Daily Archives: February 22, 2019

22 February 1974

ALLEN, Barbara Ann, LTJG, USN, by Martin Blahove, 1974
Lieutenant (j.g.) Barbara Ann Allen, U.S. Navy. Oil on canvas, by Marcus Blahove, 1974. (National Naval Aviation Museum, LI2004.001.001)

22 February 1974: At Naval Air Station Corpus Christi, Texas, Lieutenant (Junior Grade) Barbara Ann Allen, United States Navy, received her Wings of Gold and designation as a Naval Aviator. She was the first woman to be so designated.

Barbara Ann Allen was born 20 August 1948 at Bethesda Naval Hospital, the daughter of a naval officer. She attended Lakewood High School, Lakewood, California, graduating in 1966. She then studied at Long Beach City College where she was on the dean’s list for four consecutive semesters. She transferred to Whittier College, Whittier, California, where she graduated in 1969.

Miss Allen applied for and was accepted to the U.S. Navy Officer Candidate School at Newport, Rhode Island. On completion, she was commissioned as an Ensign, United States Naval Reserve, 18 December 1970.

Ensign Allen was assigned to at Amphibious Warfare Base, Little Creek, Virginia, followed by staff assignments at Atlantic Fleet headquarters, Norfolk, Virginia. She was promoted to lieutenant (junior grade), 18 March 1972. Lieutenant (j.g.) Allen was accepted for pilot training at NAS Pensacola, Florida, in February 1973.

Pensacola, Florida: The first four women chosen to undergo flight training. From left, LTJG. Barbara Allen of Chula Vista, California; ENS. Jane M. Skiles of Des Moines, Iowa; LTJG. Judith A. Neuffer of Wooster, Ohio; and ENS. Kathleen L. McNary of Plainfield, Illinois.
These are the first four women chosen to undergo Naval flight training. Left to right: Lieutenant (j.g.) Barbara Ann Allen, Ensign Jane M. Skiles, Lieutenant (j.g.) Judith A. Neuffer and Ensign Kathleen L. McNary. (U.S. Navy)

After completing 230 hours of flight training at Pensacola and NAS Corpus Christi, Lieutenant (j.g.) Allen received her pilot’s wings. She was assigned to Fleet Logistics Support Squadron THIRTY (VR-30), based at NAS Alameda, California, where she flew the Grumman C-1A Trader, a twin-engine Carrier On-Board Delivery (“COD”) transport. She also became the first woman in the Navy to qualify in a jet-powered aircraft, the North American Aviation T-39 Sabreliner.

A Grumman C-1A Trader, Bu. No. 146053, circa 1974. (U.S. Navy)
A Grumman C-1A Trader, Bu. No. 146053, circa 1974. (U.S. Navy)

On 6 April 1974, Barbara Ann Allen married Lieutenant (j.g.) John C. Rainey, U.S. Navy, at Los Angeles, California. Lieutenant Rainey was a 1972 graduate of the United States Naval Academy, whom Lieutenant Allen had met during flight training. They would have two daughters, Cynthia and Katherine.

Lieutenant (j.g.) Allen (now, Rainey) was promoted to lieutenant, 1 January 1975. In 1977, she transferred to Fleet Logistics Support Squadron FIFTY-THREE (VR-53) at Dallas, Texas, where she flew the four-engine Douglas C-118B Liftmaster.

A U.S. Navy Douglas C-118B Liftmaster, Bu. No. 131600, of VR-53, 1978. (Unattributed)
A U.S. Navy Douglas C-118B Liftmaster, Bu. No. 131600, of VR-53, 1978. (Unattributed)

When she became pregnant, Lieutenant Barbara Rainey was released from active duty on her request, 23 November 1977. There was considerable coveragein the news media on the adverse effects of preganacy and child-rearing on the career of a female naval officers.

On 14 October 1981, Lieutenant Commander Barbara Ann Allen Rainey was recalled to active duty with the rank of lieutenant commander and assigned as a flight instructor with Training Squadron THREE (VT-3) at NAS Whiting Field, Florida.

This Beech T-34C Turbo Mentor, Bu. No. 160955, is the sister ship of the airplane in which LCDR Rainey and her student, ENS Knowlton, were killed, 13 July 1982. (Photograph © Andrew J. Muller. Used with permission.)
This Beech T-34C Turbo Mentor, Bu. No. 160953, is the sister ship of the airplane in which LCDR Rainey and her student, ENS Knowlton, were killed, 13 July 1982. (Photograph © Andrew J. Muller. Used with permission.)

At 10:20 a.m., 13 July 1982, while practicing touch-and-go landings at Middleton Field, Alabama, Lieutenant Commander Barbara Ann Rainey and her student, Ensign Donald B. Knowlton, were killed in a crash. While in the traffic pattern, their Beechcraft T-34C Turbo Mentor, a single-engine, two-place training airplane, Bu. No. 160955, suddenly banked to the right, lost altitude and crashed. The cause of the accident is unknown. It is attributed to pilot error, but the engine had been operating at reduced power and there may have been a “rollback.”

A product liability lawsuit, Beech Aircraft Corporation v. Rainey, was decided in the plaintiff’s favor by the Supreme Court of the United States. [488 U.S. 153 (1988)]

Lieutenant Commander Barbara Ann Allen Rainey, United States Naval Reserve, was buried at Arlington National Cemetery, Arlington, Virginia.

Naval Aviator Wings

© 2019, Bryan R. Swopes

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22 February 1928

Herbert John Louis Hinkler, AFC, DSM. (State Library of Queensland)
Herbert John Louis Hinkler, A.F.C., D.S.M. (State Library of Queensland)

22 February 1928: Herbert John Louis Hinkler arrived at Darwin, Northern Territories, Australia, after flying solo from Croydon, London, England. He had departed Croydon on 7 February, flying his Avro 581E Avian, G-EBOV. He had navigated by using a London Times atlas.

The previous record time for the 11,000 miles (18,000 kilometers) had been 28 days. An estimated 10,000 spectators watched his arrival.

The government of Australia awarded Bert Hinkler a prize of £2,000. He was appointed a squadron leader in the Royal Australian Air Force Reserve and awarded the Air Force Cross.

Herbert Hinkler, DSM, with his Avro 581E Avian, G-EBOV, before their departure from England, February 1928. (LIFE Magazine)
Herbert J. L. Hinkler, D.S.M., with his Avro 581E Avian, G-EBOV, before their departure from England, February 1928. (LIFE Magazine)
Petty Officer Herber J.L. Hinlker, RNAS, with No. 28 Squadron, 1918.
Petty Officer Herbert J. L. Hinkler, R.N.A.S., with No. 28 Squadron, 1918.

During World War I, Bert Hinkler had served as an aerial gunner in the Royal Naval Air Service. He served in France. He was trained as a pilot, serving in Italy with the Royal Air Force.

After the War, Hinkler went to work for A. V. Roe & Co.,, Ltd., where he was the Chief Test Pilot from 1921 to 1926. He then flew with England’s Schneider Trophy racing team.

Avro 581 Avian G-EBOV had been the prototype Avian. (Production Avians were designated 594.) The airplane had been successfully raced for several years in England before it was modified to the 581E standard for Hinkler’s flight to Australia. The airplane was powered by an 80 horsepower A.D.C. Aircraft Cirrus II engine.

Bert Hinkler was later the first pilot to fly an airplane solo across the South Atlantic Ocean. He was killed 7 January 1933 when he crashed into a mountain in Italy.

.Bert Hinkler arriving in Queensland, Australia with his Avro 581E Avian, G-EBOV, 1928.
Bert Hinkler arriving in Queensland, Australia with his Avro 581E Avian, G-EBOV, 1928.
Herbert J.L. Hinkler's Avro 581E Avian, G-EBOV, in the collection of the Queensland Museum South Bank, Corner of Grey & Melbourne Streets, South Bank, South Brisbane. (Detail from photograph by Peter Lewis)
Herbert J. L. Hinkler’s Avro 581E Avian, G-EBOV, in the collection of the Queensland Museum South Bank, Corner of Grey & Melbourne Streets, South Bank, South Brisbane. (Detail from photograph by Peter Lewis)

Hinkler’s airplane, G-EBOV, was the first A. V. Roe and Company, Limited, Avro 581 Avian prototype, c/n 5116. It received its Certificate of Registration 7 July 1926. The prototype was originally equipped with an air-cooled Armstrong Siddely Genet 5 cylinder radial engine. The radial engine was replaced with an A.D.C. Cirrus II inline 4-cylinder engine and the airplane was redesignated 581A.

The Avian was sold to Bert Hinkler and registered to him by the Air Ministry, 4 July 1927. G-EBOV received further modifications, including shortened wings, for Hinkler’s planned long distance flight. It was again redesignated, this time as 581E.

The A.D.C. Cirrus Mark II was an air-cooled, normally-aspirated 304.66-cubic-inch-displacement (4.993 liter) four-cylinder vertical inline engine. This was a right-hand tractor, direct-drive, overhead-valve engine with two valves per cylinder and a compression ratio of 4.9:1. It had a normal power rating of 75 horsepower at 1,800 r.p.m. and a maximum power rating of 80 horsepower at 2,000 r.p.m. The engine drove a two-bladed, fixed-pitch propeller. The Cirrus Mk.II was 3 feet, 9.3 inches (1.151 meters) long, 1 foot, 7 inches wide (0.483 meters) and 2 feet, 11.6 inches (0.904 meters) high. It weighed 280 pounds (127 kilograms).

© 2019, Bryan R. Swopes

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22 February 1925

Captain Sir Geoffrey de Havilland, OM, CBE, AFC, RDI, FRAeS (27 July 1882–21 May 1965)
Captain Geoffrey de Havilland, O.B.E., in the cockpit of an airplane, circa 1925. (Topical Press Agency/Hulton Archive/Getty Images)

22 February 1925: At the de Havilland Aircraft Company airfield at Stag Lane, Edgeware, London, Geoffrey de Havilland, O.B.E., took his new DH.60 Moth, c/n 168 (later registered G-EBKT), for its first flight.

The DH.60 was a light-weight, two-place, single-engine, single-bay biplane. The fuselage was constructed of plywood and the wings and tail surfaces were covered with fabric. The Moth was 23 feet, 5½ inches (7.150 meters) long with a wingspan of 29 feet, 0 inches (8.839 meters) and overall height of 8 feet, 9½ inches (2.680 meters). The airplane was designed so that the wings could be folded parallel to the fuselage, giving it an approximate width of 9 feet (2.7 meters).

The wings had a chord of 4 feet, 3 inches and the lower wing was staggered slightly behind the upper. Their total area was 229.0 square feet (21.3 square meters). The vertical gap between the wings was 4 feet, 10 inches (1.473 meters) and lower wing was staggered 3 inches (7.62 centimeters) behind the upper. Both wings had 3.5° angle of incidence and 3.5° dihedral. There was no sweep.

The DH.60 had an empty weight of 764 pounds (346.6 kilograms) and its gross weight was 1,650 pounds (748 kilograms).

An A.D.C. Cirrus aircraft engine at the Science Museum, London. (Nimbus227)

The Moth was powered by an air-cooled, normally-aspirated 4.503 liter (274.771-cubic-inch-displacement A.D.C. Aircraft Ltd., Cirrus inline 4-cylinder overhead valve engine with two valves per cylinder and a compression ratio of 5.4:1. The direct-drive engine produced 60 horsepower at 1,800 r.p.m., and 65 horsepower at 2,000 r.p.m. The Cirrus was 0.983 meters (3.225 feet) long, 0.908 meters (2.979 feet) high and 0.450 meters (1.476 feet) wide. It weighed 260 pounds (118 kilograms). The A.D.C. Cirrus was designed by Major Frank Bernard Halford, who later designed the de Havilland Gipsy engine, as well as the Goblin and Ghost turbojet engines.

De Havilland built 8 pre-production and 31 production DH.60 Moths. 595 DH.60s of all variants were produced at Stag Lane.

The prototype de Havilland Aircraft Company DH.60 Moth, G-EBKT.
The prototype de Havilland Aircraft Company DH.60 Moth, G-EBKT. (Unattributed)

On 29 May 1925, Alan Cobham flew the prototype from Croydon to Zurich and back in 14 hours, 49 minutes. Cobham also flew the Moth in The Kings Cup Air Race, though weather forced him to land short of the finish. It placed second in a follow-up race.

The G-EBKT was used as a demonstrator for de Havilland for a brief time before being sold to Sophie C. Elliot Lynn, 26 March 1926. She flew the Moth in the Paris Concours d’Avions Economiques in August 1926. (Mrs. Elliott Lynn later became Mary, Lady Heath.)

Sophie Elliott Lynn with her pale blue de Havilland DH.60 Moth, G-EBKT. (Unattributed)
Sophie Catherine Elliot Lynn with her pale blue de Havilland DH.60 Moth, G-EBKT. (A Fleeting Peace)

In 1927, G-EBKT was sold to the London Aeroplane Club. It crashed at Dennis Lane, Stanmore, Middlesex, 21 August 1927, injuring the pilot and a passenger:

On Sunday afternoon, Pilot Officer Stanley Pritchard-Barrett, flying on D.H. “Moth” G-EBKT with his wife as passenger, crashed in the grounds of the residence of Major Sir Maurice FitzGerald,Bt. He was severely injured about his head, and his wife, who was a passenger, had a leg broken. The machine fell from a height of about 90 ft.

The London Aeroplane Club “Moth” is apparently a complete write-off.

Flight

G-EBKT’s registration was cancelled 20 January 1928.

© 2019, Bryan R. Swopes

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