MiG-23 Dorsal Repair

When the Cold War Air Museum MiG-23 was shipped to Texas,

it came partially disassembled in an open top container.

A portion of the structure on top of the aircraft obviously encountered something along the way. Fortunately, the extent of the damage was very small compared to the mishap that destroyed one of our Mi-24's.

As work has progressed on the MiG, the damaged ribs and damaged portion of the turtledeck skin were removed.

Replacement ribs were fabricated and a replacement piece of skin was flush joined to the remaining structure.

The final join will be a perfect fit. We are fortunate to have a craftsman with the ability to do the necessary work.

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.

Mil Mi-24D Bord 118 from Aviation Graphic

Museum associate Miguel has been working with Aviation Graphic to produce a poster of our Mil Mi-24D Bord 118. The result is a poster suitable for framing as shown below. Miguel and Ivan researched the history of Bord 118 and Miguel provided high-quality photos of Bord 118 to the artist so that the resulting poster is both visually and historically accurate.


Originally delivered in May 1981, Bord 118 has served in different helicopter regiments in the Bulgaria Air Force. First housed with the 44th VAP (Vertoleten AvioPolk) or Helicopter Air Regiment at Plovdiv airport. In the fall of 1982, Bord 118 took part in the first major Warsaw Pact joint exercise in Bulgaria named “Shield 82” among 60,000 allied troops which included units from the northern-tier Warsaw Pact countries.

After successful participation in “Shield 82”, Bord 118 was moved to the newly created 13th VPBV (Вертолетен полк бойни вертолети) Attack Helicopter Air Regiment of the 10th Combined Air Corps. Both regiments, the 13th (flying Mi-24 attack helicopters) and the 44th (flying Mi-2, Mi-8 and Mi-1) served at Krumovo Air Base until May 27 1983, when all the Mi-24 Hind helicopters were transferred to Stara Zagora Air Base. On August 18 1994, the 13th VPBV was reorganized into the 23rd VAB (Vertoletna AvioBaza) or helicopter airbase (23.VAB).

In early 2000 and due to order of battle changes, Stara Zagora Air Base was closed and once again Bord 118 was relocated back to its old “new” home at Krumovo, serving with the 2nd Attack Helicopter Squadron of the 24th VAB (24.HAB) . Bord 118 last served its duty to the Bulgarian Air Force in 2002.

The final poster is 12x16 inches and does not have the watermark in the background. The poster will be available soon at the Aviation Graphic website and Museum Store for 11 Euros plus shipping. Check back for the listing if it is not yet shown on-line. Thanks, Miguel!

Bulgarian VVS Photos

Ivan Voukadinov recently visited the Cold War Air Museum and took quite a few pictures. Ivan is from Bulgaria and has kept up with the fate of many of the aircraft that were formerly in BVVS service. He's graciously joined the blog team and agreed to provide some back story on many of the museum's aircraft.

Ivan has already researched and emailed us some photos of our aircraft in Bulgarian service.

More pictures of the museum's aircraft including pictures of the L-39, Mi-2, Mi-24, and MiG-23 have been posted to the museum's Main web site. We hope also to hear stories from some of the pilots and crewmen of these fine machines during their VVS or Bulgarian Air Force days.

Thanks Ivan!

Generations

Jay is an associate of the Cold War Air Museum and one of two father-son pilot teams in the extended group.

He favors the CJ when he is in town (which lately isn't often). Currently in St. Petersburg, Russia, Jay is an ardent student of history, languages and economics. On his return to Washington, D.C. where he works and studies, he will be receiving a Masters Degree from George Washington University. His undergrad degree was from Michigan (Go Blue!).

With his love for history, Jay gathers contacts and pictures during his travels. This picture from Vietnam shows a montage of aircraft from that conflict on outdoor display. As time moves on and younger generations take over from the older generations, museums such as ours or even unattended outdoor displays like this one are a meeting point for the past and the future.

P-51 Paradigm

Paradigm: an outstandingly clear example or archetype.
... Archetype: the original pattern or model of which all things of the same type are representations or copies.

This picture is of part of a poster on the wall of a Commander's office at an air base in Eastern Europe. The L-39 in the picture was the Aerovodochody factory demonstrator and the poster was a promotional piece for the L-39. When we asked about it, the translator passed back the message that the P-51 was the most respected fighter of WW2. The pilots in the room didn't need any better explanation.

This promotional picture from the New York City airshow in 2006 shows a P-51 with other American war planes. Multiple generations and types but with a common heritage.

Ever popular at airshows and with pilots both old and young at heart, this P-51, Miss America was at the Ada airshow last year, Jon, standing on the wing, is showing his approval. An aircraft like this is now a Million Dollar investment for an owner or a museum. A few of our associates still remember 50+ years ago when surplus P-51s were advertised in the back of Flying magazines for $5,000.00.

Last year, Jon and the P-51s opened the Ada airshow, recreating in our own way the poster above and again joining the past and the present in a history lesson we hope will endure. The Miss America P-51 and one of our Cold War Air Museum L-39s was at the Ada airshow again this year, where we passed out brochures and pleased folks young and old, kids and VIPs.

A Walk in the (Classified Top Secret) Woods

My friend Bernd, who ran an East German L-39 squadron, is an adviser to the museum although I'd never met him in person. He has an amazing knowledge of L-39s and also stocks parts — which makes him a great resource when you've got a Plane Problem — but his great sense of humor and gracious nature makes him the sort of guy you feel lucky to know under any circumstances.

For several years I'd been threatening to come to the music festival held at the beginning of May in Bautzen, Germany near where he lives. One can only threaten for so long before one has to make good on the threats or drop the ruse. So we packed our bags at the end of April and headed East. Way East. East Germany East. "Almost Poland" East. For three days Bernd took us around in his Blue Opel Wonder Van and showed us the sights. It was a truly memorable trip... we took over 500 photos!

One of the days, as we were going along, Bernd said, "There's something I'd like to show you." We were near the Taucher Forest, near Uhyst am Taucher.


We stopped and got out of the van at what looked like a kind of a state park. Bernd explained that the Russians had come and built a military installation in the woods in early 1984. It was very secret and an absolutely prohibited place. The trees were quite tall, and you could have hidden anything in here. The Russians dug a 4km trench — by hand — to run power from a nearby substation. The people from the nearby town offered some ditch-digging equipment to help, but the Russians said no, no, they'd be doing this by hand... in an area where the ground quickly turns to granite not too far under the topsoil. He pointed out the posts for the outer fence and then for the inner, electrified fence. When he explained that no-one from the town was allowed into the installation, that when the supply truck came out the driver would have to get out and someone from inside would then drive the truck in... I thought I heard Scary Organ Music, but perhaps it was just the wind in the trees. :-)

Eventually we got to some concrete tracks that lead away from the main trail in the woods. "I think it's up here," he said. The tracks were made from a kind of reinforced concrete, the kind that would support heavy equipment. We followed them deeper into the woods.


And there it was. A massive bunker, one of 16 that had held SS-22 IRBM nuclear missiles. The missiles had been installed in response to the Pershing II and cruise missile deployment by NATO in West Germany.


The missiles were removed in 1988 as part of the Intermediate-Range Nuclear Forces Treaty. Since the treaty only covered the destruction of the launchers, the Pershing II missiles and about 100 nuclear warheads are still with NATO in Germany.

Bernd sent me a photo of a friend's son on one of the launch vehicles taken when the missiles were being removed:


In order to launch the missiles, the trucks would drive out of the bunkers to one of the launch pads, basically clear circles in the woods, and tilt the missiles skywards. This could be done very quickly.

Every year a group meets at the site to commemorate the removal of the missiles and pray that we never get so close to blowing each other to Kingdom Come ever again. A small cross marks the spot where they meet.

Mi-24 shake and bake (3 of 3)

How do you get an Mi-24 out of its shipping container? - Plan B

Answer: Pick up the box, tilt and pour, shake gently as necessary. Repeat until done.


One of the problems with successful shipment is constructing good fixtures and securing them in the container so parts don't shift and get damaged. The tails and rotor blades were packed tightly into two standard containers. Unloading these containers was a challenge and some damage occurred in shipment. With all the ingredients out of the box, we could finally begin to "bake the cake".

Putting the ships up on their gear made them portable. Bord 122 looks on sadly as her sister passes by.


A temporary ramp allowed the helicopters to move inside the newly completed building. Congratulations are exchanged as the sister ships, Bords 118 and 120, find their new home.

Mi-24 out of the box (2 of 3)

How do you get a helicopter (Mi-24) out of its shipping container?

Answer: With vertical lift of course.

Bruce pilots Bord 118's first U.S. flight.

A successful landing, but she's a little nose heavy without a tail.

Mi-24 in a box (1 of 3 in a series)

How do you get an Mi-24 from eastern Europe to Texas?

Answer: you take it apart, put in a box and ship it.

This picture shows the relative size of the Mi-24 when loaded into a standard shipping container (hi-top, open-top). It also shows a how "not". This is the container that was Not transported correctly and subsequently damaged Bord 122.

Loaded on a standard trailer instead of a low boy trailer, the masthead hit the first bridge along the otherwise carefully planned route. The impact sheared the transmission mounts and laid the rotor head and transmission over onto the engines. Even the frame of the aircraft was buckled by the impact, rendering the aircraft a total loss.

Acquiring the aircraft is only one step in a multi-step process of bringing the aircraft to life at the museum. The "Backstory" label below will be expanded to include stories of how many of our aircraft got here and how they were reassembled or restored.

Eagle Flights

Eagles are generally recognized as noble birds in flight.

The Eagle is incorporated in the national symbol of more than 25 countries.

The Golden Eagle ranges over most of the Northern Hemisphere, including most of the US and the former Soviet Union. Military patches on both sides of the Cold War included Eagles.





So it would seem natural for the 4477th Test Unit (Have Doughnut) to adopt a Red Eagle and so did we.

Base Jumping

Museum aircraft selection involved visits to a number of different bases.

In many cases, we were able to pre-screen aircraft that we wanted to see. But old fashioned "Mark-1" eyeballs were used to make the final decisions.

Seeing the array of hardware that was ready to go to war provokes strong feelings and memories for the generations that grew up in the era. We hope a sense of history and understanding passes to the generations that follow.

Because aircraft of different types (and sometimes aircraft of the same type) were stored at different bases, the group had to go from base to base around the country. Because travel time took away from inspection time, the trips between bases were often made in a hurry. Texans, used to large SUV's on super-highways found themselves crammed into smaller vehicles on smaller roads. While perhaps luxurious by local standards, the travel accommodations had them asking "are we there yet?".

The array of hardware was impressive. On the first visit, a base commander was reluctant to agree to the release of even a single aircraft. By the last visit, positions and responsibilities had changed and any and all were available (at a price).

Bord 122, in a field with sister ships was our first choice. Unfortunately, this was the unit that was damaged upon arrival.

The tallest member of the group, in the foreground, suffered patiently, folding himself back into the car as the group jumped from base to base.

And they drove,

and drove,

sometimes passing sights that were intriguing, wishing there was more time to stop and visit. The countryside was beautiful and the people were polite and curious about the visitors that were interested in their country and their aircraft.

On some bases, aircraft were still in bomb-proof revetments, poised as if they were still on the ready line.

The museum's Mig-21, Bord 38 is shown here as first seen during one of the base visits.