Tag Archives: Fédération Aéronautique Internationale

22 May 1958

Colonel Edward Norris LeFaivre, United States Marine Corps.

22 May 1958: At NAS Point Mugu, a naval air weapons test center on the southern California shoreline, Major Edward Norris LeFaivre, United States Marine Corps, set five Fédération Aéronautique Internationale (FAI) World Records for Time to Altitude with a Douglas F4D-1 Skyray, Bureau of Aeronautics (“Bu. No.”) serial number 130745.

Runway 21 at Point Mugu (NTD) has a slight downhill gradient and the departure end is very near the shoreline, with an elevation of just 9 feet (2.7 meters). This runway has been used for time-to-altitude records on several occasions.

Douglas F4D-1 Skyray Bu. No. 130745 at NOTS China Lake, circa 1960. (China Lake Alumni)

Major LeFaivre’s Skyray climbed from the runway to 3,000 meters (9,843 feet) in 44.392 seconds¹; 6,000 meters (19,685 feet), 1:06.095 ²; 9,000 meters (29,528 feet), 1:30.025 ³; 12,000 meters (39,370 feet), 1:51.244 ⁴; and 15,000 meters (49,213 feet), 2:36.233.⁵ This was the first time that a 15,000 meter had been set.

F4D-1 Bu. No. 130745 was the fifth production Skyray. The Douglas Aircraft Company F4D-1 Skyray was a single-place, single-engine, transonic all-weather interceptor, designed to operated from the United States Navy’s aircraft carriers. It had a tailless delta configuration with rounded wing tips. The Skyray was 45 feet, 7-7/8 inches (13.916 meters) long, with a wingspan of 33 feet, 6 inches (10.211 meters) and height of 12 feet, 11-7/8 inches (3.959 meters). The span with wings folded for storage on flight and hangar decks was 26 feet, 1-7/8 inches (7.972 meters), The wings’ leading edges were swept aft 52.5°. The total wing area was 557 square feet (51.747 square meters).

The interceptor had an empty weight of 16,024 pounds (7,268 kilograms) and maximum weight of 28,000 pounds (12,701 kilograms).

Early production F4D-1s were powered by a Pratt & Whitney J57-P-8 engine. The J57 was a two-spool axial-flow turbojet which had a 16-stage compressor section (9 low- and 7 high-pressure stages) and a 3-stage turbine (1 high- and 2 low-pressure stages). The J57-P-8 had a normal power rating of 8,700 pounds of thrust (38.70 kilonewtons) at 5,750 r.p.m. , N1. The military power rating was 10,200 pounds of thrust (45.37 kilonewtons) at 6,050 r.p.m., N1. Maximum power was 14,500 pounds of thrust (64.50 kilonewtons) at 6,050 r.p.m., N1, with afterburner. The engine was 3 feet, 4.5 inches (1.029 meters) in diameter, 20 feet, 10 inches (6.35 meters) long.

The cruise speed of the F4D-1 was 520 miles per hour (837 kilometers per hour). Its maximum speed was 722 miles per hour (1,162 kilometers per hour, or 0.95 Mach) at Sea Level, and 695 miles per hour (1,118 kilometers, or Mach 1.05) at 36,000 feet (10,973 meters). The Skyray had a service ceiling of 55,000 feet (16,764 meters), and maximum range of 1,200 miles (1,931 kilometers).

The F4D-1 was armed with four 20 mm Colt Mark 12 autocannon with 70 rounds per gun. The Mark 12 had a rate of fire of 1,000 rounds per minute. Four AAM-N-7 (AIM-9) Sidewinder infrared-homing air to air missiles could be carried under the wings, or various combinations of 2.75 inch rocket pods, up to a maximum of 76 rockets.

A U.S. Marine Corps Douglas F4D-1 Skyray, Bu. No. 134815, assigned to VMF(AW)-115, just south of the Palos Verdes Peninsula of Southern California, 4 April 1957. (Robert L. Lawson Collection, National Naval Aviation Museum)

The Skyray had very unpleasant handling characteristics. It was used to teach pilots how to handle unstable aircraft. Bu. No. 130745 was used as a flight test aircraft at NOTS China Lake, a Naval Ordnance Test Station near Ridgecrest, in the high desert of southern California. (China Lake, NID, is about 55 miles/89 kilometers north-northwest of Edwards AFB, EDW).

Lt. Jan M. Graves, USNR

On 21 October 1960, Lieutenant Jan Michael (“Black Jack”) Graves, United States Naval Reserve, was flying 130745, simulating aircraft carrier takeoffs from Runway 21 at China Lake. The F4D-1 had just taken off when, at approximately 100 feet (30.5 meters), it slowly rolled upside down and then crashed on to the runway. It slid about 1.14 miles (1.83 kilometers) before coming to  stop. Lieutenant Graves was killed.

Accident investigators found that a broken wire in the rudder feedback system had allowed the rudder to go to its maximum deflection.

As this Douglas F4D-1 Skyray dives away from the camera, its unusual delta wing planform can be seen. (United States Navy)

Edward Norris LeFaivre was born at Baltimore, Maryland, 11 October 1924. He attended the University of Maryland, graduating with a Bachelor of Science Degree. He was then employed at the Glenn L. Martin Company.

LeFaivre joined the United States Marine Corps in 1942. Trained as a Naval Aviator, he was assigned as a night fighter pilot with VMF(N)-533 at Yontan, Airfield, Okinawa. On 18 May 1945, Lieutenant LeFaivre shot down two enemy bombers with his Grumman F6F-5N Hellcat, for which he was awarded the Silver Star.

Captain LeFaivre continued as a night fighter pilot during the Korean War. Flying a Grumman F7F Tigercat assigned to VMF(AW)-513, on 21 October 1951, he repeatedly attacked a heavy concentration of enemy vehicles, LeFaivre’s airplane was shot down. He was rescued by helicopter, but his observer was listed as missing in action. Captain LeFaivre was awarded two additional Silver Stars for his actions on that night.

From 8 August to 31 December 1967, Colonel LeFaivre commanded Marine Air Group 13 (MAG-13), based at Chu Lai Air Base, Republic of South Vietnam. The group’s three squadrons were equipped with the McDonnell F-4B Phantom II.

Colonel Edward Norris LeFaivre retired from the Marine Corps in 1972. He died 28 June 1992 at the age of 68 years, and was buried at the Arlington National Cemetery, Arlington, Virginia.

¹ FAI Record File Number 8591

² FAI Record File Number 8592

³ FAI Record File Number 8593

⁴ FAI Record File Number 8594

⁵ FAI Record File Number 8595

© 2018, Bryan R. Swopes

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22 May 1948

Jackie Cochran with her record-setting P-51B Mustang, NX28388.

22 May 1948: Jackie Cochran flew her “Lucky Strike Green” North American Aviation P-51B-15-NA Mustang, USAAF serial number 43-24760, civil registration NX28388, over a 2,000 kilometer (1,242.743 miles) closed circuit from Palm Springs, California, to Mesa Gigante, a point near Santa Fe, New Mexico, and return. The flight, timed by H. Dudley Wright, a representative of the National Aeronautic Association, took 2 hours, 46 minutes, 38 seconds.

According to contemporary newspaper reports, difficulties with the airplane’s oxygen system “prevented Miss Cochran from taking advantage of favorable winds at higher altitudes which might have boosted her speed.”

Her Mustang averaged 720.134 kilometers per hour (447.470 miles per hour), setting two Fédération Aéronautique Internationale (FAI) World Records for Speed,¹ and United States National Aeronautic Association speed record for its class.

Two days later, she would set another speed record in this same P-51. While the FAI records have been superseded, the United States records still stand.

Screen Shot 2015-01-02 at 12.19.05

Jackie Cochran’s “Lucky Strike Green” North American Aviation P-51B-15-NA Mustang NX28388, #13, with drop tanks, at Van Nuys Metropolitan Airport, California, August 1946. (Unattributed)

Jackie Cochran had broken the previous record, 708.592 kilometers per hour (440.299 miles per hour), which had been set by Lieutenant John J. Hancock, U.S. Air Force, with a Lockheed P-80A Shooting Star jet fighter two years earlier.² [See TDiA, 19 May 1946]

Cochran bought NX28388 from North American Aviation, Inc., 6 August 1946. Cochran also flew the green P-51B in the 1946 and 1948 Bendix Trophy Races, in which she placed 2nd and 3rd. Her Mustang was flown by Bruce Gimbel in the 1947 Bendix race, placing 4th.

Jackie Cochran's green North American Aviation P-51B-15-NA Mustang, NX28388. (FAI)
Jackie Cochran’s green North American Aviation P-51B-15-NA Mustang, NX28388. (FAI)

Interviewed about the new speed records, Jackie said,

“Last Saturday’s flight was for blood. I bought this P-51 two years ago and ever since have been fixing it up for the one objective of beating the Army’s jet 2,000 kilometer speed record. The Bendix Race and other flights were just incidental. . . .”

WASP NEWSLETTER, July 1948, Volume V, Number Two, at Page 2.

Jackie Cochran’s North American Aviation P-51B Mustang, NX28388, on the flight line at the Cleveland National Air Races, 1948. (San Diego Air & Space Museum Archives)

The P-51B and P-51C are virtually Identical. The P-51Bs were built by North American Aviation, Inc., at Inglewood, California. P-51Cs were built at North American’s Dallas, Texas plant. They were 32 feet, 2.97 inches (9.829 meters) long, with a wingspan of 37 feet, 0.31-inch (11.282 meters) and overall height of 13 feet, 8 inches (4.167 meters) high. The fighter had an empty weight of 6,985 pounds (3,168 kilograms) and a maximum gross weight of 11,800 pounds (5,352 kilograms).

NX28388 n the flight line at the Cleveland National Air Races, 1948. (San Diego Air & Space Museum Archives)

The P-51B was the first version of the North American Aviation fighter to be powered by the Merlin engine in place of the Allison V-1710. Rolls-Royce had selected the Packard Motor Car Company to build Merlin aircraft engines in the United States under license. NX28388 was powered by a Packard-built V-1650-7, serial number V332415, which was based on the Merlin 66. It was a right-hand tractor, liquid-cooled, supercharged 1,649-cubic-inch-displacement (27.04-liter), single overhead cam (SOHC) 60° V-12 engine, which produced 1,490 horsepower at Sea Level, turning 3,000 r.p.m. at 61 inches of manifold pressure (V-1650-7). (Military Power rating, 15 minute limit.) The engine drove a four-bladed Hamilton Standard Hydromatic constant-speed propeller with a diameter of 11 feet, 2 inches (3.404 meters) through a 0.479:1 gear reduction.

A Packard Motor Car Company V-1650-7 Merlin V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum. This engine weighs 1,715 pounds (778 kilograms) and produces 1,490 horsepower at 3,000 r.p.m. Packard built 55,873 of the V-1650 series engines. Continental built another 897. The cost per engine ranged from $12,548 to $17,185. (NASM)

The P-51B had a cruise speed of 362 miles per hour (583 kilometers per hour) and the maximum speed was 439 miles per hour (707 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 41,900 feet (12,771 meters). With internal fuel, the combat range was 755 miles (1,215 kilometers).

In military service, armament consisted of four Browning AN-M2 .50-caliber machine guns, mounted two in each wing, with 350 rounds per gun for the inboard guns and 280 rounds per gun for the outboard.

1,988 P-51B Mustangs were built at North American’s Inglewood, California plant and another 1,750 P-51Cs were produced at Dallas, Texas. This was nearly 23% of the total P-51 production.

While being ferried back to the West Coast after the 1948 Bendix Trophy Race, NX28388 crashed six miles south of Sayre, Oklahoma, 8 September 1948, killing the pilot, Sampson Held. Two witnesses saw a wing come off of the Mustang, followed by an explosion.

Jacki Cochran's National Aeronautic Association record in the San Diego Air and Space Museum Archives. (Bryan R. Swopes)
Jackie Cochran’s National Aeronautic Association Certificate of Record in the San Diego Air and Space Museum Archives. (© Bryan R. Swopes)

¹ FAI Record File Number  4479 and 12321

² FAI Record File Number 8941

© 2019, Bryan R. Swopes

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21 May 1949

Captain Hubert D. Gaddis, USAAF with teh Sikorsky S-51-1. NAA representatives check baraographs. (Sikorsky Archives)
Captain Hubert D. Gaddis, United States Army, with the Sikorsky S-52-1 NX92824. NAA representatives Walter Goddard and Charles Logsdon check the barographs. (Sikorsky Archives)

21 May 1949: Captain Hubert Dale Gaddis, Field Artillery, United States Army, flew a prototype Sikorsky S-52-1 helicopter, serial number 52003, registration NX92824, to a Fédération Aéronautique Internationale (FAI) World Record for Altitude Without Payload of 6,468 meters (21,220 feet) over Bridgeport, Connecticut. ¹ The flight was observed by National Aeronautic Association representatives Walter Goddard and Charles Logsdon.

The Sikorsky S-52-1 was a completely new design based on the company’s experience with the earlier R-4 and R-5/S-51 models. It was a two-place light helicopter of all metal monocoque construction, using primarily aluminum and magnesium. With Sikorsky test pilot Harold Eugene (“Tommy”) Thompson at the controls, the prototype made its first flight 4 May 1948.

The three-bladed fully-articulated articulated main and two-bladed tail rotor were also of all metal construction. The main rotor had a diameter of 33 feet (10.058 meters) and rotated counter-clockwise as seen from above. (The advancing blade is on the right side of the helicopter.) It had an extruded aluminum spar, covered with sheet duralumin, riveted and glued in place. The blade used a NACA 0012 airfoil with -6° twist. The two-bladed semi-rigid tail rotor was mounted on the left side of the tail boom in a pusher configuration. It had a diameter of 6 feet, 4 inches (1.930 meters) and rotated counter clockwise, as seen from the helicopter’s left. (The advancing blade is at the top of the tail rotor arc.)

The S-52-1 was powered by an air-cooled, normally-aspirated, 425.29-cubic-inch-displacement (6.97 liter) Franklin Engine Company 6V6-245-B16F (O-425-1) vertically-opposed 6-cylinder overhead valve engine. The engine was rated at 245 horsepower at 3,275 r.p.m.

On 27 April 1949 Tommy Thompson flew the same helicopter to an FAI speed record of 208.49 kilometers per hour (129.55 miles per hour) over a 3 kilometer straight course at Cleveland, Ohio, ² and on 6 May, to 197.54 kilometers per hour (122.75 miles per hour) over a 100-kilometer course between Milford and Westbrook, Connecticut. ³

Sikorsky S-52-1 NX92824 (FAI)
Sikorsky S-52-1 NX92824 (FAI)
Hubert Gaddis.(Tom Tom 1938)

Hubert Dale Gaddis was born in Jasper County, Missouri, 9 September 1920, the first of two children of Hubert E. Gaddis, a utility company purchasing agent, and Beatrice Mae Cook Gaddis.

The family trelocated to Tulsa, Oklahoma, where Hubert attended Central High School. While there, he developed an interest in radio. Gaddis graduated in 1938.

Gaddis married Martha Tucker in 1950. They would have three children,Cheryl, Sandra and Dale.

Captain Hubert D. Gaddis, Artillery, United States Army. (FAI)

Gaddis enlisted in the United States Army in Oklahoma, 24 September 1942. He had brown hair and hazel eyes, was 5 feet, 6 inches (1.68 meters) tall and weighed 133 pounds (60.3 kilograms).

Gaddis was commissioned a second lieutenant, Army of the United States (AUS), 18 February 1944. He remained in the Army following World War II as an officer in the Field Artillery (Regular Army). In 1956, he graduated of the Army Command and General Staff College.

On September 8 1966, Gaddis was promoted to the rank of colonel (temporary). The rank became permanent 1 July 1971. He was released from military service 28 February 1974. During his career, Colonel Gaddis had been awarded the Distinguished Flying Cross, the Bronze Star Medal, and the Air Medal with 14 oak leaf clusters (15 awards).

Colonel Hubert Dale Gaddis, United States Army (Retired) died 24 February 1976 at the age of 55 years. He was buried at Woodlawn Memorial Gardens, Ozark, Alabama.

¹ FAI Record File Number 2181

² FAI Record File Number 13097

³ FAI Record File Number 13146

© 2019, Bryan R. Swopes

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21 May 1927

The Spirit of St. Louis arrives at Le Bourget Aerodrome, 21 May 1927. (San Diego Air and Space Museum Archives)

After a flight of 33 hours, 30 minutes, 30 seconds, from Roosevelt Field, Long Island, New York, United States of America, Charles A. Lindbergh lands his Spirit of St. Louis at Le Bourget Aerodrome, Paris, France, at 10:22 p.m. (20:22 G.M.T.), 21 May 1927. He is the first pilot to fly solo, non-stop, across the Atlantic Ocean.

“I circle. Yes, it’s definitely an airport. . . It must be Le Bourget. . . I shift fuel valves to the center wing-tank, sweep my flashlight over the instrument board in a final check, fasten my safety belt, and nose the Spirit of St. Louis down into a gradually descending spiral. . .

“I straighten out my wings and let the throttled engine drag me on beyond the leeward border. Now the steep bank into the wind, and the dive toward the ground. But how strange it is, this descent. I’m wide awake, but the feel of my plane has not returned. . . My movements are mechanical, uncoordinated, as though I were coming down at the end of my first solo. . .

“It’s only a hundred yards to the hangars now — solid forms emerging from the night. I’m too high — too fast. Drop wing — left rudder — sideslip — — — Careful — mustn’t get anywhere near the stall — — — I’ve never landed the Spirit of St. Louis at night before. . . Below the hangar roofs now — — — straighten out — — — A short burst of the engine — — — Over the lighted area — — — Sod coming up to meet me. . . Still too fast — — — Tail too high — — — The wheels touch gently — off again — No, I’ll keep contact — Ease the stick forward — — — Back on the ground — Off — Back — the tail skid too — — — Not a bad landing. . . .”

The Spirit of St. Louis, by Charles A. Lindbergh, Charles Scribner’s Sons, 1953, Pages 489–492.

Lindbergh established a Fédération Aéronautique Internationale (FAI) World Record for Distance in a Straight Line Without Landing of 5,809 kilometers (3,310 miles). ¹

Over 100,000 people have come to Le Bourget to greet Lindbergh. He has flown the Spirit of St. Louis into history.

Crowds approach Charles Lindbergh an dteh Spirit of St. Louis at Le Bourget, shortly after landing, 21 May 1927.(Keystone-France/Gamma-Keystone/Getty Images)
Crowds mob Spirit of St. Louis at Le Bourget Aerodrome, shortly after Charles A. Lindbergh’s  arrival from New York, 21 May 1927. The crowd soon swelled to over 100,000 people. (Keystone-France/Gamma-Keystone/Getty Images)

¹ FAI Record File Number 14842

Great Circle route from the location of the former Roosevelt Field to Le Bourget, Paris: 3,145 nautical miles (3,619 statute miles/5,825 kilometers). (Great Circle Mapper)

© 2019, Bryan R. Swopes

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Charles A. Lindbergh’s Ryan NYP, NX211, “Spirit of St. Louis”

Charles A. Lindbergh and the Spirit of St. Louis over San Diego Bay. Photograph by H.A. Erickson. (San Diego Air and Space Museum)
Charles A. Lindbergh and the Spirit of St. Louis over San Diego Bay. Photograph by H.A. Erickson. (San Diego Air and Space Museum)

On 25 February 1927, Charles A. Lindbergh, backed by a group of St. Louis, Missouri, businessmen, contracted the Ryan Airlines Company to build an airplane for the purpose of flying across the Atlantic Ocean from New York to Paris. The agreed price was $10,580. 63 days later, 28 April, Lindbergh made the first flight of the Ryan NYP at Dutch Flats, a short distance from the factory on Juniper Street.

Ryan airplane factory at the foot of Juniper Street, San Diego, California. (Donald A. Hall Photograph & Document Collection)
Ryan airplane factory at the foot of Juniper Street, San Diego, California. (Donald A. Hall Photograph & Document Collection)

The Ryan NYP is a single-place, single-engine, strut-braced high-wing monoplane with fixed landing gear and tail skid, built at the Ryan Airlines Company factory, San Diego, California. Although it was based on the earlier Ryan M-2, Spirit of St. Louis was a complete redesign, with longer wings and fuselage. The ailerons are smaller. The airplane has no serial number and was not issued a type certificate by the Civil Aeronautics Authority. It was assigned an experimental registration number, NX211.

Spirit of St. Louis is 27 feet, 8 inches (8.433 meters) long with a wingspan of 46 feet, 0 inches (14.021 meters) and height of 9 feet, 10 inches (2.997 meters). The wing has a chord of 7 feet, 0 inches (2.134 meters) and area of 319 square feet (29.636 square meters). There is no dihedral or sweep. The airfoil is the Clark Y, with a cambered upper surface, while the lower surface is flat from aft of the wing’s forward spar.

The fuselage and tail surfaces are constructed of welded tubular SAE 1020 steel framework covered with doped linen fabric. The wing was built as a single unit with wooden spars and ribs. The leading edge is covered in plywood and the entire wing with doped fabric. The rib spacing is 11 inches (27.94 centimeters). The horizontal stabilizer is adjustable from the cockpit to control trim as the fuel load decreased.

Welded tubular steel framework fuselage of the Spirit of St. Louis. (Donald A. Hall)
Welded SAE 1020 tubular steel framework fuselage of the Spirit of St. Louis. (Donald A. Hall Photograph & Document Collection)
This photograph shows the wooden structure of the wing and welded tubular framework of the fuselage of Spirit of St. Louis. The forward fuselage fuel tank is in place. (Donald A. Hall)
This photograph shows the complex wooden structure of the wing and welded tubular framework of the fuselage of Spirit of St. Louis. The 310 gallon (1,174.5 liter) main fuel tank is in place. The flat lower surface of the wing is the primary characteristic of the Clark Y airfoil. (Donald A. Hall Photograph & Document Collection)

The split-axle main landing gear uses bungee cords for shock absorption. B.F. Goodrich pneumatic tires are mounted on 21 inch × 4 inch (533 millimeter × 102 millimeter) wire-spoked wheels. The struts were designed for a load factor of 4 and allow 6½ inches (165 millimeters) of vertical motion. The wheels can spread to absorb impacts. The tail skid is heat-treated chrome moly tubing.

This photograph shows the forward 86-gallon fuel tank and 25 gallon lubricating oil tank in the nose of Spirit of St. Louis. The Wright J-5C Whirlwind has been installed. (Donald A. Hall)
This photograph shows the forward 86 gallon (325.6 liter) fuel tank and 25 gallon (94.6 liter) lubricating oil tank in the nose of Spirit of St. Louis. The Wright J-5C Whirlwind radial engine has been installed. The bungee cord suspension of the main landing gear is also visible. (Donald A. Hall Photograph & Document Collection)

The main fuel tank and lubricating oil tank were placed in front of the cockpit for safety reasons, but this eliminated any forward view for the pilot. A small retractable periscope with a 3 inch × 5 inch (76 × 127 millimeters) viewing area in the instrument panel could be extended through the left side of the fuselage.

Spirit of St. Louis was powered by an air-cooled, normally-aspirated 787.26-cubic-inch-displacement (12.901 liter) Wright Aeronautical Corporation Model J-5C Whirlwind nine-cylinder radial engine, serial number 7331. This was a direct-drive engine with a compression ratio of 5.1:1. The engine was assembled by Thomas W. Rutledge at the Wright factory in Paterson, New Jersey, and was completed 1 April 1927.

Charles Lindbergh works on the Wright Model J-5C Whirlwind installed on the Spirit of St. Louis. (Library of Congress)

The J-5 was built with a cylindrical cast aluminum crankcase and steel cylinder barrels with integral cooling fins. The cylinder head was cast aluminum with a hemispherical combustion chamber, which allowed larger valves and improved combustion efficiency. There were two valves per cylinder, actuated by pushrods and rocker arms.

The Wright J-5C was rated at 200 horsepower at 1,800 r.p.m., and 220 horsepower at 2,000 r.p.m. The engine 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).

During 50-hour endurance tests, the J-5C produced 216 horsepower at 1,837 r.p.m., and 238 horsepower at 1,970 r.p.m. It averaged 223 horsepower during a 100-hour, full-throttle test conducted by the U.S. Navy in May 1927. An overload test run with an external supercharger produced 295 horsepower at 2,150 r.p.m. for 50 hours.

The engine drove a two-bladed Standard Steel Propeller Co. adjustable-pitch propeller with a diameter of 8 feet, 9 inches (2.667 meters). The drop-forged solid Duralumin blades attached to a steel hub. The pitch of the propeller blades could be set prior to flight. Spirit of St. Louis‘ blades were set to 16¼ inches (41.275 centimeters). (This is the distance that the propeller would travel forward during one revolution.)

Instrument panel and fuel manifold
Instrument panel and fuel manifold. (Donald A. Hall Photograph & Document Collection)

The airplane’s Instrument panel included a Waltham Watch Company Eight-Day Clock and a Pioneer Instrument Company Earth Inductor Compass.

A barograph was carried on board to certify the non-stop flight for the Fédération Aéronautique Internationale.

Ryan NYP N-X-211, Spirit of St. Louis, front view, at Dutch Flats, San Diego, California, 28 April 1927. (Donald A. Hall Collection)
Ryan NYP N-X-211, Spirit of St. Louis, front view, at Dutch Flats, San Diego, California, 28 April 1927. (Donald A. Hall Photograph & Document Collection)

During flight testing at San Diego, the maximum speed of Spirit of St. Louis was found to be 120.0 miles per hour (193.1 kilometers per hour) at full load, increasing to 124.5 miles per hour (200.4 kilometers per hour) when lightly loaded. It reached 129 miles per hour (207.6 kilometers per hour) over a 3-kilometer course, when the fuel load was just 25 gallons (95 liters). The Ryan’s best economic speed was 97 miles per hour (156.1 kilometers per hour) at full load, and 67 miles per hour (107.8 kilometers per hour), light. Under ideal conditions, the airplane had a maximum range of 4,110 miles (6,614 kilometers).

The Ryan NYP N-X-211, Spirit of St. Louis, right front quarter view, at Dutch Flats, San Diego, California. (Donald A. Hall Collection)
The Ryan NYP N-X-211, Spirit of St. Louis, right front quarter view, at Dutch Flats, San Diego, California. (Donald A. Hall Photograph & Document Collection)
Ryan NYP N-X-211, Spirit of St. Louis, right side view, at Dutch Flats, San Diego, California, 28 April 1927. (Donald A. Hall Collection)
Ryan NYP N-X-211, Spirit of St. Louis, right side view, at Dutch Flats, San Diego, California, 28 April 1927. (Donald A. Hall Photograph & Document Collection)

Spirit if St. Louis has an empty weight of 2,150 pounds (975 kilograms). When in departed San Diego on 10 May 1927, it was overloaded with an additional 25 gallons (94.6 liters) of gasoline, bringing the total gross weight at takeoff to 5,250 pounds (2,381 kilograms). (The density of California gasoline was 6.12 pounds per gallon/0.73 kilograms per litre.)

Donald A. Hall, designer of the Ryan NYP, Spirit of St. Louis, at work in his office at the Ryan Airlines, Inc., factory, San Diego, CA, 1927. (Donald A Hall Collection)

Designer Donald A. Hall estimated that the Ryan NYP required 850 engineering man hours and 3,000 construction man hours.

Spirit of St. Louis made 174 flights, with a total duration of 489 hours, 28 minutes. NX211 last made its final flight 30 April 1928, from St. Louis, Missouri, to Bolling Field, Washington, D.C., where Charles A. Lindbergh presented it to the Smithsonian Institution. Its registration was cancelled 2 June 1928.

The Ryan NYP Spirit of St. Louis, NX211, on display at the Smithsonian Institution National Air and Space Museum
The Ryan NYP Spirit of St. Louis, NX211, on display at the Smithsonian Institution National Air and Space Museum (NASM)

© 2018, Bryan R. Swopes

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