WOB Air Show Program 2014 by Corporate Advertising

Thank you for supporting our 2014 Warbirds Over the Beach air show. If you have followed the growth and development of the Military Aviation Museum over the years, you have seen many new additions, not only in the ever-growing collection of planes but in the number of new buildings and displays that have come on line in 2013/14. The star of last year's show was our "Wooden Wonder," the de Havilland Mosquito KA 114 flies again in 2014. It is currently still the only flying Mosquito in the world. We welcome back the many overseas visitors who have made the pilgrimage to see this wonderful piece of WW2 engineering. Again this year we have one of the only two flying Avro Lancasters in the world attending the air show. Flying from the Canadian Warplane Heritage Museum (CWH), this is a very costly exercise but will give us all the rare opportunity to view such a magnificent machine. The only other flying Lancaster is still owned and operated by the RAF in the UK. The CWH also plans to have its 1942 Westland Lysander MK111A on site from Ontario. Thank you for supporting our museum and being part of such a memorable occasion celebrating the opportunity to see such classic planes in flight and to pay tribute to the men and women from a generation that is rapidly fading, but will certainly never be forgotten. Events such as “Warbirds Over the Beach” along with our “Flying Proms” (June 7th), “Bi-planes & Tri-planes” (October 4th & 5th) take many thousands of hours of preparation, and our thanks must go out to the many veterans, re-enactors, pilots, musicians, volunteers, vendors, and staff that help make these events such a huge success. When walking around the airfield and hangars please stop and show your appreciation to the veterans who are sharing their experiences and re-enactors who portray their units so accurately for their service and support. To make sure we keep the collection airworthy and continue flying we have initiated several fundraising campaigns. Please help the museum by donating to one of these funds. Also experience the excitement in flying in one of our Warbirds by supporting the museum's ride program.

Gerald Yagen, President The Military Aviation Museum features one of the world’s largest private collections of historic military aircraft. Each aircraft has been painstakingly restored to flying condition, using original parts whenever possible, and features the paint markings of the days when it was flown with the armed forces of its origin. The museum was founded in 2005, and its ongoing mission is to preserve, restore, and fly these historic aircraft. The museum ’s collection allows 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 founder of the museum has spent years collecting and restoring these beautiful aircraft. As time went on, the passion for obtainin g and restoring these rare aircraft eventually laid the foundation for today’s Military Aviation Museum. In the process, it was learned that the real discovery was not just the aircraft themselves, but the history they were part of and the stories of the brave men and women who flew them. The Military Aviation Museum is truly a living museum that continues to grow. New aircraft are always undergoing restorat ion around the world and are added to the museum’s collection upon completion. At the same time, the museum complex, at the Virginia Beach Airport, is being transformed with additional building s. Bring your family and friends often and enjoy exploring what’s new in history. Buy a family membership and return as often as you’d like. For information about scheduled flight demonstrations , seminars, and visiting aircraft, please contact the museum at (757) 721-PROP or visit www.MilitaryAviationMuseum.org.

Sincerely, David Hunt, Director Military Aviation Museum 2

For the second year, Denver, Colorado artist Kevin Weber provided the custom artwork for the Warbirds Over the Beach event. This year’s piece features four of the museum’s World War Two U.S. Navy aircraft flying over Fort Wool in Hampton Roads, Virginia. The Wildcat, Corsair, Avenger and PBY Catalina are portrayed perhaps providing defense to Hampton Roads or leaving Norfolk Naval Base for their next duty stations. Each of these aircraft is scheduled to fly for you at Warbirds Over the Beach.

PROMS

Fort Wool was built in 1819 just south of Ft. Monroe as part of the region’s defenses after the War of 1812. It was originally called Fort Calhoun for John C. Calhoun, Secretary of War. The Fort was decommissioned in 1953 and given to the State of Virginia. After that, the state constructed the southern end of the Hampton Roads Bridge-Tunnel next to Fort Wool opening to traffic in 1957. Today, Fort Wool is both a state and national historic landmark. It is maintained by the City of Hampton, and guests can take a ferry over to tour the Fort from May through September.

You can purchase copies of the 2014 Warbirds Over the Beach poster in the museum gift shop.

This year’s Warbirds Over the Beach is being hosted by Mark Whall who comes to us from the rural countryside of England. Mark has flown military jets and worked in commercial aviation. He recently retired from a 26-year career as program editor with BBC Radio. Now, he spends as much time as possible flying for fun, exploring and travelling. He is involved in the world-famous Shuttleworth Collection of historic aircraft and cars in England, where he has been commentator for its air shows.

12:00PM

T-6s Take Off and Fly Formations

12:40PM

Junkers Ju 52 Takes Off for Paratrooper Drop

1:00PM

Waiver In Effect - Field Closed Paratroopers Drop from Junkers Ju 52

1:10PM

U.S. Trainers and Liaison Flights: Stearman, Stinson L-5, SNJ-2

1:25PM

Foreign Trainers & Liaison Flights: de Havilland Tiger Moth and Chipmunk, Focke-Wulf Fw 44J, Polikarpov Po-2 Messerschmitt 108, Westland Lysander

1:45PM

U.S. Navy Pacific Theatre Flights: PBY Catalina, TBM Avenger, FG-1D Corsair, AD-4 Skyraider, FM-2 Wildcat

2:20PM

U.S. Aircraft European Theatre Flights: B-25 Mitchell, Curtiss P-40 Kittyhawk, P-51D Mustang, North American P-64

2:30PM

German and British European Theatre Flights: Junkers Ju 52, Hawker Hurricane, Spitfire, Messerschmitt Me 262

2:55PM

German Paratroopers Drop from Junkers Ju 52 (Saturday Only)

3:00PM

European Theatre Flights - The Fast and Heavies: Avro Lancaster Bomber, de Havilland Mosquito, Spitfire, Hawker Hurricane, Yakovlev YAK-3

3:30PM

All Flights Land

4:00PM

Field Open

All times are approximate and subject to change due to weather and mechanical conditions and advance printing deadlines of this book.

Mark first visited the Military Aviation Museum in 2011 when he came to act as commentator for our Flying Proms. Since then, he has attended and commentated at that event with plans to return again for the 2014 Flying Proms on June 7. Mark says he loves the USA and Virginia in particular. “It is truly an honor to be part of this amazing weekend of Warbirds Over the Beach. The Military Aviation Museum is simply one of the best in the world – keeping alive the spirit of aviation’s yesteryear for this and future generations,” said Mark.

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

The FM-2 Wildcat, manufactured by Grumman Aircraft Company, had its first test flight in 1937. This retractable gear carrier-based fighter was accepted by the U.S. Navy in 1940, and in 1941, the name “Wildcat” was officially adopted. With a top speed of 322 mph, the Wildcat was outperformed by the more nimble 331 mph Japanese Mitsubishi Zero, but the Wildcat’s ruggedness and tactics gave it an air combat kill-to-loss of 6 to 1 for the entire war. The Wildcat served in many major battles during the war. Four Marine Corps Wildcats played a prominent role in the defense of Wake Island in December 1941. Naval and Marine Corps aircraft were the fleet’s primary air defense during the Battles of Coral Sea and Midway. And land-based Wildcats played a major role during the Guadalcanal Campaign of 1942-43. Lt. Butch O’Hare became the U.S. Navy’s first fighter ace and was awarded the Congressional Medal of Honor by President Roosevelt for shooting down five Mitsubishi twin-engine bombers attacking the USS Lexington carrier off Bougainville in 1942. Today, O’Hare International Airport in Chicago is named in honor of him. The museum’s FM-2 Wildcat was built in 1944 at the General Motors/ Eastern Aircraft plant in New Jersey. It was assigned to San Pedro, California and then moved on to serve in the Philippines. After that, the Wildcat was assigned to the Norfolk region as a training aircraft, and it was transferred to the small training field in Pungo, Virginia on July 3, 1945. The airfield was located behind present-day Pungo Pizza on Princess Anne Road. At the end of World War II, the aircraft was still stationed in Virginia, and it served with various training commands throughout the Navy. It was stricken from the records and sold to an Eastern Airlines pilot in 1952. It was then sold to its next owner in Delaware 10 years later. This Wildcat was acquired by the Military Aviation Museum in 2010 and made its first appearance back in Virginia in over 60 years at the 2010 Warbirds Over the Beach air show. It is the most original example of a Wildcat still flying today. Its folding wings are operated by small hand cranks imbedded in the wing fold mechanisms, and the retractable landing gears require 31 turns of the hand-operated wheel in the cockpit. The aircraft is powered by its original Wright R-1820 radial engine that produces 1,350 horsepower. During the war, it was armed with four 50-caliber wing 6

Wright R-1820-56 1,350 hp 322 mph 1,350 w/ external tanks 35,600 ft 38 ft. 4 x .50 cal machine guns; 6 x 5 inch HVAR rockets

mounted machine guns and could carry two 250 lb. bombs or six rockets. In 2011, the aircraft underwent a restoration process with the Fighter Factory, including a new paint scheme matching the Atlantic colors, restoring it to its original condition as when it first left the factory in 1944.

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

Pratt & Whitney R2800-8W 2,250 hp 425 mph 1,015 miles normal 2,100 miles w/ external fuel tanks 37,000 ft. 41 ft. 6 x Browning M2 .50 cal machine guns; 8 x 5 in. HVAR rockets; 2 x 1,000 lbs. bombs or 160 gal. external tanks

The Corsair was one of the most maneuverable planes built during the war, becoming the first radial engine fighter to surpass 400 mph and capable of outfighting the best Japanese fighters. U.S. Marines stationed in the Pacific during WWII called the Corsair “Our Workhorse,” while the Japanese forces referred to it as “Whistling Death.” Camouflaged in indigo-blue, the plane was difficult to see from the ground until it was too late. The FG-1D was equipped with six Browning M2 .50 caliber machine guns, up to eight 5-inch HVAR rockets and the ability to carry two 1,000 lb. bombs. The Corsair’s combination of ruggedness, maneuverability, and firepower quickly made it the premier fighter in the Pacific. The museum’s FG-1D was produced by Goodyear under license from the Vought Aircraft Company in May 1945 and was delivered to the U.S. Navy two months later under the Bureau of Aeronautics Number 92508. Not much is known about the naval history of BuNo. 92508. However, due to the extremely low engine time and excellent body condition after its 13 years of military duty, it is not likely that the aircraft was used in combat. In fact, the museum’s FG-1D is believed to have one of the lowest total flight times of any remaining Corsairs flying today.

Skull and Crossbones adorned the nose of the Corsairs in this squadron and can be seen on the museum’s FG-1D, as well.

In 1964, the Corsair was purchased by a family in Santa Rosa, California. Underestimating the power and speed of the aircraft, it was exchanged for a North American AT-6 trainer in March 1968. After a quick refurbishment, the plane flew in the opening ceremonies of the Reno Air Races that same year. Less than one year later, the Corsair was sold again and ferried to Stratford, Connecticut. The plane changed hands several more times and was based with subsequent owners in Florida, Texas, Oklahoma, and finally Virginia. It was purchased by the museum in 1999. During 2001, the Fighter Factory undertook a massive project to restore the FG-1D back to its original wartime configuration. It was repainted to replicate the colors and markings of a former nearby North Carolina resident, Ray Beacham, who was born in Norfolk, Virginia. Beacham joined the U.S. Navy in 1939 and earned his wings the following year. In 1943, Lt. Beacham was assigned to the VF-17 fighter squadron. The 7

Engine: Curtiss Wright R2600-20 Horsepower: 1,900 hp Max Speed 267 mph Range: 1,130 miles w/ internal fuel 2,130 miles w/ all extra fuel tanks Ceiling: 31,000 ft. Wing Span: 52 ft. 2 in. - 19 ft. (wings folded) Armament: 2 x 12.7mm forward-firing, 1 x 12.7mm dorsal-mounted, and 1 x 7.62mm ventral-mounted machine gun; up to 2,000 lbs. of bombs in bomb-bay; Wing-mounted rockets/ drop tanks/radar pod

In the late 1930s, the United States Navy began searching for a replacement for the Douglas Devastator. The search ended when Grumman presented the XTBF-1 prototype, later called the TBF Avenger. Production of the TBF Avenger began in 1941, and by June 1942, the U.S. Navy flew these planes into combat during the Battle of Midway. The aircraft was quite popular and Grumman could not meet demands causing it to contract much of the production to General Motors Corporation. Of the 9,836 Avengers built, 7,546 actually came off the assembly line at General Motors-designated TBMs. The final Avengers rolled off the General Motors assembly lines in 1945 and remained in naval service well into the 1950s.

Squadron 22. It was deployed aboard the USS Palau (CVE-122), in February 1952 and transferred to an anti-sub squad aboard the USS Monterey (CVL-26) in August 1952 to return to Norfolk.

The Avengers were used as torpedo dive bombers to destroy enemy U-boats. They were often accompanied by F4F Wildcat fighters that would strafe surfaced U-boats with gunfire forcing them to submerge, negating the U-boats large anti-aircraft guns. Once submerged, the Avengers would follow behind with Fido torpedoes that could detect, target, and destroy the submarine.

Civilian duty for the Avenger began in Boise, Idaho, where it was registered as N7030C with Idaho Air Tankers (1963-1964). Navy TBMs were converted to handle slurry drops, becoming the first aircraft dedicated solely to aerial firebombing capable of dropping 600 gallons of retardant on a single sortie. In 1966, it was transferred to Reeder Flying Service in Twin Falls, Idaho, and it remained there nearly twenty years. During the mid-1980s, the plane returned to Texas where it was on display in Corpus Christi until 1992. It was sold in 1998 and underwent restoration work in East Troy, Wisconsin. After the mechanical restoration was completed, the aircraft was test flown in July 1999.

Aircraft carriers could carry many of these aircraft because of the small amount of space they occupied with folded wings. Sometimes, Jet Assisted Take-Off (JATO) engines were used allowing the aircraft to use short runways on ships and land. Many other countries used Avengers including Canada, Britain, France and New Zealand. The Military Aviation Museum’s 1945 TBM-3E Avenger (BuNo 53454) was first delivered to Naval Air Station (NAS) San Diego and listed as a Pool aircraft, ready to be assigned to any squadron at a moment’s notice. In July 1945, it was dispatched to Guiuan Airfield (Samar Airfield), Samar Province, Philippines, again as a Pool aircraft, and remained there until February 1946, when it was shipped to Pearl Harbor to serve as a Pool aircraft. From November 1946 through August 1948, it spent time at NAS San Diego, NAS Olathe at Olathe, Kansas and NAS Squantum in Boston, Massachusetts. In September 1950, it was transferred to NAS Norfolk, Virginia, where it remained for seven months until leaving for Miami in April 1951 with Anti-Submarine 8

Engine: Horsepower Max Speed: Range: Ceiling: Wing Span: Armaments:

Pennsylvania. It saw little flying time after that and was formally stricken from the Navy’s inventory in 1956 with 3,567 flying hours. In 1961, the aircraft gained its civilian registration (N9521C) in Little Rock, Arkansas. The nose turret was removed and the side blisters were replaced with cargo doors and a new seat arrangement was installed. Following all the modifications, the aircraft received its civilian airworthiness certificate in December 1967.

The TBM remained at NAS Norfolk until January 1953, and then it went on to NAS Corpus Christi, Texas. In September of that year, it was assigned to Advanced Training Unit 400 Anti-Submarine. It returned to NAS Corpus Christi in December 1953 and was eventually put into storage at Litchfield Park, Arizona in February 1954. The U.S. Navy officially retired the aircraft on April 2, 1956, with only 1,227 hours logged.

The current paint scheme represents the early anti-submarine markings of blue/gray upper surfaces and light gray undersides used in the Atlantic Theater. The final touch was to represent the aircraft flown by U.S. Navy ‘Ace’ Captain Richard “Zeke” Comier of Composite Squadron 1 (VC-1), based on the USS Card. The Avenger was acquired by the Military Aviation Museum and delivered in January 2001. That year, restoration work returned the rear gun turret to working condition. On January 10, 2010, the Avenger flew over the commissioning of USS George H. W. Bush (CN-77) in Norfolk, Virginia. Former President Bush received his Navy Wings of Gold before the age of 19. He flew a TBM Avenger with Torpedo Squadron 51 (VT-51) aboard the USS San Jacinto (CVL-30) and was shot down by the Japanese.

2 x Pratt & Whitney 1830-92 1,200 each 179 mph 2,520 miles 15,800 ft. 104 ft. 3 x .30 cal machine guns; 2 x .50 cal machine guns; up to 4,000 lbs. of bombs or depth charges

The Military Aviation Museum’s PBY-5A Catalina was built in San Diego for the U.S. Navy by Consolidated-Vultee Aircraft Company. It completed its acceptance flight in October 1943, was registered as Bureau of Aeronautics Number (BuNo) 48294 and delivered to Fleet Air Wing (FAW) 14 at Naval Air Station San Diego in November 1943. Two weeks after arriving at NAS San Diego, the PBY undertook the longest flight of its wartime career, flying 19.2 hours non-stop to NAS Norfolk. Once in Norfolk, the aircraft was accepted by Headquarters Squadron (Hedron) 5-2. Beginning in December 1943, the PBY flew wartime patrols from Agadir, French Morocco, south to the Canary Islands, north to the Strait of Gibraltar, and as far west as the Azores. Late in 1944, the squadron was transferred to the Caribbean, and at the end of that year, it was transferred to NAS Quonset Point, Rhode Island, to undertake patrols and anti-submarine sweeps protecting the approaches to New York. The aircraft’s armaments were removed in 1945, and it was loaned to the U.S. Coast Guard. While with the USCG, it was stationed in Elizabeth City, North Carolina, Biloxi, Mississippi, and Miami, Florida. In January 1946, the PBY spent nearly a year undergoing a major overhaul and refurbishment at NAS Seattle, Washington and in Philadelphia,

The plane was sold to a company in Palmer, Alaska, in 1977 to ferry passengers to fishing sites throughout the state. In 1978, bulk liquid cargo tanks were installed, allowing it to haul as much as 1,500 gallons of fuel to remote parts of Alaska. The FAA has no record of ownership change over the next seven years, but it is believed that some of the records were removed for legal reasons. In September 1985, the PBY was seized by U.S. Marshals as part of a drug-smuggling case. It was forfeited to the federal government and sold the following year. The new owner removed the bulk fuel tanks and began restoring it to World War Two specifications. Six years later, the aircraft was sold to an individual in Florida who planned to operate it in Europe. It was painted with the U.S. Navy wartime two-tone blue and white color scheme and the International Red Cross insignia and sent to Milan, Italy in May 1995. While in Europe, it toured air shows before it was sold and ferried to South Africa in 1997. In the summer of 1999, the aircraft began its flight back to the United States to appear at the Oshkosh Air Show, but it never reached its final destination. Instead, it ended up stopping in England where it was stored until the Military Aviation Museum obtained it in late 2001. Over time, the different owners of this aircraft had changed its paint scheme, so the museum took steps to return it to its original U.S. Navy three-toned color scheme as it might have been displayed during World War Two. The work was done in 2011 in Canada. 9

1945 de Havilland DH-98 “Mosquito”

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

2 x Rolls Royce Merlin V12 1,480 hp each 366 mph 900 miles 29,000 ft. 54 ft. 2 in. 4 x 20 mm Hispano Mk II cannon, 4 x .303 in. Browning machine guns, 4,000 lb. of bombs

of the aircraft, the forward section of the fuselage disintegrated, and the fuselage broke in two behind the wing area. It was also missing both engines and parts of the landing gear. It spent several years in storage at CMFT before being sold to the Military Aviation Museum in 2004. Once purchased by the museum, it was sent to AvSpecs in New Zealand for restoration. Although the wood was in terrible condition, most of the metal parts could be used again. Glyn Powell, of Auckland, New Zealand, was enlisted to create new fuselage, wings, and tail sections. Powell employed a top boat builder to assist with creating the molds and applied a modern epoxy instead of glue to join many of the pieces. Otherwise, Powell says that he was “absolutely faithful to the original drawings and specifications.” It took almost three years to build the wooden airframe.

In 2013, the much-awaited de Havilland DH-98 Mosquito, serial number KA 114, joined the Military Aviation Museum. This British aircraft served many roles during the war and variants served as fighters, bombers, fighterbombers and others. The museum’s Mosquito is a fighter-bomber variant, FB Mk VI.

During that time, AvSpecs had been restored hydraulic and electrical systems, made pipes, and constructed new cowlings and other parts. Two former Royal New Zealand Air Force (RNZAF) Merlin 25s were located in Australia complete with genuine engine mounts. These were sent to California to be restored by Vintage V-12s.

These aircraft were unique because they were constructed almost entirely of wood, giving them the nickname “Wooden Wonder.” It was first produced by the de Havilland company in 1940, and when it entered mass production in June 1941, it was one of the fastest, if not the fastest, operations aircraft in the world.

The Mosquito is painted with the markings of 487 Squadron RNZAF as EG-Y in honor of the Royal New Zealand unit flying Mosquitos during WWII. They flew a number of high profile raids including the attack on Amiens Prison in February 1944. The attack destroyed a wall enabling hundreds of prisoners of war to escape.

This particular Mosquito was manufactured in Toronto, Canada and flew for the first time in early 1945. It was too late for combat service, so it was flown directly into storage with Eastern Air Command of the Royal Canadian Air Force (RCAF). It enjoyed a very short stint of flying with 7 OTU based at Debert, Nova Scotia, then once again entered storage, this time at Vulcan, Alberta.

The New Zealand Civil Aviation Authority (CAA) issued the Mosquito a Certificate of Airworthiness in September 2012. It took its first flight in over 60 years on September 29, 2012 at Ardmore Airport near Auckland, New Zealand. This was the first public flight of a de Havilland Mosquito in over 16 years.

At the end of World War Two, the aircraft was purchased by a farmer in April 1948 and stored on his property in Milo, Alberta. Unfortunately, the weather took its toll, and it deteriorated over the years. In 1978 it was purchased by the Canadian Museum of Flight and Transport (CMFT). As CMFT took possession

The museum’s Mosquito finally arrived in Virginia Beach in March 2013, where the Fighter Factory crew, assisted by a few members of the AvSpecs team, reassembled it. All together, the Mosquito spent eight years and thousands of hours undergoing restoration. And today, it is the only airworthy de Havilland Mosquito in the world.

RE-ENACTORS The Provisional Parachute Group The Provisional Parachute Group is a military historical group that is dedicated to honoring the American Airborne of World War II. The group is comprised of veteran re-enactors and living historians from central North Carolina.

1945 North American P-51D Mustang

In April 1940, the British Purchasing Commission gave the North American Aircraft Company 120 days to produce a flying advanced fighter prototype. When introduced, the P-51 Mustang I variant easily achieved outstanding marks from the British. It featured the 1150 hp Allison engine and a duct coolant radiator under the fuselage. The aircraft could also carry sufficient amounts of ammunition with four .50 caliber guns and four .303 caliber guns. It could also carry two to four times the amount of fuel as its rivals, making it ideal for long range missions. As air-to-air combat began to occur at higher altitudes later in the war, the thin air diminished the performance of the Allison engine. The Mustang was then reduced to low altitude recon and photographic missions. The U.S. Army Air Corps realized the capabilities of the Mustang and began placing large orders of different variants of the P-51 in 1942. At that time, North American began to test the Rolls Royce Merlin 60-series engine (a Packard license-built version). The P-51D was the most highly produced variant of the Mustang, with over 8,000 built. A new sliding Plexiglas “bubble” canopy improved visibility, and the P-51D’s firepower was substantially increased with the addition of two more .50 caliber M2 Browning machine guns, bringing the plane’s total to six. Previous problems with guns jamming were addressed with upright mounting, and the aircraft’s targeting was improved with the K-14 gun sight. This innovative sight system required the pilot to dial in the wingspan of the aircraft he was chasing, along with the range. An analog computer would calculate a targeting ring on the sight that the pilot would use to determine if he was on target. This was a major factor in many of the aircraft’s aerial combat victories. These improvements, along with its

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

Packard V 1650-7 1,695 hp 437 mph 1,300 miles 42,000 ft. 37 ft. 6 x .50 cal Browning machine guns; 2,000 lbs. of bombs; 6 x H.V.A.R rockets

substantial range and speed, made the P-51D a perfect choice for nearly any situation. The museum’s P-51D, serial number 44-72483, was built in 1945 and was immediately sent to England where it was assigned to the Eighth Air Force. In September 1947, it was transferred to Sweden, and in 1955, the Swiss sold it to Nicaragua. Seven years later, it was sold to Maco Sales in Illinois. It changed ownership several times from 1962 until it was bought by the Military Aviation Museum in 2004 from an owner in Switzerland. It is painted as “Double Trouble Two” with black and yellow checkers on the nose to represent the aircraft flown by Deputy Commander “Wild” Bill Bailey of the 353rd Fighter Group. Bailey flew from England during WWII and named this plane “Double Trouble” for the two women he was dating back home and “Two” because it was his second Mustang.

RE-ENACTORS Libre France French Resistance Libre France French Resistance 1940-1945 is a unit portraying members of the Resistance. The French Resistance was very active in France supported by the Allies through air drops of supplies and a network of spies from the OSS and OSE. We have members who portray these people who provided much organization and help to those in the Resistance. The first Resistance groups in France where the Communist under the FTP. In 1943, De Gualle sent Jean Moulin to organize under the Free French Forces of the Interior, or FFI, and would unify the various groups for the upcoming invasion. Many of the Resistance would rescue downed Allied Airmen and get them back into the fight through the Comet Line which involved many of the countries in Europe's resistance. The Resistance also had the Marquis which were much like Partisans in the East and were a form of a underground army to fight a guerrilla war against the Nazis in France. We show all the various sides of the Resistance. 11

1941 Curtiss P-40E “Kittyhawk” Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armament:

The Curtiss P-40 was one of the most popular and successful American aircraft of the Second World War. It was made famous by the American Volunteer Group, known as the ‘Flying Tigers,’ in Burma. Led by Col. Claire Chenault, the Flying Tigers destroyed 286 Japanese airplanes while losing only 12 of their own in just over six months of combat. The museum’s Curtiss P-40 was manufactured in Buffalo, New York during 1941 and was delivered to the United States Army Air Corps. The Air Corps assigned serial number 41-35918 to the aircraft and passed it on to Great Britain under the Lend-Lease program, where the British changed its serial number to ET-564 Kittyhawk IA. Great Britain subsequently transferred the aircraft to the Soviet Union in April 1942, where it was then assigned to the Murmansk region of Northern Russia to defend against the German Nazi invasion launched from Norway. The aircraft

Messerschmitt Me 262

Allison V1710-39 1,150 hp 360 mph 650 miles 29,000 ft. 37 ft. 3.5 in 6 x .50 caliber Browning machine guns; 2,000 lbs. of bombs

was lost in action near the Arctic Circle and lay abandoned on the frozen tundra for fifty years. It was occasionally vandalized and pieces removed for scrap metal, wires, or anything of use by the local inhabitants of this remote area. The P-40 was recovered in 1992 and acquired by the museum in 1996. Final restoration work was completed, and it had its first test flight in over 50 years in 2003. This P-40E is painted to replicate the colors of David Lee “Tex” Hill’s airplane that he flew when he led the famous mission over the Salween Gorge, trapping the Japanese troops and ending their advance into Kumming, China. Tex Hill had 12¼ victories while flying with the American Volunteer Group and as the leader of the 2nd Pursuit Squadron, the Panda Bears. Before Tex Hill passed away, he autographed this plane on the inside of a baggage compartment door of the fuselage, where it can be seen today.

The Messerschmitt Me 262 was the world’s first operational jet-powered fighter aircraft. Aircraft deisgns actually began prior to WWII in 1939, but problems with the engines prevented the aircraft from attaining operational status with the German Luftwaffe until mid-1944. This was one of the most technologically advanced aviation designs in use during the war with two primary roles. The Me 262 A-1 Schwalbe (Swallow) was designed as a defensive interceptor, and the Me 262 A-2 Sturmvogel (Stormbird) served as a fighter/bomber. The Me 262 lacked the maneuverability of propeller driven Allied fighters but was very effective in intercepting Allied bombers. In March 1945, 37 Me 262s intercepted a force of 1,221 Allied bombers and 632 fighter escorts. The German force shot down 12 bombers and 1 fighter and only lost three Me 262s. Because of their speed, Me 262 pilots were relatively safe from Allied fighters. However, the Me 262 was not able to make a sizable impact because it represented only one per cent of the attacking force. Allied pilots learned that the best way to deal with the jets was to attack them on the ground and during takeoff or landing. Luftwaffe airfields identified as jet bases were frequently bombed, and Allied fighters patrolled over the fields to attack jets landing. The Luftwaffe countered by installing extensive flak alleys of anti-aircraft guns along the approach lines to protect the Me 262s from the ground. They also provided top cover during the jet’s takeoff and landing with the most advanced Luftwaffe single-engine fighters, the Focke Wulf Fw 190D. Despite these defenses, in March and April 1945, Allied fighter patrols over Me 262 airfields resulted in numerous losses and serious attrition of the force.

Engine: 2 x Junkers Jumo 004 B-1 turbojets Thrust: 8.8 kN (1,984 lbf) Max Speed: 559 mph Range: 652 miles Ceiling: 37,565 ft. Wing Span: 41 ft. 6 in. Armaments: 4 x 30mm MK 108 cannons in nose 2 x 550 lb bombs (optional) 24 x wing mounted 55mm R4M rockets (optional)

template. This original Me 262 was badly deteriorated, and the U.S. Navy agreed to allow Classic Fighter Industries, Inc. to dismantle the aircraft to use as a template. In return, Classic Fighter returned the Me 262 fully restored at no cost to the Navy. Work began in 1993, and in 2000, the original aircraft was returned to

Mutke at Fi ghter Factor y

Willow Grove NAS. The museum’s Me 262 completed its test flight in the fall of 2011 and arrived at the Fighter Factory’s Suffolk facility in October of that year. It is powered by modern General Electric jet engines like those in Lear jets. It is painted to match the color scheme of the aircraft flown by famed

Because of its late introduction, limited production numbers, maintenance problems and a lack of fuel during the late war, the overall impact of the Me 262 was negligible in Germany’s war effort. Just over 1,400 Me 262s were produced and of those, as few as 200 actually made it to combat units because of fuel shortages, pilot shortages, and lack of airfields that could support the aircraft.

Luftwaffe pilot Hans Guido Mutke, “White 3”. Mutke believed he had

The museum’s Me 262 was reconstructed by Legend Flyers of Seattle, Washington, working from plans developed by Classic Fighter Industries, Inc. This aircraft, along with several others, was built using an original Me 262 from Willow Grove Naval Air Station in eastern Pennsylvania as a

on April 25, 1945. He claimed to have gotten lost during a mission, but

exceeded Mach 1 breaking the sound barrier in a straight down, 90-degree dive on April 9, 1945, as he was protecting another Me 262 from attack. This is widely disputed, though, and most regard Chuck Yeager as being the first to break the sound barrier in 1947. Mutke went on to end his war career by landing his Me 262 two weeks later in Dubendorf, Switzerland others believed that he was defecting. The Swiss did not try to fly the plane and kept it in storage until they returned it to Germany in 1957. The aircraft is now on display in the Deutsches Museum in Munich, Germany. 13

Boeing P-26D “Peashooter”

1947 Lavochkin La-9

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

Engine: Horsepower: Max Speed Range: Ceiling: Wing Span: Armaments:

Shvetsov Ash-82FN 1,850 hp 428 mph 1,077 miles 35,433 ft. 32 ft. 9 in. 4x NS-23 cannons

Pratt & Whitney R 1340–7 600 hp 230 mph 635 miles 27,400 ft. 28 ft. 2 x 7.62 mm machine guns

Only two original Boeing P-26 Peashooter aircraft exist in the world today, both from the Guatemalan Air Force. It is believed that there are only five P-26 replicas in the world today, of which the Military Aviation Museum’s is one. The Lavochkin La-9 was built as a continuation of the Soviet Lavochkin line of fighters that began with Semyon Lavochkin, Vladimir Gorbunov and Mikhael Gudkov (LaGG) in 1938. The three opened the Experimental Design Bureau (OKB) in Moscow to design and build tactical fighters. After many designs, some being built and placed into service, such as the LaGG-3 and LaGG-5, the La models followed in 1941 and on through the war. The Lavochkin La-9 was first flown in 1946, and full production began in 1947. The La-9 was lighter than its predecessors and could carry more fuel and armaments. The La-9 was flow throughout the USSR and East Germany. In design and performance, it was seen as the equivalent of the American Bearcat and the British Sea Fury. Following World War Two, large numbers of the aircraft were delivered to China and some to North Korea where they were involved in early fighting during the Korean War. The museum’s Lavochkin is the only airworthy example of a Lavochkin La-9 from amongst a very small group of survivors (estimates range from 3-5 airframes world wide of the 1,559 built). Unfortunately, we do not know

much about the military history of this particular aircraft (c/n 828). It flew with the Soviet Air Force before being transferred to the Chinese Air Force in 1950. This La-9 was removed from service in the early 1960s and became a technical exhibit at the Beijing University of Aeronautics and Astronautics. In 1996, the aircraft was delivered to Duxford, England for restoration. However, after initial inspection, it was decided that the aircraft should go on to Auckland, New Zealand to be rebuilt to flying condition by Pioneer Aero Restorations. The engines and propeller were overhauled in the Czech Republic in 2002. It was first test flown in February 2003 and flew at the Auckland Air Show in March 2003. The aircraft then appeared as a static display at the Paris Air Show in June 2003 and returned to Britain making its debut flight at Duxford Flying Legends show in July of that year. The Military Aviation Museum acquired the La-9 in 2010, and it joined the museum display earlier in 2013. Its paint scheme represents a Russian aircraft in accordance with Russian regulations regarding the use of national insignia. (Not flying today)

RE-ENACTORS

The Boeing P-26 Peashooter first flew in March 1932. It was a single seat pursuit fighter aircraft built at a time when many were skeptical of new advances in engineering. So to appease conservatives in the U.S. Army Air Corps, Boeing included several obsolete features that resulted in hampering its development potential. For example, aviation experts of the time were doubtful about the value of retractable landing gear believing that any reduction in drag would be offset by the added weight of the retraction mechanism. The early retractable landing gears, which were manually operated, were also notoriously prone to malfunction. Therefore, the Peashooter was designed with fixed landing gear in streamlined fairings called spats. Despite some of these challenges, the aircraft was cutting-edge in many respects. It was Boeing’s first monoplane fighter and the USAAC’s first all-metal fighter constructed entirely of aluminum.

The museum’s P-26D (NX26PX, s/n 32-06) was built by Mayocraft of Bolton, Massachusetts in 2006. The aircraft is painted to represent the 1st Pursuit Group, 94th Pursuit Squadron, based at Selfridge Field, Michigan, circa 1935-36. This peacetime color scheme is blue for the fuselage with the wings and tail painted yellow. In combat areas, like the Philippines, the color was changed to olive drab, making it more difficult to locate. (Not flying today)

Six countries flew the Peashooter: the United States, Republic of China, Guatemala, Panama, Philippines and Spain. The first aircraft delivered to USAAC squadrons in December 1933. It was in service over 23 years, and the last was retired from the Guatemalan Air Force in 1956.

RE-ENACTORS

The 167th Signal Photography Company Begun more than a dozen years ago as a Yahoo Group, the 167th Signal Photography Company has grown to average more than 100 members worldwide from nearly a dozen countries. Although the organization uses the word "correspondent," which includes reporters, writers, news staff, broadcasters and enlisted or commissioned Signal Corps personnel, the majority of member's activity is in photography (and cinematography), often with a focus on combat photography. Members participate as "living historians" in various reenacting events using original equipment, cameras and processing. The focus of most members is on the WWII period, but the group also discusses and embraces other periods such as Korea and Viet Nam and even the pre-war period. On the East Coast, reenacting events may see as many as 10-20 combat photographer and correspondent reenactors traveling from as far away as Florida or Minnesota. "Living history" displays vary from simple encampments to fully functioning field processing laboratories or can display a wide variety of photographic equipment.

2nd “Das Reich” Der Führer Re-enacting Unit The 2nd “Das Reich” Der Führer Re-enacting Unit is a member of the Southeast Living History Society. It is the mission of this unit to respect and honor all nations involved in WWII by keeping the memory alive of those who made sacrifices for freedom. This German re-enacting unit is based out of North Carolina, portraying infantry and pioneer soldiers. Other impressions include field medics, police, nurses, and signals. Portraying an elite group, such as the SS, is a study in military tactics, technological advancements, cutting edge training regiments, and an understanding of the mindset of a formidable opposition from WWII. As time marches forward there are fewer veterans left to share their stories. Re-enactors such as these are an integral part of connecting past generations with future generations by listening and sharing knowledge of the past. http://ssreenactors.wix.com/2ndss

1943 Supermarine Spitfire Mk IXe

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

Rolls-Royce Merlin 66 1,720 hp 404 mph 434 miles 42,500 ft 32 ft. 6 in. 2 x 20mm hispano cannons 2 x .50 cal Browning M2 machine guns up to 500 lbs. of bombs

The Supermarine Spitfire Mk IXe owned by the Military Aviation Museum was produced for the Royal Air Force (RAF) in 1943 at the Castle Bromwich factory near Birmingham, England. It was part of the largest single contract for Spitfires. The aircraft was test flown by the factory’s chief test pilot, Alex Henshaw, in December 1943. Within a few weeks, it was dismantled and shipped to the port of Casablanca in North Africa to serve with the 417 Squadron of the Royal Canadian Air Force (RCAF). There, its first mission was escorting a group of U.S. Army Air Force (USAAF) B-25 Mitchell bombers during the Italian campaign. It was involved with the Allied landings at Anzio and flew 15 sorties over twenty-four days. In May 1944, the aircraft was transferred to No. 154 Squadron RAF, where it operated from the island of Corsica flying 95 bomber escort missions for the American forces over Northern Italy and in support of the invasion in Southern France. After the fighting in Northern Italy, in October 1944, it was transferred to No. 32 Squadron RAF at Kolomaki, Greece, and Squadron Leader George Silvester (DFC) chose this Spitfire to be his personal aircraft. It was common for the squadron commander to put his initials on the side of the airplane, indicating that it was his personal airplane, and the ground crew asked the commanding officer what identifier he wanted applied to his personal airplane. When the CO completed his test flight of the aircraft, Corporal Graham Tylee, of No. 32 Squadron, asked what code letter should put be put on the Spitfire. “...he jokingly said that there was a bit of a question mark over which identity letter to give his Spitfire...because he was neither A Flight nor B Flight.” The ground crew took the initiative and Corporal Tylee painted a large question mark where a code letter would normally be positioned. The CO was amused by this and said it could stay, and it was thenceforth known as “The CO’s Query.” 16

The war ended with the aircraft flown by No. 249 Squadron RAF from Yugoslavia after the retreating German forces. After the war, it was sent to RAF Brindisi in Italy, and stored for almost a year before being sold to the Italian Air Force. The aircraft underwent a major overhaul and was accepted by the Italian Air Force at Centocelle Airport on the outskirts of Rome. In 1951, it was among a group of Spitfires sold to Israel. The Israeli Air Force assigned the number 66 to the aircraft, and it served in an Operational Training Unit (OTU) at the Ramat David Airfield. The aircraft was decommissioned in June 1956 and was moved to a playground at a kibbutz in Kabri, near the border of Lebanon with the goal of sparking an interest in aviation from Israeli children. A photograph of the plane on the playground is hanging in the Army hangar. The aircraft was found in the playground in a dilapidated condition in the early 1970s and transported to England in 1978. A firm in the south of England began the restoration work, but in August 1986, the project was sold to Fred Smith, founder and president of Federal Express. The work was completed in November 1988, and it was immediately offered for sale. It was purchased by a gentleman from Birmingham, England, and it spent the next ten years in the Midlands area flying at charity events and memorial functions. The Military Aviation Museum inspected the aircraft and signed a contract to purchase it in May 1999 at the Duxford air show. The aircraft arrived at the Fighter Factory facilities in Suffolk, Virginia, in early 2000, the same day that Spitfire the hangar cat appeared at the hangar.

1943 Hawker Hurricane MKXII-B

The Hurricane first entered into service with the Royal Air Force in December 1937. As the outbreak of the war became more apparent, there was an urgency to produce the fighters, and they decided to build the aircraft at the Canadian Car and Foundry plant in Fort William, Canada. Over 14,000 Hurricanes were built between Britain and Canada, and they were flown by more than 15 countries. The Hurricanes fought alongside the Spitfires during the Battle of Britain and were responsible for destroying more enemy aircraft during this battle than all other defense systems combined. The museum’s Hurricane MkXII-B was built by the Canadian Car and Foundry in 1943. It was originally assigned to Eastern Air Command in 1943 and sent to 129 Squadron in Dartmouth. It moved around Canada for several years until it was taken out of service in Swift Current, Saskatchewan, in October 1946. The plane sat derelict on a farm in Saskatchewan from 1948 to 1965 when it was purchased by a new owner in Vancouver, Washington. At that time, a long-term restoration project began, and the aircraft flew for the first time in May 1994. In 2001, the Military Aviation Museum purchased the Hurricane, and it was returned to Canada in 2007 for restoration work which included a new

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

Packard Merlin 29 V12 1,300 hp 330 mph 486 miles 36,000 ft. 40 ft. 12 x .303 in machine guns

paint scheme to replicate the aircraft flown by American John Haviland. At age 19, Haviland volunteered for the RAF and flew with their forces during the Battle of Britain. During the battle, he experienced a mid-air collision but managed to land safely. Haviland was the only American-born pilot who flew in the Battle of Britain that went on to survive the end of the war. Following WWII, he returned to the United States, attended college in Colorado and then moved to Virginia where he became a professor in the engineering department at the University of Virginia in Charlottesville. He was awarded the Distinguished Flying Cross in 1945.

RE-ENACTORS Deutscher Volkssturm/Flakhelfer Berlin, 1945

U.S. Army Air Force/Staff Sergeant January 21, 1911–February 14, 1981 He never got out of the states but he did his part to help win the war. Link Trainer Instructor 517th Base HQ and Air Base Squad, Alexandria AAF Louisiana.

This re-enactor unit represents the Deutscher Volksstrum, or “People’s Storm” of the German Army in 1945. Following the disastrous Summer of 1944 when hundreds of thousands of soldiers were lost to the Soviet offensive, the Germans realized they could not win a war of attrition and developed a new strategy. Since all able-bodied men were already fighting, they turned to young boys, old men, and invalids to form the Volkssturm, or “People’s Storm”. Young boys served mainly in the Flakhelfer and Youth Unit of the Jung Volk going into battle to reinforce the desperately under-manned Wehrmacht Heer battalions. Some Volkssturm soldiers were as young as 12 to 15 years old. Occasionally they worked as messengers, but more often, they worked on anti-tank details, set up against approaching Soviet armored T-34 and T-85 tanks. Armed with a hodge-podge of weapons, the boys stalked Russian tanks in an effort to demoralize the enemy by denying them armored support. In addition, Flakhelfer soldiers manned all aspects of anti-aircraft artillery, utilizing 20 mm light flak guns to the massive, heavy 128 mm flak cannons, in their efforts to thwart the Allied bomber attacks of the Ruhr valley. Men who were too old or handicapped to fight filled non-combat roles like fire suppression, first aid and rubble clearing after bombings. They also worked in sanitation control, searching for the dead and wounded in the rubble. 17

Focke-Wulf Fw 190D-9 “Dora”

1944 Focke-Wulf Fw 190 A-8 “Blue 4” The Focke-Wulf Fw 190 was first designed in the late 1930, and the Luftwaffe began flying it is August 1941. The aircraft was superior to the RAF’s Spitfire in many ways, and as more entered into service, the balance of power in the air began to shift. It was used as a day fighter, fighter-bomber, ground-attack aircraft and night fighter. The Fw 190 joined with the Messerschmitt Bf 109 to form the core of the Jagjwaffe. There were many variants of the Fw 190, and the A-8 model entered production in February 1944.

The Military Aviation Museum acquired a Focke-Wulf Fw 190, model D-9 Dora, in 2012. It was built by Flug Werks of Germany, in Romania. When the Luftwaffe started to fly the Fw 190s in August 1941, they quickly proved to be superior to the RAF Spitfire Mk V in all ways except turn radius and high altitude performance. When the RAF introduced the Spitfire Mk IX, it helped balance the air power between the RAF and Luftwaffe again. Soon after, the Fw 190D was introduced, featuring a supercharged liquid-cooled Junkers Jumo 213A-1 engine. To keep the design as simple and as aerodynamic as possible, the Germans used an annular radiator installed at the front of the engine. The radiator includes adjustable cooling gills and a row of six short exhaust stacks on either side of the elongated engine cowling. Both the nose and tail of the aircraft were lengthened to accommodate the new engine and maintain balance and weight distribution. After all of this, the Fw 190D still struggled with high altitudes, and its designer, Kurt Tank, said he intended the aircraft to serve as a stop-gap until the Ta 152 was available. Regardless, it was put into full production in August 1944 and entered service in September of that year with Jagdgeschwader 54 (JG 54). A total of 1,805 Fw 190D-9s were produced. The aircraft had excellent handling and performance as a medium altitude, high-speed interceptor. The museum’s Dora is painted as “Black 12” of 10./JG54 flown by Leutnant Theo Nibel. On January 1, 1945, Lt. Nibel was participating in Operation Baseplate. He was flying with 64 Fw 190D-9s following Junkers Ju 88 guide aircraft to Grimbergen, Belgium. During the attack, he was forced to make a belly landing in a nearby field when a bird strike impacted the radiator. The British captured Nibel, and his aircraft was the first intact Fw 190D-9 to fall into Allied hands. (Not flying today)

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

Junkers Jumo 213 A-1 2,240 hp 426 mph 520 miles 40,000 feet 34 ft. 5 in. 2 x 20mm cannons; 2 x 13mm machine guns

RE-ENACTORS

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

BMW 801 D-2 1,700 hp 408 mph 500 miles 37,430 ft. 34 ft. 5 in. 2x 13mm MG, 4x 20 mm MG

The Military Aviation Museum acquired this original 190 A-8, Blue 4, in 2013 It was originally flown by Leutnant Rudi Linz. On February 9, 1945, the RAF launched an attack with Beaufighters, Warwicks and Mustangs against German ships off Norway. The attack was intercepted by the Fw 190s of III./JG 5 based at Herdla. Just after claiming his 70th kill, Leutnant Linz was shot down himself. The mission and the day were later named “Black Friday” by the Allied aircrew. One Mustang and nine Beaufighters were shot down. Eleven men were lost and one taken prisoner from the 404 (RCAF) Squadron alone. Despite all of this, Leutnant Linz’s Fw 190 was recovered. It was originally built at the Ago factory in Oschersleben between July and August 1944. It was assembled for static display at the Texas Air Museum in San Antonio, Texas. The museum acquired the aircraft five years ago and placed it on display in the 1934 Cottbus Hangar in 2014. (Not yet airworthy)

Glenn R. Carwell, MD, ATP

Board Certified, Plastic Reconstructive & Hand Surgery

Hochgebirgsjäger Battalion 4

The Paper Dolls mountain troop reenactment groups in the country. 5th Kompanie / Hochgebirgsjäger Battalion 4 is one of the premiere The Paper Dolls are a female re-enacting group founded in January 1999. They portray women from all walks of life who served their countries in their own unique way, from the hometown sweetheart to French Partisans. Some impressions include American Red Cross volunteers, Army and Navy Nurses, ATS, WAAF, USMC, WAC, CWAC, WAVE, ENSA, USO, German DRK Nurses and Helferin, as well as Russian pilots, snipers and infantry women. The group has civilian and military impressions for almost every WWII nation and are proud to do it well, in the US and the UK. www.thepaperdolls.org

The Paper Dolls

RE-ENACTORS

The Paper Dolls are a female re-enacting group founded in January 1999. They portray women from all walks

Grossdeutschland Grossdeutschland is one of the oldest World War Two reenactment units with over 30 years of experience in Living History interpretation. The unit has participated in Living History Displays throughout the Eastern United States and has won numerous awards and accolades from prestigious institutions such as the Aberdeen Proving Grounds (MD), Ft. Indiantown Gap (PA), Jamestown Historical Foundation (VA), Picatinny Arsenal (NJ), and West Point Military Academy (NY). Members organize and attend battle reenactments, volunteer with period restoration projects, and educate the general public on life in the German Army. Grossdeutschland is unique in that they focus their efforts on a Unit Impression–not an individual one. By doing so, they can best represent the German Army as it was during the tumultuous days of World War II. Currently, they have a growing and stable membership base of over 130 people on the East Coast. 18

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1941 Mikoyan-Gurevich MiG-3

North American P-64 Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

P-64 was the US Army Air Corps’ designation for the North American NA-68 fighter, which was built as an upgrade to the NA-50. The NA-50 was originally designed in the late 1930s, and most were sold to Peru. The NA-68/P-64 model followed in 1940. The NA-68/P-64 was a single-seat fighter like its predecessor. It featured the ability to carry heavier armament, a redesigned tail, new outer wings and modified landing gear.

Wright R-1820-77 870 hp 270 mph 965 miles 27,500 ft. 37 ft. 3 in. 2x 7.62 mm MG, 2x 20 mm cannons, up to 400lb of bombs

The MiG-3 was a Soviet fighter developed by the Experimental Design

Nearly 3,200 MiG-3s were built between 1940 and 1941. The Military Aviation

In 2014, the museum acquired this example of a North American

Museum’s aircraft, c/n 4958, was one of the last production aircraft in 1941.

P-64 from Robbie Vajdos of Louise, Texas, owner of a private airport

The two aircraft shared the same powerplant, a Mikulin AM35-A, and

It is believed to have been assigned to the 147th IAD, V-VS in defense of the

the same armament.

Arctic region. Only 14 MiG-3s served in this unit over a six-month period.

called the Flying Ranch. It is a replica aircraft built from a North American SNJ-4 as a projected funded by Tom Dodson of Tulsa, Oklahoma. The project was completed in 2001 and flown for several years before being donated to the Tulsa Air and Space Museum for static display. In 2007, the aircraft was acquired by a group in Corpus Christi, Texas and flown for several more years. While there, it suffered an engine failure but landed without incident on a ranch strip. After that, it was disassembled and

single-seat fighters, but while en-route to Thailand, the export clearance

stored. The most recent owner purchased the aircraft in 2010 and replaced

was cancelled, and they were returned to the United States. The USAAC

the engine with a Wright 1820-80A engine producing 1425 hp. There was

designated these aircraft the P-64, disarmed them and used them for

only five hours of flight time on it when acquired by the Military Aviation

advanced fighter training.

Museum this year.

Yakovlev Yak-3 Engine: Klimov VK-105PF Horsepower: 1,300 hp Max Speed: 407 mph Range: 405 miles Ceiling: 35,000 ft. Wing Span: 30 ft. 2 in. Armaments: 1 20mm ShVAK Cannon, 2 12.7mm Berezin machine guns

The Yak-3 was a Soviet fighter plane that entered into service in 1944. It and easy to maintain. The Yak-3 was one of the lightest major combat fighters used by anyone during the war and was highly successful in dogfights, flying low over battlefields and engaging in dogfights below 13,000 feet. As it reached the front lines in the summer of 1944, the 91st 20

Mikulin AM35-A 1,350 hp 398 mph 510 miles 39,400 ft. 33 ft. 5 in. 1x 12.7 mm MG, 2x 7.62 mm MGs, 2x 220 lb bombs

Department (OKO) of Zavod in 1941 as an improvement over the MiG-1.

Once designed, the Royal Thai Air Force ordered several of the NA-68

was a favorite of both pilots and ground crew because it was small, robust

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

IAP of the 2nd Army was tasked with using it to gain air superiority. They flew over 430 missions and shot down 20 Luftwaffe fighters and three Ju 87s, while only losing two Yak-3s. The Yak-3 seen at the museum today was actually recreated in 1991 by the Yakovlev company using original parts and dies in Orenburg, Russia. It is powered by an American V-12 Allison engine.

In June 1941 at the beginning of Operation Barbarossa, over 980 MiG-3s were in service with the V-VS, the Soviet Air Defense Forces and Russian

There are no records of its loss, but research leads us to believe it suffered damaged during combat in the winter of 1941 flying from its base at Afrikanda.

Naval Aviation. The MiG-3 was designed for increased performance at high

In 2001, the aircraft was found in the Murmansk region, and the Aviarestoration

altitudes, but that meant when it was forced into use in other combat roles,

company of Novosibirsk, Siberia reconstructed it from parts of six recovered

it proved difficult to fly. Aviators reported excellent handling at altitudes

wreckages. Most of the equipment is original but the Mikulin engine was

above 12,000 feet, but the lower altitudes fought over the Eastern Front

replaced with an Allison V-1710. It is believed to be the only flying MiG-3

when battling the German Messerschmitt Bf 109.

anywhere in the world. (Not flying today)

RE-ENACTORS The 175th Engineers The 175th Engineer Regiment left out of Hampton Roads and was involved in Operation Torch for the landings in North Africa on November 8, 1942. The unit was also involved in the whole Sicily campaign and the entire Italy Campaign ending at the Po River for VE Day and was in Rome for the liberation of the city on June 5, 1944. This June 5th will mark the 70th anniversary of the liberation.

Dine In or Carry Out 1824 Princess Anne Rd. (757) 721-4900

The founding members of the 175th Engineers re-enactment unit are the brothers, Mark and Ken Jones. The unit was founded in honor of their father, Harry Jones, who started as a buck private in 1941 and was with the unit through the whole war. He continued his military career serving in the Korea and Vietnam wars and retiring as a Colonel. The unit has a fully restored and operational 1943 GMC CCKW dump truck. The CCKW was at Normandy in 1944. After the war, she served with the Dutch Army. When the cold war ended, she returned to Normandy for the 50th in 1994 and then returned back to the US. The 175th Engineers re-enactment unit got it in 2000. With the help of Ken’s sons Nathan and Eric Jones, the truck was restored with the markings of one of the Regiment’s Engineer Trucks.

Robert “Bob” Hill Lebanon, TN

John Ferguson Washington, DC John Ferguson learned to fly in the Scouts and has been flying professionally since 1989. He has also been in the Warbird community since 1989, primarily as an air race mechanic on the P-51 Mustang “Risky Business” and the Sea Fury “Bad Attitude.” John is a B-25 pilot and B-17 pilot, and flies the B-25 for the museum. On January 1, 2004, John and his wife Caroline were married in flight in the B-25 “Executive Sweet.” Currently, he is employed as a Gulfstream Captain by Northrop Grumman. John spent most of his life in Granada Hills, California, until he recently relocated to the east coast. Ray Fowler Carrollton, GA

Bob Cope Nashville, TN Bob Cope took his first solo flight one year after high school in 1972. He flew charters and worked as a flight instructor during college. Bob went on to serve as a Director of Operations of a Part 135 charter operation until he joined the FAA in 1983 as an Air Traffic Controller. After seven years as a controller, he transferred to the FAA Flight Standards Service as an Aviation Safety Inspector. Bob is type rated in the Cessna Citation and the Embraer EMB145 and holds Second-In-Command type ratings in the PBY Catalina and the B-25 Mitchell. He began volunteering as a pilot for the museum in 2003. 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 towing banners and flying sailplanes and then went on to fly for Piedmont Aviation, US Airways, and COPA Airlines. Nelson has been part owner of a Pitts Special S1-C, a Monocoupe 90AL, and he owned a Luscombe 8A. Nelson began volunteering as a docent and pilot at the museum in 2009. He has nearly 19,500 hours flight time. He holds an Airline Transport Rating (ATP) and has ratings in a Boeing 757, YS-11, and Gliders. He also has a Second-in-Command (SIC) rating in the Ju 52. 22

Raymond Fowler has over 12,000 flying hours and flies the F-16C+ Fighting Falcon with the Air National Guard and is a civilian pilot for a major airline. Maj. Fowler was called to active duty in January 2003 for Operation Iraqi Freedom, as part of the largest activation in his unit’s 50 year history. His squadron deployed as the lead unit, commanding a mixture of Air National Guard, Air Force Reserve, Active Air Force and British Air Force units comprising the 410th Air Expeditionary Wing to prevent Iraqi missile launches. In 2004, 2006, and 2009, the unit again deployed to Iraq, and Maj. Fowler and his unit performed overwatch flights and air support. In 2008, he was the aircraft commander for a momentous Atlantic Ocean crossing to Europe in the Boeing B-17 “Liberty Belle.” Ray is actively involved with multiple flying museums and can be found flying at air shows in a variety of WWII fighter and bomber aircraft. 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. He has flown the Boeing B-29, the Consolidated B-24, and the North American B-25 bombers. As a flight instructor pilot, John flies the de Havilland DHC-1, Consolidated BT-13 and the North American T-6. John currently pilots the museum’s Chance Vought FG-1D Corsair, the Hawker Hurricane, the FM-2 Wildcat, and the TBM Avenger.

Bob Hill grew up near Rochester, New York. As a young child, Bob was fascinated with airplanes and spent hours watching old WWII movies and building WWII model airplanes. He never imagined that several of his favorite models, such as the B-25 Mitchell and B-17 Flying Fortress, were destined to re-appear in his adult flying career. He began his adult flying career during college in a D-18 Twin Beech. Bob's professional career allowed him to operate many different aircraft, including carrying freight in the venerable the DC-3. For many years, Bob piloted forestry airtankers, including the DC-4, CL-215, and CL-415. Bob has also flown many different seaplanes and was the first airman in the United States to receive a type rating in both the CL-215 and CL-415 water bombers. He is type rated in five large flying boats, and has flown over 110 types of aircraft. Bob has acquired over 14,000 hours, and holds the level of Airline Transport Pilot in all four classes of airplanes. He is a Certified Flight Instructor for single and multi-engine airplanes, instrument airplane, and glider. Bob is also a volunteer pilot for The Liberty Foundation and has over 1400 hrs. in the B-17 Flying Fortress. For the Military Aviation Museum, he pilots the B-25, PBY Catalina, and the TBM Avenger. He has flown for the museum since early 2003. 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. When he was nine years old he was given a check ride by an FAA flight examiner and passed the check ride for a private pilot’s license –unfortunately the examiner could not issue the license due to John being only nine years old. On his 16th birthday, he soloed and went on to get his commercial license, single engine land, multi engine land and instrument rating. Today, John has over 4,600 hours in over 40 different aircraft, flying everything from a J-3 to an F-16. He has flown in aerobatic competitions and raced in both the formula “V” and formula one class of air racing. Today, he flies the museum’s Spitfire, P-40, FM2 Wildcat, PT-17, SNJ, Chipmunk, Fokker DVII and is copilot on the B-25 and PBY Catalina. Andy Michalak Easton, MD Andy Michalak began flying as a private pilot in 1958 and commercially in 1960. Four years later, he became a pilot in the US Air Force and was a fighter pilot with the Air National Guard throughout the 1960s and most of the 1970s. He is also a Certified Flight Instructor and has flown military trainers and fighters of all kinds, as well as various airliners like the DC-7, B-767 and others. Andy began flying Warbirds at air shows in 1989 and flying for the museum in 2004. He has over 26,000 hours of flight time. Dave Morss Redwood City, CA Dave Morss began flying at age 14 and has logged over 28,000 hours on more than 300 types of aircraft. He is founder and president of Myriad Research and conducts flight tests on experimental aircraft of all types, including first flights on 39 prototypes. One of aviation’s top test pilots, Dave holds ATP, AMEL, Learjet, B25, Commercial ASELS, RH, G, Flight Instructor ASMEGI, A&P, DAR, DE, EAE, and Flight Engineer Turbojet certificates. In 1998,

in recognition of his test career, the Society of Experimental Test Pilots awarded Dave the Spirit of Flight Award honoring his accomplishments in flight testing. He also holds the record for the most races at the Reno National Air Races, at 204 races and counting. In total, Dave holds thirteen world speed records, ten of which stand. He currently flies the museum’s FM2 Wildcat and P-51 Mustang. Charles “Obie” O’Brien Virginia Beach, VA Charles “Obie” O’Brien has volunteered with the Fighter Factory and Military Aviation Museum since 1999. Over the years, he has flown the Corsair, TBM Avenger, AD-4 Skyraider, SNJ, Fokker D-VII, and others. Obie was a Naval Aviator for 30 years flying fighters ranging from the Corsair to the supersonic RF8 Crusader. His first squadron was equipped with Corsairs and included a combat deployment to Korea. He also served as a flight instructor and was assigned to a Photo Reconnaissance Squadron flying the F9F-8 Cougar and the RF8 Crusader. During the Vietnam conflict, Obie was the assistant Air Boss on the Bon Homme Richard (CVA-31) and also served 15 months in Vietnam. After retirement, he joined the Skytypers, an aerial advertising and flight demonstration team. He has over 7,000 flight hours in 52 types of aircraft and 735 arrested landings on 20 different carriers. 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 in B747-400s for Pan Am and Atlas Air. He’s also flown DC-3 charters in Africa, aerobatics in anything that can loop and gliding in his Libell 15-metre sailplane. When not flying, Boom writes articles for aviation magazines and is working on a third novel on military aviation. He is originally from Long Island, New York. Lou Radwanick Virginia Beach, VA Lou Radwanick is a retired Army pilot and a retired airline captain with over 24,000 hours in military airplanes, civilian airplanes, and helicopters. He began flying in 1964 while still in high school and started flying for the Fighter Factory in 2000. Since then, he has flown most of the trainers plus the Hurricane, Spitfire and Ju 52. He spends his time restoring antique airplanes, most recently, a Stearman PT-17 and Piper Pacer. He also enjoys giving people rides in his biplane, introducing them to the thrill of open cockpit flying. Lou is a recipient of the Wright Brothers Master Pilot Award for 50 years of safe flying, civilian and military. Kevin Sinibaldi Virginia Beach, VA Kevin was raised in the northeast and commissioned in the US Navy where he flew A6 Intruders for ten years of active service and DC9 Skytrains for two years of reserve service. After the military, he owned/operated a parachute drop zone in Chesapeake, and now flies for a major airline and the Skytypers. Kevin has over 17,000 flight hours in a wide variety of aircraft. and flies multiple trainers, fighters, heavy multi-engine, and World War I aircraft for the museum. 23

1949 Douglas AD-4 “Skyraider” Mike Spalding Ahoskie, NC

Josh Wilson Norfolk, VA

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 grew up around airports with his father and first soloed when he was 16. He learned to fly in the Civil Air Patrol and built his initial flight hours doing search and rescue for downed aircraft. Today he owns a Stearman and a 210hp Globe Swift; to Mike, the Stearman is the perfect airplane, but his favorite airplane is whichever one he is flying at the moment. In 2002, he began flying the museum’s Stearman. He also flies the museum’s Mosquito, FG-1D Corsair, FW-190, AD-4 Skyraider, TBM Avenger, Spitfire, FM-2 Wildcat, P-51 Mustang, Yak-3 and others. Mike became the Chief Pilot for the museum in January 2011. Mike is an Airframe and Powerplant (A&P) mechanic with Inspection Authorization (IA) and enjoys working on Warbirds when he is not flying them. Wolfgang “Wolf” Czaia Whidbey Island, WA Wolf Czaia wanted to be a pilot since his early childhood in Germany. He started flying gliders in high school and joined the Luftwaffe in 1959. After flight training in the US, he flew F-84Fs for two years before transitioning to the F-104. He remained with the Fighter Weapons School as an instructor until leaving the German Air Force for the United States in 1970. Working as an instructor and charter pilot, he joined AirCal (later American Airlines), and retired as a Boeing-757/767 check airman and FAA designee. Since 1988, he has flown civilian Starfighters in air shows and served as a test pilot and instructor at the USAF Test Pilots School at Edwards AFB and the International Test Pilots School at Cold Lake CFB. Since 1992, Wolf has been the test pilot for the Me 262 Project. He has authored a book on flight testing the Me 262, and can look back on more than 28,000 hours of flight time in more than 150 types of aircraft.

Josh Wilson has been flying for 17 years and has over 4,000 hours flying more than 100 aircraft from Piper Cubs to F-22s. Very early on in his training he was involved in a spin, which left him wary of slow speed maneuvering and stalls. To overcome the fear of being out of control, Josh learned how to perform spins, rolls, loops, and hammerhead maneuvers and now has a love for aerobatics. Over the years, he has taught aerobatics and dogfighting in a WWII AT-6 Texan. In 2001, he joined the military and began flying the Venerable F-16. He has two volunteer tours in Iraq with nearly 500 combat hours on over 100 sorties. Josh currently flies F-22s from Langley AFB. 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 tail wheel military aircraft he flew was the museum’s yellow Stearman in 1997. Soon thereafter, he soloed in the museum’s SNJ-4 (AT-6 trainer) when it initially arrived from South Africa. The first true fighter that he flew was the Navy Corsair acquired by the museum in 1998, and in 1999, he flew the Spitfire, before the plane was relocated from England to Virginia. He still thinks of the Spitfire as his favorite and most exciting airplane of the many museum aircraft. His greatest interests lie in helping the museum locate rare aircraft overseas in far-away remote locations. These rare finds are then assigned to restoration shops throughout the world to return them to a like-new condition, so they can continue their flying careers with the museum.

RE-ENACTORS 1st SS Division The 1st SS Division began as a small detachment for the personal protection of Adolf Hitler (Leibstandarte Adolf Hitler). It later transformed into an elite fighting force within the new Waffen SS. During WWII, this unit saw action on all fronts, with the exception of Africa. With competent veteran leaders, the unit became a fearsome opponent to any that it encountered. They were often used as “fire brigades” that moved from hotspot to hotspot, especially during fighting on the East Front. Later, when used within an SS Panzer Corps, they would spearhead offensives in France, Belgium, and the last in Hungary. Finally in 1945, the remnants of the division surrendered to the Allies in Austria. This re-enactment group has members from Pennsylvania to South Carolina, as well as some Canadians. The unit has been together for eight years and participates in living histories and private tacticals up and down the East Coast throughout the year. www.1stlahrecon.com

Engine: Horsepower: Max Speed: Ceiling: Wing Span: Range: Armaments:

Wright Cyclone R-3350-26WD 2800 hp 370 mph 27,500 ft. 50 ft. 1,386 nautical miles with external tanks 4 x 20mm cannons; up to 12,500 lbs. of ordnance with 17 attach points

Chinese Communist Forces were using the sluice gates in the Hwachon Dam to flood the lower Pukhan River, preventing the United Nations Forces from crossing the river and proceeding northward. Skyraiders dropped Mk-13 torpedoes on the sluice gates, preventing the Chinese Communist Forces from controlling the flow of the Hwachon River. The attack earned them the nickname “Dambusters.” The Skyraiders attack on May 1, 1951, was the last time the United States Navy used torpedoes in an actual act of war.

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Military Aviation Museum In mid-1944, the U.S. Navy was looking for a replacement for its obsolete SBD Dauntless dive-bomber. By March 1945, Douglas had redesigned, built and flown the new Dauntless II, and the Navy bought the initial production order just before the end of the war in the Pacific. The term “Able Dog” for the Skyraider was originally coined from the phonetic alphabet for ‘AD.’ The first version of the AD-1 had gradual improvements made to its design, which eventually led to the introduction of the AD-4 Skyraider in 1949. There were seven different models of Skyraiders built and several versions of each type. Skyraiders were used for combat in all weather situations, refueling, target towing, troop transportation, medical transport, photo reconnaissance, submarine detection and other missions. The final Skyraider rolled off the Douglas assembly lines in February 1957. Skyraiders continued to serve through the Vietnam War, and the Navy retired its last Skyraider in April 1968. The aircraft also served with various foreign governments such as South Vietnam, Sweden and France. The museum’s Douglas AD-4 Skyraider was built in 1949. During its first tour of duty, it was part of the VA-55 squadron that was deployed in the Korean War. Its third and final tour of active duty ended in February 1956 with the Marine Corps Squadron VMAT-20. It then spent 10 years on static display in Atlanta, Georgia, before being purchased in 1966 and restored back to flying condition. It was sold several more times, and the Military Aviation Museum acquired the plane in August 2000. In the spring of 2001, it was repainted to replicate the airplane flown by VA-195 Commanding Officer Harold “Swede” Carlson. LCDR Carlson led the VA-195 Squadron on the torpedo strike of the Hwachon Dam. In 1951, the

...the magazine for warbird enthusiasts.

Avro Lancaster Mk X Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

The Avro Lancaster Mk X Bomber is visiting from the Canadian Warplane Heritage Museum (CWH) in Hamilton, Ontario. The Lancaster was the most outstanding heavy bomber of World War II. Powered by four Rolls Royce or Packard-built Merlin engines, it was the only aircraft capable of carrying the 22,000 lb. “Grand Slam” bomb. Between 1942 and VE Day, Lancasters participated in 156,000 sorties and delivered two-thirds of Bomber Command’s total bomb weight. The Lancaster won a place for itself in history with the daring and precise bombing raids on the Mohne and Eder dams in May 1943 and with the all but impossible feat of sinking the German battleship Tirpitz, in a well-defended Norwegian fjord.

Four Packard Merlin 224s 1,640 hp each 280 mph 3,000 miles 23,500 ft 102 ft. 8x 7.7mm Browning machine guns 14,000 lb or 22,000 lb Grand Slam bomb

Of the 7,366 Lancasters built during World War Two, only two are still flying today. The CWH Lancaster, C-GVRA, was one of the 422 Mk Xs built at Victory Aircraft in Canada between 1943 and 1945. It saw service with the No. 107 Rescue Unit at Torbay, Newfoundland as a maritime patrol/ search and rescue aircraft until retired by the RCAF in 1964. With assistance from the Sully Foundation, it was acquired by Canadian Warplane Heritage from Goderich Legion in 1977, and following years of restoration, flew again for the first time on September 24, 1988. The CWH Lancaster is painted in the wartime RCAF markings of the 419 Squadron aircraft in which P/O Andrew Mynarski of Winnipeg was posthumously awarded the Victoria Cross for attempting to rescue the trapped rear gunner from his blazing turret in June 1944.

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Grumman FM2 Wildcat

Goodyear FG-1D Corsair

Grumman TBM-3E Avenger

PBY-5A Catalina

Curtiss P-40E Kittyhawk

North American P-51D Mustang

North American B-25J Mitchell

Douglass AD-4 Skyraider

North American SNJ-2

Stearman PT-17 Kaydet

Boeing P-26 Peashooter

fairchild PT-19

North American T-28D Trojan

Beechcraft T-34B Mentor

TG-4A Training Glider

Mikoyan-gurevich mig-3

Junkers Ju 52

Messerschmitt Me 262

Focke-Wulf Fw 190 A-8

Focke-Wulf Fw 190 Dora

Focke-Wulf Fw 144J

b端cker B端 133 jungmeister

Messerschmitt 108

Messerschmitt 208

LaVOchKIN LA-9

Polikarpov Po-2 Mule

Polikarpov I-15bis

Polikarpov I-16

Polikarpov I-153

Yakovlev Yak-3M

North American P-64

Hawker Hurricane MKXII-B

de Havilland DH-82A Tiger Moth

N3N-3 Canary

DE Havilland DHC-1 Chipmunk

Supermarine Spitfire MK IXE

The Beautifully Restored Aircraft of the Military Aviation Museum 30

de Havilland DH-98 Mosquito

1944 North American B-25J “Mitchell” Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

2 x Wright R 2600-29 1,700 hp 275 mph 2,500 miles (with aux. tanks) 25,000 ft. 67 ft. 7 in. up to 18 .50 cal machine guns; 6,000 lbs. of bombs

The B-25 medium bomber was one of America’s most famous airplanes of World War II, seeing duty in every combat area. In addition to being flown by American forces, it was flown by the British, Dutch, Chinese, Russians and Australians. The B-25 was first built by North American Aircraft Company in August 1940, with the first aircraft being accepted into service by the U.S. Army Air Corps in February 1941. By the end of the war, a total of 9,816 B-25s were built in California and Kansas in different modifications. The B-25J Mitchell at the Military Aviation Museum was built in Kansas City, Kansas in late 1944, and registered to the U.S. Army Air Corps as serial number 44-30129 (North American C/N 108-33414), The aircraft was originally equipped with a dome in the nose and surveillance equipment in the fuselage.

Join the Military Aviation Museum October 4-5 for the annual Biplanes & Triplanes World War One Air Show. 2014 marks the Centennial of the start of the Great War in Europe, and it is our chance to celebrate the brave men who flew these delicate wood and fabric aeroplanes just a few years after the Wright Brothers took their first flight in nearby Kitty Hawk, NC. See beautiful reproduction aircraft representing England, France, Germany and other nations fly. Each year, art by Russell Smith serves as the official air show artwork. This year, Russell’s custom piece is entitled Early Bird at Langley. It depicts a lone JN-4 Jenny coming in for a landing at Langley Field in 1918. Langley Air Force Base is one of the oldest continuously working air bases in the United States with its origins dating back to 1916. The museum owns a JN-4 Jenny, which is just ending its reconstruction phase in Argentina, South America. The JN-4 Jenny will arrive at the museum later this summer and is scheduled to fly at Biplanes & Triplanes.

Following World War Two, the surveillance equipment was removed, and it was converted into a training aircraft and re-designated a TB-25J. It was later modified into a TB-25K trainer. Norton Air Force Base, California, was home to this Mitchell for several years, where it was finally re-designated as a TB-25N trainer. By December 1957, it was declared surplus and stored at Davis-Monthan AFB. The USAF removed the aircraft from inventory in 1958. It was registered with a series of civilian owners over the years. The first was P. J. Murray, of California, who purchased the B-25 from the USAF in June 1958. He registered it with the Federal Aviation Administration (FAA) and received the registration number it has today (N7947C). The next owner was American Investments Syndicate of La Mesa, California, who transferred ownership internally multiple times from 1958 until 1962. Mr. C. C. Wilson, of San Diego, California, purchased it from the last registered owner of AIS in November 1962 and sold it almost immediately.

In January 1963, Arthur Jones of Skidell, Louisiana, purchased the B-25, “Wild Cargo,” and used it to fly exotic animals from Latin America to the United States. On one such flight into Lumpkin Field in Cincinnati, the bomber had 1,500 snakes aboard for the Cincinnati Zoo when the pilots experienced both an engine problem and a landing gear malfunction. The co-pilot parachuted over the field and the plane landed on its belly. The airport needed three days to round up most of the snakes. The owner never returned to claim the plane, and the local sheriff’s office eventually auctioned it off. It was purchased by Cincinnati Aircraft Inc, of Cincinnati, Ohio. Walter Soplata, who had a large collection of aircraft, purchased the plane in September 1964, and with the help of his son, dismantled the aircraft and took it to his home in Newbury, Ohio. After almost three decades of sitting on his property, Soplata sold the plane to Vintage Aircraft, Inc. in December 1990. The museum acquired the B-25 in October 1997, but the plane remained with Vintage Aircraft, Inc. in Woodstock, Georgia for restoration. During the restoration, the clear nose was restored on the aircraft, which made the aircraft a B-25J again. Still known as “Wild Cargo”, this B-25's first flight since the landing gear accident in 1963, occurred on November 19, 2005. Eventually, it was flown to the Fighter Factory facility in Suffolk, Virginia, for additional work in preparation for final painting in Canada. The painting was complete in August 2008, and it arrived at the Military Aviation Museum on August 29, 2008.

RE-ENACTORS Luftwaffe FLAK Crew The 62nd FLAK Regiment is a non-political, non-profit living history organization based in the Hampton Roads area. The group’s primary activities include the crewing, maintenance, and firing of the museum’s 88mm dual purpose gun. The impression is generally that of a German Air Force heavy anti-aircraft gun crew circa 1941-42. During that period of the war, the 62nd was formed in East Prussia and went on to serve in Belgium, Northern France, and Southwestern France. By the end of the war the FLAKKORPS was only superseded by the Infantry in terms of size within the German Wehrmacht.

1949 Junkers Ju 52 Engine: 3 x BMW 132-A3 (Pratt & Whitney) Horsepower: 725 hp each Max Speed: 171 mph Range: Up to 800 miles with aux. fuel tanks Ceiling: 18,500 ft. Wing Span: 95 ft. 10 in. Armaments: 1 x 13 mm M131 machine gun in dorsal position; 2 x 7.92mm M15 machine guns

“Remember, Honor, Serve” The Junkers Ju 52 (nicknamed Tante Ju, “Auntie Ju” or “Iron Annie”) was a German transport aircraft manufactured from 1932 until 1945. It saw both civilian and military service during the 1930s and 1940s. As a civilian aircraft, it flew with over a dozen air carriers as an airliner and freight hauler. As a military aircraft, it flew with the Luftwaffe as a troop and cargo transport and briefly as a medium bomber. The Ju 52 continued post-war service with military and civilian air fleets well into the 1980s. The Military Aviation Museum’s Junkers Ju 52 was built by CASA in Getafe, Spain. The official designation was CASA 352 and only 170 were built. The Spanish Air Force (SAF) assigned it serial number T2B 176. Originally, it was believed to be CASA 352L serial number 67, built in May 1950. Further research revealed a second data plate, inside the cabin under multiple layers of paint, which matched a second data plate on the outside of the fuselage indicating CASA serial number 77 with construction date of January 1949. The aircraft was overhauled in 1971-1972, and by 1976, it had only accumulated 1,500 flight hours with the SAF. In November 1976, the Material Disposal Agency of the SAF sold the Ju 52 to the Commemorative Air Force (CAF). Also known as the Confederate Air Force, this Texas-based non-profit works to preserve historic aircraft. As the Ju 52 undertook its trans-Atlantic flight from Spain to Texas, it made several stops. In Biggin Hill, England, auxiliary fuel tanks, an oil tank, and LF radios were installed. By then, winter weather had set in over the North Atlantic, and the flight was postponed.

The ten day, 8,000 mile flight to Harlingen, Texas began in July 1980. Pilots flew a northern Atlantic route via Scotland, Iceland, Greenland, Baffin Island and Quebec. The aircraft first touched down in the United States in Bangor, Maine, where they landed during an air show, and then flew on to Harlingen, Texas, by way of Chicago, Denver and southeast to Texas. The CAF had the initial restoration and maintenance done by the Colorado and Southern Lake Michigan (SoLaMich) Wings of the CAF. The aircraft was repainted as a Ju 52 of the 7th Staffel KGzbV1, 1st Bomber Wing of Special Operations. After further research, the tactical/operational markings of 1Z+AR and markings for the invasion of Crete on May 21, 1941, were added. Luftwaffe Lieutenant Franz Lankenau flew the original aircraft in these markings on approximately 250 missions in Poland, Norway, Netherlands, France, Greece, Crete and Russia. He donated his log book to the CAF and supplied much of the information required for the restoration. He also provided pictures of the coats of arms on the nose nacelle: Brandenburg, for the city where the Staffel was first based, and Hapsburg, for their commanding officer.

The Airborne Demonstration Team participates in active parachute jumping in the style of the WWII airborne soldiers utilizing aircraft that actually participated in the invasion of Europe. In 1945, the War Bond Demonstration Team was created at the request of the U.S. Treasury

War Bond sales. Now, the Airborne Demonstration Team performs similar jumps to educate people about this unique group of infantrymen, while generating excitement and interest in military history and research.

Department. This paratrooper team travelled throughout the United States

This year, for the first time, the ADT is jumping from the museum’s Ju 52 at the air show. See them kick-off the flying portion of the show

performing dynamic airborne operations for the public in order to generate

with their jump on Saturday and Sunday at 1:00.

In 1990, engine problems grounded the plane for about eight years. It flew again in May 1998 after another restoration that included converting to Pratt & Whitney 1340 engines, 3 blade constant speed props, complete rewiring and circuit breaker panels, and new control and instrument panels. The Military Aviation Museum purchased the Ju 52 from the CAF in 2010. The best count indicates there are seven Ju 52s flying in the world, and the museum’s is the only one in North America.

RE-ENACTORS SS Fallschirmjager Battalion 600 The SS Fallschirmjager Battalion 600 is a re-enactment unit that portrays German Paratroopers of WWII. This non-political group of WWII history enthusiasts includes members covering the area from Virginia to Pennsylvania,where they participate in living history events and WWII tactical battles. For more information, please visit www.ssfallschirmjager.com 36

1945 Messerschmitt Bf 108

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span:

Westland Lysander MK IIIA Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span:

Argus As 10C V-8 237 hp 190 mph 620 miles 20,300 ft. 34 ft. 5 in.

Bristol Mercury XX 870 hp 212 mph 1,300 miles 23,800 ft 50 ft

remarkable STOL capabilities to fly into small airfields made it perfect for these missions. in one day. She named her aircraft “Tiafun”, which means typhoon, and this nickname stuck for all 108s.

The Messerschmitt Bf 108 was designed by Bavarian Aircraft Works (Bayerische Flugzeugwerke) in 1934. It was designed as a four-seat sports aircraft for competition. The initial variant (designated M 37) was outperformed at the Challenge de Tourisme Internationale that year, but its low fuel consumption rate, good handling and excellent takeoff and landing characteristics made it a popular aircraft. In 1935, a German woman named Elly Beibhorn flew from Berlin to Istanbul and back for a 2,230-mile flight

The German forces used the Bf 108 as a personnel transport and liaison aircraft. During World War Two, the Bf 108 was used as a liaison aircraft. Nearly 900 Bf 108s were built, with 170 built in occupied France at the Societe Nationale de Constructions Aeronautiques du Nord (SNCAN, or Nord). Construction moved here in 1942 and continued on after WWII. Following the war, the aircraft was called the Nord 1000 Pingouin. The museum’s Bf 108 was built by Nord Aircraft of France in 1945 and is actually a Nord 1002. It was purchased from a gentleman in Albany, New York, in August 2004.

The Westland Lysander MK IIIA aircraft at this year’s air show is visiting from the Canadian Warplane Heritage Museum (CWH) in Hamilton, Ontario. In June 1935, Westland Aircraft of Yeovil, UK designed the Lysander in cooperation with the British Air Ministry. The aircraft first flew in 1936, and at the outbreak of World War II, seven RAF squadrons were equipped with Lysanders in France. Losses were high, and in May and June 1940 alone, 118 were destroyed in action and 120 crewmen were killed or taken prisoner. The most daring use of Lysanders was with the Special Operations Executive supporting the Resistance in German-occupied France and Belgium. The aircraft were used to fly in agents and pick up escapees at night. The plane’s

By 1939 Lysanders were also being built in Canada at the National Steel Car factory in Malton, Ontario. These Canadian Lysander models were delivered to RCAF No. 110 at Rockcliffe, Ontario, and in February 1940, this was the first RCAF Squadron ordered overseas to Britain. Of the 1,652 Lysanders built from 1938-1943, 225 were built in Canada. This particular Lysander was built in Malton, Ontario in June 1942 and served with No. 8 Bombing & Gunnery School in Lethbridge, Alberta. It was retired from service in 1946 and sold for private use. In 1975, Dennis Bradley and Alan Ness donated the airframe the CWH, and restoration began in 1983 at Niagara Falls Airport, NY. The Lysander flew for the first time in over 60 years in 2009. It’s black and yellow stripes represent the BCATP air gunnery target tug.

1948 Messerschmitt 208

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span:

Renault 6Q-10 233 hp 189 mph 745 miles 19,355 ft. 37 ft. 8 in.

served as communications aircraft with the French Air Force and French Navy throughout the mid-1970s. The Messerschmitt 208 was an improved, larger version of the

The museum’s Me 208 was built by Nord Aircraft of France in 1948 as

Messerschmitt Bf 108 featuring a retractable tricycle landing gear. The

a Nord 1101, c/n 162.It was first registered in Franch and then transferred

aircraft was developed late in the war, and not many of them were

to British registry. In July 1983, it was purchased by a man in California

built before the war ended. It was built in France at Nord Aircraft, and

and travelled to the United States, where it remained until 1996 when

after WWII, the plane was known as the Nord 1101 Noralpha. Like the

it was sold to a person in New York. It was purchased in 2005. It is painted

Bf 108, the 208 included seating for four. Nord built 200 1101s which

as “Yellow 14” from JG 53 “Ace of Spades”. (Not flying today) 39

1936 Polikarpov Po-2 “Mule”

The Polikarpov Po-2 was a general-purpose Soviet aircraft. Originally named the U-2, it was designed by Nikolai Polikarpov to replace the U-1 trainer and Avro 504. Following his death in July 1944, it was renamed the Po-2 in his honor. The Po-2 first flew in January 1938 and more than 40,000 were built between 1928 and 1953, making it the second most produced aircraft in aviation history. It was used in liaison, ground attack, observation, training and

Shvetsov M-11 5-cylinder air-cooled radial 125 hp 97 mph 249 miles 13,125 ft. 37 ft. 4 ¾ in. 1 x 7.62 mm ShKAS machine-gun

psychological warfare. German troops called the plane the Nähmaschine or “sewing machine” due to the odd rattling noise made by the engine. The plane was used very effectively by the all-female 588th Night Bomber Regiment, “Night Witches.” Their goal was to harass enemy ground units by bombing them at night and depriving them of sleep. The museum’s Po-2 was found in a forest outside Vladivostok and restored in far eastern Russia. A handful of Po-2s are still flying today; some even with the original engine. The great numbers built and the long service time proves that this plane was truly excellent in its field. The name Mule seems extraordinarily appropriate for this little aircraft: undemanding, unglamorous, durable, efficient and forgiving. Yet at times, able to deliver a nasty kick!

RE-ENACTORS

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span:

L-440-3 200 hp 132 mph 400 miles 15,300 ft. 36 ft.

Several years before the beginning of World War Two in Europe, the US Military set out to acquire a large number of new trainer aircraft. At a competition at Wright Field in 1939, Fairchild Aircraft, lead by Sherman Fairchild, showed his M-62 and won the contract for 270 airplanes. The M-62 was a low wing monoplane with Fairchild’s own inverted 6 cylinder ranger engine. The military designated the aircraft PT-19 and it was powered by the L-440-1 engine. The first PT-19 left the Hagerstown, MD factory in February 1940. Shortly thereafter, the military ordered the PT-19A model with a 200 hp Ranger 6 engine and ordered larger numbers of the aircraft in anticipation of the thousands of pilots it anticipated needing if the US entered the war. Fairchild could not meet demand and over 3,700 PT-19s were built by the Aeronca and St. Louis aircraft companies. A shortage of Ranger engines led to the introduction of the PT-23, which used the PT-19 airframe and

were built for the US and additional aircraft were built for Canada, Norway, Brazil, Ecuador and Chile. The Military Aviation Museum’s PT-19A was built in Hagerstown in 1943 and accepted into the USAAF in February 1944. The aircraft was initially assigned to the AAF Basic Flying School at Greenville AAF, Mississippi and later transferred to Fletcher Field, Mississippi. The museum acquired the PT-19 from a Texas museum in November 2013. (Not flying today)

We are pleased to support the Military Aviation Museum and Warbirds Over the Beach

3rd SS Panzer Division This portrayal of the 3rd SS Panzer Division is dedicated to providing the public with a “walk back in time” at local events, air shows and schools. See the collection of original and reproduction items of the German soldier during WWII. As you enter the tent, you will hear period music and frontline radio transmissions through an original tankers headset, see uniforms and other field gear, personal items and rations on display.

a 220 hp Continental R-670 radial engine. Altogether, over 7,700 PT-19s

kaufCAN.com

Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

1943 Fairchild PT-19A

Your only criteria for selecting a law firm should be its commitment to do all the right things to help you succeed. We can. And we will. 41

1949 AT-28D “Trojan” Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span: Armaments:

In 1948, the United States Air Force (USAF) held a design competition for a trainer to replace the T-6/SNJ Texan, which would combine primary and basic training characteristics in a single airplane. North American Aviation (NAA) won this competition with the T-28 Trojan. In practice, the T-28A was found to be less satisfactory as a trainer than expected, and the USAF eventually adopted the lower-powered T-34 to provide the 30-hour course for the students before they passed on to the T-28A. In 1952, the Navy contracted to build an improved version of the Trojan. A more powerful model, the T-28B, was developed as a training aircraft for the United States Navy, Marine Corps, and Coast Guard. This model was powered by a 1,425 hp Wright R-1820-863 radial piston engine and had a top speed of 340 mph. In 1959, 245 surplus “A” models were shipped to France and were modified with the R-1820 engine, structural improvements, and armament for combat use. These converted airframes were referred to as T-28Ss, T-28Fs, or FENNEC models. The T-28 remained a training aircraft with the USAF until the early 1960s.

Wright Cyclone R-1820-863 1,425 hp 343 mph 1,060 miles 35,500 feet 40 ft. 1 in. 2 x 7.62 mm machine guns

Some of the many different adaptations made to the Trojan for specific training purposes include tail hooks for landing on carriers, more powerful engines, sliding cockpits, and under-wing armament points for attack training. The T-28’s service career in the U.S. military ended with the T-34C turboprop trainer in early 1984. After success of the FENNEC models in combat in Algeria in the early sixties, many older T-28As were converted and designated as T-28Ds. This conversion of the T-28A involved a re-engine with the R-1820-56S, and the addition of six wing hard points. The museum’s T-28D Trojan was built in 1949 as a T-28A-NA trainer, USAF serial number 49-1634. In 1951, it was returned to the factory to be transformed into an attack version of the T-28 as N9978C. During its modification, a Curtis Wright R1820-863, 1425 hp engine and wing mounted guns were installed. U.S. registration was cancelled in 1971 when it was transferred to the Zaire Air Force. It left the Zaire Air Force in December 1997. Between then and the time the museum purchased it in August 2000, it passed through many owners. (Not flying today)

1956 Beechcraft T-34A “Mentor” Engine: Continental IO-550B Horsepower: 300 hp Max Speed: 252 mph Ceiling: 18,600 ft. Range: 500 miles Wing Span: 32 ft. 10 in Armament: None

re-started in 1975 for deliveries of T-34Cs to the U.S. Navy.

The Beechcraft Model 45, T-34 Mentor is a propeller-driven, singleengine military trainer. The T-34 Mentor began as a private venture designed by Walter Beech shortly after the Second World War. He felt that there was a market for a military trainer based on the Model 35 Bonanza, which had been flying for about a year. Beech hoped to sell it as an economical alternative to the North American T-6/SNJ Texan, in use by all services of the U.S. military and the United Kingdom throughout the 1940s. The last T-34B was completed in October 1957. Then, after 15 years, in 1973, the T-34C Turbo-Mentor was developed and powered by a Pratt & Whitney Canada PT6A-25 turboprop engine. Mentor production

FOCKE-WULF FW 44J

The Beechcraft Company manufactured the Military Aviation Museum’s T-34 in 1956. Little is known about this aircraft, a Model 45, serial number G-778. It was originally delivered to the United States Air Force (USAF) as a T-34A-BH (55-0221). It is believed that it was deemed surplus in October 1964. But between its USAF service and 1975, very little is known. Since April 1975, the T-34A spent most of its time in Virginia and North Carolina as it passed through four owners registered as N56GP. It was used at public air shows in formation aerobatics. During the years, it was brought up to T-34B standards with a new engine. The museum acquired it in August 2000. (Not flying today)

Engine: Siemens Sh 14a Horsepower: 160 hp Max Speed: 115 mph Range: 340 miles Ceiling: 12,790 ft. Wing Span: 29 ft. 6 in Crew: Two; instructor and student

were held in connection with the Olympic Games. Only glider events were featured in the Olympics, but at the International Aerobatic Competition of the Championships, Otto von Hagenburg won the Gold for Germany in a Fw 44 “Stieglitz”. Many other famous German pilots, such as Ernst Udet, Gerd Achgelis, and Emil Kopf, flew the Stieglitz in aerobatic displays and air shows all over Germany, which led to large aircraft orders from glider and flying clubs. In the years leading up to the war, demand for the Stieglitz actually reached the point where Focke-Wulf opened a new factory

Focke-Wulf was one of the more notable aircraft manufacturers during the Second World War. But in 1931 after the merging with Albatros-Flugzeugwerke, it was struggling to survive. Once the merger was complete, Albatros engineer and test pilot Kurt Tank became head of the technical department and began work on the Fw 44. Tank, who would go on to become one of the world’s most renowned aeronautical engineers, also designed the famous German fighter, the Fw 190. The Focke-Wolfe Fw 44, otherwise known as the “Stieglitz” (German for “Goldfinch”), first flew in 1932. It was a two-seat biplane used for pilot training and as a sport aircraft. In 1936, the World Aerobatic Championships

dedicated solely for the purpose of producing the Fw 44. The individuals from these organizations would go on to form the nucleus of Germany’s Luftwaffe. The Fw 44 continued to be used by Luftwaffe training units throughout the Second World War. The aircraft was so popular that it is said that virtually every German pilot of the period flew this plane at some point. After numerous tests and modifications to improve the plane’s strength, durability, and aerodynamic performance, the final version of the aircraft, the Fw 44J, proved to have excellent airworthiness. The museum’s aircraft is an example of the final version of the Fw 44 series.

RE-ENACTORS Washington Area Collectors of Military Vehicles The Washington Area Collectors of Military Vehicles/Blue and Gray Military Vehicle Trust is composed of members who privately own antique, restored military vehicles. Their purpose is to honor our veterans by preserving and displaying vehicles which made a significant contribution to the history of our country. The group continually supports local public, veteran and military sponsored events on a volunteer basis. These events include parades, veteran’s celebrations, public displays at local military installations, air shows and other similar events. The types of vehicles included in the club are jeeps, trucks, half-tracks, ambulances, motorcycles and some armored vehicles. These vehicles represent all periods of our history from WW2 to the present. The club has been in existence for over 35 years and has participated in numerous events in this area, the most significant of which was the dedication of the National World War Two Memorial in Washington D.C. in May 2004. 43

1940 De havilland dh-82a “Tiger moth” Engine: Horsepower: Max Speed: Range: Ceiling: Wing Span:

1941 Naval Aircraft Factory N3N-3 “Canary” Engine: Wright R 760 Whirlwind Radial Horsepower: 235 hp Max Speed: 126 mph Range: 470 miles Ceiling: 15,200 ft. Wing Span: 34 ft.0 in. Crew: Two

de Havilland Gipsy Major 130 hp 109 mph 302 miles 13,600 ft. 29 ft. 4 in.

high-visibility yellow. The N3N served as the last operational piston

it required definite skill and concentration, enhancing the training and weeding out weaker pilots. The Tiger Moth was one of the primary trainers used by the Royal Air Force (RAF) and others in the 1930s. Originally derived from the de Havilland Gipsy Moth, the Tiger Moth was introduced in 1932. The aircraft included improved access to the front cockpit designed to make escape easier for a trainer wearing a parachute. They accomplished this by shifting the upper wing forward while sweeping it back to maintain the center of lift. Other enhancements over the Gipsy Moth included a strengthened structure, fold-down doors on both sides of the cockpit, and a revised exhaust system. The Tiger Moth entered into service with the RAF in February 1932. By the time World War Two began, the RAF had 500 in service, and over 4,000 were built during the war. It was the primary trainer for the RAF, with thousands of pilots taking their first flights in this aircraft. It was an excellent trainer because it flew docile and forgiving during the normal flights of early training, but when used for aerobatics and formations,

Following World War Two, large numbers of the aircraft were sold to flying clubs and individuals to take on new roles as crop dusters, aerobatic performers, aerial ambulances and other such purposes. The Military Aviation Museum’s aircraft was built by the Morris Motor Car Company in Cowley, England and delivered to the Royal Australian Air Force Training Command in 1940. After twelve years of service, it was sold to the Royal Singapore Flying Club. The organization used it for flight instruction and delivering payrolls to jungle plantations throughout Singapore until 1957. The Tiger Moth was then sold to the Delhi Flying Club and then the Madras Flying Club, both in India. In 1972, it was dismantled and shipped to Canada, where it was reassembled and then flown on to Denver, Colorado. The records run cold until it resurfaced in Bakersfield, California, where it was restored in 1990. It was sold again to an individual in South Carolina in 1994 and again in 1998. The museum acquired the Tiger Moth from a business in Greenville, South Carolina in 2004.

biplanes in U.S. military service when they flew on floats from the Severn River at the Annapolis Naval Academy until 1961. The “Canary” was first flown in 1935 as the need for training aircraft became apparent to the U.S. Navy. It was built in the only aircraft factory ever owned by the U.S. government, at the Philadelphia Navy Yard, which first built American Zeppelins following World War One. The Canary was used as both a land and sea plane with removable floats. It shared the name “Yellow Peril” with other trainers whose predominant color was

The Military Aviation Museum’s N3N was built in Philadelphia in April 1941. It first served as a primary flight trainer at NAS Pensacola. In October 1943, the aircraft received its civilian registration. When the museum purchased the aircraft in 2007, documents indicated that it had not flown since the 1950s. Restoration work was completed in May 2011. (Not flying today)

Sky4 salutes the warbirds over the beach!

RE-ENACTORS 601 Squadron 601 Squadron (County of London), RAF, Recreated was founded in 1991. It is a group of dedicated individuals striving to accurately recreate a wartime squadron of the RAF. Many members are ‘old salts’ of the hobby, having ten, or even twenty years of experience in historical re-creation. The original 601 Squadron was dubbed the “Millionaire’s Squadron” and included prominent individuals such as Roger Bushell (‘Big X’ of Great Escape fame), Max Aitken, the American Billy Fiske, and Willie Rhodes-Moorehouse. The 601 was very active during the Second World War seeing action in France, the Battle of Britain, the Western desert, Malta, and Europe. They flew Blenheims, Hurricanes, the ill-fated Airacobras and the famous Spitfire.

WEEKNIGHTS 8 & 8:30PM

The group focuses on the early war years with an emphasis on the Battle of Britain. While striving to accurately portray the pilots involved in the squadron, they also place great emphasis on the airmen. Without the stout service of the common everyday “erk”–from fitter to rigger and mechanic–a normal squadron would not be airworthy. All of the historians in the unit understand and deeply appreciate the significance of the Battle of Britain and the aircrew that played a part defending Britain during those pivotal summer months. www.601Squadron.com

WEEKNIGHTS 10PM

www. sky4tv.com

/sky4tv 44

WEEKNIGHTS 9 & 9:30PM

@sky4_tv

@sky4tv 45

1952 De Havilland DHC-1 “Chipmunk”

1940 BÜcker BÜ 133C “Jungmeister” Introduced and first flown in 1935 by Carl Bucker, the

Engine: de Havilland Gipsy Major 10 MK.2 Horsepower: 145 hp Max Speed: 138 mph Range: 280 miles Ceiling: 15,800 ft. Wing Span: 34 ft. 4 in Armament: None

Bü 133C Jungmeister was a sport and training biplane. The upper and lower panels were equipped with ailerons that were interchangeable, and the outer wing panels had an 11-degree sweep-back. The fuselage was a steel tube consisting of welded pipes covered with a metal shell, whereas the middle body of the fuselage and the tail unit were covered with fabric. The Jungmeister entered the aerobatic scene in the mid 1930s

Nicknamed “Chippie,” the DHC-1 Chipmunk was developed just after WWII by de Havilland Canada to replace the de Havilland Tiger Moth as a single engine basic trainer aircraft. The Chipmunk first flew on May 22, 1946. Initially, 218 were built for the Royal Canadian Air Force. After changing to the Gipsy Major 10 engine, 740 more planes were built for the RAF’s primary pilot training bases, designated T-10. The first RAF Chipmunks were delivered to the Oxford University Air Squadron in

and quickly achieved legendary status. It was unbeatable

1950. Soon thereafter, the Chipmunk became standard equipment in all 17 University Air Squadrons and was chosen as the basic type for the 20 or so Reserve Flying Schools of the RAF Voluntary Reserve. The last of the Chipmunks were delivered in October 1953. Today, more than 500 Chippie airframes remain airworthy, with more being rebuilt every year. The museum’s DHC-1 Chipmunk served a long military career with the RAF College Cranwell. It appears today in its 1955 paint scheme when attached to 663 AOP Squadron based at RAF Hooton Park, Cheshire, England.

because of its unrivalled handling characteristics and agility. From the 1936 Berlin Olympics onward, this classic biplane won at almost every international competition. In preparation for the Second World War, the German Luftwaffe relied heavily on the Jungmeister for aerobatic and combat maneuver training. The Bü 133 models were produced by CASA in Spain

Engine: Siemens SH14 seven cylinder radial piston Horsepower: 185 hp Max Speed: 150 mph Range: 311 miles Ceiling: 14,756 ft. Wing Span: 21 ft. 7 in Armament: None

and A-G für Dornier-Flugzeuge in Switzerland. The museum’s Bücker Bü 133C, (serial number 38), was Swiss built in 1940. The Swiss Air Force used it for combat and fighter training until 1968, when it was sold to the Swiss Aero Club, and later sold again to a German flying club. The Fighter Collection of Duxford then purchased the Bü 133C and registered it in Great Britain. While flying with the Fighter Collection, it was given the current colors and marking of LG+01. It was obtained for the Military Aviation Museum and received the US registration N-38BU in 2006. (Not flying today)

Two companies are on-site at the air show offering rides. Stop by and see them just east of the museum building for details.

Bay Aviation Take off in a Fairchild PT-19–one of the primary trainers used by the US Army Air Corps during WWII.

Texas Flight, LLC Soar in a 1943 T-6 Texan–an advanced trainer used during WWII and on into the 1950s.

Frank Cubillo is the voice and energy behind a Frank Sinatra-style entertainment act called “Frank Sings Frank.” Frank retired from the United States Marine Corps in 2009 after serving 37 years. A New York native who now calls Virginia Beach home, Frank has been singing all his life. His repertoire includes over 150 “Standards” and all of Sinatra’s Greatest Hits. Complete with a tux and Sinatra’s trademark Fedora, Frank sings and performs with an energy and style all his own, guaranteed to have you tappin’ your feet and singing along with this upbeat entertainer. Frank has performed as a main entertainer at Virginia Beach’s Beach Street USA and on the J.P. “Gus” Godsey radio talk show on WHKT 1650 AM.

www.FrankSingsFrank.com

The Victory Belles, direct from New Orleans, are a charming vocal trio who will take you on a nostalgic journey through World War Two-era musical classics. Take a trip down memory lane as you enjoy such hits as Boogie Woogie Bugle Boy, Don’t Sit under the Apple Tree, Chattanooga Choo Choo and I’ll Be Seeing You, all sung in rich three-part harmony. The Victory Belles have performed at Warbirds Over the Beach the past three years. They regularly perform at the National WWII Museum’s Stage Door Canteen and travel the world entertaining GIs, performing with the USO. The Victory Belles also sang the National Anthem at the home of the Super Bowl XLIV Champion New Orleans Saints!

www.VictoryBelles.org

Theresa Eaman began performing jazz standards in her early teen years in Reading, Pennsylvania. A classically trained vocalist, she specializes in jazz standards and reenacting 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 performances celebrate an era where music made people laugh, cry, and fall in love. 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.

www.Reverbnation.com/ TheresaEaman

The Mark Michielsen Big Band joins us at this year’s Warbirds Over the Beach as the feature of the Saturday evening hangar dance. Mark has been playing trombone for over 30 years, and his band has been entertaining crowds since 2010. Mark Michielsen is originally from Midland Park, New Jersey. He began his music career in the Marine Corps in 1981, and he has performed around the world at both military and civilian venues with various Marine Corps bands, the Virginia Symphony, Hawaii Symphony and others. He also taught at the Armed Forces School of Music and is a talented composer. Mark has a Bachelor of Music Degree in Composition from Old Dominion University and a Master of Music Degree in Composition from Norfolk State University. The 17-member Big Band plays all sorts of venues across the country and has a huge collection of big band music in their repertoire. This rambunctious crew of gifted musicians has performed throughout Europe, Japan, the Middle East, and of course, the United States. The musicians have worked individually and together on numerous recording projects for movie soundtracks and CDs, and most have had the honor of performing for various United States Presidents and the US Congress, as well as other dignitaries and heads of state around the world. Join us in the Army hangar Saturday evening and dance to all your favorites from the World War Two era. You may even hear a Mark Michielsen Original performed! The band’s CDs are also on sale in the museum gift shop.

www.CreativeComposerMark.com Bill Riley and Joe Ziegler transform themselves into Bud Abbott and Lou Costello to bring you their unique Tribute Show. Vintage dress and an authentic recreation of the team’s mannerisms and vocal stylings will transport you back in time and give you the opportunity to interact with the famous comic duo. Sit back and laugh as they perform the vaudeville and burlesque routines, including the classic baseball routine, “Who’s On First?”

The Hampton Roads Metro Band, originally called the Norfolk Fire Division Firemen’s Band, was formed in the early 1930s by its first conductor, Pacific Romeo. After his death in 1970, he was succeeded by Hal Peterson. In 1981, the Norfolk Fire Department was no longer able to sponsor the band, and at this time, it adopted its present name, Hampton Roads Metro Band. Over the years, the Band’s membership grew and shrunk and grew again. Conductors included several notable retired military musicians and music educators. The current conductor, Dick Schroeder, assumed the post in 2005. Currently, there are over 45 members and the Band proudly continues to provide music for the citizens of Hampton Roads.

www.HRmetroband.org

ARMY HANGAR Entertainment Schedule

Bill Riley is an actor, comedian, and musician from Paterson, New Jersey (Lou Costello’s hometown). He moved to Baltimore in 1985 and is currently Director of Broadcasting at The Sheffield Institute for the Recording Arts. Joe Ziegler was born in Baltimore and has been a professional performer since the age of fifteen. Joe and his wife, Sherry, have won numerous awards for their portrayal of another famous duo–Stan Laurel and Oliver Hardy. Riley and Ziegler have performed as Abbott and Costello since 1994. In May 2004, it was their great pleasure to perform in Washington, DC at the Disabled American Veterans’ Dinner as part of the WWII Monument Celebration and Dedication Ceremony.

Saturday « May 17th

SUNDAY « May 18th

10:00AM « Theresa Eaman 10:30AM « Frank Sings Frank 11:00AM « Ultimate Abbott & Costello Show 11:30AM « Victory Belles

10:00AM « Victory Belles 10:30AM « Ultimate Abbott & Costello Show 11:00AM « Theresa Eaman 11:30AM « Frank Sings Frank 12:00PM « Victory Belles

12:00AM « Theresa Eaman/Frank Sings Frank

1:00-3:30PM « AIR SHOW

Author Presentation Jerry Yellin was a US Army Air Corps pilot during WWII flying with the 78th Fighter Squadron in the Pacific Theatre. Today, he is a best-selling author. His war-time books include Of War and Weddings (1995) and The Blackened Canteen (2008). He will

Jason Crutchley began working with the team as their sound engineer and announcer in 2002. In 2004, Jason joined Bill and Joe as “Scoop Fields-Ace Press Agent.”

be speaking to air show visitors on Saturday morning about his wartime

www.UltimateAandC.com

www.JerryYellin.com

3:30PM « Theresa Eaman 4:00PM « Frank Sings Frank 4:30PM « Victory Belles 5:00PM « Ultimate Abbott & Costello Show 5:30PM « Theresa Eaman 6:00PM « Mark Michielsen Big Band 6:45PM « Ultimate Abbott & Costello Show 7:00PM « Victory Belles 7:15PM « Mark Michielsen Big Band 8:00PM « Theresa Eaman 8:30PM « Mark Michielsen Big Band 9:00PM « Conclusion of Dance

12:30PM « Theresa Eaman

1:00-3:30PM « AIR SHOW 3:00PM « Hampton Roads Metro Band 3:45PM « Ultimate Abbott & Costello Show 4:00PM « Theresa Eaman/Frank Sings Frank 4:15PM « Hampton Roads Metro Band 5:00PM « Conclusion of

experiences and reading excerpts from The Blackened Canteen.

MAM PROPERTY

In late fall 2012, the 1934 Cottbus hangar opened to the public at the northwest end of the museum property. The Military Aviation Museum obtained Hangar 6 in 2004 from the Cottbus Air Field in Cottbus, Germany, a small town southeast of Berlin. The hangar was disassembled and shipped to Virginia Beach, and in 2010, the Woodard Group began reassembling it at the museum. Hangar 6, as well as the other hangars at the Cottbus Air Field, was designed by World War One fighter pilot Gotthard Sachsenberg. During the war, he shot down 31 Allied aircraft flying Fokker Eindekker monoplanes and Fokker D.VII biplanes. Following the war, he founded the company which designed these hangars. The museum has a Fokker D.VIII in

its WWI hangar painted in the bright yellow and black markings of Sachsenberg’s aircraft. During reconstruction of the hangar, the crew found an inscription on one of the support beams of a person’s name and date, which is believed to have been written by a Polish forced laborer in October 1944. You can see this inscription and read the story inside the hangar. Today, the hangar is home to our Luftwaffe aircraft, and during the air show, is “occupied” by the re-enactor group, Battle of Crete, May 1941. This German paratrooper re-enactor group will be giving jump school training demonstrations on Saturday afternoon.

Later this year, the Military Aviation Museum is set to begin reconstruction of the Goxhill Aerodrome Control Tower. This tower was part of the 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 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 are currently being 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.

RE-ENACTORS

Battle of Crete, May 1941 (German Paratroopers) The “Battle of Crete, May 1941” display educates public visitors on the very first large scale airborne invasion in history. On 20 May 1941, German airborne and air-landed troops launched a 10-day campaign that resulted in the capture of this strategic Mediterranean island. The location for this interactive display is inside the museum’s original Luftwaffe Cottbus Hangar, with the group focusing its attention on German airborne preparations the day before their famous airborne assault. The display area features authentically uniformed German paratroops, demonstrations of German airborne school training techniques, parachute packing training, equipment and weapons used by German paratroops in the Battle of Crete, and informational stations showing battlefield maps, opposing forces and historical context. Be sure to visit their jump school training demonstration at the Cottbus hangar on Saturday afternoon! 52

MAY

NEW Women of Military Aviation Exhibit

May 31 Virginia Beach Crime Solvers Annual Pig Pickin’, 1:00pm-5:00pm Attend the annual Crime Solvers Pig Pickin’ on Saturday afternoon. Enjoy BBQ, entertainment, flight demonstrations, and help raise funds for the Crime Solvers.

Earlier this year, the Military Aviation Museum dedicated a new permanent exhibit to honor women in military aviation. The exhibit, which is in keeping with the mission of the museum of depicting the first fifty years of military aviation, features the photographs and biographies of fourteen noteworthy female aviators from around the world. There is also an interactive wallmounted computer where guests may go to see more biographies and stories of famous civilian pilots like Amelia Earhart. A display case includes a number of relevant books, period Life magazines, model aircraft of the type flown by WASP and ATA pilots and some World War II artifacts. The exhibit also includes an American WASP uniform, a British ATA uniform, as well as an American WAC uniform.

JUNE

JULY

June 7 Flying Proms, Gates open at 3:00pm, Concert begins at 6:45pm The Military Aviation Museum brings you Flying Proms for the fourth year. This show pairs the soaring sounds of Symphonicity with breathtaking maneuvers of vintage aircraft, ending in a light-up-the-sky fireworks finale. Tickets are available at the museum gift shop or at www.theflyingproms.com. July 14-18 Warbirds & Wings Aviation Summer Camp, 9:00am-4:00pm daily Bring your children to the museum for this unique summer camp, where they will learn the fundamentals of airplane flight and rockets and get ground crew training. Perfect for children age 9-14. September 13 Competition Plane Pull, 10:00am Third annual plane pull team competition to raise funds for Promise Places, an organization that helps build independence for the mentally disabled. To register your team, go to www.promiseplaces.org.

When the exhibit was dedicated in March of this year, four distinguished women attended the event to tell their stories and answer questions. They were Mary Feik, who was an outstanding pilot, mechanic, trainer and aviation innovator in World War II, Grace Cofer, a British “Rosie the Riveter” who made Spitfires during the war, Navy LT Kristen Erpenbach, an F-18 pilot, and Linda Mathias, current governor of the Mid-Atlantic Chapter of the Ninety-Nines, the international society of women pilots.

SEPTEMBER

October

You can see the exhibit for yourself on the second level of the main museum building.

July 14-18, 9:00am  4:00pm daily During the week, children spend time at the Military Aviation Museum among one of the largest private collections of flying vintage and reproduction aircraft in the world. They will have the thrill of getting up close to World War I and World War II era fighters, bombers, trainers and seaplanes, while they learn everything about them and aviation in general.

The 5-day camp is for children ages 9-14, and the cost is $200 per child. To register your child, call 757-721-7767 or download the registration form at www.MilitaryAviationMuseum.org.

October 1-5 WWI Radio-Controlled Planes “Mid Atlantic Dawn Patrol” Show See enthusiasts fly their RC aircraft across our field performing tricks the big ones can’t! Learn how to build, maintain, and operate these miniature aircraft.

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

The curriculum includes lessons on the fundamentals of flight, as well as a brief history of flight from one of the museum’s pilots. They will build and fly their own gliders and build a model airplane. Kids will also learn the basics of rocketry and will build and launch their very own model rockets. Ground crew training includes learning the important safety measures and hand signals required to handle aircraft. Children will take field trips to the Virginia Air & Space Center and to the museum’s own Fighter Factory. At the Fighter Factory, they can talk with the mechanics who keep them flying. The final day will be marked with demonstration flights of several of the museum’s restored aircraft and a picnic with games and prizes.

September 27 Wings & Wheels, 8:00am-3:00pm It’s time for the annual Wings and Wheels car show at the museum. Come see vintage cars alongside our military aircraft from the same era.

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.

The Military Aviation Museum is excited to hold its “Warbirds & Wings” Aviation Summer Day Camp for the third year. The 2014 camp dates are:

May 26 Memorial Day Flyover, 12:30pm-1:30pm Each year, the museum participates in a Memorial Day flyover with the U.S. Navy and U.S. Coast Guard. Planes launch at 12:30, flyover the Veterans Memorial at the Convention Center at 1:00 and arrive back in Pungo at 1:15.

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 28-30 Trains, Plains & 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.

ON-GOING

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.

BECOME A MUSEUM MEMBER!

Military Aviation Museum Leading Edge Circle The Military Aviation Museum is home to one of the largest collections of operational historic aircraft in the world, and we are proud give our visitors the opportunity to experience the thrill of seeing these aircraft fly.

MUSEUM MEMBERSHIP APPLICATION 501 (c)(3) Tax Deductible Foundation

The Military Aviation Museum is a non-profit 501 (c)(3) corporation supported by revenue from ticket sales, special events and private donations. However, the cost of maintaining the aircraft and museum property, as well as restoring newly found aircraft, continues to climb. Add to that fuel, maintenance and repair, facility upkeep and improvements, flight insurance and the expenses rapidly soar. This is why in 2014, the museum launched the Leading Edge Circle, a program designed to recognize and thank donors for their support. Benefits offered at all levels are for a one-year term Silver Membership Benefits ($500 donation): · Free general museum admission for the donor and members of their immediate household. · 10% discount in the museum shop. · Quarterly Newsletter subscription. · Two adult one day tickets for Warbirds Over the Beach air show. · Invitation for two to an annual dinner with a notable aviation speaker. Gold Membership Benefits ($2,000 donation): · All the benefits of the Silver level. · Two general admission lawn tickets to the Flying Proms. · Reserved parking area for Warbirds Over the Beach air show. · A 30 minute flight in the museum's 1941 Boeing Stearman biplane. Platinum Membership ($5,000 donation): · All the benefits of the Silver and Gold levels. · Option to upgrade the flight in the Stearman to one 30 minute flight in the 1940 North American SNJ-2 Navy trainer. · 10% discount on one rental of the museum facilities. Corporate Membership: · The benefits of the above levels. · Free general admission entrance tickets for eight employees. · A corporate table for eight at your choice of the annual Valentine's Hangar Dance or the annual Donor Dinner.

**Donation is Tax Deductible**

q Check Enclosed

Signature_______________________ Date ______

Security Code____________ Exp. Date __________

Credit Card No. _____________________________

Name on Card______________________________

Credit Card q VISA q Mastercard

$_____________________ Additional Donation

Select Method of Payment:

$_____________________ q Corporate

$_____________________ q Gold - $2,000+

q Platinum - $5,000+ $_____________________

$_____________________ q Silver - $500+

Select Level of Donation:

E-mail __________________________________

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(757) 721-PROP

Address ________________________________

www.VBairport.com

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www.FighterFactory.com

1341 Princess Anne Road Virginia Beach, Virginia 23457 www.MilitaryAviationMuseum.org (757) 721-PROP (7767)

www.MilitaryAviationMuseum.org

LEADING EDGE CIRCLE

Additional benefits and sponsorship/underwriting opportunities are available by arrangement with David Hunt, Museum Director. You are invited to join the ranks of the inaugural class of Museum Donors, at your desired level of participation. See David Hunt, Museum Director, for additional details. Return the form below to the museum gift shop today.

SPECIAL THANKS TO OUR SPONSORS!

Life Insurance • Long Term Care Insurance Investments • Employee Benefits