17 March 1937, 4:37 p.m. Pacific Standard Time (23:37, UTC): Amelia Mary Earhart departed Oakland Municipal Airport, located on the eastern shore of San Francisco Bay, beginning the first leg of her around-the-world flight. Also aboard were her friend and adviser, Albert Paul Mantz, navigator Frederick J. Noonan and radio operator/navigator Harry Manning. The airplane was Earhart’s Lockheed Electra 10E Special, NR16020.
Flying a Great Circle course, the distance from Oakland to Wheeler Field on the Island of Oahu, Territory of Hawaii, was 2,093 nautical miles (2,408 statute miles/3,876 kilometers).
Captain Frederick J. Noonan was formerly the Chief Navigator of Pan American Airways, and had extensive experience in transoceanic flight. Captain Harry Manning was a Master Mariner, commanding ocean liners for United States Lines. (He would later serve as captain of SS United States, the flagship of America’s Merchant Marine, and as the Commodore of United States Lines.)
Amelia Earhart’s 1936 Electra 10E Special, serial number 1055, was the fifth of fifteen built by the Lockheed Aircraft Corporation at Union Air Terminal, Burbank, California (now, Hollywood Burbank Airport, BUR). Designed to carry as many as ten passengers, NR16020 had been modified to carry fuel for 20 hours of flight. Amelia first flew the Electra with a Lockheed test pilot, Elmer C. McLeod, 21 July 1936, and took delivery on her 39th birthday, 24 July. The airplane cost $80,000.
The Lockheed Electra 10 was designed by Hall Hibbard, and was Clarence L. “Kelly” Johnson’s first assignment when he went to work at Lockheed. It was 38 feet, 7 inches (11.760 meters) long with a wingspan of 55 feet, 0 inches (16.764 meters) and overall height of 10 feet, 1 inch (3.073 meters).
While the basic Model 10 had an empty weight of 6,454 pounds (2,927.5 kilograms), Amelia Earhart’s modified Electra 10E Special had an empty weight of 7,265 pounds (3,295.4 kilograms), partly as a result of the additional fuel tanks which had been installed. Fully fueled, NR16020 carried 1,151 gallons (4,357 liters) of gasoline.
NR19020 was powered by two air-cooled, supercharged, 1,343.804-cubic-inch-displacement (22.021 liter) Pratt & Whitney Wasp S3H1 single-row nine-cylinder radial engines with a compression ratio of 6:1. These engines used a single-stage supercharger. The S3H1 had a Normal Power rating of 550 horsepower at 2,200 r.p.m. to 5,000 feet (1,524 meters), and 600 horsepower at 2,250 r.p.m for Takeoff, using 80/87 aviation gasoline. The direct-drive engines turned two-bladed Hamilton Standard variable-pitch, constant-speed propellers with a diameter of 9 feet, 7/8-inch (2.675 meters). The Wasp S3H1 was 3 feet, 7.01 inches (1.092 meters) long, 4 feet, 3.60 inches (1.311 meters) in diameter, and weighed 865 pounds (392 kilograms).
16 January 1957: Operation POWER FLITE. At 1:00 p.m. PST, five Boeing B-52B Stratofortress eight-engine jet bombers of the United States Air Force Strategic Air Command, 93rd Bombardment Wing (Heavy), departed Castle Air Force Base, near Merced, California, on a non-stop around-the-world flight. 45 hours, 19 minutes later, three B-52s landed at March Air Force Base, Riverside, California, completing the 24,325 miles (39,147 kilometer) flight at an average speed of 534 miles per hour (859 kilometers per hour).
The lead Stratofortress, B-52B-35-BO 53-0394, Lucky Lady III, was commanded by Lieutenant Colonel James H. Morris. Morris had been co-pilot aboard Lucky Lady II, a Boeing B-50A Superfortress that flew around the world in 1949. Also aboard Morris’ bomber was Major General Archie J. Old, Jr., commanding 15th Air Force.
Three of the bombers were considered primary, with two “spares.” Each B-52 carried a flight crew of nine men, including three pilots and two navigators.
Four inflight refuelings from piston-engine Boeing KC-97 Stratotankers were required. More than 100 KC-97s participated in Operation POWER FLITE.
One of the primary B-52s, La Victoria, 53-0397, commanded by Major George Kalebaug, was unable to refuel in flight because of ice build-up in its refueling receptacle. The bomber diverted to Goose Bay, Labrador. A second B-52, a spare, as planned, left the flight over North Africa, diverting to an air base in England.
All 27 crewmembers of the three bombers were awarded the Distinguished Flying Cross by General Curtis LeMay. The Mackay Trophy for “the most meritorious flight of the year” was awarded to the 93rd Bombardment Wing.
Lucky Lady III was retired to the National Museum of the United States Air Force. It was scrapped in 1984. 53-0397 went to The Boneyard at Davis-Monthan AFB in 1966, preceded by 53-0398 in 1965.
This record-breaking around the world flight was dramatized in the 1957 Warner Bros. movie “Bombers B-52,” which starred Natalie Wood, Karl Malden and Efrem Zimbalist, Jr.
The 93rd Bombardment Wing (Heavy) was the first operational Air Force unit to receive the B-52 Stratofortress, RB-52B 52-8711, on 29 June 1955.
Fifty B-52Bs were built by Boeing at its Plant 2, Seattle, Washington. The B-52B/RB-52B was operated by a six-man flight crew for the bombing mission, and eight for reconnaissance. These were the aircraft commander/pilot, co-pilot, navigator, radar navigator/bombardier, electronic warfare officer and gunner, plus two reconnaissance technicians when required.
The airplane was 156.6 feet, (47.73 meters) long with a wingspan of 185.0 feet (56.39 meters) and overall height of 48.3 feet, (14.72 meters). The wings were mounted high on the fuselage (“shoulder-mounted”) to provide clearance for the engines which were suspended on pylons. The wings had a 6° angle of incidence and 2° 30′ anhedral. The wings’ leading edges were swept aft 36° 54′. The bomber’s empty weight was 164,081 pounds (74,226 kilograms), with a combat weight of 272,000 pounds (123,377 kilograms) and a maximum takeoff weight of 420,000 pounds (190,509 kilograms).
Early production B-52Bs were powered by eight Pratt & Whitney J57-P-1WA turbojet engines, while later aircraft were equipped with J57-P-19W and J57-P-29W or WA turbojets. The engines were grouped in two-engine pods on four under-wing pylons. The J57 was a two-spool, axial-flow engine with a 16-stage compressor section (9 low- and 7-high-pressure stages) and a 3-stage turbine section (1 high- and 2 low-pressure stages). These engines were rated at 8,250 pounds of thrust (36.700 kilonewtons), each, Maximum Continuous Power; 9,500 pounds (42.258 kilonewtons), Military Power (30 minute limit); or 11,400 pounds (50.710 kilonewtons) with water injection (5 minute limit). The J57-P-1WA was 3 feet, 4.5 inches (1.029 meters) in diameter, 13 feet, 1.7 inches (4.006 meters) long, and weighed 4,210 pounds (1,910 kilograms).
The B-52B had a cruise speed of 453 knots (521 miles per hour/839 kilometers per hour) at 35,000 feet (10,668 meters), and a maximum speed of 547 knots (630 miles per hour/1,013 kilometers per hour) at 19,900 feet (6,065 meters). The service ceiling with the maximum bomb load was 48,650 feet (14,829 meters), and 55,350 feet (16,855 meters) for a ferry mission.
Maximum ferry range was 6,460 nautical miles (7,434 statute miles/11,964 kilometers). With the maximum bomb load, the B-52B had a combat radius of 2,620 nautical miles (3,015 statute miles/4,852 kilometers), or 3,135 nautical miles (3,608 statute miles/5,806 kilometers) with the design load. With inflight refueling, though, the bomber’s range was essentially world-wide.
Defensive armament consisted of four Browning Aircraft Machine Guns, Caliber .50, AN-M3, mounted in a tail turret with 600 rounds of ammunition per gun. These guns had a combined rate of fire in excess of 4,000 rounds per minute. (Some B-52s were armed with four M24A1 20 mm autocannons with 400 rounds per gun.)
The B-52B’s maximum bomb load was 43,000 pounds (19,505 kilograms). It could carry a maximum of 27 1,000-pound conventional explosive bombs. For strategic missions, the bomber carried one Mark 6 nuclear bomb, which had a yield ranging from 8 to 160 kilotons, depending on Mod, or two Mark 21 thermonuclear bombs, each with a yield of 4–5 megatons.
Boeing manufactured 744 B-52 Stratofortress bombers, with the final one rolled out at Wichita, Kansas, 22 June 1962. As of 27 September 2016, 77 B-52H bombers remain in service with the United States Air Force.
5 January 1939: After she had been missing for 18 months, Judge Clarence Elliot Craig of the Superior Court of the County of Los Angeles County declared Amelia Mary Earhart legally dead in absentia,¹ at the request of her husband, George Palmer Putnam II. She and navigator Fred Noonan disappeared while enroute from Lae, Territory of New Guinea, to Howland Island in the Central Pacific, 2 July 1937.
George Palmer Putnam and Amelia Earhart had met in 1928 while he was interviewing prospects for a transatlantic flight to be sponsored by Mrs. Amy Phipps Guest. She was selected to make the flight and became the first woman to fly the Atlantic Ocean, aboard Donald Woodward’s Fokker F.VIIb/3m, Friendship, which was flown by Wilmer Stutz and Louis Gordon. (See This Day in Aviation, 17–18 June 1928) They were married 7 February 1931 at his parents’ home in Noank, Connecticut.
Judge Craig appointed Mr. Putnam as the executor of Earhart’s estate, which contemporary news reports said was “estimated at more than $10,000.”
Less than five months later, on 21 May 1939, Mr. Putnam married Mrs. Jean-Marie Cosigny James, an author, at Boulder City, Nevada. This was Putnam’s third marriage. It would end in divorce in 1945.
¹ Superior Court of the County of Los Angeles, Probate Case File 181709
2 December 1955: The prototype de Havilland DH-106 Comet 3, G-ANLO, departed Hatfield Aerodrome, Hertfordshire, England, with Chief Test Pilot John Cunningham and Per Buggé in the cockpit. R.W. Chandler was the navigator/radio operator. Other crew members included Chief Flight Engineer E. Brackstone Brown, and flight engineers R.V. Ablett and J. Hamilton.
Several de Havilland executives and engineers were among the passengers. Captain A.P.W. Cane of British Overseas Airways Corporation and Captain I.D.V. Ralfe of Qantas were aboard to observe to new airliner in operation.
Departure had been scheduled for 5:30 a.m., local time, but heavy fog delayed the flight. 5 hours, 3 minutes later, the Comet 3 landed at Cairo, Egypt, after flying 2,076 nautical miles (2,389 statute miles, 3,845 kilometers). Rather than continuing on as had originally been planned, the crew remained over night at Cairo.
G-ANLO left Cairo the following morning and with refueling stops at Bombay, Maharashtra India; Singapore, Colony of Singapore; and Darwin, Northern Territory, Australia; the airliner arrived at Sydney, New South Wales, Australia, on 4 December, after a total of 19 hours, 5 minutes of flight. The distance traveled was 8,728 nautical miles (10,044 statute miles, 16,164 kilometers). During the Singapore-Darwin leg, the Comet 3 cruised at 44,000 feet (13,411 meters). More than 20,000 people were waiting at Sydney Kingsford Smith Airport to see the new jetliner arrive.
Group Captain Cunningham made demonstration flights from Sydney to Melbourne, Canberra and Perth.
G-ANLO then continued to Auckland, New Zealand, flying the 1,166 nautical miles (1,342 miles, 2,159 kilometers) in 2 hours, 43 minutes. From Auckland to Nadi Airport, Fiji, 1,153 nautical miles (1,326 miles, 2,135 kilometers), took 2 hours, 52 minutes.
The next leg of the around the world tour, Fiji to Honolulu, in the Hawaiian Islands, was completed on 13 December. The Comet 3 covered the 2,791 nautical miles (3,212 statute miles, 5,169 kilometers) in 6 hours, 44 minutes. G-ANLO remained at Honolulu for the next two days.
On 15 December, the Comet 3 left Honolulu for Vancouver, British Columbia, Canada, 2,408 nautical miles (2,771 statute miles, 4,460 kilometers). The duration of this flight was 5 hours, 40 minutes. The Comet 3 flew across Canada to Toronto, Ontario, 1,898 nautical miles (2,184 statute miles, 3,515 kilometers) in 3 hours, 56 minutes, then on to Montreal, Quebec, arriving there on 20 December.
The final leg of the flight, Montreal to London Heathrow Airport, 2,907 nautical miles (3,345 statute miles, 5,384 kilometers) was completed in 6 hours, 9 minutes, on 27 December 1955.
This was the first around-the-world flight by a jet-powered aircraft. The total distance flown by the Comet 3 was 24,324 nautical miles (27,991.6 statute miles/45,048.1 kilometers) The total flight time was 56 hours, 17 minutes.
The de Havilland DH.106 Comet 3 was a further development of the Comet 2 series. It was 15 feet (4.572 meters) longer with a length of 111 feet, 6 inches (33.985 meters), a wingspan of 115 feet (35.052 meters) and overall height of 29 feet, 6 inches (8.992. The area of the wings and tail surfaces had been increased. It was powered by four Rolls Royce Avon 521 turbojet engines, rated at 10,000 pounds of thrust (44.48 kilonewtons), each.
The airliner was designed to carry 58–76 passengers on flights ranging to 2,600 miles (4,184 kilometers). In addition to the increased length, visual differences from the previous Comets were the circular passenger windows, and wing tanks extending forward from the wings’ leading edges.
Only two Comet 3s were built and one was used as a static test article. Production continued with the Comet 4, which had even greater improvements. G-ANLO remained a development prototype and was modified several times. In 1958 the wings were shortened and the external wing tanks removed. The airplane was redesignated Comet 3B. It was turned over to the Ministry of Supply and re-registered XP915, 20 June 1961. The airplane was used in instrument landing tests and later converted to a mockup of the Hawker Siddeley Nimrod MR1 maritime patrol aircraft. It was taken out of service in 1966 and scrapped.
Group Captain John Cunningham C.B.E., D.S.O. and Two Bars, D.F.C. and Bar, A.E., was born 1917 and educated at Croydon. In 1935 he became an apprentice at De Havilland’s and also joined the Auxiliary Air Force, where he trained as a pilot. Cunningham was called to active duty in August 1939, just before World War II began.
Promoted to Group Captain in 1944, Cunningham was the highest scoring Royal Air Force night fighter pilot of World War II, credited with shooting down 20 enemy airplanes. He was responsible for the myth that eating carrots would improve night vision.
Following the War, John Cunningham returned to de Havilland as a test pilot. Following the death of Geoffrey Raoul de Havilland, Jr., in 1946, Cunningham became the de Havilland’s chief test pilot. He remained with the firm through a series of mergers, finally retiring in 1980.
He set a Fédération Aéronautique Internationale (FAI) world speed and altitude record with the company’s DH.100 Vampire jet fighter, TG278: 799.644 kilometers per hour (496.876 miles per hour) over a 100 kilometer course at Lympne Airport, 31 August 1947.¹ He flew the DH.100 to 18,119 meters (59,446 feet) over Hatfield Aerodrome, 23 March 1948.² On 24 April 1950, Cunningham flew a DH.104 Dove light transport from London to Cairo at an average speed of 686.56 kilometers per hour (426.61 miles per hour), setting a world record for speed over a recognized course.³
Group Captain Cunningham died 21 July 2002 at the age of 84 years.
Per Olivarius Buggé (also known as Peter Bugge) was born at Kristiansund, Norway in 1918. He joined the Royal Norwegian Air Force in 1938. After Germany invaded the country, Buggé escaped to Sweden, April 1940, and in February 1941 arrived in Great Britain. He served with the Royal Air Force for the remainder of the War, flying Bristol Beaufighters and de Havilland Mosquitos with No. 604 Squadron and No. 85 Squadron (while it was under the command of Squadron Leader John Cunningham).
After the War Buggé flew for British Overseas Airways Corporation and Swedish Airlines. In 1949, he joined de Havilland as a test pilot, and stayed with the company after it was absorbed by Hawker Siddeley. He died in 1998.
25–29 November 1945: Colonel Joseph Randall (“Randy”) Holzapple, U.S. Army Air Force, commanding officer of the 319th Bombardment Group, Light, departed Savannah, Georgia, as the pilot of a Douglas A-26C Invader twin-engine light attack bomber. His co-pilot on this flight was Lieutenant Colonel Charles R. Meyers. The navigator was Lieutenant Otto H. Schumaker and Corporal Howard J. Walden was the airplane’s radio operator.
The A-26 headed west, and kept heading west. 90 hours, 54 minutes later, Colonel Holzapple and his crew arrived at Washington National Airport, Washington, D.C. They had flown completely around the world, covering 24,859 miles (40,007 kilometers). The flight time was 96 hours, 50 minutes.
The A-26C Invader was built by Douglas Aircraft Company at its Long Beach, California and Tulsa, Oklahoma plants. It was 51 feet, 3 inches (15.621 meters) long with a wingspan of 70 feet, 0 inches (21.336 meters) and overall height of 18 feet, 6 inches (5.639 meters). It was designed to be flown by a single pilot, with a navigator/bombardier and a gunner. The A-26C weighed 22,690 pounds (10,292 kilograms) empty an had a maximum takeoff weight of 37,740 pounds (17,119 kilograms).
Power was supplied by two air-cooled, supercharged 2,804.4-cubic-inch-displacement (45.956 liter) Pratt & Whitney Double Wasp 2SB-G (R-2800-27) two-row, 18-cylinder radial engines with a compression ratio of 6.65:1. The R-2800-27 had a Normal Power rating of 1,600 horsepower at 2,400 r.p.m. at 5,700 feet (1,737 meters), 1,450 horsepower at 2,400 r.p.m. at 13,000 feet (3,962 meters), and 2,000 horsepower at 2,700 r.p.m for takeoff. War Emergency Power was 2,370 horsepower at 2,700 r.p.m. at Sea level. The engines turned three-bladed propellers with a diameter of 12 feet, 7 inches (3.835 meters) through a 2:1 gear reduction. The R-2800-27 was 6 feet, 3.72 inches (1.923 meters) long, 4 feet, 4.50 inches (1.334 meters) in diameter and weighed 2,300 pounds (1,043 kilograms).
The A-26 was a fast airplane for its time. It had a maximum speed of 323 knots (372 miles per hour/598 kilometers per hour) at 10,000 feet (3,048 meters). The service ceiling was 20,450 feet ( meters) and its range was 1,510 nautical miles (1,738 statute miles/2,797 kilometers) carrying a 4,000 pound (1,814 kilogram) bomb load.
Armament varied. The attack bomber could carry as much as 4,000 pounds (1,814 kilograms) of bombs in the bomb bay and 2,000 pounds (907 kilograms) on underwing hardpoints. Two Browning AN/M2 .50-caliber machine guns were mounted in upper and lower remotely-operated power turrets for defense, and as many as 14 forward-facing fixed .50-caliber machine guns were installed, with eight in the nose and three in each wing.
Joseph Randall Holzapple was born 7 September 1914 at Peoria, Illinois. He was the fourth of five children of Nathaniel A. Holzapple, a blacksmith, and Annetta Ritchie. He attended Pekin Junior High School, then Peoria High School, where he was a member of the French Club, Science and Math Club, and Drama Club. In his high school yearbook, Holzapple was called “refined” and “handsome.” He graduated in 1932.
In 1938, Randy Holzapple graduated from Bradley Polytechnic Institute, also in Peoria, with a bachelor of science degree in business administration. He then worked as an insurance salesman.
Joseph R. Holzapple enlisted as an aviation cadet in the Air Corps, United States Army, 31 December 1940. At the time, he was 5 feet, 8 inches (1.68 meters) tall and weighed 146 pounds (66 kilograms). He completed his flight training and on 16 August 1941, was commissioned a second lieutenant, Air Reserve.
On 25 March 1942, 2nd Lieutenant Bradley was appointed to the rank of 1st lieutenant, Army of the United States (Air Corps). Six months later, 11 September 1942, he was promoted to captain, A.U.S. (A.C.).
Captain Holzapple was assigned as operations officer of the 319th Bombardment Group (Medium), Eighth Air Force, in England. The group was equipped with the twin-engine Martin B-26 Marauder medium bomber. Operation Torch, the Allied invasion of North Africa, began on 8 November 1942, and the 319th deployed to Saint-Leu Airfield, northeast of Oran, Algeria, as an element of XII Bomber Command.
The wartime military often brought rapid advancement to qualified officers, and Holzapple was promoted to the rank of major, A.U.S. (A.C.), 5 February 1943. He took command of the 319th Group 13 August 1943, then in Tunisia. Major Holzapple was promoted to lieutenant colonel, A.U.S. (A.C.), on 13 September 1943. He was advanced to colonel, A.U.S. (A.C.), on 1 August 1944.
In November 1944, the 319th transitioned to the North American Aviation B-25 Mitchell medium bomber, but the group was returned to the continental United States in January 1945. It was then equipped with the Douglas A-26 Invader and redesignated the 319th Bombardment Group (Light).
On 1 March 1945, Colonel Holzapple married Miss Lois M. Miller in a ceremony at the Zion Evangelical Lutheran Church in Peoria. They would have two daughters, Nancy and Lynn.
The 319th redeployed to Okinawa in July 1945. It was was the first unit to be transferred from Europe to the Pacific as a complete unit.
Colonel Holzapple flew 91 combat missions in North Africa and the Mediterannean, and another 8 over Japan and China. For his service during World War II, he was awarded teh Silver Star, the Legion of Merit, the Distinguished Flying Cross with one oak leaf cluster (a second award), and the Air Medal with 17 oak leaf clusters (18 awards). He was also awarded the British Empire’s Distinguished Flying Cross and the Croix de Guerre by France.
Colonel Holzapple remained on active duty following the war. While he continued to hold his wartime rank, his permanent rank in the Air Corps, United States Army, was advanced to 1st lieutenant, on 5 July 1946, with date of rank from 7 September 1942.
Holzapple was assigned to a number of staff positions, before being sent to the Armed Forces Staff College, 1949–50. He was next assigned to the Armed Forces Special Weapons Project, the military agency responsible for maintenance, storage, security, handling and testing of nuclear weapons. In 1954, Colonel Holzaple was appointed assistant chief of staff for Operational Readiness at the Air Research and Development Command headquarters in Baltimore, Maryland. He also attended the National War College.
In 1955 Colonel Holzapple was assiged as commanding offier of the 47th Bombardment Wing, then based at RAF Sculthorpe, near Fakenham, Norfolk, England. The group was equipped with the North American Aviation B-45 Tornado four-engine jet bomber, and the Douglas B-26 Invader. ¹
From England, Holzapple went to Germany as deputy chief of staff for operations at Headquarters, United States Air Forces in Europe. Promoted to brigadier general, in 1958 he was appointed chief of staff, USAFE.
Brigadier General Holzapple returned to the weapons systems management with ARDC at Wright-Patterson Air Force Base.
From 1969–1971, General Holzapple served as Commander in Chief, United States Air Forces Europe, based at Wiesbaden, Germany.
General Holzapple retired from the U.S. Air Force 1 September 1971.
General Holzapple collapsed and died while playing squash at The Pentagon Athletic Center, Arlington, Virginia, 14 November 1973. He was 59 years old. He was buried at the Arlington National Cemetery.
¹ The Martin B-26 Marauder was withdrawn from service following World War II. Most of them were scrapped. In 1948, The Douglas A-26B and A-26C Invader light bombers were then designated B-26A and B-26B.