Warbirds are some of the most favored airshow acts. Their ability to combine the aircraft of the past and the technology of the present attracts thousands of spectators from all around the world!
Aircraft such as the Hawker Hurricane, Supermarine Spitfire, Grumman F8F Bearcat, North American P-51 Mustang and Yakovlev Yak-3 are also considered to be warbirds.
But what exactly makes a warbird so special? And why are they so prized (and expensive)?
What Are Warbirds?
Warbirds are any type of former military aircraft that are now in the hands of private individuals. They are commonly used as airshow display as well as airworthy museum displays.
The term originates in the 1950’s when WWII-era aircraft had been sold en masse to former military pilots. These aircraft were subsequently used in a plethora of different manners, mostly as airshow and/or museum display aircraft.
Over time, the term has added several other types of vintage aircraft to it. Originally, this didn’t include WWI-era aircraft, although by the 1960’s and 1970’s, the term did include them.
Eventually, the term was used to describe not only WWI and WWII-era fighters but also early Cold War-era fighter jets. Although, the latter is rarer than the former due to the intricacies of jet engine repair and the lack of spare parts.
On top of that, the term has also broadened which types of WWI, WWII and early Cold War-era aircraft can ben considered “warbirds”. Most notably, this has included trainer, cargo and utility aircraft from these eras.
History
Many believe that warbirds are a relatively recent thing. In reality, this isn’t true. The earliest of these aircraft appeared as early as the 1920’s!
1920’s
WWI was the most devastating war in history (at the time). Countries sank their entire economies (and empires) into outproducing the enemy to make more weapons, including aircraft.
During WWI, the early aerial warfare units were made up almost exclusively of the wealthy elite. This in itself was due to the fact that they could pay for the expensive flight training, which most others could not.
Following WWI, there was no need for so many military aircraft, as such, they sold most of them off. As such, many of the wealthy pilots who survived chose to buy the aircraft that they flew during the war, for posterity.
However, the costs of storing and flying these aircraft for themselves often became too expensive. As such, many of these pilots would fly these aircraft for small crowds who’d pay for the privilege.
This inadvertently created what we know today as airshows. On top of this, most WWI biplane models had two seats- one for the pilot and another for a navigator/reconnaissance photographer.
In order to bring in a extra stream of income at the same time, these pilots would often sell a ticket for the navigator’s seat, usually for an exorbitant rate. This trend has again been continued to today.
1930’s
For most of the 1930’s, the Great Depression was in full swing. For most of these pilots, their primary income stream, which funded their aviation hobbies, was under immense strain from the depression.
As such, many were forced to put their aircraft up for sale in order to try and conserve cash. However, for much of the 1930’s, there was only a relatively small amount of people who could afford to buy them.
Many of the pilots who could still afford to fly tried to run their airshows, but failed as no one was willing to pay for it anymore. As such, many of the aircraft sat in warehouses or in hangars at airports, collecting dust.
A few of these pilots still took their aircraft up, as oil prices had decreased dramatically. This saw the costs of flying their WWI fighters decrease. On top of this, the world’s air forces had returned many more airstrips to their former owners.
This saw the cost of storage decrease to post-WWI levels once again. (During the Great Depression, airfield owners had put up hangar rent). By the end of the 1930’s, more people were willing to pay for airshows once again.
1940’s
The 1940’s saw the largest conflict in human history, WWII. As with the Great War that preceded it, entire economies were sank into outproducing the enemy, with the hopes of defeating them.
As a result, over 300,000 aircraft were built over the course of WWII, by the Americans alone. The vast majority of these aircraft saw service in either the European or Pacific Theaters, with some seeing service in both.
During the war, these aircraft gained a reputation as formidable fighters that saved the Allies from the Axis. Following the end of WWII, the world’s militaries once again had no need for all these aircraft.
As a result, these aircraft went on sale to the pilots who’d flown them during the war, many of whom bought the aircraft they flew. Many more were offered to the general public by the end of the 1940’s.
For the most part, the pilots flew their old aircraft the same way that pilots fly aircraft like the Cessna 152 today. As general aviation aircraft. However, this wouldn’t last…
Near the end of the 1940’s, several former WWII pilots began to attend the first modern airshows. Here, Hurricane, Zero, Bf.109, Yak-3, Spitfire and Mustang displays gathered the most amount of attention, often flown by ex-military pilots!
1950’s
The 1950’s saw the first use of the term “Warbird”. Prior to this, aviation media had only ever referred to the former military aircraft as well… just that. Alternatively, the media would refer to them as “Mr. Smith’s Spitfire Display” or something similar.
However, a privately-owned, multiple aircraft display team saw an issue with the usual name. As a result, they chose to come up with their own term- warbird. By the end of the 1950’s, this term had become widely used.
As all of their aircraft were former WWII aircraft, the team and aviation community as a whole initially used it to solely to refer to WWII-era piston fighters. However, eventually encompassed WWI-era fighters too.
The early 1950’s also saw the beginning of the Korean War. This was the last major war where piston aircraft would be used. At the end of the war, these piston fighters would be sold on or stored.
By the late 1950’s, the concept of warbird memorial flights had become widespread. With this, arguably the most famous memorial flight was established, the Battle of Britain Memorial Flight (BBMF) in July 1957.
Following this, the RAAF Museum Historic Flight would also be established. The Historic Flight mostly consists of WWI and WWII-era fighters that served in the RAAF in either WWI or WWII, these aircraft are also on display.
1960’s
The 1960’s continued this trend, however, developed entire airshows around warbirds. The largest and oldest of these is the Commemorative Air Force (previously known as the Confederate Air Force) established in 1961.
By the late 1960’s, first generation jet aircraft fighters such as the Gloster Meteor, de Havilland Venom, F-94 Starfire and F-89 Scorpion had all been retired from primary military use in favor of second generation fighters.
Whilst the vast majority were stored in case the Cold War went hot, or were sold to allied nations, a few were sold to private individuals. These aircraft were subsequently used as jet warbirds for airshows all around the world.
However, these jet aircraft had all of their weapons and top secret systems removed in case the aircraft still fell into enemy hands.
Although the concept had been around since before the Wright Brothers’ first flight (existing at the same time Alberto Santos-Dumont was flying his airships), the 1960’s saw the popularization of air racing.
To do this, many WWII-era aircraft were stripped of all non-essential parts, becoming “stock” aircraft. These were then flown in races all over the world, by racers looking to make a few extra dollars.
1970’s
The 1970’s saw the inclusion of piston and jet bombers, utility and trainer aircraft added to the term “warbird”. This was mostly thanks to the USAF, RAF and other air forces selling off their WWII-era bombers and trainers.
Aircraft like the A-26 Invader, Avro Anson, Lockheed Constellations, Boeing B-17 Flying Fortress and North American T-6 Texan were all retired from their military service and sold on.
For the most part, the larger cargo and utility aircraft were rarer and are/were generally more expensive. This is mostly because museums often have the name recognition and money to outbid a private buyer.
However, these aircraft were still plenty, as air forces sold off hangars full of them. For the most part, they were put on display at museums, although, a few were used (unsuccessfully) as airshow flight displays.
Although, these aircraft have made extremely attractive (and profitable) static displays.
1980’s
In previous decades, the concept of airshows revolving around vintage aircraft became popular. In the 1980’s, the concept of warbird museums became quite popular.
Prior to this, aviation museums did exist. However, they covered all types of aircraft, including vintage aircraft, but also airships, hot air balloons and even helicopters. All of which, by the current definition, cannot be warbirds.
However, during the 1980’s, museums like the Yankee Air Museum opened. These museums were founded with the sole purpose of collecting airworthy warbirds to fly and preserve them for museums visitors.
During the 1980’s, a few aviation entrepreneurs have attempted to combine the idea of a vintage aircraft museum with the idea of a vintage aircraft airshow.
For the majority of the time, it is a museum, however, for one weekend in the summer, the museum became an airshow. The majority of displays would be from the museum’s collection, whilst some would be from private displays.
These often had mixed results.
With the introduction of fourth generation jet aircraft like the Panavia Tornado, F-15 Eagle and F-16 Fighting Falcon, the idea of first and second generation jet fighters being in private hands wasn’t as bad.
As such, aircraft like the F-104 Starfighter, English Electric Lightning, Dassault Mirage III were sold by their respective air forces. The remaining first generation aircraft were also sold on.
1990’s
By the early 1990’s, most of these aircraft had been sold to private individuals. These aircraft had subsequently become museum displays or had become airshow aircraft.
The 1990’s continued to see aviation entrepreneurs establish vintage aircraft museums and airshows. Many of these are still going today, although, many more have since gone out of business.
By the 1990’s, most third generation jet fighters had been retired from frontline military service. This saw the world’s militaries sell most of them to other nations. However, a few went into private hands.
With the breakup of the USSR in December 1991, the Soviet Air Force’s aircraft were abandoned in each of the new countries that emerged from the Soviet Union’s ashes.
For the most part, the vast majority of these aircraft were assimilated into those countries’ air forces, however, a few aircraft were left behind. Over the course of the 1990’s, these aircraft were found and exported.
Usually, this was to the west, where they would have their cockpits translated, as well as their aircraft manuals. Eventually, they would become airshow aircraft, with the most famous being the Aero Vodochody L-39 and L-29.
2000’s
Over the course of the early 2000’s, many more Soviet-era vintage aircraft came to the West. Decommissioned Soviet Yaks, Migs and Sukhois all came on the market and were quickly snapped up for much more than their value.
Many of these aircraft were subsequently put on display in museums, or more often, used for warbird displays at airshows all around the world.
Thanks to this influx of Soviet-made vintage aircraft, many more Western-built third generation jet aircraft were put on the open market, including Corsair IIs and F-4 Phantoms among others.
Due to this, even more warbird museums were founded. Although many went out of business during the Great Recession, many of those who survived took their aircraft and continued to operate them.
By the late 2000’s and early 2010’s, the demand for Soviet-made, Cold War-era vintage aircraft had decreased, and with it, their prices had stabilized. This led many more people to buy Soviet vintage aircraft.
Once such group of people, or rather, corporation, was Swiss watchmaker Breitling. They bought a series of Aero Vodochody L-39 Albatrosses for their all-new Breitling Jet Team in 2005.
Today
Today, vintage aircraft in general, and especially warbirds, have never been more popular. Due mostly to the aircraft’s age, many are amazed that the aircraft have not only survived war, but also Father Time itself.
When it comes to producing historical movies, especially ones about WWI and WWII, many directors want to get the real thing. And that does mean using real life warbirds for shots!
Thanks to their successes at airshows, an entire mini-industry has appeared around vintage aircraft. There are companies who’s sole purpose it is to maintain and repair these vintage aircraft.
Not only that, but there are businesses who go to old, decommissioned WWII bases and find old aircraft. They then restore them to flying or museum condition and sell them for a large profit!
And that’s not even talking about the museums/airshows that bring in millions per year. There are also teams of ex-military pilots who are employed by ex-military pilots to fly vintage aircraft at airshows.
For the most part, the largest airshow displays tend to be aerobatic or memorial displays from vintage aircraft teams. These not only draw thousands of spectators but thousands in memorabilia revenue.
How do You Buy Warbirds?
As you can see, warbirds are very popular at airshows and are highly prized by collectors. You probably think that in order to buy one, you need to be extremely wealthy and have loads of contacts.
Fifty years ago, that was certainly the case – you either had be a pilot in a major war, or a close friend of one who knew you wanted one. Luckily, we live in the 21st century. Everything’s on your phone/laptop now.
There are entire websites dedicated to helping you buy vintage aircraft. Here, sellers can place all of the aircraft’s specs, mileage since last overhaul etc. and the price for their aircraft. Much like how you’d buy a used car.
For instance, you’d type in something like “P-51 Mustang for sale” into Google. Here, the first page is full of these such websites with P-51s for sale. Looking on them, you’ll find different P-51s selling for different prices.
All of these listings have the necessary contact information. Here, you can contact the seller’s agent (the person in charge of the legalities of buying/selling the aircraft) by phone or email and arrange a viewing.
Assuming that the aircraft you view is up to the standard you’d hoped it would be, all you need to do is exchange the money and write the contract. Most of the time, the latter is done on a single side of A-4!
If you don’t want to go about it that way, there is one other way: scavenging. After WWII, many aircraft were simply abandoned, or were pushed into lakes or oceans around the world.
Assuming you have the time, money and patience to hire divers and excavators, you could find some unique aircraft in there. However, it’s highly likely have to restore them as they’ve been buried/submerged for 75 years!
What do you think of Warbirds? Have you ever flown one? Tell me in the comments!
Featured image courtesy of Ian via Flickr.