF Fairford on November 15, 2021
using the callsign ‘Arty 14’ Ashley Wallace

WWW.AVIATION-NEWS.CO.UK 43
Combat Air Patrol – Bosnia
Part 2
T
hirty seconds ahead of me,
embedded in cloud, is my leader,
so it’s essential we fly at our pre-
briefed speeds. If he flies slower
than me or I fly faster than him there is
a very real danger we’ll collide in mid-
air. Punching through the cloud tops at
a gentlemanly 4,000ft, I quickly spot my
leader ahead of me by about five miles.
As soon as I break cloud, the seeker
heads of the infrared air-to-air missile
under my wings search for the warmest
44
In the second of a two-part feature, noted
Cold War fast jet pilot Ian Black takes us
back into the war-torn skies of Bosnia as he
battles the darkness, deteriorating weather,
St Elmo’s Fire and flooded runways
heat source. Despite being ‘safe’ – that is, if
I pull the trigger then nothing will happen
– they lock onto my leader’s jet pipe and a
low growl rumbles through my earphones
assuring me it's acquired its target. In
my head-up display, a small green circle
appears around his aircraft to show me
where to look. With visual contact, I’m
happy. To close the gap, I nudge the
throttle and the Mirage pulses forward
towards my leader. My job as his wingman
is to stay in position and watch his tail.
Feet wet
We’re climbing quickly. Despite the
Mirage’s heavy war load – two 500lb
Mk.82 Iron bombs, two Magic 2s and five
tons of fuel – the aeroplane could still
carry lots more stores or extra fuel tanks.
Below us lies the warm inviting Adriatic
Sea at its peak summer temperature, and
considerably warmer than the murky grey
cold North Sea I’ve spent years flying over.
As we approach the Croatian coast, we
contact ‘Magic’, an E-3D Sentry Airborne
AVIATION NEWS FEBRUARY 2022

Warning and Control
System (AWACS). I
presume the AWACS
is universally known as
‘Magic’ as that’s basically
what it is. Orbiting high
in the sky safely behind
enemy lines, this floating radar station
is the all-seeing eye – like a flying giant
watching over the world: the ultimate
camera obscura. On board the AWACS
people from around the world each play
WWW.AVIATION-NEWS.CO.UK
Above: The author in the cockpit of an Escadron de Chasse 2/5 Mirage 2000C at Orange-Caritat
Air Base while on exchange with the French Air Force. Joining the unit in 1993, he went on to fly
some 800 hours in Dassault’s dynamic delta – 300 of which were in combat
Left: Silhouetted against the skies of Bosnia, a French Air Force Dassault Mirage 2000C takes on
fuel from a KC-135 during an Operation Deny Flight mission All images Ian Black unless stated
their part in this complex aerial jigsaw as if to say: “We’ve done our job, now get
puzzle. We establish contact using a coded your backsides over there. We’re off.”
system to ensure we’re talking to the Our first landmark slides past my left
right people and not some enemy ground wing: the airfield at Udbina. On the ground
station ready to give us spoof information. I can clearly make out a line of Serbian
Our mission details are confirmed as we Soko J-22 Oraos, a fighter-bomber that
head east across the Croatian coastline. is positively prehistoric compared with
Below us, expensive yachts stuffed full the Mirage 2000. Their attack on the
of tourists soak up the last of the day’s Bosnian Army’s 5th Corps HQ near Bihać
sun – you can almost see the beach in 1994, plus a subsequent attack on an
towels going down to ammunition factory in Cazin three days
reserve tomorrow’s later, illustrates how the dormant situation
place – while less can change overnight.
than 100 miles The United Nations (UN) response
away a civil war of to these raids was both swift and
barbaric proportions overwhelming: 30 allied fighter-bombers
is underway. As we struck Udbina, now in the newly declared
cross the innumerable Serbian state of Krajina, in a single attack
tiny islands that make that lasted two hours. This served as a
up this exquisite timely reminder to the world, particularly
coastline, we call the Bosnian Serbs, just how serious NATO
“Feet dry”, signalling takes its role in Operation Deny Flight.
AWACS that we’re
back over land. Into the box
High above us, two As we reach ‘the box’ – or the Bosnian
long white pencil airspace designated as a no-fly zone
lines tear through – AWACS calls us to report a low-slow
the azure sky. It’s moving target heading west. Coupled to
our predecessors, this is its position relative to a ‘bullseye
homeward bound after five hours in their point’ – this is a common geographical
combat air patrol (CAP) box. We cross beak or fictitious point common to all friendly
to beak as each pilot in turn rolls his aircraft aircraft. AWACS can give positions of
upside down, safely several thousand feet hostile targets relative to this point,
above us – it’s their two-fingered salute allowing us to have a picture of the
45
Combat Air Patrol – Bosnia
location and height of the threat. In the
old days, targets were merely given as a
range and bearing from the fighter’s nose.
This is fine for one aircraft, but useless for
mass formations taking up huge volumes
of sky – it’s all about building an air picture
or SA (situational awareness in pilot speak).
Our target is about 100 miles east of us
and a quick fuel check confirms that we’ve
enough to complete the intercept.
Checking the weapon switches are in the
correct place, I start to separate from my
leader. This allows me to look at my radar
picture without fear of collision. One of the
cardinal rules of flying is never to stick your
head in the cockpit for more than a couple
of seconds. It’s the same as driving a car on
a motorway while trying to read a map and
Groundcrew tow Mirage 2000C 5-OM/45 back to the flight line at Cervia following a sortie to
eat a sandwich at the same time – all of a enforce the UN-sanctioned no-fly zone over Bosnia and Herzegovina. This jet remains in service
sudden it hits you that you’ve been looking as 45/2-EF with Escadron de Chasse 1/2 ‘Cigognes’ at Luxeuil USAF-Senior Airman Janel Schroeder
inside for too long and you look up to be
confronted by a faceful of truck!
Listening to the controller in the AWACS, “What hope?” eyes of the UN in Sarajevo. We photograph
I can hear his voice start to change – he’s We set up a complex figure-eight pattern the helicopter violating the UN Resolutions
as concerned as I am that we don’t screw in order to remain over the exact spot and make our report to the AWACs.
up. In front of us could be a helicopter or a and search the sky from all angles. We’re Whether anything will come of our report
group of slow speed bombers. At present directly above a small hamlet – even at is anyone’s guess. This is the frustration
all we’ve been given clearance to do is 10,000ft I can see burnt and damaged and helplessness of the job. All this effort
‘Identify’, no one has yet said to ‘Engage’. buildings. A river cuts the town in two for what result? Have we reduced the
Rushing towards a target with a closing and close to its banks is a football pitch. escalation of war? One thing is for sure:
speed of 700mph, things tend happen very Suddenly the penny drops: the reason we we certainly haven’t prevented the mass
quickly – the elasticity of time and time can’t see anything on radar is because the graves and numerous atrocities so openly
compression become all too real. publicised in the newspapers. My mind
We’re approaching the contact area and
neither of us can see anything on radar.
“I watch like a hawk, momentarily wanders to people leading
wretched lives, children with no fathers, no
It’s probably a helicopter, low down and scanning inside and futures… What hope for them?
slow. Our radar, which is optimised for the With our fuel reserves rapidly dwindling,
high-speed threats, is not suited to this out, my hand on a we need to head for the tanker. To make
type of attack. We’re now over the exact matters worse, the weather’s clamping in,
position AWACS has pinpointed the target. hair trigger” with huge cumulus clouds forming above
Searching feverishly, the sky remains clear. us. We climb higher to avoid the violent
I’m actually aware of how dangerous the target is on the ground. The unmistakable turbulence associated with these giant
situation has become – it could be a trap. shape of a Russian-built Hip helicopter floating cotton wool balls.
Down below, Serbs could be running squats on the turf, disgorging its cargo. The setting sun bathes the clouds in an
through a checklist to launch a surface- This is what we’re looking for. eerie orange and yellow glow. The sky is
to-air missile at us. I watch like a hawk, The transporter is not camouflaged, but divided between dark blue/black bands
scanning inside and out, my hand on a hair painted a dirty white and blue marked with on top, a yellow orange band across the
trigger. I may go to idle, break, drop chaff, two faint red crosses. I doubt very much horizon and dark red brown below. As the
punch out flares and go low. The situation that it’s carrying medical supplies or aid sun drops, thin remnants of red light dart
is fluid and I prepare for the worst. workers – more probably a Serb general across the ground – tracer fire indicating a
and his henchmen, away from the prying ground battle waging below us. Suddenly

Armed with Magic 2 heat-seeking air-to-air missiles and RPL-541/542 2,000lit drop tanks,
5-OK/63 of Escadron de Chasse 2/5 taxies at Cervia NATO-Armée de l’Air et de l’Espace

46 AVIATION NEWS FEBRUARY 2022

A lone Mirage 2000C heads for home following a CAP through the skies over Bosnia in 1994. As part of the huge multinational effort that made up
Operation Deny Flight, the author deployed to Cervia three times during his exchange with the French NATO-Armée de l’Air et de l’Espace

life at 30,000ft in a warm cockpit seems
like the place to be.
Low on gas
With less than 60 miles to our tanker, we
make our weapons safe. Ahead lies a wall
of solid cloud rising into the stratosphere.
We jink to the right in an effort to find
clearer weather, but it’s useless.
Normally we don’t need to talk to the
tankers, but the situation is becoming
desperate. We ask them what the weather
is like at their level. The reply is not the one
we’re wanting. First, the tanker is late –
trying to avoid bad weather has put them
miles of course. Second, they’re in the
middle of a cumulonimbus cloud.
My radar shows up a contact well to the
left of my nose at a range of 50 miles. A
quick call to my leader and AWACS confirm
it is our tanker. I turn off my radar and
close up on my leader’s jet. The energy
from my radar while powered up could fry
a beefburger at 10 yards, which is roughly
the distance I am from my leader’s nether
regions! Best I leave it off.
In the twilight, all I can see of his jet are
his formation lights and the hypnotic glow
from his cockpit. As I tuck close onto his
wing, I know he’s trying his damnedest
to be as smooth as possible. Flying close
formation by day is tricky enough, flying it
at night and in cloud focuses the mind.
I’m concentrating too hard to look for the
tanker, but my leader does an impressive
job and rolls us out neatly behind the flying
gas station. I ease away from him slightly,
dividing my attention between the leader
and the tanker. He asks me my fuel level
and determines I’ve about five minutes less
than him, so I get to tank first – this will be
the hospital pass to end all hospital passes!
I slide gingerly under his jet and take
the lead, positioning myself for the refuel.
We’re just in between cloud layers and the
turbulence is horrendous. Dangling in the
air, the refuelling boom is bouncing up
and down like a yo-yo, only much faster.
At the same time, I’m being tossed about
like a small doll. Somehow I’ve got to make
this mutual bouncing up and down meet
at the same time and get my refuelling
probe in the metal basket attached to the
boom. In different circumstances and after
a candlelit dinner, this might be a lot of fun.
Right now, I’m positively and genuinely
concerned for my wellbeing.
I become aware of an eerie glow dancing
around the edge of my canopy. A mauve
bead of light flickers across the arch: St
Elmo’s fire. As if I hadn’t enough to worry
about, the added distraction of stray
electricity as you take on fuel at high

Mirage 2000C 5-OA/56 on an Operation Deny Flight mission armed with two 500lb Mk.82 Iron bombs and Magic 2 heat-seeking air-to-air missiles

WWW.AVIATION-NEWS.CO.UK 47
Combat Air Patrol – Bosnia
altitude and at high speed is not what you
need. Talk about pressure!
We sit under the tanker’s wing as he
flashes through the night sky. Once cleared
behind, I cautiously slide my aircraft under
the leader and take up a position behind
the boom. Attached to the end of this
long metal joust is a steel basket about 4ft
across. This is my aiming point. Right now
it’s a blur as it bounces up and down.

Catch-22
In situations like this, I’m aware of the fact
that 12 months ago a Mirage 2000 from
our sister unit ended up “somewhere in
the Adriatic”. The pilot was flying his first
Deny Flight mission – in fact, the very first
French participation in such a mission.
The author taxies for a sortie at Orange in an Escadron de Chasse 1/5 ‘Vendée’ marked machine
In conditions similar to what I was now – 113/5-NC. When the unit disbanded in June 2007, this jet was transferred to Escadron de
experiencing, he arrived behind a tanker Chasse 2/5, with which it still flies Via Ian Black
to take on fuel. Once behind the basket,
he moved forward in an effort to make the Mirage immediately drop back and By sheer chance he landed in the Adriatic
contact. The basket oscillated violently, a huge sheet of flame leap from its jet close to a passing French destroyer.
crashing down the side of his fuselage, pipe as the pilot vainly tried to rescue his Despite his traumatic ordeal, he still
resulting in his engine ingesting metal doomed fighter. With a total loss of power, managed a joke with his wingman. As he
particles with catastrophic results. ejection was his only option. Pulling the sat in his one-man lifeboat, his wingman
The boomer (the person in the back of black and yellow handle between his legs, called over the radio to see how he was
the tanker controlling the operation) saw he was catapulted into the night. doing. “Just swimmingly,” he replied drolly.

Operation Deny Flight was a huge multinational effort. Here, the pilot of an Escadron de Chasse 2/5 Mirage 2000C
(67/5-OQ) watches on as a US Marine Corps Northrop Grumman EA-6B Prowler armed with AGM-88 HARM tactical,
air-to-surface anti-radiation missiles tanks from a Spanish Air Force Lockheed KC-130H Hercules as his wingman
waits his turn.

48 AVIATION NEWS FEBRUARY 2022

 With these events uppermost in my mind,
I position my jet as close to the tanker as
I dare. I can see the metal basket just a
few feet from my face, illuminated in an
invitingly warm red glow. Without warning,
the metal basket slams down onto my
radome, causing the aircraft to shudder.
I ease back, fortunately undamaged. I
check round the cockpit, my eyes glued
to the jet pipe temperature gauge and
engine RPM – these will give me my first
clue of engine failure. All is well, but it’s
obvious we’re not going to make contact
in these conditions. Running out of fuel
and ideas, we have no option but to
‘RTB’ or return to base. Having thanked
the tanker crew for their efforts, we part
company and head for home.
A pilot from Escadron de Chasse 2/5 adjusts his oxygen mask while preparing for an Operation
We’re now in a Catch-22 situation – with Deny Flight at Cervia. The author notes that the Gueneau-manufactured helmet and Ulmer oxygen
barely enough fuel to get back, let alone mask were definitely not up to modern standards! NATO-Armée de l’Air et de l’Espace
divert, we have to get home pronto. Flying
fast will use up even more fuel than if we of the Italian coast appear, it’s citizens Just before I close up on my leader, I
flew at an economic speed, but we have oblivious to our predicament. recheck my weapons are safe prior to
to beat the approaching thunderstorm. Life is surreal in the cockpit of a military landing. We contact the tower and are told
Fortuitously, Cervia is only about 15 jet, cocooned from the real world. It often that we’re clear to join, but to be aware
minutes’ flying time away, so as long as takes a positive effort not to become that the runway is flooded with standing
we keep our speed at around 500mph we detached as you sit on an aluminium water. This pretty much renders our brakes
should beat the advancing storm. We turn rocket cutting the sky at just under the useless. We’ll have to rely on our brake
north and below us the twinkling lights speed of sound. ’chutes. Should these fail... well.

With Mirage 2000C 96/12-KK tucked in tight to the author’s jet, the pilot of Mirage
2000B 527/5-NO breaks for home following a training mission out of Cervia

WWW.AVIATION-NEWS.CO.UK 49
Combat Air Patrol – Bosnia

Above: Decked in Escadron de Chasse 2/5 markings, 67/5-OQ shows off the lines of the Mirage As soon as we cross the threshold, my
2000C as it crosses the Corsican coast during a navigation sortie out of Orange in late 1994
leader breaks hard away from me. One
Below: As well their swing-role mission, Escadron de Chasse 2/5’s Mirage 2000Cs were regularly second I’m in close formation, struggling
tasked with escorting ground attack Mirage 2000D/Ns over Bosnia. Here, a pair of Ds tank from to stay tight, the next I have a faceful of
a USAF McDonnell Douglas KC-10A Extender over the Adriatic Sea as a C (bottom) waits its turn Delta wing ripping away from me. Mildly
perplexed as to why he should attempt
such a punchy break at night, I look ahead
to see that the far end of the airfield is
being bombarded with rain from the
biggest thundercloud I’ve ever seen – it
was a good decision to break early.
I count three potatoes and throw my
aircraft into a cruelly tight turn. I figure it’s
the only way to kill my speed and have
a chance of landing before the runway
disappears in rain. I pull 6g and then
squeeze it to 8 – I can feel my lower body
being compressed as my G-suit begins to
inflate. I set idle on the throttle and throw
the airbrakes out.
I’m bleeding speed faster than ever
before. Undercarriage limiting speed
arrives and I select the airbrakes and chuck
the gear down. No time for finesse. Ahead,
I can just make out my leader as he turns
final, making a beeline for the runway.
It seems like an age but is probably only
a few seconds before my own turning
point arrives. As I look towards the field,
I’m blinded by a flash of light so intense

50 AVIATION NEWS FEBRUARY 2022

 that it destroys my night vision. From an
inky black night, the sky is transformed into
day as if a giant switch has suddenly been
flicked on. A massive fork of lightning stabs
the ground and turns the surrounding
area a bizarre purple colour; it must be
illuminating an area of about 30 square
miles. I’m transfixed by this
wonder of nature.
My leader calls that he’s
down, which triggers my
brain back to reality.
I’ve been watching this
strange phenomenon
for too long, transfixed
by its awesome power.
I bank my aircraft
harder, aware that I’ve
gone too far from the
airfield. Night landings are
a real hit and miss affair –
some are smooth and others
are more of a controlled crash.
Passing over the runway’s end, I close
the throttle and await the inevitable.
Surprisingly, it’s quite smooth. Instinctively,
my left hand reaches forward to pull the
’chute and a reassuring tugs lets my senses
know it’s been deployed. My landing light
shines through the torrent of water being
sprayed up towards me with a tremendous
force as it lashes against my canopy.
My speed is still in excess of 140mph,
so I dab my brakes to arrest my
forward motion. My feet press down
Below: While participating in Operation Deny Flight, the Mirage 2000Cs of Escadron de Chasse
2/5 refuelled from a variety of tankers. Here, a USAF KC-135 does the honours
WWW.AVIATION-NEWS.CO.UK
with seemingly little effect. The jet is
aquaplaning and, to make matters worse,
my forward view is totally obscured as I hit
the edge of the rain. All I can do is maintain
the runway heading or I’ll end up off the
concrete sideways at an unholy speed.
The wind is buffeting my aircraft, the
’chute exacerbating its effect.
The end of the runway is
approaching fast and I try
my brakes once more.
Tantalisingly, they bite
– just a bit, but it’s
enough to slow down
the Mirage. As I glance
ahead, the runway
turn-off point looms
ahead. I calculate that,
at my present speed, I
can just turn off without
careering sideways into
the mud. With a deft dab of
rudder, the Mirage arcs round the
narrow taxiway as its Dunlops bite into the
rain-sodden tarmac.
To one side is a small parking area where
the ground technicians disarm my aircraft.
Their task complete, I taxi back to the flight
line that I’d left four hours before. Shutting
down the engine, it suddenly hits home
what I’ve been through. Thank goodness
not every day is like that. Or perhaps I’m
just a man who likes his job.
I know I’ve just experienced one of those
defining moments in a jet pilot’s life.
51
Pakistani F-104 Starfighters

The
‘Wicked O Despite numbering just 12, Pakistan’s fleet of needle-like
F-104 Starfighters was feared by India, especially during the
Indo-Pakistani War of 1965, as Tom Spencer reveals

A pair of 9 Squadron F-104A Starfighters (56-

803 in the foreground and 56-805 behind)
climb to height during a training sortie from
Sargodha in 1964 All images Pakistan Air Force

52 AVIATION NEWS FEBRUARY 2022


One’
T
he partition of British India
in August 1947 created the
independent countries of India
and Pakistan, resulting in a
perpetual state of acrimony and mutual
distrust over the border region of Kashmir
that remained an open sore in relations
between the two nations.
‘Badmash’ beginnings
Assets of the air force were divided along
the lines of the geographical partition.
While India retained the name Royal Indian
Air Force, three of the ten operational
squadrons and facilities now located within
the borders of Pakistan were transferred
to the Pakistan Air Force (PAF), including
9 Squadron, nicknamed ‘The Griffins’. In
March 1961, the unit re-equipped with
Lockheed’s Mach 2-capable F-104A
Starfighter. Transferred from the US, the
former USAF Air Defence Command jets
were fitted with the C2 upward firing
ejection seat, AN/ASG-14T1 fire control
system, higher thrust General Electric
J-79-GE-11A engines, a six-barrel 20mm
M61 Vulcan Gatling gun and were capable
of using wing tip-mounted AIM-9B
Sidewinder air-to-air missiles.
The first of ten single-seat F-104As and
two dual-control F-104B trainers arrived
A rare colour photograph of a 9 Squadron F-104A Starfighter at Sargodha during the mid-1960s. The jet, 56-798,
was obtained by Pakistan from Taiwan as an attrition replacement, and survives today in the PAF Museum in Karachi
WWW.AVIATION-NEWS.CO.UK
at PAF Base Sargodha, situated in Punjab
some 120 miles northwest of Lahore,
flown by Sqn Ldr M Sadruddin and Flt Lt M
Middlecoat – two of the first PAF pilots to
undergo type conversion in the US.
By 1965, Sarghoda boasted newly
constructed blast pens and a cross
runway to enable the rapid launch and
recovery of fighters. It also housed the
command and air defence control centre
with communications to the radar sites
at Sakesar to the northwest and Rahwali
to the east. In addition to 9 Squadron’s
Starfighters, the base hosted the North
American F-86F Sabres of 5, 11 and 16
Squadrons. Later, elements of 17, 18, 19
Squadrons were also deployed there.
For the Starfighter, training included
ground controlled interception (GCI) at
high and low levels day and night, low-
level navigation and strikes, air combat
manoeuvring, zoom climbs for high-
level interceptions and dissimilar air
combat training missions against F-86
Sabres. Representing the cutting edge of
technology, 9 Squadron gained mastery of
the jet dubbed ‘Badmash’ (wicked one).
A prelude to war
There was continual tension along the
border between Pakistan and India, which
steadily increased through early 1965. On
April 17, during disputes over the Rann
of Kutch region, a pair of F-104s were
detached southwest to Mauripur. However,
in order to avoid escalation in the conflict,
the PAF only undertook combat air patrols
(CAP) well on its side of the border. Around
this time, an F-104 from Sargodha flown
by Fg Off Mushtaq shadowed an Indian Air
Force (IAF) recce Canberra PR.57, although
he was not given clearance to engage.
On June 24, the squadron’s first
operational success with the ‘Badmash’
occurred when one of them intercepted
and forced a IAF Dassault Ouragan, serial
IC-698, to land in Pakistani territory. Both
it and the pilot, Flt Lt Rana Lal Chand
Sikkawere, were captured.
During July, Sqn Ldr Middlecoat assumed
command of 9 Squadron from Sqn Ldr
53
Pakistani F-104 Starfighters
Jamal Ahmed Khan. With the situation with
India rapidly deteriorating, on August 18 the
unit’s war readiness plan was implemented.
This required all aircraft to be armed, with
a CAP of up to four Sabres and at least one
Starfighter over Sargodha at all times.
With two Sabres forming the inner
defence ring, they patrolled between 10-25
miles from the base, while another pair
orbited overhead at 10,000ft. The F-104(s)
– dubbed the outer defence ring – flew
between 15,000-20,000ft in excess of 25
miles from the airfield. With GCI provided
by Sakesar radar located on a 5,000ft
mountain peak, this provided an ‘early
warning’ window of between 2-5 minutes.
At the time, Sargodha was probably one of
the best defended targets in Asia.

Early engagements
The tensions in Kashmir during August flared
into full scale war on September 1 in what
was later dubbed the Indo-Pakistani War of
1965 or Second Kashmir War. At the time,
the PAF had only 150 aircraft on strength,
while the IAF outnumbered them almost 5:1,
with approximately 900. To win the battle
for air superiority against these odds was a
daunting task.
Almost immediately, 9 Squadron began
mounting single-aircraft CAPs between
Jhelun and Muzaffarabad, some 10
miles inside Pakistani territory. Eight days As a fighter, the PAF’s F-104s gained flown by Flt Lt Hakimullah Khan Durrani
later, with the PAF’s Lockheed RT-33As their first success during the early hours of was vectored towards the area. Sighting
rendered obsolete, one of the unit’s September 3. With Sakesar GCI picking up a Gnat, serial IE-1083, over the disused
F-104Bs was used to conduct a high- contacts in the Chhamb area, 9 Squadron’s airfield at Pasrur, south of Sialcot, he forced
speed low-level recce of the IAF base at Fg Off Abbas Mirza was scrambled in it to land and the pilot, Sqn Ldr Brijpal
Halwara. Flown by Flt Lt Aftab Alam Khan F-104A 56-877 at 0530hrs in support of a Singh Sikand, was captured. As a result of
and Sqn Ldr Middlecoat, the CO made pair of F-86s that had been ‘bounced’ by this engagement, CAPs were increased to
visual observations and took photographs six Folland Gnat F.1s. Abbas soon spotted two F-104s where possible.
from the back seat using a hand-operated the melee and dived towards it from With the following days occupied
camera while screaming across the airfield 36,000ft. On seeing the F-104 streaking by several uneventful defensive CAP
inverted at near tree-top level. Deemed a towards them, one of the Indian pilots is sorties, this changed shortly after dawn
success, several more recce missions were reported to have yelled: “Run… it’s a 104!” on September 6. At 0700hrs, a pair of
flown during the conflict. With a dogfight ensuing, a second F-104 F-104As flown by Flt Lts Aftab Alam Khan

54 AVIATION NEWS FEBRUARY 2022

Above: Fitted with long range tip tanks, F-104A
Starfighter 56-804 flies over the snow-capped
peaks of Kashmir during a combat air patrol.
Delivered to the PAF on June 19, 1961, this jet
was shot down in the 1971 Indo-Pakistani War

Right: Squadron Leader Mervyn Middlecoat (on

the right) speaks with Air Marshal Malik Nur
Khan, Commander-in-Chief of the Pakistan Air
Force, following a sortie from Sargodha prior to
the outbreak of war in 1965

Left: Ten of 9 Squadron’s 12 Starfighters can be

seen in this view of PAF Base Peshawar during
an air display on October 27, 1964. Less than a
year later, 56-868 (sixth from right) and 56-877
(third from right) had been lost in action

Below: The Starfighter’s instantly recognisable

lines are more than evident in this study of
F-014A 56-803 in flight circa 1963. This aircraft
was lost in a fatal crash the following year while
being piloted by Flt Lt Tariq Masood after failing
to pull up from a strafing run on September 3
the following year

WWW.AVIATION-NEWS.CO.UK 55
Pakistani F-104 Starfighters
and Amjad Hussain Khan from Sargodha
were on CAP at 30,000ft when Sakesar
GCI vectored them towards enemy
contacts near Wazirabad. Descending
in the gloom to 10,000ft, they spotted
four Indian Dassault Mystères attacking a
train. With Amjad Khan’s aircraft suffering
a radio failure at the pivotal moment and
turning for home, Aftab Khan selected
full afterburner and dropped in on the
intruders as they ran out at very low
level. Closing on one of the enemy jets at
600kts, he fired a Sidewinder, but lost sight
of the Mystère almost immediately. Based
on intercepted radio calls, he was credited
with its destruction on returning to base. In
fact, all the Mystères returned safely.
An hour-and-a-half later, another F-104
was scrambled to support a Sabre CAP
dealing with intruding Hawker Hunters
near Sialcot, but didn’t engage. By the end
of the day, 9 Squadron had flown 15 CAPs.
At 2345hrs that evening, IAF Canberra B(I)
58s conducted their first raid on Sargodha,
without causing significant damage. During
the attack, 9 Squadron’s F-104s made their
first attempts at intercepting the attacking
aircraft at night, without success. In part,
this was due to the bomber’s evasive
manoeuvring and stream tactics making
it difficult for the GCI controller to direct
the intercept. Also, because of the poor
56
Above: June 24, 1965: Indian Air Force Dassault Ouragan IC-698 lies in field close to Jangshahi
village near Badin shortly after being forced down by a 9 Squadron Starfighter during the Rann
of Kutch border skirmish. Although the jet was initially preserved as a war trophy by Pakistan, it
was later disposed of and scrapped
Left: Flt Lt Amjad Hussain Khan shot down a IAF Mystère on September 7, 1965
Below: Lockheed F-014A Starfighter 56-803 drags its brake chute as it rolls outs at Sargodha
following a dissimilar air combat training mission in early 1964
radar picture of aircraft below 10,000ft, Night fighting
the F-104’s Airborne Intercept (AI) radar aggravations
was optimised for high levels, so it suffered Due to the lack of success with nocturnal
from ground clutter at low altitudes. interceptions, the air defence commander
Shortly before 0600hrs on September 7, directed that, from the night of September
two separate strikes totalling 15 Mystères
targeted different parts the base at
Sargogha. Forming part of the defensive
CAP, Flt Lt Amjad Hussain Khan chased the
intruders in F-104 56-877 as they egressed
at low level. Twenty miles east of Sargodha,
he engaged a Mystère piloted by Sqn Ldr
Ajjamada B Devayya with a Sidewinder.
Evading the missile, Khan closed and hit
Devayya’s jet with a burst of cannon fire.
Showing great courage, Devayya turned
his stricken Mystère into the vastly superior
Starfighter and either hit it with gunfire
or collided with it, resulting in the F-104’s
controls freezing. With the unresponsive
jet speeding towards the ground, Khan
ejected at around 75-100ft. In 1988,
Devayya was posthumously awarded the
Maha Vir Chakra, India’s second-highest
military decoration.
Indian jets carried out another four
attacks on Sargodha throughout the day.
Despite significant damage, Pakistani F-86s
claimed several Hunters in the ensuing
chaos. Although 9 Squadron maintained its
CAP, it had no further engagements, much
to its pilots’ frustration.
AVIATION NEWS FEBRUARY 2022
9, F-104s would be scrambled to a
high-level CAP when IAF Canberras were
detected, to catch them as they climbed
for home following their attacks. Two
Starfighters were usually held on night alert
ready to scramble. However, no contact
was made on that occasion, despite
Indian bombers attacking several targets,
including Sargodha.
Two days later, Flt Lt Hakim was scrambled
to patrol Lahore at 15,000ft. Climbing
towards his CAP, he was warned by GCI
of aircraft diving on him. Turning, he was
confronted by a pair of the IAF’s new Mach
2-capable Mikoyan-Gurevich MiG-21F
Fishbeds. However, running short of fuel,
Hakim was forced to break off from what
might have been the first combat between
Mach 2 fighters.
Due to the small number in service at the
time and lack of pilot training, IAF MiG-21s
played a limited role during the conflict.

Above right: The President of Pakistan, Field

Marshal Ayub Khan (on the left), awards
Sqn Ldr Mervyn Middlecoat with the Sitara-
e-Juraat for his conduct during the Indo-
Pakistani War of 1965. It was noted that by
“leading from the front, he kept the spirits of
his boys high and guided his pilots in a highly
professional manner”

Right: Seen here posing with F-104A 56-

803, Sqn Ldr Jamal was the first Pakistani
Starfighter pilot to successfully use the type
in the role for which it had been originally
designed when he shot down an IAF Canberra
on the night of September 21, 1965

Below: Indian Air Force Gnat F.1 IE-1083 sits

on the disused airfield at Pasrur shortly after
being forced down by 9 Squadron’s Flt Lt
Hakimullah Khan Durrani on September 3,
1965. Today, the jet is displayed as part of the
Pakistan Air Force Museum’s collection

WWW.AVIATION-NEWS.CO.UK 57
Pakistani F-104 Starfighters
Ironically, India had actually attempted to
buy 36 F-104s from the US during 1961 in
response to Chinese border attacks, but
had been rebuffed.
That night, Sargodha was hit again, by
six Canberras that evaded the Pakistani
air defences. Two days later, Sargodha
and Lahore were in their sights once
more. With ten Canberras striking, GCI
successfully positioned an F-104 flown
by Flt Lt Amjad Hussain Khan behind one
of the bombers. However, to his intense
frustration, an electrical fault rendered his
weapons inoperable.
The first positive nocturnal encounter
by an F-104 came during the night of
September 13/14, when 15 Canberras
penetrated Pakistani airspace. Under
direction from Sakesar, Sqn Ldr Middlecoat
was positioned about a mile astern one
of the Canberras for a blind intercept as it
struck Sargodha.
Hearing a missile acquisition tone,
Middlecoat fired a Sidewinder. With an
explosion seen, the bomber was claimed
as destroyed. In reality, the Canberra, flown
by Sqn Ldr V C Goodwin, was unscathed.
Although Flt Lt Aftab Alam Khan successfully
intercepted two Canberras, both managed
to get away before he could open fire.
However, the conflict was not all one-
sided. The following night, a Canberra
opened fire on an intercepting F-104
using its belly-mounted cannon, with no
apparent success.
The Indian Canberras nocturnal attacks
were proving troublesome. To make
matters worse, another raid on Sargodha
on September 17 led to the loss of
F-104A 56-868. Following an abortive
night interception, Flt Lt Ghulam Abbasi
landed short of the runway at Peshawar
in a dust storm. Miraculously, Abbasi
survived without major injuries, despite
being thrown from the blazing wreck,
although he was later killed flying low-level
aerobatics in an F-104 at Mianwali in 1968.
Sidewinder success
With Sargodha coming under attack
again on September 21, Sqn Ldr Jamal
Ahmed Khan scrambled into the night sky
in F-104A 56-874 for what would later
58
Above: A four-ship of Pakistani F-104A Starfighters flying over the Karakoram mountain range
during a high-level formation exercise – circa mid-1960s
Below: Pilots from 9 Squadron pose for a group photograph at Peshawar prior to performing
a flypast on March 23, 1965. From left to right: AVM Abbas Mirza, Sqn Ldr M Ishaq, Wg Cdr Arif
Iqbal, Sqn Ldr Mervyn Middlecoat, AVM Farooq Umer, Commander-in-Chief PAF AM Asghar
Khan, Officer Commanding 9 Squadron ACM Jamal Khan, ACM Hakimullah, Flt Lts Arif Manzoor
and Ghulam Abbasi, Air Cdre Rashid Bhatti and Flt Lt Mushtaq Alam
be described as a textbook intercept. of the high altitude. But it started spiralling
Flown by Flt Lt Manmohan Lowe and his down, and then visible flames started
navigator, Fg Off K K Kapor, the Canberra coming out of it when it had got down to
was homeward bound when low fuel about 15,000ft. I circled and watched until
required an early climb to height. As it did, it hit the ground.”
it was detected by Pakistani radar. With This was 9 Squadron’s first and only
the Canberra’s Orange Putter tail warning Canberra ‘kill’ of this short war, with a
radar ineffective at low levels, the crew had ceasefire coming into effect the following
switched it off and, on resuming climbing, day after both sides recognised the pre-
hadn’t switched it back on again. Lowe and war Kashmir ‘line of control’ border.
Kapor were completely unaware that they During the course of the war, 9 Squadron
were being intercepted. flew a total of 246 sorties – 42 of which
On getting airborne, Khan levelled off at were at night – totalling 246hrs and
33,000ft and was positioned by GCI until 45mins. They encountered Indian aircraft
he picked up the Indian jet on his own AI on eight occasions and claimed four
radar. At a range of about one mile, with destroyed for the loss of just two aircraft.
nothing but the needed acquisition tone, With the PAF retaining air superiority both
Khan fired a Sidewinder into the dark sky. day and night, its ‘kills’ outnumbered the
Homing unerringly on the Canberra’s IAF’s by 6:1.
starboard engine, it exploded, causing Some PAF pilots claimed flying the F-104
the aircraft to crash near Fazilka. Although in combat was the ultimate experience
Lowe managed to eject, Kapor was and the ‘Wicked One’ gave a good
killed. Unlike other marks, the B(I) 58 was account of itself, despite criticism raised
not fitted with an ejection seat for the over its insufficient manoeuvrability,
navigator, meaning they had to manually lack of ground-attack capability and the
bale out. inefficiency of its radar at low altitudes.
Jamal Khan recalled: “It was pitch black The F-104 was flown by determined
and I had no visual contact with the pilots, maintained by efficient crew and
Canberra until the flash of the missile supported by dedicated radar controllers.
strike. The Canberra didn’t blow up, This made a tremendous team, helping win
neither did it catch fire – probably because the battle for air superiority for the PAF.
AVIATION NEWS FEBRUARY 2022
 US AIR FORCES IN EUROPE: THE 1980S

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AIR BASE MOVEMENTS FROM MAR WWW.MILITARYAVIATIONREVIEW.COM

Air Base Movements

A selection of the most interesting aircraft
to visit air bases in the UK recently

Above: Pictured on November 1, 2021, United States Air Force Boeing KC-135R Stratotanker
RAF BRIZE NORTON 58-0035 moments from touching down at Gloucestershire’s RAF Fairford for the start
1/11 CB-8007 C-17A 81 Sqn, Indian AF dep 3rd. of Exercise Castle Forge, a United States Air Forces in Europe-wide Agile Combat Employment –
2/11 61-0292/D & 63-7999/D KC-135Rs 100th or ACE – milestone mission series USAF-Senior Airman Eugene Oliver
ARW, USAF both n/s. 4/11 13-5778 MC-130J 67th
Below: Swiss Air Force Eurocopter AS532UL Cougar T-332 is shown shortly after arriving at
SOS, 352nd SOW, USAF. 9/11 E38/8-LH Alpha Jet
RAF Leeming in North Yorkshire on November 24, 2021, to participate in Exercise Yorknite.
E ET008, French AF o/s. 17/11 ZZ418 Shadow R1+
Initially expected to stay until December 10, the aircraft – along with T-340 and T-342 –
14 Sqn, RAF also 26th-29th; 08-6205 MC-130J departed back to Switzerland on the December 6 “due to the uncertain development of
67th SOS, 352nd SOW, USAF o/s. 21/11 ZM713 COVID and travel restrictions” RAF Leeming-Senior Aircraftman Gaz McGarvie
& ZM714 AH-64Es arrived as airfreight, dep by
road 24th; 03-3120 C-17A 62nd/446th AW, USAF.
23/11 15001 CC-150 437 Sqn, RCAF dep 26th.
28/11 KAF343 C-17A 41 Sqn, Kuwait AF n/s. 29/11
12-5759 MC-130J 67th SOS, 352nd SOW, USAF;
08-0050 CV-22B 7th SOS, 352nd SOW, USAF o/s.

RAF CRANWELL
5/11 Xingu 28F, French Navy; 083/ZE Xingu
EAT00.319, French AF. 30/11 ZZ501 Avenger T1
750 NAS, RN n/s.

RNAS CULDROSE
11/11 N-228 & N-326 NH90-NFHs Royal
Netherlands Navy.

RAF FAIRFORD
1/11 63-8008 KC-135R 100th ARW, USAF
dep 3rd; 60-0355 KC-135R 100th ARW, USAF

Swiss Air Force Pilatus PC-24 T-786 taxies for parking at Lossiemouth in Scotland on November 22 following a short flight from RAF Leeming
using the callsign ‘SUI 523’. The jet, the sole example in Swiss service, departed back to the North Yorkshire base later that day Niall Paterson

62 AVIATION NEWS FEBRUARY 2022

dep 4th; 63-7999 100th ARW, USAF n/s. 3/11
61-0292 KC-135R 100th ARW, USAF n/s. 11/11
68-10329 U-2S 99th ERS, USAF arrived on TDY.
14/11 86-0110 & 86-0136 B-1Bs 7 BW, USAF dep
at end of deployment. 15/11 86-0140 & 86-0103
B-1Bs 7 BW, USAF dep at end of deployment.
19/11 95-0102 C-17A 437th/315th AW, USAF;
99-0166 C-17A 62nd/446th AW, USAF. 22/11 80-
1085 U-2S 99th ERS, USAF dep at end of TDY.
Above: Carrying a live AIM-120 advanced medium-range air-to-air missile (AMRAAM) under the
starboard wing, Swiss Air Force McDonnell Douglas F/A-18C Hornet J-5001, callsign ‘Copper 01’,
taxies at RAF Lossiemouth in Scotland on November 24 Niall Paterson
Below: Royal Netherlands Navy NHIndustries NH90 NFH N-228 conducting confined landings
along the Cornwall coastline on November 10. The helicopter was one of a pair undertaking a
two-week deployment to Royal Naval Air Station Culdrose to hone their anti-submarine warfare
skill set using the deep waters around the Cornish coast Bob Sharples

RAF LAKENHEATH
1/11 10-0219 C-17A 62nd/446th AW, USAF. 2/11
08-8614/RS C-130J-30 37th AS, 86th AW, USAF.
4/11 E82/8-LW & E164/8-RV Alpha Jet Es ET08
both o/s. 5/11 01-0196 C-17A 167th AS, WV ANG.
9/11 16-5883/RS C-130J-30 37th AS, 86th AW,
USAF also 19th. 11/11 06-6164 C-17A 60th/349th
AMW, USAF dep 14th. 16/11 89-0483/SJ &
90-0230/SJ F-15Es 333rd FS, 4th FW, USAF;
88-1676/SJ & 89-0493/SJ F-15Es 335th FS, 4th
FW, USAF; 87-0176/SJ, 87-0187/SJ, 88-1671/
SJ, 88-1673/SJ, 89-0490/SJ, 89-0493/SJ & 89-
0501/SJ F-15Es 336th FS, 4th FW, USAF arrived
on deployment; 08-8203 C-17A 62nd/446th
AW, USAF. 17/11 88-1680/SJ F-15E 333rd FS, 4th
FW, USAF; 87-0206/SJ & 89-0492/SJ F-15Es
336th FS, 4th FW, USAF arrived on deployment.
18/11 13-5776 MC-130J 67th SOS, 352nd SOW,
USAF o/s. 19/11 07-7180 C-17A 437th/315th AW,
USAF. 22/11 99-0062 C-17A 437th/315th AW,
USAF; 02-1110 C-17A 62nd/446th AW, USAF n/s.
23/11 06-6168 C-17A 436th/512nd AW, USAF.
24/11 89-0496/SJ F-15E 335th FS, 4th FW, USAF
arrived on deployment.
RAF LEEMING
10/11 T-751 Challenger 604 Swiss AF also 23rd
& 30th. 11/11 T-786 PC-24 Swiss AF also 18th,
22nd & 25th. 15/11 J-5004, J-5008, J-5009,
J-5016, J-5018, J-5024 (dep 26th) & J-5026
F/A-18Cs plus J-5234 F/A-18D Swiss AF arrived
for EXERCISE Y0RKNITE; HB-AZH E190E-2
Helvetic Airways support for F/A-18s also 26th.
16/11 T-752 Challenger 604 Swiss AF n/s also
24th. 18/11 ZB135 Hawk 167 arrived on delivery
to JHTS; J-5001 F/A-18C Swiss AF arrived for
EXERCISE Y0RKNITE. 19/11 T-721 Beech 350C
Swiss AF also 22nd. 24/11 T-332, T-340 &
T-342 AS532ULs Swiss AF arrived for EXERCISE
Y0RKNITE. 26/11 J-5236 & J-5238 F/A-18Ds
Swiss AF arrived for EXERCISE Y0RKNITE.
RAF LOSSIEMOUTH
16/11 ZP808 Poseidon MRA1 arrived on delivery
to 54/120/201 Sqns. 22/11 T-786 PC-24 Swiss
AF. 23/11 J-5001 F/A-18C Swiss AF also 24th &
29th; J-5234 F/A-18D Swiss AF also 24th. 29/11
J-5238 F/A-18D Swiss AF. 30/11 130612 CC-130J
436 Sqn, RCAF n/s.
RAF MILDENHALL
1/11 87-0031 C-5M 337th AS, AFRC. 3/11 E82/8-
LW & E164/8-RV Alpha Jet Es ET08, French AF
both n/s. 6/11 87-0039 C-5M 337th AS, AFRC
n/s. 8/11 E38/8-LH & E108/8-AF Alpha Jet Es
ET08, French AF both o/s.15/11 ZZ418 Shadow
R1+ 14 Sqn, RAF o/s. 18/11 ZZ417 Shadow R1+
14 Sqn, RAF o/s. 22/11 16-5856 C-130J-30 317th
AW, USAF. 30/11 165810 KC-130J VMGR-252,
USMC n/s.
RAF WADDINGTON
8/11 078/YE Xingu EAT00.319, French AF. 15/11
082/YG Xingu EAT00.319, French AF. 19/11 083/
ZE Xingu EAT00.319, French AF. 22/11 105/YU
Xingu EAT00.319, French AF.

Kuwait Air Force Boeing C-17A KAF343, callsign ‘KAF3203’, flies final for Runway 25
at RAF Brize Norton, Oxfordshire, on November 28, 2021. Operated by 41 Transport
Squadron out of Abdullah Al-Mubarak Air Base, itself part of Kuwait International
Airport, the jet departed back home the following day Richard Ecclestone

WWW.AVIATION-NEWS.CO.UK 63
AIRPORT MOVEMENTS COMPILED BY CARL HOPE

Airport Movements
A round-up of notable aircraft visiting UK airports

ABERDEEN
5/10 N335CA Tecnam P2012 on delivery to Cape
Air. 8/10 LX-AND PC-24; M-YGIG Gulfstream
G650ER. 9/10 N777ZH Gulfstream G650ER.
10/10 OO-KIN Citation 680 Sovereign; PH-CGV
Falcon 2000LX; M-KATE A319-133(ACJ) also
17th. 13/10 D-ANCE Legacy 650; OY-CKK Falcon
2000LX. 15/10 OK-SLX Citation 560XL Silesia
Air also 16th. 17/10 LX-JDV Citation 525M2.
18/10 F-HTTO Global 5000. 19/10 G-LMTA
ATR 72-600 Loganair on delivery. 20/10 ZJ928
Typhoon FGR4 9 Sqn, Sqn, RAF, fuel diversion;
LN-OQO S-92A CHC helicopter Service; ES-NSI
Saab 2000 NyxAir. 21/10 OH-JFC PC-12NG.
24/10 N345CA Tecnam P2012 on delivery to
Cape Air. 25/10 OE-GMG Citation 650 VII. 26/10
EI-LIM AW139. 28/10 TF-BBP 737-8F2(BCF)
Bluebird Nordic f/v; LN-AWC Learjet 45; OY-
RME Falcon 2000LX. 29/10 OK-HAR Citation
560XL. 30/10 OO-PCN PC-12; D-ATUO 737-8K5
ops for Tui Airways. 31/10 LN-AWE Learjet 45;
N357CA P2012 on delivery to Cape Air; C-FLMW
Gulfstream G280.
BIRMINGHAM
1/11 EC-NLS 737-436(SF) Swiftair; HB-AZD
E190E-2 Helvetic Airways f/v; TC-JIZ A330-
223 Turkish Airlines f/v; N500GA Gulfstream
G500 & N720GD Gulfstream G600 performing
demonstration flights. 2/11 PH-JRC Legacy 600
Jet Netherlands. 3/11 SP-RZC 737MAX-8200
Buzz f/v; VP-BMR 777-21H(ER) Red Wings; FAB-
001 Falcon 900EX Bolivian Air Force.
4/11 EC-MQM A340-313X Plus Ultra Lineas
Aereas; HA-LVQ A321-271N Wizz Air f/v.
5/11 HB-AZE E190E2 Helvetic Airways; TC-
LTI A21-271N Turkish Airlines f/v; C-GFLU
Challenger 6500. 6/11 EC-NOE A330-242 Aura
Airlines f/v; LX-RHC Challenger 605; SP-CUD
Learjet 75. 7/11 VQ-BFD 737-8AS(BCF) ATRAN
f/v; D-FBOX PC-12NGX; P4-HBK Global 5000.
8/11 C-FTEL Gulfstream G550; F-HBTV Citation
525M2; OY-GFS Falcon 2000LX. 9/11 EC-NGY
A350-941 Iberojet f/v; F-HPHX Hawker 900XP;
First visit: Sichuan Airlines Airbus A330-243F B-308L climbs away from London Heathrow on
November 25 bound for the cargo carrier’s hub at China’s Chengdu Shuangliu International
Airport. Operating as ‘Sichuan Airlines 3890’, the former Qatar Airways jet is leased through
leading global aircraft operating lessor BOC Aviation Richard Vandervord
OK-FLN Falcon 7X. 10/11 OH-ZRH PC-12;
9H-CAP Avanti; C-GZAZ Gulfstream G150. 11/11
EI-JSK Gulfstream G650; OE-GMM Citation 680
Sovereign. 12/11 D-IMPG C90GTi. 14/11 EI-LIM
AW139. 15/11 D-AHFT 737-8K5 TUIfly to STS;
OE-IEB A330-343E Lease Co for Smartlynx Malta
still in Air Asia colours; SP-ENW 737-86J Enter
Air f/v; HB-AZC E190E2 Helvetic Airways; SE-RFX
737-8K5 TUIfly Nordic to STS; OH-BSL PC-12;
N41EL Gulfstream G650ER. 16/11 ES-NSD Saab
340B NyxAir f/v; D-FPKD PA-46-500TP.
17/11 D-FUNG Cessna 208B IItzhoer Airservice
f/v; SP-RZF 737MAX-8200 Buzz f/v; D-AHER
Falcon 900EX; N120RB Cirrus SF50 type f/v;
OO-CEJ CitationJet 525 CJ1. 18/11 D-FUNC
Cessna 208B IItzhoer Airservice. 19/11 HB-AZG
E190E2 Helvetic Airways f/v; F-GPGA Hawker
900XP; N888ZF Gulfstream G650ER.
20/11 HA-LVP & HA-LZC A321-271N Wizz Air
both f/v; TC-LTG A321-271N Turkish Airlines f/v;
UR-CGW An-12BP Meridian; OE-ISX Falcon 7X.
21/11 EC-NML 737-436(SF) Swiftair; N193LA
Global 6000. 22/11 2-COOL Avanti; 9H-AFX
Legacy 500; D-ATWO Challenger 604; D-CICU
Learjet 45. 23/11 OE-GFC Astra; YU-TBA
CitationJet 560XLS. 24/11 I-AFOI Premier 1A; EC-
JYT Challenger 604; OY-SKK Falcon 8X.
26/11 HA-KAT ATR 72-201(F) Fleet Air
International f/v; SE-RNR Challenger 350. 27/11
EI-HAY 737MAX-8200 Ryanair f/v, Stansted
diversion; TC-LTE A321-271N Turkish Airlines f/v.
30/11 PI-06 PC-12 Finnish AF.
BLACKPOOL
2/8 HB-DVM Mooney M.20E. 4/8 N208AJ
Cessna 208B. 8/8 M-OGUL A109S Grand dep
18th. 10/8 YU-HEV SA342J Gazelle. 11/8 2-TEAM
CitationJet 525B CJ3. 12/8 F-HGIO Citation 510
Mustang n/s; GZ100 AW109SP Grand New 32
Sqn, RAF. 13/8 9H-YOU Challenger 850 Air X
Charter; CS-DOS CitationJet 525B CJ3; D-CDRF
Learjet 35A n/s. 17/8 OO-GEE PC-12. 27/8
N750AY PAC 750XL. 30/8 HB-KKM Cirrus SR22T.
1/9 9H-JAD Challenger 850 n/s. 2/9 HB-KKM
Cirrus SR22T dep 4th. 4/9 EC-MFY Partenavia
P68C n/s; G-MKVB/BM597:RF-M Spitfire LF.Vb
dep 8th, also 12th-15th; N208AJ Cessna 208B.
8/9 F-GJFE Beech 200 dep 10th. 12/9 D-CGGG
Learjet 31A. 14/9 EI-HUM Vans RV.7A.
17/9 PH-CGV Falcon 2000LX. 18/9 2-CAMP
Eclipse EA500. 19/9 D-BURO Challenger 300.
20/9 F-HATG CitationJet 525C CJ4. 22/9 SP-
WMT Learjet 75. 24/9 M-AMBA Gulfstream G600.
28/9 OK-PHM Phenom 300. 29/9 OH-JFB PC-
12NG. 30/9 D-FAFM TBM 700N,
BRISTOL
3/9 ES-ERA Legacy 600 n/s; OY-JSW CitationJet
525A CJ2+; YU-SVL Citation 560XLS. 4/9
D-AECH E190LR Lufthansa Regional f/v; OY-
SWO Falcon 2000S n/s. 5/9 D-AECB E190LR
Lufthansa Regional f/v; LX-PCB PC-24; N611TX
Falcon 900EX. 10/9 EJ-REVA Hawker 800XP;
HA-LVA A321-271N Wizz Air f/v; N497SB
Falcon 50 dep 15th. 13/9 EC-MFY Partenavia
P68C dep 15th; SP-ZEN Challenger 350. 15/9
D-AECD E190LR Lufthansa Regional f/v; N148QS
Global 6000 dep 21st; OK-PFY Beech 400A.
18/9 A9C-BAH Gulfstream G650 Bahrain Amiri
Flight dep 21st; N959RW Gulfstream G600;
SE-RFL Citation 680 Sovereign n/s. 20/9 CS-
EJA Citation 560XLS; OK-EMA Citation 680
Sovereign; TC-KAM Legacy 650. 24/9 EC-KGX
Citation 501 I/SP dep 26th; OH-FLG PC-12. 25/9
S5-CES CitationJet 525B CJ3+; YR-WNT Citation
560XLS+. 26/9 OH-JFC PC-12NG n/s. 27/9
F-HNFC PC-12NG; HA-LVG A321-271N Wizz Air
f/v; N1DS Gulfstream G650ER dep 29th. 29/9
D-AEBC E195 Lufthansa f/v; D-AJET Legacy 650;
D-CHDC Citation 680 Sovereign.

64 AVIATION NEWS FEBRUARY 2022


EAST MIDLANDS
1/11 N702GT 777-F16 Southern Air; OO-MST
Citation 510 Mustang; G-LERE ATR 72-500
Aurigny for painting. 2/11 OY-YDH ATR 72-600
for painting; A7-BFT 777-F Qatar Cargo. 3/11 VP-
BUN A320-214 Aeroflot; ER-BAM 747-409(BDSF)
Aerotranscargo also 12th; RA-82044 AN-124-
100M Volga-Dnepr Airlines. 4/11 D-CPMU Learjet
60. 5/11 LX-EPE Falcon 2000LX. 6/11 G-CIAS
BN-28-20 Channel Islands Air Search. 7/11
VQ-BLQ 747-8HVF Air Bridge Cargo; D-CVMS
PC-24 also 24th; 166376 C-37B USN; OO-SSO
A319-111 Brussels Airlines for painting, first in
new scheme. 8/11 N775SA 777-FZB Southern
Air; N125DT Express XRS; N227WG Challenger
601-3A. 9/11 A7-BFH 777-FDZ Qatar Airways;
9H-VUC 737MAX-8200 Malta Air also 23rd. 10/11
N611UP 747-8F UPS f/v. 11/11 ER-BBJ 747-412F
Aerotranscargo; EC-LZO 767-35D(ER) Privilege
Style also 24th. 12/11 N613UP 747-8F UPS f/v.
13/11 UR-82027 AN-124-100M Antonov Airlines.
14/11 VP-BIN 747-83QF AirBridgeCargo; D-CFTG
Learjet 35A. 16/11 HB-IGV Falcon 50; A7-BFQ
777-F Qatar Cargo. 17/11 OO-SSS A319-111
Brussels Airlines for painting; N623UP 747-8F
UPS f/v; ER-BBB 747-433(BDSF) Aerotranscargo
also 19th, 24th & 25th. 18/11 RA-82079 AN-
124-100M Volga-Dnepr Airlines. 19/11 OO-CCJ
CitationJet 525 CJ1+; OE-HZB ATR42-320 Zimex
Austria for painting. 21/11 VQ-BRJ 747-8HVF
AirBridgeCargo; 22/11 UR-CQD An-26B Vulkan
Air; N777SA 777-FZB Atlas Air (following merger
with Southern Air). 23/11 A7-BFP 777-F Qatar
Airways. 24/11 SP-LNE ERJ-195LR LOT; F-HALG
Falcon 2000EX. 25/11 OO-SNH A320-214
Brussels Airlines for painting; PH-DVK PC-24;
EC-NNZ A320-214 Volotea Airlines. 26/11 G-JECX
Dash 8-Q402 new Flybe. 27/11 EI-AZC 737-
86J(SF) ASL Ireland/Prime Air f/v. 28/11 VQ-BFE
747-83Q(F) AirBridgeCargo. 29/11 ER-JAI 747-
412(BDSF) Aerotranscargo; N9CK Gulfstream
G550; N703GT 777-F16 Atlas Air. 30/11 UR-82009
An-124-100M-150 Antonov Airlines; EC-LYL
Citation 560XLS+; A7-BFA 777-FDZ Qatar Airways.
WWW.AVIATION-NEWS.CO.UK
GATWICK
1/11 CS-TVJ A320-251N TAP Air Portugal f/v;
N4058J A321-271NX Jet Blue Airways f/v; TC-
SEK & TC-SOH 737-8HCs SunExpress both f/v;
10001 747-4B5 Government of South Korea f/v.
3/11 G-GDFS 737-86N Jet2 f/v. 4/11 B-207N
787-9 Juneyao Airlines f/v; TC-LTH A321-271NX
Turkish Airlines f/v; C-GDGO Challenger 300
f/v. 5/11 EC-NLY A321-211 Vueling Airlines f/v;
N1368M Global 5000 f/v. 7/11 N322FJ Falcon
900LX f/v; VP-CPF Challenger 350 f/v. 8/11
XW204 Puma HC2 Benson Wing, RAF f/v. 10/11
EC-NGY A350-941 Iberojet f/v. 15/11 HB-AYE
A320-251N EasyJet Switzerland f/v. 16/11
OY-ASB 737-430 Airseven f/v. 17/11 TC-LTG
A321-271NX Turkish Airlines f/v; VP-CYT Global
Express XRS f/v. 25/11 HB-AYN A320-251N
easyJet Switzerland f/v. 27/11 9H-LOT A320-232
Lauda Europe/Ryanair Stansted diversion f/v;
M-SFPL Global 6000 Biggin Hill diversion f/v.
29/11 CS-TVI A320-251N TAP Air Portugal f/v.
GLASGOW PRESTWICK
COP26 produced more visitors, indicated by *
1/11 *VN-A868 787-9 Vietnam Airlines dep 3rd;
*A6-RJU BBJ1 Angolan Govt n/s; *N271DV
Gulfstream G650ER; *5B-DCW A319-114 Cyprus
Airways dep 2nd; *9H-NYC Lineage 1000 Air X
Charter n/s; *FAE-052 Falcon 7X Ecuadorian AF
dep 3rd; *5T-CLJ 737MAX-8 Mauritania Airlines
dep 2nd; *LX-EBO Falcon 8X Liberia dep 3rd;
*LX-LTI A318-118(ACJ) Togo Government n/s;
*HS-TYT A320-214(SL)(ACJ) 602 San, Royal Thai
AF; *ES-PHR Hawker 750XP Estonian Govt n/s;
*9A-CRO Challenger 604 Croatian Govt n/s;
05-5150 C-17A 535th AS, 15 WG, USAF. 2/11
*80-1111 777-300(ER) 701 Hikotai, Japanese Air
Self Defence Force; F-HLPN Falcon 2000LX;
OO-LUM Falcon 7X 15 Wing, Belgian Defence -
Air Component; *A6-PFG 787-9 Abu Dhabi Amiri
Wing; *LV-GHQ A330-202 Aerolineas Argentinas;
P4-BFY Gulfstream G550. 3/11 04-4136 C-17A
305th/514th AMW, USAF; *01-0192 C-17A 137th
AS, NY ANG; *9K-GCC BBJ3 Kuwait Govt; *01-
0197 C-17A 156th AS, NC ANG, dep 9th; OE-GFM
Beech 350i; HB-FRL PC-12NGX c/n 2140 on
delivery; *03-3113 C-17A 183rd AS, Ms ANG;
LX-PCG PC-24; M-ILTA Falcon 900LX; *4K-8888
A319-115(ACJ) Azerbaijan Govt; EC-LTF Global
6000 also 8th; *00-0174 C-17A 305th/514th
AMW, USAF. 4/11 *00-0186 C-17A 416th/512nd
AW, USAF; *97-0048 C-17A 89th AS, AFRC; *00-
0184 C-17A 758th AS, AFRC; N2N Gulfstream
G650; N51VE Gulfstream V; N246BD Gulfstream
November 24, 2021: Air Transat Airbus A321-271NX C-GOIM rolls out at Manchester on arrival
from Canada’s Toronto Pearson International as ‘Air Transat 206’. On lease from Dublin-based
lessor AerCap, the jet was delivered to the Canadian carrier on November 11, 2020 Richard Porter
G600. 5/11 07-7186 C-17A 437th/315th AW,
USAF; N933EY Global 6000; 165832 C-40A VR-
58, USN; 9H-QBM 737-8AS Ryanair to hangar,
dep 16th. 7/11 PP-GUL Global 6000; N610AT
Beech AT-6 Texan 2 n/s. 8/11 D-BVHA Falcon
2000LX; HB-FRN PC-12NGX c/n 1242 on delivery;
D-CNUE Learjet 60; D-ABAG 737-86J TUI to
Chevron hangar, dep 23rd. 9/11 OO-MBP PC-24;
93-00697 RC-12X B/3 MIB, US Army; N797CX
Citation 750 X; 04-4130 C-17A 305th/514th AMW,
USAF. 10/11 F-HGPE Phenom 300; 9H-CCH
Challenger 650; OE-LLL Gulfstream G650ER
dep 12th. 11/11 D-ICCC Cessna F406 Air-Taxi
Europe; KAF328 KC-130J 41 Sqn, Kuwait AF dep
13th; N488CR Challenger 650 Lasai Aviation/
US Army. 12/11 2-CAMP Eclipse EA500; HB-VXB
PC-24 Pilatus demonstrator, also 15th VT-IAH
A319 -115(ACJ). 13/11 60-0349 KC-135R 465th
ARS, AFRC dep 17th. 15/11 ZP803 Poseidon
MRA1 54/120 Sqns, RAF o/s; I-AVND Learjet 45.
16/11 9H-QBU 737-8AS Ryanair to hangar, dep
25th; YL-RAC An-26B RAF-Avia also 30th. 17/11
95-0104 C-17A 155th AS, Tn ANG n/s; 84-00157
C-12U E/1-214th Avn, US Army; 9H-JLK Falcon
7X. 18/11 01-0029 C-37A 76th AS, 86th AW,
USAF; 08-8194 C-17A 62nd/446th AW, USAF n/s;
OK-XLS Citation 560XLS. 19/11 17-46033 KC-46A
22nd ARW, USAF returning from Dubai Air Show,
n/s. 20/11 EC-LYR 737-85P Air Europa to Chevron
hangar; 20-1941 C-37B 99th AS, 89th AW, USAF;
98-00007 UC-35A Va ARNG, also 22nd. 22/11
A6-GGP 747-412F(SCD) Dubai Air Wing n/s; HB-
FRU PC-12NGX c/n 2144 on delivery; 06-6164
C-17A 60th/349th AMW, USAF; 61-0315 KC-135R
USAF 100th ARW, USAF Mildenhall diversion.
23/11 EI-DAR 737-8AS ex Ryanair dep to Lasham;
231/F-RAFC Falcon 2000 ET60, French AF o/s;
15003 CC-150 437 Sqn, RCAF retro colours.
24/11 59-1466 KC-135R 108th ARS, IL ANG &
62-3558 KC-135R 336th ARS, AFRC, tanking
Dutch F-35As from USA to Holland, both dep
26th. 25/11 9H-QBQ 737-8AS Ryanair to hangar;
PJ-JAB Fokker 70 JetAir Caribbean. 26/11 UR-
CGW An-12BP Meridian; LX-MOI Legacy; F-GSPY
777-228(ER) Air France, op in lieu of 777F. 28/11
UR-CQV An-26B Vulkan Air; N797CX Citation 750
X; 99-0058 C-17A 62nd/446th AW, USAF. 29/11
LX-NCL 747-4EVF(ER) Cargolux retro colours;
HB-FRW PC-12NGX c/n 2146 on delivery. 30/11
168981 C-40A VR-61, USN n/s.
GUERNSEY
2/9 D-EWWK Cessna T.182T dep 8th. 6/9 OH-
ADM Challenger 350; ZZ417 Shadow R1+ 14
65
AIRPORT MOVEMENTS COMPILED BY CARL HOPE
Qatar Cargo Boeing 777-F A7-BFT flies final for Runway 27 at East Midlands while
operating the freight carrier’s weekly Doha-East Midlands-Oslo service, November 2.
The route, inaugurated on October 26, is reportedly 'demand-dependent' Karl Nixon
Sqn, RAF o/s. 7/9 2-LATE Challenger 601-3A f/v.
12/9 D-ETPO Cessna 182T o/s. 13/9 N451NS
Gulfstream G450 n/s; 2-GPIB ATR 72-212A
technical diversion, f/v, n/s. 15/9 N209DW
Lancair 400. 16/9 F-HFMU Pipistrel Virus SW121;
19/9 OH-FLG PC-12; D-ELLT Cirrus SR20 dep
1/10. 22/9 D-CHIC Phenom 300; 2-CAZZ Eclipse
EA500 first flight as such, ex N533GT. 23/9
G-DAYR Challenger 605 n/s, dep as 9H-ALD.
24/9 M-OJOM Gulfstream G550. 26/9 F-HDSR
DA40D o/s. 29/9 A6-SHJ A320-232(SL)(ACJ)
Sharjah Royal Flight low-level flypast. 30/9
N542GP Falcon 7X; OE-FXJ Eclipse EA500 dep
2/10.
HEATHROW
1/11 TC-LTG A321-271NXSL Turkish Airlines f/v.
2/11 FAB-001 Falcon 900EX Bolivian AF f/v; LN-
RKR A330-343E SAS f/v; N4058J A321-271NX
JetBlue Airways f/v. 3/11 HB-JNI 777-300ER
Swiss International f/v. 4/11 9V-SGB A350-
941ULR Singapore Airlines f/v. 5/11 TC-LGD
A350-941 Turkish Airlines f/v. 7/11 N623MS
Gulfstream G550 f/v. 8/11 EC-NRG A330-202
Iberia f/v. 9/11 CS-TPW E190LR TAP Express f/v.
10/11 G-TTNP A320-251N British Airways on
delivery f/v. 11/11 VP-BXC A350-941 Aeroflot
f/v. 12/11 B-LRG A350-941 Cathay Pacific
Airways f/v. 13/11 A9C-DHZ 323ER(BCF) DHL
Aviation f/v; N602EE Praetor 600 f/v; OK-TVS
737-86N SmartWings f/v. 14/11 T7-AKM Legacy
650 f/v. 15/11 HS-THM A350-941 Thai Airways
International f/v. 17/11 HS-THL A350-941
Thai Airways International f/v. 18/11 CS-TUL
A330-941N TAP Portugal f/v; VP-BXD A350-941
Aeroflot f/v. 19/11 9K-CBC A320-251NSL Jazeera
Airways f/v; N884SG Gulfstream G550 f/v;
TC-LGE A350-941 Turkish Airlines f/v; VP-BMR
777-21HER Red Wings Airlines f/v. 20/11 A9C-
DHY 767-323ER(BCF) DHL Aviation f/v; JA835J
787-8 JAL f/v; OE-LZE A320-214SL Austrian
Airlines f/v; TC-LGC A350-941 Turkish Airlines
f/v; 21/11 3B-NBL A330-202 Air Mauritius f/v;
9V-SGG A350-941ULR Singapore Airlines f/v;
D-ALEQ 757-2Q8(PCF) DHL Air f/v. 22/11 EI-RZB
737MAX-8 Neos f/v; F-HBUZ A321-252NX La
Compagnie f/v. 23/11 B-1115 787-9 Juneyao
Air f/v; ER-BAM 747-409F Aerotranscargo f/v.
24/11 B-20EH 787-9 China Southern Airlines f/v;
B-308L A330-243F Sichuan Airlines f/v; OY-JSW
CitationJet 525A CJ2+ f/v. 27/11 A9C-DHU
323ER(BCF) DHL Aviation f/v; P4-KGA A321-
271NXSL Air Astana f/v. 28/11 OK-SWF 737MAX-8
66
Smartwings f/v. 29/11 OH-TFA Phenom 300 f/v.
30/11 G-DHLC 767-323ER(BCF) DHL Air f/v.
JERSEY
2/9 OY-VIZ Global 5000. 4/9 F-HECN Socata
TB20. 5/9 S5-BBG Citation 550 II; YU-TUU
Citation 550 Bravo. 6/9 N542GP Falcon 7X.
7/9 SE-DXN Saab AJS.37; SE-DXP Saab SK.35C;
SE-RMD Saab S.32B & SE-RMI Citation 550 II all
Swedish AF Historic Flight. 8/9 F-AZKM OV-10B
Bronco; F-AZZK Yak-3; G-RRGN/PS853 Spitfire
PR.XIX; N32CS CAC CA13 Boomerang replica.
9/9 D-EMFP PA-28RT-201T; F-GDPX MH.1521N;
F-PZTU Colomban MC15E Cri-Cri; ZJ914
Typhoon FGR4 29 Sqn, RAF; ZP801 Poseidon
MRA1 54/120 Sqns, RAF. 10/9 M-ATRJ Falcon 7X.
11/9 D-ETPO Cessna 182T. 13/9 YU-BTB Citation
550 Bravo. 14/9 F-GHYZ PA-28-181; F-HCEQ
HondaJet; F-HCSV DA42; N542TP Falcon
2000LX also 15th; PH-WTC Falcon 2000S. 15/9
F-HENE HondaJet. 16/9 D-AUKE Challenger
604; F-HCSV DA42; F-HELE TBM 850; F-HFMU
Pipistrel Virus SW121; M-ALCB PC-24. 20/9
LN-AWB Learjet 45; 14+06 Global 6000 FBS,
German AF. 21/9 F-HERE Citation 510 Mustang;
F-HHCB Falcon 8X; F-HLEH Cessna 172R;
M-ATRJ Falcon 7X. 22/9 LX-PCC PC-24; N311JA
Falcon 900LX. 24/9 F-HVLD Robinson R-66;
N301GA Cessna 180K; N542GP Falcon 7X. 25/9
D-EUFK Beech G36. 28/9 D-AVIB Legacy 600.
29/9 A6-SHJ A320-232(SL)(ACJ) Sharjah Royal
Flight. 30/9 F-HGIO Citation 510 Mustang.
LEEDS BRADFORD
1/9 D-ELRO Beech B.36TC. 4/9 YU-SXX Citation
550 Bravo; HB-KKM Cirrus SR22T. 5/11 F-HFCS
Hawker 900XP. 6/9 D-CBAY Citation 680
Sovereign. 7/9 D-FPKD PA-46-500TP; M-NREN
Phenom 300. 10/9 9H-SKI P-180 Avanti. 12/9
I-ELYS Learjet 40; D-FLAT PC-12NGX. 13/9
9H-WFC Legacy 600. 14/9 ZS-DEX Falcon
900EX. 16/9 LN-FOX PC-12. 19/9 EC-MLV
Citation 680 Sovereign. 23/9 9H-IBD Global
5000. 25/9 D-CMMP Phenom 300; N613LF
Gulfstream G550. 27/9 D-ARIE Falcon 7X;
D-AAAY Challenger 604; N797CX Citation 750 X.
28/9 9H-CAP Avanti II. 29/9 9H-IBI Global 7500.
30/9 OO-MST Citation 510 Mustang.
LIVERPOOL JOHN
LENNON
1/9 OK-RPM Challenger 300; EC-HYI Falcon
2000 n/s. 2/9 OY-MNS Vulcanair P68C BioFlight
n/s; ES-PVP Learjet 60 n/s also 5th. 4/9 D-AJET
Legacy 650 n/s. 5/9 EI-GEA CRJ900LR CityJet
also 8th n/s; ES-PHR Hawker 750 n/s. 7/9
9H-AFX Legacy 500; YU-SXX Citation 550 Bravo;
F-HYRL Phenom 100 n/s. 8/9 HA-KAT ATR 72-
201(F) Fleet Air International; D-AVOS Legacy
650; OE-ITC Gulfstream G450. 9/9 N889DE
Gulfstream V dep 13th. D-ALEX A319-115(ACJ)
(SL), 10/9 D-CAWK Citation 680A Latitude n/s;
OH-FAY PC-12NG; UR-CQD An-26B Vulkan Air
dep 14th. 13/9 HB-GLS Beech 200. 14/9 N51NP
Hawker 4000 dep 21st. 15/9 N92RX Citation 750
X; N989JW Falcon 8X n/s. 17/9 9H-LKF CRJ1000
Mel Air dep 18th; OY-CCH Challenger 605 n/s.
19/9 P4-BFM Challenger 605 n/s. 26/9 YU-TUU
Citation 550 Bravo. 27/9 9H-ZAZ 737-436 Air
Horizont also 29th; 14+04 Global 5000 FBS,
German AF o/s. 30/9 HA-TAB Saab 340A(F) Fleet
Air International.
LONDON LUTON
1/11 N954GA Gulfstream G600. 2/11 9H-AIP
Legacy 600; C-FTMI Falcon 2000EX. 4/11
N793KK Falcon 2000LX; N64MN Praetor 600;
V5-GON Falcon 7X Government of Namibia;
N650HA Gulfstream G650ER. 5/11 N801HH
Gulfstream V. 7/11 TC-RSA Challenger 605. 8/11
N835BZ BBJ1; N917JF Falcon 900B; N653FX
Gulfstream G650. 10/11 9H-AGZ Legacy 600.
11/11 OY-DRW Falcon 7X; HB-FUU PC-12NGX.
12/11 N61318 Gulfstream V; T7-VBS Global
Express; N4125 BBJ1. 13/11 TC-KAM Legacy
650. 14/11 CS-RRC Falcon 900LX; P4-BFW
Global Express; TC-KLC Learjet 60; LX-LCZ
Challenger 300. 15/11 N288WK Gulfstream
G650ER; TC-ACN Global XRS. 16/11 N512GL
Global 7500; SP-GEC Gulfstream G280; N41EL
Gulfstream G650ER. 17/11 T7-STJ Challenger
604; N9SC Gulfstream G500. 18/11 3085
A319-115(ACJ) Czech AF; N1KX Falcon 7X. 19/11
VP-CMJ A319115(ACJ); 9H-VIE Global 7500
VistaJet. 20/11 N811QS Citation 700 Longitude.
21/11 OO-VMV Falcon 900LX; N122BN Global
Express 6000; F-OJMJ Falcon 8X. 22/11 N5CP
Gulfstream G650ER. 23/11 N882DE Gulfstream
G450; N416KC Falcon 900DX; D-ANXA Legacy
650; PR-WQY Gulfstream G500. 24/11 N888AR
Falcon 7X. 26/11 HB-JIT Global 7500. 27/11 VP-
CSY Global 7500; OH-TFA Phenom 300. 28/11
TC-MCM A330-343(P2F) MNG Airlines; N298RB
Gulfstream IVSP. 29/11 EC-NGX Citation 510
Mustang; VP-CDP Global 6500. 30/11 EC-NOC
Global 5000.
AVIATION NEWS FEBRUARY 2022
 November 23, 2021: Bedecked in its special ‘Chinese Peony’ livery, Juneyao Air Boeing
787-9 Dreamliner B-1115 arrives at London Heathrow for its first visit. Operating as
‘Juneyao Airlines 1639’ from Shanghai Pudong International Airport, the jet departed
back there later the same day as ‘Juneyao Airlines 1640’ Richard Vandervord

LONDON SOUTHEND
1/11 D-ABGK A319-112 Eurowings f/v, to Air
Livery, dep 12th; N297CS Cessna T206H. 2/11
9H-AFX Legacy 500 f/v. 3/11 G-CIPW AW139
Bristow Helicopters; Norwich diversion f/v. 4/1
HB-SDM DA42 n/s. 6/11 EJ-ROXY Challenger
605 f/v, dep 8th. 8/11 ZZ418 Shadow R1+ 14
Sqn, RAF n/s. 11/11 M-ABON Global 6000. 12/11
D-AGWD A319-132 Eurowings f/v, to Air Livery,
dep 22nd. 16/11 PH-DVK PC-24 F/V. 20/11
T7-DNK Challenger 350 F/V. 22/11 C-GVDO
Dash 8-102 Avmax Group, & C-FIDL Dash
8-314 Avmax Group, ferrying to Malta; EI-STW
737-4M0(SF) ASL Airlines f/v. D-ASTX A319-
112 Eurowings f/v, to Air Livery. 23/11 M-SHRM
AW139. 24/11 T-332, T-340 & T-342 AS532ULs
Swiss AF; PH-MFA DA42NG KLM Flying Academy
f/v. 25/11 OY-MNS Partenavia P68C BioFlight f/v,
n/s. 29/11 OK-RPM Challenger 300 n/s; PH-MFA
DA42NG KLM Flying Academy f/v.
MANCHESTER
1/11 A7-BHB 787-9 Qatar Airways f/v; VQ-BFZ
A350-941 Aeroflot f/v. 2/11 EI-HBA CRJ1000
Hibernian Airways f/v. 3/11 OO-JAV 737-8K5
TUI Airlines Belgium VQ-BFZ A350-941 Aeroflot;
UR-CQV An.26B Vulkan Air f/v; OY-JJN Citation
501 SI f/v. 4/11 A7-BHC 787-9 Qatar Airways f/v.
5/11 9H-VUL 737MAX-8200 Malta Air f/v; LN-ENR
737-800 Norwegian Air Shuttle f/v; D-CAAE
Learjet 45 f/v. 6/11 EI-LRD A321-253NX Aer Lingus
f/v; N815PA Global 5000 f/v; HB-FPS PC-12 f/v.
7/11 9H-VUA 737MAX-8200 Malta Air f/v; YL-AAO
A220-300 Air Baltic f/v; TC-LTF A321-271NX
Turkish Airlines f/v; ES-ACJ CRJ900ER SAS/XFly
f/v; PH-CGV Falcon 2000LXS f/v. 8/11 A7-BHF
787-9 Qatar Airways f/v; A6-BMI 787-10 Etihad
Airways f/v. 9/11 A7-BHD 787-9 Qatar Airways
f/v; ES-ACP CRJ900ER SAS/XFly f/v. OK-SWW
737-7Q8 Smartwings; 9H-EDT Challenger 350
f/v. 10/11 B-LQC A350-941 Cathay Pacific f/v;
OO-HRG Learjet 40 f/v; D-CHMS PC-24 f/v;
D-BALL Praetor 600 f/v; 14+05 Global 6000 FBS,
German AF o/s. 15/11 9H-QAX 737-8AS Malta
Air f/v; OE-GBH Phenom 300 f/v. 16/11 ES-ACN
CRJ900ER SAS/XFly f/v; C-GDTR Global 6000
f/v. 17/11 C-GOJC A321-271NX Air Transat f/v;
D-CHRG Citation 680A Latitude f/v. 19/11 D-AIJD
A320-271N Lufthansa f/v; SE-RUB A320-251N
SAS f/v. 21/11 YL-ABD A220-300 Air Baltic f/v; 17/10 D-CSCE Phenom 300 n/s. 18/10 F-HLTT
D-APLC Global 7500 f/v; VT-SNT Global 6000 HondaJet. 19/10 G-LCYK E190LR BA Cityflyer for
f/v. 22/11 OK-BIZ Citation 560XLS+ f/v. 23/11 maintenance. 21/10 LX-FLH PC-12 n/s; D-AKNU
F-HBUZ A321-252NX La Compagniie; PH-DWC A319-112 Eurowings for maintenance. 22/10
ERJ135LR Jet Netherlands f/v. 24/11 C-GOIM M-CKSB Falcon 2000; N128GV Gulfstream G550
A321 A321-271NX Air Transat f/v; OK-TVV 737- dep 24th. 23/10 EC-LCQ E195LR Air Europa
86N Smartwings f/v; D-ANEO A319-153N(SL) K5 Express for maintenance. 24/10 OY-JJJ Hawker
Aviation f/v, first A319 NEO to visit; T7-SYL Legacy 4000. 26/10 D-CHZF Citation 550 Bravo. 29/10
600 f/v; T7-SBR Gulfstream G200 f/v; 9H-CHZ A9C-KAS RJ100 Bahrain Defence Force dep
Falcon 50EX f/v; PT-RBZ Global 6000 f/v. 25/11 after maintenance. 31/10 N588SE Gulfstream
A7-ANH A350-1041 Qatar Airways f/v; D-AWOW G650ER; PH-DIX PC-12 n/s.
Lineage 1000E Air Hamburg f/v; D-IETB Premier
1 f/v. 26/11 9H-VUH 737MAX-8200 Malta Air TEESSIDE
f/v; LN-ENV 737-800 Norwegian Air Shuttle f/v. 1/9 D-CKJE Phenom 300. 2/9 M-JCBC
27/11 ES-ACC CRJ900LR SAS/XFly f/v; N267DW S-76C++. 3/9 ZB133 Hawk 167 JHTS o/s. 6/9
Challenger 605 f/v. 29/11 TC-NBF A320-251N(SL) I-FORZ Challenger 350 dep 8th. 8/9 2-TRAC
Pegasus Airlines f/v. PA-46-500TP ex 2-COOK also 9th. 9/9 YU-PNK
Citation 560XLS+; OH-WIW Challenger 650 n/s.
NORWICH 10/9 ZB131 Hawk 167 JHTS o/s. 11/9 M-GZOO
1/10 N234RG PC-12 also 3rd; EI-JIA Beech Gulfstream G200. 13/9 EC-HYI Falcon 2000;
200. 2/10 D-ITOC Premier 1A; YU-SPB Citation PH-NXA E195E2 KLM Cityhopper f/v. 14/9 ZH897
560XLS+. 3/10 D-CMMP Phenom 300; TF-FIC Chinook HC5 27 Sqn, RAF; ZZ389 Wildcat AH1
757-23N Icelandair for maintenance dep 20th; 1 Regt, AAC. 20/9 D-AERO Legacy 650. 21/9
PH-BGC 737-7K2 KLM for maintenance; PH-HSE OY-CRJ CRJ200LR Copenhagen Air Taxi, ZZ299,
737-8K2 KLM dep after maintenance. 10/10 ZZ403 & ZZ521 Wildcat AH1s 847 NAS, RN. 23/9
D-CAGA Phenom 300; D-BOLT Praetor 600 dep GZ100 AW109SP Grand New 32 Sqn, RAF. 29/9
12th. 11/10 D-CCCB Learjet 35A; LX-SCO Falcon OK-MPM PA-42-720 Cheyenne 3A Air Bohemia
2000EX. 13/10 A9C-BDF RJ85 Bahrain Amiri dep 1/10.
Flight dep after maintenance. 14/10 F-HENE
HondaJet n/s. 15/10 OY-JJI Hawker 4000. Key: f/v first visit; n/s night stop; o/s overshoot.
La Compagnie A321-251neo (New Engine Option) F-HBUZ rolls out at Manchester on November
23 with French football team Paris Saint Germain for their Champions League tie against
Manchester City the following day. One of two business class-only configured A321s leased by
the French boutique airline, the jet departed to Paris Charles de Gaulle Airport two days later
Martyn Cartledge

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 67
AT THE FENCE

At the fence
A variety of aircraft and movements caught
worldwide by the Aviation News community
Send yours to aviation-news@keypublishing.com

Above: Richard Vandervord caught Polish Government Boeing

737-8TV(WL) BBJ2 0112 ‘Ignacy Jan Paderewski’ arriving at
Farnborough Airport from Warsaw on November 17, 2021. One of two
examples operated by the Dowództwo Sił Powietrznych RP Eskadra
(Command of the Polish Air Force Squadron) out of 1.Baza Lotnictwa
Transportowego
(1.Base of Transport
Aviation) at Warsaw
Chopin Airport, the
recently delivered
VIP-configured
Boeing are used
as long-range
transport and
Advanced Airborne
Command Post
Richard Vandervord

Above: Former Aviation News editor Dino Carrara captured Swiss Air Force McDonnell Douglas
F-18C Hornet J-5004 streaking through Low Flying Area 17 in the Lake District on November 26.
The jet was one of four undertaking a daytime low-level navigation sortie out of RAF Leeming in
North Yorkshire during Exercise Yorknite21 Dino Carrara

Above: Homecoming: Chris Gilligan was

at Portland on December 8 to catch the
AgustaWestland Merlin Mk.4s of 845 Naval Air
Squadron (NAS) drop in for a ‘splash and dash’
for the short hop back to Yeovilton following
their seven-month deployment in support of
Above: On December 11, 2021, Joe Walker shot Nolinor Aviation Boeing 737-2R4C C-GNLW at Operation FORTIS – the UK’s Carrier Strike
Seattle’s Boeing Field. Wearing the colours of the Canadian Football League team the Montreal Group’s first global deployment. Covering
Alouettes, the jet arrived earlier that day on a cargo charter from Canada’s Montréal-Mirabel more than 25,000 nautical miles across three
International Airport, via Winnipeg, using the callsign ‘Nolinor Aviation 580’. Note the nose oceans and 40 nations, 845 NAS undertook
wheel deflectors and engine vortex generators are installed to allow the aircraft to operate from 270 sorties, amassing some 720 deck landings
gravel or off-site runways Joe Walker Chris Gilligan

68 AVIATION NEWS FEBRUARY 2022

Above: Kevin Withers captured
Gulfstream G500 N542AP on the
ramp at Blackbushe on November
21, 2021 – the first example of
the twin-engine business jet to land at the
Hampshire airport. Registered to Wilmington,
Delaware-based Aviation Services The Fifth,
the aircraft used less than half of Blackbushe’s
1,335m runway on landing and take off
Kevin Withers

Above right: G’day mate! Robin Herbert spied

this former French Air Force Fouga CM.170
Magister (VH-ATG, ex-395) basking in the
spring sunshine at Western Australia’s Jandakot
Airport. Rolling off the production line in 1963,
the elegant looking butterfly-tailed jet, owned
by Brian Collingridge, is one of three noted on
the Australian Register Robin Herbert

Right: Peter Foster was at RAF Mildenhall to

catch the next batch of Boeing F-15QA Ababils
arrive at the airbase on December 13 following
the second leg of their delivery to the Qatar
Emiri Air Force. The jets – 17-019, 17-017,
17-016 and 17-009, callsigns ‘Retro 61 to 64’ –
continued to Qatar three days later Peter Foster

Right: Nik French caught what has been

dubbed Manchester Airport’s movement
of the year taxiing for departure to
Teeside on December 9, 2021 – Força
Aérea Brasileira (FAB, Brazilian Air Force
Embraer) KC-390 Millennium FAB2655.
On strength with 1° Grupo de Transporte
de Tropas (Troop Transport Group) ‘Zues’
out of Anápolis Air Force Base (ALA2) in
central Brazil, the multi-mission airlift
platform arrived from Brazil via Lisbon
late on December 6 Nik French

WWW.AVIATION-NEWS.CO.UK 69
REGISTER REVIEW BY STUART MCDIARMID

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

Former Philippine Airlines Airbus A350-941 RP-C3501 – pictured

RESTORATIONS here at Tel Aviv’s Ben Gurion International Airport in Israel on
REG'N MODE(S) TYPE C/N OWNER September 3, 2018 – has joined the Irish Register as EI-GWZ with
Dublin-based lessor SMBC Aviation Capital Ireland on November
G-ARNK 401564 Piper PA-22-108 Colt 22-8622 SJ Smith, Leicester,
Leicestershire 4, 2021. The three-and-a-half-year-old aircraft is expected to join
German flag carrier Lufthansa as D-AIVA AirTeamImages-Yochai
G-AVUX 407D15 Reims Cessna F172H 0476 JR Nicholas, (Fishguard,
Pembrokeshire)
G-BCOW 4025CB Hawker Sea Fury ES3615 The Fighter Collection Ltd,
G-CMCU 407D13 Best Off Skyranger BMAA/ PJ Whiteaker, (Naphill,
T.Mk.20 Duxford, Cambridgeshire
Nynja 912S(1) HB/740 Buckinghamshire)
G-BONO 402B5A Cessna 172N Skyhawk II 172-70299 GE Fox, Bagby, North
G-CMDB 407CED UltraMagic N-425 425/167 Spirit Operations Ltd,
Yorkshire
(Radstock, Somerset)
G-BXMJ 4075EB Eurocopter AS350BB 3031 FB Heliservices Ltd
G-CMDC 407CEA UltraMagic M-120 120/111 Spirit Operations Ltd,
Ecureuil trading as Draken Europe,
(Radstock, Somerset)
Bournemouth, Dorset
G-CMDF 407CEB UltraMagic M-120 120/112 Spirit Operations Ltd,
G-BXNE 4075EF Eurocopter AS350BB 3037 FB Heliservices Ltd
(Radstock, Somerset)
Ecureuil trading as Draken Europe,
Bournemouth, Dorset G-CMDH 407CEC UltraMagic M-120 120/113 Spirit Operations Ltd,
(Radstock, Somerset)
G-BXOK 4075EE Eurocopter AS350BB 3049 FB Heliservices Ltd
Ecureuil trading as Draken Europe, G-CMDJ 407D16 Robinson R44 Raven II 13015 RD Orr & D Watson,
Bournemouth, Dorset (Dromore, Co. Down &
Liverpool, Merseyside)
G-CRGD 406AE5 Piper PA-34-220T 3449300 PB Foster, Guernsey,
Seneca V Channel Islands G-CMDS 407D1F Van's RV-8 LAA 303- STG Lloyd, (Bedwellty,
15582 Monmouthshire)
G-MWXG 40261E Solar Wings Pegasus SW- CA Morgan, (Cinderford,
Quasar TC (modified) WQT-0471 Gloucestershire) G-CMDX 407CE2 Supermarine Spitfire 6S-30548 JC Radford, (Oxford,
1A (built by Vickers Oxfordshire)
G-RICE 407DDF Robinson R22 Beta II 2509 HQ Aviation Ltd, Denham,
Supermarine Ltd)
Buckinghamshire
G-CMIX 407DZC Murphy Renegade 912 LAA 188A- AS Porter, (Ballykelly, Co.
G-ROOG 406B2C Extra EA.300LT LT027 Fly (Fu Lai) Aviation Ltd,
15732 Londonderry)
Rochester, Kent
G-DAAW 407CFF Bölkow Bö209 Monsun 181 AJ Court & NA Brown,
G-TAWJ 4066D1 Boeing 737-8K5 38108 TUI Airways Ltd trading
Wadswick Manor Farm,
as TUI, London Luton,
Corsham, Wiltshire
Bedfordshire (NB)
G-DOGA 407CD5 Diamond DA50C 50.C.C.A.014 Hughes Air Ltd, East
Midlands, Leicestershire
NEW REGISTRATIONS G-DWSR 407D19 Chilton DW.1A LAA 225- SJ Rickett, (Brant
REG'N MODE(S) TYPE C/N OWNER 15750 Broughton, Lincolnshire)
G-CLYR 40799A Jonker JS-MD-3 3.MD028 RA Johnson, Shobdon, G-EIRH 407BED Airbus A321-253NX 10319 Aer Lingus (UK) Ltd,
Rapture (built by M&D Herefordshire Manchester, Greater
Flugzeugbau GmbH & Manchester
Co KG)
G-FAMJ 40706E Agusta A109S Grand 22015 Castle Air Ltd, Trebrown,
G-CMBG 407C63 Comco Ikarus 2106-7650 GF Smith, Turweston, Liskeard, Cornwall
C42 FB100 Charlie Buckinghamshire)
(assembled by The Light G-GDJM 407DE7 AutoGyro Cavalon RSUK/ D Howell, (Watersfield,
Aircraft Company Ltd) (assembled by Autogyro CVLN/036 West Sussex)
Certification Ltd)
G-CMBX 407CAA Tecnam P2008-JC 1226 Oriens Aviation Ltd, Biggin
Hill, Greater London G-HCOS 407D0E UltraMagic M-120 120/86 Hampshire Balloons Ltd,
(Sherborne St. John,
G-CMBY 407CA2 Cameron Z-400 12472 Xledger Ltd, (Bristol, City Hampshire)
of Bristol)
G-HLYA 406ADD Airbus A321-211 6038 jet2.com Ltd, Leeds-
G-CMCB 407C59 Aeropro EuroFOX 3K 63121 IJ Richardson, (Roleston- Bradford, West Yorkshire
(assembled by Ascent on-Dove, Derbyshire) (NB)
Industries Ltd)
G-HLYB 406ADE Airbus A321-211 6056 BCII A321 6058 LLC,
G-CMCG 407CAC Tecnam P2010 TDi 146 Oriens Aviation Ltd, Biggin Leeds-Bradford, West
Hill, Greater London Yorkshire (NB)

70 AVIATION NEWS FEBRUARY 2022

 G-OFTR 407D1B Pipistrel Virus SW128 VSW1280058 Chicken Roundabout
Velis Electric Finance Ltd, Shipmeadow,
Norfolk
G-OFWD 407D1C Pipistrel Virus SW128 VSW1280050 Chicken Roundabout
Velis Electric Finance Ltd, Shipmeadow,
Norfolk
G-OVLS 407D0A Pipistrel Virus SW128 VSW1280060 Chicken Roundabout
Velis Electric Finance Ltd, Shipmeadow,
Norfolk
G-PEVA 407D23 Aeroprakt A32 Vixxen LAA 411- P Evans, (Dalscote,
(built by P Evans & R 15767 Northamptonshire)
Everitt)
G-PGDG 407D26 Van's RV-10 (built by 40706 DS Gould, Turweston,
J Keys) Buckinghamshire
G-PLOT 407C32 Aeropro EuroFOX 2K 62821 JM Harbottle, (Amersham,
(assembled by Ascent Buckinghamshire)
Industries Ltd)
G-PTSI 407D14 TAF Sling 4 TSi LAA 400A- P Harrison (c/o LAA,
15790 Brackley)
G-RUKF 407CB2 Boeing 737-8AS 34177 Ryanair UK Ltd, London
Stansted, Essex (NB)
G-RUKG 407CB3 Boeing 737-8AS 36575 Ryanair UK Ltd, London
Stansted, Essex (NB)
G-RVSP 407D1E Van's RV-7 LAA 323- SP Wakeham & P Nayeri,
15552 (Knaresborough, North
Yorkshire & Darton, West
Yorkshire)
G-SPIV 407C8D Agusta A109E Power 11027 MyHeli Ltd, Oxford,
Oxfordshire
G-TTNP 407B8F Airbus A320-251N 10548 British Airways PLC,
G-KJSW 407D1A Van's RV-14 LAA 393- SG Wooler, (Knutsford, London Heathrow,
15795 Cheshire) Middlesex

G-LMRE 407C88 ATR-42-500 606 Loganair Ltd, Glasgow, G-WATP 401D59 Piper PA-28R-200 28R-35307 A Stuart, Perth, Perth &
Renfrewshire Cherokee Arrow Kinross

G-LUXX 4064B2 Agusta A109E Power 11043 Castle Air Ltd, Trebrown, G-WDST 407BFC Westland Scout AH1 F9485 AB Godfrey, North Weald,
Liskeard, Cornwall Essex

G-NCKY 407D17 Westland Lynx AH.Mk.7 244 GP Hinkley, North Weald, EI-AZC 4CAC64 Boeing 737-86J 30877 ASL Airlines (Ireland) Ltd,
Essex Dublin, Co. Fingal (NB)
(operated for Prime Air)
G-OELC 407D0B Pipistrel Virus SW128 VSW1280059 Chicken Roundabout
Velis Electric Finance Ltd, Shipmeadow, EI-GWZ 4CAC5B Airbus A350-941 228 SMBC Aviation Capital
Norfolk Ireland Leasing 3 Ltd, (for
Lufthansa as D-AIVA)
EI-GXZ 4CAC6C Airbus A320-233 4457 FPG Amentum 4457 Ltd,
(stored Singapore-Changi)
PREVIOUS IDENTITIES EI-GYF 4CAC73 Airbus A320-232 5090 Macquarie Aviation Finance
REG’N P.I. REG’N P.I. 5090 Ltd, (stored Tarbes-
G-AVUX ex EI-BKF EI-GWZ ex RP-C3503 Lourdes, France)
G-BCOW ex G-RNHF EI-GXZ ex 9V-SLM EI-GYK 4CAD01 Comco Ikarus C42C 1603-7433 BM Gurnett & M Horan,
G-BONO ex M-BONO EI-GYF ex VT-IES Charlie Ballyrobert-Ardfert, Co.
Kerry
G-BXMJ ex ZJ246 EI-GYK ex D-MRRC
EI-GYL Not Piper PA-22-160 Tri- 22-6711 P McCabe & ME White,
G-BXNE ex ZJ248 EI-GYL ex G-APUR
allotted Pacer Naas, Co. Kildare
G-BXOK ex ZJ252 EI-GYP ex EW-534PA
EI-GYP 4CAD05 Boeing 737-8K5 35137 Wilmington Trust Special
G-CLYR ex ZT-GAB EI-GZA ex SE-RTD Services (Dublin) Ltd.
G-CMBX ex I-PDVE EI-GZB ex SE-RTF (Stored at Ostrava, Czech
G-BMCG ex I-PDVF EI-GZC ex SE-RTH Republic)

G-CMDJ ex F-HZTH EI-HAW ex N3134C EI-GZA 4CACF3 Boeing 737-8 42837 Wilmington Trust SP
Services (Dublin) Ltd. (for
G-CMDX ex P9337 EI-HAX ex N3134C
lease to Aeromexico)
G-CRGD ex 2-CRGD EI-HAY ex N1786B
EI-GZB 4CACF4 Boeing 737-8 42839 Wilmington Trust SP
G-DAAW ex D-EAAW EI-HHA ex G-BZXK Services (Dublin) Ltd. (for
G-EIRH ex EI-LRH EI-KBA ex P4-KBA lease to Aeromexico)
G-FAMJ ex G-LITO EI-KBK ex P4-KBK EI-GZC 4CACF5 Boeing 737-8 42841 Wilmington Trust SP
G-HCOS ex F-HCOS EI-KBL ex P4-KBL Services (Dublin) Ltd. (for
lease to Aeromexico)
G-HLYA ex OE-IOV EI-KBN ex P4-KBN
G-HLYB ex OE-IOJ EI-KDC ex P4-KDC
G-LMRE ex OY-YAA EI-KDE ex P4-KDE
G-LUXX ex G-POTR EI-KGE ex P4-KGE
G-NCKY ex XZ678 EI-KHB ex P4-KHB
G-PGDG ex N620RV EI-SON ex ZS-XCK
G-RICE ex EC-JZF M-ABOP ex HZ-AS23
G-ROOG ex (B-....) M-RAFI ex C-GTSW
G-RUKF ex EI-DLJ 2-BKPM ex B-KPM
G-RUKG ex EI-DYM 2-CPRO ex RP-C8786
G-SPIV ex 2-PWER 2-HELI ex I-EASU
G-TAWJ ex SE-RFM 2-KUTG ex G-TUKG
G-TTNP ex F-WWIG 2-LISS ex N355BM
G-WATP ex G-BFZH 2-LPKB ex B-KPL Previously operated by the UK Air Ambulances, The Children’s Air
G-WDST ex XP884 2-VTGD ex VT-TGD Ambulance, out of Doncaster Sheffield Airport, Leonardo AW169
EI-AZC ex N877CS G-TCAA was cancelled from the UK Register on November 24, 2021,
and transferred to South Korea KEY Collection

WWW.AVIATION-NEWS.CO.UK 71
REGISTER REVIEW BY STUART MCDIARMID
EI-HAW 4CA95E Boeing 737-8 200 65078 Ryanair DAC, Dublin, Co.
Fingal (NB)
EI-HAX 4CA9A9 Boeing 737-8 200 65080 Ryanair DAC, Dublin, Co.
Fingal (NB)
EI-HAY 4CA9AA Boeing 737-8 200 65079 Ryanair DAC, Dublin, Co.
Fingal (NB)
EI-HHA 4CAC44 Robin HR200/120B 286 R Kellett & F Hopkins,
Navan-Graigs, Co. Meath
EI-KBA 4CABFA Airbus A320-232 5401 Saryarka Aviation Ltd,
(operated by FlyArystan,
Almaty, Kazakhstan)
EI-KBK 4CAC04 Airbus A320-271N 9459 Wilmington Trust SP
Services (Dublin) Ltd,
(operated by Air Astana, Global aircraft operating leasing company BOC Aviation has registered
Almaty, Kazakhstan) former Cathay Pacific Boeing 777-367ER B-KPL (seen here in storage
EI-KBL 4CAC05 Airbus A320-271N 9574 Wilmington Trust SP at Australia’s Alice Springs Airport during April 2021) on the Guernsey
Services (Dublin) Ltd, Register as 2-LPKB on November 10, 2021. Transferred to the Qatari
(operated by Air Astana, Register six weeks later as A7-BOB, the jet commenced services with
Almaty, Kazakhstan)
Qatar Airways on December 3, 2021 v1images-Joel Baverstock
EI-KBN 4CAC07 Airbus A320-232 6343 Jetair 19 Ltd, (operated
by FlyArystan, Almaty,
Kazakhstan) G-BSRL Campbell Cricket Replica PFA G/03- Cancelled by CAA (Permit to Fly
1325 expired 29.08.18)
EI-KDC 4CAC0A Airbus A321-271N 7567 Cesium Funding Ltd,
(operated by Air Astana, G-BXDK Bell 412EP 36095 To Canada
Almaty, Kazakhstan)
G-BXHH Grumman American AA-5A AA5A-0105 To USA
EI-KDE 4CAC0C Airbus A321-271N 8090 ALC Aircraft Ltd, (operated Cheetah
by Air Astana, Almaty,
Kazakhstan) G-BXIR Bell 412EP 36163 To Canada

EI-KGE 4CAC14 Airbus A321-271NX 10176 ALC Aircraft Ltd, (operated G-BXMJ Eurocopter AS350BB 3031 To Canada
by Air Astana, Almaty, Ecureuil
Kazakhstan) G-BXMV Scheibe SF25C Falke 44223 Cancelled by CAA (CofA expired
EI-KHB 4CAC18 Embraer 190E2 19020013 Skyfunding Leasing Ltd, 21.03.13, last reported at Crowland
(operated by Air Astana, 09.21, parted out for spares)
Almaty, Kazakhstan) G-BXNE Eurocopter AS350BB 3037 To Canada
EI-SON 4CAC70 ATR-72-201 195 ASL Airlines (Ireland) Ltd, Ecureuil
Dublin Co. Fingal (NB) G-BXOF Diamond DA20-A1 Katana 10256 To Slovak Republic
M-ABOP 424BCD Airbus A320-214 4519 Osprey Aircraft Leasing G-BXOK Eurocopter AS350BB 3049 To Canada
(Eighteen) Ltd, (stored Ecureuil
Istanbul-Ataturk, Turkey)
G-BZXK Robin HR200/120B 286 To Republic of Ireland as EI-HHA
M-ARKS 424BD6 Diamond DA62 62.173 MK Simpson, Isle of Man
G-CBHE Slingsby T67M-200 2050 To Latvia
M-RAFI 424BD8 Bombardier Global 7500 70084 JCG 7000 Holdings
Ltd, Dubai-Al Maktoum G-CBHP Corby CJ-1 Starlet PFA 134- Cancelled as Destroyed (crashed at
International, UAE 12498 Bluebutts Farm, Slaidburn, Lancashire
02.07.21)
2-BKPM TBA Boeing 777-367ER 36159 Silver Aircraft Leasing
(Ireland) 2 Ltd, (for Qatar G-CBXZ Rans S6-ES Coyote II PFA 204- Cancelled as Permanently WFU
Airways, Doha, Qatar) 13988 (Permit to Fly expired 12.04.05)

2-CPRO TBA Airbus A330-343 1482 ECAF I 1482 DAC, (stored G-CDUJ Lindstrand LBL 31A 1080 To France
Bordeaux-Merignac, G-CFWC Grob G103C Twin III Acro 34154 Cancelled as Destroyed (crashed
France) on landing at Usk, Monmouthshire
2-HELI 43EE2D Leonardo AW109SP 22432 TAK Aviation Holdings Inc, 13.06.21)
Grand New Elstree, Hertfordshire G-CIRK Alisport Silent 2 Electro 2054 Cancelled as Destroyed (crashed
2-KUTG TBA Boeing 737-8KN 29636 Fly Aircraft Holdings on take-off at Wormingford, Essex
Fourteen Ltd, (stored 23.04.21)
Shannon, Co. Clare) G-CKSU Boeing A75N1 75-871 To USA as N16PE
2-LISS 43EDDA Eclipse EA500 92 TAK Aviation Holdings Inc, G-CLEB Cameron A-315 11940 To Mexico
Guernsey
G-CLEC Cameron A-450LW 11941 To Mexico
2-LPKB TBA Boeing 777-367ER 36161 BOC Aviation Ltd (for Qatar
Airways as A7-BOB) G-CLED Cameron A-450LW 11942 To United Arab Emirates
2-VTGD TBA Boeing 737-8AL 37960 Saroja Aviation Ltd, (stored G-CMBP Airbus EC130T2 8990 To Philippines as RP-C8181
Singapore-Changi)
G-DDOX Schleicher K7 (modified) 743 Cancelled as Permanently WFU (CofA
expired 07.03.21)
G-DHKB Boeing 757-256 29312 To Austria as OE-LNJ
CANCELLATIONS G-DHKE Boeing 757-23N 27976 To Austria as OE-LNE
REG’N TYPE C/N REASON
G-AFIR Luton LA4A Minor JSS2 Cancelled by CAA (CofA expired 30th
July 1971, last known of on rebuild
01.16)
G-AGTT Auster 5 J1 Autocrat 1826 Cancelled by CAA (CofA expired 11th
February 1993)
G-ASLV Piper PA-28-235 Cherokee 28-10048 To USA
G-BADJ Piper PA-E23-250 Aztec E 27-4841 Cancelled by CAA (CofA expired
2nd August 2008, last reported
dismantled at Cranfield, Bedfordshire
06.21)
G-BDIH Jodel D117 812 Cancelled as Permanently WFU
(crashed at Bedlands Gate, Cumbria Alitalia Boeing 777-3Q8(ER) EI-WLA climbing away from New York’s
03.06.17, used for spares in rebuild of JFK Airport on June 30, 2019. Withdrawn from the now defunct Italian
Jodel D120A G-BYBE)
carrier on July 1 the following year, the jet was returned to Dutch lessor
G-BFZH Piper PA-28R-200 Cherokee 28R-35307 Re-registered as G-WATP
AerCap and cancelled from the Irish Register on November 18, 2021. It
Arrow
has since been transferred to Bermuda as VQ-BZB and is expected to
G-BLJM Beech 95-B55 Baron TC-1997 To Germany as D-IDLH
join the Russian charter airline Azur Air Adam Moreira

72 AVIATION NEWS FEBRUARY 2022

G-DHKF Boeing 757-236 29945 To Austria as OE-LNF
G-DHKU Boeing 757-223 29589 To Austria as OE-LNX
G-DMPP Diamond DA42M-NG Twin 42.M016 To Malta
Star NG
G-ECOA Bombardier DHC-8-402 4180 To Kenya as 5Y-MAR
G-ECOH Bombardier DHC-4-402 4221 To USA as N882WM
G-EUPA Airbus A319-131 1082 Cancelled as Permanently WFU (CofA
expired 31.05.21. Flown Heathrow to
St Athan 07.08.21 for parting out)
G-EUPF Airbus A319-131 1197 Cancelled as Permanently WFU (CofA
expired 29.03.21. Flown Heathrow to Bombardier DHC-8-402 G-ECOA – seen here while operating with
St Athan 30.07.21 for parting out)
former UK regional airline FlyBe in May 2016 – was cancelled from
G-EUPH Airbus A319-131 1225 Cancelled as Permanently WFU (CofA the UK Register on November 22, 2021, and “transferred to another
expired 12.04.21. Flown Heathrow to
country or authority.” It took up Kenyan registration 5Y-MAR and has
St Athan 21.07.21 for parting out)
joined charter carrier Bluebird Aviation later that month Russell Lee
G-EZAN Airbus A319-111 2765 To USA as N9313U
G-FDZY Boeing 737-8K5 37261 To Canada as C-FYDY
EI-BPL Reims Cessna F172K 0758 To Turkey
G-FFFC Cessna 510 Citation Mustang 510-0451 To USA as N451FA
EI-DEC Airbus A320-214 2217 To Cayman Islands
G-FIII Extra EA300/L 091 To Germany as D-EMRN
EI-DLJ Boeing 737-8AS 34177 To United Kingdom as G-RUKF
G-HYZA Piper PA-46-350P Malibu 4636130 Cancelled as Destroyed (crashed on
EI-DYM Boeing 737-8AS 36575 To United Kingdom as G-RUKG
Mirage approach to Cranfield, Bedfordshire
29.04.21) EI-EUE Airbus A320-232 1407 To USA as N1407F
G-JJAB Jabiru J400 PFA 325- To Norway as LN-KIN EI-EUK Airbus A320-232 1979 To USA as N197AE
14339
EI-EWR Airbus A330-202 330 To USA as N330AD
G-LCYH Embraer 170 17000302 To USA as N764JD
EI-FNA ATR-72-212A 1325 To Greece as SX-OBJ
G-LITO Agusta A109S Power 22015 Re-registered as G-FAMJ
EI-FVR Boeing 737-800 42279 To Austria as OE-IER
G-MOSJ Beech C90GTi King Air LJ-1984 To USA as N984CX
EI-GVU Boeing 737-7K2 38125 To Ecuador as HC-CXB
G-MRLB Dassault Falcon 900 078 To Malta
EI-GWE Boeing 737-8K5 34686 To USA as N686BB
G-MTLL Mainair Gemini Flash IIA 576-987- Cancelled by CAA (Permit to Fly
5-W367 expired 22.04.07, last reported stored EI-LRH Airbus A321-253NX 10319 To United Kingdom as G-EIRH
at Manor Farm, Shifnal 04.16) EI-WLA Boeing 777-3Q8ER 35783 To Bermuda as VQ-BZB
G-MTUT Solar Wings Pegasus XL-Q SW- Cancelled as Permanently WFU (SSDR M-BONO Cessna 172N Skyhawk II 17270299 To United Kingdom as G-BONO
(modified) WQ-0021 microlight, no Permit to Fly required)
2-CHEZ Piper PA-28-161 Cherokee 28- To USA
G-MVRI Solar Wings Pegasus XL-Q SW- Cancelled by CAA (Permit to Fly Warrior II 7716195
WQ-0159 expired 23.03.04)
2-CRGD Piper PA-34-220T Seneca V 3449300 To United Kingdom as G-CRGD
G-MWXG Solar Wings Pegasus Quasar SW- Cancelled by CAA (but restored again
TC (modified) WQT-0471 later in the month) 2-GIAR Bombardier CRJ-200ER 7211 To Bermuda

G-MYCM CFM Shadow Series CD 196 Cancelled by CAA (Permit to Fly 2-GPIB ATR-72-212A 707 To Canada
current to 12.06.22. Details unknown) 2-HEVE McDonnell Douglas MD-87 49829 To South Africa
G-MYIR Rans S6-ESD (modified) PFA 204- Cancelled as Permanently WFU (SSDR 2-HZPQ Embraer 190 19000412 To South Africa
12458 microlight, no Permit to Fly required)
2-LPKB Boeing 777-367ER 36161 To Qatar as A7-BOB
G-MYVK Pegasus Quantum 15 6970 Cancelled by CAA (Permit to Fly
expired 21.07.15). 2-PROP Beech 58 Baron TH-893 To USA as N23659
G-MZAU Mainair Blade 1064- Cancelled by CAA (Permit to Fly 2-PWER Agusta A109E Power 11027 To United Kingdom as G-SPIV
0196-7- expired 07.06.21)
W864 Key: NB – Nominal Base
G-MZEV Mainair Rapier 1101-1296- Cancelled as Permanently WFU A place name in brackets relates to the owner’s address, as where the aircraft is based is unknown.
7-W904 (Permit to Fly expired 02.05.15)
G-NVWV Agusta A109E Power 11725 To Japan
G-OBMI Mainair Blade 1289- Cancelled by CAA (Permit to Fly UPDATES & CORRECTIONS
0601-7- current to 07.06.22. Details unknown) REG’N DETAILS
W1084
G-APUR Became EI-GYL 04.11.21 (cancelled by CAA 17.05.21)
G-OBTS Cameron C-80 3589 Cancelled by CAA (CofA expired
G-AVFU Became D-EYII 14.07.21
16.07.19)
G-CCJU Type officially amended to a Savannah VG 25.11.21
G-OFLY Cessna 210M Centurion II 210-61600 To USA as N1210M
G-CIGN Became I-CIGN 08.21
G-OOBA Boeing 757-28A 32446 To USA as N227DP
G-CIWF Became EC-NSD 10.21
G-OOBB Boeing 757-28A 32447 To USA as N228DP G-CKWA Became 9H-KWA 11.21
G-OOBP Boeing 757-2G5 30394 To USA G-CMDM Type officially amended to an RV-9A 02.11.21
G-POTR Agusta A109E Power 11043 Re-registered as G-LUXX G-EFFH Became D-EFFH 01.07.21

G-RAJA Raj Hamsa X'Air 582(2) BMAA/ Cancelled as Permanently WFU G-EODE Became D-ETPD 27.07.21
HB/118 (Permit to Fly expired 23.09.18) G-IIPZ Became YR-CAP 23.05.17
G-RNHF Hawker Sea Fury T.Mk.20 ES3615 Re-registered as G-BCOW (badly G-NHVE Became PR-OTQ 08.21
damaged in crash near Yeovilton, G-NISA Became I-AACC 08.21
Somerset 28.04.21)
G-RAYM Became D-EJAR 26.07.21
G-SMEG Cessna 172S Skyhawk SP 172S10723 To Czech Republic as OK-PTR G-REDR Became EC-NSK 11.21
G-SNAL Cessna 182T Skylane 182-82123 To Sweden G-REDT Became EC-NSL 11.21
G-TAWO Boeing 737-8K5 37255 To Canada as C-FYJO G-SPEY Became F-HSCB 27.10.21

G-TAWW Boeing 737-8K5 41663 To Canada as C-FYUW EI-CRG Became OK-RCE 06.09.21
EI-IMP Became LZ-MAA 11.21
G-TCAA Leonardo AW169 69038 To South Korea
M-ABJT Became YR-1ZB 07.21
G-TUKG Boeing 737-8KN 29636 To Guernsey as 2-KUTG
M-ABJU Became YR-1ZC 07.21
G-VIVI Taylor JT.2 Titch PFA 060- Cancelled as Permanently WFU M-ABKG Became YR-1ZA 07.21
12045 (Permit to Fly expired 21.02.06.
Crashed on take-off at Great Oakley, 2-CFFV Became 9N-ANM 09.20
Essex 02.07.05) 2-SAAY Became N550GJ 16.11.21

WWW.AVIATION-NEWS.CO.UK 73
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Did you know?

Expunging the
Demon! Curator emeritus of Seattle’s

A
lthough the history of practical
Museum of Flight Dan Hagedorn aviation is just over 118 years old,
the subject has already become
explains how a misinterpretation led littered with minor mysteries, folk
legends and errors that often replace facts.
to the Curtiss CW-21 interceptor One thing that perplexed me for many years
was the origin of the alleged ‘popular name’
being dubbed the ‘Demon’ that has followed Curtiss-Wright’s Model

Above left: Page 22: a scan of the original annotated Curtiss-Wright Airplane Model Designations document held by Seattle’s Museum of Flight
Museum of Flight

Above right: A close up of the ‘CW-21 (Demonstrator)’ note that solved the mystery behind the moniker that followed the type into the 21st century

Below: The Demon(strator)! The prototype Curtiss-Wright CW-21 – NX-19431 – prototype gets ready
for a test flight from Wright Field in Dayton, Ohio in late 1938 All images Curtiss Wright unless stated

76 AVIATION NEWS FEBRUARY 2022

21 into the 21st century long after the type
disappeared from the skies.
Designed and built by the firm’s Missouri St
Louis Airplane Division in 1938, this elegant,
fast-climbing fighter is almost universally
identified as the ‘Demon’. To most, it seems
only logical that the type should have an
acknowledged name – after all, nearly all
the manufacturer’s aircraft did, including
those from the St Louis division. For
example, its equally elegant looking Model
19R was dubbed Sparrow, while Falcon was
chosen for its sleek, all-metal Model 22.
One document
With this in mind, I set out to trace the
genesis of Demon, including scouring
the relatively few existing Curtiss-Wright
documents; yet not a single example has
surfaced linking the use of the moniker to
the Model 21. Similarly, a search of the few
pre-World War Two titles that mention the
aircraft did not reveal any use of it either.
The first such references it seems are
post war – and therein lies a clue. More
WWW.AVIATION-NEWS.CO.UK
Above left: This in-flight study of CW-21
NX-19441 shows off the type’s ‘wasp waist’
profile. Powered by a 1,000hp, air cooled
9-cylinder Wright R-1820-G5 radial, the CW-
21 boasted a maximum speed of 315mph
Above right: The elegant lines of the CW-21 are
evident in this view of NX-19441 during a test
flight in early 1940 with noted Curtiss-Wright
test pilot Bob Fausel at the controls
recently, while conducting research to
complete the late Francis Hale ‘Diz’ Dean’s
book Curtiss Fighters 1917-1948, I came
across a 29-page document held in the
Museum of Flight’s collection titled Curtiss-
Wright Airplane Model Designations. It
was last revised on January 15, 1946. It
quickly became apparent this had served
as the primary source
for the firm’s model
designations published
in the late Peter M
Bowers’ Curtiss Aircraft
1907-1947 in 1979.
Studying this fascinating
record soon revealed
it had been produced retrospectively; the
author had clearly used reputable Design
Numbers, and chronologically filled the
gaps as best he could. So, the first design is
listed as the JN-4A ‘Jenny’ when, as is well
known, Curtiss had produced numerous
aeroplanes before it. It also became evident
that the wordsmith routinely used standard
abbreviations throughout for specific
aircraft. Comprising several columns, the
first is the so-called ‘Design Number’. This
is followed by two more labelled ‘Type’ to
denote role, fighter, trainer etc, and ‘Model
Designation’ respectively. The latter is then
divided into two – ‘Primary’ and ‘Alternate’.
An abbreviation…
Under Primary there were at least five noted
aeroplanes that had served as demonstrators
for well-known production machines.
The Curtiss-Wright St Louis designs,
apparently added to this master listing as
an afterthought, had been inserted more or
less sequentially among those coming from
the firm’s Buffalo, New York division. With
this find, it was easier to understand what
had happened. On page 22, I came across
“It also became
evident that the
wordsmith routinely
used standard
abbreviations
throughout…”
“Design 21” – the 1938, St Louis-
built prototype pursuit aeroplane
carrying the registration NX-19431. In the
Primary column of the Model Designation
block, the notation simply read: ‘(Demons)’.
The entry was not a designation or popular
name, but rather, an abbreviation describing
its function – a Demonstrator! This is borne
out by the fact that the term appears after
this entry only; the columns relating to
the production Model 21s for the Chinese
Nationalist Air Force, the proposed Model
21-A, and the two dozen 21-B airframes
for the Royal Netherlands East Indies
Army Air Force are blank. So, we arrive at
what is certainly the truth in this one small
instance… the ‘demons’ tormenting Curtiss’
Model 21 are no more!
77
Spitfire salute

Evolution of an Editor Jamie Ewan

icon
reports from Imperial
War Museum
Duxford’s unique
salute to chronicle
the development
of the indomitable
Supermarine Spitfire
78 AVIATION NEWS FEBRUARY 2022
 Above: Having been kept out of public view for nearly a decade, The Fighter Collection’s Spitfire
MK.22 project – PK624 – is just one of the highlights of the ‘Spitfire: Evolution of an Icon’
exhibition

Main photo: Eleven of the 12 Spitfires on show in Duxford’s AirSpace hangar. Clockwise from
bottom left, they are Mk.I N3200 and AR213, Mk.Vbs BM597 and EP120, Mk.Vc JG891, Mk.IXb
MH434, Mk.VIIIc MV154, T Mk.IX PV202, PR Mk.XI PL983, Mk.XIVe RN201 and FR Mk.XIVe MV293
– all of which are airworthy All images KEY-Jamie Ewan

T
he Imperial War Museum (IWM)
at the historic Cambridgeshire
airfield of Duxford has opened
its doors on a new exhibition
showcasing the largest gathering of
Supermarine Spitfires under one roof in
modern times.
Often called “the home of the Spitfire”,
Duxford was the base where the first
examples to enter RAF service with 19
Squadron were delivered in 1938. Since
then, the stories of both Duxford and the
Spitfire have become entwined and on
December 27, 2021 a new chapter was
written when this latest exhibition was
unveiled. Today, Duxford hosts the greatest
range of different Spitfire marks anywhere
in the world and until February 20, 2022,
‘Spitfire: Evolution of an Icon‘ boasts “the
largest display of these historic aeroplanes.”
Synonymous symbol
Bringing together 12 seminal examples of
the elegant machine ranging from Mk.I
through Mk.22 chronologically side-by-
side in IWM Duxford's award-winning
AirSpace hangar, the exhibition – which is
free with entry to the museum – intricately
reveals how the type underwent continual
refinement in order to keep pace with
German aircraft development. In doing so,
the Spitfire became a fighter for the ages
that dominated the skies and influenced
military aviation for many generations.
With a programme of tours, talks, events
and family activities accompanying the
exhibition throughout its duration, ‘Spitfire:
Evolution of an Icon’ delves even deeper
into the aeroplane’s history.
The brainchild of the incomparable
Reginald Joseph Mitchell (better known as
R J Mitchell), the Spitfire – characterised

WWW.AVIATION-NEWS.CO.UK 79
Spitfire salute
Right: The IWM’s own Spitfire Mk.Ia, N3200,
was delivered to 19 Squadron at Duxford in
April 1940. The aircraft was lost during its
first operational mission on May 26 while
being flown by Squadron Leader Geoffrey
Stephenson over Dunkirk

Below right: Known the world over, the Old

Flying Machine Company’s Mk.IX, MH434, is
regarded by many to be most famous Spitfire
of all. Of more than 22,000 ‘Spits’ built, some
5,656 were Mk.IXs, making it the most widely
produced variant of the type

by its graceful curves, elliptical wings

and powerful Rolls-Royce engine – has
remained a British icon since its heroic
efforts during the Battle of Britain in 1940.
As IWM curator Adrian Kerrison noted:
“The Spitfire became synonymous with
hope and protection as the threat of
German invasion loomed heavy over Britain.
The aircraft captured the hearts of the
home front to such an extent that members
of the public from across Britain and the
Commonwealth would dig deep into their
own pockets to fund their production, and
the love for them has not subsided since
they were first produced.”

The one and only

The only Allied fighter to be in production
before, during and after World War Two,
the ‘Spit’ traces its lineage back to the
British Air Ministry’s 1931 specification
F.7/30 disclosing the need for a fighter
armed with four machine guns and capable
of flying at 250mph. When the first Spitfire
– K5404, then dubbed the Type 300 –
took to the air on March 5, 1936, it boasted
a 950hp Rolls-Royce Merlin C engine and
a top speed just shy of 350mph. Twelve
years later when the last airframe, Mk.24
VN496, rolled off the production line on
February 20, 1948, it had a 2,035hp Rolls-
Royce Griffon 61 and a speed of 454mph,
such was the frenetic pace of development
during the war. In all, more than 22,000
Spitfires were produced across 24 marks
and 50 subvariants – a testament to R J
Mitchell’s robust and adaptable design.
Kerrison said: “It’s a great honour for us
at IWM Duxford to know that we’re not
only the location from which the first
operational Spitfire squadron flew, but
that we can now bring together so many
of them in one place for the first time and
enable visitors to get up close and learn
more about this icon of victory. This has
been made possible thanks to a number
of private owners who have loaned their
Above right: The Fighter Collection’s LF
Mk.Vb EP120 is one of the most credited
historic airframes left in the world with seven
confirmed ‘kills’
Right: Making its first official public outing
since returning to the UK in 2019, Aerial Speed
Icons’ Rolls-Royce Griffon 65 powered Spitfire
Mk.XIVe RN201 wears the distinctive markings
of a 41 Squadron Spitfire MK.21 that took part
in the 1947 Blackpool Air Race

80 AVIATION NEWS FEBRUARY 2022

 Left: Getting up close and personal, IWM’s
‘Spitfire: Evolution of an Icon’ exhibition takes
you into the heart of the remarkable and
radical development of what has been often
referred to as the most significant aeroplane
of them all

Below left: One of a trio of Mk.Vs on show,

BM597 of the Historic Aircraft Collection
wears the markings of the Spitfire Mk.IIb that
Wg Cdr Piotr Łaguna of the Polish 303 Sqn
was flying (P8331/RF-M ‘Sumatra’) when he
was killed over France on June 27, 1941

Spitfire to IWM for the duration of the

exhibit.” The 12 Spitfires on show are:
IWM’s Mk.I N3200, a machine originally
delivered to 19 Squadron at Duxford in
April 1940; Comanche Fighters’ Mk.I AR213,
which was once the personal mount of
Spitfire ace James Harry ‘Ginger’ Lacey; the
Historic Aircraft Company’s Mk.Vb BM597
in the colours of 303 Squadron’s Wing
Commander Piotr Łaguna; The Fighter
Collection’s (TFC) clipped wing LF Mk.Vb
EP120, one of the most credited historic
airframes left anywhere in the world with
seven confirmed ‘kills’; Comanche Fighters’
249 Squadron marked 1942-built Mk.Vc
JG891; The Old Flying Machine Company’s
Mk.IXb MH434, often regarded as the most
famous example surviving today; Max-
Alpha Aviation’s Mk.VIIIc MV154, which was
delivered to the RAF by noted Air Transport
Auxiliary pilot Mary Ellis; the Aircraft
Restoration Company’s (ARCo) twin seat
T Mk.IX PV202 or PT462 (depending
on flying/conservation needs); ARCo’s
PR Mk.XI PL983 – better known as the
‘NHS Spitfire’; Aerial Speed Icons’ Spitfire
Mk.XIVe RN201, a former Belgian Air
Force example; TFC’s Rolls-Royce Griffon
65-powered FR Mk.XIVe MV293; and TFC’s
Mk.22 PK624 – an ongoing restoration
project making its first public appearance
in almost a decade.
Although not on show with the dozen
mentioned, IWM’s F Mk.24 (VN485) is on
display in the main hall of the AirSpace
hangar. With the chance to get up close
and revel in the type’s progression, visitors
will also find information about how each
Spitfire cemented its place in history. IWM’s
‘Spitfire: Evolution of an Icon’ takes you to
the heart of the remarkable development
of what has been called the most
significant aeroplane of all.
Above left: Emblazoned with more than 6,700
hand-written names as part of the Aircraft
Restoration Company’s ‘NHS Spitfire Project’,
Spitfire PR Mk.XI PL983 – nicknamed ‘L’ –
forms part of the exhibition
Left: The development of the Spitfire is evident
in this view of IWM’s ‘Spitfire: Evolution of an
Icon’ exhibition

For more information about

the exhibition, visit:
www.iwm.org.uk/events/
spitfire-evolution-of-an-
icon, or scan the QR code

WWW.AVIATION-NEWS.CO.UK 81
 February 2022
Volume 84 No 2
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this elegant narrow-body twin-jet (above) tick?
Phoenix Lightnings
Equipped with nine English Electric Lightnings bedecked with red and white checks,
The Firebirds were one of the RAF’s most eye-catching aerobatic teams of all time. We
recall their halcyon days
In the name of science
NASA operates two Lockheed ER-2s as high-altitude flying laboratories – but what’s
involved in flying these unique civil research platforms? Aviation News finds out
Dutch Wildcats
Celebrating 25 years of service, we delve into the world of Royal Netherlands Air Force
Aérospatiale Cougar operations with 300 Squadron out of Gilze-Rijen Air Base
Sons of Transport – The French chapter
As France prepares to retire the last of its faithful C-160R Transalls, we review how the
French Air and Space Force prepared its Airbus A400M Atlas (below) fleet for war. But is
it a worthy replacement?
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