Commemorative Air Force
Wing Leader Home Office
Col. Kathi Elder 376-5290 376-2440
Executive Officer: Home
Col. Rex Crewse (417) 890-5458
Fax-? email: ?
Finance Officer: Home Office
Col Linda Robertson 842-1202
Adjutant/Personnel Off: Home Office
Col. Jim Neel 495-2261
Operations Officer: Home Office
Col. Tom Rush 749-0510 202-8996
Maintenance Officer: Mobile
Col. Arnold Angelici (405) 740-2340
Home- (405) 525-6595
Work- (405) 954-6025
Safety Officer: Home
Col. Vince Buraas 728-3335
P.X. Officer: Home 842-1202
Col Linda Robertson –see Finance Officer above
Public Information Officer: Home
Col. Graham Robertson 842-1202
Editor/Historian Home Cell
Col Rich Lindsey 677-1802 401-7988
CAF Hangar phone number 205-7452
Check us out at:
© copyright 1999, Oklahoma Wing, Commemorative Air Force - Col Rich Lindsey, editor
OKLAHOMA WING CALENDAR
The Commemorative Air Force is an educational organization dedicated to the preservation of the great
combat aircraft of WW II, and a portion of our military aviation heritage. 1939 - 1945
VOL. 21, No 4
Please Note: All OKW General Meetings are regularly scheduled for the second Saturday of each month at 1030
hours. OKW Staff Meetings are regularly scheduled for the Thursday preceding the General Meeting each month at
1900 hours. All meetings will be held in the Headquarters hangar, unless otherwise specified. Work Parties are every
Tuesday, Thursday and Saturday, from 1000 - 1700 hours.
OKLAHOMA WING CALENDAR OF EVENTS
April 12-Wing Staff Meeting
April 14 - Wing General Meeting & Pancake Brunch
April 20/21 - Airshow @ Max Westheimer (Norman) Ya’ll Come!!!
May 26—Hobart OK Fly-in & Pancake Breakfast (copy cats!)
Since 1997 a
has been building
from the ground
up using many
plans and other
from the war. Production numbers start off where the last German WW II wartime
production number left off. This new FW-190A-8 is called the Fw-190A-
8/N (N for Nachbau which is English for reproduction or replica or clone).
Some of these new FW-190’s have been fitted with original tail wheels from
WW II as a small cache of these units have recently been discovered. All sixteen
of the planned total production run has been completed at this time and all
have been sold. Ironically, since the BMW 801 engines are no longer available,
a Chinese licensed Russian engine, the Ash-82FN 14 cylinder twin-row radial
engine, which powered some of the original Fw-190’s opposition (such as the
Lavochkin La-5 and La-7) now powers the new Fw-190’s. I can find no information
at this time as to the cost of one of these beauties nor have I been able
to locate a photo of a completed airplane at this time. I believe the photo above
to be airbrush artwork from the company website.
Editorial Col. Rich Lindsey
We are finally coming into the
air show season and it’s none
too soon. We have taken to
looking under the couch cushions
for dropped change to
cover operating expenses. When
the call goes out for air show
workers please get on board. We
have lost a very valuable team
with the moving away of Rex
and Retta Crewse and we have to fill this loss. We
have a couple of new troops coming on board that
have asserted they will make as many shows as possible
and this is very welcome news. We have a great
need to train another dog tag machine operator.
Because of the lack of activity within the Wing these
past few months this will be another issue long of
aviation stories and little Wing news. Hopefully this
will soon change.
One of the best kept secrets at Wiley Post is the
presence of the Oklahoma Air Museum located here
and little more than a stones throw from our own
hangar. Supported entirely by Brent “Doc” Hisey
and maintained by Greg Butler, ably supported by
brother Scott and pop, Larry; this museum will
surely become the principal reason for a rebirth of
warbird activity in central Oklahoma. Built around a
small but solid core of magnificently maintained
warbirds such as a P-51, an L-39 and soon, a Douglas
Skyraider, this organization is sure to attract other
warbird aircraft to the airport. Along with this will be
the random transient airplane that drops in for a day
or so for a visit. Right now you can visit the museum
and see an ultra-rare Bell P-63 Kingcobra sitting
there awaiting a decision to hopefully get it back into
the air. According to Greg the Doc has some really
great plans for adding more airplanes to his private
collection as time ( and funds) allow.
Drop in and give Greg someone to talk to. Sometimes
he feels like the Maytag repair man. Hopefully
this will change as more folks find out about this
Wing Leader Col Kathi Elder
Hello from your Wing
We will start off April
with having our first cook
out for 2007. It will be
pancakes…. Hope to see
I hate that we had to cancel
twice for our van
cleaning party. As usual
we have to work around
weather. I am hoping that after we fill up our tummies
we can work it off. That will be Saturday
April 14. If you have any type of sanding equipment…..BRING
IT!!!!!!!! After we get the van
sanded and ready it will go in for a paint job……
Thanks to donations this has been made possible.
Burger day @ El Reno is our first event. May 5 th .
We are looking volunteers that would like to fly
over. I need information by the 15 th of April. It
will be part of the news article for El Reno Main
We are getting in new stock for the px.. That
means we will have bills due in 30 day. If you
have not paid your dues, please send them in!!!!!
HAPPY BIRTHDAY to Col Quentin Dunn.
Until Next Time “Keep your eyes in the sky”
Addenda - In the course of setting up this and the March
newsletters I failed to give photo credit where it was due.
The photo of Tom and Graham in the PT-19 that appears on
our new banner was taken by Col Mark Howard as they
flew formation enroute to Midland last September. The
photo of Marks PT-26 at the bottom of page 6 was taken by
Col Graham Robertson on the same occasion
I recently bought out a small collection of Corgi and Dragon precision-made die cast metal airplanes, all in
1/72nd scale. All are still boxed. I have B-17’s, B-24’s, a Lancaster and some 15-20 fighters; P-51’s; P-47’s;
109’s and 190’s, Spitfires, etc. They will be sold through the PX at shows but first I will offer them up to
Wing members at 75% of their original retail cost. Contact me if you are interested. …. RL
Operations Officer Col. Tom Rush
Here’s the latest with our
plane. As of Tues, Apr 3,
Bill Hayward has completed
the swap of the radios.
It proved to be a
much bigger job than either
of us anticipated. Bill
worked all Sat, Mar 24, and
Sun, Mar 25. He kept running
into troubles. The basic install literature just
wasn’t all there. After consulting by phone with
both radio and interphone manufacturers, Bill had a
plan for Sat, Mar 31. But again, problems. Bill was
about to go home defeated once more when I decided
to try one last time to get better results. I
don’t know what I touched, but it began to work.
We believed we finally had a successful installation.
Then Arnie and I tried to fly on Sunday. Everything
we tried with the radio and interphone worked as
they should. BUT, the engine didn’t. A bad magneto
check kept us on the ground, and Terry Watson
and I have been working that problem on Monday
& Tuesday. Right now I have calls going to locate
a magneto overhaul location. If we get lucky,
we may have a new magneto, at more expense than
I anticipated, by next week.
More to come.
When the plane is finally available, pilots get with
your proficiency flying please.
Wing Maintenance Officer Col Arnie Angelici
The PT-19 has a new radio! Bill Hayward
spent several weekends and several hours during
the past few weeks to install and chase down the
usual and unusual collection of radio gremlins to
get the new King radio functioning. Richard
Guynes fabricated the new mount for the radio.
His work, unfortunately for
those of us who appreciate
his ability to sculpt aluminum
into useful things for
airplanes, is tucked up out of
sight under the panel. This
fabrication was necessary because
the new King radio
was a few inches shorter and
did not use the same slide in
tray. I did my part during the
installation by staying out of
Bill’s way, not shining the
flash light into his eyes while he was soldering, and
being a third hand when two were not enough.
The down side to the installation occurred
this past Sunday, April 1 st . Col. Rush and I were to
take the airplane for a currency flight and to test the
radio while airborne. During the mag check, we
noted that the left mag suffered a 200 rpm drop,
which is more than allowed for safe flight. This rpm
drop did not clear with leaning, so we returned to the
hangar to trouble shoot the problem. We believe that
the problem is due to lead fouling with one or more
of the spark plugs. The bright spot during the mag
check was that Col. Howard was off our left wing tip
doing his run-up prior to returning to his home base.
It was a pretty sight, but I did have to pay attention
to know which Fairchild the tower and ground control
The brake reservoir cover is complete with
the exception of the lettering: “MASTER CYLIN-
DER: SERVICE WITH DOT #3 ONLY”. I want to
thank Col Guynes for taking the time from the fabrication
of the radio tray to cut and trim the pieces required
to complete the cover. This access cover is
larger than the original and should facilitate the servicing
of the master cylinder. The roll over cage,
surrounding cowling and the nose cowl now is crying
for fresh matt black paint.
The fire extinguishers from the Oklahoma
Wing and the Sierra Hotel Group are being serviced
and should be back in the hangars by the next meeting.
There are two loaners available, one for each
hangar. Remember, it is better to have them and not
need them to not have them and wish you had more
of them. Be fire safe.
The flag pole outside the Hooch needs a new rope.
If any member has about 100 feet of ¼” diameter
rope (I believe that is the size needed), and an extension
ladder, we can get the rope replaced and fly
the flag again during the meetings. If you have any
of these things, please call me so we can make the
repairs before or at this month’s meeting.
One last item, we are planning to have a
hangar cleaning between now & the end of May. If
you left something in the Hooch or the hangar for
temporary storage and do not claim it, it will be
moved to the Oklahoma City land fill for indefinite
storage. We are looking for ideas on how to rearrange
the Hooch to better serve and accommodate
our members. Your ideas are welcome. The current
floor plan will change, how it changes will be up to
Until next month, stay safe, be safe and
Above right - Bill
lower right - Richard
are the two guys
mentioned in Tom
and Arnie’s columns
Both of these
men are super
qualified and totally
both are so laid
back, quiet and
the excellent work
they do goes unnoticed
by many of
us. We owe and
will continue to
owe each of these
two many thanks
for their work on
Why I am going to Las Vegas
General Staff Member
We are the Commemorative Air Force. We make this organization work. We tell the story of these magnificent
aircraft that brought us all together. We honor those men and women who built, maintained and flew
these wonderful machines. That is why we exist.
We are the most unique flying museum in the world. We are not in one building, one location displaying
static aircraft. We are in twenty-eight states and four foreign countries. We are an exceptional museum –
one that flies it’s exhibits wherever and whenever possible.
This is the 50 th anniversary year of our organization. We will have this anniversary one time only. We - and
those who came before us - have worked hard to make the CAF what it is today. We have sweated at airshows,
setting up and working in PX’s, wiping the oil and bugs off our aircraft and maybe even adding a
little wax, standing out in the sun all day to answer peoples questions about the airplanes and listening to
stories of those who flew the planes. We party after those airshows with old friends and new friends. We
deserve to party after all the hard work at an airshow.
After fifty years, we deserve a party. We need to celebrate what we have done. I want to be part of it. I want
to tell the public – who is invited to share in this event – who we are, what we do, and how they can join
and help our very special organization.
We are hosting this event in the party capitol of the USA. We can show thousands of people who we are
and what we do….while we’re having fun doing it.
Is it going to cost us some money? Sure it is. What doesn’t these days? I’ve known I was going to go as
soon as the announcement was made. I planned on it. I can’t wait for it to happen and be a part of it. This
has the capability of being the single largest event in the history of the CAF. We can show thousands of
people in Las Vegas who we are and what we do. We can’t let this opportunity pass.
Join us in Las Vegas!
Wing Finance Officer Col Linda Robertson
Well there isn’t much to
report except we have a
little less money in the
bank and we still owe
Midland and the usual
We do have our first potential
event coming up on April
20-21, which is an Open
House at Westheimer
Airport in Norman. We are invited to bring the PT
19 and the PX for both days…providing we have
enough workers. There has not been an event at
Westheimer for some time so they don’t really
know what to expect as far as a crowd but this is in
our back yard and we really need to attend all the
events (no matter how small) we are able to attend
that will bring in some much needed revenue. There
will be phone calls made soon to find a crew.
After Westheimer is Burger Day in El Reno on
May 5 th and that has always made us a little money
so we will need workers for that also.
Hopefully after Westheimer we will need to place a
small (or not) PX order …so those of you who have
not paid your 2007 dues would do so that will help.
I think that is all I have to report on for now. Don’t
forget the lunch on meeting day.
Wing Executive Officer Col Mark Howard
Editors note - I came across a photo this month of a PT-26
that was totally trashed and it occurred to me that the average
person has not the foggiest idea what it takes to “restore a
warbird”. I asked Mark to give us a brief insight into this
wonderful world called Warbird Restoration. He writes ...
My Cimarron Field veteran PT-19A (# 711 at
Cimarron) has been under restoration for the last
several years by Joe and Mark Denest in West
Chester, PA. It probably won’t fly for another 1 ½
years or so.
The thing that doomed so many of the Fairchilds
was their unfortunate combination of open cockpit
with a wood wing. When these were sold as mili-
tary surplus to the public beginning in late 1944,
they were bought cheaply and many were stored
outside in the elements. Water would come into
the open cockpits, settle in the lowest part of the
wing and rot out the center section, which is
roughly the middle third of the wing. The FAA
developed the ice pick test whereby an inspector
would poke an ice pick into the bottom of the main
wood spar and if it was soft and spongy, the FAA
would declare the aircraft non-airworthy. If you
do not have a good set of wing center section spars
to begin with, your project is essentially not viable
for a restoration. There are so few good spar sets
available, and you will pay a very heavy price if
you are lucky enough to find a good center section
by itself. My guess is that there are probably hundreds
of Fairchilds stuffed away in hangars that do
not have a viable center section and thus probably
will never fly again. My PT-19A # 711 center section
started as only the main and rear spars and the
metal compression ribs that hold the two apart at
each end and lend extra rigidity to the center section.
One side of the main spar wood covering, or
web, was removed, then the wood inside was repaired
as necessary, then a whole new web was
glued on the spar to make them like new again.
This was repeated for the rear spar. Every wood
rib was built from scratch of mahogany and
spruce, and some of the ribs have around ten different
pieces of wood in them. The center section
was then completely reskinned with new wood.
This is not a job for amateurs. It requires soaking
the skins for days and clamping them to the ribs to
attain the curved leading edge shape and waiting
for them to dry. Then the skins are removed, glue
applied to the ribs, and then the skins are tacked
with small nails to the ribs to hold them in place
until the glue dries. After the glue dries, the nails,
which are tacked first through yard sticks, are
pulled out leaving only the glue to hold the skin to
the ribs. The Denests are about 75% done with the
Basically the same procedure is done on the outer
wing panels. Each is similarly comprised of a
front and rear spar held together by metal compression
ribs on each end. My wing panels were in
decent shape, with good spars and most of the
wood ribs were salvageable. The spars are all be-
ing taken out, reworked, then reinstalled and the
wing panels reskinned with new wood. One of
the wing panels is nearly done and the other hasn’t
been started yet.
The tail features wood horizontal and vertical stabilizers.
Restoring these involves deskinning, inspecting
and repairing the internal rib structure,
and then reskinning with wood. The Denests are
done with both of these.
All of the control surfaces are fabric covered and
thus you should recover the ailerons, elevator, and
The fuselage framework is made of X-4130
chrome molybdenum steel covered with fabric. It
is made up of many different 4130 sizes and
shapes of tubing including round and square and of
different diameters and lengths. Amazingly, you
can go to an Aircraft Spruce and Specialty company
catalog and order brand new 4130 pieces to
replace any bad tubing in the whole structure! The
fuselage frame needs to be repaired, bead blasted,
and repainted followed by fabric covering. Most
choose to use a modern covering such as Stits.
The propeller was built during WWII by Sensenich.
The company still exists today and you can
buy a brand new prop from them built to the exact
specs from WWII.
Engine parts are readily available for the Ranger
engine including brand new pistons, rings, and
even engine cases. About the only part you can’t
buy new are the crankshafts, but these are very durable
and can be reconditioned. There are a number
of companies/individuals that overhaul these
engines, including Joe Denest.
One of the first things you need to decide is how
authentic you want your Fairchild. My goal with
my PT-19A # 711 is to make it the most authentic
ever restored. Thus, it will have no electrical system.
This means that it will not have an electric
starter but rather a hand crank starter. A Stearman
utilizes a crank starter of the inertia type where
you crank it by hand and it stores energy in a flywheel
and then you push a button to release the energy
and hopefully start the engine. With the PT-
19, it was a direct drive crank, so as soon as you
move the crank handle, the prop turns. If you
want authenticity and you have an early war PT-
19A without all the parts or some are damaged,
you may need to scour the country for original
parts. Early war airplanes had metal turtledecks
and baggage box, metal flooring, metal fuselage
longerons, metal flaps, and metal seats. Later war
airplanes replaced most of those items with wood
to save even more strategic aluminum. Original
instruments may need to be found and sent out for
overhaul. Other hard to come by parts for the Fairchild
include the pitot tube and brake master cylinders.
Many owners of PT-19s have elected to retrofit
their aircraft with PT-26 covered canopies, so
it is very difficult when you see a Fairchild to
know which model it is until you see the cockpit.
The Fairchild PT-23 is easy to spot with its radial
I could ramble on for hours, but that hopefully
gives you some sense of what is involved in a Fairchild
restoration. Many Fairchilds have been restored
without truly going through the wings and
tail and doing a full rebuild. I consider that a risky
proposition with wood that is over sixty years old.
Photo above - Before. A PT-26 basket case. Photo above - After. Marks beautiful PT-26 in flight
The before shot is not of Marks PT-26 but it illustrates his article beautifully. Still wanna restore a warbird?
Who’s Afraid of the big bad Wulfe?
The FW-190A “Wurger” (Butcher Bird) was a
product of Dipl. Ing. Kurt Tank and was one of the
cleanest-looking designs to come out of Germany
during WW II. Due in part to the fact that Dipl. Ing.
Willi Messerschmitt has a virtual lock on all the
Daimler-Benz DB-600 series of inline engines for
his Me-109 and 110 designs, Tank designed his
fighter around a BMW radial engine and results
were above expectations. Throughout the airplanes
entire operational life the one single complaint heard
most often was the poor forward visibility for a pilot
while taxi-ing. The FW-190 first flew on June 1,
1939 and soon thereafter the type was turned over to
the Luftwaffe for service trials. By June, 1941 the
first 30 were delivered to Luftwaffe operational
units. By September 1941 the RAF started receiving
reports of a new radial engine-powered fighter appearing
over the continent. RAF Intel thought these
radials were just some of the American Curtiss-built
Hawk 75's that the Germans captured from the
French when they overran that nation. Then, on October
14, 1941, a film clip from the gun camera of a
Spitfire from No 129 Squadron clearly showed a fast
moving single-seat aircraft plane-form totally unlike
the Hawk 75. The Germans did in fact have a new
fighter. When RAF Spitfire V’s began suffering a
loss ratio of 2:1 against the new airplane, now identi-
This was the actual gun camera clip that caused the stir
among Royal Air Force leaders. Not much of a picture but
what it lacked in clarity it made up for in significance.
fied as a Focke-Wulf FW-190 , the RAF was desperate
to learn anything about this new threat. It took
until June 23 of 1942 for them to get their big break.
On that date a disorientated Luftwaffe fighter pilot
landed his factory-fresh FW-190A at RAF Pembrey.
For the full story of this snafu please log on
to the Oklahoma Wing website at www.
oklahomawing.org and bring up the August, 2006 issue
of our newsletter (page 9).
The Brit’s can be excused for initially thinking
that the FW-190 was in fact the Curtis Hawk because
France had ordered over 600 of these Curtiss-built
fighters with at least 100+ being delivered
before the US State Department cut off the
shipments at the fall of France. But by the time this
occurred the Germans had captured dozens of the
planes. Many were painted in Luftwaffe markings
and used by that force. The Luftwaffe even sold
eight captured Hawks to Finland.
This Curtiss Hawk 75 carried the Luftwaffe code
KQ+ZA when it was photographed outside a hangar at
a Luftwaffe field in France in 1941. German pilots
liked the airplane and used it for ‘cloud-chasing’ saying
it was fun to fly “but not in combat”
Focke Wulk Fw-190A-3 Werke nummer 312. This is
a photograph of the Fw-190 that inadvertently landed at
RAF Pembry on the late afternoon of June 23, 1942. It
was flown exhaustively by the RAF and later, US
Army Air Force personnel until all of its secrets were
known to our aeronautical engineers.
Unfortunately the ultimate fate of this particular aircraft
is unknown to me at this time..
Spitfire vs Fw-190
Within a short time of the capture and testing of the
Pembry Fw-190 the RAF felt it had the answer to
the Focke Wulf problem. It was the latest Spitfire,
the Mk V. The Mk V was powered by Merlin 45
engine that although rated at 1,185 hp, actually produced
1,470 hp at an altitude of only 9,250 ft.
The first real test of these two types came on August
19, 1942 during Operation Jubilee, the Allied
raid on Dieppe. Both Luftwaffe units involved, Jagdgeschwaders
JG-1 and JG-52 had only just converted
from their Bf-109’s to the FW-190A-3 and
committed some 115 of these, along with a few Bf-
109G’s, to the battle. The RAF committed over 300
fighter aircraft to the operation and these consisted
primarily of Spit V’s along with six squadrons of
Spit Mk IX’s, a few of the new Hawker Typhoons,
some Hurricanes and the new RAF Mustang.
During the action the two Luftwaffe JG’s lost a total
of 25 Focke Wulf’s to all causes, including crash
landings, but in return claimed some 106 Allied aircraft
destroyed. Because the fighting was over enemy-occupied
territory the RAF lost 81 pilots killed
or captured against Luftwaffe losses of 14 pilots
One of the Luftwaffe pilots involved in the battle
was Major Josef “Sepp” Wurmheller. At the time of
this action Sepp Wurmheller already had some 52
victories to his credit. During this action he would
add a further 7 ‘kills’ to his score; all Spit Mk V’s.
Before his death on June 22, 1944 in a mid-air collision
with his wing man, Sepp Wurmheller’s score
would rise to 102 aerial victories. No less than 52
of these would be Spitfires, most of which would be
gained while he was flying various models of the
…….. and speaking of the Spitfire; here are a
couple of interesting ‘tidbits’ regarding this legendary
Story #1 - Sir Reginald Mitchell’s superb design
(the Spitfire) was not his first Spitfire. Years earlier
he has designed an unimpressive machine
called the F.7/30 Type 224 which had been unofficially
When his newest design was being tested, the Air
Ministry submitted a number of names to Vickers-
Armstrong for the new airplane. Up to this time it
was being referred to simply as the Type 300. Sir
Robert MacLean, director of Vickers-Armstrong at
the time, suggested the name Spitfire in honor of
his daughter Ann whom he referred to sometime as
“a little spitfire”. The word dates back to Elizibethan
times and refers to a particularly feisty,
fiery type of person, usually a female.
When Sir Reginald heard of this decision he is reputed
to have replied this was “just the sort of
bloody silly name they would choose”.
Story #2 - In an incident known as the Battle of
Barking Creek, on September 6, 1939, less than
one week after the start of WW II, the Spitfire
claimed its first ‘victims’. Spitfires from No74
Squadron, RAF, attacked a pair of Hawker Hurricanes
from No 56 Squadron, RAF, shooting down
both. This ‘friendly fire’ tragedy resulted in the
death of Pilot Officer Montague Leslie Hulton-
Harrop; the first British pilot fatality of WW II.
Photo left - This photo of Lt Josef “Sepp” Wurmheller is
dated Aug/Sept 1943 and shows him and an unidentified
officer standing by the tail of Sepp’s Fw-190A-6
(Wk n530514) ‘Yellow 2’. His Knights Cross,
awarded after his 60th victory, is displayed on the rudder
along with an additional 12 or more ‘kills’, seven
of which appear to be US 4-engine bombers. He was
the Staffelkaptitan of 9/JG-2 at the time.
Editors note - In the Luftwaffe a basic flight of four
aircraft was called a Schwarme. Four Schwarme comprised
a Staffel. Hence, a Staffelkapitan commanded
some 16 aircraft.
Work is progressing on the reconditioning of Diamond Lil. As of this time I am unaware of what her new
paint scheme will be and what markings and nose art will be applied but as I find out, you will find out.
The man that’s doing this superb rework is Gary Austin and to say he is good is to call the Pacific a water
hazard. He told us at Midland during Winter Staff that fabricating a complete tail gunners position for a B-
24D is very difficult as he has not been able to locate a single photo showing what the inside of one of these
turrets looks like. He hopes to have the ‘new’ airplane ready for the start of the 2007 airshow season.
Good Bye to Diamond Lil - One last shot lest we forget the
airplane that was. I wonder how long the ‘new’ airplane
will be flying before I stop referring to it as Diamond Lil?
This has got to be one of the weirdest photos I
have ever come across. At first glance you would
guess it to be a prank possible played on some
crew chief by some of his cohorts but a study of
the photo and the persons in it tend to convince
the viewer that the wheels on this RAF North
American Mustang Mk IIA are for real. If they
were ever intended to be functional (and I cannot
believe they were) one can only imagine the force
of impact these wood wheels would be exposed to
when one took off at a loaded weight of over
8,000 lbs and landed at speeds of over 90 knots.
What the photo does appear to depict is a British
Mustang IIA at a very large airbase and in near
mint desert paint scheme. The four 20mm Hispano-Suiza
cannons do not appear to be installed
at this time and the twin .30 cal MG’s have been
deleted from the left/right of the cowl air cooler intake. The Brits wanted the 20 mm’s as they were plagued during
the Battle of Britain by the poor hitting power of the Spit and Hurricanes .303 (7.9mm) Browning machine guns.
Its time again to remind everyone who drives into the ‘hootch’ that there is a 5 MPH
posted speed limit on these roads. ALSO - Now that parking has become a little more difficult
please remember that when you do park around the CAF hangars you must consider
wing tip clearance for passing aircraft. They have the right-of-way
COMMEMORATIVE AIR FORCE
P.O. BOX 42532
7100 NW63, PWA Hangar 301
Oklahoma City, OK 73123-3532