Warbird News

[DaveM]

Yanks Air Museum’s Grumman F6F Hellcat Restoration

By Adam Estes

The Grumman F6F Hellcat was one of the most effective carrier-based fighters of World War II, with an incredible 19:1 kill ratio and was the mount of the U.S. Navy’s highest scoring aces, such as David McCampbell and Alexander Vraciu. However relatively few of the more than 12,000 Hellcats built survived the postwar disposal of surplus aircraft, with some even being used as remote-controlled target drones, and fewer still remain airworthy. A few of those survivors, though, can owe their continued existence in part to the efforts of the Yanks Air Museum in Chino, CA which is now in the home stretch of restoring another of these aircraft back to the skies.

The current project at Yanks Air Museum is comprised of several Hellcats to make a complete aircraft, so retracing the provenance of the project before its time at Yanks has been somewhat complicated, but what is certain is that the two most prominent Hellcats used in the restoration of this aircraft are F6F-3 Bureau Number (BuNo.) 08831 and F6F-3 BuNo 40467.​

Yanks Air Museum’s Hellcat under restoration at Chino. [Photo by Adam Estes]

According to the Individual Aircraft Record Cards (IARCs) provided by the National Naval Aviation Museum in Pensacola, FL, F6F-3 08831 (Manufacturer’s number A-218) was delivered to the US Navy from the Grumman plant in Bethpage, LI, on April 25, 1943 at Naval Air Station (NAS) New York (originally Brooklyn’s Floyd Bennett Field, which is now part of the Gateway National Recreation Area as managed by the National Parks Service). Three days later, 08331 was transferred to NAS Memphis, TN where it would take part in miscellaneous duties on the base until its short service life came to an end on June 14th, 1944, when it was officially stricken from the Navy’s inventory. In contrast, F6F-3 40467 would lead a more eventful service life. Like 08831, 40467 was built in the Grumman “Iron Works” factory in Bethpage as c/n A-1733 and delivered to the USN at NAS New York on November 5, 1943. Soon afterwards, it was ferried across the country to San Diego on November 17th, before flying further north to NAS Alameda the following day.

The record cards from Pensacola do not go into further details until the end of its naval service but aviation historian Richard M. Hill, who would write the article Hellcat 40467: The History of One F6F for the Fall 1972 issue of the American Aviation Historical Society (AAHS) journal, fills in the story using 40467’s logbook. According to Hill, 40467 was shipped from Alameda to Pearl Harbor, HI, where a fateful connection would be forged between 40467 and one of the U.S. Navy’s most successful aces of the Pacific War, Alexander Vraciu.​

Alexander Vraciu poses on the wing of F6F-3 40467, showcasing his victory tally. [Photo via U.S. Naval History and Heritage Command]

Known to history as the USN’s fourth-highest ranking ace of WWII, Alexander Vraciu was born in 1918 in East Chicago, ID as the son of Romanian immigrants from Transylvania. After graduating from DePauw University, where he earned his private pilot’s license through the US government-sponsored Civilian Pilot Training Program (CPTP), Vraciu enlisted in the U.S. Navy on October 9th, 1941, in order to earn the Golden Wings of a naval aviator. After completing his training (where as a cadet he once attended a speech made by Medal of Honor recipient and Navy ace Lieutenant Commander Edward “Butch” O’Hare at Corpus Christi, TX), he was sent to Hawaii to join VF-3, then commanded by Butch O’Hare himself, who made Vraciu his wingman and gave the young aviator valuable advice that would serve him well. By then, however, the squadron had swapped its designation with VF-6, and was split into several detachments serving aboard the light carriers USS Independence (CVL-22), USS Belleau Wood (CVL-24), and USS Cowpens (CVL-25). Vraciu was assigned to the Independence detachment. There he would have his baptism by fire over Wake Island, scoring his first aerial victory on October 5th, 1943 against a Mitsubishi A6M Zero, and his second victory on November 20th against a Mitsubishi G4M Betty bomber. However, later that night, Independence was struck by an air-launched torpedo during a Japanese counterattack and after emergency repairs in Funafuti, Tuvalu, the ship would stopover in Pearl Harbor to drop out its aviators before setting out for the shipyards of San Francisco for permanent repairs. But as the Independence was in transit for Pearl Harbor, the detachment of VF-6 aboard USS Independence learned the terrible news that on the night of November 26th, 1943, Lt. Cmdr. Butch O’Hare was reported as missing in action after having attempted to intercept a flight of “Betty” bombers while flying from the carrier USS Enterprise (CV-6) near the Gilbert Islands. Despite a thorough search, neither Butch O’Hare nor his aircraft were ever discovered. Vraciu vowed to his wingman Willie Callan that he intended to shoot down 10 Bettys in retaliation. But in the meantime, he and the rest of VF-6 would fly practice flights out of the eastern side of Oahu NAS Kaneohe Bay (now Marine Corps Base Hawaii), along with the other pilots of VF-6 who had returned from their own detachments aboard Belleau Wood and Cowpens.

While practicing in Hawaii, VF-6 would take delivery of several new Hellcats. On December 17, they added BuNo 40467 to their squadron, and the aircraft was assigned to Alex Vraciu. The aircraft had only 20.5 flight hours logged, but with Vraciu, man and machine would record a further 21.5 hours in the skies above Hawaii. Before that, though, on December 20th, the squadron had moved from NAS Kaneohe Bay to NAS Barbers Point, on the southwestern corner of Oahu. That same day, 40467 was given the squadron code 19, which was applied in block letters to the engine cowling, landing gear covers, fuselage sides, and the vertical stabilizer, where it was underlined with a white bar. On January 10th, 1944, the new Essex-class fleet carrier USS Intrepid (CV-11) steamed into Pearl Harbor, stopping by on its westward voyage, and would add VF-6 to its air wing. From January 12-14, VF-6 would conduct qualification trials aboard USS Intrepid, with Vraciu making both a day and night landing on the 12th, and a third landing on the 13th.​

After fighting alongside Filipino guerillas, Vraciu rejoined VF-20. Here he is shown displaying a Japanese officer’s katana sword to his squadronmates. [Photo via National Naval Aviation Museum]

Finally, on January 16th, Intrepid slipped her moorings and set to sea to join Task Force 58 alongside USS Essex (CV-9) and USS Cabot (CVL-28). On January 29th, while flying 40467, Vraciu shot down three Bettys over Kwajalein Atoll, becoming an official ace. During this action, Vraciu even managed to force the final Betty down after all but one of his six guns had jammed. From February 1-3, Vraciu and 40467 set off on Combat Air Patrols (CAPs) over Kwajalein, but these flights were not as fruitful given the new-found lack of Japanese air opposition. By February 14th, though, Task Force 58 had set their sights on Truk Atoll (now called Chuuk Lagoon), a major Japanese stronghold in the central Pacific in what is now Micronesia. This air offensive, codenamed Operation Hailstone, sought to destroy air and surface targets at Truk to weaken the Japanese offensive capabilities from this vital installation.

On February 17, 1944, Lt. Jg. Vraciu took off from USS Intrepid in F6F-3 40467, joining a flight of 12 Hellcats from VF-6, which were among a total of 72 Hellcats from six carrier Air Groups on a fighter sweep mission, unencumbered by Avenger, Dauntless, and Helldiver bombers which the Hellcats would typically escort on most missions. Vraciu would recall later that in fact, he and his fellow Hellcat pilots were looking forward to this mission. By 0800 hours, Vraciu’s flight was above the airfield on Moen Island, and the flight began to dive down to make their strafing runs. But just as Vraciu and his wingman, Ensign Lou Little, who were at the tail-end of the formation and about to make their dives, Vraciu spotted a flight of A6M Zeros between 2,000 and 3,000 feet above him and Little coming from their 7 o’clock position. Vraciu called out the bandits, but with the other Hellcats already in their dives towards the airfield, it was up to Vraciu and Little to turn into the oncoming attack and face the Japanese head on. Though this caused the Japanese flight leader to break off this attack, Lt. Jg. Vraciu and Ens. Little found themselves surrounded.

To counter this, Vraciu and Little pulled their Hellcats into a steep chandelle maneuver before engaging in a Thach Weave, repeatedly turning towards and away from each other in order to clear any Zeros from each other’s tails. This caused the Zeros, who originally tried to break this maneuver by using their greater number to attack from multiple angles, to descend and engage the Hellcats at their altitude level, prompting Vraciu and Little to go from defensive to offensive tactics. Vraciu himself noted the Japanese response to this by stating, “We noticed that the Japanese pilots weren’t reluctant to attack, but once they were cornered they’d dive steeply for the water or cloud cover. The Hellcat can definitely outmaneuver the Zero at speeds of 250 knots and better, so we began to follow them down.” It was in this manner that Vraciu shot down two Zeros in a dive in quick succession, before spotting a Nakajima A6M2-N Rufe, a floatplane variant of the Zero, which he also dealt with, saying later in an interview, “Once I got on their tail, I didn’t let go.” After pulling up from this third victory of the day, Vraciu recalled, “While climbing back up for altitude after one of these attacks, I noted a Zero skirting a not-too-thick cloud so I made a pass at him. He promptly headed for a thicker one and, after playing cat-and-mouse with him for several minutes I climbed into the sun and let him think I had retired. When I came down on him for the last time, from five o’clock above, he never knew what hit him, I’m sure. His wing tank and cockpit exploded.”

After Vraciu landed 40467 back on the Intrepid’s deck another pilot, Ens. Joseph F. Moynihan, would take 40467/White 19 on a second combat sweep of the day, but did not score any additional kills. Later, on the night of February 17-18, 1944, though, a flight of six Nakajima B5N Kate torpedo bombers launched a night raid on the carriers of Task Force 58. One torpedo found its mark on USS Intrepid at 2211 hours, killing 11 sailors and wounding a further 17, causing flooding in several of the ship’s compartments and jamming the Intrepid’s rudder hard to port. Damage control teams were able to keep the ship afloat, but it was evident that the Intrepid needed to withdraw from combat for repairs. The ship’s crew were able to keep her on course for Pearl Harbor by running her portside screws (propellers) and high speed while running her starboard screws at idle. The crew also fashioned a large sail out of spare canvas and rigged the makeshift sail to the ship’s forecastle, counteracting the high winds that pushed against the ship on its return voyage. On February 24th, Intrepid sailed into Pearl Harbor, and off-loaded her complement of aircrews and aircraft as temporary repairs were made to enable the carrier to return to the Hunters Point Naval Shipyard in San Francisco for more permanent repairs, arriving on March 19th, and remaining at Hunters Point until June 1944.​

The famous image of a proud Vraciu on the day he shot down six enemy aircraft. [Photo via U.S. Naval History and Heritage Command]

Meanwhile, the aviators of VF-6 embarked on the escort carrier USS White Plains (CVE-66) to return to Alameda. Although he had a ticket to return to the United States Alexander Vraciu, now with nine aerial victories, decided to request a transfer to another carrier squadron that would remain in the fight. With this request granted Vraciu found himself part of VF-16 aboard one of Intrepid’s sister ships, USS Lexington (CV-16), named in honor of the carrier for which Butch O’Hare was awarded his Medal of Honor by shooting down five Bettys that were on course for the ship on February 20, 1942, and which would later be lost during the Battle of the Coral Sea in May 1942. It would be from the new Lexington that Vraciu would go on to score a further ten victories during the war, including six Yokosuka D4Y Judy dive bombers shot down within the span of eight minutes during the Battle of the Philippine Sea, also known as the “Great Marianas Turkey Shoot”, earning him the Navy Cross, though he was originally nominated to receive the Medal of Honor. The image of a proud Vraciu holding up six outstretched fingers to show his tally for the day shortly after returning to the USS Lexington has gone on to become one of the most iconic photos of WWII.

As for F6F-3 BuNo 40467, the aircraft was transferred back in February 1944 to VF-18, which had originally been scheduled to fly off the USS Intrepid, but with the crippled carrier under repair, they would have their pre-scheduled training at Hilo, on the main island of Hawaii, extended. This flight training for VF-18 would also take place at Kaneohe Bay, with the pilots conducting gunnery, bombing, and tactical missions until June of 1944. However, although Richard Hill noted that the logbook of 40467 reported that it conducted carrier landing practice on June 2nd, the aircraft would not return to combat, but would instead be shipped back to Alameda with only 318 hours worth of flight time logged. No explanation would be presented for this but, regardless, 40467 was en route for Alameda by June 14th and returned there on June 22nd and kept in storage.​

The 1950 yearbook of the Chicago Vocational School gives a glimpse through the hangar doors at their instructional airframes, which included Hellcat 40467. [Photo via Chicago Vocational School]

As Vraciu was nearing the end of his tour of duty with VF-16, 40467 was ordered to be disassembled at Alameda and packed up for shipment to the Naval Air Technical Training Center (NATTC) Chicago, which resided at the Chicago Vocational School (now the Chicago Vocational High School). Though originally intended to instruct the youth of Chicago’s South Side, the newly-completed facility was turned over to the Navy on June 1st, 1941, as the looming threat of war made civilian and military officials feel that the school’s facilities would be better used to instruct naval aviation mechanics and other workers involvement in the rearmament of the U.S. 40467 was shipped from Alameda on August 15, 1944, and arrived in Chicago via NAS Glenview, on August 29th. Two days later, on August 31st, it was stricken from the Navy. By this point, Vraciu had just returned home to East Chicago fresh off his victories during the Marianas Turkey Shoot, and was at this point in the war the U.S. Navy’s leading ace.

While awaiting his next deployment, he would take part in public events and rallies to promote the Navy’s wartime efforts and for the public to buy war bonds. In September 1943, a large rally was held at Wrigley Field to honor the local radar and radio industries of Chicago that had contributed much to the Allies’ ongoing war efforts. Also present at the ceremonies was Alexander Vraciu, along with Hellcat 40467, which had been hastily reassembled from its packing crates and placed at the entrance of Wrigley Field. The stencils of the nine Japanese flags representing the victories of Vraciu up to February 1944, along with his name, were still present on the cockpit section of the aircraft, and were joined by a further ten flags for Vraciu’s new total of 19 victories. But after the crowds at Wrigley Field returned to work and Vraciu went on his way back to the Pacific, 40467 returned to the NATTC facilities, joining fellow F6F-3 08831. There, the two Hellcats were used as instructional airframes alongside other surplus aircraft, and remained there when the school returned to civilian management in April of 1946. While the school would settle into the routine of offering four-year courses for teenage students, many of the school’s students immediately after the war were incoming veterans taking night courses and attempting to acquire the skills that would serve them in peace after serving their country in war. Both 08831 and 40467 would remain in the school’s workshops, used for sheet metal repair work and hydraulic system training, 08831 and 40467 were sold off by the school during the 1960s, and were acquired by one of the pioneers of aircraft preservation in the Midwest.​

F6F-3 40467 at Earl Reinert’s Victory Air Museum in Illinois, with restoration work underway on the tail. [Photo via American Aviation Historical Society]

Without Earl Reinert, it is likely that the stories of Hellcats 08831 and 40467 would have ended in some scrapyard in Chicago. Originally a surplus dealer, Reinert would partner with his friend and local pilot Amilio “Paul” Polidori to create the Victory Air Museum, an open-air collection of aircraft acquired by Reinert stored at Polidori’s grass airstrip near Mundelein, Illinois, about 50 miles northwest of the Chicago Vocational High School. The aircraft displayed here included not only the now incomplete Hellcats, but also a Republic YP-47M Thunderbolt flown in the Bendix Races, a B-25J Mitchell, A-26 Invader, MXY-7 Ohka, several Hispano HA-1112 Buchons from the film Battle of Britain, and even the cockpit section of a Henschel Hs 129 WWII German ground attack aircraft. But by the late 1970s and early 1980s, the Victory Air Museum gradually began to sell off its prized collections, with the YP-47M, MXY-7 Ohka, and eventually the two incomplete Hellcats ended up in the growing collection of Charles Nichols and the Yankee Air Corps, now known as the Yanks Air Museum of Chino California.​

[Photo by Adam Estes]

Initially, Nichols had acquired 40467 from Reinert around 1980, while fellow Chino-based collector Edward T. Maloney, founder of the Planes of Fame Air Museum, had acquired the remains of 08831 in 1979 to provide parts for the rear fuselage of another Hellcat, former F6F-5K target drone BuNo 94473 (now part of the Palm Springs Air Museum). Once Maloney had gotten the parts he needed from 08831, Nichols acquired the remains of 08831. Even then, however, Yanks was no stranger to the F6F Hellcat. In March of 1978, Nichols acquired a complete and airworthy F6F-5K, Bureau Number 76845 (now part of the Fagen Fighters WWII Museum in Granite Falls, Minnesota), and would acquire another -5K Hellcat from fellow collector Thomas “Tom” Friedkin, Bureau Number 80141. Like the other two -5Ks mentioned earlier, 80141 was a former target drone that had several civilian owners, from Earl Reinert to Tom Friedkin before being damaged in a forced landing on April 3rd, 1979 at San Marcos, California. The aircraft had suffered an engine failure on takeoff and had struck a dirt bank on landing outside the airport. Having acquired the damaged Hellcat from Friedkin, Nichols made it the focus of his collection’s restoration department, with airframes 08831 and 40467 providing parts for the completion of 80141. It was then that Alexander Vraciu now returned to the story and would play a part in the restoration of his old mount.​

In late 2023 the Hellcat was nearing completion. [Photo by Adam Estes]

After returning to the Pacific following his period of leave (during which he also married his girlfriend, Kathryn Horn), Vraciu served aboard USS Enterprise (CV-6) with VF-20, in time to serve in the Philippine Campaign. Vraciu even survived being shot down over the Philippines on December 14, 1944 while strafing the Japanese-occupied airfield called Tala Field after strafing Clark Field and Angeles Field earlier that morning. Bailing out in the vicinity of an active volcano, Mount Pinatubo, Vraciu was met by Filipino guerilla fighters immediately after landing into the jungle with his parachute. He would spend five weeks fighting alongside the Filipino freedom fighters against the Japanese before returning to the air from USS Lexington. By war’s end, Vraciu was the U.S. Navy’s fourth leading ace, with a further 21 aircraft destroyed on the ground. With the end of WWII, Alexander Vraciu remained in the Navy as a test pilot and would help to establish the Naval and Marine Air Reserve program. From 1956 to 1958, Commander Vraciu served as the commanding officer of VF-51 and in 1957, he won the High Individual award for aerial gunnery at the Naval Air Weapons Meet at Naval Air Facility El Centro (later alternatively known as Vraciu Field). On December 31, 1963, Vraciu retired from the Navy while serving as the public information officer of NAS Alameda. After a second career with Wells Fargo in Danville, California and raising a family of five, Vraciu would spend his retirement years with his family, giving lectures about his WWII experiences and participating in oral history projects. Alexander Vraciu passed away in 2015 at the age of 96.​

Alexander Vraciu being interviewed in Hayward, CA in 1989 in front of F6F-5N 94204. [Photo by Bill Larkins via Wikipedia]

As F6F-5 Bu.80141 neared completion while in Royal Navy Fleet Air Arm colors in the summer of 1989, the aircraft was set to be sent to The Fighter Collection (TFC) in Duxford, England, with David Tallichet of Military Aircraft Restoration Corporation (MARC) and Steve Hinton of Fighter Rebuilders helping Stephen Grey of TFC bring the Hellcat to Duxford. Around this point, Stephen Grey and Steve Hinton reached out to Vraciu, who confirmed several details relating to the paint scheme of Bu.40467, and even lent Grey his original flying gloves to wear for the first post-restoration flight at Chino in July 1989. After its arrival in the United Kingdom, it was often claimed that F6F-5 80141, having been rebuilt using material from F6F-3 40467, was in fact the latter, and was thus Vraciu’s former aircraft. The issue of provenance persists even to this day as Texas-based collector and pilot Rod Lewis, having acquired 80141 from The Fighter Collection in 2015, is having the aircraft restored once more, this time with Ezell Aviation in Breckenridge, Texas, where it will fly once again in the near future.​

F6F-5 80141 when operated by The Fighter Collection at Duxford, pictured in July 2005 wearing the colors of Vraciu’s F6F-3 40467. [Photo by Peter Bakema via Wikipedia]

Meanwhile, Yanks Air Museum would keep the remains of F6F-3s 08831 and 40467 to use for a restoration project of their own. Through the 2000s and the 2010s, the project progressed slowly but steadily, as the museum was also working on other projects, and sometimes work on the Hellcat was paused to complete these other restorations, such as two other WWII fighters now returned to active flight status (Yanks’ Curtiss P-40E Warhawk, which had served in the Royal Canadian Air Force as a Kittyhawk Mk.Ia, and their Bell P-63A Kingcobra known as Fatal Fang). It was also during the restoration of F6F-3 40467 that Yanks’ other Hellcat that was already on display (F6F-5 BuNo 76845) was sold to the Fagen Fighters WWII Museum in Granite Falls, Minnesota, after a restoration across Chino Airport at Fighter Rebuilders, 76845 would receive the name Death and Destruction, an homage to the Hellcat flown by U.S. Navy ace Don McPherson off USS Essex, and would win the Grand Champion for Warbirds Trophy at the 2021 EAA Airventure in Oshkosh, Wisconsin.​

As 2024 began the aircraft was progressively returned to its wartime paint scheme. [Photo by Adam Estes]

As the P-63 Fatal Fang was nearing its return to airworthiness, Yanks’ mechanics picked up steam on Vraciu’s Hellcat, and with Fatal Fang’s first flight on November 30th, 2023, F6F-3 40467 became the restoration shop’s primary target for the first half of 2024. As summer approaches, the museum is now preparing for the aircraft to make its first flight in eighty years, which may happen very soon!​

The scheme now present on the Yanks Hellcat is accurate to how the aircraft appeared on the deck of the Intrepid from January through February 1944, based on historical photographs taken of the aircraft and to notes that Vraciu himself had written to various researchers in the warbird community. The aircraft’s squadron number 19 appears on both the left and right sides of the engine cowling, landing gear covers, fuselage center section and on the vertical stabilizer. The camouflage scheme is the standard Tri-Color scheme applied to U.S. Navy and U.S. Marine Corps aircraft from 1943 to 1944, consisting of Sea Blue, Intermediate Blue, and Insignia White. On the cockpit section, the stencil “LT. A. VRACIU” appears underneath the cockpit canopy frame, while the nine Japanese flags represent the aerial victories made by Vraciu up to February 1944. Two unit emblems are also present on the aircraft; the Felix the Cat emblem used by both VF-3 and VF-6 when the squadrons switched their codes when Vraciu was serving under O’Hare appeared on both sides of the cockpit section, while a snorting bull similar to the one adopted by the Army Air Force’s 13th Fighter Squadron and the name “Gadget” appear on the right hand-side.​

The Yanks Air Museum’s Hellcat sits in their hangar at Chino, resplendent in its wartime markings. [Photo by Adam Estes]

Time will tell soon enough when Vraciu’s Hellcat will be ready to take to the skies once again, but what is more certain is the fact that we at Vintage Aviation News will be closely following all developments relating to the Yanks Air Museum’s Hellcat.

Special thanks to the Yanks Air Museum for their cooperation and accommodation for the production of this article, and to Nick Veronico and Noah Stegman Rechlin for providing invaluable primary and secondary sources that helped to ensure the thoroughness and breadth of details in this article.​

Read more on this...

 

[DaveM]

Flying Proms Symphonic Air Show Returns to The Military Aviation Museum

PRESS RELEASE

Get ready to soar into history as the Flying Proms Symphonic Air Show returns to the Military Aviation Museum this June 15th. A unique celebration commemorating the 80th Anniversary of D-Day, this one-of-a-kind event combines the thrill of an air show with the elegance of a symphony performance.​

Flying Proms Overview – Photo Credit Ricardo von Puttkammer

Modeled after the beloved British Proms outdoor concert, this Americanized rendition offers a blend of patriotic melodies, dazzling fireworks, vintage warbird displays, delectable food trucks, and family-friendly entertainment. As we honor significant historical anniversaries this year, performances by the Virginia Wind Symphony will feature special pairings that pay tribute to pivotal milestones in the American experience.​

Flying Proms Symphony Stage with the Museum’s P-51 flying in the background.

Highlights of the program include a moving commemoration of the 80th Anniversary of the D-Day landings in Normandy, France. “Chalk 40,” the Liberty Foundation’s C-47, joins the aerial tribute as our special guest alongside the iconic music from the renowned series “Band of Brothers.” The stirring score by Michael Kamen will sweep you away with its poignant ballads and powerful crescendos.​

C-47 “Chalk 40.” Photo Credit Jason Hess

A heartfelt tribute to the P-51 Mustang holds special significance as all remember the late Mustang pilot, Clarence “Bud” Anderson, America’s last triple ace, who passed away just days ago at age 102. Paired with Morton Gould’s “American Salute,” composed during the darkest days of WWII, this segment honors the spirit of American resilience embodied by the Greatest Generation.

Additional highlights of the program include commemorations of the Mission Beyond Darkness and the Great Marianas Turkey Shoot in the Pacific Theatre, along with a whistle segment inspired by the film Bridge over the River Kwai, a live performance of the service songs and an opportunity to get up close to the aircraft at intermission.​

Ticket options cater to every preference, from general admission lawn seating ideal for picnics, to VIP experiences offering private seating, exclusive bar service, and other premium amenities. For those seeking an elevated experience, private chalets provide the perfect setting for a soirée with friends.

Indulge in a wide array of culinary delights from our selection of food trucks, with beer and wine available for purchase. As dusk descends, prepare for the grand finale as the night sky ignites with a breathtaking fireworks display, concluding the evening on a dazzling note.​

Keegan Chetwynd, Museum Director, shares his enthusiasm, stating, “Flying Proms is truly a one-of-a-kind experience in the United States. Witnessing vintage aircraft take flight against the backdrop of an evening sky, accompanied by the Virginia Wind Symphony, evokes a profound connection to the stories of our past. It’s not just a fantastic family outing; it’s a celebration of history. And what better way to cap it off than with a spectacular fireworks display!”​

The Flying Prom gran finale with the fireworks show

For Flying Proms tickets, visit the event website at: www.militaryaviationmuseum.org

If you have any questions, please call (757) 721-7767 or visit https://militaryaviationmuseum.org/. The Military Aviation Museum is located at 1341 Princess Anne Rd, Virginia Beach, VA 23457.

About the Military Aviation Museum:

A 501 (c)(3) not-for-profit organization, the Military Aviation Museum is home to one of the world’s largest collections of airworthy military aircraft from the first 50-years of flight. Truly a living museum, its aircraft are in restoration at facilities around the world. Besides the main Museum the Virginia Beach complex features additional exhibition spaces, including a mid-1930s Luftwaffe hangar, originally from Cottbus, Germany, which now serves to house the Museum’s collection of WWII-vintage German aircraft. Additional structures include the WWI Hangar, and the original control tower from RAF Goxhill built in England in 1942. Visit www.militaryaviationmuseum.org for more information or call 757-721-7767.​

The Military Aviation Museum’s North American P-51D Mustang standing in front of the authentic WWII airfield watch tower which once served at RAF Goxhill during the war. The MAM dismantled the structure, piece by piece, and reassembled it on their premises in Pungo, Virginia. Photo via Mike Potter

Read more on this...

 

[DaveM]

B-24 Wreck Discovery Announced by South Pacific WWII Museum

The South Pacific WWII Museum, located on the island of Espiritu Santo in Vanuatu, is dedicated to preserving and showcasing the history of World War II in the South Pacific region. This military history museum serves as both an educational and commemorative destination, highlighting the island’s role in the Pacific Theatre and uncovering the lost history of the area.​

Naval Advance Base Espiritu Santo, often referred to simply as Espiritu Santo, was a significant advance naval base constructed by the U.S. Navy Seabees during World War II to support the Allied effort in the Pacific. Located on the island of Espiritu Santo in the New Hebrides (now Vanuatu), the base also supported the U.S. Army and Army Air Corps, U.S. Coast Guard, and U.S. Marine Corps. It was the first large advance base built in the Pacific and, by the end of the war, had become the second-largest base in the theater.​

Espiritu Santo Naval Base and to the right Bomber Field # 2

To keep ships tactically available, there was a demand for bases that could repair and resupply the fleet at advanced locations, rather than requiring them to return to the United States. Before December 7th, Pearl Harbor was the U.S. fleet’s largest advance base in the Pacific. Espiritu Santo developed into a fully capable base, supporting the fleet’s operations with logistics in fuel, food, and ammunition, as well as transport embarkation for combat operations or return to the continental United States. The ship repair facilities and drydocks could handle most damage and routine maintenance. Without this base, ships would have had to return to Pearl Harbor, Brisbane, or Sydney for major repairs and resupply. Additionally, Espiritu Santo became a major rest and relaxation destination for the fleet.

The museum’s recent newsletter announced that a B-24 wreck has been identified by several locals. Without a doubt, the local Ni-Vanuatu are the best sources of information in Vanuatu, especially when it comes to locating aircraft wrecks. However, they don’t share these secrets with just anyone.​

An engine from the aircraft wreck in the jungle to the west of Luganville.

Mayumi Green, a museum board member and respected tour guide in Santo, was chatting with a local who mentioned a large wreck on his village’s land. Intrigued, Mayumi asked him to take some photos of the site. He returned with stunning shots taken deep in the jungle, many hours from Luganville.​

A Consolidated B-24 Liberator comes in for a landing at an air base in the Southwest Pacific after bombing the Japanese base at Yap Island, Caroline Islands. US Archives photo.

The aircraft appears to be a B-24 bomber, identified from a photo showing what looks like corrugated roofing – a design feature present inside the bomb bay doors of the large aircraft, though not exclusive to the B-24. Given that B-24s operated from Santo during WWII and several crashed in and around the islands of what was then the New Hebrides, there’s a chance it is a Liberator. A trek to the site is being planned in the next month or two.

If you could help the Museum in any way, please get in touch with them. Email James Carter, the project manager, at [email protected] or visit www.southpacificwwiimuseum.com​

Read more on this...

 

[DaveM]

Father’s Day Free for Dads At The Museum of Flight Seattle

Museum admission is free for all dads accompanied by their kids (of any age) on Father’s Day, June 16. Father’s Day includes the popular Family Workshops, and visitors will be among the first to experience the Museum’s new major exhibition, Home Beyond Earth (where dads can take the whole family on an interactive journey to orbit).

Home Beyond Earth ​

Open June 8 through Jan. 20, 2025​

The Home Beyond Earth exhibit is entirely new and created by The Museum of Flight as an immersive experience in three galleries with a focus on the past, present, and future of space stations and living in orbit around the Earth. Home Beyond Earth displays over fifty artifacts, models, space-flown objects, and uniforms. Large digital projections enliven the galleries with photos, videos, and vintage space art. Digital “passport” cards allow visitors to personalize their journey through the exhibit and build an imagined life in a space station of their choice. The exhibit is included with the Museum’s general admission. Click here foer Home Beyond Earth Info.

Read more on this...

 

[DaveM]

NAS Wildwood Aviation Museum Wings & Things Arts & Crafts Festival To Feature Modern Muscle And Exotic Cars

PRESS RELEASE

Naval Air Station (NAS) Wildwood Aviation Museum is thrilled to announce the totally revamped 2024 Wings & Things Arts and Crafts Festival, featuring Modern Muscle & Exotic Cars. Mark your calendars for Saturday, June 29 from 10am-4pm for an event you won’t want to miss!

This year, NASW has elevated the excitement by showcasing three unique vehicles from a private collection. Attendees will be able to marvel at one of the most photographed cars at the Shelby Museum, a stunning 2013 Shelby Super Snake wide-body. Also on display will be a 2012 Shelby 1000 wide-body and a 2017 Ford GT Heritage Edition. A highlight of the festival is “Taxi Hour,” where select vehicles will fire up their engines and prowl the museum grounds, creating an unforgettable experience for car enthusiasts. Additionally, Modern Muscle Cars will line up outside of historic Hangar #1 and will be a part of Blinker Fluid Production’s Modern Muscle Car Invasion.​

The entire family will find something to enjoy with free children’s crafts all day long and adult craft classes including wood bird carving, and fairy light jars. Free face painting (1130am-230pm) and caricatures (11am-2pm), craft vendors, exhibitors, and much more! Join us for a day filled with amazing cars, aircraft, music, food, and fun at the Naval Air Station Wildwood Aviation Museum’s 2024 Wings & Things Arts and Crafts Festival.

Festivalgoers can also enjoy live country and rock music by DEVLIN (formerly Country Rogue) on the main stage. A Beer & Wine Garden will offer ice-cold beer and wine, perfect for a leisurely afternoon. Food and refreshments will be available from various vendors, including Patriot Concessions, Pirate Pete’s Soda Pop Co., Rita’s Water Ice of Rio Grande, Waffle Up, and Poppin Bobs.​

Funding has been made possible in part by the New Jersey State Council on the Arts / Department of State, the National Endowment for the Arts, and The Cape May County Board of County Commissioners through the Division of Culture & Heritage.

Naval Air Station Wildwood Aviation Museum is located inside historic Hangar #1 at the Cape May Airport. The site was formerly Naval Air Station Wildwood, which served as a World War II dive-bomber training center. The museum is dedicated to the 42 aviators who perished while training at Naval Air Station Wildwood between 1943 and 1945. The museum is open from 10am-4pm daily. For more information, visit www.usnasw.org or call (609) 886-8787.​

Read more on this...

 

[DaveM]

A Stroke of Marketing Genius: Local Businesses, Vintage Aircraft, And Their Unusual Association

By Adam Estes

Throughout aviation history, there have been many unusual applications that airplanes have found themselves in, and warbirds are no different. Perhaps the most unusual of these is the use of surplus aircraft as part of gas stations. These aircraft usually being brought to the site by a business-savvy entrepreneur set on attracting more customers by adding such a curiosity as an airplane or a helicopter to the roof of their gas/service station.​

Over the years, the plane became a local legend, with kids getting to play inside the cockpit, and many local teenagers made their first paychecks filling gas under the wings of the old bomber. Photo via AeroVintage

For nearly 70 years, one of the most iconic gas station airplanes in the United States could be found in Milwaukie, Oregon, near Portland, serving as a local landmark known simply as “the bomber”. The bomber in question, however, was none other than a Boeing B-17G Flying Fortress that came to be known as the “Lacey Lady”. How the “Lacey Lady” came to Milwaukie is a story in itself, involving a birthday bet and the efforts by an ordinary man to put a B-17 on his gas station. In 1947, Art Lacey was celebrating his 34th birthday, and as the party became more social, Lacey declared that he would buy a B-17 and place it atop his gas station. A friend told him that he couldn’t get it done, and as Art’s daughter Punky Scott would recall years later, “My dad was the kind of fellow who if you said ‘No, you can’t do something’, he was going to prove you wrong…”

After some banter, Lacey made a $5 bet to his friend that he could get a B-17 and bring it back to the gas station. When he turned to another friend asking for money to purchase a surplus B-17, Lacey said that he needed $15,000 (roughly equivalent to $210, 906.73 in 2024). Incredibly, Lacey’s friend had the money on him! (At that time, business in nearby Portland was booming, including the trades of vice, from gambling to illegal alcohol). Now that he had the bet and the money, Art went to the Army Airfield at Altus, Oklahoma, where the Reconstruction Finance Corporation (RFC) was selling B-17s, either for private individuals or for scrap dealers. Lacey was a charming man and was able to convince the base commander to let him take a B-17 that he was interested in for a test flight, as he was a pilot.​

Boeing B-17G Flying Fortress “Lacey Lady” 44-85790. Photo via AeroVintage

One thing that Lacey neglected to mention, however, was that although he was a pilot, he was not rated for multi-engine aircraft, and had never flown a B-17 before. Nevertheless, with a mannequin in the copilot’s seat, he took off, raised the landing gear, and got a feel for the controls. So far, all was going well, but when he came in to land back at Atlus, the landing gear had malfunctioned, and he could no longer lower the gear. With no other options, Lacey prepared for a wheels-up landing. Skidding across the field, the B-17 veered off the runway and crashed into another B-17. In Lacey’s own words, “Instead of one crashed B-17, I got two”. Today, such a story would have received front-page news, but the base commander was sympathetic to Lacey, and wrote the damage off as being related to damage from high winds, something not at all unheard of for Oklahomans.

Lacey was also lucky that the sale of the B-17 was not finalized, and as it turned out, that B-17 had also seen some action during the war and was now no longer in the best condition for a B-17. To reconcile Lacey, the base commander at Altus let him have another B-17, which turned out to be a newly-built B-17G, USAAF serial number 44-85790. Constructed at the Lockheed-Vega Aircraft Company in Burbank, California, 44-85790 was accepted into the US Army Air Force on June 13, 1945, one of the very last B-17s to leave the production lines. From there the bomber was flown to Lockheed’s Modification Center #3 at Love Field in Dallas, Texas on June 16 via stopovers in Long Beach and Palm Springs, California to receive additional equipment for military purposes. Next, the aircraft found itself at several Army Airfields across the country, from Rome, New York to Cincinnati, Ohio, to Independence, Kansas before ending up at Altus in November 1945, one of many planes to go from the factories to the scrapyards at the end of the war.​

A young Art Lacey before the ferry flight. Credit: B-17 Alliance Foundation

Now accompanied by friends Bob Sturges and George Fuller, Lacey and his companions would set off with 44-85790 for Portland on March 8, 1947. They made several stops to refuel and rest along the way, but by March 10, they had successfully flown the surplus B-17 to Portland-Troutdale Airport. But although 44-85790 was in the Portland area, the aircraft still needed to be disassembled and trucked to the service station. The problem was that even disassembled, the aircraft would be deemed too heavy, too high, and too wide to go down the two-lane roads. But Lacey decided that if he could drive the bomber to Milwaukie under the cover of night, he might just be able to slip by without attracting the attention of the local police. So he hired two motorcyclists to accompany the convoy, with the instructions that if the police got involved, the motorcyclists were to split off. Lacey suffered no issues during the twenty-mile drive, but a tipsy driver was forced to drive into a ditch when he saw the bomber coming down the two-lane road!​

Boeing B-17G Flying Fortress 44-85790 is being prepared for the lift on top of the gas station. Photo via AeroVintage

Once the bomber arrived and was reassembled, Lacey attracted the ire of local officials for not securing permits for the oversized load, but the Oregon Journal newspaper got wind of the story and spun a story of the local government attempting to forcefully take away the surplus bomber. With the war having ended only two years prior, and local patriotism surging, the officials didn’t want to endure further bad press but determined that Lacey should still be fined. When the case landed on the desk of the local judge in Milwaukie, he decided that Lacey’s penalty should be a mere $10.00 fine. With that, Lacey was the proud owner of a B-17 Flying Fortress!​

Art Lacey posing with his wife in front of the “Bomber Gas Station.” Photo via AeroVintage

Over the years, the plane became a local legend, with kids getting to play inside the cockpit, and many local teenagers made their first paychecks filling gas under the wings of the old bomber. Later on, Art and his wife Birdine moved the bomber and the gas station to a new location during the 1960s, and when the gas station eventually closed, the Lacey family ran a nearby restaurant called The Bomber. However, the years were not kind to the aircraft. It suffered from vandals breaking in and stealing parts, and the aircraft also became a source of spare components for other B-17s. During the 1960s, the Sperry ball turret was donated to the local AMVETS chapter in Tulare, California, and installed on B-17G 44-85738, which still sits off Highway 99 in Tulare. The top turret was removed to be reinstalled on a former fire tanker flown by the Commemorative Air Force, the B-17 “Sentimental Journey”, in exchange for the installation of a fiberglass turret and cosmetic exterior restoration.

By the 1990s, however, as Art and Birdine were growing old, he and his grandson Jayson Scott organized a “Bomber Restoration Project”, with Jayson establishing a nonprofit organization. On March 23, 1996, the nose and cockpit sections were removed and sent to Aurora Airport, where restorer Shane Wease and his Vintage Aircraft Restoration Co. spent three years rebuilding and reskinning the nose, which was later displayed inside the restaurant to attract fundraising from patrons. The aircraft also adopted the name “Lacey Lady” for the first time, and artwork was designed by artist Mark Utz for application to the nose when the project was to be completed. However, the work on the cockpit section was halted due to a lack of funds, and in 2000, Art Lacey passed away. But despite these hardships, Lacey’s children and grandchildren pushed ahead to fulfill Art’s dream, which was now their dream, to make the “Lacey Lady” fly again.​

Art Lacey and his wife. Credit: B-17 Alliance Foundation.

By 2014, the B-17 Alliance Foundation had gained more of a foothold, and in August of that year, the “Lacey Lady” was finally taken down after being suspended in the air for sixty-seven years. Today, the aircraft is under restoration at the Salem Regional Airport. While the project still has a ways to go before 44-85790 will fly again, the B-17 Alliance Foundation is determined to achieve its long-term goal, which would not be possible were it not for a birthday party bet to put a B-17 on a gas station. You can read additional articles about this airplane right here on Vintage Aviation News, click HERE. To support this restoration, visit www.b17alliance.com.​

From Oregon, we venture to the Devland district of Soweto, near Johannesburg, South Africa. There you are bound to find the sprawling wings of an Avro Shackleton perched above a Sasol service station, formerly known as Vic’s Viking Garage. Adorned in once bright yellow, blue, and white colors, with the tagline “Sasol Delight!” painted on its nose, there is little to indicate to the non-enthusiast its former life as a maritime patrol aircraft in the South African Air Force. Named for the famed Antarctic explorer Sir Ernest Shackelton, the Avro Shackleton was a development of the Avro Lincoln bomber, which itself was a development of the famous Avro Lancaster bomber of WWII. But while the Lancaster and the Lincoln were intended for strategic bombing, the Shackleton was built from the start as a maritime patrol bomber. During the Cold War the Shackleton was a key tool in the British Royal Air Force (RAF) and the South African Air Force (SAAF), searching for Soviet warships and submarines from the Arctic to the Antarctic oceans and the North Sea. With its four Rolls-Royce Griffon engines, each equipped with a set of contra-rotating propellers, the Shackleton was also among the last piston-engine military aircraft in active duty.​

Avro Shakleton SAAF 1723. Photo via Aerial Visuals

The Shackleton on top of this service station was originally built in England as an MR.3 variant as construction number 1533 and made its first flight on February 12, 1958. C/N 1533 was to become one of the eight Shackletons destined for the SAAF, and was ferried to South Africa on February 14, joining No.35 Squadron where it received the fuselage code ‘Q’ and would fly its missions out of Air Force Base Ysterplaat, near Cape Town. Not long into its service life, SAAF 1723 would suffer an in-flight hydraulic failure. Using the emergency release systems, the crew was able to lower the plane’s landing gear and flaps but had no authority over the aircraft’s brakes. Upon landing, SAAF 1723 ran off the runway and collided with a brick building. Fortunately, there were no fatalities, and the aircraft was returned to service, being progressively upgraded the longer it remained in service. As the Shackletons wore on, though, South Africa struggled to obtain spare parts to maintain the aging patrol bombers due to a global embargo on the country over the Afrikaaner-led government’s policy of apartheid. On November 22, 1977, SAAF 1723 was officially grounded and kept in storage at Ysterplaat, while the last of the South African Shackleton would remain in service until 1984. On March 5, 1987, SAAF 1723 was brought to its present location, but in doing so, it also played a role in the preservation of another large aircraft that had previously been perched upon the service station, a Vickers Viking airliner, which is now the last of its kind preserved in South Africa.​

A more recent photo of the Avro Shakleton SAAF 1723. Photo via Aerial Visuals

Developed from the Vickers Wellington bomber of WWII, the Vickers VC.1 Viking was an important design in postwar British commercial aviation. This aircraft type was first flown in June 1945 and saw service as both military transports/trainers and short-haul civilian airliners from the late 1940s to the 1960s, when turbojet and turboprop airliners began to gradually replace the old piston-engined Vikings. Though, at least one example had served as a testbed for the Rolls-Royce Nene jet engine on commercial aircraft, paving the way for such aircraft as the world’s first turbojet airliner, the de Havilland DH.106 Comet. The example in South Africa was built at the Vickers-Armstrong plant in Weybridge, England, as a Viking 1A, construction number 121. The 1A model was also a blend of old and new, with the outer sections of its wings being fabric, covering a geodesic frame similar to that on the old Wellington bombers, while the leading edges were made of curved aluminum. Immediately registered as G-AHOT with British European Airways (BEA), this Viking made its first flight on August 30, 1946, and would reportedly be used in support of the Berlin Airlift.​

The Viking after its arrival at Rand Airport. Credit: South African Airways Museum Society

Eventually, the aircraft was transferred to Trek Airways in South Africa on September 26, 1954, being assigned the South African civil registry ZS-DKH but was flown with the markings of Protea Airways, a subsidiary of Trek Airways. While it would fly many passengers all over South Africa and to destinations abroad, this aircraft type was also famous for flying the American singer Jim Reeves during his tour of South Africa and his time during the production of the South African musical film Kimberley Jim in 1962. By the end of that year, ZK-DKH was retired from service, and on December 18, 1962, the aircraft made its final flight from Rand Airport in Germiston to Baragwanath Airfield near Westonaria, just southwest of Soweto, a flight that was a short hop for the old airliner, covering about 40 kilometers (25 miles) of ground between Rand and Baragwanath. At the time the aircraft landed at Baragwanath, ZS-DKH had accumulated 13,881 hours of flight time. It was from there that the aircraft was acquired by service station owner Victor Edward de Villiers, known to those who knew him as “Vic”, and in January 1963, the Viking was mounted atop Vic’s service station in Devland, and soon the service station came to be called Vic’s Viking Garage.

From 1963 to 1987, the Viking became a local landmark for passersby and locals, alike. When holes appeared in the fabric surfaces of the wing, Vic would rivet sheets of aluminum to the wing to cover the holes. March 5, 1987 would see the culmination of a trade deal between de Villiers, the South African Air Force, and the South African Airways Museum Society, where the SAAMS received Vic’s old Viking, while the retired SAAF Shackleton SAAF 1723 would take its place atop the service station. The wings of the Viking were removed, and the aircraft was towed to Jan Smuts Airport in Johannesburg for restoration to static display. However, the aircraft’s condition required an extensive restoration that in turn would require funds that the SAAMS did not have, and along with the Society’s Constellation and Junkers Ju 52, the Viking sat at Jan Smuts Airport until the South African Airways Museum Society began moving its static collection of airliners to Rand Airport. Interest in moving the Viking surged yet again, and in January 2017, the Vickers Viking was loaded onto a flatbed truck and driven to Rand Airport. Sadly, Victor Edward de Villiers passed away in 2015, but his children watched on as their father’s old airliner was moved to Rand Airport for the first time in 54 years. Today, the aircraft has taken on its old Protea Airways colors, receiving its stripes in August of 2023, though it appears quaint sitting next to the museum’s Boeing 747SP! ZK-DKH is now one of only six intact Vickers Vikings in the entire world, and the only one in South Africa, thanks to the efforts of Victor Edward de Villiers.​

The Viking in Protea Airways colors. Credit: South African Airways Museum Society

Perhaps one of the most colorful aircraft to have ever adorned the top of a gas station was a former Royal Canadian Air Force Curtiss Kittyhawk. Originally issued with the RAF serial AK899, this Kittyhawk Mk I (equivalent to a USAAF P-40D) was accepted into service with the RCAF on November 6, 1941. The aircraft spent much of WWII assigned to No 111 (F) Squadron (F standing for Fighter), based at RCAF Station Patricia Bay, British Columbia, now Victoria International Airport. While RCAF 1051 never fired a shot in anger, it endured no less than three incidents while in service, from a ground loop on June 9, 1943 from an oleo leg collapse to the blast tube of the outboard gun on the left wing coming loose from its moorings on November 1 to a brake failure on November 15 causing the tail to lift on landing and causing a prop strike with the runway.

However, 1051, survived intact long enough to remain in service with the RCAF until it was stricken from the inventory on August 23, 1946. With a demand for surplus aircraft, Canada soon became a place for many Americans to purchase freshly retired Kittyhawks/P-40s, and Fred Dyson of Seattle would purchase several former RCAF Kittyhawks for importation back to the United States. On October 23, 1947, Dyson purchased Kittyhawk 1051 for the princely sum of $50 USD, and transported the aircraft to Boeing Field, Seattle via barge from Victoria, British Columbia. Within the next year, Dyson sold the aircraft to Tony Dire, who owned a Flying A service station in Everett, just north of Seattle, where the Kittyhawk was given a Flying Tigers-inspired look and an electric motor was installed to rotate the propeller as the aircraft sat atop the shop in downtown, becoming a local landmark for the next twenty years.​

This P-40 was eventually restored and was seen at many airshows in the US mid-west and east coast for nearly two decades before being tragically lost in a fatal accident off Mastic Beach, New York in 2009. Photo via Aerial Visuals

Photo via Aerial Visuals

By February of 1968 RCAF 1051 was acquired by Robert Goessling of Unlimited Aircraft Inc., based in Chino, CA, where the old Kittyhawk would be transported to Chino Airport for restoration. The aircraft’s road back to the skies, however, would be marked by its title being owned by numerous individuals over the years, from M.E. Batchelor to David Tallichet to John C. Pearl before the aircraft came into the hands of Brian O’Farrell of Miami, Florida. Mr. O’Farrell then sold it to the man who would finally return the aircraft, now marked with the civil registry as N9837A, back to airworthiness. This was Richard W. Hansen of Batavia, Illinois, who had the aircraft restored at Rock County Airport (now Southern Wisconsin Regional Airport) in Janesville, Wisconsin, where on February 1, 1992, the aircraft made its first flight in nearly 50 years.

For the next 20 years, the aircraft would be present at airshows on the US East Coast in US Army Air Corps markings with a typical shark’s mouth that many P-40s tend to have as part of their livery. The aircraft also carried the name “Old Exterminator”, and would even be temporarily based at the EAA Aviation Museum in Oshkosh, Wisconsin. In 2006, the aircraft was re-registered as N740RB with Leestown Aviation Warhawk, Inc, but would be flown out of Brookhaven Airport in Shirley, Long Island, New York. Sadly, the story of RCAF 1051 would come to a tragic end when on April 5, 2009, pilot Bob Baranaskas was prepared for an upcoming airshow by performing aerobatics off the coast of Fire Island, one of the barrier islands off the Long Island shore. During the maneuvers, Bob and the P-40 crashed into the Atlantic just off Fire Island. Bob Baranaskas, a friend to all he met in the warbird community, was tragically lost in the accident, and with him an airframe with a remarkable story.​

Photo by Aerial Visuals

Down in New Zealand, a favorite site for travelers and locals alike in Mangaweka, along State Route 1, was a Douglas DC-3, now being stored in Shannon. This DC-3 started life as a C-47B with the American serial number 45-964, being accepted into the USAAF on July 24, 1945, before its immediate transfer to the Royal New Zealand Air Force, where it was brought on charge on August 21, 1945, and identified as a Dakota with the RNZAF serial number NZ3556. Having flown with No.40 Squadron and No.41 Squadron RNZAF, the aircraft was stricken from the RNZAF inventory on May 31, 1947, after its conversion to a DC-3D by Australian National Airways (ANA). Upon retirement from active duty, it received the New Zealand civil registry of ZK-APK. The aircraft was then used as an airliner for New Zealand National Air Corporation from 1947 to 1962, accumulating a total of 28,711 flight hours. From May to October 1967, ZK-APK was leased to Fiji Airways as VH-FAH before returning to New Zealand. 1969 would see ZK-APK converted for aerial topdressing (crop duster) and used for agricultural purposes in New Zealand.​

Mangaweka’s DC-3 quickly became a famous landmark featured in magazines and postcards such as this one that warns of “low-flying tearooms”.

It would perform this work for Airland and Fieldair Ltd until 1981 when the aircraft was withdrawn from use after logging a total of 42,764 flying hours. After sitting idle for a few years, the aircraft was towed to Mangaweka, where it would be the home of a tea room. It would become a landmark on New Zealand’s State Route 1, sporting a variety of colors, from the “Cookie Time DC-3”, to the “Mangaweka Skyliner”. But in 2021, the aircraft, having sat outside for the better part of 35 years, was moved to Shannon, some 112 kilometers to the southwest. While the odd passerby can still find the Dakota in public view sitting wingless and engineless atop several shipping containers, the aircraft has been listed to potential buyers for $85,000. So far, no one has come forth, and the Mangaweka Dakota may well yet spend another few years in Shannon, but only time will tell.​

The plane is being dismantled before a road trip to Shannon. Photo by Simone Simpson

Having an airplane as the center of a gas station was not a new concept that originated with surplus military aircraft of the Second World War. If you needed to fill up while driving down Wilshire Blvd in downtown Los Angeles, you could pull in under the massive wings of a Fokker F-32 airliner to Bob’s Air Mail Service Station. Largely forgotten in most circles, the Fokker F-32 was built by the Fokker Aircraft of America Corporation (or Atlantic-Fokker), the American division of the company founded by Dutch designer Anthony Fokker, and first flown in 1929. The F-32 was notable for being the first four-engined passenger airliner to enter service in the United States, with power provided by four Pratt & Whitney R-1860 Hornet radials in a push-pull configuration, with a forward-facing and rearward-facing engine sharing a nacelle under each wing. Like many Fokker transports, it was built with a large wooden wing, with a tubular metal framework covered in doped fabric. The aircraft could carry seats 32 passengers or could be reconfigured as a sleeper transport, with berths for 16 sleeping passengers.​

Bob’s Airmail Service Gas Station Fokker F-32.

However, while the F-32 was large for its day, it was also underpowered in earlier models featuring Wasp engines, and while the Hornet engines solved some of the problems, that did not change the fact that the aft engines had cooling problems, being on the opposite end of the airflow, and the aft propellers had to chop through air disturbed by the front-facing propellers. Also, with the high expense of air travel during the Great Depression and the rise in all-metal, twin-engine transports that were faster and more efficient, only ten examples of the F-32 were ever built. Despite being considered for use by the Army Air Corps as the YC-20 and for use with Universal Air Lines, an ancestor of today’s American Airlines, only Western Air Express (later Western Airlines) would fly the F-32s in brief operational service before they were phased out during the 193s.

One such aircraft was later used as the centerpiece of Bob’s Air Mail Service on Los Angeles’ Wilshire Boulevard, run by Bob Spenser. Mobilgas was served under the wings of the big Fokker, and its engines were even equipped with electric motors to spin them. At night, light strings wrapped around the tips of the forward propellers were lit up, causing quite the memorable sight, along with further lights installed on the wings! Unfortunately, the Fokker did not last long after that, and today, the site of Bob’s Air Mail Service on the northwest corner of Wilshire and Cochran has been completely redeveloped, with a skyscraper full of medical and dental offices standing in its place. Not one of the Fokker F-32s built remains today, but the photos of the Fokker at Bob’s Air Mail Service have lived on, harkening back to the first of the first gas station airplanes.​

Fokker F-32 airliner to Bob’s Air Mail Service Station located on Wilshire Boulevard.

While tire shops do not typically distribute fuel for automobiles, without their services, cars would go nowhere. In light of this, one tire shop in Fresno, California, distinguished itself for having a surplus WACO CG-4A combat glider, similar to the ones used during the D-Day landings in Normandy, the ill-fated Operation Market Garden, and Operation Varsity (the crossing of the Rhine into Germany). Additionally, CG-4s (known to British Commonwealth forces as the Hadrian), were also flown in Sicily and Yugoslavia, along with operations in the Pacific and the China-Burma-India (CBI) theater of operations. But one of these wood and fabric gliders would find itself being used for a new purpose for which it was never designed when the war was over.​

This CG-4A, USAAF serial 45-15691, built under license from the Weaver Aircraft Company of Ohio (WACO) by Ford Motor Company’s plant in Kingsford, Michigan, never saw any combat service and was eventually purchased as government surplus. It was then placed atop Armstrong Tires’ shop in Fresno, California, being painted bright yellow with red and black bold lettering advertising the shop. 45-15691 would remain in Fresno until the 1970s when it attracted the attention of the newly-founded National WWII Glider Pilots Association, founded in 1971 by former glider pilots of the Second World War to commemorate their services and to find and restore a WACO CG-4 glider for public display. Once they had found the glider in Fresno, they purchased 45-15691 and had it restored in time for the association’s reunion in Dallas in 1979. By November 10, 1984, the foundation established the Silent Wings Museum in Terrell, Texas, just east of Dallas. This location was where the No. 1 British Flying Training School had trained RAF pilots during WWII. In 2002, though, the museum was moved to a more permanent facility in Lubbock, Texas, where CG-4A 45-15691, the tire shop glider, now sits at the center of a museum dedicated to some of the unsung heroes of WWII.​

Photo via Aerial Visuals

Our final stop takes us to the desert community of Jacumba Hot Springs, California, right off US Interstate 8 between San Diego and El Centro. There, just over a mile from the US-Mexico border sits a Chevron gas station, with a Bell UH-1 Iroquois, more popularly known as a Huey, sitting on top of it. To understand why a Huey sits on top of a Chevron station in this corner of the Mountain Empire, you need to know the story of Reagan Shallal. In an article published in the Times of San Diego on March 17, 2021, Shallal, was born in Athens, Greece before moving with his Iraqi-born parents to America, where Shallal has now become a US citizen. Shallal now owns several gas stations and trucker stops across California, Nevada, and Arizona and flies his own personal helicopter. As for this Huey, Shallal told the Times of San Diego that it was used as a prop in the television series Fear the Walking Dead, and that he had bought the Huey for $42,500, minus the engine and transmission. However, the weight of the Huey, even when it was stripped out, was too much for the cover over the gas station, so Shallal had the cover rebuilt to withstand the weight of the UH-1 and had a crane place it on the roof. Since then, it has become something of a local attraction, especially for Marines assigned to the San Diego area. The Huey will likely remain atop the gas station for years to come.​

Chevron gas station with a Bell UH-1 Iroquois on top of it. Photo by Adam Estes.

With so many aircraft around the world having been employed at numerous service stations and other businesses, we will be making future installments to cover the histories of several more of these aircraft. Stay tuned for our next article on vintage aircraft used as externally on businesses for marketing purposes.​

Read more on this...

 

[DaveM]

Vintage in Review to Highlight Stories of Antique and Classic Aircraft During EAA AirVenture Oshkosh 2024

uilt between the dawn of powered flight and 1970 will take place July 22-26 adjacent to the Vintage Hangar. This year’s headline presentations will focus on antique and classic aircraft from the 1920s to the 1940s and is open to all attending AirVenture.

“Vintage in Review offers attendees an opportunity to see a rare selection of airplanes up close, and hear stories about them directly from the owners, pilots, and other aviation personalities,” said Ray Johnson, Vintage in Review Chairman. “Several of this year’s headline aircraft are more than 75 years old, making them quite rare to see airworthy today.”​

Vintage. AV18. Airventure 2018. Vintage in review.

Three pilots will be interviewed each day with their unique aircraft. Each day will also see a performance by “Ladies For Liberty” at 10:45 a.m. followed by antique engine runs at 11 a.m. The current lineup of headliners includes:

Monday, July 22

• Jim Hammond – 1931 Aeronca C-3

Tuesday, July 23

• Kelly Mahon – 1929 Cabinaire Biplane

Wednesday, July 24

• Edwin Remsberg – 1949 Stampe Biplane
• Ron Johnson – 1938 Buhl Pup

Thursday, July 25

• Laura Benton – Ladies Love Taildraggers
• Jeri Barrientos – 1929 Rose Parrakeet

Friday, July 26

• Ben Templeton – 1937 Spartan Executive

Additional Vintage in Review sessions will be added to the schedule as they are finalized. More information can be found on the Vintage Aircraft Area page of the EAA website.​

Gigi Coleman standing on the wheel of a Curtiss JN-4 “Jenny”, built by Chapter 1414 of the Experimental Aircraft Association and the Vintage Wings and Wheels Museum, at Poplar Grove, Illinois. [Photo by Leonardo Correa Luna]

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. Immediate news is available at www.twitter.com/EAA.​

Read more on this...

 

[DaveM]

Hawaii Mars to Fly One Last time In August

On March 30th 2024, after more than two years of negotiations and hard work by both the British Columbia Aviation Museum (BCAM) and Coulson Aviation, the BCAM announced the acquisition of the famous Martin Hawaii Mars flying boat. Operated by Coulson Aviation Group, the Hawaii Mars flew from 1961 to 2015 in North America fighting over 4,000 wildfires with its massive water-dropping ability that could end a huge blaze in a single pass.​

[Photo via Coulson Aviation]

On June 14th, Wayne Coulson during a radio interview mentioned that August 10th might be the day the day the Hawaii Mars is slated to depart the Alberni Valley for the last time. However this date might shift slightly, as Coulson explained, because the BCAM is arranging for the Snowbirds to accompany the bomber for part of its final flight.​

A serene giant, the Hawaii Mars floats on Sproat Lake. The proud aerial fire-fighter set for museum display in Canada after more than five decades of faithful service. [Photo by Rob Frolic]

The Hawaii Mars will return to its Sproat Lake anchorage on July 2nd and will be seen and heard conducting readiness flights around town throughout July. Coulson mentioned that the 80-year-old aircraft will fly over many communities it has served over the past 50 years as it heads to its final destination at the BCAM in Victoria, British Columbia.​

Hawaii Mars entering the water to begin preparations its trip to Oshkosh, Wisconsin for EAA AirVenture 2016. [Photo by Rob Frolic]

“We’ve been working with Transport Canada, and they’ve been quite flexible. If we wanted to take it up to Campbell River and do a bit of a fly-around the island, I know the crew would love that. People could see it overhead and bid farewell,” he said. “We’d post the flight plan and times so people could schedule to watch it fly overhead at 500 feet. We’ll likely take it up to Campbell River, Courtenay, Nanaimo, and Duncan, flying up the coast over the communities.”

Coulson Aviation has been inundated with requests from people wanting to cruise the lake on the world’s largest flying boat for $5,000 a seat. They will also offer tours of the plane at a lower cost before it departs.​

A distant view of Hawaii Mars framed by the wing of sistership Philippine Mars (itself destined for the Pima Air and Space Museum in the U.S.) on Sproat Lake. [Photo by Rob Frolic]
The BC Aviation Museum is kindly asking for donations to help fund its Hawaii Mars water bomber rescue project. Costs include getting the aircraft from the donor to the museum, documenting the process for sharing, and finally setting up the Mars as a wonderful permanent display for the public to enjoy exploring up close and personal. The only other surviving Martin JRM of seven produced, Philippine Mars, is destined for future display at the Pima Air and Space museum in Tucson, AZ as previously reported by Vintage Aviation News.

To support the British Columbia Aviation Museum and help save the Mars, click HERE.​

Read more on this...

 

[DaveM]

Hunter and Harvard Restoration Progress at Newark Air Museum

By Zac Yates

Two trainer projects are progressing well at the Newark Air Museum (NAM) in Nottinghamshire: the repainting of a former RAF aerobatic team Hawker Hunter and the restoration of a Royal Canadian Air Force (RCAF) veteran Harvard.​

The 92 Sqn emblem has been faithfully reproduced on Hunter XL605’s nose. [Photo by Howard Heeley – Down To Earth Promotions]

As reported by Vintage Aviation News in March, Hunter XL605 has had its previous RAF grey-green camouflage scheme (and inaccurate serial number) replaced by the one it wore when part of 92 Squadron’s Blue Diamonds aerobatic team. After these photos were taken the Hunter’s underwing fuel tanks were reinstalled and final touches made to the markings.​

[Photo by Howard Heeley – Down To Earth Promotions]

Elsewhere on the museum site, the decision has been made to finish the NAM’s Noorduyn Harvard Mk.IIB in its original RCAF service color scheme. As we reported in January 2024, this aircraft arrived at the museum nearly 14 years ago and has required a lot of manpower to get to its current state. Much work was needed around replacing or fabricating part missing from the firewall-forward area.​

While the Harvard’s fuselage paint nears completion the wings are being masked, awaiting reapplication of the aircraft’s serial number. [Photo by Howard Heeley – Down To Earth Promotions]

There had been some discussion as to whether the aircraft should be painted in a scheme accurate to the airframe’s history or a representative RAF scheme. It turns out the former met both requirements, as museum trustee Howard Heeley told us: “The colour scheme is what FE930 operated in at Medicine Hat (in Alberta), but at the time of its service there the RCAF and RAF markings were no different — the maple leaf going into the roundel was after its service there finished!”​

To learn more about these and other projects at the Newark Air Museum visit their website HERE.​

Read more on this...

 

[DaveM]

Mid-Atlantic Air Museum’s P-61 Black Widow Summer 2024 Update

By Nick Chismar

On May 31st, followers of the Mid-Atlantic Air Museum were caught by surprise when the museum shared a teaser photo and later a video showing the current state of their Northrop P-61B Black Widow, s/n 42-39445, on social media. The posts quickly made their way around the aviation community, with their teaser video gathering over 116,000 views in just a few short days. What caught the attention of so many was something nobody expected, their P-61 had a new look!​

Officially debuting at their 33rd annual WWII Weekend event, the P-61 sported a fresh coat of black paint, complete with the museum’s logo underneath the aircraft’s N-Number. For many, the new paint job came as a complete surprise, but in reality, the job had already been finished nearly a week before. I was fortunate to talk to museum president, Russ Strine, the day before the big reveal to find out what painting their P-61 was like.​

According to Russ, the initial plan was to simply paint from the wings and upward, covering just the top of the aircraft depending on how much time they had. Starting earlier than they anticipated, and with more than enough help, it was decided that they would paint the whole fuselage. It was at that point that the prep work began.​

Taking what Russ said was the “better part of two days”, the aircraft would have to be cleaned and prepped. Any dust, dirt, and debris that may have accumulated while being worked on in the hangar was first washed off. Next came the process of acid etching the aluminum surface. As a crucial step in the process, acid etching cleans and scours the surface while being applied with a Scotch-Brite pad in order for the primer and paint to properly bond to the aluminum below. The aircraft was then taped off in and effort to prevent paint from covering unintended areas of the aircraft.​

Using a sprayer system that does not create much overspray, the aircraft would be painted in place in the museum’s main hangar. Still, nearby aircraft and items were covered just as a precaution. Two hours later the fuselage painting was complete. According to Russ, the whole process had gone so smoothly that the decision was made to continue to the nacelles and tail booms to finish what was completed on the aircraft.​

Russ estimates that 25 to 30 hours of work were put into the total job, but most of this was spent on the aforementioned prep work. According to Russ, “in total and in terms of actually spraying the paint on it, it probably took four or four and a half hours total to paint the whole airplane.”

So, now that the aircraft is painted, what is next? The elevator for the aircraft is currently covered in fabric and is nearly ready to be painted as well after a few more coats of dope. From there, volunteers are continuing their work on the fuel tanks and building the aircraft’s rudders. According to Russ, they have “virtually all of the parts done now for the wings” leaving their team with the task of assembling them when they are ready.​

Outside of some additional paint work in the cockpit and radar operators’ position and the installation of the pilot seat, the inside of the aircraft is nearly complete. Work is continuing on the accessory cowlings behind the cowl flaps, which is another area of focus for this year.

Still, however, one of the tricky pieces of the puzzle remains finding a new nose wheel tire. Russ believes that the tire may only be shared by the Lockheed Constellation, and having not been made in several years it may be a “matter of trying to find somebody that has one and wants to turn loose of it.” Otherwise, “If not, we think that the next size smaller, which is a 30-inch tire like on the nose of a B-25 is probably what we’re going to have to [use and] change the wheel and axel and put that smaller tire on.” And so, the search for a proper tire continues.​

The man behind the vision, Mr Russ Strine. [Photo by Nick Chismar]

In all, the fresh paint job on the P-61 marks another step forward for the restoration project, but it is also a visible one. Much of the restoration work over the last several years has been done inside the aircraft. Electrical and hydraulic systems are done and the cockpit and interior are nearly complete. Now, however, there is a visual symbol of progress for the aircraft, and with the P-61 looking more complete than ever, the drive to complete the aircraft is greater, as well.​

As with any restoration, outside support and volunteers are major factors. If you wish to support the Mid-Atlantic Air Museum, you can do so by visiting their website or museum, or becoming a member. The museum also offers a range of volunteer opportunities to get involved around the museum or in restorations. To stay up to date on events and new things at the museum, you can follow them on Facebook, Instagram, and YouTube.

I would like to thank the Mid-Atlantic Air Museum for allowing me to photograph the P-61, especially during the busy days leading up to WWII Weekend. I would also like to thank Russ Strine for once again taking the time to discuss the restoration with me.​

Read more on this...

 

[DaveM]

D-Day Squadron and U.S. Army Garrison Wiesbaden Commemorated 75th Anniversary of The Berlin Airlift

With the successful conclusion to the celebrations of D-Day + 80 in Normandy, France, some of the Douglas C-47s from the D-Day Squadron, along with others based in Europe, have continued onwards to Germany to help celebrate the 75th anniversary of the successful conclusion of the Berlin Airlift.​

Western Airlines flying over Frankfurt International. Photo by Ugo Vicenzi

The Swedish DC-3 ‘Daisy,” in the background, flew all the way from Sweden to take part to the celebrations. DC-3 Chalair, operated by the Battisti family flew from the outskirts of Paris. Photo by Ugo Vicenzi.

As most readers will know, following Germany’s surrender at the end WWII, the nation’s administration was divided between the four occupying powers: the United Kingdom, the United States, France, and the Soviet Union. This was supposed to be a temporary situation until a new democratic political system could be implemented in Germany, and obviously to also prevent the resurgence of a Nazi-style regime following the Allied victory.​

The D-Day Squadron’s Crew debriefing after a flight. Photo by Ugo Vicenzi

Similarly to the nation itself, Germany’s original capital city, Berlin, was also divided into four sectors with each zone administered by one of the four occupying powers. But Berlin was deep within East Germany, which meant that supplying the Western-aligned sectors required the Soviets to allow supply trains and truck convoys to pass through their zone. Sensing an opportunity to annex West Berlin in the spring of 1948, the Soviets decided to force the other occupying powers from Berlin by simply shutting off the land and water-based supply routes through East Germany… to effectively starve the city into surrender. But to Stalin’s consternation, the Western Powers refused to abandon Berlin, and so the airlift began: a round-the-clock air bridge to West Berlin bringing in desperately needed supplies to the heavily bomb damaged city. While the Soviets could block the land and water routes to West Berlin relatively easily, it was far harder to do the same in the air without the risk of sparking a new, and far more devastating war. So long as the Western aircraft stuck to very specific routes (and there were dire consequences for any which deviated from these air corridors) the cargo planes with their precious loads were allowed through. It was an incredible feat of complex logistics of a scale never before tried, determination and bravery, and, in addition to the occupying nation air arms of France, Britain and the USA, also included aircrew from Canada, South Africa, New Zealand, and Australia to keep West Berlin from falling into Soviet hands. At its peak, a cargo plane was landing in West Berlin every thirty seconds!

Through sheer bloody-mindedness, and the building and managing of the biggest airlift in the world to that date, the blockade ended roughly a year later when the Soviets capitulated and reopened the land routes to West Berlin.

In terms of financial expenditure, it had been a staggeringly expensive exercise, coming in at roughly US$224 million in the day (roughly US$2 billion in today’s dollars). But the Berlin Airlift also had a steep human cost as well with 101 aircrew losing their lives in the endeavor, which saw 17 US and eight British aircraft crash.​

As a result of this brave effort to keep West Berlin safe, the Berlin Airlift is held in enormously high regard in Germany, even today, and celebrated accordingly. Several events have taken place in the nation to celebrate the 75th anniversary of its conclusion with a number of Douglas C-47s flying into Garrison Wiesbaden this past weekend.

Back in 2019, one of the veteran pilots of the Berlin Airlift, Gail Halvorsen, flew into Wiesbaden aboard the D-Day Squadron’s C-47 Skytrain Placid Lassie. Halverson, was famously known as the “Candy Bomber” because he began the practice of dropping sweets suspended on tiny parachutes (fashioned from handkerchiefs) to the children in West Berlin as his cargo plane approached touchdown in the besieged city. Col Halvorsen passed in 2022, so this year his daughter flew in Western Airlines to celebrate the event.​

Gail Halvorsen pictured with his parachute-candy in a publicity photo circa 1949. (photo via Wikipedia)

A C-54 dropping candy from the cockpit on tiny parachutes as the aircraft lands in West Berlin during the Berlin Airlift circa 1949. This phenomenon started when U.S.Air Force pilot, Gail Halvorsen talked to some of the children gathered at the runway threshold and shared the only candy he had with him, two sticks of Wrigley’s Spearmint chewing gum. Halverson was so moved by the children’s reaction to this simple act that he wanted to do more and came up with the idea of parachuting the candy while his aircraft was landing…. a concept which other aircrews joined him in doing. (photo via Wikipedia)

Halvorsen told the Berlin kids he would drop something to them on his next landing at Templehof if they promised to share. He would signal them on approach that it was his plane by wiggling the wings, something he’d done for his parents after he received his pilot’s license in 1941. In 2024, the “Candy Drop” was recreated, as pictured below.​

Picture report of the 2019 Commemoration.​

C-47 Placid Lassie and That’s All, Brother flew several sorties dropping U.S. Army Rangers and German Army EGB Forces as well as the iconic candies with mini parachutes. Photo By Ugo Vicenzi

In many ways, Halvorsen has become the face of the Berlin Airlift for many in the U.S. today and has helped to keep the memory alive by taking part in Berlin Airlift Historical Foundation activities at air shows. Additionally, the Garrison Wiesbaden base commander honored “The Candy Bomber,” Col. Gail Halvorsen, by dedicating a newly constructed air traffic control tower on Clay Kaserne this Saturday. Halvorsen’s daughter, Denise Williams, shared the story behind the inspiration that earned her father his famous nickname.​

Behind Western Airlines, the new Garrison Wiesbaden control tower is dedicated to Col. Gail Halvorsen. Photo by Ugo Vicenzi

Bravo to the D-Day Squadron for helping make this possible!​

Read more on this...

 

[DaveM]

Cadet Air Corps Museum AT-10 Restoration Report – Spring 2024

Periodically, we have presented reports from Chuck Cravens detailing the restoration of an ultra-rare Beechcraft AT-10 Wichita WWII advanced, multi-engine trainer. As mentioned in previous articles, the project belongs to the Cadet Air Corps Museum and comprises the remains of several airframes, but is primarily focused upon Wichita 41-27322. The restoration is taking place at world-renowned AirCorps Aviation in Bemidji, Minnesota, and here is their latest update on progress with the Wichita as it stands presently….​

---

This great WWII color image of an AT-10 appears to show a ground crewman adjusting its flaps. (image via AirCorps Aviation)

Over the past few months, most of the work on the AT-10 involved the cockpit section, the main fuselage, and the vertical fin. Indeed a major milestone saw the cockpit section mounted to the main fuselage!​

Cockpit​

A view inside the AT-10’s cockpit showing the location where the instrument panel will mount. (image via AirCorps Aviation)

The flat anti-glare black paint over and ahead of the instrument panel is visible in this photo. Aaron was working on restoring the windshield frame at this time. The clecoes are holding the parts together for riveting. (image via AirCorps Aviation)

The throttle console and main electrical box are masked for painting. (image via AirCorps Aviation)

The cockpit section as it looked following painting prep. (image via AirCorps Aviation)

The cockpit interior looks great after painting. The dark green is an unusual color, but was matched exactly to a protected color sample from the original cockpit. (image via AirCorps Aviation)

Fuselage​

Work on the fuselage included attaching handholds and footsteps. Once that was completed, the restoration team prepared the two main fuselage sections for mating together.​

The AT-10 has a handhold just over the trailing edge of the wing. Another handhold is mounted between the porthole windows. (image via AirCorps Aviation)

These eight large bolts help attach the aluminum cockpit section to the wooden fuselage. (image via AirCorps Aviation)

The first test mating of the cockpit section to the main fuselage was successful. (image via AirCorps Aviation)

Project manager Aaron Prince looks happy with the fit between the cockpit section and the main fuselage. (image via AirCorps Aviation)

This AT-10 tailwheel is New Old Stock, and has never been mounted on an aircraft before. It came in a box which was packed in 1952. (image via AirCorps Aviation)

The fuselage has been moved to another area of the workshop to make room in the woodworking area for restoring the wing center section and the horizontal stabilizer. (image via AirCorps Aviation)

This is a view from the rear of the tailwheel mount. (image via AirCorps Aviation)

A side view of the tailwheel mount. (image via AirCorps Aviation)

An original AT-10 abbreviated pilot’s checklist card and case are mounted to the side of the throttle console. (image via AirCorps Aviation)

The other side includes navigation and frequency information for Freeman Army Airfield near Seymour, Indiana. (image via AirCorps Aviation)

Vertical Fin​

Project manager Aaron Prince finished the vertical fin’s internal structure. After completing this task, he had to cut and shape the skins so that they conformed to the fin’s structure; the compound curvature near the top of the rudder was especially challenging.​

The rudder hinges have been installed. (image via AirCorps Aviation)

A skin section is soaked in ammonia and water to make it sufficiently pliable for forming over the curved sections. (image via AirCorps Aviation)

After drying, the curve induced by the soaking and forming process is visible in this vertical stabilizer skin. (image via AirCorps Aviation)

The compound curvature is clearly visible in this concave side of the vertical stabilizer skin. (image via AirCorps Aviation)

Epoxy coats the areas of the skin which will not have glue applied. (image via AirCorps Aviation)

The left side skin has been permanently glued to the
vertical fin frame. (image via AirCorps Aviation)

The gluing strips help hold the skin tightly in place while the epoxy hardens. (image via AirCorps Aviation)

Aaron has glued on the second skin and used nailing strips to hold it in place. (image via AirCorps Aviation)

The vertical fin structure is essentially complete in this image, needing only another hinge and its fabric covering. (image via AirCorps Aviation)

Here is the vertical with the rudder frame attached. (image via AirCorps Aviation)

The fin and rudder are in place on the fuselage as the fit is checked. (image via AirCorps Aviation)

Here is a view from the left side of the fin and rudder sitting on the fuselage. (image via AirCorps Aviation)

It is great to see the main fuselage with the tailcone, fin, and rudder in place. (image via AirCorps Aviation)

---

Want to get involved? ​

AirCorps Aviation is constantly looking for new technical material related to the AT-10. Due to the rarity of this aircraft, and the relatively low number produced, acquiring engineering drawings, parts catalogs, maintenance manuals, and other documentation has been much more difficult than with our past restorations. If you have any AT-10 material or know someone who does, the team would love to hear from you!

Be a part of helping the AT-10 return to the skies! Contact Ester Aube, by email or phone [email protected] or 218-444-4478

Furthermore, should anyone wish to contribute to the Cadet Air Corps Museum’s efforts, please contact board members:​

Brooks Hurst: phone: +1 816 244 6927, e-mail: [email protected] Todd Graves: e-mail: [email protected]

Contributions are tax-deductible.​

---

And that’s all for this edition of the AT-10 Restoration Report. Many thanks to Chuck Cravens and AirCorps Aviation for this article.​

Read more on this...

 

[DaveM]

Catch the Magic of Classic Airplanes and Rare Cars

Kick off the summer with the whole family at the 6th annual Detroit’s Invitational Wings & Wheels presented by the Michigan Flight Museum on June 22nd, 2024. The festival-like atmosphere is located at the Roush Aeronautics Center located at 48075 Tyler Road, Belleville, MI 48111 starts at 2 pm and concludes at 6 pm. Stroll among rare automobiles including a 1949 Hudson Commodore, the 1970 Johnny Lightning from the Indianapolis Motor Speedway Museum, and a 1994 Dodge Viper in a one-year-only color combination. In total, there will be 100 unique vehicles ranging from 1910 through 2017 models along with an unusual 1948 Whizzer Model J Pacemaker, which looks like a motorized bicycle.

Along with whimsical vehicles that remain on the ground, spectators will also gaze upon some 25 vintage aircraft including a World War II-era bomber, the B-25 Georgie’s Gal, and a Korean/Vietnam-era Fairchild C-123K Provider called Thunderpig, which is the only flying version of this aircraft in the world. If flight is your fancy, you’ll be able to take a ride on a Huey Helicopter and experience the exhilarating rush of wind in your face with the doors wide open and the “whomp, whomp” iconic sound of the Huey.

Kids will enjoy activities designed for them including pedal cars and planes, art easels, building blocks and a live eagle from the Michigan Avian Experience. A variety of delicious food and refreshing beverages are available onsite. Tickets are cheaper in advance and children ages 15 and younger are free! See details at Wingsandwheels - Michigan Flight Museum.

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

Read more on this...

 

[DaveM]

2024 Shuttleworth Military Weekend

By Nigel Hitchman

On June 2nd another excellent airshow took place at the Shuttleworth collection, this time the theme was military aircraft, though a few civilian aircraft were displayed. The weather was excellent, although too much of a blustery crosswind for the Edwardians. The display started with the jewel of the collection, the de Havilland DH88 Comet Racer which displayed on return from its display at Duxford, but as seen several times when compared to the Duxford show I had attended the day before, a much closer display and with the sun on it, rather than looking into the sun at more distant displays at Duxford.​

Second was the first of quite a few visiting display aircraft, the Fighter Aviation Engineering Republic P-47D Thunderbolt, superbly flown by Steve Jones making full use of the two display axis curving around the crowd line at Shuttleworth, after an energetic start with a big loop, he slowed it down and showed us the P-47 from every angle with some great topside passes too, one of the best displays by a visiting pilot I’ve seen at Shuttleworth.​

Post-war trainers were next with the Avro XIX, Percival Provost, and de Havilland Chipmunk displaying with some nice passes by the Avro XIX and Provost in formation while the Chipmunk gave an aerobatic display overhead and then some passes with the Provost and Chipmunk together.​

We should have had two visiting German World War I aircraft together next, which I don’t think has happened for quite a few years at Shuttleworth, but sadly the WWI Heritage Trust Albatross D.Va (a very original replica built by TVAL in New Zealand) had a magneto problem grounded the aircraft. Nevertheless, Will Greenwood gave a nice display in his Fokker Dr.1 Triplane replica, before being “shot down” by Shuttleworth’s Sopwith Triplane.​

Another highlight was the newly restored Schweizer TG-3A from the Gliding Heritage Center at Lasham. These World War II training gliders were built to train Army Air Force pilots to fly the Waco CG-4 Hadrian and other transport gliders used on D-Day. The TG-3A was once suspended from the ceiling in the American Air Museum at Duxford, but was removed from display a few years ago and has now been restored to fly by the Gliding Heritage Center team. They don’t have a trailer big enough for it, so it was towed behind a Piper Super Cub from Lasham to Old Warden and then back again after its display, that’s going to be at least 80 miles each way, quite a trip.​

A very nice display from Shuttleworth’s Polikarpov Po-2 filled in while the TG-3A was being towed aloft and then this was followed by the “Gazelle Squadron” flying 4 Westland/Aerospatiale Gazelles representing Navy, Army, and Air Force plus the Empire Test Pilot School, they have been displaying for ten years now and always do a good job with their four-ship formation and tail chases and opposition passes.​

The next display included the Shuttleworth Sopwith Pup and Avro 504. The Bristol M1C was scheduled to fly as well, but it was aborted due to an engine issue. Something different was display by two Austers, Simon Tilling’s WWII veteran Taylorcraft Plus D/Auster 1 LB375/G-AHGW and Kevin Hale’s 1946 Auster AOP.6 TW536/G-BNGE​

Shuttleworth’s Hawker Tomtit gave a spirited display while the EoN Primary glider was towed up ready for a short demonstration as it glided down to earth, always amazing watching this fly with the pilot perched out on his completely exposed seat in front of the wing. Shuttleworth’s combat veteran RAE SE5A gave an excellent display as usual.

The highlight for many was the Shuttleworth debut of JERSEY JERK the CAC CA-18 (P51D) Mustang of Fighter Aviation Engineering which looked superb in the late afternoon sunshine, having done its first UK display at Duxford the day before.​

Then came the big set piece with six aircraft taking to the skies together to give us a mini Balbo with two three-ship formations following each other the first with the Spitfire, Hurricane, and Gladiator and the second with the Avro XIX, Lysander, and Provost, they looked great together, although a pity they did their pass from right to left, rather than the visually much better left to right pass curving around the control tower flying towards the sun as done so well by the Mercury formation at the previous show.​

The Avro XIX and Provost then split up for a pairs display while the Lysander joined the Spitfire, Hurricane, and Gladiator for a Missing Man tribute to Squadron Leader Mark Long of the Battle of Britain Memorial Flight who sadly died at the controls of Spitfire Mk LF IXe MK356, a D-Day veteran, the previous week. Unfortunately, the Gladiator didn’t catch up with the formation in time for the Spitfire pull up which was well before the formation reached the crowd.

Each aircraft then gave individual displays in what was by then perfect lighting, the Hurricane display was particularly good, really showing off the aircraft well.​

With it too windy for the Edwardians, the display was completed by the Hawker Cygnet, Don Cashmore’s faithful replica of Sydney Camm’s original design which competed in the Royal Aero Club Light airplane competitions at Lympne in 1924-26 doing very well winning the handicap race in both 25 and 26.

Another great Shuttleworth display with several interesting visiting aircraft complimenting the fabulous Shuttleworth collection aircraft that were flown. The next display is the Festival of Flight which is a three-day event including a vintage fly-in with a short evening display on Friday 28 June and full afternoon displays on 29 and 30th.​

Read more on this...

 

[DaveM]

B-29 Doc History Restored Tour is Coming to Stillwater, OK

PRESS RELEASE

The B-29 Doc History Restored Tour will land in Stillwater, OK, June 20-23, 2024.

B-29 Doc, one of 1,644 B-29 Superfortress aircraft built by the Boeing Company in Wichita, KS, during World War II, will be available for ground and cockpit tours, as well as B-29 Doc Flight Experience rides during the tour stop in Stillwater.​

B-29 Doc Flight Experience tickets are on sale now at www.b29doc.com/rides. Ground and cockpit tour tickets will be available for purchase on the days of the event at the gate. While the aircraft is on the ground, visitors will be able to climb inside the cockpit through the forward bomb bay to get a look inside one of only two B-29 Superfortresses still airworthy and flying today.​

[Photo by Nick Chismar]

“B-29 Doc provides a unique experience for people to climb inside one of only two remaining B-29 Superfortress bombers and learn about the technological marvel that helped deliver victory to the Allied Forces during World War II,” said Josh Wells, B-29 Doc executive director. “Our mission is to honor the legacies of the Greatest Generation and the stories of those who designed, built, flew, and maintained these historic warbirds to protect freedom.”​

BOOK YOUR SEAT TODAY!​

• 06/22/2024: 9:00 am Flight
• 06/22/2024: 11:00 am Flight
• 06/23/2024: 9:00 am Flight
• 06/23/2024: 11:00 am Flight

“We are excited to welcome “Doc” and crew to Stillwater Regional Airport,” Brandon Ingham, airport operations supervisor said. “It is truly an honor and privilege to host such a storied aircraft and its dedicated team who keep it airworthy. It will be a humbling experience to share our airport with the B-29 Superfortress, one of the most iconic aircraft in American history. We look forward to an incredible weekend and invite everyone to join us.”

Event Details for the B-29 Doc History Restored Tour in Stillwater, OK

B-29 Doc will arrive at Stillwater Regional Airport on June 20, and will be available for ground and cockpit tours Friday, June 21 from 10 a.m. to 4 p.m. B-29 Doc Flight Experience rides will be available Saturday and Sunday, June 22 and June 23 at 9 a.m. and 11 a.m. both days, followed by ground and cockpit tours from 12:30 p.m. to 4:30 p.m. Ride flight tickets are on sale now via www.b29doc.com/rides. 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.​

Read more on this...

 

[DaveM]

B-52 and C-17 Highlight U.S. Air Force Materiel Command Aircraft for EAA AirVenture Oshkosh 2024

PRESS RELEASE

The massive B-52 bomber and C-17 Globemaster highlight the confirmed aircraft representing the U.S. Air Force Materiel Command (AFMC) during the EAA AirVenture Oshkosh annual showcase of Air Force commands. The 71st edition of the Experimental Aircraft Association’s fly-in convention is July 22-28 at Wittman Regional Airport in Oshkosh.

The five airplanes displayed on Boeing Plaza will exhibit the mission of the Materiel Command, which handles the discovery, development, and testing of weapons systems used by the Air Force on all of its aircraft. Those aircraft include:

B-52H Bomber Stratofortress – The B52H is a long range, strategic bomber that can trace its origins all the way back to 1945. The bomber can carry up to 80,000 pounds of ordinance and has a combat-range of up to 8,800 miles. This aircraft is based out of Edwards Air Force Base in California.​

B-52 Flyover. Photo via EAA

F-15EX Eagle II – The F-15EX is a variant of the F-15E “Strike Eagle,” designed to further improve upon and update the F-15E, including better avionics and a revised wing structure that increased service life to 20,000 hours.​

An F-15EX Eagle II from the 85th Test and Evaluation Squadron, 53rd Wing, takes flight for the first time out of Eglin Air Force Base, Fla., April 26, 2021, prior to departure for Northern Edge 2021. The F-15EX brings next-generation combat technology to a highly successful fighter airframe that is capable of projecting power across multiple domains for the Joint Force. (U.S Air Force photo by 1st Lt Savanah Bray)

C-17 Globemaster III – The C-17 is a large cargo airplane, capable of airlifting heavy-duty military equipment and has been used to aid in humanitarian efforts in the aftermath of numerous natural disasters. Each of the four Pratt and Whitney engines produce 40,400 pounds of thrust, leading to an operational range of nearly 3,000 miles.​

C-17 in Takeoff. Photo via EAA

Beechcraft C-12 Huron – The C-12 is the military designation for a series of twin-prop aircraft based on the Beechcraft 1900 and Super King Air. C-12 aircraft are used for various purposes such as light cargo transport, embassy support, and medical evacuation.​

C-12 Huron

X-40 Space Maneuver Vehicle – The X-40 is an unmanned, unpowered glide test vehicle created as a test platform for the X-37 Future-X reuseable launch vehicle. It was originally created by Boeing and was then transferred to NASA, which modified it to conduct further testing. The X-40 will be on display along with a B-52 munitions display inside a tent adjoining Boeing Plaza.

The AFMC will be bringing a large number of personnel who will describe their mission and plans for the future. The AFMC will also be featured during an evening program at the Theater in the Woods on July 27, where the focus will be test pilot school and the impact on global aviation.

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.​

Boeing Plaza at EAA AirVenture Oshkosh. (image via EAA)

Read more on this...

 

[DaveM]

South Korean Air Force Retires The Mighty Phantom

Although the McDonnell Douglas F-4 Phantom II is technically not a warbird yet, we at Vintage Aviation News feel that almost anything related to the mighty smoking Rhino deserves coverage (Click HERE for previous articles), and we felt sure our readers would be interested in hearing about events last week in Korea.

On June 7th, South Korea, one of the last four nations operating the classic F-4 Phantom, formally retired the Cold War-era fighter today. During the decommissioning ceremony, the Republic of Korea Air Force (ROKAF) granted an “honorable discharge” to its final Phantoms, which had played a crucial role in the nation’s defense for 55 years. The event also highlighted the Air Force’s future, featuring participation from the F-4’s successors, including the F-35A stealth fighter. Ultimately, the locally developed KF-21 will also replace the Phantom.​

The event was so emotionally intense that several former ROKAF Phantom crew members in attendance were seen shedding tears. Image via ROKAF

The decommissioning ceremony was held at Suwon Air Base in northern Gyeonggi province, presided over by South Korea’s Minister of National Defense, Shin Won-sik. The event was attended by numerous military leaders, both past and present, as well as former pilots and maintenance crew who had served with the ROKAF F-4.​

More than half a century ago, South Korea became the fourth country to acquire the Phantom, following the United States, the United Kingdom, and Iran. In total, South Korea operated 187 Phantoms in three versions.

The ROKAF initially received 18 F-4Ds, funded by $64 million in special military aid from the U.S. government. Training for aircrew and maintainers began at Davis-Monthan Air Force Base, Arizona, in 1968. The first six F-4Ds arrived at Daegu Air Base on August 29 the following year, after a 7,500-mile ferry flight across the Pacific from McClellan Air Force Base, California, with refueling stops in Hawaii, Guam, and Okinawa.​

Lt. Col. Kang Shin-koo waves from the cockpit of his F-4D after arrival at Daegu Air Base on August 29, 1969. Image via ROKAF

In Korean service, the F-4 was nicknamed Dokkaebi, after a goblin from Korean mythology and folklore, though the Spook motif was also widely used. To commemorate the retirement, new versions of the Spook were created: one wearing a traditional Korean red scarf and flag, and another with the helmet of a Joseon Dynasty warrior, holding an AGM-142 Popeye missile.​

The first ROKAF Phantom squadron, the 151st Fighter Squadron, was formally established at Daegu on September 23, 1969. The 152nd, 153rd, and 159th Fighter Squadrons followed, making Daegu the Korean Phantom’s primary home base.

On May 9, four F-4Es honored the famous ‘Pilseung Squadron’ with a flight over notable locations in South Korea, including the air bases at Suwon, Cheongju, Chungju, and Daegu. The flight over Sacheon was joined by two KF-21s, symbolizing the future of the ROKAF’s fighter force. One of the F-4Es had its original jungle camouflage restored, while two others featured the Phantom’s iconic ‘Spook’ emblem on their fuselage sides, along with the commemorative inscription “From the hands of the people, by the heart of the people.”

Despite life-extension initiatives, such as airframe strengthening that allowed the F-4 to exceed its original design life of 4,000 hours, time has finally caught up with the Phantom. Following Japan’s retirement of its F-4s in late 2020, Iran remains the largest Phantom operator. Within NATO, only Greece and Turkey each maintain a single squadron of these jets.​

1969年から55年間にわたり運用されてきた韓国空軍のF-4ファントムは、本日をもって退役を迎えました

#PhantomFriday#PhantomPhriday#PhantomForever#PhantomPhorever pic.twitter.com/VcQFbYHw48

— 中野耕志 / Koji NAKANO (@JETBIRDER) June 7, 2024

Read more on this...

 

[Vector]

F4’s were still active in the U.S. Navy when I started in 1977, no other jet made such a great sound.

 

[DaveM]

Planes of Fame’s P-47G Under Overhaul

By Adam Estes

Even on a quiet day flying-wise, mechanics at the Planes of Fame Air Museum (POF) in Chino, California are always working on something. One of their largest ongoing projects is an extensive overhaul of the museum’s Republic P-47G Thunderbolt, which has flown for decades with the museum, and once this complete and thorough overhaul is finished, it will continue to do so for years to come.​

The museum’s Thunderbolt is different from other currently existent P-47 Thunderbolts, not only in the fact that it is not one of only three ‘Razorback” models left in airworthy condition, but that it did not emerge from the factories of Republic Aviation at either Farmingdale on Long Island, New York or Evansville, Indiana but was instead one of the 354 examples produced under license by the Curtiss-Wright company in Buffalo, New York. With the cancellation of the Curtiss P-60 fighter, Republic and Curtiss retooled the facilities intended for P-60 production for the production of P-47Gs, as the Curtiss-built Thunderbolts were designated.​

P-47G 42-25254 as found by Edward T. Maloney at the Cal Aero Technical Institute, Grand Central Airport, Glendale, CA (Planes of Fame Air Museum)

The P-47G was based on the “pre-bubble top” Thunderbolts such as the C and early D models (production of “bubble top” canopies on P-47Ds only started with the D-25 subvariant), and were largely kept stateside with training units to familiarize pilots with the P-47 before being deployed overseas into combat or with squadrons assigned to protect the continental United States. These assignments certainly did not receive the same coverage as their colleagues in combat but were just as vital to the American war effort. It is interesting to note that many more aircraft assigned to stateside duties were preserved after the war than those that were sent overseas, which were often scrapped in the immediate aftermath of the war, or even abandoned to the elements in remote regions of the Pacific.

Upon emerging the Curtiss facility, POF’s P-47G, USAAF #42-25254, was assigned to the 507th Fighter Group (FG), 464th Fighter Squadron (FS), at Dalhart Army Airfield in the Texas Panhandle. After the war, the aircraft was sold as surplus and used as an instructional airframe at the Cal-Aero Technical Institute at Grand Central Airport in Glendale, just north of downtown Los Angeles.​

Walker Bud Mahurin taxis the Planes of Fame’s P-47G after a successful demonstration flight (Aero Series 6, Republic P-47 Thunderbolt, by Edward T. Maloney and Uwe Feist)

Established in 1923, Glendale Municipal Airport (later renamed Grand Central Air Terminal- GCAT) was one of the busiest airports in Los Angeles during the 1930s, with aviation luminaries like Charles Lindbergh, Amelia Earhart, Jack Northrop, and Howard Hughes being well-acquainted with the field. GCAT was also used in numerous aviation films of the 1930s. During World War II, the field was home to the Cal Aero Technical Institute and used purely for military purposes, especially for training mechanics in servicing aircraft. After the war, general aviation resumed at GCAT, but with the growth of Mines Field (now Los Angeles International Airport) and the postwar development of other industries and residential areas in Los Angeles, GCAT soon began to wither and by 1959, the airport would close for good.

A young collector named Edward T. Maloney purchased four aircraft in total from Cal Aero before it closed. These included a P-51A, P-63, Me 262, and the P-47G.​

Planes of Fame’s P-47G 42-25254 painted as “Penrod and Sam,” the last P-47 flown in combat by 56th FG ace Robert S. Johnson (San Diego Air and Space Museum Archives

Maloney stored the Jug at his family home until he opened his now world-famous air museum in Claremont, California in 1957, then simply called The Air Museum. It would not be until 1963, though, with the move from Claremont to Ontario Airport that the P-47 would return to the skies and was flown in several air shows throughout the 1960s. Following a forced landing in 1971, the aircraft was restored to flight status in 1985 and has participated in POF events ever since. From flying demonstrations held on the first Saturday of any given month to the large airshows held at Chino Airport and other venues across the western United States.​

Over the decades ‘254 has sported several paint schemes, including Miss Behave during the late 1960s, Penrod and Sam during the early 1980s, and the last P-47 flown in combat by Robert S. Johnson, who’s 27 victories made him the second-highest scoring American ace in Europe, second only to a fellow member of Zemke’s Wolfpack– Francis “Gabby” Gabreski. The fighter’s most famous scheme however, was worn by the aircraft both in the early days of the museum and in recent years has been in the colors of Republic-built P-47D USAAF #42-8487, which was purchased through a fundraising effort by the citizens of Atlantic City, New Jersey to support the war effort. As a result, USAAF #42-8487 was christened Spirit of Atlantic City, N.J., and assigned to the 56th FG, where it was flown by Walker “Bud” Mahurin, who scored 19.75 victories while flying with the Wolfpack.​

P-47D “Spirit of Atlantic” City, N.J. before its shipment to Europe (Aero Series 6_ Republic P-47 Thunderbolt, by Edward T. Maloney and Uwe Feist)

While Mahurin flew other P-47s during his time in Europe, Spirit of Atlantic City was the most famous example he flew. On March 27, 1944, Mahurin participated in the shootdown of a Dornier Do 217 heavy fighter, but was hit by fire from the Dornier. Forced to bail out over Nazi-occupied France, Mahurin was rescued by members of the French Resistance, who kept him concealed from the Germans until he could be flown back to Britain on the night of May 6-7, 1944 in an RAF Westland Lysander. Because of knowledge of the French Resistance’s operations, Mahurin was transferred to the Pacific where he scored one additional victory.​

Walker Mahurin emerges from the cockpit of his P-47 (American Air Museum in Britain)

Mahurin, however, would see further combat in the skies above Korea at the controls of an F-86 Sabre, sharing credit for a further 3.5 MiG-15s. However, Mahurin was shot down by North Korean ground fire during a strafing run on May 13, 1952. After crash-landing his Sabre, where he broke his arm in the crash, Mahurin was captured and subjected to sixteen months of physical and psychological torture. At one point, in 1953 after the armistice ending the fighting had been signed, he was forced to make a confession that American forces had committed war crimes against North Korea while his captors withheld information from him that an armistice had been reached. When he was finally returned to freedom, Mahurin provided valuable information on brainwashing techniques to the Air Force.

Retiring from the Air Force in 1956, Mahurin worked in the aviation industry and was also one of POF’s first pilots and flew ‘254 and several other aircraft on numerous occasions. While the aircraft is currently only partially in the markings of Spirit of Atlantic City, there is a possibility that the aircraft could return to these or any other colors.

On June 8, 2024, the museum removed the Pratt & Whitney R-2800 and shipped it to Anderson Aeromotive in Grangeville, Idaho. Anderson has a well-earned reputation as one of the finest workshops for radial engine overhauls, and it will no doubt return to Chino in better-than-new condition. Meanwhile, the fact that the P-47 remains on public display during the overhaul also grants visitors unprecedented access to the internal bays of the fuselage, where the Thunderbolt’s turbo-supercharger is installed. The Thunderbolt was practically constructed around its turbo-supercharger and is largely responsible for the fighter’s large profile and its “Jug” nickname.​

P-47G before the removal of its engine (Craig Bryant)

The warbird community has always had its fair share of enthusiasts eager to see an aircraft return to the skies. The mechanics and pilots at Planes of Fame are no different, but it takes a lot more than eagerness to get a aircraft flying, let alone something as complex as a P-47. When the aircraft is ready, the roar of that Double Wasp at an upcoming museum event.​

The P-47G’s R-2800 is pulled away from the engine mounts, with Planes of Fame pilot and mechanic Robbie Patterson at the controls of the forklift, and Steven Hinton (second from left) giving directions. (Photo by Craig Bryant)

Read more on this...

 

[DaveM]

AeroLegends’ MJ444 Special Event

On Thursday, June 6th, MJ444 took to the skies for her first post-restoration flight at Duxford, coinciding with the 80th anniversary of D-Day. The flight went smoothly, and testing is ongoing as of now. All signs indicate that MJ444 is an outstanding aircraft, with the Merlin 500 engine providing exceptional performance—earning it the nickname ‘rocket ship’!​

It’s done—MJ444 is back in the sky where she belongs. It’s fitting that whenever we see her flying, we take a moment to remember the brave young Canadians who once piloted her. They fought—and in two cases, died—for freedom, far from their homeland, and they should never be forgotten.​

One of the last tasks before MJ444’s first post restoration flight was to add the 403 Squadron wolf nose art to the port engine cowling (Photo Martin Overall)

After the disappointment of canceling the ‘First Flight’ event at Duxford on April 25th, AeroLegends invites the public to a special event at Headcorn Airfield on Saturday, July 13th, 2024, at 18:00 hours. People will gather in the Aero Legends Dispersal Hut before witnessing MJ444 being put through her paces by their pilots. It promises to be a fantastic event, so please confirm your attendance by emailing Peter Hall ([email protected]) by Saturday, July 6th, 2024. For more information, visit www.aerolegends.co.uk​

Read more on this...