NATIONAL AERONAUTICS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP84-00780R000400350024-6
• Release Decision: RIFPUB
• Original Classification: K
• Document Page Count: 28
• Document Creation Date: December 19, 2016
• Document Release Date: November 16, 2006
• Sequence Number: 24
• Publication Date: September 1, 1964
• Content Type: MAGAZINE

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F NCB HUMA1 ACHIEVEMENT KIN ALL, REALM O FLIG Trt
JACQUELINE COCHRAN
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NAA~ N AT I C) N A L
AE FRCQ N AUTI S
1963-64 NAA OFFICERS
JACQUELINE COCHRAN, Honorary Life President
Martin M. Decker, Chairman
William A. Ong .................... President
Joseph P. Adams......... Senior Vice President
Arlene Davis ...................... Secretary
Edward C. Sweeney ................ Treasurer
William P. MacCracken, Jr........ .Gen. Counsel
NATIONAL VICE PRESIDENTS
Mrs. Olive Ann Beech ...... Jacques Andre Istel
Charles F. Blair, Jr. ........Orville E. Kuhlman
Capt. Cook Cleland, USN ... Emory Scott Land
Ken Ellington ........ Thomas G. Lanphier, Jr.
Roger C. Fleming ............Jerome Lederer
Francis T. Fox ............Donald L. Piccard
George E. Gardner ......... Mrs. Nana Quarles
Joseph T. Geuting, Jr....... Dr. John F. Victory
Philip S. Hopkins .......... Edward W. Virgin
C. E. Woolman
REGIONAL VICE PRESIDENTS
Grace M. Harris ............... Central Region
Mrs. Frances W. Nolde ......... Eastern Region
Jack Lowe .................. Mountain Region
Miss Ann Wood. ........ ... Northeast Region
George E. Haddaway......... Southwest Region
Dr. Robert B. Dillaway ......... Western Region
E. L. (Bob) Bartlett ............ Alaska Region
BOARD OF DIRECTORS
Martin M. Decker, Chairman
Ralph Alex ................James F. Nields
Clyde P. Barnett .............. William A. Ong
Paul A. Bickle..Vice Adm. R. B. Pirie, USN Ret.
Mary Brown ................... James T. Pyle
Dr. Leslie A. Bryan ... Vice Adm. John S. Thach
James H. Doolittle ........ Col. Roscoe Turner
Elrey B. Jeppesen ............ Loretta Slavick
Grover C. Loening ............ Kenneth Smith
Maj. Gen. William K. Martin ..... Crocker Snow
W. W. Millikan ...... Brig. Gen. John J. Tolson
EX-OFFICIO MEMBERS OF BOARD
Edward C. Sweeney ............... Treasurer
William P. MacCracken, Jr. ....General Counsel
Academy of Model Aeronautics
John Worth
Balloon Federation of America
Peter Pellegrino
Parachute Club of America
Joseph Crane
Soaring Society of America
William S. Ivans
National Pilots Association
A. Paul Vance
NATIONAL AERONAUTICS Magazine is published
quarterly by the National Aeronautic Association,
1025 Connecticut Avenue, N. W., Washington 6,
D. C. Subscription (by membership only) $10.00
prior to July I, $5 after July I (subscriptions
and memberships expire December 17). Second
class postage paid at Washington, D. C., and at
additional mailing offices. Copyright 1964 by the
National Aeronautics Association, U. S. A., Inc.
FEATURES ...
High Honor to Marilyn Link
The Institute of Aviation at The University of Illinois
The Cochran Record Flights
ACTIVITIES ...
Antique Airplane Association
12
Soaring Society of America
13
Academy of Model Aeronautics
14
Parachute Club of America
16
Arlene Davis
1
FAI June Meeting
10
FAI Award Nominees
11
Aero Club of Western Connecticut
17
1964 Godfrey Cabot Award
19
Cessna Aircraft Cited
19
The Men Behind NAA
22
Piper's New Aztec C
23
NAA HEADQUARTERS STAFF
COL. MITCHELL E. GIBLO
Executive Director
DANIEL WORLEY
Membership Secretary
EVELYN LIPPY
M. J. RANDLEMAN
Secy., Contest Board
ELEANOR RIORDAN
WILLIAM A. ONG
Editor
Contributing Editors
R. B. DILLAWAY
EVAN EVANS
B. T. GALLOWAY
WILLIAM S. IVANS
DON PICCARD
ROBERT TAYLOR
COVER . . . A photograph of the portrait of Jacqueline Cochran,
painted from life by artist Chet Engle and presented to the Smith-
sonian Institution by the Lockheed Aircraft Corporation. The portrait
honors Miss Cochran as the first woman pilot to break the sonic barrier.
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ARLENE DAVIS
1899-1964
Among the many thousands associated with aviation
today only a few know that the growth of our aero-
space industry to its present dominant position as the
greatest air power in the world, was due chiefly to
the untiring effort and indefatigable determination of
a loyal cadre which led aviation's struggle for survival
to ultimate victory.
History records the names of great Americans who
led the fight: the Wrights, Curtiss, Bellanca, Sikorsky
and Piper; Victory, Mac Cracker, Lindbergh, Doo-
little and Post, to name but a few. Among them were
women: Law, Stinson, Earhart, Onilic, Nichols, Coch-
ran-and Arlene Davis.
A pilot for 35 years, Arlene held single and multi
engine ratings and an instrument ticket. Early in her
career she participated in many air races and aviation
competitions. Later she dedicated her enthusiasm and
dynamic energy to assisting the feeble aviation indus-
try in the dark years of the '30s, giving generously
of her time, knowledge and money to many aviation
organizations, among them the National Aeronautics
Association which she served as an officer or a director
for the remainder of her life.
Intensely interested in aviation education, Arlene
was one of the strongest protagonists of the National
Aerospace Education Council, assisting in its original
organization and serving on the NAFC Board of
Directors. In 1960 Arlene flew her Beech Travel Air
across the Atlantic by the northern route, toured Eu-
rope in the airplane, then flew home via Dakar and
South America.
The bright flange of vibrant life burned high and
clear in Arlene's small, fragile body. When the cancer
appeared she fought it fiercely with her strong will
and unconquerable spirit. She was still fighting when
she returned to the hospital for the last time in June.
She refused to grant that the flame was dimming, and
her courage held an impregnable barrier against the
increasing pain. Mercifully, in the gray dawn of
July 5, 1964 the tiny flame expired and Arlene Davis'
life had ended.
Although the many significant contributions Arlene
Davis made to the progress of aviation will always be
monuments to her memory, her friends need no re-
mninder. To them Arlene was and will always he
America's First Lady of Aviation. ^
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MARILYN C. LINK
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HIGH HONOR TO MARILYN LINK
Aviation Education Leader Receives Brewer Trophy
Miss Marilyn Link received the coveted Frank G.
Brewer Trophy at the concluding banquet of the 1964
National Aerospace Conference at the Mayflower I Io-
tel in Washington, June 27. The Conference elected
as its president for the next year Dr. Leslie Bryan,
Director of the Institute of Aviation at the University
of Illinois. Dr. Bryan also served as NAEC's president
in 1952. Retiring president William C. Hinkley pre-
sided at the banquet attended by many leaders in civil,
military and federal aviation fields.
'They Trophy was established in 1943 by the late
Frank G. Brewer of Birmingham, Alabama in honor
of his two sons and the young nicn who flew in World
War It. Miss Link, the twenty-first recipient of the
Trophy, was chosen from a field of nine nominees by
a committee of 21 prominent aviation and education
leaders headed by Joseph T. Gcuting, Jr., of Aero-
space Industries Association. ':[ he Brewer Trophy is
all annual award and the winner is selected from a
slate of nominees who have made "the most out-
standing contribution to the development of Air
Youth in the field of education and training."
Miss Link has been a teacher, a lecturer in aero-
space education and a director of aerospace education
workshops, in her early wort. which was done in New
Jersey and Nebraska.
In 1953 she was made Executive Secretary of the
Link Foundation and was assigned as Special Assistant
to the Director of the National Air ;Museum in the
Smithsonian Institution.
During a short period of time since then Miss Link
was Special Assistant to the President of the General
Precision Equipment Corporation, but in more recent
years has extended her educational service as Ex-
ecutive Secretary of the Link Foundation and in coin-
mittce and other assignments with such organizations
as the University Aviation Association, the National
Aerospace Education Council, the National Pilots As-
sociation and the Aviation/Space Writers Association.
Miss Link is now the Special Assistant, Public Re-
lations for Mohawk Airlines as well as being the Ex-
ecutive Secretary of The Link Foundation.
She has written widely for youth and for teachers
September, 1964
in the fields of aerospace education. One of her most
outstanding publications is, undoubtedly, Masters of
the Air, which was published and distributed by the
Smithsonian Institution. This book was prepared by
Miss Link for the many high school youths who visit
the Air Museum.
At the present time she is working with 18 colleges
and universities throughout the United States which
are carrying out educational research programs in the
field of aerospace, with the financing of these pro-
grams being paid in part or in toto by the Link Foun-
dation.
Miss Link is one of the founding members of the
National Aerospace Fducation Council, has been al-
most continuously on its Board, and at the present
Marilyn Link receives trophy from NAEC President
William Hinkley, left, and Bill Ong, NAA President.
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 The Institute of Aviation operations center at the University of Illinois-Willarc Airport. The
University of Illinois has operated the Airport since 1946. The $4 million f acility houses
many of the research, public service, and educational activities in aviation o' the Institute.
The Institute of Aviation
at the
UNIVERSITY OF ILLINOIS
By Dr. Leslie A. Bryan, Director
!nstitute of Aviation
isl< almost anyone interested in aviation what rela-
utnship the aviation program at the University of
llinois hears to the National Aeronautic Asociarion
,nd You Would draw it blank. The fact is, however,
oat the original broad concept was conceited by the
lien President of the University, Dr. A. C. Willard,
bile attending one of the early NAA (- oinks at
)klalioma City where he had been invited to make a
,oeecin. Dr. Willard returned hone, consulted his
?'rustees, received their backing, and went to work.
First, there must be an airport. With the help of the
igislators front Illinois the Civil Aeronautics _Adninis-
Vation, acting for the Army, agreed to construct the
unwavs when suitable land was available. Governor
yrecn, a World War I pilot, spearheaded a lc:;,-islative
appropriation to buy the land, and soon 770 acres of
hnois corn land six miles from the Univernity be-
,tine a trunk category airport which currently repre-
sents an invcsrncnt of ovc - $4 million.
l Ic close of the war s upped further development
of the Airport as it tnilit~ rv adjunct, so the problem
was how to move forward. President Willard appointed
a representative committe( from the aviation industry
and .overninent with inst'uctions to give him a blue-
print of how the Universii t should proceed. -1 .'hey did
their work \k ell, and the University is still following
their recommendations. Chief among the recom-
mendations \5 as one for he establishment of an In-
stitute of Aviation as tho administrative agency re-
sponsible for all aviatio i education and research
throughout the University . This reconunendation was
based on the fundantet ral concept that iviation
conches, or has influence t pon, all branches of educa-
tional activitti, and that it iation education should be
a University-wide respons hility.
the other University c alleges, schools. and depart-
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nicnts are the plain vertical shafts of the educational
mine and the Institute of Aviation is a horizontal chan-
nel connecting them. In its operation the Institute
carries on the same general functions as the Univer-
sity as a whole-educational, research, and public-
service activities. Most of these are carried on at the
Univcrsity of Illinois-Willard Airport which is op-
erated for the University by the Institute of Aviation.
Educational Functions
The University of Illinois-Willard Airport is, in its
major use, essentially an off-campus educational labo-
ratory. As such it is closely analogous to the science
laboratories on the campus. In the case of flight
courses, for instance, tile class work is given on the
campus and the student then goes to the Airport for
the flight-laboratory instruction. Other laboratory
work done at the Airport includes the activities of the
State Water Survey in meteorologic research and of
the aviation psychology laboratory. The Airport also
functions as a laboratory for the College of Couu-
nierce and Business Administration and the College
of Engineering.
At the Airport, the Institute of Aviation offers four
courses of study: (1) the Aircraft Maintenance Cur-
riculum, (2) the Professional Pilot Curriculum, (3) the
Aviation Electronics Curriculum, and (4) general
flight training courses. About half of the flight students
are other than students who arc primarily enrolled in
the Institute. In addition, the Institute offers flight
training to selected Army and .Air Force ROTC stu-
dents.
The Aircraft Maintenance Curriculum prcp:ures the
student to become a technician who can perform or
supervise the rn aintcaancc of aircraft and engines. It
also gives him a fundamental background of knowl-
edge for sales, service, operations, flight engineering,
and management in the aviation industry. This two-
vear curriculum has Federal Aviation Agency (FAA)
approval under Air Agency Certificate No. 3364. Glass-
work is performed in well-equipped shops and labo-
ratories at the Airport. Approximately 25 per cent of
the graduates of this curriculum enroll in other col-
leges of the University and successfully complete
the requirements for a bachelor's degree. "[he Institute
cannot begin to supply the demand for the graduates
of this curriculum.
The Professional Pilot Curriculum consists of 12 to
24 credit hours in the Institute, depending upon the
number of flight courses taken, and also of integrated
courses in several basic areas of knowledge in the Di-
vision of General Studies. Upon completion of this
two-year course the student receives a certificate
awarded by the University, plus the pilot certificates
and ratings awarded by the FAA.
The Aviation Electronics Curriculum seeks to train
a technician who has a thorough knowledge of both
the theoretical and applied aspects of basic and ad-
vanced electronics. He is prepared to interpret and
implement the engineer's plans which are involved in
the construction and testing of complex electronic
devices found throughout the aerospace industry. This
is also a two-year program.
General flight training is open to all students and
staff members of the Univcrsity. During the past year,
more than 300 FAA certificates and ratings were earned
by the flight students. Since the start of the flight-train-
ing program in 1946, nearly 6,000 students, including
approximately 300 faculty, have been trained.
As Air Examining Agency No. 1, the Institute
certificates private and commercial pilots and rates
multi-engine and instrmnent pilots by its own exami-
nations and tests. In addition, helicopter and instructor
rating courses are given.
The Institute, through its Staff Air Transportation
Service (SA'I'S), renders valuable assistance to many
thousands of extension students throughout the state.
Where it is difficult to bring the student to the campus,
it is often easier to take the professor to the student.
'[his the SATS does as well as providing an airplane
pool for those traveling on other University busi-
ness. Were it not for the saving in time by flight to
and from the extension centers, many excellently
qualified staff members would be unable to fulfill the
extension teaching assignments they now routinely
complete in locations from Rockford to East St. Louis.
September, 1964 5
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I he total costs by air are usually less than by other
nodes of transportation.
Since its inception 17 years ago, -,A IS leas flown
,tore than i million passenger miles with a 95 per cent
sn-schedule record of completions and a perfect
,ifctyv record.
:A variety of aircraft are used in this service ranging
rout small too-place aircraft to the I)(; Seven
blots devote lull time to this type of activity. the
Institute also provides aircraft for properly ilualitied
blot inenihers of the University staff for use on l'ni-
crsity business.
Research Functions
I he Institute of Aviation has an outstancluag rec-
,rd in the area of research. Front experiments with
easily visible fluorescent paint on wingtips no experi-
uents with flight by periscope, a forerunner of our
tstronautic flights, the University has become inter-
nationally famous for its aeronautical research, much
,of which is done at the Airport.
One outstanding research contribution was tilt im-
portant "180-Degree burn Experiment." Hie pro-
rcdures, which were developed by Institute of Avia-
ilon stall members, enable noninstruinent_ pilots who
,rave inadvertently. gotten into bad vteather to make a
1 80-degree turn out of the had weather and return
,afcl-N to contact flight conditions. Alan% letters
have been received from pilots throughout the United
'hares Ni ho are alive today because they practiced the
itnple lifesaving, procedures.
"Parachute Flares as an Aid in Night I' orced Land-
ings" was it deli, acclaimed as an additional lifesaving
+iroccdurc for ireneral aviation pilots. Alain, the
methods were developed by the L. mvcrsirv's aviation
,taii members.
\Iuch of the aeronautical research ut the L itiyer-
;itVo, instead of being done bi,, the Institute itself, is
J-hanncled into other departments which hate the
,tall, the facilities, and a closely related interest in the
problem. For instance, the Institute of .Avi.u:ion has
assisted the College of Agriculture in planning crop
Austin, dcnionst ations. Facilities and space h.;ve been
provided for the Department of Aeronaurical and
Astronautical Engineering for their research on jet
rngirics. ]'lie Psychology Department has utilized not
'mly the Institute's aircraft and pilots, but also its
students in many of its research efforts. The Institute
rlso provides space at the Airport to the Psychology
staff and students for their use as offices and labo-
iatorics in research in aviation ps}'chologv'.
II`he Institute's aircraft have played a major role in
living radio-active isotopes from Oak Ridge. I en-
tiessee, to the University's famed Betatron Laboratory.
\luch etlrtipment and personnel have been 1lovvn to
(:teat Bear Lake in Canada for ciuplovinent at a
tracking station which is maintained by the federal
government but supervised by universltV scientists.
The Institute of Aviation aircraft maintenance shops are always busy.
Aircraft are maintained on a "pr ventive maintenance" basic. All have
radios and many are fully equip fed for VFR flying. A machine shop,
instrument shop and propeller sh p are also a part of the "acilities.
Institute of Aviation students In tF> accessory laboratory. Since 1947 the
Institute has birch providing A&P mechanics for the aviation industry
The Terminal Building and Towe - at the University of Illinois-Willard
Airport In the foreground is on of the University's DC-3's. The Uni-
versity presently operates 53 tip :raft of various types, ranging from
small trainers to multi-engine res torch aircraft.
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Extensive research on cloud formations and rainfall
is presently being conducted by members of the State
Water Survey at the Airport. Not only does the In-
stitute of Aviation provide the necessary laboratory
facilities, but it has also specially equipped a twin-
engine Bccchcraft for a flying laboratory. Because the
meteorologic staff has been able to carry on its re-
search in such a unique way, the research results have
been highly gratifying.
The Institute has also worked closely with the Col-
lege of Medicine in the areas of pressurization and
high-altitude effects on the human body. The College
of Education has planned and scheduled numerous
seminars and courses in aviation education. The insti-
tute has aided by offering orientation flights to the
students.
The College of Commerce and Business Adurinis-
tration has made use of the Airport facilities and
equipment as a laboratory for the students enrolled
in the courses of air transportation and airline manage-
ment. The additional opportunities inade available to
these commerce students tend to increase their pro-
fessional knowledge and practical experience even be-
fore they are graduated from the University.
In all, more than forty different divisions of the
University have benefited from the research availa-
bility of the Airport.
Public Service Functions
]'he Institute and cooperating staffs have, in addi-
tion to their primary research and educational func-
tions, made available to the community certain of the
facilities of the Airport without charge either to the
taxpayers or the state or to the surrounding conm-
tnunity. These facilities are available on the basis of
the otherwise unused capacity of the runways and of
the terminal building. The income thus received from
Ozark Air Lines has been sufficient, when added to
the legitimate charges against the University-use-for-
education-and-research purposes, to cover the op-
erating costs of the Airport.
For the citizens of Champaign-Urbana, and for those
individuals who come from all over the United States
to visit the University of Illinois, the Airport pro-
vides necessary facilities for commercial flights. Ozark
Air Lines provides 13 flights each day in and out of
the Airport. Over 2,500 passengers a month embark
at the University Airport.
For the calendar year 1963, of 255 similar facilities
the FAA. ranked the University Airport as the 73rd
busiest in the nation in total aircraft operations, and
as the most active air operation in downstate Illinois.
For many years, the Airport has been used by the
Illinois Wing of the Civil Air Patrol as its primary
base for its annual Search and Rescue training. It is
also used as an auxiliary field for the Air National
Guard and the flying branch of the State National
Guard.
People from all over the world have come to the
University of Illinois to discuss the University's air
September, 1964
Institute students in airframe, engine, and electronics take a balanced
course of practical and laboratory work. Some report writing and li-
brary work is also required. A corner of the library is shown here.
operation with Institute staff members and have taken
back with them ideas and plans to improve their
countries' aviation systems. The three most recent
distinguished visitors have been Prince Sissouphan-
nouvong, Director of Civil Aviation for the Kingdom
of Laos, Mr. Isaac Sy, Director of Civil Aviation for
the Republic of .A4ali, and Mr. Oscar Denis of the
Republic of Argentina.
One of the major public service aspects of the Uni-
versity Airport is the impetus given to business and
pleasure flying. At present the Airport has 32 T-
hangars and one large hanger which are rented to
local businessmen.
Over the years, the Institute and its staff have co-
operated with the National Aerospace Iducation
Council which has received so much aid from NAA.
I lad NAA done nothing else during its period of co-
operation, its influence through NAFC on the teachers
of the youth of this country has been beyond measure.
Vested Responsibility
The University' of Illinois, through its Institute of
Aviation and its cooperation with other divisions of
the University, has tried to live up to the responsi-
bilities which it believes it has in the four fields of
general education, professional education, vocational
education, and research. In general education, its re-
sponsibility lies in the enrichment of liberal arts
courses, the development of a general course on the
broad impact of aviation upon society, and the en-
richment of guidance procedures. In professional edu-
cation, the University has offered courses in engineer-
ing, business administration, and teacher training with
emphasis upon aviation. In the vocational field the Uni-
versity has provided terminal courses in aircraft main-
tenance, electronics, and flight training. In research
and public service, every effort has been made to serve
and advance the frontiers of knowledge. ^
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The start of a record flight. Jacqueline Cochran takes the Loc :heed
r-104G Super Starfighter off the line at Edwards Air Force Base.
lacgttelirte Cochrart's Record Flights
HIGH HOT AND HAZARDOUS
h', Robert H.
f)n Junc 3, 1964, Jacqueline Cochran, holder ti more
world flying records than any other pilot, completed
series of flights in a Lockheed V- 104( i, ' hich set
hree new world records-the fastest sperd by a
,k oitian over [.x /25 kill, and 500 kin cour es. Aliss
t;ochran already held the 15 25 and 500 kin records;
>ut in the case of the 100 kin distance, she was re-
apturing the record after it had been taken from her
liv the outstanding l- rench woman competitor, Jac-
ilucline Anriol, flying a r\lirao-c 111 Frencii fi(,Yhter
ulanc.
I`;stablishing world records at the high speeds and
altitudes required for maximum( performance today
arecluires a great deal of planning and co-ordination
o, the pilot and the supporting teams of sl'~ecialists.
One does not merely decide to try for a record, hop
n the plane and dash over a course crudely marked
our on the (;round. In establishing her record,, Aliss
:ochran was supported by the well-integrated, co-
operative effort of several groups.
A team of six Lockheed engineers worked on many
flight plans, to find the one that provided thr_r greatest
performance potential of the airplane over each type
of course. i ltey worked on radio systems to assure
good communications; because the altitudes and speeds
flown make it impossible for the pilot to follo'a the
course solely by looking at the ()-round, lie mLtst be in
contact with the radar operators following the flight
to get precise position data from the plotting boards.
. A ream of six Lockheed mechanics kept the aircraft
n peak condition. Another team of 20 skilled Civil
Service technicians headed by AL W. (Woody ) Pli l-
Dillaway
lips inanneci the theodolite and radar tracking stations.
V o record the flights, 3 o 5 theodolite camera posi-
tions were used to provid ? precise position of the air-
eratt (from within a fe c feet out to the camera's
limit of 2) miles). The radar provides slightly less
precise backup inforrnatica. At times on previous rec-
ord itteniprs, attnospheric conditions or technical dif-
ficulties hay c prevented m Iteodolite acquisition of the
aircraft so that radar resu is were used for data. Some-
time, the radar has not fo nd the aircraft, and Steward
stop -watch data has been 'used to determine record per-
forn;ancc. Radar is used to spot the aircraft for the
cameras and to provide relative information to the
pilot on his precise post ion over the course. Many
additional ,killed technicians were required to de-
velop the iilin, reduce rho film data for machine com-
putation, and check the t taints. Col. Charles (Chuck)
\ car er, head of the Air Force Test Pilot School at
F.dvvards \sr Force Base and Major Keogh, the Air
Force Project Lngineeri for this flip-lit were vital
remembers of the team coordinating schedules with
all of the other flight ac ivity at Edwards Air Force
Base, such .is the nteteor (logical teams, and the Fed-
eral Aviatiu,n Agency- to r flight activity outside the
base area. F finally, a team of National Aerona-atics As-
sociation Contest Board ~ rewards was needed to moni-
tor and authenticate the records. Thev witness the
aircraft takcoff and land ngs, lie under crossed wires
placed over course pvloi points to observe the air-
craft start. finish, and to 'sing of pylons according to
record rules. The start finish Stewards get backup
times by calibrated stop watches which check with
NATIONAL AERONAUTICS
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theodoliting times within less than .05 seconds lapsed
time on even. the shortest courses. The Stewards
monitor the radar plotting boards, or fly in chase
planes to verify identity of the contest aircraft. They
also monitor collection and developing of theodolite
film and final data reduction to determine perform-
ance.
Miss Cochran used FAT recognized courses at Ed-
wards Air Force Base, California. The 15/25 km
course is a straight line between coast and geodetic
markers in the southern part of the reservation. The
100 km course is a 12-sided polygon with 1.2 pylons
to the north on the reservation. The start-finish pylon
is near the Edwards Air Field. The same start-finish
is used for the 500 km triangular course whose pylons
are at Beatty, Nevada, and Lone Pine, California, to
the north of the course. All of the National Acro-
natutic Association personnel took time from their
own work to participate in stewarding the record
flights.
After Miss Cochran decided to try for the speed
records, Lockheed Aircraft on April 10, 1964, applied
to the National Aeronautic Association for a sanction
for her to attempt these records in their aircraft with-
in the next 90-day period. Previously, on March 19,
Lockheed Project Engineers, Mr. F. J. (Jim) Marsh
and Mr. J. G. (Joe) Carrillo, together with certain
other Lockheed engineers had met with the Directors
of the Contest Board of the National Aeronautics As-
sociation to discuss their plans for this record attempt
and check for conformity with the record require-
ments set by the FAI. Early establishment of the
procedures to be followed was necessary so that the
plans for stewarding the attempts could be made with
NAA personnel and the specialists at the l' dwards Air
Force Base who operate the theodolite and radar equip-
ment used to follow the flights. Mr. Earl Ilansen was
designated as the NAA Directing Official. Mr. I Jansen
and Mr. Carrillo had numerous conversations in the
next few weeks coordinating final details. On April
23 there was a meeting at Palmdale, the designated
takeoff point for Miss Cochran's fights, between Mr.
Hansen, Mr. Carrillo, Mr. Phillips, and Major Keogh,
Air Force Project Coordinator, and final plans and de-
tails agreed upon.
On April 20, Miss Cochran started preparing for
the 15/25 km record attempt. She made seven practice
runs through the speed course to familiarize herself
with its course location and to perfect licr techniques
of flying this very difficult record which requires
holding the altitude within ? 300 feet throughout the
course. Small control movements in supersonic flight
make holding this altitude very difficult even for the
most experienced pilot.
'The first attempt at the 1.5/25 km record was to
start on Monday, May 4. All of the various coordinat-
ing groups convened for final briefing and clarification
of plans on Sunday evening May 3, at Edwards Air
Force Base. All gave up their Sunday to attend the
meeting. However, when Monday morning arrived,
there was a complete cloud cover over the valley so
that the first flight was postponed 24 hours.
September, 1964
CIA- R D P 84-00780 R 000400350024-6
On May 5 high turbulence and cloud cover made
it impossible to hold the altitude tolerances, so no
record attempt was completed. On the third day rain
ruled out attempts for that day, nor were conditions
satisfactory on the fourth day. Throughout this 4-day
period Miss Cochran, the Contest Stewards and all the
backup people in the program were on hand every
morning in the hope that the record could be run.
The Directing Official had to secure new crews every
day as most of the Stewards could not be away from
their jobs for extended periods. Finally, on May 8 the
weather changed, and the first attempt at the record was
made. IIowevcr, due to unforeseen technical problems
and lack of contrail from the plane, no askania record
of the flight was obtained; that is, the cameras did not
lock on the airplane and the ground observers did
not actually time and see the aircraft pass through the
traps. Although radar data showed that Miss Cochran
had bettered her previous mark sufficiently to file a
claim with the FAI, calculations by the Lockheed en-
gineers indicated that it was possible to considerably
improve her speed. Therefore, a second attempt at this
record was made on May 11 that was completely suc-
cessful on all counts; askania, radar, and watch times
agreed very closely. After the theodolite film and com-
putations had been checked by Edwards technicians
and NAA Stewards to assure that a new record
had been achieved, a provisional record claim was
filed for Miss Cochran claiming a speed of 1429.297
mi/hr for 15/25 km in the Lockheed F-104 G. This
was about 150 mi/hr faster than her record a year
previous.
As soon as this record was completed, she vigorous-
Continued on page 18
Col. Chuck Yeager, Miss Cochran and Lockheed engineers
in preflight conference.
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The FAI Bureau
and Council
INTERNATIONAL BODY MEETS IN PARIS
By Col. Mitchell E. Giblo
in one 15th and 16th I. attended the Annual FAI
aurcau Meeting and the FAI Council mectings in
:kris.
I lic meeting is limited to eight elected I- AI \ ice-
residents, acting as a Board of Directors, except that
l ureau members have no vote as such and no issue is
Died on. The Bureau members sit as advisors to the
CAI President and engage in discussions. IJsually,
,tier the Bureau meeting, matters are presentees: on the
allowing day to the FAI Council composed of all
lie FAT Vice-Presidents, one for each metnher nation.
On the I >th of June, sit countries were in at-
u~nctancc at the Bureau meeting. On the subject of
~Al General Aviatimi, FAI's First Vice-President
tlauricio Obregon reported that in Washington, 1). C.
lic contacted the Directors of AOP'y. :fir. Obrcgon
cportcd that the AOPA was not interested at that
tine in any agreement with FAL On the subject of
;eneral Aviation, Mr. Obregon reported that "\Vork-
iig, papers for ICAO will be executed by a college of
xperts designated by NAA from among vIPA spe-
.-ialisrs (within eventual participation by Canada) and
Iw specialists from interested European National Aero
Tubs.
I-lie Bureau then discussed the 1064 FAI General
outerence at I el Aviv, Israel, in October.
Next on the agenda was a discussion on the IS arils
for the FAI (;old Medal and the FAI Gold Space
Medal. The U. S. for the fourth year submitted the
iiante of Dr. Theodore Von karnian. France suli-
irtitted the name of Jacqueline Auriol for the FAI
told Medal.
Fi it the FAI Gold Space Medal, the I_ . S. sub-
inixtcd the name of "Cosmonaut'' Gordon Cooper.
I-he Soviets submitted the name of Mite. Valentina
Nikolaeva- I ereshkova.
Tole Aeronautical Film Festival for 1965 will be held
at Deauville, France. I he dates have not been decided.
the National Aero Clubs will be given three dates
and be required to vote which date is the most srutable.
1-he FAI CoutnCil meeting was held on the 16th of
lone in the French Aero Club building, 6 Rue Galilee,
Paris, France.
the FAI I rcasurer General reported that because
of steps taken bey the Council in December of 1963,
it appeared that FAI will finish the year of 1964 with
a balanced budget.
I he discussion on General Aviation was the same
,is reported for the Bureau ineeting.
I he vote on the FAI Gold Medal award resulted in
the award being made to 1lme. Jacqueline Auriol of
France.
COL. MITCHELL E. GIBLO EXECUTIVE DIRECTOR NAA
I lie vote on the FAI Gold Space medal resulted in
a dose (10.8) victory for Mnie. Valentina Nikolaeva--
Tereshkova of the Soviet Union.
Bi onze Medal-awarde I to Dr. J. Gaisbacher of
Austria for his splendid ( rganizational ability and for
his devotion to aeronautic s and the FAi.
I. iienibal Medal-awa (led to Mr. i-leinz Huth
(lV est Genitanv) twice World Champion, six times
National Champion, and a great Gliding enthusiast.
I;ie La 1'aiux Medal-awarded to Colonel V. F. III,
kov,ki ( L'SSR) for bea ing the World Records of
Duration and Distance in orbital flight (118 hr. 56 min.
41 ec. & 3.325.957 km. -81 revolutions around the
F.artIi).
Louis Bleriot Medal- iwarded to Mr. Raymond
Da',v (France) for beat trg the International Record
for speed in a 100 kill closed circuit for aircraft
weighing less than 500 kg (334,308 km/hr.).
/',41 Diplomas-All the candidates proposed are ac-
ccpted un:uumously by lie Council; they are as fol-
lows:
Australia-Fdw.vin Robert Russell
Austria-Dr. Erna Procld & Herbert Vvskocil
Belgium-Robert Save & Maurice Boel
Canada-G- A'- Grant Al :Conachic and Charles Doug-
las I'avlor, \.
(,iiile illareel Vlarehant Binder
Czechoslovakia-Aaclav Polak, Karel Fikovskv and
Prof. jaroslav Alanak
Denmark--Verner Jaksla id
Finttand-Lennart Poppiu;
France-Gerard I )'Aude eau, Vincent B ilesi & Pierre
I abadie
(;rcat Briton-J. O. 11 I oblcy, F. F. Buckell and
Croup Captain W. S. ;aster, \I.C.
('ontiiiuei on page 18
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1964 Jiiianctier
Each of the incmbcr nations of Federation Acronautique Internation-
ale is privileged to nominate annually as many as three individuals
to receive the honorary FA] Paul Tissandier Diploma, awarded to
those persons rendering outstanding service to the aeronautical prog-
ress of their respective countries.
These three distinguished persons will be honored at the FAI Con-
ference at Tel Aviv in October, 1964:
HARRY F. Guccrmu..txr has a lung record of service to aeronautics, beginning
with his duty in T %orld War I as a Naval Aviator. In 1925 lie established the
Guggenheim School of Aeronautics at New York University, and became presi-
dent of the Daniel Guggenheim Fund for the Promotion of Aeronautics in 1926.
This organization sponsored Jimmie Doolittle's instrument flying and blind
landing research. From 1929 until 1938 he served on the National Advisory
Committee for Aeronautics, and in 1948 established the Guggcnhcinn Jet Pro-
pulsion Center at California Institute of Technology and the Guggenheim Labo-
ratories for the Aerospace Propulsion Sciences at Princeton University. Other
grants by Mr. Guggenheim include the Institute of Flight Structures at Colum-
bia University in 1954, the Aviation Safety Center at Cornell University in 1950,
the Center for Aviation I Icalth and Safety, at I larvard in 1957 and the Aerospace
health and Safety Center, again at 1 larvard, in 1962.
VICE ADMIRAL ROBERT S. PIRIE (Retired)
HARRY F. GUGGENHEIM
Komar-s S. PiRU: graduated from the Nraval Academy in 1926 and became a
Naval Aviator in 1929. Throughout his career he has' been intensely interested
in civil aviation and has been an important figure in NAA's international ne-
gotiations, representing NAA in many world conferences. Ile headed the United
States delegation in 1963 at Mexico City. For the last eight years lie has served
NAA as a director, as head of the Contest Policy Committee and as Chairman
of the Board in 1963.
Admiral Pirie was appointed Deputy Chief of Naval Operations in 1958
and held that post until his retirement November 1, 1962. 1 [is distinguished career
included a tour as the first head of the Department of Naval Aviation at the
Naval Academy for two years, their as Commandant of Midshipmen in 1949,
when lie was promoted to the rank of Rear Admiral. Later lie served as Chief
of Staff for Admiral Jcrauld Wright and as Deputy and Chief of Staff for the
U. S. Atlantic Command and Atlantic Fleet. In 1957 lie was promoted to Vice
Admiral and given Command of the Second Fleet in the Atlantic. He retired
with the rank of Vice Admiral in 1958 and joined Acrojet-General Corporation
as Executive Assistant to the President.
JOHN G. LOWt', JR., of Denver, Colorado prefers to be called Jack Lowe, and
by that name he is known by aviation people in the United States.
Born in 1924 with cerebal palsy, he has devoted his entire life and much
of his wealth to American aeronautics, concentrating particularly on ac-
tivities furthering the work of aviation education. The National Aeronautic
Association and its affiliates, the ,kcaelciny of Model Aeronautics, National
Aerospace Education Council, and the antique Airplane Association are or-
ganizations in which he has taken an active interest.
Jack Lowe is the founder and honorary President of the Denver Acro Club
and is a Regional Vice-President of NAA. His unselfish devotion to the sci-
ence of aeronautics has earned the respect of the entire industry and the close
and intimate friendship of America's most famous aviation personalities.
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 A Curtiss-Beachey replica
IN EXPERT E X PLAINS-
A beloved antique-1 ie famous Travel Air 2000
When Is an Antique Airplane Antique?
By Robert Taylor, President, Antique Airplane Associat on
I'he rather vague title of antique airplane iucans dif-
icrenr things to pilots of different ages. Many lump
.1I1 old airplanes into the antique classification. I-hc
\ntiquc Airplane Association has for some v ears set
aside certain categories to better the state of the art
for all who take part in such activities.
III past years inenibers of the AAA have held nicet-
ings on this All) leer and after much discussion have set
Put certain standards which in turn have put old air-
Craft into certain categories for purposes of judging
and making atsards at Fly-Ins around the country. In
View of the growing interest in old aircraft and the
increasing numbers of them being restored these
standards -,kill be refined or changed as circumstances
demand.
At present these are the main categories now pre-
v cling. First is the Pioneer Category for airplanes
built from 1903 up to the onset of World War One in
1914. ('his period has few active airplanes other than
those that are used for flying except for special ex-
ltihitions or movie work. However, a number of AAA
nicrtibers are building replicas of Curtiss and Wright
pushers and sonic are already flying around the coun-
try. Also a few 131eriot iMonoplanes are kept in Hying
condition. I'lic'e is no special problem in this area as
This Spade of WWI still is flying
such design, are easily re, ognized and the no tibcr of
members "ir_h such types re few. The total of Pioneer
types in this country all( abroad would number less
than a hundred.
The next era or categot y is perhaps Inc of the most
popular and widely put licized. J -his is the World
War One Ira which has ~ njoyed much devotion since
the early thirties to the p esent. Probably more words
have been written about this age of cavalier aviation
than any other. A surprising number of airplanes of
this period have survived In addition the building of
replicas of World '\Var One has been widespread.
XVorld War One engines can he found in good condi-
tion and v irli a set of pl us; the rest is mostly wood,
'aire, and fabric, money and labor. Maw., enthusiasts
find to their dismay anc disillusionment that such a
project is not easily or quickly accomplished. "There is a
growing number of suc i projects reaching comple-
tion and both replicas a id restored originals will he
showing up at Fly-Ins in some strength. This category
will tax the skill and kno,.ledge of Fly-In judges when
replicas and original AA orld AVar One tvpes meet
at a competitive event.
the never and largest category start, as World VVar
One ended and continues to 193i. This is the AN-rIQua'.
era althou~_,h sonic will question a thirty year old
:?irplane a, being an at'rique. Others with airplanes
Lilt after 1933 questio t such a cut off date. This
ocular flatter was otly debated at tic :A,` A
"standard, A,Icctin the pilot',, problems.
After tour practice runs, she started rcci;rd at-
nrpts May 21, making two flights cacti day. I is first
c flights were unsuccessful. However, on lure 1,
her sixth attempt and under perfect ccn iirmns,
surpassed the previous record by 3 per cent i i
cent is required for a new record, . All of the
i cor(lirw equipment vas working perfectly, tnd all
i the pylon Stewards saw the aircraft pass outside of
is pylons is they sighted tip through the snvcyed
flits of crossed yires..A provisional record dint was
red for her in the amount of 13113.241 mi / ir, ,ub-
ct to submission of the complete record firs v it hill
days. I he requirements for this run are that the
=mtestant trust complete the course by crusong the
,trt-finish line in such ;t way that a complete closure
uradc of the course and that the altitude at finish is
least as high or higher than the start. It is also re-
rnred that no pylon or turning point lie cut.
I'll(,- next record which \liss Cochran attempted
as over the SUt) kit speed course, the requirements
it which are in general the saint as those for the
0) kill. this course becomes more of a teardrop
1r.tpe, w irk to o long and one short side to. rhe rrt-
nh1c of the actual course. Getting ready tuuh inure
inc ,on the part of the Stewards and the supv.)orting
cluticians, as the turning- points were at grc:t:er (Iis-
rnces from Edwards :Air Force Base. Also, because
1 remote distance, a more complex radio) connrnuni-
itions nerve ork was necessary.
I (owevcr, all of these requirements were tuai[led
ithuett incident, and on June 3 Miss Cochran, under
erfect conditions, bettered her own prevuins io)()
in speed record. I lie provisional claim was tiled in
?rc amount of [127.394 ntithr. 430 MPH faster than
he existing record. I he record was made on the
total second try at this distance.
Far[ Hansen and several other Stewards, including
M. C. Landon, Manager of Fox Field, near Palm-
'ale, and yrlr. Richard Kessler, Manager of Hawthorne
\iraort, werc able to be or hand as Stewards for most
(if die record flight attem}-:s; but the tnajoritV of the
Stewards were available fo- only one or two days at
bile_ it v necessary
orations Chict Art Johns,
\irpnrt, to v,vork contint
Stewards maotained for
d'itners Acro Glob to assur
of Stewards it ould he on
return run vas planned.
in rrt-ospccr, this was o
trolls chat the NAA Conte
legs, rlf w-orl:irtg. Miss Coc
the .Air Force personnel, a
:r trentcndou' jot) of ,% or
I per:irion.
or
Earl Hansen and Op-
Fullerton
roster of
iil, Manager of
tiuslv with the
lie Contest hoard by the
that the required cumber
hand at each time that a
re of the smoothest opera--
r Board has had the prtvt--
iran, the Lockheed aeople,
id everybody involved did
:lug together in close co--
The FAI and Council
Can t,l I rum tarn' t (!
I'.5..'.. Hares F. Guggenl cim, V ]cc Admiral Robert
B. 'inc ;iand Jack G. Lo to
L.S.S.R.-Anaroly L. Spci-lies, A uri N. Sokolov and
\Ir,. V ancntina M. Seliv rstova
lleretgolfi. r Diplotnmt-a yarded to ,Aladarne Nini
Bosunan ('\crherlands) fir all her performances and
n particular for being the only woman pilot to have
it ice crossed the Alps in : balloon.
T1;_, final item introduc'd in the Council meeting
was a rcle,r.irri from the A :ro Club of the Democratic
I eriiran Republic renew in, its request to change from
Associate to Active Aiemt cr of the FAt. This ques-
tion irad been discussed at length in Mexico in 1963.
It \k:,, put art the Agenda of the next Generr_1 Con-
lerence to lie held in -Tel - viv in October.
\luch hat been written in the past on Federation
\crortautique International : and the International Con-
fercncc Table. The impo -ranee of the various FAI
ommittec nrcetings that 1 . S. delegates have attended
r epre;entino NAA affiliate cannot be overemphasized.
Meeting wirh our counts rparts from the numerous
I'.uropcan, (oiumunist-blot. Middle Eastern, Fir East-
ern. rnd South American country representatives is
an experiencc and a revel: lion that no American will
forget. Beside sitting dov or at the conference table
And helping to develop rul :s and regulations to amend
And ,t rite nc\e statutes ft, - FAI, these meetings help
to prm cote rind cement her -cr understanding an(! closer
relationship, among the pc,ple of the world.
"hhere are now 54 cot ntrics in FAI, and at the
conference table one can rear a large number of lan-
guagcs- For the most part however, English, French,
Spanish, and. Russian are s )oken at the meetings. The
officers of I- \1 or the del} rates to committees do the
translating. Because of rht language harrier, the rep-
resentatives chosen to att' old these meetings are, for
Continued on page 20
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1964 Cabot Award
To G.E.'s Gerhard Neumann
The Godfrey L. Cabot award for distinguished serv-
ice to aviation was awarded to Gerhard Neumann, a
General Eclectric Company vice-president, at a lunch-
eon meeting of the Acro Club of New I?ngland June
30. The award was presented by club president Tliom-
as G. Brown, Jr.
A native of Frankfort, Germany, Neumann is cur-
rently in charge of GF's flight propulsion division
which manufactures jet engines. I Ic was selected for
his lifetime of contribution to aviation in industry and
in science which have been of great benefit to the
United States. Neumann, a former Flying Tiger, was
made a citizen of the United States following World
War II by a special act of Congress. In 1959 he won
the Collier 'T'rophy for his work on the development
of the J79 engine which powered the record-breaking
F- 104 Starfighter.
The Acro Club of New Ingland is the oldest avia-
tion club in the western hemisphere. Previous win-
ners of the club's Cabot Award include Igor Sikorsky,
Admiral Richard F. Byrd, General Curtis I,c1lav, Alan
Shepard, and Najeeb I falabv. ^
Gerhard Neumann, GE vice-president, is shown receiving the Godfrey
L. Cabot Award for outstanding contributions to aviation from Thomas
Brown, (right), president of the Aero Club of New England.
CESSNA AIRCRAFT IS CITED
Cessna Aircraft Company of Wichita, Kansas was one the President's "I?" award for "excellence in exporting
of 10 companies honored recently in a special. cere- and its contribution to the increase of U. S. trade
mony at the White House. Cessna was presented with abroad." In addition to a large certificate of citation,
the company also received a special "F" award flag to
fly at its Wichita headquarters. President Lyndon B.
Johnson (right) made the special presentation to
Dwane L. Wallace, Cessna president, in the White
House rose garden. ^
The FAI and Council
Contd. from page 18
the most part, individuals who are sophisticated, ma-
ture, understanding, and patient. These meetings of
necessity are somewhat long because of the language
difficulty and the time consumed in translating, but
each and everv one is given the opportunity to be
heard and to be understood.
I?AI has been in existence since October 14, 1905;
and over the years, the FAI has acquired much ex-
perience. In addition to FAI committee meetings,
which deal with all fields and categories of aeronaut-
ical and astronautical matters, the FAI holds an an-
nual General Conference. These General Conferences
are rotated or held in different countries each year. As
an example:
1959-Moscow, Russia
1960-Barcelona, Spain
1961-Monaco
1962-Athens, Greece
1963-i\lexico City, Mexico
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The FAI and Council
(. iird. (torn page 19
Various tneinbcr countries compete with cone an-
t: her to invite the I. A 1 to hold the General Conterencc
in their respective countries. It is an honor for the
1i11st country to he awarded the privilege of inviting
at international organization of such prestige as FAI.
another function of FAI is to aid private pilots to
through the snarls of government red tape when
p kitint, aircraft into foreign countries. Hirou`~h mcin-
10,_ r Acro Clubs, pilots nmv obtain a "carnet" or niemo-
r:,ndum. This allows a private pilot to fly his plane
info :uiv country that accepts the carnet system. It ex-
c, shots him froui paving customs ditties, and makes his
{,licial entry easier. About 25 countries participate in
i i is arrangement. l`he National Aeronautic Association
lie official U. S. member of FAI--issues approxiniate-
1 100 carnets a ycar.
I'he FAI is the only organization that is enn;anyrd in
ti e certification of world records in the aeronautical
and astronautical fields. It is important to note that in
I r6( the U.S.A. held (m aeronautical world records
a;:d the USSR held 108. In 1962, the U.S.A. reversed
ie trend and the score stood: U.S.A. '.30 w rid rec-
{,rds and USSR 118. Needless to say, this tur,i of
t cots unproved the looms of U.S.A. in the acronauti-
c I world. As of Novemhcr 21, 1963. the world record
s ore showed and USSR-124.
I?.quallV important to FAI contuuttec uieetints and
rl General Conferences are the A\ orld Chanipconslups
;,:d competitions in various aeronautical events. Cum-
tirions for the Gliding Championship of the uu orld
Is held in 1958 at Leszno, Poland; in 1960 at (.o-
l+ irnc, Gernianv; in 196, at Junin, Argentina. the 1960
irrachutinu; Championship of the world took place at
fia, Bulgaria; at Orange, Massachusetts in 1902. and
:t. I.eutkirch, Germs iy in 1964. The Acrobatics 1A orld
hatnpionship in 1961 was held at Bratislava, (;zech-
,.,iovakia, and last car in Budapest, Hungary. I he
c-idenay of .Alodcl Aeronautics is very- often en-
iged in these VA I world championships, c ccenrk
s mipeting at Kiev, USSR.
In the field of l' AI World Championship evcalts, the
t. .S. A. has not done too well. I here is, how ever, it
r-asun for this lack of success that should Iac ex-
l iained. For example, at World Gliding Ch:ampuon-
s,aips, the U.S. gliders are as good if not better than
lose .auilt in Lurope. I lie U.S.A. glider pilots are as
rod if not better than the pilots produced in anN
a; her country, but the best we Could do :rt Junin,
rt,entina was third and fourth place. AVhv
It must be pointed out that in the C:ommunrrst-lilac
ountries the National Aero Clubs arc a part of the
tilitarv establishment, are supported financi.ally 100
,,r cent by their respective govcrminents. I he entire
~,r ro Club personnel works for their governnacnt,
mid the participants in the sport are either in the Air
rarce, Navy, or Army service. Their ages ranee from
) to 30 yens. Alter yarn us national competitive elinti-
:ations, the glider pilots who will represent the ciitler-
emit connnunisr countries h: t e nothing else to co but
practice. I`he pilot's sole occupation front year to
ear i,. to iii the glider Manes. The government's
aeronautical resources in a esearch and development
are directed ro,ward the pro duction of the best glider
nossih~e so that they win tin FAI Championship.
Gmtrast this program v th the situation as it is
tunnd in slit U.S.A. First. gliding in the 1:.~..A. is
100 per cent in amateur spa rt. '['lie U.S.A. pilot has to
hi or snake Iris own glider and usually this is quite an
expensive item. The C.S.A. pilot is usually cmploved
in some other activity in t rder to make a living for
himself and his family. He in seldom take up gliding
seriously until lie has raised and educated his children
and as a result, lie usually is i urty-five to fifty-five years
of a!,c 1 is is fortunate ind ed if, after lie is selected,
lie cart accumulate 4)) or 50 hours living rime in prep-
ararion for Hit FIAT World ::hanipionship. In order to
5rtcnd the citunpionship, o it pilots are compelled to
take itavc from their jobs a id participate at their own
eypeliae. In s-nte cases, the individual pilots have de-
vcloped and constructed ti (,it own gliders that com-
pare - iiI, amid surpass the
:tic I. eloped and construe
rrmncnt control. Our pilot
fur haying tI:e audacity ti
snrniuuntablc odds.
uality of the gliders that
ed under communist gov-
deservc the highest praise
compete under such in-
(n cue case of the other FAI World championship
-sporis_ the wine situation p evade. It must be remcni-
bcred that the other irurop.-an countries give (Tovern-
it emir support to their Natio nal Aero Clubs. The NAA
is the only A itional Acro I:Itib in the F.Al that does
not enjoy the support of i s government in the vari-
ous 5I orld ccauupionship c, cots. This fact has sonic
disadt antages as it has bet it pointed out above. On
the other hand, many ind.,pendent thinking citizens
vioulol prefer that the Unit d States government keep
out ut the N 1,A and its afli fates' affairs. ]'lie N!'i-A has
over the vears enjoyed s recess in the acronatitical
held mind has been of import ant help to various affiliates.
We tccl thaar NAA has a neat future and that it will
not t;akc Secaorid place to an, FAI National Aero Club.
When Is an Antique iuirplane Antique?
( ornl (roil, p.r,ar 12
restrictions of their use for either pleasure or In.tsiness.
1-his puts the owner of sue It an antique in a fay.-orable
position in ~Iicli matters utilization, insurance, li-
cense problems, and safety. Yet a pilot or antique huff
looking for i rare or unust al type of airplane can still
find rriny exaniples of thi period left to restore and
enjoy
in 1929 before the big stock marker crash, ove-
eight., aircraft companies , crc in production to sonic
extent. Not ill were goof airplanes but many were
and still are providing fait] fu] service to their owners.
I lie date ,f 1935 was s oted as being the year that
enipir,isis changed from t is open cockpit types to
what is known as the "Cla: sic period," when the sleek
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 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6
and comfortable cabin planes started to come into
vogue when such types as Waco Cabins, Stinson Re-
liants, Fairchilds and Howards went into production.
There is a certain amount of overlap into the Classic
Period with some open cockpit types staying in
production up to and through part of World War
Two. Yet in general, a change was apparent and thus
the change in periods so designated. The Classic Period
runs to World War Two and here again can be found
many types that provide excellent utilization for their
proud owners but are quite different from the mass
production types built since the end of World War
Iwo.
The last period we have is that of World War Two.
We have noted a growing interest in saving and fly-
ing aircraft of this era of aviation and many who
were involved in this event now seek to save and keep
flying the examples built by all the countries that took
part. This interest extends from the trainers right up
to the fighters and bombers. 'rho, Confederate Air
PCA Trains U. S. Team
Contd. from page 16
with an arrow preset on the ground.
The jumpers are timed for the pre-
cision of their maneuvers and the
time in which the complete series
is finished.
Although the United States is rel-
atively new to competitive sport
parachuting and has only been com-
peting in International Competition
since 1956, the United States has
scored impressive victories. In 1961
at the off-year competition in Eu-
rope, in 1962 at the Sixth World
Sport Parachuting Championship
held in Orange, Massachusetts, and
in 1963 at the Adriatic Cup Meet
held in Portoroz, Yugoslavia. All
indications now point to a battle
royal between the United States,
the Czechoslovakians, the French,
and the Russians for the World
Championship honors in 1964. The
United States Team has, in the past
two months, shown remarkable im-.
provement over their championship
performances in the past years. Not
only the accuracy scores, but the
style scores are extremely im-
pressive.
Asa result of the rugged elimina-
tion period held in Fresno early in
June, the following men and wom-
en will be competing in the Seventh
World Championships this summer.
On the men's team: Dick Forten-
berry, Riverside, California, three
time United States National Cham-
pion; Coy McDonald, Antlers,
September, 1964
Force is doing a fine job in this era. Other AAA mem-
bers own such varied and exotic types of Spitfires,
Swordfish, Westland Lysander, F-51, P-40, B-25, UC-
78, T'-6, BT-13, and so on through the many types of
aircraft designed and built for this war.
l'hc main purpose and desire of most AAA mem-
bers is to restore and FLY these varied aircraft. No
problem is too big, no restoration too difficult to these
people. Most feel that an airplane must fly to show
aviation history as it truly was. In all eras from the
Pioneer to World War Two, AAA members are busy
finding, restoring, and flying airplanes. This will per-
mit future generations to know how these airplanes
sounded and looked as they "Keep the Antiques
Flying!"
If interested in membership write to Antique Air-
plane Association, Route 5, Airport, Ottumwa, Iowa,
52501 for membership details. Send $1.00 for two re-
cent issues of the official AAA News for more in-
formation on antique and classic airplanes. ^
Oklahoma, first overall in the Adri-
atic Cup in 1963; Loy Brydon, Seat-
tie, Washington, an outstanding
member of the United States Team
since 1958; Gerry Bourquin, Por-
terville, California, an outstanding
competitor from both the 1962 and
the 1963 United States Team; Ron
Sewell, Seattle, Washington, a new-
comer to the United States Team
who shows great promise and is a
potential medal winner for the
United States Team; Bill Berg of
Snohomish, Washington, a past
member of the 1962 United States
Team.
The women's team consists of:
Anne Batterson, Bloomfield, Con-
necticut, United States women's
National Champion and first over-
all in the Adriatic Cup Meet in
1963 in the women's division; T.
Taylor, Dallas, Texas, a newcom-
er to the United States women's
team and an outstanding competi-
tor; Gladys Inman, Redmond,
Washington, a past member of
the 1962 United States Team; Max-
ine Hartman, New York City, an-
other new member to the United
States Team; Carol Penrod, Los
Angeles, California, a new face to
the United States Team, also an ex-
cellent style jumper.
The PCA was fortunate indeed
in securing the services of Captain
Charles Mullins of the U.S. Army
Parachute Team as the Team
Trainer in addition to veteran Army
team personnel Brydon, Bour-
quin, Fortenberry and McDonald.
Head of Delegation is Chairman
Joe Crane of Mineola, New York,
Team Leader is PCA President and
veteran International competitor
Deke Sonnichsen of Menlo Park,
California. The International Judge
is Jim Arender of New York City
current Overall World's Champion
and past World's Style Champion.
U.S. Team Para-Commander cano-
pies were provided by Pioneer
Parachute Company of Manches-
ter, Connecticut and Crossbow
packs, harness and reserve para-
chutes were provided by Security
Parachute Company of San Lean-
dro, California.
The Parachute Club of America
is confident that this years' 1964
United States Parachute Team is
going to make one of the best dem-
onstrations of United States athletic
skill seen in the last decade. This
important International Event tak-
ing place in Germany this summer
will receive added significance in
this Olympic year. A victory in
Germany will be as impressive as
any victory in Japan.
The PCA urges that all members
of the NAA and all divisions of
the NAA help this United States
Team in its effort to promote Unit-
ed States athletic prestige abroad,
and to further success of our Unit-
ed States, NAA competitors. Do-
nations to the United States Para-
chute Tcam Fund will be grate-
fully welcomed. Send contribution
to: U.S. Teaut Fund, Box 409,
Monterey, California.
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 Approved For Release 2006/11/16: CIA-RDP84-00780R000400350024-6
Ike K(CK Bekiiut PC/LA.
I'lie i ion. 1Villiaiu P. AlacCracken, j r., or p am Bill
1acC'racl:en as the industry knows hint, personally.
. tote much of the oriiinal Charter under which NAA
;,;As organized in 1922. He has been NAA's legal coun-
A all of NAA's life-about 43 'cars.
\lacCracken was a Ilio'ht instructor at \A'acc i'icld
luring World War I and at the termination of In stil-
iiics was discharged at Ellington Field. A firm believer
,n the future of aviation, he 'a orLed unceasin,i ly to im-
press upon U. S. lawmakers the imperative need of a
>ulgle federal aviation law with 'a hick every state
_, Mild annply. The result was the first Air Conunerec
Act of 1926, much of it the 'v orb of Bill .Alac( racken,
, ho administered the new law as the first Under Secre-
iary for ;'Air in the Departntent of Comnlercc.
\lacCracken is the senior member of it pmuuncnt
'Vashington law iii-nn that handles a heavy tolunle of
cgal work. As NAA has grown and its activities in-
"rcased, so has its demands upon Bill \tact racken's
rime multiplied. 5 et never, in 43 years, has he neglect-
NAA's legal problems or delayed a decision. He has
,liven these years of loyal service to NAA without
s'ompensation of any kind, sacrificing his ()\\ it interests
to those of National Aeronautic Association. Of many
inc and unselfish Americans, none have etlu,.lled Bill
\lac(;racken's contributions to :America's oldest avia
lion OrOallizatioll.
Sincc 19;2 \A A's I yeast c?er has been AVashirng'ton at-
torne Fd;i and C. Swcc le a mclilhcr of' tile U.
Subversive ACtivitics Cot trol Board and fora er Chief
Counsel of i he General ` crvices Administration.
`-a cenev ' extensive bt iness interests, coupled 'a ith
hi, ong association with the Explorers Club, require
much world-wide travel NAA's rather involved ac-
countint) is handled by S\ eeney's 1Vas1iington business
tuan"u-yCinent office under the "treasurer's supervision.
cene\ is a past presu ent of the AVashingron Chap-
tci of the Explorers (;lu t and now is Vice-President
and I'rcasti.rer of the n itional organization. He has
journeyed i vl ice to the . outh Pole, once as a member
of the Byrd [xpedition. Again in 1963 he visited the
:Arctic regions to obtain v kite Polar bear cuts for the
Siutthsonian Institution a id the Detroit Zoo. the sum-
mer of 191,4 saw him engaged in a trek through Alas-
k'I"' ss ilderness.
I dvw'ard '-~weency is a ormer member of the faculty
u Northvl extern Unive'sit' where lie instructed in
the new held of interna tonal space lam. He holds an
active pilot certificate an I owns a fixed base operation,
1?_y c Air, ,i.r Richmond, 1'iro''inia.
'EDWARD C. SWEENEY
22 NATIONAL AERONAUTICS
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 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6
PIPER'S NEW AZTEC C
SIX PLACE TWIN HAS HIGH PERFORMANCE
Introduction of the Piper Aztec (:,
new six-passenger, 21 8 mile an hour
twin-engine airplane, is announced
by Piper Aircraft Corporation,
Lock Haven, Pa. Major modifica-
tions throughout distinguish this
new flagship of the Piper ]Inc from
its predecessor, the Aztec 13, best
selling six-passenger twin on the
market since its introduction in
1962. Suggested retail price of the
Aztec C is $54,990.
Two I,vcolning six-cylinder, 250
horsepower engines with 13cndi.x
fuel injection and dual 75 amp
1)clco Remy= alternators power
the Aztec C. These power plants,
with Lord engine mounts re-
designed for smooth operation and
new lightweight constant speed
controllable Hartzell propellers
mounted on extended shafts, drive
the Aztec C to a 218 mile an hour
top speed, with a realistic cruising
speed of 208 mph at 7500' altitude.
Slim drag-reducing 1 iger Shari:
nacelles, first introduced by Piper
on the popular Twin Comanche,
and a streamlined an-scoop under
the nacelles give the Aztec C a new
and distinctive silhouette. New hy-
draulically operated landing gear
doors, made of fiberglass, completc-
Iv enclose the retracted main and
nose gears, and flush wing flaps fur-
ther contribute to the speed-en-
hancing clean-up of the basic Az-
tec design. Cowl flaps are provided
but engine cooling is SO efficient
they seldom need to be used.
I ake-off run of the Aztec C is
750 feet, rate of climb 160 feet per
minute, and stalling speed 62 mph,
permitting this new twin to operate
safely from short fields and at high
altitudes. Service ceiling is 21,000',
absolute ceiling 22,500', with 7400'
single engine service ceiling at max-
imum gross of 4800 lbs.
Generous Baggage
Compartment
Useful load of the Aztec (2 is
1867 lbs. In addition to standard
six-place seating, one large baggage
compartment in the nose and an-
other aft accommodate 300 pounds
of baggage or cargo.
Very effective new soundproof-
ing is the result of generous fiber-
glass insulation and double win-
dows, which also eliminate fogging.
Interior of the Aztec C is all-
ncw , including rich new upholstery
fabrics and carpeting, ncw-design
contoured headrests, a completely
new overhead ventilation system
that incorporates individually con-
trolled fresh air vents, individual
scat lamps for each passenger and
new overhead neap lights for each
front scat.
I3etw-ecn the two front seats a
new console controls the fuel Se-
lection and operation of the cowl
flaps. Standard 144 gallons of fuel,
carried in four integral wing tanks,
provide the Aztec C with nearly
eight hour range-over 1300 miles
non-stop at economy cruise.
New switch and circuit breaker
panels, new gear limit switches and
a convenient neap pocket at the
pilot's knee are among the many
ncw- features of the Aztec C. The
instrument panel layout has been
revised to accommodate the new-
fuel flow gauge used in conjunc-
tion with the I,vcoming 10-540 en-
gine.
In all, 12 different operational
packages, including it great variety
of radio and navigational equip-
ment, are offered to tailor the Az-
tec C to diverse operating condi-
tions anywhere in the world.
The 11 xecutive package, in three
versions, adds dual Omni, marker
beacon, automatic direction finder,
and automatic flight, plus glare ban
instrument lighting and Piper Tru-
Speed Indicator to basic Aztec C
equipment.
Professional packages, in three
Complete instrumentation and radio for every level of flight operation can be easily accommodated
in the wide, roomy panel of the new twin-engine Piper Aztec C. Panel above group engine instru-
ments, including cylinder head temperature and fuel gauges, at right, with ample space remaining
for additional equipment. Gyro flight instruments, plus marker beacon receiver, Piper AltiMatic
three-directional automatic flight system, and glare ban light control are at left. Double bank of nav-
igation/communications equipment in center includes ADF, complete "2x4" VH system with two trans-
mitters, four receivers, dual VOR/ILS converter-indicators and glide slope indicator, and Distance
Measuring Equipment. Operational packages offered for the Aztec C include de-icing equipment
and very sophisticated radio systems to provide all-weather capability and meet requirements for
operations around the world.
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11rslonS, further add glide slope,
1,\l (distance measuring eduip-
i,ent) and related ground speed
1dication, plus Piper PEP external
ritivcr. Three Corporate packages
r ovide the Aztec C Nvith all-weath-
operational capability by the ad-
aition of prop and wing do-jeers
Dui all-weather antennas. Three in-
i-national versions offer a veri,
iphisticated radio package to sat-
special conditions found in
toe parts of the world.
Vive three-tone exterior paint dc-
:"rts are offered, with a choice of
;aI'll umizing interiors.
I'lic Aztec C is the newest Piper
ei carry in a naive innoduced in-
the Piper line of business and
ieasure aircraft in 1 9(,(), with the
riginal Aztec. I hat five-passenger
.vin, with two 250 lip Lycoming
ngines, was 11own b' Atax Conrad
establish the existint1 speed rec-
rd around the world. ['he six-place
model was introduced in 1962
ntd inure than 500 of these planes
:re now in operation around rue
,,'orld. The Aztec C is manufac-
ored by Piper at its train plant in
rich Haven, Penns Is rota.
AMA Hoes for Records
Contd. i turn page I -
records. Of con re. A\I y bein, a
chartered representative of NA \,
and Cl \\1 being a chartered dii i-
sion of VAI, tcchnically the ti,o
parent cirganizatiuns arc the final
authorities on niodelint,' activiries
and, in fact, A\lA works throb Ii
NAA in Al FAI '('IA.11 matters.
'The none relationship exists in
itianv other countries, hetxsevil
their ai_'r(i club model dis Isiorls auld
the (:I \M-
['III,, parallel organizational stit C-
turc hcrwcen full scale aircraft ::c-
tivitics and mode activities is func-
tionin letter each veai. Interna-
tional modeling activities are g.i n-
in(, mare proniincnce, alId uiodrl-
ers in me U. S. arc receiving ui(,re
encourag'ci lent from A y i A to ci,n-
centrale on vtiniunp' ow share of
the hi> tors. ',A A . was succcssful in
a similsrr canipaii2n in 5-)60 n. hen
Russia field 105 full scale aircrift
international records, compared to
our r)h. Nuvl' we hold records
to Russia's 122. tlodehm.T is hope-
ful of I similar ,1cc?onipiistnient. J
PIPER AZTEC C PERFORMANCE AND SPECIFICATIONS
'1'F(;IIICA I ION'S
nginc l+iii (2) Lyconiing
K)-5'4O-C4B S
z I I' and RP\l 250 () 2575
(loss Weight (Ibs.) 48({)
111pty Weight (standard. lbs.) 2931
11 selul Load (standard, lbs.) 1867
Nina Span (ft.)
SVing Area (sq. fi.)
ength (ft.)
Icight (ft.)
('rop. Diameter (in.)
Power Loading (11)S.' bp)
,ling Loading (Ihs./stl. ft
1 aggage Capacity (lhs. )
3i
207
3ii.1
l(0
7%
r).,i
j
2 .S
30O
Baggage (Iompt. Space (cu. ft.) 38
I tel Capacity (gals.)
'I .RI'"ORMAN :1
['op Speed (11111)1 1)
' )pririiuni Cruise Speed (7
power at 7500'niph) 208
noise Speed (65" poxker or
10,1)0{)'--mph )
ltalliug Speed (inph)
Like-off Rim Or.,
103
62
is))
bake-u t Run occr 'u Barn( I- (ft.) I WO
T.andin'' Roll (ft.) 1100
1.:nidin ' over 50' Barrier (ft. i 260
R:itc or Clinch (ft.r'niin.) (4)
Best Ore of Climb Speed nnifi) 112
Single i ligine Rare ,if Climb
fr./ii,iiiJ
Best Single F nginc 1 ;limb Sped
(rntil,
Absolu e (:citing (lt 21 40)
Scrvicc Ceiling (ft. 211000
Single 1-11, ine .Absr;litre Ccili ig (ft.)
Single I ngine Sets ice Ceiling (ft.)
Fuel G,nsuniprion i7ph at
powr)
Fuel (, isnniption 1ph a
5;800
-4O0
Cruisrns' Range (ntiy.:it -?
poir( r at ;700', miles) nb5
Cruising; Range (max.:it 6)
power at 10,000 miles) 195
Cruisui Range (rnay. ar 5)
pmvrr at 14,000', miles) 265
Cruising Range (nmz. it 4'
poiv( r at I6,0(I0 , wiles) 20
CALENDAR
SEPT. 12
1964 I iternational Helicopter Competi-
tion, St erwood Island State Park, West-
port, C rnnecficut.
Poftstoi in Aircraft Owners and Pilots,
Inc., 1121h Annual Fly-In Breakfast,
Pottsto' in Airport, Limerick, Pennsyl-
vania. Sunday, September 13, 1964
(Rain C ate Sept. 20th) Breakfast served
from g 00 a.m. to 1:00 p.m. Antique
and ne v aircraft will be on display. All
Pilots ire welcome. Contact Alvin E.
Rennin ter, President. P. 0. Box 451,
Poftsto vn, Pennsylvania.
SEPT. 12-20
Reno :hampionship Air Races, Reno,
Nevadi.
OCT. 4-10
AOPA Air Fair and Plantation Party,
Diplorr at Hotel, Hollywood-by-the-Sea,
Florid. Six flight training courses will
be off red: AOPA 360 Rating Course,
AOPA Instrument Nav Com Course,
AOPA Instrument En Route Procedures
Course AOPA Instrument Pilot Refresh-
er Col rse, AOPA Light-Twin Refresher
Course, and the AOPA Pinch-Hitter
Course Contact: A. H. Frisch, AOPA,
Washi igton, D. C. 20014. Phone: 301-
654-0 5'00.
OCT. 5
Third 4nnual USAF Contract Aerospace
Servic !s Symposium, Dayton Biltmore,
Dayto, Ohio. Sponsor: National Aero-
space Services Association.
OCT. 12-13
NAA i nnual Meeting, Mayflower Hotel,
Washi igton, D. C.
OCT. 15-24
FAI lh orld Conference, Tel Aviv, Israel.
DEC. 17
Annul I Wright Day Dinner, Aero Club
of W. shingfon, Washington, 'D. C.
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 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6
NEW PIPER AZTEC C, latest model of Piper's six-passenger
executive twin, is distinguished from its predecessor Aztec B
by major modifications which increase performance, enhance
travel comfort with smoother, more quiet flight, and provide a
distinctive new silhouette. Aztec C is powered by two 250 hp
Lycoming engines with Bendix fuel injection. Top speed is 218
miles-per-hour, cruise is 208 mph and range, with standard
144-gallon fuel supply, is over 1300 miles. New streamlined
airscoops located beneath slim Tiger Shark nacelles give the
Aztec C its striking new appearance. Flush wing flaps and
BEAUTIFUL NEW INTERIOR of the Piper Aztec C executive
transport combines rich upholstery fabrics and carpeting in a
wide selection of decorator colors with the deep comfort of
artfully styled, adjustable seats and newly designed contoured
headrests. Travel enjoyment is further enhanced by excep-
tionally quiet flight that results from new double-sound proof-
ing techniques, and a completely new ventilation system that
incorporates individually controlled fresh air vents at each
seat. For added convenience, an individual seat lamp for each
fiberglass doors that completely house retracted landing gear
contribute further to the Aztec's clean new design. Major im-
provements have also been made within the cabin. Luxurious
new styling, improved new ventilation system and advance
soundproofing techniques have been incorporated along with
new lighting and other improvements for pilot convenience.
Piper Aztec C is offered with choice of 12 operational pack-
ages that provide a complete range of radio, instrumentation
and equipment for every level of operation, anywhere in world.
Suggested retail price of the Aztec C is $54,990.
passenger has been provided, in addition to overhead map
lights for each front seat. To complete cabin comfort, an array
of convenience items, including assist straps, arm rests, coat
hooks, lighter and ash trays, and panel compartment, has
been provided. The spacious Aztec C interior allows ample
stretch-out room for each passenger with six aboard, and,
when desired, seats can be quickly removed. Two separate
compartments, fore and aft of the cabin, are provided for
luggage and carry a total of 300 pounds.
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 Approved For Release 2006111/16: CIA-RDP84-00780R0004003500 .4-6
The J79 TURBOJET ENGINE powers these West German, Canadian and Japanese F-104
-itarfighters. The General Electric designed J79 also powers defense airc aft of nine
ether nations; is produced in Japan, West Germany, Italy, Canada, Belgium r nd the U.S.
TENTH BIRTHDAY ANNIVERSARY FOR G.E.'s FAMOUS J79
i_nieh-decorated tiLure in the
eeiation world celebrates his 10th
=irthtlav in June, 1964.
Ian iw is va orld.-wide for his seent-
.iglv boundless drive and thrust, lie
eIpe,i pioneer utan's excursion into
is stran~tte, new ' orid of travel at
-vice the speed of sound. And in
:ic cold war. his deterrent power
mains undeniable.
I le is called 179 .. . the world's
rst VIach 2 turbojet engine. lie
urrently powers a nuniher of the
ree World's fastest military air-
raft.
I'cr;rane7' of the first 179 began just
O cars ago, but today also marks
mother milestone. Louiputers figure
lcit sonic pilot, sortie's here in the
, orld will complete the J79's one-
ullionth flight-hour.
13v the usual reckoning, a jet
en- ]it its 10th near would already
3c Well into its "phase-out" period
e ith production sharply cut or even
.topped.
But not this one.
General Flectric, which designed
od developed the enffinc will pro-
duce inol-c J79 s 'Ills yc:u? than to
am N car in its history
\Vliat's inure, the outlook IS for
coiitintt~,d production for scv''ral
}-cars to Tonic to meet I~ rcc 1t m rid
defense needs.
U. S. An ["of-cc pilots kno\\ Life
.179 'eeJ for it has poxwcred tncir
Convair 13 ?8 hotnbcrs, trieir Lock-
heed F-104 Starlightcrs and tit:ir
1lcl)onncll F-4(: Phantom II flLitt-
cr-interceptors.
No less familiar 'a ith the ling ity
179 ;ire pilots \\ I,() Hy the U
S.
Navy version of the Phantom 11
the F-413, and the North Americus
A-5A Vi~,)ilantc all-weather att.ick
aircraft.
And around the Free i\ orld. in
the defense forces of Japan, kVcst
Gerinauv, Canada, Italy, I he Nctli-
erlands, Belgium, Norway, Greccc,
Turkey, Nationalist China and Vik-
istan, pilots are 1ving J79-powered
F-104 Super Starhghters.
Not only do Allied pilots all t~yer
the world fly aircraft powered by
the J79, ;tut the engines thcroscl~-Cs
are ntanutacturcd across the gloime-
ht Can; da, Japan, Italy, AVest (;er-
ruanv nd Belgium.
But & efensive airpuwer is not the
J79's o ilv role. Its civilian version,
the CJt 05 powers the Convair 880,
Convai 990 and the French Cara-
velle Si per A jet liners.
Besic:s these nsam aircraft appli-
cations another J79 derivative-the
IA! 1. 00-also powers Hydrofoil
ships tl at skint along the surface of
the was cr at high speed. It also gen-
crates cectrical power for emergen-
cy and peak load situations. And it
is being used in an unusual plan to
catapui_ jet aircraft into flight from
forwar I positions in counter insur-
gency iperations.
The j7/9's decorations include six
major rophics and a raft of world
speed, ititude and climbing records
in hot i military and connnercial
aircraft
Thu , a 10-year-old owns a sig-
nifican place in the past, present
and fu fire of aviation. But remem-
ber, pi :tse, the jet age itself is on]Ly
21.
Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6