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 Ralph Wayne Brower (AFSN: 0-3109303), United States Air Force (Reserve), for extraordinary heroism in connection with military operations against an opposing armed force as an HH-3E pilot of the 37th Aero Space Rescue and Recovery Squadron, 3d Air Rescue and Recovery Group, DaNang Air Base, Vietnam, in action in Southeast Asia on 9 November 1967. On that date, captain Brower attempted the night extraction of a ground reconnaissance team. Despite full knowledge that two helicopters had been shot down and a third severely damaged by intense, accurately directed hostile fire, Captain Brower, with determination, indomitable courage, and profession skill, established a hover on a steep slope within one hundred yards of hostile weapons positions and brought the wounded survivors aboard. The hostile forces closed in quickly, and as the helicopter departed, it was shot down. Through his extraordinary heroism, superb airmanship, and aggressiveness in the face of hostile forces, Captain Brower reflected the highest credit upon himself and the United States Air Force.
Action Date: November 9, 1967
Service: Air Force
Battalion: 37th Aerospace Rescue and Recovery Squadron
3 November 1962: The French fishing trawler F/V Jeanne Gougy with a crew of 18 ran aground during a storm at Armored Knight Rock, Land’s End, Cornwall, England. 15-foot waves rolled the ship over on its port side. The seamen were trapped aboard the wreck.
The waves prevented the life boat from the Royal National Life Boat Institution (RNLI) Sennen Cove Lifeboat Station was unable to approach the wreck because of the heavy weather, but recovered two dead fishermen offshore.
A Westland Whirlwind HAR.10 helicopter from No. 22 Squadron’s Search and Rescue Detachment at RAF Chivenor on the north coast of Devon was assigned to attempt a rescue. The Whirlwind was flown by Flight Lieutenants John Lorimer Neville Canham, D.F.C., and Flight Lieutenant John Trevor Egginton, with winch operator Sergeant Eric Charles Smith.
Sergeant Smith was lowered into the sea to recover another body, which was then hoisted aboard the helicopter. The Sennen Cove lifeboat and the Whirlwind returned to their respective bases.
Later that morning, observers from the shore saw several men inside the Jeanne Gougy‘s pilot house. A helicopter and the Penlee lifeboat, Soloman Brown, hurried to the scene, but conditions were still too extreme for a lifeboat to approach the trawler.
The helicopter hovered over the capsized fishing trawler while Sergeant Smith was lowered to the ship’s pilot house. A rescue line was also rigged to the nearby rocks. Sergeant Smith rigged two men for hoisting to the hovering helicopter and continued searching for additional survivors. Four sailors were rescued by the line to the shore. Twelve of the fishermen did not survive.
For his bravery during the rescue, Sergeant Smith was awarded the George Medal by Queen Elizabeth II. He was also awarded the Silver Medal of the Société des Hospitalers Sauveteurts Bretons.
The Président de la République française, Charles de Gaulle, conferred the honor of Chevalier du Mérite Maritime on Flight Lieutenant Canham, Flight Lieutenant Egginton and Sergeant Smith.
On 13 June 1964, Flight Lieutenant John Trevor Egginton was awarded the Air Force Cross.
The Westland Whirlwind was a license-built variant of the Sikorsky S-55. The HAR.10 was a dedicated search-and-rescue helicopter, powered by a 1,050 shaft horsepower de Havilland Engine Co., Ltd., Gnome H.1000 (Mk.101). The engine was based on the General Electric T58-G-6 turboshaft.
In 1965, Flight Lieutenant Egginton attended the Empire Test Pilots’ School at RAF Boscombe Down. On graduation, he was assigned as a helicopter test pilot with D Squadron (now the Rotary Wing Test and Evaluation Squadron, or RWTES). In 1969, Egginton returned to the Test Pilots’ School as a helicopter flight instructor.
Squadron Leader Egginton retired from the Royal Air Force in 1973. He was awarded the Queen’s Commendation for Valuable Service in the Air, 2 June 1973.¹
Egginton joined Westland Helicopters at Yeovil as deputy chief test pilot, and later became the company’s chief test pilot. He retired from Westland after 15 years.
In the 1989 New Year’s Honours List, Squadron Leader Egginton was appointed an Officer of the Most Excellent Order of the British Empire (O.B.E.).
Eggington is credited with three Fédération Aéronautique Internationale (FAI) world speed records, including the Absolute Speed Record for Helicopters, 400.87 kilometers per hour (249.09 miles per hour), set 11 August 1986.²
Squadron Leader John Trevor Egginton, O.B.E., A.F.C., F.R.Ae.S., Q.C.V.S.A., Chevalier du Mérite Maritime, died at his home in Yeovil, 23 November 2014. He was 81 years of age.
by Captain Sean M. Cross, United States Coast Guard (Retired)
24 October 1969: During the Vietnam War from 1967–1972, eleven U.S. Coast Guard Aviators voluntarily served with high honor and distinction with the U.S. Air Force Aerospace Rescue and Recovery forces in Southeast Asia in the dual role of aircraft commanders and instructor pilots. They regularly risked their lives flying into harm’s way to save airmen in peril of death or capture. Their significant contributions and exceptional performance were highly commended by the Air Force with the award of four Silver Stars, sixteen Distinguished Flying Crosses, and eighty-six Air Medals, in addition to many other recognitions. The previous accolades did not come without cost —designated Coast Guard Aviator #997, Lieutenant Jack Columbus Rittichier was killed in action while attempting to rescue a downed Marine airman in hostile territory on June 9th, 1968. These Aviators carried out their noble mission with heroism and a focus on duty, honor, country and the Coast Guard. Their actions brought honor on themselves, the United States of America, the U.S. Air Force and the U.S. Coast Guard.
Interesting fact – of the roughly 200 Air Force Cross recipients, only 24 are enlisted rank, of which 12 are Pararescuemen (PJ). Nine PJs were awarded Air Force Crosses for Combat SAR missions in Vietnam…of those nine missions – two had Coast Guard Aviators as Aircraft Commanders – this is one (the other was the SCOTCH 3 mission involving LT Lance Eagan, USCG (CGA ’62) on 02 July 1968).
The goal of the combat rescue and recovery units was to get to those in peril before the enemy could capture of kill them. Whether the mission was an extraction or the pickup of a downed airman, each time they were successful it was a win. When it came to official Air Force data, this was labeled a “save,” but a “save” was much more than a statistic to these men. A “save” was a person, and they took it personally.
At Da Nang Air Base, Republic of Vietnam, the 37th Aerospace Rescue and Recovery Squadron (ARRS) was coming up on their 500th “save” in mid-October 1969. Everyone was looking forward to it. They arrived at number 497, then hit a dry spell for about a week. On 24 October, MISTY 11 went down and through a connected series of events, Coast Guard exchange pilots Lieutenant Richard Victor Butchka retrieved numbers 498, 499, and 500, and Lieutenant (j.g.) Robert T. Ritchie claimed numbers 501 and 502.
Northeast of Saravane, Laos, MISTY 11, a U.S. Air Force North American Aviation F-100F Super Sabre “Fast FAC”—a jet Forward Air Controller) was designating targets along the Ho Chi Min Trail for ground interdiction strikes when it experienced engine failure due to antiaircraft fire. The stricken aircraft quickly descended to less than 1,000 feet (305 meters) above the terrain. The approximate time was 8:00 a.m. A MAYDAY was broadcast and the two crewmen ejected at low altitude. They parachuted into the jungle-covered mountainous terrain. MISTY 11 Alpha, 1st Lieutenant Alvin Donald Muller, and MISTY 11 Bravo, Captain Jack K. Clapper, were separated by about 800 yards (732 meters) due to the programmed delay in the ejection sequence between the front and rear ejection seats.
The survivors’ position was in a small valley formed by two ridges about 100 meters long oriented north and south. At the north end where the ridges joined, a road was cut 20 meters from the top of the hill. MISTY 11A was on the east side of the valley and MISTY 11B was on the west side.
Each was equipped with a battery-powered radio and was contacted by an airborne Forward Air Controller (FAC), a North American Aviation OV-10A Bronco, NAIL 07, who had heard their pre-ejection call and was working in the area. The FAC said that he would notify Search and Rescue. MISTY 11A (Muller) informed MISTY 11B and the FAC that his leg was badly broken. MISTY 11B (Clapper) was unhurt.
Less than two hours from notification, two Douglas A-1 Skyraiders—call signs SANDY 11 and 12—and two Sikorsky HH-3E Jolly Green Giant helicopters—JOLLY 28 and 04—from strip alert in Quang Tri were on scene.
JOLLY 28 (HH-3E #66-13280) crew members: Captain Charles D. Langham, USAF (Pilot); Major Charles W. Bond (Co-Pilot); Staff Sergeant James E. Smith (Flight Engineer); and Technical Sergeant Donald G. Smith (Pararescueman)
JOLLY 04 (HH-3E #66-13290) crew members: Lieutenant Richard Victor Butchka, USCG (Pilot); Captain John K. Coder, USAF (Co-Pilot); Sergeant Joseph J. Vai (Flight Engineer); and Airman 1st Class George P. Hoffman III (Pararescueman)
The helicopters went into orbit. One Jolly Green, referred to as the “low bird,” would make the rescue attempt while the second, the “high bird,” would remain in a 3,000-foot (914 meters) orbit as backup. Before sending in JOLLY 28, the two A-1s trolled the area, but their repeated passes brought no response from enemy ground-fire. It was determined that Muller should be rescued first because of his broken leg and at about 11:00 a.m., JOLLY 28 descended toward MISTY 11A.
The terrain in the SAR area was rolling foothills with elevations varying from 1,500 feet MSL (Mean Sea Level: describes height above standard Sea Level) in the ravines, to 2,500 feet MSL on the hilltops (500 to 833 meters). The vegetation on these hills varied from dense triple-layered canopy jungles to open areas with tall jungle grass. The entire immediate area around MISTY 11A and B was defended by heavy small arms and automatic weapons as close as 50 feet to the survivors. The proximity of hostile forces to the survivors severely restricted the type of ordnance which could be delivered to protect them. There were scattered variable broken cumulus build-ups in the area with tops to 9,500 feet MSL and bases varying from 2,000 to 3,000 feet AGL (Above Ground Level: describes height above the ground). Visibility below the clouds was excellent.
Lieutenant Butchka, in the “high bird,” JOLLY 04, watched his good friend, Captain Charles Langham, descend for the recovery. JOLLY 28 entered a hover over MISTY 11A and lowered the “PJ,” Don Smith, by hoist. The PJ immediately had the downed airman on the canopy penetrator and gave the cable-up signal. Less than a minute had elapsed. When the penetrator was approximately 10 feet off the ground, the helicopter came under attack.
Butchka saw three sides of the blind canyon twinkling. It appeared that enemy forces had used the downed F-100F crewman as bait for a “flak trap.” The Skyraiders rushed in to suppress the fire, but the opening enemy volley had shot the hoist assembly off its mounts, sending it crashing into the flight engineer’s chest and dumping the PJ and MISTY 11A back on the ground. Realizing the hoist was inoperative, the flight engineer, SSGT James Smith, hit the switch shearing the hoist cable and yelled to Captain Langham to transition JOLLY 28 to forward flight.
Above, Butchka punched off his auxiliary fuel tanks and went into a plunging autorotative descent. Seeing Langham’s aircraft smoking and streaming fluid (was hit in the main gearbox and was losing oil pressure), Butchka told him to put the helicopter on the ground. Langham searched for a clear spot and put the aircraft into a small punch bowl-shaped valley. Langham and crew jumped out of the helicopter into the elephant grass, looking up for high bird. They did not have far to look. Butchka’s helicopter was in a 25-foot hover on the left side of Langham’s helicopter with its hoist cable waiting. Butchka expected ground fire from the enemy at any moment. During the swift pick up, the helicopter shuddered with a jolt to the right side. The aircraft’s skin was holed with a gash eight inches long by two inches wide.
Major Charles W. Bond had the honor of being the 500th save.
With the men safely on board, the next problem was getting out of there. Butchka did not want to go back out the way he came because of heavy enemy fire. Weather was hot and humid, pressure altitude was high, and the only other way out presented him with a vertical face rising about 130 feet. It was decision time. Butchka said; “I headed for the face, pulled every bit of power I could (‘pulled the collective to my arm pit’ was the description in another interview), and with a little bit of airspeed drooped the rotor to 94-percent — and just cleared the top.” As he eased over the ridgeline, the JOLLY immediately came under heavy ground fire from a different direction. SANDY lead hadn’t reported anything because he didn’t know where Butchka was. Miraculously they were not hit. However, JOLLY 04 “caught his blades in some trees and is requesting escort out of the area.” A forward air controller, COVEY 297, escorted JOLLY 04 to Lima Site 61, an Air Force TACAN navigation site at Muang Phalan, Laos.
There were still two MISTY crewmembers and Langham’s PJ on the ground at the initial recovery spot. The PJ, Technical Sergeant Donald G. Smith, using his handheld radio, reported “contact with bad guys 35 meters to my west” and directed air strikes bracketing their position. JOLLY 76, a Sikorsky HH-53C Super Jolly Green Giant from the 40th ARRS at Udorn, Thailand, made three recovery attempts but each time received intense ground fire resulting in extensive battle damage to the helicopter. JOLLY 76 sustained severe battle damage, loss of hydraulic systems and associated tail rotor control problems that forced the aircraft to withdraw. JOLLY 76 was escorted out of the area by JOLLY 72 and A-1s SANDY 01 and 04, and successfully recovered at Lima Site 44, an unimproved covert landing strip near Saravane, Laos.
JOLLY 76 (Sikorsky HH-53C Super Jolly Green Giant) crewmembers: Captain Donald R. Almanzar (Pilot); Captain Peter L. Fekke (Co-Pilot); Staff Sergeant Harold R. Hailey (Flight Engineer); Sergeant Anthony J. McFarr (Pararescueman); Sgt. Douglas W. Crowder (Pararescueman); and Sergeant Gregory Lee Anderson (Aerial Photographer).
JOLLY 15 (Sikorsky HH-3E Jolly Green Giant) crew members: Coast Guard Lieutenant (j.g.) Robert T. Ritchie, USCG (Pilot); Lieutenant Colonel Sidney S. Sosnow , USAF (Co-Pilot); Technical Sergeant Frank Gaydos, Jr. (Flight Engineer); Staff Sergeant Jon K. Hoberg (Pararescueman); and Sgt. Edward K. Rendle (Pararescueman).
Later that afternoon the JOLLIES tried again. After multiple A-1 passes dropping CBU-19s ( a 130-pound modified dispenser containing 528 canisters with an incapacitating chemical CS—”tear gas”) SANDY 06 and 05 escorted “low bird” JOLLY 15 with Coast Guard Lieutenant (j.g.) Rob Ritchie into the rescue area.
Rob said; “The previous attempts that day were all into the wind approaches. I chose a downwind approach because all indications were the ‘bad guys’ were set up for us to come into the wind and were waiting.” The SANDYs made suppression runs and laid smoke as had been requested – then they joined in a daisy chain of passes that provided protective fire. Ritchie used the smoke for cover, swooped in fast and quickly put the aircraft into a hover over Smith and MISTY 11A. TSgt. Gaydos fearlessly operated the rescue hoist while completely exposed to the hostile fire impacting about him. His reassuringly calm hover instructions to the pilots, ensured Smith and MISTY 11A were quickly brought on board with only slight damage to the aircraft. During Ritchie’s next approach to pick up MISTY 11B they began taking very heavy ground fire on the way in. The element of surprise was no longer there and the North Vietnamese had repositioned. SANDY Lead called the approach off and both A-1s made several suppression runs.
Ritchie commenced his third approach immediately after the suppression runs. He said it was much quieter this time and he came to a hover over MISTY 11B. As the penetrator went down the ground fire became much heavier and the helicopter was taking numerous hits. The utility hydraulics to the hoist was disabled due to ground fire damage to a pressure line and fluid flow was lost. Unable to complete the pickup Ritchie exited the area. JOLLY 15 notified SANDY 03 that he would be unable to remain in the area and commenced a rendezvous for air refueling with KING 03, a Lockheed C-130 Combat King. JOLLY 15 landed at Lima Site 61 at 3:35 p.m.
Two additional tries to pick up MISTY 11B were made to no avail. A tropical thunderstorm moved in and heavy rain fell for the next 30 minutes. A third attempt was made while the squall was passing through and as the storm began to subside, the winds became relatively calm and the previously laid smoke screen began to envelope the area – adversely impacting the rescue helicopters’ visibility and making it more difficult to locate MISTY 11B.
Fortunately, the survivor’s emergency radio was operational and the pilot knew how to use it. By coordinating voice guidance from MISTY 11B on the ground and SPAD 09 (circling overhead), JOLLY 19, another HH-3E, flew over Clapper and lowered a canopy penetrator to him. He climbed onto the device and the helicopter quickly exited the area as soon as Clapper was clear of the trees. The gunner on the rescue helicopter pulled him in the door and the MISTY 11 rescue was successfully concluded at around 6:00 p.m.
JOLLY 19 (Sikorsky HH-3E Jolly Green Giant) from Detachment 1, 40th Aerospace Rescue and Recovery Squadron. Crewmembers: Major Ted L. Smith (Pilot); Major Edward B. Robbins (Co-Pilot); Staff Sergeant Robert E. Hunt (Flight Engineer); Master Sergeant Paul L. Jenkins (Pararescueman); and Sergeant Leland H. Sorensen (Pararescueman).
The following A-1 SANDY forces participated in the event:
SANDY 01 1st Lieutenant Rex V. Huntsman
SANDY 04 Lieutenant Colonel Dick Michaud
SANDY 03 Major Nelson Moffatt
SANDY 07 1st Lieutenant Noel Frisbie
SANDY 05 Captain Bob Crowder
SANDY 06 Captain Glenn C. Dyer
SANDY 11 Captain Jack L. Hudson
SANDY 12 Lieutenant Colonel George D. Miller
Epilogue: For their efforts during this combat rescue the following medals were awarded:
Technical Sergeant Donald G. Smith, USAF, Pararescueman from JOLLY 28 was awarded the Air Force Cross:
The President of the United States of America, authorized by Section 8742, Title 10, United States Code, awards the Air Force Cross to Technical Sergeant Donald G. Smith for extraordinary heroism in military operations against an opposing armed force as a Pararescueman on a HH-3E Rescue Helicopter in Southeast Asia on 24 October 1969. On that date, Sergeant Smith voluntarily descended to the surface on a forest penetrator to assist a downed pilot. As he and the pilot were being raised, hostile fire rendered the hoist inoperative and the cable was sheared, dropping them fifteen feet to the ground. Sergeant Smith’s position was surrounded by hostile forces, and his helicopter was downed by hostile fire. Remaining exceptionally calm, his resolute and decisive presence encouraged other survivors, while his resourcefulness in controlling and directing the aircraft providing suppressive fire, resulted in the safe recovery of all downed personnel. Through his extraordinary heroism, superb airmanship, and aggressiveness in the face of the enemy, Sergeant Smith reflected the highest credit upon himself and the United States Air Force.
Lieutenant Robert T. Ritchie, USCG, was awarded the Silver Star.
The President of the United States of America takes pleasure in presenting the Silver Star (Air Force Award) to Lieutenant, Junior Grade, Robert T. Ritchie, United States Coast Guard, for gallantry in connection with military operations against an opposing armed force while attached to the 37th Aerospace Rescue and Recovery Squadron (USAF). Lieutenant, Junior Grade, Ritchie distinguished himself as Aircraft Commander of an HH-3E rescue helicopter in Southeast Asia on 24 October 1969. On that date, Lieutenant, Junior Grade, Ritchie repeatedly penetrated an area of intense hostile fire in an effort to rescue three downed airmen before battle damage rendered his aircraft incapable of further rescue operations. By his gallantry and devotion to duty, Lieutenant, Junior Grade, Ritchie has reflected great credit upon himself and the United States Air Force.
Captain Charles D. Langham, USAF, earned the Silver Star:
Captain Charles D. Langham distinguished himself by gallantry in connection with military operations against an opposing armed force as Aircraft Commander of an HH-3E helicopter in Southeast Asia on 24 October 1969. On that date, while attempting to recover two downed Air Force pilots., Captain Langham’s aircraft was subjected to intense hostile fire. Displaying superb airmanship, Captain Langham nursed his critically damaged aircraft way from the immediate hostile area and effected an emergency landing in a confined, remote area which saved his crew from probable serious injury or possible death. By his gallantry and devotion to duty, Captain Langham has reflected great credit upon himself and the United States Air Force.
LT Richard V. Butchka, USCG, earned the Distinguished Flying Cross with Combat V.
The President of the United States of America takes pleasure in presenting the Distinguished Flying Cross with Combat “V” (Air Force Award) to Lieutenant Richard V. Butchka, United States Coast Guard, for heroism while participating in aerial flight as aircraft Commander of an HH-3E helicopter, attached to the 37th Aerospace Rescue and Recovery Squadron, United States Air Force, in Southeast Asia on 24 October 1969. On that date, in the face of known hostile forces, who had just shot down another rescue helicopter, Lieutenant Butchka, with complete disregard for his own personal safety, skillfully and expeditiously effected the rescue of three crewmen from the downed helicopter. The outstanding heroism and selfless devotion to duty displayed by Lieutenant Butchka reflect great credit upon himself and the United States Coast Guard.
The following Distinguished Flying Cross recipients were also confirmed for this mission: Major Charles W. Bond; Captain John K. Coder; Technical Sergeant Frank Gaydosl Jr.; Sergaeant Joseph J. Vai; Airman 1st Class George P. Hoffman III; Staff Sergeant Jon K. Hoberg; and Lieutenant Colonel. Sidney S. Sosnow.
Misty #132 Jack K. Clapper left the USAF in 1974, went to law school and is a trial lawyer in Novato, California. Donald G. Smith passed away on 12 March 2016 at the age of 80. Richard V. Butchka passed away 28 July 2007 at the age of 66. Misty #119 Alvin Donald (“Devil”) Muller passed away on 16 November 2010 at the age of 67.
Aerial Photographer Staff Sergeant Gregory Lee Anderson, crewman on JOLLY 76, was aboard Jolly Green 71, an HH-53B, when it was shot down over Laos, 28 January 1970. SSGT Anderson is listed as Missing in Action. (Active Pursuit)
HH-3E 66-13280 caught fire in flight, 15 April 1970, and crashed near Kontum, Republic of Vietnam. Two of the five crewmen died.
HH-3E 66-13290 was retired to Davis Monthan Air Force Base, Tucson, Arizona, 18 March 1991. It was withdrawn from storage and placed on display with the New York Air National Guard at Westhampton Beach, New York.
Aircraft
Sikorsky HH-3E Jolly Green
The Sikorsky HH-3E (Sikorsky S-61R) earned the nickname Jolly Green Giant during the Vietnam War. It is a dedicated Combat Search and Rescue (CSAR) helicopter flown by the U.S. Air Force, based on the CH-3C transport helicopter. The aircraft is flown by two pilots and the crew includes a flight mechanic and gunner. It is a large twin-engine helicopter with a single main rotor/tail rotor configuration. It has retractable tricycle landing gear and a rear cargo ramp. The rear landing gear retracts into a stub wing on the aft fuselage. The helicopter has an extendable inflight refueling boom.
The HH-3E is 72 feet, 7 inches (22.123 meters) long and 18 feet, 10 inches (5.740 meters) high with all rotors turning. The main rotor has five blades and a diameter of 62 feet (18.898 meters). Each blade has a chord of 1 foot, 6.25 inches (0.464 meters). The main rotor turns at 203 rpm., counter-clockwise, as seen from above. (The advancing blade is on the right.) The tail rotor also has five blades and has a diameter of 10 feet, 4 inches (3.150 meters). The blades have a chord of 7–11/32 inches (0.187 meters). The tail rotor turns clockwise as seen from the helicopter’s left (the advancing blade is below the axis of rotation). The tail rotor turns 1,244 rpm.
The HH-3E has an empty weight of 13,341 pounds (6,051 kilograms). The maximum gross weight is 22,050 pounds (10,002 kilograms).
The Jolly Green Giant is powered by two General Electric T58-GE-5 turboshaft engines, which have a Maximum Continuous Power rating of 1,400 shaft horsepower, each, and Military Power rating of 1,500 shaft horsepower. The main transmission is rated for 2,500 horsepower, maximum.
The HH-3E has a cruise speed of 154 miles per hour (248 kilometers per hour) at Sea Level, and a maximum speed of 177 miles per hour (285 kilometers per hour), also at Sea Level. The service ceiling is 14,000 feet (4,267 meters). The HH-3E had a maximum range of 779 miles (1,254 kilometers) with external fuel tanks.
The Jolly Green Giant can be armed with two M60 7.62 mm machine guns.
11 October 1956: At 3:27 p.m., local time, (05:57 GMT) a Mk.1 Atom Bomb, code-named Blue Danube, detonated at approximately 490 feet (150 meters) over the Kite Site on the Maralinga Test Range, South Australia. The bomb had been dropped from a Royal Air Force Vickers Valiant B.1 bomber, WZ366, flying at 30,000 feet (9,144 meters). The aircraft commander was Squadron Leader E.J.G. (“Ted”) Flavell, RAF.
The Kite air burst was the third detonation of Operation Buffalo, but this was the first British atomic bomb which had been dropped from an airplane.
For their performance during this test, Squadron Leader Ted Flavell and bomb aimer Flight Lieutenant Eric Stacey were awarded the Air Force Cross.
Blue Danube was an implosion-type fission bomb using plutonium and uranium as fuel. Designed as a 40-kiloton weapon, for this test, the yield was reduced to 3 kilotons. The bomb was 24 feet, 2 inches (7.366 meters) long and had a diameter of 5 feet, 2 inches (1.575 meters). The spherical 32-lens plutonium/uranium implosion system was 5 feet (1.524 meters) in diameter. The bomb weighed 10,000 pounds (4,536 kilograms). Four retractable guide fins would extend to span 9 feet, 0.8 inches (2.764 meters) after leaving the aircraft’s bomb bay.
The length of the bomb casing (more than twice that of a similar type U.S. weapon) and the large guide fins made the Blue Danube very aerodynamically stable.
Twenty Blue Danube Mark 1 bombs were produced and were in service until 1962.
[Thanks to Brian Burnell at Nuclear Weapons: A Guide to British Nuclear Weapon Projectswww.nuclear-weapons.info for the information.]
The Vickers-Armstrong Valiant B.1 was designed and built under the direction of Vickers’ chief designer, George R. Edwards. It was a high-wing, four-engine turbojet-powered strategic bomber, operated by a flight crew of five. The leading edges of the wings featured a compound sweep with the inner one-third swept to 37° and the outer two-thirds swept to 21°. It was 108 feet, 3 inches (32.995 meters) long with a wingspan of 114 feet, 4 inches (34.849 meters) and overall height of 32 feet, 2 inches (9.804 meters). Its empty weight was 75,581 pounds (34,283 kilograms) and Maximum Takeoff weight was 140,000 pounds (63,503 kilograms).
The bomber was powered by four Rolls-Royce Avon RA.28 Mk.204 or Mk.205 turbojet engines placed inside the wings adjacent to the fuselage. The RA.28 was a single-shaft axial-flow engine with a 15-stage compressor and 2 stage turbine. They produced 10,050 pounds of thrust (44.705 kilonewtons). The RA.28 Mk.204 was 10 feet, 3.0 inches (3.124 meters) long and 3 feet, 11.5 inches (1.054 meters) in diameter.
The Valiant B.1 had a maximum speed of 567 miles per hour (912.5 kilometers per hour) at 30,000 feet (9,144 meters). Its service ceiling was 54,000 feet (16,459 meters) and range with external fuel tanks was 4,500 miles (7,242 kilometers).
After 1962 the Valiant B.1 was used as a low-level tactical bomber. This resulted in the wing spar suffering from stress-induced fatigue cracks. A replacement spar was developed but due to the cost, the Valiant bomber fleet was quickly retired.
WZ366 was one of the first thirty-four Type 706 full-production Valiant B.1 bombers. It made its first flight 18 August 1955 and was delivered to the RAF on 7 October 1955, assigned to No. 49 Squadron. It was one of three Valiant B.1s of No. 1321 Flight, RAF Wittering, selected for use in the Operation Buffalo nuclear weapons tests. Later it served with No. 7 and No. 49 Squadrons, but was withdrawn from service 6 March 1964. WZ366 was sold for scrap 16 June 1965.
Squadron Leader Edwin James George (“Ted”) Flavell, A.F.C., Royal Air Force, was born at Battersea, England, 25 April 1922. He entered the Royal Air Force as an aircraft mechanic in 1938, then underwent pilot training in Canada. During World War II, he flew many secret missions over Europe and Scandinavia, inserting agents and dropping supplies in occupied territories.
Ted Flavell also flew airplanes which were towing glider transports for the D-Day invasion and Operation Market Garden.
After the war, he flew English Electric Canberra bombers and was in the first group of pilots trained for the Vickers Valiant.
Squadron Leader Flavell served in the Royal Air Force for thirty years, retiring in 1968. He died 24 February 2014 at the age of 91 years.
13 September 1931: Having won the previous two Coupe d’Aviation Maritime Jacques Schneider international seaplane races, the United Kingdom was in the position of permanently winning the famous Schneider Trophy if it were to win a third consecutive race.
The 1931 race was the twelfth in a series of annual or semiannual races which were first held in 1913, specifically for seaplanes. Teams from several nations, France, Great Britain, Italy and the United States, competed with float-equipped airplanes built specifically for the races. The national team which won three consecutive races would win the series and take home the Trophy. Italy had won three times (1920, 1921, and 1926); the United States, twice (1923, 1925); and France, one time (1913). The United Kingdom had previously won in 1922, 1927 and 1929.
Having won the race in 1929, Great Britain was the host nation for 1931. Like the 1929 race, the 1931 race was held over The Solent, a body of water between the harbor city of Portsmouth, England, and the Isle of Wight. Instead of the four-sided polygon used previously, the 1931 race course was a triangle of 50 kilometers (31.07 statute miles). Competitors would make seven circuits of the course, with all left-hand turns, for a total distance of 350 kilometers (217.48 statute miles).
Italy had been developing the Macchi-Castoldi M.C. 72 with its 3,100-horsepower, 24-cylinder Fiat AS.6 engine, but the airplane was not ready by the required date. The United States was unwilling to invest the required money and had not entered since the 1927 race. France also was not prepared to compete. Both France and Italy formally announced their intention not to compete on 4 September 1931.
This meant that only a single British airplane was required to complete the race course to win the race and permanent possession of the trophy. Three airplanes were ready, one Supermarine S.6 and two new S.6Bs.
Postponed because of rain and fog on the previous day, the 1931 race started at 1:02:10 p.m., Sunday, 13 September, with the firing of the starting gun from HMS Medea. Flight-Lieutenant John Nelson Boothman, Royal Air Force, in a blue and silver Supermarine S.6B, number S.1565, taxied across the start line at 1:10:19 p.m.
Race rules required that competitors take off, circle and land on the water. They were then required to taxi on the water for two minutes, before taking off a second time to begin the officially timed race laps. Observers reported that Flight-Lieutenant Boothman’s performance of the preliminary test was flawless. He taxied into position for his second takeoff and was airborne with a 40 second run.
Boothman’s lap times were:
Lap 1: 552.15 kilometers per hour (343.1 miles per hour)
Lap 2: 551.5 kilometers per hour (342.7 miles per hour)
Lap 3: 547.1 kilometers per hour (340.0 miles per hour)
Lap 4: 544.5 kilometers per hour (338.3 miles per hour)
Lap 5: 546.5 kilometers per hour (339.6 miles per hour)
Lap 6: 546.1 kilometers per hour (339.4 miles per hour)
Lap 7: 543.5 kilometers per hour (337.7 miles per hour)
Overall average speed: 547.3 kilometers per hour (340.08 miles per hour)
Air Ministry,
9th October, 1931.
ROYAL AIR FORCE.
The KING has been graciously pleased to approve of the award of the Air Force Cross to the undermentioned officers of the Royal Air Force:—
Flight Lieutenant John Nelson Boothman.
In recognition of his achievement in winning the Schneider Trophy Contest, 1931.
S.1595 was Vickers-Supermarine S.6B Monoplane, designed by Reginald Joseph Mitchell, who would later design the legendary Supermarine Spitfire fighter of World War II. The racer was developed from Mitchell’s earlier S.4, S.5 and S.6 Schneider Cup racers, and was built at the Supermarine Aviation Works (Vickers), Ltd., Southampton, on the south coast of England. There were two S.6Bs, with the second identified as S.1596.
The Supermarine S.6B was a single-place, single-engine, low-wing monoplane with two fixed pontoons as an undercarriage. It was of all-metal construction and used a high percentage of duralumin, a very hard alloy of aluminum and copper, as well as other elements. The float plane was 28 feet, 10 inches (8.788 meters) long, with a wingspan of 30 feet, 0 inches (9.144 meters) and height of 12 feet, 3 inches (3.734 meters). The wing area was 145 square feet (13,5 square meters). The S.6B had an empty weight of 4,560 pounds (2,068 kilograms) and gross weight of 5,995 pounds (2,719 kilograms).
In an effort to achieve the maximum possible speed, aerodynamic drag was eliminated wherever possible. There were no radiator or oil cooler intakes. The wing surfaces were constructed of two thin layers of duralumin with a very small space between them. The engine coolant, a mixture of water and ethylene glycol, was circulated between these layers, which are known as surface radiators. The engine had a high oil consumption rate and the vertical fin was the oil supply tank. The skin panels also served as surface radiators. The fuselage panels were corrugated for strength, and several small parallel passages transferred lubricating oil from the fin tank to the engine, and further cooled the oil.
S.1595 was powered by a liquid-cooled, supercharged, 2,239.327-cubic-inch-displacement (36.696 liter) Rolls-Royce Type R single-overhead-camshaft (SOHC) 60° V-12 engine, number R29. The Type R was a racing engine with 4 valves per cylinder and a compression ration of 6:1. In the 1931 configuration, it produced 2,350 horsepower at 3,200 r.p.m. It used a 0.605:1 reduction gear and turned a Fairey Aviation fixed-pitch airscrew with a diameter of 8 feet, 6 inches (2.591 meters). A special fuel, a mixture of benzol, methanol and acetone with TCP anti-detonation additive, was used.
There would have been no 1931 British Schneider Trophy Race team without the generous contribution of Lucy, Lady Houston, D.B.E., who donated £100,000 to Supermarine to finance the new aircraft. Lady Houston would later sponsor the 1933 Houston Mount Everest Flying Expedition.
The winning aircraft, S.1595, is in the collection of the Science Museum, London.
John Nelson Boothman was born at Harrow, northwest London, England, 19 February 1901. He was the son of Thomas John Boothman, a railway clerk, and Mary Burgess Boothman. He became interested in aviation while very young, and took his first flight at the age of 10, as a passenger of Samuel Franklin Cody, the first pilot to fly a powered airplane in England.
Boothman was educated at Harrow High School. In 1918, when he was 16 years old, Boothman volunteered as a driver with the Croix-Rouge française (French Red Cross), serving in the Balkans until World War I came to an end. He was awarded the Croix de Guerre.
On his return to England, he took flying lessons and joined the Royal Air Force. He received a short-service commission as a Pilot Officer (probationary), 29 March 1921. He trained at No. 1 Flight Training School. He then joined No. 4 Squadron at Constantinople. On 22 March 1922, Boothman was confirmed in the rank of Pilot Officer. He was promoted to Flying Officer 29 September 1922.
Also in 1922, Pilot Officer Boothman married Miss Gertrude Andrews. They would have one son.
Flying Officer Boothman returned to England in 1924 and was assigned as a flight instructor at the Central Flying School. He was also a member of an aerial demonstration team.
After five years of service, on 1 January 1926 Boothman’s commission as a Flying Officer, Royal Air Force, was made permanent. He returned to the Middle East, joining No. 55 Squadron in Iraq, 21 September 1926. This was a bombing squadron, equipped with the de havilland DH-9A. Boothman was promoted to Flight-Lieutenant 1 July 1927. He served with the Air Staff before going on to No. 30 Squadron, which also flew DH-9As, as a flight commander, 24 February 1928.
Flight-Lieutenant Boothman was assigned as a test pilot at the Marine Aircraft Experimental Establishment, Felixstowe, Suffolk, 10 February 1930. On 11 May 1931, he became a member of the High-Speed Flight at RAF Calshot.
After winning the Schneider Trophy Race, on 3 October 1931, Flight-Lieutenant Boothman was assigned as a flight commander with No. 22 Squadron, a test squadron supporting the Aeroplane Experimental Establishment at RAF Martlesham Heath. During 1932, he became seriously ill and was removed from duty for several months. He returned to duty 13 August 1932 as a test pilot in the Experimental Section at RAE Farnborough. He then served as Chief Flying Instructor, Central Flying School.
Flight-Lieutenant Boothman attended the Royal Air Force Staff College in 1935. He was promoted to the rank of Squadron Leader, 1 December 1935. From 4 January 1936, he was assigned to Air Staff, Headquarters, Coastal Command. On 26 March 1937, Squadron Leader Boothman was assigned to Air Staff, Headquarters, Royal Air Force, Far East.
Boothman was promoted to Wing Commander, 1 January 1939. In September he was placed in command of No. 44 Squadron at RAF Waddington in Lincolnshire. This was a light bomber squadron which flew Bristol Blenheims and Handley Page Hampdens.
During the early stages of World War II, Wing Commander Boothman was assigned to Air Staff—Directorate of Operations (Home), and Air Staff, Headquarters, Bomber Command. He returned to RAF Waddington in March 1940 as the station’s commanding officer. He was promoted to Group Captain (temporary), 1 March 1941, then sent to the United States as an adviser to the U.S. Army Air Forces. Boothman returned to England as commanding officer of RAF Finningley, South Yorkshire.
On 6 June 1943, Group Captain Boothman was promoted to the rank of Acting Air Commodore, and assigned as Air Officer Commanding, No. 106 Wing. The wing controlled all photographic reconnaissance units in the United Kingdom. In 1 December 1943, Air Commodore Boothman’s rank was changed from Acting to Temporary.
In July 1944 Air Commodore Boothman was assigned as Commandant, Aeroplane and Armament Experimental Establishment (A. & A.E.E.) at RAF Boscombe Down, Wiltshire. In the King’s Birthday Honours, 1944, Air Commodore Boothman was invested Companion of the Most Honourable Order of the Bath, Military Division (C.B.).
On 2 July 1945, was promoted to Acting Air Vice Marshal and appointed Assistant Chief of Air Staff (Technical Requirements). On 9 October 1945, The U.S. Army Air Forces awarded him the the medal of Commander, Legion of Merit.
Air Vice Marshal Boothman once again returned to Iraq in 1948 as Air Officer Commanding, Air Headquarters, Iraq.
On 4 September 1950, he was promoted to Acting Air Marshal, and Controller of Supply (Air), Ministry of Supply. On 15 November 1953, Air Marshal Boothman became Commander in Chief, Coastal Command and Commander in Chief (Air) Eastern Atlantic Area.
In the King’s Birthday Honours list, 7 June 1951, Air Marshal Boothman, C.B., D.F.C., A.F.C., was promoted to Knight Commander of the Military Division of the Most Excellent Order of the British Empire (K.B.E.).
In the Queen’s Birthday Honours, June 1954, Air Marshal Sir John Boothman, K.B.E., D.F.C., A.F.C., was invested Knight Commander of the Most Honourable Order of the Bath (K.C.B.).
On 1 October 1954, Sir John was promoted to the rank of Air Chief Marshal. He retired from the Royal Air Force in 1956.
Air Chief Marshal Sir John Nelson Boothman, K.C.B., K.B.E., D.F.C., A.F.C., Royal Air Force, died 29 December 1957 at the age of 57 years.