Warbird News

[Qship]

A very gifted artist.

 

[DaveM]

New RARA Location Announcement Expected in The Spring

By Luc Zipkin

The Reno Air Racing Association (RARA), the organizers of the famous National Championship Air Races at Stead Field (RTS) in Reno, Nevada, has announced that they will make public a decision regarding the future location of the Air Races this spring. The renewed Air Races, which began at Stead in 1964 and returned every September until 2023 (except for cancellations in 2001 and 2020 due to 9/11 and the Covid-19 pandemic), are planned for 2025.​

Unlimited Class P-63 #63 ‘Pretty Polly’ rolls past the home pylon.

RARA has evaluated six different locations as potential candidates for relocating the Air Races: Roswell, New Mexico; Pueblo, Colorado; Casper, Wyoming; Buckeye, Arizona; Thermal, California; and Wendover, Utah. RARA representatives have visited each of the locations and evaluated a total of more than 1,500 pages of documentation provided by the municipalities and airport authorities of each location. RARA had previously planned to reduce the six contenders to a set of finalists and further evaluate the finalists, though it appears this plan has been scrapped with this latest announcement. Mike Espiritu, President and CEO of the Roswell-Chaves County Economic Development Corporation, told the Roswell Daily Record that the Air Races could have an economic impact of up to $125 million.

The Air Races departed Stead Field in Reno for the last time in 2023 due to regional development and safety concerns from the Reno-Tahoe Airport Authority. RARA faces challenges in sourcing a new location with sufficient physical area for the high-speed race course, easy access and lodging for many thousands of spectators, and an amenable airport authority and surrounding community. Vintage Aviation News is following this story and anxiously awaits further news on the future of the world’s highest-performance motorsport, with its close ties to the vintage and warbird aviation communities.​

In case you missed it, read here below the excellent piece by Gary Daniels about the 2023 Air Races.

The September Family Says Farewell to Its Reno Home

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[DaveM]

National Air and Space Museum Reveals Names of the First U.S. Women to Officially Fly Combat Missions

PRESS RELEASE

The Smithsonian’s National Air and Space Museum has revealed for the first time the names of the first U.S. women military pilots to officially fly combat missions, nearly 30 years after the military acknowledged their milestone. The women had kept their identities quiet for that time out of a desire to focus on the importance of the missions and not the individuals. The fliers agreed to be named in an exclusive article in the just-released winter 2024 issue of the museum’s Air & Space Quarterly magazine, which was based on interviews with the women.​

[IMG alt="Kim Dyson prepares to fly a functional check flight in an aircraft that has just had its center sectionreplaced. Once an aircraft passes a check flight, maintenance teams will paint over the green primer
before releasing the airplane back to its squadron."]https://vintageaviationnews.com/wp-...menCombatPilots-Dyson_Flighter_LIVE.jpg[/IMG]
Kim Dyson prepares to fly a functional check flight in an aircraft that has just had its center section replaced. Once an aircraft passes a check flight, maintenance teams will paint over the green primer before releasing the airplane back to its squadron.

On Nov. 15, 1994, U.S. Navy Lt. Kimberly “Face” Dyson became the first American woman to fly a combat mission for the United States, taking off from the deck of the aircraft carrier USS Dwight D. Eisenhower in a McDonnell Douglas F/A-18C Hornet. She was one of a cadre of five female Naval aviators to earn the distinction as the others flew in the days immediately after. Dyson’s colleagues in combat included fellow F/A-18C pilots Lt. Sharon “Pinto” Deegan (Cummins at the time) and Lt. Junior Grade Joy “Trigger” Dean (Adams at the time); Grumman E-2C Hawkeye pilot Lt. Lisa “KP” Kirkpatrick; and Sikorsky SH-3 helicopter pilot Lt. Lynne Fowler.

They flew their combat missions in 1994 and 1995, starting with Operation Southern Watch in Iraq to enforce no-fly and no-drive zones in the years following the 1991 Gulf War and continuing into Operation Deny Flight over Bosnia and Herzegovina. Several women had been selected to become combat pilots beginning in April 1993, when the Department of Defense allowed women to fly in combat. Dyson and her colleagues became the first to fly in official combat missions.​

Dean conducts a preflight inspection of her F/A-18C prior to launching on her first strike mission in support of Operation Southern Watch over Irag.

In May 2023, Dyson, Deegan, Dean, and Kirkpatrick sat down for an interview with National Air and Space Museum curator Michael Hankins and explained that they did not previously share their identities because they wanted to be recognized for what they did, not who they were.

“Their anonymity was, to them, a sign of their success,” Hankins said. “The women wanted to be recognized as effective aviators, just like the others they served with, regardless of gender.”

“We were ready to do anything,” said Dyson of her first combat flights. “It was a little nerve-racking. But in the end, [the first mission] turned out to be a normal flight, very much the same as we had done in practice.”

“Just Doing Their Jobs,” the article sharing the pilot’s experiences on the mission and in their groundbreaking roles, is available in the print and online editions of Air & Space Quarterly. The magazine is a member publication of the museum and each issue shares amazing stories of both the history of and current state of aviation, space exploration and travel, air- and space-related art and culture, and more.

The National Air and Space Museum in Washington, D.C., is located at Sixth Street and Independence Avenue S.W. and is open every day except Dec. 25 from 10 a.m. to 5:30 p.m. Admission is free, but timed-entry passes are required to visit. The Steven F. Udvar-Hazy Center is located in Chantilly, Virginia, near Washington Dulles International Airport and is open every day except Dec. 25 from 10 a.m. to 5:30 p.m. Admission is free and timed-entry passes are not required, and parking is $15.​

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[DaveM]

Special Edition Magazine Commemorates 80th Anniversary of The Black Sheep Squadron

Gregory ‘Pappy’ Boyington was a Marine Corps fighter pilot and the commanding officer of the VMF-214 Black Sheep Squadron in the Pacific during World War II. Boyington was a leading flying ace, Prisoner of War, and a recipient of both the Navy Cross and Medal of Honor.​

Probably one of the most famous photos Col Greg ‘Pappy’ Boyington (Photo by Mike Schneider Collection)

The U.S. Marine Corps’ Black Sheep squadron has served the nation continuously for 80 years. A new special edition magazine commemorates the milestone and their legacy.

“The WWII Black Sheep were among the most effective combat units and their achievements made them legendary,” said Kevin Gonzalez, the magazine’s creator. “An ace is a military aviator credited with downing five or more enemy aircraft during aerial combat, and there were nine Black Sheep pilots who became aces.”​

Boyington – Black Sheep Leader is a special edition magazine that features historical articles, archival photographs, and original graphic novel art. A special art section includes a depiction of Pappy’s last dogfight, when he and his wingman Captain George Ashmun, were both shot down during a strike mission over Rabaul. Boyington survived the dogfight and was captured at sea by the crew of a Japanese submarine. He was never officially reported as a prisoner by the Japanese and was secretly held prisoner for 30 months. Eventually, he found his path to military aviation through an aviation cadet program, which then led to the Marine Corps Reserve in 1937 and flight training at Naval Air Station Pensacola.​

Boyington was allowed to leave the Marines to join the American Volunteer Group, also known as the Flying Tigers, where he gained combat experience flying against the Japanese. After the U.S. entered WWII, he returned rejoin to the USMC. He wrote about his experiences in his best-selling book BAA BAA BLACK SHEEP, published in 1958, which later became the basis for a popular NBC television series for two seasons in the 1970s.

Colonel Gregory Pappy Boyington died on Jan. 11, 1988, in Fresno, Calif., and was buried at Arlington National Cemetery. In 2007, the local airport added the commemorative name Coeur d’Alene Airport/Pappy Boyington Field. In 2019, Boyington was inducted into the National Aviation Hall of Fame.

The modern-day Black Sheep continues the squadron’s legacy. Marine Fighter Attack Squadron 214 (VMFA-214) is stationed at Marine Corps Air Station Yuma and flies the F-35 B Lightning II, the Marine Corps variant of the Joint Strike Fighter, manufactured by Lockheed Martin.​

On March 25, 2022, the squadron was redesignated as Marine Fighter Attack Squadron 214 (VMFA-214) as it began accepting new F-35B Lightning II aircraft from the Lockheed Martin factory in Fort Worth, Texas

“Many of the graphic artists who contributed to this project are military veterans,” said Gonzalez. “It’s exciting to see their artwork on the pages of this magazine.”

Boyington – Black Sheep Leader is a special edition magazine from the creator of the Pappy Boyington Field documentary film. More information about Boyington at the website: PappyBoyingtonField.com. To purchase the special edition magazine, click HERE.​

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[DaveM]

Old Rhinebeck Aerodrome Announces New President

PRESS RELEASE

Hammond is a familiar name, ringing through the records and stories of the Old Rhinebeck Aerodrome for well over 40 years.

Bill Hammond served as Chief Pilot and Director for many years under Cole Palen. Charlotte Hammond played Trudy Truelove, among other roles and their children, Nate and Clay are both talented pilots with careers in aviation.

Clay Hammond, trustee and Chief Pilot, took his first airplane ride when he was just five weeks old on his mom’s lap in the family J-3 Cub, flying out of Old Rhinebeck. Clay grew up at ORA while his parents worked for Cole Palen: Bill as Chief Pilot and Mechanic and Charlotte as Trudy Truelove and more. He began flying vintage aircraft at an early age.

A professional pilot and aviation salesman by trade, he has specialized in aircraft sales, ferry and delivery of aircraft new and old. He once delivered a YMF-5 WACO from Los Angeles to Atlanta in only two days, just to see what it was like to fly a Bendix Race.

He says: “Cole Palen had a natural ability to empower others to do great things. His enthusiasm for vintage aircraft preservation was infectious and his special brand of “keep ’em flying” was central in kick starting the vintage aviation restoration movement.”

He credits Cole with an ability to entertain audiences with colorful characters, zany antics, and a comical story line, in the process providing an education that simply isn’t taught anywhere else and showing the aircraft and vehicles in their natural environment.

Clay has been elected the new President of our Board of Trustees. It is with a lifetime of experience at the Aerodrome, both under Cole and beyond that he will work to lead the charge into the future.

We are experiencing a true renaissance here, with improvements to our infrastructure thanks to the Disosoway Foundation. In addition, we are growing and expanding our offerings and experiences while remaining true to Cole Palen’s vision when he began the Aerodrome over 65 years ago. With a deep level of lifetime/legacy experience in our key positions, we are rooted in the past as we look to the future.

Preservation, education and teaching historical awareness through entertainment remains a cornerstone of the Aerodrome experience, and it is Clay’s hope that he can help to ensure this for decades to come.​

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[DaveM]

US Senate Recognizes December 17 as ‘Wright Brothers Day’

On December 18, 2023 the United States Senate passed S. 513: a resolution recognizing December 17 as ‘Wright Brothers Day’ and commemorating the 120th anniversary of Wilbur and Orville’s momentous successful flight on that day.

Senators Ted Budd (R-NC), Sherrod Brown (D-OH), Thom Tillis (R-NC), JD Vance (R-OH), Mike Braun (R-IN), and Todd Young (R-IN) were the original sponsors of the resolution, which reads:

Whereas, on December 17, 1903, Orville and Wilbur Wright (referred to in this preamble as the “Wright Brothers”) of Dayton, Ohio, performed the first powered, controlled, sustained, heavier-than-air flight, near Kitty Hawk, North Carolina;​

Whereas the Wright Brothers continued their experiments and flights in the United States and throughout Europe for people to see the miracle of flight;​

Whereas the successful first flight by the Wright Brothers launched a new era of exploration, from the solo transatlantic flight by Charles Lindbergh, to the Apollo 11 moon landing by Neil Armstrong, and beyond;​

Whereas people of the United States achieved the first supersonic flight less than 50 years after the first flight by the Wright Brothers, and achieved manned spaceflight less than 60 years after the first flight by the Wright Brothers;​

Whereas the modern commercial aviation system that links the world through commerce, trade, and travel owes its existence to the work of the Wright Brothers;​

Whereas the 3-axis control system devised for the “Wright Flyer” remains the standard for fixed-wing aircraft;​

Whereas the original “Wright Flyer” remains on display at the National Air and Space Museum of the Smithsonian Institution on the National Mall;​

Whereas the Wright Brothers National Memorial in Kill Devil Hills, North Carolina, welcomes more than 400,000 visitors annually to the location of the first flight by the Wright Brothers;​

Whereas the Dayton Aviation Heritage National Historical Park in Dayton, Ohio, welcomes more than 90,000 visitors annually to the locations where the Wright Brothers lived, worked, and conducted many test flights;​

Whereas the Wright Brothers gave rise to a world of aviation supported and enjoyed by enthusiasts, hobbyists, and aeronautical professionals across the world;​

Whereas the Wright Brothers finally realized the ancient and universal human aspiration to defy gravity;​

Whereas, in 1959 and 1961, Congress passed, and the President signed into law, joint resolutions designating December 17 as “Wright Brothers Day”;​

Whereas, in 1963, Public Law 88-209 (36 U.S.C. 143) permanently designated December 17 each year as “Wright Brothers Day”;​

and Whereas the inventive, courageous, and perseverant nature of the Wright Brothers exemplifies the spirit of the United States and the people of the United States;​

Now, therefore, be it Resolved, That the Senate-​

(1) recognizes December 17 as “Wright Brothers Day”; (2) commemorates December 17, 2023, as the 120th anniversary of the first flight of Orville and Wilbur Wright; and (3) calls on the people of the United States to observe “Wright Brothers Day” with appropriate programs, ceremonies, and activities.​

Everyone in aviation (and beyond) will be aware of the Wright Brothers notable first flight in 1903. While their achievement was built on earlier work and achievement, despite a number of parochial modern claimants, there is no real question that the Wrights achieved the first powered, controlled, sustained, heavier-than-air flight in human history. Moreover they successfully repeated it and built on that work to ensure future developments were possible. While their legacy is complex in other ways, the display of the Wright Flyer in the Smithsonian also highlights this as an official notable day in America.

Furthermore, the United States’ observation of the National Aviation Day (on August 19), which celebrates the development of aviation, was established in 1939 by Franklin Delano Roosevelt. Roosevelt, by presidential proclamation, chose the date of Orville Wright’s birthday.​

The Wright Flyer at the Smithsonian Institution. [Photo: National Air and Space Museum]

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[DaveM]

Museum of Flight’s Pathfinder Creative Team Includes Local High School Students

PRESS RELEASE

SEATTLE, Jan. 4, 2023 — For over forty years The Museum of Flight’s annual Pathfinder Awards have honored Northwest visionaries that have made significant contributions to the development of the aerospace industry. The Pathfinder Awards Banquet is a high-profile autumn event for the Museum that features the current year’s selection of Pathfinders. Four key members of the event’s 2023 creative team were Shorecrest High School student Brendon Rudberg, Ballard High School student Ryder Waltmire, plus Max Watt and Nour Khalifa from Raisbeck Aviation High School. Pathfinder Awards co-chair Steve Taylor described the Interns and their contributions to the program as “amazing.”

Students from Raisbeck Aviation High School have been a part of the Pathfinder Intern program since it began in 2011, and the Museum has since opened the internship to students from other high schools while they are enrolled in Museum education programs. Waltmire is a student in the Museum’s Aeronautical Science Pathway program, Rudberg was in the Museum’s 2023 Washington Aerospace Scholars program, and Watt was a participant in the Museum’s 2023 Private Pilot Ground School program.

2023 Pathfinder Interns

The 2023 Pathfinder Awards Banquet on Oct. 28 honored Blue Origin spaceflight engineer Gary Lai, and retired Boeing president Ray Conner. The format of the Pathfinder event centers upon “fireside chats” with an emcee and an honoree that look back upon the Pathfinder’s accomplishments; and despite casual appearances the conversations are based upon well-researched scripts created by the Pathfinder Interns.

Pathfinders Lai and Conner were interviewed extensively by the interns to write their biographies for The Museum of Flight’s magazine, Aloft, and for developing a script for the Awards banquet. Waltmire even toured the Blue Origin facility with Lai to learn more about his professional world. The interns were engaged in the Pathfinder program for about six months, culminating with the Pathfinder Awards Banquet.

The Museum’s Pathfinder Intern program has given dozens of high school students the rare opportunity to personally engage with some of the most recognized leaders in aviation and space including Congressional Medal of Honor recipient Col. Joe Jackson and entrepreneur Jeff Bezos, and to be creative force in a major event at The Museum of Flight.​

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[DaveM]

New Engine Arrives for Champaign Gal

By Noah Stegman Rechtin

The Champaign Aviation Museum announced on Facebook recently that it has received a new engine for its B-25J, Champaign Gal, serial number 44-28866. Once the Wright R-2600 Twin Cyclone is installed in a few months, it will allow the museum to fly the airplane home to Urbana, Ohio.​

A newly overhauled Wright R-2600 Twin Cyclone as it arrived at the museum from Aero Trader. Credit: Champaign Aviation Museum

Champaign Gal has been stranded at Madison Municipal Airport in Indiana since October 1st. The museum had been planning on attending the Wings N Wheels airshow at the Greater Portsmouth Regional Airport in Portsmouth, Ohio on the 7th, but was forced to cancel its appearance after metal shavings were found in the oil system of the right engine. It then began a fundraiser to raise the $135,000 necessary to purchase a new engine.

Despite the unfortunate news, a TBM-3 and TC-45H from the Tri-State Warbird Museum were still able to attend the airshow.​

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[DaveM]

Catch-22 Star B-25 Under Restoration in Belgium

By Zac Yates

A North American B-25 which appeared in the film and TV adaptations of Catch-22 is under restoration for static display by a team of dedicated enthusiasts in Belgium.​

TB-25N 44-30925, wearing a paint scheme applied for the film Eye of the Needle (1981), in open storage at Blackbushe Airfield in the UK. [Photo via the Belgian Aircraft Preservation Association, BAPA]

TB-25N 44-30925, then registered N9494Z, flew as Laden Maiden in the 1970 film of Joseph Heller’s Catch-22 novel. Then, at the end of the decade, was one of several B-25s which flew on an epic ferry trip across the Atlantic to the UK (led by John ‘Jeff’ Hawke) to appear in Hanover Street (starring Harrison Ford). In the film, it was marked as Gorgeous George-Ann. Later, as G-BWGR, and repainted as Thar She Blows the B-25 was used as set dressing in 1981’s Eye of the Needle, after which the aircraft passed through a succession of owners who kept it in outside storage. The British weather took its toll on the aircraft by wearing away the layers of paint applied by various film crews and creating extensive corrosion to the wing spar.​

The B-25 derelict in open storage at Sandtoft in the UK in 1999 surrounded by parts from a Douglas DC-3 and an Avro Lincoln. [Photo by Nigel Hitchman]

The aircraft’s fortunes changed in late 2005 when a small group of Belgian enthusiasts, seeking a B-25 for static restoration, purchased the airframe (which by then was without engines) from her resting place, near Hull in the UK, with support from the Brussels Air Museum Fund. However, before the team could take delivery, unfortunately, the aircraft suffered further damage during transport to another outdoor storage facility.

While working with a company specializing in corrosion removal, the team made a start on restoration and remediation, in a rudimentary workshop, but when the company went bankrupt the airframe was moved yet again. Other trials and tribulations followed which ultimately saw a new group, the Belgian Aircraft Preservation Association a.s.b.l (BAPA), formed in 2013 to continue the restoration in a new workshop at Gembloux, Belgium.​

This 2004 photo shows the toll taken on the B-25’s many layers of theatrical paint by the British weather, and the use of cinder blocks in the nose as counterweights after the engines were removed. [Photo Collection Vincent Jacobs via BAPA]

Since then, the team has made great strides according to BAPA’s Loïc Desguin, who told Vintage Aviation News about the latest work being done on the bomber:

“Currently, we’re finishing up the nose section with as much as possible original equipment, and the tail section is also pretty well advanced, with only a bit of work at the tailskid level with corrosion damage to fix. We have a small group of electronic gurus currently making the radios and intercom fully working.”​

The cockpit of 44-20925 with the newly restored pedestal assembly and throttle quadrant installed. [Photo courtesy BAPA]

Work on the aircraft was paused in 2018 so that the forward section could be transported to Rome for use as a prop for a TV series. The project? A new adaptation of Catch-22 no less! Once the aircraft had made this new ‘star turn’ in another production based on Heller’s novel, the nose was carefully transported back to Belgium so the volunteers could get back to work.

Another job currently underway at Gembloux is the restoration of a rare Bendix top turret which was acquired from Australia three years ago. This is being worked on for static display but with the option to make it partially or fully functional in the future depending on funding.​

The rare Bendix top turret is being restored to static condition but could be made functional if funds are available. [Photo courtesy BAPA]

“The next big project, we hope to start in one or two years will be the restoration of the central section…” Loïc Desguin said, “…the worst damaged part of the plane with lots of corrosion and damage of poorly made transport. The section was stored directly on the ground a few times without a lot of consideration.”

BAPA has a wishlist of missing parts to complete the B-25 but getting them to Belgium is proving to be more difficult than buying them, Desguin said.

“Currently the most challenging thing for us is the transportation of parts from the USA to Europe: sometimes the cost of transport is equivalent to the price of the parts themselves. We hope to find contact in the transport sector with a deal for a reduce price on the transport of parts, but it’s not easy.”​

The restored nose section of B-25 44-30925 in BAPA’s workshop at Gembloux, Belgium. [Photo courtesy BAPA]

The project is supported mostly by individual donors and by selling merchandise at various events around Belgium, as well as workshop tours, Desguin said.

“Financial donations are supported by the Fondation Roi Baudouin, an official Belgian institution that supports various cultural and historic projects. Donations are made to them for a specific project: they’re checking the good use of the donations by auditing us regularly and matching them by increasing the collected amount of a fixed ratio. For Belgian citizens, there is also a tax incentive.”

To learn more about the B-25 project and the other aircraft in the BAPA collection and to make donations of B-25 parts, drawings or to assist in fundraising visit their website and their Facebook page. ​

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[DaveM]

Reno Air Racing Association Celebrates 60th Anniversary With All-Star Air Show

PRESS RELEASE

To commemorate its storied 60 years of history and pageantry in Reno, the Reno Air Racing Association (RARA) is hosting an air show at Reno–Stead Airport from Friday, Oct. 4 to Sunday, Oct. 6. Headlining the event is an incredible and rare opportunity for fans to witness not one, but two military jet team demonstrations, featuring dual performances from the legendary United States Navy Blue Angels and the Canadian Royal Air Force Snowbirds. Additionally, fans can expect to see the United States Air Force F-16 Viper Demo, as well as a lineup of first-class civilian acts. The celebration will mark RARA’s 60th anniversary in Reno as it continues its mission to honor our military and support aviation and STEM education. Tickets will be available soon and attendees are encouraged to sign up for news on the RARA website here.​

T-6 Class SNJ-5 #25 ‘Vicarious,’ piloted by Jason Karlin, holds a slight lead on SNJ-5 #49 ‘Miss Ellaneous’ flown by Bill Muszala.

“We’re proud of the legacy we’ve established for the past 60 years here in Reno. As always, our mission is focused on making the world of aviation accessible to the community while also helping to inspire the future generation to pursue careers in aviation,” said Fred Telling, RARA CEO. “This will be our first air show without racing in Reno and we’re looking forward to celebrating 60 amazing years with the community where Unlimited Air Racing we reborn in 1964.”

Along with incredible air show acts, RARA is bringing back its STEM Discovery Zone and static aircraft displays for those who may have missed them at the final National Championship Air Races in Reno. Static aircraft displays will include a world-class lineup of aircraft ranging from vintage to military and more, while visitors to the STEM Discovery Zone can immerse themselves in educational aviation activities. Exclusive merchandise honoring RARA’s 60th anniversary will also be on sale.​

Unlimited Class P-63 #63 ‘Pretty Polly’ rolls past the home pylon.

“Our air show lineup this year is awesome. Hosting both the Blue Angels and Snowbirds will be a privilege for our organization and a thrilling experience for the fans. The F-16 Viper Demo is also incredible, plus we’re hard at work putting together an exciting lineup of civilian performances, along with other surprises. It’s going to be remarkably entertaining for all attendees,” said Tony Logoteta, RARA COO. “It’s been a wonderful 60 years in Reno and this air show is the perfect way for us to celebrate.”

A final decision on the future home for the National Championship Air Races is expected to be announced in the first quarter of 2024. For more information and ways to support the organization, visit www.airrace.org.

About the Reno Air Racing Association

The Reno Air Racing Association (RARA) is a 501(c)3 not-for-profit organization with donations being tax deductible. RARA’s mission is to produce a first-class air racing and air show event that celebrates and perpetuates the world’s fastest motorsport. Fueled by decades of success, RARA is committed to delivering a safe, entertaining and exhilarating experience for fans while also honoring our military, inspiring our youth and strengthening our community, economy and culture. For more information, visit AirRace.org.​

An estimated 140,000 Reno fans attended, up almost 40% over the previous years.

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[DaveM]

My Bombshells Warbird Calendar Now Under New Ownership – Continue The Legacy With a 2024 Edition

PRESS RELEASE

Wichita, Kansas — January 9, 2024 — My Bombshells, the iconic brand known for its exquisite Warbird Calendar featuring classic aircraft and stunning photography, is excited to announce a change in ownership. This transition marks a new chapter in the brand’s history, one that promises to uphold the tradition and quality that fans and collectors have come to expect. Scott Slocum sold the brand to Chris Batcheller of CheckSix Creative Studio, LLC late last year.

The My Bombshells Warbird Calendar has been a staple for aviation enthusiasts and collectors alike, providing a unique blend of military aircraft and classy pin-up photography. Under new ownership, My Bombshells is committed to enhancing the legacy of the calendar while introducing innovative ideas to keep the tradition fresh and engaging. The brand is working with some of the previous My Bombshell Models while introducing new models for the 2025 calendar.​

2024 Warbird Calendar – A Tribute to Aviation History

The 2024 edition of the Warbird Calendar is now available for purchase. This year’s edition continues to showcase a curated selection of classic warbirds, each represented in stunning detail and clarity. The calendar is not just a timekeeper; it’s a journey through the history of aviation, celebrating the engineering marvels and the brave pilots who flew them.

This year’s calendar runs from January 2024 through January 2025 featuring thirteen different aircraft and a My Bombshell model to complement each month. The calendars are large format 9.5 x 12 inch (folded), 12 x 19 inch (unfolded) and printed in rich color on premium gloss stock.

This year’s calendar features Grumman TBM Avenger, Curtis SB2C Helldiver, North American P-51 Mustang, Consolidated B-24 Liberator, North American F-86 Sabre, Douglas AD-1 Skyraider, Boeing B-17 Flying Fortress, Curtis P-40 Warhawk, North American P-51 Mustang, Bell P-39 Aerocobra, Bell UH-1 Iroquois, and the Hawker Hurricane.​

Where to Purchase

The 2024 My Bombshells Warbird Calendar can be purchased at MyBombshells.com or through Aircraft Spruce and Speciality. Chris and the My Bombshell brand will also be visiting some air shows throughout the year!

A New Era of Excellence

With the change in ownership, My Bombshells is embracing a future that respects the past while looking forward to new horizons! The team is dedicated to delivering a product that not only serves as a homage to aviation history but also as a work of art that enthusiasts will be proud to display. The team has added digital download so you can now enjoy the My Bombshells airplanes and pin-ups as phone and desktop backgrounds. They have also developed a digital calendar so you can have a different background each month with a handy monthly calendar on the screen.

Contact Information:

For more information about the My Bombshells Warbird Calendar or to arrange an interview with the new management, please contact:

Chris Batcheller – Owner and Creative Director

chris [@]mybombshells.com – 316-648-6054

www.mybombshells.com

About My Bombshells

My Bombshells has been at the forefront of celebrating aviation history through its acclaimed Warbird Calendar. Known for its high-quality production and attention to detail, the calendar has become a must-have for aviation enthusiasts and collectors worldwide.

For more information, visit www.mybombshells.com​

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[Greyfell]

I've been getting this calendar for about 7 years.

 

[DaveM]

Hawker Hurricane P3351 Sold to Czech Republic

By Zac Yates

A British Hawker Hurricane which saw active service in France and Russia and was restored to fly for a New Zealander is soon to fly as a living memorial to Czech pilots over their homeland.

Letecké Muzeum Točná, Točná Airport, Prague, Czech Republic, is owned by internet entrepreneur Ivo Lukačovič and home to several heritage aircraft types, ranging from replicas of the first Czech-built Avias to the world’s sole currently flying Lockheed 10 Electra, a former South African Air Force North American Harvard, and examples of the indigenous Zlin trainer aircraft.

The latest addition to the Točná Airport collection is Hawker Hurricane P3351, originally built as a Mk.I and brought on charge with the Royal Air Force on June 1 1940. It saw service in the Battle of France with 73 Squadron RAF, including overflying the funeral of New Zealand ace and 73 Sqn pilot Edgar “Cobber” Cain DFC. Later modified to a MK.IIA and re-serialled DR393, it was shipped to serve with the Soviet Air Force and, although its service record there is largely unknown, the aircraft ended its war when crashed near Murmansk in 1943, after its radiator was damaged by possible German ground fire.​

Hawker Hurricane P3351 under restoration at Air New Zealand Engineering’s workshops at Christchurch in March 1998. [Photo by Nigel Hitchman]

The Hurricane’s wreckage lay in the tundra until recovery in 1991 and two years later was purchased by New Zealand collector the late Sir Tim Wallis, who co-founded Hawker Restorations with UK engineer Tony Ditheridge to restore the aircraft. The project, which later became a joint venture between Hawker Restorations and Air New Zealand, was completed at the latter’s Christchurch, New Zealand workshop and the fighter emerged in its original Battle of France markings. The first post-restoration flight, at the hands of experienced Kiwi warbird pilot Keith Skilling, took place on January 12 2000. A book about the aircraft’s history and restoration was published and a documentary film was also produced (the latter recently rediscovered and restored as reported by Vintage Aviation News).​

The Hurricane, registered ZK-TPK (TP being the codes of 73 Sqn and K the aircraft’s individual code letter) and configured as a Mk.IIA, debuted at the 2000 Warbirds Over Wanaka airshow and went on to become the flagship of Wallis’ Alpine Fighter Collection, also appearing at several other airshows around New Zealand over the next decade. However following a near-fatal take-off accident involving Sir Tim in his Spitfire Mk.XIV the Alpine Fighter Collection was gradually wound down, the Hurricane being one of the last aircraft to be advertised for sale.​

P3351/F-AZXR flew for several years in Europe with Jan Roozen and is pictured here at La Ferte Alais in 2015. [Photo by Nigel Hitchman]

In early 2013 the aircraft was purchased by French collector Jan Roozen and was a popular addition to the European airshow scene. On May 24 2015 P3351, now registered F-AZXR, suffered damage in a landing accident at Darois and underwent repair by Aéro Restauration Service at that airfield before returning to the display circuit. In 2019 the aircraft once again went on the market and was later purchased by a new owner who returned the Hurricane to Hawker Restorations, now at Elmsett Airfield in Suffolk, for a major rebuild including new fabric and an engine and prop overhaul, but the aircraft was to change hands again.​

Hawker Restorations has renewed all the fuselage fabric and carried out a complete repaint. [Photo courtesy Letecké Muzeum Točná]

Enter Točná Airport, which purchased Hurricane P3351 at the end of 2022. Hawker Restorations continued the refurbishment work begun for the previous owner and, as part of Točná Airport’s plans to commemorate the connection between Czechoslovakia and Great Britain exemplified by the former nation’s airmen during World War Two, the aircraft’s previous Battle of France paint scheme was removed. Now resplendent in the markings of P3143/NN-D of 310 (Czechoslovak) Squadron RAF, the aircraft’s first engine runs are expected in January 2024 and it is hoped to have the Hurricane at Točná in the middle of the year.​

The men of 310 (Czechoslovak) Squadron RAF pose with Hurricane P3143/NN-D during the Battle of Britain. The paint scheme of this aircraft is being meticulously applied to P3351 as a flying tribute. [Photo from Zdeněk Hurt Archiv courtesy Letecké Muzeum Točná]

For more information on the Točná Airport collection and the Hurricane project visit their website (available in Czech and English) and their Facebook page.​

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[DaveM]

NAS Wildwood Unique Partnership Celebrates US Coast Guard

PRESS RELEASE

Naval Air Station Wildwood (NASW) Aviation Museum announces a partnership with the Cape May Maritime Museum (CMMM). The focus of the partnership is the display of a fully restored USCG-36’ series motor lifeboat. These boats were in service between 1940 and the 1970’s and built in Curtis Bay, MD. This addition to the collection enhances NASW’s display of several USCG air, maritime and land assets. The lifeboat highlights NASW’s commitment to preserving the rich history of the USCG and provides an educational immersive experience. NASW will be the “on-land home” for the USCG-36538 from September to May, commencing in 2024. The lifeboat will operate as a floating museum in the Cape May County waters between May and September.

The late Master Chief Petty Officer Boatswain Mate Wayne Adams (1940-2022) of Cape May, NJ was the last officer in charge of the CG-36538 while stationed in Great Egg CG, NJ station until 1972. These lifeboats were replaced by the 44’ and presently the 47’ Steel Hull Motor Lifeboat. The 36’ class is remembered for daring rescues, piloted entirely from an open cockpit where crewmembers were exposed to the elements. The two-ton keel in the 20,000-pound craft enabled the boat to self-right itself in five to seven seconds and still operate. The most memorable rescue performed using a 36’ lifeboat was that of crewmembers of the USCG-36500 of the stricken SS Pendleton. The 2016 feature film, “The Finest Hours”, is based on this rescue in 1952. There are many Cape May connections to this rescue. The CMMM’s plan is to provide guided tours by the retired military, Coast Guard Auxiliary, and self-guided tours via mobile phone devices. There will be opportunities to board the boat.

NASW is committed to strengthening its current USCG exhibition. The display now includes dynamic exhibitions of a 41‘utility boat, helicopter, scout aircraft and a USCG Humvee vehicle used in Afghanistan. Additionally, there is an interactive video kiosk- display of the USCG role in water evacuations during the 9/11/2001 terrorist attack in New York, as well as USCG models and rare posters by renowned craftsmen and artists.

While this is a costly and lengthy restoration project on behalf of CMMM, the long-term goal is to be included on the New Jersey and National Registry of Landmark locations. Ed Melega, president of the CMMM noted; “Out of respect for those who have gone before us, and as a guide for those who follow, the Cape May area deserves the best effort from the CMMM. After all, Cape May City is home to the only recruit training center in the Country and Cape May County is listed a designated “USCG Community.” This partnership, including the unique on-water floating museum, will provide accessibility to the public twelve months of the year. This will increase the exposure from land to sea!” Tours of the local USCG-36538 restoration site are available upon request. Email: [email protected]

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. The museum is open from 10am-4pm Monday through Friday. For more information, visit www.usnasw.org or call (609) 886-8787.​

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[DaveM]

Smithsonian’s Bf 109 Unveils a Hidden Story of Resistance

By Adam Estes

On a typical day at the National Air and Space Museum (NASM)’s Steven F. Udvar-Hazy Center, thousands of visitors look down from the glass mezzanine of the Mary Baker Engen Restoration Hangar to see specialists putting their centuries of combined experience to work on the restoration and conservation of some of the most historic aircraft and spacecraft in the world. With the ongoing renovations at the National Mall building in the heart of Washington, D.C., many of these collections are being prepared for their arrival at some of the new galleries that have yet to open.

Among the aircraft being readied for the return to Washington, D.C., is a Messerschmitt Bf 109 G-6, an example of the most widely produced fighter aircraft of the Second World War. Yet this Bf 109 once kept a secret for fifty years, one that was revealed some thirty years ago now—a remarkable story of one man’s dash for freedom during WWII.​

In 1972, construction began on the National Air and Space Museum’s first permanent building on the National Mall after nearly 20 years of design studies. The goal was to open the building for the upcoming Bicentennial celebrations in July of 1976.

Meanwhile, restoration specialists at the Silver Hill Storage Facility (later the Paul E. Garber Preservation, Restoration, and Storage Facility) in Suitland, Maryland, began preparing designated aircraft for display at the new museum. Among them was the Bf 109. The aircraft had been virtually untouched since the end of WWII, but with a missing main data plate and no records on file about its exact history before arriving in the USA and an approaching deadline for being sent to Washington, specialists and curators decided to paint it in the markings of Bf 109 G-6 Werknummer 160163 “White 2,” which was assigned to the 7th Staffel (squadron), 3rd Gruppe (group) of Jagdgeschwader 27 (JG 27) and based on several wartime photos that were available to the team. Additionally, new research into Luftwaffe paint and stencil schemes would be employed to create one of the most accurate restorations of a German WWII aircraft for the time.​

160756 at Silver Hill, 1974. Photo by Gordon Riley

In April of 1974, the 109’s restoration was complete, and by the time of the opening ceremony presided by President Gerald Ford on July 1, 1976, it was sharing the WWII gallery with a P-51 Mustang, Macchi C.202 Folgore, Mitsubishi A6M Zero, Supermarine Spitfire, and the nose section of the Martin B-26 Marauder known as “Flak-Bait,” which flew more missions than any other American bomber of the war.

Yet there was still the mystery of the Messrschmitt’s exact identity. As early as 1976, author and researcher Thomas H. Hitchcock, who had gained unprecedented access to the aircraft during the research for the sixth installment of Monogram’s Close-Up book series, came to believe that the NASM aircraft may be the same one that had landed in Santa Maria Capua Vetere, near Naples, Italy, on July 25, 1944, based on some details noted in wartime documents and photographs that suggested that there were details found on both the 109 at Santa Maria and the Smithsonian’s example … from the combination of its long radio mast and Peilrahmen PR 16 radio loop antenna mounted just behind the cockpit to the ragged edges of the shell ejection chutes for the nose-mounted MG 131 machine guns lining up perfectly with the reference photos from Santa Maria. However, Hitchcock was unable to irrefutably prove that the two aircraft were the same, but it was a lead for others to go on.​

12 years later, in 1988, British researcher Nick Beale uncovered Allied reports of a Bf 109 G-6, Werknummer 160756, that had been flown to Allied-occupied Italy in July 1944 by a deserting pilot. The report highlighted some of the same details that Hitchcock had noted previously as correlating to the Smithsonian’s example. Beale informed the museum of his suspicions and in October of 1989, future curator Tom Dietz made a thorough inspection of the Messerschmitt. Behind the cockpit armor plating, he found a data plate that had been painted over during the 1972-1974 restoration that confirmed that the aircraft was Werknummer 160756.​

Further research showed that 160756 had been built at Messerschmitt’s factory in Regensburg, Germany in late 1943 as part of a production batch from 160745 to 160770, with fuselage factory codes from KT+LA to KT+LZ applied, giving 160756 the code KT+LL. It was later delivered to Jagdgeschwader 4 (JG 4), where it was coded as Yellow 4. The aircraft was also classified as a G-6/R3, a long-range reconnaissance fighter with the capacity to carry two wing-mounted 300-liter drop tanks. The aircraft also had attachment points for a sand filter for its oil cooler to operate in desert environments, as well as pilot controls for the filter in the cockpit, though this device was not present on the NASM aircraft.

Then, in 1995, Jim Kitchens, an archivist at the Air Force Historical Research Agency at Maxwell Air Force Base, Montgomery, Alabama, confirmed the identity of the pilot who flew Werknummer 160756/Yellow 4 to defect to the Allies as a French pilot named René Darbois. Details of his story have been seldom heard outside France, but it is an incredible story that deserves wider recognition.

René Darbois was born on October 23, 1923, in the city of Metz, and raised in the commune of Cocheren. He was noted by his friend Oscar Gérard as being quiet and reserved but having a strong moral character. Darbois would develop an interest in all things mechanical, especially aviation. However, the region of France that Darbois was born into was Lorriane, much of which had only recently been gained back from Germany following the First World War, which had taken parts of Lorriane and nearly all of neighboring Alsace after the Franco-Prussian War (1870-1871), and local tensions remained in place.

But with the rise of Nazi Germany and its policy to reunify all German territorial claims, many in Alsace and Lorraine feared that it would only be a matter of time before they would be annexed. Their suspicions proved valid following France’s defeat in 1940.

In Alsace and Lorraine, Germanization efforts were even stricter under the Führer than they were under the Kaiser, and young men from the two regions were subjected to conscription into the Wehrmacht, and boys under 18 were mandated to join the Hitler Youth. Despite his pro-French and pro-Lorraine sentiments, René decided that he would try to be accepted into the Luftwaffe and use the flight training it would provide to defect to the Allies and help liberate France and Lorraine. Upon being inducted into the Wehrmacht, Darbois joined the ranks of a number of men from Alsace and Lorraine who came to be known as the Malgré-Nous (the “Despite Us”). In the meantime, however, he would try to resist where he could without being detected. Before joining the Luftwaffe, he would clandestinely listen to BBC broadcasts, a crime punishable by death, while he was forced to finish his schooling with Gérard under Nazi doctrines in Phalsbourg, which was officially referred to by the German name Pfalzburg.

By the end of 1942, Darbois became a champion pilot on training gliders such as the SG 38 Schulgleiter (School Glider) as a member of the Nationalsozialistisches Fliegerkorps (NSFK; National Socialist Flying Corps), a paramilitary organization that instructed youths in aviation, with the goal of preparing them for Luftwaffe service. On March 2, 1943, Darbois received his Luftwaffe mobilization orders to begin basic training at Fliegerhorst Oschatz in Saxony. The training was grueling for all of the cadets, but Darbois was often singled out by the German instructors and his loyalty constantly questioned. Determined to complete the training, Darbois put on the appearance of accepting Nazi indoctrination in order to make good on his covert escape plan. Defecting from Germany, however, would be exceedingly difficult, for even if his plan was a success, the Germans threatened to deport the parents of defectors to a concentration camp, which only made him more determined to conceal his intentions and execute his plan to appear as if he had gone missing in action, as opposed to making an obvious dash to the Allies.

After completing his instruction on gliders, Darbois soon moved into powered training aircraft such as the Bücker Bü 181 Bestmann, Arado Ar 96, and even captured examples of the North American NA-57, which were originally built for the Armee de l’Air and subsequently captured and operated by the Luftwaffe. Darbois would also be sent all over the German Reich, from training with Luftkriegsschule 7 (Air Military School 7) in Tulln an der Danube just outside Vienna, to JG 103 in Stolp-Reitz, Pomerania (now Słupsk-Redzikowo, Poland), but his desire to escape from Germany remained unquenched.

His flair for acts of resistance would continue in the Luftwaffe, such as inscribing the Cross of Lorraine, a symbol of the Resistance, into his flying equipment and wearing a wristband with the symbol on his flights. Another act of passive resistance was when he was on leave in Paris in his Luftwaffe uniform. As he was entering the metro station tunnels, a man voiced his disdain at seeing a uniformed German, “We have seen enough of these Boches!” René whispered to him: “It won’t be long, old man!”

Having kept his acts of defiance subtle enough to deflect the occasional suspicion from his German superiors, Darbois was reassigned to Ergänzungsjagdgeschwader 1 (Supplementary Fighter Squadron 1) in Pomerania to qualify on the Messerschmitt Bf 109 and the Focke-Wulf Fw 190. These flights also took him over the German research center at Peenemünde on the Baltic coast, where Darbois would secretly take pictures of the V-1 and V-2 missiles under development there, as well as gaining information on the Messerschmitt Me 262 Schwalbe jet fighter.

Darbois knew the risks of being caught with this evidence, but he also figured that if he could smuggle the film with him on his defection, it would provide valuable information for the Allies. But in order to get himself to them, he would have to wait and see if his future posting would lead to a suitable place from which to escape. If he were to be deployed to the Eastern Front, he figured that the Soviets might execute or imprison him before he could explain himself, so he hoped to be deployed either to France or Italy, where he could make a successful flight to either the British or the Americans. During his training on the Baltic coast, he also pondered the idea of flying to neutral Sweden, but worried that even if he succeeded in landing there, he might be unable to leave the country to fight for France, and he worried about what might happen to his family back in Lorraine. But if there was one thing he was certain of, it was that in some way or another he was going to escape from Germany and save his country and family.​

The wait to receive his new mobilization orders was agonizing, but to his great relief, Darbois, who was by now a non-commissioned officer (Unteroffizier), received orders to ship out to northern Italy and join up with Jagdgeschwader 53 (JG 53). However, upon arriving in Udine through the Alps by rail on June 30, 1944, he was informed that JG 53 was reassigned back to Germany to defend against Allied bombers just two days prior to his arrival. His heart sank, as he felt that his one chance to escape had been taken from him before his eyes. But in the meantime, he was to remain in Italy and would eventually be temporarily attached to Jagdgeschwader 4 (JG 4), which had been posted to Maniago, a small town in the foothills of the Alps, around 40 kilometers from Udine, on July 17.

When he had time to himself, however, he secretly studied his flight maps of Italy, pouring over the best routes and methods for his escape before he was to be called back to Germany, and calculating every possible factor, from how much fuel he would need to reach southern Italy to ways to avoid suspicion from both German pilots and official ground observers. It truly was now or never.

With orders to return to Germany arriving on the previous day, the morning of July 25, 1944 began with a briefing on a formation ferry flight for later that day from Maniago to Ghedi about 230 kilometers to the west, where the new pilots of JG 4 would then transfer their planes and baggage from JG 4 to remain in Italy with JG 77. The formation would consist of sixteen Bf 109s (fourteen G-6 single-seaters, and two G-12 two-seat, dual control aircraft). Though originally assigned to fly one of the G-12s, the other pilot of the G-12, Second Lieutenant Meyer, asked Darbois if he preferred flying another aircraft. After a short hesitation, he requested to fly one of the G-6s. The request was granted on the field. This pleased Darbois, as the G-12 had much smaller fuel tanks and no oxygen systems to make way for the second seat. What’s more, he was given permission to fly the commanding officer’s plane, coded Red 1. However, a faulty starter forced him to request another aircraft. He was granted permission to fly G-6/R3 Yellow 4, Werknummer 160756.

After taking off without incident at 3:35 p.m., the formation headed for their next waypoint on route to Ghedi under radio silence. At 3:55 p.m., Darbois flew up to Meyer and used hand signals to report that he was having mechanical difficulties and was requesting to land immediately. Meyer pressed his map to the canopy for Darbois to see and directed him to divert to Treviso, 20 kilometers to the south and just north of Venice. Darbois followed these instructions, but another Bf 109 from the group, following regulations, flew off his wing to ensure that he reached Treviso. Desperate to escape, Darbois signals the German that he no longer needs him and asks him to return to the formation. At first, the German refuses and stays with him, but Darbois was persistent, and once close enough to Treviso, the German pilot finally left to rejoin the formation heading to Ghedi. Once out of visual range of the other Messerschmitts and certain that he is no longer being followed, Darbois’ escape can finally begin.

To avoid detection, Darbois switched off his radio and transponder, and coaxed his Messerschmitt to gain altitude so that he would be both too high for ground observers to visually identify him and gain the best fuel efficiency possible at 8,800 meters (about 28,000 feet). One problem soon presented itself as he gained altitude; since the flight was not planned to exceed the designated ceiling of 500 meters (1,640 ft), the oxygen masks were removed by ground crews since they were deemed unnecessary. This presented a major problem for Darbois, who was trying to fly as high as possible, and as he climbed to 10,000 feet, then 20,000 feet, it became increasingly difficult to breathe and to swallow. However, the inlet tube from his oxygen tanks was still attached, and he clenched the tube in between his teeth to breathe. He was also wearing an Afrikakorps-style summer flight suit, which did not help him stay warm in the unpressurized cockpit. But he could make it to the Allied lines, then he could put up with this. But his thoughts also began to race for the safety of his parents back in Lorraine. Would they be punished for their son’s defection? While the fear of losing his parents hung over him with looming dread, he realized that he would have to get himself to safety before he could do something about his parents.

For much of the flight, Darbois flew on dead-reckoning, plotting his course along the Adriatic coastline with the map on his leg, and a wristwatch whose straps had broken, forcing him to hold it in his hand while flying the plane and scanning the skies for Allied fighters.

In addition to the removal of his oxygen mask, none of the pilots on the flight to Ghedi were issued any life preservers, as the flight was intended to be entirely over land. But with Darbois now skirting the Adriatic coast, he also pondered the reality that if he were forced to bail out over the Adriatic, he would certainly drown if there was no ship nearby to pick him up. But he forced those thoughts down as well and maintained his heading. At this point, problems arose with his propeller regulator, which shook the whole plane and forced him to reduce his speed to stay under control.

By 4:30 p.m., Darbois referred to his map and watch and determined that he was far enough over Italy to know that he was now over Pescara, which was well within Allied territory. Finally, he could descend below 10,000 feet and fly without needing supplemental oxygen. His intent now was to fly west from Pescara towards Rome, but to do that, he would have to navigate the valleys and ridges of the Apennine Mountains that constitute the spine of the Italian peninsula. To make things even more difficult, the Apennines were covered by clouds, and he would have to navigate the mountains on instruments.

By this point, having expended the fuel in his external drop tank, Darbois jettisoned it and flew on his internal tanks. Having lost his bearings in the clouds and the mountains, Darbois did not realize at the time that he was not flying west towards Rome but southwest towards Naples. No matter where he was though, he was determined to land at the first airfield he could find before running out of fuel, which happened to be a large one with two intersecting dirt and sand runways.

As it turned out, he had stumbled upon the airfield at Santa Maria Capua Vetere, near Caserta, just north of Naples. It was so far into Allied-held Italy that none of the men stationed this far south in Italy expected to see a lone German fighter. The only active unit there that day was the USAAF’s 72nd Liaison Squadron, equipped with Piper L-4 Grasshoppers and Stinson L-5 Sentinels. Surprised at the lack of anti-aircraft fire, Darbois reduces his speed, lowers his flaps and landing gear, and rocks his wings to signal his intent to land while circling overhead. Meanwhile in the wooden control tower on the ground, Corporal Davies, the signal lamp operator on duty, aimed his light at the approaching aircraft, whose markings he could not see at this point, and flashed a green signal light to Darbois. The markings on the wings and fuselage of Darbois’s Bf 109 were heavily camouflaged after arriving in theater, and the mysterious aircraft came to land at 4:45 p.m. Only after touching down did the personnel of the 72nd realize that a German Bf 109 had just landed at their base!

After coming to a stop at the intersection of the two runways, Darbois taxied the 109 to line up with a row of parked aircraft and shut the engine off. When the dense clouds of dust kicked up by the propwash began to settle, he opened a shutter in the canopy, signaling several bewildered soldiers to approach, but they stayed put. He then motioned for someone to help him open the canopy, as the frame’s heavy armor plating made it nearly impossible for Darbois to open it from the inside of the cramped cockpit.

An officer approached the canopy, and to Darbois’ surprise, he asked him in French, “Do you speak French?” The response was a quick “Yes!” It turned out that the officer was a French-Canadian, and with prompting from Darbois, he helped open the canopy. Emerging from the cockpit, Darbois removed his flying helmet and suspenders and asked that the markings on his plane be camouflaged to conceal the aircraft’s identity.

The American soldiers crowded Darbois and his airplane, and though they did not draw any weapons, they stared at him in curiosity. After explaining to the American soldiers through the French-Canadian’s translator that he was French, Darbois asked to see the senior officer at the airfield. Following the Canadian to a tent, Darbois met the senior officer, Major Percy, with whom he shared his name, rank, serial number, and reasoning for his arrival.

He also repeated his request that his plane be camouflaged with paint, so that the Germans would not identify it as his and retaliate against his parents in occupied Lorriane. While the aircraft was not repainted, several canvas tarps were placed over the wings, tail and propeller of the aircraft. Major Percy, however, listed Darbois as a deserter, to which he protested, insisting that he was an escapee, not a deserter, but his protests fell on deaf ears. For the time being, Darbois was held in custody at the airfield until he was sent to an improvised POW camp in Rome for further questioning.​

After being secured by USAAF intelligence personnel, Yellow 4 was shipped to the United States for flight testing and evaluation against Allied fighters. Upon arriving in the U.S., the aircraft’s paint was stripped down to bare metal, though spurious German insignias were later applied to the aircraft. Being assigned to the Foreign Equipment Branch of the Air Technical Service Command’s Technical Data Laboratory at Wright Field in Dayton, Ohio, the aircraft was serialized as FE-496.

Most of FE-496’s flight tests for the remainder of the war would be conducted at Wright Field and Freeman Field near Seymour, Indiana. By 1946, the reincorporation of the Foreign Equipment Branch as the T-2 Intelligence Department would result in the aircraft being referred to as T2-496. Like many other captured Axis aircraft, FE/T2-496 was displayed at open house events and war bond drives for Wright Field and Freeman Field, such as the airshow held at Freeman Field in September of 1945.​

By then, any association between T2-496 and the daring pilot from Lorraine was forgotten, but unlike many other captured aircraft that would meet their end at the scrapyard, T2-496 was lucky enough to be sent in May of 1946 to a former C-54 plant at Orchard Place Airport (now O’Hare International Airport), in the Chicago suburb of Park Ridge, under the auspices of No. 803 Special Depot, alongside other representative aircraft of both the Allied and Axis air forces intended for museum display. Most of the aircraft at Orchard Place were to join the Smithsonian’s newly-established National Air Museum, but with no permanent, dedicated building in Washington, the aircraft Park Ridge remained there until 1951, when one year after the outbreak of the Korean War, the Air Force reclaimed the plant and ordered the Smithsonian to move the collection out by January 15, 1952. This resulted in the establishment of the Silver Hill Facility and brings Yellow 4’s story back to the present.

As for René Darbois, following a short period of incarceration as a POW and losing most of the personal affects he took with him in the Messerschmitt, his requests to join the Free French Air Force were granted, and after spending time in Naples where his loyalty to France was initially questioned by his new comrades, he was sent to Algeria for flight training. To protect his parents, he was given a new identity, choosing the name Guyot, after an old family friend in Lorraine who was in sympathy with the Resistance. He was trained to fly Supermarine Spitfires, and assigned to Groupe ⅓ Corse (Corsica), and even served on several combat patrols over Germany before the end of the war. But even better for René, his parents in Lorraine were alive and well, and so was his friend Oscar Gérard, a former Malgré-Nous himself before defecting to join the Resistance and who was now a member of the French 2nd Armored Division under General Philippe Leclerc.

After the war, Darbois remained in the French Air Force as a flight instructor and a pilot in a precursor to France’s Patrouille de France, the Patrouille d’Étampes, flying Stampe SV 4 trainers in aerobatic demonstrations. But with the end of WWII came a resurgence in colonial independence movements across France’s overseas empire. Despite colonial forces being critical in the liberation of France, they were often sidelined by a government determined to maintain its control over those same colonies by force. In December of 1946, war broke out in Indochina (now modern day Vietnam, Laos, and Cambodia). It was a brutal guerilla war fought in the jungles, rice paddies, and cities and villages of southeast Asia that was to be a preview of the more prominent American-led intervention of the 1960s and 1970s. But by 1953, France was losing its grip on Indochina, and was sending more of its servicemen to keep the region under French control.

On October 6, 1953, René Darbois shipped out to Gary Air Force Base in San Marcos, Texas, for helicopter flight training. There, he learned to fly both the Hiller OH-23 Raven and Sikorsky H-19 Chickasaw, which he would soon use to fly on medevac missions in Indochina. Upon the completion of his training in January 1954, Darbois arrived in Saigon two months later and flew with Air Liaison Squadron 52 (ELA 52), based at Tan Son Nhut, just in time to help relieve a besieged French outpost at Diên Biên Phu.​

Darbois made hundreds of flights in and out of Diên Biên Phu, carrying hundreds of wounded men from the battlefield. Braving small arms and anti-aircraft fire, and surrounded by the dead and dying, Darbois was often praised by his superiors, especially when on May 7, 1954, the day that Diên Biên Phu was overrun Vietnamese forces under General Võ Nguyên Giáp, Darbois evacuated 185 wounded under heavy fire. Darbois would also serve with similar distinction in ELA 53 and EHM 2/65 before a ceasefire was declared later that year. With the Geneva Conference that summer, Vietnam would be independent from France but divided between north and south along the 17th Parallel, setting the stage for the Vietnam War of the 1960s and 1970s.

But despite the praise from his superiors, and the fact that he would later learn that he had received a citation for the Légion d’Honneur (Legion of Honor) and the Croix de guerre des théâtres d’opérations extérieures (the War Cross for foreign operational theaters), Darbois was weakened by tropical diseases and the subsequent weight loss, and he was haunted by the brutality of this war, as he had been far closer to the action than he was in the Second World War. On December 21, 1954, Darbois finally embarked from Indochina for France to be reassigned.

The following January, Darbois returned home to his wife Jacqueline and their daughter Catherine. To all who knew him personally, though, Darbois did not return the same man they knew before Indochina, before Diên Biên Phu. In addition to the stress of combat and his physical ailments, he was also emotionally distant, with his friend Oscar Gérard reflecting that Darbois had returned with what today would be considered post-traumatic stress disorder (PTSD). He was disinterested in the awards his nation sought to bestow on him, and on February 14, 1955, he was discovered dead in his home in Etampes, having taken his own life. He was 31.​

The legacy of René Darbois would be preserved in several French sources, most notably in the memory of Oscar Gérard, who would dedicate his later years to writing the book Pilote de la Liberté (Liberty Pilot) about his childhood friend and other Malgré-Nous that he knew personally. But the further international outreach of Darbois’ story would not be possible without the chance discovery that the very same Bf 109 he had used to fly to freedom can be found in one of the world’s most visited museums. The ongoing renovations to the National Mall building in downtown Washington presented a perfect opportunity to return the Messerschmitt to the markings that it wore as part of JG 4 when a young Lorrainer finally had the chance to make a break for freedom. When its restoration in the Engen Hangar has been completed, it will be returned to the National Mall, where the upcoming Jay I. Kislak WWII in the Air Gallery (covered in a previous article here: NASM’s New World War II In The Air Gallery (vintageaviationnews.com)) is scheduled to open by 2026, where the memory of René Darbois will outlive the Thousand Year Reich.​

To support the National Air and Space Museum, visit Homepage | National Air and Space Museum (si.edu).​

Messerschmitt Bf 109 G-6/R3 (A19600327000) at the Smithsonian Institution National Air and Space Museum. October 7, 2014. Smithsonian photo by Eric Long (A19600327000.3T8A4612) (NASM2018-10751)

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[DaveM]

D-Day Squadron Details Collaboration with 2024 Legacy Tour Organizers

PRESS RELEASE

Oxford, Connecticut – January 11, 2024: Work and planning continues for the D-Day Squadron’s 2024 Legacy Tour with Western Airlines DC-3 announcing their intention to join 10 other squadron aircraft as they cross the Atlantic Ocean to commemorate both the 80th anniversary of the Normandy landings and the 75th anniversary of the Berlin Airlift. Western Airlines is now based in Florida with owner Tim Savage, a dear friend and colleague to the D-Day Squadron and DC-3 community. That brings participating aircraft to 11 total as this week marks four months until the D-Day Squadron starts assembling in the Northeast United States for another historical oceanic crossing.

As the D-Day Squadron team works to assemble North American operators for preparations, training and final oceanic planning mid-May 2024, team members in the UK are also supporting updates with organizers to give the public the most current information as events in Europe become more defined. D-Day Squadron’s newsletter contributor, Adam Simpkins, headed to North Weald, Essex recently to sit down with Aero Legends owner Keith Perkins and other members of the team to discuss arrangements being made for the UK and Normandy legs of the tour.

Once the D-Day Squadron aircrews make their crossing over the Atlantic reaching the U.K. they’ll head direct to the historic North Weald airfield in Essex (around the last week of May). The aircraft will be welcomed by Keith and Aero Legends. From here, aircraft and aircrews will be attending several exciting events, organized by Aero Legends. Multiple events include an eclectic mix of ground shows, air shows, parachute drops, and unique opportunities to get up close to the aircraft. On May 31st, spectators can watch the ground show as parachutists clamber aboard the aircraft and practice their drops.



June 1st will include two shows at both North Weald and Imperial War Museum (IWM) Duxford, with D-Day Squadron returning to the skies of Duxford following its previous partnership with IWM for the historic D-Day 75 commemorations. The parachutists will board at North Weald for IWM Duxford to complete a mass drop over the historic airfield as a major part of the Duxford Summer Air Show: D-Day 80 weekend event. They will then return to North Weald. As the 2nd of June dawns, the planes load up and start their journey over to Cherbourg, France passing through Duxford on the second day of the air show, as they head out to continue their commemorative flight.

From June 2nd-10th, Cherbourg will be the D-Day Squadron’s base of operations. Aero Legends have planned several interesting flyovers and commemorative shows during these eight days. On June 4th and 5th, crews will return to Upottery airfield in Devon, once home to Easy Company. Plans include a ground show and parachute drops into the airfield from Normandy. The crews return to Normandy for another drop. The highlight of the time at Upottery will be the flight out on the 5th of June. On the evening of the 5th, the squadron will load up with parachutists and head back to Normandy, much like they did 80 years ago to the day.​

The magnificent formation flight down the Normandy beaches on June 6th, 2019. (Screen Capture of Into Flight Once More – via D-Day Squadron)

One of the key partners in the event is Round Canopy Parachuting Team International (RCPT). RCPT is organizing and overseeing the parachuting sorties for all jump teams that form part of the D-Day 80 event. RCPT is led by Hubert Achten and Dominique Jame who have the immense experience delivering commemorative jumps in Europe. Hubert and Dominique will oversee all jumps to ensure safety and that all local authorities, airborne operations, and landowners are coordinated effectively.

Back on the ground in Cherbourg, the event “Cherbourg Camp Dakota” will run on both the 4th and 6th of June. Extensive commemorative flights are also planned for the remainder of the time in Normandy. After June 10th, Aero Legends and their two C-47s will return home, and the D-Day Squadron will continue with their remaining Legacy Tour around Europe.

For those who cannot attend these events in person, there will be a streaming platform in place to enjoy these historic events from the comfort of one’s own home.

Aero Legends have an impeccable history of organizing big events (including parachute sorties) and running warbird experiences. Back in 2009, Keith bought his first Spitfire, and by 2013 it had been restored to flying condition. From this first purchase, the Aero Legends brand has grown from strength to strength and now operates piston-engine and jet experiences out of North Weald, Headcorn Aerodrome and Compton Abbas Airfield.

Keith also owns and operates two C-47s, Drag ‘em Oot and Pegasus (both of which will be on the UK and Normandy legs of the tour). These aircraft take part annually in parachute drops during the D-Day commemorations along with other appearances at air shows across the UK and Europe. “All this incredible experience from running experiences and regular parachute drops means that Keith and Aero Legends are the perfect operation to organize the D-Day Squadron’s time in the UK and Normandy,” shared Simpkins.

Secure Your Front Row Seat to History – Ticket Sales Now Open!

At North Weald (EGSX), our D-Day Squadron’s primary base of operations, encounter a captivating static display, vibrant reenactments, and a chance to engage with dedicated vendors. If you wish to attend, head to the Aero Legends website to secure yourself a ticket https://dday-80.co.uk. There is also information about the participating aircraft where you can read more about their service history: Aircraft Participation - D Day 80 - Heroes Remembered.

For an aerial spectacle, join the D-Day Squadron at IWM Duxford (EGSU) for dynamic airshows taking place on both Saturday and Sunday, June 1st,and 2nd. Experience the thrill of parachute drops and witness Aero Legends’ aircraft perform awe-inspiring flybys on Saturday. The excitement peaks on Sunday when the full fleet, including our treasured DC-3s, take to the skies for a grand parade and individual fly-pasts. Tickets here: Duxford Summer Air Show: D-Day 80

For more event information on the D-Day Squadron’s 2024 Legacy Tour: https://www.ddaysquadron.org/2024-legacy-tour​

About the D-Day Squadron

Born from the 2019 mission to Normandy, the D-Day Squadron (DDS) is a large program of the Tunsion Foundation, an established 501(c)3 nonprofit organization. Its focus is on DC-3 operators, WWII commemorations, education, and outreach programming. Programs that function under the DDS are education and outreach, a Young Historians Program and the membership arm of the DDS, the DC-3 Society. The overall purpose of the DDS is to promote DC-3 type aircraft airworthiness, serve members of the DC-3 Society and promote static and flying displays for future generations. The DC-3 Society was born to organize the collective efforts of enthusiasts, pilots, mechanics, and operators to involve the next generation in “FLYING FREEDOM.”

In June 2019, the D-Day Squadron led an American fleet of 15 historic, restored C-47 World War II military aircraft to take part in a flyover of more than 30 international aircraft to drop over 200 paratroopers over the original 1944 drop zones in Normandy, commemorating the 75th anniversary of D-Day. The event honored the citizen soldiers of the War, whose bravery led the Allies to the liberation of France, and then to an end of the devastating War in Europe. The Squadron’s education program takes the compelling story of the citizen soldier to audiences at airshows and events off the flight line to honor these brave Americans and ensure their memory and significance are appreciated for generations to come. The group’s efforts are funded through the generous tax-deductible contribution of their supporters. In 2024, the DDS will return to Europe for DDay80, Berlin75 and other notable commemorations, a Legacy Tour.​

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[Qship]

Quite an interesting read.

 

[DaveM]

MAAM WWII Weekend 2024 Photo Pit

By Nick Chismar

For nearly 33 years, the Mid-Atlantic Air Museum’s WWII Weekend has attracted visitors from around the world with three days of warbirds, reenactors, and endless experiences. While the event has always been an incredible opportunity for photographers over the years, there are a few other ways to experience and capture the event from a different perspective. Thanks to a group of volunteers, professional and amateur photographers have a chance to see and do it all with the WWII Weekend Photo Experience.

This special opportunity allows photographers to take part in both the sunset and sunrise photo walks and night photo shoots while also gaining access to the photo pit with an included three-day pass for the airshow for a non-refundable fee. Each of these individual opportunities would make for an incredible experience, but now all of them can be had together.​

Photo by Nick Chismar

The Photo Pit is a new part of WWII Weekend, with its first year last summer. Located on the other side of the airport, the pit sits above runway 13 on the inside of the airport fence, giving photographers an unobstructed view of the performances. Not only is the location a bit closer to the show itself, but it also allows photographers to shoot with the sun to their back, unlike the event side where the aircraft are often cast in a shadow for most of the day. Participants will also be able to enjoy bagged lunches and water as well as port-a-potties, a hand washing station, and convenient parking.​

Photo by Nick Chismar

The Night Photo Shoot has now become a staple for many photographers. Three iconic warbirds are brought forward and expertly lit by Lerro Photography while a wet taxiway allows for some reflective images. Past aircraft have included the Mid-Atlantic Air Museum’s replica D3A Val, CAF Airbase Georgia’s FG-1D Corsair, and the Delaware Aviation Museum’s B-25 Panchito. Each aircraft will perform engine run-ups, allowing photographers approximately 10 minutes to capture some incredible images.​

Photo by Nick Chismar

The Sunset and Sunrise Photo Walks have also been a longtime favorite of many. Consisting of a tour of the ramp, the walks allow for unique images of aircraft and reenactors without the hustle and bustle of the airshow. The sunset walk takes place on Friday evening and the sunrise walk on Saturday morning with a Sunday rain date.

All these together make for a unique opportunity to photograph and experience WWII Weekend in a new way. Whether you are a professional photographer or an amateur enthusiast, the WWII Weekend Photo Experience is something you may not want to miss.

This offer is only available for a limited time. Anyone interested should send an email titled “WW2WE Photo Experience” to David Brown at [email protected]​

For more info about the Mid-Atlantic Air Museum’s WWII Weekend, click HERE. *note the site is still under construction​

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[DaveM]

Geoff Goodall 1947 – 2024

By James Kightly, Commissioning Editor

We are sad to report that aviation historian and author Geoff Goodall passed away on January 5, 2024 in Melbourne, Australia, after a short illness. He departed five days shy of his 77th birthday.

Geoff had been a lifelong aviation enthusiast, professional Air Traffic Controller, and dedicated and unique recorder of aviation history, notably the full history of numerous aircraft manufacturers, organizations and types. An incredibly generous ‘total aviation person’ he shared his work as widely as he could. As his colleague Ron Cuskelly wrote: “Geoff was a mentor to many, both in his professional ATC career and in his passion for aviation history.”​

Geoff was responsible for the creation of the ‘Warbirds Directory’ books and resources, the first editions with John Chapman. These were produced in print only, initially with editing by Paul Coggan and published by Coggan’s Warbirds Worldwide journal. The first edition was published in 1989, the updated second edition in 1992, the third in 1996, each a major expansion on the previous edition. A fourth edition was published as both a book and CD-ROM by Derek A Macphail in 2003. Since then, Geoff has regularly updated the Warbird Directory pages with PDF sections, for free, on his website up to mid-2023.​

We cannot do justice to his entire life and career here, but we can record that early experiences included being ‘the boy on the fence’ at South Australia’s Parafield Airport, and that after retiring from a 45 year career as an Air Traffic Controller (ATC) in Australia, Geoff took a contract as an instructor at an ATC school in Tbilisi, Republic of Georgia.​

Geoff wrote: “Here I am as a fresh-faced youth in Perth Tower during June 1968, training under the patient guidance of Greg Blackshaw.” [Photo via Goodall.com.au]

Geoff Goodall briefing pilots from the Republic of Georgia airline Air Zena, who flew Yak 42s and Boeing 737s. The Tbilisi ATC college conducted other training, including ICAO English language testing for airline aircrew. [Photo via Goodall.com.au]

Geoff wrote for his website (launched in 2013) “My fascination with aviation history goes back to early school days, living on the boundary of Adelaide-West Beach Airport in the 1950s. I grew up watching ANA and TAA propliners, with the weekly highlight of the Sunday morning arrival of an Avro Tudor 4B Super Trader of Freddie Laker’s Air Charter London. With Merlins popping as the power came off on landing, these Tudors flew the military courier from Britain to Woomera and Adelaide for many years before being replaced by DC-4s, DC-6s and Britannias. Our South Australia local airline had the intriguing name of Guinea Airways, and from my bicycle at the fence, I wondered why their DC-3s had names like Bulolo and Kokoda?”

After finally retiring from ‘one more project’ in 2013, Geoff decided to work, (with critical website support from Ron Cuskelly) to sharing his many shorter publications and research for free online through his website: Geoff Goodall’s Aviation History: www.Goodall.com.au. It quickly proved an essential stop for aviation history researchers looking for authoritative data on type and related history. While his work was particularly strong on Australia’s aviation history, it was no accident that the globetrotting Geoff’s interests and coverage was as worldwide as some of the publications he worked with.

The access to the online, regularly updated Warbird Directory, was invaluable. In the first print edition of the directory, Geoff and John Chapman dedicated the book to Leslie Hunt. Les Hunt’s Veteran & Vintage Aircraft books of the 1960s and 1970s were really the first attempt at comprehensive listings of surviving historic aircraft. Since Geoff’s huge expansion of detail and depth in the directories, and with the growth of internet access, a number of other directories and listings have been published, most of which owe something to Geoff’s work. While Geoff was always punctilious in acknowledging the help and advice he had received from others worldwide, there is no question that his contribution (which so many others have built on) was an immeasurable expansion.​

While today we value the depth of documentation Geoff and his thousands of correspondents managed on historic aircraft and warbirds, we should also note that it was not inevitable that we would be able to track the real histories of surviving Spitfires, Mustangs et al. In fact Geoff was advised, when he started, that a lot of rich warbird owners would NOT want the true history of their valuable, high prestige aircraft being published for anyone to know. Numerous aircraft then (and occasionally, even now) are represented as having more prestigious history than the facts show. That these facts have been collected and are in the public domain, means we can be sure of which aircraft have genuine high-value or historically important careers.

Geoff also wrote several other aviation history books, notably on the de Havilland Australia Drover for Air-Britain, published in 2016, and had recently revised 1979’s ‘Qantas Empire Airways (Western Operations Division) Indian Ocean Service, 1943-1946′ by himself and Barry Pattison, for future release.

In a wide ranging interview with the author for Australian Flying in 2013, Geoff finished his exceptionally detailed insight to the previous half century of Australian aviation with “…it’s clear people will always find a way to aviate for fun. Here’s to the half-century.”

Geoff’s webmaster Ron wrote: “Geoff’s domain will be maintained online in Geoff’s memory for as long as is possible. Ultimately, the content of the website is archived by the National Library of Australia so its survival is assured. Geoff’s fellow historians, who always struggled to keep up with him, have concluded that the content of his website should be frozen as none of us feel that we have the capacity to update it as Geoff would have wished. Geoff is simply irreplaceable.”

We extend our condolences to Geoff’s widow and two daughters, and join in the many aviation enthusiasts in lamenting a loss of both an exceptionally friendly, funny, knowledgeable and generous gentleman and recognize that Geoff’s contribution to aviation record keeping cannot be replaced.​

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[DaveM]

Harvard Restoration at Newark Air Museum Forging Ahead

By Zac Yates

The restoration of a Canadian-built North American Harvard at Newark Air Museum (NAM) near Newark-on-Trent in Nottinghamshire, England, has recently focused on preparing to refit the restored nose cowlings to the fuselage.

The airframe being restored is a Harvard Mk.IIB was built by Noorduyn Aviation Ltd at Dorval in Quebec, Canada. It received the serial number 42-12417 and was delivered to the Royal Canadian Air Force as FE930 in early 1943, flying with the RCAF for about three years. The aircraft was later sold to the Royal Netherlands Air Force and served with that air arm as B-163 from 1949 until 1962. Displayed for a time in a Dutch car yard the aircraft went through a succession of private owners in the Netherlands and the UK until arriving, partly restored, at the NAM in August 2010.​

The Harvard arrived at NAM on August 24 2010 and since then museum volunteers have been conducting a long-term, in-depth restoration on the aircraft. [Photo by Howard Heeley, Down To Earth Promotions]

Previous owners had modified the firewall-forward section, which had been challenging the museum’s team of volunteers working in the NAM on-site workshops, museum trustee and secretary Howard Heeley told Vintage Aviation News.​

42-12417 Newark Air Museum 20130212 HH-DTEP 02.JPG
Paint stripping revealed the aircraft’s Royal Netherlands Air Force fuselage markings, an air arm it served with between 1949 and 1962, as seen in this February 2013 photo. [Photo by Howard Heeley, Down To Earth Promotions]

“As significant sections of the engine were missing lots of items were originally fastened to the firewall; we have had to devise systems around these modifications to refit the cowlings etc. Lots of parts are missing including tail post, fairings etc. Currently, the main missing items are the exhausts, we may have to fabricate fresh items unless we can track any down,” Heeley said.​

John Rankin, at the time the NAM’s restoration manager, is pictured working on the Harvard’s center section in February 2013. Although he stepped down from the role in 2016 Rankin still volunteers at the museum every week. [Photo by Howard Heeley, Down To Earth Promotions]

Although the exact markings are yet to be decided on the aircraft will be finished in the classic overall yellow paint scheme seen on so many members of the Harvard/T-6 family. “Which means we can go for either the RCAF scheme or a similar RAF scheme. Either way, it is a key part of the RAF training story that a lot of our collection portrays,” Heeley said.​

“The restoration program is now well underway, with rumors of a potential reassembly being made sometime this year. [The] wings were restored many years ago and are in temporary store; the next job will be to refit these and complete the fairings etc.”

The Harvard is awaiting reassembly and when complete will wear either its original RCAF paint scheme or representative RAF markings. [Photo by Howard Heeley, Down To Earth Promotions]

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