Warbird News

[DaveM]

Avengers and Titans, The Ninth Annual TBM Gathering

By Greg Morehead

The ninth annual “TBM Reunion and Salute to Veterans” returned to the Illinois Valley Regional Airport-Walter A. Duncan Field in Peru, Illinois on May 17-18, 2024, featuring eight TBM Avengers and the Titan Aerobatic Team among a supporting cast of warbirds. A host of notable attractions were complimented by sun and blue skies to attract an attendance topping 20,000 spectators, which was a banner year for the feature-rich, small airport show. Increasingly rare for aviation events, the show was once again free to the public thanks to funding provided by the City of Peru, Illinois.​

Planning the event fell on the shoulders of announcer Tim Gillian and the new airport management team. Keeping it safe was the purview of Air Boss Greg Witmer and the EAA Warbirds Flightline team. Top-tier hospitality was provided by volunteers led by Tracy Baer, Roberta Finkler, and Jane McCarty Deckert. Operations were supported by airport staff and volunteers including Sherry Schaefer, Shawn Timko, and Bill Ruder.​

The Friday show started at 6:00 pm and led into the night show that commenced at dusk when the Titan Aerobatic Team, sponsored by Marquis Energy, performed formation loops against a canvas painted with deep orange blending to deep indigo. Then, as the subtle remnants of light waned, seven Avengers roared to full power with blue flames jetting from the exhaust stacks of each plane. The ground shook from a combined 13,300 horsepower created by 18,200 cubic inches in 98 cylinders. A first for the TBM Reunion was the fireworks display sponsored by the city that crowned the night and evoked “oohs and aahs” from the masses.

In the constant pursuit of improvement, each year the event gets tweaked. Changes to the parking areas necessitated moving the reenactors’ encampment from their traditional plot. With some grumbling the loyal reenactors broke camp and invested several additional hours to move to an area atop a hill. There’s no doubt they were happy after a little sweat equity as they then realized they had the best view and of course, everyone knows the Army wants to hold the high ground! As the Greatest Generation passes into history, the value of living history displays increases as an engaging method of telling the story of those no longer able to share it themselves.

While Friday’s highlight was the night show after the day show, the focus on Saturday was a Salute to Veterans, followed by an air show. The Veteran’s Parade is unique with each branch of service walking as a group down a temporary boulevard of Old Glory, created when the public become flag bearers lining a pathway. Applause and tears combined as veterans – young, old, and REALLY old, moved along the crowded flag-lined path. Folded flags and service photos of those who have passed away were loaded aboard Tri-State Warbird Museum’s TBM by retired US Navy Captain John Bishop and entrusted to pilot Greg Vallero’s care as he took off with two TBMs flown by JP Mellor and Jordan Brown for a missing man pass that was timed to coincide with a 21 gun salute and the playing of taps by two buglers.

In 2016 during the first TBM Reunion, there were a relatively healthy number of WWII TBM veterans. Such was not the case in 2024 as only a few were able to make the trip. A TBM Radio Man, Joe Wills, had the opportunity to fly in a TBM for the first time since World War II. Pilot Wes Atteberry, the newest TBM pilot, was excited to have Joe in the back seat of David Prescott’s TBM, Ida Red. The young warbird pilot said, “Flying a World War II veteran was on my bucket list so it was exciting to have the opportunity.” Charlie Cartledge, who owns an Oshkosh award winning TBM, flew his Avenger with Alvin Gould, a veteran TBM Turret Gunner, in his back seat. The two veteran-laden TBMs formed up for a formation flight that was pure fun, partly because 80 years later nobody was shooting at them.​

TBM Radio Man, Joe Wills had the opportunity to fly in a TBM for the first time since WWII. Pilot Wes Atteberry, the newest TBM pilot, stands on his left

Attending warbirds represented history from World War II to the Cold War and included a pair of Stearman biplanes flown by mother-son team Julie and Ben Thomas from Memphis, TN. Aircraft selling rides included the Commemorative Air Force (CAF) Indiana Wing’s PT-26 Cornell, the AT-6 Texan from Flight Training Centers in Kokomo, the CAF Missouri Wing’s TBM and EAA’s B-25 BERLIN EXPRESS. The only jet warbird in attendance was a CT-133 Mk.III (RCAF 21556) in Texas Air National Guard colors and owned by Kathryn Tyler and pilot Steven Jones. In addition to Tri-State Warbird Museum’s Avenger, their beautiful C-45 in GTMO colors was piloted by Mike Durkee.

A show favorite, the FG-1D Corsair from Warbird Heritage Foundation, was flown by Fred Bower, a retired Air Force pilot with over 20,000 flight hours and time in the U-2, A-10, T-38, KC-135, and KC-10. He performed an aerobatic display and offered photographers some great photo opportunities. Also impressive was the 1952 Douglas AD-4N, Naked Fanny, owned and flown by Jim Rohlf, who not only performed both days but also flew home and sprayed agricultural fields. Now that’s commitment!​

Pilots Ray Brown and Matt Throckmorton flew Jordan and Nikki Brown’s C-47 from Terre Haute, Indiana, in a unique legacy formation flight that had different generations of aircraft and also a father-son pairing. Ray Brown led the formation in the C-47 while his father, Jordan Brown, flew on his right wing in Daniel Mosley’s TBM-3E Avenger with Jim Rohlf on the left side in the Skyraider. The C-47 was also used as the jump platform when Skydive Chicago opened the show flying the American flag and as a photo platform to record the Titan Aerobatic Team in formation with Brad Deckert flying his TBM-3E.​

The Titan Aerobatic Team provided two perfect performances, including a day show and their signature night show. Traditionally the slot pilot, Jimmy Fordham flew the Lead position with Steve Gustafson and Bryan Regan flying the Wing positions. The Titan team is in the early part of their first airshow season with new sponsor Titan Aviation Fuels and are proudly flying their new look that was applied in the paint shop at Hangar 360 Aircraft Services in Raymond, Mississippi. The Titan moniker not only represents an amazing sponsor company; it also accurately describes the team pilots, who not only amaze average air show spectators but also professional pilots who understand the challenges of operating the T-6 in formation aerobatic maneuvers.

At the heart of the event were the show’s namesake, the TBM Avengers. A few aircraft canceled due to mechanical issues, including the much-anticipated return of Edward “Tanker Ed” Wuerker in his fire bomber version. Sherry Schaefer shared Ed’s disappointment after lengthy preparations. Steve Sorge of East Troy, Wisconsin also had to cancel. Of the eight Avengers that attended, a few notable mechanical issues were experienced in the group. Daniel Mosley’s TBM developed a bad magneto but thanks to the herculean efforts of Bill Ruder, the new mag was installed in an impressive four hours. While on an LHFE flight, a few miles from the airport, JP Mellor experienced a prop failure that resulted in losing ten gallons of oil in a short two-and-a-half minutes. Brad Deckert also experienced serious oil consumption issues with a bad blower seal that will require the removal and disassembly of the engine. While on their trip home, the Rocky Mountain Wing’s TBM lost a mag and was grounded however Bill Ruder is planning to head to Nebraska to rescue the crew with a ninja-like magneto repair.

Brad Deckert shared his thoughts on the learning points beyond the obvious fact that these are old airplanes that do break. One critical message is to always take off with a full oil tank. Never assume 25 gallons is “good enough.” Deckert is acutely aware of the ramifications as he dead-sticked his TBM after an engine failure was caused by oil starvation when no symptoms existed. He knows first-hand that a full tank sometimes isn’t enough. Deckert recently developed and installed a low oil warning system that affords the pilot critical time to find a place to land before the engine quits. Deckert hopes operators will contact him to discuss installing the system on their aircraft. The second message derived from the mechanical issues is “inventory is your friend” and having a spare magneto might be expensive but it’s a good idea.​

The Titan Aerobatic Team are definitely titans of aviation; however we hope they won’t mind sharing the label with the titan maintainers who keep these old planes flying, and the veterans for whom the TBM Reunion exists.​

TBM Avengers in Attendance: Aircraft Owner Pilot TBM-3E (BuNo 85632) Brad and Jane Deckert Brad Deckert TBM-3E (BuNo 91436) Lake Erie Warbirds Charlie Cartledge TBM-3E (BuNo 53420) Tri-State Warbird Museum Greg Vallero TBM-3E (BuNo 53353) CAF Missouri Wing JP Mellor TBM-3E (BuNo 91726) Daniel Mosley Jordan Brown TBM-3U (BuNo 53768) Tom Buck Tom Buck TBM-3E (BuNo 85882) David Prescott Wes Atteberry TBM-3E (BuNo 53503) CAF Rocky Mountain Wing Bill Shepard












































It has been nine years since TBM Avenger owners Brad and Jane Deckert decided to host a gathering of flyable Avengers. It was not planned as an annual pilgrimage; however, this one-off event inspired the community’s patriotic support and introduced thousands to the warbird world. It is now an annual tradition that many locals simply refer to as “the air show.” Those versed in air shows understand this is far from a typical display of aerial hardware and pilot skill. This is essentially a warbird-only event where the rumble of radial engines and whine of jet turbines is described by announcer Tim Gillian as “the sound of freedom.” When Greg Morehead asked about the event, Brad Deckert commented, “The TBM gathering/salute to veterans was a huge success by all measures. We have an increasingly uncommon situation here in Peru, Illinois where we have tremendous city, airport, and community support. I have never been associated with anything quite like this anywhere else. We couldn’t have picked a better venue to have this one-of-a-kind event. I think we can look forward to [similar events for] many years to come. I would also like to send out a special thanks to the non-TBM warbirds that show up and add so much….”

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[DaveM]

Royal Air Force Grounds BBMF Fleet Following Pilot’s Death in Spitfire Crash

As reported by The Guardian on May 30th, the Royal Air Force has grounded the aircraft of its Battle of Britain Memorial Flight (BBMF) following the death of Squadron Leader Mark Long last weekend, casting doubt on the Flight’s participation in the upcoming 80th anniversary of the D-Day landings next month.​

Squadron Leader Mark Long RAF. [Photo via Royal Air Force]

Squadron Leader Long, a Typhoon pilot stationed at RAF Coningsby, tragically lost his life in a crash while flying the BBMF’s Spitfire Mk.IX MK356 during a memorial event on May 25th, 2024. Long, who had served with the Flight for the past four years, was set to become its commanding officer in October. His was the first fatal accident in the 57-year history of the BBMF.

An RAF spokesperson stated, “Following the tragic accident at RAF Coningsby, and while the formal investigation is ongoing, the RAF has instigated a temporary pause in flying for the Battle of Britain Memorial Flight. […] At this stage, the cause of the incident remains unknown and therefore, after extensive consultation between the Chief of the Air Staff and relevant senior RAF officers, it has been decided to continue the pause in flying for the BBMF.​

“As always, flight safety remains the RAF’s primary concern, therefore BBMF flying will only resume when it is safe and appropriate to do so. As a result, regretfully, BBMF aircraft are not expected to be able to participate in the forthcoming D-Day 80 commemorations over June 5-6 2024.”

The Flight’s aircraft were scheduled to participate in a national commemorative event in Portsmouth on June 5th marking 80 years since Allied forces landed on the beaches of Normandy, a pivotal moment in turning the tide of World War II against Nazi Germany. The timeline for the RAF’s investigation and the subsequent decision on whether the aircraft will fly again remains uncertain.​

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[sikatri]

First fatal accident in 57 years. I wonder what commonalities they are talking about in the Guardian link?

 

[DaveM]

Le Temps des Hélices – La Ferté Alais airshow 2024

By Nigel Hitchman

More than 30,000 spectators gathered to see the fabulous Le Temps des Hélices airshow on the beautiful grass airfield on the plateau above the town of La Ferté Alais, France over the weekend of May 18th and 19th. We were lucky to miss most of the stormy weather that was around and were treated to a great show with some sometimes stunning backdrops to celebrate the 80th anniversary of D-Day.​

The replica Morane H of 1912 (top) and Bleriot XI-2 of 1910 were both powered by 80hp Le Rhone rotaries. [Photo by Nigel Hitchman]

While the weather played ball for the most part, for some time a funnel cloud hovered in the skies behind the displaying C-47 and other aircraft. [Photo by Nigel Hitchman]

The highlight within the D-Day theme was the flypast by Chalair’s Douglas C-47 F-AZOX escorted by Supermarine Spitfire FR.XIVe G-SXIV flown by owner Brice Ohayen, Spitfire PR.XIX F-AZJS flown by Eric Goujon for owner Christoph Jaquard and Republic P-47D Thunderbolt Nellie B, G-THUN, flown by Baptiste Salis owned by Fighter Aviation Engineering. All three then gave individual displays, the Spitfire XIV showing off its authentic looking invasion stripes, painted by brush and already wearing off in the rain. Eric Goujon gave a superb display in the Spitfire XIX, particularly on the Saturday with a string of high vertical maneuvers and also some superb topside passes, one of the best Spitfire displays I’ve seen for years.​

The Spitfire Mk.XIV’s already-weathered invasion stripes are shown to great effect as Brice Ohayen pulls his aircraft past the crowd. [Photo by Nigel Hitchman]

Eric Goujon shows the profile of the Spitfire PR.XIX against the French clouds. [Photo by Nigel Hitchman]

The ARCo Westland Lysander Mk.IIIA G-CCOM flown by John Gowdy was a big highlight for the local crowds, being the first visit of a Lysander for probably 30 years since the Sabena Old Timers example OO-SOT was there. Particularly poignant being in France, where the majority of Lysander clandestine operations were carried out dropping agents or packages, we also saw a demonstration of this with an old Citroen driving up and an “agent” getting out and into the Lysander.​

The Lysander shows its interesting wing planform. Note the bomb racks under the stub wings mounted to the wheel spats. [Photo by Nigel Hitchman]

The “secret agent” climbs aboard the Lysander, his Citroen already leaving the scene. [Photo by Nigel Hitchman]

Making its debut at a major European airshow was the Hawker (Sea) Fury ISS F-AYSF, in Royal Australian Navy colors but with its Iraqi serial 308 as restored by Guido Zuccoli in Australia 40 years ago. It moved to the U.S. some years later and was regularly flown by last owner Walt Bowe there for a couple of years before he sold it to Italy in 2019. After import by MeierMotors it remained at Bremgarten for a few years eventually going to Italy, but was grounded by an engine problem at Roudnice, Czech in the summer of 2022. It was returned to airworthiness by Bruno Ducreux’s company Aero Restauration Services at Dijon late last year and has now been bought by locally-based Christoph Jaquard, and was displayed by Bruno here.​

The Hawker Sea Fury, which served with the Iraqi Air Force, was resplendent in the Royal Australian Navy scheme it has worn for many decades. [Photo by Nigel Hitchman]

The Hawker Fury turns in to land, its generous flap area and wide undercarriage stance apparent. [Photo by Nigel Hitchman]

The Luftwaffe were represented by a great display from the Amicale Jean-Baptiste Salis — the Salis Collection — CASA 352 (Spanish license-built Junkers Ju 52/3M) F-AZJU and Fieseler Storch (French-built Morane-Saulnier MS.505) F-AZRA, including a very slow flypast from the big trimotor managing to keep formation with the Storch.​

The Luftwaffe was represented by an interesting pairing of a Spanish-built Junkers Ju 52 and a French-built Fieseler Storch. [Photo by Nigel Hitchman]

The WWII Pacific Theater was represented by the “Tora Tora” demonstration which has become a favorite at La Ferte Alais. This year we had 12 Harvard/T6/SNJs representing the Japanese attack with a great formation break to start the attack. One Harvard modified to look a bit like a Zero then “shot down” another before being “shot down” itself by The Fighter Collection’s Curtiss P-40F, representing one of the USAAC P-40s that were at Pearl Harbor. With the last French based P-40 now sold in Sweden TFC’s example was used instead, flown by Patrice Marchison. It was unusual no other TFC aircraft was present, but Stephen Grey was seen during the weekend.​

The “Japanese” aircraft of the Tora Tora display peel in for their attack. [Photo by Nigel Hitchman]

The Fighter Collection’s Duxford-based Curtiss P-40F represented the Pearl Harbor defenders at the show. [Photo by Nigel Hitchman]

Continuing the Pacific theme was a nice formation pass of the Consolidated Catalina G-PBYA from Duxford, together with the Salis Collection Vought F4U-5N Corsair F-AZEG both then doing individual displays.​

The Catalina, escorted by the Corsair, pays tribute to the Pacific Theater. [Photo by Nigel Hitchman]

The Corsair recovers after its display. [Photo by Nigel Hitchman]

Always a big highlight at the show is the flight of the pioneer aircraft. This year we had an exceptional display from two 80hp le Rhone rotary powered replica aircraft of the Salis Collection: the 1910 Bleriot XI-2 (2 seater version) and 1912 Morane H, with formation flypasts and opposition passes, it really was amazing to see. The Morane H was the aircraft in which Roland Garros became the first person to cross the Mediterranean sea in 1913.​

Two rotary-powered early monoplanes, the Morane H (left) and Bleriot XI-2, approach for a pass by the crowd. [Photo by Nigel Hitchman]

Memorial flight flew their superb Royal Aircraft Factory BE2f reproduction with its TVAL-built RAF 1a engine on the Friday evening, flown by Edmund Salis. Sadly the rest of their collection (Sopwith One-and-a-Half Strutter, Fokker D.VII, Bristol F.2B Fighter and Spad XIII) were only on static display, all with various engine issues that need sorting, but their main work at present is on the two Morane AI aircraft which are part way through restoration, hopefully to be completed in two or three years.​

The Memorial Flight’s BE2f was one of a small handful of WWI types to fly at the show. [Photo by Nigel Hitchman]

The BE2f, airframe and engine built by TVAL in New Zealand, hums by the crowd. [Photo by Nigel Hitchman]

The Salis Collection’s superb Caudron G.III replica flew together with some WWI replicas, two Fokker Dr.I Triplanes and two Royal Aircraft Factory SE5A lookalikes which carried out a mock dogfight, with top cover provided by a formation of three Stampe SV-4B and three Bücker Jungmann biplanes.​

The pilot of the Caudron G.III waves to the crowd, seemingly oblivious to the Fokker Triplanes above! [Photo by Nigel Hitchman]

One thing that was really missing from this years show was the usual array of between the wars civilian aircraft, the Stampes and Jungmann only flew top cover and didn’t display and although several of the Salis collection Moraine-Saulnier parasols were on static display none flew, it would be fabulous to see some of these flying again. Just one Stinson SR-10C (F-GPJS) representing the U.S. classics flew, but we did have an excellent display of Mauboussin 125 Corsaire F-PCES of the Mauboussin collection, the first time this has flown at a major display, although its been static before following its restoration a few years ago.​

When it came to post-war aircraft it was great to see the Dassault MD311 Flamant F-AZKT of the Amicale des Avions anciens D’Albert, which has recently been repainted. This flew in formation with two Socata TB-30 Epsilons, the types representing two large French aircraft manufacturers (Dassault and Socata, now Daher), the Flamant series having been the first aircraft produced by the newly reformed Dassault after WWII.​

The recently-repainted Dassault Flamant of the Salis Collection shows its distinctive lines. [Photo by Nigel Hitchman]

The Vietnam War demo has also become a favorite, but this time missed having any Douglas Skyraiders, just four T28s, a Hughes 369HE (representing an OH-6a) and the OV-10 Bronco, which for the first time I’ve seen dropped four parachutists out of the back with the glass dome removed.​

A civil Hughes 369 stood in for its U.S. Army OH-6a cousin during the Vietnam War scenario, which also featured T-28s (two in the background). [Photo by Nigel Hitchman]

More modern aircraft were presented by the Aeroclub de France with their display of four Fouga Magisters together with four aerobatic aircraft making a nice unusual formation, followed by individual displays. We also had the Patrouille de France, French Air Force aerobatic Extra 330, French Naval Aviation Dassault Rafale and Swiss F/A-18 Hornet displays, and Team Raven with their RV-8s from the UK.​

Another unique (and colorful) formation was that put on by the Aeroclub de France. [Photo by Nigel Hitchman]

The Patrouille de France put on their usual polished display in their Alpha Jets. [Photo by Nigel Hitchman]

In the static display it was great to see the Boeing B-17G Flying Fortress Pink Lady outside. There were a lot of positive comments that it will be returned to flight, and it carried out a full four engine run on the Thursday evening before the show.​

This year Pink Lady was on static display, but that may change in the near future. [Photo by Nigel Hitchman]

It was also interesting to see the WACO PCF N3557W in the static display area, this having been imported last year along with some other WACO project and is for sale. Owned by the same company, Piper PA-12 Super Cruiser N7972H was also another recent import in the static for sale. The Fairchild Argus Mk.II F-PBCM painted to represent a US Coast Guard machine was nice to see departing from the static park.​

An interesting visitor which wasn’t on display was the PZL Swidnik (Polish license-built Mil) Mi-2 Hoplite ER-20257, this has been in France for quite a few years and had previously been registered RA-1149K. The aircraft had an engine problem on departure and ended up being towed to the helicopter maintenance hangar Sunday evening.​

The Polish-built Mi-2 Hoplite suffered engine trouble and had to be towed away for repair. [Photo by Nigel Hitchman]

On display for the first time was the Salmson D.7 Cricri F-AZAB which has been on restoration in the Salis Collection hangar for the past few years, now almost completed and powered by a 90hp Salmson 5AQ 5-cylinder radial. Painted to represent one of the earlier Salmson D.6 CriCri that were delivered to the French Air Force in the late 1930s, the aircraft last flew in 1983.​

The almost-complete Salmson D.7 Cricri of the Salis Collection. [Photo by Nigel Hitchman]

Last but not least was one of the highlights of the show found in one of the private hangars which was opened up to display it, the Salis Collection’s De Havilland DH.89 Dragon Rapide F-AZCA painted up as Royal Navy HG709/CU999 looking superb with its restoration almost completed. On display in front of the vintage airliner was the restored cockpit area of a Morane Saulnier M.S.406.​

The Salis Collection’s Dragon Rapide is also nearing completion. Note the restored cockpit of a Morane M.S.406 fighter in the foreground. [Photo by Nigel Hitchman]

The airshow at La Ferte Alais is always on the Pentecost weekend so next year will be June 7-8. It is one of the best airshows in the world with a great setting and backdrop, it’s around an hour’s drive south of the center of Paris so easy to get to…well worth a trip from anywhere!​

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[DaveM]

Legendary Additions to the 2024 Reno Air Show

PRESS RELEASE

The Reno Air Race Association is thrilled to share that they’re adding some Reno Legends to the mix for the 2024 Reno Air show. The 60th anniversary celebration of the Reno Air Races, to be held this October 4th-6th at Reno Stead Airport, will be packing a nostalgic punch of excitement with these legendary pilots showing off their iconic aircraft in front of an epic backdrop.​

Hawker Sea Fury ‘924’, flown in this 2023 photo by Joel Swager, finished third in the last ever Unlimited Gold race at Reno. [Photo by Gary Daniels]
Vicky Benzing will have us all Plum Crazy with her custom North American P-51D. Dennis Sanders will give us 924 reasons to fall in love again with the Hawker Sea Fury. And we will all bear witness to Steve Hinton soaring through the sky in the F8F Bearcat.

Veteran racer and pace plane pilot Steve Hinton will display the F8F-2 Bearcat, BuNo.121707 (pictured here at the 2022 races) for the Reno crowds one more time. [Photo by Aaron Haase]


These three superstars will join an unbelievable lineup of performers set to put on an unforgettable display this October. The U.S. Navy Blue Angels, the Royal Canadian Air Force Snowbirds, the USAF F-16 Viper Demo and so much more are primed and ready to put on a show.

The F-16 Viper Demo Team will return to Reno with their jet painted as the first prototype YF-16, a tribute to the 50th anniversary of the type’s first flight. [Photo via USAF Viper Demonstration Team]

To buy your tickets for the 2024 Reno Air Show click HERE. For more information on the event visit Reno Air Show | 60th Celebration 1964-2024.​

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[DaveM]

Yanks Norseman Nears Completion

By Adam Estes
While the Yanks Air Museum (YAM) of Chino, California is known primarily for maintaining an impressive collection of airworthy aircraft from American manufacturers, ranging from the early days of American aviation to the display of several modern fighters, it has also been host to one of the most active restoration departments of any aviation museum on the west coast. While regular readers may be familiar with their recent World War II fighter restorations, such as the Curtiss P-40 Warhawk, Bell P-63 Kingcobra, and Grumman F6F Hellcat, YAM is also now in the home stretch of restoring an example of a rugged aircraft of Canadian design, the Noorduyn Norseman. This aircraft design served the Allies during World War II and remains one of the most legendary bush planes to fly in the frontiers of Alaska and the Canadian Northern Territories.

After the war, the Norseman quickly found its niche as a bush plane in the remote reaches of Alaska and Canada. Here Roy Kinch (L) and Dunc Robinson (R) replace a blown jug on Norseman CF-IJG. Photo by Rodney Kozar, Norseman Festival.

The Norseman was the brainchild of Dutch-born designer Robert B.C. Noorduyn after he had gained experience working for Anthony Fokker as one of the first representatives for Fokker in North America, Italian-born designer Giuseppe Bellanca and autogyro pioneer Harold Pitcairn. During World War II, the British Commonwealth and the United States Army Air Forces (USAAF) found the Norseman to be a useful utility transport, with the latter applying the designation UC-64. Though newer bush planes with metal skin and more powerful turboprop engines have flown in the bush country, some Norsemen soldier on, not only as private aircraft but also as warbirds that honor their wartime service. A few additional Norseman still remain in commercial service where they remain a lifeline to remote villages and towns in Canada and Alaska, nearly 90 years after the prototype’s first flight.

The Yanks Air Museum Noorduyn Norseman Mk.VI (RCAF 790) during in the RCAF from 1943 to 1955. Photo via Library and Archives Canada MIKAN No.4448522 via Harold Skaarup.

Norseman RCAF 790. Photo by The Jive Bomber blog.

The Norseman currently being restored at Yanks Air Museum began life as a UC-64A, construction number 139, intended for the USAAF with the serial number 43-5148, but was immediately transferred to the Royal Canadian Air Force (RCAF) as a Norseman Mk. IV, RCAF serial number 790, with the aircraft taken on strength on June 10, 1943. On July 7, 1943, RCAF 790 was converted to become a Mk.VI. After World War II, the aircraft was used as a search and rescue aircraft and dutifully served the RCAF until it was decommissioned on August 22, 1955. The aircraft subsequently appeared on the Canadian civil registry as CF-IJG, flying for Georgian Bay Airways of Parry Sound, Ontario. However, on July 8, 1966, the aircraft was involved in a hard water landing on the glassy surface of Antiguois Lake in Quebec. There were no injuries from this incident, but the aircraft was stricken from the Canadian registry.

The current state of the Yanks Norseman in the restoration shop. Photo by Adam Estes.

Eventually, it was purchased from the insurance company by Lloyd Street who, with the help of Gordon Hughes, was able to repair the aircraft to flyable condition and ferry it from the lake area. Eventually, though, the Norseman went into storage on Street’s farm in Gravenhurst, Ontario, until it was eventually acquired by Yanks in 2010. At the time of this article, 43-5148 has received a paint scheme reminiscent of another Norseman, 43-5299, which was used as a utility (or hack) aircraft, which would frequently deliver information about missions and targets for the men of the 553rd Bombardment Squadron, 381st Bombardment Group. Among these men was Stanton “Stan” Hoefler, who would later become the first curator of Yanks.

The Norseman as it currently sits in restoration with the new livery applied. Photo by Adam Estes.

So far, the Norseman’s restoration has been nearing completion, with the fabric work being done by dedicated volunteer Tony Furukawa. The aircraft has received its USAAF paint scheme, the cockpit is now well furnished, and the cowling assemblies are ready for installation. Like most Yanks’ restorations, the Norseman has been restored to airworthy standards, and has a current registration with the FAA. With a wingspan of 51 feet, however, serious attention is being considered for the positioning of the aircraft when it is ready for display alongside the museum’s existing collection of priceless aircraft. But with other projects such as the Hellcat taking priority, the museum will have more time to make a proper decision on the matter of displaying the aircraft.

Recently painted markings on a section of the Yanks Air Museum Norseman. Photo by Adam Estes.

The Norseman’s eventual display will be a meaningful way in which the museum will honor not only a prominent and dedicated member of the museum, but also honors the utility provided in both war and peace by the Norseman, a rugged design that endures even today.

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[DaveM]

Restored YF-16 Prototype #2 Unveiled at Fort Worth Aviation Museum

On June 1st, 2024 the Fort Worth Aviation Museum in Fort Worth, TX unveiled the #2 General Dynamics YF-16 prototype, 72-1568, restored to appear as it did on August 9th, 1979. As previously reported by Vintage Aviation News, a passionate team of volunteers, dedicating over 5,000 hours of their time, painstakingly restored the YF-16. Their unwavering commitment, coupled with the generous support of Lockheed Martin, Cowtown Aerocrafters of Justin, PPG Industries of Grand Prairie, and Pronto Logistics of Arlington, has successfully brought the aircraft back to its original configuration. Gary Daniels chronicled the restoration and was there to witness the unveiling of the completed aircraft.​

Gerry Asher (left) and Lanny Parcell met when they were teenagers. Both had successful careers in the aviation industry. Today, Lanny is the owner of Cowtown Aerocrafters. Lanny describes his company as “a group of friends dedicated to high-quality aircraft restoration and preservation”. [Photo by Gary Daniels]

Since the static aircraft does not have a Pratt & Whitney F-100 engine inside the fuselage, Gerry Asher fabricated an engine inlet façade to give the appearance that an engine is in the airframe. [Photo by Gary Daniels]

With the concealing wall pulled away and the YF-16 #2 was revealed, guests moved into the hangar to see the aircraft as it appeared 50 years ago. [Photo by Gary Daniels]

Texas Congresswoman Kay Granger talks with Fort Worth Aviation Museum restoration team members. Congresswoman Granger was instrumental in getting the aircraft back to Texas. Jim Hodgson said, “If Kay had not been involved, we would not have the airplane.” [Photo by Gary Daniels]

The Light Weight Fighter program was the brainchild of USAF Colonel John Boyd, General Dynamics engineer Harry Hillaker, and a group within the USAF nicknamed the “Fighter Mafia”. The Hillaker family held a family reunion at the YF-16 #2 unveiling ceremony. [Photo by Gary Daniels]

The Fort Worth Aviation Museum’s staff and restoration team (in white, grey, and yellow shirts), and the Cowtown Aerocrafters’ team (in red shirts) standing with Congresswoman Kay Granger applaud their achievement. More than 10,000 volunteer and vendor hours were required to bring the YF-16 #2 prototype back to its former glory of 50 years ago. [Photo by Gary Daniels]

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[DaveM]

D-Day 80: Special Events at The Yorkshire Air Museum

In commemoration of the 80th anniversary of the D-Day landings, the Yorkshire Air Museum (YAM) has scheduled a series of events on Thursday, June 6th 2024 to honor this historic occasion. The recent successful test run of the engines on the museum’s Douglas Dakota marks the beginning of a memorable day filled with activities and tributes.​

The YAM’s Dakota Mk.IV KN353 now wears invasion stripes to mark the 80th anniversary of D-Day. [Photo via Yorkshire Air Museum]

Schedule of Events:

6am: Radio Broadcast Museum volunteer Ken Sanderson will broadcast on a genuine World War II Halifax bomber radio transmitter/receiver, connecting with other radio enthusiasts in the UK and Normandy. This early morning event sets the tone for a day of remembrance and connection.

11.30am: Service of Remembrance Visitors are invited to meet in the Chapel for a solemn Service of Remembrance conducted by the YAM’s honorary chaplain, the Rev. Charles ‘Taff’ Morgan MBE. This service will provide an opportunity to reflect on the sacrifices made during the D-Day landings.

12.1pm: The Last Post A bugler will play the Last Post, a poignant tribute to those who served and fell during the D-Day operations.

12:30pm: Dakota Engine Run Witness the power of history as the engines of the YAM’s iconic Douglas Dakota are run. This paratrooper transport aircraft played a crucial role in the D-Day landings and this demonstration honors its legacy and the bravery of those who flew it.

With the exception of the early morning radio broadcast, all visitors are welcome to participate in these events.

Explore the museum’s new D-Day Displays

In addition to the scheduled events, visitors can explore the new D-Day-related exhibits across the YAM site, themed “Elvington 44/45: The Fight For Liberty.”

Dakota Display: Delve into the history of the Dakota and its crucial role in the D-Day landings. The YAM’s Dakota has been freshly repainted in its original D-Day colors, providing a vivid glimpse into the past.​

Halifax Bomber: Learn about the mighty Handley Page Halifax bomber’s significant contributions to Operation Overlord, including its capability to tow tanks through the skies, showcasing the engineering marvels of the time. Elvington’s French Connection: Discover the deep ties between Elvington and the D-Day operations, highlighting the contributions and collaborations that were pivotal to the success of the landings.

A beautiful aerial photo of the Yorkshire Air Museum. Notice the WWII era Quonset huts.

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

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[DaveM]

Vulcan to the Sky Trust – May 2024 Update

PRESS RELEASE

Over the past few months, as previously reported by Vintage Aviation News, the Vulcan To The Sky Trust (VTST) has kept its supporters informed about the developments concerning the former Doncaster Sheffield Airport. During this period, the VTST has been in discussions with the City of Doncaster Council (CDC), which is working on a plan to reopen the airport.

In March, the VTST’s leadership was pleased to report that CDC announced the signing of a 125-year lease for the airport. Alongside lease negotiations with Peel, CDC has been focusing on appointing an operator to manage the airport’s operations. Recently, Mayor of Doncaster Ros Jones shared an update on her Facebook page stating that the process is ongoing, with CDC expecting significant progress by the end of spring and the final stages of appointing an operator to be completed by late summer. The discussions with CDC give the VTST hope and confidence that they will be a welcoming landlord.​

The names of thousands of supporters line the bomb bay of Vulcan XH558. [Photo courtesy Vulcan To The Sky Trust]

With support from the Trust’s partner, The Work-wise Foundation, the VTST’s educational initiatives continue to thrive. This year, primary and secondary school pupils have participated in the Dr. Pleming’s Operation Vulcan Design Project: Fostering Innovation in Education and the Get in the Spirit competition.

The Dr. Pleming project engaged 259 students over two days, sparking curiosity, promoting teamwork, and equipping students with the skills to bring their ideas to life. The winners will be announced soon, and a team of engineers from CBE+ and DN4 Innovation will create a scale model of the winning design.

In addition to these projects, VTST attended and exhibited at the Get Up to Speed With STEM 2024 event, with support from young people at Doncaster UTC and a team of Vulcan volunteers. Inspiring the future is a core part of this charity’s aims and objectives, and delivering aspirational projects to engage children and young people in STEM subjects, with XH558 as the centerpiece, is one of the ways the VTST achieves this.​

To support the Vulcan To The Sky Trust, visit vulcantothesky.org​

A magnificent shot of the mighty delta bomber showing her underside where the names will carefully and sympathetically be placed. [Photo by John Dibbs via Vulcan to the Sky Trust]

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[DaveM]

Celebrating The Completion of FM-2 Wildcat Recovered From Lake Michigan

PRESS RELEASE

On Saturday, June 8th 2024 the Air Zoo in Kalamazoo, MI will celebrate the hard work of its dedicated volunteers and staff who have invested more than 50,000 hours over the past decade restoring a FM-2 Wildcat (as previously reported by Vintage Aviation News), which was recovered from the bottom of Lake Michigan after nearly 70 years.

General Motors FM-2 Wildcat BuNo. 57039 was used to train U.S. Navy pilots in the Great Lakes region during WWII. During a training flight, piloted by Ensign William E. Forbes on December 18th 1944, this Wildcat rolled off the deck of the USS Sable and was cut in two as the fuselage was struck by one of the ship’s paddle wheels. Forbes was not injured during the incident, but the Wildcat sank 200 feet to the bottom of Lake Michigan. There it rested for 68 years until it was retrieved on December 7th 2012 by A and T Recovery on behalf of the National Naval Aviation Museum and the Naval Aviation Museum Foundation. The aircraft was in extremely poor condition when it arrived at the Air Zoo’s Restoration Center, one of the premier aircraft restoration facilities in the country, on August 5th 2013.​

Wings folded to allow enough working space, the Wildcat sits in the Air Zoo’s restoration shop. [Photo via Air Zoo Aerospace & Science Experience]

Now, after a decade of research and labor, this beautifully restored aircraft will remain on exhibit at the Air Zoo’s Flight Discovery Center (FDC) for a brief time before departing for its permanent home at the American Heritage Museum in Hudson, MA.

In celebration of this incredible milestone, the Air Zoo would like to invite members of the community to join them on Saturday, June 8th between 9am and 5pm for an open house at the FDC, located at 3101 E. Milham Ave, Kalamazoo, MI. This event will provide guests an opportunity to view the newly completed Wildcat and to congratulate the Restoration Team on a job well done. Details can be found at airzoo.org/events.​

Members of the Air Zoo team pose proudly with the fuselage of the Wildcat. [Photo via Air Zoo Aerospace & Science Experience]

About the Air Zoo Aerospace & Science Center

The Air Zoo is a Smithsonian-affiliated aerospace and science experience with over 100 rare air and spacecraft, hands-on exhibits, indoor amusement rides, full-motion flight simulators, inspiring educational programs, and more. The Air Zoo is a not-for-profit organization and is open 360+ days a year. For hours, tickets, event schedule, and more visit airzoo.org.​

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[Rocky]

A stunning recovery and restoration

 

[DaveM]

B-17 Yankee Lady Has a New Home

A few weeks ago, we published an interview with Kevin Walsh, President and CEO of the Michigan Flight Museum describing the challenges of rebranding the organization from its longtime former identity as the Yankee Air Museum. Naturally, given how difficult change can be for some people to accept, there was a certain level of hair-pulling and gnashing of teeth amongst small elements of the public. But it is a simple fact that every business, even a non-profit museum, must continually adapt to the evolving needs of its clientele or it will soon wither and die.

However, the Michigan Flight Museum is striving not just to avoid that fate, but also to thrive, having created a methodical, multi-year plan of action which they are already five years into executing. Given the sponsorships, partnerships and programs they have been able to secure, their efforts seem to be working too.

Such dramatic transition also forces significant self-reflection as well, of course, and that can sometimes precipitate even more difficult reevaluations. Indeed the museum’s leadership has confronted just such an inflection point, which has led them to the agonizing decision to part with one of their most cherished possessions, their airworthy B-17 Flying Fortress, which Kevin Walsh revealed with the following statement:

“For almost four decades, the Museum has been honored and privileged to be the restorer and caretaker of an important, valuable piece of American aviation history: the Boeing B-17 Flying Fortress known as Yankee Lady. However, after evaluating the future of the aircraft and its role in our organization, the Board of Directors unanimously has determined that the Museum is no longer the best option for continuing as its caretaker.

Furthermore, it was determined by the Board of Directors that now is the time to entrust this beautiful aircraft’s future to another caretaker. Yankee Lady has become a significant generator of revenue for the museum, to the extent that we have developed an unrealistic dependency on it. Simply put, interruptions in its revenue stream due to the aircraft’s inability to participate in our flight program have become hardships for the Museum. In other words, we don’t feel the museum can ensure her flying future to the extent we feel is appropriate for an historical artifact of her importance and rarity.

This was a difficult and emotional decision for all concerned, but it was deemed appropriate to ensure the future well-being of the aircraft and museum. The Yankee Lady is headed to a new home and new owner who has the resources to ensure her preservation and flyability for decades to come.”

While this is a sad day, in many respects, it must also be a liberating one for the museum too. The funds the sale raises will help them to grow and to continue flying their other aircraft, while also mitigating the enormous risks (both financial and otherwise) which operating such a complex and demanding aircraft as the B-17 far from home involves. Yes, there will be more gnashing of teeth from some, but it is an easy guarantee that not one of those doom-sayers has ever had the immense responsibility of running a flying museum – nor the financial obligations concomitant with operating a precious jewel such as Yankee Lady.

We are their caretakers, not their owners, as the oft-repeated saying about vintage military aircraft goes… and so the torch passes on to another caretaker. We wish them well.​

---

Author’s Note: While we do know the identity of the new owner, and it is likely already known to a good number of others, we are not presently at liberty to say more. The aircraft should be in good hands though, and is expected to continue flying for the foreseeable future.​

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[DaveM]

Vought Heritage Foundation Completes O3U-3 Corsair Reproduction

By Adam Estes

Whenever someone mentions “Vought” and/or “Corsair” in aviation circles, most enthusiasts think immediately of the F4U Corsair that helped secure U.S. naval air supremacy in the skies of the Pacific during World War II, provided multirole capabilities in Korea, and even endured as one of the last piston-engine fighters in active service, serving in well into the 1970s in Central America. A few hardcore enthusiasts may think back to the A-7 Corsair II attack aircraft that served in the skies over Vietnam in 1970s and Kuwait and Iraq during Operation Desert Storm two decades later, and remained in operational service until the last examples were retired from the Hellenic Air Force in 2014.​

What most enthusiasts think of when the Vought Corsair is mentioned. There were others however. Photos by Stephen Chapis (top) & Steven Comber (bottom)

Very few, however, will think of the O2U and O3U observation biplanes of the late 1920s and early 1930s, for it was these Vought aircraft to bear the name Corsair. Developed for the United States Navy as a ship-based observation aircraft, these original Corsairs would serve in the Navy, Marines, and Coast Guard from shore bases and the aircraft carriers USS Lexington (CV-2) and USS Saratoga (CV-3) with fixed landing gear and from catapults on battleships and battlecruisers with floats and pontoons. In the latter role, they were regarded as the “Eyes of the Fleet”. The last examples these aircraft were retired from service in 1941.

Vought O2U-2 Corsair of VS-3B takes off from USS Lexington (CV-2), February 28, 1929. Photo- Naval History and Heritage Command

Vought O3U Corsair from USS Augusta (CA-31) over Philippines, c. 1936. Photo: Naval History and Heritage Command

Both variants were fitted with Pratt & Whitney radial engines, the most ubiquitous of which being the reliable R-1340 Wasp and were armed with both forward-firing synchronized machine guns in the nose, a defensive gun for the rear observer, and bomb racks on the lower set of wings. While many of the O2Us and O3Us went through their service lives without firing a shot or dropping a bomb in anger, however, in Nicaragua in 1928, Marine aviator Christian Frank Schilt flew his O2U into heavy small-arms fire to evacuate wounded Marines, for which he was awarded the Medal of Honor. The Corsair, much like its descendants in the Vought family tree, was widely exported, sporting the roundels of Argentina, Brazil, China, Cuba, Dominican Republic, Mexico, Peru, and Thailand. Some of these export models would also see combat during the Chinese Civil War (1927-1949) and the Second Sino-Japanese War (1937-1945), the Colombia-Peru War (1932-1933), and the Franco-Thai War (1940-1941).

Today, there are just two original Corsairs left in the world, both of which are export models. A V-93S is displayed at the Royal Thai Air Force Museum in Bangkok, Thailand, and the uncovered fuselage of a V-65F exists in the Museo de la Aviación Naval Argentina in Bahía Blanca, Argentina. In addition, a replica of a Chinese Corsair can be found in the Beijing Air and Space Museum. However, no original examples of the O2U or O3U were preserved in the United States, but Grand Prairie, Texas a dedicated group of volunteers at the Vought Heritage Foundation recently completed a reproduction of an O3U-3 Corsair.​

Vought V-93S (export model) displayed at the Royal Thai Air Force Museum in Bangkok, Thailand. Photo: Nigel Hitchman

The uncovered fuselage of a V-65F in the Museo de la Aviación Naval Argentina in Bahía Blanca, Argentina. Photo: Nigel Hitchman

The Vought Heritage Foundation (VHF) has restored several Vought aircraft, including an RF-8 Crusader, the last surviving F6U Pirate, the company’s first jet aircraft, and the unique V-173 “Flying Pancake”. The foundation also constructed a full-scale reproduction of Vought’s first naval aircraft, the VE-7 “Bluebird”, and assisted in the restoration of an F7U Cutlass for the USS Midway Museum, with many of the other aircraft being displayed either at the Frontiers of Flight Museum at Dallas’ Love Field or the National Naval Aviation Museum in Pensacola, Florida.

The O3U-3 project traces its origins back to a 1/16 scale model that had been started from scratch by scale modeler George E. Lee in late 1988. Lee, whose skill in the scratch model-building community was unmatched, chose to display his Corsair with the markings of Bureau Number 9156, the 10th aircraft of Observation Squadron 1 (VO-1), which was assigned to the battleship USS Pennsylvania (BB-38) in 1936. A friend of Lee’s who had served in the Navy had managed to save a portion of fabric from the original aircraft, and it was that artifact that inspired Lee to recreate 9156, which was further helped by his acquisition of original Vought drawings.

However, Lee would not live to complete the project as he passed away on May 31, 1992. Before his death however, Lee bestowed the project to fellow modeler John Alcorn, who began work on the O3U after he completed his own de Havilland DH.9A model, which won the award for “Best Aircraft” at the 1998 IPMS/USA convention in Santa Clara, California. When the model was completed in 2000, it, along with the original fabric, was displayed at the IMPS/USA Convention held that year in Dallas, after which they were donated to the National Naval Aviation Museum in Pensacola, Florida. It was at the convention where VHF’s Archive Director Dick Atkins and senior member Teddy Trept saw the model and suggested that at some point, the foundation should build a full-scale reproduction of the O3U-3. In mid-2008, Atkins presented this idea to the management and craftsmen of the VHF and got approval to move forward with the project.

Before a single rivet could be installed or a single weld made, the team needed detailed drawings of the aircraft’s structure, and that required searching through VHF’s vast collection of drawings. Volunteer archivist Bill Spidle took on the task and when his search, which took over 2,000 hours, was completed he’d gathered over 1,600 drawings from the VHF microfilm reel library, along with obtaining an additional 30 assembly drawings from the National Archives and Records Administration in Washington, D.C. These microfilm scans of the drawings came with some issues, however. Many of the drawings were fourth or fifth generation reproductions of the original 1930s-era drawings, and the text and dimensions of these reproductions were barely legible. Fortunately, though, another VHF member, Adam Galan, used computer programs such as Photoshop and PhotoScape X to make the text, dimensions, and drawing details readable, after which Carl Klaprott and Dave Morse produced full-scale drawings for the fabrication process.

Like many aircraft of its day, the O3U Corsair was of tubular steel construction for the fuselage and tail stabilizers and the wings were made of wood, and all covered in fabric. On the reproduction, solid wing components such as the spars were made using Sitka fir in place of the original Sitka spruce, with the leading edges and the ribs were made with birch plywood, all bonded with waterproof wood glue and coated with epoxy varnish.​

The horizontal stabilizer and elevators of the O3U-3 were built over full scale Vought drawings. Photo: Vought Heritage Foundation

Vought volunteers Jerry Fisher and Jim Hill pose with the right lower wing. Photo: Vought Heritage Foundation

Volunteer Stan Bullard welding the Corsair’s tubular-frame fuselage. Photo: Vought Heritage Foundation

Volunteers Carl Klaprott and John Huffman discussing the construction of the O3U-3’s fuselage. Photo: Vought Heritage Foundation

The wings are divided into five sections; left and right lower wings, left and right lower wings, which are attached to a center section. Once the components were fabricated against the drawings for reference, they were held in place for the adhesive agents to set. Once the internal wing structure was complete, the team focused on building the welded tubular steel framework of the fuselage.

Work on the fuselage’s steel truss framework would see the top members and connecting trusses being fabricated first. The diagonal and vertical were aligned and welded together, and eventually, the upper and lower portions were welded in place, followed by the attachment brackets for the wings, center-line pontoon, engine, fuel tanks, and controls. The tandem cockpit arrangement of the O3U featured dual controls for the pilot and the observer. On the reproduction, Dillon Smith led the team in charge of fabricating the cockpit and the controls. One of the team members, Richard Sheaner, reproduced the throttle quadrant from Vought drawings, complete with the levers for the engine throttle, mixture control, and spark advance control. However, only the front cockpit was equipped with the mixture and spark advance controls. The twin 68-gallon fuel tanks, which were situated on both sides of the cockpit, were constructed of steel skins that were warmed and wrapped around a wooden mold, with angles riveted to the internal ribs before the angles were then welded. This part of the project was completed by Stan Bullard.​

Fitting an airworthy R-1340 engine on a static reproduction was of course deemed too expensive a project, so Dick Atkins worked with Covington Aircraft of Okmulgee, Oklahoma to obtain non-airworthy parts that volunteer Jack Brouse and Bill Condon, could use to assemble a pristine and externally correct R-1340, which was completed in 2010. Fitted to the front of the engine was a period-correct Hamilton Standard propeller, with red, yellow, and blue tips, supplied by an aircraft supply store in Beaumont, Texas.

Bill Condon also fabricated the engine cowling by fabricating a mold to cover 180° of the cowling before constructing a wood shell covered with plaster to achieve the desired shape. Condon followed this by sanding and filing the plaster, then sealing it and coating it in a release agent. While the original engine cowling was made of aluminum sheets rounded and shaped into place, the decision was made by the team to construct the reproduction cowling from fabric, which would require less work than the metal, but would still have the desired look. Condon would achieve this look by covering the cowling mold with several layers of fabric coated in epoxy resin, creating one 180° part, which was then reproduced and spliced together to create a singular piece. After the two halves were brought together, the cowling was sanded, trimmed, and primed in order to receive its final paint scheme.​

The challenges faced by the VHF team were not limited to the construction of the aircraft itself, but also a home for the project. From 2014 the project was shut down for 18 months as the VHF was forced to move due to local development of the former Ling-Temco-Vought (LTV) facilities in Dallas into new commercial properties. In May 2018, the VHF had to endure another nine-month shutdown when those same facilities were demolished. Finally, in 2019, the team secured a lease for a building from the Grand Prairie Independent School District to complete the final stages of the project. Shortly thereafter the project was shut down again because of the pandemic.

In spite of the facility changes, and the tight quarters of the new spot, the project continued, and on April 11, 2024, volunteer Rusty Branum announced that the project had been completed. The Corsair, resplendent in the same VO-1 markings as the 1/16th scale model that inspired the project, now rests on a cradle for its center float.

With the Corsair now complete inside the workshop, the question now is to determine its disposition. The goal of the VHF has always been to have the reproduction on display to the public, just like their previous restoration projects. One leading contender for a potential home for the O3U-3 is the National Naval Aviation Museum in Pensacola, but VHF has yet to make an official decision.

The author would like to thank the Vought Heritage Foundation for their involvement in the creation of this article and for their efforts in reviving the Vought O3U Corsair.​

Part of the O3U construction crew. From left to right: Earl Hastings, Paula Hastings, Richard Sheaner, Wat Watkins, Carolyn Chilton, Bill Condon, Jerry Fischer, Oscar Murphy, Jay Johnson, Dick Guthrie, Charles Forman, Howard Webb, Don Wooldridge, Mickey Branum, Rusty Branum. Photo- Gary Daniels

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[DaveM]

B-29 Doc And B-25 Berlin Express To Host Joint Tour Stop In Kansas City Metro Area

PRESS RELEASE by Doc’s Friends.

The B-29 Doc History Restored Tour will land at New Century Airport and in Gardner, KS, June 13-16.

The tour stop will include B-29 Doc, one of 1,644 B-29 Superfortress aircraft built by the Boeing Company in Wichita, KS, during World War II and one of only two still flying today, and B-25 Berlin Express, a B-25 Mitchell, which spent time twice during the war at the North American Aviation B-25 Fairfax factory in Kansas City, KS.

The tour stop hosted by the Commemorative Air Force Heart of America Wing will include flight experience rides on B-25 Berlin Express and B-29 Doc, along with ground and cockpit tours of both aircraft when they are not flying.

“The North American Aviation Fairfax factory built B25-D model aircraft and was the foundation of Kansas City’s contribution to the fight during World War II,” said Jeff Toline, EAA’s director of aircraft operations. “While B-25 Berlin Express was built in California as an “H” model, it came to the Fairfax factory twice in 1944 for modifications during its wartime service. This tour stop will give descendants of those B-25 factory workers a unique opportunity to see what their family members built and worked on to support the war effort.”

Ride flight tickets for both historic aircraft are on sale now; B-25 Berlin Express via www.flythe25.org and B-29 Doc via www.b29doc.com/rides.

“The combined missions of B-29 Doc, the EAA and the CAF are to ensure the legacies of those who designed, built, flew, and maintained these historic warbirds live on for generations to come,” said Josh Wells, B-29 Doc executive director. “When we can partner with these world-class organizations who all share the same mission, we’re able to provide up-close and personal access to living history. We are looking forward to spending the weekend in Olathe honoring the Greatest Generation.”​

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Event Details for the B-29 Doc History Restored Tour in New Century/Olathe, KS

B-29 Doc and B-25 Berlin Express will arrive at New Century Airport and the CAF Heart of America Hangar on Wednesday, June 12. Ground and flight deck tours will be available Thursday and Friday, June 13 and 14, from 10 a.m. to 4 p.m., as well as Saturday and Sunday, June 15 and 16, when the aircraft are not flying ride flights. Ride flight tickets are one sale now; for B-29 Doc via www.b29doc.com/rides and for B-25 Berlin Express via www.flytheb25.org. Admission for ground and cockpit tours will be $10 per person or $20 per family. Tickets for ground tours will be available at the gate. The public entrance for the event will be at 6 Aero Plaza, New Century, KS, 66031.​

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[DaveM]

Alaska Aviation Museum’s Goose Flies After Restoration

By Adam Estes

When discussing warbird/vintage aircraft restorations in the United States, there is a great focus on those restoring in the ‘Lower 48’ contiguous continental states simply due to the sheer quantity at one point. However, there are ongoing restorations in America’s largest and northernmost state of Alaska as well. One such restoration that has been completed recently is the airworthy restoration of a Grumman G-21 Goose amphibious flying boat, operated by the Alaska Aviation Museum (formerly the Alaska Aviation Heritage Museum), on the shores of Lake Hood adjacent to Ted Stevens International Airport in Anchorage, Alaska’s most populous city.​

The newly restored Goose looks right at home on Lake Hood. [Photo by Alaska Aviation Museum via Facebook]

While the Grumman Goose itself has a rich history that spans over eighty wars in both war and peace and has been flown in every condition imaginable, the aircraft originally designed as a flying yacht for New York-based millionaires and corporations, the Goose would also serve a more utilitarian purpose as a light military transport, as well as its use for reconnaissance, search and rescue, and training. After the war, the Grumman Goose would see further service as a commercial transport, hauling passengers and cargo from tropical islands in the Pacific and the Caribbean to inland lakes and rugged coastlines. In Alaska, the Goose was ideally suited for its amphibious capabilities from the Panhandle to the Aleutians, and from Anchorage to Fairbanks. This Goose in particular has a rich history in the skies and waters of the land known as The Last Frontier, and will enjoy further days flying from Lake Hood and becoming a living exhibit with the AAM.

Built at the Grumman Aircraft factory in Bethpage, New York during WWII with construction number B-102, the AAM’s Grumman Goose was part of an order for the US Navy for JRF-5 transports, and B-102 was accepted into the USN on November 29th, 1944 as Bureau Number 84807. The aircraft would remain in service until 1956, when it was withdrawn from the Navy on February 3rd, having been converted to the standards of a JRF-6 variant in 1953. That same day as its withdrawal from the Navy, the aircraft was handed over to the US Fish and Wildlife Service (USFWS) of the US Department of the Interior in Phoenix, Arizona, where it was to be flown to Anchorage, then part of the Territory of Alaska (Alaska would not become the 49th state until 1959, just before Hawaii became the 50th state that same year). Flying the aircraft on its long journey to Alaska would be Tom Wardleigh, then a pilot for the USFWS’ Anchorage Aviation Division. Over the course of ten days, he flew the aircraft from Phoenix, with stops in California (San Francisco), Oregon, (Eugene, Portland), Washington (Bremerton), and Alaska (Port Hardy, Ketchikan, Juneau, and Anchorage).​

The Goose is positioned on the slipway near the museum. [Photo by Alaska Aviation Museum via Facebook]

While in service with the USFWS, the Goose was registered with the FAA (and its precursor, the Civil Aeronautics Administration) as N789. For decades, N789 flew all over Alaska for the USFWS, bringing officers into the backcountry to enforce federal wildlife laws, monitor populations of fish and game, and work to protect endangered species. The aircraft would not be free from incidents, however, as on September 5th, 1960, the aircraft was delivering fuel to a research camp at Karluk Lake on Kodiak Island, and was damaged in a cabin explosion. Temporary repairs were made onsite to fly the aircraft back to Anchorage, some 300 miles to the north, where more permanent repairs were carried out.

By the mid to late 1990s, though, many older piston-engine aircraft were being phased out in favor of turboprop-equipped aircraft for bush flying. N789 would become the subject of a senatorial effort to preserve the aircraft with leverage from Alaskan senator Ted Stevens, and the Goose’s title was transferred to the Alaska Aviation Museum in Anchorage from the USFWS on October 24, 1996. (A similar campaign also brought another Goose in Alaskan service with the Department of the Interior, G-21A N644R — originally JRF-5 BuNo 87736— with N644R becoming part of the Historic Aircraft Restoration Project at Floyd Bennett Field in Brooklyn, NY). While N789 was not actively flown much after arriving at the museum, the aircraft, replete in 1950s-era FWS colors, and well-maintained and hangared alongside other aircraft in its collection.​

A happy crew after the first flight. From left are AAM board president Danny Seybert, mechanic Mike Fritcher, pilot Burke Meese, AAM executive director Phyllis Kilgore and mechanic Brian Leist. [Photo by Alaska Aviation Museum via Facebook]

N789 became the focus of the restoration department during the winter of 2023-2024, and a great deal of assistance to the project was lended by former USFWS pilots and mechanics who operated this and other Gooses’ in Alaska over the years. Finally, on May 29th, the pristine aircraft took to the waters of Lake Hood, and after a few high-speed passes to check the output from the two Pratt & Whitney R-985 radial engines, N789 took the air for half an hour above Anchorage before setting back down on the lake and taxiing up the museum’s seaplane ramp.

With the Goose having spread its wings once more, it is hoped to be ready for the museum’s annual Fly-By Festival on July 14th, 2024 where other local seaplanes of all descriptions are anticipated to appear.​

To donate toward the ongoing operation of Goose N789 please click HERE. For further information, visit the museum’s website and their Facebook page. ​

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[DaveM]

Fairchild XNQ-1 Donated to The Hagerstown Aviation Museum

The Hagerstown Aviation Museum has just accepted the donation of the unique Fairchild XNQ-1 Navy Trainer (BuNo.75726), a sole survivor of two examples produced. This aircraft is currently preparing for a ferry flight from its longtime home at Fairview Airport in Rhome, Texas back to the place of its birth in Hagerstown, Maryland. The journey is set to take place either this coming Sunday or Monday (June 9th or 10th, 2024).

Fairchild created the XNQ-1 to compete for a contract to replace the U.S. Navy’s primary trainer fleet. The first prototype (BuNo.75725) flew on October 7th, 1946. Despite several advanced features for a trainer of its era, such as a bubble canopy for greater pilot/instructor vision, electronically retractable landing gear, and an all-metal, semi-monocoque construction, the Navy rejected it due to cockpit exhaust gas ingestion issues. Fairchild rejigged the design for competition in a US Air Force program to replace its AT-6 Texans in 1949. Despite an initial order for a hundred examples (as the T-31) in 1949, that contract ended up being cancelled in favor of the Beech T-34 Mentor.​

Fairchild XNQ-1 in flight. Prototype trainer aircraft developed for the United States Navy, but not put into production. Image via Wikipedia.

BuNo.75726 first flew from Hagerstown on February 10th, 1947. Delivered to the Navy at NAS Anacostia, Maryland, the aircraft underwent trials at NAS Patuxent River. After the potential Navy contract fell through, as mentioned, Fairchild then remodeled the aircraft as the T-31A for the US Air Force, but following that contract’s cancellation, the aircraft ended up back at Pax’ River with the U.S. Naval Test Pilot School. A 1953 landing accident saw the aircraft struck off charge, but somehow, the Civil Air Patrol (CAP) obtained ownership of the trainer instead of the scrap man. After repairs at Pax’, the XNQ-1 flew to its new home near Alexandria, Virginia. However, it wasn’t long before the aircraft became ground-bound again, this time in Rockville, Maryland.

Thankfully, a CAP officer named John St.Clair, recognizing the Fairchild’s historical status, stepped in to save the airframe and trucked it to his home nearby. Some years later, St.Clair donated the trainer to the Antique Aircraft Association which had it transported to Waco, Texas (and later Oklahoma City) for restoration – although no work took place, reportedly. It was in a hangar in Waco circa 1980 that Dom Pellegreno first saw the aircraft, while he and his wife, Ann, sheltered from a storm. After on-and-off again negotiations, the couple eventually bought the airframe in April 1983. A meticulous, nine-year restoration effort then followed, which saw the XNQ-1 take to the skies again on June 1st, 1992. The aircraft has won a number of trophies in the interim, including a Judges’ Choice Award at EAA AirVenture Oshkosh 2014. Following Dom Pellegreno’s death in 2018, the XNQ-1 came under Ann’s sole ownership, and she recently agreed to donate it to the Hagerstown Aviation Museum, which seems like the perfect place for this historic Fairchild design to end up.

About the Hagerstown Aviation Museum:

The Hagerstown Aviation Museum boasts the world’s largest collection of Fairchild aircraft and memorabilia. Thanks to the unwavering support and generosity of loyal donors over the past 25 years, the museum has grown from a concept into a remarkable collection. It now includes 23 historic aircraft and over 10,000 photos and artifacts, covering more than a century of aviation history in Hagerstown, Maryland.​

Annual museum events showcase the entire museum collection of historic aircraft that were built in Hagerstown, Maryland by Fairchild Aircraft.

The mission of the Hagerstown Aviation Museum is to research, interpret, preserve, and promote the aviation history of the local community. The museum aims to foster an appreciation for the contributions of the many men and women who have played a part in that history.

The XNQ-1 will join the museum’s growing collection of aircraft and artifacts, each with its unique story, collectively narrating the incredible history of the thousands of men and women who built the aircraft that made Fairchild and Hagerstown renowned worldwide. To keep UP-TO-DATE on the arrival day and time of the XNQ follow the Hagerstown Aviation Museum Facebook https://www.facebook.com/HagerstownAviationMuseum​

To support the museum, visit www.hagerstownaviationmuseum.org​

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[DaveM]

What Do I do With Grandpa’s Stuff? Or, How to Donate to an Aviation Museum

By Noah Stegman Rechtin

If the frequency of posts on the r/aviation subreddit is any indication, the problem of what to do with a relative’s collection of aviation memorabilia is a common one. Often, those who receive the collection are not nearly as familiar with the material as the original owner. Naturally, then, the question arises: What should they do with the collection? One recurring suggestion is to donate the materials to an aviation museum. As someone who has handled donations at an aviation museum for over five years, this is a situation I have encountered a lot.

Most museums would be thrilled to take a look at what you have. They hate to see things go into the dumpster, so please reach out! However, there are some things you should know before making a donation:

1. Consider which museum would be most appropriate for the items.

It may not be the closest museum to you. For example, the National Museum of the United States Air Force would not be interested in the collection of a naval aviator, but the National Naval Aviation Museum would. Did your relatives move when they retired? If so, there’s a good chance that their collection has more value to the community where they lived when they were active.

1. Do not just walk in or drop things off.

This is the biggest pet peeve of people who handle donations. Indeed, many museums will not accept items without an appointment. Instead, contact the museum ahead of time.​

The Sullenberger Aviation Museum’s artifact donation page states up front that “[d]onors must make an appointment with Collections staff in order to make a donation”. [Image via Sullenberger Aviation Museum]

This isn’t because they aren’t interested, but because the decision needs to be made by an expert. While the volunteer at the front desk may be helpful, odds are they are not properly trained on how to process donations or what the museum is willing to accept.

For instance, most museums have limited storage space and have to make decisions about what to take. So, if they already have an example of what you are offering, they may turn your offer down. However, if you speak with them first, they might know of another museum across town (or the country) that is looking for that very thing!

Ian McCollum of the YouTube channel Forgotten Weapons has an excellent video that goes into more detail on the thinking behind some of these decisions. Check out the video below.

Good museums have certain self-imposed rules, called a collections management policy (for example that of the San Diego Air and Space Museum), which provides guidance about what they can accept. The more they know, the easier it is for them to make a decision.

The value of an artifact comes from the story it can tell. If the information about where it came from, called provenance, is lost, it is far less historically valuable. Some museums have questionnaires attached to their deed of gift for this purpose. However, feel free to provide your own write-up as well. It is exceedingly rare that a donor provides too much information. For example, if your relative was a veteran, a copy of their discharge paperwork is excellent for this purpose as it provides a succinct, but detailed summary of their military service.​

The Alaska Aviation Museum’s deed of gift has a donor questionnaire attached to ensure that any relevant information is captured. [Image via Alaska Aviation Museum]

If your initial contact with the museum is via email, make sure to attach at least a few pictures of the artifacts. It is often said that a picture is worth a thousand words and this is certainly true with donation offers.

1. Don’t place conditions on your donation.

Many museums won’t accept the collection if you do. The problem of “permanent loans” has been a long running one in the field because it results in an object that the museum doesn’t control, but must care for and store. The storage hangars at the National Museum of the United States Air Force are packed full of airplanes that they lack the room to display. Check out the video below.

Keep in mind that most museums have the vast majority of their collection in storage, so don’t expect to see it on display any time soon. However, this does not mean that it is not valuable to the museum. Researchers may come in to study them or they may be used for a future exhibition.

So how do I find a museum?

The Wikipedia article List of aviation museums is fairly comprehensive and a good place to start, so check it out to see if there is one near you.

What to expect?

Different museums have different approaches to the donation process. Some museums employ a temporary custody system in which the donor leaves the artifacts with the museum and is given a receipt. A collections committee composed of the heads of each major collection at the museum – for example, permanent, education and working – then meets to evaluate the offer. They then vote and the potential donor is asked to return to the museum to either sign a deed of gift or pick up the objects based on whether the donation is accepted or rejected.​

A temporary custody receipt from the then Yankee Air Museum. [Image via Yankee Air Museum]

However, this process is time- and labor-intensive as it usually takes a few weeks for the committee to meet and requires the donor to visit the museum more than once. This can be problematic as many donors simply want to be complete the donation as quickly and easily as possible. Therefore, some museums skip the temporary custody process and simply reduce the process to a single visit.

Regardless of which method is used, you will be asked to sign a deed of gift. You may think this is a mere formality, but this step is completely necessary and any museum worth its weight in salt will not accept your donation without it.

In addition to ensuring that the museum has a valid legal title to the physical object, a good deed of gift will also transfer any intellectual property rights as well. With many museums choosing to digitize their collections (as we previously discussed here) to make it available online, this aspect has become even more important. Without ownership of the copyright, legal restrictions can keep valuable artifacts locked away from the public.

Now you know!

So, in conclusion, if your parent or grandparent left you a collection of aviation memorabilia and you’re not sure what to do with it, please consider speaking with an aviation museum. A donation can be one of the best ways to honor your ancestor’s military service or to share the enthusiasm and devotion that a collector had for the subject with the public.​

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[DaveM]

Special Father’s Day Opening at Flying Heritage & Combat Armor Museum

PRESS RELEASE

The Flying Heritage & Combat Armor Museum (FHCAM) is thrilled to announce that it will be hosting a special opening on Father’s Day, which will take place on Sunday, June 16th 2024. This highly anticipated event presents a one-of-a-kind opportunity for families to celebrate Father’s Day in a unique and exciting way, surrounded by history and adventure.​

[Photo via Flying Heritage & Combat Armor Museum]

Located at Everett Paine Field in Everett, WA the FHCAM is renowned for its extensive collection of combat aircraft, tanks, and other historic artifacts, which have been carefully preserved and restored over the years. Typically, the museum remains closed on Sundays, but for this special occasion, the museum is extending a warm invitation to fathers, father figures, and grandpas to explore its remarkable collection with their loved ones.

The FHCAM’s Focke-Wulf Fw 190A, the only airworthy example in the world, will be on display for visitors to the museum on Father’s Day. [Photo by Richard Mallory Allnutt]​

Celebrate Father’s Day by exploring the collection of rare and iconic aircraft and military vehicles throughout history. Visitors can immerse themselves in the stories of bravery and innovation behind meticulously preserved artifacts. Learn about remarkable feats achieved by pilots and soldiers who operated these machines in times of war and peace.

The lineup of WWII fighters in the FHCAM’s Bravo Hangar, headed by the Curtiss P-40C Warhawk. [Photo by Zac Yates]​

This Father’s Day, the FHCAM invites families to bond over their shared interests in history, aviation, and military technology in a safe and welcoming environment. With its incredible collection, fascinating history, and remarkable exhibits, the museum promises to be an unforgettable experience that will create cherished memories for years to come.

For tickets to this special event click HERE. For more information about the Flying Heritage & Combat Armor Museum visit their website.​

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[DaveM]

Mosquito T.43 NZ2308 Undergoes Reassembly at Chino

By Adam Estes​

Whenever a De Havilland DH.98 Mosquito shows up at an airshow, warbird enthusiasts are always bound to turn their heads to get a glimpse of the Wooden Wonder. At Vintage Aviation News we have been covering the restoration by Avspecs Ltd of the latest example to return to the skies, T.43 NZ2308 which flew again at Ardmore Airport near Auckland, New Zealand in March 2024 — the aircraft’s first flight in 70 years, witnessed by our own Nigel Hitchman. Having had the final stages of its restoration funded by Rod Lewis and Charles Somers, it is with great pleasure that we can report that the aircraft is now undergoing reassembly inside the Tom Friedkin Restoration Hangar of the Planes of Fame Air Museum in Chino, CA. The museum’s president Steve Hinton was at the controls of NZ2308 during its post-restoration flight and its appearance at the Warbirds Over Wanaka airshow in March, and now a team from Avspecs has arrived with the aircraft to work on reassembling the aircraft with assistance from Planes of Fame staff.​

Members of the Avspecs team raise the Mosquito on jacks so the undercarriage can be lowered. [Photo by Adam Estes]

The team from Avspecs could be considered old hands at reassembling Mosquitos for overseas customers: this is their fourth such project, with a fifth in the works for a UK client. [Photo by Adam Estes]

This Mosquito is an Australian-built example that was sold to the Royal New Zealand Air Force (RNZAF) and had logged over 475 hours when retired from service. It is currently painted in a version of its postwar 75 Squadron RNZAF silver scheme and codes, albeit with the addition of wartime ‘D-Day’ stripes to mark the recent 80th anniversary of the Normandy landings. For more on this aircraft’s history read our report by Dave Homewood.​

The Mosquito’s two Merlins on the Avspecs transport stand await reinstallation and testing. [Photo by Adam Estes]

According to a statement made by the Planes of Fame, NZ2308 will be undergoing reassembly over the next few weeks during regular business hours before it will depart from Chino for its next destination, which has not yet been made publicly available, and members of the public are invited to visit and view the work being carried out. We will be keeping a close eye on NZ2308 as it undergoes reassembly at Chino and for when this dual-control Mosquito will make its public debut in North America!​

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[DaveM]

Lancaster Bomber, Canadian Forces CF-18 Added to RCAF 100th at EAA AirVenture 2024

PRESS RELEASE

One of the rarest warbirds in North America and one of the most modern fighter jets in the Canadian Forces have been confirmed to participate during the Royal Canadian Air Force centennial at EAA AirVenture Oshkosh 2024. The 71st edition of the Experimental Aircraft Association’s fly-in convention is July 22-28 at Wittman Regional Airport in Oshkosh.​

The Avro Lancaster during its first visit to Oshkosh during the 1989 EAA fly-in convention. (EAA photo/Carl Schuppel)

The Avro Lancaster Mk. X bomber, the only flying example of the airplane in North America, will make its first appearance at Oshkosh since 2015. Owned and operated by the Canadian Warplane Heritage Museum in Mount Hope, Ontario, this particular airplane was built in 1945 and served with the RCAF as a maritime patrol aircraft until 1963. After more than a decade of outdoor display, the Lancaster was fully restored and returned to flight in 1988. It is painted in the colors honoring Victoria Cross recipient Andrew Mynarski, who flew with the RCAF No. 419 “Moose” Squadron.

The Lancaster will be at Oshkosh throughout the week and on display on Boeing Plaza. It will also participate in flying demonstrations during the week.​

CF-188 Horent with RCAF centennial paint scheme, flies over Canadian Forces Base Cold Lake Alberta on 02 May 2024. Photo by: Sgt Mark Schombs

The Canadian Forces CF-18 demo team is making its first appearance at EAA AirVenture Oshkosh. The team is a national team with members selected from RCAF units across the country. All are selected for their superior performance, dedication to excellence, and desire to represent Canada’s operational air force. Throughout the 2024 RCAF centennial season a specially painted CF-18 Hornet, featuring a unique commemorative paint job, will wow audiences at locations across Canada, the United States, and the United Kingdom as part of Operation INSPIRATION 2024. The CF-18 will perform in the afternoon air shows at Oshkosh on July 26-28, with the jet displayed on Boeing Plaza at other times.​

One of the finest aerial demonstration teams in the world, the RCAF Snowbirds visited AirVenture 2016 for the first time in more than three decades. (photo by Richard Mallory Allnutt)

These additions add to the already impressive lineup previously announced at Oshkosh to celebrate the RCAF centennial. The Canadian Forces Snowbirds will perform during the afternoon air shows on July 26-28, while historic warbirds from Vintage Wings of Canada will also be present throughout the week.

About EAA AirVenture Oshkosh

EAA AirVenture Oshkosh is “The World’s Greatest Aviation Celebration” and EAA’s membership convention. Additional information, including advance ticket and camping purchase, is available at www.EAA.org/airventure. For more information on EAA and its programs, call 800-JOIN-EAA (800-564-6322) or visit www.EAA.org.​

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