The Newsletter Of The War Eagles Air Museum
Second Quarter (Apr - Jun) 2006Volume 19, Number 2The Newsletter of the War Eagles Air MuseumEditorialHonoring Our VeteransWith its world-class collectionof World War II and KoreanWar combat aircraft and artifacts, War Eagles Air Museum naturallyholds in very high esteem the pilots, crewmembers and other personnel who flewor maintained these aircraft. With ouremphasis on preserving and interpretingour Nation’s military aviation history forthe benefit of current and future generations, we feel it is important for the public to understand the contributions andsacrifices of all military veterans, regardless of when and where they served.With this in mind, we are proud to be involved in three upcoming special eventsthat honor the servicemen and womenwho helped keep America free. Fort Blisshas asked us to perform flybys for twoceremonies—for Armed Forces Day onMay 20 and Memorial Day on May 29.We will fly our PT-17 Stearman, ourBT-13B Valiant and our AT-6F Texanover the crowds at low altitude (500 feetabove the ground, thanks to an FAA waiver) in an aerial display sure to impressthe onlookers. On June 6, the 62nd anniversary of the Allied D-Day landings inNormandy that marked the beginning ofthe end of World War II, we are holdinga commemorative ceremony at the Museum to honor local veterans who participated in that historic battle.We hope you are able to attend one ormore of these events, and that you take amoment to think about and thank the veterans who are being honored.Featured AircraftAt first glance, the airplane lookslike a North American P-51DMustang. It has the squared-offvertical stabilizer, the wide-track landinggear and the distinctive belly-mounted airscoop. But wait. Something isn’t right.Then it hits you—it’s the canopy. Ratherthan the teardrop-shaped canopy typicalof Mustangs from the first D-model on,this airplane’s canopy is elongated, flattened and bulged. There’s a reason for it.This Mustang is a two-place trainer variant, the TF-51D, and it is one of the rarest aircraft in the world.S The late John MacGuire, founder of WarEagles Air Museum, pilots the world’s onlyknown flyable TEMCO-modified North American TF-51D Mustang over West Texas.ContentsEditorial.1Featured Aircraft.1From the Director.2In the Company of Giants .4Historical Perspectives .5Roadster Restoration.5Membership Application .7Corporate Youth Sponsors .7El Paso Landmark Saved .8Featured Aircraft (Continued on Page 2)1www.war-eagles-air-museum.com
Plane Talk—The Newsletter of the War Eagles Air MuseumFrom the DirectorAs many of you know, War EaglesAir Museum has become moreactive recently in flying a few ofour vintage aircraft. Some regular visitorsto the Doña Ana County Airport may begetting used to seeing our Boeing PT-17Stearman, our Vultee BT-13B Valiantand our North American AT-6F Texanflying in the pattern and shooting touchand-go landings. Whenever any of theseaircraft fly, they are in the hands of extremely experienced, competent and capable pilots. Some of these pilots areWorld War II, Korean and Viet Nam warcombat veterans. Some are current or former corporate, industrial or airline pilots.All have thousands of flying hours andmultiple ratings—private, commercial,instrument, multi-engine, instructor andATP (Airline Transport Pilot). All arecurrent or former aircraft owners, fromlight general aviation (GA) aircraft to bigtwins and warbirds. Regardless of theirbackground and experience, these pilotsare as skilled and dedicated as any youwill find anywhere. We are proud to havethem fly our historic aircraft as they thrillonlookers with the sights, sounds andsmells of the bygone days of aviation. Ifyou ever happen to meet any of thesemen as you visit the Museum, feel free totell them how much you appreciate whatthey are doing—we certainly do. Thanksvery much to Jack Bell, Waldo Cavender,Gene Dawson, Dick Green, Don Mayes,Dan Taylor and Bill Whitney.Skip TrammellPlane TalkPublished by War Eagles Air Museum8012 Airport RoadSanta Teresa, New Mexico 88008(505) 589-2000Newsletter Editor:Contributing Author:Chief Nitpicker:Final Proofreader:Terry SundayRobert HaynesFrank HarrisonKathy SundayE-mail es-air-museum.comFeatured Aircraft (Continued from page 1)The story of this Mustang is complex, incomplete and not well documented. Extensive research has not been able to fillin gaps in its historical record. But we doknow that this rare TF-51D-25-NT, a vital piece of aviation history, exists todayonly because of lucky circumstances.Two companies are key in the TF-51story. North American Aviation (NAA)developed the original single-seater P-51,one of the most-used and best-performing fighters of World War II (a full P-51history is way beyond scope here). Theother company is called TEMCO.TEMCO - A Brief HistoryTEMCO (Texas Engineering and Manufacturing Corporation), was formed inDallas, Texas in 1945 by Robert McCulloch and H.L. “Bert” Howard, two former executives who had worked during theWar at NAA’s Grand Prairie plant. Withplant closure imminent at the end of theWar, TEMCO came along and tried tokeep it open by doing contract work forother aircraft manufacturers or, indeed,for any manufacturers—they built everything from popcorn machines to tractors.By 1951, after acquiring the Globe Aircraft Company and the Luscombe Airplane Company, TEMCO won a U.S. AirForce contract to overhaul and refurbishDouglas C-54 Skymaster transports. Bestknown for their role in the 1948-49 Berlin Airlift, Skymasters were also neededfor the Korean War, and TEMCO neededmore room to work on them. So the company leased Majors Field, an abandonedWorld War II training base 50 milesnorth of Dallas near Greenville, and increased its workforce 12-fold, from 500employees to more than 6,000.Although plagued by typical aviation industry boom-and-bust cycles, TEMCOmanaged to keep going with many aircraft modification contracts. In 1953 thecompany won a contract to convert 50Boeing C-97 Stratofreighters into flyinghospitals. The same year saw the kickoffof a four-year project with Riley AircraftSales to convert 138 North AmericanNA-154 Navions into two-engine D-162Second Quarter 2006Twin Navions. By 1955, TEMCO was into aviation electronics in a big way, witha contract to install intelligence gear onBoeing B-29 and B-50 Superfortresses(by 1960, electronics sales made up mostof the company’s revenue). The nextyear, 1956, in addition to building rearfuselages for Boeing B-47 Stratojets inGrand Prairie, TEMCO began work on acontract to convert 15 World-War-II-vintage Mustangs into two-seat TF-51Ds.This was not the first two-seat Mustangconversion. In 1944, shortly after D-Day,General Eisenhower, the Supreme AlliedCommander in Europe, took an inspection flight over the beachheads in a rearseat that had been fitted in P-51B-5-NAserial number 43-6877. On the news thatthis in-the-field conversion had workedwell, NAA produced 10 two-seater trainers called TP-51D-NTs (serial numbers44-84610, 44-84611 and 45-11443 to 4511450). To accommodate the rear seat,NAA took out the standard 85-gallon fueltank normally fitted behind the pilot andmoved some of the radio equipment intothe rear fuselage. These aircraft had fullcontrols for the second seat and used thestandard “bubble” canopy.TEMCO TF-51Ds differed from NAATP-51Ds only in having an enlarged canopy to give the second-seater more headroom. The starting points for the TEMCO conversions were 15 1944 P-51Ds(which the Air Force at the time called‘F-51Ds’), serial numbers 44-84654 to84658, 84660, 84662, 84663, 84665 to84670 and 84676 (War Eagles Air Museum’s TF-51D-25-NT is 44-84658). TheAir Force, beginning to convert to jetpower, had little interest in the TFs, butother countries, especially in Central andSouth America, found them ideally suitedto their needs in the area’s raging brushfire conflicts. And, halfway around theworld, another nation also played a majorrole in the TF-51 story.The Indonesian ConnectionOn August 17, 1945, nationalist leaderSukarno (he had only one name) declaredIndonesian independence from the NethFeatured Aircraft (Continued on page 3)
Second Quarter 2006Featured Aircraft (Continued from page 2)erlands, ending 250 years of Dutch colonial rule, and united various militias intoa People’s Security Force (BKR, for Badan Keamanan Rakyat). A few monthslater, the BKR became the TKR (TentaraKeamanan Rakyat), or People’s SecurityArmy, to fight Dutch attempts to re-occupy their former colonyOn April 9, 1946, Indonesia formed itsown Air Force, the Angkatan Udara Republik Indonesia, or AURI, which flewold ex-Japanese Army and Navy aircraftfound scattered in depots on Java andthroughout the huge archipelago. AURIrarely had more than a third of its 100aircraft operational at any time. In a major setback on July 21, 1947, Dutch attacks destroyed nearly all of AURI’s airplanes on the ground, except for a fewhidden at remote bases. On July 29, threeof the surviving AURI aircraft droppedincendiary bombs on Dutch Army barracks in Semarang, Salatiga and Ambarawa. While of no tactical value, the dawnraids were a big success psychologically,as they proved the Dutch wrong in theirclaims that they had completely destroyed the Indonesian Air Force.Indonesia’s war for independence endedon December 27, 1949, when, under severe international pressure and facedwith U.S. threats to cut off Marshall Planfunding, the Netherlands, despite beingnearly assured of victory, signed a peaceNorth American TF-51D-25-NTMustang CharacteristicsPowerplantPackard-Merlin 1,490horsepower 12-cylinderV-1650-7 1,649-cubicinch inline “V”Cruise Speed350 miles per hourMaximum Speed425 miles per hourService Ceiling41,900 feetLength32 feet 3 inchesWingspan37 feet 0 inchesRange1,000 milesWeight (empty)7,200 poundsWeight (maximum) 11,600 poundsPlane Talk—The Newsletter of the War Eagles Air Museumtreaty and recognizedthe new nation. At thattime the ML (MilitaireLuchtvaart) branch ofthe KNIL (KoninklijkeNederlands IndischLeger, or Royal Netherlands East Indies Army) turned their aircraft and other assetsover to the Indonesiansand left. Some of the253 aircraft that theDutch left behind included 42 North American B-25 Mitchells,34 Douglas C-47 Dakotas, 26 NoorduynAT-16s (license-builtCanadian versions ofNAA’s AT-6 Texan),63 Piper L-4J Grasshoppers and 26 P-51DMustangs. These aircraft were the core ofAURI for the next decade. Over the years,Indonesia grew its airforce into the largest inthe Southern Hemisphere by purchasingaircraft outright, including more P-51Ds andseveral TF-51Ds. TheIndonesian Mustangs,retired when new jetsentered service, laterturned out to be a real bonanza for warbird enthusiasts around the world, and especially for one John MacGuire, founderof the War Eagles Air Museum.Mustangs in the JunkyardHere’s the way the story goes In the late 1970s, an unknown pilot flying air cargo in Indonesia saw a pile of“airplane parts and pieces” in the woodsnear an old military air base in Jakarta.Later investigation found that the pilecontained parts from at least five P-51Dsand one TEMCO TF-51D. Incompleterecords and faded memories suggest thatthe TF-51D had entered service in Indonesia in 1968, after being with the Nicaraguan Air Force since early 1958.3The batch of Mustang parts was recovered in 1978 by warbird collector Stephen Johnson and shipped to his facilityin Oakland, California. John MacGuirebought most of the parts from Johnson in1979. Restoration of the TF took placebetween 1979 and 1983. Olivas Aviationof Fabens, Texas, rebuilt the wings, Vintage Aircraft, Ltd., of Fort Collins, Colorado, did the fuselage and Mike Nixon,of Vintage V-12s in Tehachapi, California, rebuilt the engine. The SmithsonianInstitution in Washington, D.C., helpedout by sending the Museum photocopiesof about 10,000 P-51 engineering assembly drawings. There was one slight probFeatured Aircraft (Continued on page 6)www.war-eagles-air-museum.com
Plane Talk—The Newsletter of the War Eagles Air MuseumIn The Companyof Giantsby George Van RiperThe prospect of seeing my friendand mentor Jimmie Parker for thefirst time in years kept me awakemost of the night of August 3, 2005. Jimlives in El Paso, Texas, near Fort Bliss. Ilive in Harker Heights, Texas, near FortHood. These two Army posts are about500 miles apart by road, and not muchless by air. The area between them is“arid”—an Indian word meaning “plentysage brush.” Jim and I are both retiredArmy Aviators. He was my first aviationcommander at Fort Hood in 1968 when Iwas a fledgling helicopter pilot.For the last few years, Jim has volunteered at War Eagles Air Museum, writing newsletter articles and helping in theOral History Program. He took me alongto the Museum on Thursday, August 4. Itwas an experience I will never forget.First on the agenda was lunch with theMuseum volunteers. By noon about 20 ofthem had gathered in the upstairs meeting room. Most were older men in their70s or 80s. Many had white hair or, insome cases, no hair. Without exceptionthey were warm and friendly to me.As we sat down to excellent homemadeMexican food, Jim introduced me. Hetold the volunteers I was a retired MasterArmy Aviator and, like himself, a veteran of the helicopter war in Viet Nam. Iwas instantly accepted as a fellow pilotand veteran. As I shook hands all around,I realized that these were not just ordinary people. They have a lot of pride—notso much in themselves individually, butmore in each other. They share a collective sense of humor unmistakably rootedin aviation. They show no mercy when agood story, true or not, scores a “directhit” on an unsuspecting victim. Old eyesstill laugh. And they all have a quiet dignity. You can see lines of tough experiences etched in their faces.They proudly share stories of their brother aviators. One man told me about another: “See ol’ Emmet over there? Hewas trapped in a crippled B-17 over Sicily in 1943. His aircraft’d had a wingshot off and it was spinnin’ down outtacontrol. He was sure he was gonna die,but then the ship exploded and blew himclean out of the fuselage. He managed toopen his parachute and land safely, butthe Italians captured him and he spent therest of the War in the Stalag Luft IIIPOW camp—y’know, the one where the‘Great Escape’ took place.” Another mansaid, “Ol’ Jack over there at the next table, he was a Marine pilot, flew TBMs,F4-Us, P-51s—you name it. He’s landedon most all of the aircraft carriers in thePacific durin’ the War. Most of ‘em aremuseum pieces now—ships like the Intrepid, the Hornet and the Ranger.”S Retired Army aviator George van Riper(l.) was kind enough to write this article afterhis recent visit to War Eagles Air Museum.With George is former volunteer and retiredaviator Jim Parker (r.) in front of the Museum’s recently restored MiG-21PFM .I learned that there were other real heroesat lunch that day as well. Bill’s B-24 wasshot down over Italy in 1944. The Italians captured him, but he managed to escape. Aided by partisans, he walked 200miles in four months to safety in Yugoslavia. Guy was the radio operator-gunner on the very first d Quarter 2006B-17 to arrive in England in 1942. Heflew more than 250 missions, got shotdown three times and was wounded bycannon fire from a German Focke WulfFW.190. Navy veteran Carl served on theminesweeper USS Prestige, which wasthe first American ship into Japan at theend of the War. He stood on ground zeroat Nagasaki just a few days after theatomic bomb exploded there.Most of these venerable World War IIand Korean War veterans flew fighters orbombers on dangerous missions over enemy territory. At “only” 63 years old, Ifelt a little like “Grasshopper,” as themaster priests of Shaolin Temple calledyoung acolyte Kwai Chang Caine in theold TV series Kung Fu.After lunch, Jim showed me the Museum. Fighters, bombers and trainer aircraftwere all restored to their original condition. Many looked like they could resumetheir missions over Europe, New Guineaor the Philippines. The restorations obviously had spared no expense, and the results are well worth it. I also visited thesheet-metal and engine shops, where dedicated staff members and volunteers under A&P (Airframe & Powerplant) mechanic Dan Taylor restore old aircraft toproper flying order. They sometimeseven make parts on the premises. I wasvery impressed. War Eagles Air Museumis quite a place, and not to be missed ifyou are traveling in the desert Southwest.It was not until that evening, after dinnerwith Jim and his wife Carol, that I realized that during lunch I had been in thecompany of giants. The immaculate warbirds on display are not what I will remember most about War Eagles Air Museum. Rather, it is the men who hadshared their lunch, their stories and theirfriendship with me. These old warriors,brave men who had hurled themselvesthrough the air with incredible bravery inthe fight against the evil forces of theNazi Germans and Imperialist Japanese,are the real War Eagles. Tom Brokawcaptured the essence of these men in hisbook The Greatest Generation. They arethe real treasure of War Eagles Air Museum, and their stories are the real treasure of our Nation.
Second Quarter 2006HistoricalPerspectivesby Robert HaynesThis column is the first of a twopart series examining the role ofthe Curtiss P-40 Warhawk inChina in World War II, and how that rolestill affects U.S.-China relations today.One of the largest U.S. operations areasin the War, China was also the most isolated and difficult to supply. The longprocess of just getting to China showedU.S. soldiers that resupply would be veryrare indeed. With the Japanese controlling the coast, all supplies for China hadto come in by air or over extremely poorroads from Burma. Even this connectionwas broken when the Japanese occupiedmuch of Burma in December 1941. Military operations in China underscored theneed for innovative, unconventional, extraordinarily resourceful commanderswho could accomplish their missionswith little support and even less materiel.In addition to being the starting point ofWorld War II, with the July 7, 1937 clashof Japanese and Chinese troops at theMarco Polo Bridge near Beijing, Chinawas one of the most complex theatres ofoperations. Were China not so vast, therewould scarcely have been room for all ofthe various groups that fought each otherthere. The Nationalist government ofGeneralissimo Chiang Kai-shek ostensibly ruled the country. Enjoying officialAllied recognition, Chiang’s governmentreceived war materiel and supplies viathe Lend-Lease Act of 1941. But therewas another player in China’s internalpolitical and military scene—Mao Tsetung’s Chinese Communist forces. Chiang’s and Mao’s forces often fought eachother more than they fought the Japanese.In fact, before the Japanese attack, theNationalists and the Communists foughta vicious civil war. By 1939, the twobitter rivals realized that Japan was theircommon enemy, and they agreed to stopPlane Talk—The Newsletter of the War Eagles Air Museumfighting each otherand concentrate ondriving out the Japanese. But neither sidehad the purest motives. Both armieshoarded supplies andavoided unnecessarycombat with the Japanese in order to conserve their resources for the future battlesbetween them that would decide whowould control China after the War.Various warlords, bandits, puppet states,foreign settlements, outside meddlingand conflicts within the Allied commandstructure made the War in China impossibly complex. Warlords and bandits, forexample, operated throughout the vastcountryside. They often switched theirloyalties between the Allies and the Japanese, depending on who they perceivedto be stronger at any time. They ruthlessly exploited the rural peasants, takingadvantage of the country’s chaos. Thenthere were Japanese-controlled “puppetstates.” The largest of these was Manchukuo, in the north. The most notorious wasNanking. Although these states had largearmies, the Japanese viewed them withcontempt and only used them rarely.For years China hostedseveral foreign settlements which were potential flashpoints between the Japanese andthe supposedly neutralWestern powers suchas Britain, which hadlarge colonies at HongKong and Shanghai.Japanese troops occupied these settlementsafter the Pearl Harborattack. Another factorwas China’s northernneighbor, the Union ofSoviet Socialist Republics (USSR), led bythe ultra-paranoid Joseph Stalin. The Japanese had defeated Russian forces in 1905 andtook over the southern5half of strategically important SakhalinIsland (which the USSR did not get backuntil 1952). To say that Stalin was suspicious of Japan would be an understatement. He became even more concernedwhen Japan moved into Manchuria andnorthern China, pointing a dagger at theUSSR’s “soft underbelly.” Many Japanese leaders wanted to invade the USSRrather than China to obtain raw materials.Japanese control beyond northern Chinaand the coastal cities was weak. Thus theAmerican Volunteer Group (AVG),which became the 23rd Fighter Group ofthe U.S. Army Air Corps on July 4, 1942,was able to use the countryside to goodadvantage. The AVG set up a rural radionetwork that proved to be vital for theday-to-day operations of all U.S. andAllied aircraft in China. For example, thenetwork tracked Japanese aircraft as theyformed up to attack U.S. bases, and allowed P-40s to be rolled out, armed andairborne before the Japanese arrived.Lost pilots used this network to get vectors for home, and it also directed rescuecrews to the locations of downed airmen.Part 2, next issue, will discuss the aircraftand tactics of the AVG and its leader,Major General Claire L. Chennault.Model T Roadster RestorationS After many months of hard work, the dedicated members of the1914 Ford Model T Roadster restoration team are very proud of theproduct of their labors: (l. to r.) Armando Villalobos, Carl Wright,Vaun Rodgers, Bill Swartout, Dr. John White, Jim Jennings, RayDavis, Dario Toffenetti. Not pictured—Sal Alaniz.www.war-eagles-air-museum.com
Plane Talk—The Newsletter of the War Eagles Air MuseumSecond Quarter 2006that his only alternaToday, Friendly Ghost is one of the firsttive was to take off. Inaircraft you see when you enter the Mua few seconds time, heseum. Although she is not today maintransitioned from atained in airworthy condition—her enCessna pilot to agine is “pickled,” for example, and she isTF-51D pilot. After he“out of annual”—she could easily be recaught his breath andstored to flight status. Thanks to a chancehis knees stoppeddiscovery by an unknown pilot in a disknocking, John begantant land, and the skills, dedication andto feel the thrill of flyresources of warbird enthusiasts and Muing one of the hottestseum staff and volunteers, visitors canprop-driven fighterenjoy seeing this one-of-a-kind exampleplanes of World Warof a historically significant aircraft.II. But now, he facedSourceshis second dilemma—S Sporting a brand-new paint job in the (fictitious but attractive) landing. It was out ofDavis, Larry, P-51 Mustang in Action,markings of the Texas Air National Guard (with which she never the question to land onSquadron/Signal Publications, Carrollton,served), Friendly Ghost dominates the War Eagles Air Museum the short Fabens runTexas, 1981hangar in this undated photo.way, so John headedGruenhagen, Robert W., Mustang—Thefor Dell City, whichStory of the P-51 Fighter, Arco PublishFeatured Aircraft (Continued from page 3)had a runway long enough to accommoing Company, New York, 1969date the TF-51D. After making severallem: the drawings, printed on huge rollsHardy, M.J., The North American Muspractice passes over the field, he easedof paper, were not in sequence. It tooktang, David & Charles, London, 1979back on the throttle and slowly set thevolunteers two months to cut apart, sortGhost down for a perfect landing ”Kinzey, Bert, P-51 Mustang in Detail &and collate the drawings for the airplaneScale, Squadron/Signal Publications,There’s also an interesting story behindthat would bear the name Friendly Ghost.Carrollton, Texas, 1997the paint job on Friendly Ghost. SomeFriendly Ghost took to the air in 1983 atShacklady, Edward, Aircraft in Profile—sources and websites erroneously reportFabens Airport in the hands of John MacThe North American P-51D Mustang,that this TF-51D was for a time assignedGuire, but its first flight had some surpriDoubleday & Company, New York,to the Indiana Air National Guard. This isses, as related in this slightly edited tale1969not true. The paint scheme—overall polfrom the Fall 1992 Plane Talk:ished metal with blue“lightning bolt” side“ On his first taxi run, John found that,and tail stripes, and awhen he reached the end of the runway,blue nose surroundedthere was no space large enough to turnby white stars—indeedaround the TF-51D. He had to cut theresembles the colors ofengine and get a tow vehicle to pull himIANG aircraft. But thisback to the starting point. On his secondwas just a design thatrun, John realized halfway down the runJohn MacGuire pickedway that he was running out of space andbecause he thought itwas attractive. Similarly, the aircraft neverflew with the Texas Airnational Guard, despiteits “TEXANG” markings. John simply decided to paint his prizeTF-51D with TEXANGmarkings in honor ofhis adopted state. The S Here’s a sight unlikely ever to be seen again—a formation ofthree Mustangs over West Texas. The most distant aircraft is theMuseum’s NAA AT-6FTF-51D Friendly Ghost, the middle one is P-51D Ghost RiderTexan sports a similar (formerly owned by Apollo 8 astronaut Frank Borman), and theS Here’s another photo of John MacGuirepaint scheme for the photograph was taken by Rob Satterfield from the cockpit of P-51Dflying Friendly Ghost over his ranch in farsame reason.West Texas.Silver Ghost (now owned by Apollo 8 astronaut William Anders).www.war-eagles-air-museum.com6
Second Quarter 2006Plane Talk—The Newsletter of the War Eagles Air MuseumMembership ApplicationWar Eagles Air MuseumThe War Eagles Air Museum collects, restores and displays historic aircraft, mainly from the World War II and Korean War timeperiods, to encourage awareness and appreciation of military aviation history through exhibits, educational programs and specialevents. The Museum is a nonprofit organization as defined by the United States Internal Revenue Code. Operated by staff andvolunteers, the Museum is supported by funds obtained from admissions, memberships and contributions. All dues and contributionsare 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 Museum8012 Airport RoadSanta Teresa, NM 88008Membership CategoriesNAME (Please print)STREETCITY STATE ZIP —TELEPHONE (Optional) — —E-MAIL ADDRESS (Optional)Individual 15Family 25Participating 50Supporting 100Benefactor 1,000Life 5,000Will be kept private and used only for War Eagles Air Museum mailings.War Eagles Air Museum sincerely thanksthe following individuals and organizations for theirdonations to the 2005 CorporateYouth Sponsors Program. Thisprogram educates local studentgroups about the contributionsof military aviation to America’s history. For many students,visits to the Museum funded bythese generous donors kindle aninterest in aviation and relatedtechnical career fields.War Eagles Air Museum Corporate Youth SponsorsBronzeSilverGoldPlatinumDiamond( 50 249)( 250 499)( 500 999)( 1,000 2,499)( 2,500 or more)Alamo Industries,Inc.El Paso Aero, Inc.El Paso ElectricCompanyEl Paso CommunityFoundationJonathan RogersFrank and SusanBormanJon T. HansenWilliam H.Gardner, IIICoronadoCleanersC. F. Jordan, L.P.SWIFCO, Inc.7www.war-eagles-air-museum.com
War Eagles Air MuseumDoña Ana County Airportat Santa Teresa (5T6)8012 Airport RoadSanta Teresa, New Mexico 88008Museum Co-FounderCredited with SavingEl Paso LandmarkOn March 17, 2006, more than2,000 people gathered in downtown El Paso to celebrate thegrand re-opening of the historic PlazaTheatre, and to thank War Eagles AirMuseum co-founder Betty MacGuire,who is credited with saving the theatrefrom demolition 20 years ago.An event at the Plaza was a magical affair to remember. Seated by ushers whocatered to their every need, theatre guestswould see the main lights dim while tiny“stars” blinked and “clouds” appeared onthe blue “sky” ceiling. The huge MightyWurlitzer Organ, with 15 ranks and 1,071pipes (one of only six of its kind everbuilt and the only one known to still existin the world today), would rise from theorchestra pit and the organist would playa musical medley before the show.When the Plaza opened in 1930, it wasthe largest theater between Dallas andLos Angeles. Its size, architectural extravagance, elaborate decor and technicalinnovations made it a unique venue thatsoon became known as the “Showplaceof the Southwest.” Patrons were awed bythe intricately painted ceilings, mosaictiled floors, decorative metal details andantique furnishings. It hosted Hollywoodluminaries such as Clark Gable, the MarxBrothers, John Wayne and Mae West.By the 1950s, however, the advent of television, the mov
El Paso Landmark Saved.8 Featured Aircraft A t first glance, the airplane looks like a North American P-51D Mustang. It has the squared-off . Plane Talk—The Newsletter of the War Eagles Air Museum Second Quarter 2006 Plane Talk Published by War Eagles Air Museum 8012 Airport Road Santa Teresa, New Mexico 88008
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Le genou de Lucy. Odile Jacob. 1999. Coppens Y. Pré-textes. L’homme préhistorique en morceaux. Eds Odile Jacob. 2011. Costentin J., Delaveau P. Café, thé, chocolat, les bons effets sur le cerveau et pour le corps. Editions Odile Jacob. 2010. Crawford M., Marsh D. The driving force : food in human evolution and the future.
