Air Canada Flight 143, a Boeing 767-200, C-GAUN, after emergency landing at Gimli, Manitoba, 23 July 1983. (Wayne Glowacki / Winnipeg Free Press)Captain Robert Pearson
23 July 1983: Air Canada Flight 143 was a Boeing 767-200, registration C-GAUN, enroute from Montreal to Edmonton, with a stop at Ottawa. On board were 61 passengers and a crew of eight. On the flight deck were Captain Robert Pearson and First Officer Maurice Quintal.
At 1:21 p.m., at 41,000 feet (12,497 meters) over Red Lake, Ontario, the 767 ran out of fuel and both engines stopped. This caused a loss of electrical and hydraulic power to the aircraft. The 767 was equipped with a “glass cockpit” and the pilots lost most of their instrumentation. The airliner became very difficult to fly without the hydraulic system functioning, and flaps and landing gear were inoperative.
Unable to reach Winnipeg for an emergency landing, Captain Pearson turned toward a closed airport, the former RCAF Station Gimli. First Officer Quintal had been stationed there during his military service.
Pearson had extensive experience flying gliders and used this knowledge to extend the glide of the 767. The airliner touched down on a closed runway that was being used as a race track. The nose gear, which had not locked when dropped by gravity, collapsed, and the airliner suffered some damage as it slid to a stop.
Of those aboard, there were ten people injured. The airliner was forever after known as “The Gimli Glider.”
The investigation of the accident faulted the airline for not reassigning the responsibility for calculating the fuel load when use of a flight engineer became unnecessary with the new Boeing 767, which was designed to be flown by a two-pilot crew. Also, the recent change from the Imperial measurement system to metric resulted in a series of miscalculations as to how much fuel was actually aboard the aircraft before the flight.
In 2008, C-GAUN was retired to The Boneyard at Mojave, California. Captains Pearson and Quintal and several of the Flight 143 flight attendants were aboard on her final flight.
Air Canada’s Boeing 767-200, C-GAUN, “The Gimli Glider,” in storage at Mojave. (Akradecki via Wikipedia)
McDonnell Douglas DC-10 rollout at Long Beach, 23 July 1970. (Boeing)
23 July 1970: At Long Beach, California, the first McDonnell Douglas DC-10 airliner was rolled out. A DC-10-10, serial number 46500 with FAA registration N10DC, this aircraft was used for flight testing and Federal Aviation Administration certification. It made 989 test flights, accumulating 1,551 flight hours. It was put into commercial service with American Airlines 12 August 1972, re-registered as N101AA.
The DC-10 was a wide-body commercial airliner designed for medium to long range flights. It was flown by a crew of three and depending on the cabin arrangement, carried between 202 and 390 passengers. The DC-10-10 was 170 feet, 6 inches (51.968 meters) long with a wingspan of 155 feet, 4 inches (47.346 meters) and overall height of 58 feet, 1 inch (17.704 meters). The airliner had an empty weight of 240,171 pounds (108,940 kilograms) and maximum takeoff weight of 430,000 pounds (195,045 kilograms). It was powered by three General Electric CF6-6D turbofan engines, producing 40,000 pounds of thrust, each. These gave the DC-10 a maximum cruise speed of Mach 0.88 (610 miles per hour, 982 kilometers per hour). Its range is 3,800 miles (6,116 kilometers) and the service ceiling is 42,000 feet (12,802 meters).
In production from 1970 to 1988, a total of 386 DC-10s were built in passenger and freighter versions. 122 were the DC-10-10 variant. Another 60 KC-10A Extender air refueling tankers were built for the U.S. Air Force and 2 KDC-10 tankers for the Royal Netherlands Air Force.
The first McDonnell Douglas DC-10 was in service with American Airlines from 12 August 1972 to 15 November 1994 when it was withdrawn from service and placed in storage at Tulsa, Oklahoma. The 24-year-old airliner had accumulated 63,325 flight hours.
After three years in storage, the first DC-10 returned to service flying for Federal Express. In 1998 it was modernized as an MD-10 and re-registered again, this time as N530FE. It was finally retired from service and scrapped at Goodyear, Arizona in 2002.
Bell X-2 46-674 airdropped from Boeing EB-50D Superfortress 48-096 near Edwards Air Force Base, California. (U.S. Air Force)Brigadier General Frank Kendall Everest, United States Air Force
23 July 1956: Lieutenant Colonel Frank Kendall “Pete” Everest, United States Air Force, became “The Fastest Man Alive” when he flew the USAF/NACA/Bell X-2 rocket plane, serial number 46-674, to Mach 2.87 (1,957 miles per hour, 3,150 kilometers per hour) at 87,808 feet (26,764 meters). The X-2 was air-dropped from Boeing EB-50D Superfortress 48-096, near Edwards Air Force Base, California.
The X-2 was a joint project of the U.S. Air Force and NACA (the National Advisory Committee for Aeronautics, the predecessor of NASA). The rocketplane was designed and built by Bell Aircraft Corporation of Buffalo, New York, to explore supersonic flight at speeds beyond the capabilities of the earlier Bell X-1 and Douglas D-558-2 Skyrocket. In addition to the aerodynamic effects of speeds in the Mach 2.0–Mach 3.0 range, engineers knew that the high temperatures created by aerodynamic friction would be a problem, so the aircraft was built from Stainless Steel and K-Monel, a copper-nickel alloy.
The Bell Aircraft Corporation X-2 was 37 feet, 10 inches (11.532 meters) long with a wingspan of 32 feet, 3 inches (9.830 meters) and height of 11 feet, 10 inches (3.607 meters). Its empty weight was 12,375 pounds (5,613 kilograms) and loaded weight was 24,910 pounds (11,299 kilograms).
The X-2 was powered by a throttleable Curtiss-Wright XLR25-CW-1 rocket engine that produced 2,500–15,000 pounds of thrust (11.12–66.72 kilonewtons) burning alcohol and liquid oxygen. The engine used two rocket chambers and had pneumatic, electrical and mechanical controls. The smaller chamber could produce a maximum 5,000 pounds of thrust, and the larger, 10,000 pounds (22.24 and 44.48 likonewtons, respectively). Professor Robert H. Goddard, “The Father of Modern Rocketry,” authorized Curtiss-Wright to use his patents, and his rocketry team went to work for the Curtiss-Wright Rocket Department. Royalties for use of the patents were paid to the Guggenheim Foundation and Clark university. Professor Goddard died before he could also make the move
Rather than use its limited fuel capacity to take off and climb to altitude, the X-2 was dropped from a modified heavy bomber as had been the earlier rocketplanes. The launch altitude was 30,000 feet (9,144 meters). After the fuel was exhausted, the X-2 glided to a touchdown on Rogers Dry Lake at Edwards Air Force Base.
A four-engine Boeing B-50A Superfortress bomber, serial number 46-011, was modified as the ”mothership.” A second Superfortress, B-50D-95-BO 48-096, was also modified to carry the X-2, and was redesignated EB-50D. During the flight test program, the X-2 reached a maximum speed of Mach 3.196 (2,094 miles per hour, 3,370 kilometers per hour) and a maximum altitude of 126,200 feet (38,466 meters).
Frank Kendall Everest was a fighter pilot and flight instructor during World War II. He flew combat missions in both the Mediterranean and China-Burma-India Theaters of Operation. In May 1945 he was shot down. Everest was captured by the Japanese, held as a prisoner and tortured until the end of the war. After the war, Everest flew as a test pilot at Wright-Patterson Air Force Base, Ohio, and then at Edwards Air Force Base. On 23 July 1956, he was The Fastest Man Alive. Pete Everest retired as a brigadier general in 1970, and died in 2004.
Lieutenant Colonel Frank Kendall Everest, U.S. Air Force, wearing a David Clark Co. T-1 capstan-type partial-pressure suit for protection at high altitude, with a Bell X-2 rocketplane at Edwards AFB, circa 1956. (U.S. Air Force)
Major John H. Glenn, Jr., U.S. Marine Corps, in the cockpit of his North American Aviation F-86F Sabre, “MiG Mad Marine,” just after his second kill, 19 July 1953.
23 July 1953: Major John H. Glenn, Jr., United States Marine Corps, shot down his third and final MiG-15 fighter during the Korean War.
Major Glenn had previously flown a Grumman F9F Panther with VMF-311, but was assigned to the U.S. Air Force 25th Fighter Interceptor Squadron, 51st Fighter Interceptor Group, at K13, Suwon, Korea.
Major John H. Glenn, Jr., United States Marine Corps, standing with his North American Aviation F-86-30-NA Sabre, 52-4584, “MiG Mad Marine,” at Suwon, Korea, July 1953. (John Glenn Archives, The Ohio State University)
While on temporary duty with the Air Force squadron, Glenn flew the North American Aviation F-86F Sabre air superiority fighter. He shot down all three MiG fighters with F-86F-30-NA serial number 52-4584. His previous victories were on 12 July and 19 July, 1953, also against MiG-15 fighters.
Major Glenn had painted the names of his wife and two children, “Lyn Annie Dave,” on the nose of his airplane, but after being heard complaining that there “weren’t enough MiGs,” he came out one morning to find MIG MAD MARINE painted on the Sabre’s side.
John Glenn’s fighter, North American Aviation F-86F-30-NA Sabre, serial number 52-4584, at K13, Suwon, Korea, 1953. (U.S. Air Force)
“Flight.” Chris Kraft as Flight Director during the Mercury Program. (NASA)
From NASA:
Christopher C. Kraft, Jr., who died July 22, 2019, created the concept of NASA’s Mission Control and developed its organization, operational procedures and culture, then made it a critical element of the success of the nation’s human spaceflight programs.
“America has truly lost a national treasure today with the passing of one of NASA’s earliest pioneers – flight director Chris Kraft,” NASA Administrator Jim Bridenstine said in a statement. “We send our deepest condolences to the Kraft family.
“Chris was one of the core team members that helped our nation put humans in space and on the Moon, and his legacy is immeasurable. Chris’ engineering talents were put to work for our nation at the National Advisory Committee for Aeronautics, before NASA even existed, but it was his legendary work to establish mission control as we know it for the earliest crewed space flights that perhaps most strongly advanced our journey of discovery. From that home base, America’s achievements in space were heard across the globe, and our astronauts in space were anchored to home even as they accomplished unprecedented feats.”
Kraft — whose full name was Christopher Columbus Kraft — joined the NASA Space Task Group in November 1958 as NASA’s first flight director, with responsibilities that immersed him in mission procedures and challenging operational issues. He personally invented the mission planning and control processes required for crewed space missions, in areas as diverse as go/no-go decisions, space-to-ground communications, space tracking, real-time problem solving and crew recovery.
During the Apollo program, Kraft became the Director of Flight Operations at MSC, responsible for overall human spaceflight mission planning, training and execution. His leadership in this critical area continued through the Apollo 12 mission in 1969, at which time he became deputy director of the Center. He served as the center director from January 1972 until his retirement in August 1982, playing a vital role in the success of the final Apollo missions, the Skylab crewed space station, the Apollo-Soyuz Test Project and the first flights of the space shuttle.
Kraft was born Feb. 28, 1924 in Phoebus, Virginia, now a part of Hampton, Va. There he attended high school and developed strong interests in non-aeronautical topics such as baseball, and drum and bugle corps. Unlike many of his aerospace peers later in his career, he wasn’t interested in airplanes. After high school, he wanted to attend college, but didn’t know where or what he should study. He chose Virginia Polytechnic Institute (VPI, now Virginia Tech) and enrolled in mechanical engineering in 1941. He credits his experiences in the military Corps of Cadets at the institute for the foundation of his leadership training that would later characterize his personality in his NASA career.
By 1942, the VPI campus was being depleted of students because of the war effort, and Kraft patriotically decided to join the Navy as an aviation cadet. Unfortunately, his right hand had been severely burned when he was three years old, and he was declared unfit for military service. Ironically, his old hand injuries did not hamper his athletic prowess — he played catcher on the VPI baseball team. A professor in the engineering department was an enthusiastic airplane devotee and passed his interest on to young Kraft. An elective course in basic aerodynamics inspired him to major in aeronautical engineering. In 1944, he graduated with one of the first degrees in that field awarded by the Institute.
Kraft was familiar with the work of the federal National Advisory Commitee on Aeronautics — NASA’s predecessor agency — at Langley, which was located only about 7 miles from his home. However, he felt that Langley was too close to home, and accepted a job offer from Chance Vought in Connecticut — with a back-up offer from the NACA also in hand. After experiencing first-day bureaucratic frustration at Vought, he opted to accept his back-up offer. So, in January 1945, he returned to Virginia to join the staff of the Langley Memorial Aeronautical Laboratory. Kraft was assigned to the Flight Research Division under the leadership of Robert Gilruth and Hewitt Phillips, men he held in awe. He contributed to many critical programs that had been conceived by Gilruth, including evaluations of the flying qualities of aircraft, and free-fall model tests to measure transonic and supersonic aerodynamics. He served as project engineer on flying-qualities investigations of the P-51H, an advanced version of the famous Mustang. He also conducted analytical work on gust alleviation, and directed a pioneering study of potentially dangerous wake turbulence caused by trailing vortices.
With the advent of the jet age of the 1950s, he was assigned as project engineer on flight tests of the Navy’s high-priority Vought F8U Crusader, which was exhibiting numerous birthing problems in its earliest versions. The problems uncovered by Langley flight tests included unacceptable g-force control behavior during maneuvers, which was determined to result from unintentional pivoting of the unique movable wing used by the configuration. Working with Langley test pilot Jack Reeder, Kraft identified the structural source of the problem, and took on the unpleasant job of telling the Navy that its new first-line aircraft was potentially dangerous. His warnings were heeded by Navy management, resulting in grounding of the F8U fleet, much to the chagrin of many operators of the new aircraft. He then encountered one of the most contentious members of the Navy’s Bureau of Aeronautics, who questioned the Langley results and doubted the conclusions drawn by the NACA. That Marine Major was named John Glenn. Following a detailed examination of the Langley study results with Kraft and Reeder, and interviews with Navy pilots who flew the aircraft, Glenn was convinced and became a believer. The F8U was subsequently redesigned, as recommended by Kraft and his associates at Langley, and served the nation as an outstanding fighter during the Vietnam War.
Since his retirement from NASA, Kraft has consulted for numerous companies including IBM and Rockwell International, served as a Director-at-Large of the Houston Chamber of Commerce, and as a member of the Board of Visitors at Virginia Tech. In 2001, he published an autobiography entitled “Flight: My Life in Mission Control.” His book is a detailed discussion of his life through the end of the Apollo program, and was a New York Times bestseller.
He has received numerous awards and honors for his work. These include the NASA Outstanding Leadership Medal; four NASA Distinguished Service Medals; the Distinguished Alumnus Citation from Virginia Tech, in 1965; the Distinguished Citizen Award, given by the City of Hampton, Virginia, in 1966; the John J. Montgomery Award, in 1963; the Goddard Memorial Trophy, awarded by the National Space Club, in 1979; and the John F. Kennedy Astronautics Award for 1996. In 1999, he was presented the Rotary National Award for Space Achievement for which he was cited as “A driving force in the U.S. human space-flight program from its beginnings to the Space Shuttle era, a man whose accomplishments have become legendary.”
In 2006, NASA honored Christopher C. Kraft, Jr., for his key involvement in America’s space programs with the Ambassador of Exploration Award, given to astronauts and other key individuals who participated in the Mercury, Gemini, and Apollo space programs, for realizing America’s vision of space exploration from 1961 to 1972.
On April 4, 2011, NASA named its Building 30 Mission Control Center at the Johnson Space Center in his honor, in recognition of his service to the nation and its space programs. The Christopher C. Kraft, Jr., Mission Control Center has now operated for 50 years in support of space missions. At the naming ceremony, Flight Director Glynn Lunney commented “The Control Center today…is a reflection of Chris Kraft.”
Chris Kraft married his high school sweetheart, Betty Anne Turnbull, in 1950. They have a son and a daughter, Gordon and Kristi-Anne.
Last Updated: July 23, 2019
Editor: Brian Dunbar
TDiA recommends: FLIGHT: My Life in Mission Control, by Christopher C. Kraft and James L. Schefter, Dutton, New York, 2001.
