Monthly Archives: July 2023

30 July 1939

Aviation, , , , , , , , , , , , , ,
A color transparency of the Boeing XB-15
A color transparency of the Boeing XB-15 in flight near Floyd Bennett Field, Long Island, New York, circa 1941. (Rudy Arnold Collection, National Air and Space Museum)

30 July 1939: Major Caleb Vance Haynes, Air Corps, United States Army, with Captain William D. Old, Master Sergeant Adolph Cattarius and Staff Sergeant William J. Heldt, flew the Boeing XB-15 experimental long range heavy bomber to a Fédération Aéronautique Internationale (FAI) World Record for Greatest Payload Carried to a Height of 2,000 meters. The XB-15 carried 14,135 kilograms (31,162 pounds) to an altitude of 2,000 meters (6,562 feet) over Fairfield, Ohio.¹ The flight set a second record by carrying 10,000 kilograms (22,046 pounds) to an altitude of 8,228 feet (2,508 meters).² Both records were certified by the National Aeronautic Association, the American organization representing the FAI.

Major Caleb V. Haynes, Captain William D. Old, Master Sergeant Adolph Cattarius and Staff Sergeant William J. Heldt, crew of the record-setting Boeing XB-15. (FAI)
Boeing XB-15 35-277 at NACA Langley Memorial Aeronautical Laboratory, 13 September 1938. (NASA)
Boeing XB-15 35-277
Boeing XB-15 35-277

The Boeing Model 294, designated XB-15 by the Air Corps, was an experimental airplane designed to determine if a bomber with a 5,000 mile range was possible. It was designed at the same time as the Model 299 (XB-17), which had the advantage of lessons learned by the XB-15 design team. The XB-15 was larger and more complex than the XB-17 and took longer to complete. It first flew more than two years after the prototype B-17.

Designers had planned to use an experimental 3,421.194-cubic-inch-displacement (56.063 liter) liquid-cooled, supercharged and turbosupercharged Allison V-3420 twenty-four cylinder, four-bank “double V” engine. It produced a maximum of  2,885 horsepower at 3,000 r.p.m. The engine was not available in time, however, and four air-cooled Pratt & Whitney R-1830 (Twin Wasp) engines were used instead. With one-third the horsepower, this substitution left the experimental bomber hopelessly underpowered as a combat aircraft. (The Douglas XB-19 was retrofitted with V-3420s in 1942, and re-designated XB-19A.)

Boeing XB-15 35-277, a prototype long-range heavy bomber. (U.S. Air Force)
Boeing XB-15 35-277, a prototype long-range heavy bomber. (U.S. Air Force)
Boeing XB-15 35-277. (U.S. Air Force)
Boeing XB-15 35-277. (U.S. Air Force)

The XB-15 was a very large four-engine mid-wing monoplane with retractable landing gear. It was of aluminum monocoque construction with fabric-covered flight control surfaces. The XB-15 had a ten-man crew which worked in shifts on long duration flights.

The prototype bomber was 87 feet, 7 inches (26.695 meters) long with a wingspan of 149 feet (45.415 meters) and overall height of 18 feet, 1 inch (5.512 meters). The airplane had an empty weight of 37,709 pounds (17,105 kilograms) and maximum takeoff weight of 70,706 pounds (32,072 kilograms)—later increased to 92,000 pounds (41,730 kilograms).

A ¼-scale model of the Boeing XB-15 inside the Full-Scale Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Langley Memorial Aeronautical Laboratory, Hampton, Virginia. The model has a wingspan of 37.3 feet (11.37 meters). (NASA)

The XB-15’s wings used a symmetrical airfoil and were very highly tapered (4:1 from root to tip). They had an angle of incidence of 4½° and 4½° dihedral. The total area was 2,780 square feet (258.271 square meters). A contemporary aeronautical publication wrote, “The airfoil provides constant center of pressure, minimum profile drag with flaps up and high maximum lift with flaps down.” The XB-15’s wings were adapted by Boeing for the Model 314 Clipper flying boat.

As built, the XB-15 was equipped with four air-cooled, supercharged, 1,829.39-cubic-inch-displacement (29.978 liter) Pratt & Whitney R-1830-11 (Twin Wasp S1B3-G) two-row 14-cylinder radial engines with a compression ratio of 6.7:1. The R-1830-11 was rated at 850 horsepower at 2,450 r.p.m. and 5,000 feet (1,524 meters), and 1,000 horsepower at 2,600 r.p.m. for take off. They turned three-bladed controllable-pitch propellers through a 3:2 gear reduction. The R-1830-11 was 4 feet, 8.66 inches (1.439 meters) long with a diameter of 4 feet, 0.00 inches (1.219 meters), and weighed 1,320 pounds (599 kilograms).

Boeing XB-15 35-277
Boeing XB-15 35-277

The experimental airplane had a cruise speed of 152 miles per hour (245 kilometers per hour) at 6,000 feet (1,829 meters), and a maximum speed of 200 miles per hour ( kilometers per hour) at 5,000 feet (1,524 meters). The service ceiling was 18,900 feet (5,761 meters) and maximum range was 5,130 miles (8,256 kilometers).

The bomber could carry a maximum of 12,000 pounds (5,443 kilograms) of bombs in its internal bomb bay, and was armed with three .30-caliber and three .50-caliber machine guns for defense .

Only one XB-15 was built. During World War II it was converted to a transport and re-designated XC-105. In 1945 35-277 was stripped and abandoned at Albrook Field, Territory of the Canal Zone, Panama.

Boeing XC-105 35-277 in Panama
Boeing B-15 35-277 arrives in Panama (49509 A.C.)

¹ FAI Record File Number 8739

² FAI Record File Number 8740

© 2018, Bryan R. Swopes

30 July 1935

Aviation, , , ,
Northrop 3A. (Dan Shumaker Collection/1000aircraftphotos.com)
Lieutenant Arthur Henry Skaer, Jr. (David Schwind/Ancestry)

30 July 1935: The Northrop 3A was a prototype pursuit built to compete for the U.S. Army Air Corps’ fighter contract. It flew against the Curtiss-Wright Model 75 Hawk, X17Y, and the Seversky SEV-1XP, X18Y. During flight testing, the Northrop entry was found to have undesirable spin characteristics and was returned to the builder for further work.

On the afternoon of 30 July 1935, 1st Lieutenant Arthur Henry Skaer, Jr., Air Corps Reserve, who was employed by Northrop as a test pilot, took off from Mines Field (now Los Angeles International Airport, LAX) to conduct spin tests.

Skaer never returned. An extensive search was conducted of the nearby Palos Verdes Peninsula and the southern California coastal waters. An Air Corps search plane spotted what appeared to be fresh oil on the surface, but no other sign of Lieutenant Skaer or the Northrop 3A were ever found.

The United Press reported:

Mystery Airplane Of Army Missing; Hunt Under Way

Fear felt for Safety of Reserve Flier in Coast Hills

(By United Press)

     LOS ANGELES, July 30—Fear for the safety of Lieutenant Arthur Skaer, lost in a test flight in a new “mystery” pursuit plane—reportedly the fastest army plane in the world—deepened tonight when planes searching the desolate Palos Verdes hills, where he was last seen.

     Skaer, army reserve test flier, took off shortly afternoon from Mines field, and the plane has not been reported since.

Others to Search

     At dawn, planes from the sheriff’s air detail, national guard planes from the Long Beach, Cal., airport, and possibly planes from the army air base at March field, Riverside, Cal., will join the search, combing a 200-mile coastal strip from San Diego northward.

     The plane, latest weapon in army air warfare, reportedly was able to travel 300 miles an hour, and was a secret design, rigidly guarded by the U.S. army and officials of the Northrop factory, where it was built.

Last Report of Sighting

     Reports that his plane had been last seen over the Palos Verdes area between San Pedro and Venice, Cal., resulted in a search by a squad of army reserve planes from the Long Beach air base under Lieutenant John K. Nissley.

     The planes circled over the hills until after dark, but saw no sign of the Northrop. Meanwhile, Captain Claude Morgan of the sheriff’s air detail was preparing to join the search in the morning.

—The Salt Lake Tribune, Vol. 131, No. 108, Wednesday, 31 July 1935, Page 1, Column 3

—Los Angeles Times, Vol. LIV, Thursday, 1 August 1935, Page 1, Column 6 and 7

Arthur Henry Skaer, Jr., was born at Denver, Colorado, circa 1911. He was the son of Arthur Henry Skaer, Sr., purchasing agent for a manufacturing company, and Ada Jane Scott Skaer.

Skaer graduated from East High School in Denver in 1929. While there, he was a member of the student council, the track and wrestling teams, and the cooking club.

On 29 April 1935, Lieutenant Skaer married Miss Dorothy B. Firebaugh, a fellow student from East High School. They resided in Walnut Park, California.

Northrop 3A

The Northrop 3A was a single engine, single place, low wing monoplane with an enclosed cockpit and retractable landing gear. It was of all-metal monocoque construction. The airplane was 22 feet, 3 inches (6.782 meters) long with a wingspan of 34 feet, 6 inches (10.516 meters) and height of 9 feet, 1 inch (2.769 meters). It had an operational weight of 3,900 pounds (1,769 kilograms).

The Northrop 3A, photographed 30 July 1935, the day it disappeared off the coast of southern California. No trace was found of it or the pilot, 1st Lieutenant Arthur Henry Skaer, Jr. (Ray Wagner Collection, San Diego Air & Space Museum Archives, Catalog #: 16_005638)

The Northrop 3A was powered by an air-cooled, supercharged, 1,535.387-cubic-inch displacement (25.160 liters) Pratt & Whitney Twin Wasp Junior, two-row, 14-cylinder radial engine. The specific model is not known but most sources state that it was rated at 700 horsepower.

The prototype was unarmed, but was planned to carry a single .30-caliber or .50-caliber machine gun.

Northrop 3A

© 2023, Bryan R. Swopes

 

30 July 1935

Aviation, , , ,
Captain Frank Peak Akers, United States Navy, commanding USS Saratoga (CV-3), circa 1945.(U.S. Navy)

30 July 1935: Lieutenant Frank Peak Akers, United States Navy, took of from the Naval Air Station San Diego, California, flying a specially-equipped Berliner-Joyce OJ-2 biplane. With his cockpit covered by a hood to prevent his seeing outside, he flew completely by reference to electronic devices on board the airplane.

The purpose of Lieutenant Akers’ flight was to locate the aircraft carrier USS Langley (CV-1) at an unspecified position approximately 150 miles to the west of the California shoreline. Then, still flying solely by his instruments, he was to land aboard the carrier.

Akers accomplished his tasks, for which the Navy awarded him the Distinguished Flying Cross.

Lt. Frank P. Akers, wearing flight helmet and goggles, explains the instrument landing equipment to Rear Admiral Ernest J. King, seated in the aft cockpit, at NAS Anacostia, circa 1934. (U.S. Navy)

The instrument flying equipment had been developed by the Washington Institute of Technology, founded by former members of the U.S. National Bureau of Standards. The Navy tested these devices at College Park, Maryland. On 1 May 1934, Lieutenant Akers took off from NAS Anacostia in the hooded OJ2 and landed, “blind” at College Park.

A Berliner-Joyce OJ-2, Bu. No. 9204, with a retractable hood over the rear cockpit and a large radio mast. (U.S. Navy)

The Berliner-Joyce OJ-2 was a single-engine two-place biplane designed as an observation aircraft for operation from U.S. Navy light cruisers. The fuselage was constructed of welded chrome moly tubing, with the forward section covered in sheet metal. The aft section and wooden wings were covered with fabric. The airplane could readily be reconfigured from a float plane to conventional landing gear.

Three-view illustration of the Berliner-Joyce OJ-1/2 biplane, (FLIGHT, No. 1324, Vol. XXVI, 10 May 1934, Page 468, Column 1)

The OJ-2 was 25 feet, 8 inches (7.823 meters) long with an upper wing span of 33 feet, 8 inches (10.262 meters) and height of 10 feet, 10 inches (3.302 meters). The total wing area was 284.2 square feet (26.40 square meters). The airplane weighed 2,323 pounds (1,054 kilograms) empty, and 3,713 pounds (1,684 kilograms), gross.

The OJ-2 was powered by a Pratt & Whitney R-985-38 Wasp Jr. engine rated at 400 horsepower at 2,200 r.p.m., at Sea Level. The direct-drive engine had a compression ratio of 6:1, and turned a two-bladed propeller. The engine was enclosed by a Townend ring.

Its maximum speed was 154 miles per hour (248 kilometers per hour) at Sea Level, and 121 miles per hour (195 kilometers per hour) at 15,000 feet (4,572 meters). The airplane could climb to that altitude in 12.1 minutes. The service ceiling was 15,300 feet (4,663 meters), and its absolute ceiling was 16,700 feet (5,090 meters). The maximum range of the OJ-2 was 461 nautical miles (531 statute miles/854 kilometers).

The OJ-2 was equipped with radio transmitters and receivers. It could be armed with a single fixed Browning .30 caliber (7.62 mm) machine gun in the upper wing with 500 rounds of ammunition, and a second gun in the rear cockpit with 600 rounds of ammunition. A maximum of 500 pounds (227 kilograms) of bombs could be carried.

A Berliner-Joyce OJ-2 observation plane, Bu. No. 9197, assigned to Scouting Squadron 5B, USS Memphis, photographed at NAS San Diego, 1934. (United States Navy)

Frank Peak Akers was born 28 March 1901 at Nashville, Tennessee. He was the second of four sons of Albert Warren Akers, an attorney in private practice, and Lillian Crenshaw Akers.

Frank Akers was appointed to the United States Naval Academy at Annapolis, Maryland. He entered as a midshipman on 12 June 1918. Midshpman Akers graduated and was commissioned as an ensign, United States Navy, 3 June 1922.

USS Sumner (DD-333), a Clemson-class “flush-deck” or “four-stack” destroyer, circa 1920s. (United States Navy)

Ensign Akers was assigned to the Clemson-class destroyer USS Sumner (DD-333, serving in the engineering department. He remained with the ship for the next two years.

In 1925, Ensign Akers was promoted to the rank of lieutenant (junior grade) and transferred to NAS Pensacola, Florida, for flight training. After qualifying as a naval aviator, 11 September 1925, Lt. (j.g.) Akers was assigned to Observation Squadron Two (VO-2) aboard the class-leading battleship, USS Nevada (BB-36).

USS Nevada (BB-36), 1925. (Allan C. Green/State Library of Victoria.)
Members of Observation Squadron Two (VO-2) aboard USS Nevada (BB-36), circa 1925. The officer in the back row, second from left, may be Lt.(j.g.) Frank Akers. The next three officers are Lt. George Seitz, Lt.(j.g.) W.K. Berner, and CPO Ludika. (VPNavy.org)

In 1926, Lt. (j.g.) Akers was reassigned to Aircraft Squadrons, Battle Fleet, aboard the aircraft carrier USS Langley (CV-1).

USS Langley (CV-1) underway, circa 1926. (U.S. Navy)

In 1927 Akers transferred from Langley to Fighter Squadron Five (VF-5 S), aircraft squadrons, Scouting Fleet, aboard USS Wright (AV-1), a former airship tender which had been converted to a sea plane tender.

Lieutenant (j.g.) Frank Peak Akers married Miss Mary Bayliss House in Sumner County, Tennessee, 25 January 1928. They would have a son, Albert Bayliss Akers, born 12 November 1928, and who would later be a major general, United States Army.

Akers served at NAS Pensacola from 1928 to 1930 as a fighter instructor. He was promoted to lieutenant 26, November 1929. Leaving Pensacola, Lieutenant Akers returned to Langley.

Lieutenant Akers was a postgraduate student in electronics at Annapolis in 1932. The Navy then sent him to Harvard University, Cambridge, Massachusetts. He earned a master’s degree in electronic communications in 1933. He was then assigned to NAS Anacostia, where he was involved in experimental instrument landing systems.

In 1937 Lieutenant Akers was assigned as the communications officer, Aircraft Base Force, once again aboard USS Wright.

Akers was promoted to lieutenant commander, 23 June 1938. He was assigned to the Bureau of Engineering at the Navy Department, Washington, D.C.

Lieutenant Commander Akers took command of the USS George E. Badger (AVP-16) in 1940. This was a Clemson-class destroyer which had been converted to a sea plane tender. He was promoted to the rank of commander (temporary), 1 January 1942, with the rank becoming permanent on 30 June 1942.

During the early months of World War II, Commander Akers was the Navigator aboard USS Hornet (CV-8). He participated in the Halsey-Doolittle Raid, giving Colonel James H. Doolittle the latest position of the aircraft carrier just before he took off to attack Japan, 18 April 1942. Two months later, Commander Akers was aboard Hornet during the Battle of Midway.

USS Hornet (CV-8), Captain Marc A. Mitscher, U.S.N., commanding, 27 October 1942. The aircraft carrier is painted in Measure 12 camouflage, Sea Blue 5-S, Ocean Gray 5-O and Haze Gray 5-H. (U.S. Navy)

Commander Akers was promoted to captain (temporary) 1 April 1943. On 15 April 1945, he took command of the newly-repaired Lexington-class aircraft carrier, USS Saratoga, CV-3. He remained in command until 4 February 1946.

USS Saratoga (CV-3) under way in Puget Sound, 15 May 1945, Captain Frank P. Akers, commanding. (U.S. Navy)

Captain Akers’ rank was made permanent on 1 May 1949. Less than a year later, 1 March 1950, Captain Akers was promoted to rear admiral. He remained in the Navy until April 1963, when he retired with nearly 45 years of service.

Rear Admiral Frank Peak Akers, United States Navy (Retired) died at the George Washington University Hospital, Washington, D.C., 22 March 1988, 6 days before his 89th birthday. He was buried at the Arlington National Cemetery.

© 2019, Bryan R. Swopes

Air Force Cross, Captain Jack Wilton Weatherby, United States Air Force.

Aviation, , , , , , ,
Captain Jack Wilton Weatherby, United States Air Force, with his McDonnel RF-101C Voodoo. (Darlene Pistocchi)
AIR FORCE CROSS

CAPTAIN JACK WILTON WEATHERBY

The President of the United States of America, authorized by Title 10, Section 8742, United States Code, takes pride in presenting the Air Force Cross (Posthumously) to Captain Jack Wilton Weatherby, United States Air Force, for extraordinary heroism in military operations against an opposing armed force while serving as Pilot of an RF-101 aircraft of the 45th Tactical Reconnaissance Squadron, Tan Son Nhut Air Base, Vietnam, in action over North Vietnam on 29 July 1965. On that date, Captain Weatherby voluntarily flew an unarmed aircraft at extremely low altitude deep into hostile territory which was heavily defended, to photograph a target of vital significance to the United States Air Force and Republic of Vietnam Air Force. As he approached the target area, his aircraft was severely damaged by accurate ground fire. With complete disregard for his personal safety, Captain Weatherby elected to press on to the target until his badly damaged aircraft exploded and crashed. Captain Weatherby’s courage and devotion to duty are in keeping with the highest traditions of the American fighting man under attack by an opposing armed force. Through his extraordinary heroism, superb airmanship, and aggressiveness in the face of hostile forces, Captain Weatherby reflected the highest credit upon himself and the United States Air Force.

Air Force Cross

Jack Wilton Weatherby was born in the state of Arkansas 7 August 1935. He was the first of two sons of Herchel Clayton Weatherby, a worker in a packing house, and Elizabeth Eula Eddelman. Shortly after his birth, the family relocated to Fort Worth Texas.

Jack Weatherby (The Bulldog 1953)

Jack Weatherby attended Trimble Technical High School in Fort Worth, graduating in June 1953. He played on the school’s basketball team.

Weatherby enlisted in the United States Air Force, 21 March 1955. He completed basic training at Lackand Air Force Base. The following year, April 1956, he entered the Aviation Cadet Program. He trained as a pilot at Bryan Air Force Base, Texas, and Luke AFB, Arizona. He graduated 27 April 1957 and was commissioned as a second lieutenant, United States Air Force..
Lieutenant Weatherby married Miss Barbara Nell Hackney, a 1953 gaduate of R. L. Paschal High School in Fort Worth. They would have two children, D’Ann Elizabeth and Richard Kennon Weatherby.
Captain Weatherby was killed in action over North Vietnam 29 July 1965. His remains were located and returned to the United States 28 August 1978. They were positively identified 11 September 1978 and interred at the Fort Sam Houston National Cemetery, Bexar, Texas.
Major General John Meyer presents the Air Force Cross to Captain Weatherby’s son, Richard, at Carswell Air Force Base, Texas, 23 November 1965. With Richard are Mrs. Weatherby and his sister, D’Ann. (U.S. Air Force 140113-F-DW547-039)

The Air Force Cross was presented to Captain Weatherby’s family by Major General John C. Meyer, commanding Twelfth Air Force (and later, chief-of staff, Strategic Air Command), in a ceremony held at Carswell Air Force Base, Fort Worth, Texas, 23 November 1965. Also presented to the family were the Purple Heart and teh Air Medal with four oak leaf clusters.

McDonnell RF-101C Voodoo 56-042, 15th Tactical Reconnaissance Squadron. (U.S. Air Force)

The aircraft flown by Captain Weatherby on 29 July 1965 was a McDonnell RF-101C Voodoo, 56-0067. This was an unarmed reconnaissance variant of the F-101C fighter. It was 69 feet, 4 inches (21.133 meters) long with a wingspan of 39 feet, 8 inches (12.090 meters). The height was 18 feet (5.486 meters). Empty weight for the RF-101C was 26,136 pounds (11,855 kilograms), with a maximum takeoff weight of 51,000 pounds (23,133 kilograms).

This McDonnell RF-101C-60-MC Voodoo, 56-055, is the sister ship of the Voodoo flown by Captain Weatherby on 29 July 1965.

The RF-101C was powered by two Pratt & Whitney J57-P-13 turbojet engines. The J57 was a two-spool axial-flow turbojet which had a 16-stage compressor (9 low- and 7 high-pressure stages), 8 combustors and a 3-stage turbine (1 high- and 2 low-pressure stages). The J57-P-13 was rated at 10,200 pounds of thrust (45.37 kilonewtons), and 15,800 pounds (70.28 kilonewtons) with afterburner.

The aircraft had a maximum speed of 1,012 miles per hour (1,629 kilometers per hour) at 35,000 feet (10,668 meters). The service ceiling was 55,300 feet (16,855 meters). The Voodoo could carry up to three drop tanks, giving a total fuel capacity of 3,150 gallons (11,294 liters) and a maximum range of 2,145 miles (3,452 kilometers).

The RF-101C carried six cameras in its nose. Two Fairchild KA-1s were aimed downward, with four KA-2s facing forward, down and to each side.

Beginning in 1954, McDonnell Aircraft Corporation built 807 F-101 Voodoos. 166 of these were the RF-101C variant. This was the only F-101 Voodoo variant to be used in combat during the Vietnam War. The RF-101C remained in service with the U.S. Air Force until 1979.

For details of Captain Weatherby’s mission, see “Valor: Valiant Volunteer,” at https://www.airforcemag.com/article/valor-valiant-volunteer/

© 2021, Bryan R. Swopes

29 July 1958

Aviation, , ,

29 July 1958: Dwight David Eisenhower, Thirty-fourth President of the United States of America, signed Public Law #85-568 (72 Stat. 426), the National Aeronautics and Space Act of 1958, which established the National Aeronautics and Space Administration (NASA).

Congress declared a requirement for aeronautics and space research, and

…that it is the policy of the United States that activities in space should be devoted to peaceful purposes for the benefit of all mankind.

Dwight David Eisenhower, 34th President of the United States of America. (Photographed by Louis Fabian Bachrach, Jr., 1952)

President Eisenhower had proposed civilian National Aeronautics and Space Agency to Congress in a letter sent 2 April 1958. The Bill passed on 16 July.

© 2019, Bryan R. Swopes