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V Vol. ol. 1 13 3 N No.3 o.3 2006 2006 Issue Issue 56 56

VVol.ol. 1133 NNo.3o.3

20062006 IssueIssue 5656

Swamp Ghost Saved
Swamp Ghost Saved

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Published by: CLASSIC WINGS DOWNUNDER LTD PO BOX 534, BLENHEIM, NEW ZEALAND. ISSN NO. 1175-9690 COPYRIGHT: Classic Wings Downunder and individual contributors / photographers. Views expressed in this journal are not necessarily those of Classic Wings Downunder Ltd.


Freshly completed by Pioneer Aero Restorations for owner Allan Arthur, Curtiss P-40N-1 NZ3125 is seen off the coast near the Marlborough Sounds, New Zealand with John Lam- ont at the helm. GMO


Freed at last, B-17E ‘Swamp Ghost’ is prepared for extraction from its resting place of over 60 years and a brighter future ahead. Rob Greinert


The Piper PA-11 Cub Special was fitted with floats for demonstration purposes after the model’s introduc- tion in 1947 as a J-3 replacement. Production of the PA-11 went to 1,428 examples before production gave way in 1949 to successive Cub models leading up to the PA-18-150 Super Cub. CW Files

The Journal dedicated to Vintage and Warbird Aircraft Worldwide. Editor: Graham Orphan Thanks to

The Journal dedicated to Vintage and Warbird Aircraft Worldwide.

Editor: Graham Orphan

Thanks to Photographers/Contributors:

Craig Justo Doug Fisher Robert Greinert Gavin Conroy Derek Brown Barry Yeardly Gerry Beck Peter Arnold Don Parsons Evzen Vseteckovi Peter W. Cohausz Cory Hughes Allan Arthur Kevin Bailley Tony Clarke Roger Cain Mark Watt Brad Hurley Stefan Schmoll Ray Jarvis Babaevskiy Igorevich Denys Jones Classic Jets Fighter Museum Mid Atlantic Air Museum Pioneer Aero Restorations

PRE-PRESS/PRINTING Wyatt & Wilson Print Ltd.

Dave McDonald Jim Buckel Dennis Bergstrom Lee Howard Erik Hokuf Doug Anderson Tony Raftis Glenn Peck Boris Osyatinskiy Jukka O. Kauppinen Daniel Hunt Scott Willey John Kelly Mike Walton Mark Munzel John Kerr Cynrik De Decker Britt Dietz Noel Oxlade Nicolas Godturnon Roberto Yanez Paul Ressle

EDITORIAL/SUBSCRIPTIONS Classic Wings is produced bi-monthly. Web site: Email: or


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Editor’s letter -


I have been involved at a hands-on level with the recovery, restoration and flying of vintage and warbird aircraft for over 30 years. I hope that I might be qualified to comment on what I have seen in that time. Asked what is the worst thing I have witnessed, I would have to rate the embargo against the export of aircraft from Papua New Guinea as the great- est single travesty against the preservation of the aircraft and of the history those machines represent, that I have witnessed in this entire period. As most readers will know, a massive recovery effort involving several dozen aircraft took place in Papua New Guinea in 1974 after which the government was pressured to place an embargo on such exports. This pressure allegedly came from non-PNG nationals living there at the time. There was a notion that an embargo on the removal of historic aircraft from PNG would preserve these machines for future generations. The result however is that there is not a sin- gle WW-II aircraft in PNG today, the disposition of which has improved since 1974. Alas, many that remained don’t exist anymore. Hundreds have been scrapped. They are still being scrapped. I have seen the evidence of this first hand. When the embargo was put in place it stopped the recovery for sale to enthusiasts, col- lectors and museums. Sales which were benefiting the villagers , the country and the cause of history preservation. Instead, the scrap trade became the only alternative, sadly providing only a ‘beer money’ level of return for all involved and historic machines were lost forever. The legislation stopped the restorers and preservationists. It didn’t stop the scrappers. No good came of this decision at all. Of those aircraft that remained where they fell, the story is not much better. Compare as I have the condition of aircraft recovered in 1974 against the condition of the wrecks that stayed. The difference is like chalk and cheese. Very soon, chalk is all that will remain. The 1970’s aircraft represented viable subjects for preservation. Most of those that had to wait 30 years to be recovered are barely restorable and increasingly, are beyond redemption. So what have we learned here? Of the aircraft recovered in 1974, several are now fly- ing again including examples performing at flying events in front of tens of thousands of spectators, allowing everyone from veterans to children to see, hear and smell aircraft like P-39s and P-40s in action and learn of the role they played in our history. Others are proudly displayed in museums telling that same impportant story. ALL OF THOSE 1974 RECOVERIES HAVE SURVIVED. Of those left behind, countless examples have been destroyed. As the saying goes “You don’t have to be a ‘rocket surgeon’ to figure out what is plainly obvious”. I will however spell it out slowly and clearly for the one or two who are having trouble with the basic science here. For WW-II aircraft, recovery is good. Being left in the jungle is bad. This is a cause and effect equation. They leave they survive. They stay, they’re destroyed. Got it!!?? The good news is, a small number of these aircraft do occasionally get recovered and are able to be restored, all subject to lengthy, complex and expensive negotiations with the PNG National Museum. Remarkably, despite very graphic proof demonstrated for over a quarter of a century that the only way to guarantee the future of these aircraft is to recover them for preservation, there are still people arguing against such recoveries on the grounds that the aircraft ‘should remain as memorials’. This is simply unbelievable! Have we learnt nothing? The recovery of the rare B-17E known as ‘Swamp Ghost’ will be seen by most vintage aircraft enthusiasts and those interested in WW-II history as a triumph since the aircraft now has a chance for survival, whereas it was slowly being eaten alive in the swamp as clearly evidenced from photographs taken over the last three decades. Now call it ‘noble but naïve’, or call it just plain stupid and arrogant but people claim- ing to have the best interests of the aircraft in mind were actually campaigning to leave it in the swamp! Ignorance may be bliss but it can also be so terribly damaging when it causes outcomes like the embargo that came into place in the 1970s. For those who promoted the legislation that stopped the export of aircraft from PNG, take a bow. You have managed to destroy more historic aircraft than all the crashes, hangar collapses, tornados and museum fires etc of the last 30 years all put together. For those to- day who have not been paying attention over the last quarter century and thus would still have the aircraft remain insitu, how about you redirect your time and energy towards those machines still at risk of being chopped up for scrap instead of jeapodising the chances of the few aircraft that actually have a shot at being rescued. Stop being part of the problem and start being part of the solution!

Graham Orphan

14 20 26 34 42 46 Gavin Conroy Dennis Bergstrom GMO via Tony Clarke Craig
Gavin Conroy
Dennis Bergstrom
via Tony Clarke
Craig Justo
Robert Greinert
Lee Howard


T im Manna’s Seafire F.XVII SX366 took to the air for its first post restoration

flight from North Weald airfield on May 3rd,

with Pete Kinsey at the controls. It was 60 years ago to the day that Tommy Thomson first flew this particular aircraft, and Tommy was in at- tendance to witness this historic event for a sec-

ond time, albeit this time as a spectator! Late model Seafires now fly on both sides of the Atlantic, with Seafire F.47, VP441 airworthy with Jim Smith of Crystal Lakes, Montana.


H urricane MkIIB, N68RW completed five hours of certifi- cation flights from Loveland Airport, Colorado on Sun-

day May 14, following a 13 year restoration at nearby Fort Col- lins. The aircraft was thereafter flown to DW Hooks Airport, Texas where it will be painted to represent an aircraft flown by American volunteer pilot Lance Wade who was killed in Janu- ary 1944 over Italy, having achieved 23 victories. Either a 1941 Western Desert or 33 Sq. RAF scheme will be selected. The aircraft was delivered to the RCAF but presently its serial and early history are being researched. It was recovered from a crash site at Gander in the early seventies and has been with the Lone Star Museum Galveston, Texas since 1991.

Derek Brown.
Derek Brown.


Via Erik Hokuf
Via Erik Hokuf

R on Fagen’s P-40K-5, 42-10256, N401WH took to the air for the first

time on 30 May after more than a decade of re- build with its delighted owner at the controls. One of the first P-40 wrecks to be brought out of the former Soviet Union, the rebuild was initially begun by Ken Hake of Tipton, Kansas. A gentleman known to all in the P-40

community, Ken has made a significant contribu- tion to the restoration of the series by researching and remanufacturing numerous Curtiss materials, pressings, extrusions etc etc which have in turn supported the restoration of many of the younger rebuilds now flying again in the USA, Australia and New Zealand. Ken was involved during the early 1990’s in the recovery of several former Red

Air Force P-40 wrecks which were sold to re- builders around the world however he started with 42-10256 as his own project and after bringing the basic airframe structure to near completion, he sold it to Ron Fagen of Min- nesota. Entrusted to engineer Erik Hokuf, the work of overhauling, rebuilding, sourcing all the components and installing the endless systems that take the bare shell of an airframe through to airworthiness has taken several years of steady work but has now reached fruition to the delight of all involved. With this K-5 now flying, Erik won’t be idle as Ron Fagen has several other Curtiss Hawk projects underway including a Russian P-40K-10 and a former Hawaiian P-40E. Meanwhile, Ken Hake is again underway with another of the salvaged Russian wrecks so the Kittyhawk/ Warhawk renaissance continues. According to our records, the completion of this ma- chine brings to 22 the number of P-40s now flying actively, three of them short-tailed ‘K’ models, like this one.

via RAC
BUCHON FLIES! O n Friday 19th May The Real Aeroplane Company’s Hispano HA-1112-M1L Buchón C4K-102,
O n Friday 19th May The Real Aeroplane
Company’s Hispano HA-1112-M1L
Buchón C4K-102, c/n 223, G-BWUE took
to the air after a long restoration, in the hands
of the Old Flying Machine Company’s (OFMC)
Chief Pilot, Nigel Lamb. Nigel assessed the air-
craft’s handling for around 45 minutes before re-
turning and found surprisingly few adjustments
were needed. The flight test schedule has been
completed and a permit from the CAA is being
sought. This particular aircraft flew in the
Battle of Britain movie as ‘Red 7’ and was
subsequently stored by Connie Edwards be-
fore being sold the OFMC and then to The
Real Aeroplane Co. The aircraft carries the
markings of ace Werner Schroer’s Bf-109G-2
of JG.27 when based at Rhodes, Greece.
T he latest Curtiss Kittyhawk to return
to service after rebuild by Garth Hog-
an’s Pioneer Aero Restorations Ltd. of Ardmore
Airport, Auckland, N.Z., was Australian Allan
Arthur’s P-40N-1 (NZ3125/42-104687)
which was successfully test flown by John La-
mont on 11th April. The aircraft performed
as expected and after some shake-down flights
was on its way to make its airshow debut at
Warbirds over Wanaka where it was one of
three P-40s participating. After seeing his
new fighter displayed at the airshow by John
Lamont, Allan returned several weeks later
to undergo his type conversion on the P-40
under John’s guidance, culminating in the re-
alisation of his long held dream to fly his own
Kittyhawk. The aircraft was subsequently
flown back to Ardmore for the completion of
some detail and cosmetic work prior to being
shipped to Australia where it will be based at
Albury, N.S.W. The full story of this machine
appears elsewhere in this issue.


A ustralia’s magnificent Gold Coast re- gion at the southern end of the state of

Queensland has been host to the sound of a large radial engine prowling over the beaches as Steve Searle’s newly restored TBM Avenger has been undergoing flight tests. As reported in the last issue, the aircraft has been the sub- ject of a remarkable restoration which has seen the former Forest Products Ltd. fire- bomber returned to factory fresh condition in little more than 12 months. The Long family who operate Air Gold Coast, along with their enthusiastic crew, need to be applauded for their achievement in completing such a com-

prehensive job in such a short time frame. The test flying was carried out by Matt Handley of Aero- tec, Toowoomba who subsequently positioned the

aircraft for the adjacent photograph and for

those that appear in the feature article in this



Craig Justo
Craig Justo

Raftis Doug AndersonTony




AndersonTony NEWS NORTHERN HEMISPHERE BECK’S BABY! G erry Beck’s new build P-51A, c/n 311, N8082U flew

G erry Beck’s new build P-51A, c/n 311, N8082U flew on 7 June with Gerry

himself at the controls saying that “It is a great flying plane - seems lighter than a D model. It is very fast, the D flying along side was running 2350 and 37 inches to keep up while I was at

2000 and 30 inches”. Gerry describes the aircraft as the ‘ultimate homebuild’ which he put together over six years from original North American Avia- tion plans with modifications required made for safety, serviceability and longer service life. With the exception of a small handful of parts such as

gear legs, trunion casting, other assorted cast- ings and small parts, the entire airframe was built from scratch, including the wing. With parts for an additional 9 aircraft made during the building process the future looks bright for the rarest of the Mustang stable!


North American TF-51D-20NA Mustang 44-63865 flew again at Chino, California, on 10th June following seven years of restoration and conversion to full dual control configu- ration. Initially, the work on the aircraft was carried out at Square One Aviation however that company closed its doors after company owner Ross Anderson was tragically killed in his homebuilt Harmon Rocket on 7th July, 2004. Many of the original members of the restoration team remained associated with the project however to bring the rebuild to this successful conclusion. Registered to Classic American Aircraft Inc. of Poland, Ohio, the Mustang was operated for over 30 years by Jack Kistler and flew in

was operated for over 30 years by Jack Kistler and flew in a polished natural metal

a polished natural metal finish with civilian light

blue striping. Delivered to the European Theatre of Operations in December 1944, it is possible that the aircraft was assigned to the 9th Air Force, but it is unknown if it saw combat before being

sold to the Swedish air Force with which it flew for 10 years before serving in Nicaragua for a further wight years, returning to the USA in 1963.

Peter Arnold
Peter Arnold


T he Historic Aircraft Collection’s Bristol Fighter, D-7889 (G-AANM), became

the world’s third airworthy original example when

it flew for the first time on 25 May, Stuart Gold-

spink successfully completing two test flights. The

long road to this milestone started when Guy Black purchased a derelict Falcon-engined Bristol Fighter from Neville Franklin in the 1980s. In 1992 he negotiated an exchange with the Shuttleworth Collection for a large quantity of original F2B parts, including an ex-Weston-on-the-Green fuselage, a set of wings and struts, a complete empennage - all in excellent condition. The search for the Falcon engine ended with a damaged one be- ing secured from the Brussels Air Museum. Restoration was undertaken at both Skysport Engineering and HAC itself, whilst parts of the engine were rebuilt at Vintec. With three original F2Bs now flyable, and it is hoped to get them in the air together this season.

via CJFM


T he 5th Annual Fly-in took place at the Classic Jets Fighter Museum on Sunday

April 2nd. The very successful event attracted 4000 spectators and a flight line of around 24 antique and classic aircraft. The highlight was

undoubtedly the rollout of the museum’s stun- ning P-38H Lightning 42-66841. The aircraft is nearing completion to static display standard but there is still some work to be done, including the finishing of two cockpit transparencies and one more starboard engine cowling. Meanwhile work

has commenced on the port cockpit to centre wing fairing, along with the nose wheel bay systems fit out. This P-38 force landed on the 20th September 1943 near Madang, PNG and the stripped wreck arrived at CJFM in May 1999.




three times the British. Numerous U.S. instigated modifications were introduced, not the least of

which was the steel-tube fuselage version of which this is one example.


W onderful progress is being made on the de Havilland DH-4M being restored

at Creve Couer airport near St. Louis, Mis- souri for owner Al Stix. This aircraft was re- built in Georgia over a 20 year period but not flown before being sold in 2002. Al bought it and shipped it to Glenn Peck for ‘re-restoring’, this task including the overhaul of the 400 hp Liberty V-12 engine. The airframe is now well advanced with the engine re-installed and the DH-4M is expected to fly before the end of the year. It is interesting to note that 1,536 DH-4s were built in the UK during WW-I but U.S. production went to 4,840, more than

Glenn Peck
Glenn Peck


Don Parsons
Don Parsons

T wo other rare old biplanes have recently made it back into the air after lengthy re-

builds at Creve Couer. Both are from John Cournoyer’s Waco-focused collection and were restored by Terry Chastain. The first is canary yellow Waco ASO ‘Taperwing’ NC663N (c/n D-3128) which was completed some months ago but has just taken to the air. The second is QCF NC11247 (c/n 3487) also finished in yellow with black trim. Readers will recall that Creve Couer was created as a home for vintage aircraft, (sev- eral dozen from the Waco stable - see CW Vol.12, No.4) by the Cournoyer and Stix families. With this venue about to play host to the annual Waco Club fly-in, it can be expected that the pictur- esque airfield is about to come alive with immac- ulate old biplanes like these.

Boris Osyatinskiy
Boris Osyatinskiy

T he Russian Federation of Aviation Re- storers recently organized the recovery of

IL-2 Sturmovik remains from Lk. Trostinets in Northern Russia. From a depth of 12m the AM-38F engine, center-section and tail were salvaged. On 12th Febuary 1944 while attacking Ger- man artillery-mortar positions, the IL-2s of the Assault Aircraft Regiment 658 encoun- tered heavy anti-aircraft fire. Flight Com- mander Lt. Kurochkin flying c/n 4283 no- ticed an AA gun aiming at one of the aircraft following him and decided to ‘cover’ his less experienced comrade by attacking the gun position. At that moment a shell hit his fuel tank and his aircraft caught fire. Kurochkin attempted to put out the flames by gaining height and diving, but realizing this was a vain attempt he aimed the doomed machine at the enemy emplacement firing all weapons before crashing, killing himself and gunner Snr.Sgt. Vladimir Zenkov. For the courage displayed in the battle Kurochkin was awarded the title

of ‘Hero of the Soviet Union’. Meanwhile a far more intact example has been completed in the workshops of the Kbely Museum in Prague. Il-2 c/n12438 was used by the Czecho- slovak Air Force for training from 1949 and was later displayed at the National Transportation Museum but in deterirating condition. Handed over to the Kbely Museum in 1968 it was stored

until restoration began by the BMZ Company who repaired the badly deteriorated wooden fuselage using birch plywood. Evidence of the aircraft’s wartime service has been discovered, damage from an emergency landing still vis- ible. Research has revealed that this was due to flak received in operations around Ostrava on 20th April 1945.

Evžen Vseteckovi
Evžen Vseteckovi


Boris Osyatinskiy
Boris Osyatinskiy

A new privately owned museum is to be opened in Moscow in 2007 which will

feature aircraft of the Great Patriotic War (WWII). It is planned to include, among oth- ers, an example of the IL-2 Sturmovik and Messerschmitt 109G, and eventually some flyable aircraft as well. The Yak-3 pictured will be restored to original static and will in- corporate parts of several wrecks recovered in the Autumn of 2005, the histories of which are still being researched. Once completed the aircraft will be around 90 percent original and will represent one of Russia’s most successful fighters of the period.




A s announced at Warbirds over Wanaka, the Temora Aviation Museum has ac-

quired Supermarine Spitfire Mk XVI, TB863.

The aircraft’s restoration was completed in

1988 by The Fighter Collection at Duxford,

UK and since then has taken pride of place as the flagship of the Alpine Fighter Collec- tion. The Spitfire has flown in its original 453 (RAAF) Sq. colours since that time, and al- though a loss to New Zealand, it is at least ‘going home’. Temora Aviation Museum President and Founder David Lowy stated “We are very proud to bring to Australia an important piece of our military aviation heritage. The aircraft is in excellent condition and is a testament to


Craig Justo
Craig Justo

the dedication and work that Sir Tim Wallis and his team invested over the years. We look forward

to displaying both of our Spitfire’s for many years to come”.



A fter one of the longest flying careers of any Avro Anson Mk.I in the world, former RAAF example MH120 is heading steadily towards the beginning of

its next flying career. Rebuilt by owners Brain and Brown during the 1960s with

the metal wing and tailplane from an Anson Mk.XIX the civilian registered VH-

BAF was able to carry on flying well after its wooden winged contemporaries had been grounded. Displayed in semi-retire- ment at Wangaratta Airworld it was sold through Classic Air- craft Sales Ltd to Bill Reid in 2002 and shipped to New Zea-

land where work has continued steadily ever since. Initially,

a second, restored Mk.I fuselage was acquired to expedite the rebuild however it was decided to fully restore MH120 as

a whole although it did acquire the attractive early sloping

windscreen of the other machine. Much time was expended rebuilding all the sheet metal structures such as the nose area and the complex coamings around the turret, itself a mam- moth rebuilding exercise. Largest project to date has been the rebuild of the huge centre-section, heart of the aeroplane and this is now completed, as is most of the tail group. Consider-

able detail work has been carried out on the interior to bring the Anson back to accurate WW-II configuration and with up to half a dozen very dedicated people working on the project at a time, it is making healthy progress towards completion and we will be following this more closely as it approaches the end of its journey!


A t Murwillumbah in northern NSW, Australia, Nick and Greg Challinor of Mothcair Aviation are nearing the end of the res-

toration of another rare Avro product from the 1930’s, Darryl Hill’s

Cadet VH-AEJ. Of 34 Model 643 Cadet Mk.II aircraft operated by the RAAF from the mid ‘30s, just 17 subsequently operated on the civil register. Darryl acquired this example over a decade ago and elected to have Nick and Greg carry out the restoration. The broth- ers along with their late father Peter had already restored one beauti- ful example of the type which appeared as our cover feature in late

1994 and was subsequently sold to Kermit Weeks in Florida. Darryl

asked Nick and Greg to take the restoration of his machine to an altogether new standard featuring every item of military equipment, placarding, lighting etc that could be identified as relevant. With its Borg Sorenson overhauled A.W. Genet Major radial fitted, it is set to really make its presence felt in the world of aircraft restoration in Australia. One of just a dozen known survivors of the RAAF Cadets, we will be watching this one closely!

Another downunder Cadet restoration is also in the news as the former Irish Air Corps Model 631 Cadet ZK-AVR (one of only three of the model surviv- ing and the only one flying) heads back to its original owners after purchase from Jim Schmidt by an Irish syndicate.

Scott Willey

T wo significant events involving the P-61 happened within days of each other dur-

ing April. The Mid Atlantic Air Museum has reached yet another milestone on the road to fully restoring and returning its P-61B-1-NO c/n 42-39445 restoration project to airworthy condition. Museum crews successfully mated the left and right inner wing and engine na- celles with the fuselage, after which the two main and nose landing gears were lowered. The P-61 is now situated in MAAM’s display hangar, where visitors can view the aircraft resting unassisted on its own landing gear for the first time since January 10 1945, when this rare night fighter crashed atop Mt. Cy- clops near the old Hollandia airfield in New Guinea (now Irian Jaya). Recovered in 1988 and transported to the museum in 1991 the restoration began in earnest in 1994, and has continued steadily ever since. MAAM has in-

vested some $850,000 in the project to date but it is estimated that an additional 1 million dollars will be required to complete the restoration, so if you can help please send a donation to ‘P-61’ Mid Atlantic Air Museum 11 Museum Drive, Read- ing, PA 19605 or visit

Meanwhile the National Air & Space Mu- seum’s P-61C-1-NO c/n 43-8330 was trans- ferred to the Udvar-Hazy Center from the Garber Center where remedial conservation work had been undertaken. Assembly was completed by late May.




A nother significant first flight has recently been celebrated at Mandeville at the


lower end of New Zealand’s South Island where the Croydon Aircraft Company have completed

Beech D-17S ‘Staggerwing’ NC16S (c/n 6687) which was successfully test flown on

17th May. The aircraft flew perfectly from the outset with all systems (and there are many) performing well and the aircraft is even a little faster than it was prior to being pulled down for rebuild. Bill Charney, a retired United Air- lines Captain from Nevada, is the owner of this exquisite masterpiece, an aircraft which has not just been completely restored with new wood, fabric, sheet metal etc, but which has also been the subject of many modifica- tions designed to allow it to be flown not just around New Zealand but all the way back to the USA! That will be quite something and we look forward to delving into this machine

a little more closely in the months ahead to

allow readers a better understanding of what

it takes to prepare a 1930’s design biplane for

international touring in the 21st Century!

Cory Hughes
Cory Hughes




T he sole surviving Blackburn Ripon bi- plane was presented to the public on 19

May at the Päijät-Häme Aviation Museum by the Lahti Historical Aviation Guild. Vol- unteers had spent six months conserving the aircraft as funds are not yet available to carry out a full restoration at present. Stored in a

hangar at Vesivehmaa ( the hangar now given full ‘museum status’) since 1947 along with many other treasures, the Ripon has remained remarkably intact and only the cockpit has been stripped after it was retired from Finn- ish Air Force service in 1945. The Finnish Air Force operated 26 Ripons which flew combat missions against Russian forces in both the ‘Winter War’ and ‘Continuation War’, which included bombing, reconnaissance and anti- submarine sorties. This specific machine, RI-

Jukka O. Kauppinen
Jukka O. Kauppinen

140, is from the II-series built by the State Aircraft Factory in Finland and was delivered to the ‘Meri- LentoLaivue’ Squadron on 12 November 1931. It suffered a forced landing on 1 November 1941,

was repaired and eventually struck off on 20 September 1943, with 1261.5 hours flight


via Peter W. Cohausz
via Peter W. Cohausz


F rom 16 May until 1 October 2006 the Freilichtmuseum, Detmold is presenting

an exhibition that details the almost 100 years of aviation history in the area of East-Westphalia.

Highlight of the exhibition is a full size fuse- lage replica of a Junkers F 13, which was built in 2005-2006 in the workshop of the open air museum at Detmold. The typical Junkers con- struction was reproduced - steel tube frame with a skin of corrugated sheet metal, the skin being produced with the help of the Hugo Junkers Museum. The cabin and cockpit are equipped as far as possible and it is planned to build wings in the future. The aircraft was painted in the colors of the ‘Westflug GmbH’, a small private airline which operated several Junkers F 13 from 1924 until 1929 from the local airfield, Bad Oeynhausen. Following the exhibition the Junkers will be on show at the airport of Pader- born-Lippstadt. Only five original F 13 survive, along with a further two full size replicas.

T he Hunt brothers have acquired an 18,000 sq ft wartime hangar on Redhill

aerodrome, Surrey. This will enable the col- lection, which includes several Russian recov- eries like the P-63 Kingcobra, and Japanese Kate, to be taken out of storage. Later this year the A-20 Havoc (43-21664) wreck re- covered in 2003 will go on display together with the tail section from another. Many sec- tions of the A-20 are missing so if anyone can help locate a port outer wing, cockpit section, control surfaces, gear doors, Martin turret and cockpit fittings this would give a boost to the overall display. Please e-mail daniel@esag. or Tel: +44 (0) 1737 243560 or visit


via Daniel Hunt
via Daniel Hunt
S SAVING AVING O ne of the most significant WW-II aircraft recoveries of recent times


S SAVING AVING O ne of the most significant WW-II aircraft recoveries of recent times took
S SAVING AVING O ne of the most significant WW-II aircraft recoveries of recent times took
S SAVING AVING O ne of the most significant WW-II aircraft recoveries of recent times took

O ne of the most significant WW-II aircraft recoveries of recent times took place in May when a largely intact B-17E Fly- ing Fortress which has become known as ‘Swamp Ghost’ was rescued from its tropical resting place of 64 years. We had

been liaising with recovery coordinator and regular CW contributor Rob Greinert for a long time over this aircraft so when he rang in late April to say he was on his way to recover ‘Swamp Ghost’ we collectively moved a little closer to the edge of our seats. As can be seen from these photographs, the mission was a success. In the following pages Dave McDonald backgrounds the early and more recent history of the aircraft while Robert ‘Jungle Bob’ Greinert explains how it all came together.

‘Jungle Bob’ Greinert explains how it all came together. A BIT OF HISTORY -by Dave McDonald
‘Jungle Bob’ Greinert explains how it all came together. A BIT OF HISTORY -by Dave McDonald

A BIT OF HISTORY -by Dave McDonald

B-17E c/n 41-2446 was built at Boeings’ Seat- tle factory and delivered to the USAAF on Decem- ber 6 1941. The aircraft was flown to Hawaii on December 17 and later made its way to Australia arriving at Garbutt Airfield near Townsville on 20 February 1942. It was from here that the aircraft

would undertake its one and only mission as one of the aircraft forming the unofficially titled 14th Bombardment Squadron. Piloted by Capt. Fred Eaton, the B-17 took off just before midnight on February 22 to bomb shipping in Rabaul at Simp- son Harbor at dawn the next morning. Townsville to Rabaul was just over 1,100 miles, meaning the B-17s had insufficient range to return to Gar-

butt, so they would divert via Port Moresby to refuel after the raid. Unfortunately the mission had been hurriedly planned and furthermore, fuel consumption was based on peacetime operations - not allowing for combat conditions. Four of the nine B-17s had to abort the mission, three of those not even managing to leave Garbutt. Once over the target Eaton’s aircraft had to

THETHE GHOSTGHOST some damage from the fighters was able to con- tinue to the north
some damage from the fighters was able to con-
tinue to the north coast of New Guinea. However
the evasive maneuvering had used a lot of fuel
and meant Eaton’s aircraft could not make Port
Moresby. As they crossed the coast a field suitable
for a forced landing was spotted some eight miles
inland and the aircraft put down gear up, on what
turned out to be Agaiambo Swamp. The crew suc-
cessfully evacuated the aircraft and with assistance
of locals and Australian ‘Coast Watchers’ they ar-
rived by boat at Port Moresby on April 1, 1942
and returned to combat.
The B-17 remained where it lay and in the
postwar years was visited by the occasional local
and used as a reference point by missionary pi-
lots, but was otherwise forgotten. It wasn’t until
1985 that any serious thought of recovery was
first mooted. A group from the Travis Air Force
base put forward a proposal that would see the
B-17, now popularly known as ‘Swamp Ghost’,
recovered to the U.S. in return for the restora-
tion of several wrecks for the P.N.G National War
Museum, but this was eventually rejected. David
Tallichet who heads the Military Aircraft Restora-
tion Group has had a long term interest in salvag-
ing the B-17 ever since the large and successful
recovery expeditions with Charles Darby in the
seventies. He was issued with a permit to do so in
June 1999 after Alfred Hagen had negotiated on
his behalf, but delays saw the initial permit expire,
but this was automatically renewed for a further
five year period.
Although Tallichet retained an interest it was
left to Hagen to pursue the matter further and an
agreement to sign over ownership was concluded
to Hagen’s Company, Aero Archaeology Limited
(AAL) in late 2001. Hagen then approached Aus-
tralian recovery specialist Robert Greinert to help
assist with the recovery.
Above: Once the air bags had done their job the
big bomber could be seen lifted from the mire once
and for all. This view gives a sense of the enormity
of the task.
make a second pass due to a problem with its bomb
bay and dropped its bombs onto a large freighter.
It was on the second run that an anti-aircraft shell
passed through the right wing without explod-
ing, but his wasn’t the last of the Japanese resist-
ance, with ‘Zero’ and ‘Claude’ fighters of the 4th
Kokutai attacking the bombers following bomb
release. During the attacks tail gunner S.Sgt.
John Hall claimed one Zero shot down whilst
waist gunner T/Sgt Russel Crawford, claimed two
more. After a 30 minute battle the B-17 managed
to shake off further attacks and despite
As ‘Swamp Ghost’ is best remembered. The pitiful sight of a once proud warrior awaiting its fate at the inevi-
tably harsh hand of mother nature.
Rob Greinert
Rob Greinert

Rob Greinert

Rob Greinert The gutted fuselage seen ‘at low tide’ with a mere puddle stagnating in its

The gutted fuselage seen ‘at low tide’ with a mere puddle stagnating in its belly, presents the stained strata wall decoration illustrating how high the water goes at times. It is a crime that the aircraft had to endure this for so long.

THE MISSION - By Rob Greinert

Initially when Fred Hagen discussed recover- ing ‘Swamp Ghost’ I declined to be involved but finally agreed on the basis that apart from the film crew, everyone on the recovery team would be an unpaid volunteer. I really wanted to ensure that all the players involved in the recovery understood that saving the ‘Ghost’ was a major historical event and money was not the motivation in such an altruistic pursuit. Planning began in late 2004. America will provide the airbags and B-17 specialists whilst Australia will furnish an engineering team drawn

from the ranks of the Historical Aircraft Restora- tion Society (Sydney). Come May 2006, a tri-national force (dubbed the “Swamp Rats”) from PNG, Australia and the USA assembles in Kafate Village, Agiambo Swamp. Local landowners, enthusiastically sup- porting the recovery, contribute a 50 strong work- force to help cope with all the complexities and challenges this recovery will provide. Camp is set up by a crocodile infested river, 1.25 miles from the crash site. A Squirrel helicop- ter is brought in to act as aerial taxi and equip- ment hauler. The group has brought some six tons of equipment with it, having to cater for every

possibility and scenario. As with all recoveries, things go wrong. Barges don’t turn up, helicopters break gearboxes and equipment goes missing and then, sometimes, mysteriously reappears. Despite the delays and mishaps the recovery proceeds smoothly and the recovery team is rewarded within two days of be- ing on site, with the ‘Ghost’ rising up on air bags from her watery grave. For those who have not been involved with airbags for lifting heavy objects, it may seem a straightforward process but is not always so. For a start, you have to be able to get a large, heavy and uncooperative chunk of rubber underneath whatever it is you’re lifting. This is not usually a problem with outer wings, the dihedral offering the room for the bag. A fuselage lift however can require underwater excavation, which is never much fun. With Swamp Ghost, the problem was of a different nature altogether. The bags would start to fill and then enthusiastically want to sneak out from under the aircraft all by themselves and pop up to the surface. We learnt the ‘trick of the trade’ here is to fill part of the bag with water, then proceed with the air, the liquid providing the sta- bilising base after which the air does all the lifting work. There’s a science to every task! Clear of the water, the engineers are now able to swing into action, disconnecting engines, wings and tailplanes. A cleaning team in the meantime spends many days removing 64 years of accumu- lated silt and rotted vegetation matter from the fuselage, ensuring minimum weight for the forth- coming helicopter lift. At this stage the team gets its first real chance to examine their prize in detail and they quickly realise that the ‘Ghost’ is being saved in the nick of time. Time has taken its toll and the aircraft’s ability to withstand the environmental pressures of the swamp is at an end.

With the larger sections separated in manageable components, the crew can plan for the looming
With the larger sections separated in manageable components, the crew can plan for the looming helicopter evacuation.
Rob Greinert
Rob Greinert
Rob Greinert

The risks faced by the recovery team were highlighted when local villagers caught this crocodile in the river adjoining the campsite. Three months earlier a lo- cal village girl had been taken by a crocodile, hence swimming and fishing were not considered viable recreational activities.

A detailed structural survey is undertaken and

although the diagnosis is that “the girl is not well” the ‘Ghost’ will be able to handle a short helicop- ter ride to a barge waiting off the coast and the call

is made to bring in the big Russian Mil 8 MVT.

As with all recoveries there are special moments

and possibly one of the most moving episodes oc-

curred the day before the Mil 8 would arrive when

a farewell ceremony was held by Chief Yaki, head

of the Kafate clans. Chief Yaki was a small boy when the ‘Ghost’ dropped into the swamp and today, even though blind and frail, he insists on being ferried by heli- copter into the Swamp to perform the ceremony. It was essential that the spirits of the Swamp be told that it was OK for the ‘Ghost’ to leave. Lifting any object by helicopter is a nail biting exercise at the best of times but the Russian crew makes it look easy as the ‘Ghost’s’ fuselage rises for its first flight in 64 years. Several hours later, she rests securely on the barge and is headed for a stopover to Lae before leaving back for the USA. Great acts of preservation are often marred by critics who attempt to derail the process for their own personnel gain and ‘Swamp Ghost’ was no exception. A media storm blows up following the recovery with debate raging from ridiculous pro- posals such as “put it back in the swamp” through to the rational realization that as a developing na- tion, PNG can not afford to look after this rare artifact and its preservation is the major concern. The recovery team has however prepared for this development in the post recovery period and once politicians and media realise that they have been misled by a small group of critics, the trouble quickly evaporates.

A few out there, promote the proposition that these relics of World War Two should be left to rot, where they fell. Throughout history major mistakes have been made. The burning of the ancient Library of Al- exandria and the destruction of the great Buddhas of Afgahnistan by the Taliban rank as two of the most ignorant acts in the history of man. We would postulate the proposition that those persons who propose to leave a fleet of historic

aircraft to rot in the jungles of the South Pacific, propose an act of vandalism equal to the archeo- logical disasters of Alexandria and Afghanistan. Future generations will rightfully ask of us “why was not more done?”. As part of the great battle against ignorance and apathy towards our aviation heritage, enthu- siasts worldwide have banded together to form a movement that goes out and saves what can be saved from certain death in the jungle. Another major battle has been won and the ‘Swamp Rats’ promise more in the future!


Carl Sagan. 1988. Cosmos.

Rob Greinert
Rob Greinert
The engines, once separated from the firewall and allowed to come to rest on their
The engines, once separated from the firewall and allowed to come to rest on their fronts, give an indication
of the depth of the swamp in which the ‘Ghost’ was resting.
Rob Greinert
Light at the end of the tunnel. The B-17E still has a long journey ahead
Light at the end of the tunnel. The B-17E still has a long journey ahead before the damage from the swamp
can start to be arrested but being high and dry for the first time in 64 years is a start!
Rob Greinert


AFRICAN PROVOSTS Hello Graham I went digging and found these three pictures that I took
Hello Graham
I went digging and found these three pictures
that I took in 1960 of Provosts of the Royal Rho-
desian Air Force at Lusaka airport, in what was
then Northern Rhodesia. There was also a con-
tingent of Vampires there as well but I couldn’t
get close enough to get any pictures. I also recall
a Canberra bomber there but can’t recall if it was
at the same time. Central African Airways at the
time ran several DC-3s and my first ever flight
was in a Vickers Viking, which I only recently dis-
covered was developed from the Wellington.Love
the mag, keep up the good work.
Cheers, Patrick Ellison, South Africa.
Hi Pat Many thanks for sending the photos of the Provosts in RRAF service. Not something we
see very much evidence of! Interestingly, I had never seen a Provost before Keith Clarke brought his
into Australia as there had originally been none in Australia or NZ. There are now THREE in NZ!
Cheers Graham


Hi Graham

I bought this 1938 copy of ‘The Sphere’ maga-

zine on eBay as it was advertised as having an ar- ticle on ‘Britain’s Aerial Re-Armament.’ However it contained only the page and photo attached, but at least this was reasonably interesting as it was on the topical subject of the Battle (see the Battle Survivor article Issue 52). I trust it is of some use. Keep up the good work. Cheers, Keith Humphreys, Auckland, N.Z.


Hi Graham, You may or may not be aware that this year is the 40th year since the first flight of the Corby Star- let. Becoming quite a classic Australian aircraft design in its own right even though the aircraft can be built new anytime. I would like to make your readers aware of the Annual SAAA event being held in October this year at Wagga Wagga where the theme will be 40 years of the Corby Starlet. Any builders/owners past or present are welcome and we are trying to get as many Star- lets to show up as possible. If anyone is interested they can check out the SAAA web site www.saaa. com for details of this year’s event. I am working hard to get my aircraft finished in time to attend also. Hope you find this of interest to you and the readership. Regards, Frank Deeth

of interest to you and the readership. Regards, Frank Deeth FURY IDENTITY? With our ongoing series
of interest to you and the readership. Regards, Frank Deeth FURY IDENTITY? With our ongoing series
FURY IDENTITY? With our ongoing series featuring the surviving Sea Fury / Fury aircraft we
With our ongoing series featuring the surviving
Sea Fury / Fury aircraft we have received occa-
sional photographs of unidentified airframes,
including this one. Taken sometime in the sev-
enties at Blackbushe Airfield, U.K., the serial is
unfortunately partially obscured. Close inspec-
tion shows ‘ES36
If anyone has a photo of the
aircraft that shows the complete serial we would
like to hear from you. Cheers Dave
via Tony Clarke


CW Files

GMO CW Files path, the Boomerang was reluctantly sold and the mission to own a P-40
GMO CW Files path, the Boomerang was reluctantly sold and the mission to own a P-40
GMO CW Files path, the Boomerang was reluctantly sold and the mission to own a P-40

path, the Boomerang was reluctantly sold and the mission to own a P-40 began in earnest. Allan began the P-40 program with an assess- ment of what original items could be acquired and what new-build materials were available to be

incorporated into a restoration. In addition to the former RNZAF wreck, Allan was able to source

a good collection of recovered items from many

people in the P-40 world. Initial rebuild work commenced concurrently at Murray Griffiths’ Precision Aerospace Productions workshops at Wangaratta, Victoria where the fuselage got un- derway in the purpose built assembly fixtures at that facility, and at Allan’s own workshop at De- niliquin, NSW where work commenced on set- ting up to rebuild the wings. This involved the es- tablishment of all the fixtures needed to complete the sub-assemblies and to accurately put them to- gether. As all Curtiss Hawk rebuilders know, this

area is the ‘Achilles Heel’ of the P-40 design from

a rebuilding point of view since the wing com-

prises five spars instead of the more common two, producing an exceptionally robust mainplane, but with a much higher rebuild cost due to the ad- ditional material and labour required. All the while, the search continued for P-40 parts to slowly make the aircraft complete again. Work continued over several years before the fuse- lage and wings neared structural completion and the decision was made to ship the major com-

HHowow SSweetweet

IItt IsIs




II t has become almost an unwritten rule that Curtiss P-40s being restored to flying

condition in New Zealand will be completed and test flown just in time to attend

the major Easter airshow held alternatively in Wanaka (Warbirds over Wanaka) or

Marlborough (Classic Fighters Airshow). This year, sure enough, another of Curtiss’ robust fighters was nearing completion at Pioneer Aero Restorations just as Easter was looming on the horizon. Two months ‘till Easter and only 12 weeks of work left to do to get the aircraft flying. Shouldn’t be a problem!

Work on Allan Arthur’s Kittyhawk began in Australia soon after the start of the new millen- nium. Allan brought together components from all around Australia, New Zealand, the USA and Russia, along with the identifiable remains of former RNZAF P-40N-1 NZ3125. This aircraft was one of a number of P-40 projects recovered over the years by Charles Darby from whom Allan acquired it. Allan’s name may seem relatively new to the warbird scene downunder however he has been involved quite deeply for many years and in fact has owned or co-owned more ex-military aircraft than most people in the warbird industry. To ex- plain, back in 1995 in partnership with another enthusiast, Allan purchased an amazing 21 Hawk- er Hunter jet fighters from the Singapore govern- ment. These were shipped to Darwin, and then road freighted to Brisbane, Qld and to Tocumwal, NSW. Subsequent sales saw individual Hunters

sold to new owners around Australia as well as the USA and New Zealand. Several of these are now flying actively in those respective countries. Allan does not look back on the Hunter exercise as his best warbird involvement and finally sold out of the last of the Hunters in 2004. In the interim, he had purchased CAC Winjeel VH-XRA/A85- 443 in sound flyable condition in 2000 and this delightful and practical machine served as his ‘everyday warbird’ until late May this year when he delivered it to its new owners at Caboolture, Queensland. Another warbird that took Allan’s fancy was the CAC Boomerang an example of which was the focus of his restoration attention for several years. During this time the aircraft progressed to an advanced state with the rebuild work being undertaken by Matt Denning in Bris- bane. Eventually however, Allan realized that the aircraft he really wanted was the Kittyhawk and when the opportunity arose to head down that

Kittyhawk and when the opportunity arose to head down that The RNZAF operated 297 P-40s of

The RNZAF operated 297 P-40s of various models throughout the conflict in the Pacific and during which 99 Japanese aircraft fell to Kittyhawk guns, along with another 14 probables.

Aero Restorations GMOPioneer

Aero Restorations GMOPioneer pleted components to Garth Hogan’s Pioneer Aero Restorations team at Ardmore Airport,
Aero Restorations GMOPioneer pleted components to Garth Hogan’s Pioneer Aero Restorations team at Ardmore Airport,
Aero Restorations GMOPioneer pleted components to Garth Hogan’s Pioneer Aero Restorations team at Ardmore Airport,
Aero Restorations GMOPioneer pleted components to Garth Hogan’s Pioneer Aero Restorations team at Ardmore Airport,

pleted components to Garth Hogan’s Pioneer Aero Restorations team at Ardmore Airport, Auckland, New Zealand. As has been seen many times within these pages, the Pioneer Aero folks have earned for themselves a world-wide reputation for the completion of numerous outstanding P-40 rebuilds (as well as other types) over the last decade. The project arrived at Pioneer in late 2004 and work commenced immediately on assessing what work needed to be done to complete the aircraft to flying condition, and what com- ponents remained to be sourced to bring this about. Shipping the aircraft to Pioneer Aero Restorations for comple- tion did not let Allan off the hook as far as hands-on involvement was concerned. It was still up to the aircraft’s owner to source the many items the aircraft would require for completion. First and foremost among these was an engine. Thankfully, a suitable Allison V-1710 was located in Melbourne and this was shipped to the USA for overhaul eventually being returned downunder for installation in the P-40 at the Pioneer hangars in Auckland. During the course of the rebuild of NZ3125, Allan contem- plated how the finished aircraft would look. Amid the usual con- siderations was of course the original RNZAF scheme that would have been worn by the aircraft in service. Then as an Australian, perhaps a suitable RAAF Pacific tribute scheme might be in order. There were of course many USAAF Pacific Theatre options along with more colourful related schemes as worn by the AVG in China or the distinctive Aleutian Tigers schemes among others. None of these really struck a chord with Allan, most already being worn by other restored Kittyhawks. In discussions with fellow P-40 restorer Ian Whitney, the suggestion emerged to paint the aircraft to rep- resent a Royal Air Force machine as operated by 112 Sqn. (Desert Air Force) in late 1943 after the unit moved from North Africa

Winjeel A85-443 proved a faithful friend for over half a decade resplendent in her original Forward Air Control colours as seen after Allan delivered her to Caboolture, Qld. in May.

seen after Allan delivered her to Caboolture, Qld. in May. The structurally completed fuselage is seen

The structurally completed fuselage is seen on arrival at the Pioneer Aero Restorations hang- ars late in 2004.


GMO to Italy but before their P-40s were replaced by Mustangs. The P-40s of 112 Sqn
GMO to Italy but before their P-40s were replaced by Mustangs. The P-40s of 112 Sqn
GMO to Italy but before their P-40s were replaced by Mustangs. The P-40s of 112 Sqn
GMO to Italy but before their P-40s were replaced by Mustangs. The P-40s of 112 Sqn
GMO to Italy but before their P-40s were replaced by Mustangs. The P-40s of 112 Sqn
to Italy but before their P-40s were replaced by Mustangs. The P-40s of 112 Sqn
to Italy but before their P-40s were replaced by
The P-40s of 112 Sqn (which initially were
B/C model Tomahawks) have the distinction of
being the first to wear the famous ‘shark’s mouth’
later adopted by the American Volunteer Group
or ‘Flying Tigers’ and subsequently copied by var-
ious other P-40 operators. Most of the 112 Sqn
P-40s are seen in the history books in their desert
camouflage schemes as worn during the war in
North Africa. During the period in which P-40s
remained on strength after the move through Sic-
ily and into Italy, most continued to wear their
desert camouflage colours of Dark Earth/Mid-
Stone with Azure Blue undersurfaces. Some
later arrivals however were quite logically, not
repainted in the scheme of the recently vacated
North African desert and one in particular struck
a chord with Allan and Ian. This aircraft had been
delivered in its standard USAAF Olive Drab up-
per surfaces, Neutral Grey undersides and been
put into service in those colours but with 112 sqn
Apart from the modern comms the cockpit of the Kit-
tyhawk is pretty much stock standard 1942 Curtiss
markings. The USAAF paint scheme sounds very
dull indeed but with the addition of the more
colourful RAF roundels and codes, shark’s teeth
and yellow leading edges (still to be applied on
the restored machine), the result is an interesting,
attractive and unique colour scheme for Allan’s
fighter. The original GA-Q had been principally
operated by Fg Off Matthew Matthias who flew
two tours with 112 sqn, sadly being KIA on 2nd
April 1945.
As the team at Pioneer brought the Kittyhawk
closer to completion, the Warbirds over Wanaka
Dave McDonald

GMO Pioneer Aero RestorationsGMO

Airshow began to appear on the horizon and sud- denly there seemed to be an awful lot of small things still to be done, items to be found etc before the aircraft could conceivably be prepared to fly to the other end of New Zealand and participate in an airshow! Any aircraft restorer knows all too well the old ‘90/90’ rule, i.e. when it looks 90% done there’s 90% left to go. That may be an exag- geration however grinding through the systems of an otherwise fairly complete looking aircraft can be the most frustrating, sole-destroying process in which every couple of steps forwards seem to be countered by one or two steps backwards. Thank- fully, with so many P-40s already completed at the Ardmore facility, the mysteries of completing systems for the type are not so great any more for the Pioneer team and the process has necessarily become a lot more straightforward. By early February 2006 Pioneer Manager Paul McSweeney reported that the fuselage was mounted on the wing (something these guys leave until the very latest interval for ease of access for systems installation) and the engine was fitted. He also advised that the final systems were being at- tended to and the fairings were being processed, (the latter being items that are inevitably unique to every aircraft) and the propeller had just been delivered from Safe Air Ltd. in Blenheim. On this P-40 the propeller is actually a Hamilton Stand- ard unit, not the usual Curtiss Electric as origi- nally fitted. As time goes by it seems likely that more Kittyhawk/Warhawk owners will opt for the Ham. Std. unit since it is simple and reliable as well as being cheaper to overhaul and to replace if necessary. February and March would be a very hectic time on P-40N-1 NZ3125 however the team members were confident they’d complete the aircraft on schedule. Initial test-flights on the P-40 were carried out by John Lamont who has test-flown all the New Zealand restored P-40s covering all the principal sub-types. On Tuesday 11th April, John eased the newly completed machine off the Ardmore asphalt to bring yet another rare old fighter back to life after a very long sleep. Two days later Frank Parker delivered the aircraft to Wanaka just in time for the Easter airshow and right on schedule, and the two John’s subsequently shared the task of displaying the aircraft to the Wanaka crowds. As reported elsewhere in this issue, the War- birds Over Wanaka 2006 Airshow was a roaring success with an impressive THREE P-40s domi- nating fighter row. There to enjoy seeing the air- craft in action were Allan and Margot Arthur and children Jack, Harry and Emily all of whom had performed some restoration work on the aircraft during the long rebuild process. This was cer- tainly a weekend of celebration which was only surpassed a month later when Allan returned to Wanaka to take P-40 tuition from John Lam-

Allan returned to Wanaka to take P-40 tuition from John Lam- The P-40 looks almost surreal

The P-40 looks almost surreal as it sits on jacks at the paint shop. The all-over olive drab colour scheme initially looked very drab until the RAF markings were added.

looked very drab until the RAF markings were added. There is no question that airshow visitors

There is no question that airshow visitors always get a major kick out of seeing a newly restored fighter at the event and P-40N-1 NZ3125 certainly impressed at its debut airshow appearance, seen here complete with a bit of in-built pyro!

ont, culminating in his own successful flying of his new steed before he headed back to Australia. In mid-May John Lamont flew the aircraft back to Pioneer Aero Restorations at Ardmore where some final detailing is taking place before the air- craft is disassembled and shipped to its new home

in Albury, southern NSW where its second flying career is set to begin in earnest. Long may she fly! Of course, to really sum up what the restora- tion of this rare fighter represents, it comes back to the owner whose drive and determination brought about its resurrection. Allan writes

to the owner whose drive and determination brought about its resurrection. Allan writes I SSUE 56

“I am so gratefully indebted to all the people who, over the years, helped make it possible for my P-40 to fly. Murray Griffiths for his initial enthusiasm, help and support, Jack McDonald, Ken Hake, Ashley Briggs, Bruno Carnavale, Judy Pay, Bill Martin, Mike Nicholls, Col Pay, Barry Manktelow and Matt Knightingale for the count- less bits and pieces they brought to the project. To Phillip Bell and Mark Jeffries who rebuilt the wings. Believe me, it’s a lot of work! Thanks guys. To Charles Darby for supplying the initial project and identity, Linton Hayres and his team for find- ing countless nuts and bolts etc. Bill Mojay who rebuilt the engine, Barry Algie for the radiators, Michael Grinter, fuselage, Paul Howman, sheet metal work, cowls etc and Ian Whitney - for cowl flaps and various items that, when they turned up finished and ready to go, were a Godsend. Then it was off to Pioneer Aero Restorations to put it all together. I have the highest respect for this bunch of Kiwi professionals. The expertise of this group is simply amazing. Garth, the Boss, Paul, the Manager, Rob McNair, Project Man- ager (who is an absolute ‘quiet achiever’, the best “Get on, get the job done, no fuss” genius I have ever come across), then Callum, Steve, Jaren, Les, Martin, Barry, Chris, Peter, Brent, Pauline, Greg Ryan (engineer) and Darren Pennell (sparky) who all made this aircraft possible. I sat in an old jeep with some of these guys at the Wanaka airshow,

watching the P-40 fly and Les said that I must be a very proud man. I was, but mainly because I

was in the company of these types of people. I get

a bigger kick out of that than from the corporate

tent thing. So it must be said that if it wasn’t for all these people doing what they love, none of these old

aircraft would be around. I thank all of you for your help and support. I have always thought

that there is as much fun in rebuilding an air- craft as there is in flying it, and it is true. When

I am asked what it is like to fly a Kittyhawk for

the first time, I answer that I immediately felt ex-

tremely humble and honored that I should have

the opportunity to fly such a beautiful machine. It makes the years of toil worthwhile, and I hope that it puts a smile on other people’s faces, the way it did for me when I first saw John Lamont fly it. Thank you John for your expertise and coaching to fly my first real fighter. Again that confident, low key, professional Kiwi approach came to the fore. Finally, thank you to my family, Margot, my wife and Harry, Jack and Emily who have allowed such a selfish amount of time to be spent on this project, wondering why I would want to tinker around for days on one part, and for understand- ing what it is that I love about this obsession. Thank you everybody”.

understand- ing what it is that I love about this obsession. Thank you everybody”. GMO 24
‘Readers’ Classics’ If you have a vintage, classic or warbird aircraft you would like to
‘Readers’ Classics’
If you have a vintage, classic or
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us about we encourage you to write a
few lines and send in some of your fa-
vourite photos. A few guidelines should be
noted before hand. Please make sure photos
are sharp and if digital they need to be a
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to you!

AUSTER J-1 AUTOCRAT. John Kelly, Nelson, New Zealand. John Kelly acquired Auster J-1 Autocrat while living in Australia some years ago and subsequently restored it, replacing the 90 hp Cirrus with a 130 hp Gipsy Major and fitting the taller horn-balanced rudder, along with a nice set of spats and because of his New Zealand origins, added some distinctly Kiwi paintwork. More recently he has moved back to New Zealand and is planning to bring the Auster with him. “I have attached the latest pic of

getting around to finishing all the little bits and pieces, The

Auster will be coming home to Nelson within the next 12-18 mths. She is in Perth just now. A private goal of mine has always been to fly over the Nullaboor Plain so I am planning to try and co-ordinate an AAAA fly-in at the same time. I am not sure I will get the Auster fly-in in Oct but would like to attend some of



in Oct but would like to attend some of “WMM fi nally the other fl y-in’s

the other fl y-in’s that they have over there also before bringing her home”. STINSON SR-8C ‘RELIANT’, Kevin Bailley, Mundijong, W. Australia. In 2002 the aircraft of the ‘Airworld Museum’ Wangarattta, Victoria, Aus- tralia were advertised for sale through Classic Aircraft Sales Ltd. Over the next 18 months all were disposed of including Stinson SR-8C VH-CWM. The aircraft was approaching the need for some TLC. Buyer Kevin Bailley had years earlier bought a derelict Tiger Moth from the hangar where the Stinson was based. He restored the Tiger (a Chipmunk too) but never forgot the Stinson and was finally able to buy it in 2003. Since then Kevin has effected a ground-up restoration on the aircraft, his comments as follows…

Stinson has progressed well and is now virtually finished but for the engine

cowl which is a BIGGGG challenge. All systems are working (l /lights, electrics, brakes etc.) and I have done several taxi trials which have been very satisfying after the long hours of toil. (about 3500 hrs to date). As you can see by the photos she is painted in the same colours as the day she arrived in Australia in 1936”.

BOEING PT-13 STEARMAN, Mike Walton, Carefree, Arizona, USA.

BOEING PT-13 STEARMAN, Mike Walton, Carefree, Arizona, USA. Mike Walton recently completed his Stearman after a

Mike Walton recently completed his Stearman after a ground up restoration….”The

Stearman # 75-5326, 42-17163, was accepted by the US Army Air Corps on Feb 2, 1944, one of 868 produced under Contact No. W535 AC-1904. The cost of the aircraft was $5930.00. Ferried from Wichita, Kansas to Eagle Field, Dos Palos, California, a 22 day ferry flight it arrivined March 6, 1944. From there it went to Minter Field, California and then Hill Field, Ogden, Utah. On April 30, 1946 it was placed in storage and on Dec 7, 1949 it was stricken from the Air Corps records. On January 5, 1950 it was purchased by Richard- son Crop Dusting of Yakima, Washington at Hill Field. It was converted into a duster/sprayer in April, 1950. Purchased by Don Kennedy in 1969, and aircraft torn down. My wife, Sherrie bought it on July 17, 1970 for our second wedding anniversary present. It took us 8 years to restore. In June 2003, we disassembled it again for a frame-up restoration and flew it again on Feb 15, 2006.”.



and flew it again on Feb 15, 2006.”. GMO ”The DE HAVILLAND DH-84 DRAGON. John Sinclair,

DE HAVILLAND DH-84 DRAGON. John Sinclair, Brisbane, Australia John Sinclair’s first restoration project was B.A. Swallow VH-AAB complet- ed at the end of 1979. This was followed by major work on a friend’s Tiger Moth followed by the complete rebuild of his own Tiger VH-UQZ. What would follow on from these old wooden English craft? How about an old wooden English AIRLINER! Commenced during the early 1990s, John’s Dragon is a UK built example which last flew as VH-ABK and served with the RAAF during WW-II as A34-4. Working in cooperation with the Chal- linors of MothCair Aviation at Murwillumbah John has been able to bring the aircraft forwards to the point at which the entire wooden structure of the aircraft has been completed, most recent work focussing on control systems installation and on the integral undercarriage/engine mount/nacelle area.

WARBIRD REBORN! A TBM METAMORPHOSIS Story and Photography by Craig Justo Forest Products Ltd The



Story and Photography by Craig Justo

Forest Products Ltd
Forest Products Ltd

The amazing sight of SIX TBM firebombers airborne together during the 1990’s just before For- est Products Ltd. began selling them to restorers.

I n early 2004, Australian businessman, Steve Searle board-

ed a flight in Los Angeles with his destination being Syd-

ney. Before boarding the flight, Steve had secured a book

titled “Flyboys” which he intended to read during the thirteen hour flight. Authored by James Bradley, “Flyboys” is a har- rowing account of the frequent attacks by US Navy aviators on the strategically important Japanese communication in- stallations based on the island of Chichi Jima. Indeed, it also recounts some of the disturbing ramifications for the aviators who were shot down on those raids. Following his reading of the book, Steve became capti- vated by the combat engagements of naval aviators during World War Two but through a developing interest and de- tailed research, he now has a compelling interest in the Pacific Theatre of operations in general. A substantial part of the book refers to the role played by Grumman TBM-1C Aveng- ers and it was this that caught Steve’s fore most attention. Indeed, such is his degree of interest in the type that he has subsequently acquired two TBM-3Es with the possibility of acquiring further examples. One might question why a “port- ly” non-fighter type would capture anyone’s imagination as opposed to that of say, the P-51. The TBF/TBM crews nick- named it as the “Turkey” - a polite reference that was seldom used, as they preferred the “Pregnant Bitch”. The naming of the Avenger was appropriate as it was developed for reprisals against the Japanese surprise attack on Pearl Harbour. That it did just that through its actions against the enemy is a matter of record with sixty-two Japanese ships credited as sunk by the end of the conflict!

Craig Justo

Craig Justo

Following the cessation of the hostilities associated with World War Two, a large number of Grumman Avengers were immediately withdrawn from service and unceremoniously scrapped. But many of those built during the latter stages of the conflict continued to serve with various military services throughout the World. But time stands still for no man nor machine and as more modern types became available, these too became surplus to requirements and were either scrapped or in a refreshing turnaround, offered for sale to private interests. Such was the case with a modest number of Grumman TBM-3E Avengers! Some discerning operators identified the Avenger as a viable proposition for commer- cial applications and purchased aircraft for their operations! In the case of the Avenger and with few exceptions, these machines invariably ended up being heavily modified for operations as sprayers, dusters and in a later development, fire bombers. But, through those applications, the aircraft were preserved and although totally unforeseen at the time, many of these survivors will revert to their wartime configurations, courtesy of the Warbird fraternity! One such organisation, Forest Protection Limited (FPL) was formed in 1952 and established its base of operations in the Canadian province of New Brus- wick. Initial operations saw the Company using Boeing Stearmans for aerial spraying to contain infestations of Spruce Budworm but in an evolutionary process, the Company eventually added aerial fire bombing operations to its portfolio. Somewhat belated in taking up surplus Avengers for its spraying op- erations, FPL’s first experience of the capabilities of the TBM-3E Avenger was via cross-hiring aircraft from other operators. Impressed with the performance and payload capabilities as offered by the TBM, this paved the way for the Company to acquire the first of type in its own right. This was in 1974-75 with twenty- two examples gracing FPL’s inventory by the end of that period. From that embryonic experience, in 1992, FPL had no less than ninety-two TBM-3E Avengers on line for spraying and fire bombing duties. But time was catching up with the aging Avengers and as more technically advanced types became available, they were once again facing redundancy. Such was the case with FPL’s fleet of Avengers and in 2004, it began to withdraw and sell off its remaining Avengers (10 of). The last seven of type were finally withdrawn from FPL’s inventory in early 2005 and these were offered for sale on the open market. Three of these have been sold to date with one now resident in Australia. Whereas Australia had already become home to one of Grumman’s TBM- 3E Torpedo Bombers (VH-TBM) courtesy of Randal McFarlane’s long term Warbird activities, Steve’s acquisition of one of the former FPL fire bombers has doubled the number of type resident in Australia. Identified as “Tanker 21” with FPL, this heavily modified Avenger was registered as C-GFPM and used for fire bombing operations throughout Canada and the northern states of the USA. Constructed as one of a batch consisting of 900 that was ordered for the US Navy, these were allocated consecutive BuAer numbers beginning with 53050 through 53949 inclusive. Built by General Motors (Eastern Aircraft Division) in 1943 and allocated the BuAer No.53857, the service history of this machine

Forest Products Ltd
Forest Products Ltd

The cockpits of the fire-bombers were all workmanlike and functional, if a little untidy after years in service.

and functional, if a little untidy after years in service. Banking away from the camera the

Banking away from the camera the TBM gives a good sense of its sheer size which is considerable for a single engined aircraft.

(c/n 53859) with the US Navy remains elusive but its life in civil serv- ice has been better documented. In 1963 it was acquired by Central Air Service of Lewiston, Minnesota and registered as N7017C. It re- mained with Central Air Service until 1972 and then following a four- year hiatus of inactivity, in 1976 the machine was registered to FPL as C-GFPM. It remained with FPL until 2005 at which time Steve purchased the machine. Although “GFPM” was a buy and fly proposi- tion, Steve had other plans. Having organised for it to be shipped to Australia, Mario Morales from FPL assumed responsibility for dismantling and wrapping the aircraft for the Pacific Ocean voyage (as deck cargo). Subsequently off-loaded at the port of Gladstone, Queensland the Avenger was then moved by road to Coolangatta Airport where it arrived on April 4,

2005. Placed with Air Gold Coast (AGC), a company with an enviable

reputation for rebuilding and maintaining Warbirds (Lockheed Hud- son and Stinson L-5s to name a few), Steve’s brief was to transform the fire-bomber configured aircraft to full TBM-3E specifications. And in particular, the machine was to be restored to better than original condition. Headed up by AGC’s Administration Executive, Peter Long

and Chief Engineer, Michael Long, the engineering team at Air Gold Coast commenced work immediately. I must make mention herein that Malcolm Long (a stalwart of the Australian Warbird scene), pro- vided expert guidance where required and his experience was solicited on many occasions. Indeed, Malcolm produced a methodical plan for the engineers to follow in the reconstruction of the TBM. As the re-configuration of a modified Avenger to TBM specifica- tions had been done before, this project was not viewed as an exercise that would “reinvent the wheel”! But from the very beginning, it was readily evident that the scope of the work would be daunting! AGC’s engineering team believed that they were equal to the task and this proved to be the case. In the first instance, the Avenger was subjected

Craig Justo
Craig Justo

The rebuild of ‘Tanker #21’ commenced with a total strip-down including every skerrick of paint. Thank- fully, this revealed a very tidy and corrosion free airframe.

to a thorough inspection process that included stripping all paint to reveal the base metal. This particular machine had a long history of being used as a duster, sprayer and fire bomber and as such, one could have expected that its exposure to agricultural and fire retardant chemicals would have meant that some corrosion would be present in the airframe. However the structures were found to be in excellent condition with no corro- sion evident. As with the majority of TBMs that were converted for dusting, spraying and/or aerial tanker operations, the airframe had been subject- ed to extensive modifications, although these were mainly confined to internal structures. And much of the original equipment had been removed to effect weight reduction and facilitate the installation of tanks, pumps, piping and as- sociated ducting etc. With the inspection process completed, work now focussed on removing all of the non-standard equipment and replacing the “foreign” structures with those that would return the aircraft to the exact same profile as that of theoriginal TBMs. The main areas that needed to be addressed were immediately abaft of the front

cockpit bulkhead through to the section behind the mid-upper ball turret (this had been faired over), the rear bulkhead and the internal spaces of the bomb bay. As many of the missing components were crucial to the “rebirthing” of the machine as a TBM, parallelling the work to replace the “for- eign” structures, a concerted effort was made to source original hardware. Adopting a hands-on approach to the project, Steve assumed respon- sibility for sourcing the majority of these and in his pursuit of leads, he spent many hours on the phone and in Email communications with folk who might have been able to assist. These hours were not misspent as through persistence and networking, he eventually tracked down and se- cured every component that was required for the project. Capital items included the mid-upper gun turret, wing-folding mechanisms, bomb bay doors and associated operating mechanisms, tail- hook and military specific avionics and instru- ments. It must be mentioned here that one very obvious non-standard modification was retained – for safety, parts availability and ease of main-

tenance. This mod was progressed by FPL and involved the replacement of the original wheels and brakes with Bendix produced components as fitted to the Grumman S-2 Tracker. With work continuing on fabricating and in- stalling replacement structures, all of the compo- nents to be retained in the Avenger were stripped from the airframe, overhauled and then refitted, as they became available. Additionally, a significant amount of work was progressed on the grossly modified hydraulic system. This involved remov- ing a secondary engine-driven hydraulic pump and its redundant piping plus replacing and/or realigning much of the pipe-work associated with the original system. The majority of the latter had been for one reason or another, re-routed to facilitate the installation of the Conair designed, fire retardant delivery equipment. Included in amongst the equipment that had been relocated, was the brake boost pack. This is now back inits original position, a change determined by the C of G requirements for the reconfigured aircraft. And as the primary system was replumbed, ad- ditional piping and ancillary components were installed to provide the fluid power service to the rams for the wing folding and bomb bay door op- erating mechanisms. By early August, the wings were ready to be painted, as were the flying control surfaces that had been re-bagged with new fabric. These were transported by road to the nearby suburb of Lab- rador where David Marshall assumed responsibil- ity for painting these in a controlled atmosphere spray booth. Besides the work on the hydraulic system, the electrical system also received some serious attention. Essentially, this involved the removal of the majority of the wiring and this was replaced with brand new looms. In unison with that work, the cockpit was stripped out, a new instrument panel and sub-panels were fabricated and fitted and then the overhauled instrumenta- tion was reinstalled. The cockpit upgrade also included the fitting of new radios.

Craig Justo
Craig Justo

Comparing it with the ‘before’ image the restored cockpit represents a wonderful example of the restorer’s art.

Craig Justo
Craig Justo

Fully operational wing folding ensured that the guys at Air Gold Coast got plenty of extra hydraulic plumbing experience!

Following the completion of the frames that formed the “glasshouse” structure, these were as- sembled with new plexiglass panels installed and then the “glasshouse” was secured in position, ready to accept the ball-turret as the finishing touch. At that stage, Steve prepared for the TBM’s flying career in Australia and on September 21, 2005 he secured the Australian civil registration mark, VH-MML. With the arrival of the mid- upper turret in mid December, this was installed and then the work concentrated on fabricating the fairings that surround the skirt of the turret. Dan Brown was entrusted to undertake this “tin” work and due to the compound curves required, the fabrication of these was no mean feat. As soon as the fairings were fitted, the fuselage was dis- patched for painting in the same booth that was used to paint the wings.

Craig Justo
Craig Justo

Among the last items fitted were the bomb bay doors which had to be sourced in the USA, newly built for rebuilds just like this one.

Steve had thoroughly researched Avenger liver- ies and chose one applicable to the machines that were operated by Torpedo Squadron 84 (VT-84) from the USS Bunker Hill circa 1944-45! This comprised a full wrap around scheme compris- ing US Navy Glossy Sea Blue with the attendant markings being applied in Non-Specular White. Contrasting this was the choice of the non-stand- ard Yellow nose ring. Whereas the TBMs as oper- ated by VT-84 normally had the nose ring painted in Non-Specular White, research has showed that some of the aircraft as operated by the Squadron had Yellow nose rings (for instance “301” was not- ed in April of 1945). Wether these aircraft were attrition replacements delivered from the Grum- man factory or transferred from a sister Squadron on board the Bunker Hill or other remains a mys- tery but the Yellow nose ring is authentic! And whereas the aircraft’s individual identity (“441”)

Craig Justo
Craig Justo

is ficticious, it was Steve’s preference that it be identified thus! Following the painting of the fuselage, it was returned to AGC’s facility where the wings were re-mated to the fuselage which in turn allowed the final connections of control linkages, piping, wiring etc. to be completed. Prior to painting, the majority of the mechanical components (un- dercarriage assemblies, cowl flaps etc.) were over- hauled and every hose (hydraulic, oil and fuel) was replaced. With the aircraft now reassembled, it was given a 100 hourly plus service and this in- cluded a full inspection on the Wright R-2600-20 Cyclone engine and its accessories. Although the aircraft was now ready to fly, this was delayed by the absence of the bomb-bay doors. In variance to all of the missing components that were acquired as “off the shelf” items (most of which were obtained from Charlie Cartlige in the USA), a set of bomb-bay doors remained elusive as did a tail-hook. Whereas the missing tail-hook would not prevent the aircraft from flying, the absence of the bomb-bay doors did! Having failed to find a set of bomb bay doors, Steve had engaged the services of Gerald Beck of Tristate Aviation - an USA based specialist War-

bird component builder. Gerald fabricated brand new doors that incorporated some original com- ponents. These were eventually delivered in late March, trial fitted (perfectly I might add), painted and then refitted to the aircraft. In the matter of the missing tail-hook, as Steve’s second TBM-3E is fitted with a tail-hook, when this machine ar- rives at Coolangatta, it will be replicated and retro fitted to “MML” in due course. It is interesting to note that Steve’s second TBM has a similar his- tory to “MML” as it too is a “rebirthed” Avenger – having been on line with FPL as “Tanker 1”. But more on this after it arrives in country! So, in the first week of April and just on twelve months following the arrival of the aircraft at AGC’s facility, a “rebirthed” Avenger was ready for it’s first flight in Australian skies. This was formally celebrated on Thursday April 6 when “MML” was rolled out of AGC’s hangar and the final checks were completed. Matt Handley (Aer- otec Flight Training proprietor and the pilot nom-


Inn all her glory, the restored Avenger is positioned over the picturesque southern Queensland coast line by Matt Handley. Photo: Craig Justo

Craig Justo
Craig Justo

The enthusiastic Air Gold Coast team who between them managed to bring this Avenger from a tired old workhorse through to immaculate restored thoroughbred condition. Congratulations to you all!

inated to conduct the first post restoration flight) stepped through a thorough pre-flight inspection and systems checks before bringing to life, the 1900 hp. “round mound of sound”! At 1510 hrs. local, Matt lined up the big torpedo bomber on Coolangatta Airport’s Runway 32, opened the “taps” and “Mike Mike Lima” gracefully departed the Runway for a twenty minute proving flight. As you would imagine, Steve and AGC’s engineer- ing team were on hand to witness the flight as this was, without doubt, the culmination of a labour of love! The transition of “MML” from a commer- cial aircraft to Warbird status has been a notable achievement and one of immeasurable pride to all involved. The quality of the work that has been progressed on “MML” to reconfigure it to TBM- 3E specifications is second to none and not just merely a “cosmetic” make over. Rather, it is fair to say that it been done to a meticulous standard and with an attention to detail that has become synonymous with the work done at AGC. Having been extended the opportunity to cover this project from day one, it behoves of me proffer sincere congratulations to all involved! The pres- entation of this TBM is simply magnificent!

Acknowledgments: My most sincere appreciation is extended to Steve Searle, the staff at Air Gold Coast, Tony Alder and Matt Handley, all of whom assisted with the information contained within this manuscript, ongoing access to the project and/or the generation of supporting photography.

Craig Justo
Craig Justo
access to the project and/or the generation of supporting photography. Craig Justo 32 C LASSIC W




July 1-2

Open Cockpit Weekend, Queensland Air

Museum Pathfinder Drive, Caloundra Airport, Queensland. General museum enquiries

(07) 5492 5930

Media information David Beazley, Organizing Committee: 0407 672359

August 25-27

15th Annual Festival of Flight, Wattsbridge, QLD. Contact Craig Justo 07 3349 6003 - 0407 740734

July 14-16

West Coast Ryan Reunion, Santa Paula Airport (KSZP), USA

Oct. 14-15

Jamestown Fly in & Air Spectacular, Sth Aust. Contact Merv Robinson 0886641838 , Jim Best 0888422977, email

July 15 -16

Breighton Airshow, Breighton Aerodrome, North Yorkshire,UK

October 27- 29

‘Wings over Wagga,’ Wagga Wagga Airport, NSW

July 17-23

Farnborough International 2006 Farnborough, Hants,UK



July 24-30

EAA AirVenture Oshkosh 2006 Oshkosh, WI, USA

July 7-9

Geneseo Air Show – ‘History of Flight’ Geneseo, New York,USA

July 29-30

Dayton Air Show

July 8-9

Dayton, OH, USA

‘The Flying Legends Air Show’ IWM Duxford, Cambs. UK

‘The Flying Legends Air Show’ IWM Duxford, Cambs. UK

August 5-6

‘Thunder over Michigan’, Willow Run Airport, Belleville, MI, USA

August 13

Spitfire Day IWM Duxford, Cambs. UK

August 19-20

‘Canada Remembers’ International Air Show Saskatoon, SK, Canada


Sywell Airshow, Sywell, Northants, UK

SK, Canada Sept.23-24 Sywell Airshow, Sywell, Northants, UK
BByy DDaveave MMcDonaldcDonald Mark Munzel
BByy DDaveave MMcDonaldcDonald
Mark Munzel

The penultimate article of our Sea Fury / Fury series takes a look at some of the remaining aircraft resident in the USA, several of which were previously stored with David Tallichet. David has now sold all his remaining airframes and most have ‘disappeared’ from public view. Consequently some mystery surrounds their whereabouts, and indeed their identities - but we hope that over time we are able to revisit these machines as they are given a new lease of life by their owners, and in the process can ‘tie up’ the loose ends.

Hawker Sea Fury T Mk.20 VX281, ES.3615, N281L. Ready for collection at Hawker-Siddeley Air- craft
Hawker Sea Fury T Mk.20 VX281, ES.3615, N281L.
Ready for collection at Hawker-Siddeley Air-
craft Ltd, Langley on 22 July 1949 this aircraft
went to 736 Sq. Culdrose as ‘293/CW’on 21
March 1950 and 738 Sq. Culdrose as ‘293/CW’
on 1 May 1950. After engine failure due to loss
of oil, resulted in a belly landing at RAF Bass-
ingbourn on 5 June 1950 it returned to Hawker
for repair and thereafter long term storage. After
a period of service with a Naval Air Radio In-
stallation Unit, the aircraft was Stuck off Charge
on 6 December 1956 after a total of 69.10 flying
Sold to Hawkers 1957/58 it was delivered to
Dunsfold and flew again on 2 December 1960.
The aircraft was delivered to the Deutsche Luft-
farht Beratungsdienst (DLB), Germany on 10 June
1963 and operated on a target towing contract as
D-CACO, until sold to Doug Arnold/ Warbirds
of GB Ltd, Blackbushe on 8 October 1974, reg-
istered G-BCOW and marked ‘235’. Registered
to Spencer Flack on 1 February 1977 it flew as
‘RNFAA 253’ until the C of A expired on 23
June 1980, after which it was sold to Dale Clarke
of California who registered it as N8476W, Race
#40, ‘Nuthin Special.’ Re registered as 281L, the
aircraft was sold to Wally Fisk of Amjet Aircraft
Corp, St Paul, MN in September 93 and flew as
‘Dragon of Cymru’. Sold on to the Zager Aircraft
Corp, California in 2000 it was once again for
sale in 2005 and is currently stored at Sanders
Aircraft Technologies, Ione CA.
‘Dragon‘Dragon ofof CCymru’ymru’
Tony Clarke
Hawker Sea Fury T Mk.20 VX300 ES.8502, N924G. Built at Hawker-Siddeley Aircraft Ltd, Lang- ley
ES.8502, N924G.
Built at Hawker-Siddeley Aircraft Ltd, Lang-
ley in 1949 this aircraft first flew on 5 December
Ready for collection on 28 February 1950
the machine was delivered to RDU Anthorn be-
fore being allocated to 782 Sq. Donibristle from
May- October 1951 and thereafter 766 Sq. at
Lossiemouth. Struck off Charge on 6 December
1956 with a total flying time of 401.05hrs, the
aircraft was sold back to Hawkers in February
Registered G-9-24 on 22 July 1958 the
aircraft went to Germany and became D-FAMI
for a target towing contract, becoming D-CAMI
with DLB at Cologne from 1962-63. Operated
by RFB (Rhein Flugzeubau) from 1 January
1966, the aircraft returned to the U.K. for Doug
Arnold on 30 July 1974 where it was registered
as G-BCKH. Sold on to John J. Stokes of War-
birds of the World, San Marcos, TX, the aircraft
arrived in the U.S. during September 1974. Ini-
tially registered as N62147 the aircraft was sold
on to Frank C. Sanders of Sanders Aircraft, Chi-
no, CA and by 1978 it had become N924G Race
#88 and marked as Royal Navy 924.
Hawker Sea Fury FB Mk.11 WN480, 37757,
41H656816, N60SF.
‘‘SimplySimply MMagnifiagnificent’cent’
First flown at Langley on 21 January 1953 the aircraft
departed for Iraq via Blackbushe on the 13 February and
was allocated IAF 308 upon arrival. Acquired by Jurist
/ Tallichet, registered N60SF and stored until 1981, the
aircraft was eventually sold to John Rodgers of Illinois
and restored by Chicago- Landings, being flown in RN
FAA 757/JR colours. Sold to Don Crowe, Boise , Idaho
in February 1991 it suffered a force landing at Reno in
September 1993, subsequently being trucked to Victoria
BC for repairs. Purchased by Lightfoot Aviation, Point
Roberts, WA in early March 2000, the aircraft has since
changed hands again, joining Jerry Yagen’s stable in Vir-
ginia. Some engine work has been undertaken on the
Centaurus and the aircraft currently flies as RCN181,
‘Simply Magnificent’
via Tony Clarke
Tony Clarke
Tony Clarke
Mark Munzel
Hawker Sea Fury FB Mk.11, 37542 WJ293, N39SF. Built at Kingston-upon-Thames with final assembly at
WJ293, N39SF.
Built at Kingston-upon-Thames with final
assembly at Langley this aircraft first flew on 28
May 1952 with Neville Duke, Hawker’s Chief
Test Pilot, at the controls.
Diverted to the Iraqi Air Force it was flown
from Langley on 12 June 1952 to Blackbushe
and then on to Iraq by an Airwork pilot. The
aircraft was ‘de-navalized’ in Iraq with removal
of the tail hook; catapult launch hook and wing
fold mechanism and allocated IAF 302. Recov-
ered by Jurist / Tallichet it was stored firstly in
Orlando and then Nyack with the registration
N39SF. Sold to Henry Haigh, Howell, MI in
December 1981 it was rebuilt by Nelson Ezell,
Breckenridge TX with a Wright R-3350 engine
and flown in 1990 as camouflaged ‘HH.’ Sold
on to H-Trif Holdings Inc, Wilmington, DE in
April 1996 the aircraft has been owned by John
Hawker Sea Fury T Mk.20 VX302, ES.3613 N51SF.
Built at Hawker-Siddeley Aircraft Ltd, Kingston with final
assembly at Langley, this aircraft was ready for collection on 28
February 1950 and served with the Royal Navy until Decem-
ber 1956. Resold to Hawkers 1957-58 it was trucked back to
Dunsfold for open storage. In 1963 the aircraft was modified to
target tug configuration and delivered to Cologne, Germany in
April of that year, being allocated D-CACE. Operated by RFB
from January 1966 the aircraft was damaged in a collision with
D-EMKO in June 1970. Sold to Doug Arnold of ‘Warbirds of
Great Britain’ in October 1974 and registered G-BCOV, it re-
mained stored until sold to Michael Stow in September 1976
and marked ‘MW-S’. Reregistered once again to Arnold almost
three years later the aircraft was marked as RAF ‘DW-A and
‘RN 77/M.’ It remained at Blackbushe until June 1985 when it
was shipped to new owner Richard Drury of Goleta, California.
The aircraft flew as N613RD ‘Iron Angel’ until August 1987.
Sold on to Jerry C. Janes & Associates, who had the Centaurus
engine replaced with a Wright R-3350 engine and renamed the
aircraft as ‘Cottonmouth’, Race #20, N51SF. Sold thrice more,
firstly to Stan Musick in December 1994, who named it ‘Sea
Fuzzy’, then John Dilley and subsequently Paul Besterveld. As of
28 January 2004 the machine has been registered to Stuart Aviation Inc. of Wilmington,
DE and now wears the legend ‘Conch Fury’.
‘‘ConchConch Fury’Fury’
Mark Watt
John Kerr
Tony Clarke via Tony Clarkevia
Hawker Fury FB.10 N254SF. Thought to be Iraqi Air Force aircraft 250, this aircraft was
Hawker Fury FB.10 N254SF.
Thought to be Iraqi Air Force aircraft 250,
this aircraft was first flown on 10 June 1948 as
ISS20 and subsequently stored until flown to
Iraq in late November 1949. Another of the Jurist
/ Tallichet recoveries which spent time in storage
before being purchased by Russ Francis who dis-
played the aircraft in a blue RAN colour scheme
as N21SF. Sold on to Wiley Sanders the Fury suf-
fered a belly landing at Troy, Alabama following
undercarriage failure. There after purchased by
Charles D. Hillard, Fort Worth, TX in 1994 the
aircraft was trucked to Breckenridge and rebuilt
with a Wright R-3350 engine and a tail from a
two seater. The first flight took place in 1996 with
the registration N222CH. Hillard wanted the air-
craft to be instantly recognised as his and had it
painted in ‘Texas’ colours and named it ‘Lone Star
‘‘SeaSea FFury’ury’
Fury.’ Unfortunately Hillard was killed at ‘Sun
& Fun’ on 16 April 1996 upon landing when
the aircraft flipped over and he was pinned and
suffocated before help could reach him. Once
rebuild was again completed the aircraft was
operated by Nelson Ezell out of Breckenridge,
flying at Reno as Race #21, ‘Sea Fury’, N254SF.
Currently owned by Joe Thibodeau, Denver CO
in 2002, there is some confusion as to the iden-
tity of the airframe, which is not unusual for US
based Sea Fury/ Furies! Sharp eyed readers will
notice that Stu Davidson’s aircraft based in South
Africa is also identified as c/n 37514. Stu reports
that he goes by the number given on the paper-
work when he bought the aircraft, but as is the
case with several of the ex Iraqi machines, there
have been several cases of ‘mix & match’ airframe
parts and spares. For the moment we can only as-
sume that one of these scenarios is the case here.
Hawker Fury ISS, 87953.
There is conflicting information on
this particular aircraft. ‘IAF 327’ was defi-
nitely a T.20 (logbook confirmation), and
records indicate it was ex-VZ367. This
aircraft was delivered RDU Anthorn on 9
June 1950 for long term storage and sold
back to Hawkers on 18 December 1952
for re-sale to Iraq. First flight as ‘327’ was
from Langley on 22 April 1953. There
seems to be no trace on c/n 87953 and
this number is out of sequence with other
ISS serials. It could therefore be a spare
Recovered by Jurist / Tallichet and
stored at Orlando and Nyack as N62SF
until 2002 when it was sold. Whereabouts
Hawker Sea Fury FB Mk.11,
37522, WJ298, N26SF.
First flown at Langley on 18 June
1952 the aircraft departed for Iraq
on 10 July where it became IAF 303.
Recovered by Jurist / Tallichet to the
U.S. it was stored as N26SF at Or-
lando and Nyack until sold to John
J. Dowd of Syracuse KS in January
1988. It was noted at Breckenridge,
Texas under restoration between
1991-93. Currently stored.
Hawker Fury ISS22, 37727.
37755, WM484.
Hawker Fury ISS, 37726.
First flown at Langley on 14 August 1953
this aircraft departed for Iraq via Black-
bushe in September that same year where
it was allocated IAF 318. Recovered by
Jurist / Tallichet it was stored dismantled
at Orlando and Nyack as N46SF before
being sold. Whereabouts unrecorded.
Diverted from a Royal Navy contract
this aircraft was first flown from Lan-
gley on 6 October 1952 and delivered
to Iraq via Blackbushe on 21 October
1952 where it became IAF 305. Re-
covered by Jurist / Tallichet and stored
at both Orlando and Nyack as N59SF
until purchased by Tom Reilly, Kissim-
mee FL in February 1988. Reportedly
sold by Reilly in the early 90s, wherea-
bouts currently not recorded.
First flown on 17 June 1948 as ISS22 the aircraft was believed stored
until test flown again on 19 October 1949. It went unserviceable
before it could be delivered and returned to Langley in February
1950, reaching Iraq at an unrecorded date where it became IAF
252. Recovered by Jurist / Tallichet the aircraft was stored at Or-
lando and Nyack as N48SF until sold. Whereabouts unrecorded.
Hawker Fury ISS11, 87954.
First flown on 7 May 1948 as ISS11 the aircraft departed for
Iraq on 21 May 1948 where it became IAF 241. Recovered by Ju-
rist / Tallichet to the U.S. the Fury was stored at Orlando and Ny-
ack as N63SF (or N64SF?) until sold. Whereabouts unrecorded.
Roger Cain
via John Kerr
via Tony Clarke









Couch Flying
Couch Flying

OKB TUPOLEV: A History of the Design Bureau and its Aircraft by Yefim Gordon & Vladimir Rigmant ISBN: 1857802144 RRP: $A120.00 Available from: DLS Australia Pty. Ltd. 12 Phoenix Court, Braeside, Vic 3195. Ph 03 9587 5044, Fax 03 9587 5088. email:

The Tupolev Bureau is the oldest among cur- rently existing Russian aviation companies, tracing its history back to 1922. Since its early days the Tupolev OKB has been at the forefront of innova- tion and over the years almost 300 projects have evolved within the Bureau. Nearly 90 reached the prototype construction stage, with more than 40 types put into series production. In the 1930s, the TB-1 and TB-3 bombers, the latter being the world’s first heavy strategic bomber, paved the way for the long line of large multi-engined air- craft, both civil and military for which the OKB is justly famed. Wartime production of the SB and Tu-2 plus the remarkable ‘reverse engineering’ of the Boeing B-29 that resulted in the Tu-4 led on to the jet Tu-16 and prop Tu-95 bombers. The supersonic Tu-22 and Tu-22M bombers and the Tu-144 airliner, a move into pilot less aircraft and a host of imaginative but unbuilt projects com- plete a fascinating work.

SHATTERED SWORD – The Untold Story of the Battle of Midway By Jonathan Parshall & Anthony Tully ISBN: 1-57488-923-0 RRP: USD$35.00 Available from:

Potomac Books, Inc 22841 Quicksilver Drive Dulles, VA 20166 Tel: 703-661-1548 Fax:



This is a new and definitive account of the famous Battle of Midway, focusing primarily on the Japanese side of the battle, and as such the authors make extensive usage of new Japanese pri- mary and secondary sources. The result is an ac-

count that is grounded less on first-hand personal accounts and more on concrete operational data. This shift in focus has led to many important, and potentially provocative, re-interpretations of the battle that explodes a number of long held Al- lied myths brought about through incomplete or deliberately misleading accounts. With the correc- tion of many errors in previous accounts and its new graphics the book forces scholars of the bat- tle to undertake a major reevaluation of the great naval engagement. Whilst there is a huge amount of detail and the authors presume the reader has at least some previous basic knowledge of the Pacific War, the book comes highly recommended.

LUFTWAFFE COLOURS: Sea Eagle Vol.1 Luftwaffe Anti-Ship- ping Units 1939-41 By Chris Goss ISBN- 1903223555


Available from: DLS Australia Pty. Ltd. 12 Phoenix Court, Brae- side, Vic 3195. Ph 03 9587 5044, Fax 03 9587 5088, email:

The first of a two volume study features the maritime and anti shipping operations conducted by the Luftwaffe over the English Channel, North Sea, Far North, Baltic, Eastern Front and the Med- iterranean. The Luftwaffe committed a wide range of aircraft to these operations which ranged from coastal reconnaissance and U-boat liaison through to long-range maritime rescue missions, and offen- sive actions against Allied convoys. Aircraft types employed included the Arado Ar 196 float plane and the long range Focke Wulf Fw 200 Condors, and all are featured in period photographs - some colour, and profiles. Included are studies of some of the innovative and pioneering anti shipping weapons such as radio guided bombs and rocket propelled remotely controlled stand off missiles. Supplementing the narrative are biographies from some of the leading anti shipping aces.

are biographies from some of the leading anti shipping aces. BOMBERS & BOMBING RAIDS 1939-42 The



anti shipping aces. BOMBERS & BOMBING RAIDS 1939-42 The Definitive Series on the Luftwaffe in WW2

The Definitive Series on the Luftwaffe in


DVD 54 mins


Available from Cru- sader Trading Pty. Ltd. Ph (02) 6239 2332. Fax (02) 6239 2334. Email Web

The Luftwaffe bomber force was specifically designed for the tactical support for the Ger- man ground forces, and in the opening years of the war was spectacularly successful in this role. Having the advantage of ‘trial’ operations during the Spanish Civil War, the crews honed their skills for the upcoming World War. This DVD features the Heinkels, Junkers and Dorniers in operations from Poland to Britain, North Africa through to Norway and the Battle of Stalingrad. It was op- erations in Russia that showed the Luftwaffe was sorely in need of long range strategic bombers as well as those of a tactical nature. Dramatic foot- age tells the story, and apart from one or two ex- ceptions where film is shown out of context (early Heinkel 111Es used in the Spanish Civil War shown ‘bombing’ England) is a great watch.

Civil War shown ‘bombing’ England) is a great watch. DAKOTA NEWS The NZ Warbird Da- kota

DAKOTA NEWS The NZ Warbird Da- kota Club Membership:

NZ$50 per year Contact: E. F. Doherty PO Box 62-507 Auck- land 1130, NZ. Ph. 09-3799464. Fax



This is the newsletter of Dakota ZK-DAK which continues to delight crowds and invoke emotions of wartime memories when it trundles past. Arriving in New Zealand in 1987 the aircraft has spent 19 years painted in the D-Day colours of 48 Sq. RAF, as an aircraft flown by Sq.Ldr. Rex Daniells, a New Zealander. It is now time for a change and the new scheme will be that of 42 Sq. RNZAF. The repaint and ongoing maintenance

and the new scheme will be that of 42 Sq. RNZAF. The repaint and ongoing maintenance
and the new scheme will be that of 42 Sq. RNZAF. The repaint and ongoing maintenance









will of course require funds. This nine page news- letter is the voice of the Dakota Club, appearing around five times per year. It is included in a sub- scription to the Club (as is a complimentary free flight) and Classic Wings urges the reader to help support this iconic aircraft and keep it where it belongs – in the air!

iconic aircraft and keep it where it belongs – in the air! PEGASUS.TV DVD Vol.1 &

PEGASUS.TV DVD Vol.1 & 2 RRP: Euros 24.9 each Available from:

& 2 RRP: Euros 24.9 each Available from: New to the market, these multi zone

New to the market, these multi zone DVDs chronicle a broad spec- trum of the aerospace industry in a well pre- sented documentary style. Each volume is divided into four separate and diverse subjects ranging from the fascinat- ing story of the ‘Hindenburg’ to the spectacular high speed flights of the Swiss Air Force jets as they thunder between the peaks of the Alps. Vol.1 features ‘Stearmania’ which revisits the legendary trainer; ‘Jewellers of the Skies’ which looks at how airliners are made; ‘Hindenburg’- the story of the legendary airship; and the ‘Paris Air & Space Museum’. Vol.2 features ‘Fire Wars’- a day in the life of

fire bombers; ‘Doomsday Delta’ which looks at the Mirage IV; ‘Chino Chronicle’- a look at the warbird mecca and ‘Fu- sion’ which features the Swiss Air Force in jet fighter heaven. The Pegasus web- site itself is superb and worth spending some time navigating!

itself is superb and worth spending some time navigating! COASTS OF CAPE YORK A Novel about
itself is superb and worth spending some time navigating! COASTS OF CAPE YORK A Novel about

COASTS OF CAPE YORK A Novel about Air Cadets in Far North Queensland. By C.R. Cummings ISBN: 174008-379-2 RRP: A$25.00 Available from:

Seaview Press, Ph:

61-8- 8242 0666 Fax: 61-8-8242 0333

This book, being a teenage adventure fiction novel set in 2005, is a departure from the usual reviews, but may well touch a chord with readers that have been in the Air Cadets or similar organi- zations. Air Cadet Willy Williams is a high school student in Cairns and because his ambition is to become a pilot in the Air Force he takes every op- portunity to go flying. He is also a very passionate young male who is discovering girls and is torn between two of them. When an opportunity to go for a flight in a restored PBY ‘Catalina’ is of- fered, Willy jumps at it. During the flight up to the east coast of Cape York Peninsula he makes a discovery that leads him into mystery and danger and he subsequently finds that there are rivals, false friends and dangerous enemies in the world of aircraft wrecks and vintage aircraft!

friends and dangerous enemies in the world of aircraft wrecks and vintage aircraft! I SSUE 56
friends and dangerous enemies in the world of aircraft wrecks and vintage aircraft! I SSUE 56

Peter Cohausz


BByy DDaveave MMcDonaldcDonald

Continuing our ʻButcher Birdʼ series, we take a look at some aircraft that are mostly new build - but utilize original parts, some of the larger relics, and an overview of the airframes known to be extant today. In the next and nal article we take a look at a full scale replica and describe a quest to resurrect an aircraft that crashed in 1944.

Focke Wulf Fw 190A-8 ‘170393’ Luftfahrtmuseum, Laatzen, Hanover, Ger- many.

This aircraft is a reconstruction containing parts from seven 190 wrecks, including 173889. Original parts include the BMW 801 engine, cowlings, aft fuselage ( flaps, ailer- ons, cockpit interior, undercarriage and smaller parts. The main forward fuselage was built by Flugwerk GmbH in Gammelsdorf (c/n 990000). Displayed as ‘Yellow 11’ of 6./JG1

Peter Cohausz
Peter Cohausz

Focke Wulf Fw 190D-9 211028 ‘Black 8’ of 14./JG26. Glenn Lacey, England.

This aircraft was lost on 18 March 1945, when pilot Ofw. Werner Zech was shot down and

wounded by P-51s of 503 FS near Ellinghausen. The remains were recovered in 1996 and are form-

ing the basis of an air worthy project being built at RLM Aviation in the U.K., completion scheduled for 2009. Registered G-DORA.


Many museums and individuals have parts of Fw190 which patiently await the time and op- portunity to see the light of day, as either a fly-

ing example or museum exhibit. Some relics are large enough to be displayed in their own right. For those who dream of having their own piece of history and do not have the finance required to se-

cure a FlugWerk reproduction, the only option is to build one for themselves and two such options will be touched on in the next issue.

Evžen Vseteckovi
Evžen Vseteckovi

Focke Wulf Fw190A-9/R2, 560024 ‘White 12’ of 1./JG11 Luftfahrthistorische Sammlung, Finow, Germany.

Built by Arado in early 1945 this aircraft was shot down by Russian fighters on 15 Febru- ary 1945, pilot Lt.Grapenthin being killed. The wreck was recovered from Lake Schlossee on 12 September 1996 and partly restored, being dis- played in a diorama type setting at Finow.

Focke Wulf Fw 190A-3 Factory Code RC+VO

Built by Arado Warnemunde in 1942 this machine was largely complete until the 1960s when the Czech farmer, upon whose property it lay, cut it up and buried it due to fears of the

consequences of owning Nazi war material. The wings and fuselage parts were eventually recovered to Germany and sold to the Old Flying Machine Company in 1993. Partial restoration was under-

taken in Florida before the wreck was shipped to Specialty Aircraft Construction (NZ) Ltd in 1995 for rebuild. Little progress was made before it was returned to the U.K due to the restoration compa- ny’s legal difficulties in November 1998. Sold to a German collector.

Focke Wulf Fw190D-9 ‘White 3’ of 9./JG54

Feldwebel Paul Drutschmann was shot down over Waasmunster, Belgium by Polish Spitfire pi- lot P.O. Dromlewicz of 131 Wing on 1 January 1945. Drutschmann successfully baled out and surrendered to locals, and eventually passed away in 2000. In September 2004 members of the Bel- gian Aviation History Association (BAHA) recov- ered the engine, tail section, cockpit and landing gear.

It has been recently decided that the iden- tity and several parts of ‘White 3’ will be used for the unique rebuild of a flying Dora, by BAHA- member Eric Vormezeele. In his workshop, Eric is completing the wings and fuselage of his Flug- Werk produced aircraft and has already integrated one landing gear leg and other smaller parts of 210102. Eric will eventually build a highly accu- rate reproduction of a wartime D-9 that will wear the original colours of Drutschmanns ‘White 3’.

via Cynrik De Decker
via Cynrik De Decker

The wreck of the recovered aircraft will be moved to the Vormezeele workshop where it will be re- built as best as possible and will at the same time allow Eric to use the original parts as patterns.

The BAHA hope to have their aircraft back in their ‘Broken Wings’ museum by 2007.

FOCKE WULF Fw 190 / Ta 152 Survivors Below is a round-up of known Fw190s
FOCKE WULF Fw 190 / Ta 152 Survivors
Below is a round-up of known Fw190s still extant, including substantial remains. A list of those produced by FlugWerk will follow in the next edition.
Focke Wulf Fw 190A-3 2219 ‘Black 3’ of 14.(J)/JG5.
Bödo Aviation Museum, Norway.
Focke Wulf Fw 190F-8/R1, ‘White 7’ of I./SG2
NASM, Steven Udvar-Hazy Center, USA
Focke Wulf Fw 190A-3 5467 ‘Yellow 9’ of 3./JG5
Fighter Factory, Virginia, USA.
Focke Wulf Fw 190D-9, ‘<1+~ ‘ of IV./JG51
Museum of the United States Air Force, Ohio, USA.
Focke Wulf Fw 190A-5 1227 ‘White A’ of 4./JG54
Flying Heritage Collection, Seattle, USA.
Focke Wulf Fw 190D-9/R11 210968 ‘Black 8’ of 2./JG26
Luftwaffe Museum, Gatow, Germany.
Focke Wulf Fw 190A-6 550470 ‘White 7’ of I./JG26
Brian O’Farrell, South Florida, Florida, USA.
Focke Wulf Fw 190D-13/R11 836017, ‘Yellow 10’ of Stab I./JG26
Museum of Flight, Seattle, USA.
Focke Wulf Fw 190A-6/R8 550214 of III./NJG11 or 8./JG 11
Museum of Military History, Johannesburg, South Africa.
Ta152H-0/R11 ‘Green 4’of Stab.JG301
NASM Store, Silver Hill MD, USA.
Focke Wulf Fw 190A-7 unknown
Dr Mark Timken, Florida, USA.
Focke Wulf Fw 190D-9 211028 ‘Black 8’ of 14./JG26
Glenn Lacey, England, UK. Rebuild project.
Focke Wulf Fw 190A-8 (NC.900 c/n 62)
Musee de l’Air, Paris, France.
Focke Wulf Fw 190A-3
German collector. Wreck remains
Focke Wulf Fw 190A-8 732183 ‘Blue 4’ of 12./JG5
Fighter Factory, Virginia, USA.
Focke Wulf Fw190A-9/R2, 560024 ‘White 12’ of 1./JG11
Luftfahrthistorische Sammlung, Finow, Germany. Wreck remains.
Focke Wulf Fw 190A-8/R6 733682 of IV./KG200
Imperial War Museum, London, UK.
Focke Wulf Fw 190S-8/U1 584219, ‘Black 38’ of Jagdfliegerschule 103.
RAF Museum, Hendon, UK.
Focke Wulf Fw190 F-8/R1
Tower Trust Co.Trustee, Fort Wayne, IN, USA.
Registered on March 29 2006 as N190ML. Further details unknown.
Focke Wulf Fw 190F-3/R11, ‘Yellow 4’ of 1./S.G.1
Flugplatz Museum Cottbus, Germany. Wreck remains.
Focke Wulf Fw190D-9 ‘White 3’ of 9./JG54
Belgian Aviation History Association (BAHA), Erembodegem, Belgium.
Wreck remains.
Focke Wulf Fw 190F-8, ‘Black 43’ of SG.2
Yugoslav Aeronautical Museum, Belgrade, Yugoslavia.
Focke Wulf Fw 190F-8 931862, ‘White 1’ of 9./JG5
Dr Mark Timken, Florida, USA.
Several other survivors are often listed, but are either parts only or titles (data plates).
These include – wings and undercarriage parts;; - parted out.
Malcolm Laing retains title and parts to several other 190s including 173058

Jo Hunter

via Nicholas Goldfurnon

PPartart 22

FFollowingollowing onon fromfrom ourour lastlast issueissue inin whichwhich tthehe storystory ofof thethe attractiveattractive andand sweet-flsweet-flyingying TTipsyipsy ttwo-seatwo-seat trainerstrainers waswas told,told, inin thisthis is-is- ssueue wewe furnishfurnish tthehe ppromised,romised, iillustratedllustrated llist-ist- iingng ooff tthosehose thatthat havehave ssurvived,urvived, aalonglong wwithith tthehe ttaleale ooff oneone exampleexample thatthat veryvery nnearlyearly ddidn’t!idn’t! OOnlynly twotwo ofof thethe TipsyTipsy BelfairsBelfairs survivesurvive butbut nnineine examplesexamples ofof thethe ‘B’‘B’ andand TTrainerrainer inin ccompleteomplete oror relativelyrelatively completecomplete condition.condition. AAllll ofof thethe TTrainersrainers startedstarted lifelife asas openopen cock-cock- ppitit aircraftaircraft poweredpowered bbyy tthehe 6600 hphp WalterWalter MMikronikron IIII eengine.ngine.

hp hp Walter Walter M Mikron ikron I II I e engine. ngine. Belfair c/n 535

Belfair c/n 535

Constructed during 1947 from Tipsy B com- ponents and fitted with a Walter Mikron II 60 hp engine, ‘535’ was initially registered as OO- TIE, but was sold to the U.K. in an incomplete form, assembly beginning in 1950 by D.Heaton. Not finished until 1957, a first flight was made on

01.08.58; the aircraft registered G-APIE. During the aircraft’s subsequent career it has suffered two force landings, been stripped and has undergone several restorations to varying degrees, the most recent saw it completely recovered in 2004. Cur- rently owned by David Beale of Sutton.

Tony Clarke
Tony Clarke

Trainer I c/n 2

Constructed by Tipsy Aircraft Co. Ltd. this aircraft was registered G-AFJR on 20.08.38. Probably stored during the war, it appeared again, re registered to Tattersall’s Garages Ltd, in September 1949. It was converted to Tipsy Bel- fair standard with a closed cockpit by D. Hea- ton at Sherburn-in-Elmet during 1958, and that same year won the Osram Cup. On 31.08.89 it was traded together with G-AFRV for a Stampe SV.4B with the Musée Royal de l’Armée in Brus- sels and after having some work done by the Sabena Old-timer Foundation it is in the mu- seum workshops and only requires fabric and painting to be completed.

Belfair c/n 536

This aircraft has the same early history as Belfair 535, but had the registration OO-TIF reserved. Upon completion at Sherburn-in-El- met the aircraft was allocated G-APOD and was named ‘the Gremlin’ by its first owner, D.A. Tay- lor. In mid 1990 the Belfair was put into storage because of engine problems and it arrived in Dun- dee, Scotland in early December. Transported to Culloden in October 2001, it is undergoing re- build for Lindsay F. Potts.

Tony Clarke
Tony Clarke
Tony Clarke
Tony Clarke

Trainer I c/n 10

Built in 1939 by Tipsy Aircraft Co. Ltd. and registered G-AFRV, this aircraft flew for the first time on 22.07.39. Leased to General

Aircraft Ltd. at Feltham it suffered an accident at the end of August


and flew again in July 1941. It was placed in storage from May


until September 1947. Going through several owners its flying

career came to an abrupt end when it struck cables on 15.09.79. Stored until sold to Gerrit Titeca who exchanged it and G-AFJR to the Musee Royal de l’Armee for a Stampe SV.4B. Rebuild is cur- rently well underway with the fuselage structure and tail fin being completed whilst the cockpit has had the instrument panel installed. The original wings are badly damaged and will be substituted with a spare brand new unused set, which require some minor work.

Leigh Tony ClarkeRob

Clarke Tony ClarkeTony

Trainer I c/n 11

Built by Tipsy Aircraft Co. Ltd. in 1939 the aircraft was registered G-AFSC to the Airwork Flying Club at Heston on 15.07.39. Thought to have been active during the war with several own- ers it was used by several flying clubs post-war and was stripped and completely restored by Brian Weare during 1986, taking to the air again on 23.09.89. The aircraft suffered two engine failures in the nineties but was repaired and is now owned by David Forshaw at Panshanger, UK.

and is now owned by David Forshaw at Panshanger, UK. Trainer I c/n 12 Built by
and is now owned by David Forshaw at Panshanger, UK. Trainer I c/n 12 Built by

Trainer I c/n 12

Built by Tipsy Aircraft Co. Ltd. during 1939 this Trainer was registered G-AFVN on 15.07.39 to Air Training Ltd at Kidlington. During the war the aircraft was used for communications by Tipsy Aircraft, but was sold back into private ownership in October 1945. Over the intervening years it went through the hands of several people and one Flying Club, suffering one forced landing along the way. The Tipsy is currently owned by David Lingard of Boston, UK.

Trainer I c/n 13

The youngest of the surviving 1939 built aircraft was registered G-AFWT on 01.08.39 to W.R. Trounson at Denham. The aircraft was stored during the war, being re registered in 1951 to West London Aero Services. In 1960 it was converted into a closed cockpit Tipsy by Doug Bi- anchi and thereafter passed through the hands of several owners and is currently owned by Nicholas Parkhouse of Haywards Heath, UK.

currently owned by Nicholas Parkhouse of Haywards Heath, UK. Trainer I c/n 17 Built in 1946
currently owned by Nicholas Parkhouse of Haywards Heath, UK. Trainer I c/n 17 Built in 1946

Trainer I c/n 17

Built in 1946 and registered to the Tipsy Aircraft Company on 24.04.07 as G-AISA. The aircraft was sold to the Cardiff Ultra Light Aeroplane Club and thereafter to the Royal Navy Flying Club Ltd be- fore going through the hands of several private owners, being complete- ly restored by B. Morgan and A.Liddiard in 1979. Sold to Raymond Cuypers of Belgium in 1986 the registration OO-ASA was reserved, but not taken up, as the required C of A could not be obtained. Re- turned to the previous owners it suffered damage when it hit a fence during landing in June 1986. Repaired and sold it was placed in store in 1991. The aircraft is currently owned by Anna Huke of Salisbury.

Trainer I c/n 18

Built in 1946, G-AISB first flew on 15.09.47. After spending three months with the Royal Naval Flying Club at Gosport it was stored until May 1949. Resuming service in September 1950 it was subsequently sold to Russell Wright and transported to Cranfield for restoration in 1964. During July 1982 the aircraft was badly damaged due to vandalism. Rebuilt, the Tipsy was sold to Ray- mond Cuypers of Belgium and registered OO-EOT in late 1989. It was subsequently flown until it made an emergency landing in May 1994. Sold on to Frans and Ronald Supply it was made air- worthy and flew again on 11.05.05. Currently based at Moorsele.

Tony Clarke
Tony Clarke

via willem Ronge

even Vsetecka

Trainer I c/n 19

Another of the 1946 built examples the aircraft was registered G-AISC to Tipsy Aircraft Co. Ltd. in April 1947. It was registered to Fairey Aviation Co. Ltd in July the following year, where it was used by the company’s em- ployees. (See also page 5 for a period photo.) After take over of Fairey Aviation by Westland, the aircraft moved to the West Country and continued to be operated by ex Fairey personnel operat- ing as the ‘Wagtail Flying Company’. The aircraft’s permit to fly expired for the final time in May 1979 and the stripped fuselage was stored until restoration started during 1982 at Henstridge, before a move to Prestwick in 1988. It is now co-owned by David Shepherd and David Balmford.

It is now co-owned by David Shepherd and David Balmford. Tipsy B c/n 504 Constructed during
It is now co-owned by David Shepherd and David Balmford. Tipsy B c/n 504 Constructed during

Tipsy B c/n 504

Constructed during 1937 and fitted with a Walter Mikron 62hp engine and an open cockpit, this machine was registered OO-DOT on 17.11.37 to Ernest Oscar Tips at Gosselies. On 24.11.37 the aircraft was registered to Mr E. Lindahl of Stock- holm as SE-AGP. The Tipsy flew with several owners until 1962 when the final Certificate of Airworthiness expired. In 1968 the aircraft was purchased by the Svedino’s Automobile and Aviation Museum, Sloinge, where it is currently displayed.

Acknowledgments: Nicolas Godfurnon, Willem Rongé (, Vincent Jacobs, Ron Smith and Bjorn Svedfelt.

TThehe SSadad TTaleale ooff TTipsyipsy GG-AFRV-AFRV BByy JJerryerry CChisumhisum
TThehe SSadad TTaleale ooff TTipsyipsy GG-AFRV-AFRV
BByy JJerryerry CChisumhisum

II t was 1974. I was flying a commercial Her- cules based at Manston, England. Lots of flying in my off-time at the Tiger Club at

Redhill. Tiger Moth, Turbulent, Fournier RF-4, Rollason Beta formula one racer, and Aerobatic Stampe. In my travels I encountered a pretty lit- tle open low winger called a Tipsy Trainer. Invited to the farm strip near Cross-in-hand where it was based, I took air-to-airs from the Stampe and learned the Tipsy was for sale. Two friends and myself pooled our money and bought it, basing at Shoreham airfield on the south coast. While cruising along one day, the engine cut out at any throttle setting above idle. Approach-

ing down a valley crosswise and landing uphill on

a cattle track, the aircraft stopped quite quickly

as it crested the hill. I was quite pleased with the

result using very little distance, mindful of no brakes and tailskid steering only. As I exited the

aeroplane a herd of friendly cows came over to see

if this unusual object was food. I waved my arms

and shouted, but the cows were intent on tucking into this possible feast. I jumped back on the wing

as they jostled the wing and tail eager for a taste. I

needed a weapon! The removable control stick, a tiny aluminum tube less than a foot long was my only choice. Waving it in the air got me instant respect. The cows cleared off just as the farmer ar-

via Jerry Chisum
via Jerry Chisum

rived. We found the copper fuel line from the fire- wall to the engine had fractured. The farmer built

a temporary electric fence and took me home for

tea. By the time a friend had arrived it was dark, the fuel line was sleeved with windshield wiper tubing and I went home for the night. Arriving early the next morning, I departed for Shoreham, landing at 0845, (before the field was open at 0900) determined to replace the offending fuel

line with stainless steel. So initiated my criminal record with UK CAA! Closed airfield, unauthor- ized maintenance, no A check, American airline pilot, having too much fun, smiling on duty. Six counts, please leave, kicked out of Tiger Club! One year later, my job reassigned me to Alaska. I was ferrying the Tipsy to Manston to dismantle it to put in an empty Herc to return to the USA. On the way I stopped at the farm strip where it used to be based to let the previous own- er have one last flight. He and his young son took

a joyride in it that was VERY joyful and exuber-

ant. Low passes on the grass strip nearly dragged

a wingtip on the turns. It was curious to me that

they didn’t use seatbelts so I worried that a bit of negative G would toss them out. Low passes with radical pull-ups ensued, then a top speed run at the biggest oak tree in the area, and straight into it! Noises like four empty wine barrels thrown down the stone steps of an Italian Alpine village. Banging, crashing, splintering, echoing, silence.

The sizzling of a broken electric powerline on the ground alerted me to possible fire. I ran to the farmshed for an extinguisher, then ran to the

wreck site. Grievous injuries there may be but the possibility of fire was my worst fear. As I neared the copse of trees into which the Tipsy had flown,

I saw ghostly apparitions staggering out of the

woods. Was this a vision of departing souls on their way to Heaven? Was it possible they sur-

vived and were ambulatory? Mud to their knees, and only a tiny scratch here and there! What a


The Tipsy had snagged an unseen power-

line on its landing gear pulling the nose down

as it decelerated the airplane into the giant oak.

A branch nine inches in diameter snapped like

a twig, but obviously reduced the speed further.

At some point the fuselage slewed sideways, the entire nose, instrument panel and engine were ripped off. This may have left our unstrapped riders the freedom to eject into a cattle-wallow

mudhole, standing! Was this a tragedy, a miracle,

or something we will laugh about in later years?

The loss of the beautiful Tipsy is secondary to en- suring the well-being of the occupants but having confirmed their miraculous escape from injury, I decided I must take pictures so that in the future we can look back with enjoyment at what was

so nearly a tragedy! The decision to take photos

however was not received well by the victims or the distraught wifey. Mindful that the airline Captain may want his incident to remain unre- ported, I determined to protect my brethren…. until NOW. He is long since retired but still ac- tive in antiques and restorations. When I asked

what recompense he had planned, he said “Sue me”, knowing I was to return to Alaska in a few days and would be reticent to conduct a long dis- tant Lawsuit with possible numerous trips to the UK. He wasn’t planning to offer any compensa- tion at all for his destruction of our pride and joy - not even the return of the wreck! Now that very Tipsy is nearing complete

rebuild at the Brussels Museum. Will I be able to claim ownership once it is finished? Will guilt overcome the offending crasher? Is he building a replacement as we speak? Ah, but I have had the pleasure of her lithe lines and purring Wal- ter Mikron spiriting us along at 105 mph, 2800 rpm. The oh-so light control feel and instant re- sponse….these are lasting rewards!

rpm. The oh-so light control feel and instant re- sponse….these are lasting rewards! I SSUE 56
rpm. The oh-so light control feel and instant re- sponse….these are lasting rewards! I SSUE 56
rpm. The oh-so light control feel and instant re- sponse….these are lasting rewards! I SSUE 56

Craig Justo

Craig Justo


ANAKA ʻ ʻ 06 06 - - E END ND O OF F A AN N

Two de Havilland rarites, the DH-83 Fox Moth and the DH-90 Dragonfly, both from the Croydon Avia- tion Heritage collection at Mandeville.

TT he weekend’s weather varied from bright sunshine to heavy overcast, but fortunately no rain

or wind and a record crowd came turned out to see the warbirds in action amid the stunng

scenery at Wanaka. The aircraft displayed ranged from the Camel and Fokker Triplane of the

Great War, three P-40s of World War II, through to the early jet fighters. This year also saw a visit by an Australian F-111 which gave an ear shattering display culminating with the spectacular ‘dump & burn’, all so close to the crowd line compared with any previous display venue. The massed fly-past with the Spitfire pulling up and creating the ‘missing man’ not only reminded the crowds of those who did not return, appropriate in that 2006 is the ‘Year of the Veteran’, but paid tribute so fittingly to the late and great Ray Hanna. It was announced that this year’s air show was the last to be overseen by the Alpine Deer Group, future events now being handed over to a Wanaka based trust to run. It was also announced that the Spitfire Mk.XVIe has been sold to the Temora Aviation Museum in Australia, while other A.F.C. aircraft are also up for sale. This led to speculation that the 2006 show would be the last, but Sir Tim Wallis said it would continue one way or another. Dave McDonald

would be the last, but Sir Tim Wallis said it would continue one way or another.

Craig Justo

From Aviations earliest years, Mikael Carlsson’s Swedish based Bleriot XI (left) and the Sopwith Camel
From Aviations earliest years, Mikael Carlsson’s Swedish
based Bleriot XI (left) and the Sopwith Camel of the Omaka
Fighter Collection (above), both rotary engined!
One of the unique appeals ofthe Wanaka shows has been the pres-
ence of the Polikarpov I-16 monoplanes and I-153 biplane fight-
ers recovered and rebuilt in Russia during the 1990s. As many as
nine have appeared but just three remain now.
Arthur Dovey and his resident Yak-3 feel the heat (above) as the pyro gets wound up while things
happen in threes (left) as the Kittyhawks taxi out for their slot. A veteran airshow participant is the
NZ Warbirds Association Dakota making its final appearance in its D’Day markings.
Brad Hurley
Brad Hurley
Craig Justo
Craig Justo
Brad Hurley



Header: Undoubted stars of the 2006 event were the Air Museums’ P-26A Peashooter, 33- 123,
Header: Undoubted stars of the 2006 event were the Air Museums’ P-26A Peashooter, 33-
123, N3378G and Seversky 2PA/AT-12, 483-38, N55539. Photo Britt Dietz
T his year sees the Planes of Fame Museum celebrate its
50th anniversary and the theme decided upon for the
annual air show was ‘Fighter Command’. Consequently
displays included such British classics as the Sopwith Camel and
the Spitfire, although due to technical problems the Hurricane
stayed grounded. Perhaps the most eagerly anticipated aircraft
was the reappearance in the skies of the Museums’ Boeing P-26A
Peashooter and Seversky 2PA, which are the only flyable examples
of the type - these not having flown since 1983 and 1989 respec-
tively. Some of the more regular participants, the P-51A and P-38
were sporting new colour schemes and were joined in the air by
other famous types spanning the generations.
P-51A-10-NA, 43-6251, N4235Y freshly painted as
an aircraft flown by Deputy Commander Petty of the 1st
Air Commandos, Assam region, India in early 1944.
Bell YP-59A Airacomet, 42-10877 displayed with a mock
up propeller utilized during testing at Muroc during WWII,
to hide the fact it was a jet!
Doug Fisher
Jim Buckel
Britt Dietz
Britt Dietz

The AT-12 Guardsman was a two-seat advanced trainer, destined for Sweden. Swe- den had ordered 52 but received only two prior to an embargo due to the outbreak of war in Europe. The remaining 50 aircraft were appropriated by USAAC.

Jim Buckel
Jim Buckel

Lycoming powered replica Fokker Dr.1 Triplane, N113PC, finished to repre- sent one of the most famous pilots of all - The Red Baron.

Jim Buckel
Jim Buckel

Sopwith F.1 Camel, N8343 is a reproduction owned by Javier Arango. Built in 1980 it is powered by a Warner Scraub engine.

Grumman F3F-2 ‘Flying Barrel’ N20FG is powered by a Wright Cyclone R-1820 and was one of four manufactured by the Texas Airplane Factory utilizing some original parts from crashed examples. Photo Doug Fisher

Evžen Vseteckovi

IILALA 22006006 BBerlinerlin SSchönefeldchönefeld

BByy SStefantefan SchmollSchmoll

ILA 2006 was the very first public appearance of Messerschmitt Me 262, D-IMTT, and the aircraft will no doubt be the star of future European air shows!

T his years Internationale Luft- und Raumfahrtausstellung (International Air&Space Exhibition) took place at Ber-

lin Schönefeld Airport from May 16th – 21st. The star of the exhibition for our purposes was the public debut of the Messerschmitt Me 262 jet fighter. This newly built reproduction is

operated by the EADS Heritage Flight, as is its

stable mate, the Me109G conversion. More than 50 warbirds and classic aircraft from all over Europe took part in this years event, however due to the ever changing weather con- ditions some of the lighter aircraft could not be participate as planned. It wasn’t only the weather that was responsible for some deviations to the programme, with the expected B-17 from France

unable to fly to Berlin because of new insurance regulations and P-51 Mustang loosing its canopy during the ferry flight from the U.K. which pre- cluded any display by that aircraft. Nevertheless there was an abundance of new performers to be enjoyed by the 250,000 strong crowd, including four privately owned Yakovlev fighters based in Southern Germany.

owned Yakovlev fighters based in Southern Germany. Flyable replica of Willy Messerschmitt s fi rst powered

Flyable replica of Willy Messerschmitt s first powered aircraft, the M17.

Messerschmitt Legends - Me 109 and Me 262 of the EADS Heritage Flight. Stefan Schmoll
Messerschmitt Legends - Me 109 and Me 262 of the EADS Heritage Flight.
Stefan Schmoll
Stefan Schmoll
Stefan Schmoll Stefan Schmoll
Stefan Schmoll
Stefan Schmoll

The Stampe team from Nordhorn in north-western Germany dis- played perfect formation flying over Berlin.

Germany dis- played perfect formation flying over Berlin. Lufthansa Junkers Ju 52, D-AQUI, was available for

Lufthansa Junkers Ju 52, D-AQUI, was available for pleasure flights during the week.


compiled by Noel Oxlade

Listing Australian & New Zealand Veteran, Vintage, Classic & Warbird types. January through May, 2006.



20.04.2006, BVT Aviation Pty Ltd, PO Box 408, Romsey, VIC. VH-CWS Douglas DC3C-S1C3G, 9286,

Yakovlev Yak-18T, 22202040114




ex ZK-AMS, VH-PWN, VH-EWF, VH-EWA, VH-EAM, (VH-BAL), VH-CTI, A65-9 (RAAF), 42-23424 (USAAF) 14.03.2006, Classic Wings Pty Ltd, PO Box 2354, Midland, WA. Fouga CM 170 Magister, 526, ex N526FM, 526 (French Air Force) 10.02.2006, Fighter Combat International P/L., PO Box 1052, Canning Bridge, WA. Piper J-3C-65 Cub, 19610 07.04.2006, B. Ross, PO Box 1514, Buderim, QLD. de Havilland DH-82A Tiger Moth, 9270 04.05.2006, J. Harrison, 3 Gowrie Court, Sunbury, VIC.

PO Box 1514, Buderim, QLD. de Havilland DH-82A Tiger Moth, 9270 04.05.2006, J. Harrison, 3 Gowrie
PO Box 1514, Buderim, QLD. de Havilland DH-82A Tiger Moth, 9270 04.05.2006, J. Harrison, 3 Gowrie

VH-NBG Commonwealth Aircraft Corp., CA-7 Wirraway II, 202 ex A20-202 (RAAF) 15.03.2006, M. Grigg, 710 Wilson Street, Ballarat, VIC.


N. Lowther, PO Box 1611, Mackay, QLD. VH-OOZ Nanchang Yak-18, 1332013

Yakovlev Yak-50, 760802, 26.04.2006,


18.04.2006, F. Smit, 252 Aberneth Road, Byford, WA. Piper PA-18-150 Super Cub, 18-8634 05.04.2006, C. Ford, PO Box 1603, Atherton, QLD.

VH-UUV Beechcraft D17-S Staggerwing, 3108, ex N1532M, NC397, 12342 BuAer (US NAVY) 09.02.2006, Sportiva Macchina International P/L, 57-61 Balmain Street, Richmond, VIC.





Piper PA-22-150 Tri Pacer, 22-7388, ex VH-SCM, N3466Z, 01.02.2006, Ace Aviation, 133 South Road, Masterton, NZ. Aero L-29, 094015, 30.05.2006, Coromandel Pharmacy Ltd, PO Box 3, Coromandel, NZ. Yakovlev Yak-52, 833002, ex LY-AQO 19.04.2006, BDH Investments Ltd, PO Box 37137, Christchurch, NZ. Curtiss P-40N-1 Kittyhawk, ex NZ3125 (RNZAF), 42-104687 (USAF) 06.04.2006, Arthur Pipe & Steel Pty Ltd, PO Bax 72719, Papakura, NZ.



Commonwealth Aircraft Corp CA-25 Winjeel, 429, 15.03.2006, Exported to USA as N107PJ. Douglas DC3C-S1C3G, 9286


03.03.2006, Exported to Australia as



Yakovlev Yak-52, 9011005 27.04.2006, Exported Supermarine Spitfire Mk XVI, TB863 26.05.2006, Exported to Australia.


Change of Ownership.

VH-AMW de Havlland DH-82A Tiger Moth, 209 05.05.2006, Shine Air Pty Ltd, 254 Fifth Street, Geraldton, WA.


de Havilland DH-82A Tiger Moth, 799 06.04.2006, RAAF Museum, RAAF Williams, Point Cook, VIC.


de Havilland DH-82A Tiger Moth, 82808/ T329, 06.04.2006, R. St John, PO Box 483, Robe, SA.

VH-COO Cessna 140, 10805, 04.05.2006,


Nanchang CJ-6, 5032018


Swanson, 6 Manuel Close, Hamilton

14.02.2006, Emalec Pty Ltd, PO Box 754, Fyshwick, ACT.


Hill, WA. de Havilland DH-82A Tiger Moth, LES7


Nanchang CJ-6, 4732010, 14.02.2006,

26.05.2006, M. Patchett, 4 Sails Court,

Emalec Pty Ltd, PO Box 754, Fyshwick, ACT.


Twin Waters, QLD. Beechcraft D18-S, A-458, 05.05.2006,


Goodyear FG-1D Corsair, 3205 (32823),

Midwest Aero Medical Services Pty Ltd,

ex G-BXUL, N55JP, NZ5648 (RNZAF), BuAer 88391 (US NAVY) 23.02.2006, Air Tight Trust, PO Box 74-079, Auckland, NZ.


PO Box 7145, Geraldton, WA. North American P-51-D-30NT, 45-11526 31.05.2006, M. Aitchison, PO Box 1095, Fyshwick, ACT.


Pilatus PC-6/B1-H2 Turbo Porter, 653,


Piper J-3L-65, Cub, 5842, 21.02.2006,

ex N101CP, A14-653 (ARMY), HB-FDL


Carpenter, 70 Daniel Drive, Albany

14.03.2006, Mercer Aircraft Leasing Ltd, PO Box 113266, Newmarket, NZ.


Creek, QLD. Auster J/5B Autocar, 2918


Nanchang CJ-6, 3832020

11.05.2006, J. Doughton, 18 Junction

27.03.2006, Classic Aircraft Sales Ltd, PO Box 534, Blenheim, NZ.


Drive, Gowrie Junction, QLD. Auster J1-B Aiglet, 2684, 17.01.2006,

A. Surtees, “Shamrock Valley”, MS 1835, Gatton, QLD. VH-KMM Yakovlev Yak-52, 844014

12.04.2006, P. George, 586 Graham Road, Kyabram, VIC. AESL T6/24, B573, 05.05.2006,


Northern Rivers Aero Club, PO Box 113, Lismore, NSW. VH-MUN Victa Airtourer 100, 77 19.05.2006, J. Forrest, 127 Dalkeith Avenue, Wagga Wagga, NSW. VH-NMD de Havilland DH-82A Tiger Moth, 870 01.03.2006, S. Edwards, PO Box 1238, West Perth, WA. VH-NNM Nanchang CJ-6A, 1432030 10.05.2006, Warbirds Downunder Holdings Pty Ltd, 115 Pearson Street, Sale, VIC. VH-OLD Piper Pa-22, 22-5598, 01.05.2006, P. Maley, PO Box 557, Applecross, WA. VH-POW Yakovlev YAK-52TW, 0412507



16.02.2006, L. Colbert, 48-50 Niire Street, Leichhardt, NSW. Boeing B75N1 Stearman, 75-2599B 07.02.2006, J. Walter, 50 Leon Road, Dalkeith, WA. Yakovlev Yak-52, 855707, 26.05.2006, M. Pracy, 37 Tipperary Drive, Ashtonfield, NSW.

Walter, 50 Leon Road, Dalkeith, WA. Yakovlev Yak-52, 855707, 26.05.2006, M. Pracy, 37 Tipperary Drive, Ashtonfield,

VH-YNO Yakovlev Yak-52, 9111506







11.05.2006, J. Ross, 3 Armstrong Street, Toowoomba, QLD. de Havilland DH-82A Tiger Moth, 3697 01.03.2006, B. W. Donnelly, 46 Drinnan Road, Kaukapakapa, NZ. de Havilland DH-82A Tiger Moth, 83499 08.02.2006, Classic Flights Limited, 12 Tyndall Street, Wanaka, NZ. de Havilland DH-82A Tiger Moth, 83420 01.05.2006, BCO Syndicate, 1199 Tram Road, Rangiora, NZ. Piper PA-22-150 Tri Pacer, 22-3347 09.05.2006, A. A. Johns, Wrekin Road, Blenheim, NZ. Piper PA-18A-150 Super Cub, 18-4359 05.02.2006, A. J. Daumann, Stoney Creek, Balclutha, NZ. Pilatus PC-6/B1-H2 Turbo Porter, 653 01.05.2006, Vertical Descend Adventures (2005) Ltd, PO Box 112366, New Market, NZ.

Pilatus PC-6/B1-H2 Turbo Porter, 653 01.05.2006, Vertical Descend Adventures (2005) Ltd, PO Box 112366, New Market,
Pilatus PC-6/B1-H2 Turbo Porter, 653 01.05.2006, Vertical Descend Adventures (2005) Ltd, PO Box 112366, New Market,
Pilatus PC-6/B1-H2 Turbo Porter, 653 01.05.2006, Vertical Descend Adventures (2005) Ltd, PO Box 112366, New Market,
Pilatus PC-6/B1-H2 Turbo Porter, 653 01.05.2006, Vertical Descend Adventures (2005) Ltd, PO Box 112366, New Market,
Pilatus PC-6/B1-H2 Turbo Porter, 653 01.05.2006, Vertical Descend Adventures (2005) Ltd, PO Box 112366, New Market,

Return to Register


Roberto Yanez

Babaevskiy Igorevich



Ray Jarvis
Ray Jarvis

F rom the workshops of Robert Baslee’s ‘Airdrome Aeroplanes’ in Holden, Missouri, comes this latest recreation, a full-scale aluminium structured

Nieuport 28. Baslee’s company recently came to the attention of the aviation world with the production of four full-scale flyable Nieuport 17 replicas for the

forthcoming motion picture ‘Flyboys’, the build time from start to finish being just 52 days (CW Vol.12 No.2). The Nieuport 28 takes the art to a new level, the geared VW engines of the N.17s being forgotten as the N.28 was given a serious powerplant in the form of the brilliant Australian built Rotec R3600 9-cylinder radial of 150hp. Appropriate in both power output and diameter, Rotec radial engines provide the answer to almost all round engine replacement issues from the rotaries of WW-I to the small radials of the 20’s and 30’s, now so difficult to source and maintain. Proud owner of the first of the Baslee N.28s is Australian pilot Ray Jarvis for whom the Nieuport represents flying at the opposite end of the scale from his day job. Ray advised that the Nieuport took to the air success- fully on the 2nd June and flew pretty much as expected, both designer Robert Baslee and test pilot Harbey Cleveland indicating their satisfac- tion with both handling and performance. More test-flying will take place prior to the aircraft making a number of appearances in the USA, most notably at Oshkosh this July before being shipped to Australia where it will be based at Bendigo, Victoria.


M ost of B-25 Mitchell, 44-30925, G-BWGR, has arrived at the Brussels Air Museum Vis-

senaken store. The center section will follow later this year and restoration will get underway, which will eventually see the aircraft finished as a 139 Wing, 2 TAF machine which operated from Melsbroek, Bel-

gium. The team is still looking for support including tooling and finance.

Nicolas Godfurnon
Nicolas Godfurnon



H eavy winter snow fall proved too much for the Russian Air Force Museums A- 20G, c/n 310052 which suffered a partial undercarriage collapse and has since

been propped up with jacks. Sadly, it also acquired severe anhedral to the horizontal tail damage, which is going to require considerable effort to repair. It was initially rebuilt at Novosibirsk from 1993-95, using some non-standard A-20 components.

from 1993-95, using some non-standard A-20 components. A Polikarpov I-16 flew in Spanish skies for the

A Polikarpov I-16 flew in Spanish skies for the first time in almost 60 years on 29 May from Cuatro Vientos airfield The ex Alpine Fighter Collection aircraft EC-JRK/ CM249 (c/n 2421039) has now moved to nearby Getafe Air Base which will allow a less busy envi- ronment to train the FIO pilots.


Denys Jones
Denys Jones

D .H. Mosquito FB.6 TE758 / NZ2328 was moved into new premises at the Ferrymead Aeronautical Society on April 18. The new workshop has

a public viewing gallery which will give seven day a week access and will hope- fully open by the spring. Meantime parts for the project are still being sought, of most immediate concern are the Merlin coolant header tanks and cockpit instruments (One each of: fuel contents gauge, coolant temp gauge, outside air temp gauge, triple pressure gauge, RPM gauge, boost pressure gauge, oil temp gauge and two feathering buttons). Once completed the Mossie will be fin- ished as HR339, a 487 Sq (RNZAF) combat veteran, which has provided the wings, cowls, undercarriage and internals for the project. If anyone has period photos of HR339 please contact PO Box 25-044, Victoria St, Christchurch. N.Z. - and of course financial help would also be gratefully received!

via HAFM

Via Paul Ressle


Dennis Bergstrom
Dennis Bergstrom
Jim Buckel
Jim Buckel


C anadian Mike Potter’s ‘Vintage Wings’ is continuing to expand with the opening of a

22,740 sq.ft. hangar at Gatineau, north of Otta-

wa. In addition, Harry Whereatt’s Hurricane Mk XII, RCAF 5447 has been acquired. Although close to airworthy, the Hurricane will undergo a complete restoration - a process that is expected to

take around two years. Swordfish Mk.IV, HS554, C-GEVS will also join the collection after pur- chase from Bob Spence.


O n 25 March 2006, a fishing boat hauled up the remains of a Wellington bomber from

the depth of 100m, south of the island of Evia, Greece. Initially the net caught the complete fu- selage, but only part of one of the wings made it to the surface. The wing has already been taken to the HAF Museum where it will be conserved. In

the future the HAF Underwater Operations Team will undertake a search in order to find the rest

of the fuselage with a view to salvage it. The air- craft maybe a 104 Squadron RAF machine (either

Z8510 or Z8436), which went missing on March 1942 following a raid at Elefsis airfield.

missing on March 1942 following a raid at Elefsis airfield. NEW FIGHTER FACTORY FACILITY   O



O n May 29 Jerry Yagen’s new private airport opened with a display commemorating Me-


morial Day. The Virginia Beach facility enables the large collection to be housed and displayed in far less cramped conditions than those previously available at Suffolk. Jerry has emphasized that the facility is not a museum, and is not intended as an exhibit for the public, but the occasional visitor with a serious interest would be welcomed - es- pecially if he’s a veteran who flew one of the old aircraft.

visitor with a serious interest would be welcomed - es- pecially if he’s a veteran who

bought the aircraft and shipped it to Yak wizards

B uilt at Orenburg, Russia as one of the first new-build Yak-3s in the early 1990s, this air-

craft (c/n 0470103) first flew in California and even raced at Reno before sale to South Africa. It changed hands several times there before being badly damaged in a take-off accident. Jerry Yagen

Achim and Elmar Meier who have repaired the aircraft very swiftly, completing it just in time to participate in the Berlin Airshow (see page 50). The aircraft will stay in Germany for a while be- fore being shipped to Virginia beach, USA.

Berlin Airshow (see page 50). The aircraft will stay in Germany for a while be- fore


F or those looking to find the Mystery Aero- plane answer, we do apologise for the non-

so much response to a Mystery Aeroplane teaser (mostly correct too). We’re very sorry to disap- point you but those still scratching your heads over the aircraft have a little bit longer to figure it out.

appearance of that column in this issue. With so many recent developments needing to be covered in this packed issue, we had to drop it until next time which is a shame as we’ve never before had


ADVERTISING INQUIRIES Please email: or telephone: ++64 3 5789609
Please email:
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INQUIRIES Please email: or telephone: ++64 3 5789609 54 C LASSIC W INGS I SSUE
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WANTED: One Tiger Moth rear Windscreen, Centre-sec- tion cross tubes (both). Phone NZ (03) 578 9609 or email

FOR SALE: Two 1942 Ranger V-12 engines model SGV-770. New Old Stock plus one box of N.O.S. tools made by Fairch- ild USA. $15,000 each. New York. Phone USA 516 797 5249 daytime.

FOR SALE/OFFER: Altimeter ‘Tycos’ ex Curtiss JN-4 (Jenny) still working. English Observer’s Compass. O2B Vg condition in carry box dated 15/6/42 Ph Aus (07) 5564 7079. 63 Edin- burgh Rd., Benowa Waters. 4217, Qld. Australia.

FOR SALE: Tiger Moth. Only 360 hours since rebuild. Cur- rently operating joyflights at Caboolture, Qld. Tail wheel,


brakes, radio and intercom. All AD’s done. $68,000. Bill (07)

5499 1699 or e-mail:

FOR SALE: Gipsy Major engines. 10 Mk.2 crankshaft; Fairey Reed propellers; Various P. srs compasses and various Gipsy Ma- jor and Auster parts. Australia Ph: 0419 384 760.

WANTED: BRISTOL LUCIFER - 1920 - 1930’s 3 cylinder radial handbook, parts manual, literature showing internal de-

tails, cam ring drive, magneto drive etc. Photocopies or origi- nals please for model-making purposes. Bill Janes, N.Z. ph (07)

5787 583, e-mail,nz

FOR SALE: APS-4 Radar set for TBM-3E & others. 90% com- plete. US$2,500 Radios for L-4 aircraft etc. Call for more info. Steve Bartkowski, 4923 W 28 ST, Cicero, IL. 60804 or phone US (708) 863 3090.

WANTED: Flexible gun mount for a .30 cal ANM2 aircraft

gun. These were manufactured by Bell, and I believe used on

the T-6 aircraft. Matt Rollender US. 978-239-0448


WANTED: Type 5/17 Compass for Sopwith Snipe project. Ph Aust (03) 9787 7849 Email:

FOR SALE: GREAT GIFT. CATS HAVE ONLY NINE LIVES by Brian Cox. Fifty years of flying experiences in Kittyhawks, Corsairs, Pipers, Cessnas, Beechcraft etc. totalling 21,145 hours. $20 including P+P, or two copies for $35. Comprises 190 A4 pages. Order by phone from NZ (07) 544 0049 or e-mail:

FOR SALE: D.H.89B Dominie 1942, msn 6853, ex-RAF NR777. Complete restoration, registered ZK-SWR, 8 pax configuration, 2 x Gipsy Queen III, overhauled, fixed pitch props. NZ$600,000 plus gst if applicable. Contact Benno Tissi : or ++64 9 817 4534 (05 - 08 GMT)

WANTED: Old aircraft photos. Don’t throw out those old black and white or colour photographs. We are actively working to expand our in-house library and are keen to acquire pho-

tographic collections of all sizes. Please contact Classic Wings magazine at any of the addresses on page 3.

WANTED: P-40 parts plus Allison engine & any mark consid- ered - still looking! Contact Graham Orphan at any of the Clas- sic Wings addresses/numbers on Page 3, or e-mail cwd@cwd.

FOR SALE: New Zealand airline history books by leading avia- tion historians Richard Waugh, Peter Layne and Graeme Mc- Connell. 9 quality titles available all with indepth research and high quality photographs. Visit: <http://www.nzairlineresearch.> for further information and how to order. Or Phone 09 5339400

NANCHANG SYNDICATE SHARE. 1/11th share in long established CJ 6 syndicate based in Nelson. Low fixed and fly- ing costs. Instruction available excellent aircraft. $9000 ono re- luctant sale. Phone Marco de Boer 03 547 6994 email <mailto:>

FOR SALE: DHC-1 Chipmunk, ETR 668, PTR 766, electric start, purchased from RAF 1997. Painted in red/white colours of the AEF. Owner retiring. AU$85,000. Ph (02) 6365 4250 - Int’l phone **61-2-6365 4250. E-mail :

FOR SALE: Auster J-5B restoration project. Best offer. Australia ph: 0419 384 760.

restoration project. Best offer. Australia ph: 0419 384 760. Classified advertising space is available on this

Classified advertising space is available on this page for $20.00 (your currency) per 30 words or part thereof. Payment with your copy please, no invoices will be sent. Cheques and credit cards accepted.


LUSKINTYRE, NSW, AUST. : DH-82 Syndicate Shares - two _ shares are available in a well run syndicate. Based at Luskintyre near Maitland, home of 20 Tigers. $160PM fixed cost plus $80 per hour flown. $18 000 per share. Call Bud 0419 293 187. KAPITI COAST, N.Z.: Putting together a Nanchang syndicate to operate from Paraparau- mu.NEARLY FULL Ev Batchelor (04) 495 3000 x44377; (021) 362 955, Email: evan. Neil Buchanan, (04) 234 7134 (Hm) (021) 439 984 Email: HAWKES BAY, N.Z.: Nanchang syndicate in the making. Contract Graham on (03) 578 9609; (021) 683 954. Email CHRISTCHURCH, N.Z.: Harvard syndicate, share opportunity available. Ph Graham (03) 578 9609; (021) 683 954 Email < NORTH SHORE, AUCKLAND N.Z. Nanchang CJ-6a, 1/6th share available in already

established aircraft with new engine & prop, new paint and fabric. $24,000 per plus month- ly costs of $100. E-mail Phone: 09 473 7676 AUCKLAND N.Z. Warbird shares for sale in Auckland based Harvard and T-28 Trojan aircraft. Please call Frank, 0274-736-324, email MARLBOROUGH N.Z. One only _ share in Yak-7UTi full dual control V-12 fighter- trainer. Restoration in progress, to be operated from historic Omaka Airfield, Marlborough, New Zealand. Phone (0274) 383 891, or e-mail

SNJ/T-6. Share available 1/6. VH-NAG (under restora-


tion). Ph.Aust 07 54941969. email: CABOOLTURE, QLD., AUST. WINJEEL. Share available 1/4. VH-SOB (flying). Ph.Aust 07 54941969. email:

(Awaiting final issuance of A8-20 M3/M5 /E4 approval from the CAA)

RLM has a unique collection of German aircraft which it owns and operates and has become one of the most experienced

companies in this particular field. We have the following For Sale:


Fi156 “Storch”, Fw44 “Stieglitz”, Fw190A, Klemm35D, Me208


Argus AS10C, Hirth 500, Hirth 504, Jumo 211, Jumo 213, Siemens SH14A, BMW 801


Fi156, Klemm35, Bü131, Bü133, Bü181, Me109E & G, Me208, Fw44, Fw190A & D

German original projects and parts are very rare if you want to become one of the “few” then we can provide you with quality projects, parts and service, backed up by experience and a vast quantity of original drawings and technical information that RLM has translated over the years. We are not cheap just fair.

has translated over the years. We are not cheap just fair. For the “Collector” we highly
has translated over the years. We are not cheap just fair. For the “Collector” we highly

For the “Collector” we highly recommend that you keep an eye on our website where RLM will be disposing of hundreds of good quality original items that cannot be used in flying aircraft.

Contact; Glenn Lacey or Liz Baker

+44 (0) 1276 488040


Glenn Lacey or Liz Baker +44 (0) 1276 488040 Horrido! The RLM Collection Honouring the Eagles
Glenn Lacey or Liz Baker +44 (0) 1276 488040 Horrido! The RLM Collection Honouring the Eagles
Glenn Lacey or Liz Baker +44 (0) 1276 488040 Horrido! The RLM Collection Honouring the Eagles

The RLM Collection

Honouring the Eagles

RLM is proud to announce the launch of The RLM Collection, a unique collection of 15 exclusive fine art prints by award winning artist Mark

Postlethwaite GAvA. Specially commissioned by RLM, this rare collection repre- sents aircraft owned and operated by RLM and on display at the DTMB Berlin. Each print portrays a real aircraft and story and the set includes many rare aircraft types, seldom seen in print form.

Individual prints are only £50.00 + vat + p&p each and the collection is a strictly limited edition of 250 + 50 A/Ps.

The first four prints, together with a superb hand-made collec- tor’s case, are available now - with the remaining 11 prints to be published at monthly intervals over the next year. Contact us now for a free colour brochure and to reserve your number in this unique collection!

Tel. Liz Baker on +44 (0) 1276 488040 or go to the Website;

your number in this unique collection! Tel. Liz Baker on +44 (0) 1276 488040 or go