Vol. 13 No.

2006 Issue 56

ALLAN ARTHURS P-40 DEBUTS AT WANAKA

Swamp Ghost Saved

FULL FURY V
US SURVIVORS II
AUST $8.95 (Incl GST) N.Z $8.95 (Incl GST)

BUTCHER BIRD 4
The Final Tally

AVENGER RESTORED!

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. FRONT COVER 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 Lamont at the helm. GMO

INSET 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

THIS PAGE The Piper PA-11 Cub Special was tted with oats for demonstration purposes after the models introduction 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

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Editors letter -

GHOST STORY

The Journal dedicated to Vintage and Warbird Aircraft Worldwide.

Editor: Graham Orphan
Thanks to Photographers/Contributors: Craig Justo Dave McDonald Doug Fisher Jim Buckel Robert Greinert Dennis Bergstrom Gavin Conroy Lee Howard Derek Brown Erik Hokuf Barry Yeardly Doug Anderson Gerry Beck Tony Raftis Peter Arnold Glenn Peck Don Parsons Boris Osyatinskiy Evzen Vseteckovi Jukka O. Kauppinen Peter W. Cohausz Daniel Hunt Cory Hughes Scott Willey Allan Arthur John Kelly Kevin Bailley Mike Walton Tony Clarke Mark Munzel Roger Cain John Kerr Mark Watt Cynrik De Decker Brad Hurley Britt Dietz Stefan Schmoll Noel Oxlade Ray Jarvis Nicolas Godturnon Babaevskiy Igorevich Roberto Yanez Denys Jones Paul Ressle Classic Jets Fighter Museum Mid Atlantic Air Museum Pioneer Aero Restorations
PRE-PRESS/PRINTING Wyatt & Wilson Print Ltd. EDITORIAL/SUBSCRIPTIONS Classic Wings is produced bi-monthly. Web site: www.classicwings.com Email: editor@cwd.co.nz or subs@cwd.co.nz AUSTRALIA 5 Issues: AUD $39.00 10 Issues: AUD $75.00 PO Box 625, Mt Ommaney, Qld 4074 Ph: 07 3376 9449 Fax: 07 3279 0877 NEW ZEALAND 5 Issues: NZD $39.00 10 Issues: NZD $75.00 PO Box 534, Blenheim, N.Z. Ph: (64) 3 578 9609 U.S.A. OFFICE PO Box 1356, Moorpark, CA 93020-1356 USA freefax: 1 877 577 8560 NTH HEMISPHERE 5 Issues: USD $35.00 NZ$55.00 10 Issues: USD $65.00 NZ$100.00 ADVERTISING PO Box 534, Blenheim, N.Z. Ph. (64) 3- 578 9609 Fax. (64) 3-577 6451 Email: advertise@cwd.co.nz

I have been involved at a hands-on level with the recovery, restoration and ying of vintage and warbird aircraft for over 30 years. I hope that I might be qualied 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 greatest 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 single WW-II aircraft in PNG today, the disposition of which has improved since 1974. Alas, many that remained dont exist anymore. Hundreds have been scrapped. They are still being scrapped. I have seen the evidence of this rst hand. When the embargo was put in place it stopped the recovery for sale to enthusiasts, collectors and museums. Sales which were beneting 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 didnt 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 1970s 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 ying again including examples performing at ying 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 dont have to be a rocket surgeon to gure 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, theyre 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 nave, or call it just plain stupid and arrogant but people claiming 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 res etc of the last 30 years all put together. For those today 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

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EDITORS PAGE CONTENTS NEWS SWAMP GHOST SLIPSTREAM SUBSCRIPTIONS ARTHUR P-40 READERS AIRCRAFT TBM AVENGER CALENDAR OF EVENTS
Dennis Bergstrom

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GMO

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26 33 34 38 40 42 46
48 50 51 52

FULL FURY V COUCH FLYING BUTCHER BIRD 4 MYSTERY AEROPLANE

WARBIRDS OVER WANAKA

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42
via Tony Clarke

PLANES OF FAME ILA BERLIN REGISTER REVIEW SNIPPETS

Gavin Conroy

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Craig Justo

Robert Greinert

contents

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contents
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NEWS
NORTHERN HEMISPHERE

SIGNIFICANT

Lee Howard

SEAFIRE FLIES
im Mannas Seare F.XVII SX366 took to the air for its rst post restoration ight from North Weald aireld on May 3rd,

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

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

HURRICANE HITS TEXAS!

urricane MkIIB, N68RW completed ve hours of certication ights from Loveland Airport, Colorado on Sunday May 14, following a 13 year restoration at nearby Fort Collins. The aircraft was thereafter own to DW Hooks Airport, Texas where it will be painted to represent an aircraft own by American volunteer pilot Lance Wade who was killed in January 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.

RON FAGENS P-40 FLIES!

on Fagens P-40K-5, 42-10256, N401WH took to the air for the rst time on 30 May after more than a decade of rebuild with its delighted owner at the controls. One of the rst 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 signicant contribution 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 ying again in the USA, Australia and New Zealand. Ken was involved during the early 1990s in the recovery of several former Red

Air Force P-40 wrecks which were sold to rebuilders 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 Minnesota. 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 ying, Erik wont 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 machine brings to 22 the number of P-40s now ying actively, three of them short-tailed K models, like this one.

Via Erik Hokuf

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Derek Brown. www.bufesbest.com

FIRST FLIGHTS

NEWS
NORTHERN HEMISPHERE

BUCHON FLIES!
n Friday 19th May The Real Aeroplane Companys Hispano HA-1112-M1L Buchn C4K-102, c/n 223, G-BWUE took

NEWS
SOUTHERN HEMISPHERE

to the air after a long restoration, in the hands of the Old Flying Machine Companys (OFMC) Chief Pilot, Nigel Lamb. Nigel assessed the aircrafts handling for around 45 minutes before returning and found surprisingly few adjustments were needed. The ight test schedule has been completed and a permit from the CAA is being

sought. This particular aircraft ew in the Battle of Britain movie as Red 7 and was subsequently stored by Connie Edwards before being sold the OFMC and then to The Real Aeroplane Co. The aircraft carries the markings of ace Werner Schroers Bf-109G-2 of JG.27 when based at Rhodes, Greece. Arthurs P-40N-1 (NZ3125/42-104687) which was successfully test own by John Lamont on 11th April. The aircraft performed as expected and after some shake-down ights 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 ghter displayed at the airshow by John Lamont, Allan returned several weeks later to undergo his type conversion on the P-40 under Johns guidance, culminating in the realisation of his long held dream to y his own Kittyhawk. The aircraft was subsequently own 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. aircraft for the adjacent photograph and for those that appear in the feature article in this issue. CRAIG JUSTO

GMO

LATEST DOWNUNDER P-40 TO FLY

T A

he latest Curtiss Kittyhawk to return to service after rebuild by Garth Hog-

ans Pioneer Aero Restorations Ltd. of Ardmore Airport, Auckland, N.Z., was Australian Allan prehensive job in such a short time frame. The test ying was carried out by Matt Handley of Aerotec, Toowoomba who subsequently positioned the

AVENGER AIRBORNE
ustralias magnicent Gold Coast region 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 Searles newly restored TBM Avenger has been undergoing ight tests. As reported in the last issue, the aircraft has been the subject of a remarkable restoration which has seen the former Forest Products Ltd. rebomber 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-

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Craig Justo

via RAC

NEWS
NORTHERN HEMISPHERE BECKS BABY!

erry Becks new build P-51A, c/n 311, N8082U ew on 7 June with Gerry himself at the controls saying that It is a great ying plane - seems lighter than a D model. It is very fast, the D ying 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 Aviation plans with modications 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 castings 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!

TF-51 FLIES
North American TF-51D-20NA Mustang 44-63865 ew again at Chino, California, on 10th June following seven years of restoration and conversion to full dual control conguration. 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 ew in

a polished natural metal nish 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 ew for 10 years before serving in Nicaragua for a further wight years, returning to the USA in 1963.

BRISFIT AIRBORNE

T
8

he Historic Aircraft Collections Bristol Fighter, D-7889 (G-AANM), became

the worlds third airworthy original example when it ew for the rst time on 25 May, Stuart Goldspink successfully completing two test ights. 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 being 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 yable, and it is hoped to get them in the air together this season.

Peter Arnold

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Tony Raftis

Doug Anderson

NEWS
SOUTHERN HEMISPHERE

P-38 ROLL OUT

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 ight line of around 24 antique and classic aircraft. The highlight was

undoubtedly the rollout of the museums stunning 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 nishing 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 t out. This P-38 force landed on the 20th September 1943 near Madang, PNG and the stripped wreck arrived at CJFM in May 1999.

NEWS
NORTHERN HEMISPHERE

RARE DE HAVILLAND DH-4M SOON TO FLY.

three times the British. Numerous U.S. instigated modications were introduced, not the least of which was the steel-tube fuselage version of which this is one example.

WHILE WACOS COME BACK TO LIFE

ISSUE 56

Don Parsons

wo other rare old biplanes have recently made it back into the air after lengthy rebuilds at Creve Couer. Both are from John Cournoyers Waco-focused collection and were restored by Terry Chastain. The rst 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 nished in yellow with black trim. Readers will recall that Creve Couer was created as a home for vintage aircraft, (several 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 y-in, it can be expected that the picturesque aireld is about to come alive with immaculate old biplanes like these.

CLASSIC WINGS

Glenn Peck

onderful progress is being made on the de Havilland DH-4M being restored at Creve Couer airport near St. Louis, Missouri for owner Al Stix. This aircraft was rebuilt in Georgia over a 20 year period but not own 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 y 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

via CJFM

NEWS
NORTHERN HEMISPHERE

WHIPPING UP A STORM!

Boris Osyatinskiy

he Russian Federation of Aviation Restorers 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 German artillery-mortar positions, the IL-2s of the Assault Aircraft Regiment 658 encountered heavy anti-aircraft re. Flight Commander Lt. Kurochkin ying c/n 4283 noticed 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 re. Kurochkin attempted to put out the ames by gaining height and diving, but realizing this was a vain attempt he aimed the doomed machine at the enemy emplacement ring 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 Czechoslovak 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 aircrafts wartime service has been discovered, damage from an emergency landing still visible. Research has revealed that this was due to ak received in operations around Ostrava on 20th April 1945.

YAK-3 TO NEW MUSEUM

10

Boris Osyatinskiy

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 others, an example of the IL-2 Sturmovik and Messerschmitt 109G, and eventually some yable aircraft as well. The Yak-3 pictured will be restored to original static and will incorporate 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 Russias most successful ghters of the period.

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Even Vseteckovi

Boris Osyatinskiy

NEWS A SOUTHERN HEMISPHERE A

-

SPIT TO TEMORA

s announced at Warbirds over Wanaka, the Temora Aviation Museum has acquired Supermarine Spitre Mk XVI, TB863. The aircrafts restoration was completed in 1988 by The Fighter Collection at Duxford, UK and since then has taken pride of place as the agship of the Alpine Fighter Collection. The Spitre has own in its original 453 (RAAF) Sq. colours since that time, and although 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

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

to displaying both of our Spitres for many years to come.

ANSON Mk.I WELL ADVANCED

A A

fter one of the longest ying careers of any Avro Anson Mk.I in the world, former RAAF example MH120 is heading steadily towards the beginning of its next ying 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 ying well after its wooden winged contemporaries had been grounded. Displayed in semi-retirement at Wangaratta Airworld it was sold through Classic Aircraft Sales Ltd to Bill Reid in 2002 and shipped to New Zealand 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 mammoth 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. Considerable detail work has been carried out on the interior to bring the Anson back to accurate WW-II conguration 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!

GMO

CADETS IN THE NEWS

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GMO

Another downunder Cadet restoration is also in the news as the former Irish t Murwillumbah in northern NSW, Australia, Nick and Greg Air Corps Model 631 Cadet ZK-AVR (one of only three of the model survivChallinor of Mothcair Aviation are nearing the end of the res- ing and the only one ying) heads back to its original owners after purchase toration of another rare Avro product from the 1930s, Darryl Hills from Jim Schmidt by an Irish syndicate. 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 brothers along with their late father Peter had already restored one beautiful 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 identied as relevant. With its Borg Sorenson overhauled A.W. Genet Major radial tted, 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!

Craig Justo

NEWS
NORTHERN HEMISPHERE

WIDOW MOVEMENTS

NEWS
SOUTHERN HEMISPHERE MANDEVILLE BEECH
lower end of New Zealands South Island where the Croydon Aircraft Company have completed

nother signicant rst ight has recently been celebrated at Mandeville at the

Beech D-17S Staggerwing NC16S (c/n 6687) which was successfully test own on 17th May. The aircraft ew 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 Airlines 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 modications designed to allow it to be own 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 1930s design biplane for international touring in the 21st Century!

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Cory Hughes

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MAAM

wo signicant events involving the P-61 happened within days of each other during 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 nacelles with the fuselage, after which the two main and nose landing gears were lowered. The P-61 is now situated in MAAMs display hangar, where visitors can view the aircraft resting unassisted on its own landing gear for the rst time since January 10 1945, when this rare night ghter crashed atop Mt. Cyclops near the old Hollandia aireld 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, Reading, PA 19605 or visit www.maam.org.

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

Scott Willey

NEWS
NORTHERN HEMISPHERE RARE RIPON
he sole surviving Blackburn Ripon biplane was presented to the public on 19 May at the Pijt-Hme Aviation Museum by the Lahti Historical Aviation Guild. Volunteers 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 Finnish Air Force service in 1945. The Finnish Air Force operated 26 Ripons which ew combat missions against Russian forces in both the Winter War and Continuation War, which included bombing, reconnaissance and antisubmarine sorties. This specic machine, RI-

140, is from the II-series built by the State Aircraft Factory in Finland and was delivered to the MeriLentoLaivue 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 ight time. www.lahdenilmasilta.com/museo.html

JUNKERS REPLICA FOR EXHIBITION

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 fuselage 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 construction 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 Westug GmbH, a small private airline which operated several Junkers F 13 from 1924 until 1929 from the local aireld, Bad Oeynhausen. Following the exhibition the Junkers will be on show at the airport of Paderborn-Lippstadt. Only ve original F 13 survive, along with a further two full size replicas.

via Peter W. Cohausz

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via Daniel Hunt

he Hunt brothers have acquired an 18,000 sq ft wartime hangar on Redhill aerodrome, Surrey. This will enable the collection, which includes several Russian recoveries like the P-63 Kingcobra, and Japanese Kate, to be taken out of storage. Later this year the A-20 Havoc (43-21664) wreck recovered in 2003 will go on display together with the tail section from another. Many sections 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 ttings this would give a boost to the overall display. Please e-mail daniel@esag. demon.co.uk or Tel: +44 (0) 1737 243560 or visit www.huntaircraftrecovery.com

HUNTS NEW MUSEUM

Jukka O. Kauppinen

SAVING

ne of the most signicant WW-II aircraft recoveries of recent times took place in May when a largely intact B-17E Flying 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.
A BIT OF HISTORY -by Dave McDonald
B-17E c/n 41-2446 was built at Boeings Seattle factory and delivered to the USAAF on December 6 1941. The aircraft was own to Hawaii on December 17 and later made its way to Australia arriving at Garbutt Aireld 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 unofcially 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 Simpson Harbor at dawn the next morning. Townsville to Rabaul was just over 1,100 miles, meaning the B-17s had insufcient range to return to Garbutt, 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 Eatons aircraft had to

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THE GHOST

some damage from the ghters was able to continue to the north coast of New Guinea. However the evasive maneuvering had used a lot of fuel and meant Eatons aircraft could not make Port Moresby. As they crossed the coast a eld 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 successfully evacuated the aircraft and with assistance of locals and Australian Coast Watchers they arrived 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 pilots, but was otherwise forgotten. It wasnt until 1985 that any serious thought of recovery was rst 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 restoration of several wrecks for the P.N.G National War Museum, but this was eventually rejected. David Tallichet who heads the Military Aircraft Restoration Group has had a long term interest in salvaging 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 ve 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 Hagens Company, Aero Archaeology Limited (AAL) in late 2001. Hagen then approached Australian 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 exploding, but his wasnt the last of the Japanese resistance, with Zero and Claude ghters 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 suffering

Rob Greinert

As Swamp Ghost is best remembered. The pitiful sight of a once proud warrior awaiting its fate at the inevitably harsh hand of mother nature.

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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 recovering Swamp Ghost I declined to be involved but nally agreed on the basis that apart from the lm 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 Restoration 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 supporting the recovery, contribute a 50 strong workforce 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 helicopter is brought in to act as aerial taxi and equipment 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 dont 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 being 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 youre 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 ll 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 ll part of the bag with water, then proceed with the air, the liquid providing the stabilising base after which the air does all the lifting work. Theres 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 accumulated silt and rotted vegetation matter from the fuselage, ensuring minimum weight for the forthcoming helicopter lift. At this stage the team gets its rst 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 aircrafts ability to withstand the environmental pressures of the swamp is at an end.

Rob Greinert

Rob Greinert

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

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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 Alexandria 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 eet of historic

aircraft to rot in the jungles of the South Pacic, propose an act of vandalism equal to the archeological 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, enthusiasts 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! HISTORY IS FULL OF PEOPLE WHO OUT OF FEAR, OR IGNORANCE, OR LUST FOR POWER HAVE DESTROYED KNOWLEDGE OF IMMEASURABLE VALUE WHICH TRULY BELONGS TO US ALL. WE MUST NOT LET IT HAPPEN AGAIN. Carl Sagan. 1988. Cosmos.

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 local village girl had been taken by a crocodile, hence swimming and shing 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 helicopter 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 occurred 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 helicopter 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 Ghosts fuselage rises for its rst ight 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 proposals such as put it back in the swamp through to the rational realization that as a developing nation, 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.

Rob Greinert

The engines, once separated from the rewall and allowed to come to rest on their fronts, give an indication of the depth of the swamp in which the Ghost was resting.

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 rst time in 64 years is a start!

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Rob Greinert

SLIPSTREAM
AFRICAN PROVOSTS
Hello Graham I went digging and found these three pictures that I took in 1960 of Provosts of the Royal Rhodesian Air Force at Lusaka airport, in what was then Northern Rhodesia. There was also a contingent of Vampires there as well but I couldnt get close enough to get any pictures. I also recall a Canberra bomber there but cant recall if it was at the same time. Central African Airways at the time ran several DC-3s and my rst ever ight was in a Vickers Viking, which I only recently discovered 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

BATTLE FACTORY
Hi Graham I bought this 1938 copy of The Sphere magazine on eBay as it was advertised as having an article on Britains 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.

CORBY ANNIVERSARY
Hi Graham, You may or may not be aware that this year is the 40th year since the rst ight of the Corby Starlet. 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 Starlets to show up as possible. If anyone is interested they can check out the SAAA web site www.saaa. com for details of this years event. I am working hard to get my aircraft nished in time to attend also. Hope you nd this of interest to you and the readership. Regards, Frank Deeth

FURY IDENTITY?
With our ongoing series featuring the surviving Sea Fury / Fury aircraft we have received occasional photographs of unidentied airframes, including this one. Taken sometime in the sev-

enties at Blackbushe Aireld, U.K., the serial is unfortunately partially obscured. Close inspection shows ES36..? If anyone has a photo of the aircraft that shows the complete serial we would like to hear from you. Cheers Dave

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via Tony Clarke

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How Sweet It Is ...!

ALLAN ARTHURS SUBERB P-40N-1
t has become almost an unwritten rule that Curtiss P-40s being restored to ying condition in New Zealand will be completed and test own 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 ghters 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 ying. Shouldnt be a problem!
Work on Allan Arthurs Kittyhawk began in Australia soon after the start of the new millennium. Allan brought together components from all around Australia, New Zealand, the USA and Russia, along with the identiable 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. Allans 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 explain, back in 1995 in partnership with another enthusiast, Allan purchased an amazing 21 Hawker Hunter jet ghters from the Singapore government. 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 ying actively in those respective countries. Allan does not look back on the Hunter exercise as his best warbird involvement and nally sold out of the last of the Hunters in 2004. In the interim, he had purchased CAC Winjeel VH-XRA/A85443 in sound yable 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 Allans 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 Brisbane. Eventually however, Allan realized that the aircraft he really wanted was the Kittyhawk and when the opportunity arose to head down that

CW Files

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

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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 assessment 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 Grifths Precision Aerospace Productions workshops at Wangaratta, Victoria where the fuselage got underway in the purpose built assembly xtures at that facility, and at Allans own workshop at Deniliquin, NSW where work commenced on setting up to rebuild the wings. This involved the establishment of all the xtures needed to complete the sub-assemblies and to accurately put them together. 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 comprises ve spars instead of the more common two, producing an exceptionally robust mainplane, but with a much higher rebuild cost due to the additional 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 fuselage and wings neared structural completion and the decision was made to ship the major com-

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pleted components to Garth Hogans 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 ying condition, and what components remained to be sourced to bring this about. Shipping the aircraft to Pioneer Aero Restorations for completion did not let Allan off the hook as far as hands-on involvement was concerned. It was still up to the aircrafts owner to source the many items the aircraft would require for completion. First and foremost among these was an engine. Thankfully, a suitable Allison Winjeel A85-443 proved a faithful friend for over half a decade resplendent in her original V-1710 was located in Melbourne and this was shipped to the USA Forward Air Control colours as seen after Allan delivered her to Caboolture, Qld. in May. 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 contemplated how the nished aircraft would look. Amid the usual considerations 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 Pacic tribute scheme might be in order. There were of course many USAAF Pacic 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 represent a Royal Air Force machine as operated by 112 Sqn. (Desert Air Force) in late 1943 after the unit moved from North Africa The structurally completed fuselage is seen on arrival at the Pioneer Aero Restorations hangars late in 2004.

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to Italy but before their P-40s were replaced by Mustangs. The P-40s of 112 Sqn (which initially were B/C model Tomahawks) have the distinction of being the rst to wear the famous sharks mouth later adopted by the American Volunteer Group or Flying Tigers and subsequently copied by various other P-40 operators. Most of the 112 Sqn P-40s are seen in the history books in their desert camouage schemes as worn during the war in North Africa. During the period in which P-40s

remained on strength after the move through Sicily and into Italy, most continued to wear their desert camouage colours of Dark Earth/MidStone 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 upper 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 Kittyhawk is pretty much stock standard 1942 Curtiss issue. markings. The USAAF paint scheme sounds very dull indeed but with the addition of the more colourful RAF roundels and codes, sharks teeth and yellow leading edges (still to be applied on the restored machine), the result is an interesting, attractive and unique colour scheme for Allans ghter. The original GA-Q had been principally operated by Fg Off Matthew Matthias who ew 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

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Dave McDonald

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Airshow began to appear on the horizon and suddenly 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 y 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 theres 90% left to go. That may be an exaggeration 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. Thankfully, 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 tted. He also advised that the nal systems were being attended 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 Standard unit, not the usual Curtiss Electric as originally tted. 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 condent theyd complete the aircraft on schedule. Initial test-ights on the P-40 were carried out by John Lamont who has test-own 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 ghter 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 Johns subsequently shared the task of displaying the aircraft to the Wanaka crowds. As reported elsewhere in this issue, the Warbirds Over Wanaka 2006 Airshow was a roaring success with an impressive THREE P-40s dominating ghter row. There to enjoy seeing the aircraft 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 certainly a weekend of celebration which was only surpassed a month later when Allan returned to Wanaka to take P-40 tuition from John Lam-

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.

There is no question that airshow visitors always get a major kick out of seeing a newly restored ghter 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 ying of his new steed before he headed back to Australia. In mid-May John Lamont ew the aircraft back to Pioneer Aero Restorations at Ardmore where some nal detailing is taking place before the aircraft is disassembled and shipped to its new home in Albury, southern NSW where its second ying career is set to begin in earnest. Long may she y! Of course, to really sum up what the restoration of this rare ghter represents, it comes back to the owner whose drive and determination brought about its resurrection. Allan writes....

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I am so gratefully indebted to all the people who, over the years, helped make it possible for my P-40 to y. Murray Grifths 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 countless bits and pieces they brought to the project. To Phillip Bell and Mark Jeffries who rebuilt the wings. Believe me, its a lot of work! Thanks guys. To Charles Darby for supplying the initial project and identity, Linton Hayres and his team for nding 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 aps and various items that, when they turned up nished 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 Manager (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 y 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 wasnt 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 aircraft as there is in ying it, and it is true. When I am asked what it is like to y a Kittyhawk for the rst time, I answer that I immediately felt extremely humble and honored that I should have

the opportunity to y such a beautiful machine. It makes the years of toil worthwhile, and I hope that it puts a smile on other peoples faces, the way it did for me when I rst saw John Lamont y it. Thank you John for your expertise and coaching to y my rst real ghter. Again that condent, 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 selsh amount of time to be spent on this project, wondering why I would want to tinker around for days on one part, and for understanding what it is that I love about this obsession. Thank you everybody.

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If you have a vintage, classic or warbird aircraft you would like to tell us about we encourage you to write a few lines and send in some of your fa-

Readers Classics
vourite photos. A few guidelines should be noted before hand. Please make sure photos are sharp and if digital they need to be a minimum of 300 DPI. The editor reserves

the right to edit any text to enhance the reading experience, whilst the word count should be between 50-150 words....over 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 tting 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 WMM......nally getting around to nishing 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 y over the Nullaboor Plain so I am planning to try and co-ordinate an AAAA y-in at the same time. I am not sure I will get the Auster y-in in Oct but would like to attend some of the other y-ins 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, Australia 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 nally able to buy it in 2003. Since then Kevin has effected a ground-up restoration on the aircraft, his comments as follows ..The Stinson has progressed well and is now virtually nished 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. 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 ight 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 Richardson 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 ew it again on Feb 15, 2006..

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DE HAVILLAND DH-84 DRAGON. John Sinclair, Brisbane, Australia John Sinclairs rst restoration project was B.A. Swallow VH-AAB completed at the end of 1979. This was followed by major work on a friends 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, Johns Dragon is a UK built example which last ew as VH-ABK and served with the RAAF during WW-II as A34-4. Working in cooperation with the Challinors 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.

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WARBIRD REBORN!
A TBM METAMORPHOSIS
Story and Photography by Craig Justo
n early 2004, Australian businessman, Steve Searle boarded a ight in Los Angeles with his destination being Sydney. Before boarding the ight, Steve had secured a book titled Flyboys which he intended to read during the thirteen hour ight. Authored by James Bradley, Flyboys is a harrowing account of the frequent attacks by US Navy aviators on the strategically important Japanese communication installations based on the island of Chichi Jima. Indeed, it also recounts some of the disturbing ramications for the aviators who were shot down on those raids. Following his reading of the book, Steve became captivated by the combat engagements of naval aviators during World War Two but through a developing interest and detailed research, he now has a compelling interest in the Pacic Theatre of operations in general. A substantial part of the book refers to the role played by Grumman TBM-1C Avengers and it was this that caught Steves 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 portly non-ghter type would capture anyones imagination as opposed to that of say, the P-51. The TBF/TBM crews nicknamed 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 conict!

Forest Products Ltd

The amazing sight of SIX TBM rebombers airborne together during the 1990s just before Forest Products Ltd. began selling them to restorers.

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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 conict 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 identied the Avenger as a viable proposition for commercial applications and purchased aircraft for their operations! In the case of the Avenger and with few exceptions, these machines invariably ended up being heavily modied for operations as sprayers, dusters and in a later development, re 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 congurations, 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 Bruswick. 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 re bombing operations to its portfolio. Somewhat belated in taking up surplus Avengers for its spraying operations, FPLs rst 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 rst of type in its own right. This was in 1974-75 with twentytwo examples gracing FPLs 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 re 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 FPLs eet of Avengers and in 2004, it began to withdraw and sell off its remaining Avengers (10 of ). The last seven of type were nally withdrawn from FPLs 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 Grummans TBM3E Torpedo Bombers (VH-TBM) courtesy of Randal McFarlanes long term Warbird activities, Steves acquisition of one of the former FPL re bombers has doubled the number of type resident in Australia. Identied as Tanker 21 with FPL, this heavily modied Avenger was registered as C-GFPM and used for re 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

Craig Justo

Craig Justo

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 service has been better documented. In 1963 it was acquired by Central Air Service of Lewiston, Minnesota and registered as N7017C. It remained with Central Air Service until 1972 and then following a fouryear 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 y proposition, 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 Pacic 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 Hudson and Stinson L-5s to name a few), Steves brief was to transform the re-bomber congured aircraft to full TBM-3E specications. And in particular, the machine was to be restored to better than original condition. Headed up by AGCs 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), provided 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-conguration of a modied Avenger to TBM specications 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! AGCs engineering team believed that they were equal to the task and this proved to be the case. In the rst instance, the Avenger was subjected

Forest Products Ltd

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

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The rebuild of Tanker #21 commenced with a total strip-down including every skerrick of paint. Thankfully, 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 re bomber and as such, one could have expected that its exposure to agricultural and re 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 corrosion evident. As with the majority of TBMs that were converted for dusting, spraying and/or aerial tanker operations, the airframe had been subjected to extensive modications, although these were mainly conned 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 associated 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 prole 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 foreign structures, a concerted effort was made to source original hardware. Adopting a hands-on approach to the project, Steve assumed responsibility 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 secured 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, tailhook and military specic avionics and instruments. It must be mentioned here that one very obvious non-standard modication 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 tted to the Grumman S-2 Tracker. With work continuing on fabricating and installing replacement structures, all of the components to be retained in the Avenger were stripped from the airframe, overhauled and then retted, as they became available. Additionally, a signicant amount of work was progressed on the grossly modied hydraulic system. This involved removing 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, re 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 recongured aircraft. And as the primary system was replumbed, additional piping and ancillary components were installed to provide the uid power service to the rams for the wing folding and bomb bay door operating mechanisms. By early August, the wings were ready to be painted, as were the ying control surfaces that had been re-bagged with new fabric. These were transported by road to the nearby suburb of Labrador where David Marshall assumed responsibility 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 tted and then the overhauled instrumentation was reinstalled. The cockpit upgrade also included the tting of new radios.

Craig Justo

Craig Justo

Comparing it with the before image the restored cockpit represents a wonderful example of the restorers art.

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

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Following the completion of the frames that formed the glasshouse structure, these were assembled with new plexiglass panels installed and then the glasshouse was secured in position, ready to accept the ball-turret as the nishing touch. At that stage, Steve prepared for the TBMs ying career in Australia and on September 21, 2005 he secured the Australian civil registration mark, VH-MML. With the arrival of the midupper 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 tted, the fuselage was dispatched for painting in the same booth that was used to paint the wings.

Among the last items tted 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 liveries 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 comprising US Navy Glossy Sea Blue with the attendant markings being applied in Non-Specular White. Contrasting this was the choice of the non-standard Yellow nose ring. Whereas the TBMs as operated 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 noted in April of 1945). Wether these aircraft were attrition replacements delivered from the Grumman factory or transferred from a sister Squadron on board the Bunker Hill or other remains a mystery but the Yellow nose ring is authentic! And whereas the aircrafts individual identity (441)

is cticious, it was Steves preference that it be identied thus! Following the painting of the fuselage, it was returned to AGCs facility where the wings were re-mated to the fuselage which in turn allowed the nal connections of control linkages, piping, wiring etc. to be completed. Prior to painting, the majority of the mechanical components (undercarriage assemblies, cowl aps etc.) were overhauled and every hose (hydraulic, oil and fuel) was replaced. With the aircraft now reassembled, it was given a 100 hourly plus service and this included a full inspection on the Wright R-2600-20 Cyclone engine and its accessories. Although the aircraft was now ready to y, 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 ying, the absence of the bomb-bay doors did! Having failed to nd 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 components. These were eventually delivered in late March, trial tted (perfectly I might add), painted and then retted to the aircraft. In the matter of the missing tail-hook, as Steves second TBM-3E is tted with a tail-hook, when this machine arrives at Coolangatta, it will be replicated and retro tted to MML in due course. It is interesting to note that Steves second TBM has a similar history 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 rst week of April and just on twelve months following the arrival of the aircraft at AGCs facility, a rebirthed Avenger was ready for its rst ight in Australian skies. This was formally celebrated on Thursday April 6 when MML was rolled out of AGCs hangar and the nal checks were completed. Matt Handley (Aerotec Flight Training proprietor and the pilot nomCENTRE-SPREAD OVERLEAF: Inn all her glory, the restored Avenger is positioned over the picturesque southern Queensland coast line by Matt Handley. Photo: 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!

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Craig Justo

Craig Justo

32

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Craig Justo

inated to conduct the rst post restoration ight) stepped through a thorough pre-ight 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 Airports Runway 32, opened the taps and Mike Mike Lima gracefully departed the Runway for a twenty minute proving ight. As you would imagine, Steve and AGCs engineering team were on hand to witness the ight as this was, without doubt, the culmination of a labour of love! The transition of MML from a commercial 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 recongure it to TBM3E specications 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 presentation of this TBM is simply magnicent!

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.

CALENDAR OF EVENTS
SOUTHERN HEMISPHERE July 1-2 Open Cockpit Weekend, Queensland Air Museum Pathnder Drive, Caloundra Airport, Queensland. General museum enquiries (07) 5492 5930 www.qam.com.au Media information David Beazley, Organizing Committee: 0407 672359 15th Annual Festival of Flight, Wattsbridge, QLD. Contact Craig Justo 07 3349 6003 - 0407 740734 craig@aeroaspects.com.au Jamestown Fly in & Air Spectacular, Sth Aust. Contact Merv Robinson 0886641838 , Jim Best 0888422977, email jimbest@jimbestford.com.au www.jamestownairshow.com Wings over Wagga, Wagga Wagga Airport, NSW July 24-30

August 25-27

July 14-16

West Coast Ryan Reunion, Santa Paula Airport (KSZP), USA Breighton Airshow, Breighton Aerodrome, North Yorkshire,UK www.realaero.com Farnborough International 2006 Farnborough, Hants,UK www.farnborough.com EAA AirVenture Oshkosh 2006 Oshkosh, WI, USA www.airventure.org Dayton Air Show Dayton, OH, USA www.usats.org Thunder over Michigan, Willow Run Airport, Belleville, MI, USA www.yankeeairmuseum.org/airshow Spitre Day IWM Duxford, Cambs. UK www.duxford.iwm.org.uk Canada Remembers International Air Show Saskatoon, SK, Canada www.canadaremembersairshow.com Sywell Airshow, Sywell, Northants, UK www.sywellairshow.co.uk

Oct. 14-15

July 15 -16

July 17-23 October 27- 29

NORTHERN HEMISPHERE July 7-9 Geneseo Air Show History of Flight Geneseo, New York,USA www.1941hag.org/index.html The Flying Legends Air Show IWM Duxford, Cambs. UK www.duxford.iwm.org.uk/

July 29-30

July 8-9

August 5-6

August 13

August 19-20

Sept.23-24

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THE FULL FURY V

U.S. SURVIVORS - Part B

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 Aircraft Ltd, Langley on 22 July 1949 this aircraft went to 736 Sq. Culdrose as 293/CWon 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 Bassingbourn 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 Installation Unit, the aircraft was Stuck off Charge on 6 December 1956 after a total of 69.10 ying hours. Sold to Hawkers 1957/58 it was delivered to Dunsfold and ew again on 2 December 1960. The aircraft was delivered to the Deutsche Luftfarht 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, registered G-BCOW and marked 235. Registered to Spencer Flack on 1 February 1977 it ew 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 ew 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.

By Dave McDonald

Dragon of Cymru

34

Tony Clarke

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Mark Munzel

Hawker Sea Fury T Mk.20 VX300 ES.8502, N924G.

Built at Hawker-Siddeley Aircraft Ltd, Langley in 1949 this aircraft rst ew on 5 December 1949. Ready for collection on 28 February 1950 the machine was delivered to RDU Anthorn before 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 ying time of 401.05hrs, the aircraft was sold back to Hawkers in February 1957. 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 Warbirds of the World, San Marcos, TX, the aircraft arrived in the U.S. during September 1974. Initially registered as N62147 the aircraft was sold on to Frank C. Sanders of Sanders Aircraft, Chino, CA and by 1978 it had become N924G Race #88 and marked as Royal Navy 924.

via Tony Clarke

Hawker Sea Fury FB Mk.11 WN480, 37757, 41H656816, N60SF.

First own 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 own 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 Yagens stable in Virginia. Some engine work has been undertaken on the Centaurus and the aircraft currently ies as RCN181, Simply Magnicent

Tony Clarke

Tony Clarke

Simply Magnicent

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35

Hawker Sea Fury FB Mk.11, 37542 WJ293, N39SF.

Built at Kingston-upon-Thames with nal assembly at Langley this aircraft rst ew on 28 May 1952 with Neville Duke, Hawkers Chief Test Pilot, at the controls. Diverted to the Iraqi Air Force it was own 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. Recovered by Jurist / Tallichet it was stored rstly in Orlando and then Nyack with the registration N39SF. Sold to Henry Haigh, Howell, MI in

John Kerr

December 1981 it was rebuilt by Nelson Ezell, Breckenridge TX with a Wright R-3350 engine

and own in 1990 as camouaged 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 nal assembly at Langley, this aircraft was ready for collection on 28 February 1950 and served with the Royal Navy until December 1956. Resold to Hawkers 1957-58 it was trucked back to Dunsfold for open storage. In 1963 the aircraft was modied to target tug conguration 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 remained 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 ew 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, rstly to Stan Musick in December 1994, who named it Sea 28 January 2004 the machine has been registered to Stuart Aviation Inc. of Wilmington, Fuzzy, then John Dilley and subsequently Paul Besterveld. As of DE and now wears the legend Conch Fury.
via Tony Clarke via Tony Clarke

Conch Fury

36

Mark Watt

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Hawker Fury FB.10 N254SF.

Thought to be Iraqi Air Force aircraft 250, this aircraft was rst own on 10 June 1948 as ISS20 and subsequently stored until own to Iraq in late November 1949. Another of the Jurist / Tallichet recoveries which spent time in storage before being purchased by Russ Francis who displayed the aircraft in a blue RAN colour scheme as N21SF. Sold on to Wiley Sanders the Fury suffered 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

Roger Cain

two seater. The rst ight took place in 1996 with the registration N222CH. Hillard wanted the aircraft to be instantly recognised as his and had it painted in Texas colours and named it Lone Star

Sea Fury

Hawker Fury ISS, 87953.

There is conicting information on this particular aircraft. IAF 327 was denitely a T.20 (logbook conrmation), 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 ight 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 airframe. Recovered by Jurist / Tallichet and stored at Orlando and Nyack as N62SF until 2002 when it was sold. Whereabouts unrecorded.

Hawker Sea Fury FB Mk.11, 37522, WJ298, N26SF.

First own 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 Orlando 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 Sea Fury FB Mk.11, 37755, WM484.

Diverted from a Royal Navy contract this aircraft was rst own from Langley on 6 October 1952 and delivered to Iraq via Blackbushe on 21 October 1952 where it became IAF 305. Recovered by Jurist / Tallichet and stored at both Orlando and Nyack as N59SF until purchased by Tom Reilly, Kissimmee FL in February 1988. Reportedly sold by Reilly in the early 90s, whereabouts currently not recorded.

via John Kerr

Hawker Fury ISS22, 37727.

First own on 17 June 1948 as ISS22 the aircraft was believed stored until test own 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 Orlando and Nyack as N48SF until sold. Whereabouts unrecorded.

Hawker Fury ISS, 37726.

First own at Langley on 14 August 1953 this aircraft departed for Iraq via Blackbushe 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.

Hawker Fury ISS11, 87954.

First own on 7 May 1948 as ISS11 the aircraft departed for Iraq on 21 May 1948 where it became IAF 241. Recovered by Jurist / Tallichet to the U.S. the Fury was stored at Orlando and Nyack as N63SF (or N64SF?) until sold. Whereabouts unrecorded.

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via Tony Clarke

Fury. Unfortunately Hillard was killed at Sun & Fun on 16 April 1996 upon landing when the aircraft ipped 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, ying at Reno as Race #21, Sea Fury, N254SF. Currently owned by Joe Thibodeau, Denver CO in 2002, there is some confusion as to the identity of the airframe, which is not unusual for US based Sea Fury/ Furies! Sharp eyed readers will notice that Stu Davidsons aircraft based in South Africa is also identied as c/n 37514. Stu reports that he goes by the number given on the paperwork 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 assume that one of these scenarios is the case here.

37

BOOKS

VIDEOS

REVIEWS

BOOKS

VIDEOS

REVIEWS

BOOKS

VIDEOS

Couch Flying
OKB TUPOLEV: A History of the Design Bureau and its Aircraft by Yem 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: simon@dlsbooks.com
The Tupolev Bureau is the oldest among currently existing Russian aviation companies, tracing its history back to 1922. Since its early days the Tupolev OKB has been at the forefront of innovation 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 worlds rst heavy strategic bomber, paved the way for the long line of large multi-engined aircraft, 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 complete a fascinating work. count that is grounded less on rst-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 Allied myths brought about through incomplete or deliberately misleading accounts. With the correction of many errors in previous accounts and its new graphics the book forces scholars of the battle 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 Pacic War, the book comes highly recommended.

BOMBERS & BOMBING RAIDS 1939-42 The Denitive Series on the Luftwaffe in WW2 DVD 54 mins RRP:$A22.00 Available from Crusader Trading Pty. Ltd. Ph (02) 6239 2332. Fax (02) 6239 2334. Email info@crusaderbooks.com.au Web www.crusaderbooks.com.au
The Luftwaffe bomber force was specically designed for the tactical support for the German 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 operations in Russia that showed the Luftwaffe was sorely in need of long range strategic bombers as well as those of a tactical nature. Dramatic footage tells the story, and apart from one or two exceptions where lm is shown out of context (early Heinkel 111Es used in the Spanish Civil War shown bombing England) is a great watch.

LUFTWAFFE COLOURS: Sea Eagle Vol.1 Luftwaffe Anti-Shipping Units 1939-41 By Chris Goss ISBN- 1903223555 RRP:$A49.95 Available from: DLS Australia Pty. Ltd. 12 Phoenix Court, Braeside, Vic 3195. Ph 03 9587 5044, Fax 03 9587 5088, email: simon@dlsbooks.com
The rst 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 Mediterranean. 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 offensive actions against Allied convoys. Aircraft types employed included the Arado Ar 196 oat plane and the long range Focke Wulf Fw 200 Condors, and all are featured in period photographs - some colour, and proles. 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.

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: 703-661-1547 Email: pbimail@presswarehouse.com
This is a new and denitive 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 primary and secondary sources. The result is an ac-

DAKOTA NEWS The NZ Warbird Dakota Club Membership: NZ$50 per year Contact: E. F. Doherty PO Box 62-507 Auckland 1130, NZ. Ph. 09-3799464. Fax 09-3091536 Email: ydc3@paradise.net.nz
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 own 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

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REVIEWS

BOOKS

VIDEOS

REVIEWS

BOOKS

VIDEOS

REVIEWS

BOOKS

will of course require funds. This nine page newsletter is the voice of the Dakota Club, appearing around ve times per year. It is included in a subscription to the Club (as is a complimentary free ight) and Classic Wings urges the reader to help support this iconic aircraft and keep it where it belongs in the air!

PEGASUS.TV DVD Vol.1 & 2 RRP: Euros 24.9 each Available from: www.pegasus.tv
New to the market, these multi zone DVDs chronicle a broad spectrum of the aerospace industry in a well presented documentary style. Each volume is divided into four separate and diverse subjects ranging from the fascinating story of the Hindenburg to the spectacular high speed ights 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; Hindenburgthe story of the legendary airship; and the Paris Air & Space Museum. Vol.2 features Fire Wars- a day in the life of

re bombers; Doomsday Delta which looks at the Mirage IV; Chino Chronicle- a look at the warbird mecca and Fusion which features the Swiss Air Force in jet ghter heaven. The Pegasus website itself is superb and worth spending some time navigating!

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 Email:seaview@seaviewpress.com.au
This book, being a teenage adventure ction 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 organizations. 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 opportunity to go ying. 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 ight in a restored PBY Catalina is offered, Willy jumps at it. During the ight up to the east coast of Cape York Peninsula he makes a discovery that leads him into mystery and danger and he subsequently nds that there are rivals, false friends and dangerous enemies in the world of aircraft wrecks and vintage aircraft!

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By Dave McDonald

Continuing our Butcher Bird 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 wk.nr. 170393 Luftfahrtmuseum, Laatzen, Hanover, Germany.

This aircraft is a reconstruction containing parts from seven 190 wrecks, including 173889. Original parts include the BMW 801 engine, cowlings, aft fuselage (wk.nr.583985) aps, ailerons, 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

Focke Wulf Fw 190D-9 wk.nr. 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.

MAJOR RELICS & MISCELLANEOUS.

Many museums and individuals have parts of Fw190 which patiently await the time and opportunity to see the light of day, as either a ying 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 nance required to secure a FlugWerk reproduction, the only option is to build one for themselves and two such options will be touched on in the next issue.

Focke Wulf Fw190A-9/R2, wk.nr. 560024 White 12 of 1./JG11 Luftfahrthistorische Sammlung, Finow, Germany.
Built by Arado in early 1945 this aircraft was shot down by Russian ghters on 15 February 1945, pilot Lt.Grapenthin being killed. The wreck was recovered from Lake Schlossee on 12 September 1996 and partly restored, being displayed in a diorama type setting at Finow.

Even Vseteckovi

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Peter Cohausz

Peter Cohausz

BUTCHER BIRD 4

Focke Wulf Fw 190A-3 wk.nr.5467. 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 companys legal difculties in November 1998. Sold to a German collector.

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

wk.nr.210102

Feldwebel Paul Drutschmann was shot down over Waasmunster, Belgium by Polish Spitre pilot 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 Belgian Aviation History Association (BAHA) recovered the engine, tail section, cockpit and landing gear. It has been recently decided that the identity and several parts of White 3 will be used for the unique rebuild of a ying Dora, by BAHAmember Eric Vormezeele. In his workshop, Eric is completing the wings and fuselage of his FlugWerk produced aircraft and has already integrated one landing gear leg and other smaller parts of 210102. Eric will eventually build a highly accurate reproduction of a wartime D-9 that will wear the original colours of Drutschmanns White 3.

The wreck of the recovered aircraft will be moved to the Vormezeele workshop where it will be rebuilt 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 still extant, including substantial remains. A list of those produced by FlugWerk will follow in the next edition.
Focke Wulf Fw 190A-3 wk.nr. 2219 Black 3 of 14.(J)/JG5. Bdo Aviation Museum, Norway. Focke Wulf Fw 190A-3 wk.nr. 5467 Yellow 9 of 3./JG5 Fighter Factory, Virginia, USA. Focke Wulf Fw 190A-5 wk.nr. 1227 White A of 4./JG54 Flying Heritage Collection, Seattle, USA. Focke Wulf Fw 190A-6 wk.nr. 550470 White 7 of I./JG26 Brian OFarrell, South Florida, Florida, USA. Focke Wulf Fw 190A-6/R8 wk.nr. 550214 of III./NJG11 or 8./JG 11 Museum of Military History, Johannesburg, South Africa. Focke Wulf Fw 190A-7 wk.nr. unknown Dr Mark Timken, Florida, USA. Focke Wulf Fw 190A-8 wk.nr.730924 (NC.900 c/n 62) Musee de lAir, Paris, France. Focke Wulf Fw 190A-8 wk.nr. 732183 Blue 4 of 12./JG5 Fighter Factory, Virginia, USA. Focke Wulf Fw 190A-8/R6 wk.nr. 733682 of IV./KG200 Imperial War Museum, London, UK. Focke Wulf Fw 190S-8/U1 wk.nr. 584219, Black 38 of Jagdiegerschule 103. RAF Museum, Hendon, UK. Focke Wulf Fw 190F-3/R11 wk.nr.670071, Yellow 4 of 1./S.G.1 Flugplatz Museum Cottbus, Germany. Wreck remains. Focke Wulf Fw 190F-8 wk.nr.930838, Black 43 of SG.2 Yugoslav Aeronautical Museum, Belgrade, Yugoslavia. Focke Wulf Fw 190F-8 wk.nr. 931862, White 1 of 9./JG5 Dr Mark Timken, Florida, USA. Focke Wulf Fw 190F-8/R1 wk.nr.931884, White 7 of I./SG2 NASM, Steven Udvar-Hazy Center, USA Focke Wulf Fw 190D-9 wk.nr.601088, <1+~ of IV./JG51 Museum of the United States Air Force, Ohio, USA. Focke Wulf Fw 190D-9/R11 wk.nr. 210968 Black 8 of 2./JG26 Luftwaffe Museum, Gatow, Germany. Focke Wulf Fw 190D-13/R11 wk.nr. 836017, Yellow 10 of Stab I./JG26 Museum of Flight, Seattle, USA. Ta152H-0/R11 wk.nr.150010 Green 4of Stab.JG301 NASM Store, Silver Hill MD, USA.

Focke Wulf Fw 190D-9 wk.nr. 211028 Black 8 of 14./JG26 Glenn Lacey, England, UK. Rebuild project. Focke Wulf Fw 190A-3 wk.nr.5467 German collector. Wreck remains Focke Wulf Fw190A-9/R2, wk.nr. 560024 White 12 of 1./JG11 Luftfahrthistorische Sammlung, Finow, Germany. Wreck remains. Focke Wulf Fw190 F-8/R1 wk.nr.583573 Tower Trust Co.Trustee, Fort Wayne, IN, USA. Registered on March 29 2006 as N190ML. Further details unknown. Focke Wulf Fw190D-9 wk.nr.210102 White 3 of 9./JG54 Belgian Aviation History Association (BAHA), Erembodegem, Belgium. Wreck remains.

Miscellaneous:
Several other survivors are often listed, but are either parts only or titles (data plates). These include wk.nr.173889 wings and undercarriage parts; wk.nr.350177-parts; wk.nr.732070 - parted out. Malcolm Laing retains title and parts to several other 190s including 173058

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via Cynrik De Decker

THE TIPSY
2-SEATERS
Part 2
Following on from our last issue in which the story of the attractive and sweet-ying Tipsy two-seat trainers was told, in this issue we furnish the promised, illustrated listing of those that have survived, along with the tale of one example that very nearly didnt! Only two of the Tipsy Belfairs survive but nine examples of the B and Trainer in complete or relatively complete condition. All of the Trainers started life as open cockpit aircraft powered by the 60 hp Walter Mikron II engine.

Belfair c/n 535

Constructed during 1947 from Tipsy B components and tted with a Walter Mikron II 60 hp engine, 535 was initially registered as OOTIE, but was sold to the U.K. in an incomplete form, assembly beginning in 1950 by D.Heaton. Not nished until 1957, a rst ight was made on

01.08.58; the aircraft registered G-APIE. During the aircrafts 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. Currently owned by David Beale of Sutton.

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-Elmet the aircraft was allocated G-APOD and was named the Gremlin by its rst owner, D.A. Taylor. In mid 1990 the Belfair was put into storage because of engine problems and it arrived in Dundee, Scotland in early December. Transported to Culloden in October 2001, it is undergoing rebuild for Lindsay F. Potts.

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 Tattersalls Garages Ltd, in September 1949. It was converted to Tipsy Belfair standard with a closed cockpit by D. Heaton 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 Muse Royal de lArme in Brussels and after having some work done by the Sabena Old-timer Foundation it is in the museum workshops and only requires fabric and painting to be completed.

Tony Clarke

Trainer I c/n 10
Built in 1939 by Tipsy Aircraft Co. Ltd. and registered G-AFRV, this aircraft ew for the rst time on 22.07.39. Leased to General Aircraft Ltd. at Feltham it suffered an accident at the end of August 1939 and ew again in July 1941. It was placed in storage from May 1944 until September 1947. Going through several owners its ying 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 lArmee for a Stampe SV.4B. Rebuild is currently well underway with the fuselage structure and tail n 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.

Tony Clarke

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via Nicholas Goldfurnon

Jo Hunter

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 owners it was used by several ying 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.

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.

Tony Clarke

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 Bianchi and thereafter passed through the hands of several owners and is currently owned by Nicholas Parkhouse of Haywards Heath, UK.

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 before going through the hands of several private owners, being completely 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. Returned 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.

Tony Clarke

Trainer I c/n 18
Built in 1946, G-AISB rst ew 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 Craneld for restoration in 1964. During July 1982 the aircraft was badly damaged due to vandalism. Rebuilt, the Tipsy was sold to Raymond Cuypers of Belgium and registered OO-EOT in late 1989. It was subsequently own until it made an emergency landing in May 1994. Sold on to Frans and Ronald Supply it was made airworthy and ew again on 11.05.05. Currently based at Moorsele.

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Tony Clarke

Rob Leigh

Tony Clarke

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 companys employees. (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 operating as the Wagtail Flying Company. The aircrafts permit to y expired for the nal 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.

Tipsy B c/n 504

Constructed during 1937 and tted 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 Stockholm as SE-AGP. The Tipsy ew with several owners until 1962 when the nal Certicate of Airworthiness expired. In 1968 the aircraft was purchased by the Svedinos Automobile and Aviation Museum, Sloinge, where it is currently displayed.

even Vsetecka

Acknowledgments: Nicolas Godfurnon, Willem Rong (http://www.tipsy-histories.com), Vincent Jacobs, Ron Smith and Bjorn Svedfelt.

The Sad Tale of Tipsy G-AFRV

By Jerry Chisum

t was 1974. I was ying a commercial Hercules based at Manston, England. Lots of ying 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 little 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 aireld 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

rived. We found the copper fuel line from the rewall 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 eld was open at 0900) determined to replace the offending fuel line with stainless steel. So initiated my criminal record with UK CAA! Closed aireld, unauthorized 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 owner have one last ight. He and his young son took a joyride in it that was VERY joyful and exuberant. Low passes on the grass strip nearly dragged a wingtip on the turns. It was curious to me that they didnt 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 re. I ran to the farmshed for an extinguisher, then ran to the

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via willem Ronge

wreck site. Grievous injuries there may be but the possibility of re was my worst fear. As I neared the copse of trees into which the Tipsy had own, 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 survived and were ambulatory? Mud to their knees, and only a tiny scratch here and there! What a miracle! The Tipsy had snagged an unseen powerline 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 ensuring the well-being of the occupants but having conrmed 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 unreported, I determined to protect my brethren. until NOW. He is long since retired but still active 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 distant Lawsuit with possible numerous trips to the UK. He wasnt planning to offer any compensation 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 nished? 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 Walter Mikron spiriting us along at 105 mph, 2800 rpm. The oh-so light control feel and instant response.these are lasting rewards!

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WARBIRDS OVER WANAKA 06 - END OF AN ERA

he weekends 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 ghters. 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 y-past with the Spitre 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 ttingly to the late and great Ray Hanna. It was announced that this years 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 Spitre 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

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

Craig Justo

Craig Justo

Brad Hurley

Craig Justo

From Aviations earliest years, Mikael Carlssons Swedish based Bleriot XI (left) and the Sopwith Camel of the Omaka Fighter Collection (above), both rotary engined!

Craig Justo

One of the unique appeals ofthe Wanaka shows has been the presence of the Polikarpov I-16 monoplanes and I-153 biplane ghters recovered and rebuilt in Russia during the 1990s. As many as nine have appeared but just three remain now.

Brad Hurley

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 nal appearance in its DDay markings.

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Brad Hurley

Craig Justo

47

CHINO A I R S HOW
PLANES OF FAME

Header: Undoubted stars of the 2006 event were the Air Museums P-26A Peashooter, 33123, N3378G and Seversky 2PA/AT-12, 483-38, N55539. Photo Britt Dietz

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 Spitre, 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 yable examples of the type - these not having own since 1983 and 1989 respectively. 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.

Doug Fisher

P-51A-10-NA, 43-6251, N4235Y freshly painted as an aircraft own by Deputy Commander Petty of the 1st Air Commandos, Assam region, India in early 1944.

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Jim Buckel

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!

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

Britt Dietz

Sopwith F.1 Camel, N8343 is a reproduction owned by Javier Arango. Built in 1980 it is powered by a Warner Scraub engine. The AT-12 Guardsman was a two-seat advanced trainer, destined for Sweden. Sweden had ordered 52 but received only two prior to an embargo due to the outbreak of Grumman F3F-2 Flying Barrel N20FG is powered by a Wright Cyclone war in Europe. The remaining 50 aircraft were appropriated by USAAC. R-1820 and was one of four manufactured by the Texas Airplane Factory utilizing some original parts from crashed examples. Photo Doug Fisher

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Jim Buckel

Jim Buckel

ILA 2006 Berlin Schnefeld

By Stefan Schmoll

Even Vseteckovi

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

his years Internationale Luft- und Raumfahrtausstellung (International Air&Space Exhibition) took place at Berlin Schnefeld Airport from May 16th 21st. The star of the exhibition for our purposes was the public debut of the Messerschmitt Me 262 jet ghter. 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 conditions some of the lighter aircraft could not be participate as planned. It wasnt only the weather that was responsible for some deviations to the programme, with the expected B-17 from France

unable to y to Berlin because of new insurance regulations and P-51 Mustang loosing its canopy during the ferry ight from the U.K. which precluded 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 ghters based in Southern Germany.

Stefan Schmoll

Flyable replica of Willy Messerschmitt s rst powered aircraft, the M17. The Stampe team from Nordhorn in north-western Germany displayed perfect formation ying over Berlin.

Stefan Schmoll

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

Stefan Schmoll

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

Stefan Schmoll

REGISTER REFLECTIONS
compiled by Noel Oxlade

Listing Australian & New Zealand Veteran, Vintage, Classic & Warbird types. January through May, 2006.
Additions
VH-BVT Yakovlev Yak-18T, 22202040114 20.04.2006, BVT Aviation Pty Ltd, PO Box 408, Romsey, VIC. VH-CWS Douglas DC3C-S1C3G, 9286, 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. VH-FGA 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. VH-IMR Piper J-3C-65 Cub, 19610 07.04.2006, B. Ross, PO Box 1514, Buderim, QLD. VH-JCF de Havilland DH-82A Tiger Moth, 9270 04.05.2006, J. Harrison, 3 Gowrie Court, Sunbury, VIC. VH-NBG Commonwealth Aircraft Corp., CA-7 Wirraway II, 202 ex A20-202 (RAAF) 15.03.2006, M. Grigg, 710 Wilson Street, Ballarat, VIC. VH-NLY Yakovlev Yak-50, 760802, 26.04.2006, N. Lowther, PO Box 1611, Mackay, QLD. VH-OOZ Nanchang Yak-18, 1332013 18.04.2006, F. Smit, 252 Aberneth Road, Byford, WA. VH-PYK 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. VH-XXJ Nanchang CJ-6, 5032018 14.02.2006, Emalec Pty Ltd, PO Box 754, Fyshwick, ACT. VH-XXK Nanchang CJ-6, 4732010, 14.02.2006, Emalec Pty Ltd, PO Box 754, Fyshwick, ACT. ZK-COR Goodyear FG-1D Corsair, 3205 (32823), ex G-BXUL, N55JP, NZ5648 (RNZAF), BuAer 88391 (US NAVY) 23.02.2006, Air Tight Trust, PO Box 74-079, Auckland, NZ. ZK-JML Pilatus PC-6/B1-H2 Turbo Porter, 653, ex N101CP, A14-653 (ARMY), HB-FDL 14.03.2006, Mercer Aircraft Leasing Ltd, PO Box 113266, Newmarket, NZ. ZK-JQS Nanchang CJ-6, 3832020 27.03.2006, Classic Aircraft Sales Ltd, PO Box 534, Blenheim, NZ. ZK-TDA Piper PA-22-150 Tri Pacer, 22-7388, ex VH-SCM, N3466Z, 01.02.2006, Ace Aviation, 133 South Road, Masterton, NZ. ZK-VAU Aero L-29, 094015, 30.05.2006, Coromandel Pharmacy Ltd, PO Box 3, Coromandel, NZ. ZK-YRA Yakovlev Yak-52, 833002, ex LY-AQO 19.04.2006, BDH Investments Ltd, PO Box 37137, Christchurch, NZ. ZK-ZOC Curtiss P-40N-1 Kittyhawk, ex NZ3125 (RNZAF), 42-104687 (USAF) 06.04.2006, Arthur Pipe & Steel Pty Ltd, PO Bax 72719, Papakura, NZ. A. Surtees, Shamrock Valley, MS 1835, Gatton, QLD. VH-KMM Yakovlev Yak-52, 844014 12.04.2006, P. George, 586 Graham Road, Kyabram, VIC. VH-LVV 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. VH-YDF Boeing B75N1 Stearman, 75-2599B 07.02.2006, J. Walter, 50 Leon Road, Dalkeith, WA. VH-YGC Yakovlev Yak-52, 855707, 26.05.2006, M. Pracy, 37 Tipperary Drive, Ashtoneld, NSW. VH-YNO Yakovlev Yak-52, 9111506 11.05.2006, J. Ross, 3 Armstrong Street, Toowoomba, QLD. ZK-AIA de Havilland DH-82A Tiger Moth, 3697 01.03.2006, B. W. Donnelly, 46 Drinnan Road, Kaukapakapa, NZ. ZK-ALH de Havilland DH-82A Tiger Moth, 83499 08.02.2006, Classic Flights Limited, 12 Tyndall Street, Wanaka, NZ. ZK-BCO de Havilland DH-82A Tiger Moth, 83420 01.05.2006, BCO Syndicate, 1199 Tram Road, Rangiora, NZ. ZK-BLA Piper PA-22-150 Tri Pacer, 22-3347 09.05.2006, A. A. Johns, Wrekin Road, Blenheim, NZ. ZK-BNH Piper PA-18A-150 Super Cub, 18-4359 05.02.2006, A. J. Daumann, Stoney Creek, Balclutha, NZ. ZK-JML Pilatus PC-6/B1-H2 Turbo Porter, 653 01.05.2006, Vertical Descend Adventures (2005) Ltd, PO Box 112366, New Market, NZ.

Deletions.
VH-OPJ Commonwealth Aircraft Corp CA-25 Winjeel, 429, 15.03.2006, Exported to USA as N107PJ. ZK-AMS Douglas DC3C-S1C3G, 9286 03.03.2006, Exported to Australia as VH-CWS. ZK-LAM Yakovlev Yak-52, 9011005 27.04.2006, Exported ZK-XVI Supermarine Spitre 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. VH-AWA de Havilland DH-82A Tiger Moth, 799 06.04.2006, RAAF Museum, RAAF Williams, Point Cook, VIC. VH-BVZ 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, P. Swanson, 6 Manuel Close, Hamilton Hill, WA. VH-EDI de Havilland DH-82A Tiger Moth, LES7 26.05.2006, M. Patchett, 4 Sails Court, Twin Waters, QLD. VH-FID Beechcraft D18-S, A-458, 05.05.2006, Midwest Aero Medical Services Pty Ltd, PO Box 7145, Geraldton, WA. VH-FST North American P-51-D-30NT, 45-11526 31.05.2006, M. Aitchison, PO Box 1095, Fyshwick, ACT. VH-JCP Piper J-3L-65, Cub, 5842, 21.02.2006, B. Carpenter, 70 Daniel Drive, Albany Creek, QLD. VH-KAS Auster J/5B Autocar, 2918 11.05.2006, J. Doughton, 18 Junction Drive, Gowrie Junction, QLD. VH-KBI Auster J1-B Aiglet, 2684, 17.01.2006,

Return to Register
NIL

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SNIPPETS SNIPPETS SNIPPETS SNIPPETS

NIEUPORT 28 TAKES TO THE SKIES
forthcoming motion picture Flyboys, the build time from start to nish 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 20s and 30s, now so difcult to source and maintain. Proud owner of the rst of the Baslee N.28s is Australian pilot Ray Jarvis for whom the Nieuport represents ying at the opposite end of the scale from his day job. Ray advised that the Nieuport took to the air successfully on the 2nd June and ew pretty much as expected, both designer Robert Baslee and test pilot Harbey Cleveland indicating their satisfaction with both handling and performance. More test-ying 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.

Ray Jarvis

rom the workshops of Robert Baslees Airdrome Aeroplanes in Holden, Missouri, comes this latest recreation, a full-scale aluminium structured Nieuport 28. Baslees company recently came to the attention of the aviation world with the production of four full-scale yable Nieuport 17 replicas for the

BELGIAN B-25

ost of B-25 Mitchell, 44-30925, G-BWGR, has arrived at the Brussels Air Museum Vissenaken store. The center section will follow later this year and restoration will get underway, which will eventually see the aircraft nished as a 139 Wing, 2 TAF machine which operated from Melsbroek, Belgium. The team is still looking for support including tooling and nance. http://users.skynet.be/BAMRS/B25/B25-en.htm

MONINO MISHAP
eavy winter snow fall proved too much for the Russian Air Force Museums A20G, 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.

Roberto Yanez

I-16 FLIES IN SPAIN

Polikarpov I-16 ew in Spanish skies for the rst time in almost 60 years on 29 May from Cuatro Vientos aireld 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 environment to train the FIO pilots.
Babaevskiy Igorevich

MOSSIE MOVES

Denys Jones

.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 hopefully 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 nished 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 nancial help would also be gratefully received!

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Nicolas Godfurnon

SNIPPETS SNIPPETS SNIPPETS SNIPPETS

Dennis Bergstrom

POTTERS PROGRESS

anadian Mike Potters 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 Whereatts 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 of the fuselage with a view to salvage it. The aircraft maybe a 104 Squadron RAF machine (either

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

WELLINGTON WRECK
n 25 March 2006, a shing 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 fuselage, 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 nd the rest

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

n May 29 Jerry Yagens new private airport opened with a display commemorating Memorial 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 - especially if hes a veteran who ew one of the old aircraft.

WELL TRAVELLED YAK-3 FLIES AGAIN IN GERMANY

uilt at Orenburg, Russia as one of the rst new-build Yak-3s in the early 1990s, this aircraft (c/n 0470103) rst ew 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

bought the aircraft and shipped it to Yak wizards 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 before being shipped to Virginia beach, USA.

MYSTERY AEROPLANE MYSTERY

or those looking to nd the Mystery Aeroplane answer, we do apologise for the nonappearance 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 weve never before had

so much response to a Mystery Aeroplane teaser (mostly correct too). Were very sorry to disappoint you but those still scratching your heads over the aircraft have a little bit longer to gure it out.

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Via Paul Ressle

via HAFM

NEW FIGHTER FACTORY FACILITY

Jim Buckel

YOUR INDISPENSIBLE RESTORATION & MAINTENANCE PROVIDERS

ADVERTISING INQUIRIES
Please email:

advertise@cwd.co.nz
or telephone:

++64 3 5789609

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YOUR INDISPENSIBLE RESTORATION & MAINTENANCE PROVIDERS

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55

*
cwd@cwd.co.nz

CLASSIC MARKETPLACE
FOR SALE: APS-4 Radar set for TBM-3E & others. 90% complete. 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: One Tiger Moth rear Windscreen, Centre-section cross tubes (both). Phone NZ (03) 578 9609 or email

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 considered - still looking! Contact Graham Orphan at any of the Classic Wings addresses/numbers on Page 3, or e-mail cwd@cwd. co.nz FOR SALE: New Zealand airline history books by leading aviation historians Richard Waugh, Peter Layne and Graeme McConnell. 9 quality titles available all with indepth research and high quality photographs. Visit: <http://www.nzairlineresearch. co.nz>www.nzairlineresearch.co.nz 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 xed and ying costs. Instruction available excellent aircraft. $9000 ono reluctant sale. Phone Marco de Boer 03 547 6994 email <mailto: hhdeboer@ihug.co.nz>hhdeboer@ihug.co.nz

FOR SALE: Two 1942 Ranger V-12 engines model SGV-770. New Old Stock plus one box of N.O.S. tools made by Fairchild 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 Observers Compass. O2B Vg condition in carry box dated 15/6/42 Ph Aus (07) 5564 7079. 63 Edinburgh Rd., Benowa Waters. 4217, Qld. Australia. FOR SALE: GREAT GIFT. CATS HAVE ONLY NINE LIVES FOR SALE: Tiger Moth. Only 360 hours since rebuild. Currently operating joyights at Caboolture, Qld. Tail wheel, brakes, radio and intercom. OLD S All ADs done. $68,000. Bill (07) 5499 1699 or e-mail: caboolturewarbirds@bigpond.com FOR SALE: Gipsy Major engines. 10 Mk.2 crankshaft; Fairey Reed propellers; Various P. srs compasses and various Gipsy Major and Auster parts. Australia Ph: 0419 384 760. WANTED: BRISTOL LUCIFER - 1920 - 1930s 3 cylinder radial handbook, parts manual, literature showing internal details, cam ring drive, magneto drive etc. Photocopies or originals please for model-making purposes. Bill Janes, N.Z. ph (07) 5787 583, e-mail sunbeam@free.net,nz WANTED: Old aircraft photos. Dont 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 phoFOR SALE: D.H.89B Dominie 1942, msn 6853, ex-RAF NR777. Complete restoration, registered ZK-SWR, 8 pax conguration, 2 x Gipsy Queen III, overhauled, xed pitch props. NZ$600,000 plus gst if applicable. Contact Benno Tissi : tissi@ihug.co.nz or ++64 9 817 4534 (05 - 08 GMT) by Brian Cox. Fifty years of ying 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: bryanBcox@in2net.co.nz WANTED: Type 5/17 Compass for Sopwith Snipe project. Ph Aust (03) 9787 7849 Email: nick_caudwell@hotmail.com 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 mrollender@yahoo.com Ph. US. 978-239-0448

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 Intl phone **61-2-6365 4250. E-mail : j2ellis@bigpond.com FOR SALE: Auster J-5B restoration project. Best offer. Australia ph: 0419 384 760.

Classied 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.

SYNDICATE HOTLINE
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 xed cost plus $80 per hour own. $18 000 per share. Call Bud 0419 293 187. KAPITI COAST, N.Z.: Putting together a Nanchang syndicate to operate from Paraparaumu.NEARLY FULL Ev Batchelor (04) 495 3000 x44377; (021) 362 955, Email: evan. batchelor@ontrack.govt.nz Neil Buchanan, (04) 234 7134 (Hm) (021) 439 984 Email: nbuchanan@xtra.co.nz HAWKES BAY, N.Z.: Nanchang syndicate in the making. Contract Graham on (03) 578 9609; (021) 683 954. Email cwd@cwd.co.nz CHRISTCHURCH, N.Z.: Harvard syndicate, share opportunity available. Ph Graham (03) 578 9609; (021) 683 954 Email <cwd@cwd.co.nz 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 monthly costs of $100. E-mail gfrew@attglobal.net 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 frankly@xtra.co.nz MARLBOROUGH N.Z. One only _ share in Yak-7UTi full dual control V-12 ghtertrainer. Restoration in progress, to be operated from historic Omaka Aireld, Marlborough, New Zealand. Phone (0274) 383 891, or e-mail steve.petersen@xtra.co.nz CABOOLTURE, QLD., AUST. SNJ/T-6. Share available 1/6. VH-NAG (under restoration). Ph.Aust 07 54941969. email: eaglepoint@iprimus.com.au CABOOLTURE, QLD., AUST. WINJEEL. Share available 1/4. VH-SOB (ying). Ph.Aust 07 54941969. email: eaglepoint@iprimus.com.au

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(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: AIRCRAFT PROJECTS

Fi156 Storch, Fw44 Stieglitz, Fw190A, Klemm35D, Me208

AIRCRAFT ENGINES & SPARES

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

AIRFRAME PARTS AND INSTRUMENTS

Fi156, Klemm35, B131, B133, B181, 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. 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

Horrido!

The RLM Collection

Honouring the Eagles
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 represents 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 collectors 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;

RLM

www.rlmaviation.co.uk