28 June 1945: The very last of 18,482 B-24 Liberator very long range heavy bombers rolled off the assembly line at Ford’s Willow Run Aircraft Plant, located between Belleville and Ypsilanti, Michigan.
More B-24s were built than any other American aircraft type. They were produced by the designer, Consolidated Aircraft, at its San Diego, California and Fort Worth, Texas plants; by Douglas Aircraft at Tulsa, Oklahoma; North American Aviation at Dallas, Texas; and by Ford Willow Run.
Ford built 6,972 B-24s in 776 days and produced kits for 1,893 more to be assembled by the other manufacturers. The Willow Run plant completed a B-24 every 63 minutes.
28 June 1940: A ¼–scale mahogany model of the North American Aviation NA-73X, prototype of the Royal Air Force Mustang Mk.1, was tested in the Ten-Foot Wind Tunnel at the Guggenheim Aeronautical Laboratory of the California Institute of Technology (GALCIT) in Pasadena, California, from 28 June to 26 July 1940.
The Ten-Foot Tunnel was funded by a $300,000 grant from the Daniel Guggenheim Foundation. Construction of the Laboratory began in 1927 and the wind tunnel became operational in November 1929. A 15 foot (4.572 meter) diameter fan was capable of producing air speeds up to 200 miles per hour (322 kilometers per hour). The first complete scale model airplane to be tested was the Northrop Alpha.
Airships, airplanes, and structures (bridges, buildings) were tested in the tunnel. According to Caltech, the Douglas Aircraft Company used the facility more than any other manufacturer.
During World War II, a staff of sixty worked three shifts, seven days a week. A technician who worked there later said, “We had a tighter schedule than the tightest schedule anyone ever had.”
The wind tunnel’s test equipment was damaged by the Whittier Narrows Earthquake. It was closed in 1997 to be replaced by a new facility.
28 June 1937: Leg 27. Koepang, Timor, Dutch East Indies to Darwin, Northern Territory, Australia.
“We crossed the Timor Sea from Koepang, on Timor Island, in three hours and twenty-nine minutes against strong head winds. We flew over fleecy clouds at a height of 7,000 feet. . .
“The country of this northern coast of Australia is very different from that surrounding Koepang. There jagged mountains rose against the dawn, while here, as far as one could see, were endless trees on an endless plain. The airport is good and very easy to find. We were pounced upon by a doctor as we rolled to a stop, and thereupon were examined thoroughly for tropical diseases. No one could approach us or the airplane until we had passed muster. If this work is done at all it should be thorough, and I approved the methods, although the formalities delayed refueling operations. The customs officials had to clear the Electra as if she were an ocean-going vessel, but that was done with much dispatch. Inasmuch as we had little in the plane but spare parts, fuel and oil, the process was simplified. At Darwin, by the way, we left the parachutes we had carried that far, to be shipped home. A parachute would not help over the Pacific.”
28 June 1927: At 7:09 a.m., PDT, 1st Lieutenant Lester J. Maitland and 1st Lieutenant Albert F. Hegenberger, Air Service, United States Army, took off from Oakland Municipal Airport, California, aboard an Atlantic-Fokker C-2, serial number A.S. 26-202, Bird of Paradise. Their destination was Wheeler Field, Honolulu, Territory of Hawaii, 2,407 miles (3,874 kilometers) across the Pacific Ocean.
The Air Service had been planning such a flight for many years. Specialized air navigation equipment had been developed, much of it by Lieutenant Hegenberger, and simulations and practice flights had been carried out.
Bird of Paradise was built by the Atlantic Aircraft Co., Teterboro, New Jersey, the American subsidiary of Fokker. Derived from the civil Fokker F.VIIa/3m, a three-engine high-wing passenger transport with fixed landing gear. It had been adopted by the Air Service as a military transport. A.S. 26-202 was modified with a larger wing, increased fuel capacity, and the installation of Hegenberger’s navigation equipment.
It was powered by three 787.26-cubic-inch-displacement (12.901 liter) air-cooled Wright Aeronautical Corporation Model J-5C Whirlwind nine-cylinder radial engines with a compression ratio of 5.1:1. The J-5C was rated at 200 horsepower at 1,800 r.p.m., and 220 horsepower at 2,000 r.p.m. They turned two-bladed Standard adjustable-pitch propellers through direct drive. The Wright J-5C was 2 feet, 10 inches (0.864 meters) long and 3 feet, 9 inches (1.143 meters) in diameter. It weighed 508 pounds (230.4 kilograms).
The C-2 was fueled with 1,134 gallons (4,293 liters) of gasoline and 40 gallons (151 liters) of oil.
Maitland and Hegenberger planned to fly a Great Circle route to Hawaii and to use radio beacons in California and Hawaii to guide them, in addition to celestial navigation. For most of the flight, however, they were not able to receive the radio signals and relied on ded reckoning.
After 25 hours, 50 minutes of flight, Bird of Paradise landed at Wheeler Field, 6:29 a.m., local time, 29 June 1927. It had completed the first Transpacific Flight.
For their achievement, both officers were awarded the Distinguished Flying Cross.