Warbird News

[DaveM]

AirCorps Depot Acquires Dusters & Sprayers Stearman Inventory

PRESS RELEASE

Dusters & Sprayers Supply Inc., the world’s largest inventory of Stearman parts, has been acquired by AirCorps Depot, under the management of AirCorps Aviation.

The goal of AirCorps Depot is simple: preserve and provide world-class parts at a fair price, have proactive solutions, and provide outstanding customer service. We strive to put more into the warbird industry than we take out, to innovate, and to keep these iconic aircraft flying safely for future generations.

The AirCorps Depot website has been supporting aircraft and selling parts across the globe for more than 10 years. By acquiring the assets of Dusters & Sprayers under the AirCorps Depot name, we will manage and build this incredible Stearman inventory alongside our P-51 Mustang parts inventory, while also using its capital and network to acquire parts vital to the warbird industry.​

We couldn’t have turned this dream into a reality without the support of the Dusters & Sprayers owner George Hector, the dedicated Dusters & Sprayers team, passionate supporters of the warbird industry who have recognized our capabilities, continue to support our work, and encouraged us to make this acquisition.​

AirCrops Aviation stated on its website “We are thankful for and excited to work with George, Kay, Laci, and Tim during this transition to keep parts available and to serve operators and maintainers. The Dusters & Sprayers team has carried the torch from its original American Dusting Company in the 1940s. We know from experience the amount of work behind the scenes it takes to serve operators and it takes dedicated people to keep airplanes operating safely.” For more information, visit www.aircorpsaviation.com

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[DaveM]

Michigan Flight Museum, Interview With President Kevin Walsh

Whenever a storied aviation museum renames itself or even modifies its logo, there is inevitably a period of hair-pulling and ALL-CAPS RANTING on social media; usually by a minority of commentators, albeit a very vocal minority. Some people just find change very difficult, which is totally understandable.

However, no organization undertakes such changes without considerable forethought, nor without clearly defined reasons for doing so. The motivations that drive members of the public to visit museums – or to help fund them – involve an ever-changing set of conditions. Any museum that fails to update its operations to meet those conditions is destined to falter, or even to fold. The Yankee Air Museum’s recent rebranding as the Michigan Flight Museum & Air Adventures is a perfect example of this dilemma which so many aviation museums must address in the modern era. It is a case of ‘adapt-and-thrive’ or ‘flail-and-fail.’

Kevin Walsh is the president and CEO of the newly-renamed Michigan Flight Museum, and our publisher, Moreno Aguiari sat down with him last week to discuss the organization’s recent moves and what their intentions are for the future. The following is a transcript of their conversation [edited for clarity]. We hope our readers find it illuminating…​

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MA: Thank you for taking the time to talk to Vintage Aviation News. Given the museum’s recent rebranding, perhaps you could walk us through the process of making these significant changes.

KW: It all started with a five-year strategic plan we put together in 2019. And obviously, part of this plan involved rebranding to better reflect who we are today. It’s that simple.

We are a flight museum; we fly and we have air adventures here… our fancy word for warbird rides or vintage aircraft rides. We just felt that the word “flight” was something that’s been missing. It also resonates more with the general public. That’s another piece to the puzzle. “Museum” resonates very well with the general public too.

And (of course) we are based in Michigan. When [an organization] rebrands, there’s sometimes an attitude to be bigger or make a name that you grow into, but that’s actually the wrong path to go down. So calling ourselves the National Flight Museum or the American Flight Museum or whatever, wouldn’t work, because that’s not who we are. We are Michigan’s flight museum… so Michigan Flight Museum and Air Adventures [seemed a natural fit].

Obviously, we also wanted to make something that is very attractive to the general public, and this is where we have to be honest with ourselves. [As it happens] aviation enthusiasts comprise just .01% of the people who attend our institution. We are attracting from the Metro Detroit area and beyond Southeast Michigan… The people who come in here – the spectators, the guests, et cetera – that come to our events or come to our museum are the general public and this is who we’re supposed to be interacting with. So if your name doesn’t reflect who you are, it can be a problem.

The name Yankee Air Museum has served us very well – for 43 years it has served us very well – but then you get questions such as “What is an Air Museum?” which adds to our problem. Did you know that one of the most searched-for terms online right now is not “air show.” When people are looking for air shows, they’re looking up the words, “airplane show.” This is a reflection of the times… So we have had to step out of our enthusiasts role and ask ourselves, “Okay, how do we attract the young families, and how do we attract the general public and bring them to our institution?” We have to keep things simple so that they know what they’re coming to. Because …we can get all wrapped up as enthusiasts. We can get all snarled up in our own thoughts and feelings, and forget what it’s like for those [outside our small group, and what might motivate them to visit us].

MA: So you mentioned having a five-year strategic plan. This really shows the thought that the museum’s leadership has put into the organization’s future. Most museums don’t seem to think this way – to look beyond the day-to-day operations towards what may be on the horizon. So that leads me to ask you how the vintage aviation/aviation museum community and industry has changed over the past few decades. In other words, how have we changed from where we used to be, when all you needed to say was “Come out and look at my beautiful B-17 or B-25,” or whatever, to where we are now? What is needed to keep a museum’s doors open?​

The Museum is seeking a group of volunteers to help restore their Consolidated PB4Y-2 Privateer. (image via Yankee Air Museum)

KW: I am so glad you asked this question. I mean, I’m ecstatic that you asked this question. The “put-plane, place placard” method of old does not appeal to the modern consumer. And that’s where museums are hopefully waking up now and saying: “Okay, our mission doesn’t change. Our mission is still to educate, inspire, preserve – all those good things – but we have to put it in a different package now. We have to brand it differently, and the experience has to be different.” The problem now, with… and when I say problem, you can put that in quotes, because it’s all good for dorks like me. I’m an aviation dork. I love the ‘put-plane, place placard.’ I’ll read them all. I’ll spend hours just looking at static airplanes, and I’ll appreciate the difference between the B-17E-model, or an F-model, or a G-model – all that stuff. But today’s public has information coming at them so quickly. Everything’s so stimulating, and so interactive, and so digital now, and that’s part of the experience here.​

When we got the Dauntless from the United States Navy, we had a choice to make. We wanted to talk about the historic and very important aircraft carrier training on the Great Lakes – and in particular Lake Michigan – during World War II. We out-trained and we out-produced our enemies in World War II, as you know, and part of out-training our enemies involved, obviously, the carrier training for thousands of Navy and Marine Corps aviators [on and around Lake Michigan].

So we get a Dauntless, and we could [either] have restored it statically and put a placard in front of it [like most museums do]. Or we could take it exactly the way it was – the way it had been submerged underwater – and tell the story about the perils, the difficulties, the challenges of [carrier training]. We could also allow the public to ‘fly’ in simulators – to sit down and see how hard it is… and the skill sets required to be a carrier-qualified pilot.

We get them in an SBD simulator and have them put in proper power settings, flight control settings, et cetera, and see if they can land on the deck. It gives them a whole new appreciation for the aircraft and the history of its pilots.

So there’s the restoration route, where we return the Dauntless to factory-fresh condition and put a placard in front of it. Or we could create an underwater scene that’s very dramatic. The airplane is unrestored and, as you know, preservation is more important now than restoration in a lot of cases. And so that’s the new vision. I see so many museums starting to head that way now, and it’s exciting, because we know we’re going to be able to continue to survive into the future.

Traveling the same old route is just a path to… obsolescence, really, if you don’t adapt and create dynamic programs and exhibits. In our ‘Women Answer the Call’ exhibit, which features the Rosie the Riveter story, visitors get to actually buck a rivet and see how good they are using compressed air and a bucking bar. So when they walk away, they don’t just read a placard about Rosie the Riveter, they actually get to feel some of what Rosie felt as a riveter.

Now, I always hate to put Rosie in a little box as just a riveting specialist. Rosie is a big, big term for women in the industrial workplace in World War II and the success that they achieved. [Even though] there were no wars physically fought where they were… a war was won because of them.​

But the big takeaway is… the biggest thing is, you had better have an experiential takeaway… I think that’s probably what I’m trying to get to – those two words, ‘experiential takeaway’. When you have that, you score. That’s the goal, because now your museum has become memorable to a visitor. And by the way, you’re repeatable, and there’s the other piece to the puzzle. How are you memorable and how are you repeatable? So that’s a big thing for us too… And by the way, we don’t have the answer yet. We are struggling with it just like everybody else, but we’re trying things. We’ve had successes and we’ve had failures, but I’ll tell you what, [if we go down] we’re going to go down swinging.

Never go to the plate and just let the pitch go by, because there’s no other way.

So we had five basic things [in our five year strategic plan]. We put it together and said, “Within the next five years, let’s achieve these five things to improve the overall experience, health and longevity of the museum.” So the rebranding was one. Turning up – or dialing up – the guest experience was another, which we’ve done with [the SBD] in our exhibit ‘Deep Landings’, and learning how we can resonate with guests that come in to the museum? What other air adventures can we offer to our guests?

Financial sustainability is another objective. We continue to look at our fundraising and how we achieve it. We’ve brought that all in-house now. And then of course, youth was another piece to this five-year strategic plan. How do we get more young people involved with the museum? That is vitally important. Because again, as you know, the idea of passing these skill sets along [to younger generations] is super important because they’re not being taught; radial engines are not taught [in trade schools]. You don’t even learn how to do sheet metal. I am just like, “Oh my gosh.” So now we’ve moved from, ‘don’t worry about the powerplant’ to don’t worry about the airframe. And everything is now compartmentalized components – everything’s throwaway, et cetera.

So it’s even more critical that we have more youthful team members around here… and partnerships too. One of the big things that we did was we joined with the Ann Arbor Hands-On Museum and the Leslie Science & Nature Center – they are two renowned institutions here in the Michigan area – and we created a program called Unity and Learning. So the three of us together run educational programs for students in different school districts. And we have thousands of students who come through the museum each year now because of the power of having three cultural institutions working together and teaming up with educators in programming and what they can experience. And then also the funding for it, because there are hardly any schools which have funding for buses or programs, or to pay an educator to teach them about STEM.

So those are the five things – and, proudly, we’ve checked off all of those boxes. We are about to start heading this fall into the next five years – so we’re super, super excited. When [the news] first came out, a lot of people said, “Oh, hey guys, what are you doing?” But the feedback overall has been very positive. There will always be the naysayers, of course; the armchair experts can do their thing. But that’s not what we are here for. We’re here to make a difference and to see thousands of kids and tens of thousands of people a year through our events and museum.

And when you actually implement the changes we’ve done, [you find that] they’re not really massive changes. They are just tweaks to make yourself that much better. We’re already good, but let’s become even better!

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Vintage Aviation News would like to offer its thanks to Kevin Walsh for taking the time to discuss his organization’s recent changes. We are confident that their carefully thought-out plans will help them adapt successfully to the ever-changing challenges that every museum faces over time. For more information visit Michigan Flight Museum & Air Adventures​

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[DaveM]

End of an Era: South Africa Bids Farewell to The C-47 Dakota After 81 Years of Service

After serving for 81 years in the South African Air Force (SAAF), the C-47 Dakota is bidding farewell as it is being phased out of service.

The 35 Squadron, stationed at Air Force Base Ysterplaat, which has been operating these aircraft, received the news this week about the impending phase-out. This decision doesn’t come as a surprise, given that these planes have been grounded for nearly two years. Last September, Armscor informed the Parliament’s Portfolio Committee on Defence and Military Veterans (PCDMV) that all eight C-47TPs in the SAAF’s fleet were grounded due to challenges in finding maintenance providers, with little hope of flying again.​

SAAF’s C-47TP Turbo Dakota (Photo by Jaco Du PLessis)

Despite efforts to procure maintenance services, including a request last year that yielded no valid bids, the aging nature of the Dakota C-47TP posed significant hurdles. Armscor highlighted the scarcity of support for these aircraft both domestically and internationally, exacerbated by the lack of manufacturer support and qualified maintenance organizations.

Armscor revealed that since 2018, multiple attempts had been made to secure support contracts for the C-47TP Dakota fleet, all unsuccessful due to either no valid bids or amendments to user requirement specifications. Discussions regarding the future utilization of these aircraft with the SAAF have been ongoing, considering the aforementioned challenges.

Entering service in 1943, the C-47 Dakota had a distinguished history in the SAAF, particularly during the Border War era, where it played crucial roles in troop transport, resupply, medical evacuation, paratrooper, and various other operations until 1988. Despite its illustrious past, the number of Dakota squadrons dwindled post-war, with airframes gradually disposed of.​

The aircraft entered SAAF service in 1943 when the RAF passed a number of their fleet onto the SAAF. By the end of World War Two, a total of 84 Lend-Lease Dakotas had been transferred to the SAAF.

In the early 1990s, Project Felstone saw a significant upgrade of many Dakotas to the ‘TurboDak’ configuration, equipping them with modern turboprop engines and avionics, transforming them into C-47-TP TurboDaks. However, the remaining fleet’s operational life has reached its end, with only five C-47TPs still in service with 35 Squadron, primarily in maritime surveillance and transport roles.

The fate of these aircraft, including the timeline for withdrawal and disposal plans, remains uncertain. However, it’s apparent that 35 Squadron may transition to operating another SAAF platform to maintain pilot proficiency.

Awaiting an official announcement from the SAAF, the retirement of the C-47 Dakota marks the end of a remarkable era in South African military aviation history.​

Photo by Andreas Zeitler

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[DaveM]

San Diego Air and Space Museum Begins Refurbishment of Hungarian MiG-21

By Adam Estes

The Mikoyan-Gurevich MiG-21 is arguably one of the most versatile aircraft of the former Soviet Union. First flown in 1955, the aircraft coded by NATO as the Fishbed carries many additional nicknames, such as, the “Balalaika” in Russia, the “Pencil” in Poland, and the “Silver Swallow” in Vietnam. While it has now been retired by a majority of the countries that once operated them in favor of both newer Russian and Western designs, it remains one of the oldest fighters still in service, albeit as supplements to later models of MiGs and Sukhois in most cases. Several examples are still in service in nations such as Angola, Cuba, Croatia, Egypt, India, Libya, Mozambique, North Korea, and Syria, to name but a few.

The United States would fly against MiG-21s in combat over Vietnam and evaluate several additional examples in various formats. Following the retirement of several examples of MiG-21s, several would find their way into sectors of private ownership. MiG-21s were purchased by private citizens from former communist countries selling surplus equipment. On occasion these private owners would even choose to present them as examples of vintage warbirds, alongside MiG-15s and MiG-17s. MiG-21s brought to America have also found themselves as static displays, often painted in North Vietnamese or Soviet colors despite their Polish, Czech, or Hungarian backgrounds. One such example of a Fishbed on static display is set to be refurbished by the restoration specialists of the San Diego Air and Space Museum’s Gillespie Field Annex in El Cajon, about 13 miles northeast of the main museum facility in downtown San Diego’s Balboa Park.​

The example at Gillespie Field is a MiG-21bis Izdeliye 75A(‘bis’ being derived from a Russian abbreviation for ‘improved model”, Izdeliye meaning “product” in Russian), variant of the MiG-21 classified by NATO as the “Fishbed-L”, which included the Lazur-M guidance equipment and upgraded avionics in the cockpit. This particular MiG-21bis was manufactured as construction number 75049099 and was accepted into the Hungarian People’s Army (HPA) (Magyar Néphadsereg, MN) as number 9099. Following the 1956 Uprising that was subdued by Soviet forces, the air force of Hungary was organized as a part of the MN. 9099 was one of the MiG-21s assigned to the 47th Fighter Regiment based at Pápa Air Base, near the town of Pápa, about 73 miles (117 kilometers) from the capital of Budapest. It would be here that 9099 would serve out its operational service, having never fired a shot or missile in agression.​

In 1989, in the midst of the disbanding of the Soviet-aligned communist states of Eastern Europe, the Hungarian People’s Republic was reformed into the Third Hungarian Republic, the modern-day state of Hungary. The following year, in 1990, the HPA was disbanded in favor of the Hungarian Defense Forces, which consists of two branches, the Hungarian Ground Forces (Magyar Szárazföldi Haderő) and the Hungarian Air Force (Magyar Légierő, HuAF). The change in government and military structure also led to the redesign of the HuAF roundel from the Soviet-style star to the modern chevron pattern with the colors of the Hungarian flag. This insignia is in fact a re-adaptation of the pre-WWII Royal Hungarian Air Force insignia applied to aircraft in Hungarian service up to 1941.

Furthermore, 1992 would see the reformation of the 47th Fighter Regiment as the 47th Pápa Tactical Regiment, with MiG-21 9099 remaining in service with the 47th now sporting the chevrons of the new Hungarian state. The aircraft remained in service even as Hungary, alongside Poland and the Czech Republic, joined NATO, but by this point, the HuAF was retiring their old stock and in 2001. 9099 was among the last MiG-21s to be retired from service in the Hungarian Air Force. The 47th Pápa Tactical Fighter Regiment would itself be disbanded in the same year. Today, Pápa Air Base remains in use as one of Hungary’s three active air bases and is now host to a complement of Boeing C-17 Globemaster IIIs of the Strategic Airlift Capability (SAC) initiative, which provides strategic and tactical airlift capabilities to Bulgaria, Estonia, Finland, Hungary, Lithuania, the Netherlands, Norway, Poland, Romania, Slovenia, Sweden, and the United States.​

Shortly after its retirement, MiG-21 9099 was purchased by the President of Advanced Aviation Inc, Connie Cole-Redick, who donated the aircraft to the San Diego Air and Space Museum. Since then, the aircraft has been displayed outdoors at the Gillespie Field Annex. However, this has led to corrosion and fading of the paint. With the completion of several other restoration and reproduction projects, the restoration specialists and volunteers at Gillespie Field are now preparing to begin a static restoration on the old MiG.​

Currently, the faded markings of both Communist and post-communist roundels are present on the surfaces of the aircraft, namely the vertical stabilizer and the wings. The plan is to restore the MiG with the HPA roundels on one side and the modern HuAF chevrons on the other side. No doubt this will come as a unique way to pay homage to the aircraft’s status as both a symbol of the Eastern Bloc’s hold in Eastern Europe and the post-Cold War transition era.​

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[DaveM]

Viper Demo Team Covertly Adorns Jet in YF-16 Scheme for 50th Anniversary Celebration of the Type

Amidst the celebratory atmosphere surrounding the F-16, a pivotal year unfolds for the renowned fighter jet. Having amassed nearly 5,000 aircraft since its inception, the F-16 marks its 50th anniversary since its maiden flight. Demand for new models, affectionately known as Vipers, surges, while pre-owned versions find eager buyers, underscoring the enduring appeal of this aircraft.​

The USAF Viper Demonstration Team Crew Members stand in front of the commemorative jet at Edwards AFB, the place of the F-16’s first flight 50 years ago. (USAF Viper Demo Team)

In a poignant tribute to the F-16’s illustrious journey and monumental success, the United States Air Force’s Viper Demonstration Team orchestrates a remarkable gesture. Their flagship aircraft receives a striking makeover, adorned in the iconic red, white, and blue color scheme reminiscent of the pioneering YF-16, symbolizing a nod to the jet’s origins.

Captain Taylor “FEMA” Hiester, the team’s commander, sheds light on the meticulous execution of this special project and reflects on its significance. Upon assuming command, he harbored a vision to honor the F-16’s legacy by recreating its prototype scheme. Overcoming numerous hurdles and with unwavering support from the 20th Fighter Wing leadership, the covert operation commenced. Secrecy shrouded the endeavor, serving not to shock the airshow industry but to highlight the Air Force’s ability to realize dreams in the shadows. Read an excellent interview with Captain Hiester on The War Zone.​

The 50th anniversary jet flying over Edwards AFB’s famed lakebed compass. (USAF Viper Demonstration Team)

Collaboration with personnel at Edwards AFB, notably Mr. Tony Accurso, facilitated the meticulous execution of the paint scheme, a process undertaken with unwavering dedication. The selection of the scheme left no room for alternatives, reflecting a commitment to authenticity and reverence for the F-16’s heritage.​

The inaugural YF-16 prototype (#72-1567) made its debut at Fort Worth on December 13, 1973, before being transported via C-5A air freight to Edwards AFB on January 8, 1974. Under the command of test pilot Phil Oestricher, its maiden flight, albeit unintended, occurred on January 21, 1974, resulting in a brief hop around the pattern.

The inaugural flight of the YF-16 faced delays due to the need to replace the right stabilator. Finally, on February 2, 1974, the aircraft took to the skies again, piloted once more by Phil Oestricher. During this flight, Oestricher reached speeds of 400 mph and altitudes of 30,000 feet. Subsequently, on May 9th, 1974, the YF-16 no 2 (#72-1568) had its maiden flight, this time under the command of test pilot Neil Anderson.

However, early flight tests were not without challenges. On two occasions, the F100 engine unexpectedly went to idle while airborne, necessitating emergency landings. Flying restrictions were temporarily imposed on the YF-16 until the issue was resolved, eventually traced to fuel-control valve contamination causing it to jam in the idle position.​

A right-side view of a YF-16 (foreground) and a Northrop YF-17, each armed with AIM-9 Sidewinder missiles. Image via Wikipedia

Amidst these trials, the flyoff between the YF-16 and the Northrop YF-17 commenced, showcasing remarkable feats of aviation prowess. Both YF-16s achieved speeds surpassing Mach 2.0, executed maneuvers up to 9g, and soared to altitudes exceeding 60,000 feet. Despite being designed for 6.5g at full internal fuel, the YF-16’s ability to sustain 9g at reduced fuel loads showcased its superiority in air combat scenarios, bolstered by the innovative 30-degree inclined seat design.

Efforts were made to have as many pilots as possible fly both the YF-16 and YF-17, although the prototypes never directly engaged each other. Instead, they were pitted against existing USAF fighters, as well as captured MiG-17s and MiG-21s, providing valuable insights into their combat capabilities.​

General Dynamics YF-16 on display at the Virginia Air and Space Center in Hampton Virginia. Image via Wikipedia

The F-16 community within the USAF stands apart for its unwavering commitment to excellence, driven by a collective ethos of surpassing established standards. While technological advancements enhance capabilities, it’s the human element that truly defines success.

Reflecting on the F-16’s enduring legacy and future prospects, Captain Hiester underscores the aircraft’s role as a testament to America’s spirit of innovation and resilience. As the F-16 continues to soar, it embodies the nation’s unwavering commitment to pushing boundaries and achieving greatness.​

An excellent article and a great interview with Captain Hiester are available on The War Zone.​

On January 20, 1974, General Dynamics test pilot Phil Oestricher took the YF-16 Viper for an unplanned first flight at Edwards Air Force Base. During a high-speed taxi test, the airplane began to roll and his correction left it in a series of oscillations that threatened the aircraft. In keeping with an option presented at the safety meeting, Oestricher throttled up and took to the air rather than risk destroying the only YF-16 in existence at the time. He landed the prototype six minutes later with no further incidents. Video by Giancarlo Casem/USAF/EDWARDS AIR FORCE BASE, CA, UNITED STATES​

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[DaveM]

Shuttleworth “Best Of British” Airshow

By Nigel Hitchman

The UK airshow season got off to a fantastic start at The Shuttleworth Collection at Old Warden on Sunday, May 12. With warm sunny weather and a fantastic line-up of aircraft, we were really in for a treat. The crowds flocked in and I’m told there were more spectators than at any of the Shuttleworth airshows last year.

There were many highlights, but for a lot of people, the first appearance of Historic Aircraft Collection’s Hawker Fury G-CBZP/K5674 was the biggest draw. The Fury has been flying for 12 years and made a handful of appearances away from Duxford, but has never been to Old Warden, which is the ideal place to display it with the sun behind the crowd and the curved display line allowing it to be shown off to its best. We weren’t disappointed and Clive Denney did a great job flying it for several passes before departing back to Duxford. So much better than the other places I’ve seen it while staring into the sun and the aircraft much further away.​

Another favorite coming from Duxford was ARCo’s Bristol Blenheim Mk.1 G-BPIV/L6739, which was superbly displayed by John Romain, firstly in a Bristol Mercury formation, with the similarly engined Gloster Gladiator and Westland Lysander from the Shuttleworth collection and then solo. This was an outstanding display done perfectly; the formation came in from the left side of the crowd and banked around the control tower and along the display line. This gave the crowd a superb topside view with the sun on them, which works so much better than when formations come in from the right where we are looking into the sun until later in the afternoon. It’s these little things that make a great display, as well as the great imagination from the Shuttleworth display organizers getting such formations together. The Blenheim then did a superb solo display showing off the aircraft well, followed by some similarly great flypasts by the Gladiator and Lysander.​

Taking off after the Bristol Mercury trio was another Bristol-engined aircraft, the Fairey Swordfish TSR Mk.1 G-BMGC/W5856 of Navy Wings, so with this Pegasus engine aircraft we had four Bristol-powered aircraft in the air at once which is a rarity.​

The Show started with three flypasts from the Battle Of Britain Memorial Flight Hawker Hurricane IIc LF363, believed to have been the last Hurricane to be delivered to the RAF in 1944. It was a little high and distant as they haven’t completed their full display authorization yet, so we look forward to seeing many BBMF aircraft close up as the season progresses.​

Next was a de Havilland “cavalcade”, one of the most famous British manufacturers, de Havilland built everything from famous training aircraft to jet fighters, the fabulous Mosquito wooden bomber, and passenger airliners including the world’s first commercial jet airliner the Comet. Today we were treated to a stream take-off and then a formation of three civilian aircraft, G-EBIR the DH.51 the oldest flying de Havilland in the UK, G-EBWD the DH60X Cirrus Moth, Richard Shuttleworth’s original aircraft bought in 1932 and based at Old Warden ever since and the Woods’ brothers DH80A Puss Moth G-AEOA making its first airshow appearance in 25 plus years. While these did several passes in formation and then tail chasing a de Havilland Canada DHC-1 Chipmunk performed aerobatics overhead. Once these had landed we had the usual superb display by Dodge Bailey in the “jewel in the crown” Shuttleworth’s DH88 Comet Racer G-ACSS the winner of the Mildenhall, England to Melbourne, Australia MacRobertson trophy air race in 1934. There was a fickle crosswind and it was interesting to see Dodge’s first landing attempt given away when caught by a gust just before touchdown and to come back and make a perfect landing the second time. Dodge gives a great talk on the flight testing of the Comet Racer when they got it flying again and how they need to be careful to get the landing right and always ready to go around. Interestingly it doesn’t mind crosswinds, what they don’t like is no wind at all. We should have also seen a de Havilland Vampire T.11, but this was sadly withdrawn a few days before due to unserviceability.​

Then we moved on to two more modern aircraft, the Shuttleworth collection Percival Provost T.1 G-KAPW/XF603 and the jet trainer developed from it the Hunting Percival Jet Provost T3A G-BVEZ/XM479 operated by the Newcastle Jet Provost group, both gave nice displays and it was particularly good to see the Jet Provost make the best of the curved display line while following the CAA constraints on jet displays.​

One of the great things about Shuttleworth displays is seeing rare civilian aircraft flying that you never see anywhere else, today we saw the 1932 Parnall Elf II G-AAIN the only complete aircraft still in existence built by the Parnall company near Bristol started aircraft manufacturing in WWI building Avro 504s, several Parnall aircraft were designed and built, but none were very successful or produced in numbers. Parnall had a large factory building gun turrets for many aircraft during WWII, producing over 20,000.​

Vintage gliders have proven a very popular addition to Shuttleworth displays over the years and we were treated to Graham Saw flying his beautifully restored Slingsby Petrel BGA651. The Petrel design was based on the popular German Schleicher Rhonadler built in the 1930s. The first Petrel was built in 1938 but sadly crashed during the British gliding championships in 1939, only two more were built and both survive today, the other having been bought by an American in the early 2000s and fully restored, now flying with the WAAM collection at Hood River, Oregon.​

It was also great later to see the EoN Primary glider also being flown by Graham Saw, these were built in the late 1940s by Elliots of Newbury and also as the Slingsby Grasshopper, but are copies of the 1930s German SG38 Schulglieter.​

Shuttleworth has a fabulous collection of WWI aircraft and is also probably the best place in the world to see rotary engine aircraft regularly flown (perhaps equaled by TVAL at Masterton NZ) with five rotary engine aircraft flying today.

The first WWI sequence started with the Shuttleworth Collection’s combat veteran RAE SE5A G-EBIR/F904 taking to the skies, followed by the collection’s Avro 504K G-ADEV/E3273 and then David Bremner flying his superb replica Bristol Scout model C G-FDHB/1264 powered by an 80hp Le Rhone it’s painted as Royal Naval Air Service 1264, the aircraft flown by his grandfather and incorporating the control column and a couple of other parts of the original (more original parts than some aircraft considered to be original!)​

The Comper CLA.7 Swift was a famous sport and racing aircraft in the 30s powered by the Pobjoy Niagara geared radial engine, G-ACTF started its life air racing in India after being built in 1932 but returned to England in 1934 and has been flying here most of the times since. Several Swifts survive in England and two in Australia, plus two replicas flying in England and one in the US with others under construction.​

The second WWI display was all rotary engine Sopwith aircraft with Andrew Wood’s Sopwith Dove replica G-EAGA leading, although an engine issue meant this was only airborne momentarily before landing on the runway again (it may not have even left the ground) followed by the Collection’s original Sopwith Pup G-EBKY/9917 (which was built as a two-seat Dove, but converted to a Pup in the 30s) and the Collections Sopwith Triplane G-BOCK/N6290 which was built by the Northern Aeroplane workshops and signed off as an original by Tommy Sopwith.​

The Shuttleworth Collections Avro 19 (Anson) gave a spirited display flown by chief engineer Jean Munn.

A very interesting flypast in tribute to Alex Henshaw comprised Henshaw’s Percival Mew Gull G-AEXF (now owned by the Shuttleworth Collection) which he famously broke the London to Cape Town and return record in 1939 a record that stood for 70 years and the collection’s Spitfire V AR501 as a representative of one of the many Spitfires Henshaw test flew during WWII (it said he test flew around 10 percent of the total production). The collection’s 1928 Hawker Tomtit G-AFTA which Henshaw used to commute to work during the war was also scheduled to fly in tribute but became unserviceable.​

The final display was a fabulous demonstration by Nick Smith in Fighter Aviation Engineering’s Spitfire XIV G-SPIT/MV293 operating from Duxford in only its second public display since being restored and repainted in its original Royal Indian Air Force colors which stood out in the late afternoon sunshine.​

Several of the Shuttleworth Collection’s “Edwardian” (pre-WWI) aircraft were due to fly, weather permitting, but what had been a tricky crosswind for some was far too strong for the Edwardians so they remained safely in the hangars. A pity it hadn’t been an evening display as an hour after the end of the display the wind died down completely and they may have been able to fly!

A fabulous start to the season, we now look forward to further displays at Shuttleworth, the next being the “Military” display on 2 June, followed by the more vintage aircraft orientated “Festival of Flight” 3-day weekend and vintage fly-in on June 28-30 with an evening display on 28th and further afternoon displays on 29th and 30th.​

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[DaveM]

New Gallery Opens At Hill Aerospace Museum

by Nicholas A. Veronico

The Hill Aerospace Museum, located outside Hill AFB, Ogden, Utah, held a ribbon-cutting ceremony for its new L.S. Skaggs Gallery on April 29, 2024, and opened the gallery to the public on May 2, 2024. The Skaggs Gallery is a 91,000-square-foot addition to the museum, which now encompasses 240,000-square feet of enclosed display space. The additional gallery has enabled the museum to bring the majority of its 79 aircraft under cover. The cost of the expansion project exceeded $20 million, with $15 million coming from a Utah State Legislature grant and the balance from generous private donations through the Aerospace Heritage Foundation of Utah.​

Visitors enter the aircraft displays through the Hadley Gallery, where they are greeted by a 1903 Wright Flyer replica, a Burgess-Wright Model F Flyer, and a Curtiss JN-4D Jenny that was owned, restored, and flown for many years by Jim Nissen of Livermore, California. Beyond the Hadley Gallery is the Lindquist Stewart Gallery, where most of the Cold War, Vietnam War, and Rotary Wing aircraft are displayed. The newly opened L.S. Skaggs Gallery, located just below the Hadley Gallery, is now home to some of the aircraft of the Cold War, Vietnam War, and Post Vietnam eras.​

World War II Collection

The original sections of the museum house an impressive collection of World War II aircraft, including a P-38J, P-40E, P-47D, P-51D, A-26 Invader, C-45H, C-47B, and C-54G transports, and bombers from a B-17G, B-24D, B-25N, and B-29. The P-38J, serial number 42-67638, and the B-24D, serial number 41-23908, were both recovered from crash sites in Alaska and rebuilt to display standards in the late 1990s and early 2000s. The P-51D on display was assembled from a number of different Mustang components and is painted as serial number 44-13371, the aircraft flown by Col. Chesley Peterson with the 8th Air Force’s 4th Fighter Group. Peterson named the original aircraft after his wife Audrey Boyes Peterson.​

B-24D 41-23908 crashed on Great Sitkin Island following a patrol for Japanese shipping on Jan. 18, 1943. Members of the Hill Aerospace Museum recovered this aircraft in 1995. The forward fuselage was mated to the aft section of PB4Y-2 59932 that was recovered from the Everglades where it had been used as a weekend cabin, and the aircraft restored. It is shown in a maintenance diorama with Rosie the Riveters busy at work on the engine number three. The tail turret, as recovered from the wreck site, is shown behind the restored Martin 250CE (2×0.50-cal. machine guns, cylindrical, electrically operated) top turret. (Nicholas A. Veronico)

The museum’s B-17G, serial number 44-83663, was built too late to see service in World War II and was stored immediately following World War II. In 1951, it was transferred to the Brazilian Air Force (Forca Aérea Brasileira-FAB), where it flew search and rescue patrols. In 1968, the plane was gifted to the U.S. Air Force Museum, and subsequently operated by David C. Tallichet’s Yesterday’s Air Force. The bomber was returned to the Air Force in 1983, dismantled, and flown by C-5 Galaxy to Hill AFB, where it was reassembled, restored in the markings of Short Bier, flown by the 493rd Bomb Group, and put on display in 1986.​

B-17 44-83663 Short Bier wears the colors of a Flying Fortress flown by the 493rd Bomb Group. This aircraft is displayed three feet off the ground enabling guests to walk under the bomb bay. (Nicholas A. Veronico

The museum is also putting the finishing touches on a World War II nose art panel display that will be on the catwalk above the gallery overlooking the B-17, B-25, and B-29.​

The nose art gallery being installed on the catwalk inside the Hadley Gallery will feature reproductions of World War II B-29 bomber artwork. (Nicholas A. Veronico)

Reproduction panel of Martin-Omaha built B-29 44-27300 Strange Cargo. This aircraft was one of 15 Superfortresses modified to carry atomic weapons under the Silverplate program. (Nicholas A. Veronico)

Cold War/Vietnam War Aircraft

First generation jets from the late 1940s and ’50s are represented by a Republic F-84F Thunderstreak (51-1640) and F-84G Thunderjet (52-3242), and an F-86F (52-4978) restored in the colors of Utah Air National Guard pilot and Korean War Ace Capt. Clifford D. Jolley, who attained seven aerial victories during the Korean War. These aircraft are now displayed in the L.S. Skaggs Gallery.

A full collection of Century Series jets is on display in the Lindquist Stewart Gallery including F-100A (52-5777), F-101B Voodoo (57-0252), F-102A (57-0833), F-104A (56-0753), F-105D (59-1743) and F-105G Wild Weasel (62-4440), plus the former QF-106A drone (58-0774). There’s also a nice selection of F-4s, from an F-4C (63-7424) to a RF-4C (66-0469) to an F-4D (66-8711). The museum’s Douglas A-1E Skyraider (52-0247), also located in the Lindquist Stewart Gallery, is painted to resemble the aircraft flown by Maj. Bernard F. Fisher from his rescue mission in Vietnam on March 10, 1966, for which he was awarded the Medal of Honor. Additionally, representing adversary aircraft, the collection displays an ex-Polish Air Force LiM-5 (MiG-17F, Fresco-C) and MiG-21F, Allied code name Fishbed-C.​

Cold War Jets line the Lindquist Stewart Gallery with, from right to left, F-100A 52-5777 in Hill AFB flight test colors, F-104A 56-0753, and F-102A 57-0833. The F-104A was written off in an off-airport crash on Aug. 22, 1957. The aircraft was later restored for display and had been on show at Camp Robinson, Little Rock, Ark., before coming to the Hill Aerospace Museum. (Nicholas A. Veronico)

As for spyplanes, the museum has an RB-57A Canberra (52-1492) that saw service in the late 1950s overflying Warsaw Pact countries. The new L.S. Skaggs Gallery house two additional spyplanes in the Lockheed U-2 (56-6716) and the only two-seat SR-71C ever built (61-7981). By January 1968, both two-seat SR-71Bs had been lost in crashes, necessitating the need for another training aircraft. The SR-71C, seen in this new section of the Hill Museum, was built from the aft end of a YF-12A and the front end of an SR-71A built for static testing. It flew 556.4 hours as a trainer, and was removed from service and stored in April 1976. The Blackbird arrived at the museum in 1990.

Continuing with their collection that remains in the original section of the museum is the collection of Rotary wing aircraft. These examples include a CH-3E Jolly Green Giant (65-12790), H-21C (56-2142), H-43B (62-4561), and MH-53M (68-10369).

Modern Combat Aircraft

In December 2022, the Hill Aerospace Museum took delivery of F-22, 91-4002, a pre-production test aircraft that first flew on June 29, 1998. Following retirement from flying duties, this specific Raptor was used as a ground instructional airframe by the 325th Fighter Wing at Tyndall AFB, Florida. The aircraft can now be seen in the L.S. Skaggs Gallery alongside an F-15A (77-0090), a trio of F-16As (Desert Storm veteran 79-0388, test aircraft 79-0402, and ex-USAF Thunderbirds 81-0678), and an F-117A (82-0799) known as Midnight Rider. An MQ-1B Predator drone (03-33116) rounds out the collection.​

Airmen pull the fuselage of an F-22 Raptor from a C-5M Super Galaxy assigned to the 512th Airlift Wings, Dec. 9, 2022, at Hill Air Force Base, Utah. The F-22 came from Tyndall Air Force Base, Florida and will eventually become a static display at the Hill Aerospace Museum. (U.S. Air Force photo by Cynthia Griggs)

Crews relocate an SR-71 Blackbird static display inside the Hill Aerospace Museum’s new L.S. Skaggs Gallery Oct. 23, 2023, at Hill Air Force Base, Utah. Last month, a significant portion of the museum’s aircraft collection were moved into the new gallery by museum staff and volunteers from organizations outside the museum. (U.S. Air Force photo by Todd Cromar)

Now that the majority of the museum’s aircraft are displayed inside, only the largest of the collection remain outdoors, including the B-1B (83-0070) 7 Wishes, B-52G (58-0191) Bearin’ Arms, and C-124C (53-0050). The Hill Aerospace Museum is on Facebook and is open Tuesday through Saturday, from 9 a.m. to 4 p.m. Visit their website at: www.aerospaceutah.org.​

The entrance to the Hill Aerospace Museum is dominated by the massive Douglas C-124C Globemaster II. This aircraft was retired to the U.S. Army’s test facility at Aberdeen Proving Ground, Maryland, and was slated to be used in ballistic research tests. It was rescued by the Hill Aerospace Museum in 1992. (Nicholas A. Veronico)

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[DaveM]

Commemorate the 80th Anniversary of D-Day at Evergreen Museum

PRESS RELEASE

Evergreen Aviation & Space Museum unveils Remembering D-Day: a commemorative 80th anniversary event on Saturday, June 8 in honor of the Battle of Normandy and all World War II Veterans.

The event will feature a full day of Battle of Normandy itinerary, beginning with a screening of D-Day in the Evergreen Giant Screen Theater. When the lights go up, our Education Director, Jay Lacano, will facilitate an engaging panel of speakers, including Boeing’s Senior Historian Mike Lombardi, WWII Veterans, C-47 Skytrain specialist Don Keller, and more. These subject matter experts will discuss D-Day in detail and its impact on WWII and global war strategy. After lunch, guests are welcome to join a specialized tour centered around the Museum’s C-47 Skytrain, which flew in the Battle of Normandy.

“We’re honored to commemorate the 80th anniversary of D-Day this year,” Lacano said. “We are forever grateful to the Veterans who served during WWII. It is truly incredible to know that the fate of hundreds of millions rested in the hands of those brave soldiers, sailors, and airmen who fought so gallantly at Normandy.”

Tickets are $15 for children and Veterans, $25 for adults, free for Museum Members, and include full-day access to both the Aviation and Space Museums. Donations to our C-47 Skytrainrestoration effort are highly encouraged.​

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[DaveM]

Dive Into The World Of A Coast Guard Rescue Swimmer

This week The Museum of Flight will host a unique learning opportunity for the visitors. Orange and white Coast Guard helicopters are a familiar sight to many living near the waters of the Northwest, and members of the public can only wonder about their life-saving missions as they quickly fly past us. On May 18, former Chief Warrant Officer and Coast Guard rescue swimmer George Cavallo will convey insights into those missions. Cavallo integrates his expertise in visual arts and compelling storytelling with a gripping program based upon his memoir, Sharks and Daisies – Tales of a Coast Guard Rescue Swimmer.

Cavallo paints a vivid portrayal of the intense world of rescue swimming, narrating the physical and emotional challenges faced by those risking their lives for others. At the same time, he effectively underscores themes of resilience, determination and the indomitable human spirit. The 2 p.m. program is free for Museum Members and included with Museum admission. A book signing follows the event.

The Museum of Flight is located at 9404 E. Marginal Way S., Seattle, Exit 158 off Interstate 5 on Boeing Field halfway between downtown Seattle and Sea-Tac Airport. The Museum is open every day from 10 a.m. to 5 p.m. Museum admission for adults is $26. Youth 5 through 17 are $18, youth 4 and under are free. Seniors 65 and over $22. Groups of ten or more: $20 per adult, $13 per youth, $18 per senior. Admission is free from 5:00 to 9:00 p.m. on the first Thursday of every month. The Museum offers free quarterly Sensory Day programs, $3 admission through the Museums for All program, plus military and other discounts. Parking is always free. There is a full lunch menu café operated by McCormick & Schmick’s. For general Museum information, please call 206-764-5720 or visit www.museumofflight.org.​

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[DaveM]

Follow The D-Day Squadron Live Flying Across The Atlantic Ocean

Today May 18, 2024, five years after their successful mission in 2019, the D-Day Squadron – the American contingent of Douglas C-47 and DC-3 transports is expected to depart Waterbury-Oxford Airport (KOXC) in Oxford, Connecticut and head out across the North Atlantic along the original Blue Spruce route. Once they complete the flight the fleet will participate in events to commemorate the 80th anniversary of the D-Day invasions and 75th anniversary of the Berlin Airlift.

For the occasion, FlightAware has created a special link to track the progress of the fleet. FlightAware is an American multinational technology company that provides real-time, historical, and predictive flight tracking data and products. As of 2019, it is the world’s largest flight-tracking platform, with a network of over 32,000 ADS-B ground stations in 200 countries.

The aircraft which confirmed their participation as of November 10th commemorating Veterans and Remembrance Day are:​

• C-47 “Placid Lassie” ( N74589) – Tunison Foundation – USA​
• C-47 “That’s All, Brother” ( N47TB) – Commemorative Air Force Centex Wing – USA​
• C-47 “ Screaming Eagle” (N150D) – Private Owner – USA​
• R4D “ Ready 4 Duty” (151ZE) – Commemorative Air Force Dallas – Ft. Worth Wing – USA​
• C-53 “Spirit of Douglas” (N8336C) – Private Owner – New Zealand​
• Dc-3 ‘Western Airlines” (N33644) – Vintage Flying Machines​

For today, the plan is for the aircraft to land at Presque Isle International Airport (KPQI) and remain overnight. On Sunday, May 19th the airplanes will depart towards Canadian forces Base Goose Bay, Newfoundland and Labrador, Canada where they will refuel and assess the weather conditions before commencing the Atlantic crossing. After Goose Bay, the D-Day Squadron airplanes will land in Narsarsuaq International Airport, Greenland (BGBW), Reykjavik Domestic Airport, Iceland (RKV), Glasgow-Prestwick Airprot, Scotland (EGPK), and then finally North Weald Airfield (EGSX), Essex, England.​

Virginia Ann’s crew, during the 2019 mission, before they departed Narsarsuaq for Prestwick this morning. (photo via D-Day Squadron)

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.​

After the conclusion of the D-Day 80th anniversary celebrations in Normandy, France some of the Douglas C-47s and DC-3s from the D-Day Squadron, along with others based in Europe, will continue onwards to Germany to help celebrate the 75th anniversary of the successful conclusion of the Berlin Airlift.

To follow the D-Day Squadron live, click THIS LINK​

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[DaveM]

American Airpower Museum Legends Of Airpower WWII Warbirds Join Jones Beach Air Show

PRESS RELEASE

This Memorial Day Weekend kicks off the American Airpower Museum’s (AAM) summer of the “Legends of Airpower WWII Warbirds,” with their first performance at the Bethpage Federal Credit Union Jones Beach Air Show. AAM’s legendary warbirds including the WWII B-25 Mitchell bomber, North American P-51D Mustang, Grumman TBM-3E Avenger Torpedo Bomber, and Curtiss P-40M Warhawk “Flying Tiger,” will take to the skies over Republic Airport on Friday, May 24, (practice day) plus Saturday and Sunday, May 25 and 26, for the Jones Beach Air Show. Additional aircraft will be part of the show, including AAM’s WWII North American AT-6 Trainer, Vietnam era AT-28D Nomad and Cold War era L-39 Jet Trainer.

Watch AAM’s awe-inspiring aircraft take off to perform practice flybys over Republic all day Friday, May 24th. Get up close and personal with these historic bombers and fighters of yesteryear. Visit AAM to catch even more aerial action on Saturday and Sunday, as their warbirds lift off to perform in the air show. Throughout the weekend, visitors will be enthralled as the US Navy Blue Angels, USAF A-10 “Warthogs” and the ever-popular Skytypers, take off from and return to Republic Airport.​

US Navy Blue Angel at the American Airpower Museum

Military aviation enthusiasts will not want to miss AAM’s WWII C-47 80th Anniversary D-Day Living History Experience, as WWII Airborne reenactors interact with visitors to the museum on Saturday, May 25th. Flight experiences are also available each day in one of AAM’s AT-6 Texans or their red WACO Biplane.

According to AAM President Jeff Clyman, the goal for this three-day extravaganza is two-fold. “To honor the men and women of the ‘Greatest Generation’ who built, maintained and piloted the iconic warbirds of yesteryear, in a bold defense of freedom during WWII, as well as, honor active-duty military, reservists and the national guard, who continue this mission today.” Clyman said that public support strengthens AAM’s mission to educate the next generation about American military aviation history, and will also help maintain the Museum’s iconic aircraft. “Help keep ‘em flying,” he added.​

American Airpower Museum’s P-40 Warhawk

As a special promotion, every paying Museum guest (18 and over) Friday through Monday, will be entered for a chance to win a Cockpit USA “made in the USA” leather flight jacket. Cockpit USA, sponsor of the American Airpower Museum, is the official supplier to the United States Air Force of A-2 leather flight jackets, Various genuine leather flight jackets and other militaria specially priced and on sale all weekend can be purchased at AAM’s gift shop.

For those visitors who wish to see the aircraft but don’t wish to attend the airshow on Jones Beach, there is simply no better place to be than on AAM’s ramp. Park for FREE in AAM’s lot or along New Highway. Food and Ice Cream trucks are available onsite. Museum hours are 10:00 a.m. to 5:00 p.m. (Monday 4:00 p.m.). Tickets and preregistration not required. Regular admission is $15 for Adults, $12 for Seniors and Veterans and $10 for children ages 3 to 12. Three days of action guaranteed to thrill aviation fans of all ages. Don’t forget your cameras or smart phones. American Airpower Museum at Republic Airport, Hangar 3, 1230 New Highway, Farmingdale, NY 11735, (631) 293-6398, www.americanairpowermuseum.org

The American Airpower Museum is an aviation museum located on the landmarked former site of Republic Aviation at Republic Airport, Farmingdale, NY. The Museum maintains a collection of aviation artifacts and an array of operational aircraft spanning the many years of the aircraft factory’s history. The Museum is a 501 (c) (3) Nonprofit Educational Foundation Chartered by the New York State Board of Regents.​

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[Vector]

Is this the longest running thread on the forum?

 

[Qship]

Dave does update it pretty frequently.

 

[DaveM]

WWII Triple Ace Brigadier General Clarence E. “Bud” Anderson Passing

Today, we have lost a legend, an American icon. The passing of one of our greatest WWII aces leaves us mourning the loss of an honorable and exceptional man. Brigadier General Clarence E. “Bud” Anderson made the most of his one lifetime, and we are fortunate to have had our lives touched by his. Bud, as everyone affectionately called him, passed away peacefully in his sleep at the age of 102.

We honor the tremendous legacy of Bud Anderson. Please take a moment to reflect on how fortunate we have been to know such a treasure to humanity.

The passing of a legend often leaves us grappling with the question of why, as we tend to think of legends as immortal. Mourning a legend is different from grieving a family member or a close friend. While the latter leaves a significant void in personal lives, Bud Anderson was unique. He was not just an icon but also an integral part of our Warbird family.​

Join us for dinner and a special presentation with WWII 8th Air Force Triple Ace Clarence “Bud” Anderson on Saturday, September 12th 2015 at 7pm. This event will be held at the iconic 57th Fighter Group Restaurant.

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[DaveM]

NASA’s DC-8 Completes Final Flight

NASA’s venerable McDonnell Douglas DC-8-72 research aircraft completed its final flight on May 15, arriving at Idaho State University in Pocatello. There, it will be used to train technicians in the university’s Aircraft Maintenance Technology Program.

The 55-year-old former airliner made its journey to Idaho after a 3-hour and 20-minute flight from Palmdale, California. Along the way, it performed flybys at NASA’s Armstrong Flight Research Center at Edwards Air Force Base and the NASA Ames Research Center near San Jose.​

The DC-8 aircraft returned to NASA’s Armstrong Flight Research Center Building 703 in Palmdale, California, on April 1, 2024, after completing its final mission supporting Airborne and Satellite Investigation of Asian Air Quality (ASIA-AQ). The aircraft and crew were welcomed back with a celebratory water salute by the U.S. Air Force Plant 42 Fire Department.
NASA/Steve Freeman

NASA acquired the aircraft in 1985, and it participated in 158 science missions before officially retiring on April 1, following the completion of the Airborne and Satellite Investigation of Asian Air Quality program. Originally delivered as a DC-8-62 variant to the former Italian flag-carrier Alitalia in 1969, the aircraft later served with Braniff International. In 1984, it was re-engined with CFM56-2 engines and converted to a DC-8-72 standard.

The retirement of this aircraft leaves Samaritan’s Purse charity organization operating the only remaining U.S.-registered DC-8-72. According to Aviation Week Network’s Fleet Discovery database, the only other DC-8s still in operation are in the Democratic Republic of Congo, where the air force operates one and freight carrier Trans Air Cargo Service uses two.

In its role as NASA’s Airborne Science Laboratory, the DC-8 was primarily used for four key mission types: sensor development, satellite sensor verification, space vehicle launch or re-entry telemetry data retrieval and optical tracking, and Earth’s surface and atmosphere research studies.​

DC-8 N801BN Landing at LAX IN 1980. Photo by Ron Monroe Braniff International Heritage Archives

Satellite sensor verification missions involved flying the DC-8 beneath a satellite’s path and comparing data from onboard instruments with the satellite’s data to refine the algorithms used for interpreting satellite information. Telemetry data missions supported the Missile Defense Agency’s Space Tracking and Surveillance Demonstration satellite launches and NASA’s Glory Earth science satellite launch.

The DC-8 also provided optical tracking for spacecraft re-entries, such as the European Automated Transfer Vehicle in 2008 and Japan Aerospace Exploration Agency’s Hayabusa spacecraft in 2010.​

DC-8 NASA817 returns to Dryden Flight Research Center after two years with the University of North Dakota, November 8, 2007 (NASA Photo _ Tony Landis)

Over the past 30 years, the DC-8 has become closely associated with NASA’s Earth sciences mission, notably through its extensive participation in Operation IceBridge. This annual polar ice field campaign involved flights over Antarctica from Punta Arenas, Chile, and similar surveys over the Arctic from bases in Greenland.

NASA is currently modifying a 777-200ER to replace the DC-8, with the selection announced in January 2023. This former Japan Airlines aircraft, delivered new to the carrier in 2003, had been stored at Victorville, California, since May 2020 before NASA acquired it. The General Electric GE90-powered 777 was flown to NASA Langley Research Center in December 2022 for modification. NASA anticipates the aircraft will undertake its first airborne science missions in 2025.

The DC-8’s retirement, driven by the increasing costs of maintenance, spares, support, and training, follows the December 2022 retirement of NASA’s other large science aircraft, the Stratospheric Observatory for Infrared Astronomy (SOFIA) 747SP airborne telescope.​

End Of An Era: NASA’s Airborne Science DC-8 Retires After 37 Years. NASA Photo

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[DaveM]

Become an Airshow Pilot: Join Warbird Adventures’ Aerobatic Box Training and Evaluation Camp

Do you dream of performing dazzling aerobatic maneuvers in front of cheering crowds? Your opportunity to take the first step toward becoming an airshow pilot is here. Join Thom Richard and Warbird Adventures for their inaugural Aerobatic Box training and evaluation camp at the stunning American Dream SkyRanch (18SC) in South Carolina from June 14-16, 2024. Register HERE.

Event Highlights​

This exclusive event will feature some of the biggest names in airshow flying, providing invaluable insights into the world of low-level aerobatics. Learn how to navigate the rigorous International Council of Air Shows (ICAS) Statement of Aerobatic Competency (SAC) levels and system safely and effectively.

Speakers and Evaluators​

The distinguished lineup of Aerobatic Competency Evaluators and speakers includes:

• Scott Yoak
• Greg Koontz (Greg Koontz Airshows)
• Gary Ward
• Clemens Kuhlig
• Thom Richard

Additionally, there will be two ACEs (Aerobatic Competency Evaluators) on hand for evaluations and re-currency.

Why Attend?​

If you have an aerobatic aircraft and aspire to achieve certification to become a waivered airshow pilot, this event is a golden opportunity. Gain the guidance and support you need instead of navigating the complex certification process on your own.

Accommodation​

Camping with your airplane is available, and tents and RVs are welcome. For those who prefer more conventional lodging, hotels are just 25 minutes away.

Dual Instruction and Aircraft Availability​

There will be a selection of aircraft available for dual instruction, including:

• 7KCAB Citabria
• 8KCAB Super Decathlon
• T-6 Texans

However, the primary focus is for you to bring your airplane. Even if you don’t have an aircraft, you are welcome to attend the ground sessions to learn from the experts.
Combined Event: This camp is being held alongside the 2024 SkyRanch Shootout, an aviation photography training camp led by Mike Killian Photography and Ricardo von Puttkammer. This is an excellent chance to get professional airshow promotion photos.

Important Information:​

Please note, that this is a private training event, not an airshow, and is not open to the public. As 18SC is a private airport, a waiver and insurance are required. For those who prefer a larger paved runway for takeoff and landing, nearby airports KGRD and KAIK are available.
Registration:
Ready to take the next step toward your aerobatic dreams? Register now at EventCreate. Join other pilots at the American Dream SkyRanch for a weekend of learning, flying, and networking. Transform your passion for aerobatics into a professional pursuit and soar to new heights in the exciting world of airshow performing.

REGISTER HERE​

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[DaveM]

King Charles Becomes Royal Patron Of The RAF Museum

PRESS RELEASE

The Royal Air Force Museum (RAF) announces that His Majesty King Charles III has graciously accepted the role of Royal Patron for the RAF Museum. His Majesty’s dedication to honouring the legacy of the Royal Air Force and his unwavering support for their mission to share the story of the service make him a fitting ambassador for the institution.

King Charles III has always expressed pride in his personal connections with the Royal Air Force and has shown a deep interest in the history and wellbeing of the service. His Majesty is a member of the first Graduate Entry at RAF College Cranwell and flew in the Royal Air Force Museum’s British Aircraft Corporation Jet Provost T.5. which is now on display in Hangar 1 at the RAF Museum’s London site.​

The Jet Provost T.5 aircraft used for Operation Golden Eagle, Prince Charles qualifying for his RAF pilot’s wings, August 1971

With His Majesty King Charles III as the Royal Patron, the RAF Museum looks forward to further advancing their mission of sharing the rich history and enduring legacy of the Royal Air Force with audiences around the world. The Museum extends the warmest welcome and heartfelt gratitude to His Majesty King Charles III for his patronage of the RAF Museum.

The Royal Air Force Museum has locations in both London and Cosford. Both locations are open daily from 10am to 5pm. More information can be found here. The Royal Air Force Museum is incorporated by Royal Charter (RC000922) and is a charity registered in England and Wales (1197541).​

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[DaveM]

Sanders and the Argonaut

By Stephen Chapis

The Hawker Sea Fury replaced the Supermarine Seafire as the primary fleet defense fighter for the Royal Canadian Navy (RCN) in 1948. One of 53 examples to fly with the RCN was FB.11 TG114, which served with 803 and 870 Squadrons. In the decades following its retirement from military service, TG114 would contribute parts of its airframe to two Sea Fury warbirds.​

The DNA from Sea Fury TG114 BC*F (seen here at Mount Hope Airport, Ontario on June 9th, 1952) lives on today in Argonaut and September Fury. [Photo by Jack McNulty]

In 1969, Frank Sanders acquired TG114, which had been damaged in a landing accident in 1964, along with a cache of spare parts from Brian Baird. During the 18-month restoration, Frank replaced TG114’s damaged cockpit section with the piece from VR919 and the tail section of VR918.​

The two Sea Furies (TG114 and VR918) that Franks Sanders used in the restoration of N232 in 1970 served together in 803 Sqn RCN, and are seen here aboard HMS Magnificent in Panama on March 15th, 1949. [Photo James Ward via DND/National Archives of Canada]

When Darryl Greenamyer performed the first post-restoration flight in 1971, the aircraft had taken the identity of VR919 and registered a N232. For the next 19 years the aircraft, known simply as “Two Three Two”, became an Unlimited racer, airshow performer, and testbed for the unique Sanders-designed smoke system — more on this later.​

Frank Sanders with the original Sanders family Sea Fury, N232, in the early 1970s. [Photo from Stephen Chapis collection]

Franks Sanders taxis N232 at the 1970 California 1000, Mojave, California. Though it possessed parts from three Sea Furies, including TG 114, it took the identity of VR 919. [Photo by Jim Larsen]

In 1996, Michael Brown acquired the aircraft and returned it to Sanders Aeronautics for conversion into a highly-modified Unlimited-class air racer known as September Fury (N232MB), and the aircraft became the “World’s Fastest Sea Fury” after it turned a qualifying lap of 480.249mph in 2013. While 232/September Fury was living this exciting life, the original damaged cockpit section of TG114 was sitting in storage waiting for its time.​

In 1996, Mike Brown purchased 232 and modified it into a super Unlimited racer named September Fury. [Photo by Scott Germain]

In 1988, Larry Burton performed a first in Sea Fury history when he installed a Wright R-3350-26WD in the Unlimited Blind Man’s Bluff. As many readers know, that racer later became Critical Mass, and now flies as the near-stock T.Mk.20 WE820. Once the late Nelson Ezell of Breckenridge, Texas developed an R-3350 installation kit for the Sea Fury the Wright became a popular alternative to the increasingly rare Bristol Centaurus.

In the early 1990s, Brian and Dennis Sanders took stock of their own successful installation of an R-4360 in Dreadnought and Burton’s R-3350 in Blind Man’s Bluff and decided to build a 3350-powered Sea Fury of their own. With a pair of Duplex-Cyclones and an Ezell installation kit, a huge cache of Sea Fury parts, and decades of expertise operating and restoring Sea Furies they were just the people to take on such a project. The centerpiece of this new Sea Fury was the original damaged cockpit section of TG114. It was repaired and mated to the wing center section of ex-German target tug, and the tail section was from an ex-Iraqi Sea Fury. They added Convair F-102 wheels and hydraulic brakes, a Douglas Skyraider prop, Sanders smoke generators on the wingtips, a stretched canopy for a second seat and, since they intended to race the aircraft, oil cooler spray bars and an ADI tank. They called it Argonaut.​

The newly completed R-3350-powered Argonaut was completed just before the 1994 Reno Air Races where Dennis Sanders flew the race to its first win in Heat 2B on September 16th, 1994. [Photo by Timothy Weinschenker]

In July 2022, Vintage Aviation News sat down with Dennis Sanders to chat about how Argonaut came to be. He first spoke of how the damaged cockpit section of TG114, which was deemed unusable in the 70s, was repaired for use on Argonaut. “When he [Frank Sanders] did 232 he did it in his garage. Certainly, the technology to fix that section existed at the time, but it hadn’t trickled into the warbird scene at that point. People didn’t have that kind of equipment to do that type of work.”​

[Photo by Mark Watt]

Work ahead of the firewall was facilitated by Ezell installation kits. Dennis continued, “I used Nelson Ezell kits; the engine mount, cowling mounts, oil tank and such like that, it was quality stuff. The only thing I did was put extra effort get to the exhaust to look like stock exhaust. The same went for the spinner, I did a lot of work to get it to look like a stock spinner.​

[Photo by Sanders Aeronautics]

“When we came home from the races in ’93, I said, ‘We have to get this done.’ I worked on it six days a week, 12 hours a day, 7:00 in the morning until 7:00 at night to get it done and we did get it done.” On July 30th, 1994, Dennis performed the first flight and once flight tests were complete a “19” was applied to the bare metal fuselage and they took the airplane to Reno. Dennis qualified the aircraft in ninth place at 390.967mph and flew it to its first win in Heat 2B. Over the next fifteen years Argonaut was flown in 57 races by six pilots, including three races at the 2005 Tunica Air Race in Mississippi, and in that time it scored twenty-two top threes, five wins, and two Silver championships in 1997 and 2005.​

[Photo by Mark Watt]

Amidst this success, Argonaut suffered a number of engine failures — five to be exact. The most dramatic of which was at Reno 2007. After starting at the back of the pack in Friday’s Silver race Argonaut, flown by CJ Stephens, was charging through the pack when the 3350 let go with a ferocious sneeze forcing Stephens to declare a mayday and make an emergency landing on Runway 14. After the fifth failure in March 2010, Dennis was “…tired of 3350s”, thus setting the stage for the Pratt & Whitney R-2800 conversion project. “The 2800 is a great conversion for the airplane and the biggest surprise was the thermal rejection out of the 2800. It makes a lot less heat in the oil system than the 3350 and the oil cooler is way more able to handle the heat. The 3350 made enough heat that it always taxed the oil cooler. You were always running right up on high oil temps. In the 2800 you never have oil temp problems. The engine is also 400 pounds lighter than the 3350,” Dennis explained.​

Dennis Sanders takes Argonaut aloft for its first flight with the Pratt & Whitney R-2800 on April 19th, 2011. [Photo by Mark Watt]

On April 19th, 2011, after two years of engineering and fabrication, Dennis took Argonaut on a successful 20-minute first flight with the R-2800. After the flight Argonaut was inspected, after which Brian took off on the second flight of the day. Both brothers reported that the R-2800 CB3 engine pulled just as hard as the old R-3350 and the aircraft handled very well. However, Dennis added that while the engine pulled hard, it was not happy. Dennis related, “My first 2800 experience was a little rough, so we pulled the engine and took it to Ray Anderson, and he said, ‘Come back in a week.’ He had another power section built up, so he pulled all the cylinders off the one engine, put him on the other and got it all built up for me. We put it back in Argonaut and it was good.” That rebuilt engine now has almost 400 hours on it, which includes 33 races and three additional wins. Naturally, Sanders offered conversion kits and as of today three additional Sea Furies have received R-2800s.​

The late-Sherman Smoot at the controls of Argonaut over Ione, California on July 11th, 2022. Between 2017 and 2021, Smoot piloted Argonaut in thirteen races, scoring one win. [Photo by Stephen Chapis]

When we visited Ione in July 2022, Argonaut was fitted with a pair of Sanders Self-Contained Smoke Generators (SCSG), which was the smoke system Frank Sanders developed in 1972 when he began flying airshows in 232. He chose to mount the generators on the wingtips because a traditional system where the smoke exits through the exhaust would leave the aircraft extremely dirty. The SCSG worked incredibly well, so well in fact, he made the system available to customers. The first customer was huge…literally, as Dennis explained: “Our first customer was NASA. They wanted to put smoke on a 747 to do wake vortex studies. We built sixteen of them…That was in 1974.”​

A year or so later, Sanders developed the “Smokewinder”, which is essentially a SCSG inside a pod that is of the same shape and size of an AIM-9 Sidewinder air-to-air missile and can be mounted on any aircraft cleared to carry the AIM-9. Dennis explained the genesis of this unique, niche and extremely popular system: “They were building a new airplane, the YF-17 which eventually became the F-18. They wanted to put smoke on it to go to the Paris Air Show in 1976. We built the smoke generators, but Northrop could not get the generators approved for the aircraft.” When Northrop couldn’t use the smoke generators, they were simply put in the corner of the shop, but they wouldn’t remain there for long.​

F-16C 88-0029 of the Turkish Air Force performs an aerial demonstration with a pair of Sanders Smokewinders. [Photo by Rich Cooper]

Dennis continued, “Somebody at General Dynamics heard that we had them and said, ‘We own our own airplane. We’ll get them approved.’ We shipped them down to Fort Worth, Texas, they put them on the red, white, and blue F-16. Of course, they set the world on fire with the F-16, and they sold a lot of airplanes that week and continue to sell airplanes.” The rest is history.​

Argonaut fitted with a Sanders Self-Contained Smoke Generator (SCSG) pod on the ramp in Ione, California on July 11th, 2022. [Photo by Stephen Chapis]

The legacy of Sanders Aeronautics and its association with the Hawker Sea Fury goes back over five decades. In addition to the airframes Sanders has restored for customers 232, 924, Dreadnought, and Argonaut forged their own legacies within the warbird community and the Sanders family. Of those Argonaut, an aircraft that almost never came to be, played a vital role in R-3350 and R-2800 engine conversions and continues to perform yeoman duties in the continuing refinement of the SCSG and Smokewinder systems.​

[Photo by Stephen Chapis]

[Photo by Stephen Chapis]

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[DaveM]

Combat Veteran P-40E Makes First Public Appearance In Belgium

On May 12, 2024, Curtiss P-40E Warhawk USAAF #41-13570 (OO-WHK) flew for the first time under Belgian ownership. The flight took place at the Stampe Fly-In at Antwerp International Airport (Deurne) which is home of the Stampe and Vertongen Museum.

For a historical recap, some readers may recall that this P-40E served with the Soviet Air Forces during what the Soviets called “The Great Patriotic War” under Lend-Lease. It first flew in late 1941, with the U.S. Army Air Forces (USAAF) and was formally accepted on January 23rd, 1942. Once in the in the Soviet Union, the fighter moved to Murmashi, just south of Murmansk, where she became a part of the Soviet 14th Army with the locally based 20th Guards Fighter Aviation Regiment (GvIAP) whose duties were to cover the Kola Peninsula and Murmansk. In the early hours of June 1st, 1942, Jr. Lt. A. V. Pshenev Kittyhawk was at the controls of this aircraft flying alongside P-39s and P-40s from the 19 GvIAP to escort Tupolev SB bombers on a mission to attack a German-held airfield at Petsamo.​

With tail and control surfaces and armament removed, the P-40E is slung under a Kamov Ki-25 after its recovery from its decades-long resting place. (photo credit unknown)

They encountered heavy opposition from the Luftwaffe, tangling with Messerschmitt Bf 109s of II/JG5 near Pja Ozero just west of Murmansk. During the melee, Pshenev’s P-40 received hits to its engine, which rapidly began to overheat. The pilot decided to ditch the aircraft in Lake Kod Ozero, rather than risk the uncertainty of putting her down in the obstacle-strewn tundra nearby. Pshenev survived the heavy impact as his P-40 down-struck the still semi-frozen lake surface, and made it safely to shore, likely imagining that his now-sinking P-40, was gone forever, but amazingly, on August 31st, 1997 a recovery team raised the P-40 from the lake. The bedraggled though largely intact airframe initially went to a British collector, but over the next few decades the project passed between a number of different owners and restoration shops before landing at Pioneer Aero in Auckland, New Zealand in 2015.​

During the restoration, the aircraft was converted to a dual-control trainer. On May 14th, 2021 it was given the New Zealand registration ZK-MOM for the test flying program, and on November 11th of that year the P-40E made its first successful test flight. On August 11th, 2022 the New Zealand registration was canceled and the aircraft was disassembled, and shipped to FAST Aero at Brasschaat, Belgium for some finishing touches before going to its new owner.
The aircraft was registered F-AYKH on September 23rd, 2023, and was first shown to the public the next day at the Flying Festival at Brasschaat. Over the winter work continued on the aircraft and on March 6th, 2024 the first local test flight was made as F-AYKH, but at that point, the Italian owner, Claudio Coltri, had changed his mind and the aircraft was offered for sale and was acquired by a new Belgian owner. The French registration was canceled on April 30th, 2024 and it received the Belgian registration OO-WHK that was reserved a few days earlier on April 26th.​

Many thanks to LH Aviation Photography for allowing the use of the photos. For more great photos of European aviation, click HERE.

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[DaveM]

Navy Wings Swordfish Gains Invasion Stripes

On May 21st 2024, UK-based Fairey Swordfish Mk.I W5856 made its inaugural flight adorned with freshly painted D-Day invasion stripes. The Swordfish played a crucial role in protecting convoys from U-boat attacks in the Battle of the Atlantic, sank the Italian fleet at Taranto, and crippled the mighty Bismarck in the Northern Atlantic in 1941.

W5856 is the oldest airworthy Swordfish in existence. It first flew on Trafalgar Day, October 21st 1941 as a “Blackfish” built by Blackburn Aircraft at Sherburn-in-Elmet and was delivered to 82 Maintenance Unit at Lichfield in Staffordshire on October 20th, 1941, for transport to Gibraltar. W5856 served with the Royal Navy’s Mediterranean Fleet for a year. Although little is known about its role during active service in the Mediterranean, it is likely that W5856 was based at North Front, Gibraltar, conducting patrols over the Straits. It was then returned to Fairey’s Stockport factory for refurbishment during the winter of 1942/43.​

A significant contingent of Fleet Air Arm aircraft operated from air bases in southern England in direct support of the D-Day landings. [Photo via Navy Wings]

Used for advanced flying training and trials, W5856 was transferred to the Royal Canadian Navy in 1944 and continued in a training role before being placed in reserve after the war ended. The aircraft changed hands several times, including ownership by a farmer who considered converting it into a crop sprayer. Eventually Sir William Roberts acquired W5856, bringing it to Scotland for his Strathallan Collection in August 1977, where it arrived in crates and in a severely corroded condition.​

In 1990 British Aerospace purchased and fully restored the aircraft to flying condition. After a successful test flight at Brough in May 1993 W5856 was gifted to the Royal Navy Historic Flight. Three years later, the City of Leeds adopted the aircraft in honor of the local companies that manufactured Swordfish components during WWII. In acknowledgement of this the aircraft now bears the City of Leeds coat of arms and name on its port side, just forward of the pilot’s cockpit.

Fairey Swordfish W5856 is now operated by Navy Wings. [Photo by Nigel Hitchman]

Grounded in 2003 due to wing spar corrosion, W5856 faced an uncertain future. However BAE Systems generously constructed a new set of wings, delivered in 2012. The aircraft was restored to full flying condition thanks to a major grant from the Peter Harrison Heritage Foundation. W5856 rejoined the display circuit in 2015, featuring a new paint scheme representing the Swordfish of 820 Naval Air Squadron during the 1941 attack on the Bismarck. In 2019 the Historic Flight was disbanded and the Swordfish and other aircraft joined the new Navy Wings organisation.​

The Fairey Swordfish did not participate in the D-Day landings on June 6, 1944. By that time the Swordfish, a biplane torpedo bomber that had been highly effective earlier in World War II, had largely been replaced by more modern aircraft for front-line combat roles. The Swordfish continued to serve in secondary roles, including anti-submarine warfare and training, but it was not a part of the aerial operations during the D-Day invasion. Navy Wings stated on their social media channels that the aircraft will retain these distinctive markings throughout the 2024 flying season to honor the 80th anniversary of the D-Day landings.​

The distinctive profile of the Swordfish is showcased in this photo where it carries a dummy torpedo. [Photo by Nigel Hitchman]

The Navy Wings Collection unites a range of owners and operators of historic naval aircraft. This outstanding array of aircraft, when considered together, provides a unique insight into the full suite of naval aviation achievements, from the very earliest days of flying aircraft from the water to the breathtaking technological advances that enable high-speed jets and heavy helicopters to land on the moving decks of ships at sea.

The core of the collection comprises the aircraft of the Fly Navy Heritage Trust (FNHT). Through the generous contribution of other heritage naval aircraft owners who, under the Navy Wings umbrella, join the FNHT at air displays and air shows, an impressive story of the very best of UK naval aircraft development can be told.​

For more information about the Navy Wings Collection visit www.navywings.org.uk​

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