Here is a very unusual piece of WW2 memorabilia. Handsomely boxed, a complete drafting instrument complete with navigational scales of 1:1,000,000 and 1:1,500,000 along with the original instructions and drawing of the unit. All-metal but made from non-magnetic materials so that aircraft instruments aren't affected. The box top is marked, "MACHINE - AIRCRAFT NAVIGATIONAL DRAFTING AN-5750-1 MANUFACTURE'S PART NO. 3 B 100 CONTRACT NO. AC 33007 STAR WATCH CASE CO. LUDINGTON, MICH." One of the scales is marked "Brunning." Unit is in excellent condition as can be seen from the photos. I can find no information on this device - I would guess that it would be used on large patrol planes for long, over-water flights. The drawing is dated 7-8-42 making this an early wartime purchase. The box measures 23 1/4" x 9 1/4" x 3 7/8". I have never seen another one of these anyplace. Become a navigator on a PB2Y by purchasing this rare instrument for $650.00.

Douglas Corrigan became a legendary aviator, not because of his accomplishments as a pilot but rather because of a supposed navigational error. In 1938, Corrigan "mistakenly" flew from New York to Ireland--when he was supposed to be flying from New York to California--because he seemingly misread his compass. For Americans, who were caught in the midst of the Great Depression, Corrigan's antic provided a great deal of humor and uplift and he became a national folk hero. To this day, Corrigan's nickname, "'Wrong Way' Corrigan," remains a stock colloquial phrase in popular culture. People use it to describe anyone who blunders and goes the wrong way, particularly in sporting events. Nevertheless, as much fun as Corrigan's incident provides, many people do not understand all the complexities of his story, nor do they appreciate the fact that he was a sound and accomplished pilot. For the rest of this story, click here. Several links are also provided for other Corrigan history sites.

Dust jacket of Corrigan's story of his life, printed in 1938. The cover design is from a painting by Charles H. Hubbell.

A Douglas Corrigan "special" is being offered here. A first edition, autographed copy of That's My Story by Douglas Corrigan is combined with an original aluminum wing rib from a Curtiss Robin, the model of airplane that Corrigan used for his 28-hour wrong way flight from Floyd Bennett Airport in Long Island to Dublin.

The book has the original dust jacket and is further protected by a nifty plastic cover. The cover boards are bright. Some age yellowing on endpapers. The autograph is on the front free endpaper and the facing endpaper has a bookplate and an inscription from the giver of the book, dated 1939. The back endpaper has a full page, delightful inscription describing her encounter with Corrigan as he signed the book at "Robinsons" and ending with the note, "...always treasure this for he was a daring and Brave lad." A newspaper clipping is inserted in between blank endpapers at the end of the book. This clipping is shown, in part, below and describes Corrigan's britches! The newsprint clipping is yellowed and has yellowed the page adjacent to it. A true provenance!

Corrigan bought a well used OX5 powered Curtiss Robin for $325 in 1933; he later installed a used Wright J6-5 engine in 1935, put new wheels on the ship, recovered it, installed some large fuel tanks and repaired some tail damage - so, in 1935 he was planning his attempt to fly from Newfoundland to Ireland.

The Robin's semi-cantilever wing framework was built up of solid spruce spar beams and stamped-out Alclad aluminum alloy wing ribs and fabric covered; this wing structure was used on all the Robins, from the "B" on. The Robin rib being offered was removed from a Curtiss Robin that is being restored; photos of the rib are shown below. The rib is in "as removed" condition so shows some disassembly "trauma." This rib makes an excellent display of a 1930s aircraft part - it measures 65 3/8" overall chordwise.

The combination of the signed Douglas Corrigan first edition book from 1938 and the Curtiss Robin wing rib is available for $115.00. Shipping will be problematic however as an oversize shipping container will have to be used. Contact CollectAir for a quote on shipping which will be dependent upon location.

An interesting, undated model airplane plan from Sturdi-Built Model Aircraft, Portland, Oregon. Corrigan's Curtiss Robin is accurately drawn, including the notation of a Wright J6-5 engine. Note the sidebar which states, "Smallest power plant ever to span the ocean." If you would like a copy of the small plan, send a SASE to CollectAir. How many other Corrigan Robins came out in model kit form - any?

The PBY Catalina is the subject of "In Focus" in the June 2008 issue of Fly Past. The photo below shows the PBY-5A Catalina csn 2459 which is based in the Netherlands. Note the overhead throttle/prop quadrant in the cockpit.

The cockpit throttle/prop control body shown below is from a PBY. In excellent condition, this vintage PBY item is available for $550.00.

The Japanese IJN ace, Saburo Sakai, visited the CollectAir gallery on January 4, 1992. Eight years later, in September 2000, Saburo Sakai suffered a heart attack at Atsugi naval base while reaching across the table to shake hands with an American navy officer. He died at the hospital a few hours later; he was 84.

Born in Saga, Japan in 1916, Saburo Sakai came from a family descended from Samurai, Japan's ancient warrior class. He was taught to live by the code of Bushido, which he defined in his book, "Samurai!", published in 1957, as living so as to always be prepared to die. He enlisted in the Imperial Japanese Navy in 1933, at the age of sixteen. Basic training was brutally harsh with constant corporal punishment being administered and he later served aboard a battleship. In spite of minimal education and little aptitude for formal study, he managed to finish at the top of his enlisted pilot training class (38th) in 1937.

During World War II Sakai flew the legendary Mitsubishi A6M Zero fighter aircraft, which for the first years of the war was considered the best fighter anywhere in terms of maneuverability and range. He soon became a living legend in World War II Japan. Japanese pilots invariably spoke in awe of his incredible exploits in the air. In 1943, Sakai was seriously wounded while attacking a formation of Dauntlesses, taking a .50 cal. round to the head. The bullet split the upper frame of the right eye of his flight goggles and bounced off his skull, crushing the bone underneath. Covered with blood, blind in one eye and barely conscious, he somehow managed to fly his now canopy-less Zero 4-1/2 hours back to base and land, to then endure surgery without anesthesia. He never regained the vision of his right eye, but was back in the cockpit a year later, and shot down four more planes before the war ended.

Petty Officer 1st Class Saburo Sakai was one of the most famous Japanese combat pilots and was one of the few high scorers to survive the war. He first flew in China with the Imperial Japanese Navy, where he gained two victories, and joined the land-based naval wing at Tainan. On December 8, 1941, piloting a Model 21 Zero V-107, he flew with the rest of the Tainan Kokutai to attack an American air base in the Philippine. He was promoted to LTJG by the end of the war.

While at CollectAir in 1992, Saburo Sakai impressed everyone with his genuine manner and soft spoken good will. He visited the U.S. frequently because his daughter, Michiko, married to a U.S. Army officer, lived in Los Angeles and later moved to the middle west during the Gulf War. Sakai was an enlisted flyer and wasn't shy about telling of his dislike for the Academy officers. He enjoyed telling me of a particular incident in China where the enlisted pilots successfully carried out a hair-raising ground raid on a Chinese air base and the accompanying officer pilot received all the official credit - to this day - yet didn't participate in the action. Sakai seemed embarrassed by the number of kill credits that have been attributed to his aerial combat record; in fact, he was not sure of how many victories he had insofar as the IJN kept records only by squadron, not individual pilots, and for certain not enlisted pilots.

As shown at top, Sakai designed a tie-pin, or lapel pin, featuring a Zero with a small diamond serving as the propeller; his daughter manufactered the pins under the name of Bazuka Productions. The wingspan of this pin is 1 1/4-inches. These pins are worn by many ex-Zero pilots in Japan; the pin is pictured on page 157 of the book, "Winged Samurai" by Henry Sakaida. The pin comes in a typical Japanese fitted box made of a wood similar to balsa.

CollectAir was able to purchase a few of these pins which haven't been advertised on this website until now. Only one remaining and the price of the Saburo Sakai designed Zero pin is SORRY, STOCK SOLD OUT.

An autographed, b&w, 8"x10" photo (not a litho) of Saburo Sakai, signed while at CollectAir in 1992, is available for SORRY SOLD OUT. The photo is shown above.

A signed Saburo Sakai print, along with a piece of his original brush work calligraphy, is presented on the "Art Prints" page.

A modified cockpit slider canopy hood, windscreen and the aft greenhouse of a Curtiss P-40N are offered here for sale - actually not. They have all been individually sold but nevertheless, I'm mentioning them here because the slider had an interesting provenance. There's no question that the long greenhouse, squared-off rectangular, transparent aft section is that of a P-40N variant; it was designed to offer an improved rearward view and it was introduced on the P-40N-5-CU variant and was kept for all of the rest of the Ns. However, this particular unit shown below does not have the two restraining straps evident on the standard fighter versions although the lower rail has been drilled for the straps. Perhaps it is from the two-place P-40N, the TP-40N-30CU, also pictured below. A rare TP-40N-6-CU, sn 44-47923, is at the Wings Over Miami Museum owned by Kermit Weeks.

The frame of the greenhouse is in perfect condition; the upper, forward assembly is detailed below as well as a shot of the forward extrusion. The glass is scratched and would require some heavy duty polishing; however, there are no cracks or crazing to prevent flight use. This aft greenhouse could also be used as an interesting piece for an aircraft memorabilia display. Own it for SORRY SOLD plus shipping. I will deliver to any California address for expenses only.

The P-40N canopy slider is an interesting, one-of-a-kind item. The "N's" did away with the "birdcage" style canopy and replaced it with an open style canopy for improved pilot's vision along with the larger aft greenhouse shown above. Refer to the drawings immediately below (Squadron/Signal Publication No. 26, 1976, $10.00) for the noticeable difference between the Mk IV Kittyhawk (early P-40N) and the P-40N-25; note how the aft, slanted portion of the canopy slider slants in a different angle on the later "N" model.

The sliding hood offered here, however, has the later "N" style without extra frames but has a reversed aft slant, as shown below which is only associated with earlier models. The windscreen depicted has been sold.

Why was this unit made this way? Did it come from Curtiss in this configuration? A little research turned up an interesting story about this canopy and why it was field modified.

In Aug. 2001, I contacted Charles Darby and Garth Hogan of Pioneer Aero Restorations located in Papakura, New Zealand (Near Auckland). They built/restored a beautiful former RAAF P-40N-1 Kittyhawk 42-104730 which they are flying. Charles looked through their drawings (and he stated that they've looked at lots of pictures) of the N1 and there is no sliding hood that matches the one offered above.

Then Andrew Walz of North York, ON, Canada, after reading a plea for information on this website, advised me that the "The P-40 sliding canopy can be seen in a 1966 photo of the Tallmantz collection P-40E. It apparently lost the original hood, had the pieces in question built up out of P-40N frame with an earlier piece to get the rearward sloping contour." With this valuable clue, I then checked out the history of the Tallmantz P-40E at www.warbirdsresourcegroup.org/p40registry/ which described this airplane as Serial # AL152 and gave the history of ownership up to 1992 when it went to the War Eagles Air Museum, Santa Teresa, NM where it is still located (see www.war-eagles-air-museum.com). The museum states that this airplane served with the 23rd FG in China. Andrew later informed me that he'd seen one photo of the Tallmantz P-40E flying with an unmodified P-40N hood which left a large gap at the top because of the reverse slope! I then checked out the outstanding www.P-40.com site run by Doug Robertson.

I contacted Doug and he kindly provided me with photos, taken over the years, of P-40E AL152 in it's various configurations. AL152 was used as a crop duster in Colorado in the early 1950s and still had the original E hood in a 1961 photo shown below (identified by caption). It had been sold to Walter Erikson and trucked to Minneapolis, rebuilt and flown in 1957. Frank Tallman and Tallmantz obtained the airplane in 1958-59 and kept it until auctioned in 1968 and purchased by Dick Woodson in Livermore, CA. While owned by Tallmantz, Frank Tallman experienced an in-flight canopy failure as described in his book , "Flying the Old Planes," published in 1973 (copy given to me by my friend Tony Burson who was working as a lineboy for Tallmantz at the time - now a corporate jet pilot). The chapter entitled "P-40E" has the following quote which explains the missing canopy mentioned above: "On my second flight (in the P-40E), the canopy blew off due to a broken release spring in the emergency exit system. The noise was like an exploding cannon and the damage was nearly as great, for the canopy went at about 240 mph, tumbling and tearing holes in the wing root, fuselage and stabilizer. When my stomach settled down, I found the flight characteristics and handling qualities unimpaired, so I flew 350 miles to my destination, and except for about a week with an ear trumpet (due to the short stack s of the 1250-hp Allison and a cold from the super air conditioning), everything turned out all right."

The second photo below shows the P-40E with a standard N hood fitted to replace the missing canopy but with a significant gap (E hoods must have been difficult to find to require this sort of kluge). Doug says that this is a 1964 photo so the airplane was owned by Tallmantz at that time. The N hood was then apparently modified to fit the rearward slope of the E version and a picture of this version of the hood is shown in the third picture which Doug says stems from 1964, again owned by Tallmantz. The current version of the airplane is shown in picture four below and you can see that a standard P-40E sliding canopy has been refitted - just when and by whom is not known at this time. This P-40 was flown in the movie, "Tora, Tora, Tora," and I haven't revisited this movie yet but suspect that the modified N type hood was used in the filming. The airplane was again restored to airworthiness somewhere between 1978 and 1986 and it's possible that this is when the correct E hood reappeared. The CollectAir sliding hood shows signs of conversion from a standard N - the top fore and aft frame has been spliced about where the original rear frame would have intersected the top. The lower brace joint has been shifted to slant aft and the original mounting holes are evident. The work was done very expertly however and obviously was airworthy. So the probability is very high that this hood is from the Tallmantz P-40E; it would make a good flyable hood for a P-40E through M and the price is right. The hood could be converted back to the N version with the existing parts.

Model Airplane News, August 1959. Caption for cover photo reads, "When Paul Mantz, famous stunt flyer, used Thimble-Drome Flying Tiger model to plan air action scenes for his TV series 'Rogue for Hire', to be released this fall, young admirers Tommy Sparks and Mike James were lucky to be on set for a demonstration by Mantz. Yes, the P-40 in background is the real thing. Photographers even got a vapor trail!" This P-40E is most likely the same P-40 examined here although with a different paint scheme for filming.

This "movie star" sliding hood for a P-40E (or can be modified back to an N version) is available for $SORRY SOLD. Use on your next P-40 project or as one heck of a conversation piece in your living room. Think of the stories that you could tell!

The above is Curtiss-Wright Corporation file photo from the Buffalo Plant Airplane Division. This photo #680-X is dated April 22, 1944 on the back along with a release entitled "P-40N Warhawk" which states, in part, "An improved Allison engine and enlarged rear vision fuselage cutout, slightly smaller landing gear wheels and provisions for carrying auxiliary wing tanks or additional bombs are a few of the important changes." This is probably a picture of an early P-40N, probably an N-1, and the tail number is probably bogus. Note that the sliding canopy does not match the "mystery" canopy offered for sale. Also, note that the aft greenhouse is not clear but that the internal P-40 rear deck is painted on the "transparent" glass! Maybe a revision of an "M" model that hadn't had the deck converted. This Curtiss publicity photo is for sale at $40.00 and is 8" x 10". Picture above is the detail of the airplane. Found another picture in the 6-9 September 1974 "Aviation News" (British), p.8, of P-40N, 47318, which also has what appears to be a painted on rear deck structure on the aft greenhouse. What gives?

The Messershmitt Me 110C instrument panel also features original instruments in a reproduction panel. The panel lights are the only known reproduction components on the panel; the undercarriage indicator instrument is a partial repro. Two instruments shown in the photos on the base of the stand, the Emergency Auto Pilot switch and the Course Indicator are included with the panel to replace the reproduction instruments that are presently installed. Complete with display stand, it is an impressive collection of increasingly rare and hard to find instruments from WWII German aircraft. Based on the current value of German Luftwaffe instruments and adding together all components, the asking price is $6,800.00 SORRY SOLD.

As you may know, the price of some of these instruments has skyrocketed the past few years. If you consider the amount of labor one must invest in finding individual instruments (which are becoming harder and harder to find and increasingly expensive as demand soares), the cumulative cost of shipping items and the cost of making custom panel structures, a complete panel assembly is actually a reasonable investment. The opportunity to obtain panels like these ready to purchase is rare. Please note that CollectAir is acting as a broker for this panel assembly and it is not currently in the gallery although it is located in the Santa Barbara area.

This panel and the Fw 190A-8 panel below have been sold but others are available from time to time. Contact Ron Rothell at 805 964-3745 for information - and tell him that CollectAir sent you.

This control wheel, including the center nut cover, or hub, is from a Douglas DC-3 or C-47. This is no wimpy, fly-only-on-Sunday, only around the patch type of DC-3 part. This wheel has seen plenty of action. Own this wheel which was gripped by many a pilot operating in the 3's front office. The plastic coating is cracked in several places near the hub and has a few divets missing as can be seen in the photo below.

Well used, we wish this wheel could tell its story. The venerable DC-3 is certainly one of the most famous airplane designs in history. This experienced wheel can be yours for only $310.00.. The scene below shows the cockpit of the DC-3 on exhibit at the C.R. Smith Museum in Texas. Too bad this wheel isn't still mounted on such a sturdy steed.

The Fw 190A-8 instrument panel shown here includes mostly original instruments and some reproductions. The reproduction parts are the Fuel selector lever (a very nicely done reproduction), panel lights, Revi 16 gunsight mount and holder and ammo counters/ammo counter holder. All of the panels are reproductions made in Germany. This panel features a one of a kind custom built rugged cast upper cockpit section hand built in Germany according to factory drawings upon which the upper panel section for the Revi 16, ammo counters and clock is mounted. The panel has mostly original instruments and some reproductions. The ammo counters and holder shown in the photos are not included. I can send you e-pics of the reproduction ammo counters/holder that will be included in the panel. Based on the current value of German Luftwaffe instruments and adding together all components the asking price is $5,675.00SORRY SOLD for the panel as described above (a Revi 16 gunsight is not included). Please note that CollectAir is acting as a broker for this panel assembly and it is not currently in the gallery although it is located in the Santa Barbara area. All panel photos are by Ron Rothell.

AUTHENTIC JAPANESE AIRCRAFT INSTRUMENTS FROM WORLD WAR II.

The Japanese altimeter pictured was obtained from the G.I. that brought it home from Japan. This style altimeter was used in many Japanese aircraft and could be from a Zero or George for example. It is in original condition as obtained in Japan. The price of this rare instrument is $600.00 SORRY SOLD. Other Japanese aircraft instruments in similar condition will be made available in the future and pictures posted here. Please contact CollectAir if you are interested or have instruments to sell. Check out the T&B below.

The above Japanese Turn and Bank Indicator is in excellent condition. The serial number on the data plate is 306743. The adjustable air valve is an interesting addition to the instrument. This rare Japanese WWII instrument is priced at $600.00. SORRY, T&B SOLD An Airspeed Indicator is presented below, suitable for fighter aircraft.

This airspeed indicator appears functional and has ports labelled "P" and "S" on back. The s/n is 407097 and is was manufactured by "TS". Notice the clever logo with prop. An authentic Japanese aircraft instrument, priced at $600.00 SORRY SOLD.

The boxed instrument pictured below was with the instruments and may be some sort of calibration or aiming adjustment device and tool.

Note that the serial numbers on box identification plate match the instrument device. It appears to be practically unused; has a bubble level and a vernier adjustment knob for elevation. This Japanese WWII instrument device may be purchased for $225.00 SORRY SOLD.

The WWII Japanese aircraft compass, pictured below, was obtained from the GI that brought it back from the Pacific. This instrument is in mint condition and features some sort of aneroid device on the back. You can add this superb instrument to your Japanese aircraft panel for only $700.00 SORRY SOLD.

The data plate on the WWII Japanese aircraft temperature gage, pictured below, reads the same on the bottom line as the compass - same manufacturer? Or military designation? This temp gage, because of the temp range of 500 to 900 degress Centigrade, is probably an exhaust gage temperature (EGT) device, possibly associated with a turbocharged engine. Check the EGT on your "Jack" for only $400.00SORRY SOLD.

This decorative piece is dated 1927 and was made by the Van Bytenbeek Sales Co., NY. It carries the name of "WRIGHT AERONAUTICAL CORPORATION" on the base and the inscription under the NYP states, "Commemorating Colonel Charles A. Lindbergh May 20-21 1927" The nose of the NYP has "SPIRIT OF ST LOUIS" and the tail reads, "NX 211 RYAN NYP". The wingspan is 19.8 cm which is the same as the Danbury Mint piece of 1977 although this trophy airplane has an out-of-scale shortened tail section.

The base is silver (probably silver plated but there are no markings indicating the material) and needs polishing (which I've avoided in order to not disturb the overall effect). The NYP is obviously pot metal of some sort with varying degrees of corrosion. The propeller is long gone and there has been no attempt to clean the airplane so this momento is shown in the "as found" condition. I've run into one other Lindbergh collector who had the base but without the NYP.

I would be interested in finding out more about the origin of this piece. For instance, how many were made and who were they given to? Wright Aeronautical was promoting the success of their J5, but who to? I am not currently offering this for sale as I don't know the value but I would entertain offers. Quite a nice item considering some of the Lindbergh kitsch that came out in 1927.

A handsome AN5740 Hamilton 24-hr. G.C.T. chronometer with sweep second hand in perfect working condition with its original metal, 2-part carrying case, a rare combination.

The watch is held in a snap-in metal cradle which is spring suspended within the bottom of the carrying case.

The stainless steel back of the watch is inscribed as follows: AN5740, MFR'S PART NO. 4992B, SERIAL NO. AF-42-38053, CONTRACT NO. W535 ac-28072, HAMILTON WATCH CO. I have not opened the back so I don't know if anything is inscribed on the inside. The watch looks like new.

The metal case has an outside diameter of 3 15/16" and carries the brass nameplate as shown above which has a dimension of 19mm by 38mm. This combination of a an aerial navigator's watch and carrying case may be purchased for $950.00.

"Pick me up at eight . . . and we'll fly to the club," says this lovely lady.

This comely lass was featured in an Aircooled Motors Corp. ad in the November 1943 edition of Skyways magazine. Promoting the postwar use of Franklin engines in light planes, the copy starts with, "Americans will find a whole new way of life built around their personal planes after the war . . ." The anticipated postwar lightplane boom soon faded as the returning GIs and war weary public were struggling with economic issues, war industry layoffs, college educations and young families and weren't able to discover that "whole new way of life" as expressed in this sexy fantasy ad. The full-page ad can be seen in a PDF file by clicking here.

The cover of this Skyways issue has a nifty night-time airport scene of a Constellation painted by the late Ren Wicks, one of the founders of the American Society of Aviation Artists.

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Thank you for visiting CollectAir. Your comments or questions are invited. Use the FEEDBACK. To ORDER, call (805) 560-1323, cell (408) 828-2810 or e-mail collectair@verizon.net. Payment by check, money order or credit card. Mailing address is CollectAir, 1324 De La Vina St., Santa Barbara, CA 93101.