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I was asked to post this on behalf of Don Obreiter, B-29/B-24 Squadron Maintenance Officer........
I guess I’m a little overdue posting something on WIX, but this is as good of a time as any I suppose. I can directly answer the questions and speculations about what is going on with the B-24, where it’s headed, and why things are being done in the order of which they are right now. I’ve always appreciated the great support WIX has had for the CAF’s B-24 and I want to keep the openness of what is happening the same as Gary has had from the beginning. The reconfiguration plan for Ol’ 927 is EXACTLY the same as it was when Gary laid it out back on page one of this post. Every effort is going to be made to put it back as close to an original 1941 B-24A model as possible, keep it capable of doing it’s assigned job today, and keeping it operating safely, long into the future. Nothing more; nothing less. As far as progress (or a lack of), it’s the same story as always as to why more hasn’t been done and really no different then the limits in our own personal lives: not enough time, resources, and money. This year’s winter maintenance started off far behind what I had hoped our schedule to be that attempting any of the larger reconfiguration projects was unrealistic. Trying to get stuff moved from Midland and set-up over at Addison was so much more difficult and took way longer then I had even imagined. The plane coming home from tour with two pages of squawks didn’t help with forward progress either. And one last factor: it wasn’t good business to jump blindly into big projects on a short schedule in a new place not knowing for sure what the workforce number and talent would consist of.
Alan, I admit the bubble side windows are pretty cool, but won’t be on our plane. The era of 927’s life we are shooting for didn’t have them installed. Plus, there is a clear view/visual safety issue; like trying to fly looking through the peep hole in your front door and fabricating them is beyond our capabilities. Also, the jacks for the B-24 have already been in Addison since last August. Liz and I dropped them off there after we had to jack the plane in Minnesota this last summer. I’ll be down there to jack the plane and perform the required landing gear inspections and operational checks in about two weeks.
Chris, the HF antenna mast behind #4 engine in that picture holds one end of the long wire that runs to the mast by the FE hatch, not all the way across to the #1 engine. 40-2370 did have the same mast, but it was back on top of the fuselage near the waist gunner’s doors that held a long wire that ran up to the top of the vertical stabilizer. It’s odd because almost all “A” model and LB-30I & II’s don’t have any type of long wire configuration at all.
Also, Wednesday Rick and I were rigging the rudder and rudder trim system; nothing to do with the elevator. It may have been a little deceiving to you from where I was working, but that’s because the elevator and rudder systems do intertwine with each other through the lock system. The rudder pedal alignment seemed a little off and the trim indicator didn’t seem to center correctly. Since most of the required panels were already off, that was the perfect time to go through that unentertaining process and make sure everything is right. But there was also a lot of other stuff being worked by a great crew yesterday from finishing loose ends up on the engines, getting #3 engine ready to run, the #4 generator on, flight deck seats back in, landing gear, and new side windows and seals to name a few.
And just to clarify, after all the test runs are complete and everybody is satisfied with the #3 engine running like it should, we will remove and inspect the oil filter. If all looks good, we’ll install another filter and run it until an appropriate break-in period is achieved. At that point, the filter will be inspected again (it has to come off anyways) and we will drain the oil tank and switch to 120W oil.
As for the unequal fuel loading limits between the wings, I’ve never seen any published limits. Can you get those to me so that information can get put into the maintenance plan, please? Every winter we’ve always drained both tanks. This was because interior access has been required and the standard procedure I’ve always worked with is not to enter a fuel tank unless the neighboring tanks are empty as well.
Gary, if things had gone right and the way I had hoped them to in the beginning, we would have actually started the installation of the life raft doors. Though I’d love to see the other waist gun and top gun in place, the idea you had about utilizing the upper wing area for tool, spare parts, and expendable storage to make life easier for the crew and keep the inside of the plane clean and uncluttered with crap seemed like a more beneficial choice. So far, only one reconfiguration project will be done this winter before she leaves for tour. It’s no big deal, but it’s at least something. I’m not going to mention what it is; I’ll wait and see if anybody notices it (that is if I don’t get caught by anybody during the installation)
There are so many facets to maintaining, sustaining, and reconfiguring this plane that I could go on forever with the reasoning and rational about what’s happening and what’s happening down the road and the million other daily side issues that pop up. I don’t want any of it to come out as excuses; more an issue of explaining the thought processes and driving factors of what happens along the way. Please, don’t hesitate with any questions, comments, opinions, or feedback on Ol’ 927. I’ll be happy to address, answer, and discuss them all.
Thanks!
Don Obreiter
B-29/B-24 MX Office
Commemorative Air Force
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