A McDonnell F4H-1 Phantom II, Bu. No. 148423, climbing during Project High Jump. (U.S. Navy)
3 April 1962: At NAS Point Mugu, Ventura County, California, a future NASA astronaut, United States Navy test pilot Commander John Watts Young, set a new Fédération Aéronautique Internationale (FAI) time-to-altitude world record by flying his McDonnell Aircraft Corporation F4H-1 Phantom II, Bureau of Aeronautics serial number (Bu. No.) 149449,¹ from the surface to 25,000 meters (82,021 feet) in 3 minutes, 50.44 seconds.²
Commander John W. Young, United States Navy, with a McDonnell F4H-1 Phantom II. (U.S. Navy)
John Young had set another FAI record on 21 February, reaching a height of 3,000 meters (9,843 feet) in 34.523 seconds with the Phantom II at NAS Brunswick, Maine.³ Young set a total of 21 FAI records. Three remain current.
This was one of a series of time-to-altitude record flights flown at with F4H-1 149449 during February, March and April 1962. Flown by four other pilots, 149449 also set time-to-altitude records for 3,000, 6,000, 9,000, 12,000, 15,000, and 20,000 meters.
A bridle restrained the F4H-1 on the runway while its engines were run up to full afterburner. The pilot fired an explosive bolt to release the airplane for flight.⁴
Point Mugu’s Runway 21 ends on the edge of the Pacific Ocean and the elevation is 9 feet (2.7 meters) above Sea Level. The restricted airspace of the Pacific Missile Test Range assured that these flights could be conducted safely and without interfering with civilian air traffic. The U.S. Air Force had used the same runway when it conducted time-to-altitude record flights with a Lockheed F-104A Starfighter in 1958.
Project High Jump McDonnell F4H-1 Phantom II. (U.S. Navy)
John Young was a test pilot assigned to the Naval Air Test Center, NAS Patuxent River, Maryland, where he was a project officer for F4H and F8U armament systems. He was selected as a NASA astronaut and served as Pilot of Gemini III; backup pilot, Gemini IV; Commander for Gemini 10; Command Module Pilot on Apollo 10; back-up commander for Apollo 13; Commander, Apollo 16; and back-up commander for Apollo 17. Later, he was Commander of the maiden flight of the space shuttle Columbia STS-1 and again for STS-9. He was in line to command STS-61J.
Record-setting McDonnell F-4B-11-MC Phantom II, Bu. No. 149449, VF-151, USS Coral Sea (CV-43). (U.S. Navy)
McDonnell F4H-1 Phantom II Bu. No. 149449, redesignated F-4B-11-MC, served with VF-96 aboard the aircraft carrier USS Ranger (CV-61), VF-151 aboard USS Coral Sea (CV-43) and was later assigned to Marine Air Group 13, VMFA-323, “Death Rattlers,” based at Chu Lai Air Base, Republic of South Vietnam.
On 2 August 1968, 149449 was hit by small arms fire near An Hoa, 17 miles southeast of Da Nang. On returning the damaged airplane to Chu Lai, the Phantom’s landing gear could not be extended. The pilot, Major DanieI I. Carroll, USMC, and Weapons System Officer, First Lieutenant R.C. Brown, USMC, ejected one mile (1.6 kilometers) off the coast. Both were rescued by a U.S. Army helicopter.
The record-setting Phantom II was lost in the South China Sea.
Another F4H-1 Phantom II flown during Project High Jump was Bu. No. 148423, shown in the photograph above (top). In 1971, -423 was withdrawn from service and used as a ground trainer at the Naval Air Technical Training Center (NATTC) at Millington, Tennessee. It was later converted to the QF-4B drone configuration. It was reported preserved at the Herlong Airport, near Jacksonville, Florida. In 2002, part of the airplane was used as a cockpit display at the USS Hornet (CV-12) Museum, Alameda, California. In 2004, the nose section was transferred to the Pacific Coast Air Museum, Santa Rosa, California.⁵
¹ USN McDonnell Douglas F-4 Phantom II, by Peter E. Davies, Osprey Publishing, Oxford, United Kingdom, 2016, Introduction, Page 10
² FAI Record File Number 9092
³ FAI Record File Number 9078
⁴ Engineering the F-4 Phantom II: Parts into Systems, by Glenn E. Bugos, Naval Institute Press, Annapolis, Maryland, 1996, Chapter 5, Page 105
⁵ Warplane Survivors USA: Florida Warplanes, by Harold A. Skaarup, https://www.silverhawkauthor.com/post/warplane-survivors-usa-florida-warplanes-book
Test pilot Hans Dieterle in the cockpit of the Heinkel He 100 V8 prototype. The airplane is unpainted and the surface seams are puttied and smoothed to reduce aerodynamic drag. (Heinkel-Flugzeugwerke)
30 March 1939: At 5:25 p.m., Ernst Heinkel Flugzeugwerke GmbH test pilot Hans Dieterle, flying a high-performance prototype fighter, the Heinkel He 100 V8, D-IDGH, entered a measured 3 kilometer course near the factory’s airfield at Oranienberg, Germany. He would attempt to set a new Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course.¹
FLIGHT described the record flight in its 20 April 1939 edition:
The F.A.I. regulations stipulate that for speed record purposes the flight must be made over a course 3 km. (1.86 miles) long. This is the distance over which the machine is timed, and while traversing it the aircraft must not exceed a height of 75 m. (264ft.). Before entering the 3,000 m. course the machine must pass through an approach 500 m. (1,640ft.) long, on which also the height must not exceed 75 m. The timing is done in two flights in each direction and the average speed of the four runs taken.
While turning at the end of of each run the pilot may fly as wide as he likes, i.e., any radius of turn may be used, but the machine must not at any time during the turn exceed a height of 400 m. (1,312ft.) Other aircraft flying at exactly 400 m. are used for checking that this stipulation is observed.
Illustration of the Askania Werke AG timing system from FLIGHT article, “THE NEW SPEED RECORD,” 20 April 1939 at Page 395.Heinkel He 100 V8 passes checkpoint B during the speed trial, 30 March 1939. (Askania Werke/FAI)
On the day of the record flight the preparations were completed at 5.15 p.m. and the aeroplanes carrying the official observers went up. Dieterle took off at 5.23 p.m. After completing his two runs in each direction he made a perfect landing 14 minutes after the start. Although the official speed of the runs could obviously not have been known to him, he must have been certain that he had beaten the record, for on leaving the machine he turned three handsprings in the exuberance of his youth (he is only 24). When the speeds had been worked out it was found that the average was 746.66 km./h (463.953 m.p.h.) The machine took only 14.464 sec. to cover the timed section.
Field Marshal Göring immediately promoted Herr Dieterle to Flight Captain: he is the youngest pilot to hold that rank in the German Luftwaffe.
—FLIGHT The Aircraft Engineer, No. 1582. Vol. XXXV., Thursday, 20 April 1939, at Pages 395–396.
Dieterle’s officially-recognized World Record for Speed is 746.60 kilometers per hour (463.91 miles per hour). This exceeded the previous record which had been set by Dr.-Ing. Hermann Wurster on 11 November 1937,² flying a prototype Messerschmitt Bf 113R (Bf 109 V13), D-IPKY, by 135.65 kilometers per hour (84.29 miles per hour).
Test pilot Hans Dieterle with his wife, following the speed record flight, 30 March 1939. (Bundsarchive Bild 183-Z0414-509)
Dieterle’s new record would last less than one month, however. On 26 April 1939, Fritz Wendel flew another Messerschmitt prototype, Me 209 V1 (D-INJR) to 755.14 kilometers per hour (469.22 miles per hour).³
Right profile of Heinkel He 100 V8 D-IDGH, world record-setting prototype, in overall light gray. (Heinkel-Flugzeugwerke)
D-IDGH was the eighth He 100 prototype, V8 (Versuch 8). Two prototypes, V3 and V8, were modified for the speed record attempt. Their wingspan was shortened from the 30 feet, 10 inches (9.398 meters) of the earlier prototypes to 24 feet, 11½ inches (7.607 meters), with the wing area being reduced by about 25%. V3, D-ISVR, had a streamlined canopy, while V8 had a cut down windshield and canopy. V3 crashed during testing.
The eighth prototype, Heinkel He 100 V8, was modified for the speed record trial. It is also referred to as the He 112U. (Heinkel-Flugzeugwerke)
He 100 V8 was equipped with a highly-modified version of the Daimler-Benz DB 601A, a liquid-cooled, direct-injected and supercharged 33.929 liter (2,075.497-cubic-inches), inverted single-“underhead”-camshaft 60° V-12 engine with four valves per cylinder and a compression ratio of 6.9:1. The supercharger was driven hydraulically. The standard production engine was rated at 970 horsepower at 2,300 r.p.m. at 12,000 feet (3,658 meters), and 1,050 horsepower at 2,400 r.p.m. for takeoff (limited by a clockwork mechanism to 1 minute), using 87-octane gasoline. The propeller reduction gear ratio was 14:9. The DB 601A was 67.5 inches (1.715 meters) long, 40.5 inches (1.029 meters) high and 29.1 inches (0.739 meters) wide. It weighed 1,610 pounds (730.3 kilograms).
Front view of Heinkel He 100 V8. Luftwaffe Balkenkreuz crosses and the identification 42C 11 are visible on the bottom of its wings. (Heinkel-Flugzeugwerke)Heinkel He 112E D-IYWE.
The modified DB 601A engine installed in D-IDGH used methyl alcohol injection and produced 1,800 horsepower at 3,000 r.p.m., although its service life was just 30 minutes. It drove a three-bladed Vereinigte Deutsche Metallwerke (V.D.M.) electrically-controlled, variable-pitch propeller through a 14:9 gear reduction.
He 100 V8 was painted overall gray and carried its civil registration as well as Balkenkreuz markings with identification 42C+11. It was later painted dark blue with gray undersides and Luftwaffe markings. D-IDGH was displayed at the Deutsches Museum, Munich, Germany.
Heinkel He 100 V8 D-IDGH displayed at the Deutsches Museum, München, Germany. (LuftArchive.de)
The Heinkel He 100 was a single-place, single-engine fighter which was produced in very small numbers. It was a more complex aircraft than the Messerschmitt Bf 109, which was already in production. For example, it used a system of surface-mounted evaporative coolers in the wings, rather than radiators, in an effort to reduce drag.
The production He 100D-1 was 26 feet, 11 inches (8.204 meters) long with a wingspan of 30 feet, 10 inches (9.398 meters) and overall height of 11 feet, 10 inches (3.607 meters). It was armed with one 20 mm autocannon and two 7.92 mm machine guns.
With its cowlings removed, the Fiat Aviazione AS.3 V-12 engine of a Macchi M.52 is visible. (San Diego Air and Space Museum Archive)
30 March 1928: At Venice, Italy, Regia Aeronautica Major Mario de Bernardi, flying a Macchi M.52bis, established a new Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course of 512.78 kilometers per hour (318.63 miles per hour).¹
Major de Bernardi was the first pilot to fly faster than 300 miles per hour (482.8 kilometers per hour).
Major Mario de Bernardi, Regia Aeronautica. (National Air and Space Museum Archives, NASM.2018.0020.0005)
The Macchi M.52bis was a specially-constructed single-place, single-engine float plane designed to compete in the Schneider Trophy Races. The airplane was 23 feet, 4¾ inches (7.131 meters) long with a wingspan of 25 feet, 9 inches (7.849 meters). It had a gross weight of 3,263 pounds (1,480 kilograms).
The M.52bis was powered by a water-cooled, normally-aspirated, 34.677 liter (2,116.138-cubic-inch-displacement) Fiat Aviazone AS.3 dual overhead camshaft (DOHC), four-valve, 60° V-12 engine. The AS.3 had four valves per cylinder and a compression ratio of 6.7:1. It produced 1,000 horsepower at 2,400 r.p.m. The design of the AS.3 was based on the Curtiss D-12, although it used individual cylinders and water jackets instead of the American engine’s monoblock castings.
First Lieutenant Russell Lowell Maughan, Air Service, United States Army (FAI)
29 March 1923: Flying a Curtiss R-6 Racer, serial number A.S. 68564, at Wilbur Wright Field, Riverside, Ohio, First Lieutenant Russell Lowell Maughan, Air Service, United States Army, set a Fédération Aéronautique Internationale (FAI) World Record for Speed of 380.75 kilometers per hour (236.59 miles per hour).¹
Flight reported:
The Fédération Aéronautique Internationale has just homologated as world’s records the following performances:
Class C (heavier than air): Greatest speed (U.S.), Lieut. Maughan on Curtiss R.6, 465 h.p. Curtiss, March 29, 1923, 380.751 kms. (236 m.p.h).
—FLIGHT, The Aircraft Engineer and Airships, No. 757. (No. 26, Vol. XV.) 28 June 1923, at Page 356, Column 1
Curtiss R-6 Racer. (U.S. Air Force)
The Curtiss R-6 Racers were single-engine, single seat, fully-braced single-bay biplanes with fixed landing gear, developed from the U.S. Navy Curtiss CR. The airplane and its D-12 Conqueror engine were both built by the Curtiss Aeroplane and Motor Co., Garden City, New York.
The fuselage was a stressed-skin monocoque, built with two layers of wood veneer covered by a layer of doped fabric. The wings were also built of wood, with plywood skins and fabric-covered ailerons. Surface radiators were used for engine cooling.
The Curtiss R-6 was 19 feet, 0 inches (5.791 meters) long with a wing span of 19 feet, 0 inches (5.791 meters). It had an empty weight of 2,121 pounds (962 kilograms).
The R-6 was powered by a water-cooled, normally-aspirated 1,145.111-cubic-inch-displacement (18.765 liter) Curtiss D-12 dual overhead cam (DOHC) 60° V-12 engine, which was developed by Arthur Nutt, based on the earlier Curtiss K-12 which had been designed by Charles B. Kirkham. The D-12 had four valves per cylinder and a compression ratio of 5.7:1. It was rated at 415 horsepower at 2,000 r.p.m., and 460 horsepower at 2,300 r.p.m. During testing, it produced a 475 horsepower at 2,320 r.p.m. using a 50/50 mixture of 95-octane gasoline and benzol. The D-12 was a right-hand tractor direct-drive engine. It turned a two-bladed, fixed-pitch, forged aluminum propeller designed by Sylvanus Albert Reed, Ph.D. The Curtiss D-12 was 56¾ inches (1.441 meters) long, 28¼ inches (0.718 meters) wide and 34¾ inches (0.882 meters) high. It weighed 678.25 pounds (307.65 kilograms).
The racer had a range of 281 miles (452 kilometers) and a ceiling of 22,000 feet (6,706 meters).
Two R-6 Racers were built for the U.S. Army at a cost of $71,000, plus $5,000 for spare parts.
A.S. 68564 disintegrated in flight at the Pulitzer Trophy Race, 4 October 1924, killing its pilot, Captain Burt E. Skeel.
Curtiss R-6, A.S. 68564, P-278. (FAI)
Russell Lowell Maughan was born at Logan, Utah, 28 March 1893. He was the sixth of eight children of Peter Weston Maughan, an accountant, and Mary Lucinda Naef Maughan. He attended Utah Agricultural College in Logan and graduated with a bachelor of science degree in 1917.
Maughan was commissioned as a second lieutenant in the U.S. Army Signal Officers Reserve Corps, 28 May 1917. He was promoted to first lieutenant, 8 January 1918. This commission was vacated 10 September 1920 and he was appointed a first lieutenant, Air Service, United States Army, retroactive to 1 July 1920.
On 14 August 1919, Maughan married Miss Ila May Fisher at Logan, Utah. They would have three children, but divorced sometime after 1940. His son, Russell L. Maughan, Jr., would become an officer in the U.S. Air Force.
Following the War, Lieutenant Maughan became a test pilot at McCook Field, Ohio. In 1921, he was reassigned to the 91st Observation Squadron, based at the Presidio of San Francisco.
Russell L. Maughan with Curtiss R-6 Racer, at National Air Races, 1922. (Library of Congress)
On 14 October 1922, he won the Pulitzer Trophy Race at Selfridge Field, near Mount Clemens, Michigan, before a crowd of 200,000 spectators. He set two World Speed Record during the race with his Curtiss R-6: 330.41 kilometers per hour (205.31 miles per hour) over a distance of 100 kilometers, and 331.46 kilometers per hour (205.96 miles per hour) over a distance of 200 kilometers). On 29 March 1923, he set another World Speed Record, 380.75 kilometers per hour (236.587 miles per hour), again flying a Curtiss R-6.
On 23 June 1924, Lieutenant Maughan flew a Curtiss PW-8 Hawk from Mitchel Field, Long Island, New York, to the Presidio of San Francisco on the west coast of California, in an elapsed time of 21 hours, 47 minutes including refueling stops enroute. This was the “Dawn-to-Dusk Flight.” For this transcontinental flight, Maughan was awarded the Distinguished Flying Cross.
Major General Mason Patrick, Chief of the Air Service, with Lieutenant Russell L. Maughan, 8 July 1924. (Library of Congress)
On 1 October 1930, Maughan was promoted to captain. He served in the Philippine Islands from 1930 to 1935, acting as an advisor to the government until 1932. From 1932 to 1935, he served as the post operations officer. He and his family lived in Manila. They returned to the United States aboard SS Columbus, a Norddeutscher Lloyd passenger liner, arriving at New York City from Southampton, 18 August 1935.
On 16 June 1936, Captain Maughan was promoted to major (temporary). That rank was made permanent 12 June 1939. He was again promoted, this time to lieutenant colonel, 11 March 1940.
During World War II, Lieutenant Colonel Maughan commanded the 60th Transport Group, a Douglas C-47 unit, 1941–42, and then, promoted to the rank of colonel, he commanded the 51st Troop Carrier Wing , which included the 60th, as well as eight other transport groups, during Operation Torch, the Allied invasion of North Africa.
On 25 October 1946, Colonel Maughan married Lois Rae Roylance in Nevada. She was 21 years his junior. They lived in Portland, Oregon.
Maughan was discharged from the U.S. Air Force, 30 November 1947, at the U.S. Army Hospital at Valley Forge, Pennsylvania. He died at the U.S. Air Force Hospital, Lackland Air Force Base, San Antonio, Texas, 21 April 1958, at the age of 65 years.
¹ FAI Record File Number 15194: Class C, Powered Airplanes: 380.75 kilometers per hour.
Lieutenant Russell L. Maughan, Air Service, United States Army (Fédération Aéronautique Internationale)
Russell Lowell Maughan was born at Logan, Utah, 28 March 1893. He was the sixth of eight children of Peter Weston Maughan, an accountant, and Mary Lucinda Naef Maughan. As a young boy he delivered newspapers on horseback, and worked as a farm laborer. He attended high school at Brigham Young College.
He attended Utah Agricultural College, a military land grant college in Logan. He graduated with a bachelor of science degree in agriculture, 8 May 1917. (The college was known as the “West Point of the West.”) He then attended the Reserve Officers Training Corps (R.O.T.C.) camp at The Presidio of San Francisco and was commissioned a second lieutenant in the Infantry Section, Officer’s Reserve Corps, United States Army, 28 May 1917.
A Reserve Officers Training Corps company at Utah Agricultural College, circa 1920. (Uah State University)
Transferring to the Signal Officers Reserve Corps, Lieutenant Maughan’s commission was vacated 15 August 1917, and he was assigned, as a private first class, to the United States Army School of Military Aeronautics at Berkeley California, for eight weeks of training. He then trained as a pilot at Rockwell Field, San Diego, California. He was commissioned as a first lieutenant, Signal Officers Reserve Corps, 8 January 1918.
Lieutenant Maughan arrived in France 22 March 1918. He received advanced flight training at Issoudun Aerodrome.In June 1918, Lieutenant Maughan was incorrectly reported as missing in action in France, or having having been killed. His parents believed that this was false information spread by Germany as propaganda. Maughan flew his first combat mission 1 September 1918.
Société Pour L’Aviation et ses Dérivés SPAD S.XIII C.1 at Air Service Production Center No. 2, Romorantin Aerodrome, France, 1918. (Rudy Arnold Photographic Collection, Smithsonian Institution National Air and Space Museum, XRA-5380)
Flying a Société Pour L’Aviation et ses Dérivés SPAD S.XIII C.1, First Lieutenant Maughan was officially credited with four aerial victories during World War I. He shot down one enemy airplane on 10 October 1918, another on 18 October, and two on 27 October. Lieutenant Maughan was awarded the Distinguished Service Cross:
MAUGHAN, RUSSELL L.
First Lieutenant (Air Service), U.S. Army
Pilot, 139th Aero Squadron, American Expeditionary Forces
Citation:
The President of the United States of America, authorized by Act of Congress, July 9, 1918, takes pleasure in presenting the Distinguished Service Cross to First Lieutenant (Air Service) Russell L. Maughan, United States Army Air Service, for extraordinary heroism in action while serving with 138th Aero Squadron, U.S. Army Air Service, A.E.F., near Sommerance, France, 27 October 1918. Accompanied by two other planes, Lieutenant Maughan was patrolling our lines, when he saw slightly below him an enemy plane (Fokker type). When he started an attack upon it he was attacked from behind by four more of the enemy. By several well-directed shots he sent one of his opponents to the earth, and, although the forces of the enemy were again increased by seven planes, he so skillfully maneuvered that he was able to escape toward his lines. While returning he attacked and brought down an enemy plane which was diving on our trenches.
General Orders: War Department, General Orders No. 46 (1919), Amended Supplement 1
Action Date: October 27, 1918
Officers of the 139th Aero Squadron, at Belrain Aerodrome, France, November 1918. 1st Lieutenant Russell L. Maughan is at the center of the photograph, kneeling, in the second row. (U.S. Air Force)
His commission in the Signal Officers Reserve Corps was vacated 10 September 1920 and he was appointed a first lieutenant, Air Service, United States Army, retroactive to 1 July 1920.
On 14 August 1919, Lieutenant Maughan married Miss Ila May Fisher at Logan, Utah. Miss Fisher was a 1919 graduate of the University of Utah. They would have four children, Russell L., Jr., Weston Fisher, Ila May, and Mary Ann. They divorced sometime after 1940. (His sons, Russell and Weston, both attended the United States Military Academy at West Point, New York. During World War II, Russell, Jr., was awarded the Distinguished Flying Cross.)
McCook Field, Dayton, Ohio. (U.S. Air Force)
Following the War, Lieutenant Maughan became a test pilot at McCook Field, Ohio. In 1921, he was reassigned to the 91st Observation Squadron, based at the Presidio of San Francisco.
Russell L. Maughan with Curtiss R-6 Racer, A.S. 68564, at National Air Races, 1922. (Library of Congress)
On 14 October 1922, flying a Curtiss R-6 Racer, A.S. 68564, he won the Pulitzer Trophy Race at Selfridge Field, near Mount Clemens, Michigan, before a crowd of 200,000 spectators. He set two Fédération Aéronautique Internationale (FAI) World Speed Records during the race: 330.41 kilometers per hour (205.31 miles per hour) over a distance of 100 kilometers, and 331.46 kilometers per hour (205.96 miles per hour) over a distance of 200 kilometers).
Curtis R-6 Racer, A.S. 68564, McCook Field project number P-278. (FAI)
Again flying the Curtiss R-6 Racer, A.S. 68564, on 29 March 1923, Maughan, set a third FAI World Record for Speed of 380.75 kilometers per hour (236.59 miles per hour) at Wilbur Wright Field, Riverside, Ohio.
1st Lieutenant Russell L. Maughan, with one of his children, and Mrs. Ila May Fisher Maughan, June 1923.
On 9 July 1923, Lieutenant Maughan attempted a transcontinental flight, but his airplane, a Curtiss Aeroplane and Motor Company XPW-8 Hawk, A.S. 23-1201, was damaged on landing at Avenue City, Missouri, and was unable to continue. He made another attempt 10 days later. That flight came to an end when an oil leak forced him to land at Rock Springs, Wyoming.
1st Lieutenant Russell L. Maughan with the Curtiss XPW-8 Hawk, A.S. 23-1201, which he flew from Mitchel Field, New York, to Avenue, City, Missouri, on 9 July 1923. He and the airplane were photographed 29 June 1923. (Smithsonian Institution, National Air and Space Museum, Photo ID 480580)
The following year, 23 June 1924, Lieutenant Maughan took off from Mitchel Field, Long Island, New York, at 3:58 a.m., Eastern Time, and flew across the country to land at Crissy Field, at the Presidio of San Francisco, California at 9:46 p.m., Pacific Time. This time he was flying another Curtiss PW-8 Hawk, serial number A.S. 24-204, McCook Field Project Number P-361. He covered a distance of 2,670 miles (4,297 kilometers) in 21 hours, 47 minutes. Maughan’s actual flight time was 20 hours, 48 minutes. He averaged 128.37 miles per hour (206.59 kilometers per hour).
Lieutenant Russell L. Maughan with Curtiss PW-8 Hawk A.S. 24-204, 10 June 1924. (National Air and Space Museum)
This was the “Dawn-to-Dusk Flight.” A bill was introduced in Congress by Representative Paul H. Hunt of Utah, to advance Lieutenant Maughan 500 numbers on the U.S. Army’s list of first lieutenants. For this transcontinental flight, Maughan was awarded the Distinguished Flying Cross. (Maughan’s D.F.C. was not authorized until 20 February 1928. It was presented to Maughan by Colonel Paul H. McCook, commanding officer, 104th Division, at Fort Douglas, Salt Lake City, Utah, 6 August 1928.)
Planned route of Maughan;s Dawn-to-Dust transcontinental flight. (U.S. Air Force)1st Lieutenant Russell Lowell Maughan, Air Service, United States Army, 8 July 1924. (Library of Congress Photo ID 480574)
In 1924, Lieutenant Maughan was assigned to Kelly Field, Texas, as a flight instructor. One of his students was Charles Augustus Lindbergh.
On 1 October 1930, Maughan was promoted to captain, United States Army Air Corps. He served in the Philippine Islands from 1930 to 1935, acting as an advisor to the government until 1932. From 1932 to 1935, he served as the post operations officer. He and his family lived in Manila. They returned to the United States aboard SS Columbus, a Norddeutscher Lloyd passenger liner, arriving at New York City from Southampton, 18 August 1935.
Norddeutscher Lloyd passenger liner SS Columbus, after 1929.
Captain Maughan attended the Air Corps Tactical School at Maxwell Field, Alabama, in 1936, and the Army Industrial College in Washington, D.C., for the 1936–1937 course of instruction. On 16 June 1936, Captain Maughan was promoted to major (temporary). That rank was made permanent 12 June 1939. He was again promoted, this time to lieutenant colonel, Army of the United States (A.U.S.), 11 March 1940. His A.U.S. rank was vacated 15 October 1941, and his rank as lieutenant colonel, United States Army, was made permanent. Just prior to World War II, Lieutenant Colonel Maughan was sent on a survey tour to identify suitable locations for airfields in Greenland.
In January 1941, Lieutenant Colonel Maughan became the first commanding officer of the 30th Air Base Group at Langley Field, Virginia. He was relieved of this assignment in July and was sent on a survey tour to identify suitable locations for airfields in Greenland.
Lieutenant Colonel Maughan commanded the 60th Transport Group, a Douglas C-47 unit, and also served as acting commanding officer of Westover Army Air Field, Chicopee, Massachusetts. On 27 January 1942, he was promoted to the rank of colonel (temporary), with his date of rank retroactive to 5 January. He then he commanded the 51st Troop Carrier Wing, which included the 60th, as well as eight other transport groups, during Operation Torch, the Allied invasion of North Africa.
Colonel Maughan later commanded Lemoore Army Air Field, California, in 1943. He was assigned as commanding officer at Portland Army Air Field, Oregon, 10 July 1944.
On 25 October 1946, Colonel Maughan married Miss Lois Rae Roylance at Reno, Nevada. She was 21 years his junior. They lived in Portland, Oregon.
Colonel Maughan was discharged from the U.S. Air Force, 30 November 1947, at the U.S. Army Hospital at Valley Forge, Pennsylvania. The reason was disability in the line of duty.
For his military service, Colonel Maughan was awarded the Distinguished Service Cross, the Distinguished Flying Cross, the World War I Victory Medal, the American Defense Service Medal, American Campaign Medal, European-African-Middle Eastern Campaign Medal, and the World War II Victory Medal.
Colonel Russell Lowell Maughan, United States Air Force (Retired), developed ventricular fibrillation while undergoing surgery at the 3700th U.S. Air Force Hospital, Lackland Air Force Base, San Antonio, Texas, 21 April 1958. He died two hours later. He was 65 years of age. He was buried at the Logan City Cemetery, Logan, Utah.
