All posts by Bryan Swopes

About Bryan Swopes

Bryan R. Swopes grew up in Southern California in the 1950s–60s, near the center of America's aerospace industry. He has had a life-long interest in aviation and space flight. Bryan is a retired commercial helicopter pilot and flight instructor.

23 May 1953

Jackie Cochran in cockpit of the Sabre Mk.3, with Major Charles E. Yeager, U.S. Air Force
Jackie Cochran in cockpit of the Canadair Sabre Mk.3, with Major Charles E. Yeager, U.S. Air Force (Air Force Flight Test Center History Office, U.S. Air Force)

23 May 1953: At Edwards Air Force Base, California, Jackie Cochran set another Fédération Aéronautique Internationale (FAI) speed record with the Canadair CL-13 Sabre Mk.3, No. 19200. Flying over a 500-kilometer closed circuit without payload, the Orenda-powered Sabre averaged 952.032 kilometers per hour (591.565 miles per hour). ¹

The following week a morning opened up with conditions satisfactory, except for a fifteen-knot wind, and I went around the course five times for a 500-kilometer record of 590 miles per hour. The plane, without the  carrying of external tanks, had fuel for only seventeen minutes of full-power low-altitude flying, so for this longer run I had to carry the external tanks, which slowed the airplane down by about 40 miles per hour. Even so, I only had fuel for twenty-seven minutes of full-power flying, which was insufficient, so I had to make the runs pulling 94 per cent of full power rather than full power. I landed on the dry lake bed just as I did after the 100-kilometer run and again with two minutes of fuel remaining.

The Stars at Noon, by Jacqueline Cochran, Little, Brown and Company, Boston, 1954, Chapter XII, at Pages 230–231.

ackie Cochran’s FAI Diplome de Record at the San Diego Air and Space Museum Archives. (© 2015, Bryan R. Swopes)
Jackie Cochran’s FAI Diplôme de Record at the San Diego Air & Space Museum Archives. (© 2015, Bryan R. Swopes)

During May and June 1953, Cochran, a consultant to Canadair, flew the Sabre Mk.3 to FAI records over the 15/25 kilometer straight course, the 100-kilometer closed circuit, the 500-kilometer closed circuit and to an altitude record of 14,377 meters (47,168.635 feet). She was the first woman to “break the Sound Barrier” when she flew No. 19200 to Mach 1.04.

The Canadair Sabre Mk.3 was a one-of-a-kind CL-13 Sabre (an F-86E Sabre manufactured by Canadair Ltd. under license from North American Aviation, Inc.) built to test the prototype Avro Canada Gas Turbine Division Orenda 3 engine. Modifications to the F-86 airframe were required to install the new, larger engine.

Jackie Cochran in the cockpit of the Canadair Sabre Mk.3 No. 19200 at Edwards AFB. (LIFE Magazine)

The Orenda 3 was an axial-flow turbojet engine with a 10-stage compressor, six combustion chambers and single-stage turbine. It produced 6,000 pounds of thrust (16.69 kilonewtons), a 15% improvement over the General Electric J47-GE-13 installed in the standard F-86E. The Orenda was 121.3 inches (3.081 meters) long, 42 inches (1.067 meters) in diameter and weighed 2,650 pounds (1,202 kilograms).

Canadair Ltd. was an aircraft manufacturer located at Cartierville, Montreal, Canada, owned by the American submarine builder, Electric Boat Company. Canadair also built licensed versions of the Douglas DC-4 (powered by Rolls-Royce Merlin engines) and the Lockheed T-33 two-place jet trainer. In 1954, the company became a part of General Dynamics.

After the speed records, No. 19200 was sent to North American Aviation for evaluation. Today, it is on static display outdoors at Wetaskiwin Regional General Airport (CEX3), Alberta, Canada.

Record-setting Canadair CL-13 Sabre Mk.3, No. 19200 (Canadair Ltd.)

¹ FAI Record File Number 9075

© 2018, Bryan R. Swopes

23 May 1937

Amelia Earhart's Lockheed Electra 10E NR16020 is refueled at Miami, Florida, 1 June 1937
Amelia Earhart’s Lockheed Electra 10E Special, NR16020, is refueled at Miami, Florida.

23 May 1937: Amelia Earhart and her navigator, Fred Noonan, her husband, George Palmer Putnam, and aircraft mechanic Ruckins D. “Bo” McKinney, arrive at Miami, Florida, aboard her Lockheed Electra 10E Special, NR16020. This completed the fourth leg of her second attempt to fly around the world.

. . . on Sunday morning, May 23, headed on southeastward for Miami. From New Orleans we laid a straight course across the north-easterly “corner” of the Gulf of Mexico to Tampa, a matter of about 400 miles. It was Bo’s first considerable over-water flying and I am not sure he was very enthusiastic about it. That Sunday afternoon we reached Miami, and dug in for a week of final preparation, with the generous aid of Pan American personnel.

Amelia Earhart

Great Circle courses from New Orleans, Louisiana, to Tampa, Florida, 413 nautical miles, then on to Miami, for a total of 591 nautical miles (680 statute miles/1,094 kilometers). (Great Circle Mapper)

The Miami Tribune reported:

Miami Tribune, Vol. IV, No. 191, Monday, 24 May, 1937, Page 1

AMELIA EARHART PAYS MIAMI        SURPRISE VISIT IN ‘LABORATORY’

     Amelia Earhart, world famous flyer, paid Miami a surprise visit yesterday, landing at the 36th st. airport at 2:43 p.m. in her “Flying Laboratory,” 4 hours and 31 minutes out of New Orleans on a shakedown cruise for the plane, which had just been rebuilt after its crash in Honolulu on a projected world flight.

     Miss Earhart was accompanied by her publisher-husband, George Palmer Putnam. Capt. Fred Noonan, her navigator on the trip that ended in Honolulu on March 20 when a tire was blown in an attempt to takeoff at Luke field after a record breaking flight from the American mainland and by her mechanic, “Bo” Mc-Kneeley.

     Other members of the welcoming committee were David Putnam, manager of the Fort Pierce airport, and his wife. David is Putnam’s son by a former marriage. The younger Putnam’s had been informed earlier of the pending arrival, but had not made their information public.

     Miami’s first news of her arrival came a little more than an hour before her landing when a radio message was received at Pan American Airways. George Hussey, chairman of the mayor’s reception committee, and R. V. Waters, president of the Greater Miami Airport association, hurried to the field to greet the celebrated arrivals, and to invite Miss Earhart to appear in Bayfront park tonight at the city’s welcome for Capt. Dick Merrill and Jack Lambia. The invitation was accepted.

     “We’re just out on a shakedown trip,” Miss Earhart said. “Miami wasn’t on our route as originally planned, but on reaching New Orleans we decided to continue the trip and visit David.

     “We crossed the Gulf, and with the navigation of Captain Noonan, hit Tampa squarely on the nose and within one minute of the time he said he would be over the city, and when one considers wind drift, that’s pretty good navigation. We expect to stay here two or three days.”

     All of the facilities of the 36th st. airport being taxed with Eastern Airlines planes, Miss Earhart stopped there but a few minutes, then hopped over to Municipal airport, where hanger space was arranged for her plane.

Miami Tribune, Vol. IV, No. 191, Monday, 24 May, 1937, Page 3, Columns 2–4

© 2022, Bryan R. Swopes

22 May 1991

22 May 1991: After nearly 30 years in service with West Germany, the F-104 Starfighter made its last flight before retirement. The Luftwaffe was the largest single operator of the Lockheed F-104 with nearly 35% of the total worldwide production in West German service. 915 F-104F two-place trainers and F-104G fighter-bombers were built, with most going to the Luftwaffe, but 151 were assigned to the West German Navy.

Designed by the legendary Kelly Johnson as a Mach 2 interceptor, the Starfighter was used as a fighter bomber by Germany. The F-104G was most-produced version of the Lockheed Starfighter. It had a strengthened fuselage and wings, with hardpoints for carrying bombs, missiles and additional fuel tanks. Built by Lockheed, they were also licensed for production by Canadair, Dornier, Fiat, Fokker, Messerschmitt and SABCA.

The F-104G is a single-seat, single engine fighter bomber, 58.26 feet (17.758 meters) long with a wingspan of just 21.94 feet (6.687 meters) and overall height of 13.49 feet (4.112 meters). The empty weight is 14,000 pounds (6,350.3 kilograms) and loaded weight is 20,640 pounds (9,362.2 kilograms).

The F-104G was powered by a General Electric J79-GE-11A engine, a single-spool, axial-flow, afterburning turbojet, which used a 17-stage compressor section and 3-stage turbine. The J79-GE-11A is rated at 10,000 pounds of thrust (44.48 kilonewtons), and 15,800 pounds (70.28 kilonewtons) with afterburner. The engine is 17 feet, 4.0 inches (5.283 meters) long, 3 feet, 2.3 inches (0.973 meters) in diameter, and weighed 3,560 pounds (1,615 kilograms).

The maximum speed is 1,328 miles per hour (2,137.2 kilometers per hour). It has a combat radius of 420 miles (675.9 kilometers) or a ferry range of 1,630 miles (2,623.2 kilometers). The service ceiling is 50,000 feet (15,240 meters).

The Starfighter’s standard armament consists of a 20 mm General Electric M61A1 Vulcan 6-barreled Gatling gun, with 750 rounds of ammunition, and up to four AIM-9 Sidewinder air-to-air heat seeking missiles could be carried on the wingtips or under wing pylons. In place of missiles two wingtip fuel tanks and another two underwing tanks could be carried.

General Electric M61A1 20 mm rotary cannon in the weapons bay of a Lockheed F-104G Starfighter. (Michael Wolf/Wikipedia)
General Electric M61A1 20 mm rotary cannon in the weapons bay of a Messerschmitt-built F-104G Starfighter. (Michael Wolf/Wikipedia)

On NATO alert, the F-104G was armed with a B43 variable-yield nuclear bomb on the fuselage centerline hardpoint. The B43 could be set for explosive force between 170 kilotons and 1 megaton and was designed for high-speed, low-altitude, laydown delivery.

German Air Force F-104G Starfighter equipped with rocket booster for Zero Length Launch. A B43 nuclear bomb is on the centerline hardpoint. (MoRsE via Wikipedia)
German Air Force F-104G Starfighter DB+127 at the Luftwaffenmuseum der Bundeswehr, Berlin Gatow. The fighter bomber equipped with four external fuel tanks and a ZELL-Verfaren rocket booster for Zero-Length Launch. A B43 nuclear bomb is on the centerline hardpoint. (MoRsE via Wikipedia)

The Starfighter had an undesirable reputation for high accident rates. 270 German F-104s were lost in accidents, resulting in the deaths of at least 110 pilots. In reality, this was not unusual, and can be attributed the the nature of the mission: high-speed, low-altitude flight, in the poor weather conditions of Europe. The German press, however, gave it the name Witwenmacher (“Widowmaker”).

The last Luftwaffe F-104 to fly was 26+40 from Ingolstadt Manching Airport, 22 May 1991.

Two F-104G Starfighters in service with the Luftwaffe. The airplane closest to the camera, marked 26+41, was built by Messerschmitt with final assembly by MBB-Manching in February 1971. (© Peter Doll)
Two F-104G Starfighters in service with the Luftwaffe. The airplane closest to the camera, marked 26+41, was built by Messerschmitt with final assembly by MBB-Manching in February 1971. It is powered by a MAN Turbo J79-MTU-J1K engine rated at 15,950 pounds of thrust. (© Peter Doll)

© 2020, Bryan R. Swopes

22 May 1969, 21:30:43 UTC, T + 100:41:43

After descending to within 8.2 miles of the Moon's surface, Lunar Module Snoopy rendezvous with Command Module Charlie Brown in Lunar Orbit, 22 May 1969. (NASA)
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)
Charlie Brown, the Apollo 10 Command and Service Module in lunar orbit, 22 May 1969. (NASA)

© 2015, Bryan R. Swopes

22 May 1968

Los Angeles Airways’ Sikorsky S-61L N300Y at Disneyland Heliport, Anaheim, California. This is the sister ship of N303Y, and it would also be destroyed in a catastrophic accident, 14 August 1968. (Sikorsky Historical Archives)
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 roto rblade can be seen protruding from a building's roof, nearby. (Unattributed)
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.

Diagram of Sikorsky S-61L rotor head. (NTSB)
Diagram of Sikorsky S-61L rotor head. (NTSB)

© 2018, Bryan R. Swopes