Tag Archives: Prototype

13 October 1950: Lockheed L-1049 Super Constellation

October 13, 2024Aviation43-10309, c/n 1961, c/n 4001, Eastern Airlines, First Flight, Lockheed Air Terminal, Lockheed Aircraft Company, Lockheed L-1049 Super Constellation, N6201C, N67900, Prototype, Wright 956C18CA1Bryan Swopes

The prototype Lockheed L-1049 Super Constellation, N67900. (Lockheed Martin Aeronautics Company)

13 October 1950: The prototype Lockheed L-1049 Super Constellation made its first flight at the Lockheed Air Terminal in Burbank, California.

With the expansion in commercial air travel immediately following World War II, airlines required transports with longer range and greater passenger and cargo capacity. They needed airplanes that could provide lower seat-per-mile operating costs than existing types.

To meet these needs, Lockheed considered discontinuing production of the the current L-749 Constellation in favor of developing a completely new turbojet-powered transport. But due to the the time required to design and produce such a completely new design, and the much greater fuel consumption of jet engines, Lockheed determined that the most efficient course would be to improve the existing L-749 Constellation’s design to increase its load carrying capability.

Design of the L-1049 Super Constellation started February 1950, with the design team led by Kelly Johnson.

Lockheed XC-69 Constellation 43-10309 (L-049 NX25600) at the Lockheed Air Terminal, Burbank, California. (Lockheed Martin Aeronautics Company)

Instead of building a complete new airplane, the original XC-69 prototype, which had been parked at Howard Hughes’ private airport near Culver City, was purchased by Lockheed and flown back to the Lockheed Air Terminal in Burbank. After the war, the Constellation prototype was sold to Howard Hughes’ Hughes Aircraft Company for $20,000 and registered as NX67900. In May 1950, Lockheed bought the prototype back from Hughes for $100,000 and it was again registered as NC25600. It had accumulated just 404 flight hours up to this time.

The Lockheed XC-69 Constellation prototype, 43-10309, is parked behind the Hughes XF-11, 44-70155, at Culver City, California, 7 July 1946. (University of Nevada, Las Vegas Libraries)

The XC-69 was cut into three sections. A 10 foot, 8.8 inch (3.272 meters) long, 11 foot, 7.3 inch (3.538 meter) diameter, cylindrical section was added forward of the front wing spar, and a 7 foot, 8 inch (2.337 meters) cylindrical section with the same diameter, aft of the rear spar.

The wings, fuselage and landing gear of the L-1049 were strengthened for increased gross weight. The height of the vertical fins was increased 2.5 inches (6.35 centimeters) for improved longitudinal stability. The cabin floor area was increased by 33% to 744 square feet, and cargo volume, 51% to 656 cubic feet.

Lockheed L-1049 Super Constellation three-view illustration with dimensions. (Lockheed Aircraft Corporation)

The L-1049 had accommodations for 76–94 passengers and crew. (The L-749A Constellation carried 47–63). Other changes included a 25% increase in cockpit window height, and square passenger windows (a requirement of Northwest Airlines). The fuel load was increased by 5,000 pounds, and the range by 300 miles. The Super Constellation’s cruise speed was cruise speed 25–40 m.p.h. slower due to the increased weight.

L-1049 serial numbers 4001–4014 had cockpit stations for a pilot, copilot, flight engineer and an observer. Beginning with 4015, a radio operator’s station as added.

Illustration of the Super Constellation’s general arrangement from Lockheed Report 7786 Crew Operating Manual for Lockheed Model 1049 Super Constellation Air[planes, revised 1 May 1952. (Lockheed Aircraft Corporation)

Total fuel capacity was 3,660 U.S. gallons (13,855 liters). Each engine was supplied by engine oil tank with a capacity of 49 gallons (185.5 liters).

The first production Lockheed L-1049 Super Constellation, s/n 4001, N6201C. (Lockheed Martin Aeronautics Company)

The L-1049 was powered by four air-cooled, direct-fuel-injected, 3,347.662 cubic-inch-displacement (54.858 liters) Wright Aeronautical Division 956C18CA1 eighteen-cylinder radial engines with a compression ratio of 6.70:1. The 956C18CA1 had a continuous power rating of 2,300 horsepower at 2,600 r.p.m., and 2,700 horsepower at 2,900 r.p.m. for takeoff. The engines turned three-bladed Hamilton Standard propellers through a 0.4375:1 propeller gear reduction. The engine was 6 feet, 6.47 inches (1.993 meters) long, 4 feet, 7.62 inches (1.413 meters) in diameter, and weighed 2,962 pounds (1,343.5 kilograms).

The L-1049 had a maximum speed (V_NO) of 260 knots (299 miles per hour/482 kilometers per hour) from Sea Level to 11,000 feet (3,353 meters). Above that altitude, speed was reduced by 9 knots (10 miles per hour/17 kilometers per hour) for each 2,000 foot (610 meters) increase. Maneuvering speed (V_A) was 180 knots (207 miles per hour/333 kilometers per hour). The maximum operating altitude was 25,000 feet (7,620 meters). The cabin was pressurized to 5.5 p.s.i. (0.379 Bar).

The Los Angeles Times reported:

“NEXT THING TO JET—Eighteen feet longer than the standard Connie, Lockheed’s new Super Constellation is announced “to bridge the gap between modern planes and the first American jet transport.” Fifty million dollars in orders have been received.”

LOCKHEED UNVEILS SUPERTRANSPORT

Giant Constellation Carries 110 Passengers
Is Forerunner of Transocean Jet Aircraft

Lockheed’s new Super Constellation—18.4 feet longer than the standard Connie—was announced yesterday as “designed to bridge the gap between modern planes and the first Americanjet transport.”

Similar in appearance to its famous predecessor, the prototype of the new ship was flown for the first time last Friday, out of Lockheed Air terminal, Burbank, officials said.

It will be introduced into service with the latest type reciprocating engines, subsequently will be powered with new compound engine and finally will utilize turbo-prop engines as the final link with pure jet transports of the future.

“The new transport will incorporate much of the proven design and equipment of the current Constellation,” Lockheed spokesmen said, “and at the same time will carry all available modern features that testing has proved worthwhile.”

Among teh latter will be electro-pneumatic de-icing such as is used on Lockheed’s high-speed jet aircraft. Old-type rubber boot and hot air de-icing has been found inadequate for higher speeds and altitudes, it was explained.

The Super Connie is described as “the first truly nonstop trans-Atalantic transport ever built, 50 m.p.h. faster on over-ocean runs than competitive airplanes.”

Measuring 113 feet 7 inches from nose to tail, its cabin will carry 76 standard-fare passengers or up to 110 coach fare, 35% more than present Constellations, with 72% more space for baggage and cargo.

Big Navy Engines

The Super Connie is said to be the only transport in the world that will accommodate the powerful new compound Wright engines now developing 3500 h.p. each on long-range P2V patrol bombers built for the Navy by Lockheed.

Its structural strength is such that it can carry wing-tip fuel tanks, as do military jets on long-range flights, should such a feature become desirable to operators.

Fifty million dollars in orders already have been received for the new transport from two airline operators and the military services

—Los Angeles Times, Tuesday, 17 October 1950, Part II, Page 2, Columns 1–3

The first production Lockheed L-1049 Super Constellation, serial number 4001, registered N6201C, was delivered to Eastern Airlines in March 1952.

Produced from 1951 through 1958, Lockheed built 259 commercial Super Constellations and 320 C-121 military versions.

The first production Lockheed L-1049 Super Constellation, N6201C, s/n 4001. This airplane was delivered to Eastern Airlines in March 1952. (Lockheed Martin Aeronautics Company)

Eastern Airlines Lockheed L-1049 Super Constellation N6203C. (Eastern Airlines)

9 October 1987

October 9, 2024AviationAgustaWestland, AgustaWestland NV, BERP, Colin W. Hague OBE, Costruzioni Aeronautiche Giovanni Agusta S.p.A., EH 101, European Helicopter Industries EHI 01, First Flight, Helicopter, John Trevor Eggington, Merlin, OBE, Officer of the Most Excellent Order of the British Empire, PP1, Prototype, Rolls-Royce/Turboméca RTM322, Safran Helicopter Engines, Safran RTM322 02/8, Test Pilot, Trevor Eggington, Yeovil, ZF 641Bryan Swopes

PP1, the first prototype of the EH101, ZF 641. (Paul Thallon)

9 October 1987: Westland Helicopters Ltd. Chief Test Pilot John Trevor Eggington and Deputy Chief Test Pilot Colin W. Hague take PP1, the first EH 101 prototype, for its first flight at Yeovil, Somerset, United Kingdom. The helicopter had been completed 7 April 1987 and underwent months of ground testing.

A medium-lift helicopter, the EH 101 was a joint venture of Westland and Costruzioni Aeronautiche Giovanni Agusta S.p.A. of Italy, known then as European Helicopter Industries, or EHI, to produce a replacement for the Sikorsky S-61 Sea King, which both companies built under license. The Italian and British companies merged in July 2000 and are now known as AgustaWestland NV, with corporate headquarters in the Netherlands. After the merger of the two helicopter manufacturers, the EH 101 was redesignated AW101. It is also known as the Merlin.

Canadian Forces CH-149 Cormorant, a search and rescue variant of the AgustaWestland AW101. (Korona4Reaal via Wikipedia) — Canadian Forces CH-149 Cormorant 149902, a search and rescue variant of the AgustaWestland AW101. (Korona4Reel via Wikipedia)

Nine prototypes were built, four by Agusta at Vergiate, Italy, and five by Westland at Yeovil. During testing, Agusta-built PP2 and Westland’s PP4 were destroyed.

PP1, the first prototype, was powered by three General Electric CT7-2A turboshaft engines which were rated at 1,625 shaft horsepower, each. In production, Rolls-Royce/Turbomeca RTM322 engines are optional, as are the more powerful CT7-8s. Produced in both military and civil variants, the Merlin is used in search-and-rescue, anti-submarine warfare, mine countermeasures, airborne early warning and utility configurations. Production began in 1995 and continues today.

The AgustaWestland AW101 Merlin is a single main rotor/tail rotor medium helicopter powered by three turboshaft engines. It is equipped with retractable tricycle landing gear. The helicopter may be flown by a single pilot and uses a digital flight control system. The actual flight crew is dependent on aircraft configuration and mission.

The five blade composite main rotor has a diameter of 61 feet, 0 inches (18.593 meters) and turns counterclockwise as seen from above. (The advancing blade is on the helicopter’s right side.) The blades use a BERP feature that was pioneered on the Westland Lynx AH.1 Lynx, G-LYNX, which Trevor Eddington flew to a world speed record, 11 August 1986. This allows higher speeds, greater gross weight and is quieter than a standard blade. A four blade tail rotor with a diameter of 13 feet, 1 inch (3.962 meters) is positioned on the left side of the tail boom in pusher configuration. It rotates clockwise as seen from the helicopter’s left. The tail rotor pylon is inclined to the left.

PP.5 parked aboard HMS iron Duke. (Royal Navy) — PP5, the prototype ASW variant parked aboard HMS Iron Duke (F234). (Royal Navy)

Overall length of the AW101 is 74 feet, 10 inches (22.809 meters) with rotors turning. The fuselage is 64 feet, 1 inch (19.533 meters) long. Overall height of the helicopter is 18 feet, 7 inches (5.664 meters). Its empty weight is 20,018 pounds (9,080 kilograms) and the maximum takeoff weight (MTOW) is 34,392 pounds (15,600 kilograms).

The RTM322 engine was developed as a joint venture between Rolls-Royce and Turboméca, but is now a Safran Helicopter Engines product. The RTM322 02/8 is a modular reverse-flow turboshaft engine with a 3-stage axial-flow, 1 stage centrifugal-flow compressor and 2-stage high-pressure, 2-stage power turbine. The output drive shaft turns 20,900 r.p.m. The RTM322 02/08 is rated at 2,000 shaft horsepower, and 2,270 shaft horsepower for takeoff. It has a One Engine Inoperative (OEI) rating of 2,472 shaft horsepower (30 minute limit). The engine is 3 feet, 10.1 inches (1.171 meters) long, 2 feet, 1.5 inches (0.648 meters) in diameter and weighs 503 pounds (228.2 kilograms).

The AW101’s cruise speed is 278 kilometers per hour (150 knots). The hover ceiling in ground effect (HIGE) is 3,307 meters (10,850 feet). In utility configuration, the Merlin carries fuel for 6 hours, 30 minutes of flight and has a maximum range of 1,363 kilometers (735 nautical miles).

John Trevor Egginton, Chief Test Pilot, Westland Helicopters. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers) — John Trevor Eggington, Chief Test Pilot, Westland Helicopters. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)

Trevor Eggington retired from Westland in 1988 and Colin Hague became the company’s chief test pilot. In 2003, Hague was appointed an Officer of the Most Excellent (OBE) Order of the British Empire for his contributions to aviation.

Deputy Chief Test Pilot Colin W.Hague, with the first prototype EH101, PP1. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers) — Deputy Chief Test Pilot Colin W. Hague, with the first prototype EH101, PP1. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)

Since 2010, PP1 has been used as an instructional airframe for maintenance personnel at RNAS Culdrose, Cornwall, UK.

ZF641, the first prototype of the EH101 (AW101) Merlin, at RNAS Culdrose, 2010. (dyvroeth) — ZF 641, the first prototype of the EH 101 (AW101) Merlin, at RNAS Culdrose, 2010. (dyvroeth)

7 October 1963

October 7, 2024AviationBob Hagan, Business Jet, Civil Transport, First Flight, General Electric CJ610-4, Hank Beaird, Henry Grady Beaird Jr., Lear Jet Corporation, Learjet 23, N801L, Prototype, Robert S. Hagan, Test Pilot, WichitaBryan Swopes

7 October 1963: The first of two Learjet 23 prototypes, N801L, makes its first flight at Wichita, Kansas, with test pilots Henry Grady (“Hank”) Beaird, Jr., and Robert S. Hagan. A light twin-engine business jet, the Learjet 23 is considered a “first” because it was designed from the start as a civil aircraft.

The Learjet 23 is operated by two pilots and can carry six passengers. It is 43 feet, 3 inches (13.183 meters) long with a wingspan of 35 feet, 7 inches (10.846 meters) and overall height of 12 feet, 7 inches (3.835 meters). It has an empty weight of 6,150 pounds (2,790 kilograms) and maximum takeoff weight of 12,499 pounds (5,670 kilograms).

A characteristic of all Learjets is the 13° sweep of their wings’ leading edges, and the straight trailing edge.

Learjet 23 N802L was the second prototype. This airplane is in the collection of the Smithsonian Instititution National Air and Space Museum. (NASM 9A11735)

The airplane was powered by two General Electric CJ610-4 turbojet engines. The CJ610 is a single-shaft axial-flow turbojet with an 8-stage compressor and 2-stage turbine. The CJ610-4 has a maximum continuous power rating of 2,700 pounds (12.010 kilonewtons) at 16,500 r.p.m. at Sea Level, and 2,850 pounds of thrust (12.677 kilonewtons) at 16,700 r.p.m., for takeoff (5 minute limit). The engine is 3 feet, 4.50 inches (1.029 meters) long, 1 foot, 5.56 inches (0.446 meters) in diameter, and weighs 403 pounds (183 kilograms).

The Learjet 23 has a cruise speed of 518 miles per hour (834 kilometers per hour) at 40,000 feet (12,192 meters) and a maximum speed of 561 miles per hour (903 kilometers per hour), 0.82 Mach, at 24,000 feet (7,315 meters). The service ceiling is 45,000 feet (13,716 meters) and its maximum range is 1,830 miles (2,945 kilometers).

Lear Jet Corporation built approximately 100 Learjet 23s.

The first prototype was damaged beyond economical repair while simulating an engine failure on takeoff during flight testing, 4 June 1964. The accident was attributed to pilot error. N801L had accumulated just 194 flight hours.

6 October 1977

October 6, 2024Aviation01 Blue, 9-01, Alexander Vasilievich Fedotov, Fighter, First Flight, Mikoyan Design Bureau, Mikoyan MiG 29A, Prototype, Ramenskoye Airfield, Test PilotBryan Swopes

The first prototype Mikoyan MiG 29A, 9-01, ("01 Blue") on display at the Central Air Force Museum, Monino. (Detail from image by AVIA BavARia/Wikipedia) — The first prototype Mikoyan MiG 29A, 9-01, (“01 Blue”) on display at the Central Air Force Museum, Monino. (Detail from image by AVIA BavARia/Wikipedia)

Alexander Vasilyevich Fedotov (1932–1982) — Alexander Vasilievich Fedotov

6 October 1977: The first of eleven prototypes of the Mikoyan MiG 29A fighter, 9-01, made its first flight at Ramenskoye Airfield with Chief Test Pilot Alexander Vasilievich Fedotov, Hero of the Soviet Union, in the cockpit.

Fedotov had been a test pilot at A.I. Mikoyan EDB since 1958 and set eighteen speed and altitude world records flying high performance aircraft. He was killed while testing the MiG 31 in 1984.

The MiG 29A is a fourth generation, single-seat, twin-engine, Mach 2+ air superiority fighter built by the Mikoyan Design Bureau. It entered service with the Soviet Union in 1983 and has been widely exported to many other nations. The MiG 29A is 13.37 meters (57 feet) long and has a wing span of 11.4 meters (37 feet, 3 inches). Its empty weight is 11,000 kilograms (24,250 pounds) and the maximum takeoff weight (MTOW) is 20,000 kilograms (44,100 pounds). The fighter is powered by two Klimov RD-33 turbofan engines which produce 11,240 pounds of thrust, or 18,277 pounds of thrust with afterburner. It has a maximum speed of Mach 2.25 (1,490 miles per hour/2,400 kilometers per hour) and a service ceiling of 59,100 feet (18,013 meters). Maximum range with internal fuel is 1,430 kilometers (888 miles).

Armament consists of one Gryazev-Shipunov GSh-301 30mm autocannon with 150 rounds of ammunition and a combination of air-to-air missiles, rockets or bombs carried on underwing pylons or fuselage hard points.

More than 1,600 MiG 29s have been built.

Mikoyan MiG 29SMT RF-92934 ("22 Red"),Russian Air Force. (Alex Beltyukov/Wikipedia) — Mikoyan MiG 29SMT RF-92934 (“22 Red”), Russian Air Force. (Alex Beltyukov/Wikipedia)

Alexander Vasilievich Fedotov born 23 June 1932 at Stalingrad, Russia (renamed Volgograd in 1961). He graduated from the Air Force Special School at Stalingrad, and in 1950, entered the Soviet Army. Fedotov attended the Armavir Military Aviation School of Pilots at Amravir, Krasnodar Krai, Russia, graduating in 1952, and then became a flight instructor. In 1958 he attended the Ministry of Indutrial Aviation Test Pilot School at Zhukovsky. He was a test pilot for the Mikoyan Experimental Design Bureau from 1958 to 1984. In 1983, Alexander Fedotov was promoted to the rank of Major General in the Soviet Air Force.

On 22 July 1966, Fedotov was honored as a Hero of the Soviet Union. He was named an Honored Test Pilot of the Soviet Union, 21 February 1969. He was qualified as a Military Pilot 1st Class. Fedotov was twice awarded the order of Lenin, and also held the Order of the Red Banner and the Order of the Red Banner of Labor.

During his career as a test pilot, Major General Fedotov had been forced to eject from an airplane three times. He had also set 15 Fédération Aéronautique Internationale world records for speed, altitude and time to altitude. One of these, FAI Record File Number 2825, in which he flew a Mikoyan E-266M to 37,650 meters (123,534 feet), 31 August 1977, remains the current record. The FAI has also honored him three times (1961, 1973 and 1977) with The De la Vaulx Medal, and in 1976 awarded him the FAI’s Gold Air Medal.

Major General Alexander Vasilyevich Fedotov and his navigator, Valerie Sergeyvich Zaytevym, were killed when the second MiG 31 prototype, number 83/2, crashed during a test flight. Neither airman was able to eject.

Major General Federov — Major General Alexander Vasilyevich Federov, Hero of the Soviet Union

5 October 1954

October 5, 2024Aviation083-1002, 53-7787, Anthony W. LeVier, Curtiss-Wright Corporation, Edwards Air Force Base, Fighter, First Flight, General Electric T171 Vulcan, Interceptor, Lockheed Aircraft Corporation, Lockheed XF-104 Starfighter, Prototype, Test Pilot, Tony LeVier, Wright Aeronautical Division, Wright J65-W-6Bryan Swopes

Lockheed XF-104 Starfighter 083-1002, serial number 53-7787, the second prototype, in flight near Edwards AFB. (U.S. Air Force)

5 October 1954: Chief Engineering Test Pilot Tony LeVier made the first flight in the second prototype Lockheed XF-104 Starfighter, 53-7787, at Edwards Air Force Base in the high desert of southern California. This was the armament test aircraft and was equipped with a General Electric T171 Vulcan 20mm Gatling gun. This six-barreled gun was capable of firing at a rate of 6,000 rounds per minute.

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).

While the first prototype, 53-7776, was equipped with a Buick J65-B-3 turbojet engine, the second used a Wright Aeronautical Division J65-W-6 with afterburner. Both were improved derivatives of the Armstrong Siddely Sa.6 Sapphire, built under license. The J65 was a single-shaft axial-flow turbojet with a 13-stage compressor and 2-stage turbine. The J65-B-3 was rated at 7,330 pounds of thrust, and the J65-W-6, rated at 7,800 pounds (34.70 kilonewtons), and 10,500 pounds (46.71 kilonewtons) 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).

53-7787 was lost 19 April 1955 when it suffered explosive decompression at 47,000 feet (14,326 meters) during a test of the T171 Vulcan gun system. The lower escape hatch had come loose due to an inadequate latching mechanism. Lockheed test pilot Herman R. (“Fish”) Salmon was unable to find a suitable landing area and ejected at 250 knots (288 miles per hour/463 kilometers per hour) and 15,000 feet (4,572 meters). The XF-104 crashed 72 miles (117 kilometers) east-northeast of Edwards Air Force Base. Salmon was found two hours later, uninjured, about 2 miles (3.2 kilometers) from the crash site.

Tony LeVier with the XF-104 armament test prototype, 53-7787, at Edwards AFB, 1954. LeVier is wearing a David Clark Co. T-1 capstan-type partial-pressure suit with K-1 helmet. (U.S. Air Force)

The YF-104A pre-production aircraft and subsequent F-104A production aircraft had many improvements over the two XF-104 prototypes. The fuselage was lengthened 5 feet, 6 inches (1.68 meters). The J65 engine was replaced with a more powerful General Electric J79-GE-3 turbojet. There were fixed inlet cones added to control airflow into the engines. A ventral fin was added to improve stability.

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