That is the Hunter lost yesterday at Point Mugu. (N321AX)

Here is an interesting clip of Mark Hanna demonstrating the Hunter.

http://www.youtube.com/watch?v=FGl7onm34Gg&feature=related

I’d be willing to bet the turn & bank indicator was broken in the initial landing by the top of the grip on the control column, or later by high winds blowing the unrestrained tail surfaces and moving the control column. As you know there was a harness stowed behind the pilot’s seat for securing the controls to prevent wind gusts from damaging the controls and control surfaces. Of course there was no reason to install the harness after a crash landing. There would probably be witness marks on the TBI dial face if it was smashed out by the control column, as opposed to someone breaking the glass to recover liquid from the instrument. People go crazy in the desert heat and anything is possible, but I find it hard to believe that the stick didn’t impact the panel during what appears to have been a fairly violent landing. That is one of the reasons the flight manual for the P-40 series includes instructions for stowing the gunsight in its protective case if time permits when a crash landing or ditching is unavoidable. Instrument panels were often bashed up by the pilot and other gear in a landing like this. Unless a diary or log from the pilot is found at the site it would be practically impossible to tell if he broke it for liquid, and if a person is that desperate they may not be able to write or even think about writing notes and would have probably perished shortly after. You can’t ration water in the desert. Either you have enough or you don’t. Proper examination of the instrument might yield proof that the control stick struck the instrument with some force, or not.

But that’s all just speculation.

You might check your link again, I think something is wrong. It goes to the mobile website first and I don’t think the 4 videos listed are anything interesting or aviation related. When I click over to the desktop site it’s all junk clips.

Many aircraft accumulated hand written or stenciled marks on their parts while in the field undergoing maintenance, repairs, etc. Often these parts were swapped or robbed from other aircraft or wrecks with little or no documentation in order to get a plane back in service as quickly as possible. Aircraft being relocated in a hurry would be a prime candidate for expedient repairs and parts taken from aircraft that can’t be flown and must be left behind. These field marks can yield some great clues or even positive ID, but they often have to taken in context with the total find. In general, parts were made to be interchangeable and were simply taken from bins and pallets in the order they came up on the assembly line. I’m having a hard time thinking of a part from this era that was serialized to go with a specific piece. After assembly they often acquired these marks in the field but anything could happen after that.

This aircraft is known to the RAF and this site was visited by them many years ago. It will all come to light in due time.

Cheers,

DC

Hi John, (LCskibird)

Your part is marked:

INLET – L, LH
87-15-010-2

The part you have is an inlet assembly, appears to be the left half of the left hand assembly. There are four similar but unique pieces, left and right halves of the Right Hand assembly, and left and right halves of the Left Hand assembly. Yours is marked “-2” so those 4 parts will be “-1”, “-2”, “-3”, and “-4”. They will come from Assembly Parts List #21399. I have a searchable database that can give the part and related information, but I won’t be home for another 10 to 12 hours so that’s all I can say for now. I’m sure Buzz or one of the more knowledgable guys will be along before then, but if your question is still unanswered when I get back I’ll look it up and post the results. Welcome to the forum.

DC

I’m guessing the parts like yours will be:

87-15-010-1 = Right Half – LEFT HAND ASSEMBLY
87-15-010-2 = Left Half – LEFT HAND ASSEMBLY – (Your Part!)
87-15-010-3 = Right Half – RIGHT HAND ASSEMBLY
87-15-010-4 = Left Half – RIGHT HAND ASSEMBLY

I can’t see any clues with regards to serial numbers on your part.

Is free too expensive? Kittyhawk Pilot by James “Stocky” Edwards is available on Amazon in digital format at no cost. All 4,481 pages of it.

Beautiful picture, thanks for posting it. When is the first time these 3 restorations flew together? And does anyone remember when at least 3 real A6Ms flew together? (Even if they didn’t all have original engines.) Is the only working original Sakae engine the one installed in the lead aircraft, or are there others currently working or being restored? Still quite a sight to see them together, wish I could be there this weekend.

My edition of Roger Freeman’s “The B-17 Flying Fortress Story” was published in 1999 and is different from what you describe. Page 79 shows “B-17E #41-9122 named “Eager Beavers”, taxiing in at Henderson Field, Guadalcanal, while serving with the 11th Bomb Group. It had an improvised mount for a .50 gun in the upper nosepiece. (USAAF)”
No Aphrodite connection listed. Written off 15/6/44.

Freeman lists B-17F “The Careful Virgin” #41-24639 as transferred for Aphrodite operations, lost Mimoyecques 4/8/44. No mention of modifications.

B-17F #42-30565 was not “Gremlin Gus II” but “Careful Virgin” and is listed as recycle completed 9/2/45. No Aphrodite connection listed.

B-17F #42-30595 is listed as “Gremlin Gus II” and mentions the “fuselage cut down and vehicle windshield fitted before open cockpit. Salvaged 24/6/46.”