This photograph was taken before the start of the VIII° Gordon Bennett Cup race, 12 October 1913. The source names Hans Berliner and his co-pilot, Mann, but unfortunately does not say which is which. According to his grandson, Mikael Manstrom, Berliner is the man just to the left of center. (Bibliothèque nationale de France)
8–11 February 1914: Aeronaut Hans Rudolph Berliner and two others, Alexander Haase and A. Nicolai, departed Bitterfeld, Germany, aboard Berliner’s gas balloon. They were carried across the Baltic Sea and into Russia. After encountering rain storms, gale force winds and howling wolves, their balloon came to rest in deep snow near the town of Kirgischan in the Ural Mountains.
In 47 hours, the men had traveled 3,052.7 kilometers (1,896.9 miles), setting a Fédération Aéronautique Internationale (FAI) World Absolute Record for Distance.¹ This record remained unsurpassed until 1978.
Hans Berliner’s balloon was described as being spherical and painted yellow. It had a volume of 2,250 cubic meters (79,458 cubic feet) and was inflated with hydrogen. Prior to this flight, the balloon had made more than 50 ascents.
The New York Times reported:
BALLOON DISTANCE RECORD
German Pilot Berliner Reached a Point in the Ural Mountains.
BERLIN, Feb. 16.—The German balloon pilot Hans Berliner, who ascended with two passengers on Feb. 8 in his spherical balloon, telegraphed to-day from Kirgischan, in the Ural Mountains, that he had landed near there after a forty-seven-hour flight from Bitterfield.
The flight, it is understood, broke the distance record but not the duration record.
Berliner had been unable to reach a telegraph office until to-day.
The flight of Berliner’s balloon extended considerably further than that of Dr. Korn, who, after ascending last week at Bitterfield, landed at Krasno Ufimsk, 110 miles southeast of Perm, Russia.
—The New York Times, 17 February 1914.
The Russian government charged the three Germans with espionage and sentenced them to six months solitary confinement and a fine. They were released on 8 May 1914 and allowed to return to Germany. The balloon was also returned.
Major Ernest M. Cassell, Jr., Air Corps, United States Army. (FAI)
10 February 1947: At Patterson Field, Dayton, Ohio, Major Ernest Murray Cassell, Jr., Air Corps, United States Army, flew a Sikorsky YR-5A helicopter, serial number 43-46628, to an altitude of 5,842 meters (19,167 feet), setting a Fédération Aéronautique Internationale (FAI) World Altitude Record for helicopters.¹
Major Cassell took off from Patterson Field at 11:05 a.m., and landed at 12:02 p.m. He said that he knew the helicopter had reached its absolute ceiling. “She just wouldn’t go any higher. At the peak I dived to pick up speed, pulled up and the ship just quivered in a tip-stall as if to say, ‘That’s all I can do.’ ”
At that altitude, Cassell encountered winds of 40–50 miles per hour (18–22 meters per second), and an air temperature of -19 °C. (-2.2 °F.). He wore an electrically-heated flight suit.
Cassell was one of the most experienced helicopter pilots in the U.S. military services, with more than 700 hours flown to date.
Observers for the National Aeronautic Association, Dr. Daniel P. Johnson of the National Bureau of Standards, and C.S. Logsdon, director of the contest division of the N.A.A., flew aboard a North American Aviation B-25 Mitchell medium bomber. The B-25 flew along with the helicopter. Both carried barographs. A second B-25 acted as the camera ship.
The Sikorsky YR-5A (Model S-48) was a single-engine, two-place helicopter. The cabin was built of aluminum with plexiglas windows. The fuselage was built of plastic-impregnated plywood and the tail boom was wood monocoque construction. The main rotor consisted of three fully-articulated blades built of wood spars and ribs and covered with fabric. The three bladed semi-articulated tail rotor was built of laminated wood. The main rotor turned counter-clockwise as seen from above. (The advancing blade is on the helicopter’s right.) The tail rotor was mounted on the helicopter’s left side in a pusher configuration. It turned clockwise as seen from the helicopter’s left.
YR-5A 43-46608 was one of one of twenty-six service test helicopters built between November 1944 and July 1945. There were slight changes from the earlier five XR-5A prototypes. The R-5A went into production in July 1945 and more than 300 had been built by the time production ended in 1951.
The helicopter’s fuselage was 41 feet, 7½ inches (12.687 meters) long. The main rotor had a diameter of 48 feet, 0 inches (14.630 meters) and tail rotor diameter was 8 feet, 5 inches (2.565 meters), giving the helicopter an overall length of 57 feet, 1 inch (17.399 meters) with rotors turning. It was 13 feet, 1½ inches (4.001 meters) high. The landing gear tread was 12 feet (3.7 meters). The R-5A had an empty weight of 3,780 pounds (1,715 kilograms) and maximum takeoff weight of 4,900 pounds (2,223 kilograms). Fuel capacity was 100 gallons (378.5 liters).
Sikorsky S-48 (R-5) three-view illustration with dimensions. (Sikorsky Historical Archives)
The helicopter was powered by an air-cooled, supercharged, 986.749-cubic-inch-displacement (16.170 liter) Pratt & Whitney Wasp Jr. T1B4 (R-985 AN-5) direct-drive, nine-cylinder radial engine which was placed vertically in the fuselage behind the crew compartment. This engine was rated at 450 horsepower at 2,300 r.p.m., Standard Day at Sea Level. The R-985 AN-5 was 4 feet, 0.00 inches (1.219 meters) long, 3 feet, 10.25 inches (1.175 meters) in diameter and weighed 684 pounds (310.3 kilograms) with a magnesium crankcase.
The R-5 had a maximum speed (Vne) of 107 knots (123.1 miles per hour/198.2 kilometers per hour). Range was 275 miles (442.6 kilometers). The service ceiling was 14,800 feet (4,511 meters). The absolute hover ceiling was 3,000 feet (914.4 meters).
Sikorsky YR-5A 43-46628. (FAI)
Ernest Murray Cassell, Jr., was born at Indianapolis, Indiana, 26 February 1912. He was the first of two sons of Ernest Murray Cassell, a traveling salesman, and Irene Eidola Adams Cassell.
Ernest Cassell served in the United States Navy as a seaman, first class, from 14 February 1931 to 3 December 1934. He enlisted as a private in the Indiana National Guard (Air Corps) on 11 March 1935. He was commissioned as a second lieutenant, 11 March 1937.
Lieutenant Cassell graduated from the National Guard Officers’ Communication Course of the Air Corps Technical School in 1938. He was rated as an aerial observer.
Lieutenant Cassell married Miss Virginia Royall Fleming, in Marion County, Indiana, 31 March 1938. They would have two children, Judith Ann Cassell and Nicholas Murray Cassell.
On 17 January 1941, Cassell was commissioned as a second lieutenant, Air Corps, Army of the United States (A.U.S.). He was promoted to first lieutenant, 25 March 1941, and to captain, 12 December 1942. On 26 June 1944, Captain Cassell was promoted to the rank of major, A.U.S.
On 10 February 1947 (the date of his altitude record flight) Cassell as appointed to the permanent rank of 1st lieutenant, Air Corps, United States Army, with date of rank retroactive to 26 February 1940. Less than three weeks later, 26 February 1947 (his 35th birthday), Cassel was promoted to captain.
Following the establishment of the United States Air Force as a separate military service, Captain Cassell was transferred from the Air Corps, U.S. Army, to the U.S. Air Force. His date of rank was 26 February 1947.
Lieutenant Colonel Ernest Murray Cassell, Jr., retired from the United States Air Force on 3 February 1959. He died at Walter Reed Medical Center, Washington, D.C., 2 December 1959. He was buried at Arlington National Cemetery, Arlington, Virginia.
7 February 1920: Joseph Sadi-Lacointe was the first pilot to set a new Fédération Aéronautique Internationale (FAI) World Speed Record after the end of World War I. At Villacoublay, France, Sadi-Lecointe flew an Avion Nieuport—Type Gordon Bennett 1920 ¹ over a 1 kilometer (0.621 mile) course at an average speed of 275.86 kilometers per hour (171.41 miles per hour).²
Joseph Sadi-Lecointe in the cockpit of his Nieuport-Delâge 29V racer, after winning the Gordon Bennett Trophy, at Orleans/Etampes, 28 September 1920.
Sadi-Lecointe’s Ni-D 29V was one of three racing variants of the highly successful single-engine, single-seat Ni-D 29 C.1 biplane fighter, which was the fastest in the world at the time.
Like the chasseur (fighter), the Ni-D 29V was a single-bay biplane. It was 6.200 meters (20 feet, 4.1 inches) long, with a wing span of just 6.000 meters (19 feet, 8.2 inches), shortened from the 31 feet, 10 inch (9.703 meters) wingspan of the standard production airplane. The airplane’s height was 2.500 meters (8 feet, 8.4 inches). It weighed 936 kilograms (2,064 pounds), empty. Maximum fuel capacity was 160 kilograms (353 pounds).
The airplanes were altered over time, with variations in wing span. For example, for one speed record attempt, the engine output was increased to 330 horsepower; the two Lamblin radiators were removed to reduce aerodynamic drag; and fuel capacity was restricted to just 40 kilograms (88 pounds). The resulting speed was 302.313 km/h (187.849 miles per hour).³
Avion Nieuport—Type Gordon Bennett 1920 (Nieuport-Delâge NiD 29V) flown by Joseph Sadi-Lecointe. (L’ANNÉE AÉRONAUTIQUE 1920–1921, by L.Hirschauer and Ch Dollfus/Musée Air France)
The airplane was powered by a water-cooled, normally aspirated, 18.473 liter (1,127.265-cubic-inch displacement) right-hand tractor Hispano-Suiza 8Fb single overhead cam (SOHC) 90° V-8 engine with a compression ratio of 5.3:1. The production engine was rated at 300 cheval vapeur at 2,100 r.p.m. The Ni-D 29V engine modified to increase its output to 320 horsepower. This was a direct-drive engine, and turned a two-bladed-fixed pitch propeller. The engine was 1.32 meters (4 feet, 4 inches) long, 0.89 meters (2 feet, 11 inches) wide, and 0.88 meters (2 feet, 10½ inches) high. It weighed 256 kilograms (564 pounds).
Engine cooling was provided by Lamblin cylindrical radiators mounted under the lower wing.
The standard airplane had a top speed of 235 kilometers per hour (146 miles per hour), a range of 580 kilometers (360 miles) and a service ceiling of 8,500 meters (27,887 feet).
Nieuport-Delâge Ni-D 29V as modified in 1922. Note the shorter upper wing. (L’Aérophile 30° Année —N°. 19–20—1st–15 Octobre 1922 at Page 293./BnF Gallica)
Joseph Sadi-Lecointe learned to fly in 1910. The Aero Club de France awarded him its license number 431 on 10 February 1910.
Joeseph Sadi Lecointe
He joined the Service Aéronautique (the original form of the French Air Force) as a mechanic in October 1912, and was designated pilote militaire nº375, 20 September 1913. He served as a pilot during World War I, flying the Blériot XI-2, Morane LA and Nieuprt X, then in December 1915 became a flight instructor at l’Ecole de Pilotage d’Avord. Sadi-Lacointe was promoted from the enlisted ranks to sous-lieutenant, 17 September 1917, and was assigned as a test pilot at Blériot–Société Pour L’Aviation et ses Dérivés, where he worked on the development of the famous SPAD S.XIII C.1 fighter.
After the War, he was a test pilot for Nieuport-Delâge, and participated in numerous races and set a series of speed and altitude records with the company’s airplanes.
Sadi-Lecointe returned to military service in 1925 and participated in the Second Moroccan War. Then in 1927, he returned to his position as chief test pilot for Nieuport-Delâge. From 1936 to 1940, he served as Inspecteur général de l’aviation civile (Inspector General of Aviation) for the French Air Ministry. With the outbreak of World War II in 1939, Lieutenant Colonel Sadi-Lecointe was again recalled to military service as Inspector of Flying Schools.
With the Fall of France, Sadi-Lacointe joined La Résistance française, and operated with the group, Rafale Andromède. He was captured and tortured by the Gestapo at Paris, and died as a result, 15 July 1944.
Joseph Sadi-Lecointe, Commandeur Ordre national de la Légion d’honneur, was awarded the Croix de Guerre in three wars. He was posthumously awarded the Médaille de la Résistance. The Aéro-Club de France awarded him its Grande Médaille d’Or de l’Aéro-Club de France. During his flying career, Sadi-Lecointe set seven World Records for Speed, and three World Records for Altitude.
Lieutenant Robert W. Crafton, U.S. Navy, and Captain Louis K. Keck, U.S. Marine Corps, with the record-setting Sikorsky HSS-2 Sea King. (FAI)
5 February 1962: A Sikorsky HSS-2 Sea King (later redesignated SH-3A) became the world’s fastest helicopter by establishing a Fédération Aéronautique Internationale (FAI) world speed record for helicopters of 339 kilometers per hour (210.645 miles per hour) over a 19 kilometer (11.8 mile) course between Milford and New Haven, Connecticut.¹ The pilots were Lieutenant Robert Wiley Crafton, United States Navy and Captain Louis K. Keck, United States Marine Corps. Both pilots were awarded the Distinguished Flying Cross and the American Helicopter Society’s Frederick L. Feinberg Award.
Having served the United States Navy for 45 years, the Sea King is still in service world-wide, most notably as the VH-3D “Marine One” presidential helicopter.
Sikorsky HSS-2 Sea King, Bu. No. 147xxx, modified for the speed record attempt. (FAI)
The Sikorsky HSS-2 Sea King was the first of the S-61 series of military and civil helicopters. It is a large twin-engine helicopter with a single main rotor/tail rotor configuration. The fuselage is designed to allow landing on water. The XHSS-2 made its first flight 11 March 1959. The helicopter was originally used as an anti-submarine helicopter.
The HSS-2 is 72 feet, 6 inches (22.098 meters) long and 16 feet, 10 inches (5.131 meters) high with all rotors turning. The helicopter’s width, across the sponsons, is 16 feet. The main rotors and tail can be folded for more compact storage aboard aircraft carriers, shortening the aircraft to 46 feet, 6 inches (14.173 meters). The empty weight of the HSS-2 is 10,814 pounds (4,905 kilograms). The overload gross weight is 19,000 pounds (8,618 kilograms).
The main rotor has five blades and a diameter of 62 feet, 0 inches (18.898 meters). Each blade has a chord of 1 foot, 6¼ inches (0.464 meters). The rotor blade airfoil was the NACA 0012, which was common for helicopters of that time. The total blade area is 222.5 square feet (20.671 square meters), and the disc area is 3,019 square feet (280.474 square meters). The tail rotor also has five blades and a diameter of 10 feet, 4 inches (3.150 meters). They each have a chord of 7–11/32 inches (0.187 meters). At 100% NR, the main rotor turns 203 r.p.m. and the tail rotor, 1,244 r.p.m.
The HSS-2 was powered by two General Electric T58-GE-6 turboshaft engines, which had a Normal Power rating of 900 horsepower, and Military Power rating of 1,050 horsepower; both ratings at 19,555 r.p.m. at Sea Level. The main transmission was rated for 2,000 horsepower, maximum. (Later models were built with more powerful T58-GE-8 engines. Early aircraft were retrofitted.)
The HSS-2 has a cruise speed of 125 knots (144 miles per hour/232 kilometers per hour) at Sea Level, and a maximum speed of 133 knots (153 miles per hour/246 kilometers per hour) at Sea Level. The service ceiling is 12,100 feet (3,688 meters). The hover ceiling at normal gross weight is 5,200 feet (1,585 meters), out of ground effect (HOGE), and 7,250 feet (2,210 meters), in ground effect (HIGE). The HSS-2 had a combat endurance of 4 hours and a maximum range of 500 nautical miles (575 statute miles/926 kilometers).
The Sea King was primarily an anti-submarine aircraft. It could be armed with up to four MK 43 or MK 44 torpedoes and one MK 101 nuclear-armed depth bomb. Other weapons loads included four MK 14 depth charges and four MK 54 air depth bombs.
In 1962, the HSS-2 was redesignated SH-3A Sea King. Many early production aircraft have remained in service and have been upgraded through SH-3D, SH-3G, etc. In addition to the original ASW role, the Sea Kings have been widely used for Combat Search and Rescue operations. Marine One, the call sign for the helicopters assigned to the President of the United States, are VH-3D Sea Kings. Sikorsky produced the last S-61 helicopter in 1980, having built 794. Production has been licensed to manufacturers in England, Italy, Canada and Japan. They have produced an additional 679 Sea Kings.
Captain Louis K. Keck, USMC (left), and Lieutenant Robert W. Crafton, U.S. Navy, in the cockpit of their Sikorsky HSS-2 Sea King. (U.S. Navy NH69960)
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.
On 4 February, Colonel Sergey V. Petrov and A. Chetverik lifted 15,000 kilograms (33,069.4 pounds) to 5,600 meters (18,373 feet).¹ On the same day, A. Kholoupov flew the helicopter to 4,600 meters (15,092 feet) with a payload of 20,000 kilograms(44,092.5 pounds).²
The Mil Mi-26 (NATO code name: Halo) first flew on 25 October 1977. It is a twin-engine heavy-lift helicopter, normally operated by a flight crew of five, and can carry up to 90 passengers.
The Mi-26 is 40.025 meters (131 feet, 3¾ inches) long, with all rotors turning, and has a height of 8.145 meters (26 feet, 8¾ inches). The eight-bladed main rotor has a diameter of 32.00 meters (105 feet) and turns clockwise, as seen from above. (The advancing blade is on the left.) A five-bladed tail rotor is mounted on a pylon, to the right side of the aircraft, in a tractor configuration. It turns clockwise, as seen from the helicopter’s left.
The helicopter has an empty weight of 28,200 kilograms (62,170 pounds), gross weight of 49,600 kilograms (109,350 pounds) and maximum weight of 56,000 kilograms (123,450 pounds). The fuel capacity is 12,000 liters (3,200 gallons).
The Mi-26 is powered by two Lotarev D-136 turboshaft engines which are rated at 8,500 kW (11,299 shaft horsepower), each. It’s cruise speed is 255 kilometers per hour (158 miles per hour) and the maximum speed is 296 kilometers per hour (183 miles per hour). Range is 620 kilometers (385 miles). The service ceiling is 4,500 meters (14,765 feet).
320 Mil Mi-26 helicopters have been built.
Colonel Sergey V. Petrov
Colonel Sergey V. Petrov, Ph.D., was born at Tsaritsin (now, Volgograd), 15 October 1923. He graduated from the Air Force Special School at Stalingrad in 1941. In 1942, 7th VASHPOL, and 1943, Krasnodar WOW. From 1943to 1946, Petrov was a flight instructor for the 6th Aviation Regiment and then an instructor at Stalingrad Military Aviation College. In 1954, Petrov graduated from the N.E. Zhukovsky Air Force Engineering Academy.
From 1953 to 1984, Colonel Petrov was a test pilot at the Gosudarstvenny Krasnoznamyonnyy Air Force Scientific Research Institute. He flew the Mikoyan Gurevich MiG-19SU rocket-boosted high-altitude interceptor and the MiG 21F, the L-29 Delfin jet trainer, as well as gliders and competition sail planes. Switching to helicopters, he tested the Mil Mi-6 PZh fire-fighting helicopter, Mi-24 “Hind” attack helicopter and the Mi-26. He investigated Vortex Ring State in the Mi-8 and low-altitude autorotations in the Mi-2, Mi-4 and Mi-8. He also flew the aerobatic Yakovlev Yak-18P, the Yak-25 interceptor, the Antonov Ant-2, An-12, An-26 and Ilyushin Il-76 transports.
In 1976, Sergey Petrov was awarded the Lenin Prize, one of the the Soviet Union’s most prestigious honors.
Retiring from flight status in 1984, Colonel Petrov continued to work as an engineer at OKB Mil Design.
Sergey V. Petrov died 14 December 1998 at the age of 75 years. He had been awarded the Order of the Red Banner of Labor, and twice the Order of the Red Star. He was an Honored Test Pilot of the Soviet Union.
