The move to Millington
In early May 2002, Major General (Ret). Charles D Metcalf, Director of the then USAF Museum, along with Myrl S Morris, USAF Museum Restoration Division Chief and USAF Museum Restoration Division Supervisor Roger Deere visited the display site. The aircraft was opened up for inspection and analysis of the structure undertaken.
Yes, there was a long list of work that needed doing, but in the words of Myrl S Morris, ‘...the aircraft is in somewhat better overall condition than we had anticipated’.
It was thought that immediate action needed to be taken to stop corrosion not only in the visible areas, but also between the outer skins, stringers, longerons and bulkheads. The horizontal stabilizer was showing signs of internal corrosion, and the main gear struts were in need of attention. The engines and props needed removing, the entire wing structure, including the wheel-wells, needed all equipment removed before stripping down to bare metal, then metal etched, primed and re-painted. Interior furnishings such as around the radio operators station, the pilot and co-pilot seats and the bombardiers area, had to be removed, restored, and reinstalled. All fabric covered flight controls were to be inspected. The Life raft bay skins and the bottom inside flap wing skins needed replacing. At the same time the main landing gear tires had to be replaced as the existing ones were rotten with the cords showing.
The inspection team concluded that the aircraft was at a critical stage of its life and that this work could not be put off any longer, for in a short time the corrosion would attack the structural integrity of the aircraft and then preservation would no longer be possible, and much would have to be replaced. Many of the problems were being caused by the environment in which it lived which was not conducive to longevity, as it was being subjected to the corrosive effects of heat and humidity almost year round. The team agreed with the MBMA’s plans that the aircraft be disassembled and moved to a facilitywhere the Restoration and preservation of ‘this national treasure’ could be properly and professionally accomplished in order to save it for generations to come.
The team from the Air Force Museum thought that the MBMA was extremely lucky to have a volunteer force who were experienced and knowledgeable and were ready to proceed with the work, which should commence immediately. As Charles Metcalf wrote to Harry Friedman on May 20 2002:
‘Dear Harry -
We appreciated your hospitality and assistance during our brief visit to Memphis. Your enthusiasm to see the ‘Belle’ restored to her former glory is catching and I can tell you we caught it while there.
I’m attaching comments from my staff which highlight the fact that you have a major task ahead and you absolutely will need a facility that will allow you to work year round. It was readily apparent to my restoration people that the previous restorative efforts accomplished on the “Belle” did not keep up with the progression of the corrosion and in several places has progressed to the point of exfoliation. What particularly worries me is what cannot be seen as it may be hidden behind panels, flooring, etc. We also noted that corrosion had been ground out of structural stringers and then painted over. The stringers and any other members need to be replaced as it is impossible to kill the corrosion between the stringer and the skin. We also noticed that fuselage skins had been replaced but not etched, primed and painted. We saw evidence that corrosion has started in these areas. The nature of this work (seriousstructural work) needs adedicated enclosed facility since we believe you are looking at a timeframe thatmay extend as much as three years. The corrosion has progressed to the point that the work should not be delayed. We feel your plan to move the aircraft to just such a facility away from the open air site on Mud Island is a wise one. You have an enthusiastic and well qualified technical team that will see the new worksite as a confirmation of the Association’s desire to see the project through.
We look forward to working with you over the next several years on this essential project.
So, over the winter of 2002/3 there was another move - by truck to the closed air facility that made up part of the US Navy base at Millington, north-east of Memphis.The new home placed the aircraft in what could only be called a state-of-the art facility that included a climate-controlled environment and provided not only a restoration area but also storage and display facilities. It was not only an ideal home for the aircraft, but also for the restoration machinery donated by local and national aviation equipment manufacturers.
Since the 1986 letter from Dick Uppstrom to Frank Donofrio and Harry Friedman threatening to pull the aircraft back to Dayton, there had been occasional discussions about just this event taking place. Early in 2004 the US Air Force and the Air Force Museum sent yet another inspection team, which included Charles Metcalf and Richard Anderegg, the official Air Force historian. The inspection teams were accompanied by Bob Morgan.
This was just one of several visits and meetings between the Air Force, the Air Force Museum and the MBMA during this period. Indeed the Air Force came under pressure from certain congressmen and senators to give the MBMA more time and to provide them with both a format and timeframe prescribed by the Air Force Museum which would allow the aircraft to stay in Memphis. Once this had been agreed, research by the MBMA produced the realization that the majority of citizens of the city Memphis were simply not interested in the Memphis Belle. Thus the MBMA requested the Air Force come get their aircraft.
The move to the National Museum of the United States Air Force
It was not long after the aircraft arrived in Dayton that the media relations machine of the National Museum of the United States Air Force kicked into high gear and a flood of press releases followed by articles appearing in the media, credited to the pen of Charles D Metcalf. This is just one example:
‘The Memphis Belle arrived and we’ve been busy surveying both the airframe and the items that came with it. We certainly have our work cut out for us in the Restoration of the Belle. The condition of the airframe is worse than we expected and the vandalism much worse than originally thought. Most of the detail parts that make a restoration complete have been vandalized, stolen, lost or souvenired by parties that had access to the Belle over the years. As you know, the Belle was, for most of its life, displayed in uncontrolled locations. So not only do we have to undo the ravages of weather, but must also acquire and replace all of the parts taken over the years. Essentially, the Belle is a hollow shell. Additionally, we will have to redo or replace some really inept repairs made over the years - not a pretty picture. Our first effort will be to strip the entire airframe inside and out to uncover corrosion that is hidden by paint, and to return the interior to its correct bare metal finish. We will have to rewire and replace most of the tubing in the Belle to return it to the correct and complete configuration. My original estimate of eight to ten years stands firm - leaning towards the longer time’
Often the articles from Metcalf were accompanied by quotes credited to members of the Museum staff, such as this: “It’s a real honor to work on it, because it’s one of the most famous around.” said Restoration Supervisor Greg Hassler. “We’re real fortunate to have it.” Over the next eight to ten years of Restoration, no part of the plane will go unnoticed. Paint jobs will be retouched, historical details inside and out will be restored, and the engines will be put in working order, although Museum Director Gen. Charles Metcalf said it’s not expected to fly again. Years of outside display in Memphis, Tenn., subjected the icon to corrosion and even vandalism, said Metcalf, so extra care be taken to resurrect the plane to its former condition in preparation for a spot as the centerpiece of the museum’s WWII collection. But for now, the Memphis Belle serves as a history book and canvas for the restoration team'.
As can be seen, these articles suggested that the aircraft was in poor condition, that it was nothing but a gutted shell and inferred that much of the ‘blame’ could be placed at the feet of its last ‘keepers’, the MBMA. The tone was a far cry from Metcalf’s inspection tour in May 2002! It was also 'a gutted shell', simply because the MBMA had stripped it for the move to Millington and to start restoration!
As we have seen, not only was it a miracle that the aircraft survived at all due to vandalism and the weather through the 27 years on the plinth, a large amount of ‘damage’ was actually done by the Air Force itself when they removed a lot of equipment back in the late 1940s! Things got so bad that the MBMA President Andy Pouncey and Vice-President Harry Friedman were forced to put out their own rebuttal, attempting to tell the full and complete story, but few in the media were interested.
‘When the ‘Memphis Belle’ came to Memphis having been saved from the smelter by our then mayor, it came under the care of the city, the Tennessee Air National Guard (TANG) and later the American Legion until 1976. During this time, the airframe was largely outside suffering the ravages of time. In 1976, the city and the American Legion titled the airplane back to the United States Air Force Museum (USAFM) with the understanding that it be loaned back to the newly formed Memphis Belle Memorial Association, Inc. (MBMA.) Under the MBMA, three major restoration efforts occurred. First by the TANG and the Memphis Area Vocational Technical School at the Memphis airport starting in 1977. The second was in 1986 by TANG and the OMS and FMS from Blytheville Air Force Base when a considerable amount of sheet metal work and corrosion repair was undertaken. The airplane was then moved to a covered but open-air pavilion where it was displayed.
A corrosion control program was carried out during this time. Recognizing that this was not an ideal situation, the airplane was then moved to a climatized hangar at the former Naval Air Station Memphis in 2003. At that time the airframe was completely disassembled, panels removed, and an extensive restoration was begun utilizing the skills of 40 volunteer FAA certified airframe and power plant mechanics from FedEx. The time line for the completion of the Restoration was three to five years. The plan was to inspect and repair as needed (IRAN). A considerable amount of work was accomplished before the work was called to a halt by the NMUSAF. Tech orders in use during WWII were used as guides for the Restoration.
With regard to the on board equipment, in 1949, the commander of the Air Force Reserve Training Center received permission from the mayor of Memphis to remove whatever parts could be used for training purposes.
41-24485 undergoing restoration at Wright Field.
These apparently were largely cockpit and engine parts but others as well. Certainly, much was later removed by vandalism until the MBMA took over in 1977. Since that time until the airplane left Memphis for Dayton, there were only two relatively minor acts of vandalism. In 1983, the USAFM sent a large block of equipment to be used in the Restoration. In addition, several companies, and individuals donated parts and some were loaned over the years. Thus, about 60 to 70 percent or more of the onboard equipment had been obtained to replace the missing items. Not only did these items accompany the ‘Memphis Belle’ to Dayton but a large number of the parts belonging to the MBMA also went with the airplane.
We all look forward to the fine work that the National Museum of the Air Force is noted for picking up where the MBMA left off to restore the most important airplane of World War Two’.
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