Boran Pivcic

Photo Report – Power To The Masses! A photo run-through of some aircraft piston engines

October 10, 2009July 13, 2011Posted in Plane's Anatomy / TechTagged Continental, Lycoming, piston engineLeave a comment

By me
All photos me too

Undoubtedly one of the most important parts of any aircraft – gliders exempted 🙂 – the engine, a noisy and brutish mass of metal, is often overlooked and neglected by those not of a technical background. And who can blame them – the intangible mass of pipes, wires and often ugly casings and blocks looks best when not seen at all, hiding under often elaborately-shaped cowls. But despite their complete lack of visual elegance, engines – pistons especially – remain quite interesting things. A gyrating, rotating and vibrating mass of steel that looks and sounds like it’s going to tear itself to pieces any minute, the piston engine – despite all its operating faults – retains a charm of sorts, a soul. Temperamental and often complicated, they still have that whiff of the golden age of aviation about them, when pilots didn’t simply flip a switch to START and then ON.

With that in mind, I’ve assembled a small collection of engine shots, taken during my prowling round Lučko. Unfortunately, I’ve never had the opportunity to photograph those of our two radial beauties, the I-3 and An-2 9A-DIZ, so this article will pretty much be an American Affair :).

1. How to ruin a perfectly good piston engine:

Apart from all the physical ways you could do this, American manufacturers have taken it one step further – admittedly reducing confusion in the process. Powerful-sounding names such as Merlin, Griffon, Sabre, Hercules, Wasp and the like were replaced by dull numerical codes such as R-2800, V-1510, TSIO-360, AEIO-540 and so on. However, there is some logic in it all and before we dive into the photos, it may be best to demystify this naming numerology.

This sequence of letters and numbers pretty much amounts to the engine’s ID card, listing virtually all the information necessary for the end operator/pilot. It is divided into three sections, which can be broken down as follows:

The engine type – the alphabet soup section, which gives some of the engine’s construction and equipment details. This includes the cylinder arrangement, ancilliaries such as turbochargers and inverted flight systems, as well as any other significant device. Some common ones are:

O – opposed (“boxer”) cylinder layout
R – radial
V – “V” arrangement

T – turbocharged
TS – turbosupercharged (an old term for “turbocharged”)
AE – aerobatic
I – fuel injected
G – geared
L – left-hand rotation, for twin-engined aircraft where one engine would rotate in the opposite direction to cancel out a number of adverse effects during a single engine failure

and so on. These can be combined together to list everything the engine is equipped with.

Cylinder displacement – the numbers. These show the displacement of all cylinders expressed in cubic inches. These are mostly standardized, with the common ones being 200, 360, 540 and 550. For us in the metric system, multiply this number by 16.387 to get the displacement in cubic centimeters.

The details – the last section which can be alphanumerical and lists random details such as for example crankshaft type, sub-version, a specific oil system and so on. There is no exact decode system for this, as it pretty much depends on the manufacturer’s internal coding preferences – and in any case is not relevant for the pilot.

In the end you end up with something like O-200-A, which would be a boxer engine displacing 200 cubic inches, in the A version. Similarly, the Beech Duke profiled here some time ago has two TSIO-540s, which are turbocharged and fuel injected boxers with a displacement of 540 cu in. Another twin, the Piper Seneca, has one LTSIO-360, which is a left-hand rotation turbocharged injected boxer with a displacement of 360 cubic inches (the other is a “standard” TSIO-360). Aerobatic aircraft – the Zivko Edge 540 for example – may have an AEIO-540, an injected boxer with an inverted flight fuel and oil system, 540 cu in.

The other type codes, such as R and V are very rare nowadays, having gone out of widespread use with the demise of radial and V-block engine production in the years after WW2. Note that these codes apply to American engines, while other manufacturers use other designations. Rotax for example has the 800 and 900 series, Vedneyev has the legendary M-14 radial and Thielert has/had the Centurion. But since 90% of the engines to be shown here are American – or models built under license in Europe – I decided to concentrate predominantly on them.

2. Start dammit, start!

The engines chosen come in two basic varieties, the “four pop” for the smaller birds and the “six pack” for the heavy haulers – and we even have one two-stroke two-cyl! 🙂 These represent everything from a flexwing microlight to the Seneca twin, so we have plenty to choose from…

The tinyiest of the tiny, the two-stroke Rotax 582 developing 64 HP and powering the previously reviewed Apollo Racer GT microlight

I must admit that my Rotax Spotting Skills are often short of the mark, but this looks like a 914, possibly 80 HP. Being mounted on a gyrocopter, this seems about right... — I must admit that my Rotax Spotting Skills are often short of the mark, but this looks like a 914, possibly 80 HP. Being mounted on a gyrocopter, that seems about right...

The Cessna 150's immortal 100 HP Continental O-200-A :). Powering generations of pilots on their first flights, the O-200 has also been licence-built by Rolls-Royce (though these tend to be rare-ish nowadays - I've only ever seen two) — The Cessna 150's immortal 100 HP Continental O-200-A :). Powering generations of pilots on their first flights, the O-200 has also been license-built by Rolls-Royce (though these tend to be rare-ish nowadays - I've only ever seen two)

Progressing upwards is the Super Cub's most common engine, the 150 HP Lycoming O-320. Some versions - most notably those used in mountaneous areas such as the Alps - have been uprated to 180 HP, a pretty chunky amount of power for the light and "lifty" Super Cub — Progressing upwards is the Super Cub's most common engine, the 150 HP Lycoming O-320. Some versions - most notably those used in mountainous areas such as the Alps - have been uprated to 180 HP, a pretty chunky amount of power for the light and "lifty" Super Cub

On par with the O-200 is the Cessna Skyhawk's 160 HP Lycoming O-360. Just one in a long line of engines that have powered the 172, the O-360 had replaced the earlier six-cyl 145 HP O-300 and the 160 HP "four pop" O-320, to be in turn replaced by the direct injection IO-360s of today's 172R (160 HP) and 172SP (180 HP) — On par with the O-200 is the Cessna Skyhawk's 160 HP Lycoming O-360. Just one in a long line of engines that have powered the 172, the O-360 had replaced the earlier six-cyl 145 HP O-300 and the 160 HP "four pop" O-320, to be in turn replaced by the fuel injected IO-360s of today's 172R (160 HP) and 172SP (180 HP)

The most powerful four-cyl to be featured here is the Cardinal RG's 200 HP Lycoming O-360. A development of the 172's O-360, it had first developed 180 HP for the fixed-gear Cardinals and finally uprated to cater for the RG model's increased weight

The first six-cyl here belongs to the Reims FR172 Rocket, the most powerful Skyhawk development so far (the earlier F model is pictured here). A Continental direct injection IO-360, it has the same capacity of the four-cyl model - and, as far as I've been able to find out, uses the same cylinders with a shorter piston travel. Interestingly, the air intake and its filter are right on top of the engine, an unique solution that prevents intake ice at the cost of some performance — The first six-cyl here belongs to the Reims FR172 Rocket, the most powerful Skyhawk development so far (the earlier F model is pictured here). A Continental IO-360, it has the same capacity of the four-cyl model - and, as far as I've been able to find out, uses the same cylinders with a shorter piston travel. Interestingly, the air intake and its filter are right on top of the engine, an unique solution that prevents intake ice at the cost of some performance

A very similar - but turbocharged - TSIO-360 powering the Piper Seneca with its 220 HP continuous. Has a big air filter this thing...

A numerical oddity is the Aero-3's Lycoming O-435-A, developing 195 HP from six cylinders. Another interesting solution can be seen here - the exhaust pipes all lead into a "muffling chaber", where outside air - fed by the pipe extending from the front of the cowl - is apprently mixed with the exhaust to reduce noise levels — A numerical oddity is the Aero-3's Lycoming O-435-A, developing 195 HP from six cylinders. Another interesting solution can be seen here - the exhaust pipes all lead to a "muffling chamber", where outside air - fed by the pipe extending from the front of the cowl - is apparently mixed with the exhaust to reduce noise levels

All alone with no plane to power - yet - is our Skywagon's IO-520-D, putting out 270-300 HP (not exactly sure with this specific engine). Seen dismounted after a prologned service after a propstrike — All alone with no plane to power - yet - is our Skywagon's IO-520-D, putting out 270-300 HP (not exactly sure with this specific engine). Seen dismounted after a prolonged service following a propstrike

And finally the "big guns" - the whopping large (as far as these thing go nowadays) Continental IO-550, developing 300 HP in the Beech A36 Bonanza. To put it into perspective, 500 cu in is about 9 liters, which is truck engine range :) — And finally the "big guns" - the whopping large (as far as these things go nowadays) Continental IO-550, developing 300 HP in the Beech A36 Bonanza. To put it into perspective, 550 cu in is about 9 liters, which is truck engine range 🙂

And here’s hoping this will soon be updated with some radial action, as well as – keeping my fingers crossed – the monstrous 385 HP TIO-540 powering our local Cessna Pressurized Centurion :).

Derelict Report 2 – Soko G-2 Galeb somewhere in Zagreb

October 8, 2009July 13, 2011Posted in General AviationTagged G-2, GalebLeave a comment

By me
All photos me too

Musing over the previous Mi-6 article today at the airfield, I suddenly remembered another very interesting derelict I had seen and photographed ages ago, one that could also be made into a good story. Oddly misplaced in the western districts of Zagreb – not a hundred meters away from one of the city’s main traffic arteries – but completely forgotten and ignored, it was instant Achtung Skyhawk material :).

The aircraft in question is a Soko G-2 Galeb jet trainer, former Yugoslavia’s most successful jet aircraft – some would argue it’s most successful aircraft full stop. Produced by the Soko (“hawk”) plant in Mostar, Bosnia and Herzegovina, the Galeb (“seagull”) was conceived as a cheap, simple and robust primary jet trainer, easy and forgiving to fly, but still capable of pulling some serious maneuvers.

A familiar shape and sound in the skies of former Yugoslavia, the G-2 is one of the region's most distinctive aircraft

Outwardly similar to the well-known Aermacchi MB.326 – and the more obscure Chinese Shenyang JJ-1 prototype – the G-2 uses the tried-and-tested straight-wing tandem-seat configuration, powered by a single license-built Rolls-Royce Viper Mk.22 turbojet, rated at 11.12 kN dry. The sound airframe was usually equipped with one or more underwing hardpoints for training rounds, and was later developed into a dedicated single-seat ground attack variant, the J-1 Jastreb (“goshawk”).

Top view. Though not as elegant as many advanced trainers, the G-2 still has an eye-pleasing design — Top view. Though not as elegant as many advanced trainers, the G-2 still has an eye-pleasing - and to many student pilots, comforting - design. It just looks right 🙂

The G-2 in its element, in the hands of an experienced pilot :). The big, straight, thick wings just scream excellent low-altitude handling... and down in the ground effect, I'm told the G-2 is a pleasure to fly

First flown in 1961., the G-2 has performance numbers typical for an aircraft of its class and period, with a maximum speed of around 810 km/h – 440 kts – at an altitude of 20,000 ft, a service ceiling of 39,000 ft and a 1240 km range with tip tanks (which were almost always carried). A tough little bird, the G-2 can do anything between +8 and -4 G and is a delight to fly in all flight regimes and at all speeds – a fact underlined by enthusiastic reviews of the USAF and French test pilots that flew it in the 70s and 80s.

As the main training aircraft of the former Jugoslovensko ratno vazduhoplovstvo (JRV, Yugoslav Air Force), G-2s were scattered around Yugoslavia in large numbers, in Croatia being mostly concentrated at Zemunik airbase near Zadar, then one of the JRV’s main training fields. However, with the breakup of Yugoslavia imminent at the beginning of the 90s, they were – like virtually all air force assets – recalled to Serbia. During the ensuing civil war, a number were then again captured by Croatian forces and pressed into service, though their combat histories – if any – remain obscured and ambiguous and vary depending on who you ask.

Be that as it may, today only one G-2 is known to have remained in service with the Croatian Air Force, coded 661 (a famous bird that), though how active it was during this time is also open to speculation. Today it serves pretty much as a showcase piece at air force events and can only rarely be seen by the general public.

661 at Airliners.net, photographed by Mr. Chris Lofting

One would have thought “well that’s that then”. But in a turn that demonstrated that truth really is stranger than fiction, a friend of mine came across a near-mint example sitting unnoticed right in the middle of Zagreb’s busiest western district…

Abandoned and unnoticed, but perfectly visible from the road - and not a hundred meters away from the city's main east-west road! — Abandoned and unnoticed, but perfectly visible from the road - and not a hundred meters away from the city's main east-west artery!

From what we could piece together, this G-2 was all that was left of some military barracks that were torn down more than a dozen years ago to make way for a new housing development (this was in 2008). Quite possibly a former gate guardian, now it was just dumped in the back of a local carting center across the road from the former barracks and left to the elements. Despite that, it was in surprisingly good shape, with only a couple of odd parts missing (on the outside at least).

The first time I've seen a G-2 without tiptanks. Though they were detachable, they were almost always carried, which may suggest that this is quite an early version of the aircraft — The first time I've seen a G-2 without tiptanks. Though they were detachable, they were almost always carried, providing an additional 170 kg of fuel each

The code 007 suggest this might be a war veteran. Nowadays that code belongs to an UTVA-75 piston primary trainer (which was at the time of writing probably already withdrawn from service). An interesting tidbit is the checkered stripe around the fuselage - like on most 50-60s designs, to remove/replace the engine, you'd have to detach the whole rear fuselage and unmount the engine. The joint between that removable section and the rest of the airframe is here - unusually - labelled by that stripe — The code 007 suggest this might be a war veteran. Nowadays that code belongs to an UTVA-75 piston primary trainer (which was at the time of writing probably already withdrawn from service). An interesting tidbit is the checkered stripe running around the fuselage; like on most 50-60s designs, to remove/replace the engine, you'd first have to detach the whole rear fuselage. The joint between that removable section and the rest of the airframe is here - unusually - labeled by that stripe

Though nothing heavy appears to have been removed - except the cockpit instruments - 007 tipped over at some point, probably with some assistance. The two .50 cal Brownings are still on, which suggests this aircraft was spared the usual vandalism and cannibalism — Though nothing heavy appears to have been removed from the front - except the cockpit instruments - 007 had tipped over at some point, probably with some assistance. The two .50 cal Brownings are still on, which suggests this aircraft was spared the usual vandalism and cannibalization. Later investigation - we were seriously toying with the idea of buying and restoring it - showed that 007 was actually privately owned, which would explain why it was relatively unscathed

Though in serious need of a wash, the whole aircraft appeared to be structurally intact. Even the engine was still in the fuselage, though the tailpipe was damaged, probably when the aircraft tipped over. A couple of odd access panels were missing, but that would be an easy fix 🙂

Up front, even the split canopy appeared to be in good shape - even the lock mechanism worked

With houses this close, one has to wonder how are people so oblivious to the things that go on around them... it's not like you have a jet trainer in front of every house 😀

Like almost all such aircraft, the G-2 has two side-mounted air intakes. Positioned relatively high up meant the G-2 could operate out of second-rate fields without a significant FOD risk — Like almost all such aircraft, the G-2 has two side-mounted air intakes. Being positioned relatively high up meant the G-2 could operate out of second-rate fields without a significant risk of FOD

A sad sight... but certainly an interesting find and a great addition to my "What the..." file :) — Not easily identifiable is one permanent hardpoint outboard of the main landing gear. The large flaps - which could be lowered to more than 45 degrees if I remember correctly - permitted low approach speeds and made the G-2 a dream to land smoothly

A moody February afternoon sky is a perfect backdrop for 007

One day, one day she will reach for the skies again (poetic moment :D). The current owner has some plans to restore 007 to flying condition which - given that the G-2 was the aviation equivalen of the VW Beetle - shouldn't be too hard as far as spares and qualified technicians are concerned... as of 2009., 007 has been moved somewhere and rumor has it she's finally being worked on :) — One day she will reach for the skies again (poetic moment :D). The current owner has some plans to restore 007 to flying condition which - given that the G-2 was the aviation equivalent of the VW Beetle - shouldn't be too hard as far as spares and qualified technicians are concerned... as of 2009., 007 has been moved somewhere and rumor has it she's finally being worked on 🙂

Extreme Makeover, Aviation Edition – Restoring a poor Cessna Skyhawk to some of its former glory

October 6, 2009March 10, 2010Posted in General AviationTagged 9A-BDR, Cessna 172, LučkoLeave a comment

By me
All photos me too
Cleaning, complaning and cursing me and Dean T.

Deciding to be useful for once, I offered Dean T. – who’s always been my man for the job for access round Lučko – to come one day over the weekend and help out with the various odd jobs that inevitably pile up around the field. And sure enough, I had just arrived at 10 AM one Saturday when I saw him pulling an old, neglected Skyhawk out of the tall grass. An odd look and a couple of questions later, it had transpired that the aircraft – on the ground for the past 6+ years – was probably going up for sale and needed to be spruced up as much as possible…

Shot about two months earlier, 9A-BDR - a Reims F172M or N - was a forlorn sight, tucked away in the corner of the apron. With a Certificate of Airworthiness expired in 2003., this poor thing hadn't moved from this spot in ages — Shot about two months earlier, 9A-BDR - a Reims F172M or N - was a forlorn sight, tucked away in the corner of the apron. With a Certificate of Airworthiness that had expired in 2003., this poor thing hadn't moved from this spot in ages

It was a warm and humid day and, in need of refreshment and fun, we threw ourselves into it. However, a quick survey of equipment showed our total inventory at just three sponges, some detergent and a special wiping cloth. Not much to go on, given the magnitude of the task…

The typical BEFORE shot :). Rolled forward for the first time in years, the first thing on the list was to pump up the tires to make maneuvering on the ground easier. That didn't help much as apparently one of the brakes had locked on

Next, we had to remove the covers... which we regretted a moment later. They apparently haven't been lifted once in the past six years and in the heat all of the dust and dirt under them "baked" onto the fuselage. The wings - thankfully uncovered - were just plain dirty :) — Next, we had to remove the covers... something we regretted a moment later. They apparently hadn't been lifted once in the past six years and in the heat all of the dust and dirt under them "baked" onto the fuselage. The wings - thankfully uncovered - were just plain dirty 🙂

Exposed to the elements for as long as it was, we were surprised that this was the only paint peeling off

We were curiously optimistic about the task, as it soon transpired that much of the dirt on the wings and fuselage was quite easy to wipe off. A bit of an oddity really, but it made our life considerably easier :). The only problem was that we couldn’t get at all the tiny places and openings normally found around the controls – and lacking a high-pressure water source, we couldn’t even try and wash them out with by brute force…

Contrast; a definition :). While Dean started on the left wing, I got to grips with the cowl and soon got it glowing

The scale of the problem on top. In the end the covers did more damage in the long run than the elements... — The scale of the problem on top. In the long run the covers did more damage than the elements...

Cleaning out the control surfaces. Despite appearances, everything down here came off easily in just one pass, as seen on the elevator — Cleaning out the control surfaces. Despite appearances, everything down here came off easily in just one pass

The major constraint was that this was basically a cosmetic, outside makeover – which ruled out any possibility of opening a panel or two to check out the structure and control lines underneath. I has also wanted to crank the engine to give it some air and clean out the cylinders, but a quick yank on the prop – which had gone round surprisingly easy despite the magneto switch being off – scratched that as well. Upon further questioning and investigation, I had found out that, aside from a full oil tank, the engine had no alternator, starter, magnetos or battery. While we could have done without the alternator – and even the magnetos – we’d need the starter and battery (an external power supply wouldn’t have helped, as it has to go through the battery itself).

And, if the more eagle-eyed readers noticed, we had to change the position and orientation of the aircraft every once in awhile due to a very short water hose :). Having to manhandle it around the tail and landing gear, we though it simpler just to re-orient the whole aircraft.

A lunch break gave me an opportunity to peek inside while we let the upholstery breathe a bit. The panel is surprisingly nice, well equipped and with only the ADF radio missing. I had dearly wanted to test out the instruments - most of them having run out of service life - but before being "stored", the battery, started and generator were removed, so zilch on that — A lunch break gave me an opportunity to peek inside while we let the upholstery breathe a bit. The panel was in a surprisingly good state, well equipped and with only the ADF radio and indicator missing. Though this is all academic, the instruments having certainly ran out of service life after having been neglected for six years

Getting there bit by bit... :) — Getting there bit by bit... 🙂 You can still see the remnants of the aircraft's old registration under the current one: YU-BDR. After the breakup of Yugoslavia back in 1991., all aircraft registered in Croatia were re-registered with the country's new prefix, 9A (with a temporary RC prefix in the meantime). On many aircraft this change was hastily done by simply painting the YU over and applying 9A

Now this looks more like it :). Cleverly choosing a point which hid the paint damage, I could have been fooled into (briefly) thinking this aircraft was actually well maintained :) — Now this looks more like it :). Cleverly choosing a point of view that hid the paint damage, I could have been fooled into (briefly) thinking this aircraft was actually well maintained 🙂

And five hours, one pizza and two liters of coke later, we reckoned we’d done it! Though the faded paint job was a distraction, we felt it came out beautifully in the end – cleaner at any rate than some of aircraft that fly every day :). And by a twist of irony, half an hour later it was back in the same place it spent the past six years, still waiting for a buyer…

Derelict Report – Mil Mi-6 at Lučko

October 3, 2009December 20, 2010Posted in HistoryTagged Lučko, Mi-6, RA-211321 Comment

By me
All photos me also
Driving me across the whole field Dean T.

Looking to profile all the interesting aircraft at Lučko, I keep passing over one that has almost become a permanent fixture of the field, pretty much part of the landscape. Despite being huge, we’re so accustomed to seeing it in the distance that we don’t pay it much (or any) attention anymore – which is a shame, since it’s a very interesting and nowadays rare piece of (formerly) flying machinery. The subject is, of course, our old white whale, RA-21132, a Mil Mi-6 heavy transport helicopter.

Once the largest helicopter to see mass production and regular service, the Mi-6 is an imposing and awe-inspiring aircraft from any angle, today beaten only by it’s more powerful and modern brother, the Mi-26. Powered by two Soloviev D-25V turboshaft engines delivering 5,500 HP each, the Mi-6 weighed in at an astounding 42,500 kg at maximum takeoff weight, equivalent to TWO Dash 8 Q400 70-seat turboprops (or one 90 seat DC-9-10). At its cruise speed of 250 km/h – a not at all shabby 135 kts – it could haul 90 passengers or 12 tons of cargo over a distance about 600 km. Normally this was put to good use, and the Mi-6 was over time produced in a number of versions, including electronic warfare, airborne command post, anti-submarine, firefighting, SAR and AWACS models among others. However, the Mi-6’s most famous use was during the ’86 Chernobyl nuclear powerplant disaster, when several aircraft were used to douse the still-burning reactor core immediately after the accident. Irradiated and now useless, they were dumped in the Chernobyl vehicle graveyard and can be easily seen using Google Earth.

The Chernobyl vehicle graveyard, with several Mi-6s clearly visible - they can hardly fail to be given their size. The image coordinates are: N51° 09' 15.42'' E029° 58' 59.68''

Not at all bad for a machine first flown in 1957, just 17 years after Igor Sikorsky demonstrated the single-seat VS-300, the first helicopter that actually worked and flew like the helicopters of today. Even today it’s rotor and gearbox system components are considered advanced and have been put to great use in the subsequent Mi-26 (which is – unbelievably – an even more impressive aircraft).

Meanwhile, back in Croatia, RA-21132 is having far less success. A stock, early-model Mi-6 with the serial 2402, it is now sitting at the far end of the field on the furthermost military helicopter pad, alone and forgotten. The lettering on the fuselage suggests it had once been operated by Aeroflot – though this is questionable, given the Soviet Air Force’s habit of operating transport aircraft in civilian Aeroflot colors. As this appears to be a non-passenger version, we can safely assume that it has had a military background (at least at some point in its life).

How it got here and why is an even bigger question and there is not clear agreement on that front. The most plausible version is that it was bought during the Civil war of the ’90s (the RA- prefix would suggest a post-1991/92 acquisition) at the end of its service life, flown here and dumped when its resources ran out and the subsequent UN armament embargo on Croatia meant spares would be impossible to come by. Whatever the case, it has been sitting here for more than 15 years, stripped of everything useful that could be carried away without heavy machinery (the engines are still up there, which could rule out any systematic and organized cannibalization).

Because it’s at the other end of the field – and the only way to reach it would be via the military base or a long trek through the grass right across the field – we don’t visit it often, but vandals do not seem to mind the exercise, as the helicopter is in a ever-worsening state every time I visit. That not being often, I’ve put together a collection of photos taken in 2005, 2006 and a couple of days ago (and many thanks to Dean T. for the drive in the AK Zagreb van 🙂 ), of varying quality and taken with various cameras… but with the key points covered :).

With an overall length of 33 meters and a rotor diameter of 35 meters, this is one huge machine! Shot in 2005, I took this picture with my old Fuji S5000 while I was helping to prepare for a precision landing championship at the RWY 10 (far)end — With an overall length of 33 meters and a rotor diameter of 35 meters, this is one huge machine! Shot in 2005 with my old Fuji S5000 while I was helping with a precision landing championship at the RWY 10 end

Up close a year later. From right beside, the Mi-6 is more impressive than an A380 - especially given it's a helicopter. To improve cruising effciency and get some load of the main rotor, the Mi-6 was fitted with not-at-all-insignificant span wings, which were removed on both the firefighting version and the follow-on Mi-26 — Up close a year later. From right beside, the Mi-6 is more impressive than the A380 - especially given it's a helicopter. To improve cruising efficiency and get some load off the main rotor, the Mi-6 was fitted with not-at-all-insignificant span wings, which were removed on both the firefighting version and the follow-on Mi-26

More akin to a fixed-wing aircraft than a helicopter, the Mi-6 required a six-man crew, including a pilot (who sat on the left), copilot, two flight engineers, a navigator and radio operator. During military and cargo ops, this could swell to even more when you add the equivalent of the loadmaster — More akin to a fixed-wing aircraft than a helicopter, the Mi-6 required a six-man crew, including a pilot (who sat on the left), copilot, two flight engineers, a navigator and radio operator. During military and cargo ops, this could swell to even more when you add the Soviet equivalent of the loadmaster

The main rotor hub. A complicated - and very advanced - piece of machinery turning the giant five-blade rotor. Much like on the An-225, during takeoff the blades would have to lift themselves first before the got to grips with the 40-odd tons of fuselage and cargo remaining — The main rotor hub. A complicated - and very advanced - piece of machinery turning the giant five-blade rotor. Much like on the An-225, during takeoff the blades have to lift themselves first before they get to grips with the 40-odd tons of fuselage and cargo remaining

A week ago, RA-21132 was looking a lot worse for wear. The fabric covering the vertical stabiliser was torn off, while nationalistic and pointless graffiti dealt a further blow to the dignity of this fascinating machine — Taken a week ago, with RA-21132 looking a lot worse for wear. The fabric covering the vertical stabilizer was torn off, while pointless nationalistic graffiti on the fuselage side dealt a further blow to the dignity of this fascinating machine

Up closer, the size of the Mi-6 becomes more apparent, when you can compare it to known details such as doors and windows. Like most Soviet helicopters, the Mi-6 carries its fuel tanks externally, seen here strapped to the mid fuselage — Up close, the size of the Mi-6 becomes more apparent - when you can compare it to known details such as doors and windows. Like most Soviet helicopters, the Mi-6 carries its fuel tanks externally, seen here strapped to the mid fuselage

Inviting, but I decided not to clamber aboard. The military might have some objections and given the state on board, I didn't want to risk falling over - or through - somethine. Pictured are the pilot's and one of two flight engineer stations — Inviting, but I decided not to climb aboard. The military might have had some objections and given the state on board, I didn't want to risk falling over - or through - something. Pictured are the pilot's and one of two flight engineer stations. The two compartments below the cabin look very much like avionics bays

There were some half-hearted suggestions to turn RA-21132 into something useful, like a restaurant, but it appears destined to rot here for a long time to come. A sad end for an impressive machine, beyond any meaningless repair... — There were some halfhearted suggestions to turn RA-21132 into something useful, like a restaurant, but it appears destined to rot here for a long time to come. A sad end for an impressive machine, beyond any meaningless repair...

Sitting isolated and all alone at Lučko.... image coordinates: N45° 46' 07.92'' E015° 50' 40.73''

Photo Report 3 – A Trip East: a somewhat more detailed view of rare gliders at Lučko

October 2, 2009July 13, 2011Posted in General AviationLeave a comment

By me
All photos me too

Having been quite productive during my last few visits to the field, I managed to snap some more photos of some of our rare gliders – including a gem I’ve missed before, having only seen it under cover and dismissing it as “just another” Pirat. All of these are the previously mentioned “eastern” and “local” varieties, which I think are more interesting than the ubiquitous Blanik… 🙂

GJA enjoying a day out in the traffic circuit. A very hot and sunny day with calm wind meant that everything that had wings and no engine was out and about. At one time I've seen four gliders in the circuit. Being a SZD-41A Jantar Standard, GJA is one of the most "advanced" gliders at Lučko, incorporating water ballast in addition to the usual Standard class goodies — GJA enjoying a day out in the traffic circuit. A very hot and sunny day with calm winds meant that everything with wings and no engine was out and about. At one time I've seen four gliders in the circuit. Being a SZD-41A Jantar Standard, GJA is one of the most "advanced" gliders at Lučko, incorporating water ballast in addition to the usual Standard class goodies

A real beaut I couldn't believe I had overlooked - a very rare VTC-Vršac Vuk-T, Made in Ex-Yu. This 15 meter glider is one of only a few on the Cro register and wears a very interesting registration :) ("vuk" in Serbian/Croatian means "wolf", and since 9A-DOG was taken and gliders are on the G register - presto, 9A-GOD :) ) — A real beaut I couldn't believe I had overlooked - a very rare VTC-Vršac Vuk-T, Made in Ex-Yu. This 15 meter glider is one of only a few on the Cro register and wears a very interesting registration ("vuk" in Serbian/Croatian means "wolf", and since 9A-DOG was taken and gliders are on the G register - presto, 9A-GOD 🙂 )

Looking very similar to other 15 meter gliders, the Vuk-T can often pass undetected in the glider crowd

Waiting for its turn to be put to bed after a busy day of flying :). Unlike most other gliders at the field, GOD spends its time outside the hangar under protective covers

The very clean and tidy cockpit of GOD. Actually this is one of the cleanest cockpits of any sort I've seen in a long time. In addition to the standard analogue variometer, GOD is equipped with a digital one as well, which appears to have an additional function or two. And despite the yaw string you may have seen on the canopy, this Vuk-T is equipped with an electrical turn coordinator in the bottom right of the panel

I'm just waiting for someone to ask where's the Meteor, so I can answer "Right next to the radiator" :) — I'm just waiting for someone to ask where's the Meteor, so I can answer "Right next to the radiator" 🙂

Not really a dignified storage location, but given the Meteor 57's rarity - only two built, only GSO flying - it's better to be safe than sorry with the cramped conditions in the hangar

Like with most (all?) metal gliders, the Meteor's wings can be detached relatively easily and simply for transport. No electrics, no fuel tanks and not much mechanics means that the wingroot is clean and uncluttered — Like with most (all?) metal gliders, the Meteor's wings can be detached for transport relatively easily and simply. No electrics, no fuel tanks and not much mechanics mean that the wingroot is clean and uncluttered

Another shot of our now famous Pirat, back under cover and sodium light :) — Another shot of our now famous Pirat, back under cover and sodium light 🙂

Post Update – AK Zagreb Hangar Spotting

September 26, 2009July 13, 2011Posted in General Aviation, Rare Aircraft1 Comment

By me
All photos that too

Just a quick update from my new enclosed spotting location :). Was very lucky to catch some excellent lighting conditions – again courtesy of Dean T. – during closing time and just couldn’t resist taking a few photos, despite having photographed this subject more than a dozen times. But shiny and clean after a thorough wash, it was just perfect!

A single florescent bulb quickly transformed our ancient and crowded hangar into a museum :). Fresh and clean after a four-hour wash, 9A-DOG simply looked awesome in this setting

Could easily be mistaken for a Lavochkin in some quiet war museum :) — Could easily be mistaken for a Lavochkin in some quiet war museum 🙂

Ready for the scramble :) — Ready for the scramble 🙂

UPDATE: Some more eye candy from today’s visit :):

Very happy with this one :). Looking poised and set for its next flight

AK Zagreb's faithful Super Cub towplane with some of its charges

Photo Report 2 – Larking About the Aeroklub Zagreb Hangar

September 25, 2009October 7, 2009Posted in General AviationLeave a comment

By me
All photos me too

Here’s another photo report from your favorite airfield :). After a successful – and stressful – week of ATPL exams, I decided to head out again and catch some air, hoping to get some flying in as well. Though that eventually fell through, it was made up by a great photo opportunity – snooping around the Aeroklub Zagreb hangar, an as yet untapped photo resource :). While we don’t really have anything all that rare or very much exciting, there are some out-of-the-ordinary aircraft inside and – with some help of Dean T. and cooperative weather – I decided to see what I could make out of it all…

Last in, first out is 9A-DBS, the subtle Super Cub of AK Zagreb. Used exclusively for towing gliders, DBS has seen hundreds - if not thousands - of landings — First out, last in is 9A-DBS, the subtle Super Cub of AK Zagreb. Used exclusively for towing gliders, DBS has seen hundreds - if not thousands - of landings

Gilders and taildraggers galore. The more imposing I-3 9A-DOG, previously featured on this blog (I think), is the only one of its type in this part of Europe

The Maze. Crowded to the point of bursting, the hangar is mainly home to Lučko's glider fleet. GBA is instantly recognisable as a Blanik, while GPA in the back is less easily identifiable as the field's second Pilatus B4. Out back with have 9A-GJA, the SZD Jantar mentioned in the previous post

A close up of GPA and GJA. The intruding wing to the the right is of the field's hi-vis Cessna 185 9A-BKS, grounded for ages now while waiting for a new engine following a prop strike

A more exciting view of the hangar's Pilatus ceiling ornament :) — A more exciting view of the hangar's Pilatus ceiling ornament 🙂

Another more exiting view of 9A-GRA. I'm really beginning to like these Pirats :) — Another more exiting view of 9A-GRA. I'm really beginning to like these Pirats 🙂

Looking at it, who'd have thought it's made of wood?

Now this is a real gem - an old Yugoslav Aero 3 primary trainer. It's old reg - YU-CPC - would suggest that it's been here for quite awhile. There were some plans to restore it to flying condition - essentially nothing's missing - but that doesn't appear to have gone very far...

Like buried deep in an underground tunnel... and given how many aircraft were crammed into the hangar, the tunnel would have been easier to reach...

Photo Report – Some more (non-Blanik) gliders…

September 19, 2009July 13, 2011Posted in General Aviation4 Comments

By me
All photos as well

Discovering a sudden and very strong interest in gliders and gliding, I thought I’d compile a short feature featuring some of the other-type, non-Blanik gliders I’ve spotted around. Let Blaniks – being the most produced gliders of all time – are rather common and in larger numbers they tend to obscure some of the rarer and more interesting (predominantly Eastern European) types. Given my former lack of detailed knowledge of the sailplane world – translating into a lack of photos – I decided, for a start, to cobble together what I had in a short run through of what can be seen in my neck of the woods.

One of the locals hanging about. 9A-GLM is a Pilatus B4-PC11AF, built by the same company famous for its turboprop trainers and utility aircraft, but designed by Firma Rheintalwerke G. Baste in the early 60s. An all-metal glider, it is designed to Standard Class specs, with 15 meter wings, no flaps and no water ballast

Another Lučko resident (I think) is 9A-GPA. There are quite a few B4-PC11s on the Cro register, but I've only seen these two... the interesting type designation is a combination of the original B-4 and PC-11 adopted by Pilatus when they took over production

From the long line of (underrated) Polish gliders is this PZL-Bielsko SZD-30 Pirat. A simple and stable Club class model, featuring neither flaps, retractable gear not ballast, the Pirat is made of wood, something rare in today's fiberglass and composite world — From the long line of (underrated) Polish gliders is this PZL-Bielsko SZD-30 Pirat. A simple and stable Club Class model, featuring neither flaps, retractable gear not ballast, the Pirat is made of wood, something rare in today's fiberglass and composite world

Not overly aerodynamic, the Pirat is none-the-less light and a good performer for its class. My interest in this one peaked when I found an excellent rendering of it for Microsofts FSX... :) — Not overly aerodynamic, the Pirat is none-the-less light and a good performer for its class. My interest in this one peaked when I found an excellent rendering of it for Microsofts FSX... 🙂

9A-GRA, another Lučko resident, swoops down over my head on approach to the main taxiway. Must have been practicing emergency crosswind landings...

Of not a very good quality (and quite underexposed), this photo was too rare to pass over. The subject is an Ikarus Meteor 57 glider from former Yugoslavia, one of only two built and the only one in an airworthy state. 9A-GSO is a premanent resident here, so I hope to catch more of it soon — Of not a very good quality, this photo was too rare to pass over. The subject is an Ikarus Meteor 57 glider from former Yugoslavia, one of only two built and the only one in an airworthy state. 9A-GSO is a premanent resident here, so I hope to catch more of it soon

Designed to what would best be described as Open Class standards, the Meteor 57 has 20 meter span wings fitted with negative flaps (usually seen only on high-performance gliders). 9A-GSO was formerly used for materials testing for the G-2 Galeb jet trainer and is - in common with a number of Eastern European gliders - equipped with an electric turn coordinator, replacing the traditional yaw string on the canopy

Polish domination at Lučko :). Two Pirats, 9A-GRA and GZA, in the company of a SZD-41A Jantar Standard, aptly registered 9A-GJA. Their trusty towplane, Super Cub 9A-DBS, is just arriving down RWY 10

Something foreign for a change, taken at Farkashegy airfield just outside Budapest, Hungary. HA-5551 is a very rare Rubik R-26 Gobe, a type I think not seen outside Hungary. Seen here undergoing maintenance, the R-26 is one of the designs to come out of the pen of Erno Rubik Sr., father of the much more famous Erno Rubik Jr., inventor of the Rubik Cube

Rare Aircraft – Dornier Do-27A-4, D-EFSC

September 14, 2009July 13, 2011Posted in Rare Aircraft2 Comments

By me
All photos naturally me

The village show is back in town again! 🙂 The Septemberly Lučko airshow has returned again this year, though – as is apparently the norm – in a weaker and bleaker showing than former years. Despite visitor attendance being significantly higher than last year (guesstimate using the Mk. I eyeball), the aircraft lineup had left a lot to be desired. The mix of resident Cessnas and Pipers – with the occasional gems like the Seawind 3000 and Cessna 177RG mentioned here earlier – wasn’t overly exciting, but one visitor from neighboring Slovenia saved the day for me. Yesterday, I saw my first Dornier Do-27! 🙂

The Do-27 was the first German civil aircraft to be produced after WW2, with the design first flying in 1955. Nowadays, they are very, very rare and airworthy examples number in the low dozens. Designed as a pure STOL hauler – it’s written all over the thing – the Do-27 immediately leaves a firm impression of quality, solidity and purposefulness. Renowned for being able to get in anywhere anytime, in modern times they’re mostly used for skydive flights, having been replaced in their bush and military roles by more modern aircraft such as the Cessna 206 and 208 and the PC-6 (itself, ironically, starting life in a similar piston form as the Do-27).

Our example here, D-EFSC, is an early A-4 model, manufactured in 1961 – though after a detailed inspection in and out, I was ready to believe it could have been made in 2001. The thing is beautifully maintained and works and sounds like a true Made in Germany product. Though wearing a German registration, the aircraft is permanently based at Cerklje airbase, a stone’s throw from Zagreb across the border (must visit there sometimes). Running the reg through the Airliners.net database, the last photos show it at a German airfield (forgot which) way back in 2002, so clearly some catching up was in order :).

Imposing and regal at the same time. Shot in B&W for that period feeling (48 years old this this is) — Imposing. Shot in B&W for that period feeling (48 years old this this is)

Terrain clearance? No problem :) — Got ground clearance? 🙂

The Do-27 looks awesome from any angle, but from down here it's just wicked!

No runway? No problem! A fixed slat running along the entire leading edge considerably cut the takeoff and landing rolls — No runway? No problem! A fixed slat running along the entire leading edge considerably cuts the takeoff and landing rolls

Out back we have split slotted ailerons which droop along with the flaps. This thing is really an oversized Fiesler Storch :) — Out back we have split slotted ailerons which droop along with the flaps. This thing is really an oversized Fiesler Storch 🙂

The rough-'n-tough main landing gear. Primarily intended to give the prop adequate ground clearance, like in the Storch it produces significant drag, which in turn allows steep descent rates

Your M5 can now go and cower in the corner :). Actually a licence built version of Lycoming's geared GO-485 engine, this hefty bundle produces 275 HP for takeoff and 245 continuous

The prop - not spinning here :) - is a two-blade constant speed unit. Given that these tend to be louder than three-blade prop - and being spun by an engine running at 3000-3400 RPM - most Do-27s are fitted with dual mufflers, which are really effective — The prop - not spinning here 🙂 - is a two-blade constant speed unit. Given that is being spun by an engine running at 3000-3400 RPM, most Do-27s are fitted with dual mufflers, which are really effective

The cockpit is relatively simple - with a number of original gauges - but incredibly spacious and airy. And, because you site quite high up, you have an enviable commanding view — The cockpit is relatively simple - with a number of original gauges - but incredibly spacious and airy. And, because you sit quite high up, you have an enviable and commanding view

A view from the back seat. D-EFSC was configured in a four-seat club arrangement which, in combination with the extensively glazed rear doors, would make this a fantastic aircraft for panoramic and photographic flights (indeed, the pilots told me that you can actually lift the floor covers and install a downward facing camera)

Firing up for its display. Like the PC-6, the Do-27 is most impressive when flying near minimum speed. You could almost overtake it on a bicycle :) — Firing up for its display. Like the PC-6, the Do-27 is most impressive when flying near minimum speed. You could almost overtake it on a bicycle 🙂

Having a cantilever wing, the Do-27 does away with draggy wing struts. However, this requries a robust centre wing structure, hence the "hump" above the cabin

Though not the most elegant aircraft ever made, the Do-27's purposefulness and no-nonsense design give it a strong visual appeal

Transitioning into slow flight. Note droop progressively lowering droop of the trailing edge surfaces toward the wingtip. This gives the maximum lift over the entire wing without the danger of stalling the tips — Transitioning into slow flight. Note the progressively lowering droop of the trailing edge surfaces toward the wingtip. This gives the maximum lift over the entire wing without the danger of stalling the tips

Rolling back home. One of the Do-27's interesting features is the tight cowling and bulging canopy sides that allow forward visibility to be maintained on the ground despite the high nose (avoiding the need to do excessive S turns which are a pain on an aircraft with a freely castoring rear wheel)

Out back. Another interesting feature - though I'm not sure if it is specific to this Do-27 - is the beacon light which, unlike standard ones that blink, actually rotates much like a police beacon

It definitely is hard to mistake the Do-27 for any other aircraft!

Post Update – Turbolet OK-SAS and Cardinal E7-VIP

September 3, 2009September 3, 2009Posted in General Aviation1 Comment

By me
All photos me as well

For a 2-in-1 feature, here’s a short photo update on two of our more recent foreign visitors, L-410UVP OK-SAS from the Czech Republic and the retractable Cardinal E7-VIP from neighboring Bosnia and Herzegovina.

First in line is OK-SAS, as far as I’ve been able to find out only the second or third Turbolet to visit Lučko in the past several years. Fortunately for me, I managed to also catch it on the day it flew back to Czechia and in some pretty good weather conditions (at last!).

The crew preparing for the flight home on 30.08. As we do not have - in practice - anything resembling a customs station at Lučko, all foreign visitors leaving the country must first stop at Pleso (LDZA)

Shot into the sun from quite a long distance away. I had installed myself on our ECOS taxiway near the runway - intending nail it during takeoff - so I spent the time taking random snaps

Our equivalent of the 747 climbing out of RWY 10 toward LDZA, a couple of minutes away

Our other foreign visitor is spending more time at the field, about two weeks apparently. Having been (presumably) repaired in the hangar, it was towed out and has been sitting for a week or so by the taxiway. Given that there’s nothing but grass around there, giving few good photo opportunities, the resulting pictures were not really to my liking, but what the heck. Also, I have mislabeled E7-VIP as a Reims F177RG when it’s in fact an even rarer Wichita-built 177RG (checked the serial number plate).

Looking less than dignified out in the fields...

An oddity among smaller Cessna singles, the Cardinal has - in addition to the Centurion-style strutless wing - an all moving tailplane

Not quite an environment for the less-robust Cessna RG singles...

Photo Dossier – Let L-410UVP, OK-SAS

August 29, 2009May 11, 2010Posted in General Aviation1 Comment

By Boran Pivčić
All photos author

By another stroke of incredibly good luck, I had popped down to the field yesterday to get some flying done – and clear my head of all the ATPL meteorology – thinking it’d be another “nothing special” day. Initial impressions proved be right, for beside a horde of skydivers preparing for a jump – nothing unusual – all was quiet. But about half an hour later, sitting on our apron waiting for the nosewheel to be changed on our club C150, a friend of mine who works the fuel pump – among us commonly referred to as “The Sheriff” – came round and asked me had I come to see the Turbolet that was coming to town. One had been scheduled to appear more than a two weeks earlier, but for some reason didn’t. On my feet in an instant, I soon found out it was the same aircraft I had waited to catch before – and imagine my delight 🙂 (no comment 😀 ).

And due to a breakdown in communications, The Sheriff was left all alone as the ground crew, tasked with leading the aircraft round the field, parking, fuel, you name it. So while I was around, I decided to help, which later turned out to offer quite an interesting photo opportunity…

Speed limit enforced by aircraft :D. Playing the Follow Me van as we guide the Slovak crew around the field in our beat up 1980s VW Transporter

Damn these tourists, always getting lost in the most unlikely places... :) — Damn these tourists, always getting lost in the most unlikely places... 🙂

A less than auspicious start to the OK-SAS' visit - a miscommunication from the control tower saw us leading the aircraft to the military helicopter apron, where the aircraft was due to refuel with Jet A. However, once on one of the helicopter stands - and finding out that they didn't mean to refuel right away - they couldn't turn round due to some apron obstacles, so the four crew, us two from the van and two mil helo pilots were forced to employ a classic manual "pushback" onto the grass — A less than auspicious start to the OK-SAS' visit - a miscommunication from the control tower saw us leading the aircraft to the military helicopter apron, where it was due to refuel with Jet A. However, once on one of the helicopter stands - and finding out that they didn't mean to refuel right away - they couldn't turn round due to some apron obstacles, so the four crew, us two from the van and two mil helo pilots were forced to employ a classic manual "pushback" onto the grass

The somewhat stubby, but still good looking, shape of the Turbolet. The most popular 19-seat turboprop ever built, the L-410 has spawned dozens of sub-versions and is in use around the globe

Being an UVP version, OK-SAS doesn't have the distinctive tip tanks of the most common UVP-E version

In town for some skydive ops, the aircraft's interior was stripped out of every bit of unnecessary kit

The tight - but well equipped - cockpit of the Turbolet. The center pillar you saw in the previous photo is a bit limiting for photography though...

Airshow Report – Red Bull Air Race Budapest, 20.08.2009.

August 29, 2009Posted in Airshow ReportLeave a comment

By Boran Pivčić
All photos author

Finally succumbing to the mass of enthusiastic photos and texts about the RB Air Race, I decided to finally sit in the car and go see it – especially now that it was on it’s closest approach to Croatia, 350 km away in Budapest. Given that most facts about the whole event are well known – we all know the efficiency of Red Bull’s PR department – and the fact that I’ve been studying meteorology like mad for the past month and am not poetically inclined right now, I’ll just shut up and let the photos do the talking for now :).