Warbird News

[DaveM]

Happy Birthday U.S. Air Force!

The U.S. Air Force, officially established on September 18, 1947, through the National Security Act, is the second youngest branch of the U.S. military, with the U.S. Space Force being created later in 2019. Both branches are part of the Department of the Air Force. The USAF’s origins date back to 1907 when the U.S. Army Signal Corps formed its aeronautical division. Happy Birthday, USAF! This article traces the evolution of the United States Army’s air arm, starting from the establishment of the Aeronautical Division in 1907, through the creation of the Air Service during World War I, and its massive expansion during World War II. The narrative highlights key milestones, including the formation of the 1st Aero Squadron, the influence of aviation on the outcome of WWI, and the reorganization efforts during WWII that eventually led to the creation of the U.S. Air Force in 1947.​

Photo via Davis-Monthan Air Force Base

The Origins of U.S. Army Aviation On August 1, 1907, the U.S. Army Signal Corps established its Aeronautical Division, tasked with overseeing military ballooning and air machines. Initial progress was slow, marked by limited resources and experimentation with early dirigibles and aircraft. The Army purchased its first airplane from the Wright brothers in 1909 after extensive testing.​

First military assigned to the Army Signal Corps’ ballooning program. Image via Wikipedia

World War I and the Birth of the Air Service The advent of World War I catalyzed U.S. military aviation development. In 1914, Congress established the Aviation Section in the Signal Corps. Although small in size compared to European air forces, American aviation played a vital role in WWI, conducting bombing raids and downing enemy aircraft during the war’s final months.​

Captain Eddie Rickenbacker: America’s World War I Ace of Aces

Interwar Growth and WWII Expansion Between the wars, the Air Service evolved into the Air Corps in 1926, marking a significant period of reorganization and technological development. By the time World War II began, the Air Corps had grown into a powerful force. The U.S. Army Air Forces (AAF) emerged in 1941, and its massive expansion saw over 2 million personnel and tens of thousands of aircraft by the war’s end.​

Eighth Air Force B-17s bombing the railroad yards in Donauworth, Germany, in April 1945. The smoke is from a marker signaling the bomb drop. [National Museum of the USAF]

Post-War Demobilization and the Creation of the U.S. Air Force After WWII, rapid demobilization reduced the size of the AAF. However, key organizational changes in 1946, including the establishment of Strategic Air Command and Tactical Air Command, laid the groundwork for an independent Air Force. The National Security Act of 1947 formally established the U.S. Air Force, separating it from the Army.​

An F-35A, P-51Ds Bald Eagle and Wee Willy II, and the Sabre “HELL-ER BUST X” fly in formation during the Heritage Flight Training Course at Davis-Monthan AFB.[USAF photo by Staff Sgt. Abbey Rieves]

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[DaveM]

Today in Aviation History – September 18, 1963: First flight of the McDonnell Douglas DC-9-20

Today in Aviation History is a series highlighting the achievements, innovations, and milestones that have shaped the skies.

The Douglas Aircraft Company was exploring various designs for a short-range airliner to complement their long-range airliners during the late 1950s. The initial idea was that of a four-engine aircraft, which was scrapped due to a lack of interest from the airlines. However, this idea evolved over time, and by 1963, the DC-9 was officially introduced.​

Initial Idea and the First Flight​

The idea underwent many obstacles before its final implementation in 1963. In 1960, Douglas collaborated with a French aeronautic firm, Sud Aviation, into a two-year contract, given a licensed production would resume if enough airline orders were received. Unfortunately, this never happened, and Douglas returned to their own designs. After that, on April 8, 1963, Douglas announced to proceed with the detailed design of the DC-9, and no later, Delta Airlines placed the initial order of DC-9, ordering about 15 aircraft. The series 20 was explicitly designed in response to Scandinavian Airlines who requested for an aircraft that could operate in harsh, cold climates and shorter runways. The DC-9-20 combined the lightweight fuselage of the DC-9-10 and the wings and engines from the larger DC-9-30. Thus, designed to handle shorter runways and higher performance needs. With plenty of orders in hand and successful manufacturing, the DC-9-20 finally took its first flight on September 18, 1968. The DC-9 quickly became popular because of its economical operation and efficient design.​

Republic Airlines DC-9-14 (1984)

Stand-out Features​

The McDonnell Douglas DC-9-20 design had several unique features which propelled its popularity. Being a short to medium-range aircraft with a compact design allowed it to operate over shorter runways. With a modified wing having a span of 28.44 m, it was designed to improve lift and efficiency during take-off and landings, and the aircraft was powered by two 15,000-lb thrust JT8D engines, giving it improved performance. Having a rugged build, the aircraft also became famous for its sturdiness in rough field operations and cargo, adding to its long-lasting services.​

Length	31.82 meters
Wingspan	28.44 meters
Height	8.38 meters
Maximum Take Off Weight (MTOW)	46,040 kgs
Engines	Pratt & Whitney JT8D-11
Maximum Cruise Speed	Mach 0.82
Range	2,350 km
Passenger Capacity	90-115 passengers

​

The Merge: Boeing & McDonnell Douglas​

The DC-09-20 series initially outperformed competitors like Boeing due to the DC-9’s efficiency for shorter flights. Featuring a shorter fuselage and enhanced lift performance, the aircraft held a strong position in the market, delivering double the number of aircrafts than its nearest rival. However, over time, Boeing came up with newer versions and improved designs, overtaking the DC-9 in popularity and sales. On August 1, 1997, McDonnell Douglas and Boeing officially merged to strengthen their position in the aviation industry. The decision to merge came after both companies experienced financial pressure, both McDonnell Douglas from declining military contracts and Boeing from its aggressive expansion into the commercial sector.​

Present Day Roster ​

The commercial use of the DC-9-20 series has dramatically diminished over the years, but a few are still operational for private, skydiving or cargo purposes. Some present-day operational DC-9 series operators are airlines like Aeronaves TSM in Mexico and USA Jet Airlines in the US use the DC-9 series for cargo transport, The US Navy operates three for passenger and medical transport, and African Express Airways in Kenya remains the only operator using a DC-9 for scheduled passenger flights.​

Delta Air Lines DC-9-51 (2012)

A long-lasting Service​

The first flight of McDonnell Douglas DC-9-20 in 1968 became a crucial moment in aviation history, offering improved performance to short and medium-range air routes. DC became an extremely compliant and versatile option for airlines looking to expand their operational flexibility over high-altitude airports with shorter runways. This development contributed to the multi-faceted success of the DC-9 series, making it a significant step in commercial aviation during the 1960s.​

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[DaveM]

So You Want to Work at an Aviation Museum?

By Noah Stegman Rechtin

Aviation museums are such cool places, it’s only natural that many people want to work at them. If this is your goal, there are a number of things you need to know about how to pursue it. Before getting started, there is one clarification that is necessary: This is not an article about how to volunteer at an aviation museum, as that is quite easy. Instead, it is about how to become an employee. However, as volunteering is very often a prerequisite, it will be frequently touched on. The first and most important thing is to decide what you want to do. It will determine everything else about how you proceed – from what type of education you will need to which museums you are going to apply to. Specifically, do you want to be a pilot, a mechanic, or a curator?​

Steve Hinton, president of the Planes of Fame Air Museum, began with the museum as one of the “Chino Kids” when his best friend, the founder’s son, brought him along in second grade. Source: Wikimedia Commons
Pilot

I can’t speak from personal experience to what is sought in a pilot or a mechanic because I am neither of those things. However, I have spoken with them and seen several brought onboard at our museum. The number one piece of advice I have heard them give is to simply get involved in aviation. Many of them started washing planes or running errands at their local general aviation airport. The pilots and mechanics would take notice of their enthusiasm and, when the workday was done, say, “hey, kid, wanna go for a ride?”

It’s actually even easier when it comes to museums because they are always looking for volunteers. As previously stated, I am not a pilot, but I have been incredibly privileged to be able to ride in some amazing aircraft because I was simply standing around when an airplane had to be tested or a pilot needed to practice and they had an empty seat. The dedication is not just about being available when an opportunity happens to arise, it’s also about people getting to know you better. I have been told that earning the proper licenses, ratings, and endorsements to fly a P-51 is the easy part. Finding someone who will let you fly it is much harder. There is good reason for this. Historic aircraft are expensive, high performance pieces of equipment, and their owners are justifiably protective of them. To put it another way, you wouldn’t toss the keys of your Ferrari to just anyone. Owners want to make sure that pilots, frankly, won’t do anything stupid with them, and so they only hand over the metaphorical “keys” to someone they trust. Showing up at the museum and asking to fly an airplane on your first day will immediately turn them off. Instead, when the time comes and someone gets promoted or retires and museum management has to find a replacement, they will look around and say, “who has consistently been around?”

Mechanic

Similarly, when it comes to flying museums, if you want to be a mechanic don’t necessarily expect to come in and immediately work on airplanes. Museums with static display aircraft will very frequently allow volunteers to help restore them. However, the potentially catastrophic consequences of a bolt not being tightened or an instrument not being calibrated means that when it comes to airworthy aircraft, the people allowed to work on them is a lot more restricted. While technically anyone is allowed to “wrench” on an airworthy aircraft as long as they are supervised by an A&P, many museums will only allow individuals with some level of prior experience work on their aircraft. A formal education in aviation maintenance involves earning a certain type of Federal Aviation Administration certification called an “aviation and powerplant” – the A&P mentioned above. Your local technical or vocational school will probably have a program.​

Paul Garber had no museum experience when he was hired at the then National Air Museum. Source: Wikimedia Commons
Curator

As a curator I can say that the number one thing I would look for in a candidate is someone who can think critically. The honest truth is that I have seen no shortage of “history buffs” who can rattle off facts and figures about aircraft walk through the front door of the museum. If that was all that was needed, I would have very little problem finding someone to fill a position. However, being a true “historian” (or curator) requires the ability to make arguments, evaluate evidence, and see the bigger picture. Someone who can tell me not only how fast a P-51 flies, and not even only why it’s ability to escort bombers all the way from England to Berlin and back was critical, but also how the development of air power doctrine within the U.S. military and the concept of “the bomber will always get through” led to that need. In terms of specific educational requirements, this would translate into someone who has taken the 300-level college class in “historical thought and methods” that comes with a bachelors degree in history. The most prestigious museums will likely require a masters or even a doctorate.

Working as a curator also requires a certain mindset. You need the ability to work methodically and carefully. For instance, any good museum has a set of rules called a collections management policy that lays out how artifacts are to be treated. A good curator understands the nuances of this policy and how they apply when it comes time to make decisions regarding what to deaccession. At the largest museums – such as the National Air and Space Museum or Museum of Flight – the staff is large enough that they can specialize. For example, curators focus on developing exhibits and another role, the collections manager, will actually be in charge of handling the artifacts. However, most aviation museums cannot afford a large number of employees and as a result the staff wear multiple hats. Developing and demonstrating competency in other related areas such as acting as a docent, running the front desk, and managing volunteers will make you a more attractive candidate. By the same token, these types of academic jobs are also rare. There are not many positions available and so it may be some time before one becomes available. Taking a different role is a good way to stay involved until one comes along.

The equivalent of “volunteering” when it comes to higher education is an internship. College programs often offer internships as “on the job training” as part of coursework, and if you’re lucky one of these opportunities will be at an aviation museum. It may be that when your internship is complete, the museum will be looking to fill a position and you can transition to become an actual employee.

Thirdly, for this same financial reason, do not expect to get rich working for an aviation museum (or any museum for that matter). It is a job that people take on because they are passionate about the subject matter. Furthermore, be warned: having a strong investment in the subject matter means that if things don’t go the way you believe is best – an artifact is deaccessioned or the text of an exhibit is rewritten – it can weigh on you. This is not to discourage anyone from the profession, there is much truth in the statement that “if you pick a job you love, you’ll never work a day in your life.” Working at an aviation museum can be very rewarding. However, it is also far from perfect and just like any other job can have downsides.

Examples

Perhaps the best way to learn about the options available is to read what others have done. To that end, below is a list of biographical sketches and interviews with professionals in the field talking about how they got where they are:

• Some came from a military background:
  • Jim Haff at the Dakota Territory Air Museum
  • Mike Rowland at the Museum of Aviation
  • Robert R. Macon at the National Naval Aviation Museum
• Those who chose an academic route include:
  • Lech Lebiedowski at the Alberta Aviation Museum
  • Erin Gregory at the Canada Aviation and Space Museum
  • Robert Welch, Jr. at the Frontiers of Flight Museum
  • Justin Hall at the Hill Aerospace Museum
  • Landon Wilkey at Historic Wendover Airfield
  • Ami Eckard-Lee at the Kelch Aviation Museum
  • Sterling Jenson at the March Field Aviation Museum
  • Arthur Sullivan at the Museum of Aviation
  • Jenn Parent (1, 2) at the Museum of Flight
  • Roberta Carothers at the National Museum of the United States Air Force
  • Jeff Duford at the National Museum of the United States Air Force
  • Casey Simmons at the National Museum of the United States Air Force
  • Dina G. Linn of the National Naval Aviation Museum
  • Nick Hurley at the New England Air Museum
  • Erin Kirchner at the Pioneer Air Museum
• Many have worked their way up from volunteer:
  • Debbie Sellars at the Air Mobility Command Museum
  • John Liddle at the Alberta Aviation Museum
  • Larry Gregory at the Lone Star Flight Museum
  • Matthew Hayes at the Museum of Flight
  • Ken Emery at the Museum of Aviation
  • Bill Paul at the Museum of Aviation
  • Chris Reddersen (1, 2) at the National Air and Space Museum
  • Sam Winefordner at the Stonehenge Air Museum
  • Ron Ferniuk at the Texas Air and Space Museum

While most of the above represent curators, collections managers, archivists or other more traditional museum type roles, there are examples of pilots and mechanics. The former includes Sam Worthington-Leese at the Aircraft Restoration Company and Austin Hancock at the National Warplane Museum and the latter Jim Dale (Part 1, Part 2) of Lewis Air Legends and Luke Jones at the National Air and Space Museum. The video below is a discussion with Ryan Szmanski of the Battleship New Jersey Museum and Memorial, and although he works with a warships and not warbirds, it is an excellent video explaining his career path that is still very applicable to aviation museums. Lastly, to return to the initial point about the importance of picking your path, keep in mind that just as a museum with only static display aircraft has no need for a pilot, the reverse is true for curators at those with airworthy aircraft. Make sure you find a museum with the same priorities as you.

Military

There’s one additional possibility to consider and that’s the military. It’s not well known, but in addition to the National Museum in Dayton, the United States Air Force operates a network of 16 field museums and heritage centers across the country that collectively employ approximately 75 people. On top of that, the Army and Navy operate the National Naval Aviation Museum and United States Army Aviation Museum, respectively. While government run museums do not fly their aircraft – so piloting experience is not specifically necessary – simply being in the military can help you get your foot in the door at one of these locations.

Conclusion

The best advice I can offer is to get involved. I can pretty much guarantee that everyone at your nearest aviation museum has a passion for the subject and when they see someone who shares that passion, they will be more than happy to help them along as best they can. No less than the legendary curator of the National Air and Space Museum, Paul Garber, got his job after pointing out an incorrectly rigged airplane. So, if you want to be a pilot or a mechanic or a curator, but the only volunteer availability at your local museum is for a docent, don’t turn it down because it isn’t what you want. Take it. Eventually, there will be openings to do a little more of the work you’re interested in. That’s your pathway to a career.​

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[DaveM]

Black Sheep Chronicles, Part 7: The Real Pappy Boyington

The last episode of Black Sheep Chronicles: VMF-214 in World War II is now on YouTube. Last year Gamble announced (HERE) a new and exciting series of episodes about the famed Black Sheep Squadron (VMF-214). Gamble published his first book, The Black Sheep, in 1998, a highly readable account that serves to both correct and extend the record of the VMF-214 and its renowned squadron leader Greg “Pappy” Boyington. With a total of four titles now in print, Bruce is recognized as one of the top authors on the air war in the Pacific.

Produced by Skywarrior Media, this is the final episode in the series created by author and historian Bruce Gamble. It begins with the repatriation of Boyington from a Japanese POW camp at the end of World War II, and follows the remainder of his rollercoaster life as he receives the Medal of Honor, struggles with relationships and alcohol addiction, writes a best-selling autobiography, and inspires a popular TV series. Video clips of his interviews and TV appearances are among the highlights of this final episode.

Photo via Bruce Gamble Collection
Black Sheep Chronicles Part 7: The Real Pappy Boyington. This is the final episode in the series about VMF-214 in World War II. Here is the unvarnished story of Gregory “Pappy” Boyington, leader of the Black Sheep Squadron. Shot down on January 3, 1944, he spent 20 months as a Prisoner of War in Japan and was awarded the Medal of Honor in 1945. He later struggled with alcohol addiction but wrote the best-selling autobiography Baa, Baa, Black Sheep, which inspired the TV series Black Sheep Squadron featuring Robert Conrad.

Episode 7 ​

Black Sheep Chronicles, Part 1: Wildcat Days

Black Sheep Chronicles, Part 2: Corsairs and Swashbucklers!

 

Black Sheep Chronicles, Part 3: The Origins of The Black Sheep

Black Sheep Chronicles, Part 4: Maj. Boyington’s 1st Combat Tour

Black Sheep Chronicles, Part 5: Maj. Boyington’s 2nd Combat Tour

Black Sheep Chronicles, Part 6: INFERNO

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[DaveM]

CAF Jayhawk Wing UC-78 Bobcat Restoration Begins After Storm Damage

What began as an exciting weekend of aerial displays at McConnell Air Force Base took a dramatic turn when a powerful microburst struck on August 25, disrupting the second day of the Frontiers in Flight Air Show. Among the casualties was the CAF Jayhawk Wing’s prized aircraft—the 80-year-old UC-78 Bobcat.​

CAF Jayhawk Wing is located at the Westport Airport (locally known as Dead Cow International)

The microburst caused widespread damage, impacting several aircraft and forcing the cancellation of the airshow’s final day. “The storm knocked down tents, scattered debris across the airfield, and made it unsafe to continue,” explained CAF Colonel Allan Feek, a pilot for the A-26 Lady Liberty who was also present at the event. Despite the challenges, the Jayhawk Wing is determined to restore the damaged Bobcat, which sustained most of its damage to the tail section. “We’ve already sourced replacement parts and will begin work shortly,” said Ben Sorenson, the wing’s operations officer, mechanic, and pilot. The historic aircraft remains at McConnell Air Force Base, awaiting the next phase of its restoration. Built in Wichita in 1943, the UC-78 Bobcat holds special significance as a local aviation icon. The aircraft, primarily constructed from wood and fabric, presents unique challenges when it comes to finding the proper materials for repair. You can click HERE to donate towards the restoration.​

Photo via CAF

In December 1943, just before Christmas, Cessna serial number 6516 rolled off the production line at Wichita’s Pawnee Avenue plant. Powered by twin 245-horsepower Jacobs R-755-9 radial engines, the aircraft—designated UC-78B with serial number 43-32578—took to the skies for its maiden flight. This Bobcat was the 816th aircraft built under a contract signed on July 30, 1942, for 1,000 UC-78s. After a few days of successful test flights, 43-32578 was delivered to Douglas Army Airfield (AAF) in Arizona. In exchange, Cessna received the contract price of $17,775. Following the end of World War II, the War Assets Administration sold 43-32578 in late 1945. It was registered as NC44795 to Robert D. Baer of La Jolla, California. Baer used the aircraft for personal transportation and flight training, and although it was based in southern California, it made several trips to the Midwest during the 1950s. Eventually, Baer donated the aircraft to Air Group One, a wing of the Commemorative Air Force (CAF) based in San Diego, California. Air Group One maintained the Bobcat for several years before deciding they could no longer support the aircraft. In 1994, the plane was returned to CAF Headquarters in Midland, Texas. It remained there until the Jayhawk Wing decided to sponsor it in 2000. A dedicated group of Jayhawk members made two trips to Midland to prepare N44795 for its ferry flight to Wichita. In March 2001, the UC-78B was flown to **Westport Airport** in Wichita, where it became part of the Jayhawk Wing’s collection. Under the care of the Jayhawk Wing, N44795 was lovingly restored to its original condition as it appeared during its service at Douglas AAF. The restoration was officially unveiled during a special “roll-out” ceremony at Westport Airport (locally known as Dead Cow International) on April 25, 2001.​

Known to many as the ‘Bamboo Bomber’ due to its largely wooden construction, the Bobcat played a vital role in training multi-engine aircraft pilots during WWII.

Once fully airworthy again, N44795 will take to the Kansas skies from Westport Airport—just as it did during its early years, alongside the 5,398 other “Bobcats” produced. Today, N44795 is one of the few remaining airworthy UC-78 Bobcats, continuing to honor its storied legacy. As part of the Commemorative Air Force, the Jayhawk Wing relies on the dedication of volunteers and donations to keep these vintage aircraft operational. “It’s a rare aircraft, but there are still other Bobcats around. We’re confident we’ll be able to source all the parts we need once the process begins,” said Ken Newell, the wing’s finance officer. Ben Sorenson added, “Right after we posted about the damage on Facebook, we began hearing from people offering to help. We’re incredibly grateful for the support and encouragement.” To follow the restoration or contribute to the project, visit www.cafjayhawks.org, or follow updates on the CAF Jayhawk Wing’s Facebook page @caf.wing. You can also click HERE to donate directly.​

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[DaveM]

Randy’s Warbird Profiles: Consolidated PBY-5A Catalina BuNo. 46522

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 Erickson Aircraft Collection’s Consolidated Vultee 28-5ACF (PBY-5A) Catalina BuNo. 46522, N2172N.​

From what I have determined, this particular flying boat was built as a PBY-5A by Consolidated Vultee Aircraft Corporation in San Diego, California as Constructor’s Number 1886 and delivered to the U.S. Navy in March 1944. The “28-5ACF” designation indicates post-World War II commercial air transport conversion (Aircraft Specification 2-548 describes the modifications which are necessary to modify the Model PBY-5A aircraft to provide eligibility for cargo-carrying operations only). It flew with Patrol Bombing Squadron 45 (VPB-45, formerly VP-45) of Flight Air Wing Six (FAW-6) that operated out of NAS Seattle and NAS Whidbey Island (both WA), and Utility Squadron Sixteen (VJ-16) out of Guantanamo Bay, Cuba and San Juan, Puerto Rico.​

[Photo by Randy Malmstrom]

It was stricken from active duty in August 1950, and sold to Catalina Ltd. for $3,100 and its first U.S. registry was N5585V, having been sold to them by NAS North Island, San Diego via a bill of sale dated September 6, 1956. Beginning in May 1959, it was owned by SIL International (formerly Summer Institute of Linguistics) and still under the same FAA registry of N5585V.​

[Photo by Randy Malmstrom]

This organization (in conjunction with Wycliffe Bible Translators) was under private contracts (with support by contributions) with several Central American governments as part of what was referred to as a “mutual security program” and were considered part of basically “good will” missions in the region, offering courses to indigenous people in reading and writing and “descriptive linguistics” at scores of linguistics outposts in the region that were conducted by young people trained at the University of Oklahoma, University of North Dakota, University of Washington and, in some cases, in London, England. Of course this has been largely a missionary-type of operation.​

[Photo by Randy Malmstrom]

Over 20 aircraft, including two PBYs and a Grumman J2F Duck, were flown as transport planes. In one case, a PBY was presented to the governments of five Amazon-region countries by the Chamber of Commerce of Orlando, FL as part of a series of Inter-American good will ceremonies culminating at Quito, Ecuador; and that aircraft was to be maintained by American pilots, mechanics and radio operators, transporting scientists, government officials, missionaries, businessmen, etc.​

[Photo by Randy Malmstrom]

Beginning in February-March 1967, Jungle Aviation and Radio Service, Inc. (now JAARS, Inc. in Waxhaw, NC) which became a full-fledged aviation and radio subsidiary of SIL, operated this PBY that served not only as a means of transportation, but a symbol of prestige and therefore an instrument of statecraft and public relations.​

The Catalina at Yarinacocha, Peru circa 1972. [Photo JAARS via Randy Malmstrom]

It then moved to Canada where it flew as tanker #777 for Flying Fireman, Ltd. of Sidney, British Columbia with civil registry CF-FFA (later C-FFFA) issued in 1972 and cancelled in January 1990 after its acquisition by Erickson Air Crane Co. and issued its current registry number of N2172N and its registered owner is Avenger LLC (a Jack Erickson-affiliated company) but part of the Erickson Aircraft Collection in Madras, OR.​

This 1984 photo was taken near Red Lake Ontario, when she was C-FFFA/Tanker 7. [Photo Michael Sowsun via Randy Malmstrom]

The aircraft is fitted with un-armed bow turret and hull blisters, but with a horn balance rudder, and is painted somewhat in such a way as was approved for anti-submarine aircraft in 1942 and with Insignia White and Naval Aircraft Insignia of the same period. The Model 28-5ACF conversion meant the interior was fitted for transport and it has not here been restored to any military configuration as you can see.​

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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]

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

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

Most of the recent work on the AT-10 has focused on the empennage. The restoration team removed, refurbished (or remade) and reinstalled each component from the original vertical stabilizer, one-at-a-time, so everything stayed in alignment, negating the need for a fixture. Some fuselage work also took place – such as test-fitting the tail wheel, tail cone, and the skin under the horizontal stabilizer. The team also applied a second coat of varnish to various wooden parts, along with the fuselage assembly and cockpit floor.​

Empennage​

As Aaron inspected the empennage, it became clear that the vast majority of its glued joints required separating and re-glueing. Thankfully, most of the interior wooden structure is in good shape, so Aaron, as already intimated, was able to use a procedure for restoring the vertical stabilizer without needing a fixture. He went through the structure, removing one rib at a time to assess its airworthiness potential, then refurbishing or remanufacturing it as necessary. He then added the now fully-airworthy component back to the main assembly before beginning the procedure anew for the next rib. By removing only one rib at a time, the overall structure maintained its alignment. Aaron only had to remake two of the ribs, being able to restore all of the other components by simply separating them into their individual parts and then re-gluing the joints.​

AirCorps Aviation’s CAD department has produced a rendering of the AT-10’s horizontal stabilizer. (image via AirCorps Aviation)

In this image, a newly-refabricated root rib is being trial-fitted to the vertical stabilizer structure. The unusable, original rib lies atop the fin. (image via AirCorps Aviation)

In this image we can see the spruce cap strips and upright strips have been glued and clamped to the plywood part of the root rib during its remanufacture. (image via AirCorps Aviation)

This is the other rib which had to be remade due to the original being beyond salvage. It is the third rib up from the base rib in the vertical stabilizer, and is in the process of being glued together. (image via AirCorps Aviation)

The newly-manufactured root rib now attached to the vertical stabilizer. (image via AirCorps Aviation)

Here we can see that the newly-made third rib and a 1/16” plywood reinforcement strip for the rudder hinge installation are glued and clamped in place. (image via AirCorps Aviation)

Aaron painstakingly sands the vertical stabilizer trailing edge
spar cap to create a perfect fit. (image via AirCorps Aviation)

Strips were glued and clamped to some of the forward rib sections. (image via AirCorps Aviation)

Here we can see the locations where the restored forward rib sections will be reinstalled. (image via AirCorps Aviation)

Clamping these components together during re-glueing can be complex! (image via AirCorps Aviation)

Factory markings are always intriguing on old aircraft. The inked ‘F 183’ seen here is actually an inspection stamp. If you look carefully, you can see that someone wrote “Globe“ beside it in pencil. This indicates that Globe Aircraft originally manufactured this component rather than Beechcraft. (image via AirCorps Aviation)

He we can see additional factory markings, and these appear to indicate a part number change. (image via AirCorps Aviation)

The fairing strip in Aaron’s hand fits between the vertical stabilizer and the rudder. It has a concave form which matches the rudder’s rounded
leading edge. (image via AirCorps Aviation)

In this image, we can see that the rudder fairing strip has been re-glued to the rudder’s rear spar. (image via AirCorps Aviation)

Here we can see the concave surface of the rudder fairing strip. (image via AirCorps Aviation)

As this image reveals, the vertical stabilizer’s inner structure is nearing completion. (image via AirCorps Aviation)

Fuselage​

The cockpit section is currently at the paint shop where the dash and the instrument and auxiliary panels will receive a coat of black paint.​

The cockpit floor is finished and has received its two coats of varnish. (image via AirCorps Aviation)

The aluminum tail cone during its trial-fitting to the fuselage. (image via AirCorps Aviation)

The tailwheel mount has been painted and fitted to the fuselage’s rear bulkhead. (image via AirCorps Aviation)

Here is a view of the tailwheel mounting structure, as seen from the rear of the aircraft. (image via AirCorps Aviation)

An unrestored tailwheel strut is test-fitted to the
mounting structure. (image via AirCorps Aviation)

Another view of the tail wheel strut from a different angle. (image via AirCorps Aviation)

The tailwheel protrudes from the tailcone. (image via AirCorps Aviation)

The horizontal stabilizer mounts atop this
fuselage skin section. (image via AirCorps Aviation)

Attach fittings for the horizontal stabilizer have been installed. (image via AirCorps Aviation)

A new belly skin section is in the process of being trimmed to fit. (image via AirCorps Aviation)

These brackets will hold pulleys for the control system. The brackets on the left and right are for rudder control cable pulleys. The center bracket will hold the elevator control cable pulley. (image via AirCorps Aviation)

This bracket is for a trim cable pulley. (image via AirCorps Aviation)

Here is a view looking back into the fuselage from the forward end of the wooden fuselage section. (image via AirCorps Aviation)

Aaron restores longerons which will run beneath the floor aft of the cockpit. (image via AirCorps Aviation)

The floor aft of the cockpit has a removable panel which is held in place bye Dzus fittings. (image via AirCorps Aviation)

The wooden section of the main fuselage is structurally complete and has had both required coats of varnish applied. (image via AirCorps Aviation)

Nacelle Components​

There are several landing gear mounts available to choose from; following inspection, the best two examples will become part of the restored AT-10.​

One of the project’s original nacelle internal framework/landing gear mounts awaits inspection. (image via AirCorps Aviation)

Here’s another of the project’s landing gear mount/internal nacelle structures. The tubular component with a chain running above it is the retract slide tube. (image via AirCorps Aviation)

Want to get involved? ​

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

Be a part of helping the AT-10 return to the skies! Contact Ester Aube, by email or phone [email protected] or 218-444-4478. Furthermore, should anyone wish to contribute to the Cadet Air Corps Museum’s efforts, please contact board members: Brooks Hurst: phone: +1-816-244-6927, e-mail: [email protected] Todd Graves: e-mail: [email protected]​

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[DaveM]

Join the Ribbon Cutting Celebration for the Hawaii Martin Mars Water Bomber

The British Columbia Aviation Museum is delighted to announce the successful arrival of the Hawaii Mars Water Bomber to its final resting place at the museum; it is one of only two left in the world. To mark the occasion, the BC Aviation Museum is hosting an invitation-only formal ribbon cutting ceremony in front of the plane on Friday 20th September, 2024 at 4.30pm. Lana Popham, Minister for Tourism, Culture and Sport, will cut the ribbon. There will be representation from all the key stakeholders who were instrumental in saving this iconic national treasure for BC and the rest of Canada. These include the Victoria International Airport, the Institute of Ocean Sciences, Coulson Aviation, Nickel Brothers and too many others to mention. The Snowbirds will be honored for accompanying the last flight of the Hawaii Mars, which was witnessed and enjoyed by tens of thousands of people. The museum will also acknowledge Coulson Aviation, who generously donated the aircraft to the museum, and recognize the amazing achievement of Nickel Brothers to get the plane out of the water, across the airport and safely onto her new, forever home. As well as presentations, there will be the opportunity for the invited guests to see inside this treasure and to really appreciate the enormous scale of this project. The museum is located at 1910 Norseman Road, North Saanich, BC. For more information contact Executive Directior Conal Oldfield at 250-815-0626 or email at [email protected]. To support the Hawaii Martin Mars Water Bomber project, visit the link HERE.

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[DaveM]

WWII P-51 Pilot Reunites With His “Aluminum Sweetheart” at the National Warplane Museum

“If you build it, they will come.” The beloved 1989 film Field Of Dreams coined this phrase. For years, both the movie’s title and also its famous quote have aligned with what the folks at the National Warplane Museum in Geneseo, New York, do each year, with their annual Geneseo Airshow. Dubbed “The Greatest Show on Turf,” the airshow has been making memories since the early 1980s. This past July was no exception, and one of the ones who came this year was a World War II veteran pilot ready for another mission with his beloved bird.​

Elmer Pankratz with his P-51 Mustang in WWII

Elmer Pankratz had dreams of flying while he was growing up. A child of the Great Depression, Elmer was facing an uphill battle. However, as the U.S. entered World War II, he was soon given the opportunity to fly, and also fight for his country. Going in, Elmer had already fallen in love with the Allies’ newest weapon in the skies, the P-51 Mustang. He had nicknamed her his “aluminum sweetheart,” and would do anything for the chance to fly her in combat. By “anything,” Elmer was willing to fly the Mustang in one of its most dangerous roles, tactical reconnaissance. During the War, Major Elmer Pankratz flew a total of 43 tactical photo recon missions, all in his beloved P-51. He credits the Mustang’s exceptional speed and maneuverability for keeping him alive in the face of German artillery and anti-aircraft fire. Elmer considers himself lucky to have not encountered enemy aircraft during any of his sorties, but he was well aware that they were likely lurking. This kept him on his toes, and he never lost sight of the mission nor the risks associated. Now a resident of Rochester, New York, Elmer Pankratz has been involved with Honor Flight, having taken the trip to visit Washington D.C. and the World War II Memorial. He also belongs to the Rochester-based Geriatric Pilot’s Association, helping keep the dream of aviation alive for the advanced generations. For all his hard work and dedication to aviation, preserving freedom, and particularly for his love of the P-51 Mustang, Elmer deserved the heroes welcome he received during the 2024 Geneseo Airshow.​

Elmer Pankratz with pilots Lou Horschel and Scooter Yoak at the Geneseo Airshow. Photo by Mike Killian

It was a hot weekend at D52, temperatures in the 90s with little to no breeze. The wide open airfield offers little shade to anyone, with the exception of under the wings of visiting aircraft. However, Elmer Pankratz had been through much worse. He flew dozens of missions in below freezing temperatures up at altitude, for hours that felt like days. He came through unscathed, not losing any digits to frostbite (unlike some of his comrades). He would not let a little warmth get in the way of his mission on Saturday, July 13th. That afternoon, Elmer would rise from his seat in the Warplane Museum Veteran’s Tent, hop a ride on a golf cart, and embark upon his next mission with his “aluminum sweetheart.” Awaiting Mr. Pankratz were two P-51 Mustangs, and their pilot/owners. Quicksilver with “Scooter” Scott Yoak, and Miss Kandy, with Western NY native Lou Horschel. The golf cart pulled up, and Elmer’s eyes lit up with joy. Like that 18 year old kid seeing a P-51 on the line for the first time, once again Elmer leapt from his seat, while his assistants (in awe) tried to keep up. He gravitated towards Quicksilver where Scooter and Lou were at the ready to load him into the cockpit, his office, once again. With a little effort, Elmer reclaimed his throne. He held court for around half an hour, Scooter and Lou listened with intent, while perhaps a bit starstruck. Many bystanders watched as well, with an equal amount of pride and joy for the reunion, the history they were witnessing.​

Elmer Pankratz climbs into “his” cockpit once again. Photo by AJ Bartucca

After his trip back in time, Elmer Pankratz once again exited the cockpit of “his” aircraft, with a hearty round of applause from the audience that had by then amassed. However, his mission is not yet finished. Next year, at the 2025 Geneseo Airshow, Elmer plans to once again fly in his “aluminum sweetheart,” the P-51 Mustang. Both Scooter and Lou are eager to make this happen. With Elmer’s tenacity and spirit, there is no reason to believe that he will not complete his next mission.​

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[DaveM]

B-29 FIFI Visits Museum of Flight in Seattle Sept. 25-29

FIFI, one of only two World War II B-29 bombers still flying, will be based at The Museum of Flight Sept. 25-29 for rides and ground tours. The historic Superfortress is scheduled to arrive at the Museum on Sept. 22 at approximately 2 p.m. Ride flights and ground tours on the ramp next to the Museum’s East Parking lot will begin on Sept. 25. Flights (sold out at this writing) and tours are available for purchase through AirPower History Tour. Flights and tours do not include admission to the Museum. Tours can be purchased on-site next to the ramp access.​

FIFI close up ( Photo by Scott Slocum)

Access to the East Parking Lot with its views of FIFI and the Boeing Field runways is free to the public, and visitors are encouraged to watch the plane’s dramatic takeoffs and landings.​

Schedule

September 25-29 9 a.m. – FIFI takes off for ride flight, the parking lot is open to the public before the Museum opens at 10 a.m. 10:30 a.m. – FIFI takes off for a ride flight. 12-5 p.m. – Ramp Access/Cockpit Tours (schedule limited due to special flight Sept. 28) Admission is $20/adults, $10/children aged 11 through 17, and children 10 and younger free. All tickets are purchased on-site on the day of the event. The price includes a free B-29 cockpit tour when the aircraft is available. Aircraft availability is subject to change due to weather or maintenance.

Saturday, Sept. 28, 2024 First World Flight Centennial Flyover 2-4pm FIFI will take off with a dozen other aircraft based at the Museum for the Museum’s Sept. 26-29 First World Flight Centennial Celebration to participate in a ceremonial flyover at the First World Flight Centennial event at Magnuson Park in Seattle. The planes will return to the Museum after the flyover.

Fifi as seen over Midland, Texas by the remarkable lensman Scott Slocum. (photo by Scott Slocum via CAF)

The B-29/B-24 Squadron of the Commemorative Air Force unites aircraft, pilots, and crews from over 70 CAF units nationwide to form the AirPower Squadron—an ever-evolving group of military aircraft that tours the country, bringing the sights, sounds, and sensations of World War II aviation history to audiences across the United States. The AirPower Squadron always features at least one of the two rarest World War II bombers: *FIFI*, the legendary Boeing B-29 Superfortress, and *Diamond Lil*, an equally rare B-24 Liberator. Accompanying the B-29 or B-24 are other iconic World War II aircraft, such as the P-51 Mustang, B-17 Flying Fortress, and B-25 Mitchell, along with a variety of fighters, trainers, and liaison aircraft. Check the tour schedule to see when the tour will be in your area and to learn which airplanes will be at each stop.​

Founded in 1965, the independent, nonprofit Museum of Flight is one of the world’s largest air and space museums, welcoming over 600,000 visitors annually. Its vast collection features more than 160 historically significant aircraft and spacecraft, ranging from the first fighter plane of 1914 to the modern 787 Dreamliner. Highlights of the 23-acre, five-building Seattle campus include the original Boeing Company factory, the NASA Space Shuttle Trainer, Air Force One, the Concorde, the Lockheed Blackbird, and Apollo Moon rockets. In addition to its Seattle campus near King County International Airport, the Museum operates a 3-acre Restoration Center and Reserve Collection at Paine Field in Everett, though this site is not currently open to the public. Built on a foundation of aviation history, the Museum also serves as a hub for discussions on emerging private spaceflight ventures. It houses the largest aviation and space library and archives on the West Coast. Through onsite and outreach educational programs, the Museum reaches over 150,000 individuals annually. The Museum of Flight is accredited by the American Association of Museums and is a Smithsonian Institution Affiliate.

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

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]

B-29 Doc History Restored Tour Returns to Yanks Air Museum in October

PRESS RELEASE

The iconic B-29 Superfortress “Doc” will return to Chino, California, as part of the B-29 Doc History Restored Tour, from October 9-13 at Yanks Air Museum. B-29 Doc, one of 1,644 B-29 Superfortress aircraft built by the Boeing Company in Wichita, KS, during World War II, is one of only two remaining B-29 aircraft still airworthy and flying today. The historic warbird will be available for ground and cockpit tours, and B-29 Doc Flight Experience rides while in Chino.​

BOOK YOUR SEAT ON B-29 DOC IN CHINO TODAY!​

• 10/12/2024: 9:00 am Flight
• 10/12/2024: 11:00 am Flight
• 10/13/2024: 9:00 am Flight
• 10/13/2024: 11:00 am Flight

“The B-29 Superfortress is a significant piece of World War II history, and Doc represents the pinnacle of American aviation engineering from that era,” said Dan Schone, B-29 Doc pilot and aircraft commander. “Doc is a flying tribute to the brave men and women who designed, built and flew these magnificent machines during World War II. The B-29 Doc History Restored Tour provides a unique and up-close opportunity to explore the history of this legendary aircraft, which played a pivotal role during the war, and to honor the crew members who operated these machines.”​

[Photo by Nick Chismar]

B-29 Doc will arrive at Chino Airport and Yanks Air Museum on Wednesday, Oct. 9 and will be available for ground and cockpit tours Thursday, Oct. 10 and Friday, Oct. 11 from 10 a.m. to 4 p.m. both days. B-29 Doc Flight Experience rides will be available, Saturday and Sunday, Oct. 12 and 13, at 9 and 11 a.m. both days, followed by ground and cockpit tour access from 12:30 to 4:30 p.m. Saturday and Sunday. B-29 Doc Flight Experience tickets are on sale now at www.b29doc.com/rides. Visitors will have the rare opportunity to tour the interior of this historic aircraft, exploring the cockpit, bomb bay, and crew compartments.

In addition to climbing inside the historic warbird, event visitors will have the chance to meet the dedicated restoration crew and pilots who keep Doc flying, gaining firsthand knowledge of the painstaking efforts required to maintain this aviation marvel. “Our cherished alliance with Doc’s Friends, flourishing since 2019, enables us to preserve our shared American aviation heritage and inspire future generations. Join us in this journey of pride and preservation, purchase a ride or a boarding pass for an immersive tour of this iconic aircraft and our proud museum,” said Christen Wright, director of the Yanks Air Museum. The Yanks Air Museum offers visitors the opportunity to explore America’s rich aviation legacy. Guests can experience the museum’s extensive collection of historic aircraft, learn about the heroic stories of America’s civil and military aviators, and discover the evolution of flight technology. Yanks Air Museum’s mission is to continually expand its exhibits and programs to enrich our community’s understanding and appreciation of aviation, both past and future. Through this knowledge, we hope to inspire dreams of the skies yet to be explored.​

Event Details for the B-29 Doc History Restored Tour at Yanks Air Museum and Chino Airport

B-29 Doc will arrive at Chino Airport and Yanks Air Museum on Wednesday, Oct. 9 and will be available for ground and cockpit tours Thursday, Oct. 10 and Friday, Oct. 11 from 10 a.m. to 4 p.m. both days. B-29 Doc Flight Experience rides will be available, Saturday and Sunday, Oct. 12 and 13, at 9 and 11 a.m. both days, followed by ground and cockpit tour access from 12:30 to 4:30 p.m. Saturday and Sunday. B-29 Doc Flight Experience tickets are on sale now at www.b29doc.com/rides. While the aircraft is on the ground, visitors can climb inside the cockpit through the forward bomb bay to get a look inside one of only two B-29 Superfortresses still airworthy and flying today. Additionally, visitors will have access to the entire Yanks Air Museum collection. Admission for the static display event and flight deck tours will be $5 per person with the purchase of a Yanks Air Museum General Admission Ticket. For information about Yanks Air Museum, visit www.yanksair.com. Visitors can enter the Chino event through Yanks Air Museum, 15121 Stearman Drive, Chino, CA, 91710. Tickets for static ground and flight deck tours can be purchased at the event.​

---

About Doc’s Friends and B-29 Doc Doc’s Friends, Inc., is a 501c3 non-profit board managing the operation of the Boeing B-29 Superfortress known as Doc. Doc is a B-29 Superfortress and one of 1,644 manufactured in Wichita during World War II. It is one of only two remaining B-29s that are airworthy and flying today. The mission of Doc’s Friends is to HONOR the men and women who sacrificed so much for the freedom of others, including those who designed, built, maintained and flew the B-29 during and after WWII. CONNECT people with the rich heritage of the B-29 and allow aviation enthusiasts to experience the thrill of a B-29 up close. EDUCATE today’s and future generations on the contributions of the Greatest Generation during wartime. For more information visit www.b29doc.com

About the B-29 Doc History Restored Tour and B-29 Doc Flight Experience Each year, B-29 Doc travels to cities across the United States to allow aviation enthusiasts a chance to B-29 Doc up-close and personal. Doc’s annual tour mission includes an average of 100 flight hours, beginning in early April and spanning through the summer until late October. Tour stops include ground and flight deck tours, as well as B-29 Doc Flight Experiences. The B-29 Doc Flight Experience will last approximately 90 minutes and include a 30-minute ride. Before takeoff, passengers will experience a crew briefing and learn more about the history of the B-29 and the role it played in U.S. history. Passengers will also get to hear and see the sights and sounds of engine starts and run-ups before takeoff. For more information about the Doc Flight Experience visit www.b29doc.com/rides​

About the Yanks Air Museum Spanning across decades of tireless searching, Yanks Air Museum boasts one of the most extensive and rarest collections of American aircraft worldwide. Beginning from the simple acquisition of a Beech Staggerwing in 1973, the Yanks Air Museum has grown into an embodiment of American ingenuity and perseverance. At Chino, CA now housing over 200 aircraft, the collection houses many iconic and rare aircraft; some of the only remaining globally. Dive into an adventurous exploration of our museum and experience the relentless American spirit that gathered these extraordinary planes. Yanks Air Museum is rooted in American pride and is more than a showcase of aircraft history; it’s an adventure-filled journey that preserves our past and inspires hope in future generations. For more information about the Yanks Air Museum.​

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[DaveM]

Tunison Foundation Shelves PBY Restoration Project, Seeks Buyer

PRESS RELEASE

The Tunison Foundation, the leading New York-based flying museum known for D-Day veteran C-47 Placid Lassie and her three trips to Europe at milestone anniversaries, has announced they are shelving and seeking a buyer for their PBY Catalina restoration project.​

Consolidated Vultee PBY-5A Catalina BuNo. 48423, most recently registered as N423RS, was built at Consolidated’s San Diego plant in 1943, served with Patrol Bomber Squadron 73 out of Floyd Bennett Field in Brooklyn, N.Y. and San Juan, P.R. from 1944 to 1946, and later worked as a geo-survey aircraft in Canada for decades. Making a trip across the pond for then-owner Greenpeace in the 1990s, she was eventually in need of restoration and last flew in 2009 on a ferry flight within the United Kingdom. New York-based British businessman James Lyle, then also the owner of C-47 Placid Lassie, commissioned restoration efforts in the U.K. from 2008 to 2015, before relocating the aircraft to Fort Pierce, FL for storage pending further restoration. In 2017, the aircraft was donated to the Tunison Foundation, which began to pursue the Catalina’s restoration in earnest following their establishment of an operational base at Hudson Valley Regional Airport (POU) in Wappingers Falls, N.Y. in late 2022.​

The first step of restoration to airworthiness was the repair of the PBY’s center section, comprising a wing section, center pylon, engine nacelles and mounts, oil tanks, fuel cells, and sponson gearboxes, in a massively complex structural job. The Foundation hired Warbird Aero Restorations of Pearland, TX, headed up by well-known warbird pilot Lt. Col. Charles “Tuna” Hainline, USAF (Ret.), to accomplish this, which stands roughly 60% complete at the time of shelving, at a restoration expense of nearly $200,000. Additionally, the Foundation hired a restoration manager to oversee the in-house overhaul of the fuselage and wings, along with the outsourcing of engine overhauls, landing gear overhauls, and more, and began to pursue fundraising efforts for the restoration of the PBY, which would join a small class of about a dozen airworthy Catalinas worldwide. However, setbacks in the project led the Tunison Foundation restoration, operations, and development teams to reassess the viability of the project, which coincided with a growing international touring program for C-47 Placid Lassie and weaker economic conditions. As a result, the Foundation’s Board of Directors voted on July 10th, 2024 to shelve the project and pursue its sale as-is, with the intention of remaining focused on C-47 operations and historic education.​

The sale of the project and parts stock, judged to be one of the largest PBY parts stocks in the world, is being handled by Goodspeed Flying Service and is available for sale immediately, listed at $250,000. While the Foundation team is disappointed not to be able to return another PBY to the skies, it’s clear that these steps will allow the group to maintain its strategic focus and keep C-47 Placid Lassie flying and touring around the world for many years to come. Tunison Foundation, Inc. is a 501(c)(3) registered non-profit and a New York-based flying museum that seeks to preserve and publicize the memory, service, and sacrifice of lesser-known military veterans, through the operation of historic World War II aircraft, including the D-Day veteran C-47 Placid Lassie. For more information about the Tunison Foundation, visit www.tunisonfoundation.org

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[DaveM]

Intrepid Museum’s Astronomy Night

The Intrepid Museum invites visitors to its last Free Friday of the year on September 27 from 5:00 PM to 9:00 PM, offering extended hours at no cost. Special programming during this event will include Astronomy Night, part of the Astro Live Series.

A recent view of USS Intrepid at Pier 86 on Manhattan Island, New York City. (image via Wikipedia)
Astronomy Nights are free and provide fun-filled, educational experiences for the whole family. The events feature talks from astronauts, engineers, and scientists, as well as activities and demonstrations led by Museum educators. Local astronomers will be present with high-powered telescopes to assist visitors in navigating the night sky and to answer questions about astronomy and stargazing. Guests are encouraged to bring their own binoculars or use the telescopes provided by the experts.



This month, attendees will have the opportunity to hear from former NASA astronaut and author Tom Jones, who will discuss his latest book, *Space Shuttle Stories: Firsthand Astronaut Accounts from All 135 Missions*, in conversation with former NASA astronauts Mike Massimino and Sidney M. Gutierrez. The talk will provide insights into all 135 shuttle missions through firsthand accounts from the astronauts who flew them, with additional stories shared by these experienced space travelers. The discussion will take place in the Intrepid Museum‘s Space Shuttle Pavilion, and for those unable to attend in person, the conversation will be livestreamed on Facebook or YouTube.

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[DaveM]

Reliving History: Duxford’s Battle of Britain Airshow Brings the Past to Life

By Matt Haskell

In the world of warbirds, many notable airshows and events showcase the beauty and capabilities of these historic aircraft. However, one stands out above the rest: the Battle of Britain Airshow, held annually by the Imperial War Museum at Duxford Aerodrome. What makes this show so unique? Not only is it held at the very airfield from which many of the aircraft flew during the Battle of Britain, defending the free world, but the event also immerses visitors in a living history experience. Reenactors and historical displays transport attendees back to the 1940s, allowing them to experience a glimpse of what life was like during that pivotal time.​

Every year, Spitfires and Hurricanes from across the UK gather at this iconic airfield to create a ramp lineup unlike any other. This year, 12 Spitfires and four Hurricanes were featured, many of which are veterans of the Battle of Britain itself. In addition to these iconic aircraft, numerous other warbirds took part in the display, including a joint formation of the Boeing B-17G *Sally B* and the Battle of Britain Memorial Flight’s Avro Lancaster B1. The “Thunder Flight” segment celebrated the power of radial-engine fighters, featuring a P-47D Thunderbolt, a Hawker Fury ISS, and an F8F Bearcat. Even light aircraft played a role, with a formation representing what is considered the last dogfight of the Western Theater during WWII, involving a Piper L-4 Grasshopper and a Slepcev Storch, a ¾ scale replica of the wartime Fieseler Storch.​

While aircraft from the Battle of Britain are the primary focus, the airshow also includes impressive displays from modern military and civilian aircraft. The RAF made a strong showing this year, with demonstrations by the Typhoon, F-35B, and the Tutor display team. Additionally, Duxford’s connection to World War I history was honored with a flying display featuring the world’s only airworthy WWI bomber, the Airco/de Havilland DH-9 (Reg. G-CDLI). Civilian aircraft joined the action too, including a unique three-ship formation of Beechcraft Staggerwings, dubbed “The Beech Boys.”​

But the warbirds are only half the story. Duxford’s ability to transport visitors back in time owes much to the dedication of reenactors and living history groups who portray the people who flew and supported these aircraft. These passionate individuals go to great lengths to ensure authenticity, often wearing original uniforms and using period equipment. The grounds are filled with meticulously recreated camps, observation posts, and maintenance areas, all contributing to the immersive experience. From the Home Guard to the operations room, fighter camps, and the American crews who arrived later in the war, these reenactors provide an accurate and heartfelt depiction of the Greatest Generation.​

The location of Duxford Aerodrome, with its preserved WWII-era facilities, further enhances the event’s atmosphere. Visitors can explore original hangars, operations rooms, and air raid shelters, most of which now house the Imperial War Museum’s collection and are open to the public during the airshow.​

Duxford’s cinematic history also adds to its allure. The airfield and some of its aircraft were featured prominently in the 1969 film *Battle of Britain*. The airshow pays tribute to this legacy with a mock dogfight between a Hispano HA-1112-M1L Buchón, a Spanish-built licensed copy of the Messerschmitt Bf 109G-2, and a Spitfire AT213, both of which appeared in the film. Another highlight included a graceful tail-chase formation of four Hurricanes, reminiscent of the pre-attack training sequences depicted in the movie.​

Airshow manager Phil Hood shared insights into the event’s mission: “We wanted to bring Duxford back to life. This was a Battle of Britain airfield. Sorties launched from here during the battle, and we’ve built the show around recreating the ‘big wing’ formation. It’s important to show people what really happened, especially now that there are so few left who can tell those stories firsthand. This airshow has centered on the Battle of Britain theme since 2015, and we’ve been growing it ever since. It’s meant to be an emotional, immersive experience that truly connects with Duxford’s history.”​

Regarding the living history component, Hood added, “Duxford is a museum day-to-day, with over 200 aircraft on exhibit. But bringing in people dressed in period attire, with a deep understanding of the subject matter, allows us to tell those stories and bring them to life. We’re very selective about the groups we work with—they spend a year preparing and coordinating with us to deliver an authentic experience, and it really does bring the site to life.”​

The airshow concludes with Duxford’s most famous segment, the “Big Wing.” During this breathtaking display, all of the Spitfires and Hurricanes in attendance take to the sky for several large formation flypasts. With no music and minimal commentary, aside from a speech by Winston Churchill, the audience is left to savor the symphony of 15 Rolls-Royce Merlin engines, a sound that silences the airfield and stirs the hearts of all who witness it.​

While other airshows may boast a broader variety of aircraft or more dynamic aerobatic performances, none can match Duxford when it comes to capturing the spirit of the Battle of Britain and transporting spectators back to that critical moment in history. For more information about IWM Duxford, visit www.iwm.org.uk.​

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[DaveM]

“Help Build the DC-3 a Home” project raises funds for Texas Air and Space Museum

Located at Rick Husband Amarillo International Airport, the Texas Air and Space Museum (TASM) has been seeking for over ten years now to re-establish for itself a new, dedicated space for exhibits to highlight the aerospace achievements of Texans of the past 110+ years, and to inspire future generations of aerospace professionals from the Lone Star State. (See our previous article from 2013 HERE.) Now a fundraiser aims to bring the final goal closer. Currently, the musuem is located in a maintenance hangar, which houses the Douglas DC-3, Erco Ercoupe, and home-built Speed-Johnson Bearcat Reno racer, while the museum’s modified Yak-11 Reno racer Mr. Awesome, Gulfstream II Shuttle Training Aircraft (STA), de Havilland Canada C-7 Caribou, Beech King Air, and Bell AH-1 Cobra all sit outside due to lack of hangar space. Additionally, the museum’s collection of memorabilia is displayed in the hangar, but is nearing capacity for additional items to be displayed. There are also other aircraft in the museum’s collection that are currently held in storage due to the lack of space at the present site.​

A focus of the museum’s collection is their DC-3 (registration number N43), which had served in the US Navy as an R4D transport before being used by the FAA as an airborne radar and radio navigation calibration aircraft, which would inspect airports across the US and was later flown by the FAA to airshows during the commemoration of the centenary of the Wright Brothers’ flights at Kittyhawk in 1903 and later to celebrate the 50th anniversary of the founding of the FAA. The aircraft is also unique for on May 29, 1997, N34 was placed on the National Register of Historic Places, one of the few aircraft to have ever been added to the NRHP’s registry. The campaign for the TASM’s expansion is also closely tied to their DC-3, as it has been marketed as the Help Build the DC-3 a Home campaign.​

TASMs Douglas DC-3 N34, a former FAA radar/radio navigation calibration aircraft listed on the National Register of Historic Places. Photo via Adam Estes.

As reported in our earlier article, the museum has acquired 20 acres of the former Attebury Grain Company granary just off Airport Blvd, which will place the museum closer to the off ramps for Interstate 40, one of the nation’s busiest thoroughfares. The site has no less than eight warehouses and a grain elevator, and according to museum board president Ron Fernuik, it has the potential to hold hundreds of aircraft. The warehouses will be reconfigured to house the museum’s collection, with one of the warehouses being rebuilt for this purpose. There has even been some discussion of reusing the grain elevator as part of the TASM, being modified to become a viewing platform to observe the daily air traffic arriving and departing from Rick Husband Airport. This new location will also provide access to runway 04, and with the addition of a taxiway to the new museum site, it will allow aircraft from groups such as the Commemorative Air Force to fly aircraft to visit the TASM, ranging from T-6 Texans and C-45 Expeditors to the CAF’s B-24 Liberator Diamond Lil and B-29 Fifi, long-time residents of Texas in their own right.​

The TASM has also made the following statement regarding their expansion, “By renovating these former grain storage buildings into an educational center and museum hangars, the Texas Air and Space Museum will move toward becoming a world-class tribute to aviation…past, present, and future…and to the aviators, aviatrixes and flight crews who help us slip “the surly bonds of earth” and strive for the stars. We invite you to join us in our expansive mission of inspiring future generations! Volunteer with us. Your time, technical/mechanical skills, educational support and financial resources are greatly needed and truly appreciated.” To support the Texas Air and Space museum on their expansion, visit their website HERE. To directly contribute to their campaign, visit the museum’s Donorbox page HERE.​

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[DaveM]

2024 Central Coast AirFest Review

Article by Adam Estes, photos by Nigel Hitchman

The Central Coast AirFest, held in Santa Maria, CA, is quickly becoming one of the biggest airshows for warbirds on the U.S. West Coast. Located in California’s Santa Barbara county, the rolling brown hills and open skies provided an excellent setting for thousands to come out and to see these magnificent airplanes. Held a month earlier than previous AirFests, this most recent airshow also heralds the opening of the Chino-based Planes of Fame Air Museum’s expansion onto the Santa Maria Public Airport.​

A Finger Four formation with Allied Fighters’ P-47D Dottie Mae and the Planes of Fame’s P-38 23 Skidoo P-51 Wee Willy II and P-40

By far the biggest attraction for most readers of this site were the warbirds. The Planes of Fame Air Museum came out with a good showing, featuring their SBD-5 Dauntless, TBM-3 Avenger, P-38J Lightning 23 Skidoo, P-40N Warhawk, P-51A Mustang Miss Virginia, P-51D Dolly/Spam Can, P-51D Wee Willy II (which has had the name Old Crow painted on the cowling in memory of Colonel Clarence “Bud” Anderson, himself a California native), B-25J Mitchell Photo Fanny and the F8F-2 Bearcat. Planes of Fame also displayed their BT-13 Valiant, once owned by Aircraft Spruce founders Bob and Flo Irwin, in the static line at the AirFest.​

For the Planes of Fame’s P-38 (44-23314), coming to Santa Maria is a bit of a homecoming, as it was actually assigned to Santa Maria during WWII with the 483rd Air Base Squadron, where it was flown on training flights along the California Central Coast by pilots getting ready to deploy overseas to Europe or the Pacific. After the war, it was kept in Santa Maria as an instructional airframe at the Hancock College of Aeronautics at Hancock Field, the pre-war airfield on the contemporary site of Allan Hancock College, which had a booth at the AirFest.​

Planes of Fame’s P-38 Lightning 23 Skidoo

Also present were Lost Coast Warbirds of Humboldt County, CA, who brought in the P-51 Reno Unlimited racer Bardahl Special and the B-25J Sweet Dreams, formerly Old Grey Mare. Steven Hinton also took Bardahl Special for some incredible high-speed passes during and after the show. Bardahl Special was not the only Reno Unlimited racer to be at the show, as Clay Lacy’s former purple P-51, now flown in its iconic all-purple scheme as Plum Crazy by Vicky Benzing of California Aeronautical University (CAU), who also performed aerobatics in her Boeing-Stearman PT-17, powered with a Pratt & Whitney R-985.​

Other warbirds present included the Warhawk Air Museum’s P-40E Kittyhawk in British North African colors, the Yak-3U raced at Reno as Miss Trinidad (originally constructed as a Let C-11, a Czechoslovakian copy of the Yak-11 trainer), the P-51D Blondie, the P-47D Dottie Mae, the Palm Springs Air Museum’s Bell P-63 Kingcobra Pretty Polly, and Walter Bowe’s P-51A modified to look like an XP-51 with nose-mounted .50 caliber guns. This was the aircraft previously flown as Polar Bear, and was flown at the Reno Air Races after it was restored by Pacific Fighters in Idaho Falls, ID.​

Sanders Aeronautics of Ione, CA, also brought in two of their legendary Hawker Sea Furies, represented by 924, one of only four airworthy Sea Furies to be powered by its original powerplant, the Bristol Centaurus radial engine, and Argonaut, powered by a Pratt & Whitney R-2800. Sanders also flew in their TBM-3 Avenger as well, which is marked as a postwar TBM-3U, as flown by US Navy utility squadrons during the 1950s as the Avenger was being phased out of the Navy inventory.​

At last year’s AirFest, Bernie Vasquez performed a great aerobatic routine in the P-47D razorback Thunderbolt Bonnie, flown down from the Dakota Territory Air Museum in Minot, ND, following its appearance at the final Reno Air Races in 2023. Now, Vasquez repeated this routine, but in the Curtiss-built P-47G Snafu, flown down from Charles Sommers’ collection in Sacramento. Snafu’s appearance was a welcome for many locals and international visitors alike, as this aircraft has performed both in the UK and France when it was based out of Duxford, and at the Planes of Fame Airshows hosted in Chino.​

Perhaps the biggest draw for warbird aficionados is the appearance of two airworthy De Havilland DH.98 Mosquitos, represented by FB Mk.VI PZ474 of Charles Sommers’ collection, and the Lewis Air Legends’ T Mk.43 NZ2308, both having been rebuilt by Avspecs Ltd of Ardmore, New Zealand. The roar of four Merlin engines overhead was not only music for the attendees on the ground, but for pilots Bernie Vasquez and Steve Hinton. This represents the first time in 37 years that two Mosquitos have been in formation together, with that last formation being in the skies over England on September 29, 1987 between Kemit Weeks’ Mosquito B.35 RS712 and Mosquito T Mk.III RR299. In addition to flying together for the crowds at the show, Bernie and Steve took off shortly after the show for some formation photoshoots off the coast in the late afternoon before returning to Santa Maria. This is also noteworthy for these two particular Mosquitos as PZ474 had been transferred to the Royal New Zealand Air Force as NZ2384, and served in No.75 Squadron, RNZAF, alongside NZ2308. Another significant milestone is that although PZ474 attended last year’s AirFest in Santa Maria, this year’s AirFest marked NZ2308’s debut at an American airshow, though it had previously been flown at the Warbirds over Wanaka airshow in New Zealand from March 29-31 before its shipment to the United States.​

There were also rides being flown after the flying demonstrations, as the Erickson Aircraft Collection of Madras, OR, flew their B-17 Ye Olde Pub (formerly known to long-time readers as Chuckie and Madras Maiden), the Planes of Fame in their two P-51Ds, and the California Aerofab Flight Academy of Chino, CA, flew rides in their T-6G Texan, Boeing-Stearman PT-17, and their Piper L-4 Grasshopper. The Flight Academy also displayed their booth on the static line with their Beechcraft Twin Bonanza (affectionately called the T-Bone).​

Close up look at B-17 Ye Olde Pub (formerly Chuckie and Madras Maiden) during a solo pass

Modern military aircraft were also present, with the A-10 Demo Team making an appearance in the A-10C Thunderbolt II/Warthog during their final tour. Flying a demonstration flight with their A-10C Memphis Belle III, painted to commemorate the F-105 Thunderchiefs flown by the 357th Tactical Fighter Squadron, 355th Tactical Fighter Wing during the Vietnam War. Fittingly, the A-10 Memphis Belle III joined the P-47D Thunderbolt Dottie Mae for a Heritage Flight to cap off their performance. Another demonstration was performed by an MV-22 Osprey from Marine Medium Tiltrotor Squadron 364 (VMM-364; the Purple Foxes) and another by the Navy’s F-18 Demo Team, which later performed a Legacy Flight with the Planes of Fame’s F8F Bearcat.​

P-47D Dottie Mae of Allied Fighters and A-10C Memphis Belle III during the Air Force Heritage Flight

Navy Legacy Flight formation between the Planes of Fame’s F8F Bearcat and an F/A-18E Super Hornet of Strike Fighter Squadron 122 (VFA-122)

In addition to the modern military jets, there were also aerobatic displays featuring older jets, such as Gregory “Wired” Colyer’s Lockheed T-33 Ace Maker and Jason Somers’ MiG-17 (originally a Lim-5 built in Poland by PZL-Mielec), whose afterburner was on full display as he made several high speed passes while Coyler took Ace Maker for some high loops.​

This year’s AirFest was also noteworthy in that it was the first time that the National Aviation Heritage Invitational (NAHI) vintage aviation competition was held at Santa Maria. The competition was previously held at the Reno Air Races since its founding in 1998, but with the closure of the Reno Air Races in 2023, a new venue was needed, and Planes of Fame President Steve Hinton invited the NAHI to be hosted in Santa Maria. As part of the competition, Ed Kurdzeil’s Fairey Firefly TT.6 was flown up from Gillespie Field in El Cajon, while Charles Wentworth flew his WACO ZQC-6, Chris Galloway flew in a WACO SRE, and Benjamin March brought in his beautifully restored SNJ-4, with NAHI Chief Judge Taigh Ramey overseeing the competition.​

Ed Kurdziel’s Fairey Firefly TT.6 Royal Australian Navy serial number WB518 on the static line at Santa Maria

Among the various local businesses present at the show, there was also the Santa Maria Museum of Flight, located on the northwestern side of the airport. The museum was open during the show, offering visitors a chance to both see its collection of airplanes but also to explore the local aviation history of Santa Maria, which dates back to the 1920s, which you can read more about in our article HERE. But soon, the Planes of Fame Air Museum, which has been headquartered in Chino, California for the last 50 years now, will make its permanent presence felt at Santa Maria. On 23 acres of land adjacent to the airport’s Radisson Hotel is the future site for the Planes of Fame’s Santa Maria location, with steel beams for the first hangar laying on the site. This new location is set to open its Building Alpha by 2025 as part of Phase One of the Santa Maria, with room for more hangar facilities to be added over the coming years.​

Line-up of warbirds getting ready for the European Theater flight demo

It should be noted that the expansion to Santa Maria does not mean that the Planes of Fame will leave Chino. The museum’s goal for the new facility is to rotate flyable aircraft back and forth between the two sites, and likely some of the aircraft at the facility in Valle, AZ (which had been closed to the public but turned into an aircraft restoration facility), will be brought to Santa Maria as well as aircraft from Chino. In addition to the aircraft display hangar, the Planes of Fame’s Santa Maria location will also include a gift shop, restoration and maintenance facilities, and a center for education and event hosting. For more information, visit their website HERE. With any hope, the new museum will be open in time for the 2026 Central Coast AirFest, which promises to be a must-see event, just as this AirFest certainly was.​

Cal-Aerofab Flight Academy_s Piper L-4 heads out with a passenger for an evening ride after the show

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[DaveM]

Buhl LA-1 Bull Pup at Oshkosh

There is nothing quite like going to the Vintage Section at EAA Airventure Oshkosh and taking the time to appreciate a meticulously restored airplane from the 1920s or the 1930s that looks as though it flew straight from the factory, 90 or 100 years ago. Such is the case for a now awarding-winning Buhl LA-1 Bull Pup, flown to Oshkosh by vintage aircraft restorer Ron Johnson of Rockford, IL. This rare aircraft would not be at Oshkosh without his years of patience and hard work taken to bring the aircraft back from obscurity in the California desert to flying over the lush fields of Wisconsin to Oshkosh.​

Johnson has had a particular attraction to the Bull Pup, which was a small monoplane designed for sport flying by the French designer Étienne Dormoy for the Buhl Aircraft Company, which was established in Detroit, MI but had set up a factory in Marysville, MI. Powered by a single Szekely SR-3 (pronounced ‘Say-kai’), three-cylinder radial engine that produces 45 hp, often nicknamed the ‘Zeke’ engine, the LA-1 (Light-Airplane 1) Bull Pup also came with options for a short wing variant with a 28 ft span for competitive flying, a longer-wing 32 ft version for high altitude flights, and a floatplane version. But being first flown in 1930 and introduced to the flying public the following year, the Pup was also one of many planes built for the private market that had the misfortune of being marketed at the height of the Great Depression, drastically reducing sale orders. Indeed, by 1932, the Buhl Aircraft Company itself was closed indefinitely after producing approximately 100 LA-1 Pups. With the dissolution of Buhl Aircraft, the Pups were scattered to the wind, with some owners removing the original Szekely radials in favor of more modern power plants such as Continental and Franklin inline engines, especially considered the ‘Zeke’s’ bad habit of cylinder cracking. Today, the Bull Pup is a rare sight across the country, though a couple have survived long enough to be restored by private owners or aviation museums. Ron Johnson has owned two of these rare Bull Pups (NC348Y and NC353Y), which he takes great pride in maintaining. NC348Y had been previously restored and flown by vintage pilot Dan Neuman, who won the Grand Champion Antique award for that particular Buhl. Later, NC348Y was acquired from Johnson by California collector Walter Bowe, and is maintained in airworthy condition there. The latter Bull Pup which Johnson has flown to Oshkosh, though, has had quite the journey to get to Airventure 2024.​

Manufactured as serial number 142 and issued the registration number NC353Y, the aircraft rolled out of the Marysville factory in May 1931 and was sold to Charles Hughes of Brentwood Heights, CA in October of 1932. The aircraft did not spend too much time with Hughes, as it went to another owner in Santa Monica the following month, followed by yet another owner in Santa Monica, who made repairs to the wings of the Bull Pup. In November 1933, ownership passed to Anderson Offutt of San Diego. It had been reported that the aircraft had an accident on September 28, and later a crack-up on December 6, after which Offutt purchased a new fuselage to replace the damaged one.​

The aircraft then went through another series of owners throughout the rest of the 1930s, all in the areas around Los Angeles and San Diego. In February 1938, owner William Fred Linne of North Hollywood reported making repairs to the aircraft and recovering the fabric on the controls. In March 1939, a new owner, Alhambra resident Warren Knox Layne, added a tailwheel to better operate from paved runways as opposed to the original tail skid. The paper trail for NC353Y went cold for over 60 years until July 2002, when the aircraft was noted to be owned by Edward Warren of Johnson Valley, CA. It was at this time that Ron Johnson acquired the aircraft, which was then a pile of parts in the desert; the wooden wing structure left with no fabric, the aluminum fuselage was bare, and the engine was disassembled to just a bare crankcase. Johnson clearly had his work cut out for him, but he took up the challenge, and brought the plane home to his two-car garage in Rockford. Slowly but surely, Johnson worked patiently on the fuselage’s sheet metal skin, and inspected the wooden spars and ribs for the wings. Once the necessary repairs were made to the wing, Ron covered it in Polyfiber in preparation for painting.​

Setting the fuselage on a couple of sawhorses, Johnson would rotate the metal body for ease of access. He also rebuilt the turtle deck behind the pilot’s headrest for the open cockpit, and test fitted the tubular frame for the empennage before permanently reattaching the tail surfaces back to the fuselage and applied fabric to the frame of the horizontal stabilizers, while aluminum sheets were riveted to the frame of the vertical stabilizer, just as would have been done at the Buhl factory in 1931. Ron commented that “It takes a LOT of parts to make one three cylinder Szekely engine work reliably!” That was certainly true for NC353Y’s engine, with Johnson maintaining a shelf full of parts to keep the little Zeke engine running. Being familiar with the engine on his other Pup, he knows how much of a task it is to keep it in running order. Johnson also restored the throttle quadrant and refitted the controls to the aircraft. Gradually, the Bull Pup was resembling an airplane once again!​

As far as the paint scheme for the aircraft was concerned, Johnson found a 1935 photo of NC353Y used by historian Peter Bowers in an article on the Bull Pup. It shows that the aircraft had border stripes following the contours of its tail surfaces and wings, with a single stripe down the length of each side of the fuselage. The aircraft now appears in an overall dark blue scheme with yellow stripes and for the colors of the registration number on the wings and tail. Seeking to keep the aircraft as original as possible, Johnson has not added any wheel brakes and has put a tail skid back on the aircraft. Though it makes slowing the aircraft down a challenge, Johnson is used to this and this is precisely how the Bull Pups were originally designed to operate from small grass or dirt strips, with wheel brakes and tailwheels being added by owners flying off paved runways. Fortunately, Johnson’s local airport, Poplar Grove, is a home for many antique and vintage pre-war aircraft, and like many airports in these parts of the country, the airport has both a paved runway and a grass strip.​

With the Szekely engine and a wooden propeller back on the repainted Bull Pup, it was time to take the airplane out of the garage and reassemble it at Poplar Grove Airport. Like many engines of its day, the Szekely requires a mechanic to pull the propeller by hand. However, it is not unheard of for such an engine to require several swings to turn over, with a few puffs of the motor before the wooden prop slows down to a complete stop. But at last, the engine coughed to life and the engine sang its song. By the end of May 2024, Johnson was taking NC353Y for its first post-restoration flights over the fields of Illinois and was making preparations to fly up to Oshkosh, some two and a half hours by road up from Rockford. One third of the way to Oshkosh, however, a spring on the top cylinder broke loose, forcing Johnson to land near a private airstrip. Fortunately, plenty of people turned up with tools to help repair the engine on the field, and Johnson was soon back in the air, and would safely arrive at Oshkosh without further incident. At the 2024 Airventure, Johnson won Silver Age (1928-1936) Champion for his Buhl LA-1 Bull Pup NC353Y. It also certainly left an indelible mark on the thousands of visitors that walked by, including the author of this article, who had several opportunities to appreciate the beauty of this Bull Pup. Hopefully, this will not be the last we see of Ron Johnson and his magnificent Bull Pup in the air!​

Photo by Adam Estes

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[Greyfell]

Hopefully, this will not be the last we see of Ron Johnson and his magnificent Bull Pup in the air!

Those wings are a bit longer than we usually see on vintage airplanes. It could, almost, fit into the categorization of a motor-glider. I bet it is a joy to fly.

 

[DaveM]

The History of The Hurricane Hunters

Hurricane, typhoon, or cyclone hunters are specialized aircrews that fly directly into tropical storms to collect crucial weather data. In the United States, these missions are primarily carried out by two organizations: the U.S. Air Force Reserve’s 53rd Weather Reconnaissance Squadron and the National Oceanic and Atmospheric Administration (NOAA) Hurricane Hunters. Historically, similar missions have also been conducted by Navy units, other Air Force teams, and NOAA. Internationally, agencies like Hong Kong’s Government Flying Service have also been involved in these critical operations.​

DC-6s from the US Weather Bureau in flight both carrying the ESSA designator. Photo by NOAA archvies

The concept of using aircraft to track hurricanes was first proposed in the early 1930s by Captain W.L. Farnsworth of the Galveston Commercial Association. With support from the United States Weather Bureau, the “storm patrol bill” was passed by both the U.S. Senate and House of Representatives on June 15, 1936. Various aircraft have been used over the years to investigate hurricanes, including a specially equipped Lockheed U-2, which flew into Hurricane Ginny during the 1963 Atlantic hurricane season. Other aircraft involved in hurricane reconnaissance have included the A-20 Havoc in 1944, B-24s from 1944 to 1945, B-17s from 1945 to 1947, B-25s from 1946 to 1947, and B-29s from 1946 to 1947. Later models used for these missions include the WB-29 (1951–1956), WB-50 (1956–1963), WB-47 (1963–1969), WC-121N (1954–1973), and WC-130A, B, E, H (1965–2012).​

53rd WRS Boeing WB-29A weather ship landing at its base at RAF Burtonwood in 1954. Image via Wikipedia

The first reconnaissance flight specifically aimed at locating a hurricane occurred during the 1935 Great Labor Day Hurricane, which would go on to become the most powerful storm ever to strike the United States. However, the first recorded crewed flight into a hurricane occurred in 1943 when Colonel Joseph Duckworth famously flew an AT-6 Texan into a Category 1 storm near Galveston, Texas, reportedly on a dare. This bold move marked the beginning of hurricane reconnaissance flights. Duckworth’s achievement occurred on July 27, 1943, making him the first person to safely fly through a hurricane. However, over the years, six military planes involved in these missions have been lost, resulting in the tragic deaths of fifty-three crew members.​

AT-6C Texans in flight in 1943. Image via Wikipedia

Today NOAA and the USAF’s 53rd Weather Reconnaissance Squadron are the main outfits assigned the mission of flying in “the eye of the storm.”

USAFR 53rd Weather Reconnaissance Squadron

The Air Force Reserve’s 53rd Weather Reconnaissance Squadron, based at Keesler Air Force Base in Biloxi, Mississippi, is the world’s only operational military unit dedicated to weather reconnaissance. Known as the “Hurricane Hunters” since 1946, their missions primarily focus on gathering critical weather data by flying directly into tropical storms and hurricanes. Most flights originate from Keesler AFB, covering areas from the mid-Atlantic to the Hawaiian Islands. The squadron has also conducted reconnaissance into Pacific typhoons and severe winter storms. The 53rd WRS operates a fleet of ten Lockheed WC-130J aircraft, designed to fly through the most intense parts of hurricanes. These planes typically penetrate the storm’s eye multiple times per mission, flying at altitudes ranging from 500 to 10,000 feet (150 to 3,000 meters) to collect vital data on storm intensity and structure.​

Inside the eye of Hurricane Sam, members of the 53rd Weather Reconnaissance Squadron collect weather data. The data is sent to the National Hurricane Center, which is used to improve the forecast models and help people prepare. (U.S. Air Force photo by Maj. Joyce Hirai)
NOAA Hurricane Hunters

NOAA’s Hurricane Hunters, composed of civilian and NOAA Corps crews, focus on surveillance, research, and reconnaissance missions. Initially stationed at MacDill Air Force Base in Tampa, Florida, they relocated to a new facility at Lakeland Linder International Airport in June 2017 after being based at MacDill since 1993. NOAA operates two heavily modified Lockheed WP-3D Orion aircraft, which are flying laboratories equipped with advanced instrumentation, including airborne Doppler radar. These planes are used to measure atmospheric conditions and radar data within both tropical cyclones and winter storms. NOAA also utilizes a high-altitude Gulfstream IV (G-IV) jet, which flies above 41,000 feet (12 km) to collect data on upper and lower-level winds that influence storm movement. The G-IV’s dropsonde data is crucial for the computer models used to predict hurricane tracks and intensity, providing real-time insights to improve storm forecasts.​

NOAA Lockheed WP-3D Orion N43RF taking off from Lakeland Linder International Airport. Photo by Jonathan Shannon via NOAA

In the 1960s, the introduction of satellite technology led the U.S. military to scale back on manned weather reconnaissance missions. However, NOAA’s Hurricane Research Center advocated for their continuation, emphasizing that while satellites could detect storms, they were unable to measure critical data like barometric pressure and wind speeds—information that remains vital for accurate storm forecasting. Before the advent of weather satellites, military aircraft were essential in detecting and tracking tropical cyclones. They flew regular reconnaissance missions to monitor developing weather systems. While satellites today are instrumental in identifying cyclones early, aircraft remain the only reliable way to measure a storm’s interior barometric pressure and accurately gauge wind speeds. This data is vital for predicting the storm’s intensity, path, and potential impact. The howling winds, blinding rain, and violent updrafts of a hurricane are terrifying on the ground but imagine flying directly into the heart of the storm. This is the mission of Hurricane Hunters, who pilot specially-equipped aircraft into developing hurricanes to gather critical, life-saving data. These crews risk their lives to track dangerous storms, providing invaluable information that helps protect lives and property in hurricane-prone areas.​

Weather Bureau DC-6 N6540C in flight as seen from DC-6 N6539C.Painted with ESSA designator. Image via NOAA Archives

One of the most historically significant storms for Hurricane Hunters was Hurricane Carla, which made landfall on the eastern coast of Texas on September 11, 1961. Known as one of the most intense and damaging hurricanes to ever hit Texas, Carla was also the first tropical cyclone to have its entire life cycle documented by research flights. As the storm evolved from a tropical depression into a full-blown hurricane, Weather Bureau aircraft conducted investigative missions, monitoring its growth and tracking atmospheric conditions.​

Satellite image of Hurricane Carla on September 10. Image via Wikipedia

Fast forward to today, and NOAA’s Hurricane Hunter aircraft are outfitted with cutting-edge technology far more advanced than the 1960s and 1970s. Their fleet, including the two Lockheed WP-3D Orions, is equipped with high-precision temperature, pressure, humidity, and wind sensors. These sensors, along with dual radar systems, provide a real-time view of a storm, scanning vertically and horizontally to give scientists a comprehensive understanding of a hurricane’s structure. Additionally, bathythermograph probes measure sea surface temperature, offering insights into how ocean conditions affect storm development.​

Lockheed WP-3D Orion N42RF and Rockwell Aero Commander (AC-500S) N47RFin hangar at MacDill Air Force Base. Image via NOAA

When the National Hurricane Center needs real-time data, these specialized aircraft are dispatched from NOAA’s Aircraft Operations Center in Lakeland, Florida. The planes are tasked with locating the storm’s center, measuring central pressure, and gauging surface winds around the eye. NOAA’s Gulfstream IV-SP jet also plays a crucial role, flying at high altitudes around the storm to collect data on the winds and weather systems in the upper atmosphere, which help steer and influence hurricanes.​

View of the eyewall of Hurricane Katrina taken on August 28, 2005, by a NOAA P-3. Image via Wikipedia

The data collected by these flights is essential for improving the accuracy of hurricane forecasts. By understanding the behavior of hurricanes in greater detail, meteorologists can better predict storm paths, intensities, and potential impacts. This, in turn, ensures that residents along the vulnerable Atlantic and Gulf coasts, as well as the Hawaiian Islands, can better prepare for and protect themselves from these natural disasters. Since their inception, NOAA’s Hurricane Hunters have significantly advanced meteorological science. The early flights in the 1960s provided the first real insights into hurricane behavior, laying the groundwork for future discoveries. As technology progressed, so did the Hurricane Hunters’ capabilities. In 1976, the addition of Doppler radar technology gave scientists their first 3D views of wind patterns within hurricanes, further enhancing our understanding of these massive storms.​

Thanks to the bravery and dedication of NOAA’s Hurricane Hunters, meteorologists today have more tools than ever to track and understand hurricanes. Their work continues to improve forecasts and safety measures, helping communities stay safe in the face of these powerful storms.​

** UPDATE at 09:48 EDT ***​

C-130J tracking Helene. Click HERE.​

Lockheed WP-3D Orion, Click HERE​

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[DaveM]

Randy’s Warbird Profiles: Republic F-84F Thunderstreak s/n 51-9522

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 Evergreen Aviation & Space Museum‘s Republic F-84F Thunderstreak, USAF s/n 51-9522.​

[Photo by Randy Malmstrom]

This particular aircraft was built as an F-84F-40-GK by General Motors-Fisher Body at Kansas City, KS (“GK” was the General Motors designation once it had been awarded a contract to build the Thunderstreak beginning in 1952) and delivered to the 508th Strategic Fighter Wing at Turner Air Force Base near Albany, GA by 1955. In 1957, it was transferred to various U.S Air National Guard units, the last being the 132nd Wing of the Iowa Air National Guard.​

Beginning in 1971, it was with the aviation mechanic’s school at Hawkeye Institute of Technology in Waterloo, IA (it had been painted in the markings of a U.S. Air Force Thunderbirds demonstration team aircraft). It was acquired by a Evergreen Aviation & Space Museum via the GSA Federal Surplus program. Restoration was done by the Evergreen team in 2009 at Marana, AZ before being shipped to the McMinnville, OR museum. I understand that U.S. Air Force fire trucks receive the same bright green coating of what is or is a replacement for Zinc Chromate.​

[Photo via Randy Malmstrom]

It is painted with the markings of aircraft s/n 52-6877, FS-877 of the U.S. 81st Fighter-Bomber Group (last assigned to RAF Bentwaters in Suffolk, England) and in honor of Vietnam veteran and former Oregon congressman Dennis A. “Denny” Smith (son of Del Smith, founder of the Evergreen empire and with which my dad had an office down the hall when dad was selling commercial/industrial helicopter services worldwide) who was assigned to fly the F-84F out of McDill Air Force Base in Florida with the 12th Tactical Fighter Wing.​

[Photo by Randy Malmstrom]

He transitioned to the F-4C Phantom II in 1964 and the unit was sent to Cam Rahn Bay, South Vietnam where Smith would fly 180 combat missions in the F-4C over two years flying combat air patrol and interdiction over Vietnam and Laos. He was awarded the Air Medal with Six Oak Leaf Clusters and was honorably discharged in 1967. He was a member of the museum’s board of directors and in 2009, he was elected into the museum’s Aviation Hall of Honor.​

Marilyn Monroe on an F-84G in Korea in February 1954. [Photo via Randy Malmstrom]

It has the name “Marilyn” in honor of Marilyn Monroe, who posed on the wing of an F-84G version. As may be well known, prior to her movie career Marilyn Monroe, né Norma Jean Baker, worked on Radioplane OQ-19 drones in Van Nuys, CA.​

[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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