(Text: Uwe Seifert)
Here is a short story that happened in 1976 during an exercise with take-off and landing on the motorway: my 787 was involved in the operation and came back from the flight to the "hangar", which was only an earth mound with camouflage netting. Technically everything was in order, and after the post-flight check and replenishing the technical gases and fluids we were done. My mechanic was nowhere to be seen, but I thought nothing of it. Our sergeant major had refined the tea with alcohol collected beforehand; the tea was really good, because it was cold. Suddenly there was an alert and we ran to our aircraft, I alone, though, as my mechanic was still missing. The "lotchik", i.e. the pilot, climbed in, it was very hectic and permission to start was given, which also happened. After the start cart had been connected and I had given permission to start, the engine was started. And suddenly my mechanic jumped out of the aircraft's tail together with the walkway mat. He had lain down in the tail to sleep, it was still nice and warm there, and he had fallen asleep. In any case he was very lucky, because after about 40 seconds fuel is injected and then it gets a bit warm on your backside. Of course I did not report it; at any rate I did not see my mechanic for a while, and the shock was written on his face for a long time!
I cannot say exactly when it was: there was a combat alert during flying and the armament team hung live missiles under the aircraft. We received our pistols with live ammunition, the pilot jumped into the aircraft, the start cart was connected and everything was ready to start. For us it was a completely new situation – with live armament – and there was tension in the air. Nobody knew anything; we sat on the ladder and I only had radio contact with the command post. It turned out that a Tu-134 had been hijacked over Czechoslovakia and was to be forced to land at Preschen. After about 30 minutes everything was called off and the aircraft was forced to land elsewhere or the hijacker overpowered. Anyway, the tension was over and we were all pretty exhausted.
It was during exercise Granit 76 and our aircraft were made ready for take-off. After take-off, landing in Poland was planned, and that is what happened. In return, aircraft from Poland came to us. They looked quite colourful; a red ring had been drawn around the pitot tube, which would have been out of the question for us, with our German correctness, with marks for every screw slot and everything secured with wire. With our brothers it was different. Anyway, the aircraft were refuelled and prepared for take-off. That happened a little later, and we were flown to Leipzig-Schkeuditz in an Il-14 – without our aircraft. Then there was an alert and of course a nuclear strike, and we were "gone". No aircraft, no food, no new orders, but sunshine, which we made good use of. Only after a few hours did we go back to Preschen in the Il-14, on a bumpy flight; we all felt sick, and in a left turn the co-pilot looked at us and shouted "don't throw up in the aircraft!"
We spent several weeks at Schkeuditz airfield because the runway at Preschen was being repaired. I can still remember one flying day well – it put my leave in question. And my 787 was involved in this flying day. As was customary, "787 landed" was always announced, which meant: take the intake screens and wait for the aircraft. Another aircraft landed, and it was back even before 787. I was already very uneasy; something was going on. Then came the announcement: "Aircraft technician with covers and tow bar to the start cart". The following had happened: the runway in Leipzig had been repaired with asphalt for Interflug, which was no problem for the Tu-134 or Tu-154 but soon became a problem for the MiG-21's landing gear. On touchdown a tyre hit such a patch and stuck. The tyre burst, 787 slid across the grass to just short of the airport building and then came to a halt. First the ejection seat was secured with the safety pin lanyard, covers fitted, and then it was towed to the maintenance unit with badly damaged landing gear, rubber remnants under the wings – and my leave pass in my pocket. I was then allowed to stay until 787 was serviceable again. Fortunately there was no damage to the first compressor stage and the engine was still OK.
On a flight for the air defence forces, my 787 was acting as a target over a birch forest. The pilot began a left turn and clipped the treetops. The result was a badly damaged wing; the wing leading edges were smashed. Because of the severe damage, the landing gear was extended using the emergency system. After landing and being pushed back to the flightline, the damage became clear. The "lotchik" was actually a good flyer and a daredevil, but after climbing out and looking at it we had to hold him up – he simply keeled over.