One of the largest civilian air shows on the East Coast, Warbirds Over Monroe has something for everyone. From jets and warbirds, aerobatics, comedy, choppers, re-enactors and so much more, the annual event brings history to life. Bring the kids to not only learn about these massive pieces of American history, but alos honor the brave service men and women as part of a great Veterans Day celebration. With more than 40 vintage aircraft, the Air Show, along side the fantastic food and kids activities, is truly a on-of-a-kind experience that can’t be missed.Event is held rain or shine. Flying is weather permitting and there are No Refunds for inclement weather.
The Memphis Belle has been named by the U.S. Air Force History and Museums Program as a recipient of the 2019 Air Force Heritage Award for its restoration by the National Museum of the U.S. Air Force. (U.S. Air Force photo/Ken LaRock)
WRIGHT-PATTERSON AIR FORCE BASE — Thirteen years, thousands of hours and exhaustive research have paid off as one of the most recognizable symbols of World War II – the Memphis Belle – has been named by the U.S. Air Force History and Museums Program as a recipient of the 2019 Air Force Heritage Award for its restoration by the National Museum of the U.S. Air Force.
The award recognizes outstanding achievements by Air Force History and Museums personnel that foster a better understanding and appreciation of the Air Force, its history and accomplishments.
The famed B-17F was placed on display in the World War II Gallery last year – exactly 75 years after its crew finished their last mission in the war against Nazi Germany on May 17, 1943.Content Continues Below
The three-day celebratory event included WWII-era aircraft on static display, a ribbon cutting ceremony for the Memphis Belle and Strategic Bombing Exhibits; more than 160 WWII military and home front reenactors; and both Memphis Belle films featuring guest speakers in the Air Force Museum Theatre.
The Memphis Belle was the first U.S. Army Air Forces heavy bomber to return to the United States after beating the odds and completing 25 missions over Europe. The USAAF chose the aircraft for a highly publicized war bond and morale-boosting tour from June to August 1943, and its crew was celebrated as national heroes.
Museum restoration specialists conducted an exhaustive conservation and restoration process on the Memphis Belle since it arrived at the museum in October 2005. The effort included corrosion treatment, outfitting of missing equipment and accurate markings to bring the aircraft back to pristine condition.
“This is a national-level, Air Force-wide award, and the Memphis Belle is one of the iconic symbols of Air Force history and heritage,” said NMUSAF’s lead curator for the Memphis Belle project, Jeffrey Duford. “It symbolizes all the heavy bomber crews who sacrificed and helped win World War II. … It is really apt that this project would be awarded this prestigious decoration from the Air Force.”
The Memphis Belle project was more than restoration of the aircraft, he added.
“It was the wonderful exhibit that surrounds the artifact and the event that took place surrounding the 75th anniversary of the Memphis Belle crew finishing their 25th mission. It was a grand event.”
Family members representing every Memphis Belle crew member were present May 17 to 19, 2018, along with the children of William Wyler, the Hollywood director who directed the 1944 documentary, Memphis Belle: A Story of a Flying Fortress. Wyler’s daughter Catherine Wyler was present; she co-produced the fictionalized 1990 movie, Memphis Belle, as a tribute to her father.
Duford estimated restoration of the Memphis Belle, by paid museum staff and volunteers, took about 55,000 hours, with internal work continuing. Its completion is anticipated in 2020.
Access to period photos and William Wyler’s Memphis Belle footage helped the restorers fabricate missing parts.
“Their craftsmanship is unparalleled, and these parts they reproduced, even from photos, are perfect,” he said. “Restoring an airplane accurately is doing it accurately whether someone sees it or not. It is wonderful that we have a team of people that are so dedicated to doing things right with this national treasure.”
Duford urges people to visit the Memphis Belle and the exhibit, which is 500 linear feet long and displays 130 related artifacts – many collected from Memphis Belle crew members. Interactive screens have been added to further tell the B-17’s story.
“We are honored to receive this award on behalf of the hundreds of people – staff members, folks who supported us, the Air Force Museum Foundation,” he said. “Anyone can come see the fruits of our labor anytime the museum is open.”More information about the Memphis Belle is available at https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/195966/boeing-b-17f-memphis-belle/.
“The focus of the NTSB has to be on engines three and four.”
On October 2, 2019, at 0953 eastern daylight time, a Boeing B-17G, N93012, owned and operated by the Collings Foundation, was destroyed during a precautionary landing and subsequent runway excursion at Bradley International Airport (BDL), Windsor Locks,Connecticut. The commercial pilot, airline transport pilot, and five passengers were fatally injured. The flight mechanic/loadmaster and four passengers were seriously injured, while one passenger and one person on the ground incurred minor injuries.
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On the morning of the accident flight, an airport lineman at BDL assisted the loadmaster as headded 160 gallons of 100LL aviation fuel to the accident airplane. The lineman stated that the accident airplane was the first to be fueled with 100LL fuel that day.
According to preliminary air traffic control (ATC) data provided by the FAA, shortly after takeoff, at 0950, one of the pilots reported to ATC that he wanted to return to the airport. At that time, the airplane was about 500 ft above ground level (agl) on the right crosswind leg ofthe airport traffic pattern for runway 6. The approach controller verified the request and asked if the pilot required any assistance, to which he replied no.
The controller then asked for the reason for the return to the airport, and the pilot replied that the airplane had a “rough mag”on the No. 4 engine. The controller then instructed the pilot to fly a right downwind leg for runway 6 and confirmed that the flight needed an immediate landing. He subsequently cancelled the approach of another airplane and advised the pilot to proceed however necessary to runway 6. The approach controller instructed the pilot to contact the tower controller, which he did.
The tower controller reported that the wind was calm and cleared the flight to land on runway 6. The pilot acknowledged the landing clearance; at that time, the airplane was about 300 ft aglon a midfield right downwind leg for runway 6. The tower controller asked about the airplane’s progress to the runway and the pilot replied that they were “getting there” and on the right downwind leg.
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No further communications were received from the accident airplane. Witness statements and airport surveillance video confirmed that the airplane struck approach lights about 1,000 ft prior to the runway, then contacted the ground about 500 ft prior to the runway before reaching runway 6. It then veered right off the runway before colliding with vehicles and a deicing fluid tank about 1,100 ft right of the center of the runway threshold.
The wreckage came to rest upright and the majority of the cabin, cockpit, and right wing were consumed by post impact fire. The landing gear was extended and measurement of the left and right wing flap jackscrews corresponded to a flaps retracted setting. The flap remained attached to the right wing and the aileron was consumed by fire. The flap and aileron remained attached to the left wing and a section of flap was consumed by fire. The empennage, elevator,and rudder remained intact. Control continuity was confirmed from the elevator, rudder,elevator trim, and rudder trim from each respective control surface to the area in the cabin consumed by fire, and then forward to the cockpit controls.
Elevator trim and rudder trim cables were pulled during impact and their preimpact position on their respective drum at the control surfaces could not be determined. The left wing aileron trim tab remained intact and its pushrod was connected but bent.
The left aileron bell crank separated from the wing, but the aileron cables remained attached to it and the aileron cable remained attached in cockpit.The Nos. 1 and 2 engines remained partially attached to the left wing and all three propeller blades remained attached to each engine. One propeller blade attached to engine No. 1 exhibited an 8-inch tip separation; the separated section traveled about 700 ft before coming to rest near an airport building.
Another propeller blade on the No. 1 engine exhibited chord wise scratching and leading edge gouging. The third propeller blade was bent aft. The No. 2 engine propeller blades exhibited leading edge gouges and chord wise scratches.The No. 3 engine was recovered from the top of the deicing tank. One blade was impact damaged and near the feather position. The other two blades appeared in a position between low pitch and feather. One propeller blade exhibited a 5-inch tip separation and the separated tip sections were recovered from 100 ft and 700 ft from the main wreckage.
The No. 4 engine was recovered from the deice building. All three propeller blades on the No. 4 engine appeared in the feather position.The wreckage was retained for further examination. A fuel sample was able to be recovered from one of the No 3. engine’s two fuel tanks. The recovered sample had a visual appearance and smell consistent with 100LL aviation fuel and was absent of debris or water contamination.
Following the accident, the fuel truck used to service the airplane was quarantined and subsequent testing revealed no anomalies of the truck’s equipment or fuel supply. Additionally, none of the airplanes serviced with fuel from the truck before or after the accident airplane, including another airplane operated by the Collings Foundation, reported any anomalies.The pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, instrument airplane, and held a type rating for the B-17. In addition,he held a mechanic certificate with airframe and powerplant ratings. His most recent FAA second-class medical certificate was issued on January 9, 2019. At that time, he reported a total flight experience of 14,500 hours/
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The co-pilot held an airline transport pilot certificate with ratings for airplane single-engine and, airplane multiengine land, and instrument airplane, with type ratings for B-737, B-757,B-767, DC-10, and LR-Jet. In addition, he held a flight engineer certificate as well as a flight instructor certificate with ratings for airplane single-engine and instrument airplane.
His most recent FAA second-class medical certificate was issued on January 8, 2019. At that time, here ported a total flight experience of 22,000 hours.The airplane was manufactured in 1944, issued a limited airworthiness certificate in 1994, and equipped with passenger seats in 1995. It was powered by four Wright R-1820-97, 1,200-horsepower engines, each equipped with a three-blade, constant-speed Hamilton Standard propeller.
The airplane was maintained under an airworthiness inspection program, which incorporated an annual inspection, and 25-hour, 50-hour, 75-hour, and 100-hour progressive inspections. Review of maintenance records revealed that the airplane’s most recent annual inspection was completed on January 16, 2019. At that time, the airframe had accumulated about 11,120 total hours of operation. Engine Nos. 1, 2, and 3 had 0 hours since major overhaul at that time.
Engine No. 4 had 838.2 hours since major overhaul at that time. The airplane’s most recent progressive inspection, which was the 100-hour inspection, was completed on September 23, 2019. At that time, the airplane had been operated about 268 hours since the annual inspection.The recorded weather at BDL at 0951 included calm wind; 10 statute miles visibility; few clouds at 11,000 ft; few clouds at 14,000 ft; broken clouds at 18,000 ft; temperature 23°C; dew point 19°C, and an altimeter setting of 29.81 inches of mercury.
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Meteorological Information and Flight Plan Conditions at Accident Site: Visual Conditions Condition of Light: Day Observation Facility, Elevation: BDL, 175 ft msl Observation Time: 0951 EDT Distance from Accident Site: 1 Nautical Miles Temperature/Dew Point: 23°C / 19°C Lowest Cloud Condition: Few / 11000 ft agl Wind Speed/Gusts, Direction: Calm / , Lowest Ceiling: Broken / 18000 ft agl Visibility: 10 Miles Altimeter Setting: 29.81 inches Hg Type of Flight Plan Filed: None Departure Point: Windsor Locks, CT (BDL) Destination: Windsor Locks, CT (BDL) Wreckage and Impact Information Crew Injuries: 2 Fatal, 1 Serious Aircraft Damage: Destroyed Passenger Injuries: 5 Fatal, 4 Serious, 1 Minor Aircraft Fire: On-Ground Ground Injuries: 1 Minor Aircraft Explosion: None Total Injuries: 7 Fatal, 5 Serious, 2 Minor Latitude, Longitude: 41.931667, -72.692222 Administrative Information Investigator In Charge (IIC): Robert J Gretz Additional Participating Persons: Todd Gentry; FAA AVP-100; Washington, DC Note: The NTSB traveled to the scene of this accident.
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