Warbird News

[DaveM]

Macchi Fighters Survivors

Precious few Macchi fighters have survived intact and are on display today. In total, just seven of these proud Italian fighters are preserved in museums- two C.200 Saetta, two C.202 Folgore, and three C205 Veltro. Of these, two aircraft were captured by American troops and are preserved in the United States while the other five are preserved in their home country. Macchi Fighters Survivors is part of a larger editorial work by Luigino Caliaro titled Macchi Fighters: C.200 Saetta, C.202 Folgore, C.205 Veltro. This stand-alone monograph covers the development, production, technical details, and operations of these variants.

C.200 Saetta MM 8146, National Museum of the U.S. Air Force, Dayton, Ohio​

This fighter belonged to the 19th series produced by Breda in 90 aircraft in 1942, it was delivered to the Regia Aeronautica Italiana (Royal Italian Air Force- RAI) in June 1942 and assigned to the 372nd Squadron of the 153rd Autonomous Group at the Turin-Mirafiori Airport and subsequently transferred to North Africa where it was assigned to various other squadrons and ultimately at K3 airfield in Benghazi, Libya in November 1942. Captured by the Americans, it was shipped to the United States and displayed at numerous events and exhibitions, towards the end of the 1940s the Saetta was donated to the city of Worcester, Massachusetts.​

The wreck was purchased by a private individual who exhibited it outdoors until 1964 when he sold it to the Bradley Air Museum (New England Air Museum today) in Windsor Locks, Connecticut. At the end of the eighties, for financial reasons, the museum sold it to Jeet Mahal, a collector of artifacts for US museums who in 1989 contacted AerMacchi (Now Alenia AerMacchi) for the restoration. Thanks to the support of the Italian association A.R.E.A, the Italian company began the restoration work on the fighter at the beginning of 1990, which proved to be particularly complex considering the condition of the aircraft. However, thanks to the availability of the technical documentation and with the enthusiastic support of other volunteers and associations the aircraft was officially presented to the public on December 12, 1991, at the Venegono airport, home base of AerMacchi. Nearly a year later, the Saetta was put on display at the National Museum of the U.S. Air Force in Dayton, Ohio. Although slightly different from the original paint scheme, the aircraft was restored with the original codes of aircraft 372-5 MM (Matricolo Militare, Italian for Serial Number) 8146 aircraft, the same codes applied when it was recovered on the Benghazi field by the allies.

AerMacchi C.202 MM91981, National Air and Space Museum Smithsonian Institution, Washington, DC​

Subject to a recent article by Adam Estes (click here), this Macchi C.202, which is on display at the National Air and Space Museum Smithsonian in Washington, DC, appears to be the world’s only completely intact and original C.202 Folgore.

Captured in Africa by American troops, it was transferred to the US and subjected to a series of flight evaluations in September 1945 by the pilots of the Army’s Air Technical Service Command at Wright and Freeman fields. Thanks to recent research by Italian historian Giovanni Massimello, the true identity of this fighter has been documented.

The fighter is AerMacchi MM91981 which was assigned to the 356th Squadron of the 21st Fighter Group (FG) with the individual code 356-8 and was captured by the Americans in good condition at Sciacca airport. After being used and repainted with the upper surfaces in a sand color, the American badges and baptized as Wacky Macchi, by some pilots of the American 31st FG. Upon being shipped to Wright Field in Dayton, Ohio the C.202, coded FE300, was used with approximate Italian colors and insignia until April 1946 with the code FE300 (later FE498) before being placed in storage.

In 1974, the then curator Albert C. Mikesh contacted AerMacchi and the SMA to obtain documentation for its restoration for public display. At the end of the works, in 1975, the fighter was exhibited with the colors of the C.202 “90-4”, a fighter belonging to the 90th Squadron of the 10th Group, 4th Wing when it was operational in Libya in the summer of 1942. Bizarrely it was applied the MM9476 (belonging to a fighter of the IX Series assigned to the 54th Wing, while originally the C.202 90-4 had the MM7795 belonging to the II Production Series). Again, to read the story of this fighter, read Adam Estes’ “The Smithsonian’s Italian Thunderbolt.”

Breda AerMacchi C.200 “Saetta” MM 5311, MUSAM- Museo Storico dell’Aeronautica Militare – Vigna di Valle (Roma)​

Preserved at the Museo Storico dell’Aeronautica Militare (Italian Air Force Museum- MUSAM) in Vigna di Valle, this C.200 was assigned to the 93rd Squadron of the 8th Group and after the Armistice, the non-airworthy fighter was assigned to a technical school as an instructional airframe. A peculiarity of the aircraft is that it is equipped with wings with a sharp leading edge, typical of the first examples of construction. In 1961, the aircraft was recovered by the Air Force to be exhibited at various demonstrations and events organized by the Historical Museum. In September 1975 it was temporarily painted as 92-01 to commemorate the activity of the 8th Group on the occasion of the 50th anniversary of the establishment of the 2nd Wing.​

Subjected to a further restoration in Lecce at the III Aircraft Technical Department in 1976, it emerged with the livery of a C.200 used by the 359th Squadron of the 22nd Autonomous Group which operated in Russia. The paint scheme was only partially correct, but it was corrected it in 1995, thanks to the work of the personnel of the 51st Stormo that restored the aircraft by applying a faithful livery belonging to a wartime Saetta of the 369th Squadron of the 22nd Gruppo Autonomo.



Breda AerMacchi C.202 MM 9667 – MUSAM- Museo Storico dell’Aeronautica Militare – Vigna di Valle (Roma)

Also displayed at MUSAM, this second C.202 was delivered in March 1943 to the 86th Squadron of the 7th Group/54th Stormo and the 208th Squadron of the 101st Group 5th Wing of the Co-Belligerent Regia Aeronautica in spring 1944. In December 1946 this Folgore was assigned to the 3rd Group of the Flight School of Lecce, with the individual code “63”, until it was stricken in 1948. Subsequently, the aircraft was assigned, first to the Naval Academy of Livorno and then to the Department of Aerospace Engineering of the University of Pisa. In the 1970s the aircraft was recovered by the Collection and Restoration Center of the MUSAM which sent it to Lecce to be restored by the III R.T.A. Today the Folgore is painted to represent the personal aircraft of Lt. Giulio Reiner, commander of 73rd Squadron of the 9th Group of the 4th Wing, based at Fuka Airport in July 1942.

Unfortunately, the various restoration tasks were not carried out with the utmost fidelity, and today the aircraft presents some substantial differences compared to the original fighter. One of the most visible defects is given by the propeller spinner which was poorly reproduced, thus altering the original sleek line of the fighter. Another problem is located in the wings, which were missing when the aircraft was recovered. To proceed with their reconstruction, a left-half wing of a C.200 was recovered at the AerMacchi factory which was used as a pattern for the reconstruction of the right wing. The rounded leading edge was correctly fitted but the ailerons were not modified and remained the ones of the C.200. Furthermore when reproducing the missing wing, it was not taken into account that originally the Macchi wings had different lengths to counteract the torque effect generated by the rotation of the propeller and therefore the current wingspan of the Folgore is about twenty centimeters shorter than to what it should have been.​

Breda AerMacchi C.202/205V “Veltro” MM 9546, MUSAM- Museo Storico dell’Aeronautica Militare – Vigna di Valle (Roma)

The MUSAM is also home to one of the 100 C.202s that was subsequently converted to the C.205 standard. Originally in service with the 81st Squadron of the 6th Group, 1st Wing, this Veltro was taken over by the 155th Group of the 51st Wing following the Armistice. After various further assignments to squadrons of the Cobelligerent Air Force, it was damaged in Albania on September 15, 1944, with Sergeant Major Moressi of the 93rd Squadron of the 8th Group, 5th Stormo. Once repaired, it remained in service until May 1948 it was assigned to the 3rd Group of the Lecce Flight School, where it remained until December 1949, when it was sent to Macchi for conversion to a C.205 Veltro due to a possible acquisition by Egypt. When that order failed to materialize it was returned to Lecce where it remained until its retirement on July 1, 1952.

Exhibited at the Turin Flight Museum without livery and with only the tricolor roundels, it was subsequently transferred to Vigna di Valle, restored for the first time by the 3rd RTA of Lecce and in February 1994 by the specialists of the 4th RMV of Grosseto, who painted it with the livery of a Veltro of the 97th Squadriglia of the 9th Group of the 4th Stormo, with the codes 97-2 and with the original MM. 9546.



Breda AerMacchi C.202/205V “Veltro” MM 91818, Museo Nazionale della Scienza e della Tecnologia – Milano​

The C.205 exhibited at the Museo Nazionale della Scienza e della Tecnologia (National Museum of Science and Technology) in Milan also appears to be the conversion of a C.202, MM91818 to be specific. Following an initial posting to the 386th Squadron of the 21st Group of the 51st Stormo, it was assigned to various squadrons of the 4th Wing and then to the 209th Squadron of the 102nd Group of the 5th Wing. In 1946, it was assigned to the 3rd Group at the Lecce Flight School, where it operated until July 1, 1948. Like the previous C.205, this fighter was also part of the failed Egyptian order and was returned to the Lecce Flight School. After its retirement from active duty in the early 50s, the aircraft was assigned to the to the “Malignani” Technical Institute where the engine was reportedly run by students on a regular basis. In 1980, the aircraft was recovered by Macchi and turned over to a group of elderly specialists and technicians with the task of returning it to airworthy status. It was a particularly complex project where many components had to be built from scratch, but thanks to the support of other aeronautical companies such as FIAT Avio, which overhauled the engine, Oleodinamica Magnaghi, Itala and Secondo Mona, the dream of many enthusiasts finally came true when the Veltro took to the skies again on September 26, 1980.

The civil registration l-MCVE was applied to the aircraft and the camouflage chosen for the aircraft was similar to that of the C.205 of the 4th Wing which, piloted by Maj. Carlo Maurizio Ruspoli. In the following months the C.205 was proudly exhibited at numerous air shows in Italy and abroad by Macchi test pilots Cecconello and Durione, but unfortunately the fighter was seriously damaged in a take-off accident on July 23, 1986. The C.205 has been repainted as MM9327 (81-5) belonging to the 81st Squadron of the 6th Group 1st Wing in May 1943. However, the livery is not exactly correct, since that serial number corresponds to a Veltro of the 1st Series without the wing cannons.​

AerMacchi C.205V “Veltro” MM 92166 – LEONARDO – Aermacchi -Venegono Superiore (VA)

This aircraft is the only original C.205 and it’s currently displayed at the entrance of the Aermacchi office building in Venegono (VA) now Leonardo. However, its true origin is in doubt since the fuselage denotes some characteristics typical of the C.202 Folgore, such as a fixed tail wheel and radio access panel of the same shape as those of a late C.202. Nonetheless, taking the serial number 92166 as valid, this Veltro was delivered to the Regia Aeronautica on July 15, 1943, and assigned to 360th Squadron and 378th Squadron of the 155th Group of the 51st Wing with the individual code 378-2. Historical research indicates that this C.205 shot down an American P-40 fighter on July 22, 1943, and on August 2, 1943, Lieutenant Dini intercepted a claimed B-26 Marauder off Capo Carbonara in Sardinia.​

After the Armistice, it was assigned to the 51st Wing until its transfer to the Lecce Flying School in the spring of 1945. Retired in 1959, MM92166 was exhibited at various airshows in a metallic finish without insignias. In 1973, the aircraft was sold to the National Museum of Science and Technology in Milan. It was preserved in the new Air and Sea Transport pavilion sporting the bare aluminum fuselage and still with the pods under the wings. In 1988, an agreement was signed between Macchi and the Museo Nazionale della Scienza e della Tecnologia of in Milan, for the exchange of the museums’ respective Macchi C.205, with Macchi obtaining this only Veltro built at its factory. Following the exchange, the fighter was subjected to a thorough overhaul and restored to airworthy status, but it’s never again seen air under its wings.​

AerMacchi C.200 “Saetta” MM not identified, Museo Aeronautico “Gianni Caproni” – Trento

The Gianni Caproni Aeronautical Museum in Trento has a pair of fuselage sections, recovered from an aviation enthusiast in Bologna in the early 70s, having purchased them from the University’s Faculty of Aeronautical Engineering. After being offered to AerMacchi, the wrecks were purchased by the Caproni Museum.

Although the identity of the aircraft remains unknown, it is hypothesized that it could be one of the two C.200s of the 8th Group which were to be handed over to the Allies after the Armistice. It is presumed that during the transfer flight, one of the pilots made an emergency landing not far from his home in the Marche region. The dismantled fighter was hidden disassembled by the pilot and returned after the war to the Air Force which probably gave it to the local College’s Engineering Faculty. In 1992, in anticipation of its exhibition at the new headquarters of the Caproni Museum in Trento, an attempt was made to reconstruct the fuselage, but this was not possible due to the complexity of the work. The restoration work on the fuselage revealed the original codes of the aircraft, 91-4 relating to the 92nd Squadron of the 8th Autonomous Group in 1943. Further analysis revealed the individual number 86 which confirmed that the fighter was used by the 86th Squadron of the 7th Group of the 54th Wing. An important detail was the discovery of part of the 54th Wing’s badge, represented by a tiger’s head. After painstaking restoration work which started at the end of 2010 what remains of the aircraft was exhibited in the main hall of the Caproni Museum at the Trento Mattarello airport.​

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[DaveM]

Full Weekend of Events At Old Rhinebeck Aerodrome

Press Release

There’s a full weekend of events coming up at Cole Palen’s Old Rhinebeck Aerodrome, from old-timey baseball to a hangar dance and World War I living history!

Watch the Saugerties and Kingston Guard vintage base ball clubs play in old time fashion on our runway! The Museum will be open as well as our Field Gift Shop. Game admission is $10 per person and advance tickets are NOT required.

Biplane rides will be available after the game for $150 per person.

July 20th – Hangar Dance

Join us for an evening of dancing, music and fun in our Avro Hangar on the airfield! Light snacks will be available from Simply Gourmet and bar services (beer, wine and water) will be provided by On Cloud Wine Bar. The event will be held in our Avro Hangar on the airfield. Music starts in the hangar at 7pm so bring your dancing shoes!

Tickets are $75 per person and all proceeds benefit the Aerodrome. Can’t come but want to support? Buy tickets and note that you want us to give them to volunteers/staff members!​

The East Coast Doughboys will be onsite all weekend. [Photo via Old Rhinebeck Aerodrome]

All weekend – The East Coast Doughboys​

The renowned World War I living history team will be back at the Aerodrome this weekend. Since 2016 the Doughboys have been bringing history to life up and down the Eastern Seaboard from Maine to Virginia and are making a welcome return to Old Rhinebeck. Come take a glimpse back in time to witness the WWI experience — military and civilian — for yourself.

To keep up to date with the latest events at Old Rhinebeck Aerodrome visit their website.​

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[DaveM]

National Air and Space Museum Prepares For Opening of New WWI Gallery

By Adam Estes

Starting in 2015, the Smithsonian Institution’s National Air and Space Museum (NASM), located on the National Mall in the heart of Washington, D.C., has been undergoing the most extensive renovation in its history since the building’s opening on July 1st, 1976. In that time numerous aircraft, spacecraft, and other artifacts both large and small have been transported to the Steven F. Udvar-Hazy Center in Chantilly, VA for storage and evaluation before their return to downtown D.C. While half of the museum’s galleries have since been reopened since the fall of 2022, the remaining half of the museum is still a further two years from completion, but already iconic parts of the collection are returning from Udvar-Hazy and are being prepared for long-term display.​

Contractors and staff move the wings of the De Havilland DH-4 into temporary storage at the National Air and Space Museum in Washington, DC, February 15th, 2019. [Smithsonian photo by Mark Avino]

Among the new galleries set to reopen during this phase is a new iteration of the World War I aviation gallery, now titled World War I: The Birth of Military Aviation. In addition to several original WWI aircraft the gallery will also feature various uniforms, aerial cameras, and other items relating to military aviation of WWI, some of which have been a part of the Smithsonian’s collection since the end of the war over a hundred years ago.

If there was but one French fighter of the First World War that was known for its combination of speed, ruggedness, and firepower, it was the SPAD XIII. Development of the earlier SPAD VII fighter, the SPAD XIII saw widespread use among the Allied aces of WWI, with the highest-scoring French, American, and Italian pilots flying this fighter into battle. The SPAD XIII in NASM’s collection is one of the most famous individual aircraft of WWI that remains in existence to this day. Originally built in France in August 1918 and issued with the tail number S7689, it was sent to the 22nd Aero Squadron of the United States Army Air Service, being given the squadron code ‘20’, and was assigned to Arthur Raymond “Ray” Brooks. Having been raised in Massachusetts, Brooks was a recent graduate of MIT when he enlisted for the Army Air Service to fight over France. Though Brooks had initially sought to name his plane for his finance, Ruth Marie Connery, he feared a flurry of off-color jokes at his and Ruth’s expense and instead chose to name his plane Smith after Smith College, the women’s college in Massachusetts where Ruth was enrolled at the time. By the time S7689 was assigned to him, Brooks had already had his previous Smiths shot beyond repair or totaled from flying accidents, and the aircraft became known as Smith IV.​

The French SPAD XIII displayed in the Legends, Memory and the Great War in the Air Gallery of the NASM was built by the Kellner at Ses Fils Piano Works. On September 15th, 1918 it was assigned to the 22nd Aero Pursuit Squadron of the U.S. Army Air Service, which was taking part in the Saint-Mihiel offensive. [Smithsonian photo by Eric Long]

Brooks would later claim one victory in Smith IV, while other pilots flying the aircraft would score a further five victories. Brooks himself would be awarded the Distinguished Service Cross for fighting single-handedly against no less than eight Fokker D.VII fighters on September 14th, 1918, claiming four, but officially being credited with two of the Fokkers. By the time of the Armistice at the eleventh hour of the eleventh day of the eleventh month in 1918, Brooks would be credited with six aerial victories and would spend the postwar years as a test pilot for Bell Laboratories, aiding in the development of radio navigation and air-to-ground communications systems. After retiring from Bell Labs in 1960, he remained active in numerous aviation organizations and in flying aircraft well into his 90s. When he died in 1991 at the age of 95, Ray Brooks was the last living American ace of WWI.​

A glimpse at the SPAD’s cockpit. Note the fabric patch on the pilot’s headrest. [Smithsonian photo by Mark Avino]

As for Smith IV, it went on to be one of two SPAD XIIIs brought to America after the war for a nationwide Liberty Bond tour before it was donated to the Smithsonian in December 1919. By the 1960s, however, the tires had degraded and the fabric was rotting, leading to Smith IV being placed into storage at NASM’s Silver Hill Facility (now the Paul E. Garber Preservation, Restoration, and Storage Facility) in Suitland, MD where it would be fully restored from 1984 to 1986, complete with reproducing the black fabric patches with Iron Crosses signifying where German bullets had seared through Smith IV’s fabric surfaces. Ray Brooks was able to see his old aircraft fully restored and placed on display. Like all the WWI aircraft brought from Washington, Smith IV was refurbished in the Steven F. Udvar-Hazy Center’s Mary Baker Engen Restoration Hangar, where visitors could view the progress of the refurbishment efforts from a second-story glass mezzanine, before being driven back to the National Mall, along with a familiar foe to the SPADs and other Allied fighters, the Fokker D.VII.​

The Fokker D.VII on display in the National Air and Space Museum’s World War I exhibit on July 7th, 2005. Two mannequins in German uniform are posed beside right side of nose of aircraft as if inspecting the engine. [Smithsonian photo by Eric Long]

The Fokker D.VII is widely regarded as one of the best German fighters of WWI, with its lightweight airframe consisting of wooden wings and a welded tubular steel fuselage, all doped in fabric. The aircraft was so well regarded, in fact, that Point A, Clause IV of the Armistice that ended the war stipulated the surrender of “1,700 airplanes (fighters, bombers) – firstly all D.7’s and night-bombing machines”. Several of these would see service after the war, but the example held in the NASM collections was originally constructed by the Ostdeutsche Albatros-Werke (East German Albatros Works, abbreviated OAW) in the city of Schneidemühl (now in northwestern Poland and known by its Polish name Piła). Donated to the Smithsonian by the War Department in 1920, the aircraft had landed at an American forward-operating airdrome east of Verdun on November 9th, 1918. According to the pilots of a detachment of the 95th Aero Squadron who were there (namely Capt. Alexander H. McLanahan, Lt. Edward Peck Curtiss, and Lt. Sumner Sewall) the pilot circled low over the field and landed after being waved down by the Americans on the ground, who then drew their sidearms on the German pilot, who offered no resistance and did not attempt to burn his aircraft to prevent its capture. After the German pilot was sent to a nearby artillery unit for further processing, the Fokker D.VII had the Kicking Mule insignia of the 95th Aero Squadron and flown to Paris for evaluation before eventually ending up in the Smithsonian, displayed alongside Smith IV in the old Aircraft Building (aka the Tin Shed) on the grounds of the Smithsonian Castle, and later in the Victorian-era Arts and Industries building.​

The SPAD XIII “chases” the Fokker D.VII in the revamped WWI gallery. Both aircraft are carefully wrapped to protect them fro damage until the exhibit’s opening in 2026. [Smithsonian photo]

For decades, the identity of the pilot of the Smithsonian’s Fokker and the significance behind the unique set of markings for U.10 on the fuselage and the top wing was unknown, but later research uncovered that the D.VII, flown as serial number 4365/18, was assigned to Leutnant Heinz Freiherr von Beaulieu-Marconnay of Jagdstaffel 65 (Jasta 65). Both Heinz and his brother, Olivier, had been members of the Prussian cavalry, with Heinz serving in the Tenth Uhlan Regiment, and Olivier in the Fourth Dragoons, leading to the Beaulieu-Marconnay brothers flying with the codes of their old cavalry regiments as their personal aircraft emblems: Heinz flying with U.10, and Olivier (who would become the youngest recipient of the Pour Le Merite) flying with the code 4D. U.10 was fully restored in 1961 and refurbished a second time in 1991. The new gallery will feature for U.10 and Smith IV suspended from the ceiling, as though in a silent chase through the air.

Another aircraft returning to the National Mall is the museum’s DH-4. Originally designed by Geoffrey de Havilland when he was the chief designer of the Aircraft Manufacturing Company Limited (Airco), the DH.4 served in the British Royal Flying Corps before it was reformed as the Royal Air Force in 1918. In spite of early teething issues, the DH.4 came to be a well-respected aircraft, with speed and maneuverability proving to be just as great an asset as its bombs and machine guns. But while British DH.4s, largely powered by the Rolls-Royce Eagle V12 engine, would become one of the most successful light bombers of the late-war period, the DH.4 saw fame across the Atlantic in the United States as well. After it was determined that the United States armed forces lacked any effective combat aircraft, the DH.4 was selected for mass production in American factories and shipment to the frontlines in Europe. While originally designed by the British, the American-built DH.4s (equipped with Liberty L-12 engines and redesignated DH-4) would become the only American-built aircraft to see combat over the Western Front. After the war, DH-4s remained in use with the US armed forces well into the 1920s and were further employed by the fledgling airmail carriers to blaze the trails that established many of the commercial air routes over America today.​

The Smithsonian’s DH-4 was the first of its kind constructed in the United States, built by the Dayton-Wright Company in Dayton, OH. First flown on October 29th, 1917, it never saw combat itself but was utilized in over 2,600 experiments with the Army Air Service and the Dayton-Wright Company, including engine, propeller, and control tests that directly influenced modifications applied to DH-4s that served in combat. The Smithsonian’s aircraft was further distinguished when on May 13th, 1918 Orville Wright made his last flight as a pilot flying a 1911 Wright Model B alongside this DH-4, flown by Howard Max Rinehart. He then made a flight as a passenger in the DH-4 with Rinehart later the same day. Upon the aircraft’s retirement in 1919 it was donated by the US War Department to the Smithsonian. Restored from 1980 to 1981, it will demonstrate not only the contributions of American industry but to the reconnaissance role, a common mission for many DH-4s.

If there is any Allied fighter of WWI that requires no introduction, it would be the Sopwith Camel, whose instability was deadly for inexperienced pilots, yet in the hands of an experienced pilot, it could outmaneuver its opponents or dive away from trouble. The Camel in the Smithsonian, one of eight surviving originals, was the last example to have been manufactured in the Sopwith factory at Kingston-upon-Thames. The wider history of these aircraft was previously documented by Richard Mallory Allnut for this VAN article when this aircraft, and a Bleriot built by two Colorado teenagers in 1911, were donated through the estate of vintage aviation pilot and collector Javier Arango. Given the Camel’s status among the fighter aircraft of the First World War it has been confirmed that, after seven years on display at the Steven F. Udvar-Hazy Center, the museum’s example will go on display at the new WWI gallery at the National Mall.​

The NASM’s Sopwith F.1 Camel on display in the Steven F. Udvar-Hazy Center in Chantilly, VA. [Smithsonian photo by Eric Long]

Developed from the earlier Albatros D.II and D.III fighters, the Albatros D.Va was one of the most distinctive biplane fighters of the German Air Service during WWI. Like the earlier D.III, the D.Va borrowed the ‘V’ strut design found on French Nieuport fighters and featured a plywood fuselage. However, while the D.Va was a good overall fighter and was built in large quantities to face the growing numbers of Allied fighters flown by British, French, and American pilots, it did not offer a drastic increase in performance over its predecessors and held the lines in the air up until the arrival of the Fokker D.VII, though numerous D.Va remained in service up until the Armistice. The example in the Smithsonian, which bears the German word Stropp, is one of only two remaining original D.Vas (the other being in the Australian War Memorial in Canberra). Brought to the United States for War Bond exhibitions, it was donated to the de Young Memorial Museum in San Francisco, CA, along with other wartime artifacts that were gradually deaccessioned from the collection as the de Young Museum came to focus on fine arts.​

The Albatros D.Va is dismantled after being lowered in 2019. [Smithsonian photo by Jim Preston]

In January 1947 Paul E. Garber, then curator of the National Air Museum, traveled to San Francisco in the hopes of acquiring the Albatros for the Smithsonian. Though he was told by a museum attendant that no such aircraft matching his description was in the museum, he snuck a peek into an unlocked storage room and found the disassembled Albatros. After finding the de Young Museum’s curator, he apologized for going into an off-limits area of the museum before inquiring about the Albatros. As it turned out, the Albatros had been sold at auction for $500 to George K. Whitney, the general manager of a local seaside amusement park named Playland, where he intended to display the antique aircraft. Garber then found Whitney and offered to purchase the aircraft on behalf of the Smithsonian. Whitney agreed on the condition that the Smithsonian would shoulder the costs of shipping the aircraft back to Washington, D.C. When the aircraft was restored from 1977 to 1979, the serial number D.7161/17 was discovered on the tail and the aircraft was determined to have been flown as a part of Jasta 46 and was subsequently restored to said markings. When the WWI gallery reopens the Albatros will be displayed outside and above the gallery’s entry, along with a rare French bomber, the world’s sole complete example of the Voisin VIII.​

The Voisin VIII on display in the now closed Legend, Memory, and the Great War in the Gallery. [Smithsonian photo by Eric Long]

Developed from earlier bombers and reconnaissance aircraft, the Voisin VIII was utilized primarily as a night bomber, attacking German industrial targets. Additionally, some Voisins were fitted with a 37mm Hotchkiss cannon for anti-air and anti-ground purposes, though these were not as effective as the French had hoped. The NASM’s Voisin was originally shipped to the United States in 1917, along with two other French bombers, a Farman and a Caudron G.4, for evaluation for American combat use. However, by the time these three airplanes were ready for testing in the summer of 1917, they were deemed obsolete due to the rapid advancements of combat aircraft. In July 1918, the three aircraft were offered to the Smithsonian for exhibition, and were delivered in September of that year, albeit with their engines, propellers, and armament removed. Originally displayed in the Arts and Industries Building until 1928, when it was placed in storage for the next sixty years. Finally, from 1989 to 1991, the Voisin was restored at Silver Hill, complete with an original Peugeot 8Aa engine transferred from the National Museum of the USAF.​

Contractors disconnect wires and disassemble the Voisin in preparation for transport. [Smithsonian photo by Jim Preston]

While all of these aircraft have been confirmed to be on display in the National Mall, there are a couple of planes previously displayed at the National Mall that this author believes will likely go on display at the Udvar-Hazy Center, such as the Pfalz D.XII, Sopwith 7F1 Snipe and Royal Aircraft Factory F.E.8 reproduction on loan from the Old Rhinebeck Aerodrome in New York.

The new gallery is set to open in 2026, and is certain to provide a whole new insight into the role of aviation in the Great War, and how it came to shape military aviation to the present day. For more information, visit the Smithsonian’s website HERE.​

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[DaveM]

AV-8B Harrier II Arrives At The Hickory Aviation Museum

On Monday, July 15th 2024 a McDonnell Douglas AV-8B+ Harrier II made its final landing after a ferry flight from the nearby Marine Corps Air Station (MCAS) Cherry Point in North Carolina. The renowned “Jump Jet” will join the expanding collection of aircraft on display at the Hickory Aviation Museum. BuNo 164560 was delivered to the US Marine Corps (USMC) in May 1994, serving with several squadrons and concluding its career with the VMA-223 Bulldogs based at Cherry Point.​

The Harrier was moved inside one of the corporate hangars to be the centerpiece of the welcome ceremony. [Photo by Kyle Kirby]

Two Harriers, including a single-seat and a TAV-8B Harrier II which served as a support aircraft, arrived at Hickory Regional Airport (HKY) around 3pm. BuNo 164560 performed pattern work including VTOL operations before making its final landing to join the museum’s collection. After landing, it was taxied to the transient ramp next to the HAM aircraft display. USMC personnel secured and demilitarized the aircraft. The museum welcomed the aircraft and its crew with a compelling ceremony attended by city authorities and supporters.​

In 1997 this Harrier was transferred to the VMA-542 Tigers at Cherry Point, but returned to the Ace of Spades in February 2003 in time for a four-month combat deployment as part of Operation Iraqi Freedom. [Photo by Kyle Kirby]

On October 26th, 2023 leaders from the City of Hickory, Hickory Aviation Museum, and Catawba Valley Community College gathered at HKY to officially break ground on the construction of a new facility, where aviation and education will come together. The City of Hickory is partnering with the Sabre Society of North Carolina/Hickory Aviation Museum and Catawba Valley Community College to construct a building to house the museum’s vintage military aircraft, preserve aviation history, and provide STEM education and workforce development opportunities.

Visit www.elevatehky.com for more information about this project and how to support the Hickory Aviation Museum by making a tax-deductible contribution.​

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[DaveM]

The National Naval Aviation Museum Birdcage Corsair Nears Completion

By Adam Estes

Among the 12,000+ Vought F4U Corsairs produced over its eleven-year production run, it is not surprising that the first variant, the F4U-1, is the rarest and most venerable variant. Of the 700+ examples of the “Birdcage Corsair” just four have survived to the present day. One such early aircraft, Bureau Number (BuNo) 02465, is currently nearing the end of a 14-year restoration at the National Naval Aviation Museum (NNAM) in Pensacola, Florida. We last covered this restoration in 2017.​

Michael Allen (right), the Department Head of Aircraft Preservation and Maintenance at the National Naval Aviation Museum discusses with the museum director Hill Goodspeed the final touches on the Corsair’s wing. [Photo by Moreno Aguiari]

The “Birdcage” nickname refers to the early production models of the distinctive fighter aircraft, distinguished by the intricate framework of their canopy design, which resembled the bars of a birdcage. This early canopy limited visibility for the pilot, leading to later models adopting a more streamlined, blown canopy for improved situational awareness.​

The limitations of the early canopy are clearly seen in this near-pilot’s eye view. [Photo by Moreno Aguiari]

This Corsair can lay claim to being one of the oldest existing examples of the breed in the world, but the story of how it got to Pensacola is a very interesting one indeed. Produced in Vought’s Stratford, Connecticut production facility, 02465 was just the 312th airframe built and was accepted by the US Navy on March 29, 1943. It was assigned fuselage code ‘F-21’ and sent to the Carrier Qualification Training Unit (CQTU) at Naval Air Station (NAS) Glenview, near Chicago, Illinois. The CQTU utilized two paddlewheel steamships converted into the aircraft carriers USS Wolverine (IX-64) and USS Sable (IX-81). To become carrier-qualified, pilots were required to make at least eight carrier takeoffs and landings. On June 12, 1943, Massachusetts-native Ensign Carl Harold Johnson took off from Glenview in 02465/F-21 and headed out over Lake Michigan where Wolverine awaited. At this point in his career, Ens. Johnson had just 388.5 hours total time, 57 of which were in Corsairs.​

After a short flight, Johnson entered the pattern for his first approach. Standing on the port side of the deck adjacent to the arresting wires was the Landing Signal Officer (LSO), who carefully observed Johnson’s approach. Just as Johnson crossed over the edge of the flight deck, the LSO gave the “cut” signal, but with his view of the LSO blocked by the nose and wings of the Corsair, Johnson decided to wave off and go around for another approach. At that point, however, F-21’s wheels had hit the deck and Johnson instinctively pushed the throttle forward and fully expected to launch back into the air. Instead, he felt his arresting hook snag the number six wire, but the wire snapped. The hook then caught the seven wire, but the hook was ripped from its mount and Johnson and 02465 plunged off the port side of the deck into Lake Michigan. With “crash boats” on hand, Ens. Johnson was immediately pulled from the water, with minor lacerations. The Corsair on the other hand quickly slipped beneath the waves, presumably forever.

Just four days later, though, on June 16th, 1943, Ens. Johnson completed his carrier qualifications in an SNJ-4 and was assigned to Fighting Squadron 10 (VF-10), Grim Reapers. By that point in the war, VF-10 had completed a combat tour aboard USS Enterprise (CV-6), flying missions during the Battle of Guadalcanal and the Battle of the Santa Cruz Islands, but were undergoing conversion to the Grumman F6F-3 Hellcat in Hawaii. On November 25th, 1943, Thanksgiving Day, Johnson was involved in a fatal mid-air with another Hellcat while on a training mission over Maui. Today, Ens. Carl H. Johnson is interred at the National Memorial Cemetery of the Pacific in Honolulu, Hawaii.​

The power plant modifications plate on the engine bay’s firewall. [Photo by Joel Edwards]

Since the 1980s A&T Recovery, founded by divers Allan Olson and Taras Lyssenko, has worked in collaboration with the Naval History and Heritage Command and NNAM to recover dozens of World War II aircraft from Lake Michigan. Like many of their previous recoveries, the resting place of 02465 was discovered by a side-scanning sonar sweep in early 1995. However, the NNAM would often seek benefactors interested in helping to shoulder the recovery costs, and during the 2000s and 2010s, one such benefactor was pilot and aircraft restorer Chuck Greenhill, and it was he who funded the recovery of 02465.​

A closeup of the Corsair’s engine accessory bay, showing the intercoolers and their ducts. [Photo by Joel Edwards]

When A&T commenced the recovery, divers placed inflatable lift bags at strategic points on the two sections to raise them to just below the surface, thus preventing damage during the twelve hours it took to tow the wreckage to the local marina. When the fighter emerged from the water for the first time in 67 years, mussels were scraped and hosed off the airframe, after which it was disassembled and transported to the NNAM’s restoration shop in Pensacola.

The Department Head of Aircraft Preservation and Maintenance at the NNAM, Michael Allen was able to provide valuable insight into what it has taken to restore the Birdcage Corsair recovered from the bottom of Lake Michigan:

“The tail assembly was likely the most challenging, although when extracting an aircraft from the water, the WHOLE plane wasn’t exactly a cakewalk. We utilized Vought drawings and in some cases where they were non-existent, reverse engineer, a term not unknown to the Restoration community. All the skins forward of the radio compartment aft bulkhead are original to the aircraft, save for the speed ring. In some photos, you’ll notice wrinkling of the aft cowl on the port side-we felt it was more important to preserve the original skin rather than manufacture new ones for aesthetic purposes. We were able to use approximately 70% of the original skins aft of that bulkhead, for due to the crash or secondary damage, even though those skins came out of the water, they were too badly damaged to re-use. A few flush patches here and there are incorporated into the horizontal stabs, but the vertical was untouched except for the radio mast. We had to do some welding on that. The rudder and elevators both had some internal work done to the ribs prior to re-covering the surfaces, but not much. They were also in good shape. It seems as though the paints used when it was originally painted had some effect on minimizing corrosion.​

“The fuselage tip cap is original to the aircraft as well. We had to patch the LE [leading edge] of the [starboard] wing with about a 24″ repair by insertion. We speculate that the fuel cap retained the pressure inside the wing as it was supposed to and the water depth crushed the LE. The same didn’t happen on the port side. Using Vought drawings, some of the tail wheel struts were manufactured in-house in our machine shop, for the funding was not available to purchase the exceedingly difficult-to-find components. The yoke is original. The canopy is original to the aircraft except for one pane rest was polished and restored. The aircraft is currently being repainted in the markings it went into Lake Michigan with; Navy blue-grey over light grey and markings in six positions. The prop is yet to be installed or the outer wing panels. Very little script work will be put back on the plane for photography, for whatever reason, shows only a few were on the plane.”​

In terms of the museum’s future display plans for the aircraft, Allen elaborated further: “As for the display, we ALWAYS have to move aircraft around on the Museum floor to make room for additions, and this one will be no exception. We will move several airframes around, push the plane onto the spot selected by our Director, and then reposition the aircraft back to mostly original locations. We try to keep the displays somewhat dynamic.”​

Dust covers protect the cockpit and horizontal tail while work continues on this rare “Bent-Wing Bird”. [Photo by Moreno Aguiari]

For the past fourteen years, volunteers have steadily and meticulously disassembled, cleaned, and restored each component of the aircraft. In the past few months, crews have repainted the fighter in the same paint scheme, Non-specular Medium Blue Gray (FS35189) and Light Gray (FS36495), it wore when it plunged into Lake Michigan on that summer afternoon in 1943. Museum officials expect the Corsair will be completed later this summer, and when it is, it will join two of its younger siblings, FG-1D BuNo 92246 and F4U-4 BuNo 97349, on the museum floor.​

The completion of this rare example of the Corsair is eagerly anticipated by enthusiasts around the world. [Photo by Moreno Aguiari]

In addition to BuNo 02465, two more Birdcage Corsairs are under restoration. One is BuNo 02270, which was forced to land in shallow water on Efate Island (now part of the island nation of Vanuatu) on May 5th, 1944, and is now under restoration to be capable of airworthiness at the Classic Jets Fighter Museum at Parafield Airport, near Adelaide, Australia. Another Birdcage Corsair under restoration is BuNo 02449, recovered from Espiritu Santo (also in Vanuatu) and is currently under restoration to flying condition at Vulture’s Row Aviation in Cameron Park, California. We have covered both Birdcage restorations in previous installments, and will provide future updates when they become available. In the meantime, we are eager to see the NNAM complete its restoration of Corsair 02465, and for the aircraft to serve as a permanent memorial to the sacrifices of naval aviators such as Ensign Carl H. Johnson.​

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[DaveM]

‘Greatest Show on Turf’ – Warbird Night Engine Run at Geneseo

By Tom Pawlesh The National Warplane Museum (NWM) held its annual “Greatest Show on Turf” airshow on July 13 and 14, 2024 in Geneseo, New York. Although this show has a small-town feel, there are always a large number of warbirds in attendance. This is an “open” airshow, meaning the spectators can walk along the flight line see the aircraft up close, and talk with the pilots. With today’s security concerns, the intimacy of this airshow is a breath of fresh air from a bygone era.

Rob Holland in ihs Extra 300, Thom Richard in his TP-40N American Dream, and Lou Horschel in his FG-1D Corsair flying formation for Tom Pawlesh and other aviation photographers in a air to air photoshoot organized by Mike Killian.












With the growing popularity of night engine-run photography sessions, the NWM joined the growing number of airshows that offer this type of event. Aerospace Photojournalist Mike Killian was in charge of the event while pilot/photographer Tom Pawlesh provided the lighting. Not to be outdone by any airshow, the NWM fielded an impressive ten aircraft for the evening. First up was Skipper Hyle in his Stearman followed by the Fokker Dr.I and Dr.VII run by J. B. Aldred and Ruben Alconero, respectively. The NWM’s C-47 Whiskey 7 and the Tunison Foundation’s Placid Lassie, both World War II veterans, were next followed by Thom Richard’s TP-40N American Dream and Scott Yoak’s P-51D Quick Silver. Lou Horschel did a solo run-up in the Corsair and folded/unfolded the wings twice for the photographers. The evening finished with the T-6s of Steve & Juliet Lindrooth and David Steele.

It was a memorable evening that left photographers very happy. We can’t thank the pilots and ground crew enough. It is because of them that this event was such a success. The National Warplane Museum is dedicated to the preservation and display of significant historical and military aircraft and artifacts for the benefit and education of the public. They honor United States veterans for their service and sacrifice. For more information, visit www.nationalwarplanemuseum.com

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[DaveM]

Battle of Britain Memorial Flight Update

By Zac Yates
The Battle of Britain Memorial Flight, the RAF’s heritage flying unit, has reopened its visitor’s center and returned to airshows but its fleet remains grounded after Squadron Leader Mark Long was killed in the crash of Supermarine Spitfire Mk.IX MK356, the first fatal accident in the unit’s history. In a statement released on Facebook the BBMF thanked followers and supporters for their “patience, understanding and messages” after the incident on May 25th, 2024.
“We have been overwhelmed by the support we have received, and whilst unable to reply to every letter, email, and message, we have read all of your words and tributes and would like to thank you all for your unwavering support during what has been an incredibly difficult time.

Squadron Leader Mark Long RAF with the BBMF’s Spitfire Mk.V AB910. [Photo via Royal Air Force]
“As of Wednesday 26th June, our Visitor Centre re-opened to resume our public tours of the BBMF hangar, and following successful weekends on the ground at the Cleethorpes Armed Forces Weekend, Wales Airshow and the British Grand Prix, we can now confirm that our PR Team will be out on the ground at airshows and events to meet you.”
The statement went on to say the air accident investigation was ongoing and that no comment would be made regarding same, but that the unit “look[ed] forward to seeing many of you either on a tour or out at an event this season”. The timeline for the RAF’s investigation and the subsequent decision on whether the aircraft will fly again remains uncertain.

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[DaveM]

Vivid Program With Three Authors Melds Art And Space Science at The Museum of Flight Seattle

PRESS RELEASE On July 27, at The Museum of Flight in Seattle, award-winning author Ron Miller and new Smithsonian coauthors Matthew Shindell and Margaret Weitekamp will lead a visual journey through the history of the spaceship in our collective imagination and in reality. Their program is based upon the new edition of their popular book, Spaceships: An Illustrated History of the Real and the Imagined. A book signing follows the program. Miller will be attending virtually, but signed bookplates will be provided so the books will bear the signatures of all three authors. The 2 p.m. event is presented as part of the Museum’s new Home Beyond Earth exhibition and is free with general admission. Spaceships: An Illustrated History of the Real and the Imagined explores how art and science have merged in the creation of real and fictional spaceships, from Mercury and Apollo spacecraft to Millennium Falcon and Starship Enterprise. This second edition is thoroughly updated to offer a complete history of spaceships. It builds off the original book with new information and developments in topics that include: Virgin Orbit’s LauncherOne Paul Allen’s Stratolaunch Systems Bigelow Aerospace’s B330 inflatable space stations SpaceX’s Falcon 9 Future Mars exploration, moon landers, and interstellar ships New foreword from Bobak Ferdowsi, an American Flight engineer at NASA’s Jet Propulsion Laboratory New foreword from Kathryn D. Sullivan, geologist and former NASA astronaut who was the first American woman to spacewalk. Award-winning author Ron Miller and new Smithsonian coauthors Matthew Shindell and Margaret Weitekamp take readers on a visual journey through the history of the spaceship, both in our collective imagination and in reality. Vivid illustrations trace spaceships through their conception, engineering, and building. The exquisitely detailed book charts the ubiquity of spaceships in the golden age of space travel (1950s and ’60s) and their broad influence in popular art, television, film, and literature. Spaceships is a vibrant and visual book on the history of spaceships, past, present, and future. Spaceships: An Illustrated History of the Real and the Imagined The exquisitely detailed book charts the ubiquity of spaceships in the golden age of space travel (1950s and ’60s) and their broad influence on popular art, television, film and literature. The new edition includes material on Virgin Orbit’s LauncherOne, Paul Allen’s Stratolaunch Systems, Bigelow Aerospace’s B330 inflatable space stations, SpaceX’s Falcon 9, future Mars exploration, moon landers and interstellar ships.

The main display area of the Museum of Flight, located at Boeing Field, Seattle, Washington. (Photo via Wikipedia)

Founded in 1965, the independent, nonprofit Museum of Flight is one of the largest air and space museums in the world, annually serving over 600,000 visitors. The Museum’s collection includes more than 160 historically significant airplanes and spacecraft, from the first fighter plane (1914) to today’s 787 Dreamliner. Attractions at the 23-acre, 5-building Seattle campus include the original Boeing Company factory, the NASA Space Shuttle Trainer, Air Force One, Concorde, Lockheed Blackbird and Apollo Moon rockets. In addition to the Seattle campus adjacent to King County International Airport, the Museum also has its 3-acre Restoration Center and Reserve Collection at Paine Field in Everett (not currently open to the public).

With a foundation of aviation history, the Museum is also a hub of news and dialogue with leaders in the emerging field of private spaceflight ventures. The Museum’s aviation and space library and archives are the largest on the West Coast. More than 150,000 individuals are served annually by the Museum’s onsite and outreach educational programs. The Museum of Flight is accredited by the American Association of Museums, and is an Affiliate of the Smithsonian Institution.

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

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[DaveM]

Naval Air Station Wildwood Aviation Museum Presents Christmas in July

PRESS RELEASE

Naval Air Station Wildwood (NASW) Aviation Museum is thrilled to announce its annual 3rd Christmas in July event, taking place on Thursday, July 25th from 10 am to 4 pm. This festive celebration offers a unique blend of holiday spirit and summer fun, providing a perfect backdrop for creating memorable family moments.

There will be a meet and greet with Santa Claus and Mrs. Claus, who are making a special summer visit while vacationing in Cape May. Join us for live music throughout the day by the Ever After Duo from 11 am to 3 pm, adding to the cheerful atmosphere. Children can also enjoy free face painting, making this event perfect for family fun. Capture magical moments with unique photo opportunities throughout a decorated Hangar #1, ideal for this year’s family Christmas card.

Indulge in delicious treats with Rita’s Water Ice and Mont’s on Wheels providing delicious food options. Standard museum admission fees apply but as always, members enjoy free entry to all museum special events. Whether you wear your favorite Hawaiian shirt, flip-flops, or even an ugly Christmas sweater, join us for a day of festive fun and family activities. Don’t forget Fido at home, friendly-leashed pets are welcome. Join us at NASW Aviation Museum for a day of holiday cheer, sunshine, and summer fun!​

Grumman F-14B Tomcat Bu.161422 sitting outside its usual home, the magnificently restored Hangar 1 at the former NAS Wildwood now houses the NAS Wildwood Aviation Museum. (Image via NASWAM)
This event is made possible in part by the generous support of the New Jersey State Council on the Arts / Department of State, the National Endowment for the Arts, and the Cape May County Division of Culture and Heritage.

Naval Air Station Wildwood Aviation Museum is located inside historic Hangar #1 at the Cape May Airport, New Jersey. The site was formerly Naval Air Station Wildwood, which served as a World War II dive-bomber training center. The museum, 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. ​

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[Vector]

F14 most badass fighter every. Active when I was Navy.

 

[DaveM]

Vintage Motorcycles Rumble Into Yorkshire Air Museum

More than 50 vintage motorcycles, the oldest dating back to 1912, will roll into the Yorkshire Air Museum on July 28th, for an annual event that dates back sixteen years. The Golden Era Run involves members of the North East section of the Vintage Motorcycle Club (VMCC) and began in 2008. It is for motorcycles and three-wheelers built before 1931 and is one of the UK’s premier vintage motorcycle events.​

Bikes and riders will meet at the Air Museum at Elvington early in the morning of the 28th before setting off en-masse around 10:30am for a ride to Allerthorpe Lake near Pocklington, before returning to the Museum around 2:00 pm to go on display to the public. It’s a rare opportunity to see so many motorcycles of this age in one place – the oldest machine, a Royal Enfield 160, was built in 1912 while others date from 1916 and 1918. The youngest machines are from 1930.

One entry of note this year is the (Shipley-built) Reed Scott which was owned from new by George Reed, a founder member of the North East Section. He rode the bike from new until 1963 when he donated it to the VMCC. This will be its first return to Yorkshire for many years. Museum visitors can see the machines from 2:00 pm onwards. There’s no extra charge, as normal tickets apply for this event. For more information, visit www.yorkshireairmuseum.org​

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[DaveM]

MAAM P-61 Gets Nose Art – Introducing “Moonbeam Dream”

By Nick Chismar

Just over a month ago, in June 2024, the Mid-Atlantic Air Museum (MAAM) unveiled a brand-new paint job on their Northrop P-61B Black Widow, USAAF #42-39445 / N550NF. The massive fighter sat proudly, fully covered in gloss black paint, as visitors from around the country stopped to take photos during the museum’s 33rd Annual World War II Weekend. Just recently, during the museum’s members’ day picnic on July 20th, there was another unveiling to do. After 79 years, their P-61 has its own identity and nose art; Moonbeam Dream.​

Work was well underway just two weeks before the member’s day event. Tucked inside the main hangar, Hummelstown, PA artist Jennifer “Hot Rod Jen” Thomas was steadying her hand against the side of the P-61. Jen’s interest in warbirds began with family ties as both her uncle and grandfather had flown Stearmans and worked alongside her father on the Berlin Airlift Historical Foundation’s Douglas C-54 Spirit of Freedom. While Jen is well known for her automotive pinstriping, the P-61 is not her first piece of aviation nose art.​

Recently, Jen painted the nose art on the Wings of War’s Cessna T-50 Bobcat, known as Bamboo Betty, which made its this year’s WWII Weekend. Not long after completing the T-50’s nose art, a photographer suggested she contact MAAM President Russ Strine. It wouldn’t be until this year’s WWII Weekend that she could pass a card along, but it wasn’t long after that she was in contact with Russ, and things kicked off from there.​

As Jen would tell me, there are some times when clients may not know exactly what they want, but not in this case. Having nose art on the P-61 has long been something Russ wanted to do. Since the aircraft had crashed only four days into its career, the crew never had the opportunity to properly name their aircraft. So, Russ set out to find something that he felt fit the project. Selecting from a book of Vargas pin-up girls, Russ looked for one that wasn’t too risqué or similar to that on their B-25 Briefing Time. The moon and stars were selected to symbolize how the P-61 fought in the night sky. He then chose the name Moonbeam Baby and added a full-size cutout to the aircraft which many visitors may recall seeing over past years. This name, however, was only intended to be a placeholder for inspiration.

The name Moonbeam Baby never really sat well with Russ, and after some time he decided to change the name to Moonbeam Dream. As he would tell me, “I was never really comfortable with the name ‘baby’, and I thought about it. I thought that the P-61 was a dream of ours, not only in acquiring it but restoring it to flying condition.” With the nose art already selected by Russ, Jen went to work.​

With the full-size cut-out at home, Jen began by making tracings of the artwork and letters. Patterns and an electro pounce were made of the letters while the surface was thoroughly cleaned to begin painting. The image of the girl was first hung and then transferred using Saral paper for the outline and to be blocked in white to make it easier for skin tones to be painted. Using urethane and sign painting enamel paints Jen began the process of painting the nose art. Jen would use the Axalta urethane paint for the lettering and to block in the white and yellow on the pinup as well as for the moon. As a more aggressive paint, it bites into the black paint of the fuselage offering a sturdy base. For the rest, Jen would use 1-Shot lettering enamel to complete the nose art on the aircraft. Working from roughly 7:30 AM to 5:00 PM, and with an immense amount of skill and a steady hand, the nose art would slowly go on over the course of three days.​

When member’s day came around and the first visitors rounded the tail of the museum’s replica Aichi D3A Val there was a sense of awe as they spotted the nose art. Comments could be heard about the level of detail and simply how impressive it was. As visitors continued and made their way to the other side of the P-61 they immediately took note of the emblem of the 550th Night Fighter Squadron, painted completely by freehand on the aircraft. Painted to the emblem’s left however were three names. Beneath the cockpit could be seen the name “Annie” in honor of Russ’ late mother, painted in bright red. Below that and in a more subtle blue was the image of the iconic “Kilroy” with the words “Pappy was here. Brenda too.”: a tribute to Russ’ late father Eugene and Brenda Saylor, both of whom had spent countless hours to make their shared dream a reality.​

After 79 years, the P-61 now has its own unique identity. For Jen, this would be a special moment. After moving to Allentown years ago, friends soon told her about World War II Weekend. Jen said, “2006 was the first year I came here and I was hooked ever since. …coming here for years and the amount of work that is going into this aircraft is amazing. I’ve seen it when it was just barely anything and I loved the story, and I’m just blown away to be a part of it…it feels like a dream.”

As Russ would tell me, “We needed to give the airplane our own identity, and this nose art, I think, accomplishes that.” With the names of the pilot Logan Southfield and radio operator Ben Goldstein who had been onboard during the fateful crash, the nose art is the final piece of the aircraft’s identity.​

Special thanks to the Mid-Atlantic Air Museum and Jennifer Thomas for allowing me to photograph the process of painting the nose art. Thank you to Russ Strine and Jennifer for taking the time to talk about their process in this latest part of the restoration.​

It has been a few years since we last reported on restoration progress with the Mid-Atlantic Air Museum‘s Northrop P-61B Black Widow #42-39445. As most of you will remember, a team from the museum recovered the aircraft from the side of Mount Cyclops in Hollandia, New Guinea during the late 1980s. They have made great strides in their effort to rebuild the WWII night fighter to airworthy condition, and we thought you would like to hear (and see) some of the work that has been going on with the Widow of late. Below are our two latest reports.​

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

Northrop P-61 Black Widow – July 2023 Restoration Update

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[DaveM]

F-117A Nighthawk Arrives At Stafford Air & Space Museum

On July 11th, 2024, another Lockheed F-117 Nighthawk found its way to an aviation museum when F-117A USAF #82-0819 Raven Beauty arrived at the Stafford Air & Space Museum in Weatherford, Oklahoma. If there was ever a museum that was deserving of an F-117 it is the Stafford Air & Space Museum, which is named in honor of Weatherford native and legendary test pilot and astronaut, Lt. General Thomas P. Stafford, the man who wrote the specs and established the program that led to the development of the F-117 Stealth Fighter, and later, the B-2 Stealth Bomber. The museum stated it required “eight years of preparation” to bring the fighter to Weatherford, which sits along Route 66. Officials posted several photos and videos of Raven Beauty as it was being hauled down Weatherford streets to its final destination.​

The F-117A Nighthawk arriving in downtown Weatherford, OK. Photo via Stafford Air & Space Museum

This Nighthawk is one of a series of aircraft that were recently assigned to aviation museums across the United States. In November 2019, Lockheed Nighthawk F-117A 82-0803 went on display at the Ronald Reagan Presidential Library and Museum. This airframe reportedly flew 78 combat missions, more than any other examples of the breed. In October 2020, the Palm Springs Air Museum received F-117A 85-0833 Black Devil which, following a period of restoration, went on display in April 2022 in a specially designed exhibit at their new Jim Houston Pavilion. In December 2020, the Air Zoo Aerospace & Science Museum welcomed F-117 Nighthawk 85-0817 Shaba to their facility in Kalamazoo, Michigan. In early 2021, Castle Air Museum had the good fortune to receive confirmation that they too would receive a Nighthawk; F-117A 85-0813 Toxic Avenger arrived in July 2022, and its restoration is currently well-advanced. Then in March 2021, the Strategic Air Command & Aerospace Museum in Ashland, Nebraska announced the assignment of F-117A 85-0831, which is reportedly the highest-time example in the fleet with 2,720.7 flight hours. Last but not least, the Museum of Aviation in Warner Robins, Georgia received its Lockheed F-117A Nighthawk in May 2023 and following a period of refurbishment, will go on display sometime next year.​

The F-117 now at Stafford made its first flight on April 14th, 1986. While assigned to the 416th Tactical Fighter Squadron the jet flew 30 combat sorties during Operation Desert Storm. Later in the decade, it flew 20 sorties during Operation Allied Force and finally five sorties part of Operation Iraqi Freedom. It was retired from Holloman as part of the second group on October 12, 2007.

F-117A USAF #82-0819 photographed by getting ready for another mission during Allied Force. You can see the mission marking below the canopy. Photo Stefan Kuhn – JetPhotos.com adminstrator
The Stafford Air & Space Museum was built in 1993. The idea of a display started in the late 1970’s as a 6 ft. case with a few of General Stafford’s items featured in the original lobby of the Weatherford Airport. In 1993, the first 2 rooms of the museum were built. Six expansions and 63,000 sq. ft. later, the last addition was completed in 2020. For more information, visit www.staffordmuseum.org.

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[DaveM]

C-47 Rides at Roush Aeronautics Center

PRESS RELEASE Experience a ride that thousands of Allied troops took during World War II on a C-47 airplane on Saturday, July 27th at the Roush Aeronautics Center located at 48075 Tyler Road, Belleville, MI 48111. The C-47 Skytrain operated from every continent in the world during WWII. For thrill seekers desiring a once-in-a-lifetime experience, rides on the C-47 are available from 10:00 am until 12:00 pm on the 27h. Once airborne, you’ll be able to move around in the aircraft to experience different perspectives. Secure your ride in advance at c47 Transport - Michigan Flight Museum. Visitors are welcome to come out and watch the airplane take off and land as you listen to the iconic sound of the twin Wasp Pratt & Whitney engines.

The Yankee Air Museum’s C-47 Skytrain pictured here will be at the Roush Aeronautics Center on July 27th. (photo by Threshold Images via Yankee Air Museum)
The C-47, Hairless Joe, is owned and operated by the Michigan Flight Museum and was one of the most vital pieces of military equipment in winning the war according to General Dwight D. Eisenhower. The C-47 Skytrain was developed from the Douglas DC-3 civilian airliner. One of the most mass-produced aircraft in history with 11,000 manufactured before and during WWII, there are still 172 of the aircraft flying today. Also known as the Gooney Bird, the C-47 was built to last. 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.

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[DaveM]

Museum of Flight’s 21+ HangarFest Evening Party Rocks on August 24, 2024

PRESS RELEASE

HangarFest, The Museum of Flight’s 21+ open-air party in the Aviation Pavilion, caps the summer with live dance music, brew/cider/wine and spirits tasting plus food trucks and outdoor games on Aug. 24 from 7-10 p.m. The boisterous party band, Oncore, will be live onstage with a dance floor framed by the towering 747 and 787 airliners. Winding under the wings of a world of wonderful planes will be dozens of breweries, wineries and distilleries serving pours of local craft brews, ciders, wines, and spirits.

Food trucks will satisfy a diversity of tastes, and partiers can play Seattle’s favorite outdoor games framed by Air Force One, Concorde, World War II bombers and other powerful planes. The Museum’s Space Gallery with the Space Shuttle Trainer will also be open to all.

Doors open at 6:30 p.m. Tickets $65 general admission/$60 Museum Members and Groups/$30 Designated Driver. Ticket includes tastings and commemorative tasting cup. For more information or to purchase your tickets: museumofflight.org/exhibits-and-events/hangarfest

Founded in 1965, the independent, nonprofit Museum of Flight is one of the largest air and space museums in the world, annually serving over 600,000 visitors. The Museum’s collection includes more than 160 historically significant airplanes and spacecraft, from the first fighter plane (1914) to today’s 787 Dreamliner. Attractions at the 23-acre, 5-building Seattle campus include the original Boeing Company factory, the NASA Space Shuttle Trainer, Air Force One, Concorde, Lockheed Blackbird and Apollo Moon rockets. In addition to the Seattle campus adjacent to King County International Airport, the Museum also has its 3-acre Restoration Center and Reserve Collection at Paine Field in Everett (not currently open to the public).

With a foundation of aviation history, the Museum is also a hub of news and dialogue with leaders in the emerging field of private spaceflight ventures. The Museum’s aviation and space library and archives are the largest on the West Coast. More than 150,000 individuals are served annually by the Museum’s onsite and outreach educational programs. The Museum of Flight is accredited by the American Association of Museums, and is an Affiliate of the Smithsonian Institution.​

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[DaveM]

Spitfire Tribute, Scholarship to Honor Battle of Britain Memorial Flight Pilot

By Zac Yates

As a special tribute to Squadron Leader Mark Long, who was lost in a flying accident on May 25, 2024 one of the Battle of Britain Memorial Flight (BBMF) Spitfires has a new paint scheme paying tribute to the aviator, and a flying scholarship has been established in his name.

Detail of the temporary markings on the BBMF’s Spitfire Mk.XVI paying tribute to Sqn. Ldr. Long. [Photo via Battle of Britain Memorial Flight]
Long, who had served with the Flight for the past four years, was set to become its commanding officer in October 2024. His was the first fatal accident in the 57-year history of the BBMF. In tribute to him, the starboard side of Supermarine Spitfire Mk.XVI TE311 now wears the fictitious squadron code “L-NG”, with “SQN LDR MARK LONG” annotated under the cockpit along with a Squadron Leader’s pennant. The port side of TE311 will remain as 3W-M to continue to represent 322 (Dutch) Sqn RAF, with nose art showing the unit’s squadron mascot ‘Polly Grey’, a red-tailed African Grey parrot.
In memory of Sqn. Ldr. Long, who was married with two young daughters, a Just Giving page has been set up to support his family and their wish to set up a flying scholarship for disabled individuals. With their target of £15,000 having been reached within two months of the fundraiser being started, the organisers spoke with Long’s family and have decided to donate further proceeds to two local charities: the emergency medical organisation LIVES and the Lincs & Notts Air Ambulance.

A wreath was laid in memory of Sqn. Ldr. Mark Long at the Royal International Air Tattoo. [Photo via Battle of Britain Memorial Flight]
On July 19, the first day of the Royal International Air Tattoo at RAF Fairford, a wreath laying took place in memory of Sqn. Ldr. Long. After the poignant ceremony — which appropriately took place in front of a Eurofighter Typhoon, the aircraft type Long flew in RAF service and which he displayed during the 2016 airshow season — the wreath was handed over to BBMF personnel to display for the remainder of the event to aid in fundraising for the scholarship.

BBMF personnel pay tribute to Sqn. Ldr. Mark Long at RIAT. [Photo via Battle of Britain Memorial Flight]

For more information on the scholarship, and should you wish to donate to this worthy cause, please visit the Just Giving page HERE.​

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

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[DaveM]

Warbirds to France – The D-Day 80th Celebrations

By René Lig’on

As a European aviation photographer, witnessing the D-Day 80th Celebrations and warbirds in flight is a rare and exhilarating experience. While there are several World War II-era warbirds on the continent, including P-51s and Corsairs, vintage multi-engine aircraft are much scarcer. The opportunity to see multiple DC-3s — my favorite aircraft — flying together is worth a thousand-mile journey. The chance to photograph them, fly in them, and connect with passionate enthusiasts from the U.S. and Europe is invaluable. Whether it’s smartphone photographers behind the fence or the pilots themselves, shared love and appreciation for the DC-3s and the immense effort to bring them together creates an atmosphere reminiscent of a rare extended family gathering. The historic aviation community is a small niche, and I was amazed by the number of familiar faces from the Reno Air Races involved with the D-Day Squadron or simply present. Ultimately, this warm welcome and shared passion define the experience for me.​

A photograph that could as easily be from 1944 as 2024 as a “stick” of jumpers leap from a C-47 over France. [Photo by René Lig’on]
Warbirds to France – The D-Day 80th Celebrations

If you have never been to France, D-Day 80th Celebrations seem as good a time as any. At least for an aviation geek, as during the first week of June, Normandy was host to an aviation spectacle that has become a rare sight on our continent: a flock of DC-3s and C-47s, some of which have crossed the Atlantic to tour the Old World for the 80th anniversary of D-Day.

The DC-3 and its Long Life 80 years earlier, on June 6th, 1944, 150,000 Allied soldiers stormed five French beaches whose names would become legendary, symbolic of the beginning of the end for the Third Reich. They were preceded by paratroopers, carried into action by 800 Douglas C-47 Dakotas or Skytrains. Donald Douglas’ stroke of genius, the DC-3, was by that time itself already nine years old but bound to remain relevant in commercial and even military roles for many more decades. It served well into the 21st century, becoming one of the longest-lived modes of transportation mankind has produced, its silhouette linked to history by that fateful day in June.​

Under a moody sky Douglas transports rumble along the French coast. [Photo by René Lig’on]

In Europe though, it is a rare bird. The continent has not seen a similar number of DC-3s since the huge 75th anniversary in 2019 as the total of airworthy European examples sits slightly above 10. For the 80th anniversary of D-Day this year, nine DC-3s made their way to Normandy throughout the week, with five aircraft coming over from the US to meet up with their European brethren: the Commemorative Air Force Central Texas Wing’s 42-92847/N47TB That’s all Brother, the Tunison Foundation’s 42-24064/N74589 Placid Lassie, 42-47371/N8336C Spirit of Douglas, Tim Savage’s Western Airlines-marked NC33644 and a rare Douglas A-26C Invader, the Vietnam War Flight Museum’s 41-39359/N26BP Million Airess.​

Engine two on Tim Savage’s historic DC-3 cranks into life for another flight under European skies. [Photo by René Lig’on]

The task of operating these legendary workhorses is becoming increasingly difficult and the supply of spare parts is relying on wartime new-old stock. Even the youngest DC-3s are approaching their 80th year – the older ones will soon reach their 90th. Against this background, the effort of an Atlantic crossing must be considered, both from a monetary point of view and the sheer amount of time volunteers had to invest. Preparations began many months in advance for most of the participants and included mechanical preparation of the aircraft, the logistics, and the necessary paperwork.​

Transatlantic Crossing What does it take to bring WWII-era aircraft over the Atlantic? A struggle that may best be described by one particular story, the momentous task of bringing an A-26 over that hasn’t flown in years. The opportunity to finally buy the A-26 he had helped care for led its new owner into an epic thrash, having to cram work that could well have taken months into 3 weeks. This extensive overhaul, and replacement of hydraulic systems, magnetos, wiring, and much more necessitated a three-shift system in which the airplane was literally worked on 24/7 in the weeks before departure.​

A particular challenge was the avionics required for a safe crossing. Most recently, the A-26 had only flown locally and in good VFR weather. Hours over water required more sophisticated navigational help and communications. Leading experts, some especially flown in for an evaluation, were able to quote four weeks at best – far too long. In the end, it was someone from their own team who managed the impossible and led the installation of new radios and a Garmin glass cockpit in just 5 days! Leonel Turcios, a young avionics engineer originally from Honduras, thus saved the dream of bringing the A-26 over to Europe. A great example of the talent and dedication necessary to bring these historic machines over the Atlantic.​

Million Airess at rest after a marathon effort to prep the rare machine for its transatlantic voyage. [Photo by René Lig’on]

Arriving in Scotland then felt like a huge success – but it was only the beginning. Once in Europe, a tight schedule of air shows, photo flights, parachute jumps, and more in six countries began, cumulating in formation fly-bys for the big ceremonies at Omaha Beach and the celebrations for the 75th anniversary of the Berlin Airlift. A demanding operational tempo followed by the equally challenging return flights at the end of June saw each aircraft amass between 50 and 150 flight hours – the multiple of what many museum aircraft do over a whole year.​

Daks at rest. [Photo by René Lig’on]

Experiences in France For D-Day Squadron Chief Pilot Eric Zipkin it was a wonderful experience to do all this with his son Luc, despite the challenging organization. Seemingly every small town wanted a parachute jump or at least a flyover – a scheduling nightmare given the dependence on weather and winds for the parachute jumps. The frequent airspace closures for dignitaries and government officials also impacted scheduling and coordination with all organizations involved: UK-based Aero Legends who brought over their C-47s and Spitfires, and Fly-a-Spitfire with their respective fighters.​

The distinctive Douglas Commercial nose is shown to great effect in this shot of Aero Legends’ Drag Em Oot. [Photo by René Lig’on]

The biggest player at Cherbourg airport, however, was the U.S. Air Force. A contingent of 10 to 20 Lockheed Martin C-130 Hercules transports was present throughout the week, supplemented by many of their European counterparts as well as Canadian Hercs, performing countless paratrooper drops for the festivities, an opportunity that was also used to train together with the other NATO militaries.​

Serving members of the military also took part in parachute drops during the commemorations. [Photo by René Lig’on]

The center stage, however, belonged to the old warbirds. One of the pilots summed it up: “My favorite thing about this trip is people’s reactions to the DC-3. I’ve been flying airplanes for 50 years and no other plane has that reaction.” A passion clear to see wherever the planes went, with people crowding against airport fences from morning till evening. The level of spoken English was generally very low in France, but that didn’t keep spectators from expressing their love for the elegant airplanes with gestures.​

Among the aircrew, another sentiment was noticeable – a strong sense of the deeper meaning behind the celebrations, making it more than just an adventure. This became particularly clear on the last evening in Cherbourg when veterans boarded for a formation flight. Reportedly not an eye stayed dry when an almost 100-year-old pilot who flew C-47s in the war was allowed to take the controls and briefly fly again himself. For so many, the whole effort was worth it at that moment.​

[Photo by René Lig’on]

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[DaveM]

Geneseo 2024, A Hidden Gem Of An Airshow

At Vintage Aviation News, our mission emphasizes the importance of allowing writers to craft aviation history. We aim to offer a platform for the next generation of aviation storytellers, all while upholding the honorable mission of preserving aviation history. We are thrilled to introduce Karolina Marek, a young and talented aviation photographer from Texas, to our readers with this article. We are excited to have Karolina on board and look forward to publishing more of her work!​

Moreno Aguiari, Publisher​

________________________________________________

By Karolina Marek

In a small upstate New York town of Geneseo lies a hidden gem of an airshow: The Greatest Show on Turf at the National Warplane Museum (NWM). This year the show took place on the weekend of July 13th, 2024, and was filled with wonderful flying displays, static displays, vendors, special photoshoots, and more! There were even two World War II veterans on site telling touching stories and enjoying the sights and sounds of warbirds.​

A glimpse of one of the two D-Day veteran Douglas C-47s over the Spitfire’s wing. [Photo by Karolina Marek]

Warbirds in waiting. [Photo by Karolina Marek]

For me, the show began on Friday with a wonderful sunset flight onboard the museum’s own Douglas C-47 Whiskey 7 (W7). Whiskey 7 is a D-Day veteran and was the lead plane of the second wave of paratroopers on D-Day. The airframe also participated in Operation Market Garden and Operation Varsity. Taking off in the C-47 off the grass strip is an unbeatable experience, and the Geneseo scenery does not disappoint either!​

Geneseo – home to The Greatest Show on Turf – as seen from aboard “Whiskey 7”. [Photo by Karolina Marek]

Once in the air, pilots Peter Treichler and Ruben Alconero invited passengers into the cockpit and allowed everyone to get a better look at the flight instruments while enjoying the great views. Later in the flight, Louis Horschel in his Goodyear FG-1D Corsair, Thom Richard in his Curtiss TP-40N Warhawk American Dream, and Rob Holland in his MXS-RH joined up with W7 and flew in a pristine formation allowing for great air-to-air images of their aircraft. The day concluded with a wonderful sunset, which led to more golden hour photo opportunities.​

The view from the flightdeck of the NWM’s Douglas C-47 “Whiskey 7” on an evening photo flight. [Photo by Karolina Marek]

Probably the most unusual formation at the show this year as Rob Holland in his MXS leads the P-40 and Corsair. [Photo by Karolina Marek]

Like they say, Saturdays are usually the busiest day at the airshow, and day one of the Greatest Show on Turf was no different! Flying started at 9.30am, and the day ended roughly around 11.30pm after a special night photo shoot for photographers and content creators. The shoot (which we covered recently) was led by the great warbird photographer Mike Killian who organized numerous warbirds to put on a great engine run show. The shoot would not have been possible if it wasn’t for the lighting provided by​

Tom Pawlesh

. The night shoot made day one of the show very unique and created an atmosphere like no other. There was something very special about being on the field in the middle of the night and listening to both WWI and WWII warbirds run their engines.​

The two full-sized Fokker replicas — JB Allred’s Dr.I and Jeff Brooks’ D.VII — take part in the night shoot. [Photo by Karolina Marek]

C-47 “Whiskey 7” made for another great photographic opportunity. [Photo by Karolina Marek]

This year, the show was headlined by the F-22 Demo team, Scott “Scooter” Yoak’s North American P-51D Mustang​

Quicksilver​

, the P-40​

American Dream​

, and many more wonderful acts that came together to put on one of the best airshows of this season. One of the most memorable acts of the show was the D-Day 80 Normandy reenactment. There were two Douglas C-47 Dakotas on site, the NWM’s own​

Whiskey 7​

and​

Placid Lassie​

— another D-Day veteran — from the Tunison Foundation. The Round Canopy Parachuting Team was onsite as well and ready to put on a great tribute to our fallen heroes by jumping from the aircraft the same way our men did 80 years ago.​

Reenactors pose with D-Day veteran C-47 “Placid Lassie”. [Photo by Karolina Marek]

While the C-47s dropped the jumpers, a reenactment ground battle took place at the show center. Reenactors were dressed in both American and German period correct uniforms and put on a touching display that put into perspective what soldiers faced in Normandy. Seeing jumpers jump from one C-47 is a spectacular sight, but having two C-47s was the cherry on top to the display and made the reenactment feel even more real. This was a great tribute to the D-Day 80 celebrations of this summer.​

The all-grass airfield’s wartime atmosphere was added to by reenactors’ vehicles. [Photo by Karolina Marek]

Decades of American fighter development are shown in one formation as Mustang and Raptor pass the Geneseo crowd. [Photo by Karolina Marek]

A perfect P-40 profile as Thom Richard races by in “American Dream”. [Photo by Karolina Marek]

Another very memorable moment of the show was the Missing Man formation flight that was composed of four legendary World War II-era fighters, the Spitfire from Vintage Wings of Canada, Corsair, Mustang, and Warhawk. The Corsair piloted by Louis Horschel broke off from the formation to perform the Missing Man over show center. All the veterans that were present at Geneseo watched the touching flyover from the show center as a part of a special veterans parade.​

Louis Horschel in his FG-1D Corsair pulls up for the emotive Missing Man formation. [Photo by Karolina Marek]

Louis Horschel shows the distinctive lines of his Corsair. [Photo by Karolina Marek]

Post missing man, the fighters broke off to perform their individual acts. The Corsair put on a spectacular acrobatic display showing off the capabilities of the aircraft while the TP-40N piloted by Thom Richard and the Spitfire piloted by Dave Hadfield performed some passes accompanied by pyrotechnic displays.​

“Scooter” Yoak salutes the crowd in his immaculate Mustang “Quicksilver”. [Photo by Karolina Marek]

While Day Two was filled with more exciting flying displays, the highlight of the day was meeting WWII veteran Major Elmer Pankratz (USAF ret.). Elmer flew P-51 Mustangs in the war, and on Sunday he got a chance to reunite with his aircraft thanks to pilots Scott Yoak and Louis Horschel who helped him get inside the cockpit of P-51D Quicksilver. Maj. Pankratz had a smile on his face the whole time while telling stories of flying the aircraft to the pilots.​

“Scooter” Yoak (right) shows some of the joy we all felt as WWII veteran Mustang pilot Maj. Elmer Pankratz returned to the cockpit. [Photo by Karolina Marek]

Seeing him reunite with his aircraft was an amazing sight, and a true living history moment. After getting out of the aircraft, Maj. Pankratz posed for some photos and made unforgettable memories with the pilots and air show media staff. While it is special to see warbirds take to the skies, it is even more special to see the men who took part in the war connect with the planes and tell their stories!​

Louis Horschel (left), WWII veteran Maj. Elmer and Scott “Scooter” Yoak pose after the Major was returned to the cockpit of Yoak’s P-51. [Photo by Karolina Marek]

This is why The Greatest Show on Turf at the NWM is truly one of the best airshows, it not only allows people to get up close to the aircraft but also allows everyone to experience living history and truly transform back in time. This year’s show was truly spectacular: from featuring multiple warbird displays to modern-day jets, there was something there for everyone! A must-attend show for all warbird and vintage aviation lovers…I can’t wait to see what 2025 will bring!​

​

The sun sets behind “Whiskey 7” after another successful edition of The Greatest Show on Turf. [Photo by Karolina Marek]

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[DaveM]

Makeover For Hanscom’s Gate Guardian F-86 Sabre

By Moreno Aguiari

Gate guardian airplanes are a unique and iconic feature of many military bases, museums, and aviation-related facilities worldwide. These aircraft, often retired from active service, are displayed prominently at the entrance or “gate” of these locations, serving as symbols of heritage, honor, and pride. Their presence is a tribute to the history and achievements of the aviation units they represent. Recently the contractors were hired to maintain and repaint the F-86 Sabre static display at Hanscom Air Force Base (AFB), MA. The aircraft, USAF #53-1353, has been on loan from the National Museum of the U.S. Air Force since April 1980 and receives a new paint job every five years.​

The F-86 Sabre was mounted as a static display at Hanscom AFB on April 24, 1980, during a dedication ceremony with then Electronic Systems Division commander, Lt. Gen. Robert T. Marsh. [U.S. Air Force photo by Jerry Saslav]

Hanscom AFB has a rich history that began as the United States was on the brink of entering World War II. In May 1941, the Massachusetts Legislature approved the purchase of a large tract of farmland near Bedford, Lincoln, Concord, and Lexington, to establish a Boston Auxiliary Airport. The federal government, allocating $40 million to build 250 new civil airports across the nation for future defense purposes, provided the funds for this project. In mid-1942, Massachusetts leased the Bedford airport to the War Department for the Army Air Forces. Fighter squadrons trained there in 1942 and 1943, including the 85th Fighter Squadron and the 318th Fighter Squadron, which trained on the Curtiss P-40 Warhawk and later fought in North Africa and Europe.

The airport was renamed Laurence G. Hanscom Field in February 1943, honoring a Massachusetts-born pilot and aviation enthusiast who had been a reporter for the Worcester Telegram-Gazette. Hanscom died in a plane crash in February 1941 while advocating for the airport’s establishment at Bedford. Later in WWII, Bedford Army Air Field became a site for testing new radar sets developed by MIT’s Radiation Laboratory, a secondary wartime activity that paved the way for the base’s postwar role.

Since 1945, Hanscom has evolved into the USAF’s center for developing and acquiring electronic systems, significantly contributing to the high-technology area around Route 128. Recognizing radar’s military importance during World War II, the Army Air Forces sought to continue radar, radio, and electronic research programs post-war by recruiting scientists and engineers from wartime laboratories. This led to the formation of the Air Force Cambridge Research Laboratories (AFCRL), which took over MIT’s test site at Hanscom Field. Today, Hanscom AFB’s mission program offices remain integral to the evolving electronics technology community in the Boston area, including educational institutions, private industry, and military research and development installations. The base continues its leadership role in developing and acquiring Air Force command and control systems.​

Peter C. Turilli, left, and Charles Harris, III, members of the 66th Civil Engineering Division, wash the F-86 a few years ago. The static display is washed and maintained annually. [U.S. Air Force photo by Linda LaBonte Britt]

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[DaveM]

Honor Flight Patriotic Veterans Reunion at American Airpower Museum

PRESS RELEASE

On Saturday, August 3, 2024, the American Airpower Museum and Honor Flight Long Island (HFLI) will co-host a patriotic reunion of 41 Vietnam War and five Korean War veterans. On May 4, 2024, Honor Flight escorted this band of brothers on an early a.m. flight to Washington, D.C. Veterans, and their Guardians visited World War II, Korean War, and Vietnam War Memorials, Arlington National Cemetery for a “Changing of the Guard,” plus took a Washington, D.C. bus tour. They returned to MacArthur that evening for a raucous welcome home by the Nassau County Fire Fighters Pipe and Drum Band, plus thunderous applause from hundreds of family, friends, and supporters!​

“UH-1D Iroquois, the ubiquitous Huey, helicopters airlift members of the 2nd Battalion, 14th Infantry Regiment, from the Filhol rubber plantation area to a new staging area during Operation Wahiawa, a search and destroy mission conducted by the 25th Infantry Division, northeast of Cu Chi.” Photographer: James K.F. Dung, National Archives.

According to Bill Jones, HFLI President, West Point 1972 Graduate and U.S. Army veteran, “This special flight included 41 Vietnam veterans who received long overdue recognition and thanks for their military service. They were accompanied on this flight by five elder comrades, veterans of the Korean War. What this flight really represented was a ‘Big Hug’ to all our veterans from Honor Flight, their families, and supporters who make such flights possible,” he said. Jones noted that newly elected Southampton Supervisor Maria Moore served on this flight as a Guardian. “We’re proud she was on board. The Town has supported HFLI since its beginning, getting us off the ground and ensuring our success. HFLI will be forever grateful for Southampton’s support,” Jones said. He added that May 4th was historic for HFLI, since it marked the nonprofit’s over 2,000 veterans flown milestone since the group started in 2007.​

Photo via Vietnam Helicopter Pilots Association

The veterans received a special honor during their May 4th visit to D.C. Despite the pouring rain, HFLI Guardian Eric Wieboldt of Merrick, belted out his original song, “Welcome Home, My Brother,” which brought tears to veterans and onlookers alike. Eric said he wrote his song “because the Vietnam veterans never received a proper welcome home. My song is an attempt to right that wrong,” he added. Eric will perform his song as a special tribute during our August 3rd reunion.

On August 3, 2024, American Airpower Museum opens at 10:30 a.m. and the reunion is from 11:00 a.m. to 1:00 p.m. at AAM’s Hangar 3, 1230 New Highway, Farmingdale, NY 11735 – (631) 293-6398, www.americanairpowermuseum.org. The public is encouraged to attend, applaud and cheer our veterans during a “Ceremony of Honors,” as each is presented with a personalized Tribute Journal full of photographs taken during their historic day in Washington, D.C. Members of the public arriving for the event from 10:30 a.m. to 12:00 p.m. may attend FREE OF CHARGE! After 12:00 p.m., regular museum admission is free for members, $15 for adults, $12 for seniors and veterans, $10 for children ages 5-12 and free for children ages 4 and under.

This great patriotic event includes speeches by HFLI President Bill Jones and AAM President and Founder Jeff Clyman. The U.S. Coast Guard Auxiliary Flotilla Band will play a popular medley called the “Armed Forces Salute,” featuring six official melodies of the U.S. Armed Forces: Army, Marine Corps, Navy, Air and Space Forces, and the Coast Guard. Free cake, coffee and refreshments provided by HFLI! HFLI is accepting applications from veterans of World War II, Korea and Vietnam. Long Island veterans are encouraged to sign up by going to the website, www.honorflightlongisland.org. It’s important to submit an application, as that will ensure placement on our list. Veterans fly for free, thanks to donations from across Long Island. They are accompanied by Guardians, able-bodied volunteers who donate $400 (tax deductible) to offset their travel costs. If there is no family member to act as a guardian, HFLI has volunteers ready to step up for the privilege of escorting our heroes to their memorials. Questions? Call HFLI Secretary Jamie Bowden at (631) 702-2423 or by email at [email protected].​

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