Presenters and presentations on Friday 4.12.2020
Project Leader Janne Salonen: The Myrsky II restoration project
Finland decided before the Winter War to design a domestic fighter. Later the fighter was named VL Myrsky (Storm). The prototype was ordered from the State Aircraft Factory (VL) on December 20th, 1940 and it flew the first time on December 23rd, 1941. In all, three preproduction and 47 production aircraft were delivered during 1943-1945. The VL Myrsky served in the Continuation War, the Lapland War and during the peace time until 1947.
VL Myrsky is the only Finnish fighter aircraft, which ever reached series production. Not a single Myrsky was preserved, the last one was destroyed in 1965. Three steel tube fuselage frames were rescued in the late 1970s and the design drawings were found in the beginning of the 1990s.
The presenter will describe the background, the progress, the present situation, and the future of the Myrsky project.
Link to the presentation video in Youtube: https://youtu.be/2LPZMqMFJ44
Suomi päätti ennen talvisotaa kotimaisen hävittäjälentokoneen suunnittelemisesta. Myöhemmin se sai nimen VL Myrsky. Prototyyppi tilattiin kuitenkin vasta 20.12.1940 ja se teki ensilennon 23.12.1941. Kaikkiaan kolme koesarjan konetta ja 47 suursarjan konetta valmistui vuosina 1943-1945. VL Myrsky osallistui jatkosotaan, Lapin sotaan ja rauhanajan palveluskäyttöön vuoteen 1947 saakka.
VL Myrsky on ainoa suomalainen hävittäjälentokone, joka on päässyt sarjatuotantoon. Yhtään kokonaista koneyksilöä ei säästynyt, sillä viimeinen tuhottiin vuonna 1965. Kolme runkoa pelastettiin 1970-luvun lopulla ja koneen piirustukset löytyivät 1990-luvun alussa.
Ilmailumuseoyhdistys ry, Suomen Ilmavoimamuseo ja Suomen Ilmailumuseo ilmoittivat VL Myrsky II -hävittäjälentokoneen entisöinnistä maaliskuussa 2013. MY-14-koneen suunniteltiin valmistuvan vuonna 2019, mutta arvioidut työmäärät ovat ylittyneet ja koronaviruspandemiakin on viivästyttänyt projektia. MY-14 valmistunee vuonna 2021.
Esityksessä kerrotaan projektin taustoista, etenemisestä, nykytilasta ja tulevaisuudesta.
Conservator Harri Huopainen: The conservation of the Brewster 239 BW-372 and the Hawker Hurricane I HC-452
Brewster BW-372 and Hawker Hurricane Mk.1 HC-452 as representative examples of Finnish Air Force Museum conservational approach. Presenter, Harri Huopainen, is a conservator in FiAF Museum. Huopainen has been involved on conservation of Brewster as an apprentice and as a leader of project on Hurricane.
Both planes are good examples of established conservation methods of Finnish Air Force museum, where planes are preserved in as original condition as possible and drastic renovation methods are avoided if possible. That includes preserving of paintwork and covering fabrics etc., that would need to be replaced if the planes are to be restored to static condition representing new or operational plane or to flying condition. Brewster and Hurricane made this approach easy to apply as both planes were preserved in highly original condition and it was possible to concentrate mainly on preservation work.
Most notable differences between the projects are that the Brewster was shot down and damaged on an emergency landing and has been submerged for many decades on a bottom of a lake. Hurricane was on better condition when the project started, as it was put on storage after it was removed from operational service. On the other hand, most of its equipment was missing as most of the useful items were removed when the plane was grounded and certain items were also removed or broken when the plane was on storage. There was also some damage on airframe that the plane had suffered during the decades of storage and display.
Both planes are good examples of established conservation methods of Finnish Air Force museum, where planes are preserved in as original condition as possible and drastic renovation methods are avoided if possible. That includes preserving of paintwork and covering fabrics etc., that would need to be replaced if the planes are to be restored to static condition representing new or operational plane or to flying condition. Brewster and Hurricane made this approach easy to apply as both planes were preserved in highly original condition and it was possible to concentrate mainly on preservation work.
Most notable differences between the projects are that the Brewster was shot down and damaged on an emergency landing and has been submerged for many decades on a bottom of a lake. Hurricane was on better condition when the project started, as it was put on storage after it was removed from operational service. On the other hand, most of its equipment was missing as most of the useful items were removed when the plane was grounded and certain items were also removed or broken when the plane was on storage. There was also some damage on airframe that the plane had suffered during the decades of storage and display.
Link to the presentation video in Youtube: https://youtu.be/7tVk5KGDSiQ
Brewster BW-372 ja Hawker Hurricane Mk.1 HC-452 ovat edustavia esimerkkejä Ilmavoimamuseon konservoinnillisista saavutuksista. Esittäjä Harri Huopaainen on Ilmavoimamuseon konservaattori. Hän oli mukana Brewsterin konservoinnissa ja veti Hurricanen konservointiprojektia.
Molemmat lentokoneet ovat hyviä esimerkkejä Ilmavoimamuseossa yleisesti hyväksytyistä konservointimenetelmistä, joiden mukaan lentokoneet säästetään niin alkuperäisen kuntoisina kuin mahdollista ja rajuja entisöintimenetelmiä mahdollisuuksien mukaan vältetään. Tämä sisältää myös alkuperäisten maalausten ja kangaspintojen jne. säästämisen; nämä joutuisivat korvattaviksi uusilla materiaaleilla, jos koneet entisöitäisiin staattisiksi museoesineiksi esittämään uutta tai käytössä ollutta lentokonetta tai ne entisöitäisiin lentokuntoisiksi. Brewsterin ja Hurricanen tapauksessa tämä lähestymistapa oli helppo toteuttaa, koska koneet olivat säilyneet hyvin alkuperäiskuntoisina, jolloin oli mahdollista keskittyä suurelta osin konservointiin.
Erot konservointiprojektien välillä johtuivat siitä, että Brewster oli ammuttua alas ja vaurioitunut pakkolaskussa sekä odottanut järvenpohjassa vuosikymmeniä. Hurricane oli lähtökohtaisesti paremmassa kunnossa, koska se oli ollut varastoituna käytöstä poistamisen jälkeen. Toisaalta monet laitteet puuttuivat, koska ne oli käyttökuntoisina poistettu, sen jälkeen kun lentokäyttö oli päättynyt, ja joitakin osia oli poistettu tai rikottu varastoinnin aikana. Myös koneen rakenteissa oli varastoinnin ja näyttelytoiminnan aiheuttamia vaurioita.
Conservator Michael Loftus: The Messerschmitt Bf 109 restoration
The presenter will describe the milestone moments through the chronology of the project detailing the decision-making process and the general philosophy of the build. For example, what was considered too far gone, what could be kept, where other parts came from and what can be considered original.
The aircraft has been at the museum longer than the presenter has. So he will rely heavily on information from Gunnar Koch of the Bodø Luftfartshistoriske Forening and the volunteer group, who have conducted the majority of the work.
The aircraft has been at the museum longer than the presenter has. So he will rely heavily on information from Gunnar Koch of the Bodø Luftfartshistoriske Forening and the volunteer group, who have conducted the majority of the work.
The presenter will also talk a little about how things might be done differently, what original means to different people and the pros and cons of restoration versus conservation.
Link to the presentation video in Youtube: https://youtu.be/wzJY1rcEpaw
Esittäjä kertoo Messerschmitt Bf 109 -entisöintiprojektin välietapit projektin kronologian mukaisesti kiinnittäen huomiota päätöksentekoon ja rakentamisen yleiseen filosofiaan. Hän myös tarkastelee mitkä koneen osat olivat jo käyttökelvottomia, mitä voitiin säilyttää, mistä lisää osia saatiin ja mitä voitiin pitää alkuperäisenä.
Entisöitävä lentokone on ollut museossa kauemmin kuin esittäjä itse, joten esittäjä perustaa esityksensä suurelta osin Bodön ilmailuhistoriallisen yhdistyksen Gunnar Kochilta ja vapaaehtoisilta saatuun tietoon, sillä he ovat tehneet suurimman osa entisöintityöstä.
Manager Darren Priday: RAF Museum: Behind the Scenes at the Royal Air Force Museum
The presenter will chat about the work of the Michael Beetham Conservation Centre team and some of the projects they have been involved with over the years.
Link to the presentation video in Youtube: https://youtu.be/YfybTHmNsE0
Esittelijä kertoo työstä Michael Beetham -konservointikeskuksessa ja sen tiimin tekemistä konservointiprojekteista.
Project Leader Torsten Nilsson: The Saab B 18 restoration
3 months on service, 33 years at the bottom of the sea, 40 years of restoration
The fateful flight of February 10th, 1946
A group of nine B 18 and one B 3 aircraft were on their way from F14 in Halmstad to F21 in Luleå to practice bombing in winter conditions. The flight made a stopover at F 1 in Västerås for refuelling and remained there for three days because of the bad weather in northern Sweden. On Sunday morning, February 10 the weather forecast was better, but meteorologists warned about snow from the west. It was estimated that the group would reach F 21 before the weather deteriorated. The commander, Christian Nilsson, started 30 minutes before the others to report the weather to the following pilots. The flight went well, and Nilsson landed at F 21. In the area of Piteå, about five minutes from F 21, the rest of the group encountered heavy snow clouds. Everything went white as a sack of flour.
The pilots were ordered via radio to turn south to land at Sundsvall-Härnösand airport, which was the nearest airport open during the winter. The division was split and two by two they flew through the clouds of snow and fog. During the flight to the south information was transmitted to the pilots that Sundsvall-Härnösand Airport was closed due to fog and snowfall. With almost empty tanks there were no possibilities to reach the next available airfield. Shortly thereafter the dramatic order was heard on the radio.
The pilots were ordered via radio to turn south to land at Sundsvall-Härnösand airport, which was the nearest airport open during the winter. The division was split and two by two they flew through the clouds of snow and fog. During the flight to the south information was transmitted to the pilots that Sundsvall-Härnösand Airport was closed due to fog and snowfall. With almost empty tanks there were no possibilities to reach the next available airfield. Shortly thereafter the dramatic order was heard on the radio.
- Emergency landing wherever you can!
One of the more successful landings on the ice was made by Carl Axel Lindh, pilot of B 18B number 18172, marked with code "D". The crew was happily saved. Only the pilot had got minor injuries, but when the aircraft was to be salvaged some days later, a wire broke, and the aircraft sank to the bottom of the sea.
After the extensive salvage effort 33 years later, work commenced to make the aircraft suitable for viewing. The restoration of B 18 Red David would take more than 40 years of hard work. The original plan was to just restore the aircraft externally but during the work, the level of ambition increased and now the inside of the aircraft is also largely restored.
The renovation group has mostly consisted of Saab technicians and Air Force technicians. But the project has also included one woman, Gulli Mjärdsjö, who worked with the canvassing of Red David in connection with the renovation. It was also Gulli who carried out this task with all the B 18s when they were built at Saab in Linköping. Without those people's dedication and expertise Red David would not be at the Air Force Museum today.
Link to the presentation video in Youtube: https://youtu.be/pVvPrUYlIME
Esittäjä kertoo Ruotsin Ilmavoimien Saab B 18B -koneesta, joka ehti olla käytössä kolme kuukautta, sen jälkeen 33 vuotta meren pohjassa ja lopulta 40 vuotta entisöitävänä.
B 18 numeron 18172 onnettomuus tapahtui 10.2.1946. Se oli tehnyt lumimyrskyssä ja sumussa pakkolaskun jäälle. Muutamaa päivää myöhemmin tehty koneen nostoyritys epäonnistui ja vaijerin katketessa kone upposi mereen. Nostamisen jälkeen kone oli tarkoitus entisöidä vain ulkopuolelta, mutta projektin edetessä ruokahalu kasvoi ja kone entisöitiin myös sisältä. Saabin ja Ruotsin ilmavoimien mekaanikoista koostuvaan entisöijien joukkoon osallistui myös yksi nainen. Hän oli myös aikoinaan Saabin tehtaalla toteuttamassa uusien B 18 -koneiden kangasverhoilua.
Project Manager Jakub Link-Lenczowski: The restoration of the Caudron-Renault C.R.714 CA-556
Since 2015 Polish Aviation Museum, in cooperation with Finnish Military Museum (Sotamuseo) and Finnish Air Force Museum (Suomen Ilmavoimamuseo), is running the restoration of the historical Caudron-Renault C.R.714. In May 2015 aircraft no. CA-556 was transferred to Polish Aviation Museum in Krakow where research works and multi-stage restoration was performed. A multinational team of experts from Finland, Poland and France had consulted the whole process providing necessary documentation and advice. Aircraft was catalogued, cleaned and restored (including the cockpit and instruments). Some missing parts such as the whole front section (engine compartment and propeller) or armament was reconstructed. Caudron restoration required to use 3D print technics. It was the first such complex project in the region.
Link to the presentation video in Youtube: https://youtu.be/2arGhhpNwFs
Puolan ilmailumuseo on yhteistyössä Sotamuseon ja Suomen Ilmavoimamuseon entisöinyt Caudron-Renault C.R.714 -konetta vuodesta 2015. CA-556 siirrettiin Puolan ilmailumuseoon Krakovaan, missä tutkimustyö ja monivaiheinen entisöintityö tehdään. Suomalaisista, puolalaisista ja ranskalaisista asiantuntijoista koostuva tiimi on auttanut koko prosessia tarjoten tarvittavaa dokumentaatiota ja neuvoja. Lentokone luetteloitiin, puhdistettiin ja entisöintiin (sisältäen ohjaamon ja mittaristot). Joitakin osia, kuten keulaosa moottoreineen ja potkureineen sekä aseistus, puuttui ja oli uudelleenrakennettava. Koneen entisöinti edellyttää 3D-tulostustekniikan käyttöä. Kyseessä on ensimmäinen näin kompleksinen projekti.
Vice President of Education and Collections Katie Swaringen: The Miracle on the Hudson project
On January 15, 2009, US Airways Flight 1549, the Miracle on the Hudson, successfully emergency landed in the Hudson River after colliding with a flock of geese causing failure in both engines. The plane was destined for Charlotte, NC, home of many of the passengers.
In 2011, the Carolinas Aviation Museum acquired the plane into its permanent collection. This presentation will examine how the museum became the steward of this special artifact, how the artifact was transported, preserved and used in exhibition, and the ongoing conservation challenges this artifact presents, especially as CAM works to design a new museum facility.
Link to the presentation video in Youtube: https://youtu.be/QpxVRPSHg_U
US Airwaysin lento 1549, Hudsonjoen Ihme, teki 15.1.2009 onnistuneen pakkolaskun Hudson-jokeen törmättyään hanhiparveen ja molempien moottorien pysähdyttyä. Lento oli matkalla Charlotteen, New Carolinan osavaltioon, mistä monet koneen matkustajat olivat kotoisin.
Vuonna 2011 Carolinan ilmailumuseo hankki koneen kokoelmaansa. Esityksessä kerrotaan, kuinka Hudsonjoen kone päätyi museon hallintaan, miten kone kuljetettiin ja kunnostettiin ja miten se on esillä. Lisäksi esitys käsittelee koneen tämänhetkisiä konservointihaasteita, sillä uusi ilmailumuseorakennus on suunnitteilla.
Janne Salonen: Some rewardings in the VL Myrsky II restoration project
Project director Janne Salonen publicized some volunteer rewardings in the VL Myrsky II restoration project.
Link to the presentation video in Youtube: https://youtu.be/hU8q-qi3q5w
Hankejohtaja Janne Salonen julkisti vapaaehtoisten palkitsemisia VL Myrsky II -entisöintiprojektissa.
Presentations on Saturday 5.12.2020
Presentation introductions concerning Saturday 5.12.2020 are in Finnish and on the separate page. Link to the page.
Lauantain esitykset ovat omalla sivullaan ja vain suomeksi. Linkki lauantain esitysten sivulle.