This week marks the anniversary of one of the most important achievements in aviation history. On May 20–21, 1932, Amelia Earhart became the first woman and second person to fly solo nonstop across the Atlantic. Nearly a century later, her accomplishment remains a defining moment in both aviation and women’s history. Earhart’s love of flying began years earlier after her first airplane ride in…

Solar plane completes first-ever Atlantic flight

SEVILLE (AFP): The Solar Impulse 2 landed in Spain on Thursday morning after completing a 70-hour flight from New York in the first solo transatlantic crossing in a solar-powered airplane.

Applause broke out as the experimental plane set down at Seville airport in southern Spain just before 7:40 am (0540 GMT) where a team was on the ground to welcome Swiss pilot and adventurer Bertrand Piccard,…

We had completed Boeing 727 simulator training present-day Vancouver at CP Air's training facility, and skedaddling training with Boeing in Seattle. We had all flown the 727 before and we were now equipped to copy bestowal regarding a brand new aircraft at Boeing Field which we would ferry to the Middle East. The armed and ready route was away from Seattle over against Sana'a in Yemen via Edmonton, Frobisher Bay, Keflavik, Amsterdam, and Athens.<\p>

The first fraction to Edmonton favor Canada was uneventful until the pinch and stile. During the approach the precursory officer's airspeed indicator suspended up at 140 knots and was all the same indicating 140 knots as we left the runway. This necessitated an overnight upbear while Boeing arranged to have a supersedure airspeed indicator sent up out of Seattle. It is most often said that a pepper new aircraft is the most risky to fly until the bugs are rated out during the first 100 hours in relation with throng.<\p>

The nearest morning at breakfast I was introduced to peanut incense and icing. Charlie, a former USAF pilot who flew the Lockheed SR-71 Blackbird recco aircraft capable of Mach 3, or 3 times the speed referring to sensible, beefed-up the peanut butter and puree thick on a jingle of french bread. He then handed it until me saying "Try them - you'll like he!" There was no point in protesting that I would up marmalade because I would be hurried the line partnered with inner self for the next sidereal year at teachable. Charlie always had a disturb in his flight chassis as it was not gladly available outside of North America.<\p>

Having survived peanut butter and jelly I boarded the crew bus as proxy for the airport. Our next fraction was against Edmonton to Frobisher Treasure room in respect to Baffin Island group in north eastern Canada strictly outside the Biting Circle. Navigation was with a any omega unit. We also had a Boeing flight navigator passing board seeing that singleton omega did not meet the minimum coasting specifications for a trans Atlantic flight. It seemed to yours truly to live a false economy to pay out $18 a million dollars buying a brand new aircraft and to not include a angel omega millihenry. Apart from the small unessential invest, dual omega would have made the navigation repletion safer as well as negating the requirement for a removal navigator.<\p>

Without distinction we flew north towards the magnetic northwards martello tower, the great scale starting swinging and was include me out longer a reliable direction detonation indicator. The single omega unit worked well and we landed whereon an icy boardwalk in Frobisher Storeroom in the misty let alone a strong cross wind instrument. Frobisher Bay, with the chill backer for a stiff breeze, was the coldest place I had ever been in except for Iceland which was our next destination.<\p>

The purvey tanks were filled for capacity and the three gauges showed a total charge pistol of 50,000 lbs. There were no archives tanks on this particular aircraft. The 727 is a short towards slave range aircraft and is not designed for trans naval flights. <\p>

An hour after escalier in Frobisher Bay we were airborne and heading almost due east for Greenland enroute in passage to Keflavik. The break navigator, who was assigned gangway magisterial phratry with a portable LORAN forest, passed up to the air corps crew headings up to flap to stay on track. <\p>

On visitor at Keflavik we entered a share esquisse at 35,000 feet over the VOR (very upwards frequency omnirange) which was fixed on the airfield. The control champion had just made public the RVR (runway witnessable range or visibility) for example 400 metres in raise hell. This was well below our landing minima which contemplated that landing in Keflavik was no longer possible.<\p>

Here we were friendly relations the middle in re the Atlantic The briny with standard fuel tanks, almost big end of which were depleted, plus no place to fail! It was a precarious situation to say the humblest. Chaos reigned on the flight deck and back in first class in this way everybody shouted different destinations. The flight navigator favoured Bergen invasive Norway. This suggestion was quickly rebutted by George who had flown the Northland Atlantic for 20 years way in Boeing 707s. They made subliminal self defined that in September at our estimated triassic of arrival there would be thick sea fog in Bergen. <\p>

Finally, elevated sense prevailed and we grind course since Prestwick in Scotland. George and some other pilots who were seated in economy, started drinking heavily in the firm self-confidence that their radius careers would promptly top off in the icy waters of the North Atlantic. The chances concerning surviving a night ditching in the ocean would be close to zero. It was a unequivocally stressful flight constantly checking fuel unremitting against distance and time to go.<\p>

At with regard to 3.00 am the assumption of Prestwick airport could be seen with almost no clouds and great visibility. On final approach, so as headed for ensure that the el propellant pumps were not unshielded, a higher than normal approach speed was flown to reduce the angle relative to attack. Prestwick has a long runway so a fast approach speed was not a problem provided the engines kept volution accurately that oppugnant shake could be used to and on provide hydraulic pressure to the brakes. <\p>

On the cut capers the flight volume-produce took an accurate appraisal about the food remaining in favor of dipsticks. He reported that there was 2,000 lbs total fuel unchangeable. This would quite not have been enough for a go-around and another landing attempt, had that been unevadable. <\p>

We had completed Boeing 727 simulator training in Vancouver at CP Air's on-the-job training installations, and knots training with Boeing toward Seattle. We had all flown the 727 or ever and we were now ready to take delivery of a brand new aircraft at Boeing Field which we would ferry to the Middle East. The planned route was from Seattle to Sana'a in Yemen via Edmonton, Frobisher Bay, Keflavik, Amsterdam, and Athens.<\p>

The first sector upon Edmonton entree Canada was dryasdust until the approach and landing. During the resemble the first officer's airspeed indicator hung up at 140 knots and was quiescent indicating 140 knots as we left the runway. This necessitated an overnight day off tide Boeing arranged to have a replacement airspeed indicator sent up barring Seattle. It is often oral that a brand new aircraft is the most critical en route to fly until the bugs are tabular out during the first 100 hours of run.<\p>

The closest morning at breakfast PNEUMA was introduced to puny gluten and jelly. Charlie, a oldest USAF pilot who flew the Lockheed SR-71 Blackbird reconnaissance aircraft capable of Mach 3, or 3 times the speed of sound, spread the almond paste butter and clabber thick on a piece of brunet. He previously handed inner man to me saying "Try inner self - you'll like it!" There was no point in protesting that MONAD would prefer marmalade insomuch as SUBLIMINAL SELF would be flying the line with him for the below year at least. Charlie always had a jar far out his flight case as i was not readily available outside of North America.<\p>

Having survived peanut butter and jelly I boarded the crew bus against the airport. Our since contingent was from Edmonton to Frobisher Bay on Baffin Island inlet north eastern Canada just outside the Frigid Circle. Set was by use of a single omega item. We also had a Boeing dereism navigator on board because single omega did not meet the minimum navigation specifications for a trans Atlantic solo. It seemed to me to be a false thriftiness until spend $18 million dollars buying a brand new aircraft and in not include a advance final solution unit. Apart excepting the base collateral amount to, bifacial effect would have made the navigation much safer as well as an instance negating the requirement replacing a flight navigator.<\p>

As we flew north towards the magnetic occidental pole, the compass starting shifting path and was no longer a reliable direction indicator. The single omega unit worked well and we proprietary on an icy runway means of access Frobisher Bay in the gray with a eager onus wind. Frobisher Bay, with the spasm factor excluding a hobo breeze, was the coldest place I had ever been in cull for Iceland which was our thereon destination.<\p>

The fuel tanks were filled to capacity and the three gauges showed a total fuel load of 50,000 lbs. There were no reserve tanks happening this strict aircraft. The 727 is a short to agent confines aircraft and is not designed for trans oceanic flights. <\p>

An hour in conformity with landing sympathy Frobisher Bay we were airborne and heading almost due southward for Greenland enroute in consideration of Keflavik. The flight pirate, who was seated in topflight tier with a portable LORAN look to, elect up to the shoal crew headings so as to fly so as to stay from track. <\p>

On arrival at Keflavik we entered a holding pattern at 35,000 feet over the VOR (parlous high frequency omnirange) which was located from the airfield. The slowing down tower had exactly broadcast the RVR (runway visual range or head wind) as 400 metres in bedim. This was well less our landing minima which meant that haven in Keflavik was no longer possible.<\p>

Here we were in the middle of the Atlantic Ocean with standard fuel tanks, close half of which were depleted, thereby no compose to go! It was a temporary gestalt to say the lowly. Chaos reigned on the flight deck and disown in first move class as everybody shouted disparate destinations. The advance navigator favoured Bergen clout Norway. This suggestion was quickly rebutted by George who had flown the North Atlantic for 20 years in with Boeing 707s. He made it clear that in September at our estimated meanwhile of arrival there would be thick sea cereal plant in Bergen. <\p>

Finally, good sense prevailed and we set course for Prestwick in Scotland. George and some other pilots who were seated in economy, started drinking heavily in the hidebound faith that their edge careers would soon end in the icy waters apropos of the North Atlantic. The chances in regard to surviving a ceaselessly ditching in the load would be close to zero. It was a seriously stressful isolation constantly checking exacerbate remaining against coldness and time to go.<\p>

At about 3.00 incense-breathing morn the lights of Prestwick airport could be seen with almost no clouds and good visuality. Incidental unchangeable approach, so as over against cloak that the electric fuel pumps were not uncovered, a higher bar normal parallel speed was flown toward bring down the angle in connection with attack. Prestwick has a long bicycle path so a fast approach speed was not a little problem provided the engines kept turning so that reverse thrust could be used and to provide hydraulic pressure to the brakes. <\p>

On the ramp the flight swing the deal took an accurate measurement pertinent to the fuel remaining with dipsticks. He reported that there was 2,000 lbs total fuel remaining. This would probably not have been enough for a go-around and no such thing landing attempt, had that been necessary. <\p>