Tag Archives: Allison Division of General Motors

23 August 1954

The first prototype Lockheed YC-130 Hercules takes of fromm the Lockheed Air terminal, Burbank, California, 23 August 1954. (Lockheed Martin)
The first prototype Lockheed YC-130 Hercules, 53-3397, takes of from the Lockheed Air Terminal, Burbank, California, 23 August 1954. (Lockheed Martin)

23 August 1954: The first of two Lockheed YC-130 Hercules four-engine transport prototypes, 53-3397, made its first flight from the Lockheed Air Terminal at Burbank, California, to Edwards Air Force Base. The flight crew consisted of test pilots Stanley Beltz and Roy Wimmer, with Jack G. Real (a future Lockheed vice president) and Dick Stanton as flight engineers. From a standing start, the YC-130 was airborne in 855 feet (261 meters), The flight lasted 1 hour, 1 minute.

The C-130 was designed as a basic tactical transport, capable of carrying 72 soldiers or 64 paratroopers. All production aircraft have been built at Lockheed Martin’s Marietta, Georgia, plant.

Lockheed YC-130 53-3397 during its first flight, 23 August 1954. (Lockheed Martin)

The first production model, the C-130A Hercules, was 97.8 feet (29.81 meters) long with a wingspan of 132.6 feet (40.42 meters), and height of 38.1 feet (11.61 meters). Total wing area was 1,745.5 square feet (162.16 square meters). The transport’s empty weight was 59,164 pounds (26,836 kilograms) and takeoff weight, 122,245 pounds (55,449 kilograms).

The C 130 has a rear loading ramp for vehicles, and there is a large cargo door on the left side of the fuselage, forward of the wing, The transport’s cargo compartment volume is 3,708 cubic feet (105.0 cubic meters). It could carry 35,000 pounds (15,876 kilograms) of cargo.

Lockheed YC-130 53-3397 during its first flight, 23 August 1954. (Lockheed Martin)

The C-130A was equipped with four Allison T56-A-1A turboshaft engines, driving three-bladed propellers. The engines produced 3,094 shaft horsepower at 13,820 r.p.m. (continuous), and 3,460 horsepower, Military Power (30-minute limit) or Takeoff ( 5-minute limit).

The C-130A had a cruise speed of 286 knots (329 miles per hour/530 kilometers per hour) and maximum speed of 326 knots (375 miles per hour/604 kilometers per hour) at 24,200 feet (7,376 meters). Its range with a 35,000 pound ( kilogram) payload was 1,835 nautical miles (2,112 statute miles/3,398 kilometers). The initial rate of climb at Sea Level was 4,320 feet per minute (21.95 meters per second). The combat ceiling was 38,700 feet (11,796 meters).

Lockheed YC-130 Hercules prototype, 53-3397. (SDA&SM)
Lockheed C-130A-LM Hercules 55-031, circa 1957. The radome has been added and the tip of the vertical fin squared off. (U.S. Air Force)

In addition to its basic role as a transport, the C-130 has also been used as an aerial tanker, a command-and-control aircraft, weather reconnaissance, search and rescue and tactical gunship. It has even been used as a bomber, carrying huge “Daisy Cutters” to clear large areas of jungle for use as helicopter landing zones, or, more recently, the Massive Ordnance Air Blast “mother of all bombs.” The aircraft has been so versatile that it has served in every type of mission. Over 40 variants have been built by Lockheed, including civilian transports. It is in service worldwide.

The latest version is the Lockheed C-130J Hercules. After 64 years, the C-130 is still in production, longer than any other aircraft type.

YC-130 53-3397 was scrapped at Indianapolis in 1962.

Lockheed C-130J Hercules transports under construction at Lockheed's Marietta, Georgia plant. (Lockheed Martin)
Lockheed C-130J Hercules transports under construction at Lockheed Martin’s Marietta, Georgia plant. (Lockheed Martin)

© 2018, Bryan R. Swopes

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16 August 1948

Prototype Northrop XF-89, 46-678, parked on the dry lake bed at Muroc Air Force Base. (U.S. Air Force)
Prototype Northrop XF-89, 46-678, parked on the dry lake bed at Muroc Air Force Base. (U.S. Air Force)

16 August 1948: The prototype Northrop XF-89 all-weather interceptor, 46-678, made its first flight at Muroc Air Force Base (later, Edwards Air Force Base). Company test pilot Fred Charles Bretcher, Jr., was at the controls.

The Northrop XF-89 was a two-place, twin-engine, mid-wing monoplane with retractable tricycle landing gear, designed as an all-weather interceptor. The pilot and radar intercept officer sat in tandem in the pressurized cockpit. Similar to Northrop’s World War II-era P-61 Black Widow night fighter, the XF-89 was painted gloss black.

Northrop XF-89 prototype, 46-678, near Edwards Air Force Base, California. (U.S. Air Force)

The XF-89 was 50 feet, 6 inches (15.392 meters) long, with a wingspan of 52 feet, 0 inches (15.847 meters). The wing had a 1.5° angle of incident, and1° dihedral. The total wing area was 606.2 square feet (56.32 square meters). The prototype had an empty weight of 23,010 pounds (10,437 kilograms), gross weight of 31,000 pounds (14,061 kilograms), and maximum takeoff weight of 43,000 pounds (19,505 kilograms).

The XF-89 was powered by two Allison J35-A-9 single-spool, axial-flow turbojet engines. The J35 had an 11-stage compressor section and single-stage turbine. The J35-A-9 was rated at 3,750 pounds of thrust (16.68 kilonewtons). The engine was 12 feet, 1.0 inches (3.683 meters) long, 3 feet, 4.0 inches (1.016 meters) in diameter, and weighed 2,455 pounds (1,114 kilograms).

Northrop XF-89 46-678. (U.S. Air Force)
Northrop XF-89 46-678. (U.S. Air Force)

The prototype crashed during a demonstration flight, its 102nd, at Hawthorne Airport, 22 February 1950. Vibrations caused by the engines’ exhaust caused the tail to separate. The pilot, Charles Tucker, escaped, but flight test engineer Arthur Turton was killed.

The F-89 went into production as the F-89A Scorpion. 1,050 were produced in eight variants. The final series, F-89J, remained in service with the Air National Guard until 1969.

Northrop F-89J Scorpion 53-2509 (converted from F-89D-55-NO) at the National Museum of the United States Air Force. The interceptor is carrying two AIR-2 Genie rockets on its underwing pylons. (U.S. Air Force)

Fred Charles Bretcher, Jr., was born 22 September 1920, at Cincinnati, Ohio. He was the son of Fred Charles Bretcher, a pharmacist, and Frieda Juliana Emma Poggenbeck Bretcher. His father, Sergeant Bretcher (or Bretscher), had served in an ambulance company at Ypres and the Meuse-Argonne during World War I, and had been honorably discharged, 18 April 1919.

The younger Bretcher attended Western Hills High School in Cincinnati. He played with the golf team and worked on the school newspaper. Bretcher graduated in 1938. He then worked as a sales clerk while attending college.

Bretcher enlisted as an aviation cadet in the U.S. Army Air Corps at Fort Thomas, Kentucky, 29 May 1941. He was sent to the Southeast Air Corps Training Center, Maxwell Field, Alabama, as a member of Class 42A. He graduated 8 January 1942, and was released from his enlistment to accept a commission as a second lieutenant, effective 9 January 1942. Lieutenant Bretcher was then assigned to Wright Field, Ohio, as a trainee test pilot. While at Wright, he flew every aircraft in the Air Corps inventory.

Lieutenant Bretcher flew combat missions in the European Theater in the Curtiss-Wright P-40 Warhawk, Republic P-47 Thunderbolt and North American P-51 Mustang. Temporarily assigned to the Royal Air Force, he flew the Supermarine Spitfire and Hawker Tempest fighters and the Avro Lancaster long-range heavy bomber. While serving in Europe, Bretcher was promoted to the rank of captain.

Captain Bretcher returned to Wright Field in May 1944. Promoted to major, he was assigned as the Chief of the Bomber Test Section, working on the Boeing B-29 Superfortress and Consolidated B-32 Dominator heavy bomber projects.

Major Bretcher also flew at Muroc Army Airfield in California, testing the Bell YP-59 Airacomet, Lockheed YP-80A Shooting Star, and the experimental Northrop N-9M flying wing proof-of-concept airplane. Major Bretcher was released from active duty, 13 January 1946.

Fred Charles Bretcher, Jr.

Fred Bretscher went to work for the Northrop Corporation, Hawthorne, California, as a civilian test pilot. He flew as co-pilot to Chief Test Pilot Max R. Stanley on the first flight of the Northrop YB-35, 15 May 1948.

In 1950, Bretcher was assigned to the flight test program of Northrop’s N-25 Snark cruise missile (which would be developed into the SM-62 Snark) at Holloman Air Force Base, near Alamogordo, New Mexico.

Bretcher married Miss Jean Taylor at Albuquerque, New Mexico, 18 December 1951. He retired from the Northrop Corporation in 1952.

Fred Charles Bretcher, Jr., died at Sedona, Arizona, 2 June 2004. He was 83 years old.

© 2017, Bryan R. Swopes

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1 August 1977

Wreckage of KNBC television's "Telecopter", Bell JetRanger N4TV. Pilot Francis Gary Powers and cameraman George Spears were killed when the helicopter crashed at Sepulveda Basin, Van Nuys, California, 12;48 p.m., 1 August 1977. (Joe Kennedy, Los Angeles Times Staff Photographer)
Wreckage of KNBC television’s “Telecopter,” Bell 206B JetRanger N4TV. Pilot Francis Gary Powers and cameraman George Spears were killed when the helicopter crashed at the Sepulveda Basin, Van Nuys, California, 12:48 p.m., 1 August 1977. (Joe Kennedy, Los Angeles Times Staff Photographer)
Francis Gary Powers with KNBC's Bell 206B JetRanger, N4TV, (Unattributed)
Francis Gary Powers with KNBC’s Bell 206B JetRanger, N4TV. (Check-Six.com)

1 August 1977: Francis Gary Powers, a pilot and news reporter for KNBC Television (Channel 4) in Los Angeles, California, was flying the company’s “Telecopter,” a camera and transmitter-equipped Bell Model 206B Jet Ranger, N4TV. He and a cameraman, George R. Spears, had been reporting on the aftermath of the disastrous Sycamore Canyon Fire in Santa Barbara County and were returning to their base, the KNBC Heliport at the television studios near the Ventura Freeway in Burbank.

At approximately 12:35 p.m., PDT, (19:35 UTC), the JetRanger was eastbound, about 1 mile southwest of Van Nuys Airport (VNY). Powers called Van Nuys Tower and requested to land there as the helicopter was low on fuel. The last transmission was: “TV Four just lost—”

Francis Gary Powers was a highly-experienced airplane pilot. At the time of the crash, Powers had 7,193 total flight hours, with 381 hours in the Bell 206. He had attended the Bell 206B Pilot Transition Training Course at the Bell Helicopter Training School, Fort Worth, Texas.

When TDiA attended the Bell Helicopter Training Academy in 1981, the crash of Power’s JetRanger was discussed by the school’s instructors in great detail, and describing Mr. Powers’ last day from the moment he left home. The high-profile accident involving Bell’s leading civil product had been thoroughly investigated by the National Transportation Safety Board (NTSB) and by Bell’s own experts. ¹

Powers, returning from covering the fire in Santa Barbara for Channel 4 News, flew past the Santa Barbara Municipal Airport (SBA), Oxnard Airport (OXR), and Camarillo Airport (CMA), all of which were almost directly along his course, and all of which could have provided fuel for the Bell 206.

Power's Bell 206B JetRanger was completely destroyed when it crashed August 1977. (CBS News/AP Photo/Nick Ut)
Power’s Bell 206B JetRanger, N4TV, was completely destroyed when it crashed 1 August 1977. (CBS News/AP Photo/Nick Ut)

Powers passed those airports, but just a few miles short of his destination, 1 mile (1.6 kilometers) to the southwest of Van Nuys Airport (VNY), the busiest general aviation airport in the United States, the helicopter’s turboshaft engine stopped because of fuel starvation. The JetRanger crashed in an open field. Both Powers and his cameraman, George Robert Spears, were killed.

Examination of news photographs of the wreck show that the JetRanger was completely destroyed on impact. It appears to have struck the ground in a nose-down attitude. Surprisingly, damage to the main rotor assembly is slight, with no twisting, tearing, or failure of the doublers at the blade root, as are commonly seen.

An engine failure over a large, level open space, should have resulted in no damage to the aircraft or injuries to its occupants. The autorotation characteristics of the Bell 206-series helicopters are excellent, among the best of any helicopter. The extent of the damage to the airframe, though, when compared to the relatively slight damage to the main rotor assembly, convinces TDiA that the helicopter was not in autorotation, but in free fall. The main rotor blades were not turning within the autorotation r.p.m. range of 355–440 r.p.m.

There are reports that Powers turned the helicopter away from a group of children playing in the open field, but this would not have been possible with the main rotor turning at the very low rotational speeds demonstrated by the lack of twist damage.

Recent satellite image of the open area where Power's JetRanger. crashed (Google)
Recent satellite image of the open area where Power’s JetRanger crashed: “. . . vacant field. . . 1000 feet North of Oxnard and 941 feet East of Shoshone – Tarzana. . . .” Van Nuys Airport (VNY) is about one mile to the north east. (Google)

This crash was caused by pilot error.

Abstract of NTSB Report LAX77FA060. (National Transportation Safety Board)
Abstract of NTSB Report LAX77FA060. (National Transportation Safety Board)
Francis Gary Powers at Milligan College, 1949.

Francis Gary Powers was born 17 August 1929 in Letcher County, Kentucky. He was the son of Oliver Windfield Powers, a mortarman in the coal industry, and Ida Melinda Ford Powers.

Powers attended Milligan College at Elizabethton, Tennessee, from 1947 to 1950. He studied biology. He was a member of the school’s pre-med club, and was junior class manager of the intramural council. He was also on the varsity track team.

Francis Gary Powers entered United States Air Force in 1950, trained as a pilot and was commissioned in 1952. He flew the Republic F-84G Thunderjet fighter bomber with the 468th Strategic Fighter Squadron, 506th Strategic Fighter Wing, at Turner Air Force Base, Albany, Georgia. He received special training in delivery of the Mark 7 tactical nuclear weapon at Kirkland Air Force Base, Albuquerque, New Mexico.

Republic F-84G Thunderjet fighter bombers of the 506th Strategic Fighter Wing, 1954. (U.S. Air Force)
Republic F-84G-25-RE Thunderjet fighter bombers of the 506th Strategic Fighter Wing, 1954. (U.S. Air Force)
Francis G. Powers, Civilian pilot of the U2 American jet plane shot down over Russia. The photo was taken some years ago when he was a U.S. Air Force pilot. Powers resigned his Air Force Reserve commission in 1956. The State Department admitted, May 7, 1956 that a high altitude U.S. jet plane made an intelligence flight over the Soviet Union, but said it was not authorized in Washington. (AP Photo)
1st Lieutenant F.G. Powers with a swept-wing Republic F-84F-50-RE Thunderstreak fighter bomber. (U.S. Air Force)

In 1956, 1st Lieutenant Powers was released from the U.S. Air Force to participate in the Central Intelligence Agency’s Project Aquatone. He was now a civilian government employee, although he was promised that he could return to the Air Force and that he would keep his seniority and would be promoted on schedule.

Francis Gary Powers gained world-wide notoriety when the Lockheed U-2A he was flying,  “Article 360,” (USAF serial number 56-6693) was shot down over Russia, 1 May 1960. Powers was captured and held prisoner at the notorious Lubyanka Prison where he underwent 62 days of interrogation at the hands of the Komitet gosudarstvennoy bezopasnosti (the Committee for State Security, or simply, the KGB). Powers was placed on trial in Moscow and was convicted of espionage. He was sentenced to prison for ten years.

The trial of Francis Gary Powers, August 1960. Mr. Powers is standing in the prisoner's dock at the right side of the image. (Getty Images/Popperfoto)
The trial of Francis Gary Powers, August 1960. Mr. Powers is standing in the prisoner’s dock at the right side of the image. (Getty Images/Popperfoto)

After almost two years, he was exchanged for William August Fisher, (AKA Rudolf Ivanovich Abel, Vilyam Genrikhovich Fisher) a long-time Soviet intelligence officer that had been caught in the United States in 1957. [This story was recounted in the recent motion picture, “Bridge of Spies,” which starred Tom Hanks. The film received six Academy Award nominations in 2015.]

After his release from the Soviet Union, Powers was employed as a test pilot for Lockheed, 1962–1970. He then became an airborne traffic and news reporter for several Los Angeles-area radio and television broadcast stations.

CIA pilot Francis Gary Powers, in partial pressure suit, with a Lockheed U-2. Date and location unknown.
Lockheed pilot Francis Gary Powers, wearing a David Clark Co. MC-3 partial-pressure suit and International Latex Corporation MA-2 helmet, with a Lockheed U-2F high-altitude reconnaissance aircraft, N800X, (Article 342, serial number 56-6675) at Burbank Airport, circa 1963–1966. (Lockheed Martin)

Gary Powers and his first wife, Barbara Gay Powers, divorced in 1963. He then married Claudia Edwards Downey at Fauquier, Virginia, 26 October 1963. This was also her second marriage. They would have a son, Francis Gary Powers II. (Mrs. Barbara Powers remarried in 1964.)

On 24 November 1986, the Distinguished Flying Cross was awarded posthumously to Powers “For Extraordinary Achievement While Participating in Aerial Flight 1 May 1960.” After reviewing his record at the request of his son, Francis Gary Powers, Jr., on 15 February 2000, the U.S. Air Force retroactively promoted him to the rank of Captain, effective 19 June 1957, and further credited his military service to include 14 May 1956–1 March 1963, the time he was with the CIA. The award of the Prisoner of War Medal was also authorized.

On June 15, 2012, General Norton Schwartz, Chief of Staff of the Air Force, awarded Captain Francis Gary Powers the Silver Star (posthumous).

news photographer
News photographer George R. Spears in the right rear seat of a Bell 206. (Associated Press via Newseum)

George Robert Spears was born at Chicago, Illinois, 17 July 1934, the fourth of five children of William E. and Nora Neelom Spears. He married Annette A. Montalbano in Chicago, 26 May 1956. They had three children and lived at Northridge, California. He had worked for KNBC since June 1976.

N4TV was built as a Bell Model 206A JetRanger, serial number 433, at Hurst, Texas, in 1969. It was first owned by the Los Angeles, California, independent television station KTLA (Channel 5), and registered N555TV. The helicopter was later upgraded to the Model 206B standard with the installation of a more powerful Allison 250-C20 engine. When purchased by KNBC, a National Broadcasting Company affiliate, 433 was reregistered N4TV.

The Bell Model 206B JetRanger is a 5-place, single-engine, light civil helicopter based on Bell Helicopter Company’s unsuccessful OH-4 entrant for the U.S. Army’s Light Observation Helicopter (LOH). It is flown by a single pilot in the right front seat. Dual flight controls can be installed for a second pilot. The helicopter is 39 feet, 8 inches (12.090 meters) long, with rotors turning. On standard skid landing gear, the overall height is 9 feet, 4 inches (2.845 meters). The main rotor has a diameter of 33 feet, 4 inches (10.262 meters) and turns counterclockwise (as seen from above) at 394 r.p.m. (100% NR). The empty weight is approximately 1,700 pounds (771 kilograms), depending on installed equipment, and its maximum gross weight is 3,200 pounds (1,451.5 kilograms).

The 206A was powered by an Allison 250-C18 turboshaft engine rated at 370 shaft horsepower at 6,016 r.p.m., and derated to 317 s.h.p., the transmission’s limit. The later 206B and 206B-2 had a 400 horsepower 250-C20 engine, and 206B-3s had 250-C20B, -C20J or -C20R engines installed, which produced 420 shaft horsepower. The helicopter’s transmission, however, is limited to 317 horsepower input.)

The JetRanger has a maximum speed of 150 miles per hour (241 kilometers per hour). Its best rate of climb is at 60 miles per hour (97 kilometers per hour) and best glide distance is at 80 miles per hour (129 kilometers per hour). The service ceiling is 13,500 feet (4,115 meters) and maximum range is 430 miles (692 kilometers).

Note: The Model 206A-1 was adopted by the U.S. Army as the OH-58A Kiowa. Though very similar in appearance to the Model 206A and 206B, the OH-58A differs significantly. Few of the parts are interchangeable between the types.

Three view drawing of the Bell Model 206A/B JetRanger with dimensions. (Bell Helicopter TEXTRON)
Three view drawing of the Bell Model 206A/B JetRanger with dimensions. (Bell Helicopter TEXTRON)

Between 1967 and 2010, Bell Helicopter built 4,491 JetRangers and 2,275 OH-58 Kiowas. Nealy 1,000 more were built under license by other manufacturers.

¹ TDiA requested the official NTSB accident investigation report nearly three years ago, and though the request received immediate acknowledgement, the report has not yet been provided.)

UPDATE: 2 years, 11 months and 23 days after TDiA’s Freedom of Information Act (FOIA) request, the government responded, saying that all accident records for 1977 were destroyed. They were only kept for seven years during that time.

© 2018, Bryan R. Swopes

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19 June 1947

P-80R speed run
Colonel Boyd flies the Lockheed XP-80R over the 3 kilometer course at Muroc Army Air Field, 19 June 1947. (U.S. Air Force)

19 June 1947: At Muroc Army Airfield (now, Edwards Air Force Base) Colonel Albert Boyd, United States Army Air Forces, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course, with an average speed of 1,003.81 kilometers per hour (623.74 miles per hour).¹ This was not just a class record, but an absolute world speed record.

Col. Boyd flew the Lockheed P-80R Shooting Star, serial number 44-85200, four times over the course, twice in each direction. The record speed was the average of the two fastest consecutive runs. As can be seen in the above photograph, these runs were flown at an altitude of approximately 70 feet (21 meters).

Originally a production P-80A-1-LO Shooting Star, 44-85200 had been converted to the XP-80B, a single prototype for the improved P-80B fighter.

Lockheed P-80A-1-LO shooting Star 44-85004, similar to the fighter being test flown by Richard I. Bong, 6 August 1945. (U.S. Air Force)
A very early production Lockheed P-80A-1-LO Shooting Star, 44-85004. (U.S. Air Force)

The P-80A-1-LO was a single-place, single-engine, low-wing monoplane powered by a turbojet engine. It was a day fighter, not equipped for night or all-weather combat operations. The P-80A was 34 feet, 6 inches (10.516 meters) long with a wingspan of 38 feet, 10½ inches (11.849 meters) and overall height of 11 feet, 4 inches (3.454 meters). The fighter had an empty weight of 7,920 pounds (3,592 kilograms) and a gross weight of 11,700 pounds (5,307 kilograms).

The P-80A-1 was powered by an Allison J33-A-9 or -11 turbojet, rated at 3,850 pounds of thrust (17.126 kilonewtons). It had a maximum speed of 558 miles per hour (898 kilometers per hour) at Sea Level and a service ceiling of 45,000 feet (13,716 meters).

The P-80A was armed with six Browning .50-caliber machine guns grouped together in the nose.

Lockheed P-80B-1-LO Shooting Star 45-8554, 1948. (U.S. Air Force)
Lockheed P-80B-1-LO Shooting Star 45-8554, 1948. (U.S. Air Force)

After modification to the XP-80B configuration, 44-85200 was powered by an Allison J33-A-17 with water/alcohol injection. It was rated at 4,000 pounds of thrust (17.793 kilonewtons). Fuel capacity was reduced by 45 gallons (170 liters) to allow for the water/alcohol tank. This was also the first American-built fighter to be equipped with an ejection seat.

The P-80B was heavier than the P-80A, with an empty weight of 8,176 pounds (3,709 kilograms) and gross weight of 12,200 pounds (5,534 kilograms). Visually, the two variants are almost identical.

The XP-80B had a maximum speed of 577 miles per hour (929 kilometers) per hour at 6,000 feet (1,829 meters), a 19 mile per hour (31 kilometers per hour) increase. The service ceiling increased to 45,500 feet (13,868 meters).

This photograph of XP-80R shows the cut-down windscreen an canopy, recontoured leading edges and the NACA-designed engine intakes. (U.S. Air Force)
This photograph of XP-80R shows the cut-down windscreen and canopy, re-contoured wing leading edges and the low-drag, NACA-designed engine intakes. (U.S. Air Force)

44-85200 was next modified to the XP-80R high-speed configuration. The canopy was smaller, the wings were shortened and their leading edges were re-contoured. In its initial configuration, the XP-80R retained the J33-A-17 engine, and incorporated new intakes designed by the National Advisory Committee for Aeronautics (NACA).

The initial performance of the XP-80R was disappointing. The intakes were returned to the standard shape and the J33-A-17 was replaced by a J33-A-35 engine. This improved J33 would be the first turbojet engine to be certified for commercial transport use (Allison Model 400). It was rated at 5,200 pounds of thrust (23.131 kilonewtons) at 11,750 r.p.m. at Sea Level, and 5,400 pounds of thrust (24.020 kilonewtons) with water/methanol injection.

The J33 was a single-spool turbojet with a single-stage centrifugal-flow compressor, 14 combustion chambers, and a single-stage axial-flow turbine. The J33-A-35 had a maximum diameter of 4 feet, 1.2 inches (1.250 meters) and was 8 feet, 8.5 inches (2.654 meters) long. It weighed 1,795 pounds (814 kilograms).

Lockheed P-80R 44-85200 at the National Museum of the United States Air Force
Lockheed P-80R 44-85200 at the National Museum of the United States Air Force

Technicians who modified the XP-80R at Lockheed Plant B-9 Production Flight Test Center, Metropolitan Airport, Van Nuys (just a few miles west of the main plant in Burbank). nicknamed the modified Shooting Star “Racey.”

Lockheed XP-80R 44-85200 is in the collection of the National Museum of the United States Air Force at Wright-Patterson Air Force Base, Ohio.

DAYTON, Ohio -- Lockheed P-80R at the National Museum of the United States Air Force. (U.S. Air Force photo)
Lockheed P-80R 44-85200 at the National Museum of the United States Air Force.

At the time of the speed record flight, Colonel Boyd was chief of the Flight Test Divison at Wright Field, Dayton, Ohio.

Albert Boyd was born 22 November 1906 at Rankin, Tennessee, the first of three sons of Kester S. Boyd a school night watchman, and Mary Eliza Beaver Boyd. In 1924, Boyd graduated from high school in Asheville, North Carolina, then attended Buncombe Junior College in Asheville.

Boyd was one of the most influential officers to have served in the United States Air Force. He entered the U.S. Army Air Corps as an aviation cadet 27 October 1927. After completion of flight training at Maxwell Field, Alabama, Boyd was commissioned as a second lieutenant, Air Corps Reserve, 28 February 1929, and as a second lieutenant, Air Corps, 2 May 1929.

Lieutenant Boyd married Miss Anna Lu Oheim at San Antonio, Texas, 8 September 1933. She was the daughter of Mr. and Mrs. G.F. Oheim of New Braunfels, Texas, (1907–1981).

He was promoted to 1st lieutenant 1 October 1934. On 24 July 1936, Boyd was promoted to the temporary rank of captain. This rank became permanent 2 May 1939. For the next five years, Lieutenant Boyd served as a flight instructor at Maxwell Field, Alabama, an then Brooks, Kelly and Randolph Fields in Texas.

In 1934, 1st Lieutenant Boyd was assigned as engineering and operations officer at Chanute Field, Rantoul, Illinois. He completed the Air Corps technical School and the Engineer Armament Course. On 24 July 1936, Boyd was promoted to the temporary rank of captain. This rank became permanent 2 May 1939. In 1939 he was assigned to the Hawaiian Air Depot as assistant engineering officer, and was promoted to major (temporary), 15 March 1941. He and Mrs. Boyd lived in Honolulu. His Army salary was $3,375 per year. In December 1941, he became the chief engineering officer.

On 5 January 1942, Major Boyd was promoted to lieutenant colonel (temporary) and rated a command pilot. Following the end of World War II, Boyd reverted to his permanent rank of major, 2 May 1946.

In October 1945, Major Boyd was appointed acting chief of the Flight Test Division at Wright Field. He became chief of the division, October 1945, and also flew as an experimental test pilot. Boyd believed that it was not enough for Air Force test pilots to be superior pilots. They needed to be trained engineers and scientists in order to properly evaluate new aircraft. He developed the Air Force Test Pilot School and recommended that flight testing operations be centered at Muroc Field in the high desert of southern California, where vast open spaces and excellent flying conditions were available. He was the first  commander of the Air Force Flight Test Center.

Colonel Albert G. Boyd with XP-80R 44-85200 (U.S. Air Force)
Colonel Albert G. Boyd with the Lockheed XP-80R, 44-85200. (U.S. Air Force)

When Brigadier General Boyd took command of Muroc Air Force Base in September 1949, he recommended that its name be changed to honor the late test pilot, Glen Edwards, who had been killed while testing a Northrop YB-49 near there, 5 June 1948. Since that time the airfield has been known as Edwards Air Force Base.

Major General Albert Boyd, United States Air Force
Major General Albert Boyd, United States Air Force.

In February 1952, General Boyd was assigned as vice commander of the Wright Air Development Center, and commander, June 1952. His final assignment on active duty was as deputy commander of the Air Research and Development Command at Baltimore, Maryland, from 1 August 1955.

From 1947 until he retired in 1957 as a major general, Albert Boyd flew and approved every aircraft in use by the U.S. Air Force. By the time he retired, he had logged over 21,120 flight hours in more than 700 different aircraft. He had been awarded the Legion of Merit, the Distinguished Flying Cross and the Distinguished Service Medal.

Major General Albert Boyd retired from the Air Force 30 October 1957 following 30 years of service. During his military career, he had been awarded the legion of Merit and the Distinguished Flying Cross. General Boyd died  at Saint Augustine, Florida, 18 September 1976 at the age of 69 years. He is buried at the Arlington National Cemetery.

¹ FAI Record File Number 9863

© 2018, Bryan R. Swopes

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20–21 April 1964

Lockheed L-100 Hercules N1130E, in flight. Both outboard engines are shut down and the propellers feathered. (Lockheed Martin)

20–21 April 1964: Nearly ten years after the first flight of the Lockheed YC-130 Hercules prototype, the Lockheed Model 382, serial number 3946, the commercial version of the military C-130E, made the longest first flight in history when it flew for 25 hours, 1 minute, after taking off from Marietta, Georgia.

The flight crew, led by Chief Production Pilot Joe Garrett, flew the Hercules in a racetrack pattern over Georgia and Alabama, and for all but 36 minutes of the flight, the outboard engines were shut down and their propellers feathered.

The Lockheed Model 382 was certified by the Federal Aviation Administration 16 February 1965.

Lockheed personnel celbrate the 25 hour, 1 minute first flight of the commercial L100 Hercules. (Lockheed Martin)
Lockheed personnel celebrate the 25 hour, 1 minute first flight of the commercial L-100 Hercules. (Lockheed Martin)

The L-382 was powered by four Allison 501-D22 turboprop engines, rated at 3,755 shaft horsepower at 13,820 r.p.m., and driving four-bladed Hamilton Standard Hydromatic constant-speed, reversible-pitch propellers with a diameter of 13 feet, 6 inches (4.115 meters). at 1,020 r.p.m.

Maximum operating altitude 32,600 feet (9.936 meters)

N1130E at Fairbanks, leased to Alaska Airlines. (Lockheed Martin)
N1130E at Fairbanks, leased to Alaska Airlines, 1965. (Lockheed Martin)

N1130E was retained by Lockheed as a demonstrator, however it was briefly leased to Alaska Airlines in March 1965, and returned the following month.

The L-382 was converted to the L382E-44K-20 standard in April 1968, with a 5 foot, 0 inch (1.524 meters) segment added to the fuselage behind the cockpit, and a 3 foot, 4 inch (1.016 meter) section behind the wing.

N1130E's fuselage was cut in two places to accommodate an 8 foot, 4 inch ( meter) stretch. (Lockheed Martin)
N1130E’s fuselage was cut in two places to accommodate an 8 foot, 4 inch (2.540 meter) stretch. (c-130hercules.net)
N1130E after conversion to the L100-20 configuration, at Lockheed-Burbank Airport, 1968. (Unattributed)
N1130E after conversion to the L100-20 configuration, at Lockheed-Burbank Airport, 1968. (c-130hercules.net)

N1130E was leased to Delta Air Lines in October 1968, and returned after six months.

Lockheed sold N1130E to Pepsico Airlease Corporation, who leased the freighter to Flying W Airways. It was reregistered as N50FW. In March 1973 Pepsico sold it to Philippine Aerotransport and it was operated for the Philippine government, first as PI-97, and then RP-97.

The first commercial Lockheed L-100, s/n 3946, in service with the Republic of the Philippines. (Ken Fielding via flickr)
The first commercial Lockheed L-100, s/n 3946, in service with the Republic of the Philippines. (Ken Fielding via flickr)

After sixty-four years, the Lockheed Hercules remains in production, and both military and civil versions are in service worldwide.

Lockheed Martin Model 382J Super Hercules (Lockheed Martin)
Lockheed Martin Model 382J Super Hercules, N100J. (Lockheed Martin)

© 2018, Bryan R. Swopes

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