Warbird News

[DaveM]

B-17G Yankee Lady to Offer Flying Opportunity Labor Day Weekend

PRESS RELEASE

Experience a multi-sensory and immersive adventure by taking a ride on a WWII B-17 Bomber this Saturday, September 2nd 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. This will be the last opportunity this year for those in the Detroit area to take a ride on the iconic WWII aircraft. With only three flying B-17s in North America, this opportunity is truly a rare chance to experience history in flight. The B-17 Flying Fortress was a heavy four-engine bomber in the US Army Air Force during WWII and was noted for its dangerous daylight missions over Germany.​

The flight is a 30-minute experience and costs $525.00 per person. Once airborne, passengers are able to move to other positions in the aircraft including the nose, flight deck, bomb bay, radio room, and waist gunnery section. Celebrate flight with this once-in-a-lifetime experience. Rides occur from 10:00 am until 12:00 pm and you can reserve a seat by ordering online at Historic Plane Rides | Yankee Air Museum | Southeast Michigan or walking up to see if any seats are available.

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. 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.

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[DaveM]

Museum of Aviation Celebrates Its B-17 and 483rd Bombardment Group

The Museum of Aviation at Robins AFB, GA held a special occasion to mark two significant and relevant events. Simultaneously, the museum was celebrating their B-17 and the 483rd Bombardment Group Association; an aircraft and a regiment connected by their past in WWII. One was being celebrated for its restoration completion, and the other for its dissolution after many decades. The occasion was marked by limited-time access around the museum’s B-17, reenactments by members in uniform, and a speech at the end of the day that featured Dr. Donald Miller, author of the book “Masters of the Air”.​

Throughout the first part of the day in Hangar 3, also known as the WWII Hangar, visitors to the museum were greeted with demonstrations by reenactors in uniform. Visitors were also given the chance to view the B-17 up close, a unique experience that attendees might not otherwise come in contact with outside of this opportunity. The aircraft itself was part of the day’s celebration as its lengthy restoration process has finally reached its conclusion. While the exterior looked pristine and like it had just landed, the interior will still require attention in some areas with only a portion of the internal restoration being complete. Restoration team members were nearby during the day to provide insight and answers to questions.

Alongside the B-17 was a row of tables forming a line upon which sat countless pieces of memorabilia and artifacts from the War period, some of which belonged to the late Lt. Joseph Roberge. Roberge was one of many men who flew a number of bombing missions during the war with the Mighty Eighth Air Force under the 398th Bombardment Group. One of the most chilling pieces was a piece of navigator dome fractured by flak during battle. Other artifacts included newspapers from the War, medals, awards, pamphlets, letters, a uniform, and footlocker. The event gave everyone who visited a rare glimpse at pieces that would otherwise be sitting in the dark in storage.​

The day was also a commemoration of the 80th anniversary of the first Schweinfurt-Regensburg raid. It was the Eighth Army Air Force’s first raid against Nazi Germany in the war starting on August 17, 1943. The mission’s target was aircraft production in Regensburg and ball-bearing production in Schweinfurt. The plan was to simultaneously strike two targets at the same time on the same day with the hope that the Luftwaffe’s attention would be split between the two raids. Between both, a total of 376 B-17s were launched. The path of the first Schweinfurt raid took bombers over towns and cities like Antwerp and Eupen (Southwest of Cologne). The results of the raids were initially thought to be significant, though didn’t prove to be as effective as hoped. Following the raid, German production and resources shifted, as needed, and became more resilient during the remainder of the war until Germany’s surrender in Spring 1945. The casualties were also less than desired, as several hundred men were lost in the raids. It was a big lesson for the Allied Air Forces for battles going forward. One of the biggest lessons learned by this raid the need for escorts on all bombing raids.​

B-17 Flying Fortress (serial number 42-32044) nicknamed “Good Deal” of the 483rd Bomb Group in flight. Image supplied from the files of Harry D Whye, 483rd Bomb Group via American Air Museum

Finally, the end of the day marked a rather somber event, the deactivation of the 483rd Bombardment Group Association. For the last few decades, the association has been gathering for reunions preserving the history of their work and passing memories on to the next generation. The association, however, is finally coming to an end as their numbers continue to dwindle with the passing of members each year. During the presentation, a slideshow was played which featured several photos from reunions over the years. It was easy to note that each subsequent photo possessed fewer and fewer members; either because some couldn’t make it or others had flown west, figuratively speaking.

The members who could attend the event sat in the front rows of the seating of Hangar 2, the Century of Flight hangar, located next door to Hangar 3. At one point, the members were asked to raise their hands, and approximately 10 were raised. During the ceremony, four individuals in uniform came onto the stage and rolled up the 483rd Group’s banner, signifying the end of the association and the bombardment group after so many years.​

The capstone of the event was Dr. Donald Miller, author of “Masters of the Air”, who gave a lengthy speech, recounting different stories of 483rd members as well as tales of his own travels while visiting England doing research. One noteworthy story he told was that of an orphan who had more or less been adopted by an English family during the war. He flew off on a mission, didn’t return, and was presumed dead, only for him to return some years later after the war had ended. He had crash-landed during his mission and was in a POW camp until liberated by the Allied Forces. The ceremony came to an end with a Q&A with Dr. Miller.​

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[DaveM]

B-17D “The Swoose” Update

Back in April, the National Museum of the U.S. Air Force (NMUSAF) announced that they would resume the restoration of Boeing B-17D Flying Fortress 40-3097, nicknamed The Swoose, one of the most storied survivors of its breed. Being the oldest intact Flying Fortress extant, this is both a restoration and conservation project. Scott Thompson of AeroVintage stopped by the museum and produced the following report.​

This may well be the final display configuration for “The Swoose” when it emerges from the NMUSAF restoration shop circa 2031. While some are disappointed it won’t be displayed as a combat B-17D, it is historically correct to have it appear as it did at the end of its AAF service in 1945. Not a bad-looking airplane. (USAF photo)

By Scott Thompson of Aero Vintage

The sole remaining early “shark fin” B-17, B-17D 40-3097, is in the initial stages of a restoration or, probably better put, reassembly and preservation at the shops of the National Museum of The United States Air Force (NMUSAF) at Wright-Patterson AFB in Ohio. This is exciting for anyone familiar with the history of this B-17D, best known as The Swoose, as it will finally be reassembled and put on display after nearly seventy years of storage by the National Air Museum, later the National Air and Space Museum, and finally by the NMUSAF. I had the opportunity to visit the airplane and spent some time looking at it in detail. There is much to look at.​

As can be seen, there is a long road ahead to put the airplane back into the condition represented by the photo above this one. The nose map and markings skin was removed in 2010 or so in the early restoration effort. It is being reattached with the decision now made on the display of the B-17D. The nose flags and markings were altered when the airplane received a hastily-applied camouflage scheme in March 1946 prior to it going to the city of Los Angeles. It has not been announced yet how the nose markings will be restored…or just preserved.

First off, though, it is the announced intention of the NMUSAF to restore the B-17D to its last wartime configuration…that of a VIP transport for Gen. George Brett who was the commander of the Caribbean Defense Command and Panama Canal Department from November 1942 until April 1945. When this intention was first announced back in April 2023, it was received with some disappointment among many B-17 enthusiasts.

There are really three points of this aircraft’s history that represent important historical milestones: a factory-fresh natural metal finish B-17D off the assembly line, the B-17D as it served as a combat bomber in the first month of World War II in the Pacific, or as the VIP transport. Given the trend of many museums to preserve rather than destroy historical artifacts, the decision was made to return 40-3097 to its last configuration as a transport.​

Most of the hastily-applied olive drab paint on the upper surfaces has worn away by years of outdoor storage, leaving deteriorated aluminum alloy skin. However, it appears that this skin is mostly in good enough condition to be polished back to good display condition. The left lower nose skin is a replacement for corroded skin done back in the 2009-2010 period. The lower surfaces bear the faded remnants of black paint.

Indeed, much of the airplane changed from its delivery at Boeing Field in April 1941 (one of only 42 B-17Ds built) until its retirement to Kingman Field in December 1945. To undo those modifications made through the years would have destroyed some basic history of this B-17. So, I for one, am content with the decision by the NMUSAF. Among other things, it will make the reassembly much easier to accomplish. Most of the components are on hand, and the documented transport interior will be restored or recreated as needed.​

Another markings challenge for the NMUSAF staff will be the emblem on the aft fuselage which I think is original. Should it be restored or conserved the way it is? The crew and other signatures on the skin were added in 1946 when the plane went on display at Los Angeles. They too are historic. The early position of the main cabin door, the early waist gun position, and the remnants of the black undersurface paint applied in 1946 are evident.

The finish will return to the natural metal finish of 1945 prior to it going on display as a war memorial at Los Angeles in 1946. A major challenge of the NMUSAF team will be what to do with the distinctive markings on the airplane, many of which it wore in the last months of its service, some of which were added prior to it going on public display in 1946.

Especially notable among these are the flags and markings on the right side of the nose. When initial work was done on the B-17D by the NMUSAF back in 2009-2010 (before work was sidelined by the restoration of B-17F 41-24485 Memphis Belle, the mindset at that time was to restore the bomber and the nose skin was removed with the flags and markings intact. The nose was going to be reskinned and, in fact, the skin on the left side of the nose was replaced. However, with the change of direction to preserve instead of restore The Swoose, that removed skin with the flags and markings has been reattached back in position…not yet riveted but held in place by clecoes.​

The notable history of this particular B-17 won’t be recounted in detail here. It is covered elsewhere, one good source being Final Cut: The Post-War B-17 Flying Fortress and Survivors. Suffice it to say that, briefly, it was on hand at Del Monte Field in the Philippines on the first day of the war, avoiding destruction by not being at Clark Field near Manila. It fought with the meager remainders of U.S. air power through the first month of the war, being badly damaged several times. Known then as Ole Betsy, the worn-out B-17 was withdrawn from service after January 11, 1942, barely five weeks into the Pacific war. It was rebuilt as a transport and served General Brett from then on until the war ended. In December 1945 it was sent to Kingman for scrapping, but was saved as it was claimed by the city of Los Angeles for use as a war memorial, helped along by its wartime pilot, Frank Kurtz, who pretty much arranged the whole thing. It was in excellent VIP transport condition at Kingman and was put back into flying condition. However, Kurtz and team did not want The Swoose displayed as a transport, so it was first flown to March Field near Riverside, California, and quickly repainted with olive drab upper surfaces and black (?) lower surfaces (perhaps no neutral gray paint available?) with early Air Corps insignia.

It was then delivered by Kurtz to the city of the Angels in early April 1946. It was nominally displayed in Los Angeles for three years and then, with a sense of relief, turned over to the National Air Museum. It was put back into flying condition, again by Kurtz, and flown first to what is now O’Hare Airport in Chicago and stored, and then on to Pyote, Texas, in 1950 and stored, and finally on to Andrews AFB in Maryland, in 1953. It was then disassembled and stored, once again, and not seen by the general public since. The NMUSAF got it in a trade with the NASM in 2008, and now, fifteen years later, it is receiving some much-deserved attention.​

Three of the four engines lined up nicely on pallets awaiting attention. Note the cowl flaps…the B-17D was the first Fortress to be fitted with such things. Remnants of the camouflage paint adorn the cowlings.

The NMUSAF is expecting a seven-year restoration…er, preservation…project, so it might go on display circa 2031 at the museum. That seems a bit long given that most of the airframe components are on-hand and available. The transport interior will be challenging, no doubt, but it is presumed all the available wiring, cabling, and other systems will only be preserved and not replaced. The engines will require at least a cosmetic cleaning and completion for a static display. The narrow chord ‘broomstick’ propellers of the early B-17s will also be fitted.

Seven years is a bit down the road before it might be on display, and lots can change in seven years. Nonetheless, the NMUSAF now has a firm plan for B-17D 40-3097 and we all will watch with much anticipation as it comes back together.

I need to thank the gracious staff of the NMUSAF for arranging this visit to see the airplane. For more information on the project, visit this dedicated page at the NMUSAF website.​

Very nice to see the distinctive shark fin tail and rudder fitted to the fuselage. The rudder has been freshly covered in new fabric and the vertical stabilizer polished out.

*And, I’ll recommend two other fine sources that address B-17D 40-3097 in some detail (besides Final Cut, of course): The first is the 1993 book The Swoose: Odyssey of a B-17 by Herbert S. Brownstein which is devoted to the history of this airplane. The second is Fortress Against the Sun: The B-17 Flying Fortress in the Pacific by Gene Eric Salecker. Both are excellent in telling the story of the airplane in the first case and the times in the second case.​

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

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[DaveM]

New Library – Help Wanted for Moorabbin Aviation Museum, Australia

The Moorabbin Air Museum, Australia, is embarking on its biggest project in its 60 year history. Situated at Moorabbin Airport in the South Eastern suburbs of Melbourne, Victoria, the Museum has one of the most significant collections of aircraft and engines in the country. As well as the most comprehensive collection of Australian designed and built aircraft, the museum is also keen to provide public access to a number of aircraft on display, allowing visitors inside cockpits and cabins where possible. (Open year round with only a few exceptions details of the hours and ticket prices can be found here.)

The Museum was recently granted additional land opposite the existing site, which allows for all aircraft to be finally undercover for the first time. In addition, the plan includes the construction of a purpose-built three storey archive, research and library facility.

A model of the proposed museum display hangar. While archives are not as visually appealing, they are just as vital. [photo by James Kightly]
Ewan McArthur, General Manager of the museum, explains:

“The Museum holds one of the biggest collections of aviation archival material in the Southern Hemisphere, with books and documents going back as far as 1876, and including some incredibly rare material. We need this building especially so as to create a hub for students, historians, authors, researchers and more, where they can come in, view materials in the reading rooms and order copies as required.”

“Our current Library and Archive area is in dire need of an upgrade, to say the least! Cold, leaky and most items in deep storage. It lacks the necessary resources and modern technology to meet the growing demands of our collection, which is now one of the biggest aviation resources in the Southern Hemisphere.

“With your help, we can create a modern and innovative Library, Research and Archival Centre that will be a valuable resource for the Museum and for researchers worldwide for many years to come.
Our goal is to create a Center that offers cutting-edge technology and resources to help researchers, historians, engineers, students and aviation enthusiasts gain access to information, research, and education going back over 100 years. We envision a center that provides a welcoming and inclusive environment for all members of the community.

“To make this vision a reality, we are seeking donations from people like you. Your contribution will help us acquire the necessary resources, materials, and technology to create a state-of-the-art Library, Research and Archival Center.

“Your donation will help us to:

• Upgrade our technology to provide better access to digital resources
• Create a space that is welcoming and accessible to all members of our community
• Host educational programs and events for our community members
• Preserve historical artifacts and documents for future generations
• Continue with the digitisation, cataloguing and preservation of our extensive library which already consists of over 1,300 boxes of documents, books and ephemera, nearly 500,000 microfiche drawings of aircraft records from Commonwealth Aircraft Corporation, an extensive archive of Ansett Australia, and tens of thousands of photos, bromide slides, film, and much more.

“We believe that a modern and innovative Library, Research and Archival Centre will be an asset to not just our community, but many other museums and individuals around the world, and we hope that you will join us in making this a reality. Your donation, no matter how small, will go a long way towards helping us achieve our goal.”







Just some of the archive treasures the museum want to make safe and accessible. [photos by Moorabbin Aviation Museum]

“It is also incredibly important to get these materials into a protected, controlled environment where they won’t suffer from external elements. The total cost of the building is $1.5m however we are starting in smaller blocks and the current phase is for $250,000. donations over Au$2 are tax deductible (for Australian tax payers) and there are opportunities for corporate naming rights to rooms or the whole facility.”

The link to GoFundMe is New Library and Research Centre, organized by Australian Aircraft Restoration Group

[Ewan adds a note: For Australian tax payers, as the Museum is a charity, anything over Au$2 is tax deductible. The Museum is incredibly grateful for all the support shown so far. There is so much ahead of us with the new facility plans, the donations coming in now help us move a lot of restoration projects forward. Many people have asked if they can donate via online banking – and the answer is absolutely! Here are the details: ANZ – Australian Aircraft Restoration Group, BSB 013-323, Account 496335751. Be sure to include your name as a reference ie NAMEDONATION so we can issue receipts to you. Thank you for your support!]

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[DaveM]

RNZAF FG-1D Corsair Flies Again

Via Historical Aviation Film Unit

On September 1st, the ex-RNZAF FG-1D Corsair NZ5648, previously owned and operated by the Old Stick and Rudder Company flew from Hood Aerodrome in Masterton to Omaka Aerodrome near Blenheim. The aircraft has not been seen in the air for a number of years and Kiwi fans of the aircraft feared it may never see the wind beneath its wings again. However, the Corsair is now at Omaka Aerodrome under the attentive care of JEM Aviation, and over the next few weeks will be undergoing a thorough schedule of maintenance to ensure it’s ready for the upcoming New Zealand airshow display season.​

Photo: Alex Mitchell, Historical Aviation Film Unit

The aircraft was constructed as an FG-1D by Goodyear and taken on strength/charge with the United States Navy with BuNo 88391. On August 17, 1945, it was taken on strength/charge by the Royal New Zealand Air Force with s/n NZ5648.

Royal New Zealand Air Force Corsair fighter planes flying over Guadalcanal, Solomon Islands, during World War II. Photographed in 1944 by an unidentified photographer. Photo via National Library of New Zealand

In 1942, the threat of attack seemed real, the city of Darwin was bombed, New Guinea invaded and Japanese reconnaissance aircraft overflew Auckland and Wellington. The New Zealand Government hurriedly formed 488’s battle-experienced pilots into the RNZAF’s first fighter unit, the No. 14 Squadron. As the British Government was unable to supply the aircraft needed and requested by New Zealand in 1942, negotiations between the United States and New Zealand Governments took place, and a Mutual Aid Agreement (Lease/Lend) was signed. The RNZAF then began to receive supplies of Corsairs. n total there were 237 F4U-1’s and 127 F4U-1D’s used by the RNZAF during the WWII.

This first flight was a sanctioned ferry flight to reposition the aircraft from its previous location in Masterton to an airfield with an appropriate engineering base. According to the Historical Aviation Film Unit, it appears that Auckland businessman Mike Jones has purchased the aircraft and that he has every intention of keeping the aircraft flying in New Zealand.

For video and more details on this exciting development, click the video below. Make sure to visit Historical Aviation Film Unit, for more historic aviation videos.​

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[DaveM]

Reno Racer “Miss Van Nuys” Returns to The Air

By Adam Estes

One of the most recognizable aircraft of the Reno Air Races, P-51D 44-74423 Miss Van Nuys (Race #64) has just recently undergone a four-year overhaul at Fighter Rebuilders in Chino, California. Flown by pilot and businessman Clay Lacy for over 50 years, the purple Mustang is now flying again as “Plum Crazy” with its new owner, Vicky Benzing, maintaining a long-lasting legacy into the foreseeable future.​

A really meaningful photo by Adam Estes. Vicky’s all suited up, while Clay Lacy and Stve Hinton Jr are watching on.

The story of Miss Van Nuys begins like thousands of her compatriots in Inglewood, California, the location of North American Aviation’s headquarters. Accepted into the US Army Air Force as 44-74423, this Mustang stayed in the continental United States and led a largely uneventful postwar life in the newly independent US Air Force until it was transferred on August 11, 1950, to the Royal Canadian Air Force (RCAF), where it would spend much of the 1950s at such bases as RCAF Station Sea Island, British Columbia and RCAF Station Trenton, Ontario. On July 21, 1958, the aircraft was sold off to Intercontinental Airways of Canastota, New York, an outfit run by James Defuria, who bought several surplus RCAF Mustangs to be sold in the United States, though the aircraft would be officially stricken off charge with the RCAF until August 14, 1959.

It was with Defuria that RCAF 9595 was issued with its first civilian registration number, N6517D. After a series of successive owners across the US, the plane returned to California in 1964 as NX182F, and was acquired by California Airmotive Inc., run by aviation businessman Allen Paulson at Burbank Airport. It would be at this point where this Mustang, flown by Paulson’s friend and United Airlines pilot Clay Lacy, would become a fixture of one of the largest events in the warbird community, the Reno Air Races.​

Established by pilot Bill Stead in 1964 outside Reno, Nevada, the Reno Air Races have since hundreds of both stock and modified surplus aircraft of WWII compete in pylon racing in the Unlimited category. Though many, many P-51 Mustangs would race at Reno over the next 59 years, none were all purple like Clay Lacy’s Mustang, and it received that iconic purple scheme as a result of a shipping error. Among the many planes that Allen Paulson would trade during the early 1960s, were three second-hand Lockheed Constellations, which were intended to be used for a non-scheduled airline that would fly passengers from the West Coast to Hawaii. As such, it was decided that the Connies would have a purple cheat line down the fuselage to represent the orchid flower. Unfortunately, the order for 50 gallons of purple paint was misinterpreted as 1,500 gallons of paint! Lacy and Paulson decided to make the most of the extra paint by using much of it on the newly acquired Mustang.​

Lacy would place third at the first Reno Air Races in 1964, starting the first in a streak of third-place winnings at Reno lasting from 1964 to 1969. This streak would end in 1970, however, when Clay Lacy flew Race 64 to become the National Champion at Reno. Over the next 50 years, N64CL and Lacy would become fixtures at airshows and air races, with no mistaking them for another plane and pilot given the all-purple paint job, or the stuffed character of Snoopy that Lacy would take with him in the cockpit. The aircraft’s name also changed several times over the course of Lacy’s ownership, from “Miss Lois Jean”, to “Miss Santa Barbara”, and its most famous name “Miss Van Nuys”. In 2014, N64CL was on display at the flight line at Reno, making it one of several racers from the original 1964 that started it all in attendance.

In 2019, after owning the aircraft for over 50 years, Clay Lacy placed the Mustang on sale. In an interview for Air Classics, Lacy said, “It is amazing to me that I have had that Mustang for nearly six decades. We have gone through a lot of adventures together, however,… I decided to advertise the aircraft through Bob Hannah Aviation.” Lacy wouldn’t have long to wait for a buyer, who turned out to be longtime friend and fellow pilot Vicky Benzing. Benzing, who has a PhD in Chemistry and is an internationally renowned air show performer, racing pilot, and skydiver, thrills audiences with her modified Boeing-Stearman PT-17, and is now set to fly Race 64 in future airshows. Not long after she bought the aircraft from Lacy, Benzing flew it to Chino to be worked on at Fighter Rebuilders’ shop, where after four years of dedicated work, the team at Fighter Rebuilders capped off the complete overhaul of Race 64 with its post-restoration flight on August 31, with a new name; Plum Crazy.​

With the final air races at Reno scheduled for September 13-18, it seems likely that Race 64 will make an appearance at the show. There is perhaps no more fitting venue for its post-restoration public debut, and it is good to know that Race 64 will continue to be active for years to come.​

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[DaveM]

Museum’s Artist-in-Residence Shares Insights Blending Tradition and Tech

Press Release

The Museum of Flight in Seattle, Washington recently launched an artist in residence. This program seeks to bring the worlds of art and aerospace together in a unique experience for visitors to the museum.

On Sept. 9, the Museum’s first Artist-in-Residence, Harriet Salmon, will share insights about the sculptures she created during her June Residency. Salmon’s artwork blended aircraft structures with traditional woodcraft techniques that have been used in England and the Northeast. The 2 p.m. presentation will be in the Museum studio where her sculptures are on view until Jan. 2024. Salmon will talk about how her techniques and materials have been used historically, and how technology, aerospace and aeronautics have influenced her art. The program is free with Museum membership and included with general admission.​

Three of Harriet Salmon’s sculptures in the Museum’s Artist-in-Residence studio. Images: Ted Huetter/The Museum of Flight.

ART+FLIGHT

This program with Harriot Salmon is part of the Museum’s six-month Art+Flight project. Art+Flight is a museum-wide, community-focused celebration connecting the region’s vibrant arts scene with its rich aerospace history. Art+Flight offers sculpture, painting, photography, installation, new media and community events to realize our feelings, enhance our perceptions, and remind us of the awe and joy of flight through the materiality of art.​

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[Vector]

Clay Lacy , is a JERK and a liar.

 

[DaveM]

New Interactive Women Answer The Call Exhibit Opening at The Yankee Air Museum

PRESS RELEASE

The Yankee Air Museum offers a private tour of its new interactive Women Answer the Call exhibit for media on Friday, September 8th beginning at 9:30am. Participants should report to the Museum at the Willow Run Airport located on 47884 D Street, Bellville, MI. Please park on the south side of the building off D Street, which is the staff entrance. To reserve your spot, contact Julie Osborne at 734- 219-5453 or [email protected].​

After 18 months of development and construction, the Women Answer the Call exhibit celebrates the history of what happened at Willow Run during World War II when women left their homes to work in factories supporting the war effort. Visitors will get a glimpse of local Rosie the Riveters that went to work in the Ford Willow Run Bomber Plant in Ypsilanti. Guests will learn about the many roles women played in the war, both in industry and military, see fascinating artifacts from local families, and partake in a hands-on riveting demonstration. The Media Day tour will also include Yankee Air Museum’s Tribute Rosies and Original Rosies who worked at the Bomber Plant and other factories in Detroit during the war.​

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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]

Shuttleworth’s Mongoose And Tomtit Revival

By James Kightly, Commissioning Editor

The Shuttleworth Collection, Biggleswade, Bedfordshire, UK, has a number of genuinely unique surviving aircraft, and some of those are powered by the only working example of the engine type. Such is the 1928 Hawker Tomtit RAF trainer and its rare Armstrong Siddeley Mongoose five-cylinder radial engine. Both the engine and aircraft are the only surviving active examples, anywhere.​

In 2018, the aircraft was grounded after issues were found with the Mongoose engine. While the cylinders of the engine are the same type as the 300 – 400hp 14-cylinder Armstrong Siddeley Jaguar engine, parts for these 1930s era engines either are rare to non-existent, of course. Shuttleworth Engineer, Gareth Rutt, spent the last four years rebuilding the engine so this unique combination could fly again.

During this time the master rod has been re-white metaled, together with the manufacture of a new cam pack, magneto drive gears and new tappets. The carburettor and oil pump have undergone an overhaul and all other parts have been cleaned, measured and refitted along with an engine rebuild. The Tomtit flew again on 16 June 2023 at the hands of Chief Pilot Paul Stone, precisely five years after its last air show appearance.

After the flight, and further checks and paperwork, the aircraft, painted as K1786, and registered as G-AFTA, was given the required release of a Permit to Fly, and it featured in the Carnival Air Show at Shuttleworth’s grass airfield at Old Warden on Sunday 6 August, and the September opening show.​

A Detailed Engineering Insight

We reached out to the collection to share with us a more detailed rundown of the work undertaken on this unique engine. Matthew Chapman, Airworthiness Support Engineer at Shuttleworth shared the following details:

“Before the engine rebuild, the Hawker Tomtit last flew an air display at Shuttleworth on the 16th June 2018. Two days later the aircraft was brought in to the Engineering Hangar at Old Warden for its routine ‘Annual Inspection and Maintenance’. During the inspection the oil filters were checked and we found excessive white metal particles. It’s not uncommon to sometimes find particles, but this was too much to ignore and the decision was taken to remove the engine from the airframe and strip it down for investigation. Being white metal, we suspected the big end bearing shells, and so it turned out to be. The ‘white metal’ on bearing shells of this kind acts as a hard wearing surface so when it starts to degrade you run the risk of overheating and engine seizing.

“As with all our engine rebuilds we do the work ‘in-house’ using our team of experienced engineers. We have the capabilities to do a lot of work and we have our own machine shop, but some items we knew we would probably have to engage external sub-contractors.

“The Tomtit is powered by the last remaining airworthy Armstrong Siddeley Mongoose seven-cylinder radial engine dating from the 1920s (approaching 100 years old). We have some spares (and one spare, static, engine) but not very many spares, so we knew this would be a challenging project. (According to the records we have it is a Mongoose IIIC, a military version based on the Mk IIIA.)

“And so began the complete disassembly of the engine. With the engine disassembled, we began the task of inspecting all components and measuring those against the ‘Schedule of Fits and Clearances’ from the ‘Instruction Book for Armstrong Siddeley Radial Aero Engines, Mongoose IIIC later type’.

“Following this work, we identified a number of components or sub-assemblies which were worn beyond the book limits, or were visually worn, or in generally poor condition and required replacement. At this time, the engine had done a total of 759 hours and 45 minutes, with 48 hours and 25 minutes since the last overhaul. The aircraft operates on a ‘Permit to Fly’ here in the UK and is under the control of the Light Aircraft Association. Working with the LAA, we had to apply for some approved modifications in order to manufacture new parts. These were as follows:​

• New inlet and exhaust valves to be manufactured under an approved modification, as no spare parts were available and the original material is now obsolete. Modification required for the change to a modern material. This all went quite well.​
• New tappet shafts were required to be manufactured under an approved modification to take into account the use of modern materials. Again, this all went quite smoothly.​
• New steel cam gears (for driving the cam drum) and bevel gears (for driving the ignition magnetos) were also required to be manufactured under an approved modification to take into account a change to modern materials. This became more troublesome, see below.​

“This process was going quite smoothly until the coronavirus pandemic hit us in April 2020, although it had been over 18 months since the start of the project – so you can see how much time is involved. The pandemic and the various lockdowns we experienced in the UK delayed things further. Our working time was reduced in 2020 and 2021 and various other things took priority: such as re-opening the site, and trying to do ‘drive-in airshows’ when we were allowed to try and bring some cash back in to The Collection.

“Also during this time we had real problems with the company making the gears for us. The bevel gears in particular were hard to have drawn up into a CAD model, and then they were difficult to manufacture. The company we were using had an engineer sadly die during the pandemic, and another retired (or left the company) and eventually the machine they used to cut bevel gears broke down. As they didn’t have enough other work for it, they opted to decommission it, so they couldn’t complete the job! We had to start almost from scratch and engage with another company who could make the bevel gears. Luckily they turned out to be good, and once we had received all the new parts we could begin reassembly.​

A fascinating period still from a Royal New Zealand Air Force gun camera training film showing a Tomtit in flight. [Photo Air Force Museum of NZ, from the FC Fennessy personal collection.]

“In the meantime we did a lot of other work in-house, like overhauled the carburettor, the oil pumps were overhauled, and new ignition cables made, etc. The big ends were re-white metalled by a supplier and the con rods were re-used. All the cylinders were worn beyond limits, so we used cylinders from our spare engine. That means that next time we will have to have new cylinders made, as we now have no spares whatsoever!​

This time-lapse video captures the moment when the world’s only Armstrong Siddeley Mongoose engine was fitted into the world’s only Hawker Tomtit. [video by The Shuttleworth Collection]

“The final assembly of the engine was done during 2022 with the first engine runs in November 2022. Over the winter of 2022 – 2023 we then had the task of submitting all the paperwork to the LAA, in order for them to grant us a ‘Permit to Test’ to allow Paul Stone, our Collection’s Chief Pilot to conduct a test flight. The first test flight was twenty minutes here at Old Warden on 16th June 2023. Since then, it had further testing and subsequent inspection of the new components and of the engine more generally. So far so good, and she has now completed displays in two airshows this summer and is due to display again here on Sunday 3rd September 2023.”​

The Hawker Tomtit’s History

The Hawker Tomtit was an inter-war British trainer aircraft, designed by Sydney Camm (of later Hurricane fame) to replace the old Avro 504s still in service in the mid 1920s.​

A Royal Canadian Air Force Tomtit, the number ‘140’ just visible on the rear fuselage, at Brooklands before delivery. [photo: BAE Systems Box 69/1263]

Despite building a batch for evaluation, the trainer the Royal Air Force (RAF) chose was the Avro Tutor (the sole surviving example of which is also in the Shuttleworth Collection!) so ultimately only 36 Tomtits were built for the RAF, and production and ex-RAF examples being civil registered for test work and private owners. Two went to Canada for the Royal Canadian Air Force and four to the Royal New Zealand Air Force.​

A line up of three New Zealand based Tomtits at RNZAF Station Wigram, which is now the location of the museum. Closest is ’52’ with pilot climbing into cockpit. [photo Air Force Museum of NZ]

It would have been nothing more than a footnote in history, if famous race and test pilot Alex Henshaw hadn’t managed to obtain Tomtit, civil registered as G-AFTA in 1941, during the war while test flying production Spitfires as his ‘commuting’ aircraft. He had it fitted, bizarrely, with a Spitfire windscreen. G-AFTA was, in fact, the last Tomtit built, as K1786, and had been sold to the civil market in 1935.​

Neville Duke in the rear cockpit of the Tomtit. Note the Spitfire windscreen and non-standard headrest. [photo: BAE Systems]

Sold postwar for £250, it was used for glider towing before being bought in 1949 by Squadron Leader Neville Duke, another famous record and test pilot, who flew it in several air races and displays before he sold it to Hawker Aircraft Company in 1950, joining their airworthy Hawker Hurricane and Hart. When Hawker’s divested themselves of their flying historic aircraft collection, the Hurricane stayed airworthy with the Battle of Britain Memorial Flight, the Hart being grounded at the RAF Museum (which opened in 1972) and the Tomtit going to the Shuttleworth Collection.​

The Tomtit when still in the Hawker ‘House Colors’ of blue and gold, at Old Warden in 1964. [photo Tim Badham]

Flown in Hawker’s house colors of a sharp blue and gold civil scheme, in 1967 it was returned to its original military scheme by Hawker Siddeley. It has been operated by The Collection from Old Warden, ever since, though, as well as the recent grounding for the aforementioned engine rebuild, it was grounded for several years after an accident at the Air Fete at RAF Mildenhall in 1985, when, landing on a temporary grass ‘runway’ it hit a hidden obstruction, with the propeller and undercarriage being smashed.​

Shuttleworth’s Tomtit after coming to grief at a Mildenhall Air Fete airshow in the 1980s. Repairs proved unexpectedly troublesome. [photo James Kightly]

While the undercarriage repair was relatively straightforward, finding another propeller of the necessary rigidity proved a problem, with the replacement propeller flexing significantly out of true. This was found to be due to harmonic vibration between the engine and propeller. Much experimentation and even appeals to the public for video showing the propeller ‘in action’ prior to the accident failed to resolve the problem. It was eventually solved by Hoffman of Germany who provided one with the hub made of compressed beech veneers with spruce laths spliced in towards the tips, then covered with a carbon fiber and epoxy coating with an integral leading edge.

In the early 2010s, the aircraft underwent a major overhaul and re-fabric, with then Chief Pilot ‘Dodge’ Bailey taking the Tomtit aloft for its first shakedown flight after complete restoration, on 19th June 2014. Without the details being recorded, it would be all too easy to just assume the Tomtit and its Mongoose engine was ‘just ‘part of the scenery’ at Old Warden, and ticked along year in, year out – while in reality it only flies thanks to generations of dedicated workers and their ingenuity.​

The Hawker Tomtit G-AFTA undergoing restoration and displaying construction details at the 2013 Shuttleworth Uncovered event. [photo: TSRL on Wikipedia.]
The Mongoose Engine

The Armstrong Siddeley Mongoose of 125 hp is a left-hand tractor air cooled static radial. The five cylinders have a bore of 127 mm (5 in) and stroke of 140 mm (5.5 in). The normal RPM is 1620, with a maximum of 1780. The brake horse power at normal RPM was 125, at maximum, 150. The cubic capacity is 8,868 cc, and the fuel consumption 7 gallons per hour. The weight is 337 lbs, giving a weight to power ratio of 2.7Ibs per hp.​

The design was a medium-power five cylinder engine of similar design to the company’s successful Jaguar and Lynx engines. It has the same bore and stroke and many of its parts are interchangeable with those two other engines. They are the cylinders, pistons, piston rings, gudgeon pins, valves, valve springs, rocker gear, push rods, tappets, tappet guides, and propeller boss. The cylinders are of composite construction and comprise aluminium (being British!) heads, head locking rings, steel barrels and barrel locking rings. Steel sockets accommodate the cylinders in the crankcase.​

As well as the Tomtit, the Armstrong Siddeley Mongoose was used in the Avro Gosport; Fokker S4; Avro 504N; Handley Page Gugunc (the sole example built surviving in the Science Museum collection); the Australian twin-engine Lasco Lascondor transport and the Swedish Svenska Aero Falken.

Thanks

We would like to thank Matthew Chapman, and the Shuttleworth Collection, for enabling an insight into what is required returning a unique engine and aircraft type to the air. The Collection always appreciates support, and the main supporting organisation is the Shuttleworth Veteran Aeroplane Society, which both fundraises for the collection and shares these levels of insight with interested enthusiasts through their excellent magazine ‘Propswing’, plus other ‘perks’. You can join the SVAS here.​

The Shuttleworth Collection’s Hawker Tomtit being walked back at the end of another successful flying display in the 1990s – thirty years ago now! [photo: James Kightly]

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[DaveM]

Florida Power & Light Donates $20,000 to Support Naval Aviation Museum’s Homeschool Academy

PRESS RELEASE

The Naval Aviation Museum Foundation (NAMF) is delighted to announce a recent contribution of $20,000 from Florida Power and Light Company (FPL) towards the museum’s new Homeschool Academy. The check presentation ceremony took place on the base this morning.

Homeschool Academy: The Museum Classroom was initiated by NAMF in January 2023, with a focus on families homeschooling children aged 5 to 18. FPL’s generous grant will enable NAMF to extend the program’s reach throughout the entire school year, benefiting the homeschooling community.

“We’re profoundly thankful for this contribution. FPL’s generosity empowers us to provide hands-on STEM activities and unique museum tours to our growing local homeschool community year-round,” said Dianna Hayden, Director of Education for NAMF.​

Every quarter, FPL collaborates with nonprofit organizations in Northwest Florida through the NextEra Energy Foundation, directing contributions to programs aligned with the company’s business objectives. One such objective, named “Opportunity,” focuses on endorsing educational initiatives that eliminate barriers to growth and foster the development of future leaders in the state.

J.T. Young, VP and General Manager of FPL’s Northwest Florida region, expressed the company’s pride in participating as a community partner and supporting the expansion of the Naval Aviation Museum Homeschool Academy’s STEM curriculum.

“We are thrilled to support their crucial work by offering essential financial resources for acquiring necessary equipment and supplies. This assistance will aid them in delivering a hands-on, interactive learning experience for homeschooled students,” Young said.​

Photo via National Naval Aviation Museum

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[DaveM]

Duxord Battle of Britain Airshow 2023

By Charlotte Bailey

Although summer may be drawing to an end, Imperial War Museum Duxford invites aviation enthusiasts to ‘step back into summer 1940’ for the final show of the season at its iconic aerodrome in Cambridgeshire, UK.

The former RAF site ‘played a leading role in some of the most dramatic days in 20th-century history’, serving as a base for many of the Spitfire and Hurricane pilots to serve during the conflict. Its squadrons took to the air twice on ‘Battle of Britain Day’ (15 September 1940) to repel Luftwaffe attacks aimed at London, and from April 1943 was also home to members of the United States Army Air Forces (USAAF).​

Re-enactors with aircraft at Duxford’s Battle of Britain Air Show. (photo by Dave Layland)

Paying tribute to their fighting forebears, a multitude of Spitfires and Hurricanes will be participating in a flying program packed with action. Although organizers note they are ‘on the countdown to see just how many Spitfires will join our famous Duxford Spitfire flypast, a spectacle never to be missed,’ several examples of Supermarine’s iconic airframe are already confirmed to be participating. These include IWM’s only airworthy addition to their collection (Spitfire Mk.1a N3200), D-Day Veteran ML407 (‘The Grace Spitfire’) and photo-reconnaissance Mk.X1 PL983.​

‘Perhaps the most famous of all Spitfires still flying today’, Mk.1Xb MH434, will also feature in the flying program. Built in 1943 and first flown by test pilot Alex Henshaw, she became a favorite of the airshow circuit in the capable hands of Ray Hanna from 1983 and is still flown by the Duxford-based Old Flying Machine Company, which he founded. MH434 is one of the only airworthy Spitfires to never have been completely rebuilt.

Four Hurricanes will also take to the skies (including the world’s only airworthy two-seater, White Waltham-based Mk.IIb BE505 ‘Pegs’), facing off against two Hispano Buchons. Representing Duxford’s American heritage, two North American Mustangs and a Republic P-47D Thunderbolt will be joined by Europe’s last airworthy B-17 Flying fortress, ‘Sally B’.​

The world’s only airworthy two-seat example of the famous Hurricane. Known as ‘Pegs’, it is named after the wife of Flight Sergeant C. Bryce Watson who flew the original aircraft.

A new arrival to the airshow circuit in 2023 is Lockheed 12A Electra Junior G-AFTL: having completed its first post-restoration flight from Sywell, Northamptonshire, in March of this year, the aircraft is believed to be one of the world’s most historic photo-reconnaissance aircraft still in existence today.

From the RAF Red Arrows to biplane fighters (such as the Hawker Nimrod and Gloster Gladiator), the show promises something for everyone. Although all flying acts are subject to weather conditions and serviceability on the day, plenty of entertainment will be in full swing on the ground: ranging from live music and entertainment, living history groups, a traditional steam fair, and static vehicle displays. Entry to IWM’s extensive museum collection is also included. Tickets for both days are available in advance and can be purchased via THIS LINK.​

Two of the three Supermarine Spitfire Mk.Is on hand at Duxford. (photo by Luigino Caliaro)

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[DaveM]

Last Chance for a B-17 Ride in Port Clinton This Year

PRESS RELEASE

Experience a multi-sensory and immersive adventure by taking a ride on a WWII B-17 Bomber this Saturday, September 9th t at the Liberty Aviation Museum located at 3515 East State Road, Port Clinton, OH. This will be the last opportunity this year for those in the Port Clinton area to take a ride on the iconic WWII aircraft. With only three flying B-17s in North America, this opportunity is truly a rare chance to experience history in flight. The B-17 Flying Fortress was a heavy four-engine bomber in the US Army Air Force during WWII and was noted for its dangerous daylight missions over Germany.​

The flight is a 30-minute experience and costs $525.00 per person. Once airborne, passengers are able to move to other positions in the aircraft including the nose, flight deck, bomb bay, radio room, and waist gunnery section. Celebrate flight with this once-in-a-lifetime experience. Rides occur from 11:00 am until 1:00 pm and you can reserve a seat by ordering online at Historic Plane Rides | Yankee Air Museum | Southeast Michigan or walk up to see if any seats are available.​

About Liberty Aviation Museum: Established in 1991, the Liberty Aviation Museum is a non-profit 501 (c) (3) organization. The Liberty Aviation Museum’s mission is to provide an adequate organization for historians, aircraft and vehicle preservationists and collectors interested in encouraging internationally the acquisition, restoration, operation, preservation, public education and display of historic aircraft, vehicles and related items. Visit www.libertyaviationmuseum.org for more information.

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]

Avspecs Latest de Havilland Mosquito Project Report

By Dave Homewood

I made a visit on Wednesday the 30th of August to Avspecs Ltd at Ardmore Airport, Auckland, New Zealand, to catch up with Warren Denholm and the team who are working on their fourth de Havilland DH98 Mosquito airworthy restoration project.

This Mosquito was built by de Havilland Australia at Bankstown, Sydney, Australia, for the Royal Australian Air Force. Originally planned to become an FB.40 fighter-bomber version (essentially the Australian-built equivalent of the very successful FB.VI) it was given the RAAF serial number A52-20. However, the decision was made to convert a batch of partly constructed FB.40s to dual control trainer status, and this aircraft was converted to a Mosquito T.43 while still on the production line. At that point it was renumbered with a new RAAF serial, A52-1054.​

A crop of an image of a formation of three No. 75 Squadron RNZAF Mosquitos, including NZ2308, during an air show at RNZAF Station Taieri. [Photo via the Air Force Museum of New Zealand, from the Leonard Adolphus Rayner DFC personal album.]

The aircraft was allocated to No. 3 Aircraft Depot, RAAF Amberley, in Queensland, on the 19th of August 1946. Two months later it moved to RAAF Archerfield with the same unit on the 18th of October 1946 and was placed in storage, due to the war’s end and the sudden lack of need for these machines.​

An overview of the Mosquito in the Avspecs hangar. Warren Denholm, far left. [photo by Dave Homewood]

It had been announced in August 1946 that the New Zealand government intended to purchase de Havilland Mosquitoes to replace their Lockheed PV-1 Venturas and Corsairs in Royal New Zealand Air Force (RNZAF) service, which were Lend-Lease aircraft, and weren’t available for continued post-war used under the terms of the agreement. They planned to buy enough to equip three squadrons, and eventually, the total number of Mosquitoes brought to New Zealand was 80.

The RNZAF decided to purchase a small batch of dual-control Mosquitos to help convert crews onto the FB.VI fighter bombers that were to be ferried from Britain. As Australia had dual control Mosquitoes surplus to their requirements, the New Zealand government made a deal to purchase four T.43 models from Australia, and 15 Mosquito T.IIIs (from the UK) as well.​

The FB style nose, and starboard Merlin engine. [photo by Dave Homewood]

A52-1054 was one of those sold to New Zealand, at an individual cost of £3000, and was eventually ferried across the Tasman to RNZAF Base Ohakea, where it was brought on charge with the RNZAF on the 25th of June 1947. The new, RNZAF, serial number NZ2308 was given to this Mossie.

It was allocated to No. 75 Squadron RNZAF. This turned out to be the only squadron of the postwar Royal New Zealand Air Force to operate Mosquitoes when a policy change meant that the other two planned squadrons were never formed. It was marked with the code letters YC-Z.

The aircraft served with the squadron until the early fifties when the unit converted to de Havilland Vampires. NZ2308 went into long-term storage at RNZAF Base Woodbourne. It had flown 479 hours and 35 minutes at the time of its retirement.​

The strengthening strake over the rear fuselage hatch in very evident from this angle, as well as the multitude of details such restorations have to address. [photo by Dave Homewood]

NZ2308 was declared as surplus on the 30th of June 1955, and was sold by the Government Stores Board to ANSA Orchard Equipment Co., of Nelson. This company bought up 27 surplus Mossies, with the intention of using their Merlin engines and propellers on trailers to tow around the apple orchards in the Nelson region to blow frost off the trees in the depths of winter, in the same way that this is now done by low flying helicopters.

The remains of NZ2308 ended up on a farm at Riwaka, north of Motueka. It was a bit of a landmark in the paddock there, visible from the road. In the 1960s the airframe was recovered by volunteers from the Museum of Transport and Technology, who were also restoring another recovered Mosquito, NZ2305.​

No. 75 Squadron Mosquito NZ2308, YC-Z, after being retired from RNZAF service. [Photo via the Air Force Museum of New Zealand, from the Des White personal collection.]

Eventually, the remains of NZ2308 passed from MOTAT to Owyn Fenner, who worked at Gulf Aeronautics, Ardmore, and he came up with the idea of forming a syndicate to rebuild the airplane to fly again. He approached the NZ Warbirds Association, and a group was formed. One of those syndicate members was Glyn Powell, who would eventually collect all the necessary drawings from around the world to build the fuselage molds from scratch and to rebuild the Mosquito. He also collected parts and other wrecks, and eventually put together a small team of craftsmen.​

Work on the canopy is underway, with one of the ‘mule’ Merlin engines visible. [photo by Dave Homewood]

Glyn Powell constructed a test fuselage on the molds to prove the molds were ‘true’ and worked, and then he was ready to build new woodwork for NZ2308. But at the same time, Glyn was contracted by Jerry Yagen to create another set of wings and fuselage for Canadian-built Mosquito FB.26 KA114. This latter aircraft famously was completed by Avspecs in 2012 and became the first ever Mosquito to be rebuilt to fly.

Glyn continued with his project slowly as he worked on other projects as well, but he passed away in November 2019, and the aircraft remained unfinished. The partially rebuilt NZ2308 had almost passed into the ownership of a new New Zealand syndicate some years before Glyn’s death, and he would have retained a share in the ownership, but sadly this fell through.

It had been looked at by numerous other groups and individuals from the UK and USA over the years as a potential purchase. Finally, it did sell in 2022 to an avid warbird collector from North America. Upon my visit, the aircraft was found to be in quite an advanced state. It currently has temporary engines fitted, the ones it will fly with are undergoing overhaul with Vintage V12s right now. But the cowls are mostly completed and a lot of work is being done by the team on systems and finer details.​

The rear fuselage and tail. There’s a surprising amount of metal in the wooden Mosquito. [photo by Dave Homewood]

Almost all of the Avspecs team are currently working on the Mosquito, with just two of them on another project, so the workshop is a hive of Mossie activity. If the pace keeps up the aircraft should hopefully be flying by the late summer (which is around February in the Southern Hemisphere). A real advantage for the team now is that they have so many spare parts for the Mosquito type, from several sources, that have come to light in recent years. When they restored the first couple of Mosquitos it was much harder to find usable, flyable spare parts. Now it seems they have enough stock to build several more.

While NZ2308 in under rebuild, Mosquito Aircraft Restorations and Avspecs are also working on the next Mosquito project for Peter Monk in the UK, which will become the major focus for the team when NZ2308 is complete. They are also working on the Curtiss Hawk for Jerry Yagen, which is on hold temporarily until its wing is completed at Precision Airmotive of Wangaratta, Australia, and arrives to be mated to the fuselage. I hope to make more visits to Ardmore to watch the progress on NZ2308 in the coming months as it draws closer to making that much-anticipated first flight.

Thanks to Dave Homewood for this report. Make sure to subscribe to Dave’s podcast, the Wings Over New Zealand Show , where you can learn all about New Zealand’s aviation scene, past and present, and the people involved – from the current RNZAF and Air Force veterans to airshows and warbirds, to airlines, agricultural aviation, recreational flying, history and much more. Click HERE for more information.​

Stunning air to air view of No. 75 Squadron RNZAF Mosquito NZ2308, coded YC-Z. [Photo via the Air Force Museum of New Zealand.]

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[DaveM]

Shuttleworth’s Bedfordshire Vintage Air Show

By Nigel Hitchman with James Kightly

A fabulous day at the Shuttleworth collection at Old Warden, today, 3 Sept 2023. One of the best airshows I’ve been to there for quite a while, with a great selection of aircraft flying, including quite a few new visiting aircraft, and some great formations and pairings.​

Billed by the Shuttleworth Collection, at Old Warden, Biggleswade, Bedfordhire, UK, as “… a unique celebration of Shuttleworth’s Steam and Agricultural Heritage, accompanied by a thrilling air display.” Blessed with exceptional weather even in a fine summer, the Collection are to be commended for putting together both a diverse and extensive program, with many of the Collection’s own aircraft excellently supplemented by a remarkable number of visitors.​

Of interest to us in the air, there were lots of highlights, but perhaps for me the best was the Hawker Cygnet flying with the English Electric Wren. It was also great to see the Deperdussin do a few quite long hops today and the Bleriot attempted a flight – but it seemed the engine was not quite running right, and it failed to get airborne on the first run. Despite some engine adjustments, they proved unsuccessful, so we wait to see it fly again another day.​

The show started with a great formation display with the Avro Tutor, Hawker Tomtit [See the separate feature HERE on how this aircraft has been returned to the air] de Havilland DH60 Moth and Blackburn B2.​

Then, three visitors flew together: the Staggerwing, Travel Air D4000 and Waco UPF-7. This was an interesting combination of American vintage aircraft. Later we saw the Travel Air Type R “Mystery Ship” and Miles Hawk Speed Six flying together, the second racer slot after the Comet and two Mew Gulls. Two Dragon Rapides together looked good and a very unusual pairing of the Polikarpov Po-2 and Avro 504 replica which was great to see.​

The Czerwiński-Shenstone Harbinger glider was a unique visitor and flown together with the Chipmunk. It was particularly appropriate with the Spitfire flying around in the background, as Bev Shenstone was one of the main design engineers working on Spitfire development. With many other unique Shuttleworth aircraft flying it was a really great day! Nigel Hitchman​

Top; the de Havilland Canada Chipmunk, Czerwiński-Shenstone Harbinger glider in the middle, and the Spitfire in the background. [Photo by Nigel Hitchman]

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[DaveM]

James Clemens School Cougar Jet On Show

By James Kightly, Commissioning Editor

On the morning of September 5, 2023, the 1959 Grumman TF-9J, BuNo. 147418, was carefully lifted, and placed on a purpose-built display mounting in front of the James Clemens High School of Madison, Alabama, USA. The culmination of a nine-year and (logged) 2,800 restoration project driven by Randy Beavers, the advanced trainer jet will have a formal dedication ceremony on September 14, 2023. The jet was chosen by popular acclaim as an unusual school mascot to represent the school’s ‘JETS’.​

Photo via Randy Beavers.

We will be publishing a detailed insight into the story of how this school mascot was saved and restored from the man at the center, Randy, and in his own words, shortly after that event.​

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[DaveM]

Gary Velasco – Painting On, Fighting Fate

By Matt Jolley, Warbird Radio

It wasn’t long after I started Warbird Radio that I met Gary Velasco. His book, Fighting Colors, is the definitive resource book on nose art. He’s traced the origins of the art form back to the Vikings and will argue Kodachrome and Ektachrome shades of gray with anyone willing to listen. The reigning world expert on nose art, he has spent countless hours not only painting it, but equally lengthy time researching countless slides, photos, and documents in dusty hangars, museums, and his own impressive archive. Like any master, Gary has strong opinions on his area of expertise, but unlike a lot of armchair experts, Gary’s able to defend his notions. I like that about him. He’s a guy who stands by his thoughtfully formed opinions, he doesn’t change with the wind. His work and his ideas are consistent, and his attention to detail is unmatched in the discipline.

CAF B-24 ‘Diamond Lil’ re-paint.

Gary came on Warbird Radio in late August of 2023 and announced his diagnosis of amyotrophic lateral sclerosis (ALS), more commonly known as Lou Gehrig’s disease. Like most of his fans, I felt the punch in the gut. Gary told me he thinks he has a few more months left to paint, maybe even a final restoration project, but prefaced that statement by saying “It’s going to be slow – very slow”. Experts say there are around 20,000 cases of ALS uncovered in the USA annually, it’s rare, and Gary’s case is even rarer. Unlike most cases, his ALS is affecting his arms and hands first. Gary says usually the disease usually attacks the legs but not his. Gary’s symptoms started with his upper body, so unless he suddenly learns to paint with his feet, his painting days are limited.

I’m not really joking about him painting with his feet though, because if you know Gary, he’s no stranger to reinventing himself or figuring out how to cope with a difficult situation. This guy is a master at re-inventing himself and becoming wildly successful at it. Before he became the world expert on nose art, Gary was slaying guitar licks with some of the biggest names around New York City back in the 1980s. He’s humble about it all, but if you poke around the internet’s dark corners, you can find pics of a leather pants-wearing Gary Velasco, complete with hair that would make the band Poison envious. He eventually traded in his Aqua Net for a set of paintbrushes and pursued a more lucrative way of feeding his family.​

Throughout the 1990s and early 2000s, Gary’s work as a nose art painter snowballed. Soon, he was painting the top restorations in the USA. Unlike most painters, Gary’s canvases were multi-million-dollar aircraft, restored from handcrafted parts, and painstakingly assembled over thousands of hours. Mistakes were simply not tolerated, and that’s why the owners hired Gary. Nobody can match his attention to detail, his proportions are also bang on, often in spite of the curving aluminum canvas he painted. I’ve also never seen anyone use rivets like Gary Velasco. The heads always seem to jump into place, precisely where they should be.

Over the next few months, Gary is setting out to transform his business. He’ll be selling some of his Warbird artifact stock and eventually finding new homes for some of his larger prized collection pieces. On the business front, he’s already planning on releasing his images on a new line of Fighting Colors Collection products. He has a new “Sack Time” Hawaiian-style shirt coming out, which will complement his “Flying Tigers” design already in production. Personally, I think he needs to use his extensive collection of small artifacts for a line of Gary Velasco hats. If you know Gary, he’s never without his trademark Cowboy hat. Just imagine that hat with a warbird relic on the front. King Richard Petty might even wear one.

ALS sucks, and I hate that it found its way to Gary, but I have no doubt it won’t stop him from living his life to the very best of his ability. God speed Gary, we’re all here for you. ~Matt Jolley​

To listen to Matt Jolley’s interview with Gary Velasco, click the link below. LISTEN: WARBIRD RADIO - Vintage Military Aviation Podcast​

​

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[DaveM]

First Responders and Military Appreciation Day at Naval Air Station Wildwood Aviation Museum

PRESS RELEASE

Cape May Airport, New Jersey – The Naval Air Station Wildwood (NASW) Aviation Museum is proud to announce a special event, First Responders and Military Appreciation Day, to honor and show gratitude to our brave first responders, veterans, and active-duty military personnel. This event will take place on September 11, 2023, from 10:00 am to 4:00 pm followed by the Township of Lower’s official 9/11 ceremony at 5:30 pm. The museum is located inside historic Hangar #1, 500 Forrestal Road, Cape May Airport, New Jersey.​

As a gesture of appreciation for their dedicated service, NASW is offering FREE admission to first responders, veterans, and active-duty military personnel with valid identification. Additionally, immediate family members accompanying them will receive a $4.00 discount per person on admission. The township ceremony at 5:30 p.m. is free and open to the public.

For our honored veterans and first responders, there will be complimentary water ice to help beat the late summer heat (while supplies last). Additionally, just by attending the event, veterans and first responders will be automatically entered into a drawing for exciting door prizes. No purchase is necessary for participation.

The First Responders and Military Appreciation Day at Naval Air Station Wildwood Aviation Museum promises to be a day of gratitude, remembrance, and unity. We invite everyone to join us in honoring our first responders and military personnel while commemorating the sacrifices made by first responders and members of the military.​

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[DaveM]

NMUSAF Museum P-47D Thunderbolt Moves to The Collings Foundation

Every now and then, as many warbird enthusiasts will know for a certainty, one can get lucky by unexpectedly witnessing a priceless warbird being driven on the back of a flatbed truck down the highway. Such was the case for the multiple sightings across the southeast of a P-47D Thunderbolt seen being driven on I-75 last week, which was previously displayed at the National Museum of the USAF but will soon find itself a new home.​

The Collings Foundation confirmed with us that the aircraft is now on its way to American Aero Services in New Smyrna Beach, Florida, and will eventually become part of the Collings Foundation, in light of the recent trade between the two organizations over a Boeing-Stearman PT-17 with ties to the Tuskegee Airmen – see our article on this acquisition here: National Museum of The USAF Welcomes PT-17 to Its Collection (warbirdsnews.com).

Additionally, Hunter Chaney, Director of Marketing and Communications for the Collings Foundation and the American Heritage Museum, told us. “This was an exchange for our Tuskegee PT-17 Stearman. The P-47 will go to American Aero Services in New Smyrna Beach for restoration review. Gary Norville will give it a look over and assess how much work is needed to restore it to flying condition. We would love to restore to flying – but short on the most important ingredient. We’ll need to produce a large capital campaign to get the fighter in the air. If that does not work we will have it on display at the American Heritage Museum in the near future.”​

The PT-17 at the National Museum of the United States Air Force, in front of the P-47 and B-17 ‘The Swoose’. [Photo by Lisa M. Riley, USAF]

Constructed at Republic’s Evansville, Indiana plant as P-47D-40-RA c/n 399-55706, this Thunderbolt was accepted into the USAAF as serial number 45-49167 on May 29, 1945. The aircraft went through several assignments in Texas, Kansas, and Oklahoma. In 1952, the aircraft was contracted to TEMCO Aircraft as a test airframe through the Reimbursable Aid Program at Hensley Field (now Grand Prairie Armed Forces Reserve Complex) near Dallas, Texas.​

The P-47 Thunderbolt’s dataplate. [Photo by Ty Greenlees, USAF]

Its final assignment with the USAF was with the Caribbean Air Command at Albrook AFB in the Panama Canal Zone before being officially stricken from the USAF to be reassigned to the Fuerza Aérea del Perú (Peruvian Air Force) as serial number FAP 540 on March 16, 1953. From there, FAP 540 would later be issued the second serial number of FAPe 116 before eventually being placed into storage by 1963.

In 1969, warbird pilot, television writer and producer Ed Jurist of Vintage Aircraft International Ltd in Nyack, NY acquired six surplus P-47s from the Peruvian Air Force, including 45-49167, and had them shipped to Brownsville, Texas aboard the freighter S.S. Rosaldina, which arrived on September 5, 1969.​

Two of the deck cargo P-47 Thunderbolt cache on the freighter S.S. Rosaldina in 1969. [Photo via the Commemorative Air Force]

Once it was made airworthy with the CAF at Harlingen, Texas, Marvin “Lefty” Gardner flew the aircraft at the 1974 Reno Air Races as Race #13 with the colors of the 353rd Fighter Group. A year later, aircraft collector and restaurateur David Tallichet acquired the aircraft and had it displayed at a themed restaurant in St. Petersburg, Florida. Unfortunately, in 1979, the aircraft was damaged in a storm, and it was soon brought to Chino, California for repairs. Around this time, the USAF Museum was looking for a bubble-top variant of the P-47, and in 1981, the aircraft was flown into retirement with the USAF Museum.​

In 2018 it was externally refurbished and painted as P-47D-30 Five by Five flown by Col. Joseph Laughlin, commander of the 362nd Fighter Group, 9th Air Force, in early 1945.​

Museum restoration specialists (L-R) Nick Almeter, Casey Simmons, Chase Meredith, and Brian Lindamood with the North American P-51D Mustang and the Republic P-47D at the National Museum of the U.S. Air Force on Aug. 14, 2018. [Photo by Ken LaRock, USAF]

This work was undertaken by the museum restoration specialists seen in the image above, (L-R) Nick Almeter, Casey Simmons, Chase Meredith, and Brian Lindamood, who also worked on the North American P-51D Mustang. As the museum stated at the time; “They are well versed in a variety of skills ranging from machine and woodworking expertise to precision craftsmanship in sheet metal and painting. Their knowledge of aircraft spans years of technology — from World War I fabric covered aircraft to the elite fighters of today’s Air Force.“

To hear the latest developments on this P-47, stay tuned for our next update when new information is made available. We would also like to thank Hunter Chaney for his contributions to this article, and Honey Osborn for sharing the in transit photographs with us.​

The aircraft on August 14, 2018, before it was returned to the NMUSAF’s World War Two Gallery. [Photo by Ken LaRock, USAF]

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[DaveM]

How to Prepare For The Air Force Academy: Pursue Your Academic Dreams in the Military Forces

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

The Air Force Academy offers different types of academic courses that students can pursue in different college institutions, combining them with military training. Students who are athletically gifted and have a dream of serving their country find it easy to get into the US Air Force Academy. The students, who are referred to as cadets, are taught by the civilians and military who apply military work to real-world situations. In classes, the students learn engineering, well communication, ethics, respect for humans, and how to provide security for the country. All these are taught by a professional following a specialized core curriculum to meet the student’s professionalism. The cadets also participate in military training and research at the research centers. An Air Force Academy cadet’s day timetable is full of work but they still enjoy their experience. After graduating from the United States Air Force Academy, you can work in the state forces at your specific academic professional and training. After meeting all the military commitments a student can successfully work and fulfill their academic dreams hence an enjoyable lifestyle. After getting into the Air Force Academy, you will find it easy only if you follow instructions. Air Force Academy provides a student with more skills than other colleges in the world. It also prepares a student on how to overcome the real challenges in the world.​

How Hard Is It to Get into the Air Force Academy?​

The Air Force Academy has a high number of people that need to join but they only offer 11% which is the lowest rate of acceptance. Therefore, to get accepted to the Air Force Academy you have to be a very serious student and start recording high academic performance as soon as possible. The parent can decide to take the student to a prep school to improve their academic performance, to attain the academic requirements for the academy. To join this service you need to meet 5 years of service but there is no money charged. Being competitive, and failing to score a GPA of 3.78 denies you the chance to join. You have to sacrifice and be serious to get into the Air Force Academy. This needs a lot of studies to score higher grades hence increasing the chances to be accepted. It’s upon you to choose earlier if you want to get into the Air Force Academy or not by working hard in classes. There are some requirements that can make it hard to join the academy. Conditions such as being highly academic and being a US citizen make it difficult for many people to join the Air Force. This disqualifies most of the students who apply for the Air Force Academy with an interest in gaining knowledge.​

Get Accepted Into the Air Force Academy: Top Tips to Write Successful Applications​

It requires a lot of experience to write an application essay to be accepted to the Air Force Academy. For successful applications consider experienced writers from CustomWritings essay writing service to help you with your admission papers and other academic assignments. This service can provide you with professional essays that can help you get accepted into the Air Force Academy. Serving in this academy is both mentally and physically demanding as it expects a high performance from its students. The following are tips on how to make a successful application:

• Good performance in high school classes. You need to show off your academic strength to get a chance in the academy. You have to work smart in mathematics, English, and all languages. The academy prefers those who can speak more than one language. High performance in your classes may encourage officers of admission, this may show that you will work hard while enlisted to the academy.

• Send your ACT/SAT. You will send your scores for the application. You are the one to decide whether to send SAT or ACT scores because the academy allows both of them. Only high scores will be accepted.

• Use the connections you have. Use any connection that you may have to write for your recommendation letter that may prove your discipline. Don’t fear to use an alumni of this academy to write your recommendation. This can put you at higher chance of being accepted. By connection, you may easily join the academy without so many requirements due to the trust that will come from the person connecting you.

• Show the certificates of curriculum activities. The Air Force is looking for individuals who are dedicated to work and this can only be proved through the activities and sports you participate in. Sports are the best participation activity because it will show the admission your body fitness and that you are healthy.

• Get your personal pilot license. Having flight experience is a great achievement that will make you accepted although it is not a requirement.

Get Into the Air Force Academy After High School: Qualifications for Successful Placement​

Before writing an application to join the academy, you have an interest to know if you qualify to be part of the Air Force Academy. The following are the qualifications for successful placement in the academy;

• Age limit. The legal age requirement for joining the Air Force Academy is between 17 years to 39 years of age. Any student below or above the age limits will not be accepted to join the academy.

• Physical and mental health status. If you have problems with your health and physical condition, you will automatically be disqualified from this academy. Health matters a lot because the Air Force is very stressful and it only may favor those that are healthy.

• Body weight and height. Both underweight and overweight will disqualify you from the Air Force. There is a need to measure the height and weight requirement before to be sure of being qualified.

• Level of education. Air Force is competitive, you need to score high on your high school diploma. It only takes serious students and any without high scores will be disqualified.

• Mariage status. In case you are married or have a child, this will disqualify you from joining the academy because it needs someone who doesn’t have anyone depending on him.

• Tattoos. The Air Force does not allow anybody tattoos that are not allowed by the law.

• Good criminal records. It conducts a criminal investigation on you. If you are found to there is any criminal activity you happened to be involved in before, this will disqualify you from this academy.

Pursue a Diverse Path in Academia​

Joining the Air Force Academy allows you to pursue different careers and enjoy them. This allows you to expand your mind and thinking capacity. It equips you with knowledge like leadership, military techniques, and some more skills that cannot be taught in colleges. Therefore joining the Air Force may help in pursuing many paths in academia. Is it important to join the Air Force Academy after high school? The only way you can do this is by scoring high grades to increase your chances of joining. Only those who have joined can really know the great benefits of the academy and enjoyment after graduating. To pursue a diverse path in academia, you need to perform high and be a disciplined person for easy supervision.​

“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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