Warbird Information Exchange

The PB4Y wasn't inundated. The water line on the aircraft was 6 ft from the hangar floor. The overhauled R2600s , turrets, etc... weren't even close to getting wet.

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Here is one I took of C30 in the 80s when it was still active

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Matt Gunsch, A&P, IA, Warbird maint and restorations
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Slight deviation.....

Has anyone spoke to the NPS about recovering this Atka B-24 for a rebuild? Granted it's a registered historic artifact but it seems like a waste to let it sit and weather away to the elements. IMO it would be better served as a historic artifact in a museum vs sitting where it's at.

Photo of it taken in 1978.

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Chris Kennedy
Peoria, AZ

... hauling retardant at Hemet, CA (HMT) ...Nov. 1980

Breaks my heart that this one will not be returned to airworthiness. Pima will do a great job with it though. I'm hoping for a late war tri-color scheme myself. Say a ship from Tinian…

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Wow they would fly it with ladder on, never saw that before. Wonder what the trim up was like

Not going to fly, such a shame. Can Pima start flying airplanes that CAN fly, please?

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Pima will do an awesome job of moving and restoring this airplane, and it will be nice to see it return to Arizona where she spent so much of her lifetime and working career. I, for one, can't wait to see her in Tucson.

The AZ based group currently flying a PB4Y-2 was offered this airplane from Lone Star earlier this year and had spent some time in Galveston looking at the airplane and seriously contemplating the acquisition of yet another project.

It was a very difficult decision... there was initial talk of acquiring it for restoration related parts (e.g. farming it of turrets and components) to be incorporated into N2871G or even acquiring as a second and independent restoration project and operating it as well. In the end, passing on the offer for acquisition so that the next heir apparent - PASM - could make a go of it - seemed to be the most logical and thoughtful decision.

Lone Star staff and volunteers had spent so much time, effort and money restoring the airplane to its pre-hurricane condition it seemed downright improper to acquire it as an "organ donor" for spare parts. This would have further doomed an already rare and very unique airframe.

While most of it was a huge financial consideration - the costs associated with the spar AD and repair work + engines and props ( x 4) + wiring and other sundry details would have pushed the project into the $500,000 range in addition to acquisition cost, there was also a large personal component to the decision. The chief pilot of N2871G - Woody Grantham - had several thousand hours in this very airplane when it was operated by his former company and he did not wish to see it parted out, pared down or further diminished. There was a great degree of respect and sentimental feelings for this "old girl" who'd spent so many productive years with him.

Staff of LSFM did a great job on this airplane and their decision to part with her was never an easy one. The Arizona group appreciated the opportunity as offered them, and upon hearing Pima had both interest and the ability to procure and display her in current condition, the decision was obvious.

As to whether BuNo. 66302 will acquire turrets and other combat related items for the airplane as their restoration evolves, time will tell. Some of these original parts have already been procured by team and are in storage pending that decision. For now, owners are satisfied operating in Coast Guard configuration, the service branch where the airplane spent most of its military career.

Let's congratulate Pima for stepping up to the challenge to do what they are doing and the huge undertaking at hand. They'll do a superb job with her, and the legacy of Charlie 30 will live on. Flying or static, I think it's a win-win deal for everyone.

- Robert in PHX

Any update on the time for the move to PASM?

Back in the late 70s I worked at the Boise airport.
A PB4Y cane in one day and I used the external ladder to look inside the cockpit.
Interesting, and I thought it was neat that the aircraft was so slow (or should I say didn't need to go fast) that the boarding ladder was permanently attached to the airframe.

I wish I had the ID of that ac. Might have been the same one...but I think it had a much cruder nose piece.

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I figure if you wanted my opinion on items unrelated to this forum, you'd ask for it.

All seven of Hawkins & Powers Aviation's tanked '4Ys had external ladders (seven rungs).

T-121, T-122, T-123, T-124, T-125 were all former Coast Guard airplanes.

The early "ladder" set up on some of their PB4Y's even included handrails, although I am not certain how many of the airplanes had them. Later, the fleet was standardized with the seven rung set up without handrails.

T-126 and T-127 were both former U.S. Navy birds and were never transferred over to the USCG. The "cruder nose piece" you referred to could very well be one of these two airplanes. When H&P removed the turret for conversion to an airtanker, they replaced it with sheet metal and the used the canopy out of either a T-28 or an F-86, (can't remember), mounted vertically, which completed the nose piece.

Craig

I look forward to seeing them in Arizona. I look forward to seeing them in transit.

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Any specific reason for the external ladder? Just easier to get in/out, or was ther some type of internal change with the firebomber that precluded the use of the normal crew entry hatch? Always wondered/curious.