Tag Archives: Fédération Aéronautique Internationale

29 September–1 October 1946

The world record-setting flight crew of The Turtle, left to right, Commander Eugene P. Rankin, Commander Thomas D. Davies, Commander Walter S. Reid and Lieutenant Commander Ray A. Tabeling. (FAI)
The world record-setting flight crew of The Turtle, left to right, Commander Eugene P. Rankin, Commander Thomas D. Davies, Commander Walter S. Reid and Lieutenant Commander Roy H. Tabeling, at Perth, Western Australia. (FAI)

29 September–1 October 1946: The third production Lockheed P2V-1 Neptune, Bureau of Aeronautics serial number (Bu. No.) 89082, departed Perth, Western Australia, enroute to the United States, non-stop. The aircraft commander was Commander Thomas D. Davies, United States Navy. Three other pilots, Commanders Eugene P. Rankin and Walter S. Reid, and Lieutenant Commander Roy H. Tabeling, completed the crew.

The purpose of the flight was to demonstrate the long-distance capabilities of the Navy’s new bomber. A memorandum from Chief of Naval Operations, Fleet Admiral Chester A. Nimitz, to the Secretary of the Navy suggested:

“For the purpose of investigating means of extension of present patrol aircraft ranges, physiological limitations on patrol plane crew endurance and long-range navigation by pressure pattern methods, it is proposed to make a nonstop flight of a P2V-1 aircraft from Perth, Australia, to Washington, D.C., with the possibility, weather permitting, of extending the flight to Bermuda.”

Lockheed P2V-1 Neptune Bu. No. 89082, The Turtle, at Perth, Australia. (FAI)
Lockheed P2V-1 Neptune Bu. No. 89082, The Turtle, at Perth, Western Australia. (FAI)

The Lockheed Aircraft Corporation P2V Neptune was a twin-engine, long-range patrol bomber normally operated by a crew of eight. The first production variant, the P2V-1, was 75 feet, 4 inches (22.962 meters) long with a wingspan of 100 feet (30.48 meters) and overall height of 28 feet, 6 inches (8.687 meters). Empty weight was 33,720 pounds (15,295 kilograms) and gross weight was 61,153 pounds (27,739 kilograms).

The P2V-1 Neptune was powered by two air-cooled, supercharged, 3,347.66-cubic-inch-displacement (54.858 liter) Wright Aeronautical Corporation Cyclone 18 779C18BB1  (R-3350-8), two-row 18-cylinder radial engines (also known as the Duplex-Cyclone). These engines were rated at 2,100 horsepower at 2,400 r.p.m., at Sea Level, and 2,400 horsepower at 2,600 r.p.m for takeoff. They drove four-bladed propellers through a 0.4375:1 gear reduction. The R-3350-8 was 6 feet, 5.8 inches (1.976 meters) long, 4 feet, 6.12 inches (12.375 meters) in diameter and weighed 2,796 pounds (1,268 kilograms)

These engines gave the P2V-1 a maximum speed of 303 miles per hour (488 kilometers per hour) at 15,300 feet (4,663 meters). The service ceiling was 27,000 feet (8,230 meters) and range was 4,110 miles (6,614 kilometers).

Standard armament consisted of six .50-caliber machine guns, two torpedoes carried in the internal bomb bay, conventional bombs or up to twelve depth charges. Nuclear weapons could also be carried. Sixteen rockets could be carried under the wings.

The Turtle was modified by Lockheed to achieve the maximum possible range. All armament was deleted, including the nose gun turret. Additional fuel tanks were installed in the bomb bay, rear fuselage and the outer wings. Wing tip fuel tanks were also added. These could be jettisoned when empty to reduce weight and aerodynamic drag. Most electronic and other unnecessary equipment, such as crew oxygen, were also removed. An additional lubricating oil tank for the engines was installed in the nose gear bay.

The standard configuration R-3350-8 engines were replaced with two Wright Cyclone 18 779C18BB2s (R-3350-14). The -14 had the same normal power rating as the -8, but its takeoff power had been decreased to 2,300 horsepower at 2,800 r.p.m. Its propeller gear reduction was 0.5625:1. The dimensions were the same, but the -14 weighed 65 pounds (29 kilograms) less.

Four Jet Assisted Take Off (JATO) rockets were added, with two on each side of the fuselage.

The Turtle, Lockheed P2V-1 Neptune Bu. No. 89082 demonstrates a JATO takeoff. The airplane is not carrying wingtip fuel tanks in this photograph. (U.S. Navy)
The Turtle, Lockheed P2V-1 Neptune Bu. No. 89082 demonstrates a JATO takeoff. The airplane is not carrying wingtip fuel tanks in this photograph. (U.S. Navy)

The flight began at Pearce Aerodrome, six miles inland from the Indian Ocean, north of Perth, Western Australia. Because of concerns that the landing gear might collapse with the extreme overloaded condition, The Turtle was only partially fueled when it taxied to Runway 27. Once there, the fueling was completed, bringing the Neptune’s all-up weight to 85,561 pounds (38,810 kilograms)—24,408 pounds (11,071 kilograms)—12 tons beyond its normal gross weight.

At 6:00 p.m., the two Cyclone 18 engines were started and warmed up. With Commander Davies flying in the left seat and Commander Rankin in the right, the engines were advanced to takeoff power while Davies stood on the brakes. With instruments reading normal, he released the brakes and The Turtle began its takeoff roll. The time was 6:11 p.m., local.

As indicated airspeed reached 87 knots (100 miles per hour/161 kilometers per hour) the four JATO rockets were fired. Reaching 115 knots (132 miles per hour/213 kilometers per hour) the nose wheel lifted off the runway followed a few seconds later by the main wheels. With just 5 feet (1.5 meters) altitude, the landing gear was retracted. By the time the JATOs burned out, the P2V-1 had climbed to 20 feet (6 meters) and reached 130 knots. (150 miles per hour/241 kilometers per hour) Once over the Indian Ocean the four JATO rockets were jettisoned.

This was the heaviest takeoff by a two-engine airplane up to that time.

The overweight airplane very slowly gained altitude as it crossed over Australia and then the Coral Sea. The planned route was a Great Circle Course over New Guinea and then the Solomon Islands.

With four pilots aboard, the crew rotated positions every two hours.

U.S. Navy Lockheed P2V-1 Neptune, Bu. No. 89082, The Turtle. (U.S. Navy)
U.S. Navy Lockheed P2V-1 Neptune, Bu. No. 89082, The Turtle. (U.S. Navy)

By dawn of the second day airborne, The Turtle crossed over the Hawaiian Islands chain at Maro Reef, between Midway and Oahu. Headwinds were pushing the patrol bomber southward of the intended course, but Commander Davies elected to allow the airplane to drift as correcting for it would have slowed their flight by turning more directly into the wind and would use more fuel. The planned route would have crossed the West Coast of the United States near Seattle, Washington, but the actual landfall was several hundred miles to the south, along the northern California coast.

The empty wing tip tanks were jettisoned before they crossed the shoreline just north of San Francisco at 9:16 p.m., 30 September.

As The Turtle flew across the Sierra Nevada and Rocky Mountains, and the western United States, it encountered severe weather with turbulence, freezing rain, snow and ice. They passed Salt Lake City, Utah, at dawn of the third day. Weather conditions had improved.

The adverse weather had cost additional fuel and calculations indicated that the planned destination of Washington, D.C., was now beyond their range. Commander Davies decided that the flight would end at NAS Columbus, Ohio.

The Lockheed Neptune’s wheels touched down at 1:28 p.m, 1 October. The four Naval Aviator’s and their bomber had flown 18,081.99 kilometers (11,235.63 miles). This set a new Fédération Aéronautique Internationale (FAI) World Record for Distance in a Straight Line Without Landing.¹ The duration of the flight was 55 hours, 17 minutes.

The Turtle taxiing. (U.S. Navy)
The Turtle taxiing. (U.S. Navy)

Secretary of the Navy James V. Forrestal awarded each pilot the Distinguished Flying Cross.

P2V-1 Bu. No. 89082 was used as a test aircraft until it was retired in 1953 and put on display at NAS Norfolk, Virginia.

The last operational antisubmarine warfare flight by a Lockheed Neptune, an SP-2H, was flown 20 February 1970. The co-pilot on the mission was Rear Admiral Thomas D. Davies.

The Turtle, Lockheed P2V-1 Neptune Bu. No. 89082 is a part of the collection of the Smithsonian Institution National Air and Space Museum. It is on loan to the National Naval Aviation Museum, NAS Pensacola, Florida.

Lockheed P2V-1 neptune Bu. No. 89082 at the Naval Aviation Museum, NAS Pensacola, Florida. (Greg Goebel)
Lockheed P2V-1 Neptune Bu. No. 89082, The Turtle, at the National Naval Aviation Museum, NAS Pensacola, Florida. (Greg Goebel)
This cartoon and the name, The Turtle, was painted on each side of the nose of Lockheed P2V-1 Neptune Bu. No. 89082. (U.S. Navy)
This cartoon and the name, The Turtle, was painted on each side of the nose of Lockheed P2V-1 Neptune Bu. No. 89082. (U.S. Navy)

Note on the name of the airplane: The Turtle was named after Operation Turtle,  a joint U.S. Navy/Lockheed project to maximize the range and endurance of the P2V Neptune patrol bomber. The name with a cartoon of a turtle with a naval officer’s cap and a cape, smoking a pipe and pedaling to turn a propeller was painted on the airplane’s nose. U.S. Navy press releases called it “The Truculent Turtle” and newspapers picked up this nickname, by which the airplane is generally referred to. There is no evidence that the airplane’s crew ever described the airplane as “truculent”:

“. . . having a bad state of mind, or behaving in a threatening manner. . . .”

 Cambridge Academic Content Dictionary.

A more detailed account of the flight of The Turtle can be found at :

http://www.maritimepatrolassociation.org/documents/heritage/Truculent_Turtle_1946.pdf

¹ FAI Record File Number 9275

© 2017, Bryan R. Swopes

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29 September 1931

Supermarine S.6B S.1595 at the London Science Museum

29 September 1931: After waiting all day for the fog to clear, at 5:49 p.m., Flight Lieutenant George Hedley Stainforth of the Royal Air Force High-Speed Flight at RAF Calshot, made a 43-second takeoff run and began an attempt to set a new Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course. ¹ His airplane was a Supermarine S.6B, number S.1595, the same seaplane that won the Coupe d’Aviation Maritime Jacques Schneider race on 13 September.

The High-Speed Flight had originally intended to use the second S.6B, S.1596, fitted with a specially-prepared Rolls-Royce Type R engine, for the 3 kilometer record attempt. S.1596 had been damaged on landing after a test flight, 16 September. While being towed back to RAF Calshot, the airplane sank. Fortunately, the special speed record engine, number R27, was not installed in S.1596 at the time of the accident.

Supermarine S.6B S.1595

Supermarine S.6B S.1595 had engine R27 installed, along with a new airscrew provided by Fairey Aviation Company Ltd. Also new was the fuel mixture of “wood alcohol” (methanol), gasoline and ethanol, being used in the engine for the first time.

During the speed runs, the High-Speed Flight squadron engineering officer flew along the course at an altitude of 400 meters, carring a sealed barograph. This would later be used to calibrate the time measurements.

The course was flown between Hill Head and Lee-on-Solent, on the Hampshire shoreline, with Flight Lieutenant Stainforth making four runs, two in each direction, to minimize the effect of winds.

The runs were:

Run 1: 415.2 miles per hour (668.2 kilometers per hour)

Run 2: 405.1 miles per hour (651.9 kilometers per hour)

Run 3: 409.5 miles per hour (659.0 kilometers per hour)

Run 4: 405.4 miles per hour (652.4 kilometers per hour)

Average: 408.8 miles per hour (657.9 kilometers per hour)

The official record time as published by the FAI is 655 kilometers per hour (407 miles per hour). George Stainforth was the first pilot to fly faster than 400 miles per hour.

Air Ministry,

9th October, 1931.

ROYAL AIR FORCE.

     The KING has been graciously pleased to approve 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.

Flight Lieutenant George Hedley Stainforth.

In recognition of his flights with the High Speed Flight of the Royal Air Force in connection with the Schneider Trophy Contest, 1931, culminating in the establishment of a world’s speed record on 29th September, 1931.

Flight, No. 1193 (Vol. XXIII, No. 45), Thursday, November 6, 1931 at Page 1110, Column 1.

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.

Rolls-Royce Type R SOHC 60° V-12 racing engine. (FLIGHT)

For the 3 kilometer record, 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 R27. 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 forged duralumin Fairey Aviation fixed-pitch airscrew with a diameter of 8 feet, 6 inches (2.591 meters). R27 weighed 1,630 pounds (739 kilograms).

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 record-setting aircraft, S.1595, is in the collection of the Science Museum, London.

George Hedley Stainforth was born at Bromley, Kent, in 23 March 1899, the son of George Staunton Stainforth, a solicitor, and Mary Ellen Stainforth.

Stainforth was a graduate of the Royal Military Academy Sandhurst. On 11September 1918, Cadet Stainforth was commissioned a Second Lieutenant of Infantry, East Kent Regiment (“The Buffs”), ³ effective 21 August 1918 and served in France. On 30 March 1923, Lieutenant Stainforth, R.A.R.O., was granted a short service commission as a Flying Officer, Royal Air Force, effective 15 March 1923.

Flying Officer Stainforth married Miss Gladys Imelda Hendy at St. George’s Hanover Square Church, London, in March 1923.

Stainforth was promoted to Flight Lieutenant, 3 July 1928. He was granted a permanent commission in this rank 1 October 1929.

George Hedley Stainforth, 1929. (Stainforth Historical Archive)

In 1929, Stainforth won the King’s Cup Air Race, and on 10 September, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course, averaging 541.10 kilometers per hour (336.22 miles per hour) while flying a Gloster Napier 6 powered by a Napier Lion VIID broad arrow W-12 engine.

Stainforth was promoted to Squadron Leader with effect from 1 June 1936. On 12 March 1940, he was promoted to the rank of Wing Commander, with effect from 1 March 1940.

During World War II, Wing Commander Stainforth commanded No. 89 Squadron in Egypt. The New York Times reported that he was “the oldest fighter pilot in the Middle East.” On the night of 27–28 September 1942, while flying a Bristol Beaufighter near the Gulf of Suez, Wing Commander George Hedley Stainforth, A.F.C., was killed in action. He was buried at the Ismailia War Memorial Cemetery, Egypt.

Bristol Beaufighter, No. 89 Squadron, Royal Air Force.

¹ FAI Record File Number 11831

© 2018, Bryan R. Swopes

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28 September 1923

Lieutenant David Rittenhouse with Curtiss CR-3 A-6081, 1923. (National Air and Space Museum, Smithsonian Institution, SI-77- )
Lieutenant David Rittenhouse with Curtiss CR-3 A-6081, 1923. (National Air and Space Museum)

28 September 1923: Lieutenant David Rittenhouse, United States Navy, won the 1923 Coupe d’Aviation Maritime Jacques Schneider (the Schneider Cup) race, held at Cowes, England. Lieutenant Schneider’s aircraft was a Curtiss CR-3 seaplane.

The race began at 11:00 a.m. Competitors were required to taxi on the surface across the starting line before becoming airborne. National teams started at 15-minute intervals. The race consisted of five timed laps of a 68.9 kilometer ( 42.8 miles) triangular. The starting teams were: the United States, Great Britain and France. The Italian team had unexpectedly withdrawn a few days before the event. Several mishaps had sidelined airplanes from the remaining teams, and by the 23rd, only four seaplanes were ready for the race.

#3 Curtiss CR-3 A-6080, Lieutenant Irvine, 450-h.p. Curtiss D-12

#4 Curtiss CR-2 A-6081, Lieutenant Rittenhouse, 450-h.p. Curtiss D-12

#7 Supermarine Sea Lion Mark III G-EABH, Captain Biard, 500 h.p. Napier Lion III

#9 Hydroavions C.A.M.S. 38 F-ESFD, Hurel, 380 h.p. Hispano-Suiza 12 Fd

1923 Schneider Cup race course (FLIGHT)
1923 Schneider Cup race course (FLIGHT)

At 11:00 a.m., the two United State Navy Curtiss CR-3 seaplanes started the first lap. 15 Minutes later, the British Supermarine Sea Lion III flying boat followed, and fianally the French Hydroavions C.A.M.S. 38 made its start.

David Rittenhouse’s Curtiss was clearly the fastest airplane. He had nearly completed the first lap by the time the British Sea Lion III was starting, and the second as the French C.A.M.S. 38 began its run. Rittenhouse’s lap times were: (1) 15 minutes, 6-2/5 seconds; (2). 14 minutes, 22-1/5 seconds; (3) 14 minutes, 24-4/5 seconds; (4) 14 minutes, 22-1/5 seconds; and (5) 14 minutes, 11-1/5 seconds. Rittenhouses’ average speed over the final lap was 181.17 miles per hour (291.56 kilometers per hour), and for the race, 177.38 miles per hour (285.47 kilometers per hour).

Rittenhouse also set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over 200 Kilometers with an average speed of 273.41 kilometers per hour (169.89 miles per hour.)¹

Lieutenant David Rittenhouse, U.S. navy, with his Curtiss CR-3. (Unattributed)
Lieutenant David Rittenhouse, U.S. Navy, with his Curtiss CR-3. (Unattributed)

Lieutenant Rutledge Irvine, U.S. Navy, in CR-3 #3, finished in second place, 1 minute, 39 seconds behind Rittenhouse, with an average speed of 173.35 miles per hour (278.98 kilometers per hour). Captain Henry Biard, Royal Air Force, was third with the Sea Lion III, at 157.07 miles per hour (252.78 kilometers per hour). Hurel and the C.A.M.S. 38 dropped out on the second lap with engine trouble and did not finish the race.

The Curtiss CR-3 was a single-place, single-engine racing biplane with two pontoons for takeoffs and landings on water. It was 24 feet, 8 inches (7.518 meters) long with a wingspan of 22 feet, 8 inches (6.909 meters) and overall height of 10 feet, 9 inches (3.277 meters). Its empty weight was 2,119 pounds (961 kilograms), and gross weight, 2,597 pounds (1,178 kilograms).

The CR-3 was powered by a liquid-cooled, normally aspirated 1,145.1-cubic-inch-displacement (18.765 liter) Curtiss D-12 dual overhead cam (DOHC) 60° V-12 engine with four valves per cylinder and a 5.7:1 compression ratio. It was a direct-drive engine, producing 475 horsepower at 2,320 r.p.m. It turned a two-bladed forged aluminum fixed-pitch propeller designed by Sylvanus Albert Reed, Ph.D. The D-12 was 58¾ inches (1.492 meters) long, 34¾ inches (0.883 meters) high and 28¼ inches (0.718 meters) wide. It weighed 671 pounds (304 kilograms). The engine was fueled by a 50/50 mixture of gasoline and benzol.

U.S. Navy Curtiss CR-3 A-6081. (NASM)

David Rittenhouse was born at St. Paul, Minnesota, 16 June 1894. he was the second child of Charles Edwain Rittenhouse, a banker, and Grace Hubbell Rittenhouse. He was a member of the Class of 1918 at the University of Minnesota, but left before graduating to serve in France during World War I.

Rittenhouse enlisted in the French Army at Paris, 12 March 1917. He served with the 21st Division. He was discharged from the French Army 30 September 1917 and returned to the United States. Shortly after arrive, 5 November 1917, Rittenhouse enlisted in the United States Navy. He underwent aviation ground school at the Dunwoody Institute in Minneapolis, Minnesota, before being sent to Key West, Florida, for flight training. After six weeks there, he received advanced training at Miami and Pensacola.

David Rittenhouse was commissioned an Ensign, United States Navy, 6 September 1918. he was ordered to sea aboard the battleship USS Wyoming (BB-32), and then USS Idaho (BB-42). Ensign Rittenhouse was detached from the Pacific Fleet, 5 May 1922, and transferred to the Naval Air Station, Anacostia, effective 1 June 1922.

Ensign David Rittenhouse married Miss Marie Youngerman, 24 June 1922, at Des Moines, Iowa.

Rittenhouse was promoted to the rank of Commander, 1 August 1938. He retired from the United States Navy in March 1941.

After leaving the Navy, Rittenhouse went to work for the Grumman Aircraft Engineering Corporation at Bethpage, New York.

Commander David Rittenhouse, United States Navy (Retired) died at St. Petersburg, Florida, 29 October 1962, at the age of 68 years. He was buried at the Arlington National Cemetery, Arlington, Virginia.

¹ FAI Record File Number 11427

© 2018 Bryan R. Swopes

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28 September 1920: The Gordon-Bennett Air Race

Coupe Gordon Bennett
Coupe Gordon-Bennett d’ aviation, sculpted by André Auroc (airrace.com)

28 September 1920: The fifth Gordon Bennett Aviation Trophy Races was held. The Trophy was sponsored by an American businessman, James Gordon Bennett, Jr., publisher of the New York Herald newspaper. Gordon Bennett had previously sponsored the James Gordon Bennett Cup for yachting, the Gordon Bennett Cup for automobile racing, and the Coupe Aéronautique Gordon Bennett for ballooning.

The airplane races were held annually from 1909 until 1913. In those years, the race had been one twice by France, once by the United Kingdom and twice by the United States. Like the Coupe d’Aviation Maritime Jacques Schneider (the Schneider Cup) for seaplanes, the nation which won the race three times consecutively would be permanently awarded the trophy. Because of the World War, no races were held 1914–1919.

Flight reported:

THE GORDON-BENNETT RACE

It had been anticipated that this year’s race for the Gordon-Bennett Aviation Trophy would have been a much better contest than any of the five previous competitions. Great Britain and the United States had challenged France, and the teams of each of the three countries comprised very fast machines. But disappointment followed on disappointment, and in the end only one competitor—Sadi Lacointe, on a French Nieuport—completed the full course of 300 kiloms. without trouble, and he thereby won the trophy for France for the third time.

     During the early morning of Tuesday a thick mist hung over the ground, and it was not until 1.36 p.m. that the first competitor got away, this being Kirsch on one of the French Nieuports. He was followed by de Romanet on a Spad, and the third member of the French team—the favourite—Sadi Lecointe. The American team—Rinehardt on the Dayton-Wright and Major Schroeder on the Army machine—followed a few minutes after, and then there was a long wait before Raynham, on the Martinsyde “Semiquaver,” the only British representative, got away. Kirsch did the first 100 kiloms in 21 mins. 29 secs., while de Romanet took 22 mins. 52-1/5 secs., but both had to come down soon after they completed the second lap, and Kirsch retired. The Americans did not survive long, Rinehardt having to come down after a quarter of an hour, having difficulty with his steering, while Schroeder was put out of the contest by engine trouble at the end of the first round.

     Raynham was unable to complete one lap, apparently being in trouble with the engine of his machine.

     This left Sadi Lecointe, whose time for the 100 kiloms. was 21 mins. 36 secs., for 200 kiloms. 43 mins. 42-3/5 secs., and for the full course of 300 kiloms. 1 hr. 6 mins. 17-1/5 secs., his average speed working out to 270 kiloms. (168 miles) per hour. De Romanet completed the course in 1 hr. 39 mins. 50-3/5 secs.

     The Trophy remains in France, and as she has won it three times it stays there permanently. Sadi Lecointe also won the cash prize of 10,000 francs offered by the Aero Club of France, and a similar prize offered by the Aero Club of America.

     The French team had been chosen in an eliminating trial on Sunday, when the three pilots mentioned above were selected. Barault, on a Borel-Hispano, would probably have secured the third place if he had only flown the course as it was arranged.

     The American team was reduced by one owing to the accident to Rholfs on the Curtiss. On landing at Villacoublay the chassis collapsed, and the pilot was injured, but not very seriously.

FLIGHT, The AIRCRAFT ENGINEER & AIRSHIPS, No. 614 (No. 40, Vol. XII.), 30 September 1930, at Page 1038

Course of 1920 Gordon-Bennett Race

The 1920 air race, held on Tuesday, 28 September, over a course of 300 kilometers (186.4 miles) at Villecoublay-La Marmogne, France. It was won by Nieuport-Delâge’s chief test pilot, Joseph Sadi-Lecointe, flying a Nieuport-Delâge Ni-D 29V. As France had previously won the 1912 and 1913 races, the Gordon Bennett Aviation Trophy was permanently awarded to the Aero Club of France and retired.

Joseph Sadi-Lecointe flew this Nieuport-Delage NiD-29V to win The Gordon Bennet Cup, 20 October 1920. (les avions Nieuport-Delage)
Joseph Sadi-Lecointe flew this Nieuport-Delâge Ni-D-29V to win The Gordon Bennet Cup, 20 October 1920. (les avions Nieuport-Delâge)

During the race, Sadi-Lecointe set a a Fédération Aéronautique Internationale (FAI) World Record for Speed Over 200 Kilometers 274.60 kilometers per hour (170.63 miles per hour). The FAI official time for the distance was 43 minutes, 42-3/5 seconds. (FAI Record File Number 15494)

Sadi-Lecointe’s Ni-D 29V was one of three racing variants of the highly successful single-engine, single-seat Ni-D 29C.1 biplane fighter, which was the fastest in the world at the time. The Ni-D 29V was 21 feet, 3.5 inches (6.489 meters) long, with a wing span of just 6.00 meters (19 feet, 8¼ inches), shortened from the 31 feet, 10 inch (9.703 meters) wingspan of the standard production chasseur.

Nieuport-Delâge Ni-D 29V
Nieuport-Delâge Ni-D 29V (Unattributed)

The airplane was powered by a water-cooled, normally aspirated, 18.473 liter (1,127.29-cubic-inch displacement) right-hand tractor Hispano-Suiza 8Fb single overhead cam (SOHC) 90° V-8 engine, modified to increase its output to 320 horsepower. This was a direct-drive engine, and turned a two-bladed-fixed pitch propeller. The engine was 1.32 meters (4 feet, 4 inches) long, 0.89 meters (2 feet, 11 inches) wide, and 0.88 meters (2 feet, 10½ inches) high. It weighed 256 kilograms (564 pounds).

The standard airplane had a top speed of 235 kilometers per hour (146 miles per hour), a range of 580 kilometers (360 miles) and a service ceiling of 8,500 meters (27,887 feet).

SPAD S.20 bis-5 flown by Barny de Romanet, Etampes, 25 September 1920. (Agence Rol 14625, Bibliothèque nationale de France)

Flight commented on de Romanet’s airplane:

The Spad

As regards the French Spad flown by Bernard de Romanet, this had the standard Spad fuselage of monocoque construction, but an alteration in the wing arrangement was noticeable. Instead of carrying the top plane on centre section struts from the body, the G.B. Spad had its top plane attached direct to the fuselage. Judging by its performance, this innovation did not improve the speed, and the machine was obviously slower than Lecointe’s Nieuport. In the first place, the maximum cross section of the body is much greater than the Nieuport, and the large nose radiator probably does not make matters better, although one would imagine that the two Lamlin radiators fitted to the Nieuport offer quite a lot of resistance. However, these radiators are now very extensively fitted on French machines, so perhaps their resistance is less than one would be inclined to expect.

FLIGHT The Aircraft Engineer & Airships, No. 615 (Vol. XII, No. 41, 7 October 1920, Page 1058, Column 1

Lieutenant Barny de Romanet withe the Spad S.20bis6, 9 octobre 1920. (Agence Rol 14726/BnF)

The SPAD Type 20 bis (Spad-Herbemont) was a single-seat, single-engine, single-bay biplane racer based on the two-seat S.XX fighter, designed by André Herbemont. The racer was 7.50 meters (24 feet, 7.3 inches) long with a wingspan of 6.48 meters (21 feet, 3.1 inches) and height of 2.50 meters (8 feet, 2.4 inches). The wings had a surface area of 14 square meters (151 square feet). The airplane had an empty weight of 890 kilograms (1,962 pounds), and gross weight of 1,050 kilograms (2,315 pounds). The racer carried 80 kilograms (176 pounds) of fuel.

Le Marquis Bernard Henri Marie Léonard Barny de Romanet with a Spad-Herbemont, (S.XX bis 6), 1920. (Agence Meurisse 83238/BnF)

The S.20s were powered by a water-cooled, normally-aspirated La Société Hispano-Suiza single-overhead cam 90° V-8 engine rated at 300 horsepower. (Specific variant unknown.)

Bernard Henri Marie Léonard Barny de Romanet covered with oil, 28 September 1920. (Agence de Presse Meurisse 83837, Bibliothèque nationale de France)
The Verville-Packard R-1, A.S. 40126, flown by Major Rudolf W. Schroeder in the the Gordon Bennett Cup race, at Etampes, France, September 1920. (Tennessee State Library and Archives)
R.W. Schroeder

Joseph Sadi-Lecointe learned to fly in 1910. The Aero Club de France awarded him its license number 431 on 10 February 1910.

He joined the Service Aéronautique (the original form of the French Air Force) as a mechanic in October 1912, and was designated pilote militaire nº375, 20 September 1913. He served as a pilot during World War I, flying the Blériot XI-2, Morane LA and Nieuprt X, then in December 1915 became a flight instructor at l’Ecole de Pilotage d’Avord. Sadi-Lacointe was promoted from the enlisted ranks to sous-lieutenant, 17 September 1917, and was assigned as a test pilot at BlériotSociété Pour L’Aviation et ses Dérivés, where he worked on the development of the famous SPAD S.XIII C.1 fighter.

After the War, he was a test pilot for Nieuport-Delâge, and participated in numerous races and set a series of speed and altitude records with the company’s airplanes.

Sadi-Lecointe returned to military service in 1925 and participated in the Second Moroccan War. Then in 1927, he returned to his position as chief test pilot for Nieuport-Delâge. From 1936 to 1940, he served as Inspector General of Aviation for the French Air Ministry. With the outbreak of World War II in 1939, Lieutenant Colonel Sadi-Lecointe was again recalled to military service as Inspector of Flying Schools.

With the Fall of France, Sadi-Lacointe joined La Résistance française, and operated with the group, Rafale Andromède. He was captured and tortured by the Gestapo at Paris, and died as a result, 15 July 1944.

Joseph Sadi-Lecointe, Commandeur Ordre national de la Légion d’honneur, was awarded the Croix de Guerre in three wars. He was posthumously awarded the Médaille de la Résistance. The Aéro-Club de France awarded him its Grande Médaille d’Or de l’Aéro-Club de France. During his flying career, Sadi-Lecointe set seven World Records for Speed, and three World Records for Altitude.

© 2019 Bryan R. Swopes

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27 September 1964

Captain Michael N. Antoniou with YUH-1D 60-6029. (FAI)

27 September 1964: Captain Michael N. Antoniou flew the number two Bell YUH-1D-BF Iroquois, 60-6029, Bell Helicopter serial number 702, from Edwards Air Force Base in the high desert of southern California, non-stop to Rogers, Arkansas. The distance flown was 2,170.70 kilometers (1,348.81 miles), and established a Fédération Aéronautique Internationale (FAI) World Record for Distance Without Landing.¹

Captain Antoniou was a project test pilot assigned to the U.S. Army Aviation Test Activity at Edwards.

60-6029 was modified by Bell to reduce aerodynamic drag and weight. The windshield wipers, door handles, main rotor stabilizer bar and associated dampers, tail rotor drive shaft cover and 42° gear box cover had been removed. Gaps at the doors, crew steps, tail boom cargo compartment, etc., were sealed with tape.

Bell YUH-1D Iroquois 60-6029. (FAI)

The Bell Helicopter Co. UH-1D Iroquois (Model 205) was an improved variant the UH-1B (Model 204). The type’s initial military designation was HU-1, and this resulted in the helicopter being universally known as the “Huey.” The UH-1D has a larger passenger cabin, longer tail boom and increased main rotor diameter.

The UH-1D was a single main rotor/tail rotor medium helicopter powered by a turboshaft engine. It could be flown by a single pilot, but was commonly flown by two pilots in military service. The helicopter had an overall length of 57 feet, 0.67 inches (17.375 meters) with rotors turning. The fuselage was 41 feet, 5 inches (12.624 meters) long. The helicopter had a height of 13 feet, 7.4 inches (4.150 meters), measured to the top of the mast. The maximum gross weight of the UH-1D was 9,500 pounds (4,309.1 kilograms).

The two blade semi-rigid, under-slung main rotor had a diameter of 48 feet, 3.2 inches (14.712 meters), and turned counter clockwise when viewed from above. (The advancing blade is on the helicopter’s right.) At 100% NR, the main rotor turned 324 r.p.m. The two blade tail rotor assembly had a diameter of 8 feet, 6 inches (2.591 meters). It was on the left side of the pylon in a pusher configuration and turned counter-clockwise as seen from the helicopter’s left. (The advancing blade is above the axis of rotation.)

The YUH-1D was powered by a Lycoming T53-L-9 or -11 turboshaft engine which was rated at 1,100 shaft horsepower at 6,610 r.p.m., for takeoff (5 minute limit). The T53-L-11 was a two-shaft free turbine with a 6-stage compressor (5 axial-flow stages, 1 centrifugal-flow stage) and a 2-stage axial-flow turbine (1 high-pressure stage, and 1 low-pressure power turbine stage). As installed in the UH-1, the engine produced 115 pounds of jet thrust (511.55 Newtons) at Military Power.

Its maximum speed, VNE, was 124 knots (143 miles per hour, 230 kilometers per hour). With full fuel, 206.5 gallons (781.7 liters), the helicopter had a maximum endurance of three hours.

60-6029 was later modified to the prototype YUH-1H.

Captain Michael N. Antoniou with Bell YUH-1D-BF 60-6029 (c/n 702), circa 1965. (David Hatcher Collection)

¹ FAI Record File Number 2180

© 2018, Bryan R. Swopes

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