Category Archives: Aviation

16 July 1983

British Airways’ Sikorsky S-61N Mark II, G-BEON, at Newquay Cornwall Airport, 21 July 1982. (Carl Ford)

16 July 1983: At 11:10 a.m., a British Airways Sikorsky S-61N-69 Sea King helicopter, c/n 61-770, registration G-BEON, departed Penzance Heliport enroute across the Celtic Sea to St. Mary’s Airport, Isles of Scilly. On board were a crew of 3 and 23 passengers. Visibility was poor due to fog. Flying under visual flight rules, the helicopter was at 250 feet (76 meters) while the pilots tried to maintain visual contact with the surface of the calm sea.

Because of the limited visual cues, the crew did not recognize that they were in a slight descent. At approximately 11:35 a.m., the Sikorsky slammed into the ocean at cruise speed. It sank almost immediately. Only six persons survived, including the pilots, Dominic Lawlor and Neil Charleton. The helicopter sank to the sea bed 200 feet (61 meters) below. It was later recovered by the salvage vessel RMAS Seaforth Clansman, along with the bodies of 17 victims.

The wreck of British Airways S-61N Sea King G-BEON on board RMAS Seaforth Clansman. Isles of Scilly, 1983. (Andrew Besley/

The official investigation determined that the cause of the accident was pilot error by their failure to recognize and correct the unintentional descent while attempting to fly in conditions not suitable for visual flight. This was the worst helicopter accident in terms of fatalities up to that time.

The Sikorsky S-61N is a civil variant of the United States Navy HSS-2 Sea King. The first S-61N, s/n 61143, first flew 7 August 1962. It is a large twin-engine helicopter with a single main rotor/tail rotor configuration. The S-61N fuselage is 4 feet, 2 inches (1.270 meters) longer than that of the HSS-2. The S-61N 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.)

G-BEON was powered by two General Electric CT58-140-1 turboshaft engines, each of which had maximum power rating of 1,400 shaft horsepower for takeoff and 1,500 SHP for 2½ minutes. The 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. 123 were S-61Ns.

© 2018, Bryan R. Swopes

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16 July 1957

Major John H. Glenn, Jr., United States Marine Corps, with his Vought F8U-1P Crusader, Bu. No. 144608, after his record-setting flight, 16 July 1957. (U. S. Navy)
Major John H. Glenn, Jr., United States Marine Corps, with his Chance Vought F8U-1P Crusader, Bu. No. 144608, after his record-setting flight, 16 July 1957. (U. S. Navy)

16 July 1957: At 6:04 a.m., Major John Herschel Glenn, Jr., United States Marine Corps, took off from NAS Los Alamitos, on the coast of southern California, in a single-engine Vought F8U-1P Crusader, Bureau Number 144608. 3 hours, 23 minutes, 8.4 seconds later, he landed at Floyd Bennett Field, Brooklyn, New York. Over the 2,360 mile (3,798 kilometer) route, he averaged 725.25 miles per hour (1,167.18 kilometers per hour). This was the first supersonic transcontinental flight.

The purpose of “Project Bullet” was “. . . to test the sustained capability of the F8U at near maximum power over a long distance.” The Crusader’s average speed was faster than the muzzle velocity of a .45-caliber bullet, hence the project name.

Secretary of the Navy Thomas S. Gates, Jr., presents the Distinguished Flying Cross to Major John H. Glenn, Jr., United States Marine Corps. (Times Recorder)

Glenn’s aircraft was a photo-reconnaissance variant of the Navy’s F8U-1E carrier-based supersonic fighter. Rather than guns and missiles, it was equipped with six cameras that took panoramic images over the entire route. Though it carried more fuel than the fighter version, the Crusader still required three aerial refuelings to cover the distance. To rendezvous with the North American AJ-1 Savage air tankers, he had to slow and descend by deploying an air brake. After tanking, Glenn accelerated with afterburner and climbed back to 30,000 feet (9,144 meters). As fuel burned off, he gradually rose to 50,000 feet (15,240 meters).

Project Bullet Vought F8U-1P Crusader, Bu. No. 144608. (U.S. Navy)
Major John H. Glenn, Jr., United States Marine Corps, flying the Project Bullet Chance Vought F8U-1P Crusader, Bu. No. 144608, 16 July 1957. (U.S. Navy)

After the completion of the flight, Pratt & Whitney, the engine manufacturer, tore down the J57-P-4A turbojet for an engineering inspection. As a result, all previous power limitations were lifted.

Bu. No. 144608 continued in active service with the Navy and was flown in combat with VFP-63 during the Vietnam War. On 13 December 1972, while landing aboard USS Oriskany (CVA-34), the Crusader struck the ramp of the flight deck and damaged its landing gear. It slid across the deck, severed the arresting cables and went over the side. The pilot, Lieutenant T. B. Scott, ejected safely but the record-setting fighter was lost in the South China Sea.

John Glenn was the Navy/Marine Corps project officer for the Crusader. According to information recently discovered by The Museum of Flight, Glenn made his first flight in a Crusader when he flew the prototype XF8U-1, Bu. No. 138899, on 4 May 1956. According to Glenn’s logbook, he made two flights in the prototype on that date, totaling 2 hours of flight time. (Many thanks to Mike Martinez, a docent for the Museum, for providing this information.)

The Vought XF8U-1 has been restored by The Museum of Flight at Paine Field, Stattle, Washington. (The Museum of Flight)
The first of two prototypes, Chance Vought XF8U-1 Crusader, Bu. No. 138899, has been restored by The Museum of Flight at Paine Field, Seattle, Washington. The Crusader’s variable incidence wing is in the raised take-off/landing position. (The Museum of Flight)

Soon after Project Bullet, John H. Glenn was selected for Project Mercury. On the third manned flight of the program, he became the first American astronaut to orbit the Earth. He was later elected a United States Senator from his home state of Ohio. At the age of 77, John Glenn flew aboard the Space Shuttle Discovery, STS-95, 29 October–7 November 1998, becoming the oldest person to fly in space.

Project Bullet Chance Vought F8U-1P Crusader, Bu. No. 144608. An AJ-1 Savage tanker is in the background with a hose and drogue deployed for in-flight refueling. The camera ports and revised belly of the unarmed photo-recon fighter are visible in this photograph. (U.S. Navy)

The Chance Vought F8U-1P Crusader is a photographic reconnaissance variant of the F8U-1 air-superiority fighter. It is a single-place, single-engine turbojet-powered airplane designed to operate from the United States Navy’s aircraft carriers. The recon variant is 54 feet, 6.10 inches (16.614 meters) long with a wingspan of 35 feet, 8 inches (10.871 meters) and overall height (three-point position) of 15 feet, 9.1 inches (4.803 meters). With the wings folded for storage, the span is 22 feet, 6 inches (6.858 meters).

The swept wing is placed high on the fuselage and its angle of incidence is adjustable in flight. The wing has a total area of 375 square feet (34.84 square meters) and has a “dog tooth” leading edge, extending 1 foot, 0.7 inches (0.323 meters). The leading edges are swept aft to 47° (42° at ¼-chord), and there is 5° anhedral. The horizontal stabilator is placed lower than the wings. Its leading edge is swept aft to 50° and it has 3° 25′ dihedral.

The F8U-1P has an empty weight of 16,796 pounds (7,618.5 kilograms), and maximum takeoff weight of 27,822 pounds (12,620 kilograms).

The F8U-1P is powered by a single Pratt & Whitney J57-P-4 engine. The J57 was a two-spool, axial-flow turbojet engine with a 16-stage compressor section (9 low- and 7-high-pressure stages) and a 3-stage turbine section (1 high- and 2 low-pressure stages). Its Normal (continuous) rating is 8,700 pounds of thrust (38.70 kilonewtons) at 5,780 r.p.m. The Military Power rating is 10,200 pounds (45.37 kilonewtons) at 6,100 r.p.m., and it can produce 16,000 pounds (71.17 kilonewtons) at 6,100 r.p.m. with afterburner. The J57-P-4 is 20 feet, 10 inches (6.35 meters) long, 3 feet, 5 inches (1.041 meters) in diameter, and weighs 4,860 pounds (2,205 kilograms).

The F8U-1P has a maximum speed of 635 knots (741 miles per hour/1,176 kilometers/hour) at Sea Level, and 855 knots (984 miles per hour/1,583 kilometers per hour) at 35,000 feet (10,668 meters). Its service ceiling is 41,600 feet (12,680 meters), and it has a combat ceiling of 51,800 feet (15,789 meters) with afterburner. The airplane’s combat range is 1,740 nautical miles (2,002 statute miles/3,222 kilometers) at 495 knots (570 miles per hour/917 kilometers per hour)and 42,350 feet (12,908 meters).

The F8U-1P carried no armament.

Chance Vought built 144 F8U-1P Crusaders. They were retired from U.S. navy service in 1982.

© 2018, Bryan R. Swopes

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16 July 1953

LCOL William F. Barns with his North American Aviation F-86D-35-NA Sabre 51-6145, after his record-setting flight, 16 July 1953. (U.S. Air Force)

16 July 1953: Lieutenant Colonel William F. Barns, United States Air Force, set a Fédération Aéronautique Internationale (FAI) absolute World Record for Speed Over a 3 Kilometer Straight Course at the low-altitude course at the Salton Sea, California. ¹

Colonel Barns flew this North American Aviation F-86D-35-NA Sabre, serial number 51-6145, a radar-equipped all-weather interceptor. Lieutenant Colonel Barns was the Air Material Command’s pilot representative at the North American Aviation Los Angeles plant. The Sabre was a standard production airplane, the first Block 35 model built. It was fully loaded with twenty-four 2.75-inch (70 millimeter) aerial rockets.

Barns made the FAI-required four passes—two in each direction—in the Sabre interceptor. His four passes were timed at 720.574, 710.515, 721.351, and 710.350 miles per hour. (1,159.651, 1,143.463, 1,160.902, and 1,143.198 kilometers per hour).

Lieutenant Colonel William F. Barns, the Air Material Command’s pilot representative at the North American Aviation Los Angeles plant, in the cockpit of a North American Aviation F-86D-30-NA Sabre 51-6112. (Jet Pilot Overseas)

Barns averaged 715.745 miles per hour (1,151.88 kilometers per hour)  at only 125 feet (38 meters) above the surface. The air temperature was 105 °F. (40.5 °C.)

The surface of the Salton Sea is -236 feet (-71.9 meters)—below Sea Level. Barns’ Sabre was flying at -111 feet (-33.8 meters). Under these conditions, the speed of sound, Mach 1, was 794 miles per hour (1,278 kilometers per hour), so the margin between the record speed and the onset of transonic compressibility effects was increased. Barns’ Sabre reached a maximum 0.91 Mach under these conditions.

North American Aviation F-86D-35-NA Sabre 51-6145, FAI World Speed Record holder.
North American Aviation F-86D-35-NA Sabre 51-6145, FAI World Speed Record holder.

The Associated Press reported the event:

Air Force Colonel Breaks Record

THERMAL, Calif. (AP)—An Air Force colonel flashed to a new air speed record of 715.7 miles per hour Thursday in a north American F-86D Sabre Jet.

Skimming over the hot beach of Southern California’s Salton Sea, Lt. Col. William F. Barns, 32, broke the record set last Nov. 19 over the same run by Capt. J. Slade Nash of Edwards Air Force Base.

On his first try, Barns averaged 713.6 miles per hour, a record performance, but came back a half hour later to beat that.

The airplane could not exceed 500 meters altitude (1,640 feet) at any time after takeoff on the trial, and the 3-kilometer dash had to be made below 100 meters (328 feet).

The Daily Illini, 17 July 1953, Vol. 82, Number 189, at Page 1, Column 2.

The same F-86D, 51-6145, flown by Captain Harold E. Collins, set an FAI World Record for Speed Over a 15/25 Kilometer Straight Course of 1,139.219 kilometers per hour (707.878 miles per hour) at Vandalia. Ohio, 1 September 1953. ²

William Frederick Barns was born 30 August 1920 at Baltimore, Maryland. He was the son of Claude Cox Barns and Nellie C. Hedrick Barns. The family moved to the Hawaiian Islands in 1925. He attended Theordore Roosevelt High School, in Honolulu. In 1940, William was employed as a clerk at the Bishop National Bank.

Barns began civilian flight training at John Rodgers Field near Honolulu in 1941, and was at the airfield during the attack on the Hawaiian Islands by the Imperial Japanese Navy, 7 December 1941. Barns enlisted in U.S. Army Air Corps 13 April 1942. He had brown hair and eyes, was 5 feet, 10 inches (1.78 meters) tall, and weighed 138 pounds. After qualifying as a pilot at Luke Field, Arizona, Barns was commissioned as a second lieutenant, U.S. Army Air Forces.

During World War II, Barns flew 210 combat missions with the 324th Fighter Group. He was awarded the Distinguished Flying Cross and the Silver Star.

Major and Mrs. William F. Barns, Honolulu, Oahu, Hawaiian Islands,1949.

Colonel Barns married Miss Marylouise Hamilton at the Flyer’s Chapel of the Mission Inn, Riverside, California, 18 August 1947. They had two children, Terrie and Bill. At the time of Barn’s world speed record, the family resided in Palos Verdes Estates, a few miles south of the North American factory.

Colonel Barns retired from the U.S. Air Force, 31 May 1966. He died in Phoenix, Arizona, 17 April 1995.

North American Aviation F-86D-1-NA Sabre 50-463. (North American Aviation, Inc.)

The F-86D was an all-weather interceptor developed from North American Aviation F-86 Sabre day fighter. It was the first single-seat interceptor and it used a very sophisticated—for its time—electronic fire control system. It was equipped with radar and armed with twenty-four unguided 2.75-inch (69.85 millimeter) diameter Mark 4 Folding-Fin Aerial Rockets (FFAR) rockets carried in a retractable tray in its belly.

The aircraft was so complex that the pilot training course was the longest of any aircraft in the U.S. Air Force inventory, including the Boeing B-47 Stratojet.

The F-86D was larger than the F-86A, E and F fighters, with a wider fuselage. Its length was increased to 40 feet, 3 inches (12.268 meters) with a wingspan of 37 feet, 1.5 inches (11.316 meters), and its height is 15 feet, 0 inches (4.572 meters). The interceptor had an empty weight of 13,518 pounds (6,131.7 kilograms), and maximum takeoff weight of 19,975 pounds (9,060.5 kilograms). It retained the leading edge slats of the F-86A, F-86E and early F-86F fighters. The horizontal stabilizer and elevators were replaced by a single, all-moving stabilator. All flight controls were hydraulically boosted. A “clamshell” canopy replaced the sliding unit of earlier models

The F-86D was powered by a General Electric J47-GE-17 engine. This was a single-shaft, axial-flow turbojet with afterburner. The engine had a 12-stage compressor, 8 combustion chambers, and single-stage turbine. The J47-GE-17 was equipped with an electronic fuel control system which substantially reduced the pilot’s workload. It had a normal (continuous) power rating of 4,990 pounds of thrust (22.20 kilonewtons); military power, 5,425 pounds (24.13 kilonewtons) (30 minute limit), and maximum 7,500 pounds of thrust (33.36 kilonewtons) with afterburner (15 minute limit). (All power ratings at 7,950 r.p.m.) It was 18 feet, 10.0 inches (5.740 meters) long, 3 feet, 3.75 inches (1.010 meters) in diameter, and weighed 3,000 pounds (1,361 kilograms).

North American Aviation F-86D-20-NA Sabre 51-3045. (U.S. Air Force)

The maximum speed of the F-86D was 601 knots (692 miles per hour/1,113 kilometers per hour) at Sea Level, 532 knots (612 miles per hour/985 kilometers per hour) at 40,000 feet (12,192 meters), and 504 knots (580 miles per hour/933 kilometers per hour)at 47,800 feet (14,569 meters).

The F-86D had an area intercept range of 241 nautical miles (277 statute miles/446 kilometers) and a service ceiling of 49,750 feet (15,164 meters). The maximum ferry range with external tanks was 668 nautical miles (769 statute miles/1,237 kilometers). Its initial rate of climb was 12,150 feet per minute (61.7 meters per second) from Sea Level at 16,068 pounds (7,288 kilograms). From a standing start, the F-86D could reach its service ceiling in 22.2 minutes.

North American Aviation F-86D-60-NA Sabre 53-4061 firing a salvo of FFARs.

The F-86D was armed with twenty-four 2.75-inch (69.85 millimeter) unguided Folding-Fin Aerial Rockets (FFAR) with explosive warheads. They were carried in a retractable tray, and could be fired in salvos of  6, 12, or 24 rockets. The FFAR was a solid-fuel rocket. The 7.55 pound (3.43 kilogram) warhead was proximity-fused, or could be set for contact detonation, or to explode when the rocket engine burned out.

The F-86D’s radar could detect a target at 30 miles (48 kilometers). The fire control system calculated a lead-collision-curve and provided guidance to the pilot through his radar scope. Once the interceptor was within 20 seconds of its target, the pilot selected the number of rockets to fire and pulled the trigger, which armed the system. At a range of 500 yards (457 meters), the fire control system launched the rockets.

A potential adversary of the North American Aviation F-86D Sabre all-weather interceptor was the Tupolev Tu-85 long-range strategic bomber.

Between December 1949 and September 1954, 2,505 F-86D Sabres (sometimes called the “Sabre Dog”) were built by North American Aviation. There were many variants (“block numbers”) and by 1955, almost all the D-models had been returned to maintenance depots or the manufacturer for standardization. 981 of these aircraft were modified to a new F-86L standard. The last F-86D was removed from U.S. Air Force service in 1961.

After its service with the United States Air Force, the world-record-setting Sabre, 51-6145, was transferred to NATO ally, the Royal Hellenic Air Force.

North American Aviation F-86D-30-NA Sabre 51-6143, right roll over Malibu, California.

¹ FAI Record File Number 9868

² FAI Record File Number 8869

© 2018, Bryan R. Swopes

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16 July 1935

The Boeing 299 is rolled out for the first time, 16 July 1935. (Boeing photograph via Seattle Post-Intelligencer)

16 July 1935: Just over a year after design began, the Boeing Model 299, NX13372, a prototype four engine long range heavy bomber, was rolled out of its hangar at Boeing Field, Seattle, Washington for the first time. The largest land airplane built up to that time, it seemed to have defensive machine guns aimed in every direction. A Seattle Times reporter, Roland Smith, wrote that it was a “flying fortress.” Boeing quickly copyrighted the name.

After several years of testing, the Model 299 went into production as the B-17 Flying Fortress. By the end of World War II, 12,731 B-17 Flying Fortresses had been built by Boeing, Douglas and Lockheed Vega.

Rollout of teh Boeing Model 299, NX13372, prototype XB-17. (Museum of Science and Industry)
Rollout of the Boeing Model 299, NX13372, prototype XB-17. (Museum of Science and Industry via Seattle Post-Intelligencer)

The Boeing Model 299 was a four-engine bomber operated by a crew of eight. It was designed to meet a U.S. Army Air Corps proposal for a multi-engine bomber that could carry a 2,000 pound (907 kilogram) bomb load a distance of 2,000 miles (3,219 kilometers) at a speed greater than 200 miles per hour (322 kilometers per hour). Design of the prototype began in June 1934 and construction was started 16 August 1934. The Air Corps designated it B-299, and later, XB-17. It did not carry a military serial number, being marked with civil registration NX13372.

The Model 299 was 68 feet, 9 inches (20.955 meters) long with a wingspan of 103 feet, 9–3/8 inches (31.633 meters) and height of 14 feet, 11–5/16 inches (4.554 meters). Its empty weight was 21,657 pounds (9,823 kilograms). The maximum gross weight was 38,053 pounds (17,261 kilograms).

The prototype was powered by four air-cooled, supercharged, 1,690.54-cubic-inch-displacement (27.703 liter) Pratt & Whitney Hornet S1E-G nine-cylinder radial engines which were rated at 750 horsepower at 2,250 r.p.m., each, and 875 horsepower at 2,300 r.p.m. for takeoff. They turned 11 foot, 6 inch (3.505 meters) diameter, three-bladed Hamilton Standard Hydromatic constant-speed propellers through a 3:2 gear reduction. The S1E-G was 4 feet, 1.38 inches (1.254 meters) long, 4 feet, 6.44 inches (1.383 meters) in diameter and weighed 1,064 pounds (483 kilograms)

Cockpit of the Boeing Model 299. (U.S. Air Force)
Cockpit of the Boeing Model 299. (Boeing)

In flight testing, the Model 299 had a cruise speed of 204 miles per hour (328 kilometers per hour) and a maximum speed of 236 miles per hour (380 kilometers per hour) at 10,000 feet (3,048 meters). The service ceiling was 24,620 feet (7,504.2 meters). The maximum range was 3,101 miles ( kilometers). Carrying a 2,573 pounds (1,167 kilograms) load of bombs, the range was 2,040 miles (3,283 kilometers).

Boeing XB-17 (Model 299) bombers and front gunners compartment. (U.S. Air Force photo) 060706-F-1234S-007
Nose turret of the Boeing Model 299, with .30-caliber machine gun, photographed 24 July 1935. (Boeing 8195)
Bomb sight position., 9 August 1935. (Boeing 8227-B)

The XB-17 could carry eight 500 pound (227 kilogram) bombs in an internal bomb bay. Defensive armament consisted of five air-cooled .30-caliber Browning machine guns.

Starboard waist gunnner’s position of the Boeing 299. (Boeing)
Starboard waist gunners position, with Browning M2 .50-caliber machine gun and ammunition canisters. (Boeing)

NX13372 was destroyed when it crashed on takeoff at Wright Field, Dayton, Ohio, 30 October 1935. An Army Air Corps pilot making his first familiarization flight neglected to remove the control locks. This incident led directly to the creation of the “check list” which today is used by all aircraft crew members.

Boeing Model 299, left quarter, at Boeing Field, south of Seattle, Washington,August 1935. (Boeing)
Boeing Model 299, NXxxx72, the prototype XB-17. (U.S. Air Force)
Boeing Model 299, NX13372, the prototype XB-17, at Wright Field, Ohio. (U.S. Air Force)
Boeing Model 299, left profile, at Boeing Field, 13 August 1935. (Boeing 8234-B)
Boeing Model 299 NX13372, designated XB-17, at Wright Field, Ohio, 1935. (U.S. Air Force)
Boeing Model 299 NX13372, designated XB-17, at Wright Field, Ohio, 1935. (U.S. Air Force)
Boeing 299 NX13372, all engines running.

© 2018, Bryan R. Swopes

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16 July 1930

A Transcontinental Air Transport Ford 5-AT-B airliner, NC9606, City of Columbus, 1930.

16 July 1930: Transcontinental Air Transport and Western Air Express merged to form Transcontinental & Western Air (T&WA). The new company would become one of  the most important international airlines. In 1950, it changed its name to Trans World Airlines. TWA became a part of American Airlines, 1 December 2001.

A Western Air Express Fokker F-32 airliner, NC333N, 1930.

© 2016, Bryan R. Swopes

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