22 March 1956: While carrying the U.S. Navy’s Douglas D-558-II Skyrocket, problems developed aboard both the research rocketplane and the “mothership.” The modified four-engine heavy bomber, a U.S. Air Force Boeing B-29-95-BW Superfortress (which had been transferred to the U.S. Navy and redesignated P2B-1S Superfortress), had a runaway propeller on the Number 4 engine, outboard on the right wing. The propeller broke apart from excessive rotational speed, slicing through the Number 3 engine, the fuselage, and striking the Number 2 engine.
NACA research test pilot John Barron (“Jack”) MacKay, in the cockpit of the Skyrocket, had called “No drop!” because of problems with the rocketplane, but he was jettisoned so that the mothership could maintain flight and make an emergency landing.
McKay dumped the Skyrocket’s propellants and glided to the lake bed.
“Each rocket-plane pilot had worked out, in conjunction with the pilot of the mother ship, a procedure to follow if any emergency developed in either plane. Jack McKay, who had developed into a very able test pilot, and I had agreed with Butchart that if something went wrong after either of us had entered the cockpit of the Skyrocket and had closed the canopy, he would immediately jettison the rocket plane, leaving the rocket-plane pilot to look after his own hide. As a matter of fact, McKay and Butchart later ran into such an emergency. One day something went haywire in a propeller on the B-29 mother plane. As agreed, Butchart instantly cut loose the Skyrocket. A split second later the B-29 prop tore loose and cartwheeled through the space the Skyrocket had just vacated. McKay landed without difficulty; but had Butchart not cut the parasite plane loose, the prop would have ripped into its fuel tanks, causing an explosion that would have killed everyone, including McKay.”
— Always Another Dawn: The Story of a Rocket Test Pilot, by A. Scott Crossfield and Clay Blair, Jr., The World Publishing Company, Cleveland and New York, 1960, Chapter 21 at Pages 201–202.
The Superfortress pilots, Stanley Paul Butchart and Neil Alden Armstrong, landed the plane safely on the lake bed at Edwards Air Force Base.
Neil Armstrong would land on The Moon 13 years later.
22 March 1948: Just over one year since being injured when the prototype P-80A was cut in half by a disintegrating turbojet engine, Lockheed test pilot Anthony W. (“Tony”) LeVier made the first flight of the prototype TP-80C-1-LO, serial number 48-356, a two-place jet trainer. The airplane was redesignated TF-80C Shooting Star on 11 June 1948 and to T-33A, 5 May 1949.
Adapted from a single-seat P-80C Shooting Star jet fighter, Lockheed engineers added 38.6 inches (0.980 meter) to the fuselage forward of the wing for a second cockpit, instrumentation and flight controls, and another 12 inches (0.305 meter) aft. A more powerful engine, an Allison J33-A-23 with 4,600 pounds of thrust, helped offset the increased weight of the modified airplane. Internal fuel capacity decreased 72 gallons (273 liters) to 353 (1,336 liters). While the P-80 fighter was armed with six .50-caliber machine guns in the nose, the trainer was usually unarmed. Two machine guns could be installed for gunnery training.
In production for 11 years, 5,691 T-33As were built by Lockheed, with licensed production of another 656 by Canadair Ltd., and 210 by Kawasaki Kokuki K.K. For over five decades, the “T-Bird” was used to train many tens of thousands of military pilots worldwide.
TF-80C 48-356 was rebuilt as the prototype for Lockheed’s YF-94A interceptor, and then modified further to the F-94B. Sources have reported it as being stored at Edwards Air Force Base, California.
The men and women who volunteer to protect our country put their lives at risk every day—even during peacetime and near to home.
On 21 March 1987, Captain Dean Paul Martin, Jr., United States Air Force, a fighter pilot assigned to the 196th Tactical Fighter Squadron, 163rd Tactical Fighter Group, California Air National Guard, paid the ultimate price when his McDonnell F-4C-25-MC Phantom II, serial number 64-0923, slammed into 11,501.6-foot (3,505.7 meter) Mount San Gorgonio. The airplane hit at the 5,500-foot level (1,676 meters), inverted, at 560 miles per hour (901 kilometers per hour). Also killed was Captain Ramon Ortiz, USAF, the Weapons System Officer.
Captain Martin was piloting the #2 aircraft, Grizzly 72, in a flight of three. They took off from March Air Force Base in Riverside County, California, in trail, and made a maximum performance climb through multiple layers of cloud and falling snow. Much of the time it was not possible to maintain visual contact, and formation was maintained with radar.
The flight leader, Grizzly 71, requested to climb to a higher altitude to get clear of the clouds but Air Traffic Control was not able to authorize that because of a large volume of civilian traffic above them. Martin was unable to maintain formation, and knowing that mountains were near, requested a left turn. The controller authorized the turn, but had to repeat himself several times due to frequency congestion.
The pilot of the #3 aircraft, Grizzly 73, briefly caught sight of Martin’s Phantom through a break in the clouds. He saw Grizzly 72 begin a sharp left roll and its afterburners ignite before it disappeared into the clouds again.
It is probable that Captain Martin lost spatial orientation because of the steep climb under acceleration while passing in and out of cloud layers.
There may have been another factor, though: Martin was divorced from his second wife, Olympic Gold Medalist Dorothy Hamill, but had hopes of a reconciliation. While obtaining a briefing in the weather office just prior to this flight, a worker there asked Martin what he thought about Hamill’s re-marriage two weeks earlier. Martin had been unaware of this and was visibly shaken by the news. This may have been an additional distraction at just the wrong time.
At any rate, Dean Paul Martin joined the Air Force to make something of himself and to make a meaningful contribution. He wanted to be more than “Dean Martin’s son” or an entertainer. The crash on Mt. San Gorgonio is a sad end to a noble venture.
Martin had told his sister, Deana,
“I will always be with you. Just look up in the sky and I will be there protecting you.”
Peace is Our Profession. But it is always a perilous occupation. Rest in Peace, Gentlemen.
Dean Paul Martin, Jr., was born 17 November 1951 in Santa Monica, California. He was the first of three children of entertainer Dean Martin and Dorothy Jean Biegger Martin. He was educated at the Urban Military Academy in Brentwood, California, and was a pre-med student at the University of California, Los Angeles (UCLA). While there, he played football and tennis. Martin later completed his degree at the University of Southern California (USC).
During the mid-1960s, Martin, then known as “Dino,” was a member of the singing group, “Dino, Desi and Billy,” with Desi Arnaz, Jr., and William Hinsche. Their most successful songs were “I’m a Fool” and “Not the Lovin’ Kind.”
“Dino” Martin earned a private pilot license at the age of 16 years.
He was a professional tennis player, and, later, was a wide receiver for the World Football League Las Vegas Casinos, in Las Vegas, Nevada.
On 17 April 1971, Martin married Miss Olivia Hussey in Las Vegas, Nevada. (Miss Hussey is best known for her portrayal of Juliet Capulet in Franco Zeffirelli’s “Romeo and Juliet,” 1968). They had a son, Alexander. The couple were divorced 24 January 1979 in Los Angeles, California.
Also in 1979, Martin starred with actress Ali McGraw in Paramount Pictures’ “The Players.” Martin’s character was a professional tennis player.
Dean Paul Martin, Jr., joined the United States Air Force 5 November 1980, and underwent pilot training in the Cessna T-37 Tweet at Columbus Air Force Base, near Columbus, Missouri, and then went on to advanced training at Laughlin Air Force Base, Del Rio, Texas, flying the Northrop T-38 Talon. He trained as fighter pilot in the McDonnell F-4 Phantom II at Luke Air Force Base, west of Phoenix, Arizona, completing the course in November 1981. He was assigned to the 193d Tactical Fighter Wing, California Air National Guard, based at March Air Force Base, Riverside County, California. He initially served as a Weapons System Officer in the McDonnell F-4C Phantom II, before upgrading to aircraft commander.
A spokesman for the California Air National Guard, Major Steve Mensik, said, “Captain Martin was one of the better pilots, an exceptional athlete who handled himself well in the cockpit.”
Martin married Olympic Gold Medalist Miss Dorothy Stuart Hamill, 8 January 1982, in Beverly Hills, California. They divorced in 1984.
Captain Martin’s remains were buried at the Los Angeles National Cemetery.
Ramon Ortiz was born 31 August 1947, in Ponce, Puerto Rico, an island in the Caribbean Sea and an unincorporated territory of the United States.
Ortiz joined the United States Air Force 22 December 1973 and served on active duty until 13 November 1980.
Captain Ortiz’ remains were buried at Palm Memorial Park, Las Vegas, Nevada.
21 March 1962: A black bear named “Yogi” was ejected from a supersonic Convair B-58A Hustler to test the B-58’s escape capsule. Ejected at 35,000 feet (10,668 meters) from a B-58 flying at Mach 1.3 (approximately 870 miles per hour/1,400 kilometers per hour), the bear landed unharmed 7 minutes, 49 seconds later.
Previous testing with human subjects had resulted in fatalities so it was decided to continue with animal subjects while problems were resolved. Black bears (Ursus americanus) were used for these tests because their internal organs are arranged similar to humans.
The rocket booster carried the capsule 225 feet (69 meters meters) above the B-58 before beginning its descent.
Regrettably, although the bears survived the ejection tests, they were killed so that their organs could be examined. This would not be acceptable today.
21 March 1943: Cornelia Clark Fort, a pilot in the Women’s Auxiliary Ferrying Squadron (the WAFS), was ferrying a new Vultee BT-13A Valiant basic trainer, serial number 42-42432, from the airplane factory at Downey, California, to an airfield in Texas. She was leading a flight of five BT-13s with the others being flown by inexperienced military pilots.
The left wing of Fort’s airplane was struck from behind by another airplane, BT-13A 42-42450, flown by Flight Officer Frank E. Stamme, Jr., U.S. Army Air Corps. Frank Stamme had approximately 250 flight hours. Apparently trying to impress Miss Fort, Stamme attempted to perform a barrel roll around her airplane, but struck her wing.
Fort’s BT-13 crashed approximately 10 miles (16 kilometers) south of Merkel, Texas, and Cornelia Fort was killed. Her body was found in the wreckage of the airplane. The canopy latches were still fastened.
Cornelia Clark Fort was the first female pilot killed while on active duty with the United States military. She was 24 years old. Miss Fort was buried at the Mount Olivet Cemetery, Nashville, Tennesee.
Frank Edward Stamme, Jr., was born in Illinois, 3 January 1920. He was the first of four children of Frank Edward Stamme, a machinist, and Bertha Catherine Peters Stamme. He enlisted as a private in the U.S. Army Air Corps at San Francisco, California, 5 November 1941. Stamme was released from military service 16 January 1947. He died 19 February 1987.
Cornelia Clark Fort was born into an affluent family in Nashville, Tennessee, 5 February 1919, the fourth of five children of Dr. Rufus Elijah Fort and Louise Clark Fort. Her father was a prominent surgeon who co-founded the National Life and Accident Insurance Company. The family lived at Fortland, an estate east of Nashville.
Cornelia attended the Ward-Belmont School n Nashville, then studied at the Ogontz School in Philadelphia. (Amelia Earhart had also attended Ogontz.) In 1937, Miss Fort transferred to Sarah Lawrence College, Yonkers, New York, where she studied Literature. She graduated 10 June 1939.
After taking a flight with a friend, Jack Caldwell, in January 1940, she pursued an interest in aviation, starting flight lessons the following day. She had earned her pilot certificate and flight instructor certificate by June 1940, which made her the first woman to become an instructor at Nashville. With the Civilian Pilot Training Program, she first went to Fort Collins, Colorado, where she taught for about three months, then went on to Honolulu.
Following the attack on Pearl Harbor, all civilian aircraft were grounded. Cornelia Fort was able to return to the mainland United States in early 1942. In September she was one of the first 25 women accepted into the Women’s Auxiliary Ferrying Squadron. Miss Fort was assigned to the 6th Ferrying Group based at Long Beach, California.
Air & Space/Smithsonian quoted from a letter written by Fort in a January 2012 article:
“I dearly loved the airports, little and big. I loved the sky and the airplanes, and yet, best of all I loved the flying. . . I was happiest in the sky at dawn when the quietness of the air was like a caress, when the noon sun beat down, and at dusk when the sky was drenched with the fading light.”
—Cornelia Clark Fort, 1942.
The Vultee BT-13A Valiant was an all-metal, two-place, single engine, low-wing monoplane with fixed landing gear. The airplane was 28 feet, 10 inches (8.788 meters) long with a wingspan of 42 feet (12.802 meters) and height of 11 feet, 6 inches (3.505 meters). It had an empty weight of 3,375 pounds (1,531 kilograms) and gross weight of 4,496 pounds (2,039 kilograms).
The BT-13A was powered by an air-cooled, supercharged, 986.749-cubic-inch-displacement (16.170 liter) Pratt & Whitney R-985-21, R-985-25, or R-985-27, nine-cylinder radial engine. These engines had a compression ratio of 6:1, with Normal Power ratings from 420 horsepower at 2,200 r.p.m. at Sea Level to 450 horsepower at 2,300 r.p.m., and 440 horsepower to 450 horsepower at 2,300 r.p.m. for Takeoff. They were direct-drive engines which turned a two-bladed variable-pitch propeller. The –21, –25 and –27 engines were 3 feet, 6.38 inches (1.076 meters) long, 3 feet, 9.75 inches (1.162 meters) in diameter and weighed from 648 to 685 pounds (294–311 kilograms).
The BT-13A had a maximum speed of 180 miles per hour (290 kilometers per hour). The service ceiling was 21,650 feet (6,599 meters) and range was 725 miles (1,167 kilometers).
Vultee built 9,525 BT-13 and BT-15 Valiant basic trainers between 1940 and 1945. Of these, 7,037 were the BT-13A and SNV-1 variant. By the end of World War II, the Vultee Valiant was considered obsolete and was replaced in U.S. service by the North American AT-6 Texan.