15 August 1962: American Airlines’ Captain Eugene M. (“Gene”) Kruse set two National Aeronautic Association Class C-1 records for Speed Over a Commercial Air Route, East to West Transcontinental, when he flew a Boeing 720B Astrojet from New York to Los Angeles, 2,474 miles (3,981.5 kilometers), in 4 hours, 19 minutes, 15 seconds, at an average speed of 572.57 miles per hour (921.46 kilometers per hour). 61 years later, these records still stand.
The National Aeronautic Association has placed Captain Kruse’s records on its “Most Wanted” list: long-standing flight records that it would like to see challenged. Rules require that a new record exceed the old by at least a 1% margin. The performance needed to establish a new record would be 578.30 miles per hour (930.68 kilometers per hour).
The Boeing 720 was a variant of the Model 707, intended for short to medium range flights. It had 100 inches (2.54 meters) removed from the fuselage length and improvements to the wing, decreasing aerodynamic drag.
The Boeing 720 was operated by a flight crew of four and could carry up to 149 passengers. It was 136 feet, 2 inches (41.25 meters) long with a wingspan of 130 feet, 10 inches (39.90 meters) and overall height of 41 feet, 7 inches (12.65 meters). The airplane had an empty weight of 103,145 pounds (46,785 kilograms) and Maximum Takeoff Weight of 220,000 pounds (100,800 kilograms).
The Boeing 720 was powered by four Pratt & Whitney Turbo Wasp JT3C-7 turbojet engines, a civil variant of the military J57 series. The 720B was equipped with the more efficient P&W JT3D-1 turbofan engines. The JT3C-7 was a “two-spool” axial-flow engine with a 16-stage compressor (9 low- and 7 high-pressure stages), 8 combustion tubes, and a 3-stage turbine (1 high- and 2 low-pressure stages). It was rated at 12,030 pounds of thrust (53.512 kilonewtons) for takeoff. The JT3D-1 was a dual axial-flow turbofan engine, with a 2-stage fan section 13-stage compressor (6 low- and 7 high pressure stages), 8 combustion chambers and a 4-stage turbine (1 high- and 3 low-pressure stages). This engine was rated at 14,500 pounds of static thrust (64.499 kilonewtons) at Sea Level, and 17,000 pounds (75.620 kilonewtons), with water injection, for takeoff (2½ minute limit). Almost half of the engine’s thrust was produced by the fans. Maximum engine speed was 6,800 r.p.m. (N1) and 10,200 r.p.m. (N2). It was 11 feet, 4.64 inches (3.471 meters) long, 4 feet, 5.00 inches (1.346 meters) wide and 4 feet, 10.00 inches (1.422 meters) high. It weighed 4,165 pounds (1,889 kilograms). The JT3C could be converted to the JT3D configuration during overhaul.
The maximum cruise speed was 611 miles per hour (983 kilometers per hour) and maximum speed was 620 miles per hour (1,009 kilometers per hour). Range at at maximum payload was 4,370 miles (7,033 kilometers).
Boeing built 154 720 and 720B airliners from 1959 to 1967.
The last flight of a Boeing 720 was on 9 May 2012, when a 720B aircraft used by Pratt and Whitney Canada as a test aircraft was placed in the National Air Force Museum of Canada at Trenton, Ontario.
© 2018, Bryan R. Swopes
The things you have taught me on your blog are amazing my friend! It is a blog I enjoy daily and especially now that I’m laid up. Blessed to call you my friend
Thank you, Kyle. I am very happy that you enjoy it. Get better soon! —Bryan
I believe United was the launch customer for the 720. It was originally designated the 707-020 series, but being a big DC-8 customer, United didn’t want to be associated with the 707. Boeing complied & designated United’s new airplanes the 720-020 series. American, being loyal 707 users, decided as far as they were concerned, their airplanes were still 707s, as shown in the article.
Thank you for theses precious informations !
Would any of the current 2 engine Boeing or Airbus jets be capable of challenging this record?
Possibly. I suspect that even 747 could beat it. If I recall correctly, the Boeing 727 had the highest max speed (0.96 Mach???), but I don’t know if it had sufficient range… It may be that the record still stands for the simple reason that no one has attempted to beat it.
Were these records made with or without passengers? I’m going to assume that because of legal liabilities, they were accomplished without anyone in the cabin.
I don’t believe that was an issue in 1962. Why would it be today?
As David Gawboy asked, was this record done on a scheduled revenue flight (i.e. with pax aboard)? Also, when setting records such as this, airliner or military, how is it done? Does the aircraft fly as fast as possible up to the final approach fix to the runway, or just fly overhead the arrival airport , then circle back for a normal landing? And just FYI, I don’t think any modern airliner could beat this record, nor would the current ATC environment allow it.
First of all, an official record has to be observed (timed) by an appropriate organization such as the National Aeronautic Association (NAA) or Fédération Aéronautique Internationale (FAI). For point-to-point speed records, the timing begins when the aircraft’s wheels lift off the runway, and end when the aircraft is overhead the destination airport. The time for maneuvering to land is not included. For records over a closed circuit, official observers are located around the course, or at turning points. (I have seen photos of some of these observers lying on their backs, looking straight up at the sky with binoculars.) A description of the optical Askania Werke AG timing system is described in TDiA’s article for 30 March 1939, at: https://www.thisdayinaviation.com/30-march-1939-2/ For records set at very high speeds or altitudes, such as those by the Convair B-58A Hustler, Lockheed A-12 or SR-71A, radar systems are used. . . A pilot must advise the NAA or FAI of his or her intent to set a record to allow time for the organization to plan for the timing and observations. A sealed barograph is carried for altitude records, and for distance records,to ensure that no intermediate landings have been made. I believe that there is a specific time (30 days?) during which no other pilot may attempt that specific record. When commercial airliners set records, they are very often carrying passengers.