WINGS 2018 by Corporate Advertising

Jarod Hoogland, Museum Director Welcome to the 2018 Warbirds Over The Beach Air Show! We’re proud to present to you one of our region’s largest celebrations of WWII history, and this year is particularly poignant as we continue to recognize the 75th anniversary of the sacrifices made to preserve freedom, human dignity and democracy. Meet with authentic re-enactors from all the major forces in the war, relish the sounds of classic music from the era and meet some real life heroes; WWII veterans here in person to share their stories. Hearing the roar of these vintage engines flying overhead, and immersing yourself in the period, is absolutely the best way to experience history. In May 2008, the Military Aviation Museum first opened to the public. With founders Gerald and Elaine Yagen, a small group of dedicated volunteers, and a world class collection, the museum launched. While very few came to the museum in that first year, that has changed drastically. Ten years later, with many of those original volunteers and those same dedicated founders, the museum surpassed 50,000 annual guests for the first time. Flying is at the core of what we do, and Warbirds Over The Beach is the epitome of our mission, and where the museum really comes alive. Thank you to our sponsors and donors who continue to support the mission of the Military Aviation Museum, allowing us to share these increasingly rare aircraft with the public and future generations. Thank you to our volunteer team, for without their service, the mission of this museum and this airshow could not be possible. Last but not least, thank YOU for coming to our air show. All the effort to hold Warbirds Over The Beach is made for you, and we are thrilled you are here to enjoy it. So welcome, have fun, learn a little and enjoy the show!

Call (757)) 721-7767

Gerald Yagen, Museum President The Military Aviation Museum features one of the world’s largest private collections of historic military aircraft. Each airplane has been painstakingly restored to flying conditio n, 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 obtaining 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 restoration 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 additio nal building s. Bring your family and friends often and enjoy exploring what’s new in history. Sign up for a family membership and return as often as you’d like. For information about scheduled flight demonstrations, seminar s, and visiting aircraft, please contact the museum at (757) 721-PRO P or visit www.MilitaryAviationMuseum.org.

Visit VBAirshow.com \\\\]|& 3

Time: Aircraft: 1:00PM

Saturday and Sunday

Air Show Begins Waiver in Effect, Field Closed

Pacific Theatre Flights PBY Catalina | FG-1D Corsair | AD-4 Skyraider FM-2 Wildcat | Aichi D3A Val

1:40PM

Pacific Theatre Flights FG-1D Corsair | FM-2 Wildcat Douglas SBD Dauntless | Aichi D3A Val

2:05PM

Bomber Flights B-25 Mitchell | Beechcraft AT-11

2:20PM European Theatre Flights (U.S.) P-51D Mustang | Curtiss P-40 Bell P-63 Kingcobra | Junkers Ju 52 For the sixth straight year, Denver, Colorado artist Kevin Weber has provided the custom artwork for the Warbirds Over the Beach air show. This year’s program cover features the Mosquito, Spitfire, Sopwith Tri Wing and Chipmunk flying across the Museum’s airfield and the RAF Goxhill Watch Office (Control Tower). This painting is a fitting tribute to the world’s first independent air force, the Royal Air Force (RAF) who celebrated their Centennial Anniversary last month and a nod to the close friendship between the Museum and the members of the RAF who are serving their country throughout numerous Hampton Roads area commands. Mr. Weber is a member of the American Society of Aviation Artists. His art has appeared in exhibitions and galleries nationwide and is displayed in small collections internationally. He has artwork permanently on display at the Mighty 8th Air Force Museum in Savannah, Georgia and at our own museum. Copies of the 2018 Warbirds Over the Beach poster are available for purchase in the museum gift shop. For more information and to view more examples of Kevin’s work, be sure to visit www.kweberart.com. 4

2:35PM

European Theatre Flights (British & German) Supermarine Spitfire | Hawker Hurricane Messerschmitt Me 262 | Messerschmitt BF 109 Junkers Ju 52

3:00PM

Fast and Heavies Take 0ff de Havilland Mosquito | Supermarine Spitfire Hawker Hurricane | Focke-Wulf Fw 190 A-8 Messerschmitt Bf 109 | Yakovlev YAK-3

3:30PM

Air Show Ends - All Flights Land Field Open for Departing Visiting Planes

All times are approximate and subject to change due to weather, mechanical conditions and the advance printing deadlines of this book. WINGS is produced and published by the Military Aviation Museum. © 2018.

Travel Back inTime. Pilots

BOMBERS

10 11 12 13 14 15

Catalina B-25 Avenger Skyraider

17 17 18 19

TRAINERS

FIGHTERS

American Planes Wildcat Corsair P-40 Mustang P-64 Peashooter

Canary PT-19 Trojan Mentor Piper NE-1

20 20 21 22 23

British Planes Hurricane 24 Spitfire 25 Mosquito 26 Tiger Moth 33 Chipmunk 34 RE-enactors

This year, we are happy to welcome back Mark Whall and Jonathan Lichtenstein as our air show announcers. Mark comes to us from the rural countryside of England. He has flown military jets and worked in commercial aviation, and he spent 26 years as a program editor with BBC Radio. Mark is involved in the world-famous Shuttleworth Collection of historic aircraft and cars in England, where he has been a commentator for its air shows. Since first visiting the museum in 2011, Mark has been a loyal supporter and friend helping announce air shows and Flying Proms. Jonathan is a native of Tidewater, Virginia. As a veteran broadcaster and commentator, he has worked as a host and producer of classical music content for WHRO Public Media. He is Principal Bass Clarinetist with the Virginia Wind Symphony and Symphonicity. Having served as our air show announcer since 2010, Jonathan also researches and sets the concert programs for the annual Flying Proms.

German Planes ME 262 Mess BF 109 Mess BF 108 Mess 208 JU 52 FW 190 Dora FW 190 A-8 FW 190 FW 44J Jungmeister Fliegende Panzerfaust BMW TLJ-2 Blohm & Voss

35 36 37 37 39 40 40 41 42 43 45 45 46

Russian Planes Lavochkin Yak MIG-3 PO-2

47 47 48 49

Italian Planes Fiat 49 Entertainment SCHEDULE

UPCOMING EVents

Sponsors

MUSEUM SITE MAP

MAM PROPERTY

In August 2014, the Military Aviation Museum began reconstruction of the Goxhill Aerodrome Control Tower. This tower was part of the Goxhill airfield when it opened in June 1941 as the No. 1 Bomber Command base. Between 1941 and 1945, the airfield was used by various bomber, towed target flight and fighter groups. From August 1942 until March 1945, the USAAF Eighth Air Force used the airfield as a fighter operational training base. The 52nd Fighter Group and others were 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 were cleaned and inspected. The Military Aviation Museum now has the only Allied control tower of its type (a â&#x20AC;&#x153;Watch Officeâ&#x20AC;? to our English cousins) that will ever be seen outside of England. In the coming years, the tower will be fitted with authentic RAF furnishings and equipment from World War Two. This is truly a museum offering that will never be duplicated.

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 EMB-145 and holds Second-In-Command type ratings in the PBY Catalina and B-25 Mitchell. He began volunteering as a pilot for the museum in 2003.

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.

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

WWII Pilot Image: M. McNeil for Fox Photos. Hulton Archive/Getty Images.

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.

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 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 World War II fighter and bomber aircraft.

John Glen Fuentes Warrenton, VA

John “Pappy” Mazza Chesterfield, 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.

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, multiengine land and instrument rating. Pappy has over 4,600 hours in over 50 different aircraft and has flown everything from a J-3 to an F-16. He has flown in aerobatics 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, SNJ, PT-17, Chipmunk, Fokker DVII and is copilot on the B-25 and PBY Catalina. Pappy is President of Medallion Swimming Pool Co Inc., a swimming pool and spa manufacturer located in Colonial Heights, VA.

Mark Gannucci Virginia Beach, VA Mark Gannucci moved to Virginia Beach, Virginia in 1991 and served at Oceana Naval Air Station as an F-14 Fighter Pilot. Today, he is a Captain with Southwest Airlines and has accumulated over 17,000 flight hours. Mark has flown dozens of different aircraft and when not working, he is flying in various general aviation and corporate aircraft.

Robert “Bob” Hill Nashville, TN Bob Hill grew up near Rochester, New York. As a young child, Bob was fascinated with airplanes and spent hours watching old World War II movies and building World War II 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 flying 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 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 U.S. 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 1500 hrs. in the B-17 Flying Fortress. He has flown for the museum since early 2003, and pilots the B-25, PBY Catalina, and the TBM Avenger.

Mike Hogan Washington, D.C. Mike Hogan is originally from Atlanta, Georgia and now resides in Washington DC. He has been flying for over 30 years and is President of Pelican Aircraft Consulting. Mike's passion is World War II aircraft. Some of the planes Mike has flown are the Consolidated BT-13, Stinson L-5, Percival Provost and the North American T-6. Currently, Mike pilots the SNJ-2 for the Military Aviation Museum.

Johnny Mazza III Chesterfield, VA Johnny Mazza III was born and raised in Chesterfield, Virginia and had his first plane ride before he was one year old. A graduate from Radford University, Johnny went on to work in the family business his grandfather started in 1960, Medallion Pools, which he is Vice President of and flies the Panther Navajo for the business as well. Johnny has been around aviation his entire life with his grandfather and his father both being pilots. In the 1950’s Johnny’s grandfather built a private grass runway that Johnny lives on today and operates a North American T6, North American SNJ, Citabria, and Panther Navajo out of. At the age of 8, Johnny was taxiing planes around the grass field his grandfather built and was learning aerobatics with his father at the age of 9. Over the years Johnny has flown over 25 different aircraft types and accumulated his single engine land, multi-engine land, single engine sea, instrument, and commercial ratings as well as holding a formation card. Johnny and his father both fly formation together in their T6 and SNJ during the summer months in airshows up and down the east coast as well as doing flyovers for numerous events.

Robert “Boom” Powell Virginia Beach, VA Robert “Boom” Powell loves aviation and will fly anything...almost. He flew Skyhawks and Vigilantes for the Navy in Vietnam and became an instructor pilot in both those carrier aircraft. As a civilian, Boom flew for Pan Am and then hauled freight around the world in B747-400s for Atlas Air. He’s a glider and tow pilot with his own Libelle sailplane. When not flying, Boom writes for magazines, has two novels published and two non-fiction books (and is working on a third); all on military aviation. He is originally from Long Island, New York.

Kevin Sinibaldi Virginia Beach, VA

Josh Wilson Norfolk, VA

Kevin Sinibaldi 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 leaving the military, he owned and operated a parachute drop zone in Chesapeake, and now flies for a major airline and the Skytypers. Kevin has over

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 World War II 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 Air Force Base.

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.

J.R. Smith Virginia Beach, VA J.R. Smith resides in Virginia Beach and started flying at an early age with his grandfather. J.R. is a 3500 hour commercial pilot with single, multi-engine

Jerry Yagen Virginia Beach, VA

and instrument ratings. J.R. is an A&P mechanic with

For over fifty years, Jerry Yagen has flown

inspection authorization and the owner of Aerodyne

as a general aviation pilot in his own business

Corporation. J.R. currently flies the Waco and Stearman

and for personal enjoyment. The first tail wheel

for the Military Aviation Museum ride program.

military aircraft he ever flew was the museum’s yellow Stearman in 1997. Soon thereafter, he

Mike Spalding Ahoskie, NC Mike Spalding is a Corporate Pilot in Norfolk and a Warbird Demonstration Pilot with over 13,000 hours flight time. He has flown more than 150 different types of aircraft, with many of them being their first flights. Mike 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. In 2002, Mike began flying the museum’s Stearman. He also flies the Mosquito, FG-1D Corsair, FW-190, AD-4 Skyraider, TBM Avenger, Spitfire, FM-2 Wildcat, P-51 Mustang, Yak-3 and others. He believes the

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. However, he now mostly flies the P-51 Mustang, because it has a back seat in it to bring along a friend or museum visitor. 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 that they can continue their flying careers here in the United States for others to enjoy seeing them in the air.

Stearman is the perfect airplane, but his favorite is whichever airplane he is flying at the moment. 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.

1944 FM-2 "WILDCAT"

FIGHTER

Pungo Airfield 1940s

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

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

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. 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. 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. 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 mounted machine guns and could carry two 250 lb. bombs or six rockets.  10

FIGHTER

1945 GOODYEAR FG-1D "CORSAIR"

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 caliber 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. It was 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 World War II 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.

Ray Beacham and Corsair

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. In 1964, a family in Santa Rosa, California purchased the Corsair. 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 by Norfolk, Virginia native, Ray Beacham, a local Northside Junior High School teacher. Beacham joined the U.S. Navy in 1939, earned his wings the following year. In 1943, Lt. Beacham was assigned to the VF-17 fighter squadron. The Skull and Crossbones adorned the nose of the Corsairs in this squadron and can be seen on the museum’s FG-1D, as well.  11

FIGHTER

1941 Curtiss P-40E “Kittyhawk”

Being one of the most popular and successful American aircraft of World War II, it’s no surprise that the Curtiss P-40 flew on the front lines of the war and remained there until the very end. By 1944, it had become the third most-produced American fighter with more than 13,500 having been built.

Flying Tigers and their P-40’s destroyed 286 Japanese airplanes and lost a

Unfortunately, by the time the war actually kicked off, the P-40 was already behind the times in Europe. It proved obsolete against their standards of contemporary aircraft and began working more effectively in other areas of the war. Most notably, it played a critical role in North Africa, the Southwest Pacific and China. Although it was considered out-of-date, it still demonstrated itself admirably wherever it flew.

Army Air Corps, then to Great Britain through the Lend-Lease program, and

Some of the most widely known P-40 operations are those of the Flying Tigers, the American Volunteer Group (AVG) in Burma. In just 6 months, the

to a successful end with a small subcontracted company in New Zealand,

Chief Pilot Michael Kuhnert and his team will be offering flights in a Fairchild PT-19. Less than 100 of these aircraft still fly today, so join Bay Aviation for an historic ride! To schedule your flight, visit the Bay Aviation booth east of the Navy hangar.

The Dixie Wing of the Commemorative Air Force will be offering rides in their P-51 Mustang "Red Nose." "Red Nose" was the plane that launched the Confederate Air Force (now known as Commemorative Air Force). To schedule your flight, visit the Dixie Wing booth east of the Navy hangar.

www.bayaviationonline.com

Engine: Allison V1710-39 Horsepower: 1,150 hp Max Speed: 360 mph Range: 650 miles Ceiling: 29,000 ft Wing Span: 37 ft, 3.5 in Armament: 6 x .50 caliber Browning machine guns; 2,000 lbs of bombs

mere 12 of their own. The museum’s P-40E is painted to replicate the colors of the plane flown by the great AVG fighter pilot, David Lee “Tex” Hill. Manufactured in Buffalo, New York during 1941, this Curtiss P-40E made its way to the United States finally off to the Soviet Union to defend the homeland from a Nazi invasion launched out of Norway. Lost in action, the airplane stayed in the Arctic Circle for more than fifty years, slowly losing parts to locals as the years ticked by. Then, in 1992, it was brought state side and began its restoration in 1996 at Virginia’s Fighter Factory. On April 14, 2003, the restoration came and the P-40E took to the skies after more than 50 years. 

www.dixiewing.org

FIGHTER

1945 North American P-51D Mustang

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 caliber Browning machine guns; 2,000 lbs of bombs; 6 x H.V.A.R rockets

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 could also carry two to four times the amount of fuel as its rivals, making it ideal for longrange missions. As air-to-air combat began to occur at higher altitudes later in the war, the thin air diminished the performance of the plane’s original Allison engine. The Mustang was then reduced to low altitude recon and photographic missions. The P-51 went through several years of significant improvements to become the legendary fighter that it ultimately became. The addition of the Rolls Royce Merlin engine, more guns, and the new K-14 gunsight made the plane a true “game changer”. Before the Mustang P-51 D model came into service, the 8th Air Force took 77% casualties from 1942 through 1944. The P-51 completely reversed that trend and mission requirements for bomber crews actually went up as the Mustangs went to work eliminating the Luftwaffe from the skies over Europe. 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. 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 World War II and named this plane “Double Trouble” for the two women he was dating back home and “Two” because it was his second Mustang. 

TAKE TAKEFLIGHT! FLIGHT! Warbirds Over the Beach is pleased to have several opportunities for you to take to the skies. It's an experience you won't forget. 13

P-64 was the US Army Air Corpsâ&#x20AC;&#x2122; 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. Once designed, the Royal Thai Air Force ordered several of the NA-68 singleseat fighters, but while en-route to Thailand, the export clearance was cancelled, and they were returned to the United States. The USAAC designated these aircraft the P-64, disarmed them and used them for advanced fighter training. In 2014, the museum acquired this example of a North American P-64 from Robbie Vajdos of Louise, Texas, owner of a private airport called the Flying

FIGHTER

North American P-64

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

Wright R-1820-77 870 hp 270 mph 965 miles 27,500 ft 37 ft, 3 in 2 x 7.62 mm MG, 2 x 20 mm cannons

Ranch. It is a replica aircraft built from a North American SNJ-4 as a project 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 stored. The most recent owner purchased the aircraft in 2010 and replaced the engine with a Wright 1820-80A engine producing 1425 hp. It joined the Military Aviation Museum collection in May 2014. ď&#x201A;˘

FIGHTER

Boeing P-26D “Peashooter”

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

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

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. Six countries flew the Peashooter: the United States, Republic

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of China, Guatemala, Panama, the Philippines and Spain. The first aircraft was 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. 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 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.  15

GUEST

1940 Douglas SBD-5 Dauntless

Photo by David F. Brown

GUEST

Photo by Charles Burcher

1943 Bell P-63 Kingcobra

The Commemorative Air Force (CAF) Dixie Wing is joining Warbirds Over the Beach this year with stars of the Dixie Wing Hangar. The fully operational Douglas SBD-5 “Dauntless” divebomber is one of the only two airworthy SBD5s in the world and is the only one restored to its original WWII configuration, including a fully restored and operational rear gunner station. The Bell P-63 Kingcobra fighter is one of only a handful of the 3,303 Kingcobras produced from 1942 to 1945 flying today. See how the Dixie Wing has restored this aircraft to its former glory. www.dixiewing.org 

BOMBER

1943 PBY-5A "Catalina"

In October 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 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

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

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

of fuel to remote parts of Alaska. 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 II. The work was done in 2011 in Canada. 

1944 North American b-25J "Mitchell"

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. 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. 

BOMBER

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.

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 caliber machine guns; 6,000 lbs of bombs

1945 tbm-3e “avenger”

BOMBER

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 (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

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 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. The Military Aviation Museum’s 1945 TBM-3E Avenger (BuNo 53454) was first delivered to Naval Air Station (NAS) San Diego. In July 1945, it was dispatched to Guiuan Airfield (Samar Airfield), Samar Province, Philippines, and remained there until February 1946, when it was shipped to Pearl Harbor. 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 Squadron 22. 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. The Avenger was acquired by the Military Aviation Museum and delivered in January 2001. 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.  18

BOMBER

1949 Douglas AD-4 “Skyraider”

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

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 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. The Skyraiders attack on May 1, 1951, was the last time the United States Navy used torpedoes in an actual act of war.  19

TRAINER

1941 Naval Aircraft Factory N3N-3 “Canary”

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

Wright R 760 Whirlwind Radial 235 hp 126 mph 470 miles 15,200 ft 34 ft Two

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 I. 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 high visibility yellow. The N3N served as the last operational piston biplane in U.S. military service when it

flew on floats from the Severn River at the Annapolis Naval Academy until 1961. 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. 

TRAINER

1943 Fairchild PT-19A

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

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

Several years prior to the onset of World War II in Europe, the U.S. 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 needed if the US entered the war. Fairchild 20

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

TRAINER

1949 North American AT-28D “Trojan”

In 1948, the United States Air Force (USAF) held a design competition for a trainer to replace the SNJ T-6 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. The T-28 remained a training aircraft with the USAF until the early 1960s. Some of the many

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

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

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 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. 

TRAINER

1956 Beechcraft T-34B “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

The Beechcraft Model 45, T-34 Mentor is a propeller-driven, single-engine 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 SNJ T-6 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 re-started in 1975 for deliveries of T-34Cs to the U.S. Navy. The Beechcraft Company manufactured the museum’s T-34 (Model 45, serial number G-778) in 1956. It was originally delivered to the United States Air Force as a T-34A-BH (55-0221) and was deemed surplus in October 1964. But little is known about the aircraft between its service and 1975. 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. During that time, it was used at public air shows in formation aerobatics and brought up to T-34B standards with a new engine. The museum acquired the aircraft in August 2000. 

High Flight

By John Gillespie Magee, Jr.

Oh, I have slipped the surly bonds of earth

My eager craft through footless halls of air.

And danced the skies on laughter-silvered wings;

Up, up the long, delirious burning blue,

Sunward I've climbed, and joined the tumbling mirth

I've topped the windswept heights with easy grace

Of sun-split clouds — and done a hundred things

Where never lark, or even eagle flew.

You have not dreamed of — wheeled and soared and swung

And, while with silent, lifting mind I've trod

High in the sunlit silence. Hov'ring there,

The high untresspassed sanctity of space,

I've chased the shouting wind along, and flung

Put out my hand, and touched the face of God.

RECON

Piper ne-1 “Glimpy”

Engine: Horsepower: Max Speed: Range: Ceiling: Wingspan:

Continental A75 75 hp 85 mph 225 miles 12,000 ft 35 ft, 3 in

During World War II, various methods were considered for making blimps more useful in support of military forces. One method, tested in 1944 at Naval Air Station Lakehurst in New Jersey, was to take a military version of the Piper J-3 Cub, the NE-1, and hook it as a companion vehicle to a blimp. The NE-1 would be dropped when reconnaissance photographs or other important material needed to get back to base while allowing the blimp to continue its mission. Unlike some other blimp p hookup The J-3 Cub with Navy Blim

and aircraft configurations, there was no way for the blimp to recover the plane until it returned to base. 



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FIGHTER

1943 HAWKER HURRICANE MKXII-B

The museum’s Hawker Hurricane (c/n 56022) was built in Canada by the Canadian Car and Foundry (CCF) at the Fort William (Thunder Bay) plant under license from Hawker. CCF plants in Fort William, Amherst, NS and Montreal produced 1,400 Hurricanes. The plane was accepted by the Royal Canadian Air Force in February of 1943 and it spent the war in Canada in both training and operational units. It was then stored and finally sold in 1948, where it sat derelict on a farm in Saskatchewan from 1948 until 1965. The Hurricane is almost completely original including its Packard-built Merlin-29, 1,300 horsepower liquid-cooled engine. It first flew again as N2549 on May 10, 1994. Unfortunately, 12 days later the aircraft was damaged while landing in Yakima, Washington. It was obtained by the museum in 2001 with Civil Registration N2549 and no Squadron Codes.

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

It was repainted as 151 Squadron aircraft DZ-O with serial number V6793 and the Civil Registration changed to N943HH. This Hurricane is painted in the markings of Pilot Officer John Kenneth Haviland, an American who flew with 151 Squadron in the Royal Air Force during the Battle of Britain. “Ken” was the only American-born RAF pilot who flew in the Battle of Britain who survived the war. After the war, Haviland continued his education earning a degree in mechanical engineering at London University and later earned a PhD in aeronautical and astronautical engineering at MIT. He joined the University of Virginia faculty in 1967, teaching first in the Hampton Roads area and then at Charlottesville for 27 years. Dr. Haviland died in 2002 as the last remaining American survivor of the Battle of Britain. 

From the British Collection of the Military Aviation Museum

MAM BRITISH COLLECTION

From the British Collection of the Military Aviation Museum

Mail Boxes with Style

The Classic London Double-Decker Bus

Long Before Cell Phones

Bright red English mail boxes are Mail boxes with style Long before The double-deck Rouetmaster bus is indeed a classic. Our bus started A genuine English phone booth, cell London double-decker bus easy to spot and very life inclassic London in 1962 and was later converted to an open top bus for on display in the museum, was ght red English mail boxesdistinctive in The phones their design. This genuine English the “Castle Tours” in Edinburg, Scotland. Although the bus is still a right commonly Mail boxes with style Longused before back in cell the 1940s. e easy to mail spot and A genuine English phon box or “Pillarvery Box”, as they are The classic London double-decker hand drive, the passenger doors had to be modified tobus open on the Bright red English mailThe boxes “We’re sorry, your call cannot be double-deck Routmaster bus is indeed a classic. Our bus started phones tinctive in their This known design. in England, sits at the main right hand side for use in the USA. The museum’s bus now boasts booth, on display in th are easy spot and very connected as dialed.” A genuine English phone entrance to theto museum. Thelife initials in London in 1962 and wasand later converted toOur anofbus open top bus a variety of our plane decals be seenaduring ourstarted special nuine English mail double-deck Routmaster buscan is indeed classic.some distinctive inbox theiror design. This The museum, was commonly use booth, on display in the on the box represent King for George events. the “Castle Tours” in Edinburgh, the is life in London in 1962 and was laterScotland. converted toAlthough an open top busbus museum, llar Box”, as they are known genuine English mail box or was commonly used back in the 1940’s. “We’r of England when the box was first cast. for the “Castle Tours” in Edinburgh, Scotland. Although the bus is

for the “Castle Tours” in Edinburgh, Although bus is “Pillar they are still known a right hand drive, the passengerScotland. doors had to bethe modified to England, sits atBox”, theasmain back in the 1940’s. sorry, your“We’re call cannot b still a right hand drive, the passenger doors had to be modified to in England, sits at the main sorry, connected your call cannot be trance to the museum. The open on the right hand side for use in the USA. The Museum’s bus as dialed. Pictur open on the right hand side for use in the USA. The Museum’s bus entrance to the museum. Theboasts a variety of our plane decals and may be seen daily in connected as dialed. Pictures 24 on the now tials box represent and text messages are n initials on the box represent now boasts a variety of our plane decals and may be seen daily in initials on the box represent

1943 Supermarine Spitfire mk iXE

In 1943, the largest single contract for Spitfires was produced at the Castle Bromwich factory near Birmingham, England. One of these aircraft was Royal Air Force (RAF) registered MJ730, a Mark IXe Spitfire, first test-flown on December 10, 1943. During operations in Corsica, MJ730 was filmed in color by William Wyler (who was the famed director of the Memphis Belle documentary and later Ben Hur).

After the war, this plane saw service with both the Italian Air Force and the Israeli Air Force until those services received more modern jets. When the Israeli Air Force needed it no longer, the plane was stripped of useful parts and deposited in a children’s playground a Kibbutz in near the Lebanon border for children to play on. In 1998, the Military Aviation Museum learned about the possible availability of this aircraft while in New Zealand searching for assorted Curtiss P-40 parts. An inspection in England was arranged and a contract was signed at the May 1999 Duxford air show. The aircraft finally arrived at the Fighter Factory facilities in Suffolk, Virginia in early 2000. 

FIGHTER

After the fighting in northern Italy, on October 9,1944, MJ730 was transferred again to No. 32 Squadron RAF at Kolomaki, Greece. The aircraft was chosen by Squadron Leader George Silvester (DFC) as his personal aircraft. When Silvester arrived, his mechanic asked what he wanted painted on his aircraft to identify him, he replied that there “was a bit of a question mark” in that regard. The next time he saw “his” plane, a question mark had been painted on it and it was known as “The C.O.’s Query” – livery that it retains today.

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 caliber Browning M2 machine guns up to 500 lbs of bombs

ON THE COVER

FIGHTER -BOMBER

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 lbs of bombs

In 2013, the long-awaited de Havilland DH-98 Mosquito, serial number KA 114, joined the Military Aviation Museum. While the British aircraft served many roles during the war, the museum’s Mosquito is a fighter-bomber variant, FB Mk VI. These aircraft were unique in that they were constructed nearly entirely out of wood, giving them the nickname “Wooden Wonder”. The Mosquito 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, aircraft in the world. At the conclusion of World War II, the aircraft was purchased by a farmer in April of 1948 and stored on his property in Milo, Alberta. Unfortunately, the weather took its toll on the aircraft and it deteriorated over the years. 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 salvaged. The museum’s Mosquito is painted in the markings of 487 Squadron RNZAF as EG-Y, in honor of the Royal New Zealand unit that flew Mosquitos during World War II. The squadron flew a number of high profile raids, including the attack of Amiens Prison in February of 1944. The attack destroyed a wall, which enabled hundreds of prisoners of war to escape. The museum’s Mosquito finally arrived in Virginia Beach, Virginia in March 2013, where the Fighter Factory’s crew, assisted by a few members of the AvSpecs team, reassembled it. Altogether, the Mosquito spent a total of eight years and thousands of hours undergoing its restoration. Today, it remains one of the only airworthy Mosquitos in the world.  26

Goodyear FG-1D Corsair

Grumman FM-2 Wildcat

Boeing P-26D Peashooter

North American B-25J Mitchell

Grumman TBM-3E Avenger

Douglas AD-4 Skyraider

Stearman PT-17 Kaydet

fairchild PT-19A

North American T-28D Trojan

de Havilland DH-98 Mosquito

Supermarine Spitfire MK IXE

Hawker Hurricane MKXII-B

The Beautifully Restored Aircraft of the Military Aviation Museum bücker Bü 133 jungmeister Junkers Ju 52

Polikarpov Po-2 Mule

LaVOchKIN LA-9

Mikoyan-gurevich mig-3

Fiat G.46-3B

Focke Wulf FW 190 A-8

Focke-Wulf Fw 190 A-8

Focke-Wulf Fw 190 Dora

North American P-64

Curtiss P-40E Kittyhawk

North American P-51D Mustang

Consolidated PBY-5A Catalina

North American SNJ-2

Beechcraft T-34B Mentor

N3N-3 Canary

Piper ne-1 Glimpy

de Havilland DH-82A Tiger Moth

DE Havilland DHC-1 Chipmunk

Yakovlev Yak-3

Polikarpov I-15bis

Polikarpov I-16

Polikarpov I-153

Messerschmitt BF 108

Messerschmitt 208

Messerschmitt BF 109 G-4

Focke-Wulf Fw 44J

Messerschmitt Me 262

Zeppelin Fliegende Panzerfaust 29

Each week from May 26th through September 29th, we will be showcasing historical events through unique tours, lectures and flight demonstrations. Hear the roar of the engines as history comes to life, experiencing vintage warbirds just as the heroes of the World Wars had. Each event starts at 1pm and is included in your general admission and is free for museum members. www.MilitaryAviationMuseum.org/Events/

Celebrate the centenary of WWI with us! Satisfy your hunger at our food vendors, or shop for memorabilia. Enjoy continuous musical entertainment, from 10:00am on Saturday and Sunday. Plus, all five of our hangars will be open for guided tours.

I Company, 16th Infantry Regiment, 1st Infantry Division • A static display exhibiting the weapons and equipment a soldier fighting in Sicily from the 1st Infantry Division would have used while in a combat zone during Operation Husky, and more specifically, outside Troina towards the end of the campaign. WWII Polish Living History Group • Representing the Polish Air Force portraying 305 Polish Bomber Squadron, but depending on the event, we can represent any of the other 14 Polish squadrons that served in exile. British 21st Independent Parachute Company • British Parachute company of pathfinders that participated in the ill fated Arnhem operation in September 1944. H.u.D. • Heer infantry regiment; German infantry regiment, Large communications display headquarters H.u.D. I&R Platoon, 41st Armored Infantry Regiment • The I&R Platoon served as the eyes and ears of the Regiment, often operating in the front or flank of the Regiment collecting information on the enemy and terrain. Their information helped confirm enemy size, disposition and key terrain, which helped to drive Regimental operations. The Soldiers in the I&R Platoon were Infantrymen that were provided additional training on enemy forces and terrain the the Regimental Intelligence Officer (S2). 2nd Armored Division 121 NCB Navy Construction Battalion • USN Seabee Construction Battalion at the invasion of Saipan working and fighting side by side with units of the USMC June 1944. 101st Airborne Division Headquarters, Recon Platoon • Reconnaissance Platoon focuses on representing the paratroops and glider troops of the 101st Airborne Division from 1942 to 1945. 193rd RKKA • We are a Russian reenactment unit. 1 person will be portraying an early war woman pilot. The other person will be a regular soldier.

British 1st Airborne • WWII British Airborne throughout the war. Hands on, interactive display with original items, including weapons, gear and dug artifacts. American Women’s Voluntary Services

Long Range Desert Group

• Women on the Home front display of the roles that the A.W.V.S. carried out during the war. Over 350,000 women sold war bonds, conducted classes on Victory gardening, civil defense, make do and mend, rationing and map reading. They also established child care for war workers, set up canteens, train station rest areas and more.

• Established in 1940 to gather intelligence and conduct raids far behind enemy lines in the North African desert. Later, they were re-equipped to work with the various partisan groups of the Aegean, Adriatic, and Balkans. Yankee Division • Chaplains display in one tent.

2nd Marine Division • 2nd Marine Division (Saipan) 1944.

Kampfgruppe Mecklenburg

USS Canopus

• Composed of the 2nd SS “Das Reich”, 15th FJ, and the 116th “Windhund”. Individuals from all walks of life are members of this unit. 2nd SS HQ Display, Pioneer Equipment, FJ Gear, and MG/shape charge display.

• The submarine tender USS Canopus (AS-9) was severely damaged by heavy bombers on December 29, 1941 in Manila Bay. She was later scuttled off Manila Bay rather than face capture by the enemy. Her crew was used in the defense of Bataan and Corregidor. Jalkaväkirykmentti 30 (JR30) • Jalkaväkirykmentti 30 (JR/30) is a reenactment group recreating a Finnish infantry unit during the Continuation War. The Continuation War was fought between the Soviet-Union and Finland from 1941-1944. Airmen’s Preservation Society (APS) • Our mission is to honor and preserve the memories and sacrifices of the WWII AAF, both in the air and on the ground. We will be portraying the 12th Bomb Group (the ‘Earthquakers’), 81st Bomb Squadron (B-25 group) based out of Deversoir Airfield in Egypt. This particular unit arrived in the MTO in August of 1942, and flew their first 5 or so missions alongside RAF planes/crews for navigation training. Our tactical WWII Army Air Forces encampment, includes quarters, administration, maintenance, and operations displays. Royal Navy • Reenacting the Battle of Crete during Operation Mercury.

Ulster Home Guard

IR 226 (Axis WWII German)

• Ulster Home Guard was a home service force made up of men from 17 to 65 who were not serving in the regular forces.

• We portray a WWII Wehrmacht unit. The 226 was part of the 79th that perished on the eastern front.

116 Panzer • We portray panzergrenadiers of the 116th Panzer Division. This unit fought on the Western Front from 1944 to the end of the war. 601 Squadron RAF • RAF Squadron established in the early 1920s. They participated in the Battle of Britain, the Western Desert, Malta and Sicily. Some notable members were Billy Fiske, the first American to be killed in WW2 during the Battle of Britain and Roger Bushell, the “Great Escaper”, shot when captured after the Stalag Luft III escape. Baker Company • Our organization is focused on accurately portraying the daily life of frontline soldiers during the war. We will be doing a static CP and equipment layout portraying the 511th Parachute Infantry Regiment during the battle for Luzon in the Philippines in February of 1945. Soviet 37th Guards Rifle Division • Soviet WW2 infantry division. La France Libre • We represent Free Forces of the Interior (Resistance) as well as other Free French units such as Free French Commando and SAS. Representing Operation Jedburgh which were three-man teams sent to organize and train resistance groups.

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TRAINER

1940 DE HAVILLAND DH-82A "Tiger moth"

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

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

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.

World War II, 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 Tiger Moth entered into service with the RAF in February 1932. By the time World War II 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. Following

The Military Aviation Museumâ&#x20AC;&#x2122;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. The museum acquired the Tiger Moth from a business in Greenville, South Carolina in 2004. ď&#x201A;˘

1952 De Havilland DHC-1 “Chipmunk”

Nicknamed “Chippie,” the DHC-1 Chipmunk was developed just after World War II 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 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

TRAINER

1950. Soon thereafter, the Chipmunk became standard equipment in 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

RAF Hooton Park, Cheshire, England. 

MAM EQUIPMENT

The Military Aviation Museum’s 1938 Royal Air Force fuel bowser is both historical and functional. "Bowser" is a generic term for a tanker, and during the Second World War, the RAF utilized several different designs for portable aircraft refueling tankers to meet the demands of its growing fleet. Both towable and self-propelled bowsers were used throughout the war, and the museum’s bowser, the Mk V, is a unique, three-wheeled, self-propelled, unit. It was built

by Thompson Brothers in Bristol, England. The Mk V carries two fuel tanks and one oil tank allowing it to service a variety of aircraft and other military vehicles. Many of these units were used well into the 1990s at civilian airfields. This particular bowser was used by the famous RAF North Weald Airfield, near Essex. The field was an important fighter station during the Battle of Britain. 

The Messerschmitt 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 percent 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. Because of its late introduction, limited production numbers, maintenance problems and a lack of fuel late in the 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.

FIGHTER

Messerschmitt Me 262

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

2 x Junkers Jumo 004 B-1 turbojets 8.8 kN (1,984 lbf) 559 mph 652 miles 37,565 ft 41 ft, 6 in 4 x 30mm MK 108 cannons in nose; 2 x 550 lb bombs (optional) 24 x wing mounted 55mm R4M rockets (optional)

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 template. 

If you share a special interest in the history of military aviation in the first 50 years of flight and can spare a minimum of eight hours per month, this may be your calling. If learning about our exhibits seems overwhelming at first, why not begin as a volunteer? Our volunteers work at such varied tasks as events (dinners, weddings, air shows, etc.), library, gift shop, wheeled vehicle mechanics, facilities, briefers/greeters, duty desk, security, event parking, building trades, etc. We need many volunteers to ensure the safety and success of each event.

FIGHTER

1941 Messerschmitt Bf 109G-4

A need for speed captured the Ministry of Aviation in late 1941. They needed higher altitude capabilities and faster speeds to keep up with air warfare during the Second World War. The Bf 109G was the key. The aircraft was designed with the idea of reaching those higher airspeeds and altitudes at the expense of higher wing and power loading risks. The Bf 109G was equipped with a new kind of engine, the DB 605A, that boasted a take-off output of 1450 hp and 1250 hp at 20,000 feet. Though similar to the DB 601E, which was the popular engine of the time, it had a redesigned block that featured oversized cylinders while maintaining the same centers. Although the engine stayed the same size-wise, the added power in torque as well as increased weight had consequences. The aircraft struggled with reduced handling and maneuvering characteristics, which called for some structural redesign. The Bf 109G-1 was born in autumn of 1941 as a single-seat, highaltitude fighter with a pressurized cabin and went to 11/JG1 and 11/ JG26 as equipment for high altitude squadrons. In 1942, the Bf 109

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

Daimler-Benz DB 605A 1,450 hp 398 mph 528 miles 36,499 ft 32 ft, 6 in 2 x 13 mm synchronized MG 131 machine guns; 1 x 20 mm MG 151/20 cannon; 2 x 21 cm Wfr. Gr. 21 rockets

first experienced some World War II action. By 1943, the Bf 109G was used in small numbers by high-altitude squadrons and the Erganzungsjagdgruppe West (the Reserve Fighter Group West). 1942 came along and the Bf 109G really started to see some action, being produced in considerable numbers and entering into active service. The Military Aviation Museum’s Bf 109G-4 has been fitted with the DB 605 engine at Meier Motors in Eschbach, Germany. The paint scheme was inspired by Klaus Quaet-Faslem, a Luftwaffe expert of the 1/JG3 who was known to have flown the BF 109F-2. He was awarded the Knight’s Cross of the Iron Cross in recognition of his extreme battlefield bravery, totaling 49 confirmed victories. The Bf 109G-4 continued to grow with the war, with its last model in the G series supplied in 1944 to JG 4, 76 and 77 in France. The Bf 109G-4 arrived at the museum in 2015. 

MAM VEHICLES

At the end of World War II, aircraft manufacturer Willy Messerschmitt lost control of his factories and served prison time. After he regained control of his business in 1948, he was not permitted to produce aircraft, so he shifted manufacturing to cooking utensils, prefabricated houses and electric power supply masts. By 1953, the company signed an agreement to manufacture Fritz Fend’s Kabinenroller three-wheel microcar. Fend originally began designing a muscle-powered, three-wheeled vehicle in 1946 for war invalids. The car sold well, and Fend’s small company could not meet production demands, so Messerschmitt was called in to assist with production. When the KR-200 made its debut in 1955, it was a fast, fuel-efficient, reliable vehicle with a comfortable suspension and great handling. Soon Fend and his new partner, axle manufacturer Valentin Knott, bought the threewheeler division of Messerschmitt and made production of the KR-200 profitable. But by 1964, all production ended as larger post-war vehicles entered the used-car market. The museum’s KR-200 was built at Fend’s factory, not Messerchmitt’s, but people still refer to the three-wheeled vehicle as a Messerchmitt. 36

LIAISON

1945 Messerschmitt Bf 108

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

German forces used the Bf 108 as a personnel transport and liaison 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 in one day. She named her aircraft “Tiafun”, which means typhoon, and this nickname stuck for all 108s.

aircraft during World War II. Nearly 900 Bf 108s were constructed, with 170 built in occupied France at the Societe Nationale de Constructions Aeronautiques du Nord. Construction moved to France in 1942 and continued on after World War II. 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. 

LIAISON

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

built 200 1101s, which 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 Messerschmitt Bf 108, featuring a retractable tricycle landing gear. The aircraft was developed late in the war, and not many of them were built before the war ended. It was built in France, at Nord Aircraft, and after World War II, the plane was known as the Nord 1101 Noralpha. Like the Bf 108, the 208 included seating for four. Nord

The Museum’s Me 208 was built by Nord Aircraft of France in 1948 as a Nord 1101, c/n 162. It was first registered in French and then transferred to British registry. In July 1983, it was purchased by a man in California and travelled to the United States, where it remained until 1996 when it was sold to a person in New York. The Museum purchased the aircraft in 2005. It is painted as “Yellow 14” from JG 53 “Ace of Spades”.  37

LIAISON

1949 Junkers Ju 52

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

3 x BMW 132-A3 (Pratt & Whitney) 725 hp each 171 mph Up to 800 miles with aux. fuel tanks 18,500 ft 95 ft, 10 in 1 x 13 mm M131 machine gun in dorsal position; 2 x 7.92mm M15 machine guns

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 under license by CASA in Getafe, Spain. The official designation was CASA 352 and only 170 were built. Part of this plane’s history involved a ten day, 8,000 mile flight to Harlingen, Texas beginning 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 aircraft is in the colors of 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 logbook 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. There are only seven Ju 52s flying in the world, and the museum’s is the only one in North America.  39

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

FIGHTER

Focke-Wulf Fw 190D-9 “Dora”

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

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. 

FIGHTER

Focke Wulf FW 190 A-8

Back by popular demand is one of the newest additions to the Military Aviation Museum’s Luftwaffe collection, another Focke Wulf Fw 190 A-8. Those of you familiar with the recent history of the museum may know that our previous A-8 was sold in 2013. In December of 2014, the Military Aviation Museum acquired this aircraft from its previous owner, Bob Russell, in Camden, South Carolina. The aircraft is a Flugwerks kit built Fw 190 with a serial number of 990005. The museum’s previous 190 was also a Flugwerks kit. This aircraft is particularly unusual in that Russell fitted it with the four-bladed propeller, hub, engine and modified cowling from a Soviet Tupolev TU-2 bomber. This gives the aircraft a slightly 40

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

3 x BMW 132-A3 (Pratt & Whitney) 725 hp each 171 mph Up to 800 miles with aux. fuel tanks 18,500 ft 95 ft, 10 in 1 x 13 mm M131 machine gun in dorsal position; 2 x 7.92mm M15 machine guns

unusual look, but when viewed from a short distance with the engine running, it gives the impression of an authentic Fw 190. The adaptation of the tried and tested TU-2 engine system makes sense considering the cooling issues long-associated with the Flugwerks Fw 190 replicas and the early wartime radial engine Fw 1-0 variants. The TU-2’s powerplant configuration uses the same Russian Shvetsov Ash-82 engine as most of the other Fw 190 A-8s currently flying. 

FIGHTER

1944 Focke-Wulf Fw 190 A-8 “Blue 4”

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

MARKETING

MAIL

DESIGN

WEB

SIGNS

PROMO

The Focke-Wulf Fw 190 was first designed in the late 1930s, and the Luftwaffe began flying it in 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 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.  41

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-Wulf 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 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

TRAINER

FOCKE-WULF FW 44J

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

Siemens Sh 14a 160 hp 115 mph 340 miles 12,790 ft. 29 ft. 6 in Two; instructor and student

the war, demand for the Stieglitz actually reached the point where Focke-Wulf opened a new factory 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. 

TRAINER

1940 BÜcker BÜ 133C “Jungmeister”

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

Siemens SH14 seven cylinder radial piston 185 hp 150 mph 311 miles 14,756 ft 21 ft., 7 in

Introduced and first flown in 1935 by Carl Bucker, the 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 aerobatics scene in the mid 1930s and quickly achieved legendary status. It was unbeatable 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 aerobatics and combat maneuver training. The Bü 133 models were produced by CASA in Spain 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 by the Military Aviation Museum and received the US registration N-38BU in 2006. 

MAM PROPERTY

In late fall 2012, the 1934 Cottbus hangar opened to the public at the northwest end of the Military Aviation Museum property. The 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. World War I fighter pilot Gotthard Sachsenberg designed Hangar 6 and other hangars at the Cottbus Air Field. 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. 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. 43

MAM EQUIPMENT

This type of Zeppelin ladder was built in Germany during the late 1920s and early 1930s as a maintenance ladder for large rigid airships. After the first World War, Germany had to dismantle its armament industries, and the only way for the Zeppelin company to survive was to go into partnership with the American Goodyear Company. Thus came the Goodyear Zeppelin Company. These ladders were used inside of the huge Zeppelin hangars and were manually operated. Once the ladders were moved to their desired location, workers would level and stabilize the main carriage, then elevate and extend the ladder with hand cranks from a small work platform attached to the top of the ladder. There is one other Zeppelin ladder in the world located at the National Naval Air Museum in Pensacola, Florida. However, our museum’s ladder is the only unmodified original unit that still exists. It is complete with the work platform and a pair of original wheel chocks that hang inside the base unit. The markings are also original, although the metal has been painted over. The museum’s Zeppelin ladder came from the now demolished blimp hangars located at Hitchcock Naval Air Station, a former

World War Two U.S. Navy blimp base in Hitchcock, Texas. After the Hindenburg disaster, Goodyear spread out a lot of the equipment once located in Akron and Lakehurst to service the Naval blimps still being used. Its history before that destination is uncertain. We know the first giant airships were built in Germany, but the later ones, like the USS Akron and the USS Macon, were built here in America. We also know that the large German Zeppelins like the Graf Zeppelin and the Hindenburg came over here and were undoubtedly serviced in our hangars. So there is a good chance that this ladder could have been used on them. The Military Aviation Museum’s Zeppelin ladder is one of the few remaining pieces left in the world from the now extinct early airship days. 

Fliegende Panzerfaust, “Flying Bazooka”

DISPLAY

Wing Span: Length: Flight Weight: Max Speed:

The Fliegende Panderfaust is one of the static displays at the Military Aviation Museum. This is a 100% to-scale reproduction built by Holgar Bull in Germany. The original prototype was created in 1944 by the Zeppelin company. By 1940, the last of the Zeppelin airships were scrapped and future development was stopped. In 1942, Zeppelin founded an aircraft construction division with plans to develop large commercial aircraft. From 1942 to 1944, Zeppelin designed several of these airlines both independently and in conjunction with the Messerschmitt company. Zeppelin also experimented with two small fighter designs in 1944 for the war effort: Rammer and Fliegende Panzerfaust (Flying Bazooka). This second experimental aircraft is the one on display at Warbirds Over the Beach. This particular design was developed in the winter

14 ft, 9 in 19 ft, 6 in 2,645 lbs 528 mph

of 1944-1945 and was designed to actually ram enemy aircraft. It was to be towed by a Messerschmitt Bf109 to its service altitude. Once there, the pilot would fire six solid-fuel rockets and aim the aircraft at the enemy. The pilot was positioned in the aircraft laying down, and just before ramming the enemy, he would open the lower compartment of the fuselage and parachute to safety – in theory. The design was never fully built and tested. Builder Holger Bull, began building full-scale World War II aircraft in recent years. His interest grew from his father’s career as a pilot for the Messerschmitt factory, where he flew Me 262s among other aircraft. Mr. Bull built this Fliegende Panzerfaust by starting with a small three-view drawing and a typed description. While not intended to fly, he still takes the greatest care in getting the details correct using original documentation and research. He uses original parts, like instruments, wheels and electrical components when possible and constructs other components from comparative types at the time. 

DISPLAY

BMW TLJ-2 – Strahljager Projekt II

The BMW TLJ-2 (Strahljager Projekt II) arrived at the Military Aviation Museum. This unique static display was built by Holger Bull in German working from drawings using original parts and new construction. During World War II, EZS, a subsidiary of BMW, developed new designs to

Wing Span: Length: Armament:

22 ft, 10 in 27 ft, 5 in 2 x MG 151/20 (20mm) or 2 x MK 108 (30mm)

compliment the jet engines developed by BMW at the time. Four designs focusing on simplicity and easy construction were submitted in November 1944 with the direction of engineer Dr. Huber. The second design had several variants with the pilot either prone or sitting and with short and long wingspans. The air intake was in the nose and ducted under the cockpit to the BMW 003 engine mounted in the rear fuselage. These were only prototype aircraft and none were ever put into production or flown.  45

DISPLAY

Blohm & Voss P-214 "Mistletoe"

Another one of the newest editions to the Military Aviation Museum static display collection is the Blohm & Voss P-214. Nicknamed “Mistletoe”, this was one of the last-ditch efforts of the Germans to regain air superiority during the final stages of World War II. It was designed by Blohm & Voss in the winter of 1944/45 to serve as a rocket bomb. A small manned aircraft was attached to the top of a bomb to ferry the bomb to its target. Both the aircraft and bomb were to be transported near their destination atop a

Wing Span: Length: Armament:

19 ft, 8 in 16 ft, 5 in 2,204 lb bomb

bomber, like the Do 217. When within range, the bomber would move into a flat fast path angle flight to allow the ramjet engines of the bomb plus aircraft to ignite. Once this took place, the Mistletoe would climb higher to spot the target. Once identified below, the rocket bomb would go into a fast dive and release the bomb within two kilometers of the target. The aircraft would then go on to land at a designated position on its three-point skids. Blohm & Voss was founded in 1877 as a shipbuilder. During World War II, it began to design and build aircraft. It was known for building the largest aircraft used by the Axis forces, the Bv 238. The P-214 was never put into production. This particular example on display is a non-airworthy replica built by Holger Bull in Germany using original parts and new construction. 

FIGHTER

1947 Lavochkin La-9

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

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. 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. In design and performance, it was seen as the equivalent of the American Bearcat and the British Sea Fury. Following World War II, 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 worldwide of the 1,559 built). 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, it was decided that the aircraft should go on to Auckland, New Zealand to be rebuilt to flying condition by Pioneer Aero Restorations. 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 in 2013. Its paint scheme represents a Russian aircraft in accordance with Russian regulations regarding the use of national insignia. 

FIGHTER

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 was a favorite of both pilots and ground crew because it was small, robust 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 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.  47

The MiG-3 was a Soviet fighter developed by the Experimental Design Department (OKO) of Zavod in 1941 as an improvement over the MiG-1. The two aircraft shared the same powerplant, a Mikulin AM35-A, and the same armament. 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 Naval Aviation. The MiG-3 was designed for increased performance at high altitudes, but that meant when it was forced into use in other combat roles, it proved difficult to fly. Aviators reported excellent handling at high altitudes (above 12,000 feet), but the majority of the air battles fought over the Eastern Front were at the lower altitudes fighting the German Messerschmitt Bf 109. Nearly 3,200 MiG-3s were built between 1940 and 1941. The Military Aviation Museum’s aircraft, c/n 4958, was one of the last production aircraft in 1941. It is believed to have been assigned to the 147th IAD, V-VS in defense of the Arctic

FIGHTER

1941 Mikoyan-Gurevich MiG-3

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

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

region. Only 14 MiG-3s served in this unit over a six-month period. There are no records of its loss, but research leads us to believe it suffered damage during combat in the winter of 1941 flying from its base at Afrikanda. In 2001, the aircraft was found in the Murmansk region, and the Aviarestoration company of Novosibirsk, Siberia reconstructed it from parts of six recovered wreckages. Most of the equipment is original but the Mikulin engine was replaced with an Allison V-1710. It is believed to be the only flying MiG-3 anywhere in the world. 

MAM EQUIPMENT

The first working pulsejet was patented in 1906 by Russian engineer V.V. Karavodin. This influenced Paul Schmidt to pioneer a more efficient design based on modification of the intake valve (or flaps), earning him government support from the German Air Ministry in 1933. In 1934, Schmidt’s prototype bomb failed to meet Air Ministry specifications due to poor accuracy, range and high cost.

produced 500 lbs of static thrust and approximately 750 lbs in flight. Although this is insufficient thrust for takeoff, the V-1 could be launched off an inclined ramp powered by a steam catapult or drop launched from a Heinkel He-111. The range of the flight was predetermined and set before it was launched. Some V-1’s were fitted with radio transmitters so their flights could be monitored.

The Argus Company later perfected the pulsejet and the first powered flight was done in December 1942. The pulsejet was evaluated to be an excellent balance of cost and function. It would run on any grade of petroleum and the pulsejet motor was not intended to last beyond the V-1’s normal flight of one hour. Ignition in the As 014 was provided by a single automotive spark plug mounted behind the valve array. The engine

The museum’s Fieseler Fi 103, also known as the V-1 “Buzz Bomb,” was recovered from the Nordhausen munitions factory, hidden deep inside the Harz Mountains in Southeastern Germany. It was manufactured in 1945 by labor supplied from the Buchenwald Concentration Camp and is believed to have one of the only surviving radio homing devices. This V-1’s compressed air starter bottles were recovered and are extremely rare.

LIAISON

1936 Polikarpov Po-2 “Mule”

Engine: Shvetsov M-11 5-cylinder air-cooled radial Horsepower: 125 hp Max Speed: 97 mph Range: 249 miles Ceiling: 13,125 ft Wing Span: 37 ft, 4.75 in Armaments: 1 x 7.62 mm ShKAS machine-gun

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 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! 

The Fiat G.46 was a military trainer developed in Italy shortly after the Second World War. Designed by Ing. Giuseppe Gabrielli, the intermediate trainer was the first new model produced by Fiat at Turin after World War II and the first all-metal trainer in the Italian Air Force. The G.46 was a conventional, low-wing monoplane with tail wheel landing gear and retractable main gear. The pilot and instructor sat in tandem under a long canopy. The first prototype, G.46-1, was powered by an 195 hp Alpha Romeo 115-Ibis inverted six-cylinder in-line watercooled engine. It flew for the first time on June 25, 1947, with Ing. Vittore Catella at the controls. Testing revealed excellent flying characteristics and suitability for aerobatics, and the type was ordered into production. The production version was the G.46-1B and 25 were built for the Italian Air Force, the first being delivered in 1949. Another ten were delivered to the Syrian Air Force. The second aircraft built became the prototype for the Argentine version and was flown for the first time as the G.46-2B, on February 2, 1948, also piloted by Catella. Argentina received 70 aircraft of the G.46-2B model powered by the 250 hp de Havilland Gipsy Queen Srs.30 (also an inverted six-cylinder in-line water-cooled engine), the first being delivered in 1949.

TRAINER

1950 Fiat G.46-3B

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

115-Iter Alpha Romero 215 hp 194 mph 560 miles 17,400 ft. 34 ft. 1.25 in.

These were followed by the two-seat G.46-3B and single-seat G.46-3A, both powered by the 215 hp 115-Iter version of the Alpha Romeo engine. In 1951/1952, refined and updated G.46-4A and G.46-4B models were built, also powered by the 215 hp 115-Iter engine. A total of 223 aircraft of all versions were built. In 1958, a number of the Italian Air Force aircraft were transferred to the Italian Aero Club, and five former Italian Air Force G.46-4Bs were supplied to the Austrian Air Force. Survivors from the military squadrons eventually wound up with aero clubs where they were used as aerobatics trainers. Several were still around into the new millennium. The Military Aviation Museum’s Fiat G.46-3B was delivered to the Italian Air Force as s/n MM53091 in 1950. In July 1961, it was released from service and received the civilian registration I-AEHX. It was later exported to the United States where it was registered as N46FM on June 15, 1972. The museum acquired the plane from a man in Milford, Connecticut in the spring of 2015.  49

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.

America's Sweethearts, based in New York, join this year's line up.

Theresa Eaman began performing jazz standards in her early teen years in Reading, Pennsylvania. A classically

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.

"There is so much to discover in the evolution of harmony through the decades. Take The Andrews Sisters, for example. They were such a huge hit, and not only because they were good looking, classy dames in the 1930s. Their music and their incredible, intricate harmonies were an inspiration in a time when there was much darkness. Our goal is to spread nostalgia, joy and human connection through harmonies and music. I believe that this connection can span many decades, and our repertoire reflects that. The women in this group are truly remarkable human beings, who happen to be some of the greatest talent New York City has ever seen."

www.FrankSingsFrank.com

www.Americas-Sweethearts.com

www.Reverbnation.com/TheresaEaman

trained vocalist, she specializes in jazz standards and re-enacting the music of the World War II era. She presents the listener with renditions of all their favorites featuring the stylings of the original recordings, while incorporating her own personal touches. Theresa’s 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 through out Idaho and Pennsylvania. She has appeared at Warbirds Over the Beach Air Show since its inaugural year in 2009.

New Yorkers Heidi Rosenau and Joe McGlynn share a fascination with the history of World War II. They have spent the last decade studying vintage dances, music, and clothing of the period. This weekend they take the stage to offer non-choreographed dance, spirited demonstrations that convey the escape, joy, and sense of community that American music inspired during tough years. They’ll also discuss the range of styles found across the country…from Harlem’s Lindy Hop, to Collegiate Shag, to a form of Swing from Southern California now known as Balboa. Heidi and Joe have competed in all three swing dances nationally and continue to take classes. Their love of recreating, sharing, and perpetuating historic dances has led to engagements on a regular basis at several national events.

The Mark Michielsen Big Band joins us 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. Originally from Midland Park, New Jersey, Mark 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. 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 group of gifted musicians has performed throughout Europe, Japan, the Middle East, and of course, the United States. The band’s CDs are also on sale in the museum gift shop.

www.CreativeComposerMark.com 51

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Love what you saw today? Come back as often as you'd like with a Museum Membership. The Individual Membership is $50.00 a year and the Household Family Membership is $100.00 a year. During that time, members receive free General Admission, 10% Gift Shop Discount with Membership Card and our Quarterly Newsletter. Become a Member Now! Download the application at www.militaryaviationmuseum.org/members/ and mail it to us along with your payment. You can also pay online with PayPal. 52

3. Come back for one of our upcoming events

MAY

Summer of Flight MAY 26 - SEPTEMBER 29 See our ad in the center spread.

JUNE

Flying Proms Symphony Air Show SATURDAY, June 16 See our ad inside the front cover.

JULY

Warbirds Aviation Summer Camp JULY 16 - JULY 20 See our ad in the center spread.

OCTOBER

Mid Atlantic Dawn Patrol October 3 - October 7 7th Annual Radio Controlled WWI-model airplanes. Hosted by Tidewater Radio Control.

Visit our exhibit from July 21st to October 14th

Biplanes & Brews Air Show October 6 - October 7 See our ad in the center spread.

NOVEMBER

Planes, Trains and Santa November 23 - November 25 The museum, in association with the Tidewater Division of the National Model Railroad Association, is pleased to announce our 9th model train show! Santa Claus will fly in each day, with a meet-and-greet for children of all ages at 11:00am!

Yes, we know our dino friends are not from the war era, but they are a lot of fun! Stop by the museum gift shop for a Dinosaur Scavenger Hunt map and take the little ones down the driveway to "Jerrassic" Park. Walk among the dinosaurs and see how many you and your kids can identify. 53

Willis Towers Watson is a proud sponsor of the Military Aviation Museum