Every year in October, the Swiss Air Force organises the Fliegerschiessen event at Axalp Ebenflüh. Because of this, plans were made to travel to Switzerland for the event. The first day was spent at Payerne airbase, from where most of the fighter aircraft would fly to the range.
Payerne airbase is home to F/A-18 Fliegerstaffel 17 “Falcons” and Fliegerstaffel 18 “Panthers”, as well as to the militia Fliegerstaffel 6 “Ducks” equipped with the F-5E Tiger and Lufttransportstaffel 1, using the EC.635 and Super Puma helicopters.
Payerne is also the location where the F/A-18 simulators are located. At this moment a large construction project is going on at Payerne, where a new flight building with air traffic control tower is being built.
Throughout the day, up to four missions were flown by the based units. Next to this, several smaller aircraft like the PC-6 and PC-7 were seen.
F-5F Tiger J-3210 is a special aircraft within the Swiss Air Force inventory. After its active training carreer, it is now converted into an ECM (Electronic Countermeasures) platform, sporting several underwing pods to fulfill this role.
On the 16th of September 2018 Technology Base Twente, which is situated on the former Twenthe Airbase, organized an Open House to show people what exactly is happening in this rather unique area. Part of the Technology Base is Twente Airport, where a static show with a small airshow was put on.
In the beginning of 2018 it was announced that the Province of Overijssel would organize the Open House at the Technology Base Twente. It was then also mentioned that part of this open house would include a small airshow at Twente Airport. Given the fact that the airport is operational just over a year now, this was an ambitious statement which also shows the link with the surrounding area. Ever since the airport reopened, there has been an ever growing group of aircraft enthusiasts that follow the things that happen on the airfield.
In order to attend the open house, spectators had to order (free) tickets, as the maximum number of visitors was limited to 10,000. The area was only accessible by bike or shuttle bus to avoid congestion in the area.
Once on the field, visits could be made to various innovative companies, the fire exercise facilities and offcourse the airport. AELS also showed/sold aircraft parts in their display area. People could either buy oxygen masks, life vest, seatbelts, bit also complete aircraft seats.
Throughout the day several historical aircraft could be seen up close in the static display area. This ranged from the WW1 Staaken Z21 Flitzer to the 60s era Hawker Hunter.
In the afternoon between 13.30 and 15.00, the airshow took place. This show was opened with an 18-person parachute jump, where the parachutists landed in front of the crowdline. Then the flying display started with shows from the Dutch Thunder Yaks, Fokker Four, Pitts Special and a P-51 Mustang.
Dutch Thunder Yaks
Spotters in action
Crew enjoying the day
Obviously the day would not have been possible without the hard work of all the Twente Airport staff and several volunteers.
In the weekend of 30 June 2018 the Twence waste recycling facility in Hengelo was struck by a large fire. The fire was so intense that the Koninklijke Luchtmacht had to assist the fire brigade with Chinook helicopters.
On the evening of 30 June 2018 the fire brigade was alarmed for a fire at Twence waste recycling. Upon arrival at 23.00, it quickly became clear that a lot of resources and water were needed to extinguish the large pile of garbage. Throughout the night extra fire crews were alarmed to avoid further spreading of the fire.
Soon it became clear the a fire this large could not be battled in the traditional way. Therefore the fire brigade asked the Royal Netherlands Air Force (RNLAF/Koninklijke Luchtmacht) for assistance; in the middle of the night Fire Bucket Operations (FBO) was alarmed. FBO is a partnership between the RNLAF, fire brigade Safety Region North and East Gelderland (VNOG) and the Institute for Physical Safety (IFV).
In the morning of the 1st of July, a RNLAF CH-47D Chinook flew to Hengelo to assist the fire brigades. Later in the afternoon a second Chinook arrived. Next to the helicopter crew, a FBO team was on site. This team consist of the Fire Brigade Heli-Team and the Mobile Air Operations Team (MAOT DHC). This team coordinates the helicopter operations and also makes sure that the 10,000 liter Bambi Bucket is hooked up to the Chinook.
During the next 2 days, Chinooks flew to a quarry next to Boekelo in order to pick up water. The vicinity of this quarry made it possible to perform many runs over the fire. Normally approximately 10 runs could be made before the helicopters had to fly to Deelen Airbase for refuelling. The last drops were made around 20.00, after which the Bambi Bucket was returned to the FBO team and the Chinook returned to Gilze-Rijen airbase.
As a result of the assistance with the Chinooks, the fire brigade was able to contain the fire and reduce the smoke in a substantial way. In the evening of 2 July the fire brigade announced that the fire was under control.
The day we visited GLV-V was the day with the best weather forecast of the week, 27 degrees and sun. However, the day started cloudy, grey and rather windy, which made the stay not really that comfortable. We were therefore really waiting for either helicopter action, sunshine, or both.
The action started with a 301 Sqn Apache, exercising throughout the area. Unfortunately the sun was not out yet, otherwise the pictures would have been even nicer.
During the day, the army was also practising in the area with Bushmasters, Boxers and Fennecs, giving a nice variety of gear that could be seen in combination with helicopters.
In the afternoon, the sun came out and we were twice treated to a visiting Chinook (both time the same one). During the second visit, we had the opportunity to get close to the brown-out landing, which resulted in some very interesting pictures.
On the 9th of June 2018 the German Ministry of Defense hosted the Tag der Bundeswehr, during which 15 military bases across the country opened the gates for the general public. One of these bases was the Wehrtechnische Dienststelle für Waffen und Munition 91 (WTD91) in Meppen.
WTD91 in Meppen is a unique location, as it actually is a unit with both military and civillian staff where new weapons and munition are tested. For these purposes, the unit can use a 19200 hectare instrumented shooting range, which measures approximately 31 by 7 kilometers.
Weapons, weaponssystems, guided missiles, drones and armour are tested in Meppen for the German army, navy and airforce. WTD91 boasts a unique professional experience in the disciplines of balistics, acoustics, optronics and meteorology when it comes to military equipment.
During the Tag der Bundeswehr, the visitors were welcomed onto the general area of WTD91 where they could see the equipment of the German army up close, from the Fennek reconaissance vehicle up to the immense PzH2000 howitzer. On the other side of the street, the WTD village was showing the various WTD units from accross the country. These units showed various military innovations that they are currently working on, from 3D printing and robotics via temporary camouflage paint onto an electronic quad from the Trier based WTD41.
A few meters further the highlight of the day was reached, this was were the dynamic weapons display took place 3 times per day for 45 minutes. This weapons display was not only dynamic by the fact that the various military vehicles moved in front of the public, next to that live shots were fired to show the visitors the power and precision of the weapons.
The display started exactly on the hour with a first missile being fired from the LARS rocketlauncher. This first missile was fired to determine if it reached the right target area, situated 12 kilometers further. Once this was confirmed, a salvo of 15 rockets was fired. At this point it became quite clear why visitors had to wear ear protection and why children under the age of 14 years were not allowed at the dynamic weapons display.
LARS firing sequence
Next up was the Dingo armoured transport vehicle, shooting the remote fired MG5 machinegun at several balloons, destroying them all. When the Dingo drove off, the next weapons system was already prepared for action in the form of the MG6 machinegun. This machinegun has 6 barrels and can fire 6000 shots per minute. By using this massive firepower, an array of 400 clay pigeons was cleared in no time.
Then the heavy, tracked vehicles showed up on the range. First to display its firepower was the Puma Schützenpanzer which can transport 6 armed soldiers onto the battlefield. The Puma is equipped with a 30mm machine cannon, with which it destroyed the water barrels that simulated targets on the range. The puma was then followed by the Leopard 2. This main battle tank was staffed by a mixed German/Dutch crew. First it fired the 120mm canon whilst standing still, the next shot was fired whilst driving at full speed. The Leopard was then followed by the PzH2000 howitzer firing the mighty 155mm canon at a target 12km away.
Puma in action
Then, during a short parade of the ENOK, EAGLE IV and Boxer, a display was given how troops would be inserted and extracted from the battlefield.
After the ground-based displays, all eyes were focused onto the sky, as it was time for the aerial display of WTD61s Tiger attack helicopter. An array of impressive manouevres was shown directly in front of the guests, so that they could get an impression on the versatility of this helicopter.
When the Tiger display was over, it was announced that Meppen could see some aerial visitors as well. First up was a C-160D Transall from LTG63 in Hohn. This Transall flew along all Tag der Bundeswehr bases in northern Germany and treated the audience to a Sarajevo approach. The final visitor of the day was the Transall’s successor, an Airbus A.400M from LTG62 in Wunstorf, that flew accross the entire country to visit Tag der Bundeswehr events during which it was in the air for more than 6 hours.
The month of January 2018 was a very busy month for Twente Airport, both within and outside of the fences. The reason for this was the arrival of no less than 3 heavy widebodies in one week. All three aircraft made their final flight to Twente Airport, where dismantling would follow by AELS.
Many people know the large aircraft boneyards like Mojave and AMARG, but AELS chose a different approach when it comes to aircraft dismantling. Costs can be saved by chosing to dismantle aircraft in the region where they come from, which already reduces the amount of fuel that is required to transfer the aircraft on the final flight.
What is AELS
AELS is an aircraft disassembly and dismantling company that provides full scale solutions for aircraft that have reached their (economical) end of life. The services of AELS can be split up in 3 segments, where they often come together in one project:
Aircraft disassembly and dismantling
Recycling of aircraft parts
The fact that AELS is a relatively small company means that they can quickly adapt and react to the customers’ needs.
History of AELS
The history of AELS starts with its founder, Derk-Jan van Heerden, a couple of years before the establishment of the company in April 2006. In that period Mr van Heerden asked himself what was happening with aircraft that had stopped flying and he decided to find out more on this subject. This proces lead to him graduating on this subject after which he began to create a business plan for AELS. After a short period with KLM Engineering & Maintenance, where he was responsible for the dismantling of a Boeing 747, AELS was founded by Mr van Heerden in 2006.
Nowadays the AELS team assists aircraft owners all over the world in the dismantling of their aircraft. AELS facilitates the complete process, from the arrival of the airplane to the sale of the last piece of aluminium. During the short existence of the company, more than 40 aircraft have already been processed in a sustainable manner, where the goal is to reuse all components.
Initially the disassembly activities were based at Woensdrecht, in the south of the Netherlands. The downside of this location was however, that wide-body aircraft could not be processed there, due to the lack of space. Therefore it was decided to move the company’s activities to Twente Airport, where the first airframe – a Swiss Airbus 340 – arrived on 27 April 2017. AELS then made clear that they had larger plans and were looking to acquire more airframes.
Three Widebodies in one week
By the end of December 2017, messages started seeping in that , after the arrival of the first KLM Boeing 747, more was to be expected at Twente Airport in January. Almost everybody believed that this would be the 2nd KLM Boeing 747, the PH-BFF. For many it came as a surprise that next to this Boeing, also 2 Air France Airbus 340s were scheduled to arrive at Twente.
A disadvantage of January is that normally the weather is not all that good, grey skies, low clouds, snow and rain dominate the winter period in the Netherlands. These weather conditions can cause issues at Twente Airport, as it is a VFR (Visual Flying Rules) only airfield. VFR dictates that there has to be a minimum cloud base of 1500ft and a visibility of 5 kilometers. Because of these reasons the flights were several times postponed to different dates and on the day itself the arrival time was also changed several times.
The first aircraft that was scheduled for arrival was Air France’s A.340-311 F-GLZI, which was due to arrive on the 19th of January. This aircraft was ferried from Paris – Charles de Gaulle to Twente Airport, a flight of approximately an hour. Due to a combination of strong winds and low ceiling, the flight was postponed several times on this day, after which the Airbus finally arrived at quarter to four. At that time, there was no longer a tow truck driver available, so that the aircraft was parked at Twente’s Runway 05 end. This was something that was appreciated by many aviation enthusiasts, but less by the members of the flying club. They could not use the 3km runway that weekend.
Next up was Air France Airbus 340 F-GLZR on the 22nd of January. On this day the crew was prepared early on the day to make the short flight form Paris to The Netherlands. However, because the flight was a non-commercial flight, they had to join the back of the queue at CDG to obtain a slot or get a towing truck for pushback. When finally F-GLZR’s symbol lit up on the Flightradar app, a sigh of relief went through everybody on or around Twente Airport.
Finally, on the 25th of January the last flight of KLM’s Boeing 747 PH-BFF “City of Freetown” was scheduled to take place from Amsterdam to Twente. This flight had received quite some publicity through the regional media channels, so the spotters hill at Twente was filled with spectators early that day already. This was the shortest flight of this week, but later it proved to be the most difficult one as well. All day long, the cloud base above Twente was to low, so that the flight could not take place at that point. Throughout the day, the AELS and Twente Airport staff were in contact with the flightcrew, who were already aboard the aircraft since 10 in the morning. Finally, by the end of the afternoon, the clouds broke and the ceiling was high enough.
When this became clear, the puzzling and brainstorming started. The Boeing had to arrive before the Universal Daylight Period (UDP) expired, as Twente is a VFR only airport. On the 25th of January this UDP ended at 17.30 local time. An extra problem was that prior to the arrival of the PH-BFF, two bizzjets were scheduled to arrive and depart. These aircraft had already departed their airport of origin, so cancelling them was no longer possible. These jets also had to leave Twente before the Boeing’s arrival, as otherwise they would be stuck at Twente (the runway would be blocked with a large piece of blue metal).
All in all this was a big puzzle, but in the end the last flight of the PH-BFF could take place. At 17.30 precisely, with the last bit of daylight, the wheels of the 747 were pushed against the tarmac for the very last time. After this, the City of Freetown was towed through the darkness towards the AELS platform. Before this could take place, first an A340 had to be repositioned, so that the Boeing could be parked next to Hangar 8. Once parked over there, the crew could finally exit the aircraft after a very long day. Flights to New York usually take them less time than this short hop.
After this flight, things got “quiet” at AELS. They now own 4 widebodies, of which two are parked at the former Runway 11 and two next to the AELS hangar. Only once these aircraft have been dismantled will there be space for new acquisitions. Who know what will be the next arrival….
On Friday 19 January 2018 Air France’s Airbus 340-311 F-GLZI made its last flight to Twente Airport, to be dismantled by AELS.
Long-time Airbus customer Air France is gradually replacing the Airbus 340 with the newer, more cost-efficient Boeing 787 Dreamliner. As a result, the Airbus 340 fleet is slowly phased out. Twente based aircraft dismantling company AELS was able to acquire two airframes, of which the first one was transferred on 19 January.
Airbus 340-311, the 84th A.340 built made its first flight on July 12th 1995 and has since flown with Air France for 22 years. Recently it made the last commercial flight to Paris Charles de Gaulle.
On 19 January 2018 the aircraft was initially expected to arrive at Twente Airport around 11 o’ clock in the morning. This was however postponed to 14.30 due to the weather along the route.
The flight was later postponed further due to availability of tugs at the departure airport and availability of Air Traffic Control slots. Finnaly the arrival time was changed to 16.00 local.
Shortly before 3pm the engines were started and take-off of flight AF370V could be witnessed on Flightradar. The flight then went north and entered Dutch airspace just west of Bergen op Zoom. Above Dordrecht the aircraft turned north-east in the direction of Twente, where it landed at 15.45.
The aircraft was then parked at the Runway 05, where the engines were stopped for the last time. The F-GLZI was then handed over to the new owner, who will slowly reduce it to small pieces.
On Monday 22 January 2018 sister ship F-GLZR will make the same journey.
Night photography is one of the more difficult things to do. The primary reason is the lack of light, something essential to photography. In order to get decent pictures you need a lot of practice, patience and a tripod will come in handy as well.
Modern DSLR cameras can easily go up to ISO One Zillion without loss of quality, but back in the old days, when you used slide film, a very long shutter time was needed and then still it was a big guess on what the result would be.
As said, modern cameras make it a lot easier, but you still have to know what you are doing. Next to that, quite some correction is required afterwards, as artificial lights have a nasty yellow glance.
This article shows various nightshots throughout the years.
Well, the answer was rather simple. The crew heard about the event and decided to have a look. Since the Fouga did not fit in with the event (it was buit after WW2), it was parked on the main platform of the airport and not with the event. The crew did however dress up for the occassion and perfectly blended in with the event.
Later in the afternoon I was lucky enough to move to the main platform to take pictures of the Fouga. On this occassion I also met the pilots Fons Hemmelder and Gerhard Westerdijk, who flew here from Lelystad Airport. Both of them are former Koninlijke Luchtmacht pilots who later made the move to various airlines as captains. After their retirement they are now using their time to support the DHJA and fly the Fouga. Fons is very well known in the Dutch aviation scene (and abroad as well), as he was the NF-5 Solo Display pilot with Twenthe Airbase based 315 Squadron during 1981/1982. These skills come in very handy when displaying the Fouga during the various airshows. Gerhard used to fly the F-104G Starfighter with 322 Squadron, based at Leeuwarden.
Both Gerhard and Fons receieved their initial jet training on the Fouga CM.170R Magister with the Belgian Air Force’s Voortgezette Vlieg Opleiding at Brustem. Here they both developed the love for this easy going whistle jet and they have been involved with the DHJA since its foundation in 1997.
The Fouga CM.170R Magister
The Fouga CM.170 Magister (and its navalised sister, the CM.175 Zephyr) was designed by Fouga’s engineersRobert Castello and Pierre Mauboisson. In 1948, development commenced at Fouga on a new primary trainer aircraft design that harnessed newly developed jet propulsion technology. The initial design was evaluated by the French Air Force (Armée de l’Air, AdA) and, in response to their determination that the aircraft lacked sufficient power for their requirements, was enlarged and adopted a pair of Turbomeca Marboré turbojet engines. First flying on 23 July 1952, the first production order for the type was received on 13 January 1954. Export orders for the Magister were received, which included arrangements to produce the type under license in Germany, Finland, and Israel. In addition, the related CM.175 Zéphyr was a carrier-capable version developed and produced for the French Navy.
While primarily operated as a trainer aircraft, the Magister was also frequently used in combat as a close air support platform by various operators. In the latter capacity, it saw action during the Six-Day War, the Salvadoran Civil War, the Western Sahara War, and the Congo Crisis. In French service, the Magister was eventually replaced by the Dassault/Dornier Alpha Jet. In total, 926 were built.
The Belgian Air Force operated 50 Magisters as primary trainers. The aerobatic team The Red Devils also used them as display aircraft. A small number of Magisters remained in use until September 2007, as flight maintenance aircraft for senior officers. The Belgian Air Force was the last country that used Magisters for full duty.
The Dutch Historic Jet Association currently owns two Fouga Magisters and is based at Lelystad Airport. The CM.170R with registration F-GLHF is a former French Air Force Magister with constructionnumber 406, which was delieverd to the Armée de l’Air in 1964. In 1997 the DHJA acquired this airframe and painted it in the striking red colours. The second airframe is former Belgian Air Force MT-37 (constructionnumber 312), which is not in flyable condition. This aircraft is painted in the coloursof the famour Red Devils aerobatics team.
When preparing to depart from Twente Airport in the afternoon, the jet did not want to start up, even after several attempts. Since the saying “Better safe than sorry” particularly applies to aviation, Fons and Gerhard decided to abandon the attempts and park the Fouga in Hangar 9 (a former F-16 hangar) and return at later stage with the technicians. On Friday the 15th of September the Fouga could return to Lelystad after a faulty fuel-micro-pump was replaced.
Acknowledgements: I want to thank Fons Hemmelder and Gerhard Westerdijk for their time and the really nice conversations and explanation.