Daily Archives: July 16, 2024

16 July 1969, 13:32:00.3 UTC, T plus 00.00.00.3

Space Flight, , , , , , , , , , , , , ,
Apollo 11/Saturn V AS-506 at the moment of first stage ignition, T -6.9 seconds, 13:31:53.9 UTC, 16 July 1969. (NASA)

On Wednesday morning, 16 July 1969, the Apollo 11/Saturn V launch vehicle, AS-506), stood on the pad at Launch Complex 39A, Kennedy Space Center, Cape Canaveral, Florida. On board were Neil Alden Armstrong, Mission Commander; Michael Collins, Command Module Pilot; and Edwin E. Aldrin, Jr., Lunar Module Pilot. Their destination was Mare Tranquillitatis, The Moon.

Neil Alden Armstrong, Michael Collins and Edwin E. Aldrin, Jr., flight crew of Apollo 11, 16–23 July 1969. (NASA)

The cryogenic liquid oxygen in the rocket’s propellant tanks cooled the humid Florida air to the point that frost formed on the tanks’ skin.

Saturn V AS-506 reaches full thrust. (NASA)
Firing Room 1 at the Kennedy Space Center, 16 July 1969. (NASA)

The mission was on schedule. At T – 6.1 seconds (13:31:53.9 UTC) the first of the five F-1 engines ignited, followed in quick succession by the others. When the engines had reached full thrust, the pad’s hold-down arms were released. First Motion—10.47 m/s² (34.35 ft/s²)—1.07 gs, was detected at T + 0.3 seconds (13:32:00.3 UTC, 9:32:00.3 a.m., Eastern Daylight Time). The umbilical was released at T + 0.6 seconds. The Saturn V cleared the gantry tower and rolled onto its programmed course.

LIFT OFF! Apollo 11 (AS-506) launches from Launch Complex 39A, Kennedy Space Center, Cape Canaveral, Florida, at 13:32:00.06 UTC, 16 July 1969. (NASA)

The Saturn V rocket was a three-stage, liquid-fueled heavy launch vehicle. Fully assembled with the Apollo Command and Service Module, it stood 363 feet, 0.15 inches (110.64621 meters) tall, from the tip of the escape tower to the bottom of the F-1 engines. Fully loaded and fueled, AS-506 weighed  6,477,875 pounds (2,938,315 kilograms).

Apollo 11 climbs away from the pad. (NASA)

The Saturn V first stage was designated S-IC. It was designed to lift the entire rocket to an altitude of 220,000 feet (67,056 meters) and accelerate to a speed of more than 5,100 miles per hour (8,280 kilometers per hour). The S-IC stage was built by Boeing at the Michoud Assembly Facility, New Orleans, Louisiana. It was 138 feet (42.062 meters) tall, 33 feet, 1.2 inches (10.089 meters) in diameter, and had an empty weight of 287,531 pounds (130,422 kilograms). Fully fueled with 203,400 gallons (770,000 liters) of RP-1 and 318,065 gallons (1,204,000 liters) of liquid oxygen, the stage weighed 5,023,648 pounds (2,131,322 kilograms). It was propelled by five Rocketdyne F-1 engines, which were built by the Rocketdyne Division of North American Aviation, Inc., at Canoga Park, California.

Saturn V first stage Rocketdyne F-1 engines running, producing 7.5 million pounds of thrust. Ice falls from the rocket. The hold-down arms are releasing. (NASA)

The AS-506 S-IC stage’s five F-1 engines  produced 7,552,000 pounds of thrust (33,593 kilonewtons). According to the post-mission flight evaluation report, “The F-1 engines performance levels during the AS-506 flight showed the smallest deviations of any S-IC Flight.” The center engine shut down at T + 135.20 to limit the rocket’s acceleration, and the outer four were shut down at T + 161.63 seconds.

The S-II second stage was built by North American Aviation, Inc., at Seal Beach, California. It was 81 feet, 7 inches (24.87 meters) tall and had the same diameter as the first stage. The AS-506 second stage weighed 79,714 pounds (36,158 kilograms), dry, and 1,058,140 pounds (479,964 kilograms), fueled. The propellant for the S-II was liquid hydrogen and liquid oxygen. The stage was powered by five Rocketdyne J-2 engines, also built at Canoga Park. Each engine produced 232,250 pounds of thrust, and combined, 1,161,250 pounds of thrust.

The Saturn V third stage was designated S-IVB. It was built by Douglas Aircraft Company at Huntington Beach, California. The S-IVB was 58 feet, 7 inches (17.86 meters) tall with a diameter of 21 feet, 8 inches (6.604 meters). The AS-506 S-IVB third stage had a dry weight of 24,852 pounds (11,273 kilograms) and fully fueled, it weighed 262,613 pounds (119,119 kilograms). The third stage had one J-2 engine which also used liquid hydrogen and liquid oxygen for propellant. At the first burn, the J-2 produced 202,603 pounds of thrust (901.223 kilonewtons). The S-IVB would place the Command and Service Module into Low Earth Orbit, then, when all was ready, the J-2 would be restarted for the Trans Lunar Injection. At this second burn, it produced 201,061 pounds  of thrust (894.364 kilonewtons).

Apollo 11 Command and Service Module CSM-107 being assembled to the SA-506 Saturn V in the Vehicle Assembly Building, April 1969. (NASA)

The Apollo Command/Service Module was built by the Space and Information Systems Division of North American Aviation, Inc., at Downey, California. The Apollo 11 Command and Service Module, CSM-107, weighed 109,646 pounds (49,735 kilograms).

The SPS engine was an AJ10-137, built by Aerojet General Corporation of Azusa, California. It burned a hypergolic fuel combination of Aerozine 50 and nitrogen tetraoxide, producing 20,500 pounds of thrust (91.19 kilonewtons). It was designed for a 750 second burn, or 50 restarts during a flight.

The Apollo Lunar Module was built by Grumman Aerospace Corporation to carry two astronauts from lunar orbit to the surface, and return. There was a descent stage and ascent stage. The LM was intended only for operation in the vacuum of space, and was expended after use.

The LM was 23 feet, 1 inches (7.036 meters) high with a maximum landing gear spread of 31 feet (9.449 meters). It weighed 33,500 pounds (15,195 kilograms). The spacecraft was designed to support the crew for 48 hours, though in later missions, this was extended to 75 hours.

The Descent Stage was powered by a single TRW LM Descent Engine. The LMDE used hypergoloc fuel and was throttleable. It produced from 1,050 pounds of thrust (4.67 kilonewtons) to 10,125 pounds (45.04 kilonewtons). The Ascent Stage was powered by a Bell Aerospace Lunar Module Ascent Engine. This also used hypergolic fuels. It produced 3,500 pounds of thrust (15.57 kilonewtons).

Eighteen Saturn V rockets were built.

The Moon. The terminator is bisecting Mare Tranquillitatis. (Rob Pettengill)

Note: All timing, acceleration, weight/mass, and thrust data is from: Saturn V Launch Vehicle Flight Evaluation Report—AS-506, George C. Marshall Space Flight Center, MPR-SAT-FE-69-9, 20 September 1969.

© 2018, Bryan R. Swopes

16 July 1965

Aviation, , , , , , ,
The prototype North American Aviation YOV-10A Bronco counterinsurgency (COIN) aircraft made its first flight at NAA’s Columbus Division in Ohio, 16 Jul7 1965. The aircraft in this image is the third prototype, Bu. No. 152881. (North American Aviation

16 July 1965: The prototype North American Aviation YOV-10A Bronco, U.S. Navy Bureau of Aeronautics serial number (“Bu. No.”) 152879, made its first flight at the NAA Columbus Division, Columbus, Ohio, with Chief Test Pilot Edward Allan Gillespie in the cockpit. The Los Angeles Times reported:

AEROSPACE: North American says first flight of OV-10A plane is success

FIRST FLIGHT of the new OV-10A counterinsururgency aircraft was successfully performed Friday at North American Aviation’s Columbus (Ohio) Division, the company announced. The twin-engine turboprop aircraft’s maiden flight lasted one hour. Pronounced a complete success by North American Aviation officials, it came nearly two months ahead of contract schedule and only nine days after formal rollout ceremonies.

—Los Angeles Times, Vol. LXXXIV, Saturday, 17 July 1965, Part II, Page 8, Column 1

North American Aviation YOV-10A Bronco, Bu. No. 152879, during a test flight near Columbus, Ohio, 1965. (North American Aviation)

There were four YOV-10A service test prototypes built.

The North American Rockwell OV-10A Bronco is a two-place, twin-engine light observation and ground attack airplane. It was built at North American Aviation’s (later, North American Rockwell) Columbus, Ohio, plant. It was rolled out 8 July 1965, and made its first flight 16 July. It has a high wing, two tail booms and a high mounted horizontal stabilizer and elevator. The Bronco is 41 feet, 7 inches (12.675 meters) long, with a wing span of 40 feet, 0 inches (12.192 meters) and height of 15 feet, 1 inch (4.597 meters). The OV-10A has a gross weight of 10,250 pounds (4,649 kilograms), and can carry up to 3,600 pounds (1,633 kilograms) of external stores.

The cruise speed of the OV-10A is 223 miles per hour (359 kilometers per hour), and its maximum speed is 281 miles per hour (452 kilometers per hour). The service ceiling is 26,000 feet (7,925 meters), and the range is 1,240 statute miles (1,996 kilometers).

The OV-10A Bronco is powered by two Garrett-AIReseach T76-G turboprop engines, which drive three-bladed propellers. The T76 has a two-stage centrifugal compressor section and a three-stage axial-flow turbine section. It is rated at 715 shaft horsepower (533 kilowatts). The T76-G is 3 feet, 7.0 inches (1.092 meters) long, 2 feet, 3.0 inches (0.686 meters in diameter, and weighs 341 pounds (155 kilograms).

The Bronco is armed with four M-60C 7.62 mm machine guns, and up to 3,600 pounds (1,633 kilograms) of bombs or rockets.

Three-view illustration with dimensions

YOV-10A Bu. No. 152879 was damaged 7 June 1973 and withdrawn from service. It was then displayed at the Naval Air Warfare Center, China Lake, California.

A total of 360 OV-10 Broncos were built. They remained in service with the United States Navy, Marine Corps, and Air Force, most recently as the OV-10G in 2015, under Operation Combat Dragon II.

Edward Allan Gillespie was born 28 July 1928 at Ann Arbor, Michigan. He was the second of two sons of Arthur Vernon Gillespie, a sign writer, and Rhea Gladys Seybold Gillespie.

Edward A. Gillespie (MEGA ’46)

Gillespie attended Ann Arbor High School, where he was the president of both his junior and senior classes. He participated in football, swimming and track and field. He graduated in 1946.

He became a licensed pilot at the age of 16 years, and joined the United States Navy at 17, 7 May 1946.

While a member of the Aviation Midshipman Program, he attended Syracuse University and Western Michigan, University, majoring in engineering. He began undergraduate flight training in 1948.

Gillespie began Navy flight training in 1949 with a North American Aviation SNJ Texan advanced trainer at NAS North Whiting Field, Florida, in March 1949.

After completion of flight training Gillespie was commissioned as an ensign, United States Navy and designated a Naval Aviator, 2 June 1950. After transitioning to turbojet-powered fighters in Lockheed TO-1 Shooting Stars, was assigned to Fighter Squadron 11 (VF-11) and flew flew 80 combat in McDonnell F2H Banshees from  aircraft carriers during the Korean War.

A McDonnell F2H-2 Banshee, Bu. No. 125663, of VF-11 (“Red Rippers”), over Wanson Harbor, Korea, 20 October 1952. (U.S. Navy80-G-480436)

On  1 September 1950, Ensign Gillespie married Miss Janette Deans Tait at Duval, Florida. They would have four children. They divorced 11 February 1997 after 46 years of marriage.

Ensign Gillespie was promoted to the rank of lieutenant, junior grade (j.g.), 2 June 1952.

Lieutenant (j.g.) Gillespie attended the U.S. Navy Test Pilot School, NAS Patuxent River, Maryland, graduating in 1954.

Lieutenant (j.g.) Gillespie was promoted to the rank of lieutenant, 1 July 1955.

Gillespie remained in the United States Naval Reserve, but entered the civilian sector as a test pilot for North American Aviation in 1956. As a reserve naval officer, Gillespie often flew test flights for U.S. Navy aircraft at NAS Patuxent River and NAWC China Lake, California. He commanded a Douglas A-4 Skyhawk squadron and served as an instructor at the USN Test Pilot School. He was also the reserve commanding officer of NAS Brunswick, NAS Oceana, and NAF Loges in the Azores.

Lieutenant Gillespie was promoted to the rank of commander, United States Naval Reserve, 1 July 1961.

Lieutenant Commander Gillespie was promoted to the rank of commander, 1 July 1967.

CAPT E. A. Gillespie USNR

Commander Gillespie was promoted to the rank of captain, 1 January 1974. That same year, he was named a Fellow of the Society of Experimental Test Pilots.

Ed Gillespie retired from the Navy with the rank of captain, in  July 1982. After 30 years with North American Aviation and North American Rockwell, he retired in 1986.

Captain Edward Allan Gillespie, United States Navy (Retired), died at his home 9 July 2015 at the age of 86 years.

TDiA would like to thank regular reader Matthew Merrell for suggesting this topic.

© 2024, Bryan R. Swopes

16 July 1957

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Major John H. Glenn, Jr., United States Marine Corps, with his Vought F8U-1P Crusader, Bu. No. 144608, after his record-setting flight, 16 July 1957. (U. S. Navy)
Major John H. Glenn, Jr., United States Marine Corps, with his Chance Vought F8U-1P Crusader, Bu. No. 144608, after his record-setting flight, 16 July 1957. (U. S. Navy)

16 July 1957: At 6:04 a.m., Major John Herschel Glenn, Jr., United States Marine Corps, took off from NAS Los Alamitos, on the coast of southern California, in a single-engine Vought F8U-1P Crusader, Bureau Number 144608. 3 hours, 23 minutes, 8.4 seconds later, he landed at Floyd Bennett Field, Brooklyn, New York. Over the 2,360 mile (3,798 kilometer) route, he averaged 725.25 miles per hour (1,167.18 kilometers per hour). This was the first supersonic transcontinental flight.

The purpose of “Project Bullet” was “. . . to test the sustained capability of the F8U at near maximum power over a long distance.” The Crusader’s average speed was faster than the muzzle velocity of a .45-caliber bullet, hence the project name.

Secretary of the Navy Thomas S. Gates, Jr., presents the Distinguished Flying Cross to Major John H. Glenn, Jr., United States Marine Corps. (Times Recorder)

Glenn’s aircraft was a photo-reconnaissance variant of the Navy’s F8U-1E carrier-based supersonic fighter. Rather than guns and missiles, it was equipped with six cameras that took panoramic images over the entire route. Though it carried more fuel than the fighter version, the Crusader still required three aerial refuelings to cover the distance. To rendezvous with the North American AJ-1 Savage air tankers, he had to slow and descend by deploying an air brake. After tanking, Glenn accelerated with afterburner and climbed back to 30,000 feet (9,144 meters). As fuel burned off, he gradually rose to 50,000 feet (15,240 meters).

Project Bullet Vought F8U-1P Crusader, Bu. No. 144608. (U.S. Navy)
Major John H. Glenn, Jr., United States Marine Corps, flying the Project Bullet Chance Vought F8U-1P Crusader, Bu. No. 144608, 16 July 1957. (U.S. Navy)

After the completion of the flight, Pratt & Whitney, the engine manufacturer, tore down the J57-P-4A turbojet for an engineering inspection. As a result, all previous power limitations were lifted.

Bu. No. 144608 continued in active service with the Navy and was flown in combat with VFP-63 during the Vietnam War. On 13 December 1972, while landing aboard USS Oriskany (CVA-34), the Crusader struck the ramp of the flight deck and damaged its landing gear. It slid across the deck, severed the arresting cables and went over the side. The pilot, Lieutenant T. B. Scott, ejected safely but the record-setting fighter was lost in the South China Sea.

John Glenn was the Navy/Marine Corps project officer for the Crusader. According to information recently discovered by The Museum of Flight, Glenn made his first flight in a Crusader when he flew the prototype XF8U-1, Bu. No. 138899, on 4 May 1956. According to Glenn’s logbook, he made two flights in the prototype on that date, totaling 2 hours of flight time. (Many thanks to Mike Martinez, a docent for the Museum, for providing this information.)

The Vought XF8U-1 has been restored by The Museum of Flight at Paine Field, Stattle, Washington. (The Museum of Flight)
The first of two prototypes, Chance Vought XF8U-1 Crusader, Bu. No. 138899, has been restored by The Museum of Flight at Paine Field, Seattle, Washington. The Crusader’s variable incidence wing is in the raised take-off/landing position. (The Museum of Flight)

Soon after Project Bullet, John H. Glenn was selected for Project Mercury. On the third manned flight of the program, he became the first American astronaut to orbit the Earth. He was later elected a United States Senator from his home state of Ohio. At the age of 77, John Glenn flew aboard the Space Shuttle Discovery, STS-95, 29 October–7 November 1998, becoming the oldest person to fly in space.

Project Bullet Chance Vought F8U-1P Crusader, Bu. No. 144608. A north American Avition AJ-1 or AJ-2 Savage tanker is in the background with a hose and drogue deployed for in-flight refueling. The camera ports and revised belly of the unarmed photo-recon fighter are visible in this photograph. (U.S. Navy)

The Chance Vought F8U-1P Crusader is a photographic reconnaissance variant of the F8U-1 air-superiority fighter. It is a single-place, single-engine turbojet-powered airplane designed to operate from the United States Navy’s aircraft carriers. The recon variant is 54 feet, 6.10 inches (16.614 meters) long with a wingspan of 35 feet, 8 inches (10.871 meters) and overall height (three-point position) of 15 feet, 9.1 inches (4.803 meters). With the wings folded for storage, the span is 22 feet, 6 inches (6.858 meters).

The swept wing is placed high on the fuselage and its angle of incidence is adjustable in flight. The wing has a total area of 375 square feet (34.84 square meters) and has a “dog tooth” leading edge, extending 1 foot, 0.7 inches (0.323 meters). The leading edges are swept aft to 47° (42° at ¼-chord), and there is 5° anhedral. The horizontal stabilator is placed lower than the wings. Its leading edge is swept aft to 50° and it has 3° 25′ dihedral.

The F8U-1P has an empty weight of 16,796 pounds (7,618.5 kilograms), and maximum takeoff weight of 27,822 pounds (12,620 kilograms).

The F8U-1P is powered by a single Pratt & Whitney J57-P-4 engine. The J57 was a two-spool, axial-flow turbojet 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). Its Normal (continuous) rating is 8,700 pounds of thrust (38.70 kilonewtons) at 5,780 r.p.m. The Military Power rating is 10,200 pounds (45.37 kilonewtons) at 6,100 r.p.m., and it can produce 16,000 pounds (71.17 kilonewtons) at 6,100 r.p.m. with afterburner. The J57-P-4 is 20 feet, 10 inches (6.35 meters) long, 3 feet, 5 inches (1.041 meters) in diameter, and weighs 4,860 pounds (2,205 kilograms).

The F8U-1P has a maximum speed of 635 knots (741 miles per hour/1,176 kilometers/hour) at Sea Level, and 855 knots (984 miles per hour/1,583 kilometers per hour) at 35,000 feet (10,668 meters). Its service ceiling is 41,600 feet (12,680 meters), and it has a combat ceiling of 51,800 feet (15,789 meters) with afterburner. The airplane’s combat range is 1,740 nautical miles (2,002 statute miles/3,222 kilometers) at 495 knots (570 miles per hour/917 kilometers per hour)and 42,350 feet (12,908 meters).

The F8U-1P carried no armament.

Chance Vought built 1,213 F8U Crusaders. 144 were the F8U-1P photo reconnaissance variant. They were retired from U.S. Navy service in 1982.

© 2018, Bryan R. Swopes

16 July 1953

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LCOL William F. Barns with his North American Aviation F-86D-35-NA Sabre 51-6145, after his record-setting flight, 16 July 1953. (U.S. Air Force)

16 July 1953: Lieutenant Colonel William F. Barns, United States Air Force, set a Fédération Aéronautique Internationale (FAI) absolute World Record for Speed Over a 3 Kilometer Straight Course at the low-altitude course at the Salton Sea, California. ¹

Colonel Barns flew this North American Aviation F-86D-35-NA Sabre, serial number 51-6145, a radar-equipped all-weather interceptor. Lieutenant Colonel Barns was the Air Material Command’s pilot representative at the North American Aviation Los Angeles plant. The Sabre was a standard production airplane, the first Block 35 model built. It was fully loaded with twenty-four 2.75-inch (70 millimeter) aerial rockets.

Barns made the FAI-required four passes—two in each direction—in the Sabre interceptor. His four passes were timed at 720.574, 710.515, 721.351, and 710.350 miles per hour. (1,159.651, 1,143.463, 1,160.902, and 1,143.198 kilometers per hour).

Lieutenant Colonel William F. Barns, the Air Material Command’s pilot representative at the North American Aviation Los Angeles plant, in the cockpit of a brand-new North American Aviation F-86D-30-NA Sabre, 51-6112. (Jet Pilot Overseas)

Barns averaged 715.745 miles per hour (1,151.88 kilometers per hour)  at only 125 feet (38 meters) above the surface. The air temperature was 105 °F. (40.5 °C.)

The surface of the Salton Sea is -236 feet (-71.9 meters)—below Sea Level. Barns’ Sabre was flying at -111 feet (-33.8 meters). Under these conditions, the speed of sound, Mach 1, was 794 miles per hour (1,278 kilometers per hour), so the margin between the record speed and the onset of transonic compressibility effects was increased. Barns’ Sabre reached a maximum 0.91 Mach under these conditions.

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.

The Associated Press reported the event:

Air Force Colonel Breaks Record

THERMAL, Calif. (AP)—An Air Force colonel flashed to a new air speed record of 715.7 miles per hour Thursday in a north American F-86D Sabre Jet.

Skimming over the hot beach of Southern California’s Salton Sea, Lt. Col. William F. Barns, 32, broke the record set last Nov. 19 over the same run by Capt. J. Slade Nash of Edwards Air Force Base.

On his first try, Barns averaged 713.6 miles per hour, a record performance, but came back a half hour later to beat that.

The airplane could not exceed 500 meters altitude (1,640 feet) at any time after takeoff on the trial, and the 3-kilometer dash had to be made below 100 meters (328 feet).

—The Daily Illini, 17 July 1953, Vol. 82, Number 189, at Page 1, Column 2.

The same F-86D, 51-6145, flown by Captain Harold E. Collins, set an FAI World Record for Speed Over a 15/25 Kilometer Straight Course of 1,139.219 kilometers per hour (707.878 miles per hour) at Vandalia. Ohio, 1 September 1953. ²

William Frederick Barns was born 30 August 1920 at Baltimore, Maryland. He was the son of Claude Cox Barns and Nellie C. Hedrick Barns. The family moved to the Hawaiian Islands in 1925. He attended Theordore Roosevelt High School, in Honolulu. In 1940, William was employed as a clerk at the Bishop National Bank.

Barns began civilian flight training at John Rodgers Field near Honolulu in 1941, and was at the airfield during the attack on the Hawaiian Islands by the Imperial Japanese Navy, 7 December 1941. Barns enlisted in U.S. Army Air Corps 13 April 1942. He had brown hair and eyes, was 5 feet, 10 inches (1.78 meters) tall, and weighed 138 pounds. After qualifying as a pilot at Luke Field, Arizona, Barns was commissioned as a second lieutenant, U.S. Army Air Forces.

During World War II, Barns flew 210 combat missions with the 324th Fighter Group. He was awarded the Distinguished Flying Cross and the Silver Star.

Major and Mrs. William F. Barns, Honolulu, Oahu, Hawaiian Islands, 1949.

Colonel Barns married Miss Marylouise Hamilton at the Flyer’s Chapel of the Mission Inn, Riverside, California, 18 August 1947. They had two children, Terrie and Bill. At the time of Barn’s world speed record, the family resided in Palos Verdes Estates, a few miles south of the North American factory.

Colonel Barns retired from the U.S. Air Force, 31 May 1966. He died in Phoenix, Arizona, 17 April 1995.

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

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 radar and armed with twenty-four unguided 2.75-inch (69.85 millimeter) diameter Mark 4 Folding-Fin Aerial Rockets (FFAR) carried in a retractable tray in its belly.

A North American Aviation, Inc. advertisement, 1953. (Vintage Ad Browser)

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

The F-86D was larger than the F-86A, E and F fighters, with a wider fuselage. Its length was increased to 40 feet, 3 inches (12.268 meters) with a wingspan of 37 feet, 1.5 inches (11.316 meters), and its height is 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).

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

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).

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.

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

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.

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

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 world-record-setting Sabre, 51-6145, was transferred to NATO ally, the Royal Hellenic Air Force.

North American Aviation F-86D-30-NA Sabre 51-6143, right roll over Malibu, California.

¹ FAI Record File Number 9868

² FAI Record File Number 8869

© 2018, Bryan R. Swopes

16 July 1935

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The Boeing 299 is rolled out for the first time, 16 July 1935. (Boeing photograph via Seattle Post-Intelligencer)

16 July 1935: Just over a year after design began, the Boeing Model 299, X13372,¹ a prototype four engine long range heavy bomber, was rolled out of its hangar at Boeing Field, Seattle, Washington for the first time. The largest land airplane built up to that time, it seemed to have defensive machine guns aimed in every direction. A Seattle Times reporter, Roland Smith, wrote that it was a “flying fortress.” Boeing quickly copyrighted the name.

After several years of testing, the Model 299 went into production as the B-17 Flying Fortress. By the end of World War II, 12,731 B-17 Flying Fortresses had been built by Boeing, Douglas and Lockheed Vega.

Rollout of teh Boeing Model 299, NX13372, prototype XB-17. (Museum of Science and Industry)
Rollout of the Boeing Model 299, X13372, prototype XB-17. (Museum of Science and Industry via Seattle Post-Intelligencer)

The Boeing Model 299 was a four-engine bomber operated by a crew of eight. It was designed to meet a U.S. Army Air Corps proposal for a multi-engine bomber that could carry a 2,000 pound (907 kilogram) bomb load a distance of 2,000 miles (3,219 kilometers) at a speed greater than 200 miles per hour (322 kilometers per hour). Design of the prototype began in June 1934 and construction was started 16 August 1934. The Air Corps designated it B-299, and later, XB-17. It did not carry a military serial number, being marked with civil registration NX13372.

The Model 299 was 68 feet, 9 inches (20.955 meters) long with a wingspan of 103 feet, 9–3/8 inches (31.633 meters) and height of 14 feet, 11–5/16 inches (4.554 meters). Its empty weight was 21,657 pounds (9,823 kilograms). The maximum gross weight was 38,053 pounds (17,261 kilograms).

The prototype was powered by four air-cooled, supercharged, 1,690.537-cubic-inch-displacement (27.703 liter) Pratt & Whitney Hornet S1E-G nine-cylinder radial engines with a compression ratio of 6.5:1. The S1E-G was rated at 750 horsepower at 2,250 r.p.m., and 875 horsepower at 2,300 r.p.m. for takeoff, using 87-octane gasoline. They turned 11 foot, 6 inch (3.505 meters) diameter, three-bladed Hamilton Standard Hydromatic constant-speed propellers through a 3:2 gear reduction. The S1E-G was 4 feet, 1.38 inches (1.254 meters) long, 4 feet, 6.44 inches (1.383 meters) in diameter and weighed 1,064 pounds (483 kilograms)

Cockpit of the Boeing Model 299. (U.S. Air Force)
Cockpit of the Boeing Model 299. (Boeing)

In flight testing, the Model 299 had a cruise speed of 204 miles per hour (328 kilometers per hour) and a maximum speed of 236 miles per hour (380 kilometers per hour) at 10,000 feet (3,048 meters). The service ceiling was 24,620 feet (7,504.2 meters). The maximum range was 3,101 miles (4,991 kilometers). Carrying a 2,573 pounds (1,167 kilograms) load of bombs, the range was 2,040 miles (3,283 kilometers).

Boeing XB-17 (Model 299) bombers and front gunners compartment. (U.S. Air Force photo) 060706-F-1234S-007
Nose turret of the Boeing Model 299, with .50-caliber machine gun, photographed 24 July 1935. (Boeing 8195)
Bomb sight position., 9 August 1935. (Boeing 8227-B)

The XB-17 could carry eight 500 pound (227 kilogram) bombs in an internal bomb bay. Defensive armament consisted of five air-cooled .30-caliber or .50-caliber Browning machine guns.

Starboard waist gunnner’s position of the Boeing 299. (Boeing)
Starboard waist gunners position, with Browning M2 .50-caliber machine gun and ammunition canisters. (Boeing)

NX13372 was destroyed when it crashed on takeoff at Wright Field, Dayton, Ohio, 30 October 1935. An Army Air Corps pilot making his first familiarization flight neglected to remove the control locks. This incident led directly to the creation of the “check list” which today is used by all aircraft crew members.

Boeing Model 299, left quarter, at Boeing Field, south of Seattle, Washington,August 1935. (Boeing)
Boeing Model 299, NXxxx72, the prototype XB-17. (U.S. Air Force)
Boeing Model 299, X13372, the prototype XB-17, at Wright Field, Ohio. (U.S. Air Force)
Boeing Model 299, left profile, at Boeing Field, 13 August 1935. (Boeing 8234-B)
Boeing Model 299 NX13372, designated XB-17, at Wright Field, Ohio, 1935. (U.S. Air Force)
Boeing Model 299 X13372, designated XB-17, at Wright Field, Ohio, 1935. (U.S. Air Force)
Boeing 299 X13372, all engines running.

¹ At that time, experimental and restricted category aircraft were prohibited from displaying the letter “N” at the beginning of their registration mark.

© 2018, Bryan R. Swopes