Medal of Honor, 1st Lieutenant Robert Murray Hanson, United States Marine Corps Reserve

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1st Lieutenant Robert Murray Hanson, United States Marine Corps
1st Lieutenant Robert Murray Hanson, USMCR. (USMC History Division)

Medal of Honor

The Medal of Honor was presented to Lieutenant Hanson’s mother by Major General Lewis G. Merritt at a ceremony on Boston Common, Boston, Massachusetts, 19 August 1944. (His father, Rev. Dr. Harry A. Hanson, was at the time in India as president of the Lucknow Christian College.)

Robert Murray Hanson was born 4 February 1920 at Lucknow, Uttar Pradesh, India, the second of four children of Rev. Dr. Harry Albert Hanson and Alice Jean Dorchester Hanson. His parents were Methodist missionaries; his father a teacher at the Lucknow Christian College. He had an older brother, Mark, younger brothers Stanley and Earl Dorchester Hanson, and sister Edith Hazel Hanson.

The family returned to the United States, arriving at New York (via Liverpool and Rotterdam) aboard Cunard passenger liner S.S. Ausonia, 19 February 1924.

RMS Ausonia, photographed in 1947. (Royal Navy)
Robert Murray Hanson, circa 1941. (Hamline University Liner 1942)
Robert Murray Hanson. (Hamline University Liner 1942)

Hanson attended school in the United States, then returned to India. He  again returned to the United States in 1938, having taken time to bicycle through Europe. He attended Hamline University at St. Paul, Minnesota, a member of the Class of 1942. Hanson majored in economics, and was a member of the Kappa Gamma Chi (ΚΓΧ ) fraternity and the H Club. He played on the football, tennis, track and wrestling teams. He was an All State athlete.

When Hanson registered for the draft (conscription), 1 July 1941, he was described as having a light complexion, blonde hair and blue eyes. He was 5’10¾” tall (182.3 centimeters) and weighed 195 pounds (88.5 kilograms).

Kappa House, circa 1942. (Hamline University Liner)

Bob Hanson left the university and enlisted in the U.S. Naval Reserve as Seaman 2nd Class (V-5 Aviation Cadet Training Program), at the Naval Aviation Base, Minneapolis, Minnesota, 26 February 1942.  (Service Number 411 88 11)

Lieutenant Robert M. Hanson, USMCR (U.S. Navy)

Hanson completed flight training and was commissioned a second lieutenant, United States Marine Corps Reserve (Service Number O-019154), at Corpus Christi, Texas, 19 February 1943. Assigned to the Marine Corps Air Station at Kearney Mesa, San Diego, California, he was then transferred to the First Marine Aircraft Wing for deployment to the South Pacific.

When he arrived in the Solomon Islands, Lieutenant Hanson served with Marine Fighting Squadron 214 (VMF-214), known as the “Swashbucklers” (previously known as “The Black Sheep” under the command of Major “Pappy” Boyington). He was transferred to VMF-215, “The Fighting Corsairs,” at Vella Lavella Island, under the command of Major (later, Major General) Robert Gordon Owens, Jr., in October 1943.

On 1 November 1943, while flying F4U-1 Corsair Bu. No. 17472, Hanson was shot down near Bouganville by  the rear gunner of a Nakajima B5N2 Type 97 (“Kate”). After six hours in a raft, he was rescued by the Fletcher-class destroyer USS Sigourney (DD-643).

1st Lieutenant Hanson was awarded the Air Medal at Vella Lavella, 20 November 1943.

Lieutenant Hanson is pictured at Vella Lavella, fifth from right. Original caption: “Decoration of Marine Flyers in South Pacific is often as informal as pictured here. These fighter pilots, at the end of a day’s flights against the enemy, line up by a revetment to be decorated by their skipper. In the background is a Corsair fighter plane.
“Photo shows, left to right: 1st Lt. Robert E. Clark reading citations, Major Robert G. Owens Jr., Major James L. Neefus, Lt Col. Herbert H. Williamson, 1st Lt. Lincoln F. Deetz, (Gold Star), 1st Lt. Bennie P. O’Dell (Air Medal), 1st Lt. David R. Moak (Air Medal), Capt. Don Aldrich (Purple Heart), 1st Lt. Drury E. McCall (Air Medal), 1st Lt. Robert M. Hanson (Air Medal), 1st Lt. Thomas M. Tomlinson (Air Medal), 1st Lt. Otto K. Williams (Air Medal), and 1st Lt. Grafton S. Stidger (Purple Heart).
“Date 20 November 1943.” (Source USMC Military History Division: Defense Department Photo (Marines): 68310)

Between 4 August 1943 and 30 January 1944, Hanson shot down 25 enemy aircraft:

4 August 1943: 1 Kawasaki Ki-61 Hien Type 3 (“Tony”)
26 August 1943:  1 Mitsubishi A6M2 Type 0 (“Zero”)
1 November 1943: 2 Mitsubishi A6M2 Type 0, 1 Nakajima B5N2 Type 97 (“Kate)
14 January 1944: 5 Mitsubishi A6M2 Type 0
20 January 1944: 1 Mitsubishi A6M2 Type 0
22 January 1944: 2 Mitsubishi A6M2 Type 0, 1 Kawasaki Ki-61 Hien Type 3
24 January 1944: 4  Mitsubishi A6M2 Type 0, (1 Ki-61 probable)
26 January 1944: 3 Mitsubishi A6M2 Type 0, (1 A6M2 probable)
30 January 1944: 2 Mitsubishi A6M2 Type 0, 2 Nakajima Ki-44 Shoki (“Tojo”)

On 3 February 1944, the day before his 24th birthday, while flying a Chance Vought F4U-1 Corsair, Bu. No. 56039, 1st Lieutenant Hanson was part of an 8 Corsair escort for 18 Grumman TBF Avenger torpedo bombers in an attack on the Tobera Airfield (Rabaul No. 4) near Keravat, New Britain. While returning, Hanson descended to attack a light house at Cape St. George. His fighter was hit by anti-aircraft gunfire. His commanding officer, Major Owens, reported,

“Bob was coming back from a flight covering bombers to Rabaul on February 3rd when he apparently decided to strafe a lighthouse at Cape St. George, at the southern tip of New Ireland. He made a strafing run, and then his right wing was seen to hit the water twice. The plane pulled up and the wing either exploded or caught fire. After a moment when it seemed he would make a normal landing, the plane twisted and rolled  over and disappeared.”

His wingman, Lieutenant Harold Leman Spears, searched and found only floating debris.

The Boston Daily Globe reported:

The Story of Newton’s Heroic Ace

BOB HANSON OF THE MARINES

Off to Pacific and a Brilliant Record

By Frances Burns

“LT ROBERT MURRAY HANSON inspects the wing of his plane damaged by Jap 20-mm. shells during a fight with a Zero which he downed. The was the last photo received here of the ace who was reported missing in action Feb. 3.” (USMC from Acme via The Boston Globe)

     2d Lt Robert Murray Hanson was almost ready for his meteoric career as a fighting pilot in the South Pacific when he rang the doorbell at 31 Brooks av., last Good Friday morning.

     Bob Hanson had seen his parents, Rev. and Mrs. Harry Hanson, six hours in the five years since he left Lohdipur. He had won his wings two months before in Miami the month before he had his first challenge as a flyer, when to avoid a collision he flipped his plane, somersaulted and crawled out intact.

*     *     *

       Now he was like other boys who came home for the last time before going out SOMEWHERE to fight in this war. He didn’t want to do much visiting. He didn’t want to be entertained. He wanted to play with his young counterpart, flaxen haired, blue eyed bouncing sister Edith; talk about their hikes in the fields of India with his father; discuss birds with his youngest brother Earl; and open his heart over the dishpan to his mother. He wanted to be left alone to go off in a corner to read when he felt like it.

     He spent most of three days of his six at home making himself a knife like a Roman sword, a knife that he was probably to use in the incredible months ahead.

     “We thought, his father and I, that if Bob ever had a chance when he cracked the other day he would have been able to cut his way out of the wreckage with that knife,” his mother said last week. “It helps us keep hoping.”

     Hanson went on to see his brothers Mark and Stanley in Chicago at the end of his leave, to San Diego for a brief commando training and then overseas.

     The flyer’s first two letters home never were received and except for a government card announcing his safe arrival in July his family had no word from May to September, except indirectly.

*     *     *

     There have been a few brief letters since but most of their son’s breathtaking saga Mr. and Mrs. Hanson have read in dispatches from the South Seas. . . .

. . . . Lt Robert M. Hanson in his first encounter early in August against the enemy shot down a Zero with the guns on his left wing after Japanese cannon had ripped through his right wing. . . .

. . . . Second Zero in September on a bomber escort mission. . . .

. . . . reported missing in action Nov. 1 after he had shot down three more planes to become an ace, 2d Lt Robert Hanson was picked up by a destroyer after his engine conked out and he had to take to a rubber boat. (He wrote his parents Nov. 5 of his rescue and not to give up hope if he were reported lost—”there were so many islands out there.”). . . .

. . . . 1st Lt Robert M. Hanson, ace, today (Jan. 5 delayed) was decorated with the Air Medal and cited by Adm Halsey, South Pacific commander. . . .

. . . . Big blond Bob Hanson, currently the hottest fighter pilot in the Allied South Pacific front, today (Jan. 22 delayed) shot three more Japanese fighting planes out of the sky over New Britain to run his score to 14, with an average of one a day this week. . . .

. . . . Lt Hanson became the ace of Marine Corps flyers Jan 24 when he ran the total of Japanese planes to his credit to 18. . . picked off four Zeros today. . . .

. . . . Feb. 2 Lt Robert M. Hanson shot down four Japanese planes, including two new models to boost is total to 25 and made him the leading South Pacific ace in action. . . .

     And Feb. 3, a fellow pilot saw a Corsair make a strafing run at St. George Cape, New Ireland, but it pulled out too late. A wing caught the water and she somersaulted. “I went down low but saw only wreckage.” . . . Marine Lt Robert M. Hanson with 20 planes in 17 days was within one short of the record held by Capt Eddie Rickenbacker of World War I, Maj Joe Foss and Gregory Boyington. . . on the day before his 24th birthday Lt Robert M.Hanson is missing in action.

—The Boston Daily Globe, Vol. CXLV, No. 50, 19 February 1944, Page 4, Columns 3–5

In addition to the Medal of Honor, 1st Lieutenant Robert Murray Hanson, USMCR, was awarded the Navy Cross,² the Purple Heart with gold star, the Air Medal, Combat Action Ribbon, Presidential Unit Citation, American Campaign Medal, Asiatic-Pacific Campaign Medal with two bronze stars, and the World War II Victory Medal.

The Gearing-class destroyer USS Hanson (DD-832) was named in his honor. Built at the Bath Iron Works, Bath, Maine, the 3,460 long ton ship was commissioned 11 May 1945, under the command of Commander John C. Parham, USN. Hanson served during the Korean War. She was re-classified as to a radar picket destroyer (DDR) in 1949. In 1973, Hanson was transferred to the Republic of China Navy and renamed Liao Chiang (DDG-932). The ship was sunk as a target in July 2006.

Gearing-class destroyer USS Hanson (DD-832) underway in San Francisco Bay, circa 1957. (Nav Source)

Hanson’s name appears on a Trani limestone pier at the Manila American Cemetery and Memorial at Fort Bonifacio, Taguig City, Phillipines. There is also a cenotaph at the  Newton Cemetery, Newton, Massachusetts.

Cenotaph (Polar Bear Mom via Find-a-Grave)

VMF-214 and VMF-215 flew the Vought-Sikorsky Aircraft Division F4U-1 Corsair.¹ The Corsair was designed by Rex Buren Beisel, and is best known for its distinctive inverted “gull wing,” which allowed sufficient ground clearance for its 13 foot, 4 inch (4.064 meter) diameter propeller, without using excessively long landing gear struts. The prototype XF4U-1, Bu. No. 1443, had first flown 29 May 1940, with test pilot Lyman A. Bullard in the cockpit.

Vought F4U-1 Corsair of VMF-214, Torokina, 1942. (U.S. Navy)

The F4U-1 was 33 feet, 4.125 inches (10.163 meters) long with a wingspan of 40 feet, 11.726 inches (12.490 meters) and overall height (to top of propeller arc) of 15 feet, 0.21 inches (4.577 meters). The wings’ angle of incidence was 2°. The outer wing had 8.5° dihedral and the leading edges were swept back 4°10′. With its wings folded, the width of the F4U-1 was reduced to 17 feet, 0.61 inches (5.197 meters), and increased the overall height to 16 feet, 2.3 inches (4.935 meters). When parked, the Corsair’s 13 foot, 4 inch (4.064 meter) propeller had 2 feet, 1.93 inches (65.862 centimeters) ground clearance, but with the fighter’s thrust line level, this decreased to just 9.1 inches (23.1 centimeters). The F4U-1 had an empty weight of 8,982 pounds (4,074.2 kilograms) and gross weight of 12,162 pounds (5,516.6 kilograms).

A Vought-Sikorsky F4U-1 Corsair at the NACA Langley Memorial Aeronautical Laboratory, circa 1942. (NASA)

The F4U-1 variant of the Corsair was powered by an air-cooled, supercharged, 2,804.4-cubic-inch-displacement (45.956 liter) Pratt & Whitney Double Wasp SSB2-G (R-2800-8) two-row, 18-cylinder radial engine, with a compression ratio of 6.65:1. The R-2800-8 had a normal power rating of 1,675 horsepower at 2,550 r.p.m. and 44.0 inches of manifold pressure (1.490 bar) at 5,500 feet (1,676 meters); 1,550 horsepower at 21,500 feet (6,553 meters); and 2,000 horsepower at 2,700 r.p.m. with 54.0 inches of manifold pressure (1.829 bar) for takeoff. The engine turned a three-bladed Hamilton Standard Hydromatic constant-speed propeller with a diameter of 13 feet, 4 inches (4.064 meters) through a 2:1 gear reduction. The R-2800-8 was 7 feet, 4.47 inches (2.247 meters) long, 4 feet, 4.50 inches (1.334 meters) in diameter and weighed 2,480 pounds (1,125 kilograms).

The F4U-1 had a cruise speed of 186 miles per hour (299 kilometers per hour) at Sea Level. Its maximum speed at Sea Level was 365 miles per hour (587 kilometers per hour). During flight testing, an F4U-1 reached 431 miles per hour (694 kilometers per hour) at 20,300 feet (6,187 meters) with War Emergency Power. The service ceiling was 38,200 feet (11,643 meters) and its maximum range was 1,510 miles (2,430 kilometers) with full main and outer wing tanks.

Three Browning .50-caliber machine guns and belted ammunition installed in the left wing of a Vought-Sikorsky F4U-1 Corsair, 11 August 1942.

The Corsair was armed with six air-cooled Browning AN-M2 .50-caliber machine guns, three in each wing, with 400 rounds of ammunition per gun.

A total of 12,571 Corsairs were manufactured by the Vought-Sikorsky Aircraft Division (F4U-1), Goodyear Aircraft Corporation (FG-1D) and Brewster Aeronautical Corporation (F3A-1). The Corsair served the U.S. Navy and Marine Corps in World War II and the Korean War. Corsairs also served in other countries’ armed forces. Its last known use in combat was in Central America in 1969.

¹ Hanson’s Corsair is usually identified as a “F4U-1A.” F4U-1A is not an official U.S. Navy designation, but is commonly used to distinguish late production F4U-1 Corsairs with their blown plexiglas canopies and other improvements from the earlier “bird cage” Corsairs.

² Citation for the Navy Cross:

The President of the United States of America takes pleasure in presenting the Navy Cross to First Lieutenant Robert Murray Hanson (MCSN: 0-19154), United States Marine Corps Reserve, for extraordinary heroism and distinguished service in the line of his profession as Pilot of a Fighter Plane attached to Marine Fighting Squadron TWO HUNDRED FIFTEEN (VMF-215), Marine Air Group FOURTEEN (MAG-14), FIRST Marine Aircraft Wing, in aerial combat against enemy Japanese forces in the Solomon Islands Area from 5 January 1944 to 3 February 1944. Intercepted by a superior number of Japanese fighters while covering a flight of our bombers in a strike against enemy shipping in Simpson harbor on 14 January, First Lieutenant Hanson boldly engaged the hostile planes in fierce combat, pressing home repeated attacks with devastating force. Separated from his squadron during the intense action, he valiantly continued the engagement alone, successfully destroying five enemy Zeros before being forced by lack of ammunition and gasoline to return to his base. First Lieutenant Hanson’s superb airmanship, brilliant initiative and dauntless fighting spirit enabled our bombers to deliver a crushing blow to the Japanese in that sector and return safe to their base and his conduct throughout was in keeping with the highest traditions of the United States Naval Service.

© 2023, Bryan R. Swopes

3 February 1943

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Test pilot Robert C. Chilton stand on the wing of a North American Aviation P-51B Mustang. (North American Aviation)
Test pilot Robert C. Chilton stands on the wing of a North American Aviation P-51B-10-NA Mustang, 42-106435. (North American Aviation, Inc.)

3 February 1943: North American Aviation test pilot Robert C. Chilton made the first flight of the first production P-51A Mustang, P-51A-1-NA, serial number 43-6003. A Model NA-99, the Mustang had manufacturer’s serial number 99-22106. This airplane was one of 1,200 which had been ordered by the United States Army Air Corps on 23 June 1942. (With the introduction of the Merlin-powered P-51B, the number of P-51A Mustangs was reduced to 310.)

The first production P-51A, 43-6006, shown with skis for winter operations testing. (U.S. Air Force)
The first production P-51A, 43-6003, shown with skis for winter operations testing. (U.S. Air Force)

The Mustang had been designed and built by North American Aviation, Inc., as a fighter for the Royal Air Force. Two Mustang Mk.I airplanes, the fourth and the tenth from the RAF production line, had been given to the Air Corps for evaluation and designated XP-51, serial numbers 41-038 and 41-039. Prior to this, the Air Corps had ordered 150 P-51 fighters, but these were Mustang Mk.I models to be turned over to England under Lend-Lease.

43-6003 was used for testing and was equipped with skis for takeoff and landing tests in New Hampshire and Alaska.

The second production North American Aviation P-51A-NA Mustang, 43-6004, (99-22107) was used for high-speed testing. It was called Slick Chick. (U.S. Air Force)

The North American Aviation P-51A Mustang was a single-seat, single-engine, long-range fighter. It is a low-wing monoplane with retractable landing gear and is of all-metal construction. It was 32 feet, 2½ inches (9.817 meters) long with a wingspan of 37 feet, ¼-inch (11.284 meters) and a height of 12 feet, 2-½ inches (3.721 meters) high. It had an empty weight of 6,451 pounds (2,926 kilograms) and gross weight of 8,000 pounds (3,629 kilograms).

The third production North American Aviation P-51A Mustang, 43-6005. (North American)
The third production North American Aviation P-51A-1-NA Mustang, 43-6005 (99-22108). (North American Aviation, Inc.)

The P-51A was powered by a right-hand tractor, liquid-cooled, supercharged, 1,710.60-cubic-inch-displacement (28.032 liter) Allison Engineering Company V-1710-F20R (V-1710-81) single overhead cam (SOHC) 60° V-12 engine with a compression ratio of 6.65:1. The V-1710-81 had a Maximum Continuous Power rating of 870 horsepower at 2,600 r.p.m., at Sea Level, and 1,000 horsepower at 2,600 r.p.m. at 14,400 feet (4,389 meters). It was rated at 1,200 horsepower at 3,000 r.p.m. for takeoff. The Military Power rating was 1,125 horsepower at 3,000 r.p.m., to an altitude of 14,600 feet (4,450 meters). War Emergency Power was 1,480 horsepower. The engine drove a 10 foot, 9 inch (3.277 meter) diameter, three-bladed Curtiss Electric constant-speed propeller through a 2:1 gear reduction. The engine was 7 feet, 1.87 inches (2.181 meters) long, 3 feet, 0.75 inches (0.933 meters) high and 2 feet, 5.28 inches (0.744 meters) wide. It weighed 1,352 pounds (613 kilograms).

Allison-engined P-51A-1-NA Mustang 43-6008. (99-22111). (NASA Langley Research Center Vintage Photographs Collection)

Maximum speed of the P-51A in level flight was 415 miles per hour (668 kilometers per hour) at 10,400 feet (3,170 meters) at War Emergency Power. It could climb to 20,000 feet (6,096 meters) in 7 minutes, 3.6 seconds, and to 30,000 feet (9,144 meters) in 15 minutes, 4.8 seconds. Its service ceiling was 35,100 feet (10,699 meters) and the absolute ceiling was 36,000 feet (10,973 meters). Maximum range on internal fuel was 750 miles (1,207 kilometers).

The P-51A was armed with four Browning AN-M2 .50-caliber machine guns, with two mounted in each wing. The inner guns had 350 rounds of ammunition, each, and the outer guns had 280 rounds per gun.

Of the 1,200 P-51A Mustangs ordered by the Army Air Corps, 310 were delivered. The order was changed to the Packard V-1650 Merlin-powered P-51B Mustang.

The fourth production airplane, North American Aviation P-51A-1-NA Mustang 43-6006. This Mustang crashed in Alsaka in 1944 an dwas recovered in 1977, then restored. It has FAA registration N51Z. (Kogo via Wikipedia)
The fourth production airplane, North American Aviation P-51A-1-NA Mustang 43-6006. This Mustang crashed in Alaska in 1944 and was recovered in 1977, then restored. It has FAA registration N51Z. (Kogo)

Robert Creed Chilton was born 6 February 1912 at Eugene, Oregon, the third of five children of Leo Wesley Chilton, a physician, and Edith Gertrude Gray. He attended Boise High School in Idaho, graduating in 1931. Chilton participated in football, track and basketball, and also competed in the state music contest. After high school, Chilton attended the University of Oregon where he was a member of the Sigma Chi fraternity (ΣΧ). He was also a member of the Reserve Officers Training Corps (ROTC).

Bob Chilton enlisted as an Aviation Cadet in the U.S. Army Air Corps, 25 June 1937. He was trained as a fighter pilot at Randolph Field and Kelly Field in Texas, and was commissioned as a Second Lieutenant in 1938. Lieutenant Chilton was assigned to fly the Curtiss P-36 Hawk with the 79th Pursuit Squadron, 20th Pursuit Group, at Barksdale Field, Louisiana. Because of a medical condition, he was released from active duty, 1 April 1939.

At some time prior to 1940, Bob Chilton, married his first wife, Catherine. They lived in Santa Maria, California, where he worked as a pilot at the local airport.

In January 1941, Chilton went to work as a production test pilot for North American Aviation, Inc., Inglewood, California. After just a few months, he was assigned to the NA-73X.

Chilton married his second wife, Betty W. Shoemaker, 15 November 1951.

On 10 April 1952, Bob Chilton returned to active duty with the U.S. Air Force, with the rank of lieutenant colonel. He served as Chief of the Republic F-84 and F-105 Weapons System Project Office, Air Material Command, at Wright-Patterson Air Force Base, Dayton, Ohio, until 9 March 1957.

From 1958, Chilton was a vice president for Horkey-Moore Associates, an engineering research and development company in Torrance, California, founded by former North American aerodynamacist Edward J. Horkey. In 1961, he followed Horkey to the Space Equipment Corporation, parent company of Thompson Industries and Kerr Products, also located in Torrance. Chilton served as corporate secretary and contracts administrator.

Chilton married his third wife, Wilhelmina E. Redding (Billie E. Johnson) at Los Angeles, 26 July 1964. They divorced in 1972.

In 1965, Bob Chilton returned to North American Aviation as a flight test program manager. He retired in 1977.

Robert Creed Chilton died at Eugene, Oregon, 31 December 1994, at the age of 82 years.

© 2019, Bryan R. Swopes

2 February 1982

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An Aeroflot Mil Mi-26 at Farnborough, 1984.
An Aeroflot Mil Mi-26 at Farnborough, 1984. (MilborneOne)

2–4 February 1982: Over a three-day period, several flight crews set a series of Fédération Aéronautique Internationale (FAI) payload-to-altitude world records at Podmoskovnoe. They flew an OKB Mil Design Bureau Mi-26 heavy lift helicopter.

Летчик-испытатель Г.Р.Карапетян в кабине вертолета Ми-26. (Test pilot GR Karapetyan in the cockpit of the Mi-26 helicopter.)

On 2 February, Gurgen Rubenovich Karapetian and Y. Chapaev flew to 6,400 meters (20,997 feet) with a 10,000 kilogram (22,046.2 pound) payload.¹

The OKB Mil Design Bureau’s Mi-26 is the world’s largest helicopter. It is a twin-engine, single main rotor/tail rotor helicopter with fixed tricycle landing gear. It is normally operated by two pilots, a navigator, flight engineer and flight technician, and can carry as many as 90 passengers.

The Mi-26 has an overall length with rotors turning of 40.025 meters (131 feet, 3.8 inches) and height of 8.145 meters (26 feet, 8.7 inches). The main rotor has a diameter of 32.00 meters (104 feet, 11.8 inches). The helicopter has an empty weight of 28,200 kilograms (62,170 pounds) and maximum takeoff weight of 56,000 kilograms (123,459 pounds).

The eight-blade fully-articulated main rotor system turns clockwise at 132 r.p.m. (the advancing blade is on the left). A five-blade tail rotor is mounted on the right side of a pylon in a pusher configuration. The tail rotor turns clockwise as seen from the helicopter’s left side (the advancing blade is below the axis of rotation).

Power is supplied by two Lotarev D-136 turboshaft engines producing 8,500 kW (11,399 shaft horsepower), each.

The cruise speed of the Mi-26 is 255 kilometers per hour (158 miles per hour) and maximum speed is 295 kilometers per hour (183 miles per hour). The hover ceiling, out of ground effect (HOGE), is 1,800 meters (5,905 feet), and the service ceiling is 4,600 meters (15,092 feet), though on 2 February 1982, test pilot Gurgen Karapetyan, who flew with Grishchenko at Chernobyl, flew an Mi-26 to 6,400 meters (20,997 feet) carrying a 10,000 kilogram (22,046 pound) payload.¹ The maximum payload is 20,000 kilograms (44,092 pounds). The helicopter’s range, carrying an 18,000 kilogram (39,683 pounds) payload is 670 kilometers (416 miles).

The Mi-26 first flew in 1977. Production began in 1980. The helicopter remains in service with both military and civil operators.

Gurgen Rubenovich Karapetyan, Hero of the Soviet Union
Gurgen Rubenovich Karapetyan, Hero of the Soviet Union.

Gurgen Rubenovich Karapetyan (Гурген Рубенович Карапетян) was born 9 December 1936 in what is now Ekaterinberg, Sverdlovsk, Russia. He learned to fly a Polikarkpov Po-2 (NATO identifier, “Mule”) at the Sverdlovsk flying club at the age of 15.

Karapetyan served in the Soviet Air Force from 1956 to 1963. His rank was first lieutenant. An uncle advised him to attend the Moscow Aviation Institute, and he graduated in 1961. He worked as an engineer at Mil Design Bureau and then attended test pilot school. From 1962 to 1993, Karapetyan was a test pilot for the Mil Moscow Helicopter Plant, becoming the chief test pilot in 1974.

Gurgen Rubenovich Karapetyan

In April 1986, along with Anatoly Demyanovich Grishchenko, Gurgen Karapetyan flew a Mil Mi-26 helicopter dropping loads of sand and wet cement on the wreckage of the Chernobyl Reactor Number 4, which had been destroyed by an explosion. Carrying 15 ton loads suspended from an 800-foot (244 meters) cable, they made repeated trips while flying through the radioactive gases released from the plant. Grishchenko later died as a result of radiation exposure.

On 24 January 1993, President Mikhail Gorbachev named Karapetyan a Hero of the Soviet Union. He was twice awarded the Order of Lenin, and is an Honored Test Pilot of the Soviet Union.

Gurgen Karapetyan has set 10 world records in helicopters. He has flown more than 5,500 hours in 39 helicopter types.

Gurgen Rubenovich Karapetyan died 6 December 2021 at the age of 84 years.

¹ FAI Record File Number 9902

© 2025, Bryan R. Swopes

2 February 1974

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General Dynamics YF-16 Fighting Falcon 72-1567, 2 February 1974. (U.S. Air Force 071202-F-9999J-029)

2 February 1974: Test pilot Philip Francis Oestricher made the first test flight of the General Dynamics YF-16 Light Weight Fighter prototype, 72-1567, at Edwards Air Force Base, California. During the 90-minute flight the airplane reached 400 knots (740.8 kilometers per hour) and 30,000 feet (9,144 meters).

A prototype General Dynamics YF-16 nears completion, 1973. (General Dynamics)

Built at Fort Worth, Texas, the prototype rolled out 13 December 1973. It was loaded aboard a Lockheed C-5A Galaxy heavy-lift transport and was flown to Edwards. During high-speed taxi tests on 20 January 1974 the YF-16 began to oscillate in the roll axis, threatening to touch the wingtips to the ground.

Philip Francis Oestricher, General Dynamics test pilot. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)

To prevent damage, Phil Oestricher lifted off to regain control and after six minutes, touched down again.

The airplane had sustained damage to the right horizontal stabilizer. Engineers determined that the airplane’s roll control was too sensitive, and that the exhaust nozzle was improperly wired, resulting in too much thrust at low throttle settings. The YF-16 was repaired and was ready for its first test flight on 2 February.

A prototype YF-16 during a test flight, March 1973. Edwards Air Force Base is visible under the airplane's left wing. (Lockheed Martin)
The first prototype YF-16, 72-1567, during a test flight, March 1974. Edwards Air Force Base is visible under the airplane’s left wing. (Lockheed Martin)

The two YF-16 prototypes competed against the Northrop YF-17 for the role of the Air Force and NATO light weight fighter program. The YF-16 was selected and single-seat F-16A and two-seat F-16B fighters were ordered. The YF-17 was developed into the U.S. Navy’s F/A-18 Hornet.

General DynamicsYF-16 72-1567 and Northrop YF-17 72-1569 prototypes. (U.S. Air Force)
Phil Oestricher in the cockpit of the first General Dynamics YF-16 Light Weight Fighter prototype at Carswell Air Force Base, Texas, December 1972.
Phil Oestricher in the cockpit of the first General Dynamics YF-16 Light Weight Fighter prototype at Carswell Air Force Base, Texas, December 1973. (Lockheed Martin)

The F-16 was designed to be a highly-maneuverable, light weight air superiority day fighter, but it has evolved into a multi-role fighter/fighter bomber with all weather attack capability.

The F-16 (now, a Lockheed Martin product) remains in production, with more than 4,600 having been built in the United States and under license in Europe. The United States Air Force had 1,017 F-16s in service as of 2021,

A U.S. Air Force F-16C Block 50D Fighting Falcon, serial number 91-0405, of the 52nd Fighter Wing, Spangdahlem Air Base, Germany. This F-16 is armed with four AIM-120 air-to-air missiles and two air-to-ground AGM-88 High-speed Anti-Radiation Missiles (HARM). It carries external fuel tanks and an electronics countermeasures unit. (U.S. Air Force)
A U.S. Air Force F-16C Block 50D Fighting Falcon, serial number 91-0405, of the 52nd Fighter Wing, Spangdahlem Air Base, Germany. This F-16 is armed with four AIM-120 air-to-air missiles and two air-to-ground AGM-88 High-speed Anti-Radiation Missiles (HARM). It carries external fuel tanks and an electronics countermeasures unit. (U.S. Air Force)

The F-16C is a single-seat, single-engine Mach 2+ fighter. It is 49.3 feet (15.03 meters) long with a wingspan of 32.8 feet (10.0 meters) and overall height of 16.7 feet (5.09 meters). It has an empty weight of 20,300 pounds (9,207.9 kilograms) and maximum takeoff weight of 48,000 pounds (21,772 kilograms).

The fighter is powered by one Pratt & Whitney F100-PW-229 or General Electric F110-GE-129 afterburning turbofan engine which produces 17,800 pounds of thrust (79.178 kilonewtons) each, or 29,100 pounds (129.443 kilonewtons) with afterburner) (F100), or 29,500 pounds (131.223 kilonewtons) (F110).

General Dynamics/Lockheed Martin F-16C Block 30H Fighting Falcon 87-0292, 121st Fighter Squadron, 113th Operations Group, District of Columbia Air National Guard (Lockheed Martin)
Lockheed Martin F-16C Block 30H Fighting Falcon 87-0292, 121st Fighter Squadron, 113th Operations Group, District of Columbia Air National Guard (Lockheed Martin)

The Fighting Falcon has a maximum speed of Mach 1.2 (913 miles per hour, or 1,470 kilometers per hour) at Sea Level, and Mach 2+ at altitude. The fighter’s service ceiling is higher than 50,000 feet (15,240 meters). Maximum range is 2,002 miles (3,222 kilometers).

The F-16C is armed with one General Electric M61A1 Vulcan 20 mm 6-barreled Gatling gun with 511 rounds of ammunition, and can carry a wide range of air-to-air and air-to-ground missiles and bombs.

The first production F-16A made its first flight December 1976. The U.S. Air Force inventory 1,017 C/D (2021) More than 4,600 have been built, serving with 25 air forces world wide.

The F-16 Block 70 remains in production at Greenville, South Carolina . Lockheed Martin has a backlog of 117 Block 72 aircraft as of 31 January 2025.

Lockheed Martin F-16 under construction at Greenville, South Carolina. (Lockheed Martin)

The first prototype YF-16, 72-1567, is now on display at the Virginia Air and Space Center, Hampton, Virginia.

The first of the two General Dynamics prototype YF-16 Fighting Falcon lightweight fighters, 72-1567, on display at the Virginia Air and Space Center, Hampton, Virginia. (Rtphokie via Wikipedia)
The first of the two General Dynamics prototype YF-16 Fighting Falcon lightweight fighters, 72-1567, on display at the Virginia Air and Space Center, Hampton, Virginia. (Rtphokie via Wikipedia)
Philip Oestricher, 1948

Philip Francis Oestricher was born at Orlando, Florida, 26 September 1931. He was the first of four children of Albert Raymond Oestricher, a chiropractor, and Henriette Hyacinthe Dodane Oestricher.

He attended Orlando High School, where he was a classmate of his future wife, Patricia Ratti. Both graduated in 1949.

Oestricher then attended the University of Florida at Gainesville, Florida, where he majored in engineering. While there, he was associate editor of Florida Engineer, and a member of the Institute of Aeronautical Sciences, Automotive Engineering Society, Sigma Tau (ΣΤ), an engineering honor society, and Phi Kappa Phi (ΦΚΦ), also an honor society. He graduated with a Bachelor of Science degree in aeronautical engineering, 8 June 1952. Oestricher continued post-graduate studies and earned a masters degree in engineering in 1953.

Miss Patricia Ratti

Philip Francis Oestricher married Miss Patricia Maria Ratti, then a senior at the University of Florida, at 10:00 a.m., 27 December 1952, in a ceremony held at the St. James Roman Catholic Church at the corner of Orange Avenue and Robinson Street, in downtown Orlando, Florida. They would eventually have four children.

Oestricher worked for the Convair Division of General Dynamics Corporation at Fort Worth, Texas, in 1953–1954.

Convair Division of General Dynamics Corporation at Fort Worth, Texas, circa 1954.

Having enlisted in the United States Marine Corps, Private First Class Oestricher entered the USMC Officer Candidate Course at Quantico, Virginia, 12 April 1954. He graduated as a Naval Aviator and was commissioned a second lieutenant in July 1954. He attended flight training at NAS Pensacola, Florida, in 1955. He continued with advanced flight training at NAS Corpus Christi, Texas, and was promoted to the rank of first lieutenant, 2 January 1956. On 27 January 1956, 1st Lieutenant Oestricher was cited as the outstanding fighter syllabus graduate from the Naval Air Advanced Training Command.

A flight of four Grumman F9F-8 Cougars of VMF(AW)-114, circa 1957. (USMC A135160)

Lieutenant Ostricher was assigned to Marine All-Weather Fighter Squadron 114 (VMF(AW)-114, “Death Dealers”) flying the Grumman F9F-8 Cougar and Douglas F4D-1 Skyray. The squadron deployed aboard the Midway-class large aircraft carrier USS Franklin D. Roosevelt (CVA-42). The carrier had just completed the SCB-110 refit and emerged with a new angled flight deck deck.

Three Douglas F4D-1 Skyrays of VMF(AW)-114, prepare to launch from USS Franklin D. Roosevelt, CVA-42. (Sgt. Harold (“Woody”) Woodrom, USMC)

Following this tour at sea, Lieutenant Oestricher left active duty, but remained in the U.S. Marine Corps Reserve, eventually rising to the rank of lieutenant colonel.

Phil Oestricher returned to Convair as an aeronautical engineer. He was assigned work on the B-58A Hustler, a Mach 2 strategic bomber; the Model 54, the U.S. Air Force NX-2 CAMAL ¹ nuclear-powered bomber prototype; and the RB-57F, a specialized strategic reconnaissance aircraft.

Artists rendering of the Convair Model 54, a proposal for the U.S. Air Force NX-2 nuclear-powered bomber. (Convair)
General Dynamics RB-57F Canberra 63-13291. (U.S. Air Force 061031-F-1234P-021)

Phil Oestricher attended the U.S. Navy Test Pilot School (Class 44) at NAS Patuxent River, Maryland, in 1966. The course included 420 classroom hours, and about 150 flight hours. Oestricher flew 15 different aircraft types. He graduated as his class’s outstanding student.

“He stood out as an exceptionally capable test pilot in all respects. We are proud to list him as a graduate of our school,” said D. Z. Skalla, acting director of USNTPS.²

“TEST PILOTS—Graduates of Class No. 44, U.S. Naval Test Pilot School, inspect F-111A close up during a recent tour of Fort Worth division. Some will be flight-testing F-111Bs in the days ahead.” Phil Oestricher is sixth from right. (General Dynamics News)

Lieutenant Colonel Oestricher commanded VMF(AW)-112, the Marine Corps’ largest reserve squadron. At the time, the squadron was flying the Chance Vought F8U Crusader. Colonel Oestricher retired from the Marine Corps in 1973.

Phil Oestricher was a design safety engineer on the General Dynamics F-111 program. As a test pilot, he flew all models of that aircraft.

He made the first flight of the F-16B 8 August 1977.

In 1979, Oestricher was awarded the Iven C. Kincheloe Award of the Society of Experimental Test Pilots for “outstanding professional accomplishment in flight testing.”

Phil Oestricher worked for General Dynamics as an engineer and test pilot for 33 years. He was the Director of Flight Test for 11 years. He retired in July 1992.

General Dynamics YF-16 LWF prototype 72-1568 with pilot, Phil Oestricher, May 1974. (Code One Magazine)

Lieutenant Colonel Philip Francis Oestricher, United States Marine Corps (Retired), died at Benbrook, Texas, 18 December 2015. He was 84 years old. His remains were interred at Woodlawn Memorial Park, Gotha, Florida.

¹ Continuous Airborne Alert, Missile Launching and Low-Level Penetration

² GENERAL DYNAMICS NEWS, Wednesday, 30 November 1966, Page 6, Column 2

© 2025, Bryan R. Swopes

2 February 1970

Aviation, , , , , , , , , , ,
Convair F-106A Delta Dart of the 71st Fighter Interceptor Squadron, with a Boeing KC-135 Stratotanker, circa 1970. (U.S. Air Force)
Convair F-106A-100-CO Delta Dart 58-0775 of the 71st Fighter Interceptor Squadron with a Boeing KC-135 Stratotanker, circa 1970. This is the same type aircraft flown by Lieutenant Gary Foust, 2 February 1970. (U.S. Air Force)
1st Lt. Gary E. Foust

2 February 1970: At approximately 9:50 a.m., three Convair F-106A Delta Dart supersonic interceptors of the 71st Fighter Interceptor Squadron, 24th Air Division, based at Malmstrom Air Force Base, Montana, were engaged in an air combat training mission.

1st Lieutenant Gary Eugene Foust was flying F-106A-100-CO 58-0787, an airplane usually flown by the squadron’s maintenance officer, Major Wolford.

During the simulated combat, Lt. Foust entered into a vertical climb with his “opponent,” Captain Tom Curtis, who was also flying an F-106, and they both climbed to about 38,000 feet (11,600 meters) while using a “vertical rolling scissors” maneuver as each tried to get into a position of advantage.

Diagram of Vertical Rolling Scissors Maneuver, (Predrag Pavlovic, dipl. ing. and Nenad Pavlovic, dipl. ing.)
Diagram of Vertical Rolling Scissors Maneuver. (Predrag Pavlovic, dipl. ing. and Nenad Pavlovic, dipl. ing.)

Lt. Foust’s interceptor stalled and went in to a flat spin. Captain Curtiss described it: “The aircraft looked like the pitot tube was stationary with the aircraft rotating around it. Very flat and rotating quite slowly.”

Foust tried all the recovery procedures but could not regain control of the Delta Dart. With no options remaining, at about 15,000 feet (4,572 meters), Foust ejected from the apparently doomed airplane.

This F-106A (S/N 58-0787) was involved in an unusual incident. During a training mission, it entered an flat spin forcing the pilot to eject. Unpiloted, the aircraft recovered on its own and miraculously made a gentle belly landing in a snow-covered field. (U.S. Air Force photo)
Convair F-106A Delta Dart 58-0787 made an un-piloted belly landing onto a snow-covered farm field near Big Sandy, Montana, 2 February 1970. (U.S. Air Force)

After the pilot ejected, the F-106 came out of the spin and leveled off.  With its engine still running, -787 continued flying, gradually descending, until it slid in to a landing in a wheat field near Big Sandy, Montana. Eventually the airplane ran out of fuel and the engine stopped at about 12:15 p.m.

Lieutenant Foust safely parachuted into the mountains and was soon rescued.

58-0787 was partially disassembled by a maintenance team from Hill Air Force Base, Utah, and loaded on to a rail car. It was then transported to the Sacramento Air Logistics Center at McClellan Air Force Base, Sacramento, California, where it was repaired and eventually returned to flight status with the 49th Fighter Interceptor Squadron, 21st Air Division, at Griffiss Air Force Base, New York.

After the Convair Delta Dart was retired from active service, 58-0787 was sent to the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio.

This F-106A (S/N 58-0787) was involved in an unusual incident. During a training mission, it entered an flat spin forcing the pilot to eject. Unpiloted, the aircraft recovered on its own and miraculously made a gentle belly landing in a snow-covered field. (U.S. Air Force photo)
Convair F-106A Delta Dart 58-0787 sits in a snow-covered Montana farm field, February 1970. (U.S. Air Force)

The Convair F-106A Delta Dart was the primary all-weather interceptor of the United States Air Force from 1959 to 1988, when it was withdrawn from service with the Air National Guard. It was a single-seat, single-engine delta-winged aircraft capable of speeds above Mach 2.

The airplane was a development of the earlier F-102A Delta Dagger, and was initially designated F-102B. However, so many changes were made that it was considered to be a new aircraft.

The F-106A is 70 feet, 8.78 inches (21.559 meters) long with a wingspan of 38 feet, 3.5 inches (11.671 meters). The total area of the delta wing is 697.83 square feet (64.83 square meters). The angle of incidence was 0° and there was no dihedral. The leading edges were swept aft 60°. The top of the vertical fin was 20 feet, 3.3 inches (6.180 meters) high. The Delta Dart weighs 24,028 pounds (10,899 kilograms) empty, and has a maximum takeoff weight (MTOW) of 39,195 pounds (17,779 kilograms).

Convair F-106A Delta Dart three-view illustration with dimensions. (SDASM)

The F-106 was powered by a Pratt & Whitney J75-P-17 afterburning turbojet engine. The J75-P-17 was a two-spool axial-flow turbojet engine with afterburner. It used a 15-stage compressor section (8 high- and 7 low-pressure stages) and a 3-stage turbine section (1 high- and 2-low pressure stages). The J75-P-17 had a maximum continuous power rating of 14,100 pounds of thrust (62.72 kilonewtons), and military power rating of 16,100 pounds (71.62 kilonewtons) (30-minute limit). It produced a maximum of 24,500 pounds (108.98 kilonewtons) with afterburner (5-minute limit). The engine was 3 feet, 8.25 inches (1.124 meters) in diameter, 19 feet, 9.6 inches long (6.035 meters), and weighed 5,875 pounds (2,665 kilograms).

Convair F-106A Delta Dart 58-0787 sits in a snow-covered Montana farm field, February 1970. (U.S. Air Force)

The interceptor has a cruise speed of 516 knots (594 miles per hour/956 kilometers per hour), and a maximum speed of 1,153 knots (1,327 miles per hour/2,135 kilometers per hour) at 35,000 feet (10,668 meters). The F-106A had a maximum rate of climb of 41,400 feet per minute (210 meters per second) at Sea Level. It could climb to 50,000 feet (15,240 meters) in 5 minutes. The service ceiling was 52,700 feet (16,063 meters). Its combat radius was 426 nautical miles (490 statute miles/789 kilometers) with maximum internal fuel (1,514 U.S. gallons/5,731 liters). The maximum ferry range was 1,571 nautical miles (1,808 statute miles/2,909 kilometers), when carrying an additional 454 gallons (1,719 liters) in two external tanks.

A Convair F-106A Delta Dart launches a Genie air-to-air rocket. (U.S. Air Force)
A Convair F-106A-135-CO Delta Dart, 59-0146, of the 194th Fighter Interceptor Squadron, California Air National Guard, launches an AIM-2 Genie air-to-air rocket. (U.S. Air Force)

The Delta Dart was armed with four GAR-3A radar-homing, or -4A (AIM-4F, -4G) infrared-homing Falcon air-to-air guided missiles, and one MB-1 (AIM-2A) Genie unguided rocket with a 1.5 kiloton W-25 nuclear warhead. The missiles were carried in an internal weapons bay. In 1972, the General Electric M61A1 Vulcan 20mm cannon was added to the rear weapons bay with 650 rounds of ammunition. (The number of gun-equipped Delta Darts is uncertain.)

Convair built 342 F-106 interceptors. 277 were F-106As and the remainder were F-106B two-seat trainers.

Convair F-106A-100-CO Delta Dart 58-0787 in the collection of the National Museum of the United States Air Force, Wright-Patterson AFB, Ohio. (U.S. Air Force)
Convair F-106A-100-CO Delta Dart 58-0787 in the collection of the National Museum of the United States Air Force, Wright-Patterson AFB, Ohio. (U.S. Air Force)

© 2024, Bryan R. Swopes