This aircraft model once filled the skies as cadets trained for World War II. Today, they are exceedingly rare—especially the airworthy ones. The older an aircraft, the more attention must be paid to its care, and the Commemorative Air Force (CAF) recognizes this.

“This historic aircraft, originally used to train Tuskegee Airmen in World War II, had flown for Commemorative Air Force Airbase Georgia for many years, but the leadership team decided it was time to take it apart and inspect, restore, and repaint it,” said Airbase leader Joel Perkins. “Reskinning the aircraft with fabric and applying an authentic paint scheme took a lot of time, but our members were committed to re-creating a piece of aviation history.”

• READ MORE: How LaGuardia Airport Inspired a Tuskegee Airman to Dream of Flight

The restoration began with a complete disassembly and inspection of all the components. According to the CAF, the horizontal stabilizer and some supporting wood structures were replaced, along with all the canopy glass. The aircraft was then recovered with polyester fabric, primed with a UV protectant, and painted with Ranthane silver polyurethane.

The project took about two years, said Steve Forsyth, the group’s public information officer, in providing the numerical details for the restoration, noting that several CAF members helped with the fabric prep and painting. According to crew chief Tom Thompson, “there were six to eight regular team members plus assistance from the machine shop, amounting to an estimated 4,300 hours of work.”

After the restored aircraft underwent a new weight-and-balance calculation and final inspection, retired Air Force major general George Harrison, an CAF Airbase Georgia pilot, was cleared to conduct a ground engine test, followed by a test flight.

About the PT-19

The PT-19 was developed for the U.S. Army Air Corps in 1940 as it became clear another conflict was on the horizon. Thousands of pilots were trained in the airplane, which had a reputation for being easy to maintain and fly. The aircraft has a fabric-covered, welded-steel tube fuselage and plywood-sheathed center section, outer wing panels and tail assembly.

This PT-19A, serial number 42-83511, rolled off the assembly line on November 1, 1943. CAF Airbase Georgia acquired the aircraft in 2006. It had been modified with an enclosed cockpit to allow it to fly in inclement weather, so it looked more like the PT-26. The aircraft made its rounds in the airshow and fly-in circuits in the Southeast, often providing rides to the public as well as hundreds of photo ops for aviation enthusiasts who can’t get enough of the cantilever, low-wing monoplane with fixed landing gear and a tailwheel, along with its two-place, tandem seating and open cockpit.

About CAF Airbase Georgia 


CAF Airbase Georgia, located just outside Atlanta, was founded in 1987. The airbase boasts a flying museum consisting of six vintage military aircraft, including a P-51 Mustang, FG-1D Corsair, SBD Dauntless, P-63A Kingcobra, PT-19 Cornell, and T-34 Mentor. The airbase is a founding partner of the Georgia World War II Heritage Trail and relies on the work of more that 500 volunteers and tax-deductible donations to conduct its continuing mission. CAF officials say it’s likely the aircraft will be available for rides later this year.

More information can be found at the CAF Airbase Georgia website. 

The post CAF Restores Classic PT-19A Trainer Used by Tuskegee Airmen appeared first on FLYING Magazine.

The $2.49 billion purchase of the fighter jet-sized drones will increase Canadian force interoperability with U.S. and NATO forces while also helping the country fulfill its North American Aerospace Defense (NORAD) responsibilities, Canada’s Department of National Defense said. The aircraft will also be tasked with monitoring the country’s remote territories as part of civilian air operations during responses to wildfires and floods.

“At a time when defense and security needs are changing faster than ever, we must ensure Canada has a modern, adaptable military that is prepared to respond to evolving and emerging security challenges,” said Defense Minister Bill Blair. “Canada must meet the growing demand for domestic assistance while preserving our ability to defend Canada, protect North America, and support our allies.”

MQ-9B SkyGuardian

The MQ-9B boasts a 79-foot wingspan with a maximum external payload capacity of 4,750 pounds. It offers intelligence, surveillance, and reconnaissance (ISR) capabilities with the ability to fly over the horizon via satellite for up to 40 hours, according to GA-ASI. The aircraft features Lynx multimode radar, advanced electro-optical/infrared (EO/IR) sensor, and the ability to take off and land automatically.

“Canada’s vast territory and complex terrains, including in the Arctic, require a cost-effective multimission RPAS [remotely piloted aircraft system] solution that can endure long periods on station, fly in harsh weather environments, and safely operate in all airspaces,” said Linden Blue, CEO of GA-ASI.

This past year, the Royal Air Force in the U.K. became the first military to operate the MQ-9B under its own designation, Protector RG Mk1.

• READ MORE: RAF Protector RG Mk1 Takes First Flight

CAF Upgrades

The investment is part of numerous military modernization initiatives that will have “tremendous impacts” on the country supporting its national defense interests, said Kody Blois, Member of Parliament for Kings-Hants. “Investing in [RPAS] is but one of many planned upgrades for our Royal Canadian Air Force—in addition to the F-35 for fighter missions, the CC-295 for search and rescue missions, new and upgraded Cormorant helicopters, and the P8-A Poseidon multi-mission aircraft,”

• READ MORE: Canada Set to Buy 88 F-35 Fighters

In addition to the 11 remotely piloted aircraft systems, the CAF contract also includes six ground control stations, new ground control center in Ottawa, two aircraft hangars, weapons, sustainment services, and training support. The first deliveries are expected in 2028, with full operational capability projected by 2033.

The aircraft will be based at Canadian Forces Base (CFB) in Greenwood, Nova Scotia, and CFB Comox in British Columbia, and will also be operated from northern territories.

The post Canadian Air Force Makes $2.49B MQ-9B Combat Drone Buy appeared first on FLYING Magazine.

Altitude deconflictions procedures are established in the event pilots find themselves at an improper altitude during the flight.

Six people were killed in the November 12 crash—five on the B-17G Texas Raiders and one on the Bell P-63F Kingcobra.

Both aircraft—B-17G, N7227C, and Bell P-63F, N6763—are registered to the American Airpower Heritage Flying Museum. Both were part of the Dallas, Texas-based Commemorative Air Force (CAF), a non-profit organization dedicated to preserving and showing historical aircraft. The pilots were volunteers with the CAF.

Detailed Account

The weather at the time of the accident was reported as clear skies and the winds were from 350° 14 knots with gusts to 18 knots. Video of the event shows the aircraft were flying on a northerly heading parallel to Runway 31 as part of the parade of planes.

There were two show lines—one 500 feet from the audience, the other 1,000 feet from the audience. Show lines are established to keep aircraft from flying directly over the crowd.

According to the NTSB, The P-63F was third in a three-ship formation of fighters and the B-17G was lead of a five-ship formation of bombers.

• READ MORE: NTSB Launches Probe Following Dallas Airshow Accident

According to the recorded audio for the airshow radio transmissions, the air boss directed both the fighters and bombers to maneuver southwest of the runway before returning to the flying display area, which was the designated performance area. Automatic dependent surveillance-broadcast (ADS-B) data shows the aircraft complied.

The air boss then directed the fighter formation to transition to a trail formation, to fly in front of the bombers, then proceed near the 500-feet show line.

The bombers were directed to fly the 1,000-feet show line.

When the fighter formation approached the display area, the P-63F was in a left bank. The fighter came up behind the B-17G, striking it on the left side just aft of the wing section. The accident happened around 1:22 p.m. in front of thousands of spectators. No ground injuries were reported.

The collision was captured on multiple smartphones from multiple angles, these videos and still photographs were quickly posted to social media. The images show the P-63F disintegrating, its parts raining down on the grassy area on airport property south of the approach end of Runway 31.

The impact cleaved the B-17G in two. The aft fuselage and empennage of the B-17G tumbled to earth while the wing and forward section of fuselage of the bomber caught fire. The forward section continued forward for a second, then cartwheeled to the ground, exploding on impact. The fire sent up thick black smoke visible for miles.

NTSB Investigation

Immediately following the accident, the NTSB dispatched a go-team to Dallas. During a press conference the day after the crash NTSB investigator Michael Graham requested anyone who had video or photographs of the accident to share them with investigators. Many spectators had already done so, giving investigators hundreds of images to scrutinize, he said.

According to the NTSB, the debris field was generally aligned on a magnetic heading of 320 degrees. Investigators spent several days mapping out, photographing and marking the wreckage. All major flight control components for both airplanes were located in the debris field. The wings from the fighter were found slightly south of the main B-17G wreckage. The empennage and rear fuselage of the B-17G was found south of the fighter’s wings.

Neither aircraft contained a black box, nor were they required to have them. Both aircraft were equipped with ADS-B and had GPS onboard. The GPS units were recovered and submitted to the NTSB Vehicle Recorders Laboratory. In addition, the B-17G had an Avidyne IFD540 unit, which contained position information relevant to the accident. Investigators noted the GPSMap 496 from the fighter did not record any information for the accident flight.

The wreckage of both airplanes has been retained by NTSB for further examination.

The NTSB stressed that this information is preliminary and may change as the investigation continues. A final report on the accident is expected to be released approximately a year to 18 months from now.

The post NTSB Releases Preliminary Report on Fatal Texas Midair Collision appeared first on FLYING Magazine.

I logged the better part of four decades at Falcon Field, first as a kid awestruck by the airplanes, then as an aircraft engine shop owner conducting business, and now as a journalist. 

I recently met with Col. Randy Hawkins, maintenance officer for the Commemorative Air Force (CAF) Airbase Georgia for a private tour and aircraft maintenance discussion. 

Airbase Georgia began with a provisional charter on February 28, 1987, and transitioned to Wing Charter No. 48 on January 30, 1989. Then called Dixie Wing by the CAF, they would hold that distinction until awarded Airbase status on February 18, 2021.

This airbase has a membership of approximately 200 volunteers. The maintenance team has 12 airframe and powerplant (A&P) mechanics on staff, roughly half of which hold an inspection authorization (IA). Also included are a dozen machinists or folks with specialized mechanical skills.

Do you remember our discussion on obtaining an A&P? One of the paths is practical experience. Randy mentioned that volunteering at the airbase is an excellent way for aspiring mechanics to build time, gain experience, and eventually take the A&P test. A vital component of on-the-job training is maintaining a logbook of work performed.

• READ MORE: How You Can Forge a Career Path in A&P Maintenance

One volunteer recently presented his log to the Flight Standards District Offices (FSDO) and was met with the question, “You accomplished all these tasks?” The inspector only questioned it because the log was so detailed, and he had a broad range of work. Also, when sitting for the test, this candidate scored in the high 90s. This is an excellent example of how volunteering at the CAF can create a win-win scenario.

The airbase also has a group of female volunteers dubbed the Angels Squadron. This brings elements of Rosie the Riveter to Falcon Field and is a personal reminder for me of my Grandmother Ethel. I wrote a piece about her for International Women’s Day in 2021.

Time is a significant factor when maintaining these old warbirds. One can imagine the labor hours needed to keep each one airworthy, let alone a fleet of nine aircraft with several more in work. Because of the volunteer nature of the work, Randy has to keep a sharp eye on the maintenance. Everyone is very meticulous, as you don’t want to be the person who damages a piece of flying history. Each crewmember knows they can take their time to complete the task, as there is no critical mission that these birds have to fly by a specific deadline. 

That is all good; however, he jokingly mentioned that “the annual inspection should not take a year.” 

Randy and I retired to the ready room and talked about his life in aviation. His path took him from the U.S. Air Force (USAF) to instructing at Embry-Riddle Aeronautical University (ERAU) and finally closing his career at Delta Air Lines. He retired a few years ago and now fuels his purpose and passion at the CAF Airbase Georgia. 

Donations are always welcome at the airbase. Contributions fund the organization, and funding is limited. The machinist types of the organization were delighted recently to receive a 3-axis CNC machine 20 hp vector drive, a great addition to the shop machinery. 

Another gem caught me off guard at first. What I thought to be a toy was a 1941 Model C-3 Link “Blue Box” trainer. This device uses vacuum-operated bellows to train pilots to fly by instruments alone (IFR). Or, as my pilot friends like to say, “I Follow Rivers.” Every time I turned my head, there was another piece of history just begging to share a story.

Talking shop with Randy was a tremendous honor for me. His knowledge and attention to detail are a testament to the spirit of aviation people. You guys know what I am talking about, the folks that will brew a cup or pour a pint and talk with you for hours about making these birds taxi out and fly away.

I inquired about the maintenance practices for keeping older aircraft functioning and airworthy. Most are limited category experimental and operate with a special airworthiness certificate issued to enable the operation of surplus military aircraft. Regarding offering rides for donations, the airbase applies for a 6802 History Living Flight Experience and must renew the certification every two years. You can bet I will attempt to finagle a way to hop a ride. And, yes, I had to google how to spell “finagle.”

The team maintains the North American Aviation T-6 Texan and Beechcraft T-34B Mentor as type-certificated aircraft. A Continental Motors IO-520 Series engine powers the T-34; parts and technical data are readily available.

When tech data is not easily accessible owing to the aircraft’s age or scarcity, Randy and the team use resources adopted over the years to maintain compliance. One such site is Aircorp, a blueprints restoration company. From their website, Aircorp states they support the continued airworthiness of historical, legacy, and modern aircraft through award-winning restoration, maintenance, project management, parts fabrication, and sales.

It is mission-critical that these aircraft receive meticulous attention to detail and nothing is left to chance. I witnessed this first-hand when Randy discussed the efforts of the ongoing restorations of their 1941 Fairchild PT-19 and 1941 Stearman Navy PT-17. These trainers were produced in the same year, had very different designs and missions, and were even constructed with other materials. We talked about woodworking on the PT-19 and dope and fabric skills on the Stearman. Randy instructs the volunteers on the finer points of covering the ribs with material, rib stitching, and using an iron to pull everything taut. 

Other aircraft on-site at the Airbase are a North American P-51D Mustang, Bell P-63A Kingcobra, Douglas SBD-5 Dauntless, a replica Nakajima B5N2, and my personal favorite, the Chance Vought F4U Corsair. If anyone is looking for a last-minute Christmas gift for me, please consider Baa Baa Black Sheep on DVD. You can even bundle that with Rat Patrol and save money! See how I am always looking out for you by providing excellent resources.

A few days after my visit, I talked with Col. Joel Perkins, the airbase leader, about why people would consider joining the CAF or donating their time. He offered the following personal insight as to why he became involved with the CAF.

“At Airbase Georgia, we have a saying that you come for the aircraft, but you stay for the people. That is how my involvement began. I was drawn in by these iconic aircraft and the history they represent. As I got more involved in the organization, friendships started to form, and I quickly realized there was so much more to the CAF than I expected. These wonderful people have become my extended family.”

That sums it up, folks. 

The irony of the timing of this piece is not lost on me. I planned on writing about the CAF after attending the Atlanta Air Show at Peachtree City’s Falcon Field in early November. As I got to the viewing area, I saw their hangar and thought the CAF would be a great story. Little did I know how important telling their story would be. 

One week later, tragedy struck when a CAF Boeing B-17 Flying Fortress and Bell P-63 Kingcobra collided mid-air at the Wings Over Dallas airshow. FLYING first reported the incident the next day and continues to provide updates on the investigation.

The Commemorative Air Force addressed questions concerning supporting their families during this difficult time with this Twitter post. They instruct those who donate to “designate your donation to CAF, and it goes into a set-aside fund just for these six families.” I am confident that any amount would help.

This is not the time or place to debate the issue of flying vintage aircraft. Trust me; there will be lots of opportunities in the future. No, this time is for respect, reflection, and remembrance for those lost fulfilling a mission they dearly loved. We can honor them by treating those who hold a different opinion than our own. That can only happen with open, honest discussion. 

Joel and I did spend some time talking about keeping these old warbirds flying. He believes “there are plenty of old warbirds on static display.” I must say that I tend to agree with him. There is nothing like hearing a radial engine fire up and seeing a proud iconic flying history piece taxi out. The thing is, once they go static, they rarely fly again. 

I will leave with a quote posted on the Airbase Georgia website from Robert A. Heinlein, the science fiction author, aeronautical engineer, and naval officer, in which he says, “A generation which ignores history has no past—and no future.” Well said, sir.

The post CAF Airbase Georgia Keeps Vintage Warbirds Airworthy appeared first on FLYING Magazine.

The midair collision of a Bell P-63 Kingcobra and the Boeing B-17 Texas Raiders at the Dallas Executive Airport (KRBD), just south of Dallas Love Field, became this past weekend’s news media spectacle. Tragically, six people dedicated to the mission of the Commemorative Air Force (CAF) lost their lives on board the two aircraft.

Was the cause mechanical? Incapacitation? Momentary loss of situational awareness? Rather than join the accident speculation theorists, it seems more appropriate to apply the CAF mantra of, “educate, inspire, and honor,” to one of the victims who I admired and respected: Capt. Terry Barker. Assuming the other crew members were a reflection of Terry’s character, this writing is their tribute as well. Having been an Army veteran, and passionate about aviation, Terry was a natural fit for the CAF.

• READ MORE: NTSB Launches Probe Following Dallas Airshow Accident

Only 22 seniority numbers behind me, Terry and I became new-hires at American Airlines in September 1984. In less than six years, we were both captains. Terry became a North American F100 check airman, an Airbus A300 check airman, a Boeing 767 check airman, and eventually a Boeing 777 check airman. He was a fervent supporter of our pilot union, assisting on the check airman committee as chairman and also on the training committee, working with base chief pilots to address training issues.

As an example of Terry’s leadership, he diverted a 777 to Shemya, Alaska, in the Aleutian Island chain as a result of a cargo fire indication. None of the almost 200 passengers bound for Tokyo from Dallas were injured. Despite the fact that Shemya is a sparsely manned U.S. Air Force base in the middle of nowhere, Terry and his crew worked on the logistics of routing the airplane back eastbound to Anchorage, leaving bags behind because of the inoperative cargo fire suppression system. Arrangements were made for another airplane to complete the original mission to Tokyo.

One of my mutual check airman friends recalls that shortly after Terry had been trained as part of the initial cadre of 777 check airmen, they were given the opportunity to fly a shiny, new airplane from American Airlines’ maintenance base in Dallas. They were asked to have the airplane back in four hours and how much gas did they need? Twenty-two touch-and-gos were conducted. The friend never forgot how relaxed Terry had made him feel throughout the entire event.

Passionate about general aviation, Terry built a Pitts Special in his hangar. On a flight test day for the airplane, claiming that he was only going to perform some basic, non-aerobatic maneuvers, he disappeared for an hour and half, leaving his pilot father-in-law, (who had assisted in building the Pitts), and check airman friend to wonder what went wrong. Apparently, he enjoyed his test flight enough to land at a nearby airport and have lunch.

When his veteran father-in-law purchased an L-19 Bird Dog, Terry participated in the restoration project. Outside of aviation, he supported his community through contributions on the zoning commission and also as a town councilman. 

Upon meeting Terry, you instantly felt comfortable. Everyone that I have contacted regarding this loss, had nothing but glowing praise to offer. And despite his relaxed nature, Terry was not a short-cut guy when it came to operating an airplane. 

• READ MORE: Remembering ‘Texas Raiders’

Through my experience participating in a much smaller organization—the Flagship Detroit Foundation that is dedicated to the preservation of a vintage Douglas DC-3—I have no doubt that the CAF conducts formal pilot training with all of its airplanes. A high percentage of the organization’s pilots have military backgrounds or airline backgrounds, or both, so regimented procedures are accepted norms, especially with flying museums.

As with the Flagship Detroit, my concern was never with the safety of our procedures, but rather that it takes a village to keep these incredible pieces of history airborne. And the villagers all want an opportunity to participate in the fun part, which is flying the airplane. With qualified pilots taking a turn at the control wheel, airline-type repetition is not as frequent. Proficiency can suffer, notwithstanding the fact that flying an expensive vintage airplane is not an everyday affair even during show season.

That being said, transforming the CAF airplanes into static displays does not have quite the same impact as witnessing these magnificent machines fly. It is important for us to be reminded of the engineering brilliance and the fortitude of the men and women that supported these machines during a crucial period in our history. 

Yes, it’s a risk to operate vintage airplanes. Hopefully, when the National Transportation Safety Board determines a probable cause, the discovery can help mitigate that risk further. We can’t let this terrible event restrict the future of flying these airplanes. If we do, then the dedication and passion of the six lives lost will have been marginalized. As a matter of fact, if you aren’t already a member of the CAF, join today. There is no better time.

As for my colleague, pardon the cliché, but I hope that family and friends find comfort that we lost him doing something he loved. Thanks for educating, inspiring, and honoring. You have flown West much too soon. You will be missed, Capt. Barker.

The post Dallas Airshow Tragedy Creates Moment To Educate, Honor appeared first on FLYING Magazine.

Lucky for me there is a Facebook group, “Bomb Group at Ridgewell During WW2,” that provides a wealth of information. The page is loaded with requests for information from people trying to learn about their family members who served there, and posts from people who have come across military records, personal items that belonged to a serviceman, newspaper clippings, battle reports, letters home, and photographs of daily base life.

While looking through photos on the social media site, I spotted a black and white photo identified as Lt. Colonel William J. Reed, who was stationed at Ridgewell. He looked familiar. I grew up with a family named Reed. Mr. and Mrs. Reed were friends of my parents. I went to school with the Reed kids. Dad said Mr. Reed’s father had served in World War II in the Army Air Corps. I never met Grandpa Reed, but in the photograph I saw his son and grandchildren, who all have a distinctive smile. 

Pulling further on the loose thread, I located his granddaughter on social media, and emailed her the image. She confirmed that was her “Pop” and he had been the executive officer of the 381st Bomb Group. Small world, eh?

Runways and Bombers

Ridgewell, where the 381st was based during the war, is located 7.5 miles northwest of Halstead, Essex, in England. The airfield and base was opened in 1942 with three intersecting runways of 6,500 feet each, 36 hardstands, hangars, barracks, and outbuildings. It was designed for heavy bombers flown by the Royal Air Force (RAF) Bomber Command.

In June of 1943, the USAAF’s 381st Bombardment Group, which was assigned to the 8th Air Force, arrived from Pueblo, Colorado. The group flew Boeing B-17 Flying Fortresses, with tails sporting the Triangle-L insignia. The 381st was made up of several squadrons, each with its distinctive fuselage code: the 532nd (VE), the 533rd (VP), 534th (GD), and 535th (MS).

For a time, the RAF and USAAF shared the base, and the facilities were expanded to accommodate the influx of aircraft and men. During the expansion, the number of hardstands was increased to 50 and more barracks and other buildings were added.

When the war in Europe ended in 1945, the 381st returned to the U.S. Ridgewell Airfield was closed and the land returned to private ownership as a farm. The only parts of the base that remain today are the roads and a Nissen hut that had been the hospital.

The hut has been converted into the Ridgewell Airfield Commemorative Museum, which today, along with several memorials on the property, honor those who served there.

Because there is very little left of the airfield today—as most of the buildings and infrastructure, including the hangars, control tower, runways, and hardstands, are gone—the former base has been all but forgotten.

“Many of the people who drive or walk across the airfield have no idea of what went on under their feet,” said Sarah Allen, one of the volunteers at the museum. 

“I first became aware of Ridgewell Airfield as a teenager, over 40 years ago now. I used to spend a lot of time cycling around the lanes and around what was then the perimeter track for the airfield—now a public road,” she said. “Even before I learnt any of the history of the airfield, I knew that something significant had happened on and around that land. There is definitely an atmosphere to the place!”

A Museum Is Born

The Ridgewell Airfield Commemorative Museum was created in 2000 as a means to protect and preserve the legacy of the men who lived, worked, and flew from Ridgewell.

According to Paul Bingley, the chairman of the museum, it was the life’s work of Tony Ince, who had been a local schoolboy during the war.

“He befriended some of the 381st’s ground crews and built up a collection of wartime memorabilia, which he exhibited around Essex,” Bingley said. “Finally, he got permission to display his collection in a small section of the current museum building. Sadly, he passed away before seeing the fruit of his labors. The museum continued on, thanks to his friends, including Jim and Jenny Tennet, together with Alan and Monica Steel, and several others.”

“Around 2014, Alan Steel obtained permission from the landowner to use the entirety of the Nissen hut,” Bingley said. “Over the next few years, significant renovation work was carried out, including the cladding of the ceiling; the addition of a timeline of events; and a large map/diorama of the airfield, which now greets visitors as they arrive through the door.”

There is no cost to enter the museum, which is funded by donations.

“In 2017, we were named ‘runners-up’ in the 2017 Museums + Heritage Awards’ ‘Project on a Limited Budget’ category,” Bingley said. “This has led to more individuals donating and loaning items for display. We are particularly keen on personal items, as the ethos of the museum is to tell their stories. We can see just how deeply these stories resonate with visitors.”

Bingley said he first learned about the 381st in 2003 when he read the book Combat Crew by John Comer, who had served as an engineer and top turret gunner with the 381st at Ridgewell. 

Bingley was surprised. At the time, he was living just a few miles from Ridgewell, “Yet I knew nothing of the base or the 381st. It was the start of a long journey of discovery. The more I discovered, the more I wanted to know,” he said.

Bingley, who works in aviation cargo operations, said his day job has given him a greater appreciation of the logistical challenges of moving airplanes and people and cargo around Europe and operating such a large base.

“It could accommodate around 3,000 people at any one time—we don’t know exactly how many were based at Ridgewell throughout its entire existence,” he said. “It is stated in Roger Freeman’s Airfields of the Eighth; Then and Now that public roads use more old taxiways at Ridgewell than on any other Eighth airfield.”

Ridgewell is acknowledged as Essex’s only long-term heavy bomber base during World War II. While other Essex airfields hosted a variety of different aircraft types, Ridgewell was only home to Short Stirlings (the RAF’s first four-engine bomber) and the USAAF B-17 Flying Fortresses.

The base was located in a rural area straddling the border of Essex and Suffolk counties. The airfield is in Essex.

“It is a little hard to find, as is the museum, which is tucked away from a main road,” Bingley said. “The museum building is a wartime Nissen hut that was once part of Ridgewell’s base hospital, so it is an exhibit in itself. However, it is also on private land and is the property of a local landowner, so we’re unable to use permanent signs to direct the general public.”

Bingley noted that the landlords, Robert and Vanda Root, “have been unstinting in their support for the museum.”

Because of the limited space, museum volunteers have learned to be creative with the donations they receive, as they recognize how important they are to the story of the 381st.

“In 2021, we were sent an entire collection of uniforms, medals, and personal items from the U.S. by the son of a 381st tailgunner,” he said. “His father survived 30 missions before being transferred to the Pacific, which he also survived. It’s an awesome collection, which includes his secret combat diary, sunglasses, and ‘short snorter.’” 

Short snorters were paper currency signed by people you flew with or people you met. If someone signed your short snorter and you couldn’t produce it upon request, you owed him a dollar or a drink, aka—a short snort. They were rolled up and depending on how many people you flew with or met, they could grow to be as thick as cigars.

If You Visit

The museum is open on the second Sunday of the month, between April and September, although sometimes it will open for group visits and for the relatives of those who served at Ridgewell. There are five volunteers who make up the core group of museum staff, and others are ready to assist as they have time.

“We have an in-house historian,” Bingley said, “although we all try to assist in research for those who request it. The stalwart staff for most of the time the museum has been in existence are husband and wife, Alan and Monica Steel. They’re the glue that keeps everything together.”

Ridgewell stopped being a military airfield when the 381st left in 1945. The RAF briefly used the facility for bomb storage and disposal, then decommissioned the base in 1957. The land was reverted back to farm land for the most part, Bingley said, with one notable exception.

“The Essex Gliding Club continues to use Ridgewell during the summer months, and has even painted one of its gliders in the markings of the 381st. It has also given pleasure flights over the base to veterans and their relatives,” he said.

Museum volunteers also organize guided walks for visitors, who are often the families of veterans.

“This really gives them a sense of the scale of the airfield, and they are able to see the remaining buildings and the stories connected to them. They really are walking in the footsteps of their fathers and grandfathers,” Allen said. “We are always very honored and privileged when we meet veterans’ families, it is always emotional for us and more so for them. They often go and stand alone in quiet reflection.”

One of those visitors was John Weston, who arrived at Ridgewell in June 2022. Weston had been connected to the 381st Facebook group, and when he was in the United Kingdom for work, he took the opportunity to visit.

“My father was John Wezowicz, a pilot/aircraft commander in the 533rd who flew 31 missions in early 1944 and was based at Ridgewell. My dad later changed his name to Weston and remained in the USAF [U.S. Air Force] until retiring in the 1970s. He passed away in 2016 at 99. It was a very emotional experience, both being able to walk in my father’s footsteps and also seeing the dedication that Paul, Alan, and others have in ensuring that the memory of the 381st and veterans stays alive.”

Most visitors—they get about 100 a day when they are open—do some research before they come to Ridgewell. Sometimes the visitors surprise the volunteers with what they bring.

“For example, we were recently handed a one-hour, 16 mm vintage movie of Ridgewell and its sites that was filmed by one of the 381st’s senior officers across his two years at Ridgewell,” Bingley said. “To say we were all overcome, is an understatement. It was almost like finding a lost Beatles’ song.”

Sometimes relationships are forged between visitors, such as the day when two American families came to visit.

“Neither knew the other was coming, or had any contact before,” Bingley said. “Yet, their veteran fathers and grandfathers, who had both passed away, were in the same squadron, and at exactly the same time. There is no doubt they would have known each other. The families also discovered another connection: one of them lived in the town where another from the other family had been born. Sometimes, strange forces [are] at work. I’m lucky to have made lifelong friends with several of those whose fathers were once based at Ridgewell. I find it endlessly fascinating that something that happened 80 years ago can still have such a profound effect on us today.”

• READ MORE: A Recovery Mission Continues—Nearly Seven Decades Later

Virtual Memorial Meets Virtual Library

If you have access to a computer and the internet, you can have access to Ridgewell. Alan Steel created the Bomb Group at Ridgewell During WW2 on Facebook in 2013. Today, it has more than 2,000 members. The page is “dedicated to all the Men and Women who served with the 381st Bomb Group based at Ridgewell Airfield, Essex, UK during WW2,” and on it you will find pages and pages of information, often in PDF form that make research fairly easy. Members are always adding items.

One of the frequent contributors is Don Madar, an author and historian. Madar has written several books about military history, all of them with a family connection. His interest in the 381st is tied to his uncle Andy Piter Jr., a member of a ground crew at Ridgewell who did not make it home.

Piter arrived at Ridgewell on June 23, 1943. “That day, improperly loaded bombs on the B-17 #42-30024 Caroline exploded, killing 23 people including a civilian. I have my uncle’s notes on the accident,” Madar said. His uncle was not injured in the explosion—he would spend more than a year more at Ridgewell.

While flight crews were rotated home after a set number of missions—at first it was 25, then it was raised to 35 missions—there was no such rule for ground crews, Madar said, although as the war in Europe was starting to wind down, duty schedules relaxed a bit.

“My uncle was one of 31 men killed just 15 days before the end of the war in an airplane crash on the Isle of Man. They were heading to Northern Ireland for a week’s leave.”

Deadliest Crash on the Isle of Man

On April 23, 1945, a B-17G, 43-38856, flown by a two-pilot crew was transporting 29 servicemen. Many of the men had been at Ridgewell since the 381st arrived in June 1943. Keep in mind the usual crew complement of a B-17 was 10 men.

The aircraft took off at 8 a.m. and headed north. The flight was supposed to take about two hours. At approximately 10:15 a.m., the B-17 was on the northeast coast of the Isle of Man at an altitude of approximately 500 feet.

“The pilot was Charles Ackerman,” Madar said. “He had previously lost a friend in that location in a crash, and there are those who think he was flying low to get a better look of where his friend went in and misjudged the altitude. The airplane failed to clear the hill by about 300 feet. It was controlled flight into terrain. The airplane exploded in a fireball. It was—and still is—the deadliest airplane crash on the Isle of Man.”

The death of Andy Piter, especially so close to the end of the war, had a profound impact on the family, Madar said. 

“My uncle was the only son of six children. He’d been sending his money home and he bought his parents a house,” he said. “They had a room waiting for him.” 

The bodies of the servicemen were painstakingly recovered from the Isle of Man, returned to Ridgewell for identification, then buried at the military cemetery in Cambridge.

“They were later disinterred and brought back to the United States for burial at home,” Madar said.

Madar has made the trip to Ridgewell and roamed the places where his uncle spent his last hours. He said he was struck by the enormity of the facility, and noted that even though the runways were removed decades ago, they can still be discerned from the air as there is a faint imprint of them.

As part of the trip, he walked the parts of the base that had been the athletic fields, the hangars, and looked for the area where his uncle’s billet had been.

“When I was there, Paul Bingley and I found where Andy lived, and when I walked by there, I got goosebumps and started to cry,” Madar said. “It hit me. It was his last residence, where he would last have a smile. The other significant thing for me was the morgue, as morbid as that sounds, as that was the last place they were before their bodies were shipped to Cambridge.”

Madar said three of Andy’s sisters are still alive, and they and Madar have plans to return to Ridgewell to walk in the footsteps of Andy Piter Jr. and to remember him on the 80th anniversary of the crash.

“We wanted to go for the 75th anniversary, but the pandemic got in the way,” he said.

Remembering the Bomber Boys

According to Bingley, while Americans view all airmen as heroes, the men in the RAF Bomber Command were not seen in the same light, as the attention was more focused on the pilots who flew fighters.

“The men of RAF Bomber Command were only given their own memorial 10 years ago,” he said. “Winston Churchill didn’t help by failing to mention them in his victory speech, as he had done with ‘The Few.’ Museums like Ridgewell help to tell the story of those bomber boys who answered the call of duty—most of them volunteering, before serving thousands and thousands of miles away from their friends and families,” he said.

“Of course, many never returned home. We should never forget that,” he added.

While there are other veterans associations and organizations that provide educational support to the children of those who served with the 381st, there aren’t many places to visit where their family members once served. 

“That is why it’s so important that the Ridgewell museum is preserved and continues to be used as a focal point for the families,” Bingley said. “It is an honor to be a part of it.”

How To Locate Information About a Relative Who Served

• Use an internet search engine. The internet has greatly expedited the task of locating information about someone who served in the military. If you have the person’s name and the war they served in, often that’s all you need to begin your search. Commemorative associations often have their own webpages and the members can be very helpful.
• Facebook may be a resource. There are many groups dedicated to the preservation of information about military organizations. Often the persons involved have a familial interest in the organization and are open to sharing stories.
• Consult museum archives. Museums may have detailed information about military groups. For example, if the city has or had a large military component during the war, there is a pretty good chance the local museum will have photographs and records from that time.
• Consult university archives. Some universities have information as they have records of what the university did during the war. Others are repositories for select military groups, such as Texas Women’s University, which is the keeper of information about Women Airforce Service Pilots. Embry-Riddle Aeronautical University has information about the training of British pilots on American soil (No. 5 British Flying Training School).
• Don’t forget about memorabilia collectors. You may be lucky enough to find a collector of memorabilia, who are often historians because they research the items they find. They may be able to point you in the right direction—and may even help in your search.
• Veterans centers can also be helpful. They often keep written or recorded accounts of the experiences their members had. They also hold reunions, and if you’re really lucky, you may actually find someone who served with your family member and can tell you stories.

The post Remembering the Mighty Men of the 381st Bomb Group appeared first on FLYING Magazine.

For most people, a 100th birthday celebration might include a gathering of friends and family, some music, and maybe a slice or two of cake.

Tom Rice took things a little further.

Rice, who served as a paratrooper in World War II, celebrated passing the century mark by jumping from the Commemorative Air Force’s C-53D D-Day Doll onto the beach in front of the Hotel del Coronado in his hometown of Coronado, California.

He dedicated the jump to the 101st Airborne Division and “The 4 Colonels of Carentan,” in support of a monument being built in Normandy as a tribute to those who liberated Europe.

“It was exhilarating,” he said of the jump. “It was a replay of everything that took place in Europe [during the war], from the time that I landed in England.”

D-Day Doll flew missions on June 6, 1944, in Operation Overlord. She has been restored and preserved by the Commemorative Air Force to represent her role in the Allied invasion of Normandy.

Another D-Day veteran, 97-year-old Dan McBride, met Rice on the ground, along with quite a crowd.

“I think the whole city of Coranado was there,” Rice said. “It was a happy day.”

But it was not without some stress.

“There’s a little bit of anxiety to face,” he said. “When you first get out of the plane, that prop blast is a little intense, but once you get past that, it was wonderful.”

Rice’s Role in History

After the bombing of Pearl Harbor, Rice volunteered to join the elite airborne paratrooper school, despite being a new and untested combat branch of the American Army. He called it “The Airborne Experiment.”

“It was the adventure, high risk, mental and physical challenge plus the additional $50 a month bonus that convinced [me] to go beyond the call of duty,” he said.

After what could best be described as nearly impossible training, Rice earned his paratrooper wings and became a member of the most exclusive and demanding regiments of that time—the 501st Parachute Infantry Regiment (PIR) of the 101st Airborne Division, C Company.

His commander? The legendary Col. Howard “Jumpy” Johnson.

Rice parachuted in Normandy on D-Day. In fact, Rice led 18 paratroopers out over Drop Zone D in Carentan. But because of the flak-riddent skies, the speed of the aircraft, and its low altitude, Rice was thrown and wedged in the corner of the door. The ensuing struggle to break free left him scraped from his armpit to his wrist.

Rice also:

• Participated in Operation Market Garden in the Netherlands
• Served in the Battle of the Bulge in Bastogne, Belgium
• Joined in the Capture Hitler’s Eagle’s Nest in Berchtesgaden, Germany

The Next Chapter

After the war, Tom resumed his studies and later became a teacher. He taught high school and junior college social studies and history for more than 44 years. In some ways, through his jumps, he continues to teach, working hard to make sure that all the men who fought and sacrificed their lives on D-Day won’t be forgotten.

To that end, Rice plans on doing another jump for his 101st birthday.

“I’m not crazy yet,” Rice said with a laugh. “We’re going to keep going. We have to keep these jumps going so that people don’t forget,” he said.

“I’ll just go along and shake hands with people and talk with them about what happened.”

The Secret of Longevity

So how do you get to live to be 100 years old? Rice has some advice.

“Stand up straight, talk straight, live straight, and move around. You’ve got to move around.”

The post WWII Paratrooper Stages Jump on 100th Birthday appeared first on FLYING Magazine.

The Commemorative Air Force celebrated the 20th anniversary of its restoration of a P-51C named Tuskegee Airmen and the 10th anniversary of its Rise Above outreach program at EAA AirVenture 2021 in Oshkosh, Wisconsin.

Both milestones celebrate the CAF’s efforts to celebrate the legacy of the Tuskegee Airmen—a group of African American pilots who became known for their historic efforts in World War II after previously being prevented from flying military aircraft.

The Restoration

The group’s plans to highlight the story of the Tuskegee Airmen began in the early 1990s with the Red Tail Squadron, a group spearheaded by volunteers from the Minnesota Wing of the CAF. They were restoring a WWII P-51C Mustang, which they named Tuskegee Airmen. This particular P-51C was used as a combat trainer, hence the two-seat configuration.

The Mustangs configured for combat had one seat. The Tuskegee Airmen P-51s were easily identified by their red tails—leading to the original 99th Fighter Squadron’s nickname, the Red Tails.

The restored Tuskegee Airmen took its first flight on May 10, 2001. It made its first public appearance a little less than two months later on July 2 at Fleming Field in South Saint Paul, Minnesota. Later that month, the Mustang appeared at that year’s EAA AirVenture in Oshkosh, Wisconsin.

The Outreach Program

Retired Navy pilot and entrepreneur Don Hinz expanded on the Red Tail Squadron concept and spearheaded an educational program to bring more public light on the extraordinary efforts of the Tuskegee Airmen.

The program was named “Rise Above.” Sadly, Hinz died in the crash of a P-51C in 2004. Still, the mission lived on through Rise Above squadron leader Doug Rozendaal.

“He knew this was not about an airplane,” Rozendaal said regarding Hinz at a ceremony for his induction into the CAF Hall of Fame in 2017. “[The airplane] was a tool we needed to tell the story of the Tuskegee Airmen. He was a great leader and an incredible guy.”

Under Rozendaal’s leadership, the Rise Above exhibit made its debut at EAA AirVenture in 2011, with a traveling exhibit that includes a large-format movie highlighting the history of the Tuskegee Airmen.

Since then, Rozendaal and his team have expanded on the concept and created another Rise Above exhibit for the Women Airforce Service Pilots (WASP).

Both the Tuskegee Airmen and WASP broke through racial and gender barriers in their quest to participate the United States war efforts in World War II. Rise Above uses their inspiring stories to inspire children to reach for their dreams regardless of any perceived barriers.

EAA AirVenture visitors had a chance to see Rise Above at KidVenture last month. Owing to the COVID-19 pandemic, this year’s schedule for the traveling exhibit is limited as it continues through the rest of 2021.

See For Yourself

If you missed Rise Above at AirVenture, you still have two opportunities to check it out.

• Rise Above’s Red Tail exhibit will be available at the Flightline Group aircraft sales and service facility at the Tallahassee Airport in Tallahassee, Florida, from November 2 to 6.
• On November 13 and 14, you can see both the Red Tail and WASP exhibits at the Stuart Airshow at the Martin County Airport/Witham Field in Stuart, Florida.

The Tuskegee Airmen National Historic Site, in Tuskegee, Alabama, also makes for a great destination for pilots.

The post CAF’s “Tuskegee Airmen” and Rise Above Exhibit Celebrate Decades of Inspiring Youth appeared first on FLYING Magazine.