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What a paint job!

T-33 rear cockpit

Top of a loop in the T-Bird

    My final flight at the JetWarbird Training Center was to be in the Lockheed T-33. Actually, this particular aircraft was a Canadian built CT-133, but who can nitpick when the plane is as beautiful as this?

    The T-33 is the two-seat version of the F-80 Shooting Star fighter, one of the first jets in the American inventory. It arrived just a bit late for World War II, but did see action in Korea. In fact, it was the very first jet to shoot down another jet -- a MiG-15. The training version of the aircraft has been called the "Piper Cub of jets," and was the trainer for several generations of fighter pilots. It's still in use in some parts of the world. Lockheed really built those things, didn't they!

    And what an example the JetWarbirds aircraft is! Painted in USAF Thunderbirds livery, the airplane looks like a carefully manicured museum piece. But most display planes don't look as good, and this one still works for a living! I received the impression that the "T-Bird" was Larry's favorite. Duke also seemed to have great affection for the T-33, having spent a lot of time training pilots with it in the Air Force.

    The airplane was out in front of the FBO when I arrived on Tuesday morning. It looked like a picture postcard from the 1950's with the snow capped mountains of New Mexico in the background, and that incredible paint job it wore. A lineman strolled over as I took in the scene and said, "Beautiful bird, isn't it?"

    "Sure is," I replied with a big smile. "And I get to fly in it today!"

    "Oh, YOU'RE the lucky one! You're going to have a great time!"

    Of that, I had no doubt. Each flight had been a fantastic and unique experience, and today would be the grand finale. Larry soon turned up and we went inside for the briefing. I asked if we could do a barrel roll and a split-S, as I hadn't yet seen those maneuvers. That was fine with Larry, and we went over the maneuvers in detail. The barrel roll is a very coordinated maneuver in which the plane rolls over sideways in a circular shape, as opposed to an aileron roll where the plane spins like a log on its long axis. Done properly, a barrel roll will be a positive-g maneuver throughout because centrifugal force is always acting on the plane.

    A split-S is the opposite of an Immelman. The plane is rolled onto its back and then pulled through the bottom half of a loop. Larry explained that it is the fastest way to accelerate an airplane, and that I might experience a slight grayout from the buildup of g's. This was because the maneuver produces a large change in forces. While in the inverted position the plane is at negative 1-g. Then it's pulled through to 4-5 positive g's, which adds up to a total change of up to 6-g's.

    As usual we discussed the airplane's systems and emergency procedures. Although their T-Bird didn't have a hot ejection seat, the canopy could be jettisoned. This was because it was quite heavy and you might not be able to get rid of it by hand. However, T-33 canopies were also known to depart the aircraft accidentally. In the aircraft manual I found this little gem of government speak: "Inadvertent loss of the canopy will be accompanied by noise due to wind blast, cold, and surprise." Well, as long as I am prepared to be surprised. . . .

    Once we had our plan and had used the bathroom (I sure wasn't going to forget that again) we headed out to our ride for the day. I walked with him on the pre-flight, pulling out warning banners and checking fuel caps. After climbing the ladder I found the T-Bird's cockpit to be snug, but much more inviting than the MiG's. Maybe it was the paint job. Or perhaps just being in an American (OK, Canadian...) machine made me feel more at home. Also, you sit more on top of it rather than inside the fuselage like the MiG. The seat can be raised up too, which improved the view even more.

    After I was strapped in Larry took out the safety pin to arm the canopy jettison mechanism. He cautioned me that it was not to be used while we were on the ground. Without forward speed it would go straight up, then come straight down and probably kill us.

    The most important instrument during startup and taxi in the T-33 is the exhaust gas temperature. It had to be kept within limits, and was prone to go over redline during taxi, takeoff, and climb. Larry explained that we would never push the throttle forward all the way to the stop, and that we must move it carefully and slowly. I monitored that gauge as the engine spooled up and found that I had to be even more careful with the throttle than I thought. Hasty movements made the needle jump quickly.

    The canopy came down and I raised my seat as we taxied out. Same taxi technique as the Fouga, but it was more difficult for me because I was now in the back seat. But I could look around Larry somewhat and was able to stay near the center line. We were soon on the takeoff roll and Larry gave me control just after the wheels were in the wells. Unlike the other airplanes, the T-Bird is very sensitive in the roll axis on climbout. Very easy to induce an oscillation, and small finger pressures were again called for.

    I wanted to hold altitudes better today, and to anticipate leveling off from climbs and descents. The airplane cooperated, and I think the T-33 had the best pure feel on the controls of the four aircraft I flew. When we reached altitude we let the plane accelerate to about .65 Mach, where Larry pointed out the onset of "compressibility." As an aircraft approaches the speed of sound a shock wave begins to build up on the aircraft, as well as a few other complex aerodynamic changes that I don't have the mathematics to understand fully. We were just at the beginning of where this would become noticeable, and it manifested itself in a slight airframe buffet.

    Larry then called for a loop. "You know what to do now. Dive us until we reach 350 knots, then up you go."

    I pushed the stick forward to pick up the speed, brought us level, and then hauled back on the stick. Four-g's and a big smile as we came over the top. The T-Bird's canopy is the clearest view from any of the planes, and it was just a beautiful thing to see the desert and mountains slide through my sight lines.

    Then we did two aileron rolls with me in control and Larry coaching verbally. Nose up attitude, hold it, and stick to the left. Felt smoother than the last two days, and I was loving it. "Not having any fun, are you?" Larry asked.

    Next up was the barrel roll. Larry talked me through, and I found it a very enjoyable maneuver. Nose up, then easy left aileron. The plane rolls to the left but travels to the right side as it begins to describe the circle. Inverted as you pass through the 180 degree point, and then a smooth rollout back to the bottom where you started. It felt like ballet. I did the second one myself, not quite as smoothly without the coaching, but I enjoyed the heck out of it anyway.

    To set up for the split-S Larry had me climb without power to bleed off airspeed. When the speed was below 180 knots he told me to raise the nose and roll inverted, then pull through the bottom of the loop. As I pulled 4-g's on the pullup into level flight we saw the airspeed quickly shoot past 300 knots.

    I asked if we had time for one more loop because I wanted to try to take a picture. My camera was stowed inside the front of my jacket. I took it out and explained that I would like to pull up, give control to Larry briefly as we went over the top so I could snap the photo, and then I would take back the plane. Larry OK'd that, and I dove for the airspeed. I tensed up and pulled the stick back into my stomach. As we approached the top I called out, "OK, you've got it." I quickly brought the camera up, snapped the photo as the nose approached the inverted horizon, and stuffed it back down into my jacket. "I've got it," I called, and began the pull through the bottom. My pullout was a bit more aggressive, and I felt the slightest touch of grayout. The g-meter showed a bit under 4 1/2-g's.

    I flew the plane back into the pattern and Larry took it on final. I followed on the controls as he brought us to a full stop. Sweet landing, and then we were taxiing back. The history lesson had ended.
 
 

    I've been fortunate throughout my aviation experiences to have had great instructors, and that trend continues. Duke and Larry are a class act. Their combined experience in jets and aerobatics is formidable, and they convey a great deal of confidence and capability.

    I was also struck by how their matter-of-fact demeanor at times masked the unique nature of their operation. I sometimes felt I was at just another flight school. In the office are the usual photos, shelf of manuals and videos, and copies of FAA regulations. However, this flight school just happens to use MiG's and L-39's instead of Cessna 150's or Piper Cherokees.

    But when asked directly, Larry leaves no doubts about the qualitative differences between his job and what a regular instructor like myself does. The warbird community is a small group, he explains. And the now-deceased pilots he used to know couldn't fit in his office. He estimates the number at near sixty.

    So what's the difference between him and them? Larry has more MiG-15 time than almost anyone else in the country. Why is he here to tell me about other dead pilots? "I don't fool around," he says flatly. "Most of the accidents happened because of ego. Someone was usually showing off or doing something they shouldn't have been doing."

    He goes on to re-emphasize his focus on training, not giving joy-rides - a fact that was not lost on me during my stay. I was carefully prepared for everything we did, and my logbook was endorsed after each flight. Larry continued, "When I fly with a student, we do what we briefed. We don't make it up as we go along. And we always stay within the limits outlined in the aircraft manual. As soon as you exceed those limits you become a test pilot, and that's when things can go wrong."

    Larry considers jet engines extremely reliable, even the older centrifugal flow turbines that power his aircraft. Indeed, he has never had an engine failure in a jet. Between that and his cautious and deliberate nature, he is quite comfortable with his work. "I've never had a day where I didn't think I was going to come back," he says.

    My experience at JetWarbirds turned out better than I had imagined. The fun element was never in question. But I also gleaned much useful experience. Getting comfortable with basic aerobatics was a revelation, and handling any high performance aircraft improves my flying in the trainers. And being around good instructors is key for me as a new CFI.

    Another trip to Santa Fe is definitely in my future. I hope to take their formal aerobatics course in the T-34, and am mulling the idea of a type rating in one of the jets. I learned that many of JetWarbird's clients earn a type rating in one of the planes, then return once or twice a year to fly. I could see visiting Santa Fe to fly the Fouga every so often.

    I feel changed, and I can't wait to get upside down again in an airplane! I think I've become a g-junky.