Restoring Presidential History: Inside the Columbine II Restoration Project

Step aboard the legendary aircraft that once carried President Eisenhower across the skies as America's first Air Force One

When you think of Air Force One, you probably picture the familiar blue and white Boeing VC-25A that serves today's presidents. But the story of presidential air travel begins with a much different aircraft—one that's currently undergoing an extraordinary restoration that Concorde Battery is proud to support.

Meeting Columbine II: America's First Air Force One

At Dynamic Aviation in Bridgewater, Virginia, sits a piece of living history that aviation enthusiasts dream of seeing: Columbine II, the Lockheed Constellation that served as President Dwight D. Eisenhower's official aircraft and America's first true Air Force One.

This isn't just any Constellation—it's a aircraft steeped in presidential history and aviation milestones. The name "Columbine" has special significance, honoring Colorado's state flower and connecting to Eisenhower's beloved home state through his wife Mamie, who hailed from Denver.

The Columbine Legacy: Three Aircraft, One Historic Name

The Columbine story actually spans three remarkable aircraft:

The Original Columbine: The aircraft Eisenhower used during his time as Supreme Allied Commander

Columbine II: The star of our story—the first official Air Force One

Columbine III: Now preserved at the Wright-Patterson Air Force Museum in Dayton, Ohio

The Revolutionary Lockheed Constellation

The Lockheed Constellation, affectionately known as the "Connie," was nothing short of revolutionary when it first took flight. Built from 1943 to 1958, approximately 850 of these magnificent aircraft rolled off the production line, each powered by Wright Cyclone 3350 18-cylinder engines.

What made the Constellation truly special was its distinctive "dolphin-shaped" fuselage—a design choice that was both beautiful and incredibly complex. Unlike today's aircraft, no two bulkheads on the entire fuselage were identical, making manufacturing extraordinarily expensive and ultimately leading to the simpler, more cost-effective tube-shaped designs we see in modern airliners.

Howard Hughes and the Birth of Pressurized Flight

The Constellation's development story is inseparable from Howard Hughes, the eccentric billionaire and major TWA stockholder who envisioned an aircraft that could "fly above the weather, fly fast, and fly far." His vision led to the creation of America's first pressurized airliner—a game-changing innovation that allowed passengers to soar above turbulent weather for smoother, more comfortable flights.

Hughes proved the aircraft's capabilities in dramatic fashion with a 1944 speed run from Los Angeles to Washington, D.C., covering the distance in just seven hours at approximately 330 miles per hour. But perhaps the most poignant moment of that historic flight came on the return journey, when the aircraft stopped at Wright-Patterson Air Force Base in Dayton, Ohio, and Orville Wright—co-inventor of powered flight—climbed aboard for what would be his final flight before passing away.

Engineering Marvel: The Tri-Tail Design

The Constellation's distinctive tri-tail configuration wasn't just for looks—it was a practical solution to a real problem. The unique three-tail design allowed these large aircraft to fit into the standard hangars of the era, making them more versatile and easier to maintain at airports around the world.

Concorde Battery's Role in Preserving History

Concorde Battery is honored to contribute to this remarkable restoration project by providing the batteries that will help bring Columbine II back to life. While the installation is still a year or two away, being part of preserving this piece of presidential and aviation history is incredibly meaningful.

The restoration of Columbine II represents more than just fixing up an old airplane—it's about preserving the story of how presidential air travel evolved, how aviation technology advanced, and how visionary individuals like Howard Hughes and President Eisenhower shaped the future of flight.

Supporting Aviation History

This restoration project relies on the generosity of aviation enthusiasts, history buffs, and anyone who appreciates the importance of preserving our nation's heritage. The team behind Columbine II has made it easy for supporters to contribute to this worthy cause.

Every dollar donated helps ensure that future generations can see, touch, and learn from this remarkable aircraft that once carried the leader of the free world across the skies. It's a chance to be part of something bigger than ourselves—the preservation of American history and the pioneering spirit of aviation.

The Legacy Continues

As we look at Columbine II today, we're not just seeing an old airplane—we're witnessing a bridge between the past and present, a tangible connection to the era when commercial aviation was young, when flying was still an adventure, and when the President of the United States trusted his life to the revolutionary technology of the Lockheed Constellation.

The restoration of Columbine II ensures that this incredible story will continue to inspire future generations of aviators, historians, and dreamers who understand that sometimes the most important journeys are the ones that preserve our past while pointing toward our future.

To learn more about the Columbine II restoration project or to make a donation, visit the project's official website or contact Dynamic Aviation directly.

Chris has been passionate about aviation since his childhood. He grew up with a family of aviators who nurtured the enthusiasm. He served in the United States Marine Corps where he worked as an Avionics Weapons Technician and he earned his private pilot's license in 1983.

Chris entered the civilian aviation business in the 1990s. In 1998 Chris founded the South Carolina IA Renewal. This annual in-person event has been a resource for A&P IA mechanics to earn their refresher credit annually, in person, free of charge.

Chris joined Concorde Battery Corporation in 2011 as Eastern U.S. Technical Sales Manager and expanded the Concorde IA Renewal Series events into Florida and Tennessee. In 2021, when in-person events were not possible due to the pandemic, Chris worked with a team at Concorde Battery Corporation to establish a virtual event to ensure IA mechanics around the world received training that was acceptable to the FAA so their certificates would not be jeopardized.

Commitment to educating the aviation industry is one of the hallmarks of Chris's career, an achievement he continues with great success.

Chris is an accomplished public speaker presenting information on Concorde Batteries and aviation at events around the world and via Concorde Battery social media channels.

Chris Holder will be named to the South Carolina Aviation Hall of Fame on February 13, 2025, during a special ceremony in Greenville, South Carolina. Please join us as we wish him congratulations for this well-deserved recognition.

For More Information please contact:
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The Questions:

The Concorde team spends a lot of time providing battery maintenance training to aircraft maintenance technicians.  During the course of the training seminars, we receive some very interesting questions from attendees.  One of the more popular questions concerns vent tubes.  They range from, “why do sealed batteries have them” and “do I really need to attach anything to them?” to “do they make good handles?” 

The Answer:

In flooded or open cell batteries the vent valves allow hydrogen gas to escape when the battery is charging.     

In a sealed battery, the AGM separator allows oxygen gas generated from the positive plates to diffuse through its pores to the negative plates and recombine with electrons to form water. This recombination cycle minimizes outgassing from the batteries so that the electrolyte never needs to be replenished or topped up.  This also suppresses the evolution of hydrogen gas.  The end result, because the rate of hydrogen emission is very low, only minimal airflow is needed to dilute the hydrogen to safe levels. Most aircraft battery compartments have sufficient natural airflow so a separate air ventilation system is unnecessary.

Now, let’s circle back to the original question; why do you have a sealed battery with vent tubes?  For installation eligibility vent tubes allow for fit, form function interchangeability with flooded batteries.  When converting from flooded to sealed, if the STC does not require removal of the vent lines, the vent tubes provide a place to secure vent lines so they are not flopping around in the avionics bay or engine compartment. When the natural airflow is not sufficient, RG Series batteries are available with vent tubes for connection to air ventilation systems.

Concorde recommends using battery handles where provided. Picking up the battery by the vent tubes can result in damage to the vent tubes or vent tube breakage!

Skip's Corner

Can not locate wiring changes made when ACFT went from NiCad to Lead-acid

The Question –

Working on King Air 300 FA-85 with RG380E/44 installed. Have a minor issue with the Battery charge annunciator and can not locate wiring changes made when ACFT went from NiCad to Lead acid. If you could assist or point me in a direction who could please do? Thanks for your time.

The Answer –

The CONCORDE King Air STC does not disable this system. The light is on as long as at least 7 to 10 amps are charging the battery. Normally, with a healthy battery the light goes out before takeoff.

Most of the NiCad's are 20 cell and the charging system is set upwards of 29DCV which is too high for our 24V batteries resulting in the charge light staying on for a long time. THE CHARGING SYSTEM MUST BE SET PER THE BEECH MM AT 28 TO 28.5 DCV for Concorde Sealed Lead Acid Batteries.

The reason we like to leave the charge light system functional is that it is a CURRENT SENSING SYSTEM. If the light comes on during flight it indicates signs of an internal short. The pilot merely disconnects the battery. If later the generating system were to fail this battery that is fully charged can be put back on line to support the load requirements.

Other approvals provide the option to ground the system rendering the system inoperable if the charge light is a nuisance to the operator.

Skip's Corner

Can AGM Batteries Suffer Thermal Runaway like Lithium Ion Batteries?

The Question –

Can AGM Batteries suffer thermal runaway like Lithium Ion Batteries: Are they safe?

The Answer –

Does everyone know that when our RG series batteries are subject to the destructive overcharge test that they do NOT thermally runaway?

They get HOT about 260F, the electrolyte boils, the water turns to steam and the excessive internal pressure opens the vent valves releasing the steam (H20) NO ACID is expelled.  This continues for about 10 minutes and as soon as the battery runs out of water the charge current stops and the battery starts to cool down to ambient.

Skip's Corner

Arcing Conditions

The Question –

We have an RG380E/44 battery, S/N: 40450578 that has slight arcing on the negative battery terminal from a loose connection at the connector. We have replaced the aircraft connector but I cannot find any information in the CMM, (5-0171, Rev P), regarding how to repair this condition. Can you advise on how to repair so that I have manufacturers data/recommendations for repair and return to service please?

The Answer –

The battery terminal pins are .375 or 3/8” in diameter. Make sure you remove any copper deposits from the plug socket terminals so the pins will have maximum contact with the airframe plug sockets.

Make a go-no-go gage from a 3/8 drill rod or bolt that you can use to check ALL YOUR AIRFRAME PLUG SOCKETS. There needs to be enough tension on each socket, so that the 3/8” diameter gage will not slip out when the airframe plug is inverted.

The battery terminal pins are silver plated, protect them from corrosion using ACF-50 in the plug sockets.

Skip's Corner

Voltage Regulator Overcharging

The Question –

If a voltage regulator is set to 14.1 , how does it not overcharge a 12V battery on a long trip, or when the battery is back fully charged, does the regulator continue to attempt to pump 14.1 into the battery? Would that not eventually dry out the matts?

The Answer –

No, first the battery is not fully charged after an engine start or worse if the airplane has been inactive. It will take about 3.5 hours to fully charge the battery, then 14.1 IS NOT OVERCHARGING IT, merely charging it normal at RT, too low at cold temperatures and too high or overcharging it at 100F or higher, look in the O/O manual for recommended charging voltages at temperature.

If the recommended charging voltage at the battery temperature is exceeded then yes, the vent valves will allow water to be consumed and the battery will dry out, but this rarely ever happens.

Skip's Corner

Amp Meter/Volt Meter Oscillation

The Question –

Battery SN 40858991 was installed 4/4/17 @ 3159.69 hrs, removed 4/16/17 @ 3162.86 hrs. Induced amp meter and Volt meter oscillation. (And panel lights) Old battery worked perfect when re installed. Why?

The Answer –

This is the old-style magnetic coil relay voltage regulator that is not fast enough to dampen the overvoltage charging that happens with an RG battery that has lower internal resistance than a flooded battery that has fewer plates per cell.

The older voltage regulator recognizes the battery is going OVER the CP limit and shuts the generator or alternator off, but the battery not being fully charged voltage starts to drop below the normal charging voltage , then the voltage regulator senses it, and the magnetic coil relay contacts close and the fast charge starts again until the battery goes over voltage again.

These events are rapid within seconds, but all electrics either go off and on, or lights flicker as the ammeter is fluctuating from charge to discharge and back and forth.

Two ways to fix the problem - replace the old voltage regulator or alternator control unit with a solid state, or go back to using an old fashioned flooded electrolyte battery.

Skip's Corner

Short Duty Cycles

The Question –

Do short duty cycles have an effect on battery longevity?

The Answer -

I will attempt to explain why ANY aircraft battery is NOT designed to perform satisfactorily with short durations of being recharged between the high rate of current of discharge (capacity) required to make a successful turbine engine starts.

Think of the storage battery as being like a bucket of water. With an open top that is full (charged capacity) that you can dump or spill as much as you want rapidly (loss of capacity) BUT you only have a limited volume of water capacity to refill the empty bucket because of your resupplying water filling pipe or hose, so you cannot replenish the capacity lost that you had quickly dumped for some reasonable time before the bucket is full (capacity) again.

Storage batteries are something like this, they can release high rates of power to crank a turbine engine from its static or stopped condition to the starter/generator that is also not moving and because it takes hundreds of amperes to overcome this stalled condition to get all the rotating components moving (at least ten percent of the capacity is used to motor the engine) to draw the cool air into the compressor section BEFORE the compressed air is introduced to the combustion section where fuel is ignited and the fire and super-heated air impinges on the turbine to provide enough energy to have the turbine drive the compressor so the electric starter motor than can be shut off.

Usually aircraft turbine starting batteries have enough stored energy (capacity) to make three successful starts before their capacity is drained to the point of causing a hot or aborted start

A storage battery in a poor state of charge (SOC) or health (worn out below the minimum airworthiness requirement) will and do cause hot starts the ruin the turbine engine, IF the battery DOES NOT HAVE ENOUGH CAPACITY to keep the starter motor turning the engine , driving the compressor and forcing the hot air back to drive the turbine until the turbine can drive the compressor, then the engine stalls and the hot air and flames are allowed to back-up into the aluminum compressor section causing EXPENSIVE engine overhauls or replacements

My first suggestion would be to modify your 350/355’s with the Canadian Airbus Helicopter STC to install our 28Ah P/N RG-390E in the tail boom.

Second install a spare battery, I believe Airbus Helicopters has a SB for dual batteries, If not AIRLIFT in Norway does.

Third, carry a start stick by STARTPAC .

Skip's Corner

Bulging Batteries

The Question –

Is a sealed battery airworthy if it is bulging?

The Answer –

Yes, this is normal when the internal gas pressure is higher than the outside atmospheric pressure, it’s a GOOD sign as each cell pressure relief valve is not leaking.

The cell pressure relief valves remain closed normally but do burp occasionally to relieve excess internal pressure while in service. The recombinant gas battery requires a positive internal pressure to operate normally.

The case will go concave if the aircraft makes a rapid descent from a high altitude.

ALL rechargeable batteries of any type are called “secondary” and ALL have pressure relief valves to prevent the battery case from rupturing or bursting due to high gas pressure that may be caused by overcharging with higher than recommended voltage from either internal or external power. Sometimes this happens to batteries that are shipped in a charged state that are of normal shape at the time of shipment and are subject to either higher or lower atmospheric pressure during transit.

See Page 9 of Document Number 5-0324 “ CONCORDE RG SERIES AIRCRAFT BATTERY OWNER/OPERATOR MANUAL “ packed with each battery.