The Membership Newsletter for The Military Aviation Museum Fall 2014

INsIde ThIs Issue:Museum Visitors 2

Biplanes & Triplanes 2One Pilot’s View 2WWI Dawn Patrol 3NMRA 3

Hangar Happenings 4Skyraider 4Pungo NAAS 5P-64 5Living History 6

Military Aviation Museum www.MilitaryAviationMuseum.org

Virginia Beach Airport www.VBairport.com

Fighter Factory www.FighterFactory.com

Biplanes & Triplaneswww.VBairshow.com

This year, as it has done continuously for the past six years, the Military Aviation Museum provided its entire site for the Tidewater Region, Antique Automobile Club of America, to conduct its annual vintage car show. This year was its 41st-annual meet. This event has become a very important function for the Museum because it draws substantial numbers of spectators from the automotive and local communities. This year’s “Wings and Wheels” was no less of a success than in previous years. Plus, there was plenty of flying on the day. A selection of historic Dodge vehicles and Ford Mustangs was displayed around the flag pole, 2014 being the

100th and 50th-anniversaries, respectively, of these makes and models. Mr. Tony Scarpelli of the AACA once again served as Meet Chairman.

Show cars began streaming onto the property around 8:00am. In all there were about 200 AACA antique cars (aged 25-years or older) and about 90 “Rods and Mods”, comprised of modified cars of various shapes and sizes. With the museum’s North American P-64 as the back-drop, volunteers first photographed each vehicle on the concrete apron. Then the cars paraded to parking in their respective areas. Subsequently, these glamour shots were processed and offered for sale throughout the day.

I Travel the Road: Wings and Wheels

The eight reindeer so dear to Kris Kringle are taking a holiday of their own, from 28-30 November, 2014. They’ll kick back in the sunshine of Virginia Beach, VA, as Santa Claus temporarily trades his magical, lacquered, red sleigh for the seven-cylinder Continental engine of the Military Aviation Museum’s vivid yellow Stearman biplane.

St. Nicholas will rejoin us for “Planes, Trains, and Santa” the Friday and Saturday after Thanksgiving, touching down at 11:00am on both days. In an early dose of holiday cheer, as portrayed by Mr. Ric Farrow, the venerable toymaker will relish his task of compiling the Christmas lists of visiting children. He’ll even pose for pictures with the tiny tots, the purchase of which will benefit the Military Aviation Museum. And the proprietor of the world’s finest toyshop will find, inside our hangars, holiday displays fit to warm the hearts of children young and old, alike.

In a gathering of train enthusiasts, members of the Tidewater Division of the National Model Railroad Association have collaborated to assemble an elaborate winter wonderland in miniature. Throughout the weekend, they will be on hand to demonstrate train models of all shapes and sizes: from the mighty S and O gauges, to the more modest HO and N, and even LEGO. Junior locomotive engineers are welcome aboard for a weekend full of fine model railroading! We also hope to host, as our guests, the Virginia Beach Police Department’s Crime Prevention Unit, the Civil Air Patrol, Symphonicity, and the AACA, among others, over the course of the weekend.

General admission prices are applicable. Children aged 12 and under receive free admission all weekend! Hours are 9:00am–5:00pm, 28-29 November, and 9:00am–3:00pm, 30 November. q

By Jonathan R. Lichtenstein, Events & Marketing Coordinator

By Samuel Kern, Member of the Tidewater Region (AACA)

The AACA show cars found their way to the North field, whereas the “Rods and Mods” proceeded to the field adjacent to Jurassic Park, for display and judging.

For its annual meets, the Tidewater Region employs “AACA Judging Standards” in evaluating all cars for awards, the only AACA region in Virginia to do so. The goal for each restored vehicle is for it to look exactly as it did when brand new on the showroom floor. Originality is the key. However there are allowances and considerations for unrestored vehicles in basically

original but well-maintained condition. The thrust, overall, is to keep the cars preserved and maintained to high standards of appearance and operability. From 3:00pm, awards were presented at a ceremony in the museum’s Navy hangar. The awards ceremony was preceded by an entertaining demonstration by the dancers of Swing Virginia. Tidewater AACA volunteers served as members on several of the judging teams.

The award-winners of the “Rods and Mods”, however, were evaluated using a self-judging system, whereby participants voted for the top 40 entrants. Continued on Page 3

PAGE 2 VOLUME 7, ISSUE 4

MUSEUM VISITORS

Enveloped in a thin mist, the Pungo Aerodrome became indistinct in the morning light. Was it a turf runway, somewhere west of the French salient, onto which the hangar doors opened? The absence of marching boots and thundering artillery belied the fact it was October, 2014, and not the autumn of 1914. However, just as the “Guns of August” reverberated around the world one hundred years ago, heralding the commencement of the “War to End All Wars”, the distant echo of those infamous salvos could be heard at the Military Aviation Museum, in the course of the 4th-annual “Biplanes and Triplanes” air show.

Among the latest additions to the museum’s stable of flying machines are the obscure Fokker D.VI and D.VIII. The former airframe was the result of a painstaking reconstruction by the late, Mr. Walt “Wimpy” Redfern. However, in spite of efforts by the Fighter Factory to prepare the plane for its debut, certain brake problems persisted and prevented the D.VI from participating in the program. In between the full-scale action, we benefited by the attendance of members of Tidewater R/C, Academy of Model Aeronautics (AMA) Charter No. 641. As in years past, they brought along an assortment of models of all scales to recreate some of the more daring maneuvers one might have observed over the Western Front. They appeared in conjunction with the 3rd-annual “Mid-Atlantic WWI Dawn Patrol”, about which you’ll find more information in this issue. Also on hand was a selection of fine antique automobiles, courtesy of the Tidewater Region of the Antique Automobile Club of America (AACA), including Mr. Samuel Kern’s 1925 Franklin, Mr. and Mrs. Kenny Roach’s 1915 Saxon, and Mr. David Curl’s 1929 Model A “Huckster”.

Among other guests at this year’s event were the

One Pilot’s ViewBy R.R. “Boom” Powell , Pilot

Elementary Flight: Biplanes and Triplanes 2014By Jonathan R. Lichtenstein

Manhattan Dolls, the talented vocalist, Ms. Theresa R. Eaman, and Mr. Charlie Chaplin, star of the stage, screen, and film, in the person of Mr. Damian Blake, whose antics recalled the physical comedy of an earlier era. Their ability to recreate the popular culture of the period was especially welcome at Saturday night’s Hangar Dance, with the accompaniment of Mr. Terry Chesson’s “Jump n’ Jive Orchestra”. Returning on his third visit this year, Mr. Mark Whall, host of the Shuttleworth and Military Aviation Museum “Flying Proms” rejoined Mr. Jonathan Lichtenstein as co-commentator for the duration. Ms. Eaman was integral to these proceedings Saturday and Sunday–processing with a colour guard of re-enactors, dressed in uniforms of the American Expeditionary Force (AEF), British Royal Flying Corps, and the I ANZAC Corps–as she sang the National Anthem, before the commencement of flight operations.

Our aerial program opened with a scene reminiscent of Reims, France, site of the Grande Semaine d’Aviation, and setting of the former triumphs of Mr. Glenn Curtiss. For it was at Reims he succeeded in winning the Gordon Bennett Cup in August, 1909. Entrepreneur, businessman, engineer, pioneer, and pilot, Mr. Glenn Curtiss would have been pleased to see two of his formative designs airborne once again. Mr. Robert “Boom” Powell served as surrogate for Mr. Eugene Ely, one of several pilots once employed by Mr. Curtiss, who undertook the first takeoffs and landings from naval vessels, in 1910 and 1911, respectively. Reconstructed by Mr. Bob Coolbaugh and Mr. Andrew King to celebrate the centenary of the United States Navy’s flight program (inaugurated in 1911), the museum’s Curtiss Model D was the first to fly on Saturday and Sunday.

The second of our two Curtiss models, the JN-4D Jenny, was introduced in 1917. This was the first aircraft purchased in quantity by the American military, and was the primary trainer of American pilots during the Great War. Postwar, bought by enterprising barnstormers, the surplus Jenny became a fixture in the skies of rural America. Daredevil pilots sold rides, thrilled spectators, and inspired young pilots-to-be. Six American companies were contracted to share wartime construction of the Jenny, including the St. Louis Aircraft Corporation. In April, 1918, they filled an order for 450-examples. Nearly 100-years later Aerohistoric of Paraná, Argentina, received one of those original 450. After nearly two years of restoration, on 6 April, 2013, the plane made its first flight in decades, having been last certified airworthy in 1967. At “Biplanes and Triplanes” she was flown expertly by the Chief Pilot of the Fighter Factory, Mr. Mike Spalding. These elementary flying machines were joined by yet another entry, a recreation of Louis Blériot’s eponymous Blériot XI, the first plane to fly across the English Channel in July of 1909. Powered by an original Anzani engine, the plane was taxied the length of our runway by the General Manager of the Fighter Factory, Mr. Tom Kurtz, III.

Further weekend flights encompassed the balance of the museum’s available selection of airworthy airframes, including two examples of the Fokker Dr.I triplane. Mr. Nelson Eskey took the controls of Lt. Klimke’s triplane, while the second, derived from a Dr.I operated by Lt. August Raben, was manned by Mr. Gerald Yagen. The Fokker triplanes were then joined by the Sopwith One-and-a-Half Strutter for a brief scrap. The Sopwith was flown by Mr. Josh Wilson, and was joined by another new

What’s it like to be a pilot in the Pungo Flying Corps? Yours truly’s experience during the 2014 Biplanes and Triplanes event will give you a sense of why those of us lucky enough to fly these historic machines are so enthusiastic.

First off, for pilots most of the week before is busy. (And if pilots are busy, the Fighter Factory crew is even busier, and for months, not weeks before.) A typical pilot is qualified in a half-dozen of the Military Aviation Museum’s airplanes and each airplane –with exceptions—has three or four pilots qualified to fly it so working out the show schedule can be complicated. (Note: German designations traditionally used Roman numerals but, to avoid the confusion inherent in DVI/VII/VIII, we’ll use Arabic numbers.)

For 2014, “new” aircraft included the purple and green Fokker D6, the refurbished Hall-Scott powered Fokker C1 and the Bleriot XI. Because one of our Triplanes and the Avro 504 went away during the “bad time”, Nelson Eskey was going to check out in the D6 and I would learn the D7. The two of us made a nuisance of ourselves hanging around the Fighter Factory eager for our familiar-ization flights.

‘Twas not to be. The Fokker D6, on its first flight, gave chief pilot Mike Spalding, a very exciting ride, when one brake locked up on takeoff. The builder of the replica D6 had put on brakes best described as “weird” and even the talents of the Fighter Factory could not make them right. The ancient Hall-Scott engine on the D7, after a couple of good test runs, suddenly got cranky and now needs a rebuild of various accessories. The Fighter Factory mechanics sweated and swore until late Friday, when both machines were pronounced no-go, static display only.

Thus there was a last minute shuffle. Nelson would fly the Klimke Triplane again since Josh Wilson (whose day jobs included airliners and supersonic F-22 fighters) had checked out in the movie star Sopwith 1 ½ Strutter, which he had flown previously. I was awarded the “sorta D7”, the two-seat Fokker C1. All the show airplanes were exercised on Thursday and Friday.

Thursday also had a significant event—the 1910, 3 cylinder “W” Anzani engine on the Bleriot fired up and kept running! Every pilot and mechanic was grinning in awe at this achievement; especially Tom Kurtz, Continued on Page 6

Continued on Page 7

Photos by Art Norfolk

VOLUME 7, ISSUE 4 PAGE 3

It was a crisp fogbound fall morning on the grass runway of the Military Aviation Museum. As you looked up you would think you had travelled back in time to the frontlines of WWI. Fokkers and Sopwiths were dogfighting in the cool morning skies, twisting and banking, while trying to line up that perfect shot. But instead of the war-torn fields of France, it was the neatly tilled farmlands of Virginia Beach, at the 3rd-annual Mid-Atlantic WWI Dawn Patrol (M.A.D. Patrol), over which these planes were flown.

The Dawn Patrol is a five day event held each year since 2011, during the first week of October. R/C pilots from around the country and around the world travel to attend. This year there were 75 pilots, with over 230 planes. They ranged from small “foamies” all the way up to half-scale monsters. Most of the WWI radio control planes were of one-third scale, with wing-spans of over ten feet. The ½ scale models range from twelve to over 20-foot wing-spans!

With spectacular weather, we enjoyed five days of awesome flying. This year M.A.D. Patrol was combined with the Military Aviation Museum’s “Biplanes & Triplanes” air show, which showcased the museum’s collection of full-scale WWI-era aeroplanes. In contrast with the limited flight operations conducted by these veteran aircraft, the R/C pilots were able to demonstrate the full potential of these ancient designs. Engaging in aerial dogfights, there were some very exciting close-calls during the half-time shows on Saturday and Sunday. Hosted by Tidewater R/C, the local chapter of the Academy of Model Aeronautics (AMA), the Dawn Patrol draws support from Glenn Torrance Models, Aeroscale, Balsa USA, SKS Videos, Arizona Models and Proctor Ent. With the help of its sponsors,

the Dawn Patrol handed out over $4,000.00 worth of awards and prizes this year.

For 2014 there were three trophies presented. The award for Best Allied, plus $200.00, was given to Mr. Keith Goff from Georgia, for his impeccable scratch-built 27%-scale Curtiss JN-4 Jenny. The trophy for Best Central Powers, with a $200.00 prize, was presented to Mr. Mike Gross from New York, with his GTM one-third scale Fokker Dr.I triplane. Considering the level of detail on Mike’s model, one would almost swear it was the real thing shrunk to one-third its original size! Best of Show, plus a cash prize of $300.00, was awarded to Dr. Gotz Vogalsange from Germany, now a resident of North Carolina, for his beautiful 40%-scale Fokker Eindecker. Between the outstanding model itself, and the expert flying of Dr. Gotz, it was without question the best of this year’s show. The custom-built three-foot tall trophy, hand-made by Dawn Patrol founder, Mr. Scott Vickery, was made from cherry and cedar wood. This year’s awards were sponsored by Glenn Torrance Models. Congratulations to all winners at the 2014 Mid-Atlantic Dawn Patrol. The evening ended with a fully catered steak dinner, sponsored by the Military Aviation Museum.

The organizers of the Mid-Atlantic Dawn Patrol would like to offer a special word of thanks to Mr. Gerald Yagen, Mr. David Hunt, Mr. Jonathan Lichtenstein, Mr. James Stanton, and the crews of the Military Aviation Museum and the Fighter Factory. Without their assistance the event would not be possible. We have no intention of scaling back in 2015. With a little luck, the size of the event and the models will be bigger and better than ever. q

Model to Follow: Mid-Atlantic WWI Dawn PatrolBy Scott Vickery, Representative of the Academy of Model Aeronautics

Wings & Wheels continued

County Stations of Princess AnneBy Steven Prescott, Tidewater Division of the National Model Railroad Association

On 16 August, 2014, members of the Tidewater Division of the National Model Railroad Association (NMRA) met at the Military Aviation Museum. Among the topics for discussion was the 2014 edition of “Planes, Trains, and Santa”, an occasion at which are showcased the train layouts of local modelers. At the meeting were many Division members, plus representatives from other groups, whose modular layouts will be on display in November. Museum Director, Mr. David Hunt, welcomed everyone with a brief presentation on the museum, its current collection of aircraft, and other upcoming events.

For the occasion the NMRA was pleased to welcome as its guest speaker Mr. Louis Cullipher, local farmer and businessman. He shared with those gathered his extensive knowledge of Virginia Beach’s history. In particular, his presentation focused on Princess Anne County, now the southern section of the City of Virginia Beach, where farmers’ crops once were just large enough to feed their families. If there was a good harvest, there might be a little left over to share with the neighbors. But when the former Norfolk & Western Railway arrived in the region it offered a great boost to the local agricultural economy: farmers could now deliver their harvests outside of the county.

Mr. Cullipher offered those in attendance the opportunity to examine samples from his collection of maps and photographs of Princess Anne County. He also brought materials illustrating the former rights-of-way and the old area train depots. Included amongst his artifacts on display was a selection of old rail spikes, fragments of actual rails, and a spike puller salvaged from his farmland. The wealth of material unearthed on his property had come as no surprise to Louis because it had once been on the mainline. The discovery of something like a spike puller is usually heralded by an unpleasant and unexpected clanking sound, the result of farm equipment impacting these forgotten relics of the rails.

The group’s enthusiasm was further enhanced by a raffle, which featured a single 15-minute ride in the North American SNJ-2 biplane of the Military Aviation Museum. The lucky winner was Ms. Sharon Prescott, wife of Tidewater Division member Mr. Steven Prescott. Following the meeting’s conclusion, the museum permitted attending members of the NMRA to tour the museum. On behalf of the local model railroading community we would like to thank the museum for having hosted this conference. We look forward to once more installing our layouts at the next “Planes, Trains, and Santa”. q

This year, the Tidewater Region garnered over 25 paid sponsors, with such sponsor awards as “Best Chrome” and “Best Modified Car” selected by a special committee and presented to participants for their achievements. Some sponsors staffed exhibits in the Navy Hangar. Mr. Samuel Kern, Assistant Meet Chairman, said, “Having Tidewater’s meets at the Military Aviation Museum has enabled us to gain more sponsor support with each ensuing year. Businesses understand its importance and are willing to pay for having a presence at this venue.”

There was plenty of flying action throughout the day. Rides were available on the Boeing- Stearman PT-17 of the Military Aviation Museum. One lucky person, Mr. Myron Rhamy, was the winner of a 15-minute ride raffled on the day. Mr. Michael Kuhnert of Bay Aviation sold several rides in his Fairchild PT-19. And Mr. Gerald Yagen delighted the crowd with a demonstration flight by the museum’s North American P-51D Mustang later in the afternoon.

TK Foods (of the Virginia Beach Sportsplex), Bros. Fish Tacos and Heavenly Kettle Corn were on hand to dish out various delights from their menus. This year, for the first time we welcomed the Wounded Wear charity to the Navy Hangar. Based in Chesapeake, Wounded Wear’s primary mission is to raise national awareness of the sacrifices made by all members of our armed services.

The magnificent collection of military artifacts from Don’s Military Memorial Displays returned to the Navy Hangar, under the supervision of Mr. Don Belew. Don’s mission is to commemorate, through display of his collection, those who have served and continue to serve as members of our armed forces.

“Wings and Wheels” is a very labor-intensive endeavor, and this year was no exception. Several diverse teams are needed for traffic control and parking, distribution of a large quantity of furniture, plane operations and handling, and museum tours. Performance by the museum’s volunteer workforce, under the direction of Mitch Welch, was nothing less than superb. The Tidewater Region thanks the Military Aviation Museum for once again hosting its 41st meet and looks forward to the prospect of another sunny day at the 42nd. q

A special thanks to the AACA members who donated the money

and manpower to erect two bridges at the museum. L to R: Samuel Kern, Jim Villers, Kit Larence; Bill Treadwell (not pictured)

PAGE 4 VOLUME 7, ISSUE 4

The AD-4 Skyraider at the Military Aviation Museum is a survivor. It was heavily involved in combat operations in the opening months of the Korean War, it came within minutes of having to ditch in the North Atlantic during Operation Mariner, and was slowly picked apart by vandals before Dave Forrest saved it in 1966.

The aircraft, BuNo 123827, rolled off Douglas’ El Se-gundo production line on September 29, 1949 and was delivered to Attack Squadron Fifty-Five (VA-55) Torpcats at NAS San Diego, California. When the Communists stormed across Korea’s 38th Parallel on June 25, 1950, the only U.S. carrier in the Western Pacific was USS Valley Forge (CV-45) with VA-55 aboard. On July 3, Valley Forge launched the Navy’s first carrier-borne airstrikes of the war and VA-55 Skyraiders attacked airfields in Pyongyang, North Korea, destroying hangars, aircraft, and fuel depots. This mission marked the combat debut of the Douglas Skyraider and 123827 was in the thick of the fight.

In June 1953, the aircraft was attached to VA-75 Sunday Punchers at NAS Quonset Point, RI. Two months later the squadron sailed into the North Atlantic aboard USS Bennington (CV-20), where it would participate in Operation Mariner along with USS Wasp (CV-16), and Canadian carrier HMCS Magnificent. On September 23, 1953, ‘827 and 41 other aircraft were nearly lost on this near-tragic day when they were launched into marginal weather conditions at 1330hrs. By 1420hrs the weather had deteriorated so much that RAD Goodwin recalled all aircraft. Ten Corsairs managed to land aboard Bennington before a heavy fog enveloped the task force in zero-zero conditions, stranding the remaining 32 aircraft aloft. For the next three hours radar controllers and flight leads struggled in vain to locate a break in the weather. Fuel supplies dwindled. Time ticked away. Pilots asked for Last Rights over the radio.

At 1705hrs the decision was made for all aircraft to ditch, but when a small break in the fog was seen RAD Goodwin ordered the three carriers into the wind in line abreast formation 1,500 yards apart. Additionally each flattop went to full flight deck illumination and dropped

flares into the water to help guide pilots on their approaches. For 65 tension-filled minutes, in an ever-darkening sky, all aircraft safely recovered aboard whatever carrier they could find. Fifteen minutes later the fog descended and the task force sailed in zero-zero conditions for the next 18 hours. The prayers offered in the preceding four hours had been answered, and the event became known as The Mariner Miracle.

In October 1954, ‘827 was turned over to VMAT-20 at MCAS Cherry Point, North Carolina. While at Cherry Point, it was flown by New York-native Dick Berry, who was inspired to become a Marine Corps aviator after he saw John Wayne in “Flying Leathernecks”. After Dick completed his Skyraider training in July 1954, he was assigned to VMA-121 Wolf Raiders at K-6 airbase Pyeongtaek, South Korea. He flew AD-2s and -3s on reconnaissance flights along the DMZ looking for build-ups of Communist troops or artillery. When his tour was complete in August 1955, Berry was assigned to VMAT-20 as an instructor. When he left the Marine Corps in July 1956, Berry had logged almost 700 hours in Skyraiders, including 11 hours in the museum’s aircraft. In early July, ‘827 was flown to NAS Atlanta where it was stricken on July 25, 1956, with 2,807 hours total time.

In 1959, the Navy closed down the air station and it became DeKalb-Peachtree Airport (PDK). The Skyraider was donated to the City of Chamblee, Georgia for display at PDK on May 16, 1960. In 1965, Lt Dick Berry was now Agent Dick Berry of the FBI’s Atlanta Bureau. Berry heard about a Skyraider on display at PDK and went out to take a look. He enjoyed seeing a Skyraider again, but was appalled at the condition of the aircraft. As he was leaving he wrote down the Bureau Number. When he got home that evening he leafed through his logbooks and found that he had flown the aircraft at Cherry Point in 1956!

PDK employee and former USN Skyraider electrician Dave Forrest was also disgusted at the condition of the AD-4 and spent several years battling bureaucratic red tape and political apathy on the part of the Chamblee mayor and city council to save the now-dilapidated Able Dog. Dave finally found a council member that was sensitive to his position and who kept bringing up the subject to the mayor and council. Eventually the city realized the Skyraider was a liability and could do nothing but dispose of aircraft.

Miracle Skyraider

Hangar Happenings

Continued on Page 7

By David Hunt, Museum Director

By Stephen S Chapis

This year marked the launch of our very successful airplane rides program. The 1941 Boeing Stearman and the 1940 North American SNJ-2 have collectively provided over 450 rides so far. Flights were booked by visitors from more than 15 states and 9 countries. The positive results were evidenced by the oohs and aahs uttered by satisfied passengers as they soured over the wonderful Virginia Beach countryside, Back Bay Wildlife Refuge, and the picturesque Intracoastal waterways. Most of them return with the priceless photographs taken while aloft, souvenirs of a trip to remember.

Flights will commence in the spring of 2015 with the addition of a new plane, our WACO YMF-5. The WACO brings an opportunity for two people to fly up-front, so someone who is flying for the first time will have someone’s hand to hold.

Personally, one of my favorite comments was from a lady who took her first ever flight in a plane and enjoyed a 30min ride in our Stearman. Stepping out of the front seat, wearing her leather jacket, leather helmet, goggles and silk scarf, she said that it was the most unbelievable experience and she only wished she had done it years ago. Her husband commented that he had been trying to get her to take a flight for over 10 years. q

WACO

VOLUME 7, ISSUE 4 PAGE 5

A recent arrival at the Military Aviation Museum is a copy of a North American P-64. The P-64 was the designation assigned by the United States Army Air Corps (USAAC) to the North American Aviation NA-68 fighter, an upgraded variant of the NA-50 developed during the late 1930s. The P-64 designation falls out of chronological order and belongs to a North American product the USAAC never intended to use.

The NA-50The North American NA-50 was developed as a

simple, single-seat, low-wing, single-engine fighter strictly for export. The design was little more than a single-seat pursuit ship patterned after the NA-16 trainer aircraft of 1935. The NA-16 evolved into a series of aircraft (BT-6 / AT-6 / SNJ / Harvard) that were some of the most widely used advanced and basic training aircraft produced by

any country, and provided the basic design for a single-engine fighter intended for small countries that needed a simple aircraft with modern capabilities and features.

Seven NA-50s were purchased by the Peruvian Air Force, which nicknamed it Torito (Spanish slang for “Little Bull”). The Peruvian aircraft was of a single-seat fighter design based on the two-seat Basic Combat Demonstrator NA-44. The NA-50 was powered by a Wright R-1820 radial air-cooled engine and armed with two .30in M1919 Browning machine guns.

The Peruvian aircraft deliveries were completed in May 1939. In Peruvian service, these aircraft were fitted with bomb racks under the fuselage for small bombs. The Peruvian NA-50s took part in the Ecuadorian-Peruvian war of July 1941, supporting Army of Peru ground forces.

On December 7th, 1941, over 350 Japanese airplanes bombed U.S. Navy ships at Pearl Harbor, in Hawaii. The following day, the United States declared war on Japan and entered the Second World War. This action required more U.S. planes and pilots for both the Pacific and European theaters. It also required more Navy bases to train those pilots.

Land was acquired by eminent domain for four Tidewater auxiliary bases: Oceana, Creeds, Fentress and Pungo. The land for Pungo Auxiliary Air Station was acquired from 16 contiguous property owners amounting to 441 acres. The station had a total of 82 buildings and a complement of up to 1,400 men.

There were two large, two-story cinderblock barracks. One was for the enlisted men with open sleeping arrangements. The other barracks was for officers with two bunks per room. There were no arrangements for married couples.

Once the men settled in at Pungo, arrangements were made by the Navy and the good people of Pungo and surrounding areas to provide what most called “a room and kitchen privileges”.

In 1942, I was seven years old and Pungo airfield was a big part of my life growing up. I was a paper boy the entire time the base was open. Each day, I sold forty-five Norfolk Ledger Dispatches at 5 cents each. My only regular customer was Commander Hines and he paid weekly and with a tip.

I hung out over there a lot, as they were good to me, teased me and took care of me. I got cookies from the mess hall, watched their ball games, and even learned some words my mom and dad didn’t approve of me using.

I remember Mom and Dad talking about having a Navy couple staying with us. I loved those guys so I jumped in and said, “They can have my bed. I’ll sleep in the little bedroom,” and that is what happened. It was a little like a long-term bed and breakfast, and we all used the same bathroom. I think the cost was 30 dollars a month.

It was different having two strangers living in your house; but, the man left early for work and, many times, the wife would catch the Navy bus to downtown Virginia Beach or Norfolk. There wasn’t much to do in Pungo.

A lot of the Navy families and hosts grew close together. We were fighting a war and we were all on the same side. Both families furnished food and other necessities as many ate together, washed dishes together and worked for the benefit of freedom. Many of these families kept in touch for years. My family kept in touch with Ruby and Claude Harrington from Kannapolis, North Carolina and their children until 2009 when the sailor died at the age of 96. Ruby predeceased Claude. Today, his daughter emails me on occasion.

Eventually, Claude shipped out and Ruby went back home. When Claude returned to Pungo from his nine month cruise, so did Ruby, but we had another couple by then. Bobby and Dick Sisson, great people from

Michigan then came to live with us. My dad talked with Mr. and Mrs. Buck Flannagan about taking in the Harringtons, which they did, so we still saw them. This was not a unique situation, as many of the people in our area did all they could to make things as comfortable as they could for our servicemen. Another couple, Max and Louise, stayed with my grandmother and they became life-long friends.

The airfield was like a beehive—everyone had a job and every job was filled. The squadrons that came through Pungo were in intense training for war. They trained for hours at a time, firing rockets at airborne targets while over the ocean. They dropped practice bombs on targets laid out on the northern section of the base. A total of 24 squadrons passed through Pungo during WWII, most consisting of TBF and TBM Avenger torpedo bombers and F4F or FM Wildcat fighters.

These men at Pungo NAAS had a huge job to do and they did it, as witnessed by the signing of the surrender of Japan on the deck of the USS Missouri on September 2, 1945.

Many families in Pungo performed their job of providing homes-away-from-home for married warriors and their wives—thereby assisting in the war effort. q

“They Can Have My Bed!”

By Felix Usis, Volunteer Historian

By Stuart Chaplain

Young Stuart Chaplain on one of his paper routes.

The NA-68On 30 December 1939, Siam ordered six aircraft

for the Royal Thai Air Force, similar to the NA-50 and initially designated NA-50As, then re-designated NA-68. The changes in the NA-68 included: a modified landing gear, new outer wings, heavier armament, and redesigned tail surfaces similar to those adopted on later production trainers. North American test pilot Lewis Waite flew the first NA-68 on 1 September 1940.

The six of this ‘strictly export’ aircraft were built at Inglewood and painted in Siamese markings. They were en route to Siam when the US Army confiscated them after the Franco-Thai War and growing ties between Thailand and the Empire of Japan. The USAAF removed the armament, and assigned them to training duties at Luke Field, Arizona and were used for advanced fighter training and liaison aircraft. A widely-published report that the Siam-bound aircraft were caught at Pearl Harbor during the 7 December 1941 Japanese attack is inaccurate: the aircraft were embargoed in October 1940 and one was noted in USAAF markings at Luke as early as 16 September 1941

The Museum’s copy is actually a North American SNJ-4 (BuNo 51363) rebuilt to resemble a P-64. The project was completed in 2001 and was recently acquired by the museum. q

PAGE 6 VOLUME 7, ISSUE 3

For the 6th year in a row, the Military Aviation Museum has had the great privilege of hosting a number of Veteran guests as part of the Living History portion of our annual ‘Warbirds Over the Beach’ Air Show. This event continues to be an incredible opportunity for air show patrons to learn a little bit about the past, gain a lot of perspective, and shake hands with the gentlemen who changed the course of history. Bringing with them photographs, airplane models, old uniforms, and plenty of stories, these men continue to be one of the main attractions at our event. In case you missed the fun, here is a little bit about each of the veteran guests who joined us this year.

Norwood Thomas of Virginia Beach, Virginia joined us again for the 6th year in a row. As a member of the 101st Airborne Division, Norwood parachuted into Normandy for Operation Overlord on June 6, 1944, and later into Holland for Operation Market Garden. Norwood then went on across Europe to fight at the Battle of the Bulge in Bastogne. He recently took a trip back to Normandy for the 70th anniversary of D-Day, and was able to find the spot where he landed so many years ago.

Hans Meyer is our returning German Luftwaffe pilot. Hans flew Me-109s on the Eastern front during the war and offers a unique perspective on the conflict to our air show guests. Hans is a Virginia Beach local and has participated in our events for the past couple of years. Among other things, he brought with him his original flight boots as well as a fascinating book he has written about his life.

Robert “Bob” Krause is another one of our returning guests who consistently wows our air show guests with stories about his years as a Navy Instructor Pilot, and an impressive display of photographs and model airplanes. Bob served our nation stateside where he trained hundreds of naval aviators in many different types of aircraft such as the F-4U Corsair and the Kingfisher. Donned in his crisp summer whites uniform, Bob also attended the Saturday night swing dance where he enjoyed the music of his youth and had quite a full dance card.

Col. Robert Shawn is another returning guest to

Living History at the 2014 Warbirds Over the Beach Air Show

Don Demmert

Bob Cinibulk

Bob Krause Robert Shawn Norwood Thomas

Hans MeyerIra Comstock

By Andrea Docos

Fighter Factory manager, who would pilot it for the show wearing his custom-made, extremely appropriate helmet. The Bleriot would only do ground runs as the builder of our replica had put “fat”, modern wings with ailerons on it, thus doubling the weight of the original. That’s a bit much for an ostensible 35 horsepower motor to handle, but with its unique sound and appearance, the Bleriot was a show-stopper.

The division of the performance into two one-hour segments, with the radio-controlled WWI flyers before, in between and after, worked well for pilots flying two types. The three of our aircraft with only one pilot qualified—so far—opened the show. I coaxed the Curtiss Pusher around the pattern only once because of turbulence while Mike did better in the Curtiss Jenny, but he also didn’t stay up longer than he had to. Tom had a blast running up and down the runway showing the crowd what really early, early-birds looked and sounded like.

While the Saturday flights went well for all pilots, Sunday was my day to remember. The Pusher was again first off and managed twice around before conceding to the wind. The Jenny was up as well while the Bleriot blasted castor oil on its high speed taxi runs.

I made a quick shift into the Fokker C1 and took off as wingman to the famous “Pappy” Mazza in his yellow nose Fokker D7. Our mission; shoot down der Englander, Josh, in the 1 ½ Strutter. Our dogfight in sight of the crowd was a glorious fifteen minutes of rolling, turning, diving, twisting maneuvers. The advantage shifted back and forth. However, after landing, my airplane was surrounded by folks shouting they had tried to signal me down because of the stream of white smoke coming from my engine. Oil quantity was checked and a half gallon had been used in twenty minutes. There was oil everywhere. My ride for the second segment was grounded.

During the break, John “Mushroom” Fuentes asked, “You want to ride in the back of the Halberstadt I’m flying?” As a student of the Great War, a chance to see what a gunner went through was irresistible. Noted and approved, the mechs lugged 75 pounds of lead shot out of the back seat.

Climbing in was difficult. Strapping in was awkward. The space was cramped—my knees were drawn up high. It was hard to see over the cockpit edge. I had no idea what was going on, but the view was fantastic. Kevin Sinibaldi in the Nieuport 17 slid to our six o’clock to shoot us down. If the machine gun wasn’t bolted down.. and had ammo, I

could have returned fire. Jerry Yagen in the Raben triplane and Nelson Eskey in the Klimke triplane arrived to save us from the French fighter, and flew alongside until Lou Radwanik showed up to complete the Luftstreitskrafte formation. The Fokker D8 he flew could have been the best fighter of the First World War but arrived too late.

Sitting backwards, hanging on through hard turns, dives and other maneuvers without knowing what was coming was sensory overload. The wind was a force to be reckoned with and a lesson learned was front seat pilots should not have scarves long enough to flap annoyingly on the rear seater’s helmet. A gunner’s belt for security and the ability to stand would make a lot of difference. Enabling the machine gun to traverse, elevate and swivel would result in more shoot downs—well, some terrific camera shots and videos.

For one of the few times in my flying career, I was glad to land. A glass of wine was most welcome after that exciting day. Drank a toast to Biplanes and Triplanes 2015, the 100th anniversary of the second year of the War to End All Wars. q

our show who served as a fighter pilot during the war. Looking sharp in his Army uniform, Bob has some incredible stories to tell about his experiences in the P-51 and P-47, just two of the many different airplanes he flew during his career. His display included photographs and numerous model airplanes.

Don Demmert is a B-17 Flying Fortress pilot who joined us for the first time this summer. He brought with him, his lovely wife Hildegard, some wonderful photographs from his war years, as well as a medal.

Robert “Bob” Cinibulk served as a Waist Gunner during WWII on a Flying Fortress called “Lazy Baby”. On the morning of October 14th 1943, Lazy Baby took off from England on the second Schweinfurt raid; later to become known as Black Thursday. After taking on severe damage inflicted by enemy fighters, and having suffered numerous injuries on board, Lazy Baby crash landed in a farm field in neutral Switzerland close to the German border. Bob survived the crash relatively unscathed and has since been in touch with the members of the community who helped get the brave aviators to safety.

Ira Comstock was another new face at the air show this year that we hope will come back to see us again soon. Ira flew P-38s during WWII and brought along with him

some incredible surveillance photos of war torn Europe, as well as some instruments from his aircraft and a flight helmet. He came decked out in his original uniform jacket, and brought some touching photos of himself as a young man the night his three brothers were united again with his sister and parents for the first time in years during the war.

We also had a group from the Howard Baugh Chapter of the Tuskegee Airmen. Howard flew 135 combat missions as part of the 332nd Fighter Group’s 99th Fighter Squadron in Sicily, Italy, during World War II. He was represented by his son, his granddaughter, and some other folks from the Chapter that has been set up in his honor.

Jerry Yellin, an accomplished author and decorated former P-51 pilot who flew numerous missions over Japan, joined us as the National Spokesman for ‘Keep The Spirit of ’45 Alive!’ Jerry had the opportunity to share a little bit about the mission of ‘Keep the Spirit of ’45 Alive’ with our air show visitors, as well as talk about his experiences in the South Pacific during the war. “This group is a coalition of organizations and individuals who are helping to preserve and honor the legacy of the men and women of America’s ‘greatest generation’ by helping to support the campaign to promote public awareness and participation in Spirit of ‘45 Day”. q

Left (L to R): Don Demmert, Bob Cinibulk, Bob Krause, Robert Shawn, Norwood Thomas, Hans Meyer, Ira Comstock; Right (L to R): Gerald Yagen & Jerry Yellin

Pilot’s View continued

On September 19th 2014, Henry Speight Proescher passed away at the age of 84. Born in Norfolk General Hospital on June 30, 1930, he lived at Ballentine Place in Norfolk, VA. Henry was a Korean War veteran of the United States Army; after he was the Senior Illustrator at the Navy Aviation Depot and retired after 29 years of government service.

Henry was a member of the Experimental Aircraft Association, International Aerobatic Club, Vintage Aircraft Association, and the Soaring Society of America. He was founding President of the Experimental Aircraft Association Chapter 339. Henry had a pilot’s license before he could drive a car and purchased his first plane before a car (it was his little secret he kept from his mother).

He was not only one of the museums first volunteer docents, but also our very first Santa for our Trains, Planes and Santa event. He was the only Santa who never had to wear a false beard.

Henry received much pleasure from his lifelong hobby of building, rebuilding and flying planes. He leaves behind his best friend and loving wife, Diane Proescher, son, J. Stephan and daughters, Susan Gary and Betsy Batten.

Keep them flying Henry.

VOLUME 7, ISSUE 3 PAGE 7

In Memoriam Skyraider continuedIt took over a year for the city to make a decision, but on September 14, 1966, Dave purchased the AD-4 and became the first civilian to own a Douglas Skyraider.

Once Dave moved the AD into the maintenance hangar at Epps Aviation, he began to take stock of his new aircraft. It was in deplorable condition. The windshield, canopy, and portions of the cowling were missing and the interior was completely gutted and full of garbage. Control cables and electrical wiring had been cut and partially removed, and the fuel cell was full of holes. At some point the rudder had been torn off; the city fixed it by punching holes in the skin and tying the rudder back on with steel cables! During disassembly and cleaning, Dave began the arduous task of searching for parts and placed blind ads in Trade-A-Plane and The Green Sheet, asked friends in the airlines and the Navy to look for parts during their travels, received invaluable help from Douglas Aircraft Company Product Support Manager Harry Gann, and did some trading with the Museum of Naval Aviation.

Then, after a 12-year restoration during which Dave received generous assistance from off-duty airline

mechanics, Epps Aviation mechanics, and retired Navy mechanics, Dave took his AD-4 aloft on its first post-restoration flight on December 5, 1978. Over the next several years Dave put 200 hours on the airplane, flying it to various airshows throughout the southeast.

In 1983, Dick Berry heard that the ragged Skyraider he saw a decade earlier had been restored to flying condition, and was based at Epps Field in Athens, Georgia. He went out to see the aircraft and talk to the maintenance crew. A few years later he saw the aircraft a gain at McCullum Field in Marietta, Georgia.

The Skyraider joined the Fighter Factory in August 2000, still wearing its Atlanta markings. In 2001, the aircraft was repainted to represent the AD-4 flown by VA-195 CO LCdr Harold ‘Swede’ Carlson on the famous Hwachon Dam raid on May 1, 1951. This Skyraider survived five months of intense combat over Korea, nearly ditched in the North Atlantic, and was slowly picked apart by vandals before it was saved at the very dawn of the warbird movement. The fact that it is safely in the care of the Military Aviation Museum today is truly a Miracle. q

Biplanes & Triplanes Review continued

439 S. Witchduck RoadVirginia Beach, VA 23462

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Allied acquisition, a Nieuport 17, flown by Mr. Kevin Sinibaldi. Although soon outclassed by more advanced types, the 17 was one of the most important planes fielded by Allied air forces, following the “Fokker Scourge” of 1915-1916.

With the recovery of the two triplanes, the Sopwith, and the Nieuport, we pressed ahead with our final flights. Aeronautical engineering during WWI reached its zenith in 1918 with Anthony Fokker’s D.VII. So successful was the model, surviving examples were demanded as reparations, post-war. The museum holds two examples of the D.VII, including one constructed around a Hall-Scott engine. The Hall-Scott was actually installed in the D.VII, post-war, as operated by the nascent U.S. Army Air Service, and replaced the original Mercedes or BMW blocks in these second-hand planes. However, it was our more conventionally powered D.VII that took to the air, with Mr. John “Pappy” Mazza in the cockpit. He was joined by a lone Fokker C.I, Mr. Robert Powell at the controls. At first glance, one might mistake the plane for another D.VII, but upon closer inspection one may discern a second crew position and a slightly elongated airframe. After a brief set change, the next to join the formation was the museum’s Halberstadt CL.IV, Mr. John Fuentes at the controls, and Mr. Powell in the observer’s seat. The final aircraft launched and recovered had both the last word at “Biplanes” and in the Great War. Flown by Mr. Lou Radwanick for the occasion, the

Fokker D.VIII, an advanced parasol monoplane fighter, had the distinction of having been one of the last designs of the Fokker Company accepted by Germany, and the last German aircraft to achieve victory in the air, during World War One.

Our patrons’ and re-enactors’ continued demand for these events at Pungo means we shall resume next year, with an even more historic bill of fare. These events would not be possible without the unflagging dedication of the Military Aviation Museum’s staff, the expertise of the mechanics and pilots of the Fighter Factory, and the hours of assistance offered by the museum’s volunteers. Their efforts ensure the continued safety of our operations, and enable you to enjoy one of world’s most extensive collections of WWI-era biplanes and triplanes. We would also like to thank members of the Coastal Composite Squadron of the Civil Air Patrol (CAP), who helped to park cars and enforce our crowd safety line. The CAP is a United States Air Force auxiliary comprised of cadets, aged 12-18 years, and senior adult members.

We hope your enthusiasm for such commemorative events will motivate you to join us for yet more exhibitions at the Military Aviation Museum. Mark your calendars now: the next edition of “Warbirds Over the Beach” will be 15-17 May, 2015! q

Photo by Art Norfolk

Membership Newsletter for the Military Aviation Museum

1341 Princess Anne RoadVirginia Beach, VA 23457

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PAGE 8 VOLUME 7, ISSUE 4

EVENT CALENDAR

One of the museum’s Fokker D.VII

biplanes, featuring traditional lozenge paint

scheme and German insignia as used

on linen at Langley in 1922.

1940s Valentine’s Hangar Dance

A 1940s-themed event with live music, swing dancing, door prizes, fine food, and

romance, our annual Valentine’s Dance lands on Valentine’s Day for 2015. Cut a dash and

dance the night away at the museum.

Noted Speaker Dinner, MAM Leading Edge Circle

Spend the evening with noted aviator, Capt. Robert Gibson (USN ret.), former NASA astronaut, and veteran contestant at the Reno

Air Races. Sponsored by the Leading Edge Circle of the Military Aviation Museum.

Volunteer Orientation Class

Give a few hours a month, learn the history of the Museum’s amazing aircraft,

and share their stories with others. All that’s required is enthusiasm! Candidates must

be 18 years of age or older to register.

Runway 5K, Untamed Spirit

Step out for a run to benefit Untamed Spirit Therapeutic and Educational Program,

serving special needs children and adults! Registration opens at 7:30am, 5K race starts

at 9:00am, and ½-mile run at 10:00am.

Brute Strength Plane Pull, Brute Strength Gym

From 11:00am, participants will pull one of the museum’s warbirds (Avenger or

Wildcat) a distance of approximately 75-feet. $50.00 registration fee for contestants will

benefit the Wounded Warrior Project.

November 15

Planes, Trains, and Santa,Tidewater Division NMRA

Santa Claus is coming to town… by air! Witness his arrival on Friday and Saturday,

with model train displays all three days: models of all sizes for children of all ages. Children 12 and under receive free entry.

November 22 November 22

march 11

NOVEMBER 22

February 14

NOVEMBER 28-30

November 28-30