Warbird News

[DaveM]

100 Year-Old Fokker Takes Flight

On August 1, the Owls Head Transportation Museum‘s 1923 Fokker C.IVa took to the skies above Owls Head with the help of aircraft volunteers, pilot Brad Carter, and aircraft conservator Dave Carter. This special moment celebrates a century of transportation history in motion. Originally configured as a two-cockpit observation plane, the 1923 Fokker C.IVa has experienced a number of modifications over its long lifetime. In the 1920s it was converted to a passenger carrier in Washington State. One cockpit was removed and four wicker seats were installed in the fuselage, turning it into a passenger compartment. In 1930 it was converted once again, this time to a long-distance competitor with sights set on crossing the Pacific Ocean, traveling from Tacoma, Washington to Tokyo, Japan.​

Photo via Maine Momery

When Anthony Fokker designed the C.IV in 1923, he intended for the final product to be adapted to each customer’s needs. For the one fuselage, he designed several different types of wings to be matched to different engines on the market. Over the next two years, almost 200 C.IVs were produced and sold to countries around the world, including the United States, the USSR, Spain, and Norway.

The C.IVa in the museum’s collection has an unusual history. While originally built as a two-cockpit military reconnaissance aircraft, it was converted into a passenger plane with the removal of the rear cockpit to make room for four wicker seats inside the fuselage. Then, throughout the 1920s, it was bought and sold multiple times by adventurers who planned to use it for various endurance flights.

None of these plans came to fruition until 1930 when Bob Wark and Eddie Brown adapted the Fokker to fly from Tacoma, Washington to Tokyo, Japan to win a $25,000 prize. Their primary change was replacing the wicker chairs with a 450-gallon fuel tank. Even with this addition, they planned multiple midair refuelings to cover the 5,400-mile distance.

Photo via Owls Head Transportation Museum

On August 10, 1930, Wark and Brown took off from Tacoma, but encountered trouble less than 200 miles into the flight. A problem with the fuel lines forced them to land at a small airfield near Vancouver, B.C. While Wark was able to land safely, the aircraft had too much fuel to takeoff from the small field. He dumped a majority of the fuel and sent Brown by car to meet him at Ladner Field, which was only a few miles away.

Prepared for a proposed flight from Tacoma, Washington, to Tokyo following the Pacific Rim by pilot Bob Wark and copilot Eddie Brown. 100 miles into the flight engine trouble forced it down at Lansdowne Field, Vancouver. A short hop to nearby Ladner Field resulted in the undercarriage being torn off, ending the whole venture. The aircraft is now preserved at the Owls Head Transportation Museum, Maine. Despite being marked as a Fokker C.5 on the fin, it is a C.IVA. Photo from: Armstrong Spallumcheen Museum and Arts Society via AirHistory.net

Wark managed to safely take off but had more problems at Ladner Field. When trying to land, he overshot the runway, sheared the landing gear off the plane. Instead of repairing the plane there and trying to fly again, the wings were removed and the plane was then driven back to Washington State.

The plane was largely abandoned until the 1970s when Ken Cianchette, a founding trustee at the Owls Head Transportation Museum, discovered it and set about restoring it to flying condition. In 1992, with the restoration nearly complete, Cianchette donated the plane to the Museum and in 1999 made the first flight of the C.IVa in 69 years.

The Owls Head Transportation Museum is a nonprofit educational organization. Its mission is to collect, preserve, exhibit, and operate pre-1940 aircraft, ground vehicles, engines, and related technologies significant to the evolution of transportation for the purpose of education. Home to a world-class operating collection, the Owls Head Transportation Museum (OHTM) features more than 150 antique automobiles, aircraft, motorcycles, bicycles, engines, and more. Located in picturesque Midcoast Maine, the museum offers something for everyone with award-winning exhibits halls, community education programs and a full event season, featuring Wings & Wheels Spectacular and the New England Auto Auction

. For more information, visit www.owlshead.org​

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[DaveM]

Take A Ride On Hairless Joe At Wurtsmith Air Museum

PRESS RELEASE

BELLEVILLE, MICH. (August 14, 2023) – Experience a ride that thousands of Allied troops took during World War II on a C-47 airplane on August 19-20 at the Wurtsmith Air Museum located at 4071 E Van Ettan Street, Oscoda, MI 48750. Celebrating 100 years of aviation in Oscoda and 70 years since naming Wurtsmith AFB, and the 30th anniversary of the base closure, the Wurtsmith Air Museum will host a two-day fly-in and pancake breakfast from 8am until 11am each day with the Museum open from 11am until 3pm each day. Visitors can also take a quick ride around the pattern in the C-47, an aircraft that pays homage to the heroic crews operating in the China-Burma-India (CBI) theater of World War II.​

Photo by Threshold Images via Yankee Air Museum

For thrill-seekers desiring a once-in-a-lifetime experience, rides on the C-47 are available at 10:00 am and 11:00 am on both August 19th and 20th. This short introductory ride called “Fly the Pattern”, is $95.00 per person. You can book it HERE or take a chance and walk up the day of the flight. The C-47, Hairless Joe, is owned and operated by the Yankee Air Museum and was one of the most vital pieces of military equipment in winning the war according to General Dwight D. Eisenhower. The C-47 Skytrain was developed from the Douglas DC-3 civilian airliner. One of the most mass-produced aircraft in history with 11,000 manufactured before and during WWII, there are still 172 of the aircraft flying today. Also known as the Gooney Bird, the C-47 was built to last.​

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The Wurtsmith Air Museum is based on the former Wurtsmith Air Force Base, Oscoda, Michigan, which served primarily as a combat crew and bomber training base throughout its 70-year history. Since its establishment in 1923, Wurtsmith played an important role in World War II, Vietnam, and the Persian Gulf War, hosting the 134th Army Air Force Base Fighter Unit and 379th Bombardment Wing, respectively. Wurtsmith was selected for closure under the 1991 Base Realignment and Closure decision and was officially closed on June 30, 1993. For information on Wurtsmith Air Museum, visit www.wurtsmithairmuseum.net.

About Yankee Air Museum

Established in 1981 the Yankee Air Museum is a non-profit 501 (c) (3) organization. The Yankee Air Museum dedicates itself to educating individuals through the history of American
aeronautics, aerospace industry and its associated while inspiring generations through personal experiences to instill pride in our national accomplishments. Yankee Air Museum, located at 47884 D Street, Belleville, Michigan on the grounds of historic Willow Run Airport. Visit www.yankeeairmuseum.org to discover more or call 734-483-4030.​

The original ‘Hairless Joe’ was flown by the late Lt.Col Dick Cole who also was the last surviving member of Doolittle’s Raiders. (photo by A.Kevin Grantham)

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[DaveM]

THE CONQUEROR – An Interview With Darryl Greenamyer

Today marks the 54th anniversary of Darryl Greenamyer capturing the 3Km World Speed Record. In 2012 Stephen Chapis interviewed Darryl and wrote an excellent article about it. Here is an abbreviated version adapted for the web. Enjoy it!

By Stephen Chapis

In September 2012, I was fortunate to interview Darryl Greenamyer about his air racing career, including his time at the controls of Grumman F8F-2 BuNo 121646. He first spoke about why he chose to race a Bearcat and how he located and acquired his now-famous Bearcat, “When I went to work for the Skunk Works it took over three months to get my security clearance. It was interesting, I could go to the Burbank factory and watch the A-12s being assembled, but I could not go to The Area (Skunk Works-speak for Area 51 at Groom Lake) to fly it. It was about this time I heard about the resurrection of the national air races. A doctor friend of mine owned a Bearcat with another doctor. The airplane was sitting dormant so I asked if I could buy the airplane they said no, but I could borrow it for air racing. So I made them a deal to buy into half the airplane, get it flying, and go racing. They agreed. So, I chose to race a Bearcat simply because one was available.” This non-descript Bearcat would be placed in the U.S. Register as N1111L, but it would be famously known as Conquest I.​

Ahead of the first modern national air races in 1964, the numerous modifications Darryl made to the aircraft were aimed at reducing weight and drag. The most notable change was the small canopy made from the wingtip lens of a Lockheed P2V Neptune. Darryl says the Bearcat’s engine was in bad shape and it got worse during the ferry flight from Burbank to Reno due to a faulty blower seal. Unable to replace the seal before the event the R-2800 used tremendous amounts of oil during each race, but this did not stop Darryl from going all out on the racecourse.

After a dubious start in 1964, Darryl made extensive modifications to the Bearcat. The outer wing panels were removed reducing the overall wingspan from 35 feet to 27.5 feet with new wingtips designed by Lockheed engineer Mel Cassidy. The flaps were sealed and a sleeker Formula One-style canopy replaced the makeshift canopy from 1964. The Bearcat’s wing root oil coolers were smoothed over and a unique boil-off cooling system was designed and installed by another Lockheed engineer- the legendary Pete Law.​

Darryl also continued the weight reduction program on the aircraft. The electrical system was removed and a dry cell battery replaced the heavyweight lead-acid battery. The hydraulic system was also removed except for the retraction cylinders for the landing gear. The gear was retracted by a nitrogen bottle and extended by gravity. These modifications reduced the Bearcat’s weight by approximately 700 lbs. Darryl also gave the Bearcat what every racing plane needs- more power! The stock R-2800-34W was replaced by an R-2800-83W with a nose case from a -44 with a 0.35:1 gear ratio. Darryl said of the new series of mods, “The nose case allowed the propeller to turn slower. The prop was from a Douglas Skyraider and was 13’ 6” in diameter, much larger than a standard Bearcat prop. Because of this my take-offs and landings had to be in a three-point attitude, if I brought tail up too much the prop would strike the ground. Visibility and directional control was never a problem though.”​

On the racecourse, these latest modifications paid dividends as Darryl embarked on a five-year domination of the Reno National Championship Air Races. In 1965, Darryl won at a leisurely 375mph after his main competitor, Chuck Lyford, blew an engine at the start of the championship race. For 1966 & ’67, N1111L wore Smirnoff Vodka sponsorship and took the top qualifying slot and championship races in both years.

Prior to the 1968 racing season, the Bearcat underwent further aerodynamic enhancements. The joint between the fuselage and wings was smoothed out with fillets and strakes that extended from the trailing edge of the wing. A month prior to Reno the team headed for South Base at Edwards AFB in an attempt to break the 30-year-old 3Km World Speed Record, the then-current record of 469.2mph had been set by German pilot Fritz Wendel on April 30, 1939, in a Messerschmitt Me 209 V1. Darryl made four passes through the timing traps but he could only manage an average of 454mph, far below what the Bearcat was capable of achieving. The problem was eventually traced to a failed master rod bearing. A new, albeit stock, R-2800 was installed but time had run out for another record attempt, it was time to defend the title at the 5th Annual Reno National Championship Air Races, which he did successfully when Lyford’s Merlin blew up within sight of the home pylon.​

Reno 1969 was perhaps the best ever for Darryl and his Bearcat. He was simply in a class by himself. He qualified first at 414.630mph, the only one to break the 400mph mark and in the championship race, his average speed of 414.631mph broke Cook Cleland’s 397mph average set in the #94 F2G Super Corsair during the 1949 Thompson Trophy Race.

On August 16, 1969, Darryl was again on the high desert of California for another attempt at Fritz Wendel’s 3Km World Speed Record. He made four passes through the course at 510.23, 458.85, 508.46, and 454.63mph for an average of 483.041mph and a new world record. From then on Darryl Greenamyer and Conquest I would stand among other speed record legends such as Jimmy Doolittle and the Gee Bee R-1 and Howard Hughes and the Hughes H-1.​

The triumph of the 3 km overshadowed the fact that Darryl and N1111L went on to win a sixth and final championship in 1971. The Bearcat returned to the pylons in 1972 and ’75, but not with the dominance it once enjoyed. It did not matter, because thanks to its six championships, including five-straight and breaking Fritz Wendel’s three-decade-old speed record Darryl Greenamyer and N1111L had achieved air racing immortality.

In 1977, Darryl finally retired N1111L and donated the legendary Bearcat to the then-recently opened Smithsonian National Air & Space Museum. The aircraft was briefly displayed at the museum on the National Mall before being moved into storage at the Paul E. Garber facility in Suitland, Maryland where it remained for over 25 years. In 2003 the six-time champion Bearcat was moved to its permanent home at the Steven E. Udvar-Hazy Center at Dulles Airport, Virginia.​

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[DaveM]

Ride The Yankee Air Museum B-25 On National Aviation Day

PRESS RELEASE

BELLEVILLE, MICH. (August 15, 2023) – Adventure awaits Kalamazoo-area residents desiring a visceral experience on a historic aircraft this Saturday, August 19th at the Air Zoo located on 6151 Portage Road in Portage, MI just south of the Kalamazoo/Battle Creek Airport. Encounter the power, nimbleness and iconic sound of radial engines of the World War II battle-tested B-25 Rosie’s Reply. August 19th is also National Aviation Day, a holiday established by President Franklin D. Roosevelt to commemorate the birthday of Orville Wright and to encourage citizens to participate in activities that promote aviation. What better way to celebrate aviation than to fly on a 1943-built bomber that flew missions in Sicily during World War II.

Take a ride into yesteryear on the Rosie’s Reply; the B-25D-35 is the only flying model of that aircraft today and is one of very few aircraft that experienced combat during WWII. Public rides on the B-25 are available at 10:00 am until 3:00 pm. The ride is a 20-minute experience and costs $475.00 per person for one of four rear-compartment seats, which also gives access to the turret and tail section. Two flight deck and nose seats are also available for $575. To reserve your seat, go to Historic Plane Rides | Yankee Air Museum | Southeast Michigan.​

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[DaveM]

New Home For Lightning XR724

By Chris Frear

To the British aviation community, the English Electric Lightning is almost as iconic as the more widely known WWII era Supermarine Spitfire. But by the late 1980s, the Lightning a 50’s era air defense fighter akin to the F-102 and F-106, was technologically obsolete and finally slated for retirement. As a type it served at many RAF bases, but it’s RAF Binbrook in the sleepy rural county of Lincolnshire that is considered the type’s spiritual home, as it was here in 1988 that the type was finally retired.​

Although as a design, the Lightning dated back to the mid-1950s. By the time XR724 was built in 1965, English Electric had merged with Hunting Aviation, the Bristol Aeroplane Company, and Vickers-Armstrongs (Aircraft) to form the British Aircraft Corporation. Seventeen years later in 1977, BAC morphed yet again, becoming British Aerospace and so it was to the latter that XR724 was loaned in 1987 escaping the scrapman’s axe, to help with the radar trials for the Tornado which was to due succeed the Lightning as the RAF’s Air Defence Fighter.

Her two Roll’s Royce Avon’s roaring in afterburner, XR724 screamed into the Lincolnshire sky above Binbrook on April the 11th 1987, bound 115 miles North West for Warton, BAe’s airfield in Lancashire, for use as a radar target. After this work was completed in 1990, the RAF was no longer flying Lightnings and no longer needed, XR724 was placed in climate-controlled storage at RAF Shawbury. In 1991 the Lighting Association was able to purchase her and begin making her flight-ready (including having to find two engines and a working ejection seat), as the UK’s Civil Aviation Authority had granted permission for one final flight, home to RAF Binbrook on July 23, 1992.​

Fast forward 31 years to this June and after more than three decades mostly outdoors, XR724 the last complete Lightning at RAF Binbrook, finally has a new home. The Lightning Association has built a new aircraft shelter on land at the former airfield. Funding the entire cost of the new shelter themselves and through a GoFundMe page (An aircraft shelter for Lightning XR724️, organized by Josh Mortimer).​

Members of the Association started to build the new hangar within days of receiving planning permission back in February. Jon Dean, a member of the team described the move as a “massive relief” when after decades outside, covered by tarpaulins and exposed to the elements, XR724 was inched with millimeters to spare into her new home, with brakes applied and wheels chocked.

“We’ve been dreaming of this since I joined the project seven-eight years ago,” said John. The move means the members of the Lightning Association can now actually do year-round restoration work without getting rained on, snow, or windblown. “We’ve had tears today, we’ve had everything, (it’s) fabulous!”

“I probably worked on her back in the day,” said Chris Johnson a former Lightning ground crew and now Association Member, “It’s nice to get it back in a shelter and preserve it for future generations to come and have a look at the aircraft.”​

Steve Baker, a spokesman for the Association said “We will be looking at where we can have open days and people can come around and have a good look at the aircraft in a safe environment.”

The Lightning Association was formed in the year following the aircraft’s retirement from RAF service in the spring of 1988, when a ‘Lightning Rally’ for all lightning enthusiasts as well as aircrew and ground crew was organized at the former RAF Binbrook on 2nd July 1989. The event turned out to be such a great success, that out of it the Lightning Association was born. For more information, visit http://www.lightning.org.uk/​

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[DaveM]

B-17G Champaign Lady – Restoration Update – Summer 2023

By Scott Thompson of Aero Vintage

The restoration of B-17G 44-85813, otherwise known as Champaign Lady, continues to make solid progress at Urbana, Ohio. The decades-long effort by the Champaign Air Museum is now concentrated on the rebuilding, really re-creation, of the wing sections, both inboard and outboard. The fuselage itself is nearly structurally complete. The restoration project began in 2005 by Jerry Schiffer, who shortly afterward was killed in an airplane accident. However, his three adult children (Dave, Eric, and Andrea) took up the project and have driven it forward over the past eighteen years. The large volunteer team under the direction of project manager Randy Kemp will complete the rebuild of the B-17G to airworthy condition.

As a recap, the project began as the compilation of the remaining sections of several B-17s. The fuselage was rebuilt from parts of B-17Gs 44-83722 and 44-83316. The inner wing panels came from 44-85813, and the outer wing panels from 44-83722. The vertical stabilizer came from 44-83525. The nose compartment and the radio room compartment had to be built as a new structure. The other subassemblies and components have been gathered from many different sources from around the world. Because a large part of the airframe came from 44-85813 and that airframe had the documented civil history of N6694C, this airplane is moving forward as the restoration of 44-85813 under the new civil registration of N3154S. The long history of this B-17 which, by the way, was one of the three post-war five-engine test beds, is told in words and photos in Final Cut: the Post-War B-17 Flying Fortress and Survivors.​

The forward fuselage is externally complete. Most aircraft systems such as electrical, hydraulic, and control cables have yet to be installed and most will wait until the fuselage is joined at Station 6 and/or the inner wing panels are attached and the airplane is up on its landing gear.

Since the inner wing panels are a high-interest B-17 topic these days, it is interesting to take a closer look at what the Champaign Lady team is doing. As it happened, 44-85813 (operating as N6694C) was severely damaged in an April 1980 accident at Bear Pen, South Carolina, while operating as an air tanker. The fuselage was largely burnt out. The wings, though damaged, were relatively intact.​

Beginning in 2012, the right inner wing panel was disassembled by the restoration team. Disassembly meant very carefully drilling out thousands of rivets that held the skin, spar structure, supporting ribs, and other components together. The engine nacelles were similarly removed and disassembled. As components were inspected, an exacting rebuild was begun in a fixed structure to ensure alignment and exact fit. The original spar tubes are being used after being thoroughly inspected. Some repairs were needed whereby new material was spliced into the existing spar tubes as per the original USAF (Boeing-written) technical order for wing repairs.​

Closeup view of one of the spar tube splices on the right wing aft lower spar. There is a solid bar inside the tube and the external doublers are added to the outside…all carefully done in accordance with the USAF Structural Repair Instructions for the B-17G.

Most of the supporting spar trusses have been re-manufactured from the Boeing specifications, as were the ribs. So, after eleven years of work, where does the right wing inner panel stand? Most of the underlying structure is completed and the corrugated sub-skin is being manufactured where needed, otherwise, the original sub-skin is being used. The leading edges are being attached, as is the trailing edge assembly. The nacelles are rebuilt and ready to go back into the wing. The right main landing gear support is mounted in the wing structure. The wing still has a long way to go, at least by outward appearance, though most components are rebuilt and ready to be reassembled.​

An overall view of the restoration floor with the right wing inner section is seen in the foreground. The green corrugated sub-skin covers the area between the forward and aft spar assemblies. The aft section of the wing is attached to the rear spar and eventually will have the right flap attached.

Meanwhile, work is just getting started on the left inner wing panel. The panel has been completely disassembled and spar tube repairs are underway. It appears only one section will need to be spliced with new material. The spar tubes will then be reassembled into the spar structure and the wing re-construction will begin in the dedicated wing fixture. Many of the needed components have already been built or rebuilt, and it is hoped that the learning curve achieved with the right wing will allow the work on the left wing to go much faster.​

The beginnings of the left wing inner section rebuild. The aft spar assembly is in place. The forward spar assembly is on a work table being readied for installation. A spar tube splice is required and that is exacting work that is currently underway. When completed, the forward spar assembly will go into the blue fixture and the work started to build up the wing structure between the spars. The right wing inner section has taken eleven years so far, with a couple more to go. It is expected that the left wing will go quicker with the learning curve already climbed.

It should be noted how exact the work on the wings is. Most of the spar components are riveted to the spar tubes, a complicated process. How does one buck rivets inside a small, twenty-five-foot long tube? It’s not easy but the Champaign Lady team has figured out how to do it. Any tiny mistake, however, can greatly multiply the work required, so great care is taken to get it right the first time.

Both outer wing panels, as noted earlier, have come from atomic test target aircraft 44-83722. This airplane was dragged off the Nevada Test Site in 1965 and subsequently used for parts to support air tankers. The outer wing panels were intact but did suffer from damage during the several nuclear tests they endured.​

The left outer wing panel as seen in October 1987 while owned by Kermit Weeks and stored at the Aero Trader storage yard at Borrego Springs, California. 44-83722 was a former SB-17G air-sea rescue aircraft before being sent to the Nevada Test Site use as a target in a nuclear test series in the early 1950s.

Overall, the project is immense and impressive. Unless one digs into the intricacies of what is involved with restoring—or building—an airplane the size of a B-17, the true scope of the task cannot begin to be appreciated. Hats off to the team of volunteers rebuilding this airplane. It will fly one day…when that might be is still many years off in the future. In the meantime, it is a fascinating project to watch and support. Speaking of donations…yes, everybody can pitch in to keep this project moving. The Champaign Air Museum has a dedicated webpage with more information.​

Many thanks indeed to Scott A. Thompson (and Connor Bond) for allowing us to reproduce this article describing Thunderbird’s present condition… his book, Final Cut: The Post-War B-17 Flying Fortress and Survivors as well as other titles are the gold standard when it comes to the airframe history it describes!



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[DaveM]

Fiducia Ad Cojones

In January 2017, when Mark and the late-Joe Denest and their team at the Smoketown, Pennsylvania-based MD Aero Restorations completed the restoration of Fagen Fighters’ 1943 SNJ-4 in January 2017, Stephen Chapis was there to document the early test flights and get first-hand accounts of those flights from John Glen Fuentes and Ed Shipley.​

By Stephen Chapis

John Glen Fuentes works for a major airline as a 767 Line Check Airman that will soon transition to the 787 and also flies warbirds at the Military Aviation Museum in Virginia Beach, Virginia, and the Capital Wing of the CAF in Culpeper, Virginia. In addition to several hundred hours in BT-13s and SNJs, John is rated in the FG-1D, Hurricane, FM-2, TBM, Me-108 and will soon check out in the Mosquito.

In a January 2017 interview, John related how he got into warbird flight-testing. “I’ve got about 450 hours in SNJs and T-6s plus a lot of time in the BT-13. I was introduced to Fagen when I test-flew his BT-13, which was another example of a pristine restoration by MD Aero. As an A&P and IA was able to talk technical with Mark and his team during my numerous visits to the shop. So Mark and I got to know each other that way and after I did some instructing with him in that airplane we ferried it out to Minnesota. It was a great trip.” At Oshkosh 2010 the Fagen BT-13 won Best BT-13 and Phoenix Award, while Mark and his father took home the Silver Wrench.

As the SNJ approached completion near the end of 2016, John and Mark planned to do the same thing, but weather and John’s airline schedule continually threw a wrench into their plans, so they decided that John would do the initial test flight and Ed Shipley would perform the follow on test flights. John explained the extensive preparation and planning that went into the first post-restoration flight of SNJ-4 BuNo 27234, which took place on January 13, 2017 at Smoketown Airport (S37) where MD Aero is based, “First we pulled panels and really looked over the airplane. We looked down the “hell hole” at all the cables and turnbuckles to make sure they are going over the pulleys the way they are supposed to. Then Mark and his guys (Karl Skotleski and Luke Jones) pulled the side panels off and looked all through there.

Once I looked over the paperwork, we pulled the airplane outside and did an engine run with the side panels off the accessory section to make sure there were no leaks or anything. Then we buttoned it up and ran through a full systems check where we checked everything that can be checked on the ground- flaps, trim controls, flight controls, and a full engine run-up, magneto check, prop cycle, and carb heat. Once we shut it down, we did another leak check and buttoned it all backup.

Then it was time for a taxi check, which is basically taxiing to the end of the runway checking the brakes, and making sure the tailwheel is steering correctly. All that went well, so after another run-up I took it out onto the runway, set the brakes, and brought it up to takeoff power. Everything looked good, so I released the brakes and basically did a high-speed taxi run to about 60-70mph and then throttled back. With that, I was checking acceleration, controllability, and braking as well as making sure the engine was making power and the prop was giving me the rpm I need. That all went well, so I taxied back to the end and got ready to fly.”

On that day John performed two flights, the first of which was relatively uneventful other than the fact that John discovered the elevator trim was rigged backward, to which John said, “When I cycle the trim on the ground I am checking for a full range of motion and all that, but we should have done the thought process of looking at the trim tab to make sure it was going in the right direction. It wasn’t a big deal and it was fixed rather easily.”​

The runway (10/28) at Smoketown is 2,750 x 50ft and the western threshold is 33 feet higher than the east threshold. John and the SNJ are more than capable of operating from that runway, but after his initial air work over S37 on the first flight, which was done with the gear down, John went to Chester County Airport (MQS) 16nm to the east where the 5,400 x 100ft runway (11/29) offered a better margin of safety in case of an emergency. After an uneventful touch-and-go at MQS, John headed back to Smoketown. He takes the story, “All during the flight you want to keep an eye on temperatures and pressures to make sure everything is in the green. When I got back over to Smoketown I went through a series of banks at varying degrees and did a couple stalls. An SNJ will generally break to the right and that is what this one did.”

Once back on the ground they fixed the elevator trim and looked over the entire aircraft. Happy with what they saw John and Mark decided to make a second flight. As John explained it involved more maneuvers and system checks, “I took it back up over the airport and cycled the gear and flaps and some slow flight. Then I did a full stall series- accelerated, clean, dirty, etc. On that flight, I was watching the engine instruments closely because I was running the engine a little bit harder. Again after the air work over Smoketown, I went over to Chester County again for a series of landings at various flap settings and a few touch & gos.” Due to the fact that Fagen’s SNJ has all the components and systems that it would have had installed during World War II it is much heavier than the average Texan. John found this out on his last landing at S37, “Yeah, the airplane is waaaay heavier than other SNJs! When I got into the flare at Smoketown I just pulled the power because I’ve got a short runway and I wanted to get it on the ground. When I did that it just basically quit flying and bounced and I thought, ‘Wow, this thing is heavy.’” John’s job was done and now it was up to Ed Shipley to complete the flight-testing.​

For most warbird enthusiasts, Ed Shipley needs no introduction, but in case you’ve been living off the grid for the last few decades we’ll give you a short synopsis. Shipley once flew 747s for Atlas Air. Off the coast of Hawaii in 1995, he was one of a number of warbird pilots that flew warbirds off the deck of USS Carl Vinson (CVN-70) to commemorate the 50th anniversary of the end of World War II. Ed’s airshow career began with the “Six of Diamonds” formation aerobatic team and later became a founding member of “The Four Horsemen”, an aerobatic team of four P-51s flown by Ed, Jim Beasley, Jr., Dan Cardarale, and the late-Vlado Lenoch. Later iterations of the team included Ed, Steve Hinton, and Dan Friedkin flying Bearcats, Corsairs, Lightnings, Spitfires, and Sabres.

It was a bitterly cold and overcast day on January 29, 2017, when I met up with Ed, Mark, Joe, and MD Aero mechanics Luke Jones and Karl Skotleski at Smoketown Airport. Throughout the morning and early afternoon, Ed made half-dozen flights in the SNJ that centered on trimming the aircraft in all three axes. He would go up for 10-20 minutes and upon landing he would tell Mark what the airplane was doing at which point Karl and Luke would make the required adjustments to slowly dial in the aircraft. With wind chills in the upper teens, the aircraft was pushed into the hangar when the work took longer than 10 or 15 minutes. Mark’s team took the opportunity to inspect the accessory section of the engine for leaks. None were seen, so the flying continued. When Ed was satisfied with the handling of the aircraft we headed over Chester County for lunch and to meet up with our photo pilot Buzz Cortese who kindly offered the use of his SNJ-4.

During lunch I talked to Ed about warbird flight-testing, “Well it takes faith and balls, but Mark knows how to build airplanes so that right there takes a lot of worry out of the equation. All we are trying to do is address the nic-noids that make this airplane as special as it is. This is a ground up restoration and it is the only SNJ that I have seen that has every little thing an SNJ had in it during the war and it all works. So the only things I was concerned about today, was does it make power? Can it pull power? Can the prop go all the way up, so you have full thrust on takeoff? Is fuel flowing around? Is the electricity swinging around in circles? And do the hydraulics work?

John, Mark, and his guys had already sorted out that stuff, so really what we are doing now is getting it up in the air and seeing how it flies. So we’ve put about an hour, actually, about two hours, on it already and the only thing that has come up is that it needs to be trimmed. Right now we’ve got to work on getting the wings level because right now it is right wing heavy, and getting the rudder trim right. It is also nose heavy. I could tell it was nose heavy when I was running it up because I felt it squat down and lean forward. It is not a safety of flight issue, it is just you need to have it right. You should just need to trim it up. If it’s perfect, you should be able to put all the trim controls to neutral, the plane should fly straight and level and this one is not quite doing that yet. It’s not because anything was done wrong, it is just a matter of dialing it in.

When I get up in the air I am looking at all the obvious things, they have already swung the gear a number of times, so the gear is working okay. Then every time I come down we pull panels, and they look at all the stuff. Is the engine leaking? Is the prop throwing anything? Are there any hydraulic leaks and stuff like that? They check that every single time, so you gain confidence with it every time you go up.”

As we headed out for our photo sortie Ed summed up the testing of Fagen’s SNJ, “Ya know these airplanes are not like when they came off the assembly line 70 years ago. They are better, but each one is different, they each have their own little nuances and characteristics. So far it is going really well, but you have to be pragmatic about it and not get overly excited about the process. You can’t hope something is going to work, it really has to work.”​

The weather was less than optimal for a photo sortie, but it was then or never because the following day, Ed and Mark would deliver the SNJ to its new home at Fagen Fighters WWII Museum in Granite Falls, Minnesota. Flying north from Pennsylvania to Minnesota in the dead of winter in an unheated, un-insulated SNJ is not for the faint of heart but Ed and Mark made the trip without any trouble.

Six months after this stellar example of a North American SNJ-4 was completed and took to the cold gray skies over Smoketown Airport, Pennsylvania it basked in the warm summer sun at Wittman Regional Airport, Wisconsin waiting to be judged at Oshkosh AirVenture 2017. Just like previous MD Aero Restorations projects, SNJ-4 BuNo 27234 took home its share of awards. The combat-ready SNJ took home the Phoenix Award and Most Authentic Restoration, while MD Aero was awarded a Gold Wrench. This once again proves that it is not the warbirds themselves that are special, it’s the mechanics and fabricators in the restoration shops that obsess over minute details to produce an aircraft that looks better than it did when it left the factory seven decades ago and to the pilots that use their experience and skills to ensure it flies better than ever so that it will continue to honor the legacy of the Greatest Generation.​

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[DaveM]

A True Barn Find For The Mid-Atlantic Air Museum

By Nick Chismar

Driving along the country roads of Carlisle, Pennsylvania can be quite a scenic drive. Rolling hills of farmland are broken up by islands of trees or old historic structures. Most of the time, these buildings simply make for a unique sight, but sometimes they just might have something concealed within their walls that nobody would expect. As Russ Strine from the Mid-Atlantic Air Museum would tell me, one of those mills would make for an interesting July morning.

Back in 2012, Russ, the museum’s President, received a phone call from William Foshag, who was interested in donating a rare Marske Pioneer II Sailplane to the museum. The only problem was that the sailplane was tucked away in the Historic B.F. Heisman Mill in Carlisle, Pennsylvania. Will, an engineer by trade, was concerned with how the museum would be able to get the sailplane out of the mill. Sadly, William passed away in 2017 and Russ was unable to see the sailplane before then.​

Luckily, Russ had kept William’s information and was able to get in contact with the person managing the estate a few months ago who confirmed that the sailplane was still there and able to be donated to the museum. With plans in place, volunteers from the museum set off to recover the sailplane which had been stored in the mill since 1977 when William hauled it there on the roof of his 1963 Pontiac Tempest Station Wagon.

Starting around 8:00 AM, volunteers worked with pulleys and come alongs to carefully remove sailplane, which was filled with Mud Dauber nests from its decades of storage. The wings had been carefully stored in cradles on the second floor. The fuselage was hung from the beams of the third floor using large fan belts which had deteriorated over time. Soon enough, the sailplane was out of the mill, which had snakes hiding amongst its original equipment, and was being loaded on a trailer to head to it’s new home before noon.​

Marske Pioneer Sailplanes were originally designed in the mid-1960s, with the Pioneer II becoming available as a kit or simply as design plans in 1972. This one in particular began it’s life outside of Philadelphia, Pennsylvania, having been built by the two Ree brothers. As noted on a sheet inside the aircraft and by it’s N-number, N4RE, the sailplane is believed to be the fourth aircraft build that the brother undertook. The sailplane was constructed in the early 1970s and made several flights. Russ would tell me that Pioneer IIs were well known for their efficiency, having a glide ratio of 35 to 1 and weighing only 360 pounds while empty.​

The small cockpit seems to have barely enough room for its pilot. Wedged tightly between the fiberglass fuselage, the pilot has all the necessary gauges just inches away on the instrument panel along with controls placed where they could fit. Cables and tubing help keep the weight of the sailplane down while ensuring sufficient input to control surfaces.

Now at its new home amongst the Mid-Atlantic Air Museums growing collection, volunteers have already begun some minor work to the sailplane and have removed the pesky Mud Dauber nests from the fuselage. While Russ does not plan to fly the sailplane, he does intend to restore it back to as close to its original airworthy condition as possible. From there, the glider will likely be placed on display by hanging in one of the museum’s hangars at Reading Regional Airport. So after over 45 years of storage, this Pioneer II is beginning a new chapter under the care of the Mid-Atlantic Air Museum.​

Thanks to Russ Strine for sitting down with me to talk about the Pioneer II Sailplane, as well as Betsey Carlisle for the opportunity to photograph the aircraft and for providing photos of its recovery.​

We would like to thank the Mid-Atlantic Air Museum for allowing Nick Chismar access to photograph the Pioneer II Sailplane, and a special thank you must go to Russ Strine for taking the time to sit down to discuss the restoration with Nick.

To support the Mid-Atlantic Air Museum this restoration, click HERE.​

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[DaveM]

Experience History in Flight at The Yankee Air Museum

PRESS RELEASE

Adventure awaits Detroit-area residents desiring a visceral experience on a historic aircraft this Saturday, August 26th at the Yankee Air Museum’s Hangar located at the Roush Aeronautics Center at the Willow Run Airport at 48075 Tyler Rd, Van Buren Charter Township, MI 48111.

Encounter the power, nimbleness and iconic sound of radial engines of the World War II battle-tested B-25 Rosie’s Reply. What better way to experience history in flight than to fly on a 1943-built bomber that flew missions in Sicily during World War II.

Take a ride into yesteryear on Rosie’s Reply; the B-25D is the only flying model of that aircraft today and is one of very few aircraft that experienced combat during WWII. Public rides on the B-25 are available at 10:00 am until 1:00 pm. The ride is a 20-minute experience and costs $475.00 per person for one of four rear-compartment seats, which also gives access to the turret and tail section. Two flight deck and nose seats are also available for $575. To reserve your seat, go to https://yankeeairmuseum.org/fly/#b25.

About Yankee Air Museum

Established in 1981 the Yankee Air Museum is a non-profit 501 (c) (3) organization. The Yankee Air Museum dedicates itself to educating individuals through the history of American aeronautics, aerospace industry and its associated technologies while inspiring generations through personal experiences to instill pride in our national accomplishments. Visit www.yankeeairmuseum.org to discover more or call 734-483-4030.​

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[DaveM]

F-16 Flyover and Beach City Baby Highlight The Aviation Museum’s 27th Annual AirFest

PRESS RELEASE

Get ready for an exhilarating celebration of aviation and history as Naval Air Station Wildwood Aviation Museum’s (NASW) popular event AirFest 2023 returns from September 1st to September 4th. The museum, which is located inside a 92,000-square-foot WWII-era wooden hangar, is thrilled to invite families, aviation enthusiasts, and history buffs to a four-day extravaganza filled with captivating displays, historical aircraft, exciting flyovers and fly-ins, live performances, and much more.​

Grumman F6F-3 Hellcat Bu.66237 on an outdoor foray at NAS Wildwood Aviation Museum. This ultra-rare, early variant of the Hellcat arrived on loan from the National Naval Aviation Museum in Pensacola, Florida during April, 2019. Originally assigned to VF-20 at NAS San Diego, it was lost off the Pacific coast on a training sortie in January 1944. VF-20 went on to serve with distinction in the Pacific Theatre aboard the carrier USS Enterprise. Thought lost forever, a U.S. Navy submersible recovered the almost completely intact fighter from its watery grave, 3,400′ down in the Pacific Ocean, during a training exercise in October, 1970. After many years of neglect in outdoor storage, she finally received a restoration to pristine condition during the early 1990s. She is presented here in the markings of the ace, Lt.JG Arthur Ray Hawkins, who served with VF-31 aboard USS Cabot. (image via NASWAM)

AirFest 2023 promises a thrilling lineup of aircraft and events that will engage and entertain visitors of all ages. Attendees will have the opportunity to witness iconic aircraft up close, including the P-40 Warhawk American Dream, F4F Wildcat, TBM Avenger, SNJ, DC-3, and a C53 Skytrooper “Beach City Baby”. These legendary planes will take center stage, offering a glimpse into the rich history of aviation.

One of the highlights of the event is the engaging and educational theatrical performances by the American Historical Theatre. Taking place each day of the event at 11 am, these performances will bring historical figures to life. Audiences can look forward to encountering the likeness of Amelia Earhart, Bessie Coleman, a Harvey Girl, and Rosie the Riveter.​

As part of the festivities, there will be a spectacular flyover by the 177th Fighter Wing on September 1st, as well as a thrilling fly-in of historic aircraft by the Aero Club of PA on September 2nd. Meet Dr. Eugene Richardson, a Tuskegee Airmen on September 3rd. Attendees will also have the opportunity to witness helicopters and meet pilots and crew from esteemed organizations such as the New Jersey State Police, AtlantiCare MedEvac, Cape May County Mosquito Commission, and the United States Coast Guard.​

(U.S. Air National Guard photo by Staff Sgt. Hunter Hires)

Visitors will enjoy live music, free face painting and caricatures, an array of food trucks, and a relaxing beer and wine garden. The event will also feature a diverse range of vendors and exhibitors such as the 621st Contingency Response Wing of the Air Force. AirFest ensures there is something for everyone to enjoy.​

Admission to AirFest 2023 is $18 for adults and $14 for children aged 3-12. Members, children aged 3 and under, as well as active-duty military personnel, can enjoy free admission. For those seeking further details and updates, visit the official event website at AIRFEST 2023.

Naval Air Station Wildwood Aviation Museum is located inside historic Hangar #1 at the Cape May Airport. The site was formerly Naval Air Station Wildwood, which served as a World War II dive-bomber training center. The museum is dedicated to the 42 aviators who perished while training at Naval Air Station Wildwood between 1943 and 1945. Current museum hours are 10:00 a.m.-4:00 p.m. daily. For more information, visit www.usnasw.org​

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[DaveM]

Combat Veteran Focke Wulf FW-190 Project For Sale With Platinum Fighter Sales

Periodically, we highlight vintage aircraft listed for sale with one of our sponsors, Platinum Fighter Sales. One of their newly-listed airframes which really caught our eyes is a rare 1944 Focke-Wulf Fw190 F-8 described in the text and images below.​

The Focke-Wulf Fw190, nicknamed Würger (Butcher Bird) is a German single-seat, single-engine fighter aircraft designed by Kurt Tank at Focke-Wulf in the late 1930s and widely used during WWII. Along with its well-known counterpart, the Messerschmitt Bf109, the Fw190 became the backbone of the Jagdwaffe (Fighter Force) of the Luftwaffe. The twin-row BMW 801 radial engine that powered most operational versions enabled the Fw190 to lift larger loads than the Bf109, allowing its use as a day fighter, fighter-bomber, ground attack aircraft, and to a lesser degree, night fighter.​

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The Fw190A started flying operationally over France in August 1941 and quickly proved superior in all but turn radius to the Spitfire Mk. V, is the main front-line fighter of the RAF, particularly at low and medium altitudes. The 190 maintained superiority over Allied fighters until the introduction of the improved Spitfire Mk. IX. In November/December 1942, the Fw190 made its air combat debut on the Eastern Front, finding much success in fighter wings and specialized ground attack units from October 1943.​

A German Focke-Wulf Fw 190 A-3 of 11./JG 2 after landing in the UK by mistake in June 1942.

The Fw190A series’ performance decreased at high altitudes, which reduced its effectiveness as a high-altitude interceptor. From the Fw190’s inception, there had been ongoing efforts to address this with a turbosupercharged BMW 801 in the B model, the much longer-nosed C model with efforts to also turbocharge its chosen Daimler-Benz DB603 inverted V12 powerplant, and the similarly long-nosed D model with the Junkers Jumo 213. Problems with the turbocharger installations on the -B and -C subtypes meant only the D model entered service in September 1944. These high-altitude developments eventually led to the Focke-Wulf Ta152, which was capable of extreme speeds at medium to high altitudes (469 mph) at 44,300 ft. While these “long nose” 190 variants and the Ta 152 derivative especially gave the Germans parity with Allied opponents, they arrived too late to affect the outcome of the war.​

Fw 190 A-0s or A-1s of an unknown unit in France

The Fw190F-8 was based on the A-8 Fighter, having a slightly modified injector on the engine compressor which allowed for increased performance at lower altitudes for several minutes. The armament of the Fw 190F-8 was two 20 mm MG 151/20 cannon in the wing roots and two 13 mm (0.51 in) MG 131 machine guns above the engine. It was outfitted with an ETC 501 Bomb rack as a centerline mount and four ETC 50 bomb racks as underwing mounts.

The Fw190 was well-liked by its pilots. Some of the Luftwaffe’s most successful fighter Aces claimed many of their victories while flying it, including Otto Kittel, Walter Nowatny, and Erich Rudorffer. The Fw190 had greater firepower than the Bf109 and, at low to medium altitude, superior maneuverability, according to the German pilots who flew both fighters. It was regarded as one of the best fighter planes of World War II.​

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History​

The substantial wreckage of Fw-190F-8, Wk Nr 581808, was recovered near the town of Priozersk, Russian Karelia, during the Summer of 2019. Loss records reveal that the 190 belonged to 1./SG-5, and was coded Q9+BT. The aircraft was one of 16 Focke-Wulf Fw190F-3 and F-8 ‘Jabos’ (fighter-bombers) based at Alakurtti, Finland, which was part of ‘Detachment Kuhlmey’. This Luftwaffe Unit was formed temporarily and dispatched to the large Finnish Air Force base at Immola in June 1944 to help counter large-scale Soviet offensives during the ‘Continuation War’. The Unit had around 70 aircraft on strength comprising Ju87s, Fw190s and Bf109s. On 4 August, whilst being piloted by Alfred Kruppa, this Focke-Wulf was engaged and hit by Soviet Hurricanes. Kruppa bailed out, landed in the Vuoksi River, and did not survive.​

Fw190F-8 Wk Nr 581808 is a time capsule and is one of the most complete Fw-190’s in existence.

Many restorations to fly have started with much less. 581808 would make an excellent candidate to be rebuilt to flyable condition. Currently located in Minnesota, USA, and is available for inspection by appointment only. For further details on this beautiful piece of aviation history, be sure to contact Platinum Fighter Sales!​

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[DaveM]

F4U-4 Corsair To Be Loaned To Fagen Fighters WWII Museum

by Adam Estes

The Fagen Fighters WWII Museum in Granite Falls, Minnesota, has just announced that will display F4U-4 Corsair BuNo 97388 through a loan agreement with owners​

Photo via Fagen Fighters Museum

Bureau Number 97388 was taken on strength with the US Navy on April 26, 1946 and delivered four days later on April 30. The first two years of its service life would see it being assigned to several Naval Air Stations on the West Coast, such as Tillamook from June 1946 to October 1947, Santa Ana until March 1948, and San Diego until October of that year, when it was transferred to Marine Fighter Squadron 225 (VMF-225) at MCAS Cherry Point, North Carolina. June of 1949 would see 97388 sent to join VMF-212, which was in Japan at that time. Though the aircraft’s recorded history with VMF-212 contains no specific dates or locations for which exact bases in Japan it served at, the squadron would become involved in air operations at the outset of the Korean War. In the first two months of the conflict, it is highly probable that 97388 took part in combat missions launched from Japan to stem the tide of the initial North Korean advance into South Korea. Its time in combat would be cut short, however, as the aircraft would be sent back to the US in August of 1950 for overhaul and maintenance at NAS Quonset Point, Rhode Island before it would be reassigned to Fleet Air Service Squadron 3 at NAS Norfolk, Virginia. The following month, on September 14, BuNo 97388 would be assigned to VF-42. This posting would see the Corsair flying from NAS Oceana and NAS Jacksonville before being taken on a tour of the Mediterranean aboard the light carrier USS Saipan (CVL-48) from May to June of 1951, before being sent to NAS Cecil Field, Florida two months later. After a final deployment with VF-42 at NAS Oceana from November 1951 to May 1951, 97388 would undergo maintenance and overhaul at NAS Quonset Point until January 1953, when the aircraft was used primarily for reserve training at NAS Olathe, Kansas and NAS Grosse Ile, Michigan. In June of 1956, the aircraft was sent into storage at NAS Litchfield Park, Arizona before being decommissioned the following month.

After sitting outdoors at Litchfield Park, the aircraft was purchased by aircraft trader and pilot Bob Bean on November 25, 1957, who registered the Corsair as N5211V. One year later, Bean would later arrange for a trade between himself and the Honduran Air Force (Fuerza Aérea Hondureña, FAH) where 10 Corsairs (including 97388) would be shipped to Honduras in exchange for four P-38 Lightnings and four P-63 Kingcobras. In the FAH, 97388 would be identified as serial number 610, and while other Honduran Corsairs would later see combat in the Football War against El Salvador in 1969, FAH 610 had been struck off charge at the FAH Air Base at Toncontin International Airport in the capital city of Tegucigalpa, serving a source of spare parts to keep the other Corsairs flying.​

Photo via Fagen Fighters Museum

FAH 610 would remain at Toncontin until 1978, when it was one of seven Honduran Corsairs returned to the United States by George Heaven & Jim Nettle of Hollywood Wings in Long Beach, California. By this point, the airframe was more a collection of parts then an airplane, and would require extensive restoration work to bring back into the skies. It would be stored in Long Beach until 1981, when it was purchased by Earl Ware of Jacksonville, who then kept the fuselage remains in his backyard, along with three other incomplete Honduran Corsairs (These being FAH 611 (USN BuNu 97382), FAH 617 (BuNo 97059), and FAH 692) until it was sold in 1982 to famed warbird restorer and pilot Gerald “Gerry” Beck of North Dakota, who would go on to spend the next 16 years meticulously returning 97388 back to airworthy condition at his shopTri-State Aviation in Wahpeton. When completed, 97388 emerged from the workshop in the markings it wore when assigned to VF-42.

After making its first post-restoration flights in 1998, Beck and 97388 would appear at EAA Airventure later that year. Over the years, 97388 would make appearances at numerous airshows and was a regular at the Fargo Air Museum in Fargo, North Dakota during the offseason, though it would later become a yearlong resident of Fargo as Beck focused on his “homebuilt” P-51A “Precious Metal II”. With the tragic death of Beck in 2007, his wife Cindy retained the Corsair and would ferry it back from Fargo to Wahpeton for refurbishment. Once completed by Tri-State in December of 2016, 97388 would be displayed at the Wings of the North Air Museum in Eden Prairie, Minnesota and was a feature of museum events such as AirExpo. With the unfortunate news of the museum’s public closure and ongoing search for a new home, Cindy and Whitney Beck have now decided to loan the Corsair to the Fagen Fighters WWII Museum. Given the wide variety of aircraft at Fagen’s expanding museum, it is indeed fortunate that 97388 has a secure home to continue flying the Midwestern skies. For more information about the Fagen Fighters WWII Museum, visit www.fagenfighterswwiimuseum.org.​

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[DaveM]

US SECNAV Del Toro Presents Posthumous Distinguished Flying Cross to WWII Hero

Press Release​

The United States Secretary of the Navy [SECNAV] Carlos Del Toro presented a posthumous Distinguished Flying Cross award for Aviation Radioman Third Class Petty Officer Peter Smith. Smith’s son, James, accepted the awards on his father’s behalf during a ceremony aboard the Intrepid Sea, Air & Space Museum in New York on August 16, 2023.

“My father, like many thousands of his generation during the war, did his job – day in and day out. In less than four years, his dedication led to defeating the Nazis and the empire of Japan concurrently,” said James Smith. SECNAV Del Toro thanked James Smith for “his tireless work to ensure his father received the recognition he deserved, and for preserving his father’s story of service during World War II.”​

Secretary of the Navy Carlos Del Toro posthumously presents the Distinguished Flying Cross and the Air Medal to Navy Aviation Radioman 3rd Class Peter L. Smith. His son, James Smith, accepted the award on his father’s behalf. (MCC Shannon Renfroe/Navy)

Aviation Radioman Third Class Petty Officer Peter Smith, a Troy, New York native, enlisted in the Navy on Feb. 2, 1942, two months after the Japanese attacks on Pearl Harbor. First rated as a Storekeeper, Smith volunteered for flying duty, completing training as both an aviation radioman and an air gunner.

In June 1943, Smith was assigned to VC-28, a composite squadron based at Henderson Airfield on Guadalcanal. During his time there, Smith flew as a member of a three-man crew in a TBF Avenger torpedo bomber and conducted 15 combat missions in support of troops on the ground at New Georgia. After returning to the U.S., Smith later re-deployed to the Pacific in 1944 with the newly-designated Torpedo Squadron 28 (VT 28), operating as a carrier-based squadron off USS Monterey (CVL 26). During his time with VT-28, Smith flew in operations to retake Marianas, Saipan, Tinian, and Southern Palau from Japanese forces. He also supported the assaults on the Philippines and strikes against Okinawa. All told, Smith flew more than 150 combat and support missions during his 11 months with VT-28, before being honorably discharged in February 1946, after the conclusion of the war.​

Mark 13 Torpedo being loaded on USS Wasp CV-18 in 1944. USN photograph #NH 80-G-298609

“I am humbled by the opportunity to honor Peter L. Smith – one of our Navy’s hundreds of thousands of World War II Veterans – for his service to our nation during a defining period in world history,” said SECNAV Del Toro. “After the war, Smith, like so many members of this greatest generation, returned to their civilian careers, but forever remained proud of their service.” James Smith thanked Secretary of the Navy Del Toro on behalf of his father, calling the award presentation “a great honor for which our family is thankful.”

Congress established the Distinguished Flying Cross, July 2, 1926. It may be awarded to any Navy, Marine Corps, or Coast Guard personnel while serving in the capacity of the Armed Forces, who distinguish themselves for heroism or outstanding achievement while participating in aerial flight. The Air Medal is awarded for sustained performance while participating in aerial flight under combat conditions.

In receiving the Distinguished Flying Cross, Petty Officer Smith joins the ranks of Charles Lindbergh and the Wright Brothers, as well as fellow Navy recipients President George H.W. Bush and United States Senator John S. McCain.

“To Petty Officer Smith’s family, I am confident there is no doubt in your minds that his actions met the criteria above for these two awards. His devotion to duty in support of his fellow Sailors, Marines, Airmen, and Soldiers was indeed unwavering throughout his time in service, and I have no doubt you take pride in his accomplishments to keep our Nation free,” said Del Toro.​

Photo by Chief Petty Officer Shannon Renfroe

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[DaveM]

P-51 Mustang Takes to The Skies at Sywell After Restoration

By Nigel Hitchman

Today August 25, 2023, P-51 Mustang G-CLNV was flown at Sywell Aerodrome for the first time after an extensive restoration by Air Leasing. The Pilot for the first flight was well-known warbird test pilot Pete Kynsey who carried out three flights in it today including the official CAA air test. Paperwork permitting the aircraft will be delivered to its owner “W Air Collection” at La Ferte Alais France next week.​

Constructed in 1945 as a P-51D-25-NT by North American at the Dallas, plant in Texas, USA, it was taken on strength/charge with the United States Army Air Force with s/n 45-11518. Right after its delivery the Mustang was delivered to the Royal New Zealand Air Force with s/n NZ2427.

Following many years of storage in New Zealand the aircraft was restored to flying condition by Maurice Hammond in Suffolk, between 1997 and 2001 with a first flight on July 14, 2001, as “Janie”. Operated for many years it suffered a crash at Maurice’s home base of Hardwick on October 2, 2016. The wing and other structures were completely rebuilt by Air Leasing at Sywell and a new dual control fuselage was obtained in the United States, fitted with the original restored tailcone and other components. It is expected to make its airshow debut at Melun-Villaroche in a couple of weeks.​

As outlined on their website, Air Leasing was founded by design engineer Nick Grace in 1984 who was prolific in the early years of increased interest in WWII-era aircraft. Nick rebuilt and flew numerous aircraft including Spitfire IX ML407 and Hispano HA-1112-M1L Buchón G-BOML. Nick was killed in a car accident in 1988, and his widow Carolyn took over, converting onto fly the Spitfire, which she campaigned at airshows and with a supporters club for many years. Sadly, Carolyn Grace was killed in a car crash in December 2022. This family tradition, however, continues with now-adult son Richard, who has developed Air Leasing into a commercial business since 2007 specialising in the restoration and maintenance of all vintage piston types of aircraft.

























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[DaveM]

Aussie Mustang ‘Snifter’ to the UK

By Nigel Hitchman & James Kightly

Queensland, Australia-based two-seat Mustang VH-MFT is heading to Archerfield airport this weekend (26-7 August 2023) to be dismantled for shipping to the UK, where it will be re-assembled and repainted in a new scheme before joining the Air Leasing / Ultimate Warbirds pleasure flying fleet.​

The Mustang taxis out with a passenger riding in the second seat. The space is created by the removal of the fuselage tank and wartime radios. [photo by James Kightly]

This Mustang identity was originally built in Melbourne, Australia under license by the Commonwealth Aircraft Corporation (CAC) as CA-18 Mk.21, construction number 1435, with the serial A68-110. Delivered in 1948, it spent most of its RAAF life in store, before being ‘sold for scrap’ in 1957.

Decades later, the identity reappeared for a composite restoration project via Fort Lauderdale Florida, according to Geoff Goodall’s research, and was shipped to Australia, arriving at Caboolture, Queensland in May 1995. In 1997 it was registered as VH-MFT and restored to airworthy, the first flight being on 24 January 2002 from its home base at Caboolture, configured with full dual controls for the passenger seat. Operating for the following two decades as a joy-flying machine, it was sold in 2020, and recently sold again.​

The colors it has worn since restoration are of a more active veteran Dallas, Texas, North American Aviation built P-51D-25-NT Mustang 44-84502 (a ‘Mustang Mk.IV’ in British Commonwealth use) and given the RAAF serial A68-769. This aircraft served with 82 Squadron RAAF in postwar Japan, as part of the British Commonwealth Occupation Force. It was the personal mount of the squadron commanding officer, Squadron Leader Frank Schaaf while the unit supported the post-war in Japan, and later flew several combat missions over Korea with 77 Squadron RAAF.

Mustang ‘A68-769’ seen here in company with Spitfire Mk.VIII over Temora. [photo by James Kightly]

Unusually for a post-war RAAF Mustang, A68-769 carried a golden Pegasus on a light blue circle nose art in honor of 82 Squadron’s motif, and the name ‘Mabel II’ under the canopy, Mabel being Schaaf’s wife. ‘Snifter’ was a newspaper cartoon dog, a favorite of wartime Australian service personnel.

The Mustang was returned to Australia in 1949 and issued to 78 Wing, Williamtown, NSW, before being ‘converted to components’ in 1951-52. The growing popularity of warbird pleasure flying in the UK is a factor in this aircraft making the move from one hemisphere to the next, no doubt to the delight of the future passengers.​

Registered as CAC CA-18 Mk.21 Mustang A68-110, the warbird passes the photographer’s enclosure at Temora’s Warbirds Downunder airshow in November 2015. [photo by James Kightly]

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[DaveM]

New Zealand P-3 Orion Retires to Air Force Museum of New Zealand

By James Kightly, Commissioning Editor.

The Royal New Zealand Air Force (RNZAF) Lockheed P-3K2 Orion NZ4203 will be delivered to the Air Force Museum of New Zealand, Christchurch, in September 2023.

The Lockheed P-3 Orion family (based on their L-188 Electra airliner) first entered service in 1962, and is one of the most successful maritime reconnaissance aircraft, used worldwide for well over half a century by more than 20 air arms, with 14 currently still operating the type. Over 750 were built by Lockheed in the US and Kawasaki in Japan.​

The RNZAF are proud to tell us that NZ4203 is a New Zealand ‘national hero’, flying more than 27,000 hours during its 54-year career. It took part in hundreds of missions including search and rescue operations, and anti-submarine patrols and spent thousands of hours protecting New Zealand’s Exclusive Economic Zone.

Air Force Museum of New Zealand Director Brett Marshall said it had been a long wait to get an Orion: “To say we’re excited would be an understatement. NZ4203 will be the largest aircraft in our collection and one of the most significant. We are delighted to be able to ensure its preservation for the nation. We look forward to being able to tell the many stories associated with this extraordinary aircraft type which served us so well for so long.”

Built by Lockheed in Burbank, California in 1966, NZ4203 entered service with the RNZAF in April 1967. In 2021 NZ4203 became the first of the type to retire from service when it flew a farewell mission to land at RNZAF Base Woodbourne. NZ4203 served with No. 5 Squadron RNZAF, at RNZAF Base Whenuapai, Auckland, and was regularly upgraded to extend its lifespan, receiving new avionics and radio systems in the 1980s and new wings in the 1990s.

Mr Marshall said the Orion fleet had given a huge amount of service over 54 years and NZ4203 deserved a happy retirement at the museum where it will be preserved as the only surviving RNZAF example of the type, as it was for its last mission – minus any sensitive military equipment.​

A familiar sight at many western airshows, the Lockheed P-3 Orion was also often seen in such a pass by ships and seafarers in trouble – or causing trouble! [photo RNZAF]

“NZ4203 was the first RNZAF Orion to land in Antarctica back in 2006. It has also taken part in numerous humanitarian and search and rescue missions and has been a lifesaver for many people who have found themselves needing help a long way from home.”

The aircraft was decommissioned at RNZAF Base Woodbourne in Blenheim and will arrive at the Air Force Museum of New Zealand by road in late August, where it will be stored in the museum’s reserve collection hangar until an exhibition space large enough to house it can be built.​

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[DaveM]

X-35B Joint Strike Fighter: The Aircraft That Gave Birth to The F-35

“Vintage Aviation News staff did not write this article; the content comes via our partners who wish to help support our website.”

In aviation schools or universities, help with writing papers is often provided by students of these same institutions, so the topic of X-35 is worn to a frazzle. Here is an excerpt from the essays about the airplane. The X-35 was declared the winner over the competing Boeing X-32, and a developed and armed version entered production in the early 21st century as the F-35 Lightning II.

The Lockheed Martin F-35 Joint Strike Fighter has proven to be the most advanced and capable fighter aircraft in service in the world today. It was developed to replace the U.S. Air Force’s A-10 and F-16, the U.S. Navy’s F/A-18, and the U.S. Marine Corps’ F/A-18 and AV-8B Harrier.

The single-engine, single-seat aircraft is unique in that it can operate as a conventional takeoff and landing variant (F-35A) for the Air Force. At the same time, the Navy version (F-35C) was designed to operate from an aircraft carrier (CV). The U.S. Marine Corps, along with the Royal Air Force and the Royal Navy of the United Kingdom, employ the F-35B, which can operate as a short takeoff and vertical landing (STOVL) fighter. As a fifth-generation multi-role combat aircraft, the F-35 Lightning II is endowed with advanced stealth capabilities, improved agility and maneuverability, enhanced sensor and information fusion, networked operations and maintainability.

It started with the X-35: We came so close we could almost touch it.

The experimental program that preceded the Joint Strike Fighter has become “almost legendary in aviation history,” according to one aviation historian. The evolution of the F-35 can be seen at the Smithsonian’s National Air and Space Museum annex at the Steven F. Udvar-Hazy Center at Dulles International Airport.

The X-35 was declared the winner over the competing Boeing X-32 and a developed and armed version went into production in the early 21st century as the F-35 Lightning II. In September 2003, the Smithsonian Institution “jumped at the chance” to acquire one of the X-planes used during flight testing. Now, within the extensive facility’s collection is the first X-35B, the short takeoff and vertical landing (STOVL) variant that was derived from the X-35A.

The X-35B demonstrator was designed to meet the requirements of the U.S. Marine Corps and the British Royal Air Force and Royal Navy, and featured a unique shaft-driven lift fan that amplified engine thrust and reduced exhaust temperature and velocity during vertical flight operations. It allowed the aircraft to take off from a short runway or small aircraft carrier and land vertically. One of these huge lift fan propulsion systems is displayed next to the X-35B at the Steven F. Udvar Hazy Center.

Originally built as an X-35A demonstrator, it was modified to include the lift-vent engine to prove the STOVL concept. Among its many test records, this particular aircraft was the first in history to achieve a short takeoff, level supersonic flight and vertical landing in a single flight. In addition, it became the first aircraft to fly using a shaft fan propulsion system.

The X-35B flight test program was one of the shortest and most efficient in history, lasting from June 23, 2001 to August 6, 2001. During its flight test program, the X-35B successfully completed 27 vertical landings, 14 short takeoffs and 18 vertical takeoffs, was flown by four U.S. and U.K. pilots, broke the sound barrier on five separate occasions and completed five aerial refuelings.​

“Vintage Aviation News staff did not write this article; the content comes via our partners who wish to help support our website.”

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[DaveM]

Steps For Writing a Historic Aviation Essay

“Vintage Aviation News staff did not write this article; the content comes via our partners who wish to help support our website.”

Many students sometimes fail to achieve good grades for their papers because they don’t understand the recommended formats for drafting their essays. Today, we will look through simple tips to enable such individuals to manage their essays. Please read on for more!

How to Structure a Historic Aviation Paper

What can you include in a Historic Aviation essay? Individuals who can’t determine the right way to handle their papers will always face challenges unless they decide to learn to improve their skills.

Luckily, many online platforms are reliable and can offer an expert assistant to manage your papers at a price. However, you should also master the proper writing skills to ensure that you don’t always depend on an essay writing service now and then.

Learning proper writing skills makes it easier for any individual to engage in any other task without hesitation. So, how do you improve your writing skills? Let’s first learn the basic structure of a Historic Aviation essay.

The Introduction

An introduction, a prologue, is the first section that introduces your writing to the reader. This section plays a major role when writing a Historic Aviation essay. When you introduce your essay, you expect the audience to interact with it and read the entire document. Thus, it is vital always to start with a hook to attract the reader’s attention.

The introduction section should indicate the thesis statement. Ensure you introduce your writing by briefly describing what you want to write about. The reader should relate your approach to the theme of the Historic Aviation essay.

Introductions should be brief. You can present one approach for the readers. When introducing a lengthier explanation in this section, you might trigger boredom, and the readers might lose interest in the entire essay.

The Body Section

The body section of a Historic Aviation essay should explain to the reader more facts about the main theme of your writing. It is the longest section you can ever write in an essay. The body section should include different paragraphs depending on the number of approaches you have for your essay.

When writing a Historic Aviation essay, you must research enough backup data to support any approaches you state in the document. However, many students might fail to research because of various reasons. As such, these individuals submit shallow reports without enough backup to support the thesis statement.

The body section should indicate the approach selected to support the writing. Remember always to relate this to the theme of the essay. In-text citations are necessary if you include backups from various academic websites. Be quick to acknowledge the efforts of other authors in your paper. Citations also help in preventing accusations of plagiarism, which is gross misconduct in any professional or academic setup.

Backup data also proves that you researched your writing and the report is fit for distribution or referencing by other professional experts. Sometimes, you might need to include images or illustrations in the body paragraph of your Historic Aviation essay. Ensure that every image is unique. You can always download original images from Pexels.

If you have multiple images or illustrations that can’t fit the body paragraphs, you can introduce the appendix section and present your backup data there. Always format your documents and structure every section as needed. An appendix section, for instance, should appear as the last part of the essay after concluding the entire report.

However, introducing additional sections in an essay will depend on the type of paper you are working on and the tutor’s guide, among other things. Always read the instructions to determine how to structure your papers. You can ask your tutors for more tips if you need help understanding the guidelines in your essays.

The Conclusion

Every conclusion in an essay summarizes the entire writing. Students must constantly submit well-written conclusions, which play a significant role in the essay. The conclusion is a short section that summarizes your writing. You will select one main point from the different approaches indicated in the body section of the essay.

A summary section leaves a final impression on the reader. You can finalize the report by giving out your final thoughts. Ensure you leave the readers with something to ponder as they conclude your paper. Remember that this section should also recap the theme of your writing. Therefore, you should remember to rephrase your thesis statement. The final decision should relate to the subject at all times.

After you finish the Historic Aviation essay, always countercheck your piece. Proofreading enables individuals to verify that their documents are of the best quality. Additionally, it allows one to identify blunders in their documents and amend them before submitting them to the tutor.

Today, there are multiple platforms to assist students in managing their documents. Grammarly, for instance, is a free platform for counterchecking documents for grammar, spelling, and punctuation mistakes. Remember, these are the common blunders you will always encounter when drafting academic and professional documents. Grammarly also provides options for amending sentences that seem out of place. You can also proofread a larger document with this software, thus saving more time to engage other commitments. Make haste to utilize such platforms because they can ease your engagement with your education.

The above tips are necessary for writing a Historic Aviation essay and any other essay you will encounter in your career discipline. Introducing different sections in your paper will vary depending on various factors.

Remember always to countercheck your writing for plagiarism. When you research backup data, you may present texts as they appear from the source. By performing plagiarism checks, you can confirm that your Historic Aviation essay is unique.

Whatever you do for your papers should trigger improved grades. Check out various online samples to enhance your writing skills. You’ll always need a flawless essay if you anticipate good grades. Always manage your papers accordingly to achieve better career progress.​

“Vintage Aviation News staff did not write this article; the content comes via our partners who wish to help support our website.”

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[DaveM]

Rangsdorf Bücker Fly-In

By Nigel Hitchman

On June 24-25, there was a great Bücker Fly-in at the original factory airfield at Rangsdorf, just south of Berlin. It was organized by the Friends of the Bücker Museum, following previous one-off events. Rangsdorf was, of course, the factory airfield for the Bücker-Flugzeugbau GmbH, noted as making several of the world’s most highly regarded military aerobatic and training biplanes in the 1930s.​

One of the few German Bücker-built attendees, Jungmeister D-EQOA. [photo by Nigel Hitchman]

Over 50 aircraft made the pilgrimage to the original factory airfield. The majority were members of the Bücker family, as well as a number of guest types with significant connections. The greatest distance traveled to attend by aircraft crews was (we believe) Mark Turner and Simon Wilson in CASA 1.131 Jungmann G-RETA, along with Mark Jordan in the Heliopolis Gomhouria (a license-built Bu 181 Bestmann) G-TPWX, and closely followed by Pete Cunliffe in CASA 1.131 Jungmann G-CDRU – all from England. There was one Spanish-registered Jungmann EC-DKX, but we understand it is actually based in Germany.​

While the original Bücker factory was here from 1935 to 1945, we believe only two of the Jungmeisters present were built here (registered D-EQOA and D-EIII), the rest that flew in were built elsewhere by various other factories under license in Switzerland, Spain, and in modern times in Poland, the Czech Republic, and Germany. A few other pre-1945 German vintage aircraft were invited, including a Klemm 35, four Focke-Wulf FW44 Steiglitz trainers, and one SAAB Safir, the latter type another design of Anders J Anderson, the designer of all the Bücker aircraft.​

Two of the attending Bücker Jungmeisters. [photo by Nigel Hitchman]

A good number came from Switzerland and Austria too, joining the many German-based examples. Non aircraft personal attendees came from a lot further, with several making the pilgrimage from the USA as well as many from all around Europe.

THE BÜCKER STORY

Carl Clemens Bücker was born in 1895 and was a German Navy pilot in W.W.I. He eventually became a test pilot working with Ernst Heinkel. After WWI, Bücker became a test pilot for the Swedish Navy and proposed the Swedes use the Heinkel Brandenburg W29 Hansa, which was imported in kit form. Bücker, with the help of Heinkel, then formed Svensko Aero AB in 1922 (which later became the famous SAAB) and they assembled the Hansa aircraft. Bücker was the technical director of the organization and oversaw the design of several aircraft for the Swedish military between 1927 and 1932, but in 1932 the company went bankrupt. Bücker returned to Germany, taking with him his Swedish chief designer Anders J Anderson, and the plans he had drawn up for a new lightweight single-engine biplane.​

On 3 October 1933, Bücker Flugzeugbau GmbH was formed at a temporary location at the airfield of Johannisthal, close to Berlin, and their first aircraft, the Bu 131A Jungmann was flown on 27 April 1934. When the test flights were successfully completed, a new factory was built at Rangsdorf which opened in late 1935. The Jungmeister was developed in 1935 and both became very popular for civil and military sales.​

Switzerland was a notable user of the Bücker Jungmeister type. [photo by Nigel Hitchman]

Several unsuccessful designs followed before in 1939 the Bücker Bu 181 Bestmann was flown which again was a great success, with mass production of the Bestmann as the standard German Luftwaffe trainer starting in 1940, and the production of the Jungmeister and Jungmann then ceased at Rangsdorf. Bestmann production continued throughout the rest of W.W.II along with component manufacture for other aircraft including Junkers Ju 87 Stuka wings.​

RANGSDORF THEN & NOW

After 1945 the airfield was used as a maintenance base by the Russians, latterly on Mil Mi-8 helicopters, until moving out in 1994. At that time, the original Bücker factory infrastructure was still complete, with some buildings added by the Russians, but it seems to have been left to go derelict since all of the remaining hangars were in very poor condition.​

With a Bücker flag draped from the building in the background, one of the attending Jungmann trainers. [photo by Nigel Hitchman]

The built-up area of the airfield is being re-developed for housing, with, apparently, restoration of original buildings with housing built inside, rather than demolishing the original infrastructure. The area where the flying field was, including the temporary runway used for the event, will stay as grassland although with landscaping. Details of the project are HERE (in German only).​

A notable array of the relevant types, with the factory backdrop. [photo by Nigel Hitchman]

Rangsdorf has another claim to fame. On July 20, 1944 Claus von Stauffenberg and Werner von Haeften took off from Rangsdorf to fly to Ketrzyn (Rastenburg) to attend a meeting at Hitler’s Wolfsschanze, the Wolf’s Lair. There, Stauffenburg attempted to assassinate the Führer, a plot that unfortunately failed.​

The factory interior showing it’s structurally sound, but in need of major refurbishment – which is coming. [photo by Nigel Hitchman]

With the redevelopment imminent, but thankfully with the support of the development company, the area in front of the flight test hangar was used for parking on grass between some of the Russian concrete helicopter pads. A runway was cleared, cut, and marked out on where the old airfield was. While it wasn’t great, it was usable. Aircraft could be taxied off towards the parking area, but then had to be shut down and pulled or pushed into the area, as the condition of the ground was unfortunately very poor. A previous smaller event had been held in 2005, and that was the last time an aircraft had landed on site.​

Classic picnic fly-in feel, but at a unique, probably never-to-be-repeated event. [photo by Nigel Hitchman]

This will probably be the last time that a fly-in can be held here at the original factory airfield. There was some hope that perhaps when the development is complete, they will be able to make another temporary runway on the old grass airfield to have another fly-in, but for the moment that is just a dream. In the meantime, we would like to compliment the organizers for getting all the permissions required, and putting on this very successful event.​

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[DaveM]

The X4009 Collection – Honoring a Spitfire And His Pilot

As aviation enthusiasts, our greatest desire is to see history live on in tangible ways. To be able to see, touch, and experience history in a tangible fashion is the ultimate way in which we can reflect on the past and engage future generations. REC Watches, in conjunction with Hunter Fighter Collection, is providing a unique and enduring way in which the aviation community can own a rare piece of aviation history; while simultaneously supporting the restoration of an airframe crucial to the enduring stories that create WWII history. After the wreckage of the Supermarine Spitfire Mk1a X4009 was excavated and acquired by Ross and Ann-Maree Pay of Vintage Fighter Restorations and subsequently donated in 2020 to Hunger Fighter Collection for restoration,, pieces of the wreckage of the X4009 that are no longer able to be utilized in the restoration process, have been reserved for use by REC in creating watches that not only showcase the beauty of the aircraft and the era, but also support the restoration of the airframe.​

Danish watch manufacturer REC has created a timepiece incorporating skin from combat-veteran Supermarine Spitfire Mk.Ia X4009 which Australian ace Flt Lt ‘Pat’ Hughes flew during the Battle of Britain. A portion of the sale of each watch will contribute to the restoration of Spitfire X4009 to flying condition for the Hunter Fighter Collection. (image composite via Hunter Fighter Collection and REC)

This historic airframe was originally issued to Paterson ‘Pat’ Clarence Hughes, RAF Squadron No. 234 on August 18, 1940. Though Pat Hughes was lost at the same time as X4009, his resume during his RAF pilot service is something of a history lesson on its how. Advocating for close-in tactics, he shot down at least 14 aircraft during the Battle of Britain in the summer of 1940 and scored the squadron’s first victories during this well-known battle for air supremacy. When Pat Hughes’s parachute failed to open when X4009 went down on 7 September 1940, it is believed he was the sole pilot to operate out of this airframe. Combined with the belief that Hughes in this aircraft likely shot down German fighter pilot Oberleutnant Franz von Werra, the famous “One That Got Away”, that makes this potentially the most significant restoration of a Spitfire to date. You can read the latest updates about this restoration at THIS LINK.​

The vital ‘DNA’ from Spitfire Mk.Ia X4009 which REC used to create the seconds sub-dial for their limited edition timepieces dedicated to X4009 and her pilot, Flt Lt ‘Pat’ Hughes’ memory. (image via REC)

With timeless structure and the real remnants of the fuselage from the X4009, each watch creates a silhouette that honors the history of the Spitfire and captures the spirit of the era. But more than that, it creates a meaningful way in which an individual can support the restoration of X4009. The purchase of an X4009 Midnight Blue watch from REC provides the individual the opportunity to allow the story of the Spitfire, the story of X4009, and the story of Pat Hughes to live on for generations, as a portion of each sale goes directly to fund her restoration. If you’re an avid reader of Vintage Aviation News, this provides you the opportunity to be a partner in safeguarding the heritage of aviation. You can own your very own piece of history HERE, with pre-orders expected to deliver in September of 2023.​

Each example of the X4009 watch features a seconds sub-dial created from the Spitfire’s fuselage skin. Furthermore, REC has created three different, color-themed variants of the timepiece dedicated to X4009, and will manufacture just 844 examples in total. The timepiece is available for pre-order HERE, with deliveries expected to begin in September 2023.

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