21 April 1942: Lieutenant (junior grade) Edward Henry (“Butch”) O’Hare, United States Navy, was presented the Medal of Honor by President Franklin Delano Roosevelt in a ceremony at the White House. Also present were Secretary of the Navy Frank Knox, Chief of Naval Operations, Admiral Ernest J. King, and Mrs. O’Hare.
LIEUTENANT EDWARD HENRY O’HARE UNITED STATES NAVY
Medal of Honor – Navy
“The President takes pleasure in presenting the Congressional Medal of Honor to Lieutenant Edward H. O’Hare, U.S. Navy, for services as set forth in the following Citation:
” ‘For conspicuous gallantry and intrepidity in aerial combat, at grave risk of his life above and beyond the call of duty, as section leader and pilot of Fighting Squadron 3, when on February 20, 1942, having lost the assistance of his teammates, he interposed his plane between his ship and an advancing enemy formation of nine attacking twin-engined heavy bombers. Without hesitation, alone and unaided he repeatedly attacked this enemy formation at close range in the face of their intense combined machine-gun and cannon fire, and despite this concentrated opposition, he, by his gallant and courageous action, his extremely skillful marksmanship, making the most of every shot of his limited amount of ammunition, shot down five enemy bombers and severely damaged a sixth before they reached the bomb release point.
” ‘As a result of his gallant action, one of the most daring, if not the most daring single action in the history of combat aviation, he undoubtedly saved his carrier from serious damage.’ “
—Franklin Delano Roosevelt, Thirty-third President of the United States, his remarks on the presentation of the Medal of Honor, 21 April 1942, at the White House, Washington, D.C. The American Presidency Project.
Lieutenant O’Hare received the Medal for his actions of 20 February 1942, the single-handed defense of his aircraft carrier, USS Lexington, in shooting down five of nine attacking Japanese G4M “Betty” bombers with his Grumman F4F-3 Wildcat, and damaging a sixth. He was the first Naval Aviator to be awarded the Medal of Honor.
19 April 2006: Former experimental test pilot Albert Scott Crossfield, Jr., was enroute from Prattville, Alabama, to Manassas, Virginia. Scott Crossfield ¹ was flying his personal Cessna 210A, N6579X. The Cessna was cruising at 11,000 feet (3,353 meters) under Instrument Flight Rules (IFR), under the control of the Atlanta Air Route Traffic Control Center (ARTCC).
During the flight, he encountered a Level 6 thunderstorm.
Scott Crossfield requested to deviate from his planned course to avoid the severe turbulence. Atlanta Center authorized his request and he began to turn. Approximately 30 seconds later, at 11:10 a.m., radar contact was lost near Ludville, Georgia. The last indication was that the Cessna was descending through 5,500 feet (1,676 meters).
The wreckage of N6579X was located the following day by a Civil Air Patrol search team, 3.3 nautical miles (6.1 kilometers) northwest of Ludville at an elevation of 1,269 feet (386.8 meters) above Sea Level. [N. 34° 30.767′, W. 84° 39.492′] The airplane had descended through the forest canopy nearly vertically and created a crater approximately 4½ feet (1.4 meters) deep and 6 feet (1.8 meters) across. Albert Scott Crossfield’s body was inside.
N6579X was a Cessna Model 210A, serial number 21057579, built in 1960 by the Cessna Aircraft Company, Inc., of Wichita Kansas. It was a six-place, single-engine, high-wing monoplane with external struts to brace the wings, and retractable, tricycle landing gear. The airplane was certified for instrument flight by a single pilot. At the time of the crash, N6579X had been flown 4,987.4 hours, total time since new (TTSN).
The Cessna 210A was 28 feet, 2 inches (8.585 meters) long with a wingspan of 36 feet, 6 inches (11.125 meters) and overall height of 9 feet, 7 inches (2.921 meters). The airplane had an empty weight of 1,839 pounds (834.2 kilograms) and maximum gross weight of 2,900 pounds (1,315.4 kilograms). It had a fuel capacity of 65 gallons (246 liters), with 10 gallons (37.9 liters) unusable, and 12 quarts of engine oil (11.4 liters).
N6579X was powered by an air-cooled, fuel-injected, 471.239-cubic-inch-displacement (7.722 liters) Teledyne Continental IO-470-E horizontally-opposed six-cylinder direct-drive engine with a compression ratio of 8.6:1. The engine was rated at 260 horsepower at 2,625 r.p.m. for takeoff, using 100LL aviation gasoline. It weighed 429 pounds (195 kilograms). This engine, serial number 77583-0-E, was original to the airplane and accumulated 4,987.4 hours, total time since new (TTSN). It had been overhauled by Victor Aviation, Palo Alto, California, 1,259.8 hours prior to the accident (TSO). A three-bladed McCauley constant-speed propeller with a diameter of 6 feet, 10 inches (2.083 meters) was installed in 2005.
The Cessna Model 210A has a maximum structural cruise speed of 175 miles per hour (282 kilometers), and maximum speed (Vne) of 200 miles per hour (322 kilometers per hour). Maneuvering speed, which should be used in turbulent conditions, is 130 miles per hour (209 kilometers per hour). The 210A has a maximum rate of climb of 1,300 feet per minutes (6.6 meters per second) and service ceiling of 20,700 feet (6,309 meters). Its maximum range is 1,284 miles (2,066 kilometers).
Albert Scott Crossfield, Jr., was born 2 October 1921 at Berkeley, California. He was the second of three children of Albert Scott Crossfield, a chemist who was employed as the superintendant of the Union Oil Company refinery in Wilmington, California, and Lucia M. Dwyer Crossfield.
When he was five years old, young “Scotty” contracted pneumonia. He was comatose for a while and was not expected to survive, but after several weeks he began to recover. A year later, he again became seriously ill, this time with rheumatic fever. He was confined to total bed rest for four months, and continued to require extensive bed rest until he was about ten years old. It was during this time that he became interested in aviation.
Scott Crossfield attended Boistfort Consolidated School, southwest of Chehalis, Washington, graduating in 1939, and then studied engineering at the University of Washington until taking a job at Boeing in late 1941. During this time, Scotty learned to fly in the Civilian Aviation Training Program.
The week following the attack on Pearl Harbor and the United States’ entry into World War II, Scott Crossfield enlisted as an aviation cadet in the United States Army Air Corps. After numerous delays, he joined the United States Navy on 21 February 1942, and resigned from the Air Corps. He began aviation cadet training at NAS Sand Point, near Seattle, and then was sent to NAS Corpus Christi, Texas. In December 1942, he graduated, received his gold Naval Aviator wings and was commissioned as an Ensign, United States Naval Reserve.
Ensign Crossfield was assigned to NAS Kingsville as an advanced bombing and gunnery instructor. He was promoted to Lieutenant (junior grade), 1 March 1944. He continued as a gunnery instructor for two years before being transferred to Air Group 51 in the Hawaiian Islands, which was preparing for the invasion of Japan. He was promoted to Lieutenant, 1 August 1945, while serving aboard the Independence-class light aircraft carrier USS Langley (CVL-27). With the end of World War II, though, the Navy was cutting back. Lieutenant Crossfield was released from active duty 31 December 1945.
In April 1943 at Corpus Christi, Texas, Ensign A. Scott Crossfield married Miss Alice Virginia Knoph of Seattle. They would have five children.
Following the War, Scotty returned to the University of Washington to complete his degree. He took a part time job operating the University’s wind tunnel. At the same time, he remained in the Naval Reserve, assigned to VF-74, a fighter squadron which flew both the Grumman F6F Hellcat and Chance Vought F4U Corsair out of NAS Sand Point, back where his naval career began.
Crossfield graduated from the University of Washington with a bachelor’s degree in aeronautical engineering in June 1949, and a master’s degree in 1950.
In 1950 Crossfield joined the National Advisory Committee for Aeronautics (NACA) as a research test pilot at the High-Speed Flight Station, Edwards Air Force Base, California. He flew the Republic YF-84, F-84F Thunderstreak, and North American Aviation F-86 Sabre. Crossfield made 25 flights in the delta-winged Convair XF-92A, which he described as “the worst flying airplane built in modern times.” He also flew the Northrop X-4 and Bell X-5. He made 17 flights conducting stability tests in the Douglas D-558-1 Skystreak. Scotty made 65 flights in the North American Aviation F-100A Super Sabre, including a test series which discovered a fatal flaw which led to the death of North American’s chief test pilot, George S. Welch.
Crossfield is known as a rocketplane pilot. He made 10 flights in the Bell X-1, and 89 in the Douglas D-558-II Skyrocket. He became the first pilot to exceed Mach 2 when he flew the Skyrocket to Mach 2.005, 20 November 1953.
Crossfield flew for NACA for approximately five years. During that time, approximately 500 flights were made at Edwards by NACA test pilots. Scott Crossfield flew 181 of them.
Scott Crossfield left NACA in 1956 to join North American Aviation, Inc., as chief engineering test pilot for the X-15 project. Between 8 June 1959 and 6 December 1960, he made fourteen flights in the X-15. He reached a maximum speed of Mach 2.97 and altitude of 88,116 feet (26,858 meters). Once the contractor’s flight tests were completed and the rocketplane turned over to the U.S. Air Force and NACA, the customers’ test pilots, Joe Walker and Major Robert M. White, took over.
Albert Scott Crossfield made 114 flights in rocket-powered aircraft, more than any other pilot.
After completing his work on the X-15, Crossfield followed Harrison (“Stormy”) Storms, who had been the Chief Engineer of North American’s Los Angeles Division (where the X-15 was built) to the Space and Information Systems Division in Downey, California, where he worked in quality assurance, reliability engineering and systems testing for the Apollo Command and Service Modules and the Saturn S-II second stage.
Crossfield left North American at the end of 1966, becoming Vice President for Technological Development for Eastern Air Lines. In this position, he flew acceptance tests for new Boeing 720 and 727 airliners at Boeing in Seattle.
In The X-15 Rocket Plane, author Michelle Evans quoted Crossfield as to why he had not entered NASA’s space program as an astronaut:
One question that pressed was, with his love of flight and the early responsibility of going into space with the X-15, why would Scott not apply to the NASA astronaut office? He explained, “[Dr.] Randy Lovelace and General [Donald] Flickinger were on the selection board. They took me to supper one night and asked me not to put in for astronaut. I asked them, ‘Why not?’ and they said, ‘Well, we’re friends of yours. We don’t want to have to turn you down.’ I asked, ‘Why would you have to turn me down?’ and they said, ‘You’re too independent.’ “
—The X-15 Rocket Plane: Flying the First Wings into Space, by Michelle, Evans, University of Nebraska Press, 2013, Chapter 1 at Page 33.
The remains of Albert Scott Crossfield are interred at the Arlington National Cemetery.
¹ “Scott Crossfield” is the family name, going back for several generations.
22 February 1974: At Naval Air Station Corpus Christi, Texas, Lieutenant (Junior Grade) Barbara Ann Allen, United States Navy, received her Wings of Gold and designation as a Naval Aviator. She was the first woman to be so designated.
Barbara Ann Allen was born 20 August 1948 at Bethesda Naval Hospital, the daughter of a naval officer. She attended Lakewood High School, Lakewood, California, graduating in 1966. She then studied at Long Beach City College where she was on the dean’s list for four consecutive semesters. She transferred to Whittier College, Whittier, California, where she graduated in 1969.
Miss Allen applied for and was accepted to the U.S. Navy Officer Candidate School at Newport, Rhode Island. On completion, she was commissioned as an Ensign, United States Naval Reserve, 18 December 1970.
Ensign Allen was assigned to at Amphibious Warfare Base, Little Creek, Virginia, followed by staff assignments at Atlantic Fleet headquarters, Norfolk, Virginia. She was promoted to lieutenant (junior grade), 18 March 1972. Lieutenant (j.g.) Allen was accepted for pilot training at NAS Pensacola, Florida, in February 1973.
After completing 230 hours of flight training at Pensacola and NAS Corpus Christi, Lieutenant (j.g.) Allen received her pilot’s wings. She was assigned to Fleet Logistics Support Squadron THIRTY (VR-30), based at NAS Alameda, California, where she flew the Grumman C-1A Trader, a twin-engine Carrier On-Board Delivery (“COD”) transport. She also became the first woman in the Navy to qualify in a jet-powered aircraft, the North American Aviation T-39 Sabreliner.
On 6 April 1974, Barbara Ann Allen married Lieutenant (j.g.) John C. Rainey, U.S. Navy, at Los Angeles, California. Lieutenant Rainey was a 1972 graduate of the United States Naval Academy, whom Lieutenant Allen had met during flight training. They would have two daughters, Cynthia and Katherine.
Lieutenant (j.g.) Allen (now, Rainey) was promoted to lieutenant, 1 January 1975. In 1977, she transferred to Fleet Logistics Support Squadron FIFTY-THREE (VR-53) at Dallas, Texas, where she flew the four-engine Douglas C-118B Liftmaster.
When she became pregnant, Lieutenant Barbara Rainey was released from active duty on her request, 23 November 1977. There was considerable coveragein the news media on the adverse effects of preganacy and child-rearing on the career of a female naval officers.
On 14 October 1981, Lieutenant Commander Barbara Ann Allen Rainey was recalled to active duty with the rank of lieutenant commander and assigned as a flight instructor with Training Squadron THREE (VT-3) at NAS Whiting Field, Florida.
At 10:20 a.m., 13 July 1982, while practicing touch-and-go landings at Middleton Field, Alabama, Lieutenant Commander Barbara Ann Rainey and her student, Ensign Donald B. Knowlton, were killed in a crash. While in the traffic pattern, their Beechcraft T-34C Turbo Mentor, a single-engine, two-place training airplane, Bu. No. 160955, suddenly banked to the right, lost altitude and crashed. The cause of the accident is unknown. It is attributed to pilot error, but the engine had been operating at reduced power and there may have been a “rollback.”
A product liability lawsuit, Beech Aircraft Corporation v. Rainey, was decided in the plaintiff’s favor by the Supreme Court of the United States. [488 U.S. 153 (1988)]
Lieutenant Commander Barbara Ann Allen Rainey, United States Naval Reserve, was buried at Arlington National Cemetery, Arlington, Virginia.
Eugene Andrew Cernan was born at Chicago, Illinois, 14 March 1934. He was the second child of Andrew George Cernan, a manufacturing foreman, and Rose A. Cihlar Cernan. Gene Cernan graduated from Proviso East High School, Maywood, Illinois, in 1952.
Cernan entered Purdue University, West Lafayette, Indiana, as an engineering student. He was a midshipman in the U.S. Navy Reserve Officers Training Corps (R.O.T.C.), and a member of the Phi Gamma Delta fraternity (ΦΓΔ) , serving as treasurer. He was also president of the Quarterdeck Society and the Scabbard and Blade, and a member of the Phi Eta Sigma (ΦΗΣ) honor society and Tau Beta Pi (ΤΒΠ) engineering honor society. He served on the military ball committee and was a member of the Skull and Crescent leadership honor society. During his Midshipman Cruise in 1955, Cernan served aboard the Worcester-class light cruiser USS Roanoke (CL-145). Cernan graduated from Purdue in 1956 with Bachelor of Science Degree in Electrical Engineering (B.S.E.E.).
Cernan was commissioned as an ensign, United States Navy, 2 June 1956, and was assigned to flight training. He was promoted to lieutenant (junior grade), 1 December 1957. Lieutenant Cernan completed flight school and qualified as Naval Aviator. He was assigned to Attack Squadron 126 (VA-126) at NAS Miramar, San Diego, California, flying the North American Aviation FJ-4B Fury. On 1 June 1960, Cernan was promoted to the rank of lieutenant.
Lieutenant Eugene A. Cernan married Miss Barbara Jean Atchley, 6 May 1960, at San Diego. Mrs. Cernan was a flight attendant for Continental Airlines. They would have a daughter, Tracy. The Cernans divorced 7 July 1981.
Lieutenant Cernan was next assigned to Attack Squadron 113 (VFA-113) at NAS Lemoore, California. VFA-113 (“Stingers”) flew the Douglas A-4C Skyhawk, and deployed aboard the Essex-class aircraft carrier USS Hancock (CVA-19).
Cernan earned a Master of Science Degree in Aeronautical Engineering from the U.S. Naval Postgraduate School at Monterey, California, in 1963.
In October 1963, Lieutenant Cernan was selected as an Astronaut for the National Aviation and Space Administration (NASA). He was one of 14 members of NASA Astronaut Group 3, which was announced 18 October 1963.
Gene Cernan was promoted to the rank of commander, United States Navy, 3 June 1966. He flew as pilot of Gemini IX-A, 3-6 June 1966. (Thomas P. Stafford was the command pilot.) The mission included a rendezvous with a Lockheed Agena target vehicle. A planned docking with the Agena could not be carried out because the docking shroud had failed to deploy correctly. On 6 June, Cernan conducted an “EVA” (Extravehicular Activity, of “space walk”). During the 2 hour, 7 minute EVA, numerous difficulties were encountered.
Commander Cernan was next assigned as the backup pilot of Gemini XII and backup lunar module pilot of Apollo 7.
Gene Cernan was the Lunar Module pilot of Apollo 10, the full rehearsal for the first lunar landing, 18 May–26 May 1969. He flew the LM Snoopy to 47,400 feet (14,445 meters) above the lunar surface at 21:29:43 UTC, 22 May.
Cernan was promoted to the rank of captain, United States Navy, 10 July 1970. He was next assigned as the backup to Alan B. Shepard as mission commander for Apollo 14.
On 23 January 1971, Cernan was flying a Bell Model 47G-3B-1 helicopter, NASA 947 (N947NA, serial number 6665), on a proficiency flight, when it crashed in the Indian River near Malabar, Florida. The helicopter was destroyed and Cernan was slightly injured. The official investigation reported the cause as a “misjudgement in estimating altitude.” In his autobiography, Cernan wrote,
“Without ripples, the water provided no depth perception and my eyes looked straight through the clear surface to the reflective river bottom. I had lost sight of the water.“
—The Last Man on the Moon, St. Martin’s Press, New York, 1999, Chapter 25 at Page 258
Gene Cernan’s third space flight was as commander of Apollo 17, 6–19 December 1972, with Ronald E. Evans as Command Module pilot and Harrison H. Schmitt as the Lunar Module pilot. Cernan and Schmitt were on the surface of the Moon for 3 days, 2 hours, 59 minutes, 40 seconds. During that time they made three excursions outside the lunar lander, totaling 22 hours, 3 minutes 57 seconds.
Apollo 17 was the last manned mission to the Moon in the Twentieth Century. Gene Cernan was the last man to stand on the surface of the Moon.
Gene Cernan retired from the United States Navy and the National Aeronautics and Space Administration, 1 July 1976. According to his NASA biography, Cernan had logged 566 hours, 15 minutes of space flight.
In 1987 Cernan married Jan Nanna (née Janis E. _) at Sun Valley, Idaho. She had two daughters, Kelly and Daniele, from a previous marriage.
Captain Eugene Andrew Cernan, United States Navy (Retired) died at a hospital in Houston, Texas. His remains were buried at the Texas State Cemetery at Austin, Texas.
John Glenn, one of the original seven astronauts selected by NASA for Project Mercury, was a personal hero of mine. As a young boy growing up in Southern California, less than three miles from Rocketdyne’s engine test stands in Santa Susana, I followed the progress of all the astronauts. I recall having a map pinned to my wall, showing the orbital path of Friendship 7 as Glenn made his historic three orbits of the Earth. All of the astronauts, and the X-15 test pilots at Edwards, were heroes to me, but for some reason, John Glenn was special.
John Herschel Glenn, Jr., was born at Cambridge, Ohio, 18 July 1921, the first of four children of John Herschel Glenn, a plumber, and Clara Teresa Sproat Glenn. The Glenn family resided in New Concorde, Ohio. Glenn attended New Concord High School, graduating in 1939, and then enrolled at Muskingum College, also in New Concord, where he majored in engineering. While in college, he learned to fly.
Soon after the United States entered World War II, John Glenn enlisted in the United States Navy as a Naval Aviation Cadet, 28 March 1942. He transferred to the Marine Corps while still in flight training, and after qualifying as a Naval Aviator, was commissioned as a Second Lieutenant, U.S. Marine Corps Reserve, 16 March 1943.
On 6 April 1943, Lieutenant Glenn married Miss Anna Margaret Castor, also from New Concorde. They would have two children, Carolyn Ann Glenn and John David Glenn.
In October 1943, Glenn was promoted to First Lieutenant. Initially assigned as a transport pilot flying the Douglas R4D-1 Skytrain with Marine Utility Squadron 315 (VMJ-315) in the Pacific, he was transferred to Marine Fighter Squadron 155 (VMF-155). He flew 59 combat missions with the Chance Vought F4U Corsair in the Marshall Islands.
In 1945, Glenn was assigned to Marine Fighter Squadron 218 (VMF-218), again flying an F4U-4 Corsair, patrolling China with the 1st Marine Division. Lieutenant Glenn was promoted to the rank of Captain in July 1945.
In 1946, Captain Glenn, was transferred from the USMCR to the regular Marine Corps, retaining his temporary rank. On 7 August 1947, the rank of Captain was made permanent.
Captain Glenn served as an advanced flight instructor at NAS Corpus Christi, Texas, from June 1948 to December 1950. With the Korean War, Glenn was assigned to Marine Fighter Squadron 311 (VMF-311), which flew the Grumman F9F-2 Panther.
Captain Glenn few 63 combat missions with VMF-311. He was promoted to the rank of Major, 28 June 1952. He served as an exchange officer with the U.S. Air Force, flying a North American Aviation F-86F Sabre with the 25th Fighter Interceptor Squadron, 51st Fighter Interceptor Wing at K-13, an air base at Suwon, Republic of Korea. In July 1953, Glenn shot down three enemy Mikoyan-Gurevich MiG 15 jet fighters.
Major Glenn trained at the U.S. Navy Test Pilot School at NATC Patuxent River, Maryland, in 1954, and from 1956 to 1959, was assigned to the Bureau of Aeronautics, Fighter Design Branch.
On 16 July 1957, Major Glenn flew a Chance Vought F8U-1P Crusader from NAS Los Alamitos, on the coast of southern California, to Floyd Bennet Field, Brooklyn, New York, in 3 hours, 23 minutes, 8.4 seconds, averaging 725.25 miles per hour (1,167.18 kilometers per hour). Thomas S. Gates, Jr., Secretary of the Navy, presented Major Glenn the Distinguished Flying Cross.
Major Glenn was promoted to the rank of Lieutenant Colonel, 1 April 1959. He was selected as an Astronaut with the National Aeronautics and Space Administration’s Project Mercury and joined the NASA Space Task group at the Langley Research Center. Lieutenant Colonel Glenn was the senior officer and the oldest member of “The Mercury 7.”
At 9:47:39 a.m., Eastern Standard Time (14:47:39 UTC), 20 February 1962, Mercury Atlas 6 lifted off from Launch Complex 14, Cape Canaveral Air Force Station, Cape Canaveral, Florida. This was the third launch of a manned Mercury spacecraft, and the first time that an Atlas rocket had been used.
Aboard the Mercury was John Glenn, making his first space flight. He had named the capsule Friendship 7. Alan Shepard and Gus Grissom had each made a suborbital flight, but Glenn was going into Earth orbit.
Each orbit took 88 minutes, 19 seconds. The spacecraft’s altitude ranged from 100 miles (161 kilometers) to 162.2 miles (261 kilometers).
During the 4 hour, 55 minute, 23 second flight, Friendship 7 orbited the Earth three times, and traveled 75,679 miles (121,794 kilometers). John Glenn was the first American astronaut to orbit the Earth. (Cosmonaut Yuri Gagarin had orbited the Earth 12 April 1961.)
After re-entry, the capsule parachuted into the Atlantic Ocean, splashing down only six miles from the recovery ship, USS Noa (DD-841).
When the Space Task Group was moved to the Manned Spacecraft Center at Houston, Texas, in 1962, John Glenn was involved in the layout and design of spacecraft cockpits and function of controls. On 16 January 1964, John Glenn resigned from NASA. He was promoted to the rank of Colonel in October 1964, then he retired from the Marine Corps 1 January 1965, after 23 years of military service.
Glenn worked in private industry for several years before beginning a career in politics. In 1974, he was elected to the United States Senate, representing his home State of Ohio. He served in the United States Congress from 24 December 1974 to 3 January 1999.
John Glenn wasn’t finished with spaceflight, though. From 29 October to 7 November 1998, Senator Glenn served as a NASA Payload Specialist aboard Space Shuttle Discovery (OV-103) during Mission STS-95. At the age of 77 years, John Glenn was the oldest person to fly in space.
During his two space flights, John Glenn orbited the Earth 137 times. His total time in space is 10 days, 49 minutes, 25 seconds (240:49:25).
In late November 2016, Glenn was admitted to Ohio State University Wexner Medical Center at Columbus, Ohio. He died there, 8 December 2016, at the age of 95 years.
John Herschel Glenn, Jr., Naval Aviator, Fighter Pilot, Test Pilot, Record-setter, Astronaut. Colonel, United States Marine Corps. United States Senator. American Hero.