After descending to within 8.2 miles (14.4 kilometers) of the Moon’s surface, Lunar Module Snoopy rendezvouses with Command and Service Module Charlie Brown in Lunar Orbit, 22 May 1969. (NASA)
22 May 1969, 21:30:43 UTC: Just over 100 hours after launch from Kennedy Space Center, Snoopy, the Lunar Module for the Apollo 10 mission came within 47,400 feet (14,447.5 meters) of the Lunar surface during a full dress rehearsal for the upcoming Apollo 11 landing. Mission Commander Thomas P. Stafford and Lunar Module Pilot Eugene A. Cernan rode Snoopy toward the surface and back, while John W. Young remained in orbit around the Moon aboard the Command and Service Module, Charlie Brown.
Thomas P. Stafford had flown two previous missions in the Gemini Program, Gemini 6 and Gemini 9. Apollo 10 was his third space flight.
John Watts Young flew six space missions: Gemini 3 and Gemini 10, Apollo 10 and Apollo 16, and Space Shuttle missions STS-1 and STS-9. He was to command STS-61J when the space shuttle fleet was grounded following the loss of Challenger. Young has flown 34 days, 19 hours, 39 seconds in space. He made 3 EVAs with a total of 20 hours, 14 minutes, 14 seconds outside his spacecraft.
Eugene A. Cernan had flown Gemini 9 with Stafford. He would later fly Apollo 17 back to the Moon. On 13 December 1972, Gene Cernan was the last man to stand on the surface of the Moon.
Charlie Brown, the Apollo 10 Command and Service Module in lunar orbit, 22 May 1969. (NASA)
Los Angeles Airways’ Sikorsky S-61L N300Y at Disneyland Heliport, Anaheim, California. This is the prototype S-61L and the sister ship of N303Y. It would also be destroyed in a catastrophic accident, 14 August 1968. (Sikorsky Historical Archives)
22 May 1968: Los Angeles Airways Flight 841, a Sikorsky S-61L, N303Y, was enroute from Disneyland, Anaheim, California, to Los Angeles international Airport (LAX). Captain John E. Dupies and First Officer Terry R. Herrington were in the cockpit, while Flight Attendant Donald P. Bergman was in the passenger cabin with twenty passengers. The flight was cruising on a westerly heading at 2,000 feet (610 meters) when the five main rotor blades “underwent a series of extreme over-travel excursions in their lead/lag axis.”
The five main rotor blades are identified by color markings: red, black, white, yellow and blue (clockwise as seen from above). As the black blade oscillated fore and aft, the geometry of the pitch change control rods to the blades changed, rapidly varying the blades’ pitch angles and therefore, the lift and drag they produced. This put extreme overloads on the pitch control rods and and the rod controlling the yellow blade failed. The yellow blade was no longer in control. The extreme dynamic changes in the blade’s motion was transmitted to the white blade which also went out of control, followed by the other three blades. All five blades diverged from the normal tip-path plane and began to strike each other and the helicopter’s fuselage. The yellow blade was driven out of its normal sequence between the white and blue blades and struck the fuselage at the baggage door with its top flat against the fuselage side. It broke into five sections then wrapped around the rotor mast. All blades were destroyed. The helicopter, completely out of control, fell nearly vertically to the ground. The crew radioed, “L.A., we’re crashing. Help us.”
At 5:51 p.m., Pacific Daylight Time, Flight 841 crashed on Alondra Boulevard near Minnesota Street in the city of Paramount. The aircraft was completely destroyed by the impact and post-crash fire. All 23 persons on board were killed.
The crash scene of Los Angeles Airways Flight 841, along Alondra Blvd, Paramount, California, 22 May 1968. One main rotor blade can be seen on a building’s roof, nearby. (Unattributed)
The National Transportation Safety Board (NTSB) investigation determined that the probable cause of the accident was a failure of the black blade’s lead/lag hydraulic damper or a loss of effectiveness of the white blade’s damper. The reason for this failure was not determined.
Captain “Jack” Dupies was a veteran pilot with Los Angeles Airways, having worked for the airline since 1953. He had a total of 12,096 flight hours with 4,208 hours in the S-61. First Officer Herrington had a total of 872 flight hours with 589 hours in helicopters. He had joined Los Angeles Airways in January 1968.
Sikorsky S-61L N303Y, s/n 61060, was completed in June 1962. At the time of the crash, it had accumulated 11,128 total hours on the airframe. It had undergone a complete 2,400-hour overhaul approximately 6 months earlier.
The Sikorsky S-61L was a civil variant of the United States Navy HSS-2 Sea King, and was the first helicopter specifically built for airline use. The prototype, N300Y, first flew 2 November 1961. It is a large twin-engine helicopter with a single main rotor/tail rotor configuration. Although HSS-2 fuselage is designed to allow landing on water, the S-61L is not amphibious, having standard fixed landing gear rather than the sponsons of the HSS-2 (and civil S-61N). The S-61L fuselage is 4 feet, 2 inches (1.270 meters) longer than that of the HSS-2. The S-61L is 72 feet, 7 inches (22.123 meters) long and 16 feet, 10 inches (5.131 meters) high, with rotors turning.
The main rotor has five blades and a diameter of 62 feet (18.898 meters). Each blade has a chord of 1 foot, 6.25 inches (0.464 meters). The tail rotor also has five blades and a diameter of 10 feet, 4 inches (3.149 meters). They each have a chord of 7–11/32 inches (0.187 meters). At 100% r.p.m., the main rotor turns 203 r.p.m. and the tail rotor, 1,244 r.p.m. The main rotor turns counter-clockwise, as seen from above. (The advancing blade is on the helicopter’s right side.) The tail rotor turns clockwise, as seen from the left side. (The advancing blade is below the axis of rotation.)
N303Y was powered by two General Electric CT58-140-1 engines. The CT58 is an axial-flow free-turbine turboshaft engine with a 10-stage compressor section and a 3-stage turbine (2 low- and 1 high-pressure stages). The -140-1 is rated at 1,400 shaft horsepower for takeoff and 1,500 SHP for 2½ minutes, with one engine inoperative. The compressor turns 26,300 r.p.m. (100% N1) and the power turbine, 19,500 r.p.m. (100% N2). The CT58-140-1 is 1 foot, 8.2 inches (0.513 meters) in diameter, 4 feet, 11.0 inches (1.499 meters) long and weighs 350 pounds (158.8 kilograms).
The helicopter’s main transmission was rated for 2,300 horsepower, maximum.
The S-61 has a cruise speed of 166 miles per hour (267 kilometers per hour). The service ceiling is 12,500 feet (3,810 meters). The maximum takeoff weight is 20,500 pounds (9,298.6 kilograms).
Between 1958 and 1980, Sikorsky built 794 S-61 series helicopters. 13 were S-61Ls. As of September 2013, two remained in service.
Colonel Edward Norris LeFaivre, United States Marine Corps.
22 May 1958: At NAS Point Mugu, a naval air weapons test center on the southern California shoreline, Major Edward Norris LeFaivre, United States Marine Corps, set five Fédération Aéronautique Internationale (FAI) World Records for Time to Altitude with a Douglas F4D-1 Skyray, Bureau of Aeronautics serial number (“Bu. No.”) 130745.
Runway 21 at Point Mugu (NTD) has a slight downhill gradient and the departure end is very near the shoreline, with an elevation of just 9 feet (2.7 meters). This runway has been used for time-to-altitude records on several occasions.
Douglas F4D-1 Skyray Bu. No. 130745 at NOTS China Lake, circa 1960. (China Lake Alumni)
Major LeFaivre’s Skyray climbed from the runway to 3,000 meters (9,843 feet) in 44.392 seconds ¹; 6,000 meters (19,685 feet), 1:06.095 ²; 9,000 meters (29,528 feet), 1:30.025 ³; 12,000 meters (39,370 feet), 1:51.244 ⁴; and 15,000 meters (49,213 feet), 2:36.233.⁵ This was the first time that a 15,000 meter had been set.
F4D-1 Bu. No. 130745 was the fifth production Skyray. The Douglas Aircraft Company F4D-1 Skyray was a single-place, single-engine, transonic all-weather interceptor, designed to operated from the United States Navy’s aircraft carriers. It had a tailless delta configuration with rounded wing tips. The Skyray was 45 feet, 7-7/8 inches (13.916 meters) long, with a wingspan of 33 feet, 6 inches (10.211 meters) and height of 12 feet, 11-7/8 inches (3.959 meters). The span with wings folded for storage on flight and hangar decks was 26 feet, 1-7/8 inches (7.972 meters), The wings’ leading edges were swept aft 52.5°. The total wing area was 557 square feet (51.747 square meters).
The interceptor had an empty weight of 16,024 pounds (7,268 kilograms) and maximum weight of 28,000 pounds (12,701 kilograms).
Early production F4D-1s were powered by a Pratt & Whitney J57-P-8 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 (1 high- and 2 low-pressure stages). The J57-P-8 had a normal power rating of 8,700 pounds of thrust (38.70 kilonewtons) at 5,750 r.p.m. , N1. The military power rating was 10,200 pounds of thrust (45.37 kilonewtons) at 6,050 r.p.m., N1. Maximum power was 14,500 pounds of thrust (64.50 kilonewtons) at 6,050 r.p.m., N1, with afterburner. The engine was 3 feet, 4.5 inches (1.029 meters) in diameter, 20 feet, 10 inches (6.35 meters) long.
The cruise speed of the F4D-1 was 520 miles per hour (837 kilometers per hour). Its maximum speed was 722 miles per hour (1,162 kilometers per hour, or 0.95 Mach) at Sea Level, and 695 miles per hour (1,118 kilometers, or Mach 1.05) at 36,000 feet (10,973 meters). The Skyray had a service ceiling of 55,000 feet (16,764 meters), and maximum range of 1,200 miles (1,931 kilometers).
The F4D-1 was armed with four 20 mm Colt Mark 12 autocannon with 70 rounds per gun. The Mark 12 had a rate of fire of 1,000 rounds per minute. Four AAM-N-7 (AIM-9) Sidewinder infrared-homing air to air missiles could be carried under the wings, or various combinations of 2.75 inch rocket pods, up to a maximum of 76 rockets.
A U.S. Marine Corps Douglas F4D-1 Skyray, Bu. No. 134815, assigned to VMF(AW)-115, just south of the Palos Verdes Peninsula of Southern California, 4 April 1957. (Robert L. Lawson Collection, National Naval Aviation Museum)
The Skyray had very unpleasant handling characteristics. It was used to teach pilots how to handle unstable aircraft. Bu. No. 130745 was used as a flight test aircraft at NOTS China Lake, a Naval Ordnance Test Station near Ridgecrest, in the high desert of southern California. (China Lake, NID, is about 55 miles/89 kilometers north-northwest of Edwards AFB, EDW).
Lt. Jan M. Graves, USNR
On 21 October 1960, Lieutenant Jan Michael (“Black Jack”) Graves, United States Naval Reserve, was flying 130745, simulating aircraft carrier takeoffs from Runway 21 at China Lake. The F4D-1 had just taken off when, at approximately 100 feet (30.5 meters), it slowly rolled upside down and then crashed on to the runway. It slid about 1.14 miles (1.83 kilometers) before coming to stop. Lieutenant Graves was killed.
Accident investigators found that a broken wire in the rudder feedback system had allowed the rudder to go to its maximum deflection.
As this Douglas F4D-1 Skyray dives away from the camera, its unusual delta wing planform can be seen. (United States Navy)
Edward Norris LeFaivre was born at Baltimore, Maryland, 11 October 1924. He attended the University of Maryland, graduating with a Bachelor of Science Degree. He was then employed at the Glenn L. Martin Company.
LeFaivre joined the United States Marine Corps in 1942. Trained as a Naval Aviator, he was assigned as a night fighter pilot with VMF(N)-533 at Yontan, Airfield, Okinawa. On 18 May 1945, Lieutenant LeFaivre shot down two enemy bombers with his Grumman F6F-5N Hellcat, for which he was awarded the Silver Star.
Captain LeFaivre continued as a night fighter pilot during the Korean War. Flying a Grumman F7F Tigercat assigned to VMF(AW)-513, on 21 October 1951, he repeatedly attacked a heavy concentration of enemy vehicles, LeFaivre’s airplane was shot down. He was rescued by helicopter, but his observer was listed as missing in action. Captain LeFaivre was awarded two additional Silver Stars for his actions on that night.
From 8 August to 31 December 1967, Colonel LeFaivre commanded Marine Air Group 13 (MAG-13), based at Chu Lai Air Base, Republic of South Vietnam. The group’s three squadrons were equipped with the McDonnell F-4B Phantom II.
Colonel Edward Norris LeFaivre retired from the Marine Corps in 1972. He died 28 June 1992 at the age of 68 years, and was buried at the Arlington National Cemetery, Arlington, Virginia.
Jackie Cochran with her “Lucky Strike Green” North American Aviation P-51B-15-NA Mustang, NX28388, circa 1948. (Library of Congress)
22 May 1948: Jackie Cochran flew her “Lucky Strike Green” North American Aviation P-51B-15-NA Mustang, USAAF serial number 43-24760, civil registration NX28388, over a 2,000 kilometer (1,242.743 miles) closed circuit from Palm Springs, California, to Mesa Gigante, a point near Santa Fe, New Mexico, and return. The flight, timed by H. Dudley Wright, a representative of the National Aeronautic Association, took 2 hours, 46 minutes, 38 seconds.
According to contemporary newspaper reports, difficulties with the airplane’s oxygen system “prevented Miss Cochran from taking advantage of favorable winds at higher altitudes which might have boosted her speed.”
Her Mustang averaged 720.134 kilometers per hour (447.470 miles per hour), setting two Fédération Aéronautique Internationale (FAI) World Records for Speed,¹ and United States National Aeronautic Association speed record for its class.
Two days later, she would set another speed record in this same P-51. While the FAI records have been superseded, the United States records still stand.
Jackie Cochran’s “Lucky Strike Green” North American Aviation P-51B-15-NA Mustang NX28388, #13, with drop tanks, at Van Nuys Metropolitan Airport, California, August 1946. (Unattributed)
Jackie Cochran had broken the previous record, 708.592 kilometers per hour (440.299 miles per hour), which had been set by Lieutenant John J. Hancock, U.S. Air Force, with a Lockheed P-80A Shooting Star jet fighter two years earlier.² [See TDiA, 19 May 1946]
Cochran bought NX28388 from North American Aviation, Inc., 6 August 1946. Cochran also flew the green P-51B in the 1946 and 1948 Bendix Trophy Races, in which she placed 2nd and 3rd. Her Mustang was flown by Bruce Gimbel in the 1947 Bendix race, placing 4th.
Jackie Cochran’s green North American Aviation P-51B-15-NA Mustang, NX28388. (FAI)
Interviewed about the new speed records, Jackie said,
“Last Saturday’s flight was for blood. I bought this P-51 two years ago and ever since have been fixing it up for the one objective of beating the Army’s jet 2,000 kilometer speed record. The Bendix Race and other flights were just incidental. . . .”
— WASP NEWSLETTER, July 1948, Volume V, Number Two, at Page 2.
Jackie Cochran’s North American Aviation P-51B Mustang, NX28388, on the flight line at the Cleveland National Air Races, 1948. (San Diego Air & Space Museum Archives)
The P-51B and P-51C are virtually Identical. The P-51Bs were built by North American Aviation, Inc., at Inglewood, California. P-51Cs were built at North American’s Dallas, Texas plant. They were 32 feet, 2.97 inches (9.829 meters) long, with a wingspan of 37 feet, 0.31-inch (11.282 meters) and overall height of 13 feet, 8 inches (4.167 meters) high. The fighter had an empty weight of 6,985 pounds (3,168 kilograms) and a maximum gross weight of 11,800 pounds (5,352 kilograms).
NX28388 on the flight line at the Cleveland National Air Races, 1948. (San Diego Air & Space Museum Archives)
The P-51B was the first version of the North American Aviation fighter to be powered by the Merlin engine in place of the Allison V-1710. Rolls-Royce had selected the Packard Motor Car Company to build Merlin aircraft engines in the United States under license. NX28388 was powered by a Packard-built V-1650-7, serial number V332415, which was based on the Merlin 66. It was a right-hand tractor, liquid-cooled, supercharged 1,649-cubic-inch-displacement (27.04-liter), single overhead cam (SOHC) 60° V-12 engine, which produced 1,490 horsepower at Sea Level, turning 3,000 r.p.m. at 61 inches of manifold pressure (V-1650-7). (Military Power rating, 15 minute limit.) The engine drove a four-bladed Hamilton Standard Hydromatic constant-speed propeller with a diameter of 11 feet, 2 inches (3.404 meters) through a 0.479:1 gear reduction.
A Packard Motor Car Company V-1650-7 Merlin V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum. This engine weighs 1,715 pounds (778 kilograms) and produces 1,490 horsepower at 3,000 r.p.m. Packard built 55,873 of the V-1650 series engines. Continental built another 897. The cost per engine ranged from $12,548 to $17,185. (NASM)
The P-51B had a cruise speed of 362 miles per hour (583 kilometers per hour) and the maximum speed was 439 miles per hour (707 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 41,900 feet (12,771 meters). With internal fuel, the combat range was 755 miles (1,215 kilometers).
In military service, armament consisted of four Browning AN-M2 .50-caliber machine guns, mounted two in each wing, with 350 rounds per gun for the inboard guns and 280 rounds per gun for the outboard.
1,988 P-51B Mustangs were built at North American’s Inglewood, California plant and another 1,750 P-51Cs were produced at Dallas, Texas. This was nearly 23% of the total P-51 production.
While being ferried back to the West Coast after the 1948 Bendix Trophy Race, NX28388 crashed six miles south of Sayre, Oklahoma, 8 September 1948, killing the pilot, Sampson Held. Two witnesses saw a wing come off of the Mustang, followed by an explosion.
Amelia Earhart’s Lockheed Electra 10E Special, NR16020
22 May 1937: Earhart’s Lockheed Electra 10E Special, NR16020 was repaired at Tucson, Arizona after its left engine, a Pratt & Whitney Wasp S3H1 nine-cylinder radial, caught fire while restarting after a fuel stop the previous day. Amelia Earhart and her Navigator, Fred Noonan, and two passengers, flew to New Orleans, Louisiana, on the 22nd.
Although she was actually on the third leg of her second around-the-world-flight attempt, no public announcement had yet been made. She—well, prevaricated—when speaking to local newspaper reporters.
The Arizona Daily Star reported:
Fire Delays Amelia Earhart Here While She Plans Flight
Will Start on World Trip Near the End of This Month She Says While Searching for Fire Extinguisher After Dousing Small Blaze In Plane
Temporarily grounded in Tucson due to a minor fire which did little damage to the motor of her $90,000 Flying Laboratory, Amelia Earhart announced here last night that with good weather, her second globe girdling trip would start sometime near the end of this month. The route will be the same except for minor changes called for by shifting weather conditions.
The The Blaze Miss Earhart said was just minor and was caused when an overheated motor “backfired.” It was quickly smothered by a mechanical chemical extinguisher which Miss Earhart released. She said this shot the chemical into all parts of the engine and put the fire out. The damage was negligible she said and she expects to take off today for some eastern city, probably El Paso.
With Husband
Miss Earhart, with her husband, George Palmer Putnam, New York publisher, Captain Fred Noonan, and her mechanic, Bo McKneely, had just landed at the municipal airport after a flight from Burbank, California, when flames shot from the engine. The aviatrix, who had left the plane, saw the fire break out in the left motor as the plane was being taxied to the hangar. The plane was stopped and she extinguished the blaze with the automatic extinguisher connected with the motor.
The huge craft, twin-motored Lockhead [sic] Electra, was taken to the hangar, where attendants cleaned the soot and chemical from the engine.
Just Out of Shop
Miss Earhart and her party came to the Pioneer hotel last night after the plane was taken care of in the municipal hangar. She said the plane had just been out of the factory at Burbank for two days after having been completely overhauled following the crack-up in Honolulu. “It’s just like new now,” and has to be taken on a shake-down flight. I’d like to put 50 hours on it before the big flight.”
Thursday they flew from Burbank to Oakland and return and yesterday they came here. Putnam is returning to New York and Miss Earhart will fly him part way. “I’m just flying anywhere,” she said, “merely to check the plane and see that everything is working properly. We made all of our fuel tests before and of course don’t have to do that again. Our course this time will be much the same as the last one with the exception of a few changes due to shifting weather. That course was made for conditions as they were in March and now, 60 days later, the weather has altered in some places. The route will be primarily around the world following the equator.”
Something to Do
Miss Earhart said she would like very much to make this first around the world flight. “If I don’t some one else will,” she added. She said lone flyers have pioneered all the present commercial and it’s up to lone flyers to continue making new courses. “And besides this flight gives me something to do,” she concluded.
In the meantime Miss Earhart was without a serviceable fire extinguisher. Her trick mechanical one that so neatly put out the fire last night was exhausted and as it must be filled with a special “under pressure” system which the local airport did not possess, she could not have it recharged until she returns to Burbank. She also carries in her plane several of the small quart size hand operated extinguishers. These were also played on yesterday’s blaze by mechanics and were empty.
Extinguishers Needed
Putnam and Miss Earhart decided that they would have to have some serviceable fire fighting equipment before they left in the morning, just as a precautionary measure. They decided, at least, to get their small hand operated extinguishers recharged. Surely, they thought, they could get them filled in Tucson.
A half hour on the telephone calling everyone possible from he fire department to the airport revealed no recharge chemical for the extinguishers. They decided to abandon that idea and get an extinguisher, but the little ones they had cost $14. Now $14 is a good bit to pay for additional extinguishers even for a $90,000 plane, when you already have some and all you need is the chemical.
Filler Provided
Finally the night man at the Motor Service company said he had one dandy big extinguisher of the “turn upside down and let ‘er go” variety which he thought would be just swell for Miss Earhart’s Plane. The phones buzzed again and Putnam said, “Buy it, then we’ll have something.” But this extinguisher, bright and shiny with a pretty red handle, was not filled. That was an easy problem and was soon solved by Chief Joe Robert’s men. He carefully measured each chemical and filled it properly. The copper extinguisher was promptly delivered to Miss Earhart. She started to write out a check to pay for teh apparatus and said, “What date is today?”
She was told “May 21.”
“Why that’s right,” she said, “five years ago today I landed in Ireland.”
Made History
Miss Earhart went on talking about her propsed trip. She might also have mentioned that on that trip five years ago she made world history, being the first woman pilot to fly solo across the Atlantic ocean, her flight was from Newfoundland to Ireland. In January 1935, she flew from Hawaii to California and in May of the same year she flew from Mexico City to New York in a non-stop jump. This past March she set a new record in her flight from California to Honolulu.
The fire extinguisher man pocketed the check and left. Then half of Tucson called up with extinguishers of all descriptions. Her mechanic secured recharges for the hand extinguishers and all was well. She was told to be sure and keep this newly purchased extinguisher in an upright position. Not expecting to do any loops, she said she would.
—The Arizona Daily Star, Tucson, Arizona, Vol. 96, No. 142, Saturday Morning, 22 May 1937, at Page 1, Columns 6 and 7, and Page 5, Columns 2 and 3
“The next morning at Tucson a dense sandstorm blocked our way, but despite it we took off, leap-frogging at 8,000 feet over El Paso with a seemingly solid mass of sand billowing below us like a turbulent yellow sea. That night we reached New Orleans. . . .”
— Amelia Earhart
Great Circle route between Tucson, Arizona, and New Orleans, Louisiana. 1,069 nautical miles (1,230 statute miles/1,980 kilometers). (Great Circle Mapper)
