Document Type: 
Document Number (FOIA) /ESDN (CREST): 
Release Decision: 
Original Classification: 
Document Page Count: 
Document Creation Date: 
December 19, 2016
Document Release Date: 
November 16, 2006
Sequence Number: 
Case Number: 
Publication Date: 
September 1, 1964
Content Type: 
PDF icon CIA-RDP84-00780R000400350024-6.pdf6.08 MB
F Le m: 1 .'` # = a_ a r 147- F NCB HUMA1 ACHIEVEMENT KIN ALL, REALM O FLIG Trt JACQUELINE COCHRAN Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 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. Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 CIA-RDP84-0078 ` ,'r, 350024-6 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. ^ Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 MARILYN C. LINK Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11/16: CIA-RDP84- 0 ,p,,#:-, OO O 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. Approved For Release 2006/11/16: CIA- 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- Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11/16: CIA-RDP84-O0780R0, W,500 4 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 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 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. Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11/16 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. ^ Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11 16: CIA-RDP84-0078OR000400350024-6 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 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11/16 : 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. Approved For Release 2006/11/16: C Approved For Release 2006/11/16: C 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: 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 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 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. Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 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 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 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 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 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 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 Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 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. Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 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 Approved For Release 2006/11/16: CIA-RDP84-00780R000400350024-6 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. Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 Approved For Release 2006/11/16: CIA-RDP84-00780R000400350024-6 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. Approved For Release 2006/11/16: CIA-RDP84-00780R000400350024-6 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. Approved For Release 2006/11/16: CIA-RDP84-0078OR000400350024-6 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