Warbird News

[DaveM]

Pepsi-Cola Stinson Reliant at Oshkosh

There is always something of interest for attendees of the annual Airventure at Oshkosh. In the Vintage Aircraft section, an award-winning Stinson SR-7B Reliant, fresh out of restoration, glistened on the grass in front of the Vintage Red Barn, resplendent in a blue and white scheme with hand-painted logos of the Pepsi-Cola beverage. Under its wings, stood Garry and Janne Ackerman of Plano, Texas, the owners of this magnificent machine, who told attendees all about the story of this airplane and the effort they helped start to return a basket case of an airplane back to its former glory.​

Their Stinson had a notable history, having been owned by Pepsi Cola in the late 1930s and adorned with the company’s logo for promotional purposes.

The Ackerman’s Stinson Reliant was built in January 1936 at the Stinson Aircraft factory in Wayne, MI as SR-7B construction number 9654, and was registered with the Civil Aviation Authority (CAA) as NC3040 with a Lycoming R-680 nine-cylinder radial engine. One month later, on February 1, it was sold to Air Service Inc., based at Bellanca Airfield in New Castle, DE. This was the same aircraft where the Bellanca Aircraft Company set up its factory and where Air Service had built a new hangar in 1935 on the site of one that had burned in 1934 (Today, Air Service’s 1935 hangar now serves as the home of the Bellanca Airfield Museum). For the next two years, NC3040 was flown as part of Air Service’s rental and charter operation, alongside an SR-8. During the summer of 1936, the aircraft was damaged, and it was returned to Stinson’s factory for repairs carried out in July 1936. Eleven months later, the aircraft was fitted with an RCA transmitter at DuPont Airfield in nearby Wilmington.

Two years later, the aircraft was sold to Pepsi-Cola to be used for promotion and flying VIPs. Conveniently for Pepsi, the aircraft has already left the factory with a white and blue scheme, so the Stinson was painted with the company’s logos on the front and rear portions of the fuselage and a bottle was painted on the rudder. On the rear fuselage the slogan “A Nickel Drink – Worth A Dime” was painted under the Pepsi-Cola logo. After acquiring NC3040, Pepsi had a banner towing system installed on the aircraft, and the aircraft is believed by the Ackermans to have towed banners over the beaches of both the East and West Coasts of the United States.

On February 29, 1940, records show that NC3040 was sold to Timothy Manning of Oakland, CA as part of an investment project. Under Manning’s brief ownership, the banner towing system was removed and the aircraft repainted to remove its Pepsi logos. It is believed that the aircraft was repainted in red and white from this point on. On July 1, 1940, the aircraft was sold to Evelyn Pinckert “Pinky” Brier (née Kilgore) of San Bernardino, CA. Pinky was a female pioneer in that she was the first woman to be qualified as a Certified Flight Instructor (CFI) and as an aerobatic instructor with the CAA in 1938. Along with her husband, Joseph Brier, they ran the Tri-City Airport in San Bernardino, along with the FBO office and a flying school, where she used NC3040 on charter flights. However, when the United States formally entered WWII after the attack on Pearl Harbor, the government restricted any private flights within 150 miles of the coast. The couple would serve their country during the war, with Joe flying overseas and Pinky serving as a member of the Women’s Airforce Service Pilots (WASPs), graduating in Class 44-W-9 and being assigned to Minter Field near Bakersfield, CA. After the war, the Briers returned to running Tri-City Airport, and when Pinky stopped flying at age 80, she had accumulated an estimated 100,000 hours in the air, and lived on to the age of 98. But even before Pearl Harbor, she had sold NC3040 to Southwest Airways (not to be confused with Southwest Airlines) on November 3, 1941, and would also lease the airport to Southwest.​

Unidentified woman standing in front of NC3040_s tail before the Pepsi logos were added, circa 1937 (Credit_ Garry Ackerman)

Based out of Phoenix, AZ, Southwest was a startup that aimed to make a profit from the government-sponsored Civilian Pilot Training Program, which was set up to train civilians to fly before receiving further military instruction after enlisting. Southwest was also a contract air freight carrier working on behalf of the Army as well. NC3040 would fly with Southwest as an advanced trainer and VIP transport until coming under the ownership of the Defense Plant Corporation, a subsidiary of the Reconstruction Finance Corporation to create loans for state and local governments, along with private businesses involved in the war effort.

In 1944, the aircraft was purchased by the Iowa Airplane Company of Des Moines, IA, a short-lived flight training operation that seemed to have sprouted up during the war but folded soon after the war in 1945. Documentation relating to repairs made by the company to the Stinson’s upper right engine mount would later be used by the Ackermans to validate the aircraft’s identity.

After the war, the aircraft passed through a few more owners, such as North Country Airways of Saranock Lake, NY before being acquired by Jack Baird of Marshall, MI. According to CAA documents, the aircraft was modified with a 300hp engine and a Hamilton-Standard propeller, underwent weight-and-balance checks and an annual inspection. It is not known, however, for how long the aircraft was flown by Baird. In the coming decades, many owners acquired NC3040 in the hope of restoring it, but the aircraft did not fly again, passing instead from one owner to the next. In one transfer of ownership in 1965, the aircraft was sold to Don Serra of Chula Vista, CA alongside nine additional Lycoming R-680s. The last owner prior to the Ackermans was Wilson Cary Selden of San Jose, CA. Selden was a car enthusiast and car restorer and a private pilot, so he reasoned that he should make his next project an airplane. But as it happened to prior owners, it happened to Mr. Selden; “What to do next?” Unfortunately for the Stinson, however, Selden got into other projects that took his attention away from the Stinson, so he hoisted the fuselage into the rafters of his shop and everything that was boxed up was placed on shelves, waiting for that someday when Selden would pull everything down and get to work on the plane. One year turned into two years, then five, then ten, then twenty, then thirty years. But it would be precisely this point in the story where the Ackermans would get involved.​

Garry and Janne Ackerman with the Stinson in the box truck, ready to head home to McKinney (Garry Ackerman)

Garry himself would write about his and Janne’s effort to acquire the Stinson thusly: “Tom and Jeff Ferarro had recently brought the Shell Oil SR-10 home to live on the airport where we have our hangar. I’ve always believed the Gullwing Reliants to be the most beautiful airplane ever built, so I was totally green with envy. I resolved to someday own one but having heard rumors about what Tom and Jeff had paid for their plane, I knew I’d have to find a project and build it myself. Although I wasn’t actively looking for a project, I was primed. A model airplane buddy was building a scale model of the PepsiCola Stinson and asked me to help him find a color photo. I jumped on the internet search effort. Very quickly I was sidetracked by a small thumbnail of the well-known PepsiCola Stinson photograph. The link took me to a car enthusiast’s web page, and a one-page request for assistance in organizing a project… to get the PepsiCola Stinson back in the air. Curious about whether this link was some sort of internet mix-up, I called the number to find out if the owner of the page might have any more photos of that plane. The phone call lasted much longer than expected, but the short version is the owner didn’t have any more photos, and since he was 77 years old and had just had heart surgery, he needed help more than ever if he was going to get to fly the plane. Suddenly, it occurred to me like a bolt of lightning out of the blue sky… he needed to sell the project to me! I told him I was an experienced A&P and had one of the largest flying clubs in the country… and had just received an IRS refund check that I’d be willing to spend if he’d sell me the project. He politely declined and we eventually ended the call. An hour later he emailed me a dozen pictures of the plane hanging in the rafters of his shop. I went by Tom’s hangar to get his opinion. His response was “You need to get on your bike and pedal as fast as you can to get this!”\​

C3040 ready for transport to RARE Aircraft_s shop in Minnesota (Garry Ackerman)

When a person already owns multiple airplanes and projects, that person instinctively knows the approach to the wife about buying another one must be carefully considered. I’m not very good at that sort of thing. I handed Janne a stack of photos and told her “The first one is of the PepsiCola Stinson in 1938 and the rest are of it as it is today.” Then I relayed what Tom had told me. Her response took a second to sink in… “Well, if Tom thinks we should do it, then we need to do it!” Thank you, Tom. Oh, and I have an awesome wife!

It would be easy to fast-forward a few days to when we were loading up the truck, but that would leave the reader wondering where the title of this book came from. I called Mr. Selden the next day. He told me he thought the project was worth two or three times what I was offering but that what really had him hung up was the fear that the plane might never fly again – that it might be parted out. There was only one way to respond… “I promise, Mr. Selden. I promise not to part it out. I promise your plane will fly again.” And yes, three days later we were loading NC-3040 out of his shop into a 26-foot box truck, headed for our hangar in Texas.”​

Once the Stinson arrived at the Ackerman’s hangar at McKinney National Airport, they determined to make the plane their retirement project, but by 2020, they had made little progress on the airplane in nine years, as other projects and priorities in life came and went. They feared that they might become yet another addition to the list of ambitious owners who could not make the Stinson fly. But the Ackermans would not give up on the Stinson, instead choosing to make a leap of faith to hire a sop to return the Stinson to its former glory.

In June 2020, the Lycoming R-680 was placed in the bed of a pickup truck, weatherproofed, and driven from Plano to Radial Engines Ltd in Gutherie, OK to be restored to running order. The airframe, meanwhile, would be sent much further north to RARE Aircraft Ltd of Faribault, MN, one of the premier vintage aviation restoration shops in September 2020.​

The Stinson’s Lycoming R-680 being sent to Radial Engines Ltd (Garry Ackerman)

Over the next four years, RARE Aircraft worked on the Stinson, removing the remaining fabric from the wings, straightening bends and addressing corrosion in the tail, and rectifying other structural issues in the wings and fuselage. One of the most fortuitous aspects of the restoration of NC3040 was that many of the more unobtainable parts in the form of the engine cowling and wheel covers were reusable. Rather than pressure testing the fuel tanks, the specialists at RARE Aircraft disassembled the tanks and replaced any corroded sections that were found. Some parts were re-fabricated at Faribault, such as the firewall. While the project had come with the original firewall, it was manufactured with asbestos insulation sandwiched between the aluminum panels. The new firewall that was added to the Stinson was a stainless steel piece. Wooden parts of the wings and fuselage were also restored or replaced where necessary.​

In October 2022, the wings were test-fitted before being doped in fabric and the new wiring and control cables were added before the aircraft received its new fabric surfaces. The wings and control surfaces were painted in May 2023, while the fuselage was covered and ready for paint in February 2024. By September 2023, the R-680 engine was ready for reassembly and was sent up to RARE Aircraft to rejoin the rest of the aircraft. During February – April 2024, the aircraft’s fuselage was repainted, complete with the old Pepsi-Cola logos. During the 1930s, these logos were hand painted as opposed to being airbrushed or applied using decals. In keeping with the originality of the aircraft, these logos, along with those for the Stinson Aircraft Company, were similarly hand painted by the team at RARE Aircraft. In May and June, the finishing touches and the interior furnishings were applied to the aircraft. Perhaps if the aircraft could be flight tested soon, they would be able to fly to Oshkosh.​

On July 12, with distant cumulus clouds as backdrop, Stinson SR-7B NC3040 taxied out to the runway at Faribault Municipal Airport and for the first time in nearly 70 years, it took to the air! Within a week, it had made the 236 mile flight east from Faribault to Oshkosh, where it was displayed in front of the EAA Vintage Airplane Association’s Red Barn for AirVenture 2024 with just 10 hours on the airframe since its restoration. At every hour the show was going on, the Ackermans were met with thousands of enthusiasts who gazed upon the Pepsi-Cola Stinson, and thanked the couple for their dedication in bringing the airplane back to life. By the end of the week, the aircraft was awarded a Bronze Lindy award for Customized Aircraft Champion.​

Garry and Janne Ackerman

With a Lindy Award to place on their shelf, the Ackermans will have the aircraft receive further work from RARE Aircraft in Faribault before they fly home to McKinney, TX. Their Stinson has had a long and illustrious history and in the Ackermans hands, it is sure to keep flying for years to come.

Many thanks for Garry and Janne Ackerman for their dedication in having the aircraft restored and another round of thanks to the staff of RARE Aircraft Ltd and Radial Engines Ltd for their work in bringing this piece of history back to life.

To trace the history of the restoration project and to keep up with the Pepsi-Cola Stinson, visit The PepsiCola Stinson Facebook group here: The PepsiCola Stinson | Facebook​

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[Greyfell]

NIce transformation!!!

 

[DaveM]

Pappy Boyington Recounts a Dogfight In a WWII Radio Interview [Real Audio].

Kevin Gonzalez, publisher of Boyington – Black Sheep Leader, recently published a rare audio of the famed Gregory ‘Pappy’ Boyington during WWII. The interview takes place at Barakoma Airfield on Vella Lavella, with Sergeant Jim Hardin as the correspondent. The complete interview with Pappy Boyington lasts about ten minutes, during which Boyington recounts four of his victories from the mission. For the magazine excerpt, Gonzalez chose to feature just the first enemy engagement, which spans four pages of artwork in the publication. Click the Facebook video player below to listen to the audio.

During his research for the documentary film, Gonzalez visited the Marine Corps History Division and national archives to gather material. These recorded interviews add a valuable dimension to the storytelling, as they capture Boyington’s experiences in his own words. “The exciting part for me was working with artists to bring the audio to life, so to speak, in full color, imagining what it might have looked like that day,” Gonzalez said. The scenes are artistic interpretations of how the events could have appeared. Often, producers only have black-and-white photos from the period, so creating visual scenes based on Boyington’s audio interview was a particularly meaningful experience for Gonzalez.

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

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

VMF-214, known as the Black Sheep, was reformed under Boyington’s leadership in 1943, marking the 80th anniversary being celebrated today. Before Boyington took command, the squadron number belonged to the VMF-214 Swashbucklers, who had recently lost their commanding officer while engaged in combat operations. During their R&R, higher command recognized the need for more squadrons in the fight, coinciding with Boyington’s efforts to secure a squadron of his own. On paper, Boyington was assigned command of VMF-214, where he gathered a core group of pilots from the replacement pool and added new members to form the Black Sheep, giving the squadron its new moniker.

The U.S. Marine Corps’ Black Sheep squadron has served the nation continuously for 80 years, and a special edition magazine now commemorates this milestone and their enduring legacy.

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

Boyington – Black Sheep Leader is a special edition magazine that features historical articles, archival photographs, and original graphic novel art. A special art section includes a depiction of Pappy’s last dogfight, where he and his wingman, Captain George Ashmun, were both shot down during a strike mission over Rabaul. Boyington survived the dogfight but was captured at sea by a Japanese submarine crew. He was never officially reported as a prisoner by the Japanese and was secretly held captive for 30 months.​

Boyington’s journey into military aviation began with an aviation cadet program, which led him to the Marine Corps Reserve in 1937 and flight training at Naval Air Station Pensacola. He temporarily left the Marines to join the American Volunteer Group, known as the Flying Tigers, where he gained combat experience against the Japanese. After the U.S. entered WWII, he rejoined the USMC. Boyington later recounted his experiences in his best-selling book, BAA BAA BLACK SHEEP, published in 1958,, which later became the basis for a popular NBC television series for two seasons in the 1970s.

Colonel Gregory “Pappy” Boyington passed away on January 11, 1988, in Fresno, California, and was buried at Arlington National Cemetery. In 2007, the local airport was renamed Coeur d’Alene Airport/Pappy Boyington Field in his honor. In 2019, Boyington was inducted into the National Aviation Hall of Fame. The modern-day Black Sheep squadron continues Boyington’s legacy. Marine Fighter Attack Squadron 214 (VMFA-214) is stationed at Marine Corps Air Station Yuma and flies the F-35B Lightning II, the Marine Corps variant of the Joint Strike Fighter, manufactured by Lockheed Martin.​

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

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

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

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[Greyfell]

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

Nice to see great men and squadrons still honored today.

 

[DaveM]

Planes of Fame Air Museum to Host Hangar Talk and SBD-5 Dauntless Flying Demo

On September 7, 2024, the Planes of Fame Air Museum will feature a special “Hangar Talk” event, followed by a flying demonstration of the WWII-era Douglas SBD-5 Dauntless dive-bomber. The event includes presentations on the 1929 Women’s Air Derby, Operation Market Garden, the effects of G-forces on pilots, and a profile of Luftwaffe ace Egon Mayer. The flying demo will highlight the SBD-5 Dauntless’s history, with a thrilling aerial display.​

The SBD Dauntless began its service at Pearl Harbor in October 1943, later moving to Espiritu Santo in March 1944, where it was assigned to the Royal New Zealand Air Force’s 25 Squadron. During its time with the RNZAF, it flew 32 combat missions from Bougainville before being returned to the U.S. Navy in May 1944. The SBD Dauntless gained fame for its dive-bombing success against the Japanese during the Battle of Midway in World War II. It was heavily armed with two forward-firing .50-caliber machine guns and flexible twin .30-caliber guns in the rear, providing solid defense while diving on targets. Typically, the aircraft carried a 500- or 1,000-pound bomb, making it a formidable weapon against enemy forces.​

The Museum’s SBD-5, a World War II combat veteran, was delivered in June 1943. After the war, it was sold to Warner Bros., appearing in films like *Midway* and *War and Remembrance*. The museum acquired it in 1959 and restored it to flight in 1987. Armed with forward-firing .50-caliber machine guns and rear twin .30-caliber guns, the SBD was particularly effective in dive-bombing, especially during the Battle of Midway.​

Photo by Britt Dietz

The event begins with an outdoor presentation by David Willis, who will discuss the SBD’s WWII history, particularly its service in the South Pacific. Following this, pilot John Kerpa will start the 1,200-horsepower Wright Cyclone radial engine, leading into an exciting 20-minute aerial display showcasing the Dauntless’s unique capabilities. Guests will also have the opportunity to participate in a member’s raffle and interact with the pilot after the demonstration.

The day promises engaging talks, hands-on activities, and fun for the whole family. For more details, visit the Planes of Fame website, www.planesoffame.org.​

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[DaveM]

WWII Combat Veteran A6M-2 Zero For Sale By Platinum Fighter Sales

Periodically, we highlight vintage aircraft listed for sale with one of our sponsors, Platinum Fighter Sales. One of their newly-listed airframes which really caught our eyes is a rare 1941 Nakajima A6M2 Model 21 Zero described in the text and images below. The Nakajima A6M-2 Zero was discovered as a wreck in the jungle on Ballale Island, part of the Solomon Islands, in 1965. In 1994, the Blayd Corporation of Canada began its restoration, a project that required an estimated 60,000 man-hours and involved the creation of over 14,000 new parts. Mitsubishi Corporation, the original manufacturer, contributed to the effort by providing some original blueprints and sending Japanese engineering students to help with translations. In 2000, the project was sold to a consortium led by Gerry Beck, who completed the restoration by installing the instruments, and hydraulics, and fitting a Pratt & Whitney R-1830 engine for increased reliability.​

Photo via Platinum Fighter Sales

The Zero, the Allies’ primary adversary in the Pacific air war, became the most iconic symbol of Japanese air power during World War II. First flown in April 1939, the Zero was produced in large numbers by Mitsubishi, Nakajima, Hitachi, and the Japanese Navy, with 10,815 units built between 1940 and 1945. It was manufactured in greater quantities than any other Japanese aircraft of the war. Its distinctive design and historical significance cement the Zero’s place as an important figure in the history of air power.

The aircraft’s name comes from its official designation, the Navy Type Zero Carrier-Based Fighter (or Reisen), though the Allies referred to it by the code name “Zeke.” It succeeded the A5M Type 96 “Claude” and was designed by Mitsubishi in response to the Japanese Navy’s 1937 requirements for a fast, maneuverable fighter with long-range capability. As a carrier-borne fighter, the Zero was extremely light, a necessity for both maneuverability and to compensate for its relatively low-powered engine. Japanese designers faced limited engine power due to a lack of interservice cooperation in engine development, leading to other design compromises such as the omission of pilot armor, the use of non-self-sealing fuel tanks, and lightweight wings integrated into the fuselage.​

Mitsubishi A6M2 “Zero” Model 21 takes off from the aircraft carrier Akagi, to attack Pearl Harbor. Image via Wikipedia

The A6M saw its first combat action in China in the late summer of 1940 and quickly helped Japan establish air superiority across Asia. During the attack on Pearl Harbor on December 7, 1941, 125 Zeros launched from six aircraft carriers participated in the assault. Early in the war, the Zero outmatched Allied aircraft like the Curtiss P-40 and Seversky P-35 in dogfights, especially when flown by experienced Japanese pilots, making it a formidable and feared adversary.

However, the Japanese advantage waned as American pilots developed better tactics. Experience gained by the American Volunteer Group, known as the Flying Tigers, and during the Battle of Midway helped Allied pilots understand how to combat the Zero. The key was to avoid dogfights and instead exploit the Zero’s weaknesses through hit-and-run attacks using more heavily armed American planes. By 1943, newer American fighters equipped with 2,000-horsepower engines were faster, more powerful, and better armed, leading to the decline of the Zero’s dominance. Meanwhile, the number of experienced Japanese pilots dwindled as the war progressed.​

Despite ongoing improvements to the Zero, including self-sealing fuel tanks, armor plating, and an increase in engine power to 1,150 horsepower, these modifications made the aircraft heavier and less agile. The Zero’s weight increased by 28%, but its horsepower only rose by 16%, which reduced its overall combat performance. By October 1944, during the Battle of the Philippines, Zeros were increasingly used in kamikaze missions, becoming the most commonly employed aircraft for these suicide attacks.​

Mitsubishi A6M3 Zero wreck abandoned at Munda Airfield, Central Solomons, 1943. Image via Wikipedia

This Zero, a Nakajima-built A6M-2 s/n 1498, is painted to represent A1-1-129. The markings are based on one of the few known Nakajima-built A6M-2s for which both the tail code and serial number were documented. This aircraft, A6M-2 s/n 6544, tail code A1-1-129, was downed over Russell Island on February 4, 1943. American forces later photographed the wreckage when they occupied the island, and some artifacts confirming the serial number were recovered. The tail code indicated the aircraft belonged to the carrier Zuikaku, and the serial number pinpointed its manufacture date to late December 1942. Circumstantial evidence suggests that the aircraft was likely flown by Petty Officer Second Class Sakuji Tanaka, one of two Zuikaku pilots lost on February 4, 1943. For more information about this rare aircraft, visit www.platinumfighters.com.​

Photo via Platinum Fighter Sales

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[DaveM]

EAA Aviation Museum Launches ‘Inside The Hangar’ Self-Guided Behind-the-Scenes Experience

Visitors to the EAA Aviation Museum in Oshkosh now have access to more in-depth information about select exhibits, thanks to the introduction of self-guided QR codes on specific aircraft displays. The new “Inside The Hangar” tour allows visitors to scan QR codes with their smart devices to access additional details about the exhibits, all without needing to download a special app. The Synthesia software provides extra features such as detailed exhibit backgrounds, archival photographs not displayed in the museum, and other information not included on standard signage.

The Corsair is backed into the EAA Aviation Museum’s Eagle Hangar on April 5, 2022 in preparation for the new Corsair exhibit.EAA [hoto/Alden Frautschy)
“Museum visitors across the country are increasingly looking for interactive experiences, and the Synthesia software enables us to offer much more depth to our exhibits than we could ever fit on a sign,” said Amelia Anderson, the EAA Aviation Museum collections curator. “This system also gives us the flexibility to share additional and behind-the-scenes information as we discover it. As interest grows, we plan to expand this feature to more exhibits in the coming year.” The first QR code can be found at the museum entrance, providing an overview of the self-guided tour option and its benefits. Currently, QR codes are available at several of EAA’s foundational aircraft, including the Mechanix Illustrated Baby Ace, Little Audrey, and Little Bonzo. The Huey helicopter exhibit in the Eagle Hangar also features this new interactive option.

The Experimental Aircraft Association (EAA) Air Adventure Museum in Oshkosh, Wisconsin, USA.

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[DaveM]

Randy’s Warbird Profiles: Goodyear F2G-1 Super Corsair BuNo. 88454

By Randy Malmstrom

Since his childhood, Randy Malmstrom has had a passion for aviation history and historic military aircraft in particular. He has a particular penchant for documenting specific airframes with a highly detailed series of walk-around images and an in-depth exploration of their history, which have proved to be popular with many of those who have seen them, and we thought our readers would be equally fascinated too. This installment of Randy’s Warbird Profiles takes a look at the Museum of Flight‘s Goodyear F2G-1 Super Corsair BuNo. 88454.​

[Photo by Randy Malmstrom]

Goodyear Rubber & Tire Company built F2G aircraft based on the license-built FG-1, and were finally fitted with a Pratt & Whitney R-4360 engine powering a 13ft. Hamilton propeller (9-inch clearance from prop tip to ground or carrier deck) and was generally armed with six .50cal. machine guns, eight 5in. rockets, and up to 1,600 lb. of ordnance. The Corsair was fitted with a small window on the leading edge of each wing. The one on the right wing contains the gun camera.​

[Photo by Randy Malmstrom]

The leading edge on the left wing contained an “Approach Light” with a regular light bulb situated behind a multi-colored filter. The filter had horizontal bands from top to bottom as follows: green, a thinner line of amber, and then red at the bottom. While not visible to the pilot, it was meant to be very visible to the LSO (Landing Signal Officer) on an aircraft carrier deck, providing him with information as to the attitude of the aircraft. If the plane is nose-high, the LSO he sees red, meaning the Corsair is approaching too slow. If the plane is nose-down, coming in fast, he sees green. If the pilot has the aircraft in the correct attitude for landing (to intersect with the deck right in front of the arresting wires), the LSO sees amber.​

[Photo by Randy Malmstrom]

Note the 6-inch long stall strip located on the leading edge of the starboard wing just outboard of the guns. The large propeller on Corsairs caused a lot of torque at slow speeds which caused the port wing to drop at stalling speeds and creating a tendency for the aircraft to go into a spin. The problem was solved by the addition of this small device (it causes the starboard wing to stall symmetrically with the port wing). The oldest Corsairs had home-made wooden blocks; later, aircraft came from the factory with an aluminum strip already in place.​

[Photo by Don England via Randy Malmstrom]

This particular aircraft was built in 1945 by Goodyear Rubber & Tire Company in Akron, OH and was the first of a production of ten F2Gs. Five F2G-2 aircraft were built for carrier use and thus were fitted with arresting gear, hydraulically folding wings and a shorter diameter propeller, and five F2G-1 aircraft including this one were built for land-based operations, did not have an arrestor hook or hydraulically operated folding wings (they were manual), and were fitted with a larger propeller. The F2G aircraft never went into combat service and upon striking from the records, were frequently flown in air races.​

[Photo by Randy Malmstrom]
This aircraft spent its service career in testing at the Naval Air Test Center at Naval Air Station Patuxent River (NATC, and in which markings it is painted) and Naval Air Station Norfolk from 1945 to 1948 and went into storage with 246 hours of flying time. In 1966 it was transferred to the Bradley Air Museum at Windsor Locks, CT. In 1974 it went to the National Museum of the Marine Corps at Quantico, VA and was featured aboard the USS Intrepid during the 1976 U.S. Bicentennial after which it was was barged back to Norfolk. Doug Champlin had acquired it and a Douglas Skyraider from the Marine Corps Museum in exchange for a Douglas SBD Dauntless and was featured at Enid, OK until he opened his Champlin Fighter Museum in Mesa, AZ.


In 2003 it and the other Champlin aircraft went to the Museum of Flight in Seattle (MOF) and as of this writing, has been on static display at the MOF Restoration Center & Reserve Collection on Paine Field in Everett, Washington (just north of Seattle) which has been closed. While as of this writing it is FAA certified and registered to Windward Aviation Inc., in Tukwila, WA it will not be flown due to its rarity; it is one of two survivors of the variant. The stenciling on the tail fin “F2G-1D” is incorrect.

[Photo by Randy Malmstrom]

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About the author

Randy Malmstrom grew up in a family steeped in aviation culture. His father, Bob, was still a cadet in training with the USAAF at the end of WWII, but did serve in Germany during the U.S. occupation in the immediate post-war period, where he had the opportunity to fly in a wide variety of types which flew in WWII. After returning to the States, Bob became a multi-engine aircraft sales manager and as such flew a wide variety of aircraft; Randy frequently accompanied him on these flights. Furthermore, Randy’s cousin, Einar Axel Malmstrom flew P-47 Thunderbolts with the 356th FG from RAF Martlesham Heath. He was commanding this unit at the time he was shot down over France on April 24th, 1944, spending the rest of the war as a prisoner of war. Following his repatriation at war’s end, Einar continued his military service, attaining the rank of Colonel. He was serving as Deputy Wing Commander of the 407th Strategic Fighter Wing at Great Falls AFB, MT at the time of his death in a T-33 training accident on August 21, 1954. The base was renamed in his honor in October 1955 and continues to serve in the present USAF as home to the 341st Missile Wing. Randy’s innate interest in history in general, and aviation history in particular, plus his educational background and passion for WWII warbirds, led him down his current path of capturing detailed aircraft walk-around photos and in-depth airframe histories, recording a precise description of a particular aircraft in all aspects.​

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[DaveM]

Warbirds Over the Beach 2024: A Living Tribute to WWII Aviation

The highly anticipated Warbirds Over the Beach 2024 air show is set to take place from October 5, 9 AM to October 6, 5 PM EDT, offering attendees a chance to relive the glory days of World War II aviation. Hosted at the Military Aviation Museum in Virginia Beach, this premier all-warbird event will bring history to life with thrilling aircraft displays and immersive Living History Encampments. Advanced tickets are now on sale for this unforgettable weekend.​

USAAF Re-enactor Lynn Ritger poses in his WWII-era kit by the Military Aviation Museum’s P-51D Mustang. Many re-enactors, representing numerous military branches, will be on hand at the Warbirds Over the Beach Air Show. (photo by Richard Mallory Allnutt)

The air show, renowned for its authentic atmosphere, features the museum’s stunning collection of World War II aircraft in action, all taking flight from the museum’s 130-acre campus, which includes a meticulously preserved 1940s airfield. What sets *Warbirds Over the Beach* apart is not only the impressive lineup of vintage warbirds but also the immersive experience, where attendees can explore living history encampments and walk among period-dressed reenactors. This unique setting provides a perfect blend of aviation and history, allowing visitors to step back in time and experience a slice of American heritage.​

Two of the Military Aviation Museum’s fabulous warbirds, a Spitfire Mk.IX and a Grumman TBM Avenger will be amongst the many rare aircraft on show and in the air at the museum’s annual Warbirds Over the Beach air show over the weekend of October 5th and 6th in Pungo, Virginia. (photo by Richard Mallory Allnutt)

Each year, enthusiasts from across Virginia, the United States, and beyond flock to the event to witness historic aircraft in flight, many of which have been lovingly restored to their wartime condition. In addition to the aerial demonstrations, attendees can expect a lineup of military vehicles and special guest aircraft, as well as themed presentations that promise to capture the imagination of history buffs and aviation fans alike.

The event is perfect for anyone with a passion for history, warbirds, and air shows, as well as families looking for an exciting and educational outing. The sights and sounds of these powerful vintage machines roaring through the skies promise to make *Warbirds Over the Beach* a weekend to remember.​

The P-40E during take off from the grass runway at Pungo. (photo by Richard Mallory Allnutt)

All proceeds from the event help support the Military Aviation Museum, a non-profit 501(c)(3) organization dedicated to preserving military aviation history and offering educational programs to inspire future generations. Be sure to mark your calendars and prepare for a weekend filled with nostalgia, excitement, and a celebration of World War II aviation history. Click HERE to buy your tickets.​

Advanced tickets are now on sale for this unforgettable weekend.

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[Rocky]

Wow, great shots

 

[DaveM]

Smithsonian’s National Air and Space Museum Announces Fall 2024 Lectures at Udvar-Hazy Center

PRESS RELEASE

The Smithsonian National Air and Space Museum has announced it will present three evening lectures at the Steven F. Udvar-Hazy Center in Chantilly, Virginia, exploring the stories of women and people of color in aviation and spaceflight. The museum’s fall 2024 aviation lectures will highlight women who have broken boundaries in military aviation and the museum’s marquee space lecture will celebrate the 25th anniversary of the Chandra X-ray Observatory. All lectures are free to the public and require advance registration. Each lecture will also be streamed live on YouTube.

Thursday, September 19: “The Path to Equality for Women Military Aviators”​

The first class of women Air Force pilots, Undergraduate Pilot Training Class 77-08, in 1977.

The fall lecture lineup kicks off in September with the first of two Aviation Adventures lectures. The U.S. military began training women as pilots and other aviators in 1973, but they did not achieve full equality until 1993, when they gained the right to fly combat aircraft. “The Path to Equality for Women Military Aviators” will take place Sept. 19 at 8 p.m. ET and will explore the challenges faced by America’s pioneering women military aviators and their fight to open doors for future generations.

The lecture will feature Beverly Weintraub, author of Wings of Gold: The Story of the First Women Naval Aviators, and Eileen Bjorkman, U.S. Air Force veteran and author of Fly Girls Revolt: The Story of the Women Who Kicked Open the Door to Fly in Combat. The Aviation Adventures Lecture Series is made possible by the support of GE Aerospace.

Wednesday, September 25: “Seeing in X-Ray Vision”​

Over the past 25 years, Chandra X-Ray Observatory has captured arresting images of the universe.

This year marks the 25th anniversary of the launch of the Chandra X-ray Observatory, NASA’s flagship X-ray observatory. For 25 years, astronomers have pulled from Chandra’s data to create incredibly detailed images of some of the universe’s most dramatic events, from supernova explosions to black hole jets. “Seeing in X-Ray Vision” will take place Sept. 25 at 8 p.m. ET and will feature a panel of astronauts and scientists who have contributed to Chandra’s success. Two astronauts who deployed Chandra on space shuttle Columbia’s STS-93 mission will speak on the panel: Cmdr. Eileen Collins, who became the first woman to command a shuttle mission on STS-93, and Cady Coleman, a mission specialist on the mission. The event also features two scientists from the Smithsonian Astrophysical Observatory, which manages Chandra’s science and flight operations: Patrick Slane, Chandra X-ray Center director, and Kimberly Arcand, visualization scientist. The John H. Glenn Lecture in Space History is made possible by the support of Boeing.

Thursday, October 10: “Women Take Flight: Stories of Air and Sea from the U.S. Coast Guard”

For over a century, the U.S. Coast Guard has used aviation as a means to save those in peril and protect the U.S. from maritime threats. The second Aviation Adventures lecture, “Women Take Flight: Stories of Air and Sea from the U.S. Coast Guard,” will take place Oct. 11 at 8 p.m. ET. Three of the U.S. Coast Guard’s first Black women aviators will discuss the victories and challenges of flying rescue and maritime enforcement missions for the military. The panel discussion will feature Cmdr. Jeanine Menze, a fixed wing pilot who flew during Hurricane Katrina, among other missions, and was the first Black woman pilot in the Coast Guard; Cmdr. La’Shanda Hawkins, who was the first Black woman to serve as a helicopter pilot in the Coast Guard; and Cmdr. Chanel Lee, a pilot and civil engineer in the Coast Guard who was the first Black woman to fly an MH-60 Seahawk helicopter and be sent to flight school.​

The “Fab-5” at the historic Tuskegee’s Moton Field after attending Lt. Ronaqua Rusell’s Air Medal Ceremony, Thursday, February 21, 2019. Pictured from left to right are Coast Guard HC-130 fixed-wing pilot Lt. Cmdr. Jeanine Menze, MH-65 helicopter pilot Lt. Cmdr. LaShanda Holmes, HC-144 fixed-wing pilot Lt. Angel Hughes, MH-60 helicopter pilot Lt. Chanel Lee, HC-144 fixed-wing pilot Lt. Ronaqua Russell. (U.S. Coast Guard photo by Petty Officer 3rd Class Travis Magee/Released)

All lectures will be presented in person in the Airbus IMAX Theater at the Steven F. Udvar-Hazy Center and streamed live on the National Air and Space Museum’s YouTube channel. Registration is required for guests wishing to attend in-person and encouraged for guests who wish to attend virtually. Registration links and more information about each lecture can be found on the museum’s website.​

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[DaveM]

Old Rhinebeck Aerodrome Night Photoshoot

Old Rhinebeck Aerodrome Field will host a night photo event on October 5, 2024 (click HERE for information). This rare opportunity allows photographers to capture images of vintage aircraft at the aerodrome. Night engine-run photo shoots have gained popularity among aviation photographers, offering a unique perspective on aircraft. The resulting images are known for their dramatic, simple, and clean composition. Six aircraft will be positioned and illuminated for night engine runs. Each aircraft will be lit one at a time using continuous-source LED lights and will run for approximately eight minutes. This provides ample time for photographers to capture images from all angles and achieve the “disc effect” of the turning propeller.


Tom Pawlesh, a retired airline pilot with a passion for aviation and photography, will coordinate and light the event. With a lifetime of experience both flying and photographing airplanes, Pawlesh will bring his expertise to the evening. Please note that the event is weather dependent. In the case of inclement weather, payments will be considered donations to support the Old Rhinebeck Aerodrome, as no refunds will be issued. For more information about the event and to book your tickets, visit www.oldrhinebeckaerodrome.ticketspice.com

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[DaveM]

The Next Generation of Warbird Pilots: Johnny Mazza III

In recent years there has been a push to recognize individuals under 40 years old for their contributions to the warbird community. The most prominent program is the Warbirds 20 under 40, which was originally developed by Mark Clark and Darcy Kapke of Courtesy Aircraft Sales and introduced at the 2019 National Warbird Operators Conference (NWOC). Naturally, getting the younger generations interested and involved in warbirds is the key to survival of the community and when they do, they deserve recognition. At AirVenture 2024, this program was re-introduced with twenty individuals being named and honored. However, there are many others out there that have worked hard to climb the warbird ladder and are primed to take the reigns as leaders in the warbird community and one such pilot is Johnny Mazza III, who is a third generation pilot and flies with the Military Aviation Museum (MAM) in Pungo, Virginia.​

Young Johnny Mazza has been flying and absorbing anything aviation almost since birth. Photo via Johnny Mazza III

Johnny’s grandfather was a forward air controller in World War II, and his father John “Pappy” Mazza, flew O-2s in the Virginia Air National Guard and was once very active in airshow aerobatics. Today, the Mazzas fly a number of aircraft, including a pair of Texans, out of their private airstrip near Richmond, Virginia. In a recent interview with Vintage Aviation News (VAN) Johnny shared his early aviation memories. “I’ve been flying literally since I was born. I don’t know how old I was, but I vaguely remember my dad and grandfather taxiing around in a Cessna 310 we had across the street at our field. When I was five or six, they stacked cushions on the seat of our Ercoupe, so I could see over the instrument panel.”​

Johnny at the controls of his first airplane. This was the first step on the ladder that would ultimately lead to an AD-4 Skyraider. Photo via Johnny Mazza III

The Mazzas own and operate a very successful pool business and fly their Piper Cheyenne to their dealers and distributors across the country, so Johnny never had any aspirations of becoming a professional pilot. “I just enjoyed doing it just for the thrill of it and the love of it, not to pay the bills.” Johnny related. While Johnny enjoyed flying throughout his youth and adolescence, it wasn’t until after his father, Pappy, purchased Walt Ohlrich’s famous SNJ-5 known simply as 502 that he started flying heavy tailwheel warbirds, which led to the purchase of his own “Pilot Maker,” a 1949 T-6G, in 2013.​

Photographed over Culpeper, Virginia on October 9, 2014 from the SNJ owned and flown by John “Pico” Mazure, Johnny and his father, John “Pappy” Mazza, Jr. (in the late Walt Ohlrich’s former SNJ-5 “502”). Photo via Stephen Chapis

By the time Johnny got his T-6, Pappy had started flying with MAM, and Johnny made that his goal as well. He said, “There was no question that I wanted to fly for the museum, but back then I didn’t have the hours that I needed, so I started building time, especially in the T-6, and hanging out at the museum. I wasn’t technically a pilot there, but they would invite me to events with my T-6. Flying with the museum is more than about having the required hours. Johnny continued, “…they also want to see if this a guy we’re going to want to go to the air shows with and hang out with for a weekend. I started going down there in 2010 or ’11 with the Yak-50, but when I got my T-6, I was down there a lot helping out with whatever they needed.” Johnny’s perseverance finally paid off in 2017, when he was invited to join the cadre of pilots at MAM.​

Johnny cavorts in the spring skies of Virginia on May 1, 2021. Purchased in 2013, it was this T-6 that helped Johnny build the heavy tailwheel time needed to join his father as a pilot at the Military Aviation Museum in 2019. Photo via Stephen Chapis

Johnny first started flying the Stearman, but soon checked out in the P-64, an aircraft he thoroughly enjoys. “A lot of people don’t like it because it’s a converted T-6. But it’s a T-6 with 1,200 horsepower, so you have double the horsepower. In a T-6, I don’t care what you do, realistically, normal conditions, you might get 140 knots. That P-64 will cruise around all day at 180, 190 knots. It’s a rocket. Below 10,000 feet, it’ll keep up with any of the fighters. It is honestly one of the most fun airplanes I’ve ever flown.”

After flying the P-64 for a year or so, MAM Chief Pilot Mike Spalding came to him one day and asked if he wanted to check out in the Skyraider. The AD-4 Skyraider, BuNo 123827, at MAM is no ordinary warbird, but an incredibly historic aircraft. After rolling off the Douglas El Segundo production line on September 29, 1949, and less than a year later it was aboard USS Valley Forge (CV-45) with Attack Squadron Fifty-Five (VA-55) Torpcats when the Communists stormed across Korea’s 38th Parallel on June 25, 1950. Six days later, Valley Forge launched the Navy’s first carrier-borne airstrikes of the war and VA-55 Skyraiders attacked airfields in Pyongyang, North Korea, destroying hangars, aircraft, and fuel depots. This mission marked the combat debut of the Douglas Skyraider and 123827 was in the thick of the fight.

In the fall of 1953, the aircraft was attached VA-75 Sunday Punchers when the squadron sailed into the North Atlantic aboard USS Bennington (CV-20), where it would participate in Operation Mariner along with USS Wasp (CV-16), and Canadian carrier HMCS Magnificent. On September 23, 1953, ‘827 and 41 other aircraft were nearly lost when they were launched into marginal weather conditions at 1330hrs. An hour later all three carriers were enveloped in a heavy fog and zero-zero conditions. This stranded 32 aircraft, including ‘827, aloft with dwindling fuel. The situation became so dire that pilots asked for Last Rights over the radio.​

Seen here at Warbirds Over the Beach on May 21, 2011, AD-4 Skyraider, BuNo 123827 is a bona fide Korean War combat veteran that has been part of the Military Aviation Museum for almost a quarter of a century. Photo via Stephen Chapis

Then suddenly there was a small break in the fog, and all aircraft managed to get aboard a carrier, even if it wasn’t their own. Fifteen minutes after the last aircraft recovered the fog descended once again and the task force sailed in zero-zero conditions for the next 18 hours. The prayers offered in the preceding hours had been answered, and the event became known as The Mariner Miracle. The final duty station for ‘827 was NAS Atlanta where it was stricken on July 25, 1956, with 2,807 hours total time. Like so many warbirds flying today, the MAM Skyraider fell into disrepair at DeKalb-Peachtree Airport (PDK), until it was saved by PDK employee and former USN Skyraider electrician Dave Forrest in 1966. After a 12-year restoration Dave took his AD-4 aloft on its first post-restoration flight on December 5, 1978. Over the next several years Dave put 200 hours on the airplane flying it to various airshows throughout the southeast. In August 2000, the Skyraider joined the Fighter Factory, as MAM was once called, still wearing its Atlanta markings. In 2001, the aircraft was repainted to represent the AD-4 flown by VA-195 CO LCdr Harold ‘Swede’ Carlson on the famous Hwachon Dam raid on May 1, 1951.

Given this amazing provenance coupled with the fact that the Skyraider is the largest single-engine aircraft in MAM’s collection, Johnny jumped at the chance to fly the venerable Able Dog. He would have to wait however, as he related, “When I told Mike I’d love to fly the AD, he said, ‘All right. As soon as the weather gets right,’ because during the winter months down there, that runway gets soft. It just doesn’t dry out. The Skyraider is so heavy that it would quickly sink, especially the tailwheel. So, they gave me all the material and I started reading and studying. Once I knew the airplane inside and out, I just had to wait on the runway.” This was in 2019, and the calendar was getting into mid-April and the runway was still too soft and Johnny was worried that he might not get checked out in time for the annual Warbirds Over the Beach Airshow, which was then held in mid-May. Then the call finally came, “Mike called, ‘Hey, can you make it down we start doing this Skyraider check out?’ I went down the first day, and we basically did a ground school. He talked about little quirks, what to do, what not to do, what to expect, that sort of thing. Then we went over the cockpit. He showed me everything, starting procedures and all. I came back down a few days later and we did start-up and taxiing. Then he asked, ‘Do you feel comfortable?’ I said, “Yes.” He said, ‘Go ahead.'”​

On May 17, 2019, Johnny became the “World’s Newest Skyraider Pilot” after completing his check out at the Military Aviation Museum. Photo via Johnny Mazza III

“When I got to the end of the runway, I felt confident, but I literally went through everything three, four times. By the time I was ready to go there were like fifteen mechanics and volunteers out on the ramp to watch. With 3,000 horsepower, you can’t just give it full throttle because it’ll run you off the runway. So, I ran it up to 30 inches that first time and released the brakes. I started giving it power as it’s rolling. I was prepared for the torque because people told me about it, but I was pushing as hard as I could to keep it straight. Before I even knew it, the plane was off the ground. It was that fast.” Just like any other solo flight, Mike wanted Johnny to do three take-offs and landings. Once those were done, he taxied in and shut down, and Mike asked him what he thought. “Three thousand horsepower and one seat? It’s awesome!” Johnny replied. Prior to Johnny’s checkout in the AD, the aircraft was flown mostly by former A-6 pilot Kevin Sinabaldi and after Johnny’s flight the senior pilots started joking with Kevin that “Johnny’s taking your airplane.” Today, Johnny and Kevin basically have the Skyraider to themselves and when another pilot expresses an interest in checking out in the beastly AD, the duo jokingly say, “You don’t want to fly this airplane, it’s a piece of s**t.”

In that first summer as the world’s newest Skyraider pilot, Johnny had an experience that every warbird pilots relishes: meeting a veteran who flew the type in operational service. During the summer months, MAM holds flight demonstrations on Saturdays where they pull an aircraft out for a flying display. One Saturday, Johnny was scheduled to fly the Skyraider when he was approached by one of the museum volunteers. “He told me there was a Skyraider veteran coming to speak. I said, ‘That’s great and I got a Skyraider.’ The volunteer was like, ‘You don’t get it. He didn’t fly any Skyraider. He flew this [the museum’s] Skyraider.’ He had his logbook with him, and it showed that he flew the museum’s Skyraider in 1952. He had one entry that said he came back to the carrier with 167 holes in the airplane.” The veteran, 92-year-old John Lavra, CAPT (USN), Ret., enlisted in the Navy in June 1944, served as a combat aircrewman during World War II, and earned his commission and Naval Aviator Wings on October 10, 1947. During his career, Capt. Lavra logged 5,300 flight hours, 365 carrier landings on five aircraft carriers in twenty-two aircraft models. His combat tours included anti-submarine operations in the South Atlantic and Caribbean, two tours in Korea, and logistic support missions in and out of Chu Lai and DaNang during Vietnam. He retired on November 1, 1970, with numerous medals, including Purple Heart, Air Medal with two gold stars, and the Navy Commendation Medal with combat “V,” among others.​

On June 9, 2019, Johnny enjoyed an experience that is cherished by every warbird pilot when he met John Lavra, CAPT, USN (Ret) at the Military Aviation Museum. Capt. Lavra flew ADs in combat during Korea and was lucky to survive a fiery shootdown over North Korea. Thankfully, a rescue helicopter picked him up as Communist soldiers were a mere 100 yards away. Photo via Johnny Mazza III

During the event at MAM on June 9, 2019, Capt. Lavra obviously spoke of his experiences flying ADs with VA-55 aboard USS Essex (CV-9) during Korea, including being shot down on October 20, 1952. On that day his squadron was tasked with attacking the Kojo hydroelectric plant deep inside North Korea. Once they arrived over the target at 12,000 feet, Lavra rolled into a glide bombing attack with his section leader. They released their bombs at 5,000 feet and as Lavra was pulling out of the attack he “…felt a terrific wrenching movement and sound…” followed by “…a terrific fire in the cockpit.” The Skyraider was whipped into a violent spin and Lavra had to reach into the fire to find and pull the canopy release. By the time he struggled to get out of the cockpit and search for and pull the D-ring on his parachute, the AD-4 had spun below 1,000 feet. Lavra, despite sustaining severe burns in the spin, was still able to conceal himself from nearby enemy soldiers, perform first aid on himself, and get himself into the sling lowered by a Sikorsky H-5 helicopter.

After climbing down from the cockpit after the demo, Johnny chatted with Capt. Lavra, “He was the coolest guy. Cool as can be. Another of his logbook entries showed that he once took the museum’s Skyraider up to 35,000 feet. He said, ‘They told me it wouldn’t do it, but it did it.’ It was really cool to meet him and just listen to him talk about flying them back in the ’50s. That that was probably one of the coolest experiences talking to him about knowing that 70 years ago he sat in the same seat I just climbed out of.” Encounters with veterans who flew World War II and Korean War-era warbirds was once a common occurrence for the first couple generations of warbird pilots, but for operators of Johnny’s generation they are becoming increasingly rare. If these young, up-and-coming men and women cherish them as much as Johnny does, then the future of the warbird movement is in very good hands. If you would like to know more about the Military Aviation Museum, visit www.militaryaviationmuseum.org​

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[DaveM]

Take a Warbird Ride on a World War II Bomber and Troop Transport

PRESS RELEASE

Adventure awaits area residents of Tulsa, Oklahoma, desiring a visceral experience on historic aircraft September 21-22, 2024 at the Tulsa Air and Space & Planetarium Museum located at 3624 N.74th E. Avenue, Tulsa, OK 74115. Encounter the power, nimbleness and iconic sound of radial engines of the World War II battle-tested B-25, Rosie’s Reply and the venerable World War II troop carrier C-47, Hairless Joe. What better way to experience history in flight than to fly on a 1943-built bomber that flew missions in Sicily during World War II or experience a ride that thousands of Allied troops took during World War II on a C-47 airplane?​

Combat veteran B-25 Rosie’s Reply is available for rides. Photo via Chad Hill

Take a ride into yesteryear on Rosie’s Reply; the B-25D is the only flying model of that aircraft today and is one of very few aircraft that experienced combat during WWII. Public rides on the B-25 are available starting at 10 am on both Saturday and Sunday, September 21-22. The ride is a 25-minute experience and costs $525.00 per person. Once airborne riders can move about the aircraft. CLICK HERE to reserve your seat today. Museum visitors can also go out to see and hear this beautiful bird take off and land.

For thrill seekers desiring a once-in-a-lifetime experience, rides on the C-47 are available from 10:30 am on both Saturday and Sunday, September 21-22. The ride is a 20-minute experience and costs $185 per person. Once airborne, you’ll be able to move around in the aircraft to experience different perspectives. CLICK HERE to secure your ride in advance. 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.

With a mission of “Honoring the Past, Inspiring the Future,” the Tulsa Air and Space Museum & Planetarium (TASM) has carved out a unique niche in the Oklahoma museum community. TASM has been exposing students to real-world applications of STEM since 1994. For more information visit www.tulsamuseum.org​

Visitor board the C-47 Hairless Joe for a flight. Photo via Michigan Flight Museum

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[DaveM]

WWII Combat Veteran 1940 Vickers Supermarine Spitfire For Sale By Platinum Fighter Sales

Platinum Fighter Sales has recently added several rare and unique aircraft to its listings, including the exceptional XP-82 Twin Mustang and the Nakajima A6M2 Model 21 Zero. Among these iconic planes is the newly listed 1940 Vickers Supermarine Spitfire IA P9374.​

Photo via Platinum Fighter Sales

With only 93.2 hours of flight time since its 100-point restoration by Historic Flying in Duxford, UK, the restoration of Spitfire Mark I P9374 stands as one of the most authentic and remarkable restorations ever undertaken. This labor of love was a monumental effort, requiring an immense amount of time, manpower, and financial resources. Twelve dedicated English craftsmen worked full-time for three years, devoting nearly 27,000 hours to meticulously restore every detail of this historic aircraft. Their unwavering commitment brought the Spitfire back to its exact original state, as it had been on May 24, 1940, before its fateful flight. The result is nothing short of extraordinary, as a critical piece of aviation history has been resurrected for future generations to experience.

History in the Sands

In September 1980, the remains of Spitfire P9374 were discovered buried in the sands of a Calais beach. This early Mk I Spitfire had joined the famous 92 Squadron at RAF Croydon on March 6, 1940, as part of Britain’s Home Defense force. On May 23, Pilot Officer Williams flew P9374 in its first combat, successfully downing a German Me 110 over the French coast. The next day, Flying Officer Peter Cazenove took P9374 on what would become both his first and last combat mission of the war. During the early stages of World War II, many pilots and aircraft were lost soon after entering combat. P9374 was no exception, with only 32 hours and 5 minutes of flight time before being hit by fire from a Dornier 17-Z bomber. The damage to its coolant system caused the engine to overheat, forcing Cazenove to land the Spitfire wheels-up on the beach. He radioed in, humorously stating, “Tell mother I’ll be home for tea!” After landing, Cazenove joined local forces in a rear-guard action before being captured as a prisoner of war, not reuniting with his mother for many years.​

Photo via Platinum Fighter Sales

Over the decades, P9374 remained buried in the sand, until its remarkable re-emergence in 1980. Amazingly, many components, including the engine and machine guns, were still in relatively good condition. Tragically, Peter Cazenove passed away shortly before the aircraft’s recovery, having once mused, “I wonder what happened to my Spitfire and if anyone will ever find it?”

A Painstaking Restoration

The restoration of P9374 was a painstaking and exacting process, with a 100% commitment to authenticity. Every effort was made to recreate the aircraft as it was originally built at Supermarine’s Woolston Factory, from the instruments and fabric to the paint and stencils, many of which were hidden within the wings. The Spitfire is powered by an original Rolls-Royce Merlin engine, making it the only flying Mk I Spitfire equipped with one. However, for reliability, it currently flies with a more modern Merlin 35 engine, while the original is kept as a spare. Among the aircraft’s unique features are working flare tubes, an original gunsight, a period-correct radio, fabric-covered ailerons, and a complete set of .303 Vickers Bowling machine guns, along with their pneumatic operating system and 1940-dated belts of ammunition.​

One of the most challenging aspects of the restoration was recreating the smooth-treaded Dunlop tires, identical to those the Spitfire originally wore. An original tire was sent to Dunlop, who replicated the design down to the period-specific script on the sidewalls. The undercarriage retains its original manually operated hydraulic hand pump system, making this the only Spitfire in the world to feature this setup. Even components from the original engine were carefully incorporated into the rebuild, and the distinctive ‘biscuit tin’ voltage regulator, clearly visible behind the pilot’s seat, was restored to full working condition. With the resurrection of P9374, a critical chapter of aviation history—once thought lost—has been brought back to life, allowing enthusiasts and historians alike to witness the glory of one of the most iconic aircraft ever built. To learn more about this aircraft, visit www.platinumfighters.com​

Photo via Platinum Fighter Sales

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[Greyfell]

WWII Combat Veteran 1940 Vickers Supermarine Spitfire For Sale By Platinum Fighter Sales

Platinum Fighter Sales has recently added several rare and unique aircraft to its listings, including the exceptional XP-82 Twin Mustang and the Nakajima A6M2 Model 21 Zero. Among these iconic planes is the newly listed 1940 Vickers Supermarine Spitfire IA P9374.​

Photo via Platinum Fighter Sales

With only 93.2 hours of flight time since its 100-point restoration by Historic Flying in Duxford, UK, the restoration of Spitfire Mark I P9374 stands as one of the most authentic and remarkable restorations ever undertaken. This labor of love was a monumental effort, requiring an immense amount of time, manpower, and financial resources. Twelve dedicated English craftsmen worked full-time for three years, devoting nearly 27,000 hours to meticulously restore every detail of this historic aircraft. Their unwavering commitment brought the Spitfire back to its exact original state, as it had been on May 24, 1940, before its fateful flight. The result is nothing short of extraordinary, as a critical piece of aviation history has been resurrected for future generations to experience.

History in the Sands

In September 1980, the remains of Spitfire P9374 were discovered buried in the sands of a Calais beach. This early Mk I Spitfire had joined the famous 92 Squadron at RAF Croydon on March 6, 1940, as part of Britain’s Home Defense force. On May 23, Pilot Officer Williams flew P9374 in its first combat, successfully downing a German Me 110 over the French coast. The next day, Flying Officer Peter Cazenove took P9374 on what would become both his first and last combat mission of the war. During the early stages of World War II, many pilots and aircraft were lost soon after entering combat. P9374 was no exception, with only 32 hours and 5 minutes of flight time before being hit by fire from a Dornier 17-Z bomber. The damage to its coolant system caused the engine to overheat, forcing Cazenove to land the Spitfire wheels-up on the beach. He radioed in, humorously stating, “Tell mother I’ll be home for tea!” After landing, Cazenove joined local forces in a rear-guard action before being captured as a prisoner of war, not reuniting with his mother for many years.​

Photo via Platinum Fighter Sales

Over the decades, P9374 remained buried in the sand, until its remarkable re-emergence in 1980. Amazingly, many components, including the engine and machine guns, were still in relatively good condition. Tragically, Peter Cazenove passed away shortly before the aircraft’s recovery, having once mused, “I wonder what happened to my Spitfire and if anyone will ever find it?”

A Painstaking Restoration

The restoration of P9374 was a painstaking and exacting process, with a 100% commitment to authenticity. Every effort was made to recreate the aircraft as it was originally built at Supermarine’s Woolston Factory, from the instruments and fabric to the paint and stencils, many of which were hidden within the wings. The Spitfire is powered by an original Rolls-Royce Merlin engine, making it the only flying Mk I Spitfire equipped with one. However, for reliability, it currently flies with a more modern Merlin 35 engine, while the original is kept as a spare. Among the aircraft’s unique features are working flare tubes, an original gunsight, a period-correct radio, fabric-covered ailerons, and a complete set of .303 Vickers Bowling machine guns, along with their pneumatic operating system and 1940-dated belts of ammunition.​

One of the most challenging aspects of the restoration was recreating the smooth-treaded Dunlop tires, identical to those the Spitfire originally wore. An original tire was sent to Dunlop, who replicated the design down to the period-specific script on the sidewalls. The undercarriage retains its original manually operated hydraulic hand pump system, making this the only Spitfire in the world to feature this setup. Even components from the original engine were carefully incorporated into the rebuild, and the distinctive ‘biscuit tin’ voltage regulator, clearly visible behind the pilot’s seat, was restored to full working condition. With the resurrection of P9374, a critical chapter of aviation history—once thought lost—has been brought back to life, allowing enthusiasts and historians alike to witness the glory of one of the most iconic aircraft ever built. To learn more about this aircraft, visit www.platinumfighters.com​

Photo via Platinum Fighter Sales

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Beautiful restoration!

 

[DaveM]

World War II Airplane Murals Painted on Oregon Airport Hangars

While scrolling through my Facebook timeline, I came across an intriguing post by Brian Uretsky of Uretsky Aviation, a professional pilot and aviation photographer, featuring a series of hangars decorated with paintings of WWII airplanes. Curious to learn more, I discovered that in 2023, a tenant at Prineville Airport in Oregon had commissioned a local artist to paint just a couple of hangar doors. Before long, the project expanded, resulting in a total of twenty-two murals! Prineville Airport Honors WWII Aviation.

A series of hangars at Prineville Airport in Oregon have been transformed with a unique blend of art and history. Twenty-two murals of World War II aircraft have been painted on the hangar doors by local artist Glen Ness. The project, which began with a modest plan, has grown significantly, with each mural taking about a week to complete.​

A b-29 was beautifully painted on one of the hangar doors. Photo by Uretsky Aviation

Originally, only a couple of doors were expected to be painted, but as the project progressed, it expanded to include an entire bank of doors. So far, 10 murals have been completed, and through this process, Ness has gained a deeper understanding of World War II planes and their development. Ness was commissioned earlier this year by Prineville resident Jeanne Zerbe to paint the murals on her hangars. Zerbe, seeking to give the airport a more distinctive appearance, provided one guideline: the murals should focus on Allied and U.S. planes. After reviewing historical books provided by Zerbe, Ness’s initial drawings were quickly approved, and he was given creative freedom to complete the project.​

Photo by Uretsky Aviation

The backgrounds of the murals have been described as “unbelievable,” giving the impression of being in the air flying. Zerbe, who wanted to make the hangars less ordinary, has expressed her excitement with the results. Ness, who had little prior knowledge of World War II aircraft, conducted online research to guide his work. Challenges were faced when working with the corrugated metal surface of the hangars, and initially, spray cans were used to lay the foundation of each mural. However, concerns about waste and toxicity led Ness to adjust his methods.​

Photo by Uretsky Aviation

The murals are not designed to be overly showy, but they are intended to be appreciated by pilots flying into the airport. Ness, who enjoys working on large-scale projects, found the experience challenging but rewarding. Reflecting on the progress, Zerbe expressed her pride and excitement with the final results.​

left to Right: A B-17, an SBD Dauntless and a Hellcat. Photo by Uretsky Aviation

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[Rocky]

Wow, great artwork

 

[Greyfell]

Beautiful artwork and an excellent idea!

 

[DaveM]

Ribbon Cutting Celebration For The Hawaii Mars Water Bomber

The Hawaii Mars Water Bomber, one of only two remaining in the world, arrived at its final resting place at the BC Aviation Museum in North Saanich, British Columbia on the evening of Wednesday, August 21, 2024, just after 9:00 pm. To celebrate this significant event, the museum will host an invitation-only ribbon-cutting ceremony on Friday, September 20, 2024, at 4:30 PM. The ceremony will be led by Lana Popham, Minister of Tourism, Culture, and Sport, who will have the honor of cutting the ribbon in front of the iconic aircraft.

Photo via BC Aviation Museum
The Hawaii Mars has a storied history as a water bomber, and its preservation is a monumental achievement for British Columbia and Canada. Several key stakeholders who played vital roles in securing the aircraft’s future will be present at the event, including representatives from the Victoria International Airport, the Institute of Ocean Sciences, Coulson Aviation, and Nickel Brothers.

Photo by Ian Hunter
In addition to the ribbon-cutting, the ceremony will pay tribute to the Snowbirds, the Royal Canadian Air Force’s aerobatic team, for accompanying the final flight of the Hawaii Mars, which was witnessed by tens of thousands of spectators. Coulson Aviation, which generously donated the aircraft to the museum, will also be recognized, along with Nickel Brothers, whose efforts were instrumental in safely transporting the massive plane from the water, across the airport, and to its new permanent home at the museum.

Here are a few screenshots from the live feed of the Hawaii Mars arrival at its new home at the British Columbia Aviation Museum.
The event will include presentations from various stakeholders, and invited guests will have a rare opportunity to step inside the Hawaii Mars and witness firsthand the impressive scale of the aircraft and the effort involved in its preservation. The BC Aviation Museum’s acquisition of the Hawaii Mars marks a major milestone in the preservation of aviation history, and the upcoming event is set to honor those who made this achievement possible.

Donations can be made through the museum’s website to help them continue this important work. GoFundMe webpage. ​

British Columbia Aviation Museum, the future home of the Hawaii Mars

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