Tag Archives: Test Pilot

1 September 1953

Aviation, , , , , , , , , , , , , , , , ,
Captain Harold E. "Tom" Collins, U.S. Air Force, in the cockpit of the FAI World Speed Record setting North American Aviation F-86D-35-NA Sabre 51-6145. (Photograph courtesy of Neil Corbett, Test and Research Pilots and Flight Test Engineers)
Captain Harold E. “Tom” Collins, U.S. Air Force, in the cockpit of the FAI World Speed Record setting North American Aviation F-86D-35-NA Sabre 51-6145. (Photograph courtesy of Neil Corbett, Test and Research Pilots and Flight Test Engineers)

1 September 1953: Captain Harold Edward Collins, United States Air Force, flying North American Aviation F-86D-35-NA Sabre, 51-6145, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 15-to-25 Kilometer Straight Course of 1,139.219 kilometers per hour (707.878 miles per hour) at Vandalia, Ohio.¹

North American Aviation F-86D-35-NA Sabre 51-6145, FAI World Speed Record holder.
North American Aviation F-86D-35-NA Sabre 51-6145, FAI World Speed Record holder.

This same F-86D (North American Aviation serial number 173-289) flown by Lieutenant Colonel William F. Barnes, set an FAI World Record for Speed Over a 3 Kilometer Straight Course of 715.697 miles per hour (1,151.803 kilometers per hour), 16 July 1953 at the Salton Sea, California. (FAI Record File Number 9868)

The F-86D was an all-weather interceptor developed from North American Aviation F-86 Sabre day fighter. It was the first single-seat interceptor, and it used a very sophisticated—for its time—electronic fire control system. It was equipped with search radar and armed with twenty-four unguided 2.75-inch (69.85 millimeter) Mk 4 Folding-Fin Aerial Rockets (FFAR) rockets carried in a retractable tray in its belly.

The aircraft was so complex that the pilot training course was the longest of any aircraft in the U.S. Air Force inventory, including the Boeing B-47 Stratojet.

North American Aviation F-86D-1-NA Sabre
North American Aviation F-86D-1-NA Sabre 50-463, the eighth production aircraft. (North American Aviation, Inc.)

The F-86D was larger than the F-86A, E and F fighters, with a longer and  wider fuselage. It was also considerably heavier. The day fighter’s sliding canopy was replaced with a hinged “clamshell” canopy. A large, streamlined radome was above the reshaped engine intake.

The F-86D Sabre was 40 feet, 3¼ inches (12.275 meters) long with a wingspan of 37 feet, 1½ inches (11.316 meters), and overal height of 15 feet, 0 inches (4.572 meters). The interceptor had an empty weight of 13,518 pounds (6,131.7 kilograms), and maximum takeoff weight of 19,975 pounds (9,060.5 kilograms). It retained the leading edge slats of the F-86A, F-86E and early F-86F fighters. The horizontal stabilizer and elevators were replaced by a single, all-moving stabilator. All flight controls were hydraulically boosted. A “clamshell” canopy replaced the sliding unit of earlier models.

The F-86D was powered by a General Electric J47-GE-17 engine. This was a single-shaft, axial-flow turbojet with afterburner. The engine had a 12-stage compressor, 8 combustion chambers, and single-stage turbine. The J47-GE-17 was equipped with an electronic fuel control system which substantially reduced the pilot’s workload. It had a normal (continuous) power rating of 4,990 pounds of thrust (22.20 kilonewtons); military power, 5,425 pounds (24.13 kilonewtons) (30 minute limit), and maximum 7,500 pounds of thrust (33.36 kilonewtons) with afterburner (15 minute limit). (All power ratings at 7,950 r.p.m.) It was 18 feet, 10.0 inches (5.740 meters) long, 3 feet, 3.75 inches (1.010 meters) in diameter, and weighed 3,000 pounds (1,361 kilograms).

The maximum speed of the F-86D was 601 knots (692 miles per hour/1,113 kilometers per hour) at Sea Level, 532 knots (612 miles per hour/985 kilometers per hour) at 40,000 feet (12,192 meters), and 504 knots (580 miles per hour/933 kilometers per hour)at 47,800 feet (14,569 meters).

A potential adversary of the North American Aviation F-86D Sabre all-weather interceptor was the Tupolev Tu-85 long-range strategic bomber.

The F-86D had an area intercept range of 241 nautical miles (277 statute miles/446 kilometers) and a service ceiling of 49,750 feet (15,164 meters). The maximum ferry range with external tanks was 668 nautical miles (769 statute miles/1,237 kilometers). Its initial rate of climb was 12,150 feet per minute (61.7 meters per second) from Sea Level at 16,068 pounds (7,288 kilograms). From a standing start, the F-86D could reach its service ceiling in 22.2 minutes.

The F-86D was armed with twenty-four 2.75-inch (69.85 millimeter) unguided Folding-Fin Aerial Rockets (FFAR) with explosive warheads. They were carried in a retractable tray, and could be fired in salvos of 6, 12, or 24 rockets. The FFAR was a solid-fuel rocket. The 7.55 pound (3.43 kilogram) warhead was proximity-fused, or could be set for contact detonation, or to explode when the rocket engine burned out.

The F-86D’s radar could detect a target at 30 miles (48 kilometers). The fire control system calculated a lead-collision-curve and provided guidance to the pilot through his radar scope. Once the interceptor was within 20 seconds of its target, the pilot selected the number of rockets to fire and pulled the trigger, which armed the system. At a range of 500 yards (457 meters), the fire control system launched the rockets.

North American Aviation F-86D-60-NA Sabre 53-4061 firing a salvo of  FFARs.

Between December 1949 and September 1954, 2,505 F-86D Sabres (sometimes called the “Sabre Dog”) were built by North American Aviation. There were many variants (“block numbers”) and by 1955, almost all the D-models had been returned to maintenance depots or the manufacturer for standardization. 981 of these aircraft were modified to a new F-86L standard. The last F-86D was removed from U.S. Air Force service in 1961.

After its service with the United States Air Force, the record-setting Sabre 51-6145 was transferred to a NATO ally, the Ellinikí Vasilikí Aeroporía (Royal Hellenic Air Force).

North American Aviation F-86D-20-NA Sabre (U.S. Air Force)
North American Aviation F-86D-20-NA Sabre 51-3045. (U.S. Air Force)

¹ FAI Record File Number 8869

© 2018, Bryan R. Swopes

31 August 1956

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Dix Loesch climbs aboard City of Renton while Tex Johnston waits. (Boeing)

31 August 1956: The first production Boeing KC-135A Stratotanker, 55-3118, named City of Renton, made its first flight with company test pilots Alvin Melvin (“Tex”) Johnston and Richards Llewellyn (“Dix”) Loesch, Jr., on the flight deck.

City of Renton, the first Boeing KC-135A Stratotanker, 55-3118, takes off for the first time. (Seattle Post Intelligencer)

Built as an aerial refueling tanker to support the U.S. Air Force fleet of B-52 strategic bombers, an initial order for 29 tankers was soon followed by three additional orders, bringing the total to 275 airplanes by the end of Fiscal Year 1958.¹ Eventually 732 KC-135As were built by Boeing, and an additional 81 of other versions.

KC-135 City of Renton. (Seattle Post-Intelligencer)
Boeing KC-135A Stratotanker 55-3118, City of Renton, just prior to touchdown. (Seattle Post-Intelligencer)

With the company internal designation of Model 717, the KC-135 was developed from the Model 367-80 proof-of-concept prototype, the “Dash Eighty.” The Stratotanker is very similar in appearance to the Model 707 and 720 airliners but is structurally a different aircraft. It is also shorter than the 707 and has a smaller diameter fuselage.

Boeing Aircraft Co. President Bill Allen talks to test pilots Tex Johnston and Dix Loesch after first flight of the Model-367-80 prototype. (Seattle Post-Intelligencer)
Boeing Aircraft Co. President Bill Allen talks to test pilots Tex Johnston and Dix Loesch after first flight of the Model 367-80, prototype of the KC-135A Stratotanker. (Seattle Post-Intelligencer)

The Stratotanker was originally operated by a flight crew of four: pilot, co-pilot, navigator, and refueling boom operator. Upgrades over the decades have simplified operation and the crew has been reduced to two pilots and the boom operator. The tanker’s maximum transfer fuel load is 200,000 pounds (90,719 kilograms). The KC-135 can carry 83,000 pounds (37,648 kilograms) of cargo, and up to 37 passengers.It can also be configured to carry cargo or up to 32 passengers.

The KC-135A is 136 feet, 3 inches (41.529 meters) long, with a wingspan of 130 feet, 10 inches (39.878 meters) and overall height of 41 feet, 8 inches (12.700 meters). The Stratotanker’s maximum takeoff weight is 322,500 pounds (146,284 kilograms).

The KC-135A was powered by four Pratt & Whitney J57-P-59W turbojet engines. The J57 was a two-spool, axial-flow engine with a 16-stage compressor section (9 low- and 7-high-pressure stages) and a 3-stage turbine section (1 high- and 2 low-pressure stages). These engines were rated at 13,750 pounds of thrust (61.16 kilonewtons), each. The J57-P-59W was 183.5 inches (4.661 meters) long, 38.9 inches (0.988 meters) long and weighed 4,320 pounds (1,920 kilograms).

The Stratotanker fleet has been re-engined with more efficient CFM International CFM56 turbofan engines which produce 21,634 pounds of thrust (96.23 kilonewtons), each. The upgraded aircraft are designated KC-135R.

Boeing KC-135A Stratotanker 55-3118, City of Renton, escorted by the “Dash 80.” (Flight Global)

The tanker has a cruise speed of 530 miles per hour (853 kilometers per hour) at 30,000 feet (9,144 meters). The service ceiling was 50,000 feet (15,240 meters). Its range is 1,500 miles (2,414 kilometers) when carrying 150,000 pounds (68,039 kilograms) of transfer fuel, and the maximum ferry range is 11,015 miles (17,727 kilometers).

Of the 803 KC-135 aircraft built, 396 remain in service with the U.S. Air Force (as of 14 May 2018). It is estimated that the fleet is 33% through their design lifetime limits.

The first production airplane, 55-3118, was used for flight testing. It was later modified into an EC-135K Head Dancer airborne command post. Today, the first Stratotanker is on display at the front gate of McConnell Air Force Base, Kansas.

Boeing KC-135A-BN Stratotanker 55-3118, City of Renton, refuels B-52C-50-BO Stratofortress 54-2676. (U.S. Air Force)

¹ KC-135A-BN: 57-1418–57-1514; 57-2589–57-2609; 58-0001–58-0130; total: 275

© 2018, Bryan R. Swopes

31 August 1955

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Lockheed NF-94B (All The World’s Aircraft)

31 August 1955: At 7:42 a.m., Lockheed engineering test pilot Stanley Alexander Beltz departed Air Force Plant 42, at Palmdale, in the high desert of southern California, to perform a series of stall tests of a highly-modified NF-94B interceptor. The test program required three stalls in a “clean” configuration, and three “dirty”: with the landing gear extended and flaps lowered.

The clean stall tests went well. Then, at an altitude of 10,000 feet (3,048 meters), Beltz lowered the landing gear and flaps. Pushing the right rudder pedal put the airplane into a stall. Beltz made a radio call, “Here she goes!”

The Los Angeles Times reported:

Lockheed Test Pilot Dies in Crash of Jet

     Stanley A. Beltz, 44, Lockheed engineering test pilot, was killed yesterday when his F-94B jet crashed into open desert northeast of Lancaster after the plane narrowly missed homes in the area.

     Beltz was acclaimed a hero by residents who said he might have jumped, but apparently elected to stay with his disabled plane until he had safely cleared houses in the sparsely settled mile-long district between the Lancaster Fairgrounds and the scene of the crash.

     The veteran flier died in the flaming wreckage of his two-place interceptor which had been modified for special Air Force test work, probably launching studies on air-to-air missiles.

     Beltz took off from Palmdale at 7:42 a.m. and the jet smashed to earth just 15 minutes later. The pilot rode the ship to his death without triggering his ejection seat for an emergency parachute jump.

Cause Not Determined

“Stanley A. Beltz, 44, test pilot, died yesterday in jet crash.” (Los Angeles Times)

     Cause of the crash could not be determined immediately, although it is believed the Lockheed pilot was being followed by a chase plane at the time.

     There was no disclosure as to the altitude of the F-94B when the emergency occurred nor any of the radio transmissions Beltz may have made before the crash.

     A Lockheed pilot since 1943, Beltz had flown almost every type of ship produced by the company since that time with the exception of the F-90, the F-104 and the vertical riser.

     He was known particularly for his testing of multiengine aircraft built by Lockheed, including the double-deck Constitution, the P2V Navy patrol bomber and the C-130 military turbo-prop transport.

Former Instructor

     Before he joined the Burbank company he was a wartime flight instructor at War Eagle Field, Lancaster, and instrument flight instructor with Western Air Lines and a test pilot for the Glenn L. Martin Co. at Omaha.

     He leaves a sister, Mrs. Victor Sabo of North Hollywood, and a brother, Dr. Daniel Beltz, of Inglewood. His former wife, Mrs. Josephine Beltz, lives in Hollywood.

     The test pilot made his home at 1603 Ave. Q6, Palmdale.

—Los Angeles Times, Vol. LXXIV, Thursday, 1 September 1955, Part 2, Page 1 at  Column 5

Bomarc A

Beltz’s aircraft was a modified Lockheed F-94B interceptor, serial number 51-5502. It carried the nose cone,  radar and guidance systems of the F-99 BOMARC, ¹ a nuclear-armed surface-to-air antiaircraft guided missile. The test airplane  was redesignated NF-94B.

Stanley Alexander Beltz was born at LaCrosse, Kansas, 7 May 1911. He was the tenth child of Alexander Beltz, a farmer and immigrant from Russia, and Eva Katherine Simon Beltz, a German immigrant. He had blond hair and blue eyes, was 5 feet, 7 inches (170 centimeters) tall and weighed 175 pounds (79.4 kilograms). In 1935, he worked as a truck driver for Rocky Mountain Lines, Inc. He married Josephine Charlotte Whitney in Kansas, 8 June 1935. They would later divorce.

Josephine and Stanley A. Beltz (sonyachinn/ancestry.com)

In 1936, Beltz went to work at the Lockheed Aircraft Company as a sheet metal fabricator on the company’s twin engine Model 10 Electra. He then learned to fly. Early in World War II, he flew as a civilian flight flight instructor, training military pilots. He was hired as a test pilot for the Glenn L. Martin Co., flying the B-26 Marauder medium bomber. He later returned to Lockheed as a production test pilot. He flew the twin-engine P-38 Lightning.

Stanley A. Beltz with Lockheed P-38L Lightning. (Lockheed Martin)

In 1945, Beltz was promoted to engineering test pilot. He flew the four-engine Constellation airliner, the RV-2 Constitution transport,  and all variants of the PV-2 Neptune patrol bomber. He had flown every Lockheed aircraft except the XF-90, the XFV-1 experimental VTOL, and the F-104 Starfighter. On 23 August 1954, he made the first flight of the turboprop-powered YC-130 Hercules transport. He said, “She’s a real flying machine. I could land it crossways on the runway if I had to.”

The first prototype Lockheed YC-130 Hercules takes of from the Lockheed Air terminal, Burbank, California, 23 August 1954. (Lockheed Martin)

Bletz was a member of The Anciente and Secret Order of Quiet Birdmen, a fraternal organization of pilots.

Funeral services for Stanley Alexander Beltz were held at Steen’s Chapel, North Hollywood, Tuesday, 6 September 1955, at 10:30 a.m. His remains are interred Glen Haven Memorial Park, Sylmar, California.

(Find a Grave)

Beltz’s girlfriend, Mrs. Phyllis Ann Fratt, a ranching heiress, committed suicide ten days after his death. She had written:

Phyllis Ann Fratt (Arizona Republic)

. . . I was never anything until I fell in love with him. He was a great man. I loved and respected him with all my being and soul. There are one million things locked in my heart that tell how wonderful he was. We had so many beautiful things together. I can’t go on without him.

. . . and. . .

There’s nothing left of me—just an empty shell. My life, love, soul and being went with Stan.

—Phyllis Ann Fratt, 10 September 1955

¹ Boeing Michigan Aeronautical Research Center

© 2022, Bryan R. Swopes

30 August 1982

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Northrop F-5G (F-20A) Tigershark prototype 80-0062 during its first flight, 30 August 1982. (Northrop Grumman)

30 August 1982: Northrop test pilot Russell J. Scott made the first flight of the F-5G Tigershark prototype, N4416T, (Northrop serial number GG.1001) at Edwards Air Force Base, California. During the 40 minute flight the Tigershark, which would be re-designated F-20A two months later, reached an altitude of 40,000 feet and speed of Mach 1.04.

(Russ Scott, a former U.S. Air Force pilot, had been one of 11 pilots selected in 1961 to fly the Central Intelligence Agency’s ultrasecret Lockheed A-12 “Oxcart” Mach 3+ reconnaissance aircraft, though he left the program before the A-12 became operational.)

The F-5G was developed by Northrop at the request of the Department of State. U.S. policy at the time prevented the export of front line fighters, like the Grumman F-14 Tomcat and McDonnell Douglas F-15 Eagle, to Allied nations outside of NATO, with the exception of Australia, Israel, Egypt and Iran. Since the Republic of China was building the F-5E under license for its air force, the State Department had asked Northrop to design an advanced fighter based on that earlier type that could be produced in Taiwan.

Northrop F-5G prototype, 82-0062. (U.S. Air Force)
Northrop F-5G (F-20A) Tigershark prototype, 82-0062. (U.S. Air Force)

Changing political administrations restricted U.S. export policies and the projected sales of the F-5G, now designated F-20A, did not materialize. The fighter competed against the General Dynamics F-16 Fighting Falcon for an Air Force contract. The F-20A was considered to be as good, and in some ways, superior to the F-16. It was also less expensive. Other factors, though, resulted in the order for the General Dynamics fighter.

The Northrop F-5G (F-20A)Tigershark prototype, N4416T, lands at Edwards Air Force Base, California. after its first flight, escorted by a Northrop F-5F Tiger II, N3139Y. (U.S. Air Force)

Developed from the earlier F-5E Tiger II, the F-5G/F-20A Tigershark was a Mach 2+ single-seat, single-engine, light-weight fighter. It was 46 feet, 6 inches (14.173 meters) long, with a wingspan of 26 feet, 8 inches (8.128 meters) with launch rails, and overall height of 13 feet, 10 inches (4.216 meters). The F-20A had an empty weight of 11,220 pounds (5,089 kilograms) and maximum takeoff weight of 26,544 pounds (12,040 kilograms).

The F-20A was powered by a single General Electric YF404-GE-100 engine. The F404 is a two-spool, axial-flow, low bypass turbofan with afterburner. It has a 3-stage fan section, 7-stage compressor and 2-stage (1 high- and 1 low-pressure stage) turbine. The the F404-GE-100 is rated at 17,000 pounds of thrust (75.62 kilonewtons) with afterburner. The engine has a maximum diameter of 2 feet, 10.8 inches (0.884 meters), is 13 feet, 2.8 inches (4.034 meters) long, and weighs 2,230 pounds (1,012 kilograms).

From a cold start, the prototype fighter could climb to 34,000 feet (10,363 meters) in 2½ minutes. It could accelerate from 0.3 mach to 0.9 Mach in 27 seconds. The F-20A had a maximum speed of Mach 2.1 at 36,000 feet (10,973 meters)—1,387 miles per hour (2,232 kilometers per hour). Its service ceiling was 55,000 feet (16,764 meters). The maximum range with external tanks was 1,715 miles (2,760 kilometers).

The Tigershark’s armament consisted of two Pontiac M39A2 20mm autocannon with 280 rounds of ammunition per gun, and two AIM-9 Sidewinder air-to-air missiles carried on the wingtips.

Only three F-20As were built. N4416T (82-0062) crashed during a demonstration flight at Suwon Air Base, Republic of South Korea, 10 October 1984. The aircraft was destroyed and Northrop pilot Darrell E. Cornell was killed. The second F-20, N3986B, crashed at Goose Bay, Newfoundland, Canada, 14 May 1985, under similar circumstances, killing David Barnes. Investigations found that both pilots had lost consciousness due to high-G maneuvers. The third Northrop F-20A, N44671 (82-0064), is on display at the California Science Center, Exposition Park, Los Angeles, California.

Northrop F-20A Tigershark 82-0062 in flight over General William J. Fox Airfield (WJF), northwest of Lancaster, California. (U.S. Air Force)

© 2018, Bryan R. Swopes

29 August 1955

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Wing Commander Walter Frame Gibb, DSO, DFC. (Photograph courtesy of Neil Corbett)
Wing Commander Walter Frame Gibb, D.S.O., D.F.C. (Photograph courtesy of Neil Corbett, Test & Research Pilots, Flight Test Engineers)

29 August 1955: Wing Commander Walter Frame Gibb, D.S.O., D.F.C., a test pilot for the Bristol Aeroplane Co., set a new Fédération Aéronautique Internationale (FAI) world record for altitude when he flew an English Electric Canberra B Mk.II, WD952, to 20,083 meters (65,889 feet), near Filton, Gloucestershire.¹

A brief notice in Flight:

At 3 p.m. last Monday, Bristol assistant chief test pilot Walter Gibb took off from Filton in the Olympus-Canberra in which, during May 1953, he established a world’s height record of 63,668 feet. The Canberra, which has since been fitted with two Olympus 102 BOI.11 turbojets, was airborne for one hour. Gibb’s purpose was to better his own record and, accordingly, G/C du Boulay and Mr. Philip Mayne, of the Royal Aero Club, were in attendance. Personnel of the R.A.E. were engaged in calibration, but as we go to press it was unlikely that the outcome would be known before the end of next week.

—FLIGHT and Aircraft Engineer, No. 2432, Vol. 68, Friday, 2 September 1955 at Page 338, Column 1

The Telegraph reported:

. . . taking off from Filton, he climbed over the Bristol Channel towards Ireland and levelled off at 50,000 ft in order to burn off fuel to lighten the aircraft before continuing his ascent.

He turned east and finally reached a new record altitude of 65,876 ff (nearly 12.5 miles high) over Bristol. Gibb, who was flying solo, observed: “The last 500 ft took an awfully long time. It was the most difficult flying I have ever experienced.”

WD952 was equipped with the new Bristol Olympus BOI.11 Mk.102 engines. The Olympus was a two-spool axial-flow turbojet which produced 12,000 pounds of thrust (53.38 kilonewtons).

Wing Commander Gibb’s record-setting Olympus-powered English Electric Canberra B Mk.II, WD952. (Photograph courtesy of Neil Corbett)

This was the second FAI altitude record set by Gibb with WD952. Two years earlier, 4 May 1953, Gibb had flown the Canberra to an altitude of 19,406 meters (63,668 feet).²

On 9 April 1956, WD952 was taking off from Filton when the left engine suffered a turbine blade failure at 50 feet (15 meters). In the resulting forced landing, the Canberra’s left wing struck an oak tree and was torn off. The record-setting airplane was damaged beyond repair and was scrapped.

The English Electric Canberra B.2 was the first production variant of a twin-engine, turbojet powered light bomber. The bomber was operated by a pilot, navigator and bombardier. It was designed to operate at very high altitudes. The Canberra B.2 was 65 feet, 6 inches (19.964 meters) long with a wingspan of 64 feet, 0 inches (19.507 meters) and height of 15 feet, 7 inches (4.750 meters). The wing used a symmetrical airfoil and had 2° angle of incidence. The inner wing had 2° dihedral, and the outer wing, 4° 21′. The total wing area was 960 square feet (89.2 square meters). The variable-incidence tail plane ad 10° dihedral. The airplane’s maximum takeoff weight was 46,000 pounds ( kilograms).

The Canberra B.2 was powered by two Rolls-Royce Avon RA.3 Mk. 101 engines. The RA.3 was a single-spool axial-flow turbojet with a 12-stage compressor section and single-stage turbine. It was rated at 6,500-pounds-thrust (28.91 kilonewtons).

The B.2 had a maximum speed of 450 knots (518 miles per hour/833 kilometers per hour). It was restricted to a maximum 0.75 Mach from Sea Level to 15,000 feet (4,572 meters), and 0.79 Mach from 15,000 to 25,000 feet (7.620 meters). Above that altitude the speed was not restricted, but pilots were warned that they could expect compressibility effects at 0.82 Mach or higher.

The Canberra was produced in bomber, intruder, photo reconnaissance, electronic countermeasures and trainer variants by English Electric, Handley Page, A.V. Roe, and Short Brothers and Harland. In the United States, a licensed version, the B-57A Canberra, was built by the Glenn L. Martin Company. The various versions were operated by nearly 20 nations. The Canberra was the United Kingdom’s only jet-powered bomber for four years. The last one in RAF service, a Canberra PR.9, made its final flight on 28 July 2008.

¹ FAI Record File Number 10350

² FAI Record File Number 10323

© 2018, Bryan R. Swopes