https://achtungskyhawk.com/2015/01/19/history-props-are-turning-croatia-airlines-ga-beginnings/https://achtungskyhawk.com/wp-content/uploads/2015/01/as_hraux_001.jpgAS_HRAUX_001Relics of the past: Zagreb's first control tower (long abandoned), Pan Adria's mail-carrying Commander (mentioned later in the post) and CTU (sans a fair number of parts) - with CTT hiding away out of shot. The only 42 to escape the "737 curse" is CTS, now flying in Bangladesh as S2-AHI with Hello Airlines.https://achtungskyhawk.com/wp-content/uploads/2015/01/as_c550cargo_001.jpgAS_C550cargo_001An example of the all-cargo configuration originally intended to be fitted to N220LA.https://achtungskyhawk.com/wp-content/uploads/2014/12/as_gozrh_001.jpgAS_GOZRH_001The second of the three Jumbolinos to serve with CTN. Like G-FLTA, G-OZRH would wear the company's full livery for the duration of its employment (with only G-BPNT flying all-white due to the shortness of its lease)https://achtungskyhawk.com/wp-content/uploads/2014/12/as_rcbnf_001.jpgAS_RCBNF_001Devoid of identifying markings, this was likely BNF's guise immediately prior the introduction of the 9A registration prefix.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_n220la_001.jpgAS_N220LA_001Out with the old, in with the new-ish... a CTN inspection delegation posing with N220LA shortly before its acquisition.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_zagal_001.jpgAS_zagal_001All three types in the fleet posing at some unspecified time either in late 1990 or early 1991. This is also the only shot I could find which includes both YU-DFN and DFO - though I can't really tell which is which.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_yubpu_0011.jpgAS_YUBPU_001One of the most telling photos of Croatian aviation of the period: BPU proudly posing at Zagreb in a dual Croatian/Yugoslav identity, with CTN's two leased MD-82s (YU-ANC & ANO) and a JAT 737-300 (reg unknown) waiting for passengers in the background...https://achtungskyhawk.com/wp-content/uploads/2014/10/as_yubme_001.jpgAS_YUBME_001Waiting for its next flight on the Zagal apron, while one of JAT's DC-10s rolls down RWY 23.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9adfo_002.jpgAS_9ADFO_002The only monument to the company's early days, DFO was put up as a display piece sometime in 2008 or 2009. Unfortunately for visitors, it is located inside the maintenance base's sterile area, where access and photography are subject to company (and security) permission.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_yudfo_001.jpgAS_YUDFO_001DFO in its original Zagal guise. Of note is the Zagal logo, whose colors bear a lot of similarity to the proposed CROATIAirlines titles created at about the same time.2026-01-19T10:49:39+00:00monthlyhttps://achtungskyhawk.com/2025/09/23/croatias-abandoned-cropdusting-airstrips-nova-raca/https://achtungskyhawk.com/wp-content/uploads/2025/09/as_9auix_zzzz_250917_05.jpgAS_9AUIX_ZZZZ_250917_05https://achtungskyhawk.com/wp-content/uploads/2025/09/as_9auix_zzzz_250917_04.jpgAS_9AUIX_ZZZZ_250917_04https://achtungskyhawk.com/wp-content/uploads/2025/09/as_9auix_zzzz_250917_03.jpgAS_9AUIX_ZZZZ_250917_03https://achtungskyhawk.com/wp-content/uploads/2025/09/as_9auix_zzzz_250917_02.jpgAS_9AUIX_ZZZZ_250917_02https://achtungskyhawk.com/wp-content/uploads/2025/09/as_9auix_zzzz_250917_01.jpgAS_9AUIX_ZZZZ_250917_012025-09-23T20:45:36+00:00monthlyhttps://achtungskyhawk.com/2025/03/28/photo-file-a-tale-of-three-and-a-bit-utvas/https://achtungskyhawk.com/wp-content/uploads/2025/03/as_9adih_ldvc_161106_01.jpgAS_9ADIH_LDVC_161106_01https://achtungskyhawk.com/wp-content/uploads/2025/03/as_u75_zzzz_180519_02.jpgAS_U75_ZZZZ_180519_02https://achtungskyhawk.com/wp-content/uploads/2025/03/as_u75_zzzz_180519_01.jpgAS_U75_ZZZZ_180519_01https://achtungskyhawk.com/wp-content/uploads/2025/03/as_s5dcn_ljms_100429_01.jpgAS_S5DCN_LJMS_100429_01https://achtungskyhawk.com/wp-content/uploads/2025/03/as_s5dcd_zzzz_190629_01.jpgAS_S5DCD_ZZZZ_190629_01https://achtungskyhawk.com/wp-content/uploads/2025/03/as_s5dcj_ljce_180821_001.jpgAS_S5DCJ_LJCE_180821_001https://achtungskyhawk.com/wp-content/uploads/2025/03/as_z3dcf_zzzz_220920_04.jpgAS_Z3DCF_ZZZZ_220920_04https://achtungskyhawk.com/wp-content/uploads/2025/03/as_z3dcf_zzzz_220920_03.jpgAS_Z3DCF_ZZZZ_220920_03https://achtungskyhawk.com/wp-content/uploads/2025/03/as_z3dcf_zzzz_220920_02.jpgAS_Z3DCF_ZZZZ_220920_02https://achtungskyhawk.com/wp-content/uploads/2025/03/as_z3dcf_zzzz_220920_01.jpgAS_Z3DCF_ZZZZ_220920_012025-09-23T20:42:29+00:00monthlyhttps://achtungskyhawk.com/2025/07/04/da-20-hindsight-the-diamond-katana-in-croatia/https://achtungskyhawk.com/wp-content/uploads/2025/07/as_e7mia_ldzl_110501_01.jpgAS_E7MIA_LDZL_110501_01https://achtungskyhawk.com/wp-content/uploads/2025/07/as_e7mia_ldzl_090326_01.jpgAS_E7MIA_LDZL_090326_01https://achtungskyhawk.com/wp-content/uploads/2025/07/as_9anir_ldzl_150719_01.jpgAS_9ANIR_LDZL_150719_01https://achtungskyhawk.com/wp-content/uploads/2025/07/as_9adak_ldvc_210227_03.jpgAS_9ADAK_LDVC_210227_03https://achtungskyhawk.com/wp-content/uploads/2025/07/as_dettc_ldza_130815_01.jpgAS_DETTC_LDZA_130815_01https://achtungskyhawk.com/wp-content/uploads/2025/07/as_9apab_ldva_131007_01.jpgAS_9APAB_LDVA_131007_01https://achtungskyhawk.com/wp-content/uploads/2025/07/as_9apaa9adig_ldva_131007_01.jpgAS_9APAA9ADIG_LDVA_131007_01https://achtungskyhawk.com/wp-content/uploads/2025/07/as_9adig_ldva_131008_01.jpgAS_9ADIG_LDVA_131008_01https://achtungskyhawk.com/wp-content/uploads/2025/07/as_9adak_ldvc_210227_02.jpgAS_9ADAK_LDVC_210227_02https://achtungskyhawk.com/wp-content/uploads/2025/07/as_9adak_ldva_210227_01.jpgAS_9ADAK_LDVA_210227_012025-09-23T14:56:55+00:00monthlyhttps://achtungskyhawk.com/croyu-aviation-past/https://achtungskyhawk.com/wp-content/uploads/2009/04/as_clouds_001.jpgAS_clouds_001Sometimes though - if there's just the right amount of wind - the fog lifts to form a dull, depressing stratus that can also persist for several days. Often a no-go for flying as well (unless you go IFR), the base of the layer is often at just 1,000 ft AGL, with the tops rarely exceeding 2,000... this shot for example was taken at 2,100 ft AGL - or just 2,500 ft AMSL.https://achtungskyhawk.com/wp-content/uploads/2009/04/as_fog_002.jpgAS_fog_002What a typical winter's day looks like from above, snapped in flight over Slovenija - but pretty much identical to what you could see in Croatia. Most of the time the fog is quite shallow - rarely more than 500 ft deep - but is horizontally extensive and with clear weather on top. Depending on how it formed, it could linger like this for days or lift when the sun has sufficiently raised the ambient temperature.https://achtungskyhawk.com/wp-content/uploads/2009/04/as_fog_001.jpgAS_fog_001During the worst of it, the visibilities at LDZL and LDZA can drop down to just 50 meters - though here it is hovering around the more common 100. Interestingly, at this point the other side of town - located just 5 km away - was enjoying clear skies and unlimited visibilities...https://achtungskyhawk.com/wp-content/uploads/2009/04/as_gorskikotar_001.jpgAS_GorskiKotar_001Combined with fast-moving fronts - or even a normal group of TCus/CBs - the hills leading up to Velebit can cause a couple of problems during the summer as well. While the resulting showers are nothing to get excited about, they do force you to descend and maneuver to avoid them, possibly sandwiching you between the peaks and the cloud base. Combined with rolling hills known for their mountain waves, any sudden microburst or downdraft is going to produce some memorable turbulence...https://achtungskyhawk.com/wp-content/uploads/2009/04/as_velebit_002.jpgAS_Velebit_002A sight that signifies beyond any doubt that we're nearing the Velebit range. Even though it is noticeably lower here in the north of the country - on average about 2,500 ft - it still succeeds without much effort in making itself felt! Additionally, while the clouds and turbulence may not be as spectacular as downrange, this section of the massif is all the more dangerous for it, luring the pilot to fly through the cloud and risk moderate to severe icing. https://achtungskyhawk.com/wp-content/uploads/2009/04/as_velebit_0011.jpgAS_Velebit_001A view from Velebit's southern extreme perhaps best illustrates what sort of meteorological divide it is capable of creating... rising sharply out of the Adriatic, it climbs to between 4,000 and 6,000 feet in just a few miles, only to crash back down again on the other side...https://achtungskyhawk.com/wp-content/uploads/2009/04/as_mta_001.jpgAS_MTA_001The VFR Manual chart outlining the country's high- and low-speed military training corridors.https://achtungskyhawk.com/wp-content/uploads/2009/04/as_ld-drp_001.jpgAS_LD-DRP_001The VFR Manual chart outlining the country's Dangerous, Prohibited and Restricted zones.2025-09-23T14:36:51+00:00weekly0.6https://achtungskyhawk.com/2022/11/28/photo-file-croatias-abandoned-cropdusting-airstrips/https://achtungskyhawk.com/wp-content/uploads/2022/11/as_novaraca_02.jpgAS_novarača_02https://achtungskyhawk.com/wp-content/uploads/2022/08/as_blagorodovac_02-1.jpgas_blagorodovac_02-1https://achtungskyhawk.com/wp-content/uploads/2022/08/as_blagorodovac_02.jpgas_blagorodovac_02https://achtungskyhawk.com/wp-content/uploads/2022/08/as_blagorodovac_01.jpgas_blagorodovac_01https://achtungskyhawk.com/wp-content/uploads/2022/07/as_9adhd_zzzz_220722_01.jpgas_9adhd_zzzz_220722_01https://achtungskyhawk.com/wp-content/uploads/2022/07/as_9abkp_ldzl_20160826_001.jpgas_9abkp_ldzl_20160826_001https://achtungskyhawk.com/wp-content/uploads/2022/07/as_9abkp_zzzz_220722_02-1.jpgas_9abkp_zzzz_220722_02-1https://achtungskyhawk.com/wp-content/uploads/2022/07/as_9abkp_zzzz_220722_01.jpgas_9abkp_zzzz_220722_01https://achtungskyhawk.com/wp-content/uploads/2022/07/as_vrbje_01.jpgas_vrbje_01https://achtungskyhawk.com/wp-content/uploads/2022/07/as_topolje_03.jpgas_topolje_032025-09-23T14:36:03+00:00monthlyhttps://achtungskyhawk.com/2025/08/19/croatias-abandoned-cropdusting-airstrips-the-not-so-abandoned-ones/https://achtungskyhawk.com/wp-content/uploads/2025/08/as_zzzz_07-1.jpgAS_ZZZZ_07https://achtungskyhawk.com/wp-content/uploads/2025/08/as_9aurv_zzzz_250817_01.jpgAS_9AURV_ZZZZ_250817_01https://achtungskyhawk.com/wp-content/uploads/2025/08/as_zzzz_06.jpgAS_ZZZZ_06https://achtungskyhawk.com/wp-content/uploads/2025/08/as_zzzz_05.jpgAS_ZZZZ_05https://achtungskyhawk.com/wp-content/uploads/2025/08/as_zzzz_04.jpgAS_ZZZZ_04https://achtungskyhawk.com/wp-content/uploads/2025/08/as_zzzz_03.jpgAS_ZZZZ_03https://achtungskyhawk.com/wp-content/uploads/2025/08/as_9auix_zzzz_250813_01.jpgAS_9AUIX_ZZZZ_250813_01https://achtungskyhawk.com/wp-content/uploads/2025/08/as_zzzz_02.jpgAS_ZZZZ_02https://achtungskyhawk.com/wp-content/uploads/2025/08/as_zzzz_01.jpgAS_ZZZZ_01https://achtungskyhawk.com/wp-content/uploads/2025/08/as_zzzz_2508_01.jpgAS_ZZZZ_2508_012025-09-10T17:22:54+00:00monthlyhttps://achtungskyhawk.com/2025/09/10/gasteflieger-2-bf-fk9-mk-ii-d-mrrp/https://achtungskyhawk.com/wp-content/uploads/2025/08/as_dmull_ldvc_250824_12.jpgAS_DMULL_LDVC_250824_12https://achtungskyhawk.com/wp-content/uploads/2025/08/as_dmull_ldvc_250824_11.jpgAS_DMULL_LDVC_250824_11https://achtungskyhawk.com/wp-content/uploads/2025/08/as_dmull_ldvc_250824_10.jpgAS_DMULL_LDVC_250824_10https://achtungskyhawk.com/wp-content/uploads/2025/08/as_dmull_ldvc_250824_09.jpgAS_DMULL_LDVC_250824_09https://achtungskyhawk.com/wp-content/uploads/2025/08/as_dmull_ldvc_250824_08.jpgAS_DMULL_LDVC_250824_08https://achtungskyhawk.com/wp-content/uploads/2025/08/as_dmull_ldvc_250824_07.jpgAS_DMULL_LDVC_250824_07https://achtungskyhawk.com/wp-content/uploads/2025/08/as_dmull_ldvc_250824_06.jpgAS_DMULL_LDVC_250824_06https://achtungskyhawk.com/wp-content/uploads/2025/08/as_dmull_ldvc_250824_05.jpgAS_DMULL_LDVC_250824_05https://achtungskyhawk.com/wp-content/uploads/2025/08/as_dmull_ldvc_250824_04.jpgAS_DMULL_LDVC_250824_04https://achtungskyhawk.com/wp-content/uploads/2025/08/as_dmull_ldvc_250824_03.jpgAS_DMULL_LDVC_250824_032025-09-10T17:03:35+00:00monthlyhttps://achtungskyhawk.com/2018/03/29/rare-aircraft-baby-mil-the-mi-34-training-helicopter/https://achtungskyhawk.com/wp-content/uploads/2018/03/as_3601_180313_008.jpgAS_3601_180313_008Part of this status is reflected even in its military code, with VF standing for "Vojska Federacije" - or the Army of the Federation of Bosnia and Herzegovina, one of several military entities operating in the country following the 90s civil war. All of these entities would merge together in the early 2000s, leading to some... complicated and legally unusual situations, such as this one.https://achtungskyhawk.com/wp-content/uploads/2018/03/as_3601_180313_007.jpgAS_3601_180313_007A small, but significant clue that -3601's history is not really straightforward... chocked full of stuff (most of it its own), the whole helicopter has been officially sealed until its status in the military can be clarified...https://achtungskyhawk.com/wp-content/uploads/2018/03/as_3601_180313_006.jpgAS_3601_180313_006A peek under the hood nicely shows the unusual positioning of the engine - sideways and at a slight angle, which must not have been very popular with maintenance staff. Apart from reducing unwanted moments to a minimum, this approach also allowed for better cooling of the engine - especially during aerobatics and hover - by exposing its entire frontal area to the sideways flow of air through the cowl. This was further assisted by a large cooling fan, one of whose blades can be seen between the oil cooler and No. 2 magneto (the two right-most silver cylinders).https://achtungskyhawk.com/wp-content/uploads/2018/03/as_3601_180313_0051.jpgAS_3601_180313_005The most distinctive visual feature of the Mi-34, the engine cowl gives hint at the type of engine hiding behind it. While placing such a large and heavy mass immediately behind the rear seats did wonders for the Hermit's dynamic behavior, it had made life on board pretty grim, with reports of high noise and vibration levels that were on par with early generation helicopters.https://achtungskyhawk.com/wp-content/uploads/2018/03/as_3601_180313_004.jpgAS_3601_180313_004The MD500-style rear end is pretty conventional as well, with the transmission for the tail rotor running atop the tail boom and enclosed within a protective fairing - a pretty common solution on most helicopters (interestingly, on the R-44 - the most similar machine out there - the transmission is fully enclosed in the boom itself). A detail that can hardly escape the eye is the prong sticking out of the fin, which actually houses the rear navigation light.https://achtungskyhawk.com/wp-content/uploads/2018/03/as_3601_180313_003.jpgAS_3601_180313_003Though it doesn't look quite right, the absence of blades at least shows well the construction details of the -34's main rotor head. While not the most sophisticated or efficient rotor system around, the semi-articulated setup (also used on the Gazelle) combines low weight, simplicity of production and easy maintenance with light, crisp and fast control feel and response - exactly what you need when you don't plan on doing much flying in a straight line.https://achtungskyhawk.com/wp-content/uploads/2018/03/as_3601_180313_002.jpgAS_3601_180313_002Though it looks like the result of a three-way between a Gazelle, MD-500 and JetRanger, the Mi-34 does have a certain (if brutish) elegance. Though the rear cabin doors seem small, the interior is pretty spacious - though it does suffer from a lack of glazing compared to most Western helicopters.https://achtungskyhawk.com/wp-content/uploads/2018/03/as_3601_180313_0011.jpgAS_3601_180313_001It's not the most beautiful whirlybird out there, nor is it the most representative... but its rarity was well worth the five hour drive here!2025-07-05T17:55:50+00:00monthlyhttps://achtungskyhawk.com/2022/05/24/photo-file-long-range-rallye-ferrying-a-ms-880-across-the-med/https://achtungskyhawk.com/wp-content/uploads/2022/05/as_debkbferry_002-1.jpgas_debkbferry_002-1https://achtungskyhawk.com/wp-content/uploads/2022/05/as_debkb_220516_001-1.jpgas_debkb_220516_001-1https://achtungskyhawk.com/wp-content/uploads/2022/05/as_debkb_220517_004.jpgas_debkb_220517_004https://achtungskyhawk.com/wp-content/uploads/2022/05/as_debkb_220516_006.jpgas_debkb_220516_006https://achtungskyhawk.com/wp-content/uploads/2022/05/as_debkb_220516_003-1.jpgas_debkb_220516_003-1https://achtungskyhawk.com/wp-content/uploads/2022/05/as_debkb_220516_002-1.jpgas_debkb_220516_002-1https://achtungskyhawk.com/wp-content/uploads/2022/05/as_debkb_220518_003.jpgas_debkb_220518_003https://achtungskyhawk.com/wp-content/uploads/2022/05/as_debkb_220518_002.jpgas_debkb_220518_002https://achtungskyhawk.com/wp-content/uploads/2022/05/as_debkb_220518_001.jpgas_debkb_220518_001https://achtungskyhawk.com/wp-content/uploads/2022/05/as_debkb_220517_003.jpgas_debkb_220517_0032025-07-05T17:41:58+00:00monthlyhttps://achtungskyhawk.com/2025/03/03/photo-file-gasteflieger-tl-232-condor-plus-d-mull/https://achtungskyhawk.com/wp-content/uploads/2025/03/as_dmull_ldvc_241026_08.jpgAS_DMULL_LDVC_241026_08https://achtungskyhawk.com/wp-content/uploads/2025/03/as_dmull_ldvc_241026_07.jpgAS_DMULL_LDVC_241026_07https://achtungskyhawk.com/wp-content/uploads/2025/03/as_dmull_ldvc_241026_06.jpgAS_DMULL_LDVC_241026_06https://achtungskyhawk.com/wp-content/uploads/2025/03/as_dmull_ldvc_241026_05.jpgAS_DMULL_LDVC_241026_05https://achtungskyhawk.com/wp-content/uploads/2025/03/as_dmull_ldvc_241026_04.jpgAS_DMULL_LDVC_241026_04https://achtungskyhawk.com/wp-content/uploads/2025/03/as_dmull_ldvc_241026_03.jpgAS_DMULL_LDVC_241026_03https://achtungskyhawk.com/wp-content/uploads/2025/03/as_dmull_ldvc_241026_02-4.jpgAS_DMULL_LDVC_241026_02https://achtungskyhawk.com/wp-content/uploads/2025/03/as_dmull_ldvc_241026_01.jpgAS_DMULL_LDVC_241026_01https://achtungskyhawk.com/wp-content/uploads/2025/03/as_9ault_voloder_230304_01.jpgAS_9AULT_Voloder_230304_012025-06-01T08:16:06+00:00monthlyhttps://achtungskyhawk.com/2019/04/22/photo-file-pratt-my-ride-the-pt6-cessna-206-s5-dot/https://achtungskyhawk.com/wp-content/uploads/2019/04/as_s5dot_190421_007.jpgAS_S5DOT_190421_007The Dependable Engine (unless you're talking about the GTF!). An interesting operational feature is that engine starts are performed with the assistance of an outside battery kart, since the huge current draw from repeated spool ups would drastically shorten the service life of the on board batteryhttps://achtungskyhawk.com/wp-content/uploads/2019/04/as_s5dot_190421_006.jpgAS_S5DOT_190421_006Waiting for the next load. Like any self-respecting skydive machine, DOT has a full set of handles, steps and door covers, and can comfortably accommodate up to six skydivers at oncehttps://achtungskyhawk.com/wp-content/uploads/2019/04/as_s5dot_190421_005.jpgAS_S5DOT_190421_005Like all piston-to-PT6 conversions, the Turbine 206 looks quite brutish from the front. Note also the offset propeller (and engine) installation, designed to reduce the adverse gyroscopic and aerodynamic effects of the new powerplanthttps://achtungskyhawk.com/wp-content/uploads/2019/04/as_s5dot_190421_004.jpgAS_S5DOT_190421_004Rolling full laden toward RWY 14 for another afternoon run. Though turbine power could not change the type's hauling capacity all that much, it did wonders for both take-off and climb performance at high weights - not an insignificant feature given the close-in hills in all directions and high daytime temperatures...https://achtungskyhawk.com/wp-content/uploads/2019/04/as_s5dot_190421_003.jpgAS_S5DOT_190421_003Another change - albeit not as easily noticed - are the engine control levers, which now behave differently to those on the piston 206. The throttle lever now has to incorporate a reverse function, the prop has to have feather - while the condition lever is actually simpler, with just two discrete positions (HIGH IDLE & CUT OFF)https://achtungskyhawk.com/wp-content/uploads/2019/04/as_s5dot_190421_002.jpgAS_S5DOT_190421_002Unlike turbine conversions of touring aircraft - where the interior often has to match the performance - both Soloy and Turbine Conversion mods retain the utilitarian equipment levels of the aircraft they were based on. Really the only dead giveaway that there are 550 horses living up front is the MVP-50 display, located above the right-hand panel guardhttps://achtungskyhawk.com/wp-content/uploads/2019/04/as_s5dot_190421_001.jpgAS_S5DOT_190421_001A real Quasimodo: ugly as hell on the outside, but with a heart of pure gold underneath2025-04-01T07:22:16+00:00monthlyhttps://achtungskyhawk.com/2019/04/19/photo-file-moraning-around/https://achtungskyhawk.com/wp-content/uploads/2019/04/as_spiky_190510_002.jpgAS_SPIKY_190510_002First time on an aircraft with a sliding canopy - and loving the photo possibilities!https://achtungskyhawk.com/wp-content/uploads/2019/04/as_spiky_190510_001-1.jpgAS_SPIKY_190510_001The wide cabin, extensive glazing and narrow cowl all make for surprisingly good views downward, which makes life far easier in the circuithttps://achtungskyhawk.com/wp-content/uploads/2019/04/as_spiky_190418_008.jpgAS_SPIKY_190418_008Spiky ticking itself cool after our sortie... definitely one of the better flying experiences of the year so far!https://achtungskyhawk.com/wp-content/uploads/2019/04/as_spiky_190418_002.jpgAS_SPIKY_190418_002Same altitude, same speed, same region - but a different view... flashing back to my first cross-country flights and related cross-country flight traumas (many caused by our famous hilltop church-to-hilltop church navigation method)!https://achtungskyhawk.com/wp-content/uploads/2019/04/as_spiky_190418_007.jpgAS_SPIKY_190418_007A sure sign that an airplane means business! Of interest, sporting full length retractable slats is quite unusual for an aircraft of this size; in most cases, they're either fixed (then called "slots") or fitted, as mentioned, only to the outer portions of the winghttps://achtungskyhawk.com/wp-content/uploads/2019/04/as_spiky_190418_006.jpgAS_SPIKY_190418_006Though SP-IKY's owner - who also had an original MS.880 - says that pretty much no two Rallye cockpit setups are alike, this one is pretty conventional, with the usual Basic T and all levers and switches where you'd expect to find them in any Cessna. Unlike 80s 172s however, the Rallye has two sets of warning lights below the glareshield, as well as more engine instruments as standard (such as CHT, EGT, carburetor temperature and the like). A sign that the MS.890 series was from the outset intended for utility roles is the red pull handle at the top of the panel, which operates the tail hook (also a standard fit, as on the U-75). Another feature of the MS.890 series are the electric flaps; the original 880 had a Piper-like mechanical system operated by a lever between the seats. Naturally, being designed in Europe, at least one instrument has to be Metric - in this case the Airspeed Indicator (ASI)https://achtungskyhawk.com/wp-content/uploads/2019/04/as_spiky_190418_005.jpgAS_SPIKY_190418_005Being a low wing aircraft designed for (among other things) flight instruction and utility roles, the view outside is, unsurprisingly, very good. Since the canopy frame is not load bearing (unlike on the U-75), it can be pretty thin and light, making it unobtrusive (conversely, the large frame of the UTVA gives the impression of peering through a postbox, though it is very easy to get used to). A notable criticism from my end is the aforementioned convex canopy shape; its low front lip means you either have to fly with it slid back to half open, or fully closed, otherwise there's no space left for your headhttps://achtungskyhawk.com/wp-content/uploads/2019/04/as_spiky_190418_004.jpgAS_SPIKY_190418_004The large sliding canopy means that getting in is a complete non-issue. However, since the wing spar passes underneath the front seats - and an additional cross-brace is needed to keep the fuselage stiff since it lacks a load-bearing roof - leg space in the back is a bit of an issue... you definitely cannot stretch out like you can do in the 172. Interestingly, the same issue plagued the U-75's four-seat variant - U-75A - but was not a worry since only three were ever made...https://achtungskyhawk.com/wp-content/uploads/2019/04/as_spiky_190418_003.jpgAS_SPIKY_190418_003Top of the world, ma! Flying, both on and off work, a high wing aircraft, this is somewhat of an unusual perspective for me. As on most low-wing aircraft, climbing aboard is as easy as step-grab-pull; being lower off the ground than the U-75 (though slightly higher than the PA-28), the process is also not awkward nor physically strenuous. One slight complaint is that the size of the canopy precludes the fitting of handles, meaning you have to grab hold of the canopy frame if you need help to haul yourself aboardhttps://achtungskyhawk.com/wp-content/uploads/2019/04/as_spiky_190418_001-1.jpgAS_SPIKY_190418_001The proper way to enjoy your first flight on a new type: sunny skies above, excellent light all around and fine terrain below!2025-03-31T21:00:28+00:00monthlyhttps://achtungskyhawk.com/2019/11/02/photo-file-contrafun-flying-on-the-kamov-ka-26/https://achtungskyhawk.com/wp-content/uploads/2019/11/as_hamig_3108_03-1.jpgAS_HAMIG_3108_03A panel that can easily provoke traumas in anyone who had flown a 1960s Cessna - no rhyme or reason in the layout, and made by someone who studied economics, not ergonomics. That notwithstanding, surely a cool place to sit!https://achtungskyhawk.com/wp-content/uploads/2019/11/as_hamig_3108_02.jpgAS_HAMIG_3108_02Though the type normally sports the six cylinder Lycoming VO-435 developing 265 HP, this particular machine had at one point been retrofitted with the more powerful Lycoming VO-540, developing a chunky 305 HP (it showed during the display!). Of note is the engine V prefix, which stands for "vertical" - denoting the modifications for the only possible way of installing it into a light helicopterhttps://achtungskyhawk.com/wp-content/uploads/2019/11/as_hamig_3108_01.jpgAS_HAMIG_3108_01Getting ready for a thorough wash following its display. Manufactured in 1959 with the serial 1145, it would serve first with the US Army as 58-5496, before going into civilian waters as N67664 and N16MQ. It would arrive into Hungary in 1997 (being one of a handful of UH-12s bought during the 90s), and eventually end up in the hands of Fly-Coop, one of Budapest's largest aircraft operators. Note also the exposed tail rotor transmission running atop the tail boom https://achtungskyhawk.com/wp-content/uploads/2019/11/as_hampb_3108_13.jpgAS_HAMPB_3108_13In the crop dusting configuration, the hopper can accommodate up to 900 kg of fluid. A neat trick is that it's actually part of a removable payload module that can be easily taken out in the field, and replaced with the minimum of specialized tools by a selection of other factory-made modules (passenger, ambulance, freight platform, sling hook, ...)https://achtungskyhawk.com/wp-content/uploads/2019/11/as_hampb_3108_12.jpgAS_HAMPB_3108_12In addition to their distinctive main spray bars, many Ka-26s feature a secondary unit slung from the horizontal stabilizer. Specs I found online indicate that with all three in operation, the average 26 could dispense up to 12 liters of fluid per minute (though dispersion system upgrades in 1978 and 1979 would improve on that by a couple of liters/minute)https://achtungskyhawk.com/wp-content/uploads/2019/11/as_hampb_3108_11.jpgAS_HAMPB_3108_11One a pristine vintage aircraft - the other a no-nonsense everyday working machine... one sporting a Lycoming and conventional setup, the other twin radials with fully flexible coaxial rotors... and both in the air at the same time, facing off. I know I've had more fun in an aircraft... but can't quite remember when!https://achtungskyhawk.com/wp-content/uploads/2019/11/as_hampb_3108_10.jpgAS_HAMPB_3108_10Two big Soviet radials, two huge coaxial rotors, a traditional cockpit fan - and a semi-aerobatic duet with a Vietnam-era Hiller OH-23... yep, didn't mind the four hour drive one way!https://achtungskyhawk.com/wp-content/uploads/2019/11/as_hampb_3108_09.jpgAS_HAMPB_3108_09Another icon of Soviet general aviation: the venerable and dependable M-14 nine cylinder radial, here in its V-26 version developing 325 HP. To tackle the unique aspects of helicopter flight - high RPM, high throttle and low (or no!) airspeed, the installation on the Ka-26 features cooling fans visible behind the fully opened cowl flaps, which force air over the cylinders to keep them sufficiently cool regardless of flight regime. They also make a LOT of noise!https://achtungskyhawk.com/wp-content/uploads/2019/11/as_hampb_3108_08.jpgAS_HAMPB_3108_08More traces of the Ka-26's Soviet design heritage: the single primer pump in the middle (which is turned into the direction of the desired engine before being actuated), and the air system valve w/ pressure gauge, which provides the juice for the main wheel brakes (a common solution on Soviet aircraft to avoid the weight penalties and poor cold weather performance of conventional hydraulics)https://achtungskyhawk.com/wp-content/uploads/2019/11/as_hampb_3108_07.jpgAS_HAMPB_3108_07Being one of the very few (maybe even only) production light helicopter with TWO piston engines, the Ka-26 does sport a lot of powerplant-related switches and knobs - so much so that it seems you need three arms to successfully start it first time out...2025-03-31T20:57:04+00:00monthlyhttps://achtungskyhawk.com/2025/02/28/photo-file-flight-of-the-falcon/https://achtungskyhawk.com/wp-content/uploads/2025/02/as_dkiah_inflight_240512_01.jpgAS_DKIAH_inflight_240512_01https://achtungskyhawk.com/wp-content/uploads/2025/02/as_9adhd_inflight_210616_01.jpgAS_9ADHD_inflight_210616_01https://achtungskyhawk.com/wp-content/uploads/2025/02/as_9adhd_inflight_211020_04.jpgAS_9ADHD_inflight_211020_04https://achtungskyhawk.com/wp-content/uploads/2025/02/as_9adhd_inflight_211020_03.jpgAS_9ADHD_inflight_211020_03https://achtungskyhawk.com/wp-content/uploads/2025/02/as_dkiah_inflight_241116_01.jpgAS_DKIAH_inflight_241116_01https://achtungskyhawk.com/wp-content/uploads/2025/02/as_9adhd_inflight_211020_02.jpgAS_9ADHD_inflight_211020_02https://achtungskyhawk.com/wp-content/uploads/2025/02/as_9adhd_inflight_211020_01.jpgAS_9ADHD_inflight_211020_01https://achtungskyhawk.com/wp-content/uploads/2025/02/as_9adhd_inflight_211024_02.jpgAS_9ADHD_inflight_211024_02https://achtungskyhawk.com/wp-content/uploads/2025/02/as_9adhd_inflight_211024_01.jpgAS_9ADHD_inflight_211024_01https://achtungskyhawk.com/wp-content/uploads/2025/02/as_9adhd_inflight_various_001.jpgAS_9ADHD_inflight_various_0012025-03-31T20:50:23+00:00monthlyhttps://achtungskyhawk.com/about-contact/https://achtungskyhawk.com/wp-content/uploads/2009/05/q400te.jpgq400tePlaying Don Q400te at work, fighting with my very own windmill in a 30 knot Baltic "breeze"https://achtungskyhawk.com/wp-content/uploads/2009/05/2img_5215.jpg2IMG_5215Thinking about the ultimate question of life, everything - and what airplane should I fly - while warming the captain's seat on the Antonov An-225. Life is hard! (and many thanks to Petar M. for the photo)https://achtungskyhawk.com/wp-content/uploads/2009/05/me.jpgmeIt's mine, mine, all mine! Not quite representative of the aircraft I normally fly, I just couldn't pass this photo opportunity up2025-03-28T23:02:32+00:00weekly0.6https://achtungskyhawk.com/2017/01/31/rare-aircraft-22-the-four-seat-utva-75/https://achtungskyhawk.com/wp-content/uploads/2017/01/as_s5dzt_1011_001a.jpgas_s5dzt_1011_001aIt may be fully white and featureless – making it particularly unsuitable for photography in direct sunlight – but being the only survivor of its kind had meant that I just had to have a crack at it whatever the conditions…https://achtungskyhawk.com/wp-content/uploads/2016/04/as_9adih_1004_001.jpgAS_9ADIH_1004_001The only CroAF U-75 to return to civilian life, 9A-DIH - formerly known as 008 - is unfortunately not airworthy... though major steps are being taken in that direction.https://achtungskyhawk.com/wp-content/uploads/2016/03/as_53230_002.jpgAS_53230_002Two of Yugoslavia's best-known people movers, the U-75 (aptly in its four-seat guise) and the Zastava 101 family sedan (author: unknown, photo kindly provided by Mr. Dragan Kolundžić).https://achtungskyhawk.com/wp-content/uploads/2016/03/as_53230_001.jpgAS_53230_00153230 nearing completion in early 1991, with a stock two-seater visible behind (author: unknown, photo kindly provided by Mr. Dragan Kolundžić).https://achtungskyhawk.com/wp-content/uploads/2015/11/as_53004_0011.jpgAS_53004_001... and one of the very few shots of DRJ I could find. Pretty much the only dead giveaway is the new canopy. The structural changes were in fact kept so small that the new aircraft had even retained the original’s towing hook (author: unknown, photo kindly provided by Mr. Dragan Kolundžić).https://achtungskyhawk.com/wp-content/uploads/2015/11/as_s5dzt_1011_009.jpgAS_S5DZT_1011_009Always a relevant test of any light aircraft: how will I - with my 1.91 m / 6ft 3in frame - fit inside! Sadly though, the crossbeam near my knees (another remnant of an aircraft always designed to have two seats) makes sitting in the back somewhat uncomfortable. Likewise, the rear fuselage being relatively low, closing the canopy and sitting upright was a challenge...https://achtungskyhawk.com/wp-content/uploads/2015/11/as_s5dzt_1011_0082.jpgAS_S5DZT_1011_008While the instrument panel itself is pretty conventional - reminiscent in layout to a 60s Cessna - the UTVA-75's traditionally quirky central pedestal gives the cockpit an unusual feel. From top to bottom, the quadrant features the prop control (blue lever) and throttle (leverless... lever), with dual heating/ventilation on each side of the engine controls; the mixture is the first blue-red plunger below the throttle, with the brake block and elevator trimmer below (whose indicator - barely visible - is horizontal as opposed to vertical). To the right is the parking brake plunger and the injector air intake lever, which is a fancy name for an alternate air source. Finally, the small metal lever at the bottom of the pedestal is the fuel selector.https://achtungskyhawk.com/wp-content/uploads/2015/11/as_s5dzt_1011_0071.jpgAS_S5DZT_1011_007The same logic applies to the cockpit as well, which means that the pilot is spoiled for choice in terms of throttle and prop controls, with one set (the yellow level) on the left sidewall, and one in the traditional place in the throttle quadrant. Combined with an ambidexterous stick, this means the aircraft can be easily flown with both left and right hands, appealing to civilian and military pilots alike. However, like DRJ and XAC, DZT and had retained the basic setup of the standard trainer.https://achtungskyhawk.com/wp-content/uploads/2015/11/as_s5dzt_1011_0061.jpgAS_S5DZT_1011_006Having descended from what was primarily a military trainer, the A is naturally quite airy and full of light, with good view afforded in pretty much every direction except below and aft.https://achtungskyhawk.com/wp-content/uploads/2015/11/as_s5dzt_1011_0051.jpgAS_S5DZT_1011_005DZT's only external difference from both the U-78 and XAC is the shape of the canopy, which has a slanted as opposed to a straight rear edge. The reasons for this change are unknown; however, it is possible that this was a concession to ease of production, since this shape avoided the need to modify the fuselage and rear cabin frame (interestingly, straight-edge version had afforded less visibility to the rear passengers).2025-03-26T18:59:08+00:00monthlyhttps://achtungskyhawk.com/2021/04/04/photo-file-you-spin-me-right-round-a-peek-at-the-cfm56/2025-03-16T15:30:12+00:00monthlyhttps://achtungskyhawk.com/2021/05/14/flight-report-getting-a-motor-glider-endorsement/https://achtungskyhawk.com/wp-content/uploads/2021/05/as_sf25_9adhd_210510_04-1.jpgAS_SF25_9ADHD_210510_042025-03-16T13:36:05+00:00monthlyhttps://achtungskyhawk.com/2021/08/16/photo-file-twins-of-the-adriatic/2025-03-16T13:32:41+00:00monthlyhttps://achtungskyhawk.com/2021/10/24/photo-file-the-other-u-2-flying-on-the-polikarpov-po-2/2025-03-16T10:22:57+00:00monthlyhttps://achtungskyhawk.com/2023/11/05/photo-file-croatias-abandoned-cropdusting-airstrips-update-1/https://achtungskyhawk.com/wp-content/uploads/2023/11/as_9aufo_ldzc_230602_02.jpgas_9aufo_ldzc_230602_02https://achtungskyhawk.com/wp-content/uploads/2023/11/as_9aufo_ldzs_220905_01.jpgas_9aufo_ldzs_220905_01https://achtungskyhawk.com/wp-content/uploads/2023/11/as_9aufo_ldzc_230602_01.jpgas_9aufo_ldzc_230602_012025-03-16T09:49:54+00:00monthlyhttps://achtungskyhawk.com/2018/04/24/flight-report-that-70s-plane-flying-the-utva-75-trainer/https://achtungskyhawk.com/wp-content/uploads/2018/04/as_s5dci_180420_005.jpgAS_S5DCI_180420_005DCI back in the hangar, dwarfing pretty much everything in there...https://achtungskyhawk.com/wp-content/uploads/2018/04/as_s5dci_180420_004.jpgAS_S5DCI_180420_004A charismatic 70s Yugoslav trainer, more noise than is believable, a green ergonomic mess of a panel and a guns/rockets/bombs toggle switch on the stick - fine ingredients for a fulfilling afternoon! Despite the large canopy frame, the view out is excellent in all directions (even back), though on clear days the sun coming in through the top of the canopy does lead to sauna-like conditions.https://achtungskyhawk.com/wp-content/uploads/2018/04/as_s5dci_180420_003.jpgAS_S5DCI_180420_003While there are no basic Ts and sixes here, the U-75's cockpit is in some respects pretty well though out, with a couple of good ergonomic touches. One in particular is the central pedestal, which contains pretty much all system controls, including the throttle (yellow lever), propeller control (blue lever), mixture control (plunger), alternate air source (red-topped plunger), demist controls on the side, parking brake (orange switch) and, out of shot, the fuel selector (which, like on the 172, has a very welcome BOTH setting). One particular level that is missing - and would have been fitted in the hole below the alternate air - is the underwing stores emergency release handle. Like many trainers, the U-75 also includes another set of throttle and prop controls on the left of the pilot's seat. Absent from the shot is the flap level, a large Piper-like affair between the seats; its settings are simple, UP, notch 1 (take-off and landing) and notch 2 (landing only). For my taste, the sticks are of perfect height - not to low, not to high - and though they're designed to accept either hand, they fall slightly more easily into the right. The only really annoying feature is that on both throttle quadrants the prop control is on the left and the throttle on the right; whereas the manifold pressure gauge (controlled by the throttle) in on the left and the RPM gauge is on the right. As is the norm for all Yugoslav designs, the flight instruments are all metric, while the engine instruments - usually cherry-picked from various Western designs - are mostly imperial.https://achtungskyhawk.com/wp-content/uploads/2018/04/as_s5dci_180420_002.jpgAS_S5DCI_180420_002Thankfully for its crews, the U-75's exterior size is matched by its interior, with more space on offer than in Cessna's premium piston singles, let alone the Skyhawk. The elbow room for either seat is impressive, and even larger pilots would still have plenty of space to work without body contact. Note the chunky seat belts and the canvas cover behind the seats that doubles as a parcel trayhttps://achtungskyhawk.com/wp-content/uploads/2018/04/as_s5dci_180420_001.jpgAS_S5DCI_180420_001The shape that launched a thousand student traumas... while it certainly won't be winning any beauty contests, the U-75's stocky build and generous size nevertheless make it stand out among its peers!2025-03-12T18:51:44+00:00monthlyhttps://achtungskyhawk.com/rare-types/2025-03-04T14:41:04+00:00weekly0.6https://achtungskyhawk.com/2020/10/22/photo-file-piper-pa-34-200-seneca-9a-lem/2023-11-06T11:45:19+00:00monthlyhttps://achtungskyhawk.com/2012/09/10/photo-video-report-9a-bks-roaring-again/https://achtungskyhawk.com/wp-content/uploads/2012/09/as_bks_0011.jpgAS_BKS_001Trying to avoid a "Carryall haircut" as I attempt to bring out the raw power and poise of the 185. Ran for the first time since overhaul, the engine had lost most of it characteristic deep roar, sounding for awhile like an 8.5 liter sewing machine. With just a few minutes of operation on the clock when this was taken, the engine still hadn't fully drawn in oil and lubricated all of its parts - most notably the valves and valve seats - leaving it clanking like it's falling apart2021-11-06T21:05:26+00:00monthlyhttps://achtungskyhawk.com/2018/07/18/photo-file-rubiks-tube-rubik-r-18c-kanya-ha-ruf/https://achtungskyhawk.com/wp-content/uploads/2018/07/as_haruf_180714_003.jpgAS_HARUF_180714_003The world's sole airworthy R-18 to the background of the world's sole airworthy Li-2... I kind of like it here I must admit!https://achtungskyhawk.com/wp-content/uploads/2018/07/as_haruf_180714_008.jpgAS_HARUF_180714_008An unusual view backwards showing just how much the C model's cut down fuselage helps with visibility. Naturally, with all this glazing the cockpit can get pretty hot on sunny days, even with the roof-mounted sliding curtain drawn all the way. An interesting peculiarity here are the yellow tubes, which actually form part of the C's fuel system. Unlike on the A and B, fuel from the wing tanks drains first into the fuselage tank, from where it is then drawn into the enginehttps://achtungskyhawk.com/wp-content/uploads/2018/07/as_haruf_180714_010.jpgAS_HARUF_180714_010Despite the Kánya's high stance, visibility over the nose is excellent, which allows for easy operation on the ground (steering by differential braking notwithstanding). An interesting detail is the vertical rod nearest the door: this is actually part of the flight control linkage and actuates the ailerons. Unlike most modern light aircraft, the R-18 uses pushrods for all flight controls, which - while adding weight - give it a very quick, precise and predictable feel. The flaps too are mechanical and are operated by a Piper-like handle between the seatshttps://achtungskyhawk.com/wp-content/uploads/2018/07/as_haruf_180714_009.jpgAS_HARUF_180714_009As on any self-respecting utility aircraft, the visibility out of the cockpit is excellent in pretty much every direction, and there's extensive glazing everywhere but on the floor. Apart from the sheer amount of air and light, I was most fascinated by the clean panel layout, which is ergonomic far beyond its 40s origins. Inevitably (and thankfully) there still are a couple of oddities: the comm radio is BELOW the pilots seat (barely visible here), the flap position indicator is above the pilot's head - and the fuel level indicators for both wing tanks are combined into a single tube-style gauge above the passenger door. Another (welcome) curiosity are the instruments, a charming mix of German, Soviet and Hungarian gauges and switcheshttps://achtungskyhawk.com/wp-content/uploads/2018/07/as_haruf_180714_007.jpgAS_HARUF_180714_007The proper way to spend a vacation: buckled up in a German WW2 harness, pulled along by a Russian sewing machine, valves tapping away in front of your eyes and a windscreen full of oil drops from the exhaust...https://achtungskyhawk.com/wp-content/uploads/2018/07/as_haruf_180714_006.jpgAS_HARUF_180714_006In common with many aircraft from the Soviet sphere of influence, the R-18 uses pneumatics, rather than hydraulics, in its braking system. The upsides are a low total system weight and carefree operation in cold weather - but at the cost of very coarse metering and the need to isolate the air tank from the installation when the aircraft is at rest to prevent leaks. On the R-18, the valve for the tank is located on the floor in front of the seats - a pretty convenient solution compared to some others I've seenhttps://achtungskyhawk.com/wp-content/uploads/2018/07/as_haruf_180714_005.jpgAS_HARUF_180714_005A notable leitmotif of the R-18 is simplicity - and the use of whatever components the production team could get their hands on. The oil and rear fuel tank fillers (left and right respectively) have, for example, been salvaged from wartime German aircraft and take some getting used to - particularly for those of us brought up on the "plug & play" systems used on Cessnas and Pipers. Of further interest, the nose and cabin are the only bits of the Kánya that are made of metal; the rear fuselage, tail and wings are all wood (+ a bit of fabric)https://achtungskyhawk.com/wp-content/uploads/2018/07/as_haruf_180714_004.jpgAS_HARUF_180714_004Though it lacks the visceral appeal of a big radial, the M-11 is nevertheless a perfectly charming little package in its own right. The exposed valve rods, a tendency to spit oil out of the exhaust, inevitable misfires on idle and that famous "sewing machine" sound all make for a delightful experiencehttps://achtungskyhawk.com/wp-content/uploads/2018/07/as_haruf_180714_002.jpgAS_HARUF_180714_002While it is far from flattering, a head on view of the R-18 best shows its "Inspired by Storch" design. As well as providing adequate shock absorption, the tall main gear also ensures ample propeller ground clearance. However, the entire gear system is at the same time one of the Kánya's biggest weak spots: fractures of the main gear attachment points have been reported throughout its service life - and the freely castoring tailwheel, coupled with the soft suspension, means that ending up in a nasty ground loop doesn't require much efforthttps://achtungskyhawk.com/wp-content/uploads/2018/07/as_haruf_180714_0011.jpgAS_HARUF_180714_001Rarity: check. STOL credentials: check. Russian radial: check. Yellow paint: check. Everything's here!2021-10-24T08:13:47+00:00monthlyhttps://achtungskyhawk.com/2020/08/23/photo-file-the-swing-leg-skyhawk-cessna-172rg-cutlass-rg/https://achtungskyhawk.com/wp-content/uploads/2020/08/as_spfyz_160814_001.jpgAS_SPFYZ_160814_001A stunning late model 1962 Skylark with the original GO-300. Note the hump on top of the cowling; the propeller axis had to be raised up in order to accommodate the reduction gearbox without relocating the engine mountshttps://achtungskyhawk.com/wp-content/uploads/2020/08/as_deggf_200819_009.jpgAS_DEGGF_200819_009Boxes boxes everywhere, not a place to sit... thankfully, the lack of space for maneuvering about with a tripod is taken up by some pretty cool kit: Garmin G5 x2, GMA350, GNC225... should be quite a looker when finished, very much looking forward to trying it out!https://achtungskyhawk.com/wp-content/uploads/2020/08/as_deggf_200819_008.jpgAS_DEGGF_200819_008Who would have thought that all of this cabling lies hidden behind the teeny panel of the Skyhawk? Another detail unique to the 172RG is the raised floor (best visible below the CDI), necessary to accommodate the main gear legs when retracted. The main wheels however stow behind the normal luggage compartment, so the loss of space there is minimalhttps://achtungskyhawk.com/wp-content/uploads/2020/08/as_deggf_200819_007.jpgAS_DEGGF_200819_007The more normal end of the Cessna RG system. The nose wheel doors are mechanically connected to the nose leg so they open and close with gear motion; their biggest operational problem is that they're quite large and hang low, so it's easy to damage them if you're a bit too enthusiastic with the tow barhttps://achtungskyhawk.com/wp-content/uploads/2020/08/as_deggf_200819_006.jpgAS_DEGGF_200819_006Like all RG airplanes, the 172 has a backup gear extension system, whose lever is located under a cover between the front seats. The trick here is that it is just a hand pump, to be used in case the electric one fails (~35 strokes are necessary, according to the POH); it still requires the hydraulic system to be fully operational, and there is no gravity drop or a standalone reserve hydro system. This "unusual feature" is the 172RG's main Achilles' heel: the gear is actually held up by hydraulic pressure, and to keep it from dropping, the hydraulic pump occasionally operates in flight to keep the pressure within limits (between 1000 and 1500 PSI). However, if there's a leak in the system - which seems to happen with some frequency - the pump's operation will simply dump the hydraulic fluid overboard, eventually emptying the entire system and rendering the gear completely inoperablehttps://achtungskyhawk.com/wp-content/uploads/2020/08/as_deggf_200819_005.jpgAS_DEGGF_200819_005The most out-of-place level in a Skyhawk: the landing gear handle. One of the more unconventional operational features of Cessna's RG system is that the "gear up and locked" lamp is - red... which on everything up to and including airliners means either "NOT locked" or "in transit". Somewhat annoyingly, the light remains continually illuminated as long as the gear is retracted... which is mildly disconcerting from a Q400 driver's perspective!https://achtungskyhawk.com/wp-content/uploads/2020/08/as_deggf_200819_004.jpgAS_DEGGF_200819_004Lots of wires... and lots of levers too. With carburetor heat, throttle, prop, mixture and cowl flaps controls, the 172RG could be handful for inexperienced pilots used to the trouble-free operation of the classic Skyhawk (but ideal for the well-meaning masochism of flight training!). Indeed, this was Cessna's most complicated throttle quadrant short of the 182 (even the 177RG had one level less, being fuel injected)https://achtungskyhawk.com/wp-content/uploads/2020/08/as_deggf_200819_003.jpgAS_DEGGF_200819_003A peek "behind the scenes" shows just how many wires, cables, ducts - and even chain drives - there are in a light aircraft. The complexity, weight and maintenance headaches of the average analogue panel have been one of the key drivers behind modern glass cockpit systems built around digital buses and remote sensing systemshttps://achtungskyhawk.com/wp-content/uploads/2020/08/as_deggf_200819_002.jpgAS_DEGGF_200819_002I don't know... it feels something is missing... free from all its kit, the Skyhawk panel looks far more commodious than it actually is! Note the (now very visible) sections for the flight and navigation instruments and the radio stack. Before its wheels-up landing and rebuild, D-EGGF also sported an autopilot (fitted above the glove compartment), and will - when completed - also carry a full set of digital engine instruments. Note also the rudder trim wheel next to the elevator trim; a very useful convenience/borderline necessity with a constant speed prophttps://achtungskyhawk.com/wp-content/uploads/2020/08/as_depaw_200814_002-1.jpgAS_DEPAW_200814_002While the main gear legs are no thinner than those on the standard 172 (where they're set inside streamlined fairings), Cessna's electro-hydraulic RG systems are quite complicated things and can go bananas even when mollycoddled. As on the 177RG, 182RG and 210, the main legs of first swing downwards and the fold back into recesses in the fuselage (barely visible here). Early 210s - which were the first to use the system - also had main wheel well doors, but they proved problematic and were deleted well before the 172RG appeared2021-09-09T08:07:21+00:00monthlyhttps://achtungskyhawk.com/2016/02/19/history-turbomess-the-l-410-turbolet-family-tree/https://achtungskyhawk.com/wp-content/uploads/2016/02/as_oksas_2808_0011.jpgAS_OKSAS_2808_001Another visiting Turbolet - but this time a basic UVP that had mistakenly ended up on the military helipad and had to be pushed back... manuallyhttps://achtungskyhawk.com/wp-content/uploads/2016/02/as_ompgd_1905_001.jpgAS_OMPGD_1905_001All aboard! One of the several Turbolets to have visited Lučko over the years, OM-PGD is by far the rarest, being a member of the "early" L-410M family - nowadays quite an unusual sight.2021-09-08T10:36:33+00:00monthlyhttps://achtungskyhawk.com/2014/05/07/photo-report-the-comings-and-goings-of-the-croaf-mig-21/https://achtungskyhawk.com/wp-content/uploads/2014/05/as_p_131_001.jpgAS_P_131_001While flying past the smoke of a burning garbage heap may not be the most heroic of settings, it does however bring out some of the visceral appeal of the MiG-21. And despite its significant operational shortcomings (not to mention its general lack of sophistication in today's terms), in the right hands the design can on occasion still put up a fight.https://achtungskyhawk.com/wp-content/uploads/2014/05/as_p_167_0011.jpgAS_P_167_001Very few sounds at Pleso are as evocative as a MiG-21 at full chat. Even though the R-13 engine of the twin-stick UM is significantly less powerful than the meaty R-25 of the bis single-seater, it can still put up a show!https://achtungskyhawk.com/wp-content/uploads/2014/05/as_p_165_001.jpgAS_P_165_001Even in rain, the -21 doesn't fail to impress! 164 looking stunning as it returns home from a test flight during a brief shower...https://achtungskyhawk.com/wp-content/uploads/2014/05/as_167_001.jpgAS_167_001One of several CroAF flights of the day - which had eventually included two more MiGs, an AT-802 and Mi-171 - "Knight 96" is seen recovering home after another training flight. Interestingly, even though the fleet has been up to strength for some time now, this was one of 167's few outings since refurbishment - indeed, this is the first shot of it have since its camo color days!https://achtungskyhawk.com/wp-content/uploads/2014/05/as_166_001.jpgAS_166_001Even though the horror stories of Zagreb's fogs are known far and wide, sometimes they nevertheless have a silver lining. After the southern wind had blown the morning's 200 meter visibility away, we'd ended up with an absolutely beautiful winter's day, just perfect for flying. The CroAF was of the same opinion, sending out aircraft after aircraft all through the afternoon, including 166, Kockica, another single-seater and even a CL-415... https://achtungskyhawk.com/wp-content/uploads/2014/05/as_133_0011.jpgAS_133_001Today's outing had also allowed me to snap a good shot of the elusive 133. The first of the three to land, 133 was the newest single-seater to reach operational status.https://achtungskyhawk.com/wp-content/uploads/2014/05/as_165_0021.jpgAS_165_002Striking quite the photogenic pose, 165 recovers into RWY 23 after a training sortie. The lead ship of a three-jet formation - consisting also of 133 and 135 - Kockica had been on a practice flypast above the town of Knin in preparation for the Victory Day parade on 5 August.https://achtungskyhawk.com/wp-content/uploads/2014/05/as_p_131135_001.jpgAS_P_131135_001Fully kitted out to operational QRA specification, 131 and 135 blast out on one of their first practice scrambles. A sight we've been waiting to see for ages!https://achtungskyhawk.com/wp-content/uploads/2014/05/as_p_formation_001.jpgAS_P_formation_001Fresh out of the post-assembly test program, 135 leads 122 and 121 on a flypast down Lake Jarun during the 2014 Armed Forces Day. Then (1 June) still the acting QRA pair, 122 and 121 can be seen carrying the weapons pylons for their AA-8 heat-seeking missiles, as well as the MiG-21's distinctive 800 liter centerline droptank. https://achtungskyhawk.com/wp-content/uploads/2014/05/as_p_121122_001.jpgAS_P_121122_001And finally, one last goodbye for both the famous camo scheme and good old 122. Having borne the brunt of CroAF operations pending the arrival of 131 through 135, 122 was finally withdrawn from service about a month ago. Sadly though, 121 - trailing behind and the last "legacy" MiG-21 in service in July - will soon follow suit...2021-05-24T18:17:16+00:00monthlyhttps://achtungskyhawk.com/2014/05/21/photo-intermission-goldfingers-golden-727/https://achtungskyhawk.com/wp-content/uploads/2014/05/as_4k-8888_002.jpgAS_4K-8888_002Looking as fresh as the day it had rolled off the production line, 4K-8888 had actually been completed in 1981, making it one of the last 727s produced. As with many of its siblings still flying today, it had received an aerodynamic upgrade in the form of winglets - as well as several bits of modern avionics needed for safe operation in today's congested airspace.https://achtungskyhawk.com/wp-content/uploads/2014/05/as_4k-8888_001.jpgAS_4K-8888_001A sight for sore eyes - and a sound for sore ears - as 4K-8888 roars into RWY 23. Flying direct from the Azerbaijani capital of Baku, this "727 bizjet" had brought in a trade delegation to discuss various high-yielding business deals with the locals. More importantly (for Achtung, Skyhawk! anyway), 4K-8888 had completed our legacy Boeing set, with the 707, 717, 727, 737, 747, 757, 767 and 777 all visiting over the past few years...2021-05-24T18:05:06+00:00monthlyhttps://achtungskyhawk.com/2014/06/10/photo-report-i-have-nothing-to-offer/https://achtungskyhawk.com/wp-content/uploads/2014/06/as_lzaia_001.jpgAS_LZAIA_001Easily mistaken for a brand new Skyhawk SP, this mint 1978 172N is seen rolling gently towards the main hangar for some minor maintenance. Part of the aforementioned Bulgarian-Serbian fleet, AIA is equipped with a bare bones interior and a special pellet dispenser in place of the regular baggage door. In immunization operations, the aircraft is manned by a crew of two, with the second member manually feeding the dispenser with pellets from chilled boxes (kept overnight in a refrigerated truck trailer).https://achtungskyhawk.com/wp-content/uploads/2014/06/as_lzspv_001.jpgAS_LZSPV_001Even though it is relatively busy even at the worst of times, on this morning Varaždin appeared to be host to a mini Cessna convention, with seven 172s, one 182 and one 210 lining the main taxiway and apron. The culprits for this threefold increase in Cessna numbers were the seven 172s from Bulgaria and Serbia, in country on a fox immunization contract and for the time being operating out of Varaždin...https://achtungskyhawk.com/wp-content/uploads/2014/06/as_9admg_001.jpgAS_9ADMG_001Reasons for getting up at 4 AM to go flying: here’s #1… beautifully smooth air, absolute quiet on the frequency, an agreeable 26 Centigrade aloft – and a fantastic view of sleepy Zagorje as I ferry DMG to Varaždin for servicing at 5:30 AM.https://achtungskyhawk.com/wp-content/uploads/2014/06/as_mils_001.jpgAS_Mils_001The (mostly) fine weather had also lured out the air force, allowing us to play a bit of spot the differences! Even though they are essentially the same aircraft underneath, the legacy Mi-8MTV-1 and the modern Mi-171 do diverge in a number of details - the most obvious being the 171's flat rear ramp. Other more subtle changes include the additional forward fuselage door - which had necessitated the relocation of the aircon unit to the top of the fuselage - and the Doppler Navigator antenna array moved further back down the tail boom. Intended to also provide at least some of the capability of the country's long decommissioned Mi-24 fleet, the 171s also sport some additional combat equipment, including bolt-on armor plating around the cockpit, flare dispensers (above the CroAF roundel on the rear fuselage), IR jammers (at the back of the gearbox assembly) and provisions for carrying up to four B8V unguided rocket packs.https://achtungskyhawk.com/wp-content/uploads/2014/06/as_9axca_001.jpgAS_9AXCA_001A scene straight out of WW I as one of Lučko's most famous residents flies leisurely overhead. Lovingly crafted over a period of several years - mostly out of materials found in hardware stores - XCA is a modern replica of the first proper aircraft built in Croatia: the P-3 of 1910 (designed by inventor Slavoljub Penkala). Not exactly a one-for-one replica, the CA-10 includes a host of aerodynamic improvements to make it easier to fly, as well as a modern 80 HP Rotax 912ULS in place of the extinct Laurin & Klement inline.https://achtungskyhawk.com/wp-content/uploads/2014/06/as_oe9129_001.jpgAS_OE9129_001Definitely one of the more interesting aircraft I've come across over the years! Sporting an unusual configuration for what is essentially a motorglider, the HB-21 is quite the performer despite its frail looks, easily rivaling the Piper Super Cub in the climb. Indeed, OE-9129 was bought specifically to replace PA-18 9A-DBU in the glider tow role, with trials revealing it's more than a match even when hauling a heavy glider such as the Let L-13 Blanik...https://achtungskyhawk.com/wp-content/uploads/2014/06/as_9abks_002.jpgAS_9ABKS_002Another look at our charismatic fuel-to-noise converter. Powered by an 8.5 liter/520 cu in engine developing 300 HP and whirling a 208 cm/82 in diameter prop - which is well into the transsonic region on take off - BKS is not the most conspicuous machine around, and can - during favorable winds - be heard all the way to the center of Zagreb, some 10 km/5 NM away...https://achtungskyhawk.com/wp-content/uploads/2014/06/as_9abks_001.jpgAS_9ABKS_001The Carryall in its element: on grass under sunny skies on a beautiful spring day. An aircraft with a rich history in the country, BKS was produced back in 1977, entering service with local operator Pan Adria the same year. Used for tailwheel conversion training and crop dusting, it would pass to the Viša zrakoplova škola flight school a few years later, where it would serve as an IFR trainer. Following the school's collapse in the late 80s, BKS would end up in the fleet of Aeroklub Zagreb, where it was stripped, lightened and turned into a skydive aircraft - a role it fulfills even today. An interesting personal detail is that this aircraft seems to follow my family around, starting with my dad who used to work in Pan Adria, mom who used to work at Viša zrakoplovna škola - and me currently flying it on behalf of AK Zagreb.2021-05-24T18:03:07+00:00monthlyhttps://achtungskyhawk.com/2014/07/06/photo-report-life-at-lucko-june-2014/https://achtungskyhawk.com/wp-content/uploads/2014/07/as_oe9198_001.jpgAS_OE9198_001The simple, uncluttered - and amazingly roomy - cockpit of the HB-21 motorglider. Featured here for the first time in my previous post, the HB-21 is an unusual pusher prop design, powered by a 2.4 liter Porsche/VW engine developing 100 HP. Light as a feather and with a wingspan that covers several post codes, the HB-21 has demonstrated an ability to tow gliders on par with that of the Super Cub - the very reason it was bought and brought to Croatia in the first place.https://achtungskyhawk.com/wp-content/uploads/2014/07/as_n50dd_001.jpgAS_N50DD_001The mighty heart of Cessna's most sophisticated and capable single-engine model. It's full name dragging out to "Continental TSIO-540-AF", this engine is equipped with a turbocharger (TS - turbosupercharged) and direct injection (I - injected), while its six cylinders are arranged in a boxer pattern (O - opposed) and together give a cubic capacity of 540 cubic inches (8.8 liters). In this sub-version (AF) it produces 310 HP, while the design itself is capable of putting out anything between 260 and 375 HP.https://achtungskyhawk.com/wp-content/uploads/2014/07/as_204_002.jpgAS_204_002A big rotor, two powerful engines and freshly mowed grass is all you need to show just how turbulent (and interesting) the flow of air and exhaust around a helicopter is...https://achtungskyhawk.com/wp-content/uploads/2014/07/as_204_001.jpgAS_204_001Profiles that only Mother Mil could love - but which nevertheless clearly show the family connection shared by these two renowned designs. Another visitor from Divulje AB, 204 had flown only a few circuits today - but the "bambi bucket" located by one the helicopter start gates suggests that some firefighting training was also on the menu at some point...https://achtungskyhawk.com/wp-content/uploads/2014/07/as_9abkp_001.jpgAS_9ABKP_001Another interesting resident of the Croatian civil register on a repeat visit to the field. Cessna's sole purpose-built agricultural aircraft, the model 188 together with the Piper Pawnee and the Air Tractor constitutes the Big Three of the crop dusting world, and had proven itself most of all in the backwoods of Australia and New Zealand. BKP itself has however led a more sedate life, spending its entire existence hopping about eastern Croatia. Manufactured in 1977, it was part of a large batch of various Cessna models bought by the Yugoslav government in the late 70s, and has up until this point flown under only two other regs: N731GB during delivery, and YU-BKP until the dissolution of Yugoslavia in 1991...https://achtungskyhawk.com/wp-content/uploads/2014/07/as_9agpt_001.jpgAS_9AGPT_001An (internationally common) transport solution that has surely raised a few eyebrows on Croatian roads. More commonly of the closed box type, a trailer such as this is used to transport gliders to and from gliding sites - and was on this occasion used to move this fine Pirat from its home base at Buševec Airfield (LDZB, now closed indefinitely) to Lučko for an extended period of time.2021-05-24T17:56:12+00:00monthlyhttps://achtungskyhawk.com/2014/09/24/photo-report-news-from-the-realm/https://achtungskyhawk.com/wp-content/uploads/2014/09/as_s5dob_0011.jpgAS_S5DOB_001A bit of that Alpine feel as we climb along the MODRO 1W departure procedure following takeoff from RWY 30 at Ljubljana (LJLJ), Slovenia. While we were expecting (and hoping for) a bit of fog to test our instrument skills, by the time we'd gotten airborne it had already transformed into broken mid-altitude clouds, leaving us with an almost ideal late summer's day (despite the frosty 12 C out on the apron!).https://achtungskyhawk.com/wp-content/uploads/2014/09/as_s5djm_001.jpgAS_S5DJM_001A machine that gives no impression that it is actually 33 years old, DJM is one of the last Skylane RG models to have been manufactured by the renowned Reims works, located in the town of the same name up in northeastern France. Sporting retractable landing gear, full IFR equipment and the capability to carry four people with nearly full fuel tanks, the 182RG is probably one of the best cheap - but still capable - light touring aircraft nowadays available...https://achtungskyhawk.com/wp-content/uploads/2014/09/as_04-4137_001.jpgAS_04-4137_001Another of the year's Globemasters to have visited Pleso, "Reach 574" is just about to put to an end its long flight from Mazar-i-Sharif in Afganistan. Transporting home soldiers of several NATO nations, it would eventually depart again towards Kogalniceanu Airport, serving the Romanian coastal city of Constanta.https://achtungskyhawk.com/wp-content/uploads/2014/09/as_59-1495_001.jpgAS_59-1495_001The "Grey aircraft only seem to fly in on grey days" photo series continues with the legendary Stratotanker, which had on this occasion hauled itself into Zagreb all the way from Minneapolis. A modernized version of the aircraft that many still consider to be THE tanker, the R model differs primarily by its powerplant, dispensing with the old J-57s in favor of the modern, economical - and significantly quieter - CFM56. An interesting detail is the frost on the wing underside, a common feature on original 717s* during humid days.https://achtungskyhawk.com/wp-content/uploads/2014/09/as_9advm_002.jpgAS_9ADVM_002The simple and uncluttered cockpit contains everything one really needs for a good time aloft. Interestingly, even though it is powered by a four-cylinder engine developing 200 HP, DVM uses a fixed pitch propeller - something not generally seen on speedy homebuilt kits of this power range.https://achtungskyhawk.com/wp-content/uploads/2014/09/as_9advm_001.jpgAS_9ADVM_001One of the most beautiful kit planes in Croatia is seen rolling towards RWY 10R after a short fuel stop. Part of the famous Van's family of nippy two-seaters, DVM is the company's only design registered here, and spends most of its time staying clear of the more frequented airfields (to the continuing disappointment of the author).https://achtungskyhawk.com/wp-content/uploads/2014/09/as_9agba_002.jpgAS_9AGBA_002While it sounds deceptively simple, a proper aerotow take-off often requires a helping hand on the ground. Due to the absence of a conventional landing gear arrangement, most gliders - especially those boasting larger wingspans - require someone to hold the wingtip at the start of the take-off run. Intended to prevent it from scraping along the ground and possibly slewing the glider off course, this is only necessary during the first few seconds of the run, until the speed builds up sufficiently for the aerodynamic forces on the ailerons to take over.https://achtungskyhawk.com/wp-content/uploads/2014/09/as_9agba_001.jpgAS_9AGBA_001The only (operational) Blanik at Lučko poses with its best friend while they wait on RWY 28R for their pilots to assemble. In the event, the first flight of the day would be with a future gliding student, who was given a short demo flight above the western end of town...2021-05-24T17:50:37+00:00monthlyhttps://achtungskyhawk.com/2014/10/01/rare-aircraft-old-hat-sud-alouette-ii-9a-hat/https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9ahat_005.jpgAS_9AHAT_005A rare archive shot from the days HAT had still sported its original red-black scheme. Quality's not the best, but at this point my first DSLR was still a year or so in the future...https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9ahat_004.jpgAS_9AHAT_004Quite a compact little package, the Artouste (in its original "Artouste I" version) was originally designed to serve as an Auxiliary Power Unit (APU) on larger aircraft - a role it ended up fulfilling only on the Vickers VC10. Realizing the sales potential of a light, low-power turboprop to power the next generation of light aircraft, Turbomeca squeezed more power out of it, added more sophisticated controls and renamed it the Artouste II...https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9ahat_003.jpgAS_9AHAT_003Equally as simple as the exterior, the interior of HAT contains everything you really need for classic "day VFR" operations. The panel itself is a mix of instruments with German, French and English labels, a reflection of the colorful life it had led prior to its arrival to Croatia...https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9ahat_002.jpgAS_9AHAT_002Cooling slowly down as it prepares for an overnight stop following an extended mission across the north of Croatia. A beautiful example of simple and straightforward design, the Alouette II is essentially made up only of a rudimentary cabin, a large fuel tank, some girders for the tail - and a compact, but very loud, Artouste bolted to its back...https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9ahat_001.jpgAS_9AHAT_001Approaching one of Lučko's eastern aprons as Scheibe Falke 9A-DBV shoots some touch & goes in the back. I'd been chatting with a friend and enjoying the sunset when I heard an unfamiliar rotor/engine combination... a quick sprint with my camera across the field had revealed that an already fine flying day was about to get much better!2021-05-24T17:44:03+00:00monthlyhttps://achtungskyhawk.com/2014/10/12/photo-report-24th-zagreb-kup-precision-landing-championship/https://achtungskyhawk.com/wp-content/uploads/2014/10/as_24kgz_007.jpgAS_24KGZ_007Deja-vu from 2013... even though there was almost no wind for the entire duration of the competition, occasionally some of the contestant had made a hash of their final "no flaps, no power" approach, forcing them to stretch their glide as much as possible and plonk the aircraft down on its last few Newtons of lift. While this does look somewhat dramatic, the competition rules allow it up to a point, provided the wheel in the air is at a height less than its diameter and for not more than 5 meters horizontal distance covered.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_24kgz_006.jpgAS_24KGZ_006Even though it happens only rarely, it is not unseen for contestants to have occasional tailstrikes during these sorts of competitions. Thankfully, in this case the actual strike was very light and brief, with only the tail tie-down ring making contact with the ground. Had it not been there to kick up the grass, we likely would have never noticed...https://achtungskyhawk.com/wp-content/uploads/2014/10/as_24kgz_005.jpgAS_24KGZ_005"Caution wake turbulence". They may not be fast jets and there's no smooth tarmac under their tires, but it nevertheless makes one happy to see them! Interestingly, by the time CCG had turned onto the crosswind leg, the lead ship of the group - Cessna 172N 9A-DHL - was already turning final...https://achtungskyhawk.com/wp-content/uploads/2014/10/as_24kgz_0041.jpgAS_24KGZ_004A crowd on final like we're at a proper airport! Even though the competition specified a separation standard of one and a half minutes between successive aircraft - enough to have four machines evenly spaced around the circuit all at once - different piloting techniques and approaches had invariably eroded it from time to time...https://achtungskyhawk.com/wp-content/uploads/2014/10/as_24kgz_003.jpgAS_24KGZ_003One of life's rare opportunities to stand in front of a (slowly) taxing aircraft on the primary runway of a (somewhat) busy airfield with a camera in one hand and a cool beverage in the other!https://achtungskyhawk.com/wp-content/uploads/2014/10/as_24kgz_002.jpgAS_24KGZ_002To avoid running over the above - and the occasional judge - on the way to the intermediate position, the competitors had to taxi past the field on the left side of the runway, which had conveniently brought them to within a few meters of my position - thus allowing me plenty of opportunity to play with various compositions as they rolled by. One of these had inadvertently ended up being a study of the minute differences and options available on the Cessna 150 during its production run...https://achtungskyhawk.com/wp-content/uploads/2014/10/as_24kgz_001.jpgAS_24KGZ_001The first group of competitors (minus C150 9A-DMI standing to my left) prepares for take-off down RWY 28L. Since they were departing individually, for reasons of safety the lead ship had to be the fastest of the group - C172 9A-DFH - with the three slower C150s at the back sequenced by their pilots' precedence on the competition roster. Of note, since the competition field took up half the width of the runway, all competitors had to take off from an intermediate position - roughly 200 meters from the threshold - to avoid blowing the flags and lime away... https://achtungskyhawk.com/wp-content/uploads/2014/10/as_24kgz_000.jpgAS_24KGZ_000A handy visual guide to everything you need to know about the competition. Closest to me is the landing field used for the purpose, drawn up in lime powder on the right side of RWY 28L. 72 meters long in total, it is marked off in several 5 meter wide grids, plus a two meter wide "zero mark" that represents the ideal touchdown point. For 20 meters on either side, the grids are further split into one meter wide segments - as shown here - to aid the judges in determining the exact point of contact. Further back behind the field are three of the seven competition aircraft - parked on RWY 28R - with the competitors monitoring progress on the runway's edge.2021-05-24T17:34:07+00:00monthlyhttps://achtungskyhawk.com/2014/10/19/photo-report-life-at-lucko-october-2014/https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9adsi_002.jpgAS_9ADSI_002A peek inside DSI's clean and pleasant interior. Somewhat more complicated than a modern purpose-built TMG, the L-13SE contains almost as many controls as a standard light piston aircraft, including levers for the throttle, choke, elevator trim, airbrakes, wing flaps, cowl flaps and landing gear.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9ahmb_002.jpgAS_9AHMB_002Universally popular primarily due to their low acquisition costs and very agreeable operating economics, all R-22s are powered by variants of Lycoming's O-320 four-pop - essentially the same engine fitted to the standard Cessna 172N. However, to prevent it from overloading the transmission system (and to assist with longevity), on the R-22 the engine has been de-rated from its nominal 160 HP to just 124. Another important modification - always the eyesore - is the forced cooling fan bolted to the rear of the engine, designed to blow cool, fresh air over the engine block and compensate for the lack of ram cooling in flight.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9ahmb_001.jpgAS_9AHMB_001Once the fog did clear, flight ops had immediately picked up, including a few flights by the diminutive (and rarely seen) HMB - one of only two R-22s in Croatia and the only one still flying. The first series-produced design to come out of the pen of Frank Robinson - a world-renowned tail rotor expert - the R-22 had first flown way back in 1975 and has persisted in production to this day. HMB itself is an early Mariner version, equipped to carry inflatable floats on the skids for over-water operations and sporting an auxiliary 41 liter / 11 USG fuel tank located right behind the pilot. Interestingly, even though it is registered in Croatia and is operated by a Croatian company - Helimax - it is usually based at Ljubljana (LJLJ) in neighboring Slovenia.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_ldzl_001.jpgAS_LDZL_001While for the most part the weather was just as fine as described in the introduction, several mornings - Sunday 19 October included - did let the side down. A common problem during autumn and winter (especially after prolonged rainy seasons such as this summer's), Lučko, Pleso and indeed the whole of southern Zagreb can be blanketed by thick fog that can reduce visibility down to just 50 meters. While they tend to persist for days or even weeks during the winter, in October and early November they frequently disperse around noon, often leaving behind fantastic anticyclonic weather. On this occasion, a 125 meter visibility and 11 degrees Centigrade were replaced by clear blue skies, 23 Centigrade and just a hint of wind - all within one hour.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9agze_001.jpgAS_9AGZE_001Definitely the most unusual new arrival into our little fleet, the Sova ("owl") is an intriguing single-seat motor glider, designed and built by Mr. Marijan Ivanček. Among the many interesting details is the propeller - whirled by a two-stroke Rotax - that folds back under the action of a spring when the engine is not running, thus significantly reducing drag during soaring flight without the need to incur the weight penalty of a fully-retractable prop (of note, while the Sova is a glider with an engine, it does not fall into the same category as the Vivat from two photos above. Due to its ability to fly and operate like a "normal aircraft" during powered flight, the L-13SE is classified as a TOURING motor glider; the Sova however lacks that capability, and is thus labelled as an "engine-assisted glider").https://achtungskyhawk.com/wp-content/uploads/2014/10/as_helo_001.jpgAS_helo_001You could be forgiven for thinking that Lučko was having a helicopter theme day today! As well as HAT, HBA and HBB (the latter of which would later fly a short winch test), we'd soon be joined by Agusta-Bell AB.212 9A-HBM, which had - despite the day's wind and in true Huey fashion - announced its arrival from miles away. Interestingly, the military side of the airfield was deserted for most of the afternoon, without a single Mi-8/171 to be seen (which in itself is quite unusual).https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9adsi_001.jpgAS_9ADSI_001Hands down one of the most interesting touring motor gliders (TMGs) in the region, the ungainly Vivat is actually based on the classic Let L-13 Blanik all-metal training glider, to which a 65 HP Walter Mikron III engine, side-by-side seating and a tougher, fully retractable landing gear have been added. Normally based at Sinj Airfield (LDSS) near Split, DSI had on this occasion popped into Lučko for some servicing, having suffered persistent issues with the engine starter.https://achtungskyhawk.com/wp-content/uploads/2014/10/as_9abks_001.jpgAS_9ABKS_001Back home after an extended leave of absence due to a Cessna-mandated corrosion check, the legend of Lučko is back on the flying circuit. Parked - unusually - outside the hangar following its return from Varaždin (LDVA), BKS easily dominates the apron even in the dark...2021-05-24T17:28:06+00:00monthlyhttps://achtungskyhawk.com/2014/04/17/photo-report-high-seventy-five-the-learjet-75-at-zagreb/https://achtungskyhawk.com/wp-content/uploads/2014/04/as_n446lj_007.jpgAS_N446LJ_007While it is technologically far removed from the original 23 - and even the legendary 31 - the 75 still sports those evocative, exciting lines of the classic Learjet. With that narrow nose, short-span wing and short vertical stabilizer - plus a perfectly proportioned fuselage - it continues to dominate the business jet segment in sheer visual (and visceral) appeal. Also note the new winglets, installed at a significantly more obtuse angle than on the 45.https://achtungskyhawk.com/wp-content/uploads/2014/04/as_n446lj_006.jpgAS_N446LJ_006A reverse view from the lavatory (which also doubles as the ninth passenger seat). At my 1.93 m / 6ft 3 in, navigating the cabin was a bit interesting - but not nearly as much trouble as I would have thought. Provided you're not carrying a huge camera bag on your back, entry, seating and exiting is pretty straightforward, with very few objects you could snag with your limbs or clothes on the way. https://achtungskyhawk.com/wp-content/uploads/2014/04/as_n446lj_005.jpgAS_N446LJ_005Like on all modern Learjets, the cabin of the 75 is comfortable - but not all that roomy. Updated along with the rest of the aircraft, it now features pop-up video monitors linked to touchscreen controllers installed at every seat, as well as several new trim options - the best of which is this pleasant and warm cream-wood combo.https://achtungskyhawk.com/wp-content/uploads/2014/04/as_n446lj_004.jpgAS_N446LJ_004One of the reasons for the cockpit's cleanliness lies in the relocation of the light switches to the overhead console - the first such panel ever fitted to a Learjet.https://achtungskyhawk.com/wp-content/uploads/2014/04/as_n446lj_003.jpgAS_N446LJ_003Many news here in the pointy end! Doing away with the Primus, the 75's cockpit is based around the new Garmin G5000 suite which - in addition to all the usual features - also includes the Synthetic Vision System (SVS). Notably cleaner and less cluttered than those of previous Learjets, the 75's flight deck actually feels more open and airy - despite the fact that it is of the same size as that on the 45 (also, sorry for the poor crop... the F/O was preparing the bird for its onward flight so I though it best to intrude as little as possible).https://achtungskyhawk.com/wp-content/uploads/2014/04/as_n446lj_002.jpgAS_N446LJ_002Looking stunning in the golden afternoon light. Even though it was in town for just half an hour on a "mere" technical stop, N446LJ's visit was nevertheless quite the local exclusive, marking the type's first ever appearance both in Croatia and South-Eastern Europe.https://achtungskyhawk.com/wp-content/uploads/2014/04/as_n446lj_001.jpgAS_N446LJ_001It's hard not to notice those classic, speedy lines that have been the hallmarks of the Learjet ever since the original model 23 of 1963.2021-05-23T15:59:28+00:00monthlyhttps://achtungskyhawk.com/2015/03/03/history-ye-olde-zag-80s-ldza-airport-charts/https://achtungskyhawk.com/wp-content/uploads/2015/03/as_ldza_16-1.jpgAS_LDZA_16-1The ninth and final chart in the set (quite a bit less than the modern 15!). Even though PI has been upgraded, the locator approach still exists - with two having also been added for the RWY 23 end.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_ldza_11-2.jpgAS_LDZA_11-2On the opposite approach, things have stayed more or less the same, with the major exception being an ILS frequency change to 109.10 (plus the final approach course change due to magnetic variation).https://achtungskyhawk.com/wp-content/uploads/2015/03/as_ldza_11-1-1.jpgAS_LDZA_11-1 1The approaches themselves had, however, undergone the most change. What was just a "lowly" CAT I ILS in 1982 is nowadays a CAT IIIb system with DME (installed in the early 2000s), operating on the same frequency but with a final approach course of 044 degrees to cater for 33 years of magnetic variation change. With the aforementioned exception of PI, all of the radionav frequencies had stayed the same - though we'd recently gained another DME (LUK, 109.85), collocated with the outer marker. The communications frequencies have undergone a change as well, with Approach now using 120.700 as the primary and 118.500 as backup.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_ldza_10-3c.jpgAS_LDZA_10-3CThe final SID page is pretty much completely invalidated today due to the aforementioned removal of KOS NDB. As a consequence, airways B9 and UB9 (on the rightmost departure track) have been abolished, with their replacements - L187 and UL187 - using a nearby point called TEBLI.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_ldza_10-3b.jpgAS_LDZA_10-3BThe waypoints of the third SID page are, however, mostly correct today: KOPRY and NASSY are still used, with only BEREK having been withdrawn.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_ldza_10-3a.jpgAS_LDZA_10-3AAnother departure (and another chart that is far more cluttered in 2015). Among the many other notable differences, the point INNA from the upper procedure no longer exists, while the locator PI from the lower procedure is now a "full-blown" NDB called PIS and operating on 424 kHz.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_ldza_10-3.jpgAS_LDZA_10-3The first of the SID charts illustrates a fascinating mix of old fashion NDB navigation and "newfangled" waypoints. VALLU (in the top procedure) still exists, while PAPA (in the lower procedure) would later become MACEL. The latter was actually located a few miles inside Slovenia (even though it was a border point), which would in the early 2000s lead to its replacement by point PODET located right on the border.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_ldza_10-1.jpgAS_LDZA_10-1A glimpse into times where reliable area navigation was still years in the future and waypoints were few and far in between, the STAR Chart makes for fascinating viewing. Far, far more complex in modern times (featuring several times as many arrival routes), the chart also shows another anachronism: the KOS NDB in the lower right corner, dismantled and shut down at the beginning of the 90s during the civil war.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_ldza_11-1-2.jpgAS_LDZA_11-1 2Chronologically out of order, the most interesting chart of them all is the Airport Chart, showing what ZAG had looked like at the end of 1982. While at first glance it doesn't appear to have changed much in the intervening 33 years, there are a few notable differences: there's no GA apron (which would be added in the early 2000s as an extension of the main apron to the south), the parking positions for large aircraft are at the apron's southern end (nowadays they're at the northern, which had also been widened to be flush with the remainder) and the main parallel taxiway is designated M (changed to F sometime in the 90s).2021-04-27T17:21:40+00:00monthlyhttps://achtungskyhawk.com/2014/07/31/operations-the-empty-skies-of-croatia/https://achtungskyhawk.com/wp-content/uploads/2014/07/as_melisa_006.jpgAS_Melisa_00650 minutes into the resumed operation, the delays were still in excess of 45 minutes. However, the priority was to get the flights on the ground back into the skies, as well as smooth out the flight paths of aircraft swerving to avoid both the storms and Croatian airspace.https://achtungskyhawk.com/wp-content/uploads/2014/07/as_melisa_005.jpgAS_Melisa_005The first of Eurocontrol's "non-availability" messages for Zagreb FIR (LDZO).https://achtungskyhawk.com/wp-content/uploads/2014/07/as_melisa_004.jpgAS_Melisa_004By the time all flights had left Croatian airspace - or diverted to nearby airports - we'd gotten a scene we haven't seen since the eruption of Ejyafjallajökull back in 2010... and right in the middle of one of South-Eastern Europe's busiest corridors.https://achtungskyhawk.com/wp-content/uploads/2014/07/as_melisa_003.jpgAS_Melisa_003Eurocontrol's Network Situation snapshot showing the average delay per FIR. Taken during the peak of the storm, it shows that even before the ACC failure the weather was beginning to have a severely adverse effect on the traffic picture.https://achtungskyhawk.com/wp-content/uploads/2014/07/as_melisa_002.jpgAS_Melisa_002A similar, but more colorful, snapshot from neighboring Slovenia. As you can see, the core of the cyclone had passed several miles south-east of the city center - rolling pretty much directly across the airport.https://achtungskyhawk.com/wp-content/uploads/2014/07/as_melisa_001.gifAS_Melisa_001The situation during the worst of it, as seen by the State Meteorological Institute weather radar in eastern Croatia (the city of Zagreb is denoted by ZG)...2021-04-25T19:48:15+00:00monthlyhttps://achtungskyhawk.com/2015/04/07/photo-report-the-simulated-experience/https://achtungskyhawk.com/wp-content/uploads/2015/04/as_dh8dffs_007.jpgAS_DH8DFFS_007And for reference to the above, a similar (but not quite there) daylight shot from an actual Q400 sporting the same avionics and equipment setup.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_dh8dffs_0061.jpgAS_DH8DFFS_006Along with the aircraft simulation, one of the most important parts of the FFS is the motion system, seen here pitching down on the aforementioned Gulfstream 450/550 unit (which is broadly identical to the one on the Q400). Intended to simulate a number of forces felt aboard the actual aircraft, this system is actually far more clever than it initially appears to be, and uses the fact that the occupants have no visual reference to the simulator hall to trick their senses into believing the aircraft is continually accelerating, braking or maneuvering. As most modern systems, this one is electrically powered, as indicated by the motors on each suspension leg.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_dh8dffs_0011.jpgAS_DH8DFFS_001A view of just part of ONE OF the simulator halls at the FSI training center, located at the northern end of Farnborough Airport. With space for five units, this hall contains devices for the King Air B200 (where a party is currently in progress), Hawker 400XP and the Dash 8 Q400, with a Gulfstream 450/550 located behind me. There's also a separate hall reserved solely for various Citation models - and another which contains, among others, units for the Sikorsky S-92 Helibus and the C-17 Globemaster.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_dh8dffs_0052.jpgAS_DH8DFFS_005An important part of every simulator and FNPT is the visual system, which is responsible for the view outside. The Vital 9 unit used for the Dash 8 FFS provides a field of view of 180 degrees horizontally and 40 degrees vertically, with the picture provided by three cross-mounted projectors located on the top of the cab. And while the graphics quality may be inferior even to PC-based games, for training purposes it is more than enough, since most of the time the crew need look out only on take-off, approach and landing (where the runway and its lighting systems are the most important cues).https://achtungskyhawk.com/wp-content/uploads/2015/03/as_dh8dffs_004.jpgAS_DH8DFFS_004Having a bit of creative fun between two training sessions. Since Bombardier offers several avionics options for the Dash 8 - including one or two FMS units, different flight director visual styles and imperial or metric weight measurements - the FFS can also be configured to simulate all possible setups, which are then tailored to the needs of specific operators using the sim.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_dh8dffs_003.jpgAS_DH8DFFS_003A close-up of the instructor's panel. Even though it doesn't look like much at first glance, the control and recording system behind it is very sophisticated, and when paired with networked computers in on-site classrooms, allows detailed analyses of the exercise from all aspects. Interestingly, the "soft" simulation parameters - position, traffic, weather, system failures and so on - are controlled via touchscreens, while elements such as the crew interphone and interior cockpit lighting by hard switches on the right sidewall.https://achtungskyhawk.com/wp-content/uploads/2015/03/as_dh8dffs_002.jpgAS_DH8DFFS_002A look at what hides inside the white cube of the Full Flight Simulator. Pretty spacious and comfortable (often more so than the actual aircraft!), higher-grade FFSs contain an inch-perfect replica of the real cockpit, complete with fully-simulated systems - as well as a control panel for the instructor, which allows control over all aspects of the simulation.2021-04-25T18:32:58+00:00monthlyhttps://achtungskyhawk.com/2015/04/14/photo-report-going-up-cessna-u206g-9a-adv/https://achtungskyhawk.com/wp-content/uploads/2015/04/as_9aadv_009.jpgAS_9AADV_009Always a brutish looking thing, ADV's high-contrast scheme makes it look even more purposeful and powerful.https://achtungskyhawk.com/wp-content/uploads/2015/04/as_9aadv_008.jpgAS_9AADV_008Repainted into the operator's "house colors" in December 2014, ADV certainly stands out on the apron. The more eagle-eyed readers will also have noticed that the aircraft now sports the U206's standard cargo doors; with the skydive version not being the most thief-proof option, the standard set is installed for each over-night stay out in the open.https://achtungskyhawk.com/wp-content/uploads/2015/04/as_9aadv_007.jpgAS_9AADV_007Also frequently seen on seaplanes, wing fences prevent the horizontal spill of air across the span of the wing, making the airfoil far more efficient. Interestingly, ADV's seem modified, since on all 206 floatplanes that I've seen they extend forward across the wing for at least half its chord...https://achtungskyhawk.com/wp-content/uploads/2015/04/as_9aadv_0062.jpgAS_9AADV_006Another remnant from ADV's seafaring days are the vortex generators, located along the upper leading edge of the wing and just in front of the rudder on the vertical stabilizer. By creating a turbulent flow of air just along the surface, they cause the flow to stick to said surface for longer than it normally would, enhancing its aerodynamic properties (at the expense of increased drag). On a seaplane they counter the various pitch and roll moments created by the floats (located well below the CG); on a landplane, they translate into reduced take-off and landing rolls, a lower stall speed and better stall response - and generally improved handling at high Angles of Attack (during low speed and/or high weight conditions).https://achtungskyhawk.com/wp-content/uploads/2015/04/as_9aadv_0051.jpgAS_9AADV_005In addition to a full IFR suite w/ autopilot, the nicely equipped panel also includes several useful features for skydive ops, including a moving-map GPS (great for putting the jumpers right on target), EGT and CHT gauges (to avoid overheating the engine during prolonged high-power climbs in hot weather) - as well as a stormscope for avoiding summer CBs common in the region. An interesting detail are the two windshield crossbeams, a leftover from ADV's seaplane days (also my apologies for the glare, the sun was low and I couldn't bear to nag with re-orientating the aircraft).https://achtungskyhawk.com/wp-content/uploads/2015/04/as_9aadv_0041.jpgAS_9AADV_004Like virtually all other skydive 206s, ADV accommodates six skydivers in addition to the pilot. Their sitting locations determine the sequence for jumping, which is further indicated by the note on the aft bulkhead.https://achtungskyhawk.com/wp-content/uploads/2015/04/as_9aadv_0031.jpgAS_9AADV_003The interior is - by necessity - pretty spartan, since skydive ops are not really kind to fancy upholstery! Note also the two black panels (one set against the copilot's station and one folded down behind the pilot's seat) which permit skydivers to leisurely lean back during long climbs without fear of interfering with any of the aircraft's controls.https://achtungskyhawk.com/wp-content/uploads/2015/04/as_9aadv_0021.jpgAS_9AADV_002Another remnant from ADV's seafaring days are the vortex generators, located along the upper leading edge of the wing and just in front of the rudder on the vertical stabilizer. By creating a turbulent flow of air just along the surface, they cause the flow to stick to said surface for longer than it normally would, enhancing its aerodynamic properties (at the expense of increased drag). On a seaplane they counter the various pitch and roll moments created by the floats (located well below the CG); on a landplane, they translate into reduced take-off and landing rolls, a lower stall speed and better stall response - and generally improved handling at high Angles of Attack (during low speed and/or high weight situations).https://achtungskyhawk.com/wp-content/uploads/2015/04/as_9aadv_001.jpgAS_9AADV_001Looking splendid (and quite eye-catching) in its new colors as it cools down following the last flight of the day. A significant capacity increase for the Croatian skydive scene, the 206 is quite a step up from the more usual 182s and occasional 185...2021-04-25T18:26:14+00:00monthlyhttps://achtungskyhawk.com/2015/04/22/photo-report-spring-at-pleso/https://achtungskyhawk.com/wp-content/uploads/2015/04/as_oycht_001.jpgAS_OYCHT_001While not really a rare aircraft in itself, Air Croatia's sole ATR-42 nevertheless deserves some mention - if anything because of the operational mash-up behind its existence. While it does say "Croatia" on the tin, Air Croatia is actually a Swedish-owned company - and is in fact not an airline, but a tour operator just selling tickets. The flights themselves are operated by Fly Denim of the Netherlands (with its own Air Operator Certificate), using an aircraft registered in Denmark and flown by a cockpit crew provided by Spanish company Aeronova...https://achtungskyhawk.com/wp-content/uploads/2015/04/as_9acqb_001.jpgAS_9ACQB_001Pick your turboprop! From the big and fast to the small and slow, we have it all! Representing 75% of the companies engaged in commercial passenger transport in Croatia, this lineup consists of Dash 8 Q400 9A-CQB (flown by Croatia Airlines), ATR-42-300 OY-CHT (owned by Fly Denim, but operated on behalf of Air Croatia) and Embraer EMB-120 HA-FAL (flown for local carrier Trade Air).https://achtungskyhawk.com/wp-content/uploads/2015/04/as_za704_002.jpgAS_ZA704_002A far more dynamic scene than in real life as ZA704 accelerates after lift off from RWY 05. Like all other RAF Chinooks, it is based at RAF Odiham in central England, a straight-line distance of 1,400 km from Zagreb... meaning ZA704 has quite a bit more to fly yet!https://achtungskyhawk.com/wp-content/uploads/2015/04/as_za704_001.jpgAS_ZA704_001Another very interesting visitor caught taxiing towards RWY 05 for departure to Munich under callsign "RAFAIR 7160". While not the first Chinook to visit Zagreb, ZA704 is definitely one of the more interesting ones, being in fact a "composite" airframe sporting the rear rotor boom of CH-47D ZH257. The latter is a nugget as well, having originally flown with the Argentinian military as AE-520 - and captured by the British on the Falklands in 1982. Going on to serve as an instructional airframe, it would donate its behind to ZA704 following the latter's tail rotor strike in Oman in 1999.https://achtungskyhawk.com/wp-content/uploads/2015/04/as_depap_001.jpgAS_DEPAP_001A little visitor from Germany that will eventually become the newest resident of the Croatian register. A type that's not all that common in around here - its population standing at just two examples - the Arrow is one of Piper's most popular newer-generation singles, and combines retractable gear, a constant speed prop and (in the Turbo version) a turbocharger into one relatively cheap package. D-EPAP seems to be one of the better examples, having been manufactured in 1982 and equipped with a full IFR suite, Garmin GNS430 moving map GPS, stormscope and digital CHT/EGT gauges.https://achtungskyhawk.com/wp-content/uploads/2015/04/as_167_001.jpgAS_167_001One of several MiG-21 flights of the day, "Knight 96" is seen recovering into RWY 23 after a training flight. The morning had also seen sorties by the Croatian AF's AT-802 and Mi-171Š, making for a thoroughly impressive spectacle!2021-04-25T18:17:32+00:00monthlyhttps://achtungskyhawk.com/2015/05/22/photo-report-smoke-no-mirrors-md-82-9a-cbg-at-rijeka/https://achtungskyhawk.com/wp-content/uploads/2015/05/as_9acbg_004.jpgAS_9ACBG_004A closer (though sadly backlit) view of the joint between the aft fuselage and nose section. The oval area at the bottom would on normal MDs be covered by the aft wing mount fairing.https://achtungskyhawk.com/wp-content/uploads/2015/05/as_9acbg_0032.jpgAS_9ACBG_003A peek inside. Cleaned out to the bone, the interior only contains those elements which require firefighting practice. Being a cheap-and-cheerful job, the Dim-12's smoke system consists of portable smoke generators, requiring minimal conversion of the airframe.https://achtungskyhawk.com/wp-content/uploads/2015/05/as_9acbg_002.jpgAS_9ACBG_002Gives a whole new meaning to the term "short-body DC-9"! Constrained by the lack of apron space at Rijeka, CBG has been shortened to almost comic proportions by the removal of the entire fuselage section from the 1L passenger door to aft of the wing joint. However, the cut was done with forethought, since in this form the Dim-12 includes access both through a normal passenger door, the aft airstairs and the right-hand side baggage hold door - allowing firefighters to train for quite a number of contingencies.https://achtungskyhawk.com/wp-content/uploads/2015/05/as_9acbg_001.jpgAS_9ACBG_001No guts, no glory... and no engines, wings or interior either! Still wearing its given name from the days of Air Adriatic, CBG is nowadays named for irony!2021-04-25T18:13:18+00:00monthlyhttps://achtungskyhawk.com/2013/11/10/rare-aircraftphoto-report-supersize-me-the-antonov-an-225/https://achtungskyhawk.com/wp-content/uploads/2013/11/as_ur82060_009.jpgAS_UR82060_009The awe-inducing mass of switches, dials and lights that forms the office of the two flight engineers. Even though many of the smaller An-124s - which share the same cockpit - have received some form of digital avionics upgrade over the years, the Mriya is still as (wonderfully) low-tech as it was when it first flew...https://achtungskyhawk.com/wp-content/uploads/2013/11/as_ur82060_0082.jpgAS_UR82060_008A look at things from another angle... from right on top of the control tower. An all-day job, the loading of the transformer - seen on the right - had to progress at a snail's pace, since the slightest mistake with its 140-ton bulk could have resulted in a world of problems...https://achtungskyhawk.com/wp-content/uploads/2013/11/as_ur82060_007.jpgAS_UR82060_007Enjoying a spot of exercise as I attempt to get the 225 fully into the frame. Even though I was using a 17 mm lens on a full frame camera, I'd almost ended up way out on the runway before I got a clean shot. But it was worth it... for while it does look fantastic from all angles, the 225 shows off its best side from this perspective - especially when the tail comes into play. Borne out of necessity when flying external loads, the twin fins encompass 32.6 meters/107 feet of air between them - just 1.5 meters/five feet short of the entire wingspan of the A320 in the back...https://achtungskyhawk.com/wp-content/uploads/2013/11/as_ur82060_006.jpgAS_UR82060_006Time to shine! With the transformer off the ground and suspended from two cranes, it was time for the day's most critical maneuver - rotating and setting the thing directly down onto the wooden skids on which it'll be pulled into the hold. With a mix of Croatian, Ukrainian, English and Hungarian, the guys and gals involved had managed to put the transformer down on the first try, precisely, safely and without drama.https://achtungskyhawk.com/wp-content/uploads/2013/11/as_ur82060_005.jpgAS_UR82060_005A slightly different view of the Mriya's main landing gear. An interesting detail is the uneven wear on the tires; from this perspective of the right main leg, the outer tires on the rearmost wheels are the most worn out, damage identical to that I've seen on the left leg (and caused primarily by the nose-up attitude at landing, which means the rear tires suffer the most stress).https://achtungskyhawk.com/wp-content/uploads/2013/11/as_ur82060_004.jpgAS_UR82060_004Definitely the most impressive part of the 225's intestines is the cargo hold. At 43 meters/140 feet in length - enough to play several sports! - this cavernous space includes a ceiling hoist (seen at the end of the bay), as well as cables that will be used to haul the cargo in. The blue rails were installed specifically for the transformer, and are generally tailored to meed the needs of the cargo carried.https://achtungskyhawk.com/wp-content/uploads/2013/11/as_ur82060_003.jpgAS_UR82060_003A very rarely seen part of any larger aircraft, the 225's avionics bay is big enough to cram in several dozen seats. Not a nice place to be for any extended period of time, the bay is constantly kept hot by the aging avionics, with numerous fans fighting a loosing battle to maintain a decent temperature - and instead only adding to the misery with their high pitched whirrs...https://achtungskyhawk.com/wp-content/uploads/2013/11/as_ur82060_002.jpgAS_UR82060_002An aquamarine panel and six throttle levers - no prizes for guessing the aircraft! A fantastic trip back in time, the 225's flight deck actually employs a six-man crew, including the captain, first officer, navigator, comms officer and two flight engineers - one monitoring the engines, hydraulics and pressurization and the other handling just the electrics. Despite the vastness of the aircraft itself, the cockpit is quite small, dark and cramped, with less headroom than a respectable business jet...https://achtungskyhawk.com/wp-content/uploads/2013/11/as_ur82060_001.jpgAS_UR82060_001The Beast is finally here! And what a sight she is, all clean and shiny and bathed in the apron floods, while all around the evening fog begins to dampen out the background light...2021-04-25T18:06:43+00:00monthlyhttps://achtungskyhawk.com/2015/06/08/photo-report-the-wizard-of-kranj-yuaf-aircraft-restored/https://achtungskyhawk.com/wp-content/uploads/2015/06/as_14325_004.jpgAS_14325_004Perhaps the most surprising detail on the F-86D is the sheer size of its engine. Complete from the tip of the intake centerbody to the exit of the tailpipe, the J47-GE-17B stands at 1.8 tons in mass - quite an increase from the original 1.5 ton J47-GE-13 of the regular Sabre.https://achtungskyhawk.com/wp-content/uploads/2015/06/as_14325_003.jpgAS_14325_003A close-up of the custom camera fit. An American modification of the 1920s British F24 device, the K-24s were also used on the IT-33, and had likely been obtained cheap during one of the West’s post-war “junk sales”.https://achtungskyhawk.com/wp-content/uploads/2015/06/as_14325_002.jpgAS_14325_002 Even though they were dissimilar in a number of respects, the biggest differences between the normal and Dog Sabres were up at the front. Far more complicated than its gunsight & guns-only little brother, the F-86D had in reality needed a second crew member to operate efficiently; however, the Sabre's front fuselage was ill-fitting for the addition of another seat, forcing North American to equip the Dog with some of the first computer systems ever fitted to a combat aircraft in order to keep it functioning as a single-man machine...https://achtungskyhawk.com/wp-content/uploads/2015/06/as_14325_001.jpgAS_14325_001Even without most of its extremities, the Sabre Dog is still a sizable piece of machinery. While it may look compact (like the original Sabre), it actually stands 12 meters from nose to tail - more than the wingspan of the Cessna 172.https://achtungskyhawk.com/wp-content/uploads/2015/06/as_22542_0051.jpgAS_22542_005Looking remarkably like someone had sunk a MiG-25 into the ground, 22542's wings wait to be mated to the airframe. Fully completed, they only lack their weapons pylons (one per wing), which are stored in a nearby garage.https://achtungskyhawk.com/wp-content/uploads/2015/06/as_22542_004.jpgAS_22542_004Not the best of shots, but gripping a ladder with one hand and the camera with the other doesn't leave you much in the way of options! One of the major sections still needing work, the cockpit will eventually be completed to in-service YuAF specs. But even as it is, it's in quite a good nick given the difficulties of obtaining proper equipment for early generation models...https://achtungskyhawk.com/wp-content/uploads/2015/06/as_22542_003.jpgAS_22542_003However, a close-up view maybe best illustrates the level of effort and attention to detail invested in the work: all of the ground crew instruction labels from nose to tail (and there are a lot of them!) have been reproduced in both the correct font and terminology... some rough parts still remain, but I've been told they'd be smoothed out before the aircraft goes on display.https://achtungskyhawk.com/wp-content/uploads/2015/06/as_22542_002.jpgAS_22542_002Very near its final form, outstanding items on 22542 include fitting the wings (which are already refurbished), slotting in its original engine and completing the restoration of the cockpit.https://achtungskyhawk.com/wp-content/uploads/2015/06/as_22542_001.jpgAS_22542_001Quite an evocative sight even without its wings! While keeping track of all the myriad MiG-21 versions can be a daunting task, the elegant F-13 can easily be recognized by its smaller intake and intake centerbody (lacking the radar of the later models), the smaller dorsal hump (which would on subsequent models be enlarged to include additional avionics and fuel), the forward-hinged one-piece canopy - and the Pitot-static tube located under the intake (not fitted here).https://achtungskyhawk.com/wp-content/uploads/2015/05/as_to001_002.jpgAS_TO001_002Attention to Detail 101. In order for the scheme to be as historically accurate as possible, during restoration TO-001 was first painted in its 12660 guise - and then its markings were covered up and superficially repainted in nearly exactly the same manner as in 1991...2021-04-08T16:51:52+00:00monthlyhttps://achtungskyhawk.com/2015/06/22/photo-report-life-at-lucko-june-2015/https://achtungskyhawk.com/wp-content/uploads/2015/06/as_d2871_001.jpgAS_D2871_001The newest resident of the airfield snapped after participation in a local precision landing championship. The only DG-300 in Croatia, 1985-vintage D-2871 is also one of the best-equipped gliders in the area, sporting two competition digital VSIs, a GPS unit - and even a FLARM system (a miniature ACAS designed specifically for use in gliders). Interestingly, despite being a German design, the DG-300 line was manufactured in Slovenia by the Elan works, famous locally for their extensive range of high-quality sporting equipment (particularly skis and sailboats).https://achtungskyhawk.com/wp-content/uploads/2015/06/as_9abks_001.jpgAS_9ABKS_001Always a welcome sight and sound, BKS is seen warming up for a skydive op in the nearby village of Kurilovec. Having to endure continuous operation at both high-power/low-speed and low-power/high-speed regimes, getting the engine's internal temperatures into the green before flight is of vital importance - not only to preserve its stated service life, but also to prevent seizures and internal damage due to sudden temperature changes.https://achtungskyhawk.com/wp-content/uploads/2015/06/as_9abdrdda_001.jpgAS_9ABDRDDA_001The "disintegrating squadron" catching some sun on its temporary parking position in front of the tower. Manufactured in 1967 and 1978 respectively, BDR and DDA had not been off the ground in ages, with the former last noted in the skies in 2003, and the latter sometime in 2006 or 2007...https://achtungskyhawk.com/wp-content/uploads/2015/06/as_9axcaxpc_001.jpgAS_9AXCAXPC_001Several of the many bits of local aviation history hiding in plain sight all over the airfield: a replica of the first aircraft designed, built and flown in Croatia, alongside a type that had given wings to entire generations of local pilots - and both inside a hangar that had previously been home to Bf.109s and Fiat G.50s when it was located at Borongaj Airport in the 40s...https://achtungskyhawk.com/wp-content/uploads/2015/06/as_9apet_001.jpgAS_9APET_001Sporting a new set of clothes, PET gives no indication whatsoever that it is almost half a century old. Still active in skydive circles, it had recently been thoroughly overhauled, and will soon get a purpose-built carbon-fiber skydive door on the right side.https://achtungskyhawk.com/wp-content/uploads/2015/06/as_9advw_001.jpgAS_9ADVW_001A little airplane that is not often seen at Lučko preparing for a short afternoon flight above Zagreb. Normally based at Varaždin Airfield (LDVA) in the north of the country, DVW is among the best "classic" 172s here on the continent, and has already seen off its fair share of student pilots...2021-04-08T16:17:14+00:00monthlyhttps://achtungskyhawk.com/2015/08/05/photo-file-reheat-on-the-croatian-af-back-on-strength/https://achtungskyhawk.com/wp-content/uploads/2015/08/as_117131_0408_0013.jpgAS_117131_0408_001Rocketing out of RWY 05 as the second of three pairs participating in the parade’s opening flypast. Due to the complexities of MiG operations – and their notoriously small fuel tank capacity – the whole airport had been closed to all non-military traffic for the duration of the event (roughly two hours).https://achtungskyhawk.com/wp-content/uploads/2015/08/as_135_0408_001.jpgAS_135_0408_001The last of the six MiGs participating in the final flypast is seen touching down onto RWY 05 during the last minutes of the golden hour. Even though the estimates for the number of jets to be airborne had varied between three and eight, the final six had nevertheless not left anyone indifferent!https://achtungskyhawk.com/wp-content/uploads/2015/08/as_ldzl_0408_001.jpgAS_LDZL_0408_001Not that much different from an ordinary day around here! Even without the fleet returning from the parade, this is a perfect juxtaposition of Lučko: civilians, police & military in (almost) perfect harmony. However, 2 and 4 August had likely broken a few records, with the airfield witnessing five Mi-171s, five Bell JetRangers, three Z-242Ls and one each of the Agusta AB.212 and EC-135 - all starting up at once...https://achtungskyhawk.com/wp-content/uploads/2015/08/as_9ahbm9ahbz9ahba_0208_001.jpgAS_9AHBM9AHBZ9AHBA_0208_001You know your formation is good when even Mother Nature approves (despite the appalling weather during the rehearsal)! Though Storm itself was a strictly military affair, the parade had also included the presence of the firefighters and police, the latter represented by a three ship group composed of every type operated by the force. Of particular note for the occasion was the AB.212, itself a war veteran and participant to numerous medevac and SAR missions during the entire conflict (a significant few of which under fire).https://achtungskyhawk.com/wp-content/uploads/2015/08/as_403405_0408_0011.jpgAS_403405_0408_001Firing up for their run in the parade itself. This had also marked the end of their visit to the airfield, with all three aircraft having proceeded direct to home to Zadar once their flypast had been completed... https://achtungskyhawk.com/wp-content/uploads/2015/08/as_133_2207_0021.jpgAS_133_2207_002133 and sister ship 132 (out of frame) rolling in after completion of the demonstration. In the standard QRA configuration, each jet sports two Monlya R-60 (AA-8 Alphid) short-range IR-homing missiles, and the distinctive BAK 800 liter (211 USG) droptank for increased operational range.https://achtungskyhawk.com/wp-content/uploads/2015/08/as_ko_0408_001.jpgAS_KO_0408_001The traditional centerpiece of any larger aeronautical event in Croatia is the Krila Oluje (Wings of Storm) aerobatic team, which actually owes its name to the operation being celebrated. Even though there have been some upsets with the team of late - with a number of pilots leaving for better paid flying positions abroad - the replacement crews have gotten into their stride quite quickly, enabling the team to continue the team's packed display schedule without major disruption.https://achtungskyhawk.com/wp-content/uploads/2015/08/as_131132_0408_0011.jpgAS_131132_0408_001Sometimes staying away from the epicenter of events can be a good thing. Saluting Lučko along the way, 131 and 132 are seen swinging back towards Pleso as the second of three pairs participating in the final flypast...https://achtungskyhawk.com/wp-content/uploads/2015/08/as_9ahba9ahbz_0408_001.jpgAS_9AHBA9AHBZ_0408_001The old and the new on approach to the Police helipad after their participation in the parade. Despite having been in country for two years now, the EC-135s are still a novel sight, and are often participants to every aerial event the Police is invited to. Despite their modern, gleaming looks, they are still often outshone by the old Bells, all of which had previously served with the the prewar Yugoslav Police - and in many cases, in front line service during the war.https://achtungskyhawk.com/wp-content/uploads/2015/08/as_402403405_0208_001.jpgAS_402403405_0208_001Three very welcome visitors - and the only airplanes to be based at Lučko - being checked out by ground staff prior to their participation in the general rehearsal on 2 August. Likely visiting the airfield for the first time, 402, 403 and 405 are normally based at Zemunik, and are - along with two other Z-242s - used for initial pilot training. 2021-04-08T16:05:09+00:00monthlyhttps://achtungskyhawk.com/2015/09/08/photo-file-travelers-tales/https://achtungskyhawk.com/wp-content/uploads/2015/09/as_view_0915_0021.jpgAS_view_0915_002Enjoying the charming (and unbeatable) atmosphere of the cockpit at night as we cruise southwards across the Alps, roughly halfway between Munich (EDDM) in Germany and Klagenfurt (LOWK) in Austria...https://achtungskyhawk.com/wp-content/uploads/2015/09/as_view_0915_003.jpgAS_view_0915_003Saluting the setting sun on another beautiful, calm and crisp summer evening. Traversing southbound above the Northern Adriatic Sea - just off the Istrian Peninsula and Pula Airport (LDPL) - we were treated to this fantastic view by a large high pressure area that had been parked over the region for several days...https://achtungskyhawk.com/wp-content/uploads/2015/09/as_view_0915_001.jpgAS_view_0915_001Nature showing off what it can do as we maneuver around a growing towering cumulus (TCu) near Zurich (LSZH), Switzerland. Easily visible are little pouch formations hanging beneath the cloud (called "mammatus clouds"), which are an early indication that this cloud could eventually produce a heavy storm.https://achtungskyhawk.com/wp-content/uploads/2015/09/as_5705_0709_001.jpgAS_5705_0709_001An interesting visitor from the north easily standing out among the Citation and Falcon crowd at Zadar's Zemunik Airport (LDZD). Operated by Germany's Central Command for Maritime Emergencies, 57+05 is normally based by the North Sea and is used (as can be inferred from the titles on the fuselage) for detection and monitoring of sea pollution. Interestingly, this machine is not a classic Dornier-built example, but the NG model, produced in India by Hindustan Aeronautics and assembled in Germany by RUAG (the owner of the Do-228 type certificate).https://achtungskyhawk.com/wp-content/uploads/2015/07/as_990004_1207_0013.jpgAS_990004_1207_001 A photo that perfectly encapsulates a popular Croatian saying: "more luck than brains"! It's not often one gets a spontaneous chance to photograph a VIP military transport on the apron of a major European aerodrome - without someone trying to chase you away! Enjoying the early morning sun on one of Vienna Airport's (LOWW) remote aprons while waiting for Mr. John Kerry (who was in town to attend some nuclear talks).https://achtungskyhawk.com/wp-content/uploads/2015/07/as_vpcaq_0407_01.jpgAS_VPCAQ_0407_01As a tool for doing business, a 737-200 bizjet may not really be the best of choices; but as a statement of style, very, very few machines come close! An absolutely stunning 1981 classic, VP-CAQ had - interestingly - never seen a day of passenger operations, having been delivered with an executive interior straight from the factory. Often seen flying all over Europe (despite the EU's stringent noise regulations), at the time this photo was taken CAQ had already been parked at Dubrovnik Airport (LDDU) for several days, likely waiting on a client...2021-04-08T15:25:02+00:00monthlyhttps://achtungskyhawk.com/2015/11/11/photo-file-lighto/https://achtungskyhawk.com/wp-content/uploads/2015/11/as_ljnm_1011_001.jpgAS_LJNM_1011_001Something that any proper airfield should be: a cafe and restaurant, good company, a full hangar and and interesting little aircraft parked outside (a Robin DR-400-180 Remorqueur, D-EOSR in this case).https://achtungskyhawk.com/wp-content/uploads/2015/11/as_s57133_1011_001.jpgAS_S57133_1011_001And finally, one of those gems that can only be found by careful hangar trawling. Even though, from a numerical perspective, the L-13 Blanik is to gliders what the Cessna 172 is to piston singles, its younger brother - the L-23 Super Blanik seen here - is a somewhat different story. Designed on the basis of operational experiences with the L-13, the L-23 had received a completely new T-tail with swept fin, a slightly larger cabin with a two-piece canopy - and had lost its flaps as a weight-saving measure. Despite noticeably increased performance in all areas, the L-23 had not achieved the popularity of the original - but had nevertheless noted significant success in North America, where it was also used in the Civil Air Patrol.https://achtungskyhawk.com/wp-content/uploads/2015/11/as_9agkb_1907_001.jpgAS_9AGKB_1907_001One of the newest gliders on the Croatian register waiting for its turn to be put to bed in the field's main hangar. Restored and assembled by hand, GKB wears this simple - but eye-catching - scheme, which is in fact a copy of a similar paint job seen on another Schleicher in the Netherlands.https://achtungskyhawk.com/wp-content/uploads/2015/11/as_9adzpn50dd_1509_001.jpgAS_9ADZPN50DD_1509_001C210 Squadron. The only two operational Centurions in Croatia together on the Lučko apron. However, even though they are only two letters apart, the 210L and P210N are actually significantly different machines: DZP is a simple, basic model whose equipment levels do not differ much from other single-engine Cessnas - while N50DD is a top-of-the-line version, equipped with a turbocharger, de-icing systems... and a pressurized fuselage.https://achtungskyhawk.com/wp-content/uploads/2015/11/as_debxs_2807_001.jpgAS_DEBXS_2807_001An airfield by the coast, clear blue skies, pleasant summer temperatures - and three Cessnas soaking up the afternoon sun... a scene that just begs one to go flying! Even though it still wears its original German colors, D-EBXS (mfd. 1977) is nowadays a permanent resident of Medulin Airfield (LDPM) in Istria, and is frequently seen flying panorama flights up and down the peninsula.https://achtungskyhawk.com/wp-content/uploads/2015/11/as_omm902_0611_001.jpgAS_OMM902_0611_001Even though it already boasts aircraft from the USA, Germany, Austria, Czech Republic, Poland, Russia, France and former Yugoslavia, Lučko had recently also become home to a little bird (emu?) from Australia. One of the most well known products of Australia's present-day aviation industry, the Jabiru line of two- and four-seaters is still a rarity in Europe, and are sometimes hard to find even at specialized GA shows. Even though it carries a Slovak registration, OM-M902 - manufactured in 2008 and powered by Jabiru's own 2200 cc engine developing 80 HP - is actually a former resident of Vinkovac Airfield (LDOV) in the extreme east of Croatia.https://achtungskyhawk.com/wp-content/uploads/2015/11/as_deasj_1011_001.jpgAS_DEASJ_1011_001A small, odd airplane + parked on grass with muddy tires + a background of rolling hills and autumn colors = love at first sight. The irreplaceable magic of light aviation in one photo as "Alpendohle" warms up its engine for departure from Novo Mesto. A design that tends to raise some eyebrows, the BO-208 is actually a German-built version of the Swedish MFI-9, created at the end of the 50s as a light touring aircraft with utility potential. Even though it is pretty obscure today, the MFI-9 was also the basis for the larger and more powerful SAAB MFI-15 Supporter, which is still used for training duties by several Scandinavian air forces...2021-04-08T15:18:34+00:00monthlyhttps://achtungskyhawk.com/2016/01/20/photo-file-from-europe-with-love-croatian-polices-first-aw139/https://achtungskyhawk.com/wp-content/uploads/2016/01/as_9ahrp_1803_001.jpgAS_9AHRP_1803_001Approaching its helipad on a crisp spring afternoon following a two-hour flight from Dubrovnik (DBV/LDDU) in the extreme south of the country.https://achtungskyhawk.com/wp-content/uploads/2016/01/as_ieasm_2001_008.jpgAS_IEASM_2001_008Whatever the mission, entry and egress are made quite easy by large sliding doors that remain flush with the fuselage - and bear a resemblance to those of the legendary Huey. Another detail - though impossible to see here - is a integral flotation system for over-water operation, charged by two (very large!) nitrogen bottles located right behind the doors.https://achtungskyhawk.com/wp-content/uploads/2016/01/as_ieasm_2001_007.jpgAS_IEASM_2001_007While the AW139 may not have the most elegant fuselage cross-section around, its boxy shape makes it a good practical hauler, with lots of space, easy entry and egress and the ability to haul bulky cargo - or, in HEMS/SAR ops, a lot of vital equipment.https://achtungskyhawk.com/wp-content/uploads/2016/01/as_ieasm_2001_0061.jpgAS_IEASM_2001_006Brothers in... rotors. With the ceremony long over, I-EASM prepares to be pushed into the gov't hangar, while HBB - preceded a few seconds earlier by HBA - hovertaxis out for its return to Lučko. The participation of both new Police helicopter types may have been somewhat of a "marketing gimmick" - but it nevertheless made for a smashing photo op!https://achtungskyhawk.com/wp-content/uploads/2016/01/as_ieasm_2001_005.jpgAS_IEASM_2001_005A peek inside the voluminous cabin, rivaling - or even exceeding - that of the AB.212 9A-HBM which had so far held the title of the Police's largest whirlybird. Of particular interest is the surveillance system operator's station, which controls and integrates the turret cam, IR spotlight - and a very powerful surface search radar housed in the nose that boasts an effective range in excess of 200 NM. Despite its small size, it has been described as a very powerful system - which is pretty much the heart of the AW139 in this configuration.https://achtungskyhawk.com/wp-content/uploads/2016/01/as_ieasm_2001_004.jpgAS_IEASM_2001_004Up front, business is as usual for a machine of this size and sophistication, with advanced digital avionics and automation prevalent throughout. Despite this, the machine's controls are still a handful, with the collective (out of shot) particularly notable for its number of switches and pushbuttons.https://achtungskyhawk.com/wp-content/uploads/2016/01/as_ieasm_2001_003.jpgAS_IEASM_2001_003 In addition to a nose-mounted EO/IR (Electro Optical/Infra Red) turret cam - a must-have item for any serious patrol duty - I-EASM is also fitted with a Trakka A800 IR spotlight, which greatly increases the precision and quality of both IR cameras and night vision systems (and can even "illuminate" underwater areas up to a depth of 5 meters).https://achtungskyhawk.com/wp-content/uploads/2016/01/as_ieasm_2001_0021.jpgAS_IEASM_2001_002Rolling in slowly for the benefit of the press while the morning haze does its best to spoil the lighting. Despite being intended primarily for patrolling the country's long land border, I-EASM is also equipped with a powerful winch on the right side of the fuselage, enabling it to provide a secondary sea rescue capability (which also falls under the header of border security).https://achtungskyhawk.com/wp-content/uploads/2016/01/as_ieasm_2001_001.jpgAS_IEASM_2001_001Looking impressive and powerful in front of the Croatian Gov't hangar following the formal end of the ceremony. Though this was I-EASM's first visit to Zagreb, it was not its first time in country, having spent the previous night at Pula Airport (PUY/LDPL) halfway into its delivery flight from Varese in Italy.2021-04-08T15:12:10+00:00monthlyhttps://achtungskyhawk.com/2016/02/28/history-the-yugoslav-czech-let-l-200-morava-at-ldza/https://achtungskyhawk.com/wp-content/uploads/2015/12/as_yubcr_0311_001.jpgAS_YUBCR_0311_001One of two Pan Adria Aero Commanders remaining at Zagreb. Unlike sister ship YU-BCO (rotting a few dozen yards away), it had recently been given a fresh coat of paint and decently preserved at Croatia Airlines' maintenance basehttps://achtungskyhawk.com/wp-content/uploads/2015/12/as_yubbe_1312_004.jpgAS_YUBBE_1312_004A peek at the right-hand side M 337 - which looks to be pretty complete. Apart from its "inverted six" layout, this engine is also notable for its supercharger, which could be "plugged in" via a lever in the cockpit to give some extra oomph (a feature seen on several other Avia engines). Interestingly, the design itself is based on the four-cylinder M332, which is in turn an upgraded Walter Minor - a unit designed way back in the late 20s.https://achtungskyhawk.com/wp-content/uploads/2015/12/as_yubbe_1312_0031.jpgAS_YUBBE_1312_003Not an aircraft one is likely to lose in a crowd! Interestingly, even though the D model's propellers were intended to give a bit of extra ground clearance when operating from unprepared strips, the space between the tips and the ground is not all that great. Note also the underfuselage supports; with its hydraulics trained and depressurized, BBE needs some help standing up...https://achtungskyhawk.com/wp-content/uploads/2015/12/as_yubbe_1312_0021.jpgAS_YUBBE_1312_002Having led the hard life of an engineering trainer, YU-BBE is unsurprisingly in quite a shoddy state, despite its 1997 repaint. While its major structural components are still accounted for, the interior has been completely stripped to the bone, with the only thing remaining being the throttle quadrant...https://achtungskyhawk.com/wp-content/uploads/2015/12/as_yubbe_1312_0014.jpgAS_YUBBE_1312_001Caught on a suitably dark and gloomy December day, being kept company by UTVA-66H 52105. Other aircraft that had previously been displayed alongside were Agusta-Bell AB.47J YU-HAG and Lockheed T-33B Shooting Star 10250 (the latter nowadays displayed at Čazma Airfield (LDZC))https://achtungskyhawk.com/wp-content/uploads/2015/12/23374577752_2b0c8a6473_z.jpg23374577752_2b0c8a6473_zYU-BBE pictured in a sad state in 1995... (photo from Erwin Alexander's Flickr profile)2021-04-08T14:35:29+00:00monthlyhttps://achtungskyhawk.com/2016/04/10/photo-file-spring-is-coming/https://achtungskyhawk.com/wp-content/uploads/2016/04/as_oe9129_1903_001.jpgAS_OE9129_1903_001Hands down one of the most unusual aircraft that can be seen in Croatia, OE-9129 is seen firing up for an entire afternoon of glider towing. Essentially a motor glider itself, the HB-21 was conceived in Austria during the 60s, and is in this form powered by a 100 HP VW engine mounted behind the cabin - and driving a unique pusher prop arrangement integrated into the aircraft's backbone.https://achtungskyhawk.com/wp-content/uploads/2016/04/as_6mbh_1803_001.jpgAS_6MBH_1803_001And finally, something that doesn't really fit all that well into the GA category - but is nevertheless worthy of note! Soaking up the noon sun, 6M-BH of the Austrian Air Force had popped into Zagreb (ZAG/LDZA) to take on fuel before continuing northwards to Varaždin (LDVA), where it would provide transport for an Austrian presidential delegation attending a regional summit. An interesting detail here is its designation; even though the name "Black Hawk" is almost universally associated with "UH-60", export models are often labelled as S-70, which is the manufacturer's official designation for this type.https://achtungskyhawk.com/wp-content/uploads/2016/04/as_n828pa_0203_001.jpgAS_N828PA_0203_001Even though it was pretty much the only aircraft on the apron at Split Airport (SPU/LDSP), N828PA nevertheless proves that quality is still better than quantity! Still a rare type in Europe, the Eclipse 500 was the forerunner of the Very Light Jet (VLJ) category, "pocket" bizjets that were both simple and cheap enough for owners to fly themselves - while still providing better performance than traditional business turbprops. N828PA itself was completed in 2008, and is one of the last examples manufactured before the company filed for bankruptcy. It would eventually be restarted in 2009 under new ownership, rolling out an improved model - the Eclipse 550 - in 2013.https://achtungskyhawk.com/wp-content/uploads/2016/04/as_yucpe_1004_001.jpgAS_YUCPE_1004_001Instantly recognizable among Čakovec Airfield's (LDVC) fleet of gliders, YU-CPE is seen providing a suitable metaphor for Yugoslav aviation as it waits out an uncertain fate by collecting bird droppings in the corner of the hangar. An aircraft much of 60s and 70s Yugoslavia had learned to fly on, the indigenous Aero 3 had over the years garnered a reputation as an unforgiving and sometimes difficult to handle trainer, which had over the years claimed a number of lives. Despite this, the design - made almost entirely of wood and powered by a 190 HP Lycoming O-435 - is viewed with today increasing nostalgia, resulting to several attempts at preservation and restoration. Sadly, given the lack of spares (only 100-ish having been built) and the financial requirements of such work, only one machine had been returned to airworthy state, with the rest left in limbo... (including its brother, Lučko's own YU-CPC/9A-XPC)https://achtungskyhawk.com/wp-content/uploads/2016/04/as_ldzl_2712_001.jpgAS_LDZL_2712_001When the sun sets and the temperature drops, normal pilots go home... but then, with the rising fog, come those who wander around with big cameras. Having a bit of fun with Piper PA-28RT-201 Arrow IV 9A-DCB and Cessna 172N Skyhawk II 9A-DMG, on a December day - albeit not unlike many found during spring.https://achtungskyhawk.com/wp-content/uploads/2016/04/as_9agpa_2003_001.jpgAS_9AGPA_2003_001Clean and tidy following deep servicing, GPA waits for its turn to be parked in the hangar after its first flight of the year. Even though it carries the Pilatus name and sports the designation PC-11, this type had actually originated in Germany in the mid-60s as a product of a small group of up-and-coming engineers. Initially called the B4 after Gert Basten - the owner of the factory that had manufactured the prototypes - the design had not entered series production until the mid-70s, when it was acquired by Pilatus. Praised for its simplicity, robustness and quality of manufacture, the AF version can boast respectable aerobatic capabilities, a role in which it is still used worldwide. GPA itself had been manufactured in 1977, and is today one of seven examples listed on the 9A register.https://achtungskyhawk.com/wp-content/uploads/2016/04/as_9adbs_1703_001.jpgAS_9ADBS_1703_001One happy little bear roaring away during a late-afternoon engine test. Even though Lučko had still been closed at this point (its grass runways soaked), AK Zagreb had decided to use the time well and send DBS through a post-overhaul shakedown...2021-04-08T14:24:10+00:00monthlyhttps://achtungskyhawk.com/2016/05/24/photo-file-porsches-to-caravans/https://achtungskyhawk.com/wp-content/uploads/2016/05/as_n105ve_2405_0012.jpgAS_N105VE_2405_001Though it is not as exotic as a Porsche-powered Mooney, another recent Dubrovnik visitor had nevertheless managed to catch my attention - if anything for its non-standard configuration. Owned by the Union skydive club based at Wels Airfield (LOLW) near Linz, Austria, N105VE had started out in life as a stock Cargomaster freighter, before being modified for skydive duties with the addition of a "skydive kit" (which includes internal and external handrails, footboards and a signalling system in the cabin). Interestingly, at one point in time it had been retrofitted with six windows from the passenger model, giving it a secondary people carrying capability - the guise in which it had popped into town for a few days.https://achtungskyhawk.com/wp-content/uploads/2016/05/as_5075_2404_001.jpgAS_5075_2404_001While the high wing, underslung turboprops, large tires and a rear loading ramp are nowadays a common configuration for light and medium tactical transports, this profile was still a novelty with the Transall entered service in the mid-60s. One of the most stubbornly long-lived transport aircraft ever made, the C-160 is also among the earliest instances of post-WW2 European cooperation, having come about as a joint project between France and Germany. With uninterrupted service spanning five decades, the Transall is still actively flying in France, Germany and Turkey - and had already in 2001 clocked up one million flying hours. Of interest, the Transall name is an amalgamation of "Transporter Allianz" - while the 160 is its wing area in square meters. 50+75 itself - pictured here at Split Airport (SPU/LDSP) - is one of the last first-generation examples (mfd. in 1971), and had visited on occasion of a multinational military exercise.https://achtungskyhawk.com/wp-content/uploads/2016/05/as_9apet_2205_001.jpgAS_9APET_2205_001The replacement for the replacement of our sorely missed CarryAll 9A-BKS, "spotty" is seen warming up for its sole flight of the day. One of only two purpose-modified skydive C182s in Croatia, the 1967 PET is also among the oldest lighties of any sort in the country - which does not really stop it from clocking serious time during the summer season. https://achtungskyhawk.com/wp-content/uploads/2016/05/as_9abol_2205_001.jpgAS_9ABOL_2205_001Methinks we need to mow the lawn! While it does look like we urgently need a course in gardening at Lučko, this is actually part of a clever method of raising additional funds for the field's maintenance. Left to freely grow in select areas (with the runways, taxiways, overrun and underrun areas regularly trimmed), the grass is split into grids which are then auctioned off to farmers and farming companies. When the bidding is completed, the winners use their own equipment to cut the grass - thus saving the airfield the costs of doing it itself, while at the same time bringing in some extra cash.https://achtungskyhawk.com/wp-content/uploads/2016/05/as_9adak_2205_001.jpgAS_9ADAK_2205_001A full frontal view clearly shows just why had the diminutive Katana made such an impact on the two-seat trainer market. A Rotax in the nose for good economy, a composite structure for better efficiency - and a wing as if nicked off a glider for gentle and predictable handling... one of a total of five operational DA-20s in Croatia inadvertently posing for a cracking photo as it prepares to depart Lučko for its home base of Varaždin (LDVA).https://achtungskyhawk.com/wp-content/uploads/2016/05/as_deafe_0705_001.jpgAS_DEAFE_0705_001More than any other airport in Croatia, during the summer Dubrovnik (DBV/LDDU) is a real Mecca for general aviation! Conspicuous primarily due to its unusual vertical stabilizer, D-EAFE is notable for another quirk: its Porsche PFM 3200 engine. Conceived in the mid-80s as the company's attempt to fully break into the aviation market, the PFM 3200 is in essence a thoroughly modified 3.2 liter boxer out of the 911, which - once FADEC was applied - produced 215 HP normally and 240 with a turbocharger. Though it had proved popular with European customers, the engine had nevertheless failed to grab a piece of the Lycoming and Continental pie, leading to the termination of production in 1991. Interestingly, the PM-20K is actually a "bastard"; the only Mooney meant to use Porsche power from the outset was the M-20L, with the PM-20K being an aftermarket retrofit. As of 2016, only two are known to still be flyable...2021-04-08T14:15:16+00:00monthlyhttps://achtungskyhawk.com/2016/06/23/photo-file-the-right-view/https://achtungskyhawk.com/wp-content/uploads/2016/06/as_view_1101_001.jpgAS_view_1101_001Breaking through the cloud deck at speed as we cross Croatia's Velebit mountains on another early morning run. Even though summer may be far more enjoyable down on the ground, the odd winter weather patterns of the Western Balkans sure make for better views aloft!https://achtungskyhawk.com/wp-content/uploads/2016/06/as_view_3112_001.jpgAS_view_3112_001Having covered everything from the Baltic to the Adriatic in one day - flying across eight countries in two legs - we prepare to bid the final day of 2015 goodbye as we race the sun on our way back to base... of interest, many will note that in most shots taken from the cockpit the wipers will be parked in the upright position. While their normal "resting stance" is horizontal and outside the field of view of the crew, in that position they cause quite a bit of wind noise - up to 5 dB according to unofficial measurements - leading most crews to park them vertically during cruise.https://achtungskyhawk.com/wp-content/uploads/2016/06/as_view_0311_001.jpgAS_view_0311_001When one little cloud is all that stands between calm heaven above and fiery hell below. Enjoying a smooth ride (for now) above southern Germany as far above an A380 races past to points west...https://achtungskyhawk.com/wp-content/uploads/2016/06/as_view_2212_001.jpgAS_view_2212_001Blue skies, dark clouds, a fiery sunset above the silhouettes of the Alps - and Innsbruck, Austria in the distance... not a band end to another anti-cyclonic day above Europe!https://achtungskyhawk.com/wp-content/uploads/2016/06/as_view_1210_001.jpgAS_view_1210_001The importance of being at the right place and right time... soaking up the stunning view outside as we enter a high-level cloud bank somewhere over eastern Belgium.https://achtungskyhawk.com/wp-content/uploads/2016/06/as_view_0610_001.jpgAS_view_0610_001Waking up at the crack of dawn does have its advantages! A telltale sign of the approach of winter on the Balkans, thick morning fog and layer upon layer of stratus cloud often conspire to make aeronautical operations rather... interesting. At least while we're up here - in this instance just above northeastern Albania - we do get a nice consolation prize!https://achtungskyhawk.com/wp-content/uploads/2016/06/as_view_3008_001.jpgAS_view_3008_001A snap I'd borrowed from a previous post - but one I just couldn't leave out. Saluting the setting sun on another beautiful, calm and crisp summer evening. Traversing southbound above the Northern Adriatic Sea – just off Pula Airport (PUY/LDPL) – we were treated to this fantastic view by a large high pressure area that had been parked over the region for several days…https://achtungskyhawk.com/wp-content/uploads/2016/06/as_view_2106_001.jpgAS_view_2106_001Yet more cloud hopping above the Alps as we skip along this pristine altostratus in the company of our shadow and the resident halo effect...https://achtungskyhawk.com/wp-content/uploads/2016/06/as_view_1906_001.jpgAS_view_1906_001A momentary escape from the rain and grayness below as we speed homewards at 25,000 ft above the eastern edges of the Alps.https://achtungskyhawk.com/wp-content/uploads/2016/06/as_9acqa_0111_0021.jpgAS_9ACQA_0111_002The colorful cockpit of the Q400. The yellow panel floods, white switch backlighting and green sidewall map lights really give a lot to play with when you have a camera on you!2021-04-08T14:03:53+00:00monthlyhttps://achtungskyhawk.com/2016/07/29/rare-aircraft-moose-tales-yak-11-d-fjii-ldva/https://achtungskyhawk.com/wp-content/uploads/2016/07/as_4_2009_001.jpgAS_4_2009_001Reportedly one of only two fully original Yak-3s remaining, 4 is an actual ex-Normadie-Niemen machine nowadays displayed at Le Bourget (LBG/LFPB). The paint scheme is broadly analogous to the one initially worn by D-FJII.https://achtungskyhawk.com/wp-content/uploads/2016/07/as_dfjii_2307_0052.jpgAS_DFJII_2307_005A profile only Father Yakovlev could love. Note also the mixed construction: wood for the front fuselage (minus the cowl) and fabric for the rear, both on top of a steel frame. The wing, however, is metal in and out, with only the control surfaces covered in fabric.https://achtungskyhawk.com/wp-content/uploads/2016/07/as_dfjii_2307_004.jpgAS_DFJII_2307_004Like many Soviet light (and not so light) aircraft, the Yak-11 makes extensive use of pneumatics, as opposed to the hydraulic setup favored in the west. While air systems are hard to accurately meter out and pretty coarse in application, their advantages include a lower system weight, easier replenishment - and, critically, more predictable behavior in the diverse temperature ranges experienced across the Soviet Union. On the Yak-11, the pneumatics are responsible for actuating the flaps, landing gear and brakes - and are fed from two large air bottles located on the left side on the cockpit (one of which is visible above). Both bottles can be opened and closed by rotary valves next to the seat - which, essentially, are analogous to hydraulic on/off switches on western aircraft.https://achtungskyhawk.com/wp-content/uploads/2016/07/as_dfjii_2307_003.jpgAS_DFJII_2307_003A peek into the front cockpit. While they may be unusual by today's standards, the ergonomics and layout of the panel do have some interesting touches: the dominating artificial horizon intended for easy reading during aerobatics or instrument flight; the engine gauges grouped generally out of view, but tilted upwards toward the pilot; and all system and navigation controls set within reach of the left hand.https://achtungskyhawk.com/wp-content/uploads/2016/07/as_dfjii_2307_0021.jpgAS_DFJII_2307_002Even though it is based on one of the smallest fighters of WW2, the Yak-11 is still a sizable machine! With its pronounced nose-up stance - needed to ensure adequate propeller ground clearance in case students became too enthusiastic with the brakes - the -11 is quite hard to clamber up onto, made all the more difficult by D-FJII's lack of a handy step behind the wing.https://achtungskyhawk.com/wp-content/uploads/2016/07/as_okjze_2008_0011.jpgAS_OKJZE_2008_001A mint C-11 taxis in following its performance at a rainy 2007 Kecskemet Airshow. Externally indistinguishable from the regular Yak-11, the C-11 had only differed in minor on-board equipment specifications.https://achtungskyhawk.com/wp-content/uploads/2016/07/as_dfjii_2307_001.jpgAS_DFJII_2307_001Taking a creative shortcut across the grass while returning to its parking position following a fine display. With visibility over the nose being virtually non-existent, the Yak-11 (in common with many taildraggers) has to constantly weave from side to side during taxi to allow the pilot to see where the aircraft is going. Since the -11 has a non-steerable tailwheel, all steering is done through differential braking, which can be a cumbersome and tiring experience - making it easier to simply taxi in a wide arc wherever possible.2021-04-08T13:52:42+00:00monthlyhttps://achtungskyhawk.com/2016/08/29/photo-file-one-engine-for-short-haul/https://achtungskyhawk.com/wp-content/uploads/2016/08/as_9agod_2506_001.jpgAS_9AGOD_2506_001Easily concealing the fact that it already has more than three decades of service behind it, GOD prepares to wait out an incoming storm in the field's main hangar. One of former Yugoslavia's most popular gliders, the Vuk-T was conceived in the late 70s as an intermediate training type - most closely fitting the Standard Class - sporting an all-fiberglass body and a 15 meter supercritical airfoil wing. To make it suitable for its intended role, it had sacrificed ultimate performance for ease of handling and structural integrity - and even today has a reputation for toughness, durability, crashworthiness and simplicity of maintenance (some examples even pushing 6000 flight hours). Despite this, it still boasts a 1/38 glide ratio, and is cleared for maneuvers such as loops, wingovers and spins. Interestingly, the type was also one of the first Yugoslav aircraft designed using CAD tools - and the country's first glider to be comprehensively tested in a wind tunnel. Another tidbit is its name: translated as "wolf-T", it comes from a peculiar subdued howl it makes in high speed flight.https://achtungskyhawk.com/wp-content/uploads/2016/08/as_gmiln_0406_001.jpgAS_GMILN_0406_001The newest resident of Lučko just starting to roll towards RWY 28 for another skydive flight. The permanent replacement for C210 9A-DZP - which had been written off in a landing incident - G-MILN is also one of the most well-kept classic Cessnas in Croatia, and had accumulated only around 1300 flight hours since its completion in 1977 - and with only one owner at that. Equipped with a pretty modern avionics setup - including a Garmin GTN 650 touchscreen GPS - this machine will in future also receive a specialized skydive door and other ancillary equipment for such ops.https://achtungskyhawk.com/wp-content/uploads/2016/08/as_hbchx_2408_001.jpgAS_HBCHX_2408_001A mint Reims-built C172P of the Motorfluggruppe Zürich potters calmly along taxiway Alpha at Zürich Airport (ZRH/LSZH) following an afternoon arrival into RWY 28. Despite the airport handling hundreds heavier aircraft every day - ranging from regional turboprops to intercontinental widebodies - it still manages to seamlessly integrate its resident GA population into the traffic flow. In what is almost a case study of Swiss efficiency, the airport manages this through IFR-style regulation of VFR traffic, including strict departure routes and procedures (intended to keep light traffic separated from the big boys and on known tracks) - and even VFR slots, specific periods during the day when commercial traffic is slow enough to permit unhampered operations on both sides.https://achtungskyhawk.com/wp-content/uploads/2016/08/as_omm902_2708_001.jpgAS_OMM902_2708_001Proof that even airline pilots are not immune to the call of light aircraft! Briefly swapping gas turbines for cylinders, the crew of OM-M902 prepares for a one hour joyride on and around Lučko. Still pretty rare in Europe, the Jabiru family ranks among the most successful Australian light aircraft programs in recent years, and already pretty much has a cult following in its home state. An interesting detail is that the majority of Jabiru models use the company's own engine - in this case a 2.2 liter petrol four-cylinder engine developing 80 HP for takeoff.https://achtungskyhawk.com/wp-content/uploads/2016/08/as_s5dyg_2608_001.jpgAS_S5DYG_2608_001A very welcome visitor to Lučko warming up prior to its afternoon hop to Vrsar Airfield (LDPV). Even though DYG looks at first like a stock late-model 172, details such as the three-bladed constant-speed prop, large exhaust and an air intake on the right side of the cowl reveal that it actually sports Thielert diesel muscle under the hood. A thorough rework of the 2 liter CDI unit out of the Mercedes A Class, the Centurion 2.0 can boast a maximum output of between 135 and 155 HP, and a consumption of only 20 liters per hour - significantly less than the 35+ of the standard avgas model. An additional benefit are the digital engine controls (FADEC), which replace the traditional levers fverniers for power, propeller RPM and mixture with only one jet-style lever...https://achtungskyhawk.com/wp-content/uploads/2016/08/as_n1097l_2908_001.jpgAS_N1097L_2908_001One of only three aircraft on the Pula Airport (PUY/LDPL) apron greets a calm - and slightly foggy - morning. If you had a feeling that this is a bit too elegant to be a Cessna, you'd be entirely right... for despite the name, this is actually a Lancair LC-42-550RG Columbia, a speedy carbon fiber design that Cessna bought some years ago and started selling under its own brand. Like all Lancairs, the LC-42 is notable for its sleek aerodynamics, as well as an enviable power-to-weight ratio, with 310 HP being "responsible" for only 1500 kg of all-up mass. Coupled with a modern propeller, this ratio gives the Corvalis cruise speeds in the 340 km/h range - which puts this little "toy" in the same league with some turboprops... 2021-04-08T13:33:34+00:00monthlyhttps://achtungskyhawk.com/2016/10/12/photo-file-cold-war-mk-ii-727-v-yak-42-ldza/https://achtungskyhawk.com/wp-content/uploads/2016/10/as_triholers_0810_0021.jpgas_triholers_0810_002https://achtungskyhawk.com/wp-content/uploads/2016/10/as_ra42423_0810_001.jpgas_ra42423_0810_001-jpgMy first Tu-154? Though it lacks the smooth, curving elegance of the 727, the "sewer pipe" Yak-42 makes up with brutish purposefulness. Note also the large "bypass ducts", spaces through which the majority of air from the fan flows around the engine core - a hallmark of the turbofan engine. An additional detail - not often seen on Western designs - is the wing anhedral, the downward stoop of the wings outboard of the fuselage. Used most notably on the aforementioned Tu-154, this feature reduces the aircraft's stability slightly - not enough to make the aircraft difficult to fly, but enough to provide an additional degree of maneuverability.https://achtungskyhawk.com/wp-content/uploads/2016/10/as_vpbap_0710_001.jpgas_vpbap_0710_001-jpgIt takes a lot of imagination to believe that this aircraft is 49 years old - and that it had just made a non-stop hop from Canada. Like virtually all 727 bizjets, VP-BAP is clean to a fault... while its flight record suggests it may continue working well into its 60s.https://achtungskyhawk.com/wp-content/uploads/2016/10/as_triholers_0810_001.jpgas_triholers_0810_001-jpgCold War Mk. II at Zagreb: an American triholer airliner-turned-bizjet vs. a Soviet triholer airliner-turned-bizjet. Apart from ample material for comparison of design philosophies (despite the 727 and Yak-42 not really being rivals), one really has to admire the cheek of the airport planners who had decided to park the two side by side!2021-04-08T13:27:19+00:00monthlyhttps://achtungskyhawk.com/2016/12/10/photo-file-turboprop-world/https://achtungskyhawk.com/wp-content/uploads/2016/12/as_ts_1404_001.jpgas_ts_1404_001The two schools of commuter turboprop design: the slow, unpressurized, but tough and STOL-capable Turbolet - and the fast, refined, delicate and complicated Metroliner. Worlds apart, both serve as a fascinating glimpse into what made the Eastern and Western markets so different in the 60s and 70s - and why have their designs survived as long as they did. Ironically, both are now more commonly found shuffling freight than people...https://achtungskyhawk.com/wp-content/uploads/2016/12/as_ddrstg_2805_001.jpgas_ddrstg_2805_001Somewhat of a stereotypical way of knowing you're at a former East German airport... one of the many remains of Interflug scattered all the way from the North Sea down to the Czech border, DDR-STG is not the only preserved Il-18 out there; but it likely is the only one still fulfilling a useful function. Produced back in 1962 (and originally known as DM-STG), it would serve with Interflug all the way into 1988, when it would be withdrawn from service and stored at Erfurt Airport (ERF/EDDE). In modern times however, it would take on the role of an airport personnel training aid - as a consequence of which it does get some occasional care, and can even be towed around for pushback practice...https://achtungskyhawk.com/wp-content/uploads/2016/12/as_forzaou_2408_001.jpgas_forzaou_2408_001A little show of force at Zurich Airport (ZRH/LSZH). Even though these stands are usually dominated by Austrian Airlines' Q400s, today's rendezvous of Croatia Airlines flights from Dubrovnik (DBV/LDDU) and Zagreb (ZAG/LDZA) had slightly tipped the scales on the apron...https://achtungskyhawk.com/wp-content/uploads/2016/12/as_9acqa_2711_001.jpgas_9acqa_2711_001And finally, Quebec Alpha revving up for an evening departure out of a rainy and gloomy Zagreb. A visually curious aircraft from any angle, the Q400's long fuselage makes it look relatively compact - even though it is quite a large and heavy aircraft. Those seemingly-normal R408 propellers are in fact 4.11 meters in diameter - a couple of centimeters more than the huge prop of the Vought F4U Corsair!https://achtungskyhawk.com/wp-content/uploads/2016/12/as_t42_2510_001.jpgas_t42_2510_001An eye-catching train of ATR-42-300s waiting out their fate on Zagreb's maintenance apron. Latterly owned by South American carrier Aviateca - operating mostly out of Honduras and Guatemala - all three have over the months become well-known residents of the airport, though the leading machine will soon become the first to fly the nest. Originally known as HR-AXN, it had recently been re-registered G-ISLJ and will - if the Internet is to be believed - imminently join the fleet of UK operator Blue Islands. Somewhat more worse for wear, HR-AUX and TG-TRB in trail have a more uncertain future ahead however... but, they at least have a past to compensate, having previously accounted for two of the three 42s operated by Croatia Airlines in the 90s and early 2000s, then known as 9A-CTU and 9A-CTT respectively.https://achtungskyhawk.com/wp-content/uploads/2016/12/as_diice_2409_001.jpgas_diice_2409_001Even though it is - rarity-wise - the aviation equivalent of the light delivery van, the King Air nevertheless rarely fails to attract attention out on the ramp. Looking mighty and regal in the crisp afternoon sun of Munich Airport (MUC/EDDM), D-IICE was manufactured back in 1977 (not that you can tell from the outside!), and despite being a native of the airport can often be found all over Europe.https://achtungskyhawk.com/wp-content/uploads/2016/12/as_oelir_2209_001.jpgas_oelir_2209_001A welcome (pun intended) splash of color at Zagreb as one of Welcome Air's Dorniers lights up for departure following an unscheduled stop. Apart from its unusual elegance, the Do-328 can also boast an advanced wing design, which - when coupled with the type's abundance of power - places it among the fastest passenger turboprops in the air today. With typical "high speed" cruise figures of around 620 km/h, only the Q400 (650 km/h) and the SAAB 2000 (670 km/h) are able show it their tails in level flight...https://achtungskyhawk.com/wp-content/uploads/2016/12/as_phnci_2610_001.jpgas_phnci_2610_001A peek into the nose of DCI's sister ship, NCI. Quite an anachronism in an age when even the smallest piston single has digital avionics, the cockpit of the Jetstream leaves little doubt that this is a 60s design. Alongside a somewhat unusual instrument layout on the center console, interesting details include a lone, basic IFR GPS, and the absence of even a cursory autopilot - a feature that some pilots despise, while others laud for the nowadays rare chance of experiencing "manual" airline operations. A big thank you for this shot goes to the crew Ed and J.J., who had - with typical Dutch openness - warmly greeted me and answered a ton of my Achtung, Skyhawk-y questions!https://achtungskyhawk.com/wp-content/uploads/2016/12/as_phdci_0509_001.jpgas_phdci_0509_001Doing its best not to go amphibian, the first daily flight to Osijek (OSI/LDOS) - operated by AIS Airlines on behalf of local carrier Trade Air - trudges through the rain towards Zagreb's RWY 05. Nowadays quite a rare sight - even though it is one of the more successful British passenger designs - the Jetstream family can trace its roots back to the 1960s Handley-Page HP.137, a light (but loud!) 18-seater that had made its name with a long and distinguished career with the Royal Navy. Equipped with Garrett TPE331 engines instead of the visually- and aurally-distinctive Turbomeca Astzaous of the original, the Jetstream is a real hot-rod, and can even keep pace the odd large transport turboprop. An interesting detail is the baggage pod; while the original design had included enough space for a reasonable amount of baggage (stowed in the rear fuselage), the addition of a toilet later in the production run had drastically reduced that capacity - requiring a solution most often seen on piston and turboprop singles...2021-04-08T13:14:15+00:00monthlyhttps://achtungskyhawk.com/2017/03/21/photo-file-story-time/https://achtungskyhawk.com/wp-content/uploads/2017/03/as_d0138_180317_001.jpgAS_D0138_180317_001The newest resident of Lučko catching some air under its wing on this pretty windy and gloomy day. If I'm not mistaken the first Rolladen-Schneider glider in Croatia, D-0138 was manufactured in 1980, and still looks crisp despite the 37 years of flying behind it. When sporting a 15-meter wingspan (as is the case here), the LS3 has a lot of similarities to the home-grown 15-meter Vuk-T (featured previously): both are tough, robust and long-lived machines whose designers had sacrificed some of the performance seen in competing models for more pleasant handling and more predictable characteristics. Another interesting tidbit is that the LS3 is considered to be the first glider to introduce wingtip extensions (to 18 meters), which had allowed it to be used in several competition classes without much (factory) effort - an approach used today by almost all European manufacturers.https://achtungskyhawk.com/wp-content/uploads/2017/03/as_z3aam_020117_001.jpgAS_Z3AAM_020117_001 The allure of Pacific adventure - and another sad reminder of the fickle airline fortunes on the Balkans. Today already part of the landscape of Skopje Airport (SKP/LWSK), Z3-AAM had been the only aircraft of MAT Airways, formed in 2009 by Kon Tiki Travel - one of neighboring Serbia's biggest tour operators. Intended to both bring foreign tourists into Macedonia and create something of a national airline serving key cities abroad (a field where many had failed previously), the company had never managed to reach profitability in its two years of existence, in some parts due to local politicking, in others due to a lack of experience - but mostly because a simple lack of demand abroad, financially capable travelers among the small 2.1 million population at home, and constant competition from foreign airlines. Exacerbated by the imminent need to change the number 2 engine due to its dwindling service life - and pressure from foreign banks and investment funds that had financed the aircraft - the company had declared bankruptcy in 2011, bringing to an end another chapter in post-Yugoslav air transport history. Z3-AAM itself - manufactured in 1991 for the equally extinct Sabena - had thus ended up parked in front of Skopje's disused old terminal. Previously known as Z3-AAH (also with MAT), this machine doesn't have the rich history of other 737 Classics, having mostly been handed down from one investment fund to another following its departure from Belgian service. However, as a type, the 500 series was always something of an oddball in the 737 line, a shrunk 737-400 intended to appeal to operators of the equally-sized 737-200. Small and light - but sporting the same wing, engines and fuel capacity of the much larger 400 - the 500 was always a stellar performer in both climb and range, characteristics that had eventually led to its demise. Like today's A318, the 500 was always too heavy for its passenger capacity (its structure being optimized for a larger aircraft), making it more expensive to operate. This had come to a head when fuel prices picked up by the mid 2000s, forcing many operators to ditch them en masse. Interestingly, their large numbers and low prices on the used market had attracted a lot of interest from the CIS, where operators scooped them up in handfuls to replace their aging and similarly-sized Tupolev Tu-134s. Indeed, if you want to see a 500 without waiting too long, Russia is the place to go!https://achtungskyhawk.com/wp-content/uploads/2017/03/as_phdci_270217_001.jpgAS_PHDCI_270217_001One of two AIS Airlines machines on service in Croatia soaking up the last light of day shortly after its arrival from Osijek (OSI/LDOS). Developed at the beginning of the 80s from the very similar Handley-Page HP.137 (itself designed in the 60s), the Jetstream is one of the UK's bestselling airliners, and can even today be found in service all over Europe and the Americas. Despite its deficiencies (a high interior noise level and a lack of sophistication in the nose), the Jetstream had proven itself in service with its flight performance, durability - and the fact that it had been designed to demanding airline specs right from the outset (which could not be said of its main rivals, the Swearingen Metro and Beech 1900, both developed from smaller corporate twins). Even though it has been withdrawn from intensive line operations, it can still be found in the fleets of smaller operators - while in the States it had latterly found a new lease of life as a large bizprop. An interesting detail on almost all Jetstreams - apart from the fact that most have no autopilot - is the so called "baggage pod", a removable streamlined compartment under the fuselage that can accommodate approximately 200 kg of bags. Even though early Jetstreams (like the HP.137) had a dedicated space for luggage in the aft fuselage, on later models it had been taken up by the toilet, requiring a bit of improvisation with a solution most often seen on Cessna singles. Another feature - seen on almost all multi-engine turboprops - is the additional plating behind the cockpit, intended to protect the fuselage from ice being thrown off the propellers.https://achtungskyhawk.com/wp-content/uploads/2017/03/as_9abdr_100317_001.jpgAS_9ABDR_100317_001A suitably sombre shot as the sun sets once again on poor old BDR. One of the oldest light aircraft in Croatia (manufactured back in 1967), BDR has quite a local history, having been attached throughout its life to the AK Zagreb flying club - one of Croatia's oldest and (once) most respected aviation institutions. Having seen off generations and generations of young pilots - many of which had become the backbone of Yugoslavia's national carrier JAT - BDR had since become collateral damage of the club's financial woes and general infighting of the early 2000s, flying for the last time in 2003. Moved about from time to time (mostly when it gets in the way), it had been left neglected ever since, having been washed and TLC'd only once in 2009 by your's truly. Most of the time it has been left to die by weather, useful now only as a prop in an apocalyptic movie...https://achtungskyhawk.com/wp-content/uploads/2017/03/as_ldzl_100317_0011.jpgAS_LDZL_100317_001An all too common sight at Lučko in winter: a bare apron, an empty circuit - and a gorgeous fiery sunset behind the Žumberak Hills as yet another storm system approaches from the north, blown in by a bitterly cold and piercing wind...https://achtungskyhawk.com/wp-content/uploads/2017/03/as_60206_061116_001.jpgAS_60206_061116_001A lack of symmetry that immediately attracts the eye... another indigenous Yugoslav design, the Soko 522 was one of the country's first post-war mass-produced military types, intended primarily for the advanced training/light attack roles. Quite an ugly machine from most angles - one only a mother could love - the 522 would cling on in service until the late 70s, when it would be replaced (along with a slew of other 50s designs) by the UTVA U-75, which would go on to become Yugoslavia's second most produced design. This particular example - coded 60206 - had been re-purposed as a gate guard following its withdrawal from use, located from the outset at Čakovec Airfield. One of the bases of the nascent Croatian Air Force during the 90s civil war, it would in the summer of 1991 be subjected to several air strikes by Yugoslav MiG-21s, with 60206 ending up on the receiving end. Recently taken down off its pylon for partial restoration, it will soon get a rebuilt wing from another 522, hopefully an overture into a complete rework... interestingly, the damage had also revealed an unusual feature of the 522, its folding wings. A simple affair reminiscent of early carrier aircraft, the folding mechanism is located just outboard of the main gear - but had likely been little used in actual service.https://achtungskyhawk.com/wp-content/uploads/2017/03/as_9ayab_061116_001.jpgAS_9AYAB_061116_001A tight fit as Croatia's only G-2 takes shelter from the rain incoming to Čakovec Airfield (LDVC). In many ways the defining product of ex-Yugoslavia's aeronautical industry, the Galeb ("seagull") intermediate trainer is nowadays a popular warbird, with almost a dozen - out of the 248 produced - flying in civilian hands. Even though its looks and absolute performance leave something to be desired, the G-2 boasts very pleasant, predictable and enjoyable handling, and is still well regarded locally for its robust and durable airframe and nearly-bulletproof systems (if maintained properly). Of interest, the type also features removable tiptanks - stowed along the hangar wall on the left - almost always carried in normal operations, but occasionally removed to save on hangar space during long-term storage. https://achtungskyhawk.com/wp-content/uploads/2017/03/as_ecjip_040117_001.jpgAS_ECJIP_040117_001A bit of winter wonderland at Sarajevo as JIP and its "shadow" await their evening freight run to Ljubljana (LJU/LJLJ). One of several Metroliners operated by Spanish carrier Flightline, JIP is a mid-production example of the type, being an improved version of the original Metro - itself a commuter stretch of the short-body SA-26 Merlin bizprop (which in turn is a radical modification of the Beech Queen Air piston twin).https://achtungskyhawk.com/wp-content/uploads/2017/03/as_lydsk_070317_001.jpgAS_LYDSK_070317_001A bit of color on a dreary, rainy day at Sarajevo (SJJ/LQSA). Even though it is not really interesting per se compared with other aircraft of its class, the little Hawker perfectly epitomizes the complicated family tree common to many British aircraft. Starting out in life as the de Havilland DH.125 Jet Dragon of the early 60s, it would enter production as the Hawker Siddeley HS.125, after this mighty conglomerate - itself formed by the merger of Hawker and half a dozen other companies - took de Havilland under its wing. This turn of affairs would last until 1977, when HS would be nationalized and melted into an even larger entity, British Aerospace - in the course of which the HS.125 would be renamed into the BAe-125. To keep people on their toes, BAe would in 1993 sell off their bizjet division to Raytheon, which had already back in 1980 bought Beechcraft. To make managing these two companies easier, Raytheon had formed a separate company called Hawker Beechcraft, where the BAe-125 would become known as the Hawker Family. Of course, this is not the end of the story; HB would go bankrupt in 2012, leading to the formation of the Beechcraft Corporation out of its ashes. This would in turn be bought in 2014 by Textron - who already had Cessna in its portfolio. Thankfully, the heirs of the Jet Dragon (including the Hawker 800) had gone out of production in 2013, signalling the end of the Mexican soap opera that was its production life!https://achtungskyhawk.com/wp-content/uploads/2017/03/as_9akyv_221016_0012.jpgAS_9AKYV_221016_001Fog, low cloud, rain - all daily realities of autumn in Zagreb. But when everything disperses, clears and dries up, what remains is beautiful sunshine, crisp air and a full palette of fall colors... perfect conditions for a bit of photography at your local airfield! A relative newcomer to the Croatian register, 9A-KVY - formerly OE-KYV of Austria - is normally based at Pisarovina Airfield south of town, Croatia's only truly private airstrip.2021-04-05T20:05:56+00:00monthlyhttps://achtungskyhawk.com/2017/03/29/photo-file-moving-house-new-pax-terminal-ldza/https://achtungskyhawk.com/wp-content/uploads/2017/03/as_npt_0104_002.jpgAS_NPT_0104_002Markings for the 777-300, 747-400 and 777-200 at stand E10R. The prevalence of 777-capable positions reflect the type's status as one of the most popular widebodies in town, particularly frequent during the summer on twice-weekly tourist charters from Korea. https://achtungskyhawk.com/wp-content/uploads/2017/03/as_npt_0104_001.jpgAS_NPT_0104_001Aiming high? Nose gear position markings for the 777-300, A340-500 and 777-200 at stand E8. While all of these types had visited Zagreb before (some multiple times), not one had as of yet made a habit of it - though Emirates had recently announced it was planning to change that with a daily year-round 777-300 service to Dubai.https://achtungskyhawk.com/wp-content/uploads/2017/03/as_npt_2903_003.jpgAS_NPT_2903_003The calm before the evening rush hour. Even though it seems large here, the apron is actually quite tight; indeed, a major criticism from flight crew and operators alike is the lack of maneuvering space and the existence of only one taxilane. This oversight became most acute during the day's three major rush hours, when multiple aircraft arriving, departing and pushing at the same time led to long delays and unnecessary congestion - a particularly problematic issue for flights time-restricted by slots at their destination.https://achtungskyhawk.com/wp-content/uploads/2017/03/as_npt_2903_002.jpgAS_NPT_2903_002I wonder what the fines are for parking in other people's spots... trying one of the standard non-bridge stands - E10 - on for size. Even though there are three such positions, their configuration and usability depend on the occupancy of E8, the only jetbridge stand able to accept a widebody.https://achtungskyhawk.com/wp-content/uploads/2017/03/as_npt_2903_001.jpgAS_NPT_2903_001Given that most of the visitors at ZAG are of the turboprop or medium jet variety, pushing is generally done in the manner shown. However, if need be, the airport has a heavy duty tug that latches onto the entire nose wheel and is used to move the heavier stuff.https://achtungskyhawk.com/wp-content/uploads/2017/03/as_npt_2803_004.jpgAS_NPT_2803_004A wheel + towbar + little truck = pushback. Even though Zagreb had always had a push capability (including a pretty powerful tug sufficient even for the heavies), the "taxi-out" nature of the old apron had meant that it was very, very rarely used. However, since all stands at the NPT require pushing to get out of, this had necessitated a lot of dry practice runs by the ground crews...https://achtungskyhawk.com/wp-content/uploads/2017/03/as_npt_2803_003.jpgAS_NPT_2803_003One of the bigger sources of complaint is the FMT Airpark Visual Guidance Docking System (VGDS), which is... well, rudimentary at best. Unlike more advanced (i.e. partially or fully digital) systems elsewhere, this one is completely analogue and somewhat crude in guidance.https://achtungskyhawk.com/wp-content/uploads/2017/03/as_npt_2803_002.jpgAS_NPT_2803_002Welcome aboard! Even though they cannot use these jetbridges due to the design of the bridge floor pan, Q400s can nevertheless normally use these gates, with E4 - right in the middle of the terminal - pictured here.https://achtungskyhawk.com/wp-content/uploads/2017/03/as_npt_2803_001.jpgAS_NPT_2803_001CTN Squadron (or rather a quarter of it) set and ready for its first day of operations from what is colloquially known as "NPT" (short for "novi putnički terminal", New Passenger Terminal). Notably smaller than the old apron - which had up to 22 stands - this new one only has 12 (E1 through E11, with E8 able to be split into E8L and E8R as conditions dictate), eight of which have jetbridges.2021-04-05T19:57:55+00:00monthlyhttps://achtungskyhawk.com/2017/05/06/photo-file-story-time-part-2/https://achtungskyhawk.com/wp-content/uploads/2017/05/as_dingi_001.jpgAS_DINGI_001Only the second 340 I've ever seen in the metal, D-INGI easily dominates the room during a spot of maintenance. One of Cessna's "more serious" piston twins, the 340 boasts a pressurized cabin, pneumatic de-icing system and a 30,000 ft ceiling - all of which (especially when used together) require a significant supply of compressed air. To cater for these services, each of the type's Continental TSIO-520s sports a whopping large turbocharger - seen just aft of the engine block - whose output is used to feed the engine itself, provide a 10,000 ft cabin altitude at the type's typical 20,000 ft cruise, and inflate the wing and tail boots enough to break off any reasonable amount of ice. Like the similarly-equipped Beech 60 Duke and Piper PA-31P Pressurized Navajo, all of this however makes the 340 somewhat expensive to operate, making it slowly lose favor to the far simpler modern single-engine turboprop. Another interesting detail are the vortex generators, located just aft of the wing boots; most often seen on utility and short-field aircraft, their function is simply to create a swirling, turbulent layer of air along the upper surface of the wing. While this sounds counter-intuitive at first (and indeed does create a fair bit of additional drag), a high-energy turbulent boundary layer sticks to the wing for more of its width, increasing the lift generated at any one speed. This is most useful for operations at higher angles of attack (such as during approach and landing), since it both lowers the aircraft's minimum speeds - and increases the effectiveness of the flaps and ailerons, providing for better control at low speed and more benign behavior in and near the stall.https://achtungskyhawk.com/wp-content/uploads/2017/05/as_9agkb-9adbs_0105_001.jpgAS_9AGKB-9ADBS_0105_001Young Eagle and Flying Teddy Bear await their turn to be tucked into the hangar after another full day of soaring and towing. Though still far from Lučko's "golden years" of the early 2000s, this weekend saw five gliders pretty much constantly in the air - a very welcome slight after the airfield's nearly decade-long financial crisis-induced slump in operations.https://achtungskyhawk.com/wp-content/uploads/2017/04/as_n3536_2204_001.jpgAS_N3536_2204_001Fortune favors the brave - or at least those willing to stand out in the wind and rain for a photo! And a nice subject to do so for it is - likely the rarest of all the King Airs, the elusive B100. One the one hand, it's a 100 series, a nowadays uncommon stretch of the base 90 - and on the other it's the B model, the only series-production King Air not to use Pratt & Whitney Canada PT6A-series engines, but the rival 715 HP AI Research/Garrett TPE331-6. The latter engine's "straight flow" layout - in which the exhaust ducts are the the back of the engine - is pretty much the only visual clue that sets it apart from the PT6A versions, whose "reverse flow" setup means the exhausts are located up at the front. Unfortunately, due to the now-reduced commonality with the rest of the family (and a general lack of demand for a TPE-powered version), only 137 B100s would be made, with the 1979 vintage N3536 - snapped here at Munich Airport (MUC/EDDM) - being a crisp mid-production example.https://achtungskyhawk.com/wp-content/uploads/2017/04/as_ldzl_0804_001.jpgAS_LDZL_0804_001It takes a village... and a dog to pack all of Lučko's active gliders into its compact WW2-era hangar. A scene well known to many pilots as instructors and students clean up at the end of a busy flying day.https://achtungskyhawk.com/wp-content/uploads/2017/04/as_9adgz_0804_001.jpgAS_9ADGZ_0804_001As soon as it got a bit of wind in its wings, the Falke had started flapping trying to get airborne... and why wouldn't it: pleasant temperatures, a light wind perfect for soaring, and not a cloud in the sky! While far from the best design around, the type's durability, simplicity and good all-round performance have consistently made it one of Europe's most popular Touring Motor Gliders (TMGs) - a fact also helped by its capacity to accept almost any light engine available, from the two-cylinder two-stroke 26 HP Hirth F10A of the original SF-25A, to the turbocharged 115 HP Rotax 914F of the late-model SF-25C.https://achtungskyhawk.com/wp-content/uploads/2017/04/as_ylatb_2504_001.jpgAS_YLATB_2504_001Speak of the devil - the original Seneca I! As noted previously, unlike the most popular models - the III and V - Number One had left quite a sour taste in the mouths of many owners, primarily due to its lack of power and marginal performance at altitude and with an engine out provided by its normally-aspirated 200 HP Lycoming IO-360s. This deficit was such that in some quarters the Seneca is still labelled as "the best single engine airplane in the world", despite the vastly improved performance (and potential) of the turbocharged 220 HP III, IV and V. While the fuselage and wing are visually mostly identical across all five Seneca marks, the One can be picked out in a crowd by its boxy, square nacelles (replaced by more streamlined units on the Seneca II) and air intake on the side of the cowl. This particular example - snapped at Lesce-Bled Airfield (LJBL) in the northwestern corner of Slovenia - was manufactured in 1974, the One's final production year...https://achtungskyhawk.com/wp-content/uploads/2017/04/as_dgloc_2403_001.jpgAS_DGLOC_2403_001A bit of twin-engine action as this German canary navigates Lučko's uneven apron on its way toward RWY 28. Even though the Seneca is one of history's most popular piston twins, this early version - introduced in 1974 - is nowadays nevertheless a bit of a rarity. Created in response to the numerous criticisms levied at the original Seneca I - which was, with its normally-aspirated 200 HP engines, considered severely "asthmatic" - the Seneca II was fitted with turbochargers that, despite not adding to the power, had immediately and dramatically improved performance (especially in an engine-out scenario at altitude). However, despite this, the type's ultimate lack of power had remained a thorn in users' eyes, leading Piper to add 20 HP per engine and new three-bladed props in 1981, creating the most popular PA-34 of them all, the Seneca III. D-GLOC itself had been manufactured in 1978, and had received its eye-catching paint scheme from its previous owner, Italian watchmaker Locman (which also explains the reg). On this day, it had popped into town to pick up a passenger bound for Split (LDSP) down on the Croatian coast.https://achtungskyhawk.com/wp-content/uploads/2017/04/as_9admg_2504_001.jpgAS_9ADMG_2504_001The emperor's new clothes... first look at a new & improved 9A-DMG following an extensive interior and avionics refit - the latter of which lags little in sophistication behind today's class cockpit 172SP (and quite a few bigger and more expensive machines as well). From left to right there's the Aspen Avionics Evolution 1000 PFD (w/ Synthetic Vision System (SVS)), the JPI EDM 900 Engine Data Monitor (a fantastic piece of kit), Garmin GTN 750 touchscreen NAV 1/COM 1/GPS + Garmin GNC 255 NAV 2/COM 2... and bringing up the right the Garmin GTX 345 Mode S transponder. Not a bad look for an 1979-vintage "old man"!2021-04-05T19:50:07+00:00monthlyhttps://achtungskyhawk.com/2017/05/18/photo-file-domesticated-dornier-the-croatian-afs-do-28-9a-isc/https://achtungskyhawk.com/wp-content/uploads/2017/05/as_9aisc_unk_001.jpgAS_9AISC_unk_001And finally, the only interior shot of ISC we could lay our hands on. The main differences are a different radio fit, more modern IFR instrumentation (two Course Deviation Indicators (CDI) for the pilot, and an Automatic Direction Finder (ADF) for the copilot) - and a simple weather radar (photo copyright: author, name withheld on request)https://achtungskyhawk.com/wp-content/uploads/2017/05/as_9aisc_1305_003.jpgAS_9AISC_1305_003In common with many similar aircraft acquired in a similar manner during the war, ISC had been hastily prepared and renamed, likely with whatever paint and/or stencils were available. More than 15 years of constant exposure to the elements have taken its toll, with its previous identity slowly coming to the surface... (photo copyright: Josip Miljenko Džoja)https://achtungskyhawk.com/wp-content/uploads/2017/05/as_70501_0209_001.jpgAS_70501_0209_001It's overblown, dirty, and not even from the same aircraft - but since there are so few detail shots of the Do-28 cockpit (and getting into ISC was not possible), I had to improvise. Like in many comparable aircraft of the period, the Skyservant's cockpit is a mass of dials, buttons and levers; however, the layout is quite intuitive and everything is within easy reach from both sides of the cockpit. And despite the tailwheel layout, visibility over the nose is excellent - though the view out the side is understandably quite poor (photo copyright: Boran Pivčić)https://achtungskyhawk.com/wp-content/uploads/2017/05/as_9aisc_1305_002.jpgAS_9AISC_1305_002By far the type's most distinctive feature is the location of the twin 380 HP six-cylinder geared and fuel injected Lycoming IGSO-540-A1E engines. Since the original Do-28 was produced on a tight budget, this solution was likely chosen to avoid an expensive redesign and strengthening of the wing required for high-mounted engines - while at the same time still providing adequate propeller ground clearance for operation on rough strips (photo copyright: Josip Miljenko Džoja)https://achtungskyhawk.com/wp-content/uploads/2017/05/as_9aisc_1305_001.jpgAS_9AISC_1305_001Despite not being easy on the eye, the Do-28 was - in all versions - a supremely capable aircraft. A direct development of West Germany's first post-WW2 design - the six-seat Do-27 - the original A and B model 28s were simply straight twin-engine conversions that retained a majority of the 27's parts. The significantly larger D model - able to accommodate 13 passengers and now named Skyservant - was however a much more thorough redesign that sacrificed almost all of its commonality with the 27 for increased cabin space and hauling capability. Despite this, it still boasted the impressive STOL performance and handling that had made the original 28 such a hit (photo copyright: Josip Miljenko Džoja)2021-04-05T19:42:46+00:00monthlyhttps://achtungskyhawk.com/2017/05/23/short-photo-file-out-of-africa/https://achtungskyhawk.com/wp-content/uploads/2017/05/as_esken_2305_001.jpgAS_ESKEN_2305_001While at first glance it seems to be just a stretch of the ubiquitous DA-42 Twin Star, Diamond's construction technique - basing each type around a custom carbon fiber shell instead of a traditional frame used on metal aircraft - means that the 62 is a whole different animal under the skin.https://achtungskyhawk.com/wp-content/uploads/2017/05/as_e71112_1305_001.jpgAS_E71112_1305_001Some people love oldtimers of the road... while others love oldtimers of the air. Manufactured way back in 1958, this very rare Bergfalke - "mountain falcon" in German - perfectly encapsulates just why I love tooling through hangars at small local airfields. A thoroughly upgraded version of the mid-30s Akaflieg Mü13 glider, the Bergfalke had upon its introduction in 1951 quickly laid the foundations for what would become Schiebe Flugzeugbau - and served as the basis for the company's most popular aircraft, the SF-25 Falke Touring Motor Glider (TMG). Another interesting factoid is that the type had been manufactured mostly at Riem, the main international airport for Munich until the opening of the current MUC on 17 May 1992... E7-1112 itself (latterly known as D-8241) is nowadays on service with the AK Livno flying club at Livno Airfield (LQLV), where it had arrived just recently as a - donation. Despite its advanced age, it is still a frequent flyer, and - according to club members - can hold its own even against more modern metal gliders.https://achtungskyhawk.com/wp-content/uploads/2017/05/as_dejhe_2405_001.jpgAS_DEJHE_2405_001And the classics just keep on piling up! Having already snapped a brand new DA-62 - and the incredibly rare CE.43 - the day before, I was smitten to find a mint Mooney M-20F at a rainy Split (SPU/LDSP). The last of the type’s snub-nosed models, the F was the final development of the original M-20A before the design was cleaned up by famed aerodynamics specialist Roy LoPresti in the mid-70s, resulting in the highly-successful M-20J. Even though it’s not as rare as its looks suggest, finding one is definitely a treat - especially since D-EJHE is celebrating its 50th birthday later this year!https://achtungskyhawk.com/wp-content/uploads/2017/05/as_fbxco_2305_001.jpgAS_FBXCO_2305_001There are two types of airborne visitors to the Croatian coast - those who fly cattle class, and those who go classic piston single class. Another of those beautiful gems that make aviation photography so rewarding, F-BXCO had instantly caught my eye even tucked in among the high-speed carbon fiber pornography lining the GA apron.https://achtungskyhawk.com/wp-content/uploads/2017/05/as_eskenfbcxo_2305_001.jpgAS_ESKENFBCXO_2305_001The past and future of light aircraft design in Europe... but even though the DA-62 is a vastly superior machine on all levels, one cannot but be drawn to the charisma of the lumpen - but incredibly rare - Guépard...2021-04-05T19:20:48+00:00monthlyhttps://achtungskyhawk.com/2017/07/03/photo-file-desert-rose-antonov-an-132d-ur-exk/https://achtungskyhawk.com/wp-content/uploads/2017/07/as_727_ciav_001.jpgAS_727_CIAV_001 The first turboprop to come out of the Ivčenko works, the AI-20 was first run in the mid 1950s - and can likely trace its roots back to German jet engine research in the closing days of WW2. As such, it has always been a powerful - but very crude - unit, well known for its tendency to smoke like mad at higher throttle settings. Honestly, I don't understand why the Croatian AF had even bothered painting them in low-visibility grey... you could spot them miles out without trying.https://achtungskyhawk.com/wp-content/uploads/2017/07/as_urexk_lbg_007.jpgAS_UREXK_LBG_007Will this be the 132's only mode of locomotion? Time will tell...https://achtungskyhawk.com/wp-content/uploads/2017/06/as_urexk_lbg_006.jpgAS_UREXK_LBG_006Unlike the 32 - which in Soviet times was always sold pretty much solely in a single multi-purpose configuration - the 132 offers several interior and equipment options for specific missions. These range from common bulk transport + paratroop and medical layouts to the more exotic maritime patrol, surveillance, jamming and even firefighting and gunship***** configurations.https://achtungskyhawk.com/wp-content/uploads/2017/06/as_urexk_lbg_005.jpgAS_UREXK_LBG_005With a roughly 50 cm shorter span than the AV-68 (and only 20 cm longer than the AV-72 of the An-26), the R408 had allowed the engine to be moved back down below the leading edge of the wing for improved aerodynamics. The exhaust is now vented to the side and downward, eliminating the interference with the horizontal stabilizer that had briefly plagued the 32.https://achtungskyhawk.com/wp-content/uploads/2017/06/as_urexk_lbg_004.jpgAS_UREXK_LBG_004An overhead panel that was once hard to imagine in a Soviet aircraft. Like all modern layouts, this one also follows the so-called “dark cockpit” concept, in which normal system operation is indicated by the ABSENCE of any switchlight illumination. While this makes the cockpit duller from a photographer’s perspective, it reaps huge benefits in actual operations, since the crew can now quickly scan the panel for any issues without having to verify the status of each group of switches – if nothing is illuminated, you're good to go!https://achtungskyhawk.com/wp-content/uploads/2017/06/as_urexk_lbg_003.jpgAS_UREXK_LBG_003The new setup also includes digital representations of just about any system installed on board; the only analogue indicators on the main panel were an old style AOA indicator and G meter, installed mainly for flight test purposes. The MFDs can also display interactive airport maps, further simplifying operations on complicated and busy airports – thus allowing the 132 easier access to places few 32s could visit on a regular basis.https://achtungskyhawk.com/wp-content/uploads/2017/06/as_707_91zb_001.jpgAS_707_91ZB_001 … all of which compares favorably – from an operational perspective at least – to the original three-man setup. One of the key issues of the 32’s flight deck was its closed architecture, making it costly and complicated to integrate many non-Soviet systems (especially on smaller, cost-sensitive aircraft such as this). For operators outside the Eastern Bloc, changes to the cockpit were thus limited only to the absolute necessities needed to operate in Western airspace, such as a modern Mode C/S transponder, TCAS system and the occasional basic GPS unit (like here).https://achtungskyhawk.com/wp-content/uploads/2017/06/as_urexk_lbg_002.jpgAS_UREXK_LBG_002Not a bad look I must say! Noticeably less cluttered than the original setup, the Primus Epic installation contains everything you need to fly in modern, congested airspace – and in sophistication and capability rivals pretty much anything found in a modern airliner. Interesting details are the two trackball controllers on either side of the throttle quadrant – used to control most of the system’s function via an on-screen cursor – and the presence of a long-range HF radio as standard, an indication that the 132 is still meant to be flown “off the beaten path”.https://achtungskyhawk.com/wp-content/uploads/2017/06/as_727707_91zb_0011.jpgAS_727707_91ZB_001The (now demobbed) fleet of the Croatian AF rolling in after a formation flight. As can be seen, the primary goal of moving the engines higher up was to create extra space for the props due to the curve of the upper fuselage, thus avoiding the structural and aerodynamic headaches of having to move the engines further out - as well as efficiency shortfalls should propeller span be significantly reduced.https://achtungskyhawk.com/wp-content/uploads/2017/06/as_urexk_lbg_0011.jpgAS_UREXK_LBG_001A profile only Mama Antonov could love. Even though it was always a supremely capable aircraft, the original 32 was never really a looker. With its mismatched Ukrainian airframe, Chinese-style nose and Commonwealth powerplant, the 132 continues the trend in style!2021-04-05T11:55:21+00:00monthlyhttps://achtungskyhawk.com/2017/08/16/photo-file-the-heat-is-on/https://achtungskyhawk.com/wp-content/uploads/2017/08/as_9abdm_1808_0011.jpgAS_9ABDM_1808_001The second oldest airworthy Skyhawk in Croatia - manufactured in 1966 - observing proceedings at Split (SPU/LDSP) from its elevated position halfway up the airport's famous hill. Located just a 100 or so meters from RWY 23, the hill tops out at just 10 meters above the airport elevation, and in addition to a GA hangar and fuel farm features an olive garden - as well as a small church that predates the airport by a couple hundred years... not a bad feature to have INSIDE the airport fence! BDM itself is similarly native, having flown in country ever since the early 70s and the first of the Yugoslav government's aeronautical shopping sprees (intended to equip flying clubs and schools with modern Western machinery). As an H model - Reims-built no less - it still sports the Skyhawk's original six-cylinder O-300 engine developing 145 HP, quite a more charismatic (if inefficient) package than the modern fuel-injected four-pop IO-360.https://achtungskyhawk.com/wp-content/uploads/2017/08/as_n670ml_1407_001.jpgAS_N670ML_1407_001Just when I thought I'd used up all of my luck for finding rare piston singles, I stumble upon this magnificent Sierra at little old Lučko. Fairly atypical by the standards of the company, the Sport/Musketeer/Sierra family was Beech's attempt at replicating the success of Piper's legendary PA-28 Cherokee series. Standing at the top of the lineup, the 24 Sierra was essentially a 200 HP Musketeer with retractable gear that had hoped to take on the extremely popular PA-28R Arrow. Sadly though, none of these models had managed to make a significant impact on the market, partly because they were made to Beech standards - and therefore more expensive - and partly because this segment of the market had never really been the company's forte. But more on the 24 in a separate post!https://achtungskyhawk.com/wp-content/uploads/2017/08/as_dbada_1608_0011.jpgAS_DBADA_1608_001A cute little canary coming in to make an already fun day of flying and photography at Split Airport (SPU/LDSP) all the better. A pretty rare bird, the Do-328JET is - as it says on the tin - a turbofan variant of the 33-seat Do-328 turboprop, a sleek and sexy design that can still today be seen flying with smaller regional operators in and around the Alps. Even though it had always been a well designed, robust and quality product, the Do-328JET had one fatal flaw: it was the brainchild of two small companies (Fairchild and Dornier) that went head-to-head with the likes of the much more established ERJ-135 and CRJ-100/200 in a market that does not easily forgive design missteps. Dornier's wobbly financials had further deepened the hole being dug under the design, the result of which are only 83 examples of the type ever made. Today however, it is enjoying a small Renaissance as a business jet - as well as a speedy and capable utility aircraft for both civilian (such as ADAC) and military operators (including the USAF).https://achtungskyhawk.com/wp-content/uploads/2017/08/as_dibmm_1608_001.jpgAS_DIBMM_1608_001After Dubrovnik had served up its best offer, Split (SPU/LDSP) had also decided to deliver! Cessna's first post-war twin, the 310 had remained in continuous production for 26 years, and spawned such a number of versions that they ate up half the alphabet. The Q model pictured here was the type's last snub-nosed variant, with the subsequent 310R - the last series to go into production - receiving an elongated and aesthetically far more pleasing job that had included a lot of additional storage capacity. A fine example of a classic 70s Cessna paint scheme - proudly advertising the fact that the engines sport a fuel injection system and not the common man's carburetor - D-IBMM had been manufactured in 1973, and can still be seen happily flying all over middle and southeastern Europe.https://achtungskyhawk.com/wp-content/uploads/2017/08/as_guava_1408_01.jpgAS_GUAVA_1408_=01Whenever I'm in a rut for not having snapped a light aircraft in awhile, I can always count on Dubrovnik Airport (DBV/LDDU) to come to the rescue! Even though both GA aprons had on this day been overflowing with various private and business aircraft, G-UAVA was the one that had instantly caught my eye - if anything for being one of the very few Twin Comanches still flying in Europe. Born in the early 60s, the PA-30 was an extensive twin-engine conversion of the earlier PA-24 Comanche, a "heavy cruiser" that had been the top of Piper's single-engine offering all the way until the late 70s and the appearance of the PA-46 Malibu. Even though it is far from the most elegant twin out there, the Twin Comanche nevertheless has several aces up its sleeve - the biggest of which is a design penned by the legendary Ed Swearingen, a freelance engineer known for his passionate love of speed and low fuel consumption. Most famous as the father of the Merlin bizprop and Metro feederliner, Swearingen had used all of his talent in designing the PA-30, creating a 300 km/h aircraft powered by engines of only 160 HP that together drank just 17 USG per hour. While they do not sound like something to write home about, these numbers are identical to what the SINGLE engine Cessna 210N could manage on its 310 HP - and all the more amazing given the extra drag and weight penalties of the second engine. G-UAVA itself had been manufactured in 1967, and can additionally boast so called "turbonormalized" engines, a special variant of the classic turbocharged setup running at lower manifold pressures and cylinder temperatures - thus increasing engine life and durability with very little loss in performance. Another interesting detail is the slope of the apron and runway; my camera's internal balance had said that this shot is perfectly level! Built on an undulating plain that is the only suitable piece of flat land for dozens of miles around, the airport is well known for its uneven nature, and can cause problems on landing if you're not prepared for it.https://achtungskyhawk.com/wp-content/uploads/2017/08/as_hasjr_0808_01.jpgAS_HASJR_0808_=01Likely one of the few situations where a turboprop so easily dominates the ramp! Enjoying a bit of sun and fresh sea air on Croatia's highest - and most challenging - airport. Perched on a high plateau surrounded by hills near the top of the eponymous island, Brač Airport (BWK/LDSB) sports a cocktail of characteristics that requires you to be very much awake on landing, including a 1750 ft elevation, a 1.4% runway gradient (1.7% in places even), notorious rotors and turbulence on all approaches, summer temperatures well above 30 degrees Centigrade - and a tight 1600 by 30 meter runway that can accommodate only a handful of airliner types. All of this together makes Brač Croatia's only Category C airport - requiring special crew and operator qualifications for operation. However, while its suitability for airliners is limited, its attractive location makes it the natural habitat of the light aircraft, whose variety rivals anything seen at bigger airports on the mainland.https://achtungskyhawk.com/wp-content/uploads/2017/08/as_9acdz_001.jpgAS_9ACDZ_001Taking a quick stroll through Varaždin's (LDVA) small corrosion corner. Already disused and mostly abandoned prior to having been flipped over in a storm in 2012, CDZ is one of Croatia's oldest Skyhawks, manufactured way back in 1967. Unfortunately, despite quite a bit of history in its logbooks, this is as far as it will ever get, since repairing it would actually cost more than buying an airworthy late 70s/early 80s example. Indeed, the extensive buckling down the tail (evident on both sides) is a telltale sign of major structural failure in the underlying load-bearing frame, requiring the whole back end of the airplane to be replaced at the very least. Though it had, damage-wise, fared much better, the country's sole PA-28-235 hiding in the background - and registered, rather ominously, 9A-DIE - is pretty much in the same boat. Completed in 1965, it too had not seen much air these past few years, and looks to be another candidate for a "Coke bottle conversion"...https://achtungskyhawk.com/wp-content/uploads/2017/08/as_hacpa_060817_001.jpgAS_HACPA_060817_001In common with many Cessna models of the 60s, CPA's flight deck is, by modern standards, a jumbled mess - but it nevertheless does have a certain odd charm. Interesting details are the flap position indicator (partially obscured by the right yoke) with color-coded fields representing maximum flap extension speed - and a Soviet EGT gauge below the CDI, apparently salvaged and reused from a light transport twin (possibly even the An-14).https://achtungskyhawk.com/wp-content/uploads/2017/08/as_hacpa_050817_001.jpgAS_HACPA_050817_001Though we had already met before several years ago, it is nevertheless always nice to see this old trooper once again. One of the very few early 206s still flying in Europe, HA-CPA celebrates its 50th birthday this year, a fact that had not - in true utility Cessna tradition - prevented it from working hard well into old age. Many moons ago actually a resident of Croatia, CPA had on this day popped into Lučko for a state skydive championship, for which it was the sole official dropship. An interesting detail is the pronounced chin under the nose, a leftover from the early Cessna 210 on which the 206 is based that had housed the 210's nose wheel when retracted (a bit more available here: https://achtungskyhawk.com/2013/08/23/rare-aircraft-mad-men-an-unusual-cessna-206/)https://achtungskyhawk.com/wp-content/uploads/2017/08/as_zzzz_001.jpgAS_ZZZZ_001Taking a short breather on Croatia's sole truly private airstrip. Nestled in rolling terrain 20-odd kilometers south of Zagreb, Pisarovina Airfield counts among the more scenic places to land at in the area, ringed by dense woodland and the Vukomerić Hills to the north, vast arable fields and fisheries to the south - and airliners on approach to Zagreb Airport (ZAG/LDZA) above. Indeed, the airfield is within spitting distance from both ZAG's control zone and the Pisarovina NDB - the focal point for all approaches to RWY 05 - making getting in and out quite a fun and refreshing experience. Though several aircraft - and even a flight school - are based here, on this day we were the only plane in town, which made us feel a bit... conspicuous... 2021-04-05T11:37:43+00:00monthlyhttps://achtungskyhawk.com/2017/08/29/rare-aircraft-strikebreaker-beech-king-air-b100/https://achtungskyhawk.com/wp-content/uploads/2017/08/as_didpl_170823_001.jpgAS_DIDPL_170823_001Despite not having the 200's majestic T-tail, the 100 is still a presence on the apron. Apart from that small detail, recognition features include longer engine nacelles, side mounted exhausts - and propellers that are not automatically feathered on shutdown. This particular machine - D-IDPL, manufactured in 1977 under the serial BE-29 - had had a simpler (albeit more German) life than N3536, having so far only flown as D-IZAC, D-IERI and N7729B.https://achtungskyhawk.com/wp-content/uploads/2017/08/as_n3536_170422_0011.jpgAS_N3536_170422_001Fortune favors the brave - or at least those willing to stand out in the wind and rain for a photo! The first B100 to ever cross my path, N3536 is seen waiting out a dreary night on one of Munich Airport's (MUC/EDDM) northern GA aprons. Manufactured in 1978 with the serial BE-72, this machine has a life story worthy of an MD-80, starting out in life as N2830B, then becoming XA-OCI of Mexico, followed by YV-321CP of Venezuela, before eventually making it back to the States as N2425J and N20FL. Soon though it would head over for a spell to hot South Africa as ZS-MZS, followed by a stint in cold Canada as C-FAFE - and then finally back home for the second time as N3536. Well traveled it definitely is!2021-04-05T11:17:29+00:00monthlyhttps://achtungskyhawk.com/2018/02/16/photo-file-the-view-from-up-here-rare-aircraft-intermezzo/https://achtungskyhawk.com/wp-content/uploads/2018/02/as_aerial_171207_001.jpgAS_aerial_171207_001Winter is definitely not coming (despite it being December) as our little red Citabria zips past two of Pula, Croatia's most notable landmarks: the Kaštel medieval Venetian fortress - and the Arena, one of the best-preserved amphitheaters in this part of Europe (even today the country's most popular concert venue).https://achtungskyhawk.com/wp-content/uploads/2018/02/as_rdpl34245_180124_001.jpgAS_RDPL34245_180124_001And talking about taking wrong turns: an Mi-8 from Southeast Asia on the Adriatic Coast. Flying from Laos to Croatia - 8,500 km as the crow flies - in a 20+ year old Mi-8 at speeds barely above 100 knots, the crew surely must have some fascinating stories to tell! Interestingly, 34245 had flown into Zadar (ZAD/LDZD) direct from Brest in Belarus (BQT/UMBB), some 1,100 km away - a hop made possible thanks to long-range tanks mounted on top of the fuselage. Indeed, Zadar would turn out to be just a technical stop to top up with fuel and get some shuteye; 34245 would be seen departing for Palermo (PMO/LIPJ) already by noon the same day. Note also the absence of the Mi-8's characteristic dust filters on the engine intakes, usually characteristic of early civilian members of the Hip family.https://achtungskyhawk.com/wp-content/uploads/2018/02/as_ew450tr_170531_001.jpgAS_EW450TR_170531_001It's not often that the same Il-62 appears twice in front of your camera at the same airport - especially if it is one of only two airworthy freighter conversions in existence. Parked at Zagreb (ZAG/LDZA) for three days now, EW-450TR of Belarus had naturally been an instant hit with the locals - so much so that we could reconstruct it from photos alone! Interestingly, it's fast becoming a common sight in Europe, despite being as clean as a Victorian coal mine and as quiet as an 80s The Who concert...https://achtungskyhawk.com/wp-content/uploads/2018/02/as_ttabc_171027_001.jpgAS_TTABC_171027_001Despite having given us such classics as regulation governing the size and shape of cabbage heads, the spiritual capital of the EU - Brussels (BRU/EBBR) - still does have some good use... for where in Europe could one so easily stumble upon a VIP Mad Dog from - of all places - Chad? At one time operated by Austrian Airlines as OE-LMO, TT-ABC is one of several jet aircraft owned by the Chad Gov't, and is - sadly - rarely to be seen outside the Francophone world.https://achtungskyhawk.com/wp-content/uploads/2018/02/as_aerial_180129_001.jpgAS_aerial_180129_001Real planets have curves - which are obvious even at turboprop altitudes. A soothing and humbling view of the Tyrrhenian Sea, with the distant horizon broken only by the sharp mountains of southern Corsica...https://achtungskyhawk.com/wp-content/uploads/2018/02/as_aerial_180209_001.jpgAS_aerial_180209_001A transit of southern Germany under unbelievably clear skies - or a cheap knock-off of the Universal Pictures opening animation? You decide!https://achtungskyhawk.com/wp-content/uploads/2018/02/as_aerial_180113_001.jpgAS_aerial_180113_001The moment you realize that no, you cannot keep up with the sun in a turboprop, and that it'd be best to just return back to course. Another deep anticyclone, a quick vector by ATC to clear us of traffic nearby - and just a tiny bit of luck and timing is all you need to make a sunset aloft all the better!https://achtungskyhawk.com/wp-content/uploads/2018/02/as_aerial_171013_002.jpgAS_aerial_171013_002Yet more aerial splendor as we follow the western face of the Kočevska Mala Gora hill line. What better way to relax after a busy working week than hop into the skies in a light aircraft with the sole purpose of enjoying the low & slow view...https://achtungskyhawk.com/wp-content/uploads/2018/02/as_aerial_171013_001.jpgAS_aerial_171013_001Those wonderful autumnal pleasures: a light aircraft, a deep anticyclone, an open window - and a full spectrum of colors outside. Enjoying the calming and serene view as we hop between the peaks of southern Slovenia's Kočevje Hills - in years past, interestingly, a strongly-enforced no-fly zone due to the proximity of a major Yugoslav People's Army military installation.2021-04-05T11:12:48+00:00monthlyhttps://achtungskyhawk.com/2018/09/26/photo-file-summer-snappin/https://achtungskyhawk.com/wp-content/uploads/2018/09/as_n595rj_180926_001.jpgAS_N595RJ_180926_001I go and visit Lučko for the first time in a month and straight out of the gate have this to see: 280 HP, 350 km/h, 20,000 ft - and a bucketload of charisma characteristic of all Mooney designs. Ever since the original single-seat M18 Mite, all of the company's aircraft could boast impressive speeds for their power, outstanding performance and flight characteristics all round - and dragging tails with "flipped" vertical stabilizers (which Al Mooney claimed improved yaw control in a stall). Even though it had been under Chinese ownership for some time now, today's Mooney remains true to its origins, with the top-of-the-line Acclaim Type S pushing a jaw-dropping 470 km/h with a turbocharged version of the Ovation's engine... (and for those interested, the small mosquito at the top of the screen is actually Mi-8MTV-1 "215" of the Croatian Air Force)https://achtungskyhawk.com/wp-content/uploads/2018/09/as_9adsg_180513_001.jpgAS_9ADSG_180513_001No horizons in the future for Future Horizon as it continues to deteriorate for another year in a remote corner of Dubrovnik Airport (DBV/LDDU). Not a stranger to my camera, DGS was the odd man out in the fleet of MD-80s operated by Air Adriatic, one of Croatia's first post-independence private airlines (though it was actually owned by a local investment company). Formed in 2001 and well known locally for giving its aircraft names that bordered on the cheesy, Air Adriatic would eventually fold in 2007 when its finances were exhausted, leaving the fleet stranded at various airports in the Balkans. While some of its MDs did survive in some form or another (as fire trainers of museum exhibits), DSG today remains pretty much the last visible example of the carrier's existence...https://achtungskyhawk.com/wp-content/uploads/2018/09/as_learjets_180708_001.jpgAS_Learjets_180708_001For most, a bunch of useless old relics... for Learjet fans, pure pornography! Winglets vs tip tanks as the very attractive fleet of Munich (MUC/EDDM)-based Jet Executive catches some rays on a beautiful summer afternoon. A round of beer for the folks responsible for keeping these machines in the air!https://achtungskyhawk.com/wp-content/uploads/2018/09/as_dcgbr_180606_001.jpgAS_DCGBR_180606_001Mirror mirror on the apron, which Learjet should I escape on? The 55 Longhorn you say? No problem! The first of the so-called "large cabin" Learjets, the model 55 was intended to be the starting point for a whole series of "premium" models (such as the shortened 54 and lengthened 56), but a tough market and lots of competition in the early 80s meant that the 55/55A/55B and 55C was as far as it ever made it. Even though the family would later serve as the basis for the very successful 60 series, the 55 was nevertheless a total sales flop, with just 147 having been sold during an eight year production run. Of particular interest is its Longhorn nickname - after a breed of Texas bull - which actually has a long association with the LJ line. The first model to carry it was the mid 70s 28, which had swapped the original 23's characteristic tip tanks for a pair of imposing, NASA-designed winglets - becoming the first production bizjet to be so equipped. As they became a standard feature on all future Learjets, the Longhorn name was left to slowly fade, eventually dying out with the 55...https://achtungskyhawk.com/wp-content/uploads/2018/09/as_s57188_180821_001.jpgAS_S57188_180821_001"Molki" throwing out the anchor as it decelerates after a training flight round the Celje Airfield (LJCL) circuit. Developed in the late 80s based on operational experience from the original L-13 Blanik, the L-23 came equipped with a completely new swept T-tail, a slightly larger cabin with new high-vis canopy (one piece on later models, such as this one) - and a revised wing that did away with the 13's large flaps. Though it had bettered its dad in almost all respects, the Super Blanik would nevertheless fail to replicate its market success, with only limited numbers having been sold in Europe. Interestingly, the type had made somewhat of a name for itself overseas, with 12 examples used by the US Civil Air Patrol as trainers under the designation TG-10B Merlin.https://achtungskyhawk.com/wp-content/uploads/2018/09/as_hatnc_180821_001.jpgAS_HATNC_180821_001The primary towplane of the Celje Flying Club intimidating ants as it awaits the start of the afternoon soaring session at Slovenia's Celje Airfield (LJCL). An aircraft with a history dating all the way back to 70s Yugoslavia, TNC had during the early 2000s been a resident of my base airfield of Lučko (LDZL), where it had intrigued me - a green student pilot - with its unwieldy and lumpy looks. Despite not being easy on the eye, the Pawnee had far outlived its original role of cropduster, becoming the staple of glider clubs all over the world.https://achtungskyhawk.com/wp-content/uploads/2018/09/as_derat_180827_001.jpgAS_DERAT_180827_001Got contrast? The only proper way to end a working day - with a beautiful GA classic! One of the last mass-produced touring types developed by Italy's traditional large manufacturers, the original S.205 was conceived in the mid 60s along similar lines as the contemporary Piper PA-28: a simple but versatile aircraft that could be developed into a diverse product family with comparatively little effort. To this end, the basic four-seat fixed-gear S.205F was quickly followed by the retractable S.205R and the more powerful five-seat S.208 - with the top of the range dominated by the planned six-seat S.206 and the S.210 twin. Unfortunately, despite the type's undoubted qualities and robust build, it would nevertheless never fulfill its potential, SIAI-Marchetti having always lacked the production capacity, support and market reach of its Big Three rivals across the Pond...https://achtungskyhawk.com/wp-content/uploads/2018/09/as_lydsk_180921_001.jpgAS_LYDSK_180921_001Another meeting with the very colorful LY-DSK, which I already had the chance to snap - and elaborate on! - in a previous post: https://achtungskyhawk.com/2017/03/21/photo-file-story-time/. Thankfully, Split Airport (SPU/LDSP) had recently decided to park most of its surplus aircraft steps right on the edge of the GA apron, affording plenty of opportunity to go elevated!https://achtungskyhawk.com/wp-content/uploads/2018/09/as_n196cc_180815_001.jpgAS_N196CC_180815_001Just when I thought it would be G400/G500/G600s or nothing for me here in Europe, into the mix comes this immaculate classic G-III. While you do have to stare at it for awhile to recognize it as an older model, its dead giveaway are the engines, old Rolls-Royce Spey units that are sufficiently loud to warrant the addition of "hush kits" - aftermarket (but certified) silencers that improve mixing between the exhaust gasses and ambient air and reduce the shearing forces between than that are the main "source" of jet engine noise.https://achtungskyhawk.com/wp-content/uploads/2018/09/as_n700rs_180728_001.jpgAS_N700RS_180728_001Silver Eagle is silvery! Easily the most popular aftermarket conversion for any Cessna piston single, the Silver Eagle mod entails a major rework of the classic 210 powerplant, substituting its original 310 HP Continental TSIO-520 six cylinder boxer for a 450 HP Allison/Rolls-Royce 250-B17 turboprop - the same type of engine fitted to the most popular helicopter in the West, Bell's JetRanger. While just the power increase sounds worth the trouble (and cost), the conversion's real party piece is the engine's high mass flow, a trait inherent to all turboprop engines. The classic P210 had made its name for its 23,000 ft ceiling, full cabin pressurization and a pneumatic de-ice system for the wing and tail surfaces - all services that require a tremendous amount of compressed air. To cater for all of them, the turbocharger had to massive, which increased weight, maintenance complexity - and occasionally made the engine tricky to operate (especially with regards to shock cooling). Since half of a turboprop is essentially just a large compressor, it handles so much air that it can keep everything sufficiently supplied while still providing a care-free high performance experience - and all for a 158 kg wright reduction (the 250 tips the scales at 96 kg dry vs. the 254 of the TSIO). N700RS also features a frequent optional extra, a weather radar housed in a streamlined dome below the right wing.2021-04-05T07:43:48+00:00monthlyhttps://achtungskyhawk.com/2018/10/01/photo-file-my-kingdom-for-some-horsepower-the-caravan-blackhawk-xp42/https://achtungskyhawk.com/wp-content/uploads/2018/10/as_dfoxy_180928_002.jpgAS_DFOXY_180928_002What a truly wonderful way of spending an afternoon: sitting on the ground behind a revving 850 HP short-body Caravan to the background of rolling hills and lush forest...https://achtungskyhawk.com/wp-content/uploads/2018/10/as_dfoxy_180928_004.jpgAS_DFOXY_180928_004With a load of between 10 and 15 skydivers every 15-20 minutes, Foxy's modification sure had their work cut out for them (even more so since start-ups are more critical to turbine engine wear than running hours)!https://achtungskyhawk.com/wp-content/uploads/2018/10/as_dfoxy_180928_008.jpgAS_DFOXY_180928_008In addition to Blackhawk's efforts to keep oil temperatures manageable even during repeated short cycles (as well as the day's very agreeable 17 degrees Centigrade on the ground), Foxy came equipped with a custom cooling adapter, essentially three fans running off a 12 volt external battery that circulate air through the oil cooler to prevent the formation of local hot spots when the engine is not operatinghttps://achtungskyhawk.com/wp-content/uploads/2018/10/as_dfoxy_180928_007.jpgAS_DFOXY_180928_007And the conversion's other party piece, the new oil cooler. A pretty good illustration why the XP42's nose now looks like it had been rammed into a wall!https://achtungskyhawk.com/wp-content/uploads/2018/10/as_dfoxy_180928_006.jpgAS_DFOXY_180928_006A peek under Foxy's skirt. Though the 42A sports a larger core than the 114A, it is only 27 kg heavier dry, 190 vs 163 kg. Interestingly, it is also 34,7 cm longer than the 114A (1.68 vs 1.34 m) - but at the same time 13.2 cm narrower, sporting a 46.4 cm diameter vs the "smaller engine's" 59.6. Also note the fuel/oil heat exchanger at the extreme right, which helps cool the oil by transferring some of its heat to the fuel on its way to the combustion chamberhttps://achtungskyhawk.com/wp-content/uploads/2018/10/as_dfoxy_180928_003.jpgAS_DFOXY_180928_003Dear passengers, your flight is now ready for boarding. Though all of you will leave half way, we would like to thank you for flying with us! Though the prop is now noticeably shorter in span, it still spins at very similar speeds as the original, meaning the XP42 is still a pretty quiet machine, even at full chathttps://achtungskyhawk.com/wp-content/uploads/2018/10/as_121276_120909_001.jpgAS_121276_120909_001For comparison, a stock Caravan I, here in its military U-27 guise. Note the single large exhaust duct and narrow cowlhttps://achtungskyhawk.com/wp-content/uploads/2018/10/as_dfoxy_180928_001.jpgAS_DFOXY_180928_001A handful of horses in the back - and 850 charging straight at me. Looking imposing in the soft afternoon light, D-FOXY returns from yet another series of skydive runs. Manufactured in 1999 with the serial 208-00303, Foxy spent its early years in the US, flying as a seaplane under the name N984J. In 2006 it would move to Italy as I-SEAA, before heading north into Germany in 2013, where it would eventually lose its floats, get buff and become a no-nonsense jump platform2021-04-05T07:36:18+00:00monthlyhttps://achtungskyhawk.com/2019/03/07/photo-file-looking-out-of-2018/https://achtungskyhawk.com/wp-content/uploads/2019/03/as_view_190221_001.jpgAS_view_190221_001A piston single, a backwoods grass runway, a deep anticyclone and all the time in the world - feels good to be back in the old saddle! One of the first private airstrips in Croatia, Zvekovac (LDZE) has always been a GA favorite; located just 20 minutes away from Lučko (LDZL), it's a perfect place for a short afternoon getaway (especially when there's a barbecue in the mix somewhere)https://achtungskyhawk.com/wp-content/uploads/2019/03/as_view_190204_001.jpgAS_view_190204_001There are fine views of the Alps at sundown... and then there's this one. Zipping past the several Tauern subranges as we sneak under a nasty jetstream blanketing most of Austria...https://achtungskyhawk.com/wp-content/uploads/2019/03/as_view_190122_001.jpgAS_view_190122_001They say "Blue Monday" is the most depressing day of the year... "Blue Tuesday" however seems to be a far better deal! No room for gloom when you get to greet the dawn above the sleepy, anticyclonic Alps...https://achtungskyhawk.com/wp-content/uploads/2018/12/AS_view_181218_001.jpgAS_view_181218_001Soaking up the majesty of Italy's Gran Sasso mountain range as we zip past on our way west. Dominated by the Corno Grande - the country's highest non-Alpine peak - Gran Sasso is perhaps most famous as the setting of Operation Eiche, an audacious 1943 airborne assault by German special forces to rescue Benito Mussolini, then being held under arrest in a hotel on the Campo Imperatore highlands (the depression in the center). Having reached the site in assault gliders, the attacking troops had quickly overwhelmed the defenders and shuffled Mussolini to a waiting Fieseler Storch, which - though dangerously overloaded - managed to eventually lift off and head for the Pratica di Mare airbase, located very near Rome's present Fiumicino Airport. In a particular twist, our flight path that day had taken us along almost exactly the same route, a trip that took us 15 minutes in a warm cockpit with tea in hand - as opposed to the harrowing hour it took the Storch barely clinging to the air in bitterly cold winter (not to mention having Mussolini as a passenger and Hitler waiting anxiously in Berlin for news)... nowadays the entire range is a designated national park, known for its pristine nature and ski slopes - as well as the world's largest underground particle research laboratory (the Laboratori Nazionali del Gran Sasso), and an out-station of the Rome Observatory tracking and cataloging orbital bodies passing near the Earth (Near Earth Objects, NEOs).https://achtungskyhawk.com/wp-content/uploads/2018/12/AS_view_181217_001.jpgAS_view_181217_001Enjoying a spot of late afternoon cloudsurfing near the Eternal City as a wall of nasty thunderstorms starts to build over Naples out in the distance...https://achtungskyhawk.com/wp-content/uploads/2018/12/AS_view_181030_001.jpgAS_view_181030_001Bursting out of a deep cloud bank into a windy and turbulent seaside morning. With surface winds hovering around the 30 knot mark - and winds aloft in treble figures even at turboprop altitudes - the views were guaranteed to be impressive...https://achtungskyhawk.com/wp-content/uploads/2018/12/AS_view_181026_001.jpgAS_view_181026_001For some reason, getting stuck in a dawn holding pattern went down pretty well with me this morning...https://achtungskyhawk.com/wp-content/uploads/2018/12/AS_view_181012_001.jpgAS_view_181012_001Getting up at 4 AM to go to work: not really a fan. Greeting the dawn like this as a consequence: like it very much! Layer cloud, rain, icing, fog and clear skies - and all of them happening at the same time. Damn I love this job!https://achtungskyhawk.com/wp-content/uploads/2018/12/AS_view_181206_001.jpgAS_view_181206_001A bit of anticyclonic weather here, some freezing temperatures there, mix it all in with a dawn arrival and voilà - one very happy first officer!2021-04-05T07:29:40+00:00monthlyhttps://achtungskyhawk.com/2020/08/29/photo-file-gulfs-galore-g-iii-n32mj-g-ii-b-n4nr-ldza/https://achtungskyhawk.com/wp-content/uploads/2020/08/as_n4nr_190305_001.jpgAS_N4NR_190305_001Jumpin' Jehoshaphat? More like Forgotten Jehoshaphat! In 2020, N4NR would be moved to the far end of the apron (to a spot just under its horizontal stabilizer) and left to the elements...https://achtungskyhawk.com/wp-content/uploads/2020/08/as_n4nr_181106_001-1.jpgAS_N4NR_181106_001While you'd be hard pressed to tell it apart from the G-III from most angles, the dead giveaway is the old G-I-style nose. While it is very cool in its own right, it almost looks like the G-IIIs rural cousin...https://achtungskyhawk.com/wp-content/uploads/2020/08/as_n4nr_181104_001-1.jpgAS_N4NR_181104_001Lost in the mist and overcast. To see a G-II in the 21st century is something... to see one WITHOUT hush kits is a different matter entirely!https://achtungskyhawk.com/wp-content/uploads/2020/08/as_n32mj_200809_002-1.jpgAS_N32MJ_200809_002Rarely are there aircraft whose looks combine characteristics that are so different: elegant, but brutish... delicate, but powerful... discreet, but imposing...https://achtungskyhawk.com/wp-content/uploads/2020/08/as_n32mj_200809_003-1.jpgAS_N32MJ_200809_003You know your airplane is good when it needs a muzzle. For those unfamiliar with them, "hush kits" - seen here at the back of the engine - are aftermarket air mixers fitted to older generation low-bypass turbofans to reduce their noise signature. They work by providing additional mixing of outside air and exhaust gases, which reduces the shearing forces between them that are the main cause of "jet engine noise". In many Western countries, they are nowadays an essential piece of kit to even get in. The units fitted to N32MJ are QTA Stage 3 models, by far the most popular choice for Spey-powered Gulfs (of note, the gap between the engine and mixer accommodates the reverser buckets when open)https://achtungskyhawk.com/wp-content/uploads/2020/08/as_n32mj_200809_001-1.jpgAS_N32MJ_200809_001There's just something about a quarter side view of a classic Gulf... interestingly, N32MJ was parked at Zagreb immobile for approximately two weeks while Mr. Johnson was down on the Adriatic coast, despite an abundance of airports that could (and had the space) to accommodate a G-III...https://achtungskyhawk.com/wp-content/uploads/2020/08/as_n32mj_200804_003-1.jpgAS_N32MJ_200804_003... and the baseball team he owns on the otherhttps://achtungskyhawk.com/wp-content/uploads/2020/08/as_n32mj_200804_002-1.jpgAS_N32MJ_200804_002Despite the "Eurowhite" paint job (which is actually new), N32MJ does carry a few tokens of Mr. Johnson's sporting life: his old basketball team on one side...https://achtungskyhawk.com/wp-content/uploads/2020/08/as_giii_n32mj_200804_001.jpgAS_GIII_N32MJ_200804_001It may be plain while and surrounded by newer, fancier & flashier birds - but N32MJ nevertheless manages to dominate the GA apron with ease!2021-04-05T05:53:51+00:00monthlyhttps://achtungskyhawk.com/2020/09/06/photo-file-flying-in-the-time-of-corona-croatian-ga-snapshots/https://achtungskyhawk.com/wp-content/uploads/2020/09/as_9admj_200905_001.jpgAS_9ADMJ_200905_001Even on its own turf, the Reims Rocket is a shy and reclusive species, easily frightened by noise and sudden movement. Because its colorful plumage makes it easy prey for photographers, it has evolved the ability to escape and hide quickly and without warning; always approach it silently and patiently, using local terrain and foliage for cover whenever possible...https://achtungskyhawk.com/wp-content/uploads/2020/09/as_oktkn_200903_001.jpgAS_OKTKN_200903_001A 210 on a hill... in the middle of an airport... next to a fire trainer... by a fuel farm... in the shade of an olive grove... well, that's this week taken care of! What may eventually become the new static exhibit at Split Airport (SPU/LDSP), OK-TKN had arrived into town unexpectedly following an in-flight engine failure, and is now caught up in the financial and logistical nightmare of getting it going again...https://achtungskyhawk.com/wp-content/uploads/2020/08/as_9adjz_200819_001.jpgAS_9ADJZ_200819_001And finally, one little Cherokee I'm VERY happy to see again! Covered previously in two some of my earliest posts here (part #1 and #2), DJZ is the sole "pre-Warrior" PA-28 in the country, and had years & years ago been based at Dubrovnik (DBV/LDDU). Unfortunately, a while back it had fallen on some hard times and was left to rot in the corner of the apron. Thankfully, about a year ago it had been brought to Medulin Airfield (LDPM) in Istria, where it is now undergoing a complete restoration - and will be happily flying already in early 2021!https://achtungskyhawk.com/wp-content/uploads/2020/08/as_dkrmp_200613_001.jpgAS_DKRMP_200613_001The 70s are back - as an airplane. While this "50 Shades Of Brown" interior may not be all that hot by today's style standards, it is nevertheless so throwback cool that it warrants a "10/10 would sit" rating! (it also helps that the entire cockpit is crisp, clean, neat - and fully original, with the same trim it had back in 1986 when it rolled off the production line) (and yes, despite the D- reg, this machine is a fully-fledged local)https://achtungskyhawk.com/wp-content/uploads/2020/08/as_9adlj_200607_001.jpgAS_9ADLJ_200607_001Of course he's happy - he's going flying... and on an aircraft he built himself from the wheels up, and from parts of half a dozen factory Super Cubs!https://achtungskyhawk.com/wp-content/uploads/2020/08/as_luckwick_208020_001.jpgAS_Luckwick_208020_001Number 2 for departure after three incoming arrivals, holding short on a parallel runway being used as a taxiway since it is too close for proper simultaneous operations... this is not Lučko - it's Gatwick on grass!https://achtungskyhawk.com/wp-content/uploads/2020/08/as_9apad_200730_001.jpgAS_9APAD_200730_001... this. It's startup may not have been as smoky as I would have liked (thankfully for the engine!), but it was nevertheless worth frying like sushi on the superheated apron to catch my first ever Duchess. Conceived on the same train of thought as the Seminole, the 76 was always a typical Beech design: built up to a standard rather than down to a price. Unfortunately, that made it quite expensive, meaning that only 437 would ever be produced... barely half the Seminole's ~930 (and counting). Ironically, being a replacement for 9A-DZG means that Walter Beech may still have a tiny last chuckle!https://achtungskyhawk.com/wp-content/uploads/2020/08/as_9adzg_200810_001-1.jpgAS_9ADZG_200810_001Concentration at 120% as a young colleague readies his ship for a late afternoon training flight. Somewhat fortunately, this student-weary veteran of the Croatian Aviation Training Center - to whose weariness I myself had actively contributed a decade ago - will soon give way to...https://achtungskyhawk.com/wp-content/uploads/2020/08/as_9advb_200524_001.jpgAS_9ADVB_200524_001If you're sad for the demise of Cold War underground air bases and bomb-proof aircraft hangars, don't despair - Dubrovnik Airport (DBV/LDDU) has something for you! Not so much a Hardened Aircraft Shelter as a "Hardened Vehicle Garage", the brand new semi-subterranean storage depot along the airport's northwestern perimeter may seem like an unlikely place for aircraft photography... but as you can see, it pulls it off nicely!2021-04-05T05:39:31+00:00monthlyhttps://achtungskyhawk.com/2020/09/24/photo-file-flying-in-the-time-of-corona-foreign-ga-snapshots/https://achtungskyhawk.com/wp-content/uploads/2020/09/as_ylarv_200905_01.jpgAS_YLARV_200905_01Another speedy Italian Job - but with an unusual address (in Latvia no less). One of the many LSA designs to come out of Italy during the late 80s homebuilt boom, the Century 04 is a fixed-gear derivative of the earlier Century RG, featuring a 100 HP Rotax 912 w/ a constant speed prop - both of which are good for a solid 200 km/h in the cruise while sipping just 10-15 liters per hour. With space for a proper 2+2 config - but sporting only two seats to give more baggage space - YL-ARV will likely become a Lučko native soon... so with any luck, there might by a Rallye-style flight report on here in the near future!https://achtungskyhawk.com/wp-content/uploads/2020/09/as_z3dam_200924_01.jpgAS_Z3DAM_200924_01I may be small - but at least I'm weird. An aircraft whose elegance immediately belies its Italian origins, the Partenavia P.68 boasts quite an unusual cocktail of characteristics for a "serious six-seat touring aircraft": a high cantilever wing, a pair of "small" IO-360 engines and - most interesting of all - fixed landing gear. But, while this may raise eyebrows, there's quite a lot of method to its madness: from the outset, the P.68 was designed to be an efficient, affordable and user-friendly alternative to conventional twins of the 1970s, using sleek lines and clever aerodynamics to cruise at 300 km/h on just 2x 200 HP - and calculating that the drag penalty of the gear is a lesser evil than the weight, cost and complexity of retractable units (an approach later also taken by Cirrus). And it worked: in continuous production since 1971, more than 430 have been sold so far - including 20 of its glass-nosed patrol & observation models, the P.68 Observer & Observer 2 -  making it one of Italy's most successful GA designs. And if it reminds you somewhat of Tecnam's new P.2012 Traveler, rest assured that the resemblance is NOT coincidental: the P.68 was in fact penned by the brothers Luigi and Giovanni Pascale, who would in 1986 go on to found the same "Costruzioni Aeronautiche Tecnam"...https://achtungskyhawk.com/wp-content/uploads/2020/09/as_moonweiss_200808_01.jpgAS_Moonweiss_200808_01So similar, yet so different: two "budget speedsters" that show just what can be done with some clever engineering and a bit of compromise. An aircraft that had set new standards for efficiency in its class, the Mooney M-20J (on top) was rebranded as the "201" when it became the first four-seat touring aircraft to reach 201 miles per hour (175 kts; 320 km/h) on just 200 HP. Though it had paid the price in payload and interior space - and required an extensive aerodynamic cleanup by the legendary Roy LoPresti - the J had set the stage for today's M-20V, which needs only 280 HP and a turbocharger to cruise at 242 kts (450 km/h)... two thirds of the Q400's maximum speed. // But the more interesting machine is the Duruble RD.03 Edelweiss, an aircraft that needs only 180 HP and a fixed-pitch prop to do 147 kts (270 km/h) while sipping just 8.7 gallons an hour - roughly what a Cessna 172 would drink, using exactly the same engine and prop, to do 110 kts (204 km/h). What's even more fascinating is that the RD.03 is actually a homebuilt, and was designed in the 70s by Roland Duruble, a marine engineer by trade. Other interesting bits include hydraulically operated landing gear and flaps, the latter extending automatically to the desired setting in response to airspeed - stuff unheard of even on turboprop twins. Another neat trick is that the horizontal stabilizer has a slight dihedral - it is mounted at an upward angle - so that it remains clear of the turbulence coming off the flaps (an effect that is quite pronounced on the Q400 at Flaps 35, and results in noticeable airframe vibration). This particular machine had been completed in 2003, and aside from the uprated 180 HP engine (the type standard is 160), it also sports a Lancair-style air intake that gives an additional performance and efficiency boost. In fact, the build is so sweet that it had featured in several GA magazines - often with the tagline "France's homebuilt Mooney"https://achtungskyhawk.com/wp-content/uploads/2020/09/as_denbr_200812_001.jpgAS_DENBR_200812_001One of only 30 or so ever made (and the second one to end up in front of my camera), this beautiful Ruschmeyer R90 is one of those fantastic "what could have been" machines that make GA so special. Designed by Horst Ruschmeyer of Hannover in Germany, the R90 was an attempt to bring together all the cutting edge tech of the late 80s and combine it into a high-performance four-seat touring aircraft made squarely to European - rather than American - measure. Built entirely out of fiberglass (which was tested to destruction) and sporting a speedy laminar flow wing, it could touch 300 km/h in the cruise on just 230 HP - making it faster than pretty much every other aircraft of its power class. Its real party piece, however, was its noise signature: at full chat, it could do just 66 dB - roughly equivalent to the noise level of a typical office, and some 8 dB below the strictest level required by law. To do this, it was fitted with specially-designed exhaust stacks and a bespoke short-span four-blade composite prop - while the engine itself, a Lycoming IO-540, was actually derated down to 230 HP from its default 260 to cut down on all the yelling. Beautifully finished and with handling characteristics that were described as "a real treat", the 230RG was supposed to launch an entire family of aircraft, including everything from a 190 HP fixed-gear "budget" model to a 470 HP Rolls-Royce 250 powered speed machine. Unfortunately, the design took until 1990 to sufficiently mature, by which time the market had slumped so hard that even Cessna had to throw in the towel. The results were depressingly predictable: after just five years of production and a single variant, the Ruschmeyer works filed for bankruptcy - and, despite attempts by other companies to revive the design, that was that for the sleek little R90...https://achtungskyhawk.com/wp-content/uploads/2020/09/as_fhbsf_200530_001.jpgAS_FHBSF_200530_001Another skydive PC-6 - and another drive to see it right after the night shift. What makes this 2006 example a little bit more special is that it sports the 680 HP PT6A-34 engine instead of the stock 550 HP 27 series - and is seen carrying the type's somewhat uncommon external fuel tanks. Carrying another 200 liters each, they give the PC-6 an impressive seven hour endurance - itself quite a neat trick on workdays when F-HBSF is used as an aerial imaging platform (for skydive ops they're empty, but to simplify handling they're usually left on the wing, since their performance penalty is quite small all things considered)https://achtungskyhawk.com/wp-content/uploads/2020/09/as_fcfvl_200905_001.jpgAS_FCFVL_200905_001Before they can learn how to fly, young gliders must first learn how to taxi. To make that big step easier, their owners often fit them with training wheels and take them for short strolls around the apron. With time, they will progress to longer walks all the way to the runway - and eventually, when they feel more comfortable at the airport, they will finally be able to spread their wings and start flying all on their own...2021-04-05T05:32:29+00:00monthlyhttps://achtungskyhawk.com/2020/10/04/incident-ldzl-storm-damage-04-oct-2020/2021-04-05T05:23:41+00:00monthlyhttps://achtungskyhawk.com/2014/01/20/photo-report-the-force-450-gale-serbias-sila-450-ul/https://achtungskyhawk.com/wp-content/uploads/2014/01/as_sila_006.jpgAS_Sila_006A soon-to-be familiar sight in ex-Yu skies?https://achtungskyhawk.com/wp-content/uploads/2014/01/as_sila_0021.jpgAS_Sila_002Another interesting feature not seen on the CH-701/Savannah/similar is the cut-down rear fuselage, making for decent rearward visibility. The two rear windows also give the cabin a brighter, airy and less claustrophobic feel. Note also the small black bag visible through the window, housing the ballistic parachute.https://achtungskyhawk.com/wp-content/uploads/2014/01/as_sila_007.jpgAS_Sila_007The view forwards in flight is pretty much on par with that of the 150; however, the large side windows, rear-mounted wing struts and smaller pillars mean the SILA excels when you want to look left, right or down. Like the Savannah, the design also features a small triangular window on the ceiling which helps with ambient lighting and provides some semblance of upward visibility.https://achtungskyhawk.com/wp-content/uploads/2014/01/as_sila_004.jpgAS_Sila_004Once in, there's plenty of room to stretch your legs and sit upright... though at the limit of the latter in my case. Simple and uncluttered, the cockpit of YU-A102 sported only a very basic avionics fit, tailored to the needs of the German market. Interesting features include the side panels canted towards the pilot, as well as the innovative system switches, which light up when activated (as could have been seen in the above video). The two guarded switches on the left panel are the magnets, while the key slot beside them is not the starter - but the battery master switch. The ominous red handle that sticks into the eye next to my knee activates the ballistic parachute system - and is also guarded for your wallet's safety.https://achtungskyhawk.com/wp-content/uploads/2014/01/as_sila_003.jpgAS_Sila_003Wide doors and a tall door frame make for remarkably easy entry and exiting - so even types of my height won't be going around bumping into things. The only criticism I have here is that the sticks are too tall, which makes maneuvering to sit down a bit awkward if you have long legs (and can lead to some minor interior scraping if you're a bit clumsy).https://achtungskyhawk.com/wp-content/uploads/2014/01/as_sila_0051.jpgAS_Sila_005Another interesting feature are the wingtip fences, which prevent high pressure air below the wing from spilling over the wingtip into the low pressure air above (similar to the winglets of a larger aircraft). Left uncontrolled, this spillover would eventually detach from the wing in the form of turbulence - the infamous wingtip vortex - drastically increasing aerodynamic drag. A similar setup is - uniquely - found also on the horizontal stabilizer.https://achtungskyhawk.com/wp-content/uploads/2014/01/as_sila_001.jpgAS_Sila_001YU-A102 nice and clean - and ready for its first flight of the day2020-11-03T10:16:18+00:00monthlyhttps://achtungskyhawk.com/2013/08/16/tech-a-flying-fashion-victim-the-pc-6-engine-saga/2018-04-30T08:37:58+00:00monthlyhttps://achtungskyhawk.com/2014/03/29/short-photo-report-spring-at-lucko/https://achtungskyhawk.com/wp-content/uploads/2014/03/as_ldzl2_003.jpgAS_LDZL2_003A contrast that perhaps best of all illustrates why I love Lučko: we've got everything from gliders to transport helicopters, fun to security - and dull grayness to cheerful colors.https://achtungskyhawk.com/wp-content/uploads/2014/03/as_ldzl2_002.jpgAS_LDZL2_002A contrast that perhaps best of all illustrates why I love Lučko: we've got everything from gliders to transport helicopters, fun to security - and dull grayness to cheerful colors.https://achtungskyhawk.com/wp-content/uploads/2014/03/as_ldzl2_001.jpgAS_LDZL2_001A sight to warm the heart! Blue skies, bright colors and a raft of lighties eager to get off the ground. Leading the pack was our colorful gliding pair, consisting of Schleicher Ka-7 9A-GKA and the afore-pictured Delfin 9A-GHS. They would soon be joined by Pilatus B4 9A-GPA, seen just in front of the hangar doors.https://achtungskyhawk.com/wp-content/uploads/2014/03/as_9aghs_001.jpgAS_9AGHS_001A glider you really can't loose in a crowd! Despite its staggering similarity to the Polish-built PZL-Bielsko SZD-24 Foka - one of the world's most beautiful wooden gliders - the Delfin ("Dolphin") was actually designed and produced by the Vazduhoplovni tehnički centar ("Aircraft Technical Center") at Vršac in Serbia, well known locally for both its own and license-produced high performance gliders.https://achtungskyhawk.com/wp-content/uploads/2014/03/as_yucpc_001.jpgAS_YUCPC_001The spring hangar cleaning session had also given me the opportunity to visit our old Aero 3, usually inaccessible without some serious aerobatic moves over and around several rows of gliders. One of the few remaining examples of the type, this machine had actually undergone restoration several years back - a process that had, sadly, been curtailed due to a lack of funds. Planned on being returned all the way to flying status, the aircraft had also received a Croatian registration, which had never actually been used outside the official register...https://achtungskyhawk.com/wp-content/uploads/2014/03/as_9agja_001.jpgAS_9AGJA_001Some of our birds though have started the new season like fish out of water! Out of the hangar for the first time in several months, AK Zagreb's Jantar will soon receive a thorough wash, after which it'll be given back its wings and horizontal tail surfaces (stored away in the corner of the hangar). By the end of the morning, it would be happily catching thermals above town.https://achtungskyhawk.com/wp-content/uploads/2014/03/as_n50dd_001.jpgAS_N50DD_001Life, life at Lučko! Flying in the very day the airfield had reopened, N50DD was the only airplane to succeed in the fight against the day's strong crosswind, which had actually managed to touch the 30 knot mark at one point. Despite its reg, the aircraft is a long-time resident of various Zagreb airports, and is seen here cooling down after its 10 minute repositioning hop from LDZA.2016-04-11T08:57:14+00:00monthlyhttps://achtungskyhawk.com/2012/09/13/rare-aircraft-aermacchi-lockheed-al-60b-2-santa-maria-yu-bcz/https://achtungskyhawk.com/wp-content/uploads/2012/09/as_bcz_0031.jpgAS_BCZ_003All available evidence points to the wheeled versions (tricycle and tailwheel) as the only ones to have seen production. Another of Al Mooney's touches - and one of the type's distinctive features - the main gears of the tricycle models were designed so that the legs do not obstruct access to the cargo doors, while still providing a wide track and keeping the wheels sufficiently afthttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_bcz_004.jpgAS_BCZ_004Discarded by the side and sank into the snow, BCZ's cowl makes for an oddly sad sight. Of somewhat questionable aerodynamics and eternal woes with engine power, the AL-60 was never much of a success, and had sank into relative obscurity even while it was still being produced. Nevertheless, with a bit more power it had proven to be a solid aircraft, as continually proven by Kudus still flying with the South African AFhttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_bcz_002.jpgAS_BCZ_002With most of its extremities gone, it had taken me a few seconds to recognize this hulk as an AL-60. Of questionable aerodynamics - certainly not as refined as those of the comparable Cessna 185 and 206 - and eternal woes with engine power, the AL-60 was never much of a success, and had sank into relative obscurity even while it was still being produced. Nevertheless, with a bit more power it had proven to be a solid aircraft, as continually proven by Kudus still flying with the South African AFhttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_bcz_001.jpgAS_BCZ_001YU-BCZ was progressing significantly backwards since the last photo I saw of it on Airliners.net. Stripped of virtually all components that could be taken down, BCZ appears to be undergoing a slow - but thorough - process of repair and restoration2023-03-23T22:27:29+00:00monthlyhttps://achtungskyhawk.com/2013/12/07/history-where-eurocopters-dont-roam/https://achtungskyhawk.com/wp-content/uploads/2013/12/as_hbab_0012.jpgAS_HBAB_001A family reunion during the official handover ceremony. With their arrival, the Police fleet is now "three all" between twins and singles, through it is likely that the twins - being fully IFR and night ready both on paper an in actual capability - will likely get more air time in the future...https://achtungskyhawk.com/wp-content/uploads/2013/12/as_9aheg_0021.jpgAS_9AHEG_002A Sud invention, the Fenestron tail rotor has pretty much become the defining characteristic of most Eurocopter designs. Heavier and more complicated than a conventional tail rotor, the Fenestron is also noticeably quieter, while its much higher mass flow does wonders for maneuverability (especially in tight spots)https://achtungskyhawk.com/wp-content/uploads/2013/12/as_9aheg_0011.jpgAS_9AHEG_001Putting on a swell performance at the 2009 Croatian International Airshow Varaždin. Weighing in at just 2430 kg - but being lifted by an 850 HP Arriel 2B1 and whirled around by a Fenestron tail rotor - the 130's performance never fails to invoke images of the legendary Gazelle...https://achtungskyhawk.com/wp-content/uploads/2013/12/as_h220221_0011.jpgAS_H220221_001Pomp and Circumstance (sort of) as H-220 and H-221 approach the apron for the first time on this suitably dreary and grey day. Still smelling of newness and loaded with a host of options, these machines would quickly become the new backbone of the fleet, relegating the legacy 8s to secondary roles. As evident, they also have the capability to carry and use unguided rocket packs, allowing them to stand in (at least in theory) for the decommissioned Mi-24 fleethttps://achtungskyhawk.com/wp-content/uploads/2013/12/as_9ahka_0021.jpgAS_9AHKA_002The fleet lounging around at Lučko. Even from this angle, subtle visual cues that differentiate the BK-117 from the EC-145 can easily be spottedhttps://achtungskyhawk.com/wp-content/uploads/2013/12/as_9ahka_0012.jpgAS_9AHKA_001Quite the contrast as HKA and HAT share a fine winter day at Lučko. Sporting the company's distinctive paint scheme, HKA was kitted out with a full HEMS interior, as opposed to the more spartan HKBhttps://achtungskyhawk.com/wp-content/uploads/2013/12/as_mup_0011.jpgAS_MUP_001Welcome to (what used to be) Bell Country! Pictured almost a year before the arrival of the first EC-135s, this is the fleet that had staunchly served the Croatian Police for 22 long years... (a number made even more impressive by the fact that all of these machines are 1978-79 vintage - save for HBC in the back, which had rolled off the line in 1972 - and had been in law enforcement service ever since)2015-12-12T23:05:59+00:00monthlyhttps://achtungskyhawk.com/2013/12/10/techphoto-report-no-bell-prize-globalranger-prototypes-lucko/https://achtungskyhawk.com/wp-content/uploads/2013/12/as_cftnb_002.jpgAS_CFTNB_002Neither rain, nor wind, nor low cloudbase... with outside conditions typical of those HEMS machines have to endure, the crew of C-FTNB were more than happy to provide a couple of free demo rides for the press.https://achtungskyhawk.com/wp-content/uploads/2013/12/as_cftnb_001.jpgAS_CFTNB_001Fully set up to be looked over in the warm and dry police hangar. Note also the rear clamshell doors, a first for any Bell design (as previously mentioned). Unlike the models used on Eurocopters, the 429's doors open upwards to lie flush with the fuselage, making loading and unloading much easier and safer (especially in high-stress HEMS situations).https://achtungskyhawk.com/wp-content/uploads/2013/12/as_n10984_002.jpgAS_N10984_002Taking off for another promo flight (soon it would be my turn as well). As presented, N10984 was sporting a standard passenger interior - seating six in the cabin - and a mixed Garmin/Rogerson Kratos avionics fit.https://achtungskyhawk.com/wp-content/uploads/2013/12/as_n10984_001.jpgAS_N10984_001A well traveled bird this... a casual search of the Airliners.net database had shown it had already visited Dubai, Hungary, Australia and Singapore before arriving at LDZL - and would later also pop into Japan, the Czech Republic, Israel, Italy, Belgium, the UK and Switzerland...https://achtungskyhawk.com/wp-content/uploads/2013/12/as_9ahti_001.jpgAS_9AHTI_001One of the more pleasing shapes of the light helicopter world (and one of the few things that actually worked on the 427). While it is generally similar to the 429, there are a number of obvious clues that set them apart - notably the 429's clamshell loading doors under the tail, a first for any Bell design.2015-12-12T23:05:42+00:00monthlyhttps://achtungskyhawk.com/2014/02/18/photo-report-calm-dog-md-82-s5-acc-at-maribor/https://achtungskyhawk.com/wp-content/uploads/2014/02/as_s5acc_0011.jpgAS_S5ACC_001Just standing there, quiet and engineless, ACC was instant, "Grade A" Achtung, Skyhawk! material...https://achtungskyhawk.com/wp-content/uploads/2014/02/as_s5acc_010.jpgAS_S5ACC_010A shape that will likely never be forgotten. While there are far better and more sophisticated designs around, the whole DC-9 family has that special character and soul that is nigh on impossible to find today. Standing here, one cannot but feel respect and admiration for it - a true, unpretentious workhorse that has held its own for half a century now, standing shoulder-to-shoulder even with designs once set to replace it...https://achtungskyhawk.com/wp-content/uploads/2014/02/as_s5acc_009.jpgAS_S5ACC_009Like the cockpit, the rest of the interior has been preserved "as is" - even down to the food trolleys. The only things that are missing as far as I could see were various items of emergency equipment, which have either been sold (some being quite valuable) or removed for safety's sake (such as crash axes). A walk down the cabin had also revealed that the passenger emergency oxygen system has been removed, another sensible safety precaution (since the MD-80's "chemical candles" - which generate oxygen through a high-energy chemical reaction - are not the safest things to have lying around on an inert aircraft).https://achtungskyhawk.com/wp-content/uploads/2014/02/as_s5acc_0081.jpgAS_S5ACC_008Pure magic! While its essence is the same as that of the DC-9, the MD-80 cockpit is nevertheless significantly more advanced, mostly through the addition of more sophisticated avionics and systems. Compared with the average DC-9, the MD-80 includes an additional Inertial Navigation System (INS), a new digital autopilot panel and new digital radios, improved warning panels and digital fuel readouts. The later Mad Dogs - the 87 and 88 - had gone even further, ditching analogue engine gauges completely in favor of a 737-300/400 setup, and substituting the primary flight instruments with a basic EFIS system also used on said aircraft.https://achtungskyhawk.com/wp-content/uploads/2014/02/as_s5acc_0071.jpgAS_S5ACC_007Probably one of the most famous offices in the history of aviation... simple and straightforward, the Diesel-9 and Mad Dog cockpits have weened generations and generations of airline pilots, and are as instantly recognizable as the jet itself. Interestingly, ACC's cockpit is preserved in near-perfect condition, with only two altimeters and warning panels missing. Note also the unusual cockpit color, replacing the type's traditional aquamarine.https://achtungskyhawk.com/wp-content/uploads/2014/02/as_s5acc_006.jpgAS_S5ACC_006Like the rear door, the front is well equipped for operations from spartan airports (a trait shared with - among others - the 737). Of interest is also the jet's name; while I have not been able to ascertain what exactly does "Juliett Papa" refer to, I have a sneaking suspicion it has something to do with JP, the IATA airline code for Slovenia's national carrier Adria Airways (from which I believe a number of Aurora crew had transferred).https://achtungskyhawk.com/wp-content/uploads/2014/02/as_s5acc_0051.jpgAS_S5ACC_005A rare opportunity to steal a peak at the MD's main wheel assembly. Even though it is not the most impressive unit around - not by a long shot - one cannot but be amazed by the size and robustness of all its components. A design built to true Douglas measure!https://achtungskyhawk.com/wp-content/uploads/2014/02/as_s5acc_0041.jpgAS_S5ACC_004Lightened by the absence of fuel - and never having to take the stresses of landing again - ACC is standing only on the number of legs it really needs (the two main wheels are actually stored nearby in LCM's maintenance hangar).https://achtungskyhawk.com/wp-content/uploads/2014/02/as_s5acc_003.jpgAS_S5ACC_003The party piece of the DC-9/MD-80 design, the rear air stairs were designed as a cheap and simple way of speeding up boarding without having to rely on your destination's (sometimes questionable) ground equipment. However, after two well known incidents in the 70s - one on the DC-9 and one on the 727 - where hijackers parachuted out through this door, it was disabled and locked on most in-service machines (interestingly, the world-renowned Perris Valley Skydive center used to fly a short-body DC-9-21 on parachute flights). A good thing too, since my ears still have childhood traumas from the wail of the APU - located next to the right nacelle - while boarding JAT's DC-9s in the late 80s... note also the protective tail skid just below the door, preventing tail scrapes on rotation.https://achtungskyhawk.com/wp-content/uploads/2014/02/as_s5acc_002.jpgAS_S5ACC_002"Quiet" and "MD-80" - not words one is accustomed to seeing in the same sentence! The only Mad Dog hush kit fully approved by Pratt & Whitney, the Quiet Eagle mod includes an exhaust mixer, engine core sound insulation and a specially designed propelling nozzle and front fan case. Together, these elements quieten the MD-80 down to so-called "Stage 4 levels", allowing it to fly into virtually all of Europe's noise-restricted airports.2017-09-29T03:02:24+00:00monthlyhttps://achtungskyhawk.com/2014/02/28/history-cold-case-the-last-flight-of-dakota-yu-abc/https://achtungskyhawk.com/wp-content/uploads/2014/02/as_yuabc_003.jpgAS_YUABC_003A rare in-theater shot of 2nd LT Duane Crites (far right) kindly provided by his son, John. The magnitude of the task thrust upon aircrews in Burma - and especially those of the Bond Project - can best be illustrated by the final report issued by (then) Brigadier General William H. Tunner, commanding airlift operations in the theater: 509 aircraft lost, 1314 crew and passengers killed, 81 aircraft unaccounted for with 345 on board MIA, over a total of 1.5 million hours flown...https://achtungskyhawk.com/wp-content/uploads/2014/01/as_yuabc_0022.jpgAS_YUABC_002A 3D perspective from the approximate altitude of impact (800 m/2,600 ft above sea level). This view more-or-less also coincides with the likely direction of ABC’s approach to the city.https://achtungskyhawk.com/wp-content/uploads/2014/01/as_yuabc_001.jpgAS_YUABC_001A topographical representation of the distance between Lučko and YU-ABC's impact site. This assumes that the aircraft had impacted on the south-eastern face of the mountain; it is possible - but highly unlikely - that it had actually hit on the opposite side, though this would have involved a lengthy detour around the town that would have added at least 15 minutes to the length of its flight and given very little operational benefit.2015-12-12T23:05:00+00:00monthlyhttps://achtungskyhawk.com/2009/12/22/rare-aircraft-lockheed-l-1329c-140-jetstar/https://achtungskyhawk.com/wp-content/uploads/2009/12/vc140b.jpgVC140BOne of the smallest Air Force Ones to have served with the USAF :)https://achtungskyhawk.com/wp-content/uploads/2009/12/jetstar_0011.jpgJetStar_001The man and the plane, the first JetStar prototypehttps://achtungskyhawk.com/wp-content/uploads/2009/12/glacier_girl.jpgglacier_girlThe most famous P-38 today, "Glacier Girl". From every angle, everything on the plane screams Kelly Johnson2015-08-20T15:54:34+00:00monthlyhttps://achtungskyhawk.com/2015/02/21/inccidentaccident-piper-aztec-9a-dat-nose-wheel-up-landing-ldza/https://achtungskyhawk.com/wp-content/uploads/2015/02/as_ljm_dat_001.jpgAS_LJM_DAT_001The aircraft had apparently turned towards the left edge of RWY 23 as it ground to a halt; however, the distance and angle make it hard to tell for certain. Many thanks to Ljiljana Medved!https://achtungskyhawk.com/wp-content/uploads/2015/02/10397813_896393850394949_8050193465528109581_n.jpg10397813_896393850394949_8050193465528109581_nSnapped apparently still on the runway before removal. Author unknown; all credits to him/her.https://achtungskyhawk.com/wp-content/uploads/2015/02/as_9adat_001.jpgAS_9ADAT_001DAT snapped just a month ago at LDZL, which became its new home in the latter part of 2014.2015-02-23T12:04:05+00:00monthlyhttps://achtungskyhawk.com/2015/02/15/photo-report-presidential-flight-diplomatic-jets-ldza/https://achtungskyhawk.com/wp-content/uploads/2015/02/as_ldza_001.jpgAS_LDZA_001Antonov, Bombardier (x2) and Yakovlev - not a bad day out I must say!https://achtungskyhawk.com/wp-content/uploads/2015/02/as_1402_001.jpgAS_1402_001And finally, the last visitor of the day - and by far the most unexpected. Operated by the German Air Force, 14+02 is one of a significant number of military/VVIP/communications Globals in service worldwide - one of the few roles where it was able to outsell its fierce competitors, the Gulfstream IV/V and Embraer Legacy 600/650.https://achtungskyhawk.com/wp-content/uploads/2015/02/as_ombly407_001.jpgAS_OMBLY407_001Unfortunately, this had meant that the two most interesting machines of the day had ended up on the far side of the apron... hailing from Slovakia and Hungary respectively, OM-BYL and 407 were by far the loudest aircraft of the day, with the Yak-40 excelling during reverse - and the An-26 everywhere else...https://achtungskyhawk.com/wp-content/uploads/2015/02/as_mm62210_0011.jpgAS_MM62210_001The aforementioned Italian Falcon taxiing towards the GA apron. Given that Zagreb's apron is not all that commodious - and space was needed for all the scheduled flights - the inauguration visitors were scattered all over the place, with some on the GA apron, some on the cargo/widebody positions - and one even on the Croatian government apron...https://achtungskyhawk.com/wp-content/uploads/2015/02/as_2_001.jpgAS_2_001Completely devoid of any registration markings on either side, the French Gov't Falcon 900 strikes a nearly identical pose as YU-BNA (for a handy comparison). With the imminent arrival of Italy's own example, we would soon have a whole Falcon Meet!https://achtungskyhawk.com/wp-content/uploads/2015/02/as_splig_001.jpgAS_SPLIG_001The biggest visitor though would fly in from Poland - with this not even being its first time at Zagreb. Together with its sister ship SP-LIH, LIG is actually owned by Polish flag carrier LOT - but is operated on behalf of the country's government.https://achtungskyhawk.com/wp-content/uploads/2015/02/as_5105_001.jpgAS_5105_001The good news had continued with visitor #3, which had taken the form of a Challenger 601-3A from the Czech Republic. Another classic, the 601 model was an important step up from the original 600 and 600S (the first ever Challengers), and had laid down the power plant, range and weight bases for today's popular models 604 and 605.https://achtungskyhawk.com/wp-content/uploads/2015/02/as_z3mkd_001.jpgAS_Z3MKD_001First a Falcon 50 and then a Learjet 60 - not a bad way to start the day! Crisp, clean and elegant, Z3-MKD was the second visitor to arrive, hailing from Macedonia (the country, not the Greek province).https://achtungskyhawk.com/wp-content/uploads/2015/02/as_yubna_0011.jpgAS_YUBNA_001The first arrival of the day - touching down before the morning mist has had time to fully clear - YU-BNA of Serbia really is a sight for sore eyes. One of the timeless classics of the already elegant Falcon family, the 50s was the world's first proper business "tri-holer", and would become Dassault's passport into the high end of the segment. Even though these originals are nowadays few and far in between, the design lives on as the more modern 900 - two of which would also visit Zagreb within the hour.2015-02-15T22:13:34+00:00monthlyhttps://achtungskyhawk.com/2010/08/28/short-photo-report-two-unique-gliders-out-and-about/https://achtungskyhawk.com/wp-content/uploads/2010/08/gso_002.jpgGSO_002But by far the most interesting feature here is the apparently normal airspeed indicator. If you look closely, you will see that it has no red line (indicating the never exceeded speed)! :) You can imagine what impact this aircraft made in the wood-and-fabric glider world of late 50s... it had also set a close-circuit average speed of 97 km/h (52.3 knots) in 1958, an impressive performance for the time...)https://achtungskyhawk.com/wp-content/uploads/2010/08/gso_001.jpgGSO_001A look at the office :). By far the most interesting bit here is the antique Cosim vertical variometer :D. Also, you'll notice a Turn and Bank Indicator on top of the panel. In common with a number of Eastern European gliders, the Meteor dispensed with the yaw string on the canopy with the electrically-powered TBIhttps://achtungskyhawk.com/wp-content/uploads/2010/08/gso_003.jpgGSO_003The second candidate is the Ikarus Meteor 57, already featured in a number of previous posts. One of only two built - and the only one still flying - thehttps://achtungskyhawk.com/wp-content/uploads/2010/08/ghs_003.jpgGHS_003Constructed of wood (as is common for homebuilt gliders)https://achtungskyhawk.com/wp-content/uploads/2010/08/ghs_002.jpgGHS_002A simple, but elegant design, the Delfin is a 15 meter Standard class glider (I think), pretty much the same category as the Pilatus B4s and SZD-31 Pirats abundant at the field (from which it may draw some design cues)https://achtungskyhawk.com/wp-content/uploads/2010/08/ghs_001.jpgGHS_001First up is "Delfin", a one-of-a-kind homebuilt glider2014-09-04T13:16:38+00:00monthlyhttps://achtungskyhawk.com/2014/04/25/photo-report-gotta-catch-em-all-a-croatian-mig-21-collection/https://achtungskyhawk.com/wp-content/uploads/2014/04/as_166_001.jpgAS_166_001A rare venture outside by a twin-stick UMD (upgraded to the same local standard as the bis D). An endangered species, the UMDs had up until recently numbered just three operational examples, which were whittled down over the course of the summer to just 166. However, the remaining two currently being overhauled in the Ukraine, including 165, famous in song and story for its chessboard Croatian coat of arms paint scheme.https://achtungskyhawk.com/wp-content/uploads/2014/04/as_122_001.jpgAS_122_001Seconds from touchdown on RWY 05 after another one-hour sortie. Buoyed by the recent arrival of the first of the "new" MiG-21s - five low-time examples bought from the Ukraine - the Air Force had started intensively flying armed pairs again, giving their pilots some much-needed air time - all while safe in the knowledge that they can use the jets' little remaining lifetime to the fullest without fear of compromising the fleet's operational availability.https://achtungskyhawk.com/wp-content/uploads/2014/04/as_121_003.jpgAS_121_003The workhorse of the fleet of late, 121 is seen rolling out for a one-ship practice scramble. Despite being part of the QRA pair, it is flying unarmed (but with the R-60 pylons still in place), retaining only the centerline fuel tank. The reasons for this are unclear, but likely have something to do with releasing the aircraft for a training mission with the minimum of fuss and operational complication.https://achtungskyhawk.com/wp-content/uploads/2014/04/as_121_002.jpgAS_121_002Weathered and tired - but still infinitely charismatic - 121 is seen quietly sitting around in the background of the CroAF's 22nd anniversary ceremony. Sadly, this is one of the last times we'll be able to enjoy the distinctive camo scheme, with the fleet being progressively repainted into a customized NATO air superiority grey pattern... https://achtungskyhawk.com/wp-content/uploads/2014/04/as_121_001.jpgAS_121_001121 performing a 200 knot wheelie as it returns back to base after a practice QRA scramble with sister ship 122. In the default CroAF intercept configuration, it is equipped with two R-60 (AA-8 Alphid) short-range heat-seeking missiles and the distinctive 800 liter / 211 USG BAK drop tank (giving it a usable endurance of slightly over an hour - which is not all that bad given the type's notoriously short legs).https://achtungskyhawk.com/wp-content/uploads/2014/04/as_117_001.jpgAS_117_001A rarely seen member of the fleet, 117 taxis out towards RWY 05 for a test flight. Alongside Bulgarian and Romanian examples, CroAF machines are the last of the front-line MiG-21s flying in Europe - with the type also serving in limited secondary roles in Serbia. Interestingly, all of these operators fly slightly different versions of the jet, with Romania having its own MiG-21MF-based Lancers, Croatia it's home-grown "bis D" upgrade - and Bulgaria sticking to the most capable examples of the stock bis family.https://achtungskyhawk.com/wp-content/uploads/2014/04/as_116_002.jpgAS_116_002116 rocketing out on its own for another short training sortie. Essentially a piloted missile, the MiG-21 is (like the F-104 Starfighter) a pure-blooded interceptor, designed for acceleration, climb, and hit-and-run tactics in large numbers rather than the payload capability, versatility and persistence of an air superiority fighter like the Su-27 or F-15.https://achtungskyhawk.com/wp-content/uploads/2014/04/as_116_001.jpgAS_116_001Up, up and away! Latterly the hardest working of all the jets in the fleet, 116 and 121 are seen rocketing out of RWY 23 in an unusually tight and attractive formation. Flying unarmed - and without the centerline fuel tank - would suggest they're heading out on a simple training mission, rather than the more common Quick Reaction Alert (QRA) practice scramble.2014-06-10T09:02:16+00:00monthlyhttps://achtungskyhawk.com/2014/04/30/post-update-the-new-kid-on-the-block-mig-21bis-d-131/https://achtungskyhawk.com/wp-content/uploads/2014/04/as_131_0011.jpgAS_131_001Quite an unusual sight after two decades of colorful camo schemes as 131 returns back home to RWY 05. While fresh from the outside, the jets have had some work on the interior as well, the biggest of which was the addition of a Garmin GNS430 GPS and a Sandel SN3500 EHSI.https://achtungskyhawk.com/wp-content/uploads/2014/04/as_131_002.jpgAS_131_002Far from my best work, but an event that had to be captured at all costs - 131's first ever take off from Croatian soil. Preceded by 121 and 122 in full QRA config, 131 would eventually stay aloft for 35 minutes, flexing its wings in the Lekenik Flight Test zone.2014-06-07T16:26:29+00:00monthlyhttps://achtungskyhawk.com/2014/04/14/breaking-croaf-mi-171-firefighting-in-zagreb/https://achtungskyhawk.com/wp-content/uploads/2014/04/as_229fire_0031.jpgAS_229FIRE_003229 departing Lučko in a hurry before we knew what was going on. In the event, it was flying to the ZTC maintenance facility next to Zagreb Intl. to pick up the bambi bucket...https://achtungskyhawk.com/wp-content/uploads/2014/04/as_229fire_002.jpgAS_229FIRE_002On yet another run - one of a dozen I myself had witnessed, though the helicopter was at the scene for more than two hours. Thankfully, thunderstorms are inbound which should assist ground teams!https://achtungskyhawk.com/wp-content/uploads/2014/04/as_229fire_001.jpgAS_229FIRE_001229 attempting to control the blaze using a FLORY 2600 bambi bucket. Scooping up water in a nearby artificial lake, the crew were able to drop a load every few minutes - sadly without much effect.2014-04-16T06:56:09+00:00monthlyhttps://achtungskyhawk.com/2014/03/10/photo-report-life-at-pleso-3-2/https://achtungskyhawk.com/wp-content/uploads/2014/03/as_ldza3_006.jpgAS_LDZA3_006Even though the traffic situation the following weekend was not as varied as the one pictured above, one could still stumble upon some interesting machinery on the GA apron! One of the rarest bizjets around, the Citation VI was developed as a cheaper, softer version of the original Citation III, Cessna's first swept-wing jet. Intended to offer solid performance and operating costs to the lower end of the market, the VI ended up being a huge sales flop, with only 39 examples made before production ceased in 1995... the first one I've ever seen up close, PH-MFX is operated by Holland's Solid Air and is I believe one of just a handful of examples flying in Europe.https://achtungskyhawk.com/wp-content/uploads/2014/03/as_ldza3_0051.jpgAS_LDZA3_005A selection for all tastes and wallet sizes: the modern Challenger 300 for "medium haul", the timeless and elegant Falcon 50 for transoceanic hops - and the humble, cheap Mustang for popping over the border for a coffee. While not nearly as sizable or impressive as those seen across Western Europe, this little fleet - which had also included three more Citations out of shot - is definitely a sight to behold at Pleso...https://achtungskyhawk.com/wp-content/uploads/2014/03/as_ldza3_004.jpgAS_LDZA3_004A welcome sight and sound as "Knight 01" rolls briskly towards RWY 05 for a one-hour sortie. Looking worse for wear every time I see it, 121 is one of the last Croatian AF MiGs still in something resembling an operational status, with the rest of the fleet currently undergoing servicing and overhaul in the Ukraine. As part of the current QRA pair, 121 would normally be armed with two R-60 (AA-8 Alphid) heat-seeking missiles - but was on this occasion flying empty, with only the missile pylons in place...https://achtungskyhawk.com/wp-content/uploads/2014/03/as_ldza3_003.jpgAS_LDZA3_003Sitting clean and pretty at the end of another fine winter's day. Owned by Geofoto - a well-known local aerial imaging company - DOF had actually spent the last year or so on the ground due to various financial issues, with its only movement having been a tow from one side of the airport to the other. Said to be up for sale, the aircraft had been spruced up over the course of the winter - and even ran for a few minutes to clear the proverbial bats out of the engines.https://achtungskyhawk.com/wp-content/uploads/2014/03/as_ldza3_002.jpgAS_LDZA3_002One of the absolute highlights of the year so far is seen diving for RWY 05, flying in a volleyball team for a local championship. A lengthy - and hopefully educational - description is provided below!https://achtungskyhawk.com/wp-content/uploads/2014/03/as_ldza3_001.jpgAS_LDZA3_001Another medical flight rolling in with the last light of day. In town to pick up a donor organ urgently needed for transplant somewhere in Europe, OK-UNO is part of a steady stream of similar flights arriving into Pleso throughout the year. In addition to "pure" organ transport, many of these also fly out people seeking medical treatment abroad - flights that are on the up since Croatia joined the EU in July 2013.2014-04-01T15:27:15+00:00monthlyhttps://achtungskyhawk.com/2013/11/18/rotary-news-hba-to-the-rescue/https://achtungskyhawk.com/wp-content/uploads/2013/11/as_9ahba_001.jpgAS_9AHBA_001Old meets new as HBA - mfd in 2008 - taxis past one of the three Police JetRangers, itself completed back in 1979 . Finally registered and airworthy on paper, HBA has in the mean time received additional markings, and had today departed towards the east on a training mission as soon as the morning fog had allowed...2014-03-11T19:02:48+00:00monthlyhttps://achtungskyhawk.com/2013/08/29/photo-report-the-jet-set/https://achtungskyhawk.com/wp-content/uploads/2013/08/as_ldza2_122.jpgAS_LDZA2_122https://achtungskyhawk.com/wp-content/uploads/2013/08/as_ldza2_116.jpgAS_LDZA2_116Uhttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_ldza2_161529.jpgAS_LDZA2_161529ghttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_ldza2_164762.jpgAS_LDZA2_164762Ahttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_ldza2_080003.jpgAS_LDZA2_080003ghttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_ldza2_d-enku.jpgAS_LDZA2_D-ENKUEven though jets and turboprops are de rigeur at Pleso, every once in awhile the airport gets a very interesting little piston.https://achtungskyhawk.com/wp-content/uploads/2013/08/as_ldza2_f-gidl.jpgAS_LDZA2_F-GIDLA machine that's as close as it can be to the ideal business turboprop . The only fully certified (and Beech-endorsed) King Air modification, the Blackhawk series conversion visually differ little from the standard models - but "under the hood", things are quite different. The top of the line choice for the model 90, the XP135A conversion includes the replacement of the standard 550 HP PT6A-21 engines with more modern 750 HP PT6A-135As. In addition to the drastically increased torque - which does wonders in the climb - the new engines predictably also increase cruise speed, boosting it from 403 to 503 km/h for the C90A .https://achtungskyhawk.com/wp-content/uploads/2013/08/as_ldza2_n2767.jpgAS_LDZA2_N2767As clean and tidy as if it had just rolled off the production line - and not way back in 1987 - the Google jet is seen in the final moments of its approach to RWY 05. Even though it's very nice to see a private 767, the aircraft is a bit disappointing... considering its owner, I was expecting it to be pasted full of ads for cameras, safety jackets and spotter dayshttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_ldza2_hb-jrv.jpgAS_LDZA2_HB-JRV2014-03-07T11:11:14+00:00monthlyhttps://achtungskyhawk.com/2014/02/05/incidentaccident-remembering-9a-dln/https://achtungskyhawk.com/wp-content/uploads/2014/02/as_9adln_004.jpgAS_9ADLN_004The southern end of the Velebit range (where the blue line in the map above ends), with Vaganski vrh visible just below and in front of the wingtip. The range's steep slopes on both sides give a good indication of the kind of weather phenomena it is capable of producing when the wind picks up...https://achtungskyhawk.com/wp-content/uploads/2014/02/as_9adln_003.jpgAS_9ADLN_0039A-DLN's actual (green) and planned remainder (yellow) of the route.https://achtungskyhawk.com/wp-content/uploads/2014/02/as_9adln_002.jpgAS_9ADLN_002One of the better-equipped twins in Croatia, DLN had sported a complete IFR navigation set, including a Garmin GNS 430 IFR GPS unit.https://achtungskyhawk.com/wp-content/uploads/2014/02/as_9adln_001.jpgAS_9ADLN_0019A-DLN back in better times. One of two Crusaders to have been on the Croatian register - both of which were lost in fatal accidents - DLN was frequently used for multi-engine and instrument proficiency checks by experienced instructors and captains.2014-02-28T14:20:25+00:00monthlyhttps://achtungskyhawk.com/2012/09/21/rare-aircraft-messerschmitt-bf-108-taifun-rewrite/2014-02-12T23:48:12+00:00monthlyhttps://achtungskyhawk.com/2014/02/11/photo-report-the-view-from-up-here-3/https://achtungskyhawk.com/wp-content/uploads/2014/02/as_vfuh3_0061.jpgAS_VFUH3_006Sharing the fun with DA-20A-1 9A-DAK as we try to formate in some beautiful scenery at 3,000 ft. It's 100 HP Rotax woefully inadequate for the task, DAK was flying pretty much flat out trying to keep up with our 320 turbocharged horses.https://achtungskyhawk.com/wp-content/uploads/2014/02/as_vfuh3_005.jpgAS_VFUH3_005Having become bored of the oppressive and never-ending greyness on the ground - Northern Croatia having been blanketed by low cloud for weeks - I'd decided I might as well check on conditions higher up... definitely wasn't disappointed!https://achtungskyhawk.com/wp-content/uploads/2014/02/as_vfuh3_004.jpgAS_VFUH3_004Enjoying life, nature and free fuel as we play about in the skies of Varaždin in an Aussie-built GA8 Airvan. Having stopped in town for the weekend on a promo tour of the region, the crew of VH-EZS were delighted to fly a few short demo flights for the assorted journalists - with myself naturally usurping the copilot seat on all of them.https://achtungskyhawk.com/wp-content/uploads/2014/02/as_vfuh3_003.jpgAS_VFUH3_003The fog I go on about so often seen from a slightly different perspective during another instrument departure from Zagreb Intl. Lying in a depression in the surrounding terrain - and built above an extensive underground water system - Zagreb can frequently disappear in visibilities as low as 50 meters... while a couple of miles out one can enjoy perfectly clear air and deep blue skies.https://achtungskyhawk.com/wp-content/uploads/2014/02/as_vfuh3_002.jpgAS_VFUH3_002Enjoying the fresh breeze at 5,000 ft as we rumble northwards above Slovenia. Pretty soon we'd turn west towards the Julian Alps - visible in the distance - where we'd pop up to 7,000 and switch to IFR for our night-time return home.https://achtungskyhawk.com/wp-content/uploads/2014/02/as_vfuh3_001.jpgAS_VFUH3_001Ah, the joys of night flying: the cockpit all lit up, quiet on the frequency, the reassuringly monotonous drone of the O-320 up front - and utter blackness outside. About to finally join our intended route after flying a (lengthy) instrument departure procedure from Zagreb Intl (LDZA).2014-02-11T13:51:15+00:00monthlyhttps://achtungskyhawk.com/2013/12/13/short-photo-report-migs-in-the-mist/https://achtungskyhawk.com/wp-content/uploads/2013/12/as_102_001.jpgAS_102_001Sad and forlorn - but still not forgotten - old 102 defies the fog at the head of the base's small open-air museum. Named "Osvetnik Dubrovnika" ("Avenger of Dubrovnik"), this machine is actually a distinguished combat veteran, having defected - along with two other bis interceptors and alone recce R model - from the Yugoslav Air Force at the start of the 90s civil war. The three bises - including 101 and 103 ("Osvetnik Vukovara") - would quickly go on to form the first proper fighter wing fielded by the Croatian Air Force; sadly, only 102 would survive till the end of the war, with the rest having been lost in action with their pilots in 1992 and 1993 respectivelyhttps://achtungskyhawk.com/wp-content/uploads/2013/12/as_121_002.jpgAS_121_002Fading into white nothingness... while the weather did leave a lot to be desired, it did at least provide me with an quite the symbolic shot for what was once Europe's most widespread fighter...https://achtungskyhawk.com/wp-content/uploads/2013/12/as_121_001.jpgAS_121_001Weathered and tired - but still infinitely charismatic - 121 is seen quietly sitting around in the background of the official anniversary celebrations, held a day earlier on 11 December. Sadly, this is one of the last times we'll be able to enjoy the good old camo scheme, with the fleet being progressively repainted into a customized NATO-standard air superiority grey pattern...https://achtungskyhawk.com/wp-content/uploads/2013/12/as_122_001.jpgAS_122_001122 spooling up and preparing to light the reheat for a practice scramble. Along with its sister ship 116, 122 is part of the so-called QRA pair - short for Quick Reaction Alert - on permanent standby to take off within minutes and intercept any stray aircraft within Croatian airspace2014-01-24T19:45:33+00:00monthlyhttps://achtungskyhawk.com/2014/01/04/photo-intermission-rotors-in-fog/https://achtungskyhawk.com/wp-content/uploads/2014/01/as_fog_002.jpgAS_fog_002Blade Runner has "tears in rain", while Lučko has "rotors in fog". Slowly disappearing into the evening's radiation fog, a selection of Mil helicopters prepares to go to bed. Leading the pack are three Mi-171Š transports, followed by a "legacy" Mi-8MTV-1, while in the distance - already nearly obscured - is a visiting Mi-35 gunship from the Czech Republic...2014-01-24T19:43:05+00:00monthlyhttps://achtungskyhawk.com/2013/09/17/rare-aircraft-gear-up-cessnas-small-retractables/https://achtungskyhawk.com/wp-content/uploads/2013/09/as_c177rg_001.jpgAS_C177RG_001Taking the load of its feet during servicing at Lučko, E7-VIP was only the second 177 I'd ever seen - and had come across quite by accident while browsing my photo database...https://achtungskyhawk.com/wp-content/uploads/2013/09/as_c182rg_0011.jpgAS_C182RG_001Unlike the Skyhawk family with its myriad various high-performance versions, the 182RG was the only true upscale Skylane model, seen here in its most sophisticated turbocharged RT182 editionhttps://achtungskyhawk.com/wp-content/uploads/2013/09/as_c172rg_001.jpgAS_C172RG_001Another gem from my recent visit to Ljubljana - the first (and so far only) 172RG I've seen outside a computer monitor2014-01-24T19:39:22+00:00monthlyhttps://achtungskyhawk.com/2014/01/13/short-photo-report-fly-m-for-maribor-a-vfr-trip-north/https://achtungskyhawk.com/wp-content/uploads/2014/01/as_ljmb_004.jpgAS_LJMB_004A large, unbroken stratus, beautiful sunshine on top, a light aircraft and a camera - what more could one want to be content? (except a pair of gloves) Skirting the edge of an extensive sheet of stratus as the perfect cap to the whole flight.https://achtungskyhawk.com/wp-content/uploads/2014/01/as_ljmb_003.jpgAS_LJMB_003The joys of sub-Alpine anticyclonic weather... our flight back home had also included a touch-and-go at Slovenj Gradec airfield, located in a valley on the opposite side of Maribor's Pohorje mountain range. You can probably guess how that plan had turned out... (to compound the issue, LJSG has no met station linked into the rest of the system - so when we'd asked the met office at Maribor for a brief, all they could do was slump their shoulders and extrapolate from existing data)https://achtungskyhawk.com/wp-content/uploads/2014/01/as_ljmb_002.jpgAS_LJMB_002The fine weather at Maribor had - like in Zagreb - immediately lured out most of the local training fleet, a fleet that had included everything from the old, Yugoslav-designed UTVA-75 to the modern, efficient Diesel Star. Filled to the brim, DOD has just started taxiing towards RWY 14 for a panorama flight above town, barely squeezing in among the other four aircraft in the circuit...https://achtungskyhawk.com/wp-content/uploads/2014/01/as_ljmb_001.jpgAS_LJMB_001"Haha, I'm flying and you're not!". A visitor from Germany is preparing for takeoff down Maribor's RWY 14, while MD-82 S5-ACC slowly rots away in the background... a fixture of the airport for several years now, ACC had previously flown with Aurora Airlines, and was at the time said to be one of the better Mad Dogs in the area. Sadly, its current state leaves very little hope it could one day regain that reputation... (though - with any luck - it will be featured in a more extensive post later on)2014-01-13T10:06:06+00:00monthlyhttps://achtungskyhawk.com/2013/11/28/photo-report-hbb-to-the-rescue-as-well/https://achtungskyhawk.com/wp-content/uploads/2013/11/as_9ahbb_0022.jpgAS_9AHBB_002Cooling down after the delivery ceremony in the company of 9A-HBA. Originally flying under a Spanish flag and temporary reg - EC-030, still partially visible on the tail - HBB was "rebranded" into its Croatian identity within seconds of the rotors stopping.https://achtungskyhawk.com/wp-content/uploads/2013/11/as_9ahbb_001.jpgAS_9AHBB_001Approaching RWY 10S(un). Even though they'd spent most of the day rumbling around and across Southern Europe on HBB's delivery flight, the crew was still ready, willing and able to fly a few photo passes down the airfield...2014-01-06T11:42:42+00:00monthlyhttps://achtungskyhawk.com/2013/11/26/photo-report-23rd-zagreb-kup-precision-landing-championship/https://achtungskyhawk.com/wp-content/uploads/2013/11/as_23zg_004.jpgAS_23ZG_004Thehttps://achtungskyhawk.com/wp-content/uploads/2013/11/as_23zg_003.jpgAS_23ZG_003Whttps://achtungskyhawk.com/wp-content/uploads/2013/11/as_23zg_002.jpgAS_23ZG_002Sadlyhttps://achtungskyhawk.com/wp-content/uploads/2013/11/as_23zg_001.jpgAS_23ZG_001g2013-12-08T07:25:28+00:00monthlyhttps://achtungskyhawk.com/2013/10/04/photo-report-the-croatian-polices-first-ec-135/https://achtungskyhawk.com/wp-content/uploads/2013/10/as_9ahba_002.jpgAS_9AHBA_002shttps://achtungskyhawk.com/wp-content/uploads/2013/10/as_9ahba_001.jpgAS_9AHBA_001s2013-11-30T07:30:04+00:00monthlyhttps://achtungskyhawk.com/2013/01/01/weather-report-skyfall/https://achtungskyhawk.com/wp-content/uploads/2013/01/as_ldzl_001.jpgAS_LDZL_001Who would have thought that there's an airfield somewhere under here...https://achtungskyhawk.com/wp-content/uploads/2013/01/as_dicec_002_l.jpgAS_DICEC_002_Lfhttps://achtungskyhawk.com/wp-content/uploads/2013/01/as_dicec_001_l.jpgAS_DICEC_001_LThhttps://achtungskyhawk.com/wp-content/uploads/2013/01/as_bol_001_l1.jpgAS_BOL_001_LDespite the somewhat dramatic pose, the https://achtungskyhawk.com/wp-content/uploads/2013/01/as_bol_002_l.jpgAS_BOL_002_LOn some machines – notably military Gazelles – made out of titanium, the Fenestron’s high mass flow can make for some impressive handling (as the Gazelle itself demonstrates). Being smaller, the blades are also noticeably quieter and produce less vibration – but, due to their higher drag, tend to require more power to run and sap more energy from the main rotor during an engine-out autorotation2013-11-26T18:39:40+00:00monthlyhttps://achtungskyhawk.com/2013/09/09/photo-report-all-you-can-photograph-ljubljana-ljlj/https://achtungskyhawk.com/wp-content/uploads/2013/09/as_ljlj_005.jpgAS_LJLJ_005A selection for all tastes: a pair of Galebs for fun, a Global 6000 for travel... and a former Malev CRJ registered in Sudan and dumped at Ljubljana as a conversation piece in the bar at nighthttps://achtungskyhawk.com/wp-content/uploads/2013/09/as_ljlj_004.jpgAS_LJLJ_0045https://achtungskyhawk.com/wp-content/uploads/2013/09/as_ljlj_003.jpgAS_LJLJ_003Despite the Isle of Man registration prefix, it is not all that hard to figure out the origin of this imposing Global parked on Ljubljana Airport's GA Apron . Just when a man thinks that he'd seen his fair share of bizjet paint schemes, the Russians go and surprise him :)).https://achtungskyhawk.com/wp-content/uploads/2013/09/as_ljlj_002.jpgAS_LJLJ_002Hiding between the Globals, Galebs and abandoned Embraers was this beautiful Citation 500, the official aircraft of the Republika Sprska and one of the very few surviving original Citations. Clean and tidy, this little thing will likely soon become another addition to the Croatian register .https://achtungskyhawk.com/wp-content/uploads/2013/09/as_ljlj_001.jpgAS_LJLJ_001Quite far from their (former) base in Russia, these three Altant-Soyuz Brasilias wait out their uncertain future.2013-09-09T15:55:10+00:00monthlyhttps://achtungskyhawk.com/2013/09/02/history-an-aprons-story/https://achtungskyhawk.com/wp-content/uploads/2013/08/as_ldzl_001.jpgAS_LDZL_001Only an aerial view can show the hodge-podge of historical influences that make Lučko what it is today...2013-08-30T20:34:48+00:00monthlyhttps://achtungskyhawk.com/2012/01/07/rare-aircraft-tupolev-tu-144d-cccp-77115-2/https://achtungskyhawk.com/wp-content/uploads/2011/12/cccp77115_009_s.jpgCCCP77115_009_SThttps://achtungskyhawk.com/wp-content/uploads/2011/12/cccp77115_009_l.jpgCCCP77115_009_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/12/cccp77115_008_l.jpgCCCP77115_008_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/12/cccp77115_008_s.jpgCCCP77115_008_SSlightly larger - and significantly more imposing - than the Concorde, the Tu-144https://achtungskyhawk.com/wp-content/uploads/2011/12/cccp77115_007_s.jpgCCCP77115_007_SA supersonic dream that had turned into an economic nightmare. Apart from its sheer direct costs, the Tu-144 had also suffered https://achtungskyhawk.com/wp-content/uploads/2011/12/cccp77115_007_l.jpgCCCP77115_007_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/12/cccp77115_006_s.jpgCCCP77115_006_SThe drooping nose too was a "cheap & cheerful" setup. Whereas the Concorde had a split nose and visor, the Tu-144 had combined them into a single element. The disadvantage was poor forward visibility at supersonic speeds, where the nose has to be raised, but the aircraft is still not travelling fast enough to deploy the visorhttps://achtungskyhawk.com/wp-content/uploads/2011/12/cccp77115_006_l.jpgCCCP77115_006_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/12/cccp77115_005_s.jpgCCCP77115_005_SCanards that are more sophisticated the wing on a Skyhawk :D. As well as trailing edge flaps, the canards are also equipped with two sets of leading edge slots, which channel air onto and down the airfoil at high Angle of Attack and help it stickhttps://achtungskyhawk.com/wp-content/uploads/2011/12/cccp77115_005_l.jpgCCCP77115_005_L2013-08-22T07:25:10+00:00monthlyhttps://achtungskyhawk.com/2012/09/14/photo-report-exercise-jackal-stone-2012-preparations-lucko/https://achtungskyhawk.com/wp-content/uploads/2012/09/as_js12_007.jpgAS_JS12_007Finally up close - and I must admit the 208 is quite a bit larger than I had imagined! Interestingly though, despite the 750 HP PT6 power whirling an impressive prop, the Caravan is a surprisingly quiet aircraft, no louder than a stock piston singlehttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_js12_006.jpgAS_JS12_006What is probably the first Caravan to ever visit the field, "Army 1276" is seen rolling in along (the very uneven) taxiway A to pick up some foreign journalists covering the pre-exercise maneuvers. In a (justified) slap to Lučko's infamously rough runway, even this off-road, rough-and-ready machine had taken care on takeoff and landing...https://achtungskyhawk.com/wp-content/uploads/2012/09/as_js12_005.jpgAS_JS12_005Having joined its lead ship at the start gates, "Crazy 21" and "Crazy 22" made for a sight that even my friends in the States wholeheartedly assure me is an incredibly rare sight - two special ops Chinooks at the same place and the same time, rearing to gohttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_js12_004.jpgAS_JS12_004Caught in some fantastic light, "Crazy 21" is seen repositioning itself towards the helicopter start gates for a late afternoon mission with sister ship "Crazy 22". Brutish looking machines, they're amazingly quiet... made less of a racket than the CroAF's own Mi-171shttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_js12_0031.jpgAS_JS12_003A very famous silouette air taxiing back to the military apron after a special forces rappelling exercise on airfield grounds. In addition to significantly improved avionics - including full night vision gear - the MH-47G also comes equipped with a slightly conspicuous refueling probe. Long by necessity - to prevent the front rotor from slicing through the refueling hose - the probe can most often be seen plugged into the KC-130 dedicated tanker, or the MC-130 Combat Shadow special operations support modelhttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_js12_002.jpgAS_JS12_002"Jackhammer 81" (left) and "Jackhammer 82" (code 166374) are seen blasting out of the field for an afternoon mission in the Zagorje region.https://achtungskyhawk.com/wp-content/uploads/2012/09/as_js12_001.jpgAS_JS12_001Laden with soldiers, "Jackhammer 81" - coded 167834 - is seen lifting off from the military apron for another afternoon mission. Operating mostly in around sunset and during the night, all four helicopters were flying training missions and deployments in advance of the 2013-08-21T12:26:17+00:00monthlyhttps://achtungskyhawk.com/2012/09/04/airshow-report-batajnica-airshow-2012-serbia-2/https://achtungskyhawk.com/wp-content/uploads/2012/09/as_lybt_007.jpgAS_LYBT_007For a hopeless GA geek like me, a visit to this cockpit was more attractive than seeing a MiG-29 :D. One of Germany's first production aircraft after WW2, the Skyservant is an incredibly rare sight today. This example - analogous to another one stored in Croatia - is still airworthy (just) and is normally used for surveillance and aerial mapping. Quite a clean shot otherwise, this photo was ruined unfortunately by dust on my UV filter (very dusty conditions), which I'd failed to notice until after taking the photo...https://achtungskyhawk.com/wp-content/uploads/2012/09/as_lybt_006.jpgAS_LYBT_006Fast, agile, tough and armed - quite a combination for a light combat helicopter :). A license-built version of the venerable Aerospatiale Gazelle, the GAMA - a contraction of "GAzela MAljutka" - can be armed with four 9M14M Malyutka wire-guided anti tank missiles, known in the West as the AT-3 Sagger. Quite probably the Soviet Union's most successful light anti-tank missile, the 9M14M has also been license produced in Serbia, making the GAMA almost a fully "self contained" producthttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_lybt_005.jpgAS_LYBT_005By contrast, this Il-76 support aircraft is immaculate, seeming like it had just rolled off the production line :). The most successful Soviet transporter, the Il-76's successes and exploits - as well as its durability and versatility - is on par to that of the C-130 Herculeshttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_lybt_004.jpgAS_LYBT_004Following the MiG-29M2 wherever it goes is this shabby-looking An-12 transporter, operated by the MiG design bureau. One of the Soviet Union's most successful turboprop workhorses, the An-12 can still be seen at Europe's cargo hubs, flying freight charters to and from Africa and the CIShttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_lybt_003.jpgAS_LYBT_003Looking resplendent in its special paint scheme, the SerbAF solo display J-22 Orao is seen taxiing past the press area on its way to the main apron. A design outwardly very similar to the Anglo-French SEPECAT Jaguar, the J-22 was designed as a lightweight, low-level strike aircraft that would use the maximum amount of "home-grown" technologies. Developed in cooperation with IAR of Romania - whose own version is called the IAR-93 Vultur - the Orao is powered by two Rolls-Royce Viper Mk.22 turbojet engines, produced locally under license and fitted with a locally-developed reheat system. Subsonic like the Jag, the Orao is in service only with the Serbian and Bosnian AF, and is one of the last dedicated ground attack aircraft serving anywhere in Europehttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_lybt_002.jpgAS_LYBT_002In contrast to the B model, this unmarked M2 - operated by the Russian AF - represents the opposite side of the MIG-29 spectrum. A comprehensive, new-built rework of the classic MiG-29, the M2 - sometimes known as the MiG-33 - includes fly-by-wire controls, improved aerodynamics, more powerful and (slightly) less smoky engines and vastly improved avionics that can carry a wider range of modern air-to-air and air-to-ground weapons. The M2 also addresses the Achilles' heal of the original design, its woefully poor range, by introducing a larger fuel capacityhttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_lybt_001.jpgAS_LYBT_001A formation that hasn’t been seen in European skies for a long time. A twin-stick MiG-21UM is seen leading an echelon formation including two single-seat MiG-29Bs and a two-seat MiG-29UB. The only remaining examples in Europe (and its proximity), B models are downgraded export versions, and feature a less powerful radar and simpler avionics2013-08-21T12:23:27+00:00monthlyhttps://achtungskyhawk.com/2013/08/23/rare-aircraft-mad-men-an-unusual-cessna-206/https://achtungskyhawk.com/wp-content/uploads/2013/08/as_9ader_002.jpgAS_9ADER_002being a 60s aircraft, the panel layout makes little sense to us used to the "basic six" arrangement, with instruments scattered at seemingly random locations. But, in a way this give it so much charm that I wouldn't have any reservations about taking this for a spin!https://achtungskyhawk.com/wp-content/uploads/2013/08/as_9ader_001.jpgAS_9ADER_001Still airworthy - and unusually clean - DER is the only first-gen 206 in Croatia and still leads an active life in passenger and occasional skydive ops.2013-08-21T12:14:31+00:00monthlyhttps://achtungskyhawk.com/2010/03/04/rare-aircraft-arado-ar-79/https://achtungskyhawk.com/wp-content/uploads/2010/03/bfbd3-aradoar79.jpgbfbd3-aradoar792013-08-19T08:24:52+00:00monthlyhttps://achtungskyhawk.com/2013/08/19/aerial-photo-report-flight-of-the-phoenix/https://achtungskyhawk.com/wp-content/uploads/2013/08/as_bks_006.jpgAS_BKS_006An overflight of what my colleague flying had eloquently termed the "Krbavian Sea" . Neither a man-made nor permanent geographic feature, this temporary lake was created by the abundant rains that had hit the Krbavsko polje area over the past few weeks.https://achtungskyhawk.com/wp-content/uploads/2013/08/as_bks_0051.jpgAS_BKS_005Enjoying the crisp and calm weather above Lošinj Island while looking back on the front that had caused us trouble . A beautiful study of convective clouds, the centerpiece of the scene is the impressive altocumulus castellanus, nicknamed the "turret cloud" due to its pronounced vertical development. Alongside another stunning altocumulus type - the altocumulus lenticularis - turret clouds are a sure indication of severe turbulence and icing, making them a handy aid in deciding when to take avoiding action.https://achtungskyhawk.com/wp-content/uploads/2013/08/as_bks_004.jpgAS_BKS_004Enjoying the crisp and calm weather above Lošinj Island while looking back on the front that had caused us trouble . A beautiful study of convective clouds, the centerpiece of the scene is the impressive altocumulus castellanus, nicknamed the "turret cloud" due to its pronounced vertical development. Alongside another stunning altocumulus type - the altocumulus lenticularis - turret clouds are a sure indication of severe turbulence and icing, making them a handy aid in deciding when to take avoiding action.https://achtungskyhawk.com/wp-content/uploads/2013/08/as_bks_003.jpgAS_BKS_003Whttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_bks_002.jpgAS_BKS_002Ehttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_bks_001.jpgAS_BKS_001Ahttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_bks_000.jpgAS_BKS_000Diving for the runway back in happier times2013-08-19T08:20:43+00:00monthlyhttps://achtungskyhawk.com/2013/08/14/rare-aircraft-mountains-and-savannas/https://achtungskyhawk.com/wp-content/uploads/2013/08/as_9adis_002.jpgAS_9ADIS_002A nicehttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_9adis_001.jpgAS_9ADIS_001Shttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_deidy_002.jpgAS_DEIDY_002ghttps://achtungskyhawk.com/wp-content/uploads/2013/08/as_deidy_001.jpgAS_DEIDY_001H2013-08-16T14:58:07+00:00monthlyhttps://achtungskyhawk.com/2013/05/10/photo-report-of-diesels-and-ukranians/https://achtungskyhawk.com/wp-content/uploads/2013/05/as_ldza_0013.jpgAS_LDZA_001Operating out of Pleso with "my" Skyhawk, I've had plenty of opportunity to stop and snap a few shots on my way to the terminal. One of the more interesting subjects on that route is this Renegade, the only one in Croatia and, for the past few years, a permanent resident of Pleso. A remnant of several abortive attempts at starting inter-island floatplane services on the Croatian coast, this little thing hadn't flown in years, but is apparently regularly cleaned and maintainedhttps://achtungskyhawk.com/wp-content/uploads/2013/05/as_ldza_005.jpgAS_LDZA_005Mother Nature likes this! Bathed in a pool of light while rainclouds loom all around is the biggest visitor this year, the legendary Ruslan.https://achtungskyhawk.com/wp-content/uploads/2013/05/as_ldza_004.jpgAS_LDZA_004A military "combi" version of the DC-9-32, the C-9B https://achtungskyhawk.com/wp-content/uploads/2013/05/as_ldza_003.jpgAS_LDZA_003A far bigger attraction though was the sight and sound of a classic Diesel 9 - there really is not better way to start the day!https://achtungskyhawk.com/wp-content/uploads/2013/05/as_ldza_0021.jpgAS_LDZA_002Opportunities for night photography had also abounded on 12 March, when heavy snows caused havoc in the skies over Western Europe. Reduction in airport capacities and long waits in holding patterns had seen almost a dozen bizjets and bizprops divert into Zagreb for fuel, including the two Citations pictured here. In just one hour, we’d seen three Citations, two Learjets and a King Air 350 – more biz traffic than Pleso gets in a whole day2013-05-10T09:49:59+00:00monthlyhttps://achtungskyhawk.com/2009/06/08/history-borongaj-ex-airfield-zagreb/https://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_hangar_lucko3.jpgborongaj_hangar_lucko3Another atmospheric shot in some excellent lighting. The "Aeroklub" refers to Aeroklub Zagreb, the oldest flying club in Croatia founded way back in 1924. and managing Lučko since 1958. when passenger operations switched to Plesohttps://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_hangar_lucko2.jpgborongaj_hangar_lucko2One of my "Aviation Legends" photos, picturing famous aircraft types - all two I ever found parked in front of the hangar :) - against the most distinctive fixture of Lučko. Shot before I even knew that this hangar predates even the first versions of the planes shot :)https://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_hangar_lucko.jpgborongaj_hangar_luckoA part of Borongaj lives on... an overview of the main apron at Lučko reveals some little-known historical tidbits: the hangar to the left is actually a WW2 Borongaj veteran, dismantled and transported to Lučko when the airbase was closed. A gem few people know about, it is kept company by the remains - the dark stripe running across the apron - of Lučko's WW2 runway, also used by Bf.109s and Do-17s...https://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_007.jpgborongaj_007The rain, a biting northern wind, low cloudbase and Medvednica in the distance covered with snow really did leave a bleak, cold and dark feeling when standing there...https://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_008.jpgborongaj_008The southern apron. If my sense of direction is correct, this is round about the place where the hangars from the first link posted were located. Quite possibly this area was the "main terminal", though the pavement is a later featurehttps://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_006.jpgborongaj_006A view north. The yellow building in the distance is one of the very hangars that G.50 was photographed in front of. Beyond it is the disused rail yard - though trains regularly pass through it without stopping - seen in the reconaissance photo, as well as the field's own sidelinehttps://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_005.jpgborongaj_005The view from another access path. The weather was perfectly suited to the general feel of abandonment...https://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_004.jpgborongaj_004Evidence of the field's WW2 history. A sealed in crater, which informed speculation suggest might be from a bomb in the 150 kg range that had failed to explodehttps://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_003.jpgborongaj_003Another view south from the main taxiway. To think that 60+ years ago Bf.109s and G.50 - and even Lindbergh before - taxied down here...https://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_002.jpgborongaj_002A view south from one of the paths leading to the apron. The pavement is apparently original from WW2 (or even before) though the buildings to the left and in the distance appear to be 70s vintage2019-01-20T23:26:25+00:00monthlyhttps://achtungskyhawk.com/2012/10/31/photo-intermission-above-the-cloud-tops/https://achtungskyhawk.com/wp-content/uploads/2012/10/as_clouds_0017.jpgAS_Clouds_001There are surely few things in aviation as majestic as clipping the cloud tops on a calm and quiet autumn afternoon. A common occurrence later in the winter, the weather situation is dominated by low overcast stratus, clouds that can sometimes persist without breaks for two months2012-10-31T21:53:09+00:00monthlyhttps://achtungskyhawk.com/2012/09/18/photo-report-a-short-hop-on-a-classic-pc-6/https://achtungskyhawk.com/wp-content/uploads/2012/09/as_s5cma_005.jpgAS_S5CMA_005Entering final for Lučko's RWY 28L at 3,000 ft (as opposed to the usual 900), full flaps, 120 knots indicated and going down at 5,000 ft per minute for a perfect landing right on the threshold... welcome to PC-6 World!https://achtungskyhawk.com/wp-content/uploads/2012/09/as_s5cma_004.jpgAS_S5CMA_004"Where we're going we don't need runways!" Diving on the midpoint of Pleso's RWY 23 for a cracking landing on the last third of the runway. https://achtungskyhawk.com/wp-content/uploads/2012/09/as_s5cma_003.jpgAS_S5CMA_003Despite its age, the cockpit looks almost brand new, and is equipped with a few extras to help it cope better in modern airspace such as a Mode S transponder and a Garmin GNS430 GPS unithttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_s5cma_002.jpgAS_S5CMA_002A clean, simple and neat cockpit. Part of an earlier iteration of the Turbo Porter, SMA sports slightly different instrument types and cockpit layout than newer-build PC-6s, a layout that actually gives it more characterhttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_s5cma_001.jpgAS_S5CMA_001The most interesting - and hardworking - aircraft at the show taxiing out for another skydive flight. Like the Caravan that visited during the run-up to Jackal Stone 2012, the PC-6 is incredibly quiet compared to our piston-powered skydive aircraft2012-09-23T19:40:57+00:00monthlyhttps://achtungskyhawk.com/2012/09/25/photo-report-eins-zwei-polizei-2/https://achtungskyhawk.com/wp-content/uploads/2012/09/as_dhltl_002.jpgAS_DHLTL_002On some machines - notably military Gazelles - made out of titanium, the Fenestron's high mass volume handled can make for some impressive handling (as the Gazelle itself demonstrates). Being smaller, the blades are also noticeably quieter and produce less vibration - but, due to their higher drag, tend to require more power to run and sap more energy from the main rotor during an autorotationhttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_dhltl_001.jpgAS_DHLTL_001With its elegant, flowing lines, the EC-155 definitely stands with the Agusta 109 as one of the most handsome helicopters ever made. It's lines slightly spoiled by all its external gear - including TV and FLIR cameras, and winches - D-HLTL is mostly used for surveillance work2012-09-23T19:27:06+00:00monthlyhttps://achtungskyhawk.com/2010/02/02/rare-aircraft-messerschmitt-bf-108/https://achtungskyhawk.com/wp-content/uploads/2010/02/bf108germanynrd-ibumsvlmetellybeinh.jpgBf108GermanynrD-IBUMsvlmetEllyBeinhMs. Beinhorn and "Taifun" posing after their long flight. Seen are the A model's three-blade prop and deeper cowling for the Hirth engine (photo from: www.luftarchiv.de)2015-08-16T21:30:14+00:00monthlyhttps://achtungskyhawk.com/2009/11/25/photo-report-banner-towing-above-zagreb-feb-2008/https://achtungskyhawk.com/wp-content/uploads/2009/11/mond2_007.jpgMond2_007DMJ inbound for release. The angle exaggerates the size of the banner, but it still looks cool :)https://achtungskyhawk.com/wp-content/uploads/2009/11/mond2_0061.jpgMond2_006Turning final for RWY 10 after one of my best photo experiences to date :)https://achtungskyhawk.com/wp-content/uploads/2009/11/mond2_005.jpgMond2_005A beautiful day, the throaty roar of the engine, and playing catch above the mountaintops. Can it get any better than this? :)https://achtungskyhawk.com/wp-content/uploads/2009/11/mond2_004.jpgMond2_004My favourite shot of the day, just as DMJ is about to pass below us - without actually seeing us :Dhttps://achtungskyhawk.com/wp-content/uploads/2009/11/mond2_0031.jpgMond2_003What an excellent setting for a photo shoot! Looking north above the northern foothills of Medvednicahttps://achtungskyhawk.com/wp-content/uploads/2009/11/mond2_002.jpgMond2_002Now this is more like it! :) Shot with the window open - and -17 C outside - at a wide angle to give an impression of size and distancehttps://achtungskyhawk.com/wp-content/uploads/2009/11/mond2_001.jpgMond2_001A spirited low-level departure above the field to kick of an excellent mission!https://achtungskyhawk.com/wp-content/uploads/2009/11/mond_009.jpgMond_009A wide view above the historic city center, with the Cathedral and old Kaptol fortifications easily identifiablehttps://achtungskyhawk.com/wp-content/uploads/2009/11/mond_008.jpgMond_008Keeping low above town. Though the minimum altitude for flyovers is 2,000 ft - about 1,600 AGL - during banner-towing missions this can be lowered by approvalhttps://achtungskyhawk.com/wp-content/uploads/2009/11/mond_006.jpgMond_006Following one of the city's fast peripheral roads, with visibility mercifully increasing2012-09-21T11:58:58+00:00monthlyhttps://achtungskyhawk.com/2011/04/07/short-photo-report-my-first-ever-dc-8/https://achtungskyhawk.com/wp-content/uploads/2011/04/dc8_002_s.jpgDC8_002_SWhat it would have looked like back during the -8's heyday in the 60s and 70s :). Note also the surprisingly flat takeoff attitude - flying empty and with little fuel, no dramatic rotation was necessary...https://achtungskyhawk.com/wp-content/uploads/2011/04/dc8_002_l.jpgDC8_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/04/dc8_001_s.jpgDC8_001_SThe flying pencil rocketing out of Zagreb's RWY 05, bound for Luxembourg. https://achtungskyhawk.com/wp-content/uploads/2011/04/dc8_001_l.jpgDC8_001_L2012-09-21T11:41:46+00:00monthlyhttps://achtungskyhawk.com/2011/01/07/short-photo-report-the-view-from-up-here-1/https://achtungskyhawk.com/wp-content/uploads/2011/01/s5dho_004_s.jpgS5DHO_004_SClear skies, clean air and not even a whiff of turbulence - what a wonderful day to go flying! Just trim the plane and let it fly itself... something I was very appreciative of while flying from Portorož to Venice :D. The unique airspace layout of northeastern Italy - defined in most part by the requirements of Aviano airbase - means that the communications workload can be considerable: in the 40 minutes it took me to reach Venice, I was in contact with Portorož Tower, Portorož Approach, Trieste Radar, Aviano Radar, Treviso Radar, Venice Approach and finally Lido Information :D. Further adding to the workload was the dense traffic flying along the same coastal route as me, necessitating a continual scanning of the airspace around mehttps://achtungskyhawk.com/wp-content/uploads/2011/01/s5dho_004_l.jpgS5DHO_004_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/s5dho_003_l.jpgS5DHO_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/s5dho_003_s.jpgS5DHO_003_SClear skies, clean air and not even a trace of the turbulence - what a wonderful day to fly! :)https://achtungskyhawk.com/wp-content/uploads/2011/01/s5dho_002_l.jpgS5DHO_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/s5dho_002_s.jpgS5DHO_002_SSunset above the Bay of Trieste, Italy :). The previously mentioned weather front can be seen approaching from the south, blending together sky and sea - perfect conditions for one of the biggest killers in aviation: loss of spatial orientationhttps://achtungskyhawk.com/wp-content/uploads/2011/01/s5dho_001_l.jpgS5DHO_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/s5dho_001_s.jpgS5DHO_001_SMore dramatic weather photos as I skirt the edge of a stormcloud near Lošinj Island. The first sign of the approach of a huge front moving northwards across the Adriatic Sea, this particular cloud is classified as "embedded", that is hidden in other clouds and therefore virtually impossible to spot from a distance - unless it is pouring rain, like herehttps://achtungskyhawk.com/wp-content/uploads/2011/01/dzd_001_s.jpgDZD_001_SInstant instrument conditions - just add water :)). Taking off from Lučko on a cold and very humid morning, it was only a matter of time before the windshield fogged up. The warm air vent on the pilot's side had immediately cleared the problem up - but in the copilot's seat, I was left with less than impressive forward visibility :)https://achtungskyhawk.com/wp-content/uploads/2011/01/dzd_001_l.jpgDZD_001_L2012-09-21T11:34:58+00:00monthlyhttps://achtungskyhawk.com/2011/04/11/photo-report-the-view-from-up-here-2/https://achtungskyhawk.com/wp-content/uploads/2011/04/sea_011_s.jpgSEA_011_SAhttps://achtungskyhawk.com/wp-content/uploads/2011/04/sea_011_l.jpgSEA_011_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/04/sea_010_s.jpgSEA_010_SMore cloudhopping as the night draws near. Despite not being much of a fan of single-engine night flying - especially above the uneven terrain of this part of Croatia - I'd timed the flight plan so that night would overtake us some 20 minutes out from Zagreb... just to log my first ever night IFR landing :Dhttps://achtungskyhawk.com/wp-content/uploads/2011/04/sea_010_l.jpgSEA_010_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/04/sea_009_s.jpgSEA_009_SBack up at FL100 and finally above the clouds :)https://achtungskyhawk.com/wp-content/uploads/2011/04/sea_009_l.jpgSEA_009_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/04/sea_008_s.jpgSEA_008_SAnother fantastic view of the Adriatic coast from 8,000 ft as we cruise back home from Split to Zagreb via Zadar (LDZD) :). The mountains may be challenging to fly through, and the boring flat plains in the east of the country can do wonders for visual navigation skills... but nothing beats an afternoon flight above the sea :)https://achtungskyhawk.com/wp-content/uploads/2011/04/sea_008_l.jpgSEA_008_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/04/sea_007_s.jpgSEA_007_SNothing like a bit of cloudhopping to brighten up a day's flying.https://achtungskyhawk.com/wp-content/uploads/2011/04/sea_007_l.jpgSEA_007_L2012-09-21T11:34:55+00:00monthlyhttps://achtungskyhawk.com/2010/12/19/photo-report-cant-snow-me-down-a-winter-shakedown-at-lucko/https://achtungskyhawk.com/wp-content/uploads/2010/12/snow_008_l.jpgSnow_008_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/snow_008_s.jpgSnow_008_SKicking up clouds of loose snow as the engine revs to its maximum RPMhttps://achtungskyhawk.com/wp-content/uploads/2010/12/snow_007_s.jpgSnow_007_SOil, smoke and fire as the big 9-cyl M-14 radial engine labors into life on this bitterly cold morning. Not having ran for almost three months, the engine had normally put up a fight, spewing oil from the exhaust during a number of previous attempts at getting it going...https://achtungskyhawk.com/wp-content/uploads/2010/12/snow_007_l.jpgSnow_007_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/snow_006_s.jpgSnow_006_SA modern replica of the first aircraft designed and built in Croatia - the Penkala P-3 of 1910 - looking gorgeous out on the snow during an ad-hoc photo shoot :). Not an exact one-for-one copy, the Cvjetkovic CA-10 has been modified with today's aerodynamics knowledge (as the original didn't so much fly as hop along) and an 80 HP Rotax replacing the original 5-cyl radial :)https://achtungskyhawk.com/wp-content/uploads/2010/12/snow_006_l.jpgSnow_006_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/snow_004_l.jpgSnow_004_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/snow_004_s.jpgSnow_004_SDBS doing its best to clean up the airfield :D. Despite the odd childish impulse to gun the engine and see how big a cloud you'd create, these high-power shakedown runs have to be done with caution - especially on an aircraft like the Super Cub. With its high power-to-weight ratio, an unsecured Super Cub could easily start sliding forward on the snow, despite the brakes being locked full on. To protect against that as much as possible, the wheels need to be secured with metal chocks, preferably dug into the snowhttps://achtungskyhawk.com/wp-content/uploads/2010/12/snow_003_l.jpgSnow_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/snow_003_s.jpgSnow_003_SPreparing to fire up the "hangar queen" Warrior. Very rarely flying - if at all - a flat battery is a permanent fixture on DDA, necessitating the use of a Ground Power Unit for startup2012-09-21T11:20:02+00:00monthlyhttps://achtungskyhawk.com/2012/09/07/photo-report-eins-zwei-polizei/https://achtungskyhawk.com/wp-content/uploads/2012/09/as_dhegm_003.jpgAS_DHEGM_003Packing her up after the last flight of the day as ominous storm clouds roll in from the west. Cursed with unstable weather all week, the crew had had to curtail several flights when the winds and rain turned for the worsthttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_dhegm_002.jpgAS_DHEGM_002Quite a purposeful looking machine, the Puma is still one of Western Europe's most popular helicopters - despite its 47 years of age. Like its Soviet counterpart, the legendary Mi-8, the Puma has outlived many of its intended replacements, and has over the years evolved into several versions, including the Cougar military transport and EC-725 Caracal gunshiphttps://achtungskyhawk.com/wp-content/uploads/2012/09/as_dhegm_0011.jpgAS_DHEGM_001Quite an eye-catching and striking machine, parked - appropriately - in front of the Croatian Police hangar, home to its four strong Bell fleet2012-09-04T15:50:53+00:00monthlyhttps://achtungskyhawk.com/2012/04/25/dakota-update-dumpster-diving-71245-near-belgrade-serbia/https://achtungskyhawk.com/wp-content/uploads/2012/04/71245_003_l.jpg71245_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2012/04/71245_003_s.jpg71245_003_SThe interior had been stripped of all original fittings from front to back and https://achtungskyhawk.com/wp-content/uploads/2012/04/71245_002_l.jpg71245_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2012/04/71245_002_s.jpg71245_002_SScattered around the yard are basically all of the aircraft's major components, including the central wing box (seen here), both wings and the complete tail section.https://achtungskyhawk.com/wp-content/uploads/2012/04/71245_001_l.jpg71245_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2012/04/71245_001_s.jpg71245_001_S2012-04-25T08:54:24+00:00monthlyhttps://achtungskyhawk.com/2012/04/15/photo-intermission-landing-ahoy/https://achtungskyhawk.com/wp-content/uploads/2012/04/165778_02_l.jpg165778_02_Lhttps://achtungskyhawk.com/wp-content/uploads/2012/04/165778_02_s.jpg165778_02_SEven though it resembles a stock UH-60, the MH-60S actually belongs to the SH-60 Seahawk family,https://achtungskyhawk.com/wp-content/uploads/2012/04/165778_01_l.jpg165778_01_Lhttps://achtungskyhawk.com/wp-content/uploads/2012/04/165778_01_s.jpg165778_01_S2012-04-15T20:37:01+00:00monthlyhttps://achtungskyhawk.com/2011/12/25/photo-intermission-planes-in-fog/https://achtungskyhawk.com/wp-content/uploads/2011/12/fog_001_sl.jpgFog_001_SLFor some odd reason, nobody was flying this day :D. To give a measure of the thickness of the Zagreb Winter Fog, the control tower - barely visible in the back - is just 90 or so meters away from me...https://achtungskyhawk.com/wp-content/uploads/2011/12/fog_001_l.jpgFog_001_L2011-12-25T11:21:36+00:00monthlyhttps://achtungskyhawk.com/2011/10/11/video-a-whine-and-a-screech-with-a-turbine-cessna-206/https://achtungskyhawk.com/wp-content/uploads/2011/10/dethw_02_l.jpgDETHW_02_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/10/dethw_02_s.jpgDETHW_02_SWarming up for the first skydive flight of the dayhttps://achtungskyhawk.com/wp-content/uploads/2011/10/dethw_01_s.jpgDETHW_01_SThe long, narrow nose and the big three-bladed propeller had instantly hinted of the power hinding under there... :)https://achtungskyhawk.com/wp-content/uploads/2011/10/dethw_01_l.jpgDETHW_01_L2011-10-11T11:43:09+00:00monthlyhttps://achtungskyhawk.com/2011/09/25/airport-report-gubasevo-glider-airfield/https://achtungskyhawk.com/wp-content/uploads/2011/09/gub_007_s.jpgGUB_007_SLaunching out of RWY 18 for an hour-long joyride. The mountain in the background is Medvednica, at whose opposite base lies the city of Zagreb... and a bit to the right, out of shot, Lučko :).https://achtungskyhawk.com/wp-content/uploads/2011/09/gub_007_l.jpgGUB_007_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/09/gub_006_l.jpgGUB_006_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/09/gub_005_s.jpgGUB_005_SEat my dust? Kicking up clouds of loose cut grass on the takeoff run, far from an ideal operating environment for an aerotow. Apart from reducing visibility in the cockpit of the glider - Zagorski aeroklub's Ka-7 - this also increases the pair's takeoff run by increasing sufrace friction.https://achtungskyhawk.com/wp-content/uploads/2011/09/gub_005_l.jpgGUB_005_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/09/gub_004_s.jpgGUB_004_SThe first powered aircraft to ever land at Gubaševo - and incidentally the aircraft on which I'd logged the most flight hours :) - Triple Delta is seen taxiing towards the crowdhttps://achtungskyhawk.com/wp-content/uploads/2011/09/gub_004_l.jpgGUB_004_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/09/gub_003_s.jpgGUB_003_SCaught in an almost perfect profile shot while landing on RWY 36 :).https://achtungskyhawk.com/wp-content/uploads/2011/09/gub_003_l.jpgGUB_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/09/gub_002_s.jpgGUB_002_SOne of the day's many aerotows climbing up slowly - but surely - from RWY 18. The glider in tow is a Polish-designed and built PZL-Bielsko SZD-41A Jantar Standard - the only one of its type in the country - registered 9A-GJA.2011-09-25T19:03:49+00:00monthlyhttps://achtungskyhawk.com/2011/09/01/photo-intermission-night-flight-having-a-bit-of-fun-at-sunset/https://achtungskyhawk.com/wp-content/uploads/2011/09/dmg_001_l.jpgDMG_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/09/dmg_003_l.jpgDMG_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/09/dmg_003_s.jpgDMG_003_SAn, of course, the best view of them all, with all the Christmas lights turned on :). Almost looks like an image from a flight simulator rather than an actual aircraft... either way, pure magic!https://achtungskyhawk.com/wp-content/uploads/2011/09/dmg_002_s.jpgDMG_002_SA splendid and calming view from the western edges of the city. The waning hours of the day are definitely the best time to be out and about - the scenery is even more beautiful than during the "full" dead of night...https://achtungskyhawk.com/wp-content/uploads/2011/09/dmg_002_l.jpgDMG_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/09/dmg_001_s.jpgDMG_001_SOverflying one of the city's main highway junctions, where two important routes to Middle Europe meet. As you can see, our "sunset" flight turned into a non-event due to increasing haze in the distance, but we decided to make the best of it and enjoy some near-night photography :).2011-09-01T15:52:41+00:00monthlyhttps://achtungskyhawk.com/2011/07/15/photo-report-the-off-road-diamond-star/https://achtungskyhawk.com/wp-content/uploads/2011/07/oevdg_005_l.jpgOEVDG_005_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/07/oevdg_005_s.jpgOEVDG_005_SBut the bread and butter of the Tundra Star is under the fuselage :). The tyhttps://achtungskyhawk.com/wp-content/uploads/2011/07/oevdg_004_l.jpgOEVDG_004_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/07/oevdg_004_s.jpgOEVDG_004_SLike many modern light aircraft, the Tundra Star had been fitted with new LED navigation and strobe lights, which significantly increase the aircraft's visibility,https://achtungskyhawk.com/wp-content/uploads/2011/07/oevdg_003_s.jpgOEVDG_003_SAnother noticeable difference was the new bubble canopy, borrowed from the aircraft of Diamond's Airborne Sensing fleet. Improving overall visibility in tight spots, ihttps://achtungskyhawk.com/wp-content/uploads/2011/07/oevdg_003_l.jpgOEVDG_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/07/oevdg_002_s.jpgOEVDG_002_SOne of the Tundra Star's party pieces is obviously its engine, Diamond's own Austro Engines AE300 Diesel. Designed in response to Thielert's Centurion 2.0, the AE300 is also a 2.0-liter automotive Diesel engine converted to run on Jet A. However, unlike the Centurion, the AE300 produces 168 HP - 33 more - and can maintain this power all the way to 10,000 ft thanks to an improved turbocharger. Once settled into the cruise, it' burns just USG/h at 75% power https://achtungskyhawk.com/wp-content/uploads/2011/07/oevdg_002_l.jpgOEVDG_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/07/oevdg_001_l.jpgOEVDG_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/07/oevdg_001_s.jpgOEVDG_001_SWhile it is no PC-6, the Tundra Star does look more than capable of handling the average dirt strip2011-10-11T11:26:54+00:00monthlyhttps://achtungskyhawk.com/2011/07/13/history-lockheed-tv-2-seastar-10250/https://achtungskyhawk.com/wp-content/uploads/2011/07/10250_004_l.jpg10250_004_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/07/10250_003_s.jpg10250_003_SDefinitely one of the most easily recognizable noses of the jet era :-). And definitely an odd sight with the still faintly visible red star on the fuselage. A historical curiosity, socialist Yugoslavia had operated Western equipment for quite awhile, including the previously mentioned Dakotas, Thunderjets and Sabres...https://achtungskyhawk.com/wp-content/uploads/2011/07/10250_003_l.jpg10250_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/07/10250_002_s.jpg10250_002_SVery rarely in use - except by the occasional lorry - the airfield's maintenance is essentially nonexistent (as is obvious). The last time it had been used on any larger scale was back in 2006, when it was host to a local airshowhttps://achtungskyhawk.com/wp-content/uploads/2011/07/10250_002_l.jpg10250_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/07/10250_001_s.jpg10250_001_SLike many gate guardians in the country, 10250 is in a rather bad state - though it seems to have been spared much damage due to its remote location (and the fact that few people know about it - and those that do don't really pay any attention to it). As per what I've been able to find, it's actually a relatively recent addition to the field, having been moved here around the year 2000. It had previously been located at Zagreb Intl. (LDZA) since the mid-70s - and I believe I used to play on it as a kid back in the late 80s when my parents worked at the airport :D.https://achtungskyhawk.com/wp-content/uploads/2011/07/10250_001_l.jpg10250_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/07/10250_004_s.jpg10250_004_SBattered, but still proud, with an approriate thunderstrom backgroundhttps://achtungskyhawk.com/wp-content/uploads/2011/07/ldzc_s.jpgLDZC_SA strongly backlit overview of Čazma as it was in February 2011. https://achtungskyhawk.com/wp-content/uploads/2011/07/ldzc_l.jpgLDZC_L2025-04-01T10:28:53+00:00monthlyhttps://achtungskyhawk.com/2011/02/11/short-photo-report-some-mid-winter-flying/https://achtungskyhawk.com/wp-content/uploads/2011/02/ldze_001_l.jpgLDZE_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/02/ldze_001_s.jpgLDZE_001_SLooking beautiful at the small grass strip of Zvekovac, some 15 minutes of flying time away from Zagreb. Calm and quiet, it was a perfect destination for a short flying getaway on this beautiful February day :). The flock of sheep standing several meters behind me though were not amused by our arrival :)).https://achtungskyhawk.com/wp-content/uploads/2011/02/as_rc12_small1.jpgAS_RC12_smallAn interesting gem - hardly failing to catch the eye - basking in the low winter sun at Zagreb Intl :). All lumps, bumps and antennae, this purposeful looking thing is actually a SIGINT - or "signals intelligence" - aircraft, whose mission is to prowl the skies listening for new and unknown frequencies of hostile search and fire control radars and/or intercepting communication transmissions over a wide range of frequencies (hence the antennae). Quite secretive otherwise, this example belongs to the US Army, and is based on the not-at-all warlike Beech King Air A200 executive turboprop (or more precisely its military utility version, the C-12 Huron) - and was in town most probably to participate in a NATO exercise over the mountains of central Croatia.https://achtungskyhawk.com/wp-content/uploads/2011/02/as_rc12_big1.jpgAS_RC12_bighttps://achtungskyhawk.com/wp-content/uploads/2011/02/ldza_001_s.jpgLDZA_001_Sdhttps://achtungskyhawk.com/wp-content/uploads/2011/02/ldza_001_l.jpgLDZA_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/02/ldza_002_l.jpgLDZA_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/02/ldza_002_s.jpgLDZA_002_SOn final for RWY 05 after a pleasing afternoon aerial photography flight :). https://achtungskyhawk.com/wp-content/uploads/2011/02/ldza_003_l.jpgLDZA_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/02/ldza_003_s.jpgLDZA_003_SNow all we need to do is tie their tails together with some rope, put two canisters of avgas in front of either one and watch what happens next :)). With Lučko - for all intents and purposes - completely shut down, most of our resident aircraft have migrated to Zagreb Intl., whose general aviation apron was becoming awfully cramped. So to make the best use of the limited space available, our parking solutions took a turn for the creative :)).2011-07-13T19:03:33+00:00monthlyhttps://achtungskyhawk.com/2011/01/22/photo-reportrare-aircraft-schastlivogo-puti-two-il-96s-at-salzburg/https://achtungskyhawk.com/wp-content/uploads/2011/01/007_003_s.jpg007_003_SAnother nose view. With its chunky, solid appearance - and painted in Aeroflot's fantastic color scheme - the Il-96 is hard to miss on any ramp :)https://achtungskyhawk.com/wp-content/uploads/2011/01/007_003_l.jpg007_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/007_002_l.jpg007_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/007_002_s.jpg007_002_S(Wo)man vs machine :). A ramp agent looks on at the port side PS-90As as the passengers begin to disembark. Apart from being one of the most successful Russian jet engines - also used on the only other comparatively successful "post-Soviet" airliner, the Tu-204 - the PS-90 was also the first high bypass engine to be produced by the Soviet engine industryhttps://achtungskyhawk.com/wp-content/uploads/2011/01/008_002_s.jpg008_002_SCleaning her up after a spirited departure from RWY 16, with another high flyer providing a suitable background. "Schastlivago puti" - or have a nice trip - to them all!https://achtungskyhawk.com/wp-content/uploads/2011/01/008_002_l.jpg008_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/008_001_l.jpg008_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/008_001_s.jpg008_001_SThere's no better way to start the day than with some Russian heavy metal :D. The first Il-96 of the day is seen here cooling down after its 5 AM arrival. https://achtungskyhawk.com/wp-content/uploads/2011/01/007_001_l.jpg007_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/007_001_s.jpg007_001_SI don't know why, but "I'm a little tea pot, short and stout" always pops into my mind when I see the Il-96 :D.2011-07-13T19:03:24+00:00monthlyhttps://achtungskyhawk.com/2010/12/16/video-landing-at-lido-airfield-lipv-venice/https://achtungskyhawk.com/wp-content/uploads/2010/12/as_venice_001_l.jpgAS_Venice_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/as_venice_001_s.jpgAS_Venice_001_SThe only way to fully experience the architectural madness that is Venice is from the air :). Flying over the southern reaches of the city at 3,000 ft by grace of the fantactic air traffic controllers at Tessera airport, itself visible near the upper right hand corner of the shot. Also sorry for all the reflections... after several days of persistent rain the air was clean, the plane was clean, the windows were clean and the sun was out in force, all making for a technically challenging photo :). Further complicating things is that I snapped this photo without proper aim, since I was holding the 1.5 kg camera at arm's length from the pilot seat (and hoping the settings I'd preselected worked) :)2011-07-13T19:00:45+00:00monthlyhttps://achtungskyhawk.com/2010/12/05/photo-report-lockheed-f-104-starfighter-mm6914/https://achtungskyhawk.com/wp-content/uploads/2010/12/vic_008_s.jpgVIC_008_SFor a bit of scale: the 104's centerline fuel tank compared to a stock Cessna 150 :). I must admit I was quite surprised by its size when it's on its own - normally on the aircraft it looks much smallerhttps://achtungskyhawk.com/wp-content/uploads/2010/12/vic_008_l.jpgVIC_008_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/vic_007_s.jpgVIC_007_SHangar decorations to my liking! :D While some flight schools have RC models - or even gliders - hanging from the ceiling, this one https://achtungskyhawk.com/wp-content/uploads/2010/12/vic_007_l.jpgVIC_007_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/vic_006_s.jpgVIC_006_SThe said engine, a General Electric J79 afterburning turbojet - apparently the very one used in MM6914 :). Shown here with its reheat system, the actual enginehttps://achtungskyhawk.com/wp-content/uploads/2010/12/vic_006_l.jpgVIC_006_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/vic_005_l.jpgVIC_005_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/vic_005_s.jpgVIC_005_SA view inside from the tailpipe. https://achtungskyhawk.com/wp-content/uploads/2010/12/vic_004_l.jpgVIC_004_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/vic_004_s.jpgVIC_004_SInterestingly enough, the Starfighter was the first aircraft to successfully implement the now-famous engine intake cones, which extend with increasing speed and keep the building sonic shockwave out of the engine.2011-07-13T19:00:39+00:00monthlyhttps://achtungskyhawk.com/2010/11/28/short-photo-report-pilatus-pc-12ng-ok-ppp/https://achtungskyhawk.com/wp-content/uploads/2010/11/pc12_005_s.jpgPC12_005_STaxiing out for a sprightly departure down RWY 33. One of the few conditions where strong backlight and a contrasting skyscape can make for a good photo!https://achtungskyhawk.com/wp-content/uploads/2010/11/pc12_005_l.jpgPC12_005_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/pc12_003_l.jpgPC12_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/pc12_004_l.jpgPC12_004_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/pc12_004_s.jpgPC12_004_SThe PC-12's party piece - the 1200 HP PT6A-67P turboprop :). One of the very few single-engine props to be certified for commercial operations in instrument conditions, the PC-12 is more economicalhttps://achtungskyhawk.com/wp-content/uploads/2010/11/pc12_003_s.jpgPC12_003_SCrisp, cool and elegant in a textbook promotional image :D. The aircraft was undergoing refuelling at the time, hence the fuel hose and the static line connected to the nose gear of the aircrafthttps://achtungskyhawk.com/wp-content/uploads/2010/11/pc12_002_l.jpgPC12_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/pc12_002_s.jpgPC12_002_SOne of those shots where it all comes together... a PC-12, wet tarmac, and the sun shining through a ominous clouds... :)https://achtungskyhawk.com/wp-content/uploads/2010/11/pc12_001_l.jpgPC12_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/pc12_001_s.jpgPC12_001_SA simply stunning aircraft, no other word for it :). Even though I'm usually a fan of brighter, livelier colors on aircraft, I must admit that metallic gray had suited the moment perfectly!2012-03-18T22:05:58+00:00monthlyhttps://achtungskyhawk.com/2010/09/28/another-short-photo-intermission/https://achtungskyhawk.com/wp-content/uploads/2010/09/inter_002_l.jpgINTER_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/09/inter_002_s.jpgINTER_002_SHigh humidity, rising air and building thunderstorms - interesting conditions in which to have a checkride :D.2011-07-13T18:58:02+00:00monthlyhttps://achtungskyhawk.com/2010/09/24/dakota-update-71253-at-otok-pri-metliki-slovenia/https://achtungskyhawk.com/wp-content/uploads/2010/09/71253_006_s1.jpg71253_006_SEven the landing gear bay - not the most often looked at part of the airplane it must be said :D - is https://achtungskyhawk.com/wp-content/uploads/2010/09/71253_008_l.jpg71253_008_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/09/71253_008_s.jpg71253_008_SInto the sunset, https://achtungskyhawk.com/wp-content/uploads/2010/09/71253_006_l.jpg71253_006_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/09/71253_007_s.jpg71253_007_SDespite its full RAF paint scheme, I haven't found any codes or data plates that could give more clue to its identity...https://achtungskyhawk.com/wp-content/uploads/2010/09/71253_007_l.jpg71253_007_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/09/71253_006_s.jpg71253_006_SEven the landing gear bay - not the most often looked at part of the airplane it must be said :D - is https://achtungskyhawk.com/wp-content/uploads/2010/09/71253_005_s.jpg71253_005_Sahttps://achtungskyhawk.com/wp-content/uploads/2010/09/71253_005_l.jpg71253_005_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/09/71253_004_s.jpg71253_004_SInterestingly enough, 71253 has worn RAF North African colors for the past 20 or so years2013-01-17T00:43:58+00:00monthlyhttps://achtungskyhawk.com/2010/09/16/photo-report-some-more-scenes-from-lucko/https://achtungskyhawk.com/wp-content/uploads/2010/09/dmo_003_l.jpgDMO_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/09/dmo_003_s.jpgDMO_003_SAirport Cat is under your airplanes, ruining your compositions :D (click for larger version)https://achtungskyhawk.com/wp-content/uploads/2010/09/dmo_002_l.jpgDMO_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/09/dmo_001_l.jpgDMO_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/09/dmo_002_s.jpgDMO_002_SA full span of colors as 9A-DMO prepares for another calm and cold night at Lučko (click for larger version)https://achtungskyhawk.com/wp-content/uploads/2010/09/dmo_001_s.jpgDMO_001_SIn night photography, you use what you have at hand - even if it's just a spinner and standard room lighting :) (click for larger version)https://achtungskyhawk.com/wp-content/uploads/2010/09/dmm_003_l.jpgDMM_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/09/dmm_003_s.jpgDMM_003_SStarting up for a short cross-country flight. These late afternoon flights are always fantastic - the air is calm, there's little or no traffic and the scenery is beautiful everywhere you look (especially in the late summer and autumn) :) (click for larger version)https://achtungskyhawk.com/wp-content/uploads/2010/09/dmm_002_l.jpgDMM_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/09/dmm_002_s.jpgDMM_002_SMy attempt at making the Cessna 150 appear (far) bigger than it actually is :).2011-07-13T18:57:38+00:00monthlyhttps://achtungskyhawk.com/2010/09/09/a-short-photo-intermission/https://achtungskyhawk.com/wp-content/uploads/2010/09/inter_001_s.jpgINTER_001_SCruising into the setting sun on a late afternoon joyride :). Holding a perfect 2,000 ft MSL in the calm air above the city of Zagreb, https://achtungskyhawk.com/wp-content/uploads/2010/09/inter_001_l.jpgINTER_001_L2011-07-13T18:57:28+00:00monthlyhttps://achtungskyhawk.com/2010/08/31/airshow-report-2010-lucko-airshow-highlights/https://achtungskyhawk.com/wp-content/uploads/2010/08/show_001.jpgshow_001An elevated overview of the field one hour before the show start. Two beautiful classics, an UTVA Aero 3 (left... and to be covered in depth in a follow-up post :) ) and the Po-2https://achtungskyhawk.com/wp-content/uploads/2010/08/mig_001.jpgMiG_001Always the show-stopper, "Kockica" - or "little cube", named for its "ILS shack" Croatian coat of arms paint scheme - thunders loudly away at full bore. One of only three remaining operators of the MiG-21 in Europe (with Romania and Bulgaria), Croatian AF https://achtungskyhawk.com/wp-content/uploads/2010/08/ko_002.jpgKO_002Four PC-9s of Croatian Air Force "Krila Oluje" aerobatic team seen holding under increasingly impressive skies as the two solos position themselves out-of-shot for a low-level crossing passhttps://achtungskyhawk.com/wp-content/uploads/2010/08/t_005.jpgT_005Up close of N540XX, painted in the shades of the Hungarian flag. The first aerobatic aircraft built entirely of carbon fiber - without an underlying metal structure - the MXS weighs less than 600 kg, but has up to 350 HP up fronthttps://achtungskyhawk.com/wp-content/uploads/2010/08/t_003.jpgT_003The only participant with a mostly vertical display, Mr. Veres had also flown the impressive "pierced heart" maneuver - not at all easy to do when you have only one aircraft and little time before the smoke blows away!https://achtungskyhawk.com/wp-content/uploads/2010/08/t_002.jpgT_002Mr. Veres tearing through the skies on the most impressive and exciting display of the showhttps://achtungskyhawk.com/wp-content/uploads/2010/08/mxs_003.jpgMXS_003International aerobatics champion Zoltan Veres, from Hungary, showing off just what the fantastic all-carbon MXS can do. https://achtungskyhawk.com/wp-content/uploads/2010/08/po2_004.jpgPo2_004A sight once feared by German soldiers of WW2 (oddly enough). Even though the Po-2, built from wood and fabric, could be outrun by a car - its top speed being a mere 150 km/h - and was never designed for any sort of combat operations, they were used to great effect by one of the most decorated squadrons in history - the USSR's 588th Night Bomber Regiment. More widely known as the "Night Witches", this squadron was composed entirely of female air and ground crews and flew often near-suicidal "harassment raids" on German positions at night. While the Po-2 could not pack any sort of punch, the squadron's bold and innovative attacks had forced the German soldiers to remain on guard the entire time, increasing their fatigue and severely impacting soldier morale (the most advanced war machine in the world at the time being kept awake at night by commie women attacking them in biplanes as advanced as a mousetrap). Further complimenting the issue was that the Po-2 was very difficult to shoot down... even at its maximum speed, it was slower than the stall speed of every German fighter aircraft, meaning it was nigh impossible to intercept. And when the pilots turned off their engines before a sneak attack, the Po-2 was virtually inaudible, the only sound being the howl of the wind through the aircraft's bracing wires - a psychological warfare tactic learned from the Luftwaffe themselves and the famous sirens on Stuka divebombers.https://achtungskyhawk.com/wp-content/uploads/2010/08/po2_002.jpgPo2_002Another gem at the show was a Polikarpov Po-2 from neighboring Slovenia. The second most produced aircraft in history, the Po-2 was often nicknamed "The Flying Sewing Machine" due to the specific sound of its 5-cyl 125 HP Shvetsov M-11 radial. https://achtungskyhawk.com/wp-content/uploads/2010/08/g2_003.jpgG2_003Taxiing out for its display, with its nose strut again at its stop. Despite the G-2's fantastic low-speed abilities, YU-YAK had used up virtually every meter of Lučko's 880 m (2890 ft) runway for the takeoff run... 2011-07-13T18:56:50+00:00monthlyhttps://achtungskyhawk.com/2010/08/19/dakota-update-two-more-for-my-list/https://achtungskyhawk.com/wp-content/uploads/2010/08/dakloc.jpgDakLocThe Dakota Locator v1.1, now with 71253 on the scope :)2011-07-13T18:37:13+00:00monthlyhttps://achtungskyhawk.com/2010/08/13/dakota-update-71255s-identity-revealed/https://achtungskyhawk.com/wp-content/uploads/2010/08/blog_255_0111.jpgblog_255_011Sloppy paint jobs finally have an advantage!2013-08-17T23:13:11+00:00monthlyhttps://achtungskyhawk.com/2010/08/05/dakota-update-71255-at-otocac-ldro/https://achtungskyhawk.com/wp-content/uploads/2010/08/blog_255_014.jpgblog_255_014A roundel in somewhat better shape under the starboard wing. Even though I was six when Yugoslavia broke up for good in 1991, this still brings memories of https://achtungskyhawk.com/wp-content/uploads/2010/08/203.jpg203Close to 600 meters away, this was the best that I could do. But even despite the questionable photo quality, you can see that 71203 is by far in the worst shape of all the Daks I've seen. It even looks like the left engine mounts have cracked, https://achtungskyhawk.com/wp-content/uploads/2010/08/blog_255_013.jpgblog_255_013Reaching for the skies, one last time...https://achtungskyhawk.com/wp-content/uploads/2010/08/blog_255_012.jpgblog_255_012A touch of pure symbolism - the rounder of the former YuAF shot and faded, https://achtungskyhawk.com/wp-content/uploads/2010/08/blog_255_011.jpgblog_255_011Traces of its former identities can still be seen on the vertical stabilizer. Given that many of these machines were bought from the French Air Force - which had operated them after WW2 - it is possible that the fainter 349296 code may have been 71255's French serial numberhttps://achtungskyhawk.com/wp-content/uploads/2010/08/blog_255_010.jpgblog_255_010Years of neglect have - as usual - resulted in years of vandalism... quite a contrast between the precise, purposeful propeller serial number and the random, useless doodles that people leave behind...https://achtungskyhawk.com/wp-content/uploads/2010/08/blog_255_009.jpgblog_255_009Just on of those shots where everything - the subject, the terrain, the sky, the light - line up perfectly! :)https://achtungskyhawk.com/wp-content/uploads/2010/08/blog_255_007.jpgblog_255_007Looking back from the navigator's station... the only piece of usable "furniture" remaining was an old wooden desk that would not look out of place in a schoolroom... hardly a fitting piece of equipmenthttps://achtungskyhawk.com/wp-content/uploads/2010/08/blog_255_006.jpgblog_255_006A view outside from the first cabin window is hardly better... almost reminds of an engine fire...https://achtungskyhawk.com/wp-content/uploads/2010/08/blog_255_005.jpgblog_255_005Inside, the situation is even worse... up front, near the navigator's station, even the floorboards had been ripped out!2016-04-08T15:24:50+00:00monthlyhttps://achtungskyhawk.com/2010/07/23/photo-report-lucko-news-in-photos/https://achtungskyhawk.com/wp-content/uploads/2010/07/jsa_002-copy.jpgJSA_002 copyAnd finally, an artsy view of our latest resident, 9A-JSA. Behind the unusual custom registration is a stock - but freshly repainted - 172N operated by a new company called JungSky and flown by a former member of our aeroclub :)https://achtungskyhawk.com/wp-content/uploads/2010/07/blog_0031.jpgBlog_003More equipment means more handles :). Apart from the stick in the foreground (and its wheel brake trigger), you have the yellow towrope release handlehttps://achtungskyhawk.com/wp-content/uploads/2010/07/blog_0021.jpgBlog_002Assembly after transport - the most fun short of actually flying :Dhttps://achtungskyhawk.com/wp-content/uploads/2010/07/blog_0012.jpgBlog_001Next up something much fairer and rarer: the Glaser-Dirks DG-200 single-seat glider :). Produced in only 190-ish examples, the 15 meter DG-200https://achtungskyhawk.com/wp-content/uploads/2010/07/blog_188_005.jpgBlog_188_005While competition between manufacturers in the light tourer segment is often fierce, in the agricultural department https://achtungskyhawk.com/wp-content/uploads/2010/07/blog_188_004.jpgBlog_188_004Interestingly, despite its substantial appearance, the 188 is quite light: only 980 kg with a dispersal systems. Even with a 1060 liter hopper aboard, the MTOW in the restricted category never climbs above 1800 kg - whttps://achtungskyhawk.com/wp-content/uploads/2010/07/blog_188_003.jpgBlog_188_003Designed to haul. Built using extensive inputs from ag pilots and operators, the 188 embodies all the characteristics of a proper cropsprayer: https://achtungskyhawk.com/wp-content/uploads/2010/07/blog_188_002.jpgBlog_188_002Mean and substantial, the 188 is pretty much Cessna's only venture into the agriculture market (apart from an interesting crop-spraying 185 conversion). Based on many elements of the 185 - including almost the entire tail section - the 188 turned out to be an excellent and much loved aircrafthttps://achtungskyhawk.com/wp-content/uploads/2010/07/blog_188_001.jpgBlog_188_001First up is a very interesting transient visitor, in town for some maintenance. 2011-07-13T18:13:49+00:00monthlyhttps://achtungskyhawk.com/2010/07/16/short-photo-report-multi-engine-fun/https://achtungskyhawk.com/wp-content/uploads/2010/07/blog_009.jpgBlog_009Some more dramatic weather at 6,000 ft on our flight back to Zagrebhttps://achtungskyhawk.com/wp-content/uploads/2010/07/blog_008.jpgBlog_008DZG ticking itself cool - as much as it could have, given it was +40 on the apron - at Banja luka airport in neighboring Bosnia :). For our final multi-engine class flight, we'd decided to go international - and, to add to a list of firsts, this was my first ever international flight as pilot :). https://achtungskyhawk.com/wp-content/uploads/2010/07/blog_007.jpgBlog_007Aaah, the sea! Always a beautiful sight for us landlubbers :)).https://achtungskyhawk.com/wp-content/uploads/2010/07/blog_006.jpgBlog_006Still more working atmosphere on day 2 :). Flying back home along the islands, the long - but far more pleasant - way around. Capitalizing on the fine weather, the military had activated several of its training zones - which basically cover the entire Velebit range - so https://achtungskyhawk.com/wp-content/uploads/2010/07/blog_004.jpgBlog_004Encountering a spot of rain on the way back with me at the controls. Photo courtesy of the aircraft's autopilot :D. While I prefer hand-flying - sharpens the skills - a (finally) functioning autopilot was too good an offer to pass up :Dhttps://achtungskyhawk.com/wp-content/uploads/2010/07/blog_003.jpgBlog_003On any of the Cessnas I normally fly, this sight would be cause for immediate - and considerable! - alarm :D. However here, with the other engine still pulling, you can breathe a bit easier :). Normally, engine-out training is simulated - with the throttle on one engine retarded - https://achtungskyhawk.com/wp-content/uploads/2010/07/blog_002.jpgBlog_002On approach to Rijeka's RWY 32. Situated on Krk, one of the largest islands on the Adriatic Sea, the airport's comparatively low traffic volume, a long runway and an abundance of radionavigation aids (not to mention it being just 30 minutes flight away) makes it a popular training destination :)https://achtungskyhawk.com/wp-content/uploads/2010/07/blog_005.jpgBlog_005A busy view up front as we near the first substantial clouds near the Velebit mountain range. Blowing perpendicular to it, the week's north-easterly wind was the perfect trigger for the formation of vertical cloudshttps://achtungskyhawk.com/wp-content/uploads/2010/07/blog_001.jpgBlog_001Heading for Rijeka (LDRI) on the coast, climbing to 5500 ft. Given the recent heatwave, forming cumulus clouds were a common occurrence. Many never developed far enough to carry rain, but the few that did make it ended up wreaking havoc at Lučko, where two Skyhawks - including one I flew on my IFR course - were damaged when the sudden wind tipped them onto their wingtips2011-07-13T18:12:09+00:00monthlyhttps://achtungskyhawk.com/2010/05/30/short-photo-report-piper-pa-30-160-twin-comanche-n55ag/https://achtungskyhawk.com/wp-content/uploads/2010/05/n55ag_004.jpgN55AG_004chttps://achtungskyhawk.com/wp-content/uploads/2010/05/n55ag_003.jpgN55AG_003bhttps://achtungskyhawk.com/wp-content/uploads/2010/05/n55ag_002.jpgN55AG_002ahttps://achtungskyhawk.com/wp-content/uploads/2010/05/n55ag_001.jpgN55AG_001My first ever Twin Comanche! :) Developed from the single-engine PA-24 Comanche - in it's -400 series for a long time one of the fastest single engine pistons ever produced - the PA-302011-07-13T18:08:07+00:00monthlyhttps://achtungskyhawk.com/2010/05/23/photo-report-some-ifr-cloud-hopping/https://achtungskyhawk.com/wp-content/uploads/2010/05/map.jpgMAPA little illustration to make it all understandable :). The red line represents my Lučko-Pula flight, while the orange line is the return strech flown by my student colleague. The yellow line represents - eyeballing - the crest line of the Velebit mountain range in this areahttps://achtungskyhawk.com/wp-content/uploads/2010/05/ifr_010.jpgIFR_010Breaking out of Velebit's mini weather system into a duller continental overcast at 4000 ft. https://achtungskyhawk.com/wp-content/uploads/2010/05/ifr_009.jpgIFR_009Lovely weather and good visibility all round :D. A nightmare to photograph - the featureless white tilting out my camera's autofocus system - it was neverthless fantastic :).https://achtungskyhawk.com/wp-content/uploads/2010/05/ifr_008.jpgIFR_008Entering "the soup". Deep inside a thick cloud, this was true instrument flight, without even the most minute outside visual referencehttps://achtungskyhawk.com/wp-content/uploads/2010/05/ifr_007.jpgIFR_007Pretty much the last we'll see of the ground for the next half hour. Soon enough the cloudbase would start to descend, the temperature drop and the wind increase as we flew https://achtungskyhawk.com/wp-content/uploads/2010/05/ifr_006.jpgIFR_006Back above the mainland, we were starting to wrestle with the strong downdraught from the mountains. Though small and apparently insignificant from this perspective, even at its lowest the Velebit mountain range dominates the weather situation of the region - as the wall cumulus of clouds following the range best illustrates. At this point, we werehttps://achtungskyhawk.com/wp-content/uploads/2010/05/ifr_005.jpgIFR_005Cruising at 8000 ft back home, the skies started becoming progressively darker and cloudier as we neared the Velebit mountain range. A 30-40 knot headwind didn't really help our heavy Skyhawk either...https://achtungskyhawk.com/wp-content/uploads/2010/05/ifr_004.jpgIFR_004Diving towards RWY 27 at Pula after a high speed ILS approach. The daily Croatia Airlines Dash 8 to Zagreb was holding short for us, so we though it best to - expedite :Dhttps://achtungskyhawk.com/wp-content/uploads/2010/05/ifr_003.jpgIFR_003Finally above the sea! After a whole winter of sporadic flights around Lučko, a trip to the coast - even for just an hour - was like a holiday! :)https://achtungskyhawk.com/wp-content/uploads/2010/05/ifr_002.jpgIFR_002Sporting pretty much a standard navigation package, DAD includes everything you really need for basic IFR training. And - for the most part - everything works :D2011-07-13T18:07:35+00:00monthlyhttps://achtungskyhawk.com/2010/06/28/short-photo-report-my-first-ever-flying-spitfire/https://achtungskyhawk.com/wp-content/uploads/2010/06/blog_013.jpgBLOG_013Almost looks like a Yak from this angle...https://achtungskyhawk.com/wp-content/uploads/2010/06/blog_005.jpgBLOG_005Rolling gently onto its back amid the roar of the mighty Merlin. Quite an interesting combination too...https://achtungskyhawk.com/wp-content/uploads/2010/06/blog_004.jpgBLOG_004Its G.55 heritage completely blurred under the "right-way-up" Merlin and rear canopy, the G.59 almost looks like a mess. However, with only 10 G.59-4B's ever produced, I-MRSV is pretty much a bigger attraction than the Spitfire :Dhttps://achtungskyhawk.com/wp-content/uploads/2010/06/blog_012.jpgBLOG_012North Italy or North Africa? :) Despite being significantly more powerful than the Merlin, Rolls Royce had managed to make the Griffon only 30% larger, allowing it to be installed in the tight airframe of the Spitfire. Apart from the big spinner and five-blade prop, the most obvious resulting changes were the raised humps on the upper cowlhttps://achtungskyhawk.com/wp-content/uploads/2010/06/blog_011.jpgBLOG_011Surely one of the most famous shapes to ever take to the skies! :)https://achtungskyhawk.com/wp-content/uploads/2010/06/blog_0101.jpgBLOG_010Looking very imposing and purposeful with its long, pointy nose :)https://achtungskyhawk.com/wp-content/uploads/2010/06/blog_009.jpgBLOG_009Yesterday I learned an important lesson - NEVER EVER stand behind a WW2 fighter when it is starting up :D. Kicking up clouds of dust as the huge five-bladed prop catches the air...2011-07-13T18:07:14+00:00monthlyhttps://achtungskyhawk.com/2010/06/19/legends-of-the-skies-antonov-an-2/https://achtungskyhawk.com/wp-content/uploads/2010/06/an2_004.jpgAn2_004Despite its 60+ years on the job, the sun has still not set on the venerable Anushka. Today considered a true classic, many have recently found their way into the US and rest of Europe, operating as https://achtungskyhawk.com/wp-content/uploads/2010/06/an2_015.jpgAn2_0159A-BFT and 9A-DIZ enjoying a stunning end of another working day... https://achtungskyhawk.com/wp-content/uploads/2010/06/an2_003.jpgAn2_003Like an ancient air force preparing for a raid :)https://achtungskyhawk.com/wp-content/uploads/2010/06/hr-an-2.jpgHR An-2Another intetesting modification is what was half-jokingly called the "AnWACS"... fitted with various sensors, this aircraft acted as an airborne command, early warning and signals intelligence platform.https://achtungskyhawk.com/wp-content/uploads/2010/06/an2_006.jpgAn2_006Among the aircraft's many nicknames, one of the most well known is "kukuruznik", the name of a maize/corn field worker during the Soviet era. https://achtungskyhawk.com/wp-content/uploads/2010/06/an2_016.jpgAN2_016Why bother with things clumsy such as pouring in fuel? Let the airplane do that for you! :)https://achtungskyhawk.com/wp-content/uploads/2010/06/an2_013.jpgAn2_013Simple and uncluttered, the An-2 cockpit has all that you really needhttps://achtungskyhawk.com/wp-content/uploads/2010/06/an2_008.jpgAn2_008Even with the big radial on the nose, the view forward was excellent for such a large taildragger. The high tail, and the positions of the pilot and copilot offset to the sides of the cockpit, meant that crews did not have to bother with tiring and wearisome S-turns on rough ground and in tight spaceshttps://achtungskyhawk.com/wp-content/uploads/2010/06/an2_002.jpgAn2_002A previously seen artsy shot of the ASh-62 on an airworthy An-2 :)https://achtungskyhawk.com/wp-content/uploads/2010/06/an2_014.jpgAn2_014Dusty and with a few parts missing, the ASh-62 is still an imposing sight2012-09-03T20:50:24+00:00monthlyhttps://achtungskyhawk.com/2010/05/06/photo-report-murska-sobota-airfield-ljms-slovenia/https://achtungskyhawk.com/wp-content/uploads/2010/05/ms_008.jpgMS_008And finally, a sunset peek into the main hangar. Next to the aforementioned UTVA-66 is S5-DAD, a STOL Maule MX-7 and an unidentified Zlin Z-526 80% (I think) replicahttps://achtungskyhawk.com/wp-content/uploads/2010/05/ms_007.jpgMS_007At the other end of the scale is S5-NBW, the fascinating Zenair CH-701SP. One of the most popular homebuilt ultralights, the CH-701 boasts truly impressive STOL performance, with a takeoff run of just 28 meters! Powered by a 100 HP Rotax 912 turning a variable-pitch prop, this is really a get-in-anywhere-anytime aircraft...https://achtungskyhawk.com/wp-content/uploads/2010/05/ms_006.jpgMS_006While capable of limited aerobatics, the UTVA-75 had proved itself relatively unpopular in that part of flight training - indeed, there is a popular pilot joke that says a lot: "how do you get a 75 out of a spin? With a shovel". Generally a stable aircraft in normal flight, the 75 design suffers from the proveribal "cure that is worse than the illness"https://achtungskyhawk.com/wp-content/uploads/2010/05/ms_005.jpgMS_005Easily the most famous and successful light piston from former Yugoslavia is the UTVA-75, a quite large - but very durable - two seater. Powered by a 180 HP Lycoming IO-360 flat four, 75s are fast becoming a common sight againhttps://achtungskyhawk.com/wp-content/uploads/2010/05/ms_004.jpgMS_004Like many ex-Yu aircraft, the 66 made use of the uncommon 270 HP Lycoming O-480 - a noisy, but I'm told pretty tough, packagehttps://achtungskyhawk.com/wp-content/uploads/2010/05/ms_003.jpgMS_003Up close and personal with an ex-Yu UTVA-66, S5-DCO. Equatable to the Cessna 185 in size and purpose, the 66 is a rare sight today, with only a handful still flying. The type's characteristic "working", no-nonsense looks make it noticeable wherever it goes :)https://achtungskyhawk.com/wp-content/uploads/2010/05/ms_002.jpgMS_002Like virtually all Soviet/Russian aerobatic designs, the Su-29 is powered by the indestructible Vedeneyev M-14 9 cylinder radial, one of the world's great GA engines. Along with its modified high-power derivative, the M-9, this is the only radial still being produced on a significant scale and is available with anything from 360 to 480 HP - not bad for a design from 1933! :Dhttps://achtungskyhawk.com/wp-content/uploads/2010/05/ms_001.jpgMS_001To kick off, some Russian radial power! :) Looking remarkably alike at a first glance, these two very different aircraft demonstrate that old saying "same problems, same solutions". Up front is a relatively common Sukhoi Su-29 two-seater, registered RA-3423K; but out back is a juicy rarity, the single-seat mid-wing Technoavia SP-55M RA-3221K, a modified Yakovlev Yak-55M produced under licence.2011-07-13T18:04:02+00:00monthlyhttps://achtungskyhawk.com/2010/04/30/photo-report-zlin-z-50m-s5-det/https://achtungskyhawk.com/wp-content/uploads/2010/04/s5det_05.jpgS5DET_05Almost looks like a model alongside the big An-2 in the background. Note also how the engine is canted to the left to offset its adverse effects when spinninghttps://achtungskyhawk.com/wp-content/uploads/2010/04/s5det_04.jpgS5DET_04Rearing up and willing to fly :). I also adore the polished prop, looks just right on this...https://achtungskyhawk.com/wp-content/uploads/2010/04/s5det_03.jpgS5DET_03Apart from the point nose, the M version differs little externally from the rest of the family. Underneath there are some significant operational changes though, with the G limit reduced to +7/-5 from the L's +8/-6https://achtungskyhawk.com/wp-content/uploads/2010/04/s5det_02.jpgS5DET_02With a Walter in the front, the normally pleasing design of the Z-50 seems a bit - agricultural :). But narrow and streamlined it does have a certain grace about ithttps://achtungskyhawk.com/wp-content/uploads/2010/04/s5det_01.jpgS5DET_01Instantly recognisable from a mile away :). Looking quite handsome in its retro lively, S5-DET - serial number 0079 - is seen here undergoing some maintenance. I was told that within a few weeks it should be back in the air!https://achtungskyhawk.com/wp-content/uploads/2010/04/z50lx.jpgZ50LXFor visual recognition: a "standard" Zlin Z-50LX, flown here by the Flying Bulls aerobatic team. Not the broad, oval cowling of the comparatively wide AEIO-540...2020-01-20T17:54:39+00:00monthlyhttps://achtungskyhawk.com/2010/03/29/derelict-report-reims-f337f-skymaster-d-icec/https://achtungskyhawk.com/wp-content/uploads/2010/03/dicec_008.jpgDICEC_008View in full, unfortunately blending in with its surroundings... a pity there's no economical case for restoring it to airworthy conditionhttps://achtungskyhawk.com/wp-content/uploads/2010/03/dicec_007.jpgDICEC_007A previous photo of D-ICEC in its usual, less-that-flattering surroundings. The hangar that had caused its temporary relocation is seen here in its early stages of assembly (that had taken its time :) ). For those of you wondering, the main gears would fold down and then backwards - like on Cessna singles - and stow in wells just below the engine. On some models, the wells were exposed (again like on many Cessna singles), but on the F model for one they were covered by doors that would only open during gear retraction of extensionhttps://achtungskyhawk.com/wp-content/uploads/2010/03/dicec_006.jpgDICEC_006Another artsy view of the left vertical stabiliser. Having a comparatively large stabiliser area as compared to most similarly-sized aircraft, I'd wager a guess that the Skymaster was pretty stable around its vertical axishttps://achtungskyhawk.com/wp-content/uploads/2010/03/dicec_005.jpgDICEC_005A slightly-artsy B&W rear view. The normally-aspirated Skymasters are powered by two IO-360 210 HP engines - the same engine found in 9A-DMJ, our Reims Rocket - driving usually two-blade constant speed props. Because the rear prop rides in the turbulent airflow of the fuselage and central wing section, the Skymaster has a distinctive square-wave sound, in common with virtually all pusher props, augmented by the "normal" sound from the front engine. D-ICEC's rear engine is - interestingly - relatively serviceable, as we had fired it up several times in the past, to keep it from seizinghttps://achtungskyhawk.com/wp-content/uploads/2010/03/dicec_004.jpgDICEC_004The front cowl had suffered as well, with the nose gear doors having been sheared off. Note also the bent prop, which is now - given its age - a total writeoff not worthy of repairhttps://achtungskyhawk.com/wp-content/uploads/2010/03/dicec_003.jpgDICEC_003The damaged right wingtip. Toying with the idea of getting it flying again, a couple of us made a cursory visual "look-see" inspection and from the outside at least the spar seems to be in good order. However, any serious work would have to see a detailed ultrasound, magnetic or radiographic inspectionhttps://achtungskyhawk.com/wp-content/uploads/2010/03/dicec_002.jpgDICEC_002An interesting machine from any angle :). A French-built Reims F337F Super Skymaster, serialled F337-0027/01337, D-ICEC (previously registered F-WLIQ) was bought about 9 years ago by a commercial pilot and flown over from Germany. However - as I've been told - the pilot flared to late and struck the ground with the nose and right wingtip, bending the front prop and seizing the engine as well as damaging the nose gear. Rearing up into the vertical, the rear engine continued operating and pushing the nose into the ground until it was presumably starved of fuel. There were no injuries, but the aircraft was towed to the ECOS apron, presumably pending investigation. For some reason, it had stayed there sincehttps://achtungskyhawk.com/wp-content/uploads/2010/03/dicec_001.jpgDICEC_001Not much of a sight, but nine years of standing around will do that. Blocking access to a new hangar being built on the ECOS apron, it had been temporarily moved here, for lack of a better solution. At least it got to stretch it legs a bit - and after nearly a decade finally got her tires pumped up :)2025-02-11T17:42:12+00:00monthlyhttps://achtungskyhawk.com/2010/01/20/short-photo-report-a-mid-winter-shakeup/https://achtungskyhawk.com/wp-content/uploads/2010/01/hangar_001.jpghangar_001With everything out in the snow, the hangar looked quite commodious :). 9A-DDA is seen (still) flooring it, while part of the "workforce" - that had been recruited for the task of pushing everything out - is just standing there, having dropped all attempts at meaningful conversation in all the noisehttps://achtungskyhawk.com/wp-content/uploads/2010/01/dda_0012.jpgDDA_001Plugged into a Ground Power Unit supplying electrical power for startup (it's battery having been removed and discharged for protection while it was in the hangar), AK Zagreb's rarely-seen Piper Warrior is given a workout at the entrance to the hangar. Quite a loud experience standing there between three walls... :)https://achtungskyhawk.com/wp-content/uploads/2010/01/dbu_0011.jpgDBU_0019A-DBU was far less of a hassle, seen here roaring at full throttle and giving itself a thorough shakedownhttps://achtungskyhawk.com/wp-content/uploads/2010/01/cch_001.jpgCCH_001Thankfully it wasn't snowing... 9A-CCH waiting around for the avgas dripping from the cylinders to evaporate after two unsuccesful startup attempts. After pulling the prop through all four compression strokes twice to spread the oil accumulated in the cylinders, "pumping" the throttle and adding two prime strokes, the engine wouldn't start beyond an initial cough for love nor money. Later we found out that one of the sparkplugs had failed - but not before the engine was overprimed, leaking fuel from the cylinder valves...2011-07-13T17:56:41+00:00monthlyhttps://achtungskyhawk.com/2010/01/16/post-update-2-technical-museum-aircraft-again/https://achtungskyhawk.com/wp-content/uploads/2010/01/alfa_crank.jpgAlfa_crankAnd to finish this report off, a very rarely seen part of the aircraft engine - the crankshaft :). This particular one is from an Alfa Romeo engine, but it didn't say which one - a 12 cyl by the looks of it...https://achtungskyhawk.com/wp-content/uploads/2010/01/engines_salmson.jpgEngines_SalmsonAnother small, unobtrusive, but very interesting gem :). The plaque identifies this as a "Salmson", produced by GAZ in Russia in 1918. Salmson, a French engineering company, is noted - not widely unfortunately - for being one of the first companies to make purpose-built aircraft engines. This engine, stated as producing 120 HP, is I believe a Salmson 9, though my internet search noted that that model used to produce significantly more power...https://achtungskyhawk.com/wp-content/uploads/2010/01/engines_mercury_2.jpgEngines_Mercury_2An interesting little structural tidbit - the Mercury's reduction gearbox :). This permitted the engine to run at a high number of RPM, while keeping the prop at a lower speed that kept its tips below the speed of soundhttps://achtungskyhawk.com/wp-content/uploads/2010/01/engines_mercury.jpgEngines_MercuryAnother - less controversial - legend: the Bristol Mercury :). During its rather long lifetime, it had powered a number of notable designs including the Blenheim light bomber and the Gloster Gladiator - one of the world's last biplane fighters - as well as the Polish relatively successful PZL.11 fighter and Sweden's SAAB 17 fighterbomber. This specific engine was produced in 1935 and developed 850 HPhttps://achtungskyhawk.com/wp-content/uploads/2010/01/engines_ld13.jpgEngines_LD13More Lorraine-Dietrich confusion (it's becoming obvious they're French, no? :D) with the LD13. A V12 from 1924 (according to the plaque), this engine produces 400 HP - but I couldn't find any trace of it on the net, so it too is left open to interpretation :)https://achtungskyhawk.com/wp-content/uploads/2010/01/engines_ld12.jpgEngines_LD12And now, an oddity... a inline 6-cyl labelled as the French Lorraine-Dietrich 12Eb. However, all sources on the net state that the 12Eb was a W12 - of similar configuration to the Benz Bz.DV featured in the previous post - so I've no idea what to make of this. The plaque says the engine was built in 1928 and produced 450 KS, which sounds a bit much for a 6-cyl...https://achtungskyhawk.com/wp-content/uploads/2010/01/engines_jupiter.jpgEngines_JupiterLabeled simply as a "Jupiter" and produced in Belgrade in 1935 (in the then Kingdom of Yugoslavia), I believe this 500 HP engine is a licence-built version of the British Bristol Jupiter. Produced widely under licence in more than a dozen countries, the original Jupiter - one of the most reliable radials of all time - had naturally evolved into a number of different designs; some of the more interesting ones are the Bramo 323 Fafnir, powering (ironically) Germany's Focke-Wulf Fw.200 martime patrol aircraft and the superlative Dornier Do-17 light bomber (as well as the experimental Foche-Angelis Fa.223 helicopter!)https://achtungskyhawk.com/wp-content/uploads/2010/01/engines_hiero.jpgEngines_HieroSomething from Austria for a change :). One of the oldest engines on display, this 214 HP six-cyl was produced in Vienna in 1912! A search on the net gives indication that this could be a Hiero 6, designed by Otto Hieronimus, which was used on a number of WW1 reconnassance aircrafthttps://achtungskyhawk.com/wp-content/uploads/2010/01/engines_cyclone.jpgEngines_CycloneA legend I cannot believe I had missed - the Wright GR-1820 Cyclone 9, here in its 760 HP F-56 variant. One of the great radial engines of WW2, in all variants it had powered dozens of aircraft, including the B-17 Flying Fortress, the original DC-2 and -3, the legendary Douglas Dauntless divebomber, the FM-2 Wildcat (a Grumman F4F produced under licence by General Motors), the Grumman HU-16 Albatross amphibian and the Lockheed Hudson, one of the first American contemporary aircraft to see combat in WW2https://achtungskyhawk.com/wp-content/uploads/2010/01/engines_alfa126_2.jpgEngines_Alfa126_2Out back. With 11,000 built, the 126 family powered virtually all Italian three-engined aircraft2014-01-14T07:02:34+00:00monthlyhttps://achtungskyhawk.com/2010/01/15/post-update-zagreb-technical-museum-engines/https://achtungskyhawk.com/wp-content/uploads/2010/01/bzdv1.jpgBzDVA closer inspection however had revealled that what I had though to be cylinders were actually casings, with the cylinders themselves inside. At two per casing, this doubled the cylinder count :)https://achtungskyhawk.com/wp-content/uploads/2010/01/bzdv.jpgBzDVA closer inspection however revealled that each of what I had assumed to be cylinders were just casing, within which were the actual cylinders, two of them per case - thus doubling the cylinder count :)2011-07-13T17:53:56+00:00monthlyhttps://achtungskyhawk.com/2010/01/08/odd-photo-report-zagreb-technical-museum/https://achtungskyhawk.com/wp-content/uploads/2010/01/engines_j35.jpgengines_J35And finally something completely different - the General Electric/Allison J35 turbojet. The US' first axial-flow jet engine, it had cut its teeth on several well-known early jets such as the B-47 Stratojet prototype, the F-84 Thunderjet and the North American FJ-1 Fury, a carrier-based interceptor that would later evolve into one of the most famous jet fighters ever built - the F-86 Sabre (whose prototype was also powered by a J35)https://achtungskyhawk.com/wp-content/uploads/2010/01/engines_benzii.jpgengines_BenzIIThis had immediately caught my eye! What an unusual 6 cylinder layout... the plaque next to it said it was an unspecified Daimler-Benz engine of 1916... but how accurate that is, I have no idea. A search using its manufacture number (if that is what it is) of MN22218 hadn't cleared things up either...https://achtungskyhawk.com/wp-content/uploads/2010/01/engines_walter.jpgengines_walterSomething Czechoslovak for a change - a 160 HP Walter Minor 6-III. Like similar British engines of the period, it uses an unorthodox inverted straight six layout and though designed in 1929, it is still in production today :)https://achtungskyhawk.com/wp-content/uploads/2010/01/engine_hs14ab.jpgengine_HS14ABSomething a bit rarer for a change, a Franco-Spanish Hispano Suiza 14AB radial of 1935. Of interest is its twin-row layout - nicely show here - with cylinders in the back row positioned between the cylinders in the front for better cooling. This specific engine was rated at 870 HPhttps://achtungskyhawk.com/wp-content/uploads/2010/01/engines_db601.jpgengines_DB601Symbolic... to WW2 adversaries, the Merlin in the back and the 1160 HP Daimler-Benz DB601 inverted V12 in the foregroundhttps://achtungskyhawk.com/wp-content/uploads/2010/01/engines_merlin.jpgEngines_merlinHail to the King! The most famous aircraft piston engines of all time, the legendary Rolls-Royce Merlin! :) This is an early Merlin II, churning out 990 HPhttps://achtungskyhawk.com/wp-content/uploads/2010/01/40001_002.jpg40001_002In company with the FNH to the right and an UTVA Trojka hanging above, 40001 represents one of the very few local showcases of ex-Yu aviation technology. Note also the provision of spaces for side exhausts, indicating that the airframe had been designed to accept different engineshttps://achtungskyhawk.com/wp-content/uploads/2010/01/40001_001.jpg40001_001The Technical Museum is also home to the Aero 3 prototype, coded 40001. This would eventually lead to - among other things - YU-CPC, our own example hidden away in the AK Zagreb hangar at Lučko (and previously featured here)https://achtungskyhawk.com/wp-content/uploads/2010/01/109_002.jpg109_002R-2800 power! Though the idea of turning this into a combat aircraft for the 90s seems iffy to start with, it wouldn't have been all that unique - before acquiring MiG-21s and Mi-24s, the Croatian Air Force had used Cessna 172s and UTVA-75s with shoulder-launched anti-tank missiles strapped under the wings, An-2s with "boiler bombs" - gas cylinders filled with explosives and shrapnel - and even converted Air Tractors and Cessna 188s to serve as bombers with underwing pylons and Soviet gunsightshttps://achtungskyhawk.com/wp-content/uploads/2010/01/109_001.jpg109_001The mighty Thunderbolt! Rebranded as an F-47 in the post-WW2 USAF designation change, this aircraft (13109) was also an unlikely candidate for service in the 90s Civil War. It had been planned to overhaul it and rearm it, but a lack of spares for the engine killed the idea off (though it may sound iffy to start with, it wouldn't have been all that unique - before acquiring MiG-21s and Mi-24s, the Croatian Air Force had used Cessna 172s and UTVA-75s with shoulder-launched anti-tank missiles strapped under the wings, An-2s with "boiler bombs" (gas cylinders filled with explosives and shrapnel) and even converted Air Tractors to serve as bombers with underwing pylons and Soviet gunsights)2011-07-13T17:52:44+00:00monthlyhttps://achtungskyhawk.com/2009/12/31/dakota-update-found-relatively-three-more/2011-07-13T17:52:12+00:00monthlyhttps://achtungskyhawk.com/2009/12/24/rare-aircraft-mcdonnell-119220/https://achtungskyhawk.com/wp-content/uploads/2009/12/md119.jpgMD119Imagine what impression this made taxiing arounf the airport... https://achtungskyhawk.com/wp-content/uploads/2009/12/xp671.jpgxp67Promising to be able to outrun anything in the skies, the XP-67 was - like the XP-55 Ascender mentioned in the Starship article - too an advanced a design for the technology available at the time...2013-05-08T13:07:25+00:00monthlyhttps://achtungskyhawk.com/2009/12/17/post-update-2-borongaj-ex-airfield-history/2011-07-13T17:50:19+00:00monthlyhttps://achtungskyhawk.com/2009/12/11/rare-aircraft-beech-2000-starship/https://achtungskyhawk.com/wp-content/uploads/2009/12/ss8244l.jpgss8244lNC-29, the oldest Starship flying...https://achtungskyhawk.com/wp-content/uploads/2009/12/pinal.jpgPinalThe eventual fate of most pioneers... most of the Starships produced stored at Pinal Airparkhttps://achtungskyhawk.com/wp-content/uploads/2009/12/nc-06.jpgNC-06Imagine the impression this shape made back in 1986... and it still keeps turning heads 13 years later :)https://achtungskyhawk.com/wp-content/uploads/2009/12/xp55-1.jpgxp55-1And it's a good job they built it - because the last time somebody had attempted to design something similar straight out of the box, it'd didn't go all that well: the Curtiss-Wright XP-55 Ascender from 1941. Sharing much of the configuration - but little of the technology - the XP-55 was inherently unstable and very difficult to flyhttps://achtungskyhawk.com/wp-content/uploads/2009/12/longez_002.jpgLongEZ_002Even the basic shape of the wing owes a lot to the experiences gained building and flying the VariEze and LongEZ (photo: author)https://achtungskyhawk.com/wp-content/uploads/2009/12/longez_001.jpgLongEZ_001The Starship's eventual similarity to the LongEZ was everything but unintentional (photo: author)2011-07-13T17:48:34+00:00monthlyhttps://achtungskyhawk.com/2009/12/04/post-update-9a-dgw-landing-incident/2011-07-13T17:44:16+00:00monthlyhttps://achtungskyhawk.com/2009/12/03/news-cessna-182t-9a-dgw-incident/https://achtungskyhawk.com/wp-content/uploads/2009/12/dgw_002.jpgDGW_002Fully equipped with everything you'd need...https://achtungskyhawk.com/wp-content/uploads/2009/12/dgw_001.jpgDGW_001Seen a few months after it had joined the Croatian register. A 2001 normally-aspirated model, it was one of the best rentable aircraft at the field2011-07-13T17:43:45+00:00monthlyhttps://achtungskyhawk.com/2009/12/01/photo-report-bigger-ga-birds-at-pleso-ldza/https://achtungskyhawk.com/wp-content/uploads/2009/12/ga.jpgGAA view of the Pleso GA apron at night... and not even half full :)https://achtungskyhawk.com/wp-content/uploads/2009/12/big_ra86124.jpgBIG_RA86124Now this had really brightened that cold, windy March day - a very rare Ilyushin Il-86 charter on approach to RWY 05. The first true Soviet widebody, the Il-86 was produced in limited numbers, hampered all the way by a serious lack in power...https://achtungskyhawk.com/wp-content/uploads/2009/12/big_ra85669.jpgBIG_RA85669One of the most graceful airliners ever built rocketing off RWY 23. Though still not all that uncommon, the Tupolev Tu-154 (M model here, RA-85669) is still a rare sight outside the former Eastern Blockhttps://achtungskyhawk.com/wp-content/uploads/2009/12/big_il76.jpgBIG_Il76Lookie, twins! RA-76494 from Russia and UR-78786 from the Ukraine, both Ilyushin Il-76TDs, visiting Zagreb on a rare occasion. Shot with my old camera from the control tower :)https://achtungskyhawk.com/wp-content/uploads/2009/12/009_sedeg.jpg009_SEDEGThe Swedes are bringing up the rear with an even rarer Citation than 9A-CHC, a non-single-pilot Citation 500 registered SE-DEGhttps://achtungskyhawk.com/wp-content/uploads/2009/12/008_oekdm.jpg008_OEKDMAnd here's a very, very nice treat from Austria - a Piper PA-46-500TP Malibu Mirage (reg OE-KDM) on final for RWY 05https://achtungskyhawk.com/wp-content/uploads/2009/12/007_n1276y.jpg007_N1276YA prison view (almost! :) ). Not a very good one at that, but my dad told me there was a Caravan at the airport - and I immediately rushed there :D. Turns out it's the 1500th produced, here on an European tourhttps://achtungskyhawk.com/wp-content/uploads/2009/12/006_gfebe.jpg006_GFEBEAnother new one for me here, what I believe is a Cessna 340, registered G-FEBE. Done quite a trip to get here...https://achtungskyhawk.com/wp-content/uploads/2009/12/005_diemr.jpg005_DIEMRAnother Cheyenne I, registered in Germany as D-IEMR, but operated privately in Croatia for a whilehttps://achtungskyhawk.com/wp-content/uploads/2009/12/004_csdmm.jpg004_CSDMMMy first Hawker 400! :) CS-DMM, a 400XP, is operated by NetJets Europe out of Portugal2011-07-13T17:41:51+00:00monthlyhttps://achtungskyhawk.com/2009/11/27/planes-anatomy-servicing-a-cessna-185/https://achtungskyhawk.com/wp-content/uploads/2009/11/bks_008.jpgBKS_008Already featured in my previous piston engine post is BKS's (rebuilt) 8.5 liter six cyl IO-520-D, putting out approx. 300 HPhttps://achtungskyhawk.com/wp-content/uploads/2009/11/bks_007.jpgBKS_007Inside the bare cabin. Configured for skydive flights, BKS usually only had a rear bench, maximising the number of skydivers that could be carried while reducing weight for better performancehttps://achtungskyhawk.com/wp-content/uploads/2009/11/bks_006.jpgBKS_006Closeup of the right-hand flap, lowered to give easier access to its guide rails. Like most light Cessnas, the 185 uses Fowler flaps which slide backwards in addition to loweringhttps://achtungskyhawk.com/wp-content/uploads/2009/11/bks_005.jpgBKS_005Where the aileron should be. The actual control cable can be seen right by the solitary access panelhttps://achtungskyhawk.com/wp-content/uploads/2009/11/bks_004.jpgBKS_004Inside, all is nice and fluffy :). The sound and thermal insulation - some form of synthetic wool I think - normally hidden away beneath the upholstery (which will incidentally also be changed)https://achtungskyhawk.com/wp-content/uploads/2009/11/bks_003.jpgBKS_003Up front, the firewall has been cleaned and sanded down prior to mounting the engine. Among the cables seen are the prop, mixture and throttle controls, as well as data cables for various engine instruments (RPM, manifold pressure, oil temp and pressure, EGT, CHT...)https://achtungskyhawk.com/wp-content/uploads/2009/11/bks_0021.jpgBKS_002Apparently some armed locals didn't like BKS flying around :D. Showing just how many access panels there are on the 185's wing... the ones near the leading edge allow for relatively easy inspection of the electrical cabling for the wintip lights, while the ones nearer to the fuselage give access to the pitot system, part of the gravity fuel system and the electric flap motors and their cables. The sparser ones outboard and toward the trailing edge give access to the aileron control cable, which was being inspected as part of the servicehttps://achtungskyhawk.com/wp-content/uploads/2009/11/bks_001.jpgBKS_001The present is a bit less glamorous... though the aircraft itself had suffered very little damage during the propstrike, the prop and engine were knackered and needed to be completely refurbished and rebuilthttps://achtungskyhawk.com/wp-content/uploads/2009/11/bks_010.jpgBKS_010Our small taildragger air force in a typical Lučko day - skydivers, aerobatic flights, training ops, glider flights...https://achtungskyhawk.com/wp-content/uploads/2009/11/bks_009.jpgBKS_009BKS back in happier days. Sporting a very distinctive high-vis paint scheme - and an equally distinctive transsonic prop - it was always an attention-grabber. Manufactured in 1985, it is used exclusively for skydive flights2011-07-13T17:39:45+00:00monthlyhttps://achtungskyhawk.com/2009/11/14/post-update-pzl-bielsko-szd-12a-9a-ujb/https://achtungskyhawk.com/wp-content/uploads/2009/11/ujb2_0012.jpgUJB2_001Still looks quite odd without wings and horizontal stabilizer :). A plaque in the cockpit reads "Aircraft restored and modified privately", which could mean this thing had an interesting history...https://achtungskyhawk.com/wp-content/uploads/2009/11/ujb2_003.jpgUJB2_003A structural detail of the main landing gearhttps://achtungskyhawk.com/wp-content/uploads/2009/11/ujb2_002.jpgUJB2_002Apparently not destined to fly before the weather clears next year, UJB will probably be based at Zvekovac, a private field some 20 minutes flight away from Lučko2013-09-09T06:14:39+00:00monthlyhttps://achtungskyhawk.com/2009/11/12/rare-aircraft-pzl-bielsko-szd-12a-mucha-100a-9a-ujb/https://achtungskyhawk.com/wp-content/uploads/2009/11/ujb_006.jpgUJB_006Another side view :). The installation is pretty basic, but then again it just needs to haul little weight. Looks like it might even be an antiquated car engine... maybe from a Trabant :)https://achtungskyhawk.com/wp-content/uploads/2009/11/ujb_005.jpgUJB_005But the most interesting thing about 9A-UJB is the odd little engine, with it's two cylinders - and virtually everything else - on one side. I presume it's a two-stroke as well, but don't know about the power, guesstimating it at maybe 40-50 HPhttps://achtungskyhawk.com/wp-content/uploads/2009/11/ujb_004.jpgUJB_004The color is pretty nice, suits it well :). Despite being a glider, which would have meant a G-prefixed registration, the engine installation is not a factory mod - nor is it certified - which meant the aircraft had to be registered in the U-prefixed ultralight registerhttps://achtungskyhawk.com/wp-content/uploads/2009/11/ujb_003.jpgUJB_003Emerging into the sun with its odd engine and even odder installation. Don't know if it's visible in this shot, but the nose gear is equipped with an external disk brake, much like the one you can find on modern bycylceshttps://achtungskyhawk.com/wp-content/uploads/2009/11/ujb_002.jpgUJB_002Out back, it all became clear :). A very, very rare wood & fabric glider, this one is apparently new on the Croatian register. The wings, to the side, still sport a numerical registration and though I couldn't see which, I presume it's from the Polish glider register (ex. SP-1234)https://achtungskyhawk.com/wp-content/uploads/2009/11/ujb_001.jpgUJB_001You see my dilemma :). When I first saw it, with a stuck-on engine and no wings, I couldn't really make heads or tails of it :)2012-05-25T07:46:39+00:00monthlyhttps://achtungskyhawk.com/2009/11/09/dakota-update-tracking-them-down/https://achtungskyhawk.com/wp-content/uploads/2009/11/ge1.jpgGEThe Dakota Locator, Version 1 :). The locations of all the ex-Yu Daks I've been able to find so far (with the note that 71248 is now restored and in France)https://achtungskyhawk.com/wp-content/uploads/2009/11/214_001.jpg214_001Another photo of 71214 - pretty much the same as the last :). The best-preserved example to remain in ex-Yu, 71214 is the only one fortunate to end up in a museum where it can be maintained at least somewhat2011-07-13T17:35:02+00:00monthlyhttps://achtungskyhawk.com/2009/10/29/short-derelict-report-yugoslav-air-force-c-47b-dakota/https://achtungskyhawk.com/wp-content/uploads/2009/10/be_001.jpgBE_001And, as an added treat on the side, one photo of the Belgrade-based C-47B 214-*** :). Part of the Aeronautical Museum at Belgrade's Nikola Tesla/Surčin airport, this is the best-preserved of the threehttps://achtungskyhawk.com/wp-content/uploads/2009/10/zh_004.jpgZH_004Seen just peeking through the foilage... the Thunderjets are quite a nice historical oddity. Despite being a socialist country, ex-Yugoslavia was one of the founding members of the Non-Alligned Movement, rejecting "membership" in either bloc. But being squeezed right inbetween them, in the immediate aftermath of WW2 both blocs vied for the country on their side, with the West upping the ante by supplying some first-generation jet aircraft, including a large number of North American Sabres. Indeed, JAT - the country's flag carrier - was the only socialist state-owned airline to continually operate an all-Western fleethttps://achtungskyhawk.com/wp-content/uploads/2009/10/zh_0031.jpgZH_003Riddled with bullet holes and chalked full of nationalistic grafitti, 212 is a reminder of the area's violent past. Situated in an area that saw considerable fighting during the Balkan Wars of the early 90s, Željava was destroyed in 1992. by retreating Yugoslav National Army forces. Useless as an airbase anymore, Željava saw some see-saw advances by various armies, which all left their mark on whatever was left on the base... out back, two Republic Thunderjets keep 212 some company as the elements do their workhttps://achtungskyhawk.com/wp-content/uploads/2009/10/zh_002.jpgZH_002The classic C-47 shape in drab green still looks good even in this bad a shape. The fabric covered control surfaces were the first to "go", while the rest of the structure seems to be holding onhttps://achtungskyhawk.com/wp-content/uploads/2009/10/zh_0011.jpgZH_001Dumped, damaged and forgotten, out of everybody's way... the low cloud ceiling and drizzle fit the picture perfectly2023-11-09T18:06:49+00:00monthlyhttps://achtungskyhawk.com/2009/10/26/airport-report-korenica-glider-airfield/https://achtungskyhawk.com/wp-content/uploads/2009/10/ko_ge2.jpgKO_GE2A wider view. Note the field's proximity to Bosina and Herzegovina - it's literally on the other side of the hill :)https://achtungskyhawk.com/wp-content/uploads/2009/10/k_009.jpgK_009Another oblique view of the RWY 02 threshold, look west-southwest. The hills and mountains all around are part of the Dinaridi chain, which is in itself a lower and gentler extension of the Alpshttps://achtungskyhawk.com/wp-content/uploads/2009/10/k_006.jpgK_006A view toward the north-west, with some gentler terrain in the distancehttps://achtungskyhawk.com/wp-content/uploads/2009/10/k_005.jpgK_005A rare motorglider, a pine forest in the back, hills and low cloud - what more could you ask for an interesting photo? :)https://achtungskyhawk.com/wp-content/uploads/2009/10/k_004.jpgK_004Ready to fly :). The location is quite scenic, you'd have thought this was taken somewhere in North Americahttps://achtungskyhawk.com/wp-content/uploads/2009/10/k_003.jpgK_003Up close with 9A-DSI, my first L-13SE Vivat :). A powered and side-by-side version of the popular L-13 Blanik, the Vivat was (aftermarket) designed to circumnavigate the need for a towplane - something very useful that day...https://achtungskyhawk.com/wp-content/uploads/2009/10/k_002.jpgK_002Looking straight down the full 500 meters of the runway. The first 150 meters were made soft, presumably to ease the stress of landinghttps://achtungskyhawk.com/wp-content/uploads/2009/10/k_001.jpgK_001An oblique view down RWY 02 shows the hole this airfield is in - literally :). However, the surrounding hills and mountains give some excellent ridge lifthttps://achtungskyhawk.com/wp-content/uploads/2009/10/k_007.jpgK_007With some beautiful scenery in the back, 9A-DSI is seen waiting for the wind to subdue a bit. The other two gliders, a standard L-13 and a Pirat, didn't even bother getting off their trailers :)https://achtungskyhawk.com/wp-content/uploads/2009/10/k_0081.jpgK_008My only complaint about the whole field was the offroad driving needed to reach it :)2011-07-13T17:32:12+00:00monthlyhttps://achtungskyhawk.com/2009/10/21/photo-update-seawind-3000-9a-dzz9a-xzz/https://achtungskyhawk.com/wp-content/uploads/2009/10/seawindu_003.jpgSeawindU_003Some night spotting for a change :). Still some time from completion at the time this photo was taken...https://achtungskyhawk.com/wp-content/uploads/2009/10/seawindu_002.jpgSeawindU_002Quite an oddly-shaped aircraft in profile view :)https://achtungskyhawk.com/wp-content/uploads/2009/10/seawindu_001.jpgSeawindU_001A few days later, I found it propped up and back under covers. It had transpired that the gear was significantly damaged during the fast taxi run (something or other with the hydraulics), but the repair was relatively straightforward so we may see her move again soon :)https://achtungskyhawk.com/wp-content/uploads/2009/10/seawindu_004.jpgSeawindU_004Structurally complete and ready for some taxiing! :) Now this looks more like it!2011-07-13T17:32:06+00:00monthlyhttps://achtungskyhawk.com/2009/10/10/photo-report-power-to-the-masses-a-photo-run-through-of-some-aircraft-piston-engines/https://achtungskyhawk.com/wp-content/uploads/2009/10/005_bonanza.jpg005_BonanzaAnd finally the "big guns" - the whopping large (as far as these thing go nowadays) Continental IO-550, developing 300 HP in the Beech A36 Bonanza. To put it into perspective, 500 cu in is about 9 liters, which is truck engine range :)https://achtungskyhawk.com/wp-content/uploads/2009/10/008_seneca.jpg008_SenecaA very similar - but turbocharged - TSIO-360 powering the Piper Seneca with its 220 HP continuous. Has a big air filter this thing...https://achtungskyhawk.com/wp-content/uploads/2009/10/003_skywagon.jpg003_SkywagonAll alone with no plane to power - yet - is our Skywagon's IO-520-D, putting out 270-300 HP (not exactly sure with this specific engine). Seen dismounted after a prologned service after a propstrikehttps://achtungskyhawk.com/wp-content/uploads/2009/10/011_aero3.jpg011_Aero3A numerical oddity is the Aero-3's Lycoming O-435-A, developing 195 HP from six cylinders. Another interesting solution can be seen here - the exhaust pipes all lead into a "muffling chaber", where outside air - fed by the pipe extending from the front of the cowl - is apprently mixed with the exhaust to reduce noise levelshttps://achtungskyhawk.com/wp-content/uploads/2009/10/007_rocket.jpg007_RocketThe first six-cyl here belongs to the Reims FR172 Rocket, the most powerful Skyhawk development so far (the earlier F model is pictured here). A Continental direct injection IO-360, it has the same capacity of the four-cyl model - and, as far as I've been able to find out, uses the same cylinders with a shorter piston travel. Interestingly, the air intake and its filter are right on top of the engine, an unique solution that prevents intake ice at the cost of some performancehttps://achtungskyhawk.com/wp-content/uploads/2009/10/001_cardinal.jpg001_CardinalThe most powerful four-cyl to be featured here is the Cardinal RG's 200 HP Lycoming O-360. A development of the 172's O-360, it had first developed 180 HP for the fixed-gear Cardinals and finally uprated to cater for the RG model's increased weighthttps://achtungskyhawk.com/wp-content/uploads/2009/10/004_skyhawk.jpg004_SkyhawkOn par with the O-200 is the Cessna Skyhawk's 160 HP Lycoming O-360. Just one in a long line of engines that have powered the 172, the O-360 had replaced the earlier six-cyl 145 HP O-300 and the 160 HP "four pop" O-320, to be in turn replaced by the direct injection IO-360s of today's 172R (160 HP) and 172SP (180 HP)https://achtungskyhawk.com/wp-content/uploads/2009/10/006_supercub.jpg006_SuperCubProgressing upwards is the Super Cub's most common engine, the 150 HP Lycoming O-320. Some versions - most notably those used in mountaneous areas such as the Alps - have been uprated to 180 HP, a pretty chunky amount of power for the light and "lifty" Super Cubhttps://achtungskyhawk.com/wp-content/uploads/2009/10/002_150.jpg002_150The Cessna 150's immortal 100 HP Continental O-200-A :). Powering generations of pilots on their first flights, the O-200 has also been licence-built by Rolls-Royce (though these tend to be rare-ish nowadays - I've only ever seen two)https://achtungskyhawk.com/wp-content/uploads/2009/10/010_gyrocopter1.jpg010_gyrocopterI must admit that my Rotax Spotting Skills are often short of the mark, but this looks like a 914, possibly 80 HP. Being mounted on a gyrocopter, this seems about right...2011-07-13T17:28:59+00:00monthlyhttps://achtungskyhawk.com/2009/10/08/derelict-report-2-soko-g-2-galeb-somewhere-in-zagreb/https://achtungskyhawk.com/wp-content/uploads/2009/10/galeb_011.jpgGaleb_011One day, one day she will reach for the skies again (poetic moment :D). The current owner has some plans to restore 007 to flying condition which - given that the G-2 was the aviation equivalen of the VW Beetle - shouldn't be too hard as far as spares and qualified technicians are concerned... as of 2009., 007 has been moved somewhere and rumor has it she's finally being worked on :)https://achtungskyhawk.com/wp-content/uploads/2009/10/galeb_010.jpgGaleb_010A moody February afternoon sky is a perfect backdrop for 007https://achtungskyhawk.com/wp-content/uploads/2009/10/galeb_009.jpgGaleb_009A sad sight... but certainly an interesting find and a great addition to my "What the..." file :)https://achtungskyhawk.com/wp-content/uploads/2009/10/galeb_008.jpgGaleb_008Like almost all such aircraft, the G-2 has two side-mounted air intakes. Positioned relatively high up meant the G-2 could operate out of second-rate fields without a significant FOD riskhttps://achtungskyhawk.com/wp-content/uploads/2009/10/galeb_007.jpgGaleb_007With houses this close, one has to wonder how are people so oblivious to the things that go on around them...https://achtungskyhawk.com/wp-content/uploads/2009/10/galeb_006.jpgGaleb_006Up front, even the split canopy appeared to be in good shape - even the lock mechanism workedhttps://achtungskyhawk.com/wp-content/uploads/2009/10/galeb_005.jpgGaleb_005Though in serious need of a wash, the whole aircraft appeared to be structurally intact. Even the engine was still in the fuselage, though the tailpipe was damaged, probably when the aircraft tipped overhttps://achtungskyhawk.com/wp-content/uploads/2009/10/galeb_004.jpgGaleb_004Though nothing heavy appears to have been removed - except the cockpit instruments - 007 tipped over at some point, probably with some assistance. The two .50 cal Brownings are still on, which suggests this aircraft was spared the usual vandalism and cannibalismhttps://achtungskyhawk.com/wp-content/uploads/2009/10/galeb_003.jpgGaleb_003The code 007 suggest this might be a war veteran. Nowadays that code belongs to an UTVA-75 piston primary trainer (which was at the time of writing probably already withdrawn from service). An interesting tidbit is the checkered stripe around the fuselage - like on most 50-60s designs, to remove/replace the engine, you'd have to detach the whole rear fuselage and unmount the engine. The joint between that removable section and the rest of the airframe is here - unusually - labelled by that stripehttps://achtungskyhawk.com/wp-content/uploads/2009/10/galeb_002.jpgGaleb_002The first time I've seen a G-2 without tiptanks. Though they were detachable, they were almost always carried, which may suggest that this is quite an early version of the aircraft2011-07-13T17:28:53+00:00monthlyhttps://achtungskyhawk.com/2009/10/02/photo-report-3-a-trip-east-a-somewhat-more-detailed-view-of-rare-gliders-at-lucko/https://achtungskyhawk.com/wp-content/uploads/2009/10/009_gra.jpg009_GRAAnother shot of our now famous Pirat, back under cover and sodium light :)https://achtungskyhawk.com/wp-content/uploads/2009/10/008_gso.jpg008_GSOLike with most (all?) metal gliders, the Meteor's wings can be detached relatively easily and simply for transport. No electrics, no fuel tanks and not much mechanics means that the wingroot is clean and unclutteredhttps://achtungskyhawk.com/wp-content/uploads/2009/10/007_gso.jpg007_GSONot really a dignified storage location, but given the Meteor 57's rarity - only two built, only GSO flying - it's better to be safe than sorry with the cramped conditions in the hangarhttps://achtungskyhawk.com/wp-content/uploads/2009/10/006_gso.jpg006_GSOI'm just waiting for someone to ask where's the Meteor, so I can answer "Right next to the radiator" :)https://achtungskyhawk.com/wp-content/uploads/2009/10/005_god.jpg005_GODThe very clean and tidy cockpit of GOD. Actually this is one of the cleanest cockpits of any sort I've seen in a long time. In addition to the standard analogue variometer, GOD is equipped with a digital one as well, which appears to have an additional function or two. And despite the yaw string you may have seen on the canopy, this Vuk-T is equipped with an electrical turn coordinator in the bottom right of the panelhttps://achtungskyhawk.com/wp-content/uploads/2009/10/004_god.jpg004_GODWaiting for its turn to be put to bed after a busy day of flying :). Unlike most other gliders at the field, GOD spends its time outside the hangar under protective covershttps://achtungskyhawk.com/wp-content/uploads/2009/10/003_god.jpg003_GODLooking very similar to other 15 meter gliders, the Vuk-T can often pass undetected in the glider crowdhttps://achtungskyhawk.com/wp-content/uploads/2009/10/002_god.jpg002_GODA real beaut I couldn't believe I had overlooked - a very rare VTC-Vršac Vuk-T, Made in Ex-Yu. This 15 meter glider is one of only a few on the Cro register and wears a very interesting registration :) ("vuk" in Serbian/Croatian means "wolf", and since 9A-DOG was taken and gliders are on the G register - presto, 9A-GOD :) )https://achtungskyhawk.com/wp-content/uploads/2009/10/001_gja1.jpg001_GJAGJA enjoying a day out in the traffic circuit. A very hot and sunny day with calm wind meant that everything that had wings and no engine was out and about. At one time I've seen four gliders in the circuit. Being a SZD-41A Jantar Standard, GJA is one of the most "advanced" gliders at Lučko, incorporating water ballast in addition to the usual Standard class goodies2011-07-13T17:28:01+00:00monthlyhttps://achtungskyhawk.com/2009/09/26/post-update-ak-zagreb-hangar-spotting/https://achtungskyhawk.com/wp-content/uploads/2009/09/hangar3_002.jpghangar3_002AK Zagreb's faithful Super Cub towplane with some of its chargeshttps://achtungskyhawk.com/wp-content/uploads/2009/09/hangar3_001.jpghangar3_001Very happy with this one :). Looking poised and set for its next flighthttps://achtungskyhawk.com/wp-content/uploads/2009/09/hangar2_003.jpghangar2_003Ready for the scramble :)https://achtungskyhawk.com/wp-content/uploads/2009/09/hangar2_002.jpghangar2_002Could easily be mistaken for a Lavochkin in some quiet war museum :)https://achtungskyhawk.com/wp-content/uploads/2009/09/hangar2_001.jpghangar2_001A single florescent bulb quickly transformed our ancient and crowded hangar into a museum :). Fresh and clean after a four-hour wash, 9A-DOG simply looked awesome in this setting2011-07-13T17:27:52+00:00monthlyhttps://achtungskyhawk.com/2009/09/19/photo-report-some-more-non-blanik-gliders/https://achtungskyhawk.com/wp-content/uploads/2009/09/ldzl_001.jpgLDZL_001Polish domination at Lučko :). Two Pirats, 9A-GRA and GZA, in the company of a SZD-41A Jantar Standard, aptly registered 9A-GJAhttps://achtungskyhawk.com/wp-content/uploads/2009/09/ha5551_001.jpgHA5551_001Something foreign for a change, taken at Farkashegy airfield just outside Budapest, Hungary. HA-5551 is a very rare Rubik R-26 Gobe, a type I think not seen outside Hungary. Seen here undergoing maintenance, the R-26 is one of the designs to come out of the pen of Erno Rubik Sr., father of the much more famous Erno Rubik Jr., inventor of the Rubik Cubehttps://achtungskyhawk.com/wp-content/uploads/2009/09/gso_002.jpgGSO_002Designed to what would best be described as Open Class standards, the Meteor 57 has 20 meter span wings fitted with negative flaps (usually seen only on high-performance gliders). 9A-GSO was formerly used for materials testing for the G-2 Galeb jet trainer and is - in common with a number of Eastern European gliders - equipped with an electric turn coordinator, replacing the traditional yaw string on the canopyhttps://achtungskyhawk.com/wp-content/uploads/2009/09/gso_001.jpgGSO_001Of not a very good quality (and quite underexposed), this photo was too rare to pass over. The subject is an Ikarus Meteor 57 glider from former Yugoslavia, one of only two built and the only one in an airworthy state. 9A-GSO is a premanent resident here, so I hope to catch more of it soonhttps://achtungskyhawk.com/wp-content/uploads/2009/09/gra_003.jpgGRA_0039A-GRA, another Lučko resident, swoops down over my head on approach to the main taxiway. Must have been practicing emergency crosswind landings...https://achtungskyhawk.com/wp-content/uploads/2009/09/gra_002.jpgGRA_002Not overly aerodynamic, the Pirat is none-the-less light and a good performer for its class. My interest in this one peaked when I found an excellent rendering of it for Microsofts FSX... :)https://achtungskyhawk.com/wp-content/uploads/2009/09/gra_001.jpgGRA_001From the long line of (underrated) Polish gliders is this PZL-Bielsko SZD-30 Pirat. A simple and stable Club class model, featuring neither flaps, retractable gear not ballast, the Pirat is made of wood, something rare in today's fiberglass and composite worldhttps://achtungskyhawk.com/wp-content/uploads/2009/09/gpa_001.jpgGPA_001Another Lučko resident (I think) is 9A-GPA. There are quite a few B4-PC11s on the Cro register, but I've only seen these two... the interesting type designation is a combination of the original B-4 and PC-11 adopted by Pilatus when they took over productionhttps://achtungskyhawk.com/wp-content/uploads/2009/09/glm_001.jpgGLM_001One of the locals hanging about. 9A-GLM is a Pilatus B4-PC11AF, built by the same company famous for its turboprop trainers and utility aircraft, but designed by Firma Rheintalwerke G. Baste in the early 60s. An all-metal glider, it is designed to Standard Class specs, with 15 meter wings, no flaps and no water ballast2011-09-01T15:56:46+00:00monthlyhttps://achtungskyhawk.com/2009/09/14/rare-aircraft-dornier-do-27a-4-d-efsc/https://achtungskyhawk.com/wp-content/uploads/2009/09/d-efsc_0052.jpgD-EFSC_005Out back we have split slotted ailerons which droop along with the flaps. This thing is really an oversized Fiesler Storch :)https://achtungskyhawk.com/wp-content/uploads/2009/09/d-efsc_017.jpgD-EFSC_017It definitely is hard to mistake the Do-27 for any other aircraft!https://achtungskyhawk.com/wp-content/uploads/2009/09/d-efsc_016.jpgD-EFSC_016Out back. Another interesting feature - though I'm not sure if it is specific to this Do-27 - is the beacon light which, unlike standard ones that blink, actually rotates much like a police beaconhttps://achtungskyhawk.com/wp-content/uploads/2009/09/d-efsc_015.jpgD-EFSC_015Rolling back home. One of the Do-27's interesting features is the tight cowling and bulging canopy sides that allow forward visibility to be maintained on the ground despite the high nose (avoiding the need to do excessive S turns which are a pain on an aircraft with a freely castoring rear wheel)https://achtungskyhawk.com/wp-content/uploads/2009/09/d-efsc_014.jpgD-EFSC_014Transitioning into slow flight. Note droop progressively lowering droop of the trailing edge surfaces toward the wingtip. This gives the maximum lift over the entire wing without the danger of stalling the tipshttps://achtungskyhawk.com/wp-content/uploads/2009/09/d-efsc_013.jpgD-EFSC_013Though not the most elegant aircraft ever made, the Do-27's purposefulness and no-nonsense design give it a strong visual appealhttps://achtungskyhawk.com/wp-content/uploads/2009/09/d-efsc_012.jpgD-EFSC_012Having a cantilever wing, the Do-27 does away with draggy wing struts. However, this requries a robust centre wing structure, hence the "hump" above the cabinhttps://achtungskyhawk.com/wp-content/uploads/2009/09/d-efsc_011.jpgD-EFSC_011Firing up for its display. Like the PC-6, the Do-27 is most impressive when flying near minimum speed. You could almost overtake it on a bicycle :)https://achtungskyhawk.com/wp-content/uploads/2009/09/d-efsc_010.jpgD-EFSC_010A view from the back seat. D-EFSC was configured in a four-seat club arrangement which, in combination with the extensively glazed rear doors, would make this a fantastic aircraft for panoramic and photographic flights (indeed, the pilots told me that you can actually lift the floor covers and install a downward facing camera)https://achtungskyhawk.com/wp-content/uploads/2009/09/d-efsc_0091.jpgD-EFSC_009The cockpit is relatively simple - with a number of original gauges - but incredibly spacious and airy. And, because you site quite high up, you have an enviable commanding view2013-03-09T08:44:56+00:00monthlyhttps://achtungskyhawk.com/2009/06/24/airshow-report-some-more-ga-at-paris/https://achtungskyhawk.com/wp-content/uploads/2009/06/avantiii_04.jpgavantiii_04Pedestal view. An FMS (Flight Management System) is also included, giving this amazing prop some serious equipment punchhttps://achtungskyhawk.com/wp-content/uploads/2009/06/avantiii_03.jpgavantiii_03The copilot's side, with the other PFD, radios and announciatior panelhttps://achtungskyhawk.com/wp-content/uploads/2009/06/avantiii_02.jpgavantiii_02Closeup of the pilot's side, showing the PFD (Primary Flight Display) and MFD (Multi-Function Display), showing an airport chart of Le Bourgethttps://achtungskyhawk.com/wp-content/uploads/2009/06/avantiii_01.jpgavantiii_01Showing off the Collins Pro Line 21 suite. An increasingly common solution in biz aircraft, the Pro Line 21 is used also in the King Air and CitationJet families, as well as the DeHavilland Canada Dash 8 Q400 regional prophttps://achtungskyhawk.com/wp-content/uploads/2009/06/fpmcd_02.jpgfpmcd_02GA taildraggers look so awesome in bare metal!https://achtungskyhawk.com/wp-content/uploads/2009/06/fpmcd_01.jpgfpmcd_01F-PMCD, what at first thought to be a Cessna 120, turned out to be a rare Luscombe 8A Master (of the Silvaire family). Beautiful thing, the bright red really suits ithttps://achtungskyhawk.com/wp-content/uploads/2009/06/fazoc_02.jpgfazoc_02Rear quarterview. I've long been waiting to nail a C140... this is the first one I've ever seen in person :) (after narrowly missing one at Lučko)https://achtungskyhawk.com/wp-content/uploads/2009/06/fazoc_01.jpgfazoc_01F-AZOC, a Cessna 140, was first in line. I just adore bare-metal singles... if they have polished metal props and red stripes, I'm sold! :)https://achtungskyhawk.com/wp-content/uploads/2009/06/c140l8_001.jpgc140l8_001The two gems together behind the Dakota Hall at the museum. The intruding tail on the right belongs to a Canadair CL-415, in a bit of an odd shade of yellow2011-07-13T17:25:08+00:00monthlyhttps://achtungskyhawk.com/2009/06/18/airshow-report-ga-cockpits-at-paris-air-show-2009/https://achtungskyhawk.com/wp-content/uploads/2009/06/cockpits_c172sp.jpgcockpits_c172spEveryones favourite aircraft fitted with the omnipresent G1000https://achtungskyhawk.com/wp-content/uploads/2009/06/cockpit_cirrussr22.jpgcockpit_cirrussr22The Cirrus Perspective - by Garmin - suite on this specced-up SR-22 G3 demonstrator. The aircraft was also equipped with the TKS deicing system and ballistic recovery chutehttps://achtungskyhawk.com/wp-content/uploads/2009/06/cockpits_lj85.jpgcockpits_lj85And I'm proud to bring you an exclusive - the cockpit of the Learjet 85 mockup :). The all-carbon fibre aircraft is still in development and is promising to be a world beater. Judging from inside the cockpit, it certainly will be impressive. Many thanks to Bombardier's Mr. John who showed me around!https://achtungskyhawk.com/wp-content/uploads/2009/06/cockpits_lj60.jpgcockpits_lj60What show would be complete without Learjet's pocket rockets? The 60XR - cockpit pictured - is, according to its pilot, the fastest climbing civil aircraft without afterburner. On a good day, he said they can reach 41,000 ft in 12 minutes! On one flight - with little fuel and no pax - they even managed to reach 13,500 fpm for a brief moment!https://achtungskyhawk.com/wp-content/uploads/2009/06/cockpits_globalxrs.jpgcockpits_globalxrsA lot of glass and class :). The impressive Bombardier GlobalExpress XRS was the largest bizjet at the show (alongside the Falcon 7X)https://achtungskyhawk.com/wp-content/uploads/2009/06/cockpits_avanti.jpgcockpits_avantiFirst up is the Italian beauty, the Piaggio P-180 Avanti II. Unfortunately it was not plugged into a GPU when I visited...2011-07-13T17:11:56+00:00monthlyhttps://achtungskyhawk.com/2009/05/09/post-update-planes-anatomy-at-402-episode/https://achtungskyhawk.com/wp-content/uploads/2009/05/dkj_001_small.jpgdkj_001_smallHow to pack an airplane... as noted before, the engines and prop had already been removed for overhaul, so all that was left was to take down the wings and landing gear (which are to the left outside the photo)2011-07-13T17:11:34+00:00monthlyhttps://achtungskyhawk.com/2009/05/23/rare-aircraft-pipers-fastest/https://achtungskyhawk.com/wp-content/uploads/2009/05/014_pn_2.jpg014_pn_2One could be fooled into thinking this is a Cheyenne with piston engines...https://achtungskyhawk.com/wp-content/uploads/2009/05/014_pn1.jpg014_pn1A rare - and still good looking - Pressurised Navajo operated by the Croatian Air Force, coded 014. The only one of it's type in Croatia, it unfortunately rarely - if ever - flies (photo: myself)2018-06-04T14:54:13+00:00monthlyhttps://achtungskyhawk.com/2009/05/25/rare-aircraft-cheap-beeches/2011-07-13T16:59:13+00:00monthlyhttps://achtungskyhawk.com/2009/05/27/rare-aircraft-interavia-i-3-9a-dog/https://achtungskyhawk.com/wp-content/uploads/2009/05/bug_02.jpgbug_02Closeup of the front. The deep blue really suited this aircraft, one of the best - if not the best - paint scheme I've seen on a -52https://achtungskyhawk.com/wp-content/uploads/2009/05/bug_01.jpgbug_01The owner's former Yak-52. Now flying in Portugal as RA-3466K with a four-ship aerobatic teamhttps://achtungskyhawk.com/wp-content/uploads/2009/05/dog_07.jpgdog_07This just looks righthttps://achtungskyhawk.com/wp-content/uploads/2009/05/dog_06.jpgdog_06The simple & clean panel includes just a MFD, GPS and backup compass, as well as a basic radio suitehttps://achtungskyhawk.com/wp-content/uploads/2009/05/dog_05.jpgdog_05Nose detail. The characteristic Russian cooling flaps can be seen here easily. Unlike the shutter versions on the Yak-52, these open radially, a visually cleaner solutionhttps://achtungskyhawk.com/wp-content/uploads/2009/05/dog_04.jpgdog_04Pulling out of a loop - a wow! in Croatia - at a local airshowhttps://achtungskyhawk.com/wp-content/uploads/2009/05/dog_03.jpgdog_03The I-3 is imposing whichever way you look at ithttps://achtungskyhawk.com/wp-content/uploads/2009/05/dog_02.jpgdog_02A WW2 fighter-ish sight, one could almost mistake it for a Lavochkin La-5 or -7 :)https://achtungskyhawk.com/wp-content/uploads/2009/05/dog_01.jpgdog_01Warming up prior to one of its first flights in Croatia. Image taken on June 14, 2006., a couple of days after arriving at Lučko2023-11-05T20:59:54+00:00monthlyhttps://achtungskyhawk.com/2009/05/21/rare-aircraft-cessnas-oddballs/2011-07-13T16:57:03+00:00monthlyhttps://achtungskyhawk.com/2009/05/19/the-view-from-above-zagreb-from-the-air/https://achtungskyhawk.com/wp-content/uploads/2009/05/zag_012_bp.jpgzag_012_bpThe southernmost edge of town - as well as nearby Velika Gorica - seen over the tail of DMJ during a climbout from Zagreb Intl.https://achtungskyhawk.com/wp-content/uploads/2009/05/zag_011_bp.jpgzag_011_bpSomething a little different :). A motion-blurred Zagreb from 3,000 feet during Night VFR traininghttps://achtungskyhawk.com/wp-content/uploads/2009/05/zag_009.jpgzag_009Another wide view from a climb to altitude. The Jarun lake - a major sports centre and the favorite exercise ground for the citizens of town - an be seen not far awayhttps://achtungskyhawk.com/wp-content/uploads/2009/05/zag_008.jpgzag_008Chasing DDD during a formation panorama (!) flight (a turning dogfight) above Zagreb. Though DMM was not up to the task speed-wise, this was by far the most interesting panorama I've ever flown :) (Šime Lisica)https://achtungskyhawk.com/wp-content/uploads/2009/05/zag_007_bp.jpgzag_007_bpStrafing the railbridge :). Though DMM is no WW2 fighter, the bridge was indeed a valid target during WW2, here recrated in a dramatic (irony) dive on a dull afternoon (myself)https://achtungskyhawk.com/wp-content/uploads/2009/05/zag_006_bp.jpgzag_006_bpA wide view of the city centre from above the western districts. The nose belongs to 9A-DDD, our favourite ship for panorama flights (myself)https://achtungskyhawk.com/wp-content/uploads/2009/05/zag_005.jpgzag_005The main city stadium at Maksimir park. The main venue for large and/or important football matches and numerous concerts, it is seen here about 10 minutes before a Croatia-England match on October 11th, 2006https://achtungskyhawk.com/wp-content/uploads/2009/05/zag_004.jpgzag_004Stretching up along the foothills of Medvednica, the northernmost part of town is home to the well-off slash elite districtshttps://achtungskyhawk.com/wp-content/uploads/2009/05/zag_003.jpgzag_003An architectural detail of the city centre. The main city square - Trg Bana Jelačića - can be seen to the right of shot, while the Cathedral - one of the city's landmarks - dominates the shot to the lefthttps://achtungskyhawk.com/wp-content/uploads/2009/05/zag_002.jpgzag_002This is what it's all about!2011-07-13T16:56:22+00:00monthlyhttps://achtungskyhawk.com/2009/05/12/airshow-report-susreti-za-rudija-gornja-stubica-may-10-2009/https://achtungskyhawk.com/wp-content/uploads/2009/05/rudi_n2_014.jpgrudi_n2_014Another nice spring afternoon in flighthttps://achtungskyhawk.com/wp-content/uploads/2009/05/rudi_n2_013.jpgrudi_n2_013Going up. Bleeding off airspeed from the fast passhttps://achtungskyhawk.com/wp-content/uploads/2009/05/rudi_n2_015.jpgrudi_n2_015Trees!https://achtungskyhawk.com/wp-content/uploads/2009/05/rudi_n2_012.jpgrudi_n2_012Tight right after the first high-speed pass. The hills around the stadium meant we had to pull some G getting out and I'm pretty sure this was in the 3-3.5 rangehttps://achtungskyhawk.com/wp-content/uploads/2009/05/rudi_n2_011.jpgrudi_n2_011Diving down toward the stadium, with the airspeed needle creeping into the yellow arc. On our first pass we hit in excess of 185 knots indicatedhttps://achtungskyhawk.com/wp-content/uploads/2009/05/rudi_n2_0101.jpgrudi_n2_0101Flying low at around 1500 ft above western Zagreb. Traffic returning from the show normally kept at 2000 feet, so this was a welcome bit of separationhttps://achtungskyhawk.com/wp-content/uploads/2009/05/rudi_n1_009.jpgrudi_n1_009DMJ on our left again - after a brief fast pass to our right - with the Sljeme TV and radio tower visible in the distancehttps://achtungskyhawk.com/wp-content/uploads/2009/05/rudi_n1_008.jpgrudi_n1_008Approaching from the east this time, as opposed to the Souther Approaches from the past photo :)https://achtungskyhawk.com/wp-content/uploads/2009/05/rudi_n1_007.jpgrudi_n1_007Diving on the stadium that can be seen just above the nosehttps://achtungskyhawk.com/wp-content/uploads/2009/05/rudi_n1_006.jpgrudi_n1_006Keeping a stacked holding pattern while we wait for some slot problems to be sorted out... we were supposed to wait more than 10 minutes for some reason, but finally managed to get our 16:40 slot2011-07-13T16:53:39+00:00monthlyhttps://achtungskyhawk.com/2009/04/26/tech-where-little-planes-come-from-a-visit-to-the-diamond-aircraft-factory-february-2008/https://achtungskyhawk.com/wp-content/uploads/2009/04/da_flug_09.jpgda_flug_09Getting ready to go back out there after a two-minute turnaroundhttps://achtungskyhawk.com/wp-content/uploads/2009/04/da_flug_08.jpgda_flug_08The simple and uncluttered cockpit of the TStar. You don't really have much to push or play with in there, a single throttle level for each engine - the prop and mix being FADEC-controlled - a starting switch or two and lights and heating. Excuse the prints, but in the process of showing of various bits of info on the displays, touching them is inevitablehttps://achtungskyhawk.com/wp-content/uploads/2009/04/da_flug_07.jpgda_flug_07Going down the fast way. You can see the proximity of the runway to the rest of the town... there must be some awesome spotting positions here :)https://achtungskyhawk.com/wp-content/uploads/2009/04/da_flug_06.jpgda_flug_06Tight right base for RWY 10, with both the runway and the Diamond works easily and clearly visiblehttps://achtungskyhawk.com/wp-content/uploads/2009/04/da_flug_05.jpgda_flug_05Some flying fun after the serious stuff had been taken care ofhttps://achtungskyhawk.com/wp-content/uploads/2009/04/da_flug_04.jpgda_flug_04What would have been a worrying sight in normal cirumstances is here an excellent display of the TStar's fine engine-out handling.https://achtungskyhawk.com/wp-content/uploads/2009/04/da_flug_03.jpgda_flug_03Typical composite reflections add to a general feel of "clean" and "precise" of the TStarhttps://achtungskyhawk.com/wp-content/uploads/2009/04/da_flug_02.jpgda_flug_02A view of the picturesque Austrian countryside, with the foothills of the Alps in the distancehttps://achtungskyhawk.com/wp-content/uploads/2009/04/da_flug_011.jpgda_flug_011Lifting off Wiener Neustadt's 1,067 m runway 10 to the sight of six brand new, factory fresh Twin Stars waiting outside after assembly. The big grille you see on the nacelle is the coolant system radiatior - being originally a car engine, the Centurion is water cooled.https://achtungskyhawk.com/wp-content/uploads/2009/04/da_ramp1.jpgda_ramp1Oh my God, it's full of Stars! A view down the LOAN ramp is enough to make even the hardest man drool...2012-11-20T08:35:28+00:00monthlyhttps://achtungskyhawk.com/2009/04/23/planes-anatomy-air-tractor-at-402/https://achtungskyhawk.com/wp-content/uploads/2009/04/dkg_06.jpgdkg_06And last but not least, a view down the lower engine bay. The air filter that feed the engine with nice, clean air is the most imposing feature. Despite the turboprop's somewhat higher resistance to dust than piston engines, bad filtering can lead to a rapid decrease in engine performance and more often than not serious damage to the compressorhttps://achtungskyhawk.com/wp-content/uploads/2009/04/dkg_05.jpgdkg_05Closeup of the engine mount. This is basically all that holds the engine connected to the rest of the plane :). But, like the landing gear shown previously, this is built to last. Also visible is the back of the bay is the firewall, "the part of the plane specifically designed to let in fire and smoke" as the joke goes :). In serious-world, it prevents any fire in the bay from reaching the rest of the plane, be it the chemical hopper, cabin or any part of the structurehttps://achtungskyhawk.com/wp-content/uploads/2009/04/dkg_04.jpgdkg_04A more recent photo of DKG with its engine and prop removed for overhaul. Only when you disconnect all the pipes, cables and wires do you realise how big a mess the engine bay can behttps://achtungskyhawk.com/wp-content/uploads/2009/04/dkj_03.jpgdkj_03A wider view of the nose. Despite looking thin and whimpy, the landing gear is QUITE strong. During factory testing, the designers mounted a four-ton cement block on top of the landing gear assembly (just the gear, not the whole plane) and let it drop from a height of two-three meters (4 tons corresponding to the maximum takeoff weight of the plane). After spreading out and absorbing the weight, the gear sprung - sprung, with a four-ton block on it's back! - back into its original shape... on another note, the brownish thing between the engine bay and cabin is the hopper, with a capacity of 1,500 liters. During cropdusting, this would have contained the cropspray solution, while during firefighting either water or, more commonly, fire retardanthttps://achtungskyhawk.com/wp-content/uploads/2009/04/dkj_021.jpgdkj_021View from a different angle. Again like most turboprops, the PT6 is a free-turbine reverse-flow engine, meaning it's installed ass backwards :). To avoid going into detail, this makes the engine lighter and hence more efficient - and explains why the exhaust pipes are located up front: the back of the engine is thre. Because its front is now deeper in the engine bay, it has to be fed by the air intake visible under the nosehttps://achtungskyhawk.com/wp-content/uploads/2009/04/dkj_01.jpgdkj_01Turbo power! Up close with the Pratt&Whitney PT6A-15AG 715 HP turboprop. Like all turboprops, the PT6 is a small package for the power it delivers, with most of the space in the back taken up by auxilliary and ancilliary devices such as the starter, generator, oil pumps, control links, air intake and the odd cooler or twohttps://achtungskyhawk.com/wp-content/uploads/2009/04/dkg_03.jpgdkg_03Removing the other side panel adds some clarity to the shot. Easily visible now is the control linkage, linking the control stick and pedals in the cockpit with the rear control surfaces. The rod you can see going through the structure controls the elevator, while the thin gray cables running along the outside of the structure are linked to the rudderhttps://achtungskyhawk.com/wp-content/uploads/2009/04/dkg_02.jpgdkg_02Rear quarterview showing some of the internal structure. Like most light aircraft, the AT series uses a frame construction, much like the one you see on construction cranes. The frame - which absorbs all inflight loads and holds the structure together - is covered by panels to make the whole thing aerodynamic. These "panels" can be made from a wide range of materials, wood and fabric in the olden days and aluminium today - though composites and glass and carbon fibre are becoming increasingly commonhttps://achtungskyhawk.com/wp-content/uploads/2009/04/dkg_01.jpgdkg_01The naked plane. A general overview of the 402 (9A-DKG) with all side panels removed. Despite its imposing size, the AT is basically full of hot air :). Of note is the thick and juicy wing profile, providing a lot of lift at low speeds. The consequence of this increased lift - drag - is not so important here, as speed and cruising efficiency were not high on the design priorities list2011-07-13T16:44:29+00:00monthlyhttps://achtungskyhawk.com/2009/04/23/photo-dossier-piper-pa-18-150-super-cub-9a-xlj9a-dlj/https://achtungskyhawk.com/wp-content/uploads/2009/04/xlj_14.jpgxlj_14Cooling down in the afternoonhttps://achtungskyhawk.com/wp-content/uploads/2009/04/xlj_13.jpgxlj_13Going shopping. Diving away from us above King's Cross, one of the largest shopping centers in Zagrebhttps://achtungskyhawk.com/wp-content/uploads/2009/04/xlj_12.jpgxlj_12Sliding in alongside and looking beautiful!https://achtungskyhawk.com/wp-content/uploads/2009/04/xlj_11.jpgxlj_11Approaching to form off our right wing above the city of Zagrebhttps://achtungskyhawk.com/wp-content/uploads/2009/04/xlj_10.jpgxlj_10Banking left, banking left! :) An air-to-air session on the aircraft's fourth flight (I think). 9A-DMI served as my trusty photo ship once morehttps://achtungskyhawk.com/wp-content/uploads/2009/04/xlj_09.jpgxlj_09Taxiing in back home. The smile says it all!https://achtungskyhawk.com/wp-content/uploads/2009/04/xlj_08.jpgxlj_08Trundling by at 70 knots while high overhead something zips by at 500+ :)https://achtungskyhawk.com/wp-content/uploads/2009/04/xlj_07.jpgxlj_07Go little Cub, go!https://achtungskyhawk.com/wp-content/uploads/2009/04/xlj_06.jpgxlj_06Taxiing out for its first flight!https://achtungskyhawk.com/wp-content/uploads/2009/04/xlj_05.jpgxlj_05Revving up the engine for a running check. Thankfully for me, the brakes were working perfectly :).2011-07-13T16:44:26+00:00monthlyhttps://achtungskyhawk.com/2009/04/23/photo-dossier-hu-hu-hu-hungarian-skydive-aircraft-at-lucko/https://achtungskyhawk.com/wp-content/uploads/2009/04/hu_ydj_4.jpghu_ydj_4I'll have one to go as well!https://achtungskyhawk.com/wp-content/uploads/2009/04/hu_ydj_31.jpghu_ydj_31Despite the aircraft's rather agricultural appearance, it has an excellent panel equipment package. Everything's here - moving map GPS, Mode S transponder and a full IFR suite of instruments.https://achtungskyhawk.com/wp-content/uploads/2009/04/hu_ydj_2.jpghu_ydj_2Another nose detail, though there's not much to see. The original Russian Finist, the SM-92, had the tough and durable VOKBM M-14 9-cyl radial engine, but somewhere along the line someone in Hungary decided to stick a turbine in it. And voila!https://achtungskyhawk.com/wp-content/uploads/2009/04/hu_ydj_1.jpghu_ydj_1Blending in nicely there...https://achtungskyhawk.com/wp-content/uploads/2009/04/hu_svh_3.jpghu_svh_3The brave men of Aeroklub Zagreb lifting the tail to place supports under the fuselage. These would hold the tail up without human intervention and allow the wheel to be changed (which the guys tell me is a 15 minute job, since that often happens on our local Skywagon) https://achtungskyhawk.com/wp-content/uploads/2009/04/hu_svh_2.jpghu_svh_2Most photographers would have been content with just a smile or a wave, but I hit the jackpot here! :) Dedicated to all the guys and gals who like to jump out of perfectly serviceable airplanes :)https://achtungskyhawk.com/wp-content/uploads/2009/04/hu_svh_1.jpghu_svh_1You up front, move it! Taxiway hogs... :). A cheerful group of skydivers pushing their plane back to the hangar all the way from the RWY 10 threshold - more than a kilometer away.https://achtungskyhawk.com/wp-content/uploads/2009/04/hu_mkk_4.jpghu_mkk_4Looking across to DIZ after a busy flying day. Despite looking far better on the exterior than MKK, for the duration of its stay at Lučko DIZ was continually plagued by engine problemshttps://achtungskyhawk.com/wp-content/uploads/2009/04/hu_mkk_3.jpghu_mkk_3More nose detail :). At least the prop is nice and shiny.https://achtungskyhawk.com/wp-content/uploads/2009/04/hu_mkk_2.jpghu_mkk_2Nose detail. Note the differently-painted lower cowl flaps.2011-07-13T16:41:44+00:00monthlyhttps://achtungskyhawk.com/2009/04/23/vfr-trip-report-slash-air-to-air-session-trakoscan-castle-22062008/https://achtungskyhawk.com/wp-content/uploads/2009/04/dmi_profile.jpgdmi_profilehttps://achtungskyhawk.com/wp-content/uploads/2009/04/dmm_profile.jpgdmm_profilehttps://achtungskyhawk.com/wp-content/uploads/2009/04/dmj_profile.jpgdmj_profilehttps://achtungskyhawk.com/wp-content/uploads/2009/04/030.jpg030On final for RWY 10https://achtungskyhawk.com/wp-content/uploads/2009/04/027.jpg027Wide view of the countryside on the way back. The mountain to the left is Medvednica, at whose feet lies the city of Zagreb. Right off its right slope is Zaprešić, with the Zagreb-Macelj highway showing the way belowhttps://achtungskyhawk.com/wp-content/uploads/2009/04/024-dmm.jpg024-dmmAll nice and clean and shiny :)https://achtungskyhawk.com/wp-content/uploads/2009/04/025-dmm.jpg025-dmmDMI taking the lead for a sec, leaving DMM in it's... wake?https://achtungskyhawk.com/wp-content/uploads/2009/04/021-dmm.jpg021-dmmA nice contrast...https://achtungskyhawk.com/wp-content/uploads/2009/04/023-dmm-dmj.jpg023-dmm-dmjA normal formation at last!https://achtungskyhawk.com/wp-content/uploads/2009/04/028.jpg028Strafing the castle...2011-07-13T16:38:20+00:00monthlyhttps://achtungskyhawk.com/2011/06/07/photo-intermission-a-big-name-at-a-small-airfield/https://achtungskyhawk.com/wp-content/uploads/2011/06/klm_002_s.jpgKLM_002_SOwned by KLM's own aeroclubhttps://achtungskyhawk.com/wp-content/uploads/2011/06/klm_002_l.jpgKLM_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/06/klm_001_s.jpgKLM_001_SSomewhat underwhelming as an "ambassador" for the company - but only at first glancehttps://achtungskyhawk.com/wp-content/uploads/2011/06/klm_001_l.jpgKLM_001_L2011-06-07T08:53:38+00:00monthlyhttps://achtungskyhawk.com/2011/04/29/short-photo-report-planes-in-rain/https://achtungskyhawk.com/wp-content/uploads/2011/04/rain_004_s.jpgRain_004_SAh, the intricacies of spring weather :). Shadows of scattered cumulus clouds pockmark the ground below while an ominous stormcloud descends from the slopes of Mount Medvednica...https://achtungskyhawk.com/wp-content/uploads/2011/04/rain_004_l.jpgRain_004_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/04/rain_003_s.jpgRain_003_SAhttps://achtungskyhawk.com/wp-content/uploads/2011/04/rain_003_l.jpgRain_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/04/rain_002_s.jpgRain_002_SAdmiring the view - somewhat :D - as we orbit near Zagreb Intl., waiting for the traffic to clear so we can pop in for some fuelhttps://achtungskyhawk.com/wp-content/uploads/2011/04/rain_002_l.jpgRain_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/04/rain_001_s.jpgRain_001_SA world of contrasts as we start our takeoff roll down Zagreb's RWY 05, with a visually impressive TCu descending from the northhttps://achtungskyhawk.com/wp-content/uploads/2011/04/rain_001_l.jpgRain_001_L2011-04-29T13:08:14+00:00monthlyhttps://achtungskyhawk.com/2011/03/15/photo-intermission-a-short-hop-on-a-short-boeing/https://achtungskyhawk.com/wp-content/uploads/2011/03/xgd_003_s.jpgXGD_003_SAll calm and quiet as the cabin crew dim the lights for landing at Warsaw. I had dearly wanted to nag a visit to the cockpit, but the short duration of the flight - just a tad over 45 minutes - meant we just had time to climb, help ourselves to the drinks cart, and then descend again :)https://achtungskyhawk.com/wp-content/uploads/2011/03/xgd_003_l.jpgXGD_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/03/xgd_002_s.jpgXGD_002_SSeated right in the last row (row 29) I had a commanding view of the cabin... which I naturally decided to put to good effect :D. And while the cabin is clean and tidy, its dated design - especially the overhead passenger lights and vents - https://achtungskyhawk.com/wp-content/uploads/2011/03/xgd_002_l.jpgXGD_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/03/xgd_001_s.jpgXGD_001_SLeaving daylight behind as we cruise eastwards over Poland at 34,000 fthttps://achtungskyhawk.com/wp-content/uploads/2011/03/xgd_001_l.jpgXGD_001_L2011-03-15T16:49:04+00:00monthlyhttps://achtungskyhawk.com/2011/01/26/photo-intermission-simulator-night-fever/https://achtungskyhawk.com/wp-content/uploads/2011/01/dzg_001_l.jpgDZG_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/dzg_001_s.jpgDZG_001_SLit only by the soft glow of the "Simulator run in progress" light, DZG and DZA (a Cessna Skyhawk SP) wait out another cold night in the hangar. Sitting here in the evening quiet, they keep reminding me of old, abandoned aircraft scattered in the underground tunnels found in several military bases in this part of the world...https://achtungskyhawk.com/wp-content/uploads/2011/01/bt222_02_s.jpgBT222_02_SA slightly different view from "the jump seat" :D. While not the most advanced training device to see the light of day, the BT222 has all the ingredients required for this basic MCC course: dual instruments for both crew members, an autopilot to help with the workload - and numerous "failable" systems to keep you on your guard :)https://achtungskyhawk.com/wp-content/uploads/2011/01/bt222_02_l.jpgBT222_02_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/bt222_01_l.jpgBT222_01_Lhttps://achtungskyhawk.com/wp-content/uploads/2011/01/bt222_01_s.jpgBT222_01_SThe Office :). Noticeably more complicated than the Seneca-simulating BT220 I'd done my IFR run on, the BT222 2011-01-26T10:39:48+00:00monthlyhttps://achtungskyhawk.com/2010/12/26/techphoto-report-more-multi-engine-instrument-fun/https://achtungskyhawk.com/wp-content/uploads/2010/12/dzg_a_002_s.jpgDZG_A_002_SMoments before we break into the cloud deck on our return trip...https://achtungskyhawk.com/wp-content/uploads/2010/12/dzg_a_002_l.jpgDZG_A_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/dzg_a_001_l.jpgDZG_A_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/dzg_a_001_s.jpgDZG_A_001_SThere really are very few things that are as enjoyable as a flight above the cloud deck :). Cruising at 6000 ft in silky smooth air towards Maribor, the autopilot keeping the Seminole straight and true, and the scenery going from great to awesome! (and I must apologize for the poor image quality... due to a somewhat hasty departure from Pleso, I'd left my camera in the luggage compartment and couldn't get at it in flight, so I had to snap this with whatever I had handy - which was my mobile...) https://achtungskyhawk.com/wp-content/uploads/2010/12/dzg_004_l.jpgDZG_004_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/dzg_004_s.jpgDZG_004_SAn artsy view of the two https://achtungskyhawk.com/wp-content/uploads/2010/12/dzg_003_l.jpgDZG_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/dzg_003_s.jpgDZG_003_SBack in the dry in the University's hangarhttps://achtungskyhawk.com/wp-content/uploads/2010/12/dzg_002_l.jpgDZG_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/12/dzg_002_s.jpgDZG_002_SAt least we gave the airplane a thorough - and thoroughly ecological :)) - wash! She was clean as a whistle!2011-01-24T21:18:56+00:00monthlyhttps://achtungskyhawk.com/2010/03/03/photo-report-night-vfr/https://achtungskyhawk.com/wp-content/uploads/2010/03/2804_002.jpg2804_002Climbing out to the south-east for some zone work. Sadly, our session would soon be cut off when the alternator packed up...https://achtungskyhawk.com/wp-content/uploads/2010/03/2804_001.jpg2804_001Prepping DMJ for another two hour sortie. While a bit more complicated than DDD, we preferred DMJ because of its ample power and a big chunky engine pulling the centre of gravity forward (very comforting when flying in slow flight near MTOW)https://achtungskyhawk.com/wp-content/uploads/2010/03/2004_0011.jpg2004_001Something a bit more dated, back when we started our night flying training in 2008. To get acquainted with the perspective in the dark, we had to fly all the normal flight school turns on instruments only, using various points of Zagreb - seen here blurred beyond recognition - as referencehttps://achtungskyhawk.com/wp-content/uploads/2010/03/2802_005.jpg2802_005Who says training is dull? :D To have us recalibrate our sense of height in the dark, our instructor had us fly a series of successive low passes from the traffic circuit, with the target of a steady 2 meters (6 ft) above the runway right down the centreline lights. I've managed to hit 3 meters and 125 knots, while my friend did 1.5 meters or thereabouts at 100 knots :)https://achtungskyhawk.com/wp-content/uploads/2010/03/2802_004.jpg2802_004A steep-ish climbout from RWY 23 with an 8 second exposure. The weather was brilliant, CAVOK with some moonlight to help us alonghttps://achtungskyhawk.com/wp-content/uploads/2010/03/2802_003.jpg2802_003Ready and willing! (to throw some confusion into the stream of Croatia Airlines rush hour departures :D )https://achtungskyhawk.com/wp-content/uploads/2010/03/2802_002.jpg2802_002Thunder and lighting! :D (actually my friend doing the preflight with a torch in a 30 second exposure)https://achtungskyhawk.com/wp-content/uploads/2010/03/2802_001.jpg2802_001Fill 'er up! Brimming the tanks for our two-hour session - just to be on the safe side - with me flying first and my friend second. The lights of the Zagreb skyline decided to pitch in and provide us with some mood lighting :)2011-01-07T13:36:24+00:00monthlyhttps://achtungskyhawk.com/2009/10/03/derelict-report-mil-mi-6-at-lucko/https://achtungskyhawk.com/wp-content/uploads/2009/10/ge2.jpgGE2Sitting isolated and all alone at Lučko.... image coordinates: N45­° 46' 07.92'' E015°­­ 50' 40.73''https://achtungskyhawk.com/wp-content/uploads/2009/10/2009_004.jpg2009_004There were some half-hearted suggestions to turn RA-21132 into something useful, like a restaurant, but it appears destined to rot here for a long time to come. A sad end for an impressive machine, beyond any meaningless repair...https://achtungskyhawk.com/wp-content/uploads/2009/10/2009_003.jpg2009_003Inviting, but I decided not to clamber aboard. The military might have some objections and given the state on board, I didn't want to risk falling over - or through - somethine. Pictured are the pilot's and one of two flight engineer stationshttps://achtungskyhawk.com/wp-content/uploads/2009/10/2009_002.jpg2009_002Up closer, the size of the Mi-6 becomes more apparent, when you can compare it to known details such as doors and windows. Like most Soviet helicopters, the Mi-6 carries its fuel tanks externally, seen here strapped to the mid fuselagehttps://achtungskyhawk.com/wp-content/uploads/2009/10/2009_001.jpg2009_001A week ago, RA-21132 was looking a lot worse for wear. The fabric covering the vertical stabiliser was torn off, while nationalistic and pointless graffiti dealt a further blow to the dignity of this fascinating machinehttps://achtungskyhawk.com/wp-content/uploads/2009/10/2006_003.jpg2006_003The main rotor hub. A complicated - and very advanced - piece of machinery turning the giant five-blade rotor. Much like on the An-225, during takeoff the blades would have to lift themselves first before the got to grips with the 40-odd tons of fuselage and cargo remaininghttps://achtungskyhawk.com/wp-content/uploads/2009/10/2006_002.jpg2006_002More akin to a fixed-wing aircraft than a helicopter, the Mi-6 required a six-man crew, including a pilot (who sat on the left), copilot, two flight engineers, a navigator and radio operator. During military and cargo ops, this could swell to even more when you add the equivalent of the loadmasterhttps://achtungskyhawk.com/wp-content/uploads/2009/10/2006_001.jpg2006_001Up close a year later. From right beside, the Mi-6 is more impressive than an A380 - especially given it's a helicopter. To improve cruising effciency and get some load of the main rotor, the Mi-6 was fitted with not-at-all-insignificant span wings, which were removed on both the firefighting version and the follow-on Mi-26https://achtungskyhawk.com/wp-content/uploads/2009/10/2005_001.jpg2005_001With an overall length of 33 meters and a rotor diameter of 35 meters, this is one huge machine! Shot in 2005, I took this picture with my old Fuji S5000 while I was helping to prepare for a precision landing championship at the RWY 10 (far)endhttps://achtungskyhawk.com/wp-content/uploads/2009/10/ge.jpgGEThe Chernobyl vehicle graveyard, with several Mi-6s clearly visible - they can hardly fail to be given their size. The image coordinates are: N51° 09' 15.42'' E029° 58' 59.68''2014-03-03T21:11:58+00:00monthlyhttps://achtungskyhawk.com/2010/11/07/short-photo-report-more-9a-dtd-fun/https://achtungskyhawk.com/wp-content/uploads/2010/11/as_ldzl_s.jpgAS_LDZL_SOur little tower of power all lit up, with an unusually beautiful skyscape in the back :)https://achtungskyhawk.com/wp-content/uploads/2010/11/as_ldzl_l.jpgAS_LDZL_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd2_003_s.jpgDTD2_003_SGrrrrr! Looking mean for the camera with its new dental work :D.https://achtungskyhawk.com/wp-content/uploads/2010/11/dtd2_003_l.jpgDTD2_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd2_002_l.jpgDTD2_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd2_002_s.jpgDTD2_002_SIdling away as another group of skydivers prepares to board in front of a proper autumn background :)https://achtungskyhawk.com/wp-content/uploads/2010/11/dtd2_001_l.jpgDTD2_001_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd2_001_s.jpgDTD2_001_STaxiing in for its next-to-last flight of the day. Note the upward hinged passenger door, a relatively common modification on high wing Cessnas designed to allow skydivers an easy way out in flight. Even though it looks like a hefty piece of metal, 2010-11-06T22:35:58+00:00monthlyhttps://achtungskyhawk.com/2010/11/05/short-photo-report-a-ride-on-a-skydive-182/https://achtungskyhawk.com/wp-content/uploads/2010/11/dtd_007_l.jpgDTD_007_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd_007_s.jpgDTD_007_SGetting tucked in after our flight, with an impressive autumn background :)https://achtungskyhawk.com/wp-content/uploads/2010/11/dtd_006_l.jpgDTD_006_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd_006_s.jpgDTD_006_SBanking left to enter the pattern for landing back at Lučko :). Though not visible in this shot, DTD has quite an interesting navigation setup, and includes an ADF unit that probably came with the aircraft in the 60s :D.https://achtungskyhawk.com/wp-content/uploads/2010/11/dtd_005_s.jpgDTD_005_SOne of the advantages of a Skylane - an unobstructed view towards the back :Dhttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd_005_l.jpgDTD_005_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd_003_l.jpgDTD_003_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd_003_s.jpgDTD_003_SSet the controls for the heart of the Sun :). The never-dissapointing scenes of a late-afternoon flighthttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd_002_l.jpgDTD_002_Lhttps://achtungskyhawk.com/wp-content/uploads/2010/11/dtd_002_s.jpgDTD_002_SThe air was smooth, the ride beautiful, silence on the frequency, the setting sun and the thunder of the 230 HP O-470... scenes like this are what make it all worthwhile! :)2010-11-05T07:35:08+00:00monthlyhttps://achtungskyhawk.com/2010/02/24/photo-report-a-different-angle-to-the-seneca-cockpit/https://achtungskyhawk.com/wp-content/uploads/2010/02/seneca_pit_006.jpgSeneca_Pit_006A side view of the avionics stack - equally romantic as from the other side :D. This specific King suite also includes two communication radios (under the NAV system), a second NAV radio at the top of the other stack (the first being integrated into the NAV system) and a rather old weather radarhttps://achtungskyhawk.com/wp-content/uploads/2010/02/seneca_pit_004.jpgSeneca_Pit_004DMO's avionics are a bit dated - but from a photographer's perspective that makes them all the more exciting! :D This antiquated King KNS 80 unit is one such marvellous gem: in essence, it is not a single instrument per se, but an Integrated Navigation System which was, before the GPS came along, by far one of the most sophisticated units you could get in a small aircraft. https://achtungskyhawk.com/wp-content/uploads/2010/02/seneca_pit_002.jpgSeneca_Pit_002A closer view. In addition to being color coded, the levers are each of different shape, to allow the pilot to identify which is which without looking at themhttps://achtungskyhawk.com/wp-content/uploads/2010/02/seneca_pit_001.jpgSeneca_Pit_001Up close and personal with the throttle quadrant :). Below the usual throttle, prop and mixture levers you have the Alternate Air controls. Should the main air intake on either engine become blocked for whatever reason (often due to ice), operating the Alternate Air will open an alternate intake within the engine cowling which will - hopefully - be unaffected by whatever blocked the primary onehttps://achtungskyhawk.com/wp-content/uploads/2010/02/seneca_pit_007.jpgSeneca_Pit_0072010-08-19T19:19:36+00:00monthlyhttps://achtungskyhawk.com/2010/06/07/photo-report-a-visit-to-the-neighbors-spotting-at-ljubljana-slovenia/https://achtungskyhawk.com/wp-content/uploads/2010/06/ljlj_10.jpgLJLJ_10I'd say that "Boka" could do with a bit of a wash... named after Boka Kotorska, a bay shared by Montengero and Croatia, this Fokker 100https://achtungskyhawk.com/wp-content/uploads/2010/06/ljlj_09.jpgLJLJ_09And finally, a small twist on the ubiqutous Diamond Katana. Unlike most Katanas flown in Europe, S5-DTF is a C1 model, powered by a 125 HP Teledyne Continental IO-240 engine spinning a two-blade fixed-pitch prophttps://achtungskyhawk.com/wp-content/uploads/2010/06/ljlj_08.jpgLJLJ_08A welcome break from the steady string of CRJs arriving during the early-afternoon rush hour. Rising sharply upwards less than a dozen km away, the Kamnik mountains - the beginning of the Alps - provide an excellent backdrophttps://achtungskyhawk.com/wp-content/uploads/2010/06/ljlj_07.jpgLJLJ_07Yay, lighties! :D An almost perfect profile view of a Jet-A powered Diamond Star as it aims for the touchdown markings on RWY 31https://achtungskyhawk.com/wp-content/uploads/2010/06/ljlj_06.jpgLJLJ_06And by far the most interesting visitor of the day. https://achtungskyhawk.com/wp-content/uploads/2010/06/ljlj_05.jpgLJLJ_05One more Embraer for me :). Contrasting brilliantly with the dark woods in the crisp air, this ERJ-145 is flown on behalf of Air France https://achtungskyhawk.com/wp-content/uploads/2010/06/ljlj_04.jpgLJLJ_04Sparkling white (maybe it's a vampire aircraft? [/bad pop culture reference] ) and clean, even an A319 can be made interesting given the right conditions :). Operated by Slovenian national carrier Adria - itself too a company with a long heritage - it is one of the https://achtungskyhawk.com/wp-content/uploads/2010/06/ljlj_03.jpgLJLJ_03ahttps://achtungskyhawk.com/wp-content/uploads/2010/06/ljlj_02.jpgLJLJ_02"What's In A Name" continues with this somewhat less exciting Czech ATR-42-500 flying in from Prague.https://achtungskyhawk.com/wp-content/uploads/2010/06/ljlj_01a.jpgLJLJ_01aA beautiful - and very clean! - KMV Tu-154M just starting its gear retraction sequence after a noisy RWY 13 departure, bound for Moscow. Ever since Aeroflot pulled the 154 from commercial service they've become an increasingly rare sight, with European spotters have to make do with occasional charters such as this one...2010-06-08T20:31:51+00:00monthlyhttps://achtungskyhawk.com/2010/05/10/photo-report-let-l-410ma-turbolet-om-pgd-2/https://achtungskyhawk.com/wp-content/uploads/2010/05/om-pgd_009.jpgOM-PGD_009A generation apart... one of the L-410's design aims was to replace the An-2 in many of its transport roles; but it ended up just supplementing it, as the venerable Anushka almost outlasted the L-410 in production...https://achtungskyhawk.com/wp-content/uploads/2010/05/om-pgd_008.jpgOM-PGD_008Two of the L-410's unusual features are the copilot side door, just below the side window, and the confusing black fuselage stripe. This thin layer of rubber is necessary protection of the fuselage - and especially the joint between two fuselage sheets - from bits of ice shot from the prop when its deicer is working. On many light aircraft - I've especially noted this on Piper twins - this protection is metal, not rubber, and is usually painted over so it's not conspicuoushttps://achtungskyhawk.com/wp-content/uploads/2010/05/om-pgd_006.jpgOM-PGD_006Though not as expansive as on other STOL aircraft, the windscreen provides a very good field of vision for both crewhttps://achtungskyhawk.com/wp-content/uploads/2010/05/om-pgd_007.jpgOM-PGD_007To handle the rough stuff, L-410s of all marks are fitted with large low pressure tires and very, very powerful "packet" disk brakes. Unlike brakes on smaller aircraft - which have only one brake pad and caliper - the "packet" brake consists of a full-size circular pad, providing friction across the whole disk. To press it in, the L-410 uses seven piston, all of which makes the brake forces very powerful and enables a lot of hard breaking before lockuphttps://achtungskyhawk.com/wp-content/uploads/2010/05/om-pgd_004.jpgOM-PGD_004Ready to go off road :). The unusual landing gear bay arrangement frees up even more space within the cabin, while also allowing the main wheels to have a wide track, which is very useful on uneven terrainhttps://achtungskyhawk.com/wp-content/uploads/2010/05/om-pgd_003.jpgOM-PGD_003Blending well with the dull overcast... like on many parachute versions, the standard doors had been removed and fitted with a much more practical "garage door" solutionhttps://achtungskyhawk.com/wp-content/uploads/2010/05/om-pgd_002.jpgOM-PGD_002That's a pretty large behind! :D Despite its aesthetics when viewed from this angle, the fuselage is commodius and very practical - and I'm told well suited for and liked by parachutistshttps://achtungskyhawk.com/wp-content/uploads/2010/05/om-pgd_001.jpgOM-PGD_001Even when looking at it for awhile, it's hard to distinguish it from the UVP... only the slightly shorter fuselage gives any hint...2010-05-19T21:16:31+00:00monthlyhttps://achtungskyhawk.com/2010/05/18/photo-report-stormy-skies-above-lucko/https://achtungskyhawk.com/wp-content/uploads/2010/05/stormy_007.jpgstormy_007Not far behind was AK Zagreb's inconspicuous Super Cub towplane, 9A-DBS, out and about for the first time in awhile. Looks like one of its landing gear bungees is misbehaving too...https://achtungskyhawk.com/wp-content/uploads/2010/05/stormy_006.jpgstormy_006It was well worth staying around until the weather calmed down :). Setting through a broken layer of stratus cloud, the sun had provided me with one of its (at the field) rare glorious moments...https://achtungskyhawk.com/wp-content/uploads/2010/05/stormy_005.jpgstormy_005Showoff :D. Departing the military pad with all haste - and not a little show - while another shower approaches from the westhttps://achtungskyhawk.com/wp-content/uploads/2010/05/stormy_004.jpgstormy_004The air force too ran a few flights between (and during) showers. Based at Lučko - itself essenitally a military helicopter base - these Mil Mi-171Sh medium-lift helicopters are an everyday sighthttps://achtungskyhawk.com/wp-content/uploads/2010/05/stormy_003.jpgstormy_003Normally, the local thunderstorm activity was indicative of strong thermals, which were immediately put to good use :). Seen here are 9A-GBA and GBB - both L-13 Blaniks - being towed out to the runwayhttps://achtungskyhawk.com/wp-content/uploads/2010/05/stormy_0021.jpgstormy_002Our old Skymaster blending in remarkably well with both the lush spring grass and the ominous CB moving away in the back...https://achtungskyhawk.com/wp-content/uploads/2010/05/stormy_001.jpgstormy_001Fresh raindrops glisening on 9A-DMM's wing, having landed just minutes before the first shower of the day had passed2010-05-19T06:19:25+00:00monthlyhttps://achtungskyhawk.com/2010/05/15/engine-photo-report-a-pair-of-famous-soviet-turbines/https://achtungskyhawk.com/wp-content/uploads/2010/05/tumansky_005.jpgTumansky_005And to finish it all off, an artsy view of the first low pressure compresor stages of the R-13... took me a good half hour to get this right :)https://achtungskyhawk.com/wp-content/uploads/2010/05/tumansky_004.jpgTumansky_004A view down the tailpipe of an operational MiG-21 showing how all the components fit together - until you can't tell which is which anymore :Dhttps://achtungskyhawk.com/wp-content/uploads/2010/05/tumansky_0011.jpgTumansky_001A rear view of the R-25 showing the flame stabilizers and part of the reheat system deeper in the enginehttps://achtungskyhawk.com/wp-content/uploads/2010/05/tumansky_003.jpgTumansky_003A handy size comparison :). Though the R-25 is small and not particularly powerful, in the small, light and aerodynamic MiG-21 it's more than enough. Note also that the nose cone - part of the intake - is fully extended in the position for supersonic flight. As such, it would keep the shockwave from entering - and damaging - the engine, as well as slowing air down to subsonic speedshttps://achtungskyhawk.com/wp-content/uploads/2010/05/tumansky_002.jpgTumansky_002The second gem is the loud, but also quite small, Tumansky R-25 which powers the Mikoyan-Gurevich MiG-21bis interceptor. https://achtungskyhawk.com/wp-content/uploads/2010/05/tv2_004.jpgTV2_004The TV2 in its natural environment - on an Mi-8 :). The caps on the intakes are actually air filters - specific to later military models - which permit operations in dusty environmentshttps://achtungskyhawk.com/wp-content/uploads/2010/05/tv2_002.jpgTV2_002Out back is the part that gave this engine type its name, the main shaft. This connects to the main gearbox which then transmits the power to both the main and the tail rotorhttps://achtungskyhawk.com/wp-content/uploads/2010/05/tv2_003.jpgTV2_003Being essentially a large turboprop turning a very large propeller, the turboshaft engine has a comparatively small thirst for air and makes do with a small intake. Interestingly, on the TV2 - because of the specifics of the Mi-8 airframe - the auxiliiaries (fuel pumps, oil system, generator etc) are mounted on top of the intakehttps://achtungskyhawk.com/wp-content/uploads/2010/05/tv2_001.jpgTV2_001The first up is the Klimov TV2-117A that powers the most popular medium-lift helicopter ever made - the Mil Mi-8 :). A surprisingly small package, the TV2-117 produces 1500 HP for takeoff and weighs - who would have thought - about 330 kg. More than 16,000 have been produced so far, and I believe the donor for this one was one of the Croatian Air Force Mi-8MTV-1s... (sorry for the poor lighting, it was a bright day outside. And don't ask about the Skyhawk in the back, long story :D )2010-06-24T09:44:48+00:00monthlyhttps://achtungskyhawk.com/2010/05/13/photo-report-novespace-zero-g-a300/https://achtungskyhawk.com/wp-content/uploads/2010/05/f-buad_010.jpgF-BUAD_010ahttps://achtungskyhawk.com/wp-content/uploads/2010/05/f-buad_009.jpgF-BUAD_009ahttps://achtungskyhawk.com/wp-content/uploads/2010/05/f-buad_008.jpgF-BUAD_008Now this is a cockpit! :) The piece de resistance of my extended tour, this was my first visit to a widebody flight deck (excluding the DC-10 I was too young to remember). https://achtungskyhawk.com/wp-content/uploads/2010/05/f-buad_007.jpgF-BUAD_007A view back from near the galley showing how commodius an airliner actually is when you remove all of the stuff inside. At Paris, short tours were offered for a limited number of people per day, during which I had used my press accreditation and mediocre knowledge of French to... "expand" my tour :Dhttps://achtungskyhawk.com/wp-content/uploads/2010/05/f-buad_006.jpgF-BUAD_006Quite understandably, almost every panel is equipped with a G load meter :). Though the aircraft never exceeds a safe 2G, careful monitoring is needed, as the aircraft's structural limits are relatively close byhttps://achtungskyhawk.com/wp-content/uploads/2010/05/f-buad_0051.jpgF-BUAD_005Front of the said doors, the cabin looks more familiar. Intended to accomodate both the "passengers" and tech staff during non-mission flight phases - such as takeoff, landing, climb and descent - this https://achtungskyhawk.com/wp-content/uploads/2010/05/f-buad_004.jpgF-BUAD_004While it still looks like the run-of-the-mill A300 outside, inside it's a different story. From the second passenger door back, the cabin has been cleared and extensively modified. Lined with soft padding - quite a sensible precaution given its mission - the cabin can be reconfigured to suit the needs of the missionhttps://achtungskyhawk.com/wp-content/uploads/2010/05/f-buad_0031.jpgF-BUAD_003Interestingly, F-BUAD had never operated a regular commercial service with an air carrier. For most of its life owned by Airbus, then GE and now Novespace, during which it has clocked up more test time than possibly any airliner still flying todayhttps://achtungskyhawk.com/wp-content/uploads/2010/05/f-buad_002.jpgF-BUAD_002Size does matter? :) Dwarfing the small CH650, F-BUAD easily dominated this part of the ramp. Even for an airshow visit, this aircraft was spotless!https://achtungskyhawk.com/wp-content/uploads/2010/05/f-buad_001.jpgF-BUAD_001Banking left for a "dirty" low pass during one of the show's trade days. Despite being built 37 years ago, F-BUAD still looks sharp, courtesy of a thorough maintenance programme carried out by Sabena Technics in Belgium.2010-05-13T16:16:08+00:00monthlyhttps://achtungskyhawk.com/2009/08/29/photo-dossier-let-l-410uvp-ok-sas/https://achtungskyhawk.com/wp-content/uploads/2009/08/007_oksas.jpg007_OKSASThe tight - but well equipped - cockpit of the Turbolet. The center pillar you saw in the previous photo is a bit limiting for photography though...https://achtungskyhawk.com/wp-content/uploads/2009/08/006_oksas.jpg006_OKSASIn town for some skydive ops, the aircraft's interior was stripped out of every bit of unnecessary kithttps://achtungskyhawk.com/wp-content/uploads/2009/08/005_oksas.jpg005_OKSASBeing an UVP version, OK-SAS doesn't have the distinctive tip tanks of the most common UVP-E versionhttps://achtungskyhawk.com/wp-content/uploads/2009/08/004_oksas.jpg004_OKSASThe somewhat stubby, but still good looking, shape of the Turbolet. The most popular 19-seat turboprop ever built, the L-410 has spawned dozens of sub-versions and is in use around the globehttps://achtungskyhawk.com/wp-content/uploads/2009/08/003_oksas.jpg003_OKSASA less than auspicious start to the OK-SAS' visit - a miscommunication from the control tower saw us leading the aircraft to the military helicopter apron, where the aircraft was due to refuel with Jet A. However, once on one of the helicopter stands - and finding out that they didn't mean to refuel right away - they couldn't turn round due to some apron obstacles, so the four crew, us two from the van and two mil helo pilots were forced to employ a classic manual "pushback" onto the grasshttps://achtungskyhawk.com/wp-content/uploads/2009/08/002_oksas.jpg002_OKSASDamn these tourists, always getting lost in the most unlikely places... :)https://achtungskyhawk.com/wp-content/uploads/2009/08/001_oksas.jpg001_OKSASSpeed limit enforced by aircraft :D. Playing the Follow Me van as we guide the Slovak crew around the field in our beat up 1980s VW Transporter2010-05-12T01:20:43+00:00monthlyhttps://achtungskyhawk.com/2010/04/25/aviation-art-attack-how-to-make-a-russian-tachometer-interesting/https://achtungskyhawk.com/wp-content/uploads/2010/04/rpm_005.jpgRPM_005And finally, a golden tachometer - proof that some of the most interesting photos often come about unintentionally! :D Except the first one, all of these shots had been taken in a completely darkened room, requiring long exposures, usually of 25 or 30 seconds... for this shot, I had set the orange torch to shine directly into the instrument face and activated the camera... however, at one point, maybe 10 seconds into the exposure, I had accidently knocked the torch onto the floor. Scrubbing the shot, I turned on the room lights to find it, and waited for the exposure to finish. But what I got in the end was awesome - the room lights had completely overexposed the shot, but the camera had registered enough of the orange light to make the tach visible. And voila - 0% Photoshop! :Dhttps://achtungskyhawk.com/wp-content/uploads/2010/04/rpm_004.jpgRPM_004A more common cockpit lighting color, though still a bit too bright for an actual cockpit. To get both this and the previous green light, I resorted to shining my orange lamp through a pair of old 3D glasses :D. Finally found a use for those...https://achtungskyhawk.com/wp-content/uploads/2010/04/rpm_003.jpgRPM_003This is more like it, almost like a true Russian cockpit :D. Though green cockpit lighting is not used often in normal circumstances, it is becoming increasingly common in combat aircraft - especially helicopters and transporters - where it was found to be compatible with cockpit night vision systemshttps://achtungskyhawk.com/wp-content/uploads/2010/04/rpm_002.jpgRPM_002Having noticed - again by accident :D - that the dials and numbers are florescent, I though I'd try and bring that out with some backlighting, provided by my orange-filtered night flying torch :)https://achtungskyhawk.com/wp-content/uploads/2010/04/rpm_001.jpgRPM_001Reminiscent of old tachometers on early jet aircraft - with the main dial showing 100s of RPM and the smaller hand 1000s - this one could teoretically go to 10,000 RPM... though no aviation piston engine even goes near even a third of that. The lettering on the instrument face denoting the parameter it measures is here written in three languanges - OB/MIN (Russian), R.P.M. (English) and TR/MIN (French) - which was common on light Russian aerobatic aircraft, which leads me to believe this could have been a backup instrument in the Yak... it's small size for such an instrument - conforming to the 2ATI specification, that is two inches acrorss - is also puzzling, with such instruments normally being at least an inch wider...2017-05-19T07:51:05+00:00monthlyhttps://achtungskyhawk.com/2010/04/17/news-no-ash-on-the-horizon/https://achtungskyhawk.com/wp-content/uploads/2010/04/ldzl-ash.jpgLDZL ashAt 18:53 local (16:53 UTC) on 17 April, things weren't looking all that out of the ordinary. Only a slight, vague haziness in the distance - reminiscent of Saharan sand that has on occasion been blown across the Balkans - told of the presence of the ash cloud, as per the met office more than 1000 times less dense than above Iceland...2010-04-17T21:20:22+00:00monthlyhttps://achtungskyhawk.com/2010/03/09/a-what-if-slightly-socialist-photo-report/https://achtungskyhawk.com/wp-content/uploads/2010/03/mi_8.jpgMi_8(FF: 1961) A true, undiluted workhorse, the Mil Mi-8 - produced in greater numbers than any other helicopter - can be seen in as diverse roles as the venerable An-2. Though mostly famous as a military transport, a number of Mi-8 versions were passenger transports, seating up to 32 in an airliner-style cabin. Some others - the "Salons" - have been fitted with VIP interiors...https://achtungskyhawk.com/wp-content/uploads/2010/03/ok-i_3.jpgOK I_3(FF: 1993) In absence of a Sukhoi Su-26/29 - which in 1984 was one of the last all-new Soviet designs to fly before the breakup - I've decided to make do with the Interavia I-3 (designed by the same man who did the Sukhoi aerobatic series). A world-beater when it had first appeared on the international scene, the Su-26 had taken all of Sukhoi's combat aircraft experience and packed it into a fantastic little package that's been holding its own in Unlimited category aerobatics for more than 26 years now, despite all the new composite kids on the blockhttps://achtungskyhawk.com/wp-content/uploads/2010/03/il_861.jpgIl_86(FF: 1976) The "Russian Airbus" gliding noisily in on a bitterly cold and windy day (much like home actually). The world's second quad widebody, the Il-86 is a fascinating aircraft, conceived as a true "flying bus" for the Soviet people. This in turn gave rise to its famous and unique baggage loading system - the passengers would climb into the hold, drop off their baggage and climb up into the cabin :). However, unusually for a Soviet aircraft, the Il-86 was abysimally underpowered (though very safe in operations), which didn't help its chances even on the state-sponsored market of the USSR. As a result, only 106 were made before it was superseeded by the much more advanced Il-96https://achtungskyhawk.com/wp-content/uploads/2010/03/yak_52.jpgYak_52(FF: 1976) Still a common sight at airfields of the former Soviet Union, the Yak-52 primary trainer represented the first major breakout of ex-Soviet GA outside of the East Block. Today one of the most popular Yaks in the West (along with the Yak-18T), it is still produced by Aerostar in Romania and still used by several air forces as a primary trainerhttps://achtungskyhawk.com/wp-content/uploads/2010/03/ok-il_76.jpgOK Il_76(FF: 1971) Seeing double. With its mean, angular and purposeful looks - not to mention the symphony of noise from the same Soloviev D-30 engines that power the Tu-154 - the Il-76 still manages to invoke the classic "Soviet Era feeling". The epytome of the get-in-anywhere-anytime-carrying-anything transporter, the Il-76 is the DC-3 of jet transporters - it'll keep going long after you stop :)https://achtungskyhawk.com/wp-content/uploads/2010/03/l_410.jpgL_410(FF: 1971) At home on backwood grass strips despite its size, the Let L-410 Turbolet is a worthy replacement for the get-in-anywhere-anytime An-2. Armed with commercial operations certification - something that has always eluded the Anuska - the Turbolet is still a popular 19-seat airliner in countries with under-developed aviation infrastruturehttps://achtungskyhawk.com/wp-content/uploads/2010/03/tu_154.jpgTu_154(FF: 1968) Roaring away from Zagreb on a wave of Soloviev noise, this beautiful Tu-154M is showing all the Airbii and Boeings how a stylish departure should look :). One of the most recognisable symbols of Soviet commercial aviation, the mighty - but thirsty - Tushka is slowly being phased out in favour of more modern equipmenthttps://achtungskyhawk.com/wp-content/uploads/2010/03/ok-pirat2.jpgOK PiratRepresenting Poland is the PZL-Bielsko SZD-30 Pirat. Cheap to make on account of its wood and fabric construction - and weighing in at just 360 kg fully loaded - the Pirate was a popular and undemanding single-seat glider for novice student pilotshttps://achtungskyhawk.com/wp-content/uploads/2010/03/ok-l_13.jpgOK L_13One of the most popular gliders ever built, the L-13 Blank was (and still is) a common sight across the lands of the former East Block. Embodying characteristics that make it a fantastic all-round glider, the L-13 has even been used in USAF service as the TG-10 training gliderhttps://achtungskyhawk.com/wp-content/uploads/2010/03/li_2.jpgLi_2Equally luminous is the today very rare Lisunov Li-2. A Soviet license-built version of the C-47, the Li-2 was the backbone of a number of East Block airlines - Aerflot, LOT (Poland), CSA (Czechoslovakia), Malev (Hungary), Tarom (Romania), ... - in the early years following WW2, before being replaced by the Ilyushin Il-12 and Il-14, the last of the Soviet piston airliners. The specific aircraft pictured, HA-LIX, is the only airworthy Li-2 remaining2010-04-09T09:22:47+00:00monthlyhttps://achtungskyhawk.com/2010/04/08/photo-report-2-some-more-uneventful-spotting-at-pleso/https://achtungskyhawk.com/wp-content/uploads/2010/04/oe-lve.jpgOE-LVEAnd finally an increasingly rare Fokker 70, operated by Austrian Airlines. Note the type's powerful clamshell airbrakes, first seen on the F-28 Fellowship from which the 70 was developed. Coupled with very powerful wheel brakes, the immense stopping power of those brakes means the 70 (and 100) can do without thrust reversers - a configuration also adopted by the Avro 146 quad and its derivatieshttps://achtungskyhawk.com/wp-content/uploads/2010/04/n50dd.jpgN50DDFinally got N50DD in flight! :D The country's only Cessna P210N Centurion (and one of only three Centurions of any sort), N50DD is - despite the reg - permanently based at either Pleso or Lučko, depending on the weather. This is the first time in quite awhile that I've seen it in flight. Not the characteristic Cessna piston single rearward-retracting main gear and the strutless wing (in the Cessna singles lineup seen only on the 177 and 210)https://achtungskyhawk.com/wp-content/uploads/2010/04/ha-lph.jpgHA-LPHA splash of colour on approach. Anybody see a pattern with my previous post? Dash 8, EMB-120, Wizz A320... :)https://achtungskyhawk.com/wp-content/uploads/2010/04/ha-fan.jpgHA-FANThe only genuinely interesting movement of the day - and that says much about our expectations :D - was another very handsome Budapest Aircraft Service EMB-120 Brasilia on the daily flight from Budapest. A very rare aircraft in this part of Europe... (and Europe in general)https://achtungskyhawk.com/wp-content/uploads/2010/04/dash_001.jpgDash_001An unidentified Croatia Airlines Dash 8 just crossing the middle marker, while high above an Emirates 777 zip to the Middle East. As is usually the case, the upper flight levels are more interesting than the Zagreb approach, with 777s, A380s, A330 and A340s a regular occurence (on some days you can see an Emirates A380 followed some time later by two company 777s in trail :) )https://achtungskyhawk.com/wp-content/uploads/2010/04/9a-dzg.jpg9A-DZGSomebody wash me! Looking a bit worn out, the Faculty of Transport Sciences Seminole trainer was bashing the circuit. If all goes well, that should be me up there in a couple of months :)https://achtungskyhawk.com/wp-content/uploads/2010/04/9a-dzd.jpg9A-DZDOur own Lučko resident, 9A-DZD was one of the just two GA movements in the three hours we were therehttps://achtungskyhawk.com/wp-content/uploads/2010/04/9a-cqf.jpg9A-CQFWhopee, a Dash... (irony) :D Part of a steady stream of Dash 8s and A320s, Croatia Airlines' newest Dash 8 - the aforementioned 9A-CQF - might have gone unnoticed if I hadn't checked the reg after taking the shot. Sporting an unusual "Croatia 7F" callsign could indicate that this was either a training or shakedown flight (normally, callsigns are the same as the flight number, which is made up of three digits if the flight is scheduled, or four if it's a charter - which is standard practice at carriers around the world. However, to avoid confusion between similar callsigns, or denote special flights, these can be modified into alphanumerical form)2010-04-09T09:07:13+00:00monthlyhttps://achtungskyhawk.com/2010/04/03/photo-report-some-uneventful-spotting-at-pleso/https://achtungskyhawk.com/wp-content/uploads/2010/04/su-mkb_001.jpgSU-MKB_001Outright the most interesting aircraft that morning was this Egyptian-registered A300B4 freighter. Looking cool and clean, this is the old 200 series, still sporting a flight engineer and fully analogue cockpit - an increasingly rare bird in the skies of Europe. Another interesting aircraft is to the left, Farnair's freighter ATR-72 :)https://achtungskyhawk.com/wp-content/uploads/2010/04/ha-lwb_002.jpgHA-LWB_002HA-LWB's No.2 IAE V2500 spooling up for departure. Pretty quiet these modern jets...https://achtungskyhawk.com/wp-content/uploads/2010/04/ha-lwb_001.jpgHA-LWB_001If I was in mean right mood now, I'd take a stab at the Airliners.net forums and raise a fuss about "how is the captain flying with a baseball cap?! That's unprofessional!" :Dhttps://achtungskyhawk.com/wp-content/uploads/2010/04/ha-fal_003.jpgHA-FAL_003Having only to maintain runway heading pretty much all the way to Budapest - and with a light 3-knot south-western wind - HA-FAL decided on a RWY 05 departure (thankfully)https://achtungskyhawk.com/wp-content/uploads/2010/04/ha-fal_002.jpgHA-FAL_002What a crowd :). Both of the morning's movenets captured in one shot - and both registered in Hungary. HA-LWB is seen taxiing out for a RWY 23 departure to... somewherehttps://achtungskyhawk.com/wp-content/uploads/2010/04/ha-fal_001.jpgHA-FAL_001Despite the lack of traffic, I at least got to see my first Embraer Brasilia :). Operated by Budapest Aircraft Service - BASE - on behalf of Hungary's national carrier Malev, HA-FAL is seen firing up the No.2 engine for its short hop to Budapest. At least the weather was beautiful!https://achtungskyhawk.com/wp-content/uploads/2010/04/9a-cqf_001.jpg9A-CQF_001First on the list is this brand new Croatia Airlines Dash 8 Q400 :). Registered 9A-CQF, it is the company's sixth Dash and had - according to photo evidence - arrived just one or two days ago, along with sister ship 9A-CQE :). Continuing with the tradition of naming turboprops after the county's regions, QF in named "Primorje" for the northern coastal bit of Croatia2010-04-04T09:50:59+00:00monthlyhttps://achtungskyhawk.com/2010/03/14/a-small-non-ga-photo-collection/https://achtungskyhawk.com/wp-content/uploads/2010/03/xzz_001.jpgXZZ_001Quite an unusual setting for a Seawind :D. By the time the sim had finished, it was almost noon, so the lighting was much better!https://achtungskyhawk.com/wp-content/uploads/2010/03/ccg_002.jpgCCG_002Thankfully for both 150s parked outside, the strong wind that had accompanied the snow created a lot of deep snowdrifts, so when the tail did come down, it wasn't damaged. Three hours later, both of them had been cleaned and right way up! :)https://achtungskyhawk.com/wp-content/uploads/2010/03/ccg_001.jpgCCG_001Oooops... after seeing similar photos of big airliners, seeing a small 150 in the same pose was more than a little humorous :). But with their proportionally long tails and light noses, 150s are sometimes prone to this. Even DMM at the other side of the field wasn't spared the same indignity...2010-03-14T20:43:26+00:00monthlyhttps://achtungskyhawk.com/2009/10/06/extreme-makeover-aviation-edition-restoring-some-glory-to-a-poor-cessna-skyhawk/https://achtungskyhawk.com/wp-content/uploads/2009/10/003_bdr_after.jpg003_BDR_afterAnd the AFTER shot :). Pretty good, no?https://achtungskyhawk.com/wp-content/uploads/2009/10/011_bdr.jpg011_BDRNow this looks more like it :). Cleverly choosing a point which hid the paint damage, I could have been fooled into (briefly) thinking this aircraft was actually well maintained :)https://achtungskyhawk.com/wp-content/uploads/2009/10/010_bdr.jpg010_BDRGetting there bit by bit... :)https://achtungskyhawk.com/wp-content/uploads/2009/10/009_bdr.jpg009_BDRA lunch break gave me an opportunity to peek inside while we let the upholstery breathe a bit. The panel is surprisingly nice, well equipped and with only the ADF radio missing. I had dearly wanted to test out the instruments - most of them having run out of service life - but before being "stored", the battery, started and generator were removed, so zilch on thathttps://achtungskyhawk.com/wp-content/uploads/2009/10/008_bdr.jpg008_BDRCleaning out the control surfaces. Despite appearances, everything down here came off easily in just one pass, as seen on the elevatorhttps://achtungskyhawk.com/wp-content/uploads/2009/10/007_bdr.jpg007_BDRThe scale of the problem on top. In the end the covers did more damage in the long run than the elements...https://achtungskyhawk.com/wp-content/uploads/2009/10/006_bdr.jpg006_BDRContrast; a definition :). While Dean started on the left wing, I got to grips with the cowl and soon got it glowinghttps://achtungskyhawk.com/wp-content/uploads/2009/10/005_bdr.jpg005_BDRExposed to the elements for as long as it was, we were surprised that this was the only paint peeling offhttps://achtungskyhawk.com/wp-content/uploads/2009/10/004_bdr.jpg004_BDRNext, we had to remove the covers... which we regretted a moment later. They apparently haven't been lifted once in the past six years and in the heat all of the dust and dirt under them "baked" onto the fuselage. The wings - thankfully uncovered - were just plain dirty :)https://achtungskyhawk.com/wp-content/uploads/2009/10/002_bdr_before.jpg002_BDR_beforeThe typical BEFORE shot :). Rolled forward for the first time in years, the first thing on the list was to pump up the tires to make maneuvering on the ground easier2010-03-10T16:18:58+00:00monthlyhttps://achtungskyhawk.com/2009/10/14/photo-report-back-in-the-angar/https://achtungskyhawk.com/wp-content/uploads/2009/10/hangar4_004.jpghangar4_004Lined up and ready to go!https://achtungskyhawk.com/wp-content/uploads/2009/10/hangar4_003.jpghangar4_003Another shot toward "The Crack" (no rude hidden meaning intended :D ), the gap between two hangar door sections. Being quite old - almost 70 years - the hangar is becoming a bit shabby...https://achtungskyhawk.com/wp-content/uploads/2009/10/hangar4_002.jpghangar4_002Full of natural and sodium light, this family photo shows that Cubs love stripes :). Related by more than just their type, DBU and DBS are twins, coming off the line one after the other :). DBU is serialled 7809169, while DBS 7809170https://achtungskyhawk.com/wp-content/uploads/2009/10/hangar4_001.jpghangar4_001Despite it still being light outside - plenty of it between the storm clouds - we had lit up the interior as well :). A stock Super Cub, 9A-DBU is one of a number of such aircraft bought and imported at pretty much the same time for towing duties2009-11-28T21:15:23+00:00monthlyhttps://achtungskyhawk.com/2009/07/07/photo-report-flying-on-croatia-airlines-new-dash-8-q400/https://achtungskyhawk.com/wp-content/uploads/2009/07/cqc_011.jpgCQC_011Many thanks to the cabin crew for allowing me a final snap of the cabin once all those walking distractions have left!https://achtungskyhawk.com/wp-content/uploads/2009/07/cqc_010.jpgCQC_010Blasting along at 650 km/h, you don't get many chances to photograph the cabin between takeoff, drinks service and landinghttps://achtungskyhawk.com/wp-content/uploads/2009/07/cqc_009.jpgCQC_009An ant's view (if the were allowed to travel :) ) of the front cabinhttps://achtungskyhawk.com/wp-content/uploads/2009/07/cqc_008.jpgCQC_008Still climbing, I decided to take the opportunity to first snap the view from 19A. A very nice ambient - while it's still clean :)https://achtungskyhawk.com/wp-content/uploads/2009/07/cqc_007.jpgCQC_007Breaking through the deck into clear skies above is always a magic feeling :)https://achtungskyhawk.com/wp-content/uploads/2009/07/cqc_006.jpgCQC_006Back with my head in the clouds :)https://achtungskyhawk.com/wp-content/uploads/2009/07/cqc_0051.jpgCQC_005The Trogir area south of Split as we rocket to our 23,000 ft cruise altitudehttps://achtungskyhawk.com/wp-content/uploads/2009/07/cqc_004.jpgCQC_004The city itself visible from a right turn. Due to the surrounding terrain, the Standard Instrument Departure for RWY 05 requires a 270 degree right turn if heading north (where we were going)https://achtungskyhawk.com/wp-content/uploads/2009/07/cqc_0031.jpgCQC_003Spooling up the 5,070 HP Pratt & Whitney Canada PW150A on takeoff down Split's RWY 05https://achtungskyhawk.com/wp-content/uploads/2009/07/cqc_002.jpgcqc_002Christened "Istra" after the Istrian peninsula (and an ATR-42 of the same name), 9A-CQC was at the this time the newest Q400 in the inventory (the previous two being 9A-CQA and -CQB)2009-11-26T16:53:36+00:00monthlyhttps://achtungskyhawk.com/2009/11/22/photo-report-helicopters/https://achtungskyhawk.com/wp-content/uploads/2009/11/hwa_002.jpgHWA_002Swooping in down RWY 28 for approach to the main apron :). Unlike fixedwings, helicopters normally approach the apron directly, as to avoid interferring with other traffichttps://achtungskyhawk.com/wp-content/uploads/2009/11/hwa_001.jpgHWA_001Caught on a rare visit to Lučko, parked next to HDM. Very nice paint scheme too :)https://achtungskyhawk.com/wp-content/uploads/2009/11/hdm_003.jpgHDM_003Face to face on liftoff. The most produced helicopter of all time, the R-44 is becoming an increasingly common sight in Croatia. At one time there were three of them on the register, though one - 9A-HAS, Clipper - had been sold some time agohttps://achtungskyhawk.com/wp-content/uploads/2009/11/hdm_002.jpgHDM_002Revving up for a late-afternoon thermal imaging mission. Caught the rotor, caught the nav light, caught the crew... caught a cold in the downwash...https://achtungskyhawk.com/wp-content/uploads/2009/11/hdm_001.jpgHDM_001Pretty buttons and dials :). A closeup of HDM's clean and basic panel. Not visible here is a moving map GPS (I think a Bendix unit) mounted on top of the panelhttps://achtungskyhawk.com/wp-content/uploads/2009/11/hdb_003.jpgHDB_003HDB descending vertically down. I'm told that with a full load on a hot day this exercise isn't really fun in a JetRanger...https://achtungskyhawk.com/wp-content/uploads/2009/11/hdb_002.jpgHDB_002High speed, low altitude depature after the fixed-wing traffic had quietened downhttps://achtungskyhawk.com/wp-content/uploads/2009/11/hdb_001.jpgHDB_001Repositioning from Pleso during the afternoon. Before being finally supplied with their own bowser at Lučko, Police helicopters had to fly the 15 minutes to Pleso to refuelhttps://achtungskyhawk.com/wp-content/uploads/2009/11/hbz_003.jpgHBZ_003Departing as aerial support and surveillance during a much-publicised local police action in March 2008https://achtungskyhawk.com/wp-content/uploads/2009/11/hbz_002.jpgHBZ_002Despite being cheap to operate (relatively), JetRangers are pretty much confined to transport, training and some utility roles. Lacking another engine, they're not really suited for very much else2009-11-23T08:13:57+00:00monthlyhttps://achtungskyhawk.com/2009/10/19/short-photo-report-going-high-class-playing-around-with-a-cirrus-sr-22-g2/https://achtungskyhawk.com/wp-content/uploads/2009/10/bdg_008.jpgBDG_008An interesting feature - the deicing system refuel valve :). The system has an autonomy of about 4 hours on the G2 I think (and 6 on the G3 if I'm not mistaken)https://achtungskyhawk.com/wp-content/uploads/2009/10/bdg_007.jpgBDG_007A view from the passenger's seat. Firing up the engine for the first time in awhile, we had asked for a fire truck to keep watch nearby, should the 310 HP engine decide to go bum...https://achtungskyhawk.com/wp-content/uploads/2009/10/bdg_006.jpgBDG_006An artsy view of the PFD and MFD. Everything's in here - moving map, TCAS, strikefinder/stormscope, comprehensive engine information...https://achtungskyhawk.com/wp-content/uploads/2009/10/bdg_005.jpgBDG_005Unlike the G1000, the Entegra does not have comms and nav radios integrated into the system. Hence, two Garmin GNS 430 units provide the interface with the system, though which you can also load the flight plan to be followed using GPS. Below it is a juicy Mode S transponder, with an autopilot and audio selector panel situated belowhttps://achtungskyhawk.com/wp-content/uploads/2009/10/bdg_004.jpgBDG_004Warming up the computer :). To feed all the electronics on board, the SR-22 has two alternators and two batteries, though as far as I've seen, Alternator No.2 comes online only at about 1500 RPM... presumably not to overburden the engine when it's running on idle. As you can also see, the G2 comes with a number of backups, including primary flight and complete engine instrumentshttps://achtungskyhawk.com/wp-content/uploads/2009/10/bdg_003.jpgBDG_003The office :). There's a whole farm worth of cow in here :D. Unlike its follow-on, the G2 sports the Avidyne glass cockpit system, as opposed to the G1000-based Cirrus Perspective system on the G3. The sidesticks - which are also the trim controls - give the front seats a lot of roomhttps://achtungskyhawk.com/wp-content/uploads/2009/10/bdg_002.jpgBDG_002Rear quarterview. Completely fascinated by the Cirrus, I had completely failed to notice a much rarer Fairchild Metro in the background :Dhttps://achtungskyhawk.com/wp-content/uploads/2009/10/bdg_001.jpgBDG_0019A-BDG shining proudly in the mid-day sun. Though not as elegant as other similar aircraft - the Lancair ES comes to mind - the SR-22 is still a sight to look at2009-11-09T22:04:06+00:00monthlyhttps://achtungskyhawk.com/2009/09/25/photo-report-2-larking-about-the-aeroklub-zagreb-hangar/https://achtungskyhawk.com/wp-content/uploads/2009/09/hangar_009.jpghangar_009Like buried deep in an underground tunnel... and given how many aircraft were crammed into the hangar, the tunnel would have been easier to reach...https://achtungskyhawk.com/wp-content/uploads/2009/09/hangar_008.jpghangar_008Now this is a real gem - an old Yugoslav Aero 3 primary trainer. It's old reg - YU-CPC - would suggest that it's been here for quite awhile. There were some plans to restore it to flying condition - essentially nothing's missing - but that doesn't appear to have gone very far...https://achtungskyhawk.com/wp-content/uploads/2009/09/hangar_006.jpghangar_006Looking at it, who'd have thought it's made of wood?https://achtungskyhawk.com/wp-content/uploads/2009/09/hangar_007.jpghangar_007Another more exiting view of 9A-GRA. I'm really beginning to like these Pirats :)https://achtungskyhawk.com/wp-content/uploads/2009/09/hangar_005.jpghangar_005A more exciting view of the hangar's Pilatus ceiling ornament :)https://achtungskyhawk.com/wp-content/uploads/2009/09/hangar_004.jpghangar_004A close up of GPA and GJA. The intruding wing to the the right is of the field's hi-vis Cessna 185 9A-BKS, grounded for ages now while waiting for a new engine following a prop strikehttps://achtungskyhawk.com/wp-content/uploads/2009/09/hangar_003.jpghangar_003The Maze. Crowded to the point of bursting, the hangar is mainly home to Lučko's glider fleet. GBA is instantly recognisable as a Blanik, while GPA in the back is less easily identifiable as the field's second Pilatus B4. Out back with have 9A-GJA, the SZD Jantar mentioned in the previous posthttps://achtungskyhawk.com/wp-content/uploads/2009/09/hangar_002.jpghangar_002Gilders and taildraggers galore. The more imposing I-3 9A-DOG, previously featured on this blog (I think), is the only one of its type in this part of Europehttps://achtungskyhawk.com/wp-content/uploads/2009/09/hangar_001.jpghangar_001Last in, first out is 9A-DBS, the subtle Super Cub of AK Zagreb. Used exclusively for towing gliders, DBS has seen hundreds - if not thousands - of landings2009-10-07T19:30:31+00:00monthlyhttps://achtungskyhawk.com/2009/09/03/post-update-turbolet-ok-sas-and-cardinal-e7-vip/https://achtungskyhawk.com/wp-content/uploads/2009/09/e7vip_002_22081.jpgE7VIP_002_2208An oddity among smaller Cessna singles, the Cardinal has - in addition to the Centurion-style strutless wing - an all moving tailplanehttps://achtungskyhawk.com/wp-content/uploads/2009/09/e7vip_003_2208.jpgE7VIP_003_2208Not quite an environment for the less-robust Cessna RG singles...https://achtungskyhawk.com/wp-content/uploads/2009/09/e7vip_001_2208.jpgE7VIP_001_2208Looking less than dignified out in the fields...https://achtungskyhawk.com/wp-content/uploads/2009/09/010_oksas_3008.jpg010_OKSAS_3008Our equivalent of the 747 climbing out of RWY 10 toward LDZA, a couple of minutes awayhttps://achtungskyhawk.com/wp-content/uploads/2009/09/009_oksas_3008.jpg009_OKSAS_3008Shot into the sun from quite a long distance away. I had installed myself on our ECOS taxiway near the runway - intending nail it during takeoff - so I spent the time taking random snapshttps://achtungskyhawk.com/wp-content/uploads/2009/09/008_oksas_3008.jpg008_OKSAS_3008The crew preparing for the flight home on 30.08. As we do not have - in practice - anything resembling a customs station at Lučko, all foreign visitors leaving the country must first stop at Pleso (LDZA)2009-09-03T12:35:40+00:00monthlyhttps://achtungskyhawk.com/2009/08/29/airshow-report-red-bull-air-race-budapest-20-08-2009/https://achtungskyhawk.com/wp-content/uploads/2009/08/032_hbirj.jpg032_HBIRJCompleting the Breitling offensive was their immaculate DC-3https://achtungskyhawk.com/wp-content/uploads/2009/08/031_halix.jpg031_HALIXDC-3 Power! The world's only airworthy Lisunov Li-2 - a DC-3 built under licence in the USSR - in retro Malev colours going at max power (meaning slow :) ) above the Danubehttps://achtungskyhawk.com/wp-content/uploads/2009/08/030_cobra.jpg030_cobraA new dish is being served - shishAH1Cobra :)https://achtungskyhawk.com/wp-content/uploads/2009/08/029_corsair.jpg029_CorsairThis shot simply made my day :)https://achtungskyhawk.com/wp-content/uploads/2009/08/028_b25.jpg028_B25And what Red Bull event would be complete without a flyby of RB's "dreamfleet" from Hangar 7?https://achtungskyhawk.com/wp-content/uploads/2009/08/027_fb.jpg027_FBYou gotta love city centre airshows... the Flying Bulls solo pulling up just above mehttps://achtungskyhawk.com/wp-content/uploads/2009/08/026_fb.jpg026_FBThe Flying Bulls' trademark maneuver - a barrel roll around the mirror flight duohttps://achtungskyhawk.com/wp-content/uploads/2009/08/025_fb.jpg025_FBA negative G formation loop... niiice :)https://achtungskyhawk.com/wp-content/uploads/2009/08/024_fb.jpg024_FBOne, two, three, four...https://achtungskyhawk.com/wp-content/uploads/2009/08/023_fb.jpg023_FBSliding into formation under the expert hand of team leader(ess) Radka Machova :)2009-08-29T13:53:59+00:00monthlyhttps://achtungskyhawk.com/2009/08/12/photo-dossier-reims-f177rg-cardinal-e7-vip/https://achtungskyhawk.com/wp-content/uploads/2009/08/e7-vip_003.jpge7-vip_003A bit difficult to photograph... a dark fuselage and dark hangar with a while belly and sun glare outside. Packed in with a number of our resident glidershttps://achtungskyhawk.com/wp-content/uploads/2009/08/e7-vip_002.jpge7-vip_002Possibly the only thing spoiling the awesome Cardinal is here up front, the IO-360 four-cyl 200 HP engine, driving a two-blade constant speed prop. I've heard and read that many owners would have preferred some more punch...https://achtungskyhawk.com/wp-content/uploads/2009/08/e7-vip_0011.jpge7-vip_0011Jacked up :). Operated by VIP Aviation of Bosnia, E7-VIP - despite an odd paintscheme - was absolutely spotless! Had a peek in the cabin and the panel looks like it came off the line yesterday!2009-08-12T20:48:13+00:00monthlyhttps://achtungskyhawk.com/2009/07/18/airshow-report-croatian-international-airshow-varazdin-11-12-07-2009-part-2/https://achtungskyhawk.com/wp-content/uploads/2009/07/034_mig21.jpg034_MiG21108, pictured here, is a frequent guest at airshows. Originally a MiG-21bis, a couple of years ago it was upgraded to the MiG-21bis D standard by Aerostar of Romaniahttps://achtungskyhawk.com/wp-content/uploads/2009/07/033_mig21.jpg033_MiG21The most aggressive -21 display I've ever seen. Usually - given the age of the jets - they fly relatively timid displays of mostly passes with the reheat and landing gear and flaps down. This time, they've outdone themselves - a sprint down the runway on full reheat at 20 meters height, pulling up into the vertical and rolling all the way up to commercial flight levels :). W-O-Whttps://achtungskyhawk.com/wp-content/uploads/2009/07/032_mig21.jpg032_MiG21Okay, concussion and loss of hearing in 3, 2, 1...https://achtungskyhawk.com/wp-content/uploads/2009/07/031_an32.jpg031_An32With its high.mounted engines, the An-32 is certainly a powerful sight. The navigator seems to be having fun :)https://achtungskyhawk.com/wp-content/uploads/2009/07/030_an32.jpg030_An32The two 5110 HP AI-20DM turboprops on the An-32 are very efficient - at turning fuel to smoke :). Honestly, I don't see why the AF bothered painting them in air superiority grey... you can see the smoke trail for miles away!https://achtungskyhawk.com/wp-content/uploads/2009/07/029_an32.jpg029_An32Though not part of the aircraft's standard equipment, flare packs have been retrofitted to the CroAF's two An-32s during maintenance a couple of years backhttps://achtungskyhawk.com/wp-content/uploads/2009/07/028_an32.jpg028_An32Normally, flares burn up completely about a dozen or so seconds after they're fired. But given the how low the big Anushka was, one near-expired flar almost hit me in the head :).https://achtungskyhawk.com/wp-content/uploads/2009/07/027_an32.jpg027_An32One of the stars of the show, the CroAF Antonov An-32B, firing off flares during a low passhttps://achtungskyhawk.com/wp-content/uploads/2009/07/026_ko.jpg026_KOMother CitationJet leading her flock of PC-9s :)https://achtungskyhawk.com/wp-content/uploads/2009/07/025_ko.jpg025_KOHeading out for a flyby above the "Radar festival" music event being held nearby. Don't know what was better - listening to Santana or watching this lot fly low overhead :)2009-07-18T14:10:29+00:00monthlyhttps://achtungskyhawk.com/2009/07/18/airshow-report-croatian-international-airshow-varazdin-11-12-07-2009-part-1/https://achtungskyhawk.com/wp-content/uploads/2009/07/015_alphajet.jpg015_AlphaJEtNot much of a motive, but the cockpit isn't all that big and I'm not really the shortest person in the world :). This was about the only angle that worked...https://achtungskyhawk.com/wp-content/uploads/2009/07/014_alphajet.jpg014_AlphaJEtThe sleek and curvy Dassault-Dornier AlphaJet E. What a beautiful machine!https://achtungskyhawk.com/wp-content/uploads/2009/07/013_rb.jpg013_RBSome impressive flying! The display finished off with Peter's trademark "drunken flight" low above the runway... so low in fact that at one point I thought he'd shear off a wingtip :).https://achtungskyhawk.com/wp-content/uploads/2009/07/012_rb.jpg012_RBThe Man - Peter Besenyei - showing just what an Extra 300 can do :)https://achtungskyhawk.com/wp-content/uploads/2009/07/011_citationii.jpg011_CitationIIA significantly older, but none the less interesting, Citation II was in the static display (seen here taxiing in after a positioning flight on the second show day)https://achtungskyhawk.com/wp-content/uploads/2009/07/010_cj2.jpg010_CJ2+Owned by Varaždin-based WinAir, this Cessna CitationJet CJ2+ was the only bizjet performer at the show, finishing its display with a few very un-bizjet-like low passeshttps://achtungskyhawk.com/wp-content/uploads/2009/07/005_extra300l2.jpg005_Extra300L2Goooing up!https://achtungskyhawk.com/wp-content/uploads/2009/07/009_g2.jpg009_G2Closeup of the smoke system. As with most such systems, the smoke is generated by injecting Diesel or paraffin into the exhaust (which can also be tinted to change its color). On the G-2, the exhaust comes from a licence-built Rolls-Royce Viper Mk.22 turbojet, developing 11.12 kN of thrusthttps://achtungskyhawk.com/wp-content/uploads/2009/07/008_g2.jpg008_G2The locally grown (ex-Yugoslavia) Soko G-2 Galeb (Seagull) trainer is a must for every show https://achtungskyhawk.com/wp-content/uploads/2009/07/007_i3.jpg007_I3Our own I-3 was in attendance too :)2014-02-16T01:08:46+00:00monthlyhttps://achtungskyhawk.com/2009/06/13/post-update-borongaj-ex-airfield/https://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_new_06.jpgborongaj_new_06IMO the best shot of the day :). Turning back to our route, we passed the north of the field, allowing for a full-view shothttps://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_new_051.jpgborongaj_new_051Quarterview showing (almost) the entire taxiway complex. I had first entered the field via the access path visible at the bottom of the shot, right by the blocky apronhttps://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_new_04.jpgborongaj_new_04The northern end. The large building at the bottom is what I believe the hangar from WW2 (the one from the G.50 shot)https://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_new_03.jpgborongaj_new_03A wider view of the main apron. From this vantage point, you can appreciate the difficulty of finding the runway...https://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_new_02.jpgborongaj_new_02Turning round by 180 degrees brought us alongside the main apron, heading north, for some photoreconnaissance of our own :). Deviating a bit from the norm, I was taking the photos from the left seat through the open window, while Šime was flying briefly from the righthttps://achtungskyhawk.com/wp-content/uploads/2009/06/borongaj_new_01.jpgborongaj_new_01Passing by as we would normally do, just a bit closer. As you can see, Google Earth doesn't lie :)2009-06-14T21:30:21+00:00monthlyhttps://achtungskyhawk.com/2009/06/11/photo-dossier-let-blaniks-at-lucko/https://achtungskyhawk.com/wp-content/uploads/2009/06/blaniksgbb_002.jpgblaniksgbb_002GBB on approach during one of the few times I've seen it in flight personallyhttps://achtungskyhawk.com/wp-content/uploads/2009/06/blaniksgbb_001.jpgblaniksgbb_001GBB in the hangar (the WW2 one from the previoius post :) ), with GBA in the back and a Pilatus B4 hanging from the ceilinghttps://achtungskyhawk.com/wp-content/uploads/2009/06/blaniksgba_001.jpgblaniksgba_001Just touching down after a long duration sortie above town. The paint scheme is not nearly as attractive as GBD'shttps://achtungskyhawk.com/wp-content/uploads/2009/06/blanikd_002.jpgblanikd_002Pretty much the same case as with GBC. Looks like a pipe dumped in the grass :)https://achtungskyhawk.com/wp-content/uploads/2009/06/blanikd_001.jpgblanikd_001A very nice paintscheme with some gloss to boot!https://achtungskyhawk.com/wp-content/uploads/2009/06/blanikc_002.jpgblanikc_002The typical slender glider fuselage exemplefied on poo-stained GBChttps://achtungskyhawk.com/wp-content/uploads/2009/06/blanikc_001.jpgblanikc_001A shot meant to remind me of the reg (24 and already senile :) ) turned out quite nicely in the end...https://achtungskyhawk.com/wp-content/uploads/2009/06/blaniks_003.jpgblaniks_003Given the small number of gliders on the Cro register, most have sequential registrationshttps://achtungskyhawk.com/wp-content/uploads/2009/06/blaniks_002.jpgblaniks_002A strong 12 knot crosswind, with gusts to 16, and impending severe weather coming from the west and north kept our nice visitors grounded the entire dayhttps://achtungskyhawk.com/wp-content/uploads/2009/06/blaniks_001.jpgblaniks_001Gliders galore at Lučko. Both GBC (foreground) and GBD (background) sport attractive liveries2009-06-11T18:57:34+00:00monthlyhttps://achtungskyhawk.com/2009/05/24/spotting-dossier-apollo-racer-gt-microlight-9a-upm-lucko-24-05-2009/https://achtungskyhawk.com/wp-content/uploads/2009/05/upm_006.jpgupm_006Rear view. You can see the fuel tank under the fuselagehttps://achtungskyhawk.com/wp-content/uploads/2009/05/upm_005.jpgupm_005The power comes from the 64 HP (a lot!) Rotax 582. Interestingly for an aircraft engine, the 582 is a two-cylinder, two-stroke water-cooled engine - going pretty much against every conventional piston engine design guideline :)https://achtungskyhawk.com/wp-content/uploads/2009/05/upm_004.jpgupm_004The cockpit. Everything needed is here - including a handheld Garmin GPS MAP 196 as extra. Unlike a number of local microlights, UPM is also equipped with a hand-held radio station, albeit powered by the engine alternatorhttps://achtungskyhawk.com/wp-content/uploads/2009/05/upm_003.jpgupm_003Vertical view just before taxiing out. The manufacturer's webpage states that the Apollo GT can also be equipped with floatshttps://achtungskyhawk.com/wp-content/uploads/2009/05/upm_0021.jpgupm_0021Closeup of the... fuselage. In a nice - and easily visible - yellow scheme, UPM has the optional windscreen, according to the owner very useful on cold dayshttps://achtungskyhawk.com/wp-content/uploads/2009/05/upm_0011.jpgupm_0011Mr. M firing up UPM for an afternoon flight. I think these are the C-17 model wings (a number of them are on offer)2009-05-27T11:46:00+00:00monthlyhttps://achtungskyhawk.com/2009/05/21/the-rare-aircraft-series/2009-05-21T15:32:15+00:00monthlyhttps://achtungskyhawk.com/2009/05/18/post-update-ga-oldies-at-lucko/https://achtungskyhawk.com/wp-content/uploads/2009/05/djz_008_n.jpgdjz_008_nNote that the prop is canted a bit to the right. A pretty common solution on high-power aircraft (to offset a bit the P factor), this is the first time I noticed this on a PA-28https://achtungskyhawk.com/wp-content/uploads/2009/05/djz_007_n1.jpgdjz_007_n1Full profile viewhttps://achtungskyhawk.com/wp-content/uploads/2009/05/djz_006_n.jpgdjz_006_nRear quarterview. Like almost all (if not all) light Pipers, the PA-28 has an all-moving horizontal stabiliserhttps://achtungskyhawk.com/wp-content/uploads/2009/05/djz_005_n.jpgdjz_005_nNote the difference in gloss between the paint on the fuselage and vertical stabhttps://achtungskyhawk.com/wp-content/uploads/2009/05/djz_004_n1.jpgdjz_004_n1Classic front quarterview. Like the last time I shot it, DJZ had seen better days...2009-05-18T18:51:38+00:00monthlyhttps://achtungskyhawk.com/2009/05/07/another-photo-dossier-some-ga-oldies-spotted-at-lucko/https://achtungskyhawk.com/wp-content/uploads/2009/05/dtd_003.jpgdtd_003An artsy perspective of the panel. Though a bit vintage, it has everything you need - and skydive ops are hardly avionics-intensive :)https://achtungskyhawk.com/wp-content/uploads/2009/05/dtd_002.jpgdtd_002Showing off its right hand door mod. Like most Skylanes, DTD has a presence when viewed from the front, the large three-blade prop certainly helping matters. The aperture you see in the right cooling duct is the oil coolerhttps://achtungskyhawk.com/wp-content/uploads/2009/05/dtd_001.jpgdtd_001Parked away from the main apron on a beautiful autumn afternoon. Easily recognisable as an mid model by the oldie cowl, from the firewall back it generally looks like any other Skylanehttps://achtungskyhawk.com/wp-content/uploads/2009/05/djz_003.jpgdjz_003The typical Piper cockpit. Though not much of a looker from the outside, in here DJZ was equipped rather nicely. You had a transponder, VOR and ADF, pretty much everything you needed for any form of VFR flyinghttps://achtungskyhawk.com/wp-content/uploads/2009/05/djz_002.jpgdjz_002From any angle, the Cherokee Cruiser is a diminutive aircraft. At my height, I wonder how would I fit in it :)https://achtungskyhawk.com/wp-content/uploads/2009/05/djz_0011.jpgdjz_0011Though small and relatively underpowered, the early Cherokees are classics today. This is the only one in Croatia as far as I'm informedhttps://achtungskyhawk.com/wp-content/uploads/2009/05/dng_003.jpgdng_003And a very nice cockpit to round it up. The "place 'em where you can" instrument layout is also typical of early Cessna singles in general. An interesting addition is the German WW2-style manifold pressure gauge to the right of the tachometer. Like its counterparts on Messerschmitts and Focke-Wulfs of old - from whom it may even come - the gauge measures in atmospheres, rather than inches of mercury. Takes some getting used to, but it's very simple: 29.92 inHg = 1013.25 hPa = 1 atmospherehttps://achtungskyhawk.com/wp-content/uploads/2009/05/dng_002.jpgdng_002She's in pretty good shape for her age :). In town for some light servicing. Note also the different nose profile, common on early model Skyhawkshttps://achtungskyhawk.com/wp-content/uploads/2009/05/dng_0011.jpgdng_0011Finally a real oldie :). The longish nose gives away the 6 cyl O-300 underneath. To my additional good fortune, it's not the stock Lycoming or Continental, but a Rolls-Royce licence built model. Despite the engines being identical, having the R-R on the engine is a thing of prestige :)https://achtungskyhawk.com/wp-content/uploads/2009/05/dah_003.jpgdah_003From the front, recognition is even easier. The K model was the last to have the relatively flat nose and assymetrical cooling ducts (don't even know how to call those in English...)2009-05-09T08:35:05+00:00monthlyhttps://achtungskyhawk.com/2009/04/29/short-photo-dossier-bell-427-9a-hti/https://achtungskyhawk.com/wp-content/uploads/2009/04/hit_0.jpghit_0The aforementioned Bell 407. Notice the similar reg - HIT vs HTI, T and I being the initials of the owner, while H is the generic prefix for civil helicoptershttps://achtungskyhawk.com/wp-content/uploads/2009/04/hti_04.jpghti_04Departing to the west rather quickly at low levelhttps://achtungskyhawk.com/wp-content/uploads/2009/04/hti_03.jpghti_03And the paintscheme is subtle too :)https://achtungskyhawk.com/wp-content/uploads/2009/04/hti_05.jpghti_05Gently lifting off from the Police helipadhttps://achtungskyhawk.com/wp-content/uploads/2009/04/hti_02.jpghti_02Despite being large and relatively intimidating, you can still trace the 427's JetRanger heritagehttps://achtungskyhawk.com/wp-content/uploads/2009/04/hti_01.jpghti_01What do all the tube thingies do?2009-04-28T20:43:17+00:00monthlyhttps://achtungskyhawk.comdaily1.02026-01-19T10:49:39+00:00