Tag Archives: aviation

Saviours of the North

Gallery 30 September 2024 Niek van der Zande

In the north of Italy, nestled between the Lago Maggiore and the Lago di Como, lies the airfield of Venegono. Besides being the location where Leonardo Aircraft constructs their training aircraft, this place is also the base for the Sezione Aerea Varese of the Guardia di Finanza (Italian fiscal police). This small unit, which is equipped with three helicopters, falls operationally under the Reparto Operativo Aeronavale Como.

The Guardia di Finanza is an Italian law enforcement agency charged with enforcing financial laws and regulations, as well as combating tax evasion, financial fraud, smuggling and other financial crimes. The name can be translated as “Financial Guard” or “Financial Guard” in Dutch.

It is a military police service, but it falls under the Ministry of Economy and Finance of Italy. It has its own hierarchy and is divided into several units, including units for tax inspection, border control, financial investigations and special units for combating organized crime.

The Guardia di Finanza has national jurisdiction over financial crimes and operations, but also cooperates internationally with other law enforcement agencies, particularly in the areas of cross-border financial crimes and tax evasion.

Members of the Guardia di Finanza undergo rigorous training and must possess both military and law enforcement skills. They are recruited from citizens who meet specific requirements and must go through a strict selection process.

The Guardia di Finanza is charged with a wide range of tasks, including the supervision of taxes, customs, financial crimes, money laundering, illegal trade and protecting economic interests of the Italian state. Other main tasks include aerial surveillance to detect illegal dumping and water extraction or pollution. The GdF’s air and naval assets are fundamental to carrying out these tasks and its daily presence in the air and at sea makes its search and rescue (SAR) activities important. The GdF is also deployed to provide support in national emergencies – for example during the Covid-19 pandemic, when GdF aircraft and helicopters transported medicines, medical staff and patients in isolation units.

Volpe501 over the port of Bellagio at the Lago di Como

The Guardia di Finanza, as a police and armed force, is an integral part of the “National System of Civil Protection”, the corps must deploy trained personnel and air-sea equipment to face crisis situations within a complex system that requires the interaction of many institutional actors and it can respond quickly and effectively even in unpredictable situations subordinate to the primary institutional tasks.

Every year, thousands of people are rescued in very dangerous situations by officers involved in situations such as the collapse of the Morandi Bridge in Genoa, weather emergencies and hydrological problems in several areas of the country and seismic events in the province of Catania. They are engaged in the search for missing persons, the rescue of people in difficulties, the fight against looting, the viability of damaged areas, the flight missions for qualified personnel and the transport of civilians and the reconnaissance missions using air-sea equipment and personnel of the “Anti-Terrorism and Rapid Response Service” and “Alpine Rescue of Customs Officers”.

The Guardia di Finanza also ensures support for public security in the mountain areas, through the Alpine Rescue Department, which is divided into many stations, spread throughout the country, dedicated to search and rescue operations and the protection of human lives.

The personnel working in this area are trained with support dog units at the Alpine School in Predazzo (Trent), using advanced techniques that provide the opportunity to work on snow, ice, cliffs and in case of emergency.

Alpine Rescue Units can achieve a certain level of broad and rapid operational projection. Their functions have been further expanded by important initiatives in training, order, organization and technical-logistical areas, allowing Alpine Rescue to use technological equipment in certain emergency situations and in the performance of police tasks.

Operationally, the Guardia di Finanza is organized as follows:

Territorial commands

• Six interregional commands

• Regional commands, one for each of the 20 Italian regions.

• Provincial commands, one for each Italian province.

Territorial units

• 74 Groups (including five Counter-Terrorism Rapid Reaction Groups)

• 104 Financial Police Units

• 198 companies

• 202 Lieutenant Units (Stations)

• 48 Brigades

• 26 mountain rescue stations

Aviation and naval units

• 15 Aeronaval operational units

o 16 Naval stations

o 41 Operational Marine Sections

o 13 Aviation Sections

Special departments

• Organized Crime Investigation Group (GICO):

• Counter-Drug Operations Group (GOA):

• Gruppo Anticrimine Tecnologico (GAT):

• Group for the protection of archaeological heritage: group for the recovery of stolen art

• Anti-terrorism Ready Deployment (ATPI): anti-terrorism and rapid response service

• Police dog department (K9).

The AB.412 is gradually phased out with the Guardi di Finanza with the arrival of the new AW.169s

The Guardia di Finanza aviation service has the following aircraft and helicopters:

Airplanes

• ATR.42-400MP

• P-72B (ATR.72MP)

• P.180 Avanti

Helicopters

• A.109

• AB.412

• AW.139

• AW.169

• NH.500

The Reparto Operative Aeronavale – Como

The ROANs (Reparti Operativi Aeronavali) of the Guardia di Finanza were created on January 1, 2000. They are the fundamental link in the command and control chain of the regional air force. Stationed in Genoa, Livorno, Civitavecchia, Cagliari, Naples, Vibo Valentina, Palermo, Bari, Termoli, Pescara, Ancona, Rimini, Venice, Trieste and Como, they carry out, with the help of air and naval assets, a constant and capillary control on the territory, inland waters, the territorial sea and the adjacent area.

The main role of the ROANs is to coordinate all operational and logistical activities of the departments under their command and to provide personnel management. At organizational level they are equal to the Provincial Commands.

The ROAN in Como reports directly to the Lombardy regional command of the Guardi di Finanza in Milan.

The departments covered by the ROAN in Como are the Sezione Area Varese based in Venegono Superiore and the Naval Station of Lake Como with the dependent maritime operational departments of Lake Maggiore (Cannobio), Lake Garda (Salò) and Lake Lugano (Casamoro – Porto Ceresio).

Sezione Aerea Guardia di Finanza Varese

Sine metu omnia aude – dare everything without fear

In 1958, after the introduction into service of a new helicopter, the Agusta-Bell AB.47J, a natural replacement for the less powerful AB.47G and with a cabin that allowed the carriage of any passengers, the first ‘Mountain’ Helicopter Section was established set up.

The first operations of the newly created section were carried out from the Como seaplane base, while within a few months the transfer took place to the heliport built in Intimiano (Como). In 1972 the Sezione Aerea Intimiano was transferred to the airport of Calcinate del Pesce in the province of Varese and thus became the Sezione Aerea Varese.

The airport of Calcinate del Pesce on the banks of the Lago di Varese

In January 1975 the AB.47Js were replaced by the new Breda-Nardi NH.500M, while in 1982 the Sezione Aerea was closed.

A few years later, July 14, 1988, it was reactivated as the Sezione Aerea Como. The new location is at Venegono Inferiore Airport (Varese), in one of the historic Aermacchi warehouses. Another important transition took place on February 3, 1997, when it returned to the name Sezione Aerea Venegono.

In 2002, the department moved to the new building north of the airport site, in the Venegono Superiore area, becoming completely independent of the airfield managed by Aermacchi and the local Aero Club. On August 1, 2012, the unit was then renamed Sezione Aerea Varese.

The airport of Varese Venegono with the large Leonardo facilities and the Guardi di Finanza facilities

The current unit in Venegono is led by a Pilot Officer, who has a staff of 39 soldiers in total, divided into an Operations Unit (pilots and air rescue operators), which is also led by an officer, an Efficiency Unit (specialists with the tasks of maintenance technicians and, during flight operations, rescue winch operators) and finally a Command Team (soldiers responsible for the offices, supervision and control of the barracks).

The current helicopter equipment of the Sezione Aerea consists of two AB.412HP type B aircraft (mountain version) and one UH.169A. What is remarkable is that the first UH.169 of the Guardi di Finanza was delivered to the Sezione Aerea Varese and not as usual to the Centro di Aviazione on Pratica di Mare. This was probably because the UH.169 (AW.169) is built at Leonardo on Vergiate, which is practically next to Venegono.

The fleet of the Sezione Aerea Varese in 2021

The main tasks of the Sezione Aerea Varese are certainly aerial reconnaissance, transport and participation in search and rescue operations.

The task of aerial reconnaissance includes many of the corps’ main tasks: state police, environmental protection, economic land control (CeTe) and border control.

Participation in search and rescue operations is the historical role of the so-called “mountain” air section. Supporting the SAGF (Soccorso Alpino Guardia di Finanza – Alpine Rescue Guardia di Finanza) and the CNSAS (Corpo Nazionale Soccorso Alpino e Speleologico – National Alpine Rescue and Speleological Corps) is the core business of the flying Fiamme Gialle (Fiamme Gialle – yellow flames, is the nickname of the Guardia di Finanza) in the Alps.

The mountains around the Lago di Como form one of the areas where the SA di Varese’s helicopters can be found frequently

These functions are performed in a service district covering Lombardy, Piedmont (excluding the provinces of Asti and Alessandria) and la Valle d’Aosta. The total area of the area to be protected is 52,404 km² and the boundary line to be protected is 1,237 km, of which 780 km is outside the European Union (Switzerland). This includes the large lakes such as Lake Maggiore and Lake Como.

The task that the Sezione Aera Varese is most concerned with is contributing to mountain rescue operations. This important role, which the unit fulfills for the benefit of the community, is carried out by utilizing the synergy between the helicopter pilot, the winch operator and the rescue teams who use the helicopter to quickly get to inaccessible environments. Synergies that can only be achieved through continuous training, in particular for the safe use of the helicopter during the entry and exit of rescuers, or any dog teams, but especially for the use of the winch, a fundamental tool that allows rescuers allows you to get in and out in places where the helicopter cannot land. The Sezione Aerea Varese regularly provides this training activity for all SAGF stations in its territory and the CNSAS also participates in some of these exercises through specific protocols.

This continuous training activity leads to concrete results in frequent real-life operations. In the 20 years that the department has worked under the auspices of the ROAN, it has logged 10,155 flying hours. On average, five people were rescued per year and during dramatic events such as in 2008 in Valtellina and in 2018 in Val Ferret, more than 200 people were evacuated due to natural disasters, including many elderly people and children, but also nine young scouts who got lost on the mountain Boletto (Como) in January 2006.

During the frequent aerial reconnaissance for environmental protection, a significant number of waste dumps have been discovered in the area by the crews of the Sezione Aerea. Since 2004, an average of ten landfills have been discovered per year.

The constant economic control of the territory (CeTe), the primary task of the corps, has led the Guardia di Finanza forces to carry out hundreds of checks on aircraft flying as General Aviation to the airports in the district. Aerial reconnaissance is further intensified during the summer period when the Flight Branch conducts multiple missions to identify illicit cannabis plantations and, once identified, coordinate with ground patrols for subsequent forensic police activity.

The Nucleo Efficienza, with its own specialized personnel, guarantees the execution of various helicopter checks on the line during the pre- and post-flight phases, offering the pilots the necessary support during take-off and landing, which is fundamental when these are carried out in inhospitable areas, and is also present on board as a winch operator and technician.

Specialists carry out all planned maintenance activities in the hangar. The most frequent is the one defined as 1st technical level and consists mainly of visual inspections carried out every 25 flight hours.

In addition, the Nucleo Efficienza, as planned maintenance activities, carries out the more complex 2nd level technical inspections. These inspections are performed every 100 flight hours and multiples thereof and cover most mechanical, electrical, structural and avionic components on board.

The larger, 3rd level maintenance is not carried out at the own unit, but takes place at the Centro di Aviazione of the Guardia di Finanza on Pratica di Mare. This inspection takes place after 1200 flight hours.

The Guardia di Finanza is gradually taking the AB.412 out of service and switching to the AW.169. In addition to the UH-169A, which flies in Venegono, among other places, the Guardia di Finanza has also purchased the MH-169A.

The Guardia di Finanza flies two configurations of helicopters: the UH-169A (the utility version with an entry-level configuration) and the MH-169A FOC (military version with a full operational configuration). The UH-169A comes with wheeled landing gear and the MH-169A FOC is equipped with skid landing gear, more power and the latest generation of avionics called ATOS-RW/MMS with a mission console for day and night management night vision infrared cameras (FLIR) and search radar.

In Varese they are very proud of the UH-169 that was delivered in October 2020 and I received a detailed explanation about it.

The AgustaWestland AW169 is a twin-engine helicopter with 10 seats and a weight of 4.8 tons, developed and produced by the helicopter division of Leonardo (formerly AgustaWestland, merged into Finmeccanica since 2016). It is designed to share similarities with the larger AgustaWestland AW139 and AgustaWestland AW189.

On July 19, 2010 AgustaWestland formally announced at the Farnborough International Air Show that the AW169 was under development. According to AgustaWestland, the 4.5-ton AW169 is a light, medium, twin-engine rotorcraft intended for various utility operations; to reduce expected operating costs, it was decided early on that the AW169 would be very similar in both components and cockpit configuration to the larger AgustaWestland AW139.

On May 10, 2012, the first prototype of the type performed its maiden flight. The test program included a total of four prototypes; the second and third AW169s joined the test program later in 2012 and the fourth in 2013. AgustaWestland had initially expected the AW169 to receive flight certification in 2014, and had planned for the AW169 to enter production in 2015. On July 15, 2015, the European Aviation Safety Agency (EASA) issued certification for the AW169.

The AW169 is a medium-sized twin-engine helicopter; at its launch it was the first completely new helicopter in its weight category in more than 30 years. Weighing approximately 4,500 kg and with a capacity of 7-10 passengers, it sits between the 3,175 kg 8-seat AW109GrandNew and the much larger 6,400 kg 15-seat AW139. The AW169 is powered by a pair of Pratt & Whitney Canada PW210A FADEC turboshaft engines, which drive the main rotor at variable speeds to reduce external noise and increase efficiency. Newly developed dampers were installed between the main rotor blades to reduce vibration levels for a smooth passenger experience. It is the first production helicopter in its category with electronically operated landing gear. AgustaWestland has reported having several customers for the AW169, including the air ambulance, law enforcement, executive/corporate, offshore transportation and utility sectors.

The AW169 is equipped with several avionics systems, including a Rockwell Collins glass cockpit with three displays equipped with touchscreen interfaces, digital charts, dual radar altimeters, automatic dependent surveillance – broadcast tracking, health and usage monitoring systems (HUMS) and night vision goggles (NVG) compatibility . Many elements of the cockpit and avionics are similar to those of the AgustaWestland AW139 and the AgustaWestland AW189, providing a high level of support. Through the use of a four-axis digital automatic flight control system and a dual flight management system with terrain and traffic avoidance systems, the rotorcraft can be certified to be flown by a single pilot under instrument flight rules (IFR).

There is no auxiliary power unit (APU) installed in the AW169; instead, the transmission features a clutch that allows the rotors to be stopped while the port engine continues to run to power the onboard avionics and electrical systems. At customer request, the AW169 can be equipped with a full anti-icing system; Alternatively, a limited anti-icing system can also be integrated. To meet different customer requirements and preferences, the AW169 can be configured with numerous optional equipment, such as auxiliary fuel tanks, rescue hoist, cargo hook, emergency flotation aids, remote cameras, rappelling equipment, wire cutters, mission consoles, external speakers and external searchlights.

General features

• Crew: 1 or 2

• Capacity: 8 to 12 passengers, plus 250 kg (551 lbs) of luggage and cargo; or 1 stretcher, plus 7 supervisors; or 2 stretchers, plus 5 supervisors

• Length: 14.645 m (48 ft 1 in)

• Width: 2.530 m (8 ft 4 in) Horizontal transverse plane 3.205 m

• Height: 4.50 m (15 ft 0 in)

• Gross weight: 2,850 kg (6,283 lb)

• Max. takeoff weight: 4,800 kg (10,582 lb)

• Engines: 2 × Pratt & Whitney PW210A turboshaft with FADEC (735 kW, 1,000 hp each)

• Main rotor diameter: 12.12 m (39 ft 9 in)

Performance

• Maximum speed: 306 km/h (190 mph, 165 kn)

• Never exceed speed: 306 km/h (190 mph, 165 kn) Power on with both engines running

• Range: 820 km (510 mi, 440 nmi)

• Endurance: 4h 20m

Aviation, Military

Hold the Line

Gallery 30 October 2022 Niek van der Zande

Last September the Fallschirmjägerregiment 31 of the Bundeswehr held a week-long exercise on and near the small airfield of Karlshöfen, which is north of Bremen. During one of the days, a Super Lynx of Marinefliegergeschwader 5 joined the action in order to exercise sling operations with the Super Lynx.

The Germany Navy operates a fleet of 24 Super Lynx Mk.88a helicopters

Purpose of the exercise on that particular day was to practice sling load operations between the army’s ground team and the navy’s helicopter crew. In order to do so, a Super Lynx traveled the short distance from Nordholz Naval Air Station to Karlshöfen airport.

Ground crews wait as the Super Lynx approaches the pickup points

After arrival at Karlshöfen, a short briefing was held with all participants and the underslung cable was attached to the cargo hook of the Super Lynx. Meanwhile, three pallets with “cargo” were positioned next to the runway.

The ground crew stands prepared as the Super Lynx approaches them

When everything was prepared, the helicopter crew took off and flew towards the first pallet. Over there the helicopter descended to about 5 meters so that the static line reached the ground riggers. Before any further action could be taken, first the riggers had to pick the line with a hook. This hook was grounded into the earth in order to discharge static electricity from the helicopter. Once this was the case, the pallet was hooked onto the cable and the helicopter hoisted it into the air.

The cargo is hooked onto the helicopter’s sling

The helicopter then flew a circuit with the 400 kilo cargo attached. The cargo was then lowered onto the ground and after grounding the helicopter again, the soldiers could unhook the cargo from the sling. All this was done directly underneath the helicopter, with the strong downwash of the rotorblades blowing at you.

After a circuit around the airfield, the cargo is dropped off again

This exercise was repeated at all three pickuppoints for about an hour, after which it was time to take the sling cable abooard again and to proceed back to Nordholz.

The days of the Super Lynx are numbered with the German Navy, as their successor – the NH.90 – is starting to enter service.

Naturally this could only be done after the team from MFG 5 made a nice flyby at the airfield.

The video below gives an impression how close the helicopter came during the exercise

Aviation, Emergency Services

Heliport Medisch Spectrum Twente – When every second counts

Gallery 16 May 2021 Niek van der Zande

Hospital Medisch Spectrum Twente (MST) operates as part of the Trauma Centre a heliport for handling Helicopter Emergency Medical Services (HEMS) flights. In addition, ambulance flights and flights for the transportation of human organs are allowed to be carried out on this heliport. This heliport is the gateway to the Medisch Spectrum Twente when every second counts.

In the Twente region, MST is the only hospital with a heliport. The choice for MST was logical, on the one hand because the hospital is one of the eleven trauma centres in the Netherlands and on the other because of its central location in the east of the country and close to Germany. Some 90 per cent of the trauma helicopters that land at MST come from Germany. On average, the heliport receives about 120 helicopters per year.

Helicopter Medisch Spectrum Twente — Christoph Europa 2 is the helicopter most frequently seen at the Medisch Spectrum Twente

Previously the heliport was located next to the hospital. At this location the iconic Bundeswehr UH-1D “Huey” helicopters from the SAR76 station in Rheine were a common sight. When the hospital was renovated, the heliport was relocated to the current location on top of the building. In this way an approach path free of obstacles was possible.

Helideck Medisch Spectrum twente — The Medisch Spectrum Twente heliport on the south side of the building (Source: Google Maps)

A trauma helicopter is deployed at the request of the emergency services after a serious accident. Often in traffic, but also, for example, after an incident in or around the house. In many cases, the helicopter flies in to get a specialised doctor to the accident site quickly. Patients or wounded are only transported by helicopter if they are stable, so sometimes a helicopter returns ’empty’ to the hospital to pick up only the medical staff.

Enschede helicopter — Christoph Europa 2 on the MST heliport, with the Alfa Tower in the background

The Netherlands has four so-called lifeliners, which are deployed in the north, south and west. Twente and the Achterhoek are mainly covered by the Christoph Europa 2 from Rheine, backed up by the Christoph Westfalen from Münster and the Christoph 8 from Lünen.

Christoph Westfalen — Chistoph Westfalen, the Airbus H.145 based at Münster-Osnabrück is a frequent visitor to the MST heliport

The majority of the patients that are transferred to the Medisch Spectrum Twente by helicopter originate from incidents in the Twente region and the neighbouring area in Germany. Most of the time this is done with the Christoph Europa 2, an EC.135 of ADAC Luftrettung based in Rheine. This type of helicopter weighs about 3000 kilos, can carry 4 seated persons (including the pilot) and 1 patient on a stretcher. This mini hospital can fly at a maximum speed of 260 km/h. After arriving at the helideck, the patinet can quickly be transferred to the emergency room to receive the treatment needed.

Lifeliner Helicopter — One of the Dutch Lifeliners during a nightly visit. The heliport can be used 24 hours per day, depending on meteorological conditions.

If something happens somewhere, the pilot and doctor together decide where to fly to. The pilot knows what distance can be flown, the doctor knows where the patient in question can receive the best care. It is noticed that more and more people are transferred to Enschede.

BK117 Helicopter — Before Christoph Westfalen transferred to the current Airbus H.145, they used the MBB/Kawasaki BK.117

During the Covid-19 pandemic, helicopters were also used to transfer patients from one hospital to another. In the Netherlands the Lifeliner 5 was pressed into service (see more in this article) and visited Enschede several times as well.

Christoph Europa 2

The air rescue centre in Rheine has existed since 1982. Initially operated by the German Armed Forces with a Bell UH-1D SAR helicopter under the designation SAR 76, ADAC Luftrettung took over the station in 1998. Because of its proximity to the Dutch border, the “yellow angel” was given the call sign “Christoph Europa 2”. It is the second rescue helicopter to be given the name “Europa”. It is meant to make clear that helicopters in border areas do not stop at national borders and also care for patients in neighbouring countries.

Lifeliners

The Mobile Medical Team (MMT) has Airbus helicopters at its disposal. The EC-135 (H135) from Airbus is used as a trauma helicopter, also called Lifeliner. The helicopter is mainly used when the doctor and the nurse of the MMT must be at the scene as soon as possible. A trauma doctor can perform certain actions and interventions that an ambulance nurse is not allowed to do. Life-saving activities can therefore already be started outside the hospital. The heli-MMT is usually deployed in case of serious accidents where quick start of medical treatment is important.

Lifeliner 5

As of the 24th of March 2020 the fifth Mobile Medical Team (MMT) took to the air with an additional trauma helicopter to quickly transport intensive care patients. This helicopter was deployable throughout the Netherlands. In view of the growth in the number of patients infected with the coronavirus, it has been decided to use this helicopter in addition to the existing MMT service to get patients to the right hospital even faster and thus relieve the burden on road transport. The helicopter (type H145) was made available by the ANWB Medical Air Assistance (MAA) and has been fully equipped by Radboudumc for the transport of intensive care patients.

Irregular Visitors

Besides the obvious subjects, the heliport every now and then also receives visitors that are not so often seen in the Twente region. Below are some examples.

ADAC Helicopter — Christoph 8 is based in Lünen and seen here in the summer sun

DRF Luftrettung Hubschrauber — Christoph Dortmund is operated by DRF Luftrettung and located at Dortmund Airport

The Bundesministerium des Innern also operates a fleet of rescue helicopters. One of them is Christoph 9, based in Duisburg.

Did you know that the heliport also has it’s own Instagram page? You can visit them at https://www.instagram.com/heliport_eh0008_enschede/

Sources: Medisch Spectrum Twente, Tubantia, RTV Oost, ADAC Luftrettung, Wikipedia.

Aviation

Pink Skyvan at Twente

Gallery 16 May 2020 Niek van der Zande

From 12 to 14 May 2020 Skyvan OE-FDI of Pink Skyvan Aviation flew from Twente Airport in order to exercise with the Dutch Army.

https://www.facebook.com/NiekvanderZandePhotography/posts/3153885288003687

Aviation

The Dutch-Portuguese Connection

Gallery 30 July 2019 Niek van der Zande

Tuesday 30 July 2019 saw the arrival of the 10th aircraft for dismantling with AELS at Twente Airport.

Airbus 330-223 CS-TOI — CS-TOI on short final for Runway 05

After AELS had already obtained and dismantled several Boeing 747s, 737s and Airbus 340s, it was now a new aircraft type that arrived, the Airbus 330. In this particular case A330-223 CS-TOI from TAP Portugal flew from Lisbon to Twente.

CS-TOIs final flight from Lisbon to Twente

Recently TAP has started to take delivery of the A330-900neo. This newer version of the Airbus 330, equipped with newer engines is more fuel efficient and therefore the “classic” 330s are phased out, with CS-TOI being the first airframe.

The 22 year old aircraft with constructionnumber MSN195 was the second prototype for the Airbus 330-200 subversion, which was developed after the original A330-300 and is shorter. The aircraft’s first flight with registration F-WWKJ took place in December 1997 at Airbus’ Toulouse facility.

In May 1999 Austrian Airlines took delivery of the aircraft under registration OE-LAN with the name Arlberg. TAP – Air Portugal then took delivery of the aircraft in July 2007, where the aircraft got the name Damião de Góis. The last flight in service of this airline was on 29 July 2019 when it returned from Luanda in Angola.

The next day, the aircraft that still carried full TAP colours was flown by a crew of 2 to Twente Airport as flight TP9757. There it joined an ex-Qatar A.340 and an ex-Kuwait Boeing 747 that are already in various stages of dismantlement with AELS.

The crew that ferried CS-TOI from Lisbon to Twente

A nice thing to know is that there actually is a connection between this particular Portuguese Airbus and The Netherlands. As mentioned before, the aircraft is named Damião de Góis. This philosopher lived in the Netherlands between 1523 and 1544 and was also known as Damiaan van der Goes.

CS-TOI after the final engine shutdown at Twente Airports runway

Aviation, Transport

A unique boeing makes her final flight to Twente

Gallery 22 June 2019 Niek van der Zande

On the 24th of May 2019 Twente based company AELS received a unique aircraft; the sole Kuwait Airways Boeing 747-400M 9K-ADE arrived directly from Kuwait.

Boeing 747 9K-ADE shortly before landing at Twente Airport — 9K-ADE shortly before touchdown

Little information was given prior to the arrival of this Jumbo. The reason behind this was that when a Qatar Airways Airbus 340 arrived earlier in May, the nature reserve surrounding the airport was “invaded” by people who wanted to see the arrival. These persons did not stick to the rules and wandered off the paths into areas where birds were breeding.

Since this was an undesirable situation, this time it was chosen not to make any public announcements prior to the arrival of the Boeing .

This was not the first Boeing 747 to arrive at Twente Airport, as AELS had dismantled two KLM 747s before. But why is this Kuwait Airways airframe so special?

Boeing 747 9K-ADE Towed to the AELS platform at Twente Airport

The aircraft is so special because this was the only Boeing 747-400M that was ever operated by Kuwait Airways. From an airline’s perespective, this makes no sense at all. If you have only one example of a particular aircraft type in your fleet, then you will have a rather high operational cost for that airframe. You will have to maintain a stock of spare parts, need qualified engineers and tools, just for this single aircraft.

The reason that Kuwait Airways operated this Boeing 747 (which was delivered in 1994) is that it was previously used by the State of Kuwait. In this role, it was part of the fleet of aircraft that was used to transport the Emir, Royal Family and other government officials. After the Kuwait Government obtained a new Boeing 747-8, this particular aircraft was handed over to Kuwait Airways.

Little was changed on the interior, so that it was still available as a back-up plane, in case needed. The interior therefore sports some special features that you will not find on a regular Boeing 747.

The upper deck, for example, was strictly off limits to regular passengers. This upper deck was reserved for the VIP guests, with a lavish seating area, a bedroom and a bathroom equipped with shower.

Kwait Airways Boeing 747-400 9K-ADE on touchdown at Twente Airport

Passengers on the lower deck could note that there was a large portion of the centre section that was walled off. In a normal 747, this area would house the centre rows of seats. However, in 9K-ADE this area houses an operating room. Surely, that is not something you see every day.

In January 2019, the aircraft made the last commercial flight from Doha to Kuwait City, after which it was withdrawn from use. On the 24th of May Al-Jabriya departed Kuwait City for last time, for a flight of 5 hours and 23 minutes to Twente Airport. There she arrived shortly after 20.00 local time.

After engine shutdown on the runway, she was towed to the AELS platform, where she now awaits her fate next to the Qatar Airways Airbus 340-600.

Boeing 747 9K-ADE parked at the AELS platform at Twente Airport

Aviation, Events

Open House Twente Airport

Gallery 17 September 2018 Niek van der Zande

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

Fokker Four

Pitts Special

P-51D Mustang

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.

Aviation

A Heavy month for Twente Airport

Gallery 30 April 2018 Niek van der Zande

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.

Airbus 340 F-GLZI after shutting down the engines for the final time.

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
Component Management

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.

F-GLZI

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.

F-GLZR

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.

PH-BFF

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….

Sources: Wikipedia, www.aels.nl

Aviation, Transport

Last flight of F-GLZI

Gallery 20 January 2018 Niek van der Zande

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.