Lockheed L-1049E Super Constellation EC-AIN, Iberia’s first Super Constellation. This is the same type as the FAI record-setting airliner, EC-AIO.
27 November 1964: Cecilio Imaz Batida of Spain, flying a Lockheed L-1049E-55 Super Constellation, EC-AIO, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Commercial Airline Route from New York City, New York, United States of America, to Madrid, Spain. The average speed over the course was 610,90 kilometers per hour (379.596 miles per hour).¹
The Lockheed L-1049E Super Constellation was an improved L-1049C with a strengthened fuselage and wings to accommodate a takeoff weight of up to 150,000 pounds (68,039 kilograms), anticipating retrofitting the airplane to turboprop engines. It was used primarily on long overwater routes. Only 23 of this model were sold before Lockheed changed production to the L-1049G variant.
Lockheed L-1049 Super Constellation three-view illustration with dimensions. (Lockheed Aircraft Corporation)
The L-1049E was powered by four air-cooled, supercharged and fuel-injected 3,347.662-cubic-inch-displacement (54.858 liter) Wright Aeronautical Division Cyclone 18 972TC18DA1 two-row, 18-cylinder turbo-compound radial engines. The engine’s high-velocity exhaust gases drove three “blow down” turbines which were geared to the engine’s crankshaft. (Gear reduction is 6.52:1.) Energy that would otherwise be wasted added as much as 600 horsepower to each engine. The Turbo Compound used the same nose section, power section and rear section as the standard Cyclone 18CB. The 972TC18DA1 (R-3350-34) was rated at 2,600 horsepower at 2,600 r.p.m., and 3,250 hp at 2,900 r.p.m. for takeoff. It had a compression ratio of 6.7:1 and required 115/145-octane aviation gasoline. The Turbo Compound engine was 7 feet, 5.53 inches (2.274 meters) long, 4 feet, 8.59 inches (1.437 meters) in diameter, and weighed 3,581 pounds (1,624 kilograms). The engines turned three bladed propellers through a gear reduction ratio of 0.4375:1.
Iberia Líneas Aéreas de España purchased three L-1049Es. The first, EC-AIN (s/n 4550), was delivered to Iberia in June 1954. The other two were EC-AIO (4551) and EC-AIP (4552). EC-AIO was later converted to the L-1049G configuration. In 1964, it was converted to a freighter.
Iberia’s EC-AIO after conversion to the L-1049G configuration. (R.A. Scholefield Collection)
In 1967, EC-AIO was sold to International Aerodyne, Inc., of Miami, Florida, and re-registered N8023. This registration was cancelled 1 March 1968 when the airplane was exported to Panama, where it was operated by Rutas Aereas Panamenas SA, registered HP-475. In 1970 the Super Constellation was flown in Biafra Air Lift, based at São Tomé International Airport (TMS), off the western coast of Africa. It was impounded at Felix Hophouet Boigny International Airport (ABJ), Abidjan, Ivory Coast, in March 1970, and scrapped there in January 1971.
¹ FAI Record File Number 5065
The Great Circle Route distance from New York City to Madrid is 5,775 kilometers (3,589 statute miles). (Great Circle Mapper)
Martin YB-10 (Model 139), 33-140. (U.S. Air Force)
27 November 1933: The United States Army Air Corps accepted the Glenn L. Martin Company’s first service test YB-10 bomber, serial number 33-140. This was the first all-metal monoplane bomber with an internal bomb bay, retractable landing gear, rotating gun turret and enclosed cockpit. It flew faster than pursuit aircraft of the day.
The prototype Martin Model 123 (XB-907) in flight, 1932. (U.S. Air Force)
There had been a single prototype, the Martin Model 123. It was powered by two Wright R-1820-19 engines rated at 600 horsepower, each. This was designated XB-907 by the U.S. Army Air Corps when tested at Wright Field in 1932. Recommendations for modifications were made, and Martin upgraded the prototype to the XB-907A configuration, which was then designated XB-10 by the Air Corps. The Army then ordered 48 production airplanes.
Martin XB-907A (XB-10 33-139). (U.S. Air Force)
The first group of 14 airplanes were designated YB-10. The YB-10 (Martin Model 139) had enclosed canopies for the pilot and top gunner, and a nose turret. The crew consisted of a pilot, radio operator and three gunners.
These airplanes were powered by two air-cooled, supercharged, 1,823.129-cubic-inch-displacement (29.876 liter) Wright Cyclone SGR-1820-F2 (R-1820-25) 9-cylinder radial engines with a compression ratio of 6.4:1, which were rated at 750 horsepower at 1,950 r.p.m. at Sea Level. The engines turned three-bladed Hamilton Standard adjustable-pitch propellers through a 16:11 gear reduction. The R-1820-25 was 3 feet, 11–13/16 inches (1.214 meters) long, 4 feet, 5-¾ inches (1.365 meters) in diameter, and weighed 1,047 pounds (475 kilograms).
Martin YB-10. (U.S. Air Force)Martin YB-10 at Wright Field, 1933. (U.S. Air Force)Martin XB-907, left profile. (U.S. Air Force)Martin YB-10, left profile. (U.S. Air Force)Martin YB-10, right rear quarter view. (U.S. Air Force)
The bomber could carry two 1,130 pound (513 kilogram) bombs, or five 300 pound (136 kilogram) bombs in its internal bomb bay. Alternatively, a 2,000 pound (907 kilogram) bomb could be carried externally. There were three .30-caliber (7.62 mm) Browning M1919 machine guns for defense.
Martin B-10B in flight. (U.S. Air Force)
The first full scale production version was the B-10B, which was very similar to the service test YB-10s. These airplanes were 44 feet, 9 inches (13.640 meters) long with a wingspan of 70 feet, 6 inches (21.488 meters) and height of 15 feet, 5 inches (4.670 meters). The B-10B had an empty weight of 9,681 pounds (4,391 kilograms).
The engines installed in this variant were Wright Cyclone SGR-1820-F3 (R-1820-33), rated at 700 horsepower at 1,950 r.p.m. at Sea Level. Dimensions, weight and propeller gear reduction for this engine are the same as the R-1820-25, above.
The B-10B had a cruising speed of 193 miles per hour (311 kilometers per hour), and maximum speed of 213 miles per hour (343 kilometers per hour) at 10,000 feet (3,048 meters).
33-140 was converted to a B-10M for towing aerial targets and was assigned to the Tow Target Detachment at March Field, Riverside, California. Piloted by Robert E. Phillips, 33-140 was damaged in a taxiing accident, 8 April 1942.
Concorde G-BOAF, the last Concorde to be built, makes its final landing, 26 November 2003. (Concorde SST)
26 November 2003: Concorde 216, G-BOAF, made the final flight of the Concorde fleet when it flew from London Heathrow Airport (LHR) to Bristol Filton Airport (FZO) with 100 British Airways employees on board. The aircraft was under the command of Captain Les Brodie, with Chief Pilot Captain Mike Bannister and Captain Paul Douglas, with Senior Flight Engineers Warren Hazleby and Trevor Norcott. The duration of the flight was just over 1 hour, 30 minutes, and included both supersonic and low-altitude segments.
(Left to right) British Airways’ Chief Concorde Pilot, Captain Michael Bannister, and Captain Les Brodie. (Concorde SST)
Concorde 216 was the last of twenty Concordes to be built. It was originally registered G-BFKX and made its first flight at Bristol Filton Airport, 20 April 1979. The new airliner was delivered to British Airways 9 June 1980 and was re-registered G-BOAF. “Alpha-Foxtrot” had flown a total of 18,257 hours by the time it completed its final flight. It had made 6,045 takeoffs and landings, and had gone supersonic 5,639 times.
G-BOAF was placed in storage at Filton. It is intended as the centerpiece of Bristol Aerospace Centre, scheduled to open in 2017.
The Concorde supersonic transport, known as an “SST,” was built by the British Aerospace Corporation and Sud-Aviation. There were six pre-production aircraft and fourteen production airliners. British Airways and Air France each operated seven Concordes. It was a Mach 2+ delta-winged intercontinental passenger transport, operated by a flight crew of three and capable of carrying 128 passengers.
The production airliners were 202 feet, 4 inches long (61.671 meters) when at rest. During supersonic flight the length would increase due to metal expansion from frictional heating. The wingspan was 83 feet, 10 inches (25.552 meters) and overall height was 40 feet (12.192 meters). The fuselage was very narrow, just 9 feet, 5 inches at the widest point. The Concorde has an empty weight of 173,500 pounds (78,698 kilograms) and a maximum takeoff weight of 408,000 pounds (185,066 kilograms).
The Concorde is powered by four Rolls-Royce/SNECMA Olympus 593 Mk.610 afterburning turbojet engines. The Olympus 593 is a two-shaft, axial-flow engine with a 14-stage compressor section (7 low- and 7 high-pressure stages), single combustion chamber and a two-stage turbine (1 low- and 1 high-pressure stage). The Mk.610 was rated at 139.4 kilonewtons (31,338 pounds of thrust), and 169.2 kilonewtons (38,038 pounds) with afterburner. During supersonic cruise, the engines produced 10,000 pounds of thrust (44.48 kilonewtons), each. The Olympus 593 Mk.610 is 4.039 meters (13 feet, 3.0 inches) long, 1.212 meters (3 feet, 11.72 inches) in diameter, and weighs 3,175 kilograms (7,000 pounds).
The maximum cruise speed is Mach 2.05. Concorde’s operating altitude is 60,000 feet (18,288 meters). Maximum range is 4,500 miles (7,242 kilometers).
Concorde G-BOAF makes a low pass over the Clifton Suspension Bridge on its way to Filton, 26 November 2003. (Concorde SST)
Air Force CrossLieutenant Colonel Leonard A. Gonzales, U.S. Air Force.
The President of the United States of America, authorized by Title 10, Section 8742, United States Code, takes pleasure in presenting the Air Force Cross to Major Leonard A. Gonzales (AFSN: 2227075), United States Air Force, for extraordinary heroism in military operations against an opposing armed force as Aircraft Commander of a UH-1F gunship helicopter of the 20th Special Operations Squadron, Nha Trang Air Base, Vietnam, in action near Duc Co, Republic of Vietnam, on the night of 26 – 27 November 1968. On that date, Major Gonzales went to the aid of a six-man Special Forces Long Range Reconnaissance Patrol that was in danger of being overrun by a large, well-armed hostile force. Major Gonzales made continued minigun and rocket passes at treetop level, even after his wingman had been hit. His aggressive attacks sufficiently quelled the hostile fire to allow a transport helicopter to pick up the beleaguered patrol. Through his superb airmanship, aggressiveness, and extraordinary heroism, Major Gonzales reflected the highest credit upon himself and the United States Air Force.
Two U.S. Air Force UH-1P Hueys of the 20th Special Operations Squadron, the “Green Hornets.” 65-7929 is closer to camera. The second Huey is 63-13162. Both helicopters are armed with two door-mounted M93 7.65 mm “miniguns” systems: electrically-driven M134 rotary machine guns capable of a 4,000 round-per-minute rate of fire. On each side of 7929 are 7-tube rocket launchers for 2.75-inch (70 mm) FFAR rockets. (Captain Billie Dee Tedford, United States Air Force)Aviation Cadet Leonard A. Gonzales, 1952. (Santa Maria Times)
Leonardo Armando Gonzales was born 30 August 1929 at San Gabriel, California. He was the youngest of three children of Joaquin Luevanos Gonzales, a salesman, and Aurora Martinez Gonzales. Leonard attended Santa Maria Union High School in Santa Maria, California, graduating 5 June 1947.
Gonzales began his college education at Santa Maria Junior College, where he earned an associate of arts (A.A.) degree. He then transferred to the California Polytechnic College at San Luis Obispo, California.
Gonzales enlisted in the U.S. Air Force, 9 November 1950. Private First Class Gonzales was trained as a radio technician at Scott Air Force Base, Illinois. He was then appointed an aviation cadet, 12 March 1952. Gonzales was commissioned a second lieutenant 14 January 1953. He entered B-29 Superfortress Combat Crew Training as an aircraft observer.
Lieutenant and Mrs. Leonard A. Gonzales. The bride is the former Miss Mavi Gonzales. (Santa Maria Times)
On 12 April 1953, Lieutenant Gonzales married Miss Mavi Gonzales, the daughter of Mr. and Mrs. Refugio Gonzales, at St. Mary’s Church in Santa Maria. They would have six daughters.
After flight training at Forbes Air Force Base, Kansas, and Malden Air Force Base, Missouri, Lieutenant completed his Air Force pilot training at Webb AFB, Big Spring, Texas in August 1954. Lieutenant Gonzales then entered training as a fighter interceptor pilot.
Lieutenant Gonzales served with the 4th Fighter Interceptor Squadron, Misawa Air Base, Japan, from February 1957 to July 1960. The squadron was equipped with the North American F-86D Sabre. Additional duty assignments were to Grifiss Air Force Base, New York, Wiesbaden Air Base, Germany, and Wright-Patterson Air Force Base, Ohio.
In February 1968, Major Gonzales completed conversion training as a helicopter pilot, and was assigned to the 20th Special Operations Squadron. He was rated a Senior Pilot, with more than flight 4,000 hours
20th Special Operations Squadron UH-1P Hueys refueling at Dak To. (Don Joyce/VHPA.org)
Reassigned to the 4392d Aerospace Support Group at Vandenberg Air Force Base in May 1969, Lieutenant Colonel Gonzales was presented the Air Force Cross by Major General William C. Garland, commander, 1st Strategic Aerospace Division, in a ceremony at Vandenberg, 6 November 1969.
Lieutenant Colonel Gonzales retired from the U.S. Air Force in 1971. In addition to the Air Force Cross, he had been awarded the Distinguished Flying Cross with four oak leaf clusters (five awards), and the Air Medal with ten oak leaf clusters (eleven awards). The Republic of Vietnam had awarded him its Vietnam Cross of Gallantry on two occasions, and the Silver Star with Palm.
Leonard Gonzales had continued his pursuit of higher education. He earned a bachelor of arts degree in political science from the University of Maryland; a master of arts degree in education counseling from Chapman College; masters degree in public administration from California State University Bakersfield, and was pursuing a doctorate in economics.
Lieutenant Colonel Leonard A. Gonzales, United States Air Force (Retired), died in Santa Maria, California, 13 March 2017, at the age of 81 years. He was buried at the Santa Maria Cemetery.
1st Lieutenant James P. Fleming, U.S. Air Force, 26 November 1968. This photograph was taken immediately after landing from the Medal of Honor mission. (Gallery of History, Inc.)
The President of the United States in the name of The Congress takes pleasure in presenting the MEDAL OF HONOR to
CAPTAIN
JAMES PHILLIP FLEMING
AIR FORCE
Rank: Captain Organization: U.S. Air Force Division: 20th Special Operations Squadron Born: 12 March 1943, Sedalia, Mo. Entered Service At: Pullman, Wash. Place / Date: Near Duc Co, Republic of Vietnam, 26 November 1968
For service as set forth in the following:
CITATION:
Captain James P. Fleming, United States Air Force
“The President of the United States of America, in the name of Congress, takes pleasure in presenting the Medal of Honor to Captain [then First Lieutenant] James Phillip Fleming, United States Air Force, for conspicuous gallantry and intrepidity in action at the risk of his life above and beyond the call of duty while serving with the 20th Special Operations Squadron, 14th Special Operations Wing, in action near Duc Co, Republic of Vietnam, on 26 November 1968. Captain Fleming distinguished himself as the Aircraft Commander of a UH-1F transport helicopter. Captain Fleming went to the aid of a six-man special forces long range reconnaissance patrol that was in danger of being overrun by a large, heavily armed hostile force. Despite the knowledge that one helicopter had been downed by intense hostile fire, Captain Fleming descended, and balanced his helicopter on a river bank with the tail boom hanging over open water. The patrol could not penetrate to the landing site and he was forced to withdraw. Dangerously low on fuel, Captain Fleming repeated his original landing maneuver. Disregarding his own safety, he remained in this exposed position. Hostile fire crashed through his windscreen as the patrol boarded his helicopter. Captain Fleming made a successful takeoff through a barrage of hostile fire and recovered safely at a forward base. Captain Fleming’s profound concern for his fellowmen, and at the risk of his life above and beyond the call of duty are in keeping with the highest traditions of the U.S. Air Force and reflect great credit upon himself and the Armed Forces of his country.”
For a more detailed narrative, see:
http://www.vhpa.org/KIA/panel/battle/68112600.HTM
1st Lieutenant Fleming was presented the Medal of Honor by President Richard M. Nixon in a ceremony at The White House, 14 May 1970.
During his military career, Colonel Fleming had also been awarded the Silver Star, Distinguished Flying Cross and eight Air Medals. He retired from the U.S. Air Force in 1996 after thirty years of service.
The UH-1F was originally tasked with supporting Strategic Air Command ICBM missile bases. This helicopter, 66-1235, c/n 7311, was sent to The Boneyard at Davis-Monthan AFB, Arizona, in 1977. It was later registered as a restricted civil aircraft, VH-LIP, used for aerial firefighting by McDermott Aviation, Queensland, Australia, (U.S. Air Force)
The Bell UH-1F Iroquois (best known as the “Huey”) was was unique to the U.S. Air Force and was initially intended for missile base support. It used the airframe of the UH-1B (Bell Model 204), combined with the 48-foot-diameter main rotor system, transmission and longer tail boom of the UH-1D (Model 205). The Air Force required that it be re-engined to use the General Electric T58-GE-3 turboshaft engine. This was the same engine used in the Sikorsky HH-3E and commonality was desirable, but the T58 was also much more powerful than the Lycoming T53 engine of the UH-1B and UH-1D. The use of the T58 gave the UH-1F/P the distinctive side exhaust exit that identifies it from other Huey variants.
Two U.S. Air Force UH-1P Hueys of the 20th Special Operations Squadron, the “Green Hornets.” 65-7929 is closer to camera. The second Huey is 63-13162. Both helicopters are armed with two door-mounted M93 7.65 mm “miniguns” systems: electrically-driven M134 rotary machine guns capable of a 4,000 round-per-minute rate of fire. On each side of 7929 are 7-tube rocket launchers for 2.75-inch (70 mm) FFAR rockets. (Captain Billie Dee Tedford, United States Air Force)
119 UH-1Fs were built by the Bell Helicopter Co., Fort Worth, Texas. A single-engine, medium-lift helicopter, it is configured to be operated by a pilot and co-pilot and can carry 10 passengers. The first aircraft, originally designated XH-48A, s/n 63-13141, made its first flight 20 February 1964. The first production UH-1F was delivered to the Air Force 23 September 1964. Twenty UH-1Fs were modified to UH-1P as special operations helicopters.
The fuselage of the UH-1F/UH-1P is 44 feet, 7 inches (13.589 meters) long. With blades turning, the overall length of the helicopter is 57 feet, 1 inch (17.399 meters), and it is 14 feet, 11 inches (4.547 meters) high. The main rotor has a diameter of 48 feet, 0 inches (14.630 meters) and turns counter-clockwise as seen from above. (The advancing blade is on the right.) The tail rotor has a diameter of 8 feet, 6 inches (2.591 meters) and is mounted on the left side of the tail boom in a pusher configuration. It turns counter-clockwise as seen from the helicopter’s left. (The advancing blade is above the tail rotor’s axis of rotation.)
20th Special Operations Squadron UH-1P Hueys refueling at Đắk Tô, Central Highlands, Vietnam. (Don Joyce)
The UH-1F has an empty weight of 4,403 pounds (1,997.2 kilograms), and its maximum gross weight is 9,000 pounds (4,082.3 kilograms).
The UH-1F is powered by a single General Electric T58-GE-3 turboshaft engine. The T58 is an axial-flow engine with a 10-stage compressor, single combustion chamber and 3-stage turbine (2 high- and 1 low-pressure stages. The high-pressure turbine drives the compressor, with a maximum speed of 26,300 r.p.m. (N1). The low-pressure turbine drives the engine’s output shaft, with a maximum r.p.m. of 19,500 r.p.m. (N2). The T-58-GE-3 is rated at 1,070 shaft horsepower, but is capable of producing 1,325 shaft horsepower. The T58 is 4 feet, 7 inches (1.397 meters) long, 1 foot, 8.2 inches (0.513 meters) in diameter, and weighs 305 pounds (138 kilograms).
The UH-1F/P has a maximum speed of 138 miles per hour (222 kilometers per hour), with a normal cruise speed of 123 miles per hour (198 kilometers per hour). It can lift a 4,000 pound (1,814 kilogram) payload. The helicopter has a service ceiling of 24,830 feet (7,568 meters), can hover out of ground effect (HOGE) at 15,700 feet (4,785 meters) and in ground effect (IGE) at 18,700 feet (5,700 meters). With maximum fuel, its range is 392 miles (631 kilometers).
UH-1F and UN-1P helicopters remained in service with the Air Force until the early 1980s when their mission was taken over by the twin-engine UH-1N (Bell Model 212).
Bell Helicopter Corp. UH-1P Iroquois (converted from UH-1F-BF) serial number 64-15476, marked as 1LT James Fleming’s UH-1F, 64-15492, which he was flying during the action of 26 November 1968. The “Green Hornet” of the 20th Special Operations Squadron is painted on the helicopter’s tail boom. The actual 64-15492 (c/n 7042) was shot down 13 February 1969. This helicopter is in the collection of the National Museum of the United States Air Force. (U.S. Air Force)Colonel James P. Fleming, U.S. Air Force (Retired) and Mrs. Fleming. (MSNBC)
