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09/01/2020 16:54
019 AVN Subs dps.indd 49
019 AVN Subs dps.indd 49 09/01/2020 16:54

South African Airways







Wings of the Rainbow Nationngs of the Rainbow Nation
Wi

















































Jozef Mols outlines the history of South African Airways

and asks if a new restructuring plan will solve its problems.


he airline can trace its history back SWAA, which naturally operated a fl eet of South African Airways and fell under the
91 years to when Union Airways their own types. control of the Railways and Harbours
of South Africa was set up in 1929 In 1932, SWAA amalgamated with administration (now Transnet). Newly
Tby World War One ace Maj Allister Union Airways but continued to operate established SAA honoured the order for
Miller, fi nanced by the Atlantic Refi ning under its own name. Nevertheless, Union the Junkers Ju 52/3ms; the aircraft were
Company. The name ‘Union Airways’ Airways would obtain many German-built delivered in October 1934 and entered
referred to the o cial name of the country Junkers aircraft from SWAA, including two service on several domestic routes soon
at that time: the Union of South Africa. A50s, one F 13 and several W 34s. Maj afterwards. From July the following year, a
Miller received a government subsidy to Miller also placed an order for three Ju weekly Rand-Kimberley-Beaufort West-
carry mail but by September 1929 also 52/3m trimotors. Cape Town service began, followed in April
started up a passenger service between Political decisions would conspire 1936 by SAA taking over the Rand-Cape
domestic destinations with a fl eet of fi ve against the company, however. When Town services from Imperial Airways. A
DH.60 Gipsy Moths, a single Fokker Super the South African government granted a fourth Ju 52/3m joined the fl eet and before
Universal and two DH.80 Puss Moths. licence to the South African Railways and long, as SAA started spreading its wings, it
In 1931, the Fokker and the Gipsy Harbours Administration to carry airmail, placed orders for a further ten Ju 52s along
Moths all crashed and were replaced by Union Airways became unprofi table. The with 18 Ju 86s and seven Airspeed Envoys
aircraft obtained from South West African South African government took over (four for the airline and three for the South
Airways. SWAA was the fi rst commercial the assets and liabilities of the airline on African Air Force). The airline experienced
air operator in South West Africa (now February 1, 1934. This included 40 sta a rapid expansion and opened several
Namibia), which was administered by members and a fl eet of three Junkers F new domestic services, as well as routes
South Africa after World War One under a 13s, one DH.60 Gypsy Moth, one DH.80A to Namibia. During the delivery period of
mandate from the League of Nations. The Puss Moth and a leased Junkers F 13 and the Ju 86s SAA was short of aircraft to
German Junkers aircraft company formed Junkers A 50. The airline was renamed operate all the new routes and the three

50 AVIATION NEWS FEBRUARY 2020


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South African Airways







Wings of the Rainbow Nationngs of the Rainbow Nation
Wi








Above: With the take-over of Union Airways
in 1934, four Junkers F13 aircraft were
transferred to South African Airways. SAA
Museum Society Archives
Main photo: Today the A340 provides the
backbone of South African Airways’ long-
haul fl eet, with seven -300s and nine -600s
(pictured). South African Airways
Below: Between 1934 and 1940 SAA operated
a fl eet of 15 Junkers Ju 52 tri-motors on
internal and regional routes. This example,
ZS-AFD, was fi tted with two bunks in the rear
fuselage. SAA Museum Society Archives




















with stops at Pietersburg, Bulawayo
SAAF Envoys were converted to passenger In June 1937, Imperial Airways began and Livingstone. In July, the route was
layout and used to supplement the fl eet. using fl ying boats on its South African extended to Kisumu on Lake Victoria,
When these Junkers were delivered, all the route with the service terminating in taking over the Imperial Airways landplane
Envoys (including the four of SAA) were Durban. In the same month SAA opened service. More stops were then added
passed to the SAAF. its fi rst long-range service to Lusaka after Livingstone at Broken Hill-M’Pika-
























A total of 18 Junkers Ju 86s were operated
by SAA up to the outbreak of World War
Two when they were transferred to the
South African Air Force – ZS-AGJ became
SAAF 647. SAA Museum Society Archives


WWW.AVIATION NEWS.CO.UK 51


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Mbeya-Dodoma-Moshi-Nairobi before Eight DC-3 aircraft were used on fl ights in As demand on the intercontinental route
arrival at Kisumu. The Imperial fl ying South Africa between 1946 and 1970. In 1943 to Britain further increased, three monthly
boat service also made a stop at Kisumu ZS-DJB had been the SAAF’s fi rst C-47 (6801) fl ights by Skymaster were introduced to
and it returned to military ownership as 6869
where airmail and passengers to or from in 1971. Bob O’Brien Collection supplement the Yorks. Finally, the Yorks
SAA aircraft were transferred. The next were returned to BOAC and replaced by
regional service was to Lourenço Marques and to start up intercontinental air services an all-Skymaster fl eet. Cabin crew were
(Maputo) where airmail also destined when hostilities ended. As the original Rand introduced in 1946, at fi rst only on the
for Imperial fl ying boats was transferred. airport in Johannesburg was too small internal fl ights and later on the Springbok
A route from Rand (Johannesburg)- for such operations, a new airport was service, along with in-fl ight movies. By the
Palapye Road-Maun-Windhoek was also built south of the city at Palmietfontein end of 1946, the fi rst of two de Havilland
introduced. Shortly before World War Two, to accommodate the envisaged route to Doves entered service on domestic routes.
this service was extended up to Luanda. Britain. BOAC planned to operate this with They were not suited for SAA’s operation
In order to cope with the rapid expansion, Avro York aircraft, eight of which were and both were sold in 1952.
SAA ordered Lockheed Lodestar aircraft leased to SAA to operate the reciprocal The next type to be acquired by SAA
from the USA. These twin-engined airliners service. SAA’s fi rst intercontinental fl ight, was the Vickers Viking, a 28-seater airliner,
were delivered during the hostilities, but known as the Springbok Service, started and they were used on both domestic
immediately integrated into the SAAF. on November 10, 1945 and routed and regional fl ights. Their service life with
From February 1, 1934 until the start Palmietfontein-Nairobi-Khartoum-Cairo- SAA was fairly short and all eight aircraft
of World War Two, SAA carried 118,822 Bournemouth (as Heathrow had not yet were sold to BEA in 1951. In August 1950,
passengers, 3,278 tons (3,330 tonnes) of opened). The fl ight took three days to the airline introduced four Lockheed
airmail and 248 tons (225 tonnes) of cargo. complete, and overnight stops were made Constellations on the Springbok service,
On May 24, 1940 all operations were at Nairobi and Cairo with a fl ying time reducing the fl ying time to London to 28
suspended due to the war. Aircraft like the of 33-34 hours. At fi rst a weekly service hours. Pressurisation enabled the aircraft
Ju 52/3m were transferred to the air force was o ered and as the demand for seats to cruise above most of the fearsome
for troop carrying and the Envoys and Ju increased, more fl ights were introduced African weather. The Constellation soon
86s were converted into bombers. During until fi nally six per week were fl own. proved popular, o ering a much smoother
the early part of the confl ict, some Ju 52s Douglas DC-4 Skymasters joined the and more comfortable journey with 46
still operated limited services around the fl eet in May 1946 (the last of its seven passengers being carried on the typical
country, however. of the type was retired in 1967) on the Johannesburg-Nairobi-Khartoum-Rome-
Johannesburg-Cape Town route whereas London route.
INTERCONTINENTAL Douglas DC-3 Dakotas began operating
SERVICES in the same month on the Johannesburg- NEW ERA
On December 1, 1944 six Lockheed Durban route. The Skymasters had The jet age came to South Africa on May
Lodestars (ordered by SAA prior to the war, double doors at the main passenger entry 3, 1952 when a BOAC Comet 1 landed at
but delivered to the SAAF) were released to position, the interior fi ttings could be Johannesburg’s Palmietfontein Airport.
the airline. The remaining Lodestars from the removed and the airliner was used to haul The journey from London had taken
SAAF were handed over after the war. SAA freight, including karakul sheep pelts and less than 24 hours to complete with fi ve
would use a total of 28 of the type, the last of racehorses. The Dakotas came from the refuelling stops on its route. The following
which was withdrawn from service in 1955. surplus SAAF C-47 inventory. SAA would year, SAA began jet operations using
During the war, SAA took the time to eventually operate eight of them between two chartered Comets from BOAC. The
look ahead and plan to open new airports 1946 and 1970. aircraft had dual BOAC-SAA titling and
In 1945-46 SAA leased eight Avro 685 Yorks from BOAC, including G-AGNR, to operate its fi rst intercontinental SAA service between South Africa
and London. SAA Museum Society Archives

















52 AVIATION NEWS FEBRUARY 2020


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logos and were operated by SAA crews. Eight Vickers Vikings were used on regional routes between 1947 and 1951.
The carrier’s first jet service was operated Viking 1B, ZS-BNL, was named Mount Prospect. SAA Museum Society Archives
from London to Johannesburg on October
4, 1953. On the same date, tourist class
travel was introduced using a 58-seat
Constellation on the London route. The
airline was then running two Comet and
three Constellation flights per week on the
Springbok service. On October 10, 1954
SAA Comet, G-ALYY, broke up in the air
near the Italian island of Stromboli, killing
all 35 persons on board. Other Comets
had previously crashed under similar
circumstances and after the SAA tragedy
the type was grounded. Investigations
revealed that structural failure had caused
the disasters. While modifications would
see the Comet fly again, the type never
again served SAA.
In 1956, SAA added the Douglas DC-7B
and put it on the Springbok service. The
type – of which SAA ordered four – was
at that time the fastest piston-engined
airliner in the world and would remain
in service until 1967. To take advantage
of the performance of the DC-7B, SAA
introduced a fast one-stop service from In 1956 SAA became the first non-American airline to place the DC-7B in service. SAA Museum
Johannesburg to London via Khartoum, Society Archives
known as the East Coast Express, which
had a flying time of around 21 hours. This delivered on July 1, 1960. These were 1960s. The airline purchased six 727-100s in
service was rerouted to transit the other the first of 11 that SAA would fly between 1965 (which remained in service until 1982)
side of Africa and renamed the West Coast 1960 and 1980. Three months after its and three 727-100Cs in 1967, which also
Express (with a technical stop in Kano in arrival, the aircraft was deployed on the remained in the fleet until 1982.
Nigeria). The best time for the run was Springbok service, trimming the flying On March 16, 1968, SAA ordered five
under 18 hours. In November 1957, the time to 13 hours. SAA brought the airliner Boeing 747-200Bs, the first of which was
airline started its Wallaby service using the into service in a mixed first class/economy handed over on October 22, 1971, entering
DC-7B, which routed from Johannesburg class configuration. In 1967, a 707 was service the following December. Later
via Mauritius and Cocos Island to Perth in introduced on the Wallaby route, replacing on, additional Jumbos were acquired:
Australia. In November 1958, SAA added the DC-7B. The Cocos Island stopover was a 747-200F freighter (delivered in 1980
the Vickers Viscount on domestic and dropped, while Sydney became the final and destroyed in a crash in 1987), a
regional services. destination. Boeing 707 services to Athens 747-200M (in service from 1980 until
started in October 1961 and flights to New 2000), a 747-300 (delivered in 1983 and
EXPANSION York via Rio de Janeiro began on February in use up to 2004) and another 747-
After the Comet grounding, South 23, 1969. 200F (in the fleet 1988-1999). Most of
African ordered three Boeing 707-320 Boeing 727s replaced the Skymasters, these jets arrived during a period when
Intercontinentals, the first of which was Constellations and DC-7Bs in the mid- most African countries, except South




























Four Lockheed L-749A Constellations were used on
services to Europe between 1950 and 1964, before being
sold to ACE Freighters. AirTeamImages.com/ATI Collection


WWW.AVIATION-NEWS.CO.UK 53


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routes in a mixed business /economy class
configuration. The 727s were eliminated
from the fleet in 1983, replaced by the
more economical 737-200. In order to
maximize revenue from its fleet, each time
countries withdrew landing rights for SAA
in the light of the anti-apartheid boycott,
SAA leased aircraft and crews out to airlines
in Canada, Mauritius, Brazil and Morocco.
The international opposition caused many
problems for SAA. Company offices were
attacked in Harare (Zimbabwe) and the USA
banned all flights by South African-owned
carriers in 1986. The following year, services
SAA took delivery of eight Vickers Viscounts in 1958 to be used on the main domestic flights.
They were sold to British Midlands Airways in 1972, ZS-CDT becoming G-AZLP. It is now with the to Perth and Sydney were ended.
North East Air Museum in Sunderland. Bob O’Brien Collection Apartheid came to an end in the early
1990s and as a result, boycotts by countries
were lifted and SAA could resume services.
Flights to New York JFK started again in
November 1991 and SAA aircraft were
able to fly for the first time over Egypt and
Sudan in September. Flights to Athens were
re-introduced, and Milan was added to the
flight schedule.
The first of eight Boeing 747-400s
arrived in South Africa on January 19, 1991.
The SAA fleet was unusual in that it was
equipped with two different engine types.
Six of the aircraft were powered by Rolls-
Royce engines, whereas two others had
Boeing 707-300, ZS-CKE, was one of three of the type used by SAA and were delivered in 1960.
AirTeamImages.com/ATI Collection General Electric powerplants, as they were
part of an unfulfilled Philippine Airlines
Africa’s neighbours, denied SAA the use a total of 29 737-200s between 1968 and order. The GE-powered aircraft were able
of their airspace due to their opposition 2006. The Dakotas gave way to Hawker to fly non-stop from South Africa to the
to apartheid, necessitating long detours. Siddeley HS748 turboprops in 1970, with the East coast of the USA. The Airbus A320 was
SAA bypassed the ‘bulge’ of Africa, usually last DC-3 making its final revenue flight in ordered and between 1991 and 1993 seven
via Ilha do Sal (Cape Verde) – a detour of September that year. were delivered, which were used on both
almost 1,900 miles (3,058km). Another domestic and regional services.
roundabout route was via Tel Aviv. To meet NEW AIRCRAFT, NEW In 1992, SAA began flights to Miami via
these challenges, SAA also ordered the DESTINATIONS Cape Town and returned to Australia, flying
Boeing 747SP. These aircraft allowed them The arrival of new aircraft allowed SAA directly to Sydney. There were direct flights
to exploit their long-range capabilities and to start up new routes. From June 1974, to Bangkok and Singapore, although the
were used on lower-density routes. Boeing 707s were used on a service to latter was discontinued in 1996. An airline
The first SP arrived in South Africa Hong Kong with an intermediate stop in alliance between SAA, Uganda Airlines
on March 19, 1976 and would serve the Seychelles. It also initiated a service to and Air Tanzania also started. In 1993,
until 2006. On April 24, 1976 SAA’s first Taipei using a 747SP. three Boeing 767-200ER aircraft joined
commercial flight using a 747SP was on The Airbus A300 joined the fleet and on the fleet and would remain in service till
the Johannesburg-Lisbon-Rome-Athens December 26, 1980 the last SAA Boeing 2004. These aircraft were used to fly to the
route. As the 747s entered service, the 707 revenue flight operated between Paris Middle East, African countries and some
smaller 707s were converted to combi- and Johannesburg. Its touchdown ended European destinations.
passenger/cargo configurations and high- the 20-year career of the quadjet. The
density seating. European aircraft had first joined SAA in REBRANDING
By March 1972, the Viscounts were 1976 and some of the nine aircraft would In April 1994, South African Express started
sold to British Midland Airways after being remain in use until 2001. They would its operations after a three-year preparation
replaced by Boeing 737s. SAA would use be used on both domestic and regional process. SAA initially held a 20% stake in the

SAA operated nine Boeing 727s on its routes
in Southern Africa. Bob O’Brien Collection


















54 AVIATION NEWS FEBRUARY 2020


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From 1968, six Boeing 737-200s were delivered to SAA.
The airline would eventually use 29 different examples.
SAA Museum Society Archives




















new airline, with Alliance Airline Holdings was no option as black people had not market and when Swissair went bust
holding 51% of the stock. SA Express became received sufficient training to fulfil the job. with A340-600s undelivered, they were
a feeder airline service, taking over some of So in order to comply with government snapped up as part of a bigger order that
South African’s low-density domestic routes, quota regulations, SAA had to hire untrained covered 11 A319s, 12 A320s, nine A340-
although it operated independently of SAA. black staff without firing white staff. This 600s and six A340-300s. The other
In 1995, Lufthansa started a codesharing obviously resulted in over-employment, low three A340-600s came from ILFC. The
agreement with SAA and at the same time an productivity and high HR-costs. new Airbus A319 replaced the ageing
order was placed for four Boeing 777-200s, In 1999, South African and Delta Air Lines Boeing 727-200 fleet. The first SAA
(although this was subsequently cancelled). started to codeshare on SAA-operated A340 was delivered in January 2003. In
In 1997, South African Airways replaced the flights from Atlanta to South Africa. The next order to speed up the re-equipment,
Springbok emblem and the old national year saw SAA jets arrive at Fort Lauderdale- A330s and A340s were leased from
colours of orange, white and blue with a Hollywood International Airport in Florida. European operators. The first A340-600
new livery based upon the new national service was operated to Hong Kong in
flag. The airline’s name on its aircraft was “In 2004, SAA February 2003 replacing the 747-200 on
changed from the Afrikaans name Suid- the route. As more Airbus aircraft arrived
Afrikaanse Lugdiens to South African. announced its these Jumbos were sold, returned to the
Towards the turn of the millennium fairly leasing companies or reduced to scrap
rapid growth was experienced, particularly application to join at Johannesburg International Airport.
on services within Africa. Later the same year, SAA made a
In 1998, a, new airline president and CEO Star Alliance as successful bid for a 49% stake in Air
was appointed who remained in office until the first African Tanzania for the price of £12.8m. The move
2001. The arrival of Coleman Andrews saw highlighted SAA’s wish to gain a foothold in
a comprehensive and controversial overhaul member of the East Africa. In 2004, Andre Viljoen resigned
of the company. During his first 18 months as CEO and was replaced by Khaya Ngqula
as CEO, SAA’s market value increased airline grouping.” who would remain in office until 2009.
fivefold. In November 1999 SAIR Group – The new management considered the Air
the holding company of Swissair – bought a Tanzania arrangement was fruitless and it
20% share in SAA for R1.4bn. (In 2002 when FLEET RENEWAL was abandoned in 2006.
Swissair encountered financial problems, In 2000, Boeing announced that In 2004, SAA announced its application
the South African government was able to SAA had ordered 21 of the 737-800, to join Star Alliance as the first African
buy back the shares for approximately a intended to replace the Airbus A300s on member of the airline grouping. When the
quarter of the sum it had received for them short-haul routes. The deal included a carrier was accepted as a full member in
in June 1999). In the meantime, though, combination of purchased and leased April 2006, the codeshare agreement with
Coleman felt that the partial privatisation jets. However, this deal was cancelled Delta Air Lines was terminated because
was insufficient and he continued and in 2002 new SAA CEO Andre Viljoen of the US airlines’ membership in rival
discussions with several airlines, including decided to work with Airbus, taking Skyteam. In July 2005, SAA started four
Lufthansa, in the hope of selling part of the advantage of a slump in aircraft orders weekly Johannesburg-Accra-Washington
shares of SAA to other well-reputed airlines. after the September 11 attacks in the DC services using the Boeing 747-400.
Staffing levels also needed to be US in 2001. SAA found itself in a buyer’s This was increased to daily flights in July
addressed. Mike Myburgh, Coleman’s
predecessor as CEO of SAA from 1993 until The HS748 replaced the venerable Dakotas from 1970. Series
1998, had already made a point that the 2A, ZS-SBU, at Windhoek, Namibia in August 1979, was sold
airline should reduce its staffing. In the past, to a Canadian operator in 1983. Bob O’Brien Collection
SAA had used a mainly white workforce
but under the new government of Nelson
Mandela, South African companies had to
‘reflect the demographical situation in the
country’ or in other words: the workforce
had to be 80% black. In the past, however,
South African governments had neglected
to educate and train black people for
technical jobs. Laying off white technicians

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2006 and the 747-400 was replaced by the The first South African Airways Boeing 747 Austrian Airlines) increased capacity on the
A340-600. Because SAA could not obtain arrived in October 1971. Named Kaapstad/ routes from Frankfurt, Munich, Vienna and
rights to fly passengers from Ghana to the Cape Town, 747-300, ZS-SAU, served SAA Zürich to Cape Town during the Northern
USA, Dakar in Senegal replaced Accra as an from 1983 to 2004. AirTeamImages.com/Martin hemisphere winter. By June 2015 SAA
intermediate stop. In 2007, SAA retired the Boschhuizen informed its shareholders it was incurring
last remaining 747-400. In the same year it Although the restructuring programme losses on the two remaining Johannesburg-
took on two 737-300 Freighters. resulted in important savings, these London Heathrow flights, amounting to
were not enough to ensure a return to $31m per year.
RESTRUCTURING profitability. A rapid turnover of chief Flights to Buenos Aires ended in 2013
The government’s plans called for the executives prevented a consistent policy and in 2015 SAA announced plans to end its
separation of South African Airways and and undermined confidence in the airline non-stop services to Beijing and Mumbai.
its parent company Transnet, which took and its management. In 2010, Sizakele In 2015, the acting CEO stated that Hong
place on March 31, 2006. On October Petunia Mzimela became the first female Kong, Munich, Frankfurt and Perth were the
30 that year Mango Airlines started CEO of SAA. Previously, Mzimela had been only profitable long-haul routes; all others
operations as a fully owned subsidiary of CEO of South African Express. She was were loss-making. That year, the airline
South African Airways. followed by Vuyisile Kona (2012), Nico received a $52m additional loan guarantee
In May 2007, SAA launched an 18-month Bezuidenhout (2013), and Monwabisi to keep it in the air.
comprehensive restructuring programme Kalawe (2013-2015). For the fiscal year
that aimed to make the airline profitable. ending March 31, 2012 SAA published DIFFICULTIES
According to CEO Ngqula, this came accumulated losses exceeding $300m. By 2015 it had become clear that SAA was in
largely after “uncompetitive ownership and Revenues were up 12% on a local currency serious trouble. There are many reasons for
aircraft lease costs, excessive head count basis but they were slightly down on a dollar this situation. The number of staff members
and fuel price volatility”. The programme calculation due to the depreciation of the far exceeded what was required to run the
involved the spin-off of businesses into South African rand. airline and an Ernst & Young report to the
seven subsidiaries, thereby allowing SAA In 2012, SAA ended its 20-year-old government into 48 of the largest contracts
to concentrate on its core business of Cape Town-London route, due to declining awarded by SAA showed that 28 of them,
passenger and cargo transportation, passenger numbers and increasing airport or 60%, were improperly negotiated,
grounding the entire 747-400 fleet, taxes. The airline also sold one of its three poorly contracted or weakly managed. The
rationalising international routes (Paris was valuable daily landing slots at London’s utilisation of the fleet was inefficient given
dropped), and the axing of 30% of the airline Heathrow airport. The decreasing presence that for most of their long-haul routes the
managers among other reductions. This of SAA in Britain resulted in British Airways aircraft sat on the ground for an entire day
was expected to save the airline R2.7bn. taking over not only international routes, before the return flight to Johannesburg.
By June 2009, R2.5bn had been saved. but its partnership with South African carrier SAA’s initial turnaround plan identified
Two retired Boeing 747-400s had been Comair has since seen them corner the widebody fleet renewal as an essential
reactivated in 2008 for flights to Lagos and market for domestic routes too. Lufthansa measure for achieving profitability. SAA
by 2010 were serving Luanda as well. and its subsidiaries (Condor, Edelweiss and has been eager for several years to

























Seen at Hong Kong/Kai Tak, 747SP ZS-SPD served SAA from September 1976 to March 1985. Several examples of the six-strong SP fleet were leased
to other operators for long periods. Bob O’Brien Collection

56 AVIATION NEWS FEBRUARY 2020


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Airbus A300B4, ZS-SDF, arrives in Mauritius. The A300 replaced the 707s from 1980. Jozef Mols




















replace its A340s but SAA management airline obtained a loan of R3.5bn from South The R21bn o er from the private
has repeatedly been unable to secure the African private parties. SAA promised that consortium and the possibility of repaying
required approvals from the government to under the new fi ve-year plan, the airline a large part of the company’s debts comes
place orders. would break even by 2021 with changes at a critical moment. The o er gives hope
In the domestic market, SAA faced afoot to help cut costs and stay afl oat. for the airline, as does the restructuring
many challenges, such as the increasing These include breaking up SAA into three plan. There would even be some money
competition. Mango, which had been parts, each with its own management, left to replace a few older aircraft with
founded by SAA as a low-cost airline, but no decision on this has yet been more economical models. But at the same
had been consistently profi table but was taken. Furthermore, the plan includes the time, this o er has political consequences.
too small to compensate the losses the implementation of capacity adjustments President Cyril Ramaphosa wants to wean
main carrier incurred on international and domestically and network optimisation in SAA o its state support, but mass layo s
intercontinental services. SAA had still to the regional and international markets. By could prove politically di cult in a country
cope with other problems. South African the end of 2018, SAA received an R21bn where a quarter of adults are unemployed.
Express was grounded by the South African o er from a consortium of local and A press release from the airline on
Civil Aviation Authority in March 2018 due to international investors in exchange for a December 5 stated it was going to enter
serious safety concerns. That August, some 51% stake in the cash-strapped airline. Both into business rescue South Africa’s
fl ights resumed following the issuance of South African start-up airline Fly Modern Ark equivalent of bankruptcy protection. It
airworthiness certifi cates for a portion of and Cerberus Capital Management are part said: “...the SAA Board of Directors and
the airline’s fl eet. of the consortium. the Executive Committee have been in
Government loans and guarantees were As part of the rescue plan, SAA has consultations with the shareholder, the
necessary as SAA’s bankruptcy could hurt signed a codeshare agreement with TAAG Department of Public Enterprises, in an
an economy already reduced to ‘junk’ status Angola Airlines on the routes between e ort to fi nd a solution to our company’s
by international rating agencies. “Selling SAA Johannesburg and Luanda and on the well-documented fi nancial challenges.
to a private partner or the bankruptcy of services between Cape Town and Luanda. “The considered and unanimous
the airline would make its debt immediately In 2019, another codeshare with Africa conclusion has been to place the company
payable and possibly collapse the fi scus,” World Airlines (Ghana) was announced. In into business rescue in order to create a
South African President Cyril Ramaphosa April 2019, SAA launched additional non- better return for the company’s creditors
told Parliament in November 2018. But stop charter fl ights to the Maldives. These and shareholders, than would result from
international banks pulled the plug on the extra services form part of the airline’s any other available solution.”
virtually bankrupt SAA. turnaround strategy – a pillar of which is to A statement from the Department of
Notwithstanding the very bleak outlook increase the utilisation of its aircraft. Public Enterprises revealed that R2bn of
for SAA, the management under CEO The fi rst of four A350-900s for SAA was funding will come from existing lenders and
Vuyani Jarana decided in 2018 to embark delivered on October 31, 2019. The type another R2bn from the National Treasury.
on a new fi ve-year corporate will replace the A340-600 on some routes. A decision from the government on the
plan. In order to survive, The fl eet currently comprises 11 A319s, ten proposed R21bn investment from private
SAA received a bailout A320s, 11 A330-200s/-300s, three A350- investors is awaited. So for the time being
of R21.7bn from the 900s, 16 A340-300s/-600s and two Boeing the future direction of the airline is ‘up in
government. Plus, the 737-300Fs. the air’.

One of seven A319s in the current SAA fl eet, ZS-SFI wears the new livery and titles
introduced in 1997. The Airbuses replaced the airline’s 737-200s. Key Collection


















WWW.AVIATION NEWS.CO.UK 57


50-57_south_african_airwaysDC.mfDC.mf.indd 57 13/01/2020 12:41

Breguet Alizé








M
Multirole Maritime Turbopropultirole Maritime Turboprop






The long-lived Alizé fulfi lled a similar function to the Fairey Gannet
for France’s aircraft carriers until it was retired in 2000.

One of the surviving examples of this charismatic
turboprop is being kept alive by a team of
volunteers in the south of France, as

Henri-Pierre Grolleau describes.







































hen the Breguet Br.1050 felt that a new, more potent aircraft than The Marine Nationale gained approval to
Alizé retired, it signalled the the Avenger was required to protect the buy fi ve prototypes of the Alizé. This new
disappearance of an aircraft French carrier groups. Breguet o ered three-seat design proposed by Breguet and
Wthat had faithfully served the to use a hybrid confi guration with an powered by a Rolls-Royce Dart turboprop
Marine Nationale (French Navy) for more Armstrong-Siddeley Mamba turboprop was fi tted with a retractable radome for
than 40 years. This turboprop-powered in the nose combined with a Rolls- a search radar, which replaced the Nene
surveillance aircraft started its career as an Royce Nene turbojet mounted in the turbojet. The fi rst prototype of the Alizé (s/n
anti-submarine defender for a carrier group. tail, considerably boosting performance. 01) undertook its maiden fl ight on October
The genesis of the Alizé began in 1946 This awkward confi guration was tested 5, 1956 at Toulouse-Blagnac. In July 1957,
when the French naval air arm (Aéronavale) in the Br. 960 Vultur, which fi rst fl ew in the Marine Nationale ordered 75 Br.1050s
started looking at di erent indigenous and August 1951. Two Vultur prototypes were and the same year prototype 03 deployed
foreign options to replace the various types built, but the Aéronavale progressively to the Royal Aircraft Establishment at
then in service. The French needs evolved changed its requirement from a two- Bedford for catapult and arrested landing
progressively, but the advent of the anti- seat multi-role naval attack aircraft to a trials. The fi rst shipboard cat shots and traps
submarine Grumman Avenger purchased three-seat anti-submarine design. The were conducted on board the Royal Navy’s
in 1951 to supplement the Curtiss SB2C-5 fi rst Vultur prototype was transformed into aircraft carrier HMS Eagle in 1958.
Helldiver dive-bombers gave more time a boundary layer control system test- The fi rst production Alizé was delivered
to refi ne the requirement. The main threat bed while the second was modifi ed to on March 20, 1959. Aircraft destined for
perceived at the time came from Soviet demonstrate some of the features to be French service were numbered from 1 to
surface vessels and submarines and it was adopted on the new aircraft. 61, 64, 65, 68 to 70, 72 to 77, 80, 86 and

58 AVIATION NEWS FEBRUARY 2020


58-62_alizeDC.mfDC.mf.indd 58 07/01/2020 15:49

Main photo: With the radome for the Iguane Alizé 50 in the darker colours introduced in 1991. Before then they wore medium grey top
radar lowered and weapons bay doors surfaces and pale grey undersides. Key Collection
open, this Alizé also sports a pair of rocket
pods. Key Collection fuel-e cient and dependable powerplant sonar, however, and the Alizé then mainly
was a considerable improvement in terms performed SUCAPs (Surface Unit Combat
of safety and endurance, giving excellent Air Patrols) and intelligence-gathering
range and operating radius. missions ahead of the carrier strike group
The fi rst production Alizé was delivered in the later years of its operational career.
to operational squadron Flottille 6F at It could also guide anti-ship strikes carried
Hyères in October 1959, a prestigious unit out by Super Etendards armed with AM39
that had been formed as a Free French naval Exocet missiles. Other roles performed by
air squadron in April 1943. In 1960, both the Alizé included communications relay,
Flottilles 4F and 9F also received their fi rst electronic intelligence, acting as on-site
Alizés, bringing the carrier anti-submarine commander for search and rescue (SAR)
force to its full complement. Moreover, and combat search and rescue (CSAR)
the Br.1050 saw limited operational service missions fl own by Super Frelons, maritime
with Escadrilles (second-line squadrons) 2S, surveillance and pollution control.
3S, 10S and 56S in various support, utility,
target towing and training roles. Escadrille SUCCESSIVE
59S, the dedicated carrier aviation school, MODERNISATION
utilised Alizés at Hyères from July 1972 PROGRAMMES
to June 1989 to train aircrews selected In 1977, with 40 Alizés still in service, it
to fl y the type. The Alizé was in service was decided to modernise the type to
with Flottille 9F until June 1972, when extend its operational e ectiveness into
the unit disbanded, and with Flottille 4F the 1990s. Eventually, only 28 aircraft
at Lann-Bihoué until June 1997 when the were involved in the upgrade programme
squadron temporarily stood down before which encompassed the adoption of a
re-equipping with E-2C Hawkeyes, leaving DRAA-10A Iguane radar, an ARAR 12A
Flottille 6F as the last Alizé operator. electronic surveillance system to detect
To carry out its missions, the Alizé was electromagnetic emissions, a new Omega
armed with depth charges and torpedoes Equinoxe navigation system and a state-
in its internal weapon bay and with of-the-art ARR sonobuoy data processor.
rocket pods and AS12 missiles attached However, this did not signifi cantly improve
to underwing hardpoints. It also carried the anti-submarine warfare capabilities
sonobuoys and smoke markers. The type of the aircraft as it was felt that modern,
mainly fl ew from the carriers Clemenceau nuclear-powered submarines could
87. Twelve and Foch. Over time its anti-submarine better be dealt with by helicopters
were sold to warfare (ASW) role was progressively taken equipped with sonars and by shore-based
the Indian Navy in 1961 (allocated IN201 to over by helicopters fi tted with a dunking maritime patrol aircraft. In service, the
IN212) and account for the missing numbers
in the aforementioned French serials. Two DEPLOYMENTS AND OPERATIONS
additional ex-Aéronavale aircraft, serial
numbers 14 and 18, were later transferred to During the course of its career with the French Navy, the Alizé took part in numerous operations from
the carriers Foch and Clemenceau, in addition to countless training deployments and exercises. For
India where they became IN213 and IN214. example, the Alizé was deployed twice to the Pacifi c for two successive Opérations Alphas, on board
Foch in 1966 and Clemenceau in 1968, to support nuclear weapons trials taking place at the Mururoa
STATE-OF-THE-ART and Fangataufa atolls.
DESIGN The 1970s were dominated by Opérations Saphir I and II in the Indian Ocean, providing maritime
At the time, the Alizé was considered and overland security during the period Djibouti gained its independence from France. In the early
a state-of-the-art aircraft for carrier 1980s, the confl ict in Lebanon led to Alizés performing intelligence-gathering missions to monitor the
situation. Later that decade, in 1987-1988, the threat to oil tankers in the Persian Gulf due to the Iran-
operations. It was rugged and reliable and Iraq War saw the aircraft assisting in the protection of these vessels.
it o ered a signifi cant improvement over In the build up to the liberation of Kuwait from Iraq in 1990, the Clemenceau was used as a helicopter
its American predecessor of the World War carrier to deploy 5ème Régiment d’Hélicoptères de Combat (12 Pumas and 30 Gazelles) to Saudi Arabia,
Two era. Compared to the Avenger, the with Alizés providing maritime protection to the task force. The carrier and four Alizés, however did not
Alizé represented a giant step forward: it take part in Operation Desert Storm.
could e ectively perform the hunter and The aircraft type was also heavily involved in the confl icts in the Balkans in the 1990s, with both
Clemenceau and Foch taking turns deploying to the Adriatic.
killer roles simultaneously, and its powerful,

WWW.AVIATION NEWS.CO.UK 59


58-62_alizeDC.mfDC.mf.indd 59 07/01/2020 15:49

Showing o its twin mainwheel
undercarriage and A-frame arrester
hook, Alizé 47 prepares to land on a
French carrier. Henri-Pierre Grolleau

modernised aircraft were known as ALM On September 15, 2000, as the prevailing view was that no Alizés would
(for ALizé Modernisé), and the fi rst was French Navy was transitioning from the ever fl y again. Well, not quite….
delivered back to Flottille 6F in 1983. The Clemenceau-class carriers to the Charles
modernisation of the last airframe was de Gaulle, the Alizés of Flottille 6F were REVIVING THE TYPE
completed the following year. fi nally withdrawn from service, bringing Thanks to the e orts of skilled engineers
In 1987, the Titane datalink was fi tted to to an end an eventful 41 years of service. and determined individuals, an Alizé has
the Alizé fl eet, bringing the aircraft into the The F-8P Crusader had gone the previous been brought back to fl ying condition. Eight
era of secure discrete communications, year and the Etendard IVPM was also aircraft had been stored because defence
and in 1991 a Trimble GPS was adopted to withdrawn from use in 2000. The E-2C company Thales thought there could be
withdrawn from use in 2000. The E-2C
ensure accurate navigation and help ease export potential if they were modernised
aircrew workload. “Thanks to the but that came to nothing, leaving some
Two years later, the Alizés’ hydraulic airframes available.
and electrical circuits and their instrument e orts of skilled A team of enthusiasts had been thinking
panels were all upgraded, new U/VHF about trying to put an Alizé back into the
radios installed and the fl are and cha engineers and air since 2002, conducting an in-depth
dispenser’s computer updated to better determined feasibility study and initiating a series of
match perceived threats. A new, darker contacts with key French Navy o cials,
paint scheme was also introduced. individuals, an Alizé including those of the Commission du

ALH, THE FINAL has been brought Patrimoine de la Marine Nationale (the Navy’s
historic/heritage committee). These contacts
STANDARD proved decisive in winning support from
In 1996, a fi nal modernisation programme back to fl ying high-ranking o cers, including former naval
called ALH (ALizé mis à Hauteur, or aviation admirals, who were in a position to
upgraded Alizé) was initiated for nine aircraft, condition.” make things move forward when required.
involving the adoption of a new autopilot Alizé Marine, a non-profi t association
and a Chlio FLIR mounted in the port Hawkeye was by now in service, bringing run by volunteers, was o cially created
Hawkeye was by now in service, bringing
undercarriage sponson, with a screen for the unmatched surveillance and detection in July 2009 to oversee the project. It is
navigator. This FLIR considerably facilitated capabilities and the fi rst two Rafale M mainly composed of a large contingent of
night identifi cation of unknown vessels at fi ghters were expected at Landivisiau in current and former French Navy personnel
stando distances. These turrets were later December 2000. A new era had begun. who bring unique skills to the association.
recovered and transferred to Falcon 50s A saying at the time proved popular: Led by Patrick Hilbert, a former Marine
upgraded to SURMAR (surveillance maritime) ‘When you are out of Alizés…you are out Nationale Alouette III and Dauphin pilot,
standard for service with Flottille 24F, at of Br.1050s…’ (thus parodying the famous the project moved forward quickly. In
Lann-Bihoué. In April 1996, rockets were Vought slogan ‘When you are out of February 2010, the team was o cially
fi red by an Alizé for the last time ever. Crusaders, you are out of fi ghters’). The allocated two Alizés by the French Navy.

Along with the Fairey Gannet and the Westland
Wyvern, the Alizé is one of only a handful of
single-engined turboprop carrier-based aircraft
to enter service. Henri-Pierre Grolleau
















60 AVIATION NEWS FEBRUARY 2020


58-62_alizeDC.mfDC.mf.indd 60 07/01/2020 15:50

These aircraft, serial routinely found
numbers 56 and when the Alizé was
59, were the ones operational and the
considered to be in French Navy had
the best shape after developed specifi c
many years of open- ways to tackle it.
air storage in Nîmes- This know-how
Garons. Alizé Marine is kept alive today
had also secured within the Alizé
a huge amount of Marine team.
spares and a number
of Rolls-Royce Dart ISSUES TO
engines, including SOLVE
some that had not The major sub-
fl own since coming components
out of overhaul. The – landing gear,
Atelier Industriel arresting hook,
Aéronautique (AIA), radome, radar and
the depot which engine – were
handled all Alizé third-line inspections, The Alizé was able to take o from French all removed from the airframe to allow
provided outstanding support, helping carriers without using the catapult, although all the structure to be closely inspected.
it was used here – note the launch bridle at
source precious spares inventories. Eric Nevers, one of the engineers, then
the end of the cat track. Henri-Pierre Grolleau
overhauled the hydraulic systems,
ALIZÉS 56 AND 59 project and were willing to help. The Marine methodically checking the various
Alizé Marine engineers began working on Nationale also provided tooling and lifting components including the pumps that
the aircraft in Nîmes-Garons under the gear as and when required. operate the landing gear and the tailhook.
leadership of Patrice Bats, a very experienced The fi rst hurdle to overcome was the The radome and the doors of the weapons
ex-navy engineer who had spent years strict French regulations on asbestos. This bay have been made fully operable again, a
working on the Alizé during his career in the problem in the hangar was quickly cleared, good thing for airshow displays.
military. Patrice had managed to gather a however, and the engineers soon turned As is often the case with such projects,
team of former navy specialists who had all their attention to the airframe. Although issues did appear and had to be solved.
the required skills to handle the project. the aircraft had been kept in open storage According to Jean-Jacques Jourdan, an
They fi rst surveyed the two aircraft for quite a while, very little corrosion was electrician/avionics specialist by trade,
to determine which one was in the best found. The engineers had been worried the Alizé’s cockpit and electrical systems
condition. As it turned out, s/n 59 proved that the aircraft’s main spar could have proved to be the most complicated to bring
to be in a slightly better shape than its been damaged by corrosion, but their fear back to original condition, requiring a lot
counterpart. Work started in earnest to proved unfounded, perhaps helped by of attention from engineers. They rapidly
overhaul it, with 56 serving as a reserve for the fact that the Nîmes area in the south came to the conclusion that the aircraft’s
spares. The French Navy was extremely of France is blessed with dry weather all alternator and generator, which were in
supportive of the project, o ering to year round. According to engineer Serge bad condition, had to be replaced by better
accommodate aircraft 59 in one of its Penlec, some corrosion was found on the ones from the spares inventory. All electrical
hangars at Nîmes-Garons. A lot of naval air cockpit fl oor, in the tailhook compartment circuits linked to the weapons were cut
station personnel were fascinated by the and on the radome. Such corrosion was and the radar antenna was put back into



































The pilot’s instrument panel remained decidedly analogue even through several upgrade programmes. Henri-Pierre Grolleau

WWW.AVIATION NEWS.CO.UK 61


58-62_alizeDC.mfDC.mf.indd 61 07/01/2020 15:49

Left: Alizé 56 taxiing with its wings folded
aboard the aircraft carrier Foch. The
undercarriage sponsons originally housed
sonobuoy launchers, but were later fi tted with
ECM and missile warning equipment. Alan Bayliss
relocating to Lann-Bihoué, in Brittany, more
than 620 miles (998km) away by road. For
Alizé Marine, it meant that some of its key
members were posted away and that the
hangar they were using would get a new
owner. Finally, a solution was found to
accommodate the Alizé, and the aircraft
was allowed to remain in Nîmes-Garons,
where it is still based today.
BACK INTO THE AIR
After what amounted to a full overhaul
spread over about three years, the aircraft
was now ready to fl y. Alizé 59/F-AZYI
took to the air again on March 24, 2013 at
Nîmes-Garons, while being temporarily
An Alizé prepares for a carrier launch. With registered F-WZYI for the initial trial phase.
the bridle in tension, the nose is raised The crew on that fl ight was composed
to give a high wing angle of attack for of Jean Ivars, a former Alizé, Super
maximum lift. Henri-Pierre Grolleau
Etendard and Hawkeye pilot and landing
signal o cer, and Philippe Pérez, a radar
operator/navigator with a wealth of Alizé
experience. Since then, the aircraft has
taken part in numerous airshows and
private events hosted by the French Navy.
It is routinely fl own in close formation with
French Navy aircraft, such as the E-2C
Hawkeye as Alizé Marine has developed a
close relationship with Flottille 4F, a former
Br.1050 operator.
Although not as iconic as the Super
Etendard or the F-8 Crusader with which it
served on board the carriers Clemenceau
and Foch, the Alizé faithfully performed
its missions, serving with distinction for
more than four decades. Like the Fairey
Gannet, it performed unglamorous but
place for centre of gravity issues, but was restoration process. S/n 59’s exhaust cone essential missions and it contributed to
welded into a fi xed position. Over the was damaged and it was swapped with that the safety of French carrier groups. Today,
years, the cockpits of both Alizés had been from s/n 56 and its engine was replaced. the Alizé Marine team proudly keeps the
robbed of their instruments by enthusiasts Another problem surfaced when the type’s heritage alive, and thanks to the
and that became a major hurdle, with the Marine Nationale announced that Base dedication of its aircrews and engineers,
task of sourcing instruments proving to be Aéronavale Nîmes-Garons would close o ers the opportunity to again see this
one of the major problems of the whole in July 2011, with most of its squadrons aircraft at airshows.























Alizé 59/F-AZYI is the last fl ying
example, kept airworthy by the Alizé
Marine group at Nîmes-Garons since March
2013. AirTeamImages.com/Jonathan Zaninger

A
62 AVIATION NEWS FEBRUARY 2020VIATION NEWS FEBRUARY 2020

58-62_alizeDC.mfDC.mf.indd 62 07/01/2020 15:49

Br
Britain’s Top-Sellingitain’s Top-Selling
A
Aviation Monthlyviation Monthly

















FEBRUARY ISSUE OUT NOW!
In this issue:

HAWKER TEMPEST RESTORATION
An exclusive report on a Hawker Tempest that’s
being restored to fl y in the UK.



LAST FLASH OF LIGHTNING JUST
In its twilight years, the English Electric Lightning £4.90
turned from hunter to hunted, as Ken Ellis explains.



COMET BY NIGHT
The Shuttleworth Collection’s charismatic de
Havilland DH.88 Comet ‘Grosvenor House’ was the
star attraction at a recent night photography shoot.


SEVEN BRONCOS
An initiative to return no fewer than seven
Rockwell Broncos to the air in California is detailed
by Frank B Mormillo.

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09/01/2020 16:48
020 Flypast Latest fp.indd 63
020 Flypast Latest fp.indd 63 09/01/2020 16:48 b

NF Meteors T he Gloster Meteor served with the


RAF and numerous other air forces
for many years in a variety of guises
Tand roles. Meteor F.1 fi ghters began
operations with 616 Sqn in July 1944, and
The RAF’s First operations with 616 Sqn in July 1944, and
were replaced in December of that year
were replaced in December of that year
by F.3s. From then on, until the late 1950s,
by F.3s. From then on, until the late 1950s,
when it became progressively superseded
when it became progressively superseded
by more modern aircraft, the Meteor served
by more modern aircraft, the Meteor served
with over 70 RAF, RAuxAF and Fleet Air Arm
Jet Night-Fighters with over 70 RAF, RAuxAF and Fleet Air Arm
squadrons. More than 3,500 were produced
squadrons. More than 3,500 were produced
for the UK and for export, the last rolling o
for the UK and for export, the last rolling o
the line in 1954.
the line in 1954.
The trainer version of the aircraft made
its fi rst fl ight on March 19, 1948. Designed
its fi rst fl ight on March 19, 1948. Designed
as a private venture and based on the
as a private venture and based on the
Meteor F
Meteor F.4, the Gloster G43, carrying the
Armstrong Whitworth turned the Meteor F.4, the Gloster G43, carrying the .4, the Gloster G43, carrying the
civil registration G-AKPK, was intended to
Meteor from a simple day-fi ghter into tour Europe and demonstrate the Meteor
to European air arms. The tandem seating
one of the fi rst radar-equipped all-weather
jet interceptors. Doug Gordon remembers
the career of the early night-fi ghter
Meteors, the NF.11 and NF.13.





















































A pilot and navigator ‘scramble’ aboard their
Meteor NF.11 for a night intercept in 1953.
Key Collection

64 AVIATION NEWS FEBRUARY 2020


64-69_meteorsDC.mfDC.mfDC.indd 64 10/01/2020 14:39

allowed a passenger to be carried as part develop a version of the Meteor, which the four Hispano 20mm cannons of the
of the demonstration of the aircraft’s would serve as an interim measure. At this day-fi ghters were displaced to the wings,
handling and performance. The advent time the company was very busy with the outboard of the engines. The two-seat
of the G43 prompted the Air Ministry to Javelin all-weather fi ghter and the Meteor cockpit was pressurised but no ejection
publish specifi cation T1/47 for a jet trainer, F.8, so sub-contracted the development seats were fi tted (as was the case with the
a specifi cation which the Gloster aircraft and production of the new aircraft to NF.11 and NF.13 variants though were added
already fulfi lled. G-AKPK was sold to the the Armstrong Whitworth Aviation (AWA) from the F.8 onwards). The aircraft was
Royal Netherlands Air Force and the Meteor Company at Baginton, Coventry. powered by Rolls-Royce Derwent 8 engines
T.7 was put into production; the fi rst aircraft with uprated thrust of 3,700lb st (16.46kN).
taking to the air on October 26, 1948 and FIRST NIGHT-FIGHTER Altogether, four prototypes were built and
the fi rst examples entering service with 203 The two-seat T.7 was the obvious starting the fi rst production NF.11s were delivered
Advanced Flying School at RAF Dri eld, point for developing the Meteor night- to 29 Sqn in July 1951, replacing their
Yorkshire that December. fi ghter and the aircraft chosen for the initial Mosquito NF.36s. In December 1952 AWA
It is with the Meteor T.7 trainer that conversion was the fourth production T.7, fl ew the prototype of a tropicalised version
the story of the night-fi ghting Meteors VW413. The fi nished design incorporated of the NF.11 intended for service in warmer
begins. As early as 1947 the Air Ministry had the long-span wings of the Meteor F.4 and climes. The NF.13, as it was designated, was
published a requirement to replace its PR.10 and the tail assembly designed for essentially an NF.11 with three modifi cations:
de Havilland Mosquito night-fi ghters. the Meteor F.8. The long nose created to the cockpit was air-conditioned, serviced
When it became apparent that incorporate the AI (airborne interception) by cold air inlets situated on the fuselage
fulfi lling this was going to radar contained a mock-up of the radar and just forward of the ventral tank; distance
be di cult, the ministry ballast to simulate its weight. VW413 fl ew measuring equipment was installed
proposed that Gloster in this confi guration in October 1949. On necessitating additional aerials on the wings;
the successful completion of these tests, and a radio compass was fi tted with a small
Armstrong Whitworth began designing loop aerial on the rear of the canopy. The
the fi rst true prototype of what was to latter two modifi cations were added to aid
become the Meteor NF.11 – with navigation in the desert environment. In
WA546 fl ying for the fi rst time all other respects the aircraft was an NF.11
on May 31, 1950. The AI Mk 10 and performance was the same. The NF.13
radar was fi tted in the nose and served with just two RAF squadrons: 39 and
219, both based at Kabrit in the Canal Zone.
TRAINING
Initial training for Meteor NF.11 crews was
at RAF Leeming, North Yorkshire and it was
with 228 OCU that prospective pilots and

















































WWW.AVIATION NEWS.CO.UK 65


64-69_meteorsDC.mfDC.mfDC.indd 65 10/01/2020 14:39

The first true Meteor NF.11 prototype, WA546, flew on May 31,
1950. Altogether four prototypes were built. Key Collection















navigators became acquainted with the “The Meteor NF.11 was the RAF’s Sergeant nav/rad (navigator radio)
aircraft. Many of the aircrew had experience primary night-fighter, considered to be Peter Verney, in common with many other
of the two-seat T.7 during their basic training. very fast for its day, and it gave us all a Meteor night-fighter aircrew, had flown in
Pilot Officer Peter Desmond arrived at gentle introduction to flying a jet fighter the Mosquito in the night-fighter role. Peter
Leeming in the summer of 1953, fresh from aircraft. It was responsive to commands was with 39 Sqn, which converted to the
RAF Colerne, Wiltshire where he had just when carrying out interceptions and speed Meteor at the end of 1952 and was based at
completed his navigator training on the changes seemed adequate enough when Kabrit in the Canal Zone, equipped with the
Bristol Brigand T.4 with 238 OCU. He recalls: closing a target. It was comfortable, but not Meteor NF.13.
“The business of 228 OCU was to take too warm at height. There was a sense of Converting from the Mosquito was a
pilots and navigators from all over the RAF, achievement at having flown it and learning very steep learning curve. The difference
although mainly direct from the training the basic skill of night-fighting with radar. in performance in terms of speed, rate
machine, and make them into recognised After a total of 73 hours, 30 minutes, we of climb and operational altitude was
crews, proficient in the Armstrong ended the course on September 30, 1954 considerable. Peter Verney remembers:
Whitworth Meteor NF.11, which meant – and I was posted to 46 Sqn at Odiham.” “The Meteor was a very pleasant aircraft to
using the same radar – being able to do at Plt Off Pete Hills went directly to 228 fly in and one felt safe and secure, in fact I
360kts at 25,000ft what we had been doing OCU after his initial flying course: “I did have heard it referred to as a ‘gentleman’s
in the Brigand at 220kts at 5,000ft.” my jet conversion onto Meteors straight aeroplane’. As a nav/rad it was nice ride,
Intercepting a target aircraft at night after [the] Wings course, and then went fairly stable. The Mks 11, 12 and 13 had
could be scary, as Desmond explained. “The to OCU on NF.11s, so when I say I found it a tendency to ‘snake’, which was not
target had lights out but the fighter kept an excellent aircraft to fly my assessment wonderful for gunnery. The Mk 14 had an
his lights on and it was the job of the target must be coloured by my lack of anything excellent hood [cockpit canopy], while
navigator to call for action if the situation else to compare it with. But, having said the others had the heavy framing that
looked like getting out of hand. The crews that, it was suited for its job at that time could obscure the view, also, because the
of today would be aghast at the thought. because it was stable and easy to fly on hood narrowed, one’s head easily hit the
“For ‘crewing up’ they still used the old instruments, and apart from the well- side when attempting to see downwards.
wartime system of putting everyone in known [control] problem when at low When we got bonedomes [hard helmets]
the same room for a couple of hours and speed in asymmetric flight, it had no vices. this was very noticeable until one got used
expecting them to emerge as potential It would have been a major step up in to it.” Compared with the Mosquito, “the
constituted crews. That is how I met Pilot performance for those who converted big drawback was the loss of side-by-side
Officer Jack Fuller, who was to be ‘my’ pilot from the night-fighter Mosquito.” seating” Verney concludes.
for the next four years.” On completion Pete considered that one of the biggest
of their training in August 1953, Peter drawbacks for the NF.11 was the AI Mk 10 NIGHT INTERCEPTION
Desmond and Jack Fuller went direct from radar. Its biggest limitation was the lack To adequately fulfil their primary mission of
Leeming to 87 Sqn at RAF Wahn, West of range – it needed a good navigator to nocturnal air defence, the Meteor night-
Germany to fly the Meteor NF.11. get the most out of it. “To the best of my fighting squadrons were regularly tasked
Plt Off Ted Wright joined 228 OCU in recollection an average contact range with night-time scramble exercises. Pete
July 1954. He recalls: “The initial flying for was around 5-8 miles against a Meteor- Hills describes one such drill at Tangmere:
navigators consisted of seven exercises with sized target, and about 10 miles against “On a typical night exercise we would be on
a staff pilot. These were crucial. They had to Canberra-sized one. If the radar was a the ORP [Operational Readiness Platform] at
be passed; otherwise it was off the course. bit off tune or otherwise not performing the end of the runway and plugged into the
“I flew my first trip in a Meteor 11 on July at its best that contact range might be telescramble
14, 1954. I was familiar with the basic layout only 3-5 miles.” Pete Hills went on to fly
of the Meteor and its small cockpit, having the NF.11 with 29 Sqn at Tangmere,
worked on the Meteor 7 at Middleton St West Sussex and 125 Sqn at
George throughout 1951. The view through Stradishall, Suffolk.
the canopy was quite limited, but with so
much to do there wasn’t really time to look
outside. The staff pilots demanded a high
workload: fuel checks every five
minutes and keen attention
to the AI.


The first production NF.11s were delivered to 29
Sqn at RAF Tangmere, West Sussex in July 1951,
replacing their Mosquito NF.36s. Key Collection

66 AVIATION NEWS FEBRUARY 2020


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[a special phone attached to each aircraft]
on two minutes’ readiness with, as far as
possible, all cockpit checks completed. The
first indication of likely activity would come
with a click in the earphones as the sector
controller opened his line to our station
ops room. Sector ops would then issue
instructions along the lines of: ‘Tangmere,
scramble two aircraft, vector 180, angels 30,
call X [the GCI call sign] on XXXX [frequency].
“Tangmere ops had the list of those on
the ORP and the order they were in, so they
would pass on the instructions to the first
two aircraft on the order list. We knew who
was next, so as immediately sector had
called the scramble we would be pressing A Meteor NF.11 of 29 Sqn tucks in close during formation practice near Tangmere. In 1957 the
starter buttons without waiting for the squadron acquired some NF.12s and flew the two variants side by side, beginning conversion to
order to be relayed by Tangmere ops. As the Gloster Javelin FAW.6 that November. Peter Desmond
soon as the second engine was winding o’clock position, from where we could carry just off the runway; my pilot was ultra-keen
up we would wave to the groundcrew to out a simulated attack. On moonlit nights and, in defiance of the book, would start
disconnect the battery cart and remove visual identification was possible at much both engines simultaneously. Both ‘wet-
the chocks – they most likely would have longer ranges, particularly if one was looking started’ with a wonderful bang and plumes
already done that – then a quick look to ‘up moon’. On completion of the intercept of flame some 40 or 50ft long lit up both
make sure they were clear, and up with the with a ‘Murder’ call to GCI they would issue the night sky.”
power to move onto the runway for a rolling details of another target, or instructions to
take-off. Air traffic was monitoring station recover to base.” ON THE RANGES
ops so knew what was happening and Peter Verney recalls a particular alert at The NF.11 squadrons in the UK used a
would only intervene if there was an urgent Kabrit which had unexpected consequences: variety of ranges, depending on where
need to stop the take-off for safety reasons. “We would be sat in a dead aircraft they were based. For example, 29 Sqn at
“After take-off, [you would] change with the hood open, a trolley acc [external Tangmere used two air gunnery ranges,
frequency to GCI and tell them you were battery] plugged in, and a couple of ‘Inshore’ and ‘Offshore’, both over the
airborne. GCI would then control the groundcrew standing by. We were Channel. Inshore ran from approximately
intercept and tell us details about the target’s connected by landline to a controller, who south of Selsey Bill to Beachy Head,
height, speed and position. We would tell would tell us he had a possible target, Offshore was similar in size but further out
GCI when the navigator had contact with the its range, bearing, height etc, which he over the water. Both were only used at low
target, and then when he could take over the would assign to us and give us the order level, with the tug pilot making sure there
intercept by calling ‘Judy’. On a moonless to scramble. The pilot shouted to the was no shipping in the danger zone.
night it was usually possible to visually groundcrew and got the engines started. Pete Hills: “We would use either
identify the target by about 600ft from the 6 At Kabrit our ORP was simply a sand area depending on which one was the most
clear of cloud and/or shipping – Inshore
was preferred because of the shorter sortie
time. We did the standard air-to-air gunnery
at that time, quarter attacks against the flag
which was 6ft tall and 30ft long and towed
at 180kts. With the guns being mounted
in the wings outboard of the engines, the
NF.11 was not suited for this type of exercise
because of the type of harmonisation [of
the guns] used, and when the g-loading
increased in the quarter attack the wings not
only flexed upwards but they also tended
to twist. This twisting was probably because
there were two large doors in the upper
wing skin to allow access to the guns and
the ammunition bays. These large doors
were held in place by snap clips for quick
and easy removal so the armourers could
In 1951 264 Sqn was based at RAF Linton-on-Ouse, North Yorkshire, when it swapped its rearm quickly, thus the wing was not as stiff
Mosquito NF.36s for the Meteor NF.11. It flew this model, as seen here, from December 1951 to as on the non-NF versions.
October 1954 when it converted to the NF.14. Author’s collection
“It takes very little movement at the
Meteor NF.11s of 264 Sqn lined up at Linton-on-Ouse. The nearest aircraft, WM186, with the muzzle of a gun to significantly alter the
monogram ‘HMT’ on the black tail is the mount of the commander, Sqn Ldr Hugh Tudor. Author’s place the bullets will strike when opening fire
collection at about 400-500 yards and stopping at 200
yards. We had no accelerometers in those
days and thus had no idea of how many g
we were pulling on a quarter attack. It was
not unknown for small inverted V-shaped
crimps to appear in the upper wing skin at
the outboard corner of the ammo doors, and
when this happened the mainplane had to

WWW.AVIATION-NEWS.CO.UK 67


64-69_meteorsDC.mfDC.mfDC.indd 67 10/01/2020 14:40

by NATO. It was designed to test the latest
concepts in dispersal, tactical air control
and execution of alert plans in the event
of an atomic war. For the purposes of this
exercise the US 12th Air Force and the 4th
Allied Tactical Air Force (ATAF) of NATO were
pitted against the forces of the 2nd ATAF.
The action commenced on June 20
and Peter Desmond took part: “We were
detached to Brustem in Belgium for two
weeks under canvas for the exercise.
We flew mostly at night, and Jack and
Above: After serving with 264 Sqn (pictured), NF.11, WD649, went on to 226 OCU and 46 Sqn; I were selected to fly low-level night
then to the Royal Navy as a TT.20, eventually passing to the Armée de l’Air in December 1974. intruder sorties in the neighbourhood of
Robbie Robinson
the USAF bases, Landstuhl, Sembach and
Below: Patrolling over the Canal Zone is NF.13 WM321 of 219 Sqn. This aircraft was written off in Spangdahlem. We had a ball and I recorded
April 1954 after an inflight fire. Peter Green via Roger Lindsay that we claimed three [North American]
F-86D and three [Douglas] B-26 kills in four
sorties. We must have scared them silly. In
a war it must have been totally unnerving
for returning aircraft to have to deal with
that particular hazard [of night-fighters over
home base]. We knew we were effective
because the following month we were sent
on squadron exchange with the USAF 526th
FS [flying F-86Ds] from Landstuhl, where
we were looked after exceedingly well
by the USAF project officer, Lt Col Robin
be changed. Gunnery scores were generally Ardennes. Peter Desmond recalls the role of Olds, a World War Two fighter ace, and
very low, particularly compared with the day- the navigator in these operations: “Once we later a Vietnam War ace as the leader of the
fighter chaps on the Meteor 8.” had found the range, which was not easy, the famous Ubon Phantom Wing. As a former
All Meteor squadrons took part in regular navigator had little to do. A combination of All-American and West Point star himself,
short detachments to the Armament 30° dive angle and 400ft pull-out was quite he was able to explain the finer points of the
Practice Camp at RAF Acklington which frightening, Unfortunately Jack was good at first US football match I ever saw.”
was on the Northumberland coast near this event, so we used to do more than other Air defence exercises took place regularly
Morpeth. The air-to-air gunnery was crews in order to raise the squadron average.” and all the squadrons could expect to take
carried out over Druridge Bay in the North In the Middle East, at Kabrit, both 39 and part in several each year. Exercise Dividend
Sea, which had radar-controlled ranges 219 Sqns flew gunnery practice sorties on took place in the UK in July 1954 and was
facilitating gunnery at higher altitudes and ranges in the Canal Zone and in Cyprus. Air- a major drill, with the UK being ‘attacked’
above cloud. In addition to firing on the flag, to-ground missions took the Meteors to the by a large number of aircraft from the RAF
Acklington also provided small gliders which range at RAF Shallufa, Egypt and there were and NATO allies. It was spread over three
were towed in a similar fashion and served regular extended detachments to Morphou days, and approximately 6,000 sorties were
the same purpose. Bay near Nicosia in Cyprus for air-to-air flown by an assortment of ‘enemy’ aircraft,
gunnery practice. operating at heights from 12,000 to 40,000ft.
AIR-TO-GROUND Regular ‘attackers’ included the North
In addition to the air-to-air intercept EXERCISES American B-45 Tornado, Avro Lincoln, Boeing
mission, the NF.11 squadrons were also In addition to standing night alert, the B-47 Stratojet, Boeing KC-47 Stratocruiser
tasked with a secondary role of ground Meteor night-fighter squadrons regularly and the English Electric Canberra. The latter
attack. The latter also took them to the took part in war games designed to test the would prove to be the most elusive of the
ranges for air-to-ground gunnery practice. air defences of various NATO countries. One ‘targets’ for the Meteor night-fighters.
In common with other West German- of these occurred in June 1955. Exercise Pete Hills said: “The Canberra was
based units, 87 Sqn regularly flew its air-to- Carte Blanche, flown mostly over West difficult to intercept because of the high
ground sorties at the Monschau range in the Germany, was one of the largest ever staged altitude it flew at, which was around






















Receiving Meteor NF.11s in March 1953, Leuchars-based 151 Sqn converted to the de Havilland Venom NF.3 in 1957. Key Collection

68 AVIATION NEWS FEBRUARY 2020


64-69_meteorsDC.mfDC.mfDC.indd 68 10/01/2020 14:40

Based at RAF Kabrit in the Suez Canal Zone, 219 Sqn received its fi rst Meteor NF.13 in 1951. On disbandment
in 1954 its aircraft were passed on to 39 Sqn also at Kabrit and later to the Israeli Air Force. Key Collection














40,000ft and occasionally a bit above. Their he thought he had lost us and levelled during this period; very often alongside the
higher cruising speed at those altitudes up so that we were able to complete the later marks of the aircraft: the NF.12 and
also added to the problem they presented. interception. We pulled up alongside him NF.14. In all 318 NF.11s were produced for
However, if they had fl own at the height but he didn’t see our nav lights, we could the RAF; 20 of these being converted to
they were capable of reaching, around plainly see the dark shape of his head in TT.20 target tugs for the Royal Navy in 1958.
50,000ft, they would have been so far out of the cockpit, and we tucked a wing in and In addition to those squadrons which
reach we would have never got near them.” give him a close-up [nav light] fl ash. The replaced their NF.11s with NF.12s and NF.14s
The Canberras were, however, not dark shape went pale as he turned his face and Javelins; three units, 125, 141 and 151
immune to interception. For Exercise towards us, and I have never seen an aircraft replaced their Meteors with de Havilland
Dividend the Meteor NF.11s of 87 Sqn were break away so sharply, he must have had Venom NF.3s in 1955.
detached from Wahn, West Germany to RAF quite a shock when someone turned a light The NF.13 served with 219 Sqn for
West Raynham, Norfolk. Peter Desmond on about 15ft away from him.” only a brief time. When the squadron was
recalls with pride his fi rst ‘victory’ over one disbanded in 1954 its aircraft were taken
of the high-fl ying bombers. “The Meteor was over by 39 Sqn, which in January 1955
“It was the fi rst time we had managed moved to RAF Luqa. The unit relocated to
to achieve a ‘kill’ on a Canberra. The a very pleasant Cyprus in August 1956 and took part in
Canberra would do Mach .81 comfortably, what beacme known as the Suez Crisis.
whereas the Meteor 11 would do Mach .78, aircraft to fl y in and At the conclusion of hostilities 39
uncomfortably, without underwing tanks, Sqn maintained a detachment in Cyprus
and Mach .74, risking a heavy bu et, with one felt safe and and the squadron returned to Luqa. The
tanks. Consequently if the Canberra had any detachment at Akrotiri was also held on
inkling that you were in the neighbourhood, secure, in fact I have standby because the political situation in
it was ‘Goodnight Irene’. To add to the heard it referred to the Lebanon deteriorated. However, on
problem, fi ghters (us) had lights on and June 30, 1958 the squadron was disbanded.
bombers (them) lights o . On this occasion as a ‘gentleman’s The following day 69 Sqdn, fl ying Canberra
we succeeded by being way above, and in PR.9s at Luqa, was renumbered as 39 Sqn.
front of, a particularly unaware Canberra, aeroplane’” Although designed as a stopgap between
and when we saw his contrail we simply the demise of the Mosquito NF.36 and the
dropped down on top of him.” arrival of the Javelin; the Meteor NF.11 and
In the Canal Zone 39 and 219 Sqns PHASE-OUT NF.13 variants fl ew with the frontline night-
regularly engaged in exercises with local The NF.11 served with the RAF in the night- fi ghter squadrons of the RAF for a total of
fi ghter squadrons, for example the Vampire fi ghter role from 1951 through to 1960. The nine years; and thereafter in a variety of
FB.9s of 213 and 249 Sqns which fl ew from last frontline squadron to relinquish the testing and trials roles. The last of the Royal
RAF Deversoir, Egypt. Peter Verney recalled aircraft was 256 Sqn at RAF Geilenkirchen Navy TT.20 target tugs was retired in the
an encounter with a Vampire during an in West Germany, when its NF.11s were early 1970s.
exercise: “We were vectored onto a Vampire replaced by Gloster Javelins and the unit It is a testament to the quality and
on a nice moonlit night – he must have was renumbered as 11 Sqn. It had received durability of both the NF.11 and NF.13
seen us as we were turning in behind him its fi rst NF.11s in November 1952 at Ahlhorn, that they also served in the air forces of
and [he] started some mild evasive action. also in West Germany. A total of 11 frontline seven other countries in Europe and the
I held on to him for a few minutes until squadrons and the 228 OCU fl ew the NF.11 Middle East.

Three 39 Sqn NF.13s over the Mediterranean on approach to Luqa, Malta, where the unit moved to in 1955 from Kabrit. Key Collection






















WWW.AVIATION NEWS.CO.UK 69


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Register Review
REGISTER REVIEW BY STUART MCDIARMID





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
















British Airways’ third Airbus A350-1000, G-XWBC, has joined the carrier’s fl eet. AirTeamImages.com/Steve Flint
RESTORATIONS
REG’N MODE(S) TYPE C/N OWNER G-CROE 405265 Robin HR200/120B Club 282 RJ Williamson, Crowfi eld,
Su olk
G-AWGB 407941 Supermarine Spitfi re CBAF.IX.4494 Warbird Experiences Ltd,
Tr.9 (built by Vickers- Biggin Hill, Greater London G-DRTM 407862 Boeing 737-85P 33981 Dart Group PLC, Leeds-
Armstrongs Ltd) Bradford, West Yorkshire
(operated by Jet2)
G-BEIP 400BAD Piper PA-28-181 Archer II 28-7790158 A Reckermann, Essen-
Mülheim, Germany G-DRTR 4078AE Boeing 737-86N 35209 Dart Group PLC, Leeds-
Bradford, West Yorkshire
G-BHKE 40794D Bensen B8MS (built by VC VW1 AR Hawes (Needham (operated by Jet2)
Whitehead) Market, Su olk)
G-CDBC 403AB0 Aviation Enterprises 001 AM Fleming, (Hungerford G-FBFB 4022D7 Piper PA-32R-301 Saratoga 32R-8113018 MC Fox trading as Flying
Magnum Newtown, Berkshire) SP Fox Aviation, Bagby, North
Yorkshire
G-CENV 4051ED P & M Aviation Quik GT450 8275 JP Ryan, Enniscorthy, Co.
Wexford, Republic of Ireland G-GTWL 407948 Aeropro EuroFOX 912(is) LAA 376- GW Brown, (Towcester,
15663 Northamptonshire)
G-CIOI 406E1F Aérospatiale AS332L Super 2082 Heli Austria GmbH, St Johann
Puma im Pongau Heliport, Austria G-JARY 400FCA Piper PA-24-260 24-4069 C Roberts-York, Blackbushe,
Comanche Hampshire
G-CKZV 4076CB Piper PA-28-161 Warrior III 2842068 V2 Aircraft Leasing Ltd.,
Elstree, Hertfordshire G-KLLY 407907 Airbus Helicopters AS350B2 7857 Performance Focus Ltd,
Ecureuil (Rathgar, Co. Dublin)
G-IXCC 4055BD Supermarine Spitfi re --- Aerial Speed Icons Ltd,
LF.IXe (built by Vickers- Sywell, Northamptonshire G-LBHA 4078BD Pilatus PC-12/47E 1904 Oriens Aviation Ltd, Biggin
Armstrongs Ltd) Hill, Greater London
G-KJBS 4061AC Czech Sport Aircraft 09SC308 S Styles, (Lydiate Ash, G-LCTI 40790D Piper PA-28-181 Archer TX 2881197 Escola de Aviação
Sportcruiser Worcestershire) Aerocondor SA, Ponte de
Sor, Portugal
G-NORG 4070A6 GEFA-Flug AS 105 GD 0006 Creative Capital Group Ltd,
(Hopton, Sta ordshire) G-LDGA 40792D Diamond DA42NG Twin 42.N053 Twinstar4hire Ltd, Wycombe
G-TIGV 400893 Aérospatiale AS332L Super 2099 Heli Austria GmbH, St Johann Star NG Air Park, Buckinghamshire
Puma im Pongau Heliport, Austria G-LHXA 407936 Diamond DA42NG Twin 42.N251 L3 CTS Airline and Academy
Star NG Training Ltd, Bournemouth,
EI-DFL 4CA222 Embraer 170 17000036 Celestial Aviation Trading 23 Dorest
Ltd, (stored Tarbes-Lourdes,
France) G-LMRZ 407971 ATR 72-212A 570 Blue Islands Ltd, Inverness,
Highland (operated for
Loganair)
NEW REGISTRATIONS G-MULE 40444F Zenair CH701UL STOL PFA 187- HS Urquhart, (Croy,
REG’N MODE(S) TYPE C/N OWNER 13637 Highland)
G-NHVA 407931 Airbus Helicopters EC175B 5042 NHV Helicopters Ltd,
G-CLIG 4078B0 Cameron Z-105 12339 M Cintio, (Bagnoregio, Italy) Norwich International,
G-CLJS 40791F Piper PA-32R-301T Turbo 32R-8329016 Paul’s Planes Ltd, Denham, Norfolk (NB)
Saratoga SP Buckinghamshire G-NHVF 4078F9 Airbus Helicopters EC175B 5005 NHV Helicopters Ltd,
G-CLKA 407923 Diamond DA42 Twin Star 42.AC130 Atlantic Flight Training Ltd, Norwich International,
Cork, Republic of Ireland Norfolk (NB)
G-CLKH 407946 Pietenpol Air Camper PFA 047- K Redfearn, Croft Farm, G-OPCB 40793A Van’s RV-7 LAA 323- PC Burgess, (Northwich,
13478 Croft-on-Tees, Co. Durham 15533 Cheshire)
G-CLKL 407945 Robinson R44 Clipper 0787 Whitebarrow Associates Ltd, G-PRFX 407901 Embraer Legacy 600 14500825 Flexjet Ltd, Birmingham,
Elstree, Hertfordshire West Midlands
G-CLKY 40795E Lambert Mission M108 LAA 370- MA Wood, (Aston, G-PRID 4078DC Supermarine Spitfi re 6S-131882 Spitfi re AA810 Restoration
15672 Oxfordshire) PR.Mk.IV (built by Vickers Ltd, (Whitchurch,
G-CLLA 40794E Best O Skyranger Swift BMAA/ Flylight Airsports Ltd, Sywell, Supermarine Ltd) Hampshire)
912(1) HB/705 Northamptonshire G-TSDI 40793B Spacek SD-1 Minisport 286 M Innes, (Evanton, Highland)
G-CLLS 407957 Sackville BM-56 09 TJ Wilkinson, Sackville Lodge
Farm, Riseley, Bedfordshire G-TUIN 40787A Boeing 787-9 Dreamliner 64293 TUI Airways Ltd, London
G-CLMS 407956 Sackville BM-65 10 TJ Wilkinson, Sackville Lodge Luton, Bedfordshire (NB)
Farm, Riseley, Bedfordshire G-TUIO 40787B Boeing 787-9 Dreamliner 64294 TUI Airways Ltd, London
G-CLNM 40795F Aeroprakt A22-LS Foxbat LAA 317B- A Brown, (Llynclys, Luton, Bedfordshire (NB)
15636 Shropshire) G-UZLI 407835 Airbus A320-251N 9111 easyJet Airline Company
G-CLNS 407958 Sackville BM-56 11 TJ Wilkinson, Sackville Lodge Ltd, London Luton,
Farm, Riseley, Bedfordshire Bedfordshire (NB)
G-CLYF 40791C Schleicher ASG-29E 29696 PL Turner, Bicester, G-UZMG 407837 Airbus A321-251NX 9204 easyJet Airline Company
(o cially registered as an Oxfordshire Ltd, London Luton,
ASW-27-18E) Bedfordshire (NB)
70 AVIATION NEWS FEBRUARY 2020


70-73_registerDC.mf.indd 70 10/01/2020 17:03

G-XWBC 407799 Airbus A350-1041 362 British Airways PLC, London 2-SAAZ TBA Bombardier CRJ701ER 10014 EIC Aircraft Leasing
Heathrow, Middlesex Ltd, (stored at
Saarbrücken,Germany)
EI-EIM 4CAA40 Airbus A330-302 1950 Aer Lingus Ltd, Dublin, Co.
Fingal 2-SAFA TBA Bombardier CRJ900ER 15057 EIC Aircraft Leasing Ltd,
EI-GPJ 4CAA43 Airbus A330-323 965 ALC Blarney Aircraft Ltd, (stored at Pardubice, Czech
(leased to I-Fly, Moscow- Republic)
Vnukovo, Russia) 2-SAFB TBA Bombardier CRJ900ER 15087 EIC Aircraft Leasing Ltd,
EI-GRC 4CAA87 Airbus A321-211 6468 Celestial Aviation Trading 31 (stored at Ljubljana, Slovenia)
Ltd, (for Sunclass Airlines, 2-SAFC TBA Bombardier CRJ900ER 15090 EIC Aircraft Leasing Ltd,
Copenhagen, Denmark as (stored at Ljubljana, Slovenia)
OY-TCI)
2-SCII TBA Agusta A109C 7628 Plattreid Ltd, Biggin Hill,
EI-GRF Not Raj Hamsa X’Air 582(6) BMAA/ M Duffy, (Monivea, Co. Greater London
Allotted HB/121 Galway) 2-SEPB TBA Bombardier Dash 8-Q402 4175 NAC Aviation 19 Ltd, (stored
EI-HBB 4CAA86 Bombardier CRJ1000 19049 Hibernian Airlines Ltd, Bydgoszcz, Poland)
Dublin, Co. Fingal 2-SING 43ED0E Cirrus SR22 3148 Private, North Weald, Essex
M-ABMK 424B63 ATR 72-212A 688 Ezen Aviation Pty Ltd, (stored 2-SKYZ 43ED0F Cirrus SR22 3828 NRS Aviation Ltd,
Ho Chi Minh City-Tan Son Turweston, Buckinghamshire
Nhat International, Vietnam)
2-SLOW 43ECD8 Bombardier Challenger 604 5422 Volare Aviation GST Ltd,
M-ABMM 424B6E Boeing 737-8K5 27985 K2 Aircraft Leasing (Holding) Oxford, Oxfordshire
Ltd, (stored Jakarta-Soekarno
Hatta International, Indonesia) 2-UPCL TBA Bombardier Challenger 870 10289 EIC Aircraft Leasing
Ltd, (stored at
M-ALLB 43E7E2 Pilatus PC-12/47E 1175 MS Bartlett, Bournemouth, Saarbrücken,Germany)
Dorset
2-VGAS TBA Fokker F.27 Mk.050 20288 VGAS Aircraft Procurement
M-GGAL 43E985 Dassault Falcon 7X 168 Charter Air Ltd, Oxford, BV, (stored at Oranjestad,
Oxfordshire Aruba)
M-OEPL 424B64 Dassault Falcon 8X 459 Cloud Services Ltd, 2-WKTJ 43ED4B Beech B300 King Air 350 FL-470 DEA Aviation Ltd, Retford
Farnborough, Hampshire Gamston, Nottinghamshire
M-SOLA 424B60 Airbus Helicopters MBB 20285 Clear Skies Flights Ltd, 2-YHNU TBA Airbus A319-112 3801 Madeline Leasing DAC,
BK117D-2 Jersey, Channel Islands
(stored Tucson International,
M-VLCC 424B5C Cessna 525A CitationJet 525A0468 Shiphold Management USA)
CJ2 Services Ltd, Paphos
International, Cyprus 2-YULI 43EB0E Piper PA-28R-201 Arrow III 2844118 Private, Guernsey
2-YULL 43ED3D Cirrus SR20 2509 Private, Guernsey
M-YNNS 424B61 Gulfstream G650 6394 Aviation One Ltd, Zürich,
Switzerland 2-ZIVA 43ED48 Cirrus SR22T 1775 Private, Exeter
2-ABAC TBA Boeing 737-86J 30501 ICIL Taipei Ltd, (stored at
Jinan, People’s Republic of
China)
2-CIAS TBA Britten-Norman BN-2B-26 2314 Channel Islands Air Search,
Islander Guernsey
2-CLES 43ED27 Bombardier Challenger 604 5314 Per Diem Aircraft Services
LLC, TBA
2-CLRK TBA Eclipse EA500 000072 Aeris Aviation Ltd, Guernsey
2-EALJ TBA Airbus A340-642 765 European Aviation Ltd,
(stored Bournemouth,
Dorset)
2-ELGE TBA Bombardier Dash 8-Q402 4042 EIC Aircraft Leasing Ltd,
(stored Nairobi-Jomo ATR 72-212A, G-LMRZ, has been registered to Blue Islands, but is being
Kennyata International, Kenya) operated for Loganair. Mike Illien
2-ELLY TBA Cessna T206H Turbo T20608576 Private, Johannesburg-
Stationair Lanseria, South Africa CANCELLATIONS
2-FEEL TBA Cirrus Vision SF50 0120 Brachert Aviation GbR, REG’N TYPE C/N REASON
Memmingen-Allgäu,
Germany G-BHWB Reims Cessna F152 1776 To Czech Republic
2-FOHS TBA Airbus A330-202 507 GA Telesis LLC, (stored at G-BKKZ Pitts S-1S Special PFA 009- To Sweden as SE-XZH
Marana-Pinal Air Park, USA) 10525
2-HOPY TBA ATR 72-212A 1237 SAFE Capital 2015-1 LLC, G-BLXS Aérospatiale AS332L Super Puma 2157 Cancelled by CAA (no UK CofA
(stored Toulouse-Lasbordes, issued since re-import. Shipped
France) to Canada 17.10.19)
2-JMMF TBA Boeing 737-86J 30499 ICIL Taipei Ltd, (stored at G-BMJL Rockwell Commander 114 14006 To New Zealand as ZK-MJL
Marana-Pinal Air Park, USA) G-BNJC Cessna 152 152-83588 Cancelled as Destroyed (CofA
2-LOKI TBA Eclipse EA500 000015 Jaguar Investco SL, Madrid- current to 18.07.20. Details
Cuatro Vientos, Spain unknown)
2-MRGT TBA Cirrus SR22T 1999 Gringford Ltd, Paphos, Cyprus G-BOWB Cameron V-77 1767 To Hungary
2-PASB TBA Diamond DA40D Star TDi D4.285 Tesla Aviation Ltd, Coventry, G-BRBO Cameron V-77 1877 Cancelled by CAA (CofA expired
Warwickshire 19.07.18)
2-PKCD TBA Embraer 190 190000431 NAC Aviation 29 DAC, (for G-BRDW Piper PA-24-180 Comanche 24-1733 To Germany
Kenya Airways as 5Y-FFM)
G-BRXW Piper PA-24-260 Comanche 24-4069 Re-registered as G-JARY
2-PKCE TBA Embraer 190 190000487 NAC Aviation 29 DAC,
(stored Bydgoszcz, Poland) G-BTGX Cessna 152 152-84950 Cancelled as Destroyed (flipped
over by a gust of wind landing at
2-RIDE 42ED2D SOCATA TBM 850 547 Gazelle Properties Ltd, Stapleford 21.09.19)
Bristol, Somerset
G-BYFM Jodel DR1050-M1 Excellence PFA 304- Cancelled as Destroyed (collided
2-RLBM TBA Boeing 777-31H 29062 SASOF III (F) Aviation Ireland Replica 13237 with Cessna 172 D-ELYS at
Ltd, (stored Teruel, Spain) Kircheim Teck-Hahnweide
2-RLBN TBA Boeing 777-31H 29063 SASOF III (F) Aviation Ireland 15.09.19)
Ltd, (stored Kuala Lumpur, G-CCIH Pegasus Quantum 15 7973 To Cyprus
Malaysia)
G-CELE Boeing 737-33A 24029 Cancelled as Permanently WFU
2-RLBQ TBA ATR 72-212A 1285 Wilmington Trust SP Services (flown Leeds Bradford to St
(Dublin) Ltd, (stored Seletar, Athan 28.10.19 for parting out)
Singapore)
G-CELI Boeing 737-330 22526 Cancelled as Permanently WFU
2-RLBR 43ED4D Airbus A320-232 218 SMBC Aviation Capital Ltd, (flown Leeds Bradford to Cotswold
(stored Marana-Pinal Air 26.10.17 for parting out)
Park, USA)
G-CEXO Piper PA-28-161 Warrior II 2842041 To Greece
2-SAAY TBA Bombardier CRJ701ER 10080 EIC Aircraft Leasing Ltd,
(stored at Ljubljana, Slovenia) G-CGPN SOCATA MS880B Rallye Club 2429 To Republic of Ireland
WWW.AVIATION-NEWS.CO.UK 71
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REGISTER REVIEW BY STUART MCDIARMID
G-CGXX ICP MXP-740 Savannah HKS(1) BMAA/ Cancelled as Destroyed (no G-FDZZ Boeing 737-8K5 37262 To Canada as C-FHZZ
HB/305 Permit to Fly issued. Believed not G-GAEA Aquila AT-01 AT01-214 To Netherlands
completed)
G-GAED Aquila AT-01-100A AT01- To Netherlands
G-CHEM Piper PA-34-200T Seneca II 34-8170032 Cancelled by CAA (CofA expired 100A-328
04.03.09, Last reported stored at
Stapleford 2008) G-HODN Kavanagh E-120 E120-390 Cancelled as Permanently WFU
(no UK CofA issued)
G-CHNH Schempp-Hirth Nimbus 2c 187 To France
G-JAXS Jabiru UL-450 PFA 274A- To Lithuania
G-CHWJ Guimbal Cabri G2 1052 Cancelled as Destroyed 13548
(damaged on landing at
Cotswold Airport 04.07.19) G-JETX Bell 206B JetRanger III 3208 To USA
G-CIOI Aérospatiale AS332L Super Puma 2082 Cancelled by CAA (but restored G-KOKL Ho mann H36 36276 Cancelled as Permanently WFU
again later in the month) (CofA expired 23.11.19, details
unknown)
G-CIXI Polaris FIB (modifi ed) 0731239 To Republic of Ireland
G-MEDZ Beech B200 King Air BB-1478 To Netherlands as PH-ZAZ
G-CKYK Van’s RV-10 LAA 339- To New Zealand
15356 G-MFLA Robin HR200/120B Club 282 Re-registered as G-CROE
G-CKZO Bombardier CRJ900LR 15242 To Estonia as ES-ACP G-MTZV Mainair Gemini Flash IIA 650-688-6- To Sudan
W440
G-ERLI Cessna 510 Citation Mustang 510-0475 To Slovenia
G-MVNA Powerchute Raider 81230 Cancelled by CAA (Permit to Fly
G-FAJM Robinson R44 Raven II 12394 To USA expired 06.07.04)
G-MVPB Mainair Gemini Flash IIA 736-389-7- To Bulgaria
W528
G-MVPY Solar Wings Pegasus XL-Q SW- Cancelled by CAA (Permit to
WQ-0188 Fly current to 18.10.20, details
unknown)
G-MWTI Solar Wings Pegasus XL-Q SW- Cancelled by CAA (SSDR
(modifi ed) WQ-0274 microlight, no Permit to Fly
required)
G-MYDJ Solar Wings Pegasus XL-R SW-WA-1558 To Estonia
G-MYJT Solar Wings Pegasus Quasar IITC 6582 Cancelled as Destroyed (crashed
at Brindle, near Chorley,
TUI Airways has added two Boeing 787-9 Dreamliners, G-TUIN Lancashire 27.08.19)
(pictured) and G-TUIO, to its fl eet. John Mason G-MZEL Pegasus Cyclone AX3/503 7250 Cancelled as Destroyed (crashed
on landing at Causeway, Co.
Londonderry 19.01.19)
PREVIOUS IDENTITIES G-NORG GEFA-Flug AS 105 GD 0006 Cancelled by CAA (but restored
REG'N P.I. REG’N P.I. again later in the month)
G-AWGB ex N308WK 2-ABAC ex D-5365 G-OOBG Boeing 757-236 29942 To USA as N205SA
G-CKZV ex N268ML 2-CIAS ex N70AS G-OODX Robinson R22 Beta 0720 Cancelled as Destroyed (crashed
near Naunton Beauchamp,
G-CLJS ex N32LE 2-CLES ex VT-NGS Worcestershire 01.03.18)
G-CLKA ex VT-TST 2-CLRK ex N843TE G-OSAZ Robinson R22 Beta 1005 To People’s Republic of China
G-CLKL ex SP-GSN 2-EALJ ex G-VYOU G-ROLF Piper PA-32R-301 Saratoga SP 32R-8113018 Re-registered as G-FBFB
G-CLYF ex D-KLPA 2-ELGE ex OE-LGE G-RVDP Van’s RV-4 PFA 181- To France
G-CROE ex G-MFLA 2-ELLY ex D-AWUP 13416
G-DRTM ex EC-KCG 2-FEEL ex N123GZ G-SASY Eurocopter EC130B4 4760 To USA as N130PF
G-DRTR ex B-5175 2-FOHS ex F-OHSD G-SVRN Embraer Phenom 100 50000112 To USA as N767BA
G-FBFB ex G-ROLF 2-HOPY ex F-HOPY G-TAWM Boeing 737-8K5 37249 To Canada as C-GQWM
G-IXCC ex N644TB 2-JMMF ex B-5362 G-TAWV Boeing 737-8K5 41662 To Canada as C-GAWV
G-JARY ex G-BRXW 2-LOKI ex N515MP G-TCDB Airbus A321-211 5603 To Austria as OE-IDS
G-KLLY ex VH-SSM 2-MRGT ex N318SD G-TCDC Airbus A321-211 5872 To Austria as OE-IDT
G-LBHA ex HB-FQH 2-PASB ex 9M-NRF G-TCDF Airbus A321-211 6114 To Austria as OE-IEH
G-LCTI ex N8054Z 2-PKCD ex P4-KCD G-TCDH Airbus A321-211 6515 To Austria as OE-IEI
G-LDGA ex LN-FTL 2-PKCE ex P4-KCE G-TCDJ Airbus A321-211 6526 To Austria as OE-IKL
G-LMRZ ex OY-YAN 2-RIDE ex N25GJ G-TCDK Airbus A321-211 6548 To Austria as OE-IDF
G-MULE ex G-ZENA 2-RLBM ex 9M-FSL G-TCDL Airbus A321-211 6968 To Austria as OE-IKO
G-NHVA ex F-WWOF 2-RLBN ex 9M-FSM G-TCDN Airbus A321-211 7048 To Austria as OE-IKP
G-NHVF ex OO-NSF 2-ELBQ ex 9M-FIH G-TCDP Airbus A321-211 6376 To Austria as OE-IDP
G-PRFX ex N925FL 2-RLBR ex ZK-OJE G-TCXD Airbus A330-243 1016 To Austria as OE-IEJ
G-PRID ex AA810 2-SAAY ex S5-AAY G-TDJN North American AT-6D Texan 121-42228 To Belgium
G-UZLI ex D-AXAU 2-SAAZ ex S5-AAZ G-TIGV Aérospatiale AS332L Super Puma 2099 Cancelled by CAA (but restored
again later in the month)
G-UZMG ex D-AZAL 2-SAFA ex S5-AFA
G-TXAN North American AT-6D Harvard III 88-14722 To Germany as D-FURI
G-XWBC ex F-WZFK 2-SAFB ex S5-AFB
G-WNSH Sikorsky S-92A 920060 To Norway as LN-OQO
EI-DFL ex VH-ANF 2-SAFC ex S5-AFC
G-WPKR Enstrom 280FX 2012 Cancelled as Permanently
EI-EIM ex F-WWCR 2-SCII ex G-SCII WFU (but has actually become
EI-GPJ ex F-OONE 2-SEPB ex ZS-YBZ N229SH)
EI-GRC ex OY-TCI 2-SING ex N219DW G-WUKB Airbus A320-232 8151 To Hungary as HA-LSC
EI-GRF ex G-OHWV 2-SKYZ ex N122ZT G-WYDE Schleicher ASW-22BL 22053 To Germany
EI-HBB ex EC-MLN 2-SLOW ex 2-PBNR G-XXEC Agusta A109S Grand 22104 Cancelled by CAA (but restored
again the following day)
M-ABMK ex VN-B214 2-UPCL ex UP-CL001
G-ZENA Zenair CH701UL STOL PFA 187- Re-registered as G-MULE
M-ABMM ex PK-CLS 2-VGAS ex PJ-KVM 13637
M-ALLB ex M-ALCB 2-WKTJ ex N479SC G-ZZTT Schweizer 269C S 1884 To Poland
M-GGAL ex M-DTBP 2-YHNU ex 9V-TRB EI-BMI SOCATA TB9 Tampico 203 To Poland
M-OEPL ex F-WWZW 2-YULI ex 2-YULL EI-EZC Airbus A319-112 2879 To Spain as EC-NGL
M-VLCC ex N81SJ 2-YULL ex N509GW EI-FCT Embraer 190 19000593 To Bolivia as CP-3133
M-YNNS ex N694GA 2-ZIVA ex N11MW EI-FEG Boeing 737-8AS 44688 To Poland as SP-RSZ


72 AVIATION NEWS FEBRUARY 2020


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M-ALCB Pilatus PC-12/47E 1175 Re-registered as M-ALLB
M-ALIK Hawker 4000 RC-76 To Denmark as OY-JJI
M-ANGA Embraer Legacy 600 14501086 To Nigeria
M-ARDA Embraer Legacy 600 14500948 To Austria
M-ASIM Bombardier Challenger 604 5598 To USA as N558BD
M-CDZT Beech B200 King Air BB-1619 To United Kingdom as G-CDZT
M-DTBP Dassault Falcon 7X 168 Re-registered as M-GGAL
M-INNS Gulfstream G650 6120 To USA as N120GA
M-LOLA Bombardier Global Express XRS 9287 To Switzerland as HB-JGE
Bombardier Challenger 604, 2-NITE, has been added to the Isle of Man M-OEPL Dassault Falcon 7X 163 To France
register as M-AKAL. AirTeamImages.com/Lukas Roesler
M-RCCH Embraer Legacy 650 14501225 To Aruba as P4-RMK
M-RENT Cessna 525 Citation M2 525-0864 To Germany
EI-FEH Boeing 737-8AS 44689 To Malta as 9H-QAP
M-RSKL Bombardier Global Express XRS 9380 To San Marino as T7-SKL
EI-FEI Boeing 737-8AS 44690 To Poland as SP-RKA
M-SIXT Cessna 525C CitationJet CJ4 525C0188 To Austria as OE-GXT
EI-FHT Boeing 737-8JP 40867 To Sweden as SE-RRT
M-YKBO Embraer Legacy 650 14501211 Re-registered as M-EBOY
EI-FHU Boeing 737-8JP 39019 To Sweden as SE-RRX
2-AGCC Airbus A340-642 766 Cancelled as Parted Out (flown
EI-FIZ Boeing 737-8AS 44709 To Malta as 9H-QBL
to Cotswold Airport 12.06.19 for
EI-FOA Boeing 737-8AS 44708 To Malta as 9H-QBM parting out)
EI-FOC Boeing 737-8AS 44714 To Malta as 9H-QBO 2-AGDD Airbus A340-642 798 Cancelled as Parted Out (flown
EI-FOD Boeing 737-8AS 44715 To Malta as 9H-QBP to Cotswold Airport 05.07.19 for
parting out)
EI-FOG Boeing 737-8AS 44711 To Malta as 9H-QBS
2-ATRD ATR 72-212A 1145 To Spain as EC-NFR
EI-FOH Boeing 737-8AS 44717 To Malta as 9H-QBT
2-ATRE ATR 72-212A 1198 To Spain as EC-NFT
EI-FOI Boeing 737-8AS 44712 To Malta as 9H-QBU
2-ATRG ATR 72-212A 1261 To Spain as EC-NFU
EI-FON Boeing 737-8AS 44721 To Malta as 9H-QBZ
2-CHTR Boeing 737-86N 36827 To Poland as SP-LWG
EI-FOP Boeing 737-8AS 44723 To Malta as 9H-QCB
2-FIEX Airbus A340-642 933 To Malta as 9H-PSI (NTU actually
EI-FOW Boeing 737-8AS 44729 To Poland as SP-RKB became EC-NFP)
EI-FOZ Boeing 737-8AS 44731 To Malta as 9H-QCH 2-FINF Embraer 170 17000152 Cancelled as Parted Out (flown
to Norwich 06.04.18 for storage/
EI-FRD Boeing 737-8AS 44738 To Poland as SP-RKC
parting out
EI-FRF Boeing 737-8AS 44732 To Malta as 9H-QCL
2-FINJ Embraer 170 17000124 Cancelled as Parted Out (flown
EI-FRH Boeing 737-8AS 44736 To Poland as SP-RKD to Norwich 04.05.18 for storage/
EI-FRM Boeing 737-8AS 44743 To Poland as SP-RKE parting out)
EI-FRN Boeing 737-8AS 44744 To Malta as 9H-QCS 2-GOLF Cessna 525A CitationJet CJ2+ 525A0446 To Germany
EI-FRV Boeing 737-8AS 44747 To Malta as 9H-QCY 2-HERM Diamond DA 62 62.103 To Brazil as PS-TMR
EI-FRZ Boeing 737-800 44749 To Poland as SP-RKF
The rest of the cancellations will appear in the next issue.
EI-FSN ATR 72-212A 1069 To Brazil as PR-PDL
EI-FSO ATR 72-212A 1109 To Brazil as PR-PDN Key: NB – Nominal Base
EI-FTF Boeing 737-800 44756 To Malta as 9H-QDG A place name in brackets relates to the owner’s address as where the aircraft is based is unknown.
EI-FVL Boeing 737-800 42084 To Sweden as SE-RRV
EI-FZV Boeing 737-800 44794 To Malta as 9H-QAM
EI-FZW Boeing 737-800 44795 To Malta as 9H-QAN UPDATES & CORRECTIONS
REG'N DETAILS
EI-GDO Boeing 737-800 44808 To Malta as 9H-QEB
G-ASIP Became OO-AOP 13.11.19
EI-GGB Embraer 195 19000204 To Denmark as OY-GDC
EI-GIX ATR 72-212A 1075 To Estonia as ES-ATI G-AVHD Became F-HOSJ 22.11.19
G-BFVG Became D-EFVG 12.08.19
EI-GJC Boeing 737-800 44824 To Malta as 9H-QEF
G-BTWF Became F-AYFG 25.10.19
EI-GJE Boeing 737-800 44823 To Malta as 9H-QEH
EI-GJF Boeing 737-800 44828 To Malta as 9H-QEI G-BVXI Became D-EBUX 29.07.19 (officially cancelled as WFU 13.10.00)
G-CJYK Became EI-ABS 17.10.19
EI-GJH Boeing 737-800 44830 To Malta as 9H-QEK
G-CKFR Became EC-NHC 11.19
EI-GJI Boeing 737-800 44826 To Poland as SP-RKG
EI-GOL Airbus A321-211 7680 To Thailand as HS-VKL G-CKZS Type officially changed to a Lindstrand LTL TGB 197-T 25.11.19
G-CLDE Builder officially changed to M McGowan & E Bentley 15.11.19 and serial number
EI-GOX Airbus A321-211 7715 To Thailand as HS-VKM
to PFA 274A-13645 20.11.19
EI-GRC Airbus A321-211 6468 To Denmark as OY-TCI G-CLFR Became N266VS 25.11.19 (officially cancelled to Turkey 29.05.19)
EI-RJW BAE Avro RJ85 E2371 To USA as N325AC
G-DPYE Became F-HOAK 30.9.19
EI-RUK Boeing 737-86N 28621 Cancelled as Removed from G-EEFA Became F-HEFA 29.10.19
Service (flown to Teruel, Spain
25.10.15 for storage/parting out) G-GMCT Became D-EUGG 13.09.19
EI-SLJ ATR 72-201 324 Cancelled as Removed from Service G-GORA Became F-HOLE 28.11.19
(flown to Sønderborg, Denmark G-HRLK Became D-EAJA 19.08.19
08.02.18 for storage/parting out)
G-ICMX Became D-ENKN 24.07.19
EI-STA Boeing 737-31S 29057 To Estonia (but actually became
LY-CHF) G-IDHC Became PH-DHD 11.10.19
M-ABKA Eurocopter EC225LP Super 2739 To France G-MYEN Type officially changed to a Quasar IITC (modified) 28.11.19
Puma 2+
G-OHUR Type is actually an Ingleton Hurricane (an SSDR microlight scale representation
M-ABKJ Eurocopter EC225LP Super 2708 To France of a Hawker Hurricane)
Puma 2+ G-OHWV Became EI-GRF 25.11.19
M-ABKK Eurocopter EC225LP Super 2722 To France G-OOJP Became D-ETEK 30.08.19
Puma 2+
G-ORJW Became D-ERJW 02.07.19
M-ABLT Embraer 190 19000175 Cancelled as Dismantled (arrived
at Tarbes-Lourdes, France from G-TCDM Became F-WTBH 12.19
Nairobi, Kenya 19.07.19 for G-TCDO Became F-WTBI 12.19
storage/parting out)
G-XSTV Became 9H-JOS 09.19
M-ABMI Embraer 190 19000469 To Bolivia as CP-3135
M-ABME Became VT-TMM 09.19
M-ABMJ Embraer 190 19000477 To Uruguay as CX-IVO
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Airport Movements
AIRPORT MOVEMENTS COMPILED BY CARL HOPE





A round-up of notable aircraft visiting UK airports.



















ABERDEEN BBJ, VQ-BLX, about to touch down at London 650 III; D-ITIP CitationJet 525 CJ1. 17/10 D-EWIM
Luton Airport on December 8. v1images.com/
3/11 OO-VMF Citation 560XLS+. 6/11 D-IPVD Paul Ferry Beech F.33A. 25/10 F-GPGA Hawker 900XP.
CitationJet 525A CJ2. 8/11 PH-CJM Citation 680
Sovereign; LX-SCB CitationJet 525B CJ3. 11/11 LN- D-IMOI CitationJet 525 CJ1. 30/10 D-CARO EAST MIDLANDS
AWB Learjet 45. 13/11 UR-VBV Yak-40 Motor Sich Citation 680 Sovereign. 31/10 UR-CQE An-26B 2/10 D-CNOC Citation 560XLS+; CS-TRF Dash
Airlines dep 15th. 17/11 F-BVUP PA-34-200. 18/11 Vulkan Air. 8-Q402 SATA. 3/10 D-ASAP Legacy 650E. 4/10
B-LDL Gulfstream G550. 20/11 OE-UDF Diamond N473SR 737-3M89(BDSF) ex Royal Air Maroc
DA42. 21/11 F-GLNE Beech 1900D Twin Star. 25/11 BLACKPOOL Cargo for painting; LZ-FAB ATR 42-320/F Fleet
OE-UDA Diamond DA42. 26/11 SE-RGX CitationJet 2/9 OK-JFA Beech 400A n/s. 3/9 D-CTOR Phenom Air Bulgaria. 5/10 OE-HZA ATR 42-320/F Zimex
525 CJ1. 28/11 LX-PCA PC-24. 30/11 VQ-BXD 300 n/s. 5/10 OY-JEV Citation 550 II dep 8th. 6/9 Aviation for painting. 6/10 N706GT 777F Southern
Falcon 8X. SE-DXB Saab J 29F dep 8th; SE-DXO Saab Sk37E Air op for DHL. 7/10 D-AALM 777F Aerologic;
dep 8th. 9/9 SP-TAT Beech 400A n/s. 12/9 F-HATG D-IOHL CitationJet 525A CJ2. 10/10 C-GSUI
BIRMINGHAM CitationJet 525C CJ4 n/s also 26th. 14/9 OE-GPS RJ100 North Caribou Air. 12/10 CS-TRG Dash
1/10 CS-TSU 767-34P(ER) Euroatlantic Airways; EC- Citation 550 Bravo n/s also 20th. 15/9 D-CGGG 8-Q402 SATA. 15/10 A7-BFR 777-F Qatar Cargo;
LRM A320-232 Gowair; LZ-FAB ATR 42-302/F Fleet Learjet 31A; SP-CEZ Learjet 60 also 23rd n/s; SP- OK-GLX Gulfstream G200. 17/10 TF-BBJ 737-476/
Air ES-LSB Saab 340A/F Airest. 4/10 CS-TQW A330- HPM Robinson R44. 17/9 OE-FAN Cessna 441 also SF Bluebird Cargo. 19/10 PH-EZT E190STD KLM
223 Hi Fly; PH-MDG Citation 680 Sovereign+. 5/10 25th n/s; PH-PME Socata TB-10. Cityhopper Birmingham diversion. 20/10 UR-82007
CS-TSV 767-34P(ER) Euroatlantic Airways; F-HBZA An-124-100M Antonov Airlines also 22nd. 21/10
Citation 550 II. 6/10 EC-LZO 767-35D(ER) Privilege BRISTOL INTERNATIONAL OO-WEG Challenger 350. 22/10 CS-TRE Dash
Style; OO-PAR CitationJet 525B CJ3.. 8/10 F-HBLN 1/9 D-CYKP Citation 550 Bravo. 4/9 D-CEEE 8-Q402 SATA. 23/10 CS-DVZ Citation 550 II. 26/10
E190STD Hop! f/v; D-ITIP CitationJet 525 CJ1. 9/10 Citation 560XLS n/s. 5/9 D-CUBA CitationJet 525B S5-ICR Citation 560XL. 29/10 TC-MCZ A330-243F
LX-JAG Legacy 600. 10/10 D-ARMY Legacy 650E; CJ3. 6/9 PH-WTC Falcon 2000S n/s. 8/9 D-IEFD MNG Airlines. 30/10 SP-TAT Beech 400A; D-AALN
D-CARO Citation 680 Sovereign. 11/10 HB-JSF Citation 525M2 also 16th. 13/9 D-CLAM Phenom 777F Aerologic f/v.
Challenger 850. 12/10 OE-GBD Gulfstream G100. 300; PH-JWL Falcon 2000LX n/s. 16/9 D-CASH
14/10 SU-TMJ 737-82R Fly Egypt f/v also 21st; Phenom 300 n/s. 17/9 D-BFIL Legacy 450 also EXETER
N685DC Falcon 7X. 16/10 F-HMPR & OO-AMR 18th; OO-GEE PC-12 n/s. 21/9 D-CSOS Learjet 19/9 LX-LAR Learjet 45. 20/9 OO-CLA CitationJet
CitationJet 525A CJ2s. 17/10 D-CFFF Citation 45; 9H-FRM Falcon 100. 22/9 TC-CMB Learjet 45. 525C CJ4; OE-DLV Mooney M.20J; F-HXET DA40.
560XLS+. 18/10 F-GRGP ERJ 135ER Equafl ight. 23/9 CS-DVH CitationJet 525B CJ3. 25/9 D-CGBR 21/9 F-GXAV PA-31T1 Cheyenne 1. 22/9 D-CYES
19/10 I-FEDN Falcon 2000LX. 21/10 OY-RIB Avanti. Learjet 55. Learjet 35A. 23/9 7T-WVD AW101-642 Leonardo/
22/10 SP-ATT Beech 400A. 24/10 D-CGRC Learjet Algerian Navy. 24/9 ZZ103 AW101-612 Leonardo/R
35A; D-ISKO Premier 1; LX-RSQ Learjet 45; T7-GQM CAMBRIDGE Norwegian AF. 27/9 N918RD Falcon 50EX. 28/9
Global XRS. 27/10 YU-RDA Citation 560XLS+. 28/10 1/10 N996MS Falcon 7X. 2/10 F-HLRC DA62. 6/10 900528 C-26D USN. 29/9 OO-PCJ PC-12. 30/9
D-FOUR TBM930. 29/10 ES-NSA Saab 340B/F N555QB Citation 750 X+. 10/10 EC-333/MRTT053 OE-FAN Cessna 441.
NyxAir; OE-IBJ A320-232 Laudamotion f/v, new A330MRTT dep 28th as 19-004 Republic of Korea
Vienna Service; D-CAWB Citation 680 Sovereign; AF. 15/10 OE-LTF Gulfstream G650; OY-JPJ Citation GLASGOW
*Denotes Thomas Cook repatriation fl ight
1/10 *EC-MQH A320-214 Gowair; *TC-AGD
A330-203 AtlasGlobal; *N480MC 747-422 Atlas
Air; *TC-FHC A320-233 Freebird Airlines; 1217
L-100-30 UAE AF; D-IABB Premier 1; CS-LAM
Global 5000; 9H-YES 737-528 Air X Charter. 2/10
*CS-TQU 737-8K2 EuroAtlantic Airlines; *TC-ETV
A321-231 AtlasGlobal. 3/10 D-ASIM Falcon 7X;
OE-GBD Gulfstream G100. 5/10 *EC-LRM A320-
232 Gowair. 6/10 9H-WII Citation 650 VII. 7/10
*CS-TQP A330-202 Hi Fly; CS-TFR Learjet 45. 9/10
91-00506 C-26E US Army dep 11th. 10/10 D-CARO
Air Alsie Express ATR 72-500, OY-CLY, taxiing for departure at Doncaster She eld Airport on Citation 680 Sovereign. 11/10 D-AFBS Legacy 650;
December 9 after arriving the previous evening. Clive Featherstone F-HRGD ERJ145LU Aero4M. 12/10 LX-LAB PC-12.

74 AVIATION NEWS FEBRUARY 2020


74-76_airportsDC.mfDC.mfDC.mf.indd 74 13/01/2020 14:14

15/10 240/F-RARF A330-223 ET01.060, French AF
o/s; OE-GWV Citation 560XLS; 9H-GIO CitationJet
525 CJ1. 16/10 32 Falcon 10MER 57S, French Navy;
D-CTIL Learjet 35A. 18/10 R217/64-GQ Transall NG
ET00.064; OE-GLR Citation 680A Latitude; D-BLDI
Citation 750 X; 10-00742 MC-12S-2 224 Mi.Btn, US
Army. 19/10 I-FEDN Falcon 2000LX. 20/10 D-ARMY
Legacy 650. 21/10 91-00513 C-26E OSACOM, US
Army; PH-CDE 737-8KN Corendon Airlines; OO-
TWP 737-85P TUI Belgium. 23/10 EC-NAB 737-81Q
AlbaStar. 24/10 LN-KGW Beech 200GT; G-VPRD
A350-1041 Virgin Atlantic training. 25/10 C-GUBT; Namibian-registered Beech 350, V5-NAM, was present at Glasgow Airport over December 19 to
20. Kevin Kennedy
F-HAHA Citation 510 Mustang. 26/10 N100UJ
Do.328JET; D-CUGF CitationJet 525B CJ3+. 29/10 Gulfstream G600. 25/11 N916MM Global 6000; TJM A321-251N TAP Air Portugal f/v; EC-NFJ A320-
N650VC Gulfstream G650ER. 30/10 D-AHOI Legacy F-HEMI CitationJet 525A CJ2+; CS-DVJ CitationJet 271N Vueling f/v; SE-RRF 737-8JP Norwegian f/v;
650. 31/10 C-GOIE A321-271NX Air Transat f/v; 525B CJ3. 28/11 F-HDMO Falcon 8X. 29/11 T7-BBC SE-RRG 737-8JP Norwegian f/v. 9H-QBU 737-800
SE-RFH Citation 680 Sovereign; SE-RKL Gulfstream Premier 1A; D-ACFL Falcon 7X. 30/11 OK-PMC Malta Air f/v; 2-RBTS CitationJet 525B CJ3 f/v. 17/11
G550. PC-12. A6-EVC A380-842 Emirates f/v; ES-ACH CRJ900ER
Nordica f/v, op for SAS; ET-AXP Dash 8-Q402NG
LIVERPOOL LONDON SOUTHEND Ethiopian Airlines f/v, delivery flight; YU-TBA
2/9 VP-CPF Challenger 350 also 8th. 5/9 D-EKHW 1/11 LX-TAC Phenom 300 also 26th; PH-PXA Citation 560XLS+ f/v. I-ARFX Legacy 600 f/v. 18/11
PA-28RT-201T; D-CSOS Learjet 45 n/s also EC135P2+ Netherlands Police f/v. 5/11 D-CFAF TC-LSK A321-271NX Turkish Airlines f/v; SP-RKA
23rd. 6/9 N301SR BBJ1; PH-JUR PA-32R-301T; Learjet 60; ER-00005 A320-232 Air Moldova f/v; 737-800 Ryanair Sun f/v. 19/11 SE-ROS A.320-251N
C-FEMF Learjet 40 n/s. 8/9 F-HOIE Avanti; EC-KRN TF-BBH 737-4Y0(SF) Bluebird Nordic dep after SAS f/v. 20/11 N676UA 767-322ER United Airlines
Gulfstream G200 n/s. 9/9 D-IGRO CitationJet painting. 9/11 SP-LMB E190STD LOT Polish Airlines f/v. 21/11 N642UA 767-322ER United Airlines f/v;
525A CJ2 also 10th. 10/9 OK-SEM Citation 680 f/v, London City diversion; 9H-MRQ Learjet 35A D-FCCC PC-12 f/v. 22/11 SE-ROT A320-251N SAS
Sovereign. 11/9 D-CANG Citation 560XLS; N119NE f/v, n/s. 15/11 D-COLO CitationJet 525C CJ4. 16/11 f/v. 23/11 EI-FCB 717-2BL Volotea f/v, 9H-JDV
Falcon 7X. 12/9 EC-KPB Citation 560XLS. 14/9 LX- SP-ARX A109SP Grand New f/v. 17/11 OE-FSP Citation 525M2 f/v. 24/11 TC-DCD A320-214(SL)
ONE Learjet 45; OK-BII Beech 400A n/s also 22nd CitationJet 525A CJ2 f/v. 18/11 HB-ILS Gulfstream Pegasus f/v; UR-SQB 737-8H6 SkyUp Airlines. 25/11
n/s. 17/9 LY-BGS 737-3L9 KlasJet. 19/9 LZ-FAB ATR IV f/v. 21/11 D-IPPY Avanti. 23/11 D-CSOS Learjet 45. SE-ROJ A320-251N SAS f/v; TC-JYM 737-9F2ER
42-300/F FleetAir Bulgaria; D-CYKP Citation 550 28/11 OE-GJM Citation 560XLS also 30th. D-GHEA Turkish Airlines, Dublin diversion. 26/11 A7-BET
Bravo; YR-TYA Citation 560XLS dep 22nd. 20/9 HA- Vulcanair P68OBS f/v. 30/11 SP-LMC E190STD 777-300ER Qatar Airways f/v; 9H-QBO 737-8AS
JEO Citation 650 III. 21/9 D-IBJJ CitationJet 525A LOT Polish Airlines f/v, London City diversion. 30/11 Malta Air f/v; VQ-BNS A330-343X Aeroflot, N750GX
CJ2. 23/9 D-AERO Legacy 650 also 24th; OE-GJP PH-EXY E190STD KLM Cityhopper f/v, London City Global 7500 type f/v. 27/11 9H-QEH 737-800 Malta
CitationJet 525B CJ3 n/s. 25/9 OY-NPD Metro 23 diversion; LX-LGN Dash 8-Q402 Luxair, London City Air f/v; F-HPDG Diamond DA62 f/v. 28/11 I-ADJR
North Flying; OK-JFA Beech 400XT. 26/9 D-ICBA diversion. E195-200LR Air Dolomiti f/v, op for Lufthansa;
CitationJet 525A CJ2; D-CGGG Learjet 31A. 28/9 OY-VIP Citation 550 II f/v. 29/11 N657UA 767-322ER
UR-CKL An-12BK Cavok Air; D-CNOC Citation MANCHESTER United Airlines f/v; TC-NBO A320-251N Pegasus
560XLS. 29/9 VP-BZE Falcon 7X dep 1/10; D-IWPS 1/11 TC-LSF A321-271NX Turkish Airlines f/v. Airlines f/v; 9H-QCL 737-8AS Malta Air f/v. 30/11
CitationJet 525A CJ2; UR-CKM An-12BP Cavok Air 2/11 TC-NCE A320-251N Pegasus Airlines f/v; 9H-QCH 737-8AS Malta Air f/v.
n/s also 30th; CS-TQW A330-223 Hi Fly n/s. F-GTVC Beech 1900D Twin Jet f/v. 3/11 HB-AZA
E190E2 Helvetic Airways f/v, op for Swiss; EC-JZM NORWICH
LONDON GATWICK A321-211 Iberia, Heathrow weather diversion. 1/9 A9C-ISA 737-86J Bahrain Royal Flight to
1/11 SU-TMJ 737-82R FlyEgypt f/v. 2/11 B-307A 4/11 SE-RRE 737-8JP Norwegian f/v; SE-RRN KLM Maintenance, dep 25th; D-CCVD Citation
A350-941 Air China f/v, new service to Shanghai. 737-8JP Norwegian f/v. 5/11 TC-NCG A320-251N 560XLS; VH-FKF Fokker 100 to KLM Maintenance;
4/11 9H-SLA A320-214 Smart Lynx Malta op for Pegasus f/v; SU-TMH 737-86J FlyEgypt f/v; SP-LMC G-XXRS Global XRS to Air Livery, dep 15th. 2/9
Air Baltic f/v; 9H-ZAK 737-3Y0 OryxJet f/v. 5/11 E190STD London City diversion. 6/11 G-DRTR OO-SLM Citation 560XLS. 7/9 N214QS Challenger
PH-EXD E190STD KLM Cityhopper f/v, London City 737-86N Jet2 on delivery ex B-5175 Air China; 650; N761LE Gulfstream G650; SX-ATF 737-406
diversion. 9/11 N318LS Gulfstream G650ER f/v. SE-RRS 737-8JP Norwegian f/v. 8/11 SE-RRD 737- GainJet. G-JMCS 737-4Y0/F West Atlantic dep
11/11 N780KS Gulfstream G550 f/v. 20/11 OY-JTS 8JP Norwegian f/v; C-GHQQ 787-8 Air Canada ex KLM Maintenance; G-JMCU 737-301/SF West
737-7K2 Jettime op for Norwegian f/v; 9H-OJP f/v, Heathrow diversion. 11/11 SE-RRB 737-8JP Atlantic, to KLM Maintenance, dep 6/10. 13/9
Global 6000 f/v. 23/11 ZS-ELI Learjet 55 f/v. 28/11 Norwegian f/v; D-CYES Learjet 35A f/v. 12/11 D-AILM A319-114 Lufthansa to Air Livery dep 22nd.
SP-TTA Beech 400A f/v. N648UA 767-322ER United Airlines f/v. 13/11 SE-RRI 14/9 2-FINC E170LR for storage. 15/9 OK-UGJ
737-8JP Norwegian f/v; 9H-QBU 737-800 Malta Citation 680 Sovereign also 16th. 16/9 OO-EUR
LONDON LUTON Air f/v. 14/11 N643UA 767-322ER United Airlines f/v. CitationJet 525 CJ1. 20/9 D-IDWC CitationJet
3/11 F-HGPE Phenom 300. 4/11 YU-SVJ Citation 15/11 TC-LSJ A321-271NX Turkish Airlines f/v; CS- 525A CJ2+ also 22nd; D-ICMF Cessna 425 also
560XLS+; A7-CGT Gulfstream G500. 5/11 B-602V
Global 6000. 6/11 N99KZ Gulfstream G650ER. Cirrus SF50 Vision Jet, N52AG, at Retford Gamston Airport, Nottinghamshire on December 5.
10/11 N507GD Gulfstream G500; JY-CII Legacy Les York
650. 11/11 N650GB Gulfstream G650ER; D-ATUM
737-8K5 TUIfly for maintenance. 13/11 VP-CNT
Gulfstream G650. 15/11 OE-LMA Global 6000;
HB-JTZ Challenger G650. 16/11 N132M Falcon
2000LX; N280GR Gulfstream G280. 18/11 N82A
Gulfstream G650ER. 19/11 LN-AGE Falcon 900LX;
N89RP Falcon 2000EX. 20/11 N344AP & N682GD
Gulfstream G650ERs; OE-ILK Global XRS; D-CYES
Learjet 35A; 4X-EKM 737-804 El Al routing Tel
Aviv–Boston–Victorville. 22/11 VT-CDP Global
6000. 23/11 N750GX Global 7000. 24/11 N600GU

WWW.AVIATION-NEWS.CO.UK 75


74-76_airportsDC.mfDC.mfDC.mf.indd 75 13/01/2020 14:14

AIRPORT MOVEMENTS COMPILED BY CARL HOPE
C-17A 62nd/446th AW, USAF n/s, also 26th; 99-
0166 C-17A 62nd/446th AW, USAF dep 26th. 25/10
07-7181 C-17A 437th/315th AW, USAF; UR-CEZ
An-12B Cavok Air; 188927 CF-188B 410 TFS, RCAF,
188734YO-H & 188766/YO-Q CF-188As 401 TFS,
RCAF all dep 27th; 15005 CC-150T 437 TS, RCAF
dep 27th as tanker support for CF-188s; 140101 CP-
140 14 Wing, RCAF top cover for CF-188s dep 27th;
91-1231 & 91-1234 C130Hs 165th AS, Ky ANG, both
n/s; 61-0307 KC-135R 459th AW, AFRC dep 27th;
94-00315 C-12R 6-52nd AVN, US Army dep 29th.
Bombardier Global 6000, B-602V, arrived at Doncaster She eld Airport on December 13 and 26/10 10-0219 C-17A 62nd/446th AW, USAF also
departed the next day. Clive Featherstone
28th; 07-7179 C-17A 60th/349th AMW, USAF n/s;
22nd; OK-JRS Citation 680 Sovereign. 21/9 OK- HMD H155 Qatar Royal Flight; C-GKXS Citation 144615 CC-144B 412 TS, RCAF n/s; VP-BBP 747-
TAL Cessna T.206H; OK-BEE Beech 400A also 560XL also 10th;164597/RU KC-130T-30 VR-55, 8HVF AirBridgeCargo. 27/10 57-1427 KC-135R 117th
22nd. D-AILC A319-114 Lufthansa to Air Livery dep USN; A7-CGE Gulfstream G650ER Qatar Royal ARS, Ks ANG. 28/10 08-8193 C-17A 62nd/446th AW,
2/10. 23/9 VH-QQW Fokker 70 dep ex Air Livery. Flight. 7/10 98-0057 C-17A 137th AS, NY ANG USAF; USAF n/s; LN-LNU 787-9 Norwegian, to Chevron
23/9 OE-GKW Gulfstream G100. 25/9 EC-KXD 01-0191 C-17A 436th/512nd AW, USAF n/s; LN-BAA hangar. 29/10 130617 CC-130J 436 TS, RCAF;
E195LR Air Europa to KLM Maintenance, dep 17/10; Beech 200; A7-HHE 747-8BBJ Qatar Royal Flight 94-0069 C-17A 167th AS, WV ANG; 93-0603 C-17A
D-ISAG Premier 1A; EC-NGC 737-809 AlbaStar also departed 11th; 4K-SW008 B747-4R7F Silkway. 8/10 445th AW, AFRC n/s; 06-6157 C-17A 60th/349th
2/10. 27/9 G-NPTC 737-83N(BCF) West Atlantic 130614 CC-130J 436 TS, RCAF n/s; HB-FQN PC-12 AMW, USAF. 30/10 02-1106 & 08-8192 C-17As
to KLM Maintenance dep 29th. 28/9 G-NPTA on delivery; 166695 C-40A VR-61, USN n/s. 9/10 62nd/446th AW, USAF; D-CCVD Citation 560XLS.
737-86N(BCF) West Atlantic to KLM Maintenance, 165833 C-40A VR-59, USN; 84-0126 C-21A 76th AS, 31/10 130613 CC-130J 436 TS, RCAF; 10-0218
dep 13/10. 29/9 D-CTWO Learjet 35A. 86th AW, USAF also 25th; *169325 P-8A/YD VP-4, C-17A 62nd/446th AW, USAF; CH-04 C-130H 15
USN dep 17th also 18th; *169008 P-8A/YD VP-4 Wing, Belgian Defence – Air Component;
PRESTWICK USN dep 13th. 10/10 LN-LNL B787-9 Norwegian,
* denotes aircraft visiting in connection with Exercise to Chevron hangar, dep 24th; LX-FPF CitationJet TEESSIDE
Joint Warrior 525B CJ3 also 12th. 11/10 VT-DHA Global 6000 also 1/9 EC-LGV Falcon 2000LX n/s; F-GGVG Merlin
1/10 N453FX Gulfstream IV; UR-CQE An-26B 13th; C-GEJD Learjet 45. 12/10 UR-CKM An-12BP IIIB Airlec; I-AVND Learjet 45 dep 3rd; I-FORZ
Vulkan Air; 97-0046 C-17A 437th/315th AW, USAF; Cavok Air; 07-7177 C-17A 436th/512nd AW, USAF Challenger 350 dep 5th; F-HEGA Phenom 300 dep
10-0221 C-17A USAF 437th/315th AW, USAF dep 14th. 13/10 83-0076 KC-10A 60th/349th 3rd. 2/9 LX-FFF CitationJet 525B CJ3+. 3/9 OE-FGK
also 19th n/s; D-CMET Falcon 20E DLT; HB-FQL AMW, USAF; N479SC Beech 350; 97-0047 C-17A CitationJet 525 CJ1 dep 5th. 4/9 N703CX Citation
PC-12 c/n 1907 & HB-FQE PC-12 c/n 1901 both 437th/315th AW, USAF; 15003 CC-150 437 TS, RCAF. 700 Longitude. 5/9 OO-SCT CitationJet 525C CJ4;
on delivery; D-FIBE & D-FIPS PC-6/B2-H4s, 14/10 90-0534 C-17A 437th/315th AW, USAF dep D-IJET Avanti. OH-RBX Citation 560XL. 8/9 D-CSCE
surveying; *140116 CP-140 14 Wing, RCAF dep 18th; HB-FQP PC12 c/n 1911 on delivery; G-DHKD Phenom 300. 11/9 9H-ZAZ 737-436 Air Horizont
16th; *140104 CP-140 450 MPS, RCAF; *130603 757-23N(PCF) DHL training. 15/10 95-00123 UC- op for AlbaStar. 12/9 OE-GBD Gulfstream G100
CC-130J 436 TS, RCAF n/s; OK-HDJ HondaJet. 35A E/1-214th AVN, US Army. 16/10 03-3125 C-17A n/s. 13/9 D-ITEM PA-31T2 Cheyenne 2XL; D-CTRI
2/10 07-7182 C-17A 437th/315th AW, USAF dep 305th/514th AMW, USAF, also 19th-21st; OE-FAN Learjet 35A; F-HFCV ERJ145MP Valljet; D-CSOS
4th; 01-0029 C-37A 76th AS, 86th AW, USAF o/s; Cessna 441; 84-00165 C-12U E/1-214th AVN, Learjet 45. 15/9 D-COBI Citation 560XLS dep 17th;
168755/YD P-8A VP-4, USN; N492B TBM850; US Army. 17/10 130611 CC-130J 436 TS, RCAF; LX-FPF CitationJet 525B CJ3+ also 17th; EC-JYT
*140118 CP-140 14 Wing, RCAF dep 4th also 11th- 84-00487 & 84-00484 C12Us OSACOM, US Army Challenger 604; 9H-AMW 737-436 Air Horizont
18th. 3/10 03-3119 C-17A 183rd AS, Ms ANG; 07- both dep 19th. 18/10 03-3116 C-17A 183rd AS, Ms op for AlbaStar; D-CCCA Learjet 35A n/s. 20/9
7169 C-17A 436th/512nd AW, USAF n/s; *168997/ ANG n/s; 62-3553 KC-135R 6th AMW, USAF. 19/10 D-ATOP Legacy 650E; LX-PCC PC-24 dep 22nd.
PD P-8A VP-9, USN dep 10th; *169426/YD P-8A 07-7186 C-17A 437th/315th AW, USAF n/s; 06-6162 22/9 I-TOPD Beech 400A dep 24th; PH-JWL Falcon
VP-4, USN dep 18th; *28 Atlantique, 23F, French C-17A 60/349th AMW, USAF. 20/10 168851/YD 2000LX. 25/9 F-HMED BAe 1000B. 26/9 D-ISAG
Navy dep 15th; *17 Atlantique 23F, French Navy P-8A VP-4, USN; 62-3578 KC-135R 141st ARS, NJ Premier 1A; 9H-OWL Challenger 605 n/s. 27/9
dep 11th, also 30th for one week; 9H-AOA Citation ANG. 21/10 06-6159 C-17A 60th/349th AMW, USAF; N810TD Legacy 650 dep 30th; D-IGST Premier 1A;
680A Latitude. 4/10 N95NA Gulfstream V NASA 84-0087 C-21A 76th AS, 86th AW, USAF o/s. 22/10 VQ-BIJ Falcon 2000LX n/s. 28/9 EC-MRR Falcon
dep 6th; 13-00282 MC12S-V 15th MIB, US Army; 03-3115 C-17A 183rd AS, Ms ANG; 90-0534 C-17A 2000LX.
LN-LNE 787-8 Norwegian, to Chevron hangar, 437th/315th AW, USAF; 84-00149 C-12T OSACOM,
dep 7th. 5/10 07-7189 C-17A 437th/315th AW, US Army dep 24th; UR-CQV An-26B Vulkan Air. 1/10 I-FORZ Challenger 350 dep 3rd. 3/10 D-COBI
USAF; 01-0187 C-17A 62nd/446th AW, USAF n/s; 23/10 OE-GFM Beech 350; LN-LNU B787-9 Citation 560XLS n/s also 21st. 4/10 EC-LYL Citation
05-5144 C-17A 452nd AW, AFRC USAF; 05-5153/ Norwegian, to Chevron hangar, dep 25th; 95- 560XLS+. 14/10 OE-GBD Gulfstream G100 n/s.
HH C-17A 353rd AS USAF. 6/10 08-8202 C-17A 00090 C-12R1 6-52nd AVN, US Army dep 25th; 03- 15/10 F-HSFJ Citation 680A Latitude n/s also 18th.
62nd/446th AW, USAF; A7-MBN S-92A and A7- 3117 C-17A 183rd AS, Ms ANG, USAF. 24/10 02-1109 17/10 OO-JWB PC-12; SE-RIL Citation 560XLS.
18/10 F-GRGP ERJ135ER Aero4M n/s. 20/10
Pilatus PC-12, OY-RSE, was at Exeter Airport on December 9. Ian Simpson D-CSUN Citation 560XLS+; D-IHQW CitationJet
525 CJ1+. 21/10 D-ELJI Robin R.1180TD; LX-SEB
CitationJet 525B CJ3 n/s. 23/10 D-IAAD Phenom
100 n/s. 27/10 OO-SKS Citation 560XLS. 28/10 PH-
WTC Falcon 2000S also 29th; LX-ONE Learjet 45
n/s. 29/10 D-CPMU Learjet 60 also 30th n/s. 30/10
D-CNUE Learjet 60. 31/10 OE-GKW Gulfstream
G100.
Key: f/v fi rst visit; n/s nightstop; o/s overshoot.

With thanks to. D Apps, D Bougourd, S Boyd, J Brazier, N Burch, P A Clarke, I Cockerton, KW Ede, M Farley, N French, P Gibson, G Green, J Gregory, I Grierson,
D Haines, M Harper, G Hocquard, S Lane, G Morris, S Morrison, R Roberts, RJ Sayer, A Smith, D Turner, Blackpool Aviation Society, Solent Aviation Society/‘Osprey’,
South Wales Aviation Group, CIAN, GSAE, The Aviation Society, EGPE ATC, www.dtvmovements.co.uk, Aerodata Quantum Plus and RHADS.


76 AVIATION NEWS FEBRUARY 2020


74-76_airportsDC.mfDC.mfDC.mf.indd 76 13/01/2020 14:14

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10/01/2020 16:22:15
FEB_20_Classified.indd 77

Air Base Movements
AIR BASE MOVEMENTS FROM MAR WWW.MILITARYAVIATIONREVIEW.COM




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

















RAF BRIZE NORTON Swedish Air Force Tp 86 Sabreliner, 86001, RAF; PH-PXZ AW139 Netherlands Police. 25/11
was a rare visitor to RAF Brize Norton on
12/11 075/F-RAJA A340-211 ET02.060, French December 19. Neil Dunridge 13-08134, 13-08436, 13-08432 & 13-08437 CH-
AF; TK.23-03/31-23 A400M Ala 31, Spanish AF. 47Fs B/1-214th AVN, US Army. 28/11 01-0193
18/11 09-5713 MC-130J 67th SOS, 352nd SOW, AF; all F/A-18s were present until 6/12 for C-17A 437th/315th AW, USAF o -loaded 163259
USAF o/s; 85-0002 C-5M 436th/512nd AW, USAF Exercise Yorknite unless otherwise indicated. VH-60N HMX-1, USMC. 29/11 03-3126 C-17A
n/s. 20/11 CE-04 ERJ145LR 15 Wing, Belgian 14/11 T-784 Citation 560XL LTDB, Swiss AF also 305th/514th AW, USAF o -loaded 163264 VH-
Defence – Air Component. 20th & 21st; 08-0050, 12-0064 & 12-0065 CV- 60N HMX-1, USMC.
22Bs 7th SOS, USAF. 19/11 T-752 Challenger 604
RAF CRANWELL LTDB, Swiss AF also 26th. 26/11 J-5010 F/A-18C MOD St ATHAN
18/11 C-FARA Skyvan 100 Summit Air. 29/11 ZZ405 & J-5232 F/A-18D Swiss AF both dep 6/12. 21/11 ZZ107/0276 AW101-612 Leonardo/Royal
& ZZ408 Wildcat AH1s 661 Sqn, 1 Regt, AAC. Norwegian AF.
LEUCHARS STATION
RAF FAIRFORD 19/11 11-0060 & 10-0052 CV-22Bs 7th SOS, RAF SHAWBURY
5/11 10-0223 C-17A 436th/315th AW, USAF also USAF. 21/11 07-0033 CV-22B 7th SOS, USAF. 18/11 ZZ103 AW101-612 612 Leonardo/R
7th. 6/11 69-10337 U-2S 99th RS, 9th RW, USAF Norwegian AF. 20/11 ZH823/83 Merlin HM1 dep
now based. 7/11 97-00102 UC-35A E/1-214th AVN, RAF MILDENHALL by road and was noted later at Thruxton. 26/11
US Army. 12/11 69-0024 C-5M 436th/512th AW, 1/11 T-235 KDC-10 334 Sqn, Royal Netherlands ZZ107/0276 AW101-612 Leonardo/R Norwegian AF.
USAF dep 27th. 18/11 09-5713 MC-130J 67th SOS, AF o/s. 8/11 17-5876 MC-130J 9th SOS, USAF n/s.
352nd SOW, USAF. 22/11 86-0015 C-5M 433rd AW, 14/11 07-8614/RS C-130J-30 37th AS, 86th AW, RAF VALLEY
AFRC. 27/11 32 Falcon 10MER 57S, French Navy. USAF. 16/11 13-5770 MC-130J 9th SOS, USAF n/s. 25/11 11-5737 MC-130J 67th SOS, 352nd SOW,
30/11 83-1285 C-5M 436th/512nd AW, USAF. 17/11 03-3126 C-17A 305th/514th AMW, USAF. USAF o/s.
18/11 73-1595 EC-130H 55th ECG, USAF dep 27th.
RAF LAKENHEATH 19/11 09-0540 C-40C 73rd AS, AFRC n/s. 21/11 RAF WADDINGTON
1/11 03 C-17A SAC also 3rd n/s. 6/11 07-4635/ 17-0080 A400M 221 Filo, Turkish AF n/s also 26th 27/11 65 Xingu 28F, French Navy.
RS C-130J-30 37th AS, 86th AW, USAF n/s. 12/11 n/s. 22/11 11-5736/RS C-130J-30 37th AS, 86th AW,
11-0059 CV-22B 7th SOS, USAF. USAF. 23/11 85-0005 C-5M 436th/512nd AW, USAF AAC WATTISHAM
13/11 E114/705-RR, E110/705-AH, & E33/705-FJ
RAF LEEMING RAF NORTHOLT Alpha Jet Es EAC00.314, French AF all o/s.
6/11 T-751 Challenger 604 LTDB, Swiss AF. 8/11 7/11 V-11 Gulfstream IV 334 Sqn, Royal
T-786 PC-24 LTDB, Swiss AF also 12th. 11/11 Netherlands AF n/s. 8/11 168204 UC-12W RNAS YEOVILTON
J-5006, J-5009, J-5016 (dep 26th), J-5018, VMR-4, USMC dep 11th. 18/11 252 CN-235MP 27/11 MM62211 Avanti 71 Gr, Italian AF dep 29th.
J-5024 & J-5025 F/A-18Cs Swiss AF; J-5233 101 Sqn, Irish Air Corps. 20/11 ZJ191 & ZJ230
(dep 29th), J-5236 & J-5238 F/A-18Ds Swiss Apache AH1s AAC. 24/11 ZZ177 C-17A 99 Sqn, Key: n/s night stop; o/s overshoot
Boeing TC-135W, 62-4127, of the USAF’s 55th Wing arrived
at RAF Mildenhall on December 15. It also visited RAF
Waddington during its stay in the UK. Justin Ward



















78 AVIATION NEWS FEBRUARY 2020


78_airbase_movementsDC.mfDC.mfDC.mf.indd 78 13/01/2020 12:38

Rhodesian Eagles








266 Sqn’s Typhoon Years

































The mostly Rhodesian-manned
266 Squadron fl ew the Hawker

Typhoon from 1942-45 and
was engaged in some of the
heaviest battles of the war,

as Tom Spencer recounts.









he air forces of the Commonwealth Main photo: With the war over there was no frustrating experience as the Typhoon had
and Dominions, among need for dispersal, as shown by these 266 Sqn many bugs and several aircraft were lost in
them Rhodesia, made a huge Typhoons being serviced at Hildesheim in accidents. The fi rst fatal crash was on March
Tcontribution during World War June 1945. R E G Sheward via author 8, 1943 when 27-year-old Plt O Charles
Two. Many Rhodesians joined the RAF and Below: Rhodesian Sqn Ldr Charles Green was Lees in R7637 spun and crashed near
in Britain manned two squadrons, one of the OC of 266 Sqn when it re-equipped with Oxford. Initially, 266 Sqn fl ew the Typhoon
which was 266, which established a superb Typhoons. He later led 121 and 124 Wings Ia, but the cannon-armed Mk Ib began
reputation in the skies over Western Europe. before becoming a PoW. Via C H Thomas arriving in March. In spite of many problems,
Having fl own Spitfi res through the 266 was eventually fully converted and
Battle of Britain and on the early o ensive fi nally disposed of its last Spitfi res in June.
sweeps over Europe, on January 29, 1942, The fi rst Typhoon operation was on
266 Sqn under its Rhodesian OC – Sqn May 28 when several were scrambled to
Ldr Charles Green – moved to Duxford investigate an unidentifi ed radar plot that
in Cambridgeshire. There it became the transpired to be a Spitfi re! Finally, on June
second unit to convert to the powerful new 20, the Duxford Wing began operations
Hawker Typhoon. However, due to teething when 56 and 266 Sqns fl ew an uneventful
problems with this complex new type, 266 sweep in support of a ‘Circus’, a heavily
initially retained Spitfi res for operations. It escorted bombing mission designed to goad
thus led to ‘B’ Flight converting at Duxford Luftwa e fi ghters into combat. The Typhoon
while ‘A’ Flight was detached to Coltishall, fi nally found success on August 9, when Plt
Norfolk, for operations. O s Norman Lucas in R7696/ZH-C and Ian
Sqn Ldr Green worked hard to get Munro in R7822/ZH-H claimed a Junkers Ju
his squadron ready, though it proved a 88 o Cromer as the Typhoon’s fi rst victim,

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Ldr Alexander ‘Sandy’ Maclntyre who, on
One of several 266 Sqn Typhoons to suffer structural failure
was Mk Ib, R7695/ZH-Z, which broke up over Dorset on August 15, led the escort to a ‘Circus’ to
October 24, 1942. 266 Sqn Records via author Guipavas in Brittany. Near the target Fw
190s of JG 2 bounced them and shot down
Maclntyre and Fg Off Fred Biddulph while
Fg Off John Small was killed by flak. In a
bad day, Flt Sgt Derek Erasmus’ claim of the
Focke Wulf that had shot down the OC was
little consolation. Sqn Ldr Peter ‘Pip’ Lefevre
took over as offensive flying increased. The
squadron moved to Harrowbeer, Devon
on September 21 and, when the ‘Jabos’
returned on October 15, two sections
scrambled from there. Two Fw 190As from
NAGr 13 flown by Oblts Volmar Klein and
Herbert Sell were brought down. The first
although in fact the victim was the first of by structural problems. In early January 1943, fell to Fg Off Norman Lucas who shared the
the new Messerschmitt Me 210s to fall to 266 Sqn moved further west to Exeter in other with Sgt Dougal Drummond.
the RAF. In the same area four days later, Flt Devon. On the 10th when, off Teignmouth, The squadron now switched completely
Lt Tony Johnson claimed another Me 210, Fg Off John Small in R8937/ZH-L splashed to offensive operations over occupied
VN+AV of Erp Gr 210. a Fw 190 fighter-bomber of 10./JG 2 flown Europe and in November began carrying
by Fw Joachim von Bitter. Another of these bombs on its Typhoons for fighter-bomber
DEADLY MISTAKE difficult targets fell to Fg Off Monty Bell on work. Brittany and the western Channel
On August 19, the Duxford Typhoon Wing the 26th. Patrols continued and exactly a remained the squadron’s patch and on
supported Operation Jubilee, the attack month later, nine Fw 190s of 10./JG 2 were December 1, eight Typhoons of 266 were off
on Dieppe in Normandy, initially escorting spotted low over the sea after attacking the Ile de Groix when Fg Off Peter Blackwell
a spoof raid. They later flew a sweep off Exmouth. Sqn Ldr Green in Typhoon in JP906/ZH-L shot down a minesweeping
the French coast where they engaged a EJ924/ZH-G closed on one, which he hit Ju 52. Later in the sortie a Ju 88 was shot
“The pace of operations quickened in the first months of 1944 with escorts and anti-shipping attacks being made over France.”


formation of Dornier Do 217s of KG 2, one before blasting a second, which blew up down. Norman Lucas combined with Fg Off
of which fell to Flt Lt Rowland ‘Rolo’ Dawson under the Typhoon’s formidable fire; the Waldo Mollett to destroy another Ju 52 in
in R7815. Two Focke Wulf Fw 190s were damaged Focke Wulf was finished off by Sgt this area on the 30th.
claimed as probably destroyed, but 20-year- Thompson. No.266 was in action again on The pace of operations quickened in
old Rhodesian Plt Off Wilf Smithyman was March 13 when some Fw 190s of 5/SKG10 the first months of 1944 with escorts and
lost and then, over the Channel, some were intercepted south of Start Point. Flying anti-shipping attacks being made over
Spitfires mistook the Typhoons for Fw 190s EJ932/ZH-N, Flt Lt Johnny Deall destroyed France and several more enemy aircraft
and Dawson was shot down and killed. one and shared a second with Sgt (later destroyed, though 266 was now primarily a
A month later, Green led 266 west to Fg Off) D S Eadie, though these were the ground-attack squadron. It suffered a great
Warmwell, Dorset, to counter Luftwaffe last victories for some time as the attacks blow on February 6 when ‘Pip’ Lefevre, an
‘tip and run’ raids on south coast towns. reduced. As the summer progressed some outstanding OC, was shot down and killed
Sections were held on alert to counter the offensive sorties to France were flown with during a shipping attack off the Aber Wrac’h
intruders and standing patrols were flown a consequent increase in losses, often to estuary in Brittany; he was replaced by Sqn
on occasions, although with little to show deadly enemy light flak. Ldr Joe Holmes on the 9th. That day near
for some time. To add to the squadron’s In early July, the ebullient Charles Green Évreux in Normandy, Fg Off Lucas and Fg
frustrations the Typhoons were still plagued was replaced by another Rhodesian Sqn Off John Miller shot down a Dornier Do 24
flying boat. Later on the sortie near Chartres,
Derek Erasmus claimed a Messerschmitt
Bf 109 though it was in fact ex-French
Dewoitine D.520 No 483 of JG 105 flown by
Uffz Wendelin Woll who was killed. The next
day during a ‘Rodeo’ (a sweep over enemy
territory looking for targets of opportunity)
to the Brétigny-Paris area Flt Lt Johnny Deall
in JR135 downed a Ju 88 and Fg Off Don
McGibbon three ex-French Yale trainers in
a very successful mission. However, 266
suffered a severe blow on February 15 when
chasing a group of Ju 88s – the Typhoons
flew over Lannion airfield, Brittany and three
were shot down by the flak.
During March the squadron moved
several times, arriving on the 23rd at
Tangmere, West Sussex, where it joined the
2nd Tactical Air Force (TAF) in preparation
for the invasion of France. In early April, it
After climbing out of Typhoon Ib, JP906/ZH-L, at Harrowbeer on October 15, 1943, Fg Off moved to the advanced landing ground at
Norman Lucas (third from left) describing how he had just shot down two Fw 190 raiders. P H T Needs Oar Point, Hampshire alongside 193,
Green Collection 197 and 257 Squadrons to form 146 Airfield

80 AVIATION NEWS FEBRUARY 2020


79-82_266_squadronDC.mfDC.mf.indd 80 03/01/2020 16:42

(later Wing) which was part of 84 Group. The squadron spent much of 1943 at Exeter and Harrowbeer in Devon to counter ‘tip and
The wing flew intensively on operations and run’ raiders. Typhoon Ib, EJ917, was photographed at the latter airfield that September.
trained in army support control and close Via C H Thomas
support tactics directed by visual control
from forward troops.

NORMANDY
By early May, the tempo of operations
increased with V-1 flying bomb (‘Noball’) sites
continuing to be hit, as were rail and road
communications in France. Coastal radar
sites were also targeted and were usually
dive-bombed. Activity reached a climax in
the days prior to the invasion and just after
0700hrs on D-Day, June 6, 266’s Typhoons
hit pre-arranged targets near Bayeux,
Normandy, bombing from 1,500ft, hitting to devastate the armour of the German 7th Vendeville. From there it supported ground
some buildings. Armed recces were flown Army as it withdrew eastwards. Luftwaffe operations into the Netherlands, but with
later in the day, but in the evening near Caen fighters were still encountered and on the failure of the airborne operation at
Sgt E H Downe had to bale out of DN562. August 17, 266’s Typhoons destroyed or Arnhem the headlong Allied advance stalled
On the final mission by eight Typhoons, one damaged seven tanks, but were attacked for a period of time.
section attacked some armoured cars and by Fw 190s and 22-year-old Flt Sgt Wilfred
a 150mm gun while the other destroyed Love was killed. In return, two ’190s were SPECIAL OPERATIONS
three troop carriers. In all, 266 flew 24 sorties damaged. By the 18th, the Germans were The wing then became heavily involved in
through the momentous day. nearly encircled – only a small gap remained attacks on bypassed garrisons around the
On June 7, the squadron’s Typhoons around Chambois and the enemy troops Scheldt Estuary and on Walcheren Island
destroyed a lot of enemy transport, even were relentlessly harried, especially after the in Belgium. At the beginning of October
though they usually faced deadly light flak last permanent bridge over the Seine had it moved to B 70 Antwerp-Deurne where
“The pace of operations quickened in the first months of 1944 with escorts and anti-shipping attacks being made over France.”


that claimed several aircraft over the next been destroyed by 146 Wing. By July 25, soon afterwards the now-Sqn Ldr Johnny
few days. Nonetheless, the squadron flew little was left in the Falaise pocket and those Deall became OC. From its new base,
intensively to hinder enemy movement; one elements that had escaped were constantly 266 continued its interdiction campaign,
notable operation was on June 20 when a attacked as the Allied armies broke out and particularly V-1 and V-2 launch sites
railway tunnel east of Caen was bombed rapidly advanced deep through France and and supply areas. However, losses were
by the wing, sealing a train inside. Another into Belgium. not light. On October 25, the squadron
was on the 27th when, in concert with 2 The squadron was involved in a tragic participated in a special operation against
Gp Mitchells, 146 Wing Typhoons bombed incident on August 27, when an attack was the 15th Army HQ at Dordrecht in the
an infantry division HQ near Saint-Lô, ordered on a force of minesweepers – in the Netherlands. Led by Gp Capt Denys Gillam,
Normandy, killing the commanding general devastating rocket strike all four were hit and the attack killed many of the staff. This
and many of his staff. two sunk with heavy loss of life. Tragically, was followed by the Canadian assault on
Two days later, 266 moved to despite assurances to the contrary, they Walcheren Island, heavily supported by the
Eastchurch in Kent to train with the were British. A week after this tragedy, 266 84 Group squadrons, its capture allowing
highly effective rocket projectile (R/P) and Sqn moved forward to B 23 Morainville, full use of the port of Antwerp. Then, on
during the course Sqn Ldr J D ‘Barney’ then Manston, for attacks on French coastal November 26, 266 Sqn participated in
Wright assumed command. On July 18, areas before another move to B 51 Lille- another ‘special’, against the Gestapo HQ
he led the squadron to Hurn, Dorset, to
temporarily join 136 Wing. Interdiction of
enemy troops and transport in Normandy,
generally under Visual Control Post (VCP)
control, and attacks on ‘Noball’ sites were
then flown daily, often in the face of stiff
opposition. On the 19th, 266’s Typhoons
flying an armed recce to the Lisieux area
were bounced by more than 25 Bf 109s
of 1/JG5 resulting in three Typhoons shot
down and the pilots killed. In return, Plt Off
Ian Forrester claimed a Bf 109 of 1/JG5 that
was to be 266’s final air combat victory;
sadly, he was killed soon afterwards.
The day after this action came a move
to Normandy, initially to the airstrip B 3 St
Croix sur Mer, though within a few days it
moved to B 8 Sommervieu, thus beginning
a nomadic existence for the rest of the war.
Conditions were primitive and dust caused
many problems with the Sabre engines.
Nonetheless, 266 was soon into action with Typhoon Ib, MN258/ZH-Q, provides a backdrop for Flt Lt Johnny Deall at Harrowbeer in March
the 2 TAF Typhoon squadrons proceeding 1944. J H Deall via C H Thomas

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79-82_266_squadronDC.mfDC.mf.indd 81 03/01/2020 16:42

in Amsterdam. However, the worsening retreated to the Rhine and on the 9th the
weather increasingly hampered operations, OC left on promotion and was replaced
though attacks on enemy communications by Sqn Ldr Ronnie Sheward. Under him,
continued whenever possible. the squadron helped prepare the way for
Under cover of foul winter weather on Operation Varsity, the crossing of the Rhine,
December 17, the Germans opened an on March 24. This required a maximum
o ensive (which would become known e ort with the squadron fl ying very e ective
as the Battle of the Bulge) through the fl ak suppression and cab rank patrols as the
Ardennes that met with initial success in part airborne forces went in.
because of the reduced the e ectiveness With the 21st Army Group successfully
of Allied air power. However, on the 24th across the Rhine there began a rapid
as the weather cleared, 266 and other advance into northwest Germany with
units hammered against the advanced the squadron’s Typhoons fl ying deep
German units and resupply routes, though into remaining enemy territory. Airfi elds,
opposition from ground and air was intense. communications and coastal targets were
On Christmas Day, 266’s ‘B’ Flight fl ew an hit and on April 16 came a move forward to
anti-railway recce of the Dortmund area B 105 Drope. The enemy fl ak remained a
and, having destroyed a train, were attacked The fi nal wartime OC of 266 Sqn was Sqn constant danger and during one mission on
Ldr Ronnie Sheward DFC, who was born in
by a large force of enemy fi ghters and two Argentina. R E G Sheward via author. April 23, 34-year-old Fg O Noel Borland
Typhoons failed to return. When weather was shot down and killed in RB423/ZH-S
permitted, 266 fl ew fl at out to blunt the toll of enemy armour and transport. In the near Leer. He was on his second tour with
German thrust that eventually petered out in middle of the month it moved forward to the unit and was 266 Sqn’s fi nal combat loss,
mid-January 1945. B 89 Mill, on German territory. Operations as two days later it withdrew to Fairwood
quickly resumed, among them being a Common in South Wales for an armament
ADVANCE INTO devastating wing attack on the fortifi ed practice camp, during which time the
GERMANY town of Kalkar on February 28. In early enemy surrendered.
In early February, Operation Veritable March, interdiction resumed as the enemy Ronnie Sheward led his unit back to
began as British and Germany in early
Canadian troops June where it soon
advanced against settled at Hildesheim
the Siegfried Line as part of the
and then onto occupation forces
the Rhine. Once until disbandment
again bad weather on August 6.
initially limited No.266 Sqn had
the squadron’s been in action for
e ectiveness, but fi ve years, most of
as it improved, that time as a largely
‘cab rank’ patrols in Rhodesian manned
support, the advance unit, establishing an
began. The fi ghting enviable reputation
was heavy and, like of which the central
others, 266 Sqn took Ronnie Sheward’s mount was Typhoon Ib, RB478/ZH-Q, seen at B.105 Drope, Germany, shortly African Dominion
an increasingly heavy before the end of hostilities. R E G Sheward via author was rightly proud.

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