Second Quarter (April - June) 2003

Volume 15, Number 2

The Newsletter of the War Eagles Air Museum

Editorial
e hope you enjoy this edition of Plane Talk. In this issue, were kicking off a new feature, Historical Perspectives, by War Eagles Air Museums Robert Haynes. In his first column, Robert offers a new perspective on the course World War II in the Pacific might have taken had Japanese Admiral Isoroku Yamamoto not been killed when American pilots shot down his aircraft in 1943. A 2002 graduate of the University of Texas at El Paso with a major in History and a minor in Criminal Justice, Robert will offer fresh, thoughtprovoking, perhaps even controversial insights into aspects of World War II and Korean War aviation history. A couple of Museum projects were completed in the last quarter. The 1962 Aston Martin DB4 is back after a two-year restoration in Phoenix. Our new weather station, a KVIA-TV Channel 7 Weathernet site, is on the air and reporting conditions around the clock. Thanks to the dedication and enthusiasm of many volunteers, were exercising the automobile collection on a schedule that cycles through all of the vehicles in about five months. Were also making good progress on rejuvenating the volunteer program, with more improvements to come.

Featured Aircraft
dward A. Eddie Stinson was born in 1894 in Ft. Payne, Alabama. Always fascinated by aviation, he learned to fly from the Wright brothers in 1911, and soon gained fame as a barnstormer, stunt pilot and recordsetting aviator. In 1915, Eddie, his brother Jack and his sisters Marjorie and Katherine set up the Stinson School for Aviation in San Antonio, Texas, to train U. S. and Canadian pilots for World War I. After a failed plan to open a flying school in his home state, Stinson founded the Stinson Airplane Company in Dayton, Ohio,
Featured Aircraft (Continued on Page 2)

War Eagles Stinson Reliant (foreground) flying in formation with the Confederate Air Forces Reliant, date and place unknown (probably Harlingen, Texas, 1989).

Contents
Editorial.................................... 1 Featured Aircraft...................... 1 From the Director..................... 2 New Weather Station............... 3 Volunteer Program Update...... 4 Centennial of Flight.................. 4 Historical Perspectives ............ 5 Membership Application .......... 7 Corporate Youth Sponsors ...... 7 Project Update......................... 8

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Plane TalkThe Newsletter of the War Eagles Air Museum

Second Quarter 2003

From The Director

Featured Aircraft (Continued from page 1)

n this issue of Plane Talk, youll find out about some things going on that we hope will increase public interest in War Eagles Air Museum and boost our attendance, memberships and volunteers. For example, our participation in the KVIA-TV Channel 7 Weathernet program means that thousands of local television viewers will see us each time they tune in to watch the weather forecast. Our new Director of Development, Terry Sunday, in addition to serving as Plane Talk editor and tackling a variety of other jobs, is committed to rejuvenating our volunteer program. I am excited about Terrys ideas for matching up our volunteers with the tasks that need to be done. I am sure our new structured program, when it is running smoothly, will benefit both the Museum and the volunteers.

in 1920. Five years later, he moved to Detroit, Michigan, with its more attractive business climate. His factory, southwest of the city, is now the site of Detroit Metropolitan Airport.

on a trip to Chicago in a new Model R, he crashed and was killed during a forced landing attempt after running out of fuel. He was 38 years old. At the time, Stinson had logged over 16,000 hours of flight timemore than any other licensed pilot. The most famous Stinson aircraft arguably was the Reliant. Introduced in 1933, the Reliant traced its ancestry to the 1931 Model W and the 1932 Model R-2/3, which offered the same qualities that made the Reliant so popularreliability combined with opulence. From 1933 to 1941, Stinson delivered 1,327 Reliants in ten models, from SR-1 to SR-10. Each offered upgraded engines, improved performance and design refinements over its predecessor.

Some other things to watch for in the months aheadwere in the planning stages to host a sanctioned Chili Cookoff in the Fall, and we look forward to some special events to celebrate the Centennial of Flight in December. Were also in preliminary negotiations with the Russians to trade one of our rare Tupolev Tu-2 bombers for another aircraft, possibly a MiG-29, and were looking to replace the engine in our Fieseler Storch, which has a broken crankshaft, and thus restore the aircraft to flightworthy condition. We can use your help in all of these activities, so please contact or visit the Museum and well put you to work. Skip Trammell

Plane Talk Published by War Eagles Air Museum 8012 Airport Road Santa Teresa, New Mexico 88008 (505) 589-2000 Newsletter EditorTerry Sunday E-mail address:
mail@war-eagles-air-museum.com

Stinsons initial design, the six-seat SM-1 Detroiter, first flew on January 25, 1926. Presaging more than 13,000 Stinson airThe first Reliants, now very rare, had a craft built over the next 30 years, the Destraight wing, but from 1936 on all new troiter was popular in the growing civil Reliants left the factory with an elegant, aviation market. With $150,000 in public graceful, tapered gull wing. A new Recapital raised from the Detroiters sucliant in 1933 was a bargain at $3,995. A cess, Stinson incorporated his company few months after entering the market, Reon May 4, 1926. Sales increased from 10 Detroiters in 1926 to a mix of 121 Detroiters and SM-2 Juniors in 1929, when Stinsons company attracted the attention of automobile mogul Errett L. Cord. In September 1929, Cord acquired 60 percent of Stinsons stock, thus providing the investment capital needed for the young company to ride out the Depression with a lineup of six aircraft models, including the Stinson 6000 trimotor airliner. In 1931, Stinson SR-10 Reliant Cockpit, ca. 1940. Cord merged Stinson with AVCO (the Aviation Corporation), liants outsold all other makes of two-, with Stinson becoming a division of the four- and six-place cabin aircraft comAviation Manufacturing Corporation, an bined. The 1938 SR-10 was the ultimate AVCO subsidiary. That year, threelimousine class of personal air transfourths of all four-seat cabin aircraft, and port. It featured fine leather upholstery, 70 percent of all airliners sold in Amerwalnut-faced instrument panels, rollica, were Stinsons. down automobile-style side windows and Eddie Stinson did not live to enjoy his companys success. On January 26, 1932, Featured Aircraft (Continued on page 6)

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Second Quarter 2003

Plane TalkThe Newsletter of the War Eagles Air Museum

New Weather Station Up and Running

ocal television viewers may notice a new site on the KVIA-TV ABC Channel 7 Weathernet War Eagles Air Museum. Thanks to a cooperative effort by the Museum, Channel 7 and Mexus Communications, the weather conditions at the Museum now appear on morning and evening Channel 7 news broadcasts, and around-the-clock on the stations internet site www.kvia. com and the Museums site www.wareagles-air-museum.com. Getting the Weathernet site operational was not easy because there were no highspeed communication services between El Paso and Santa Teresa. An earlier look at the idea showed the need for a new, dedicated telephone linea solution with technical and cost problems. Enter Mexus Communications, a relatively new El Paso company offering wireless communications services. By a stroke of luck,

That morning, Javier Garcia and Omar Pineda of KVIA-TV arrived bright and early with the weather instruments, mast, cables and software. Built by Texas Weather Instruments of Dallas, the instrument set includes a temperature/ humidity sensor, a rain collector, a barometric pressure sensor, an anemometer and a wind direction sensor. Albert Lepe, Jr. showed up with a Mexus Communications technician Albert Lepe, Jr., installs communications dish antenna at War Eagles Air Museum, March 10, 2003. and connecting hardware. Working nearly all day in the hot sun, Javier, Omar and Mexus reps Teresa Guerra and Albert Albert installed their equipment on the Lepe, Jr., called on the Museum in Febroof of the Museums office wing. After ruary. The wireless connection they ofa short burn-in period and some adjusting fered seemed to be just the thing for the and fine-tuning over the next few days, Weathernet site. The problem was that the station and communications link were the Museum is located right at the maxiup and running reliably by March 14. mum allowable line-of-sight range from the antennas on Coronado Tower in El Paso. After the Museum furnished Mexus with the precise coordinates of the center of Runway 28/10, and accounted for the relative position of the Museum with respect to the runway, the answer came back it should work. So the Museum ordered the meteorological instrument set. Meanwhile, hardware whiz Dan Taylor prepared The weather instrument mast and communications antenna the Museums 500- add a new high-tech look to War Eagles Air Museum. MHz Hewlett Packard Pavilion computer to On April 15, KVIA-TV ABC Channel 7 receive data from the instruments and Chief Meteorologist Doppler Dave transmit it to KVIA-TV. Dan took off old Speelman did live remotes from the data and applications, formatted the disk Museum on the 5:00 and 6:00PM news drive, re-installed the Windows 98 operbroadcasts to highlight the latest addition ating system and tweaked some parameto the Weathernet. ters. By March 10, the system was ready.

The Weathernet site installation team (l to r) Javier Garcia and Omar Pineda of KVIA-TV, ABC Channel 7, and Albert Lepe, Jr., of Mexus Communications.

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Plane TalkThe Newsletter of the War Eagles Air Museum

Second Quarter 2003

Volunteer Program Update

he first quarter was great for the War Eagles Air Museums volunteer program. Thanks to all of the volunteers who filled out a profile sheet and indicated which Museum functions they want to help out in. These profiles will be important in the future as we expand our efforts to match up volunteers with jobs that need to be done. Wed like to welcome new volunteers Bret Chidester, Veronica Guevara, Morris Lauwereins, Ed Lopez, Bill Loveless and Matt Lynch, and welcome back former volunteers Bob Magruder and Roy Sinclair. We look forward to seeing all new and old volunteers often. We think 2003 will be a banner year for volunteer recruitment and involvement. Here are some of the volunteer activities going on: 1. Our prioritized and expanding list of volunteer projects has over 30 tasks on it. No matter what your skills, background and interests are, theres a way you can get more involved in volunteering at the Museum. The next time you visit, even if you just stop in for lunch on Thursday, check the list and see if you can find a project that appeals to you. Volunteers John Gantt and Jim Velia are assuring that RV parks in El Paso and Las Cruces are well-stocked with Museum brochures and our new special 2-for-1 admission flyers. Museum members Annaline and Ernie Rettig are taking care of flyer distribution in Alamogordo and Ruidoso, Johnny Williams is covering Alpine, Ft. Davis and Marfa, and Darwin Vetter is doing the same thing for T or C and Elephant Butte. RV-ers are always looking for things to do in the area, and our goal is to increase visits by those who might otherwise just pass us by. Frank Harrison has tackled the job of restoring a 1934 Continental A-40 four-cylinder aircraft engine, donat-

ed by a person in Tucson. When Frank has the engine cleaned, painted and mounted on a stand, we will display it next to our 1937 Piper J-3 Cub. Remember, the Museums aircraft is the oldest flyable J-3, and the oldest flyable Piper aircraft, in the world. 4. We have set up a schedule to exercise the Museums automobile collection. Volunteers Frank Harrison, John Gantt, Veronica Guevara, Damon Loveless, Bob Magruder and Dario Toffenetti, along with Jack Bell, Tino Lara, Bill Swartout, Terry Sunday, Skip Trammell and Carl Wright, have signed up to take some of our historic vehicles for a spin around the airport. Plenty of cars do not yet have drivers signed up. If youre interested, stop in and add your name to the list.

Ideas Are Needed for Centennial of Flight Celebration

his year marks the 100th anniversary of Orville Wrights first official powered flight over the Kill Devil Hills sand dunes near Kitty Hawk, North Carolina, on December 17, 1903. With War Eagles Air Museums focus on historic aircraft, it makes sense for us to observe this event in a special way. But

2.

These are just a few of the things happening in the volunteer area. As we continue to refine the volunteer program and expand the project list, we hope to see many more volunteers regularly, working together to make War Eagles Air Museum even better than it is. Remember, volunteers are the backbone of Museum operations. If you think you want to volunteer but dont know how to go about it, just visit or call and we will set you up with everything you need to know. The only qualifications required for volunteering are enthusiasm, a willingness to learn and a desire to help.

3.

we need your help. Do you have ideas for activities, displays, celebrations, services or other things that we can do in honor of this occasion? For example, were considering flying our Piper J-3 Cub (the worlds oldest flying Piper aircraft) on December 17, 2003 at 8:35AMthe exact local time of day that Orville Wright first flew. This could be a real crowd-pleasing event. But we need some other ideas also. Please contact Skip or Terry if youd like to help plan our Centennial of Flight celebration. For more information, go to:
www.centennialofflight.af.mil

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Second Quarter 2003

Plane TalkThe Newsletter of the War Eagles Air Museum

better than anyone else in a position of authority in Japan. Yamamotos views about America were quite moderate compared with other members of the Japanese command structure. It has clearly been shown, by many recorded sources, that Yamamoto had doubts about the war before it had even started. He was also highly respected by the Japanese people and the Japanese government. Admiral Isoroku Yamamoto was killed in an Allied air attack while he was enroute from Rabaul to Ballale Island. Yamamotos Mitsubishi Betty bomber, one of two in a flight with several Mitsubishi Zero fighters escorting, was downed by Lockheed P-38 Lightning fighters flying out of Guadalcanal. U. S. decryptions of Japanese radio communications had revealed Yamamotos itinerary, and allowed military planners to devise a mission to intercept his aircraft. At about 9:34AM on April 18, in a pitched air battle, Yamamotos Betty was shot down. His body was later recovered by Japanese personnel, positively identified, cremated and the ashes returned to Japan. With these facts in mind, I do not believe it was wise for U. S. authorities to approve the personal attack on Yamamoto that resulted in his death. In doing so, the U. S. government killed a moderate Japanese leader with great influence, moderate views and a deep understanding of American philosophy. He was a person whose role in peace negotiations within the Japanese government, prior to the atomic bombing of Hiroshima, will never be known. However, I believe the preponderance of evidence clearly shows that Yamamoto could have been able to help persuade other Japanese moderates to negotiate an end to the war before September 1945. I also believe Yamamoto could have served as a useful and effective liaison between the American occupation forces and a newly formed Japanese government. Therefore, I consider the attack on Yamamoto to be more of a failure than a success, especially considering that the attack was intended to profoundly shock the Japanese psychology, which it did not do. I encourage you to respond to this column. Please send your comments via email to legionnaire_79912@yahoo.com, or write to Robert Haynes, 8012 Airport Road, Santa Teresa, New Mexico 88008. Selected responses may be published in the next issue of Plane Talk. Sources The question I raise for discussion is this: was it wise for the U. S. to eliminate Yamamoto in this fashion? Consider that Yamamoto had attended Harvard and served as the Japanese naval attach in Washington before the war. He was a man who knew America, and the ways of the American people, perhaps 5 The Secret War; Francis Russell, TimeLife Books (1981) Lockheed P-38 Lightning; Steve Pace, Motorbooks International (1996) The Rising Sun; John Toland, Random House (1970)

Historical Perspectives
by Robert Haynes
his column, Historical Perspectives, is intended to generate debate and discussion about historical events involving aircraft and their wider effects on the course of world history. It will appear in each issue of Plane Talk, and I hope to use it to generate feedback and intellectual discussions about the times and events in which the Museums aircraft played a role. Before beginning this issues discussion, let me introduce myself. I started working part-time at War Eagles Air Museum in July 1999 while earning a B.A. degree in History at the University of Texas at El Paso. I came on full-time after graduating in December 2002, and now have the opportunity to work in research and collections for the Museum. Drawing on Museum holdings and other research sources, I will cover a different historical event in each issue. Each column will include questions for discussion. I invite readers to respond to these questions. The opinions, viewpoints and perspectives offered are intended to stimulate debate, and may or may not represent my personal viewpoints or those of other Museum employees or volunteers. I simply ask you to keep an open mind, and realize that the complete history of any event will never be written. For instance, a house on the Rue Volta in Paris was for many years commonly believed to be the oldest medieval house in the city. However, improved scientific dating techniques, and a better understanding of medieval building methods, recently disproved this accepted wisdom. It is now clear that the house is actually a 17th century imitation of a medieval house. Thus the writing of history continues. In this issue, we examine the events of April 18, 1943. On that date, Japanese

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Plane TalkThe Newsletter of the War Eagles Air Museum

Second Quarter 2003

Stinson Reliant Characteristics

Powerplant Cruising Speed Maximum Speed Range 300-HP Lycoming R-680-E3B 9-Cylinder Air-Cooled Radial 120 MPH at 7,000 feet 145 MPH 815 miles 14,000 feet 2,810 pounds 4,000 pounds 29' 4-1/4" 41' 10-1/2"

War Eagles Air Museums Reliant arrives at Santa Teresa Airport, August 3, 1994.
Featured Aircraft (Continued from page 2)

Service Ceiling Weight (empty)

state-of-the-art navigation and communications equipment. The later versions were much more expensive. New SR-10s went for between $10,000 and $18,000. This was out of the reach of most potential private owners, but not for commuter airlines and corporations such as Gulf Oil, Shell Oil and Pepsi Cola. A 1940 merger with Vultee Corporation made Stinson part of the Stinson-Vultee Division of AVCO. The company built SR-10 Reliants until the beginning of World War II. In July 1942, under the Lend-Lease Program, the British Royal Navy ordered 500 militarized SR-10s, designated Model V-77 (it was Vultees 77th aircraft design) for delivery in the next two years. The Army Air Corps called this rugged aircraft the AT-19. For the last year of the war, they served as instrument trainers, utility transports and photo-reconnaissance aircraft. By wars end, they had seen service in Ceylon, Trinidad, Australia, China and India. In February 1946, 415 of these war surplus veterans returned to Norfolk, Virginia. The Stinson plant in Wayne, Michigan (by then the Stinson Division of the Consolidated-Vultee Corporation) took out the military gear, re-manufactured the aircraft to meet civil type certificate requirements and sold them on the civilian market for as little as $1,500. With excellent reliability, a large cargo space and readily available engines, many of these ex-Royal Navy Reliants found their niches operating from short gravel runways in the Alaskan and Canadian bush.

The Reliant is a rugged, solid airplane made mostly of welded chrome-molybdenum steel tubing covered with fabric. It is big, massive and impressive, yet graceful and very well proportioned. One doesnt really appreciate its size until one stands next to itthe entry ladder on the left side of the fuselage has two steps. Equally capable of operating on wheels, skis or pontoons, the Reliant has excellent performance and a deliberate character. Control forces are light and response is good, but the aircraft can never be said to be quick. In normal flight, Reliants are stable and predictable, with no serious vices, and they fly quite well hands-off for the longest time if properly trimmed. War Eagles Air Museums AT-19/V-77 Reliant, USAAC serial number 42-46713 and Royal Navy serial number FK887, was one of the second batch of 250 that Stinson delivered under Contract DA1072. The Air Corps accepted the aircraft on June 23, 1943. After arrival in Britain, FK887 served with the Station Flight at Royal Navy Air Station (RNAS) Sydenham, in Belfast, Northern Ireland, from March 1944 to September 1945. In addition to training, observation and communications missions, FK887 also was used in covert operations in northern Europe. In demilitarized form, and much in need of repair, our Reliant was spotted in 1969 at Cox Sky Ranch, in Knoxville, Tennessee. After a post-war photo mapping career, she had sat unused and exposed to the elements for years. USAir pilot Steve Sevier bought the hulk in December 1986 and spent nearly three years doing a complete restoration. Steve first flew the likenew Reliant on October 10, 1989.

Weight (loaded) Length Wingspan

Stinson Reliant AT-19 Three-View General Arrangement Drawing

In 1992, Apollo 8 mission Commander and Las Cruces neighbor Colonel Frank Borman bought the aircraft. Two years later, in 1994, he traded it to the Museum in partial exchange for the P-51D Ghost Rider. Since then, Stinson Reliant AT-19 number FK887, in full Royal Navy regalia, proudly has been on display in the hangar, a fine example of a lost breed from the days when a person like Eddie Stinson could put his unique personal stamp on the company, and the aircraft, that carried his name.

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Plane TalkThe Newsletter of the War Eagles Air Museum

Membership Application
War Eagles Air Museum
The War Eagles Air Museum collects, restores and displays historic aircraft, mainly from the World War II and Korean War time periods, to encourage awareness and appreciation of military aviation history through exhibits, educational programs and special events. The Museum is a non-profit organization as defined by the United States Internal Revenue Code. Operated by staff and volunteers, the Museum is supported by funds obtained from admissions, memberships and contributions. All dues and contributions are tax deductible to the extent permitted by law. War Eagles Air Museum memberships are available in six categories. All memberships include the following privileges: Free admission to the Museum and all exhibits. Free admission to all special events. 10% general admission discounts for all guests of a current Member. 10% discount on all Member purchases in the Gift Shop. In addition, a Family Membership includes free admission for spouses and all children under 18 living at home. To become a Member of the War Eagles Air Museum, please fill in the information requested below and note the category of membership you desire. Mail this form, along with a check payable to War Eagles Air Museum for the annual fee shown, to: War Eagles Air Museum 8012 Airport Road Santa Teresa, NM 88008

Membership Categories
Individual $15 $25 $50 $100 $1,000

NAME (Please print)___________________________________________________ STREET ____________________________________________________________ CITY ______________________________ STATE _____ ZIP _______________ TELEPHONE (Optional) ______________________ E-MAIL ADDRESS (Optional) ___________________________________________
Will be kept private and used only for War Eagles Air Museum mailings.

Family Participating Supporting Benefactor

ar Eagles Air Museum sincerely thanks the following organizations for their 2003 support of the Corporate Youth Sponsors Program. Because of their support, student groups in the El Paso/ Juarez area can learn about the contributions of military aviation to Americas history. For many students, visits to the Museum made possible by donations from these sponsors kindle interest in aviation and related fields as possible career choices.

Bronze
Alamo Industries, Inc. Frank Borman Coronado Cleaners & Laundry Swifco

Silver
Advanced Aircraft Services West, Inc. El Paso Electric Co. Jon T. Hansen Hussman Ventures, Inc. Southwest Aircraft Sales J. Cesar Viramontes

Gold
Jobe Concrete Products Robert F. Foster, Inc. C. F. Jordan, L.P.

Platinum
El Paso Aero, Inc. Hunt Building Corp.

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War Eagles Air Museum

Santa Teresa Airport 8012 Airport Road Santa Teresa, NM 88008 (505) 589-2000

Project Status

Bond...James Bond.

How often have you heard that immortal phrase at the start of a new cinematic adventure featuring the dapper, sophisticated British secret agent created by writer Ian Fleming? Just as familiar to James Bond fans is his long association with one particular marque of automobilethe quintessentially English Aston Martin. And without a doubt the most famous Bond Aston Martin is the gadgetladen silver birch DB5 originally seen in the 1964 release Goldfinger. Many Museum visitors immediately recognize the Museums 1962 Aston Martin DB4 Oh, thats the James Bond car! Well, yes and no. Externally, the DB4 and DB5 are nearly identical, except for the DB5s faired headlights. In fact, the DB5 was originally called the DB4 Series 6. However, with more than 170 detail changes from the DB4, Aston Martin

decided in 1963 that the car deserved a new name, so they called it DB5. The main difference is in the engine compartment, or under the bonnet, as the English say. The Museums DB4 Series 4 sports a three-litre, sixcylinder engine rated at 240 horsepowerin the DB5, the engine is a special series fourlitre that makes 325 horsepower.

Looking good next to the shop, the 1962 Aston Martin DB4 Restoration of the Mu- poses after a quick run around the ramp. seums DB4 was a this year, the blue coupe returned to the long process. The car had been partly reMuseum, where Carl Wright finished the stored in New Jersey before owner Glenn restoration work. Today it is proudly on Hoidale, on his death in 1999, donated it display in the automobile lineup. to the Museum along with five other cars and three motorcycles. After sitting in the South Hangar for two years, it was turned For more information, visit: over to a shop in Scottsdale, Arizona. Another two years passed. Finally, early www.war-eagles-air-museum.com

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