Photographers, spotters, this day of June 11, 2024 is for you. On their way from Normandy, where they will have commemorated the 80th anniversary of D-Day, to Germany, where they will celebrate the 75th anniversary of the Berlin Airlift, the two Dakotas of the Commemorative Air Force will stop at La Ferté Alais.

You'll witness their arrival in flight, and be able to welcome the crews for dinner. (BBQ)

Before or after dinner, you'll attend a workshop on night shooting and running engines led by photographer Laurent Cluzel.

Well-equipped re-enactors in WWII uniforms will bring your static photos to life.

The two Commemorative Air Force aircraft, the C-47 "That's All Brother" and the R4D "Ready 4 Duty" will be open to you for interior photos, with lighting adapted to the shots.

Finally, once night has fallen, you'll be able to photograph a rotating engine aircraft.

This program is subject to change depending on weather and mechanical conditions.

The price is 90€ per photographer

All proceeds from this operation will go to the two Commemorative Air Force aircraft.

That's All Brother by Rich Cooper

The Douglas C-47 Skytrain "That's All Brother" is a true veteran of the Normandy landings. She led the main assault wave at dawn on June 6, 1944. The Commemorative Air Force has completely restored her to her original configuration to bring her to celebrate the 75th anniversary of D-Day in Normandy in 2019. She made the trip again from San Marcos, Texas, for the 80th anniversary of D-Day.

Ready 4 Duty by Alan Wilson

The Douglas R4D "Ready 4 Duty" is the naval version of the C-47. The CAF version was modified to carry anti-submarine grenades. She was assigned to the U.S. Navy Atlantic Special Service Squadron. It served in the Caribbean, from Texas to Guantanamo (Cuba), in South America to Rio, in the South Atlantic to Dakar, in the Eastern Atlantic and in the Northern Hemisphere, from Newfoundland to Greenland and Iceland. During operational patrols in February 1945, she was one of 20 members of a squadron that surprised and sank a German submarine on the surface off the Brazilian coast. "Ready 4 Duty is based in Dallas Forth Worth, Texas.
She too has been to Europe before, in 1985.

Other C-47/DC-3s could land at La Ferté and remain on static display, such as the C-47 Placie Lassie and the DC-3 Western Airlines, which have already been confirmed.

In addition to your photos and memories full of eyes and ears, you'll leave with the Daks over LFA patch.

Practical info:

Parking: The Musée Volant Salis parking lot has 150 spaces.
Welcome: Laurent Casaert, representative of the DCA association, co-organizer of this event, and volunteers will meet you on arrival at the Musée Volant Salis.
An access badge, valid for the day, will be given to you on arrival (please bring proof of identity).

Piper Aircraft Company factory during the 30s. Lock Haven, Pennsylvania. Piper Aircraft Museum

NE-1, the naval Cub

While the US Army Air Force (former Army Air Corps until June 20th, 1941) had ordered, under the O-59 denomination (standing for 59^th model of observation aircraft in the Army’s denomination), a lightly fuselage modified version, by adding a greenhouse skylight and rear windows thus giving a better visibility, the US Navy ordered 230 of the standard version of the J3C-65, as a flight training aircraft, which it named the NE-1; “N” standing as a code letter for Training, and “E” for Piper, in the Navy’s system. Twenty more aircraft will be ordered later, as NE-2.

Piper NE-1 "Cub" trainer aircraft (Bu number 26381), photographed circa 1942-43, possibly at NAS Hampton Roads, Virginia. Note commercial "Piper cub" marking on tail. National Archives 80-G-K-596 - https://www.history.navy.mil

USAAF aircraft were painted Olive Drab green; those of the US Navy being taken directly on the production line, they were painted “Lock Haven yellow”. Henry Ford had said: “Any customer can have a Ford model T painted any color that he wants so long as it is black.”; William Thomas Piper could have said: “Any customer can have a Piper Cub painted any color that he wants so long as it is yellow.”

Thus, most of the NEs remained soberly painted yellow, some aircraft even keeping for some time the black fuselage arrow, real trademark of the Piper Cub.

Picture taken from a US Navy instruction film.

Genuine NE-1, manufacturer serial number 8263, BuAer 26346, restored to flying conditions.

World War I

The outbreak of WWI having increased the needs of pilots training in the Army Aviation, different Training Divisions were commissioned on Le Bourget Airfield, each of them being specialized on aircraft types of the same manufacturer (Breguet, Caudron, Farman, Nieuport, Voisin, Salmson, SPAD…). Gathered together within the Training Divisions Group (Groupe des Divisions d’Entraînement: GDE), they provided the trainees what we would call today a “Type Rating” in an “Operational Conversion Unit” before their assignment to front line units equipped with the same type of aircraft.

Being quickly in cramped conditions at Le Bourget, the GDE got settled end of 1915 in Le Plessis-Belleville, on the western side of road N330, then on some other nearby airfields, which nowadays do not exist anymore.

Movements of the German troops towards Paris in 1918 led to a westward move of GDE to Chartres, then eastward to Marigny-le-Châtel, west of Troyes, where it was disbanded in 1919.

In the neighbor town of Ermenonville, the cemetery houses a discreet monument, dedicated to “aviators dead for France”, keeping alive the memories of the victims of accidents during this period.

World War II

In 1937, anticipating upcoming fights, some land parcels were requisitioned, on the current location of the airfield, to build an operating platform. It was first used by an air-defence unit, then by Potez 631s of Night Fight Flights ECN 3/13 and ECN 4/13, then by Morane Saulnier MS 406s of Fighter Groups GC II/2 and GC III/1.

In January 1942, the German Luftwaffe named it airfield 566, then in July airfield 270, and used it as a deployment airfield.

Post war era

Returned to a civilian use at the end of the war, and despite some requests from the French civil aviation authorities - eager to open a gliding center - it is only in 1955 that the airfield was re opened to public aviation on its current location, first with three grass strips, oriented North/South, North-east/South-west, and East-West.

May, 1960.

In 1960, the N/S strip is still present, and the two other have been “merged” into what is more or less the current 07/25 runway.

May 25, 1961.

In 1977, the N/S grass strip is no longer in use, to the benefit of the current configuration of two 07/25 runways, one hard strip, and one grass strip.

October 15, 1977.

Besides the CAF French Wing, the airfield houses today some airclubs, several private aircraft, VF Aero, a aviation maintenance society, and Aerolithe, Cirrus SR20 ans SR22 aircraft importing-company.

The airfield today.

Further reading

• "Le Groupe des Divisions d’Entraînement du Plessis-Belleville - La pépinière des aviateurs de la Grande Guerre dans le Valois (1915-1919)", by Vincent Bartier:
  • http://www.aerostories.org/~aerobiblio/article5032.html
• Anciens Aérodromes :
  • 1e GM : https://www.anciens-aerodromes.com/?p=3920
  • 2e GM : https://www.anciens-aerodromes.com/?p=3922
  • https://www.anciens-aerodromes.com/?p=24926
• Aérostèles :
  • https://www.aerosteles.net/stelefr-ermenonville-mpf
• Géoportail :
  • https://www.geoportail.gouv.fr/
  • https://remonterletemps.ign.fr/

In 2005, the Wing got a bigger place in a hangar, allowing us to store aircraft and equipment. Mid-october, 2005, I rejoined Le Plessis-Belleville airfield, this time north-east of Paris.

Is from this platform that I I take new members aboard for their Cub-maiden flight.

There, the CAF French Wing holds its annual fly-in. Meet there :

• our members' and friends' aircraft :

• vintage vehicles:

• reenactors in diffrent eras suits:

• and last but not least, the traditional barbecue:

“In the early days of the French Supporter Squadron, one of our members, Lewis Bateman, a British citizen living in the area of Toulouse (SW of France), and CAF-lover, brilliant aeronautics engineer at the origins of the Airbus Family, became one of our more active and passionate members. CAF Colonel, he helped the association as much as he could for several years, in a very efficient way. His kindness and his interest for the Squadron became quickly mythic, and we owe him many successful projects. Til year 2000, when he became ill and left us much too soon.

We acquired our Piper Cub after his death, in 2003. So, it is in his honor that we christened the airplane, with an aeronautical pun “Spirit of Lewis”, in reference to the famous “Spirit of St-Louis” flown by Charles Lindbergh, and that I imagined creating this modest logo of a Firefly, which was his favorite aircraft, from when he begun in aviation, more precisely in the british naval aviation, the Fleet Air Arm, where he was in charge of maintaining this beautiful plane, especially during the Korean war.”

A Fairey Firefly restored in Royal Navy colors.

We thank him very sincerely for his team spirit and his generosity, which honor our Wing and the entire Commemorative Air Force. Patrick tells us about his flight here below…

MONTBÉLIARD - PERSAN-BEAUMONT

"Arrived in Montbéliard, thanks to the railway company SNCF, I was welcomed by Jean-Claude Miniggio, a Colonel who is always there when required (Thank you Jean-Claude for patiently waiting for me under the mosquitoes attacks !…).

After a good night, we picked up Roger at his hotel, and went to the airport.

As a good professional, the tower agent printed a meteo map for the whole trip - Thank you Madam for your kindness - The forecast are CAVOK over Luxeuil, with, here and there, some CB hidden in the mass of clouds. The map shows a fair amount of clouds along the entire route.

The wind is head-on and up to 25 knots on runway 26, it rains, and the horizon is blocked in the direction of our departure route. I'm pessimistic about our possibilities to take-off before noon.

Suddenly, a miracle ! The weather opens up and the menacing clouds disappear towards the East. I decide to leave.

MONTBÉLIARD - VESOUL

The J-3 is in the parajumpers' hangar. I had not seen it since April 25. It is magnificent in its new warrior colors. Bravo to the whole team !

Pre-flight check done, all is well. After a briefing, the crew take their seats, Roger at the front, and me behind, and we do the usual check list before starting the engine. Chocks in position, ignition off, the prop is spinned by the club's mechanic, three injections, contact ! At the first blade the engine starts. I let it warm up until the temperature pointer is in the green sector. The wind has calmed down, but I taxi carefully. After the last checks at the runway holding point, we take-off from the concrete runway 26.

Gilles had told me that the average fuel consumption was 18 litres (I had expected 15). In addition, the head wind makes our ground speed go down to 50 knots (92 km/h), therefore, I decide to do a first technical stop in Vesoul. After flying through the R 45 D zone, with the agreement of Luxeuil Approach, Vesoul shows up straight ahead.

Vertical fly-by and I get into the circuit where there is no other airplane. Power reduced, carburetor heating on, final approach, and then… §?&$#%§ !… the engine stops after touch-down ! Since we needed some exercise, eight hundred meters pushing the plane does the job !

First refueling and a new meteo, thanks to the Instructor of the Vesoul aero-club who delayed an aerobatics lesson with a CAP 10 to print the met map from the Internet (Thanks to him and to the secretary !) . Apparently, the wind has calmed down.

Roger sits in the plane, I put the chocks on, turn a few prop blades backwards, put a little bit of throttle, and spin the propeller. The engine starts at the fifth attempt. I remove the chocks, Roger holds the stick backwards and he keeps his feet on the brakes while I get in my seat. Another take-off, and good-bye Vesoul. The next stop is Troyes.

VESOUL - TROYES - JUVANCOURT

The navigation is very quiet (One must say that at the speed we fly, we have time to watch the scenery and the cars on the highway. They overtake us easily !).

The headwind of about 10 to 15 knots slows us down. The fuel gauge rod is pessimistic, and, therefore, I am too. I don't think I can land in Troyes with a sufficient safety margin, in case this airfield has to close before we arrive there, forcing me to land somewhere else. I decide to change our route and to land in Juvancourt.

I know, by reading the supplement to the local air maps that zone R 5 B1 is inactive in July and August, but I try over the radio to get in touch with them. No one replies, it's normal ! It's a holiday period for those who use this area four days per month the rest of the year to test radio-controlled pilotless aircraft, in other words, drones.

Reconnaissance of the airfield, choice of a QFU, circuit, then, landing.

Since we diverted, I don't have the airfield map and its precious information like the phone numbers which would allow me to call the appropriate person to get some gasoline. Fortunately, the people in charge of the Juvancourt airfield aero-club displayed these phone numbers on the door of the club house. I call the President who tells me that a pilot should come to the airfield very shortly to do a flight, and he will sell me some gas.

A few moments later, the pilot arrives and helps us with the refueling.

President Brisson calls me back to check that everything is going fine. Thanks to him and the pilot whose name I can't remember. Good-bye Juvancourt where we may come back for a future airshow ?… Next, Coulommiers, which is in our range.

JUVANCOURT - COULOMMIERS

Unbelievable ! We reach the speed of 65 knots. Exciting !… In Coulommiers, on the self-information frequency, I can hear that the runway in use is the 27. I decide to go for the grass runway 27 R and I taxi to the fuel station. The airport, run by Aéroport de Paris, is very large and it takes us some time to reach the fuel pump, and, of course, it's not the right one !

An ADP agent I meet turns down my proposal to pay the landing fee straight away. What a nice man ! But it's only to hear that he has a meeting and cannot deal with us : "Don't worry, the landing fee will be sent to you in Persan". Of course I'm not worried at all.

More exercise to push the plane to the right pump, but this time over 50 meters only. The club sells us the gasoline, and we can even have a drink at the bar.

COULOMMIERS - PERSAN-BEAUMONT

Another take-off to reach Le Plessis-Belleville. The regulations limit our altitude to 1500 feet.

We fly at the height of 1200. We can see two airliners which are on final for Roissy CDG about 1000 feet higher than us. It's normal, their lowest allowed height is 1500 feet in this area.

We carry on and fly between the Paris TMA and the Creil zone which is active, and here is Persan. We land on runway 28 after a total of 4 hours and 4 legs, which required a total of 73 litres of gasoline, and an average of 18,3 litres.

Colonels Fumiko and Bernard Delfino welcome us with friendly signs and indicate that we should taxi to the fuel station where we fill up the tank.

We then start washing the plane. With the four of us, it's quite quick, and we remove the hundreds of mosquitoes and other bugs which are stuck to the wing leading edge, the struts, the engine cowling, and the wind shield.

To conclude this day, Roger invites us for a delicious diner at the "Gardens of Spring” chinese restaurant in Tremblay, followed by a well-deserved good night sleep.

I learned a lot during this trip, and I loved flying it."

CONCLUSION

The participation of our Wing and our airplane first seemed very difficult.

But the solidarity and the efforts of several members who did not hesitate to work hard and travel, all together, more than 6000 miles, changed this jump in the unknown into a sum of experience and new knowledge which will be very useful for the future.

Knowing that we needed to get some pictures of our Piper Cub in its natural element, Jean-Claude immediately organized a formation flight.

Gilles and Philippe jumped on board the Spirit of Lewis, and Jean-Claude and Bernard on board Jean-Claude's PA-19.

After a grouped take-off, the two planes flew to an isolated area where they flew large circles so that Bernard could collect as many pictures as possible. Half an hour later, the two airplanes landed on the grass runway of Montbéliard, mission accomplished, with, as a premium, four friends very happy of their flight.

One must say that our aircraft has a specific photogenic look which draws everyone's attention, either in the air or on the ground. This is why a news reporter of the local newspaper chose our plane as the subject of the article that was published the following day. Bernard took this opportunity to tell her everything about the Commemorative Air Force and its French Wing, which materialized in this article, very well written for a person who knew very little about aviation.

Jean-Claude flew a couple more flights, including one with his magnificent Morane-Saulnier 315, currently the most beautiful aircraft of this type in our country .

The spectators watched the arrival of other airplanes, some of which flew from Switzerland, like these beautiful and colorful Bücker Jungman's (Below), three other Piper Cub's, a Stampe, an NC 856A, and many others. The planes were finally parked for the night, and the day was concluded by an excellent meal that was taken in the meeting room of the Montbéliard aero-Club, served by volunteers whom we thank very much for their good care and hard work.

AIRBORNE ON THE FOURTH OF JULY

A good night sleep and a copious breakfast allowed everyone to get some strength and be ready for a day made of flights and friendship. At 10 in the morning, we were back at the airfield of Montbéliard-Courcelles. Some had already flown and enjoyed the beautiful weather that the meteo had not expected… Gilles, who, regretfully, had to go back to Paris on the 13:00 train, managed to fly our Piper Cub twice, with John and Philippe as happy passengers. The Spirit of Lewis flew in loose formation with the NC 856A (Above), a strange looking aircraft with undeniable flying abilities. On board was a professional movie maker who filmed numerous sequences of our airplane which played his role as a movie Star quite easily.

Our group set up a simplified PX which, despite its reduced size, drew some unexpected customers who spent a few dozen Euros which will help our plane's budget.

The lunch and the volunteers who served it, were of the same quality as the previous day barbecue, which gave every guest plenty of energy for the flights to come in the afternoon, under a very bright sun shine.

The Dassault 315 Flamand took off and greeted us with a few spectacular passes that all our friends highly appreciated. The Bücker's flew non-stop, and one of them gave us a smooth aerobatics display which revealed the ability of this aircraft and the pleasure that its pilot had to demonstrate these qualities.

Jean-Claude took this opportunity to do some aerobatics with the bright red Bücker. He was delighted and grateful for this unusual flight. In exchange, he took up the owners of this Bücker in his Morane-Saulnier 315.

As he came back from the second flight, Jean-Claude signalled Bernard to jump on board his Morane, a surprize invitation that our Unit Leader immediately accepted (Those who know Bernard's passion for the planes of the immediate pre-war period will understand the pleasure and the emotion he felt when he climbed on board this highly historical aircraft !). Here's what he says about this flight…

"With my heart beating at high pace, I climbed on board the MS 315 and sat in the front seat. I instantly got the same very strong feelings I had experienced during my first flight in this plane, during last year's airshow of Haguenau. Cherry on the cake, this flight's purpose was to fly alongside two Bücker's who were returning to Switzerland before the night.

The formation was quickly set, and several minutes of formation flying allowed everyone to take pictures of the planes. Since this type of mission is really my favourite, Jean-Claude was giving me a chance to raise my happiness to limits I rarely met before !

These sensations were greatly amplified by the open-cockpit which efficiently helps to go back in time to the far remote thirties, when this type of plane was the Master of the French skies.

I had not taken my main camera, in order to fully appreciate this flight, but I was still able to take a few shots using the small size digital camera I always carry in my pocket. This is how I was able to take a portrait of Jean-Claude flying his Morane (Below). A First I believe ?…

These too short moments spent in this Morane 315 will stay, for me, one of the greatest moments of this week-end. A big Thank You Jean-Claude ! Your kindness and your friendship allowed me to feel strong emotions that will stay in my memory and my heart for ever."

The day was such a success that none of the participants noticed the speed at which time was flying away, and far too soon, came the time to say good-bye.

Philippe and Danièle were the first to leave for Paris, then John and Cécile for Lentilly. Bernard and Fumiko were the last ones to leave our hosts and get back to Paris in the middle of the night, so that they would be ready to greet Patrick and Roger who were about to fly from Montbéliard to Persan the day after.

July 3, 2004. THE "SPIRIT OF LEWIS" HAS FLOWN ITS FIRST IMPORTANT "RAID" !

TAKING ADVANTAGE OF ITS PARTICIPATION IN THE FLY-IN ORGANIZED BY COLONEL JEAN-CLAUDE MINIGGIO, THE SPIRIT OF LEWIS INAUGURATED ITS NEW LIVERY AND FLEW THE DISTANCE BETWEEN PERSAN-BEAUMONT AND MONTBÉLIARD WITH NO PARTICULAR PROBLEM.

THIS 7 HOURS LONG ROUND-TRIP, TO WHICH MUST BE ADDED THE FLIGHTS FLOWN LOCALLY, REVEALED THAT EVEN AN AIRCRAFT OF SUCH A MODEST SIZE REQUIRES THE BEST POSSIBLE ORGANIZATION.

RAID ON MONTBÉLIARD…

The offer we were made of participating in the Montbéliard Fly-In, located in the East of France, by colonel Jean-Claude Miniggio, President of the Association "The Old Propellers of the Area of Montbéliard", was a real challenge for the CAF French Wing, and an experience of an invaluable benefit for the future trips of our Warbird.

Although the few weeks available before this event seemed too short to prepare the Spirit of Lewis, we heartily accepted this invitation and did everything possible to get the plane to the same standard as the other aircraft that would be there.

We doubled the speed and the painting of our airplane in USAAF colors was completed the day before it left for Montbéliard !…

With its new livery, and a brand new radio and navigation equipment, our valiant little Cub took to the air from the runway of Persan-Beaumont, in the morning of Saturday, third of July, with colonel Gilles Avenel at the controls, and his passenger, colonel Fumiko Delfino.

PERSAN-BEAUMONT - MONTBÉLIARD

The two hours range, plus the indispensable thirty minutes safety margin, seemed very short, and forced our friends to stop twice for gas, and also for the "natural draining" of the occupants.

Many clouds were pushed by a strong westerly wind. The help they were given by this wind noticeably shortened the flight time and three hours and five minutes were enough to cover the distance of this first, historical raid.

On the road, our friends cols. Roger Gouzon and Bernard Delfino were kept informed about the flight by numerous phone calls made by Gilles and Fumiko. They had to admit it : Despite its relative slow speed, the courageous little Cub was going much faster than their car.

As a precaution, Roger and Bernard had taken along a twenty litres drum of aviation gasoline, an excellent initiative that would soon reveal itself as very useful.

The Spirit of Lewis stopped the first time at Sézanne, its previous base, where we hopped to meet its former owner, Jean Nicole, who would have seen it again with great pleasure.

Unfortunately, he was absent on this day. The plane was refuelled, and our friends took off to reach Langres where another fuel stop was possible.

When they got there, they realized that there was not a soul on the airfield, and various phone calls remained fruitless. Gilles and Fumiko's last hope was to call their "escort" who had just stopped for lunch in a restaurant near Troyes.

Roger and Bernard forgot their lunch, quickly bought four sandwiches, and got back on the road to reach Langres, a drive of about one sixty miles.

Driving was not easy on this day which marked the first day of the Summer holidays, and it took them ninety minutes to get to Langres airfield.

The refuelling of our plane was done the "old way", with a drum and a funnel, and the four sandwiches were highly appreciated by the hungry participants !

The crew got back on board the Piper Cub, Bernard spinned the propeller, and the two vehicles started off again towards Montbéliard that the Spirit of Lewis reached an hour later, while Roger and Bernard took another hour and a half.

THE STAY AT MONTBÉLIARD

The arrival at Montbéliard was one of the best moments of this long day. We had the great pleasure to be reunited with colonel Jean-Claude Miniggio, the organizer of this Fly-In (Below, on the left, with our new friend Francis Pelletier on the right), and also colonel Philippe Duflot and his wife Danièle, colonel John Francis and his wife Cécile, and finally Gilles and Fumiko, who were already rested of their flight.

Jean-Claude Miniggio, left, with Francis Pelletier

Col. John Francis and Cécile.

Philippe and Danièle Duflot

Other friends were there too, like Eric Janssonne, and many others who we met during various previous airshows. Numerous planes had already arrived, and the week-end was looking good.

Jean-Claude immediately took great care of us. He drove us to the excellent hotel he had chosen for our short stay, so that we could check in and have a quick wash, then we went back to the airport where serious matters were about to start.

An isolated fire against these aircraft then triggers a cascade of replicas from the US naval and ground forces, and will cause the biggest friendly-fire incident within US forces, shooting down 23 planes, damaging 37 other, causing 318 victims, of which 60 killed crews and 81 paratroopers.

Security corridors non observed, flight ahead of schedule, bad dissemination of information, poor troops coordination, bad visibility, target-identification error, bad self-authencation by the aircraft, fire-discipline non obeyed, gunners under pressure… at different levels, all these causes take part of this tragedy.

Troops identification always has been a concern, from Middle Ages cavalry banners to WW1 military aviation insignias. National insignias form and contrast were more important than colors, leading the Royal Flying Corps to drop the Union Jack - possibly mistaken for a German cross - to concentric roundels, as France then USA adopted. Additional markings were used, too.

Lessons learned of Operation Husky's tragedy were taken in account for Operation Overlord, the landings of June 6, 1944, in Normandy. Foreseeing the congested airspace, IFF system overload, and the predictable confusion during the assaults, order was given to paint on wings and fuselage of the aircraft the now famous white and black "invasion stripes". The order was clear : "If there are stripes, it is one of ours ; if not, open fire." Received lately in the units, the order has been hastily executed on the field, giving some unprecise markings : edges not that straight, stripes not so parallel, paint runnings, joins not really joining... at war, one has to make do with what one has...

Like all aircraft operating close to the forward edge of the battle area, my Cub cousins flying observation and reconnaissance flights for ground troops received these markings.

Please follow this link to see all pictures on the french version of this post.