25 November 1920

Lieutenant Corliss C. Moseley, United States Army Air Service (1894–1974)
Lieutenant Corliss Champion Moseley, Air Service, United States Army (Library of Congress)

25 November 1920: Lieutenant Corliss Champion Mosely, Air Service, United States Army, won the first Pulitzer Trophy Race flying an Engineering Division-designed-and-built Verville-Packard R-1, serial number A.S. 40126. The race, the first of a series, started at Mitchel Field, Long Island, New York. Turning points were at Henry J. Damm Field, near Babylon, and Lufberry Field at Wantagh. The total length of the race was approximately 132 miles (212 kilometers).

Lieutenant C.C. Moseley with the Verville-Packard R-1 at Mitchell Field, Long Island, New York, 25 November 1920. (U.S. Air Force)

Weather was cold and cloudy, with a threat of snow. The New York Times reported that, With the sun for the most part of the time concealed behind snow clouds, it was possible to watch the contest without suffering eye strain. . . .

Still, more than 25,000 spectators watched the race at Mitchell Field, and several thousand more at each of the turns.

The race began at 11:30 a.m. The 34 entrants took off at intervals for spacing. They would race against the timer’s clock. The first to take off was Captain Harold E. Hartney, U.S. Army Air Service, flying a Thomas-Morse biplane.

Verville-Packard R-1, serial number A.S. 40126. (Wiggins-Fitz Collection)
Verville-Packard R-1, serial number A.S. 40126. (Wiggins-Fitz Collection)

Again, from the New York Times:

The interest to the spectators seemed to centre in the much heralded Verville-Packard, which has been undergoing secret tests. . . This machine was the last to start. A cheer went up as the dark gray machine with lightning-like speed mounted into the air, its course being marked by a stream of smoke several hundred feet in length. For a few moments it was lost in the haze and then the powerful craft swooped again into view, crossed over the starting line headed for the Henry J. Damm Field.”

Of the 34 airplanes to start, 11 dropped out from mechanical trouble and 1 was disqualified.

Colonel Harold E. Hartney, USAAS (U.S. War Department General Staff)

Lt. Moseley’s airplane covered the first lap in eleven minutes six and seventy one hundredths seconds.”  The Verville-Packard R-1 won the race with an elapsed time of 44 minutes, 29.57 seconds, for an average speed of 178 miles per hour. Captain Hartney finished second  with an elapsed time of 47:00.03.

The 1920 Pulitzer Trophy won by C.C. Moseley. (Bonham’s)

The Chicago Daily Tribune wrote: At last the pride of the Army air service, the Verville-Packard chasse biplane, has established its worth by romping ahead of thirty-four starters in the first Pulitzer trophy aeronautical race, held Thanksgiving day at Mitchel field, Mineola. . . Never in the history of official flying in America has a man traveled with such great velocity. . . .”

Albert Victor Verville

The Verville-Packard R-1 was developed from an experimental fighter, the Verville-Clark Pursuit (VCP-1), designed for the U.S. Army by Alfred Victor Verville, and was the first of a series racing airplanes built for the Army. A single-place, single-engine, single-bay biplane, it had a plywood monocoque fuselage with wood wings and control surfaces covered with doped fabric. The ailerons were on the lower wing, only. The R-1 had an upper and lower wingspan of 23 feet, 0 inches (7.010 meters), with a total area of 222.7 square feet (20.7 square meters). Its gross weight was 3,394 pounds (1,539 kilograms).

Verville-Packard R-1 (VCP-R) A.S. 40126 was damaged 20 August 1920 when it collided with an automobile when landing at Wright Field. (U.S. Air Force)

In the original pursuit configuration, the VCP-1 was powered by a liquid-cooled Wright Hispano-Suiza V-8 engine producing 300 horsepower. The R-1 Racer substituted a Packard Motor Car Company 1A-2025 engine.

The 1A-2025 was a water-cooled, normally-aspirated,  2,025.444-cubic-inch-displacement (33.191 liter), 60° single overhead cam (SOHC) V-12 engine with four valves per cylinder and a compression ratio of 5.08:1. The engine was rated at 540 brake horsepower (b.h.p.) at 1,800 r.p.m. at Sea Level, 379 horsepower at 10,000 feet (3,048 meters) and 299 horsepower at 15,000 feet (4,572 meters). The total dry weight of the Packard 1A-2025 was 1,142 pounds (518 kilograms).

The Verville-Packard Racer at Étampes, France, for the Coupe Gordon-Bennett d’ aviation race, September 1920. (Tennessee State Library and Archives)

During tests at Wright Field in 1922, the Verville-Packard R-1 reached a speed of 175 miles per hour (282 kilometers per hour). Two R-1 airplanes were built but the second, A.S. 40127, never flew.

This is the engine from Lt. Moseley's airplane. It is a Packard 1A-2025 60° SOHC V-12, serial number 10. It is in the collection of the National Museum of the United States Air Force. (U.S. Air Force)
This is the engine from Lt. Moseley’s airplane, a Packard 1A-2025 60° SOHC V-12, serial number 10. It is in the collection of the National Museum of the United States Air Force. (U.S. Air Force)
Corliss Champion Moseley

Corliss Champion Moseley was born at Boise, Idaho, 21 July 1894. He was the first of six children of David Henry Moseley, a farmer, and Clara Leigh Moseley. He attended Long Beach Polytechnic High School, in Long Beach, California, and the University of Southern California (USC), Los Angeles, from 1914 to 1917.

Moseley enlisted as a private in the Signal Corps, U.S. Army, 20 August 1917. Following his graduation from the School of Military Aeronautics at Berkeley, California, he was commissioned a 1st lieutenant, 29 May 1918.

Lieutenant Moseley was sent to France, and is credited with having shot down one enemy airplane. He was promoted to captain, 12 May 1919. Following World War I, the Air Service was reorganized and Moseley was appointed a 1st lieutenant, 1 July 1920. On 15 September 1924, Moseley was promoted to the rank of major. He was assigned as the first commanding officer of the 115th Observation Squadron based at Clover Field, Santa Monica, California. This was the first aviation unit of the California National Guard.

Moseley left the military and in 1925, he founded Western Air Express at Los Angeles, which would become Western Airlines.

Corliss C. Moseley with the Western Air Express Sikorsky S-38, NC8021, Circa 1928. (Catalina Goose)

Moseley founded several aviation schools, including the Curtiss-Wright Technical Institute at Glendale, California. During World War II, his schools trained tens of thousands of pilots and mechanics. Following World War II, Moseley founded the Grand Central Rocket Company, which became the Lockheed Propulsion Company.

Corliss Moseley married Viola Holmes at Dayton, Ohio, in 1923. They had four children, but divorced after 30 years of marriage. He then married Audrienne Langenham Harvey at Bernalillo, New Mexico, in 1953.

Corliss Champion Moseley died at his home in Beverly Hills, California, 17 June 1974, at the age of 79 years. He is buried at Forest Lawn Memorial Park, Glendale, California.

© 2016, Bryan R. Swopes

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28 May 1938–24 November 2011: Chief Warrant Officer 2 Jerome Maitland Boyle, U.S. Army

CW2 Jerry Boyle, Apache Troop, First of the Ninth, Air Cav, "hot refueling" (engine running, rotors turning) his Bell AH-1G Cobra attack helicopter, somewhere along the Cambodian border, circa 1971. Jerry is the aircraft commander; his seat in the rear cockpit is empty. 1st Lt. Jeff Cromar, Jerry's co-pilot and gunner, is in the forward cockpit.
CW2 Jerry Boyle, Apache Troop, First of the Ninth, Air Cav, “hot refueling” (engine running, rotors turning) his Bell AH-1G Cobra attack helicopter, somewhere along the Cambodian border circa 1971. Jerry is the aircraft commander; his seat in the rear cockpit is empty. 1st Lt. Jeff Cromar, Jerry’s co-pilot and gunner, is in the forward cockpit. (Alpha Troop, 1st Squadron, 9th Cavalry via facebook)
Jerry Boyle
Jerry Boyle

In February 1984, I first met Jerome Maitland (“Jerry”) Boyle. I was a newly-hired commercial helicopter pilot for a Southern California-based Part 135 Air Taxi Commercial Operator. The company specialized in supporting range operations in the offshore Pacific Missile Test Center, headquartered at NAS Point Mugu (NTD). After an initial checkout in one of the company’s helicopters, the chief pilot told me, “Just follow Jerry. He’ll show you what to do.”

Jerry was a big man with reddish hair and a moustache. He was sort of hunched over from years of sitting at the controls of a helicopter. He often wore a black, U.S. Army-issued, V-neck wool sweater over a white shirt. I never saw him without a cup of coffee and a smoldering cigarette, even when flying. This had left him with a raspy voice and a chronic cough. Jerry was always cheerful, and had a great sense of humor, and he told great stories. He wore an Omega Speedmaster Professional wrist watch and drove a well-used white 1976 Corvette Stingray.

I did as instructed and followed Jerry’s Bell 206L LongRanger everywhere with my own helicopter as he showed me the ropes of dealing with Range Operations (“Plead Control”), transporting personnel and equipment to the numerous sites throughout the Range and California’s offshore Channel Islands. Most of our time was spent supporting the Surface Targets Directorate with their remotely-controlled World War II-era destroyers which were used as targets for anti-ship missiles. Jerry also taught me how to locate and recover the Northrop BQM-74 Chukar target drones that were used for aerial targets. After plucking them from the ocean, we returned the drones to NTD for servicing.

This photograph was taken from my helicopter while a talk a new pilot through a drone recovery in the Pacific Missile Test Range. During an actual recovery, we rarely found the ocean so calm. (U.S. Navy)
This photograph was taken from my helicopter while I talked a new pilot through a drone recovery out on the Pacific Missile Test Range. During an actual recovery operation, we rarely found the ocean so calm. (Author’s collection)
After recovering a BQM-74 drone from teh Pacific Ocean, it is dropped off at NTD to be readied for its next flight. Jerry Boyle flew this helicopter, Bell 206B-3 JetRanger N5006Y, on the San Carlos Apache Reservation, Arizona. (U.S. Navy)
After recovering a BQM-74 drone from the Pacific Ocean, it is dropped off at NTD to be readied for its next flight. Jerry Boyle flew this helicopter, Bell 206B-3 JetRanger III N5006Y, with a “hot shot” helitack crew on the San Carlos Apache Reservation, Arizona. (Author’s collection)

We flew other government contracts as well. We carried National Park Service employees and their guests out to the Channel Islands, and Federal government inspectors to oil drilling and production platforms on the outer continental shelf. We flew construction crews and materials to new radar and telemetry sites being built out on the range. We flew surveyors and fought fires all over the Western states and Alaska, the occasional medevac from remote locations, flew government SWAT teams on patrols of nuclear sites, carried sling loads and long-line, and all of the other things that are part of the life of a commercial helicopter pilot.

As the years passed, I gained more experience and became the company’s chief flight instructor, FAA-designated check airman and eventually, chief pilot. Jerry began looking to me for information and advice, and we always “crammed” together before a required check flight. Our relative positions within the company changed but our friendship didn’t. Even after he had retired and I worked elsewhere, we stayed in touch and spoke by telephone often.

Jerome Maitland Boyle was born in Los Angeles, California, 28 May 1938, the second son of Walter David Boyle, a civil engineer, and his wife, Marguerite E. Boyle. The family lived in a small rented home on N. Kenmore Avenue in the East Hollywood area of L.A. When Jerry was just three years old his father died and his mother moved the family moved to the San Fernando Valley, a few miles to the north.

By 1961, Jerry was a licensed private pilot and skydiver. He had moved to the beautiful Ojai Valley and was employed as a police officer for the City of San Buenaventura, California (or, more commonly, simply Ventura). He enjoyed the work and was a member of the California State Police Pistol Association. He won both the state and national championships. In 1965, he married Cathie L. Birch. They had two sons.

Jerry seems to have found an alternate weapon, a .30-caliber M1918 Browning Automatic Rifle, the BAR. (Bullwhip Squadron Newsletter, May 2012, Page 24)
Jerry seems to have found an alternate weapon, a .30-caliber M1918 Browning Automatic Rifle, the BAR. (Bullwhip Squadron Newsletter, May 2012, Page 24)

From 1961 to 1968, Jerry Boyle served in the U.S. Army Reserve, where he was trained as a combat medic. In 1969, Boyle was sworn into the United States Army as a warrant officer candidate and was sent for primary helicopter flight training at Fort Wolters, Texas, and then Fort Rucker, Alabama, where he underwent advanced training in the TH-13 Sioux (Bell Model 47) and learned to fly the legendary UH-1 Iroquois. (One of Jerry’s instructors at Fort Rucker, CW2 Barrie Turner, would later be a co-worker of ours.) After graduating, Warrant Officer Boyle was next assigned to Hunter Army Airfield, Savannah, Georgia, to be trained on the new Bell AH-1G Cobra attack helicopter.

By 1970, Jerry was in Vietnam where he was assigned to Troop A (“Apache troop”), 1st Squadron, 9th Regiment, 1st Cavalry Division. For the next few months he flew as the co-pilot/gunner in the Cobra’s forward cockpit. He learned to fly combat missions under the more experienced Cobra pilots. After six months Boyle was qualified as an aircraft commander. He named his personal Cobra Cathie’s Clown, after a popular ’60s song by the Everly Brothers, but in “honor” of his estranged and soon-to-be ex-wife, Cathie. He flew with the radio call-sign, “Apache Two-Four.” Jerry also flew with Troop B, with the call sign, “Sabre Two Four.”

Jerry and Cathie divorced in 1973. He then met his “soul mate,” Andrea J. Balch. They were married in 1974. They continued to live in the Ojai Valley until Jerry retired from aviation.

Jerry Boyle told his own story of his first months of combat in Vietnam and Cambodia in a Random House book, Apache Sunrise, which was published in 1994. He had intended to follow with Apache Noon and Apache Sunset. But that was not to be.

Jerry Boyle (back row, center with cap, sunglasses and black v-neck sweater) and I (slighty taller, to Jerry's right) with Gerneral Dynamics and Surface Targets technicians waiting for our next flight atop San Nicolas Island, offshore Southern California. (Autor's collection)
Jerry Boyle (back row, center, with cap, sunglasses, white shirt and black V-neck sweater) and I (slighty taller, no hat, mustache, just to Jerry’s right) with General Dynamics and Surface Targets technicians waiting for our next flight, on the summit of San Nicolas Island, offshore Southern California, some time in the last century. . . The helicopter is a Bell 206B-3 JetRanger III, N39049. (Author’s collection)

Jerry retired to a cabin north of Kalispell, Montana, located on the bank of a stream, with a small dock and a black Labrador Retriever, where he could fish whenever he wanted. One of his closest friends from the Vietnam War flew a medical helicopter from the nearby regional hospital. But Jerry became ill, and he died at Whitefish, Montana, 24 November 2011.

Chief Warrant Officer 2 Jerome Maitland Boyle, United States Army, was awarded the Silver Star, three Distinguished Flying Crosses, five Bronze Stars, two Army Commendation Medals (Valor) and the Vietnamese Cross of Gallantry. Combat pilot and aircraft commander, Bell AH-1G Cobra; commercial pilot, Bell Model 206B-3 JetRanger, Bell 206L and L-1 LongRanger, Hughes Model 369 (“500”) helicopters; California state and National police pistol champion; fisherman, story teller, author, Apache Sunrise. My friend.

My well-worn copy of Jerry Boyle's 1994 book, APACHE SUNRISE (Ballantine Books). Jerry had planned to follow this with two sequels, "Apache Noon" and "Apache Sunset". This 259-page book is no longer in print, but Amazon.com, this morning, lists "1 New" for $131.02. "Apache" refers to Troop A, 1/9 Air Cav, a unit in which Jerry served. Later, as a civilian pilot, Jerry flew helitack missions with a "hot shot" crew of Apache firefighters from the San Carlos Apache Reservation in Arizona. Jerry wrote that they "taught me the true meaning of 'Apache'."
My well-worn copy of Jerry Boyle’s 1994 book, APACHE SUNRISE (Random House/Ballantine Books). This 259-page book is no longer in print, but Amazon.com, this morning, lists “1 New” for $163.05. “Apache” refers to Troop A, 1/9 Air Cav, a unit in which Jerry served. Later, as a civilian pilot, Jerry flew helitack missions with a “hot shot” crew of Apache firefighters from the San Carlos Apache Reservation in Arizona. Jerry wrote that they “taught me the true meaning of ‘Apache’.”

© 2016, Bryan R. Swopes

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24 November 1971

This photograph shows Northwest Orient Airlines' Boeing 727, N467US, on teh ramp at Seattle-Tacoma International Airport on the evening of 24 November 1971. (Unattributed; probable news agency photo)
This photograph shows Northwest Orient Airlines’ Boeing 727, N467US, on the ramp at Seattle-Tacoma International Airport on the evening of 24 November 1971. (Unattributed; probable news agency photo, via Check-Six.com)

24 November 1971: In the early afternoon a man who gave the name “Dan Cooper” purchased a one-way ticket for Northwest Orient Airlines Flight 305, a non-stop flight from Portland, Oregon (PDX) to Seattle, Washington (SEA). Flight 305 departed on schedule at 2:50 p.m., PST, with a crew of 6 and 37 passengers, including Cooper. Captain William A. Scott was in command with First Officer William Rataczack as co-pilot and Second Officer Harold E. Anderson, flight engineer.

The airliner was a six-year-old Boeing 727-51, c/n 18803, registered N467US. On this flight, it was approximately one-third full. The trip from PDX to SEA was estimated to take 30 minutes.

Shortly after takeoff, Cooper gave a handwritten note to Florence Schaffner, a flight attendant who was seated nearby. The note read that the airliner was being hijacked and that Cooper had a bomb in his briefcase. Schaffner asked Cooper to show her the bomb. He opened the brief case and she later described having seen eight red cylinders with red-insulated wires attached, and a cylindrical battery. Cooper closed his briefcase and gave Schaffner his demands: $200,000 in United States currency, four parachutes and a fuel truck to be standing by on their arrival at Seattle. She then relayed Cooper’s demands to the flight crew.

The Federal Bureau of Investigation released these artists sketches of the suspect in the hijacking of Flight 305. (FBI)
The Federal Bureau of Investigation released these artist’s sketches of the suspect in the hijacking of Flight 305. (FBI)

Once over Seattle, Flight 305 circled for approximately two hours while officials on the ground arranged to comply with Cooper’s demands. The 727 landed at SEA at 5:39 p.m. Ransom money had been gathered by the FBI from several Seattle area banks and consisted of 10,000  $20 bills. The notes were not marked but all were photographed to record their serial numbers.

The money was carried to the airliner by a Northwest employee, along with the requested parachutes. These were given to flight attendant Tina Mucklow at the 727’s aft boarding stairs. She carried these to Cooper, who satisfied that his demands had been met, allowed the 36 other passengers, as well as flight attendants Schaffner and Alice Hancock, to leave the airplane.

Refueling was delayed because of trouble with the fuel truck, and eventually three trucks were used.

Cooper informed the flight crew that he wanted them to fly the 727 south to Mexico, and gave very specific instructions. He told them to fly as slow as possible, to leave the landing gear extended, flaps lowered to 15°, and to remain below 10,000 feet (3,048 meters) with the cabin unpressurized. He also demanded that the airliner takeoff with its ventral stairs lowered but this was refused as being unsafe.

At 7:40 p.m., N467US took off from SeaTac with the flight crew and cabin attendant Mucklow still on board. Cooper required that Mucklow remain with him in the passenger cabin. It was followed by two Convair F-106 Delta Dart interceptors from McChord Air Force Base.

An intermediate fuel stop had been planned for Reno, Nevada, and the airliner headed in that direction, flying along a standard airway, Victor 23.

Cooper told Mucklow to go forward and join the rest of the crew in the cockpit. At 8:00 p.m., a warning light in the cockpit came on indicating that the ventral stairs had been activated. At 8:13 p.m., the aircraft pitched nose down, and required that the flight controls be re-trimmed for a level attitude. At 10:15 p.m., the airliner landed at Reno. After a search, it was determined that Cooper, the money and two parachutes were no longer aboard.

In 1978, a hunter discovered a placard from a 727’s aft stairs near the known path of the hijacked 727. In 1980, a young boy found three deteriorated packets containing $5,800 in $20 bills along the banks of the Columbia River, downstream from Vancouver, Washington. The serial numbers matched currency included in the ransom.

Dan Cooper has never been located. There have been a number of persons considered as suspects, however it is probable that Cooper did not survive the jump from Flight 305.

A Northwest Orient Airlines Boeing 727-51, N494US, the same type as Flight 305, photographed at San Francisco, California, November 1980. (Richard Silagi via Wikipedia)
A Northwest Orient Airlines Boeing 727-51, N494US, the same type as Flight 305, photographed at San Francisco, California, November 1980. (Richard Silagi via Wikipedia)

N467US remained in service with Northwest Orient Airlines until June 1978, when it was sold to Piedmont Airlines, re-registered N838N, and christened Mt. Mitchell Pacemaker. From 1982 through 1984, it was operated by United Technologies Flight Dynamics testing navigational equipment. In September 1984 the 727 was again sold, this time to Key Airlines, with a third registration N29KA. During this period, c/n 18803 was operated on daily charter flights from Nellis Air Force Base to the Tonapah Test Range, a restricted Department of Energy installation which is managed by Sandia National Laboratories. Later, the 727 was placed in storage at Greenwood-Leflore Airport (GWO) near Greenwood, Mississippi. It was scrapped in 1996.

C/n 18803, a Boeing 727-51, is now considered to be a 727-100, a medium range civil transport. It was operated by a flight crew of three and could carry up to 131 passengers. The airliner was 133 feet, 2 inches (40.589 meters) long with a wingspan of 108 feet (32.918 meters) and overall height of 34 feet, 3 inches (10.439 meters). Empty weight was 87,696 pounds (39.8000 kilograms) and maximum ramp weight was 170,000 pounds (77,200 kilograms). Usable fuel capacity was 7,680 pounds (26,069 kilograms).

Power was supplied by three Pratt and Whitney JT8D-7 turbofan engines rated at 14,000 pounds of thrust, each. The JT8D was a two-spool engine with a 2-stage fan section, 13-stage compressor (6 low- and 7 high-pressure stages), nine combustion chambers and a 4-stage turbine (1 high- and 3 low-pressure stages). The JT8D-7 was 42.5 inches (1.080 meters) in diameter, 123.5 inches (3.137 meters) long, and weighed 3,096 pounds (1,404 kilograms). Two of the engines were in nacelles at either side of the aft fuselage, and the third was mounted in the tail. Its intake was above the rear fuselage at the base of the vertical fin.

The 727s were very fast airliners with a maximum speed of 632 miles per hour (1,017 kilometers per hour). The  maximum cruise speed was 570 miles per hour (917 kilometers per hour) or 0.92 Mach. (During testing, a 727 achieved 0.965 Mach in level flight.) The service ceiling was 36,100 feet (11,003 meters) and the range was 3,110 nautical miles (5,005 kilometers).

Boeing built 572 of the 727-100 series and 1,260 of the longer 727-200 variant from 1963 to 1984.

Boeing 727-51 c/n 18803, carrying registration N29KA, awaits scrapping at Greenwood-Leflore Airport, Greenwood, Mississippi. (Jim Newton Photography)
Boeing 727-51 c/n 18803, carrying registration N29KA, awaits scrapping at Greenwood-Leflore Airport, Greenwood, Mississippi. (Jim Newton Photography)

© 2016, Bryan R. Swopes

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24 November 1969

Apollo 12 command modules just before splashdown 10:58 a.m., local time, 24 November 1969. (U.S. Navy)
Apollo 12 command module just before splashdown 10:58 a.m., local time, 24 November 1969. (U.S. Navy)

24 November 1969: The Apollo 12 command module Yankee Clipper, carrying astronauts Charles “Pete” Conrad, Jr., Mission Commander; Richard F. Gordon, Jr., Command Module Pilot; Alan L. Bean, Lunar Module Pilot; landed in the Pacific Ocean at 20:58:24 UTC, approximately 500 miles east of American Samoa. Mission Time: 244:36:23.

Apollo 12 command module Yankee Clipper splashed down within approximately 2.5 nautical miles of the primary recovery ship. It is in the foreground of this photograph, with a Sikorsky SH-3D Sea King and USS Hornet (CVS-12), approximately 11:00 a.m., local time, 24 November 1969. (U.S. Navy)
Apollo 12 command module Yankee Clipper splashed down within approximately 2.5 nautical miles of the primary recovery ship. It is in the foreground of this photograph, with a Sikorsky SH-3D Sea King and USS Hornet (CVS-12), approximately 11:00 a.m., local time, 24 November 1969. (U.S. Navy)

© 2015, Bryan R. Swopes

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23 November 2002, 00:49:47 UTC, T minus Zero

Space Shuttle Endeavour (STS-113) lifts off from LC-39A, 00:49:47 UTC, 23 November 2002. (NASA)
Space Shuttle Endeavour (STS-113) lifts off from LC-39A, 7:49:47 p.m., Eastern Standard Time, 23 November 2002. (NASA)

23 November 2002, 00:49:47 UTC, T minus Zero: Space Shuttle Endeavour (OV-105) lifted off from Launch Complex 39A, Kennedy Space Center, Cape Canaveral, Florida, on mission STS-113. The mission commander, Captain James D. Wetherbee, United States Navy, was on his sixth space flight and shuttle pilot Lieutenant Colonel Paul S. Lockhart, United States Air Force, was on his second. Mission Specialist Captain Miguel López-Alegría, USN,  was on his third space flight while Commander John B. Harrington, USN, was on his first.

Flight crew of Space Shuttle Endeavour, STS-113), left to right, LCOL Paul S. Lockhart, USAF; CAPT Michael E. Lopez-Alegria, USN; CDR John B. Herrington, USN; CAPT James D. Wetherbee, USN. (NASA)
Flight crew of Space Shuttle Endeavour (STS-113), left to right, LCOL Paul S. Lockhart, USAF; CAPT Michael E. López-Alegría, USN; CDR John B. Herrington, USN; CAPT James D. Wetherbee, USN. (NASA)

STS-113 delivered the P1 truss (the Port Side Thermal Radiator Truss), a major structural component of the International Space Station, into orbit, while also carrying the three members of Expedition 6, who were to spend the next four months on board the space station: Captain Kenneth D. Bowersox, USN, was on his fifth space flight; Test Cosmonaut Nikolai Mikhailovich Budarin (Николай Михайлович Бударин), Russian Federal Space Agency (RKA), on his third flight; and Donald R. Pettit, Ph.D., NASA, was on his first. ISS Expedition 5 members Colonel Valery Grigoryevich Korzun (Валерий Григорьевич Корзун), Soviet Air Force, Peggy Annette Whitson, Ph.D., NASA, and Sergei Yevgenyevich Treshchov (Сергей Евгеньевич Трещёв), RSC Energia, having completed their assignments to the ISS, were returned to Earth aboard Endeavour.

Endeavour landed at the Shuttle Landing Facility (LSF), Kennedy Space Center, at 19:38:25 UTC, 7 December 2002. The duration of mission STS-113 was  13 days, 18 hours, 48 minutes, 38 seconds.  Endeavour remained docked with the ISS for 6 days, 22 hours, 51 minutes, 00 seconds. While in orbit, NASA astronauts López-Alegría and Herrington performed three EVAs (Extravehicular Activity, of “space walks”).

Space Shuttle Endeavour (OV-105) in Earth orbit, photographed from the International Space Station. The P1 Truss is in the open cargo bay. (NASA)
Space Shuttle Endeavour (OV-105) in Earth orbit, photographed from the International Space Station, 25 November 2002. The P1 Truss is in the open cargo bay. (NASA)

© 2016, Bryan R. Swopes

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