Tag Archives: Douglas Aircraft Company

15 April 1970, 01:09:40 UTC: T Plus 077:56:40.0

Impact crater of the Apollo 13/Saturn V AS-508 S-IVB third stage, photographed by the Lunar Reconnaissance Orbiter. The crater is approximately 30 meters (98 feet) across. (NASA)

15 April 1970, 01:09:40 UTC: T plus 077:56:40.0: The Apollo 13 Saturn S-IVB-508 third stage impacted the surface of The Moon north of Mare Cognitum. (S. 2° 33′ 00″, W. 27° 52′ 48″)The S-IVB hit the lunar surface at a velocity of 2.58 kilometers per second (5,771 miles per hour). The impact energy was 4.63 x 1017 ergs (1.04 kiloton).

The impact was detected by seismometers placed on the Moon by Apollo 12 astronauts Pete Conrad and Alan Bean. This was part of the Apollo Lunar Surface Experiments Package, or ALSEP.

Seismograph tracings of Apollo 13 S-IVB impact. (NASA)

The Apollo 12 seismometer was located 135 kilometers (83.9 miles) from the Apollo 13 third stage impact. The signals were used to calibrate the instrument package, which was in service from 1969 to 1977.

The Saturn V third stage was designated Saturn S-IVB. It was built by Douglas Aircraft Company at Huntington Beach, California. The S-IVB was 58 feet, 7 inches (17.86 meters) tall with a diameter of 21 feet, 8 inches (6.604 meters). It had a dry weight of 23,000 pounds (10,000 kilograms) and fully fueled weighed 262,000 pounds (118,841 kilograms). The third stage had one Rocketdyne J-2 engine which used liquid hydrogen and liquid oxygen for propellant. Itproduced 232,250 pounds of thrust (1,033.10 kilonewtons). The S-IVB would place the Command and Service Module into Low Earth Orbit, then, when all was ready, the J-2 would be restarted for the Trans Lunar Injection.

A Saturn V S-IVB third stage. (NASA)

© 2017, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather

14 April 1947

Douglas test pilot Gene May with a D-558-I Skystreak high-speed research airplane. (Douglas Aircraft Company)
Douglas Aircraft Company test pilot Eugene Francis May. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)

14 April 1947: Douglas Aircraft Company test pilot Eugene Francis (“Gene”) May took the Number 1  U.S. Navy/NACA/Douglas D-558-I Skystreak high-speed research aircraft, Bu. No. 37970, for its first flight at at Muroc Army Airfield. The aircraft had been transported from the Los Angeles factory to Muroc by truck.

The Skystreak was a joint United States Navy/National Advisory Committee for Aeronautics (NACA) research aircraft designed to explore flight at high subsonic speed. The Phase I Skystreak was designed by a team led by Douglas Chief Engineer Edward Henry Heinemann. Flight testing was conducted at the NACA High Speed Flight Station at Muroc Army Airfield (later known as Edwards Air Force Base). Three D-558-Is were built, followed by the Phase II, swept-wing, Mach 2, D-558-II Skyrocket rocketplane.

The D-558-I carried extensive flight test instrumentation for its time. The wings had 400 orifices for air pressure sensors. During the test series, aircraft stability in the range of 0.82–0.99 Mach was investigated. One of the Skystreaks may have briefly exceeded Mach 1 as it came out of a dive.

Unlike some of the other experimental high speed aircraft of the time, it took off from the ground under its own power rather than being carried aloft by a mother ship. While those other aircraft could briefly reach much higher speeds, the D-558-I was able to fly for extended periods in the high-subsonic range, providing scientists and engineer with a tremendous amount of data.

The research airplane was a single-place, single-engine, low-wing monoplane with retractable tricycle landing gear. The fuselage of the D-558-I was constructed of an aluminum framework covered with sheet magnesium. It was designed for an ultimate load factor of 18 gs. The wings and tail surfaces were aluminum. The airplane was painted scarlet (not orange, like its contemporary, the Bell X-1) and was known as “the crimson test tube.” The D-558-I was 35 feet, 1.5 inches (10.706 meters) long with a wingspan of 25 feet, 0 inches (7.620 meters) and overall height of 12 feet, 1.6 inches (3.698 meters). Gross weight 10,105 pounds (4,584 kilograms). It carried 230 gallons (871 liters) of kerosene in its wings.

A Douglas D-558-I Skystreak being inspected by U.S. Navy personnel at tehe Douglas Aircraft Company plant in Los Angeles, California. [Modelers: Note the GREEN anti-glare panel.] (Getty Imamages/Bettman)
The D-558-I was powered by a single Allison J35-A-11 turbojet engine. The J35 was a single-spool, axial-flow turbojet with an 11-stage compressor section, 8 combustion chambers and single-stage turbine. The J35-A-11 was rated at 5,000 pounds of thrust (22.24 kilonewtons). The engine was 12 feet, 1.0 inches (3.683 meters) long, 3 feet, 4.0 inches (1.016 meters) in diameter and weighed 2,455 pounds (1,114 kilograms).

Bu. No. 37970 made 101 of the 228 Phase I flights. It set a world speed record 1,031.178 kilometers per hour (640.744 miles per hour), flown by Commander Turner F. Caldwell Jr., U.S. Navy,  20 August 1947.¹ (Major Marion E. Carl, U.S. Marine Corps, flew the second Skystreak, Bu. No. 37971, to 1,047.356 kilometers per hour (650.797 miles per hour),² breaking Caldwell’s record.)

After Douglas completed the contractor’s test series, the Number 1 Skystreak was turned over to the NACA High Speed Flight Station and designated NACA 140. It was not as highly instrumented as the Number 2 and Number 3 Skystreaks and was not flown, but was used as a source for spare parts for the other D-558-Is.

Douglas D-558-I Skystreak Bu. No. 37970 is on display at the National Naval Aviation Museum, NAS Pensacola, Florida.

Douglas D-558-I Skystreak, Bu. No. 37970, at the National Naval Aviation Museum, Naval Air Station Pensacola, Florida. (U.S. Navy)

¹ FAI Record File Number 9864

² FAI Record File Number 9865

© 2017, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather

11 April 1944

Medal of Honor


First Lieutenant Edward Stanley Michael

United States Army Air Forces

1LT Edward S. Michael, USAAF. (U.S. Air Force)
1st Lieutenant Edward S. Michael, U.S.Army Air Corps. (U.S. Air Force)


Rank: First Lieutenant, U.S. Army Air Corps

Organization: 364th Bombardment Squadron, 305th Bombardment Group (H), 8th Air Force

Place and Date: Over Germany, 11 April 1944

Entered Service: Chicago

Born: 2 May 1918, Chicago, Ill.

General Orders: War Department. General Orders No. 5. January 15, 1945

Citation: The President of the United States of America, in the name of Congress, takes pleasure in presenting the Medal of Honor to First Lieutenant (Air Corps) Edward Stanley Michael, United States Army Air Forces, for conspicuous gallantry and intrepidity above and beyond the call of duty while serving as pilot of a B-17 aircraft on a heavy bombardment mission to Germany, April 11, 1944. The group in which 1st Lt. Michael was flying was attacked by a swarm of fighters. His plane was singled out and the fighters pressed their attacks home recklessly, completely disregarding the Allied fighter escort and their own intense flak. His plane was riddled from nose to tail with exploding cannon shells and knocked out of formation, with a large number of fighters following it down, blasting it with cannon fire as it descended. A cannon shell exploded in the cockpit, wounded the copilot, wrecked the instruments, and blew out the side window. 1st Lt. Michael was seriously and painfully wounded in the right thigh. Hydraulic fluid filmed over the windshield making visibility impossible, and smoke filled the cockpit. The controls failed to respond and 3,000 feet were lost before he succeeded in leveling off. The radio operator informed him that the whole bomb bay was in flames as a result of the explosion of 3 cannon shells, which had ignited the incendiaries. With a full load of incendiaries in the bomb bay and a considerable gas load in the tanks, the danger of fire enveloping the plane and the tanks exploding seemed imminent. When the emergency release lever failed to function, 1st Lt. Michael at once gave the order to bail out and 7 of the crew left the plane. Seeing the bombardier firing the navigator’s gun at the enemy planes, 1st Lt. Michael ordered him to bail out as the plane was liable to explode any minute. When the bombardier looked for his parachute he found that it had been riddled with 20mm fragments and was useless. 1st Lt. Michael, seeing the ruined parachute, realized that if the plane was abandoned the bombardier would perish and decided that the only chance would be a crash landing. Completely disregarding his own painful and profusely bleeding wounds, but thinking only of the safety of the remaining crewmembers, he gallantly evaded the enemy, using violent evasive action despite the battered condition of his plane. After the plane had been under sustained enemy attack for fully 45 minutes, 1st Lt. Michael finally lost the persistent fighters in a cloud bank. Upon emerging, an accurate barrage of flak caused him to come down to treetop level where flak towers poured a continuous rain of fire on the plane. He continued into France, realizing that at any moment a crash landing might have to be attempted, but trying to get as far as possible to increase the escape possibilities if a safe landing could be achieved. 1st Lt. Michael flew the plane until he became exhausted from the loss of blood, which had formed on the floor in pools, and he lost consciousness. The copilot succeeded in reaching England and sighted an RAF field near the coast. 1st Lt. Michael finally regained consciousness and insisted upon taking over the controls to land the plane. The undercarriage was useless; the bomb bay doors were jammed open; the hydraulic system and altimeter were shot out. In addition, there was no airspeed indicator, the ball turret was jammed with the guns pointing downward, and the flaps would not respond. Despite these apparently insurmountable obstacles, he landed the plane without mishap.


LT Michael's B-17G-20-DL 42-37931, Bertie Lee, at RAF Grimsby, 11 April 1944. (U.S. Air Force)
Lieutenant Michael’s Douglas-built B-17G-20-DL 42-37931, “Bertie Lee,” at RAF Grimsby, 11 April 1944. (U.S. Air Force)
Lieutenant Michael with the crew of his Boeing B-17G Flying Fortress, 1943. Standing, left to right: SSGT Arthur Kosino, waist gunner; SSGT Pat Malone, tail gunner; SSGT Ray Ridge, flight engineer/top turret gunner; SSGT Anthony Russo, waist gunner; SSGT Fred Wilkins, ball turret gunner; SSGT Reynold Evans, radio operator/top gunner. Kneeling, left to right: 2LT Franklin Westberg, co-pilot; 2LT Sid Miller, navigator; 2LT John Lieber, bombardier; 1LT Edward S. Michael, pilot/aircraft commander. (U.S. Air Force)
Lieutenant Michael with the crew of his Boeing B-17G Flying Fortress, 1943. Standing, left to right: Staff Sergeant Arthur Kosino, waist gunner; Staff Sergeant Pat Malone, tail gunner; Staff Sergeant Ray Ridge, flight engineer/top turret gunner; Staff Sergeant Anthony Russo, waist gunner; Staff Sergeant Fred Wilkins, ball turret gunner; Staff Sergeant Reynold Evans, radio operator/top gunner. Kneeling, left to right: 2nd Lieutenant Franklin Westberg, co-pilot; 2nd Lieutenant Sid Miller, navigator; 2nd Lieutenant John Lieber, bombardier; 1st Lieutenant Edward S. Michael, pilot/aircraft commander. (U.S. Air Force)

© 2015, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather

6 April 1924

One of the four Douglas World Cruisers taxis on Lake Washington prior to departure, 6 April 1924. (National Archives)

6 April 1924: Four United States Army Air Service Douglas DWC single-engine biplanes departed Sand Point, near Seattle, Washington, on the first aerial circumnavigation of the world. The airplanes were named Boston, Chicago, New Orleans and Seattle.

Pilots for the operation had been personally selected by Chief of the Air Service, General Mason Patrick. Pilot of Seattle, (A.S. 23-1229) and in command of the flight, was Major Frederick Leroy Martin. His mechanic was Staff Sergeant Alva L. Harvey. The second airplane, Chicago, (A.S. 23-1230) was piloted by 1st Lieutenant Lowell Herbert Smith, with 1st Lieutenant Leslie P. Arnold. 1st Lieutenant Leigh Wade flew Boston (A.S. 23-1231) with Staff Sergeant Henry Herbert Ogden. The final DWC, New Orleans, (A.S. 23-1232) was flown by 1st Lieutenant Erik Hemming Nelson, with 2nd Lieutenant John Harding, Jr.

Two of the pilots, Martin and Wade, would rise to the rank of major general, and a third, Nelson, to brigadier general. One of the mechanics, Hank Ogden, would become a colonel. Another mechanic, Harding, became a vice president of the Lockheed Aircraft Corporation.

The prototype Douglas World Cruiser, A.S. 23-1210, McCook Field project number P318. (Library of Congress)

The five Douglas World Cruisers, a prototype and four production airplanes, were modified from current production U.S. Navy  DT-2 torpedo bombers. The DWC was a single-engine, two-place, single-bay biplane. The landing gear could be switched from wheels to pontoons for water landings. Fuel capacity was increased to 644 gallons (2,438 liters).

The DWC was 35 feet, 9 inches (10.90 meters) long with a wingspan of 50 feet, 6 inches (15.39 meters) and height of 13 feet, 9 inches (4.19 meters). With pontoons installed, the length increased to 39 feet (11.89 meters), and height to 15 feet, 1 inch (15.08 meters). The airplane had an empty weight of 4,380 pounds (1,987 kilograms) with wheels, and 5,180 pounds (2,350 kilograms) with pontoons.

The DWC was powered by a water-cooled, normally-aspirated, 1,649.336-cubic-inch-displacement (27.028 liter) Liberty L-12 single overhead cam (SOHC) 45° V-12 engine with a compression ratio of 5.4:1. The Liberty produced 408 horsepower at 1,800 r.p.m. The L-12 as a right-hand tractor, direct-drive engine and it turned turned a two-bladed fixed-pitch wooden propeller. The Liberty 12 was 5 feet, 7.375 inches (1.711 meters) long, 2 feet, 3.0 inches (0.686 meters) wide, and 3 feet, 5.5 inches (1.054 meters) high. It weighed 844 pounds (383 kilograms).

The Douglas World Cruiser had a maximum speed of 103 miles per hour (166 kilometers per hour) and ceiling of 10,000 feet (3,048 meters). Its range was 2,000 miles (3,219 kilometers).

Seattle was delayed at Sand Point after being damaged during takeoff. Once repaired, Martin and Harvey followed the others, but on 30 April, they crashed in Alaska. The two men were lost in the wilderness for ten days, but only slightly injured. On 2 May, Lieutenant Smith was ordered to assume command of the flight.

The planned route of the first aerial circumnavigation of the world. (National Archives)

175 days later, after flying 27,553 miles (44,342.3 kilometers) in 371 hours, 11 minutes, two of the World Cruisers, Chicago and New Orleans, complete the flight and return to Seattle.

Chicago is on display at the Smithsonian National Air and Space Museum and New Orleans is in the collection of the Los Angeles County Natural History Museum.

Douglas DWC A.S. 23-1230, Chicago, at the Smithsonian Institution National Air and Space Museum. (NASM)

© 2017, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather

1 April 1960, 11:40:09 UTC, T minus Zero

TIROS-1/Thor-Able 148 launches from Launch Complex 17A at Cape Canaveral, Florida, 11:40:09 UTC, 1 April 1960. (NASA)
TIROS-1/Thor-Able 148 launches from Launch Complex 17A at Cape Canaveral, Florida, 11:40:09 UTC, 1 April 1960. (NASA)

1 April 1960: TIROS-1, the first successful Earth-orbiting weather satellite, was launched at 6:40:09 a.m. (11:40:09 UTC), from Launch Complex 17A at the Cape Canaveral Air force Station, Cape Canaveral, Florida, aboard a Thor-Able II liquid-fueled rocket. The satellite’s name is an acronym for Television Infra Red Observation Satellite.

Technicians mount the TIROS-1 weather satellite to the Thor-Able upper stage carrier. (NASA)
Technicians mount the TIROS-1 weather satellite to the Thor-Able upper stage carrier. (NASA)

The satellite was placed into a nearly-circular low Earth orbit with an apogee of 417.8 miles (672.4 kilometers) and perigee of 396.2 miles (637.6 kilometers). It is still in orbit and circles the Earth once every 1 hour, 37 minutes, 42 seconds. TIROS-1 remained operational for 78 days. It is still in orbit.

TIROS-1 was built of aluminum and stainless steel. It had a diameter of 3 feet, 6 inches (1.067 meters) and height of 1 foot, 7 inches (0.483 meters.) The satellite weighed 270 pounds (122.47 kilograms). Two television cameras were installed on the satellite. They received electrical power from storage batteries charged by 9,200 solar cells. Images were stored on magnetic tape, then transmitted when in range of a ground receiving station. The first image, which showed large-scale cloud formations, was transmitted the day of the launch.

The launch vehicle, Thor 148, consisted of a liquid-fueled Douglas Aircraft Company Thor DM-18A first stage (based on the SM-75 intermediate range ballistic missile) and an Aerojet Able-II second stage, which was developed from the Vanguard rocket series. The Thor-Able was 91 feet (27.8 meters) tall and 8 feet (2.44 meters) in diameter. It weighed 113,780 pounds (51,608 kilograms). The first stage was powered by a Rocketdyne LR79-7 rocket engine which burned RP-1 and liquid oxygen. The engine produced 170,560 pounds of thrust (758.689 kilonewtons) and burned for 165 seconds.

The Able-II second stage was powered by an Aerojet AJ-10 engine which produced 7,800 pounds of thrust (34.696 kilonewtons). The propellant was a hypergolic combination of nitric acid and UDMH (hydrazine). It burned for 115 seconds.

There were sixteen Thor-Able two-stage rockets launched. TIROS-1 was placed in orbit by the last of that series.

The first television image of Earth, transmitted by TIROS-1, 1 April 1960. (NASA)
The first television image of Earth, transmitted by TIROS-1, 1 April 1960. The image shows Maine, Nova Scotia, the Gulf of St. Lawrence and the Atlantic Ocean. (NASA)

© 2017, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather