14 August 1931: The Tupolev ANT-14 made its first flight, piloted by famed Russian aviator Mikhail Mikhaylovich Gromov (Михаил Михайлович Громов). It was the largest aircraft of its time, and was capable of carrying up to 32 passengers on long-distance flights.
The ANT-14 was designed by a team led by Andrei Nikolayevich Tupolev. It was an all-metal high-wing monoplane with fixed landing gear. The wings and fuselage were covered in corrugated duralumin. The design of the aircraft took three months. This was possible as components of earlier Tupolev aircraft were included in the new aircraft. Tupolev paid special attention to the safety and comfort of the passengers, using features from railroad passenger cars.
The flight crew consisted of two pilots and a navigator. Two flight attendants were in the passenger cabin. Seating was arranged in nine rows of four seats, with a central aisle.
The ANT-14 was 26.49 meters (86.91 feet) long with a wingspan of 40.40 meters (132.55 feet and height of 5.02 meters (16.47 feet). The total wing area was 240.00 square meters (2,583.34 square feet). The transport’s empty weight was 10,828 kilograms (23,872 pounds) and its gross weight was 17,530 kilograms (38,647 pounds). The wings contained four fuel tanks with a capacity of 2,000 kilograms of gasoline (about 2,650 liters, or 700 gallons).
A.N. Tupolev ANT-14, Pravda. (LiveInternet)
The ANT-14 was powered by five engines, with one mounted at the nose, and two on each wing. They were air-cooled, supercharged 28.628 liter (1,746.991 cubic inch displacement) Établissements Gnome et Rhône Jupiter 9 Akx nine-cylinder radial engines with a compression ratio of 5.15:1, a licensed version of the British Bristol Aeroplane Company’s Jupiter VI engine. The Gnome-Rhône 9 Akx produced 476 chaval vapeur (470 horsepower) at 1,870 r.p.m., and drove two-bladed fixed-pitch propellers through gear reduction. The direct-drive Gnome-Rhône 9 Ak variant weighed 301 kilograms (664 pounds).
(Gnome-Rhône had a production facility in St. Petersburg. In 1928, Wladimir Klimov purchased 200 Jupiter 9 engines, and a license to produce them. The Soviet version of the Jupiter 9 was designated Shvetsov M-22. It is not known whether the ANT-14’s engines were built by Gnome-Rhône or Shvetsov.)
The ANT-14 had a maximum speed of 195 kilometers per hour (121 miles per hour) at low altitude, and 236 kilometers per hour (147 miles per hour) at high altitude. Its cruising speed was 204 kilometers per hour (127 miles per hour). The airplane’s service ceiling was 4,220 meters (13.845 feet), and its range was 400 kilometers (249 miles).
Andrei Tupolev, 1937
Designer Tupolev was pleased with the new airplane, saying, “Look, he is handsome, and in the plane the external form is the most important part.”
Aeroflot (Аэрофлот), the Soviet airline, tested the aircraft in 1932 but as they had no need for an airplane so big, none were ordered. The single ANT-14 was then named Pravda (Правда—”Truth”) and used as a propaganda tool for the Communist government. It was flown for ten years and during that time, carried more than 40,000 passengers.
Tupolev ANT-14, CCCP-N1001. (Авиация)
Mikhail Mikhaylovich Gromov was born 24 February 1899, at Tver, about 110 miles (180 kilometers) northwest of Moscow. He was the son of Mikhail Konstantinovich Gromov, an “intellectual” who had studied medicine at Moscow University, and Lyubov Ignayevna Gromov, a midwife. The family were of the nobility, but poor.
Mikhail M. Gromov, circa 1917.
The younger Gromov attended the Resurrection Real School, and then the Moscow Higher Technical School for Aviation. He graduated in 1917. Gromov was taught to fly by Boris Konstantinovich Welling, a pioneer in Russian long-distance flights. After working as a flight instructor, Gromov began test flying. He became the chief test pilot for the Tupolev Design Bureau. By the outbreak of World War II, he had test flown twenty-five different airplanes.
In 1926, Gromov made a non-stop long-distance flight in a Tupolev ANT-3, from Moscow via Berlin, Paris, Rome, Vienna, Prague, Warsaw and back to Moscow. The flight took 34 hours. In 1934, he flew a Tupolev ANT-25 12,411 kilometers (7,712 miles) in a closed circuit over 75 hours. For this accomplishment, he was named a Hero of the Soviet Union.
From 12–14 July 1937, Gromov set a world record for distance in a straight line, flying an ANT-25 from Moscow to San Jacinto, California, a distance of 10,148 kilometers (6,306 miles).¹ The duration of this flight was 62 hours, 17 minutes.
Lieutenant Colonel Mikhail Mikhaylovich Gromov, c. 1939.
In March 1941, Gromov became the first director of the Flight Research Institute at Zhukovsky, southeast of Moscow. The Institute was later named the M.M. Gromov Flight Research Institute, in his honor.
In 1942, during The Great Patriotic War, Gromov commanded the Soviet long range air forces on the Kalinin Front. He next commanded the 3rd Air Army, 1942–1943, and the 1st Air Army, 1943–1944. In 1945, he returned to test flying.
Following the War, Gromov continued to work in the aviation industry, but following a disagreement with the Minister of Aviation, Pyotr Vasilyevich Dementiev, over the issue of quality vs. quantity and the safety of the test pilots, he retired. Later, he entered politics and was twice elected to the Supreme Soviet.
During his military career, in addition to the Gold Star Medal of Hero of the Soviet Union, Colonel General Mikhail Mikhaylovich Gromov was awarded the Order of Lenin four times, the Order of the Red Banner (four), and the Order of the Red Star (three). He died 22 January 1985.
Colonel-General Mikhail Mikhaylovich Gromov, Hero of the Soviet Union.
The prototype Bell 222 hovering in ground effect during its first flight, 13 August 1976. (Bell Helicopter TEXTRON)
13 August 1976: At the Bell Helicopter facility at Arlington, Texas, the prototype Model 222 twin-engine helicopter, registration N9988K, made its first flight. During the 42-minute flight, test pilots Donald Lee Bloom and Louis William Hartwig flew the aircraft through a series of hovering maneuvers and transitions to forward flight. A Bell spokesperson described it as, “One of the most successful prototype flights we’ve ever had.”
The prototype Bell 222 in flight with landing gear retracted, 13 August 1976. (Bell Helicopter TEXTRON)
The Model 222 (“Two Twenty-Two”) was Bell Helicopter’s first completely new helicopter since the Model 206 JetRanger series. Classified as a light twin, the aircraft was originally powered by two Lycoming LTS101-650C-3 turboshaft engines. The two-blade main rotor was similar in design to that used on the AH-1 Cobra attack helicopters. The first four prototypes were built with a T-tail configuration, but problems discovered early in the test program resulted in a change to the arrangement used in the production version.
Bell Model 222 prototype, N9988K, in flight. Note T-tail configuration. (Bell Helicopter TEXTRON)
The Bell 222 is used as an executive transport, a utility transport and an aeromedical helicopter. It can carry a maximum of ten persons, and is operated with either one or two pilots. The 222 is certified for Instrument Flight Rules. The standard aircraft has retractable tricycle landing gear but the Model 222UT replaces that with a lighter weight skid gear.
The Bell Model 222 is 47 feet, 6.16 inches (14.482 meters) long with rotors turning. The helicopter has a maximum height of 14 feet, 7.25 inches (4.451 meters) with the forward main rotor blade against its droop stop. The height from ground level to the top of the vertical fin is 11 feet, 0.56 inches (3.367 meters). The helicopter’s maximum width is 11 feet, 4.0 inches (3.454 meters). The empty weight is 4,555 pounds (2,066 kilograms), and the maximum gross weight is 7,848 pounds (3,560 kilograms).
The fifth prototype Bell 222, N222BX (c/n 47005), in the 40′ × 80′ (12.2 × 24.4 meters) wind tunnel at the NASA Ames Research Center, Moffett Field, California. The man at the lower left corner of the image shows scale. (NASA)
The 222’s main rotor mast is tilted 5° forward and 1° 15′ to the left. This contributes to a higher forward air speed and counteracts the helicopter’s translating tendency in a hover.
The two-bladed, underslung, semi-rigid main rotor system rotates counter-clockwise as seen from above (the advancing blade is on the right.)and turns 324 r.p.m at 100% NR. The main rotor has a diameter of 39 feet, 9.0 inches (12.116 meters). The blades have a chord of 2 feet, 4.6 inches (7.264 meters) and are pre-coned 3° 30′. The two-bladed tail rotor is positioned on the left side of the tail boom and turns clockwise as seen from the helicopter’s left (the advancing blade is below the axis of rotation). The tail rotor’s diameter is 6 feet, 6.0 inches (1.981 meters). The blades’ chord is 10.0 inches (0.254 meters).
The Bell 222 was originally powered by two Lycoming LTS101-650C-3 engines. The LTS101 is a compact, light weight, turboshaft engine. The 2-stage compressor section has 1 axial-flow stage and 1 centrifugal-flow stage. The turbine section has 1 high-pressure gas generator stage and 1 low-pressure free power stage. The LTS101-650C-3 was has a maximum continuous power rating of 598 shaft horsepower (446 kilowatts at 49,159 r.p.m. (N1) at Sea Level, and 630 shaft horsepower (470 kilowatts) at 49,638 r.p.m. for takeoff (5-minute limit). The output shaft (N2) turns 9,545 r.p.m. With one engine inoperative (OEI), the -650C-3 is rated at 650 shaft horsepower (485 kilowatts) at 50,169 r.p.m. (30-minute limit), and a maximum 675 shaft horsepower at 50,548 r.p.m. N1/9,784 r.p.m. N2 (2½-minute limit). The LTS101-650C-3 is 1 foot, 10.6 inches (0.574 meters) in diameter, 2 feet,7.3 inches (0.795 meters) long, and has a dry weight of 241 pounds (109 kilograms).
The Bell 222 has a maximum speed of 130 knots. Its hover ceiling is approximately 9,000 feet (2,743 meters). The service ceiling is 12,800 feet (3,901 meters). The maximum range is 324 nautical miles (373 statute miles/600 kilometers).
During early production, problems were experienced with the LTS101 engines, which were also used on the Sikorsky S-76 and the Aérospatiale AS-350D A-Star. This seriously hurt the reputation and sales of all three helicopters. Bell Helicopter’s parent corporation, Textron, bought the Lycoming factory and modernized it in order to improve the engine. (The engine is now owned by Honeywell Aerospace.) Operators began to replace the two Lycoming engines with a pair of Allison 250-C30 turboshafts, and eventually Bell Helicopter modified the aircraft, marketing it as the Model 230. A four-bladed variant with a longer cabin is called the Model 430.
After the test program was completed, the first prototype, N9988K, was used as a static prop on the popular television series, “Airwolf.”
Bell 222 N34NR, an aeromedical helicopter operated by Air Angels, Inc., Bolingbrooke, Illinois. (Photograph courtesy of Chris Hargreaves)Donald Lee Bloom
Donald Lee Bloom was born in Tulsa, Oklahoma, 23 April 1932. He was the son of Fred Miles Bloom, a telegraph operator for the Standard Oil Company, and Georgia Randolph Bloom.
Don Bloom attended the University of Houston as a Naval Reserve Officers Training Corps (NROTC) midshipman. He graduated in 1955. Bloom was commissioned as a second lieutenant, United States Marine Corps, 15 September 1955. He was assigned to pilot training at NAS Pensacola, Florida.
Lieutenant Bloom was promoted to the rank of first lieutenant, 15 March 1957. He married Miss Anne Marie Carruthers in Los Angeles, California, 5 September 1958. They would have four children, Susan, Stacy, Robert and Todd.
Lieutenant Bloom was released from active duty in 1960, and joined the Kaman Aircraft Corporation as a test pilot. In 1961, began his 29-year career as an experimental test pilot with the Bell Helicopter Company.
The first production Bell OH-58A-BF Kiowa, 68-16687. Don Bloom flight-tested this type in his investigation of Loss of Tail Rotor Effectiveness. (U.S. Army)
In 1984 the Society of Experimental Test Pilots gave its Iven C. Kincheloe Award to Don Bloom for his experimental research into the Loss of Tail Rotor Effectiveness (LTE).
After flying as a test pilot on 187 projects, Don Bloom retired from the Bell Helicopter Corporation in 1990 as Senior Experimental Test Pilot. He then worked for the Federal Aviation Administration Southwest Region as its Designated Engineering Representative Flight Test Pilot, testing aircraft for government certification. During his aviation career, Bloom flew over 14,000 hours in 102 different aircraft.
In 2011, the Federal Aviation Administration presented its Wright Brothers Master Pilot Award to Don Bloom.
Donald Lee Bloom died 18 July 2017 at Grapevine, Texas. He was buried at the Dallas-Fort Worth National Cemetery, Dallas, Texas.
Don Bloom was a project development test pilot for the Bell AH-1G Cobra. (U.S. Army)
Louis William Hartwig was born at Sherman, Iowa, 26 July 1922. He was the son of Lawrence C. Harwig and Alta May Gaughey Hartwig. He attended Bowie High Schoo in Bowie, Texas.
Lou Hartwig enlisted in the United States Army 8 September 1942. (s/n 17119277) He was assigned to the 304th and 902nd Field Artillery Battalions, 77th Infantry Division.
Lou Hartwig married Miss Katherine Elizabeth Healzer, a school teacher, at Rustburg, Virginia, 19 February 1944. They would have a son, Ronald.
Piper L-4 Grasshopper. (Harry S. Truman Library & Museum)
Hartwig was deployed to the Pacific theater of operations, 24 March 1944. He flew a Piper L-4 Grasshopper as an artillery spotter at Guam and Okinawa. He was discharged from his enlistment 18 June 1944, and commissioned a second lieutenant, 19 June 1944 (s/n O-1821011). Lieutenant Hartwig returned to the United States on 21 November 1945. He was released from active duty 24 January 1946.
Lou Hartwig was one of the early students of the Bell Aircraft Corporation’s helicopter flight school at Niagara Falls Airport, New York. The school was for experienced pilots only, and required 10–15 days to complete. Each student received a minimum 22½ flight hours in a Bell Model 47. The cost of the course was $600. Hartwig was then employed as an agriculture “crop dusting” pilot in California.
While spraying insecticide in a field near Sacramento, California, Hartwig was overcome by the poisonous chemicals and lost consciousness. The helicopter struck power lines and crashed. Hartwig was thrown from the cockpit. Crash investigators described the accident as “unsurvivable.” He spent the next 11 months in hospital.
Lou Hartwig was a test pilot for the U.S. Navy’s Bell HSL-1 ASW helicopter. (Bell Aircraft Corporation)
The Bell Helicopter Company hired Hartwig as a test pilot on 15 February 1955. One of his first projects was flight testing the Model 61, the only tandem rotor helicopter ever produced by Bell. It was used as an anti-submarine warfare helicopter by the U.S. Navy, designated HSL-1.
On 31 January 1961, Hartwig set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Closed Circuit of 100 Kilometers Without Payload, when he flew a Bell Model 47J Ranger at an average speed of 168.36 kilometer per hour (104.61 miles per hour).¹
On 2 February 1961, Lou Hartwig flew a Bell Model 47G, N967B, to set three more FAI world records: Distance in a Closed Circuit Without Landing, 1,016.20 kilometers (631.44 miles); ² Speed Over a Closed Circuit of 500 Kilometers Without Payload, averaging 119.07 kilometers per hour (73.99 miles per hour); ³ and Speed Over a Closed Circuit of 1,000 Kilometers, 118.06 kilometers per hour (73.36 miles per hour.⁴ The Model 47G had been modified with an additional fuel tank from the earlier Model 47D-1, and curved landing skids from the Model 47J.
The Bell 533, 56-6723, in one of its many configurations. It was flown with two- and four-bladed main rotors, with and without wings, and with and without turbojet engines. (Bell Helicopter Corporation)
Lou Hartwig worked on the U.S. Army’s High Performance Helicopter project. A pre-production YH-40 Iroquois, serial number 56-6723, was modified into a winged and compound helicopter configuration, designated Model 533. Hartwig flew the helicopter to a speed of 274.6 knots (316.00 statute miles per hour/508.56 kilometers per hour). In 1971, the Vertical Flight Society gave its Frederick L. Feinberg Award to Hartwig.
Mrs. Hartwig died 10 February 1989, in San Diego, California. Lou Hartwig married his second wife, Joanne Dunning, in 1990.
Louis William Hartwig died 12 April 2016, at the age of 93 years. He was buried at the Dearborn Memorial Park, Poway, California.
Space Shuttle prototype Enterprise separates from NASA 905 for its first free flight, 12 August 1977. (NASA)
12 August 1977: At Edwards Air Force Base, California, the prototype Space Shuttle Oriter, Enterprise, (OV-101) was mated to the Boeing 747-100 Shuttle Carrier Aircraft, N905NA, call sign NASA 905, for the first of five approach and landing test flights. On Enterprise‘ flight deck were astronauts Fred Haise and Gordon Fullerton. The crew of NASA 905 were NASA test pilots Fitz Fulton and Tom McMurty with Vic Horton and Skip Guidry as flight engineers.
Space Shuttle Enterprise during the first free flight, 12 August 1977. (NASA)
An estimated 65,000 people had come to Edwards to watch and at 8:00, Fitz Fulton began the take off roll down Runway 22. For the next 38 minutes the spacecraft/aircraft combination climbed together into the desert sky. After reaching an altitude of 24,100 feet (7,346 meters), Fulton put the Shuttle Carrier Aircraft into a shallow dive. At 8:48 a.m., Fred Haise fired the seven explosive bolts holding the two craft together. The 747 entered a descending left turn while Haise banked Enterprise away to the right.
Space Shuttle Orbiter Enterprise during a glide test. (NASA)
As Enterprise made its gliding descent, Haise and Fullerton experimented with the prototype’s flight characterisics and handling. The Shuttle Orbiter touched down on Rogers Dry Lake at 185 miles per hour (297.7 kilometers per hour), and rolled for two miles (3.22 kilometers) before coming to a complete stop.
The first free flight of Enterprise lasted 5 minutes, 21 seconds.
Space Shuttle Enterprise banks to the left to line up with the runway on Rogers Dry Lake. (NASA)
12 August 1960: At Edwards Air Force Base, California, Major Robert M. White flew the North American Aviation X-15 rocketplane to an altitude of 136,500 feet (41,605 meters), exceeding the previous unofficial record of 126,200 feet (38,466 meters) set by the late Captain Iven C. Kincheloe, Jr., with the Bell X-2, 7 September 1956.
Iven Kincheloe had been assigned as the Air Force’s project pilot for the X-15. When he was killed on a routine flight, Bob White was designated to replace him.
This was White’s fourth flight in an X-15, and the 19th flight of the X-15 Program. The Number 1 rocketplane, serial number 56-6670, was carried aloft under the right wing of the “mothership,” Boeing NB-52A Stratofortress 52-003. At 08:48:43.0 a.m., PDT, 56-6670 was dropped over Silver Lake, near the Nevada-California border. White fired the two Reaction Motors XLR11-RM-13 rocket engines and they burned for 256.2 seconds.
This flight took place in Phase II of the Program and was intended to gradually increase the envelope of X-15 performance with the XLR11 engines while waiting for the much more powerful XLR99. The purpose of Flight 19 was to reach maximum altitude in order to test the rocketplane’s stability and controllability above the atmosphere.
The X-15 accelerated to Mach 2.52, 1,773 miles per hour (2,853 kilometers per hour) while climbing at nearly a 70° angle and reached a peak altitude of 136,500 feet (41,605 meters). After engine shutdown, White glided to a landing on Rogers Dry Lake and touched down. The duration of the flight was 11 minutes, 39.1 seconds.
Neither Kincheloe’s or White’s altitudes are recognized as records by the Fédération Aéronautique Internationale(FAI). Over the next few years, the X-15 would reach to nearly three times higher.
An X-15 is dropped from the NB-52A, 52-003, at an altitude of 45,000 feet at 0.8 Mach. (NASA)
Colonel Robert M. White, United States Air Force, Deputy Commander for Operations, 355th Tactical Fighter Wing, Takhli RTAFB, 1967, with other Republic F-105 Thunderchief pilots. Colonel White is the third from the left. (Left to right) Robert Lindsay, Nelson McDonald, Robert M. White , Malcolm Winter, John Piowaty. (U.S. Air Force)Air Force Cross
The President of the United States of America, authorized by Title 10, Section 8742, United States Code, takes pleasure in presenting the Air Force Cross to Colonel Robert M. White (AFSN: 0-24589A), United States Air Force, for extraordinary heroism in military operations against an opposing armed force as an F-105 Mission Commander and Pilot of the 355th Tactical Fighter Wing, Takhli Royal Thai Air Base, Thailand, in action near Hanoi, North Vietnam, on 11 August 1967. On that date, Colonel White led the entire combat force against a key railroad and highway bridge in the vicinity of Hanoi. In spite of 14 surface-to-air missile launches, MiG interceptor attacks, and intense anti-aircraft artillery fire, he gallantly led the attack. By being the first aircraft to dive through the dark clouds of bursting flak, Colonel White set an example that inspired the remaining attacking force to destroy the bridge without a single aircraft being lost to the hostile gunners. Through his extraordinary heroism, superb airmanship, and aggressiveness in the face of hostile forces, Colonel White reflected the highest credit upon himself and the United States Air Force.
Action Date: 11-Aug-67
Service: Air Force
Rank: Colonel
Company: Deputy Commander for Operations
Regiment: 355th Tactical Fighter Wing
Division: Takhli Royal Thai Air Base, Thailand
Republic F-105D-10-RE Thunderchief 60-0464, 355th Tactical Fighter Wing, Takhli RTAFB. (U.S. Air Force)Reconnaissance photograph of Paul Doumer Bridge, Hanoi, 12 August 1967. (U.S. Air Force)Doumer Bridge, by Keith Ferris, oil on panel, depicts Col. Robert M. White leading the strike against the Paul Doumer Bridge, 11 August 1967. This painting is in the United States Air Force Art Collection. (George Bush Presidential Library and Museum)
