17 March 1969: First flight, Société nationale des constructions aéronautiques du Sud-Est test pilot Roland Coffignot and flight engineer Gérard Boutin made the first flight of the prototype SA 315A Lama, serial number 315-001. The new helicopter combined the airframe of the SNCASE Alouette II with the drive train and rotors of the Alouette III.
The helicopter was built to meet the specific needs of the Indian Air Force for operations in the Himalayan Mountains. It was required to take off and land at an altitude of 6,000 meters (19,685 feet) while carrying a pilot, one passenger and 200 kilograms (441 pounds) of cargo. The SA 315A was able to exceed this, landing and taking off in the Karakoram Mountains at 6,858 meters (22,500 feet).
315-001 was later upgraded to the SA 315 B configuration. It was registered F-BPXS. On 19 June 1972, Aérospatiale Chief Test Pilot Jean Boulet with Gérard Boutin set a Fédération Aéronautique Internationale (FAI) World Record for Altitude Without Payload at 10,836 meters (35,551 feet).¹ Three days later, 21 June, Boulet set another three World Records by flying 315-001 to an altitude of 12,442 meters (40,820 feet).²
SNCASE SA 315 B 001. (Airbus Helicopters)
The SA 315 B Lama is a 5-place light helicopter powered by a turboshaft engine. It is operated by a single pilot. The fuselage is 10.236 meters (33 feet, 7.0 inches) long. With rotors turning, the helicopter has an overall length of 12.919 meters (42 feet, 4.6 inches) and height of 3.090 meters (10 feet, 1.7 inches). The SA 315 B has an empty weight of 1,021 kilograms (2,251 pounds) and a maximum gross weight of 1,950 kilograms (4,300 pounds). With an external load carried on its cargo hook, the allowable maximum gross weight is 2,300 kilograms (5,070 pounds).
Aérospatiale SA 315 B Lama three-view illustration with dimensions. (Aérospatiale Hélicoptères)
The three-bladed, fully-articulated main rotor has a diameter of 11.020 meters (36 feet, 1.9 inches). It turns clockwise, as seen from above. (The advancing blade is on the left side of the helicopter.) Normal main rotor speed, NR, is 350–360 r.p.m. The range in autorotation ins 270–420 r.p.m. The three-bladed anti-torque tail rotor is mounted on the left side of the tail boom in pusher configuration. It is 1.912 meters (6 feet, 3.3 inches) in diameter and turns clockwise, as seen from the helicopter’s left side. (The advancing blade is below the axis of rotation.) It turns at 2,020 r.p.m.
Aérospatiale SA 315 B Lama F-BPXS, s/n 315-001, lifting an external load on its cargo hook, 1980. (Kenneth Swartz)
The Lama was initially powered by a Societé Anonyme Turboméca Artouste III B (later aircraft, Artouste III B1) turboshaft engine. This is a single-shaft engine with a single-stage axial-flow, single-stage centrifugal flow, compressor section and a three-stage turbine. The engine turns 33,500 r.p.m. and the output drive shaft turns 5,773 r.p.m. The Artouste III B1 produces a maximum 870 horsepower, but is derated to 570 horsepower for installation in the Lama. The engine is 1.815 meters (5 feet, 11.5 inches) long, 0.667 meters (2 feet, 2.3 inches) high and 0.520 meters (1 foot, 8.5 inches) wide. It weighs 178 kilograms (392 pounds).
The helicopter has a cruise speed 98 knots (113 miles per hour/181 kilometers per hour) and a maximum speed (VNE) of 113 knots (130 miles per hour/209 kilometers per hour) at Sea Level. Sideward or rearward flight (or operations in crosswinds or tailwinds) are restricted to 18 knots. The maximum operating altitude is 7,000 meters (22,966 feet). At 1,950 kilograms (4,299 pounds), the Lama has a hover ceiling in ground effect (HIGE) of 5,050 meters (16,568 feet), and out of ground effect (HOGE), 4,600 meters (15,092 feet).
Société nationale des constructions aéronautiques du Sud-Est became Societe nationale industrielle aérospatiale (SNIAS) in 1970. The company produced the SA 315 B Lama beginning in 1971. It was also built under license by Hindustan Aeronautics in India and Helibras in Brazil.
The total number of SA 315 Bs and its variants built is uncertain. In 2010, Eurocopter, the successor to Aérospatiale, announced that it will withdraw the Lama’s Type Certificate in 2020.
North American Aviation XB-45 45-59479 in flight. (U.S. Air Force 061020-F-1234S-013)
17 March 1947: The prototype of the United States’ first jet-powered bomber, the North American Aviation XB-45 Tornado, 45-59479, made a one-hour first flight at Muroc Army Air Field in the high desert of southern California (later known as Edwards Air Force Base), with company test pilot George William Krebs and flight engineer Paul W. Brewer.
The Valley Times reported:
Secret Jet Bomber in First Hop
MUROC ARMY AIR FIELD, Calif., March 18—(AP)—America’s first bombing plane with four jet-propulsion engines—the B-45 which has been in secret production for many months—made an initial flight at this field yesterday.
The sleek North American Aviation, Inc., plane, with a wing-spread of 89½ feet and a length of 141 feet, [sic] has lines resembling a fighter more than a bomber and was described by the Army Air Forces as having an “exceedingly high” speed.
George Krebs, North American test pilot, flew the plane for its test, accompanied by Flight Engineer Paul W. Brewer.
The B-45 is considerably smaller than the famed B-29 but company officials said it is a heavy bomber by World War II standards. The company said its range approximates that of earlier heavy bombers while carrying a “substantially” heavier load.
The four General Electric J-35 jet engines are housed in pairs in single nacelles on each wing.
North American Aviation received a $73,900,000 contract to build 96 B-45s for the United States Army Air Forces within the next two years. They would be built by NAA in a leased portion of the Douglas Aircraft Company plant at Long Beach, California.
The photographs below show the XB-45 parked on Muroc Dry Lake. Notice that the windows over the bombardier’s compartment in the nose are painted on.
The North American Aviation XB-45 Tornado was a prototype four-engine bomber. It had a high-mounted straight wing and tricycle landing gear. It was 74 feet, 0 inches (22.555 meters) long with a wingspan of 89 feet, 6 inches (27.279 meters) and overall height of 25 feet, 2 inches (7.671 meters). It had an empty weight of 41,876 pounds (18,995 kilograms) and maximum takeoff weight of 82,600 pounds (37,467 kilograms).
North American Aviation XB-45 Tornado 45-59479 parked on the dry lake bed at Muroc Army Airfield, California. (U.S. Air Force 061020-F-1234S-015)
North American Aviation XB-45 Tornado 45-59479 parked on Muroc Dry Lake. (U.S. Air Force 061020-F-1234S-016)North American Aviation XB-45 45-59479 makes a low pass over the runway. (U.S. Air Force 061020-F-1234S-018)
The three prototypes were powered by four Allison-built General Electric J35-A-4 turbojet engines, installed in nacelles which were flush with the bottom of the wings. The J35 was a single-shaft engine with an 11-stage axial-flow compressor section and a single-stage turbine. The J35-A-4 was rated at 4,000 pounds of thrust (14.79 kilonewtons). The engine’s maximum speed was 8,000 r.p.m. The J35 was 14 feet, 0 inches (4.267 meters) long, 3 feet, 4.0 inches (1.016 meters) in diameter, and weighed 2,400 pounds (1,089 kilograms).
The maximum speed of the XB-45 was 494 miles per hour (795 kilometers per hour) at Sea Level and 516 miles per hour (830 kilometers per hour) at 14,000 feet (4,267 meters). The service ceiling was 37,600 feet (11,461 meters).
North American Aviation XB-45 45-59479 as a test bed for rocket assisted take-off, 24 September 1958. Production B-45s could be equipped with two Aerojet XLR13-AJ-1 Assisted Take-Off rocket engines, producing 4,000 pounds (17.79 kilonewtons) of thrust for 60 seconds. (U.S. Air Force 061020-F-1234S-017)
The production B-45A Tornado, made its first flight 24 February 1948, when George Krebs and Nick Pickard flew it from the NAA plant at Long Beach Airport to Muroc Army Air Field. The duration of the flight was 1 hour, 4 minutes. It was heavier that the XB-45 and had better performance. It was operated by two pilots, a bombardier/navigator and a tail gunner. It was 75 feet, 4 inches (22.962 meters) long with a wingspan of 89 feet, 0 inches (27.127 meters) and overall height of 25 feet, 2 inches (7.671 meters).
The B-45A had a total wing area of 1,175 square feet (109.2 square meters). The leading edges were swept aft 3° 30′. Their angle of incidence was 3° with -3° 30′ twist and 1° dihedral.
The bomber’s empty weight was 45,694 pounds (20,726 kilograms) and maximum takeoff weight was 91,775 pounds (41,628 kilograms).
Cutaway illustration of the North American Aviation B-45 Tornado showing internal structure and arrangement. (U.S. Air Force 061020-F-1234S-019)
The B-45A was powered by four General Electric J47-GE-13 turbojet engines. The J47 was an axial-flow turbojet with a 12-stage compressor and single stage turbine. It had a normal power rating of 4,320 pounds of thrust (19.216 kilonewtons) at 7,370 r.p.m.; military power, 5,200 pounds (23.131 kilonewtons) at 7,950 r.p.m. (30-minute limit); and maximum power rating of 6,000 pounds(26.689 kilonewtons) at 7,950 r.p.m., with water/alcohol injection (5-minute limit). The engine was 12 feet, 0.0 inches (3.658 meters) long, 3 feet, 3.0 inches (0.991 meters) in diameter and weighed 2,525 pounds (1,145 kilograms).
The B-45A Tornado had a cruise speed of 393 knots (452 miles per hour/728 kilometers per hour), and maximum speed of 492 knots (566 miles per hour (911 kilometers per hour) at 4,000 feet (1,219 meters). Its service ceiling was 46,800 feet (14,265 meters) and it had a maximum range of 1,886 nautical miles (2,170 statute miles/3,493 kilometers). An auxiliary 1,200 gallon (4,543 liters) fuel tank could be installed in the bomb bay.
North American Aviation B-45A-5-NA Tornado 47-025 salvos a load of bombs. (U.S Air Force)
The bomb load was 22,000 pounds (9,979 kilograms). It was capable of carrying the M110 (T-14), the U.S. version of the RAF’s “Grand Slam” bomb.) Two Browning .50-caliber AN-M3 machine guns were mounted in the tail for defense, with 600 rounds of ammunition per gun.
41 B-45As were modified to the “Back Breaker” configuration, which enabled them to be armed with nuclear weapons.
The B-45 served with both the United States Air Force and the Royal Air Force (RB-45C reconnaissance variant). 143 were built, including the three XB-45 prototypes. They served with the United States Air Force until 1959.
An early production North American Aviation B-45A-1-NA Tornado, 47-011. (U.S. Air Force 061020-F-1234S-028)
On 20 September 1948, near Alpaugh, California, the first production B-45A-1-NA Tornado, 47-001, was put into a dive to test the airplane’s design load factor. During the dive, one of the engines exploded, which tore off several cowling panels. These hit the horizontal stabilizer, damaging it. The B-45 pitched up, and both wings failed due to the g load. The prototype had no ejection seats and test pilots George Krebs and Nicholas Gibbs Pickard, unable to escape, were both killed.
George William Krebs
George William Krebs was born in Kansas City, Missouri, 5 March 1918. He was the first of three children of William J. Krebs, an advertising executive, and Betty Schmitz Krebs. He attended Southwest High School, graduating in 1935.
Krebs studied at the Massachussetts Instititute of Technology (M.I.T.) at Cambridge, Massachussetts. He was a member of the Sigma Chi (ΣΧ) fraternity.
In 1940, Krebs was the owner of a Luscombe airplane distributorship in Kansas City. He had brown hair, blue eyes and a ruddy complexion. He was 5 feet, 9 inches tall (1.75 meters) and weighed 135 pounds (61 kilograms).
George Krebs married Miss Alice Bodman Neal at Kansas City, Missouri, 26 December 1942. They would have two children William and Charlotte.
During World War II, Krebs was employed as a test pilot at the North American Aviation, Inc., B-25 Mitchell medium bomber assembly plant at Kansas City, Kansas. Prior to taking over the XB-45 project, he was the chief test pilot at K.C.
North American Aviation B-25 Mitchell medium bombers near completion at the Kansas City, Kansas, bomber plant, circa 1944. (Alfred T. Palmer/U.S. Office of War Information)Nicholas Gibbs Pickard
Nicholas Gibbs Pickard was born at Brooklyn, New York, 5 November 1916. He was the second of three children of Ward Wilson Pickard, a lawyer, and Alice Rossington Pickard.
During World War II, Pickard served as a ferry pilot for the Royal Air Force Transport Command.
On 21 January 1944, Captain Pickard married Miss Kathleen Baranovsky at Montreal, Quebec, Canada. They had two daughters, Sandra and Manya.
Following the war, Pickard was employed as a test pilot by North American Aviation.
Nicholas Gibbs Pickard was buried at the Pacific Crest Cemetery, Redondo Beach, California.
17 March 1937, 4:37 p.m. Pacific Standard Time (23:37, UTC): Amelia Mary Earhart departed Oakland Municipal Airport, located on the eastern shore of San Francisco Bay, beginning the first leg of her around-the-world flight. Also aboard were her friend and adviser, Albert Paul Mantz, navigator Frederick J. Noonan and radio operator/navigator Harry Manning. The airplane was Earhart’s Lockheed Electra 10E Special, NR16020.
Great Circle course from Oakland, California, to Honolulu, Hawaii. (Great Circle Mapper)
Flying a Great Circle course, the distance from Oakland to Wheeler Field on the Island of Oahu, Territory of Hawaii, was 2,093 nautical miles (2,408 statute miles/3,876 kilometers).
Amelia Earhart and her crew pose in front of the Electra. Left to right, Paul Mantz, co-pilot; Amelia Earhart, pilot; Captain Harry Manning, radio operator/navigator; and Captain Frederick J. Noonan, also a navigator, at Oakland Municipal Airport, California, 17 March 1937.
Captain Frederick J. Noonan was formerly the Chief Navigator of Pan American Airways, and had extensive experience in transoceanic flight. Captain Harry Manning was a Master Mariner, commanding ocean liners for United States Lines. (He would later serve as captain of SS United States, the flagship of America’s Merchant Marine, and as the Commodore of United States Lines.)
Checking weight and balance and fuel quantity calibration at Lockheed, Burbank, California. (Purdue University Library)
Amelia Earhart’s 1936 Electra 10E Special, serial number 1055, was the fifth of fifteen built by the Lockheed Aircraft Corporation at Union Air Terminal, Burbank, California (now, Hollywood Burbank Airport, BUR). Designed to carry as many as ten passengers, NR16020 had been modified to carry fuel for 20 hours of flight. Amelia first flew the Electra with a Lockheed test pilot, Elmer C. McLeod, 21 July 1936, and took delivery on her 39th birthday, 24 July. The airplane cost $80,000.
Kelly Johnson with a wind tunnel model of a version of the Lockheed Electra. Based on testing, numerous changes were made before the airplane was placed in production. (Lockheed)
The Lockheed Electra 10 was designed by Hall Hibbard, and was Clarence L. “Kelly” Johnson’s first assignment when he went to work at Lockheed. It was 38 feet, 7 inches (11.760 meters) long with a wingspan of 55 feet, 0 inches (16.764 meters) and overall height of 10 feet, 1 inch (3.073 meters).
While the basic Model 10 had an empty weight of 6,454 pounds (2,927.5 kilograms), Amelia Earhart’s modified Electra 10E Special had an empty weight of 7,265 pounds (3,295.4 kilograms), partly as a result of the additional fuel tanks which had been installed. Fully fueled, NR16020 carried 1,151 gallons (4,357 liters) of gasoline.
NR19020 was powered by two air-cooled, supercharged, 1,343.804-cubic-inch-displacement (22.021 liter) Pratt & Whitney Wasp S3H1 single-row nine-cylinder radial engines with a compression ratio of 6:1. These engines used a single-stage supercharger. The S3H1 had a Normal Power rating of 550 horsepower at 2,200 r.p.m. to 5,000 feet (1,524 meters), and 600 horsepower at 2,250 r.p.m for Takeoff, using 80/87 aviation gasoline. The direct-drive engines turned two-bladed Hamilton Standard variable-pitch, constant-speed propellers with a diameter of 9 feet, 7/8-inch (2.675 meters). The Wasp S3H1 was 3 feet, 7.01 inches (1.092 meters) long, 4 feet, 3.60 inches (1.311 meters) in diameter, and weighed 865 pounds (392 kilograms).
Amelia Earhart’s Lockheed Electra 10E, NR16020, taking off from Oakland Airport, 1637 hours, 17 March 1937. The tail wheel has just lifted off the runway.
Amelia Earhart’s Lockheed Electra 10E, NR16020, departs Oakland, 4:37 p.m., 17 March 1937. The landing gear is retracting. (Purdue University Library)Amelia Earhart’s Lockheed Electra 10E, NR16020, over San Francisco Bay. (Photographed by Clyde Herwood Sunderland, Jr.)Amelia Earhart’s Lockheed Electra 10E Special, NR16020, passing the San Francisco-Oakland Bay Bridge. (Detail from photograph by Clyde Herwood Sunderland, Jr.)
Louise Thaden at Oakland Municipal Airport with a Beech Travel Air, 1929. (NASM-SI-83-2145)
17 March 1929: Louise Thaden, flying a Beech Travel Air 3000, NC5426, over Oakland, California, set a new Fédération Aéronautique Internationale (FAI) World Record for Duration, staying aloft for 22 hours, 3 minutes.¹ This flight broke the previous record which had been set five weeks earlier, 10–11 February, by Evelyn (“Bobbie”) Trout—which had broken the record set 2 January 1929 by Elinor Smith.
The Oakland Chapter of the National Aeronautic Association wanted to have all new U.S. records set at Oakland, and Mrs. Thaden’s duration flight was a part of that campaign. Officials from the Oakland NAA group observed her flight in order to certify the record for the international body, the FAI.
Douglas C. Warren’s Travel Air 3000, NC5426, flown by Louise Thaden to set a World Record for Duration, (San Diego Air & Space Museum Archives, Catalog #: 00072288)
The airplane flown by Mrs. Thaden for her duration record was a Travel Air 3000, registration NC5426, serial number 51?. The airplane was modified with an auxiliary fuel tank in the forward cockpit.
The Travel Air 3000 was a single-engine, three-place, single-bay biplane with fixed landing gear. The airplane was 24 feet, 3 inches (7.391 meters) long, with an upper wing span of 34 feet, 8 inches (10.566 meters), and lower span of 28 feet, 8 inches (8.738 meters). The airplane had an overall height of 9 feet, 0 inches (2.743 meters). The 3000 had an empty weight of 1,664 pounds (755 kilograms), and gross weight of 2,590 pounds (1,175 kilograms).
Louise Thaden flying the Travel Air 3000, NC5426, during her duration record attempt, 17 March 1929. The auxiliary fuel tank fills the airplane’s forward cockpit. (San Diego Air & Space Museum, Catalog #: 00072287)
Travel Air biplanes could be ordered with several different air-cooled or water-cooled engines, such as the Curtiss OX-5, the 120 h.p. Fairchild Caminez 4-cylinder radial, or the Wright Whirlwind. The 3000 was equipped with a liquid-cooled, normally-aspirated Hispano-Suiza 8Ac V-8 (according to FAI records). For the record flight the engine was replaced with a “souped-up” engine.
The Travel Air 3000 had a cruise speed of 105 miles per hour (169 kilometers per hour), and a maximum speed of 119 miles per hour (192 kilometers per hour). Its service ceiling was 17,000 feet (5,182 meters), and the maximum range was 400 miles (644 kilometers).
The Travel Air Manufacturing Company built approximately 50 of the “Hisso-powered” Travel Air 3000 variant.
Louise Thaden waves from the cockpit of the Travel Air 3000, NC5426. The forward cockpit has been modified to accept a large auxiliary fuel tank. (San Diego Air & Space Museum, Catalog #: WOF_00343)
The Oakland Tribune reported:
WOMAN FLIER BREAKS RECORD
Oakland Aviatrix Sets World Mark for Endurance Flight
Mrs. Louise McPhetridge Thaden wants to break more aviation records, she declared at Oakland airport today. Already holder of the altitude record for women and having brought her biplane to earth here yesterday with a new women’s endurance flight record, she now is thinking about establishing new altitude and speed marks for women.
For 22 hours, 3 minutes and 25 seconds, Mrs. Thaden kept her plane in teh air over Oakland airport yesterday, fighting against drowsiness and night cold to beat the former women’s sustained flight record of 17 hours, 5 minutes, 37 seconds, recently established by Miss Bobby Trout of Los Angeles.
It was at noon yesterday that Mrs. Thaden signalled to planes flying close to her that her gasoline supply was getting low.. Still she kept circling over the airport while thousands waited on the ground below, eager to see her and greet her when she landed.
12 GALLONS OF GAS REMAIN AT FINISH.
Mrs. Thaden made one last great circle of the flying field and brought her plane to earth at 1:55 p.m. She taxied her plane to a hangar, where officials of the Oakland chapter, National Aeronautic association, newspaper men and friends waited to welcome her. Examination of the plane showed that only 12 gallons of 196 gallons of gasoline were left.
As friends helped her out of the cockpit where she had sat in a cramped position without sleep, she smiled and said: “Well, I made it. But, gosh, I’m tired.”
Thousands who had waited at the Oakland airport since early morning cheered Mrs. Thaden, and police were busy keeping them from crushing her in their desire to see the flier and her record plane.
Mrs. Thaden was greeted first with a hug and a kiss from Mrs. Hattie V. Thaden, her mother-in-law, who had waited through the long night at the airport, confident that her son’s wife would succeed in her record-seeking attempt.
—Oakland Tribune, Vol. CX, No. 77, Monday, 18 March 1929, Page 1, Column 5, and Page 2, Column 2
Iris Louise McPhetridge was born 12 November 1905 at Bentonville, Arkansas. She was the first of three daughters of Roy Fry McPhetridge, owner of a foundry, and Edna Hobbs McPhetridge. She was educated at the University of Arkansas at Fayetteville, a member of the Class of 1927. She was president of the Delta Delta Delta (ΔΔΔ) Sorority, Delta Iota (ΔΙ) Chapter, head sports for basketball and president of The Panhellenic.
Iris Louise McPhetridge Thaden (San Diego Air & Space Museum Archives)
Louise McPhetridge had been employed by Walter Beech as a sales representative for his Travel Air Manufacturing Company at Wichita, Kansas, and he included flying lessons with her employment. Beech asked her to go to Oakland as an employee of Douglas C. Warren, the new Travel Air dealer for the western region of the United States. He included flying lessons with her employment. (Warren owned the airplanes used by Mrs. Thaden to set her altitude and endurance records.) She received her pilot’s license from the National Aeronautic Association, signed by Orville Wright, 16 May 1928.
Louise Thaden’s original pilot license, No. 6850, issued by the National Aeronautic Association and signed by Orville Wright. (The Central Arkansas Library System)
Miss McPhetridge married Mr. Herbert von Thaden at San Francisco, California, 21 July 1928. Thaden was a former military pilot and an engineer. They would have two children, William and Patricia.²
In 1929, Mrs. Thaden was issued Transport Pilot License number 1943 by the Department of Commerce. She was the fourth woman to receive an Airline Transport Pilot rating.
Mrs Thaden set an FAI World Record for Altitude of 6,178 meters (20,269 feet) over Oakland, California, 7 December 1928.¹ On 17 March 1929, she set an FAI record for duration of 22 hours, 3 minutes.²
Louise Thaden served as secretary of the National Aeronautic Association, and was a co-founder of The Ninety-Nines. She served as that organization’s vice president and treasurer. She set several world and national records and was awarded the national Harmon Trophy as Champion Aviatrix of the United States in 1936.
Louise Thaden stopped flying in 1938. She died at High Point, North Carolina, 9 November 1979.
Louise Thaden with her 1936 Vincent Bendix Trophy, circa 1975. (NASM-00196777)
¹ FAI Record File Number 12223
² Thaden had founded the Thaden Metal Aircraft Company, builder of the all-metal Thaden T-1, T-2, and T-4 Argonaut. He went on to design molded plywood furniture for the Thaden-Jordan Furniture Corporation. His designs are considered to be works of art, and individual pieces sell for as much as $30,000 today.
Captain Wendy Rexon, left, and her daughter, First Officer Kelly Rexon, in the cockpit of a Delta Air Lines Boeing 757, 16 March 2019. (Photograph by John R. Watret, Ph.D., Chancellor, Embry Riddle Aeronautical University)
Saturday, 16 March 2019, a Delta Air Lines Boeing 757 was flown from Los Angeles International Airport (LAX) to Atlanta Hartsfield International Airport (ATL) by Captain Wendy Rexon and her daughter, First Officer Kelly Rexon.
A Delta Air Lines Boeing 757 landing at ATL. (AndrewC75)
