Tag Archives: helicopter

Aviation, Emergency Services, Military

Saviours of the North

Gallery

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

An AW.169 returns to base at Venegono after a mission

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

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

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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.

Christoph Europa 2
Christoph Europa 2 on the MST heliport

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)
Helideck Medisch Spectrum twente
The aerodrome chart of the heliport (source: Medisch Spectrum Twente)

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
Bundesministerium des Innern
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

Exercise Trial Embow XV

Gallery

Between 28 September and 15 October 2015 the exercise Trial Embow 2015 was held at the range of WTD 91 in Meppen (Germany). This item gives some insight into the participants and purpose of the exercise.

The Belgian armed forces participated with their brand new NH90 helicopter.
The Belgian armed forces participated with their brand new NH90 helicopter.

The purpose of the Embow excercises is to familiarize aircrew with the self-defence tools that they carry against ground-based systems. The main aim of Embow is to allow aviators to test, under live and monitored conditions, the capacity of their aircraft to evade infrared-guided surface-to-air missiles, from basic Manpads to more advanced surface to air short-range systems (SHORADS). As a cherry on the cake, the Embow trials are always performed in highly instrumented areas so that the participants can take a close look at the actual efficiency of the systems they field. Any noticed discrepancy is then funneled, in a second move, back to the industry for updating and improvements.

A Danish C-130J deploys flares over the Meppen Range
A Danish C-130J deploys flares over the Meppen Range

For this year’s edition the WTD 91 range was chosen as the location. The range is the largest instrumented range in Europe and with dimensions of 7 by 31 kilometers and a reserved airspace up to an altitude of 5000 feet. Next to that the facility has its own airfield and helipad, which was very useful for the helicopters participating in the exercise.

Meppen Range (EDR34) in Northern Germany, as shown on aviation charts
Meppen Range (EDR34) in Northern Germany, as shown on aviation charts

Down on the Range

During a typical sortie, the range was booked for the duration of 30 minutes. Sorties were only flown by single aircraft, as the whole mission had to be measured. The aircraft would then fly a pre-determined set of patterns (radials) upon which a flare would be dropped after a count down from the ground station. These missions were also flown with different types of flares per aircraft type. Evaluation of the measurements would then show if the flare behaved in the same way as specified by the producer.

A very rare participant was this Spanish Chinook
This Spanish Chinook was a very rare participant, something not very often seen in this part of Europe

At the airfield

Trial Embow XV saw participation from all over Europe with various types of aircraft, ranging from a Belgian A.109 Helicopter to the British C-17 transport aircraft. Particpating countries were Belgium, Czech Republic, Denmark, Finland, France, Germany, Italy, Norway, Spain, Sweden, Switzerland, United Kingdom.

A French Mirage 2000 banks low over the range
A French Mirage 2000 banks low over the range

Most helicopters were temporarily based at Meppen’s airfield, whereas most fighters operated from Nörvenich and Leeuwarden airbases. Most transport aircraft flew directly form their homebase. Upon arrival at Meppen (EDR-34), they would change their normal radiocallsign to a callsign ranging from Outlaw01 to Outlaw10.

A C-27J Spartan from the Italian Air Force's RSV test unit was testing some new defensive systems.
A C-27J Spartan from the Italian Air Force’s RSV test unit was testing some new defensive systems.

 

Transport

World Harbour Days Rotterdam 2015

Gallery

During the first weekend of September 2015 hosted the World Harbour Days. Every year hundredthousands of people take the chance to get a glimps behind the scenes of Europe’s largest port. The visitors can pay a visit to several ships, admire demonstrations on the water and watch presentations from the many companies that use the Port of Rotterdam. The main stage is next to the Erasmusbridge.

A tug shows its power and tight turning radius
A tug shows its power and tight turning radius

One of the demonstrations  was hosted by the Royal Netherlands Navy. In this display, a vessel was attacked by “pirates” in small motorboats. Once the ship was captured, they hoisted their piratesflag in the mast.

The captured vessel with the FRISC and NH90
The captured vessel with the FRISC and NH90

In order to recapture the ship, the Royal Netherlands Navy came into action. First a FRISC with 6 marines aboard was deployed to capture the ship again. At the same moment a NH-90 from the Defence Helicopter Command (DHC) entered the scene and dropped marines, via the fast-roping technique, right onto the deck of the pirated vessel. The ship was consequently liberated.

Marines are fast-roping from the NH-90 helicopter onto the deck of the captured vessel
Marines are fast-roping from the NH-90 helicopter onto the deck of the captured vessel

Several large buildings caused an unusual backdrop for this NH-90, which would normally operate over sea
Several large buildings caused an unusual backdrop for this NH-90, which would normally operate over sea

At this point the demonstration was cut short. The reason was that a body was seen in the river, close to the display area. Next to police, fire brigade and ambulance services, all available boats from the display as well as the NH-90 moved to the scene to assist in the search operation. Shortly after, the remains of a person were recovered in the waters near the Koninginnebrug. More information (in Dutch) can be found HERE.

The NH-90 and Port Authority vessels were used to search for the missing person
The NH-90 and Port Authority vessels were used to search for the missing person

After the first of many rain showers, a rescue operation was displayed. In this scenario a fire had started aboard a tanker vessel, causing injuries to the crew. This meant that assistance was needed to extinghuish the fire and to evacuate the wounded. First on the scene was the KNRM Jeanine Parqui lifeboat, normally based in Hoek van Holland. This lifeboat was followed by one of the Port Authority’s tugs, which used its massive watercanons to stop the fire. Finally a Noordzee Helikopters Vlaanderen (NHV) SA.365 Dauphin helicopter arrived to rescue the people from the burning tanker. NHV performs Pilot and SAR duties on behalf of the Dutch government from their heliport in the Pistoolhaven on the Maasvlakte.

A medic is dropped onto the deck of the "burning" tanker.
A medic is dropped onto the deck of the “burning” tanker.

NvdZ_RTM_04092015-33
The Search and Rescue Dauphin flies between Rotterdam’s high-rise buildings

Aviation

Getting on my Nörves

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During the month of July the Büchel based Tornados from Taktisches Luftwaffen Geschwader 33 were temporarily deployed to Nörvenich Airbase (close to Cologne). The reason for this deployment was the fact that Büchel’s runway was being renewed.

NvdZ_ETNN_15072015-07
A TLG 33 Tornado crew prepares for another mission from Nörvenich Airbase.

Having both Eurofighters (Eufis) and Tornados (Tonis) operating from the same, very approacheable, base was a good reason to plan a day at the fence.

A TLG33 Tornado blasts away from Nörvenich's Runway 25, using full afterburners.
A TLG 33 Tornado blasts away from Nörvenich’s Runway 25, using full afterburners.

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Aviation

Paris Air Show 2015

Gallery

During the week of 15 to 21 june 2015, the 51st edition of the Paris Air Show (Salon international de l’aéronautique et de l’espace) was held at Le Bourget airport. This Air Show takes place every 2 years and counts as one of the largest trade shows for the aviation industry.  Also this year, the show was visited by over 150,000 professional visitors as well as more than 3,000 journalists from over 80 countries.

This year’s edition of the Paris Air Show showed 1,017 order commitments and 206 options, which leads to a total of 1,223 orders. Of these orders, 531 went to Airbus and 350 to Boeing.

Traditionally the Paris Air Show is the home show for Airbus, as well as companies from the French defence industry like Dassault, Thales and MDBA. After this year’s merger with Eurocopter, the Airbus booth was the largest booth on the grounds and showed a wide spectrum of aircraft, ranging from the electrically powered E-Fan, through the Caracal helicopter, up to the enormous A.380 airliner.  The booth also featured a full-scale mock-up of the new H160 helicopter. The H160 made it’s first flight from Marseille in the week prior to the Paris Air Show. Airbus also showed it’s goods in full force during the flying display. After the may 2015’s fatal crash in Seville and it’s subsequent grounding, the A.400M was back in action, showing an impressive flying display.

The Airbus A.400M waits at the beginning of the runway whilst the A.380 completes its display.
The Airbus A.400M waits at the beginning of the runway whilst the A.380 completes its display.

Due to the sequestration, the United Stated Department of Defence had to miss out on the 2013 edition of the Paris Air Show, but this year they returned in full force, showing aircraft such as the A-10 Thunderbolt II and the P-8 Poseidon on the static display.

P-8 Poseidon
US Navy P-8 Poseidon at Paris Air Show 2015

An interesting newcomer was the Chengdu/PAC JF-17 fighter aircraft from Pakistan. This fighter aircraft was developed jointly by China and Pakistan. Pakistan produces 58% of the aircraft, China produces 42% and the aircraft is powered by a Klimov RD-93 engine. There are plans though to equip the next version of the JF-17 with a different engine, as the RD-93 (developed from the MiG-29’s RD-33) produces too much smoke. For this year’s Paris Air Show, the Pakistan Air Force brought 3 aircraft. One featured in the static show, while the other was shown during the flying display. The 3rd JF-17 featured as a backup aircraft. At the end of the show, Air Commodore Khalid Mahmood of the Pakistan Air Force announced that the first export-order was signed with an undisclosed Asian country.

The JF-17 in the static show displaying the weapons it can carry.
The JF-17 in the static show displaying the weapons it can carry.

Even though Airbus dominated the show, Boeing also made sure it’s presence was noted. In the weeks before the Air Show a video was already loaded onto YouTube, showing the complete display that the Boeing 787-9 would fly in Le Bourget. This display featured a near-vertical take-off and the audience was not left disappointed.

Boeing displayed the B.787-9 Dreamliner in the colours of Vietnam Airlines
Boeing displayed the B.787-9 Dreamliner in the colours of Vietnam Airlines

A new player in the market for small airliners is Bombardier. In Paris the Canadian company showed it’s new C-series with the CS100 and the CS300. With these aircraft Bombardier focuses on the market that is currently served by aircraft such as the Airbus 320 and the Boeing 737.

On the Ground

Le Bourget always has many gems in the static display, some hidden away behind flagpoles, tents and banners. Below is an impression of what could be found on the ground.

Up in the Air

Next to a huge showground for the static display, Le Bourget would not be complete without a flying display. Here are some pictures from this years show.

Patrouille de France

No Air Show is complete without a show from the famous Patrouille de France. The same obviously goes for Le Bourget.

The next Paris Air Show will be in June 2017. Let’s see what that edition will bring.

Aviation

Former RNLAF AB.412SP heading for Peru

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On the 26th of May the first former RNLAF AB.412SP destined for the Peruvian Navy was delivered from Liège to Gilze-Rijen Airbase in the Netherlands.

After 303 Squadron at Leeuwarden was de-activated in January because of budgetcuts, the 3 AB.412s were flown to the Agusta-Westland facility at Liège Airport. Over there the helicopters were completely refurbished and painted in the colours of the Peruvian Navy.

On the 26th of May 2015 the former R-03 was the first of the 3 helicopters that was flown to Gilze-Rijen. The helicopter had a sticker with the old serial on the door. This was due to Dutch legislation, as the helicopter was formally still part of the RNLAF; it had not been handed over to Peru yet.

Once all 3 AB.412s have arrived and have been tested, they will then be prepared for shipment to Peru. At this stage it is not know whether this will be done by sea or by air.

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