Certainly. My name is Espen Tjetland, and my journey into aviation began in my youth. I was an enthusiastic model builder, initially focused on model trains. However, my interests shifted when I was 12 years old, and my father took me to my first airshow. The performance of the aircraft there left a profound impression on me. I told my father, “I think I want to start building model airplanes.” He suggested we start with the Spitfire, calling it the most beautiful aircraft in the world. Shortly after, I bought the Matchbox Spitfire Mk XVI in 1:72 scale, which is quite remarkable as it is the same variant I was flying solo in 2018 and still fly today.

When I applied for college, I was advised to pursue a career as an aviation technician. After three years of college with basic training as an aircraft engineer, I attended the technical academy of the Royal Norwegian Air Force outside Kristiansand to train for a career as an aircraft engineer in the Air Force. After basic officer training, we learned about various equipment and aircraft of the Air Force, and in 1998, I was sent to the 333sqn in Andøya Air Station to work on the P-3 Orion. The opportunity to work in the Nordic regions was simply fantastic, and I got along very well with the local personnel, both technicians and flight crew. I already had my private pilot’s license before joining the 333rd Squadron and soon became more curious about becoming a pilot. Although I failed one of the tests in the later stages of the Air Force selection process, I was advised to start training for a commercial pilot’s license, and I dedicated my free time to studying for the theoretical exams, which I passed on the first attempt.

Since there were no light aircraft to build hours on in Andøya, I moved back to my hometown Stavanger. Here, I got a job as an aircraft engineer and also worked as a flight instructor on the Saab SB-91B2 Safir in my free time. After doing this for a few years, I moved to Oslo in 2003 when I was offered a job as a ground instructor for the newly founded Norwegian airline. It was great fun teaching pilots the technical aspects of the Boeing 737, and my network began to grow. Shortly after working in Norway, I was offered a job as a First Officer at Sterling European Airlines – my first job as a professional pilot, which I found very satisfying. Although my time at Sterling was fantastic, my heart was with Norwegian, and after only 14 months away, I was offered a job there again. I also worked as a flight instructor at Kjeller outside Oslo while working for Sterling and Norwegian. During this period, I got to know many exciting new aircraft like the Cub, Cap-10, Cornell, Tiger Moth, and Harvard. It was also during this time that I met my wife, who was a flight attendant at Norwegian. We quickly connected over our shared passion for aviation, moved in together, and now both work at Rygge Airport south of Oslo. I was promoted to captain of the Boeing 737 in 2009. However, the time in Rygge was short-lived as the Norwegian base was closed in 2011. We moved to Stavanger when I was offered a job as a captain there. Unfortunately, after just two years, I had to give up professional flying due to severe back problems. It was a challenging time, but I found an opportunity to teach aircraft engineering at the same school where I had been a student. This transition allowed me to stay connected to aviation and share my knowledge with the next generation. Additionally, I continued to instruct on the Safir, which kept me in the air to some extent.

My former Norwegian chief pilot, who had just retired, was eager to fly the Safir again and suggested I check out the Boultbee Flight Academy’s website. I was fascinated by the training offered on the two-seater Spitfire, although the cost was initially daunting. I then discovered that training time could be halved for candidates with experience on similar aircraft. This led me to the Stallion 51 website, which offered a more affordable option. I persuaded my friend Rein Inge to join me, and six months later, we were flying the Mustangs “Crazy Horse” and “Crazy Horse 2” over the racetrack in Florida. Later that year, I visited Goodwood Airfield, home of the Boultbee Flight Academy, and completed my training on the G-ILDA Spitfire. My childhood dream had come true – I was a Spitfire pilot.

In 2014, I was selected as an instructor for the T-6 Harvard and the UC-64 Norseman at the newly founded Norwegian Spitfire Foundation. Shortly thereafter, I became the training director and airshow coordinator. This fit well as I had already been involved in airshow management for several years. In 2018, during a local airshow in Stavanger, I received a call from Biltema asking if I would take on the position of chief pilot on their Spitfire and Mustang as they wanted to move the entire operation from Sweden to Stavanger. Rein Inge and I agreed to take on this challenge and started building a maintenance organization to care for these aircraft. We do most of the maintenance work in the winter and fly on airshow circuits in the summer and early fall, hosting about six to seven airshows a year.

Firstly, the Mustang is a ton heavier than the Spitfire. This means the Mustang gains speed much more easily during a dive. The lighter Spitfire, equipped with a wooden propeller, accelerates significantly better vertically compared to the Mustang, showing its full intercept potential. These considerations must also be taken into account during aerobatics in formation to stay close and above all together. The Spitfire, with its elliptical wing and low wing loading, has the ability to turn within the radius of a Mustang. From a dogfight perspective, this capability would have to be fully exploited to win. One advantage of the Mustang is the fuel capacity. Even without external tanks, the Mustang can stay in the air for over four hours, whereas the Spitfire can only stay for two.

Thank you. It has been a pleasure to share my story, and I hope it inspires others to pursue their own aviation dreams.