Tag Archives: Herman Richard Salmon

6 December 1957

Lockheed’s Model L-188A Electra prototype, N1881, passes over Lockheed Air Terminal during its first flight, 6 December 1957. (SDASM Archives)

6 December 1957: At 10:28 a.m., Lockheed Aircraft Corporation’s Chief Engineering Test Pilot Herman Richard (“Fish”) Salmon, and co-pilot Roy Edwin Wimmer started the Number 4 engine (outboard, right wing, of the new prototype Model L-188A Electra, c/n 1001, registered N1881. Also on board were flight engineers Louis Holland and William Spreuer. In rapid succession, the flight crew started engines 1, 2, on the left wing, and 3, inboard on the right. The prototype then taxied to the eastern end of Lockheed Air Terminal’s Runway 27.¹ At 10:44, Salmon released the brakes and the Electra rapidly accelerated down the runway. It was airborne in just 1,800 feet (549 meters).

Lockheed Model L-188 Electra N1881 flying along the Southern California coastline. (SDASM Archives)

Fish Salmon took the prototype to the U.S. Navy’s restricted missile test ranges off the southern California coastline, flying between Naval Air Station Point Mugu and San Diego. During the flight, the Electra reached 400 miles per hour (644 kilometers per hour) and 14,000 feet (4,267 meters). Salmon radioed, “She controls beautifully. No sweat.”

The Electra was followed by two chase planes, a Lockheed T-33A Shooting Star, and a Super Constellation airliner. After the initial flight test, Salmon returned to LAT, landing after a flight of 1 hour, 27 minutes. The test flight was made 56 days ahead of schedule.

The prototype Lockheed Electra. N1881, crosses the threshold at Lockheed Air Terminal’s Runway 15, 6 December 1957. (SDASM Archives)

The Lockheed Model 188A Electra is a four-engine, low-wing, commercial airliner with retractable tricycle landing gear, and powered by four turboprop engines. It was operated by a pilot, co-pilot and flight engineer, and could carry a maximum of 98 passengers. The L-188A was the first production variant. It is 104 feet, 6.5 inches (31.864 meters) long, with a wingspan of 99 feet, 0.00 inches (30.175 meters), and overall height of 32 feet, 11.6 inches (10.048 meters).

The L-188A was powered by four Allison Model 501-D13 (T56-A-1) turboprop engines. The -D13 is a single-shaft axial-flow gas turbine engine. It had a 14-stage compressor, 6-tube combustor, a 4-stage turbine. It was rated at 3,750 shaft horsepower at 13,820 r.p.m. The engines drove four-blade, square-tip Aeroproducts propellers with a diameter of 13 feet, 6 inches (4.115 meters), at 1,020 r.p.m. The D13 is 12 feet, 1.0 inches (3.683 meters) long, 2 feet, 3.0 inches (0.686 meters) wide and 3 feet, 0.0 inches (0.914 meters) high. It weighs 1,750 pounds (794 kilograms).

Lockheed Model L-188A Electra N1881 at Lockheed Air Terminal, Burbank, California. (SDASM  Archives)
Lockheed Model L-188A Electra N1881 at Lockheed Air Terminal, Burbank, California. left profile (SDASM Archives)
Lockheed Model L-188A Electra N1881 at Lockheed Air Terminal, Burbank, California. (SDASM Archives)
Lockheed Model L-188A Electra N1881 at Lockheed Air Terminal, Burbank, California. (SDASM Archives)

Critical Mach Number (Mcr) = 0.711

¹ In 1967, the name of the Lockheed Air Terminal was changed to Hollywood-Burbank Airport. After several more name changes, including Bob Hope Airport, it is once again known as Hollywood-Burbank. Its FAA identifier is BUR.

© 2018, Bryan R. Swopes

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19 April 1955

Lockheed XF-104 Starfighter 083-1002, serial number 53-7787, the second prototype, in flight near Edwards AFB. (Lockheed Martin/Code One Magazine)

19 April 1955¹: Lockheed test pilot Herman Richard (“Fish”) Salmon was flying the second prototype Lockheed XF-104 interceptor, 53-7787, conducting tests of the General Electric T171 Vulcan gun system.

At 47,000 feet (14,326 meters), Salmon fired two bursts from the T171. On the second burst, vibrations from the gun loosened the airplane’s ejection hatch, located beneath the cockpit, resulting in explosive decompression.

Lockheed Chief Test Pilot Anthony W. LeVier (left) and Test Pilot Herman R. Salmon. An F-104 Starfighter is behind them. (Lockheed)
Lockheed Chief Test Pilot Anthony W. LeVier (left) and Test Pilot Herman R. Salmon. An F-104 Starfighter is behind them. (Lockheed Martin)

The Associated Press reported:

Test Pilot Leaps From New Jet

     INYOKERN, Calif., April 20 (AP)—Herman R. (Fish) Salmon, former racing pilot and now a top test pilot, bailed safely from one of the Air Force’s hot new F104 jet fighters over the Mojave dessert [sic] Tuesday.

He was  spotted on the desert after a two-hour search by military planes and brought to the Naval ordinance [sic] test station here for a physical examination. A preliminary checkup indicated he was not injured.

     Salmon, 41, was on a routine test flight when he hit the silk. Authorities gave no hint what happened to the supersecret plane to make the bailout necessary. The craft’s height at the time it was abandoned was not given. The plane’s top speed has been unofficially estimated at 1,200 m. p. h.

     Wreckage of the F104, one of two prototypes now being tested by Lockheed Aircraft Corp. for the Air Force, was found several miles south of the China Lake area.

     A Lockheed spokesman said Salmon, of Van Nuys, Calif., was spotted by a search plane and apparently picked up by a Navy helicopter and flown here. Salmon took off on the test flight from Palmdale, about 70 miles south of here.

Reno Evening Gazette, Volume LXXIX, Number 21, Wednesday, 20 April 1955, Page 24 at Columns 5–7.

Fish Salmon was wearing a David Clark Co. T-1 capstan-type partial-pressure suit and International Latex Corporation (I.L.C. Dover) K-1 helmet for protection in just such an emergency. The capstans are pneumatic tubes surrounded by fabric lacings, running along the arms, torso and legs. As the tubes inflated, the lacings pulled the fabric of the suit very tight and applied pressure to his body as a substitute for normal atmospheric pressure. The partial-pressure garment also enclosed his head, with a fiberglass helmet and a clear visor or face plate providing for vision.

Test pilot Herman R. Salmon with a prototype Lockheed XF-104 parked on Rogers Dry Lake. (Lockheed Martin)
Test pilot Herman R. (“Fish”) Salmon with a prototype Lockheed XF-104, parked on Rogers Dry Lake. (Lockheed Martin)

The sudden loss of cabin pressure and drop to subfreezing temperatures caused Salmon’s face plate to fog over. Inflating air bladders pushed his helmet high on his head.  The cockpit was filled with dust, fiberglass insulation and other debris. All this restricted his visibility, both inside and outside the airplane. The very tight pressure suit restricted his movements.

Fish Salmon cut the throttle, opened the speed brakes and began a descending turn to the left to reach a lower altitude. By the time he had reached 15,000 feet (4,572 meters) he had been unable to find a place on the desert floor to make an emergency landing. It was time to leave the crippled XF-104.

At 250 knots (288 miles per hour/463 kilometers per hour) the ejection seat fired Salmon out of the bottom of the cockpit. He had to open his parachute manually (the seat timer did not operate) and he made a safe landing.

The XF-104 had a downward-firing ejection seat, intended to avoid the airplane's tall vertical tail. Production aircraft used an upward-firing seat. (Lockheed)
The XF-104 had a downward-firing ejection seat, built by Stanley Aviation Inc. It was intended to avoid the airplane’s tall vertical tail. Later production aircraft used an upward-firing Martin-Baker seat. This airplane is the second prototype XF-104, 53-7787. (Lockheed Martin)

The prototype XF-104 impacted the desert approximately 73 miles (117 kilometers) east-northeast of Edwards Air Force Base. It was completely destroyed. Fish Salmon landed about 2 miles (3.2 kilometers) away. He was found two hours later and rescued by an Air Force helicopter.

Occasionally, a satisfied user thanked the researchers at the Aero Medical Laboratory. One of these was Lockheed test pilot Herman R. “Fish” Salmon. On April 14, 1955,¹ Salmon was flying the second XF-104 (53-7787) at 47,500 feet while wearing a T-1 suit, K-1 helmet, and strap-fastened boots. As he triggered the General Electric M61 Vulcan 20 mm cannon for a test firing, severe vibrations loosened the floor-mounted ejection hatch and the cockpit explosively depressurized at the same time as the engine flamed out. The suit inflated immediately. Repeated attempts to restart the engine failed, and Salmon ejected at 15,000 feet. Fish reported, “I landed in a field of rocks ranging from one foot to five feet in diameter. My right arm was injured and my head struck a rock. The K-1 helmet hard shell was cracked, but there was no injury to my head. It took me 10 to 15 minutes to get out of the suit with my injured arm. Rescue was effected [sic] by helicopter approximately two hour after escape.” Salmon reported that the K-1 helmet was excellent for rugged parachute landings, and his only complaint was that the visor may impair vision at extreme altitudes.”

Dressing for Altitude: U.S. Aviation Pressure Suits—Wiley Post to Space Shuttle, by Dennis R., Jenkins, National Aeronautics and Space Administration SP–2011–595, Washington, D.C., 2012, Chapter 4 at Page 141.

Lockheed's Chief Test Pilot, Anthony W. ("Tony") LeVier, is wearing a David Clark Co. T-1 capstan-type partial-pressure suit and K-1 helmet. The first prototype XF-104, 53-7786, is behind him. (U.S. Air Force)
Lockheed’s Chief Test Pilot, Anthony W. (“Tony”) LeVier, is wearing a David Clark Co. T-1 capstan-type partial-pressure suit and International Latex Corporation K-1 helmet. The first prototype XF-104, 53-7786, is behind him. (Jet Pilot Overseas)

There were two Lockheed XF-104 prototypes. Initial flight testing was performed with 083-1001 (USAF serial number 53-7786). The second prototype, 083-1002 (53-7787) was the armament test aircraft. Both were single-seat, single-engine supersonic interceptors. The XF-104 was 49 feet, 2 inches (14.986 meters) long with a wingspan of 21 feet, 11 inches (6.680 meters) and overall height of 13 feet, 6 inches (4.115 meters). The prototypes had an empty weight of 11,500 pounds (5,216 kilograms) and maximum takeoff weight of 15,700 pounds (7,121 kilograms).

The production aircraft was planned for a General Electric J79 turbojet but that engine would not be ready soon enough, so both prototypes were designed to use a Buick-built J65-B-3, a licensed version of the British Armstrong Siddeley Sapphire turbojet engine. XF-104 53-7787 had been built with an afterburning Wright J65-W-7 turbojet, rated at 7,800 pounds of thrust, and 10,200 pounds of thrust with afterburner.

The XF-104 had a maximum speed of 1,324 miles per hour (2,131 kilometers per hour), a range of 800 miles (1,287 kilometers) and a service ceiling of 50,500 feet (15,392 meters).

The General Electric T171 Vulcan was a prototype 6-barrelled 20 mm “Gatling Gun” automatic cannon. The barrels were rotated at high speed by a hydraulic drive. The gun is capable of firing 6,000 rounds per minute. The initial production version was designated M61. The cannon system was installed in a weapons bay on the left side of the F-104, between the cockpit and engine intakes.

The first prototype Lockheed XF-104, 53-7786, was also destroyed, 11 July 1957 when the vertical fin was ripped off by uncontrollable flutter. The pilot, William C. Park, safely ejected.

¹ Reliable sources give the date of this incident as both 14 April and 19 April. Contemporary news reports, published Wednesday, 20 April 1955, say that the accident took place “yesterday” and “Tuesday,” suggesting that the correct date is 19 April.

© 2017, Bryan R. Swopes

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17 February 1956

Lockheed YF-104A, 55-2955. (AFFTC History Office)

17 February 1956: Test pilot Herman Richard (“Fish”) Salmon made the first flight of the Lockheed YF-104A service test prototype, Air Force serial number 55-2955 (Lockheed serial number 183-1001). This airplane, the first of seventeen pre-production YF-104As, incorporated many improvements over the XF-104 prototype, the most visible being a longer fuselage.

Lockheed test pilots Anthony W. (“Tony”) LeVier, on the left, and Herman R. (“Fish”) Salmon, circa 1957. An F-104 Starfighter is in the background. (Jet Pilot Overseas)

On 28 February 1956, YF-104A 55-2955 became the first aircraft to reach Mach 2 in level flight.

The YF-104A was later converted to the production standard and redesignated F-104A.

Lockheed XF-104 53-7786 rolls out on Rogers Dry Lake, Edwards Air Force Base, California. (U.S. Air Force)
Lockheed YF-104A Starfighter 55-2955 (183-1001), right profile. Note the increased length of the fuselage and revised air intakes, compared to the XF-104, above. Also, the YF-104A nose gear retracts forward, while the XF-104’s gear swings backward. (U.S. Air Force)

The Lockheed F-104A Starfighter was a single-place, single-engine supersonic interceptor. It was designed by a team lead by the legendary Clarence L. “Kelly” Johnson. The F-104A was 54 feet, 8 inches (16.662 meters) long with a wingspan of 21 feet, 9 inches (6.629 meters) and overall height of 13 feet, 5 inches (4.089 meters). It had an empty weight of 13,184 pounds (5,980.2 kilograms), combat weight of 17,988 pounds (8,159.2 kilograms), gross weight of 22,614 pounds (10,257.5 kilograms) and a maximum takeoff weight of 25,840 pounds (11,720.8 kilograms). Internal fuel capacity was 897 gallons (3,395.5 liters).

The F-104A was powered by a single General Electric J79-GE-3A engine, a single-spool axial-flow afterburning turbojet, which used a 17-stage compressor and 3-stage turbine. The J79-GE-3A is rated at 9,600 pounds of thrust (42.70 kilonewtons), and 15,000 pounds (66.72 kilonewtons) with afterburner. The engine is 17 feet, 3.5 inches (5.271 meters) long, 3 feet, 2.3 inches (0.973 meters) in diameter, and weighs 3,325 pounds (1,508 kilograms).

The F-104A had a maximum speed of 1,037 miles per hour (1,669 kilometers per hour) at 50,000 feet (15,240 meters). Its stall speed was 198 miles per hour (319 kilometers per hour). The Starfighter’s initial rate of climb was 60,395 feet per minute (306.8 meters per second) and its service ceiling was 64,795 feet (19,750 meters).

Armament was one General Electric M61 Vulcan six-barreled revolving cannon with 725 rounds of 20 mm ammunition. An AIM-9B Sidewinder heat-seeking air-to-air missile could be carried on each wing tip, or a jettisonable fuel tank with a capacity of 141.5 gallons (535.6 liters).

Lockheed YF-104A 55-2955 with landing gear retracting. (Lockheed Martin via International F-104 Society)

Lockheed built 153 of the F-104A Starfighter initial production version. A total of 2,578 F-104s of all variants were produced by Lockheed and its licensees, Canadair, Fiat, Fokker, MBB, Messerschmitt,  Mitsubishi and SABCA. By 1969, the F-104A had been retired from service. The last Starfighter, an Aeritalia-built F-104S ASA/M of the  Aeronautica Militare Italiana, was retired in October 2004.

While conducting flame-out tests, 25 April 1957, Lockheed  engineering test pilot John A. (“Jack”) Simpson, Jr., made a hard landing in 55-2955 at Air Force Plant 42, Palmdale, California, about 22 miles (35 kilometers) southwest of Edwards Air Force Base. After a bounce, the landing gear collapsed, and the Starfighter skidded off the runway. 55-2955, nick-named Apple Knocker, was damaged beyond repair. “Suitcase” Simpson was not hurt.

Lockheed F-104A was damaged beyond repair, 25 April 1967. (U.S. Air Force photograph via International F-104 Society))

© 2018, Bryan R. Swopes

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