Test & Research Pilots, Flight Test Engineers

Enrico Scarabotto

2012-01-19T13:50:00.003Z

The first Italian-built production Eurofighter, IT001, made its maiden flight from Alenia Aeronautica/Caselle on February 14th 2003 at 13:30 GMT. The flight lasted 50 minutes. At the controls were Cpt. Marco Venanzetti, Alenia Aeronautica Test Pilot and Cpt. Enrico Scarabotto, Alenia Aeronautica Test Pilot

Maurizio Cheli 1959-

2012-01-19T13:26:00.006Z

After graduation from the Italian Air Force Academy, Cheli underwent pilot training at Vance Air Force Base, Oklahoma, in 1982-1983. Following fighter lead-in training at Holloman Air Force Base, New Mexico and initial training in the F-104G in Italy, he joined the 28th Squadron, 3rd Recce Wing in 1984. In 1987, he attended the Italian Air Force War College and in 1988 he graduated from the Empire Test Pilot's School, Boscombe Down, United Kingdom. While assigned to the Italian Air Force Flight Test Center in Pratica di Mare, Rome, he served as a Tornado and B-707 Tanker project pilot on a variety of test programs and as display pilot. His flight experience includes more than 3000 flying hours in over 50 different types of fixed wing aircraft and helicopters. In June 1992, he was selected by the European Space Agency as a member of the second group of European astronauts.

Cheli reported to the Johnson Space Center in August 1992 and completed one year of training in August 1993. He is qualified for assignment as a mission specialist on future Space Shuttle flight crews. His technical assignments to date include: flight software verification in the Shuttle Avionics Integration Laboratory (SAIL); remote manipulator system/robotics; crew equipment. He flew on STS-75 in 1996 and has logged over 377 hours in space.

Agostino Frediani

2012-01-19T13:25:00.009Z

Marco Venanzetti 1962-

2012-01-19T13:25:00.007Z

Marco Venanzetti was born in Rome, Italy on 31 August 1962.He joined the Italian Air Force (ItAF) in September 1982. He attended the Italian Air Force Academy from which he graduated in March 1986.In March 1986 he joined the Undergraduate Pilot Training at Sheppard Air Force Base, Texas,USA and graduated in June 1987.
He was then assigned to the Operational Conversion Unit at Grosseto Air Force Base, Italy, flying the TF-104 and after the completion of the course he joined the 9th Fighter Interceptor Squadron flying the F-104S Starfighter.
After four years of operational flying, Marco was selected from the Italian Air Force Flight Test enter and, on May 1992, was assigned to the US Air Force Test Pilot School at Edwards AFB,California, from where he graduated Experimental Test Pilot in June 1993. Returning to Italy, Marco was assigned to the Eurofighter Test Team of the Italian Air Force where he worked till September 1997 participating at various Working Groups. He flew the Eurofighter as military Test Pilot twice (October 1996 and April 1997).In September 1997 Marco was recalled to the operational world as Squadron Commander of the 101st Operational Conversion Unit flying the AMX and AMX-T. During this period he participated to the Bosnia campaign flying the AMX in the Close Air Support role. Marco left the active service in September 1998 to join Alenia Aeronautica as Experimental Test Pilot where, beside the Eurofighter, he was involved in all Company fighter programs like TORNADO and AMX. In November 2006 he was appointed Chief Test Pilot and since December 2008 is the Director of Flight Operations.Marco has flown more than 4500 hours and has been pilot in command in 76 different aircraft and helicopters.

Gianluca Evangelisti

2012-01-19T13:22:00.003Z

Gianluca Evangelisti was born and raised in Florence, Italy, Gianluca received a Master’s degree in Aeronautical Engineering from the Italian Military Air Force Academy in 1967.He entered the Italian Air Force as a fighter pilot and in 1974 graduated from the United Kingdom’s Empire Test Pilot School. After a successful nineteen year career with the Italian Air Force, Gianluca continued flying as a test pilot for Alenia Aeronautica until 2006.
Gianluca accumulated more than 16,000 hours as a test pilot and has been involved in the test and evaluation of large, medium, tactical, and training aircraft. Programs that he has been involved in include the Boeing 707 Tanker; G222, C-27A and C-27J Medium Transport Aircraft Programs; the Tornado GR4 Ground Attack Aircraft; and the successful MB-339A Advanced Jet Trainer Program.
Mr. Evangelisti oversees all business development activities in Alenia North America and continues to fly for Alenia Aeronautica as a flight instructor for the C-27J. He maintains flight proficiency in the Eurofighter and Ameracchi’s M346 Advanced Jet Trainer.

Jack A. Bade 1920-1963

2012-01-15T15:17:00.002Z

Jack A. Bade was born on October 9, 1920, in Minneapolis, Minnesota. He was the only child of Charles and Gladys Bade. He moved to Elk River, Minnesota when his father accepted a job with a bank there.He attended Elk River High School where he played both football and basketball. He graduated in 1938 and attended the University of Minnesota for one and one-half years before accepting employment with Minneapolis Honeywell.He enlisted in January 1942 and volunteered for the Aviation Cadet program. He completed the course and graduated on June 25, 1942 at Luke Field, Arizona. He received both his pilots wings and a commission as a 2nd Lieutenant. He was then assigned to advanced combat training in the P-40 aircraft.In December 1942, he was assigned to the 44th Fighter Squadron of the 18th Fighter Group, flying out of Munda in the Solomon Islands. He flew 85 missions, a total of 210 combat hours against the Japanese forces. During this time, he was credited with 5 aerial victories plus one probable.But his biggest achievement came on February 13, 1943. While escorting a flight of Navy bombers, his unit was attacked by a large force of enemy aircraft. In the ensuing fight, Bade's aircraft was severely damaged, rendering his guns useless. He was severely wounded from a head wound, but saw the Navy bombers under attack by a large force of enemy fighters. He dove straight into the melee, penetrating the enemy formation although his guns were jammed and succeeded in scattering the attackers, and allowing the Navy bombers to escape. For this action, he was awarded the Distinguished Service Cross as well as the Purple Heart.The exploits of Captain Bade (later Major) were used in comic strips and books such as "True Comics" and "Heroic Comics." He also appeared in a cameo role in the 1943 movie "Thunderbirds." In 1956, he appeared in an ad for Camel cigarettes, and in 1962, he was featured in an ad for Chase Manhattan Bank.In late 1943, Bade was assigned by the Air Corps to Republic Aviation where he acted as chief inspector on the emerging P-47 program. After being discharged in 1946, he returned to Republic and eventually became a test pilot, serving in many on-going test programs. Unfortunately, he was killed on May 2, 1963 in a mid-air collision with test pilot Don Seaver, both flying F-105 aircraft at Mach 2, over the Catskill Mountains in New York.Jack A. Bade is buried in Long Island National Cemetery in Farmington, New York.

Ian Edward MacTavish 1916-1971

2012-01-14T20:21:00.004Z

Ian Edward MacTavish was born in Ontario in 1916. He enlisted in the RCAF at London, Ontario on 25 June 1940. He trained at No.1 ITS. He was sent England and was a posted to No 410 Sqn RCAF. He flew twin engine Mosquito’s as a night fighter, low level bombing and photo reconnaissance. He flew support for D-day and The Battle of The Bulge. He was credited with three kills, a FW.190 destroyed (1/2 September 1944), Ju.87 destroyed (24/25 December 1944), and a Ju.88G destroyed (24/25 March 1945). Hewas mentioned in dispatches.

After the war he became an airline Captain with KLM ,settling in Amsterdam. Ian flew Super Constellations on various routes including Amsterdam to Gander and onwards to New York .After 5 years with KLM,he moved to Montreal Canada where he was hired as an experimental test pilot for Canadair, the Canadian division of General Dynamics. He loved being a test pilot and became a self taught aeronautical engineer. He made the maiden flight of the Canadair Tutor on January 13, 1961. Mandatory retirement from test flight was at 55 years of age, so he left Canadair and was hired to work for IATA in Montreal. He died at the age of 56 in 1971.

Maurice Longbottom DFC 1916-1945

2012-01-12T12:14:00.003Z

Maurice Longbottom DFC flew 90 different planes in his career including a Spitfire that was painted pink so it couldn't be seen during photo-reconnaissance missions on cloudy days.
He learned to fly at the Bristol Flying School in 1935 and his expertise led to him becoming involved in many areas of our aerial efforts during the war.
And it was while he was test flying a Vickers Warwick GR Mk V that he died aged 29.
The plane suffered severe rudder overbalance and spun into ground making its approach to Brooklands at Weybridge, Surrey, in January 1945.
In an unfortunate twist, Longbottom's elder brother Philip was also killed in the war while flying.
He was training in America in July 1942 when he and seven other RAF flying cadets and a US instructor encountered bad weather and crashed. All were killed
He was involved in all manner of combat and did test flying, photo-reconnaissance and of course worked closely with Barnes Wallis on the bouncing bomb.

Douglas 'Duggie' J.P. Broomfield DFM 19xx-1951

2012-01-09T08:56:00.003Z

'Duggie' Broomfield flew Hampdens with Bomber Command, No 49 Squadron, and from 1943 onwards was engaged on experimental work. Before leaving the R.A.F. in October, 1948, he was
testing heavy aircraft at the A. and A.E.E., Boscombe Down, having graduated from the Empire Test Pilots' School. While on loan to Handley Page's in 1947, Broomfield flew as second pilot of the H.P Hastings on its tour of Australia and New Zealand.
He was killed on 26th August 1951 at Stansted, Essex, in the crash of the Handley Page H.P.88 crescent-wing research aircraft.

Llewellyn Oliver Moss 1985-1946

2012-01-09T08:49:00.003Z

Llewellyn Oliver Moss was chief production test pilot of the Gloster Aircraft Company.
After serving in the Dorsetshire Yeomanry in WW1, he transferred to the R.F.C. and remained
in the R.A.F. Reserve. At the outbreak of the second European war he was considered too old to fly with the R.A.F., and therefore joined the A.T.A. Later, he was in charge of the A.T.A. Brockworth pool, and, in view of his good work, was employed in 1942 by Glosters as production test pilot on the Typhoon contract. He also carried out production tests on Meteors and had also helped with development work on this type. He was killed in a test flying accident on 9th May 1946.

Douglas Dennison Weightman 1912-1948

2012-01-08T23:44:00.002Z

Douglas Weightman joined the R.A.F. in 1938 with a short service commission; he had held an A licence since 1933. He completed two tours of operations with Coastal Command and in 1943 took the Empire Test Pilot's course. Later he was attached to the Structural and Mechanical Engineering Flight at the R.A.E., Farnborough, as a test pilot and was demobilized in 1946.
After a period of charter flying he joined the A.R.B. in July,1947 and became chief test pilot, associated with all test flying of prototypes and particularly with tropical testing. With 3,500 hours' experience of flying about 80 different types Mr. Weightman had been loaned to Bristol's, whose staff was depleted by holidays and sickness, by permission of the M.o.S.
He was killed on 14th October 1948 when a Bristol Brigand in which he was flight testing crashed.

J. Lynn Helms 1925-2011

2012-01-06T08:40:00.004Z

J. Lynn Helms was born in 1925 in DeQueen, Arkansas. Helms began his aviation career when he joined the U.S. Navy Aviation Cadet training program while at the University of Oklahoma, early in 1942. On completion of the program he was commissioned as a Second Lieutenant, U.S. Marine Corps, remaining in the service as a regular officer after the end of WW-II. Subsequent service included postings to Japan, China, Korea, various aircraft carriers and other Military Assignments. He became a U.S. Navy test pilot on graduation from the U.S. Navy Test Pilot School, test flying the earliest American jet aircraft. He was awarded the U. S. Marine Corps Air Medal and the USAF Air Medal with Oak Leaf Cluster for Combat and Exceptional Service during the Korean War. He was the first man to fly 1000 miles an hour, accomplishing this in the Navy’s F8U Crusader on June 24, 1955. He subsequently retired from the Marine Corps with the rank of Lt. Col.

He served as Administrator of the Federal Aviation Administration, as an appointee of President Ronald Reagan. During his tenure as FAA Administrator Helms originated and oversaw development of the 1982 National Airspace System (NAS) Plan; He headed the US delegation to the United Nations emergency session following the Soviet Union’s shooting down of Korean Air Flight 007 and played a key role in the August 3, 1981 Air traffic Control Strike.

Jack Waddell 19xx-1999

2012-01-05T22:14:00.006Z

Jack Waddell (left) with Brien Wygle and Jesse Wallick

Jack Waddell was raised in Joliet where he graduated from high school. He gained a degree in engineering physics at Montana State University. During WW2 he served four years as a US Navy pilot in the South Pacific.
After the war, he joined Boeing Aircraft Company as an engineering test pilot. He flight tested many of Boeing's aircraft types and eventually became Chief Test Pilot and director of flight training. He will be best remembered as the test pilot on the maiden flight of the Boeing 747.

Phillip W. Houghton 1919-2007

2012-01-05T22:13:00.006Z

Phillip W. Houghton was born in Texas, the son of an Army Air Corps General. He was a P 51 pilot in Okinawa very late in the war, escorting B-29’s and attacking ground targets. He noted that the only time he was ever shot at was a soldier shooting a pistol at him as he was straffing a dockyard!

After the war he moved to St Louis and flew the P51 for the Missouri National Guard and was part of a two man demonstration team that competed against other pilots after the war. He flew out of Lambert field in St Louis which is also the home of McDonnell aircraft. He graduated with an aeronautical engineering degree from the University Of Minnesota. He was hired by McDonnell Douglas in 1946 as an assistant aerodynamicist and thereafter as a test pilot.

He was one of many test pilots for McDonnell on the Phantom 1, Banshee, Demon, and F101 Voodoo. He was responsible for developing the photo reconnaissance version of the F101, the RF 101, and did several trans-american flights testing the photo equipped aircraft, as was the policy for manufactures, McDonnell allowed an Air Force pilot to set the record for the reconnaissance flight. When the F4 Phantom 2 was developed, he moved from being an experimental test pilot to being a production test pilot in order to stay closer to home instead of travelling a lot to Edwards and other airbases. He made final check out test flights before delivery of the F4, and was responsible for delivering F4's to the RAF, Israeli Air Force, Japan, and Germany.

He sued McDonnell in a age discrimination case that went all the way to the US Supreme Court. McDonnell had a mandatory retirement from flying at about the age of 53. And although he could continue to work for McDonnell, pay was substantially reduced, forcing most pilots to quit. Phil argued successfully that it was a way for McDonnell to avoid retirement costs, and retirement based on age was arbitrary, and not a true indicator of pilots performance. In fact Chuck Yeager testified in his defence at his trial. Unfortunately, it was a Pyrrhic victory. He won the case after about 7 years. A bit naive, he thought if he won he would be back in a cockpit. He never flew or worked again.

He suffered 2 crashes in his career, once a midair collision in his Mo Air guard P51 with a Grumman Bearcat over Southern Illinois flying out of Lambert Field. Neither pilot apparently saw the other as they were practicing aerobatics and had no radio communication. Unfortunately the Navy reservist pilot was killed when he climbed up under the P51and got the propeller through the cockpit. The second crash was in the single engine Demon for the Navy in which he had a flame out on take off, resulting in the aircraft crashing on the runway.

Russell 'Russ' Pengelly AFC QCVS 1945-1979

2011-12-12T15:34:00.005Z

Russ Pengelly was one of Britain's most brilliant pilots. He was renowned for his aerobatic displays in the Lightning, becoming the official RAF demonstration pilot. He showed at
Farnborough and many other air shows that he possessed an unique skill to display an aircraft with grace, verve and precision whilst remaining wholly within the view of the spectators.
After completing test-pilot training at the Empire Test Pilots School, Russ remained at Boscombe Down in "A" squadron as Harrier project test pilot until joining BAe at Warton in June
1977. He immediately became involved in the Tornado programme as well as participating in all the other test-flying activities at Warton and showed himself to be an outstanding test pilot in
all respects. He was killed in the crash of Tornado P.08 on June 12th 1979 whilst carrying
out a loft-bombing manoeuvre

Will 'Billy' D. Parker 1899-1981

2011-12-12T12:12:00.005Z

Born in Oklahoma City, Ok, Billy Parker was bitten by the flying bug while he was still a high school student at Ft. Collins, Colo. He pioneered in writing aviation history by flying in hundreds of aerial exhibitions in pre-World War I days. He held pilot's license No. 44 and had more than 16,000 hours flying time.
When he began flying his pusher plane in the summer of 1912, he was about the only pilot doing any successful flying in the high altitude of Colorado and Wyoming, where he was appearing.
By 1916 Parker was in the United States Army at the Mexican border. As the United States drew closer to entry into the war, Parker transferred to the aviation section of the Signal Corps as a civilian flying instructor. At that time, the Army owned only 12 or 15 planes. There was no air force or air corps.

In 1917, Parker was commissioned a captain in the British Royal Flying Corps, but with America's entry in the war, he was returned to San Francisco. Billy was assigned to the U.S. Aircraft Corporation at Redwood City, California as a test pilot. Later in the war he became chief instructor at a new flying school opened in Dewey, Oklahoma.
At the close of the war, Parker spent several years barnstorming throughout the Mid-West before joining Phillips Petroleum Company as manager of its aviation division.
Among Parker's early duties with Phillips was arranging the stratosphere test flights of the late Wiley Post, which provided much valuable information on high altitude flying.Parker worked for Phillips until his retirement in 1966. He continued working as a consultant for Phillips and other companies.
Parker flew his pusher in eight to ten air shows a year including airport openings and celebrations such as the 50th anniversary of flight at Kitty Hawk, NC in 1953. Phillips Petroleum donated the Parker Pusher NX62E to the Tulsa, Oklahoma International Airport in 1968 and the Parker Pusher NX66U to the Will Rogers World Airport in Oklahoma City, Oklahoma in 1970. Parker attended both dedications. The engine on a pusher is located behind the pilot's seat. Early planes with the engine in front of the pilot were called tractors. Parker had an active pilot's license until 1979. He was an active member of the Early Birds, Conquistadores del Cielo, Veteran Pilot's Association, Silver Wings of World War I and the OX5 Club up to his death in 1981.

Lt. Col. Joe B. Jordan 1929-1990

2011-12-10T16:42:00.007Z

Joe Bailey Jordan was born on June 12, 1929 in Huntsville, Texas. He completed Air Force Basic Pilot Training and received his wings on September 15, 1950. He flew a combat tour in Korea in F-80s and served a tour of duty as an undergraduate Flight Instructor. He attended the Air Force Test Pilot School at Edwards AFB, and later graduated from the Air Force Fighter Weapons School in 1963. These two schools gave him the background to prepare him to make major contributions in the aviation sector of Flight Test, for which he was awarded the Clifford B. Harmon International Aviation Trophy in 1960, and in Foreign Weapons Evaluation in which he became the first American to fly and evaluate the Mig 21. He set world altitude record, reaching 103,395.9 ft, flying an F-104C Military 14 Dec 1959 Edwards Air Force Base, California, USA .

In late 1967 an Afghanistan pilot seeking political asylum fled to Israel in a Mig-21. A highly classified program was put together to evaluate the Mig's performance and stability characteristics and to determine the areas of the flight envelope in which the Mig enjoyed a tactical advantage or disadvantage when compared to U.S. fighter aircraft. This information was critical to the success of the air campaign then being waged in the skies over North Vietnam. Jordan was selected for this evaluation role because of his superior knowledge in flight-testing of tactical aircraft and evaluating their systems. He went to Israel to perform the initial evaluation on the Mig which was immediately used to modify combat tactics being used in Vietnam. As a direct result of Jordan's flight envelope evaluations in Israel, and in a continuing series of flight evaluations conducted after the Mig was transported to the United States, a classified training film "Project Have Doughnut" was produced. This film was used to train U.S. pilots in exploiting the Mig-21 vulnerabilities and directly lead to an enhanced combat victory ratio.

John D. Omvig 1923-1967

2011-12-05T09:15:00.004Z

The first production F8U-2 ‎(BuNo 145546)‎ made its first flight on 29 August 1958 with Vought test pilot John Omvig at the controls.

Peter Sedgwick

2011-12-01T13:39:00.008Z

The BAe146 made its maiden flight from Hatfield on 3 September 1981. Piloted by Mike Goodfellow, BAe chief test pilot, the other crew members of G-SSSH were: Peter Sedgwick, deputy CTP; Roger de Mercado, chief flight development engineer and Roger Hammond, instrumentation engineer. The BAe 1000 made its maiden flight on 16th June 1990, lasting 2 hours 15 minutes, flown by Chief Test Pilot Peter Sedgwick and Project Test Pilot Goerge Ellis.

Cecil Arthur Rea, A.F.C 1885-1975

2011-11-17T20:43:00.003Z

Flight Lieutenant Cecil Arthur Rea, A.F.C., was born in Belfast in May 1885 and was employed on the Canadian Pacific Railway prior to joining the R.N.A.S. in late 1914. Rising rapidly to Chief Petty Officer in the Armoured Car Detachment, he was commissioned Flight Sub-Lieutenant in July 1915 and underwent his Pilot's Course at Eastchurch that October, his Service Record noting that among other achievements he completed some night flying. Further training at Hendon ensued, and during a return flight from Cranwell, Rea's machine, G.W. Box Kite No.3609, became inverted and crashed. No blame, however, was attributed to the Pilot who escaped unscathed. Advanced to Flight Lieutenant in October of the same year, he commenced his brief as an Experimental Pilot in July 1917 and had completed in excess of 150 hours on 'all types' by the middle of 1918 - pioneering work that resulted in a recommendation for his advancement to Flight Commander and, no doubt, largely contributed to the award of his A.F.C.Post-War, Rea, remaining in the regular R.A.F. until 1926, continued as a Test Pilot of Seaplanes, Amphibians and Aeroplanes. In 1924 he was granted special leave as one of two Pilots selected to fly the Gloucester Aircraft Company's Schneider Trophy entry, a Gloster Napier Seaplane, in the contest that year in the United States. Unfortunately, the other Pilot, Captain Broad, crashed the machine 'when alighting after its first flight' and, in Rea's words, 'performed some unrehearsed "hydrobatics" but escaped with a shaking' with the result that the 1924 British entry was scratched. On transfer to the Reserve in 1926, Rea joined Boulton & Paul Limited as Chief Test Pilot and the Company's Liaison Officer with the R.A.F. and Air Ministry. The following year he raised Boulton & Paul's profile by piloting one of their machines to win in the Tradesmen's Cup. In 1936 he was granted a five year extension of service in the Reserve, and the same year founded John Short Limited and established their aircraft works at Norwich. He resigned from the R.A.F. Reserve in 1938, and later in the year was appointed Operations Officer (Balloons) at the Air Ministry. In 1939 he moved to the Ministry of Aircraft Production, as Production Officer with responsibility for barrage balloon equipment. From 1940 to 1943 he was Senior Production Officer concerned with various aspects of balloons and aircraft, and between 1944-45 was Technical Officer at the 'German Document Centre'. At the conclusion of Rea's career as a Test Pilot he had flown a staggering total of 136 different types of aircraft.

Kingsley 'Peter' Henry Tisshaw 1923-1949

2011-11-17T11:49:00.004Z

Kingsley Peter Henry Tisshaw was born at Putney on September 25th, 1923, and received his education at St. Paul s School and at Aberdeen University. He joined the R.A F in 1941 and, after training in the U.S.A., served as a flying instructor at a number of R.A.F. home stations. He married in 1945 and in December of that year was posted to Turkey, returning to this country in January, 1947. Two months later he left the R.A.F. and took his " B " Licence and Second
Navigator's Licence with Straight Aviation Training Ltd. before joining Boulton Paul in August, 1947. He was killed alongside BPA Chief Test Pilot Lindsay Neale in an accident to a prototype Balliol T.2 on February 3rd 1949. The aircraft was being flown from Wolverhampton Airport on one of a series of diving tests by Mr. Lindsay Neale, with Mr. Tisshaw acting as observer. After brief tests from some 14,000ft, the Balliol was seen to be descending at very high speed and crashed in a field about half a mile from the airport, both pilots being instantly killed. The cause of the accident was due to the canopy becoming detached.
Peter Tisshaw belonged to a generation of " up and coming " young test pilots, and his skill in flying and reliability of judgment had already commanded the respect of his colleagues.
Quiet in manner and very likeable in disposition, he was happiest when in the air.

ACdre George F.A Skelton 1909-1985

2011-11-17T11:34:00.003Z

George Skelton joined Boulton Paul Aircraft as a test pilot in 1937,flying Defiant's and Rocs. He was recalled to the RAF in 1939 jonig No 264 Sqn, the first Defiant unit.

Taking off at 04.15 hrs o Monday 13th Ma 1940 from Martlesham along with 5 other Boulton Paul Defiant's and 6 Spitfires from 66 Squadron. F/Lt George Skelton and Air Gnr Jack Hafield were flying Defiant L6969. The object being to patrol the Dutch coast between Ijmuiden and the Hague to attack German troop transport.They flew across the North Sea, making landfall about ten miles north of The Hague at 0515, after which all aircraft turned north. Over IJmuiden they were fired on by Dutch anti-aircraft guns located on the south side of the harbour. The guns were firing accurately but they ceased fire immediately the British signalled the Dutch letter of the day. All aircraft turned about and flew south along the coast. More fire, this time German, was met over Maassluis which caused sections to take evasive action. Shortly after, the No. 66 Squadron Spitfires turned east towards Rotterdam where there were fires raging in various places while the Defiant's followed a more southerly route. Approaching Rotterdam, the crews of both flights saw about seven German Ju 87 Stukas (belonging to 12. Staffel of Lehrgeschwader 1) dive-bombing a target to the south-east. The Defiant's went in to the attack and a ferocious air battle developed. Shortly after, Bf 109's from 5. Staffel of Jagdgeschwader 26 joined the battle, which then developed into a series of individual dogfights. Hit by German fighters, the pilot of Blue 1, Flight Lieutenant George Skelton, lost consciousness and the aircraft went into a spiral dive. His gunner, Pilot Officer Jack Hatfield, tried in vain to contact his pilot and finally abandoned the plane.After Hatfield had left the aircraft by parachute, Skelton regained consciousness and, being wounded and possibly to low to bail out, tried to save himself by gliding down to a strip of reeds to break his impact. He made a perfect emergency landing at the edge of the Donge River south of the town of Geertruidenberg where the wrecked aircraft would remain for a considerable time. The seriously injured pilot was brought to the St Theresia Hospital at Raamsdonksveer, where Dr. Charles Lips treated him. Initially the hospital staff hid Skelton but eventually the Germans found him and he was transferred to Germany where he remained in various camp hospitals until, due to his injuries, he was eventually repatriated to Britain via Sweden in 1943.

Thanks to the treatment he received from German doctors, Skelton was later able to fly again. In late 1944, after France had been liberated, he spent some time in Cannes with his wife and family to speed up his recovery. He later carried out administrative and technical duties in the RAF and in 1945 he was promoted to Squadron Leader. Two years later he was further promoted to Wing Commander and, from December 1948 to December 1950, served as Air Attaché in Prague. In 1952, now a Group Captain, he took a course at No. 101 Flying Training School to maintain his flying skills and later took a further course at No. 215 Advanced Flying Training School at Finningly. In 1954 he was posted to 2nd Tactical Air Force in Germany and in April 1956 promoted to Air Commodore. In 1959 he was appointed Chief of Air Staff but he left the service on his retirement later that year and returned to the south of France with his wife. His health deteriorated in 1979 and he returned to England for treatment. He died in King Edward Hospital in London on October 18, 1985, aged 76

Douglas Webster 'Tommy' Lucke 1909-1972

2011-11-16T19:35:00.005Z

Douglas Webster 'Tommy' Lucke was born in Mexico. He had a colourful career from the time
when, at the age of 20, he worked his passage from Texas to take an R.A.F. short-service
commission.
On completing it he joined Ethyl Export for flying duties which took him to many parts of the world. In 1937 he joined Bristols as an instructor, then re-entered the R.A.F. and was engaged on flying which included work in connection with countering the magnetic mine and the development of the Mohne Dam weapon and of airborne lifeboats. From 1946 to 1948 he was with B.O.A.C. as chief test pilot at Croydon. He was appointed C.F.I, to the Royal Egyptian
Air Force and served for a year before giving up active flying for health reasons. In 1954 he joined the Sales Department of Export Packing Service, Ltd., a large proportion of whose work consists of the preparation of aircraft and components for transportation.

Richard A.V. Hazlehurst 1922-1960

2011-11-16T11:31:00.004Z

Richard Hazlehurst flew with Bomber Command during the war and won the DFC, joined Bristol Siddeley Engines as a test pilot in 1959. He had 7,800 flying hours on 30 different types of aircraft. He was killed in an accident at Filton to a Fairey Gannet along with two of the company's flight development technicians, P. Field and E. P. Potter.

Barry Radley 1923-dec

2011-11-13T09:34:00.005Z

After joining the R.A.F. in 1938, he became a night fighter pilot in No. 125 Sqn. during the war, and an R.A.F. test pilot in 1946. Was at E.T.P.S. in 1949 on No8 course, and at R.A.B. for 21 years. Flew with Sabena for six months before joining Hunting Percival in 1953. He became deputy chief test pilot of Hunting Aircraft and latterly joined IATA in Montreal until 1962 before sailing for South Africa in 1963 to join the Department of Transport in Pretoria as a senior inspector of flying. A member of the Society of Experimental Test Pilots, He had over 5,000hr flying on 140 different aircraft types.

George F. Thornton DFC

2011-11-13T09:33:00.003Z

George F. Thornton DFC joined de Havilland Aircraft from the R.A.F. in 1949 as a production and development test pilot at Hatfield. He trained in the U.S. (1942-43) and flew Mustangs
and Spitfires with No. 2 Sqn., 2nd T.A.F. (1944-45). Was with No. 208 Sqn. in Palestine (1947)
then at the C.F.E., West Raynham, for his last two years of R.A.F. service.

James 'JB' E. Brown III 1954-

2011-11-02T11:26:00.003Z

James Brown III was born in 1954 and grew up in Birmingham,Alabama. His interest in flying developed with help from his father, who was an amateur pilot. The young man dreamed of one day becoming an astronaut. He attended the Virginia Military Institute (VMI) in Lexington,Virginia and graduated in 1976 with a Bachelor's Degree in Civil engineering. Brown's first solo flight occurred in February 1976.

After graduating from VMI, Brown was commissioned as a 2nd Lt in the United States Air Force. He entered the Undergraduate Pilot Training program in 1977 and earned his wings the following year. Brown's first operational tour began in 1979 with the 480th Tactical Fighter Squadron of the 52nd Fighter Wing at Spangdahlem Air Base in Germany where he flew the F-4 Phantom II. On his next tour, Brown flew the F-5E Tiger II with the 527th Aggressor Squadron at RAF Alconbury in England.

He is the chief test pilot for the F-22 Raptor program and is stationed at Edwards AFB in California where he performs activities including avionics testing, flight envelope expansion, and the creation of procedural flight manuals for the Air Force. Previously, he was the chief test pilot for the F-117 Nighthawk. Brown is a Fellow and past president of SETP and is a Fellow of the RAes.

Graham T. Tomlinson 1950-

2011-10-24T11:39:00.004Z

In 24 years with BAE Systems, Graham tested Hawks and Harriers at Dunsfold in Surrey before relocating to Fort Worth in Texas as the lead STOVL test pilot. He was a Harrier pilot with the Royal Air Force before joining BAE Systems. He was selected to fly the first STOVL aircraft, BF-1, and to be the lead test pilot for the STOVL flight test programme due to both BAE Systems’ and Graham’s personal STOVL experience

In 2010, Graham made the first vertical landing of the F-35B Joint Strike Fighter at Naval Air Station Patuxent River in Maryland.

He was presented with the prestigious Guild of Air Pilots and Air Navigators (GAPAN) Derry & Richards Memorial Medal, given in recognition of outstanding contributions in advancing the art and science of aviation.

Jean Bongiraud

2011-10-12T10:54:00.002Z

The Falcon 50 EX made its first flight at Mérignac on April 10, 1996, piloted by Jean Bongiraud and Etienne Faurdessus.

Lindsay Cumming 1929-2007

2011-09-15T12:49:00.002Z

He volunteered for "weapons trials" with the RAF in Australia and in 1956 he was senior flight commander in No 76 Squadron, flying Canberra bombers through the rising atomic bomb mushroom cloud to collect samples. He took part in Operation Mosaic, the initial testing of the UK's atomic bomb on the Monte Bello islands, before further nuclear tests at Maralinga, in the Southern Australian desert. In 1957, he moved to Christmas Island in the Pacific to take part in Operation Grapple 1, the testing of the UK's first H Bomb. This required sampling at maximum altitude and flying battle formation at 55,000ft. During this period he received the maximum permitted dose of radiation.

He then went on to take up a seemingly less hazardous occupation as a sales/demonstration/test pilot for Shorts Brothers. Nevertheless, in 1971, he was with the Nepalese royal family when the queen was shot in a hunting accident. The British ambassador described the incident as follows: "Cumming was required to evacuate her majesty from the camp back to Kathmandu some 300 miles away, at dead of night, with no navigational aids and with what I understand to have been a 30 per cent risk of never getting through at all. At the best of times, this is a tricky country to fly in. On top of that, Cumming was required to accept an enforced altitude limitation, which he knew to be positively unsafe, because of the queen's condition. Despite these very severe handicaps, he succeeded in bringing his aircraft through by dead reckoning to an airport which has no night flying facilities as if the whole operation was being carried out under ideal circumstances in broad daylight." The king of Nepal had a special silver medal struck and awarded it to the three members of the crew.

Lindsay Logan Cumming was born in 1929 in Dunblane, Perthshire. At his prep school, Hurst Grange, he won seven cups on his final sports day. He won a scholarship to Glenalmond in 1943, where he continued to excel at sport. He spent his National Service in Kenya as an officer in the Royal Engineers before studying civil engineering at Edinburgh University. He joined the University Air Squadron, surviving a crash in 1952 when he flew a Chipmunk into telephone wires on the approach to Turnhouse Airport. He won the Trevelyan Scholarship in mathematics in 1950, graduated in 1952 with a first-class honours degree and joined the RAF. From his university days, he was a regular on the Cresta Run at St Moritz, making the RAF team and winning a number of individual awards, including the Stagni Cup in 1954 and the Coppa D'Italia in 1958. He was also in the RAF ski team. He was awarded a "Green Endorsement" in 1955 for "night recovery of a Canberra following a full runaway of the tailplane actuator", a situation that demonstrated his quick thinking and calmness in a crisis. Following two years as a flying instructor on Vampires at Linton-on-Ouse, he was promoted to squadron leader in 1960 and posted to command the Queen's University Air Squadron, in Belfast. Attendance at the RAF Staff College in 1963 was followed by staff duties as personal staff officer to the commander-in-chief of Far East air force, in Singapore. Cumming returned to the MoD in London in 1966, but he hated "flying a desk" and left the RAF in 1968, joining Shorts Brothers as a sales/demonstration pilot. After two years flying Skyvans in Africa, the Middle and Far East, he was promoted to test pilot in 1970 and to chief test pilot in 1976. During this time, Cumming made a significant contribution to the development of the Shorts commuter aircraft, the SD3-30 and the 360. He flew the Shorts 360 on its maiden flight and the first production aircraft C-23A Sherpa. One of his tasks at Shorts was the regular ferrying from Scotland to Northern Ireland of all the explosives needed for the warheads of Shorts' missiles, known as the "Schweppes Run". He regularly flew at both the Farnborough and Paris Air Shows. In 1984, aged 55 and after 16 years with Shorts, he retired

S.L 'Lew' Wallick 1924-2009

2011-09-06T13:03:00.002Z

Lew Wallick grew up on a Kansas farm with his parents and four siblings. At 17, he joined the Naval Aviation Cadet program. He was supposed to be part of the invasion of Japan in World War II, but then the United States dropped the atomic bombs in Japan, and he never saw combat.After the war, Wallick earned a degree in mechanical engineering from Kansas State University and soon went to work at Boeing, first in Wichita and then in Seattle. He spent 35 years with the company, retiring in 1986 as Chief Test Pilot and Director of Flight Test.Along with flying the first 727, he was pilot or co-pilot on the first flights of the Boeing 737, 747SP, 757, 767 and more.

Don Cartlidge 19xx-2010

2011-09-05T17:36:00.003Z

Don Cartlidge was a graduate of the Empire Test Pilots' School. he made the maiden flight of the first Aviation Traders ATL-98 Carvair, which took off from Southend Airport at 08.26 on the
morning of June 21 1961.

Capt Fred Hefford OBE, DSC, AFC, RN(ret)

2011-09-05T08:20:00.002Z

Cdr Geoffrey R. Higgs AFC

2011-08-26T10:34:00.005Z

Geoffrey R. Higgs was eighteen when he volunteered for the Fleet Air Arm as a pilot. Training in Canada began a Naval flying career that spanned thirty-years. Front line squadron service, embarked on aircraft carriers, was followed by qualification as a flying instructor. Selection for the Empire Test Pilots School at Farnborough and qualification as an experimental Test Pilot changed the direction of his naval career. In all Geoff Higgs flew nearly one hundred types of aircraft and carried out close to a thousand deck landings. Initial flight testing of a number of new naval aircraft, as well as research flying in support of the development of aircraft such as the English Electric Lightning and Concorde added to a unique career.
In 1965 as CO of 'C' Squadron he also took 3 Buccaneer Mk 2 Aircraft to Naval Air Station Patuxent River in Maryland, NAS Pensacola in Florida and the Carrier USS Lexington for Hot weather Trials.

Maurice Summers 1911-2001

2011-08-16T08:02:00.002Z

Maurice Summers (Left) with Gerry Sayer

Maurice Summers was born in Hull. His first flight was on January 15, 1930 at the age of 18. He served on active duty in the Royal Air Force and Fleet Air Arm until 1934 when he became a test pilot. Prior to World War II, Mr. Summers delivered aircraft around the world including two tours with the Chinese Air Force in 1937 and 1939. In 1940, Mr. Summers was placed in charge of Bomber Development Flying for Vickers Armstrong. In March 1941, he piloted the first B-24 ''Liberator'' Bomber to England setting the then Trans-Atlantic speed record of 7-1/2 hours. Twice during his flying career Mr. Summers' life was saved by parachute. He met with a
serious accident while flying a Warwick and was grounded for medical reasons. He was placed in charge of Vickers information and publicity department.Previous to joining Vickers - Armstrongs, Mr. Summers was for a considerable time with the Gloster Aircraft Co., Ltd., as a
test pilot, and worked with the late Gerry Sayers.His brother Joseph was the reknowned Vickers test pilot.

RADM F. Taylor Brown 1925-2011

2011-08-15T21:56:00.001Z

Francis Taylor Brown, a retired U.S. NavyAs a test pilot set a world time-to-climb record in 1962 in a F4H-1 Phantom Jet, reaching an altitude of 65,000 feet in 2 minutes, 58.5 seconds from a standing start.
Brown, born in Ashland, Wis., got a chance right out of high school at Navy flight training during World War II when the Navy opened the training in 1943 to high school graduates instead of applicants with two years of college. He went on active duty and flew the F6F Hellcat in fighter training in 1945-46.
In 1948, Brown flew an FJ-1 at 489.53 mph to win the prestigious Bendix Trophy cross-country air race for the jet division category, for which he received a plaque with his name inaccurately listed as “F. E. Brown” instead of F.T. Brown. Brown went by F. Taylor Brown.
Brown served combat tours in the Vietnam War, flying 24 combat missions between August 1964 and December 1965. As commander of the Air Wing Nine, USS Ranger, Brown led the first coordinated Navy Air Force attacks against North Vietnam in 1965.
He flew more than 65 kinds of aircraft and established two national and world records in aviation. He was a recipient of two Distinguished Flying Crosses and two air medals. While assigned to the Naval Air Special Weapons Facility in 1954, he was a ground observer during tests of atomic bombs north of Las Vegas.He was commanding officer of the USS Inchon, a helicopter carrier, in 1971 before his promotion to rear admiral assigned to the National Military Command Center in the Pentagon. He later was a defense attache for the U.S. State Department in London

AVM Geoffrey Cairns CBE, AFC 1926-2009

2011-08-09T11:54:00.004Z

As a test pilot with the RAF in the second half of the 1950s, Geoffrey Cairns found himself in the middle of an exciting — and dangerous — phase of British fighter aircraft development at the Aeroplane & Armament Experimental Establishment at Boscombe Down, Wiltshire.The RAF had by then left the straight-wing Vampires and Meteors of the postwar period behind it and for its frontline fighters was progressing through the development of its transonic swept-wing types such as the Hawker Hunter, Supermarine Swift and Gloster Javelin en route to the truly supersonic age represented by the awesomely fast English Electric P1 (later to become the Lightning).It was an era of rapid change in which the development of materials used in air frames struggled to keep up with dramatic increases in engine power, as had earlier been starkly demonstrated when a DH110 (later to enter naval service as the Sea Vixen) broke up in the air over the Farnborough air display of 1952 killing its two crew and 30 spectators on the ground. At Boscombe Down Cairns flew many weapons testing trials in the Hunter, the RAF’s outstanding fighter of the transonic period, as well as the Swift and the delta-wing Javelin.Then, at the end of his first year at Boscombe Down, he was appointed project officer for the P1, which, with its twin Rolls-Royce Avon engines delivering more than 32,000lb static thrust — more than three times the power of the Hunter — represented a quantum leap in fighter performance for the RAF.Cairns was soon conducting trials of the aircraft, which proved it to be capable of Mach 2, twice the speed of sound, and of a service ceiling of well over 65,000ft, an experience that, as he himself admitted, had its alarming moments. The P1 was to enter RAF service with the Central Fighter Establishment as the Lightning at the end of December 1959.Cairns was to remain at A&AEE from 1957 to 1960, an unusually long tour. For the range and breadth of his contribution to flight testing at a crucial period of the Cold War when the RAF and Navy were much exercised with keeping pace with Soviet aircraft developments, Cairns was awarded the Air Force Cross at the end of his time at Boscombe Down in 1960.

Geoffrey Crerar Cairns was born in 1926 in Yorkshire and educated at Loretto School, Musselburgh, and the University of Cambridge, where he took a special short wartime course in mathematics.He also joined the University Air Squadron from which it was a short step to an RAF commission. The war had just ended by the time he received his first posting, to 43 Squadron, which was then operating Spitfires from Italy and then Austria. He was subsequently appointed to 73 Squadron, then based in Malta, and he moved with it to Cyprus, where he converted to Vampires. Back in the UK, after a period as a flight commander with 72 Squadron at RAF Odiham he became a flying instructor on Meteors.One of his most enjoyable postings in this early stage of his career was as Adjutant to the Royal Hong Kong Auxiliary Air Force between 1953 and 1956. This “mini-air force” operated eight late-mark Spitfires that were finally withdrawn from service in 1955. On that occasion Cairns led the RHKAA’s farewell Spitfire flypast, making sure he touched down last, as the “last man” to fly a service Spitfire.

On his return home he reported to the Empire Test Pilot’s School at Farnborough where his record on the exacting year-long course made him a natural candidate as a test pilot at A&AEE Boscombe Down. During his RAF career he was to spend a total of seven important years in this cradle of RAF aircraft development.His first tour there completed, he converted to helicopters after a spell at the MoD, and was appointed chief instructor on helicopters at the Central Flying School, RAF Turnhill, in 1963. This slotted in perfectly with his return to Boscombe Down as Superintendent of Flying in 1968, when he was involved in several Anglo-French helicopter projects.He also air-tested the V/STOL Harrier, to become famous since that time for its performance both as a fighter and ground attack aircraft in a number of conflicts around the world, and the American Mach 2 McDonnell Douglas Phantom, which was acquired, as a “stop-gap” by both the Royal Navy and the RAF in the 1960s. After a further period at MoD on defence operational requirements, he was appointed CBE in 1970.

Cairns was to return to Boscombe Down for a second time as commandant, 1972-74, again in an era of rapidly evolving test flying.After a further spell, 1974-76, as Assistant Chief of the Air Staff (Operational Requirements) in which he was involved in the debate over whether to evolve a fighter variant of the multinational Panavia Multi-Role Combat Aircraft (MRCA, later to become familiar as the Tornado) or opt for one of the proven American air superiority fighters (he himself preferred a US aircraft).Cairns ended his career in what had been the old Coastal Command (by then reconstituted as 18 Group). He was its Chief of Staff, 1978-80, and was elected FRAeS in 1979.In retirement Cairns was an avionics industry consultant and also, from 1982 to 1987, a director of Trago Mills (Aircraft Division). As such he test flew the Trago Mills SAH 1, a light aircraft, which was the brainchild of the retail entrepreneur Mike Robertson who had started his remarkable all-purpose store, Trago Mills, in a shed alongside the A38 near Liskeard in Cornwall, and seen it grow to cover several sites in Devon and Cornwall. Cairns demonstrated the Trago SAH 1 at Farnborough, and he continued flying until 1994. By the end of his career he had flown 118 aircraft types, ranging from light piston-engined aircraft to the four-jet Nimrod maritime reconnaissance aircraft and Mach 2 fighters.

James A. McKinney 1945-2011

2011-06-08T13:53:00.003Z

F-16 pilots Neil R. Anderson & James A. McKinney (right).

James A. McKinney was the owner of Peachtree Movers, former President & Senior Vice President of FedEX Logistics, VP Flight Ops, former experimental test pilot for General Dynamics, Navy Test Pilot, Top Gun F-4 pilot, serving 2 tours in Viet Nam aboard the USS Constellation & the USS America. He was a 1967 graduate of the U.S. Naval Academy at Annapolis, Maryland and graduate of Bishop J. O'Connell High School in Arlington, Virginia.

Maj David W. Peterson

2011-04-25T22:15:00.003Z

F-15 Streak Eagle pilots (from left) Maj. W.R. Macfarlane, Maj. Roger Smith and Maj. Dave Peterson.

Colonel Roger J. Smith

2011-04-25T22:14:00.004Z

F-15 Streak Eagle pilots (from left) Maj. W.R. Macfarlane, Maj. Roger Smith and Maj. Dave Peterson.

Colonel Roger J. Smith, as the first Air Force pilot assigned to the F-15 program, was responsible for much of the early development and testing of the F-15. A tactical fighter pilot in F-100, F-105, A-37 and F-15 aircraft, Colonel Smith flew 203 combat missions over Southeast Asia. He graduated from the USAF Test Pilot School at Edwards Air Force Base in 1965. Returning to Edwards AFB in 1969 after his combat tour, Smith was the first USAF pilot assigned to the F-15 program. Serving as Deputy Test Director until 1975, he was the ninth overall pilot to fly the Eagle and attained several firsts as well. Project Streak Eagle set all eight world time-to-climb records and was the result of a proposal instigated and directed by Smith and performed by him along with two other test pilots. Colonel Smith took the F-15 to Bitburg Air Base in Germany, where he commanded the first F-15 squadron in Europe from 1977 to 1979. Retiring as Director of Flight Test at Eglin Air Force Base, Florida, he completed his career with Sverdrup Technology at Eglin AFB in Florida as their Deputy Director of Test and Evaluation. Colonel Smith is a Fellow of the Society of Experimental Test Pilots and recipient of the Mackay Trophy in 1975. He earned the Distinguished Flying Cross, Bronze Star and Air Medal with 19 Oak Leaf Clusters. He has logged more than 6,000 hours in over 45 types of aircraft.

Col Willard R. MacFarlane

2011-04-25T22:12:00.004Z

F-15 Streak Eagle pilots (from left) Maj. W.R. Macfarlane, Maj. Roger Smith and Maj. Dave Peterson.

Col Willard R. MacFarlane was awarded the prestigious Mackay Trophy by distinguishing himself in the most meritorious flight of 1974. Then-Major Macfarlane, with Major Roger Smith and Major David Peterson, demonstrated the outstanding performance of the new McDonnell Douglas F-15 Eagle during Operation Streak Eagle at Edwards AFB, California, and Grand Forks AFB, North Dakota. Macfarlane set eight world time- to-climb records, his highest being to 12,000 meters in just 59.38 seconds. His extensive background included duty in Southeast Asia flying missions in the F-4, F-104, and O-1E, exchange duty with the Royal Air Force flying the Hawker Hunter, instructor in combat tactics for the German Fighter Weapons School and as Deputy Director of the F-15 Joint Test Force. A graduate of the USAF Academy, he is a native of Ogden, Utah.

Col Joseph W. Rogers 1924-2005

2011-04-25T21:12:00.006Z

Born on May 28, 1924 in Chillicothe, Ohio, Joseph W. Rogers began his historic aviation career when he joined the Army Air Corps on May 23, 1943. After graduating Aviation Cadet Training Class 44H at Williams Army Air Field, Arizona, in 1944, Rogers served as an instructor pilot flying AT-6 Texan and BT-13 Valiant training aircraft at Minter and Merced AAF’s.
In 1946, Rogers received orders to join the 431st FBS of the 475th FBW based at Kempo, Korea to participate in United State’s effort to reinforce U.N. forces in that nation. On November 8, 1950, the then Capt. Rogers achieved a rare MiG-15 jet kill while flying in his piston-engine F-51D Mustang named Buckeye Blitz VI. After four years of combat in the F-51, Joe transitioned into the F-80 Shooting Star with the 36th Fighter-Bomber Squadron of the 8th Fighter-Bomber Wing. By the end of his involvement in the War, Rogers logged almost 200 missions in the Korean Theater.
Back on US soil, the newly appointed Major continued his flying career with the famous 71st Fighter Squadron flying F-86A Sabre. In 1954, Rogers entered F-86D Maintenance School and later USAF’s Test Pilots School, among the students in his class were future astronauts L. Gordon Cooper, Jr. and Virgil' Gus' Grissom. After graduation, Rogers joined the F-86D Test Program, and later the F-102A/B / F-106A/B Interceptor Development Programs. During his next assignment as Project Officer for F-106 integration at Air Defense Command Headquarters, Joe was chosen for a project that changed his life.
After the Air Forces selection of the F-106 Delta Dart to make the Services latest attempt at the Absolute Speed Record, there was no question who would pilot the aircraft in this joint USAF / Convair project, Maj. Joe Rogers. On December 15, 1959, the Major became the fastest Jet Pilot in the World after flying F-106A # 56-0467 to an average speed of 1525.95 mph. F-106 # -0467 flew the record flight after F-106A # 56-0459 experienced technical problems throughout the project. On its last flight in Firewall # -0459 became uncontrollable, fortunately Rogers was able to “settle her down” and land the aircraft. In honor of his skillful airmanship demonstrated during the "Firewall Project" Rogers received worldwide recognition and was presented the Distinguished Flying Cross, The DeLavaulx Medal, and the 25th recipient of the Thompson Trophy, an award that can be traced back to the National Air Races in 1929.
In 1960, Lieutenant Colonel Rogers took command of the Air Force's largest Fighter Squadron, the 317th Fighter-Interceptor Squadron formerly based at McChord AFB, now headquartered at Elmendorf AFB, AK. Joe proved to be one of the Squadrons best Pilots flying in the F-102 Delta Dagger, this fact confirmed after winning the USAF’s Air to Air Weapons Meet, "Top Gun" award in 1963. The Fighter meet named William Tell is a competition that pits the best Fighter-Interceptor aircrews from around the Air Force.
After a four year command of the 317th FIS, Joe was lured back to flight testing when he took command of the SR-71A / F-12A Test Force. On December 18, 1969, Joe cheated death once again. While flying a test mission with SR-71A # 64-17953, Colonel Rogers and his RSO, Lieutenant Colonel Gary Heidelbaugh experienced an in-flight explosion causing a very dangerous high-speed pitch up. Unable to regain control of the aircraft, both men were forced to eject from the aircraft.
In 1973, Joe was thrust back into combat in the skies of Asia as the Vice Commander of the 3rd Fighter Wing in South Vietnam. He flew more than 40 missions, most of them in the A-37 Dragonfly and the F-4 Phantom II. Later, Rogers served as Asst. Deputy Commander of the 7th and the 13th Air Forces in Vietnam.
In February 1975, during his final assignment as Chief of Staff for Operations at Aerospace Defense Headquarters, Joe Rogers retired from the Air Force after a 29 year career. After retirement Joe signed on with Northrop Aerospace, where he worked in the companies Fighter Division, Asian-Pacific Region, marketing F-5 Tiger & F-20 Tigershark fighter aircraft. Rogers retired after 13 years, but provided his valuable aviation knowledge to the company as a consultant.

Capt Walter W. Irwin

2011-04-25T21:07:00.003Z

Capt. Walter W Irwin established a new world speed record of 1,404.1 mph over the precision speed measuring course at Edwards AFB, CA., in a Lockheed F-104A Starfighter.

Col Adrian Eason Drew 1920-1985

2011-04-25T21:00:00.001Z

December 12, 1957, Operation Fire Wall: Maj. Adrian Drew, of the 27th Fighter Bomber Wing, Bergstrom AFB, TX, established a world speed record of 1,207.6 mph in a F-101A Voodoo (sn 53-2426) in a course over Edwards AFB, CA.

Thomas W. Attridge 1923-1997

2011-04-20T09:19:00.006Z

Born in 1923, and the son of a native-Irish New Jersey pastor, he graduated from the elite Phillips Exeter Academy in 1942 amidst the war clouds of the Second World War. Going into the Navy, the young Ensign married, and was sent to the Pacific, where he flew Hellcats with Air Group 21 (Fighting Squadron 21 - VF-21), aboard the USS Belleau Wood (CVL-24). In June of 1944, the unit was engaged in air support of ground mop-up operations on Guam, followed by initial strikes on Palau and the Philippines. In October, the unit launched strikes on Okinawa, Formosa, Luzon, and Leyte, and participated in the Second Battle of the Philippine Sea, striking the northern Japanese force, consisting of four carriers, two battleships, and multiple cruisers and destroyers.
He became a test pilot for Grumman and in 1956 was the centre of a bizarre occurence when he 'shot himself down' when he flew into its own ordnance trajectory during a test firing of its 20 mm cannons. Attridge continued his work with Grumman, returning to flight status less than six months later. Afterwards, he would become the project manager for LEM-3 - the first lunar module rated for human flight. It flew as "Spider" with the crew of Apollo 9. He would also go on to become vice president of Grumman Ecosystems, the company's environmental management and research venture, which resulted in advances that resulted in the digital camera. He passed away in 1997.

Kevin L. Bredenbeck

2011-04-19T07:34:00.005Z

Kevin L. Bredenbeck is Director of Flight Operations and Chief Test Pilot for Sikorsky Aircraft. Kevin is responsible for the global oversight and operations of the Sikorsky Flight Office, and Flight Operations. Kevin’s charter is to provide the leadership and oversight ensuring that Sikorsky continues its outstanding flight test development safety record across global operations, including definition and implementation of processes and procedures that guarantee that success.

Since joining Sikorsky Aircraft in May of 1994, Kevin has performed in a variety of assignments from Test Pilot to Director Test & Evaluation and been instrumental in developing new technologies for the various production models and the test flying on numerous growth and development programs.

At present he stays busy with the test teams responsible for the six ongoing development programs at Sikorsky. The FBW H-92, the FBW U.S. Army UH-60MU Black Hawk, S-70i International Black Hawk, the S76D, the FBW U.S. Marine Corp CH-53K Super Stallion and the FBW X2 high speed demonstrator helicopter in which he has been involved with since its inception back in 2004.

Prior to joining Sikorsky Aircraft Kevin was an officer in the U.S. Army where his responsibilities ranged from aviation maintenance and contracts, to aero-medical combat operations. Prior to the Army he was an engineer with Sikorsky Aircraft, Stratford, Connecticut and an engineer with United Space Boosters Incorporated, Kennedy Space Center, Florida.

Kevin received a Bachelor of Science degree in Aeronautical Studies & Avionics from Embry-Riddle Aeronautical University, is a graduate of National Test Pilot Schools Rotor-Wing Course. Professional training includes the Center for Creative Leadership and the Darden United Technologies Corporation Executive Leaders Program.

He has flown over 24 different fixed-wing and over 35 different rotary-wing types including all Sikorsky series production aircraft. Both military and civilian has accumulated over 6000 total safe flying hours rotary wing and fixed wing in all environments; domestic, international, test and combat. Kevin has received numerous decorations * and awards for aviation safety, performance, and combat service and set an NAA world record in the S70. As for the X-2 Technology Demonstrator in

Professional Affiliations include; Army Aviation Association America, American Helicopter Society, National Aeronautics Association and Society of Experimental Test Pilots.

George Gordon

2011-04-19T07:27:00.007Z

Pratt and Whitney B-52 Test Crew, Stan Hopperstead, George Gordon, Dan ? Drost and Dan Culhane

B-52 with Pratt and Whitney JT-9D test engine

George Gordon joined the AirForce during the Korean war, having never thought about a military career, however, he did like to fly and had taken lessons in an Aeroncia while in high school. He applied for Aviation Cadets after he enlisted ( had 2 years of college at the time). He flew the T-6 & B-25 graduated and went to SAC to fly B-50's, when he reached the 1000 hours needed to check out as Aircraft Commander (he had 1008), he then went to B-47 school, flew for part of a year, got out and back to college to finish his degree in Mechanical Engineering. Whilst in college (Stevens Institute of Engineering) he joined the NY ANG; and started to fly B-26's, changing to F-94B's (for a year), then changed to F-86H's, in which he had a couple of flights. He then flew C-119's, shortly after that he quit (that was the worst thing he ever flew!)

After college, he went to work at North American to work on the B-70, in a group called Flight Test Projects (where he met Scott Crossfield there; the X-15 was just starting to fly). When the B-70 (and F-108) were canceled, NA laid off 2000 engineers, including George. He joined PWA as a test engineer in mechanical components. After a year and a half he joined the Mass Air National Guard (F-86H's); two months later he was called up for the Berlin Wall build-up, spending a year in France, mostly flying the T-33, as he had not yet checked out in the F-86. He retired from the Guard (& AF) in 1978 as a Lt/Col. He also left PWA at that time to pursue other interests (going into business with his brother)

Stanley J.Kakol 1926-2006

2011-04-18T06:42:00.003Z

Stanley Kakol in X-22

Stanley Kakol (left) with fellow test pilot Paul Miller

Mr. Kakol attended the University of Rochester, Hobart College and the University of Pennsylvania. During the early Navy V-5 and V-12A flight training program he graduated from the U.S. Navy Flight School at Pensacola on his 21st birthday in November 1947, and after completing a tour of duty with a patrol squadron flying the PB4Y-2, was assigned to VX-1, where he served as a Project Pilot in the low altitude night searchlight and auto-pilot evaluation of the only Douglas AD-5S. He was also a Project Pilot on OP-VIO9 in the development of helicopter sonar both day and night, and project BU-V77 minesweeping with helicopters. He joined General Electric in early 1958 as an Engineering Test Pilot and flew the HSS-IF (S-58T) and the HSS-2 (S-61) helicopter on development flight tests of the GE-T-58 turbo-shaft engine. Flight tests covered the engine starting envelope, inlet distortion, load sharing, transient and steady state free turbine droop, salt water ingestion, power management, performance, and emergency throttle operation. He left GE for Bell Aerospace as their Chief Experimental Test Pilot and flew the V/STOL ducted propeller X-22A aircraft on its first and subsequent 100 flights. He conducted all of the structural demonstrations and handling qualities investigation per mil spec. 8708 to the limit of the aircraft's capability, and after experiencing a double hydraulic failure in the flight control system, survived an emergency landing in which the airplane was destroyed. He delivered a technical paper on the X-22A to the X1 SETP 1966 Symposium, and the East Coast Section. He left Bell for Overseas National Airways (DNA) as a Lockheed Electra Captain, and later upgrading to the DC-9. He left DNA for a position as a Flight Test Pilot for the FAA's Eastern Region. He was then employed by General Electric again as an Engineering Test Pilot assigned to Construcciones Aeronáuticas, S.A. (CASA) of Spain performing engineering test flights of the CN-235 Regional Air Transport powered by GE CT-7-7 turbo-prop engine leading to FAR-25 certification. He participated in the 1984 Farnborough Air Show, and the 1985 Paris Air Show demonstrating this aircraft. He had flown over 40 different aircraft; has amassed over 20,000 flight hours,

Richard A. Balzer 1931-1994

2011-04-17T06:51:00.005Z

Richard A. Balzer Sr was a pilot with the Boeing Defense & Space Group Helicopters Division in Ridley Park for 30 years. He was the chief project pilot on the V-22 Osprey tilt-rotor aircraft,making the maiden flight on 19th March 1989.
He had been a Marine attack pilot who enlisted during the Korean War and later a pilot with New York Airways, a commercial airline.

Robert L. Hall 1905-1991

2011-04-13T18:44:00.006Z

Robert L. Hall was born in was born in Taunton, Massachusetts in 1905. In 1931, Robert Hall won $3150 at the Cleveland National Air Races. Hall was chief engineer and test pilot at Grumman. In 1936, becoming the first pilot of the XF4F-2 Wildcat, the G-21 Goose in 1937, the XP-50 in 1941, the XF6F-1 Hellcat in 1942 and the F-8F Bearcat in 1944.

Julius Barr 1905-1939

2011-04-13T18:23:00.003Z

On March 18, 1939, a prototype of the Boeing Stratoliner crashes on Mount Rainier on a test flight, killing the Boeing Company's Chief Engineer and Chief Aerodynamicist and eight others.

According to the findings of the accident investigation, the aircraft was at 10,000 feet when the maneuver was attempted. The airplane stalled and went into a spin. This failure was traced to ailerons and a tail fin too small for this design (plans to modify the original bomber flight surfaces had already been finalized, but had not been incorporated into the prototype). Boeing test pilot Julius Barr and von Baumhauer attempted to recover from the spin, but their struggle against the control column resulted in the wings and tail section separating from the fuselage. Also killed in the crash was Boeing Chief Engineer Earl Ferguson, a representative from TWA, and five other Boeing employees.

Roma Lee Stephens 1901-1982

2011-04-13T13:04:00.006Z

R.L Stephens, Chief Test Pilot for Goodyear. He made the maiden flight of the FG-1 Corsair.

Maj Phil Neale 1930-1965

2011-04-13T11:03:00.008Z

With Dassault Balzac

in cockpit of XV-5A

With the CL-757

Major Phillip E. Neale Jr was born in El Paso, Texas on the 24th January 1930. He graduated from Las Cruces New Mexico High School where he distinguished himself as a letter man in three sports and served as president of the student body. He worked his way through college and won his letter in football for 3 years, service as co-captain in his senior year. His collegiate activities merited his inclusion in the Who’s Who of American Universities. He graduated from New Mexico State University in January 1952 with a degree in Agricultural Engineering and he received his commission in the USAF through his campus ROTC.

He entered active service 7th April 1952. He received his pilot training (Primary and basic) at Stallings AFB, North Carolina and Bryan AFB, Texas, graduating as a jet qualified pilot. In succeeding months he graduated from the Day Fighter Gunnery School, Nellis AFB, Nevada, the Jet Instrument School, Moody AFB, Georgia and the All Weather Interceptor School, Perrin AFB, Texas. While assigned to Kirtland AFB he flew F-86’s for two years with the 93rd Fighter Interceptor Squadron. His next assignment took him overseas to Germany where he served with the 525th Fighter Interceptor Squadron at Bitburg.

He returned at the end of this tour to the Zone of Interior and was assigned 3rd January 1959 as a student in the USAF Experimental Flight Test Pilot School. While there, he continued the excellent work characteristic of his collegiate and early military career. He graduated first in flying, receiving the Ekerern Award and he was rated second in overall proficiency in his graduating class. Major Neale then served for two years as an instructor in the Pilot School before being named as chief of the newly established Aerospace Research Pilot’s training and research division. While an instructor he co-authored two handbooks which are still used as the basic text books in the Performance phase of flight testing. He became qualified in rotary wing aircraft and then instructed a special US Army test pilot course using the UH-1A helicopter. While temporarily grounded for physical reasons he was assigned the task of writing, promoting and managing an Engineering Service Project which ultimately resulted in the school receiving 18 additional century series aircraft, 17 additional officer positions, and approximately $15 million for aircraft modifications. He also co-authored a Qualitative Operational Requirement for an Advanced Aerospace Trainer. For his work at the school he received the Air Force Commendation Medal.

In September 1963 he was reinstated to flying status and assigned to the V/STOL branch of the Directorate of Flight Test Operations. He flew test programs on several models of the UH-1 and the CH3C helicopters, made evaluation flights on XV-5A and XC-142 experimental aircraft. He was considered and expert in the field of V/STOL aircraft. He was sent to the French Flight Test Centre (CEV) as the pilot member of a four man USAF Test Team to evaluate the Dassault Balzac, a nine-engined jet direct lift aircraft. He was killed on September 8, 1965 when the Dassault Balzac crashed during a test flight from Bretigny, near Paris, France.

John Bernard Fornasero 1904-1967

2011-04-12T19:34:00.002Z

John Fornasero was born March 5, 1904 at Tulare, CA. He attended the National Automotive Engineering School, Los Angeles, CA from 1922-23, and the Ryan School of Aeronautics from 1928-29. He was Chief Pilot and Instructor at the Ryan School of Aeronautics from 1929 to 1937, having also served as aircraft mechanic from 1929-30. He took on the role of engineering flight testing for Ryan from 1934-37. From 1937 to 1943, Fornasero worked for the Department of Commerce as Aeronautical Instructor and Flight Engineering Instructor. He was responsible for examination of airmen and aircraft for certification, and for examination and flight testing of aircraft, components and accessories for Type Certification. From 1941-43 he was Chief, Flight Test and Factory Inspection Branch, CAA Region 1, La Guardia Field, NY. From May 1943 to March 1944 he worked for Fairchild Aircraft, Burlington, NC where he was Director of Flight Test and Delivery. He was responsible for testing military aircraft and preparation of these aircraft for delivery to the Armed Services. In March 1944 he went to work for Boeing Aircraft Co., Seattle, WA as a Project Test Pilot on the B-17G. He became Chief Test Pilot and performed engineering flight testing of Boeing’s aircraft, including the B-47 and B-52. He was with Boeing until 1955.

Curtiss Test Pilots

2011-04-12T19:17:00.002Z

Curtiss-Wright P-40B/C Warhawk/Tomahawk/Kittyhawk Production in Buffalo, Kenmore Avenue Plant, winter 1941 Curtiss test pilots, from left to right: Robert Fausel, William Webster, H. Lloyd Child (writing on a clipboard), Herb Fisher (on wing), Ed Elliott, and Barton T. 'Red' Hulse. At the time this photo was taken, Child was the chief test pilot. Herb Fisher's work for Curtiss during World War II was so remarkable that he was the only civilian pilot to be awarded the USAAF’s Air Medal. Behind the group is one of the first Curtiss P-40B fighters to be delivered to the Air Corps.

Raymond A.Popson 1922-1953

2011-04-11T23:29:00.002Z

Raymond A.Popson was the youngest Air Force pilot, commissioned at 19. He was the first squadron commander at Iwo Jima and was a World War ll Helicopter test pilot at Wright-Patterson AFB, Ohio, working with Werner von Braun and other German scientists. He became and Experimental test pilot at Edwards AFB,testing several aircraft including the Bell X-5. Early on in the flight test program, the X-5 had acquired a reputation for being somewhat difficult to fly and, in fact, was considered "absolutely vicious" when in a stalled condition. The X-5 program suffered its blackest day on 14 October 1953, when Air Force Major Raymond Popson, while performing stall tests in #1839, entered a spin from which he was unable to recover. Popson tried unsuccessfully to eject and died instantly when the X-5 hit the desert floor.

Paul Balfour 1908-1951

2011-04-11T23:27:00.003Z

Paul Balfour North American Aviation test pilot

Robert 'Bob' G.Chilton 1912-1987

2011-04-11T23:26:00.007Z

The XP-51D made its first flight at Inglewood on Nov 17, 1943 with test pilot Bob Chilton at the controls. The initial NA-146 prototype, designated the "XAJ-1 Savage", performed its initial flight on 3 July 1948, with test pilot Bob Chilton

Ed Virgin

2011-04-11T23:26:00.006Z

Ed Virgin, Test Pilot North American Aviation. He made the initial flight on October 2, 1942, of the B-25G Mitchell.

Russell William Thaw 1910-1984

2011-04-11T23:25:00.011Z

Russell William Thaw

The first prototype XF3D-1 made its initial flight on 23 March 1948, with test pilot Russell Thaw

Russell Thaw was born in Berlin, Germany on 25 October 1910.

He participated in two of the cross-country Bendix trophy races, which were instituted in 1931 and held annually to promote and encourage the achievements of U.S. aviation. Flying the Gee Bee "Model R-2" - P&W Wasp, he withdrew from the 1933 race. Flying the Northrop Gamma - Wright Cyclone, he came in third in the 1935 race from Los Angeles to Cleveland, ahead of Amelia Earhart in 5th place.

On December 10, 1935 he crashed in Atlanta, Georgia while on his way to rescue Lincoln Ellsworth after leaving from Caldwell, New Jersey. During World War II, Russ Thaw became one of the most noted American pilots, obtaining five air victories, three of them as part of the 103rd Squadron. He also served as a private pilot to the Guggenheim family.

He became a test pilot for Douglas Aircraft and participated in several programs.The first XB-43 took off on its maiden flight on May 17, 1946 , with test pilots Bob Brush and Russell Thaw. He flew the first prototype XF3D-1 Skyknight on its initial flight on 23 March 1948. He took over the test flying program for the XF4D-1 Skyray when test pilot Larry Peyton gave up the program to return to bigger aircraft.

Benjamin 'Ben' O. Howard 1904-1970

2011-04-11T23:25:00.005Z

At 17 Howard's interest in flying was sparked when he saw a band of gypsy fliers performing in their flying circus. By 18 he had saved up enough cash to buy an OX-5 powered Standard biplane. In those days learning how to fly was often self taught and Howard thought he was up to it. The Standard was a safe plane and he seemed to be learning fine when while flying was unable to pull out of a spin, crashed breaking his leg and writing off the plane, as well.

Howard moved to Dallas and started working in the Curtiss Aircraft factory. The pay was not as good as what others jobs paid but what he learned about design and construction of aircraft was worth more than money. Over the next few years he tinkered with aircraft design using spare parts to build his first plane, later called the DGA.His second attempt at aircraft design was at the request of a Houston bootlegger, who dubbed the resulting "rum-runner" a "Darned Good Airplane," giving it and future Howard aircraft their trademarked initials of DGA.

In his plane Pete, Howard won five air races. As competition increased, he and his partner, Gordon Israel, built two larger, low-wing, wire-braced monoplanes, Mike and Ike. Ike was particularly quick in flying in an inverted position, and for a time held the world record for inverted speed. His sixth plane was called Mister Mulligan. It placed in competition for several pilots before it was destroyed in an accident in the 1936 New York - Los Angeles Bendix Transcontinental Race, a propellor failure costing Howard both the plane and his leg. Mister Mulligan's fame led to the DGA-8 and the DGA-9 as well as the 1937 formation of the Howard Aircraft Corportaion, which ran until 1944.
The first Douglas DC-3 aircraft were ordered by American Airlines (1935) and powered by Wright Cyclone engines. Soon after, United Air Lines ordered the DC-3, but specified Pratt & Whitney Twin Wasp engines. Benny Howard was dispatched to Douglas to oversee the installation of the new engine. His career at Douglas continued for many years, including piloting the initial tests of the DC-4E, A-26 Invader, and DC-6 aircraft. He also served as test pilot on the Budd RB-1 Conestoga and other aircraft. He was elected an Honorary Fellow of SETP.

George Krebs 1918-1948

2011-04-11T23:23:00.003Z

On the 17th March 1947 the XB 45 took to the air for the first time, piloted by George Krebs

Walter P.Jones 1924-1953

2011-04-09T23:39:00.002Z

Walter P. Jones was born on August 24, 1924, in Struthers, Ohio. He entered the Army Air Forces on December 8, 1942, and served until August 18, 1946. He earned bachelor and masters of science degrees in Aeronautical Engineering from Purdue University and was employed for a time by Douglas Aircraft of Santa Monica as a flight test analyst.

He became a research pilot at the National Advisory Committee for Aeronautics' High- Speed Flight Research Station in September 1950 until August 1952. During that time, he made five research flights in the Douglas D-558-1 Skystreak, seven flights in the Douglas D-558-2 Skyrocket, fourteen flights in the Northrop X-4, and eight flights in the Bell X-5. In addition, he was copilot on the B-29 launch aircraft.

After leaving the High-Speed Flight Research Station, he joined Northrop as an engineering test pilot in August 1952 and was assigned to Edwards Air Force Base to perform flight testing on Northrop's F-89. He was killed in a crash of the YF-89D all-rocket-armed, twin-jet, all-weather interceptor on October 20, 1953.

Besides the aircraft listed above, he flew the NC-45, the P-47, F-80, F-81, F-84, the Beech Bonanza, and the Lockheed Lodestar.

Carl A. Bellinger 1913 -1986

2011-04-09T23:27:00.003Z

Carl Bellinger helped develop and test the P-47 Thunderbolt fighter of World War II. He set an unofficial speed record of 621 miles per hour in the F-84B and made the first flight of the combined jet and rocket powered XF-91 Thunderceptor at Edwards Air Force Base. He earned his private pilot's license in 1930, soloing in an OX-5 Eaglerock. He flew many aircraft of that era, including Wacos, Stinsons and Traveliars. After earning a degree in industrial Administrations from Yale university, he opened and ran an airplane repair station on Long Island until joining Republic Aviation Corporation in 1939. A P-47 test pilot, he was appointed Senior Production Pilot and then was promoted to Experimental Test Pilot. Throughout these years, he tested all models of the P-47 and was project pilot for the XP-72.

In 1949, Bellinger became the Chief Experimental Test Pilot for Republic. Bellinger was one of the first pilots to use an ejection seat. He rose to manager of Republic's Edwards facility and later, its Farmingdale, Long Island facility. He logged more than 4,000 flying hours in more than 50 different aircraft, including the OX-5 Eaglerock, all models of the P-47, F-84, XP-72, XF-91, XF-12, F4F, F6F, F4U, F-80, F-51, C-47 and the Republic Seabee. He was a Fellow of the Society of Experimental Test Pilots.

Carl Bellinger was killed in a car accident in 1986.

Robert E.Drew 1924-

2011-04-09T08:59:00.002Z

Robert Drew was born in southern California, and like many other draft-age Americans during the early days of World War II, decided he preferred to fly rather than spend the next few years in the infantry or at sea. He enlisted in the Army Air Corps in 1943, and earned his commission and silver wings at Williams Air Force Base, Arizona. Beginning on May 13, 1943, he graduated in 13 months plus 13 days. He completed transition training and was assigned to the 13th Air Force in the South Pacific. After 13 months overseas, he returned to the United States.

Drew's assignment in the South Pacific Theater in 1945 was as a fighter pilot in P-38 Lightning and P-51 Mustang aircraft. He became a flight commander and squadron operations officer by the time he was discharged in 1946.Drew joined the California National Guard in 1946 as a flight commander, and during his CNG service joined the Douglas Aircraft Company as flight test engineer, in 1952.

His work on various test programs led to transitioning to production test pilot status at Douglas Aircraft on the Navy AD Skyraiders, and later to engineering flight test on the F4D Skyray at Edwards AFB.The Douglas F4D Skyray was no doubt named for its resemblance from above or below to a giant manta ray. It was designed during the Cold War as a high-altitude interceptor for defense of the U.S. fleet against possible Soviet air attack. The XF4D-1 prototype first flew on Jan. 23, 1951; only 419 were built during its service life from 1956 to 1962. It was primarily known for its fantastic climb rate, providing outstanding capability to scramble against high-flying bombers. This airplane holds the unofficial world record from brakes-off to 10,000 feet altitude, at 56 seconds. The F4D was also the first delta-wing aircraft to attain supersonic flight and it held the world speed record for both three-kilometer and 100-kilometer courses, as well as five Time-To-Climb records in the early 1950s. It was the first Navy airplane to hold world speed records since a Navy seaplane set the record in 1934. For his design and development of the record-setting Skyray, long-time chief engineer at Douglas Aircraft, Ed Heinemann, was awarded the Collier Trophy.

Bob Drew served as the project test pilot for the Skyray and, after the preliminary tests at Edwards, completed the formal structural and aerodynamic demonstration tests required at the Naval Air Test Center at Patuxent River, Maryland, in 1956. Some of his chase pilots at both NATC and Edwards were future astronauts Deke Slayton and Al Shepard, pilots Ivan Kincheloe and Mel Apt of the altitude and speed record holder X-2, and Captains Bob White and Bob Rushworth, pilots of the hypersonic X-15.

He made the maiden flight of the A-4C Skyhawk on the 21st August 1958. He continued flight test work for Douglas Aircraft until 1962, flying everything from subsonic and supersonic fighters to four-engine, commercial airliners and military cargo craft. He also flight tested and competed in Formula One Pylon Racers across the country for 40 years, between 1953 and 1993.In total, this combat, test and racing pilot accumulated nearly 10,000 hours of flight time in more than 75 aircraft types over the past 50 years.

Stuart G. Madison 1927-1967

2011-04-05T20:31:00.004Z

Stu Madison (left) with John Omvig both Vought test pilots who were killed in the crash of the XC-142A

James Joseph Stegman 1920-2009

2011-04-04T21:53:00.004Z

James Joseph Stegman was born Aug. 23, 1920, in Offerle, Kansas. In 1940, he joined the U.S. Marine Corps as a Private. As he worked up in rank to Sergeant, he also was sent to pilot school. He received his wings in 1943, and soon after that, married Elinor Allison in Golden, Colorado. A few months later, he was sent to the South Pacific for 14 months duty in World War II flying dive bombers. In 1951, he was recalled to active duty in Korea where he flew 87 missions in F9F Panthers and was awarded the Air Medal (3 stars) for gallantry-in-action and attaining the rank of Major.

After his combat tour, he was assigned to maintenance squadrons in Japan and ferried many planes to Korea. He returned to US in 1954 to El Toro, then on to Corpus Christi as an instructor in advanced training in F6F, TV-2, and F9F. He was released from active duty in 1955 as a Major and hired on with Douglas Aircraft as production and delivery pilot.

He participated in many test programs and flew most of the Douglas Aircraft : DC3, R4D, MD8O, F3D, A4D, F4D, DC-9, DC-10, A3D. In 1958, they assigned him to Palmdale Plant 42 as Chief Production Test Pilot. He was there for 21 years until the last of the A4 Skyhawks was rolled out. He retired in 1982. He was a member of the Society of Experimental Test Pilots.

Robert E. Rostine 1925-1979

2011-04-04T20:35:00.004Z

On 25 November 1968 the first A-7C made its maiden flight, piloted by Robert Rostine.

William 'Bill' Casey

2011-04-04T14:11:00.006Z

C-17 first flight crew L-R, Henry Van De Graaf, Boeing flight test engineer, Bill Casey, Boeing Chief Test Pilot,Lt. Col. George London, U.S. Air Force pilot and Ted Venturini, Boeing chief loadmaster.

Bill Casey had a distinguished career with McDonnell Douglas as an engineering and experimental test pilot and ultimately as director of Flight Operations for Military Transport Aircraft here. Casey was the chief pilot for the YC-15 and he flew the first flight of the YC-15 on August 26, 1975. It was part of the Air Force's Advanced Medium Short-takeoff-and-landing Transport program. Although production of the YC-15 was not approved, many of the technologies demonstrated by it were incorporated into the Air Force C-17 Globemaster III, including the blown-flaps lift technology for short-field capability. Casey commanded the first flight of the C-17 on Sept. 15, 1991, and established an outstanding safety record for the new multi-role airlifter. He retired in 1997.

Jack W Thornburg 1901-1972

2011-04-04T13:43:00.006Z

All the above pictures courtesy of the Thornburg Family

Jack W Thornburg was born in Long Beach in 1901. His father was a rancher. By the time Jack was 9, the family had moved to Pasadena, where Thornburg's father was managing a water company. Jack was the youngest of five brothers. In 1920, at the age of 18, he was working as a machinist on a stock ranch managed by his brother Wayne in Prescott, Arizona.

While living in Berkeley, Jack Thornburg learned to fly. In June 1928, he was listed as having received his pilot’s license. He moved to Phoenix, Arizona, where Jack went into the aviation business, establishing Arizona Air Service Inc., a flying school. Thornburg’s most illustrious flying student was the 21-year-old future Senator Barry Goldwater, who used to sneak out of the house before dawn for his flying lessons.
Arizona Air Service was forced out of business by the depression. Thornburg worked nine years as a pilot for TWA. It was whilst with TWA that on Jan 15th 1937, Jack Thornburg took the first Beech Model 18 on its maiden flight.

He enlisted in the Navy in 1940. His new assignment was as Naval Air Transport Service operations officer for the Caribbean and South America. According to his obituary, published in the Oakland Tribune on Feb. 26, 1972, Commander Thornburg won the Distinguished Flying Cross in 1945, when he flew the first Douglas C-54 Skymaster transport plane into Iwo Jima and Okinawa in the evacuation of more than 9,000 wartime casualties, despite extremely unfavorable weather conditions. His outfit, the Naval Air Transport Service evacuation squadron, (VRE-1), received the Navy Unit Commendation for outstanding heroism in support of the Okinawa campaign operations.

Out of the Navy in 1946, Thornburg joined Waterman Airlines as vice-president and general manager. The company’s six-plane fleet consisted of two DC-4s and four DC-3s, with which he operated a non-scheduled service to Puerto Rico, Central America, England, Germany, and South Africa, and an intrastate line between six Alabama cities. In early 1947, at the age of 45, he was picked by Waterman to run TACA Airways, S.A., a struggling Central American airline acquired by his parent company, Waterman Steamship Corp. Waterman controlled TACA until 1961, but Jack Thornburg was gone by then, having formed Thornburg Engineering and bought ranchland in San Diego County. He died in Santa Ysabel, CA, in 1972.

Calvin D.Shoemaker 1923-

2011-04-04T13:11:00.001Z

Calvin D. Shoemaker was born in 1923 at Pleasant Grove, Alabama. He enlisted in the United States Navy in 1941 and served in the Pacific Theater. Shoemaker received his commission and wings as a Naval Aviator in 1945 at the Pensacola Naval Air Station and became a torpedo pilot flying TBM Avenger aircraft. After completing his military service, Shoemaker joined the Douglas Aircraft Company as a test pilot and conducted flight evaluations of numerous propeller and jet powered aircraft. His flight test work in the Douglas AD Skyraider and A4D Skyhawk has been recognized as a milestone in completing the transition from propeller driven aircraft to jet powered aircraft in the low altitude, close support combat environment. Shoemaker completed the Naval Test Pilot School at the Patuxent River Naval Air Flight Test Center and became a Charter Member and Fellow of the Society of Experimental Test Pilots. He later became a key member of the Department of Defense / United States Air Force team that developed the revolutionary Global Positioning Navigation System. Shoemaker has accumulated more than 5,700 hours in fifty-seven different aircraft

BGen Walter F.Daniel 1925-1974

2011-04-04T10:17:00.002Z

Walter Daniel was born in Fletcher, Okla., in 1925. He grew up in Oklahoma City, Okla., and graduated from Central High School. He has a bachelor of science degree in aeronautical engineering from the University of Oklahoma, a master of science degree in international affairs from The George Washington University, and is a graduate of the advanced management program at Harvard University. In October 1943 General Daniel began his military career as an aviation cadet in the U.S. Army Air Corps at Luke Field, Ariz., and received his pilot wings and commission as a second lieutenant in February 1946. He remained at Luke Field for operational training. In May 1946 he joined the occupation forces in Germany where he flew the P-51, as a member of the 31st Fighter Group and later was a P-47 fighter pilot in the 86th Fighter Group. In September 1948 General Daniel left active military service to resume his education at the University of Oklahoma and became a member of the 185th Tactical Reconnaissance Squadron of the Oklahoma Air National Guard. During the Korean War General Daniel was recalled to active duty in April 1951 with his squadron, an organization of the 67th Tactical Reconnaissance Wing, and served at Will Rogers Field, Okla. He went to Korea with the 67th Wing and flew 100 combat missions in the RF-51 and RF-80 aircraft. He returned to the United States in November 1952 and served with the 1738th Ferrying Squadron.In September 1953 General Daniel entered the U.S. Air Force Experimental Test Pilot School at Edwards Air Force Base, Calif. Upon graduation in April 1954, he was assigned as experimental flight test officer in the Directorate of Flight and All-weather Test, Wright Air Development Center at Wright-Patterson Air Force Base, Ohio. During the next three years he performed tests in more than 20 types of aircraft, notable among these were the X-123D, boundary layer control; RF-84, range extension; F-100 and F-104, all-weather performance tests. In June 1957 he was assigned to the Flight Test Center at Edwards Air Force Base, Calif., where he became chief of fighter testing and participated in flight testing of all century series fighter aircraft. In February 1962 he established four world time-to-climb records in the T-38. On May 1, 1965, as chief of Flight Test Operations for the Mach 3 YF-12 and SR-71, General Daniel established five world speed records and was copilot when one altitude record was made. For these achievements he was corecipient of the 1965 MacKay Trophy. General Daniel attended the Air War College at Maxwell Air Force Base, Ala., from August 1966 to July 1967, and was a distinguished graduate. He next attended combat crew training in the F-4 and RF-4 aircraft. In May 1968 General Daniel went to Southeast Asia where he served as deputy commander for operations of the 432d Tactical Reconnaissance Wing at Udorn Royal Thai Air Force Base, Thailand. He flew 70 missions over North Vietnam as both a fighter and reconnaissance pilot before being reassigned in September 1968 as chief of the Fighter Division for Combat Operations, Seventh Air Force, in the Republic of Vietnam. He was transferred to the Department of Defense in Washington, D.C., in May 1969 where he was assigned to the Directorate of Defense Research and Engineering. In April 1971 he assumed command of the 75th Tactical Reconnaissance Wing at Bergstrom Air Force Base, Texas. The numerical designation of the wing was changed in July 1971 to the 67th, the same as the wing with which General Daniel served in Korea. In August 1972 General Daniel became the inspector general, Air Force Systems Command, Andrews Air Force Base, Md. On Sept. 18, 1971, he was admitted as a fellow to the Society of Experimental Test Pilots, the highest position the organization grants. He is a command pilot with more than 6,000 flying hours and has flown more than 75 types of aircraft. His military decorations and awards include the Legion of Merit with oak leaf cluster, Distinguished Flying Cross with oak leaf clusters, Air Medal with four oak leaf clusters, and the Air Force Outstanding Unit Award Ribbon.

Lyman A. Bullard

2011-04-04T10:09:00.003Z

Lyman A. Bullard on right with Vought test pilots

The first flight of the XF4U-1 was made on 29 May 1940, with Lyman A. Bullard, Jr. at the controls.

LtCdr James J. Davidson

2011-04-04T10:04:00.003Z

On the 21st July 1946 the Phantom, XFD-1, the Navy's first completely jet powered airplane successfully completed its carrier qualification test aboard the mighty new carrier, the U.S.S. Franklin D. Roosevelt with Test Pilot Lt Cdr James J. Davidson.

William 'Bill' Stewart Ross 1926-2009

2011-04-03T19:40:00.004Z

Bill Ross joined the Army Air Force in 1944, graduating three years later in the first class of students to fly the Air Force's first jet fighter. He spent four years as a test pilot, flying a variety of fighters, including F-51s, F-100s, and even a MIG-15, which a North Korean pilot had surrendered for $100,000. He joined McDonnell Aircraft in 1955 as a test pilot. The next year, he faced a harrowing experience flying a Voodoo F-101 with maneuvering problems that he was trying to help fix. He purposely pushed the fighter into a horizontal flat spin at 40,000 feet, with the nose and tail swapping positions about every four seconds so he could document problems. He fought dead controls down to 15,000 feet, then bailed out. He injured his back, hitting the earth with his parachute billowing in a high wind. He spent four months in recovery. Bill Ross was vice president and general manager of the F-15 Eagle program. In 1986, he became president of the aircraft division during a period when the Cold War was easing, production slowed and layoffs occurred. He retired in 1990.

Harry P.Schmidt 1928-

2011-04-01T18:45:00.010Z

Harry Schmidt with Carl Christian (F-101 Engineer) planning to (unofficially) break the World Speed Record

Pratt & Whitney's modified B-17G used to test turboprop engines

Harry Schmidt joined the USAF and he served during the Korean War. He was stationed at Okinawa and flew F-94 Starfires on missions to intercept U.S. B-29 Superfortress bombers returning from missions over North Korea. The Air Force feared that the Soviets would try to infiltrate the returning bomber flights with their own TU-4 bombers, which were copies of B-29s that the Soviets had obtained during World War II. Schmidt said he'd fly among the returning B-29s, checking tail identification numbers.

Harry Schmidt was hired in 1955 to be a test pilot for Pratt & Whitney. He was to work at Edwards Air Force Base in California, testing the performance of Pratt jet engines in the F-100 Super Sabre fighter. For his first three or four months with the company, however, Schmidt remained in East Hartford and was assigned to fly the company's modified B-17G bomber from Rentschler Field. The Allies used B-17s to bomb Germany into submission in World War II. Pratt's B-17, which was completed late in the war and never saw combat, was used to flight-test the company's turboprop engines. To test turboprop engines, Pratt had the aircraft's builder, Boeing, move the cockpit back and re-balance the aircraft. Pratt then installed a turboprop engine in the nose.

Paul Daniel Berk 1916-2000

2011-04-01T18:41:00.001Z

Paul Daniel Berk Sr., was a test pilot for Pratt & Whitney who flew more than 100 different military fighter, bomber and transport aircraft during his 50-year career. Born in Steinsville, Pa., he learned to fly at the Allentown Bethlehem Airport by the age of 23. He rapidly earned a commercial rating and became a flight instructor for the Army Aircorps and Navy Cadets. Hired as an experimental test pilot by the Pratt & Whitney Aircraft Co. in 1943, Berk flew numerous piston-engine aircraft and, later, jet-propelled aircraft until his mandatory retirement. During his years of flying, Berk reached new levels of altitude and speed while testing aircraft powered by Pratt engines. He was the first in Connecticut to fly a plane in excess of 1,000 mph. He later reached speeds of 1,800 mph. He reached heights of 75,000 feet while piloting a jet at Edwards Air Force Base in California. Berk, in his long career of piloting, bailed out only twice, once out of a burning Grumman Hellcat jet over New York State at 28,000 feet and later from a F9 Panther Jet at 40,000 feet before the aircraft crashed in Glastonbury. He continued to fly for years after retirement locally and piloted aircraft for the Connecticut Parachutists at Ellington Airport for many years. He also was a member of the Quiet Birdman group.

Harold B. Archer 1915-1997

2011-04-01T18:39:00.001Z

Harold B. Archer was born in Prosperity, PA. He was a graduate of Penn State University, and worked for the Pratt and Whitney Air Craft in East Hartford, where he retired as Chief Test Pilot, in 1977. He then became associated with the Dept. of Public Works for the State of CT doing energy efficiency work on buildings for ten years. Mr. Archer was a member of the OX5, the Quiet Birdmen, Past President of the Conn. Valley Penn. State Association, the Penn State Alumni Association, the New England Air Museum, the National Rifle Association, and a charter member of the Glastonbury Hills Country Club.

John M. Fritz 1930-

2011-03-31T20:36:00.008Z

John M. Fritz's example of military service came from his father, Major General Lawrence G. Fritz, USAF Reserves who trained with the Royal Air Force in Britain and flew in WW1 as a US Army Signal Corps Officer. He also served as a fighter, bomber and pursuit pilot before joining Ford Motor Company as a test pilot. He was recalled for WW2 and culminated his military career as Commanding General, North Atlantic Division, Air Transport Command. He later became the Vice President of Operation for American Airlines. John's older brother also served as an Air Force Pilot.

John Fritz took two years of Air Force ROTC at Hopkins and 1.5 years of Army ROTC. Graduating with a Bachelor's of Arts degree in 1952. Fritz was accepted into USAF Flight Training as an aviation cadet. He trained at Columbus AFB,Mississippi and Foster AFB,Texas. In Augsut 1953 he gradated from flight training as 2nd Lieutnant. He then attended Jet Combat Crew Training at Laughlin AFB, Texas and Luke AFB,Arizona.

In December 1953 he reported to 325th Fighter Intercept Squadron, Air Defence Command at Hamilton AFB, California to fly F-86E and F-86D Interceptors. After all weather flight training, he was assigned from July-September 1954 to ferry new F-86D fighter jets from North American Corporaration facilities in California to bases across the United States. He closed out his active duty career in 1956 as 1st Lieutenant with the 325th FIS. He returned to the USAF reserves from 1968-1969 as a troop carrier pilot at March AFB, California, he was honorably discharged as a Captain.

From July 1956 until July 1957, Fritz was a production test pilot for Douglas Aircraft. There he tested the Navy's first supersonic fighter, the F-4D Skyray, and the A4D Skyhawk. From July 1957 until July 1963 Fritz was a General Electric Company Jet Propulsion Engineering test pilot at Edwards AFB,California, where he flew early propulsion tests of the J79 engine, the world's first production mach 2 power plant. He performed critical development tests of the F-104 Starfighter, which was the first US double-sonic producion fighter. In july 1960, he was awarded the Edwards' Fight Safety Award for the first succesful deadstick landing of an F-104 on the 4750ft runway at Mojave MCAS, California. He tested the J79 power plan in several other aircraft, including the XF4D Skyray, F101 Voodoo, F4A Phantom and Grumman's F11F-1F Super Tiger Prototype. He also flew the first General Electric commercial airline engine and the world's first aft-fan engine.

In the early 1960's, Fritz visisted all USAF bases worldwide that were equipped with F104 Starfighters to trainpilots on the new power plant. He later performed the same duty for all countries that purchased the F104 Starfighter throughout Europe, Japan, Taiwan and Pakistan.
In 1962 Fritzwas a finalist in the 2nd NASA Astronaut Selection Process. Although not selected, he cherished the opportunity to train with Gemini and Mercury astronauts such as Neil Armstrong.

From 1963 until 1965, Fritz was a Northrop Test Pilot at Edwards AFB where he tested th T-38 and F-5A and F-5B Freedom Fighter. He later led and F-5B Operational indoctrination and demonstration team to all T-38 bases in the US,Europe and Middle East. He also flew the first F-5B across the Atlantic Ocean to the Paris Air Show and continued to demonstrate the F-5B to allied countries from Norway to Iran. In 1965, he returned to General Electric as Chief Test Pilot where he continued to develop the J79. Fritz's tests of the advanced J85 power plant in the T-38 Talon led to tes flights of the engine in the B-52 Bomber. These tests spawned the next generation of engines that led to GE's dominance in providing powerplants for the majority of US civil and military aircraft. He then tested a significantly imroved J85-21 power plant in the highly modified YF5B-21 Test Fighter. He also flight tested the TF-39 installed on a B-52; the high-bypass TF-39 fan engine being the engine selected for the Lockheed C-5 transport.

After 4 years in the Air Force and 14 years as a test pilot, Fritz retired from professional flying in June 1969.Continuing with GE, Fritz became the manager of GE's SST Program and Comercial Engines rograms in Washington,DC where he representd GE to he Department of Transportation, Federal Aviation Administration and Congress. As an Engineering,Sales and Support Manager, he succesfully representedGE in the USAF C-5 Galaxy program and Boeing 747 program that led to the first USAF Airborne Command Post and Boeing's use of GE engines throughout its fleet of aircraft.
From 1985 until 1992, Fritz was Vice President of GE's Melbourne based Australia Aircraft Engines where he was responsible for marketing and support of all GE engine products in Australia, New Zealand, New Guinea, Samoa and the Solomon Islands. Autralian orders included the GE engines in F18A/F Fighters, Sikorsky Seahawk Helicopters, a 'marinized' version of GE's CF6-50 airline for use in Royal Australian Navy frigates, and engines for Australian Airlines and Qantas Airlines. Fritz retired from GE in October 1992.

Roy Pryor 1919-1999

2011-03-31T20:26:00.002Z

Roy Pryor, a native of Dolores, Colo, began his aviation career with Douglas Aircraft in Santa Monica, Calif. In World War II, he joined the Army's air cadet program and won his wings as a fighter pilot. With the 81st Fighter Group, stationed in Hawaii, he flew P-51s and P-47s. After the war, he remained in the service three more years, just for the opportunity to fly the new jets. He became an Air Force engineering test pilot, testing new systems as they became available for jet aircraft. Pryor joined the Society of Experimental Test Pilots, and was elected a fellow in the society for his many contributions to the science of flight.

Rudy Haug

2011-03-30T13:24:00.002Z

Rudy Haug made the maiden flight of the RAAF’s first F/A18 (A21-103) from Avalon on 26 February 1985. Phantom Works chief test pilot Rudy Haug made the maiden flight of the Boeing "Bird of Prey" technology demonstrator in 1996.

Joe Felock

2011-03-30T13:22:00.001Z

Joe Felock had 14 years' active duty with the USAF as a fighter and test pilot before joining Boeing in 1997 and he still holds the rank of major in the Reserves. He holds a master's degree in mechanical engineering from New Mexico State University. Joe has more than 3,000hours in more than 50 different aircraft types including the F-4, F-16, F-18, A-7, A-37, and T-38. His F-15 hours amount to more than 1,700. He was one of the three test pilots to fly the Boeing Bird of Prey. He made the maiden flight of the F-15K.

Doug Benjamin

2011-03-30T13:19:00.001Z

Doug Benjamin grew up in La Crosse WI. He graduated from the Air Force Academy in 1978. He completed pilot training and became a T-38 Instructor Pilot. He then flew the F-106 and F-16 operationally. He attended EPNER ( French Test Pilot School), and then was assigned to the USAF Test Pilot School as an instructor. He then moved to the F-16 Combined Test Force, testing all F-16 models. After staff and acquisition schools, he served in the Flight Test Division of the F-16 Systems Program Office. He then moved to the black world where he flew on and commanded a variety of classified programs. He was the second of only three pilots to fly the Boeing Bird of Prey technology demonstrator and flew 21 of its 38 flights, including envelope expansion, mission utility and tactical applications. Doug retired from the Air Force in 2000 and became an Engineering Test Pilot with Boeing Commercial Airplanes in Seattle, where he has flown on multiple 737, 747, 757, 767 and 777 development and certification programs. He is currently the Boeing Commercial Airplanes Chief Pilot for Military Derivatives. He was project pilot for the Airborne Early Warning and Control version of the 737 and is project pilot for the 747-based Airborne Laser. He has nearly 8000 hours flying time in 90 aircraft, FAA type ratings in nine aircraft, and is current on all Boeing models, as well as the T-33 and T-38.

Kevin R Dwyer

2011-03-29T18:49:00.003Z

Test Pilots Kevin Dwyer, left, and Dave Palmer

Col James G.Rider

2011-03-28T20:07:00.004Z

Jim Rider is a graduate of the Test Pilots School at Edwards. He flew in many of the test programs at the base during the 1960's and 1970's including the NF-104. He commanded the Lightweight Fighter Test Force which pitted the Northrop YF-17 against the General Dynamics YF-16 and resulted in the ubiquitous F-16 fighter. In the mid-1960's he was assigned to direct the NF-104 program for the Aerospace Research Pilots School at Edwards

Steven M. Rainey

2011-03-26T23:22:00.005Z

Steve Rainey is a 1980 Engineering Mechanics graduate of the U.S. Air Force Academy and attended UPT at Vance AFB and flew F-4’s at Ramstien AB, GE. He conducted F-16 & F-4 flight test at Eglin AFB from 1988-1990 prior to attending TPS. Tests included safe separation, asymmetric flying qualities, and weapons tests. Steve received his Master’s in Mechanical Engineering from the University of Miami in 1990 and graduated from the US Naval Test Pilot School in 1991 (Class 99). From 1991-1994 he was assigned to Edwards AFB as an F-16 CTF Flight Commander & Primary Test Pilot for all F-16 avionics testing, night attack systems, flying qualities with external chin pods, HARM targeting system, High Angle of Attack FAM IP. From 1994-1996 Steve did his time in purgatory at the F-22 Program Office. This paid off because he was then selected to be the first F-22 Operations Officer responsible for setting up initial operations. He was the first USAF pilot to fly the F-22 Raptor; “firsts” include: 1st flight at Edwards AFB, 1st in-flight APU start, 1st in-flight engine shutdown/restart, 1st Air Refueling, 1st Loads test, 1st emergency landing gear extension. He conducted all categories of Raptor flight test and was then selected to be the 411th Flight Test Squadron Commander at the F-22 CTF. Steve retired in 2000 and was an American Airlines pilot for three years. His next position was as a Civil Service F-16 pilot at Edwards conducting test and chase. In 2005, The Boeing Company hired him as their test pilot on the F-22 program and regularly conduct F-22 flight test in all categories. He is currently the only dual-qualified F-22 & F-16 Instructor/Evaluator Pilot. He flew the first F-22 Loads test mission carrying Small Diameter Bombs (SDBs). Steve’s Raptor flight tests include Loads, flying qualities, engine tests, jet wake encounter tests, RVSM qualification testing, weapon safe separation tests, integrated weapon release tests, crosswind landing tests, avionics testing, Integrated Systems Evaluations, and Climatic Lab tests.

James Lano Pearce 1919-2011

2011-03-23T09:10:00.001Z

James Lano Pearce was born December 29, 1919 in Milwaukee, Wisconsin and spent the last twelve years of his life in Costa Rica. A highly decorated WWII fighter Ace turned test pilot, Jim was the first man to break the sound barrier flying an F -86. He was the chief test pilot for North American Aviation and moved on from there to be the Assistant Program Manager for the Apollo space program. In 1967, Jim started American Marine Inc, a successful manufacturing business which is still thriving today. In addition he was a charter ship captain, airplane builder, successful land developer in Costa Rica, and wrote a book entitled, "A 20th Century Guy". Among his many accomplishments, Jim was the past President of the Society of Experimental Test Pilots, Chairman of the American Institute of Aeronautics and Astronautics, member of the American Fighter Aces Association, the first recipient of the James H. Doolittle award, and inducted into the Carrier Aviation Test Pilots Hall of Fame in 1989.

James M.Patton Jr 1927-

2011-03-22T10:42:00.004Z

Commenced civilian flight training 1944, soloed 1945,College and USN flight training; designated as Naval Aviator 1949, Night attack carrier pilot 1949-51, Advanced Training flight instructor 1951-53, pilot in USN Reserve fighter squadrons 1953-66; 162 straight-deck carrier landings, 35 at night. (flew SNJ Texan, TBM Avenger, AD Skyraider, F8F Bearcat, F9F-6 Cougar, FJ-3 Fury, F-11F Tiger, F4D Skyray, F8-C Crusader, etc.)

University of Colorado - BS Degree, Aeronautical Engineering, 1956,Flight Test Engineer, Chance Vought Aircraft, Inc., 1956-58. Senior engineer on F8U Navy Spin Demonstration and other projects,Flight Test Pilot, Federal Aviation Agency, 1958-66, testing all classes of aircraft(rotorcraft, transports, and light airplanes) for civil certification. Assigned to Supersonic Transport Development Office 1964-66.

Graduate, US Naval Test Pilot School, Class 25, 1960 (Flight and Academic courses)research Pilot/Engineer, NASA Langley Research Center, 1966-87. Also Chief Test Pilot and Head of Aircraft Operations 1968-87. Author or Co-author of 28 technical publications. Conducted extensive testing in all classes of experimental aircraft and rotorcraft in the U.S. and abroad and in many research simulators. Retired from NASA June 1987. Independent Test Pilot and Consultant to 2003. FAA Designated Engineering Representative as Flight Test Pilot, FAR Parts 23 and 25, authorizing testing for FAA airplane certification.

(1) First flight and subsequent 3-year development testing of Cirrus VK-30 4-place Pusher (1988-91); (2) Performance and handling qualities testing of Learjet 35/36 with large target tow reel pods (1989); (3) Certification testing of Grob Egrett high-altitude turboprop reconnaisance airplane (Germany – 1989-90) ; (4) Deep stall tests of Velocity canard airplane (1989-90); (5) Brake testing of Lear 35 and Embraer 120 airplanes (1992); (6) Spin testing of 3 models, American Champion airplane (1992-94); (7) Complete certification testing of Maule MXT-7-420 turboprop airplane (1995); (8) Deep stall and spin testing of Cozy IV canard airplane (1993); (9) Stall testing of modified Grumman G44 amphibian (1994); (10) Spin testing of Maule turboprop amphibian (1995); (11) Six-turn spin testing of Maule MXT-7-180 (Utility Category) airplane (1997); (12) Propeller governor, noise, and engine/propeller vibration testing of Melex (Polish) M-26 Airwolf military trainer (acrobatics, erect and inverted spins (1998); (13) First flight, subsequent handling qualities and performance testing of new active laminar-flow wing on experimental Cessna 210 (1998-99); (14) stall and performance testing of AeroStar with new MTX propellers (2000); (15) Six-turn spin testing of new model American Champion Citabria (2000), (16) Six-turn spin testing of Red Baron Stearman-Boeing Model 75 with R985 engine and 4-aileron STC's (2002)

- 9,047 flight hours in lightplanes, gliders, helicopters, fighters, transports, and many
experimental and research aircraft. Flight test engineer and test pilot for 46 years.

- 157 aircraft types flown as pilot-in-command, including 71 experimental types flown
as test pilot.

Col. R. Dean Stickell

2011-03-20T15:49:00.002Z

Col. (Ret.) Dean Stickell, the first pilot to fly 1,000 hours in the F-16

Riccardo Bignamini 19xx-1960

2011-03-18T14:51:00.004Z

Charicature of Ricardo Bignamini from ETPS Graduation Dinner

The G.91 first flew on 9 August 1956 at the Casselle airfield, Turin, in the hands of Chief Test Pilot Riccardo Bignamini, who was later killed in a flying accident in 1960.

He was a graduate of the ETPS and joint winner of the McKenna Trophy for best student on his course (No13 course).

Egidio Nappi

2011-03-18T14:50:00.002Z

Napoleone Bragagnolo

2011-03-18T14:49:00.008Z

Napoleone Bragagnolo (right) with fellow test pilot Franco Bonnazzi (left)

Quirino Bucci 1964-

2011-03-18T14:49:00.006Z

Commander Quirino Bucci has been Alenia Aermacchi Chief Test Pilot since July 2008, with a total of 5,500 flying hours in 45 different aircraft types.
Bucci was born in Rome on 11 September 1964. Upon graduating from the “De Pinedo” Technical Aeronautical School, he entered the Italian Air Force Academy in 1983 with the Drago IV course. In 1988 he was awarded the “Teniente Carlos Meyer Baldo” medal of merit as the student
with the best flying skills in the course. The following year he earned his military wings with the Euro NATO Joint Jet Pilot Training (ENJJPT) programme at Sheppard AFB, in Texas.
After transitioning on fighters at Grosseto, Bucci flew the F-104S Starfighter with the 18th Squadron of the 37th Wing at Trapani and later attended the Air War School in Florence. Selected for the Experimental Flying Unit, he completed his test pilot training at Empire Test Pilot School at Boscombe Down. Serving with the 311th Squadron from 1995 to 2001 Bucci took part in several test programmes including the AMX, C-130J, Boeing 707T/T, BR1150 Atlantic
and ACMI without range.
From 2001 he flew the McDonnell Douglas MD80 with Alitalia. Since joining Alenia Aermacchi in 2005, Bucci has participated in the development of the M-346 and M-311, displaying both aircraft in some of the world’s leading air shows, including Farnborough, Paris, Singapore and Dubai. He has displayed the MB-339 at the LIMA Aerospace showand has twice flown the M-311 at the LAVEX show in Tripoli.

Vittorio Sanseverino 1911-2010

2011-03-18T14:48:00.014Z

Vittorio Sanseverino (centre) with Manlio Quarantelli (left) and Pietro Trevisan (right).

Bio courtesy of Gian Spagnoletti

Vittorio Sanseverino was a renowned Italian pilot. Besides his combat experience in World War II, he is known for having test-flown a large part of the aircraft built by FIAT for the postwar Italian Air Force, including the Fiat G.91, the Fiat G.222, the North American F-86D Sabre and the F-104 Starfighter.
After leaving school he was admitted into the "Nunziatella" Royal Military Academy and into the Sparviero (Sparrow) course of the Royal Italian Air Force Academy in Caserta. He was trained to fly on Breda Ba.25s and I.M.A.M. Ro.41s at Capua airfield. He first flew solo on 7 February 1938. Having committed an act of indiscipline in flight, he was moved to the Malpensa Bombardment School as a punishment measure. There he flew Fiat BR.20s and Savoia-Marchetti S.M.81s. In 1940 he was assigned to 65 Squadriglia, 31 Gruppo of 18 Stormo based at Aviano airfield.
During the Second World War he received his baptism of fire on 8 April 1941 in Yugoslavian skies, at the controls of a BR.20. He became the commander of a bomber squadron and also flew Fiat CR.42s and CANT Z.1007s. After the Armistice between Italy and Allied armed forces (8 September 1943) he sided with the Allies and was an instructor on both Martin 187 Baltimores and Lockheed P-38 Lightnings. On 24 August 1944 he witnessed the death of torpedo bomber ace Carlo Emanuele Buscaglia, who crashed on take-off from Campo Vesuvio airfield with a Baltimore bomber.
At the end of the war he was assigned to the Reparto Sperimentale Volo (Experimental Wing) of the re-established Italian Air Force based at Guidonia. On 23 July 1952 he flew the first Italian de Havilland DH.100 Vampire, built under licence by Fiat and Macchi. In 1953 he left the Air Force with the rank of Colonnello (Colonel), and was hired by Fiat Aviazione where he worked as a test pilot for Vittorio Valletta and Giuseppe Gabrielli. He tested the first all-Italian jet aircraft, the Fiat G.80, and later the Fiat G.82 and the licence-built North American F-86K. He also flew the Aeritalia G-91Y for the first time, as well as all the Italian-made F-104 Starfighters. On 18 July 1970 he participated in the maiden flight of the Aeritalia G.222 prototype with co-pilot Pietro Paolo Trevisan. He remained in service until 1977 when the early tests of the Panavia Tornado began.

Pietro Paulo Trevisan

2011-03-18T14:48:00.013Z

Pietro Trevisan

Olinto Cecconello

2011-03-18T14:48:00.012Z

The Aermacchi M-346 military trainer flew for the first time on 15th July, 2004. The maiden flight pilot was Olinto Cecconello, Aermacchi's Experimental Chief Test Pilot.

Manlio Quarentelli 19xx-1984

2011-03-18T14:47:00.003Z

The prototype AMX first flew at Turin-Caselle on 15 May 1984 with test pilot Manlio Quarantelli at the controls. Sadly, on its fifth flight on 1 June it crashed due to an engine problem, Quarantelli ejecting but later dying from his injuries.

Franco Bonazzi

2011-03-18T14:46:00.011Z

Franco Bonazzi entered the Air Force Academy at age 18 with the Ibis II course. Upon graduating from the Academy, he was sent to the United States in 1953 where he earned his military pilot license and Combat Ready qualification in the F-84.

Upon his return to Italy in 1955,he was posted the 51st Wing at Istrana to fly fighter bombers and remained there until 1958, flying the F-84G and F-84F. From 1958 until 1968 he was assigned to the Test Flying Unit, flying almost every type of airplane and helicopter used by the ITAF or considered by the Air Staff.
After a tour of duty with the G-4 at the Air Staff, in 1970 he retired to join Aermacchi. During his flying career he accumulated over 6,000 flying hours in more than 70 different types of planes and helicopters. After 36 years of flying, he retired from test flying in 1986 to become Director of Marketing for Aermacchi position. He retired from the company in 1991.

Guido Carestiato 1911-1980

2011-03-18T14:46:00.010Z

Guido Carestiato was born in Favaro Veneto (Venice) on 17 January 1911. He joined the Italian Air Force while very young and received his military pilot license in 1929. Initially assigned to attack units, he was transferred to the 1st Fighter Wing at Campoformido (Udine). He was then called to participate in various air shows, including the acrobatics event at the 1936 Berlin Olympics and the 1937 tour of Latin America with the official Italian Air Force acrobatics team.

He joined Aeronautica Macchi as test pilot on 18 April 1939 and served until late 1971, testing numerous prototypes and series aircraft. In the pre-war and war years Carestiato tested all the
aircraft built by Aeronautica Macchi, ranging from the prototype of the MC 100 trimotor seaplane airliner to the MC 201, MC 202 and MC 205 fighters. During his career he received a Silver Medal for Military Valour and one for Aeronautical Valour, plus two Bronze Medals for
Aeronautical Valour. When Aeronautica Macchi resumed aircraft production in 1947, Carestiato test-flew the prototype of the MB-308, which he then flew to victory in the first Air Tour
of Italy. In the following years he made the first flights of the MB-320 twin-engine passenger aircraft, MB-323 basic trainer and MB-326 jet trainer. Carestiato also made acceptance flights of aircraft built or overhauled by Aermacchi, including the De Havilland Vampire and

Lockheed T-33.
In 1961 he set the World altitude record for planes in the MB-326 category. Carestiato flew over 70 different types of aircraft during his career and was a Fellow of the Society of Experimental Test Pilots (SETP). He passed away in December 1980.

William (Bill) B.Cairns

2011-03-10T08:48:00.003Z

Bill Cairns joined the RAF in 1942 and flew Stirlings on special duties, dropping agents and
supplies in enemy-held France and Norway. Later flew Stirlings, Halifaxes and Hastings in Transport Command and awarded the AFC in 1951. Joined Vickers in 1953 and for five years was involved with development and production test flying at Hurn. Transferred to Wisley in 1958 to fly Valiants and later Vanguards. In charge of the VC10 tropical trials programme.