Jet Warbird Training Center

In any aviation career, certain experiences stand out as truly unforgettable. One such moment occurred recently during a week-long flight training session in Santa Fe, New Mexico, where I had the privilege of supporting a German Air Force student undergoing flight test engineer training with Euro Flight Test. What made this opportunity even more exciting was the chance to fly some iconic classic jet trainers—the MiG-15, CM170, and L-29. To add to the adventure, a close friend invited me to tour Virgin Galactic at Spaceport America and try their Spaceship 2 simulator. While I am unable to share specific details due to non-disclosure agreements, it was undeniably an unforgettable experience.

The aircraft we flew, representing early jet technology, provided invaluable exposure to the fundamentals of unaugmented jet design, their high-performance characteristics, and the nuances of evaluating more exotic aircraft. The main objective was to familiarize the student from the WTD61 squadron with the complexities of jet aircraft and the physiological challenges posed by higher-performance flying. Over the course of the week, the student completed 10 sorties from the backseat, including flights in the Aero Vodochody L39C.

Personally, I saw this as an opportunity to expand my own flying experience and add more types to my portfolio. Larry Salganek, the owner of the Jet Warbird Training Center, served as my instructor for the L-29, CM170, and MiG-15. I was fortunate to fly the L-29 and CM170 from the front seat, while I flew the MiG-15 from the backseat. I will provide some qualitative remarks, which I wrote on my kneeboard during the (de)briefing and flights to convey how I experienced these aircraft.

The following paragraphs reflect the order in which I flew the aircraft at JWTC. However, I recommend flying them in reverse order for a more progressive experience. Please note that these are personal observations, typically kept to myself for fun, and are offered as the opinion of one flight test engineer (not a qualified test pilot).

1) Mikoyan-Gurevich MiG-15uti

1. The MiG15 was not an entry level jet.
2. Slow to accelerate during take-off roll.
3. Insignificant climb performance below 220 KIAS.
   
4. Stall (clean config.) - defined by gentle uncommanded right wing drop. Ailerons were ineffective during slow flight. Good training tool on swept wing design.
5. Soviet type attitude indicator needed getting used to.
6. Lateral inceptor forces were acceptable with the aileron boost operative. All control forces unacceptable at 400 KIAS.
   
7. Roll rate during left aileron roll at 250 KIAS and 10,000 ft was marginally acceptable.
8. Throttle response was predictable and intuitive to select a predetermined setting without over/undershoots.
   
9. Configuration changes were abrupt, pitch attitude and Nz changes clearly noticeably.
   
10. Pneumatic drum brakes (nitrogen) lacked brake power.
11. Before take-off checks included; isolation valve check at 7,000 RPM, brake check at 9,000 RPM.
12. Patterns were flown with the following settings:

• After lift-off, accelerate to 160 KIAS, gear up, flaps up, reduce to 10,500 RPM
  
• Downwind: 8,500 RPM
• End of downwind: Gear down, first stage of flaps, speedbrake out, 8,500 RPM
• Base: capture 160 KIAS and start descent at 8,500 RPM
• Base turn: Flaps Full
• Final: 8,500 - 10,000 RPM at 135 KIAS (Lateral instability on final; wing rocking)

2) Fouga CM.170 Magister

Performed cloverleaves, aileron boost ON/OFF comparison, stalls, single engine ops and pattern work.

1. Left engine RPM is lower during ground ops due to it being loaded by the accessories.
   

2. Susceptible to over-rotate on take-off.

3. Hard to predict touch down point due to tendency to float  (half speed brakes, full flaps).
   

4.  FI gave multiple "engine failures", which were non-events due to the almost centerline thrust.
   

5. Differential brakes provided little feedback as to how much brake pressure was commanded. Entered a small PIO during roll out, stopped applying pressure to the pedals and immediately recovered.

3) Aero L29 Delphin

1. Maintain EGT below 550°C during startup until fuel lever is fully forward.
2. Rotate around 75 KIAS, just lifting the nosewheel and wait.
3. After take-off; accelerate to 110 KIAS (Gear Up, Flaps Up), accelerate to 140 KIAS, reduce to 97%.
4. Pattern work;

• Downwinde at 85%
• Gear Down, flaps 15 or 35 (as required)
• Descent around 200 fpm
• Final: Flaps Full, 110 KIAS
• Short Final: 100 KIAS (95 KIAS and speed breakes for full stop)
  

1. During touch and go's, first full power, then flaps up & hold nosewheel off.
   
2. Lateral inceptor forces were high (no aileron boost).
3. Pneumatic differential brakes, require training. Hard to give proportional brake inputs as brake handle's operation felt binary. Harder to taxi than the MiG15, hard to align the nosewheel with centerline and to maintain centerline during taxi.
4. The incidence angle of the horizontal tailplane changes with flap setting.
5. Flaps and gear are operated through push buttons.
6. Even during aerobatics, hard to get the L29 past 200 KIAS.