Gerald Yage n at the cont rols of
Welcome to our visitors and participants
the Fokker D -VII
young men were lifting over the trenches of Europe in primitive wood and fabric aeroplanes with the dawn of aerial combat.
of the Biplanes and Triplanes World War One Air Show and Fly-In. With the Centennial Celebration of The Great War just around the corner in two years, this weekend gives us all an opportunity to experience a time when the United States was united with its allies for a common cause. Not long after the Wright Brothers flew the first airplane over the sand dunes of nearby Kitty Hawk, North Carolina,
Our thanks go out to the many re-enactors,
musicians, supporters, volunteers, and everyone else who helped to make this weekend a success. We hope you have as much enjoyment experiencing our air show as we have had preparing it.
www.VBairshow.com ÂŤ www.MilitaryAviationMuseum.org ÂŤ (757) 761-7767 1
Friday, OCTOBER 3, 2014 The poster art for this years’ Biplanes & Triplanes air show is entitled Early Bird at Langley. It was painted by North Carolina artist Russell Smith. The piece shows a Curtiss JN-4D Jenny on approach to the Langley Field in Hampton, Virginia, circa 1917. Now Joint Base Langley-Eustice Base, Langley Field was established in 1916 as a proving ground for the National Advisory Council on Aeronautics (later to become NASA). The Jenny was one of the first aircraft assigned to Langley. It is perhaps the most famous US-designed aircraft of the World War One era, yet it never saw combat overseas. Instead the Jenny was used for training in the US and Canada. This is the fourth year Russell Smith’s art has graced the posters and programs of Biplanes & Triplanes. Copies of Early Bird at Langley are available for purchase in the gift shop. Russell will also have a collection of his artwork on display in the hangar. See more of his work at:
Re-enactors set up their living history encampments and visiting warplanes arrive Visit the Fighter Factory where we maintain and restore these magnificent airplanes. Mid-Atlantic WWI Radio Control Flights*
saturday, OCTOBER 4, 2014 9:00am 9:00am 10:00am 12:00pm 1:00pm 2:00pm 3:00pm 4:30pm 6:00pm 9:00pm
Gates Open for All Mid-Atlantic WWI Radio Control Flights Live Musical Entertainment Commences Aircraft Flight Operations Begin Mid-Atlantic WWI Radio Control Flights Aircraft Flight Operations Continue Mid-Atlantic WWI Radio Control Flights Steak Dinner (advance ticket required) Roaring 20’s Dance with Big Band Taps-Conclusion of dance*
SUNday, OCTOBER 5, 2014 9:00am 10:00am 12:00pm 1:00pm 2:00pm 3:00pm 5:00pm
Mid-Atlantic WWI Radio Control Flights Continuous Live Entertainment Begins Aircraft Flight Operations Begin Mid-Atlantic WWI Radio Control Flights Aircraft Flight Operations Continue Mid-Atlantic WWI Radio Control Flights Completion of weekend events*
www.RussellSmithArt.com
*Time and events are always subject to change due to weather and mechanical conditions and advance printing of this program. 2
BlÉriot XI (1909) The Blériot XI, a light monoplane, was originally
and British squadrons flew various versions of the aircraft.
constructed of oak and poplar with cloth-covered flying surfaces. It was built by the French company Morane-Saulnier and made its debut at the Paris Air Show in December 1908. The plane made history in July 1909, when it crossed the English Channel from Calais to Dover in just over 35 minutes. The Blériot was first used by French and Italian forces in 1910, and early in The Great War, French, Italian
The Military Aviation Museum’s Blériot XI was acquired in 2008 from a collector in Spain, where it was built as new construction by a team of aviation enthusiasts. In August of this year, the team at the Fighter Factory installed an original overhauled 1910 Anzani engine in the Bleriot.
Specifications Manufacturer: Morane-Saulnier Role: Trainer, Bomber Wing Span: 25 feet, 7 inches Height: 8 feet, 10 inches Length: 25 feet Engine: 35 hp Anzani 3-Cylinder Maximum Speed: 47 mph Armament: Light Bombs Years of Operation: 1909-1911
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Wright Brothers EX Flyer “Vin Fiz” (1911) In 1911, Cal Rogers took a short flying lesson from Orville Wright and was the first private citizen to buy a Wright airplane, the Model EX. That September, he flew the first transcontinental flight from New York to Pasadena attempting to win a $50,000 prize offered by publisher William Randolph Hearst to the first aviator to fly coast to coast. After
Rogers completed the cross-country flight, Hearst called the Wright EX biplane “Vin Fiz” after the popular grape soda of the time. The Military Aviation Museum’s Wright Brothers’ aircraft is a single seat replica of Cal Rogers’ 1911 Vin Fiz. This same model was on display at the 2003 Centennial Celebration of the Wright Brothers 100th anniversary of flight in Kitty Hawk, North Carolina.
Specifications Manufacturer: Wright Company Wing Span: 31 feet, 6 inches Height: 7 feet, 4 inches Length: 21 feet, 5 inches Engine: 35 hpWright Aero 4-Cylinder Maximum Speed: 51 mph
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AVRO 504K (1913) The AVRO 504 was built before the start of
mph, and the aircraft set a British altitude record of 15,000 feet in February 1914. During the war, the aircraft was flown by the British. Following the war, it remained in service as a trainer for the British and other military forces, and many were sold for civilian use. The Military Aviation Museum has an AVRO 504K built by Pur Sang of Argentina on static display hung in the Army Air Corps hangar.
World War One by the British company, A.V. Roe and Company. The aircraft was originally designed in 1912 and introduced to the public during the second Aerial Derby in September 1913. It was instantly identifiable by the skid between its wheels, which was designed to prevent the aircraft from tipping forward and destroying its propeller, if it landed with its tail too high. Early 504s had a clocked speed of 80.9
Specifications Manufacturer: Role: Wing Span: Height: Length: Engine: Maximum Speed: Armament: Primary users:
av roe & company, ltd. trainer, fighter, bomber 36 feet 10 feet, 5 inches 29 feet, 5 inches 80 hp gnome or LeRhône 90 mph One machine gun, 80 lb bombs British Forces
PO Box 219, Weyers Cave, VA 24486 • 1-800-828-6835 • www.Avotek.com
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Ely-Curtiss Pusher (1911) The Curtiss Manufacturing Company built its
that, the Curtiss Company sold two airplanes to the Navy. In 1911, the D-III model was introduced featuring a second set of elevators in the rear. The museum’s example of a Curtiss Pusher is the only flying replica of a 1911 Pusher. It was built in New Market, Virginia and was acquired by the Military Aviation Museum in 2012.
first airplane in 1909 for the Aeronautical Society of New York. It was a pusher design with front elevators. The Curtiss Pusher was the first aircraft to take off from a US Naval ship in Hampton Roads, Virginia when Eugene Ely flew from the USS Birmingham on November 14, 1910. After
Specifications Manufacturer: Wing Span: Length: Engine: Maximum Speed:
Curtiss Aeroplane Company 38 feet, 3 inches 29 feet, 3 inches Curtiss E-4, 40 hp 50 mph
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Sopwith Pup (1916) The Sopwith Pup, officially named the Sopwith Scout, was a single-seat British fighter. It picked up its nickname “Pup” because it looked like a smaller version of the Sopwith 1½ Strutter. The aircraft was introduced in 1916 as the Fokker Scourge was beginning, and it played a major role in the Allies’ success against the Germans. The Pup’s easy flying characteristics and good
maneuverability made it perfect for aircraft carrier deck landing and takeoff testing. It was the first aircraft to successfully land on a moving ship on August 2, 1917. The Military Aviation Museum owns a ¾-scale reproduction of a Sopwith Pup. It hangs in the entryway to the main building as if in the top of a loop.
Specifications
Manufacturer: Sopwith Aviation Company Role: Fighter Wing Span: 26 feet, 6 inches Height: 9 feet, 5 inches Length: 19 feet, 3 inches Engine: 80 hp LeRhône or 100 hp Gnome Monosoupape Maximum Speed: 112 mph Armament: One Machine Gun, Four 25lb Bombs Years of Operation: 1916-1917 Primary Users: British Forces
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As World War One raged on and aircraft quickly evolved, new ground equipment was needed to support the growing air forces. During this early period of aviation, aircraft engines had to be turned by hand to start them, and the larger and more powerful the engine, the more difficult and dangerous this was to do.
to the center of the plane’s propeller with a claw similar to a toothed ratchet on the Model T hand crank. Even though they saved a lot of energy and proved to be quite efficient and improved safety, they were somewhat cumbersome to use and required at least two people to operate. The vehicles were called Hucks Trucks, and they were built on both car chassis and TT truck chassis on into the 1930s.
In 1917, an RAF captain named Bentfield Hucks designed a machine to crank the engines using the power of a Model T Ford. A long, elevated driveshaft was mounted on the chassis and turned by power transferred through a PTO and chain drive system. The driveshaft extended beyond the front of the Model T and connected
The Military Aviation Museum’s Hucks Starter Truck is a 1919 TT Ford chassis. It was built using a period-correct Muncie auxiliary transmission with built-in PTO. 8
Sopwith 1½ Strutter (1916)
Specifications
Manufacturer: Sopwith Aviation Company Role: Fighter, Bomber, Observation Wing Span: 33 feet, 6 inches Height: 10 feet, 3 inches Length: 25 feet, 3 inches Engine: 130 hp Clerget 9B Maximum Speed: 100 mph Armament: Two Machine Guns, Up to 130 lb Bombs Years of Operation: 1916-1917 Primary Users: British and French Forces
The Sopwith 1½ Strutter was the first two-seat British fighter, and the first British aircraft with a synchronized machine gun. It was originally named the Sopwith LCT (Land Clerget Tractor), but its unique strut formation led to the 1 ½ Strutter name. The upper wings were attached to the fuselage by a pair of short (half) struts and a second pair of longer struts. When seen from the
front, the struts formed a “W”. Test flights of the aircraft began in January 1916, and a month later, they were reaching the front. The 1½ Strutter was well-suited for lengthy patrolling missions because of its long range. However, the aircraft’s construction did not hold up to the demands of continuous wartime service, and it was not very effective in a dogfight. The 1½ Strutter was used in the roles of trainer, fighter, bomber, and reconnaissance aircraft. It was also one of the first aircraft used as a carrier-type plane. It was flown from cross-shaped platforms mounted atop a ship’s gun turrets. The platforms were originally designed by the British, and the US Navy began experimenting with the design in 1919. By summer 1919, they were mounted aboard US battleships New York, Texas, Nevada, Oklahoma, Pennsylvania, Arizona, New Mexico, Mississippi and Idaho. One Sopwith 1½ Strutter and one Nieuport 28 were assigned to each battleship. By 1922, the design of a compressed air catapult made the turret mounted fly-off platform obsolete. The Military Aviation Museum obtained its Sopwith 1½ Strutter in September 2010. This particular aircraft was used in the 2006 movie Flyboys, which tells the story of American pilots flying with the French Lafayette Escadrille in 1916. 9
The ROTARY ENGINE During the time of the Great War, aircraft were powered by rotary engines. This internalcombustion engine usually had an odd number of cylinders (usually 7 or 9) configured around the crankshaft. And instead of the crankshaft rotating, the entire engine rotated around the shaft. The crankshaft was affixed to the airframe with the propeller bolted to the front of the crankcase.
engines had definite positives, they had limited power output which became an ever-increasing problem as people demanded more and more of the aircraft they were building. The rotating engine also caused stability and control challenges with some aircraft. Left turns were difficult and slow as pilots turned against the rotating engine, and right turns happened quickly and caused the nose to drop.
These engines proved successful for several reasons. First, rotary engines ran quite smoothly without reciprocating parts and the large mass of the cylinders driving the engine. Second, the engine had an excellent power-to-weight ratio as it needed no flywheel to smooth out power impulses. Finally, the rotating engine block created its own airflow improving engine cooling.
Some of the more popular rotary engines used during World War One were from companies like Gnome and Le Rhone (French), Clerget (French) and Oberursel (German). Today’s radial engines that power the museum’s World War One-era aircraft look very similar to these early rotary engines. They also feature an odd number of cylinders circling a central crankshaft; however, they have a rotating crankshaft in a fixed engine block.
However, not long after the war, these engines were phased out for radial engines. While the
Sopwith 1½ Strutter (1916)
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Nieuport XI (1916) The Nieuport XI model was built in 1916 and used by the British and French forces to combat the German Fokker. It was used on the Western Front through 1916 and in Italy through mid1917. This plane was light, fast, and very maneuverable, and pilots gave it the nickname Bébé (Baby). Despite its speed and maneuverability,
it could not carry dual machine guns, making it more challenging when facing a Fokker. Still, the Nieuport IX is credited as one of the aircraft instrumental in ending the Fokker Scourge in 1916. The Military Aviation Museum obtained its Nieuport XI replica aircraft in July 2010, from an enthusiast who handcrafted it in Dayton, Ohio.
Specifications Manufacturer: Nieuport Role: Fighter Wing Span: 24 feet, 9 inches Height: 7 feet, 10½ inches Length: 19 feet Engine: 80 hp Gnome or LeRhône Maximum Speed: 97 mph Armament: One Machine Gun Years of Operation:1916-1917 Primary Users: French, British, Belgian, Russian & Italian Forces
Nieuport 17 (1916) The
Nieuport Company introduced the Nieuport 17 model to improve upon many of the inadequacies of the Model XI. It was originally equipped with a more powerful 110hp Le Rhone 9J engine, and later versions used the 130hp engine. While it was very maneuverable and had an excellent rate of climb, the sesquiplane design of a narrow lower wing (literally “one-and-a-half wings”) was weak and could break apart in sustained dives. By March 1916, the Nieuport 17 was on the Front with both
French and British forces and was superior to any British fighter at that time. Its superiority was short lived, and by early 1917, it was outclassed by the German fighters, and new models of the Nieuport and SPAD were equipping Allied forces. The Military Aviation Museum acquired its Nieuport 17 in 2012. It was built in Norfolk by US Navy Commander Robert Garcia and has a Rotec 2800 engine.
Specifications Manufacturer: Nieuport Role: Fighter Wing Span: 26 feet, 9 inches Height: 7 feet, 10 inches Length: 19 feet Engine: 110 hp Le Rhone 9Ja Maximum Speed: 110 mph Armament: One Machine Gun Years of Operation: 1916-1917 Primary Users: French, British
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Nieuport 23 (1917)
The Nieuport 23 biplane was introduced in 1917
5 Escadrille de Chasse, “The Comets”. Thieffry was shot down in February 1918 and spent the remainder of the war in a German POW camp.
to address structural weaknesses in the Nieuport 17. It was powered with a lighter version of the Le Rhône 9J engine, which provided improved power-to-weight ratio. However, other modifications were not as successful, and the Nieuport 23 experienced a high number of accidents caused by shedding its wings mid-flight.
Phil Arbie of Warren, Ohio, owns the other Nieuport 23. Phil and Rick worked together to build this 7/8 scale in just 18 months, finishing it in the summer of 2010. This Nieuport features the markings of Francesco Baracca, Italy’s top fighter ace. The prancing stallion emblem was a tribute to Baracca’s former cavalry regiment. He was killed in action in June 1918, and his mother later gave his stallion emblem to Enzo Ferrari to become the official symbol of Ferrari automobiles.
There are two Nieuport 23 aircraft on display at Biplanes and Triplanes this year. Both are visiting us for the third year from Ohio. Rick Bennett of Thompson, Ohio, owns N4027B, built in 2002. His Nieuport 23 is painted with the markings of Edmund Thieffry, a Belgian pilot who flew with
Specifications Manufacturer: Role: Wing Span: Height: Length: Engine: Maximum Speed: Armament: Years of Operation: Primary Users:
Nieuport Fighter 26 feet, 11 inches 7 feet, 11 inches 21 feet 120 hp Le Rhône 9Jb 105 mph One Machine Gun 1917 French, British, Belgium, Russian & Italian Forces
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S.P.AD. S.XIII (1917) The SPAD S.XIII was one of the most famous French fighter planes during The Great War. Nearly 8,500 SPAD S.XIIIs were produced during the war–more than any other aircraft. Its main asset was excellent climbing performance and speed, which were superior to its British and German counterparts. The aircraft’s rounded fuselage and high aspect ratio wings made it aerodynamically sound. The United States began using the SPAD as its primary fighter
after the Nieuport 28 proved unsuitable, and nearly half of the 893 purchased were still in service in 1920. The SPAD owned by the Military Aviation Museum is a reduced-scale plane powered by a small Rotex engine. It was built in Ohio in 2004, and its markings represent the plane flown by Maj. Charles Biddle, of Pennsylvania, who flew with the Lafayette Flying Corps and Escadrille 73 in France.
Specifications
Manufacturer: Société Pour L’Aviation et ses Dérivés Role: Fighter Wing Span: 27 feet, 1 inch Height: 8 feet, 6 inches Length: 20 feet, 6 inches Engine: 220 hp Hispano-Suiza 8Be Maximum Speed: 135 mph Armament: two Machine Guns Years of Operation: 1917-1919 Primary Users: French, British and American Forces
Albatros D.Va (1917) The Albatros fighter was first used by the
Germans in 1917 and remained in service through the end of the war. The aircraft featured an aerodynamically-shaped elliptical fuselage constructed of fabric-covered plywood. The aircraft suffered from structural problems with the lower wing, and eventually additional
wing bracing was added. Despite the additional modifications, pilots complained that the Albatros was difficult to maneuver and heavy on the controls. The Military Aviation Museum’s full-scale replica Albatros D.Va was built in 1978 and obtained by the museum in 2013 from a museum in the United Kingdom.
Specifications
Manufacturer: Albatros-Flugzeugwerke Role: Fighter Wing Span: 29 feet, 8 inches Height: 8 feet, 10 inches Length: 24 feet Engine: 180 hp Mercedes Maximum Speed: 116 mph Armament: Two Machine Guns Years of Operation: 1917-1918 Primary Users: German Forces 13
Fokker DR.1 (1917)
guns or by Canadian pilot Arthur “Roy” Brown. The museum acquired this DR-1 in 2010 from a gentleman in Massachusetts.
The Fokker DR.1triplane was developed in April 1917 to combat the British Sopwith. It featured a cantilever wing design with unbalanced ailerons and elevators, and a hollow box-spar construction to make the wings both lightweight and strong. In October 1917 after six months of flight, two aircraft broke apart mid-flight killing the pilots. All of the aircraft were pulled from operations until modified wings could be installed in December. After that, failures occasionally occurred with the upper wing, but it was believed that this was a result of poor production quality rather than design flaw. Fokker DR.1 - Red: The museum’s red Fokker DR-1 is intended to replicate the markings of Manfred von Richthofen, the legendary Red Baron. From 1916 to1918, von Richthofen was credited with 80 air combat victories, more than any other pilot. Von Richtofen became commander of the Jagdgescgwader 1 fighter unit in 1917. The unit used the bright red color so they were easily identifiable during dogfights, earning it the nickname The Flying Circus. On April 21, 1918, von Richtofen was killed in action, and over 90 years later, people are still debating if he was shot down by anti-aircraft 14
Fokker DR.1 - Red & White: This particular aircraft is painted to mimic the DR-1 flown by Lt. August Raben, the commander of Jasta 18 squad. The squad was nicknamed the Raven Jasta, and pilots featured ravens on their aircraft. Lt. Raben’s Fokker was one of the few to survive World War One being taken by the French following the war. However, no original Fokker DR-1s exist today. The museum acquired this red and white Fokker in September 2009. It was originally built for Paul Poberezny, the founder of the Experimental Aircraft Association (EAA), which holds the annual Oshkosh air show. Fokker DR-1 - Yellow: The yellow and brown markings of this Fokker DR-1 mirror those of Lt. Rudolf Klimke of Jasta 27. People often refer to this as a yellow and brown design, but the Jasta’s aircraft were probably painted solid yellow. The fuselage had a darker, brown appearance because of its original olive color beneath. This Fokker was built in 1989 in Maryland and joined the museum’s collection in June 2009 with its first flight in August 2010 following more than a year of restoration work. When purchased, the Fokker was red and brown, but the museum chose to replicate the colorings of Klimke’s aircraft. Klimke and Jasta 27 were depicted in the 2010 Biplanes air show poster artwork.
Fokker DR.1 (1917) Specifications Manufacturer: Fokker Flugzeugwerke Role: Fighter Wing Span: Top: 23 feet 7 inches Mid: 20 feet 5 inches Lower: 18 feet 9 inches Height: 9 feet, 8 inches Length: 18 feet, 11 inches Engine: 110 hp Oberursel or LeRh么ne Maximum Speed: 115 mph Armament: Two Machine Guns Years of Operation: 1917-1918 Primary Users: German Forces
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Fokker D.VI (1918)
During
Specifications
the middle of 1917, the principal German fighters, the Albatros D.III and D.V, lost their superiority in the skies over the Western Front, as Sopwith Camels and S.E.5as dominated the air. At this time, the German Air Command (Idflieg) called all manufacturers to take part in the Fighter Competition planned for January 1918.
Manufacturer: Fokker Flugzeugwerke Role: Fighter Wing Span: 25 Feet, 1 Inch Height: 8 Feet, 4 Inches Length: 20 Feet, 6 Inches Engine: 110 hp Oberursel Max Speed: 123 MPH Armament: 2 Machine Guns Years of Operation: 1918 Primary Users: German Forces
Fokker Flugzeugwerke, led by the Anthony Fokker, had a strong reputation among pilots because the Fokker Dr.I had become a legend of the air. When the competition started in Adlershof on January 20, 1918, Fokker Flugzeugwerke proposed eight prototypes. Many of them were very ambitious, but all German manufacturers at this time had a common problem: the lack of a powerful engine. All the new designs were based on older engine designs, like the air-cooled 9 cycle 120-hp Oberursel Ur.II, which was the only readily available German rotary engine, or the inline Mercedes D.IIIa. During the competition, none of the all-new designs achieved the desired results, but Fokker’s V.13 design showed some promise and was declared a winner, and Fokker received an initial contract for 120 aircraft with the official designation Fokker D.VI. The first production aircraft was accepted on April 26, 1918, and by August, sixty aircraft had been produced. Pilots comparing the D.VI with the Dr.I triplane, reporting superior visibility, light and sensitive controls, perfect maneuverability, but strong wing vibration in a turn. The
take-off was short and plane itself was easy to land with some tendency to bounce. Overall, it was an extremely easy plane to fly, and it performed quite well. However, the D.VI was hampered by the low power of the Oberursel Ur.II engine, and the lack of castor oil and the poor quality of “Voltol,” as a lubricant, severely reduced engine life and reliability. The D.VI was supposed to be a stop-gap development. The contract for the remainder of the D.VI aircraft was cancelled when the Fokker D.VII entered service. The Fokker D.VI was overshadowed by the more successful Fokker Dr.I, Fokker D.VII and Fokker D.VIII. With only 60 built, it might seem to have vanished in an ocean of fighters, but the D.VI played its own small role in the sky battles of the Great War.
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The museum acquired its Fokker D.VI in 2012 from Heritage Aircraft in Pennsylvania. It was built in 1996 by legendary builder Walt Redfern.
Nelson Eskey Virginia Beach, VA Nelson Eskey, a Norfolk, Virginia native, grew up watching the seaplanes and fighters take off from Naval Station Norfolk, and took his first flight at age 15 in a Navy R5D. He began flying professionally in 1964 and flew for Piedmont Aviation, US Airways, and COPA Airlines. He has nearly 19,500 hours flight time.
John Glen Fuentes Centreville, VA John Glen Fuentes, originally from Chicago, Illinois, has been flying for over 30 years and is a Check Pilot for a major airline. For the past 20 years, he has spent much of his spare time flying vintage World War II aircraft like you see at the Military Aviation Museum.
John “Pappy” Mazza Chesterfield County, VA John “Pappy” Mazza has been flying his entire life; as a matter of fact he took his first plane ride at the age of 1 month. On his 16th birthday, he soloed and went on to get his commercial license, single engine land, multi engine land and instrument rating. Today, Pappy has over 4,500 hours in over 40 different aircraft.
Robert R. “Boom” Powell Virginia Beach, VA Robert “Boom” Powell loves aviation and will try anything. He flew A-4B Skyhawks for the Navy in Vietnam and also served as an instructor pilot in the same aircraft. As a civilian, Boom hauled freight around the world for Pan Am and Atlas Air.
Kevin Sinibaldi Virginia Beach, VA Kevin Sinibaldi was raised in the northeast US and was commissioned in the US Navy in 1984, where he completed flight training and became a designated naval aviator in 1986. In 1995, he opened a parachute drop zone in Chesapeake, and began flying for Southwest Airlines.
Mike Spalding Ahoskie, NC Mike Spalding is a Corporate Pilot in Norfolk and a Warbird Demonstration Pilot with over 13,000 hours flight time. He has flown more than 150 different types of aircraft, with many of them being their first flights. Mike became the Chief Pilot for the museum in January 2011.
Jerry Yagen Virginia Beach, VA For over forty years, Jerry Yagen has flown as a general aviation pilot in his own business and for personal enjoyment. The first true fighter that he flew was the Navy Corsair acquired by the museum in 1998. His greatest interests lie in helping the museum locate rare aircraft overseas in far-away remote locations.
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Fokker D.VII (1918)
Specifications Manufacturer: Fokker Flugzeugwerke Role: Fighter Wing Span: 29 feet, 3 inch Height: 9 feet, 2 inches Length: 22 feet, 9 inches Engine: 180 hp Mercedes D.IIIa Maximum Speed: 116 mph Armament: Two Machine Guns Years of Operation: 1918 Primary Users: German Forces
The
Fokker Flugzeugwerke company began experimenting with a V-series biplane in 19 16 featuring cantilever wings. In January 1918, pilots from the front were invited to participate in a competition to test and evaluate the new fighters. Following their evaluations, the VII was modified to improve handling by elongating the rear fuselage and adding a triangular fixed vertical fin in front of the rudder. After that, von Richthofen, the Red Baron, declared VII the best in the competition, and it was sent into production. As it began reaching the frontlines in the autumn of 1918, this biplane quickly proved to be a formidable aircraft.
aircraft experienced widespread use for many years by the victors. The United States claimed many of the D.VIIs still in flying condition and used them for training. As the original Mercedes engines wore out, the Americans replaced them with Hall-Scott motors. The museum has two examples of D.VII airplanes in its collection, both painted in a lozenge camouflage pattern. This paint scheme was commonly used by the Germans from 19171918. The lozenge design traditionally consists of polygons in four or five colors. The Germans felt the patterns made it more difficult to distinguish the plane’s silhouette when in flight. The first D.VII the museum acquired was solid red, but after expensive restoration work in 20132014, it now sports a lozenge paint scheme with a dark green nose. This aircraft last flew in 1975 at the Oshkosh Air Show in Wisconsin. The restoration work consisted of entirely new fabric coverings on the wings and engine work. The second D.VII was acquired in 2011, and it features a yellow nose and the lozenge camouflage.
After the war, Germany was required to surrender all D.VIIs to the Allies, and surviving
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2014 events.
Albatros D.Va
FOKKER C.I
S.P.AD. S.XIII
FOKKER DR.1
Halberstadt CL.IV
AVRO 504K
SOPWITH PUP
Nieuport XI
FOKKER DR.1
FOKKER D.VI
Blériot XI
FOKKER D.VII
Sopwith 1½ Strutter
CURTISS JENNY
Curtiss MODEL D
Wright Bros. EX FlYER “Vin Fiz”
FOKKER D.VII
FOKKER D.VIII
FOKKER DR.1
Nieuport 17
The beautiful aircraft of the Military Aviation Museum
Glenn R. Carwell, MD, ATP
Board Certified, Plastic Reconstructive & Hand Surgery 992 First Colonial Road, Virginia Beach, Virginia 23454 www.coastalplasticsurgery.com (757) 481-7788
See Santa arrive in a Biplane and take pictures among the vintage planes!
Friday, November 29 & Saturday, November 30 at 11am See the hangar overrun with Trains & Planes Friday, Saturday and Sunday. Children 12 and under get in free all weekend!
MAM PROPERTY
In August, the Military Aviation Museum began reconstruction of the Goxhill Aerodrome Control Tower. While not a World War One-era building, you will see the work happening as you walk around the World War One hangar this weekend, so we wanted to tell you about the project.
of P-51 Mustangs and Lockheed P-38 Lightnings, was based here. In January 1945, the base was transferred back to the RAF and used for training and maintenance until it was deactivated in 1953. The actual control tower acquired by the museum is similar to other airfield buildings hastily built during the war. The two-story building was constructed of brick with a runway balcony and small rooftop tower. The tower was dismantled and its bricks were shipped to Virginia, where they were cleaned and inspected. When construction is finished and the tower is opened to the public, it will be fitted with authentic RAF furnishings and equipment from World War Two. It is expected to be open to the public in 2015.
This tower was part of the Goxhill airfield when it opened in June 1941 as the No. 1 (Bomber Command) base. Between 1941 and 1945, the airfield was used by various bomber, towed target flight and fighter groups. From August 1942 until March 1945, the USAAF Eighth Air Force used the airfield as a fighter operational training base. The 52nd Fighter Group, along with others, was given theatre indoctrination at this base. In December 1943, the 496th Fighter Training Group, comprised 23
Fokker D.VIII (1918) Specifications Manufacturer: Fokker Flugzeugwerke Role: Fighter Wing Span: 27 Feet, 4 Inchs Height: 8 Feet, 6 Inches Length: 19 Feet, 3 Inches Engine: 110 hp Oberursel Max Speed: 127 MPH Armament: 2 Machine Guns Years of Operation: 1918 Primary Users: German Forces
The last German fighter plane designed and
E.V for a bit, with two E.Vs reported on patrol on August 22nd; the last Seefrosta E.V flight was reported on August 27. The failures were traced to faulty workmanship by a subcontractor; the wing was a sound design.
flown in the Great War was the Fokker E.V / D.VIII. In early 1918, Fokker produced several rotary-powered monoplane prototypes. Of these, Fokker submitted the V.26 and V.28, small parasol-winged monoplanes with steel-tube fuselages. The V.26 was placed into production as the Fokker E.V. It was a high wing monoplane, instead of the more common biplanes. Four hundred were ordered immediately, with either the UR.III or Goe.III. engines-neither engine was available in large quantities-but in the end, all production examples mounted the UR.II.
New wings with strengthened spars were carefully tested, and the type, now designated the Fokker D.VIII, was produced. The first D.VIII was accepted on October 8, 1918. To quote Peter Grosz (an engineer and authority on German aircraft from the Great War): “By November 11 [1918], 80 D.VIII fighters had been accepted, but to date no concrete proof has been found that the D.VIII (or E.V fitted with replacement wings) saw combat in the last weeks of the war. In fact most of the 85 parasol fighters listed in the October 31 front-line complement consisted of the E.V version stored at Armee Flug Parks awaiting replacement wings.” It’s a complete myth that a “Fokker D.VIII shot down 3 French Spads” on November 6, 1918–or any other date, for that matter. In spite of rumors like the myth that a Fokker D.VIII scored the last German victory of the war, there’s no evidence that the D.VIII ever fired its guns in anger in the Great War, or was sufficiently tested in a combat environment.
The first examples of the Fokker E.V were sent to the front in late July 1918; Jasta 6 of JG I received aircraft on August 5, 1918. On August 16, 1918, Ltn. Emil Rolff of Jasta 6 achieved the first (and possibly only) confirmed combat success of the Fokker E.V when he downed a Camel. Three days later, Rolff was killed, when the wing of his E.V failed in flight, crashing at Bernes. In JG I, “The Fokker Parasol was banned by Geschwader Order” that same day. On August 19, Ltn Ernst Riedel of Jasta 19 was stunting in a Fokker E.V 107/18, when its wing failed, and he crashed fatally. There were more wing failures with some of the early E.V models, killing several pilots. The type was grounded until a complete investigation could be made. In the Seefront Staffel, they continued to fly the
The Military Aviation Museum was built in 2008 by an enthusiast in Colorado. It was acquired in later 2012 and arrived at the museum in 2013. 24
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Curtiss JN-4D Jenny (1918)
The
Jenny was completed in about 50 hours over the course of six to eight weeks. It had a maximum speed of around 75 mph, and cruised about 10 mph less, with a landing speed of about 40 mph. It had relatively sluggish handling characteristics, with a virtually non-existent rate of climb.
Jenny was manufactured by the Curtiss Aeroplane and Motor Corporation in Hammondsport, New York. The Jenny began as a combination of two aircraft: the model J, designed by the British engineer, B. Douglas Thomas, under contract to Glenn Curtiss; and the model N, which was a similar design under parallel development. Both were developed as twoseat tractor aircraft, powered by the new Curtiss OX-5 engine. With the best features of the J and N models combined, the American Army began ordering the first JNs (JN-2s) in December 1914.
Between 1917 and 1919 the JN-4 experienced a number of significant aviation “firsts”. A series of tests conducted at the US Army’s Langley Field Hampton, Virginia, in July and August 1917, modified JN-4s were part of the world’s first plane-to-plane and ground-to-plane communications by radiotelephony using Western Electric Company’s (Bell Labs) experimental wind generator powered airborne wireless voice transmitter and receiver equipment. In May 1918, it carried the first US Air Mail. And in 1919, a United States Marine Corps (USMC) JN-4 was credited with what is believed to be the first aircraft to successfully execute a dive bombing attack during the US occupation of Haiti.
By the time the United States had entered the Great War (1914 – 1918) in April 1917, the Jenny had reached the JN-4D model, and the US Army Signal Corps began ordering large quantities of JN-4s. Wartime demand totally overwhelmed Curtiss’ production capacity. Along with the Canadian production, six other American companies were contracted to share the load: Fowler Airplane Corporation, Liberty Iron Works, Springfield Aircraft Corporation, St. Louis Aircraft Corporation, U.S. Aircraft Corporation and Howell & Lesser. The US Navy acquired 134 Jennies during the war and additional aircraft after the war; most of the Navy’s were transferred from the Army.
The aircraft became more famous after the Great War, being used as a barnstormer and mail carrier. Jennies, along with a host of associated after-market parts and services, flooded a lucrative civil market. Contrary to popular belief, the era of cheap war-surplus aircraft did not begin right after World War One. The Army and Navy did not put their surplus aircraft on the open market immediately. Prices dropped only slightly in the
The plane was intended to be a trainer aircraft, and in this role, the JN-4D is said to have performed well. A whole generation of Americans learned to fly on Jennies. Flight instruction in the 26
Curtiss JN-4D Jenny (1918) mid-1920s, following a large scale dumping effort by firms disposing of British war surplus. Charles Lindbergh’s first aircraft was a Jenny bought in 1923 for $500.
was completed on May 8, 1918 and delivered to the U.S. Army Signal Corps as s/n 34135, where it was attached to Eberts Field, Lonoke, Arkansas. It was sold into the civilian market and had a series of owners until it was obtained by the museum in 2011 from the Arkansas Aviation Historical Society. It was then sent to Argentina for restoration work and arrived at the Military Aviation Museum this spring.
The Military Aviation Museum’s Curtiss JN-4D Jenny was built at St Louis Aircraft Company in St Louis, Missouri. The St. Louis Aircraft Company was given a contract for 450 JN-4Ds in 1917. The museum’s aircraft was the 360th aircraft built. It
Specifications Manufacturer: Curtiss Aeroplane Company Role: Trainer Wing Span: 43 Feet, 7 3/4 Inch Height: 9 Feet, 10 1/2 Inches Length: 27 Feet, 4 Inches Engine: 90 hp Curtiss OX-5 Max Speed: 75 MPH Years of Operation: 1917-1919 Primary Users: American Forces
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Fokker C.I (1918)
Specifications Manufacturer: Role: Wing Span: Height: Length: Engine: Maximum Speed: Armament: Primary Users:
The Fokker C.I was a German reconnaissance
biplane very similar to the Fokker D.VII with two seats and a 185 hp BMW III engine. The C.I never saw service in World War I, but following the war, Anthony Fokker used these planes to smuggle parts out of Germany. A total of 250 were built, including 42 for the Soviet Air Force and 62 for the Dutch Air Force. The C.I continued to be used as a training and reconnaissance aircraft until 1936. The museum’s Fokker C.I features a lozenge paint scheme, a camouflage design developed by the Germans during the war. The repeating pattern 28
Fokker Flugzeugwerke Reconnaissance / Trainer 34 feet, 5 inches 9 feet, 5 inches 23 feet 9 inches 185 Hp BMW IIIa 109 mph two machine guns German Forces
of colorful, irregularly-shaped polygons was thought to be difficult to see from the ground. However, painting such a pattern was very time consuming, and the paint added considerably to the weight of the aircraft, so the fabric was actually printed instead of hand-painted. This pre-printed fabric was used from 1916 until the end of the war in various forms and colors. The museum’s C.I is adorned with a five colored lozenge scheme and bears the Iron Cross (Balkenkreuz), the symbol for Germany’s armed forces. It was built in Tulsa, Oklahoma, and it is powered by an inverted American Ranger motor.
Halberstadt CL IV (1918) The Halberstadt CL IV joined the German
squadrons in spring 1918. The biplane was more maneuverable than the earlier model, CL II, and it served a vital role as a ground attack aircraft. Four to six aircraft would fly in low formations over the Western Front targeting Allied infantry and artillery, clearing the way for advancing German troops. The museum’s
Halberstadt was purchased in 2006 from a museum in Alabama. It is powered by a modern, hidden Lycoming six-cylinder engine. The cartoon on the fuselage represents The Katzenjamer Kids, an American comic strip from the early Twentieth Century, which was based on a 1860s German children’s story about two mischievous boys.
Specifications Manufacturer: Halberstadter Flugzeugwerke Role: Ground Attack Aircraft Wing Span: 35 feet, 2 3/4 inches Height: 8 feet, 9 inches Length: 21 feet, 5 1/2 inches Engine: 160 hp Mercedes D.III Maximum Speed: 104 mph Armament: Two Machine Guns, Grenades and 20 lb. Bombs Years of Operation: 1918 Primary Users: German Forces
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Academy of Model Aeronatuics
Model Sized Planes…Larger than Life Dreams!
The Academy of Model Aeronautics (AMA) is the world’s largest model aviation association
with over 140,000 members and 2,400 chartered clubs. This self-supporting, non-profit organization’s chief focus is to promote the development of model aviation as a recognized sport and worthwhile activity. Memberships are open to anyone interested in model aviation. The AMA sanctions more than 2,000 model competitions throughout the country each year, the pinnacle of which are the National Aeromodeling Championships, the largest model airplane completion in the world. The AMA also certifies official model flying records on a national and international level. For additional information on the Academy of Model Aeronautics, visit them online at www.modelcraft.org.
Tidewater Radio Control The Tidewater Radio Control is the local charter of the AMA (Charter #641), and consists of a group of about 90 individuals from all walks of life who share a passion for radio-controlled aviation.
Whether
its giant-scale, old-timers, aerobatics, jets, gliders, electrics or plain ol’ fun flying, you’re bound to find someone in the club who shares your interests. Meetings are held the first Thursday of each month at the Veterans of Foreign Wars offices on Bartee Street, in Norfolk, just off Military Highway, behind the Toys-R-Us. Meetings start at 7:30 and there’s always room for new members! For more information on Tidewater Radio Control, log onto www.FlyTRC.com. 30
Presented in partnership with Tidewater R/C and the Academy of Model Aeronautics.
Enthusiasts from around the world will demonstrate their skill as pilots of remote-controlled scale-model aeroplanes of WWI. There will be trophies and cash prizes!
Military Aviation Museum 1341 Princess Anne Road, Virginia Beach, VA 23457 To learn more visit www.FlyTRC.com or call (757) 618-5986 31
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Number 2 Squadron Re-Enactor Group
The No. 2 Squadron was the first dedicated aircraft
Front to a member of the R.F.C. also went to a member of No. 2 Squadron, Lt. A.A. McLeod. Several men who went on to play prominent and important roles in the future of the Royal Air Force gained their first experience as members of No. 2 Squadron, including future R.A.F. Air Marshal Sir William Sholto Douglas, who began his flying career as an aerial photographer in the unit.
unit of the newly formed Royal Flying Corps (No. 1 Squadron being a balloon and kite unit). The Squadron was sent to France at the outbreak of The Great War along with three other squadrons. Lieutenant H.D. Harvey Kelly, a pilot with No. 2 Squadron, was the first member of the R.F.C. to land in France on August 13, 1914. During the first year of the war, the Squadron operated out of nearly two-dozen different airfields before being assigned to Hesdigneul, France in 1915, where they remained until the final months of the war. The Squadron’s primary duties were aerial reconnaissance, photography, bombing, and artillery cooperation. No. 2 Squadron flew to France in 1914 using the BlÊroit Experimental 2 (B.E.2). It continued to use variations of the B.E.2 series throughout the war, as well as the Reconnaissance Experimental (R.E.1 & 2) series, the Maurice Farman series, the F.B.9, the Bristol Scout and the Armstrong Whitworth F.K.8. During the course of the war, No. 2 Squadron went on to achieve a number of firsts in the history of the R.F.C. and aerial combat. The first downing of an enemy aircraft by a member of the R.F.C. occurred in August 1914 by Lt. H.D. Harvey Kelly. An observer of No. 2 Squadron, Sergeant-Major D.S. Jillings, incurred the first wound suffered as a result of enemy fire. The first Victoria Cross received by a member of the R.F.C. for aerial service was awarded to Lieutenant William Rhodes-Moorhouse, a pilot in No. 2 Squadron. The last Victory Cross awarded on the Western 33
ENTERTAINMENT
Theresa Eaman began performing jazz standards in her early teen years in Reading, Pennsylvania. A classically trained vocalist, she specializes in jazz standards and re-enacting the music of the World War II era. She presents the listener with renditions of all their favorites featuring the stylings of the original recordings, while incorporating her own personal touches. Theresa’s performancescelebrate an era where music made people laugh, cry, and fall in love.
Terry Chesson livens up Saturday evening with his Jump N’ Jive Orchestra at our hangar dance. Join us as we are transported back in time to the era of the Charleston and the Varsity Drag. Dress in Roaring 20s clothing and get ready to dance the night away in the museum’s Navy hangar. The dance is free with your air show ticket, so why not stay for all the fun?
Theresa has performed in New York City, San Diego, California, and throughout Idaho and Pennsylvania. She has appeared at Warbirds Over the Beach since its inaugural year in 2009.
Terry, vocalist Melanie, and the rest of the band have kept folks dancing coast to coast performing in hot spots like the Derby in Hollywood, California and of course, the Military Aviation Museum in Virginia Beach.
www.Reverbnation.com/TheresaEaman 34
ENTERTAINMENT
Aviation Institute of Maintenance Challenges Students in Plane Build Competition
Damian Blake, internationally recognized Charlie Chaplin impersonator, actor, and variety show entertainer, is from Kansas City, Missouri. He has entertained everywhere from dive bars to historic music halls, from street corners to international corporate events.
The Manhattan Dolls are a swing-style vocal trio back for the third year at Biplanes & Triplanes with a Roaring 20s review. Join them for a journey to a time when patriotism was high, World War One had just ended, and feathers, pearls and dresses on the fringe of fashion were all the rage. Their songs include “Over There”, “Grand Ol’ Flag”, “Broadway Baby” and more.
www.damian-blake.com
www.TheManhattanDolls.com 35
History of the Museum
The Military Aviation Museum was founded in 2005 to provide a permanent home for aircraft from the first half of the last century. The museum’s on going mission is to preserve, restore and fly these historic aircraft and to allow a new generation to experience and learn from what their fathers, grandfathers, and great-grandfathers might have endured on the lonely airfields and in the skies so very far from home. The museum’s founder has spent years collecting and restoring these beautiful aircraft. And over the years, the museum has collected the real stories behind the aircraft following them from production lines through battles and training missions to civilian service. You are encouraged to spend some time with a docent to hear these interesting histories. In the past year, the Military Aviation Museum added several new aircraft to its collection. Some of the more famous include a Messerschmitt Me 262 jet, currently housed in a hangar in Suffolk, Virginia, a Curtiss JN-4 Jenny, and a Curtiss Pusher. Come visit us often and bring your family and friends along. We are constantly growing and changing, so consider an annual membership. Isn’t it time you explored what’s new in history? Call (757) 721-7767 for more information.
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Events
UPCOMING Event Calendar OCTOBER
October 4-5 Biplanes & Triplanes World War One Air Show 2014 marks the centennial of the start of The Great War, and the Biplanes and Triplanes Air Show is our way of honoring the men fighting during the earliest days of aviation. The museum’s collection of reproduction aircraft from England, France, Germany, and the United States will fly and be on display along with period entertainment and re-enactors. October 18 Air & Auto Classic, 11:00am-4:00pm Have an interest in cars of a certain caliber? Then come to the Air & Auto Classic. Dozens of Porsches from throughout the years will be on display alongside our vintage aircraft.
NOVEMBER
November 22 Runway 5K, 7:30Am The Virginia Beach Runway 5K raises money for Untamed Spirit, a program designed to enhance and enrich the lives of individuals with special needs through a partnership with horses. Come join us among the historical aircraft and have a go at the 3.1 mile course (or half miler for the kids). Register at www.untamedspirit.org. November 22 Brute Strength Plane Pull, 11:00am Get a group together and come out to raise funds for the Wounded Warrior Project. Groups test their strength pulling one of our aircraft across the tarmac for prizes and bragging rights. Register your group at www.brutestrengthgym.net. November 29-30 PlanEs, TRAINS & Santa Claus The Military Aviation Museum, in association with The Tidewater Division of the National Model Railroad Association, hosts its annual model train show. Santa will fly in to see the little ones on Saturday and Sunday. See the museum website for more information as the date approaches.
FEBRUARY
APRIL
MAY
JUNE
ON-GOING
February 14, 2015 1940s Valentine’s Hangar Dance Come dressed in your finest 1940s vintage fashions, alongside your sweetheart, as we transform our Navy Hangar for a dinner and dance the Saturday after Valentine’s Day. Jump, jive, and swing the night away! April 18, 2015 Aerodrome Wine Classic On the green of the Military Aviation Museum, savor the varietal bouquets of Virginia wines, the romance of early aeroplanes, and the elegance of fine European motorcars, at our first ever Wine Classic. May 15-17, 2015 Warbirds Over the Beach Back in action, with new additions to the fleet, the armada of the Military Aviation Museum will be on display on the land and in the air for two days in May. Keep a close watch for advance ticket sales. June 13, 2015 Flying Proms This distinctive outdoor occasion combines the best of both worlds: a live performance by a symphony orchestra, in concert with demonstrations by the museum’s aircraft. Monthly Hangar Talk Series Saturdays at 11:00am Each month, the Military Aviation Museum invites veteran aviators to speak with you about their experiences with these amazing machines. Hear from pilots, bombers, navigators, and more. The lecture series is free with paid museum admission and weather permitting, demonstration flights are flown following the speakers’ presentations. Watch the Events Calendar on the museum’s website for details about upcoming speakers.
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The museum has inaugurated a program this year, The Leading Edge Circle, to recognize our donors who help support the museum and its operational aircraft. The sight and sounds of these historic aircraft taking to the sky bring a crucial part of our nation’s history to life. Donations to this program help keep the great Warbirds maintained for flight and display condition and also add artifacts to our growing collection. We have future growth planned including a reconstruction of the Goxhill RAF Control Tower later this year. The donor levels are Silver ($500+), Gold ($2,000+), Platinum ($5,000+) and Corporate. All four groups are recognized on the donor board at the museum’s entrance. Silver membership includes free general museum admission for donors and members of their household, 10% discount in the museum shop, two adult one day tickets for theWarbirds Over the Beach Air Show and an invitation for two to an annual dinner with a notable aviation speaker. Gold members are offered the above and, in addition, lawn tickets to the Flying Proms, a 30-minute flight in the museum’s 1941 Boeing Stearman biplane and reserved parking for the Warbirds Over the Beach Air Show. Platinum members may upgrade the Stearman flight to a 30-minute trip in the 1940 North American SNJ-2 Navy Trainer and have a 10% discount on one rental of the museum facilities. Corporate members qualify for all the above, with general admission entrance tickets for eight employees and a corporate table for eight at the Valentine’s Hangar Dance or the Annual Donor Dinner. Additional benefits and sponsorship opportunities are available through Mr. David Hunt, Museum Director.
Dr. Glenn Carwell, President, Board of Directors
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PLATINUM
Anonymous Charles & Karin Fleischman
GOLD
Dr. Glenn Carwell Angus Hines Dawn & Joe Nicolay William J. Romig
SILVER
Mr. & Mrs. Alexander Campbell Bob & Tess Bradlee Michael Burnette Daniel Drehoff Kent Ewing Edward R. George Joyce Strelitz & Irv Hodies Barry Knight Ronald Lively Carl L. Master, Jr. C. Mac Rawls Kevin Sinibaldi David G. Roselius Gregory E. Walker Andrew J. Warren Richard Waterval
Become A Museum Member! Office Use Only Member Number: Expiration Date:
MUSEUM MEMBERSHIP APPLICATION 501 (c)(3) Tax Deductible Foundation
Member Name: ________________________________________________Age:_______ Address: _________________________________________________________________ City: ______________________________________State:_______Zip:_______________ Phone: __________________________Email:___________________________________ Occupation: ______________________________________________________________ Signature: ________________________________________Date:___________________ INDIVIDUAL $50.00 Annually Family $80.00 ANNUALLY (Family members are those residing in your household)
Please automatically renew my membership for subsequent years until I cancel.
METHOD OF PAYMENT Check (Payable to Military Aviation Museum) Mastercard Visa Name on Card: ___________________________________________ Account No. _____________________________Exp. Date: _______ Signature: _______________________________________________
Become A Museum Volunteer! We are looking for enthusiastic individuals who would like to become volunteer members of our museum! These positions might be as a tour docent, historical interpreter or just to help us out. It’s fun. It’s exciting. All it takes is a little time and enthusiasm on your part. If you are interested in participating in such a non-compensated position, please fill out and mail this form in today. Hope to see you...on the flight line!
Name: ___________________________________________________________________ Address: _________________________________________________________________ City: _____________________________________State:________Zip:________________ Phone: _____________________________ Email:________________________________ Prior Aviation Experience: ___________________________________________________ _________________________________________________________________________ Veteran: _______________________________Branch______________Duty:__________ Mail To: Military Aviation Museum, 1341 Princess Anne Road,
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Virginia Beach, VA 23457
Or Fax To:
(757) 204-2682
Events
Special Thanks To Our Sponsors!
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