The smaller(!) parts were removed and cleaned and lubricated by hand to restore free and smooth operation.
While the larger parts were first cleaned and treated in place.
After cleanup and lubrication, all of the assemblies were visually inspected and checked for free and smooth operation before reassembly.
A lot of people are good at taking things apart. Fortunately we have some people that are pretty good at putting things back together as well. Here the upper section is suspended while the planetary gears are being chemically washed and cleaned. Suspending the section allowed gunk and grit to be washed out of the bearing races instead of being driven further into the races.
The lower section has been cleaned and all gearing now rotates smoothly.
Each piece of the housing is cleaned and gears and bearings are cleaned and lubricated to restore smooth operation.
And individual parts are laid out so they can be cleaned and checked.
Although it is moving into other eras, the Commemorative Air Force has maintained a strong focus on the aircraft and history of WWII.
Like CWAM, this CAF group maintains and operates as many aircraft as possible.
On event days a shuttle tram operates between the two museums, restaurant and parking areas. Click HERE for an area map or to get driving directions.
Our student volunteer Rene enjoyed a flight after a hard days work. The aircraft rely shine after these guys work them over and we appreciate their careful work.
Well, the replacement transmission arrived, but when we set about installing it, we found that even though it had the same part number, there were some differences.
One of the good things about working with this equipment is, "there is no miniaturization involved". When we opened this baby up, we didn't have to worry about a bunch of little parts falling out. This is real "manly" stuff. Of course it must be strong to act as a transfer case for more than 4,000 horsepower. This picture shows the upper section being lifted from the lower section. At the front of the lower section is where the drive shafts from the two 2,250 horsepower turbo-shaft engines connect.
Unfortunately, when we got inside, we pretty much found what we had expected. Either the transmission was not properly conserved, or the conservation had failed and water had gotten in. In following posts we will detail the cleanup process.
These unarmored skins were among the worst damaged non-moving parts on the aircraft. The left engine exhaust cover, also damaged, is shown behind the damaged clam-shell top doors.
In the final stages, the doors were brought together and adjusted to mate as they did in the original assembly. In order to make a fit, Bruce climbed inside to brace the pieces while final adjustments were made.
These pics, snapped with a cell phone show Bruce, a rotary-wing pilot, ready to go. He only needs a few more parts, like a rotor, collective and cyclic to take flight. The volunteers assisted with appropriate helicopter noises and "helpful" advice.
The Mi-24 static display at the CAF museum continues to "come to life". Here a joint group of Commemorative Air Force and Cold War Air Museum volunteers is shown working on the top turtle-deck for the display.
Jim, a CAF volunteer is drilling out rivets in a broken section so that metal patches can be installed. The CWAM guys were glad to learn a few tricks from someone who had obviously done this before. Because this is a non-flying, static display that can never be returned to flight status, repairs need not be done to flight standards. These two clam-shell doors were among the most severely damaged light metal pieces.
Since most of the volunteers are guys, who by nature are clean-up challenged, part of the work was performed directly over the trash can. This high-efficiency method eliminated the intermediate step of chasing metal scraps with broom and dust pan. Genuine mil-spec duct tape is seen here in its standard military roll as a temporary patch.
Looking through the CAF's jeep, CAF-CWAM volunteers are seen working on the CAF static display. For more stories about this restoration, click on the label "Board 122" at the bottom of this post.
High winds made work on the helicopter today a challenge. George, who is ladder-challenged anyway, had to do his supervising from one of the ground support vehicles.
Here we get two thumbs up from some future aviators. Thanks Guys!
MPC evolved from Allied Military Currency as a response to the large amounts of US Dollars circulated by American servicemen in post-World War II Europe. The Franc, the Deutchmark, the Yen and the other currencies of the post war nations were under assault. The local citizens might not trust local currencies as the future of their governments was unclear. Preferring a stable currency like U.S. dollars, local civilians often accepted payment in dollars for less than the accepted conversion rates. The flourishing blackmarket in fact, fueled this problem. US Dollars became more favorable to hold, inflating the local currencies and thwarting plans to stabilize the local economy.
Although actual greenbacks were not circulating, many local merchants accepted MPC on par with US dollars, as they knew they could use them on the black market. This was especially evident during the Vietnam War when the MPC program was at its zenith. To prevent MPC from being used as a primary currency in the host country, thereby destroying the local currency value and economy, MPC banknote style would change. Many veterans can recount a conversion day or C-Day.
In addition to creating the exhibits, one of the many jobs at the museum is to gather and archive as much information as possible (for ease of access and future use). As with all government and military projects, documentation sometimes seems like more of a job than the project itself. This book, complete with mechanics fingerprints (ours or theirs, I can't tell), catalogs the ground handling equipment for the L-29.
The picture at right shows the actual engine "truck" pictured on the manual above. Locating this manual and getting it on the list to be scanned was triggered by a recent request from a RedStar flyer who is restoring one aircraft for flight and another for museum display.
This model was built by an associate several years ago, after riding in L29, "bord DN". It was carefully painted and detailed to match the real thing!
The paint and detail compare favorably with the real thing!
One thing that almost everyone with CJ experience will tell you is - "Its an honest, fun, low cost (as warbirds go) airplane to own and operate." This picture was taken years ago after I met another future director of this museum at an airshow in West Texas. Alternatively, I refer to this picture as "when I still had hair".
One of the benefits of the CJ is that it makes "the right noises". The radial (or "round") engine has the distinctive rumbling sound of a WWII aircraft. Here the top and bottom cowls have been removed for easy all-around access to the engine. So many Americans and Canadians bought them that the Chinese government opened the factory back up to make and sell parts and even whole new airplanes
Locals gave the plane the nickname "Kermit" because of the bright green color.
Like everything else on the "Chang", cockpit layout is basic and straightforward. The white line up the center of the panel gives the pilot a reference. In case of disorientation, align the stick with this line until you and the airplane get things sorted out.
One of the most unusual things to come out of the Vietnam war experience were Party Suits. Created and worn by air crew at squadron functions and other festive occasions, party suits were a local and unofficial creation that arose in 1967 from the 357th Tactical Fighter Squadron of the 355th Tactical Fighter Wing, stationed at Tahkli Royal Thai Air Base. They created "special flight suits" in response to the 8th Tactical Fighter Wings' usage of black dyed cotton flight suits for social occasions. These flight suits were created with great imagination and creativity by the squadron members and were a staple of squadron life.
The use of these colorful, lightweight suits, popularly known as "Party Suits," was soon adopted by the Air Force flying units stationed at the large bases in Thailand. The tradition also quickly spread to units in South Vietnam and to a limited degree, other locations in Southeast Asia. Party suit usage was normally limited to flight personnel and those in direct support of flight operations. Party suit colors were consistent within the unit and generally had some standard form of name, rank and unit identification.
Additional insignia, unofficial patches (usually humorous) and other embroidery was purely up to the creativity of the individual. There were numerous local tailors near the air bases who specialized in making party suits and embroidering the many associated custom patches.
The light and comfortable suits were ideal in the tropical environment and were worn on-base only for special social occasions in lieu of official dress uniforms, which were not commonly used in Southeast Asia. The most significant social occasion was the famous "Sawadee" party. Named for the Thai language greeting appropriate for both "hello" and "good-bye," this party welcomed newly arrived personnel and bid good-bye to those returning home. The party suit tradition, although superficially humorous, served an important role in Air Force organizations by promoting unit integrity.
The Cold War Air Museum salutes all those who served and sacrificed for their countries so that we may enjoy what we have today.
Former members of The United States Air Force 553rd Reconnaissance Wing, Korat Royal Thai Air Force Base (Batcat) contributed these pictures of their Party Suits. The unit had several unique and spiffy styles for every occasion.
OK, guys, show us your party suits!
But a lot of work is still going on under the skin. Upper compartments are being cleared so the transmission can be reinstalled and blades mounted for static display.
Here, a joint CAF, CWAM volunteer works to clear the compartment and plug holes that let rainwater into the cabin. On his right a piece of the broken transmission case is still attached to the broken mount.
From the ground some of the damage is not as apparent. The "tilt" at left is not due to camera angle. This cooler section was broken and must be straightened before skins and doors can be replaced. A lot of patching is required because most of the panels were bent, broken or torn and deck sealer will be applied to help keep water out of the cabin below.
