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History:

This aircraft carries the Curtiss Series build stamp 399 in the L/H lower longeron. This makes it the 399th (and second to last) P-40N1 built. It was assigned the USAAF serial 42-104827 and then shipped to Australia under lend lease where it was assigned RAAF Serial A29-414.

While operational in New Guinea with RAAF 78 Squadron, with squadron markings HU-Z, it was written off in a landing accident on arrival at Tadji (Aitape) on the northern coast of New Guinea. At the time it was being flown by Jim Harvey, who unfortunately passed away a few years ago. The accident however was witnessed by his close friend, Arch Simpson, who was in the pattern waiting his turn to land. Details of what happened are as per the extract from a recent e-mail from Arch to Graham Orphan at Classic Wings Magazine, detailing the event and which is attached.

As can be seen in Arch’s e-mail, the aircraft was pushed off the side of the strip and abandoned. Most of the P-40s recovered by Charles Darby and others in the early ‘70s were taken from the “dump sites” at the end of the strips. A29-414 was still lying where it was pushed off and had subsequently became overgrown and was unseen. It was discovered at a later date and shipped to Australia, from where the aircraft was shipped to New Zealand in 2001.

Currently:

After the aircraft, which consisted of the fuselage, wings and a collection of smaller parts, arrived in New Zealand, the sourcing of all the necessary parts to rebuild a P-40N1 began.

To start, an analysis of the parts manual was undertaken to identify as many of the parts we considered critical to the rebuild of a P-40N1. We believe we came up with a schedule of components that included all the major items required and the majority of the smaller pieces (20 pages in landscape format!). We then proceeded to secure all of those parts needed to complete the project.

This process is complete with all of the major components obtained and most of the smaller items are also on hand. There are some items on the list that, while we haven’t got them on hand, can be re- produced on Pioneer Aero’s tooling (i.e. Wing Fuel Tanks). This schedule of parts and the status of each is available to parties with a serious interest. On the other page is a schematic from the parts manual of all the significant structural items. These have all been numbered and a schedule on the status of each of these is provided.

While this sourcing was in progress, work was begun on the restoration process, either in the Pioneer Aero shop or by outsourcing components.

Restoration Progress to date:

Wings Group

The main planes are as received. For transportation from PNG to Australia the flap bays were cut off however, that is not of concern as in the typical rebuild of a P-40 wing the flap bay structure is normally structurally replaced. Now on hand is the complete internal structure of ribs, extrusion and rebuilt spars.

There is a new T-section and a new finished splice plate with the wings. All attach bolts have been sourced and are Cad plated ready to use. Many of the aileron structural components have been produced. A complete set of heat-treated pressings to build the undercarriage fairings and doors is with the project and a set of wing tip ribs is included. The ammo bay doors are almost complete and a new pair of flaps are completed. New attach Tees and doublers have been sourced and most of the new match angle is also with the project.

Empennage

There is a newly rebuilt rudder and fin with the project and the tailplane is almost finished rebuild. The rudder still requires fabric covering. Both elevators need to be rebuilt from a kit and the hardware on hand.

Fuselage Group

Work has begun on the fuselage with it being completely disassembled. New lower longerons, canopy rails and stringers have been purchased and the rebuilding of the frames has begun. To date, the fuselage is almost finished. The fuse extension is still to be reproduced. A new internal pressing for the fuse door is with the project. The tailwheel doors need a complete rebuild. The windscreen frame has been totally disassembled and is almost ready for final re-assembly. We have the canopy and rebuilding has begun. Both windscreen and canopy need to be re-glazed. New rear vision clears are with the project, as are the bearings and pulleys for the canopy operation.

Alighting Gear Group

All of the gear components are with the project, except for some very minor pieces which can be reproduced. The main gear legs are rebuilt and the wheels have been rebuilt and new tires have been fitted.  A full set of new wheel bags is also on hand. The tail leg assy has been rebuilt and is ready to install.

Power Plant Group

(a) Cowlings

There is a new top cowl kit with the project and a new front “dishpan”. A chin cowl kit is also with the project and requires assembly as are side cowl kits. There is a set of rebuilt exhaust shrouds plus a set of fishtail exhaust stubs. The cowl flap hoop has been built, and the cowl flaps have been rebuilt. The cowl flap control handle assembly is also rebuilt.

(b) Engine Bearers & Engine Installation

The engine bearers have been rebuilt. Fresh engine mount rubbers are produced and a full set of new bolts is on hand and included with the bearers. All of the components are rebuilt for the engine controls and the throttle quadrant has been rebuilt. Some new control rods will need to be produced from the samples on hand. The carb air (hot/cold/filtered air) control is  rebuilt.

(c) Coolant System

A fresh set of main coolant pipe blanks are on hand. A rebuilt pair of radiators are with the project and are ready to fit, as is the header tank and all other coolant plumbing blanks.

(d) Fuel System

A new boost pump assembly is with the project and nearly all the other components are with the project. New fuel tanks can be produced from Pioneer Aero’s tooling. A fuse tank is with the project, however whether this will be required will be determined when a decision is made as to whether a second seat is installed.

(e) Oil System

All items on hand including a set of plumbing blanks, and a new oil cooler is with the project.

(f) Spinner

A new spinner assembly, including spinner castings and spinner back-plate joiner are on hand. Patterns for the small spinner parts are available.

Fixed Equipment Group

(a) Flying Controls

All of the major control components are on hand as are a full set of new pulleys and most of the bearings. Most of the cables are on hand. The trim control assembly is rebuilt, as is the complete rudder pedal assembly.

(b) Hydraulic Assembly

New “bundy” hydraulic tube is on hand and many of the hydraulic components have been rebuilt. A new electro hydraulic pump assembly is with the project.

(c) Electrical System

Many new components are on hand including B4 and B8 relays, most of the cannon plugs and connectors, switches, CBs and the booster coil. Several of the junction boxes have been reproduced from samples and drawings at hand. The main Electrical panel (below the instrument panel) is completed with switches / CB's etc serviced and fitted.

(d) Instruments

All of the instruments are on hand and have been serviced and fitted to the panel. 

(e) Radio

There is no radio equipment with the project.

(f) Oxygen

There is no oxygen equipment with the project.

(g) Engine

There is a new, “in the crate” V1710-81 (correct model for P-40N1) with the project.

(h) Propeller

As with the engine, there is a propeller with the project, however it is a Curtiss Electric C5325D prop, complete with pitch change motor etc. The C5325D prop hub is a direct fit on the aircraft, however the overall diameter of the prop is slightly bigger than the original P-40 prop. This will however be re-profiled. A brush block holder and brush block are with the project.

Click for list of sheet metal/structural items with the project

Extract from e-mail from Arch Simpson to Graham Orphan of Classic Wings Down Under Magazine dated Thursday 13 September 2001

“Yes I know a lot about 414 HU Z. I watched it prang at Tadji. It was flown by a special close mate Jim Harvey. What happened was 78 was ordered (under McArthur’s strategy of bypassing points of resistance, and establishing new bases in lightly defended areas) to fly from Cape Gloster, on the western tip of New Britain to a point named Tadji, but at our time of take it was still in enemy hands and there was no proper strip. However we were assured that heavy bombing had softened up the resistance, the landing force was on the beach head and securing a perimeter, and the strip building machinery was disembarking. When we got to the point of no return, (insufficient fuel reserves to get home) we were informed “All was well, and the strip would be ready by the time we arrived”.

My No 2 and I were nominated to patrol the area while the squadron landed, and – bloody hell!! over on their back went a couple of the first to land. What had happened was some of the bomb craters of the softening up attacks were deep enough to open the water table (the strip was almost on the beach) and of course filling these [with] loose earth just made a mud trap.

The whole squadron was running low on fuel, so the only remedy was to bulldoze the belly up aircraft off the strip, and watch with interest as the next attempted to land.

Of course it was a bit of a gamble as to whether a wheel hit one of these craters, except where another aircraft had gone over and there was much disturbed mud. Poor old Jim was not lucky. I watched him make his approach – looked good but suddenly there was a duck egg blue belly and the bulldozer moving in. Jim did spill a bit of blood for which he was awarded the “Purple Heart” but he was OK the next day. “