Tag Archives: Distinguished Flying Cross

20 September 1918

September 20, 2017AviationAce, Aerial Combat, Assistant Secretary of the Navy for Aeronautics, Chevalier de la légion d'honneur, D8177, David S. Ingalls, David Sinton Ingalls, Distinguished Flying Cross, Distinguished Service Medal, Fighter, Fighter Pilot, Fokker D.VII, Legion of Merit, Navy Cross, No. 213 Squadron, Royal Air Force, Sopwith Aviation Co. Ltd., Sopwith Camel, Sopwith Camel F.1Bryan Swopes

Lieutenant (j.g.) David S. Ingalls, USN, France, 1918. (U.S. Navy)

20 September 1918: While assigned to No. 213 Squadron, Royal Air Force, Lieutenant (junior grade) David Sinton Ingalls, United States Navy, shot down a Fokker D.VII reconnaissance airplane near Vlissegham, Belgium, while flying a Sopwith Camel, serial number D8177. This was Ingalls’ fifth confirmed aerial victory, making him the U.S. Navy’s only fighter ace of World War I.

Lieutenant Ingalls was awarded the Navy Cross for his actions of 15 September 1918, when “he led a flight of five machines on a low bombing raid of an enemy aerodrome. On the homeward journey he shot down a two-seater enemy aeroplane in flames. He further participated in two other low bombing raids and upon still another occasion shot down an enemy kite balloon in flames near Ostend.” He was also awarded the Distinguished Service Medal for exceptionally meritorious service. The Royal Air Force awarded him its Distinguished Flying Cross for the 15 September mission against Uytkerke Aerodrome, and he was Mentioned in Dispatches. France appointed him Chevalier de la légion d’honneur.

Sopwith Camel F.1, right front quarter view. (Royal Air Force) — Sopwith Camel F.1. (Royal Air Force)

The Sopwith Camel F.1 was a British single-place, single-engine biplane fighter, produced by the Sopwith Aviation Co., Ltd., Canbury Park Road, Kingston-on-Thames. The airplane was constructed of a wooden framework, with the forward fuselage being covered with aluminum panels and plywood, while the aft fuselage, wings and tail surfaces were covered with fabric.

The length of the Camel F.I varied from 18 feet, 6 inches (5.639 meters) to 19 feet, 0 inches (5.791 meters), depending on which engine was installed. Both upper and lower wings had a span of 28 feet, 0 inches (8.534 meters) and chord of 4 feet, 6 inches (1.372 meters). They were separated vertically by 5 feet (1.524 meters) at the fuselage. The upper wing had 0° dihedral, while the lower wing had 5° dihedral and was staggered 1 foot, 6 inches (0.457 meters) behind the upper wing. The single-bay wings were braced with airfoil-shaped streamline wires. The overall height of the Camel also varied with the engine, from 8 feet, 6 inches (2.591 meters) to 8 feet, 9 inches (2.667 meters).

The heaviest Camel F.I variant used the Le Rhône 180 h.p. engine. It had an empty weight of 1,048 pounds (475 kilograms). Its gross weight of 1,567 pounds (711 kilograms). The lightest was equipped with the Gnôme Monosoupape 100 horsepower engine, with weights of 882 pounds (400 kilograms) and 1,387 pounds (629 kilograms), respectively.

The first Camel was powered by an air-cooled 15.268 liter (931.72 cubic inches) Société Clerget-Blin et Cie Clerget Type 9 nine-cylinder rotary engine which produced 110 horsepower at 1,200 r.p.m. and drove a wooden two-bladed propeller. Eight different rotary engines ¹ from four manufacturers, ranging from 100 to 180 horsepower, were used in the type.

The best performance came with the Bentley B.R.1 engine (5.7:1 compression ratio). This variant had a maximum speed of 121 miles per hour (195 kilometers per hour) at 10,000 feet (3,048 meters), and 114.5 miles per hour (184 kilometers per hour) at 15,000 feet (4,572 meters). It could climb to 6,500 feet (1,981 meters) in 4 minutes, 35 seconds; to 10,000 feet (3,048 meters) in 8 minutes, 10 seconds; and 15,000 feet (4,572 meters) in 15 minutes, 55 seconds. It had a service ceiling of 22,000 feet (6,706 meters). Two other Camel variants could reach 24,000 feet (7,315 meters).

Sopwith Camel F.1 N6254, right profile. (National Aeronautics and Space Administration) — Sopwith Camel F.1 N6254, right profile. (NASA)

Lt. W.O. Bentley R.N.A.S. — Lieutenant Walter Owen Bentley, R.N.A.S.

The Bentley B.R.1 rotary engine was designed by Lieutenant Walter Owen Bentley, Royal Naval Air Service (later, Captain, Royal Air Force), based on the Clerget Type 9, but with major improvements. It used aluminum cylinders shrunk on to steel liners, with aluminum pistons. The Bentley B.R.1 (originally named the Admiralty Rotary, A.R.1, as it was intended for use by the Royal Navy) was an air-cooled, normally-aspirated 17.304 liter (1,055.9 cubic inches) nine-cylinder rotary engine with a compression ratio of 5.7:1. It was rated at 150 horsepower at 1,250 r.p.m. The B.R.1 was 1.110 meters (3 feet, 7.7 inches) long, 1.070 meters (feet, 6.125 inches) in diameter and weighted 184 kilograms (406 pounds.) The engine was manufactured by Humber, Ltd., Coventry, England.

For his work developing this engine, Captain Bentley was appointed a Member of the Military Division of the Most Excellent Order of the British Empire (MBE) in the New Years Honours List, 1 January 1919. He would later found Bentley Motors, Ltd.

Sopwith Camel F.1 FG394, left rear quarter. © IWM (Q 63822) — Sopwith Camel F.1 F6394, left rear quarter. © IWM (Q 63822)

The Camel was armed with two fixed, forward-firing .303 Vickers machine guns, synchronized to fire forward through the propeller. These guns were modified for air cooling. Some night fighter variants substituted Lewis machine guns mounted above the upper wing for the Vickers guns. Four 25 pound (11.3 kilogram) bombs could be carried on racks under the fuselage.

The instruments and armament of a Sopwith Camel from No. 4 Squadron, AFC. (Australian War Memorial)

The Sopwith Camel was a difficult airplane to fly. Most of its weight was concentrated far forward, making it unstable, but, at the same time making the fighter highly maneuverable. The rotary engine, with so much of its mass in rotation, caused a torque effect that rolled the airplane to the right to a much greater degree than in airplanes equipped with radial or V-type engines. A skilled pilot could use this to his advantage, but many Camels ended upside down while taking off.

Twelve manufacturers ² produced 5,490 Sopwith Camels between 1916 and 1920. By the end of World War I, it was becoming outclassed by newer aircraft, however it was the single most successful fighter of the war, shooting down 1,294 enemy aircraft. One single fighter, flown by Major William Barker, shot down 46 enemy aircraft, more than any other fighter in history.

It is believed that only seven Sopwith Camels still exist.

Lieutenant David Sinton Ingalls, Naval Reserve Flying Corps, circa 1919. (U.S. Naval Institute)

David Sinton Ingalls was born 28 January 1899 at Cleveland, Ohio. He was the son of Albert Stimson Ingalls, a vice president of the New York Central Railroad, and Jane Ellison Taft Ingalls, niece of President William Howard Taft. He was educated at the University School, a private school for boys in Cleveland. He entered Yale University at New Haven, Connecticut, in 1916. Ingalls was a member of The First Yale Unit, which would become the U.S. Navy’s first aviation unit.

Shortly after the United States entered World War I, David Sinton Ingalls enlisted as a Machinist’s Mate 1st Class, United States Naval Reserve Force, at New London, Connecticut, 26 March 1917. He was sent to the Naval Aviation Detachment at West Palm Beach, Florida, for initial flight training, and then to the Naval Aviation Detachment, Huntington, New York. MM1c Ingalls was discharged 1 September 1917 and appointed an Ensign, 4 September 1917. He was Naval Aviator Number 85.

Ensign Ingalls was sent to France for duty, 12 September 1917. In December 1917, he was detached and sent to the Royal Flying Corps air station at Turnberry, South Ayrshire, Scotland, for training in aerial gunnery. He then underwent squadron formation training at nearby Ayr, Scotland. Following training, Ensign Ingalls was assigned to the Naval Air Detachment at Paris, France, 12 March 1918. On 23 March 1918, Ingalls was promoted to the rank of Lieutenant (junior grade).

On 21 May 1918, Lieutenant (j.g.) Ingalls was assigned to the U.S. Army Bombing School at Clermont-Ferrand, France. On 27 June 1918, Lieutenant (j.g.) Ingalls was assigned to the Naval Air Station Dunkerque. He flew combat missions with No. 213 Squadron, and No. 218 Squadron, both of the Royal Air Force. (While flying with the 218th, he was reported to have shot down an observation balloon and a biplane. The records were lost and these claims are considered unconfirmed.)

While flying with No. 213 Squadron, on 11 August 1918, Lieutenant (j.g.) Ingalls shot down an Albatros C northeast of Diksmuide, West Flanders—his first confirmed victory. His second confirmed victory was a two-place Luftverkehrsgesellschaft m.b.H. (L.V.G.) biplane south of Zevecote, Belgium, on 21 August. He shot down a Rumpler C over Ostend, 15 September. His fourth confirmed victory took place on 18 September when he destroyed an observation balloon at La Barrière. The Fokker D.VII that he shot down on 20 September was his fifth. He shot down his sixth,a Rumpler, on 24 September 1918, over Saint-Pierre-Cappelle, Belgium. Other than the Fokker D.VII, Ingalls shared credit with other pilots for the shoot-downs.

Lieutenant (j.g.) Ingalls flew his final combat mission, his sixty-third, on 3 October 1918.

On 24 September 1919, he was given the provisional rank of Lieutenant, Naval Reserve Flying Corps, with date of rank, 1 April 1919. He was released from active duty 23 December 1919.

Returning to Yale University, he graduated in 1920 with a Bachelor of Arts degree, and in 1923, received a Doctor of Laws (LL.D.) degree from Harvard University, Cambridge, Massachusetts. He practiced law for several years before being elected to the state legislature of Ohio in 1926. Later, he ran for governor and United States senator.

David Sinton Ingalls married Miss Louise Hale Harkness at Locust Valley, New York, 27 June 1922. They would have five children: Edith, Jane, Anne, Louise, and David.

Flag of the Assistant Secretary of the Navy for Aeronautics

Ingalls was appointed Assistant Secretary of the Navy for Aeronautics by President Herbert Hoover, serving from 16 March 1929 until 1 June 1932, reporting to Secretary of the Navy Charles Francis Adams III.

Secretary Ingalls’ photograph was featured on the cover of TIME Magazine, 2 March 1931.

Assistant Secretary of the Navy for Aeronautics David Sinton Ingalls was featured on the cover of TIME Magazine, 2 March 1931. Photograph by Underwood & Underwood. (TIME Magazine)

On 24 December 1931, Ingalls was appointed a Lieutenant Commander, United States Naval Reserve.

Going to work in the business sector, Ingalls became vice president and general manager of Pan American Air Ferries, a commercial transport service from the United States to Egypt, and which also transported newly-built military aircraft from the United States via South America, across the South Atlantic Ocean to Africa, and then on to the Middle East.

Lieutenant Commander Ingalls was promoted to Commander, U.S.N.R., 1 July 1941, and following the United States entry into World War II, he was recalled to active duty, 23 November 1942. Commander Ingalls served as Assistant Operations Officer on the staff of the Commander, Naval Air Forces, Pacific, (COMNAVAIRPAC), for which he was awarded the Legion of Merit. He was promoted to Captain, 10 June 1943. He then served as chief of staff to the Commander Aircraft South Pacific Force, Admiral Aubrey W. Fitch, USN..

Captain Ingalls took command of U.S. Naval Air Station 29 (now, Daniel K. Inouye International Airport—HNL—Honolulu, Hawaii) on 1 April 1944.

Captain Ingalls was released from active duty 8 November 1945, but he remained an officer in the Naval Reserve. Ingalls returned to Pan American World Airways as vice president, and remained in that position until 1949. Later, he was president and publisher of the Cincinnati Times-Star newspaper, and a vice president of Taft Broadcasting Company.

David Sinton Ingalls, April 1952. (Nina Leen/LIFE Magazine)

By 1951, Ingalls held the rank of Commodore. On 1 July 1955, Commodore Ingalls was promoted to the rank of Rear Admiral. From 1945 until 1959, Ingalls was Commander, Navy Reserve Forces Command (COMNAVRESFORCOM). He retired from the Naval Reserve in February 1959.

During his Naval career, Rear Admiral Ingalls had been awarded the Navy Cross, the Distinguished Service Medal, the Legion of Merit, the Bronze Star, World War I Victory Medal, American Defense Service Medal, American Campaign Medal, Asiatic-Pacific Campaign Medal with four service stars, the World War II Victory Medal, the National Defense Service Medal, the Naval Reserve Medal, and the Armed Forces Reserve Medal with hourglass device.

Miss Louise Hale Harkness Ingalls with her father, David S. Ingalls, 1980. (Historic Images)

Louise Harkness Ingalls died in 1978. David Ingalls married his second wife, Frances W. Wragg, 16 February 1979.

Ingalls is the author of Hero of the Angry Sky: The World War I Diary and Letters of David S. Ingalls, America’s First Naval Ace, Ohio University Press, 2013 (Edited by Geoffrey L. Rossano).

Rear Admiral David Sinton Ingalls died 26 April 1985 at the age of 86 years. He is buried at the Warm Springs Cemetery, Warm Springs, Virginia.

¹ Humber, Ltd., Bentley B.R.1 150 h.p., B.R.1 (5.7:1 c.r.); Clerget 9B, 130 h.p., Clerget 9Bf, 130 h.p. (long stroke): Gnôme Monosoupape, 100 h.p., Gnôme Monosoupape, 150 h.p.; Le Rhône, 110 h.p., and Le Rhône 180 h.p.

² Sopwith Aviation Co., Ltd., Kingston-on-Thames; Boulton and Paul, Ltd., Norwich; British Caudron Co., London; Clayton and Shuttleworth, Ltd., Lincoln; Hooper and Co., Ltd., London; March, Jones and Cribb, Ltd., Leeds; Nieuport and General Aircraft Co., Ltd., London; Ruston, Proctor and Co., Ltd., Lincoln; Fairey Aviation Co., Ltd.; Portholme Aerodrome Ltd., Huntingdon; Wm. Beardmore & Co., Ltd., Glasgow; Pegler & Co., Ltd., Doncaster.

13 September 1931

September 13, 2017AviationAir Force Cross, Companion of the Most Honourable Order of the Bath, Coupe d'Aviation Maritime Jacques Schneider, Distinguished Flying Cross, High-Speed Flight, John Nelson Boothman, Knight Commander of the Most Excellent Order of the British Empire, Knight Commander of the Most Honourable Order of the Bath, Lucy Lady Houston DBE, RAF Calshot, Reginald J. Mitchell, Rolls-Royce Limited, Rolls-Royce R, S.1595, Schneider Cup Race, Supermarine Aviation Works (Vickers) Ltd., The Solent, Vickers-Supermarine S.6 BBryan Swopes

Supermarine S.6B S.1595 at the London Science Museum. Left front quarter, color. (sciencemuseum.org.uk) — Supermarine S.6B S.1595 at the London Science Museum. (sciencemuseum.org.uk)

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.

Royal Air Force High-Speed Flight, 1931. Autographed. (Unattributed) — Royal Air Force High-Speed Flight, 1931. (Unattributed)

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).

1931 Coupe d'Aviation Maritime Jacques Schneider course. FLIGHT The Aircraft Engineer & Airships, No. 1185, Vol. XXIII, No. 37, Thursday, 11 September 1931, at Page 905) — Competitors would fly seven counter-clockwise laps of the 50-kilometer triangular race course (FLIGHT)

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.

Three racing aircraft of the Royal Air Force High-Speed Flight at RAF Calshot for the 1931 Schneider Trophy Race. Left to right, #7, Supermarine S.6B S.1596; #4, Supermarine S.6 N.248; and #1, Supermarine S.6B S.1595. (FLIGHT The Aircraft Engineer & Airships, No. 1185, Vol. XXIII, No. 37, Thursday, 11 September 1931, at Page 905) — Three racing aircraft of the Royal Air Force High-Speed Flight at RAF Calshot for the 1931 Schneider Trophy Race. Left to right, #7, Supermarine S.6B S.1596; #4, Supermarine S.6 N.248; and #1, Supermarine S.6B S.1595. (FLIGHT)

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, John Nelson, Flight-Lieutenant, Royal Air Force, circa 1931. (FLIGHT) — Flight-Lieutenant John N. Boothman (FLIGHT)

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.

Supermarine S.6B, S.1596, supported on work stands. Left profile. (BAE Systems) — Supermarine S.6B, S.1596. (BAE Systems)

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.

Mitchell, Reginald Joseph, C.B.E., F.R.Ae.S. (Unattributed) — Reginald Joseph Mitchell, C.B.E., F.R.Ae.S.

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).

Supermarine S.6B S.1596. Left front quarter. (BAE Systems) — Supermarine S.6B S.1596 (BAE Systems)

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.

Lucy, Lady Houston, with the Royal Air Force High-Speed Flight, 1931. R.J. Mitchell, designer of the S-series racers, is standing at right. (Royal Air Force Museum)

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.

Supermarine S.6B S.1596. Right rear quarter. (BAE Systems) — Supermarine S.6B S.1596 (BAE Systems)

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.

Boothman, John Nelson, Flight-Lieutenant, Royal Air Force. (Unattributed) — Flight-Lieutenant John Nelson Boothman, Royal Air Force.

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 John Nelson Boothman DFC, AFC, Royal Air Force, is presented the Legion of Merit by General Carl A. Spaatz, United States Army Air Forces. (Smithsonian Institution, SIA2007-0309) — Air Vice Marshal John Nelson Boothman D.F.C., A.F.C., Royal Air Force, is presented the Legion of Merit by General Carl A. Spaatz, United States Army Air Forces. (Smithsonian Institution)

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.

Boothman, John Nelson, Air Vice Marshal, Royal Air Force, photographed by Walter Stoneman,1946. (National Portrait Gallery, London NPG x164376) — Air Vice Marshal Sir John Nelson Boothman, 1946. (Photographed by Walter Stoneman)

6 September 1952

September 6, 2017Aviation128376, 1952 Farnborough Air Show Disaster, Air Show, Aircraft Accident, Anthony Max Richards, Bronzen Leeuw, de Havilland Aircraft Co. Ltd., de Havilland DH.110, Distinguished Flying Cross, Fédération Aéronautique Internationale, Flight Test Observer, John Douglas Derry DFC, Prototype, Queen's Commendation for Valuable Service in the Air, RAE Farnborough, Rolls-Royce Avon RA.3 Mk. 101, Test Pilot, The Seagrave Trophy, Tony Richards, WG236, World Record for Speed Over a Closed Circuit of 100 Kilometers Without PayloadBryan Swopes

de Havilland DH.110 WG236. (U.S. Naval Aviation News)

6 September 1952: At the Farnborough Air Show, an annual event held at the Royal Aircraft Establishment Farnborough, Hampshire, England, de Havilland test pilot John Douglas Derry, DFC, with flight test observer Anthony Max (“Tony”) Richards, put the prototype DH.110, WG236, into a supersonic dive from 40,000 feet (12,182 meters), pulling out just short of the airfield and the estimated 120,000 spectators.

John Douglas Derry, D.F.C. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)

Derry then made a high-speed, low-level circuit of the airfield, and as he straightened out, the airplane broke apart and crashed onto Observation Hill.

Both Derry and Richards were killed, as were 29 spectators. Another 63 were injured.

Flight reported:

This melancholy affair has, inevitably, received wide publicity, and several inaccurate reports have been printed. A member of the staff of Flight who witnessed the accident describes it as follows: “Two small white puffs of cloud appeared in a clear patch of sky north of the airfield, presumably showing where the D.H.110 had exceeded Mach 1 in its dive. After about a minute there were two loud reports in split-second succession. The lower part of the dive must have been near-sonic, for the aircraft appeared overhead—at about 1,000–1,500ft—at almost the same instant; the supersonic ‘bangs’ had scarcely overtaken the 110, although they had evidently been produced at least 12 miles away. The aircraft flew out of sight to turn and line-up for a low flight above the main runway, which it made from the south-west at a speed estimated as 600–650 m.p.h. It then turned left into the circuit and flew back over the northern boundary at about 400ft. The break-up appeared to begin just before a steep 90-degree turn towards the enclosures. Small fragments came away from the 110, which gained height as the two Avons and the nose became detached from the airframe. One engine fell on a crowded slope behind the caravan parks, causing most of the casualties; the other landed harmlessly farther south. The nose, following the same path as the power-units, hit the grass just in front of the packed enclosure parallel with the runway and broke up. A number of small pieces landed on the runway itself while the airframe, minus tail-unit, nose and engines, dropped comparatively gently into the north-west corner of the airfield.”

—FLIGHT and AIRCRAFT ENGINEER, No. 2277, Vol. LXII. Friday, 12 September 1952, at Page 344, Column 1

This image shows the de Havilland DH-110 breaking up in flight. One of the engines has fallen free and is trailing smoke. (Unattributed) — This image shows the de Havilland DH.110 breaking up in flight. One of the engines has fallen free and is trailing smoke. (Unattributed)

Film taken from the ground showed that as the airplane came level, the starboard outboard wing separated, followed by the port outboard wing. The aircraft pitched violently upward with an acceleration of more than 12 Gs, and the cockpit, engines and tail then disintegrated.

The DH-110’s swept wings placed the ailerons well aft of the airplane’s center of gravity. When the pilot began his bank to the right, away from the crowd, he also began to climb. This caused the wing outer panels to twist, placing unexpected stresses. The right wing failed in torsion. The resulting roll then caused the left wing to fail.

The flight crew was not faulted.

Changes were made in the location of the spectators and maneuvering aircraft at the airshow from that time forward.

John Derry's crash, as his D,H,plane hits the ground after breaking the sound barrier in flight, Farnborough air display, 1952 (Photo by Bentley Archive/Popperfoto/Getty Images) — The de Havilland DH.110 prototype impact at RAE Farnborough, 6 September 1952. This photograph was taken by a spectator, Herbert Orr. (Bentley Archive/Popperfoto/Getty Images)

de Havilland DH.110 crash site. (Unattributed)

The scene of the 1952 Farnborough Air Show disaster. (Coventry Telegraph)

The de havilland DH.110 was a prototype all-weather interceptor intended for operation by the Fleet Air Arm from the Royal Navy’s aircraft carriers. It was a two-place, twin-engine swept-wing fighter capable of supersonic speed. WG236 was the first prototype, which made its first flight the previous year, 26 September 1951. At the time of the accident WG236 had flown approximately 125 hours. The second prototype, WG240, had been scheduled to fly the demonstration for the air show, but had to be replaced for maintenance reasons.

The DH.110 used the twin-tailboom configuration of de Havilland’s DH.100 Vampire and DH.112 Venom fighters, but the wings were swept to 45°.

WG236 was 51 feet, 8 inches (15.748 meters) long with a wingspan of 51 feet, 0 inches (15.545 meters) and height of approximately 11 feet (3.35 meters). Its maximum takeoff weight was 35,000 pounds (15,876 kilograms).

WG236 was powered by two Rolls-Royce Avon RA.3 engines The RA.3 was a single-spool axial-flow turbojet with a 12-stage compressor section and single-stage turbine. It was rated at 6,500-pounds-thrust (28.91 kilonewtons). The second prototype used the more powerful RA.7.

The DH.110 had a maximum speed of 610 knots (0.924 Mach) at Sea Level, and 536 knots (0.936 Mach) at 40,000 feet (12,182 meters).

Planned armament for the production fighter was four 30 millimeter ADEN cannon.

De Havilland DH.110 WG236. (BAE Systems)

Both airmen were posthumously awarded the Queen’s Commendation for Valuable Service in the Air.

CENTRAL CHANCERY OF THE ORDERS OF KNIGHTHOOD

St. James’s Palace. S.W. 1

12th September, 1952

The QUEEN has been graciously pleased to give orders for the publication of the names of the persons shown below as having received an expression of Commendation for valuable service in the air:—

QUEEN’S COMMENDATIONS FOR VALUABLE SERVICE IN THE AIR.

John Douglas Derry, D.F.C. (deceased), Test Pilot, de Havilland Aircraft Company, Ltd.

Anthony Max Richards (deceased), Flight Test Observer, de Havilland Aircraft Company, Ltd.

For services when testing an experimental aircraft.

John Douglas Derry was born 5 December 1921 at Cairo, Egypt. He was one of four children of Douglas Erith Derry, M.C., M.B., Ch.B., Professor of Anatomy at the Government Medical School there, and — Ramsay Derry.

Derry was educated at the Dragon School, a preparatory school for boys in Oxford, England, and at Charterhouse, in Surrey. In 1939, he enlisted in the Royal Air Force as an aerial gunner and radio operator. He was assigned as a crewman on Lockheed Hudson bombers with Coastal Command, before being sent to Canada for pilot training in 1943. On his return to England he was “seconded” to the Air Transport Auxiliary.

Derry returned to combat operations in October 1944, flying Hawker Typhoons on close air support missions with No. 182 Squadron. Shortly after, he was transferred to No. 181 Squadron as a flight commander. In March 1945, Derry returned to No. 182 as the squadron’s commanding officer.

On 29 June 1945, Acting Squadron Leader Derry was awarded the Distinguished Flying Cross. His citation, published in The London Gazette, reads:

This officer has participated in a large number of sorties as air gunner and later pilot. He has at all times displayed great determination and skill and his courage has been of the highest order. In April 1945, he led his squadron in an attack against enemy gun positions. Despite intense opposition the attack was pressed home with great accuracy. The success of this operation was due in no small measure to Squadron Leader Derry’s gallant and skillful leadership. This officer has set a fine example to all.

—Fourth Supplement to The London Gazette of Tuesday, the 26th of JUNE, 1945, Numb. 37154, at Page 3405, Column 1.

Her Majesty, Wilhelmina, The Queen of The Netherlands, awarded Acting Squadron Leader Derry the Bronzen Leeuw (Bronze Lion).

After No. 182 Squadron was disbanded 30 September 1945, Squadron Leader Derry was appointed commanding officer of the Day Fighter Leader School at the Central Flying School, flying the Hawker Tempest.

After being released from service, Derry became an experimental and production test pilot for Vickers Supermarine. In October 1947, he moved to de Havilland.

On 12 April 1948, he flew a de Havilland DH.108 set a Fédération Aéronautique Internationale (FAI) World Record for Speed over a Closed Circuit of 100 Kilometers without Payload, averaging 974.026 kilometers per hour (605.232 miles per hour).¹ The Royal Automobile Society awarded Derry The Seagrave Trophy, “for the most outstanding demonstration of transportation by land, air or water: The Spirit of Adventure.”

On 6 September 1948, Derry exceeded the speed of sound in the de Havilland DH.108. He was awarded the Gold Medal of the Royal Aeronautical Club.

More than one member of Flight‘s staff was proud to know John Derry—a fine-looking young man and an inspiring personality—and on occasions to talk of flying and testing with him. We recall his cheerful unassuming manner, his completely straightforward and natural approach to any topic, and his firm opinion upon matters which he himself had studied and investigated. He was undoubtedly one of what we now call the new generation of test pilots, men who must be able to back their flying experience and skill as pilots with a full technical understanding.

—FLIGHT and AIRCRAFT ENGINEER, No. 2277, Vol. LXII. Friday, 12 September 1952, at Page 344, Column 2

John Derry was married with two children.

“I am never happier than when I am in the air.”

—Squadron Leader John Douglas Derry, D.F.C.

¹ FAI Record File Number 8877

17 August 1946

August 17, 2017Aviation42-39489, 42-39498, Distinguished Flying Cross, Ejection Seat, Flight Test, Jack in the Box, Lawrence Lambert, Northrop Corporation, Northrop XP-61B Black Widow, P-61B-2-NO, Wright FieldBryan Swopes

17 August 1946: First Sergeant Lawrence Lambert, U.S. Army Air Forces, was the first person to eject from an aircraft in flight in the United States.

Lambert was assigned to the Air Material Command Parachute Branch, Personal Equipment Laboratory. He was an 11-year veteran of the Air Corps. During World War II, he served in the Asiatic-Pacific Theater. Previous to this test, Lambert had made 58 parachute jumps.

The test aircraft was a modified Northrop P-61B-2-NO Black Widow night fighter, 42-39498,¹ redesignated XP-61B. The airplane was flown by Captain McGyrt and named Jack in the Box.

The ejection seat was placed in the gunner’s position, just behind and above the Black Widow’s pilot. A 37 mm cartridge fired within a 38 inch (0.97 meter) gun barrel launched the seat from the airplane at approximately 60 feet per second (18.3 meters per second). Lambert experienced 12–14 Gs acceleration.

Flying over Patterson Field at more than 300 miles per hour (483 kilometers per hour) at 6,000 feet (1,829 meters), Lambert fired the ejection seat. He and the seat were propelled approximately 40 feet (12 meters) above the airplane. After 3 seconds, he separated from the seat, and after another 3 seconds of free fall, his parachute opened automatically. Automatic timers fired smaller cartridges to release Lambert from the seat, and to open the parachute.

Sergeant Lawrence parachuted safely. He was awarded the Distinguished Flying Cross. His citation read:

His courageous in the face of unknown factors that might have caused serious injury or loss of life, has contributed immeasurably to aeronautical and medical knowledge of the ejection method of escape from the aircraft. —Air Force Enlisted Heritage Institute

Lambert was later involved in rocket sled tests with Colonel John P. Stapp, M.D., Ph.D.

¹ Another source states 42-39489.

16 August 1960

August 16, 2017Aviation, Space FlightAttack Pilot, David Clark Co., Distinguished Flying Cross, Excelsior III, Fighter Pilot, Harmon Trophy, Highest Balloon Ascent, Highest Parachute Jump, Joe Kittinger, Joseph W. Kittinger II, Joseph William Kittinger II, Longest Free Fall, MA-3 Helmet, MC-3A Partial Pressure Suit, Prisoner of War, Project Excelsior, Red Kittinger, Tularosa ValleyBryan Swopes

Col. Joseph Kittinger — Captain Kittinger steps out of the *Excelsior III* gondola, 102,800 feet above the Earth, 7:12 a.m., 16 August 1960. (U.S. Air Force)

16 August 1960: At 7:12 a.m., Captain Joseph William (“Red”) Kittinger II, U.S. Air Force, stepped out of a balloon gondola, 102,800 feet (31,333 meters, 19.47 miles) above the Tularosa Valley, New Mexico. This was his third balloon ascent and high altitude parachute jump during Project Excelsior, a series of experiments to investigate the effects of high altitude bailouts.

For protection at the extreme high altitude—above 99% of the atmosphere—Joe Kittinger wore a modified David Clark Co. MC-3A capstan-type partial-pressure suit and MA-3 helmet. Over this was a coverall garment to keep the pressure suit’s lacings and capstans from catching on anything as he jumped from the balloon gondola. He breathed a combination of 60% oxygen, 20% nitrogen and 20% helium. During the 1 hour, 31 minute ascent, the pressure seal of Kittinger’s right glove failed, allowing his hand to painfully swell with the decreasing atmospheric pressure.

In temperatures as low as -94 °F. (-70 °C.) Captain Kittinger free-fell for 4 minutes, 36 seconds, and reached a speed of 614 miles per hour (988 kilometers per hour). During the free fall descent, he trailed a small drogue parachute for stabilization. His 28-foot (8.5 meter) diameter main parachute opened at 17,500 feet (5,334 meters) and he touched the ground 9 minutes, 9 seconds later. The total duration of Kittinger’s descent was 13 minutes, 45 seconds. For this accomplishment, he was awarded the Distinguished Flying Cross (his second) and the Harmon Trophy.

Joseph Kittinger had previously worked on Project Man High, and would go on to a third high altitude balloon project, Stargazer.

Capt. Joseph Kittinger — A recovery team assists Captain Kittinger after his 102,800-foot free fall, 16 August 1960. The helicopter in the background is a Piasecki H-21. (U.S. Air Force)

After returning to operations, Kittinger flew 483 combat missions in three tours during the Vietnam War. After two tours flying the Douglas B-26K Invader, he transitioned to the McDonnell F-4D Phantom II and returned to Southeast Asia for a voluntary third tour with the famed 555th Fighter Interceptor Squadron (“The Triple Nickel”). He is credited with shooting down a MiG 21 fighter.

Almost to the end of his third combat tour, Lieutenant Colonel Kittinger was himself shot down and and he and his Weapons System Officer were captured. They spent 11 months at the infamous Hanoi Hilton.

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