CAFNEWSLETTER April 2007.PUB - contrails

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CAFNEWSLETTER April 2007.PUB - contrails

OKW Newsletter

April 2005

Commemorative Air Force

Oklahoma Wing

Staff Officers

Wing Leader Home Office

Col. Kathi Elder 376-5290 376-2440

cellular: 226-5873

E-mail: green.eyes1@cox.net

Executive Officer: Home

Col. Rex Crewse (417) 890-5458

Fax-? email: ?

Finance Officer: Home Office

Col Linda Robertson 842-1202

E-mail: robgl@earthlink.net

Adjutant/Personnel Off: Home Office

Col. Jim Neel 495-2261

Operations Officer: Home Office

Col. Tom Rush 749-0510 202-8996

E-mail: tomcaf@cox.net

Maintenance Officer: Mobile

Col. Arnold Angelici (405) 740-2340

Home- (405) 525-6595

Work- (405) 954-6025

E-mail: docarnie44224@yahoo.com

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

e-mail: robgl@earthlink.net

Editor/Historian Home Cell

Col Rich Lindsey 677-1802 401-7988

E-mail: richl55@cox.net

CAF Hangar phone number 205-7452

Check us out at:

www.oklahomawing.org

© 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

Page 1

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!)

Focke Wulf

Fw190A-8/N -

Since 1997 a

small German

company, Flug

Werk GmbH,

has been building

exact replica

Fw-190A-8’s

from the ground

up using many

original dies,

plans and other

information

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.


OKW Newsletter

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

great spot.

Page 2

Wing Leader Col Kathi Elder

Hello from your Wing

Leader

We will start off April

with having our first cook

out for 2007. It will be

pancakes…. Hope to see

you there.

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

Street.

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”

Greeneyes

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


OKW Newsletter

Operations Officer Col. Tom Rush

OPS NOTES

PT-19 Stuff

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.

Page 3

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

were addressing.

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


OKW Newsletter

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

the members.

Until next month, stay safe, be safe and

buckle-up!

Above right - Bill

Haywood and

lower right - Richard

Guynes. These

are the two guys

mentioned in Tom

and Arnie’s columns

this month.

Both of these

men are super

qualified and totally

professional

aircraftsmen but

both are so laid

back, quiet and

unassuming that

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

our behalf..

Why I am going to Las Vegas

Page 4

Graham Robertson

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!


OKW Newsletter

Wing Finance Officer Col Linda Robertson

Hi ya’ll,

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

monthly bills.

We do have our first potential

money making

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.

See ya,

Col. Linda

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-

Page 5

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

center section.

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-


OKW Newsletter

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

rudder.

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.

Page 6

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

engine.

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?


OKW Newsletter

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

Page 7

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..


OKW Newsletter

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

killed.

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

Fw-190.

Page 8

…….. and speaking of the Spitfire; here are a

couple of interesting ‘tidbits’ regarding this legendary

warbird.

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

named ‘Spitfire’.

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.


OKW Newsletter

Page 9

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?


OKW Newsletter

Page 10

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

OKLAHOMA WING

P.O. BOX 42532

7100 NW63, PWA Hangar 301

Oklahoma City, OK 73123-3532

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