Tag Archives: Fédération Aéronautique Internationale

26 April 1995

Roman Taskaev holds his FAI record certificate. (FAI)
Roman Taskaev holds his FAI record certificate. (FAI)

26 April 1995: Mikoyan test pilot Roman Petrovich Taskaev flew a MiG-29 to a Fédération Aéronautique Internationale (FAI) World Altitude Record of 27,460 meters (90,092 feet) at Aerodrome Akhtubinsk, Russia. This record still stands.

Роман Петрович Таскаев
Роман Петрович Таскаев

FAI Record File Num #2554 [Direct Link]
Status: ratified – current record
Region: World
Class: C (Powered Aeroplanes)
Sub-Class: C-1h (Landplanes: take off weight 12 000 to 16 000 kg)
Category: Not applicable
Group: 3 : turbo-jet
Type of record: Altitude
Performance: 27 460 m
Date: 1995-04-26
Course/Location: Jasmine – aerodrome, Akhtubinsk (Russia)
Claimant Roman Taskaev (RUS)
Aeroplane: Mikoyan/Gurevitch MiG-29
Engines: 2 Klimov RD-33

Mikoyan MiG-29A
Mikoyan MiG-29A

© 2015, Bryan R. Swopes

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24 April 1929

Elinor Smith waves from the cockpit of her Bellanca CH 300 Pacemaker after setting an endurance record at Roosevelt Field, 24 April 1929. (Newsday)
Elinor Smith waves from the cockpit of her Bellanca CH Monoplane after setting an endurance record at Roosevelt Field, 24 April 1929. (Newsday)

24 April 1929: At Roosevelt Field, Mineola, Long Island, New York, 17-year-old Elinor Smith set a Fédération Aéronautique Internationale (FAI) World Record for Duration by staying aloft over Roosevelt Field, Long Island, New York, in a Bellanca CH Monoplane for 26 hours, 27 minutes.¹ (Possibly Bellanca CH, c/n 116, NC29E)

THIS IS A RESCAN- HUGE FILE, HI RES- Must Credit, Long Island Studies Institute, Nassau County Museum Collection. Elinor Smith, 17, with her Bellance Challenger J5 equipt with a 225 HP engine, 1929. This was the first cabin ship flown by a female pilot, and she was also the first female with flying as an occupation. This ship had the largest gas load ever taken off from the field (Roosevelt?) and established a 26.5 hour endurance record with a take off and landing from the same place.. Digital Image
Elinor Smith with the Bellanca (CTIE/Monash University)

During the flight the airplane’s elevator trim adjustment malfunctioned, forcing Smith to use both arms to hold the stick back to maintain level flight. She dropped a note in a weighted sack to advise those on the ground of the problem.

Elinor Smith with the Bellanca CH Monoplane (Getty Images/Hulton Archive)
Elinor Smith with the Bellanca CH Monoplane (Getty Images/Hulton Archive)

The Associated Press reported the event:

FLAPPER ‘ACE’ TOPS WOMEN’S AIR RECORDS

Elinor Smith Is Up Above 26 Hours; Victor Over Four. 

By Associated Press,

ROOSEVELT FIELD, N.Y., April 24.—Elinor Smith, 17-year-old flying flapper of Long Island, won a victory Wednesday in the four-sided battle being waged among two women from the eastern seaboard and two from the west for the women’s solo endurance record.

She brought her plane down at 2:2:16 p.m. after 26 hours 21 minutes and 32 seconds in the air, beating the record of 22 hours 3 minutes and 12 seconds established by Louise McPhetridge of California by  hours 18 minutes and 20 seconds.

Before Mrs. McPhetridge, Miss Bobbie Trout of California was the record holder. Miss Trout beat an earlier record of Miss Smith, who in turn on that earlier flight beat a record held by Viola Gentry, Long Island’s flying cashier.

Miss Smith’s record Wednesday was within 9 hours, 11 minutes and 49 seconds of the man’s solo endurance flight record of 35 hours, 33 minutes and 21 seconds, established at Roosevelt Field last month by Martin Jensen.

Beats Early Mark

Less than three minutes before, Miss Smith exceeded the first world endurance record ever established at this field. In 1921, Eddie Stinson of Detroit and Lloyd Bertaud, who was lost with the transatlantic plane Old Glory, established a record there of 26 hours, 18 minutes and 35 seconds, which was 2 minutes and 57 seconds less than the record set single-handed Wednesday by Miss Smith.

About 8:30 a.m. a note was dropped from the plane in which the young flier was having trouble with the stabilizer and had both arms “wrapped around the stick.”

Sure of Victory

It was apparent, however, that she did not regard the trouble as serious for the note added: “Tough night but it won’t be long now.”

Miss Smith brought her plane, a cabin monoplane borrowed from G.M. Bellanca, airplane designer, down to a perfect landing.

“I think it’s wonderful that I broke the record. Now I want to get some sleep,” she said as she dodged the crowds and vanished homeward.

Miss Smith’s mother Wednesday night said plans had been made for Elinor to make a transatlantic flight this summer, probably to Rome. She said backers already had been obtained.

The Milwaukee Sentinel, April 25, 1929, Page 1, Column 4.

A Bellanca CH-200 (San Diego Air and Space Museum Archives)
A Bellanca CH-200 (San Diego Air and Space Museum Archives)

The Bellanca CH Monoplane (also referred to as the CH-200) was a single-engine high-wing monoplane, designed by Giuseppe Mario Bellanca and built by the Bellanca Aircraft Corporation of America, Newcastle, Delaware. It was operated by one pilot and could carry up to 5 passengers in an enclosed cabin.

The airplane was 27 feet, 9 inches (8.458 meters) long with a wingspan of 46 feet, 4 inches (14.122 meters) and height of 8 feet, 4 inches (2.540 meters). It had an empty weight of 2,275 pounds (1,032 kilograms) and gross weight of 4,072 pounds (1,847 kilograms).

The Bellanca CH Monoplane was powered by an air-cooled, normally-aspirated 787.26-cubic-inch-displacement (12.901 liter) Wright Whirlwind J-5 nine-cylinder radial engine with a compression ratio of 5.1:1. It was rated at 200 horsepower at 1,800 r.p.m., and 225 horsepower at 2,000 r.p.m. This was a direct-drive engine which turned a two-bladed propeller. The Wright J-5C was 2 feet, 10 inches (0.864 meters) long and 3 feet, 9 inches (1.143 meters) in diameter. It weighed 508 pounds (230.4 kilograms).

Its maximum speed was 126 miles per hour (203 kilometers per hour) and the range was 800 miles (1,287 kilometers).

¹ FAI Record File Number 12217

© 2017, Bryan R. Swopes

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22 April 1961

Jackie Cochran in the cockpit of The Scarlett O'Hara, a record-setting Lockheed L-1329 JetStar, N172L. (FAI)
Jackie Cochran in the cockpit of The Scarlett O’Hara, a record-setting Lockheed L-1329 JetStar, N172L. (FAI)

22 April 1961: Jackie Cochran set 18 Fédération Aéronautique Internationale (FAI) records in one day flying a Lockheed L-1329 JetStar, construction number 5003, FAA registration N172L, and named The Scarlett O’Hara. The route of her flight was New Orleans–Boston–Gander–Shannon–London–Paris–Bonn, with refueling stops at Gander and Shannon.

According to the U.S. Centennial of Flight Commission, Jackie Cochran “…set more speed and altitude records than any other pilot.”

The following are the FAI records that she set on 22 April 1961:

4609, 4615: Speed over a recognized course, Gander, NF (Canada)–Shannon (Ireland): 829.69 kilometers per hour (515.546 miles per hour)

4611, 4616: Speed over a recognized course, Gander, NF (Canada)–London (UK): 749.11 kilometers per hour (465.475 miles per hour)

4612, 4617: Speed over a recognized course, Gander, NF (Canada)–Paris (France): 746.22 kilometers per hour (463.680 miles per hour)

4613, 4618: Speed over a recognized course, Gander, NF (Canada)–Bonn (FRG): 728.26 kilometers per hour (452.520 miles per hour)

4638: Speed over a recognized course, Boston, MA (USA)–Gander, NF (Canada): 816.32 kilometers per hour (507.238 miles per hour)

4639, 4640: Speed over a recognized course, Boston, MA (USA)–Shannon (Ireland): 565.45 kilometers per hour (351.354 miles per hour)

4641, 4642: Speed over a recognized course, Boston, MA (USA)–London (UK): 558.50 kilometers per hour (347.036 miles per hour)

4643, 4644: Speed over a recognized course, Boston, MA (USA)–Paris (France): 564.88 kilometers per hour (351.000 miles per hour)

4645, 4646: Speed over a recognized course, Boston, MA (USA)–Bonn (FRG): 562.56 kilometers per hour (349.559 miles per hour)

12322: Distance, New Orleans, LA (USA)–Gander, NF (Canada): 3,661.33 kilometers (2,275.045 miles)

Lockheed L-1329 JetStar (FAI)
Lockheed L-1329 JetStar (FAI)

The Lockheed L-1329 JetStar was the first in a category of small-to-medium-sized jet transports that would become known as the “business jet.” Like many Lockheed airplanes, it was designed by a team led by Clarence L. “Kelly” Johnson, and he retained the first prototype as his personal transport.

The JetStar is operated by two pilots and can be configured for 8 to 10 passengers. The airplane is 60 feet, 5 inches (18.41 meters) long with a wingspan of 54 feet, 5 inches (16.59 meters) and overall height of 20 feet, 5 inches (6.22 meters). The leading edge of the wings are swept to 30°. The JetStar has an empty weight of 24,750 pounds (11,226 kilograms) and maximum takeoff weight (MTOW) of 44,500 pounds.

The two prototype JetStars were powered by two Bristol Siddeley Orpheus engines, but the production models were powered by four Pratt & Whitney JT12A-8 turbojets engines which produced 3,300 pounds of thrust, each. The JetStar 731 was a modification program to replace the turbojet engines with quieter, more efficient and more powerful Garrett AiResearch TFE731 turbofan engines which increased thrust to 3,700 pounds per engine. New production JetStar II airplanes were equipped with these turbofans.

The JetStar’s cruise speed is 504 miles per hour (811 kilometers per hour) and its maximum speed is 547 miles per hour (883 kilometers per hour) at 30,000 feet (9,145 meters). The service ceiling is 43,000 feet (13,105 meters) and range is 2,995 miles (4,820 kilometers).

The Lockheed JetStar was in production from 1957 to 1978. 204 were built as civil JetStars and military C-140A Flight Check and C-140B and VC-140B JetStar transports.

The JetStar flown by Jackie Cochran on her record setting flight from New Orleans to Bonn, construction number 5003, eventually was acquired by NASA and assigned to the Dryden Flight Test Center at Edwards Air Force Base, California. It was reregistered as N814NA, and used the call sign NASA 4. No longer in service, NASA 4 is on display at the Joe Davies Heritage Airpark at Air Force Plant 42, Palmdale, California.

Lockheed L-1329 JetStar, N814NA, NASA 4, on static display at Edwards Air Force Base, California. (NASA)
Lockheed L-1329 JetStar, N814NA, NASA 4, on static display at the Joe Davies Heritage Airpark, Palmdale, California. (NASA)

© 2016, Bryan R. Swopes

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19 April 1919

Dayton-Wright DH-4, A.S. 30130, at South Field, Dayton-Wright Airplane Company, 1918. (Dayton-Wright Airplane Company/Wright State University Libraries)
Dayton-Wright DH-4, A.S. 30130, at South Field, Dayton-Wright Airplane Company, 1918. (Wright State University Libraries)

19 April 1919: Captain E. F. White, Air Service, United States Army, and H.M. Schaffer, “his mechanician,” took off from Ashburn Aviation Field, Chicago, Illinois, at 9:50 a.m, Central Standard Time, in the Dayton-Wright DH-4, Air Service serial number A.S. 30130. At 5:40 p.m., Eastern Standard Time, the airplane and its two-man crew landed at Hazelhurst Field, Mineola, Long Island, New York. They flew 738.6 miles (1,188.7 kilometers) in 6 hours, 50 minutes at an average speed of approximately 106 miles per hour (170.6 kilometers per hour).

The New York Times reported the event on its front page on the following day:

. . . Captain White had great difficulty in taking to the air in the soft ground of Ashburn Field, the take-off grounds approved by the Aero Club of Illinois. The ground there was soft and the heavy army plane, with her load of more than 190 gallons [719.2 liters] of gasoline, cut into it deeply, but after the aviator had had his plane dragged to a drier and harder spot in the field he managed to take to the air.

Circling over Chicago, Captain White ascended to a height of more than 10,000 feet [3,048 meters] and throughout his flight he did not go below this level until he was ready to land, and at intervals he flew as high as 12,000 feet [3,658 meters] He followed the route of the New York Central Railroad for the greater part of the distance, and cities along the route reported seeing him flying at great height and at high speed.

About 5 o’clock yesterday persons visiting on the ships of the Atlantic Fleet in the Hudson River and pedestrians on Riverside Drive saw a dark blue airplane come down from the north at high speed, turn sharply to the east when it was about opposite Fiftieth Street and then gradually came to a lower level as it circled about over the city.

All thought it was only one of the many airplanes and seaplanes that take their daily practice flights over the Hudson River and Manhattan Island, but it was Captain White and the first Chicago-New York non-stop airplane, bearing the army number 30,130.

Plane a Standard Army Machine.

After sailing over the city for about ten minutes, Captain White turned his machine toward the army aviation field at Mineola, where he landed at about 5:40 o’clock. Colonel Archibald Miller, Director of Aviation in the Department of the East and one of the commanders of the Hazelhurst Field, was waiting there to meet captain White and his mechanician, H.M. Schaefer, and they were taken to the field headquarters where an informal reception was held.

Officers at the Hazelhurst Field said that the biplane used by Captain White in his flight was one of the standard De Havilland Four machines constructed for the use of the army in France, and that it was equipped with a twelve-cylinder Liberty motor of about 400 horsepower.

The New York Times, 20 April 1919, Page 1, Column 4, and continued on Page 9.   

Captain White’s flight was observed by members of the Aero Club of America. The time of White’s departure from Chicago was telegraphed to New York. The flight was certified by the Aero Club, which represented the Fédération Aéronautique Internationale (FAI) within the United States. This was the first non-stop flight between Chicago and New York, and was the longest non-stop flight that had been made anywhere in the world up to that time.

The Dayton-Wright Airplane Company DH-4 was a variant of the British Airco DH.4, designed by Geoffrey de Havilland (and commonly known as the de Havilland DH.4). It was a two-place, single-engine biplane intended as a bomber, but served in virtually every capacity during World War I and the years following.

American-built DH.4 airplanes were produced by the Boeing Airplane Company, Dayton-Wright Airplane Company, Fisher Body Corporation, and Standard Aircraft Corporation. Most were powered by the Liberty L12 engine. Following World War I, many DH-4s were rebuilt by Boeing and Atlantic Aircraft. An improved version, the DH-4M, used a tubular steel framework instead of the usual wood construction. DH-4s remained in service with the United States Army as late as 1932. At McCook Field, Dayton, Ohio, the U.S. Army’s aviation engineering center, DH-4s were commonly used as test beds for engines and other aeronautical equipment.

The Airco DH.4 had a crew of two. It was 30 feet, 8 inches (9.347 meters) long with a wingspan of 43 feet, 4 inches (13.208 meters) and height of 11 feet (3.353 meters). Empty weight was 2,387 pounds (1,085 kilograms) and loaded weight was 3,472 pounds (1,578 kilograms). British-built DH.4s were powered by a 1,239-cubic-inch-displacement (20.32 liter) liquid-cooled Rolls-Royce Eagle overhead cam 60° V-12 engine which produced 375 horsepower. A gear-reduction system kept propeller r.p.m. below engine speed for greater efficiency.

The Liberty L12 aircraft engine was designed by Jesse G. Vincent of the Packard Motor Car Company and Elbert J. Hall of the Hall-Scott Motor Company. It was a  water-cooled, normally-aspirated, 1,649.336-cubic-inch-displacement (27.028 liter) Liberty L-12 single overhead cam (SOHC) 45° V-12 engine with a compression ratio of 5.4:1. The Liberty produced 408 horsepower at 1,800 r.p.m. The L-12 as a right-hand tractor, direct-drive engine and it turned turned a two-bladed fixed-pitch wooden propeller. The Liberty 12 was 5 feet, 7.375 inches (1.711 meters) long, 2 feet, 3.0 inches (0.686 meters) wide, and 3 feet, 5.5 inches (1.054 meters) high. It weighed 844 pounds (383 kilograms). This engine was produced by Ford Motor Company, as well as the Buick and Cadillac Divisions of General Motors, The Lincoln Motor Company (which was formed by Henry Leland, the former manager of Cadillac, specifically to manufacture these aircraft engines), Marmon Motor Car Company and Packard. Hall-Scott was too small to produce engines in the numbers required.

Dayton-Wright DH-4, U.S. Army Air Service serial number A.S. 30130, was built at the Dayton-Wright Airplane Company factory in 1918. It was used for engineering tests at McCook Field, and carried project number P78 painted on its rudder. What became of the airplane after Captain White left it at Hazelhurst Field is not known.

Hazelhurst Field was renamed Roosevelt Field in 1920, in honor of Lieutenant Quentin Roosevelt, 95th Aero Squadron, son of former President Theodore Roosevelt, who was killed in aerial combat during World War I.

© 2017, Bryan R. Swopes

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18 April 1958

Lieutenant Commander George Clinton Watkins, United States Navy, set a World Altitude Record with a Grumman F11F-1F Tiger, 18 April 1958. (U.S. Navy)
Lieutenant Commander George Clinton Watkins, United States Navy, set a World Altitude Record with a Grumman F11F-1F Super Tiger, 18 April 1958. (U.S. Navy)

18 April 1958: At Edwards Air Force Base, California, test pilot Lieutenant Commander George Clinton Watkins, United States Navy, set a Fédération Aéronautique Internationale (FAI) World Altitude Record of 23,449 meters (76,932 feet)¹ with a Grumman F11F-1F Tiger, Bureau of Aeronautics serial number (Bu. No.) 138647.

Lieutenant Commander Watkins wore a David Clark Co. C-1 capstan-type partial-pressure suit with an International Latex Corporation (ILC Dover) K-1 helmet and face plate for protection at high altitudes.

Grumman F11F-1F Tiger, Bu. No. 138647, in flight near Edwards AFB, California. (U.S. Navy)
Grumman F11F-1F Tiger, Bu. No. 138647, in flight near Edwards AFB, California. (U.S. Navy)

The F11F-1F Tiger was a higher performance variant of the U.S. Navy F11F single-seat, single-engine swept wing aircraft carrier-based supersonic fighter. The last two regular production F11F-1 Tigers, Bu. Nos. 138646 and 138647 were completed as F11F-2, with the standard Westinghouse J65-WE-18 turbojet engine replaced by a more powerful General Electric YJ79-GE-3, which produced 9,800 pounds of thrust (43.59 kilonewtons), or 15,000 pounds (66.72 kilonewtons) with afterburner. The air intakes on each side of the fuselage were longer and had a larger area to provide greater airflow for the new engine. After testing, the fuselage was lengthened 1 foot, 1½ inches (0.343 meters) and an upgraded J79 engine installed. The first “Super Tiger” was damaged beyond repair in a takeoff accident and was “expended” as a training aid for fire fighters.

The U.S. Navy determined that the F11F-2 was too heavy for operation aboard carriers and did not place any orders. The designation was changed from F11F-2 to F11F-1F, and later, to F-11B, although the remaining aircraft was no longer flying by that time.

The F11F-1F Tiger is 48 feet, 9 inches (14.859 meters) long with a wingspan of 31 feet, 7½ inches (9.639 meters) and overall height of 14 feet, 4¾ inches (4.388 meters). The Super Tiger has an empty weight of 16,457 pounds (7,465 kilograms) and maximum takeoff weight of 26,086 pounds (11,832 kilograms).

With the YJ79 engine, the F11F-1F has a maximum speed of 836 miles per hour (1,345 kilometers per hour) at Sea Level, 1,325 miles per hour (2,132 kilometers per hour) at 35,000 feet (10,668 meters) and 1,400 miles per hour (2,253 kilometers per hour) at 40,000 feet (12,192 meters). Cruise speed is 580 miles per hour (933 kilometers per hour). It had an initial rate of climb of 8,950 feet per minute (45.5 meters per second) and service ceiling of 50,300 feet (15,331 meters). Range with internal fuel was 1,136 miles (1,828 kilometers).

The Tiger’s armament consisted of four 20 mm Colt Mk 12 autocannon with 125 rounds of ammunition per gun, and four AIM-9 Sidewinder heat-seeking missiles.

The single remaining F11F-1F, Bu. No. 138647, is on static display at the Naval Air Weapons center, China Lake, California.

Grumman F11F-1F Tiger, Bu. No. 138647. (U.S. Navy)
Grumman F11F-1F Tiger, Bu. No. 138647. (U.S. Navy)

George Clinton Watkins was born at Alhambra, California, 10 March 1921, the third of seven children of Edward Francis Watkins, a purchasing agent for the Edison Company, and Louise Whipple Ward Watkins.

Watkins graduated from the United States Naval Academy, Annapolis, Maryland in 1943, was commissioned an ensign and assigned as a gunnery officer aboard the battleship, USS Pennsylvania (BB-38). Near the end of the war, he entered pilot training and won his naval aviator’s wings in 1945. In 1950 he attended the Navy’s test pilot school at NAS Patuxent River, along with classmates John H. Glenn and Alan B. Shepard. He served as a fighter pilot during the Korean War, then returned to duty as a test pilot.

George Watkins was the first U.S. Navy pilot to fly higher than 60,000 feet (18,288 meters) and 70,000 feet (21,336 meters). In 1956, he set a speed record of 1,210 miles per hour (1,947.3 kilometers per hour). In 1962, Commander Watkins was the first U.S. Navy pilot to have made 1,000 aircraft carrier landings.

Captain George C. Watkins, U.S. Navy (1921–2005)

Captain Watkins served in planning assignments at the Pentagon, and was an aide to Presidents Kennedy, Johnson and Nixon. He commanded a supply ship [experience commanding a deep draft ship was a requirement before serving as captain of an aircraft carrier] during the Vietnam War, and served as a technical adviser for the 1970 20th Century Fox/Toei Company movie, “Tora! Tora! Tora!”, about the Japanese attack against Pearl Harbor, which brought the United States of America into World War II.

By the time Captain Watkins retired from the Navy in 1973, he had flown more than 200 aircraft types, made 1,418 landings on 37 aircraft carriers, and logged more than 16,000 flight hours. He continued flying after he retired, operating sailplane schools at Santa Monica and Lompoc, California. By the time he passed away, 18 September 2005, he had flown more than 21,000 hours during 26,000 flights.

¹ FAI Record File Number 8596

© 2017, Bryan R. Swopes

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