Daily Archives: February 4, 2018

4–9 February 1982

A Sikorsky S-76A in flight over the City of New York. (Sikorsky, a Lockheed Martin Company)

4–9 February 1982: Sikorsky test pilots Nicholas D. Lappos,  Byron Graham, Jr., David R. Wright, and Thomas F. Doyle, Jr., set a series of Fédération Aéronautique Internationale (FAI) speed, time-to-climb and sustained altitude world records while flying a Sikorsky S-76A helicopter, serial number 760178, FAA registration N5445J, at Palm Beach, Florida.

On 4 February, Nick Lappos, who had made the first flight with the prototype S-76, set a record of 208.470 miles per hour (335.50 kilometers per hour) over a 3-kilometer course, and 212.888 miles per hour (342.61 kilometers per hour) over a straight 15/25 kilometer course.

On 5 February, Byron Graham, Jr., flew the S-76A to 3,000 meters (9,842.52 feet) in 3 minutes, 11 seconds; to 6,000 meters (19,685.04 feet) in 8 minutes, 37.3 seconds; and a sustained altitude of 7,940 meters (26,049.87 feet) in level flight.

On 6 February David R. Wright averaged 205.881 miles per hour (331.22 kilometers per hour) over a 100 kilometer closed circuit without payload (Class E1d), and 207.967 miles per hour (334.69 kilometers per hour) over a closed circuit of 100 kilometers without payload (Class E1e).

After taking a day off, the Sikorsky S-76A was back in the air on 8 February, this time with Thomas F. Doyle, Jr., flying the helicopter over the 500 kilometer closed circuit without payload. The Sikorsky averaged 214.833 miles per hour (345.74 kilometers per hour).

On the last day of the series, 9 February 1982, David R. Wright was back in the cockpit of N5445J. Flying the 1,000 kilometer closed circuit without payload, the S-76A averaged 189.580 miles per hour (305.10 kilometers per hour).

After 34 years, these six Fédération Aéronautique Internationale world records still stand.

N5445J was owned by Rodgers Helicopter Service, Kearney, Nebraska, until its U.S. registration was cancelled, 10 July 2006.

Fire-damaged Sikorsky S-76A serial number 760178, registration PR-IME, at Macae Airport, Rio de Janeiro, Brasil, 29 December 2008.
Fire-damaged Sikorsky S-76A, serial number 760178, registration PR-IME, at Macaé Airport, Rio de Janeiro, Brasil, 29 December 2008.

The record-setting helicopter eventually found its way to Rio de Janeiro, Brazil. Owned and operated by Atlas Taxi Aereo, 760178 had been re-registered as PR-IME and was transporting Petrobras employees to offshore oil production platforms. At approximately 8:30 a.m., 29 December 2008, PR-IME had departed Macaé Airport enroute Platform P-12 in the Campos Basin with 7 persons on board. Shortly after takeoff, the flight crew observed an AC generator caution light and returned to the airport. Before landing, a fire warning light also illuminated. Upon landing on Runway 24, all seven escaped from the burning helicopter without injury. The fire was quickly extinguished, but the Sikorsky S-76A was substantially damaged.

FAI Record File Num #1261 [Direct Link]
Status: ratified – current record
Region: World
Class: E (Rotorcraft)
Sub-Class: E-1d (Helicopters: take off weight 1750 to 3000 kg)
Category: General
Group: 2 : turbine
Type of record: Speed over a straight 15/25 km course
Performance: 342.61 km/h
Date: 1982-02-04
Course/Location: Palm Beach, FL (USA)
Claimant Nicholas D. Lappos (USA)
Rotorcraft: Sikorsky S-76 A (N5445J)
Engines: 2 Allison 250-C30

FAI Record File Num #1262 [Direct Link]
Status: ratified – current record
Region: World
Class: E (Rotorcraft)
Sub-Class: E-1d (Helicopters: take off weight 1750 to 3000 kg)
Category: General
Group: 2 : turbine
Type of record: Speed over a 3 km course
Performance: 335.50 km/h
Date: 1982-02-04
Course/Location: Palm Beach, FL (USA)
Claimant Nicholas D. Lappos (USA)
Rotorcraft: Sikorsky S-76 A (N5445J)
Engines: 2 Allison 250-C30

FAI Record File Num #1819 [Direct Link]
Status: ratified – superseded since approved
Region: World
Class: E (Rotorcraft)
Sub-Class: E-1d (Helicopters: take off weight 1750 to 3000 kg)
Category: General
Group: 2 : turbine
Type of record: Time to climb to a height of 3 000 m
Performance: 3 min 11 sec
Date: 1982-02-05
Course/Location: Palm Beach, FL (USA)
Claimant Byron Graham Jr. (USA)
Rotorcraft: Sikorsky S-76 A (N5445J)
Engines: 2 Allison 250-C30

FAI Record File Num #1821 [Direct Link]
Status: ratified – superseded since approved
Region: World
Class: E (Rotorcraft)
Sub-Class: E-1d (Helicopters: take off weight 1750 to 3000 kg)
Category: General
Group: 2 : turbine
Type of record: Time to climb to a height of 6 000 m
Performance: 8 min 37.3 sec
Date: 1982-02-05
Course/Location: Palm Beach, FL (USA)
Claimant Byron Graham Jr. (USA)
Rotorcraft: Sikorsky S-76 A (N5445J)
Engines: 2 Allison 250-C30

FAI Record File Num #9947 [Direct Link]
Status: ratified – current record
Region: World
Class: E (Rotorcraft)
Sub-Class: E-1d (Helicopters: take off weight 1750 to 3000 kg)
Category: General
Group: 2 : turbine
Type of record: Altitude in horizontal flight
Performance: 7 940 m
Date: 1982-02-05
Course/Location: Palm Beach, FL (USA)
Claimant Byron Graham Jr. (USA)
Rotorcraft: Sikorsky S-76
Engines: 2 Allison 250-C30

FAI Record File Num #1264 [Direct Link]
Status: ratified – current record
Region: World
Class: E (Rotorcraft)
Sub-Class: E-1d (Helicopters: take off weight 1750 to 3000 kg)
Category: General
Group: 2 : turbine
Type of record: Speed over a closed circuit of 100 km without payload
Performance: 331.22 km/h
Date: 1982-02-06
Course/Location: Palm Beach, FL (USA)
Claimant David R. Wright (USA)
Rotorcraft: Sikorsky S-76 A (N5445J)
Engines: 2 Allison 250-C30

FAI Record File Num #1265 [Direct Link]
Status: ratified – current record
Region: World
Class: E (Rotorcraft)
Sub-Class: E-1e (Helicopters: take off weight 3000 to 4500 kg)
Category: General
Group: 2 : turbine
Type of record: Speed over a closed circuit of 100 km without payload
Performance: 334.69 km/h
Date: 1982-02-06
Course/Location: Palm Beach, FL (USA)
Claimant David R. Wright (USA)
Rotorcraft: Sikorsky S-76 A (N5445J)
Engines: 2 Allison 250-C30

FAI Record File Num #1845 [Direct Link]
Status: ratified – current record
Region: World
Class: E (Rotorcraft)
Sub-Class: E-1e (Helicopters: take off weight 3000 to 4500 kg)
Category: General
Group: 2 : turbine
Type of record: Speed over a closed circuit of 500 km without payload
Performance: 345.74 km/h
Date: 1982-02-08
Course/Location: Palm Beach, FL (USA)
Claimant Thomas F. Doyle Jr. (USA)
Rotorcraft: Sikorsky S-76 A (N5445J)
Engines: 2 Allison 250-C30

FAI Record File Num #1827 [Direct Link]
Status: ratified – current record
Region: World
Class: E (Rotorcraft)
Sub-Class: E-1e (Helicopters: take off weight 3000 to 4500 kg)
Category: General
Group: 2 : turbine
Type of record: Speed over a closed circuit of 1 000 km without payload
Performance: 305.10 km/h
Date: 1982-02-09
Course/Location: Palm Beach, FL (USA)
Claimant David R. Wright (USA)
Rotorcraft: Sikorsky S-76 A (N5445J)
Engines: 2 Allison 250-C30

Cutaway illustration of a Sikorsky S-76A. (Sikorsky Archives)
Cutaway illustration of a Sikorsky S-76A. (Sikorsky Archives)

The Sikorsky S-76A is a twin-engine intermediate class helicopter that can be configured to carry 6 to 12 passengers. It is used as an executive transport, a scheduled passenger airliner, utility transport, and search and rescue aircraft. The helicopter is certified for instrument flight and has retractable tricycle landing gear.

The prototype was rolled out at Stratford, Connecticut on 11 January 1977 and the first flight took place on 13 March. It was certified in 1978 and the first production aircraft was delivered to Air Logistics, 27 February 1979.

The number 2 Sikorsky S-76 makes the type’s first flight, 13 March 1977. (Sikorsky Historical Archives)

The S-76A is 52 feet, 6 inches (16.00 meters) long with rotors turning. The fuselage has a length of 43 feet, 4.43 inches (13.219 meters) and a width of 8 feet (2.44 meters).  The helicopter’s overall height is 14 feet, 5.8 inches (4.414 meters). The four bladed composite main rotor is 44 feet (13.41 meters) in diameter. The blades are attached to a one-piece forged aluminum hub and use elastomeric bearings. As is customary with American helicopters, the main rotor turns counter-clockwise as seen from above. (The advancing blade is on the right.) The four-bladed tail rotor has a diameter of 8 feet (2.438 meters) and turns clockwise as seen from the helicopter’s left. It is mounted in a pusher configuration on the left side of the tailboom. The tail rotor is constructed of composite airfoils mounted to graphite spars.

The S-76A was equipped with two Allison 250-C30 turboshaft engines rated at 557 shaft horsepower, each. Subsequent variants have been built with Turbomeca Arriel 1S and 2S engines, as well as Pratt and Whitney PT6B-3A and PW210S engines with up to 1,077 shaft horsepower, each.

The S-76 has an empty weight of 7,007 pounds (3,178 kilograms). The S-76A maximum gross weight was 10,500 pounds (4,763 kilograms). Beginning with the S-67B, this was increased to 11,700 pounds (5,307 kilograms).

The Sikorsky S-76 has a maximum cruise speed of 155 knots (287 kilometers per hour). It can hover in ground effect (HIGE) at 7,050 feet (2,149 meters) or out of ground effect (HOGE) at 3,300 feet (1,006 meters). The service ceiling is 13,800 feet (4,206 meters).

The helicopter was designed with offshore oil support as a major consideration. It was intended to carry 2 pilots and 12 passengers 400 nautical miles. Maximum range with no reserve is 411 nautical miles (762 kilometers).

Sikorsky built 307 S-76As. More than 1,000 of all variants have been built. The current production model is the S-76D.

Air Logistics accepted teh first Sikorsky S-76A production helicopter 27 February 1979. (Sikorsky)
Air Logistics accepted the first Sikorsky S-76A production helicopter 27 February 1979. (Sikorsky, a Lockheed Martin Company)

© 2018, Bryan R. Swopes

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4 February 1982

An Aeroflot Mil Mi-26 at Farnborough, 1984.
An Aeroflot Mil Mi-26 at Farnborough, 1984.

2–4 February 1982: Over a three-day period, several flight crews set a series of Fédération Aéronautique Internationale (FAI) payload-to-altitude world records at Podmoskovnoe. They flew an OKB Mil Design Bureau Mi-26 heavy lift helicopter.

On 4 February, Colonel Sergey V. Petrov and A. Chetverik lifted 15,000 kilograms (33,069.4 pounds) to 5,600 meters (18,373 feet).¹ On the same day, A. Kholoupov flew the helicopter to 4,600 meters (15,092 feet) with a payload of 20,000 kilograms(44,092.5 pounds).²

The Mil Mi-26 (NATO code name: Halo) first flew on 25 October 1977. It is a twin-engine heavy-lift helicopter, normally operated by a flight crew of five, and can carry up to 90 passengers.

The Mi-26 is 40.025 meters (131 feet, 3¾ inches) long, with all rotors turning, and has a height of 8.145 meters (26 feet, 8¾ inches). The eight-bladed main rotor has a diameter of 32.00 meters (105 feet) and turns clockwise, as seen from above. (The advancing blade is on the left.) A five-bladed tail rotor is mounted on a pylon, to the right side of the aircraft, in a tractor configuration. It turns clockwise, as seen from the helicopter’s left.

The helicopter has an empty weight of 28,200 kilograms (62,170 pounds), gross weight of 49,600 kilograms (109,350 pounds) and maximum weight of 56,000 kilograms (123,450 pounds). The fuel capacity is 12,000 liters (3,200 gallons).

The Mi-26 is powered by two Lotarev D-136 turboshaft engines which are rated at 8,500 kW (11,299 shaft horsepower), each. It’s cruise speed is 255 kilometers per hour (158 miles per hour) and the maximum speed is 296 kilometers per hour (183 miles per hour). Range is 620 kilometers (385 miles). The service ceiling is 4,500 meters (14,765 feet).

320 Mil Mi-26 helicopters have been built.

Sergey Petrov
Colonel Sergey V. Petrov

Colonel Sergey V. Petrov, Ph.D., was born at Tsaritsin (now, Volgograd), 15 October 1923. He graduated from the Air Force Special School at Stalingrad in 1941. In 1942, 7th VASHPOL, and 1943, Krasnodar WOW. From 1943to 1946, Petrov was a flight instructor for the 6th Aviation Regiment and then an instructor at Stalingrad Military Aviation College. In 1954, Petrov graduated from the N.E. Zhukovsky Air Force Engineering Academy.

From 1953 to 1984, Colonel Petrov was a test pilot at the Gosudarstvenny Krasnoznamyonnyy Air Force Scientific Research Institute. He flew the Mikoyan Gurevich MiG-19SU rocket-boosted high-altitude interceptor and the MiG 21F, the L-29 Delfin jet trainer, as well as gliders and competition sail planes. Switching to helicopters, he tested the Mil Mi-6 PZh fire-fighting helicopter, Mi-24 “Hind” attack helicopter and the Mi-26. He investigated Vortex Ring State in the Mi-8 and low-altitude autorotations in the Mi-2, Mi-4 and Mi-8. He also flew the aerobatic Yakovlev Yak-18P, the Yak-25 interceptor, the Antonov Ant-2, An-12, An-26 and Ilyushin Il-76 transports.

In 1976, Sergey Petrov was awarded the Lenin Prize, one of the the Soviet Union’s most prestigious honors.

Retiring from flight status in 1984, Colonel Petrov continued to work as an engineer at OKB Mil Design.

Sergey V. Petrov died 14 December 1998 at the age of 75 years. He had been awarded the Order of the Red Banner of Labor, and twice the Order of the Red Star. He was an Honored Test Pilot of the Soviet Union.

¹ FAI Record File Number 9904

² FAI Record File Number 9906

© 2018, Bryan R. Swopes

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4 February 1969

North American Aviation XB-70A-1-NA Valkyrie 62-0001. (U.S. Air Force)

4 February 1969: The North American Aviation XB-70A-1-NA Valkyrie, 62-0001, made its very last flight from Edwards Air Force Base, California, to Wright-Patterson Air Force Base, Ohio. NASA Research Test Pilot Fitzhugh L. Fulton, Jr., Lieutenant Colonel, U.S. Air Force (Retired), and Lieutenant Colonel Emil Sturmthal, U.S. Air Force, were the flight crew for this final flight.

On arrival at Wright-Patterson, Fulton closed out the log book and handed it over to the curator of the National Museum of the United States Air Force.

The Mach 3+ prototype strategic bomber and high-speed, high-altitude research airplane had completed 83 flights for a total of 160 hours, 16 minutes of flight time.

Lieutenant Colonel Emil Sturmthal, USAF and Fitzhugh Fulton, NASA, with the North American Aviation XB-70A-1-NA 62-0001 at Edwards AFB, California. (Chris Walmsley/Rockwell International)
Lieutenant Colonel Emil Sturmthal, USAF and Fitzhugh Fulton, NASA, with the North American Aviation XB-70A-1-NA 62-0001 at Edwards AFB, California. (Chris Walmsley/Rockwell International)

62-0001 was the first of three prototype Mach 3+ strategic bombers. (The third prototype, XB-70B 62-0208, was not completed.) The Valkyrie utilized the most advanced technology available. Materials and manufacturing techniques had to be developed specifically to build this airplane. It is a large delta wing airplane with a forward canard and two vertical fins. The outer 20 feet (6.096 meters) of each wing could be lowered to a 25° or 65° angle for high speed flight. Although this did provide additional directional stability, it actually helped increase the compression lift, which supported up to 35% of the airplane’s weight in flight.

The XB-70A is 185 feet, 10 inches (56.642 meters) long with a wingspan of 105 feet (32.004 meters) and overall height of 30 feet, 9 inches (9.373 meters). Fully loaded, the Valkyrie weighs 534,700 pounds (242,535 kilograms).

It is powered by six General Electric YJ93-GE-3 turbojet engines which were rated at 22,000 pounds of thrust (97.86 kilonewtons) at Sea Level, and 31,000 pounds (137.89 kilonewtons) with afterburner. The J93 was a single-shaft axial-flow turbojet with an 11-stage compressor section and two-stage turbine. It was 235.0 inches (5.969 meters) long, 55.0 inches (1.397 meters) in diameter, and weighed 4,770 pounds (2,164 kilograms).

The maximum speed achieved was Mach 3.1 (2,056 miles per hour, or 3,308.8 kilometers per hour) at 73,000 feet (22,250 meters). The service ceiling is 73,350 feet (23,357 meters).

The second Valkyrie, XB-70A-2-NA 62-0207, was destroyed when it crashed after a mid-air collision with a Lockheed F-104N Starfighter flown by NASA Chief Research Test Pilot Joseph A. Walker, 8 June 1966. Both Walker and the B-70’s co-pilot, Major Carl S. Cross, U.S. Air Force, were killed.

XB-70A Valkyrie 62-0001 is in the collection of the National Museum of the United States Air Force.

North American Aviation XB-70A-1-NA Valkyrie 62-0001 at Wright-Patterson Air Force Base, Ohio. (U.S. Air Force)
North American Aviation XB-70A-1-NA Valkyrie 62-0001 at Wright-Patterson Air Force Base, Ohio. (U.S. Air Force)
 North American Aviation XB-70A-1-NA Valkyrie 62-0001 at Wright-Patterson Air Force Base, Ohio. This photograph shows the twelve elevons that act as elevators, flaps and ailerons, the swiveling action of the vertical fins, open drag chute doors and the variable exhaust outlets. (U.S. Air Force).
North American Aviation XB-70A-1-NA Valkyrie 62-0001 at Wright-Patterson Air Force Base, Ohio. This photograph shows the twelve elevons that act as elevators, flaps and ailerons, the swiveling action of the vertical fins, open drag chute doors and the variable exhaust outlets. (U.S. Air Force).

© 2017, Bryan R. Swopes

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4 February 1902–26 August 1974: Charles Augustus Lindbergh

Charles Augustus Lindbergh, Aviator.

4 February 1902: Charles Augustus Lindbergh, Brigadier General, United States Air Force, Medal of Honor, was born at Detroit, Michigan. He was the son of Swedish immigrant Charles August Lindbergh (born Karl Månsson), an attorney, and Evangeline Lodge Land Lindbergh, a high school chemistry teacher. Lindbergh attended Redondo Beach High School, Redondo Beach, California, 1917–1918.

Lindbergh, age 11, with his dog, Dingo. (The Denver Post)

In 1920–1922 Lindbergh was enrolled as an engineering student at the University of Wisconsin–Madison. He shared an apartment with his mother who was teaching at the nearby Emerson School. A friend from the university showed Lindbergh a brochure from a flight school. Mrs. Lindbergh is reported to have told the friend, “If Charles goes to flying school, I will hold you responsible.” Soon after, Lindbergh left the university and entered a flying school in Nebraska. In 1927, the University of Wisconsin bestowed the honorary degree of Doctor of Laws (LL.D.) on him.

Certainly one of the world’s best known pilots, Lindbergh began flight training at the age of 20. He was an Aviation Cadet, 19 March 1924–16 March 1925, and trained at the United States Army flight schools at Brooks and Kelly Fields, in Texas. He graduated at the top of his class and was commissioned as a Second Lieutenant in the Officers Reserve Corps, U.S. Air Service, with date of rank of 14 March 1925.

Second Lieutenant Charles A. Lindbergh, Air Service, United States Army, circa 1925. (U.S. Air Force)

Lindbergh was promoted to First Lieutenant, Air Corps, 7 December 1925, and to Captain, 13 July 1926. He flew as an Air Mail pilot and gained valuable flight experience.

Lindbergh was the chief pilot of Robertson Aircraft Corporation at Lambert Field, St. Louis, Missouri. The company was contracted to fly the mail to Chicago, with intermediate stops at Springfield and Peoria, Illinois, using  several modified de Havilland DH-4 biplanes. On two occasions,  16 September and 3 November 1926, Lindbergh had to bail out of his mail plane at night.

Air Mail Pilot Charles A. Lindbergh, circa 1927. (NASM)

He resigned from Robertson Aircraft and formed a group to finance and build the Spirit of St. Louis.

On 20 May 1927, Lindbergh departed New York in his custom-built Ryan NYP monoplane, Spirit of St. Louis, and 33 hours, 30 minutes later, he landed at Paris, France, becoming the first person to fly solo across the Atlantic Ocean. For this accomplishment he won the Orteig Prize of $25,000 (about $355,000 in 2018 dollars).

Charles A. Lindbergh with the Ryan NYP Spirit of St. Louis at Roosevelt Field, New York, 20 May 1927.
Charles A. Lindbergh with the Ryan NYP Spirit of St. Louis at Roosevelt Field, New York, 20 May 1927. (Hulton Archive/Getty Images)

When he returned to the United States, Lindbergh was presented the Distinguished Flying Cross by President Coolidge. On 14 December 1927, by Act of Congress, Lindbergh was awarded the Medal of Honor:

“For displaying heroic courage and skill as a navigator, at the risk of his life, by his nonstop flight in his airplane, the Spirit of St. Louis, from New York City to Paris, France, 20–21 May 1927, by which Capt. Lindbergh not only achieved the greatest individual triumph of any American citizen but demonstrated that travel across the ocean by aircraft was possible.”

Charles Augustus Lindbergh’s Medal of Honor at the Missouri History Museum, St. Louis, Missouri. (Robert Lawton)

Captain Lindbergh was promoted to the rank of Colonel, Officers Reserve Corps, U.S. Army Air Corps, 18 July 1927. In the 1930s, he had various assignments, including evaluating new aircraft at Wright Field.

Two years after his transatlantic flight, Lindbergh married Miss Anne Spencer Morrow, daughter of the United States Ambassador to Mexico, 27 May 1929, at Englewood, New Jersey. They would have six children.

Charles and Anne Morrow Lindbergh with their Lockheed Model 8 Sirius, NR211, at Grand Central Airport, Glendale, California, shortly before their departure for New York, 20 April 1930. (San Diego Air and Space Museum)

In 1930–1931, the Lindberghs flew a Lockheed Model 8 Sirius named Tingmissartoq from the United States to China, traveling through Canada, Alaska, Siberia, and Japan.  Anne Morrow Lindbergh wrote about the journey in North to the Orient (Harcourt, Brace and Co., 1935). The Sirius was equipped with floats for a part of the trip. In 1933 they flew the Model 8 to explore air routes in Europe, Africa and South America. NR211 is in the collection of the Smithsonian Institution, National Air and Space Museum.

Charles Lindbergh testifies at “The Trial of the Century.” The defendant, Bruno Richard Hauptmann, is at the lower right with his back toward the camera. (Library of Congress/New York World-Telegram & Sun Collection 3c09416)

Their first son, Charles Augustus Lindbergh, Jr., was kidnapped from the family’s home, 1 March 1932. A ransom of $50,000 was paid (equivalent to $900,000 today), however the boy’s body was found 12 March. At “The Trial of the Century,” Bruno Richard Hauptman was convicted of the crime. He was later executed.

Left to Right: Albert Kisk, Harry Guggenheim, Dr. Goddard, Charles A. Lindbergh, Nils Lindquist and Charles Mansur. (U.S. Air Force photograph.)

During the mid-1930s, Lindbergh was an active supporter of the rocketry experiments of Dr. Robert H. Goddard. He had other interests a well. With Nobel Prize winner Dr. Alexis Carrel, he invented the Perfusion Pump to allow oxygenated blood to be supplied to human organs. This eventually led to the “heart-lung machine” for open heart surgery.

“Charles Lindbergh and Alexis Carrel with the glass heart,” Samuel Johnsonson Woolf, 1938. (National Portrait Gallery, Smithsonian Institution)
Colonel Lindbergh in the cockpit of a Curtiss Wright P-36A Hawk, 38-102, circa 1938. This airplane was destroyed during the attack on Pearl Harbor, Hawaii, 7 December 1941. (Niagara Aerospace Museum)

During World War II, Lindbergh served as a civilian adviser and flew the Chance Vought F4U Corsair in combat missions with Marine fighter squadrons VMF-216 and VMF-222. He also flew the Lockheed P-38 Lightning with the Army Air Force 433rd Fighter Squadron, 475th Fighter Group.

Charles A. Lindbergh with a Chance Vought F4U-1 Corsair at Emirau Island in the Bismarck Archipelago, May 1944. (U.S. Navy)
Charles A. Lindbergh in the cockpit of a Chance Vought F4U-1D Corsair, Green Islands, Solomon Sea, May 1944. (NASM)
Another photograph showing Charles A. Lindbergh in the cockpit of a Chance Vought F4U-1D Corsair of VF-24, Roi-Namur, Kwajalein Atoll, Marshall Islands, circa 1944.

On 28 July 1944, Lindbergh was flying “Blue 3” with a flight of P-38s from the 433rd along the north coast of New Guinea. Over Elpaputih Bay, Blue Flight encountered enemy aircraft. Lindbergh shot down one of them. Various sources identify the aircraft as a Mitsubishi Ki-51 Type 99 “Sonia” flown by Captain Saburo Shimada.

He is starting down in a wing over—out of control. The nose goes down. The plane turns slightly as it picks up speed—down—down—down toward the sea. A fountain of spray—white foam on the water—waves circling outward as from a stone tossed in a pool—the waves merge into those of the sea—the foam disappears—the surface is at it was before.

The Wartime Journals of Charles A. Lindbergh, by Charles Augustus Lindbergh, Harcourt Brace Jovanovoch, Inc., New York, 1970at page 889

 

Charles A. Lindbergh with a Lockheed P-38J Lightning, circa July 1944. (U.S. Air Force)

In 1954, President Dwight D. Eisenhower reactivated his Army Air Corps commission and appointed him Brigadier General, United States Air Force.

Charles A. Lindbergh was the author of We (G.P. Putnam’s Sons, New York, 1927), Of Flight and Life, (Charles Scribner’s Sons, New York, 1948), and The Spirit of St. Louis (Charles Scribner’s Sons, New York, 1953). This third book won the Pulitzer Prize for biography in 1954, and is very highly recommended by This Day in Aviation. The book was made into a motion picture in 1957, directed by Billy Wilder and starring Jimmy Stewart as Lindbergh. (This film was a major influence on the author of TDiA.)

In 1972, while accompanying a television crew investigating a “lost tribe” in the Philippine Islands, Lindbergh and the group were stranded when their helicopter broke down. They were rescued by the 31st Aerospace rescue and Recovery Squadron, based at Clark Field.

Charles Lindbergh died on Maui, Hawaii, 26 August 1974. He was buried at the Palapala Ho’omau Church Cemetery, Kipahulu, Maui.

© 2018, Bryan R. Swopes

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