Warbirds on Parade, 2014

Every Year around Labor Day, Lancaster Airport, the Commemorative Air Force and the Cold War Air Museum open house for the public to learn about aviation history and see historic aircraft both on display and flying.

At the North end of the field, the Commemorative Air Force, long established in Texas, brings in many of the finest examples of WWII aircraft remaining in flying condition.

Like other historic organizations, the CAF and CWAM now constantly compete with the internet for the hearts and minds of the public. But smart phones and flat screens simply don't compare with the reality of touching and seeing these aircraft in person and talking to the veterans and volunteers that flew them and keep them flying today. 

The event started early with aircraft flying in from around the state and volunteers arriving to help, and soon the public began arriving in hopes of beating the heat of the late afternoon Texas sun.

The B-24 Liberator was a mainstay in the European Theater.

The B-25 saw service in both theaters and achieved fame early in WWII when General Doolittle flew a daring raid with them from an aircraft carrier.

The Douglas A-26 Invader also saw war over the Pacific and in the Cold War following. It has also served extensively in the Forestry service as a fire-bomber.

The Cold War Air Museum is also located on the airport at Lancaster. CWAM has many flying and static aircraft from the post-WWII era. The two Museums compliment and coordinate with each other in support of this annual event.

The Mig-21, a Russian developed fighter, was extensively deployed during the Cold War era by many countries around the world and is still in use by some today.

The museum is thankful to have many fine volunteers working and supporting our events. Many thanks to Tommy and Debbie for their fantastic support!

The Mi-24 Hind, another Cold War aircraft, was also extensively deployed by many countries around the world and is still in use today. Preparation and relocation of aircraft began well before the event and took until well after the posted hours and we thank the many volunteers and supporters for their efforts and old fashioned dedication.

Although fewer people seem to come in person since the advent of the internet, the sights, sounds and smells of in-person reality continue to thrill and excite both young and old. Hopefully this young man is dreaming of a future flying or designing the generations of aircraft to come.

For those who couldn't make it this year, we're glad you could join the thousands that share with us by internet, we hope you can visit us in person next year, and please support your local museums!

MiG-21 Work Continues

MiG consultants for the Cold War Air Museum  are in town working on our MiG-21UM and MiG-23UB.

On jacks, Bord 38 is about to go through gear retraction and extension cycles. Our external "mule" allows the hydraulic system to be isolated and checked before we move on to testing the engine. Ground tests are an important milestone in the restoration and certification process.

Improvisation is sometimes necessary. A few litres of hydraulic fluid needed to be injected into a hydraulic reservoir through this service port, so we modified a bug sprayer from the local hardware store to do the job. Kazik shows us how it's done.

Meanwhile, Roman inspects the connections and cannon plugs under the MiG-21's wheel well.

Our goal for this month is to get the hydraulic systems on the MiG-21 tested and the engine started so the aircraft can be taxied under its own power.

History of the L-39 in Bulgaria

A follow-up to the L-29 history blog is naturally the L-39 history. Several L-39s are at Lancaster and 3 of them are ex-Bulgarian so I thought this might be interesting.


While most L-39s produced were of the L-39C version, Bulgaria ordered 36 of the L-39ZA which began arriving in 1986 at the 3rd UBAP in Kamenetz airbase where it replaced MiG-15UTI and MiG-17 jets. By the end of the year 12 L-39s had been delivered. The first was bord 827 (c/n 633827) which first flew on September 1, 1986. The regiment officially accepted the L-39 in service in 1987 and during that year Bulgaria also received a further 6 L-39ZAs and a TL-39 simulator which was installed at Dolna Mitropoliya airport.



The plane has a greater capability than the L-29. It has the characteristics of a lightweight fighter with a wide range of use for close combat support because of its mountable weapons. The handling is heavier than the L-29 however (especially with the ZA modification’s mounted 23-mm gun) but was warmly welcomed by the Bulgarian pilots because of its excellent aerodynamics, safety, economics and equipment. Even so, while it was normal training procedure for the cadets flying the L-29, it was forbidden to practice entering and exiting a spin in the L-39. It was initially used by cadets who were pending to fly on the strike aircraft Su-22M4, MiG-23BN and Su-25 while the L-29s and some MiG-21PFMSs were used for the cadets meant to fly on MiG-21 and MiG-23 interceptors. After the retirement of the MiG-21PFM at Kamenetz, all cadets began using the L-39 for training and usually flying the L-29 before flying the L-39. As the numbers of airworthy L-29s began decreasing in the 1990s, the L-39 gradually became the main trainer. Another 18 machines were delivered in 1990, 16 of which went to re-equip the 1^st squadron at Shtraklevo airbase.




The additional delivered aircraft led to a plan in the early 90s to use the L-39 alongside the main combat aircraft at the various combat regiments. Initially pilots would go to Kamenetz to perform flights on the L-39 however in 1996 L-39s were distributed throughout various airbases which included Dobrich (MiG-21, Su-22), Ravnetz (MiG-29), Bezmer (Su-25), Cheshnegirovo (MiG-23BN) and Graf Ignatievo (MiG-21). The idea was to use the L-39 so that the new pilots who had recently graduated can fly on it until reaching the required 200 flight hours before being allowed to fly on the main combat aircraft in the given regiment. Additionally combat pilots used it to maintain proficiency which was much cheaper to do in an L-39 than a MiG or Sukhoi aircraft. In 1998 Shtraklevo airbase was closed and any remaining L-39s went to Kamenetz. In 2000-2002 Dobrich, Ravnetz and Cheshnegirovo were also closed. L-39s remained at Graf Ignatievo since the pilots of the newly relocated regiment from Ravnetz needed to maintain proficiency. The lack of enough airworthy MiG-29s was the main reason L-39s remained there. During the years L-39s participated in various exercises the most famous of which are the Cooperative Key series. In 2006-2007 Kamenetz airbase was also closed and all remaining L-39s were transferred to Dolna Mitropoliya airbase.



Only one airframe was lost since the plane entered service. The accident happened with bord 917 on October 2, 1990 during a low level formation flight. After a pilot error, in order not to hit the lead plane the cadet in the chase plane throttled back the engine all the way to position “stop” which naturally resulted in the engine stopping. Despite the instructor’s best efforts to restart the engine, it didn’t work. The low altitude left little hope of a successful ejection and the plane crashed with both pilots perishing. Of the 35 L-39s that survived 12 are still in service with the Bulgarian air force although none are currently flying. At least 7 have been sold to the USA with 3 at Cold War Air Museum. 5 were sold to Ethiopia and the rest are either stored or sold to unknown customers.

Sample Nutplates Received

Our friend Bernd found some nutplates for the Cold War Air Museum. MiG-21. They came from a warehouse in former East Germany and we just received samples to evaluate for our project.



He says the guys know they may never repair another MiG (never, ever) but in communist tradition, they must hold on to what they have. Fortunately Bernd can bridge both worlds and was able to charm them into letting us have samples of the parts we may need. With luck, we'll be able to help some budding entrepreneurs find a market for some of their hoarded parts AND get the parts we need. If not, we'll have to implement Plan B (always have a Plan-B).

Capitalism/Communism was portrayed as an either/or -- I win/(you lose) game. The best portrayal of free trade and free enterprise is, that it is a win/win game. If you have what I want and sell it to me, I get what I want and you get what you want. Neither was happy before, both are happy after.

Thanks Bernd! Thanks guys.

A MiG-21's Tail

Recently we have posted a lot of pictures and videos of progress on the MiG-23 (and more will be coming). But our recent work push at the Cold War Air Museum also included the MiG-21 and Helicopters.

After static display at the Warbirds on Parade event, the MiG was put back up on jacks and stands for more work.

The tail (which had only been attached temporarily for the show) came back off so the tailpipe, nozzle and connections could be properly attached.

This time when the tail went back on, all of the hydraulics and electrics were attached and the tailpipe was mated to the roller guides in the aft fuselage with high temperature grease. It should not need to come off again unless a problem turns up in testing.

The working end of the engine appears ready to consume petrochemicals ($$$s) at a prodigious rate.

MiG-21 Nutplates

Help is needed to locate a source for nutplates for the MiGs!

In an earlier post we talked about the harsh conditions these aircraft lived under and how we had to drill out many of the skin fasteners that had rusted in place.

These fasteners may be called nut plates in the U.S. or anchor nuts overseas, but whatever you call them, the sizes we encounter in the MiGs and Mils do not match current U.S. or European rivet hole spacing. We have tried several different sources with no luck. All say "sure, is no problem" and then send us something they think we want. Our problem is we need "what was", not "what is". We finally talked to a mechanic who told us "Yes, he was sure there was a warehouse full of thousands of what we needed somewhere". But, someone would have to just go around looking until they found what we were looking for.

We were fortunate to find 25 pieces called out as AM5GB630 that were a perfect replacement for the 5mm double lug parts we need. We and our supplier thought that he could get more, but alas that was not to be. It turns out that he had bought a thousand "from a Russian warehouse" several years ago and these were the last 25 of those thousand. When he called back, he found there were no more to be had and now he has an aircraft of his own waiting on these very same parts to be repaired. When we find some, he needs some back!

Here's a challenge for all our Cold War Air Museum readers. Below are pictures and drawings of the parts we. need. Most importantly, we need the 5mm single and double lug non-capped fasteners. If someone knows where fasteners of this vintage can be found we would be very, very grateful. In the same series, we have a lesser need for other sizes as well.

You can contact us by using the comment link below or email us through the contact page on the main museum site. Thank you!

5mm Single Lug, above

5mm Double Lug, above

This is your mission, should you choose to accept it. This Blog will self-erase upon completion of this mission. Cue Theme music here - dum dum, da da, dum dum, de de ... etc.

;-)

Event pictures - Cold War Air Museum Jets

Coverage of the Cold War Air Museum aircraft at the 9/05 event continues with pictures of the jet aircraft furnished by the museum. The jets complimented the CAF aircraft and our Mi-24 and Mi-2. See a prior post for pictures of the Mi-2 flying during the event.

The Mig-21 made its first public appearance along with the L-29 and L-39 jets that have flown frequently at Lancaster,

Several platforms allowed visitors to look into the cockpits of the trainers.

Moving the aircraft into position and returning them to the museum at the end of the day was an "all-hands" job.

It turned out that the tow bar we had anticipated using for the Mig21 did not fit. An alternate rig allowed the arcraft to be moved from one end of the airport to the other.

Final placement of the Mig was by hand.

At the end of the day, everything that was moved out for display was returned to the Museum's home base.

Thanks and picture credits go to Kevin, www.sectorkmedia.com. To aggregate the posts and pictures from this event, click on the 090509 label below.

Mig-21 - wheel and brakes

The Cold War Air Museum, Mig21 wheels and brakes are massive, as you might expect.

The size of the wheel allows a larger brake assembly to be housed inside, provides more area for heat dissapation from the brakes and allows for a larger dianeter tire to provide more tread area to absorb high landing wear. The Mig lands at about 200 mph (330 kph) and a set of tires may typically last for only ten landings.

In earlier and smaller aircraft,drum brakes were used. Disk brakes were developed when military and commercial aircraft got larger and faster and needed more efficient breaks to stop on reasonable length runways. This brake stack has four rotor plates that rotate with the wheel and five stator plates that remain stationary with the wheel hub.

The tabs on the rotor plates must be lined up and slid into the grooves on the inside of the wheel rim shown above. That is what causes them to rotate with the wheel between the stationary plates. When pressure is applied to the stators, the moving and stationary plates are squeezed together eventually bringing the wheel to a stop. All of the excess energy from the speed of the aircraft is turned into heat. Brakes get very hot after a landing and must be allowed to cool before another landing cycle.

A Mig-21's Tail

After attaching the tail, the Cold War Air Museum, Mig21 is ready for static display this weekend during the Sept. 5th airport open house.
This practice run started with the tailpipe assembly. The work process gives us some useful insight into the aircraft systems and helps us determine what parts are left to be ordered or replaced before final assembly.

Slipping the tail out of the shipping cradle and rigging the lift frame (in the absence of a genuine factory tail cradle) gives the crew some practical experience. Different procedures will be used in final assembly to accommodate the many hookups necessary and allow the tailpipe to mate with its slip mounts.

Like many military aircraft, the tail is attached with a ring of bolts that allows it to be easily removed for maintenance and inspection.

For now, we simply need to insure that there are no connections or assemblies caught in the way. On final assembly, there are a myriad of mechanical, electrical, hydraulic and fuel connections that will have to be made while mating the wings and tail. Each one seems to demand incredibly small hands, fingers and tools working in impossibly tight spaces.

The horizontal stabs slide over rotating shafts so that the entire surface is moved under hydraulic control. Our new hangar neighbor Pete came over to see what was going on and stayed to help attach the stabs and flaps. We really appreciated his help. This kind of help is an example of the great airport community we are lucky enough to be part of at Lancaster.

With the tail on, the wings look even smaller than before.

All hands help on the job.

Mig-21 Gear Down

We are moving towards having the Cold War Air Museum, Mig21 on static display during the Sept. 5th airport open house.

After attaching the wings, and raising the aircraft, we could work on getting it on the gear.

Jon almost fits under the wing as he checks the tires against the gear. The wheel bearings were removed, cleaned and lubricated before the wheels and tires were mounted.

The tires shipped with Bord 38 show a great deal of wear and will be replaced before the aircraft reaches flight status.



Main gear down, the team is ready to extend the nose gear. Jon studies the cockpit to locate the emergency gear extension pull handle. It is important to identify which Red Handle to pull!

The aircraft stands very high off the ground. This gives clearance both for the large tires used for the main gear and raises the intakes higher above the taxiways and runways to help avoid intake of snow, water and FOD on the bases where these aircraft were originally located.

With the completion of another busy day, the work crew paused for smiles and a picture. The wings will come off at least once more for additional work and a myriad of hydraulic connections remain to be checked and connected before final assembly.