Monthly Archives: September 2017

30 September 1982

H. Ross Perot, Jr. and Jay W. Coburn with Bell 206L-1 LongRanger II, N3911Z, after their 29-day around-the-world flight. (© Bettman/Corbis)

30 September 1982: H. Ross Perot, Jr. and Jay W. Coburn completed their around-the-world helicopter flight when they landed Spirit of Texas at their starting point at Dallas, Texas. They had flown the single-engine Bell 206L-1 LongRanger II, serial number 45658, civil registration N3911Z, more than 26,000 miles (41,843 kilometers) in 246.5 flight hours over 29 days, 3 hours and 8 minutes.

They had begun their journey 1 September 1982. Perot and Coburn traveled across twenty-six countries. They established a Fédération Aéronautique Internationale (FAI) record for helicopter speed around the world, eastbound, having averaged 56.97 kilometers per hour (35.399 miles per hour). (Class E-1d, FAI Record File Number 1254). They also established a series of point-to-point records while enroute, with the highest speed, an average of 179.39 kilometers per hour (111.47 miles per hour), taking place on 7 September 1982, while flying Spirit of Texas from London to Marseilles (FAI Record File Number 10018).

The Bell Helicopter Company Model 206L-1 LongRanger II is a 7-place light helicopter developed from the earlier 5-place Model 206B JetRanger series. It is designed to be flown by a single pilot in the right front seat, and is certified for Visual Flight Rules.

The 206L-1 is 42 feet, 8 inches (13.005 meters) long, overall, and the two-bladed main rotor is semi-rigid and under-slung, a common feature of Bell’s main rotor design. It has a diameter of 37 feet (11.278 meters) and turns counter-clockwise (seen from above) at 394 r.p.m. (100% NR). (The advancing blade is on the helicopter’s right side.) The rotor blade has a chord of 1 foot, 1.0 inches (0.330 meter) and 11° negative twist. The blade tips are swept.

The two-bladed tail rotor assembly is also semi-rigid and is positioned on the left side of the tail boom in a pusher configuration. It turns clockwise, as seen from the helicopter’s left. (The advancing blade is below the axis of rotation.) The tail rotor diameter is 5 feet, 6.0 inches (1.676 meters).

The LongRanger II is powered by an Allison 250-C28B turboshaft engine. This engine produces 500 shaft horsepower but is de-rated to 435 horsepower, the limit of the main transmission. The engine is mounted above the roof of the fuselage, to the rear of the main transmission. Output shafts lead forward to the transmission and the tail rotor drive shaft aft to the tail rotor 90° gear box. The transmission and rotor mast are mounted angled slightly forward and to the right. This assists in the helicopter’s lift off to a hover, helps to offset its translating tendency, and keeps the passenger cabin in a near-level attitude during cruise flight.

A vertical fin is attached at the aft end of the tail boom. The fin is offset 4° to the right to unload the tail rotor in cruise flight. Fixed horizontal stabilizers with an inverted asymmetric airfoil are attached to the tail boom. In cruise flight, these provide a downward force that keeps the passenger cabin in a near-level attitude. Vertical fins are attached to the outboard ends of the horizontal stabilizers and above the tailboom centerline. The fins are slightly offset to the left and counteract the helicopter’s Dutch roll tendency.

The helicopter has an empty weight of approximately 2,160 pounds (979 kilograms), depending on installed equipment, and the maximum gross weight is 4,050 pounds (1,836 kilograms).

The Model 206L LongRanger first flew in 1974 and the 206L-1 LongRanger II variant entered production in 1978. It was replaced several years later by the 206L-3. The LongRanger remains in production as the Model 206L-4.

Screen Shot 2015-09-30 at 09.44.55Perot had purchased the LongRanger II for $750,000, specifically for this flight. Modifications started immediately and over the next three weeks an additional 151-gallon fuel tank was added giving the helicopter approximately 8 hours’ endurance. “Pop-out floats”—inflatable pontoons that can be deployed for emergency landings on water—were installed. The helicopter also carried a life raft and other emergency equipment and supplies. Additional communication, navigation equipment and radar was installed.

Spirit of Texas aboard a container ship.
N3911Z aboard a container ship.

During the circumnavigation, the helicopter burned 56,000 pounds (25,400 kilograms) of jet fuel and made 56 fueling stops, including aboard a pre-positioned container ship in the North Pacific Ocean.

The helicopter was donated to the Smithsonian Institution and is on display at the Steven V. Udvar-Hazy Center of the National Air and Space Museum.

Bell 206L-1 LongRanger II s/n 45658, N3911Z, “Spirit of Texas,” on display at the Steven F. Udvar-Hazy Center of the Smithsonian Institution National Air and Space Museum. (NASM)

© 2016, Bryan R. Swopes

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30 September 1975

AV-02, the second prototype Hughes YAH-64 Advanced Attack Helicopter makes its first free hover at Palomar Airport, California, 30 September 1975. (Boeing)
AV-02, the second prototype Hughes YAH-64 Advanced Attack Helicopter, 74-22248, makes its first free hover at Palomar Airport, California, 30 September 1975. (Boeing)
Hughes Helicopter Company Chief Test Pilot Robert G. Ferry.
Hughes Helicopter Company Chief Test Pilot Robert G. Ferry.

30 September 1975: At Palomar Airport (CRQ), Carlsbad, California, Hughes Helicopter Company Chief Test Pilot Robert George (“Bob”) Ferry (LTC, USAF, Ret.) and Raleigh Ellsworth (“Bud”) Fletcher made the first flight of the YAH-64 Advanced Attack Helicopter prototype, U.S. Army serial number 74-22248. This aircraft was the second of three prototypes built by Hughes and was identified by the company as AV-02. AV-01 was a ground test prototype, while AV-02 and AV-03 (74-22249) were used for flight testing. The first flight took place one day before the first flight of the rival Bell YAH-63.

The YAH-64 was designed as a two-place, twin-engine ground attack helicopter. The pilots sit in tandem configuration like the earlier Bell AH-1G Huey Cobra. The prototype was 57.50 feet (17.526 meters) long, with rotors turning, and the fuselage had a length of 49.42 feet (15.063 meters). The overall height of 12.07 feet (3.679 meters). The four-blade fully-articulated main rotor turns counter-clockwise, as seen from above (the advancing blade is on the right), and has a diameter of 48.00 feet (14.630 meters). It turns at 289 r.p.m., giving the blades’ a tip speed of 726.36 feet per second (211.70 meters per second). The main rotor uses elastomeric lead/lag dampers and the blades are retained by laminated V-shaped stainless steel “strap packs” which are flexible to allow blade flapping and feathering. The main rotor is mounted to a hollow static mast with a concentric drive shaft inside.

The four-bladed tail rotor is unusual in that, rather than the blades being evenly spaced at 90° intervals, the blades are spaced at 55° and 125° angles. This allows for significant reductions in noise. The tail rotor is mounted on the right side of a pylon above the tail boom in a pusher configuration, and rotates clockwise as seen from the helicopter’s left (the advancing blade is below the axis of rotation). It has a diameter of 8.33 feet (2.539 meters) and turns 1,411 r.p.m. (tip speed, 727.09 feet per second/221.62 meters per second).

A stub wing provides additional lift in forward flight and can carry various combinations of guided missiles and rockets. It has a span of 16.33 feet (14.977 meters).

Dimensions diagram for Hughes YAH-64 Advanced Attack Helicopter prototype. (U.S. Army Aviation Engineering Flight Activity)
Dimensions diagram for Hughes YAH-64 Advanced Attack Helicopter prototype, Development Test 1 configuration. (Hughes Helicopter Company)

In the original configuration, the YAH-64 had a “T-tail” with the horizontal stabilizer attached to the top of the tail rotor pylon. This caused undesirable changes in pitch attitude during flight testing and was changed with the follow-on YAH-64A pre-production prototypes.

The YAH-64 was powered by two prototype General Electric YT700-GE-700 turboshaft engines. These were rated at 1,536 shaft horsepower at 20,000 r.p.m., at Sea Level on a Standard Day. The helicopter carried fuel in two internal tanks with a total capacity of 353 gallons (1,336.25 liters). This gave the two prototypes a mission endurance of 2 hours, 42 minutes.

The two flight test aircraft, 74-22248 and its sister ship 74-22249, were the subject of extensive flight testing during the summer of 1976. At that time, the YAH-64 had an empty weight of 10,495 pounds (4,760 kilograms), loaded weight of 12,242 pounds (5,553 kilograms) and a maximum gross weight 17,900 pounds (8,119 kilograms).

The two YAH-64s were tested at Edwards Air Force Base and the nearby Naval Ordnance Test Station Chine Lake. Additional testing was conducted at Bishop, California (elevation 4,120 feet/1,256 meters) and Coyote Flats (9,500 feet/2,896 meters).

A pre-production YAH-64A Apache in flight, circa 1982. (U.S. Army)
A pre-production YAH-64A Apache in flight, circa 1982. (U.S. Army)

The helicopter could hover out of ground effect (HOGE) at its maximum gross weight at and altitude of 5,350 feet (1,631 meters) with an ambient temperature of 95 °F. (35 °C.) From an out of ground effect hover at 4,000 feet, it could climb vertically at 184 feet per second (56.1 meters per second). At maximum continuous power its cruise speed in level flight was 141 knots, slightly less than required by the Army. With one engine inoperative, the helicopter’s ceiling was 4,750 feet (1,448 meters). There was a 100 foot difference in altitude with the left and right engines.

The 30 mm Hughes XM 230 Chain Gun automatic cannon was installed on the YAH-64 with 90 rounds. The gun’s rate of fire was adjustable and it was set to 535 rounds per minute on the prototype.

The AH-64A Apache was approved for full production in 1982. In 1984, the Hughes Helicopter Company was purchased by McDonnell Douglas and renamed McDonnell Douglas Helicopter Company. A facility to produce the Apache attack helicopters, as well as other civil and military helicopters, was opened in Mesa, Arizona. In 1997, MDHC was acquired by Boeing.

937 AH-64A attack helicopters were built between 1984 and 1997, when the improved AH-64D Apache Longbow entered production. Many AH-64As were remanufactured to the AH-64D configuration. More that 2,000 Apaches have been built. While most were for the U.S. Army, they fly for at least 14 other countries.

The Hughes YAH-64, 74-22248, is in the collection of the U.S. Army Aviation Museum, Ozark, Alabama.

An AH-64 Apache Longbow 99-05097 over Iraq, 2005. This aircraft was originally AH-6A A Apache 84-24287, before being remanufactured at Mesa, Arizona to the Longbow configuration, (TSGT Andy Dunaway/U.S. Army)
AH-64D Apache Longbow 99-05097 over Iraq, 2005. This aircraft was originally AH-6A Apache 84-24287, before being remanufactured to the Longbow configuration at Mesa, Arizona. (TSGT Andy Dunaway/U.S. Army)

© 2016, Bryan R. Swopes

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30 September 1968

Boeing 747-121 RA01, on public display, Everett, Washington, 30 September 1968. (The Museum of Flight)
Boeing 747-121 RA001 on public display, Everett, Washington, 30 September 1968. (The Museum of Flight)

30 September 1968: The first Boeing 747, City of Everett, was rolled out at Boeing’s Everett, Washington plant. It was registered as N7470, and carried Boeing’s serial number, 20235.

Identified internally as RA001, the Boeing 747-121 was the first “jumbo jet.”

The 747-100 series was the first version of the Boeing 747 to be built. It was operated by a flight crew of three and was designed to carry 366 to 452 passengers. It is 231 feet, 10.2 inches (70.668 meters) long with a wingspan of 195 feet, 8 inches (59.639 meters) and overall height of 63 feet, 5 inches (19.329 meters). The interior cabin width is 20 feet (6.096 meters), giving it the name “wide body.” Its empty weight is 370,816 pounds (168,199 kilograms) and the Maximum Takeoff Weight (MTOW) is 735,000 pounds (333,390 kilograms).

The 747-100 is powered by four Pratt & Whitney JT9D-7A turbofan engines which can produce 47,670 pounds of thrust, each, with water injection (2½ minutes). Its cruise speed is 0.84 Mach (555 miles per hour, 893 kilometers per hour) at 35,000 feet (10,668 meters) and it’s maximum speed is 0.89 Mach (594 miles per hour/893 kilometers per hour). The maximum range at MTOW is 6,100 miles (9,817 kilometers).

The 747 has been in production for 48 years. More than 1,500 have been built. 250 of these were the 747-100 series.

N7470 made its first flight on 9 February 1969. It last flew in 1995. City of Everett is on static display at The Museum of Flight, Boeing Field, Seattle, Washington.

The first Boeing 747, N7470, after rollout at Everett, Washington, 30 September 1968. (The Museum of Flight)
The first Boeing 747, N7470, after rollout at Everett, Washington, 30 September 1968. (The Museum of Flight)

© 2016, Bryan R. Swopes

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30 September 1949

A Douglas C-47 Skytrain transport on approach to Flughafen Berlin-Templhof, circa 1948. (LIFE Magazine)

The Berlin Airlift officially ended on 30 September 1949, after fifteen months. In total the United States Air Force, United States Navy, Royal Air Force and Royal Australian Air Force delivered 2,334,374 tons, nearly two-thirds of which was coal, on 280,290 flights to Berlin.

A Douglas C-54 Skymaster approaches the end of the pierced-steel mat runway at Berlin, circa 1949. (U.S. Air Force)

At the height of the Airlift, one plane reached West Berlin every thirty seconds.

101 airmen lost their lives.

A Douglas C-54 Skymaster on final approach to Flughafen Berlin-Tempelhof.

© 2015, Bryan R. Swopes

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29 September 1965

After decades sitting outside, the Strategic Air Command’s very first operational Boeing B-52 Stratofortress, RB-52B-15-BO 52-8711, is now in a protected environment.

29 September 1965: Ten years after it entered service, the first operational Boeing B-52 Stratofortress, RB-52B-15-BO 52-8711, was retired to the Strategic Aerospace Museum, Offutt Air Force Base, Nebraska.

The first operational B-52 Stratofortress, RB-52B-15-BO 52-8711. (U.S. Air Force)
The first operational B-52 Stratofortress, RB-52B-15-BO 52-8711. (U.S. Air Force)

52-8711 had arrived at Castle Air Force Base, California, 29 June 1955, and was assigned to the 93rd Bombardment Wing (Heavy). It later served with the 22nd Bombardment Wing (Heavy) at March Air Force Base, California.

Boeing RB-52B-15-BO Stratofortress 52-8711, 22 Bombardment Wing (Heavy), March AFB, 1965. Compare this photograph to the image above. (U.S. Air Force)

© 2015, Bryan R. Swopes

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