Tehran Aerospace Exhibition Center
by Jan Koppen
Tehran Aviation Exhibition next to Tehran Mehrabad International Airport.
Basicly, when I visited the place in September 2006, its was a graveyard of old and rare planes that once were the glory of Persian aviation. Most of the aircraft were in bad shape, though some can be entered. Stepping inside these retired planes gives you a glimpse of aviation’s past, complete with luxurious interiors outfitted in retro color schemes. Among the exhibited planes is a Boeing 727 that once belonged to the sister of the Shah. Unfortunately, its interior has been scrapped in recent years. Other models include a former Iran Air Cargo Boeing 747, some Boeing 737s, a Lockheed L-1011 Tristar, and some smaller planes like Aero Commanders, Cessna’ s, and Pipers alongside rare plane types. The park is located close to Mehrabad airport, at a large motorway. It can be tricky to find, as most taxi drivers won’t know where it is. The Persian name is “نمایشگاه هوایی تهران. |
A, then, very young Shahram Sharifi, showed me around the museum.
|
Kaman HH43F Huskie ‘HH43-9411’
The Kaman HH-43 Huskie was a helicopter with intermeshing rotors used by the United States Air Force, the United States Navy and the United States Marine Corps from the 1950s until the 1970s. It was primarily used for aircraft firefighting and rescue in the close vicinity of air bases, but was later used as a short range overland search and rescue aircraft during the Vietnam War.
|
N956R (c/n. 28038) is a Douglas A-26 Slick/Invader and seen here at the Tehran Aerospace Exhibition center. She was delivered in 1945 to the USAF with serial 44-34759. The last user was Iranian branch of Bell Helicopter who operated her until the late 70s.
The initial main civil uses of the A-26 were as executive personnel transports with minimal modifications such as removal of military features, bomb bay doors sealed shut, passenger entry stairs in bomb bay and the conversion of the fuselage to accept six to eight passengers.
The next most significant conversion was the Rock Island Monarch 26 and Central Aircraft Executive 26, while less numerous and more basic conversions for executive operations were carried out by World Engineering, LB Smith Aircraft Corp., R. G. LeTourneau Inc, Rhodes-Berry Company and Lockheed Aircraft Service Inc.
The next most significant conversion was the Rock Island Monarch 26 and Central Aircraft Executive 26, while less numerous and more basic conversions for executive operations were carried out by World Engineering, LB Smith Aircraft Corp., R. G. LeTourneau Inc, Rhodes-Berry Company and Lockheed Aircraft Service Inc.
DHC-4 Caribou '553' participated in war between Iran and Iraq many years ago.
Project Ibex was launched in around 1974, with Iran and the USA as equal partners, however, Iran paid almost the entire cost of the project, some $500 million, to the main US contractor - Rockwell Inc. Project Ibex was a joint CIA+NSA / Iran enterprise for building and operating a series of observation and listening posts along the Soviet border, as well as for the purchase and operation of a number of reconnaissance aircraft.
There were five ground stations; three jointly run by the IIAF/USAF crews and two operated by the CIA or, more likely, the NSA. The CIA-crewed stations were established at Bushehr (Tracksman 1) and at Kapkan (Tracksman 2). The most distinct functions of these five intelligence-gathering stations were: to monitor the radio and traffic of the Soviet armed forces in southern USSR, especially to find evidence of heightened military activity; to monitor Soviet missile testing; and to receive high resolution photographs from the orbiting spy satellites.
There were five ground stations; three jointly run by the IIAF/USAF crews and two operated by the CIA or, more likely, the NSA. The CIA-crewed stations were established at Bushehr (Tracksman 1) and at Kapkan (Tracksman 2). The most distinct functions of these five intelligence-gathering stations were: to monitor the radio and traffic of the Soviet armed forces in southern USSR, especially to find evidence of heightened military activity; to monitor Soviet missile testing; and to receive high resolution photographs from the orbiting spy satellites.
'Caribou trash-can'. The interior of the DHC-4 had been mostly trashed.
USAF aircrews flying ELINT missions out of U.S. bases in such places as Okinawa and Alaska were alerted by Tracksmen messages to watch for Soviet missiles. These sites were considered so sophisticated that Stanfield Turner described them as systems built for the 21st century. Certain elements of the IIAF were also included in Project IBEX and were tasked with providing air defense for all five stations; all the stations were also surrounded by barbed-wired and mine fields and could be quickly blown up in the event of some unauthorized personnel managing to gain entry.
Additionally, two DHC-4 Caribou STOL aircraft were purchased solely for the task of supplying logistics and transporting personnel to the remote IBEX stations. With this in mind it’s interesting that, although the IIAF never operated the DHC-4 Caribou, one is still on display at the IIAF Museum, in Mehrabad, Tehran - in full IIAF markings! The fate of the other Caribou is unknown.
Additionally, two DHC-4 Caribou STOL aircraft were purchased solely for the task of supplying logistics and transporting personnel to the remote IBEX stations. With this in mind it’s interesting that, although the IIAF never operated the DHC-4 Caribou, one is still on display at the IIAF Museum, in Mehrabad, Tehran - in full IIAF markings! The fate of the other Caribou is unknown.
'553' was used to fly up and down the Iran/Russian border full of 'electronics gear'. At the time of the revolution the gear was removed the aircraft had been in the museum since the 80's.
De Havilland DHC-1 Chipmunck T.10 (c/n. C/1/0140) EP-AFN was build in 1950. She is powered by a De Havilland Gipsy Major 10 Mk. 2.
A small exhibition hall shows a tiny glimpse into Iranian aviation history, but was also mostly neglected.
EP-AFN was build in 1950
The weather-beaten spinner of veteran Rockwell A-9 Sparrow Commander EP-AHH (c/n. 1460) during a warm afternoon in August 2006.
The Rockwell A-9 Sparrow Commander is a small agricultural aircraft that first flew in 1962, a development of the IMCO's previous successful crop-dusters. It is typical of aircraft of its type - a single-seat aircraft with a low wing incorporating spraying gear.
IMCO was in turn purchased by Rockwell International in 1966, which built the plane under its Aero Commander division before shifting production to Mexico in 1971, under a joint venture there called AAMSA. Production continued until 1984.
IMCO was in turn purchased by Rockwell International in 1966, which built the plane under its Aero Commander division before shifting production to Mexico in 1971, under a joint venture there called AAMSA. Production continued until 1984.
Rockwell 681B Turbo Commander EP-AKB looked rather lackluster back in August 2006.
National Iranian Drilling Company (NIDC) is an Iranian company. The company was founded in 1979 and is based in Tehran, Iran. NIDC operates as a subsidiary of National Iranian Oil Company. NIDC engages in the exploration, development, and delineation drilling of oil and gas wells. It owns and operates drilling rigs and equipment for providing drilling services.
The company’s services include well logging, cementing and acidizing, drill stem test, well testing, training and development, and general services. It also provides engineering, programming, and industrial cleaning services to steam boilers, compressors suction and lub oil systems, water jackets, chillers, and heat exchangers, as well as industrial cleaning services to the oil and gas refineries. NIDC is in charge of all offshore and onshore drilling activities. NIDC provides more than 90 percent of drilling services needed by the oil companies inside the country. In 2011, NIDC, drilled or completed 192 oil and gas wells, drilled 454 thousand meters of wells and provided more than 8 thousand expert or technical services to customers.
The company’s services include well logging, cementing and acidizing, drill stem test, well testing, training and development, and general services. It also provides engineering, programming, and industrial cleaning services to steam boilers, compressors suction and lub oil systems, water jackets, chillers, and heat exchangers, as well as industrial cleaning services to the oil and gas refineries. NIDC is in charge of all offshore and onshore drilling activities. NIDC provides more than 90 percent of drilling services needed by the oil companies inside the country. In 2011, NIDC, drilled or completed 192 oil and gas wells, drilled 454 thousand meters of wells and provided more than 8 thousand expert or technical services to customers.
The Aero Commander 500 family is a series of light-twin piston-engined and turboprop aircraft originally built by the Aero Design and Engineering Company in the late 1940s, renamed the Aero Commander company in 1950, and a division of Rockwell International from 1965. The initial production version was the 200-mph, seven-seat Aero Commander 520. An improved version, the 500S, manufactured after 1967, is known as the Shrike Commander. Larger variants are known by numerous model names and designations, ranging up to the 330-mph, 11-seat Model 695B/Jetprop 1000B turboprop.
EP-JBA is a Cessna 310Q and EP-PAJ is a Piper-31 Navajo.
Ultra violet light is the culprit and bleaching out colors as can be seen on Aero Commander 500S Shrike Commander EP-PAB.
From left to right; - Hangared Aero Commanders of the National Iranian Drilling Company (NIDC), a nose section of an Aero Commander (EP-AGU) and a Glass Goose on a plinth.
An anonymous Iranian Police Aero Commander 690 resides, next to many other Commanders, at the Theran Exihibition Center.
This retired de Havilland Canada U-6B Beaver (c/n. 566) serviced in IRIAF and is seen here at the Tehran Aerospace Exhibition Center next to Mehrabad International Airport .
Before starting the engine:
Fire guard posted and propeller area clear.
Throttle - ¼ inch to ½ inch open.
Hydromatic propeller - FULL INCREASE RPM.
Mixture control - FULL RICH.
Carburetor hot air control - COLD .
Ignition switch – OFF.
Have ground crew turn propeller over four revolutions to check for hydraulic lock. If ground crew is not available, check by starting the engine with ignition switch OFF through as least six blades and watch for tendency to stall during propeller rotation. If an hydraulic lock is suspected, do not attempt to clear by rocking the propeller manually or through the starter. Have the lower cylinders drained by removal of spark plugs.
Fire guard posted and propeller area clear.
Throttle - ¼ inch to ½ inch open.
Hydromatic propeller - FULL INCREASE RPM.
Mixture control - FULL RICH.
Carburetor hot air control - COLD .
Ignition switch – OFF.
Have ground crew turn propeller over four revolutions to check for hydraulic lock. If ground crew is not available, check by starting the engine with ignition switch OFF through as least six blades and watch for tendency to stall during propeller rotation. If an hydraulic lock is suspected, do not attempt to clear by rocking the propeller manually or through the starter. Have the lower cylinders drained by removal of spark plugs.
EP-TWB, came off the Oklahoma production line as a C-47A-15-DK in 1942 for delivery to the 8th Air Force. After retirement from the military, 141001, she was sold on the civilian market and worked for several US companies . During the early 70s she was exported to Iran and Operated for the Iranian Power and Water Department .
The nation′s peacetime economy was booming and Donald Douglas prediction had come true, speed was essential to business. Sales executives, who were busy darting around the country, often could not get an airline seat. As a result they spent hours waiting in airports. Corporate accountants began to see the value of a company owning its own airplanes.
The DC-3 changed the face of corporate America. Executives were now able to travel anywhere, at any time to conduct business. An absence of any other aircraft developments for business travel, made the DC-3 conversion very attractive for buyers and sellers. Companies like Garrett Corporation AiResearch of Los Angeles and Remmert-Werner of St Louis transformed the Gooney Bird into flying executive suites. There were more than 20 Supplemental Type Certificates (STC’s) issued for these DC-3 conversions. When the transformation was complete the DC-3 sold for between 150.000 and 260.000 US dollars.
AiResearch gave its customers a first-rate package for their money which was called "The Maximizer Kit"*. They upgraded the Pratt & Whitney engines by 150 Hp. This boosted the cruising speed by 20 miles per hour and in addition provided for improved safety due to increased single-engine performance. This also permitted them to add 200 gallons of fuel in the outer wing panels.
Special writing desks, swivel chairs, refreshment nooks, special fabrics and four panoramic windows were part of the interior package.
*The Maximizer Kit, integrated streamlined engines cowlings, baffles, oil cooler ducting, exhaust redesign with adding wheel well doors to improve the aircraft performance. The short exhaust stack, carried a Supplemental Type Certificate (STC) #SA2-59 mod which was issued in June 1959.
*The Maximizer Kit, integrated streamlined engines cowlings, baffles, oil cooler ducting, exhaust redesign with adding wheel well doors to improve the aircraft performance. The short exhaust stack, carried a Supplemental Type Certificate (STC) #SA2-59 mod which was issued in June 1959.
This kit also provided wheel well doors and additional hydraulic actuating cylinders for the main gear, a modified hydraulic panel and specialized oil cooler scoops. The gear retraction time improved from 21 seconds to 8 seconds. Some customers added (or changed), the spinner & engine cowling configuration for the "Miner′s Aircraft & Engine Service Inc" variant. This gave the Maximizer kit a very unique shape.
One of those DC-3s with such a kit installed is the "Sears Roebuck & Co" N78SR which is seen here on display at the Iranian Aerospace Exhibition Center, Mehrabad International airport Tehran as EP-TWB.
This one, a Fairchild Hiller FH-227D was built in 1966 and started operating for the US airline Piedmont as N701U and was christened ‘Pacemaker Appamattox’. In 1974 she was imported into Iran for work with Iran Aseman Airlines.
The Fairchild F-27 and Fairchild Hiller FH-227 were versions of the Fokker F27 Friendship twin-engined turboprop passenger aircraft manufactured under license by Fairchild Hiller in the United States. The Fairchild F-27 was similar to the standard Fokker F27, while the FH-227 was an independently developed stretched version.
The Fairchild F-27 and Fairchild Hiller FH-227 were versions of the Fokker F27 Friendship twin-engined turboprop passenger aircraft manufactured under license by Fairchild Hiller in the United States. The Fairchild F-27 was similar to the standard Fokker F27, while the FH-227 was an independently developed stretched version.
This carcass was being used to supply spares for the survivors.
This tired old iron was once a sophisticated Rolls-Royce Dart Mk.532-7.
The Fairchild F-27 became a FH-227 by the addition of a 6-foot plug added to the fuselage ahead of the wing. There was no plug aft of the wing. The nose was also lengthened by 16 inches ahead of the front pressure bulkhead to accommodate the airborne weather radar. The elephant ear intakes on either side of the aft fuselage below the dorsal fin were eliminated and replaced with a nostril intake mounted in the dorsal fin where it joined the vertical fin. Other than that and the extra portholes in the plug, there were no other obvious changes to the aircraft. The engine power was upgraded to handle the increased weight from 42,000 to 44,500 pounds max takeoff weight, and the propellers were different, what were called toothpick props.
The restaurant next door, Talar-e Havaiee, is located in a grounded jetliner, but often closed.
It seems the days of being able to fly on a Boeing 707 are finally over, with Saha Air in Iran grounding their fleet in favor of modern types. So the next best thing is to at least get inside one of the classic jets. This particular aircraft first flew from Boeing’s Renton production site on February 18, 1966 and was delivered to Pan American World Airways seven days later as ‘Clipper Peerless’. During March 1975 she was sold to Iran Air as EP-IRJ.
An eye-catcher is the former Iran Air 707 EP-IRJ that is used as a restaurant.
Inside the Tehran Air Restaurant. It’s incredibly comfortable and has the 'feel' of the 70's.
Ayatollah Khomeini began to speak out against the Shah in the 1960's and was arrested and imprisioned several times.
Ofcourse we enjoyed a tastful lunch in the 707 Air Restaurant.
- The End -