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Vol 41, No 3
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/! Morc h 2008

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o 8A777 crash at Heathrow.
o Record year of orders for Airbus
and Boeing . Delta in merger
Airorafil talks . Orders, airports, routes
and aircraft
llluslsaled
is 40! PLUS! A special report on the
roll-out of the ARJ 21, the
This month marks the 40th
Chinese airliner with high
anniversary of A ircraft lllustrated,
Typhoon airborne . New 22 Presenotion
hopes of major success
the UK's longest-running
missile test-fired from QF-4 Funding b.:':.: ': - ' :-= :3-29.
Yak-30flies - :
. and all the international
monthly aviation magazine.
We've put together a bumper
l6 lhilitory military aviation headlines Starlineric :€'::1. - -l10.and
USAF returns some F-15s other majc'. ':=-: : -::::vation
birthday section ofthis issue,
including Peter R. March's
to flight . First Tranche 2
memories of 40 years of Al
reporting, reflections on 40 years
in military and civil aviation,
preservation and airshows, and
40 of the biggest moments
in aviation over the last four
decades as covered byA/.The
celebrations start on page 51 .

4 Contribufors

6 4oyears oi AI
Starting the magazine in style
this month with 40
-
Ai rc raft IIIu strated covers
from 40 years

Have your favourite magnzine

delivered direct to you!

!_lircffi
 ANNIVERSARY SPE CIAL
tl
A bumper section to mark the 40th anniversary of Aircraft lllustrated,
with special features and archive material

52 40 yeors of... Reporting

PETER R. MARCH

Our longest-serving contributor, the only person to have had

something published in every issue, looks back at four decades of
reporting for this magazine

28 Dreonliner deloyed Ihe oges of Conrorde

8EN DUNNELL Exclusive artwork centrespread
Boeing's bosses have had to deliver more bad news
about the 787 programme. What's the way forward for 60 40 yeors of... Civil
the troubled Dreamliner? BRUCE HALES-DUTTON

'Heated debates about airport

32 Eyes of Jopun expansion, the appearance of the
RICHARD COOPER world's largest airliner and calls for
The Japanese Air Self Defence Force's RF-4E Phantom more fuel-efficient engines. Yes, it's
lls and their unique range of recce roles
PLUS!
-
Air-to-air photography by Katsuhiko Tokunaga
1968..;

54 40 yeors of... lUlilitury

40 New Yorlg Newurk JON LAKE
GEOFF JONES
'The four decades since 1 968 have
An airport so good they (almost) named it twice. We
been a time of small, unspectacular
report from Continental's hub in New Jersey
incremental progress, rather
than of dramatic step changes in
44 Steolth su((ession performance or capability'
LAWRENCE SPINETTA

The USAF prepares to make the transition from one

stealth aircraft to another, as the F-1 17 gives way to the
of ... Preservolion
F-22 PLUS! Air-to-air photography by AndyWolfe
f,1,13,I""rs
- 'ln 2008, it is perhaps difficult to appreciate the extent to which the aircraft
preservation scen€ was still in its relative infancy 40 years ago'

72 40 yeqrs of... Aitshows

FREE 9UPPLEII'IENT! JOHN DUNNELL

is a wonderful thing, todayt shows are more than capable of

'Whilst nostalgia
matching the standards set by their predecessors'

77 40 yedrs of... Aviqlion

I ,BLACKJACK'IS BACK 40 moments from 40 years of aviation history, as covered by
The somewhat chequered story oftheTu-160 Aircraft lllustrated

r JERSEY AIRPORI
The resurgence ofthe Channel lslands gateway 98 40 Greolest Airrrsft
A look back at part of A/'s countdown of the greatest aircraft of all time
r AIR CANADA
One of North America's best airlines
ContenE subject to change 99 And finolly...
The lighter side of A/'s 40 years
Alruaft
March 2008

Managing Editor: Allan Burney

Vol4l No3

(allan.burney6ianallanpublishing.co.uk)
Contributions
Ed(or al Contibutions The Edtor is pleased to receive
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Commissioning Editor: Richard Cooper news stor es, letters and photoqraphs {id€ally high
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(ben.d unnell@ia na llan publishing.co.uk) beusedwr ber€lurnedif:ccomp.niedbyastamped

Administration: Amy Bridges
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_t_.: AIrcMfi Life begins ot...
Welcome to this very special issue of Aircraft lllustrated
m and thank you for joining us as we celebrate our 40th
anniversary. It is with great pride that we reach this

il milestone, an achievement that confirms our position as the

UK's longest-running monthly aviation magazine, a proud
accolade that all our readers, new and old, have helped make

ild
possible. As is vibrantly illustrated in this month's special
anniversary features (and by the'every cover tells a story'
spread alongside), four decades represents an eternity in
aviation and we hope you find our trip down memory lane
as fasclnating and enjoyable as we found compiling it. So
much of the industry is unrecognisable from the day when

tr' Hifbmft
*
Aircraftlllustratedfirst hit the shelves back in 1968... but so
much of it is also stillfamiliar. I am privileged to have worked
on the magazine for 30 of those 40 years, and when I first
joined, we were still scribbling out our articles with the Mk1
Biro, liberally assisted with volcanic amounts of Tipp-Ex. The
freedom and flexibility that desk-top publishing offers today

IiI
was then an unthinkable nirvana and while we may look back
at some of the past issues with affectionate amusement, we
have to remember that they were magazines of their times.
The future is shaped by the past and magazine publishing is
no exception. Editors have come and gone (and here lwould
like to add a personal note of gratitude to Martin Horseman,
who somehow recognised that a skinny long-haired youth
had a future in publishing), but one name that has been
-?1'ilr
constant from the very beginning is that of Peter R. March.
Quite simply, Peter's contribution as a writer/photographer/
advisor to Aircraft lllustrated has been immense... and over
40 years he has never missed a single deadline! With this
issue, Peter has decided to hang up his keyboard and bow
out of his monthly'Airview'column, but fear not
- he will
I still be writing regularly for us. Another editoriai name
who is moving on, but of whom we most certainly have not
heard the last, is Richard Cooper. Over the Iast 1 0 years,
Aircraft lllustroted (and more recently Combat Aircraft) has
benefited hugely from Richard's boundless enthusiasm,

T drive, knowledge, humour and photography. Many thanks

to both
- it has been a real
adventure and an honour to
work with such dedicated
tr professionals. That leads us on
to one more announcement
that is appropriate to make
in this anniversary issue, and
that is the appointment of Ben
Dunnell as Editor. A long-time
contributor, over the last four

#
H
years, Ben has brought his
considerable knowledge to bear
on Aircraft lllustrated and we
would like to congratulate him

Ut on his new role. Exciting times,

l'm sure you will all agree. Now,
please sit back and enjoy this

a
special anniversary edition. We
can't wait for the journey to
conti n ue!

Allan Burney
Managing Editor

/M.l)
SPECIAT REPORT
hat a difference a year makes. ln
March 2007, British Airways was
one of the sharpest critics of
the Open Skies deal negotiated
by the EU and US. Yet, within 12 months,
BA was preparing to take full advantage
of the accord's provisions by launching
a new airline to fly between the US and
continental Europe.
The new subsidiary, called OpenSkies, will
fly under its own Air Operator's Certificate and,
subject to regulatory approval, is scheduled
to start operations in June. But at the time of
its announcement in early January, the details
were fairly sketchy. BA was unable to say what
fares will be charged, which New York airport
will be served and whether it will start the
planned daily flights from Paris or Brussels.
A BA spokeswoman explained that
uncertainty about the New York slot situation
made it impossible to sort out timings and
decide which of the two European cities should
be the operation's launch point. Earlier, Robert
Boyle, BAs commercial director, said slots had
been secured at Newark but admitted JFK was
preferred. New York's main airport, however,
faces problems with congestion, rising delays
and creaking infrastructure leading to a review
of the slot position by the airport operator.
FIRST OFF THE MARK
BA is still the first major European carrier
to launch an operation aimed at exploiting
the Open Skies accord, which from March
gives EU and US airlines access to cities in
Europe or the US. Before BA's announcement,
most of the attention had been focussed on
Heathrow, access to which was seen as the big
words: Bruce Hqles'Dufton prize secured by US negotiators. Airlines like
Continental and Delta have revealed plans to
move into what is already one of the world's
most congested airports. so far, though, the
only European carrier to do likewise has been
8la
Air France-KLM, which intends to fly between
Heathrow and Los Angeles. BA was first to seek
regulatory approval for its plans.
How will its rivals respond? Analyst Chris
Avery pointed out that American Airlines is a
BA partner in the oneworld alliance.'l wonder
what American thinks of its European routes
being trampled on by its partneri he mused.
But BA seems to have stirred up trouble closer
to home. lts 3,000 pilots are concerned that
OpenSkies, which is recruiting externally but
is also expected to use some mainline pilots,
will put the BA brand at risk by employing
less experienced crews. They also fear its pay
scales could even drag down those on the BA
mainline.
Because BA's announcement pre-empted
talks with the British Airline Pilots'Association
(BALPA), the pilots' representatives were
apparently taken by surprise. This has done
little to ease their suspicions, but BALPA
general secretary Jim McAulan said:'The new
subsidiary can only fly successfully with the
full support of BA's pilot force. We have issues
with BA on how the new services should be
structuredi A BA spokeswoman told Aircraft
lllustroted in mid-January that talks with
BALPA were'ongoing.'
Some observers thought it ironic that BA
should now be preparing to take advantage
of the (albeit limited) liberalisation resulting
from Open Skies, but the BA spokeswoman
disclosed that BA had been contemplating
the move for about a year and that planning
had actually started before the accord had
been finalised. She said:'lt presented us with
an opportunity we'd not had before: to fly
between points in the US and EU. We have a
strong brand presence in both.'
Until the announcement, BA's new
initiative had been known internally as Project
Lauren.That, explained the new operation's
managing director, Dale Moss, was because
'Lauren happens to be the name of my first
granddaughter'. Previously BA's director of
worldwide sales, Moss added:'This airline is
very much family to me.'
OPENSKIES AIRCRAFT
OpenSkies will operate initially with one
Boeing 757 transferred from its parent's fleet.
A second will be added later in the year to
enable the subsidiary to operate from both
Paris Charles de Gaulle and Brussels. Other EU
cities under consideration include Frankfurt,
Amsterdam, Milan and Madrid. Possible
additional US destinations include Boston and
Wash ington.
BA has earmarked two 757-236s from
its mainline fleet for the operation. They are
G-BPEJ and G-BPEK, construction numbers
25807 / 61 0 and 25808/665 respectively.
According to Dale Moss:'Our plan is to operate
six aircraft by the end of 2009, originating in
the New York area and flying to a range of
destinations throughout Europe.The'planes
will be efficient and proven 757s with a
redesigned travel ler-friendly cabin configured
in three classes: business, premium economy
and economy.'
The business class cabin will have 24 seats
that convert into six flat beds.And when we say
flati Moss emphasised,'we mean completely
horizontali He claimed this will make OpenSkies
one of the only airlines in the market to offer
this feature. The 28 premium economy seats will
boast a 52in pitch which the airline insisted'is
also unique, redefining the premium economy
classl Added to the 30 economy seats on board,
this means that no more than 82 passengers will
be accommodated.'lt's all part of our vision for a
more personal flying experiencel Moss insisted,
adding:'l d like to say that OpenSkies is dedicated
to elevated customer carei BA, however, declined
to say what load factors are expected.
The new carrier's 757s will display
OpenSkies titles in dove grey lettering on
the forward fuselage, but its affiliation to BA
will be clearly evident from the wavy red,
white and blue tail stripes. The aircraft will
also feature retrofitted winglets intended to
improve fuel efficiency, cut CO2 emissions and
increase operating range.
HOW WIIL IT PERFORM?
BA chief executive Willie Walsh hailed the
launch of OpenSkies as 'an exciting new
venturei and said he was'confident it will be
a great success as we build on the strength
of BA's brand in the US and Europe'. lndustry
observers agreed that this would make it a
more formidable competitor to rival European
operators on their home turf than they might
be to BA if and when they start flying from
Britain to the US.
At the time, BA's carping about the accordl
terms was seen as nothing more than an attempt
to defend its grip on Heathrow. But, to some
degree, its objection was based on a beliefthat
the deal was rather one-sided and that the US had
gained more from Open Skies than it had been
prepared to give (see boxed item).
Perhaps, then, there's a touch of irony in the
moniker BA has chosen for its new subsidiary.
'By naming the airline OpenSkiesi said Walsh,
'we're celebrating the first major step in 60 years
towards a liberalised US/EU aviation market
which means we can fly between any US and
EU destination. lt also signals our determination
to lobby for further liberalisation in this market
when talks between the EU and US take place
later this yearJ
Well, perhaps. Only last year Walsh was
speculating that thls year! US Presidential
election, coupled with a change in the European
Commission in 2009, could stall progress on the
second stage ofthe Open Skies accord, the first
of which runs until 2010.
Meanwhile, opinions are divided on whether
or not now is a good time to be launching a
new airiine. Despite fears of a credit crunch in
the wake of the collapse of the US sub-prime
mortgage market and a decline in business
travel, BA seems confident. ButVirgin Atlantic,
which last year was talking about starting
trans-Atlantic operations from European cities,
seems to be having second thoughts. An airline
spokesman told ABTN, the online travel industry
newsletter, that Virgin was putting plans for a
premium-only airline bn ice'because, as the
situation stands, it would have to'be wound up'
in a year and a half.
One analyst who asked not to be named
told Aircraft lllustrated he thought OpenSkies
will'struggle'. Although its aircraft will come
from BA's own fleet, he considered the757
to be inefficient equipment for the type of
operation proposed'with fuel the price it isi
Observers also fret about the close correlation
between stock-market movements and the
business travel market.'BA is one ofthe first
to start worrying when business travel starts
to drop offi said one.
Most, however, seem agreed that it may be
a year or two before OpenSkies can be hailed a
success or branded a failure in the new world
of Open Skies.
al9
 il-ilrr{clvtt Jomie Hunter

BA 777 crcrsh-ldnds

Air transport safety concerns came a little too
close to home on 17 January when a British
Airways Boeing 777 -236 (G-YMMM) dramatically
crash-landed at London Heathrow. The aircraft
was operating flight 8A038 from Beijing, China,
and appears to have suffered engine power loss in
the final moments of the flight, causing it to touch
down on the grass short of runway 271, coming to
rest on the runway threshold.
AII 1 36 passengers were evacuated on
emergency slides and only three suffered minor
injuries
- it appears to have been a textbook
operation by the BA cabin crew.The airline was
quick to praise all 16 staff members aboard
the aircraft, and their actions helped prevent
this incident escalating into a major disaster.
However, many passengers were surprised that
the flight deck crew didn't make even a brief
announcement to brace, or make them aware
that an emergency had dramatically developed
in the final moments of the flight.
The aircraft was on final approach to 271 under
the control of senior first officer John Coward when,
according to the initial Air Accident lnvestigation
Branch (AAIB) report,'the auto-throttle demanded
more thrust from the (two Rolls-Royce Trent 895)
engines, and they failed to respondiThis caused
airspeed to bleed offand the aircraft progressively
adopted an unusually nose-high attitude as it clawed
for lift to make it to the airfield.The report added that
that despite further demands for increased thrust
from the auto-throttle, and the flight crew moving
the throttle levers, the engines did not respond.The
slowing aircraft limped over the perimeter fence,
couldn't reach the runway, and touched down on
the grass on the extended centreline of 271. The
aircraft only skidded a short distance (about 350m)
following touchdown on the grass, suggesting that it
was probably close to stalling speed.
Capt Peter Burkill paid his tribute to his crew
at a news conference:'Flying is about teamwork
and we had an outstanding team on board. As
captain of the aircraft I am glad to say that every
member of my team played their part expertly.
No one more so than my senior first officer, John
Coward, the handling pilot on the final approach.
He did the most remarkable jobl
The main landing gear dug into the soft
ground as it touched down, ripping off the right
main wheels and forcing the left main gear up
through the wing root. lnspection ofthe engines
suggested that they were stationary or at very low
power settings upon impact with the ground.
The incident is remarkable in nature.The flight
crew clearly ran into the trouble very late into the
approach and had little time to react, only declaring
an emergency late on finals. lf the power loss had
occurred earlier then the incident could have been
catastrophic. British Airways operates 43 Boeing
777s,and around 667 are in operation around the
world.The aircraft has an excellent safety record,
without a single hull loss to date. Experts are still
trying to assess the reason for the power loss, and
fuel contamination is understood to be one option €lockwise from top left:
being evaluated. Weather or a multiple bird strike
The damaged British Airways Boeing777-236,
are not understood to be factors being considered. G-YMMM, on the grass short of runway 27L at
British Airways has praised its staff and indeed Heathrow. PA Photos
the pilots who seem to have done an excellentjob
Firefighters douse the sfticken 777, with the escape
in the dire circumstances. Some eyebrows have
thutes visible. PA Photos
nonetheless been raised that the Boeing 777 fleet has
not been grounded or restricted in operations, given The short distan(e in which the 777 came to a halt
that the accident is probably being attributed to a indicates that its airspeed must have been very low
when the crash-landing was accomplished. lan Black
technical failure. However, we will not truly know the
facts until the full investigation has been completed. The removal operation proceeding at night. PA Photos

Virgin scrops oll-premium plons Euro flight surge

Virgin Atlantic has abandoned immediate plans to launch an
all-premium trans-Atlantic operation from mainland Europe, claiming
that the lack offollow-on Open Skies progress has rendered the
venture too risky. Last summerVirgin, outlined its intention to launch
all-premium services between contlnental Europe and the USA during
2008, but CEO Steve Ridgway said that aircraft and product challenges
made it uncertain whether the carrier would go ahead with the move.
The carrier has now confirmed that it has abandoned the
plan, with an airline spokeswoman saying:'Virgin Atlantic can
confirm that it has put on hold its plans for a business-only carrier
operating between key European cities and New York. With no
progress being made on the crucial next stage of the Open Skies
talks, it would be too risky to start this new venture with the
likelihood that the first stage of Open Skies could be reversed in
2010. Our plans will remain on ice until there is clearer progress.
Virgin Atlantic would like to see European carriers being allowed to
fly onwards within the USA as soon as possible, as US carriers will
be allowed to fly onwards within Europe from March 2008.'
The Eurocontrol organisation has revealed that the number offlights in Europe
surged to approximately 10 million in 2007, an all-time high and an increase of
5.3 per cent on 2006. Average daily traffic wa s pul al27 ,676 flights compared to
26,286in 2006.Traffic growth has been strongest in eastern Europe, with several
states seeing growth near 20 per cent, while Finland, Sweden, Azores and the Canary
lslands posted results lower than the European average.
The reason for the increase is placed at the door ofthe low-cost carriers (up 25 per
cent) and business aviation (1 0 per cent), which together accounted for nearly all the new
flights. Delays are also on the rise, affecting 1 1 per cent offlights, up from just under 1 0 per
cent in 2006. Most of these delays are attributed to the airlines, with l6 per cent coming
from airports, 1 2 per cent from en route factors and only 9 per cent from weather. Air
traffic flow management delays caused by ATC capacity, staffing, weather and aerodrome
capacity increased from an average of 1.9 minutes perflight in 2006 to 2.1 minutes in 2007.
Eurocontrol Director General David McMillan warned that air trafflc control is operating at
capacity in some places with a real risk of significant delays this summer.
The number of flights in 2008 is expected to rise 4.2 per cent, with major
growth in the Adriatic coast region and in Poland and the Baltics and low cost
airlines accounting for 20 per cent of all flights.

10tE
Big yecrr for Airbus
crnd Boeing
Moior monufocturers onnounce record 2007
Airbus and Boeing have both announced significant sales successes in 2007.
Airbus recorded another blockbuster year with deliveries of 453 aircraft, 19 more
than in 2006 and 1 2 more than Boeing. The European manufacturer racked up a
record 1 ,341 net orders worth 51 57.1 billion, slig htly less than Boeing s 1,41 3 net
orders.They both now have the sobering challenge ofdelivering these on time.
Airbus made a stunning recovery from its troubles in 2007, with its 4380
entering service flawlessly with Singapore Airlines and the A350XWB winning
the prized Emirates order. During the year it delivered 367 A320family
aircraft, six 4300 freighters, T9 4330/A340s and one 4380.The firm net orders
comprised 9'13 4320 family aircraft,405 4330s/A340s/A350s and 23 4380s.The
A350XWB has really come good and is provlng popular with 292 firm orders.
The end of 2007 saw Airbus reaching a backlog of 3,421 aircraft,
representing six years of production and the highest backlog ever in aviation
industry. The company expects to deliver more than 470 aircraft this year, with
orders'above' that figure.
Embrqer sets delivery record
Embraer's 61 fourth-quarter 2007 deliveries boosted its year total to 1 69 aircraft, up
30 per cent on 2006 and a company record. The Brazilian manufacturer delivered some
45 commercial aircraft in the last quarter of 2007, taking the 2007 tally to I30 commercial
aircraftcomprisingsevenEMB-145s, 11E-170s,34E-175s,68E-l90sand10E-195s. ltsfirm
backlogasof3l Decemberwasawhopping518.8billion,with51.1 billionofthishaving
been announced at the Dubai Air Show in November. ln 2008, the company expects to
deliver about 195 to 200 aircraft in total and about the same number in 2009.
Boeing smashed its previous commercial aircraft sales record in 2007,
with 80 customers placing orders for 1,413 aircraft. The manufacturer
topped the 1,000-0rder mark for the third consecutive year after posting
1,005 orders in 2005 and 1,044in 2006. lt set sales records forthe Boeing
787 and 737, while rhe747,777 and767 programmes also passed order
milestones. The 2007 orders take Boeing's backlog close to Airbus at
around 3,400.
fhe737 had a bumper year, setting a third consecutive annual record
with net orders for 846, breaking the previous tallies of 729 net orders in 2006
and 569 in 2005. The type (originally launched in 1 965) passed the 7,000 total
order mark last year, underscoring the longevity ofthe design.The 787 also
enjoyed a record-setting year despite the delays that have been announced,
clocking up 369 orders in 2007. Boeing freighters also enjoyed a third
consecutive record sales year, with 83 gross orders for cargo aircraft in 2007 ,
up from 81 in 2006 and 74in2005.
UK ROUND.UP
Ryonoir bose of Bournemouth
Ryanair has chosen Bournemouth Airport as its newest base, with
the airport having won in competition against other airports in
Europe to become the carrier's 24th European base. From April,
Ryanair will base a Boeing 737-800 there to operate to Malaga,
Murcia, Nantes, Palma and Wroclaw as it increases capacity to fly
one million passengers per year from Bournemouth.
However, Ryanair's proposalto establish operations at
Milan Malpensa have been rejected by airports operator SEA,
which is 84.5 per cent controlled by the municipality of Milan.
The carrier unveiled plans in September to set up a base at
Malpensa with up to 12 aircraft operating on 50 European and
'10
domestic routes in response to Alitalia's plan to reduce its
presence at the airport as part of a reorganisation effort.
Flybe fronchise deol with Logonoir
Flybe has announced a franchise agreement with Scottish
airline Loganair that will see the latter take to the skies in
Flybe colours from 26 October. Airline chiefs have said that
the deal will deliver more UK and European flight connections
to passengers in Scotland. Loganair provides services
throughoutthe Highlands and lslands with a fleet of Saab
340s, lslanders and Twin Otters, while Flybe flies from four
Scottish airports.
The new franchise will not affect the 40 per cent core
fares discount given to passengers from Orkney, Shetland, the
Western lsles, lslay, Jura, Caithness and North-West Sutherland.
But, Flybe CEO Jim French said:'This landmark agreement, the
first time a low-cost carrier has entered into such a franchise
arrangement, is an exciting development in the evolution
of the low-cost model and one which Flybe sees as a valid
strategic option for the future. lt is also a win-win for both
airlines. For Flybe, we will see our presence in the key Scottish
market greatly enhanced and will benefit from increased
passenger traffic into our existing network. For Loganair, the
alliance is a major opportunity to bring the recognised brand of
Europe's Iargest regional airline and the benefits of the low-cost
model to hundreds ofthousands of passengersl
Flybe has now announced the launch ofa newthree
times daily service from Aberdeen to Gatwick, the airline
having been in talks with Aberdeen Airport since BA
announced it was axing the service last year. lt will begin
operating the service from 30 March with an Embraer 195.
all 1
il-flrlClvlt
Virgin biofuel test
AROUND THE WORTD Virgin Atlantic is planning to fly one of its Boeing 747-4OOs
on a biofuel during a demonstration flight in February. lt will
be the first time that a commercial aircraft has operated with
Delto in merger tolks biofuel in-flight and is part of a major initiative among some
Delta Air Lines is holding talks with both Northwest Airlines and United Airlines about airlines and Boeing to discover sources of sustainable aircraft
a possible merger after the board of directors gave CEO Richard Anderson direction to fuel for the future.
explore options with both carriers. Northwest is shaping up as the most likely option TheVirgin Atlantic Boeing 747 willflyfrom Heathrowto
as Mr Anderson came to Delta from Northwest and knows both companies very well. Amsterdam on a demonstration flight, with no passengers
The two airlines'route maps are considered to be complimentary and Northwest would on board, using a sustainable type of biofuel that doesn't
enhance Delta with its extensive Asian network.The fleet issue is a difficult one compete with food and fresh water resources. The flight, in
- Delta's
mainly Boeing inventory would clash with Northwest's mostly Airbus fleet. lf they were conjunction with Boeing and engine maker GE Aviation, is
to merge, Delta would probably be the surviving name as Northwest is considered too part of Virgin's drive to reduce its environmental impact.
regional.
Both carriers have a relationship with the Air France-KLM group, which and may
have the last word on any merger and might already be involved in the negotiations. lt
is possible that AF-KLM would want a portion of the new merged airline and anti-trust
considerations will be considered along with the possible loss of service to small cities.
Any announcement will probably ignite other large mergers as carriers attempt to
reduce costs through consolidation.

Singopore Airlines lotest

The second production Airbus 4380 (c/n 005) was handed over to 5ingapore Airlines on
1 1 January in line with the latest delivery schedule. By the end of 2007, the first SIA 4380 had

accumulated over 1 30 flights and around 950 flight hours.The ajrline had to cancel 4380
fliqhtSQ22lasaprecautiononl0January,puttingpassengersonaback-upBoeing747-400,
after the a problem with the tow bar on the tug that was pushing the 4380 back off its stand.
The 4380 was disconnected and rolled into the grass and mud. When the aircraft came to a
stop, four wheels ended up offthe pavement, but the aircraft was not damaged.

Clickoir slows progress

Clickair may have carried 4.5 million passengers in 2007, in line with its business plan,
but full-year revenue came in lower than forecast according to CEO Alex Cruz. Speaking
rc Aircraft lllustrated, Cruz also confirmed the airline would scale down its planned fleet
expansion this year. Two new A320s are scheduled to be delivered in February and March,
but deliveries beyond that are being put on hold. The carrier ended 2007 with 23 aircraft
and had planned to increase that to 30 bythe end ofthis year.
Cruz says he favours a cautious approach in this difficult environment.'Our contracts
allow us flexibility, which also means we can add more capacity later in the year if the market
conditions improvei he said. However, he remains extremely pleased with the operational
side of the airline's first full calendar year, adding:'We ended the year with the lowest CASK
(cost per seat kilometre) ever achieved by a European low-cost carrier operating to main
airports: Clickair, which is 20 per cent controlled by lberia, will add some 1O routes this year,
including Barcelona to Asturias, Alicante, Brussels and Dubrovnik during February alone.

Londing on ice
Australian airline Skytraders has been awarded route authority from Australia's Civil
Aviation Safety Authority (CASA) to fly between Australia and Antarctica. The company can
now fly passengers from Hobart to the ice runway located at the Wilkins Aerodrome near
the Australian Antarctic Division's Casey Station. lt will carry scientists and other personnel
going to the station.
The flight is about four hours each way for the Airbus 43 1 9-1 1 5LR (VH-VHD, cln 1999,
formerly F-GYAS). The company had to demonstrate the ability to handle the unique flights
and often severe operating conditions. The aircraft must have sufficient fuel capacity to
safely make a return trip (there is no fuel in Antarctica) or be able to turn around in flight
should the weather turn bad. lt must also be able to complete the trip if it loses an engine.
The first historic trip took place on 1 1 January between Hobart and the blue ice runway
at Wilkins. The flight, with 20 passengers, took four-and-a-half hours one-way. The
A546-million ice runway took two years to build and actually drifts about 36 feet a year due
to glacial movement! Flights will not be open to regular passengers.

Passengers waiting to board Airbus A3t9-l 15LR

of Skytraders on the Antarctica ice. PA Photos
 SPECIAT REPORT
ARJ2I rolled out
Chino's AVIC I unveils new oirliner
he Shanghai Aviation lndustrial
Group's Dachang facility was the focus
of attention for the world airliner
market on 21 December when
AVIC I officially rolled out its all-new ARJ 21-
700 commercial aircraft,
China is looking to tackle the airline industry
head-on. In an effort to streamline production,
it is reportedly now seeking to re-merge its
Aviation lndustries of China (AVIC) | and ll plants
in order to better position itself to become a
major player in the sector.
Shanghai-based AVIC l's new ARJ 21-700 is
the go-seat first variant of the type, with a Iarger
1 05-seater -900 series planned to follow. The
ARJ 21 (ARJ standing for Advanced Regional.let)
w;
'.1
dates back to State Council approval in 2002. The
aircraft draws heavily upon Western suppliers,
with a Rockwell Collins Pro Line 21-based cockpit
avionics suite, a Sagem flight deck control system
to interface with the fly-by-wire system and its
twin General Electric CF34-1 0A engines.
The design ofthe ARJ 21 has been specifically
developed to meet performance parameters
required for the diverse and demanding
conditions in China, including the'hot-and-high'
airports at altitude in the west of the cou nty. The
ARJ 21 is intended to offer powerful take-off and
climb performance to best suit it for use at'basic
airports with short runwaysi
The first flight of the ARJ 2l is scheduled
to happen in the next few months (probably in
A"ti
March) and an intensive flight test programme
is planned in order to achieve Civil Aviation
Administration of China certification in 2009. This
will meet its first delivery commitment to launch
customer Shandong Airlines in September 2009.
So far, the ARJ 21 has notched up firm orders for
35 aircraft, for as well as Shandong the aircraft
has been chosen by Shanghai Airlines and
Shenzhen Leasing.
AVIC I has teamed up with Canadian
manufacturer Bombardier to develop the new
ARJ 21-900 version, as well as to establish long-
term strategic co-operation for the developmenl
of 90-149-seat commercial aircraft.This latter
version could be ready for service entry by 201 l,
and a further series of developments is likely to
include an extended range version as well as a
freighter variant.
The ARJ 21 marks the start of what are
huge plans for Chinese commercial aviation
manufacturing. The industry has taken a big
step forward with the ARJ 21, but larger aircraft
are very much part of the future picture as
the industry looks to challenge Airbus and
Boeing directly on the world market. Next on
the horlzon could be a I so-seat airliner, and a
formal announcement on thls latest project is
expected soon. Add to this the involvement of
Chinese firms in joint ventures with Western
manufacturers, and it is clear that China intends
to become a major'powerhouse'in this sector.
Top: The first ARJ 21 -700 was rolled out on 21
December with all the ceremony you'd expect for such
an occasion in China, PA Photos
Left: The design of the ARJ 21 has been optimised
for the Chinese market, but Western influenres are
very strong. So too is Western involvement in the
programme. PA Photos
at13
 .\
\ CIVIt
Orders! Orders!
I Air Pacific has ordered three additional
Boeing787-9s, making a total of eight. lt is
also taking three purchase rights.
I AWAS, the Dublin-based lessor, gave
Airbus a strong start to the year with an
order for 75 A320s plus 25 options. The
firm aircraft will bring its Airbus portfolio to
1 45 units, the manufacturer said. The deal
is valued at 56.9 billion at list prices. AWAS
currently owns and manages more than
320 aircraft and said it is one of the worldt
three largest aircraft lessors.
I China Airlines has signed up for 14
A350-900s from Airbus and taken another
six on option. China Airlines intends to start
using the A350XWB from 2015.
I LOT Polish Airlines has signed a
contract for 12 Embraer 175s plus two
options and 10 purchase rights. LOT will
l4lE
become the largest E-Jet operator in
Europe once the jets are delivered.
I Niki has converted 1 0 options for the
Airbus 4320 family into firm orders.The
aircraft will be delivered starting in 2010.
I 1
PrivatAir has converted a Boeing
787-8 purchase right into a firm order.
The company now has two 787s on firm
order plus one remaining purchase right.
According to PrivatAir CEO Greg Thomas,
'The ever-increasing demand from charter
customers for long-range, large-cabin
aircraft shows no sign of abating.'
I Brazilian carrier TAM Linhas A6reas has
firmed up its order for 22 43SOXWBs and
for four additional 4330-200s. The airline,
based in 56o Paulo, has furthermore
added another 20 A320 family aircraft to
the initial order.
I
ln brief
Air lronte-Kllll agreed in December to buy VLM Airlines,
the Belgian regional carrier and the biggest operator
at London City Airport. The takeover move, which is
subject to approval, defeated rival interest from British
Airways and was announced on Christmas Eve. This
makes Air France-KLM the dominant carrier at London
City, controlling almost half of all operations there. lt
also makes the French carrier the world's biggest airline
measured by turnover.
Ihe lroubled ATG (Aviation Technology Group) Javelin
light jet programme seems doomed. Most of the
company's employees have been made redundant and
funds appear to have dried up.
Aer Aronn has announced a franchise agreement with
Nex Aviation that will add jets to its fleet and four new
routes its network. The airline will wet-lease two
BAe 1 46-200s from Nex Aviation to launch new routes
to the continent, operating alongside Aer Arann's
current fleet of 4 ATR turboprops. New destinations of
Amsterdam, Bordeaux, Malaga, and Faro are all planned
from Galway and Waterford Airports from May.
Midwest Airlines announced that Skyway Airlines,
which provides regional services as Midwest Connect, will
cease flying before the end of March as operations are
transferred to SkyWest Airlines under the terms of a five-
year agreement that took effect last April.The latter will
use 5o-seat CRJ-200s as opposed to the 32-seat
Dornier 328Jets used by Skyway.
Howoiiqn Airlines may be forced to cancel its Airbus
order for six 305-seat A330-200s and six 322-seat
A350-800XWBS.The airline is facing an Airbus and
Rolls-Royce deadline to finalise the order but pilots
have not agreed to fly the new aircraft. The ALPA-
represented pilots are asking for a new contract that
addresses their concerns involving sick leave, rest
facilities on long-haul flights and other issues. Contract
negotiations have dragged on for over a year. The
company will not be able to move ahead with the new
aircraft without a new contract with the pilots.
Anslerdom Airlines is a new carrier being proposed by
former VLM owner Rosen Jacobson. The prospective low-
cost carrier is planning to lease Airbus A320s, although no
start-up date has been disclosed.
Yeli Airlines has teamed up with Air Arabia to fly low-
cost international flights from Nepal. Since 20 January, the
airline has operated to Sharjah using a Boeing 737-800.
It plans to add Doha, Kuala Lumpur and various cities in
lndia later. lt has received permission to operate to 14
destinations in Asia. This is the second joint venture for
fast-growing Air Arabia which will be a major shareholder
with more than 25 per cent of the stock.
SunExpress, the joint venture between Lufthansa
and Turkish Airlines, will open a third base in Turkey at
lstanbul Sabiha Gokcen this summer. lt will base two
aircraft there starting with the new summer schedule,
operating flights to eastern Anatolia and western
European destinations.
Iollowing lhe withdrawal of Polish airline White
Eagle from Dundee airport on 7 December, the
joint venture with Fly Whoosh ground to a halt,
stranding its passengers. Services to Birmingham and
Belfast ceased after the Polish carrier pulled out on
'commercial groundsl
PC# Ewansion l0r flight Sinulatur 2004

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 f[{Yir({MIITIARY Jomie Hunter

Ecrgles bcrck
in the crir
USAF returns mony F-l5s to flight
After over a month of grounding, the USAF returned a portion of its F-l 54 to D
Eagle force to the air on 8.lanuary following a directive from Air Combat Command
(ACC). The'limited return to flight'followed the completion of engineering risk
assessments and data received from fleet-wide inspections, but only about
60 per cent ofthe total Eagle force was cleared to return to flight operations.
ACC chiefGen John Corley received a briefing on the findings ofthe accident
investigation of the 2 November loss of a Missouri ANG F- l 5C that led to the
grounding, and also received feedback from Boeing and USAF structural experts.
A pilot climbs out of an F- l 5A Eagle from the Hawaii ANG's 1 99th Fighter Squadron
ln his announcement, he commented:Aircraft inspection results and counsel
at Hickam AFB on 9 January after flying a training mission for currency. This
from both military and industry experts have made me confident in the safety of followed the return to flight of some F-l 5A to D aircraft. USAF
a portion ofthe fleet. As a result, I have cleared those F-'l 5s to return to flyj
The aircraft that remain grounded do so because they are considered
not to meet'blueprint specificationsi according to ACC. One USAF insider USAF leaders have clearly used the F-1 5 grounding to their advantage
went as far as to say'many of these aircraft may never fly again: However it is in pushing for more F-22A Raptors. One senior USAF officer likened the F-15
believed that most ofthe F-1 5 force will be returned to operations over the grounding to the USAF'having a heart attacki
coming month. Structural experts from Warner Robins AFB have said that
cracks have been found in both the right and left upper cockpit longerons of IThe bad news for the F-1 5 hasn't stopped Boeing securing support
nine aircraft. A thinning ofthe longeron at a key stress point, possibly due to for the type. The Republic of Singapore has now announced a follow-on
a manufacturing defect, may be the root cause ofthe trouble. Replacement order for 24 mo(e F-15S examples, the company emphasising that age ls
longerons can be manufactured at Robins and retrofitted as required, but this the key factor in the USAF troubles and that newer F-1 5Es and derivatives
has a significant lead time. are not affected.

lqtest RAF upgrodes

BAE Systems has announced two key Royal Air Force combat aircraft support
deals over the last month. First up is an f84-million contract for the development
of Hanier GR9 Capability E. This comes as an addition to the costly f 500-million
GR9 baseline upgrade and builds on Capabilities A to D that are already being
implemented across the RAF fleet.
Capability E involves the design, development, integration and clearance of a
number of systems including software functionality for secure communications,
a replacement video recording system, modified Auxiliary Communications
Navigation ldentification Panel (ACNIP), the establishment of a second secure
communications channel and the introduction of Tactical lnformation Exchange
Capability (TIEC). As with the previous phases, Capability E will be introduced
to the Harrier force as part of the Harrier Joint Upgrade and Maintenance
Programme (JUMP) at RAF Cottesmore. Capability C, which includes Paveway ll+
and the Sniper advanced targeting pod, is currently being introduced across the
GR9 fleet, with Capability D bringing in the MBDA Brimstone anti-armour weapon
and Joint Reconnaissance Pod (JRP) by 2009. All remaining Harrier GRTs and T1 0
trainers should have been cycled through the basellne GR9/f12line byJune 2009.
TheTornado GR4/4Ais also in line for new BAE Systems upgrades under
the f200-million CU5(P), this standing for Capability Upgrade Strategy (Pilot).
CUS(P) will involve the design, development and integration of upgraded secure
communications and the introduction of a Tactical Datalink Capability as well as
the integration of Paveway lV. Capability A will provide the new communications
and Paveway lV followed by Capability B's datalink.

Seo King blqde upgrqde
completed
QinetiQ and ATEC (the AircraftTest & Evaluation
Centre) at Boscombe Down have completed the
t5.25-million Carson blade upgrade programme
on the Royal Navy Sea King HC4 fleet.The
retrofit of the new Carson main rotor blades
was completed under an Urgent Operational
Requirement (UOR) for the HC4s of 846 NAS
deploying to Afghanistan.The new system
generates an increase of up to 2,0001b in maximum
hover mass at high altitude plus a significant
increase in the maximum forward speed.
FR supports King Airs
Hawker Beechcraft has announced that FR
Aviation at Bournemouth lnternational Airport
is a new Authorised Service Centre for the
Beechcraft family of aircraft. This is likely to
directly relate to a new batch of King Air 350s
that the UK MoD has recently purchased for
Urgent Operational Requirements (UOR). Nigel
Guz, the company's business development
executive for Special Mission Aircraft,
commented:'FR Aviation is a key provider
of special-mission services and we see many
opportunities for closer co-operation.'
BAE receives JSF
contrqct
BAE Systems has received f 25 million
worth of funding for its participation in
the build of the first F-35 Low-Rate lnitial
Production (LRIP) aircraft. The contract
will see the manufacturer delivering the
aft fuselage and empennage (vertical and
horizontal tails) for two F-35A Conventional
Take-off and Landing (CTOL) variants of the
Lightning ll. JSF production is limited to
annual LRIP'lots' initially as manufacturing
increases towards full-rate production.

16lA
lYphoon Eurofighter Typhoon lPAT (serial 98+07), the first Tranche 2 aircraft, making its
initial flight at Manching on 16 January. Reinhard Bayer

sweeps into
frclnche 2
First flight of lotest stondord Typhoon
mode ot Monching
Eurofighter has notched up the first flight of a Tranche 2 Typhoon, the
milestone occurring at Manching in Germany on 16 January. Single-seat
aircraft IPAT (lPA standing for lnstrumented Production Aircraft) from
EADS Military Air Systems was flown by Chris Worning. lt represents the
first fullTranche 2 build standard aircraft and it will be used to gain Type
Acceptance for the latest Block 8 standard Typhoon, planned for April.
BAE Systems is operating lPA6 at Warton as a Block 8 aircraft, but this is
a Tranche 1 aircraft that has been upgraded with the Tranche 2 mission
computer suite and avionics features.
The EurofighterTranche 2 production contract was signed back
in December 2004, and includes 251 aircraft 93 for the RAF, 75 for
-
Germany,48 for ltaly and 35 for Spain.The total includes 15
Tranche 1 aircraft that are planned to be diverted to Austria, with the
figure being added toTranche 2 to make up overall partner nation
numbers. Tranche 2 deliveries will run through to 2013, and 32
aircraft are already in final assembly.
I Meanwhile, Eurofighter has ended its participation in the fighter
procurement programmes in Denmark and Norway to replace current
F-1 6 MLUs. The decision leaves the Lockheed Martin F-35 and Saab
JAS39C Gripen as the only candidates remaining. Eurofighter is
understood to consider the Norwegian competition as being biased
towards the acquisition of J5F, and believes its time is better spent
concentrating on its competitions in Greece, lndia, Japan, Switzerland
and Turkey. Norway is planning to retire its F-16AM/BM force by 2015
and has now issued a formal request for information (RFl). lt expects to
decide formally on 48 new aircraft by 2009.
I Luftwaffe wing JG 74 at Neuburg in Bavaria (see last month) started
the transition to an EF2000-equipped QRA commitment on
8 January, with a launch of two aircraft.The unit's F-4Fs will continue
to carry out QRA missions alongside the Eurofighters untilthe middle
of the year.

lndio looks of more

REST OF THE WORTD
Morocco looks ot Vipers
Lockheed Martin looks to be close to securing a deal
to supply F-1 6s to Morocco. The US Congress has been
notified of the possible sale of 24 Block 50/52 F-1 6ClDs
as well as 24 T-68 trainers in a deal that could be worth
up to 52.6 billion. Morocco had previously rejected a bid
by Dassault for the Rafale bid in favour of the'Viperi lf
the sale goes through, it is expected that the F-1 6s will
be latest standard examples complete with JHMCs, the
newest radar and conformal tanks.
Conodo buys C-130J
On 1 8 January, Lockheed Martin confirmed that Canada
had signed a $ 1.4-billion contract for 1 7 new C-1 30Js. The
Canadian Forces C-1 30Js will be the stretched C- 1 30J-30
versions (CC-l 30Js) and will be delivered from 2010. Jim
Grant, Lockheed Martin vice president for Air Mobility and
Special Operations Forces, said:'This contract begins the
process for working with Canadian industry to establish a 20-
year In-Service Support (lSS) programme for the new fleeti
Canada currently operates 32 CC-1 30E/Hs. The
C-1 30J was selected over the Airbus A400M in 2006. The
Canadian AF has already started retiring some older
CC-1 30Es, and the Js will see this process being
accelerated. All 17 CC-130-Js will be delivered by 2012.
Soudi Arqbiq chooses
A33O MRTT
The Royal Saudi AF has announced plans to buy EADS
4330 Multi-Role Tanker/Transport (MRTT) aircraft. The
Saudi aircraft are planned to feature both the centreline
Air Refuelling Boom System (ARBS) and underwing hose
and drogue pods. The news came as another blow to the
4330 MRTT's Boeing KC-767 competitor in the region, as
it also lost out to EADS in the UAE at the end of 2007.
Howks
The lndian AF is gaining support over
plans to increase its BAE Systems
Hawk Mkl 32 buy. The IAF is already
on contract for 66 Hawk advanced jet
trainers (AJTs) and another 57 could
be added, comprising 40 for the IAF
and 1 7 for the lndian Navy.
The existing deal for 66 aircraft
did involve options for follow-on
sales and a protracted negotiation
period for additional orders is not
expected, unlike the decision for the
initial batch which was years in the
offing. The first two Hawk Mki 32s
for the IAF left Warton in November
2007 bound for Bidar.
Pqkistqn to get
more F- l6s
Lockheed Martin has finalised a
5498.2-million contract to supply
18 new Block 52F-16s to Pakistan,
which could receive up to 36 new
and refurbished examples. Pakistan
ordered a total of 1 1 1 Block 15
F-16A/Bs in the 1980s; ofthese, Tl
were embargoed by the US due
to the Pakistan nuclear weapons
programme.23 were actually built
and stored for many years at Davis-
Monthan before being distributed
evenly between the USAF test
community and the US Navy
adversary force. The USAF has already
relinquished these airframes, which
are finally being prepared to be
refurbished and delivered to Pakistan
as part of the latest deal. The US Navy
examples at Fallon are likely to follow

dl17
 Tf{TIIf N'IILTTARY

Briefing
room
Gullslreom ir leading
the programme to
enhance self-protection
for the USAF s five C-37As
through installation of
the Northrop Grumman

Hot HAR.IUI?
A USAF QF-4G AN/AAQ-24(V) Nemesis
carrying and firing
DIRCM system.
what appears to be
a ramjet-powered
version ofthe fhe Gernon ministry
AGM-88 HARM. ofdefence has ordered
QF-4G lounches new missile USAF four Bombardier Global
5000 business jets and
two Airbus A319s forVlP
ln a surprising media release from the USAF, it has been mystery. From inspection of the poor quality images that transport and medical
revealed that the 82nd Aerial Targets Squadron has been accompany the release, the missile appears to be a ramjet- evacuation duties.The
called upon to perform test work with an unidentified new powered version of the AGM-88E Advanced Anti-Radiation aircraft are scheduled for
suppression of enemy air defences (SEAD) missile. A QF-4G Guided Missile (AARGM). Maj Markle's comments offer delivery in 201 1 and will
from the squadron's Det 1 at Holloman AFB, New Mexico, a little more indication:'This is a new high-speed, anti- replace the current C1601
launched the missile (as seen here) during a trial over the radiation missile the Navy designed to defeat SAM threatsi Challenger fleet.The new
White Sands test range on 9.lanuary, marking the first time Lt Col Joel Rush, Det 1 commander, further commented: Bombardier aircraft will be
an air-to-ground missile had been fired from a full-scale 'With this successful test, we have pioneered a new venue able to carry an intensive
aerial target (FSAT) drone QF-4. The QF-4G, sporting faint to test forward-firing ordnance without risk to valuable alr care patient transport
tiger stripes that it has worn for some time, was operated assets or crew members.' unit, and Lufthansa
unmanned in remote control mode from a ground station. This airborne live firing trial seems to have revealed a joint venture German
Maj John Markle, the detachment's operations officer, hitherto unseen AGM-88 derivative, possibly developed in Operating Aircraft Leasing
commented:'This test is an important part of our mission secrecy under the US Navy's Higher Speed Anti-radiation
is acting as subcontractor
because it increases survivability of our airmen going against Missile Demonstration (HSAD) programme that has been
for the acquisition of the
(surface-to-air missile) threats. Furthermore, it's the first time running for several years. lt had been thought that the
Global 5000s.
the drone has been able to shoot backl Navy was placing emphasis on the AGM-88E AARGM as its
As well as being remarkable due to the unusual use next SEAD missile to replace the HARM. Whether it is pure
Thoi Avinlion lndustries
of the QF-4 as a launch platform for a missile, the actual coincidence that it is a QF-4G (formerly a'Wild Weasel') that
has awarded Rockwell
missile that was fired has turned out to be a bit of a was performing the test is still open to question.
Collins the second
phase of a contract
to upgrade the Royal
French Alpho Jets Thai AF! fleet ofC-l 30

EUROPE
Swiss fighrer updote
The Swiss Government
issued a request for
proposals on 7 )anuaryfor
a new fighter to replace
its remaining F-5ElF Tiger
lls. The competition will
be between the Boeing
F / A-13E/F Super Hornet,
Dassault Rafale, Eurofighter
Typhoon and Saab JAS39
Gripen. Flight evaluations
are expected this year as
the aggressive procurement
works towards the F-5t
retirement by 2012 at latest.
Meanwhile, the Swiss
AF is moving ahead with
its F/A-l8C/D Hornet
upgrade (HUG). The 33
Swiss Hornets are now
moving into'Upgrade 25'
thanks to a new 5535-
million deal with Boeing
that builds on the original
'Upgrade 21' project. lt
includes the procurement
of 20 AN/ASQ-228A(V)
Advanced Tactical Forward
Looking lnfra-red (ATFLIR)
pods for a precision strike
capability, as well as
AN/ALR-67(V)3 Electronic
Warfare Countermeasures
Receiving systems and
a new Joint Mission
Planning System.
upgroded
Hercules with integrated
Communications,
The French AF has secured Navigation, Surveillance/
funding for a long-standing AirTraffic Management
(CNS/ATM). The fi rst phase
requirement to upgrade its
Alpha Jets to better suit the called for completing
role as lead-in fighter trainers. the avionics upgrade on
A 533.4-million deal with six C-1 30s and Phase 2
Thales and Sabca of Belgium will include the avionics
includes a modest cockpit system upgradeforthe
avionics upgrade for 20 Alpha final six aircraft.
Jets, which will serve as direct
lead-in trainers for pilots
progressing to the Rafale
force.The upgrade includes
a new head-up display, GPS
navigation, and air-to-air and
air-to-ground fi re control
simulation. Prototype testing
is planned to start in 2009.
Subsequent serial production
upgrades will be supplied in
kit form.

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and u
described by combatAircrart www.Gombataircraft.net

at19
 \\ YV
I TNITTTARY

STATESIDE
Cqsuo lties
Iwo US Novy Super
Hornets collided in mid-
air and crashed in the
Northern Arabian Gulf
on 7 January.The VFA-
1 05 F/A-1 8E and VFA-1 1

F/A-1 8F were operating

from theUSS Harry S.
Truman. All three crew
The first two VH-71 helicopters have entered the flight test phase members were rescued.
at Patuxent River. This is TV-5 flying from the Agustawestland
plant at Yeovil before leaving for the USA, US Navy A Polish AI C'29s
(serial 01 9) crashed on
approach to Miroslawiec
VH-71 tesfing moves qheqd on 23 January, killing all
20 on board, including
The first two Lockheed Martin/Agustawestland senior officers. The
VH-71 presidential helicopters for the US Marine aircraft was returning
Corps have entered flight testing at NAS Patuxent personnel to their
River, MD. Test helicopters TV-2 and TV-5 arrived bases after an air safety
at'Pax'in November and December from conference in Warsaw.
AgustaWestland's facility at Yeovil and will be used More next month.
initially for structural and propulsion testing.
'Bones' heqd for upgrode TV-2 and TV-5 are the first of four test aircraft 0n l6 lonuary,a
The USAF has started introduclng the Sniper advanced targeting built for the initial phase of the VH-71 programme, US Navy MH-53E Sea
pod across its B-1 B Lancer force. Testing and integration of Sniper known as lncrement One. Two more lncrement Dragon of HM-15
for the B-1 has been under way for several years, and now the 65- One aircraft, TV-3 and TV-4, will undergo additional crashed and exploded
strong active fleet is being cycled through Davis-Monthan AFB, assembly and mission fitting at Lockheed Martin in a field to the south of
Arizona, for the upgrade. Boeing is leading the programme under Systems lntegration, Owego, New York, prior to being Corpus Christi during
a 53-million initiative that involves uncovering sealed attachment transferred to Patuxent River for testing. TV-1, an a night mission.Three
points originally used for carrying long-range air-launched industry-provided test asset, has been in flight test ofthe four personnel
nuclear cruise missiles. They will now be used for the Sniper pod. since shortly after the contract award. aboard were killed.

C-5 self-defence P-3 novigotion lroq oir strikes increqse

The USAF is expanding its C-5 Galaxy self-protection system upgroded The US military stepped up air strikes across lraq in
programme. Northrop Grumman's Large Aircraft Infra-Red January as it launched Operation'Phantom Phoenix'on
Countermeasures (LAIRCM) system is being fitted to five The US Navy P-3C Orion 8 January, designed to flush out insurgents in their safe
C-5s this year, followed by another three in 2009, to increase force has started receiving havens. ln one day, the Arab Jabour district south-east
protection against heat-seeking surface-to-air missiles. The the latest Communication of Baghdad was targeted and USAF B-1 Bs and F-1 6Cs
USAF has already added LAIRCM to C-17s following Navigation Surveillance/ dropped 40,0001b of explosives in 10 minutes, one of the
non-catastrophic 2004 attacks near Baghdad that saw a C-1 7 AirTraffic Management largest strikes since the 2003 conflict.
and C-5 being hit by missiles. upgrades. Federal Aviation According to a senior US military official, the object
Administration and of the strikes was to'shape the battlefield'and take out
lnternational Civil Aviation 'known threats before our ground troops move in. Our aim
New NVGs Organisation navigation was to neutralise any advantage the enemy could claim
Air test and evaluation squadron VX-31 from NAWS China Lake requirements have lead with the use of lEDs and other weaponsi The latest strategy
has been instrumental in delivering a new NVG capability to to these avionics updates seems to be to employ air strikes supporting coalition
front-line US Marine Corps and Navy units. Deployed in lraq, being introduced across troops as they clear hostile areas before holding and then
VMFA(AW)-225 has become the first unit to receive the new a numberof aircraft rebuilding them as they home in on insurgent strongholds.
NightVision Cueing and Display (NVCD) system, providing fleets, and the P-3Cs are
Joint Helmet-Mounted Cueing System (JHMCS) functionality receiving certification for
integrated into night vision goggles (NVGs) and giving pilots Mode Select and Required
dramatically improved situational awareness. Navigation Performance
The QuadEye system is a follow-on to the JHMCS helmet Area Navigation, using
and incorporates the same symbology including airspeed GPS as a primary means
-
and altitude, heading, and indications of where the aircraft ofnavigation.The Navy
sensors are looking as JHMC5 into a four-tube night vision has already completed
-
goggle. The two outer tubes can also be removed to create CNS/ATM installations on
a two-tube version, known as Mini-QuadEye.The US Navy four P-3Cs, and all aircraft
F/A-18 Program Office (PMA-265) has arranged an interim (including EP-3Es) are
flight clearance for VMFA(AW)-225 to fly with Mini-QuadEye expected to be upgraded
pending full clearance ofthe four-tube set-up. by 201 3.
 TRADE ONLY

&,.
/..:
51:e"-' ''
iffi -'Yii;::r''"

' li.lHt'Iir i$,inbffi$ffi & s| & ffi

Wl
 ITil[T(lPRESERVATION Airview o Peter R. Morch

Big chernges for CAF

B-29 engine rebuild funded by Covonqugh flight Museum deol ond Buch6n sole

The long-awaited rebuild of four'custom-built'R-3350 engines for

the Commemorative Air Force's B-29 Superfortress Flfl, grounded for
some years, came a step closer in January with the announcement
of a co-operative agreement between the CAF and the Cavanaugh
FIight Museum (CFM), whose main backer Jim Cavanaugh has pledged
sponsorship worth 51.2 million towards the project.'This sponsorship,
together with additional donations from CAF members, should 9o a
long way towards completing the project of putting Flfl back in the
air againi said Stephan Brown, President and CEO of the CAF. 5o far,
52 million pledged byTexas inventor and industrialist Joe Jamieson in
October 2006 has not been forthcoming.
ln addition, the staffofthe CAF'sB-29/B-24 Squadron voted
unanimously to move its two aircraft, Flfi and recently-refurbished
B-24A Liberator Ol'927, from Midland to the Cavanaugh Flight Museum.
Lyn Fite, the leader of the Squadron, said: 'We will reside in Addison,
Texas, at the CFM, for six months while we perform annual maintenance
and we will tour on behalf of the CAF, with our crews, for the other six
months.'
This news followed confirmation that the CAF had sold Hispano
HA1 1 12-M1 L Buchon'Yellow 14'N109ME last December via Courtesy
Aircraft Sales. A CAF spokesperson told A/that it was'part ofthe sale
that we do not disclose the buyeri when we asked about speculation
that the Buch6n has been acquired by an as yet undisclosed UK
customer.The sale price is believed to have been about 5650,000, a
further boost to the B-29 re-engining programme.
Built by Hispano in 1950 for the Spanish AF as C.4K-31, the Merlin-
powered Messerschmitt Bf109 was obtained in 1966, with a number of
others, by Hamish Mahaddie to take part in the Battleof Britain movie.
Operated by Spitfire Productions at Duxford for filming in 1968 and
registered G-AWHE, the Buchon was sold to Connie Edwards at Big
Spring,Texas in February 1969. Now registered N109ME, it emerged
Top:The long-running saga ofthe funding required to re-engine the Commemorative
from storage two years later and joined the then Confederate Air Force Air For(et B-29 Superfortress Fifi, seen here at Midland in Sept€mber, has received a
at Harlingen, Texas. Over the next 35 years, it had a number of landing major boost from the Cavanaugh Flight Museum. David Halford
accidents and rebuilds. After the most recent restoration, it was flown
to the CAF'S HQ at Midland in September 2004, but has been grounded Above: The CAF has sold its HAI 1 1 2-M l L Buch6n (Bfl 09J) N1 09ME, which has not
thereafter due to the lack of suitably type-experienced pilots. flown at Midland since arriving in September 2004. Peter R. March

Stqrliner to fly in 20 I O
Since last month's issue, in which A/ was the first magazine to report the
purchase of Maurice Roundy's three Lockheed L1 6494 Starliners by the
Deutsche Lufthansa Berlin-Stiftung (DLBS), the foundation's parent airline
Lufthansa has released further information about the project.
DLBS has asked Lufthansa Technik AG to restore one of the aircraft to
airworthy condition. A Lockheed 116494 became the first long-haul airliner
operated by Lufthansa capable of crossing the Atlantic without refuelling
in 1958. When it flies again in 2010, the restored Starliner will take its place
alongside Ju52l3m D-CDLH in the DLBS fleet.
An initial technical assessment ofthe aircraft by Lufthansa Technik
confirmed that one of them, N7316C, can be restored to airworthy
condition. Engines and components of the two other Starliners will be used
for the restoration process. ln addition to the three airliners, numerous
spare parts, as well as extensive documentation comprising repair and
overhaul manuals, were obtained at the auction.
Lufthansa Technik plans to have the restoration work carried
out mainly in the USA. Engineers and overhaulspecialists from the
company's Hamburg facility, including former employees who worked
on Starliners in Lufthansa service, will lead the team.The overhaul and
restoration work is to commence immediately, and it was reported in
mid-January that plans have already been made to move N974R, which
saw Lufthansa service as D-ALAN, by road from its current home at the
Fantasy of Flight museum at Polk City to Auburn, Maine, where N7316C
and N8083H are located.

Above left: Two of the L1 649A Starliners that Lufthansa has purchased are still
sitting at former owner Maurice Roundy's premises in Auburn, Maine. ln the
foreground here is N731 6C, which Lufthansa has earmarked for restoration to
airworthiness. Bill Blanchard/AirTeamlmages.com

Left: lt is reported that plans are being made to move Starliner N974R from
:*;*ry{}l* Fantasy of Flight in Polk City, Florida, to join its two stablemates in Maine.
Peter R. March

22lA
Yqk-3O flies in R.ussicl
Historic iet troiner offered for sole

Yakovlev Yak-30 jet trainer Bort 80 yellow made its maiden

post-restoration flight from Zhukovsky near Moscow in late
December.The 1 961-vintage aircraft had been acquired
by a private owner after Yakovlev sold off the contents of
its museum following a takeover by the lrkut corporation.
Now, it is being offered for sale by Aeroconcept Trading
in fully airworthy condition after an airframe and engine
overhaul, along with the example of the single-seat
Yak-32 derivative that was also bought from the Yakovlev
museum, and which is also being made airworthy.
Aeroconcept also has various other Yaks for sale, including
examples of the Yak-23UTl, Yak-25 and Yak-28P, all of which
it says could be brought up to airworthy condition.
The swept-wing Yak-30, given the NATO reporting
name'Magnum', first flew in 1960. Despite its excellent
performance, though, the USSR decided to buy the Czech-
built Aero L-29 Delfin as the jet trainer for all Warsaw Pact
air forces.

Spitfi re RR2 32 proqresses

Devon businessman Martin
Phillips has already spent
about seven years working
on the restoration of
Spitfire lX RR232 in a shed
at his home at Langford
near Exeter. Talking about
his f 1 million-plus project,
he said recently:'We are
making steady progress,
wing cannons, flying
instruments, original seats
and various components.
Built in 1943, Spitfire
HFIXc RR232 was delivered
to the RAF at Kinloss. lt
was twice damaged and
repaired before going
to the South African AF
as5632 in May 1949. ln
display at Bankstown
where it was rolled out
in October 1984.RR232
spent a period at Nowra
Naval Air Station before
being purchased by British
collector Charles Church,
arriving at Micheldever,
Hampshire, on 13 .lanuary
1 987. Following Church's

but there are lots of
engineering problems to
overcome, we are looking
at another one or two
years before it is finishedi
He has four Merlin engines,
a L70,000 four-bladed
propeller, engine parts,
January I954, it was sold
to the South African Metal
& Machinery Co in Cape
Town and two decades
later the hulk went to
Peter 5ledge in Sydney,
Australia. Work started on
its restoration for static
death, the Spitfire was
acquired by Jim Pearce
and was registered as
G-BRSF to Sussex Spraying
Services at Shoreham. lt
was at Worthing for the
next 12 years, during
which time a number of
components were stolen.
Martin Phillips purchased
RR232 in 1 999 and set
about its restoration the
following year.
A recent shot of Martin
Phillips' Spitfire lX RR232
under restoration near Exeter.
Keith Saunders

Vulcon lqfest companies, some of which

ln mid-January, Dr Robert
Pleming, Chief Executive of
theVulcan to the SkyTrust,
gave the latest news on
progress towards Vulcan
XH558 taking part in UK air
displays this summer.
'The next phase in its
new life takes the aircraft
from today up to its first
public displayi he said.
'ln funding terms, we
estimate that it will cost
about t575,000 to meet our
target of returning her to
public display on 1 June, an
amount which is consistent
with our estimated gross
annual running costs of
about f 1.6 million.
'Following on from the
enormous financial goodwill
shown by many companies,
and by Marshall Aerospace
in particular, in enabling us
to achieve the first test flight
on l8 October, we have
chosen to avoid the risk of
future fiscal embarrassment
by electing to pay for any
major work before it starts.
'Whilst the largest
proportion of the f575,000
pays for the monthly
f70,000 baseline costs of
salaries and other vital
items, the steepest part of
the new challenge is the
up-front outlay of f85,000
required now to restart the
test flight programme. The
costs of the display work-
up flights and aviation
insurance are the other
major elements making up
the total.
'This leads me to
our revenue-generating
activities. Donations are
continuing, with some
significant donations
coming from well-known
fund the repayment of our
extremely patient credltors
following first flight. We
continue to seek major
donations not only of cash
but of support-in-kind,
from many different types
of companies, groups
and individuals, linked to
project milestones, through
for example fund-raising
dinners and events at
Bruntingthorpe. However,
we cannot be confident that
this is a source of revenue
on which we can rely in the
longer term.
'Gaining commercial
sponsorship remains our
primary objective for the
majority of the longer-term
funding of our operation.
As we had hoped, the first
flight has proved pervasive
in establishing our credibility
with potential sponsors...
However, the current
economic conditions are
extremely unhelpful: many
companies are tightening
their belts. True to our
philosophy of never giving
up, we have decided to go
where the cash is: the Middle
East. We already have one
potential line of significant
interest, but,.. it may well
take some time to carefully
bring these opportunities to
fruition.
'With our migration
from a major capital project
to an ongoing flow of
commitments, we have been
looking for ways to match
our funding streams to the
profile of our costs.
'lt's clear that the
Vulcan to the Sky Club,
which has almost doubled
in membership over the
past year, is home to our
strongest, most loyal
and active supporters.
I have agreed with the
Club's Committee that a
significant growth in the
Club's membership is not
only achievable, but would
reflect the sentiment
of supporters and also
provide a proportion of
the ongoing revenues now
needed by the Trust. The
Club, with the support
of the Trust, is therefore
embarking on a significant
membership drive.
'We are undertaking
a detailed review of our
future requirements for our
operating base. Our primary
needs are clearly operational
and maintenance feasibility,
and affordability (including
grants), however we also
need to take into account
the location as regards
visitor access and catchment
area, timescales and notice
periods. Because of the
sensitivity of some of
the discussions, I can't at
this stage tell you more,
but will do so as soon as
appropriatel

dt23
 IT TIE|PRESERVATION

Up rlose with
'big props'
The Coventry-based
Air Atlantique Classic
Flight has announced
its programme of
weekend Open Days for
2008, giving visitors an
opportunity to see some
of its piston-engined
fleet at close quarters.
With an admission
Museum of Flight prolects fee of f1 0, the Open
Days (from 10.00hrs to
Above left: The Museum 16.30hrs) will take place
Steady progress is being The prototype A great deal of effort
going into the long-term of Flight's Vought on 7-8 June, 9-1 0 August,
made in the restoration Lockheed JetStar (N329J), is
XFgU-1 Crusader 1 8-1 9 October and 1 3-
workshop at the Museum which is being restored rebuild of 1942-vintage FM-2
BuNo l38899 is nearing 14 December. Flights
of Flight at Paine Field, to airworthiness, is now Wildcat BuNo 4512. After completion. Jim Goodall
painstaking work over a long (pre-booked at t65 a
Washington on several under cover. Work has
commenced to restore it period, a new windscreen seat) will be available in
significant aircraft. The Above: Lockheed
cockpit of the prototype to Kelly Johnson's'skunk and canopy have been built JetStar prototype the DC-3, Prentice and
vought XFSU-1 (BuNo Works' colour scheme with from scratch and a new N329J, the only twin- Dragon Rapide, and on
1 38899) is nearly finished, a polished metal bottom starboard elevator looks engined Jetstar ever some dates the Twin
and when the work is half, white top, dayglo and better than the original. built, will be a very Pioneer. Another of the
rare airworthy example highlights of each Open
complete it will be fully black five-inch strip along There is still a long way to
indeed when it flies
representative of the the centre line, and a small go before a completion date Day will be engine runs
again. Jim Goodall
Crusader at the time of its skunk emblem on top of can be predicted, however. by the DC-68 G-APSA
first flight in 1955. the tail. JIM GOODALL and Shackleton WR963
at 13.00hrs. ln the winter,
there will be a second
engine run at 16.00hrs
F-22 becomes under arc lights. The
5hackleton also does
museum orece I
engine runs every
Thursday at 1 3.00hrs.
The National Museum ofthe US Air For further information,
Force at Wright-Patterson AFB, Ohio, contact Richard Parr on
unveiled its latest exhibit, a Lockheed 02476 882651.
Martin F-22A Raptor, on 1 7 January.
The museum's aircraft, 91 -4003, was GVIWE bock
one of nine built for engineering, Despite the predictions
manufacture and development that last year's Great
testing in 1 999, and became the first Vintage Flying Weekend
Raptor to launch an AIM-120 air- (GVFWE) could be the
to-air missile at supersonic speeds. F-22A Raptor 91 -4003 on display in the National Museum of the USAF's Modern last of these popular
After completing its test programme, Flight Gallery. USAF events, organiser Terry
the aircraft came to the museum Booker has announced
and was prepared for display by the The 478th Aeronautical Systems contracts and ensuring on-time
deliveries, led the effort to prepare that GVFWE'is flying
restoration team. lt is painted to Wing at Wright-Patterson, which
provides acquisition support to the aircraft to be transferred to the on for another seasoni
represent an F-22A flown by the 1st
museum last year. The venue is once
Fighter Wing at Langley AFB, Virginia. the F-22 programme by managing
again the near-perfect
setting of Hullavington
Airfield, Wiltshire, on
16-1 8 May.'There is so
much goodwill and
enthusiasm surrounding
GVFWE that I couldn't
let it just fade away; says
Terry.'Many interested
organisations and
individuals from within
the vintage aircraft
community are working
hard to secure this, the
UK's biggest event of its
kind, a long-term futurei
The successfulformula
remains unchanged, and
many pilots have already
booked in their aircraft
with Mike Andrews
(telephone 01962
703143; e-mail mf-
andrews@tiscali.co.uk).

24lA
 The Avistion Hobby Shop
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 PO Bor 124, LEEDS LS26 oWJ
Tel & Far 0113 282 53,19
Email: l.m CENTRAL AMERICA/COLOMBIA Mar 1-13 inc HONDURAS/GUATEMALA
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cladirttr NlK.l Shu(le*onh tollecrion t29
Spitfir€ MkVc - Shu(lewofh Q)llccrion I29 BERUN AIRSHOW TOUR May 25-2 Jun lnc. AIRBUS Fac-HAN/IBURG-PRAGUE
K ittlhawk Mk I a ' SU-E- USA'Duxfbkl 129 Airfietds in czEcH REPUBLIC. All Airport Hotels tA95
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icrTliroonl(1i33);RAFcamoutlase IIl7ln STOCKHOLM-GOTHENBURG and lots more airfieldymuseums
Post ${r Uilitart Air Po$er
I{awker Sidlcy Vulcan ( 1178) tI ll 00 \\.{j.,r , \\l 'cr H \\ t. \\11's P"trl \ .t r39
t39 |RE|-AND TOUR Aug 22-28 DU BLI N-BELFAST-SHAN NON + more
a;hsrer \l.tcor F.E'RAF 74 Sqdn
FRIE- full delailsofall modcl5 strpplied
Uodern Uilit$r! Air Poser FRANKFURT WE AUg 28-31 FRANKFURT.KOLN.LIEGE & MOTC
Corgi - Aviation Archivc itawk LIA ASIRA - RastbcryRitfl! lr\ery 134
expected Jatruar!-June 2008 FairchildA-l0A $lrthog LSAF- JA\|'S' !19
MOSCOW LONG WEEKEND Sep 5-9 SVO-VNO-DME-CHA-Airport Hotels
Iu.oiighrerTrphoonF.l-No.llSqdn RAF r39
Pione€rs ofAvialion
NEW l)ouglas DC I - BEA - G AHCZ. 1959 L1999 PerArdtra ad A\lra -90 Years ofthe RAF AUSTRIA-WORLD BALLOON CHAMPS TOUR Sep 12-21 VIENNA-LINZ +
VrcLcNVC-10-tsOACdeli\ery\chcne 1964 f6999 RAF Se5a No.l Sqdn !-11 Airf iEIdS Of AUStTiA-STUTTGART.TNNSBRUCK
SpillireNlklX\ifgCo Jack Chxrl.'- RAf Biggin Hill
Knights ofthc Air - The Ates ofilre Crtat War r29 9
SOUTH AFRICA + AIRSHOW Sep 19-27 JO'BURG-CAPE TOWN-LANSERIA
NtrW Sop$1rh Camel & Fokker t)r I - Anhur llnNn & A!ro Lanca\Lcr - RAI: 61 7 Sqdn. Opcrarion ( hasbse
rty rutnnrrs uia DUBATKULUWSM Airport Hotets f!27O
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Handl.\ Page llalilax Hrlt)n lseee Ramps [tbc] - Airport Hotel - C208 Seaplane T&G flights SHARJAH -
Hall ofFamc
Nrosquiro ts XX Gu! Gibson !39 99 Rootiop'swimming Poot from t8O0
16l - Franr scfall l:9 99
Sp tlrc UHI - No 7l laglc Sqdr. RAF. 1941 tl0 00
.31 Lighrning PRU Adrian warbunon r3999
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N1etsfl09E -JG27. LufI*afii. 1940
dcrobatic Tcamr (Series 2) N{u\txngP-5ll) ll4lhFS,tjSAAF.l9l5 11000
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Boeing B 17 G - 5l2nd BS. USAAF. 1914 ll0
A lF Skyhrwk - tj S. Na\) Blue Angcl\ ll9 99
Ask lbr !our FRLE TransmaC ilhrstrltcd price list.
Models will be dtsPalcned as soon a5 lney are rn :roc\ F-i
vtsa cosl. E-a
Oelivery: UK small models Free. Large mode s ancj lnl;'natolalcharged at

ANMAT]@N
2OO8 PROVISIONAL AVIATION Krnder! Domodedovo, Ekaterinburg*, 18 - 23 Sep USA: CAF Airshol
TOUR PROGRAMME Novosibilsk*, fi/otchishe, Berdsk, 25 - 29 Sep NIALTA: lnt'l Airsh,ow
Yakulsk', K"asnoyarsk- by An24, An- museums & leisure time. Beach hotel
4 - 1:t ADr USA: EAA Sun n Fun 28, An-32, Yak42, Iut54 & lL-62 2? Sep-Uf Oct CHINA, TAIWAN &
Arlshow, tlndall AFB Airshow NASA & (*2 airports) SOUTH I(OREA: Hong Kong
MUSEUMS 24 - i8Jul IVOSCOW: Airports - with cuangfiou, Xan, EelJing, Seoul,
19 Mav-3 Jun COLUIVBIA, PERU, Steve Kinder! Vnukovo (+VRZ400 l€ngshan, Seoul. Major museums,
FCIJADbR. BOUVIA & DUTCH Rework), Bykovo, Chakalo\,skia, si$rtseeing (Great \,lbll, Tenacotta
ANI'llIES: Propliner tour! Domodedo\o & otheE. Army, DMZtunnelVGlorious Gloste€,
5 10 Mav ISRAEL: "lndependence
- Extensivdextended access etc)i fee days
Day lnt l Aiishow & Air Force Bases 27 Jul - 4 Aug USA: Oshkosh: 6 full 3 - 19 octlNDlA: lndia Aviation 2008
ODen Dav days at wodd'tlargest aMation e\,€nt & lnflAirshow; IAF Museum; rail
zb Mav'- 2 Jun I\4ALAYSIA,'THAIIAND ail€how ioumeys, sightseeing slghbeeing
& INDONESIA: 5oth Ann of RoYal 27 Jul - 11 Aug USA & CANADA: lncluding 2-day llger Safuri by 4x4
l!4alaysian Air Force & all major Oshkosh: lhunder Oler lVichigan and/or elephanb!
museums, sightseeing Airshow; Canadian Waplane Heritage 7 - 21 l,lov USA: Grand Tour US NaW
(rncl Rrver Kwai) & ftee dals lvlus; Niagara Falls; opt ffts in Blue Angels Airshow (Fensacola); 5
29 Mav - 5 Jun GERMANY & Lancaste[ B-17 & B-25 Aircraft Canie6: Hornet (S'Fnsco),
POLAND: Berlin (lLA Arrshow & 1:t - 17 Aug HUNGAR/: TOth Anniv of Midway (S'Diego), Lenngbn fm,
museums), Wa6aw & l{rakow Air Force Int'l Airshow & maior Yoddcwn (S' Carolina) & lnuepid (Nq^/
museums. Free time in Berlin, WaFaw museums Yoft); US Na\al AMation (FU, US
& Knkow 15 - 24 AuE ITALY & SWIZERLAND: [,4arine Cops (VA), Nat'l Air & Space &
12 - 17 JunGERMANY AUSIRIA, B.rlense ln-fl Airshow. Luceme. Zurich
Ud\ar Hazv Museums (Vl/ash DC)
SLOVENIA & CROAnA: Slovenian & Rome incl ltalian National Aviation &
Nov (tbc)bREECE: Hellenic Air Force
airbases & airshow; German, Austian Swiss museums. Scenic "William 'lArchangel" Air Show (tbc)
& Croatlan museums Tell" train thru the AIPS & cruise on
veteran steamer on Lake Constance!
15 - 20 Nor/ DUBAI BIZ JEIS &
22 - 27 Jun ISMEL: 6fth Anniv lsraeli AIRUNERS: MiddIC EASI BUS|NCSS
Air Force Alrshow & IAF lvluseum 3 - 8 Seo CZECH REPUBUC: Dech
lnf I Air Fest Ailshow Bmo & Prague Aviatjon (N/EBA) Expo, Dubai Aiport
25 - 30
Jun NR^/ TOUR: NATO TIGER
museums
(+ shalah if Photo l%sses re-started)
IVEEI 2008. FMNCE: Landivisiau.
13 - 30 SeD WESIERN CANADA & 2009
Photo/€nthusiasts Day (Fri) Plus
airshow (Sun). ALASM: Problner tour incl Winnipeg. 23 - 29 Dec New todr: Chnstrnas in
Red Lahe, Saskatoon, l(/elowna, Sproat St Martens, Dutch Antilles (Caribean).
Jun (tbc) SLoVAKIA: lntemational
Airshow & museums Lake, Yello\4hife, Fairbanks, famous for low approaches over
(date & venue tbc) Anchorase etc beachl Airport resort hotel: photos,
-
2 1O Jul SIBERIA: Airlines & Airports 8 - 23 *p [JSA: Grand Tour of Texas spotting relaxing; great for family
with Russian aMatlon exPeft Ste\e & CAF Ai6how holiday!

All orices include UK Airline Passenger Duty Tax

weekend toti* to European Airshows will be aAded when dq@ rg$lmgd

THE aviolion tour speciolist--- for THE oviotion

ATOL:
IATA
lan Allan Travel, Terminal House, Station Approach, Shepperton TW17 8A$1i11.
Tel:01932 255627 Fax:01932 231942 e'mail:

261a
Sycomore swqp
The Helicopter Museum (THM) at Weston-
super-Mare has received Bristol Sycamore
HRl 4 X1829, the last of the type to be
retired from RAF service in December No more Woburn
1971. From 1978 until it closed in October The de Havilland Moth
2006,XL829 was on display at the Bristol Club has confirmed that
lndustrial Museum. Having decided not the lnternational Moth
to include the helicopter in the new Rally is moving awayfrom
'Museum of Bristol', the City Council Woburn, its picturesque
passed it to The Helicopter Museum. venue for many years. lt
The Sycamore was built at Weston- will now be held at RAF
super-Mare by Bristol Helicopters, which Halton on the weekend
subsequently became part of the Westland of 1 4-1 5 June. During
Group, and is therefore'returning homel the same weekend it will
Itwill replace Sycamore HR14 XG547 (on be combined with the
loan toTHM) which is shortly due to go to
annual Charity FIying Day.
Belgium in exchange for an Alouette ll. Sycamore HRt4 XL829 after its move to The Helicopter Museum. Peter R. March
Entry to the aerodrome
will be free of charge.
During the weekend
and Airbus UK to get the on the fourth anniversary
Concordes to go inside aircraft under cover. Land of G-BOAF landing at Filton:
of 1 5-1 7 August when
the Woburn Rally
on which the f 12-million 'We should hear about the normally takes place, a
Manchester Airport has development will also include project will be built has been outline planning permission Vintage AirTour is being
announced that work is to a corporate hospitality suite, left by the late Jack Baylis, in January and, if it is granted,
arranged. Earlier in the
start early in the spring on an education centre, an the millionaire developer of we are committed to opening
year celebrations are
a new f 1-million hangar aviation exhibition and a The Mall shopping centre at the new museum by 26
being held in Scotland
and visitor centre to visitor restaurant with views of Cribbs Causeway adjacent to November 20i 1.To do
to mark the 75th
accommodate Concorde Manchester Airport's runways. Filton airfield. that we need to raise
anniversary of Capt
G-BOAC.The 68m-by-38m The plan to build a new The Concorde has f 12 millionl ln the meantime,
the centenary of Sir George E. E. Fresson's pioneering
glass, steel and high-tech state-of-the-art museum been sitting unprotected
PVC structure is due to be to house Concorde G-BOAF since it flew in to Filton on White establishing the British airline activities around
completed and open to the at Filton has taken a step 26 November 2003 and is and ColonialAeroplane the Highlands and
public this summer. Concorde forward with the publication already showing signs of Company, later the Bristol lslands. All vintage Moths
is the main attraction for of a draft concept statement. deterioration, despite the best Aeroplane Company, will and Dragon/Dragon
the 250,000 visitors to the South Gloucestershire efforts of BAC and Airbus.The be celebrated in 201 O.The Rapide variants are
Aviation Viewing Park at Council is supporting moves chairman of the Concorde first Bristol Boxkite made its encouraged tojoin in the
Manchester Airport.The new by the Bristol Aero Collection Trust, Mike Littleton, said maiden flight on 30 July 1 910. eventsfrom 3-1 1 May.

Good news for RNHF the Centaurus to Vl 2,

An answer to the recurring
problems with the Centaurus
engine of the RN Historic
Flight's Sea Fury FB11 VR930
has hopefully been found
in the USA.The RNHFs chief
engineer Howard Read went
to Vintage V1 2 at Tehachapi,
California where Mike Nixon
identified the problem and
said that V1 2 could overhaul
and repair the damaged
unit.This will include the
manufacture of pistons
and rings. Once permission
has been obtained to send
attention can then turn to
the fitting of data-gathering
equipment to the Sea
Fury. This will detect any
temperature trends in all
1 8 cylinders on the engine,
giving early advice of any
future problems of this
nature as well as monitoring
the airframe and systems.
There was encouraging
progress with Swordfish
15326 on 7 January when
the lower set of wings
arrived atYeovilton by
lorry from BAE Systems
at Brough. ln rebuilding
the wings, new spars were
made for the first time for
65 years and they have
been re-covered with linen
by Hornet Aviation using
traditional methods. The
Swordfish is now standing
on its undercarriage, and
when the wings have been
painted the final stages of
the rebuild will get under
way. All being well, 15326
will be airborne in time to
fly with the RNHF in the
2008 season.

Museum of Army
Flying exponsion
The Museum of Army Flying at
Middle Wallop has taken the
first step in its major expansion
programme to provide an
ongoing and comprehensive
record ofthe achievements ofthe
'Soldiers in the Airi
The extension will add
considerably to the Museum! space
The losr'Airvie\rv'...
Texos museum plons As you will read elsewhere in this 40th anniversary
issue, this month sees Peter R. March's 444th
As efforts mount to try to launch an aviation museum
and last Airview'column for
in Fort Worth, Texas, the OV-1 0 Bronco Association,
Aircraft lllustrated.
which operates Fort Worth Veterans Memorial Air
The first, shown here,
Park, has signed agreements to take possession of
was featured in 1971,
five aircraft with North Texas links. These include a
and from then until
Fort Worth-built F- l 1 1. The Association only started
now it has included
acquiring aircraft in 2004 and later this year, if all (we estimate) over 1.5
goes as planned, 14 will be on display at the air park
adjacent to Meacham Airport. ln early January, the
million words and 2,000 ilr'"t*T"itru
photographs. lts content
City Council approved appointments to a city-wide
has changed over the
committee to attempt establishing a major museum. kiut.w-rsw'**#

both for new exhibits and a 783-
square metre venue for private and
corporate activities. The museum
still urgently needs f50,000 to meet
the anticipated cost of f650,000.
Apart from some money that has
been donated from the Regimental
Fund, most ofthe extension has
been paid for by private individuals.
Due to open in April, the extension
will initially house a new art
exhibition on the theme of 'Flight:
ffi
years, but the hard work
'l have high hopes for iti said Clyde Picht, president of
the 8-36 Peacemaker Museum.'This is the first time
that we've had all parties on board, pushing for the
put in by Peter, without ever
missing a deadline, has not. rffiffif$Iffi
same goal, and it's the first time we've had any kind
of city backing to do thisl
Nexl month...
ln addition to the F-1 1 1, the collection includes From the April issue of Al,our
an RF-8G Crusader built by Chance-Vought in Grand Preservation News pages will
Prairie and flown out of Naval Air Station Dallas, and be taken over by Ben Dunnell.
a US Navy A-7 Corsair.The group has also signed an AII contributions on preservation iiit!$5'Hd#''s::ffi
agreement to take an ex-USAF TF-1 02 Delta Dagger, topics should be addressed to
produced by Consolidated Vultee Aircraft in Fort Worth. him at the e-mail address given
on page 4.
ffi,e"..tr-.--ryi"liffi
See www.ov-1 0bronco.net for more information.
*$Ji,tW'Hfi.-'*
6127
Bsee IIn@re
/,D l,$.0,,,f ,
l,,l.'
,,,t *;*;tljst%
he schedule from roll-out to
first flight and service entry
of the Boeing 787 was always
How Boeing" impressively ambitious.
When the manufacturer
bosses must officially launched the
aircraft with an order from
turn the 787 All Nippon Airlines (ANA) back in 2004, the
Dreamliner was expected to get air under
its wings in the late summer of 2007, and to
progromme enter service in 2008. This was still the claim
when the first 787-8 was rolled out in front
oround of an enthusiastic 1 5,000-strong crowd at
the Everett plant on 8 July last year. Since
then, Boeing's timings have been blown
comprehensively out of the water
- as the 787. Most of the largely composite
especially with confirmation on 15 January
of the latest delays.
words: Ben Dunnell These will see the long-awaited initial
flight ofthe 787-8 slipping from the end ofthe
first quarter of 2008 to some time around the
end of the second quarter, with the resultant
hold-up to airline deliveries meaning that no
Dreamliner will reach ANA until the beginning
of 2009. The fact that the 787-8 around which
thousands swarmed at Seattle in.luly was
not then assembled to a flyable standard was
known by many, but failed to take the gloss
off those celebrations. Had the extent of the
underlying problems been known, things
might have been different.
Now, as its Commercial Airplanes president
and CEO Scott Carson and general manager for
the7B7 programme Pat Shanahan explained to
the international media on 15 January, Boeing
says itl going all out to make this delay the last'
THE BACKGROUND
The production of no other Boeing airliner has
ever been as dependent on external suppliers
airframe is built by industrial partners around
the world and ends up at the Everett plant for
integration and final assembly.
However, certain partners tasked with
building large structures and delivering them
complete to Boeing for final assembly of the
first aircraft (c/n ZA00'l) basically fell down
Left: At the end of 2007, the Boeing 787 production
line at Everett was headed by the first flight test
aircraft, which is being €ompleted structurally and
having systems installed, Behind it are the static test
airframe, soon to receive landing gear, engines and
any required interior installations, and the fatigue
test air(raft. Boeing
Right: The 787-83 roll-out in July last year was a
triumphant event, but major programme delays were
just around the corner, as the aircraft was far from
being ready to fly, Andreas Spaeth
delqyed
on the job. Not only did completion of these
sections have to be handed over to Boeing,
for which so-called'travelled work'the team
at Everett was not expecting to have to be
prepared, but it turned out that the extent
of the work done by some of these partner
companies had not been fully documented.
Shanahan says:'The process to reconcile
partner engineering with our production
records and our production process is very
onerous and time-consuming. That has
proven to be the pacing item in completing
our structural work in the critical fuselage
area where we will install the systems and the
wiring to put power on in the airplane.
'We underestimated how long it would
take to complete someone else! work. The
tools, the processes, the flow of material,
the skills of the personnel are all tailored to
perform last-stage high-level integration,
check-out and test. We thought we could
modify that production system and
accommodate the travelled work from our
suppliers. We were wrongl
Adding to this, large parts ofthe 787-8
which was rolled out in July (especially the
wings) were fitted with temporary fasteners.
At the time, A/ reported Tom Cogan, 787 chief
project engineer, as stating:'We need some
specialised fasteners for lhe 787 and there is
currently a worldwide shortage. Big fastener
companies such as Alcoa are under stress. lt is a
sheer supply issue and has nothing to do with
our heavy usage of compositesi The extent
of this, says Scott Carson, was that fastener
shortages totalled around 10,000,'but we're
now down to hundredsi
WHAT's BOEING DOING?
Addressing journalists on 1 5 January, Scott
Carson summed up the situation thus:'We
have seen progress in completing assembly
of the first airplane. Fasteners are no longer
pacing airplane number l, and we continue
to work closely with our fastener suppliers
to work these issues through the production
ramp-up. We're making good progress with
parts shortages on airplane number 1, and
we're getting the installation work back in
sequence. However, as evidenced through our
announcement today, we have found through
our experience with travelled work and other
lessons learned that it's going to take us
longer than we had expected to complete our
milestones to first flight. We simply have not
burned through jobs at the rate required to
keep our previous schedule.
'We have a very clear assessment of the
work that remains to be done and how we will
do it. From that assessment, we have set this
revised schedule for first flight. Building on our
commitment to first flight, we are also working
with our suppliers to assess our schedule on
the airplanes following number 1, to make
sure they meet the required condition of
assembly and reduce the amount of travelled
work coming into Everett. This assessment,
which will also include discussions with our
customers, will determine the details of our
flight test and delivery schedules. We expect
to complete this assessment by the end of the
first quarterJ
dt29
 The worry must be that this process will
lead to further delays. As recently as the
very end of 2007, Boeing was finding
that its efforts to complete the first
787-8 were coming up against barriers which
ate through what had been a two-month
cushion in the programme. According to Pat
Shanahan,'We thought that in the month of
December, over the holiday break, that we
would turn the corner of the completion of
critical structural work
work from our partners
- this was travelled
in the fuselage, so
-
we could start installing the systems racks
and the wiring. We have not been able to
finish that assembly work.'
Asked what makes him more confident
about meeting the revised timescale set
out in January than previous schedules,
Shanahan replied:'lt's a question l've been
asked many times by my superiors. October's
plan was based more on analysis. The case
is that we have not done our partners'
work in our facility before... l'm confident
we'll execute this plan because we have
demonstrated performance in the last three
months. We have more experience and
knowledge of the work statement, and we
have more of the right skills and resources.
I can see a path forward based on how
much work we have completed. We've made
significant progress in completing primary
structures. When I look at the condition of
the aircraft, the wings are in good shape, and
in a few weeks we'll be routing wires in the
critical fuselage areas to the airplane.'
One end result is that, Scott Carson
stated categorically,'We're not going to have
1 09 deliveries in 2009i He and Shanahan
were unable to go into much more detail on
this in mid-January, having not yet finished
the assessment with customers and suppliers.
Reaction from the airlines that have signed
up for the 787 was fairly muted, possibly
reflecting the lack of concrete information.
Qantas chief executive Geoff Dixon has said
that the carrier (which has 'l 15 Dreamliners
on order) will finalise its contingency plans
to mitigate against the delay once the new
delivery schedule is received from Boeing,
this involving'a range of options including
revised retirement dates for some of our
aircraft, re-allocating existing capacity and
potential schedule adjustments'. He also
referred to the possibility of compensation
30lE
from the manufacturer, saying:'We will be
discussing the issue of liquidated damages
with Boeing in the coming weeks.'
The last few months have seen considerable
changes to the 787 leadership team, former
programme manager Mike Bair being replaced
in October 2007 by Pat Shanahan. ln outlining
what Shanahan has done since assuming
control, Scott Carson made what amounted
to an admission of previous failings.'We have
added strength to the team where neededi
he said,'including experienced executives,
business managers and planning specialists
from around the company. We are basing them
at our supplier partners, as well as our own final
assembly facility in Everett, to make sure we get
this job doneJ
Once assembly of the first 7B7 is complete,
it will be possible to achieve'power oni the
next milestone. All of the system components
necessary to actuate the aircraft were ready at
the time of going to press, following extensive
verification testing. Above that, another 20
system components were required for taxi
trials. Both ofthese stages have been delayed
by the supply chain debacle.'Power on'is now
expected to occur at the beginning ofthe
second quarter of 2008.
There have been suggestions that the
maiden flight could be made on cln 2A002,
the second of the six 7B7s that will perform
the type's flight test schedule, such is the
extent of the work remaining to be done business, the programme and our customers
on the first airframe. However, these were to take the time to base this on hard, assessed
denied by Pat Shanahan. Major sections and facts, rather than, as Pat described, the
components ofthe second aircraft have now shallower analysis that perhaps we did beforei
arrived in Everett, and it is believed that there Boeing has always been confident that
will be less work for Boeing to do on these certification of the 787 will be eased by the
than on the first 787. amount of work done towards this goal prior
lmportantly, though, Boeing has decided to the first flight. No obstacles are currently
to concentrate its current efforts on getting foreseen, and Pat Shanahan reports that
the 787s required for flight-testing ready, Boeing is bn track'in providing the FAA with all
rather than moving on to those further down the necessary documentation at this stage. The
the line. Scott Carson put it thus:'We have delays in other areas, while unwelcome, have
resisted the temptation this time to make a allowed more time for this, and Rolls-Royce
broad and sweeping generalisation about may also not be unhappy to have a longer
where we are on all the rest of the aircraft period in which to refine the Trent 1000 engine,
until we have completed our assessment notably through improving its fuel efficiency.
of the condition of assembly of airplanes 2
through 6, the ones that are critical to our WHAT NOW FOR THE 787?
flight test programme, and worked through One irony of the 787's problems is that they
an assessment with our supplier partners and come at a time when Airbus is considering
our customers on the ramp-up. We think it outsourcing elements of aircraft production
is prudent and the right thing to do for the to US companies in an effort to lessen the
 on the next airplane programmes whether we
can accomplish something like thati One of
Bair's reported comments about certain 787
,, :.Uitiiiljtoilrairfpqrt
programme suppliers was no less forthright:
Drdarnliiier
i,: ririaJor 'Some of these guys we won't use again.'
. ,ciinrponenti.The The indications from what Scott Carson
lorward sedlon is
manufaitured by and Pat Shanahan had to say on 1 5 January
Spirit Aerosystems are that Boeing has learned some important
of Wi€hita, Kansas, lessons from the difficulties suffered by the 787
and the two aft
programme. Some semblance of order seems
sections by Vought
Aircraft lndustries to have returned, in contrast to the situatlon
in Charleston, South prior to roll-out when the need to unveil the
Carolina. Boeing
aircraft on a set date took precedence, and
problems with suppliers went unchecked.
Boeing now has a firmer grasp on the whole of
the build process.
t:Ss:X#
wa#w
Of course, now is the time to resolve
these things, for Boeing and its customer
*ss-.=:F airlines cannot afford recurring supply chain
failings during series production. ln working
more towards getting things right on the first
aircraft and getting it into the air, followed by
the other five test machines, than ramping-
up 787 production, it hopes to minimise the
effects of any changes that have to be made
as a result of flight test experience. As long
as some of the industrial partners raise their
I game in tandem with Boeing's own efforts, the
strategy ought to work. Whether the company
goes down this production route again must
be considered doubtful.
What's more difficult to predict is
impact the strength of the euro against the the reaction of the airline market. Soon,
existing 787 customers will finally get the
dollar is having on its costs
- and to try and
help it win the USAF's KC-X tanker contract. information on production and delivery
ln November, Boeing announced that it was dates for which they have been waiting.
moving work on KC-767 tanker conversions It remains to be seen as to what this
for ltaly and Japan from Aeronavali in ltaly information will hold, and how they will
back to the USA, citing the need to lessen take it. While cancellations seem unlikely, Pol Shonohon,
delays to those programmes. Outsourcing at a time when the competing Airbus A350
programme is proceeding well, Boeing
Boeing 787 programme
does not seem to have worked especially
well for Boeing of late, especially given the will not want to concede an inch unless it ,r:rr::rr ,
::l!€0cg9,:,-, ,1,,, r ,,
.:
rising costs associated with manufacturing absolutely has to. ' i.i:,..,
in the eurozone. The company's Commercial Airplanes
The ex-787 programme manager Mike president and CEO Scott Carson says he knows
Bair, still in a senior role with Boeing as a that Boeing's credibility is being tested by
vice-president for business strategy, has not lhe787. At the same time, he stresses that all
remained silent about outsourcing since the testing done so far'is telling us that this
changing jobs. ln November, the SeattleTimes airplane will indeed deliver breakthroughs for
quoted him as telling a gathering of business our customers and the flying publici Given
leaders and politicians in Snohomish County, all the delays and bad publicity, this is now
Boeing's doorstep:'The right way to do this more important than ever. Can Boeing and its
would be to have all those big parts across the partners deliver? A negative answer to that
street so you could just roll them in... We'll see question simply isn't an option. n

8r,31
Recce Phontoms of
the JASDF

57-6gBt"
 words & photogrophy:
Richord Cooper
oir-to-oi r photogrophy:
Kqtsuhi ko Toku nqgq/DACT

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RF-4E (foreground) and RF-4EJ Kai Phantom

lls from 501 Hikotai of the Japanese Air Self
Defense Forc€ at Hyakuri AB,
Eyes of Jopon

JAPAN'S AIR ARMS

'Public relations has a vital role to play in getting people to see the Japanese Self Defense
Force in the proper light. The SDF can't exercise power if the people aren't behind itiThese
words spoken by the Japan Air Self Defense Force Chief of Staff, Toshio Tamogami, in
November 2007 represent a whole lot more than PR-speak.
The key to that public support is to continue to operate within its imposed'self defence'
structure, and yet at the same time be seen to be supporting international goals. That is a tall
order. Maintaining a non-combative force and doctrine, whilst successfully contributing (airlift)
assets to lraq in the US-led campaign, all the while underthe steely glare of North Korea, China
and Russia who are looking towards Japan across a body of water that, at times, is no wider
than the English Channel, puts these forces in a unique position.
ln this first part of an exclusive series of articles on the Maritime, Ground and Air Self
Defense Forces of Japan, one of the most intriguing missions of the JASDF is detailed aerial
-
reconnaissance.

s I passed overthe post-war fighters whose maiden flight took place

north of our capital at
1 5,000ft, I could see
Tokyo Bay and Mount
Fuji quite clearly
during the hour-long
flight. lt was a great
addition to my 1,200 Phantom hours
- the
visibility was awesome, I could see for over
100 miles to my left and right and the Milky
Wayabove me,'
Such was the recent experience of one
RF-4E Phantom ll pilot from 501 Hikotai at
Hyakuri AB in Japan's lbaraki Prefecturejust 80km
north ofthe capital Tokyo, a recce'Rhino'unit
like few others that have ever existed. Almost
every military air arm in the world has a form of
aerial reconnaissance within its ranks, most, if
not all, of which are employed to gain an insight
into enemy territory to gain intelligence, to
-
seek out targets, to plan (and prevent) attacks.
Platforms flying high in the atmosphere are there
to pinpoint movement and co-ordinate targets
whilst humming UAVS enter unafraid into the
most dangerous of Troops ln Contact situations
to call in ground attack assets (or even take out
the threat themselves). At any time, fighters may
streak in over the battle lines at qazy heights and
speeds to obtain Battle Damage Assessment after
a deadly strlke.The recce mission is the battlefield
commandert biggest ally, and the lengthy service
life of the F-4 Phantom ll, that most illustrious of
50 years ago this year, has long included the
tactical recce tasking.
501 Hikotai is different, however.This is a
fast jet reconnaissance force that may never
be sent over a foreign land to collect the first
pictures of enemy targets to strike, and one
whose principal mission is the recording of
natural disasters to aid the people of its country.
This is no fighting force, though should ballistic
missiles, enemy fighters, an unfriendly naval
flotilla or an all-out ground invasion ever
actually take place, then the SDF commanders
are going to need information quickly.Thats
where 501 Hikotai would come in.
-
The squadron boasts the JASDF s sole
tactical recce capability (and is the only unit
to report directly to Air Defense Command),
equipped with RF-4E and upgraded RF-4EJ Kai
Phantom lls. Mean shades of brown and green
mottle together on the slab-sided fuselages of
these charismatic jets, clashing with the vibrant
splashes of colour bursting from a selection of
shark-mouths that now adorn both the typically
pointed RF-4E variant's Iines as well as the EJ Kai
versions with their more traditional radomes.
Then there's the charismatic squadron badge,
a well-known cartoon woodpecker, sitting
squarely in the middle of that classic tailplane.
The recce Phantoms tend to operate alone,
their pilots flying single-ship sorties to hone their
flight profiles for whatever mission they may be

34t6
*6€i".ii*ni*gcg?g€*a:lgi#/*;it6ts,
l-
 . t4

tasked towards. However, when the unit's slot

time comes up, it's not uncommon for six, seven
or eight of these bent-wing wonders to wind their
way along Hyakuri's famously kinked taxiway all
at once (with one or two more following minutes
later), line up at the last chance check area, and
blast out into crisp, clear skies. After banging
down and dropping their thutes, the jets will
repeat this pattern in the afternoon, and again just
after sunset if night flying is on the roster,

RECCE ROLE
Lt Col Oka is the Tactical Reconnaissance
Group's Chief of Staff. He told Aircraft lllustrated
that the group's primary mission is to'perform
aerial reconnaissance and collect information
over disaster areas, whilst our secondary
mission is to train new crews in the art of
reconnaissancel The camera-carrying brutes
undertake their duties over two training
ranges, land and sea, designed to reflect
the type of terrain that they could be tasked
to cover. The land-based training areas are
located close to Hyakuri and encompass much
mountainous terrain, whilst the over-sea areas
are found to the south-east ofthe base, over
the Pacific Ocean.
'Today's flight saw me flying over a dam
within our training ranges and taking pictures of
three briefed pointsi explained one pilot after his
sortie during A/'s visit.'Each sortie has different
pre-briefed targets, but today we encountered
poor visibility so we could not complete all of
our tasking. We cannot take pictures through
clouds, of which there can be many throughout
Japan's mountainous terrain! Our Phantom was
configured with the LOROP system and it took us
30 minutes to reach our first target. We passed
over it once at 15,000f1 in a hi-hi-lo profile, which
was difficult to achieve due to the low cloud that
was present during our 1.2-hour sortie.'
Three active recce profiles are employed
by Hyakuri s Phantom variants: TA (Terrain
Avoidance), TF (Terrain Following) and TAT (Target
Acquisition Tactics). Facilitated via the jet's own
radar, a TA profile will see the aircraft ingress
towards its intended subject at a pre-determined
height, whilst changing track to avoid upcoming
terrain. TF, on the other hand, will keep the
aircraft on the intended track towards the target,
but the height will be adjusted where necessary
to keep it heading in a constant direction.The
third mission profile,TAl, is more complicated and
involves generating tactics in accordance with
the type and location of the target. Generally,
these are undertaken at low altitude as the
aircraft rarely carry any AAMs for self-defence
(though the converted machines retain AIM-9
compatibility). Of course, aiding disaster relief sits
atop the list of mission priorities, and for that task
the most appropriate of the above profiles would
still be flown, regardless of whether the outcome
was a photograph of an erupting volcano or
erupting conflict on Japan's shores.
Heading up Hyakuri's recce force is the
Commander of the Reconnaissance Wing,
Col Takagi, a man with the voice of experience
that comes from having 2,000 Phantom hours.
He talked about how his jets undertake that
all-important disaster relief mission.'Usually we
operate under a three-hour alert system, with the
'phone call for assistance usually coming from
the mayor of the affected area. We have specially-
assigned people within the squadron to react if
such a call is received, but we are allwell trained
to react'automatically'when the call comes.
We will usually send one aircraft, plus a spare,
fitted with theTAC pod. Once the information is
collected and downloaded back on the ground
at Hyakuri, we take the photographs to Air
Defense Command where trained specialists will
analyse the material. Of course, we also have intel
specialists within our squadronl
501 Hikotais disaster relief role is, by its
very nature, unpredictable and can be called
upon at any time. The Iast time the RF-4s were
thus employed was to cover an earthquake in
the Niigita area, which saw the well-rehearsed
plan swing into action just a few weeks prior
to A/'s visit. The pilot involved talked through
the role.'First of all we flew over the whole
peninsula at around 10-15,000ft to specifically
El37
Eyes of Jopon
check what areas had been affected. Of course,
helicopters can take photographs from low
altitude and provide details, but no-one can
provide such large images and high-level
coverage as we can. lt is our duty.'
381 A
The more familiar role attributed to
recce fightErs is still very much part of 501
Hikotai's doctrine, too.'A major difference in
our operation of the RF-4 when compared to
other nations is that we only operate within
our own countryi explained Col Takagi.
'We cannot deploy them outside of Japan.
But we are ready to act against any form of
aggression. For example, if a threat were
detected out at sea, our recce Phantoms
would be used to take pictures or to gather
the radar frequencies of any vessel in order
to collate as much information as possible for
the commanders. ln another case, perhaps
if we were fighting a ground invasion, then
we would be tasked to take pictures of the
damage that the SDF had inflicted upon
that enemy. All of this would be under the
protection of our co-located F-1 5 Eagle
squadrons flying escort dutiesl
The recce mission is undertaken with kit
that remains pretty much the same today as it
did when it was delivered in the 1970s (RF-4E)
and 1990 (RF-aEJ Kai). The early variant, with
the lens-housing, tapered Phantom nose profile
more regularly associated with the type's recce
role, was first imported from the USAF in 1974.
It has undergone an lnertial Navigation System
upgrade and a modernisation of the optical
cameras, but it remains a workhorse RF-4E
through and through.
Sharing the 501 Hikotai ramp is the
RF-4Ej Kai variant, which remains the same
as the'standard'F-4E in terms of its shape,
but which has been indigenously modified
to fulfil the recce role to the same standard
as the variant built for the purpose. This is
achieved through the employment of three
types of pods, selected depending on the
mission required of that airframe. Carried on
the centreline station are either the TAC
pod (denoting TACtical recce, carrying
KS-135A and KS-958 cameras, plus a
D-500UR lR system) or the LOROP (LOng-
Range Oblique Photography) pod, both
of which have exactly the same system
capabilities as do the RF-4Es, only housed
in modified fuel tanks. The third piece of
wizardry carried by the EJ Kai comes in the
form of the TACER pod, which stands for
TACtical Electronic Reconnaissance, and
incorporates a KS-146B camera and datalink.
This collects input from radio and audio
waves from a ground target and is able to
pinpoint its position through triangulation.
PHANTOM EXPOSURE
It has to come. lt is inevitable that the career
of the recce Phantom in JASDF service will
soon be over. Like so many other classic steeds,
these recce Phantoms will have to suffer the
ultimate indignity of being replaced by a pod
in this instance, mounted underneath an
-
F-1 5 Eagle. Just when, and the exact form of
the system, is still up for evaluation.
That said, plans are in place for a single
F-15 to be modified to carry a recce pod (and to
be re-designated RF-15 accordingly), with the
trials likely to be conducted out of the SDF's test
centre at Gifu within the next year, for testing
over a three-to-four year period. Lockheed
Martin is expecting to supply its Synthetic
Aperture Radar (SAR) system and to work
alongside local industry to design and produce
the pod itself and, whilst negotiations are still
ongoing, the way forward has been set in stone.
'The RF-4s will probably continue in service
for another two yearsi said ColTakagi.'We have a
rough schedule in place to field a recce pod but,
as is the case with so many procurement plans
the world over, there is always a delay, particularly
when budget constraints are involved. lt is very
difficult to say at this stage if the pod will be a
suitable replacement for the RF-4 fleet. Of course,
apart from the obvious pros and cons of such a
drastic change, there is the fact that the RF-'l 5
proposal involves a single-seat environment,
which will clearly push the pilot s workload higher
than that ofthe two-seat Phantoml
Mirroring world-wide military thinking,
Japan is also entering the wodd of 'no-seat'flight
operations with the evaluation of UAVs to fulfil
the recce role having started in 2004.Timescales
for this entering the front line have not been
finalised, and nor have the exact specifications
of the two new systems'exact specifications, but
the leap in technology will no doubt bring untold
advantages and fielding a mixed manned and
unmanned system will also bring great flexibility.
Even sq the end ofthe photo-Phantom will still
take a lot ofgetting used to.
^
Check rhisl
lf you would like to see more images of
Japanese Phantoms, check out'5moke Trails:
the last of the F-4 Phantomsi Also of interest
will be'F-4 Phantom ll: Production and
Operational Datal Both books are published
by Midland Publishing and are available
from wwwianallansuperstore.com
 \
\i
0 a.
 ts_*\
t/" r-,
I ontinental Airlines and Newark Airport are
inseparable. Together, they represent your New
( I
York equivalent of Delta and Atlanta, Northwest and
Minneapolis, United and Denver,
\ But did I say New York? You are there, but, at the same time,
you are not there! You can see the famous New York skyline
from Newark Liberty Airport, the helicopter shuttle gets you to
downtown Manhattan in eiqht minutes and the shuttle train takes 30 minutes.
Much of Newark s traffic is geared towards New York but it isn't in New York!
-
JFK and La Guardia are in New York, but Newark is different, located on the
western side ofthe Hudson River. And ifyou are not confused enough already,
Newark is operated by the Port Authority of New York & New Jersey (PANYNJ).
There is no disputing the important influence and association with the'Big
Applel Opened on 1 October 1928, the Port Authority has operated Newark
under a lease with the City of Newark since 22 March 1948. Continental Airlines

!
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;

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is a relative newcomer, having joined the table
almost by accident. At present, Continental,
with its Continental Express affiliate, accounts
for 68 per cent ofthe airport's passengers.The
Continental-Newark'marriage' is inextricably
linked to the post-deregulation era in U5 air
transport, the demise of carriers, the mergers of
others and the ascendancy of a 'survivorl
GROWTH OF A MA.'OR
Continental Airlines, traditionally a secondary and
regional airline in the US mid-west and Texas, had
a limited route structure in the early 1950s linking
manyTexas cities plus Kansas City, Denver and
Tulsa. lt commenced an interchange agreement
with Braniff, United and American to spread its
route tendrils as far at St Louis in the easl, San
Francisco in the west and Seattle in the north-
west. New York or Newark were definitely not on
its radar, being as they were the scene of bltter
fare wars and competition between U5 north-east
rivals Eastern Air Lines, Delta Air Lines, Capital,
National and Northeast, and thus best avoided.
ln the 1960s and '70s, Los Angeles
lnternational Airport on the US west coast, about
as far away as you can get from New York, was
where Continental developed its presence, more
long haul routes being part of the managements
mantra. Hawaii was one of its new'stars; as it shed
some of its iocal service routes and expanded its
outlook. On 15 July 1963, Continental formally
moved its headquarters to Los Angeles, but not
until the 1970s did the focus switch eastwards, as
the carrier became preoccupied with developing
trans Pacific routes.
October i 978 s Airline Dereg ulation Act saw
Continental start to embrace the'l-tub'airport
system, establishing Houston and Denver
as its two primary hubs. But huge financial
losses followed in the early 1 980s, not just for
Continental but for most other US'major'airlines.
Enter Frank Lorenzo and his Texas Air
Corporation. They were the catalyst that brought
Continental to Newark. This wasn't planned, being
more of a process of evolution. Following a series
of mergers and acquisitions, Lorenzo acquired
a controlling interest in Continental in 1981,
merging itwith hisTexas International. In i980,
Texas Air Corporation formed New York Air, flying
initially from La Guardia but then Newark, and
by November 1981 Texas Air had acquired more
than 50 per cent of Continental s stock. On 1 3 July
1982, Continental and Texas Air merged. lt was a
match made in hell and, financially, was a disaster.
Lorenzo shut down the whole of Continentall
domestic operation on 24 September 1983
and the airline entered Chapter 1 1 bankruptcy
protection amid bitter union negotiations.
By 1984, though, Continental's 5Oth
anniversary, the airline was slowly rebuilding
itself under Lorenzo's ownership, becoming
profitable again by 1985. Next on Lorenzo's
acquisition 'shopping list'was Eastern Air Lines,
at one time one of the'big three'U5 carriers
and which was the largest airline in the world
in the 1 960s measured in annual passenger
boardings. With Eastern's network dominating
the whole ofthe eastern seaboard, and
together with that of the expanding New York
Air, Texas Air's (for which read Continental's)
domestic services were now set to cover the

Continental hub activity at Newark, with Continental Express ERJ-145s to the left along the
central one of the three piers that make up Terminal C. Geoff .lones

The Manhattan skyline dominates Continental's Newark

operations. Seen taking off here is Boeing737-70ON24736.
AJ/AirTeam lmaqes.com

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""i7'1'1!i!1ll('
New York, Nework
whole US'lower 48i ln the New York area,
Continental's market share skyrocketed.
The final element of the Continental/
New York/Newark equation was Texas Air
Corporation's acquisition of Newark-based
PEOPLExpress in 1986. At the same time, it also
bought Denver-based Frontier Airlines, which
had earlier been acquired by PEOPLExpress.
At the time, PEOPlExpress was probably the
best-known example of what today wed call
the low-fare or low-cost market. Founded by a
group of formerTexas lnternational executives,
its ebullient business plan was to operate high-
frequency, low-cost services with a fleet of
Boeing 737s between Newark and numerous
other cities, mainly in the US north-east. With
the catchline'Fly Smartl and only two years after
operating its first services, PEOPLExpress entered
the international market, launching a Newark to
London Gatwick daily service on 26 May 1983,
using Boeing 747-238s, these supplementing
the rapidly-expanding domestic fleet it had
acquired of over 70 Boeing 727 s and 737 s.
Both NewYork Air and PEOPLExpress
were soon to lose their identities. They were
assimilated as part of Continental Airlines on
1 February 1987, whereupon Newark became
a major Continental hub overnight. With 210
daily departures, it rivalled many of the other
burgeoning US hub airports, and while air
travellers to the New York area had traditionally
used JFK and La Guardia, they now quickly
'discovered'a third major New York area airport,
the New Jersey airport at Newark.
Continental's presence at Los Angeles and
Denver shrank, but the west coast's loss was
Houston's gain. The big Continental hub at this
Texas city was expanding rapidly to complement
Newark. Soon, it would overtake Newark in
terms ofContinental passenger numbers and
flights. lt was a bumpy ride for all concerned.
though.
Back in the US north-east, Eastern, now
under Lorenzo's ownership, was experiencing
continuous labour and financial problems. The
shuttle operation linking Boston, New York and
Washington was sold, aircraft were sold, routes
were sold, staffwere made redundant, salaries
were slashed it was a downward spiral to an
-
almost certain death. ln August 1 990, Lorenzo
handed over the chairmanship of Continental
Air Holding, lnc (the new name for the Texas
Air corporation) to Hollis Harris. Eastern was
surviving, but only by the skin of its teeth. On
1 8 January 1991, the airline, one of the most
famous names in US air transport history and
with its'Great Silver Fleet'that had been around
since even before the 1 928 formation of Eastern
AirTransport, ceased operations.This was the
final event that propelled Continental and its
Newark hub on the road to 21 st century success.
NEWARK HUB
Continental's first major investment at Newark
bore fruit when the'state-of-the-art'Terminal C
was opened on 22 May 1988, and it moved all
its operations over from the airport'sTerminal B.
ln October that year,Texas Air and Scandinavian
Airlines System (5AS) signed what is claimed
to be the first global airline alliance. 5A5'active
North Atlantic traffic started using Newark and
passengers could now connect with Continental's
well-developed US domestic route system from
here.This, together with the PEOPLExpress
legacy, was the start of Newark's development as
a primary New York area international gateway for
Europe. Richard Branson's Virgin Atlantic had also
arrived at Newark when this airline inaugurated
its first trans-Atlantic services in June 1 984, and
started to call it NewYork/Newark.
Despite financial and operational traumas
throughout the 1 990s, Continental was noted as
a survivor. Like its main'big six'US airline rivals
it was making money again in the latter part of
the decade. Wanting to realise the potential
of its Newark hub, in 1998 Continental
launched its GlobalGateway Project, an
5800-million programme to add 12 wide-body
and 19 narrow-body gates at its Terminal C and
to provide a new international arrivals facility,
which opened in March 2002. Any trans-Atlantic
air traveller who has used this facility will
relish its design and the speed of processing
compared to JFK and several other US east coast
gateway'airports.Terminal C is still Continental's
primary facility at Newark, but the airline also
utilises many gates atTerminals A and B.
The statistics of Newark Liberty lnternational
Airport statistics are quite daunting. The
Airports Council lnternational ranked Newark
in 2006 as the world's 21st busiest airport with
35,494,863 passengers, up 7.4 per cent on
its 2005 figure, and a similar total in terms of
passenger numbers to Minneapolis St Paul and
Singapore. Continental and Continental Express
contributed 24,293,210 passengers (68.4 per
cent) to this total, carried on 70 per cent ofall
flights at Newark and representing 408 daily
departures (226 on mainline Continental and
1 82 on Continental Express).
Continental now flies non-stop from Newark
to more than 150 US destinations, plus frequent
international schedules to Europe, Latin America
and Asia. lts international roster from Newark
includes 24 non-stop flights to European and
Middle East destinations and further non-stop
services to Beijing, Hong Kong, Tokyo and Delhi.
Since 2002, Newark has been an all-jet hub
but this will change during late 2007 when
Continental Express'Colgan Air introduces
part of its order for 1 5 Bombardier Q400s on
its commuter network from Newark. Pinnacle
Airlines, a Northwest Airlines subsidiary, acquired
Colgan in January (2007) in a S2O-million deal
in order to gain access to Colgan's partners,
including Continental. A re-arrangement of some
of the Newark gates used by these commuters is

also in prospect, a 50-seat ER.J-1 45 now not being
considered the most economical use of a gate
that could accommodate a 18O-seat Boeing737-
800 or the like.
Newark mirrors most large hub airports in the
US, and despite Continental's dominance, it is still
only a tenant. Looking down on its core activity
atTerminal C from Continental's control tower, a
completely separate facility from the FAA tower
at Newark, provides an interesting insight.The
FAA controls aircraft on approach to land, after
landing or before take-off on taxiways, and during
and after take-off But, as soon as these aircraft
cross the'threshold'of the ramp area adjacent to
the terminals, they transfer and come under the
control of Continental's own controllers in this
tower. This facility is a key part of the whole slick
operation of the airline at Newark. lts controllers
and staff monitor all the carrier's flights, 24 hours a
day, even before they depart en route to Newark,
so that delays are minimised and the transfer of
passengers and baggage is optimised.
New Jersey can see some horrendous
winter weather as well as stifling heat in
summer. When bad weather plans are
mobilised, the Continental controllers go into
overdrive, as the whole of the airline's schedule
has to be re-organised. Continental has a huge
fleet of de-icing vehicles and a special de-
icing pan during hot weather, blowers are
-
introduced to circulate fresh air through parked
aircraft. During thunderstorms and electrical
activity, the whole of the ramp operation may
be closed down for fear of lightning strikes. lt's
a never-ending contest with the elements for
which Continental is very well equipped.
Many of Continental's business and first class
passengers may be oblivious to all this pre-flight
action. With free hospitality, business meeting
rooms, showers and all the electronic/digital
links required by modern business people, the
'Crown Room'for these customers is a hive of
activity. There are also special areas for groups
or parties travelling together and a large facility
for unaccompanied minors. All the anticipated
concessions for food, drinks and gifts are here,
plus some that you might not expect. A New
York deli and diner ensure that your'Big Apple'
experience can continue right up until boarding.
And if you wonder what that huge factory
building is over to the north-west of the airport,
it's a Budweiser brewery, and it's got a special
outlet in Newark's Terminal C. Continental
currently occupies 58 gates in Terminal C as well
asT2hybrid check-in stations, which combine a
touch-screen'eService Centeri
RIDING THE TURBUTENCE
Against the civil engineering and infrastructure
that the Continental air traveller sees and
uses at Newark, one has to set the recent and
hugely turbulent years ofthe 21 st century and
Continental's survival. lt is allthe more poignant in
the memories of many current Newark employees
when, looking eastwards towards the Manhattan
skyline, they see the World Trade Center gap'as
a permanent reminder of '9l1 1 iThe un-natural
silence and lack of activity at Newark in the days
following'9/1 i'is still strong in the minds of many.
Continental rode the waves of the following
years, strengthened by the tenure at the helm
of Gordon Bethune, still losing money but along
with American Airlines avoiding the potential
ignominy of an entry to Chapter 1 1 bankruptcy
protection (it would have been Continental!
third). Part of this survival was down to a
managed programme of fleet rationalisation.
Continental had already committed itself to being
an all-Boeing airline, like its SkyTeam partner
Delta. At the end of 200'1, Continental had a
main-line fleet of 352 aircraft, all Boeings except
33 MD-BOs (and even those were now technically
a Boeing product after the takeover of McDonnell
Douglas). These were disposed of, and although
the average fleet age in 200'1 was the youngest
of all the'big six'at 6.5 years, this youth and fleet
consolidation and steadied Continental.
New York, Nework
ln fact, unlike most of the other'big six'
airlines which either cancelled orders or
pushed their deliveries back, Continental's fleet
has grown during the postr9/1 1'era. At the
end of 2006, it totalled 366 aircraft, comprising
264 Boeing 737s (including -300, 500,700,800
and 900 models), 58 Boeing 757s (-200s and
300s),26 Boeing 767s C200ERs and 400ERs)
and 1B Boeing 777-200ERs. Continental's
average fleet age is still the best,9.1 years at
the end of 2006. All of these airliner types can
be seen at Newark.
Fleet investment has also been high
on Continentalt agenda. The fitting of APB
blended winglets to some of its Boeing 737s
and757s is helping with cruise economies
and savings in fuel costs. Continental was one
of the few airlines to buy the stretched 757,
the 243-seat (two-class layout) Boeing 757-
300. lt continues to champion the cause of a
'young'fleet and was an early customer for
the Boeing 787, though the hope that Newark
would welcome the first of the 20 examples of
the type that Continental has ordered during
2008 has now gone with the announcement of
further programme delays. Continental has also
ordered more Boeing 777-200ERs.
One of the best ways to observe all this
Continental action at Newark, or ifyou have
to change terminals there, is from the Port
Authority's AirTrain high-level monorail. lts
route extends from a multi-storey car park
beyond Terminal A through all three main
terminals and to the Amtrack and the New
JerseyTransit railway station on the other side
of the airport. lt's a free-use monorail, but does
involve a transiting passenger going from the
secure area and then having to be re-screened.
However, the AirTrain provides unparalleled
views down on to the ramps and terminals.
With Continental employing 11,000 people
at Newark (as a whole, the airport workforce
numbers around 24,000), the symbiosis
between airport and airline is as good as
it gets. With the addition of Continental's
partners Virgin Atlantic, Air Europa, TAP, EVA
Air and the SkyTeam airlines, as well as its
Continental Express affiliates, Newark Liberty
lnternational is a truly world-class airline hub.
Its ambiance and proximity to down-town New
York is also helping it to become the favoured
airport of access to the city
that it's located in New Jersey!
- despite the fact 6
 words:
Lqwrence Spineffo
oi r-to-oir photogrophy:
Andy Wolfe/Lockheed Mqrtin

i*ffiJ**g{i;,;,
$teuhh su((esslon
ut with the old and in with the new', says Maj Bret Carter, a pilot
from the 8th Fighter Squadron based at Holloman Air Force Base,
New Mexico. He was referring to the impending retirement of
the F-1 17A Nighthawk as the F-22A Raptor comes into service in
greater numbers. lt's not a'like for like'transition in terms of role
and capabilities, and therein lies a debate.
Many aviation analysts and public officials were shocked when
the US Air Force's 2007 budget request called for the early retirement of the F-'l I7, an aircraft
affectionately known as the'Cockroach'or the'Stinkbugi Both senators from the state of New
Mexico vigorously protested the Air Force's plan.'The Pentagon has not made a credible case
for wanting to retire these stealth fightersi complained Senator Jeff Bingaman.'ln my view, the
F-'l 'l 7s remain an important part of the Air Force's fleet, and there is no good reason to retire
themi Similarly, Senator Pete Domenici remarked,'l am strongly opposed to the retirement of
F-1 17s. They are vital to the overall Air Force mission.'
Despite the surprise and opposition, USAF officials persisted and pushed forward the F-l 17's
retirement date from 201 1 to 2008.

AT THE TOP OF IT5 GAME

The USAF is not retiring the F-1 17 early because of its poor performance.'lt is still a good
airplane right nowi asserts Gen T. Michael Moseley, the Air Force Chief of Staff. Echoing the
Chief's comments, Maj Carter observes: 'lt is still completely capable of completing the same
mission from the beginning'. The F-1 17 essentially leaves service at the top of its game.
Of course, the jet has a proud combat record. F-117s led the initial strikes against the lraqi
regime during Operation'Desert Storm', on the night of 17 )anuary 'l 991. The first of three F-1 17
waves was 50 miles inside lraq when fourAH-64A Apaches from the US Army's'l 01st Airborne
Division fired shots at an early warning radar on the lraqi border. An official Pentagon report on
the war notes: 'Over the course of the war, the deployed F-'l 'l 7s flew approximately 2 per cent
of the total attack sorties, yet struck about 40 per cent of the strategic targets attacked'.
Lt Gen Buster Glosson, the director of campaign plans for US Central Command, boasted to then
Tactical Air Command chief, General Robert Russ,'Unless we have a mechanical malfunction,
the Iraqis won't put one hole in an F-1 17i The pilots scheduled to fly the first Operation'Desert

Paul Ashenden Mark Sutherland

Steolth succession

The F-22A and F-l 1 74 from the 41 2th Test Wing

shown in the air-to-air photographs accompanying
this article have, respectively, provided
developmental test support to the introduction
to service of the Raptor and (as part of the F-l 1 7
combined Test For(e) upgrades to the Nighthawk,

$
Storm'sorties were less confident in the jet's
unproven stealth abilities. They privately
predicted half of the initial wave of 10
aircraft would be shot down. Fortunately,
their fears about the effectiveness of stealth
technology in combat proved unfounded.
Likewise, F-1 17s dropped the opening
salvo of Operation'lraqi Freedom'(OlF). On 20
March 2003, at 05.34hrs, Lt Col David Toomey
lll and Maj Mark Hoehn delivered four 2,0001b
bombs in the heart of Baghdad in an attempt
to decapitate the lraqi regime. A dozen F-1 17s
flew more than 100 combat sorties in support
of OIF's major combat operations phase and
were responsible for striking key strategic
targets. The deployed jets posted an impressive
89.3 per cent mission capable rate, better than
the deployed F-l 5Cs and F-l 5Es.
Only one F-1 17 has been lost in combat,
to a Serbian SA-3'Goa'SAM on 27 March 1999
during Operation Allied Force'(OAF). Gen John
Jumper, then USAF Chief of Staff, remarked:
'We put our stealth assets into the most
dangerous places night after night and after
the hundreds of sorties that have been flown
in most dangerous situations, the loss of one is
certainly better than any of us expected.'
WHY RETIRE THE F.I I7?
As late as 2001, Air Combat Command (ACC)
insisted that the F- l 1 7's service life could
be extended well beyond 30 years and set a
tentative retirement date of 2018. ACC officials
even suggested the airframe could conceivably
last until 2030 or later.
Why, then, did the USAF dramatically
reverse course last year and accelerate the
F-1 17's retirement? The answer is simple
mone, money, money. The USAF is facing
-
a budgetary crisis. lt has been struggling to
'recapitalise'a fleet of ageing aircraft while
paying for the current costs of the global war
on terror'and receiving an ever-decreasing
slice of the defence budget. Moreover, Air Force
officials face mounting pressure to help offset
the costs ofthe planned 92,000 troop increase
for the US Army and Marine Corps.
USAF officials realise that this shift to
a ground-centric defence budget is short-
sighted, particularly since the increases in US
ground force levels will not be available for use
in lraq or Afghanistan in the short term. The
value of this move is questionable since the
Army and Marine Corps will probably absorb
the increase at a time when the U5 is looking
to significantly reduce its presence in lraq. Plus,
the US is not planning on fighting a ground
war to police a failed state any time soon.
To fund recapitalisation internally, the USAF
agreed to cut 40,000 troops from its ranks. The
average age ofthe USAF aircraft inventory is
24 years. American airmen fly 50-year-old aerial
refuelling aircraft and long-range bombers.
Secretary of the Air Force, Michael Wynne,
however, recently acknowledged that the fiscal
austerity plan is not reaping enough savings.
'lt's not workingiWynne said.
Thus, the USAF decided to hasten the
F-1 17's retirement because it needed to find
more ways to maximise the funding available
Steolth succession
for recapitalisation during a time when revenue
for competing interests is sparse. According to
USAF officials, the F-1 17 became too expensive
and difficult to maintain, and it therefore
became an easy target in the budget wars.
Program Budget Decision 720 estimates
that retiring the F-117 early will save
51.1 billion from procurement accounts
and 55.1 billion from associated manpower
accounts. Furthermore, the directive states that
there are more capable USAF assets that could
provide low-observable, precision penetrating
weapons capability.
The USAF has never been satisfied with the
Congressional cap onF-22 purchases. Congress
has limited the service's F-22buy to 183 jets.
The Air Force leadership unanimously thinks
the minimum number of Raptors that the
country should purchase is 381.
NOT A PERFECT REPLACEMENT
fheF-22 Raptor is not a perfect replacement
for the F-1 17. ln fact, the aircraft are wildly
different in terms of capabilities, mission,
armament and weapons. Really, the
commonality between the two jets does not
extend much beyond a shared low-observable
stealth capability.The F-1 17's stealth capability
is based on 1970s technology.This remains
effective, but the jet's very angular features
contrast significantly with more modern stealth
platforms like the F-22 and F-35.
The F-1 1 7 is a precision strike aircraft
designed to penetrate high-threat airspace. lts
strength lies in its ability to use laser-guided
weapons against critical targets. Recounting
one notable mission during the first Gulf Wat
MajJoe Salata described how he noticed
a car driving across an lraqi bridge he was
attacking. The jet's pinpoint laser designator
allowed him to avoid killing the civilian
driver while still knocking down the bridge.'l
actually aimed behind him, so he could pass
over the bridgei Salata said.'You can pick
and choose a little bit in the F-117. ln any
other type of aircraft, I would've never had
the opportunity to move my spot. I would've
missed everything, and then I wouldn't have
been able to see what happened anyway.
Stealth allows us to look longer at the targets
before release, as well as after release.'
The F-1 17 offers advantages over the
F-22 in terms of the type of guidance of its
weapons and the size of its bombs. The
F-1 17 carries a maximum of two bombs, the
same number as an F-22. However, the F-l 1 7
can carry heavier ordnance, in the shape
of 2,0001b bombs versus the 1,0001b bomb
limit for the Raptor. Additionally, the Raptor
currently only'drops on co-ordinates'as it
only carries the GBU-32 Joint Direct Attack
Munition (JDAM), a GPS-guided bomb. Both
aircraft can penetrate high-threat enemy air
defences, but the F-I17 is better able to attack
hardened sites such as command bunkers.
ln September 2006, Raptor pilots successfully
tested the Small Diameter Bomb (SDB), a 2501b
guided weapon designed to strike fixed targets
from a stand-off range while causing little
collateral damage. Cunently, the weapon is
Et47
Steolth succession
only carried on the F-1 5E, but plans are to add
it to the F-22's arsenal in around 201 4. The SDB
upgrade will provide the jet with a weapons
capability that the F-'1 17 never enjoyed.
RAPTOR. OFFER.S MLICH MORE
Despite the differences in air-to-ground
ordnance capability, the F-22 is far superior
to the F-1 17. 'The F-22 is a much more
capable fighter than the F-1 1 7i says Col
Jack Forsythe, the 49th Operations Group
48l6
commander at Holloman AFB.'We are
passing the torch to fellow stealth drivers.
The F-22 will fight in its own unique wayJ
More than 70 F-117 pilots and maintainers
came to Langley AFB, Virginia, in August to
hand off their 25 years of stealth knowledge,
including stealth integration tactics, to the
Raptor community in the st Fighter Wing. Capt
'1
Raymond Thaler, anF-22 instructor at Langley,
remarked:'We will build on the legacy of the
7's historic accomplishmentsJ
F-1 1
The F-22 is a true bird of prey, whereas
the F-1 1 7 is strictly a ground attack aircraft.
The F-1 17 has zero airto-air capability, which
has led many to question the accuracy of its'F'
designation. The'Cockroach' possesses neither
an air-to-air radar nor a Radar Warning Receiver
(RWR). Pilots do not have any electronic
warning that other enemy fighters or ground
threats are targeting them.'Cockroach' pilots
often joke that they just'lower their seat'if they
think they are in danger.

To see more images of the F-l
'1
7, check out
the Specialty Press title'F-1 1 7 Nighthawk:
Stealth Fighter Photo Scrapbooki available
from www.ianallansuperstore.com
The F-1 17's two non-afterburning General
Electric F404 engines produce about half of the
thrust of the Raptor's Pratt & Whitney Fl 19-PW-
100 turbofans, each of which deliver 35,0001b
of thrust and permit'supercruisel ln contfast,
the F-1 17 is limited to high subsonic speeds
and a ceiling of45,O00ft.
The Raptor's thrust-vectoring capabilities
and high thrust-to-weight ratio make the
aircraft an unparalleled dogfighter. No other
modern jet can match its manoeuvrability.
The F-22's best defence against other fighters
is usually its offensive potential. lt carries six
AllM-120 AMRAAMs, two AIM-9 Sidewinders,
and an M6142 20mm cannon with 480
rounds. The Raptor's low radar cross section
coupled with its superior agility, the ability to
supercruise and integrated avionics provides
the F-22 with an advantage oftactical surprise.
The Raptor brings stealth into the day and
actively searches for a fight, whereas the F-1 17
primarily flies at night and relies on its stealth
characteristics to escape detection.
Like the F-1 1 7, the F-22 is capable offlying
into the most advanced integrated radar
networks in the world to deliver bombs on target
on time. But, the Raptor's primary mission is not
air-to-ground operations. Rather, it will focus on
ensuring air superiority in future conflicts.
ln a recent letter to his airmen, staff, and
war planners, Gen Moseley clearly relayed his
intent for the future of the Raptor. First and
foremost, the Raptor willfocus on ensuring
air dominance.'The first step in recapitalising
our ageing fighter fleet is fielding the F-22
to replace the F-1 5C as our front-line air
dominance fighter. Controlling the skies
is the first and most fundamental step in
any joint operation. Potential adversaries
continue to develop and field advanced
aircraft, cruise missiles and surface-to-air
missiles in an attempt to project povrer in
friendly airspace or deny our forces access to
their airspace. Let there be no doubt about
primary aircraft
it
- the F 22 will be the
responsible for countering these threats,
clearing the skies of bad guys, and ensuring
our nation's air, land, and sea forces access
for many decades to come. On my watch
as the lead airman of this great Air Force I value to coalition war plans.
will not allow air dominance to be taken for
granted. This is a no-fail missionl
'To ensure air dominance, Raptor pilots
must be trained and the F-22 must be
equipped for air-to-air combat in any arena
from homeland defence to anti-access
-
environments. Since one of the keys to airto
air success in anti-access environments is the
ability to destroy enemy surface-to-air threats, I
want Raptor pilots trained and F-22s equipped
to conduct the Destruction of Enemy Air
Defenses (DEAD) mission as well. If the current
focus of the Raptor programme
- including
training syllabi, ready aircrew programme
(RAP) requirements, designated operational
capability (DOC) statements, modernisation
plans, test plans, or the Weapons School
- isn't
on air-to-air and DEAD, then it is wrong and
I
want it fixed, and if we're spending precious
Raptor modernisation dollars or training sorties
on the core missions of our other aircraft, such
as CAS, SEAD or interdiction, that is also wrong
and I want it stoppedl
Given the relatively low numbers being
procured, the Raptor cannot entirely replace
the F-15C. Accordingly, the USAF plans to
continue flying approximately 1 B0'golden
Eagles' until 2025. The recent mishap involving
a Missouri Air National Guard F-'i 5, however,
has cast doubt on the Eagle's sustainability.The
USAF will probably seek additional funding
from Congress to purchase more Raptors.
e&11$€g*&Jstshs
As the Global Strike Task Force points out,
'the success of any major air-land operation
today and in the future
-primarily - depends
on the United States'pre-eminent
ability to detect and destroy enemy fighters
as well as attack high-value ground targets
with precision weaponsl The F-22 is neither a
perfect substitute for the F-1 1 7, nor available
in sufficient numbers to replace the F-15C.
Nevertheless, the Raptor will add tremendous
Many, not least US warfighters, will
undoubtedly shed a tear when the last F-l 1 7
makes its final flight to the Tonopah Test Range
for storage, but the cycle of aviation progress
continues. fhe F-22 will define a new era in
fighter capability. Il
at49
 "' .22 et"
,_-..
= " u

UNITS " FORMATIONS & REDESIGNATIONS " COMMANDERS. KEY OPERATIONS. CODES - EMBLEMS

Henry L. de Zeng lV & Douglas G Stankey

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..) { -, 6t'--5- -- .*
close-ups of the unit
'# FiiF5 a. o-">*-t"+ ";'
emblems and badges,
many of which are in
ffik'i;.(."
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coloun In addition,
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E#
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- .48
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 words & photogrophy: Peler R. Mqrch t must have been towards the end
of 1 967 when I had a call out of the
blue from Philip J. R. Moyes. l'd met
This 40th anniversary issu e of Aircraft lllustrated Philip when he was the PR officer
marks a significant and, for us, sad event the at Filton at the time Bristol Aircraft
-
of
retirement, after 40 uninterrupted years, was producing the Britannia. He
Peter R. March as a monthly contributor. had been really helpful in allowing
Born, educated and working in Bristol, Peter me to photograph the airliners on the
had his first photograph, of an Auster Alpha that production line there and I missed his help
had crashed at Lulsgate Airport, published in after he moved to the SBAC. Suddenly, there
September 1959. He went on to contribute to he was on the'phone, saying that he had
Flight, Air Pictoriol and other magazines and local been asked to edit a new aviation magazine
newspapers quite regularly over the next 1 0 years. for lan Allan, and inviting me to send him
His initial contact with lan Allan Ltd came in 1960 anything of interest, particularly on the civil
Peter R. March with Cessna 172E G-4555. when he provided photographs for CivilAircraft side, for the first edition.
The aircraft was purchased by his very good
Markings by John W R. Taylor. Buyers ofthe 1 961 At Compton Abbas a couple of months
friend Dennis Squires in 1 965, and Peter flew
regularly with him to air events. ln 1971, Peter CAM could see I 3 of Petert photographs, for which previously I had seen a newTipsy Nipper
got his private pilot's licence and later became he received a reproduction fee of37p each! He (G-AVKT) that had been flown in by David
co-owner. The red and white Cessna has some took his first air-to-air photographs in September Shrimpton. I said to him that I would like to
3,500 hours in its logbook and continues to take
1 961, after being invited by the air correspondent photograph it when he departed
him to events around the <ountry,
of the Western Daily Press to go to RAF Colerne and
- he offered
to do a couple of flybys. Characteristically
fly in a Hastings to take photos of another Hastings and Beverley making a para drop. enthusiastic, David proceeded to make some
Now with a taste for aviation photography, he came to the conclusion that you need to very low runs past the clubhouse, to the
write about aircraft to get photos into print. His first major article in 1965 on the training and chagrin of the airfield manager. one of the
operations of Royal Navy fighter crews at Yeovilton enabled Peter to get his first taste of fast photos of him doing this with a little story
jet flying. That involved the first of many Hunter sorties from Yeovilton, taking air-to-airs of Sea appears as my contribution to the very first
Vixens, and a trip in the toal hole'of a Sea Vixen (including a supersonic dive) that afternoon. quarterly edilion of Aircraft lllustrated in March
Since Aircraft lllustrated starled, Peter has been the only contributor to have had 1968.That started the ball rolling, and I have
something in every single issue. He has never missed a deadline, even while he was working never looked back until now.
for A/ alongside his full-time job. 40 years ago, Peter was head of sixth form at a Bristol
-
I don't recall any particular rationale
comprehensive school, and three years later deputy head of another school. ln 1974, he went being mentioned for the establishment of the
to the new Avon local authority as a principal adviser, to run the careers service and to be an new magazine other than Philip saying that
'inspector'of a group of primary and secondary schools. He was also writing careers books, 'all aviation interests'would be catered for.
and had a weekly slot called Jobline on what was then the HTV evening news. ln the'70s and This has broadly been the policy ever since,
'80s, while also having been made Contributing Editor of A/ (in 1977) by the then editor Martin although I have had to fight (and generally
Horseman, Peter wrote three series of adult education TV programmes to do with choosing a lost) the corner for light aviation. With lan
job, and one about retirement (which he says he hasn't watched recentlyl) Allan producing books and magazines for
It wasnt until 1988 that Peter became a full-time aviation photo-journalist, having decided to 'transport spotters; it was not surprising that
'retire'from education after 28 years. He had been closely involved with the lnternational AirTattoo the new aviation quarterly followed the same
and the RAF Benevolent Fund, producing the show programme since 1973, and when he was invited line. Essentially, my involvement came about
to take over the editorship of the Royal Air ForceYearbookhejumped at the opportunity. lt was also because I was a'spotteri in Philip's eyes, and I

then that Brian Strickland became his assistant, and he has played a large part in all of the work Peter knew about registrations, serials, markings and
has done since, including that for A/. Over the 40 years, Peter has so on. He was a respected aviation historian,
edited more than 50 books and magazines for lan Allan including and wasn't too familiar with the modern scene,
Military Aircraft Markings,the ABC Recognition Series, the A/ particularly on the civil side.
Annual, Air Extrc, Air Disploy lnternationol and several'specialsi Part of my work for Ai was placed on a
iil""'*otu Peter's Airview' colu mn has been a constant feature for more regular footing from the April 1971
1 Nippe
-
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almost all of A/'s life. Now providing our Preservation News issue onwards, when the Airview'column
i \
"*.."r^r::Xt"S":,lftijffii
coverage, it has regularly broken major stories in the last few started.The idea in fact came from something
'r s,rm:riff$S,i"ili!!ii4*:!j$*4',"-'5 \ years, often thank to the many contacts Peter has made over ld followed in Air Pictorial, called lournal of
i i!
i@ "^1,*,rr*.:1"",iE
"rl*:.,1$xi*::F;,li',ifio"'-..,,,"::,].lli
5*1"#,Sl:Iftlg'':f past half-century. This has run alongside his authorship of
thepasthalf-century.Thishasrunalonqsidehisauthorshipor
the a Roving Spotter'. I thought, and convinced

"*,I{,fi*$tffi,i'o'*ll;:t. \
ijili#":EltSlo many other news and feature articles. lt goes without saying Philip Moyes, that we ought to do something

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1, he willcontinue to contribute on a resular basis his
similar in A/.The idea was to cover as much
as possible of what was happening on the UK

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retirement mark the end of an era forAi.
ttto*,Petertakesupthestoryof howhecameto
- aviation scene that would not otherwise be
reported in the news pages. At that time, the
rest of the magazine was rather more'esoteric',
workfor Aircraft lllustroted, and of some of his most and this was my way of getting something in
memorable assignments for the magazine. BEN DUNNELL for enthusiasts like me. This would typically
include squadron and base changes, airline
P€te13 first contribution to the first issue of Aircraft
lllustrcted, in?Ioducing the Tipsy Nipper. fleet updates, interesting visitors, news from
the growing preservation scene and an events
calendar. The latter continued through in
various forms for the next 35 years.
Airview'included airshow reports right
from the start of the 1 971 season, and that
summer saw the first AirTattoo staged in aid
of RAFA's South-East branch at North Weald. I
was invited to take photographs at the show,
where I met Paul Bowen and Tim Prince. The
following year I helped with the compilation of
the programme and as a member of Paul and
Tim's volunteer team, and by the first Embassy
Air Tattoo held at Greenham Common in 1 973
I was press officer, programme editor and
photographer. I have continued the latter two
tasks ever since, the AirTattoo having been my
first direct involvement in the airshow world.
As a result, there has always been a close
relationship between the event and A/.
1995 saw a major change, when Air Display
lnternational, a sister publication (quarterly, a Sea Vixen. lt didn't exactly work out, because
later bi-monthly) of which I had been the the pair of Phantoms was running short of fuel
founding editor in 'l 987, was incorporated into and they started to dive in towards Yeovilton '40 yeors on A/ hos
A/. This meant that the airshow coverage was before we were half-way up to meet them. lt
removed from'Airview', which from then on has was all very much'hit or missl
concentrated solely on the preservation scene. The first part of one of my early highlights
been o long time, but
lndeed, the section's main title changed to was published in A/ in February 1969. I was
Preservation News in 2004, giving it the same invited by RAF public relations to go on what very enioyoble. lt wos
importance as the magazine's military and was supposed to be the first'fastback'Shorts
civil coverage, though I was insistent that the Belfast two-crew, straight-through trip to the Far o mogozine thot took o
Airview'name should also be retained given its East. The RAF s new strategic transport had been
having performance troubles, caused by what
longevity.
described in the article as'suction drag on the
I
while to estoblish itself, but
MEMORABTE ASSIGNMENTS tail and rear fuselagei lt wasn't able to achieve
Following that 5ea Vixen trip in 1965,I the speed and altitude that were desired, since then it's become the
continued to do quite a lot of flying from particularly in hot and high conditions.There
Yeovilton. ln 1 968, just after I started was a modification programme put in hand 'number one' in my eyes,
contributing to A/, the Royal Navy invited me to which produced the'fastbackl Unfortunately, by
take the first photographs of its F-4K Phantoms the date on which I was supposed to go out to ond those of mony others'
arriving in the UK. Again, lflew in a Hunter out Singapore, they still didn't have one available, so
over the south-west of England, together with I flew out on a'Bel-slowi

lM.ll
40 yeors of reporting
The route went first from Brize Norton to
Luqa in Malta, then on to Akrotiri. From there,
we had to leave for an overnight trip round the
CENTO route, which was up through Turkey and
down the other side to Bahrain, because you
couldn't go across Egypt and the Middle East.
When we got to RAF Muharraq in Bahrain, it
was morning, and it was already hot.The Belfast
couldn't depart with its load during the heat
of the day, so we had to wait until the evening.
They had advance notice that I was coming, and
the Station Commander asked me to take some
photographs for the station Christmas card.
They put up a Hunter, Andover and Argosy.The
crew went offto the Britannia Hotel, but I was
kept busy, and at one point I was arrested on the
apron when I went back over to the Belfast to get
some more film. While I was being held there, the
soles of my shoes got stuck to the tarmac, before
was'rescued' by the Station Commanderl
From Bahrain, we flew to RAF Gan in the
Maldives and out to Singapore. I then had two
weeks in Singapore to report on and fly with
the Far East Air Force, and I had a fantastic time.
i flew in a Belvedere up into the Malayan jungle
to photograph load-lifting and troop insertions
into a small clearing. I was deposited on the
ground and the Belvedere lifted up to the tree
line. I expected a rope to be lowered and the
soldiers to abseil down. To my surprise, the
helicopter flew away, right out of sightl Before
we landed, they'd advised me,'Be a bit careful
there
- there are locals in the area who are
rather uncivilised, and there are snakes and wild
animalsl I then saw the faces of quite a few locals
peering out of the trees. I was getting more and
more rnrorried, thinking'How do I get back? Has
the Belvedere had a problem?'Of course, it was
all a huge joke. They then returned, lowered the
troops in, and landed to pick me up.
I On three of the days, I was allocated a
HunterTT from No 20 Squadron, firstly to do
photography ofa No 74 Squadron Lightning
T5. Both units were based at RAF Tengah at the
time. That was an interesting one, because in the
bar one evening I was chatting to the Station
Commander at Tengah, and he said,'So, you're
going to do a Lightning photograph, are you?'l
replied that I was hoping to.'Right, l'll give you a
challenge. ld like you to get a photograph of me
in the Lightning at low level over a Chinese junk,
to show where we arei I accepted the challenge,
and managed to get the photograph, which
was published subsequently in A/. On another
day when I had the Hunter, we heard that the
air wing was disembarking from HMS Victorious,
so we went up and I took pictures ofthe Sea
Vixens and Buccaneers while they were inbound
to Tengah. And, of course, I photographed the
resident No B1 Squadron Canberra PR7s, and
No 20 Squadron's Hunters themselves, in action.
All the while, lwas accommodated in the senior
officers'mess, had a car and driver allocated to
me, and my own'batmani A tremendous visit
it was somewhat different to be back in the
-
classroom a week later.
I have contributed many features on RAF
units and stations at home and abroad to
,4/, and visited Cyprus, Germany and Hong
Kong several times. At Akrotiri, I saw the UN
helicopter operations, the NEAF Vulcans and UK
squadrons on Armament Practice Camps. The
best was the last Phantom APC when the crews
made some fantastic low-level runs towards
the cliffs and across the airfield for the benefit
of the photographers. At RAF Wildenrath,
Germany, I was privileged to see early Harrier
operations and had another memorable Hunter
flight. This was with No ll(AC) Squadron, and it
was another'challengei from the squadron boss
this time. I noticed a twinkle in his eye when
he said,'What I want you to try and do is to get
a photograph of one of our Hunter FRl 0s at
low level. We're going to put a target out, and
I d like you to get a shot of the Hunter taking
its picture of the target belowi What I didn't
realise was that it was going to be hidden in a
pub car park at the end of a winding German
roadlWe were at low level, doing violent turns
left and right, as we followed this FR10. With
the g-suit pumping in and out all the time, it
was very difficult to get any photographs at all,
let alone over the target. I failed the challenge
and felt very unwell as I walked into the crew
room. I was lucky enough to visit Hong Kong
before it was handed over to China and fly with
the Wessex on No 28 Squadron. This gave me
the opportunity to photograph the new airport
and contrast it with KaiTak in an additional
article. I also found the time to fly a Cessna 172
from the Hong Kong Flying Club out ofand
back into Kai Tak an amazing experience.
-
With a lot of these things, it's not only the
aeroplanes that have been special, but also the
people I have met and who have gone out of
their way to help me to get photographs and
stories. There were several such individuals
at FRADU (the Fleet Requirements and Air
Direction Unit), whose Scimitars, Meteors,
Hunters and Canberras I covered numerous
times for A/. On one occasion, I wanted to take
pictures of a MeteorTT20 towing its target.
The pilot said that he and a colleague had to
go out and provide targets for the gunners
off Portsmouth, which involved flying round
in a racetrack pattern for half an hour or so. I
thought it a bit strange when I saw him stuffing
a paperback into his flying suit. When we were
in the racetrack, he said,'l want to have a read
of my book. Will you fly it round?'The TT20 had
rudimentary controls in the back, so there I was
flying a Meteor while the pilot had a read.
Concorde has been an almost constant
feature of my time working forAf starting when
I witnessed the maiden flight of the'British'
prototype 002 at Filton on 9 April 1 969. I then saw
several production aircraft making their initial
test flights from Filton, but naturally I wanted
the chance to go on board. Th anksto Aircraft
lllustrated, it happened on 2B August 1984 when
flew on G-BOAA from New York to London.
I managed to persuade British Airways
to let me do a feature on 'a day in the life of a
Concorde piloti I met Capt David Leney at an
hotel in New York, and he told me about what
I was going to see the next day. I joined the
crew at breakfast, drove out with them to JFK
airport to go through briefing with them, the
aircraft inspection and the walk-round. I then
had to dodge back into the terminal, because
I was booked in as a passenger and not crew.
On board, I was allocated a seat at the front of
the aircraft, which I only used when lwent back
from the flightdeck to have my meal. Otherwise,
I was on the Concorde flightdeck from start-up
at JFK to shut-down at Heathrow, and it was
probably the most fantastic trip of my life.
Of course, one ofthe saddest occasions in
my aviation career was the arrival of Concorde
G-BOAF at Filton on its last flight in November
2003. To see it now, as I do very often. sitting
forlornly at Filton, I think it's such a tragedy
that it wasn't able to continue flying. The Bristol
Aero Collection needs all the help it can get to
get AF into the planned new museum building
to protect it from the elements.
The Vulcan has played a significant part
in my A/ reporting in more recent times, and I
was really delighted when XH558 took off from
Bruntingthorpe last October. When the RAF was
I looking at grounding it in the early 1990s, I was
invited by the Ministry of Defence to represent
aviation journalism at two meetings of all the
interested parties, discussing whether there was
a viable, cost-effective case for keeping XH558
flying in military hands. Those of us who spoke
in favour of this lost the day, but it was a rational
decision in the end. lt would perhaps have flown
I
 40 yeors of reporting
i others trailing behind. While we were on long
;; t.
.rP. 1 were going along on our mainwheels, slowing
l-fi{!:
;;a ,; r J;;J
nl
- us. We swung round further, and the pilot
for two or three more years at the most before
funding ran out, and there were competing
claims for the money.
On the warbird front, the Confederate Air
Force (now, of course, the Commemorative
Air Force) has been very important to me
since the early 1 980s. Lloyd Nolen, the key
founder, encouraged me to visit Harlingen and
subsequently Midland to report on the annual
Airsho. With the help of volunteer press officer
Russ Anderson and colleagues I was fortunate
to fly in and photograph most of the types
in the CAF inventory, ranging from the B-23
Dragon in 1 980 to Catalina, B-24, B-25, A-26,
B-29 and CASA 2.1 1 1B more recently. Two
sorties in Air Atlantique's Shackleton from
Midland will also be long remembered. One
CAF colonel, former USAF Gen Reg Urschler,
-r f
; finals, the storm was flashing away, and a
,s,
has been a friend and inspiration over many
years. I have enjoyed flying with him in P-
51 Mustang Gunfighterand admired him
displaying it on countless occasions. Reg
was also the first to assist a very shaken
photographer to climb out of a tailless Harvard
after my first (and, I hope, last) aircraft accident.
The incident happened at the 1 997 CAF
Airsho and involved another long-standing A/
contributor, my good friend Frank B. Mormillo.
We were off on a post-show photo sortie
involving fourT-6s going out to photograph
some warbirds. lt had been a really hot day
and there were thunderstorms around. Then
there was a radio call to say that there was an
ominous storm moving towards the airfield,
and that we should get back. We weren't too
far away to the south and lwas in the lead
aircraft, with Frank in the second one and
Southwest Airlines 737 scurried off. We had
to slow down our approach, but proceeded
to land in stream. We'd touched down and
down, when suddenly the aircraft turned left.
The next thing I could see over my shoulder
was the second T-6 coming quickly towards
opened up the throttle to get out ofthe way,
but the engine coughed. The wing of Frank's
aeroplane hit our tail, and the wingtip ended
up almost immediately behind my head.
Another foot, and it would have hit me; more
likely, the propeller would have made contact
with us.
By contrast, going to the Middle East in the
immediate aftermath of the first Gulf War had
been less dangerous. I went as A/'s representative
to Kuwait, while the oil well fires started by
retreating lraqi forces were still burning. lwill
always remember flying through the smoke in an
RAF Hercules. We went into various desert strips,
some containing lines and lines of US military
helicopters, and to Kuwait City itself where the
remalns of the British Airways 747 deslroyed
on the ground during the war were still sitting,
along with those of several other aircraft. The
devastation in Kuwait left quite an impression on
me.Then, we went into Bahrain where we saw
the RAF Tornados and Jaguars, now with their
nose art and mission markings.
I never imagined during the Cold War
years that I would end up going to Russia,
and especially to its main test airfield, but
frlrrn llll rfrr llr lmnl'-rt[r[rtilrrlrlf
it happened in October 1993
- at a very
interesting time. I went there with Richard
Goode, for whom l'd been taking photos since
his early days as a competition aerobatic
pilot. The plan was to do air-to-airs of the
new Sukhoi Su-31 aerobatic machine over
Zhukovsky from a Yak-1 BT, as Richard (who had
bought and displayed the first Su-26 in the UK)
was purchasing one.
My arrival coincided with a major crisis
following President Boris Yeltsin's decision
to rule by decree and his dissolution of the
existing Russian legislative system, including
the parliament. lt looked as though civil
war could erupt at any time, and there were
uprisings on the streets of Moscow. These were
put down by force, and tanks shelled the White
House in which members of the legislature
lvere holed up.This happened on a Sunday, but
largely without us knowing, as we were staying
just outside the city.
We had a Sukhoi representative with us,
and Richard wanted to go to a large hotel near
rne White House as he was setting up the first
'.,isits to Zhukovsky by Westerners
paying to fly
in MiGs, Sukhois and so on A/ was the first
-
Western magazine to report on this and
-
rvanted to find a decent hotel to put them in.
Driving towards it, we came to a roadblock,
and a policeman told us: 'You can't go down
there, there's troublei Our driver said, 'No, we've
got to get to that hotel:The policeman replied
something llke,'On your heads be itl and we
drove down this dual carriageway. We went
round a bend, and in front of us the road was
biocked, there was a bus burning and there
were people waving banners coming towards
rtr
us. The Sukhoi man said to the driver,'Keep
going, don't stop!; and to Richard and l,'Get
your heads down!'We just drove straight past
this group, who thankfully stepped aside for us,
went over the bridge
- the White House is on
one side of the river, and the hotel on the other
and were stopped by a British television
-crew, I think from Sky, who asked us: 'What the
hell are you doing? You're in the middle of a
revolution!'Those people had been marching
towards the television centre, to take it over.
That evening, we went to a restaurant, and at
about 10 o'clock the owner came up to us and
said:'l think you'd better go now, because there
are tanks moving in on the cityl Overnight, and
especially first thing the next morning, we all
heard the sound of gunfire.
The next day, a friend Richard had brought
out with him was going to fly in a two-seat
'Frogfootl somebody else was going up a
MiG-29U8, and we were due to do the air-to-airs
of the 5u-31 . We went to Zhukovsky and were
told that all airfields in Russia were closed, but
by midday they said that all the flying could go
ahead. This gave me just enough time to get
the Sukhoi photos, and some'sneaky'shots of
the dispersals at Zhukovsky. I went straight back
to the UK the following morning, because I was
flying to Midland for the CAF Airsho. When I got
there, it was rather amusing to be able to say,'l've
just come straight from the Russian revolution!'lt
was a whole different world.
Those are just a few of many marvellous
memories from four decades of ,4/ reporting!
I have seldom referred to my family, and
in particular to my wife Chris who has
patiently put up with my preoccupation.
Without this understanding, lwould not
have had these incredible experiences.
iltoT SutTE Tt{E Hr.{8.."
Now, 40 years since,4/ started and since I made
my first contribution to it, I feel it's time to
relinquish the responsibility of providing a full
news section every month. To some extent, it
has ruled my life, because l've had to arrange
holidays and so on around the deadlines. It will
be a bit of a relief when that changes. However,
l'm certainly not going to finish contributing to
A/, whether in the form of preservation items,
show reports or feature articles. I don't intend
to suddenly give everything up!
As far as the changes over these 40 years
are concerned, the most significant has been
the method of supplying material to the
editorial office. lt's not really that long ago that
we all stopped posting typewritten copy to
the office and began sending files on disk and,
soon after, e-mailing them as attachments. The
other huge change has been the development
of digital photography, meaning that the
magazine isn't reliant on receiving prints or
transparencies in time and always at the mercy
of postal services. lt all means that items can
be added or altered at the last minute, and that
the immediacy and topicality of the finished
product is that much greater.
40 years on A/ has been a long time, but
very enjoyable. lt was a magazine that took
a while to establish itself, but since then it's
become the'number one'in my eyes, and those
of many others. There is no other aviation
magazine that's so all-embracing, and long
may it stay that way. fr
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M/,r
 eated debates about
airport expansion, the
aPpearance of the world's
largest airliner and calls
for more fuel-efficient
engines.
Yes, it's 1 968, the year
when the UK government appointed a Royal
Commission to recommend a site for the third
London airport, when the Boeing 747,the
first of the wide-bodied airliners, was rolled
out and when the Rolls-Royce RB21 1, which
represented a new breed of efficient turbofan
engines, was bench-tested for the first time.
But it was also the time when predictions
about atomic-powered hypersonic airliners
seemed a lot less fantastic than they would today.
Aviation's first half-century was characterised by
ever-rising speeds and by 1 968 the first Western-
built supersonic airliner was poised to make its
maiden flight the following year.
As it turned out, though, lhe747 and
the RB21 1 would prove to be more reliable
harbingers ofthe future. For it was they, not the
Anglo-French Concorde or the SovietTu-144,
which represented the real instruments
of change. Economic factors are now
the main determinant of a form
of travel which, in 1968, was
still mainly for the well-to-do
despite the efforts ofthe fast-
growing charter sector which
was helping to transform sleepy
Spanish fishing villages into playgrounds for
:lorthern European holidaymakers.
Today's low-cost carriers have helped to
complete the revolution begun by the inclusive
tour holiday operators in the 1 960s. They may
have started with cast-off Constellations but they
soon acquired modern aircraft and set standards
for efficiency which their scheduled and usually
state-owned rivals found hard to match.
We may not have colonised Mars, but much
:hat's commonplace in 2008 would have made
.yes pop in 1968. Mobile 'phones and the internet
3re just two examples. Electronic technology has
:,ven aviation things like secondary surveillance
':dar which enables air traffic controllers to
-andle ever-rising volumes of traffic with ever-
-creasing safety standards. The technology which
:;i transponders into aircraft to enable controllers
:r direct radar beams to interrogate them and
':ceive vital information has made possible
:irborne collision avoidance systems.
Satellite navigation gives pilots the ability
:o pinpoint their location anywhere on the
;iobe to within a few metres and now looks
set to take air traffic management to the next
jeneration. And the technology which has
3ut undreamed-of computing power into the
'rands of aircraft designers, airline managers
:nd air traffic controllers has also given air
passengers the freedom to make their own
travel arrangements from the comfort of their
own living rooms.
Governments now play a far less front-line
role in airline, airport and even air traffic control
operations. Who in '1968 could have imagined
that London's Heathrow airport, recently
handed over to the newly-formed British
Airports Authority, would in 2008 be owned and
operated by a Spanish construction company?
Concorde inevitably captured a lot of
headlines. Getting it into service was a major
technological feat and the diplomatic trans-
Atlantic negotiations involved in securing
permission to operate into the US were just as
tricky. Yet by 1976, when the green light was
finally given, it had become obvious that initial
airline enthusiasm for the 5ST had dwindled to
virtually nothing.
The cost of the aircraft coupled with the
increasing environmental opposition to it
and the supersonic booms generated by its
passage through the air meant that only British
Airways and Air France
- whose governments
had underwritten its development with
generous helpings of taxpayers'money
interested in operating it. The introduction
- were
of wide-bodied airliners like the 747, the
McDonnell-Douglas DC-10 and the Lockheed
Tristar had already ushered in an era of mass
travel which had opened in 1970 with the
arrival of Pan Am's fisl747 at Heathrow.
The US abandoned its supersonic airliner
project in the 1970s, leaving a few Concordes
to continue conveying the super-rich across
the North Atlantic until July 2000 when the
loss of an Air France example signalled the
end of the supersonic era. Whether or not this
will have been the first such era remains to
be seen. Airbus and Boeing conducted a joint
study in the early 1990s but nothing came of
it. There are plans for supersonic executive jets
but critical issues remain emissions at very high
altitude and noise. Dr Dieter Schmitt, former
Airbus vice-president of future projects and
new technologies, said recently that no new
5ST can be expected for at least 1 5 years.
Boeing's Sonic Cruiser, which would have
sold on the basis of travel at high subsonic
speeds and which might have brought a new
shape to the world's major airports, failed to
attract support from airlines more interested in
the operating economics promised by the 787
Dreamliner. Boeing has talked about a blended
wing design, and although this may promise
economic and environmental advantages there
are knotty issues to be resolved such as the
emergency evacuation of passengers.
ln 1968 Britain was still able to build
airliners of indigenous design. The Vickers, later
British Aircraft Corporation, VC10 was to prove
its popularity with long-haul passengers until
the late 1970s, while the de Havilland, later
Hawker Siddeley, Trident formed the backbone
of British Airways'short and medium-haul fleet
well into the 1 980s, The successful short-haul
BAC 1-'1 1 even secured orders from US airlines.
All three did well but could have done
better if domestic customers, particularly the
state-owned airlines, had demonstrated greater
enthusiasm. lnevitably they were up against
US-designed products which benefited from a
large domestic market and sold in thousands
rather than tens. When in 2001 British
Aerospace, or BAE Systems as it had then
become, stopped building the Avro RJ family
of aircraft, which had developed from the
successful 146 regional airliner, Britain stopped
manufacturing complete jet airliners.
Paradoxically, the UK aerospace industry
goes from strength to strength in the 21 st
century. ln 2006, according to the Society of
British Aerospace Companies, it supported
276,000 UK jobs, had a turnover of f.20 billion
and exported 63 per cent of all it produced. New
orders increased by 6 per cent to f26.2 billion.
Much of this success results from the
industry's participation in Airbus, the European
consortium which is today one of only two
builders of large airliners. Britain's initial approach
to the Airbus concept in the late 1 960s and
early 1970s was typically equivocal. But despite
a lack of government commitment, Hawker
Siddeley which merged with BAC to form the
-
nationalised British Aerospace in the 1 970s
has
-
produced the wings for every Airbus airliner ever
built. A blind alley Concorde may have been, but
it did help to pioneer a cross-border approach
to aircraft manufacture which even Boeing has
adopted with the Dreamliner.
The technologically-advanced, twin-engined,
twin-aisle 43008 of 1972 was followed by the
'Air trovel hos become
cheoper ond sofer over
the lost 40 yeors. The
chollenge for the next
40 ond beyond is not
only to mointoin those
trends but to demonstrote
thot qviotion is copoble
of toking o responsible
opprooch to climote
chonge'
lAl.ll

even more advanced A310. But it is the single-aisle
4320, whose design represented a true distillation
of British and European ideas, which has been the
biggest success so far; with over 5,300 sold and
more than 3,000 in service. At the other end ofthe
scale, the A380, the biggest airliner yet built, has
recently gone into service with launch customer
Singapore Airlines. This event was delayed by
manufacturing difficulties which have led to a
major restructuring operation by Airbus.
Further difficulties for the Toulouse-based
assembler have been posed by the continuing low
value ofthe US dollar relative to other currencies.
As a result of this, Airbus managers have talked
about setting up plants within the dollar area.
Whether this represents a serious proposition or
is just talk aimed at raising government support
remains to be seen. Meanwhile, a new assembly
plant opens this year in China, which will take total
A320 production up to 40 units a month.
Once the province of European
manufacturers, regional jet manufacture in
the Western world is now concentrated on
two manufacturers, Brazil's Embraer with its
E-Jet family and Canada's Bombardier with
its CRJ series. Recent signs of a turboprop
comeback seem to have been borne out by
increasing sales achieved by the Franco-ltalian
ATR combine and Bombardier's Q-Series. lt is in
this sector that Russian, Chinese and Japanese
manufacturers see their best chances of
achieving success with indigenous designs.
The 40 years have seen turbulent times for
the world's airlines. Many famous names have
passed into history, such as Pan Am,TWA, Swissair
and Sabena.The state-owned British Overseas
Airways Corporation and British European
Airways were combined into British Airways in
1974, which went on to become one of the first
of the world's major airlines to be privatised in
the 1 980s. Since then BA has absorbed British
Caledonian, once seen as a spearhead of a private
sector'second forcei and Dan Air.
Others fell by the wayside in the '1980s.
Laker Airways, launched by the flamboyant and
entrepreneurial 5ir Freddie, and People Express of
the U5 were perhaps Iow-cost carriers before their
time. Yet they were not alone in offering low-cost
travel. Dallas-based Air Southwest had already
changed its name to Southwest Airlines and
started the no-frills, simple fare structure, short-
haul services which have since become the model
for a new breed of airline: the low-cost carriers.
,l
Js.I -b
Today, Southwest carries 100 million
passengers on more than 500 aircraft (the world's
fourth largest fleet) and is now the USA's biggest
domestic airline. lt also has a unique record of
consistent profitability since '1973. Among the
first to absorb the lessons was Dublin accountant-
turned-airline boss Michael O'Leary who used
them to transform the family-owned Ryanair
into Europe's biggest low-cost airline, carrying 52
million passengers on 605 routes to 26 countries.
ln 1995, Greek-born shipping magnate's son
Stelios Haji-loannou launched scheduled fl ights
between Luton and Edinburgh and Glasgow
using two leased Boeing 737s. By the end of
2007, easyJet was operating 1 07 Airbus A31 9s
and 30 737s. lt had also carried over 38 million
passengers, and HajiJoannou is now Sir Stelios.
Liberalisation of the EU aviation market in
1993 created the institutional climate within
which such carriers could flourish. Part of the
key to success has been a rigorous approach
to cost control, high aircraft utilisation and
use ofthe internet for passenger bookings.
Adherence to this business model enabled the
low-costs to weather the '9111' crisis in better
shape than their longer-established rivals. Just
to survive, many of these'legacy'carriers found
themselves obliged to adopt low-cost features
like fewer frills and greater internet use.
Many U5 majors sought bankruptcy
protection after' 9 / 1 1 I i ncl udi n g U nited Airli nes,
once the world's biggest canier. Rising fuel and
labour costs will continue to make life tough
in a business still subject to peaks and troughs.
Roughly every eight to '10 years since the 1960s,
strong recovery has been followed by a sharp
downward lurch, usually prompted by world
events like wars. lf the airlines could build up
cash reserves, that would help tide them over
the lean years, but they seem incapable of
consistently recording average profit margins
much over 3 per cent. Ryanair, however. claims
an astonishing 20 per cent-plus margin.
Although the low-cost model has yet to be
applied to the long-haul market, it's probably
only a matter of time. lndeed. O'Leary has
already announced plans for a trans-Atlantic
operation. lf this does get offthe ground, the
tegacy carriers will have to respond with vigour
or be forced further into niche markets. ln 2007,
BA recognised that it is no longer a domestic
carrier when it sold its regional BA Connect
operation to specialist low-cost operator Flybe.
Another problem facing the industry is the
web of government-negotiated agreements
which govern most international air services
and restrict market access. But here, again,
some changes can be expected. From the end
of March, the Open Skies deal negotiated by
the EU and US will enable any EU or US airline
to fly services to any EU or U5 city. Nowhere
will this be more keenly watched than at
Heathrow, access to which has since '1977 been
restricted to two UK and two U5 carriers by the
Bermuda ll agreement.
The lnternational Air Transport Association
has said it expected its members to be paying
an average of 578 a barrel for oil in 2008, but
the recent breach ofthe 5100 per barrel barrier
has already made that seem out of date. This
continual upward trend will place additional
pressure on engine and aircraft manufacturers
to find further operating efficiencies. Both CFM
and Rolls-Royce are predicting that advanced
turbofans will burn 1 5 per cent less fuel than
today's.
Four decades ago, arguments were raging
about the expansion of London's airports, They
still are, and not without reason. According to
the lnternational Civil Aviation Organisation,
the world's airlines carried around 261 million
passengers in 1 968. The corresponding figure
for 2006was2.2 billion.That same year, UK
airports handled 235 million passengers, not far
short ofthe 1 968 global total. London airports
were used by 136 million passengers.
To aid its deliberations, the third London
airport commission under Mr Justice Roskill
employed many innovative techniques
including cost-benefit analysis. But the result
was a bit of a shambles: the commission
favoured a green-field site in Bedfordshire
but the government accepted a minority
report calling for an airport off the Essex
coast. That was overturned in 1974 by another
government which cited growing costs and
mounting difficulties as its reasons.
Since then Heathrow, Gatwick and Stansted
have all had new terminals and London City
has been built in Docklands. Manchester has
become a two-terminal, two-runway gateway
and many regional airports from East Midlands
to Bristol have recorded staggering growth
rates, thanks mainly to low-cost operations. ln
March, Heathrow will have a fifth terminal. But
it s still not enough.
 A 2003 White Paper envisaged four new
runways at UK airports by 2030. Last year, the
government confirmed that two of them will
be required in the London area: at Stansted
and at Heathrow, which will also need a sixth
terminal. A village will have to be bulldozed to
make way for this development. Even with the
best available expertise, air traffic forecasts will
not always be right, says Stan Abrahams, who
was a researcher for the Roskill Commission.
That experience has left him with a clear view
of what should happen:'lt's important to plan
and prepare early and flexibly, compensate
generously and continually update the forecasts,
evaluate and build at the last possible momentj
Airport development has seldom been
welcomed by local communities, and more
battles lie ahead. Up to now airport operators
have been able to counter Iocal objections by
setting their plans in the context of national
economic need. But fears about global
r,varming threaten to alter that. Many will now
be able to claim that climate change, to which
aviation is seen as adding a fast-growing
contribution, is far bigger than mere national
interests. Again, the arguments are cyclical.
ln the Iate 1960s and early 1970s, noise was
the primary environmental concern, with
vehement views on both sides.
Air travel has become cheaper and safer
over the last 40 years. The challenge for the
next 40 and beyond is not only to maintain
those trends but to demonstrate that aviation
is capable oftaking a responsible approach to
climate change. Even that, however, may be
easier said than done. Some parts of the world,
such as the EU, are taking global warming more
seriously than others the US under President
-
George W. Bush, for example.
The EU is keen on wrapping international
aviation within the world's largest carbon trading Clockwise from top left:
market. This signals a bold move towards a new
The VCl 0 (this being British Airways Super VCI 0 G-ASGR) could have been a world-beater but, like other
ievel of regulation and one that may not be British airliners of the era, wasn't. British Airways
-
universally welcomed. The EU's approach may
The roll-out of the first Boeing 747, the aircraft that made possible mass long-haul travel, in 1 968. Boeing
find repercussions, for example, in the next stage
of the Open Skies negotiations which Europe After an uncertain start, Airbus lndustrie gradually gained strength, lts first product, the A300, would remain in
hopes will open up the US domestic market. production from 1 974 to 2007. Airbus
The industry may draw inspiration from
The US market is the airline industry in microcosm, with the'legacy' and low-cost carriers battling for customers,
its past, but seeking the scope to continue its and Boeing and Airbus for aircraft orders. Serge Bailleul/AirTeamlmages,com
expansion in the face of world-wide concern
for the environment will take it into new and The problems en(ountered with the A380 programme taught Airbus many lessons. Airbus

uncharted territory. Time alone will tell how For how much longer will the congestion at major hubs be tolerated? Even those that are expanding will surely
well itsucceeds. A fill up again in the years ahead. Gany Lewis/AirTeamlmages.com

lM.ll
 was just seven years old when Aircraft
Illustrated waslaunched, and though
it would be another five years before
I became a buyer {OK, addict), I did
subsequently and retrospectively
'back-fill'my collection, so that I now
have every issue.
What that means is that when I look back
at developments in aviation during the 4}-year
life of Aircraft lllustrated,l am also looking back
at how aviation and the aerospace industry
have changed during my life.
And, in some respects, the 40 years since
1968 have been marked by less excitement and
less'progress'than has occurred in any 40-year
period since the Wright brothers made their
first tentative flights just over a century ago.
If you'd asked my father how aviation
had changed in the 40 years beginning from
when he was seven, progress would have been
dramatic! The flimsy biplane fighters gave way
to all-metal monocoque monoplanes, and then
to the earlyjets, and by the time he reached
the age of 47,he'd seen supersonic fighters and
Mach 2 aircraft like the Lightning and Phantom,
while the'teen series' jets of today were already
on the drawing board. And he'd seen offensive
air power go from dropping tiny 20lb bombs
to the horror of the atomic bombs at Nagasaki
and Hiroshima and to the full spectrum of
weaponry deployed in Vietnam.
Things have been remarkably quiet, by
comparison, in'my' 40-year period!
SETTI$dG T}'{E SCINF
ln 1968, the world's leading air forces operated
sophisticated, Mach 2, all-weather fighters (like
the F-4 Phantom) and the USAF and Russia
fielded long-range strategic bombers armed
with stand-off guided missiles. Today, fighters are
no faster than the Phantom, and the USAF and
Russia still use the B-52 and the Tu-95 'Bear'as
strateqic bombers, armed with stand-off missiles.
The four decades since 1968 have been
a time of small, unspectacular incremental
progress, rather than of dramatic step
changes in performance or capability. Rather
than seeing dramatic increases in speed,
rate of climb, range and altitude, there have
been improvements in avionics with more
-
accurate navigation, improved weapons
accuracy and more reliable communications
a nd m rovem enti in;lfie:ie]iabifilt;:r:,,
p ,i,ll
-longevity
i
and support costs of airfiariiiet; ,
:l
rrr t.
engines and systems.
This has led to military aircraft enjoying
much longer service lives since they rgmiin
viable and competitive for much longer. For
example, a radar upgrade is often a valid
alternative to a new replacement aircraft
type, which might offer little improvement in
performance terms.
ln 1968 I was living at RAF Wildenrath,
where the based Canberra B(l)8s were viewed
as grand old ladiesl long-serving veterans
whose service career had been one of almost
unparalleled length, and which was drawing
to a close. When the B(l)B retired in 1972, the
Canberra's service in the bomber role had
lasted 21 years a span which was record-
-
breaking then, but which would be unusually
short today. When the RAF retired its Jaguar
fighter-bombers, they had served for 34 years,
and the Tornado looks set to enjoy a 43-yeat
career under present plans, while the Nimrod
might clock up 42years, the classic C-'l 30K
Hercules will complete 44 years, and the VC10
a
magnificent 48 years.
 And things are no different in the USA,
where the B-52 has already achieved 53 years in
service, while even 'newer'types like the F-l 5 are
just as long-lived. The F-1 5 has already achieved
31 years in service, for example, and there are
plans to keep them for at least 50 years.
This is a global phenomenon. Although
some of the aircraft types that I could see
at Wildenrath in 1968 have disappeared
from service (like the F-1 04 Starfighter. the
Lightning, and, of course, the Canberra).
many of them remained aclive over Aircraft
lllustroted's first 40 years, and some (like the Bell
UH-l and AH-1, the VC1 0, the C-l 30 Hercules,
and the P-3 Orion), remain operational, often
with no end in sight to their distinguished still raglng. At th€ tidrc,
careerS.
Stratofortress, even then a vttdtFlit
Aircraft lllustroted has witnessed two would still be playing such a vlttl
distinct periods in military aviation. Before the role in the USAF today and forthe
Berlin Wall came down in 1989, the period was foreseeable future. USAF

dominated by the Cold War, while the period

since then has been marked by instability and
frequent conflicts.

AI RC RAF T I LLU ST RAT E D' S

COID WAR YEARS
Though the Cold War was marked by higher
defence spending than is now the norm, the
Cold War itself got progressively tooler'after
1968 (a hot year, with the Soviet invasion
of Czechoslovakia and tension in Berlin),
while the general economic situation put
increasing pressure on defence budgets,
Ieading to continuing cuts and reductions in
force structure. But even with these cutbacks,
defence was accorded a higher priority than it
is today. and the military aerospace industry
enjoyed boom times.
When Aircraft lllustroted was launched, the
Vietnam war was still raging. Though this was
an asymmetric conflict, fought far from Europe
in tropical climates, against largely jungle
targets, it had considerable influence on Cold
War air forces. The latter adopted many of
the weapons and tactics that were proved
and refined in the crucible of south-east Asia,
from Paveway laser-guided bombs, to the
use of dedicated SEAD aircraft, weapons and
tactics to overcome the new generation of air
defence weapons.
Another conflict, this time in the Middle
East, was almost as influential. The 1973 Yom
Kippur war saw lsrael's mighty air force brought
io its knees by Egyptian SAMs, and only a
massive resupply effort by the USA (Operation
'Nickel Grass') saved the day.
The development of military aircraft
has always been a game of measure and
countermeasure, and the mid-'I970s saw the
deployment of a new generation of military
aircraft, designed to counter threats that had
emerged during the early 1960s.
The shift to low-level penetration by
bombers and attack aircraft in the late 1950s
proved to be an effective counter to SAM5
and radar-based air defence systems, though
existing aircraft, designed and optimised
for high-altitude operations, had some
limitations. A new generation of dedicated
low-level attack aircraft was developed,
with airframes optimised for flight at
low level, and with advanced all-weather
navigation systems, and sophisticated
avionics, sometimes including automatic
terrain following. As Aircraft lllustrated began,
the Anglo-French Jaguar fighter-bomber
prototype began flight testing (on
8 September 1968), and the MRCA (Multi-
Role Combat Aircraft, later Tornado)
programme began in earnest.
The growing importance of low-level
penetration posed problems for air defences,
and necessitated the adoption offighter
radars with better look-down/shoot-down
capabilities, able to pick out low-flying targets
from ground clutter. The limitations of medium-
range weapons like the AIM-7 Sparrow, coupled
with the need to be able to out-manoeuvre
more agile fighter opponents, also required
unparalleled agility in the new fighters that were
developed during the late 1960s.
Thus, while the U5'teen series'fighters were
no faster than the F-4 Phantom and other in-
service types, they had more effective sensors
and weapons and were much more agile. But
though the F-14Tomcat and F-i5 Eagle (and
especially the F-16 Fighting Falcon and
F/A-1B Hornet) demonstrated levels of agility
that were unparalleled in previous radar-
equipped and missile-armed all-weather
fighters (which had always been a heavier,
less manoeuvrable class of aircraft) their
impressive instantaneous and sustained turn
rates were not dramatically different to those
that could be obtained by aircraft like the
Gnat, F-5 and MiG-l7. lt was therefore the
combination of agility and capability that was
novel and innovative.

UTi
s&eii1:

,asr&, i

il
T

Left, top to bottom:

King of the'heavies', Even today, no
transport aircraft (an match the versatility
of the evergreen Lockheed Hercules. This
pyrotechnic display of fireworks is given
by an AC-l 30H gunship as it fires infra-red
countermeasure flares. USAF
Con(eived to counter the'untouchable'threat
of the SR-71, the Sovi€t development of the
MiG-31 'Foxhound'began to make the West
sit up and take notice. Vyacheslav Martyniuk
via Yefim Gordon

The shape of things to come? Current

fighters such as the F-1 5E Strike Eagle (top)
and F/A-1 8 Super Hornet (middle) may one
day be giving way to machines like the
X-45C (bottom), the first autonomous
aircraft designed from the beginning to
Gonduct strike and surveillance missions,
Boeing

Perhaps the biggest new features of the

new generation of fighters (the US'teen
series; and aircraft like the Tornado, Viggen
and Mirage 2000) were the least obvious, but
simultaneously the most useful and the most
obvious to those who had to fly and operate
the aircraft. ln creating these new aircraft,
the designers paid ever closer attention to
reliability, maintainability and supportability,
to minimising operating and support costs,
and to improving handling qualities and
cockpit workload. HOTAS controls and
head-up displays became de rigeur, allowing
pilots to operate all systems while keeping
their heads up, and their eyes outside the
cockpit.
As military aircraft became more and
more sophisticated, they also became
more and more difficult and expensive
to develop. ln Europe, this had already
led to considerable consolidation and
rationalisation, which would continue during
the late 1 960s and early 1 970s. The process
culminated with Dassault's 1971 acquisition
of Breguet to produce Avions Marcel
Dassault-Breguet Aviation, and the 1 977
merger of Hawker Siddeley, Scottish Aviation
and BAC to form British Aerospace in the UK.

7 Above: The first flight of the Northrop B-2 stealth
But even though these new European
giants rivalled the big US companies in size
and industrial and economic muscle, they were
not really big enough to undertake the most
complex and ambitious programmes. There
rvas an increasing trend towards international
collaborative programmes in the UK, and even
iowards co-operation between US companies.
Thus, the Tornado was a product of Britain's
3AC, Germany's MBB and ltaly's Aeritalia
,operating through the management company
Panavia), while in the USA, the F/A-18 Hornet
\'/as very much a collaboration between
),4cDonnell Douglas and Northrop.
The USSR lagged slightly behind the USA
;n the development and deployment of its new
generation of fighters, so that when the twin-
,'lnned, LERXed MiG-29 and 5u-27 appeared after
the twin-finned F- 14, F-1 5 and YF-] 7, and after
the LERXed F-1 6 and YF-1 7, there were inevitable,
and misplaced, accusations of copying.
THE POST.COID WAR YEARS
When the new generation of Russian
fighters made their first Western airshow
appearances, it soon became clear that
their designers had made massive strides
in agility, especially at the low-speed end
bomber in 1 989 introduced perhaps the most dramatic
shape the skies have ever seen. Stealth has been
perhaps the biggest technological development in
aviation over the last 40 years. USAF
of the envelope, with manoeuvres like the
'tailslide' and'cobra' demonstrating rock-
solid'post-stall' handling characteristics, and
an unmatched ability to point the aircraft's
nose (and its weapons, sensors and weapon
seekers) 'off axisi away from the direction
of flight. They had also incorporated infra-
red search and track systems, giving the
aircraft a useful ability to detect, locate
and track a target passively, without using
their own radar. They had also provided
helmet-mounted sighting systems, further
enhancing the ability of the MiG-29 and
Su-27 to engage targets'off boresight'
outside the relatively small patch of sky
-visible in the head-up display.
To a great degree, the post-Cold War
period has been characterised byWestern
manufacturers playing catch-up, struggling to
counter these new fighter capabilities, while
further improving their pilots'situational
awareness, refining the so-called man-machine
interface and reducing cockpit workload, and
further improving reliability, mai ntainabil ity,
and supportability, with aircraft like the Saab
JAS39 Gripen and EurofighterTyphoon.
There has, however, also been the
emergence of one key technology that
does represent more of a step change
that is low observability, or stealth.
-Much misunderstood, stealth does not
make an aircraft invisible, but, when'seen'
from particular aspects, it can reduce
the radar cross section to the extent that
the aircraft will appear much smaller on
radar, dramatically reducing the effective
range of an enemy radar. This can allow a
stealth aircraft to slip between enemy radar
coverage either undetected or detected too
1::
..:'*i::9' i
1i
a
late for any defences to be effective. The
Lockheed F-1 17 Nighthawk stealth fighter
made its combat debut during US operations
in Panama in 1989, and was subsequently
used extensively over lraq, Afghanistan and
the Balkans. The Northrop B-2 Spirit stealth
bomber made its combat debut 10 years
later, in 1999, during the Kosovo war.
Air forces have been busy in the
period since 1989. When the stabilising
influence of the confrontation between
the Cold War superpowers vanished, the
'lids'were taken off a number of simmering
conflicts
- initially in the Balkans, where
Yugoslavia splintered into its separate ethnic
components, in the Horn of Africa, and in
the Middle East, where Saddam Hussein's
lraq began to throw its weight around. Since
then, lslamist terror has also started to pose
a growing threat.
But while the world has become more
dangerous, defence spending has been
cynically reduced, providing the'Peace
Dividend'expected by a naiVe public, and
allowing electorally-popular tax cuts, and/or
increased spending on social programmes.
A more sensible policy would have been
to spend more money restructuring and
re-equipping air forces to meet the new
s ituation.
New trends in air power are already
becoming evident. New precision guided
weapons are being developed and deployed,
some of them optimised to produce the
lowest possible collateral damage, while
unmanned platforms are being heavily
promoted. Combat experience is already
showing that while such unmanned platforms
do offer useful niche capabilities, they also
have many limitations. But because they offer
low cost and low risk of human casualties,
they are attractive to politicians, and are
being promoted more widely than may be
appropriate. ln the next 40 years, we will no
doubt see military aviation continuing to
develop, and Aircraft lllustrated will be there
reporting on how the story unfolds. A
l[.ll
 l

..:,{

Amongst many great restorations of the past 40 years,

that of P-38F Lightning Glacier Girl is one of the most
::w: outstanding. John Dibbs/The Plane Picture Co
 n 2008, with a plethora of aviation
museums to visit and airworthy
historic aircraft a feature of almost
every airshow, it is perhaps difficult
to appreciate the extent to which the
aircraft preservation scene was still
in its relative infancy 40 years ago.
However, the important thing was that the
seeds for the future were being sown.
Only a few of the major national museums
were already in existence in anything like the
form they take today. France's Mus6e de lAir had
been inaugurated at Chalais-Meudon in 1 921,
but space at this location was insufficient.The
collection forming the US Air Force Museum had
started to be built up in the 1 920s too, but its
site at Patterson Field, opened in 1 954, offered
iittle indoor accommodation. The lmperial War
Museum in London naturally included some
aircraft exhibits, but they were only part of its
remit.The Smithsoniank National Air and Space
Museum still awaited a dedicated facility for its
collection. There were already, of course, some
rnajor collections of airworthy aircraft, but these
ioo were at an early stage. Even the grand-daddy'
cf them all, the Shuttleworth Collection, had only
cpened to the public at Old Warden in 1963.
Of course, it was the realisation in the years
following WW2 that important aeroplanes were
being lost, and of the lack of support from
cfficialdom for preservation activities, that
sparked off the activities of many pioneering
individuals. ln 1968, these were still in their
relative infancy, but already bearing much fruit.
Their influence remains strong today.
Perhaps the first was Lloyd Nolen, who
oought an ex-USAAF P-40 Warhawk in 1951.This
Texan pilot really wanted a P-51 Mustang, but
had to wait until 1957 to get his hands on one,
curchased in conjunction with some friends.
Thus was born the Confederate Air Force, and
:hat P-51D Red Nose is still with the organisation.
t,Vith the desire to expand the fleet came the
realisation amongst the CAF s Colonels that
:hey were virtually alone in wanting to preserve
:xamples of significant WW2 aircraft. With an
:iement of organisation behind it, the CAF soon
9rew. lt opened a museum facility at Mercedes,
--fre first Rebel Field, in 1965, but soon this wasn't
cig enough.40 years ago, a new Rebel Field was
:stablished by the CAF at Harlingen, and there
ts headquarters would remain for 23 years.
The same sort of story lies behind The Air
',1useum'Planes of Famel born out of Edward
i Maloney's concern at the numbers of WW2
:ircraft being scrapped at Chino Airport and
3iher locations around California and the
,restern USA. His collection started life in
Claremont in 1957 as little more than a roadside
attraction, yet despite the lack of facilities, at
east the aircraft had been saved.40 years ago,
The Air Museum was located at Ontario Airport,
and had already developed considerably with
the addition of airworthy machines. Just five
years later, it moved to its current home at Chino
and was set fair for the future, making good use
of volunteer help and gradually being built up.
ln the UK, there was no national museum
with a significant aviation element when A/
was founded in 1968. However, there was
one major private collection, again thanks to
the determination of one man. ln 1959, Peter
Thomas, a Welshman with a passionate interest
in aviation, realised that no Short Sunderland was
earmarked for preservation. Thomas therefore
established the'Save-a-Sunderland' campaign,
and succeeded in securing an example from
the French Navy. Sunderland V M1824 made a
triumphant arrival at Pembroke Dock in March
1961, and went on to be cared for at this former
RAF flying boat base in Wales by the Sunderland
Trust for a decade until it was handed over to
the RAF Museum. With the aim of saving further
British WW2 types, PeterThomas and his family
founded the Skyfame collection at Gloucester's
Staverton airport in 1 963, and really kick-started
the preservation movement in the UK. lt was the
country's first dedicated aviation museum (it still
held this distinction 40 years ago) and operated
a number of airworthy machines from the outset.
Rising rents at Staverton caused Skyfame to close
there in 1978, with most of its aircraft going to
the lmperial War Museum at Duxford. lts legacy is
immense, though.
The influence of the Battle of Britorn film, made
in 1968 and released the following year, must
also be mentioned. ln hunting down Spitfires,
Hurricanes, Bfl09s and He1 1 1 s for the movie,
Gp Capt Hamish Mahaddie furthered the cause
of what was to become the warbird movement
no end. A significant number of Spitfires were
restored to fly in order to take part, and the film
certainly prompted an upsurge of interest in
the preservation of Spitfires and Hurricanes, not
least in airworthy condition. The market for these
aircraft,'Spits' in particular, was stimulated and
many more restorations would follow as a result.
Battle of Britain also brought the ex-Spanish AF
HA1 l2 Buch6ns (Bfl09Js) and CASA 2.1 1 1 Bs
'1
(Hel 1 1 H-l 6s) onto the scene, thereby providing a
source of 'German'aircraft for airshows, further film
work and museums for many years to come.
The 1970s was a particularly important
decade for aircraft preservation. lt was the
period in which a fair proportion of today's
flying warbirds and restoration projects first
surfaced in private hands, with the great David
Tallichet being at the forefront. His company,
Military Aircraft Restoration Corporation
(MARC), undertook and sponsored numerous
expeditions to far-flung places that recovered
such as P-39s, P-40s, Beauforts, A-20s and B-26s,
and Tallichet also purchased many airframes
from the US military for much the same reasons
as the CAF,'Planes of Fame'and others. Well
over 100 aircraft passed through Tallichet's
hands, and this preservation pioneer was still
flying his B-17G Memphis Bel/e untiljust a few
months prior to his death last October. Similarly,
it's remarkable how many aircraft we see flying
today that were part of Doug Arnold's Warbirds
of Great Britain collection at one time or another.
Many of today's large museums really started
to take shape in the 1 970s, too. The US Air Force
Museum's facility at Wright-Patterson AFB was
inaugurated in 1971.lts development was an
early example of the sort of fundraising that is
now common, as a campaign by the Air Force
Museum Foundation brought about large-scale
private sector donations to provide the majority
of the required 56 million.The opening of the
National Air and Space Museum was a big event
in Washington on 4 July 1976, lndependence Day
in the American Bicentennial year. lt attracted an
incredible 2 million visitors in just over a month.
France's Mus6e de lAir set up its first hall at Le
Bourget airport in 1975, and would gradually
expand there in stages. ln the UK, a decade's
deliberation, planning and fundraising came
to fruition when the Royal Air Force Museum
opened at Hendon in 1972. And at Duxford,
where great uncertainty over the future ofthe
airfield had reigned even after the lmperial War
Museum started to make use of it, the IWM and
the Duxford Aviation Society were allowed to
establish a permanent museum in 1976.
That the techniques of successful aircraft
preservation are today much more refined and
widely disseminated than they were 40 years ago
is one of the most important pieces of progress.
Even in the late 1970s, it was still believed by
many that painting an aircraft on external display
was sufficient to preserve it. This soon changed,
and many more aircraft started to go under cover,
'The circumstonces in
which museums find
themselves operoting in
2008 ore surely for more
fovouroble thon they were
.l968'
in
Mili,

with museum staff and volunteers often working
together to conserve and restore exhibits,
and, through increasing expertise, coming to
understand the best means of so doing.
But despite all this, and the awareness of
the need to keep examples of as many different
types as possible for future generations, it is
wrong to be complacent. Every year, for various
reasons (and, to some extent, inevitably), historic
aircraft continue to be lost for good, and not
just those for which no suitable home can be
found upon retirement. After all, we have only
recently witnessed a collection of aircraft owned
by one of the world's leading national airlines
and housed by one of the worldt leading
aviation museums being broken up in some
-
cases, literally. Other large museums have been
forced to scrap important exhibits owing to their
deteriorating condition, lack of resources for
upkeep and other factors.
The availability of funding from different
sources has allowed several ofthose large
museums to build major new'landmark'
exhibition spaces during the last decade or so,
with the attendant benefits of getting more
aircraft under cover in suitable surroundings.
Duxford's American Air Museum, the RAF
Museum's Milestones of Flight hall at Hendon
and the National Cold War Exhibition at
Cosford, and the NASM's Steven F. Udvar-
Hazy Center in Washington have all received
great acclaim from various quarters. However,
critics including, it must be said, this author
-
would argue that just the Udvar-Hazy
-
Center, of which only the first phase of two has
been completed thus far, offers the flexibility
inherent in many more'traditional'aviation
museum buildings that allows change-overs
of aircraft exhibits at intervals or the easy
addition of new ones. Getting aircraft in or
out of the American Air Museum is impossible
without removing its entire glass frontage, a
very costly and complex task, and it isn't easy at
the National Cold War Exhibition or Milestones
of Flight either. I believe it's always a shame
when any museum of any type doesn't or
can't refresh its exhibits (not just the displays
surrounding them) on an occasional basis.
But all of those museums also provide
perfect examples of the way in which it's
been necessary to move with the times. The
expectations of the modern museum visitor are
rather different from those of even a decade
ago, let alone 40 years. Enthusiasts may be
satisfied with a collection of aircraft and nothing
more, but museums need to get more than just
enthusiasts through their doors. Those with the
resources to do so are increasingly turning to
interactive, multi-media displays to augment
the aircraft and making efforts to place them in
broader historical and social contexts, all with
the aim of appealing to as wide an audience as
Clockwise from left:
A selection of Skyfame's air(raft at staverton, where
this pioneering British <ollection was established in
the 1960s. lan Allan Library
An exceptional sight in 1 968 Hurricanes and
-
Spitfires lined up at Henlow for the filming of
Battle of Britain, Peter R. March
The collection at what is now called the National
Museum of the USAF has to be the best held by any
air arm in the world, USAF
The National Air and Space Museum's Udvar-Hazy
Center is a modern standard-setter. NASN4
Duxford surely has no equal as a <ombination of
major national museum and warbird flying venue.
Chris Procter/AirTeamlmages.com
The MiG-3 completed last year by Aviarestoration in
5iberia for The Fighter Fa(tory is a fine example of the
modern-day restorer's art, involving remanufacturing
where necessary. Boris Osetinsky
possible and going some way to meeting the
range of expectations of that audience. This is
especially true in relation to younger visitors,
who would not now be inspired by the museum
displays of the past.
Displays of airworthy historic aircraft have
developed in a similar way. We are fortunate in
the UK to have Flying Legends, now the world's
best thanks to the efforts of Stephen Grey and
The Fighter Collection, whose part in the success
of Duxford as a whole has been very notable. The
airshows organised at Chino by'Planes of Fame'
have derived much inspiration from this, thanks
to the links between the two.That both these
leading events are always able to offer something
new and different is not just testament to the
hard work and imagination of their organisers,
but the continued strength of the warbird scene
and the levels of activity within it.
It is no secret that times are harder for
the operators of airworthy warbirds than they
used to be. Making money from such activities
has been getting steadily tougher, thanks to
the rising costs of fuel and insurance at a time
when revenue from airshow bookings has
been decreasing. On the latter point, I feel it's
worth noting that the reduction has probably
been less marked in the US because of the
numbers of military shows that still book a lot
of historic items, whereas in the UK and Europe,
where (dare I say it) more thought goes into
these things, they now tend to be used when
necessary as part of a theme. There's also been
less film work with the more widespread use
of CGl. Yet despite all this, relatively few aircraft
have actually been grounded as a result, the
number of new restorations to airworthiness
shows no sign of decreasing, and the trade in
warbirds remains most healthy.
This is in part down to the skills of
those engaged in restoring aircraft to flying
condition, which never cease to amaze. The
implementation of modern engineering and
safety standards has been of great benefit,
combined with the knowledge and expertise
built up by the individuals involved over the
years. ln static as in flying restorations, this now
extends to the remanufacturing of components
or larger airframe sections to an extent that
would have been all but unimaginable to the
restorers of 40 years ago ot indeed, of more
-
recent times. some may feel that this detracts
from the historical originality of the'end
productl but the number of aircraft now extant
that would not otherwise be flying or on display
is surely a positive thing. Neither does it muddy
the waters of originality unduly. After all. it is
generally well known as to whether a warbird
has gone through its entire life without a major
rebuild or, for instance, whether large parts have
been remanufactured owing to the condition
in which it was found or after an accident. And
the skills and craftsmanship involved in the best
of remanufacturing to standards of the highest
authenticity are exceptional in themselves.
This has ensured that some otherwise
'impossible' projects have been undertaken with
great success, especially after aircraft have been
recovered from inhospitable locations. Consider,
for instance, the wrecks found in Russia during the
'i990s.
Several have already become immaculate
exhibits or flyers, and there are many more being
worked on. lt's now far harder for Westerners
to get aircraft out of Russia, and indeed lndia,
another excellent source in the past, but it is said
ihat parts of the Middle East will have treasures to
yield when it's safe to go and recover them.
ln a rather different way, the return to
flight ofVulcan XH558 has been another
demonstration of how the'impossible' can
become possible. However, the enormous
t;
difficulties faced by that project have surely
made anybody think twice, at least, about trying
something similarly complex. lf they haven't
thought twice, unless funding and technical
support on a massive scale are guaranteed right
from the word go; they surely ought to.
Today, it is often bemoaned that there is
a greater lack of appreciation of history, and
therefore the importance of preserving that
history, than once there was. However, people
were saying the same things 40 years ago. The
aircraft preservation pioneers who were active in
the 'l 960s often had to battle against the forces of
officialdom, and their lack of interest in keeping
old aeroplanes. Those involved in so doing have
always come up against barriers of one sort or
anothet often in the form of those with little
understanding as to why historic aircraft need
to be preserved. Today, at least, the concept of
preservation is generally accepted when aircraft
are retired from service.This should mean
that fewer types slip through the preservation
net, even if it's unlikely that many jets of the
current era will be kept flying as'warbirdsi
Another positive step is that there is now more
recognition when distributing airframes of the
need to give aircraft a good home. though there
have been important exceptions.
One big difference today, however, is that
certain things posing problems for museums
and the operation of airworthy aircraft have
become enshrined in law or are the result
of unavoidable economic forces. While well-
meaning, health and safety legislation has
been a burden, while insurance regulations
like those imposed by the EU and the cost of
insurance premiums themselves have had a
big financial impact. Museum resources remain
a problem, too. The allocation of grants for
specific projects is all very well and good, but
no substitute for proper levels of funding on
a regular basis, even when visitor numbers
are healthy. And will there still be enough
enthusiastic volunteers around in the years to
come, willing and able to devote their spare
time to assisting with aircraft preservation? ln
the light of this latter concern, the efforts being
made by some museums and organisations to
train a new generation of restorers and pass on
the necessary skills are especially laudable.
Nevertheless, the circumstances in which
museums find themselves operating in 2008
are surely far more favourable than they were
in 1968, or indeed for much of the intervening
period. On the flying side, the growth in
numbers of airworthy historic aircraft,
particularly warbirds, tells its own story. This is
not to say that everything is perfect far from
it
-
but has it ever been? Whatever the next 40
-
years hold, the range of outstanding projects
currently under way shows that there is much
to look forward to. n
/M.l
 A stunning view from 'insidc-
the ever-rpectacular ltalian
AF Frerce Tricolori, who hav€
. oisfiome tragedy to regain
thoir polition amongst the
::uorld's top dlsplay teams.
.. (atsuhiko Tokunaga/DACT

John Dunnell

1*''!!* rr{l{b<r '----#

 ome things never change
not much.40 years
-ago,well,
in the summer of 1968,
lwould set out in my Ford
Anglia to a variety of air
displays around the UK.
Perhaps surprisingly, in 2008 I
will still be going to some of the same venues
and will expect to see a handful of the same
aircraft taking part... and still at the wheel of
a Ford, albeit a far more recent model!While
times have changed in the airshow world in
many respects, it's the variety we still enjoy at
airshows that keeps me going, year after year.
ln 1968, the vast majority of displays in the
UK were organised by the military air arms based
here.This largely meant RAFAT Home'Days and
USAF Armed Forces Day events, with similar affairs
being mounted by the Royal Navy and Army Air
Corps. Often, each of these would feature fairly
similar participants, notably the RAFs Battle of
Britain At Home'Days which still saw a touring
'circus'of RAF and USAF items going round the
different airfields staging these shows in different
parts ofthe country.The home-based units
provided variety, and would help ensure that
enthusiasts were prepared to visit several such
shows, while international participation came
from other NATO nations. Much the same was
the case in continental Europe, and particularly
in Belgium and the Netherlands, where air force
open days took on a similar form although
rhey were fewer in number. in each case, with
military aviation always in a state of change and
development, these shows reflected this process.
Of course, the three big European trade
shows were all around 40 years ago, and by
iar the most famous individual air displays
in their respective countries. The SBAC show
at Farnborough in 1 968 was only the second
rime limited overseas participation had been
cermitted, in the form of foreign aircraft with
3ritish engines. lt had been realised, not least
because of growing international co-operation
cn programmes like Concorde, that Farnborough
:ould no longer be just a showcase for British
:viation. 1 968 was not a good year for the
show however, with the first day s flying being
cancelled as part of the airfield was flooded, and
ater the fatal 8169uet Atlantic accident. Then held
at Hanover, the ILA was by far the biggest airshow
.n West Germany and reflected the growth of
ihe country's relatively new post-war aerospace
:ndustry. Paris outstripped both in terms of size
:nd stature, and 1 969 s Salon A6ronautique at
!e Bourget was surely one ofthe great events of
3ll time, featuring the d6buts of both Concorde
prototypes and the Boeing747 amongst others.
l.4emorable times indeed.
But it wasn't all about the military and trade
:hows. Of course 1 963 had seen the first of Biggin
lill! annual Air Fairs, and by 1968 this was an
established feature of the calendar. lt had grown
in reputation and popularity since its earliest days
when it was seen simply as a means to raise the
public profile of air travel and the holiday trade.
ln the USA, the Confederate Air Force staged
its first Airsho in '1963 at the organisation's then
Rebel Field in Mercedes,Texas.The CAF's move
to Harlingen in 1 968 took the Airsho with it,
and there it thrived as the first regular display
anywhere in the wodd to be focused on historic
aircraft of the WW2 era. Many others would follow.
ln the 1970s, the pattern of military open
days, though reduced slightly in numberi still
provided a core of major shows. New venues were
presenting themselves it now seems hard to
-
imagine the airshow scene without Duxford, yet
its inaugural display under the auspices ofthe
lmperial War Museum wasn't until 1973. The flying
side of the early Duxford shows was co-ordinated
by staff from the Shuttleworth Collection whose
expertise had been built up running the events at
Old Warden, already quite well established. Let s
not forget that warbird operators as we know
them today were very few and far between 40
years ago. ln fact, I very much doubt that the term
'warbird'was widely recognised on this side of the
Atlantic. it certainly wasn't in France, where the
first La Fert6 Alais'Meetings A6rien'were taking
place in the early 1970s. Gradually, though, that
part of the scene grew, and with it the part these
machines played in displays.
Air displays were more popular than ever
with the public, and for the first time it was
becoming almost possible to think in terms
of an airshow'industryl The flrst professional,
sponsored civilian aerobatic teams began to
appear, more historic aircraft were becoming
available, and great pilots like Bob Hoover, Neil
Williams and Ray Hanna were gaining widespread
recognition for their display flying prowess. Some
of the finest shows were also born.
Numerous displays had been held at
different UK venues in aid of the Royal Air Forces
Association for many years. When that at North
Weald in Essex was transformed into something
called the AirTattoo in 1971, run by a team of
volunteer enthusiasts including two young air
traffic controllers, Paul Bowen and Tim Prince,
those involved hoped to improve on what had
gone before but their ambitions were still fairly
limited. They grew when what now became the
Embassy AirTattoo moved to the USAF stand-by
base at RAF Greenham Common for 1973 the
-
start of a golden era. lt was the most impressive
military air display the UK had ever seen on a
regular basis. After a one-year break because of
the effects ofthe fuel crisis and various changes
within the organising team, the first lnternational
AirTattoo, staged in 1976 underthe direction
of Paul Bowen andTim Prince in aid of the RAF
Benevolent Fund, set the tone for what was to
come. Greenham went on witnessing some of
the best airshows in the world, growing ever
further in size and stature, until the presence of
the U5 cruise missile base there made hosting
further Tattoos too difficult after IAT 83. As it
turned out, IAT's new home at RAF Fairford
would see the event moving to the next level in
terms of its status in the airshow world.
The other fine example of how the UK came,
in the eyes of many, to lead the airshow world
was an Anglo-American affair. RAF Mildenhall, like
other USAF bases in Britain, had staged Armed
Forces Day shows for several years, but it wanted
to do something more in 1976 to mark the US
Bicentenary. lt called on the services of organiser
Roger Hoefling, who transformed the event,
bringing in a level of professionalism that, frankly,
USAF displays had never seen before on
-
either side of the Atlantic. Having a permanent,
knowledgeable co-ordinator to run things,
rather than relying solely on base personnel who
are soon posted away, was perhaps the most
important element. lt allowed the Air Fete, as
the Mildenhall show became known in 1978,ro
develop into something very special. Throughout
the 1980s, Air Fete's unique formations and
large-scale operational scenarios mounted on
particular themes set new standards, and the
combination of this with the best American
hospitality has never been improved upon.
Neither, in all probability, will it be.
Looking back, the Cold War years were heady
days for military-organised or military-orientated
airshows. Most of the time, air arms had the
budgets to provide strong support to events, and
air displays were certainly seen not least by
the USAF
-
as a means of illustrating the close
-
partnership between NATO members in a very
public way. The public responded, too, often
in huge numbers. For instance, the Abbotsford
Airshow the largest in Canada with strong
international involvement (and known for some
'Whilst nostolgio is o
wonderful thing, todoy's
shows ore more thon
copoble of motching the
stondords sef by their
predecessors/
lM.ll

ti6it A*lewfrom Alr Fete'89. taken from one
GF1A3 lrwolved in that year's Tactical Set-
B-18 {which made its UK flying d6but at
erown Copyright
{.24
memorable formations), and Mildenhall regularly
used to quote crowd figures of over 300,000, and
the Flugtag at Ramstein AB, Germany even more.
Moving into the 1 990s, there occurred a
gradual reduction in the number of military
airshows as the end of the Cold War saw base
closures and force reductions. lt had a positive
effect too, though, as former Warsaw Pact nations
started to participate on a regular basis, they
and Russian manufacturers bringing front-line
aircraft to all sorts of events in Europe and North
America. For me, the highlight was the sight of
the Russian AF Tu-95MS'Bear-H'at IAT in 993,
'1
and almost everybody has fond memories of
Anatoly Kvotchur turning up at venue after venue
all over Europe every summer in the Llls red and
white Su-27. Those were good times, too, until
the Russians'money ran out.
The shows that remained in the 1990s
seemed to become more prominent, but further
problems were around the corner. Most civilian
shows in Europe had never made huge amounts
of money, but the recession around the time
of the first Gulf War and rising costs, notably
associated with insurance, would sound the
This photographt The
brutish fartje* ofthe
Cold War era always
made for a great airshow
spectacle when displayed
well, like this Luftwafft
RF-4E. John Dunndll
death knell for some.Those that remained had
to become more sawy, recognising the need
to maintain broad public appeal, and pitching
for commercial sponsorship. lAT, subsequently
the Royal lnternational AirTattoo, had built up a
worldwide reputation and its organising team was
much sought-after by air forces wanting to put on
their own big displays, but even it saw that it had
to change. lts 'Theatre of the Air' concept was the
result, used to best effect in commemorating the
50th anniversary ofVE and VJ Days in 1 995.
The last decade has seen further
retrenchment. The unbroken run of 23 Air
Fetes at RAF Mildenhall came to an end in
1999 as a result of NATo's Operation Allied
Force'in Serbia and Kosovo. lt then returned
for two years, but then came'9/1 1; the'war
on terrorism'and 2003's conflict in lraq. All of
these have had a huge effect on military events
in the USA as security concerns (some might
argue paranoia) have taken a grip. The relaxed
atmosphere of the past has well and truly gone,
as anyone who read this magazine's Airshow
Legends'feature last year on the Armed Forces
Day shows will have realised with regret.
Shows of all types in many countries have
been affected by cost factors, even one as big as
RIAT. lts incredible'100 Years of Flight'celebration
in 2003 will surely never be beaten not least
-
because of the expense involved. Sponsorship or
other strong financial backing for civilian events
and acts is now more vital than ever. The vicious
circle whereby lower military involvement leads
many organisers to have to book civilian acts,
which then have to charge less than they need
to cover all therr costs because otherwise the
shows would not be able to afford them, shows
no signs of being broken.
The picture has not been entirely bleak,
though. On the historic front, Flying Legends
has become one of the world's finest warbird
displays, attracting a worldwide audience to
Duxford. Old Warden still provides its unique
atmosphere, while the Biggin Hill Air Fair, the
CAF Airsho and La Fert6 Alais amongst others
are also going strong.They have all had their
difficulties, but deserve their longevity when so
many have fallen by the wayside.
Perhaps most surprising to some in terms
of survival is that there are still three biennial
\
This photograph: Today's great warbird
specta<ulars, like the incomparable Flying Legends,
are testament to the efforts of all engaged in the
histori< aircraft s(ene. Ben Dunnell

Below: You knew the Cold War was over when the
Soviets sent a dozen aircraft to the 1989 PariJ Air
5how, including Su-27s for the first time in the West.
Allan Burney

The RAF'S Open Days and larger Battle

of Britain ?t Home'Days used to
present some memorable displays,
often of their home-based aircraft
like these Vulcans'scrambling' at
Waddington. Allan Burney

aerospace industry trade shows in Europe.They,
too, have had to change and cut costs to survive,
but none wants to move to a three-year cycle,
nor combine into a single event. For reasons of
politics and prestige, Paris, Farnborough and
Berlin all seem set to remain on the calendar
for a good while yet. Meanwhile, other areas of
industry growth have seen the dominance of
that European'big three' challenged. Dubai's
expansion has been quite staggering, and as
long as the Middle East continues to be such an
important defence and airline market, the huge
show at the emirate's Airport World Expo will
reflect this. The more specialised, targeted events,
such as NBAA and EBACE in the business aircraft
sector, have also assumed more importance.
It used to be that the traditional trade shows
were renowned for their spectacular flying, but
no more.40 years ago, in the UK, no spectators
had been killed during a flying display since
Farnborough in 1952, but damage to, or the
destruction of, participating aircraft was not
uncommon. sometimes accompanied by death
or injury to the crew. The UK again led the way
in certain respects, adopting a constructive
attitude and imposing new regulations when
lecessary such as the ban on carrying anyone
other than non-essential crew during display
iights. Many was the time, though, that aviation
magazines and some within the industry would
complain about potentially restrictive rules.
\4inimum safety altitudes had been established,
and opinion seemed to be that more regulations
',vere almost inevitable. Then, 1988 saw disaster
at Ramstein in Germany when three MB339s of
ihe ltalian AF FrecceTricolori team collided. One
of the three came down in the crowd, where 67
oeople died. This was the worst airshow accident
,n history and the response was immediate.The
West German government put a blanket ban on
air displays and German military aircraft were
prohibited from participating in foreign events.
ln the UK, the debate on whether airshows
should be allowed to continue reached the very
highest levels of government.
ln fact, the UK's response seemed to be
very proportionate to the scale of this tragedy.
Aircraft were no Ionger allowed to overfly the
crowd and distances between the display axis
and crowdline were increased. Manoeuvres
towards the crowd were also restricted. These
recommendations seemed a small price to
pay for the continuation of air displays in this
country, and similar measures were heeded
elsewhere if not everywhere.
-
Over the years, increased safety has had
some impact on the character of shows, with
many low-level displays being a thing of the
past. I for one miss some of the sights from years
gone by, but on the whole these restrictions
have proved perfectly acceptable. I am certain
that most regular airshow spectators have
witnessed events which, even if no accident
resulted, they would not like to see repeated and
which these regulations mostly help prevent.
That the Ukrainian AF Su-27 crash at Sknyliv in
2002, which killed 84 people, did not cause any
anti-airshow reaction in the media and more
widely was testimony to the way in which the
safety standards upheld by Western airshows
have improved to a point clearly far in advance of
those in Ukraine at the time.This is not to say that
things are perfect, as unnecessary incidents and
avoidable accidents continue to happen, but the
risks have been reduced as lessons are learned.
How on earth, then, to sum up thousands
of shows over the last 40 years? Some venues
have continued, many have gone and new
ones have appeared on the calendar. ln terms
of the overall scene, I honestly believe that air
displays are far more varied in content now
than they were in 1968, and exhibit much
greater professionalism in their organisation.
Of course old favourites are greatly missed, but
we still experience the shock of the new (or,
maybe, the not so new) from time to time. l, for
example, will never forget the first time I saw
an in-service F-1 6 display, the spectacle of an
SR-7'l accelerating in low and fast at Mildenhall,
and the truly amazing MiG-29M OVT.
I expect all of us who regularly attend
airshows could go on at length in a similar
vein, but whilst nostalgia is a wonderful
thing, today's shows are more than capable
of matching the standards set by their
predecessors. And, looking back through old
copies of this magazine makes you realise that
some of today's difficulties for and criticisms
of the airshow scene aren't as new as we
sometimes think. Farnborough was accused of
'lacking in spectacle and novelty'in 1 968, and
the'heavy hand of restrictions on the display
sequences'was castigated in 1976 for going
'too far in reducing the opportunity given
to the test pilots to show their skills and the
qualities of the aircraftiThe RAF At Home'Days
at Abingdon and St Athan in 1981 were called
'pale replicas of the huge events which were
a feature of the 1950s and 1960si Ayear later,
USAFE cancelled all its open days in Germany
for cost and security reasons. A/'s preview of
the upcoming 1982 season stated: 'Costs of
running air shows and flying aeroplanes at
them have risen enormously.'
All sounds quite familiar, doesn't it? When
you think about it, there's never much new
under the sunl A

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 t the outset, Aircroft lllustrated
was not, it is fair to say, all
that interested in out-and-out
topicality. For instance, the
second year of the magazine's
publication, 1969, witnessed
two of the most significant
events in aviation history. This is how they were
covered in the April 1969 issue:
ln fact, u
, 747 ,, jumbo-
resurar news j.,Tl"o$;?;3:tff"f"""",f first flight on
section wasn,t February 9 from Paine. Field, Washing-
ton'
introduced to A/
untit the fourth F-[lss{'"ri:"dr1, "*f;/s[t otSi'o:;?,:
i..,,o
rJJqs' ,arhan
vvrrLr.r on March 2 front Toulouse. Pilot was
Andr6 Turcat ancl the flight lasted 27
the magazlne minures.
(previously
quarterly) went monthly. lt and Peter R. March's
'Airview' section provided a comprehensive topical
element, at a time when it was far more difficult
to keep up to date than the internet, e-mail and
digital photography help us be today.
This, then, is how Aircraft lllustrated covered 40 of
the biggest aviation stories of the past 40 years. lt's by
no means complete for one thing, the magazine
-
didn't used to report disasters, like the 1977 Tenerife
collision that remains the worst loss of life in any
aviation accident. Rather, it provides a snapshot of
some of the major events of these last four decades,
and a look at the way we saw them at the time.
Sometimes, this differs greatly from what we know
now. Look at the claims made for the Boeing 747 on
the occasion of its maiden flight, for instance
the plans for F-22 production when it beat the
- or
F-23 in the Advanced Tactical Fighter
' --tD- I contestl Our look back at 40 moments
from 40 years also reflects the fact that
the major achievements and highlights
in aviation have always been tempered by
sadness and tragedy, also reflected here.
We hope you enjoy this trip down
Ai rcraft lll ustrated's memory la ne.
40 yeors of Aviotion

The first prototype TupolevTu-l44 (CCCP-68O0I ). FoxbatFiles.com

Russia's Tu-'144 supersonic transport has been rolled out of its final
assembly hall at the Shukovski lsicl plant near Moscow, and taken
to the nearby airfield for first flight preparations according to
Moscow radio reports. lt may well fly before the end of the year.
A/ October 1 968

Tupolev's latest aircraft and the world's first supersonic airliner, the
Tu-144, made its first flight, of 38 minutes'duration, on
31 December. The Tu-144 was flown by test piiot Eduard Elyan
from an airfield near Moscow, and was accompanied by two
chase-'planes, one unidentified and the other a modified MiG-21
fighter fitted with a scaled-down Tu-i 44 wing. Second flight of the
supersonic airliner prototype CCCP-6800'l was made on 8 January
and lasted for 50 minutes.
AI March 1969

\\\. \
\^747

F
aoEHe 747^

Will the Boeing 747 really seat 490 passengers?
While it is capable of carrying 490 passengers, Pan Am plans to
use the great size of the aircraft to offer the traveller more comfort
and space. As an example, the Pan Am 747 will normally carry 362
passengers: 58 in first class and 304 in economy.
Won't this be more like a cattle boat than a luxury liner in the sky?
BoeingT4Ts will enable the airlines to get away from what critics call
'steerage'seating. The cabin, nearly 20ft wide and 186ft long, with
thick wall-to-wall carpeting, will give the traveller the feeling of being
in an airborne salon. First class passengers will find swivel chairs,
tables, and a plush lounge on the upper level.
Won't it take forever to board the 747?
Definitely not. Boarding may be completed in less time than it takes
now. The 747 has 10 doors, but, normally, no more than three of
these need to be used to board a full load in record time. PIans call for
splitting some terminal waiting rooms into two or three lounges, each
serving a different door of the aircraft.
What about claiming baggage on arrival?
Baggage retrieval should be as fast or faster than at present. One
plan now under study calls for passenger loads to be divided into five
groups for more personal handling. Each group would have different
colour baggage tag and boarding pass. The baggage would be placed
in huge colour-coded containers and delivered by colour to separate
counters on arrival.
Will the 747 add to air traffic congestionT
On the contrary.fwoT4Ts will do the work of five of the largest 707 jels.
AI July 1969

.-21
H from Toulouse. A6rospatiale
The first flight was made by Andrd Turcat, Sud Aviation chief test pilot,
in 001 (F-WTSS) on 2 March 1969, soon followed by Brian Trubshaw
BAC chief test pilot, in 002 (G-BSST) on 9 April.
With the two prototypes now available, the flight test
programme began and it rapidly became apparent that all the
pessimistic predictions could be swept aside
- within three
months, the equivalent of 10 North Atlantic trips had been
flown and the flight envelope explored... By early August, both
aircraft had completed Phase I of the programme, and the speed
range explored stood at l38kt to Mach 0.95, the highest altitude
reached being 40,000ft.
At this time, both prototypes were grounded for scheduled
modifications making ready for Phase 2, the supersonic
investigations. On 21 September 1969, F-WTSS began flying again
and investigated speeds up to Mach 0.95
- and then, on
1 Octobet the first supersonic flight was made. Turcat flew 001 to a
40 yeors of Auiotion
This page: Con(orde 001 on its initial flight
maximum speed of Mach 1.05 with two engines at full power (with
afterburning) and the other two at reduced power.
Now the scene was truly set for success after success
- the
penetration into the supersonic arena had been, as predicted by
design, smooth and sure, and by the end ofthe month the speed had
been increased to Mach 1.25 at 45,000ft.
The programme was now so obviously successful that the
decision was made to hand the aircraft over to customer airline pilots,
and in November captains and flight engineers from Pan American,
BOAC, TWA and Air France flew 001 from take-off to touchdown, all
accelerating to supersonic speeds during the flight... The report from
the airline crews was highly enthusiastic: '...the aircraft was pleasant
and easy to fly, imposed no excessive workload on the pilot even in
failure conditions, and there should be no problem in training airline
pilots and engineers to handle the aircraft...'
A/ September 1 972
rwl
40 yeors of Aviotion

The Royal Air Force received its first operational

Hawker Siddeley Harrier GR1 V/STOL strike fighter
on 22 April, when two aircraft were delivered to
No 1 Squadron at Wittering, Northants.
Al June 1969

On 21 January. Pan American World Airways inaugurated its first Boeing 747 service
a daily round trip between New York and London and by the end of two
- -
weeks'flying it had carried 6,318 revenue passengers on 30 jumbo jetflights across
theNorthAtlantic.ThisfiguregavePanAm atotal average loadfactorof 58.'l per
cent, which is considerably higher than the747's break-even factor.
Pan Am now has one daily evening 747 departure out of New York
for London, and this single747 is doing more work and carrying more
passengers than the two daily evening 707 departures for London did before
lhe 747 came along. Pan Am has also begun 747 services between New York
and San Juan, and New York and Paris, and by midsummer its'747 System of
the Seventies'will reach around the world.
fhe 747 ,lhe largest commercial air transport ever built, required Pan Am to
devise a totally new approach to the interior design of an airliner, and the finished
product represents a new peak in gracious living a $23-million flying penthouse
-
with four salons in different colour schemes, six galleys with one for buffets, a dozen
rest rooms and a circular stairway rising to a cocktail lounge in the sky.
AI May 1970

The Lockheed TriStar airbus, powered by three Rolls-Royce R821 1

engines, made its first flight on 16 November. The first aircraft is
a production model, and 12 TriStars including two structural test
aircraft are now either completed or in various states of construction.
By next NovemberTriStars should be leaving the production line at
the rate of one a week.
AI January 1971

Most of the 240 passengers on board the big tri-jet slept as the most
powerful model in the DC-10 series slid across the clear Atlantic sky.
The film had long finished, everyone had eaten well, and the steady
swish of jet-cum-aerodynamic noise provided a faint but appropriate
background sound for the first night flight. This was another of
those occasions when I was unable to join the ranks of slumbering
travellers, for as far as I was concerned there was far too much to National Alrlines was among the flrit op€rators of the DC-t O. 8AA
enjoy, and, slight disorientation over time aside, this was no occasion
on which to be buried in sleep.
The flight was a scheduled service from Miami to London by the
American carrier National Airlines, and which had carried us out of
Miami the previous evening on one of the airline's brand new DC-10-30 F'
jets. On this occasion, the seat was first class, the cabin crew performed
likewise, and as we flew at 36,000f1 into a magnificent dawn I felt that
this was one of the finest flights I had ever made
air transport reporting I had made a few.
- and in 20 years of
RoyAllen,AlJune 1974
 yeors of Aviotion

Boeing was given the go-ahead to develop America's first supersonic transport on
23 September by President Nixon, who said that he had decided to ask Congress to
appropriate a development sum of 5726 million over the next five years. This is considered
sufficient to enable Boeing to have two prototype SSTs flying by the end of 1972.The
present estimated cost of putting two prototypes in the air is 5'1,200 million, of which the US
.1 Government will have provided 5994 million.

The U5 Senate has cut offfederal funds for the Boeing 5ST. Despite talks of possible private
financial backing, Boeing has said there is no feasible way in which it could continue with
prototype development and 7,000 Boeing workers are being laid off.
Al )une 1971

The British Airways board announced in .lanuary that the name British
Airways will replace the names British Overseas Airways Corporation
(BOAC) and British European Airways (BEA) with immediate effect. The two
airlines will continue to operate separately but expenditures are expected
to be cut by promoting them jointly, and to this end their aircraft will
gradually be repainted in a new British Airways colour scheme.
AI February 1973

The first aircraft in the new British Airways livery could be flying
this autumn. This was stated by British Airways Chairman Mr David
Nicolson on 7 March at the British Airways board meeting with senior
management and staff representatives.
Referring to the good names of BEA and BOAC, Mr Nicolson said:
'We are well aware of the investment and goodwill in these names and
we are not going to rush away from their use. We hope to phase them
out by April 1974 bul only if the name British Airways is by that time
standing on its own and is acceptedJ
AI May 1973

The culmination of a five-year development programme was marked on Thursday 23 May when
an Airbus lndustrie A300 took offfrom Paris Orly carrying fare-paying passengers for the first
time. The Air France flight AF810 from Paris to London was the first of daily services offering
wide-bodied comfort to passengers on this, the highest-density international route in the world.
AI July 1974

t t
F-gv6A. . .tl .it I t t I r '
40 yeors of Aviofion

This is Panavia MRCA prototype 02 flying out ofWarton. BAC

The first prototype of the Anglo/German/ltalian Panavia MRCA (Multi-Role

Combat Aircraft) made its first flight on 14 August at Manching in southern
Germany, piloted by the project test pilots, Paul Millett with Nils Meister in
the second seat. BAC test pilot Paul Millett, who captained the aircraft during
its 30-minute flight, said afterwards:'the aircraft handled superbly well
there were no problemsl
- This is the first of nine prototypes and six pre-series aircraft to fly at BAC's
airfield at Warton before the end of the year, the fourth during 1975 at Manching
and the fifth at Aeritalias flight test centre at Caselle. Some 800 aircraft are to be
built for the RAF, the German and ltalian Air Forces and the German Navy. The
MRCA is scheduled to enter service by the end ofthe 1 970s.
Al October 1 974

The U5 government has decided to

equip the USAF with the General
Dynamics F-16 in preference to the
Northrop F-17 after an intensive
1 0-month flight evaluation

programme at Edwards AFB,

California, during which prototypes
of the two new fighters were pitted
against current first-line aircraft in
the US fighter inventory.
The first of 15 new F-16s will
be built at the General Dynamics
plant at Fort Worth, Texas, starting
this summer, and flight-testing is
expected to begin 'l 6-18 months
later. The developmental aircraft
will comprise 11 single seat and
four two-seat F-1 6s, and they are
expected to be the forerunners
of 650, or more, production aircraft to be ordered by
the USAF. Potential orders from four NATO countries
Belgium, the Netherlands, Denmark and Norway
-considering - now
replacements for their ageing F-104s, and from
other foreign countries, could increase total production.
AI March 1975

A Farnborough exhibition without news is almost

unbelievable, yet the 30th Air Display presented by the
SBAC really made us aviation journalists work hard for
our corn... The biggest news, in fact, was the dearth of
stories and the show was dubbed the'Farnbore Show'by
one avuncular writer. Sadly, the main aviation stories of
the week originated far from Laffan's Plain and the black
sheds.'Pity it didn't come here'was the amused response
to the news of the jolly jape by Soviet Air Force Lt Viktor
Belenko who, in his'Foxbat'had whistled undetected
through Japan's defensive radar screen to land at a
Hokkaido airfield.
Paul Humphreys, AI Novemb er 197 6

Fixed-wing aircraft carrier operations, long restricted to

such major powers as Britain and the United States, now
have another active proponent
- the Soviet Union.
The first operational Soviet Navy aircraft carrier, Kiev,
entered the Mediterranean on 19 July. An additional
carrier of the same class, Minsk,is now reported to be
undergoing sea trials in the Black Sea, while a third as
yet un-named carrier is now under construction. NATO intelligence
officers estimate that a total of four aircraft carriers will be in the Soviet
fleet by the middle 1980s.
As soon as the Klevwas spotted transiting the Bosporus the NATO
intelligence network swung into high gear to learn as much as it
could about the new Soviet carrier. RAF Hawker Siddeley Nimrods of
No 203 Squadron and a Canberra from No 13 Squadronjoined aerial
reconnaissance elements of the US Sixth Fleet...
The biggest surprise offered by the appearance ofthe Klev in the
Mediterranean was the new Soviet vectored lift/thrust V/STOL fixed-wing
tactical aircraft deployed with the expected complement of Kamov Ka-25
'Hormone'helicopters. Aware that the Soviets were developing several V/STOL
fighter prototypes, Western observers thought it likely that a development of
'1967
Yakovlev s VTOL prototype flown at Moscow's Domodevodo [sic] airfield in
would eventually lead to an advanced aircraft that could be deployed from
Russian ships. ln the intervening years that prototype has been considered the
Yak-36'Freehandl although intelligence experts now consider the designation
to be more appropriately applied to the obviously operationaljet-powered V/
The West's first look at operational Soviet Navy Yak-38s aboard the
STOL aircraft currently deployed aboard the Kiev and NATO codenamed'Forgerl it
aircraft carrier Kiev (this shot taken from the frigate HMS Torquayl as
passed through the Mediterranean in 1976, Crown Copyright
Peter Kilduff, Al November 1976
 Aviotion
_4O)eors oJ

In:ffi*f -
m@;-"F."

Freddie Laker celebrating the inaugural Skytrain service with a group of

passengers in front of DC-I0 G-AZZC Eostern Berle, PA Photos

Concerned that Laker Airways as well as established scheduled
operators should be given a fair and equal opportunity to compete, the
UK Civil Aviation Authority finally decided in mid-September to allow
Laker Airways'Skytrain services to operate from Gatwick and without
restrictions on the number of seats on any one flight. The authority's
original decision, taken in 1972,waslo require Skytrain to operate from
Stansted and to be subject in winter to a limit of 189 passengers on each
flight. This was to provide a measure of protection to British Caledonian's
services on the North Atlantic. BCAL suspended its Gatwick-NewYork
service in 1974 and the new Bermuda Air Services Agreement provides
for only two British airlines to be designated between London and New
York. British Airways and Laker Airways have been duly designated.
The new era in low-cost North Atlantic air travel subsequently got
under way on 26 September with the inaugural Laker Airways DC-10
Skytrain departure from Gatwick to New York. During the first week of
the service, the flights were reported to have generated traffic either
side of the break-even figure of the 1 89 passengers per departure and
the airline remained optimistic about Skytrain's prospects.
A/November 1977

The high point of one

of the most successful
aircraft production
pro9rammes ever was
marked by special
ceremonies at 5t Louis,
Missouri, on 24 May when
the McDonnell Douglas
Corporation rolled out the
5,000th F-4 Phantom. The
occasion was also doubly
auspicious as it also
commemorated the 20th
anniversary of the first
flight of what has become
a legendary fighter.
The 5,000th production
aircraft, an F-4E, was
unveiled to reveal a
special two-tone blue and
white paint scheme with
an appropriate legend on
its nose and the national
flags of the 1 1 countries
which have operated the
Phantom.
A/August 1978

The 5,000th F-4 Phantom ll,

an F-4E serialled 77-o29o,was
eventually delivered to the
Turkish AF. Boeing
 40 yeors of Aviotion

Keith Blincow/AirTeamlmages,com

Had it not been for the concerted

efforts of a group of determined
aviation enthusiasts and the
willing co-operation of Dan-Air,
the last commercial flight of the de
Havilland Comet (the world's first
tz?.t.z?/t'
jet airliner) might have taken place
in obscurity, going unnoticed bY
the public save for the interest of a
few cognoscenti and, of course, the
airline involved.
ln the event, however, this nostalgic
occasion was celebrated on SundaY
9 November 1980 bY what Proved to
be a memorable t hr 'l0min flight (a
round-trip from London-Gatwick) in
Comet 4C G-BDlW.
At 14.09hrs Capt John KellY
opened the throttles, released the
brakes and'lndia WhiskeY' leaPt
forward. DAB874 climbed steePlY
away with fuel momentarily streaming from the wingtip vents, another flypast... At 15.20hrs, Comet 4C G-BDIW completed its
Levelling out at some 2,000ft, G-BDIW turned on to a north- 10,933rd Ianding.Thus ended the commercial life of the Comet
for arguably the most revolutionary
westerly heading
- destination Heathrowl airliner
- a fitting finale
aircraft in the annals of civil aviation history.
G-BDIW then headed north-west to complete another
dramatic overshoot (from 300ft) at Brize Norton before
continuing south-west to its old home at RAF Lyneham for yet Allan Burney, Al FebruarY 1981

is only five aircraft apiece.The Sea King HC4s of 846

Squad ron were much in evidence despite their new Following the Falklands conflict, various Argentine
toned-down markings. The Iarge number of Wessex AF air<raft like this damaged lA-s8 PucSra were
scattered alound the islands' lan Allan Librarv
HU5s embarked in lntrepid ani Fearless came from the
Navy's last operational Wessex commando unit,845
5quadron. For anti-submarine duties, Sea King HAS5s of Culdrose-based 820 Squadron were taken on
the carriers with Lynx HAS2s of 815 Squadron on the frigates'
Peter R. March, Al JulY 1982

Above: A Royal Navy sea Harrier FR51 overflies Port
Stanley after the successful, if bloody, British recapture
of the Falklands. PA Photos
Jft: Argentine Navy Super Etendard 3-A-204 en route
io attack the Afrdntic Conveyor <ontainer ship on 25 May
'19E2. Fuerza A6rea Argentina via Santiago Rivas
It is a sobering thought that had the Argentine Junta delayed its aggressive action until the end of the
year, the entire operation would have been almost impossible from Britain's point of view By then the
planned phase-out from front-line service of the three remaining Vulcan squadrons would have been
effected and only No 9 Squadron would have been equipped with Tornados and not really worked
up to full operational state. HMS Hermes could have been heading for the breaker's yard, and almost
certainly, preparations for the handover of HMS tnvincibte, sold to the Royal Australian Navy, would
have been well advanced. Moreover, the Argentinian Super Etendard pilots, who have already shown
their effectiveness with the destruction of HMS Sheffield,would have been that much better drilled.
On the credit side, the Royal Navy would have worked up its Sea Harriers to an even finer
pitch ofoperational preparedness than theyare now and the Argentinian Canberras and
Skyhawks would have been that much older... But possibly only one British aircraft carrier
would have then been available to join the Task Force.
Paul Humphreys, AI August 1982
40 yeors of Aviotion

The commercial aviation industry is still reeling from the shock of two Boeing747 accidents within
the same number of months. At the time of writing, the question looming over the Air lndia crash
remained largely unanswered, while in contrast the cause of the Japan Air Lines disaster was pointing
increasingly towards a failure in the aircraft's tail section. lnevitably, the tragic events have focused
world attention on the subject of air safety, especially as the Boeing747 is considered to be the most
secure mode of transport in existence remember, over five million passengers fly in Jumbos'every
-
month! lf it is at all possible to view an air crash in a positive light, then it is for the reminder it serves
to individuals and companies as to the importance of maintaining and, indeed, furthering the high
standards of safety that are prevalent (though by no means total) throughout the airline industry.
Allan Burney, Al October 1985

No sooner had last month's column been written and gone to press, than the civil aviation
industry was struck yet another devastating blow. During take-offfrom Manchester airport, a
British Airtours Boeing 737 suffered a catastrophic engine fajlure. Although take-offwas safely
aborted and the aircraft brought to a halt, a severed fuel line sprayed the rear of the aircraft, Part of the wreckage of Japan Air Lines Boeing
engulfing it in flames.Tragically 55 people lost their lives in the resulting inferno. 7475R-46 lfua119, with a res(ue helicopter in
attendance. JAL Flight 1 23 crashed into Mount
With public attention focused on air safety, the press is now reporting'minor'airliner Takamagahara on I 2 August I 985 after losing
incidents (eg precautionary engine shutdowns) that six months ago would not have made most of its vertical stabiliser. PA Photos
news. Events such as these are not uncommon and do not merit headline status. On the other
hand, the newspapers have picked up on a number of items with more serious undertones. ..
lf by their coverage on these issues the newspapers can evoke a positive response from those
concerned, then their sensationalist reporting on other aviation topics will be forgiven.
Allan Burney, Al November 1985

Nowadays it is rare for an aviation endeavour to hit the world's Voyager's crew and those ofthe previous generation ofaviation

- and unheard of that it remains there for the next

headlines
nine days! But that distinction can be proudly claimed by Dick
Rutan and Jeana Yeager when, at 08.05hrs local time on 23
December, their Voyager aircraft landed at Edwards AFB, California
after the first unrefuelled round-the-world flight. By now we
have all learnt of the risks and discomfort (both financially and
otherwise) experienced by the pilots before and during the flight,
and there is no question that the adulation being poured onto
them is justified. Historically the flight sets Rutan and Yeager
alongside the likes of Charles Lindbergh and Amy Johnson (to
name just two).
But there is a subtle difference between the achievements of
pioneers. The endeavours of the early aviators were an essential
part of the development of air travel and provided a pointer to the
future domination of the world by air, as we know it today. No matter
how remarkable Voyager's flight was, it will not change the face of
commercial aviation (or indeed the publict perception of it) in such
a manner. ln no way does this devalue the importance of Rutan and
Yeager's achievement as they claim to have rekindled the pioneering
spirit of aviation that has been dormant for some time. We heartily
congratulate the Voyager's crew and support team for uniting the world
if only for nine days.
-
Allan Burney, Al February 1 987
 40 yeors of Aviotion

This poor-quality, retouched shot provided

the first official (onfirmation of the shape
of the Lockheed F-1 1 74. USAF

Stealth is the catchword of the moment. From being a subject

shrouded in conjecture, within the space of two weeks the US Air
Force unveiled its stealth technology to the world in the form of
the Lockheed F-1 '1 7A fighter and the Northrop B-2 bomber. The
stealth saga took a dramatic twist when the USAF acknowledged
for the first time the existence of its F-'l 17A (previously dubbed
the F-'1 9 by the aviation world) by releasing a heavily-retouched
low-quality photograph of the design. Since the beginning of this
decade rumours about the stealth fighter have been rife and its
presence has never really been in doubt. However, what has been
in doubt is its configuration and the pyramidal shape the F-117A
has taken most experts by surprise... lnstead of the smoothly-
contoured, well-proportioned, futuristic design depicted by most
artists'impressions, the photograph released by the USAF reveals
a small, single-seat, twin-engined aircraft that is of angular line.
lf the photograph is to be totally believed.... then the
configuration reveals thatthe F-1 17A is not a dogfighter but a
weapons platform for short-range stand-off attack missions. The
service states that it has ordered 59 ofthe type ofwhich 52 have
been delivered, three having crashed. Funding for more F-l 1 7As
has been terminated to release funds for more advanced projects
including the Northrop B-2 stealth bomber that was publicly rolled
out on 22 November.
Allan Burney, Al January 1 989

At the turn of the year, when most people's thoughts

were on peace and goodwill to all men, a terrorist's
bomb and a small Scottish town seized the hearts
and headlines around the world. Death and disaster
always seems more terrible at Christmas time, but
nothing could add to the horror ofthe Pan Am
Boeing 747 which, blasted out of the sky at some
seven miles high, crashed onto Lockerbie.
As with all accidents, in the aftermath of
this latest slaughter of the innocents, the words
'lf only...'were on everybody's lips. lf only the
warning of a bomb on a Pan Am flight originating
in Germany had been more widely known and Ac€ident investigators examining the remains of the <ockpit of Pan Am Boeing747-121 N739PA, blown
up over Lockerbie by a terrorist bomb, killing 270 people including 1 1 on the ground, PA Photos
acted upon. lf only the aircraft had not been
delayed in its departure from London Heathrow. lf
only the explosion had happened a few seconds Had the aircraft left London on time, if the explosive was triggered
later. Had the warning been acted upon more diligently then by a time-switch, the Boeing 747 would have been over the Atlantic;
perhaps, a more rigorous examination of the aircraft, its cargo, the then at least, the little town of Lockerbie would have been spared the
passengers and their baggage may have prevented the explosive death and destruction which rained from the early evening sky.
device being placed or taken aboard when the flight departed
Frankfurt to London. Paul Humphreys, Al March 1989

l]J[ll)
40 yeors of Aviotion

Chalking up a new trans-continental speed record, a Lockheed

SR-71 A has streaked across the U5 in 68 minutes coast-to-coast.
Flying the US Air Force SR-71 from Palmdale to Washington,
DC, were Lt Col Ed Yeilding, the pilot, and Lt Col joe Vida, the
recon naissance systems officer.
The record flight was also the final one by this supersonic aircraft,
64-17972, now immortalised in aviation history.The Smithsonian
lnstitution's National Air and Space Museum received the retired
Once all the USAF'S 5R-71 s had been flown back to Palmdale, Lockheed
SR-71 and its logbook in a ceremony at Washington's Dulles arranged them for this memorable shot. Lockheed
lnternational Airport shortly after the Blackbird landed. lts final home
will be a proposed museum extension, slated to be located at Dulles.
The 5R-71 took off from Palmdale site 2 at 04.30hrs. Refuelled The record-setting aircraft then flew to Dulles lnternational
in the air, the SR-71 then started its record run from over the Pacific Airport and performed two flybys, the second of which saw
coast near Oxnard. A sonic boom from the aircraft was felt in southern the pilot punch in the afterburners to ignite the cheers ofan
California at 06.00hrs.The aircraft reached the Atlantic coast near emotional crowd of some
Salisbury, Maryland, 2,404.05 miles away 6B minutes and 17 seconds
later for an average speed of 2,1 12.52mph. Al May 1 990

Tu,o USAF F-l6Ai, hiiof=+5Es:nd a[F-l5C

It was 03.15hrs local time 35 minutes into Operation'Desert Storm' Even as Tait was securing his place in military history, other pilots
and still before dawn
-as 28-year-old Capt Steve Tait manoeuvred his were noting disturbing signs on their radars. Said one:'We had no
-
F-1 5C Eagle over the outskirts of Baghdad, locking the APG-70 radar on adversaries.Those who did (take off) got nothing and headed north. I

to the lraqi fighter ahead. A single AIM-7 Sparrow missile was ejected
from the shoulder stowage position and streaked towards the Mirage
Fl EQ, striking it with an explosion which momentarily appeared to
illuminate the whole sky. Spiralling down, it struck the ground and
violently exploded, Ieaving no doubt that the first entry had been
made on the air-to-air combat scoreboard. Tait and America! Coalition
partners expected many more such victories to follow, confident that
the generally superior Western interceptors would have a 'turkey shoot'
at the expense of their mostly Soviet-equipped adversaries.
think that was a preservation move. Had they remained on the ground
they would have been bombed and had they come southbound
towards us they would have been shot downl A few days previously,
according to lraqi AF commander Lt-Gen Muzahim Saab Hassan, the
lrAF pilots had vowed to sacrifice their lives in suicide attacks against
designated objectives in the coming Mother of Battles. lt soon became
evident that they had done no such thing.
Paul Jackson, A, May 1 991
 40 yeors of Aviotion

The Boeing 737 has reached another milestone in its reign

as the world's top selling jetliner. Delivery of the Boeing
transport reached 2,000 as Lufthansa received a new
737-500 model at Boeing Field on 25 February.
The delivery also marked the 1 00th 737 for Lufthansa
and brought the airline full circle in its association with
the Boeing twin-jet programme. Lufthansa launched the
programme into production in 1963 by placing the first
order for the original 96-seat 737-1 00, then received the first
delivery in late '1967 and was first in service early in 1968.
By 1987, boosted by new generation models, the737
series had surpassed the orders recorded by the previous
best seller, the Boeing 727 tri-jet. The 727 had accumulated
orders and deliveries of 1,831 when its production ended
in '1984.
Total announced orders for737s stand at 2,887,and
production of the aircraft at Boeing's Renton, Washington,
plant is proceeding at a record pace of 17 per month.
AI May 1991

Fe>

ln less than 24 hours the F-l'1 7A had evolved from the deepest,
darkest depths of the world of 'Black'programmes to the stage where
airborne videotapes from its top secret infra-red targeting sensors had
been broadcast on TV news bulletins around the worldl
'l
JCS Chairman Gen Colin L. Powell credited the F-1 7As with
the capability of being able to strike 80 per cent ofthe key lraqi
targets that had to be'taken out'within the first 48 hours of the
operation. This they accomplished ably, and relentlessly, under the
guiding hand of the 37th TFW commander Col Alton C. Whitley.
The initial waves entered the fray at midnight, Zulu (approximately
02.39hrs, local time) on 17 January. Among their chief targets
numbered the crucial air defence radar and military command,
lnset: RAF Tornado GRI s and F3s in formation during the build'up to OPeration
'Desert Storm'. Crown Copyright
Above: The lirst major combat use of the USAF'S F-l 1 7As in 'Desert Storm'
proved a huge success. Here, one refuels by night from a KC-l 35Q.
via Peter R. March
control and communications facilities sited at Kirkuk, Nasiriya,
Rutba and downtown Baghdad 80 targets on day one alone,
-
most of which were successfully destroyed in the first 30 sorties.
Anthony M. Thornborough, Al May 1 991

lff;rll
40 yeors of Aviotion

This spring, the USAF is expected to select a winner in the Advanced

Tactical Fighter (ATF) competition and award a contract that could
turn out to be'the aviation sale of the centuryi
With the world now in the flnal decade of the 20th century, it is
a fair bet that, if the USAF does decide to go through with the ATF
programme, whichever contractor team is selected to produce the
aircraft will sign on for the definitive'sale of the centuryi lnitial USAF
planning calls for the production of 750 ATFs; in addition, there is an
understanding with the US Navy that the aircraft selected for the ATF will
also serve as the basis for the Navy Advanced Tactical Fighter (NATF), a
programme that could involve up to another 500 aircraft. Based on past
experience, it is very likely that the winner of such a contract would also
end up producing versions of the ATF for foreign sales as well.
Frank B. Mormillo, Al May 1991
'Team One' ATF winners, Lockheed-Boeing-General Dynamics,
had cause to pop some champagne corks on 23 April. The USAF's
decision to proceed with the F-22 model of the Advanced Tactical
Two YF-22 prototypes flew during the Advanced Tactical Fighter competition.
This one, registered N22YX, was powered by the Pratt & Whitney YFI 1 9 engine
which was also selected as the winning engine, Lockheed
Fighter came as both a financial blessing to the partners, and
as a vindication of their aero-engineering and managerial skills.
Low risk and cost were cited as the key issues which swayed the
decision in favour of the'Team One'submission.
Low-rate initial production is anticipated to kick off in Fiscal
Year 1 998, peaking at 48 aircraft annually between FY2003 and
FY201 5, when the USAF should have taken delivery of a grand
total of 648 aircraft worth 598 billion!
Anthony M. Thornborough, Al September 1 991

Struggling Pan American World Airways (Pan Am) finally succumbed to the inevitable
when it ceased operations in early December 1991. This followed just a week after another
troubled US carrier, Midway Airlines, filed for liquidation following the collapse of a
planned sale to Northwest.
The demise of Pan Am had been bn the cards'for some time, but it still shocked many in
the industry and sent shockwaves through the leasing and used aircraft market, a market that
is already overcrowded with 'stra nded' airliners. The last l l years have been tra u matic ones for
Pan Am. lt first started posting massive losses following its takeover of National and these losses
culminated in the airline filing for Chapter 1 1 bankruptcy in January 1991. lt sold most of its
trans-Atlantic routes to United in February and, by August. it was forced to sell shuttle, aircraft,
routes and terminals to Delta, leaving it just with its valuable Latin American services
- these
have now gone up for auction. The carrier's 126-strong fleet of aircraft is owned by a variety of
different organisations, so their eventual fate will be a protracted affair.
AI February 1992

Another significant chapter in the withdrawal of Russian forces from

the former East Germany was concluded in April when the last three
jet air bases bade farewell to their equipment.
Withdrawal was accomplished over a period of about a week in early
April and began at Gross Dolln on the 5th when the 20th Fighter-Bomber
Regiment headed east with a total of 27 Sukhoi Su-]7M-4'Fitter-Ks'and
six Su-'l 7UM 'Fitter-GsiThe focus of attention then shifted a few miles
to the west of Gross Dolln, when the second stage of the withdrawal
operation took place two days latet on 7 April.This involved the 33rd
Fighter Regiment at Wittstock but the immediate destination wasn't
actually an airfield in Russia. lnstead, the unit's remaining aircraft flew
first to Damgarten near Rostock, where they experienced a short lay-over of the 773rd, these presumably being flown by the respective unit
period prior to flying home in company with the Damgarten machines. commanders. Damgarten's own'Fulcrums' followed in quick succession.
A lull of a few days followed the transfer to Damgarten, but the It fell to the 33rd Fighter Regiment to bring up the rear...
withdrawal was not long delayed and on 1 1 April no fewer than 44 of Unfortunately, two of the Wittstock machines ('White 08'and 'White 09')
the 46 MiG-29'Fulcrums'that were present at Damgarten were flown were forced to return to the flightline when one of them experienced
out... Departure from Damgarten started at 08.00hrs exactly, with a technical problem and they may well have had to wait several days
773rd Fighter Regiment M|G-29UB'66'being the first aircraft to get before another opportunity to leave presented itself. What is clear is that
airborne. Half an hour later, the remainder began heading out and, these will have been the last Russian fighters to leave Germany.
as usual on occasions like this, most went in pairs.The first element
comprised MiG-29UBs'White 55'of the 33rd regiment and'White B0' Lindsay Peacock, Al August 1994
 40 yeors of Aviotion

It was only a matter of time before someone saw the light in Europe and
followed the lead taken byValuJet in the States back in I992.The concept
of a 'no-frillsi get what you pay for'carrier lasting past its first month was
laughed at by the US majors and undoubtedly Delta, which had even
provided Valu.let's first DC-9-32s from its own fleet. Nearly four years on.
Delta has seen its small counterpart grow in unprecedented fashion'
With staggering low fares starting from a train-beating f29 one way,
the pitch has not been at those who would normally fly business class
on a day trip from Heathrow but more at the person who has'always
wanted to pop up to Scotland'but couldn't face the eight-hour coach
journey, or for that matter the high rail fare.
easyJet's philosophy is simple firstly, cut out the travel agent,
-
effectively a middle-man, and pass the savings onto the passengers. Next,
cut all the non-essential overheads and'frills'that at first glance enhance
the service, but really only serve to inflate the price.Thirdly, make a no
restriction-based fare structure so simple that even a five-year-old could
understand it. And lastly, provide the best value for money in the air today'
easy.Jet launches its thrice-daily
Edinburgh service on 24 November with its
'Working together'is a phrase synonymous with United's
second 737-200 and plans to expand into
relationship with Boeing on the development of the 777 . No
Europe after gaining its own air operator's
other commercial aircraft has been designed from the outset
certificate early in 1 996. lfValuJet's success
with such complete consultation between the manufacturer
is anything to go by, the future for easyjet
and its customers. As a consequence, United decided to
looks bright, and it has certainly received
decorate the actual aircraft that flew the inaugural passenger
the public's backing so far with 1 1,000
flight on 7 June (Boeing 777-200 N777UA, United's first and
seats sold in the three
delivered on 17 May to the airline's Chicago base) with the
weeks since the launch.
logo'Working Together:
Any criticisms? Well,
'We're truly pleased with the customer-friendliness and
Hajiloannou doesn't slip
efficiency of this airplanei John A. Edwardson, president
offthe tongue quite like
and chief operating officer of UAL Corporation and United
Branson, but one has the
Airlines, told a press conference at Heathrow on the day
before the inaugural flight to Washington DC.'lt is the
feeling itwill...
replacement for the DC-10 with Unitedi Niall Booth,
Mark Ashley, Al August 1 995 AlJanuary 1996

Following the landmark announcement on 15 December 1996 that Boeing and

Above left: Many would contend that the Cold
War was already over by the time the last Soviet
AF combat aircraft, such as these 5u- l 7M-4s
departing from Templin, left eastern Germany'
Alexander Golz
McDonnell Douglas intend to merge, transition teams are now at work planning the
integration of operations.
The historic merger, while far from unexpected. unquestionably represents the
most dramatic step so far in the consolidation of international aerospace industries
and has far-reaching consequences in the future of both the commercial and military
aviation markets. lf the new aerospace group wins the sanction of the U5 authorities it
will operate in 27 states, with a workforce of 200,000, and can expect estimated annual
revenues in excess of 548 billion.
Its nearest civil competitor Airbus stands to be dwarfed by its combined
strengths, Boeing and McDonnell Douglas (MDC) jointly representing around 70 per
cent of current airliner deliveries. Meanwhile, combined in the defence field' the
manufacturers bring together a formidable array of products, totalling half of the
United States' current military aircraft production.
For both Boeing and McDonnell Douglas, a fusion of interests would immediately
offer both companies radically improved economies of scale, greater market

Above: M|G-29UB Bort 64 of 33 IAP taking off from

Wittstock in 1 994. Alexander Golz
penetration and an expanded pool oftechnological knowledge
- yet the benefits
of the merger are clearly tipped in Boeing's favour. Condit has clearly stated Boeing's
reasoning behind the merger; his company needs more employees and capability and
MDC can provide both. His counterpart, Stonecipher, hardly needs to explain why at
this juncture MDC should chose to surrender its company name and status.
Al February 1 997
40 yeors of Aviotion

The catastrophic loss of an Air France Concorde on the afternoon ofTuesday 25 July drew the
kind of attraction worldwide that is only reserved forthe worst of disasters. US President Bill
Clinton broke off a news conference, called to announce the failure of the Middle East peace
talks, to send a message of condolence to the relatives of those killed in the Concorde crash.
All the majorTV news channels in Europe and the USA re-structured their news schedules to
continue to broadcast reports coming from the crash site ofGonesse, north of Paris, close to
Charles de Gaulle International Airportfrom wherethe stricken airliner had taken off.
Such reaction would not have been incurred by a similar crash of another type
of aircraft. The degree of reportage and of emotional reaction to the terrible crash
which cost 1 14 lives is living testimony to the exceptional amount of awe, wonder and
fascination that Concorde embodies in the minds of so many people.
Mark Ashley, Al September 2000

The beginning of the tragic end of Air France Concorde F-BTSC, which killed all I09 on board when it
crashed in Gonesse on take-off from Paris CDG. PA Photos

The JSF (Joint Strike Fighter) programme is

vitally important to US industry, since it will
result in the production of a huge number of
aircraft to replace USAF
F-1 6s, US Navy and

Marine Corps F/A-1 8 Hornets and even USMC AV-88 Harriers. The aircraft is also being pushed hard
to a number of export customers, from existing F-l6 customers to the UK MoD, for whom the.JSF
promises to be the Future Carrier Borne Aircraft, replacing'Joint Force'Harriers and Sea Harriers.
And yet when we talk about the JSE we must remember that no aircraft has yet been selected
to fulfil the JSF requirement, and that the rival Boeing X-32 and Lockheed X-35 prototypes are still
just competitors in search of a production order. Even more incredibly, while the JSF programme is
vital to US industry, the intended principal customers have a more equivocal attitude...
The JSF promises to be a vitally important industrial programme, which should produce
a very large number of highly capable strike-fighters at a very low unit cost. But at the end
of the day, the emphasis placed on meeting absolute and inflexible costs may reduce the
resulting aircraft's capabilities to a point at which it will be unable to match competing The two Joint Strike Fighter contenders, the Boeing
X-32 (left) and the eventual winner, the Lockheed
European fighters. Alternatively, ifcost constraints are relaxed in orderto ensure operational Martin X-35, Lockheed lvlartin
capability is not compromised, costs and prices could spiral out of control.
Jon Lake, Al May-June 2001

that the industry would never be the same again. However, many
observers believe that such a change in behaviour will not be long-
term, and believe that people will return to their pre-WTC patterns
The world was rocked by the devastating terrorist attacks that of airline use as memories of the tragedy fade and as confidence is
destroyed the World Trade Center in New York and seriously damaged rebuilt by improvements in security.
the Pentagon in Washington on the morning of 11 September. The collapse in passenger numbers was accompanied by a brief but
The terror began shortly after 07.00hrs when two Boeing767s, extremely costly enforced stoppage, which naturally had an impact on
each flying from Boston to Los Angeles, were hijacked while flying airline profits. . . ln normal times, the loss of a few days'revenue should
over New England. Both altered course without warning and headed not tip healthy airline companies into bankruptcy, and should have
for New York with devastating consequences, hitting the famous relatively little effect beyond denting in-year profits and perhaps reducing
twin towers in sequence and ultimately forcing their horrific collapse. the shareholders' next dividend
Another aircraft, an American Airlines Boeing757, en route from payment. But in the wake of the
Washington Dulles to Los Angeles, was also hijacked and hit the WTC tragedy, there has been a
Pentagon building in Washington. depressingly long Iist of airline
Meanwhile, a second Boeing757, operated by United Airlines, was collapses and of airlines making
hijacked while operating from Newark to San Francisco. This aircraft massive job cuts.
crashed in Pennsylvania, south-east of Pittsburgh, with all 45 people One could already fill a book
on board killed... The passengers aboard the ill-fated 757 are now with details of the airline and
credited as heroes for attacking the terrorists themselves, resulting in aircraft manufacturing cutbacks
the destruction of the airliner. and job losses that followed the
Eryl Crump, A/ November 2001 terrorist attack on the WTC. But
the highest-profile casualty of
Having watched hijacked jet airliners being deliberately flown into the airline recession has been
the World Trade Center on national TV (from several angles, and in Switzerland's flag carrier Swissair,
heart-stoppingly graphic detail) many people were discouraged and its subsidiary Sabena.
from flying, and passenger numbers did decline markedly. Some Phola
PA
felt that this was the beginning of a'seismic'shift in behaviour, and Jon Lake, AI December 2001
 40 yeors of Avioiion

This photograph: British Airways

flight 8A002 from New York to
London Heathrow, the last Concorde
service, taking off from JFK airport
on 24 October 2003. PA Photos

Bottom: Concorde G-BOAG rolls

out after its final touchdown at
Heathrow on 24 October 2003, with
Capt Mike Bannister at the controls.
Mark Wagner/Aviation-lmages.com

Cn Thursday 10 April, British Airways and Air France made simultaneous

announcements that Concorde would make its last scheduled passenger
ilight at the end of October, ending nearly 30 years of supersonic travel.
The news of Concorde's premature withdrawal had been widely
:xpected, though it remains extremely controversial. The Concorde fleet
nas received massive investment since the tragic crash at Gonesse, and the
rype was certified until 2009, although Air France had reportedly planned
io cease operations in late 2007. The complex support arrangements for
ilre aircraft were such that it was never likely that one of the two operators
,vould continue without the other (unless it took on the retiring airline's
:ircraft) and 2007 thus seemed likely to be BA's end date as well. lt was
.inderstood that a relatively minor engineering programme could have
:xtended the aircraft's life to 20'15, however.
Concorde's return to service following the Paris crash, in the face of a
cre-existing recession in air transport was, perhaps, a remarkable gesture
cf optimism. The recession continued, however, and was exacerbated by
security fears following the World Trade Center attacks, and worsened
egain following the March 2003 war against lraq.
Reading between the lines, it seems that Concorde's premature
:etirement may be the result of uniquely French factors. BA was
experiencing a steady fall in passenger revenue against a backdrop
cf rising maintenance costs for the aircraft, but it was still viable... Air
:rance had never enjoyed the commercial success experienced by BA's
Concorde Division, and the aircraft has not been profitable since the Carrying less fuel than that needed for the normal trans-Atlantic
return to service following the Paris crash. crossing, the aircraft lifted off smartly and headed for the clouds with
its customary roar.'lt was quite an experiencei Clarke said afterwards.'l
ion Lake, AlJune 2003
thought I would say something special to match the occasionl
His colleague lvor Sims had cleared the first scheduled Concorde
At 14.06hrs on Friday 24 October, Capt Mike Bannister, manager of BA's departure for New York. Now he would handle the final arrival from
Concorde fleet, eased flight BA002 from New York down to the tarmac, JFK, which was to join the other two in an aerial rendezvous. BA9021C
closing a special chapter in commercial aviation. from Edinburgh, part of the nation-wide Concorde farewell tour, was
Ninety minutes earlier, Flight BA9022C carrying guests on a trip to directed as normal to the Bovingdon hold north of Heathrow. BA9022C
rhe Bay of Biscay and back taxied away from Terminal 4. As the subsonic and BA002 came in via Ockham to the south to begin their approach
:raffic waited deferentially, it passed majestically across the southern from the east, passing over central London one last time. Aboard Flight
'unway and out to the northern one. BA002, Capt Bannister was telling his passengers:'Thank you forjoining
Once the preceding GB Airways Airbus 4320 inbound from Malaga us for a moment of historyl
rad cleared the runway, Capt Paul Douglas radioed the tower to ask if he One after the other, the three dream machines alighted upon
.vas clear for take-off.'That's an understatementi replied controller Roger Heathrow's tarmac for the last time.
Clarke.'You look absolutely superb. Speedbird Concorde Alpha Foxtrot,
,,ou're clear to take off on Runway 27 Right.' Bruce Hales-Dutton, A, December 2003
40 yeors of Aviotion

On Thursday 3 March 2005, the Virgin Atlantic GlobalFlyer, with

Steve Fossett at the controls, completed the first ever non-stop
solo flight around the world.
&
Having taken off from Salina Airport, Kansas at 00.47hrs GMT
on Tuesday 1 March (1B.47hrs local on 2B February), Fossett
arrived back there after his pioneering voyage of aerial discovery
that lasted 67hr l min 46sec. lt had been a truly epic undertaking,
F
including potentially major problems along the way, but in the '@.
-o*
true spirit of aviation adventure and record-breaking the team u-Q.t
pressed ahead, confident of the abilities of the aircraft and the
man in the pilot's seat to setting new
- no stranger, of course,
benchmarks in challenging circumstances to get through them
='-
and make it home.
-
GlobalFlyer touched down at Salina just after T 9.48hrs UTC on
3 March, in order to enter the record books. The final reckoning
showed that it had travelled 19,880nm, 17 more than were needed
to break the record. ln front of a jubilant crowd of onlookers and
an understandably delighted project team, Steve Fossett declared:
'That was a difficult trip. I mean, it was one of the hardest things
l've ever done, to be on duty for three days and nights with
virtually no sleep.'

'About once a generation, the Boeing family comes together to
revolutionise air travel', said Boeing CEO Jim McNerney in his
short speech to the 15,000 people present in the huge hangar
mostly employees working on the 787 programme, a$well as
-airline customers and media from around the world. But never
before had Boeing been as self-confident about a new product
as this time.
'677'was the number of the day, briefly displayed in huge figures
on the sides of the stage. For the first time ever in civil aviation, an
aircraft that has never flown had amassed 677 f'rm, announced orders
by the time of its roll-out. The last new model, the 777 unveiled in
1994, had only around 1 50 by then. On the day before the ceremony,
the latest substantial 787 order came in the biggest so far from
-
Europe, which has generally been slow to respond to the Dreamliner.
Air Berlin of Germany made firm commitments for 25 Boeing 787-8s
and signed options for another 25. So far, by list prices, the 787 has
racked up a turnover of around USSl 00 billion, about equivalent to
the gross domestic product of a country like New Zealand. No wonder
Scott Carson, CEO of Boeing Commercial Airplanes, stated that the
mood at the Seattle manufacturer is'pretty darn goodi
Andreas Spaeth, Al September 2007

At 1 2.28hrs on Thursday 1 8 October 2007, Avro Vulcan 82 XH55B took

offfrom the 3,000m runway at Bruntingthorpe, Leics for its maiden
post-restoration flight. With the successful completion of the most
ambitious'return to flight'project ever undertaken, this will now always
be remembered as a very special day in the history of British aviation.
The long-anticipated first flight came after 1 0 years'hard effort, many
thousands of hours of hands-on restoration work, at a cost so far of some
f6 million, including f2.5 million from the Heritage Lottery Fund, and the
support of more than 20,000 people woddwide. On the flight deck for
this momentous occasion were civilian test pilot and former RAF Vulcan
captain Al McDicken, the Vulcan Operating Company's David Thomas in flew a Vulcan almost 25 years ago to the day, said to the assembled press
the right-hand seat and Barry Masefield as air engineer. David Thomas, after stepping back onto Bruntingthorpe's tarmac.'She was an absolute
who was one of the RAF'sVulcan Display Flight pilots, had made the last delight, every bit as good as I remember. lt was a tremendous privilege to
ight of XH558 into Bruntingthorpe 14-and-a-half years ago.
fl fly it again. There were no problems at all during the flight, a tremendous
The flight, in perfect weather conditions, lasted for 34 minutes, tribute to the team here and the designers all those years ago.'
during which a number of basic systems and handling tests were carried
out.'Everything worked and she flew like a dreami Al McDicken, who last Peter R. March, Al December 2007

The big announcement was made at 07.21hrs:'The world's first 4380 passenger
service, flight SQ380 to Sydney, is now ready for boardingi Getting almost 500
people aboard a new giant aircraft with two separate decks seems to be no easy
task, especially not with everybody seemingly taking pictures at every step,
but it proceeded surprisingly smoothly. Once everybody had found their seat
and settled in, pushback commenced at 08.01 hrs sharp, just seconds after the
scheduled departure time.
Majestically, the A380 proceeded to the runway, yet many people on board
didn't even realise they were moving. Some who were seated far from the
windows didn't even get any sense at all of the aircraft taking offwhen it lifted
from the Changi runway at 08.16hrs local time, so unbelievably quiet is the cabin
even with the engines at high thrust.
Whereas the atmosphere was fairly sophisticated in the suites and business
class, party mood soon caught on in both economy cabins. Enthusiasts from
all corners of the world were meeting and sharing their experiences, later even
helping themselves to champagne from the galleys.
Andreas Spaeth, Al December 2007

Compiled by Ben Dunnell

Editorial Assistant Amy Bridges
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Visit our new and imProved website www.ianal lan pu bl ish i ng.com
 1 BAC/A"rotputiale concorde
John Dibbs/The Plane Picture Co

2 Supermarine Spitfire
John Dibbs/The Plane Picture Co

3 Hawker Siddeley Harrier

John Dibbs/The Plane Picture Co

John Dibbs/The Plane Picture Co

How quickly the aviation world moves. As with any branch of industry, some of yesterday
news soon becomes today's object of mirth. Here are just a few of the stories from 40
years ofAl that prove what a wonderful thing hindsight is
s
Stamps
PHILATICUS

aYtq rii5nl{ l,
dllt

'. *

-FHERE was much protest a few years ago because a

Leftl supersonic transport
r certain British manufacturer of buses had obtained an
Beyond Concorde once seemed like it could exceptionally large export order to Cuba. These protests
The need for long range airliners flying take over the airline world, cama from-those trading isolationists who would rather
at Mach 4. or twice the speed of Concorde, but reality soon bit. A year starve than export such aiticles as buses to countries having
was envisioned by GraYden M. Paul, or so before the global a different political system or philosophy. -You may be
deputy director of airline requirements of oil crisis hit wasn't the wondering what this has to do with aircraft or stamps'
Lockheed, at the Association of British best time for Lockheed to
postulate this idea.
Travel Agents meeting at Vienna recently. Al Januaty 1973
Technological development of commercial
aircraft would continue and the future
market would justify advanced concepts
of passenger planes. "We see an in-
creased demand in all aspects of air From our one-time sister publication Air Display lnternational Choosing a good headline for a story isn't
traffic-short haul. medium haul and even comes one of the most familiar, but still funniest, misprints always easy. You probably wouldn't believe
to long-range Mach 4 supersonic trans- ofthem all. how long it can take, if inspiration is lacking.
ports." he said. Current designs of wide- Here are a couple from the history of A/ that
Air Racing Flashback', Air Display lntenational
bodied passenger aircraft would be used either might have been improved by a bit more
July-August 1 991
until 1985 when a new design would be thinking time, or, perhaps, by less.
needed. Lockheed forecasts showed that +hat tim€ some afuffaft
world air traff ic would reach
about At
850 000 million revenue passenger miles ers and there were many in the UK
by the end of 1 980 and by the year 2 000 it
-
kept- specimens of their earlier designs
would possibly be 3 500 000 million. and flew them regularly in pubic

Some helpful advice here for those who want to make their plastic kits thal little bit
more'realistic'. Note the health and safety note sounded at the end.
AI May 1970

t+
, -t r': ''zil,*:
Jugs in oction ?;.--
-:.'j''.- .1
:&
Ftom Mt W. J. Hannaway of Liveryool
come these splendid shols ol P"47 t
Thundeftohs aing to go on a cambat -', A pun that would have made the late Bob
mlsston clevetly conulved aclion scenes
leatunng Aihx models. Lighung is Monkhouse groan.
'.1
natural daylight-in a back gatden-
although the use ol flash rcllected oll tin
t; Al July 2004
loil cdn give I bilghtet elfect if tequhed.
fhe photogrcphy wes by Mt Jim Wilson, t'".
unusual 'brown
Urgh. What a lovely image this headline creates.
ln fact, the image you should have in your mind
is that of a U5 Army Beech RU-21 D because it's
painted brown, you see.
-
.i,.': .'&;
Al May 1971
#?i;,.
.,.:.*.,
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/U.l)
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coRcr oLASSTCS (n42OO8 CAMC

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A-4F Skyhawk Blue Angels 1172 f39.99 t29.99 (M37402)
Avro Lancaster RAF - 617 Sq. (operation Chastise). 1172 t89.99 t67.49 (M32615)
Bae Hawk T1 A ASTRA (Raspberry Ripple) 1172 f34.99 t26.24 (M36007)
Bae Hawk T1 A Red Arrows (All I serials as decals) 1t72 t34.99 f26.24 (M36008)
Bristol Blenheim MklV RAF - 82 Sq (Preserved Duxford) 1172 t49.99 t37.45 (M38401)
Consolidated Catalina IVA RCAF
- 1t72 f79.99 t59.99 (M36107)
Curtiss Kittyhawk Mkla RAF (Preserved Duxford) 1 172 t29.99 t22.49 (M35215)
DH Mosquito B.XX RAF (Guy Gibson) 1 172 f39.99 f29.99 (M32816)
Douglas C-47A Skytrain USAF 1 172 t79.99 f59.99 (M38201)
Douglas DC-3 BEA 1 172 t79.99 t59.99 (M38202)
EE Lightning Fo RAF(XR769)-11 Sq. 1 172 t39.99 !29.99 (M32310)
Eurofighter Typhoon F2 RAF-1lSq. 1 172 t39.99 t29.99 (M36404)
Fairchild A-1 0A Thunderbolt USAF ''Jaws'' 172 f49.99 f37.49 (M38005)
Gloster Gladiaior Mk.l RAF (Shuttleworth collection) 172 t29.99 t22.49 (M36207)
Gloster Meteor FB RAF - 74 Sq. 172 f39.99 f29.99 (M35011)
Handley-Page Halifax B.lll RAF "Friday the 1 3th" (Preserved Elvingdon)-
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172 t89.99 867.49 (M37204)
Handley Page Halton Eagle Aviation 172 t89.99 t67.45 (M37205)
Hawker Sea Hunicane 1 b Royal Navy (Shuttlewonh collection) 172 t29.99 822.49 (M32016)
Hawker Typhoon lB RAF -247 Sq. Tankbuster 172 t29.99 t22.49 (M36506)
Heinkel HE-111H-3 Luftwaffe - KG52 "Condor legion" 172 t69.99 t52.49 (M33711)
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Junkers JU-BBA-1 Luftwaffe LG-1/lll 172 f69.99 t52.49 (M36705)
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P-38 Lightning USAF - PRU (Adrian Warburton) 1172 t39.99 t29.99 (M36611)
Supermarine Spitfire MkVC RAF (Shuttlewodh collection) 1172 t29,99 t22.49 (M31931)
Westland Wessex HAS.3 Royal Navy 1172 [39.99 t29.99 (M37605)
Supermarine Spitfire MklX RAF (Jack Charles) 1172 f29.99 t22.49 (M31932)
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Messerschmitt 8f.109 E Luftwaffe - JG27 1172 t9.99 f7.49 (WB99633)
P-51 D Mustang USMF - 334th FS 1172 t9.99 t7.49 (WB99634)
Supermarine Spitfire Nlk.ll RAF - 71 "Eagle" Sq. 1172 f9.99 t7.49 (W899631)

Add postage, packing and insurance per model as follows: 13.00 per model UK Filst Class, f4.50 per model Rest 0f the world.
 H

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/'#rl
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Soqring qwqy
Sompling some of the ioys of gliding
Title: Condor
Developed by: Condor Soaring
Web: www.condorsoaring.com
Published by: Sniper Entertainment (www.sniper.fr)
Price: f29.99
Minimum requirements: A 1 GHz PC running Microsoft Windows 2000 or
RAM, a CD-ROM drive and a 32Mb video card
roting:
PEGI 3+
verdict: ****
WHAT'S IT ABOUT?
Condor is a gliding simulation
'designed to recreate the
ultimate experience of
competition soaring' on the
PC, its developer says. ln
development, considerable
attention was given to
aerodynamics and weather
physics, which has resulted in
a realistic simulation covering
all the different classes of
glider. Clever design has
opened up the possibility of
users and publishers creating
their own add-on scenery,
and this, coupled with good
reviews of earlier versions,
has led to a large, worldwide
fan base for this simulation
and a number of dedicated
web sites.
INSTALIATION
lnstallation requires the
CD-ROM to be inserted, after
which you need to run the file
'CondorSetup.exei Once the
file has been run, users will be
prompted to add their details
so that at least one pilot is
created for the simulation.
Then the registration process
has to be completed by
inserting the serial number to
j
be found on the bottom left-
hand corner ofthe front page
of the manual. Once this has
been done, it is then possible
to access the'Settings' menu,
which contains a host of
variables related to the
running of the simulation.
The installation process
is explained clearly in the
illustrated manual provided.
THE SIMULATOR
lnstallation adds 13 different
gliders in six different classes.
Each glider is accurately
recreated with moving parts,
animated cockpits and realistic
handling characteristics. The
ASK-'i3 is the sole glider in the
School class but this comes
with no fewer than a dozen
different colour schemes. The
Standard class features the
ASW-28, Discus 2B and LS8;
the 1 5-metre class the ASW-
278, LS6 and Ventus 2BX; the
18-metre class the ASW-28-
1 8, Discus 2c and LS85; the
Open class the ASW-28B1and
Nimbus 4; and the Acro class
the charismatic MDM-1 Fox.
Access to the menus
where the gliders are selected
also reveals five more, namely
XP with 256Mb of
the PZL PW-5, the solitary
type in the World class, the
ASG-29, LS l 0 and Ventus 2CX
in the 18-metre class, and the
Jantar 28 in the Open class, all
of which form Plane
Pack I which can be
purchased online for 5 1 0
via a link in the simulation.
Further packs appearto be
in the pipeline but, while the
simulation allows third party
users to create additional
sceneries or repaint the
default gliders, at present only
the developer has the facility
to add new glidertypes.
For many, the'Flight
School'section ofthe
simulation will be the first port
of call. Within this there are
sub-sections entitled Basic,
lntermediate, Advanced,
Acro and Custom, offering 15
lessons in total which take you
through the various stages of
learning to fly a glider. Lessons
cover aspects such as winch
launches, aerotows, landing,
different means of soaring,
navigation and aerobatics. ln
each case, you can sit back
and watch a lesson and then
try the same task on your
own.The'Free Flight'section
'
lnitially, we were a
little bit frustrated with
this simulation. The
gliding lessons have no interactivity, so it is a case of
trying to recreate what has been shown in the lesson
demonstration before attempting it yourself, perhaps
having made some notes. This doesn't seem helpful
when trying to learn a new simulation. The cockpits don't
have any'point and click'interfaces either, meaning that
everything has to be done using the joystick and keyboard
which, again, takes a bit of getting used to.
However, once one gets over these initial hurdles, this
very quickly becomes an addictive simulation that is likely
to appeal to people ofall ages and skills.The scenery is not
highly detailed but the result is a simulation that runs very
smoothly, a real plus over similar titles. The developers have
also done much to enable one to customise the simulation
with additional scenery, new tasks and even the chance
to repaint the default aircraft, although we could find no
information about how to do this in the manual.
There were a few niggles that we were left with,
even at the end switching views prior to a race in the
-
version that we tested (version 1 .12) occasionally lost
the countdown timer for races and we could find no
way of saving a race part-way through, which suggests
that longer tasks will need to be completed in real time
without a break other than using the'Pause'key. Howevel
the overall impression is of a superb, stand-alone title
whlch offers hours of fun, an education into the mysteries
of gliding and which clearly has the potential to be very
addictive! With a large fan base already in place, no doubt
future versions of this simulation willfollow as more and
more enthusiasts discover its delights.
offers users the chance to while others need to be
completely customise the purchased. Developers such
simulation. lt comes with 10 as France VFR are now turning
different flight plans already their hand to creating scenery
created, all centred around for Condor and, from previews
various parts of Slovenia. that we've seen, these will
Slovenia is the home country be at least as good as the
ofthe developers and the default scenery, if not better.
scenery covers around For those interested in trying
37,000 square km ofterrain, their hand at creating scenery,
ranging from Alpine to small the Condor SceneryToolkit
mountains and large, flat can be downloaded free from
areas. Each flight plan offers a the Condor Soaring web site,
racecourse to try helpfully, which also has a helpfulforum
-
these are of different lengths offering hints and tips on
and for different classes scenery design.
of glider.To customise the As with most titles of
simulation, users can create this ilk, Condor comes with
their own courses, adjusting a multi-player section where
the weather, class of glider, up to 32 glider pilots can fly
realism settings and penalties together at one time.There
as well as deciding upon are a number of web sites
course length, placement of hosting multi-player sessions
the start, finish and turning for this simulation. The final
points. Having set up a two sections offer the chance
course, it is then possible to to replay flights (with the
fly it, record the flightplan exception of multi-player
and then fly again against flights) and to analyse those
these previous attempts at that you have undertaken.
the same course in a race. Many of the workings of
As has been mentioned the simulation are explained
before, it is possible to via the handy illustrated
add further scenery. A list manual, which is certainly
of available third party necessary to get the most out
sceneries is held on www. of it. An electronic version
condorsoaring.com; some of in Acrobat Reader format is
these are free to download available via the simulation.
 Following on from its very popular A-6E
lntruder package, it was perhaps no surprise
that AlphaSim would then release an EA-68
Prowler package for Flight Simulator 2004 and
Flight Simulator X. lt has four different model
variations and six detailed sets oftextures.The
model variations provide a variety of loads
with HARM missiles, ECM pods and fuel tanks,
while the texture sets recreate two U5 Marine
Corps machines and four in the colours of
different US Navy units. ln addition, by editing
the aircraft's configuration file, it is possible to
adjust the weapons loads to suit. The Flight
Simulator X model utilises FSX features such
as bump mapping and self-shadowing, while
owners of Windows Vista and Service Pack 2 of
FSX will also see self-shadowing in the virtual
cockpit.The usual high standard ofAlphaSim
cockpit is evident, both in the virtual and 2D
cockpits, and the FSX model even has a fully
modelled rear cockpit complete with working
moving map and radar. Animations include
control surfaces, animated canop, crew entry
steps, wing folding, spoilers and tail hook,
while amongst the effects are turbine glow,
smoke, wingtip and flap contrails. A realistic
sound set is provided along with a detailed
checklist and performance that closely
matches the real aircraft. For those looking to
repaint the aircraft in other schemes, a paint
kit is available.

I Price: NZS55 (f21.36)

I Web site: www.alphasim.co.uk

Aviotion sites on the lnternet

The Aviotion Sodety Militory Al Works

m
w ww.t a s m o n c h e st e r.co
The Aviation Society, orTAS as it is widely known, is based at
Manchester Airport. lt is the largest aviation society in the UK outside
London with more than 1,500 members and 36 years of unbroken
experience. lt has a commercial arm that runsThe Aviation Shop and
The Airport Tour Centre at Manchester Airport, and it also provides
professional tour guides at the Aviation Viewing Park there. TAS also
has a very active Yahool discussion forum with around 1,000 registered
users. The TAS web site has several sections devoted to the society,
including one offering details about how to join, complete with a
membership form that can be printed out. Elsewhere there are details
of social evenings, information about forthcoming coach excursions
both in the UK and abroad, and galleries of members'photos. For
visitors to Manchester, there are details of viewing locations, the
Manchester Aviation Viewing Park and Airport Tour Centre, and
information about how to
book a guided tour around
its Concorde, G-BOAC. Other
sections provide live arrival
and departure information
for Manchester, details of
the aviation fairs run byTAS
twice a year, articles from TA5
members on spotting abroad,
and a variety of links.
ww w. m i I it a rya iw o r ks.co m
Military Al Worls (MAIW) is
a loose collection of military
aviation enthusiasts whose
mission is to provide quality, freeware Artificial lntelligence packages
for the flight simulation community. The staff and contributors at MAIW
come from all over the globe. On the MAIW web site is a'Downloads'area
which gives details of its current and proposed packages. On entering this
area, world maps appear and, by clicking on the area of interest, further
information is provided. For completed packages, a link is then made
to AvSim.com, from which the packages can be downloaded. Presently,
packages are for Flight Simulator 2004 although a link on the front page
takes you to the MAIW Forum, where details of how to convert these to
Flight Simulator X are given. Users will need to register before they can
access the forum, but it also has information about packages being worked
on, scenery, aircraft design and screen shots, along with an area devoted to
discussion about real-life military issues. All this and itt free, too!
Airshows
As more and more airshow dates are confirmed, this is just a
reminder that airshow web sites are listed on the AirNet'Web Site
www.aviation-links.co.uk. Please note that the web site is shortly
-expected to move to a new host so ifyou have it in your bookmarks,
make sure you have lhe www.aviation-links.co.uk URL.

Your continued feedback is appreciated and we would be pleased to correct any errors or misunderstandings. A list of all the sites reviewed in this
column and much more can be found at TheAirNet'Web Site www.aviation-links.co.uk.lf you wish to contact the author by e-mail, please do so
at adm i n@aviati on -l i n ks.co.u k -

81103

'iur.l
ie4
lsa
@recll Britons...
...not-so-greot book!
Britoin's Greotest Aircroft
Roberi Jockson
Pen & Sword, f25.00
**ii;.i i.i
You have to allow an author at
least a degree of freedom. lf he
chooses to pen a volume with the
title of 'Britain's Greatest Aircraft;
then it should be his choice and his
choice alone as to which aircraft
types he includes. After all, he has
at least selected a positive theme;
who would have wanted to read
about'Britaint Worst Aircraft'?
Here, author Jackson has made a
safe choice with his 22'greatest'
aircraft by including four from the
WWl era, two from between the
wars, six from WW2 and 10 from
post-war, giving each its own
chapter.True Brits will be pleased
if unsurprised to know that the
Spitfire, Comet and Lightning are
featured, although some might
question the inclusion ofTSR2 on
the basis that the sole example to
fly made only 24 flights in its short
career. But maybe that's one ofthe
great things about being an aviation
author; you can air your opinions, fly
Get all the news from the world of aviation!
SUBSCRIBE NOW!
CALL
www.a i rcrafti
10414
Denis J. Colvert
your kite, put events into your own
perspective and stir up controversy
as much or as little as you
- -
wish. Jackson has generally chosen
to play it safe in what is a generally
unremarkable pot-boiler, and his
text tells each type's story from
both development and operational
service points of view, only rarely
offering comment on the political
considerations which affected
(afflicted?) several of the post-war
aircraft described. An exception
is in the case ofTSR2, where he
allows himself to describe the type's
cancellation and the subsequent
destruction of everything
connected with the project as
'an act of vandalism unparalleled
in the history of British aviation:
Few would disagree with him.
Taking this chapter as typical, the
author describes the background
to the project, the TSR2 s
advanced design, the over-heavy
service/min istry/ma nufactu rer
+44 (0)1932 266622
II ustrated.com
management structure which so
hampered progress, the flight test
programme's trials and tribulations
and the attempts to sell TSR2 to the
Australians, though it adds little
(nothing?) to what we already know
An unfortunate typo states that
'the Australians decided to meet
the RAF requirements by ordering
twenty-four General Dynamics
F-1 1 1As'when the service in
question was, of course, the RAAF.
Other typos, such as reference on
the cover flap to the Wellington's
construction as'geodic' rather than
'geodetic; are too easily found.
The photo selection features not
just the aircraft described but also
others developed against the same
requirement. Thus, in the chapter
on the Harrier and Sea Harrier,
the first photo is ofthe tail-sitting
Convair XFV-1 built in the early
1950s to a US Navy requirement for
a VTOL fighter. Photo reproduction
is decent if unspectacular and
ffiry#; '
&t'#ili
AI RAFT
RC
h
mainly in b/w. The 1 6-page colour
insert offers 28 colour plates, but
your reviewer would question the
decision to feature the 5E5a
the Shuttleworth Collection's
- and
SE5a at that in four of them.
-
A few are unsympathetically
cropped, with a bad case of 'My
Comet has no nose'on a shot of
the A&AEE XS235. Captions are
adequate if not illuminating. The
photos illustrating the Lightning,
though, feature too many errors of
identification. The colour shot of 'a
Lightning F1 A of No 92 Squadron'
is actually an F2, the'F3 armed
with Firestreak AAMs'is a two-seat
T4 (the yellow trainer bands, if not
the huge underwing serials, are a
give-away), while the reference on
page 196 to Thunder City's'two
Lightning F5s'should surely read
'T5si Even the non-specialist, non-
enthusiast readership at which
this title is clearly aimed deserves
better than this.
 [eoiidfdo
\s
o" FLIGHT
'r 1;.,
****;:
Leonqrdo on Flight
Domenico Lourenzo
The John Hopkins Universiiy
Press, 820.00
While the name of Leonardo da
Vinci as an aircraft designer may
not immediately spring to mind
alongside those of Reginald
Nlitchell, Ben Rich or Alexander
Kartveli, he fully justifies his place
in the ranks ofthe greats, having
designed and constructed his
famous ornithopter something
over 500 years ago. Da Vinci also
experimented with parachutes,
flying spheres, flying wax figurines
and inflated bullocks' intestines
at around the same time he was
painting 'The Last Supperi This is
a fascinating volume, beautifully
produced and with exquisitely
reproduced contemporary
illustrations.
W pages of solid information.
ffim
ffi
*****
Bomber Units of the
Luftwoffe I933-1945:
Volume I
Henry L. de Zeng lV ond
Douglos G. Stonkey
Midlond Publishing, 135.00
This volume provides'much
highly detailed information on
the organisation ofthe Luftwaffe's
bomber units'and covers some
35 bomber Geschwader and
their component Staffflights and
Gruppen. lt details each unit s
operations, along with bases, dates.
statistics and commanding officers.
just
There is no narrative as such
-
solid information. lf you want and
need this title it must be assumed
that you know and understand the
background to the subject. Photos
are well reproduced and include a
few in colour.Volume 2, covering the
remaining Geschwader, will follow
as surely as Nacht follows Tag.
***-.:-;
Airfields ond Londing
Grounds of Woles: West
lvor Jones
Tempus Publishi ng, 91 6.99
It is a sad fact that, of the 26
airfields/landing grounds/strjps
herein described, virtually none
remains in use for its original
purpose. While this is not just a
wartime history of the locations
described, most came into
existence just before or during
WW2 and reverted to more rural
use soon after.The photo caption
to a shot illustrating RAF Pembrey
is typical: '. ..another of the'F'
sheds that has been renovated. lt
is ready for dairy cows and milk
processingi The photo selection
is well chosen. Sadl, its standard
of reproduction is less than
wonderful.
***r.-:;
luftwoffe Colours:
Schlochrflieger
L. Richord Smith et ol
Midlond Publishing, €29.95
The Luftwaffe got the chance to
validate its tactics in the spanish
CivilWar, when the Junkers
Ju87 proved its worth and later
became the backbone of the
Schlachtfliegergruppen. This
book tells the story of all the
aircraft used by the Luftwaffe's
ground attack units, with special
reference to their camouflage
and markinqs. Photos form an
important part ofthis offering;
here, it should be recorded that
they are all decently reproduced
although some of the originals
are not ofthe highest quality and
justify their inclusion on interest
value. The few colour shots are of
surprisingly good quality.
Hurricones Versus
Zeros
Terence Kelly
Pen&Sword,fl9.99
***n *
The story of the air battles over
Singapore, Sumatra and Java in
***r^r.: WW2. An interesting account
written by a Hurricane pilot who
was there and who endured
three years in a prison camp
Tortqn Air Force after capture by the Japanese.
Deboroh Loke
Birlinn Lid, f 'l6.99 Rupert Red Two
Jock Broughton
,l6.99
The Preface sets the scene: Zenith Press, f
Although this book features
aircraft, it is not a technical ****;:
volume... This book is about The career of one Jack Broughton,
people: lts theme is Scotland's who flew P-4TThunderbolts with
the USAAF post-war, following this
contribution to military flying
by commanding theThunderbirds
over the past hundred years,
demonstration team and flying
and the text reads well and
combat missions in south-east
does indeed give a good and
Asia in the F-1 05 Thunderchie[
interesting account of military
aviation north ofthe border,
with particular emphasis on the
Royol Air Force
two World Wars and the Cold
Bomber Commond
War period.There are plenty
Losses: Volume 9
of human stories and insights W. R. Chorley
into current RAF operations Midlond Publishing, l1 9.99
from Scotland, although the
unanswered question remains: ****ii
what does a flying Scotsman The final volume in this wonderful
wear under his G-suit? series is as valuable as ever to
researchers and comprises a
Roll of Honour of bomber crews
who died from 1 939 to 1947. 494
Rocks in lhe Clouds
Edword Doylerush
Midlond Publishing, 11 1.99
***-.^r-'i
Subtitled'High-cround Aircraft
Crashes of South Wales'(hence
the slightly tongue-in-cheek
title), this volume details several
ofthe more interesting crashes
** ii i^' t-:
and crash sites.
Eurofighter EF-2OOO Most books and videos reviewed are
Typhoon available or can be ordered from the
Poolo Frongois et ol lan Allan Bookshops:
IBN Editore LONDON
(www. ibneditor e.itl, €24. 50
4516 Lower l'4arsh, Waterloo,
London 5El TRGTel:020 7401 2100
MANCHESTER
This volume is aimed squarely at
5 Piccadilly Station Approach,
the enthusiast and the modellet
lManchester N4l 2GH
with around a third ofthe 96
Tel: 01 61 237 9840
pages given over to detail shots
of the Eurofighter and reviews of CARDIFF
various plastic kit offerings.The 3l Royal Arcade,
photos are well reproduced and CardiffCFl0lAE
feature in the main Aeronautica Tel: 02920 390 6l 5
Militare examples, a fact none too BIRMINGHAM
surprising given the title's ltalian 47 Stephenson Street,
origins.The text is dual language
Birmingham 82 4DH
Italian/English, but theres no lel:0121 6432496
doubt which is the translation:
Or online: www.ianaliansuperstore.com
witness such mouthfuls as'On a
complex airframe such as the Mail Order enquiriesl
EF-2000, there are many blind Midland Counties Publications,
areas, often banally darkened by 4Watling Drive, Hinckley,
the prestigious characteristics of Leics LE'l 0 3EY
the machinel Er, yes. Precisely. Tel:01455 254450
midlandbooks@compuserve.com
Et10s
 Ben Dunnell

LATEST DATES FOR 2OOS!

Old Warden, Beds: Shuttleworth Collection 06-07 Southport seafront, Lancs:
MAY Evening Air Display and PFA Rally Southport Airshow 2008
Popham, Hants: lnternational Microlight Exhibition (Tel: 017 67 627 933 lweb: www.shuttleworth.org) (Web: www.visitsouthport.com/airshow)
03-04
(Tel:01 256 397733 | web: www.popham-airfield.co.uk) 24-25 Lowestoft seafront, Suffolk: 07 Old Warden, Beds:The Shuttleworth Pageant
Abingdon, Oxon: Abingdon Air & Country Show Lowestoft Seafront Air Festival Iel: 017 67 627933 | web: www.shuttleworth.org)
(Tel: 01 235 5291 42 web: www.abingdonfayre.com) (Tel: 01 502 587027
| | 07 Seething, Norfolk: Seething charity Air Day
web: www.lowestoftairfestival.co.uk) (Tel: 01508 550453 | web: www.seething-airfield.com)
Old Warden, Beds:
Shuttleworth Collection spring Air Display 25-27 Beach Lawns, Weston-super-Mare, N Somerset: 11 5t Aubin's Bay, Jersey, Cl:
(Tel: 017 67 627 933 | web: www.shuttleworth.org) lnternational Helidays 2008 (Tel: 0l 934 635227 | Jersey lnternational Air Display
web: www.helicoptermuseum.co.uk/helidays.htm) (Web: wwwjerseyairdisplay.org.uk)
l6-18 Hullavington, Wilts! Great Vintage Flying Weekend
(Tel: 01 202 737430 web: www.gvfwe.co.uk) 26 AAC Centre, Middle Wallop, Hants: Wallop 08 l1 St Peter Port, Guernsey:
|
(Tel:-Q1264 7 84421 | web: wwwfl ying-museum.org.uk)
17 Old Warden, Beds: Guernsey Battle of Britain Air Display
Shuttleworth Collection Evening Air Display 26-27 The Glebe, Bowness on Windermere, Cumbria: (Web: www.guernseyaviationweek.org.gg)
(Tel: 017 67 627 933 lweb: www.shuttleworth.org) Windermere Airshow (Tel: 0l 539 436205 | 13 RAF Leuchars, Fife: RAF Leuchars Airshow 2008
web: www.windermere-rotary.orq.uk) (Tel: 01334 839000 web: www.airshow.co.uk)
18 Duxford, Cambs: Duxford Spring Air Show |
(Tel: 01223 835000
| web: duxford.iwm.org.uk) 26-27 Sunderland seafront, Tyne & Wear: 19-21 Goodwood, W Sussex: Goodwood Revival
Sunderland lnternational Air Show (Tel: 01 243 755000 web: www.goodwood.co.uk/revival)
25 Old Sarum, Wilts: SOPARA (Tel: 01 9l 553 2006
|
(Support Our Paras) Airshow |
Elmsett, Suffolkl Elmsett Airfield 0pen Day
web: wwwsunderland-airshow.com)
(Tel:01473 8241 l6 |
Goodwood,W Sussexr RNAS Culdrose, Cornwall: RNAS Culdrose Air Day
Goodwood Aero Club Vintage Fly-in and Air Display web: elmsettairfield.co.uUopenday2008.shtml)
(Tel: 01 243 755000 | web: www.goodwood.co.uk) fiel: 01326 57 4121 | web: www.airday.co.uk)
20 Old Warden, Beds:
25-26 Southend seafront, Essex: Southend Airshow Shuttleworth Collection Evening Air Display
(Web: www.southendairshow.com) AUGUST Iel: 0 17 67 627 933 | web: www.shuttleworth.org)
Old Warden, Beds:
JUNE Shuttleworth Collection Military Pageant Air Display
(Tel: 017 67 627933 | web: www.shuttleworth.org)
OCTOBER
01 DCAE Cosford, Shropshire: Cosford Air Show
07-10 Ashton Court, Bristol:
Duxford, Cambs:
(Tel: 01223 835000
Duxford Autumn Air Show
web: duxford.iwm.org.uk)
(Tel:0870 606 2014 | web: wwwcosfordairshow.co.uk) |
Bristol lnternational Balloon Fiesta
01 Old Warden, Beds: (Tel: 01 l 7 953 5884 I web: www.bristolfiesta.co.uk) Old Warden, Beds:
Shuttleworth Collection Military Pageant Air Display Shuttleworth Collection Autumn Air Display
09 Old Warden, Beds: (Tel: 01767 627933 | web: www.shuttleworth.org)
Iel: 017 67 627 933 lweb: www.shuttleworth.org) Shuttleworth Collection Flying Proms
07-08 Biggin Hill, Kent: Biggin Hill lnternational Air Fair (Tel: 017 67 627933 | web: www.shuttleworth.org)
(Tel: 01 959 5781 00 | web: www.airdisplaysint.co.uk)
14 Dawlish seafront, Devon: Dawlish Carnival Airshow
13-15 Wycombe Air Park, Bucks: AeroExpo 2008 (Web: www.dawlish.net/carnival)
(Tel: 020 8255 421 8 | web: www.expo.aero)
14-17 Eastbourneseafront,Sussex:
t4 Old Warden, Beds: Airbourne Eastbourne lnternational Airshow
Shuttleworth Collection Evening Air Display -
(Tel:0871 663 0031 |
(Tel: 0'17 67 627933 | web: www.shuttleworth.org) web: www.eastbourneairshow.com) FEBRUARY
14-15 RAF Halton, Bucks: DH Moth Club International 16 Old Warden, Beds: 09 RNASYeovilton, Somerset: Fleet Air Arm
Moth Rally, Flying Display and Charity Flying Day Shuttleworth Collection Evening Air Display Museum Model 5how and British Model Flying
(Tel: 01 442 862077 lweb: www.dhmothclub.co.uk) (Tel 017 67 627933 lweb: www.shuttleworth.org)
Association Flying Display
NOTE: MOTH RALLY ON SUNDAY ONLY 16-17 Rougham, Suffolk: Rougham Air Display 2008 (Tel: 01935 840565 | web: www.fleetairarm.com)
14-15 Margate seafront, Kent: Margate's Big Event (Tel: 0'1359 270524
| web: www.roughamairfield.org) Turweston, Northants: Vintage Aircraft Club
(Tel: 01 843 577 I 67 | web: www.visitthanet.co.uk) NOTE: FUIL DISPLAY ON SUNDAY ONLY Valentine Rally (Tel: 01280 705400 |
l5 Kemble, Glos: Kemble Air Day 2008 21-22 Clacton seafront, Essex: Clacton Air Show web: www.vintageaircraft club.org.uk)
(Tel 01285 77 1 177 lweb: www.kembleairday.com) (Tel: 0l 255 686633 |
Weston-super-Mare, N Somerset:
web: wwwessex-su nshine-coast.org.uldAirShow.htm)
2A-29 London Ashford Airport, Lydd, Kent: The Helicopter Museum 0pen Cockpit Day
Lydd Airshow 2008 22 Duxford, Cambs: American Air Day (Tel:01934 635227 |
CANCELLED (Tel: 01223 835000
| web: duxford.iwm.org.uk)
web: www.helicoptermuseum.co.uk)

23 Headcorn, Kent: Headcorn Flying Proms

JUTY (Tel: 01622 891539 | web: www.flyingproms.com)
MARCH
Dunsfold Park, Surrey:Wings &Wheels 2008
09 Weston-super-Mare, N Somerset:
05 London City Airport, Greater London:
| web: www.wingsandwheels.net)
(Tel: 0 483 200900
1

London City Airport Fun Day The Helicopter Museum Open Cockpit Day
Sywell, Northants: Sywell Airshow 2008 (Tel:01934 635227 |
05 RNAS Yeovilton, Somerset: (Tel: 01604 491 12 | web: www.sywellairshow.co.uk)
1 web: www.helicoptermuseum.co.uk)
RNAS Yeovilton lnternational Air Day
(Tel:0870 800 4030 | web: wwwyeoviltonairday.co.uk) 28-31 Bournemouth seafront, Dorset: Henstridge Somerset: LAAWessex Strut Fly-in
Bournemouth Air Festival 2008 (Tel:01963 364231 |
05-06 RAF Waddington, Lincs: (Tel: 01 202 451 1 95 | web: www.wessexstrut.flyer.co.uk)
RAFWaddington lnternational AirShow web: www.bournemouthairshow.co.uk)
(Tel: 01 522 7261 00 |
Cornbury Parli Charlbury, Oxon:
web: www.waddingtonairshowco.uk) 30-31
FIy to the Past 2008
APRIT
05-06 Yatton, N Somerset: Woodspring Wings Show CANCELLED 13 Popham, Hants:Jodel Fly-in
(Tel:0l l79679653 (Tel: 01 256 397733 |
|

web: www.woodsprinqwings.co.uk) 30-3 1 Shoreham, W Sussex: RAFA Shoreham Airshow 2008

web: www.popham-airfield.co.uk)
fel:01273 441545 or 296900 |
06 OldWarden, Beds: Shuttleworth Collection Summer web: wwwshorehamairshow.com) Weston-super-Mare, N Somerset:
Air Display 100th Anniversary ofBritish Aviation
-
lTel: 01767 627933 | web: www.shuttleworth.org)
3l Little Gransden, Cambs: The Helicopter Museum Open Cockpit Day
Little Gransden Charity Air & Car Show fiel:01934 635227 |
1 1-'l3 (Tel: 07730 091 i 32 I web: www.helicoptermuseum.co.uk)
| web: wwwgoodwood.co.uk/fos)
(Tel:01 243 755000
web: www.littlegransdenshowco.uk) Fenland, Lincs: Vintage Aircraft Club
12-13 Duxford, Cambs: Flying Legends Air Show 2008 Daffodil Rally (Tel: 01 280 705400 |

0l 223 835000 | web: duxford.iwm.org.uk or

(Tel: web: www.vintageaircraftclub.org.uk)
www.fi ghter-collection.com) SEPTEMBER 19-20 North Coates, Lincs! Spring Fly-in
12-13 RAF Fairford, Glos: 06-07 Duxford, Cambs: Duxford 90th Anniversary Air Show (Tel: 01472 388850 web: homepage.ntlworld.
|
The Royal lnternational AirTattoo 2008 (Tel: 01223 835000 | web: duxford.iwm.org.uk) com/northcoatesflyingclub)
(Tel: 01285 713300 I web: www.airtattoo.com)
06-07 Foxlands Farm, Cosby, Leics:TheVlctory Show 2008 26-27 Old Warden, Beds, Auiation Wotld 2008
Farnborough, Hants: (Tel: 0771 1 430472 | web: www.victoryshow.co.uk) (Web: www.aviationworld2008.com)
Farnborough lnternational 2008 06-07 Portrush, Coleraine, Nl: K2 Centre, Crawley, W Sussex: LGW 2008
(Tel: 01 252 532800 | web: www.farnborough.com) 19th Gatwick International Aircraft
Northern lreland lnternational Airshow
-The Fair (Tel : u4a3 252628 |
Enthusiasts
19 Duxford, Cambs: Flying Proms lTel:02870347234 |
(Tel: 01 223 835000 web: duxford.iwm.org.uk) web: wwwniinternationalairshow.co.uk) web: www.gatwickaviationsociety.org,uk)
|

10618
 www.oirshows.info

March ARB, CA: 07-08 Millville, NJ:

FEBRUARY March Air Reserve Base Airfest Wings & Wheels Millville Airshow 2008
'7 Laredo lnternational Airport, Laredo, TX: (Web: www.marchfleldairfest.com)
-
(Web: www.millvilleairshow.com)
WBCA Stars and Stripes Air Show Spectacular 07-08 Rockford, lL: Rockford Air Fest
Anderson, SC: Anderson Air Show
(Web: www.wbcalaredo.org) (Web: www.flyrfd.com)
Laughlin AFB, TX: Laughlin AFB Air Show
73-24 Whitehorse Airport, YT: 07-08 Rogue Valley Airport, Medford, OR:
Yukon Rendezvous Sourdough Air Display 10-1 1 Barksdale AFB, LA: Rogue Valley Air Festival
(Web: www.geocities.com/sourdoughjack-2000) Defenders of Liberty Open House and Air 5how
(Tel: USA 3 1 8 456 5650 | 07-08 Smyrna, TN: Great Tennessee Air Show
MCAS Yuma, AZ: Yuma Alr Show 2007
(Web: www.yumaairshow.com) web: www.barksdaleairshow.org) 1 3-1 5 Jean-Lesage lnternational Airport,
l0-11 LangleyAFB,VA: Qu6bec City, QC: Qudbec lnternational Air Show
(Web: www.quebecairshow.com)
Air Power over Hampton Roads
MARCH (Tel: USA 757 764 2018 |
14 Municipal Airport, Denton, TX:
:5 NAF El Centro, CA: web: www.airpoweroverhamptonroads.com) Denton Air Fair & Airshow
El Centro Air Show 2008 Toronto, ON: CBAA 2008 Canadian Eusiness
10-i 1 Pittsburgh AR5, PA:
-
' :-16 Space Coast Regional Airport, Titusville, FL: Wings over Pittsburgh Air Show and Open House Aviation Association Annual Convention
Valiant Air Command Warbird Airshow (Web: www.wingsoverpittsburgh.com) (Tel: Canada 61 3 236 561 1 | web: www.cbaa,ca)
(Tel: USA32l 268 194'l I web: www.vacwarbirds.org)
17 Mcwhirter Field, Lancaster, sc: Kingston, ON: Kingston Air 5how
Goodfellow AFB, TX: Air Show Lancaster Airshow 20-22 Municipal Airport, Oshawa, ON:
'j-1 6 Metropolitan Airport, Columbus, GA: Canadian Aviation Expo
17-18 Andrews AFB, MD: Joint 5ervice Open House
Thunder ln The Valley Air Show (Web: www.canadianaviationexpo.com)
(Web: wwwjsoh.org)
(Web: www.thunderinthevalleyairshow.com)
21 Klamath Falls, OR: Klamath Falls Air Show 2008
17-18 Chino, CA: Planes of Fame Airshow 2008
t-1 6 Mather Airport, Sacramento, CA: 5an Carlos, CA:
(Tel: UsA 909 597 3722 | web: wwwplanesoffame.org) 21
California Capital Airshow Vertical Challenge Helicopter Air Show
(Tel: USA 916 875 7077 I 17-18 Fort Smith, AK:
(Tel: USA 650 654 0200 | web: www.hiller.org)
web: www.californiacapitalairshow.com) Fort Smith Regional Airshow 2008
21 Valle, AZ: Planes of Fame High Country
-f,
Riverside Municipal Airport, Riverside, CA: 17-18 Malmstrom AFB, MT:
Warbirds FIy-in and Airshow
Riverside Airshow 2008 Malmstrom AFB 0pen House
(Tel: U5A 909 597 3722 I web: wwwplanesoffame.org)
(Tel: USA 951 351 61 13 I
21 Cranbrook, BC: Cranbrook Air 5how 21-22 CFBBorden,ON:
web: wwwriversideairshowcom)
23-25 Watsonville, CA: CFB Borden Open House
Tyndall AFB, FL: Gulf Coast Salute
Memorial Day Weekend Fly-in and Airshow
(Tel: USA 850 283 4500
(Tel: USA 831 763 5600
21-22 Davenport, lA:Quad City Air Show
|
I web: www.watsonvilleflyin.org) (Web: www.quadcityairshowcom)
web: www.tyndall.schultzairshows.com)
Tinker AFB, OK: Star Spangled Salute 21-22 Gateway Airport, 5ioux City, lA:
:l-30 NAS Meridian, MS: Wings Over Meridian 2008 (Web: www.tinker.af.mil/airshow/index.asp) Siouxlandl Airshow
24-25 Florence, SC: May Fly Air 5how Goderich, ON: Goderich Air Show
APRIL (Web: www.mayfl yairshow.com)
25
27-29 Front Range Airport,Watkins, CO: Rocky Mountain
Slidell Municipal Airport, Slidell. LA: 24-25 Janesville, Wl: Southern Wisconsin AirFest EAA Regional Fly-in and Front Range AirShow
Slidell Airshow (Web: www.swairfest.org) (Tel: U5A 720 323 6784 | web: www.rmrfi.org)
:i-06 Charlotte County Airport, Punta Gorda, FL:
24-25 Jones Beach,Wantagh, NY: NewYorkAir Show 28 Lake Tahoe Airport, South LakeTahoe, CA:
Florida International Airshow (Tel: USA 631 321 3510 | Lake in the sky Air Show
(Web: www.fl-airshow.com)
web: www.jonesbeachairshow.com) (Web: www.lakeintheskyairshow.com)
:i-06 NAS Kingsville, TX: Wings over South Texas
24-25 Regional Airport, Columbia, MO: 28 Magic Valley Regional Airport, Twin Falls, lD:
:.3-1 3 Linder Regional Airport, Lakeland, FL: Memorial Day 5alute to Veterans 2008 Air Show Air Magic Valley 2008
5un 'n Fun Fly-in (Web: www.salute.org)
(Tel: USA 863 644 2431 | web: www.sun-n-fun.org)
28-29 Carp Airport, Ottawa, ON: Air Show ottawa
31 -01 Jun Poplar Grove Airport, Poplar Grove, lL: (Tel: Canada 6l 3 27 1 81 65 |
Burnet Airport, Burnet, TX: Bluebonnet Air Show Army Wings and Wheels web: www.airshowottawa.com)
(Tel: U5A 512 756 2226 (Tel: USA 81 5 547 31 1 5 |
|
ElmendorfAFB, AK: Arctic Thunder 2008
web: www.highlandlakessquadron.com/airshow.html) web: wwwarmywingsandwheels.com) ElmendorfAFB Air Show and 0pen House
-
Ohio River, Louisville, KY: Kentucky Derby 31-0i Jun Ramona, CA: Ramona Air Show
(Web: www.elmendorf.almil)
Festival Thunder over Louisville Airshow (Web: www.ramonaairshow.com) 28-29 Huntsville, AL: Huntsville Airshow 2008
(Web: www.thunderoverlouisville.orq)
'2-13 RutherfordCountyAirport,Smyrna,TN:
31-01 Jun Southport Airport, Portage Ia Prairie, MB: 28-29 Quonset State Airport, North Kingstown, Rl:
Manitoba Air Show 2008 Rhodelsland National Guard Open Houseand AirShow
Smyrna Airshow (Tel: USA 401 275 4110 | web: www.riguard.com)
(Tel: Canada 204 428 6040 I
Ocala lnternational Airport, Ocala, FL: web: www.manitoba-airshow.com)
Heart of Florida Airshow
't-20 JUtY
' :-20
MacDill AFB, FL: MacDill AirFest 2008
JUNE 02-06 W. K. Kellogg Airport, Battle Creelt Ml:
Greater Peoria Regional Airport, Peoria, lL:
0l McGuire AFB, NJ: Battle Creek Field ofFlight Air Show and Balloon Festival
River City Air Expo Prairie Air Show
-
(Tel: USA 309 697 6757 | web:www.prairieair.org) Joint Base Open House 2008 (Tel: USA 269 962 0592 I web: www.bcballoons.com)

NOTE: CHANGE OF DATE Westman, MB: Westman Air Show Dubuque, lN: Dubuque Fireworks Air Show
-*- Wilmington lnternational Airport,
01

04 Kapuskasing, ON: Kapuskasing Air Show

(Web: www.dubuque365.com/stage/info/1 663)

Wilmington, NC: Coastal Carolina Airshow Tacoma, WA: Tacoma Freedom Fair Airshow
Rantoul, lL: Chanute Air Festival (Web: www.freedomfair.com)
(Tel: USA 910 341 4333)
(Tel: USA 21 7 893 i 61 3 | web: www.aeromuseum.org)
Charleston AFB,5C: Q4 Tyler, TX: Tyler Air 5how
06-08 Regional Airport, Reading, PA:
Charleston Air Expo 2008 04-05 Regional Airport, Cape Girardeau, MO:
Mid-Atlantic Air Museum WW2 Weekend
Galveston lnternational Airport, Galveston, TX: (Tel: USA 610 372 7333 | web: www.maam.org) Cape Girardeau Regional Air Festival
(Tel: U5A 573 334 6230 | web: ww.capeairfestival.com)
1 8th Annual Spirit of Flight Airshow
06-08 Yuba County Airport, Marysville, CA:
(Tel: USA 888 359 5736 | web:www.spiritofflight.org) 05 Goshen, IN: Freedom Fest Goshen Airshow
Golden West EAA Regional Fly-in and Air Show
:'-27 Vidalia, GA: Vidalia Onion Festival Air Show (Tel: USA 530 852 0321 |
(Tel: U5A 574 533 8245 |

(Tel: USA 91 2 538 8687 | web: www.freedomfestgoshen.com)

web: www.qoldenwestflyin.org)
web: www.vidaliaonionfestival.com)
07-08 MCAS Cherry Point, NC:
05-06 Binghamton,NY:6reaterBinghamtonAirshow

[4CAs Cherry Point Air Show 05-06 Grand Traverse Bay, Traverse, Ml:
rfuAY (Web: www.cherrypointairshow.com) National Chetry Festival Air Show
{Tel: U5A 231 947 4230 I web: wwwchenyfestival.org)
:: Dyess AFB,TX: 07-08 Manitowoc County Airport, Manitowoc, Wl:
Big Country Appreciation Day 11 Pensacola Beach, FL: Pensacola Beach Air 5how
Thunder on the Lakeshore
:i-04 Fort Lauderdale Beach, FL: National Salute to (Tel: USA 920 482 '1650 | Geneseo, NY: Geneseo Air Show
Americal Heroes Air & Sea Show CANCELLED web: www.manitowocairshow.com) (Tel: USA 585 243 2100 | web: www.1 941 hag.org)

8t107
 AIRSHOW CATENDAR
12-13 Milwaukee Lakef ront, Milwaukee, Wl: 23 CFB Moose Jaw SK: 15 Wing Armed Forces Day 06-08 Orlando, FL: NBAA 2008 National Business
-
Milwaukee Air Expo (Iel: U5A 41 4 247 9055 Aircraft Association Annual Meeting & Convention
| 23-24 Downtown Airport, Kansas City, MO:
web: wwwmilwaukeeairexpo.com) (Tel: U5A 202 783 9000
KCAviation Expo & Airshow |

16 Thompson, MB:Thompson Air Show (Web: www,kcairshowcom) y*_T!!..j9p,b\4'hl.)

19 Grand Forks AFB, ND: 23-24 Mount Comfort Airport, lndianapolis, lN: 11-12 Alliance Airport, Foyt Worth, TX:
Thunder Over the Red River Air and space 5how Indianapolis Air Show 2008 Fort Worth Alliance Air Show
(Tel: U5A 3 I 7 335 7252 | web: www.indyairshow.com) (Web: www.allianceairshow.com)
Hemet-Ryan Airport, Hemet, CA:
Hemet-Ryan Airshow 23-24 Santa Maria, CA: Thunder over the Valley 11-12 San Francisco Waterfront, San Francisco, CA:
(Web: www.hemet-ryanairshow.orq) (Tel: USA 805 922 8758lweb:www.smmof.org) Fleet Week Airshow
NOTE: CHANGE OF DATE (Tel: USA 650 599 5057 | web: fleetweek.us)
27 Welland, ON: Welland Air Show
19 Yellowknife, NT: 29 Laughlin AFB, TX: Air Amistad
17 CFB MooseJaw 5K:
Yellowknife lnternational Air Show Snowbirds End ofYear Show
30-31 Burke Lakefront Airport, Cleveland, OH:
19-20 Dayton, OH: Vectren Dayton Air Show Cleveland National Air Show
18-19 Dobbins ARB, GA:
(Tel: USA 937 898 5901 Open House and Wings over Marietta
l (Tel:U5A216781 0747 l
web: www.daytonairshow.com)
web: www.clevelandairshow.com) 18 -19 LittIe RocKAFB, AR:
19-20 Duluth, MN: Duluth Air Show
30-31 Travis AFB, CA:Travis Air Expo AirPower Arkansas Air Show
(Tel: U5A 21 8 628 9996 ]
web: www.duluthairshowcom) 30-01 5ep Lake Ontario, Toronto, ON: itle Robins AFB, GA:
Canadian International Air Show Open House and Air Show
19-20 Marquette Park, Gary, lN: (Tel: Canada 4l 6 263 3650 | web: www.cias.org) '18-19 Albert Whitted Airport, 5t Petersburg, FL:
Gary s South Shore Air Show
St Petersburg Airfest
{Web: www.garyairshow.com) (Tel:USA727 20462821
19-20 Mcchord AFB, WA: McChord Air Expo 2008 SEPTEMBER web: www.stpetersburgairfest.com)
23 Cheyenne, WY: Wyoming ANG Air Show 06 Schenectady, NY: Empire State Aerosciences
2s-26 Ellington Field, Houston, TX:
(Tel: U5A 307 772 5040 | web:wwwwychey.ang.af.mil) Museum Northeast Air 5how
Wings over Houston Airshow
(Tel:USA5183772191)
Prince George, AB: Prince George Air Show (Tel:UiA713266 44921
06 Shaw AFB, 5C: Shawfest 08 web: www.wingsoverhouston.com)
26-27 Lethbridge, AB: Alberta Airshow 2008
(Web: www.albertaairshow.com) 06-07 NA5 Brunswick ME: 25-26 NAS Jacksonville, FL: NAS Jacksonville Air 5how
Great State of Maine Airshow
26-27 GreaterRochesterlnternationalAirport, (Web: wwwgreaterstateofmaineairshow.com)
Rochester, NY:2008 ESL
(Web: www.rochesterairshow.com)
International Air Show
06-07 NAS Lemoore,CA:
NOVEMBER
Central Valley Lemoore Airshow 01 -02 Lackland AFB, TX: Lackland AirFest 2008
26-27 Reynolds-Alberta Museum, Wetaskiwin, AB: (Web: www.lackland.af.mil/airshow)
o6-o7 NAS Patuxent River, MD: Air Expo 08
Wetaskiwin Air Show 2008
(Tel: Canada 361 1351 I Southern Maryland Aviation Days
- 01-02 Lafayette Regional Airport, Lafayette, LA:
web: www.wetaskiwinairshow.com) 06-07 Stanfield lnternational Airport, Halifax, NS: Lafayette Airshow

28-03 Aug Wittman Field, Oshkosh, Wl: Nova 5cotia lnternational Air Show Kennedy Space Center, Cape Canaveral, FL:
(Tel: Canada 902 46s 2725 web: www.n5?I19ygl World Space Expo
EAA AirVenture Oshkosh 2008 |
(Tel: U5A 920 426 4800 I web: www.airventure.org) o6-o7 Westover ARB, MA: Great New England Air Show (Web: www.worldspaceexpo.com)

30 White Rock, BC: Wings over White Rock lyt41gi:{lgy1glandairshow.com) _

08-09 Nellis AFB, NV: Aviation Nation 2008
Stephenville, NL: Stephenville Air Show (Web: aviationnation.org)

AUGUST 10-14 Stead Field, Reno, NV: 14-1 5 NAS Pensacola, FL: NAS Pensacola Open House
National Championship Air Races and Airshow and Blue Angels Homecoming Air Show
01-03 Lake Washington, Seattle, WA:
(Tel:USA775 972 6663 | web: www.airrace.org) (Web: wwwnaspensacola.navy.mil)
KeyBank Air Show at Seafair
(Web: www.seafaircom)
'13 Greenville, MS: Mid Deita Air Festival & Airshow
03 Dawson Creek, BC: Dawson Creek Air Show
'13-14 Chippewa Valley Regional Airport,
(Tel: Canada 782 9595) Eau Claire, Wl: Chippewa Valley Airshow

06 Penticton, BC: Penticton Air Show Hulman Field, Terre Haute, lN:
Terre Haute Air Fair CANCEttED
0s 10 Abbotsford, BC:
20-21 Midland, TX: Fina-CAF Airsho 2008
Abbotsford lnternational Airshow
(Tel: Canada 604 852 851 1 (Tel: USA 432 563 1 000 web: www.airsho.org)
|
APRIT
|

web: www.abbotsfordairshow.com) 2Q-21 NAS Oceana, VA: Oceana Airshow 2008 Pribram Airfield, Prague, Czech Republic:
(Web: www.oceanaairshow.com) AeroExpo Prague 2008
09-1 0 Fairchild AFB, WA: Skyfest 2008
(Iel: UK 020 8255 4000 |
09-1 0 Storm Lake, lA: FIy lowa 2008 20-21 Scott AFB, lL: Scott AFB 0pen House
web: www.expo.aero/prague)
(Web: www.flyiowa.org) (Web: www.scottairshow.com)
30-01 MayNiederrhein Airport,Weeze, Germany:
09-1 o Toledo Express Airport, Swanton, OH: 20 21 Victoria, BC: Victoria Air Show
Airport Fifth Anniversary Airshow
Toledo Airshow 2008 24 Tri-Cities, WA: Tri-Cities Air show (Web: www.airport-weeze.de)
09-1 0 Westover ARB, MA: Great New England Air Show 27-28 Chico, CA: Chico Air Show
(Web: www.greatnewen glandairshow.com)

09-1 0 Willow Run Airport, Ypsilanti, Ml:

zz zg Ct"nd Jun.tiotr, CO MAY
Air Show Western Colorado 2008
Thunder over Michigan (Tel: UsA 734 483 4030 i
01-04 Biscarrosse,France:
27-28 Salinas Municipal Airport, Salinas, CA: Rassemblement lnternational d'Hydravions
web: www.ya nkeeairmuseum.orglairshow)
California lnternational Airshow (Tel: France 5 58 83 40 40
13 Rocky Mountain House, BC: (Tel: U5A 831 754 1 983 web: www.salinasairshowcom)
|

Rocky Mountain House Air Show

(Tel: Canada 403 322 0034
]

02-04
--y*r.*yrhv@
Cannes-MandelieuAirport,Fran(e:EurAvia
|

web: www.rockymtnhouseairshow.com) OCTOBER - lnternational General

Cannes 2008 Aviation Show

01 Douglas, AZ: Douglas Air show

Springbanlr AB: Sprlngbank Air
16-17 Camarillo, CA: Camarillo Air Show
(Tel: USA 805 383 0686 I
web; www,camarilloairshow.com)
16-17 Chicago Lakefront, Chi(ago, lL:
Chicago Air and Water Show
(Tel: USA 31 2 744 33 1 5 | web: www.cityofchicago.org)
16-17 Offutt AFB, NE: Open House and Air Show
(Web: www.offutt.af mil)
16-17 Santa Rosa, CA:
Wings over Wine Country Air 5how
(Tel: U5A 707 575 7900 |
web: www.pacificcoastairmuseum.org)
city, NJ,Th,
20
l!""tl.
,3 Alpena, Ml: Wings over Alpena
(Web: www.wingsoveralpena.com)
(Web:www.euravia.com)
Show -__
04 Lincoln, CA: Lincoln Airport Day and Airshow 16-18 Kiel, Germany: Flugplatz Festival
(Web: www.flugtage.de)
(Web: www.lincolnairportday.com)
04 VanceAFB,OK: BAI 1 5 Orange, France: French AF Meeting de lAir
Partners in the Sky Air 5how 20-22 Geneva-CointrinAirport,Switzerland:
EBACE 2008 European Business Aviation
04-05 Biggs AAF, El Paso, TX: Amigo Airsho 2008 -
Convention & Exhibition
(Tel: U5A 915 562 6446 j web:www.amigoairsho.org)
(Tel: Switzerland 2766 0076 web: www.ebace.com)
04-05 MCAS Miramar, San Diego, CA: i\4iramar Air Show
|
(Web: www.miramarairshow.com) 24-25 Pratica di Mare AB, ltaly:
Municipal Airport, Redding, CA:
Giornata Azzurra 2008
Redding Air Show 24-25 Vasteras, Sweden: Roll0ut 2008
(Tel: U5A 530 222 1610 l (Tel: Sweden 021 146055
|
web: www.reddin gairshow.com) web: www.f lygmuseum.com)
04-12 Balloon Fiesta Park, Albuquerque, NM: Volkel, The Netherlands:
Albuquerque International Balloon Fiesta 2008 Volkel in de Wolken Airshow
(Web: www.balloonfiesta.com) (Web: www.volkelindewolken.nl)

l OBIE

27-01 Jun Berlin-Schiinefeld Airport, Germany:
ILA 2008 Berlin Air Show
(Tel: Germany 30 3038 2170 I web: www.ila2008.de)
iC-0i Jun Ganderkesee, Germany: Flugplatz Festival
(Web: www.flu gtage.de)
i1-01 Jun La Fert6Alais,France:
Meeting A€rien de la Fertd Alais
{Tel: France 1 64 57 55 85 |
web: www,ajbs.fr or www.ferte-meeting.com)
i I -01 Jun LiCae-Bierset AB, Belgium:
_Belsian Helidays 2008
lorll9srP9!EDI9:90,
JUNE
8A709 Cognac, France:
French AF Meeting de lAir
Valen(e, France:
lvleeting 46rien du GAIVl5TAT Valence
(Web: www.meeting-gamstatvalence.com)
-08 Bremerhaven Airport, Germany:
Air Bremerhaven 08 (Tel: Germany 471 972 340
web: www.regionalflu ghafen-bremerhaven.de)
::-08 G6raszka, Poland: G6raszka Air Picnic
(Tel: Poland 640 2711 web:wwwplknik-goraszka.pl)
_
I
_: Karup AB, Denmark: Royal Danish
(Web: forsvaret.dk/FLV-Aabenthus)
Stauning, Denmark:
41st lnternational KZ Rally and Airshow
NOTE: AIRSHOW ON 14 JUNE ONLY
Maribor, Slovenia:
lnternational Air Show Maribor
(Web: www.lcm.si)
Leeuwarden AB, The Netherlands:
KLUOpen Dagen 2008
(Web: www.luchtmacht.nl)
Berlin-Tempelhof Airport, Germany: Tempelhof
Emotions Allied and Historic Aircraft Meeting
-
(Tel: Germany 30 325 95 887 |
web: www.tempelhof-aviators.de)
A6rodrome Vidor Hamm, Sarre-Union, France:
Meeting Adrien (Tel: France 3 8800 1 1 96 |
web: www.acrsu,orglhtml/meetin g08,htm)
NAS Kiel-Holtenau, Germany:
6th Kiel SAR Nleet Open Day
(Web: www.sarmeet.de)
-a-29 Bitburg, Germany: Luxembourg Air
{Tel: Luxembourg 21 240 140 I web: wwwairshow.lu)
-.__ Rakowice-Czyzyny, Krak6w, Poland:
Air Picnic
:t 8A102 Dijon, France:
French AF l\4eeting de lAir
BAN Landivisiau, France: Portes Ouvertes
JULY
:j'C6 Florennes AB, Belgium: Belgian Defence
-:-13 Den Helder,The Netherlands: National Fleet Days
' '-: 3 Vichy, France: RSA National Rally 2008
(Web: www.rsafrance.com)
= 3 rclfr""gt"", St W.
Scalaria Air Challenge 2008
(web: www.airchallenqe.com)
8A702 Avord, France: French AF N4eeting de
vigo, Spain: Festival Adreo Vigo 2008
(Tel: Spain 608 883 552 I 09-10
web: www.festivalaereovigo.com)
':':0 Tannheim,Germany:Tannkosh2008
(Tel: cermany 8395 1244 | web: www.edmt.de)
Hechtel, Belgium: Sanicole lnternational Airshow
(Tel: Belgium 1 134 7739 | web: www.sanicole.com)
_a-27 Augsburg, Germany: Augsburg Airshow 2008
(Tel: Germany 9403 9529 426J
web: www.abacus airshow.de)
Bray seafronq Republic oflreland: Bray Air Display
(Web: www.brayairdisplay.com)
AUGUST
:- Katwijkseafront,TheNetherlands:
5AR Katwijk 2008 (Web: www.sarkatwijk.nl)
www.oirshows.info
09 St Stephan, Switzerland: 21-23 Wanaka, New Zealand: Warbirds over Wanaka 2008
5oYears ofthe Hunter in Switzerland (Tel: New Zealand 3443 861 9
I
(Web: www.hunterverein.ch/hunterfest-08.htm) web:www.warbirdsoverwanaka.com) _
_
09-10 Ursel, Belgium: Wings and Wheels 2008 22 Margate Airport, South Africa:
(Tel: Belgium 9 235 3014 | N4argate Airshow
web: www.wingsandwheels.be) 22-23 Temora, NSW, Australia:
lS-r z -ictratte*Ol"tt, A"tffi Temora Aviation Museum Flying Days
lnternational Old-Timer Fly-in (Tel: Australia 2 6977 1088 |
(Web: flyin.dac.be) web: www.aviationmuseum.com.au)
16-17 Kecskem6t,Hungary:Hungarianlnternational ft-oO np, nrturo wterino-B"nit". lnt"rn"tional AirPort,
Air Show and Military DisPlaY Santiago, Chile: FIDAE 2008
(Web: www.repulonaP.hu/airshow) (Tel: Chile 2 873 9755 | web: www.fidae.cl)
16-17 Tuzla, Romania: Black Sea Airshow and Fly-in
(Tel: Romania 451 7 9903) APRIT
All-Russia Exhibition Center, Mos(ow Russia: 1 1 -1 3 Juan N. Alvarez lnternational Airport,
IDELF 2008 International Defense Exhibition Acapulco, Mexi(o: Alextremo Air Show Acapulco
-
(Tel: Russia 495 937 4081 | web: www.idelf.ru)
CANCELLED
23-24 StGallen-AltenrheinAirport,Switzerland: zo-Zl f".--r, f'lSW, nutt-ti*_=--
lnternational Eodensee Airshow 2008 Temora Aviation Museum Flying Days
(Web: wwwibas08.ch) (Tel: Australia 2 6977 I 088 I
| 30-31 Aachen-Merzbriick, Germany: Westf lug Festival web: www.aviationmuseum.com.au)
(Web: www.fluqtage.de)
30-31 Save Dep5, Giiteborg Airport, Sweden: MAY
Gdteborg Aero Show 2008
(Tel: Sweden 3i 55 83 00 I web: www.aeroseum.se)
16 Hato Airport, Netherlands Antilles:
AF Airshow Dutch Caribbean NavY DaY
30-31 Griesheim Airfield, Darmstadt, Germany:
Airshow 1 00th Anniversary ofAugust Euler'Airfleld
-
(Tel: Germany 6151 166200 | JUNE
web: www.windkanal.tu-darmstadt.de) 07-08 Temora, NSW, Australia:
Temora Aviation Museum Flying Days
(Tel: Australia 2 6977 1 088 I
SEPTEMBER web: www.aviationmuseum.com.au)
Magdeburg Airport, Germany: Air 2008 Magdeburg
25-29 Rionegro, Colombia:
Aviation Trade Fair
-(Tel:5port, Private & Business
Germany 391 593450
Fourth International Aeronautical Fair
| (Web: www.f-aircolombia.com.co)
weh www.air-maodeburo.com)
Brno-Turany Airport, czech Republic:
Czech International Air Fest 2008 SEPTEMBER
(Tel: Czech Republic 2 660 346 83 | 17-21 AFB Ysterplaat, Cape Town, South Africa:
web: wwwairshowcz) Africa Aerospace and Defence 2008
20 Leos Janacek Airport, Ostrava, Czech Republic: (Web: www.aadexpo.co.za)
NATO Day (Tel: Czech Republic 597 479 208 I
web: www.dennato.cz)
OCTOBER
20 Roanne, France: l\4eeting Aerien de Roanne
(Web: www.meeting-roanne.com)
04-05 RAAFB Amberle, QLD, Australia:
Australian Defence Force Air Show
,w1 Hilzingen/5ingen, Germany:
1 1- I 2 Osan AB, Sorrth Kor""t An Po*.t D.v
22nd Hilzingen lnternational Airshow
Show 2008 (Tel: Germany 7731 12422 | web: www.sfg-singen.de) r s-r s-rya"rab"d AirpottJndia: lndia Aviation 2008
Romaero, Bu€harest, Romania: 26 HMAS Atbdtross, Nowra, NSW, Australia:
24-26
Black Sea Defence & Aerospace 2008 Royal Australian Navy Air DaY
(Tel: Romania 21 327 6651 | web:wwwbsda.ro)
27-28 5t Paul's Bay, Malta: NOVEMBER
l\4alta International Airshow 2008
04-09 Zhuhai, Guangdong, China:
(Tel: N4alta 214 44089 | web:www.maltairshow.com)
Airshow China 2008
(Web: www,airshow.com,cn)
OCTOBER 1 1 -1 3 Dubai Airport Expo, Dubai, UAE:
Days
14-16 Cas(ais Airport, Estoril, Portugal: Helitech Europe Dubai Helishow 2008
(Tel: UK 020 8439 8894 (Tel: UK 01 293 823779
|
web: www.dubaihelishow.com)
I
web: www.helitecheuroPe.com)
CAIIING AtL ORGANISERSI
lf you're planning an event in 2008, please get in touch
to have it included in Alrcraft lllusfrated's calendat
l?ir
FEBRUARY - the best in the businessl
Temora, NSW, Australia:
Temora Aviation Museum Flying Days I Fax: +44 (0)1932 266633
(Tel: Aunralia 2 6977 1 088 |
I e-mail: ben.dunnell@ianallanpublishing.co.uk
web: www,aviationmuseum.com.au)
16-17 San lsidro AB, Dominican Republic:
Disclaimer: This calendar has been compiled
2008 Caribbean Airshow
from a number of different sources and remains
(Web: www.schultzairshows.com/DomRep2008.htm)
PROVISIONAL until confirmed by the organisers.
19-24 New Changi Exhibition Centre, Changi North,
Singapore: Singapore Airshow 2008 You are advised to use the calendar with caution and
(Tel:5ingapore 6542 8660 |
confirm directly with the organisers that any event
web: www.singaporeairshow,com.sg)
that you plan to attend is taking place on the date
and at the venue expected, before making any travel
MARCH arrangements. lf we know a telephone number (and/or
07-09 Hamilton lnternational Airport, New Zealand: web site) for an event we show it. Please notify us of
New Zealand International Air Show 2008
any changes you discover.
(Web: www.airshow,co.nz)
Eli 09
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"40th Anniversary MaEiazines" Aircraft lllustrated - Vo1 No1 - December

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1141a
 George Pick Aerotourc 2008
ArnT g^q.N,II NTIA,GE s.
tntrres and adventures for the more discerning aviation
AVIATION PHOTOGRAPHY
aGrrsiast:
-r,q.rs in the planning include.

17 Hay Civil Airports tour of China visiting to include Guanghan

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!J-s€um and Xian

Hay 2008. The Floatplane flyin - Southwest France.

r. ,,eekend to enjoy local flying and French wine and hospitality.
TIANSMAC
Mail order specialists
2 tours to Russia to include www.transmac.net
2i June / 1 July - Moscow Weekend Visiting Bykovo, Vnukovo,
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30 August - 12 Sept - Gelendzhik Hydro Air Salon - Flying boat

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Sept. Weekend tour to the Hungary. - Airfields & Museums - 1 d:01207 599756
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23 Oct - 3 Nov. Wings over Houston, & Lackland AFB Airshows'
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ContactGeorge PickAeroburs, 11 Scraptoft Lane, Leicester. LEs 2FD' Airband radio and much more!
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Established over 14 years
E-mail: aerotours@gpbavel.co.uk Website: www.gpaerotours.com
Pick Travel Ltd is a retail agent for various ATOL tour operators. www.airsupply.co.uk

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al 115
 Rr*tt*
This is the extraordinory story of o
Battle of Britain survivor
Hurricane R41 18 is the only Hurricane flying today that saw action in the
Battle of Britain. This DVD covers the fascinating story of her discovery as
a wreck in lndia and her restoration to full flying condition.

You will learn not just about R41 18, but

the pilots who flew her and their own
remarkable stories of courage and
determination. A mixture of historic footage of
Battle of Britain flights and present-day interviews
with pilots such as Wg Cdr Christopher'Bunny'
Currant DSO, DFC* and Wg Cdr Bob Foster DFC
bring Britain's finest hour to life like never before.

Five years after her arrival back on British shores, R41 18 took
flight again.This poignant moment is captured both on the
ground and in the air. Plus you'll get a unique walk-round of the
aircraft, its controls and instruments and see her in flight from
both inside and outside the cockpit!

Presented and produced to broadcast quality, this is a truly

remarkable programme that documents every detail from
discovery to flight of a true slice of history.

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