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My B-17 Flying Fortress RC Scale Plane
(1/8th Scale. 1:8)

Built from 1992 till 1994 (own Plan and building own retracts included). Flown from 1994 till present.

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B-17G FLYING FORTRESS

a.o CHAMPIONS MODEL on:

European Star Cup Championships Stand-Off Scale '94 + '95 + '96 + '99
and
Dutch Open Championships Stand-Off Scale '94 + '95 + '96 + '01 + '03
and
German Open Championship Stand-Off Scale 1995

OWN PLAN + CONSTRUCTION (1992-1994) and flown by:
JAN HERMKENS, OSS, NETHERLANDS

Specifications Model:

                Scale              : 1/8th (1:8)               Stabilizer Span         ; 1640 mm (65")
                Wingspan          : 4000mm (158")            Stabilizer Profile       : NACA 0012
                Length             : 2850mm (112")            Wing Area              : 190 dm2
                Wing Profile       : NACA 4415/2415         Weight                  ; 19,3 kg (42,5 pound)
                Chord Rootrib     : 750mm (30")               Engines     : 4x Laser 0.70 (11,5cc) 4-Stroke

000A

000B

000C


B-17 Nine O Nine,


1944

Crew Nine O Nine,

1944

B-17 Nine O Nine,


2004

000D

001

002


Me in the Nose-dome

of the B-17 Sally-B

1985

Own Drawning Fuselage

1981 (1/10th.  1:10),
1991 (1/8th. 1:8)

Fusalage + Finconstruction 1992
(Own plan, scale 1/8th. 1:8)

INTRO
My love affair with the American Bomber B-17 Flying Fortress began many years ago.
As a teenager ,building and flying free-flight gliders in the early sixties, I dreamed that I would build some day a large Flying Fortress. At that time it seemed like an impossible dream, but it was just a matter of time.
With experience gained, later in the seventies, on R/C models including Multi-engined designs, and flying F3A aerobatic contests, it was time to put the dream into reality. So I built from 1981 till 1983 my first B-17, scale 1/10th (1:10)
(span 3,17m.= 10 feet), from my own plan. She had her Maiden flight in June 1983 and after many flights and winning a lot of large Scale and Stand-Off Scale Competitions, (among them National Championships) the model crashed in July 1987, after a radio failure.
September 1992 I was looking for a new multi-engined model and wanted to build a successor to my 4-engined
flying boat Short
Sunderland (1:10, span 3,50m.= 11½ feet). In any case, it had to be from World War 2 and at last
I chose once more, the B-17, but now a little bit larger, scale 1/8th (1:8) (span 4m.= over 13 feet).


PROTOTYPE
With the Design of the B-17 was started on 18th July 1934, and the prototype B-299 flew at 28 July 1935 with four Pratt and Whitney Hornet engines 850 hp. It crashed unfortunately on 30th October 1935. In spite of this, the USAAC ordered 13 Y1B-17 and 1 Y1B-17A with turbo chargers for the Wright Cyclone engines, they went into service as B-17 and B-17A. Than came the B-17B (39 ones) with modified fuselage nose ,larger stabilizer and turbo chargers. They were followed up by the B-17C (38 ones) with 1200 hp engines, more armour and self-sealing tanks. The next type was the B-17D (42 ones) with more improvements, 30 of them were destroyed at Pearl Harbor 7th dec 1941, and the USA got into the war. The B-17E (512 ones) was visible different from the earlier types, it had, as all the later B-17’s, the characteristic giant and far forward dorsal fin, a larger stabilizer, improved armaments, i.e. a Bendix upper-turret, a Sperry-ball turret and a tail-gun. The crew increased from 6 to 10. In May 1942 the first B-17F (3000 ones) flew, with more changes, but the only visible difference was the more sharpened and frameless plexiglass nose dome. The most built was the B-17G (8680 ones), she was the result of bitter gathered fighting experience, a chin-+ cheek turrets and a Cheyenne tail turret were fitted, better turbochargers and paddle props.
On the B-24 Liberator the Sperryball under-turret could be retracted inside, but not on the B-17. A crash-landing was a disaster for the Sperryball gunner, so he had to leave the turret very quickly when time was left, and unbolt it with special tools and than it felt down.

The Nine-O-Nine.The imitated prototype. (pictures 000A till 000D)
As prototype I chose again the Nine-O-Nine (an early B-17G with the older type tailgun and not the Cheyenne turret) simply because I had still the complete documentation of this plane, when I flew the 1/10th (1:10) model in the mid-eighties for some years. This bomber got her nickname from the last three digits of her serial-number 231909 and was based at Bassingbourn England, belonged to the 8th USA Airforce, 91st Bombgroup, 323rd Squadron.
She flew 140 missions all over Germany, survived the war, without ever having to turn back from a mission, never lost a crew-member, also a lucky plane!


THE MODEL

Drawings (pictures 001 + 005)
So I enlarged simple my own and very detailed 1/10th (1:10) plan  into scale 1/8th (1:8). I had to made some changes, because of the transportation; Fuselage in two parts, removable stabilisers, and each wing-half is from aileron to tip also dismountable.

Fuselage and Tailplane (pictures 002 till 004 + 021 till 028 + 041)
My third Flying Boat "Short Sunderland", survived the season 1992 without a car-accident (No. 1 model in 1990),
or interference through another transmitter being switched on! (No. 2 model in 1991).
So in autumn 1992 I started the new large B-17 model, completing the fuselage and tail surface airframe basic construction over the winter months. Built, as with all my large models in two sections laterally. The larger underside sectionformers were jammed inverted on the building board with the flat side down.
Provisions for the fuselage-joiners were built in, formers connected with stringers and at the bombbay /wing-fixing area also connected with. 2mm plywood strips + an extra pair of rootribs. ln this way a centre box was created, to which the nose and tail sections are attached. The framework was planked as far as practical, but many provisions and installations had to be made, for disconnecting the internal closed loop control linkages for elevators, rudder and tailwheel.
The servos were placed as for as possible in the nose, to avoid the need of ballast. After drying, the fuselage halve was removed from the building board and turned upright and supported on foam blocks. Now the tops of the formers were added, including them for the giant fin, and the upper surfaces planked. Wing and tailplane fillets were built on, and the flowing lines were being achieved with some of the formers.
The whole cockpit hood is removable (as with all my large models), radioinstallations, powerpacks, bombbay- area and so on, are always very accessible.
Now the rear fuselage could be separated  from the front half, by loosening the 4x M4 socket bolts and saw through, between the 2 dual formers and through the flat brass tubes. In this way it will fit accurately! 

The stabilizer (pictures 021 till 025)
has a symmetric section, NACA 0012, and is also a rib construction. It has been built, as later also the wings, on raised supports (12mm plywood strips). Elevators were built on, in one piece with the stabiliser, with pin hinges and a long 1,5mm piano wire in a plastic tube, but not planked in one piece with the stabiliser. So they could be cut off without any trouble.
Before planking, joiners for /to the fuselage (dural and carbon tubes) were glued in. The elevator control linkage is provided by sliding one piece of brass tubing (ٱ 5mm glued in elevator) into another (ٱ 6mm in the tail-section). The tubes are supported on Pertinax (Paxolin) bearers inside the fuselage, the elevator control horns being separate for individual control.

Now it was april 1993, and everything was put away, because a new flying season for the Sunderland was coming!

Wings (pictures 006 till 015)
With these I started in Autumn 1993. They are also a rib-construction and have a NACA 4415 profile from the rootrib to the aileron, and further on progressing to a NACA 2415 profile section at the tip, so an aerodynamic wash-out has been built in (a geometric wash-out always gives drag!).
Wings I always build on raised supports too (strips of 12mm cheap plywood), it allows building on the nacelle construction etc. Because of the large wing chord, there are three; under the main spar, rear spar and rib ends. In these supports the wash-out and dihedral already are built in, and on these (with Sellotape on them) the lower spars were pinned, and then ribs could be glued on, the upper spars, and leading edge.
The ailerons are build in with the wings, the same as with the elevators (pinhinges and a long 1,5mm piano wire in plastic tubes). For the nacelles I used again my own construction; the nacelle side walls are in one piece with some ribs, over these ribs the nacelle formers and firewall were glued. Parts of the upper nacelle must be removable for access to the fuel tank. Now some provisions were made for the servo fittings, extension leads, throttle linkages, wingjoiners, flaphinges and so on.
The wing panel sheeting is commenced with the wing-underside and the wing was replaced on the supports and weighted down, this also ensured the retention of a true straight wing. The same for the wing-upperside, then the nacelles could be planked. The separate planked ailerons were cut out and convex leading edges glued on to them. The original split flaps were directly built against the wing -underside, with clear folio between it as a barrier, and the special flap hinges were installed.

Wingjoiners/Fixings (see pictures 007 till 013)
Each wing-half is also divisible in two parts and connected with joiners (dural tube 18mm and carbon tube 11mm in polyester GRP tubes) and fixed with long sheet- metalscrews through wood blocks and tubes (piece of hardwood in it). The wings themselves are fixed to the fuselage with a dural tube 30mm at the front and a 18mm one, at the rear. These tubes are in one long piece and are every time inserted through polyester GRP guide tubes in the fuselage and than on both sides, the wings can be pushed on, and also fixed with long sheet-metalscrews through wood blocks and tubes. (In the same way as the stabilisers).

Cowlings,Turrets and Retracts (see pictures 010 till 012 + 016  till 020 + 037 till 045)
The cowlings (diam. 180mm) are made from aluminium stove pipe with a 3mm plywood former half glued in. To these formers the radial motor-dummies were glued, and then over these rings a polyester GRP moulded nose cowl ring.
In the aluminium pipe, cooling gills were slotted and bent out a little bit. Upper turret, nose cone and cheek gun shields were formed, with plugs, from 1mm clear pvc in the kitchen stove. Chin, Sperryball and tail turret were made from polyester GRP, on mouldings, with the help of big balloons (blown up) pushed over the mouldings.
The retracts are electric via a screw-jack and microswitches, it is made from stainless steel and aluminium (own construction). They are mounted in the inner nacelle, under the tank, on hardwood bearers.

Finishing (see pictures 021 till 023 + 031 till 036)
After a final sanding and a filler, everything was covered with light weight tissue and one coat of clear dope. Then scale panels and so on were scratched- in, two more coats of clear dope and sanded, a wash-primer was sprayed on, wet sanded and rivets were applied.
Finally the model was sprayed with the authentic colours (matt two-component acrylic) and weathered. Markings and codes were sprayed on. The final details were applied, pilots and some crewmembers were installed, also turrets, windows, cockpit interior and so on.

Engines (see pictures 024 + 045 till 047)
The B-17 was fitted with 4x Four-stroke engines, the English Laser 0.70 (11½cc). These have only a height of 84mm! (Osmax70 and Saito65 are 96mm) and fit just into the cowl of 180mm. Extension tubes for the silencers were made and hard soldered, so that they came out in the scale exhausts. The engines don’t have side or down thrust and no on-board glow system.
The Laser engines are very reliable, running smooth and have a deep sound, just real. With APC 12x7 the climbing was very good, but fully throttled the thrust was still too large, sometimes giving problems with landing. So I changed them for Master Airscrews 13x6 , but that was no good, for the moment, twice a motor cut-off, inner or outer, even the B-17 flew further without any problems, just like the original plane. So I changed the props again and now with Graupner 12½x6, now the engines were running and beating superb, and the landings could be slower now! After a year with many flights I tried the Master Airscrews 13x6 again, because the engines were running more routes, and now they were perfect!


Radio Installation
At last my Graupner MC 20 Radio equipment was installed and I needed all 10 channels, with a total of 14 servos,
2 PCM receivers, 4 switches, 6x 1700 mah batteries; two for the receivers, two for the aileron and flap extern boosters, this in view of the long extension leads (in 2004 replaced by 2x2=4 batteries, for 2xPower Management System PMS-plus of Engel Modellbau Germany), 5th battery for landing lights / upper Turret rotation, and the 6th for the retracts.

Fuselage servos: 2x Elevator, 1x Rudder, 1x Tailwheel, 1x Micro switch Retracts, 1x Microswitch -Landinglights/upper turret, 1x Bomb- bay doors, 1x Bombs and/or parachutes release. (Total 8). Both elevators, rudder and tailwheel are operated in closed loop linkage system, using stranded and plastic covered wire. At the rear, where the two fuselage halves join, connection is with ball-links from cranks.

Wing servos: 2x Aileron, 2x Flaps, 2x Engines (left and right).

The ailerons also have the closed loop linkage system, the flaps are actuated via inner M2,5 Rod-system, and the pair of engines via rods and horns on a rotating 3mm piano wire in plastic tubes. All the leads from each wing-half are soldered to a computer connector, and each positive and negative are connected with a tiny ceramic condenser (1Nf) to avoid aerial effect on the long extension leads!

Mixers: 7 mixers are used, for example: Combi-mixer, Left and right engines, two asymmetric mixers for Rudder/ Left and right engines (Taxying). Operating with a pilot and co-pilot is probably a nice piece of teamwork, but the challenge everything operating by myself was greater, besides, in contests a co-pilot is not allowed. One pilot operating can be done, but you must have a lot of experience and you must know your transmitter very well!


Maidenflight
(see pictures 048 till 060)
Saturday 7th May ‘94, it was nice weather and I wanted to test fly the new B-17 at a Military Air Base. There, at the same day most models of the KLM World Champion Meeting would have their test-flight. I was asked to test-fly the four electric engined Vickers Viscount of a friend of mine, and it flew very well.
I had the notion that there would be no time left for my B-17, so I decided to drive home to our own local airfield.
The model was assembled, everything was checked and tested, the engines started, some taxi trials were made and then ‘Nine-O-Nine’ was refuelled, ready for her first operational sortie. As always, there were the same worries! Shall she fly? Incidences and Centre of Gravity correct? How much will she need fore take off.
Slowly the throttle control was opened and as was expected, the model started to drift a little to the left. However, the mixer rudder/engines provided instant correction, and the B-17 increased speed as full power was selected, the tail came up and after 40-50m. she was suddenly airborne. To early, but she climbed away nicely, only requiring some down elevator trim for straight and level flight. (after landing aIl six batteries were moved more forward, to correct the tail down trim).
The large B-17 responded very well on all controls, the incidence difference could be a little bit less, but she was a formidable flyer! Throttling back to about 2/3rds, with gear up, and there was the 4m. four engined beauty flying slowly and majestically with a deep beat of the four engines, specially in low fly passes, quite thrilling !
After ten minutes of test-flying, an approach circuit was made, throttling back and gear down, flaps 30o. S1owly and
a steady approach was followed by a smooth touch -down and a roll-out (speed a little bit to high, probable due to the 12x7 props, to much thrust!).
Again I had a very proud feeling! The next day I flew some more test flights, everything was splendid, even all the extra functions: Bomb-bay doors, bomb- and parachute dropping, landing lights, and rotating upper turret.
So did not have to worry when I was leaving direction Germany for her first contest ,1994, in the European Star Cup Championships Stand-Off Scale for which you have to fly some contests in different European countries.

Even bigger was the joy winning this first contest for and with the new B-17, as well static as flying!


Flying Contests & Meetings
(see pictures 061 till 100)
It was and is enjoying, flying this Model, so realistic and majestic! Made many flights and did win over 30 International Scale Contests all over Europe.
In 2003 I flew my very last Contest, and that was with the B-17, than I stopped competing Contests. Only Scale & Warbird Meetings.


Overhauling in 2007
 ( see pictures 085 till 087) 
Spring 2007, after 13 years with many flights, I overhauled the B-17.
All the Window-glazing, Gunshields, Nose-dome, etc, were yellowed by the sun, so made and formed new-ones and changed them.
Sanded the Nacelles and the Engine-Cowls  (provided them with new and self formed Engine-dummies) and sprayed them again.
Dismantled for the first time  the 4-stroke Lasers 70 entirely, changed some parts, such as the valve-springs and bearers.
Dismantled the electric Retracts (own-construction) and remedied the margins.


The B-17 was and is the attraction at many Scale & Warbird  Meetings, a highly respected guest.

2016;
She is an old Lady now (22 years old, and over 800 flights!)
, and for the time being she will not fly and is hanging on the ceiling.

My new Douglas A-26B Invader (span 3,60m = 142") has taken over her role in Warbird & Scale Meetings!

 

003

004

005


Fuselage + Finconstruction

(2)
.
Finconstruction
with closed loop control
for rudder

Own Drawning Wing
1981(1/10th. 1:10)
 1991(1/8th. 1:8)

006

007

008


Raised supports
for
Wingconstruction

1993 Wingconstruction
for Warp-free structure
 (own plan, scale 1/8th. 1:8)

Wingconstruction
with build in dihydral
and
aerodynamic wash-out

009

010

011


Wing separated
in Innerwing and Outerwing
(for Transport)

Retracts
Own construction.1992
(electric)

Innerwing with
throttleservo + Flapservo,
and electric Retracts
(own construction) installed

012

013

014


Retracts
(own construction, electric) installed

Outerwing
with ailleronservo
and closed loop linkage

Wing planked
underside

015

016

017


Wing planked
upperside

Plugs and Mouldings (1/8th model)

for turrets,windows
and cowls

Nose Dome
made with plug
in kitchen stove

018

019

020


Cheek Gunshields

made with plug
in kitchen stove

Balloonmethode
for GRP parts

Forming the GRP cowl
over moulding with a big balloon With a little help from
my daughter Iris

021

022

023


First assembly
Was needed a large room,
Span; over 13 feet= 4,00m.)

Same as 021,
but from front

Same as 021,
but now from rear leftside

024

025

026


4x Laser 70 (11,5 cc)
four-stroke

Tail-section

First Assembly Outside
1994
at homebase
MFC Delta Oss (NL) (1)

027

028

029


Tail-joiners
and
connectable internal
closed loop control linkages

Connectable Internal
closed loop control linkages
for
elevators, rudder and tailwheel

First Assembly Outside
1994
at homebase
MFC Delta Oss (NL) (2)

030

031

032


First Assembly Outside
1994
at homebase
MFC Delta Oss (NL) (3)

1994;
A beautifull result
(scale 1/8th. 1:8)

Big!
Span over 13 feet (4,00m.). Retracts_ own construction. Engines, 4x0.70 (11,5cc) Laser four-stroke

033

034

035


Big!
Span over 13 feet (4,00m.). Retracts_ own construction. Engines, 4x0.70 (11,5cc) Laser four-stroke

Front

 
 Rear left-side

036

037

038


Front Close-Up

Self made Nose-Dome
and Chin-turret

Nose-Art, (handpainted)
and self made Nose-dome,
Chin-turret, Cheek-gunshields

039

040

041


Self made
Cheek-Gunshields,
leftside

Self made
Cheek-gunshields,
rightside

Cockpithood
with self made
Upper-Turret

042

043

044


Ball-Turret

self made GRP part

Tail-Turret
self made GRP part

Tail Turret Close-Up

045

046

047

048

049

050

051


Engine-cowl
(selfmade from Alu and GRP) with Motordummy

Firing up
the 4x Laser 70 (11,5cc) engines for the first time.
(after running in)
 

Same as 046,
but on the right-side
1994, Mai 7th

Maidenflight

at homebase MFC Delta Oss, ready for take off

Taking up speed
for the first Take-off

For the first time
Airborne
Now Gear and flaps up

Gear and Flaps are up,
and Testing now

052

053

054

055

056

057

058


The 4x Lasers 70 (11,5cc)
are running magnificent

B17 Flying Fortress
in full flight

Preparing for Approach

Retracts down

Gear and flaps down
landinglights on
for the first landing

First Touch-down
and a
 Succesfull Maidenflight

Rolling out

059

060

061

062

063

064

065


A very proud
and
satisfied scale modeller!

Model or the Real ?
on the tarmac

1994;
First contest,
at the same time the first Victory for the B-17 (Germany)

1994;
Dutch Open Champion Scale With B-17 in total 5x; '94+'95+'96+'99+'03. No contests in '97+'98, car accident-injury
.
European Star Cup Champion
In 1995 for the 2nd time
Also with B-17 in '94+'96+'99. (No contests in '97+'98, car accident-injury)

1995;
Winner in Switzerland,
with B-17

(also in '96+'99)

1995;
German Open Scale Champion with B-17
The first and only foreigner ever!

066

067

068

069

070

071

072


1996;
Winner in France, with B-17 (also in '94).
Mick Reeves, GB, (ex-Worldchampion) is runner up
1999;
 Winner in Germany,
with B-17 (also in '95+'96).
Left and right, are also
German Open Champions!

With B-17
European Star Cup Champion '94+'95+'96+'99 (in total 6x, with P-61 2x). B17 winner over over 30 Int. Scale contests

In 2000 I entered
with the B-17
only one Scale Contest; Germany. Winner

In 2001 I also did enter only one RC Scale Contest with the B-17;
Winner and

Dutch Open Champion
Stand-off-Scale

In 2002 I entered only one RC Scale Contest with B-17;
Winner and Dutch Champion Stand-off-Scale (My P-61 was Dutch Open Champion)

2003;
Topgun USA Invitation

073

074

075

076

077

078

079


2003;
 Topgun USA Competitors Schedule.
I canceled, the Sponsor (Dutch KLM) dropped-out

2003;
 Dutch Open
Stand-off-Scale Champion's
in Oss.
My very last contest!

In 2003, I entered my
very last Scale Contest.
Winner with B-17 and
Dutch Open Champion
Stand-off-Scale

Kerken 2004;
2nd
German Warbird Meeting
Ready for Take-off

Kerken 2004;
2nd German Warbird Meeting.

Dropping bombs and chutes

Kerken 2004;
2nd German Warbird Meeting.

Nice Touch down

Oss 2006;
1st
Dutch Warbird & Scale Meeting.

my B-17+ P-61+ Waco YMF

080

081

082

083

084

085

086


Oss 2006;
1st
Dutch Warbird & Scale Meeting.

B-17 in Flight

Oss 2006.
1st
Dutch Warbird & Scale Meeting.

B-17 + Beech-18

Suhl 2006;
4th
German Warbird Meeting


My B-17 and P-61

Suhl 2006;
4th
German Warbird Meeting


B-17 in Low Fly-pass

Suhl 2006;
4th
German Warbird Meeting


My B-17 banking

Sept. 2006;
After 13 flying seasons;
Glazing has beenYellowed
by the the Sun

Spring 2007.
Old Turret and shields,
Yellowed by the sun
after 13 years flying

087

088

089

090

091

092

093


Spring 2007.
New formed
Cheekgunshields
Oss 2007;
2nd.
Dutch Warbird & Scale Meeting.

My B-17, P-61, Corsair
 Oss 2007;
2nd.
Dutch Warbird & Scale Meeting


My B-17 on Final
Oss 2007;
2nd.
Dutch Warbird & Scale Meeting


B-17 has landed
Kehl 2007;
5th
German Warbird Meeting

 My B-17 and P-61 in front of our Caravan
 Kehl 2007;
5th
German Warbird Meeting


B-17 in Low Fly-pass
Kehl 2007;
5th
German Warbird Meeting


B-17 save landed

094

095

096

097

098

099

100

Oss 2008;
3rd
Dutch Warbird & Scale Meeting


B-17 Taking-Off
Oss 2008.
3rd
Dutch Warbird & Scale Meeting


B-17 in full Flight
Oss 2008.
3rd
Dutch Warbird & Scale Meeting


B-17 on Approach
2008 Oss.
3rd
Dutch Warbird & Scale Meeting


Eagle has landed
Hofheim 2008.
6th
German Warbird Meeting


My B-17 + P-61
Hofheim 2008.
6th
German Warbird Meeting


B-17 in Close-up
Hofheim 2008.
6th
German Warbird Meeting


B-17 Banking

101

102

103

104

105

106

107


2009
Warbird Meeting Germany (Frankfurt)

2009
Warbird Meeting Germany (Frankfurt)

2009
Warbird Meeting Germany (Frankfurt)

2009
Warbird Meeting Germany (Frankfurt)
B-17 in Close-Up

2009
Warbird Meeting Germany (Frankfurt)
B-17 on Final

2010

Show Nottuln Germany


2011
Tibenham Airfield England

Salute to the 445th Bomb Group
stationed at Tibenham 1943-1945

108

109

110

111

112

113

114

 2011
Tibenham Airfield England

Salute to the 445th Bomb Group
stationed at Tibenham 1943-1945
 2011
Tibenham Airfield England

Salute to the 445th Bomb Group
stationed at Tibenham 1943-1945
 2011
Tibenham Airfield England

Salute to the 445th Bomb Group
stationed at Tibenham 1943-1945
 2011
Tibenham Airfield England

Salute to the 445th Bomb Group
stationed at Tibenham 1943-1945
 2011
Tibenham Airfield England

Salute to the 445th Bomb Group
stationed at Tibenham 1943-1945

2012
Warbird Camp Döttlingen
Germany

2012
Warbird Camp Döttlingen
Germany

115

116

117

118

119

120

121


2012
Warbird Camp Döttlingen
Germany

               2012                      
Warbird Camp Döttlingen
Germany
 
               2012                      
Warbird Camp Döttlingen
Germany

               2012                      
Warbird Camp Döttlingen
Germany

2013
 
Delta Oss Dutch Warbird Meeting.
My B-17, P-61 & P-47

2013

 Delta Oss Dutch Warbird Meeting. My B-17

2013

Show Horst. NL
My B-17 & P-61

122

123

124

125

126

 

 

 

 

2013

Show Horst. NL
My B-17


2013

Show Horst. NL
My B-17 taking-off

2014

My 20 year (then) old B-17
at the Dutch Warbird Meeting
Oss, NL. 2014
2014
For the time being,
the last Flight of my
20 year (then) old B-17, flying
in front of the dutch National Flag at the Dutch Warbird Meeting
Oss, NL. 2014
2016.

My 22 year old B-17,
for the time being,
still hanging on the Celing.
 
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