Classic Wheels and Vintage Wings

WW II Rolls-Royce Merlin V-12 Engine For Sale

2012-01-28T15:43:00.006-05:00

: Left-hand view of the Merlin in its wooden cradle, including view of supercharger.

To most historic airplane and military history buffs, the Rolls-Royce Merlin requires no introduction and it remains one of the most successful, best-performing, and historically significant powerplants of all time. The power source of the best-performing and highest-scoring aircraft in the Royal Air Force arsenal, the Merlin adapted itself exceedingly well to a number of types including the Hawker Hurricane, the Supermarine Spitfire, and the highly effective, multi-role De Havilland Mosquito. Later versions also powered the Avro Lancaster, the best RAF heavy bomber of the war. Early Merlins also powered some less-successful RAF types of the early war years, including the Fairey Battle light bomber that was savaged by the Luftwaffe at the Battle of sedan in France and the Boulton Paul Defiant, the turret-only figthter that became Messerschmitt fodder after a brief streak of success in 1940. The Merlin was license-built by Packard during WW II and when the engine replaced the Allison V-1710 V-12 in the P-51 Mustang airframe, the US Army Air Corps finally had the high-performance, long-range fighter aircraft it desperately needed to escort the B-17 and B-24 heavy bombers it operated from England.

With Canadian factories safe from Axis attack during the war, large numbers of military aircraft were produced in Canada, including the Merlin-powered Hawker Hurricane, which was built at Canadian Car and Foundry in Fort Erie, Ontario and used across Canada for advanced training and home defense, particularly along Canada's vast and rugged coastlines. Merlin-powered Fairey Batlles were also a mainstay in wartime Canada under the British Commonwealth Air Training Plan (BCATP) and mainly employed training bombardiers, air gunners, pilots, and target towing.

This recently discovered Merlin is a fairly early Merlin III with a single-stage supercharger, according to representatives of the Canadian Air and Space Museum. An important evolution of the Merlin, the III or Mk III as it is alternately known, was capable of operating on either 87- or 100- octane aviation fuel and was rated at either 1,030 hp or 1,310 hp. It is understood that the engine likely originated from a Hurricane. It was found in a long-forgotten automotive shop and 18 years had passed since the owner died before the building was acquired by the current owner for redevelopment. The engine appears to be quite complete and remains equipped with the supercharger, nose case, propeller shaft, and ancillary systems.

: Front view showing nose case and propeller shaft.

: Right side view - showing completeness of the Merlin.

: View of firing order and Rolls-Royce patent plates.

: Image of single-stage supercharger and ancillary systems.

The Merlin is to be sold by sealed bid very soon on Friday February 3 2011. Let us know if you have interest and we can discuss bidding arrangements and terms and act on your behalf as bidder's agent in the Merlin's sale.

1959 Bocar XP-5 Sports Racing Prototype

2011-12-15T20:59:00.002-05:00

Following such illustrious American sports-racing cars as those produced by Briggs Cunningham during the early 1950s and predating Carroll Shelby’s British-American Cobra hybrids of the 1960s, Denver, Colorado’s Bob Carnes produced his Bocar sports car line. With background including a Glockler-Porsche and a Cadillac-powered Jaguar, Carnes started with the X-1 in his garage in 1958, and development quickly accelerated through several X-2 and X-3 models, followed by about five XP-4s. These early models carried a 90-inch wheelbase and used Jaguar wire-spoke wheels and Girling drum brakes.

An improved XP-5 prototype, the car offered here, was readied in 1959. Four or five more "production" examples followed after mid-1959.

Period ads announced "Fierce acceleration -- docile obedience”, as well as capability for "racing, hillclimber and grocery getter."

Based upon a tubular chassis and topped by a sleek fiberglass body, the Bocar XP-5 was powered by either a 283 cu. in. Chevrolet Corvette V-8 or a 370 cu. in. Pontiac V-8 engine. Predictably, these lightweight (fewer than 2,000 lbs) terrors provided shattering performance.

The rakish Bocar stood only 34 inches tall, with a competition-style four-inch windshield. A variety of options were available, including a hardtop, a heater, a radio, and seven suspension setups, plus choices in wheels and tires. Carburetion or fuel injection could be specified for the Corvette or Pontiac engine.

Although prices for finished cars were advertised as low as $3,800, the typical cost was about $8,700. Carnes also sold bodies and frames separately. Priced within the range of ordinary people who wanted a highly competitive racing entry or a fearsome streetcar, the Bocar was anything but ordinary looking.

A number of Bocars were competitively raced in period, primarily in SCCA events, with such drivers as Augie Pabst, Harry Heuer, A.L. Huttinger and Paul O’Shea. A Bocar competed in the first televised Daytona race in June 1960, where it placed 3rd overall and took first in class. Another Bocar won an SCCA race at Daytona later in the year. A Bocar won an SCCA race on the same track in March 1960, following that by setting a speed record of 175 mph on the beach of Daytona. Repeat, 175 mph in 1960! During its brief racing career, the XP-5 also took many podium finishes all the way from Daytona to Watkins Glen to the Nassau Speed Week. The Stiletto competition roadster was the final Bocar product.

While unknown to many sports car and racing enthusiasts today, the Bocar developed a fearsome reputation in the late 1950s and early 1960s. In its retrospective entitled "Best, Fastest and Most Outrageous: The 50 Most Memorable Cars Ever", Motor Trend editors wrote, "The Bocar XP-5 was a race car built for the street, which featured a tube chassis and a Corvette 283 engine. Len Griffing drove the Bob Carnes' designed and built Bocar on Riverside Raceway. In his June '59 report, Griffing said, "The initial laps were in the 100-mph range. Once in the turns, the throttle does the steering. On the long straight, it tracks like an arrow and the engine seems to rev without limit. 150 mph came up right now.” MT testers clocked the 290 hp, 283 Chevy-powered XP-5, covering the zero-to-60 dash in 6.0 seconds flat, en route to a 14.0-second quarter-mile time, with a trap speed of 100 mph.

This and other road tests confirmed the Bocar's performance, including acceleration times that would qualify for near-supercar ranking even today. A high power-to-weight ratio was a big part of the secret: roughly six pounds per horsepower, in a car that weighed just 1,650 pounds. Motor Trend described its XP-5 as "a 160-mph sportscar" that was nevertheless "a road machine." “At 100 mph, mashing the throttle was neck-snapping."

Looking very much like a contemporary Maserati 200 SI, this Bocar XP-5 goes like a rocket sled and represents tremendous value. Chassis 001, the Bocar XP-5 prototype, has just been restored and all mechanicals are fresh, including a 450 bhp, 383 cu. in. Chevrolet V8 with side-draft Weber carburetors.

The Chevrolet V-8 engine is drastically set-back within the chassis, contributing to the exceptionally balanced handling and responsiveness of the XP-5.

450 bhp, 383 cu. in. Chevrolet V-8 engine, with four side-draft, dual-choke Weber carburetors.

According to the current owner, this car is an absolute blast to drive and in fact, it can be steered using just the throttle around corners. Great for the track at a multitude of vintage racing events or as a raucous and enjoyable high-performance street or tour car, this dual-purpose Bocar XP-5 001 is also very streetable, as its creator originally intended.

Bocar XP-5 001 is accompanied by an unbroken provenance from new. Full details, including current specifications and car-specific history are available to qualified prospective purchasers upon request. Feel free to leave a comment below this post for a reply.

Red-trimmed racing buckets and driveshaft tunnel, quick-release Simpson racing harnesses, a wood-rimmed steering wheel, and full instrumentation round out the businesslike, yet inviting and comfortable cockpit.

From the rear, the simplicity of the XP-5 design is clearly demonstrated with the racing-style faired headrest, quick-release fuel filler-cap, dual large-diameter exhaust outlets and twin tail lamps. The businesslike cockpit is also in view. The track and the open road beckon!

The Ex-Col. J.B. Maclean 1927 Rolls-Royce Phantom I Limousine

2011-12-14T17:21:00.003-05:00

1927 Rolls-Royce Phantom I Hooper Limousine 98 EF, just after it emerged from its resting place inside the owner's garage, where it has remained for nearly one full year. After some adjustments, the old Rolls fired right up and settled into a comfortable and characteristically quiet idle.

It never ceases to amaze me when I stop to consider all the wonderful classic cars in the world and their fascinating stories. This 1927 Rolls-Royce Phantom I carries a particularly rich history, in addition to the fact that it is a Derby, UK-built Phantom I and an undisputed automotive landmark as the successor model to the iconic 40/50 HP Silver Ghost.

While cloaked in its relatively mundane (a colleague's assessment and not mine) but original Formal Limousine coachwork by Hooper, this Phantom I is significant in Canada by virtue of its original owner, Lt. Col. John B. Maclean, the founder of the Maclean-Hunter publishing empire and one of Toronto's most legendary business figures of the first half of the 20th Century. The car's decidedly non-flamboyant coachwork appropriately mirrored Col. Maclean, who began his publishing business with a farmers' publication in the late-19th Century.

The Phantom was a faithful servant to Col. Maclean and his wife and frequently used for trips to his rural properties in Crieff in Puslinch Township, Ontario near the city of Guelph and every spring and fall, it transported Mrs. Maclean to the couple's winter home in Florida. In fact, the car's rear passenger compartment retains the substantial brass stanchion that was used to secure the wheelchair of Mrs. Maclean.

An interesting story related by the current owner sheds light on the surprisingly prodigious performance of the Phantom I. On one occasion, Mrs. Maclean's chauffeur was reportedly stopped by police in Georgia for speeding. According to the story, the car was travelling at nearly 100 mph!

The car was acquired from the estate of Colonel Maclean, who had passed away in 1950 (just one day shy of his 88th birthday) by the next owner, who sold it to the current owner in 1955. The car's subsequent history is more remarkable under the current owner, who used the Phantom I for many years as a wedding car for hire, as a fun weekend side business for him. He would always dress in period chauffeur's uniform, as evidenced by the image on the front of his business card. He and his wife toured the car enthusiastically and extensively and on one trip, they even drove the Phantom from London, Ontario to New York City in order to purchase a proper replacement Waltham "8-Day" clock for the car!

When I visited the owner this past August, he drove 98 EF out of its resting place in his garage for the first time in a year. The car was kept on a trickle charger and it fired right up with just a few deft adjustments to the steering-wheel spark and mixture controls by the owner. It has only had one repaint (not terribly high quality, with lots of flaws) over the years and the interior was re-trimmed in gray broadcloth about 33 years ago (admittedly a bit tatty now), and some minor engine work was performed a few years ago. Nonetheless, its sound operating condition and story are quite remarkable, not to mention its use in a street scene in the 2002 hit musical movie Chicago! and an episode of TV's Anne of Green Gables.

Sadly, the beautiful former Toronto residence of the Macleans was demolished a few years ago and the land was redeveloped, leaving this fascinating Rolls-Royce Phantom I as one of the few physical artifacts of its famous first owner. Simply put, 98 EF remains a wonderfully tangible and drivable link to the founder of one of Canada's media dynasties, seeking only a new caretaker.

I Need Your Help

2011-12-07T15:08:00.002-05:00

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Ex-Frank Williams Racing Brabham BT21 Formula 3 Single-Seater For Sale

2011-10-27T20:35:00.001-04:00

To even the most casual of today's racing fans, Formula 1 World Champion constructor Frank (Sir Frank) Williams requires no introduction. This 1967 Brabham BT21 is one of his early racing cars, campaigned during 1967-1968 during the early era when his roster of drivers included Piers Courage and Jonathan Williams.

From introduction, Brabham's BT18-derived BT21 Formula 3 and B car was a success, winning its first race at Brands Hatch in the hands of Derek Bell in 1966. Its early competitive career continued through the late-1960s/early 1970s and the model was an early mount of eventual and highly colorful 1976 Formula 1 World Champion James Hunt.

This very special machine is Chassis 36, well known to Brabham enthusiasts as one of the 50 BT21s produced. It was originally delivered to Frank Williams Racing and campaigned circa 1967-1968 during the Piers Courage/Jonathan Williams era in European Formula 3. Next, it was sold to Canada and airfreighted via Air Canada to the new owner on September 18, 1969, going on to become the Canadian Formula B Championship winner. I am currently trying to confirm the name of its Championship-winning driver with certainty and while I have a pretty good idea of the man's identity, I will appreciate any reader who can confirm this with me or place me in contact with him.

During the early 2000s, Chassis 36 received an exhaustive chassis-up restoration and a complete engine rebuild by noted classic racing specialist Tony Garmey in Washington State, USA. It is currently located in New Zealand and powered by an 1,800 cc Lotus Twin-Cam with over 200 hp on tap.

While the 1,800 is larger than the original 1,600 cc MAE, the car is described by the current owner as a "screamer" that is highly competitive in vintage racing and capable of producing quicker lap times than some more powerful competitors. The BT21 is one of the most desirable and usable Formula cars from the tube-frame, non-wing era of the mid-to-late 1960s. As offered, Chassis 36 features period FWR livery and is ready to race, highly competitive and a great link to the early years of the eventual Formula 1 World Champion manufacturer, Sir Frank Williams.

Nice period image of eventual F1 World Champion driver James Hunt (at the wheel of a different BT-21) giving chase to a Lotus during his early racing career at Brands Hatch.

Timeless Elegance - 1952 Jaguar XK120 Fixed-Head Coupe (FHC) For Sale

2011-10-02T18:43:00.002-04:00

Ahh, finally! Wheels and wings in one place after my format change for this enthusiast site! I'll have to get more on those great biplanes in the background to share with you soon. Anyway, the car is the star of this particular post - and a particularly beautiful sporting machine it is. This Jaguar XK120 Fixed-Head Coupe (FHC) is an award-winning example of Jaguar's landmark postwar sports-car design, which begat the Le Mans 24 hours-winning C-Type sports racer, the XK140 and the XK150, cars that remain immensely drivable, enjoyable and thrilling today.

The car that quickly became the XK120 was originally built simply as a display car to showcase the XK dual-overhead cam inline six-cylinder engine, which initially delivered 160 bhp and remains historic for being the world's first high-volume twin-cam automobile engine. With a stout seven-main-bearing cylinder block, an aluminum dual-overhead camshaft cylinder head with hemispherical combustion chambers, the XK 'six' provided plenty of scope for further development. The engine's intended chassis, the Mark VII saloon (sedan) was not ready yet, however, so a rakish two-seat roadster, derived from the "100" experimental coupe of 1938, was designed as an interim measure, with design input directly from Jaguar founder Sir William Lyons. However, public fervor at the car's sensational debut at London's Earls Court Motor Show in the fall of 1948 forced Jaguar to prepare the XK120 for series production.

So named for its 120-plus mph top speed, the XK120 delivered on its promise and then some, with Jaguar test driver Ron Sutton clicking off a 132-plus mph blast in an early aluminum-bodied XK120 Roadster on the lightly travelled Jabbeke Highway in Belgium. The only modification was the removal of the car's windscreen to improve aerodynamics. While highly stylish, relatively softly sprung and value-priced, the XK120's enduring reputation was earned in the heat of competition. In 1949, a trio of XK120s contested the British Racing Drivers Club meeting at Silverstone, finishing 1-2, with the third car retiring early due only to a blown tire. In the hands of soon-to-be legend Stirling Moss, the XK120 took the 1950 Tourist Trophy and Ian Appleyard won the Alpine Rally three years straight in 1950, 1951, and 1952.

Predictably, given Britain's postwar "export or die" directives, Jaguar had the fast-growing US market in mind for the XK120, and the model was one of eventual Grand Prix World Champion Phil Hill's earliest mounts. Hill earned the first Jaguar racing victory Stateside at Torrey Pines, and the XK120 was established as "the car to beat" on both sides of the Atlantic, whether on the racing circuit or on the showroom floor.

The Fixed-Head Coupe (FHC) joined the Roadster for 1951 and with its elegantly rounded roof line, added a clear dash of sophistication to match the stellar engineering and sportiness of the basic XK120 design. The car of choice for long-distance touring, the Fixed-Head or FHC added a luxuriously veneer-trimmed dash and roll-up side windows. Only 2,680 FHCs were produced through 1954, with just 152 for the UK Home market and the bulk, numbering 2,528, destined for export. All surviving examples continue to be highly coveted and appreciated today.

The restoration of this stellar example from 1952 was completed in the early 2000s after approximately 10 years, at a cost of some USD $140,000, with the majority of work performed by the noted Mike Wilson's Restorations of Visalia, California. It is an original US-delivery, left-had drive car that benefits from limited use, proper storage, and remains virtually show-worthy today.

The car is well restored and remains virtually perfect in condition as offered today. There are some spares with the vehicle including the original cylinder head (serial number matches) and the original fender skirts / "spats" for the rear wheels. Larger brakes were a factory option and are currently fitted to the car, with the originals also provided with the sale of the car. All restoration work is documented with invoices and receipts. Now in New Zealand, the car was registered and licensed in the USA, with the last registration current through 2004 when the car was registered in Nevada on personalized plates “52 JAG”, which also accompany the sale of the car.

For further information or to discuss this exceptional opportunity for Jaguar collectors and aficionados, kindly post a comment below the post. A further selection of photographs follows.

1966 Chevy Biscayne 427 Street/Strip Car For Sale

2011-10-02T17:45:00.001-04:00

Based on a rust-free '66 Biscayne 2-door post coupe from California, this street and strip terror was built by a long-time acquaintance of mine who also owns a stunning '69 Corvette 427/435 coupe that he carefully restored to NCRS Top Flight perfection over many years. As such, this tough Biscayne carries a great vintage vibe and perfectly recalls similar full-sized Chevrolet Super Stock drag cars from the "Golden Age" of stock-bodied drag racing during the 1960s.

This highly maintained bruiser is only driven on Sundays and has never seen any foul weather since it was acquired and built up by the current owner, who brought it to Canada directly after sourcing the car in California. Don't let the clean and sedate appearance fool you - this car is a driveable, yet brutal performer and packs a massive big-block Chevy punch under the hood, where a 468 cubic inch V-8 (454 block, overbored 0.060-inch) lurks. Only a set of iconic "427 Turbo-Jet" crossed-flag emblems give away this car's secret and at that, one must look closely to see them at a stoplight.

The big-block Chevy "rat" motor is topped with a Brodix single-plane intake manifold and a Demon carburetor and an MSD electonic ignition lights the fire, while a set of Hooker headers handle the exhaust. The heavy-duty driveline consists of a close-ratio Muncie 4-speed manual transmission, a Center Force clutch, a D.T.S. rear end assembly with Positraction, and a pair of Moser axles. A set of Chevy rally-type steel wheels of the period complete the package.

The "plain Jane" but lightweight Biscayne interior is restored, clean, and factory-correct in appearance, lending a deceptive "sleeper" look and feel to the car. Remarkably, the rear seat and its upholstery are factory-original.

As expected, the Biscayne is a strong dual-purpose street/strip car, capable of knocking off 12-second quarter-mile timeslips with ease. Below, the mighty Biscayne is pictured on the starting line at St. Thomas Dragway in Sparta, Ontario, Canada.

A great example of the lightweight Biscayne coupe with all the right parts and very highly maintained and properly stored and cared for, this car is now available for a new owner to own and enjoy. For further information and pricing, please post a comment below this post.

Group of Historic 1950s and Early-1960s Coopers + 1 1960 Scorpion FJ FOR SALE

2011-09-27T19:41:00.000-04:00

Here is something that is sure to excite vintage racing fans worldwide - the offering of a single group lot of 1950s/early-1960s single-seat racing cars. The 1960 Scorpion Formula Junior car and a 1961 Cooper T56 Formula Junior, a 1957 Cooper T41 Formula 2, and a 1957 Cooper T43 are offered as one single group lot and for the right price, a Cooper MK IX 500 cc Formula 3 car, perhaps the seminal early junior-level monoposto, is also available.

Here are more specifics on the cars:

1. 1960 Scorpion FJ, fully restored, DKW 1100cc 2-stroke, excellent history -1 of 9 built and 1 of the 6 built with DKW engine.

2. 1961 Cooper T56 FJ with 1100cc BMC engine, 5-speed Jack Knight gearbox, car previously owned by Ivan Glasby in NSW, Australia. 1 of 22 built.

3. 1957 Cooper T41 F2, 1500cc SOHC FWB Climax engine plus original FWA 1100 cc block, car currently under restoration and basically complete except for gearbox. 1 of the 4 examples built in 1957.

4. 1957 Cooper T43 1640cc DOHC FPF Climax engine, ERSA 4-speed gearbox. Car recently restored.
Note: The T43 was designed for both F1 and F2 racing for the 1957 racing season and debuted with a "works" entry at Monaco with Jack Brabham. Most notably, Stirling Moss (later Sir) drove a T43 for Rob Walker to victory at the 1958 Argentine Grand Prix, the first World Drivers' Championship race ever won using a rear-engined car. The T43 soldiered on until the 1960 Italian Grand Prix, and it was replaced by the T45.

5. Cooper Mk 9/IX F3, 500cc engine.

The cars are presently under single ownership and are correct and very well-maintained by a well-known vintage racer and a true enthusiast. Chassis numbers, pricing, and photographs will be made available upon request.

For Sale: 1959 Ford Galaxie Sunliner Convertible

2011-09-21T14:24:00.000-04:00

While the Fairlane 500 was Ford's top-level series when the company's new-for-1959 models were publicly introduced in late 1958, the Galaxie superceded it shortly thereafter. Offered with a choice of six-cylinder and V-8 power and in four-door, two-door, two-door Victoria hardtop coupe, Skyliner retractable and Sunliner Convertible form, the Galaxie was Ford's most popular model line for 1959 and featured interesting one-year-only styling and massive overall proportions that continue to fascinate all onlookers today.

This early-produciton ’59 Ford Galaxie Sunliner Convertible is a nice and enjoyable driver-quality example with a recent repaint that was completed under the late prior owner. According to VIN decoding, this Galaxie is confirmed to have been factory-equipped when new with its powerful 300 hp, “Thunderbird 352 Special" V-8 engine, equipped with a factory-correct Holley four-barrel carburetor. Other desirable original features inclued a Cruise-O-Matic automatic transmission and a highway-friendly 2.69:1 rear-axle ratio.

Other features include power steering, dual spotlights with side-view mirrors, a radio, and a clock. Mechanical upgrades for enhanced reliability while cruising include a re-cored radiator (2010), an auxiliary electric cooling fan, and an electric auxiliary fuel pump.

The interior features period correct "tri-tone" upholstery that remains tidy and very presentable.

From this rear 3/4-view, the Galaxie's remarkably long rear deck is highlighted. Period accents include bright rear-fender skirts, a "Continental" spare-tire kit, and the dual exhaust outlets, which provide a nice throaty exhaust note from the 352 V-8.

The engine bay, while not detailed, is honestly and correctly presented in driver quality, with the correct chrome-plated air cleaner, Ford-scripted valve covers, and bag-type windshield-washer fluid reservoir.

Currently road-licenced, this nice ’59 Galaxie Sunliner Convertible is well maintained and is reported by the current owner to drive and run very well. It will be offered for sale soon on Saturday October 22, 2011 at the Toronto Fall Classic Car Auction presented by Dan Spendick’s Collector Car Productions. Please visit www.ccpauctions.com for further event information, and comment below this post to ask questions about the car.

For Sale: 1970 Oldsmobile Cutlass Pro-Touring Convertible

2011-09-20T14:47:00.001-04:00

Photo Credit: Paul Sontrop

Based on a handsome second-generation Oldsmobile Cutlass, this restored and tastefully modified convertible from 1970 has been transformed into a striking and luxurious pro-touring muscle car. Shaved emblems and moldings enhance the clean lines of the laser-straight body, featuring a wet-sanded Chrysler 300 Cool Vanilla finish, topped with classic black 442-style hood and rear-deck stripes. New chrome, a top-quality Haartz cloth convertible top, a Pearl White top boot, 20-inch five-spoke KMC rims, and new rubber complete the exterior package.

Photo Credit: Paul Sontrop

The rebuilt “Rocket” 350 V-8 breathes through a new Flowmaster dual exhaust system and is mated to a rebuilt THM 350 automatic transmission. Hotchkis suspension components, including front and rear anti-sway bars and rear lower control arms provide superior handling, along with a new set of front and rear shocks. Braking is upgraded with new SSBC 2-piston front calipers.

The interior is trimmed in new Pearl White seat covers from Year One and equipped with front bucket seats, an Oldsmobile centre console, a solid wood-rimmed steering wheel, new white-faced Dolphin gauges, and a high-end custom JL Audio stereo system. Billet Specialties window cranks complete the interior details.

Photo Credit: Paul Sontrop

A complete and integrated package combining the best classic and modern features, this 1970 Cutlass pro-touring convertible has travelled only an approximate 5,100 miles since completion and benefits from excellent care. It shows and performs great with the right sound, the right stance, and captures attention wherever it goes. As the commercial used to say, “Oldsmobile…Escape from the Ordinary!”

Photo Credit: Paul Sontrop

This stellar pro-touring Cutlass and many other great automobiles will be offered for sale at this year's Toronto Fall Classic Car Auction, presented by Dan Spendick's Collector Car Productions. Sale dates are October 21-23, 2011 and for further event information, see http://www.ccpauctions.com/. For any inquiries on this Cutlass, please enter a comment below the post.

For Sale: "The Black Pearl" - Stunning 1940 LaSalle Kustom Convertible

2011-09-20T10:18:00.000-04:00

Best known as “The Black Pearl”, this stunning 1940 LaSalle-based Kustom honors the Harry Westergard tradition with a modern twist. Jim Bailie of Windsor’s Metalshapers extensively reworked the original coupe body, with every body panel subtly customized in a traditional fashion. A deep black PPG exterior finish, Coker wide whitewall tires and steel wheels with ’54 Cadillac hubcaps complete the smooth and tasteful exterior.

Smooth and stunning in every respect, not one body panel of Lyle and Elaine Handsor's 1940 LaSalle Kustom Convertible, best known as "The Black Pearl", escaped the deft touch of Windsor, Ontario-based metal-shaping wizard Jim Bailie. Sharp rod and custom fans will immediately recognize Mr. Bailie for his incredible work on the "Nadean" '53 Buick custom of the early '90s. Makes you wish GM built it this way when new, right? Photo credit: Paul Sontrop

The chopped and hand-fabricated Carson-style top by Jim Bailie, enhances the basic Harley Earl/GM Art & Colour design of this final-year 1940 LaSalle, tastefully restyled in the tradition of Harry Westergard. Fit, finish, and detailing are clearly to show-quality standards and this Kustom ride is simply stunning throughout. Photo Credit: Paul Sontrop

The very luxurious ultra leather interior features 8-way power seats, a custom console, a wrap-around rear seat, and custom wooden inserts. Amenities include A/C, power windows, remote doors, a backup camera, and Dakota digital gauges.

The luxurious ultra leather interior features 8-way power seats, custom console, wrap-around rear seat, and custom wooden inserts. Amenities include A/C, power windows, remote doors, a backup camera, and Dakota digital gauges. Photo credit: Paul Sontrop

The completely updated drivetrain consists of a 300-hp, fuel injected Cadillac Northstar V-8 engine backed by a GM THM 700R4 four-speed overdrive automatic. Underpinnings include a Camaro front subframe and suspension with disc brakes, as well as a 3.73:1 GM rear axle.

Photo Credit: Jason Handsor

Once finished in 2007, the car was shown at the Detroit Autorama, the Goodguys Columbus Nationals, and at the Goodguys Rhinebeck, New York event, earning a Rod & Custom “Top Ten” pick and several other awards. It has also appeared in the Goodguys Gazette, Rod & Custom, Street Rodder, and the latest edition of Canadian Hot Rods. With only three national-level show appearances, the new owner will be able to continue to show the car and add to the awards earned by “The Black Pearl”.

This stunning, high-quality Kustom displays impeccable fit, finish, and workmanship throughout. It will be offered for sale at Collector Car Productions' upcoming Toronto Fall Classic Car Auction, which will be held on the weekend of Friday, October 21 - Sunday October 23, 2011 at the International Centre, Mississauga. "The Black Pearl" will be there on feature display, and is scheduled to cross the auction block on the afternoon of Saturday, October 22. Use the "Comment" feature below this post to add your comments and ask questions about this stunning vehicle.

To My Subscribers and Friends-Announcement

2011-09-19T20:26:00.002-04:00

Props to my friend Dave Bengochea, the builder and owner of this neat little '32 Ford hot rod. Look him up at Daddyo's Hot Rods-he's an awesome guy and a true hot rodder.

Hello! It's been a while since I've published a new post, but I hope to make up for that with a big announcement-I have changed the name of this blog to "Classic Wheels and Vintage Wings", to broaden the appeal of this site and to reflect my dual and lifelong passions (some might say split personality, but anyway...) for vintage aircraft and classic automobiles. My travels have taken me to many locations in search of both, and I have been gathering lots of great content. I hope you'll enjoy the somewhat new direction and continue to join me as this multimedia journey unfolds.

As always, THANK YOU!

Please comment and let me know what you think.

Dave

Historic Wright Brothers Cheque Marks the Birth of Military Aviation

2011-01-09T16:02:00.003-05:00

While others had indeed created and successfully flown various flying machines earlier, brothers Orville (1871-1948) and Wilbur (1867-1912) Wright created the first truly successful, heavier-than-air powered aircraft with the invention of their unique three-axis control system, which finally made controllable manned flight possible. En route to their breakthrough, the Wrights also pioneered wind-tunnel testing, propeller design and the development of light, yet powerful and reliable internal-combustion aero engines.

Almost immediately after their series of successful powered flights over the sands at Kitty Hawk, North Carolina on December 17, 1903, the Wrights set to work perfecting their invention with the goal of making it both practical and marketable. Hundreds of spectators and newspaper reporters were thrilled by the Wrights' aerial displays with their improved 1905 Flyer. Logically, the Wrights' first potential customer was the U.S. Army, which had long used observation balloons to monitor troop movements and to direct artillery fire and military formations. However, the response of the U.S. War Department to the Wrights' appraach was less than encouraging. Letters to the French and British governments were unsuccessful as well.

Governmental disinterest evaporated in 1907 when the Wrights found the support of the American Aero Club, which met directly with President Theodore Roosevelt and lobbied him to influence the War Department to purchase the Wright Flyer. Lieutenant Frank P. Lahm, a balloonist attached to the U.S. Army Signal Corps' Aeronautical Division, had met the Wrights in Dayton and correctly envisioned that the airplane would soon render military observation balloons obsolete. Lahm personally lobbied the War Department and while the Board of Ordnance and Fortification was receptive, it advised Lahm that its funds were limited to $10,000 unless a Congress approved more funding. In December that year, the Board met with Wilbur Wright, who impressively stated that he and Orville did not want to receive any government funds until they produced an aircraft that would successfully meet government requirements. The Board was so impressed with Wilbur's presentation that it decided to initiate a bidding process for an aircraft, using unused money that allocated for the Spanish-American War some nine years earlier.

In response to Specification No. 486 "Advertisement and Specification for a Heavier-Than-Air Flying Machine" issued on December 23, 1907 by the Aeronautical Section of the U.S. Army Signal Corps, the Wrights changed the name of their business from the Wright Cycle Co. to Wright Brothers. A new account was opened at the Winters National Bank in Dayton, Ohio, and a detailed two-page bid was prepared.

The requirements specified by the U.S. Army for the proposed aircraft were rather stiff for the era: a speed of at least 40 mph, and the aircraft was also expected to fly at least 125 miles and carry a 350-pound load, representing the weight of the pilot and one observer. In addition, the aircraft was required to allow for safe landing in the event of an engine failure. While the Wright Brothers' bid was reportedly anticipated to have been the only serious proposal, a total of 41 bids were submitted during the process.

Nonetheless, the Wrights were the only bidders capable of delivering an aircraft, let alone one capable of meeting the stated requirements. According to an insightful article by Jayme A. Sokolow, Ph.D. and R. Dennis Green in the Spring 1999 edition of Proposal Management, an editorial in the American Magazine of Aeronautics believed that Specification 486 was impossible to meet, and predicted that no bidders would emerge. Similar negative opinions were voiced by the former editor of Aeronautical Annals and of course, a multitude of newspaper reporters and editors.

In brief, the Wrights' bid promised to deliver an aircraft capable of meeting all requirements to the U.S. Board of Ordnance and Fortification, at a cost of $25,000. The Wrights' two-page bid was highly detailed and complete with technical drawings, a photograph of their improved 1905 Flyer design, and even a method for computing aircraft speed with corrections for wind speeds. The bid was accompanied by a deposit of 10% by certified cheque, made payable to General James Allen, the Chief Signal Officer for the U.S. Army.

Cheque Serial Number 1, the first cheque issued by the Wright Brothers company, dated January 27, 1908 and accompanying the Wright Brothers' bid to supply the U.S. Army Signal Corps with the world's first successful military aircraft. Note Wilbur Wright's initials, "W.W.", immediately below "Wright Brothers" on the signature line of the cheque.

Unlike today's convoluted government procurement process, just 12 days later, the Wrights received a telegram dated February 8, 1908 from General Allen, accepting the Wright bid. Contracts, ready for signatures, followed just three days later.

The aircraft, which became known alternatively as the Army Flyer or the Military Flyer, was delivered by Orville Wright to Fort Myer, a U.S. Army installation located next to Arlington National Cemetery (Arlington is famously built upon the grounds of the former estate of famed Civil War Confederate General Robert E. Lee). A contract extension provided additional time for testing and modifications.

During the Military Flyer's testing process, the Wrights set a number of records and proved the soundness of their design. In September 1908, with Orville Wright at the controls and Lt. Lahm as his passenger, a new endurance record was set, followed by another in June 1909, when Orville and Lahm remained aloft for one hour, 12 minutes, and 40 seconds. Shortly after, on July 27, Orville and another passenger exceeded 40 mph at an altitude of 400 feet in front of an audience of some 7,000 spectators, including then-U.S. President Taft.

The testing process was not without tragedy, though. On September 17, 1908, Lieutenant Thomas E. Selfridge acted as observer on a flight with Orville, who flew the aircraft to an altitude of 150 feet. At this height, a propeller failed and severed a control wire to the rudder, resulting in a crash. Lt. Selfridge was killed on impact, marking the first casualty in military aviation, while Orville Wright was badly injured.

In October 1909, the Flyer was able to remain airborne for longer than three hours, and an official speed of 42.583 mph was achieved, with the Wrights earning a 10% bonus for each mile per hour over the targeted 40 mph speed specified in the Army's specifications. As a result, the War Department paid $30,000 for the Military Flyer.

As part of the arrangement, the Wright's certified deposit cheque was returned to the brothers by General Allen.

Images of the reverse side of the Wright's certified deposit cheque that accompanied their successful bid to provide the world's first successful military aircraft to the of the U.S. Army Signal Corps. Inscription reads "Returned by James Allen, Chief Signal Officer" with Orville Wright's initials, "O.W."

Along with the Wright Military Flyer and the 1903 Flyer, which both reside in Washington D.C.'s Smithsonian Air and Space Museum, this cheque remains without doubt one of the most significant aviation artifacts of all time. Bearing the initials and handwriting of both Wright Brothers, as well as Serial Number 1, representing the first cheque ever issued by the brothers' reorganized firm, it is a fascinating link to the dawn of military aviation. It is currently offered for sale by the UK's Paul Fraser Collectibles, priced at £35,000. For further information or purchase arrangements, kindly contact us below this post.

Launch of Our New WarbirdTV YouTube Channel!

2011-01-03T20:36:00.002-05:00

I've just set up our new WarbirdTV YouTube channel at: www.youtube.com/user/WarbirdTV. Subscribe for free, and receive the latest posts.

Here are a selection of some of our best clips from the 2010 airshow season:

Happy New Year!

2010-12-31T20:53:00.000-05:00

To all my readers, subscribers and fellow warbird enthusiasts: Thank You For a Great 2010 and Best Wishes For a Wonderful 2011!

My Son Eric and I getting some "seat time" in the Canadian Harvard Association Harvard IV, C-FWLH, s/n 20436 this past Summer at Tillsonburg Municipal Airport.

Another memory captured by my very good and long-time friend, Robert J. Kelle, who was visitng from California.

Onward and upward for 2011!

Original Parts from Charles Lindbergh's Landmark Transatlantic Flight For Sale!

2010-12-17T18:01:00.006-05:00

While transatlantic commercial air travel is a routine, low-risk affair today, requiring less than eight hours’ flying time from New York to Paris, Charles Lindbergh was the first to perform the feat. That achievement is all the more remarkable, considering that the flight required 33 ½ hours in a single-engine aircraft, without today’s high-tech navigation aids and without the help of either a co-pilot or a navigator!

In the process, Lindbergh flew nearly 3,600 statue miles and won the $25,000 Orteig Prize, the quest for which had already claimed the lives of six pilots in earlier attempts.

To put Lindbergh’s achievement into its proper perspective, the flight of the Spirit of St. Louis conclusively proved the viability of transatlantic air travel and literally opened up the vital transatlantic air routes we take for granted today. As summed up by the Smithsonian Air and Space Museum, where the Spirit resides today, the significance of Lindbergh’s epic flight is rivaled only by the Apollo moon landing of July 1969.

Lindbergh’s aircraft, the now-iconic silver Ryan NYP (short for New York to Paris), was a heavily modified variant of an existing Ryan design, with a much-larger fuel capacity. To accommodate the heavy fuel load required for the Atlantic crossing, forward visibility was sacrificed. To gain forward visibility, Lindbergh used a periscope mounted to his left. Otherwise, he was forced to bank the Spirit and use the side windows.

Sketch of the Spirit of St. Louis, officially known as the "Ryan NYP", registered as N-X-211.

The Spirit was designed by Donald A. Hall and manufactured by Ryan Airlines under Lindbergh’s personal supervision in just 60 days! Costing an immense $10,000, equal to the cost of a contemporary Rolls-Royce Phantom II automobile, the Spirit of St. Louis was named in honor of Lindbergh’s hometown sponsors. It was retired within one year of construction and made 174 flights in all, including the record transatlantic flight, logging 489 hours and 28 minutes of flying time in all. In addition to winning the Orteig Prize for his groundbreaking achievement, Lindbergh was awarded the Congressional Medal of Honor and the Distinguished Flying Cross by U.S. President Calvin Coolidge.

Following the historic flight, the Spirit of St. Louis was flown to Brussels, Belgium, then to Croydon south of London, England, and then to Gosport on England’s south coast. The Spirit was then dismantled, packed into two shipping crates, and returned with Lindbergh to the United States aboard the USS Memphis. Once back stateside, the Spirit was unpacked, reassembled and carefully inspected at Anacostia, Washington in preparation for a triumphant flying tour.

Wright Aeronautical Company employees Kenneth Lane and Kenneth Boedecker, who were two of a group of four that had checked and fine-tuned the Spirit and its 223 hp Wright J5-C “Whirlwind” engine before its epic flight, supervised the reassembly of the aircraft. From Anacostia, Lindbergh flew the Spirit to Roosevelt Field on Long Island, then on to St. Louis, Michigan’s Selfridge Field, and Ottawa, Canada.

On July 4, 1927, Lindbergh flew back from Ottawa to Teeterboro, New Jersey, where he met Lane for additional preparatory work on the Spirit in advance of the main U.S. leg of the tour, which included visits to all U.S. states and 80 individual cities. At this point in time, Lindbergh handed Lane the survival equipment that was aboard the Spirit on the New York-Paris flight, which was now deemed unnecessary, in order to keep it safe from the anticipated throngs of souvenir hunters.

Lane also removed several parts from the Spirit’s record flight that were worn and deemed unfit for the rigors of the extensive tour Lindbergh was about to undertake. Among them were “bungee”-type shock absorber cords strained by the Spirit’s heavy fuel load, spark plugs needing replacement, and a rocker arm from the Wright engine. The survival kit and the removed parts remained with Kenneth Lane until the 1970s, when Mr. Lane and Lindbergh historian Everett Cassageneres donated the survival kit to the Smithsonian National Air and Space Museum. Other Spirit of St. Louis items donated to museums included a spark plug, a “bungee” shock cord and a fairing strip to the Minnesota Historical Society’s Charles A. Lindbergh Historic site, as well as a number of artifacts that went to the San Diego Aerospace Museum, which are believed to have been destroyed by fire.

Among the items retained from the Spirit and available to collectors today include two AC Type N spark plugs for the Wright J5-C “Whirlwind” engine, a rocker arm (serial number 7331), and three shock-absorber “bungee” cords from either the main landing gear or the tail skid. These items were later mounted within a custom oak case with an engraved plaque and today, the items within this case are the only known original pieces of the Spirit of St. Louis used on the record-setting New York-Paris flight to ever come to market.

Parts used on the famous transatlantic flight and removed from the Spirit of St. Louis by engineer Kenneth Lane, prior to Charles Lindbergh's extensive goodwill tour.

As advised by the UK’s Paul Fraser Collectibles firm, Lindbergh-related items tend to retain their values quite well, as evidenced by a number of high-profile sales in recent years. Among them, a landing certificate at Le Bourget, received after Lindbergh’s transatlantic flight and dated to 22 May 1927, sold for $32,500 in 1993. In 1999, a collection of Lindbergh rarities sold for $178,000, including hammer fee. Included were a five-line typewritten endorsement signed by Lindbergh, some other pieces of mail carried on the Spirit of St Louis, and an autographed note on American Embassy stationery. An “Air Mail” cover, accompanied by a typewritten letter signed by Lindbergh, has also sold for over $126,000, including hammer.

In November 2002, a lot of items, including an American Flag with a typed note signed by Lindbergh, sold for $57,500. The same year, a one-page letter from the historic flight sold for $75,000. In November 2006, another lot sold for $60,000 and included a small American Flag carried by Lindbergh on the Spirit of St Louis during the 1927 transatlantic flight, accompanied by a typed note autographed by the famed aviator.
However, these original parts from the Spirit of St. Louis are the first and likely the only aircraft parts of Lindbergh’s transatlantic flight to ever appear for public sale. As such, the items within this oak case are incredibly desirable and fascinating historical artifacts from one of the greatest achievements, aviation-related or otherwise, of the 20th Century. Today, the parts and case are available for £125,000 from the UK’s Paul Fraser Collectibles. Interested parties may comment below this post, or contact Paul Fraser Collectibles directly at info@paulfrasercollectibles.com or by telephone +44 (0) 117 933 9500 to discuss the purchase of this rare and immensely desirable historical artifact.

For Sale: Messerschmitt Bf 109 "Lake Find" (Part Two)

2010-12-06T20:03:00.027-05:00

Last post, I left off with the last combat action of Messerschmitt Bf 109 410077 and its Spring 1944 descent into the frigid waters of Estonia's Lake Swiblo. Almost 50 years later in 1990, it was raised to the surface and recovered by a group of Russian aircraft enthusiasts who worked at a small Moscow company called "Retrotechnika", who upon recovery, transported it to Moscow. Copies of newspaper articles documenting the recovery (in German) are with the aircraft and one is shown below.

Around 1990-1992, the Bf 109 was moved to Tuchino AFB in Moscow and stored. Soon after, it came to Georgia, USA and was offered for sale on the warbird market by Ben Kolotin of a firm called "Kolair". The plane was then purchased, along with an earlier Bf 109 G-2, parts of another G-6 and several wings, by noted collector the late Ed Zaleski of British Columbia, Canada, who passed away in 2009. According to Mr. Zaleski's son Mark, the aircraft and components were stored in Washington State, USA.

Next, the aircraft and parts inventory was sold by Mr. Zaleski to Mr. David Prewett of Melbourne, Victoria, Australia, who purchased the aircraft in 1999 for restoration, moving it from Canada to Australia. Over the next few years, Mr. Prewett acquired two spare engines, comprising one DB 605 cylinder block, crankshaft and connecting rods, as well as an assembled, detailed and very complete (possibly overhauled) DB 605 engine. The overhauled unit is remarkably complete and highly detailed, including a turbo-supercharger and fuel-injection plumbing.

Propeller hub assembly and five prop blades, with two mounted for the photo. Note the assembled DB 605 V-12 within its cradle on the left, the spare DB 605 cylinder block, and the aircraft's original, battle-damaged DB 605/601 engine to the right.

A view of the overhauled and impressivley detailed Daimler-Benz DB 605 inverted V-12 engine.

Original, battle-damaged DB 605/601 V-12 engine (DB 605 engine block, DB 601 cylinder heads). Note damage to cylinder block, exposing cylinder sleeves. Parts of valvetrain visible as well.

The spare DB 605 engine block. Cylinder liners/sleeves are not in place, providing a rare glimpse into the internal structure.

Spare DB 605 crankshaft, appearing fresh from the machine-shop.

Carefully boxed spare DB 605 connecting rod assemblies.

The airframe of the Bf 109 is incredibly preserved. Restoration was begun under Mr. Prewett's ownership of the project, most evident here at the windscreen framing and firewall.

The wings retain their original Luftwaffe cross markings. Original windscreen framing and upper cowling seen as well. The black sqauarish item underneath is the aircraft's original fuselage-mounted fuel cell.

Main fuselage section, wing and wingtip.

View of the impressively restored cockpit, with instrumentation, controls and restored/refabricated forward cockpit canopy section.

Closeup of the instrument panel.

Upper engine cowling, with ducts for the twin machine-gun barrels and "blister" fairings for the machine-gun breeches.

During his tenure, Mr. Prewett also accumulated an amazing amount of documents, including blueprints, workshop manuals, parts catalogues, technical drawings, and more. These documents cover all systems of the aircraft, including the Daimler-Benz DB 605 engine. Some have been translated to English.

Today, The airframe, engines, parts inventory and documentation are carefully stored within two standard-size shipping containers under climate-controlled conditions. All parts and components are fully cross-referenced to a detailed spreadsheet inventory list. It is hoped that this aircraft will eventually be restored to airworthy condition or restored for static museum display. It is also an impressive static museum display piece “as is”, and could provide a wealth of original parts and data to assist with another restoration.

Parts Inventory:
Airframe as recovered
2 RH type F wings
Pair engine mounts
Pair undercarriage legs and mounting brackets.
Bomb /belly tank mounting frame
DB 601 engine badly damaged
Parts subsequently acquired over the years
DB605 engine
DB 605 cylinder liners
Centre and rear cockpit canopy
Windshield frame
Main wheels and tail wheel with tyres
Port side brake assembly
Tail wheel strut
Wing flap
Supercharger intake
Supercharger and oil pump
Complete instrument panel
Seat base
Electrical panel
Mother compass
Oxygen regulator
Oxygen mask
Undercarriage hydraulic cylinder
10 x cowl latches
Fuel and oil caps
Magneto
Relay assembly for magneto
External power socket
Battery mainswitch
2 x hydraulic pumps,
Primer pump
Firewall hydraulic units
Generator
generator regulator
2 x oxygen bottles
rudder pedals
Electric starter motor
Fuel injection pump
12 Fuel injector nozzles
24 spark plugs
2 coolant tanks
Radio Antenna
New "old stock" bolts studs and circlips
Umformer- inverter for artificial horizon

Technical Information
Engine workshop manuals
Airframe drawings
Parts book, "K" version, Tragwerk rechts
Parts book, "K" version, Tragwerk links
Parts book "K" version Rumph, fuselage
Parts book "K" version Triebwerk, engine systems, attachments and cowlings
Parts book G1-G6 version, fuselage, landing gear,fuel systems, cooling systems, hydraulic systems, control systems.
Parts book G1-G6 version, engine attachments and systems, armaments, radios.
Parts books F/G-G2 similar to above.
Ersatzerliste Fur DB 605A/B, Engine parts book
Einspritz gerate fur DB flugmotoren
DB 605A/B flugmotoren handbuch (English)
DB603 flugmotren handbuch
Reparatur anleitung DB605A/B, engine repair manual.
Einbau-mappe fur den DB605A/B flugmotor, engine repair manual
DB601E-G, 603 A-F 605A-C, flugmotoren Schlosser, engine repair manual.
G2 G6 Flight manual, translated from Finnish into English.
German Aircraft standards 1920-1939.
BF109G1-K4 engines and fitting (English)
BF109G2-G6 flight manuals (translated from Finnish to English)
BF109G2 Electrical . Finnish State Aircraft Factory.
F1-F4 Teil 8A Schubwaffenlage (armament) MG17/FF & 151
G5 Teil 8A Schubwaffenlage MG151 -2x 131
G6U4 Teil 8A Schubwaffenlage MK108-2x131
G6U4 Teil 0 Allgemiene angaben
G3 Teil 9D Bordenfunkanlage (radio) FuG16-17-25
G3 Teil 0 Allgemeine angaben
G3 Teil 0 Beheift 1
G5 Teil 0 Allgemaine angaben
G5 Teil 7C, GMI anlage, nitrous oxide.
K4 Teil 9B Electriches bordnetz
Wiring schematic derived from Finnish G2

This incredible project properly within climate-controlled storage and is currently for sale, representing an incredible value with all European taxes already paid.

Price: $700,000 USD. This amount has been updated today (April 19, 2011) due to the ongoing volatility in the international currency markets and reflects the strong recent rise of the Euro in relation to the US Dollar. The owners will consider reasonable and serious offers from qualified potential buyers. However, trades, partial trades and requests for individual components or specific parts from this incredibly large and complete project will not be entertained. Due to its quality, completeness and scope, the project is only available for purchase as one single unit. To discuss the project and its detailed inventory further, post a comment or email us at davidneyens1@gmail.com, and you will be placed in touch with the buyer's representative.

For Sale: Messerschmitt Bf 109 "Lake Find" (Part One)

2010-11-29T12:20:00.001-05:00

The brainchild of Willy Messerschmitt and based heavily on his groundbreaking Bf 108 Taifun (Typhoon) aerobatic/sport plane of 1934, the Bf 109 fighter revolutionized military aviation and conclusively ended the biplane era. The Bf 109 was first flown (with Rolls-Royce Kestrel power) in 1935 before its eventual Battle of Britain adversaries, the Sydney Camm-designed Hawker Hurricane and the Reginald Mitchell-penned Spitfire. With advanced all-metal stressed-skin construction, the Bf 109 was designed with ease of production and field serviceability from the outset. Fast, maneuverable and for the most part heavily armed, Messerschmitt's design was thoroughly developed along four variants and already combat-proven in Spain prior to the outbreak of war in Europe. In testament to its many attributes, the Bf 109 remained a front-line Luftwaffe fighter type to the very end in May 1945.

Estimates vary, but an estimated 35,000 Bf 109s were produced through the 1950s, including the Czech Avia S-99/S-199 and Spanish Hispano Buchon Ha-1109/Ha-1112 variants produced after WW II. According to statistics from the U.S. Strategic Bombing Survey, Aircraft Division Industry Report, Exhibit I - German Airplane Programs vs Actual Production, 33,984 Bf 109s were constructed from September 1939 to May 1945 alone, with 2,193 A to E models produced before the war, from 1936 to August 1939. Czech and Spanish production continued until 1948 and 1958, respectively. Following WW II, Bf 109s saw action with the Israelis in 1948 and continued to be operated by many of the world's air forces, including those of Switzerland, Romania, Finland, Yugoslavia and several other countries. A number of Spanish-built Hispano Buchons enjoyed a new lease on life in the late 1960s, when they were sold by Spain and used in the aerial sequences of the epic movie The Battle of Britain.

While the Focke-Wulf Fw 190 entered the fray in 1941/1942, the Bf 109 soldiered on and despite its limitations, proved remarkably adaptable to such roles as fighter/bomber, night-fighter, and air-defence roles, remaining a deadly adversary to the end of hostilities. Power and armament were constantly upgraded, with the Bf 109 continuing to be dangerous and effective to the end, particularly in the hands of skilled pilots. More aerial victories were scored by pilots flying the Bf 109 than any other type during the war, with an estimated 105-109 Bf 109 pilots accounting for nearly 15,000 "kills" alone!

While the Bf 109 remains without doubt one of the the greatest and most highly-produced piston-driven fighter aircraft of all time, very few survive intact today. Of those, most are static museum display pieces and a mere handful remain airworthy. In particular, while the Bf 109 G and its subvariants were produced in the greatest numbers of all, none are believed to remain airworthy today.

Loosely assembled, with the wings bearing remarkably preserved white and black Luftwaffe cross markings, Bf 109 G-6 410077 patiently awaits a new owner and restoration. Alternatively, with its incredible documentation, unbroken provenance and inventory of parts, it could even form the basis for a great museum display "as is". It is accompanied by an assembled and remarkably detailed DB 605 V-12 engine, complete with turbo-supercharger and fuel-injection plumbing.

The impressively preserved Bf 109 G-6 pictured above is currently offered for sale, accompanied by an incredible inventory of parts and documentation. It was manufactured by Erla Maschinenwerk in Leipzig, Germany during late September, 1943, with the Erla plant manufacture number 28077 and assigned Werk Nummer 410077. Erla began Bf 109 manufacture during 1941 and had produced an impressive 9,063 Bf 109s, representing nearly one-third of the type's total production by wars end in 1945. The Daimler-Benz DB605 inverted V-12 engine was installed on September 15, 1943. This original engine remains with the aircraft and is numbered 9-605.100.001 with 601 cylinder heads numbered 601.305-001 E1 3205.4.

This plane, 1943 Messerschmitt BF 109 G-6 was sent to the Eastern Front and assigned to Luftwaffe Gruppe IV, JG 54 (Grune Herzen=Green Hearts) based out of the Dorpat Airfield on the Western Front of Lake Peipus, north of Lake Swiblo, Estonia-Russia. The plane arrived there in late 1943 and entered the fight. At that time, Gruppe IV was heavily engaged in attacking Soviet troops and armour in the area.

JG 54 was the second-highest scoring Luftwaffe fighter wing of all time (JG 52 the highest), and enjoyed initial success over the English Channel and South-East England during the Battle of Britain in the summer of 1940. Next, the unit transferred East in the Spring of 1941 for Operation Barbarossa – the German invasion of the Soviet Union. JG 54 Aces (Experten) included Walter Nowotny, Otto Kittel, Freiherr Peter Grunhertz, Hans "Phips" Philipp, Gunther Lutzow, Emil "Bully" Lang (holds the record for most kills in a day, 18), Helmuth Osterman, Dietrich Hrabak, Werner Schroer and Hannes Trautloft.

JG 54's Commanding Officer was General Kurt Pflugbeil, a highly decorated General der Flieger, and one of only 882 recipients of the Knight's Cross of the Iron Cross with Oak Leaves. He was a direct report to Luftwaffe Chief of Staff, Generalmajor Klaus Siegfried Uebe.

The Gruppe IV Luftwaffe pilot of this aircraft, 410077, was (Over Lieutenant) Oberleutnant Josef Gröene, a Staff Officer of JG54, who was also the Technische (Technical) Officer of the Geschwader (Geschwader is roughly the equivalent to a Royal Air Force Group).

Each Geschwader had a Kommodor, Adjutant, Operations Officer, Technical Officer and Chief of Staff. Their aircraft were marked as such:

< - + - , < I + , < - + , < I 0 + , and < II + (the + is the fuselage insignia).

There were four fighter Gruppen (groups) under the command of the General:

I./JG 54 (Turku)(Finland)
II./JG 54 (Reval-Laksberg)
III./JG 54 (Reval-Laksberg)
IV./JG 54 (Dorpat)- This is the one Oblt. Josef Gröene served in.

This aircraft, 410077, was saw its last fight above Lake Swiblo on the Estonian-Russian border, where it was hit by Soviet AA fire south easterly of Lake Swiblo, which damaged it sufficiently to force it down.

Oblt. Gröene successfully landed on the lake's ice, bending only the propeller and stopping some 200 meters from the Western Shore. He quickly exited the aircraft, taking his gunsight and clock, heading off towards the western shore and German lines in great haste to make his escape. In fact, it is believed that Oblt. Gröene was shot down again and survived the war.

The Germans, not wanting to leave a war trophy for the Russians, fired on the plane with machine guns. Being on the fast-moving Russian front, the plane was soon forgotten and in the Spring of 1944, with the warmer weather, it slipped under the ice into the frigid Arctic lake.

Next post, I will cover the recovery of the Bf 109 and its offering today.

Battle of Britain - 70 Years After

2010-10-20T22:19:00.068-04:00

Friendlier foes today, two of the main antagonists of the Battle of Britain thrilled crowds at Tillsonburg Municipal Airport this past July at an event hosted by the Canadian Harvard Aircraft Association. The Hawker Hurricane, Messerschmitt Bf 109 E-3 and a Supermarine Spitfire MK IX (not pictured here) are all owned and operated by the Russell Aviation Group.

Seventy years ago during the summer and early fall months of 1940, one of the most titanic military struggles in history took place, where England and her Commonwealth stood alone in the face of the seemingly endless German advance throughout Europe. While desperately needed supplies were shipped by naval convoys from the United States, Canada and elsewhere, the USA was still officially neutral and would not enter the war for nearly another one-and-a-half years. After the fall of France and the miraculous evacuation of the British Expeditionary Force at Dunkirk, the German invasion of England, code-named "Operation Sea Lion", was soon to be launched. Prior to any planned invasion, though, the Royal Air Force first had to be neutralized.

During the 1930s, growing German expansionism and belligerence spurred the development of air-defense radar and a long-overdue modernization of the RAF, particularly its inventory of fighter aircraft. The Sydney Camm-designed Hawker Hurricane led the charge, marking a clear evolutionary step in aircraft design and gaining fame as the RAF's first operational monoplane fighter and the first such aircraft capable of exceeding 300 mph in level flight. Reginald Mitchell designed the iconic Supermarine Spitfire, with its distinctive elliptical-shaped wing and even greater speed capabilities. Mitchell died shortly after seeing his Spitfire prototype, K5054, make its first test flight, but it was soon readied for RAF operational use. Both fighters were powered by the powerful and reliable Rolls-Royce "Merlin" V-12 engine, and both planes bristled with eight 0.303-inch Browning machine guns.

While many sources have portrayed the RAF as lacking in defensive capability at the onset of the war in 1939, current studies have made a very convincing case for Fighter Command's remarkable readiness for the defense of England's airspace in 1940. At any rate, while historians will argue their points, the fact remains that by maintaining remarkable aircraft production rates and having the "home field" advantage, where downed RAF crews and aircraft could be quickly recovered and sent back into the battle, the RAF was rather well-positioned to intercept the masses of attacking Luftwaffe aircraft.

In addition to the many airshow displays and ceremonies marking the 70th Anniversary of the Battle this year, one of the finest ongoing tributes, in my opinion, has to be the fine work of Mr. Tony Rudd, with his "Battle of Britain Day By Day" blog, and Mr. Rudd is to be commended for this deceptively large undertaking. Comprised of daily posts and weekly recaps, with free e-mail notifications of each new entry, Mr. Rudd's blog conveys the urgency of each stage of the Battle, with the daily weather observations, RAF aircraft strength and production totals, succinct commentaries of each day's actions and many other items of great interest to history buffs.

Covering the Battle, which spanned the first air battles over the English Channel convoys on July 10, 1940 and ending with the Battle's transition into the devastating night Blitz on October 31, Mr. Rudd's blog is a great resource and a reminder that if we do not observe and learn from our history, we are only doomed to repeat it. A WW II Mosquito navigator who saw action with the 2nd Tactical Air Force and who was himself shot down late in the war, Mr. Rudd, who joined the RAF in 1942, is uniquely qualified to write about the Battle, given his personal experiences during the era.

Today, Mr. Rudd's team includes Dr. Zoe Bagley, a professional researcher and historian who also served for a number of years at the RAF Museum at Hendon. Mr. Rudd also credits his son-in-law, Mr. James Dunford Wood, for his efforts in the creation, updating and maintenance of the blog itself. Mr. Dunford Wood also has a unique perspective, given that his own father was also a WW II RAF veteran, with the DFC to his credit. In addition, Mr. Rudd is assisted by Ms. Harriet O'Grady.

For students of the Battle, and for a very rare glimpse into the RAF's daily operations and the important work carried on by all personnel serving in England's defense, I wholeheartedly recommend you visit the Battle of Britain Day Bay Day blog at http://battleofbritainblog.com/ and sign up for the remaining daily updates as well.

Editor's note: While the Battle of Britain was truly "The finest hour", as British Prime Minister Sir Winston Churchill so eloquently stated, my editorial stance is to discuss the events in as even-handed a manner as possible, with the utmost respect to all combatants who served their countries. Having grown up with and having had the immense honor of meeting and knowing personnel from both sides of the conflict, there is no other choice. I only wish I had taken the time to talk to them in greater depth and to have helped them tell their own stories, in their own words. Therefore, Mr. Rudd's efforts are highly valued and valuable to us all today, and to our future generations.

A scene that could have come from a WW II-era British Commonwealth Air Training Plan aerodrome, taken on a rainy July 24th at the Tillsonburg Municipal Airport. The Hurricane was the RAF's most numerous single-seat fighter during the Battle of Britain and downed more Luftwaffe aircraft than all British defense forces combined. Hurricane C-FDNL is one of more than 14,000 Hurricanes ultimately produced. It was manufactured here in Canada originally as a MK IIB by Canadian Car & Foundry in Montreal, Quebec, and soon after, it was upgraded to MK XII standard.

It is one of a number of Hurricanes that were scrapped after the war, but fortunately, it was recovered by Brantford, Ontario's Jack Arnold in 1984 and eventually made its way to England. After being restored by Charles Church, the Hurricane was first flown in September 1991. During the Battle of Britain the Hurricane destroyed more enemy aircraft than all other air defense forces combined.

One of several Hurricanes recovered from a scrap heap by Jack Arnold of Brantford, Ontario in 1984, P2970 eventually ended up in England. After being rebuilt by warbird restorer Charles Church, it made its first post-restoration flight in September 1991. It was then acquired by David Price in 1991 and shipped to California, where it was reassembled and operated from Chino from April 1992. The Hurricane was acquired by Mr. Ed Russell of Ontario on July 28, 2002. Since then, it has provided a wonderful living mermorial to "The Few".

Squaring off against the Hurricanes and the less numerous Spitfires of the RAF, the Messerschmitt Bf 109 set the standard for the new generation of all-metal, monoplane fighters that appeared beginning in the mid-1930s. It was relentlessly developed, improved and combat-hardened in the Spanish Civil War of the late 1930s into one of the world's most-feared fighters. Compact, agile and powerful, the Bf 109 (Bf = Bayerische Flugzeugwerk) was the brainchild of Willy Messerschmitt during the early 1930s, and a development of his Bf 108 Taifun (Typhoon) sportplane design. Over 30,000 examples were produced, and local variants including the Spanish-built Hispano Aviacion HA-1112 Buchon (with Rolls-Royce Merlin power) and the Czech-built Avia S-99 were made post-war. Considered by most to be the world's first truly modern fighter aircraft, the Bf 109 forever relegated biplane fighters to the history books.

This incredible and very airworthy Bf 109, currently and appropriately registered C-FEML (the "EML" letters are short for "Emil", the name by which Bf 109 Es are commonly known), was originally built as an E-1 model and then it was later upgraded to E-4 specifications. A fantastic restoration by the UK's noted Craig Charleston to airworthy standards, it also holds the distinction of being the sole E-model Bf 109 in the world that is powered by a Daimler-Benz DB 601 V-12 engine. It is also believed to have been flown on several occasions during the Battle of Britain by Hans-Joachim Marseille, the legendary "Star of Africa" who achieved a victory tally of 152 aircraft before his death. Among his early victims was an RAF Spitfire he downed over the Thames Estuary during the Battle of Britain. Accordingly, it is presently finished as "White 14". On September 2, 1940, the aircraft suffered a forced landing on the beach at Calais-Marck, France, and after recovery and repairs, it was used on the Eastern Front and later abandoned in the former Soviet Union.

The Messerschmitt was eventually recovered from a swampy area in the 1990s, shipped to the UK and restored by Mr. Charleston for prior owner David Price. On January 14, 1999, it arrived in Chino, California, where it received the DB 601 engine and after approximately 50 hours' flight time, it was purchased (believed 2002-Editor's note) by its current owner, Mr. Ed Russell of Ontario, Canada, who displays it regularly at several venues, among them the Tillsonburg Municipal Airport.

Both the Hurricane and the Bf 109 were photographed by the writer on July 24th at Tillsonburg's Municipal airport, which has also become the "de facto" hub of Canadian warbird activity, being the home of the renowned Canadian Harvard Aircraft Association and its restoration and maintenance facilities. My thanks to the CHAA, the Tillsonburg Municipal Airport staff, and of course, Ed and Fran Russell.

Avro Lancaster Bomber Flypast (Over my home, that is)

2010-08-22T14:56:00.002-04:00

En route to an airshow in Windsor, Ontario, the majestic Canadian Warplane Heritage Avro Lancaster heavy bomber (one of only two in flying condition) flies directly over my home.

Usually, I go off in search of aviation history. This past Friday morning, aviation history came to me. At approximately 10:30 am, I was thrilled to hear the unmistakable sound of the Candian Warplane Heritage Avro Lancaster MK X heavy bomber en route to an airshow in Windsor, with its four 1,620 hp Rolls-Royce 'Merlin' V12 engines thrumming away mightily.

This Lancaster is one of some 7,300 examples produced, including 400 at Malton, Ontario's Victory Aircraft, which later became Avro Canada. There, Canadians proudly built the respected CF-100 "Canuck" all-weather fighter and the legendary but ill-fated CF-105 "Arrow" interceptor that continues to be shrouded in mystery.

Poignantly, the "Lanc" is finished in tribute to Pilot Officer Andrew Mynarski of RCAF 419 (Moose) Squadron, which was attached to Group 6 of RAF Bomber Command. Mynarski, the only member of Group 6 to earn the British Commonwealth's hightest honor, the Victoria Cross, lost his life on the night of 12/13 June 1944, when his bomber was shot down by a Luftwaffe night-fighter. As the Lancaster plunged earthward, Mynarski remained in the aircraft and suffered severe burns while attemting to free the rear-turret gunner. Mynarski died of his injuries, but the gunner survived and was able to relate the story of Mynarski's selfless bravery.

Revisionist history (only in Canada, eh?) from our CBC aside, millions of young men lived, fought and died for their respective causes on both sides. Nearly as many factors motivated them into action. The overflight of the Lancaster caused me to stop and reflect for a moment and for this, I am grateful.

The CWH Lancaster, en route to its destination. A thrilling sight that I will never forget. Shortly afterward, I learned that my entire family also witnessed the fight of the Lancaster, while they were at swimming lessons in the next town west of our home!

Breaking News: Search For Missing Man in West Lorne, Ontario

2010-08-15T17:59:00.004-04:00

Ontario Provincial Police helicopter C-FOPP after landing at the West Lorne soccer field behind my home today.

While I generally cover the world of historic aviation here, I was moved by the search effort being mounted in my home town of West Lorne, Ontario for a gentleman who has been missing from his apartment since this past Friday.

This afternoon, at approximately 4:30 pm, an Aerospatiale AS-355 TwinStar helicopter swooped over West Lorne from the East, circled and then landed in the soccer fields behind my home. The aircraft is equipped with a gimbal-mounted infrared camera. Almost immediately, the helicopter and crew joined the search for the missing man.

We hope that the search effort, which includes OPP Constables and assets from West Elgin, Lambton, Essex and other OPP detachments, is successful in locating and bringing the missing man home safe and sound.

Post Script: Unfortunately, the missing man was located in West Lorne and found to have already died. I am glad, however, that our police have such sophisticated equipment to help locate missing people.

Vintage Wings of Canada Curtiss-Wright P-40 N-1/Kittyhawk IV

2010-07-09T15:28:00.001-04:00

Despite relatively overcast skies on Saturday June 26, Vintage Wings of Canada's Curtiss P-40 N-1 or "Kittyhawk IV" in the RCAF, flew in to attend the Canadian Harvard Aircraft Association's Veterans' and Kids' Day airshow at Tillsonburg, Ontario's beautiful Municipal Airport.

Painted in the Desert Air Force colors of Wing Commander James "Stocky" Edwards, who is Canada's highest-scoring WW II "Ace" still alive today, the P-40 is the second-from-last such aircraft built at Curtiss-Wright's Buffalo, N.Y. pland in mid-1943. During its early days, the P-40 was One of 400 P-40N-1s loaned to the Royal Australian Air Force, assigned RAAF serial number A29-414 and squadron letters HU-Z. It also received pin-up girl nose art with the slogan “Come in Suckers”.

In 1944, it was flown by W/O Jim Harvey of the RAAF and sent 78 Squadron RAAF to defend the airfield at Tadji, Papa, New Guinea, which had shortly before been captured from the Japanese occupiers. On April 25 1944, HU-Z was damaged on landing, on account of the Japanese having bombed the airfield. Ths aircraft was damaged so badly, that it was bulldozed off the runway and into the surrounding jungle, remaining there until it was rediscovered in the 1970s and then recovered in 2001 by Australian warbird owner and restorer, Robert Greinert. The aircraft was moved to Australia and then sold to Pioneer Aero

Restorations Ltd. near Auckland,New Zealand and in 2001, its restoration commenced, using most of the original pieces from the wreck in New Guinea. Then, in 2006, the aircraft was sold to Vintage Wings of Canada and the restoration was complete.

Converted to two-seat configuration and resplendent in the colors of Canada's W/C Edwards, it is in magnificent flying condition today. Please see the recent video of it taxiing in to Tillsonburg below.

You Can Help Honor America's Vietnam War F-105 Crews - Part 1

2010-05-10T19:29:00.002-04:00

The purpose of this website is to help to commemorate the sacrifices made by aviators, ground crews and soldiers, by educating the public. For the past 21 years, the Collings Foundation has been deeply dedicated to honoring America's war veterans and educating younger generations through its unique “Wings of Freedom Tour”. With a goal to honor all veterans for their service, the “Vietnam Memorial Flight” was established, resulting in the only privately-owned and operated examples of the F-4 Phantom and TA-4 Skyhawk aircraft. These two aircraft offer Vietnam Veterans the opportunity to gather, reflect and share their memories with each other and to show their families the aircraft that they flew, maintained, or saw streaking overhead while helping to protect their brothers on the ground during the difficult conflict.

Accordingly, the Collings Foundation is now seeking to return an example of the legendary Republic F-105 Thunderchief or "Thud" to the skies. In particular, the Thunderchief was one of the most numerous and valuable American aircraft of the air war in Vietnam prior to 1970, when it was finally withdrawn. Capable of speeds approaching Mach 2, the Thunderchief was part of America's famed "Century Series" of jet fighter aircraft, which also included the F-100 Super Sabre, the F-101 Voodoo, and the F-104 Starfighter. While primarily designed for use as a supersonic tactical bomber capable of carrying some 8,000 pounds or more of ordnance, the Thunderchief also carried a six-barrel M61 Vulcan cannon, which was deadly in air-to-air combat when used by such highly seasoned USAF pilots as Col. (later General) Robin Olds.

Used primarily in both single-seat F-105B and two-seat F-105F variants, the "Thud" and its crews were assigned some of the most dangerous missions of the war, including bombing strikes against heavily-defended industrial targets, where they faced literally everything the North Vietnamese could throw against them, including surface-to-air (SAM) missiles, a succession of MiG 17, 19 and 21 fighters, anti-aircraft artillery, and even small-arms fire, which proved deadly and effective. Over half of the F-105 force was lost in combat and so treacherous were these F-105 missions over the Communist-controlled north, that an infamous mountain leading to Hanoi was ominously known as "Thud Ridge". Once shot down, the few survivors were among the men who were held captive for years at the infamous "Hanoi Hilton" prison camp in unimaginably brutal conditions.

In the next post, I will cover how the worthy efforts of the Collings Foundation to commemorate the sacrifices of the Vietnam "Thud" crews have been stymied, and what you (yes, you) can do to lend a hand.

Editor's Note: Parts of this post were edited from a recent Collings Foundation e-Newsletter, with their permission. Special thanks to Hunter Chaney, Director of Marketing, Collings Foundation. Photo credit: Collings Foundation and Mark Goldman.

To view the Collings Foundation website or to contact them for further information about this great and challenging endeavor, please visit http://collingsfoundation.org/enews/enewsletter_105.2010.htm.

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Exciting New Ways to Get Your Historic Aviation Fix!

2010-02-19T18:26:00.001-05:00

To my loyal readers and subscribers,

Many thanks to you for helping me to spread the word about the exciting news, events and of course, the fantastic people and aircraft that make the aviation world go around.

While I will seek out and report on stories that believe to be interesting, I'd really like the content that I provide here to be driven by you, the reader. That's why I want you to join the conversation, literally, and interact with me directly by posting comments on my posts, as well as giving me your story suggestions, aircraft sale updates and event information as well. Likewise for any questions you might have.

There are several ways to stay up to date with us, including of course the blog you're reading, as well as:

The Historic Aviation YouTube Channel:
http://www.youtube.com/user/HistoricAviation

I have only two videos up so far, but they're my first YouTube uploads and I hope you will enjoy them. Many more to follow, as I travel to more airshows, events and museums and learn how to work my digital video camera better.

Twitter-Join the Conversation:

Facebook: Become a Fan!
The Official Historic Aviation Journal and Market Report Facebook Page:
http://www.facebook.com/#!/pages/Historic-Aviation-Journal-and-Market-Report/188147459612?ref=ts

New videos, Tweets and Facebook posts will be made with increasing frequency, as I begin to dive headlong into the historic aircraft market and cover more great events. Thank you for your patience, now that I am able to begin posting on a more regular basis.

Best regards,

Dave Neyens
Editor

The Canadian Harvard Aircraft Association-Bringing History to Life

2009-12-14T17:26:00.002-05:00

Based at the municipal airport just north of Tillsonburg, Ontario, the all-volunteer Canadian Harvard Aircraft Association (CHAA) brings history to life with its fleet of six North American Harvards, as well as a DeHavilland Tiger Moth and a North American Yale. A fitting tribute to Canada's role in training Allied aircrews under the monumental British Commonwealth Air Training Plan (BCATP) of World War II, the CHAA has grown from humble roots at a nearby grass airstrip in 1985 to Canada's premier site for the preservation, restoration and demonstration of these legendary aircraft that served to preserve the world's freedom. Most of all, the operations of the CHAA provide a true "living memorial to those who made the supreme sacrifice".

Numerous back-seat ride opportunities are available for members, providing the opportunity for you to experience these powerful aircraft first-hand. In addition, Harvard and Tiger Moth ground schools are held each spring for aspiring pilots, providing a great opportunity to begin flying these exciting warbirds. Qualified pilots can also obtain check rides in its aircraft and gain qualification in formation flying techniques to RCAF standards.

With fewer than 50 Harvards flying in Canada today, it is through the efforts of organizations such as the Canadian Harvard Aircraft Association that we can learn first-hand of the duties performed by our aircrew during World War II, which led to the ultimate Allied victory. For more information on the CHAA, its activities and the many opportunities it offers, visit the CHAA website at www.harvards.com.

North American Yale C-GLJH, beautifully restored to period appearance and currently awaiting its Certificate of Airworthiness from Transport Canada.

Photographed on August 22 2009, this Harvard is nicknamed "Pussy Cat" and features a distinctive red acent to its engine cowling.

This MK IV Harvard, s/n 20436, taxies out for another exciting flight from Tillsonburg Municipal Airport. The nose displays the crest from Canada's CFB Moose Jaw, which remains a major Canadian aircrew training base to this day.

The Ultimate Warbird?

2009-11-21T15:32:00.007-05:00

A pair of Sukhoi SU-27 UB (NATO codename: Flanker C) ex-military jets are currently available from Pride Aircraft in Rockford, Illinois, which is particularly noted for its Aero L-39 jet aircraft sales and support services. Capable of reaching speeds of Mach 1.8 and finished in standard Russian air superiority blue and gray camouflage, the Flankers are likely the most impressive warbirds available on today's aircraft market.

Both aircraft, serial numbers 96310418210 and 96310408027, were originally built in 1990 and 1988 respectively. They were overhauled by the Ukrainian aircraft overhaul facility in 2007-2008, reassembled and test flown before they were shipped to the United States aboard a huge Antonov AN-124 transport aircraft. The aircraft were barely used in their early days and today, they are virtually as-new and are completely demilitarized with all ordnance hardpoints removed. The cockpits are now retrofitted with a full suite of commercial-grade avionics and communications equipment with English labels, while retaining their zero-zero military-type ejection seats. Power is provided by twin Saturn AL-31F turbojet engines with afterburners, producing more than 27,000 pounds of thrust each!

Engine and afterburner tests have recently been completed, with impressive footage on YouTube. All that is required now is the right buyer. Aside from having at least $5 million available to purchase each aircraft, any prospective new owner will likely fit the profile of a high-time commercial pilot with extensive military training, an instrument rating and a serious need for adrenaline.

Pride Aircraft are careful to address security concerns by noting that while the Flankers are indeed extremely high-performance aircraft, they are "Fourth-generation" jet aircraft, which were designed, first flown and deployed during the late 1970s. As such, they no longer constitute "cutting edge" military and aviation technology, having been surpassed by such aircraft as the USAF F-22 Raptor. Nonetheless, one thing is certain - that no other civilian aircraft in the world even come close to offering the performance envelope and "thrill factor" of this pair of Flankers.

The editor wishes to thank Mr. John Morgan of Pride Aircraft Inc. for his assistance with this posting and for permission to use the photographs. Interested parties should contact Pride Aircraft at 815.969.7743 or by e-mail at Prideaircraftinc@aol.com. We will continue to follow this story for sales results as they develop.

Hawker Hurricane MK IIA P3351 Offered by Bonhams & Goodman, September 26, 2009

2009-10-21T19:14:00.138-04:00

As one of only 11 examples of the legendary Hawker Hurricane remaining in airworthy condition today, this spectacular MK IIA occupies a truly rarefied place in the hearts and minds of warbird enthusiasts everywhere. As the first monoplane fighter in the RAF inventory, the Hurricane was first flown in November 1935, entering squadron service in 1937. At the onset of war in late 1939, the Hurricane was also the RAF's most numerous single-seat fighter.

Powered by the Rolls-Royce "Merlin" liquid-cooled V12 engine, the Hurricane offered high performance for the era, strong firepower from its battery of eight 0.303 machine guns, excellent maneuverability and gun-aiming stability, as well as rugged durability. In 1940, the Hurricane was significantly used during the Battle of France, the Dunkirk evacuation and at Narvik during the final stages of the Norwegian Campaign. However, the Hurricane will forever be remembered as the backbone of RAF Fighter Command during the Battle of Britain, where it was particularly effective against Luftwaffe bombers and the Messerschmitt BF110 "Zerstorer" heavy fighter. Later in the war, the rugged Hurricane served as a fighter-bomber and when equipped with dual underwing 40-millimeter cannons, it was particularly effective in both the anti-tank and anti-shipping roles in North Africa, the Mediterranean and the Far East.

This particular Hurricane, P3351, was offered by Bonham's & Goodman in Australia on September 26, where bidding reached levels of approximately AU $2.1 million, which was just shy of the seller's reserve. However, Catherine Davison, Bonhams Motor Car Specialist, advises that post-auction interest in this historic aircraft predictably remains very high and an eventual post-auction sale is anticipated.

Originally built in 1940 by Hawkers at Brooklands and assigned to 73 Squadron of the RAF, P3351 survived the Battle of France and was one of just 18 RAF Hurricanes to escape from Dunkirk. It also served in the Battle of Britain, prior to being provided to the USSR following the German invasion. Damaged in combat and repaired several times, the Hurricane was finally brought down by anti-aircraft fire during the winter of 1943 in the Murmansk region of Russia. Remarkably, it remained there undisturbed until 1991, when it was recovered from the remote tundra. In 1992, it was purchased by Sir Tim Wallis and in 1994, the aircraft was shipped to New Zealand for a complete restoration to airworthy condition.

Restoration was particularly difficult, given the Hurricane's combination of metal, fabric and wooden construction, which was clearly not conducive to high-volume production. Nonetheless, the Hurricane was beloved by its pilots and maintenance crews for its ability to withstand extreme punishment in combat and bring its pilot back to base. This trait was greatly valued, of course, during the Battle of Britain, when there were precious few available fighters at the disposal of Fighter Command.

Once completed, P3351 formed part of the renowned Alpine Fighter Collection in Wanaka, New Zealand and was displayed at the New Zealand Fighter Pilots Museum when not being flown in air displays. Offered today with approximately 60 hours of total time since restoration, this incredibly rare warbird patiently awaits its next caretaker. We will provide updates as news develops.

Editor's Note: Many thanks to Catherine Davison, Bonhams & Goodman, for her kindness in providing information and images for this post.

Tillsonburg Wings and Wheels, Saturday August 22 2009

2009-09-20T19:08:00.004-04:00

While the town of Tillsonburg, Ontario may be relatively small, it has gained national and international attention as the centre for the Canadian Harvard Aircraft Association, which restores, preserves and most importantly, operates many examples of the North American Harvard, known to our friends to the South as the T-6, AT-6 and Texan. In addition, the group is also the home to the North American Yale, which is similar to the Harvard, with fixed landing gear and a slightly less-powerful Wright Whirlwind radial engine, with 550 horsepower.

Both of these rugged and dependable aircraft were the mainstays of the British Commonwealth Air Training Plan in Canada, which trained tens of thousands of pilots, navigators, bombardiers, air gunners and flight engineers, who went on to duty in Europe, North Africa, Italy, the Middle East and the Far East.

During the combined Wings and Wheels event on August 22, which hosted many visitors that braved intermittent thunder showers, the sight of the Harvards taking off in pairs was a welcome and wonderful sight.

In addition, the event was highlighted by the appearance of a Supermarine Spitfire MK IX and a Hawker Huricane MK II. While the Spitfire is certainly a rare sight in Canadian skies, the Hurricane, which is believed to be one of just 11 airworthy examples worldwide, is even more so.

Welcome!

2009-09-20T18:38:00.001-04:00

Welcome to my new blog, where I will report on the world of historic aviation today, with a particular emphasis on the market for historic warbirds as well as commercial and general aviation. While the market for significant and historic aircraft is not always public, I will attempt to begin building records that track recent aircraft sales. I will also cover aviation-related events, airshows and air races, as well as the activities of aviation museums and preservation groups.