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  FAIRFORD 2011: THEN AND NOW  
 

 

   
 

On 13 July 2011, the Wednesday before that year's 40th Anniversary Royal International Air Tattoo, Paul Mellor kindly invited me to travel with him to Whelford on the morning of Monday 18 July.  His aim was to park at Townsend Farm in the normally-quiet south east Gloucestershire village and walk the half mile or so to the eastern end of RAF Fairford's main runway where, from experience, he knew that we would have a good view of the aircraft that had been on display over the weekend flying home.

 
 

 

   
  On 13 July 2011, the Wednesday before that year's 40th Anniversary Royal International Air Tattoo, Paul Mellor kindly invited me to travel with him to Whelford on the morning of Monday 18 July.  His aim was to park at Townsend Farm in the normally-quiet south east Gloucestershire village and walk the half mile or so to the eastern end of RAF Fairford's main runway where, from experience, he knew that we would have a good view of the aircraft that had been on display over the weekend flying home.

Although I had been aware of opportunities to see these departures - and arrivals on the Friday before the Royal International Air Tattoo (RIAT) - I had never had the chance of a lift down to these events.  In fact I had only been to RIAT once before, on a Saturday in 2002 with Marchant's Coaches when I managed to obtain a free ticket.

 
 

 

   
 

 

 
 

 

   
  Why did I not go to the World's biggest air show more often? 

Firstly, because the RIAT at Fairford IS the World's biggest air show.  For an ever increasing ticket price - nearly £ 40 per adult for Saturday or Sunday in 2011 - there are so many aircraft, so many flying displays and so much other stuff that I always had the feeling that I was missing something.  In 2002 for example, I took over 100 photographs - a personal record - and it was my own endurance that ran out rather than the supply of interesting aircraft.  In fact in 2011 I also filled up the memory card of my camera but thanks to the kindness of Paul, who also took a number of brilliant photographs for this article, we swapped memory cards and I used his spare capacity to continue.  For this, his knowledge and driving I offer my thanks.

Secondly, although RIAT is to be admired for raising millions of pounds for charity and massively stimulating the local economy, RAF Fairford sees relatively little activity on the other 51 weekends of the year ( US foreign policy permitting ).  This, and its rural location away from railways, means that all RIAT visitors have to arrive en masse either by car or coach.

Given the amount of road traffic - involving special one way systems to minimise traffic jams - I would consider it anti-social behaviour to travel to RIAT alone in a car without good reason and as a number of my friends who might otherwise accompany me are busy in July the alternative would be coach.

In 2002 I was lucky enough to secure the last seat on a Marchant's of Cheltenham coach to Fairford although more recently coach excursions have been sold on a ticket-plus-seat package basis.  These in turn have to be booked a long time before RIAT which would make refunding difficult if any unforeseen event occurred nearer the time.  In either case, too, excursion coach travel means arriving and departing at fixed times which may or may not be convenient for all events, particularly late night concerts.

Similarly, public transport to RIAT involves trains to Swindon and shuttle coaches from there to Fairford.  Although given priority routes across the Wiltshire / Gloucestershire border, these too have an ultimately fixed timetable and from Gloucester would also require the extra expense of a train journey over the currently still single line from Kemble to Swindon.

For these reasons I tend to prefer smaller village-fete type atmosphere air shows such as the ones at Walney Island in 2005 or the Staverton event recorded on silent 8mm cine film by my father thirty years ago at walking distance from our home.  In fact, looking at the footage above, it is interesting to note how many aircraft types are still flying today - especially the ones that were considered to be veterans even then!

Common to Staverton in 1981 and Fairford in 2002 and 2011 were the Lockheed C-130 Hercules, Westland Sea King, British Aerospace Hawks of the Red Arrows and the venerable Avro Lancaster of the Battle of Britain Memorial flight: "City of Lincoln" now having spent decades longer in preservation than any of Roy Chadwick's Merlin engined  "viermots" in operational RAF service.

 
 

 

   
 

However, after walking south west along the road from Whelford to Kempsford, Paul, his daughter Stephanie and I found that it was possible to pay £ 20.00 each to enter a fenced compound via the gate at the right hand side of the aerial picture above.  This afforded us a much closer view of the aircraft taxiing past as well as an oblique rather than end-on view of the runway.

 
 

 

   
  However, after walking south west along the road from Whelford to Kempsford, Paul, his daughter Stephanie and I found that it was possible to pay £ 20.00 each to enter a fenced compound via the gate at the right hand side of the aerial picture above.  This afforded us a much closer view of the aircraft taxiing past as well as an oblique rather than end-on view of the runway.

In the same way, as well as making a contribution to charity, I was particularly keen to get closer to the departing aircraft due to the characteristics of my current camera.  As readers of this website may have realised, the digital era coincided with my interests shifting to taking pictures of models rather than looking far "over the fence" at trains or aircraft.

As a result, my old camera box filled with a 35mm SLR and associated telephoto lenses was replaced by a pocket Nikon which could also capture moving images and sound.  In practical terms this meant that I could move faster and my shoulders did not ache at the end of the day - although my arms and back did from holding my camera above the heads of the very serious aircraft enthusiasts who lined the airside fence two and sometimes three deep! 

Lessons thus learned from Monday 18 July 2011 were to arrive earlier next time and / or bring a box to stand on!  Prominent notices advised that step ladders were only to be used in designated areas, and having experienced the efflux from the single seat Eurofighter Typhoon as it turned round I can imagine why!

Having said that however, the atmosphere was more calm than on one of the weekend days due to the low number of children relative to adults ( mainly men ) and it also proved relatively easy to switch between my camera's still and motion picture modes, thus allowing me to make both the videos that are embedded below and the accompanying images for aircraft identification and interpretation.

However, although I remain happy with the day's pictorial harvest, I do now see a requirement for a possibly slightly larger higher resolution digital camera combining macro close-up capacity with a longer lens - especially if I want to record smaller aircraft starting out along a distant runway!

 
 

 

   
 

First conceived in 1968 as a replacement for the Blackburn Buccaneer and Avro Vulcan, what was originally known as the Multi Role Combat Aircraft (MRCA) became the first variable geometry aircraft used by the Royal Air Force and was designed to fill the gap left by the cancellation of both the BAC TSR2 in 1965 and then its American swing-swing substitute the General Dynamics F-111.

 

 

   


Cameras and logistics notwithstanding however, RIAT does what it says on the tin and displays aircraft from around the World to all those who love them.  Starting the first part of "Back to Fairford" - and illustrated by some of Paul's stills above and below - is the Panavia Tornado, first in its interdictor strike guise and then as a grey liveried air defence variant.

First conceived in 1968 as a replacement for the Blackburn Buccaneer and Avro Vulcan, what was originally known as the Multi Role Combat Aircraft (MRCA) became the first variable geometry aircraft used by the Royal Air Force and was designed to fill the gap left by the cancellation of both the BAC TSR2 in 1965 and then its American swing-swing substitute the General Dynamics F-111. 

 

 

   

The high-wing tall-tail design was established by the concept of the Dassault inspired post-TSR2 Anglo French Variable Geometry aircraft although the Tornado was eventually built by Panavia, based in Munich and jointly supported by British Aerospace, MBB, Aeritalia, Rolls Royce and FIAT.  International co-operation in advanced aircraft manufacture to reduce costs had by that time been proved by the Concorde and SEPECAT Jaguar projects and both West Germany and Italy were keen to find replacements for the Lockheed F-104 Starfighter.



The high-wing tall-tail design was established by the concept of the Dassault inspired post-TSR2 Anglo French Variable Geometry aircraft although the Tornado was eventually built by Panavia, based in Munich and jointly supported by British Aerospace, MBB, Aeritalia, Rolls Royce and FIAT.  International co-operation in advanced aircraft manufacture to reduce costs had by that time been proved by the Concorde and SEPECAT Jaguar projects and both West Germany and Italy were keen to find replacements for the Lockheed F-104 Starfighter.

Britain made the nose and rear fuselage of the new MRCA, Italy made the wings and Germany the centre fuselage while Rolls Royce designed the RB-199 turbofans built by Turbo-Union.

From conception to operational service took twelve years, but what was remarkable
about this was that the Tornado and all its systems were delivered on time and on
budget.  In contrast, there were no BAe Nimrod MR4s on show at Fairford in 2011 although some earlier marks were noted in 2002.

The Tornado was originally designed for close battlefield air support and more strategic interdiction including strikes against shipping with a vast amount of weaponry including 500-kiloton nuclear bombs, BL755 cluster bombs, 1,000 lb high explosive bombs, laser-guided bombs and anti-radiation missiles. 

Indeed, the Tornado was also designed to land and take off in a space of only 3 000 feet on roads or undamaged parts of runways and be very easy to service and "turn round" under combat conditions.  As such, it was chosen ahead of the BAe Systems Harrier for retention by the RAF under the 2010 Strategic Defence and Security Review.



 

Italy and Germany also procured the dedicated Electronic Combat Reconnaissance (ECR) variant fitted with High Speed Anti Radiation Missiles (HARM) while the RAF purchased the F3 Air Defence Variant of the Tornado to replace its McDonnell Douglas Phantom IIs and English Electric Lightnings.

 


Italy and Germany also procured the dedicated GR1A Electronic Combat Reconnaissance (ECR) variant fitted with High Speed Anti Radiation Missiles (HARM) while the RAF purchased the F3 Air Defence Variant of the Tornado to replace its McDonnell Douglas Phantom IIs and English Electric Lightnings.

The first British assembled MRCA flew from Warton in Lancashire on 30 October 1974 and the first production Tornado GR1 followed on 10 July 1979. A total of 228 GR1′s were built for the RAF, 36 of these were dual control and designated GR1(T). 

The Tri-National Tornado Training Establishment at RAF Cottesmore opened for business in July 1980 and this unit was followed in August 1981 by the Tactical Weapons Conversion Unit based at Honington.

Originally the MRCA was to be a NATO aircraft with Canada, Belgium and The Netherlands expected to contribute.  However, although these countries elected to go for cheaper US built, single seat General Dynamics F-16s instead the Panavia Tornado was exported to Saudi Arabia and Oman.


Tornados are currently being converted to GR.4 standard; this will include new equipment such at thermal imaging laser designator, forward looking infra red and a new navigational sub-system.



  Originally the MRCA was to be a NATO aircraft with Canada, Belgium and The Netherlands expected to contribute.  However, although these countries elected to go for cheaper US built, single seat General Dynamics F-16s instead the Panavia Tornado was exported to Saudi Arabia and Oman.  
 

 

   
 

Paul also photographed these two Panavia Tornados taxiing past a USAF C-17 Globemaster four-jet transport and an older Boeing aircraft strongly associated with Fairford, the eight engined B-52 Stratofortress.

 
 

 

   
  Paul also photographed these two Panavia Tornados taxiing past a USAF C-17 Globemaster four-jet transport and an older Boeing aircraft strongly associated with Fairford, the eight engined B-52 Stratofortress. 

Although built in 1944 for British and American troop transports and gliders en route to the D-Day landings in Normandy, RAF Fairford, along with aerodromes at Upper Heyford and Greenham Common, were transferred to the USAF's Strategic Air Command in 1950 and the 9 993' long runway was completed in 1953, ready for use by B-36 Peacemaker and B-47 Stratojets.  Indeed, this impressive facility prompted the use of RAF Fairford by both the Concorde testing programme from 1969 to 1977 and as an alternative landing ground - albeit never used - for NASA's Space Shuttle from 1981 to 2011.

The USAF however returned with KC-135 and KC-10 tanker aircraft in the 1980s with B-52s being based at Fairford for the first Gulf War in 1991, Operation Allied Force ( against targets in the former Yugoslavia ) in 1999 and the Iraq War of 2003.  Also flying from Fairford in this period were Lockheed U-2 spy planes, Rockwell B-1 Lancer bombers, and Northrop B-2 Spirit stealth bombers.  Indeed, from 2000 to 2008 Fairford was upgraded in the largest NATO funded airfield construction project within a NATO country since 1989 and as well as runway and fuel supply improvements the only dedicated B-2 maintenance hangar outside the USA was constructed.

 
 

 

   

Also caught by Paul's lens and the B-52 before taxiing to the runway was this McDonnell Douglas F-15 Eagle operated by the 48th Fighter Wing at RAF Lakenheath in Suffolk.

 



Also caught by Paul's lens and the B-52 before taxiing to the runway was this McDonnell Douglas F-15 Eagle operated by the 48th Fighter Wing at RAF Lakenheath in Suffolk.
 

 


Although a 40 year old design, McDonnell Douglas F-15 Eagle has only been challenged as the U.S. Air Force's premier fighter by the Lockheed Martin F-22 Raptor from 2005.  It remains the only aircraft in the U.S. Air Force arsenal capable of launching anti-satellite missiles and also serves with the air forces of Israel, Japan and Saudi Arabia.

 



Although a 40 year old design, McDonnell Douglas F-15 Eagle has only been challenged as the U.S. Air Force's premier fighter by the Lockheed Martin F-22 Raptor from 2005.  It remains the only aircraft in the U.S. Air Force arsenal capable of launching anti-satellite missiles and also serves with the air forces of Israel, Japan and Saudi Arabia.

The Eagle's air superiority is due to its advanced avionics, its range and weaponry, and its unprecedented manoeuvrability. One person can effectively perform air-to-air combat using its advanced systems to detect, acquire, track and attack enemy aircraft.

Like the earlier Avro Vulcan, the F-15's low-wing loading (the ratio of aircraft weight to its wing area), combined with its high engine thrust-to-weight ratio, allows it to turn tightly without losing airspeed. Under any light conditions, data from the integrated avionics system is projected on the windscreen, so the pilot can track and destroy an enemy aircraft without having to look down at cockpit instruments.

Between 16 January and 1 February 1975, an F-15A nicknamed "Streak Eagle" broke eight time-to-climb world records, reached an altitude of 98,425 feet just 3 minutes 27.8 seconds from brake release at takeoff and coasted to nearly 103,000 feet before descending.

The first Eagle entered service in November 1974 with the 58th Tactical Training Wing at Luke Air Force Base, Arizona while the first F-15 equipped air defence squadron was the 48th Fighter-Interceptor Squadron at Langley Air Force Base, Virginia in January 1982. By 1989, more than 1,200 Eagles were in service; most were built by McDonnell Douglas in St. Louis, Missouri, and more than 110 were built by Mitsubishi of Japan.

The single-seat F-15C and two-seat F-15D models were followed by the two-seat, dual-role F-15E "Strike Eagle" which flew for the first time on 11 December 1986. The F-15E Strike Eagle can fly higher than 50,000 feet at more than Mach 2.5 and perform fly air-to-air, air-to-ground, long-range, day or night missions, in any kind of weather.

 
 

 

  
 

The single-seat F-15C and two-seat F-15D models were followed by the two-seat, dual-role F-15E "Strike Eagle" which flew for the first time on 11 December 1986. The F-15E Strike Eagle can fly higher than 50,000 feet at more than Mach 2.5 and perform fly air-to-air, air-to-ground, long-range, day or night missions, in any kind of weather.

 
 

 

   
  One noticeable feature of this fly-home Monday at Fairford was the way in which helicopters followed fixed wing aircraft in either taxiing along or hovering low above the ground to the end of the runway before take off  - rather than just ascending vertically from their display positions. 

Just getting airborne below was this Boeing AH-64 Apache, the principal attack helicopter of the US Army and now being built for the British Army Air Corps under licence by Westland of Yeovil.  Designed as a replacement for the Hughes AH-1 Cobra of Vietnam war fame, this original Hughes design was selected in 1976 and the first production example rolled out in 1983.  The company was taken over by McDonnell Douglas in 1984 and the ultimate AH-64D Apache Longbow - distinguished by its circular rotor-top radome - is now a Boeing Integrated Defence Systems product.

Even without the AN/APG-78 millimetric radar fire control system however, the Apache can still make short work of enemy vehicles with the 30mm chain gun seen under the cockpit and a range of laser guided missiles.

 
 

 

  
 

Just getting airborne below was this Boeing AH-64 Apache, the principal attack helicopter of the US Army and now being built for the British Army Air Corps under licence by Westland of Yeovil.  Designed as a replacement for the Hughes AH-1 Cobra of Vietnam war fame, this original Hughes design was selected in 1976 and the first production example rolled out in 1983.  The company was taken over by McDonnell Douglas in 1984 and the ultimate AH-64D Apache Longbow - distinguished by its circular rotor-top radome - is now a Boeing Integrated Defence Systems product.

 
 

 


 

 



Following the order of the video once again, the F-16 - easily recognisable by its cropped delta wings with long root extensions blended with the fuselage - was the most successful fighter of its generation and the most numerous jet fighter in the Western world today with 3 600 delivered to 17 air forces by the end of 1997. Not bad for a research project for a very light fighter optimized for dogfighting!

 

 

  
 Following the order of the video once again, the F-16 - easily recognisable by its cropped delta wings with long root extensions blended with the fuselage - was the most successful fighter of its generation and the most numerous jet fighter in the Western world today with 3 600 delivered to 17 air forces by the end of 1997. Not bad for a research project for a very light fighter optimized for dogfighting!

Despite its minimalist origins, the Fighting Falcon has evolved into a versatile and effective multi-role workhorse. First flown on 20 January 1974, the service-test YF-16 defeated Northrop's YF-17 in a fly-off competition. The first of eight Full Scale Development F-16A airframes flew in 1975, the first FSD F-16B in 1977. The two-seat version retains wing and fuselage dimensions of the single seater while sacrificing 1,500 lb (680 kg) of fuel.

Nicknamed the 'Viper', the F-16 has a shock-inlet air intake located under the forward fuselage below its pilot and offers enhanced lift at high angles of attack. While its high Alpha capability is limited by comparison with that of the F/A-18 and the latest Russian 'super-fighters' its very high thrust to weight ratio, fast roll rate and high wing lift make it a very agile fighter. Among its once novel characteristics, the F-16 is statically unstable, relying on a central computer and electronic 'Fly By Wire' controls to remain controllable.

The F-16A pilot sits on a zero-zero ejector seat canted to recline 30°. This improves average g tolerance and necessitates provision of a limited movement pressure-sensing sidestick controller in place of a conventional joystick. The cockpit has HUD and multifunction displays, and a one-piece canopy of blown polycarbonate with no windscreen and thus no framing forward of the pilot's shoulder line. This gives an incomparable all-round view: a great boon for dogfighting.

The F-16A/B is armed with a General Electric M61A1 Vulcan, 20-mm cannon with 511 rounds, located on the port side at the blend between wing and fuselage. On a typical mission, an F-16A/B can carry as much as 16,700 lb of ordnance, including Mk 20 Rockeye and CBU-87 cluster bombs, Mk 83 and Mk 84 500-lb and 1,000 lb bombs, AGM-65 Maverick missiles, and GBU-10 and GBU-15 guided weapons.

 

 

 

 

As discussed above within the context of the Panavia Tornado, NATO's search for a Lockheed F-104 Starfighter replacement led in June 1975 to the 'sale of the century' in which Belgium, Denmark, the Netherlands and Norway selected the F-16A/B. SABCA in Belgium was responsible for the manufacture of 221 aircraft mainly for Belgium and Denmark, as seen moving, while F-16C/D Block 40/42 Night Falcon aircraft began to come off the Fort Worth production line in December 1988. This version introduces LANTIRN navigation and targeting pods, Navstar GPS navigation receiver, AGM-88B HARM II, APG-68V radar, digital flight controls, automatic terrain following and, as a consequence, increased take-off weight. Greater structural strength increases the Night Falcon's 9-g capability from 26,900 lb (12201 kg) to 28,500 lb (12928 kg)

 
 

 

  
 As discussed above within the context of the Panavia Tornado, NATO's search for a Lockheed F-104 Starfighter replacement led in June 1975 to the 'sale of the century' in which Belgium, Denmark, the Netherlands and Norway selected the F-16A/B. SABCA in Belgium was responsible for the manufacture of 221 aircraft mainly for Belgium and Denmark, as seen moving, while F-16C/D Block 40/42 Night Falcon aircraft began to come off the Fort Worth production line in December 1988. This version introduces LANTIRN navigation and targeting pods, Navstar GPS navigation receiver, AGM-88B HARM II, APG-68V radar, digital flight controls, automatic terrain following and, as a consequence, increased take-off weight. Greater structural strength increases the Night Falcon's 9-g capability from 26,900 lb (12201 kg) to 28,500 lb (12928 kg)

The heavier all-up weight has resulted in larger landing gear to accommodate LANTIRN, bulged landing gear doors and the movement of landing lights to the nose gear door. Block 40/42 Night Falcons have been delivered to the USAF, Israel, Egypt, Turkey, and Bahrain. An AMRAAM-equipped Block 42 F-16D became the first USAF 'Viper' to score an air-to-air victory by downing an Iraqi Mig-25 on 27 December 1992. In 1994 F-16s shot down three Serbian aircraft over Bosnia.

The USAF Europe F-16 pictured above belongs to the 52nd Fighter Wing based at Spangdahlem AFB in Germany while the "Solo Turk" seen below had its gold engine and nose covers applied all the time we were there.  Like the Battle of Britain Memorial Flight Avro Lancaster seen behind it, F-16C 91-0011 of 141 Filo Turk Hava Kuvvetieri must have been scheduled for a later departure.

More information about the F-16 Fighting Falcon can be found elsewhere on this website and Royal Netherlands Air Force F-16s like RIAT attendees J-512 and J-015 also have their own site at www.f16demoteam.nl

 
 

 


The USAF Europe F-16 pictured above belongs to the 52nd Fighter Wing based at Spangdahlem AFB in Germany while the "Solo Turk" seen below had its gold engine and nose covers applied all the time we were there.  Like the Battle of Britain Memorial Flight Avro Lancaster seen behind it, the F-16C must have been scheduled for a later departure.

 

 


The Short Tucano T1 is a modified version of the Brazilian Embraer EMB-312 Tucano two seat basic trainer aircraft, built under licence by Shorts of Belfast and also used by the air forces of Kenya and Kuwait.

 

 

  
 
The Short Tucano T1 is a modified version of the Brazilian Embraer EMB-312 Tucano two seat basic trainer aircraft, built under licence by Shorts of Belfast and also used by the air forces of Kenya and Kuwait.

The turboprop Tucano was chosen to replace the RAF’s Jet Provosts because of its greater fuel efficiency and lower operating costs.  Its two-seat tandem cockpit also makes it an ideal lead-in to the BAe Hawk, and despite being propeller-driven the Tucano handles like a jet and is fully aerobatic.

The Tucano is operated primarily from No 1 Flying Training School at RAF Linton-on-Ouse to provide basic fast jet flying training to RAF and RN student pilots, and basic Weapons Systems Operator training to all potential RAF WSOs. Student pilots fly around 130 hours during their training course on the Tucano before progressing to the Hawk T1 aircraft at RAF Valley. 

The 1 FTS syllabus also includes general aircraft handling, formation flying and low-level navigation and, due to its comprehensive avionics and ice-protection packages, the Short Tucano can be flown in all types of weather, by day and by night. Should weather conditions be poor at RAF Linton-on- Ouse, students can thus fly low-level sorties to locations as far away as Wales or the north of Scotland.

Developed to meet Air Staff Target 412 and having been selected for production in 1985 ahead of the Pilatus PC-9, Hunting Firecracker, the Short Tucano is powered by an 1 150 shp Garrett Turboprop engine - as opposed to the original Embraer Tucano's 750 bhp gas turbine - and has a maximum speed of 300kts (345mph) and can maintain 270kts (310mph) at low level.  It can operate at up to 30,000 feet and has an initial climb rate of 4000 feet per minute.

Other Belfast-built improvements included a strengthened airframe, four as opposed to three bladed propeller, ventral airbrake and restyled wingtips, Martin Baker MBL8C ejector seats and new oxygen system, flight recorder and canopy.

The Tucano has recently undergone a wing and fuselage strengthening programme to overcome aircraft stress problems and will remain as the RAF’s primary fast-jet basic flying-training aircraft until well after 2011.

ZF 287 - seen above - belonged to 72 ( Reserve) Squdron at 1 FTS and was named 'City of Leeds' named after Spitfire Mk V W3181 that flew with 72 Squadron and failed to return after encounter with a Bf-109 on 19 July 1941. ZF 342 - pictured below - was also based at RAF Linton on Ouse.

 

 
ZF 287 - seen above - belonged to 72 ( Reserve) Squdron at 1 FTS and was named 'City of Leeds' named after Spitfire Mk V W3181 that flew with 72 Squadron and failed to return after encounter with a Bf-109 on 19 July 1941. ZF 342 - pictured below - was also based at RAF Linton on Ouse.


Both as support aircraft for jet display teams and as exhibits in their own right, Lockheed C-130 Hercules have had a long association with the Royal International Air Tattoo.  Recorded flying above the heads of the crowd as it came in to land, for example, was HZ-128, an L-100-30 Hercules of the Saudi Arabian Royal Flight.

 

 

  
 Both as support aircraft for jet display teams and as exhibits in their own right, Lockheed C-130 Hercules have had a long association with the Royal International Air Tattoo.  Recorded flying above the heads of the crowd as it came in to land, for example, was HZ-128, an L-100-30 Hercules of the Saudi Arabian Royal Flight while 344, pictured above, was from the Royal Jordanian Air Force..

However the recent death of actor Nicholas Courtney - Brigadier Alastair Gordon Lethbridge-Stewart in the long running BBC TV series "Dr Who" - revived memories of another link between the 1954 vintage four engined turboprop and Fairford itself.

Although he had played other roles in Dr Who - including Colonel Lethbridge-Stewart in "The Web of Fear", Nicholas Courtney's first appearance as The Brigadier ( pictured below with some sage advice) came late in 1968 when Douglas Camfield directed him in "The Invasion" pitting Cybermen against the newly formed United Nations Intelligence Taskforce (UNIT).  This worldwide alien-hunting organisation purported to be based in Geneva, Switzerland, but its first onscreen headquarters was a flying command post in the back of RAF C-130K XV300 on the apron at Fairford!

 
 

 

  
  Although he had played other roles in Dr Who - including Colonel Lethbridge-Stewart in "The Web of Fear", Nicholas Courtney's first appearance as The Brigadier ( pictured below with some sage advice) came late in 1968 when Douglas Camfield directed him in "The Invasion" pitting Cybermen against the newly formed United Nations Intelligence Taskforce (UNIT).  This worldwide alien-hunting organisation purported to be based in Geneva, Switzerland, but its first onscreen headquarters was a flying command post in the back of RAF C-130K XV300 on the apron at Fairford! 
 

 

  
 

36 Squadron had received its first Hercules in August 1967 to replace the antiquated Blackburn Beverley although monochrome TV could only suggest that XV300 and a sister aircraft parked in the background were painted in the same two tone desert camouflage with a white cockpit roof as XV196 – the Hercules in the Airfix kit of the time. Until the oil crisis of 1973 pushed up prices dramatically, this and the Boeing B-29 Superfortress were the only Airfix kits to cost more than a pound! However, that one pound did also include a Bristol Bloodhound missile on a trailer towed by a short wheelbase Landrover – both of which also feature in “The Invasion”!

Indeed, RAF Fairford also saw the first instance of Doctor Who driving a vehicle other than his TARDIS – which was shot materialising at Williamstrip Farm in nearby Coln St Aldwyns in Gloucestershire to start the story -  when Patrick Troughton took the wheel of Land Rover 72 EN 40 to leave the Hercules.  UNIT's Captain Turner ( actor Robert Sidaway ) then drove out a second Land Rover en route to catching a “hypersonic aircraft” to Russia to commandeer a rocket to shoot down a hostile Cyber ship. The RAF Hercules fleet was maintained and upgraded by Marshalls of Cambridge, founded by Sir Arthur Marshall, who in 1960 devised the drooping nose of Concorde, the supersonic jetliner that would take up residence at Fairford in March 1969.

After a long RAF service, including several more returns to Fairford, XV300 was withdrawn on 28 December 2001, swapped with Lockheed for a more recent airframe and scrapped at Georgetown Air Force Base in Delaware.  However, in 2007 the C-130 became the fifth aircraft type - after the English Electric Canberra, Boeing B-52 Stratofortress, Tupolev Tu-95 and Boeing KC-135 Stratotanker - to mark 50 years of continuous use with its original primary customer. The C-130 is also the only military aircraft to remain in continuous production for 50 years with its original customer, as the updated C-130J Super Hercules with  Dowty R391 composite scimitar propellers.

 
 

 

  
  Back in the USA, the CH-53 Sea Stallion was developed into the more powerful armour plated Sikorsky MH-53M Pave Low to drop off, supply, and pick up special forces behind enemy lines as well as engage in combat search and rescue missions. Low-level penetration was made possible by a state-of-the-art terrain following radar and infrared sensors that allow the helicopter to operate in bad weather.  An example a Sikorsky MH-53M Pave Low of the United States Air Force Special Operations Command 21st SOS / 352nd SOG numbered 70-1625 and named "Deliverance" is pictured above at RIAT in 2002 
 

 

  
 At RIAT 2011 Sikorsky CH-53G Sea Stallion 84+72 wore the dark green colours of the German Army Air Corps, which chose the single rotor machine - first flown at Stratford, Conneticut in 1964 - over the Boeing Vertol Chinook in 1966.  However, all but two of the service's 110 Sea Stallions were built in Germany by VFW-Fokker, the first of these flying in 1971.  Thirty years later Eurocopter upgraded all the CH-53Gs with additional fuel capacity for longer range, missile warning and self protection apparatus and cockpit instrumentation compatible with night vision goggles.

Back in the USA, the CH-53 Sea Stallion was developed into the more powerful armour plated Sikorsky MH-53M Pave Low to drop off, supply, and pick up special forces behind enemy lines as well as engage in combat search and rescue missions. Low-level penetration was made possible by a state-of-the-art terrain following radar and infrared sensors that allow the helicopter to operate in bad weather.  An example a Sikorsky MH-53M Pave Low of the United States Air Force Special Operations Command 21st SOS / 352nd SOG numbered 70-1625 and named "Deliverance" is pictured above at RIAT in 2002

The ancestry of both these single rotor machines evolved from the forward fuselage of Sikorsky's earlier S-61 ( which in turn was the basis for the Westland Sea King ) and the rear fuselage and tailplane of the Sikorsky CH-54 Tarhe flying crane.

The design was formulated in response to a United States Air Force requirement of the early 1960s for a long range transport helicopter to resupply the "Texas Towers" radar stations located off the shore of the southern USA. For this role, the new helicopter was given an hydraulically powered rear door and loading ramp, twin wheeled forward tricycle undercarriage and auxiliary power unit for self sufficiency in remote areas.

The HH-3 "Jolly Green Giant" variant of what Sikorsky had originally termed the S61R was introduced from 1966 and became famous for rescuing aircrew shot down behind enemy lines in Vietnam. The very similar HH-3F Pelican was likewise used for search and rescue duties by the US Coastguard and HH-3 "Jollies" were also employed to insert US Special Forces for clandestine operations until finally being replaced by later Sikorsky helicopters in the 1990s.

Between 31 May and 1 June 1967, two HH-3Es of the United States Air Force made the first nonstop flight across the Atlantic Ocean by helicopter. Departing from New York in the early hours, the two helicopters arrived at the 1967 Paris Air Show at Le Bourget after a 30 hours 46 minutes and nine in-flight refuellings. Both helicopters were later lost in combat operations in Southeast Asia in 1969 and 1970.

The Jolly Green Giant flew 251 combat missions during Operation Desert Storm in 1991 and examples were also stationed in Florida, Africa and Spain from the 1980s to rescue astronauts from any forced Space Shuttle landings.

A 1/72 scale model of the HH-3 Jolly Green Giant from the Jet Age Reserve Model Collection most recently appeared at the October 2010 Cheltenham GWR Modellers Exhibition as part of the Joint Harrier Strike Force diorama.

 
 

 

  
 

The HH-3 "Jolly Green Giant" variant of what Sikorsky had originally termed the S61R was introduced from 1966 and became famous for rescuing aircrew shot down behind enemy lines in Vietnam. The very similar HH-3F Pelican was likewise used for search and rescue duties by the US Coastguard and HH-3 "Jollies" were also employed to insert US Special Forces for clandestine operations until finally being replaced by later Sikorsky helicopters in the 1990s.

 
 

 

  

 

 

   
  In 1977 Hawker Siddeley Aviation - which had previously absorbed the Gloster Aircraft Company - merged with the British Aircraft Corporation to become British Aerospace (BAe), renamed BAe Systems in 1999 after a further merger with Marconi Electronic Systems. This further concentration of Britain's aircraft industry yielded more work for the former English Electric airfield at Warton, Lancashire, and - with the appearance of the Hawk single engined twin-seat jet trainer in 1974 - forged links with the former Blackburn Aircraft base at Brough, Yorkshire.

In 1964 the Royal Air Force specified a requirement (Air Staff Target (AST) 362) for a new fast jet trainer to replace the Folland Gnat. The SEPECAT Jaguar was originally intended for this role, but it was soon realised that it would be too complex an aircraft for fast jet training and only a small number of two-seat versions were purchased.

Accordingly, in 1968, Hawker Siddeley Aviation began studies for a simpler subsonic aircraft, initially as special project (SP) 117. This project was funded by the company as a private venture, in anticipation of possible RAF interest, and the design was conceived of as having tandem seating and a combat capability in addition to training, as it was felt the latter would improve export sales potential.

In 1969 the project was first renamed P.1182, then HS.1182. By the end of the year Hawker Siddeley Aviation had submitted a proposal to the Ministry of Defence based on the design concept, and in early 1970 the RAF issued Air Staff Target (AST) 397 which formalised the requirement for new trainers of this type. The RAF selected the HS.1182 for their requirement on 1 October 1971 and the principal contract, for 175 aircraft, was signed in March 1972.

The new trainer was named "Hawk" - breaking an RAF tradition of University themed titles - and first flew on 21 August 1974. It is still in production with over 900 Hawks sold to 18 customers around the world.

The Hawk is characterised by a low-mounted swept cantilever monoplane wing and is powered by a non-augmented two-spool Rolls Royce Turbomeca Adour turbofan fiited to the aft fuselage and fed by air inlets above the roots of the wings. The stepped cockpit, allowing the instructor in the rear seat a good forward view, was an innovation subsequently adopted by many other training aircraft.

The low-positioned one-piece wing was designed to allow a wide landing gear track and to enable easier maintenance access. The wing is fitted with wide-span, double-slotted, trailing-edge flaps for low-speed performance. Integral to the wing is 836 litre (184 imperial gallon) fuel tank and room for the retractable main landing gear legs. Designed to take a +8/-4 g load, the original requirement was for two stores hardpoints but Hawker Siddeley designed the Hawk with four hardpoints.

The fuselage design was led by the need to get a height differential between the two tandem cockpits which enabled increased visibility for the instructor in the rear seat. Each cockpit is fitted with a Martin-Baker Mk 10B zero-zero rocket assisted ejection seat. The centre fuselage has an 823 litre (181 Imperial Gallon) flexible fuel tank. A ram air turbine is fitted just in front of the single fin as well as a gas turbine auxiliary power unit above the engine. The nose landing gear leg retracts forwards.

The Hawk was designed to be manoeuvrable and can reach Mach 0.88 in level flight, and Mach 1.15 in a dive, thus allowing trainees to experience transonic flight before advancing to a supersonic trainer.

The The Hawk entered RAF service in April 1976, replacing the Folland Gnat and Hawker Hunter. Hawk T1 (Trainer Mark 1) was the original version used by the RAF and deliveries commencing in November 1976 with 176 being ordered.

In RAF service the Hawk can be fitted with a 30mm Aden canon in a centreline pod and Sidewinder air-to-air missiles under the wings. From 1983 to 1986, Hawks so fitted were given the designation T1A and in the event of war would have worked with Panavia Tornados, whose Foxhunter airborne search radar sets would have vectored non-radar-fitted Hawk T1As - flown by instructor pilots - against enemy targets. With the collapse of the Soviet Union in the 1990s Hawks are no longer tasked with this role although they have played aggressors in simulated air combat with Tornado ADVs.

The Hawk subsequently replaced the English Electric Canberra as a target tug while the Royal Navy acquired a dozen Hawk T1/1As from the RAF, for use as aerial targets for the training of ships' gunners and radar operators.

Eighty Hawk T1/1A aircraft have been upgraded under the Fuselage Replacement Programme (FRP), which involves the replacement of the aft, centre and rear fuselage sections, using new build sections derived from the export Mk. 60 version of the Hawk.

In 2009, the RAF began receiving the first Hawk T2 aircraft - of which ZK025 pictured above is an example - which will replace T1s ( such as XX307 and XX245, also noted at RIAT 2011) in the advanced trainer role.  Based on versions exported to Australia and South Africa, the T2 features a glass cockpit similar to that found in the Eurofighter Typhoon.

However, the most famous RAF operator of the Hawk T1 is the Red Arrows aerobatic team, which adopted the plane in late 1979. The first display season with Red Arrows Hawks was in 1980.

The Red Arrows badge shows the aircraft in their trademark diamond nine formation, with the motto Éclat, meaning "brilliance" or "excellence". They were formed in late 1964 as an all-RAF team, replacing a number of unofficial teams that had been sponsored by RAF commands.

The Red Arrows were originally equipped with seven Folland Gnat trainers which were inherited from the RAF Yellowjacks display team. The Folland Gnat aircraft - designed by W.E.W. Petter, who had also designed the English Electric Canberra - was chosen because it was less expensive to operate than front-line fighters such as the English Electric Lightning.

The first ever Red Arrows display was on 6 May 1965 at RAF Little Rissington, Gloucestershire, home of the Central Flying School and parent to their own satellite airfield at RAF Kemble. Later in 1965 The Red Arrows flew at 65 shows across Europe and were awarded the Britannia Trophy by the Royal Aero Club for their contribution to aviation.

In 1968 the team was increased to nine members, enabling them to develop their trademark Diamond Nine formation under the command of Squadron Leader Ray Hanna, who would later receive a bar to his AFC for leading The Red Arrows for a record four seasons.

In 1983 the Red Arrows left Gloucestershire for a number of bases in Lincolnshire as the Central Flying School moved from RAF Little Rissington to Scampton.

Normally each pilot, including the Squadron Leader, stays with the Red Arrows for three seasons and in this way maximum expertise is retained from year to year. The Synchro Pair, Reds 6 and 7 , perform the highly popular solo manoeuvres within the second half of the display. They provide extra excitement and ensure that there is always some activity going on in front o the crowd while the Team Leader is repositioning the remaining aircraft for the next flypast.

The Team Manager is Red 10 and flies the tenth Hawk to displays away from Scampton, making the spare aircraft ready to use in case one of the others becomes unserviceable. Rather than flying in displays however, the Team Manager stays on the ground and commentates on the Red Arrows performances.
 
 

 

   
 

Sadly, 21 August 2011 marked the first loss of a Red Arrow at an air display when Red 4 - flown by Flight Lieutenant John Egging - failed to land at Bournemouth International Airport after a sea front display.  Rather than ejecting however, "Eggman" sacrificed his own life to steer his stricken Hawk away from a Dorset village.  By August 2012 however a memorial to Flight Lieutenant John Egging had been established on Bournemouth sea front.

 
 

 

   
 

Sadly, 21 August 2011 marked the first loss of a Red Arrow at an air display when Red 4 - flown by Flight Lieutenant John Egging - failed to land at Bournemouth International Airport after a sea front display.  Rather than ejecting however, "Eggman" sacrificed his own life to steer his stricken Hawk away from a Dorset village.  By August 2012 however a memorial to Flight Lieutenant John Egging had been established on Bournemouth sea front.

The green and white Saudi Hawks formation team - supported by the Hercules seen arriving beyond the heads of the crowd in the video - fly BAe Systems Mark 65 Hawks and belong to 88 Squadron RSAF based at King Faisal Air Base, Tabuk.

 
 

 

   
 

The green and white Saudi Hawks formation team - supported by the Hercules seen arriving beyond the heads of the crowd in the video - fly BAe Systems Mark 65 Hawks and belong to 88 Squadron RSAF based at King Faisal Air Base, Tabuk.

 
 

 

   

As a result, the Fairchild Republic Thunderbolt II was first flown on 10 May 1972 and entered USAF service in 1977.  Named after the Republic Thunderbolt piston engined close support fighter bomber of World War II but also known as the Warthog, the straight winged A-10 was built around a powerful 30mm 7-barrel General Electric GAU-8/A Gatling gun and its enormous ammunition magazine. The 22' long gun itself weighs 4 091 lb and can fire 2lb high explosive or armour piercing rounds at a maximum rate of 4 200 per minute.  However, in practice this rate of fire is limited to ten two-second burst with 60 seconds left in between to let the gun cool.

 

 

   
  After much dispute with the US Army, the United States Air Force was tasked with close air support (CAS) over the battlefields of the Vietnam war and concluded that it needed a new aircraft for the job with a particular talent for destroying enemy tanks.

As a result, the Fairchild Republic Thunderbolt II was first flown on 10 May 1972 and entered USAF service in 1977.  Named after the Republic Thunderbolt piston engined close support fighter bomber of World War II but also known as the Warthog, the straight winged A-10 was built around a powerful 30mm 7-barrel General Electric GAU-8/A Gatling gun and its enormous ammunition magazine. The 22' long gun itself weighs 4 091 lb and can fire 2lb high explosive or armour piercing rounds at a maximum rate of 4 200 per minute.  However, in practice this rate of fire is limited to ten two-second burst with 60 seconds left in between to let the gun cool.

The two turbofan engines in pods on top of the fuselage and twin tailfins helping to shield their infra-red signature are all designed to be easily replaced or even dispensed with to keep the A-10 flying after suffering serious damage while the pilot sits in an armoured titanium "bathtub" - designed to resist 23mm rounds - for maximum survivability.  The A-10 can also land in only 4 000 feet of runway and many parts are interchangeable between the right and left sides of the aircraft.

The "Hog" can carry 16,000lbs of external weaponry and from 2005 all A-10s were due to be upgraded to A-10C standard with glass cockpits, digital stores management and new multi-functional throttles and joysticks.  More electrical power was also envisaged to allow the deployment of smart weapons such as Joint Direct Attack Munitions and Wind Corrected Munitions Dispensers.

The A-10 proved its value in the 1991 Gulf War and the example seen at Fairford - 82-0649 belongs to the 52nd Fighter Wing based at Spangdahlem AFB in Germany .

 


Like the Fairey FD2 which had taken the World Air Speed Record on 10 March 1956, the Mirage III featured a low, thin delta wing, vertical fin without separate horizontal tail.  The low loaded delta wing shape, also used on the Avro Vulcan, necessitated a long takeoff run and high landing speeds but was robust, and offered plenty of fuel storage space, high straight-line speed and low radar cross section.   Dassault's design also had half-cone shock diffusers ( known as "souris", or mice ) to regulate the air flow of the wing root intakes and slow supersonic air to the point where it could be breathed by a gas turbine.

 

 

  
 Proving that grey and green disruptive camouflage does work, this French Air Force Mirage 2000 almost succeeded in hiding a Rockwell OV-10 Bronco!

The development of the Mirage 2000 can be traced back to Marcel Dassault's Mirage III, first flown on 17 November 1956 and based on a 1953 specification for a lightweight fighter capable of climbing to 59 000' in six minutes and achieving Mach 1.3 in level flight. 

Like the Fairey FD2 which had taken the World Air Speed Record on 10 March 1956, the Mirage III featured a low, thin delta wing, vertical fin without separate horizontal tail.  The low loaded delta wing shape, also used on the Avro Vulcan, necessitated a long takeoff run and high landing speeds but was robust, and offered plenty of fuel storage space, high straight-line speed and low radar cross section.   Dassault's design also had half-cone shock diffusers ( known as "souris", or mice ) to regulate the air flow of the wing root intakes and slow supersonic air to the point where it could be breathed by a gas turbine.

The Mirage III was widely exported to customers including Israel, South Africa, Argentina and also Australia - which until then had either mainly bought or licence built British aircraft.  The concept was further developed into the Mirage IV nuclear bomber for France's Force De Frappe, the Balzac V vertical take off and landing aircraft and the high-swept-wing Mirage F1, itself related to the Anglo-French Variable Geometry concept which spawned the Panavia Tornado.

 
 

 

  
 

The multi-role Mirage 2000 first flew on 10 March 1978, was introduced to French air force service in November 1982 and also gained export customers as a single engined lightweight alternative to the General Dynamics F-16 Fighting Falcon described above.  Like the F-16 it was a fly-by-wire inherently unstable design with computer control overcoming the poor low-speed handling of delta wings while retaining all its advantages.

 
 

 

  
 The multi-role Mirage 2000 first flew on 10 March 1978, was introduced to French air force service in November 1982 and also gained export customers as a single engined lightweight alternative to the General Dynamics F-16 Fighting Falcon described above.  Like the F-16 it was a fly-by-wire inherently unstable design with computer control overcoming the poor low-speed handling of delta wings while retaining all its advantages. 
 

 

  
 

The grey liveried side view above depicts OV-10A Bronco 14699 of the 20th Tactical Air Support Squadron, 601st TCW, USAF Sembach, West Germany in 1980 while the former Luftwaffe OV-10B target tug  - 99+32 - seen at Fairford in 2011 is privately preserved an has its own website, as does Colonel K. P. Rice USMC who is now working on his own Volante flying car.

 
 

 

  
 

 

Most clearly defined by the fluorescent orange strips on its twin tail booms, wings and nose in the picture above, the Rockwell OV-10 Bronco first flew on 16 July 1965 in response to the need of the United States Marine Corps for a rugged lightly armed low-level reconnaissance platform.

Also adopted by the United States Air Force, the Bronco - designed by W.H. Beckett and Colonel K.P. Rice USMC - was well liked for its high visibility cockpit and rear cargo compartment.  It could carry up to three tons of external stores too, and despite the production model gaining a 40' wingspan which limited its off-runway forward base use, it could still operate offer more loiter time over a target than a jet fighter. 

Although 157 OV-10As were fitted with machine gun turrets for used in Vietnam from 1968, seventeen airframes were converted to OV-10D Night Observation Surveillance standard by 1980 with engines more powerful than the original Garrett turboprops carrying 20mm canon, infra red equipment and laser target designators aloft.

Other versions have been supplied to Indonesia, Thailand, Morocco, The Philippines and Venezuela and although officially retired from the USAF in 1994, the Bronco is still used as a civilian fire-spotting aircraft in the USA.

The grey liveried side view above depicts OV-10A Bronco 14699 of the 20th Tactical Air Support Squadron, 601st TCW, USAF Sembach, West Germany in 1980 while the former Luftwaffe OV-10B target tug  - 99+32 - seen at Fairford in 2011 is privately preserved an has its own website, as does Colonel K. P. Rice USMC who is now working on his own Volante flying car.

 


 

The Patrouille Acrobatique de France (PA.F)  - commonly referred to as the Patrouille de France - are based at the French Air Force Academy at Salon de Provence and fly eight Dassault-Bregut / Dornier Alpha Jets, all finished in a red, white and blue scheme with Armee de l'air inscriptions under the wing.

 
 

 

   
 

 

The Patrouille Acrobatique de France (PA.F)  - commonly referred to as the Patrouille de France - are based at the French Air Force Academy at Salon de Provence and fly eight Dassault-Bregut / Dornier Alpha Jets, all finished in a red, white and blue scheme with Armee de l'air inscriptions under the wing.

Formed in 1953, The Patrouille de France are one of the oldest display teams, originally flying the Republic F-84G Thunderjet before converting to the Dassault Ouragon in 1954 and Dassault Mystere IV in 1957.  Although four different wings which were allowed to use the name Patrouille de France between 1955 and 1963, Salon de Provence became the team's permanent home from 1964 when the butterfly tailed Fouga CM 170 Magister became the aircraft of choice until the Alpha Jet took over in 1981. 

The Patrouille de France - which, like the Red Arrows boasts a synchro pair - are supported on the air show circuit by either a Lockheed C-130 Hercules or twin engined C-160 Transall of French Transport Command ( COTAM ) which carries their support equipment and personnel.

The twin engined high wing Alpha Jet first flew in 1974 as a collaboration between Dornier and Dassault-Bregut, becoming a standard NATO basic trainer.  Portuguese Air Force Alpha Jet 15220, below, was seen at RIAT in 2002.

 
 

 

   
 

The twin engined high wing Alpha Jet first flew in 1974 as a collaboration between Dornier and Dassault-Bregut, becoming a standard NATO basic trainer.  Portuguese Air Force Alpha Jet 15220, below, was seen at RIAT in 2002.

 
 

 

 
 

 

 
 

A deeper appraisal of the RAF's air sea rescue Westland Sea King helicopters can be found elsewhere on this website with a walk round XZ592's close comrade XZ589.

 
 

 

   
  A deeper appraisal of the RAF's air sea rescue Westland Sea King helicopters can be found elsewhere on this website with a walk round XZ592's close comrade XZ589.

Meanwhile, following lessons learned in the 1982 Falklands Campaign - 10 HAS2s were converted to AEW2A standard to provide airborne early warning cover for Invincible class aircraft carriers - sadly withdrawn and scrapped in 2011. The AEW2A Sea Kings - like the one seen in Part Two of the video - can be distinguished by a large black thimble shaped radome - carrying a Thorn EMI Searchwater radar antenna - mounted on a rotating arm on the starboard side just behind the sliding fuselage door. This is positioned alongside the fuselage when on the ground but is rotated so that the curved end faces downward - below the level of the tail wheel - when the helicopter is flying.

 
 

 

   
 

Meanwhile, following lessons learned in the 1982 Falklands Campaign - 10 HAS2s were converted to AEW2A standard to provide airborne early warning cover for Invincible class aircraft carriers - sadly withdrawn and scrapped in 2011. The AEW2A Sea Kings can be distinguished by a large black thimble shaped radome - carrying a Thorn EMI Searchwater radar antenna - mounted on a rotating arm on the starboard side just behind the sliding fuselage door. This is positioned alongside the fuselage when on the ground but is rotated so that the curved end faces downward - below the level of the tail wheel - when the helicopter is flying.

 
 

 

   
 

Italian AF C-27J Spartan CSX 62119 is a joint Alenia / Lockheed Martin development of the 1970 vintage Aeritalia G222 with many Lockheed C-130J features including glass cockpit with liquid crystal displays, avionics allowing low level night flight, and Rolls Royce Defence North America ( formerly Allison ) 5 000 shp gas turbines providing the torque for Dowty R391 composite scimitar propellers.

 
 

 

   
  Italian AF C-27J Spartan CSX 62119 is a joint Alenia / Lockheed Martin development of the 1970 vintage Aeritalia G222 with many Lockheed C-130J features including glass cockpit with liquid crystal displays, avionics allowing low level night flight, and Rolls Royce Defence North America ( formerly Allison ) 5 000 shp gas turbines providing the torque for Dowty R391 composite scimitar propellers

Designed as a rugged, medium-size all-weather transport and aeromedical evacuation aircraft particularly suited for short-to-medium range tactical operations into semi-prepared airfields as short as 1 800 feet (549m), the twin engined C-27J is crewed by a pilot, co-pilot and loadmaster and has a cargo capacity of more than 2 000 cubic feet, or 12 000 pounds (5 443kg).

The Spartan is constructed with a floor strength equal to that of a C-130J and the large pressurised cargo cabin cross section is able to accommodate standard 463L pallets. Without modification, HMMWV (High Mobility Medium Wheeled Vehicle), AML-90, Perentie 6x6 armoured vehicle, M113 armoured personnel carrier or similar military vehicles can be driven on and off the Spartan via a hydraulically operated rear-loading ramp. The aircraft is constructed to off load vehicles quickly while taking fire and an upward opening door is installed in the underside rear fuselage which is used for airdrops of pallets or CDS (Container Delivery System) units.

 In the aeromedical evacuation role, the aircraft can carry 24 casualties on litters (stretchers) and 4 medical attendants. The cargo compartment is equipped with a dedicated aeromedical oxygen supply and 12 power centers for medical or auxiliary equipment.  For the paratroop role, the aircraft is equipped with door jump platforms and static lines and can carry up to 24 fully-equipped paratroops. Paratroop jumps can be carried out from the paratroop doors on both sides of the cargo compartment or from the cargo ramp and rear door. Standard passenger capacity is 34 ground troops.

In August 1990 the USAF selected the G222 as its Rapid-Response Intra-Theater Airlifter (RRITA) which was designated C-27A Spartan and procured from Alenia by Chrysler, the prime U.S. contractor, and modified for USAF operations with the installation of mission-specific communications, navigation and mission systems. An initial order for five aircraft led to a fleet of 10 C-27As, stationed at Howard AFB, Panama, to support U.S. Southern Command operations in Latin America.  However, the aircraft did not prove popular in service and by 1999 all had been placed in storage.

First flown in September 1999 though, the much improved C-27J variant Spartan won an order for 12 airframes from the Italian Air Force with Alenia Aerospazio taking responsibility for the certification process and for most of the manufacturing, final assembly and flight testing operations. Lockheed Martin meanwhile is responsible for the propulsion and avionics and takes lead responsibility for product support and worldwide marketing. Sister C-27J Spartan MMCSX 62127 is pictured below at RIAT in 2002.

 
 

 

   
 

First flown in September 1999 though, the much improved C-27J variant Spartan won an order for 12 airframes from the Italian Air Force with Alenia Aerospazio taking responsibility for the certification process and for most of the manufacturing, final assembly and flight testing operations. Lockheed Martin meanwhile is responsible for the propulsion and avionics and takes lead responsibility for product support and worldwide marketing. Sister C-27J Spartan MMCSX 62127 is pictured below at RIAT in 2002.

 
 

 

   
 

The Bell 412EP Griffin - seen hovering in the movie between the departures of the C-27J Spartan and that of the single seat Eurofighter Typhoon - is a development of the Bell UH1 "Huey" famously used by the United States armed forces in Vietnam

 
 

 

   
 

The Bell 412EP Griffin ZJ237 - seen hovering in the movie between the departures of the C-27J Spartan and that of the single seat Eurofighter Typhoon - is a development of the Bell UH1 "Huey" famously used by the United States armed forces in Vietnam

Griffon HT1 ZJ236 - alternative civilian serial is G-BXBE - of Shawbury based 60 Squadron Defence Helicopter Flying School was on show at Fairford in 2002 and is pictured above.

Student pilots either join the Royal Air Force directly or as graduate entrants and complete a 30 week officer training course at Cranwell, Lincolnshire. This is followed by 60 hours of Elementary Flying Training which leads to a Final Handling Test and streaming into further traing specific to fast jets, mutli-engined aircraft or helicopters.

At the DHFS, rotary wing students spend around 70 hours on the Eurocopter Squirrel before 65 hours learning to fly the multi engined Griffin. Prospective Sea King pilots then spend a further 15 hours on the Griffin.

 
 

 

   
  Britain, Germany, Italy and Spain formally agreed to start development of the aircraft in 1988 with contracts for a first batch of 148 aircraft – of which 55 were for the RAF – signed ten years later. Deliveries to the RAF started in 2003 to 17 Squadron, based at BAe Systems Warton Aerodrome in Lancashire, alongside the factory in which the T1 two seat trainer - as represented by ZJ802 ( constructors number 1011/BT003) , pictured above, one of the first RAF Typhoons delivered - and single seat F2 aircraft are assembled, while detailed development and testing of the aircraft was carried out.  
 

 

   
  Eurofighter Typhoon is a multi-role combat aircraft, capable of being deployed in the full spectrum of air operations, from air policing and peace support to high intensity conflict as a replacement for the RAF’s Tornado F3 and Jaguar aircraft. One major advantage of the fly-by-wire Typhoon over both the Tornado and Jaguar is its ability to undertake "swing role" missions switching between air-to-air and ground-to-air modes within a single sortie.

Its two Eurojet EJ200 turbojets each yield 20 000 lb of thrust, taking the 15.96m long, 11.09m wide canard delta aircraft to Mach 2 and a maximum altitude of 65 000 feet. Missile armament includes Advanced Medium Range Air-to-Air Missile ( AMRAAM ), Advanced Short Range Air-to-Air Missile (ASRAAM), Brimstone, Storm Shadow, Enhanced Paveway and Paveway IV

Britain, Germany, Italy and Spain formally agreed to start development of the aircraft in 1988 with contracts for a first batch of 148 aircraft – of which 55 were for the RAF – signed ten years later. Deliveries to the RAF started in 2003 to 17 Squadron, based at BAe Systems Warton Aerodrome in Lancashire, alongside the factory in which the T1 two seat trainer - as represented by ZJ802 ( constructors number 1011/BT003) , pictured above, one of the first RAF Typhoons delivered - and single seat F2 aircraft are assembled, while detailed development and testing of the aircraft was carried out.

17 (Reserve) Squadron, the Typhoon Operational Evaluation Unit was officially reformed with the presentation of the Squadron Standard at RAF Coningsby on 19 May 2006

Following the 55 Tranche 1 aircraft, the RAF is due to receive 89 Tranche 2 aircraft with capacity to be upgraded to deliver further enhanced ground-attack capability and the mixed powerplant rocket and jet propelled Meteor Beyond Visual Range Air-to-Air Missile. Earlier Tranche 1 aircraft will be upgraded to this standard.

Negotiations were concluded in late 2004 on a contract for the Tranche 2 batch and the placing of a £4.3 billion contract for 89 aircraft was announced that December. Commitment to Tranche 3 procurement is not expected for some years. The MoD planned for the introduction of multi-role Tranche 2 aircraft with improved ground-attack capabilities, introduced under a planned upgrade programme, to enter service after 2010.

The Typhoon airframe is largely constructed of carbon fibre composites and light alloys to save weight while the aircraft is equipped with the advanced ECR90 radar, which can track multiple targets at long range. The pilot can carry out many functions by voice command while aircraft manoeuvre; weapon and defensive aid deployment is done through a combined stick and throttle. All of these innovations dramatically simplify operation of the aircraft in combat. Combined with an advanced cockpit that is fully compatible with night-vision goggles, the pilot is superbly equipped for air combat.

Eurofighter is easily recognisable from any angle. The engine intake is mounted on the bottom of the fuselage and Typhoon also has canards (foreplanes) mounted before the main wing. These come to rest at an oblique angle when the Typhoon is inactive.

The delta mainplane is very deep at the point it joins the main fuselage while the tail fin is tall and sharply swept just above the twin jet pipes. The two-seat version has a large bubble cockpit for the additional pilot and a deeper upper fuselage giving a more humped appearance.

 
 

 

   
 

 

 



 

 

  
 The appearance of preserved Avro Vulcan B Mk 2 XH558 at RIAT in 2002 reinforced my strong connection between Fairford, Concorde and the delta winged bomber because I saw the British prototype supersonic airliner for the first time - or rather a part of it - at the Gloucestershire airfield in 1972.

After much pleading, Dad agreed to drive his ten year old son down one sunny afternoon only to find the object of his hard-won income tax parked behind a hangar on the far side of the main runway. Only the tail with the word "Concorde" was visible, although there was an unexpected surprise in store.

A squadron of Vulcan bombers were using Fairford while their usual runway in East Anglia was being resurfaced and they all - bar one - took off one after another as we watched. This was not just a lone air show Vulcan rolling past with the bomb bay open - impressive though that always was - but nine or ten Rolls Royce Olympus quartets powering up together. Mother - knitting in the front seat of the car - was unimpressed by the noise but I can hear that crackling, channelled thunder even now: each delta winged giant - by now camouflaged for its low level penetration role - dipping out of sight for a while at the end of the runway before leaping skywards.

In fact remembering that procession of Vulcan howls I think the Drewett family must have parked not far from where Paul, Stephanie and I stood in 2011, and I have since been reminded that during the 1970s this part of Fairford was not only open to the public but had a board publicising the anticipated flight time of the prototype and pre-production Concordes.

Gloucestershire Transport History has taken more general looks at the Avro Vulcan in Bristol and the Bomber Gap and Terminal 1 Aircraft but specifically XH558 was the first Vulcan B.Mk2 to be delivered to the RAF - on 1 July 1960 - and she is now the oldest complete Vulcan in the world.

XH558 was also the last Vulcan to leave RAF service, flying on from 1986 to 1993 as the single RAF Display Vulcan, a career of 33 years. Her final flight was on 23 March 1993 to Bruntingthorpe Aerodrome in Leicestershire, having been sold off by the Ministry of Defence to C Walton Ltd, a family firm who purchased and maintained her, with the thought that one day, she might be returned to fight.

In 1997, a small team headed by Dr Robert Pleming started to put together an audacious plan to return her to flight, but it was clear from the start that the project would be technically challenging & enormously expensive. Never deterred, the team set off down the path that led to XH558's return to the air.

Over 1998-2000, the start-up team confirmed the formal support of all the manufacturers needed to help XH558’s restoration, and completed a technical review which showed there were no show-stoppers. The real challenge was money –first estimates were that over £3.5million would be required to pay for the restoration - but eventually a successful bid was made to the Heritage Lottery Fund, who in December 2003 announced a grant of £2.7million for XH558’s restoration.

An engineering project team, some of whom had repaired Vulcans in the RAF, eventually started work on the aircraft in August 2005, by which time XH558 had been purchased for the Nation by the Vulcan to the Sky Trust, a Registered Charity.  On 31 August 2006, XH558 rolled out of the hangar for the first time in 7 years.

After extensive tests, XH558's Rolls Royce Olympus engines were started up for the first time in August 2007. A further two months of testing on the ground followed, to ensure that XH558 was 100% ready for flight.  Finally, 14 years after its last flight & with over £7 million spent, Vulcan XH558 roared into the air again on Thursday 18 October 2007.

 
 

 

  
 

 
 

 

  
 Beech B200S Super King Air ZK456 has the constructor's number BB-1837 and was previously on the civilian register as G-RAFP.  It has been operated by Serco Group PLC on behalf of the Royal Air Force since 2004 as an advanced, multi-engine pilot trainer with 45(R) Squadron, which is part of No 3 Flying Training School based at RAF Cranwell, Lincolnshire.

Prior to flying the King Air, students who have been streamed to fly multi-engine aircraft at the end of elementary flying training undertake survival training and personal development training to prepare them for the rigours of operational service. They then join No 45(R) Squadron, and receive an additional 30 hours training on the multi-engine lead-in (MELIN) course, flying Firefly 260 aircraft. During the MELIN course, students are taught crew co-operation and procedural flying skills to prepare them for their advanced flying training on the King Air.

The King Air course is split into basic and advanced phases. In the basic phase, students learn essential multi-engine techniques such as general handling, asymmetric flying, emergency handling and radio-aids navigation, and consolidate the multi-crew skills acquired on the MELIN. In the advanced phase, the emphasis shifts towards developing captaincy, crew resource management, and managing the King Air's advanced avionics systems. Students learn advanced skills such as formation flying, low-level flying and airways navigation, and are expected to plan and manage composite missions involving several aircraft.

On completion of the course students are awarded their coveted pilot’s wings, and then undertake conversion to their frontline aircraft type at an Operational Conversion Unit.

A variety of courses are available using the King Air, based mainly on the student’s previous flying experience. This experience can be as little as 100 hours for a student arriving straight from elementary flying training, to a few thousand hours for a qualified pilot transferring to the multi-engine role. In addition to its flying training role, the King Air can be used to carry up to 6 passengers or freight.

The Beech B200 Super King Air was originally made by the Beech Aircraft Corporation from from 1974 although in 1980 the Wichita, Kansas, based company became part of Raytheon and is today known as the Beechcraft Division of Hawker Beechcraft.  Similarly, the "Super" soubriquet - used to distinguish more modern twin turboprops from the older King Air with a horizontal tail set below the fin - was dropped in 1996.

Around the World, other Beech B200 derivatives fly with Australia's Royal Flying Doctor Service, as the Beech 1900 airliner and as the USAF RC-12D Guardrail V battlefield reconnaissance aircraft.

However, my own connection with the Beech B200 Super King Air began at the Walney Air Show, Barrow in Furness, in 2005 when I photographed Vickers Shipbuilding (now BAe Systems) G-VSBC, constructors number BB-1290, pictured below. 

More locally, a Beech King Air was, from 1970 to 1979, the personal aircraft of Sir George Dowty and piloted by Squadron Leader Neville Duke.

 
 

 

  
 

However, my own connection with the Beech B200 Super King Air began at the Walney Air Show, Barrow in Furness, in 2005 when I photographed Vickers Shipbuilding (now BAe Systems) G-VSBC, constructors number BB-1290, pictured below.

 
 

 

  
 

The smallest wheeled helicopter I recorded in motion at Fairford on 18 July 2011 was twin engined Agusta A-109BA H38 ( constructors number 3038 ) of the Belgian Air Component.

 
 

 

  
 The smallest wheeled helicopter I recorded in motion at Fairford on 18 July 2011 was twin engined Agusta A-109BA H38 ( constructors number 3038 ) of the Belgian Air Component.

The first of four A-109 prototypes flew on 4 August 1971 with production beginning in 1974 and the first deliveries being made in 1976, by which time the original name of Hirundo ( Latin for Swallow ) was dropped.

The base A-109A was superseded by the upgraded A-109A Mk.II from September 1981. Improvements incorporated in the Mk.II included a greater transmission rating, redesigned tailboom and a new tail rotor driveshaft, improved rotor blade life and modern avionics. The Mk.II was also available in widebody configuration with increased internal volume courtesy of bulged fuselage side panels and reshaped fuel tanks under the cabin floor. The Mk.II Plus had the more powerful 250-C20R1 engines, as did the A-109C. The 109C also has composite rotor blades.

The A-109K first flew in April 1983 and is powered by two 470 kW (640 shp) max continuous operation rated Turboméca Arriel 1K1 turboshafts. The latest A-109 model is the PW-206C powered (477kW / 640shp takeoff rated) A-109E Power, which first flew on February 8 1995 and was certificated in August 1996. Based on the A-109K-2 it also features a strengthened landing gear and improved main rotor. The engines feature full authority digital engine control.

The A-109 has been developed into a number of mission specific configurations. Aside from executive transport it is used widely in medevac, police and patrol roles worldwide. Previously medevac configured A-109As were based on the standard airframe, but modifications engineered by the US firm Custom Aircraft Completions resulted in the A-109 Max, with transverse stretcher stowage and bulged side door transparencies.

The Belgian Air Component - formerly the Belgian Air Force - was created in 2002 when Belgium emulated the integrated military organisation structure of Canada while the acquisition of Agusta A109s by Belgium in 1988 created a scandal when it was alleged that Agusta bribed the Belgian Socialist Party to confirm the sale.  As a result, NATO Secretary General Willy Claes resigned.

 
 

 

  
 

The Team Viper Hunter line up includes A&AEE Boscombe Down liveried FGA9 XE601 (G-ETPS, the World's last "blue note" Hunter, pictured above at Walney Island in 2005), Royal Navy grey GA11 G-GAII ( XE685, VL-861) , camouflaged T7 ( originally F4) WV372, black T7 G-VETA (XL600) and black G-PRII -XG 194 - the only remaining Hunter PR11 in the World.

 
 

 

  
 
2011 marked the 60th anniversary of the Hawker Hunter, and representing Sydney Camm's widely exported swept wing jets at Fairford were both Team Viper, the World's only five-Hunter display team making their RIAT debut, and G-PSST which is discussed further below in order of apearance.

British based Team Viper is named after the Rolls Royce Viper engine found in its original Strikemaster jets and is also unique in being both privately owned and flown by military pilots from the British Royal Air Force.

The Team Viper Hunter line up includes A&AEE Boscombe Down liveried FGA9 XE601 (G-ETPS, the World's last "blue note" Hunter, pictured above at Walney Island in 2005), Royal Navy grey GA11 G-GAII ( XE685, VL-861) , camouflaged T7 ( originally F4) WV372, black T7 G-VETA (XL600) and black G-PRII -XG 194 - the only remaining Hunter PR11 in the World.

 
 

 

  
 

The CH-47 Chinook was designed for the US Army in 1959 and is the largest twin rotor helicopter outside Russia. Weighing 46 000 lb it can fly at nearly 200 mph and carry either 44 fully armed troops or a 12 ton external load. During the war in Vietnam, Chinooks recovered no less than 10 000 crashed aircraft and the type has also served with the Royal Air Force in the Falkland Islands and Afghanistan.

 
 

 

  
 

The CH-47 Chinook was designed for the US Army in 1959 and is the largest twin rotor helicopter outside Russia. Weighing 46 000 lb it can fly at nearly 200 mph and carry either 44 fully armed troops or a 12 ton external load. During the war in Vietnam, Chinooks recovered no less than 10 000 crashed aircraft and the type has also served with the Royal Air Force in the Falkland Islands and Afghanistan. However, on 31 March 2007 the Daily Mail reported:

A £ 260 million fleet of RAF helicopters which has never flown because of technical hitches is to be made operational - by being downgraded. The eight RAF Special Forces Chinook Mark 3 aircraft were ordered 12 years ago. They cost £ 32.5 million each. But the project ran into problems. Now the Ministry of Defence is to spend £60 million and two years ripping out the special equipment and fitting standard instruments, Defence Secretary Des Browne announced yesterday.

 
 

 

  
 

Meanwhile, the most powerful twin rotor helicopter remains the Mil Mi-12 which, on 18 June 1967, lifted a 40 tonne load. The Mi-12 uses the same engines and many components of the Mi-6 "Hook"- also designed by Mikhail Leontevich Mil and the World's biggest single rotor helicopter. Mil is also responsible for the load carrying Mi-26 "Halo" Mi-8 "Hip" and Mi-10 "Harke" as well as the Mi-24 "Hind" assault helicopter.

 
 

 

  
 

Meanwhile, the most powerful twin rotor helicopter remains the Mil Mi-12 which, on 18 June 1967, lifted a 40 tonne load. The Mi-12 uses the same engines and many components of the Mi-6 "Hook"- also designed by Mikhail Leontevich Mil and the World's biggest single rotor helicopter. Mil is also responsible for the load carrying Mi-26 "Halo" Mi-8 "Hip" and Mi-10 "Harke" as well as the Mi-24 "Hind" assault helicopter.

The Chinook I filmed at Fairford in 2011 belonged to the Royal Netherlands Air Force and is seen above parked next to the twin turbofan Airbus air tanker MR TT 016.

 
 


 

The Chinook I filmed at Fairford in 2011 belonged to the Royal Netherlands Air Force and is seen above parked next to the twin turbofan Airbus air tanker MR TT 016.

 
 

 

   
 

847 Squadron Royal Marines was represented by XZ612, one of two grey and green camouflaged Westland Lynx AH7 helicopters.  Built in 1993 with Westland constructors number 159, XZ612 served on HMS Ocean (L12) from 2003 and was one of a variant developed for the British Army Air Corps for the anti-tank role, now being taken over by the Westland AH-1 Apache discussed above.

 
 

 

   
  847 Squadron Royal Marines was represented by XZ612, one of two grey and green camouflaged Westland Lynx AH7 helicopters.  Built in 1993 with Westland constructors number 159, XZ612 served on HMS Ocean (L12) from 2003 and was one of a variant developed for the British Army Air Corps for the anti-tank role, now being taken over by the Westland AH-1 Apache discussed above.

Until the consolidation of the British helicopter industry during 1959-61, with Westland absorbing the rotorcraft operations of Bristol, Fairey and Saunders Roe, the Yeovil based firm had spend most of the years after 1945 manufacturing modified Sikorsky-designed helicopters under license. 

However, in 1964 project WG13 began as a replacement for the Army and Royal Navy's Scout and Wasp helicopters and as a more easily maintainable alternative to the Bell UH-1 Iroquois seen previously. 

The WG13 rotor - made from composite materials around a honeycomb core - was a completely new semi-rigid type with blades of constant chord and cambered section. With these characteristics, it was possible to achieve very high tip speeds, as well as enhancing lift and reducing drag.

First flown on 21 March 1971, the prototype helicopter that became known as the Lynx was followed by four more examples in AH Mark 1 configuration with skids for army use and in HAS Mark 2 format with four non-retracting wheels on oleo-pneumatic shock absorbers for the Navy.

The Lynx also marked the start of international collaboration between Westland and Aerospatiale of France which would also lead to the production of Gazelle and Puma helicopters.

The Lynx demonstrated its capabilities by the records achieved in the summer of 1972. Piloted by Westland's chief test pilot Roy Moxam, it broke the world record over 15 and 25km by flying at 321.74km/h, also setting a new 100km closed circuit record shortly afterwards by flying at 318.504km/h.

A specially modified Westland Lynx ZB-500 with British Experimental Rotor Programme blades and the civilian registration G-LYNX set the absolute speed record for helicopters in 1986. The aircraft was piloted by Trevor Egginton and reached a speed of 249.09 mph (400.87 km/h)

The British Army ordered over 100 Lynx AH.1 for a variety of roles, from tactical transport to armed escort, antitank warfare (with eight TOW missiles), reconnaissance and casualty evacuation. A Marconi Elliott AFCS system was fitted to the Army's version of the Lynx, which gave automatic stabilization on three axes and could also be used as an autopilot during extended flights.

The initial Westland Lynx HAS Mk.2 version was ordered by both the Royal Navy and the French Aeronavale, although they differed in their avionics, ASW equipment, and their armament (the former has four Sea Skua anti-ship missiles and the latter AS.12 missiles). Uprating and other changes subsequently resulted in two distinct new variants, the HAS Mk.3 for the Royal Navy and the Mk.4 for the Aeronavale. Similar uprating for the British Army version has resulted in the AH Mk.5.

The 50' long British army Lynx AH 7 with 42' diameter rotor blades has a maximum speed of 201 mph ( 324 Km/h ) and a range of 328 miles ( 528 Km ) with standard tanks.

The Lynx has also met with considerable export success. After careful evaluation, it was chosen by the German Navy (12 ordered in 1981) for use on their new frigates, and six SAR and 18 ASW models have been ordered by the Royal Netherlands Navy. Other operators of the Lynx include Argentina, Brazil, Denmark, Norway, Nigeria and Qatar.

 
 


 
 

One of the joys of visiting an air display is having your knowledge stretched by unfamiliar types, such as G-HAEF, a Czech Republic built Evektor EV-97 Eurostar ( constructor's number 3322 ) owned by RAF Halton Microlight Club and bearing the legend "Royal Air Force Charitable Trust" on the duralumin fin.  Other parts of the low wing fixed-undercarriage nosewheel single propeller two-seater are made of composite material.  A choice of 80 or 100 bhp four cylinder four-stroke Rotax engines can be installed to turn a fixed pitch two blade wooden propeller and folding wings for minimal hangar storage are an option.

 
 

 

   
  One of the joys of visiting an air display is having your knowledge stretched by unfamiliar types, such as G-HAEF, a Czech Republic built Evektor EV-97 Eurostar ( constructor's number 3322 ) owned by RAF Halton Microlight Club and bearing the legend "Royal Air Force Charitable Trust" on the duralumin fin.  Other parts of the low wing fixed-undercarriage nosewheel single propeller two-seater are made of composite material.  A choice of 80 or 100 bhp four cylinder four-stroke Rotax engines can be installed to turn a fixed pitch two blade wooden propeller and folding wings for minimal hangar storage are an option.  
 

 

   
 

At the other end of the learning curve was Patrulla Aguila - Eagle Patrol - of the Spanish Air Force, based at San Javier airbase near La Manga, Murcia and famous both for their formation takeoffs and landings and for being the only jet aerobatic display team to use yellow smoke.  The numerical sequence above was captured at Fairford in 2002.

 
 

 

   
  At the other end of the learning curve was Patrulla Aguila - Eagle Patrol - of the Spanish Air Force, based at San Javier airbase near La Manga, Murcia and famous both for their formation takeoffs and landings and for being the only jet aerobatic display team to use yellow smoke.  The numerical sequence above was captured at Fairford in 2002.

Although the Spanish Air Force has a history of display teams going back to 1954 and using, in turn, North American T-6 Texans, Lockheed T-33 Shooting Stars, North American F-86 Sabres and Dassault Mirage F-1s, Eagle Patrol was formed on 4 July 1985 with Air Force Academy instructors flying CASA C-101 Aviojets.

This single jet two seat trainer was designed in response to a Spanish Air Force requirement in 1975 to replace its aging fleet of Hispano HA-200s and HA 220s.  To do this, CASA sought help from MBB of Germany with Northrop of the USA designing the low-set straight wings.

Like the BAe Hawk and Dornier Alpha Jet already discussed, the C-101 was to have a limited attack capability and also has a large internal weapons bay beneath the rear cockpit, allowing for a wider variety of armament to be carried than the underwing pylons alone would allow. Alternatively, this bay can be used to carry reconnaissance equipment and the C-101 Aviojet is designed in a modular fashion to ease manufacturing and maintenance, and enjoys a great range since its initial requirement called for autodeployment to the Canary Islands from the Spanish mainland.

The first C-101 Aviojet flew on 27 June 1977 and entered Spanish Air Force service on 17 March 1980. It has since been exported to Honduras, Chile and Jordan.

 
 

 

   
 

Also cutting the mustard in their dark blue and yellow livery were the seven Aero L-39 Albatros trainers of the Dijon based Breitling Jet Team, the World's only professional civilian jet display team.  Formerly sponsored by Khalifa of Algeria, the Breitling Jet Team, like Gloucestershire's own Rendcomb-based Breitling Wingwalkers, deliver a display which is mastered, synchronised and fine tuned down to the smallest detail like a Breitling Chronometer.

 
 

 

   
 

 

Also cutting the mustard in their dark blue and yellow livery were the seven Aero L-39 Albatros trainers of the Dijon based Breitling Jet Team, the World's only professional civilian jet display team.  Formerly sponsored by Khalifa of Algeria, the Breitling Jet Team, like Gloucestershire's own Rendcomb-based Breitling Wingwalkers, deliver a display which is mastered, synchronised and fine tuned down to the smallest detail like a Breitling Chronometer.

The Aero L-39 Albatros was first flown on 4 November 1969 as both a replacement for the company's T-tailed L-29 trainer - standard in Warsaw Pact air forces - and as the World's first turbofan jet trainer, power coming from a Soviet built Ivchenko AI25TL.  The straight wing two seat L-39 was also easily recognised by its large D-shaped over wing jet intakes designed to minimise the risk from foreign object debris when using rough airfields.

2828 examples of the light-attack trainer were delivered, the majority to the USSR, and the Aero L-39 Albatros remains the most widely used jet trainer in the World.  As newer versions were introduced, older models became popular with private jet pilots in the USA.

The Czech Air Force machine seen above at RIAT Fairford in 2002 is a modernised L-159A number 6006 ( constructors number 156006 )

 
 

 

   
 

G-PSST was originally built for the Royal Air Force in 1956 as XF947, part of the first production batch of Hunter Mark F4s, and initially delivered to 5 Maintenance Unit at Kemble in Gloucestershire before entering active service with 3 (Fighter) Squadron at RAF Geilenkirchen, Germany, as part of 2 Allied Tactical Air Force.

 


 

G-PSST, better known as Miss Demeanour, was instantly recognisable by its decade old bright paintwork, captured here by Ken Guest.

G-PSST was originally built for the Royal Air Force in 1956 as XF947, part of the first production batch of Hunter Mark F4s, and initially delivered to 5 Maintenance Unit at Kemble in Gloucestershire before entering active service with 3 (Fighter) Squadron at RAF Geilenkirchen, Germany, as part of 2 Allied Tactical Air Force.

 XF947 was later allocated to 229 Operational Conversion Unit at RAF Chivenor in Devon before being transferred to the Fleet Air Arm at Arbroath (HMS Condor) as Ground Instructional Airframe A2568 before being classed surplus to requirements and offered for disposal.

The Hawker Hunter Mk 4 was then purchased by Hawker Siddeley Aviation in 1971 as G-9-317 for conversion to a Mk58A as part of a contract for the Swiss Air Force.

Re-serialled as J-4104, the former XF947 was delivered to the Swiss Air Force on 2 February 1972 and spent most of her remaining military career as a target tug carrying the Swedish MBV-2S winch which was carried under the starboard wing.  However, on being retired from military service for a second time in 1996, sold to a private owner and ferried to the British Aerospace airfield at Dunsfold in Surrey, J-4104 had just 1 659 hours on the airframe!

In 1997 J-4104 was acquired by Jonathon Whaley’s Heritage Aviation Developments Ltd, registered as G-PSST and was ferried to Hurn Airport near Bournemouth to undergo restoration by Jet Heritage Ltd.

 In honour of former Royal Navy pilot Jonathon Whaley’s self-confessed "enthusiastic" approach to using Sea Vixen landing flaps in air combat manoeuvres, J-4104 was originally going to be registered as G-FLAP but G-PSST was finally chosen not only to represent "Personal Super Sonic Transport" but the phrase “psssst, look at this!” when restoration was complete in mid 1998 and AIM Aviation for surface applied the unique colour scheme by January 1999.

With a long standing interest in aviation art and liveries and realising that there are already enough ex military aircraft in squadron markings, Jonathon Whaley chose to celebrate the beautiful shape of the classic jet fighter with a scheme based on a Space Shuttle re-entering the Earth's atmosphere with a white hot nose leading back through cooler flame colours to a starry sky.  In fact the constellations on the rear of G-PSST represent the birth signs of Jonathan, his wife and children.  As Jonathan says, it’s not a felony to paint a Hunter like this, just a Miss Demeanour!

Incidentally G-FLAP was later allocated to a piston engined Cessna A152 Aerobat which crash landed, thankfully without injury, in 2006.

 
 

 

   
 

The American civilian registered N610AT seen at Fairford is an experimental light attack aircraft with six underwing hard points based on the single turboprop T-6A Texan II two-seat primary trainer, adopted by both the USAF and US Navy.

 

 

 

  Like the Fairchild A-10 Thunderbolt discussed above, the Raytheon (Hawker Beechcraft) AT-6B Texan II is named after a classic piston engined aircraft of World War II and just as the Thunderbolt was a ground attack fighter the North American Texan - known as the Harvard in RAF service - was the basic trainer for thousands of Allied aircrew. 

The American civilian registered N610AT seen at Fairford is an experimental light attack aircraft with six underwing hard points based on the single turboprop T-6A Texan II two-seat primary trainer, adopted by both the USAF and US Navy. 

In turn this was developed from the Swiss-built Pilatus PC-9 Mk.II as a replacement for both the Navy's Beechcraft T-34C Turbo Mentors and the Air Force's Cessna T-37B "Tweety Bird".

The first operational T-6A arrived at Randolph Air Force Base, Texas, in May 2000 with Joint Primary Pilot Training beginning a year later.  As well as being a new standard trainer for two of America's armed services, the T-6A Texan II was designed to need a minimum amount of maintenance for a given number of flying hours with such specific features as an 18 720 hour fuselage fatigue life and 4 500 hours between engine overhauls.  As such the T-6A Texan II makes an interesting comparison with the Short Tucano seen above.

 
 

 

   
  Launched in July 1978, the medium to long range Airbus 310 was a shortened 245 seat derivative of the earlier Airbus Industrie ( now EADS ) A300, the World's first twin engined wide body airliner. Both A300 and A310 Airbuses officially ceased production in 2007 and between 1983 and the very last aircraft produced in 1998, 255 A310s were delivered by Airbus.  
 

 

   
  While the newer EADS Multi Role Tanker Transport 016 of the Royal Air Force is pictured above next to the Dutch Chinook, an original Airbus Industrie A310-300 Multi Role Transport belonging to the Luftwaffe was recorded taking off.

Launched in July 1978, the medium to long range Airbus 310 was a shortened 245 seat derivative of the earlier Airbus Industrie ( now EADS ) A300, the World's first twin engined wide body airliner. Both A300 and A310 Airbuses officially ceased production in 2007 and between 1983 and the very last aircraft produced in 1998, 255 A310s were delivered by Airbus.

The A310 was originally designed for operators either with not enough traffic to justify purchasing the A300 or requiring higher frequency of operation or wanting lower aircraft-mile costs at the expense of higher seat-mile costs. 

It was also a competitor for Boeing's new 757 and 767 airliners, favoured by British Airways, and as such the French Government demanded a British Airways order for the A310 before the British Government - which had withdrawn support from Hawker Siddeley as wing subcontractor in 1969 - would be allowed to rejoin Airbus Industrie from 1979.  In fact British Aerospace became a 20% shareholder in Airbus Industrie and played a full part in the development and manufacturing of the A310 which was eventually purchased by Swissair, Lufthansa, Air France, Iberia, Martinair, Sabena and Air Afrique.

Indeed, the A310 was marketed as an introduction to widebody operations for developing airlines and was eventually replaced in Airbus' line up by the highly successful A330-200 which shares its fuselage cross-section. Similarly, the transatlantic range A310-200 - first flown on 3 April 1982 - proved much more popular than its lighter, shorter range -100 series alternative.  Within the Airbus family, only the A300-600 had a longer range and thanks to a strong commonality of design it was easy for aircrew to convert from one Airbus to another.

Today, EADS can build on the success of the A300 and A310 jetliners to challenge the dominance of Boeing in the World market.

 
 

 

   
 

 
 

 

   
  At the smaller end of the military jet transport spectrum was this Brazilian built Embraer ERJ-135 (LR) with the Belgian Air Component CE-01.

Cousins of the Tucano turbo-prop trainer, the ERJ-135 and more recent ERJ-140 are shortened developments of the 50 seat ERJ-145, while the Legacy is a corporate development of the ERJ-135.

Embraer launched the ERJ-135 on 16 September 1997 and just nine and a half months passed before first flight on 4 July 1998 (following rollout on 12 May that year). A second prototype first flew in October 1998, US FAA certification was awarded on 16 July 1999 and first delivery was to Continental Express on 23 July 1999.

The speed of the development program showed that the ERJ-135 was a fairly straight forward development of the 145. Both 135 prototypes were converted from ERJ-145 prototypes, requiring little modification other than the removal of two fuselage plugs totalling 3.50m (11ft 6in) in length.

Other changes compared with the -145 were minor, both being powered by Rolls-Royce (Allison) AE-3007 turbofans with the ERJ-135's prime movers derated by around 5%, through a slight software change to the engines' Full Authority Digital Engine Control (FADEC) system. The only other notable change was new valves in the air-conditioning system. The ERJ-145 and ERJ-135 also share a Honeywell Primus 1000 avionics suite with five large multifunction displays in the cockpit, a Sundstrand APU and three abreast seating in the main cabin.

Also in common with the ERJ-145, the 135 is offered in standard ERJ-135ER and extended range ERJ-135LR forms. The LR features an additional fuel tank and slightly more powerful AE-3007A4 turbofans.

Few new airliners have sold as quickly from their launch as the ERJ-135. Building on the success of the 145, the 135's order book stood at 145 at late 1998, barely a year after launch. The aircraft's two biggest customers were American Eagle which ordered 75 and optioned 75 at the 1998 Farnborough Air Show to join 42 firm ordered ERJ-145s, and Continental Express with 25 firm and 50 optioned to complement 75 ERJ-145s it had on order.

In September 1999 Embraer launched the third member of its regional jet family, the 44 seat ERJ-140. The ERJ-140 is also a minimum change development, and differs from the 135 and 145 only in its fuselage length and seating capacity. First flight was on June 27 2000 and deliveries began in late July 2001.

The 140 is largely aimed at US airlines who have to contend with pilot labour agreement restrictions on the numbers of 50 seater jets they can operate and American Eagle was the launch customer.

Meanwhile at Farnborough 2000 Embraer launched development of the ERJ-135 based Legacy corporate jet. First flight (of a converted ERJ-135) was in March 2001 and the Legacy features additional fuel giving a range with 10 passengers of 5930km (3200nm).

Although the marketing designations are ERJ-135, ERJ-140 and Legacy, the certification designations remain as EMB-135ER/LR for the ERJ-135ER/LR, EMB-135KL for the ERJ-140LR and EMB-135BJ for the Legacy.

Interestingly, research for this article in August 2011 threw up the Aviation Business Index website offering for sale an Embraer Legacy with the registration G-SIRA: previous careful owner Lord Sugar.  Perhaps the association with his time as a mere Knight of the Realm made him say "You're fired!"

 
 

 

   
 

The German built Grob G-115E with the civilian registration G-CGKB (above) belonged to the University of Birmingham Air Squadron and similar trainers - known as Tutors by the RAF - are used for Elementary Flying Training by the 14 University Air Squadrons and 12 Air Experience Flights throughout the UK.

 
 

 

   
 

 

The German built Grob G-115E with the civilian registration G-CGKB (above) belonged to the University of Birmingham Air Squadron and similar trainers - known as Tutors by the RAF - are used for Elementary Flying Training by the 14 University Air Squadrons and 12 Air Experience Flights throughout the UK.  Grob Tutor G-BYXN was noted at RIAT in 2002.

Unpressurised, and powered by a Textron-Lycoming 180hp piston engine driving a Hoffman three-bladed, constant-speed propeller, the fixed tricycle undercarriage Tutor is also used by the Central Flying School and for elementary Weapon System Operator training at the RAF College, Cranwell. All of the Tutors in RAF service are entered on the UK Civil Aircraft Register and are provided by VT Group.

The Tutor - introduced in 1999 - is constructed mainly from carbon fibre reinforced plastic, which combines high strength with light weight. Like its predecessor, the Scottish Aviation Bulldog, the Tutor has side-by-side seating but the primary flight instruments are on the right-hand side of the cockpit. This allows the student to fly the aircraft from the right-hand seat with a right-hand stick and a left-hand throttle so that future transition to fast-jet aircraft is made easier.

The cost-effective Tutor can cruise at 130kts at sea level and climb to 5,000ft in seven minutes. The aircraft has a very clean airframe and has a three-minute inverted- flight time limit, making it ideal for aerobatics where, unlike previous RAF light aircraft, it loses little or no height during a full aerobatic sequence. The aircraft has a very modern instrument and avionics suite, including a Differential Global Positioning System, which, apart from giving excellent navigational information, can also be used to generate a simulated Instrument Landing System (ILS) approach for training use at airfields where ILS ground equipment is not fitted for the runway in use.

 
 

 

   
 

Also on show at Fairford - and captured in the same frames as the Avro Vulcan take off sequence among others - was Grob-Werke's own turboprop G-120 TP development of the Tutor.  This largely white aircraft with shark's mouth nose markings bore the constructor's number 8562 and the German civilian registration D-ETPG.  It is also remarkable for being fitted with lightweight Israeli built ejection seats.

 
 

 

   
 

Also on show at Fairford - and captured in the same frames as the Avro Vulcan take off sequence among others - was Grob-Werke's own turboprop G-120 TP development of the Tutor.  This largely white aircraft with shark's mouth nose markings  and retractable undercarriage bore the constructor's number 8562 and the German civilian registration D-ETPG.  It is also remarkable for being fitted with lightweight Israeli built ejection seats.

Pictured below meanwhile is Grob 109B ZH265, a self launching motor glider first flown in 1980 and known in RAF Air Cadet Volunteer Gliding Squadron service as the Vigilant T1.  Like the Tutor, the instructor and student seats are side by side although access is via individual gull wing doors rather than a one piece canopy as originally designed.  The Vigilant also has a T-tail, rear wheel undercarriage and a Grob engine based on a Volkswagen car unit.

The low  detachable wing cantilever motor glider was the first of composite construction to be granted Federal Aviation Administration approval and has a top powered speed of 130 knots.  With the propeller blades feathered however, the Vigilant has a glide ratio of 1:28.

The Grob Vigilant T1 - also represented by ZH268 and ZJ967 at RIAT 2011 - replaced the Slingsby Venture motor glider to train ATC and CCF cadets to solo flight standard and their RAF specification includes a landing light and a throttle for use in the left hand seat. The initial order for 53 motor gliders has been topped up by aircraft bought privately.

 
 

 

   
 

Pictured below meanwhile is Grob 109B ZH265, a self launching motor glider first flown in 1980 and known in RAF Air Cadet Volunteer Gliding Squadron service as the Vigilant T1.  Like the Tutor, the instructor and student seats are side by side although access is via individual gull wing doors rather than a one piece canopy as originally designed.  The Vigilant also has a T-tail, rear wheel undercarriage and a Grob engine based on a Volkswagen car unit.

 
 

 

   
 

Fittingly, the last aircraft that I recorded taking off from Fairford was Britain's oldest flying jet: 1949 built Gloster Meteor T7 WA591, now entered on the British civilian register as G-BWMF which stands for Great Britain Whittle and Meteor Flight.

 
 

 

   
  Fittingly, the last aircraft that I recorded taking off from Fairford was Britain's oldest flying jet: Air Atlantiqe Classic Flight's 1949 built Gloster Meteor T7 WA591, now entered on the British civilian register as G-BWMF which stands for Great Britain Whittle and Meteor Flight.

As discussed in the article celebrating the 90th anniversary of the Gloster Aircraft Company, the Gloster Meteor was first flown in 1943 and became the only Allied jet fighter to serve in World War II. 

The 1949 vintage T7 also became the World's first jet trainer and WA591 did not make its final service landing until 3 May 1965 when it joined 5 Maintenance Unit's Apprentice School at Kemble as instructional airframe. 

By 1995 however it had become the gate guardian at RAF Woodvale in Cheshire and was then bought by Colin Rhodes and like minded enthusiasts to form Meteor Flight at Yatesbury airfield, Wiltshire. The Rolls Royce Derwent engines were rebuilt by CFS aero engineering at Coventry and the airframe was moved to Cotswold Airport at Kemble in October 2008. 

Then, on 14 June 2011, G-BWMF made its first flight in 46 years and now calls Airbase at Coventry Airport its home.  Since appearing at RIAT 2011 WA591 has also been repainted in its RAF silver livery and the FMK-Q lettering it carried while on the strength of 203 Advanced Flying School at RAF Driffield, Yorkshire, in 1951.

 
 

 

   
 

As discussed in the article celebrating the 90th anniversary of the Gloster Aircraft Company, the Gloster Meteor was first flown in 1943 and became the only Allied jet fighter to serve in World War II.

 
 

 

   
 

Continuing the connection with more northerly parts of Gloucestershire, RIAT 2011 also featured Staverton based Dornier 228 D-CALM of the Natural Environment Research Council, although Paul's lens was drawn to an example of its bigger sibling, the 30 seat Dornier 328.  Seen approaching Fairford above and on the ground below, Skyworks airlines Dornier 328-110 ( constructors number 3021 ) was Swiss registered as HB-AES and visited on behalf of the Swiss Air Force to support the Patrouille Suisse aerobatic team.

 
 

 

   
  Continuing the connection with more northerly parts of Gloucestershire, RIAT 2011 also featured Staverton based Dornier 228 D-CALM of the Natural Environment Research Council, although Paul's lens was drawn to an example of its bigger sibling, the 30 seat Dornier 328.  Seen approaching Fairford above and on the ground below, Skyworks airlines Dornier 328-110 ( constructors number 3021 ) was Swiss registered as HB-AES and visited on behalf of the Swiss Air Force to support the Patrouille Suisse aerobatic team.

First flown on 6 December 1991, the Dornier 238 combines the same basic supercritical wing of the Dornier 228 with an all new fuselage section for three abreast seating (offering more width per passenger than the 727/737).  Market research in the mid 1980s identified a need for such a modern fast-cruising regional turboprop airliner and development work began in 1988.

Composite materials were used in a number of areas  to reduce weight including the tail and the blades on the Hartzell propellers while the flight deck featured a five screen Honeywell Primus 2000 EFIS avionics system capable of Category IIIa landings with a head-up display.

Industrial partners on the 328 included Daewoo Heavy Industries (fuselage), Aermacchi (nose), Westland (nacelles) and Israel Aircraft Industries (wing), accounting for 40% of the aircraft's construction.

Variants of the 328 were the initial production standard 328-100 - first delivered in October 1993 - the standard 328-110 with a larger dorsal fin, heavier weights and greater range, the 328-120 with PW119C engines and improved short field performance and the 328-130 with progressive rudder authority reduction with increasing airspeed.

The last 328 was delivered to Air Alps Aviation in Austria in October 1999 although in early June 1996.

Fairchild Aerospace - maker of the A-10 Thunderbolt described above - acquired 80% of Dornier to form Fairchild Dornier GmbH with the Fairchild Dornier name becoming effective on 8 August 8 2000.

 

 
 

Continuing the connection with more northerly parts of Gloucestershire, RIAT 2011 also featured Staverton based Dornier 228 D-CALM of the Natural Environment Research Council, although Paul's lens was drawn to an example of its bigger sibling, the 30 seat Dornier 328.  Seen approaching Fairford above and on the ground below, Skyworks airlines Dornier 328-110 ( constructors number 3021 ) was Swiss registered as HB-AES and visited on behalf of the Swiss Air Force to support the Patrouille Suisse aerobatic team.

 
 

 

   
  n contrast to the cost-effective designed two seat training aircraft illustrated above, it is good to know that there is still a small but vital place in the Battle of Britain Memorial Flight for the  de Havilland Canada Chipmunk T10, first flown in 1946.  As tricycle undercarriages now dominate aircraft design, new pilots often arrive on the BBMF without any previous tail-wheel aircraft experience and WG486 is one of only two "Chippies" left in the Royal Air Force inventory to help them convert to the Supermarine Spitfire, Hawker Hurricane, Avro Lancaster and Douglas Dakota.  
 

 

   
 

 

In contrast to the cost-effective designed two seat training aircraft illustrated above, it is good to know that there is still a small but vital place in the Battle of Britain Memorial Flight for the  de Havilland Canada Chipmunk T10, first flown in 1946.  As tricycle undercarriages now dominate aircraft design, new pilots often arrive on the BBMF without any previous tail-wheel aircraft experience and WG486 is one of only two "Chippies" left in the Royal Air Force inventory to help them convert to the Supermarine Spitfire, Hawker Hurricane, Avro Lancaster and Douglas Dakota.

WG486 was delivered to No 5 Basic Flying Training School in January 1952 before moving on to No 9 Refresher Flying School and No 2 Flying Training School (FTS) and then serving with  651 and 657 Squadrons Army Air Corps.

Constructor's number C1/0536 was issued to the Middle East Air Force in 1958 with 114 Squadron before returning to the UK in 1961and was subsequently operated by units that included the RAF College at Cranwell, Initial Training School at South Cerney and Church Fenton, No 1 FTS, PFS, Liverpool and Bristol University Air Squadrons and No 3 Air Experience Flight. In 1987 WG486 moved to Germany to operate as part of the Gatow Station Flight in Berlin, which was then surrounded by Communist Block territory. It therefore became the most unlikely ‘spy plane’ and ‘Cold War warrior’ until the Berlin Wall came down. When Gatow closed, the aircraft spent a year at Laarbruch before being delivered to the BBMF in 1995.

 
 

 

   
 

In 1977 the Transall C-160 program was reinstated to produce 25 "new generation" C-160 for France. The last of these new generation aircraft entered service in 1987 and differ from their predecessors by virtue of additional fuel capacity and improved avionics.   Original range limitations were also partly resolved by an extra centre-section fuel tank, and the newest C-160s also feature inflight refuelling capability in the form of a probe above the cockpit - as seen on the aircraft illustrated above.

 
 

 

   
  Originally conceived as a replacement for the Nord Noratlas which equipped French and West German transport units, the Transall C-160 was one of the first successful joint European aerospace ventures, being produced by a consortium of companies which was collectively known as the Transport Allianz group or Transall for short. Members of the original production group included Nord-Aviation, Hamburger Flugzeugbau (HFB) and Vereinigte Flugtechnische Werke (VFW), all joining forces at the beginning of 1959.

Three prototypes were built, one by each of the three major Transall partners, and the first of these made a successful maiden flight on 25 February 1963. They were followed by six pre-production examples from May 1965, while production-configured C-160s began to emerge in the spring of 1967. By the time manufacture ceased in 1972 a total of 169 aircraft had been built comprising 50 C-160F models for France,110 C-160D models for West Germany and nine C-160Z for South Africa.  The only other air arm to operate the original type was Turkey, which took delivery of 20 C-160T aircraft (former Luftwaffe examples) in the early 1970s. However, four C-160F were later transferred to Air France as overnight postal aircraft and known as C-160P.

The C-160 wings are high-mounted and equally tapered outboard of the two Rolls Royce Tyne turboprop engines, which are mounted under and extend beyond the wings’ leading edges and the aircraft wheels can be raised in order to lower the fuselage for loading and unloading

The Transall's maximum payload is 35 275 pounds (16 000 kg), while 93 troops or 62 litters can be accommodated.  Loads up to 17 637 pounds (8 000kg) can be air dropped either from high altitude or from as low as 10' with parachute extraction.

In 1977 the Transall C-160 program was reinstated to produce 25 "new generation" C-160 for France. The last of these new generation aircraft entered service in 1987 and differ from their predecessors by virtue of additional fuel capacity and improved avionics.   Original range limitations were also partly resolved by an extra centre-section fuel tank, and the newest C-160s also feature inflight refuelling capability in the form of a probe above the cockpit - as seen on the aircraft illustrated above.

Four more C-160NGs were added from 1982 to 1985. Ten aircraft were completed with a hose-drum unit in the port undercarriage sponson for refuelling tactical aircraft, and five more have provision for the fitment of this feature so that they can be rapidly redeployed as tankers.

From 1994 to 1999 French Air Force C-160NGs were upgraded with new head-up displays and an upgraded electronic warfare suite with a radar warning receiver, missile approach warning apparatus and chaff and decoy dispensers.  The aircraft were also fitted with a new EFIS 854 TF Electronic Flight Instrumentation System, which includes Electronic Attitude Director Indicator (EADI) and Electronic Horizontal Situation Indicator (EHSI). A flight management system with two Gemini 10 computers and a new radio management system have been installed. Three new sensors have been installed for aircraft position and attitude control: an inertial reference unit (IRU) an attitude and heading reference unit (AHRU) and a global positioning system (GPS).

German Air Force C-160Ds meanwhile have been upgraded with BAe Systems High Integration Air Data Computer (HIADC), Litton ALR-68 radar warning systems and Rockwell FMS-800 Flight Management and Global Positioning System.

More specialised French Air Force C-130NGs include the C-160G Gabriel Signals and Electronic Intelligence gatherer identified by wingtip pods with UHF/DF blade antennas, a group of five large blade antennas on top of the forward fuselage, a blister fairing on each side of the rear fuselage, and a retractable dome under the forward fuselage.

Four communications relay aircraft, designation C-160H Astarte (Avion STAtion Relais de Transmissions Exceptionelles), have also been delivered to the French Air Force since 1987. The aircraft’s main mission is communications with the submerged nuclear ballistic missile submarines of the French fleet. The aircraft are equipped with unjammable VLF communications including a Rockwell VLF transmitter and a Thomson-CSF communications centre. The VLF system includes dual trailing wire antennae.

 
 

 

   
 

Catching a burst of sunlight at the eastern end of Fairford's runway was the plain pale anti-flash livery of United States Navy Boeing E-6B Mercury 162782. Like the Transall C-160H Astarte described above, the E-6 Mercury was developed from earlier Lockheed EC-130Q aircraft both to relay communications from the US Navy's National Command Authority to its nuclear submarines and to become directly responsible for the ballistic missile carrying fleet at sea if the established land based command structure was disrupted.  Such a mission profile is known as TACAMO - Take Charge and Move Out.

 
 

 

   
  Catching a burst of sunlight at the eastern end of Fairford's runway was the plain pale anti-flash livery of United States Navy Boeing E-6B Mercury 162782. Like the Transall C-160H Astarte described above, the E-6 Mercury was developed from earlier Lockheed EC-130Q aircraft both to relay communications from the US Navy's National Command Authority to its nuclear submarines and to become directly responsible for the ballistic missile carrying fleet at sea if the established land based command structure was disrupted.  Such a mission profile is known as TACAMO - Take Charge and Move Out.

Also like the Transall C-160H Astarte, the Boeing E-6 Mercury communicates with submarines using a dual Long Trailing Wire Aerials (LTWA) measuring 1 525m and 8 500m long. By flying in a large circle, the LTWA acts as a 200 kW dipole transmitter/aerial, capable of very-long-range Very Low Frequency broadcast.

The E-6 Mercury was derived from the Boeing 707-320 commercial airliner and powered by four CFM-56-2A-2 (F108) turbofan engines. The first E-6A variant was accepted by the US Navy in August 1989 with sixteen new build airframes being delivered up to 1992.

The first E-6B meanwhile was accepted in December 1997 and the previous E-6A fleet was modified to the E-6B standard, with the final delivery taking place on 1 December 2006.  As well as the submarine communication and TACAMO roles, the E-6B Mercury also replaced ageing EC-135 Airborne Command Post aircraft - also derived from Boeing 707s - with additional battle staff work stations and an airborne launch control system (ALCS). The ALCS is capable of launching US land based intercontinental ballistic missiles and E-6B Mercury can be identified by the SATCOM dome on top of the forward fuselage. 

In June 2008, Boeing also received a contract to add integrated Internet Protocol and Bandwidth Expansion (IPBE) Phase 1 on one Boeing E-6B Mercury aircraft to enhance its data capabilities and global Communications/Navigation, Surveillance and Air Traffic Management (CNS/ATM) by means of commercial satellite and line of sight radio equipment.

 
 

 

   
 

The first E-6B meanwhile was accepted in December 1997 and the previous E-6A fleet was modified to the E-6B standard, with the final delivery taking place on 1 December 2006.  As well as the submarine communication and TACAMO roles, the E-6B Mercury also replaced ageing EC-135 Airborne Command Post aircraft - also derived from Boeing 707s - with additional battle staff work stations and an airborne launch control system (ALCS). The ALCS is capable of launching US land based intercontinental ballistic missiles and E-6B Mercury can be identified by the SATCOM dome on top of the forward fuselage.

 
 

 

   
  Having seen the Red Arrows and Gloster Meteor T7 G-BWMF take off and making our way back to Townsend Farm, the last view that Paul, Stephanie and I had of RIAT in 2011 was of  Sukhoi Su-27 fighter 75 ( constructor's number 96310418207 ) and Ilyushin Il-76 transport UR78820 from the Ukrainian Air Force.  
 

 

   
  Having seen the Red Arrows and Gloster Meteor T7 G-BWMF take off and making our way back to Townsend Farm, the last view that Paul, Stephanie and I had of RIAT in 2011 was of  Sukhoi Su-27 fighter 75 ( constructor's number 96310418207 ) and Ilyushin Il-76 transport UR78820 from the Ukrainian Air Force.

In 1981 it would have been difficult to think of these Soviet -era warplanes making a friendly visit to RAF Fairford but with the fall of the Berlin Wall in 1989 and subsequent break up of the USSR into separate nation states Ukraine was first represented at RIAT in 1996 and returned in 1999 and 2000.

Indeed, Lt Gen Sergii Onyschenko of the Ukrainian Air Force met Prince Michael of Kent and Chief of the Air Staff Air Chief Marshal Sir Stephen Dalton at Fairford and showed his special guests around the giant transport and invited them to sit in the Su-27.

Work on the Su-27 - known by NATO as "Flanker" - was allocated to the Sukhoi design bureau in 1969 with the aim of producing a fighter to outperform the McDonnell Douglas F-15 Eagle and General Dynamics F-16 Falcon then being developed in the USA. The project - known initially as T10 - also had to have a lookdown/shoot down capability, and be capable of destroying targets at long ranges.

However, the T10-1 prototype - first flown on 20 May 1977 - had less range and agility than expected as well as engine and fuel consumption issues while a second prototype crashed - killing its pilot - due to fly-by-wire software failure.  On 20 April 1981 though the revised T10S first flew and became the basis for the highly successful Su-27: a masterpiece of engineering having no equal anywhere in the world in range, manoeuvrability, and combat effectiveness.

The twin-engined aircraft with a blended wing and fuselage and twin tail fins was also soon demonstrating exceptional controllability at high angles of attack during air show displays.

The huge Su-27 airframe is constructed from advanced lightweight aluminium lithium alloys, making it light for its size while the wing is designed using an ogival shape and wingroot extension with a 42 degrees leading edge sweep and full span leading edge slats and trailing edge flaperons. The flaperons combine the functions of conventional flaps and ailerons and move in unison as flaps to provide lift and drag. They move out of unison to function as ailerons.

Also making the Flanker's spectacular signature cobra and tail slide manoeuvres possible are two AL31F turbofan engines designed by A.M. Lyul'la, the MMZ Saturn General Designer. Highly economical and rated at 12 500 kg static thrust with afterburner and at 7 600 kg dry, the AL31F prime mover has also been proven to be reliable in disturbed air, robust, and easy to maintain.

Meanwhile, the quadruplex fly-by-wire avionics limit the angles of attack and G forces that the pilot can impose on the aircraft while the weapons system includes coherent pulse-Doppler jam proof radar with a 240 Km range which can simultaneously track up to 10 targets at 185 km away. The pilot can simultaneously fire missiles at two targets and as a back up to the radar an electro-optical system can be attached to the pilot's helmet mounted target designator to allow the pilot to target by moving his head.

As such the Su-27 is equipped to operate autonomously in combat over hostile territory, in escort of deep-penetration strike aircraft, in the suppression of enemy airfields and in general air defence in cooperation with ground and airborne control stations.

A shipboard version of the Su-27, also known as the Su-33, with canards and folding wings, has been tested on Russia's first big carriers, and there also is a two-seat attack version, the Su-27IB or Su-34, with side-by-side seating in a reshaped nose.

 
 

 

   
 

The basic layout of the Ilyushin Il-76, conceived in 1967, was similar to the US built Lockheed C-141A Starlifter - seen above at Fairford in 2002 - and also to the McDonnell Douglas ( now Boeing ) C-17 Globemaster seen earlier in this article in 2011.

 
 

 

   
 

In the mid-1960s, the Ilyushin design bureau were tasked with designing a successor to the Antonov An-12 "Cub", a medium range turboprop transport with good rough field capability. The new aircraft would possess twice the range and payload of the An-12 without suffering any loss in field performance: more specifically taking off from unprepared dirt airstrips with an 88 185 pound (40 metric ton) load and carrying it 3 100 miles (5 000 Km) in under six hours, at a lower cost than the An-12BP would be able to achieve.

The basic layout of the Ilyushin Il-76, conceived in 1967, was similar to the US built Lockheed C-141A Starlifter - seen above at Fairford in 2002 - and also to the McDonnell Douglas ( now Boeing ) C-17 Globemaster seen earlier in this article in 2011.

However, the new Ilyushin four-jet design had a larger cargo hold area and more powerful engines than the C-141A to achieve the desired performance. Over thirty international patents were obtained for the design, and the Ilyushin OKB later claimed that 180 new inventions were incorporated into the aircraft which featured a multi-wheeled chassis and powered flying controls.

The first Ilyushin Il-76 (SSSR-86712) flew on 25 March 1971 and following an abbreviated test program the aircraft made its public debut at Sheremetyevo Airport on 18 May 1971, before flying to Paris a week later.  Western observers were surprised by the appearance of the Il-76 - NATO codenamed Candid - while in July 1975, a pre-production machine established 25 new payload to altitude records during four test flights, 24 of which were later ratified by the FAI.

They included lifting a payload of more than 154 590 pounds (70 metric tonnes) to an altitude of 38 960 feet (11 875m), and a speed of 532.33 mph (856.7 Km/h) around a 1 080 nm (2 000km) closed circuit with 121 253 pounds (55 metric tonnes).

The cargo hold was fully-pressurized and had a titanium floor with fold-down roller conveyors which could be quickly reconfigured by using interchangeable passenger, freight or air ambulance modules. The hold was also compatible with international standard containers and pallets with two internal overhead winches for loading.  The rear ramp itself could also be used as a lift, with a capacity of up to 66 150 pounds (30 000kg).

Although operated initially as a passenger and cargo carrier for Aeroflot, the military Il-76 was distinguished by having four ECM fairings on the nose, different avionics and a rear gun turret, mounting two twin barrelled 23mm cannons. Il-76s operating in Afghanistan were also fitted with flare dispensers and could carry 125 fully-equipped paratroops.

Since 1971, more than 700 Il-76 airframes have been produced. Several Il-76 variants exist, including the Il-78 "Midas" and a firefighting aircraft capable of carrying 42,000 litres of retardant.