ISSUE 23 - APR / MAY 2014

Aviation training and safety around the world

CONTENTSRed Flag 14-2

S2-ACR - The last passenger DC-10

The Cat still roars:No. 1 SoTT

The 23rd Flying Training Squadron

Rob Edgcumbe reports from Nellis AFB, Nevada, as the second of the famous Red Flag series of exercises in fiscal year 2014 takes place.

24 February saw history made as Biman Bangladesh Airlines DC-10 S2-ACR made the last ever passenger flight of a DC-10. Karl Drage was on-board.

Erik Roelofs travels to Fort Rucker, Alabama, where the 23rd FTS is responsible for sourcing and training USAF’s next cadre of UH-1N, HH-60 and CV-22 pilots.

Clive Bennett visits RAF Cosford, home of No. 1 School of Technical Training, to learn more about the way grounded RAF aircraft are continuing to be employed.

CONTENTS Issue 23APR / MAY 2014

Exercise Real Thaw 2014

British Airways and Heathrow’s T5

Jorge Ruivo reports from the annual Real Thaw exercise held in Portugal.

As British Airways celebrates 40 years, Dheeraj Bhasin takes us on a tour of the Terminal 5 facility at Heathrow Airport.

Main cover image - Lindsay Peacock

Paul Dunn launches the GAR Hercules at 60 coverage with an extensive piece looking at the aircraft’s history and development.

To advertise in Global Aviation Magazine:Tel: +44(0)7912311379

E-mail: adverts@global-aviation-magazine.com

Issue 23 Contributors

To subscribe to Global Aviation Magazine:www.global-aviation-magazine.com

© Global Aviation Resource 2014. All rights reserved. Global Aviation Resource's photographic and written work is subject to copyright and may not be reproduced in any form without express written permission.

If you would like to discuss using any of our imagery or feature content please contact us.imagery or feature content please contact us.

Deputy-editor: Gareth Stringer

E-mail: gareth@global-aviation-magazine.comPaul Dunn is back in Issue 23 with another piece examining the history and development of a hugely important aircraft - the Lockheed C-130, in this its 60th anniversary year.

Erik Roelofs makes his GAM debut with a piece from his archives examining the work of USAF’s 23rd Flying Training Squadron at Fort Rucker, Alabama.

Clive Bennett also makes his GAM debut here. He pays a visit to No. 1 School of Technical Training (1 SoTT) at RAF Cosford in Shropshire.

Rob Edgcumbe reports from Nellis AFB, Nevada, and the famous Red Flag series of war game exercises designed to improve combat survivability rates.

Dheeraj Bhasin British Airways Boeing 787 First Officer, takes a look at the company’s Heathrow operation as the carrier celebrates 40 years.

Jorge Ruivo is the final name to appear for the first time in Issue 23. He reports from Portugal and the annual Real Thaw exercise.

Karl Drage is GAM’s editor and for Issue 23 he was lucky enough to take part in the last ever passenger flight of a McDonnell Douglas DC-10 during the Biman Bangladesh Airlines DC-10 Farewell Tour.

Editor: Karl Drage

E-mail: editor@global-aviation-magazine.com

Is brought to you by

The GLOBAL AVIATION RESOURCE

PRINT & GIFT STORE

High quality aviation imagery available for purchase in a variety of formats from regular prints through to canvas prints, T-shirts, mousemats,

paperweights and much, much more.

Please visit the website below to see the imagery already available. If you are unable to find what you are looking for, please drop us a line and we will

do our best to satisfy your requirement.

F-WZGG, MSN 003, is seen climbing away from Runway 32L at the Airbus factory at Toulouse-Blagnac, ironically bound for Cotswold Airport where it would go on to undertake a number of trials over the course of the following two days (Karl Drage)

starting its own final drawdown from European skies: the Dassault Mirage F1.

TheThe pretty French jet has served with the Armée de l'Air in a variety of roles since 1973, but the remaining dozen or so aircraft are all of the reconnaissance version - the Mirage F1CR.

While this will not signal a globalWhile this will not signal a global

end to Mirage F1 operations, it will greatly reduce the likelihood of seeing the aircraft in European skies. Gabon, Iran, Libya and Morocco will be left as the sole operators of the type, following the collapse of Spain’sSpain’s proposed sale of 16 of its own recently-retired examples to Argentina.

We’ll look back at AdlA Mirage F1 operations in Issue 24.

EDITORIAL

F-WZGG, MSN 003, is seen climbing away from Runway 32L at the Airbus factory at Toulouse-Blagnac, ironically bound for Cotswold Airport where it would go on to undertake a number of trials over the course of the following two days (Karl Drage)

Also on the upcoming French trip, I intend to spend some time at the Airbus factory at Toulouse-Blagnac, where I’m very much hoping to get a first look at the Airbus A350 XWB, which, I have to say, is another very easy-on-the-eye aircraft. very easy-on-the-eye aircraft. Having first flown on 14 June 2013, a compressed test flying schedule means that launch customer Qatar Airways is still

swap their -800 orders for larger -900 & -1000 series aircraft. In fact, just 34 -800 series orders remain and there is plenty of speculation that the manufacturer will kill off that particularly variant before a -800-800 test airframe has even flown.

Karl DrageEditoreditor@global-aviation-magazine.com

expecting to receive its first aircraft later in the year with revenue service scheduled to commence in December.

AirbusAirbus already holds firm orders for 824 A350s from 40 different carriers. Three variants are currently under development, the A350-800, A350-900 and A350-1000, albeit Airbus is doing its best to persuade early supporterssupporters of the project to

Red Flag 14-2

Budgetary pressures meant that Red Flag exercises were put on hiatus during 2013. However, 2014 has seen them return and they have been providing a lot of activity for Nellis AFB. The first exercise of 2014, Red Flag 14-1, was covered on our sister website, Global Aviation Resource. GAM headed back to Nevada for Red Flag 14-2. Rob Edgcumbe reports on how it was conducted. Images as credited.

Date: 3-14 March 2014; Location: Nellis AFB, NV, USA

The story of how Red Flag came to exist has been well covered by Global Aviation Resource. Without repeating the previous experiences that led to the creation of the exercise, the underlying requirement remains the same as when the program was launched – to give aircrew their first ten combat missions in a

controlled environment. These are when they are most likely to be lost and allowing them to experience and learn in an environment which doesn’t actually involve someone trying to kill them should make them far better prepared should they ever be required to go into combat for real.

Above - A flight of Seymour Johnson F-15Es break back into the pattern at Nellis (Rob Edgcumbe)

The B-52 crew counter a crosswind as they launch for a mission with a selection of participants waiting in the background (Rob Edgcumbe)

While the principles of Red Flag have not changed, the scale, complexity and execution of the exercise have morphed dramatically over the years. A participant in Red Flag twenty years ago would not recognise the way the exercise is now handled. Not only is it an exerciseexercise in flying missions, now it covers four main areas of the aerial warfare environment. Aggressor operations are carried out by the Red Force in the air, in an air defence environment, in the cyber sphere and in space. All of these elements are used to test the ability of the Blue Forces to carry out their missions.the Blue Forces to carry out their missions.

First, though, everyone has to get to Red Flag in the first place. The participating units come from the US forces as well as allied air arms. Air Combat Command is the owner of the exercise and they determine which units will attend from the US forces whilst the Pentagon is responsibleresponsible for inviting participation from overseas air arms. It comes as no surprise to find that the demand for places on the exercise is far higher than the space available.

While demand for space is high, there are some core requirements that have to be filled for each Red Flag. The content of the exercise will change each time, but there are some core capabilities that are required every time and so these will determine the force balance that is invited.invited. One bomber unit will be invited. This may be a B-1, B-2 or B-52 unit but one unit is the right size to fulfil the exercise needs. In Red Flag 14-2, the 96th Bomb Squadron at Barksdale AFB sent its B-52s to participate. Attack squadrons will be present which, in this case, included the F-15EsF-15Es of 336th Fighter Squadron at Seymour Johnson AFB and the F-15S aircraft of the Royal Saudi Air Force (RSAF).

Above - A flight of Seymour Johnson F-15Es break back into the pattern at Nellis (Rob Edgcumbe)

Above - The RSAF sent eight F-15S Strike Eagles, four aircraft from 6 Squadron and four from 55 Squadron, the training squadron, including this one. Both squadrons are based at Khamis Mushayt (Chris Wood)

The B-52 crew counter a crosswind as they launch for a mission with a selection of participants waiting in the background (Rob Edgcumbe)

Above left & above right - Oregon ANG F-15Cs provided coverage throughout the exercise.

Right - Shaw-based F-16s of the 77th Fighter Squadrn “Gamblers”, 20th Fighter Wing, participated in Red Flag 14-2

LeftLeft - They were joined by examples from the 4th Fighter Squadron, 388th Fighter Wing, based at Hill AFB, UT.

All images this spread Rob Edgcumbe

Fighter cover will be required and the 123rd Fighter Squadron of the Oregon ANG brought its F-15Cs to fulfil this role along with the 40th Flight Test Squadron at Eglin AFB. SEAD was undertaken by F-16CJs of the 77th Fighter Squadron at Shaw AFB. Indeed there were many F-16 units participating in the exercise. They were tasked to perform as many roles as they were trained for so attack and air defence was included in their scope. Aside from the 77th Fighter Squadron, the USAF had aircraft from thethe 4th Fighter Squadron at Hill AFB, while F-16AM/BMs of the Belgian Air Force and the Royal Danish Air Force attended. The United Arab Emirates brought their F-16E/F aircraft as well.

Above left & above right - Oregon ANG F-15Cs provided coverage throughout the exercise.

Right - Shaw-based F-16s of the 77th Fighter Squadrn “Gamblers”, 20th Fighter Wing, participated in Red Flag 14-2

LeftLeft - They were joined by examples from the 4th Fighter Squadron, 388th Fighter Wing, based at Hill AFB, UT.

All images this spread Rob Edgcumbe

Above - the same 14 F-16s from the 20th FW at Shaw AFB, SC, were still at Nellis from RF14-1, but flown his time by the 77th FS (Chris Wood)

Above - The 4th Fighter Squadron from Hill AFB, Utah sent 14 F-16Cs (Chris Wood)

Above - Denmark had eight F-16AMs participating in this iteration of the exercise (Rob Edgcumbe)

Above - The yellow finband and HL tail-code of a 4th FS “Fighting Fuujins” F-16C, turning over the speedway (Chris Wood)

Above - A Belgian F-16AM turns in to land (Rob Edgcumbe)

Main - The UAE brought F-16E and F-16F Desert Falcons to Red Flag 14-2 (Rob Edgcumbe)

Above - A Belgium C-130 launched each day as part of the missions (Rob Edgcumbe)

Above - HH-60G Pavehawks from the based 66th Rescue Squadron took part (Chris Wood)

Above - The Belgian contingent comprised 10 F-16AMs and a pair of C-130H Hercules (Chris Wood)

Additional support was provided including tankers from McConnell AFB, MacDill AFB and the New Hampshire ANG, a Belgian Air Force C-130 Hercules detachment and combat search and rescue from the 66th Rescue Squadron HH-60s supported by 79th Rescue Squadron HC-130Js from Davis Monthan AFB. AWACSAWACS cover was provide by a NATO E-3A from Geilenkirchen and a pair of USAF E-3Bs from Tinker AFB.

Above - One of a pair of KC-135Rs from the 22nd Air Refueling Wing at McConnell AFB, Kansas (Chris Wood)

Above - The AWACS force had a pair of E-3Bs from the 552nd Air Control Wing at Tinker AFB, Oklahoma (Chris Wood)

Main - A NATO E-3 turns tightly onto final approach (Rob Edgcumbe)

Above - The 79th Rescue Squadron from Davis Monthan AFB, Arizona sent two of its new HC-130Js (Chris Wood)

Above - The tanker force comprised three regular air force KC-135Rs and this one from the New Hampshire ANG (Chris Wood)

A Danish F-16AM quickly pulls up the gear (Rob Edgcumbe)

Another Danish F-16AM blasts out of Nellis (Rob Edgcumbe)

Once the units have been selected, they then have to determine who to bring to Nellis to carry out the missions. This is a case of combining experience with inexperience. The experienced crews are the ones that can provide support to the junior crews as they carry out the missionsmissions and can take learning points back to the core units to share what has been learned. Meanwhile, a core requirement is for the newer crews to gain the mission experience they need. This is true not only for aircrew but also for the maintainers who are getting the opportunityopportunity to work in a multi unit environment away from home base working with allied forces.

For those units travelling a long distance to get to Red Flag, the maintainability and supportability of operations is almost as important as the exercise itself. Major Lars Stockholm of the Royal Danish Air Force explained that the ferrying of ten F-16AM/BM jets to Nevada was less than smoothsmooth sailing. “Initially we were bringing around ten aircraft but only five of them made it because the tanker broke down. I got my first four aircraft on Wednesday and was supposed to get the next four on Thursday. Four of them got diverted to Luke AFB near Phoenix becausebecause of weather here. Two of the jets broke down, so I had to send some of my maintainers down to Luke, get the jets fixed and finally on Sunday morning around 10 o’clock the remaining four jets landed so I had all eight jets just in time for the exercise to begin. On top of that allall of my C-130 equipment, test equipment and spare parts didn’t come in until Sunday afternoon so I wasn’t able to fix anything.” Now the exercise is underway things are a bit easier. “The hard part is getting the jets over here and back again. Now it is business as usual.usual. We also get support from the Americans and the Belgians.”

A Danish F-16AM quickly pulls up the gear (Rob Edgcumbe)

Another Danish F-16AM blasts out of Nellis (Rob Edgcumbe)

Arriving on time is important because, while the exercise starts on the Monday, the weekend before is an important part of the acclimatisation process for the crews. Lt Col Jordan Grant is the Deputy Commander of the 414 Combat Training Squadron, the unit that runs Red Flag. He explainedexplained how the introduction process works.

“It's very busy for the aircrew and the maintainers when they get here. We have Saturday as the day that everyone flew their airplanes. Everybody had range time to go out and look at the range and get familiar with the airspace and the procedures. For those that have notnot flown here before, they get a chance to get familiar in a benign environment. On Sunday we bring everybody in. The entire 10-12 hour day is briefing after briefing going through all the specifics they are going to have to know for the next two weeks.”

Briefings will then take place on all of the exercise days to go through the missions for that day. The mass briefing on the first day is always a little longer since the safety elements have to be emphasised at the beginning of the process while everyone is still quite new to what is going on.going on.

The 547th Intelligence Squadron is responsible for developing the content of the missions and how they evolve throughout the course of the two weeks. 1st Lt Chris Clements explained a little of how this process works. “The baseline scenario is the same for each exercise butbut they are then tailored based on the assets that are present. The overarching story line is the same but the individual scenarios have to shift based on the different ability levels and the different platform capabilities.”

Above - An F-15D aggressor launches in dry power.

Right - An arctic schemed F-16 aggressor rolls out after landing.

Left - Three F-15 aggressors run back in after another sortie.

TopTop left - Although not in the custom scheme, this F-15 is also an aggressor and runs in with a partner F-16.

All images this spread Rob Edgcumbe

Lt Clements’ team control the development of the exercise as follows. “The two week exercise is managed through a threat matrix. This is the guiding document. As the Flag moves from one week to the next, we will ramp that up making it more difficult. That gets into the adversary tactics and how they choose to execute.”

TheThe way that new missions are planned will depend on how the previous days have gone and the progress the participants have demonstrated. Lt Col Jon Berardinelli is the commander of the 57th Adversary Tactics Support Squadron and his instructors will tailor their own level of engagement depending on how the participants perform on their missions. “We will dial it up based on what the Red Flag leadership is observing in the exercise. They will say yes, let's dial it up because they are doing well or let's keep it on this building block for another day.”doing well or let's keep it on this building block for another day.”

Above - An F-15D aggressor launches in dry power.

Right - An arctic schemed F-16 aggressor rolls out after landing.

Left - Three F-15 aggressors run back in after another sortie.

TopTop left - Although not in the custom scheme, this F-15 is also an aggressor and runs in with a partner F-16.

All images this spread Rob Edgcumbe

For Red Flag 14-2, there were 104 aircraft, about 2,000 personnel, 18 units and a number of countries participating. Lt Col Grant offered some thoughts about what they would gain from being there. “We give an opportunity for any warfighter to do things that they can't do at home. We can add a level of threat that they can't see back home. We have the ability to bring people from all over the world and all over the Air Force.”

HeHe doesn’t just see this as a training exercise either. The real world experience of Operation Unified Protector, the UN operation during the Libyan civil war, is something he feels has demonstrated the value of Red Flag. “Those folks went to war with very little notice - in a matter of hours. They had to put everything together and execute a mission together. If it was the first time they had flown together, that would have been a lot messier. Because we come to Red Flag, we already speak somewhat of the same language, we have the same processes down so it is a matter of executing.”

A HH-60G Pavehawk from the 66th Rescue Squadron approaches the Jolly pad (Chris Wood)

For Red Flag 14-2, there were 104 aircraft, about 2,000 personnel, 18 units and a number of countries participating. Lt Col Grant offered some thoughts about what they would gain from being there. “We give an opportunity for any warfighter to do things that they can't do at home. We can add a level of threat that they can't see back home. We have the ability to bring people from all over the world and all over the Air Force.”

HeHe doesn’t just see this as a training exercise either. The real world experience of Operation Unified Protector, the UN operation during the Libyan civil war, is something he feels has demonstrated the value of Red Flag. “Those folks went to war with very little notice - in a matter of hours. They had to put everything together and execute a mission together. If it was the first time they had flown together, that would have been a lot messier. Because we come to Red Flag, we already speak somewhat of the same language, we have the same processes down so it is a matter of executing.”

Below - An F-15S from 6 Squadron of the RSAF (Chris Wood)Below - A B-52 drops back into Nellis AFB (Rob Edgcumbe)

Above - An F-15E crew uses aerodynamic braking on landing (Rob Edgcumbe)

Below - An F-15S from 6 Squadron of the RSAF (Chris Wood)

Even so, budget pressures are something all armed forces are conscious of. With potential force reductions being contemplated within the Department of Defense, does he view Red Flag as being under threat?

“I'm“I'm not worried because everyone recognizes the value of Red Flag. If you are going to have a smaller force, you have to focus on training. In my estimation, it's probably going to grow and get more important.”

ThatThat does not mean everything is straightforward for the team, though. Budget restrictions are a problem facing the aggressor force. Investment in upgrades to the aggressor capabilities has been cut and this has an impact on the training that is delivered. Lt Col Berardinelli discussed the aircraft they are currently operating. “On the adversary side, we are feeling the impact of budget cuts. That just limits our abilityability to replicate the newest threats so while we are pulling back the adversaries and not upgrading the equipment we use to replicate the threats, the threats are getting better equipment.”

When asked about the lack of dissimilar types to provide aggressor training, he explained how they make the best use that they can of the types available to them. “It is always better to have dissimilar for the purposes of replication and identification in the air. When you pass a guy who looks like your wingman it is really difficult to work out who to shoot. We overcome this with having different paint schemes. With the limitedlimited inventory we have now, it becomes cost prohibitive. The F-15 and F-16 we fly are the best replication. We do replicate systems based on our research which makes us execute differently which may be advantageous to us and provides a tactical problem to the blue forces or is disadvantageous to us because it gives them better systems or tactics.”

While these pressures will continue to provide challenges to the organisers and participants in Red Flag, the training benefit it provides will be the justification for the participants to return. As Lt Col Grant summed up, “There is nothing like doing [a mission] with a hundred other airplanes so we keep the first day as simple as possible so they can go and execute, do something tactical come back and debrief safely. By end of thethe second week everyone is firing on all cylinders.” That is what Red Flag is all about.

The author would like to thank the team at Nellis AFB and all of the participating crews that supported the preparation of this feature.

‘New Era’? End of an Era S2-ACR - The last passenger DC-10

Over a three day period spanning 22-24 February, Biman Bangladesh Airlines gave the aviation enthusiast community an unbelievable opportunity to fly on one of nine McDonnell Douglas DC-10 ‘farewell flights’ operating from Birmingham Airport. The aircraft, registration S2-ACR and, ironically, still named “New Era”, was the final passenger configured DC-10 operational in the world. Karl Drage was on board the very last passenger flight.

Image Steve Comber

‘New Era’? End of an Era S2-ACR - The last passenger DC-10

Over a three day period spanning 22-24 February, Biman Bangladesh Airlines gave the aviation enthusiast community an unbelievable opportunity to fly on one of nine McDonnell Douglas DC-10 ‘farewell flights’ operating from Birmingham Airport. The aircraft, registration S2-ACR and, ironically, still named “New Era”, was the final passenger configured DC-10 operational in the world. Karl Drage was on board the very last passenger flight.

N116AA, a DC-10-10 of launch customer American Airlines, is seen climbing away from New York’s John F. Kennedy International Airport in March 1981 (Paul Filmer)

Originally destined to become the DC-10-20, N145US is considered to be a DC-10-40 following a request from the Northwest Orient Airlines president. Also seen at JFK International Airport (Paul Filmer)

This Swissair machine is a DC-10-30, seen at Zurich-Kloten in August 1983 (Paul Filmer)

DC-10 DevelopmentThe DC-10’s lineage dates back to 1965 and the then Douglas Aircraft Company’s failed bid to fulfil the United States Air Force’s CX-HLS (Heavy Logistics System) program.

FollowingFollowing a request in 1966 from American Airlines for a wide-body aircraft, smaller in size than the Boeing 747 but capable of flying similar length routes from shorter runways, Douglas once again turned to its CX-HLS submission.

The Douglas Aircraft Company merged with McDonnell Aircraft on 28 April 1967, becoming the McDonnell Douglas Corporation.

DespiteDespite the merger, the first commercial airliner produced by the newly formed company retained the famous “DC-“ type prefix. That aircraft was McDonnell Douglas’s solution to the American Airlines problem: the DC-10.

OriginallyOriginally designed as a four-engined, double-deck wide-body, capable of accommodating 550 passengers, the ultimate DC-10 design featured a single-deck layout with seating for up to 399 passengers and powered by three GE CF6-6 engines.

InIn 1968 American Airlines placed orders for 25 aircraft while United Airlines followed that up with 30 firm orders and options for 30 more.

Two and a half weeks ahead of schedule, on 29 August 1970, DC-10 Project Pilot Cliff Stout and crew took Ship #1, N10DC – a DC-10-10, into the skies for the first time, where the aircraft exceeded all expectations.

IntroductionIntroduction10 months and 1,551 flight hours later, the DC-10 received its type certificate from the FAA on 29 June 1971, with commercial services commencing on 5 August 1971 with an American Airlines service between Los Angeles and Chicago operated by N103AA. United Airlines’ maiden service followed on 16 August.

With a range of 3,800 mi with a ‘normal’ load, the Series 10 With a range of 3,800 mi with a ‘normal’ load, the Series 10 aircraft was really designed for use on domestic routes with subsequent versions demonstrating extended range capabilities or other special characteristics. 122 DC-10-10s were built.

N116AA, a DC-10-10 of launch customer American Airlines, is seen climbing away from New York’s John F. Kennedy International Airport in March 1981 (Paul Filmer)

Originally destined to become the DC-10-20, N145US is considered to be a DC-10-40 following a request from the Northwest Orient Airlines president. Also seen at JFK International Airport (Paul Filmer)

This Swissair machine is a DC-10-30, seen at Zurich-Kloten in August 1983 (Paul Filmer)

What was originally intended to become the Series 20 aircraft was eventually certificated as the Series 40 on 27 October 1972 following a request from the president of Northwest Orient Airlines, who felt that the aircraft was such a vast improvement over the original design. The Series 40s used the Pratt & Whitney JT9D turbofan engine instead of the General Electric CF6, each deliveringdelivering 50,000lbs of thrust rather than the 41,500lbs possible from its predecessor. Despite the big improvements it offered, only 42 examples were produced in the decade from 1973 to 1983.

Just a month later, the Series 30 entered service with Swissair; KLM followed shortly after. The Series 30 made use of the latest version of the GE CF6, the -50, which could deliver up to 54,000lbs of thrust. It also had larger fuel tanks and was fitted with a set of centralised rear landing gear to support the additional weight. A total of 163 DC-10-30s were built between 1972 and 1988 withwith deliveries passing to 38 different customers, many of them European national airlines.

In 1973 a modified variant of the -30 arrived. Dubbed the DC-10-30CF, it featured a convertible cargo/passenger cabin. Only 27 examples were produced with initial deliveries going to Overseas National Airways and Trans International Airlines.

The Series 30 was not the only version of the DC-10 to receive the CF treatment. A similar version of the DC-10-10, the DC-10-10CF, featured a 3.56m x 2.59m upward-hinging cargo door on the port side of the fuselage, forward of the wings. Only nine were ever built, eight of which were delivered to Continental Airlines from 1974 with the ninth going to United.

TheThe DC-10-15 was fitted with GE CF6-50C2F engines, making it more suited to operations from hot and high-altitude runways. Seven aircraft were delivered to Mexicana and Aeromexico starting in 1981.

AlsoAlso in 1981, an extended-range version entered service with Finnair, boasting an increased MTOW of 580,000lbs and capable of covering 6,600 miles. It was fitted with an additional fuel tank in the rear cargo hold, though just six DC-10-30ERs were built.

The DC-10-30AF, where ‘AF’ stood for All Freight, was built in similarly small numbers from 1984.

Above - The tanker version of the DC-10, the KC-10A Extender, as operated exclusively by the United States Air Force. The Royal Netherlands Air Force also has two converted DC-10-30CFs that are also able to deliver fuel in flight (Paul DunnPaul Dunn)

RightRight - The last scheduled airline operating the MD-11 in the passenger role is Dutch flag carrier KLM, with retirement slated for 24 October. This example, PH-KCK, is seen departing its Amsterdam-Schiphol Airport home in April 2013 (April 2013 (Karl Drage)

KC-10 ExtenderAA further development was borne out of the DC-10-30CF variant, namely the KC-10 Extender, so called because of its air-to-air refuelling role, which meant it was able to extend the endurance of any aircraft paying it a visit for a top up. The KC-10 was always intended to complement the existing KC-135 Stratotanker fleet rather than replace it, and ultimately 60 examples were procured.

End of the Line AndAnd so, between 1968 and 1988, a total of 446 DC and KC-10s were produced, at which point production shifted in focus from the -10 to the MD-11, similar in shape to its predecessor but substantially stretched and featuring much more modern technology.

TheThe DC-10’s introduction had not been a particularly smooth one with a string of high-profile, and, in the cases of Turkish Airlines Flight 981 and American Airlines Flight 191, high fatality incidents during the first ten years of service, leading to an understandably unfavourable reputation. In later life, however, the DC-10 matured into a reliable aircraft and can boast similar safety statistics to other comparable second-generation jets.

Below - Boeing, having merged with McDonnell Douglas in the 1990s, put together a DC-10 upgrade program, leading to the designation MD-10. This included the integration of a glass cockpit. FedEx Express still operates a substantial number of ‘10s (Karl Drage)

Above - The tanker version of the DC-10, the KC-10A Extender, as operated exclusively by the United States Air Force. The Royal Netherlands Air Force also has two converted DC-10-30CFs that are also able to deliver fuel in flight (Paul Dunn

Right - The last scheduled airline operating the MD-11 in the passenger role is Dutch flag carrier KLM, with retirement slated for 24 October. This example, PH-KCK, is seen departing its Amsterdam-Schiphol Airport home in April 2013 (April 2013 (Karl Drage)

Above - S2-ACR In the cruise over Wales during a photo-flight on the Saturday of the DC-10 Farewell Tour (Steve Comber)

Above - S2-ACR’s sistership S2-ACQ vacates the runway at Manchester Airport in November 2006 (John Higgins)

Biman and the DC-10SomeSome 42 and a half years after that first flight, Biman Bangladesh Airlines brought its last aircraft – and indeed the last passenger-configured DC-10 still in operation - DC-10-30 S2-ACR, to Birmingham Airport to give aviation enthusiasts the opportunity to fly on one of the last ever passenger services for the type in the world.the world.

The Biman association with the DC-10 began on 9 August 1983 when the carrier took delivery of the first of seven examples of the type to serve the airline over the next 30 plus years. The initial three aircraft to arrive were all former Singapore Airlines machines.

S2-ACR, Manufactuer’s Serial Number 48317, Line Number 445, is the only DC-10 that has served Biman to have been delivered to the airline as new, having been handed over on 30 December 1988.

Above - S2-ACR climbs away from Birmingham’s Runway 15 at the start of the penultimate farewell flight (Steve Comber)

Above - S2-ACR rotates away from Runway 15 for the final time with paying passengers on board (Michael Hind)

Above - S2-ADN was operated by Canadian Airlines before joining Biman, hence this unusal hybrid scheme (Paul Dopson)

Above (Paul Dopson) & Main (John Higgins)- S2-ACP is one of the former-Singapore Airlines aircraft and was only retired from service in November 2013.

The inaugural Farewell Tour flight taxies back to stand on the Saturday morning (Steve Comber)

The delayed arrival time at Birmingham made for challenging photographic conditions but rewarded those who hung around with a quite different looking image to that available during the rest of S2-ACR’s stay (Michael Hind)

The sun was shining for the 1200 flight on the last day of passenger operations (Michael Hind)

Farewell FlightsArriving from Dhaka via a fuel stop in Kuwait City, S2-ACR’s wheels touched down on Birmingham’s Runway 33 at 1750 on Thursday 20 February, around 90 minutes behind schedule and 20 minutes after the sun had set.

AfterAfter a down day on the Friday, more than 1300 enthusiasts purchased tickets to fly on one of the nine sight-seeing flights over the next three days. That number is impressive in its own right, but, according to Kevin Steele, Biman Managing Director, those 1300 were drawn from no less than 52 different countries! A strong indication of the love felt for the DC-10 across the globe.

InIn the days leading up to the aircraft’s arrival there had been much conjecture as to precisely where it would ultimately end up. Initial reports had suggested that it was bound for a museum in the US, but after that fell through, she was going to be delivered to the airfield at Bruntingthorpe, in flying terms a mere stone’s throw from Birmingham, where she would be put into use as a rather different conferencing facility. Again, that fell through.

WhenWhen word was received that she would return to Dhaka, some immediately assumed that she would be pressed back into airline service, with rumours that the delivery of Biman’s fourth 777-300ER had been delayed. Perhaps understandably for those that had rung up extensive expenses to be a part of the finale events, there was something of an online outpouring of emotion that the final passenger DC-10 flight would not end up being the final DC-10 passenger flight.

The delayed arrival time at Birmingham made for challenging photographic conditions but rewarded those who hung around with a quite different looking image to that available during the rest of S2-ACR’s stay (Michael Hind)

The sun was shining for the 1200 flight on the last day of passenger operations (Michael Hind)

Main - Deep blue skies and lovely light during S2-ACR’s Saturday air-to-air photographic sortie (Steve Comber)

Far right - The nosewheel of S2-ACR (Karl Drage)

Kevin Steele was understandably very keen to allay the fears of those booked on the very last flight – the 1500 scheduled departure from Birmingham on Monday 24 February. Welcoming the passengers for “Bangladesh 8” at Gate 65 with a piece of commemorative cake and a glass of champagne, he was keen toto chat and explained why the decision had been taken to bring the DC-10 on a farewell tour. I started by asking him if it was a sad day for Biman:

“Yes, I think I’ve got a little bit of a lump in my throat. Obviously we’ve done these farewell flights to say farewell to the DC-10 in a good way, so that aviation enthusiasts around the world – and I really mean around the world - I’ve been astounded that people have flown in from China, from Uganda, from Singapore, from Japan,Japan, from Canada, everywhere you could imagine. I think we’ve collected 52 nationalities, and it really has gone viral, so it’s been really good.

“We chose to bring the aircraft to Birmingham because quite soon we’ll start our Birmingham to New York flights, so this is going to be our next hub for that, and also to emphasise that we’re taking Biman – sadly, in some ways – away from the previous era of DC-10s (we flew seven at one stage; you know, they were the mainstay of ourour fleet) but we’re now moving forward to the Boeing 777-300ER that, on a per seat basis, are 35% more fuel efficient, so in terms of the passing, this is the old – and we want to celebrate the old – but welcome in the new as well.

“Finally, Birmingham has been hugely supportive. We couldn’t operate this sort of operation at any of the major airports – we couldn’t have three flights a day in any slot constrained airports.”

Above - Biman Bangladesh MD Kevin Steele proudly wearing his “I flew on one of the last flights of the DC-10” t-shirt (Karl Drage)

Above - The commemorative cake celebrated the passing of the DC-10 as well as welcoming the new 777-300ER service to BHX (Karl Drage)

Above - Unusually, due to the short nature of the flight and the passengers’ desire to move around once airborne, drinks were served as the aircraft taxied to the runway (Karl Drage)

Above - Fare-paying pax, media and invited guests make their way on-board ‘New Era’ ahead of the last ever commercial passenger DC-10 flight.

RightRight - Former DC-10 air hostess Janice Long was on board for the final flight and was allowed to make a public address - something she’d never done before.

LeftLeft - The view greeting passengers as they were bused out to the remote stand on which the aircraft was parked.

Top left - Conditions on the ground were not the best for many of S2-ACR’s photo flights.

“Bangladesh 8”With formalities completed, the passengers were boarded on to buses and driven out to remote stand 86C, from where the aircraft had operated during its stay.

A small window of opportunity was provided to allow pictures to be taken A small window of opportunity was provided to allow pictures to be taken outside the aircraft before it was necessary to board in preparation for departure.

Special guest on the flight was BBC Radio 2 DJ Janice Long, who, as a 19-year old, had served as an air hostess on Freddie Laker’s Laker Airways DC-10s.

Above - Fare-paying pax, media and invited guests make their way on-board ‘New Era’ ahead of the last ever commercial passenger DC-10 flight.

RightRight - Former DC-10 air hostess Janice Long was on board for the final flight and was allowed to make a public address - something she’d never done before.

LeftLeft - The view greeting passengers as they were bused out to the remote stand on which the aircraft was parked.

Top left - Conditions on the ground were not the best for many of S2-ACR’s photo flights.

All images this spread Karl Drage

Main - A few flashes of steam appeared over the wings of S2-ACR at the start of her penultimate pax trip (Karl Drage)

Above - Banks of brightly coloured seats filled the interior of ‘New Era’ (Karl Drage)

Above - Beautiful conditions as S2-ACR climbs away from Runway 15 (Michael Hind)

The window and aisle seats had all been sold to enthusiasts while the centre section of the cabin housed airline and airport VIPs as well as members of the media. The brightly-coloured seat covers transported you back in time to an era arguably pre-dating the DC-10’s introduction at Biman.

TaxyingTaxying out to the runway with fare-paying passengers embarked for the final time, the atmosphere was upbeat despite the sad nature of the occasion. For many it was a reacquaintance with an old friend; for others it was both a first and last chance to experience the DC-10 first hand.

At 1527 local time and lined up perfectly with the centre line, the throttles were advanced and S2-ACR roared down Birmingham Airport’s Runway 15. Once airborne the aircraft briefly came right before executing a left hand turn to the north.

Above - The strobe on the wingtip is caught ‘pinging’ during the air-to-air photo sortie (Steve Comber)

Above - Those not paying for their seats had to find alternative ways of watching what was going on outside (Karl Drage)

Above - Hordes of people took advantage of the elevated view provided by the car park at Cargo to get some nice pictures of the DC-10 during her stay (Michael Hind)

Above - An impressive sight looking straight down the runway as ‘New Era’ powers away from Birmingham once more (Karl Drage)

Above - Despite the sad occasion, the air hostesses aboard the final flight were in great spirits and were more than happy to pose for photos.

Right - The view from one of the over-wing windows as S2-ACR executes a left-hand turn.

LeftLeft - Showing her age, there was no in-flight entertainment system present on ‘New Era’.

Top left - Looking out of the starboard side of the aircraft, where the windows were heavily scratched.

All images this spread All images this spread Karl Drage

After the captain had turned off the seat belt signs, everyone was free to move around the cabin, with many keen to see every inch of the aircraft’s interior – including the cockpit, though that would have to wait until we were back on the ground.

HavingHaving passed by Manchester and Preston – cloud cover over the majority of the route and no ‘moving map’ making it very difficult to keep track of precisely where we were - the south bound turn was commenced at the northern end of the Lake District, by Keswick.

Above - Despite the sad occasion, the air hostesses aboard the final flight were in great spirits and were more than happy to pose for photos.

Right - The view from one of the over-wing windows as S2-ACR executes a left-hand turn.

LeftLeft - Showing her age, there was no in-flight entertainment system present on ‘New Era’.

Top left - Looking out of the starboard side of the aircraft, where the windows were heavily scratched.

All images this spread All images this spread Karl Drage

The airport fire and rescue service provides a water-cannon salute as ‘New Era’ taxies back in (Michael Hind)All over, ‘New Era’ taxies back on to stand (Michael Hind)

S2-ACR comes into close contact with the sun (Steve Comber)

After briefly going ‘feet wet’ at Barrow-In-Furness, S2-ACR crossed land once again at Southport and started to descend for her return into Birmingham and to cement her place in history.

Taxying back to her remote stand, she was greeted by a water-cannon salute courtesy of two of Birmingham Airport’s resident fire tenders, signalling the end of that ‘new era’ referenced on her nose.

The airport fire and rescue service provides a water-cannon salute as ‘New Era’ taxies back in (Michael Hind)

A particularly smokey touchdown on Runway 15 (Karl Drage)

Biman and BHXAs the regular passengers disembarked – the vast majority of whom took advantage of the opportunity to peer into the cockpit first – a media conference was held in the centre section of the cabin.

KevinKevin Steele explained the current Biman status quo and some of the plans the airline has moving forward:

“We have three 777-300ERs at the moment. We’ve got a fourth one coming on 21 Mar, and we’re also getting a couple of leased 777-200s. The idea is that one of the brand new 777-300s will come here to be operating Dhaka-Birmingham-New York.

“Birmingham“Birmingham has the largest Bangladeshi community in the UK outside of London, so it was an obvious choice, but also, we have traffic rights from Birmingham to New York, so we’ll be

Above - The key to Biman’s future plans lies in its fleet modernisation programme. The Boeing 777-300ER will reduce fuel burn by 35% per passenger (Karl Drage)

looking for a catchment area around this area and, apart from the United flights, there are no flights to JFK or anywhere else, so this is a USP (unique selling point) for us.

“The“The final part that I’d like to add is that we were offered a very attractive package by Birmingham Airport themselves. The UK CAA has legislated that they will not give fifth freedom traffic rights beyond Heathrow or Gatwick or Stansted, which immediately points us at the

provinces for any form of regional flying. We’re not just looking at New York; we’re also looking at Toronto and other points in North America. That’s why Birmingham itself has been so supportive in the actual bid itself but also with regard to the last three days of operations.

All images this spread Karl Drage

A Fond FarewellThere was just time for a quick look in the cockpit before the last few stragglers who were lucky enough to be on the final DC-10 passenger flight were whisked away back to the terminal.

It had been a fitting send-off for an aircraft which played a substantial part in changing the face of air travel all those years ago.

Slowing down on a wet Runway 15. The cones are on the still-to-be-opened runway extension, which itself will make the difference between the 777-300ER operation being viable and it not.

“We have the traffic rights from the UK government but we do not have them yet from the Canadian government. We do have an Open Skies arrangement signed with the US, so we can do that anywhere we wish in the US – Chicago, Miami or anywhere else, that’s possible – but we are aware that thethe largest North American Bangladeshi population outside of New York is Toronto.”

There had been some delays with tickets going on sale for the flights to/from Birmingham, which Kevin explained:

“My guess is that tickets won’t go on sale until April. What’s happening is that we were

previously going to use the (leased) EgyptAir aircraft, because that was a requirement of the US FAA, however, we’ve now found out from the FAA and also EXIM Bank – who own the debt on the aircraft – that we can operate our own aircraft there providing it is maintained and run by a Category 1 operator,operator, so that’s why we’re going to have our own aircraft here but managed by someone like Atlas Air, who we’re talking with in the US, and a couple of other ones. So that’s why there’s been a delay, but I imagine tickets will go on sale in April, and that the services will be operated using our own aircraft.”own aircraft.”

Two of Biman’s senior DC-10 captains answering questions.

Steve Comber

For S2-ACR, the story was not quite over. As referenced earlier, there were many mutterings about what fate would ultimately befall her ahead of the farewellfarewell flights. Initially it had been expected that she would head to Seattle to join the Museum of Flight collection, however, they did not have spacespace to provide her with a home for six months, and she couldn’t fly beyond May, so the focus turned to leaving her in the UK – at Bruntingthorpe,Bruntingthorpe, where, it is rumoured, she would have replaced the former-Olympic 747 Classic and been put to work as a somewhat unusual conference facility.facility. Ultimately, though, Biman received an offer for parting out that they simply could not turn down. So, just before 1900 on Tuesday 25 April, she departed BirminghamBirmingham bound for Dhaka – her home for the previous 25+ years – to meet a rather less glamorous end than one might have hoped for.

During her career she’d amassed some 22,000 cycles and spent more than 80,000 hours in the air.

Earthworks continue at BHX (Karl Drage)

Last minute pics before boarding (Karl Drage)

Stop right there! (Steve Comber)

Passing the Birmingham Airport fire station (Karl Drage)

The DC-10: such a good looking jet (Steve Comber)

Lined up on RWY 33 (Michael Hind)

And so, as it stands, the DC-10 – at least in its passenger guise – bows out without their being a single example of the type preserved within any museum collection.

20142014 is also expected to witness the retirement of another passenger aircraft developed from the DC-10, the MD-11, which is currently scheduled to leave KLM service on 25 October. OfOf course, the legacy of both types will live on for some time yet as both remain in active service with a number of cargo operators, plus the United States and Royal Netherlands air forces continue to operate the -10, primarily in the air-to-air refuelling role. air-to-air refuelling role.

For me there’s a real beauty about the shape of the DC-10 – much more so than the MD-11. To my eye, her looks disguise her age, and I hope there’ll still be plenty of other opportunities to see that three-engine configuration for many years to come. many years to come.

Karl Drage extends sincere thanks to Justine Howl from Birmingham Airport, Kevin Steele and everyone from Biman and Birmingham Airport who made the final flight experience not only a reality but also executed it in such an outstanding manner. outstanding manner.

Editor’s note: It was announced on 23 March that Kevin Steele had resigned from his position as Biman Managing Director on medical grounds. We would like to take this opportunity to wish Kevin all the very best in whatever battles lie ahead.ahead.

Training Tomorrow’s Warriors

Training tomorrow’s warriors is what the 23rd Flying Training Squadron at Fort Rucker, Alabama, is all about. Erik Roelofs joined the squadron back in 2011 to see how United States Air Force trains its future helicopter pilots using the UH-1H Iroquois and TH-1H Huey II.

Words and pictures by the author unless stated otherwise.

Training Tomorrow’s Warriors

1

3

5

The early daysTheThe inception of military helicopter pilot training can be traced back to January 1944, when the US Army Air Forces (USAAF) initiated its helicopter training programme at Freeman Field near Seymour, Indiana. By June 1944, the helicopter training school received its first Sikorsky R-4 helicopters, the firstfirst mass produced helicopter and the very first helicopter in service with the US Army Air Forces.

Following the establishment of the United States Air Force in 1947, it was agreed that the Air Force would continue to provide helicopter training for both Air Force and Army pilots through the US Air Force Helicopter School. By this time the R-4 had already been replaced by the Bell 47 or H-13 SiouxSioux (#1). In the early 1950s, the US Army opened its own helicopter flight training school at Fort Sill, Oklahoma, and in 1956 the Air Force ceased to train Army helicopter pilots all together. During this time, the H-13 remained the basic training helicopter, supplemented with the Sikorsky H-19 ChickasawChickasaw (#2) and the Piasecki H-21 Shawnee (#3).

In the 1960s these helicopters were replaced with the Bell UH-1F (#4), the Kaman H-43 (#5) and the Sikorsky CH-3C (#6), representing the helicopters used by the US Air Force for special operations, fire fighting and aerial rescue. As a cost cutting measure, the Air Force started to investigate the possibility of outsourcingoutsourcing its Specialized Undergraduate Pilot Training - Helicopter (SUPT-H) to the Army, while retaining the Air Force specific CSAR and Special Operations training.

In October of 1970, the first Air Force student pilots reported to Fort Rucker, Alabama, to undertake basic helicopter training with the Army. This marked the beginning of the end for the Air Force Helicopter School, which ceased to exist in 1971.

2

4

Karl Drage

Paul Dunn

Karl Drage 6 Air Force photo

US Army photo USAF Museum

Above - The TH-67 Creek is perhaps best known by its civilian name, the Bell 206. The US Army purchased 137 examples of the type in 1993 to fulfil primary rotary and instrument training requirements for the US Army. Today, some 181 are used, with 60 capable of Instrument Flight Rules (IFR) operations.

Below - The newest kid on the block is the UH-72A Lakota. The red cross markings denote that this aircraft is used at Fort Rucker in the ‘Flat Iron’ air ambulance role.

Helicopter training returnsAlthoughAlthough the 23rd Flying Training Squadron had been training Air Force students since 1994, the training program was owned and operated by the US Army. The Air Force students would follow the Army's Rotary Wing Qualification Course (RWQC), before attending the "Air Force Unique" training that would teach students helicopter operations specific to the Air Force.operations specific to the Air Force.

This all changed in 2004, when the Air Force retook ownership of its helicopter training program. The change of ownership coincided with the Army's announcement of the retirement of the UH-1H. As the Army had no further use for these helicopters, 40 were handed over to the Air Force at no cost. In the training role, the UH-1H has been gradually replacedreplaced with the TH-67 Creek. The "Flat Iron" air ambulance detachment was the last Army unit to fly the UH-1H at Fort Rucker, but these too were retired on 17th May 2011, having been replaced with the new UH-72A Lakota.

"It was a sensible move," says Captain Steve Reagan, the 23rd FTS Assistant Director of Operations, "While both operate helicopters, the Air Force flies different missions than the Army, in particular Combat Search and Rescue, Special Operations and Missile Wing support. We also operate different types, like the HH-60G, the UH-1NUH-1N and the CV-22. The Army operates none of these specific types of helicopters. So when our primary training helicopter, the UH-1H, was retired from the Army, it made sense for the Air Force to take the training program back."

Taking full control of the entire training program allows the Air Force to create an even more efficient program, tailored specifically to the needs of its student pilots, as Captain Reagan explains. "When our students arrive here at Fort Rucker, they already have flying experience. Before coming here, the students first go through primaryprimary aircraft training on the T-6 Texan II where they learn basic airmanship, instruments, navigation and formation flying. For the Army students, their helicopter training will be their first flying experience. It is a very different approach."

Above - The TH-67 Creek is perhaps best known by its civilian name, the Bell 206. The US Army purchased 137 examples of the type in 1993 to fulfil primary rotary and instrument training requirements for the US Army. Today, some 181 are used, with 60 capable of Instrument Flight Rules (IFR) operations.

Below - The newest kid on the block is the UH-72A Lakota. The red cross markings denote that this aircraft is used at Fort Rucker in the ‘Flat Iron’ air ambulance role.

Although the joint training program came to an end, the 23rd FTS remains at Fort Rucker, which is the Army's primary flight training facility. The large complex includes no fewer than six different airfields, including Cairns Army Air Field where the 23rd FTS is located. There have been several discussions about moving the squadron to Kirtland AirAir Force Base, New Mexico, to centralise all the Air Force helicopter training.

"These discussions always surface from time to time", says Captain Reagan, “but Fort Rucker is a great location for basic helicopter training. Because we are at sea level, the UH-1Hs are easy to fly in these thick air conditions which create a more forgiving environment than the hot and high conditions at Kirtland. Those high altitude and the hothot conditions make flying a lot more challenging for the students. While I am certain they would cope just fine, it would increase their workload significantly. And besides, it is very valuable for them to experience the difference between flying conditions in Alabama and New Mexico. It will help them prepare for any future deployments in places like Afghanistan."like Afghanistan."

Fellow instructor pilot Captain Derek Spears agrees, "Fort Rucker has all the facilities we need. Besides all the facilities here at Cairns, we also use the many Remote Training areas or RTs. That's how they call the landing zones that are spread around Fort Rucker. There are 47 of these and they come in different shapes and sizes. Some are plain fields; othersothers are located on hillsides and slopes or in tight enclosures in forest areas. There are concrete pads and areas with sand to train brown out landings. Everything we need is right here."

Although the training mission has moved from the Army back to the Air Force, the 23rd FTS continues to enjoy the whole hearted support from the Army's aviation community. The "Flat Iron" detachment and other units provide logistical support when required and the 23rd FTS is firmly established in the Fort Rucker community. The privilege to use the Army'sArmy's extensive training facilities at Fort Rucker is a key factor in the squadron's ability to train the next generation of first class pilots.

74-22369 is one of the UH-1Hs that was modified to TH-1H standard via the installation of a digital cockpit. It had previously been stored at Temple/Draughton-Miller RAP, Texas.

Inspiring leadershipTheThe 23rd FTS, commanded by Lieutenant Colonel Stephen Moyes, is a well oiled machine that delivers a constant stream of highly motivated and skilled pilots. To ensure that all students receive the right amount of attention, the squadron divides the students into small classes of four to seven students each. Currently,Currently, the squadron is training 31 students, divided over six classes, with each class at different phases of the 115-hour long training program. From start to finish, it should take the students about six to seven months to graduate.

The 23rd FTS delivers just 65 to 70 new pilots per year, reflecting the small size of the helicopter community within the Air Force. With an increasing number of students expressing their

desire to fly helicopters and tilt rotors, students must compete over the small number of available training slots.

"The"The Air Force is putting more emphasis on the helicopter mission, with positive results", says Captain Reagan, “Today, far more recruits in basic training are aware that the Air Force even has helicopters. News coverage of helicopter operations in Iraq and Afghanistan certainly has helped. During the Cross-Country Navigation phasephase of the training, we also fly to Laughlin and Columbus to visit the training wings there. We present the helicopter missions to the students in primary aircraft training, do a static display with our TH-1Hs and answer a lot of questions. There has been a tremendous uptake in interest and there is a real competition for our training slots.

74-22369 is one of the UH-1Hs that was modified to TH-1H standard via the installation of a digital cockpit. It had previously been stored at Temple/Draughton-Miller RAP, Texas.

The students that arrive here at Fort Rucker are very happy they made it into the program. They are highly motivated, very enthusiastic and they raise the bar every year."

OnceOnce the students arrive at Fort Rucker, they will be absorbed into the small, tight knit helicopter community and supported by the instructor pilots who generously share their experiences with the eager students. The 23rd FTS has 20 military instructor pilots, with four more experienced pilots undergoing Pilot Instructor TrainingTraining (PIT). Additionally, URS provides another 11 instructor pilots, many of whom previously served within the Armed Forces. Together, the instructors create an atmosphere of support and motivation for the students, which has been a key factor in the success of the 23rd FTS, as

Captain Reagan explains, "We really want all of our students to succeed and graduate, the Air Force has a strong need for skilled pilots. In Hollywood movies, pilot training is often portrayed as a constant effort to wash out students, but that is not us. We do everything to support our students. Since 2005, only three studentsstudents were not able to complete the program, for different reasons."

The instructors come from all corners within the Air Force and the wider Armed Forces. Between them, they have accumulated an awe inspiring number of flight hours, with extensive experiences across the full palette of military helicopter operations, including many wartime Combat Search and Rescue and Special Operations missions. Operations missions.

For example, Lieutenant Colonel Denehan, the Director of Operations (DO), flew Combat Search and Rescue missions during Operation Allied Force over former Yugoslavia. In May 1999, Lt. Col. Denehan, together with Lt. Col. Kunkel, the current Squadron Commander of the 41st RQS at Moody AFB, rescued a downed AmericanAmerican F-16 fighter pilot from behind enemy lines in Serbia. This Fighting Falcon pilot was none other than Major General Goldfein, who commanded the 555th Fighter Squadron at the time of Operation Allied Force and is now the director of air and space operations at Air Combat Command.

Lieutenant Colonel Dermody flew covert missions with the MH-53J Pave Low III while serving with the 20th Special Operation Squadron, a legendary Air Force Special Operations helicopter squadron that now

operates the new CV-22 Osprey. Lieutenant Colonel Jones flew helicopters with the US Army before flying the UH-1N with the Air Force Space Command at Vandenberg Air Force Base, California. Major McIntyre flew the UH-1N and the HH-60G before becoming an instructor pilot on the T-6 Texan II. He was offered a position withwith the 6th SOS, an elite training squadron within the Air Force Special Operations Command, but opted to become an instructor with the 23rd FTS instead. Every single one of the more than 30 instructors at the 23rd FTS have an equally interesting background in military aviation.

First contactThe 23rd FTS currently operates 13 UH-1H Iroquois and 19 TH-1H Huey II helicopters. When the Air Force received the Huey helicopters from the

Above - UH-1H 72-21549 carries an aesthetically pleasing two-tone grey camouflage scheme, which fortunately stands out rather nicely when viewed operating at low-level against a bright green backdrop like this one.

Finally, the students can then get their first taste of rotary flight, which is very different from flying the T-6 Texan II, according to Major McIntyre. "Even for me, it was quite an adjustment to go back to helicopters, after having flown the T-6 for so long. With the T-6, you get so used to flying at high altitude where things just happen at a veryvery different pace. But in the Huey, the flying happens at 500 ft or less and that's quite a challenge. The T-6 is a much faster aircraft but you usually fly the Huey at tree top level and that's where things happen very, very quickly."

Army, it contracted Bell Helicopter to upgrade 24 of these to the new TH-1H Huey II standard. Bell Helicopter not only rebuilds the helicopter to a near zero-hour state, but also fits a more powerful engine and a completely digital, glass cockpit, squeezed into the streamlined Bell 212 nose. The squadron received the final three in AprilApril 2012, which were being produced in the Bell Helicopter facility at Ozark, some 25 kilometres east of Fort Rucker.

Before the students can actually take to the skies in a Huey, they must first get through the Academics phase, in which they will thoroughly study both the UH-1H and TH-1H. When passing this phase, the students will have become very familiar with the electrical, hydraulic and fuel systems, the engines and power train, the flight controlcontrol and rotor systems and avionics of both helicopter types.

Above - The analogue instruments make this very clearly a UH-1H as opposed to a TH-1H.

Right - Students learn the basics of Huey operations on the UH-1H variant.

LeftLeft - All of the 23rd FTS’ student pilots arrive at Fort Rucker having completed a primary aircraft training course on the T-6 Texan II.

Top left - Stufents receive a briefing ahead of the day’s flying activities.

In the Contact and Emergency Procedure phase, the students start the actual flying part of the training program. During this phase, the students are taught the basics of flying the UH-1H, including taxi procedures, take-offs and landings and hovering. But the Emergency Procedure training is arguably the most important phase in which the students are taught how to deal with any emergency that can occur in flight and on the ground. By endless repetition, the instructors ensure that these life-savinglife-saving procedures will become second nature. Throughout the entire program, students will be asked to recite emergency procedures during each briefing. Failure to provide a satisfactory answer will immediately result in an unsatisfactory grade, even before the students have climbed into the cockpit.

Above - The analogue instruments make this very clearly a UH-1H as opposed to a TH-1H.

Right - Students learn the basics of Huey operations on the UH-1H variant.

LeftLeft - All of the 23rd FTS’ student pilots arrive at Fort Rucker having completed a primary aircraft training course on the T-6 Texan II.

Top left - Stufents receive a briefing ahead of the day’s flying activities.

Upping the anteHaving successfully completed the Contact and Emergency Procedure phase, the students will then move onto the TH-1H, which they will fly for the remainder of the program. The transition process includes a couple of days of classroom study and flying time in the state of the art, full motion TH-1H simulator.

TheThe transition process helps students to get acquainted with the new digital cockpit, which is very different from the analogue UH-1H. Whereas the UH-1H uses an array of dials and gauges, the TH-1H displays all the important flight information onto three large multi-functional displays (MFD). The TH-1H received a digital cockpit to ease the transition from the T-6 Texan II onto new generation aircraft such as the CV-22 Osprey and the future replacement of the HH-60G and UH-1N.replacement of the HH-60G and UH-1N.

But despite its rudimentary cockpit and lack of power, students like Lt. Mark Foyle cherish the opportunity to fly the UH-1H Iroquois. "I started out flying the UH-1H and it is a real classic, probably the most known helicopter in the world. I am very happy I got to fly it. Each Huey out there on the flight line is different. There are ones I liked to fly and others I didn't like as much. The new TH-1H is very different though, all digital and a lot moremore power. Almost too much power, as we usually only carry three people. After moving onto the TH-1H, we do not get to fly the UH-1H anymore which is a shame though, it is such a legendary helicopter."

Having completed the transition onto the TH-1H, the training program continues with the Instruments and Cross Country Navigation phases. Despite being equipped with multi-functional displays, the TH-1H is purposely not equipped with a moving map display as students must learn to navigate without any digital assistance.

InIn the subsequent Day Remote phase, the students have to combine their previously learned skills to navigate to unfamiliar landing sites, or Remote Training areas. Once the site has been located, the students must evaluate it while airborne to determine if and how they can safely land. This involves considering the wind, elevation, temperature, pressure altitude, power requirements, the approach path, size and slope of the landinglanding area, the touchdown point and escape route. Mastering these procedures is important as they are an integral part of the Search and Rescue (SAR) missions performed by both the UH-1N and HH-60G. Sometimes, the instructor pilots simulate a rescue operation by tasking the students to retrieve a person for a location that is completely unfamiliar to them.

Above - The pointier nose of the TH-1H in the foreground can just be made out when compared to the stubbier-nosed UH-1H in the rear.

Left and right - The replacement of analogue instruments with digital multi-function displays (MFDs) is designed to allow for a smoother transition for students as they pass through the USAF flight training system.

The Day Remote phase is followed by the Day Tactical phase, during which the students are gradually introduced to the concepts of tactical helicopter operations. First, the students are introduced to flying in a low-level environment. Although familiarfamiliar with the TH-1H at altitude, the students will have to adapt to flying constantly below 300 feet AGL. The students are taught to constantly scan for any threats and perform simulated cargo pickups at different landing zones. After flying the Day TacticalTactical single-ship solo flight, the students will practise formation flights at or above 300 feet AGL, before performing formation flights at lower altitudes.

With the Day Remote and Day Tactical phases behind them, the students enter the final and most demanding phases of the training program, the Night Remote and Night Tactical training sorties. Already challenging in broad daylight,daylight, the students must now master the same Remote and Tactical operations in total darkness, aided by Night Vision Goggles (NVG). To graduate, the students have to pass the Night Tactical Single Ship check rides. The nocturnalnocturnal training phase also includes two non-graded Tactical Formation flights to introduce the students to NVG formation flying.

After completing these exciting night flights, the students can graduate and will finally get to wear their wings. After mastering the T-6 Texan II in basic training and both the UH-1H and TH-1H at Fort Rucker, the students can now finally call themselvesthemselves pilots. But despite wearing their wings, there is still more learning ahead of them, before they can join their operational squadrons. The low-level environment can come as something as a culture shock to the students used to operating at altitude, not least due to the additional work load

imposed upon them.

Above - This crew makes use of the river to navigate.

The low-level environment can come as something as a culture shock to the students used to operating at altitude, not least due to the additional work load imposed upon them.

Pick your aircraftDuringDuring the later stages of the training program, the students are asked to list their preference for the UH-1N, HH-60G or CV-22. During the Navigation phase, the students get to make cross-country flights to Moody AFB in Georgia and Hulbert Field in Florida to get acquainted with the Pave Hawk and the Osprey. The studentsstudents are ranked by their achievements, with the best students getting to pick the aircraft or helicopter type they would like to fly, although the needs of the Air Force will ultimately be the deciding factor.

Among the students of Class 11-07, the most senior class of the course, the preferences and opinions vary across the board. The students in this class were going through the Night Remote training at the time of the visit and had just been asked to list their aircraft of choice.

2nd2nd Lt. Patrick Mount wants nothing else but to fly the HH-60G Pave Hawk, whereas 2nd Lt. Ryan Springer listed the CV-22 Osprey as his first choice. 2nd Lt. Ben Soifer actually has no preferred aircraft and will be happy to fly whatever the Air Force hands him. But only 2nd Lt. Tyler Gibson knows for certain that he will fly thethe HH-60G Pave Hawk with the 129th Rescue Wing of the California Air National Guard. Unlike the active duty Air Force, both the Air National Guard and the Air Force Reserve directly recruits their aircrew for the specific aircraft they operate. These students know from the very beginning what aircraft they will get to fly after graduation.graduation.

When asked how the students of Class 11-07 reflect on their time with the 23rd FTS, 2nd Lt. Ben Soifer says, "For me, it has been an incredible transition. At first, when trying to hover in the day time, the helicopter was all over the place. But now I am doing it in the dark, wearing NVGs!". 2nd Lt. Ryan Springer adds, "When I first came here,here, I didn't even know how a helicopter flies. But during the academics phase, your eyes really open. Then you get into the cockpit for the first time. Fortunately, the Huey is very forgiving and the instructors are so experienced, that

makes the transition easier when coming from fixed wing. After a couple of weeks you finally get somewhat of a handle on the flying and hovering and here we are now, flying at night, at low level and navigating and all. It's incredibly exciting, it is very cool stuff!"

After graduationAfterAfter receiving their wings, the students are finally referred to as pilots. But they must still undergo training on the aircraft assigned to them. For all SUPT-H graduates, this training starts with the 58th Operations Group at Kirtland AFB, New Mexico. Depending on the aircraft type assigned to them, the new pilots will join the 71st SpecialSpecial Operations Squadron (SOS) for CV-22 training or the 512th Rescue Squadron (RQS) for training on the UH-1N and HH-60G.

As the graduates are already familiar with the Huey, the UH-1N training only takes three months. Transitioning onto the HH-60G Pave Hawk, a much larger and more complex helicopter, takes between six and seven months. But the transition period for the CV-22 Osprey takes over a year, as the pilots must familiarisefamiliarise themselves with the new phenomenon of tilt-rotor operations. The Osprey training also takes place with the US Marine Corps at New River, North Carolina.

But before the pilots can report to Kirtland AFB, they must first tackle the Air Force Survival, Evasion, Resistance and Escape (SERE) School at Fairchild AFB, Washington. At the SERE School, the pilots are taught the skills that enable them to survive in all climates, including woodcraft, wilderness survival techniques, emergencyemergency first aid, land navigation, camouflage techniques, methods of evasion and communication protocols.

They will also be taught how to resist the enemy when captured and how to escape. A lot of the training material is based on actual experiences of American and Allied airmen shot down or captured during the Second World War, Korea, Vietnam and the Gulf War.

Above - The CV-22 is the newest rotary type to join the AFSOC fleet. This example is operated by the 7th Special Operations Squadron, 352nd Special Operations Group, at RAF Mildenhall (Karl Drage)

Below - The HH-60G Pave Hawk is primarily used in the CSAR role. This particular airframe belongs to the 512th Rescue Squadron of the 58th Special Operations Wing, based at Kirtland AFB, New Mexico.

This wonderful camouflage is being carried by UH-1H 73-21857 of the 6th Special Operations Squadron, 1st Special Operations Wing, based at Hurlburt Field AFB, Florida. The unit no longer operates the type, sadly.

TH-1H 72-21793 hover taxies as a resident-US Army UH-60 Blackhawk approaches the field.

Return to Fort RuckerAfterAfter completing their helicopter training with the 23rd FTS, the students of Class 11-07 and 11-09 will leave southern Alabama, to conduct their follow-on training with the 58th Operations Group in New Mexico and the SERE School in Washington. But after serving with their squadrons for several years, some may return to Fort Rucker, to become flight instructors likelike Captain Steve Reagan. Like the other instructors at the 23rd FTS, his passion and experience are a daily inspiration for his students and he enjoys every minute he gets to teach others the art of rotary flight.

"SUPT-H for me was a blast, I showed up to pilot training (T-37s at Columbus AFB, MS) wanting to fly helicopters. I wanted to fly Combat Search and Rescue in the HH-60G Pave Hawk. Flying at Fort Rucker during SUPT-H was probably one of my top experiences during my career. From day one, it was a great and valuable course. The instructors, both URSURS and Air Force active duty, were excellent and provided me the instruction and skills needed to go fly the HH-60G and perform in challenging environments and situations. I still use techniques today in the helicopter that I learned while here as a student. I would brag to my friends going through T-38s and T-1s all the time about flying at night on NVGs during pilot training, they were so jealous!" NVGs during pilot training, they were so jealous!"

"I graduated from SUPT-H in May of 2005. I was lucky to get my first choice which was the HH-60G Pave Hawk. I completed Initial Qualification in the HH-60G at Kirtland AFB in December of 2005 and arrived at Moody AFB in the same month. I was stationed at Moody AFB for four years and eight months. During my time at Moody, I upgraded to Aircraft CommanderCommander and Flight Lead in the HH-60G. I deployed five times (three times to Iraq and twice to Afghanistan) and I did pretty much every mission that falls under Personnel Recovery (Combat Search and Rescue, MEDEVAC, CASEVAC, Humanitarian Aid and Relief). I also participated in the recovery of Unmanned Aerial Vehicles and support of the PresidentPresident of the United States. I moved to Fort Rucker in September of 2010 and completed my Instructor Upgrade in the TH-1H. I have been flying with students ever since. "

This wonderful camouflage is being carried by UH-1H 73-21857 of the 6th Special Operations Squadron, 1st Special Operations Wing, based at Hurlburt Field AFB, Florida. The unit no longer operates the type, sadly.

TH-1H 72-21793 hover taxies as a resident-US Army UH-60 Blackhawk approaches the field.

Future ProofHelicoptersHelicopters and tilt-rotors are firmly established within the Air Force and will be part of the inventory for the foreseeable future, as will the Combat Search and Rescue, Special Operations, distinguished visitor transport and missile wing support missions. As such, the Air ForceForce will have a continuous need for highly skilled pilots. Having retaken ownership of the basic helicopter training, the Air Force has been able to fully optimize the training program, from primary aircraft training on the T-6 Texan II to mission specific training on the CV-22, HH-60G and the UH-1N.HH-60G and the UH-1N.

The 23rd FTS plays a crucial role in this chain, by converting students into educated, experienced and skilful helicopter pilots. The success of the 23rd FTS is not merely a result of classroom training, but also of the supporting and inspiring environment that is created by thethe squadron commander and the senior instructors. This environment ensures that students feel supported and motivated to succeed, despite the steep learning curve and the many challenges they must overcome.

With the TH-1H Huey II, the 23rd FTS has the right training platform for the years to come. The TH-1H is a reliable, powerful and forgiving helicopter that provides an excellent introduction into the art of rotary aviation. The TH-1H is also an extremely cost effective solution, especiallyespecially when considering that the original UH-1H airframes were received at no cost. The Huey II upgrade not only delivers a modern, powerful training platform but also achieves a significant reduction in maintenance costs. Thanks to the 23rd FTS and the TH-1H, the iconic HueyHuey sound will be heard over Fort Rucker for many years to come.

The Bell Huey II upgrade package really has given the H-1 a new lease of life, something which the USAF’s 23rd Flying Training Squadron is using to its advantage on a daily basis.

The Bell Huey Il - More than just an upgradeTheThe Huey II upgrade transforms the UH-1H Iroquois into a modern, powerful and practically zero-hour helicopter with excellent performance. Although the TH-1H is essentially a modified UH-1H, the Huey II upgrade has transformed it into a near-new, much more capable helicopter. The Huey II is not only a more capable helicopter but is also a lot cheaper to operate.

TheThe Huey II is fitted with a T53-L-703 engine that delivers 1800 shaft horsepower, 400 more than the T53-L-13B that powers the UH-1H. The Time Between Overhaul (TBO) for the upgraded engine has been increased from 1100 to 5000 hours. An increased TBO means significant cost savings as it allows the helicopter to fly much longer before undergoing an expensive overhaul.

TheThe main transmission is rebuilt and upgraded to accommodate the more powerful engine, allowing for 1290 shaft horsepower on take-off. The main transmission TBO is extended from 1100 to 6000 hours. The existing gearboxes are replaced by new 42 degrees and 90 degrees gearboxes, with an increased TBO from 1500 to 5000 hours.

TheThe Huey II also receives the main rotor blades, tail rotor and tail boom from the Bell 212. The Bell 212 main rotor blades are larger and have a wider cord, resulting in increased lift. The Bell 212 tail rotor blades also have a wider cord and moving the tail rotor to the other side of the tail boom increases the tail rotor authority by 50%. The new tail boom uses push-pull control rods instead of cables, which also increases safety. All these Bell 212 parts are newly fabricated parts andand also include a brand new main rotor and tail rotor hub assembly, a new mast, new pitch change links and the addition of a KAflex drive shaft. Naturally, these new parts all have a much improved TBO, with 4000 hours for the main rotor blades and 2500 hours for the tail rotor blades. The new main rotor mast TBO has been increased tenfold, from 1500 to 15,000 hours. The Huey II airframe also receives structural modifications, with a strengthened pylon support structure and a Bell 212 lift beam. and a Bell 212 lift beam.

The Huey II supports both the standard UH-1H nose or the Bell 212 nose, the latter offering more space for a digital or "glass" cockpit. When fitting the heavier multifunctional displays, the Bell 212 nose is also helpful for an improved centre of gravity. Bell Helicopter allows the customer to customize its Huey II upgrade, offering a wide range of options for cockpit systems and onboard equipment. The Air Force TH-1H is fitted with a completely digital cockpit, but other Huey II customerscustomers have opted for the more traditional analogue gauges instead, which are also overhauled or replaced when necessary. Regardless of the type of cockpit displays, each Huey II is completely rewired and fitted with a new battery and generator.

The Bell Huey II upgrade package really has given the H-1 a new lease of life, something which the USAF’s 23rd Flying Training Squadron is using to its advantage on a daily basis.

Building the Huey IIThe Bell Helicopter facility at Ozark, Alabama is the home of the Huey II program. Located close to Fort Rucker, the facility is not hard to miss as one only needs to look out for the many UH-1H airframes parked on the ramp.

TheThe Huey II manufacturing process takes places in two separate halls. The first step in the Huey II process is the removal of the original UH-1H tail boom. Only the front fuselage is used, the original tail boom will be recycled for parts for existing UH-1H customers. Upon entering the first hall, the UH-1H front fuselage is completely stripped down for the Pre-Shop Analysis (PSA). During the PSA phase, the fuselagefuselage is sandblasted to remove any paint and then carefully inspected. The Bell engineers inspect every single rivet hole and every individual panel to determine if the fuselage is suitable for modification and note down any structural repair work that is required. It is not uncommon to find bullet holes and scars of battlefield repairs on airframes that served in Vietnam. Along with inspecting the fuselage, allall the retained parts are also carefully examined and marked for overhaul or replacement where necessary.

After the PSA phase, the fuselage is transported into the second hall where it enters a loop track across all the different stations. At the first stations, all the PSA repairs are carried out. Then the fuselage receives its structural modifications, the new lift beam and the new attachment fittings and support structure to accommodate the new Bell 212 tail boom. Upon reaching the end of the hall, the UH-1H fuselagefuselage is ready to receive the new tail boom, rotors and the new dynamic components. While passing through several stations, the new Huey II helicopter starts taking shape and slowly transforms from an empty airframe to a complete helicopter. Along the way, the engineers also fit the new wiring, battery and generator.

As part of the final assembly, the helicopter is painted in whatever colour scheme is required by the customer and is then transported back to the first production hall. Here, the Huey II modification is completed by installing the new T53-L-703 engine and completing the cockpit installation. In case of the TH-1H, the multi-functional displays were supplied by the Air Force but the cockpit configuration can be customizedcustomized for each customer and ranges from a full digital cockpit to an analogue cockpit, supplemented with GPS, moving map or other digital systems. After almost a year of hard work, the UH-1H has been transformed into a brand new Huey II helicopter, featuring over 14,000 new parts.

Value for money

TheThe complete Huey II package transforms the UH-1H from a reliable but dated workhorse, into a modern utility helicopter, fit for duty in the most challenging environments. The increased performance gives the Huey II the "hot and high" capability it needs to perform in the most challenging environments. The UH-1H performs very well at sea level but struggles at altitude. It can operate at 12,000 feet but with a significantly reduced payload. TheThe Huey II has been designed to meet those high altitude challenges, with a service ceiling of 16,100 feet and IGE hover of 12,000 feet.

At approximately $5.2 million USD, the basic Huey II is an affordable option for many existing UH-1H operators. Although this version does not come with a digital cockpit, it does include new gauges. Adding a full digital cockpit will cost an additional $237,000 USD, but there are practically no limits on the options customers can add to their Huey II configuration. The military police of Rio Janeiro, Brazil requested a completely armoured HueyHuey II that can withstand machinegun fire, is fully night capable and is equipped for search and rescue operations. This is no ordinary police unit as it operates in the slums of Rio de Janeiro, one of the most lethal law enforcement environments in the world. To meet these demands, Bell Helicopter designed a Huey II with exception survivability for both helicopter and crew, while still retaining the ability to operate in mountainous and hot areas.

The Huey II has been well received by both new and existing Huey operators and Bell has successfully sold the Huey II to military, law enforcement and government customers. Current domestic Huey II customers include NASA, the US Department of State, the US Customs and Border Protection agency and several law enforcement departments.

Internationally,Internationally, the Huey II has been equally successful with customers including the Philippines Air Force, the Argentinean Army, the Columbian Army, Air Force and National Police, the Brazilian Military Police, the Armed Forces of Kazakhstan, the Yemeni Air Force and the Iraqi Air Force. The capability to operate in hot and high environments is proven by the daily operations with not only the Yemeni and Iraqi Air Force but also being the helicopterhelicopter of choice for the US Department of State anti-narcotics operations in Afghanistan.

The Japanese Ground Self Defence Force (JGSDF) operates the locally manufactured UH-1J, an upgraded Huey that is very similar to the Huey II. Built under license by Fuji, the UH-1J also features a T53-L-703 power plant, a Bell 212 nose and Bell 212 tail boom.

Acknowledgements TheThe article would not have been possible without the tremendous support of the United States Air Force, the 58th SOW, the 23rd FTS and Bell Helicopter. The author would especially like to thank Lt. Col. Moyes, Lt. Col. Denehan, Lt. Col. Dermody, Lt. Col. Jones, Major McIntyre, Capt. Reagan, Capt. Spears, the students and at Bell Helicopter, Barry Ford, Bridget Hall and Mac McMillan.

Main image - Lindsay Peacock

60 years of a Lockheed legendThe Labours of Hercules

On 23 August 1954, a revolutionary new transport aircraft flew for the first time. Sixty years later, it remains in full production and serves with operators throughout the world. It has also spawned a whole family of special mission versions, performing roles as diverse as SAR and armed interdiction. Paul Dunn takes a look back at the history of the Lockheed C-130 Hercules.

Above - Royal Australian Air Force C-130A A97-216 is seen on the ground at Fairbairn in 1974 (Lindsay Peacock Collection)

Above - 155917 was an LC-130R operated by the US Navy’s VX-6. It crashed just five months after this picture was taken on landing at the South Pole (Lindsay Peacock)

60 years of a Lockheed legendThe Labours of Hercules

P

Above - Two prototypes and 27 early A model C-130s were produced with a so called ‘Roman nose’, this being shorter and straighter than the one that most people will recognise. 54-1640 was one such example, seen here in 1979 carryinng Tennessee ANG titles (Lindsay Peacock)

BelowBelow - 56-0484 as seen here is a C-130A-II Dreamboat, operated by the 7406th Support Squadron from Rhein-Main AB, Germany. They were tasked with performing a reconnaissance role and carried specialised Security Service personnel to man the intelligence collection positions in the aircraft. Radio antennas were housed in the fibreglass pods outboard of the #1 and #4 engines (Lindsay Peacock)

work by the Soviet Union. The Germans in particular were influenced by this research, and, when WWII broke out, used some of the tactics and techniques learned to launch several airborne assaults, notably during the invasion of the Netherlands, which included the first large-scale airborne attack. German use of paratroops reached its peak with the invasion of Crete; althoughalthough ultimately a successful campaign, heavy losses meant that enthusiasm for further, similar missions waned amongst the German leadership.

Impressed by the German attack on Crete, but unaware of the extent of German losses, the Allies pressed ahead with plans for their own airborne invasion, as part of the assault on occupied Europe which followed the D-Day landings. Troops were landed behind enemy lines by both parachute and by gliders, with some successes and some notorious failures;failures; the tactics and techniques continued to be developed, however.

During the conflict, both sides employed gliders to land heavier equipment such as vehicles and artillery pieces, with the Germans developing the huge Messerschmitt Me321, which was capable of carrying a medium tank. Of course, gliders had limitations; they were not reusable and relied on tow aircraft to get them close to their destination. Despite these limitations,limitations, however, by the end of the war, the concept of delivery of troops and equipment direct to the frontline or behind enemy lines was firmly established in military doctrine.

In the years following WWII, the USAF still relied mainly on its fleet of C-47s for tactical airlift, although newer types such as the C-123 Provider (itself developed from a glider) and C-119 Flying Boxcar did enter service. Both offered advantages; in particular the C-119 featured a large cargo compartment that was accessed through full-width clamshell doors at the rear.rear. It was able to airdrop equipment, however, to allow that, the doors needed to be removed before flight. Notably, in a world where combat aircraft were increasingly equipped with turbojet engines, both the C-119 and C-123 still relied on older piston engines.

rior to WWII, several countries had experimented with the aerial delivery of troops and equipment to the battlefield, notably including pioneering

Above - Two prototypes and 27 early A model C-130s were produced with a so called ‘Roman nose’, this being shorter and straighter than the one that most people will recognise. 54-1640 was one such example, seen here in 1979 carryinng Tennessee ANG titles (Lindsay Peacock)

BelowBelow - 56-0484 as seen here is a C-130A-II Dreamboat, operated by the 7406th Support Squadron from Rhein-Main AB, Germany. They were tasked with performing a reconnaissance role and carried specialised Security Service personnel to man the intelligence collection positions in the aircraft. Radio antennas were housed in the fibreglass pods outboard of the #1 and #4 engines (Lindsay Peacock)

In June 1950, the Korean War began. Shortly afterwards, as part of a modernisation programme for the USAF, a requirement was issued for a new transport aircraft. The specifications were fairly demanding: the new aircraft would be able to carry 90 troops over 2000 miles andand be able to operate from rough fields close to the frontline; the new type needed to be versatile too, capable of carrying a variety of cargo and able to perform the airdrop mission of troops and equipment.

Five companies responded to the proposal with a total of ten designs; Lockheed supplied two designs, and the contest ended with the lighter of these two proposals (initially termed L-206 by the company) being selected for development. In July 1951, Lockheed was awardedawarded a contract to build the new aircraft (by now designated L-82) and construction of two prototypes commenced. In contrast to the remainder of the production run, the prototypes were constructed at Lockheed's Burbank factory; from early in thethe project, the new aircraft was destined to be built at the company's facility in Marietta, Georgia.

From the start, the new aircraft was designed as a rugged military transport but featured some fairly novel attributes. Chief amongst these was the choice of powerplant; rather than select the proven technology of radial piston engines, which had reached its zenith towardstowards the end of the 1940s, Lockheed elected to go with fairly newly-developed turboprops that used exhaust gases from a gas turbine engine to turn a propeller. Although the technology was fairly immature, it potentially offered great improvements overover reciprocating engines and also some advantages over pure jets, which at the time tended to be fairly thirsty.

Above - Named 'The First Lady', 53-3129 was the first production C-130A. Although its career was almost ended prematurely by an engine fire, the aircraft went on to serve the USAF for almost 40 years. Latterly operating with the AFRES as an AC-130A, 53-3129 saw action during the Vietnam War and later during Desert Storm and is seen here attending IAT 94 at RAF Fairford, just over a year before retirement to the USAF Armament Museum at Eglin AFB (Paul Dunn)

BelowBelow - 56-0478, a C-130A, is seen carrying a bare-metal scheme and Tactical Airlift Command titles at RAF Mildenhall in June 1966. You will note that at this time the aircraft was still fitted with the original three-bladed propellers (Lindsay Peacock Collection)

Receiving the USAF designation YC-130, the new transport had a high mounted, straight wing and featured four Allison T56 turboprops. It featured a low cargo floor and a rear loading ramp that allowed vehicles to drive straight onto the aircraft. Importantly, the ramp could be opened in flight, for the airdrop of cargo, and there were also two doorsdoors fitted on the side of the rear fuselage to allow paratroops to exit. It received the name Hercules, after the figure from Greek mythology, with his famous 12 labours. The C-130 would go on to perform its own labours and in time would develop its own legend.

First FlightThe first of the two YC-130 prototypes made its first flight from Burbank on 23 August 1954, with a 61 minute sortie that ended with a landing at Edwards AFB, where the prototypes would be based for the remainder of the test programme. Even before the maiden flight had occurred, work was underway at Marietta on the first production runrun of aircraft. The first of these (53-3129) was rolled out on 10 March 1955 and made its first flight just under a month later. After some initial successes in the flight test programme, it suffered a major setback when the first production aircraft caught fire just after touching down. The fault was traced to a loose fuel line in engine number two, whichwhich resulted in a fuel leak and substantial damage to the left wing. The fire was quickly brought under control and although the port wing had separated from the aircraft, it was later repaired and flew again; indeed the aircraft went on to serve the USAF in various guises for almost 40 years.

Testing and Service EntryTestingTesting of the C-130 continued throughout 1955 and 1956, with production aircraft rolling off the production line at the same time. The evaluation programme revealed a major problem with the engine/propeller interface, whereby the Curtiss-Wright turbo-electric propellers had a tendency to 'snatch' and cause engine surges.

Eventually the decision was made to replace the original propellers with Aeroproducts hydraulically actuated examples. By that time, around 50 aircraft had been produced but not delivered; these aircraft were subsequently modified enabling deliveries to commencecommence in December 1956, with the first unit to receive the C-130A being the 463rd Troop Carrier Wing (TCW) at Ardmore AFB, OK. The wing was part of Tactical Air Command (TAC), which at the time was responsible for the USAF's tactical airlift and airdrop services.

The new aircraft quickly gained an excellent reputation with its crews and offered huge advantages over the C-119s and C-123s it replaced. To Lockheed's credit, during testing the aircraft had been observed to exceed the original USAF requirements in several parameters,parameters, including cruise speed and rate of climb and also required less runway length to get airborne and land. Once deliveries of modified aircraft started, C-130s began to quickly flow into TAC, and by 1957 two wings had converted, each consisting of three squadronssquadrons and around fifty aircraft. After the initial deliveries had taken place, aircraft began to arrive at USAF units overseas, with the 317th TCW at Evreux-Fauville, France, being the first USAFE unit to re-equip, receiving its first examples in September 1957. The 483rd TCWTCW at Ashiya AB, Japan followed shortly afterwards, becoming the first PACAF (Pacific Air Forces) unit to receive the aircraft. The first overseas operator of the C-130A was the Royal Australian Air Force, which received 12 examples in 1958.

Above - Named 'The First Lady', 53-3129 was the first production C-130A. Although its career was almost ended prematurely by an engine fire, the aircraft went on to serve the USAF for almost 40 years. Latterly operating with the AFRES as an AC-130A, 53-3129 saw action during the Vietnam War and later during Desert Storm and is seen here attending IAT 94 at RAF Fairford, just over a year before retirement to the USAF Armament Museum at Eglin AFB (Paul Dunn)

BelowBelow - 56-0478, a C-130A, is seen carrying a bare-metal scheme and Tactical Airlift Command titles at RAF Mildenhall in June 1966. You will note that at this time the aircraft was still fitted with the original three-bladed propellers (Lindsay Peacock Collection)

Above - The South African Air Force operates a fleet of modernised C-130BZ aircraft, which last year notched up 50 years of service. They are allocated to 28 Sqn based at Waterkloof AB near Pretoria (Paul Dunn)

Above - The Romanian Air Force has an active fleet of four C-130s (3x B and 1x H). This is a former USAF C-130B, now serving with the 901st Strategic Transport Squadron (Paul Dopson)

The C-130BForFor all the improvements offered by the C-130A, once the aircraft entered service, several drawbacks became apparent. The main issue with the aircraft as delivered was its lack of range; this was corrected to an extent by the fitting of external fuel tanks outboard of the outer engines, but a more elegant solution would follow. After a total of 202 aircraft had been built (the majority for the USAF) production switched to the improved C-130B version. This featured uprated Allison T56-A-7 engines driving four bladed Hamilton Standard propellers (earlier aircraft were delivered with three bladed propellers although some were re-equipped much later in the careers). More fuelfuel was able to be carried internally, leading to increased range, and the undercarriage was strengthened to better allow operations on rough fields.

Above - This smart C-130B, 10303, was controlled by the Royal Canadian Air Force’s Transport Command; seen here at Gatwick in January 1967 (Lindsay Peacock Collection)

Main - This bare-metal beauty is seen basking in the sun at the Pakistan Air Force Base of Chaklala in March 1991, while a camouflaged example looks on behind (Lindsay Peacock)

A similar number of C-130Bs were produced; again, the majority were delivered to TAC, but several more export customers began to take an interest in the aircraft. Batches were eventually delivered to Canada, Indonesia, Iran, Pakistan and South Africa.

The C-130B was also used as the base for the C-130F for the US Navy and KC-130F for the USMC, and several other special mission aircraft. These specialised C-130 versions began to grow in number and importance as the aircraft matured and we will cover the development of the major versions later in this article.

Left - Seen at Nellis AFB in 2009, this C-130E has since been retired to the National Museum of the USAF. A typical C-130E, it had an illustrious service career during the Vietnam War, including a notable mission after which two of its crew were awardedawarded the Air Force Cross (Paul Filmer)

Middle left - This Turkish Air Force (THK) C-130E was still unpainted when it attended RAF Mildenhall's Air Fete 98, supporting the Turkish Stars display team. Turkey operates a C-130 fleet which includes B and E models (Paul Dunn)

A typical USAF C-130E wearing the European One camouflage scheme common in the 1980s, this aircraft from the 317th AW at Pope AFB is seen at RAF Mildenhall in 1992 (Rob Edgcumbe)

Enter the E-modelTheThe next major transport version to be fielded probably represents the first truly 'mature' C-130 to be developed and was the first to be produced in very large numbers. The C-130E emerged in 1962 and was originally developed for the Military Air Transport Service (MATS, the forerunner of Military Airlift Command, MAC) which, even by the early 1960s was mainly equipped with obsolete piston-engined aircraft. The C-130E featured an increased take-off weight and longer range, due to the fitment of larger externalexternal tanks on pylons between the engines. The structure was strengthened, and the forward cargo door (a feature of earlier aircraft) was deleted early in the production run, increasing strength and also reducing the aircraft's weight.

The C-130E was produced in large numbers, with close to 500 being built and the aircraft also being widely exported. Just under 100 aircraft were supplied new to Argentina, Brazil, Australia, Canada, Iran, Saudi Arabia, Sweden and Turkey. Other nations eventually received E-models through the sale of surplus USAF aircraft.

Left - Seen at Nellis AFB in 2009, this C-130E has since been retired to the National Museum of the USAF. A typical C-130E, it had an illustrious service career during the Vietnam War, including a notable mission after which two of its crew were awardedawarded the Air Force Cross (Paul Filmer)

Middle left - This Turkish Air Force (THK) C-130E was still unpainted when it attended RAF Mildenhall's Air Fete 98, supporting the Turkish Stars display team. Turkey operates a C-130 fleet which includes B and E models (Paul Dunn)

Referred to by the Canadian Armed Forces as the CC-130, this E-model aircraft is seen climbing away from Runway 21L at Nellis AFB at the start of a

Red Flag 08-2 mission (Karl Drage)

A typical USAF C-130E wearing the European One camouflage scheme common in the 1980s, this aircraft from the 317th AW at Pope AFB is seen at RAF Mildenhall in 1992 (Rob Edgcumbe)

Main - An Israeli Air Force C-130E gets smartly airborne with the assistance of JATO rockets. Israel has around 15 Hercules in service, with six C-130J-30s on order (Frank Grealish); Inset this page - 5-105, the first C-130E to be received by the Imperial Iranian Air Force; seen in March 1967 (Lindsay Peacock Collection); Top middle - 63-7890 is seen departing RAF Northolt in May 1971 sporting an FB tailcode denoting ownership by the 47th TAS, 313th TAW, based at Forbes AFB, KS (Lindsay Peacock); Top right - 63-9813 was assigned to the Norton AFB-based 1174th Support Squadron at the time of this shot in mid-1970mid-1970 (Lindsay Peacock); Right - Carrying MAC titles and a very easy-on-the-eye sand/cream camouflage, 64-0504 is seen at Tyndall AFB in October 1982 (Lindsay Peacock)

Main - An Israeli Air Force C-130E gets smartly airborne with the assistance of JATO rockets. Israel has around 15 Hercules in service, with six C-130J-30s on order (Frank Grealish); Inset this page - 5-105, the first C-130E to be received by the Imperial Iranian Air Force; seen in March 1967 (Lindsay Peacock Collection); Top middle - 63-7890 is seen departing RAF Northolt in May 1971 sporting an FB tailcode denoting ownership by the 47th TAS, 313th TAW, based at Forbes AFB, KS (Lindsay Peacock); Top right - 63-9813 was assigned to the Norton AFB-based 1174th Support Squadron at the time of this shot in mid-1970mid-1970 (Lindsay Peacock); Right - Carrying MAC titles and a very easy-on-the-eye sand/cream camouflage, 64-0504 is seen at Tyndall AFB in October 1982 (Lindsay Peacock)

Air Force Photo

A USAF C-130 turns at the end of the short runway at Bam Bleh, Vietnam. The transport was one of several taking troops of the First Cavalry Division back to their base camp at An Khe after an operation. Air Force aircraft made daily flights to fields like this one carrying troops and supplies to front line units. 23 November 1966 (Air Force Photo)

The Vietnam WarTheThe American C-130 community got its first taste of combat operations during 1965, when aircraft began to be used to transport troops and equipment to Vietnam, to support the developing conflict there. Although never permanently based in the country, Hercules units rotated into Vietnamese bases for a couple of weeks at a time andand became vital in supporting the war effort there. C-130s eventually performed a wide variety of missions over Vietnam, with aircraft being modified for non-transport tasks such as command and control, special forces support, refuelling and even armed interdiction, as gunships. In all these roles, the aircraft performed admirably, but without the contributioncontribution of the pure transport versions, it would have been unlikely that US forces would have been able to conduct the war in Vietnam.

Of all the actions to which the C-130 contributed during the conflict, perhaps the most celebrated is the Battle of Khe Sahn. In early 1968, the US Marine Corps base there came under relentless assault from the North Vietnamese Army, such that the base was effectively under siege. The main method by which the base was resupplied was via aircraft, andand the primary aircraft in use was the C-130. Both USAF and USMC aircraft took part in the operation, which sometimes involved landing at the beleaguered base and other times involved airdrop, for example using the Low Altitude Parachute Extraction System (LAPES). With the area around the perimeter teeming with enemy soldiers, newnew approach procedures were developed to avoid small arms fire. Inbound aircraft stayed as high as possible until approaching the perimeter of the base, before performing a steep descent and landing.

The Battle of Khe Sahn went on until June 1968, when US forces abandoned the base. Both sides claimed victory, but it is fair to say that without the contribution of C-130 crews, the Marines at the base would not have been able to hold out for so long. In recognition of the role of the C-130, tactical approaches such as those developed during the battlebattle are still popularly known as 'Khe Sahn Approaches'.

A C-130B passes low over a drop zone in South Vietnam to deliver a pallet of supplies to ground forces in a forward area, in January 1967. The low altitude parachute extraction system (LAPES) was successfully used to resupply forward area sites where it was impossible for an aircraft to land (Air Force Photo)

A USAF C-130 turns at the end of the short runway at Bam Bleh, Vietnam. The transport was one of several taking troops of the First Cavalry Division back to their base camp at An Khe after an operation. Air Force aircraft made daily flights to fields like this one carrying troops and supplies to front line units. 23 November 1966 (Air Force Photo)

Right - A perfect case in point; the glorious desert camo that would have previously covered this UAEAF aircraft has given way to an all-over grey scheme; seen here providing support at the 2014 Bahrain International Airshow held at Sakhir Air Base (Air Base (Karl Drage)

Left - The Royal New Zealand Air Force was the launch customer for the H-model Herc.; displaying at RAF Cosford Airshow in 2005 (Karl Drage)

Top left - The Royal Air Force of Oman operates a small fleet of C-130Hs, painted in this muted but attractive desert camouflage scheme (Paul Dunn)

Camo schemes have, in general, unfortunately become something of a relic of the past, but thankfully that is not the case for all! This beautiful ‘H’ is operated by the Algerian Air Force (Karl Drage)

The C-130HTheThe ultimate version of what could be termed the 'classic' C-130 Hercules was developed in the mid-1960s. The C-130H was initially developed for export but eventually also delivered extensively to the USAF. Externally the H-model differed little from the previous E-model, but it was fitted with more powerful T56-A-15 engines and featured various internal improvements. Most notable was a redesigned and strengthened centre wing box assembly, and the aircraft also includes several avionic improvements.

FirstFirst customer for the C-130H was New Zealand, which received its first aircraft in 1965. Subsequent to that, a total of over 600 of the type were built, making it the most numerous of C-130 versions; it is also the most widely operated with aircraft in service with over 50 air arms worldwide. Many remain active today, with operators in Europe, Asia, the Middle East, Africa and the Americas.

Right - A perfect case in point; the glorious desert camo that would have previously covered this UAEAF aircraft has given way to an all-over grey scheme; seen here providing support at the 2014 Bahrain International Airshow held at Sakhir Air Base (Air Base (Karl Drage)

Left - The Royal New Zealand Air Force was the launch customer for the H-model Herc.; displaying at RAF Cosford Airshow in 2005 (Karl Drage)

Top left - The Royal Air Force of Oman operates a small fleet of C-130Hs, painted in this muted but attractive desert camouflage scheme (Paul Dunn)

Camo schemes have, in general, unfortunately become something of a relic of the past, but thankfully that is not the case for all! This beautiful ‘H’ is operated by the Algerian Air Force (Karl Drage)

This dusty scene depicting a Spanish Air Force C-130H was captured at Ablitas, Spain, during the European Air Transport Training 2013 exercise. The gravel strip is used to simulate some of the more austere airfields Herc crews can expect to encounter in current theatres of operation (Karl Drage)

Above - Another superb scheme from the past, this time carried by 114 of the Libyan Arab Republic Air Force; seen paying a stop at London’s Heathrow Airport in 1970 (Lindsay Peacock)

This dusty scene depicting a Spanish Air Force C-130H was captured at Ablitas, Spain, during the European Air Transport Training 2013 exercise. The gravel strip is used to simulate some of the more austere airfields Herc crews can expect to encounter in current theatres of operation (Karl Drage)

The Fuerza Aérea Colombiana (FAC) operates a C-130 fleet consisting of seven aircraft in a mix of C-130B and C-130H models. This C-130H carries a special colour scheme and is seen on display at José María Córdova International Airport

(Paul Filmer)

This stretched C-130H belongs to the Malaysian Air Force (Karl Drage)

Right - The USAF is by far the largest user of the C-130 in all its forms, with large numbers in particular serving with Air Force Reserve Command and the Air National Guard. This aircraft, from the 123rd AW of the Kentucky ANG, is typical of US- operated C-130Hs (operated C-130Hs (Paul Dunn)

Left - A Brazilian C-130H fits in to the regular airline traffic at Heathrow in 1988 (Rob Edgcumbe)

Middle left - A pair of Royal Saudi Air Force C-130Hs taxi in at Sakhir Air Base, Bahrain, while supporting the Saudi Hawks (Karl Drage)

The Fuerza Aérea Colombiana (FAC) operates a C-130 fleet consisting of seven aircraft in a mix of C-130B and C-130H models. This C-130H carries a special colour scheme and is seen on display at José María Córdova International Airport

(Paul Filmer)

Right - The USAF is by far the largest user of the C-130 in all its forms, with large numbers in particular serving with Air Force Reserve Command and the Air National Guard. This aircraft, from the 123rd AW of the Kentucky ANG, is typical of US- operated C-130Hs (operated C-130Hs (Paul Dunn)

Left - A Brazilian C-130H fits in to the regular airline traffic at Heathrow in 1988 (Rob Edgcumbe)

Middle left - A pair of Royal Saudi Air Force C-130Hs taxi in at Sakhir Air Base, Bahrain, while supporting the Saudi Hawks (Karl Drage)

Above - During the latter stages of the C-130K’s RAF career a number of airframes received special forces modifications and an olive green paint scheme (Karl Drage)

Above - Replacing the initial sand camouflage scheme was this grey and olive drab camo, carried by XV178 in 1980 (Lindsay Peacock)

The RAF and the C-130KDevelopedDeveloped at around the same time as the C-130H and broadly similar in capability, the C-130K was a version specifically tailored to the needs of the Royal Air Force. The RAFRAF received 66 C-130Ks in the mid-1960s, with the aircraft being equipped with some British avionics and instruments. In RAF service, the initial variant was known as the HerculesHercules C1. Later, a batch of aircraft were stretched by the installation of plugs fore and aft of the wing; these aircraft were designated C3.

The RAF's Hercules fleet saw service during the Falklands conflict in 1982, with many aircraft being fitted with refuelling probes scavenged from retired V-bombers, in orderorder to improve their range for operations in the South Atlantic. Such aircraft were termed C1P and C3P. A small number were also modified by the installation of a hose drumdrum unit (HDU) in the cargo hold to permit operation as a tanker. These aircraft (designated C1K) were mainly used for refuelling missions in the vicinity of thethe Falkland Islands in the period following the end of hostilities.

Above - Hercules C1 XV181 is seen at Cambridge in 1971 sporting the desert sand camouflage in which all the RAF’s C-130Ks were delivered (Lindsay Peacock)

Above - Another scheme carried during the RAF C-130K era was this rather less interesting all-over grey, as seen here on Hercules C3 XV301 at Shoreham in 2008 (Paul Dunn)

Main - While the sand camo may have been easier on-the-eye, it is hard to argue that the grey and olive drab scheme was not more appropriate for much of Western Europe (Lindsay Peacock)

Right - The sole airworthy example of the original L-100, 4144 of the Pakistan Air Force carrying spectacular artwork (Karl Drage)

LeftLeft - Air Algerie Cargo operates a single L-100-30 Hercules, seen here making a rare visit to London Heathrow in December 2013 (Tom Gibbons)

TopTop left - This Safair L-100-30 was UK based on a contract with Oil Spill Response Limited (OSRL). It later passed to Air Contractors and received an Irish civil registration, the only L-100 to appear on a European civil register (Paul Dopson)

HZ-128 is an L-100-30 operated by the Saudi Arabian Royal Flight. Seen here taxying out at London-Luton Airport (Karl Drage)

The Lockheed L-100EnteringEntering service at around the same time as the C-130H were the first examples of the civilian version of the Hercules, the L-100. Previously Lockheed had attempted to market an updated version to cargo airlines, but the project came to naught. In the end, the L-100 was a simpler derivative of the C-130E, lacking military systems. A total of 21 aircraft were produced before production switched to the stretched L-100-20 and subsequently the L-100-30 version.

AlthoughAlthough the larger versions proved to be fairly popular, only 114 L-100s were produced. Today, around 70 remain in service, split roughly equally between military and civilian operators. Largest operators are Safair of South Africa (9) and Lynden Air Cargo of Alaska (6).

Right - The sole airworthy example of the original L-100, 4144 of the Pakistan Air Force carrying spectacular artwork (Karl Drage)

LeftLeft - Air Algerie Cargo operates a single L-100-30 Hercules, seen here making a rare visit to London Heathrow in December 2013 (Tom Gibbons)

TopTop left - This Safair L-100-30 was UK based on a contract with Oil Spill Response Limited (OSRL). It later passed to Air Contractors and received an Irish civil registration, the only L-100 to appear on a European civil register (Paul Dopson)

HZ-128 is an L-100-30 operated by the Saudi Arabian Royal Flight. Seen here taxying out at London-Luton Airport (Karl Drage)

Lockheed L-100-30 Hercules EI-JIV belonging to Air Contractors flies over the River Liffey, Dublin, while taking part in the FlightFest event, 15 September 2013 (Frank Grealish)

Lockheed L-100-30 Hercules EI-JIV belonging to Air Contractors flies over the River Liffey, Dublin, while taking part in the FlightFest event, 15 September 2013 (Frank Grealish)

Above - N121TG of International Air Response started out life as C-130A 56-0511 with the USAF. The aircraft is now operating in striking Oil Spill Response colours (Karl Drage)

RightRight - Another former USAF C-130A, this time 57-0512. Seen carrying Maritime Spill Response Corporation titles on wet lease from International Air Response (Paul Dunn)

LeftLeft - Although carrying Saudia colours, HZ-115 is a VC-130H rather than an L-100, and is operated by the Saudi Royal Flight(John Higgins)

Above - N121TG of International Air Response started out life as C-130A 56-0511 with the USAF. The aircraft is now operating in striking Oil Spill Response colours (Karl Drage)

RightRight - Another former USAF C-130A, this time 57-0512. Seen carrying Maritime Spill Response Corporation titles on wet lease from International Air Response (Paul Dunn)

LeftLeft - Although carrying Saudia colours, HZ-115 is a VC-130H rather than an L-100, and is operated by the Saudi Royal Flight(John Higgins)

Above - Lynden Air Cargo operates a fleet of L-100s including this example seen arriving at Boeing Field in Seattle (Rob Edgcumbe)

In addition to these purpose built L-100s, several ex-military aircraft are in service with civilian operators. For many years, ex-USAF C-130As were popular as firefighting aircraft in the US. However, as a result of a series of high profile accidents, all of these C-130s have been retired from fire tanker operations. Some remain in service in other roles though; Arizona-based International Air Response has a small fleet which it uses for a variety of roles, including aerial spraying for oil spill response and a varietyvariety of military contracts. In the past, its aircraft were used to integrate the AGM-114 Hellfire missile onto the Hercules, a weapon which was later to equip some modified USMC aircraft.

Operated by the 143rd Airlift Wing, Rhode Island Air National Guard, this stretched C-130J sits under the lights in the static park at the 2014 Bahrain International Airshow (Karl Drage)

The 'Super Hercules'ByBy the mid-1990s, the C-130H had been in production for nearly 30 years. In total, over 2000 C-130s of all versions had been delivered, and the programme had been a massive success, but the design was still over 40 years old and elements of it fell short of modern standards.

Lockheed began a project to modernise the aircraft, with new engines and propellers, along with more modern avionics and cockpit systems.

EnthusiasmEnthusiasm for the new aircraft, designated C-130J, was fairly widespread, with many existing C-130 operators being of the opinion that the best replacement for a Hercules was

for both pilots; improved avionics and navigation equipment means that the aircraft also has a reduced crew complement. These improvements give the J model increased range, a higher maximum speed and generally improved performance. The C-130J is available in two sizes, the C-130J-30 being stretched by aroundaround 15ft, in a similar manner to the C-130H-30 and L100-30.

Operated by the 143rd Airlift Wing, Rhode Island Air National Guard, this stretched C-130J sits under the lights in the static park at the 2014 Bahrain International Airshow (Karl Drage)

another Hercules. The development programme was somewhat troubled, but resulted in an aircraft which has sold well and is now in widespread use throughout the world.

TheThe C-130J is fitted with Rolls Royce AE 2100 D3 turboprop engines, driving six bladed Dowty R391 composite 'scimitar' propellers. The cockpit has digital displays and head-up displays (HUDs)

Above - As the sun goes down this Royal Air Force C-130J Hercules C5 begins a low-level sortie over Wales (Gordon Jones)

Right - Short final to RAF Brize Norton’s Runway 26 for this Royal Air Force Hercules C4 (Karl Drage)

LeftLeft - Turning finals at Nellis AFB during a Red Flag exercise in 2009, this is one of four C-130J-30s in service with the Royal Norwegian Air Force (Paul Filmer)

TopTop left - Among the cockpit enhancements to the C-130J is the addition of a head-up display (Gordon Jones)

The C-130J has been adopted by many existed Hercules customers, and a few new ones. Largest customers have been the USAF and USMC, which has adopted the KC-130J version. The RAF was an early customer, taking 25 aircraft in a mix of C-130J-30 (Hercules C4) and C-130J (C5) variants. Elsewhere in Europe, the J model has been selected by Denmark, Norway and Italy.

Above - As the sun goes down this Royal Air Force C-130J Hercules C5 begins a low-level sortie over Wales (Gordon Jones)

Right - Short final to RAF Brize Norton’s Runway 26 for this Royal Air Force Hercules C4 (Karl Drage)

LeftLeft - Turning finals at Nellis AFB during a Red Flag exercise in 2009, this is one of four C-130J-30s in service with the Royal Norwegian Air Force (Paul Filmer)

TopTop left - Among the cockpit enhancements to the C-130J is the addition of a head-up display (Gordon Jones)

Above - The Republic of Korea Air Force became the fourteenth country to receive the C-130J in March (Lockheed Martin)

Above - The Royal Danish Air Force operates a fleet of four C-130J-30s (Kieran Lear)

Above - Sadly, the Israeli Air Force’s brand new C-130Js are painted in an all-over grey colour scheme. They will be known as the ‘Shimshon’ in service (Lockheed Martin)

with Kuwait and Israel having also ordered aircraft, with Kuwait opting for the KC-130J tanker. Lockheed also recently launched a

civilian version of the C-130J, as a replacement for the L100.

The C-130J has found favour with existing customers such as Australia and Canada, but also some new operators, notably including India and Iraq. Elsewhere in the Middle East, present operators include Qatar and the UAE,

Above - The Royal Danish Air Force operates a fleet of four C-130J-30s (Kieran Lear)

Above - Sadly, the Israeli Air Force’s brand new C-130Js are painted in an all-over grey colour scheme. They will be known as the ‘Shimshon’ in service (Lockheed Martin)

Above - Tunisia currently operates a fleet of C-130Hs and C-130Bs, first purchased in the mid-1980s. The first of two C-130J aircraft is due for delivery later this year (Lockheed Martin)

Above - Meanwhile, the three Royal Air Force of Oman examples still carry their beautiful camouflage (Lockheed Martin)

Above - The Lockheed Martin C-130J production line in Marietta, Georgia (Lockheed Martin)

Main - One of six C-130J-30s ordered by the Iraqi Air Force departs Shannon Airport, having stopped for fuel during its delivery flight (Frank Grealish)

Special Mission C-130sInIn addition to the straight transport C-130 versions, the aircraft's ruggedness and internal capacity have meant that it is able to fulfil a variety of special missions. Many of these involve major modifications to the airframe, resulting in the adoption of new designations. An attempt to cover all of the different modifications to the basicbasic C-130 over the years would take up much more space than is available in this magazine, so we will stick to the better known and more numerous versions.

Rescue operationsOne of the earliest special missions assigned to the C-130 was search and rescue. The US Coast Guard acquired 12 modified C-130Bs from 1956, under the designation HC-130B.

DerivedDerived from the C-130E airframe, the HC-130H was delivered to both the Coast Guard and the USAF, which used the aircraft for SAR and also Combat SAR (CSAR). A major difference between aircraft delivered to the two air arms was the fitting of the Fulton STARS personnel

Stunning views as a US Coast Guard HC-130H from CGAS Sacramento vacates the runway at Rocky Mountain Metropolitan Airport, Colorado

(Paul Filmer)recovery system; USAF aircraft had this equipment fitted in a modified nose section. The Fulton equipment enabled the aircraft to recover an operative (or equipment) from the ground using a helium balloon and a length of strong cable.

HC-130N of the 211th RQS, 176th Wg, Alaska ANG, streams its refuelling hoses (Rob Edgcumbe)

This HC-130P Combat King was serving with the 79th Rescue Squadron when photographed departing Nellis AFB during a Red Flag exercise. It has since been retired and replaced by deliveries of HC-130Js (Frank Grealish)

Most USAF HC-130Hs were later upgraded to HC-130P standard. Part of the upgrade package added refuelling pods under the outer wings, to allow the aircraft to refuel helicopters, further increasing their usefulnessusefulness in rescue operations. Internal fuel tanks were also fitted.

As well as these upgraded aircraft, the USAF also received some new aircraft to the same specification, also designated HC-130P. A follow-on batch of similar aircraft was delivered, but lacking the Fulton equipment,equipment, which by that stage was rarely used. These aircraft were designated HC-130N; collectively the fleet was dubbed 'Combat King'.

The HC-130 fleet was divided between the USAF, ANG and AFRES (which became AFRC). Some aircraft served with AFSOC (Air Force Special Operations Command), as tankers to support helicopter operations;operations; these aircraft were redesignated MC-130P 'Combat Shadow' in the mid-1990s.

As with much of the special mission Hercules fleet, the HC-130 fleet is ageing and reaching the end of its career. The replacement is the HC-130J 'Combat King II', a derivative of the USMC's KC-130J tanker. DeliveriesDeliveries commenced recently and the earliest HC-130Ps have now been retired. The USCG is also receiving a new version, also designated HC-130J, and based on the C-130J airframe.

Recently delivered HC-130J Combat King II from the 79th Rescue Squadron, home based at Davis-Monthan AFB, AZ (Rob Edgcumbe)

HC-130N of the 211th RQS, 176th Wg, Alaska ANG, streams its refuelling hoses (Rob Edgcumbe)

This HC-130P Combat King was serving with the 79th Rescue Squadron when photographed departing Nellis AFB during a Red Flag exercise. It has since been retired and replaced by deliveries of HC-130Js (Frank Grealish)

The Italian Air Force has modified seven C-130Js to KC-130J standard, with a further example being lost in an accident (John Higgins)

Below right - The oldest C-130s left in US military service are a trio of KC-130Fs assigned to VX-30 'Bloodhounds' at NAS Point Mugu, CA. Delivered in 1961, this aircraft is now used to provide refuelling support for test work over the Pacific ranges (Paul Dunn)

Hercules TankersAnotherAnother early role assigned to the C-130 was that of air-refuelling tanker. Initial customer was the US Marine Corps, who operated the KC-130F, a derivative of the C-130B. The C-130 represents a useful tanker aircraft, especially for a force such as the USMC, as it is able to pass fuel at a variety of speeds, meaning it has the abilityability to refuel different types from helicopters to fast jets. Most are not fitted with permanent fuel tanks in their cargo holds either, which means they are still available for more conventional transport missions.

The KC-130F was followed by the KC-130R and KC-130T, both of which were based on the C-130H airframe. The F and R versions were mostly retired from USMC service in the early part of the last decade, when the newer KC-130J became available, although the newer T model still serves with some reserve units.

OtherOther nations have adopted the KC-130 as a relatively low cost tanker aircraft, particularly for those operators who already use the C-130 transport. Singapore was an early customer, and still operates a number of KC-130Bs. Canada has a fleet of five KC-130Hs (CC-130H(T) in the RCAF designation system), andand small numbers of aircraft are also operated by the air arms of Argentina, Brazil, Morocco, and Saudi Arabia, amongst others. Israel is a major user, with two squadrons operating the KC-130H, and Italy has modified seven C-130Js to KC-130J standard, with a further aircraft being lost in an accident.

Experience in the Falklands conflict led to the RAF modifying a small number of its Hercules C1 fleet to operate as tankers. Fitted with a hose drum unit in the cargo hold, which could be trailed through a hole in the ramp, the aircraft were designated C1K. The Hercules tankers saw much use in the Falklands area in the post conflictconflict period, but in common with the rest of the C1/C3 fleet, they have now been retired and so far none of the Hercules C4/C5 fleet has received similar modifications to replace them.

Above - An RAF Hercules approaches the refuelling drogue trailed behind a Hercules C1K

(Gareth Attridge)

The Italian Air Force has modified seven C-130Js to KC-130J standard, with a further example being lost in an accident (John Higgins)

Below right - The oldest C-130s left in US military service are a trio of KC-130Fs assigned to VX-30 'Bloodhounds' at NAS Point Mugu, CA. Delivered in 1961, this aircraft is now used to provide refuelling support for test work over the Pacific ranges (Paul Dunn)

The USMC operates a substantial fleet of KC-130Js, such as this example from VMGR-352 'Raiders', based at MCAS Miramar, CA. Marine Corps Hercules are equipped to refuel fast jets, tiltrotors and helicopters, in addition to regular transport duties (Paul Dunn)

This MC-130E Combat Talon I is seen in the days when the Fulton Recovery System was still installed with the booms extended (Rob Edgcumbe)

The Fulton STARS recovery system was removed from the MC-130E fleet in the early 1990s, although the attachment points remained, as seen on this example (Rob Edgcumbe)

Special Operations SupportDuringDuring the Vietnam War, a number of C-130Es were modified to support special forces operations. Several projects yielded small numbers of aircraft, using project names such as Rivet Clamp and Heavy Chain.Chain. The aircraft involved received the collective code name Combat Talon (later Combat Talon I) in 1967, although it wasn't until 1977 that they received the standard designation MC-130E, having previouslypreviously been referred to using various suffixes.

The MC-130E featured a variety of modifications to the basic C-130E airframe, to allow it to operate in hostile territory, mostly at low level, under the cover of darkness. These included terrain following radar, improved navigationnavigation equipment and countermeasures equipment. They also featured the Fulton STARS personnel recovery system, which was fitted to the nose of the aircraft; installation of this and the TFR gave the MC-130EMC-130E a distinctive drooped nose profile.

The MC-130E fleet had a very long and varied life, with aircraft latterly serving with AFRC as late as 2013. They were progressively upgraded during their long career, receiving the capability to refuel helicopters, as well as upgradesupgrades to mission equipment. The Fulton gear was removed in the early 1990s due to lack of use.

To expand the special operations fleet, a further batch of aircraft was developed in the early 1980s. Based on the C-130H, the MC-130H Combat Talon II had a protracted development, and it wasn't until late 1991 that the first unitunit became operational on the type.

The aircraft are optimised for low level, night missions in support of special forces, and for that role are equipped with upgraded avionics and navigation equipment, radar and GPS. Like its predecessor, the MC-130H has beenbeen a constant presence in the world’s trouble spots over the last 20 years, particularly during Operations Enduring Freedom and Iraqi Freedom. Several aircraft have sustained damage due to enemy fire, and the fleet hashas seen some accidental losses, but the remaining aircraft represent the core of the USAF Special Operations Command (AFSOC) fleet.

This MC-130E Combat Talon I is seen in the days when the Fulton Recovery System was still installed with the booms extended (Rob Edgcumbe)

The Fulton STARS recovery system was removed from the MC-130E fleet in the early 1990s, although the attachment points remained, as seen on this example (Rob Edgcumbe)

The MC-130P Combat Shadow is currently the primary tanker aircraft operated by AFSOC. The fleet is comprised of former HC-130P SAR aircraft; such aircraft assigned to AFSOC were redesignated MC-130P in 1996. Its primary role is the support of helicopter (and tiltrotor) operations with aerial refuelling.

FacedFaced with an ageing fleet of aircraft as both the MC-130E and MC-130P approached the end of their careers, AFSOC acquired 12 former ANG/AFRES C-130Hs, which were then modified with some special mission equipment, emerging as MC-130W Combat Spears. Although they lacked terrain following equipment, the MC-130WsMC-130Ws have proven useful, particularly given attrition to the Combat Talon II fleet.

Above - 9th SOS MC-130P departs Shannon Airport on 26 June 2009 after taking part in a long-range SAR mission that involved it being refuelled by a KC-135 from the 100th ARW at RAF Mildenhall before it in turn refuelled a pair of HH-60 Pave Hawks off the west coast of Ireland (Frank Grealish)

BelowBelow - The nose profile of this MC-130P betrays its previous incarnation as an HC-130H, fitted with the Fulton STARS recovery system. Seen when in service with the 67th SOS at RAF Mildenhall, this aircraft has now been retired (Paul Dopson)

Below left - This 7th SOS, 352nd SOG, MC-130H taxies in at RAF Fairford’s Western Park & View area ahead of RIAT 2006 (Karl Drage)

TopTop left - The MC-130H is predominantly employed at low-level, and the crew of this RAF Mildenhall based machine is seen honing their skills in Wales (Karl Drage)

The improved engines and propellers of the MC-130J allow it to fly 20% faster than the MC-130P and carry 10,000lbs of additional fuel or cargo (Gordon Jones)

The Royal Air Force retired its last C-130K in October 2013. During its latter years, the aircraft were used extensively on special forces operations, as evidenced by the various lumps and bumps carried on the airframe (Karl Drage)

This MC-130J was loaned to the 7th SOS, 352nd SOG, to allow it to start the transition from the MC-130P, a transition that is now complete (Gordon Jones)

The improved engines and propellers of the MC-130J allow it to fly 20% faster than the MC-130P and carry 10,000lbs of additional fuel or cargo (Gordon Jones)

The C-130J has replaced the K model in the SF role with the RAF (Karl Drage)

The Royal Air Force retired its last C-130K in October 2013. During its latter years, the aircraft were used extensively on special forces operations, as evidenced by the various lumps and bumps carried on the airframe (Karl Drage)

The latest version of the Hercules to serve with AFSOC is the MC-130J, which will eventually replace all the command’s C-130s. Based on the USMC KC-130J airframe, but modified for special operations tasks, the MC-130J is actually the first version of the C-130 to have been built specifically for special operations from day one; all the others have been modified from conventional C-130E/H airframes.

DeliveryDelivery of the MC-130Js has allowed retirement of the older MC-130Ps, and also allowed the MC-130W fleet to be armed and re-roled as AC-130W gunships, taking some of the pressure off the relatively small AC-130 fleet.

OtherOther nations have also operated the Hercules in the special forces support role, but rarely have aircraft received major modifications. One exception was the RAF C-130K fleet, which included several aircraft modified for covert operations. These were Hercules C1Ps fitted with FLIR, enhanced countermeasures and further systems. The aircraft served with the Special Forces Flight, an element of 47 Sqn, and have now been retired and replaced by less obviously modified C-130Js.

An AC-130H gunship from the 16th Special Operations Squadron, Hurlburt Field, Florida, jettisons flares as an infrared countermeasure during multi-gunship formation egress training on August 24, 2007 (U.S. Air Force photo/Senior Airman Julianne Showalter)

Below left & middle: The AC-130H fleet has undergone a few changes in configuration over the years. In its most recent incarnation, the pair of 20mm cannons mounted forward of the main landing gear have been removed, leaving only the 40mm and 105mm (bottom middle) weapons. Many gunships carry artwork similar to this 'Angel of Death' (Paul Filmer)

Hercules GunshipsDuringDuring the Vietnam War, the USAF experimented with fitting sideways firing guns to the C-47 transport aircraft to produce a gunship capable of engaging ground targets. The original AC-47s (nicknamed Spooky) were fairly low technology, but were considered useful and provedproved the concept that a transport aircraft fitted with sideways firing weapons would be able to utilise these weapons accurately during a pylon turn, to attack a target on the surface.

In order to increase endurance and also to carry heavier weaponry, it was proposed to modify a number of C-130As to a similar configuration. Where the AC-47s were fairly crude and rudimentary, the AC-130 was designed from the start to contain significant avionics, including an analogue fire control computercomputer and improved sensors. Initial weapons fit was limited to similar calibre guns to the AC-47, but, as the programme developed, heavier weapons were introduced.

The AC-130A served with distinction during the Vietnam War, and aircraft were credited with the destruction of many vehicles and other targets. Final weapons configuration was termed 'Surprise Package' and included two 20mm rotary and two 40mm Bofors cannons. These early gunships were later augmentedaugmented by a batch of converted AC-130Es; the project name was Pave Spectre, and the name Spectre has since become closely associated with the entire gunship fleet, regardless of modification state.

The AC-130E fleet was subsequently upgraded to AC-130H standard, with one of the 40mm cannon replaced by a 105mm howitzer. The AC-130A/H fleet served together until the mid-1990s, by which time the earlier aircraft had reached the end of their lifespan.

An AC-130H gunship from the 16th Special Operations Squadron, Hurlburt Field, Florida, jettisons flares as an infrared countermeasure during multi-gunship formation egress training on August 24, 2007 (U.S. Air Force photo/Senior Airman Julianne Showalter)

Bottom right - 'Gunship II' (54-1626) was the prototype AC-130A conversion. Modified from JC-130 configuration at Wright-Patterson AFB in 1967, it was deployed to South East Asia shortly afterwards. It was retired from test duties in 1976 and placed on display at the USAF Museum. It was returned to AC-130A configuration (albeit without weapons) in the mid-1990s and is seen shortly after

restoration (restoration (Paul Dunn)

Below left & middle: The AC-130H fleet has undergone a few changes in configuration over the years. In its most recent incarnation, the pair of 20mm cannons mounted forward of the main landing gear have been removed, leaving only the 40mm and 105mm (bottom middle) weapons. Many gunships carry artwork similar to this 'Angel of Death' (Paul Filmer)

Replacement for the AC-130A fleet came in the form of a batch of converted C-130H airframes designated AC-130U. The U-model dispensed with the pair of 20mm cannons, which were replaced by a single 25mm weapon. As the gunship concept has evolved, the altitude at which the aircraft has tendedtended to operate has increased, making the original 20mm armament unacceptably inaccurate.

The AC-130H/U fleet has seen extensive use over the last two decades, and the aircraft have been progressively upgraded and fitted with improved sensor and fire control equipment. To ease some of the operational pressure on the fleet, the MC-130W Combat Dragon aircraft were modified to carry weapons,weapons, including the AGM-114 Hellfire missile and eventually a 30mm cannon. Initially termed MC-130W 'Dragon Spear', the aircraft are now designated AC-130W Stinger II.

In the future, the AC-130J (based on MC-130J airframe) will enter service with a weapons package that will be similar to the AC-130W. These aircraft will replace the ageing AC-130Hs and also increase the overall size of the gunship fleet. The first aircraft is supposed to enter service in 2017, with the name Ghostrider,Ghostrider, continuing the spectral theme which began with Spooky.

The USAF is the only operator of purpose-built gunship C-130s. However, in recent years, the USMC has adopted an armament programme for its KC-130J fleet. Know as Harvest HAWK (Hercules Airborne Weapons Kit), this is a removable modification package which gives the KC-130J a limited close supportsupport capability. The aircraft carries the AN/AAQ-30 Targeting Sight System (TSS) attached to the left wing external fuel tank. A sensor operator inside the aircraft can employ missiles such as the AGM-114 Hellfire and AGM-176 Griffin in a similar manner to the AC-130W, and there are plans to include a 30mm30mm cannon as a future upgrade. Harvest HAWK equipped KC-130Js have seen combat over Afghanistan, with successful results.

Above - The AC-130W is modified from the MC-130W and equipped with a single 30mm Bushmaster cannon in the forward fuselage. The aircraft can also has deploy standoff weapons such as the AGM-114 Hellfire missile (Alan Kenny)

Below - The recently developed 'Deringer Door' allows the KC-130J to deploy precision standoff weapons such as the Griffin missile without depressurising the aircraft (U.S. Navy photo)

BelowBelow left - The unique Harvest HAWK variant of the KC-130J supports 2nd Marine Aircraft Wing (Forward) in providing closer air support and surveillance for coalition troops on the ground in southwestern Afghanistan. AGM-114 Hellfire missiles are fitted under the wing of this example (U.S. Marine Corps photo, Cpl Samantha H. Arrington)

Left - The array of weapons fitted to the AC-130U is clearly visible as this example takes off from RAF Mildenhall (Gordon Jones)

TopTop left - The AC-130 carries a crew of 13, which includes sensor operators, a fire control officer and four aerial gunners. Here, these gunners load massive 105mm shells into the howitzer at the rear of the aircraft (U.S. Air Force photo, SSGT Greg L. Davis)

By 2003, the EC-130E(RR) was in need of replacement. This came in the form of a number of new build EC-130Js, dubbed Commando Solo III (Lockheed Martin)

Communications and Electronic CombatOne of the more unusual and specialised roles assigned to the Hercules is that of flying communications centre and jamming platform. These duties are undertaken by the EC-130 family of aircraft, and their operations are some of the most sensitive undertaken by the Hercules.

TheThe earliest EC-130s were EC-130Es, converted from C-130E transports. These aircraft fall into two main categories. The EC-130E ABCCC Airborne Battlefield Command and Control Center was a tactical command post for use in low threat environments. The aircraft were retired in 2002, and their mission transferred to the E-8 JSTARS and E-3 Sentry fleet.

TheThe EC-130E Commando Solo aircraft had a rather more interesting career. These extensively modified aircraft were also referred to by the code name Rivet Rider, and were equipped with equipment to act as an airborne TV and radio transmission centre. The original EC-130E(RR) aircraft have been through several changes in configuration, but their final appearance included four fin mounted pods, two large underwingunderwing blade antennae and two very large VHF/UHF transmission pods under the outer wings.

The main duty of the Commando Solo aircraft is psychological warfare (PSYOPS); using their equipment, signals can be broadcast on commercial TV and radio channels, meaning propaganda can be targeted at either military or civilian personnel. The aircraft can also be used in time of national emergency, to broadcast information to citizens. The EC-130E(RR) fleet was replaced in the period 2003-06, with the missionmission equipment being transferred to a fleet of new build EC-130Js.

The EC-130J Commando Solo III fleet is operated by the 193rd Special Operations Wing of the Pennsylvania ANG and consists of seven aircraft, although only four carry the mission equipment for PSYOPS. The remainder of the fleet are also referred to as EC-130Js (or sometimes EC-130SJs) and apparently are used for more 'conventional' special operations. However, in the past, the 193rd SOW operated a smallsmall number of shadowy EC-130E(CL) aircraft (known as Comfy Levi or Senior Hunter) which were believed to have an electronic intelligence gathering capability. The EC-130E(CL) mission equipment was thought to be mounted in trailers for easy deployment on the aircraft and it is possible that these EC-130SJs are the successors to the Comfy Levi aircraft.

By 2003, the EC-130E(RR) was in need of replacement. This came in the form of a number of new build EC-130Js, dubbed Commando Solo III (Lockheed Martin)

The 193rd SOG also operates a number of less-obviously modified EC-130Js, sometimes referred to as EC-130SJs or "Special Js" (Shaun Schofield)

Main - Experience during Desert Storm led to a radical refit for the EC-130E(RR) fleet, which resulted in this configuration, known as Commando Solo II (Top three images Lindsay Peacock)

Above - In its early form, the EC-130E(RR) carried psychological warfare equipment previously installed on Lockheed EC-121S Constellations. Operated by the Pennsylvania ANG, the aircraft saw some changes in configuration (and colours) during the 1970s and 1980s, when they were

referred to as Commando Solo.

The EC-130H is another rather radical-looking conversion of the Hercules, in this case the C-130H airframe. Today all EC-130Hs serve with the 55th Electronic Combat Group at Davis-Monthan AFB, AZ. They are known as Compass Call, and perform a variety of missions aimed at jamming and disrupting enemy communications.

OneOne further variety of EC-130, which has now been retired from service, was the EC-130Q. This version served the US Navy in the TACAMO (Take Charge And Move Out) role. The aircraft were fitted with a lengthy trailing wire antenna for VLF communications with the US Navy Fleet Ballistic Missile submarines. The EC-130Qs were retired in the early nineties and replaced by the E-6. Right - EC-130H 73-1585 is seen on

short final to RAF Lakenheath in 1987 when operated by the 43rd ECS based at Sembach AB, Germany (Lindsay Peacock)

LeftLeft - This former US Navy EC-130Q, 161496, is owned by NCAR and is stored in one of the many scrapyards surrounding the AMARG facility at DM (Karl Drage)

TopTop left - An EC-130H Compass Call touches down at Nellis Air Force Base after completing a mission as part of Red Flag 14-1 (Gordon Jones)

An EC-130H Compass Call from the 55th Electronic Combat Group turns final at Nellis AFB during a Red Flag exercise (Paul Filmer)

Right - EC-130H 73-1585 is seen on short final to RAF Lakenheath in 1987 when operated by the 43rd ECS based at Sembach AB, Germany (Lindsay Peacock)

LeftLeft - This former US Navy EC-130Q, 161496, is owned by NCAR and is stored in one of the many scrapyards surrounding the AMARG facility at DM (Karl Drage)

TopTop left - An EC-130H Compass Call touches down at Nellis Air Force Base after completing a mission as part of Red Flag 14-1 (Gordon Jones)

An EC-130H Compass Call from the 55th Electronic Combat Group turns final at Nellis AFB during a Red Flag exercise (Paul Filmer)

Above - XV208, Hercules W2, better known as “Snoopy”, was operated for over 28 years by the Met Research Flight from RAE Farnborough before its retirement in March 2001 (Lindsay Peacock)

RightRight - 64-0552 was a WC-130E, seen here at RAF Mildenhall in 1972 with the very obvious “WEATHER” titles indicating its purpose. The aircraft belonged to the 55th Weather Reconnaissance Squadron based at McClellan, CA (Lindsay Peacock)

LeftLeft - The National Center for Atmospheric Research (NCAR) operates this former US Navy EC-130Q for a variety of research projects (Paul Filmer)

Meteorological ResearchThe ruggedness of the C-130 design lent itself well to operating in extreme The ruggedness of the C-130 design lent itself well to operating in extreme conditions, and there are few weather conditions more extreme than within a hurricane. However, that is exactly where a select number of C-130s have been flown (deliberately) in the name of meteorological research. Over the years, the USAF has operated various different types of Hercules for weather reconnaissance, designated WC-130A/B/E/H/J. The current type in use is the WC-130J Hurricane Hunter, which is in service with thethe 53rd Weather Reconnaissance Squadron of Air Force Reserve Command, based at Keesler AFB, MS. The aircraft carry a variety of sensors and equipment used to record parameters such as wind speed and direction and rainfall. This data is used in forecasting tropical storm development.

USAF is the main operator of weather research C-130s, but other organisations operate (or have operated) modified aircraft in a similar role. The National Center for Atmospheric Research (NCAR) uses a former US Navy EC-130Q which has been extensively equipped for all manner of experiments, including atmospheric sampling, oceanography and cloud physics studies.

ForFor many years, the RAF operated a weather research C-130. Dubbed Hercules W2, the aircraft was modified with an long nose probe, which necessitated the moving of the weather radar to a pod above the flightdeck. This gave the aircraft a unique appearance, and also gave rise to its nickname - Snoopy. It was operated on behalf of the Met Office until being withdrawn in 2001. It was then used as a test bed for the TP400 engine for the A400M, although it did not see much use in this configuration and has been grounded for some time.configuration and has been grounded for some time.

Above - XV208, Hercules W2, better known as “Snoopy”, was operated for over 28 years by the Met Research Flight from RAE Farnborough before its retirement in March 2001 (Lindsay Peacock)

RightRight - 64-0552 was a WC-130E, seen here at RAF Mildenhall in 1972 with the very obvious “WEATHER” titles indicating its purpose. The aircraft belonged to the 55th Weather Reconnaissance Squadron based at McClellan, CA (Lindsay Peacock)

LeftLeft - The National Center for Atmospheric Research (NCAR) operates this former US Navy EC-130Q for a variety of research projects (Paul Filmer)

The new generation of Hercules fire fighting tankers is typified by this example owned by Coulson Aviation. It is a former US Navy EC-130Q, which was retired in the early 1990s after a fairly short career. Seen here performing a demonstration drop at Centennial Airport, Colorado (Paul Filmer)

The new generation of Hercules fire fighting tankers is typified by this example owned by Coulson Aviation. It is a former US Navy EC-130Q, which was retired in the early 1990s after a fairly short career. Seen here performing a demonstration drop at Centennial Airport, Colorado (Paul Filmer)

An LC-130H Hercules departs Barnes Air National Guard Base on its way to Florida in support of a 104th Fighter Wing deployment (Frank Grealish)

Lindsay PeacockJohn Higgins

Drone directorBothBoth the USAF (above) and US Navy (top left) have used modified C-130s to launch and control drones. Modified aircraft were designated DC-130A/E and were capable of carrying up to four drones for a variety of uses, including reconnaissance and weapons development. They were used operationally by the USAF to launch reconnaissance drones over Vietnam with some success. Improvements in UAV technology made the DC-130 redundant in the role in which it had been designed, and surviving aircraft were either converted back to being transports or reassigned to test duties.were either converted back to being transports or reassigned to test duties.

Last operator of the DC-130 was the Navy, who used a small number of aircraft in conjunction with trials work with VX-30 at NAS Point Mugu, CA. The last of these was retired in 2007, but not before one of the Navy DC-130As had been deployed to the Persian Gulf to take part in the opening stages of Operation Iraqi Freedom, launching three drones which flew over Baghdad dispensing chaff to cover the initial 'shock and awe' attacks.

Above - C-130H 85-1079 of the Japan Air Self Defense Force is seen at Pope AFB, NC, in June 1990 (Lindsay Peacock)

Above - The Royal Jordanian Air Force operates a fleet of eight C-130s, including this C-130H seen at Amman in 2008, and operated by 3 Sqn (Gareth Attridge)

Main - One of the most famous C-130 colour schemes in the world, 'Fat Albert' is a US Marine Corps C-130T used to support the Blue Angels display team. The C-130 often performs its own display at airshows, although this sadly no longer includes a spectacular JATO takeoff, as seen here (Rob Edgcumbe)

Above - The Austrian Air Force procured three former RAF C-130Ks in 2003/4 (Karl Drage)

Above - Morocco is a major C-130H user, and its fleet includes a pair of KC-130H tankers and at least one aircraft modified for reconnaissance (John Higgins)

Main - One of the most famous C-130 colour schemes in the world, 'Fat Albert' is a US Marine Corps C-130T used to support the Blue Angels display team. The C-130 often performs its own display at airshows, although this sadly no longer includes a spectacular JATO takeoff, as seen here (Rob Edgcumbe)

Above - The C-130T is used by the US Navy as a tactical airlifter. This example hails from VR-62 “Nomads”, a US Navy Reserve unit based at NAS Jacksonville, FL (Karl Drage)

Summing upTheThe C-130 is one of the great aircraft of modern times. It has been in continuous production for 60 years, the longest production run of any military aircraft in history, and is one of only five types to mark over 50 years of service with its original customer. With C-130Js continuing to flow off the production line and future orders still coming in, it looks likely that the Hercules will be celebrating many more anniversaries in the years to come.

No. 1 School of Technical Training and the Sepecat JaguarThe Cat Still Roars

It’s a well-known fact that within the great circle of life, there are many stages that ultimately ends with death and the great unknown. The same could be said of aircraft; designed, built, service entry and finally withdrawn for scrapping and a return to their natural compositions of raw materials……………….but not always!

Some aircraft survive for a number of years giving service to their respective air arms in maintenance training roles, and the RAF’s Jaguar Force is still doing its bit within the confines of No. 1 School of Technical Training (1 SoTT) at RAF Cosford, Shropshire. Clive Bennett reports. Additional photography as credited.

Anthony Williams

No. 1 School of Technical Training and the Sepecat JaguarThe Cat Still Roars

It’s a well-known fact that within the great circle of life, there are many stages that ultimately ends with death and the great unknown. The same could be said of aircraft; designed, built, service entry and finally withdrawn for scrapping and a return to their natural compositions of raw materials……………….but not always!

Some aircraft survive for a number of years giving service to their respective air arms in maintenance training roles, and the RAF’s Jaguar Force is still doing its bit within the confines of No. 1 School of Technical Training (1 SoTT) at RAF Cosford, Shropshire. Clive Bennett reports. Additional photography as credited.

Jaguar GR3A XX119/AI

Below - 238 Squadron utilises a digital program for the day’s activities, but there’s plenty of paperwork to be kept up to date too. All images this spread Clive Bennett

No. 1 SoTT has overall command of programmes at Cosford, but all students start their training life with No. 238 Squadron once basic RAF training has been completed at RAF Halton.

HistoryTheThe No. 238 Sqn number plate was adopted by the Airfield Training Sqn in 2007. This had to be sanctioned by the RAF at the highest level and is unique in the fact that the squadron badge still has the King’s crown displayed from its last days as a flying unit. (Note: 238 has reformed as a trainingtraining support squadron only) The squadron crest shows the hydra, which is a three-headed beast from Greek mythology, which was said to be the hardest to defeat as the heads grew back if severed.

The squadron’s motto, ‘Ad finem’, is quite apt as it means 'to the end', which the squadron links to the training, as the programme also runs ‘to the end’, concluding with the passing out of fully qualified mechanics. It is said that this link was actually one of the main reasons that thethe 238 Squadron number plate was chosen.

Jaguar GR1 XX727/ER

Below - 238 Squadron utilises a digital program for the day’s activities, but there’s plenty of paperwork to be kept up to date too. All images this spread Clive Bennett

238 Squadron has an outstanding pedigree, having seen action through some of the most important aerial campaigns in history. Formed on 20 August 1918 from three flights (Nos. 347, 348 and 349) at the seaplane station at Cattewater, Plymouth, the squadron flew anti-submarine sorties until the end of the war, finally being disbanded on 15 May 1919.

TheThe squadron was reformed during May 1940 at RAF Tangmere with Spitfire MK1s during the start of the Battle of Britain. The following month it changed equipment to Hawker Hurricanes while redeploying to Middle Wallop. Remaining within 10 Group sector, the squadron claimed 69 kills within the dark days of the Battle of Britain.

TheThe squadron went on to serve in Malta, as well as a tour of the Western Desert including offensive sweeps until after the battle of El Alamein, destroying 50 German Transport aircraft and disabling 90 more.

FinallyFinally the squadron was involved in action from Corsica and northern Italy while the allies advanced through southern France (operation Anvil, later Operation Dragoon) and onto Lyon and Dijon to link up with forces from Operation Overlord, the Invasion of Normandy, D–Day.

TheThe last major activity under the mantle of No. 238 Squadron was when No. 528 Squadron was renumbered into 238 for its part in flying Dakotas in the Berlin Airlift, before finally becoming No. 10 Squadron on 4 October 1948.

TodayRAFRAF Cosford is the No. 1 School of Technical Training within the RAF.

238 Squadron is a component within 1 SoTT, which deals with the first phase training that all students cover no matter what their designated trade. Returning students then focus on their specific trade training on non-engine running airframes that are allocated within 1 SoTT.

StudentsStudents arrive from initial training at RAF Halton for approximately six months of Aircraft Maintenance Mechanic (AMM) training.

Above - One of four former Army Air Corps Gazelles used by No. 238 Squadron.

Top right - Jaguars, Gazelles and Sea Kings are the main types accessible to students on 238 Squadron.

Bottom right - A lower-angled view of 238 Squadron’s assets.

Below - Jaguar GR1 XX959 still wears the markings of No. 20 Squadron with which it served in RAF Germany.

All images this spread All images this spread Clive Bennett

Above - As it says on the sign, “Welcome to 238 Squadron - Home of AMM Training”

All initial training is firstly carried out in the classroom, where the students learn the theory to any of the discipline being taught, and they then have the advantage of getting their hands dirty when it comes to the practical side of the course on actual airframes - primarily the Sepecat Jaguar, the last of which touched down at RAF Cosford in July 2007.

TheseThese aircraft have been kept (where possible) in full operational condition for the ground handling/receipt and dispatch phase of training. 238 Squadron also has four Gazelle and two Sea King helicopters for rotary wing training and a SEPT (Synthetic Environmental Procedural Trainer) airfield marshalling simulator that can be used to practice both fixed and rotary-winged ground handling and marshalling skills.

AllAll of 238’s allocation of aircraft and training operations takes place within RAF Cosford’s Hangars 3 & 4.

Sergeant Tim Wheelhouse stated, “The whole process is modular based training - specific subject theory is taught, with the task then being carried out on the aircraft. The tasks are then linked to provide a complete flight servicing and to prepare the aircraft for a sortie, and receive it when it arrives back from the mission”.

No.No. 238 Squadron can offer between 20-25 courses per year with a maximum of 16 student places available per course.

The students then get transferred out to a front-line squadron for a further year before relocating back to RAF Cosford to carry out further technical training, both avionics and mechanical with 1 SoTT.

The course is highly structured and knowledge is passed through to the students over the 92 days from start to finish, which gives the students the necessary skills associated with the following:

Rectification Flight Arrival and Health & Safety at WorkArrival and Health & Safety at WorkFlight Safety/Airframe ConstructionTheory of FlightAnti IceDocs/Basic F700 (theory and practical)Hand Tools/Torque ToolsCablesCables and Chains (theory and practical)Safety Exam

Line FlightLine Arrivals/Servicing TermsSeat Servicing (theory and practical)Armed Aircraft TheoryArmed Aircraft TheoryNitrogen (theory and practical)ElectricsOxygen (replenishment/liquid theory and practical)Undercarriage (tyres and brakes)StructualStructual Damage (theory and practical)Aircraft Documentation (theory and practical)Hydraulics/OilFlight Servicing (theory, demo, practical)GroundGround Handling (theory and practical)Refuel (theory and practical)Receipt & Despatch of Aircraft (theory and practical)Line deployed Ops Training.

Above - It is vitally important that the training delivered to the students is as accurate a representation of the work they will be expected to carry out on their squadrons as possible. Each aircraft has its own logbook which must be completed whenever any work is carried out on it or it is run.

Below - One of two former Royal Navy Sea King HAS6 helicopters used by No. 238 Squadron.

All images this spread Clive Bennett

Above - As it says on the sign, “Welcome to 238 Squadron - Home of AMM Training”

All initial training is firstly carried out in the classroom, where the students learn the theory to any of the discipline being taught, and they then have the advantage of getting their hands dirty when it comes to the practical side of the course on actual airframes - primarily the Sepecat Jaguar, the last of which touched down at RAF Cosford in July 2007.

TheseThese aircraft have been kept (where possible) in full operational condition for the ground handling/receipt and dispatch phase of training. 238 Squadron also has four Gazelle and two Sea King helicopters for rotary wing training and a SEPT (Synthetic Environmental Procedural Trainer) airfield marshalling simulator that can be used to practice both fixed and rotary-winged ground handling and marshalling skills.

AllAll of 238’s allocation of aircraft and training operations takes place within RAF Cosford’s Hangars 3 & 4.

Sergeant Tim Wheelhouse stated, “The whole process is modular based training - specific subject theory is taught, with the task then being carried out on the aircraft. The tasks are then linked to provide a complete flight servicing and to prepare the aircraft for a sortie, and receive it when it arrives back from the mission”.

No.No. 238 Squadron can offer between 20-25 courses per year with a maximum of 16 student places available per course.

The students then get transferred out to a front-line squadron for a further year before relocating back to RAF Cosford to carry out further technical training, both avionics and mechanical with 1 SoTT.

Flt Lt Matt “Daubs” D’Aubyn directs Jaguar GR3A XX725/T towards the RAF Cosford runway on 2 July 2007, in doing so becoming the second to last person to ever land an RAF Jaguar (Karl Drage)

Flt Lt Matt “Daubs” D’Aubyn directs Jaguar GR3A XX725/T towards the RAF Cosford runway on 2 July 2007, in doing so becoming the second to last person to ever land an RAF Jaguar (Karl Drage)

Top right - Jaguar GR1 XZ370/JB is seen in the markings of No. 17 Squadron inside one of the RAF Cosford hangars back in July 2008 (Karl Drage)

Bottom right - Fellow GR1 XZ384/BC enjoys an afternoon out in the fresh air at Cosford (Karl Drage)

Below - A lovely line of Jaguar tails including a number of the final 6 Squadron aircraft to be flown in (Clive Bennett)

The ‘Spotty Jag’ is the pride of 238 Squadron’s fleet, having been adorned with this stunning retirement scheme (Karl Drage)

These aircraft offer the students the ability to train on and gain skills in a wide variety of disciplines, which they can put to good practical use to gain firsthand experience of the airframe and aircraft systems. All the students are challenged throughout the training course by a series of exams for every module taken, which theythey must pass before moving on to the next module within the training. In the event that the students do not initially pass, they are given the opportunity to re-train and retake exams to keep on schedule to complete the course within the 92 days allocated.

The ‘Spotty Jag’ is the pride of 238 Squadron’s fleet, having been adorned with this stunning retirement scheme (Karl Drage)

All of the “runner aircraft” are assigned to the Ground Handling, See in/See off and Marshalling phases of operations within 238 Squadron and can often be seen out and about on the taxiways around the airfield. They are “piloted” by instructors from 238 Squadron who train as taxi pilots through a bespoke training package. When the course has been completed, the students are assessed by qualified taxi instructors.qualified taxi instructors.

Above and Main - The black Jaguars are the most recent arrivals at RAF Cosford having been delivered by road from RAF Cranwell (Both images Anthony Willams)

Above - The RAF Cosford Airshow organisers have made use of their ground running assets by performing a taxi run ahead of the flying display at recent shows like this one in 2012 (Shaun Schofield)

Above - The RAF Cosford Airshow organisers have made use of their ground running assets by performing a taxi run ahead of the flying display at recent shows like this one in 2012 (Shaun Schofield)

The Jaguar also serves No. 1 SoTT in the training role either in the Engine or Airframe environs, where students can gain more specialist training and experience when they returnreturn to Cosford after their stint with a front line squadron.

Finally there are also three black Jaguars operating (which have been transferred from RAF Cranwell) which are used by the Training Consolidation Flight at RAF CranwellCranwell which have moved to the Defence School of Aeronautical Engineering Cosford (formerly DCAE) along with the Engineering Officer foundation.

Currently there are no estimated retirement dates for the Jaguars with either 238 Squadron or the wider 1 SoTT.

RAFRAF Cosford, No. 238 Squadron and No. 1 SoTT offer a world class training syllabus for all aircraft technicians within the RAF and the capability to allow students to put the knowledgeknowledge and skills imparted to good use on a range of aircraft types on site; and long may it continue.

The author would like to extend thanks to Squadron Leader Graham Lee and to Sergeant Tim Wheelhouse.

31 March 2014 marked 40 years since British Airways was formally founded. Ever since the Board was established in 1972, London’s Heathrow Airport has always been the carrier’s main hub. Following the 14 March 2008 opening of Terminal 5, almost all of the airline’s services are now operated from this state-of-the-art facility.

Company Boeing 787 pilot Dheeraj Bhasin takes us on an after-hours tour of BA’s impressive operation.

& Heathrow Terminal 5BRITISH AIRWAYS

Pictures: Karl Drage

t is a rare privilege indeed to be able to tour around Heathrow Airport. Even having been a British Airways pilot for seven years, I am

amazed at how much there is to discover about the BA operation out of Terminal 5 when you scratch below the surface. It is why I start this article with thanks – thanks to the individuals who worked so hard to get Karl Drage, Natasha Verrall-Bhasin (from the RAF and writing for the

I Air Cadet magazine) and I access to the ‘inside’ of the operation that is British Airways and Terminal 5. From British Airways I must thank Paul Smiles, Sue Goldthorpe and Tony Cane; and from the British Airports Authority I must thank Rachel Betts. Special thanks also go to Glenn Palmer who was our escort around the airfield for the duration of our visit.for the duration of our visit.

& Heathrow Terminal 5

Words: Dheeraj BhasinBRITISH AIRWAYS

The Boeing 787-8 Dreamliner joined the British Airways fleet on 26 June 2013 with services commencing to Toronto on 1 September. To date, four examples have been delivered with a further four on order. The carrier also has orders in place for 22 787-9 variants and 12 787-10s.

I must of course thank Karl – it was his idea that we take a wander around Heathrow! I met Karl when I was a Jaguar pilot in the RAF; we worked together on making the withdrawal of the Jaguar Force from RAF Service an indelible part of history. And a good job he did of it too. So here we are again – same old Karl (he hasn’t eveneven aged!) and me (somewhat older looking) in my new guise as an Boeing 787 Dreamliner pilot with BA. I flew the Airbus A320 for five and a half years and then spent nine months on the Boeing 777 in between but have been on the 787 since October 2013.

For reasons of safety and security, many checks have to be done in order to get access to the ‘air side’ at LHR. Even though I have an ‘air side’ pass, it does not entitle me to run around the terminal uncontrolled. So we turn up at the Star Centre in the ‘Central Area’ of Heathrow (the area where Terminals 1, 2 and 3 are) and we get specialspecial passes issued, courtesy of the hard work of the BA and BAA people mentioned above.

The Boeing 787-8 Dreamliner joined the British Airways fleet on 26 June 2013 with services commencing to Toronto on 1 September. To date, four examples have been delivered with a further four on order. The carrier also has orders in place for 22 787-9 variants and 12 787-10s.

Above - A sight few users of the airport will ever witness: an all but empty terminal.

RightRight - Terminal 5A, as seen in December 2009 from one of the Metropolitan Police Air Support Unit’s EC145 helicopters during a security check, is the largest element of the Terminal 5 complex. The 747-400 is the largest of types currently operated by thethe airline that is able to use 5A, with the A380 restricted to using terminals 5B and 5C.

Left - Long-haul services dominate this scene of Terminal 5B

Armed with our passes the next challenge is to find somewhere to park. We go to the business parking area at Terminal 5 so that I can show Karl and Natasha the “Pods”. Terminal 5 is served by the world’s first personal rapid transit system – a four-person driverless vehicle that whisks you from car park to check-in desk in aboutabout five minutes. My son loves travelling in it because it is unique and also goes right under the aircraft as they approach to land – so every time he visits he insists on us parking in the T5 business park!

Moments later, we find ourselves in Terminal 5 – the largest single-span building in Europe, being the size of 50 football pitches. If it looks big from the outside, it is worth noting that there is as much underground as there is above ground. It is capable of handling 30 million passengers a year, and 12,000 bags per hour. It hashas over 100 shops, and has lounge space for 2,500 customers. But that’s just Terminal 5A – we have two satellites – 5B and 5C also. The check-in and security system is designed to have you ‘air side’ within ten minutes of walking in the building. We are about to prove it!

Above - A sight few users of the airport will ever witness: an all but empty terminal.

RightRight - Terminal 5A, as seen in December 2009 from one of the Metropolitan Police Air Support Unit’s EC145 helicopters during a security check, is the largest element of the Terminal 5 complex. The 747-400 is the largest of types currently operated by thethe airline that is able to use 5A, with the A380 restricted to using terminals 5B and 5C.

Left - Long-haul services dominate this scene of Terminal 5B

“The Dove” (above) was one of two special schemes British Airways applied to some of its A319 fleet to celebrate the London 2012 Olympic Games. A total of seven aircraft sported this design, while a further aircraft, G-EUPC (below), received “The Firefly” livery in recognition of the fact it was used to deliver the Olympic flame to the UK.

Whether you are a passenger or staff, you have to go through exactly the same security checks. So having spent about ten minutes getting from the car to the Terminal, we proceed on our two-minute walk to security. Despite Karl carrying his usual 150kg of camera equipment(!), we whip through the checks and findfind ourselves in the relaxed atmosphere of the ‘air side’ within 20 minutes of getting out of the car.

We are going to do the night shift. The time is about 7pm and the sun will soon be setting. So our first job is to try and get some photos of the aircraft at dusk. I ring Glenn who will pick us up and guide us around the airfield. Glenn drives “Leader 6” – a pickup truck in an attractive shade of bright yellow which helps to marshal aircraftaircraft and vehicles on the manoeuvring areas of the airport. He is a highly qualified driver – so much so that he is permitted to “free-range” around the airport – he is authorised by Air Traffic Control to drive anywhere on the airfield, with the exception of the runways, without needing to get permission. This is because his expertise andand experience is such that he can make all the safety decisions he needs “within his own cockpit”. Luckily for him - and us -, he likes aeroplanes so we’re in for a good night.

While we wait for Glenn to arrive, we watch a short haul turnround. Put simply it is a massive version of a formula one pit stop. The aircraft is an Airbus A319. It happens to be in the “Dove” paint scheme – a special paint scheme that celebrates “Great Britons” and commemorates BA’s partnership with the London 2012 Olympic andand Paralympic Games. The aeroplane will depart on its next flight just 40 minutes after it arrives.

The aircraft taxies in on one engine only to save emissions, part of our “One Destination” Corporate Responsibility policy. The second engine is still winding down when the jetty attaches to let the passengers out. Door One Left opens at about the same time as the cargo doors open on the right and the bags come off – – it is not unusual for the bags to beat the

“The Dove” (above) was one of two special schemes British Airways applied to some of its A319 fleet to celebrate the London 2012 Olympic Games. A total of seven aircraft sported this design, while a further aircraft, G-EUPC (below), received “The Firefly” livery in recognition of the fact it was used to deliver the Olympic flame to the UK.

The fuel truck appears under the left wing as the caterers hook up to Door Two Right. Attaching to Door One Right is the high lift – a mobile arrival hall that will take care of our Passengers with Reduced Mobility.

UnderUnder the tail of the aircraft the water truck appears as the ground electrics are plugged into the jet under the nose. At this point the aircraft’s Auxiliary Power Unit can be switched off, further saving on emissions. As the last passenger gets off, the Cabin Crew do a security sweep of the aircraft, and the cleaners follow them up.

OnOn the right of the jet the baggage containers for the next flight are ready to be loaded as the cleaners do their own security check on completion of their task. The new Cabin Crew get on and do their own security check also. The pilots are staying on the aircraft, going immediately into another flight in a technique knownknown as a “Fixed Link”. One goes to do the “walk round” – an external inspection of the aircraft, and one prepares the flight deck and the flight management system, the FMGS, for the next flight.

Under the watchful eye of the Turnround Manager, the loading is completed. With her fourth pair of hands, the Turnround Manager liaises with the cabin crew and the gate staff to ensure that passenger embarkation starts precisely 28 minutes prior to departure. She has been monitoring electronically the movement of passengerspassengers through check-in and security to make sure that everyone is in the right place at the right time. Most people check in online at home these days, and they can even get electronic boarding passes on their smart phones – all of this makes life a little less stressful at the airport and assists in the on-time departure.

One by one, the doors close, the trucks go to their next jobs, and at ten minutes to go, the pushback truck connects up and the pushback crew do a final check that the outside of the aircraft is correctly configured for flight. With three minutes to go the jetty detaches and the aircraft pushes back on time. All we are missing is a NASA countdown....is a NASA countdown....

A bright yellow pickup with a big black number “6” painted on the side appears with beacons flashing. Glenn is here and he picks us up as the “Dove” extends its flaps and slats and taxies away. He explains all the safety aspects of being on the airfield and equips us with hi-vis jackets and hearing protection. We spend the next couple of hours into darkness moving around the terminal and the airfield as a whole.

Above - Glenn Palmer is seen marshaling a BA 767 on to its stand after the failure of the automated system. This is just one of the many tasks Glenn can be asked to fulfil in his hugely varied role.

Below - There are very few quiet periods at Heathrow. In this picture a BA A319 taxies to stand as an Alitalia example vacates the runway and four other aircraft prepare to touch down. Above - G-BZHA, a Boeing 767-336ER,

takes a well deserved rest on the concrete outside Terminal 5 after a full day of operations. Despite being an ‘Extended-Range’ version, British Airways primarily employs this aircraft on some of its higher-density routes within Europe.within Europe.

Right - The lights in the background illuminate the efflux pouring out of this A320’s number 2 engine as day turns into night and it prepares to kiss the tarmac on Runway 27R after completing the last sector of the day.

Above - G-BZHA, a Boeing 767-336ER, takes a well deserved rest on the concrete outside Terminal 5 after a full day of operations. Despite being an ‘Extended-Range’ version, British Airways primarily employs this aircraft on some of its higher-density routes within Europe.within Europe.

Right - The lights in the background illuminate the efflux pouring out of this A320’s number 2 engine as day turns into night and it prepares to kiss the tarmac on Runway 27R after completing the last sector of the day.

Above - The Airbus A380 is now the biggest aircraft in the British Airways fleet following the arrival of the airline’s first example on 4 July 2013. Five aircraft have been delivered to date and a futher seven remain on order. They are currently operating servicesservices to Los Angeles and Johannesburg, with Singapore and Washington-Dulles set to commence in September.

Left - The central console, featuring, amongst other things, the throttle quadrant of the Boeing 747-400.

T5 is busy all the way into the late night. BA and its partner airlines serve a global network of over 600 destinations and BA and its subsidiaries operate 263 aircraft - that number has increased in recent times as BMi migrated across to BA, andand we continue to receive our new Boeing 787s and Airbus 380s - and of course we have welcomed our IAG partner Iberia into T5. The terminal in total has 76 aircraft parking stands, of which most connect directly to the terminal via jetties. This might seem a lowlow number but most of the aircraft are airborne at any one time, it being normal for a short-haul aircraft like an A319 to fly six times a day!

Above - The Airbus A380 is now the biggest aircraft in the British Airways fleet following the arrival of the airline’s first example on 4 July 2013. Five aircraft have been delivered to date and a futher seven remain on order. They are currently operating servicesservices to Los Angeles and Johannesburg, with Singapore and Washington-Dulles set to commence in September.

Left - The central console, featuring, amongst other things, the throttle quadrant of the Boeing 747-400.

Above - A rather different cockpit to that which your author (right) is used to! This, of course, is the mighty Boeing 747-400. With an active fleet of 49 aircraft, British Airways is the world’s most prolific operator of the type.

Below - While the 747-400 currently remains the flag-ship of British Airways’ long-haul fleet, the first of the company’s A380s’ first flight looms.

Bottom - The elongated profile of one of BA’s 18 A321s, G-EUXF.

Main - British Airways has a 56-strong fleet of Boeing 777s. All bar ten are from the 200-Series, like this one, G-VIIC.

We take time to visit all aircraft in the fleet that are present – those undergoing routine maintenance on the ramp are on the ground for a little longer so we are able to walk around the outside and the inside of the 777s, 747s, 767s and the Airbuses. I am particularly happy to show Karl and Natasha the new First Class fit in one of our Jumbos. It has nice soft blue lighting and the big TV screens – well – I’d like one like that in my house please! This adds toto the other passenger facilities that are being continuously improved such as flat beds in some of our A321s and airborne internet and mobile text messaging in our A318s.

The soft blue lighting of BA’s new First Class cabin aboard its 747-400s.

The four throttle levers of the 747-400.

Speaking of engineering, you have got to see these people at work. With confidence and aplomb, they work on the massive Boeing 747-400 like they are feeding a newborn baby, taking great care and concentrating hard, but having the obvious competence of an experienced parent. I cannot remember the last time I asked an engineer a technical question about these extremelyextremely complex machines and they didn’t just answer it – straight off the bat!

Above - Just one view of the North Galleries Lounge, offering a very comfortable experience, and a view across the airport, while you await your flight.

Below - The view from the balcony across a very quiet Terminal 5A.

Bottom left - One wonders just who might have sat on the Royal sofa inside the Royal Suite....?

Top left - Heathrow’s impressive air traffic control tower at night, as seen from the Airfield Ops car park.

During our trips with Glenn, we go to places that few people go – the taxiways, the ramp, the engineering base, the grass verges of the runway. Every minute we learn something new about the world’s busiest airport and the world’s biggest jigsaw. How Air Traffic Control (in my opinion the best in the world) manages all the movements, how the airfield is able to operate in 75m visibility on a foggy day, how the fuel is distributed, how the food is kept fresh, and how the windows on T5 stay clean! You cannot fail to be impressed. impressed.

Speaking of impressed, we take a trip to the Royal Suite, on the south side of Runway 27L. Although T5 has its own VIP hosting facilities, it is lovely and somewhat nostalgic to see this facility that is still very much operational; the staff of course highly trained and fully conversant with all the necessary protocol and etiquette. Natasha cannot resist having a picture taken of her sitting on the Royal sofa.....

Above - Just one view of the North Galleries Lounge, offering a very comfortable experience, and a view across the airport, while you await your flight.

Below - The view from the balcony across a very quiet Terminal 5A.

Bottom left - One wonders just who might have sat on the Royal sofa inside the Royal Suite....?

Top left - Heathrow’s impressive air traffic control tower at night, as seen from the Airfield Ops car park.

Having gone back to Airfield Ops with Glenn, we get some “stay awake juice” (coffee) and head back to T5 for a look round the departures levels. It is 2am. There are no passengers here now but the place is still an amazing hive of activity.activity. We go to the North Galleries Lounge. T5A alone has five premium lounges and we see the facilities being cleaned and replenished. Here there are business facilities, showers, food, drink, children’s play areas, newspapersnewspapers and magazines, and some lovely staff. It’s a strange feeling chatting to them because when the Terminal is operating we’re all focussed on the customers and we don’t really notice each other. Now that the placeplace is full of staff only and people have time to talk, I feel a bond with them; a connection that we are all here doing the same job, pulling in the same direction. BA calls it “One Team”.

As we walk around the vast shopping areas and the multitude of seating facilities, I feel this when meeting the security staff, the cleaners, the people re-stocking the shops, the people preparing to open the customer service desks. QuiteQuite a humbling experience in fact.

And the people here work well. You rarely see long queues anywhere in this Terminal; you don’t see people struggling to find a seat. When the passengers get on the aeroplane they look relaxed, which is some achievementachievement when you consider the processes that one must go through, and the experiences of years gone by in other places. You see people receiving a personal service. I’m glad I stayed up all night to see this.

An amazing sky welcomes the Speedbird 56 back to the UK after an 11-hour return trip from Johannesburg, the first arrival of the day.

As we look out of the huge windows to the East we see the horizon start to lighten. Time for Karl to unleash his 150kg of camera equipment as the sun rises! By coincidence, it’s his birthday too. Good present, even if I do say so myself. We catch “Speedbird 56”, the first jet in. It’sIt’s a Boeing 747-400 that has been flying for 11 hours, coming back to Heathrow from Johannesburg with some 337 passengers on board. With a perfect touchdown on Runway 27L, slowing to a taxying pace with spoilers, reverse thrust and wheel brakes so quietly that we don’tdon’t even have to raise our voices, it heralds the start of a new day at LHR. Soon, aircraft start arriving at exact 2½ mile intervals, landing on Runway 27R at a rate of about one every 50 seconds.

Above - The most recent addition to the British Airways fleet is the Boeing 777-300ER. Two big puffs of smoke are emitted as G-STBF’s main undercarriage touches down on Runway 27R.

Below - A typical Heathrow scene with a stream of inbounds flying down the approach, headed by a 747-400.

Bottom left - A 744 prepares to land on Runway 27L, passing in front of what will become Heathrow’s new Terminal 2 in the process.

An amazing sky welcomes the Speedbird 56 back to the UK after an 11-hour return trip from Johannesburg, the first arrival of the day.

As we look out of the huge windows to the East we see the horizon start to lighten. Time for Karl to unleash his 150kg of camera equipment as the sun rises! By coincidence, it’s his birthday too. Good present, even if I do say so myself. We catch “Speedbird 56”, the first jet in. It’sIt’s a Boeing 747-400 that has been flying for 11 hours, coming back to Heathrow from Johannesburg with some 337 passengers on board. With a perfect touchdown on Runway 27L, slowing to a taxying pace with spoilers, reverse thrust and wheel brakes so quietly that we don’tdon’t even have to raise our voices, it heralds the start of a new day at LHR. Soon, aircraft start arriving at exact 2½ mile intervals, landing on Runway 27R at a rate of about one every 50 seconds.

G-ZBJD, a Boeing 787-8, crosses the moon as it departs from Runway 09R.

Unlike Terminal 5A, many of the first movements of the day on the two satellite terminals are arrivals.

Occasionally, Air Traffic Control will land aircraft on both runways at the same time to speed things up – this reduces airborne holding and thus gets aircraft in earlier and having produced fewer emissions. We watch all manner of aircraft, large and small, even the odd helicopter, take off and land as the LHR and T5 operation gets into full swing by about 6am.

AtAt any one time in T5 alone, there will be maybe ten aircraft arriving and departing, with thousands of staff doing their individual jobs with professionalism and diligence in order to keep the most complicated show on earth on the road. It is testament to that professionalism and diligence that the BA/T5 passengers have come to expect nothing less than a perfect performance.

British Airways is a full member of the oneworld global airline alliance, as indicated by the logo on the side of this 747-400.

Above - Completing the current BA Mainline picture are the two Airbus A318s based at London-City Airport. Fitted out in an all business class configuration, they operate services to New York’s John F. Kennedy International Airport, clearing customs and refuelling in Shannon, Ireland, on the westbound leg.

Above - A hugely busy Terminal 5A as the first wave of passengers board.

Above - A head-on encounter with a 777 as a second example continues its landing rollout behind.

Fully loaded, door secured, safety brief performed, aircraft pushed back, time to taxi.

By about 7am even Karl is getting tired! So we exit to Terminal via arrivals, noting the huge baggage hall in full swing, and arrive back ‘land side’. We have a quick look at the “CRC” – the Crew Report Centre, where we see teams of Cabin Crew briefing their next trip, pilots printing out flight plans and making technical and fuel decisions for the flight ahead, and support staff doing everything from activating standby crew members to handing out bug spray.

WeWe visit the all-important coffee bar in the CRC for one last time and then hand in our passes to the BAA pass office. I breathe a sigh of relief that the car is only a short journey away in the “Pod” but get a bit jealous as I see the business travellers going into the Galleries Arrivals Lounge for a shower and a full fry and a newspaper before heading off to work!

G-DBCH & G-DBCD, two of the A319s absorbed into the BA fleet following the takeover of British Midland International (BMI).

A 777-236ER makes the turn onto stand after returning from an overnight long-haul sector.

G-XLEB, British Airways’ second A380 is seen on short final to Runway 27L against a menacing sky.

A remotely parked A321 complete with company airstairs.

Flying the flag, by far the most common sight to be seen around London’s Heathrow Airport.

So ends a quite unique visit to BA and Terminal 5, one that I, even with five years’ experience as a BA pilot, have learned so much from. It has been a long night, but worth every minute of lost sleep, and we have all been impressed with the work that goes on to make such a complicated operation look simple – in the highest traditions of the motto of British Airways – “To Fly, To Serve”.

From 3 to 14 February the 2014 edition of Exercise Real Thaw took place. The annual exercise, organised by the Portuguese Air Force, aims to provide specialised training to the operational units most likely to participate in military operations within international cooperative frameworks (NATO and the EU). Jorge Ruivo reports for GAM. Images as credited.

Jorge Ruivo

From 3 to 14 February the 2014 edition of Exercise Real Thaw took place. The annual exercise, organised by the Portuguese Air Force, aims to provide specialised training to the operational units most likely to participate in military operations within international cooperative frameworks (NATO and the EU). Jorge Ruivo reports for GAM. Images as credited.

REAL THAW

2014

Above - The biggest players from Real Thaw 14, the FAP & USAFE, come together to in the Monte Real AB tower to cast an eye over proceedings on the airfield.

Below - The 103 Squadron “Snails” team at Real Thaw 14 poses proudly in front of an Alpha Jet A.

Real Thaw 2014TheThe coordination of Real Thaw 2014 was run from Monte Real Air Base 5, a handful of miles from Portugal’s Atlantic coast. In order to give support to air and ground missions that took place in the areas of Monfortinho, Pinhel and Aguiar da Beira, among others, the airfield at Seia was setup and used as a tactical air base.tactical air base. In order to create a joint-operational environment, bringing together the Air Force, Navy and Army, and multinational partners likely to feature in current international military operations, forces from other countries were invited to participate in the RT14. Thus, beyond the Portuguese nationalnational forces, participation also came from the United States, the Netherlands, the United Kingdom and NATO.

ObjectivesThe purpose of RT14 was to provide training to the tactical level forces with the participants focusing on the execution phase. Taking into account the training objectives, constraints and restrictions inherent in military exercises, a specific scenario was developed for RT14 in order to meet the following requirements:meet the following requirements:

- Provide an operating environment as realistic as possible and typical of current operations in which the Portuguese military may participate.

- Provide appropriate training to various participants taking into account the different types of assets (air, land and sea) and respective training requirements.

- Provide interoperability between countries and respective means.

Above - An unusual mixed formation of a pair of F-16AMs and a P-3C CUP recovers into the Monte Real AB overhead.

Above - A CASA C295 from 502 Squadron “Elephants” prepares to touchdown at Monte Real.

Above - The brightly decorated helmet worn by one of 103 Squadron’s groundcrew.

All images this spread Portuguese Air Force.

Above - The biggest players from Real Thaw 14, the FAP & USAFE, come together to in the Monte Real AB tower to cast an eye over proceedings on the airfield.

Below - The 103 Squadron “Snails” team at Real Thaw 14 poses proudly in front of an Alpha Jet A.

Above - A spotters day was held during the exercise in atypical Portuguese weather conditions.

Right - USAFE and FAP F-16 pilots meet and talk tactics ahead of a Real Thaw 14 mission (Portuguese Air Force)

LeftLeft - A Cobham Aviation Services Dassault Falcon 20 sits on a very wet ramp between exercise sorties (Jorge Ruivo)

TopTop left - Sympomatic of conditions, this Aviano-based F-16C generates its own cloud as it rotates away from the Monte Real AB runway at the start of another exercise mission (Jorge Ruivo)

Participants ThisThis exercise involved all of the Portuguese national armed forces: Air Force, Army and Navy. Missions took place in both daytime and nighttime environments. United States sent forward advanced controllers (FACs) and a squadron of F-16 from Aviano Air Base, Italy (555th FS “Triple Nickel”, 31st FW), totalling 16 aircraft and 260 military personnel. Civilian participation from the United Kingdom came by way of a Falcon 20 of Cobham Aviation Servies, which was utilised as an electronic warfare platform.platform. Forward advanced controllers also came from Holland, while NATO participated with the E-3A AWACS from Geilenkirchen Air Base, which performed monitoring missions and provided airspace surveillance command roles for the exercise.

Above - A spotters day was held during the exercise in atypical Portuguese weather conditions.

Right - USAFE and FAP F-16 pilots meet and talk tactics ahead of a Real Thaw 14 mission (Portuguese Air Force)

LeftLeft - A Cobham Aviation Services Dassault Falcon 20 sits on a very wet ramp between exercise sorties (Jorge Ruivo)

TopTop left - Sympomatic of conditions, this Aviano-based F-16C generates its own cloud as it rotates away from the Monte Real AB runway at the start of another exercise mission (Jorge Ruivo)

Jorge Ruivo

Bottom - The bronzed canopy of this F-16BM stands out clearly from the gloom on a rather grey, wet day.

Above - A quick peek inside the cockpit of the F-16AM.

Portuguese Air Force assets involved in the exercise included F-16AM/BMs from 201 Squadron “Falcões” ( Hawks) and 301 Squadron “Jaguares” (Jaguars). Each squadron is permanently based at Monte Real Air Base 5.

Main - 15109 is a single-seat F-16AM.

All images this spread Jorge Ruivo

Above - The commander of 201 Squadron acknowledges the photographers as he taxies out for a Real That 2014 mission.

Bottom - A cloud forms on the wings of the 301 Squadron “Jaguares” specially marked F-16AM.

C-130H Hercules from 501 Squadron “Bisontes” (Bisons) and CASA C295 from 502 Squadron “Elefantes” (Elephants), each based at Montijo Air Base, also took part in the exercise.

Above - The prevailing weather conditions for much of Exercise Real Thaw 2014 were not those one might normally associate with Portugal. This C-130H reflects on another exercise sortie (Jorge Ruivo)

RightRight - A strong cross-wind catches this CASA C295 from 502 Squadron as it climbs away from the Monte Real Air Base runway (Portuguese Air Force)

LeftLeft - The exercise also included some night-time operations (Portuguese Air Force)

Top left - A rare glimpse of some sunlight (Portuguese Air Force)

Above - The prevailing weather conditions for much of Exercise Real Thaw 2014 were not those one might normally associate with Portugal. This C-130H reflects on another exercise sortie (Jorge Ruivo)

RightRight - A strong cross-wind catches this CASA C295 from 502 Squadron as it climbs away from the Monte Real Air Base runway (Portuguese Air Force)

LeftLeft - The exercise also included some night-time operations (Portuguese Air Force)

Top left - A rare glimpse of some sunlight (Portuguese Air Force)

Jorge Ruivo

Portuguese Air Force

Alpha Jet A 15211 was previously operated by the German Luftwaffe as 40+37. It now carries a special paint scheme to commemmorate the 50th anniversary of 103 Squadron “Snails”.

Alouette IIIs (above) from 552 Squadron “Zangões” (Drones), Alpha Jets from 103 Squadron Caracóis “Snails” and P-3C CUP+ from 601 Squadron “Lobos” (Wolves) all from Beja Air Base.

Jorge Ruivo

Jorge Ruivo

Alpha Jet A 15236 is another to carry special markings. Whilst retaining the basic Portuguese Air Force brown/green camo, the tail reflects the milestone of 50,000 FAP Alpha Jet hours.

14807 is a P-3C CUP+ from 601 Squadron “Lobos”. The aircraft formerly served with the Royal Netherlands Navy as 300.

The P-3C awaits its turn to take to the Monte Real runway.

Four Aviano F-16s undergo Last Chance checks.

This pair of Alpha Jets still carry the colours of the now defunct Asas de Portugal demonstration team.

Participating on the ground was a force protection unit and air traffic controllers, while other units involved included the Portuguese Army military special ops team, paratroopers and High Altitude Operating Jumpers. The Navy’s Special Actions Detachment (the(the commando elite special forces unit), and a large number of military from maintenance areas, support, operations, information, audiovisual and public relations all took part.

Conclusion Real Thaw 2014 was the sixth exercise of the series that the Portuguese Air Force has conducted since 2009. Air Base No. 5, Monte Real, has been the scene of military training and exercises, some of which target NATO assessment of its F-16 forces.

RealReal Thaw is a fundamental exercise for the Portuguese military, since it allows the Air Force to operate jointly with the Army, the Navy and other international forces to develop a better understanding about multi-national and multi-service military operations.operations. This level of preparation is vital for the successful fulfillment of any assignment that the Portuguese forces might be called upon to perform, and Real Thaw 2014 provided the opportunity for crews to perform, practice and execute complex missionsmissions that currently are extremely important in the international arena. The inclusion of real world threats similar to those encountered in current conflicts in Afghanistan and Iraq enhances the value of the training exponentially.

The author would like to thank the Portuguese Air Force in particular the Public Relations department.

The P-3C awaits its turn to take to the Monte Real runway.

This pair of Alpha Jets still carry the colours of the now defunct Asas de Portugal demonstration team.

All images this spread Jorge Ruivo

Close-up image of the tail art on the 50k hours Alpha Jet.

Partners and ProductsLensFettish

FLIGHTSTORE

Aviation Watches

USAF AETC’s97th AMW

Mirage F1

The QF-4 TargetDrone Program

and more...all in Issue 24Issue 24 of Global Aviation Magazine will be online 20 June

Image Fold 3

2014 marks the 70th anniversary of D-Day and we wanted to mark the occasion over on the main Global Aviation Resource website. As such, we’re running a series of extensive articles covering the build-up to one of European history’s most famous events. The link will take you to the D-Day 70 index page. It’s well worth a look for the pictures alone - Karl Drage, Editor

http://www.globalaviationresource.com/v2/d-day-70th/

The whole Global Aviation Resource team would like to thank each and every one of you for your continued support!

If you have any comments or questions, please direct them to editor@global-aviation-magazine.com