Daily Archives: May 25, 2018

25 May 1953

George S. Welch with North American YF-100A 52-5754. (North American Aviation, Inc.)

25 May 1953: North American Aviation Chief Test Pilot George S. Welch took the YF-100A Super Sabre, U.S. Air Force serial number 52-5754, for its first flight at Edwards Air Force Base. The airplane reached Mach 1.03.

Development of the Super Sabre began with an effort to increase the speed of the F-86D and F-86E Sabre fighters. The wings had more sweep and the airfoil sections were thinner. A much more powerful engine would be needed to achieve supersonic speed in level flight. As design work on the “Sabre 45” proceeded, the airplane evolved to a completely new design. Initially designated XF-100, continued refinements resulted in the first two aircraft being redesignated YF-100A.

North American Aviation Chief Test Pilot George S. Welch in the cockpit of the YF-100A, 52-5754, at Los Angeles International Airport. (North American Aviation, Inc.)
North American Aviation Chief Test Pilot George S. Welch in the cockpit of YF-100A 52-5754 at Los Angeles International Airport. (North American Aviation, Inc.)

The two YF-100As, 52-5754 and 52-5755, were 47 feet, 11¼ inches (14.611 meters) long with a wingspan of 36 feet, 7 inches (11.151 meters) and height of 16 feet, 3 inches (4.953 meters). The wings were swept to 45° at 25% chord, and had 0° angle of incidence and 0° dihedral. The ailerons were placed inboard on the wings to eliminate their twisting effects at high speed. The airplane had no flaps. The pre-production prototypes weighed 18,135 pounds (8,226 kilograms) empty, and had a gross weight of 24,789 pounds (11,244 kilograms).

The new air superiority fighter was powered by a Pratt & Whitney Turbo Wasp J57-P-7 engine. The J57 was a two-spool axial-flow turbojet which had a 16-stage compressor section (9 low- and 7 high-pressure stages) and a 3-stage turbine (2 high- and 1 low-pressure stages). The J57-P-7 had a Maximum Continuous Power rating of 8,000 pounds of thrust (35.586 kilonewtons) at 5,875 r.p.m., N1, and 9550 r.p.m., N2. The engine’s Military Power rating was 9,700 pounds thrust (43.148 kilonewtons) at 6,275 r.p.m./9,900 r.p.m., for 30 minutes; and 14,800 pounds thrust (65.834 kilonewtons) at 6,275 r.p.m./9,900 r.p.m. with afterburner, limited to five minutes. The engine was 20 feet, 9.7 inches (6.342 meters) long, 3 feet, 3.9 inches (1.014 meters) in diameter, and weighed 5,075 pounds (2,303 kilograms). Later production aircraft used a J57-P-39 engine, which had the same ratings.

Cutaway illustration ofa North American Aviation F-100A Super Sabre. (Boeing)
Cutaway illustration of a North American Aviation F-100A Super Sabre. (Boeing)
North American Aviation YF-100 Super Sabre 52-5754. (U.S. Air Force)
North American Aviation YF-100 Super Sabre 52-5754, 19 May 1953. (North American Aviation, Inc.)
The prototype North American Aviation YF-100A Super Sabre, 52-5754, with the North American F-100 team. Chief Test Pilot George S. Welch is in the center of the front row, seated. (North American Aviation, Inc.)

The YF-100A had a maximum speed of 660 miles per hour (1,062 kilometers per hour) at 43,350 feet (13,213 meters). The service ceiling was 52,600 feet (16,033 meters). Range with internal fuel was 422 miles (679 kilometers).

During testing, 52-5754 reached Mach 1.44 in a dive. On 29 October 1953, Colonel Frank K. Everest set a world speed record of 1,215.298 kilometers per hour (755.151 miles per hour) with 754.¹

In service with the United States Air Force, the Super Sabre’s mission changed from air superiority fighter to fighter bomber. It was used extensively during the Vietnam War. North American Aviation, Inc., built 2,294 single and tandem-seat Super Sabres between 1954 and 1959.

North American Aviation YF-100A Super Sabre 52-5754. (U.S. Air Force)
North American Aviation YF-100A Super Sabre 52-5754 over Edwards Air Force Base, California, 25 May 1953. (North American Aviation, Inc.)
North American Aviation YF-100A Super Sabre 52-5754 lands on the dry lake at Edwards Air Force Base, California. (North American Aviation, Inc.)

George Welch was born George Lewis Schwartz, in Wilmington, Delaware, 10 May 1918. His parents changed his surname to Welch, his mother’s maiden name, so that he would not be effected by the anti-German prejudice that was widespread in America following World War I. He studied mechanical engineering at Purdue, and enlisted in the Army Air Corps in 1939.

North American Aviation YF-100A Super Sabre 52-5754 banks away from a chase plane during a flight test. (U.S. Air Force)

George S. Welch is best remembered as one of the heroes of Pearl Harbor. He was one of only two fighter pilots to get airborne during the Japanese surprise attack on Hawaii, 7 December 1941. Flying a Curtiss P-40B Warhawk, he shot down three Aichi D3A “Val” dive bombers and one Mitsubishi A6M2 Zero fighter. For this action, Lieutenant General H.H. “Hap” Arnold recommended the Medal of Honor, but because Lieutenant Welch had taken off without orders, an officer in his chain of command refused to endorse the nomination. He received the Distinguished Service Cross. During the War, Welch flew the Bell P-39 Airacobra and Lockheed P-38 Lightning on 348 combat missions. He had 16 confirmed aerial victories over Japanese airplanes and rose to the rank of Major.

Suffering from malaria, George Welch was out of combat, and when North American Aviation approached him to test the new P-51H Mustang, General Arnold authorized his resignation. Welch test flew the P-51, FJ-1 Fury, F-86 Sabre and F-100 Super Sabre. He was killed 12 October 1954 when his F-100A Super Sabre came apart in a 7 G pull up from a Mach 1.5 dive.

North American Aviation pre-production prototype YF-100A Super Sabre 52-5754 with drag chute deployed on landing at Edwards Air Force Base, California. (U.S. Air Force)
North American Aviation pre-production prototype YF-100A Super Sabre 52-5754 with drag chute deployed on landing at Edwards Air Force Base, California. The extended pitot boom is used to calibrate instruments early in the flight test program. (U.S. Air Force)
North American Aviation YF-100 Super Sabre 52-5754 with external fuel tanks, parked on the dry lake at Edwards Air Force Base, California. (U.S. Air Force)

¹ FAI Record File Number 8868

© 2018, Bryan R. Swopes

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25 May 1927

1st Lieutenant James H. Doolittle, United States Army Air Corps, at the 1929 Cleveland National Air Races. Jimmy Doolittle is seen in this photograph sitting on the turtle deck of the Curtiss P-1C Hawk. (National Air and Space Museum)

25 May 1927: At Wright Field, now Wright-Patterson Air Force Base, Dayton, Ohio, First Lieutenant James H. “Jimmy” Doolittle, United States Army Air Corps, was the first pilot to successfully perform an outside loop.

Flying a Curtiss P-1B Hawk pursuit, he began the maneuver in level flight at 10,000 feet (3,048 meters), then pushed the nose down into a dive. When he reached 280 miles per hour (450 kilometers per hour), Doolittle continued to pitch the nose “down” and the airplane flew through a complete vertical circle, with the pilot’s head to the outside of the loop.

Lt. Jimmy Doolittle with a Curtiss P-1 Hawk, 4 February 1928. (NASM)
Lt. Jimmy Doolittle with a Curtiss P-1 Hawk, 4 February 1928. (National Museum of the United States Air Force)

Jimmy Doolittle attempted to repeat the outside loop at the 1929 Cleveland National Air Races, with a Curtiss P-1C Hawk, serial number 29-227. The airplane’s wings came off but Doolittle parachuted to safety. (The Curtiss P-1C used wing radiators instead of the large radiator under the nose of the P-1B. This substantially reduced the aerodynamic drag which allowed the airplane to accelerate to too high an airspeed during Doolittle’s maneuver.)

A crowd surrounds the wreckage of Jimmy Doolittle's Curtiss P-1C Hawk after it crashed during a demonstration at the 1929 Cleveland National Air Races. (Cleveland Press)
A crowd surrounds the wreckage of Jimmy Doolittle’s Curtiss P-1C Hawk after it crashed during an aerobatic demonstration at the 1929 Cleveland National Air Races. (Cleveland State University, Michael Schwartz Library, Special Collections, Cleveland Press Collection)

Jimmy Doolittle was one of America’s foremost pioneering aviators. He set many records, won air races, tested and developed new flying equipment and techniques. He was a highly-educated military officer, having earned his Bachelor of Arts from the University of California Berkeley School of Mines, and M.S and D.Sc. degrees in Aeronautical Engineering from the Massachusetts Institute of Technology. As a pioneer aviator, he won every international air race, and had been awarded every international aviation trophy. He was also the first pilot to fly completely by reference to instruments.

During the early days of America’s involvement in World War II, Lieutenant Colonel Doolittle planned and led the Halsey-Doolittle B-25 raid on Japan. He was awarded the Medal of Honor and promoted to brigadier general, and then placed in command of the Twelfth Air Force in North Africa. As a major general, he commanded the Fifteenth Air Force in the Mediterranean Theater of Operations. Lieutenant General Doolittle commanded the Eighth Air Force in England from January 1944 to September 1945. He supervised the transition of the 8th to the Boeing B-29 Superfortress and its eventual transfer to bases on Okinawa to continue the war against Japan. World War II came to an end before any of the 8th’s B-29s actually moved west.

Lieutenant General James H. Doolittle, U.S. Army Air Force (U.S. Army Photo C-2102)
Lieutenant General James H. Doolittle, U.S. Army Air Force (U.S. Army Photo C-2102)

After the war, Lieutenant General Doolittle was placed on the inactive list. On 4 April 1985, by Act of Congress, James H. Doolittle was promoted to General, United States Air Force, Retired.

General James Harold Doolittle is the only person to be awarded both the Medal of Honor and the Medal of Freedom. He died 27 September 1993 at the age of 96 years. He was buried at the Arlington National Cemetery, Arlington, Virginia.

Curtiss P-1B Hawk, A.C. 27-75. (U.S. Air Force)

The Curtiss P-1B Hawk was a single-engine, single-seat, single-bay biplane pursuit, an aircraft type now known as a fighter. The airplane and its D-12 Conqueror engine were both built by the Curtiss Aeroplane and Motor Co., Garden City, New York.

The P-1B was 22 feet, 10 inches (6.960 meters) long with an upper wingspan of 31 feet, 6 inches (9.601 meters). The lower wing had a span of 26 feet, 0 inches (7.925 meters), a narrower chord, and was staggered 3 feet, 2½ inches (0.978 meters) behind the upper. Both wings had significant taper with rounded tips. Their angle of incidence was 0°. The upper wing had no dihedral, while the inboard lower wing had 1°, and the outer, 5°. The total wing area was 252 square feet (23.4 square meters). The horizontal stabilizer span was 10 feet, 6.0 inches (3.200 meters) and its incidence could be adjusted from +3° to -1.5°. The vertical fin was offset 2° left of the airplane’s centerline. The overall height of the airplane was 8 feet, 10 inches (2.712 meters).

The P-1B had an empty weight of 2,105 pounds (955 kilograms), gross weight of 2,932 pounds (1,330 kilograms), and maximum weight of 3,562 pounds ( kilograms).

The P-1B was powered by a liquid-cooled, normally-aspirated, 1,145.1-cubic-inch-displacement (18.8 liter) Curtiss D-12D (V-1150-3) dual overhead cam (DOHC) 4-valve 60° V-12 engine with a compression ratio of 5.7:1. It was a direct-drive engine, rated at 415 horsepower at 2,000 r.p.m. at Sea Level, and 460 horsepower at 2,300 r.p.m. The D-12 was 58¾ inches (1.492 meters) long, 34¾ inches (0.883 meters) high and 28¼ inches (0.718 meters) wide. It weighed 680 pounds (308 kilograms). The P-1B was equipped with an aluminum Curtiss-Reed propeller with a diameter of 8 feet, 9 inches (2.667 meters).

The pursuit had a cruise speed of 127 miles per hour (204 kilometers per hour). Its maximum speed was 159.6 miles per hour (256.9 kilometers per hour) at Sea Level, and 157 miles per hour (253 kilometers per hour) at 5,000 feet (1,524 meters). It had a service ceiling of 21,400 feet (6,523 meters) and absolute ceiling of 22,900 feet (6,980 meters). Its range was 342 miles (550 kilometers).

The P-1B was armed with two fixed air-cooled Browning machine guns, one .50-caliber and one .30-caliber.

The Air Corps ordered 93 Curtiss P-1 Hawks between 1925 and 1929.

Doolittle flew a Curtiss Curtiss P-1A Hawk, 25-410, similar to the P-1B that Doolittle flew into an outside loop. (U.S. Air Force)
Curtiss P-1A Hawk, 25-410, similar in appearance to the P-1B that Doolittle flew into an outside loop. (U.S. Air Force)

© 2018, Bryan R. Swopes

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25 May 1889–26 October 1972

Igor Ivanovich Sikorsky, 1914. (Karl Karlovich Bulla)
Igor Ivanovich Sikorsky, 1914. Sikorsky is wearing the cross of the Imperial Order of St. Vladimir. (Karl Karlovich Bulla)

25 May 1889: И́горь Ива́нович Сико́рский (Igor Ivanovich Sikorsky) was born at Kiev, Russian Empire, the fifth of five children of Professor Ivan Alexeevich Sikorsky and Doctor Mariya Stefanovich Sikorskaya.

15 year-old Midshipman Igor Ivanovich Sikorksky, at lower right, with his sisters Olga, Lydia and Elena, and brother Sergei, 1904. (Sikorsky, a Lockheed Martin Company)
15 year-old Midshipman Igor Ivanovich Sikorksky, Imperial Naval Academy, at lower right, with his sisters Olga, Lydia and Elena, and brother Sergei, 1904. (Sikorsky, a Lockheed Martin Company)

He studied at the Imperial Naval Academy, St. Petersburg, from 1903 until 1906, when he left to study engineering, first in Paris, and then at the Kiev Polytechnic Institute.

Airplane pilot Igor Sikorsky with a passenger. (RIA Novosti)
Pilot Igor Ivanovich Sikorsky with a passenger, circa 1914. (RIA Novosti)

Flying an airplane of his own design, the S-5, on 18 April 1911, he received a Fédération Aéronautique Internationale pilot’s license from L’Aéro-Club Imperial de Russie (Imperial Russian Aero Club).

Igor I. Sikorsky's FAI pilot's license. (Sikorsky Historical Archives)
Igor I. Sikorsky’s FAI pilot’s license. (Sikorsky Historical Archives)

He was chief aircraft engineer for Russko-Baltiisky Vagonny Zavod at St. Petersburg and continued to develop airplanes. In 1913, he flew the twin engine S-21 Le Grand, to which he added two more engines, and it became the Russky Vityaz.

Igor Sikorsky with one of his early biplanes.
Igor Sikorsky with one of his early biplanes.
Sikorsky S-21 in flight
Sikorsky’s S-21 in flight, 1913

Igor Sikorsky married Olga Fyodorovna Simkovich. They had a daughter, Tania. The couple soon divorced, however.

Compagnie Générale Transatlantique liner, SS La Lorraine, 11,146 gross tons.
Compagnie Générale Transatlantique liner, SS La Lorraine, 11,146 gross tons.

Following the October Revolution, Sikorsky emigrated to the United States. Departing Le Havre, France, aboard SS La Lorraine, he arrived at New York on 31 March 1919. With financial backing from composer and conductor Sergei Vasilievich Rachmaninoff, he founded the Sikorsky Aero Engineering Company at Long Island, New York, in 1924, and continued designing and building airplanes.

In 1924, Sikorsky married Elisabeth Semion, who was also born in Russia, in 1903. They would have four children. In 1928, he became a citizen of the United States of America.

Sikorsky S-39 amphibian NC54V (Civil Air Patrol)
Sikorsky S-39 amphibian NC54V (Civil Air Patrol)

Beginning in 1934, Sikorsky Aircraft produced the S-42 flying boat for Pan American Airways at a new plant at Stratford, Connecticut.

U.S. Navy RS-1 (Sikorsky S-41) (National Museum of Naval Aviation)
U.S. Navy RS-1 (Sikorsky S-41) (National Museum of Naval Aviation)
A Pan American Airways Sikorsky S-42, NC16742, moored at Honolulu, Territory of the Hawaiian Islands. (hawaii.gov/hawaiiaviation)
Pan American Airways Sikorsky S-42, NC16734, moored at Honolulu, Territory of the Hawaiian Islands. (hawaii.gov/hawaiiaviation)

Interested in helicopters since the age of 9, he directed his creative effort toward the development of a practical “direct-lift” aircraft. The first successful design was the Vought-Sikorsky VS-300. Using a single main rotor, the VS-300 went through a series of configurations before arriving at the single anti-torque tail rotor design, the VS-316A. This was put into production for the U.S. military as the Sikorsky R-4.

The prototype VS-300 helicopter clears the ground for the first time, 14 September 1939. Igor Sikorsky is at the controls. His right foot rests on the anti-torque pedal. (Sikorsky Historical Archives)
The prototype VS-300 helicopter clears the ground for the first time, 14 September 1939. Igor Sikorsky is at the controls. His right foot rests on the anti-torque pedal. (Sikorsky Historical Archives)
Igor Sikorsky hovers the Vought-Sikorsky VS-300. (Sikorsky, a Lockheed Martin Company)
Igor Sikorsky hovers the Vought-Sikorsky VS-300A. (Sikorsky, a Lockheed Martin Company)
On behalf of the Fédération Aéronautique Internationale, the National Aeronautic Association of the United States issued Helicopter Pilot Certificate No. 1 to Igor I. Sikorsky, 10 December 1940. (Sikorsky Historical Archives)
On behalf of the Fédération Aéronautique Internationale, the National Aeronautic Association of the United States issued Helicopter Pilot Certificate No. 1 to Igor I. Sikorsky, 10 December 1940. (Sikorsky Historical Archives)
Igor Sikorsky in the cockpit of a production R-5 helicopter. (Sikorsky, a Lockheed Martin Company)
Igor Sikorsky in the cockpit of a Sikorsky S-48 (R-5) helicopter. (Sikorsky, a Lockheed Martin Company)

The company which Igor Sikorsky founded has continued as one of the world’s biggest helicopter manufacturers. Recently acquired by Lockheed Martin, Sikorsky continues to produce the UH-60-series of Blackhawk medium helicopters, the large CH-53K King Stallion, and the civil S-76D and S-92. A variant of the S-92 has been selected as the next helicopter for the U.S. presidential air fleet, the VH-92A. This helicopter is planned to be operational by 2020.

Igor Ivanovich Sikorsky died at Easton, Connecticut, 26 October 1972 at the age of 83 years.

Igor Sikorsky piloting his pontoon-equipped VS-300, 17 April 1941. (Sikorsky Historical Archives)
Igor Sikorsky piloting his pontoon-equipped VS-300, 17 April 1941. (Sikorsky Historical Archives)
s-47-4
Les Morris at the controls of the Vought-Sikorsky XR-4, 41-18874 (VS-316A), on its first flight at Stratford, Connecticut, 14 January 1942. (Sikorsky Historical Archives)
Lt. Carter Harman hovering in ground effect with Sikorsky YR-4B Hoverfly 43-28247 at Lalaghat, India, March 1944. This is the helicopter with which he made the first combat rescue, 21-25 April 1944. (U.S. Air Force)
Lt. Carter Harman hovering in ground effect with Sikorsky YR-4B Hoverfly 43-28247 at Lalaghat, India, March 1944. This is the helicopter with which he made the first combat rescue, 21-25 April 1944. (U.S. Air Force)
A Sikorsky R-5 flown by Jimmy Viner with Captain Jack Beighle, lifts a crewman from Texaco Barge No. 397, aground on Penfield Reef, 29 November 1945. (Sikorsky Historical Archive)
U.S. Army R-5 (Sikorsky S-48) flown by Jimmy Viner with Captain Jack Beighle, lifts a crewman from Texaco Barge No. 397, aground on Penfield Reef, 29 November 1945. (Sikorsky Historical Archive)
Sikorsky R-5 medevac, Korean War
U.S. Air Force H-5 (Sikorsky S-51) lifts off during the Korean War. (U.S. Air Force)
U.S. Coast Guard HOS-1 (Sikorsky S-49), with Igor Sikorsky as a passenger, over the Kill Devil Hills, North Carolina, 17 December 1947—the 44th annivesary of teh Wright Brothers first controlled, powered airplane flight. (Sikorsky Historical Archives)
U.S. Coast Guard HOS-1 (Sikorsky S-49), with Igor Sikorsky as a passenger, over the Kill Devil Hills, North Carolina, 17 December 1947—the 44th annivesary of the Wright Brothers first controlled, powered airplane flight. (Sikorsky Historical Archives)
U.S. Army YH-18A 49-2889 (Sikorsky S-52-2) (Ed Coates Collection)
U.S. Army YH-18A 49-2889 (Sikorsky S-52-2) (Ed Coates Collection)
SH-19A Air Rescue Sqd. AR.1999.026
U.S. Air Force SH-19A Chickasaw 51-3850 (Sikorsky S-55), Air Rescue Service. (U.S. Air Force)
Sikorsky H-34A-SI Choctaw (S-58) 57-1743 hovers in ground effect. Later registered as a civilian aircraft, N47246). (U.S. Army)
U.S. Army H-34A-SI Choctaw (Sikorsky S-58) 57-1743 hovers in ground effect. Later registered as a civilian aircraft, N47246). (U.S. Army)
Sikorsky CH-37 Mojave heavy-lift helicopter
U.S. Marine Corps CH-37 Mojave (Sikorsky S-56) heavy-lift helicopter
A U.S. Navy Sikorsky SH-3A Sea King (S-61), Bu. No. 149867, near Oahu, Hawaiian Islands, 5 April 1976. (PH2 (AC) Westhusing, U.S. Navy)
U.S. Navy SH-3A Sea King (Sikorsky S-61), Bu. No. 149867, near Oahu, Hawaiian Islands, 5 April 1976. (PH2 (AC) Westhusing, U.S. Navy)
A Sikorsky HH-3E Jolly Green Giant (66-13290) ot the 37th ARRS, hovering in ground effect at Da Nang, 1968. (U.S. Air Force)
U.S. Air Force HH-3E Jolly Green Giant (Sikorsky S-61R), 66-13290, of the 37th ARRS, hovering in ground effect at Da Nang, 1968. (U.S. Air Force)
Sikorsky CH-54A Tarhe 68-18448, Nevada National Guard, 16 Nober 1989. (Mike Freer/Wikipedia)
U.S. Army CH-54A Tarhe 68-18448 (Sikorsky S-64) heavy-lift helicopter, Nevada National Guard, 16 November 1989. (Mike Freer/Wikipedia)
Sikorsky MH-53M Pave Low IV, 68-8424, prepares for its last combat mission, Iraq, 27 September 2008. (A1C Jason Epley, U.S. Air Force)
U.S. Air Force MH-53M Pave Low IV 68-8424 (Sikorsky S-65), prepares for its last combat mission, Iraq, 27 September 2008. (A1C Jason Epley, U.S. Air Force)
U.S. Army Special Forces soldiers dismount a Sikorsky UH-60 Blackhawk, Zabul Province, Afghanistan, 21 January 2010. (Staff Sergeany Aubree Clute, U.S. Army)
U.S. Army Special Forces soldiers dismount a Sikorsky UH-60 Blackhawk, Zabul Province, Afghanistan, 21 January 2010. (Staff Sergeant Aubree Clute, U.S. Army)
U.S. Army UH-60L Blackhawk (Sikorsky S-70), Iraq, 2004. (Staff Sergeant Suzanne M. Jenkins, U.S. Air Force)
U.S. Army UH-60L Blackhawk (Sikorsky S-70), Iraq, 2004. (Staff Sergeant Suzanne M. Jenkins, U.S. Air Force)
Sikorsky HH-60G Pave Hawk 89-26212. (U.S. Air Force)
U.S. Air Force HH-60G Pave Hawk (Sikorsky S-70) 89-26212, Kunar Province, Afghanistan. (Captain Erick Saks, U.S. Air Force)
British Airways' Sikorsky S-61N G-BEON, 1982. ( )
British Airways’ Sikorsky S-61N G-BEON, 1982.
An Erickson Air-Crane, Inc. Sikorsky S-64 Skycrane drops water on a forest fire. (Sikorsky Archives)
An Erickson Air-Crane, Inc., Sikorsky S-64 Skycrane drops water on a forest fire. (Sikorsky Archives)
1280px-040327-pb-firehawk-17-16
A Los Angeles County Fire Department Sikorsky S-70A Firehawk, N160LA, during a rescue near Palmdale, California, 27 March 2004. (Alan Radecki/Wikipedia)
A Queen's Helicopter Flight Sikorsky S-76C, s/n 760753, G-XXEB (Russell Lee/Wikipedia)
A Queen’s Helicopter Flight Sikorsky S-76C, s/n 760753, G-XXEB (Russell Lee/Wikipedia)
Cougar Helicopters' Sikorsky S-92A C-GKKN landing at Ilulissat Airport, Greenland, 5 August 2010. (Algkalv/Wikipedia)
Cougar Helicopters’ Sikorsky S-92A C-GKKN landing at Ilulissat Airport, Greenland, 5 August 2010. (Algkalv/Wikipedia)
Sikorsky CH-53K King Stallion (Sikorsky, A Lockheed Martin Company)
The prototype Sikorsky CH-53K King Stallion (Sikorsky, A Lockheed Martin Company)

© 2017, Bryan R. Swopes

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