The C54 Skymaster Society

Our Aim

The aim is to raise vital funds for the preservation and eventual restoration to flight of this

rare surviving Douglas C54 Skymaster. We believe that this aircraft is of particular importance

and has served as a true Workhorse in three major Global Conflicts namely World War 2,

Korean War and the Vietnam War.

She was a cargo plane and although these workhorses are not the ‘Glamour girls of the sky`

like the Spitfire or P51 Mustangs, they did the important and vital role of bringing back our

fallen and wounded troops as well as supplying the soldiers on the front line with valuable

supplies of ammunition, food and fuel.

In 2002 she made her way to England together with another DC4 to feature in a film about

the Berlin Airlift.

It is our intention to preserve this aircraft as a ‘Flying Classroom` for our current and future

generations to see and enjoy. She has an incredible story to tell spanning her 30 years of

military service and her time as an Agricultural Workhorse too.

Douglas C—54 Q Serial number 56498 Model R5D-3 entered service 16th March 1945.

History

World War 2 - This aircraft was delivered to the U.S.N on the 20th May 1945 as R5D-3 with serial number 56498. Her first unit was VR-11, Naval Air Transport Squadron at on Guam.

Her job was to repatriate wounded soldiers back to safety and take in a 1000 ltrs of blood per day to the battlefields of Iwo Jima. On the 2nd of February 1946 she transferred to VR-6 for a few months until she moved onto MAG-15, Marine Air Group 15, in April of 1946 based out of Hawaii. Her connection with the Berlin Airlift in 1948 is with VR-6. This squadron went onto fly supplies into Germany in Operation Vittles in 1948 during the Russian blockade. 498 remained in the Pacific Theater and in August 1947 moved to VMR-152 , Marine Transport Squadron 152 at El Toro. From here she moved around with the squadron to Barbers Point, Corpus Christi and onto Iwakuni in Japan.

The Korean War (1950-53) At NAS Iwakuni ,VMR-152 joined up with VMR-253. From January 1952 through to June1953, the squadron logged over 11,000 flight hours, carried 30,170 passengers, and moved 5,213,383 lbs(2,364,751 kg) of cargo.

The Vietnam War (1955 –1975)

Since 1946 she had been flying out of Agana, Guam, Iwakuni and Atsugi delivering supplies

and much needed whole blood for the wounded of

the Vietnam conflict. She operated in the Vietnam

campaign up until 1972 flying between NAS Atusgi,

Iwakuni in Japan, NAS Sangley Point, Cubi Point in

the Philippines, Barbers Point, Hawaii and El Toro

bringing back wounded soldiers and transporting

back vital supplies. She was retired after 30 long

years of military service.

Sold to Biegert Aviation of Phoenix, Arizona in

1975. Operated from 1977 to 1983 and sold in

January 1996 to Atlantic Warbirds Inc. of New

Hampshire. A restora-

tion was carried out

and the aircraft was

flown to England to

feature in a film about

the Berlin Airlift. The

aircraft registration was

then transferred to

Aces High US Inc. in

September 2002. She

has been stored at North Weald airfield north of London. Unfortunately the film was can-

celled and she has been left in the open since. The owner has kindly gifted her so that she

can be returned to

flight with the help of

volunteers and skilled

engineers and operated

by the C54 Skymaster

Society. She will grace

the skies and runways

and will tour the UK,

Europe and USA to

educate people.

The Plan 1. Corrosion Repair

There is exfoliation corrosion in several areas of the upper spar caps of both mainplanes. The section shown above is on the outer Right mainplane main spar just outboard of the transport joint rib (picture top right) The corrosion will need to be removed, the amount of material re-moved assessed and a repair plate fitted. Other areas of the spar caps have previously been repaired as this is a well-known problem with Aluminium Alloy forg-ings (picture centre). The repair will need to be re-ferred to Boeing who now holds the historical rights the Douglas design office. We hold historical refer-ence documents which while they appear to prohibit repairs to the spar caps inboard of the engine nacelles, further research indicates that it is splice repairs which are not allowed rather than corrosion removal. We have entered into discussion with Cranfield Aerospace who agreed in concept there will be no problem with the repairs. Each repair is estimated to take a minimum of two weeks to accomplish; there are six areas of corrosion. A limited inspection of the spar webs was carried out in the centre section and the inboard engine nacelles no obvious defects were seen and the spar webs and booms. The skins (picture bottom right) are secured to the structure using Magnesium Alloy rivets. Over long periods the structure of the rivet is weakened and the rivet will fail as has happened in the above picture in the area of the Right wing outer mainplane transport joint. The repair for this will be to remove the failed rivets and replace with modern alternative. There is also evidence of corroded structure below the skin and on the flaps (as evidenced by the skin swelling up) which will re-quire further inspection and investigation. A conservative estimate would be that the re-pairs would take be-tween eight and twelve weeks to complete.

Should this be uneconomical to repair then we have found a source of complete airworthy parts in the USA.

2. Engines

Pratt and Whitney have adopted a “hands off” approach

to reciprocating radial engines. The attitude seems to

lean towards a life of between 1200 and 1400 hours

with the main effort concentrated on monitoring engine

condition through oil consumption, once oil consump-

tion rises above average the engine is in need of atten-

tion. Because these engines have components that are

over 20yrs old there are some issues that will need to be

sorted out. Historically the engines have run very well

with anti-deterioration runs being carried out until recently. A plan for the preparation of the

engines has been prepared by Airventure Ltd. In March 1976 FAA STC was raised to replace R-

2000-4 with R-2000-6 engines this modification has been carried out in the number 2 posi-

tion. There is a spare engine in the fuselage which may be used as a source of spares and we

can source an additional low time (50 hrs) engine.

4. Propellers

There are detailed log books for the props until June 2002 when all

four props were removed for work related to A.D. 81-13-06 in Canada,

this work needs to be satisfied at an interval not exceeding 18 months.

It is recommended that the props are removed and overhauled before

the engines are started. Airventure have prepared a plan for the overhaul and satisfaction of

A.D. 81-13-06 of all four propellers .

5. Avionics

There is a full set of VFR avionics fitted but they will

need to be updated to a modern standard. An agree-

ment is in place for the overhaul and upgrade of the avi-

onics fit from a private sponsor.

6. Flying Control surfaces

The fabric covered control surfaces are in a poor state of repair

and will need to be recovered. Despite being open to the ele-

ments for some considerable time the internal structure appears

to be sound. There are several specialist companies in the U.K.

with the capability of recovering the controls.

7. Undercarriage and landing gear

The aircraft can then be jacked up and trestled, so that components

can be removed from the undercarriage and hydraulic systems to be

sent away for repair. A temporary structure will be constructed to

give the workforce some protection from the weather.

8. Project Timeline

The first priority would be to get the aircraft into a state where it could be moved, wheels and jacks are readily available. Before we can start any work we need to be sure that we know who our land-lords are going to be for the duration of the project and that parking is paid for.

Once the aircraft has a secure home we will remove the propellers and flying controls and send them away for repair or overhaul.

The aircraft can then be jacked up and trestled, so that components can be removed from the undercarriage and hydraulic systems to be sent away for repair. A temporary structure will need to be constructed. Then the work can begin to sort out the corrosion issues with the spar caps and structure. With a good team and assuming not too many nasty surprises are found once we start to get into the repairs this should take about four months.

Consecutively with the corrosion repairs there will be a program of inspection agreed with the F.A.A. inspector as well as work to be carried out on the engines (replacement of the front gearbox bearing, overhaul of the carburettors and magnetos etc.)

As we come to the end of the corrosion repairs and inspection I would expect the compo-nents to start to return from repair. Re-build and setting up the controls and components will probably take two to three months.

The target would be to have the aircraft ready for airtest within six or seven months. With the aircraft probably being in demand for the 2018 airshow season. This will coincide with the 70th anniversary of the Berlin Airlift and a visit to Tempelhof, Germany to honour the C54’s of the Airlift.

The original paint scheme is to be applied at St Athan in South Wales where there is an excel-lent facility which is underutilised at this time. If we complete the airtest requirements in South Wales the cost of Avgas would be much cheaper as it is charged at the Ministry of De-fence rate. There is also reasonable parking and hangars available if it is considered desirable to operate the aircraft from St Athan. There are several options such as Duxford and North Weald which will need to be considered.

Projected costs

Purchase price £60,000 GIFTED

Structural repairs. £70,000

Structural materials As required by Boeing repair scheme. £20,000 GIFTED

Temporary structure £25,000 GIFTED

Compressor and generator hire £3000 GIFTED

Flying control recovering £17,000

Flaps rebuild /donated (estimate) £10,000

Transport of components (estimate) £10,000

Engine preparation including spares and expenses (estimate) £100,000

Propeller preparation including expenses. £16,800

Hydraulic system test and repair (estimate). £20,000 GIFTED

Rebuild and functional test (max estimate) £56,000

Surface finish restoration to original period scheme £10,000

Avionics repairs and upgrades £50,000 GIFTED

Insurance £TBA

Parking for 1 year at North Weald £3600

Estimated total £325,800

Operation of the Skymaster

C54Q serial number 56498 is to be operated and owned by the C54 Skymaster Society. The

aim to operate the aircraft on the US register known as the N Reg. This can be done and she

will be able to fly for a limited period of 90 days in the UK & Europe with the US approvals

and under EASA regulations. Operating costs will be met with funds donated by public, corpo-

rate sponsors, film work and appearance money. She is to be promoted as a ’Flying Class-

room` and visitors are encouraged to climb aboard and have a hands on experience, kitted

out as she would have looked in WW2, Korea and the Vietnam War complete with hospital

bay with stretchers. The aircraft will be fully insured and hangared / parked and flown by cur-

rent type rate and endorsed pilots. She will attend all the major airshows on the UK and Euro-

pean Calendar, including the Farnborough Airshow and RIAT. She will be kept in flying condi-

tion by certified engineers and kept clean and ready by supporters and volunteers. She will

go on tour of the USA, Hawaii and Japan and then return back to England.

Douglas C54Q Skymaster 56498

What can you do to help us save this Old Warhorse ?

Your valued donations are what will get her flying and keep her flying. Please donate to

the Save the Skymaster at Just Giving : https://www.justgiving.com/crowdfunding/save

-the-skymaster

If you have essential skills required and would like to volunteer to help restore the air-

craft , this is greatly appreciated.

Do you have marketing skills or presentation skills ? Talking to potential sponsors to

obtain vital funding for the initial restoration and to keep her flying.

Do you fancy manning a stall at airshows and talking to people about the C54 ?

Handy with a Spray painting gun or spanners ?

Do you have contact with media ? Spread the word.

Follow us and progress on Facebook at Save the Skymaster

What is in it for you ?

Members pack with badges, pins etc & quarterly news letter.

Privileged access to the aircraft, visits, photo opportunities and tours.

Regular updates on Facebook page.

Possibility of flights once airworthy.

You can be personally involved in helping her get back to life, honouring the men and all

who flew in her and the effort they made to keep us safe and free.