Tag Archives: National Aeronautic Association

9–11 November 1956

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Major Roy Lee Anderson, USMC (left), and Sikorsky test pilot Robert Stewart Decker. (FAI)

9–11 November 1956: Over a three-day period at Windsor Locks, Connecticut, a Sikorsky HR2S-1 heavy-lift helicopter, flown by Major Roy Lee Anderson, United States Marine Corps, and Sikorsky test pilot Robert Stewart Decker, set three Fédération Aéronautique Internationale (FAI) world records for payload and speed.

On 9 November 1956, the HR2S-1 carried a payload of  5,000 kilograms (11,023 pounds) payload to an altitude of 3,722 meters (12,211 feet). ¹

The following day, 10 November, it set a record for the Greatest Mass Carried to a Height of 2,000 Meters (6562 feet), with a payload of 6,010 kilograms (13,250 pounds). ²

On 11 November, the third day, Anderson and Decker flew the helicopter to a speed of 261,91 kilometers per hour (162.74 miles per hour) over a  3-kilometer (1.86 statute miles) course .³

For these flights, Major Anderson was awarded a third gold star in lieu of a fourth award of the Distinguished Flying Cross.

The world-record-setting Sikorsky HR2S-1. (Fédération Aéronautique Internationale)

United Press reported:

US Helicopter Sets Altitude, Speed Records

     STRATFORD, Conn.—UP—A twin-engine Marine helicopter has established two international records for speed and altitude.

     The Sikorsky division of United Aircraft Corporation said one of its S56 helicopters reached 162.7 miles per hour during a recent trial. The old record, set two years ago by another Sikorsky model, was 156 miles per hour.

Tops Russian Craft

     The S56 flew more than 12,000 feet high while carrying 11,050 pounds. With the payload increased to 13,250 pounds it reached 7,000 feet, far outstripping the previous mark set by a Russian craft of 8,820 pounds to 6,560 feet.

     The altitude trials were conducted from Sikorsky’s field in Stratford. Major Roy L. Anderson was pilot and Robert S. Decker copilot.

     The records are subject to confirmation by the Federation Aeronautique Internationale. The trials were conducted under the auspices of the National Aeronautics [sic] Association.

—The Modesto Bee, Vol 79, No. 272, Tuesday, 13 November 1956, Page 12, Column 2

The Sikorsky HR2S-1 was an assault and heavy-lift helicopter produced for the United States Navy and Marine Corps. It was later adopted by the U.S. Army as the H-37 Mohave.

The S-56 was a large twin-engine helicopter, following the single main rotor/tail (anti-torque) rotor configuration pioneered by Sikorsky with the Vought-Sikorsky VS-300 in 1939. The helicopter was designed to be flown by two pilots in a cockpit located above the main cabin. The two engines were placed in nacelles outboard of the stub wings which also housed the helicopter’s retractable main landing gear. Two large clam shell cargo doors and loading ramp were placed in the nose. The HR2S-1 incorporated a stability system and an automatic torque compensating tail rotor.

The S-56 series was the largest and fastest helicopter built up to that time, and remains the largest reciprocating engine helicopter ever built.

The S-56 was equipped with a five blade articulated main rotor. This allowed increased lift and higher forward air speed before encountering retreating blade stall than earlier three and four blade systems. A six blade rotor system was tested, which showed further improvements, but was not adopted. The main rotor diameter was initially 68 feet (20.726 meters), but later increased to 72 feet (21.946 meters). The main rotor blades had a chord of 1 foot, 9.5 inches (0.546 meters) and used the symmetrical NACA 0012 airfoil, which was standard with American helicopters up to that time. Later in the program, the blades were lengthened and the chord increased to 1 foot, 11.65 inches (0.601 meters). The airfoil was changed to the NACA 0010.9 airfoil. These changes resulted in increased lift and higher speed. The four blade tail rotor had a diameter of 15 feet (4.572 meters). The individual blades had a chord of 1 foot, 1.5 inches (0.343 meters). As is common with American helicopters, the main rotor system turned counter-clockwise as seen from above. (The advancing blade is on the right.) The tail rotor turned counter-clockwise when viewed from the helicopter’s left side. (The advancing blade is above the axis of rotation.)

Sikorsky S-56 three-view illustration with dimensions. (Sikorsky Historical Archives)

With the longer blades installed, the helicopter’s length with rotors turning was 88 feet (26.822 meters). The fuselage had a length of 64 feet, 10.69 inches (19.779 meters), and the height was 17 feet, 2 inches (5.232 meters). The HR2S-1 had an empty weight of 21,502 pounds (9,753 kilograms), and maximum weight (overload) of 31,000 pounds (14,061 kilograms). Its fuel capacity was 1,000 U.S. gallons (3,785 liters) carried in 6 tanks located in the nacelles, wings and fuselage. It could carry 20 fully-equipped troops, or 16 litters. Its maximum cargo capacity was 10,000 pounds (4,536 kilograms).

The HR2S-1 had an automatic main rotor blade folding system, and its tail rotor pylon could be folded alongside the fuselage, reducing the length to 55 feet, 8 inches (16.967 meters) and width to 27 feet, 4 inches (8.331 meters). This allowed the helicopter to use aircraft carrier elevators and reduced storage space on the hangar deck.

Early S-56 models were powered by two air-cooled, supercharged 2,804.461 cubic inch displacement (45.957 liters) Pratt & Whitney Double Wasp R-2800-50 two-row, 18-cylinder radial engines rated at 1,900 horsepower at 2,500 r.p.m. These were upgraded in later models to R-2800-54s. These were direct drive engines with a compression ratio of 6.75:1. The R-2800-54 was rated at 2,100 horsepower at 2,700 r.p.m. to 5,000 feet (1,524 meters) for takeoff; with a normal power rating of 1,900 horsepower at 2,600 r.p.m. to 7,000 feet (2,134 meters). It required 115/145 octane aviation gasoline. Each engine was supplied with 13.3 gallons (50.35 liters) of lubricating oil. The R-2800-54 was 6 feet, 9.00 inches long (2.057 meters), 4 feet, 5.00 inches (1.346 meters) in diameter, and weighed 2,300 pounds (1,043 kilograms).

The helicopter’s engines were installed at an 80° angle to the aircraft center line, with a 12.5° upward angle to align with the main transmission input. The front of the engines faced inboard. According to Sikorsky, this unusual installation resulted in high oil consumption, and because the engines were operated at continuous high r.p.m., the time interval between engine overhauls was reduced from the normal 2,000 hours to just 350 hours.

Two U.S. Marine Corps HR2S-1 Mohave assault helicopters of Marine Helicopter Transport Squadron (HMR) 462 at Camp Pendelton, California, late 1950s. (Naval History and Heritage Command)

The production HR2S-1 had a cruise speed of 100 knots (115 miles per hour/185 kilometers per hour), and a maximum speed of 121 knots (139 miles per hour/224 kilometers per hour) at Sea Level. The helicopter’s service ceiling was 13,800 feet (4,206 meters), and its absolute hover ceiling was 5,400 feet (1,646 meters). It had a maximum rate of climb of 1,580 feet per minute (8.03 meters per second) at Sea Level, and a vertical rate of climb 950 feet per minute (4.83 meters per second), also at Sea Level. The combat radius of the HR2S-1 was 100 nautical miles (115 statute miles/185 kilometers) at 100 knots (115 miles per hour/185 kilometers per hour.)

55 HR2S-1s were delivered to the U.S. Marine Corps. The U.S. Army purchased 94 S-56s in the H-37A Mohave configuration. 90 of these were later returned to Sikorsky to be upgraded to H-37Bs. This added the automatic stabilization system of the HR2S-1, changed the variable incidence horizontal stabilizers on both side of the fuselage to a single stabilizer on top of the tail rotor pylon. Engine oil capacity was increased to 30 gallons (113.6 liters) per engine.

A total of 154 S-56s were built between 1953 and 1960.

U.S. Marines exit the front cargo doors of a Sikorsky XHR2S-1 helicopter during a training exercise. (NAID 74241875

¹ FAI Record File Number 13129

² FAI Record File Number 13124

³ FAI Record File Number 13098

© 2023, Bryan R. Swopes

4 November 1927

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Captain Hawthorne C. Gray, U.S. Army Air Corps, preparing for his balloon ascent at Scott Field, Illinois, 4 November 1927. (U.S. Air Force)
Hawthorne C. Gray, U.S. Army Air Corps, preparing for his balloon ascent at Scott Field, Illinois, 4 November 1927. (U.S. Air Force)

4 November 1927: Captain Hawthorne C. Gray, United States Army Air Corps, a balloon pilot since 1921, has carried out a series of ascents to study the effects of very high altitude on air crews.

Gray lifted off from Scott Field, Belleville, Illinois, at 2:13 p.m., in a helium-filled balloon with an open wicker gondola suspended below. The balloon, Air Corps serial number S 30-241, was constructed of rubberized silk and coated with aluminum paint. It had a volume of 70,000 cubic feet (1,982.2 cubic meters). In the gondola were instruments for measuring altitude and temperature, as well as two sealed recording barographs provided by the National Aeronautic Association (NAA). Captain Gray was dressed in heavy leather clothing for protection against the cold. Three gas cylinders of oxygen were provided for breathing at altitude.

This photograph of the equipment carried in Hawthorne's gondola on 4 November 1927 shows the three oxygen cylinders and breathing mask. (U.S. Air Force)
This photograph of the equipment carried in Hawthorne’s gondola on 4 November 1927 shows the three oxygen cylinders and breathing mask. (U.S. Air Force)

Early in the ascent, high winds carried him to the south, and though he was accompanied by four airplanes, their pilots quickly lost sight of Gray’s balloon. It disappeared into a heavy overcast 20 minutes after takeoff and rose to a peak altitude of 42,470 feet (12,944.9 meters) at 4:05 p.m.

Based on Captain Gray’s notes and data from the barographs, it was concluded that his ascent was at a much slower rate than his previous altitude flights. At 3:17 p.m., he wrote “Clock frozen.” Without the clock, Gray was unable to calculate his time aloft and the amount of breathing oxygen remaining. Estimates prior to lift off were that the supply would run out at 4:38 p.m. The balloon had only descended to 39,000 feet (11,887 meters) by 4:28 p.m. The barographs showed an increase in rate of descent at this time, indicating that Captain Gray was venting helium from the balloon to try to descend faster. The descent slowed, however, suggesting that Gray had lost consciousness.

Captain Hawthorne C. Gray, USAAC, right, wearing flight suit, with Lieutenant Colonel John Albert Paegelow. (San Diego Air and Space Museum Archives)

The balloon and gondola were found near Sparta, Tennessee at 5:20 p.m., with Hawthorne Gray’s body curled in the bottom of the gondola. Captain Gray suffered a loss of oxygen which resulted in his death.

Captain Gray was awarded the Distinguished Flying Cross, posthumously, and is buried at the Arlington National Cemetery.

His citation reads:

The President of the United States of America, authorized by Act of Congress, July 2, 1926, takes pride in presenting the Distinguished Flying Cross (Posthumously) to Captain (Air Corps) Hawthorne C. Gray, U.S. Army Air Corps, for heroism while participating in an aerial flight. On 9 March 1927, Capitan Gray attempted to establish the World’s altitude record for aircraft, but due to the faulty oxygen apparatus he fainted at an altitude of 27,000 feet recovering consciousness after 52 minute, when his balloon, having over shot its equilibrium point, descended to an atmosphere low enough to sustain life. Undaunted by this experience, Captain Gray on 4 May 1927, made a record attempt when he attained an altitude of 42,470 feet, higher than any other Earth creature has ever gone. On his descent, however, his balloon failed to parachute, and it was necessary for him to descend from 8,000 feet in a parachute. With faith unshaken, and still displaying great courage and self reliance, Capitan Gray, on 4 November 1927, made the third attempt, which resulted in his making the supreme sacrifice. Having attained an altitude of 42,000 feet he waited for ten minutes, testing his reactions, before making a last rapid climb to his ceiling and a more rapid descent to safe atmosphere. Undoubtedly his courage was greater than his supply of oxygen, which gave out at about 37,000 feet.

War Department, General Orders No. 5 (1928)

The wicker balloon gondola used by Captain Hawthorne C. Gray on 4 November 1927, on display at the Smithsonian Institution National Air and Space Museum. (NASM)
The wicker balloon gondola used by Captain Hawthorne C. Gray on 4 November 1927, on display at the Smithsonian Institution National Air and Space Museum. (NASM)

Hawthorne Charles Gray was born at Pasco, Washington, 16 February 1889. He was the fourth of six children of William Polk Gray, a river steamboat pilot, and Oceanna (“Ocia”) Falkland Gray.

In 1913, Gray was employed as a baggageman for the Northern Pacific Railway at the Pasco Station. Gray attended University of Idaho at Moscow, Idaho, as a member of the Class of 1913. He graduated with a Bachelor of Science degree in Electrical Engineering, B.S.(E.E.)

Hawthorne C. Gray served as an enlisted soldier with the 1st Battalion, 2nd Infantry, Idaho National Guard, 1911–1912, a second lieutenant, 25th Infantry, Idaho National Guard, from 7 March 1912 to 23 April 1913. He was qualified as an Expert Rifleman. Gray enlisted in the United States Army, serving in the Hospital Corps and Quartermaster Corps from 19 January 1915 to 25 June 1917. He participated in the Mexican Expedition, under General John J. Pershing.

Sergeant Senior Grade Gray was commissioned as a second lieutenant, 32nd Infantry, 3 June 1917, and promoted to 1st lieutenant on the same day. Lieutenant Gray was promoted to captain (temporary), 34th Infantry, on 5 August. The rank of captain became permanent on 24 February 1920.

Captain Hawthorne Charles Gray, Air Service, United States Army, circa 1923.

Captain Gray was assigned to duty with the Air Service from 9 August 1920, and was transferred to that branch was transferred on 29 August 1921. His date of rank was retroactive to 21 February 1920. Gray graduated from the Army’s Balloon School, Ross Field, in 1921. In 1923 graduated from the Air Service Primary Flying School at Brooks Field, Texas, in 1923, and from the Balloon and Airship School at Scott Field in 1924.

Captain Gray and Mrs. Gray traveled to Europe to participate in the 15th Coupe Aéronautique Gordon Bennett (the Gordon Bennett Cup balloon race), held 30 May 1926 at Wilrijck, a small city near Antwerp, Belgium. Gray and his team mate, Lieutenant Douglas Johnson, placed second out of eighteen competitors, and behind another American team. Gray and Johnson traveled 599 kilometers (964 statute miles) in 12:00 hours, landing in the Duchy of Meklenburgia, a free state of the Weimar Republic (northern Germany), at about 4:00 a.m., 31 May. The Grays returned to the United States, arriving aboard S.S. President Harding at New York City after an eight-day voyage from Cherbourg, on 23 July 1926.

Captain Gray reached an altitude of 8,690 meters (28,510.5 feet) over Scott Field on 9 March 1927. This ascent set three Fédération Aéronautique Internationale (FAI) World Records for Altitude. ¹ On 4 May 1927, Captain Gray reached approximately 42,240 feet (12,875 meters). Because of a high rate of descent, he parachuted from the gondola at about 8,000 feet (2,438 meters). Because he was not on board at the landing, the Fédération Aéronautique Internationale (FAI) did not recognize the flight as an official altitude record.

Captain Gray was married to the former Miss Miriam Lorette Maddux of Santa Rosa, California. They would have four children. Their first died at the age of 1 year, 3 months.

¹ FAI Record File Numbers: 10614, Ballooning, Subclass A-6th; 10615, Ballooning, Subclass A-7th; Ballooning, Subclass A-8th.

© 2018, Bryan R. Swopes

16 October 1963

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Convair B-58A-20-CF Hustler 61-2059, Greased Lightning. (U.S. Air Force)
Major Sidney Kubesch with his wife, Joanna Alice Cole Kubesch, 16 October 1963. (Kokomo Tribune)
Major Sidney J. Kubesch, U.S. Air Force, with his wife, Joanna Alice Cole Kubesch, at RAF Greenham Common, 16 October 1963. (Kokomo Tribune)

16 October 1963: Operation Greased Lightning. Major Sidney J. Kubesch, Major John Barrett and Captain Gerard Williamson flew from Tokyo, Japan, to London, England, non-stop, in 8 hours, 35 minutes, 20.4 seconds. Their airplane was a Convair B-58A-20-CF Hustler, serial number 61-2059, named Greased Lightning. It was assigned to the 305th Bombardment Wing, 19th Air Division, at Bunker Hill Air Force Base, Indiana.

Five inflight refuelings were required to complete the flight. The bomber had to slow from its supersonic cruise to rendezvous with the tankers. The B-58’s average speed was 692.71 miles per hour (1,114.81 kilometers per hour). The time from Tokyo to Anchorage, Alaska was 3 hours, 9 minutes, 42 seconds at an average speed of 1,093.4 miles per hour (1,759.7 kilometers per hour); and Anchorage to London, 5 hours, 24 minutes, 54 seconds at 826.9 miles per hour (1.330.8 kilometers per hour).

Greased Lightning‘s speed record still stands.

Screen Shot 2015-10-15 at 08.56.36 The three crewmen were awarded the Distinguished Flying Cross.

Major Sidney Kubesch, Aircraft Commander, John Barrett, Navigator and Gerard Williamson. (Kokomo Tribune)
Major Sidney J. Kubesch, Aircraft Commander, Major John Barrett, Navigator and Captain Gerard Williamson. (Kokomo Tribune)

The B-58 Hustler was a high-altitude Mach 2 strategic bomber which served with the United States Air Force from 1960 to 1970. It was crewed by a pilot, navigator/bombardier and a defensive systems operator located in individual cockpits. The aircraft is a delta-winged configuration similar to the Convair F-102A Delta Dagger and F-106 Delta Dart supersonic interceptors.

The Hustler is 96 feet, 10 inches (29.515 meters) long, with a wing span of 56 feet, 10 inches (17.323 meters) and an overall height of 31 feet 5 inches (9.576 meters). The wing’s leading edge is swept back at a 60° angle and the fuselage incorporates the “area rule” which resulted in a “wasp waist” or “Coke bottle” shape for a significant reduction in aerodynamic drag. The airplane’s only control surfaces are two “elevons” and a rudder, and there are no flaps.

The B-58A was powered by four General Electric J79-GE-5 axial-flow afterburning turbojet engines, suspended under the wings from pylons. This was a single-shaft engine with a 17-stage compressor and 3-stage turbine, rated at 10,300 pounds of thrust (45.82 kilonewtons), and 15,600 pounds (69.39 kilonewtons) with afterburner. The J79-GE-5 was 16 feet, 10.2 inches (5.136 meters) long and 3 feet, 2.0 inches (0.965 meters) in diameter.

The bomber had a cruise speed of 610 miles per hour (981.7 kilometers per hour) and a maximum speed of 1,325 miles per hour (2,132.4 kilometers per hour). The service ceiling is 64,800 feet (19,751 meters). Unrefueled range is 4,400 miles (7,081 kilometers). Maximum weight is 168,000 pounds (76,203.5 kilograms).

The B-58 weapons load was a combination of a W-39 warhead, and/or Mk.43 or B61 nuclear bombs. The W-39 warhead, the same used with the Redstone IRBM or Snark cruise missile, was carried in a jettisonable centerline pod, which also carried fuel for the aircraft. The smaller bombs were carried on underwing hardpoints. For defense, there was a General Electric M61 Vulcan 20×102 mm six-barreled rotary cannon mounted in the tail, with 1,200 rounds of linked ammunition, controlled by the Defensive Systems Officer.

Convair B-58A-20 CF 61-2059 is in the collection of the Strategic Air and Space Museum, Ashland, Nebraska.

Convair B-58A-20-CF 61-2059, “Greased Lightning,” at the Strategic Air and Space Museum, Ashland, Nebraska. (SASM)

© 2017, Bryan R. Swopes

15 September 1939

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Jackie Cochran with her record-setting Seversky AP-7A, NX1384. (FAI)

15 September 1939: Jackie Cochran set a Fédération Aéronautique Internationale (FAI) World Speed Record flying a Seversky AP-7A, civil registration NX1384, over a 1,000 kilometer course, from Burbank, California, to San Mateo, approximately 20 miles (32 kilometers) south of San Francisco, and back to Burbank. Her average speed was 492.34 kilometers per hour (305.93 miles per hour).¹

Jackie Cochran with the Seversky AP-7A, NX1384. Her racing number, 13, has not yet been painted on the fuselage. (San Diego Air and Space Museum Archive)
Jackie Cochran with the Seversky AP-7A, NX1384. Her racing number, 13, has not yet been painted on the fuselage. (San Diego Air and Space Museum Archive)

The Los Angeles Times reported:

Woman Flyer Sets Air Record

Jacqueline Cochran Betters Speed Mark for 1000 Kilometers

     Streaking a path across the hills to the north of Union Air Terminal, a tiny silver pursuit plane yesterday roared a successful climax to Jacqueline Cochran’s bid for a new 1000-kilometer speed record. Her time: 2h. 2m. for an average of 309 m.p.h. to San Mateo and return.

     The slim, brown-eyed pilot, America’s No. 1 woman speed flyer, settled her sleek Seversky on the runway, braked the ship to a stop and pulled off her helmet to loose a flood of tawny hair before the propeller blades stopped turning.

STARTS AFTER LUNCH

     “Whew!” she said. “Has anyone got a cigarette?”

     It was shortly after lunch that Miss Cochran, clad in green slacks and coat, climbed into her 1200-horsepower ship and thundered down the runway to climb in circles to 10,000 feet. Loosing a trail of blue smoke at this altitude she was officially clocked on the course by Larry Therkelson, Southland representative of the National Aeronautic Association, who checker her in again at the same level 2h. and 2m. later.

KEEPS PLANE HIGH

      After entering the course, Miss Cochran said, she nosed her low-wing monoplane upward again, climbing to 15,000 feet. At San Mateo, she dropper to 10,000 feet again to circle a pylon, and climbed back to the higher level for the return race.

     Miss Cochran said she used oxygen almost continuously during the flight.

     It was the second time the comely woman flyer attempted to shatter her own record of 203 m.p.h., her first try last Aug. 26 having gone awry because N.A.A. officials were unable to clock her as she swung above Union Air Terminal at 14,700 feet.

—Los Angeles Times, Vol. LVIII, Saturday, 16 September 1939, Page 6, Column 6

Jackie Cochran’s Seversky AP-7, NX1384, at the Union Air Terminal, Burbank, California, September 1939. (Unattributed)

The Seversky AP-7 was an improved civil version of the Seversky P-35 fighter, which was the first U.S. Army Air Corps single engine airplane to feature all-metal construction, an enclosed cockpit and retractable landing gear. It was designed by Major Alexander Nikolaievich Prokofiev de Seversky, a World War I Russian fighter ace.

Cochran’s AP-7A was a specially-built racer, modified from the original AP-7 with a new, thinner, wing and different landing gear arrangement. It was powered by a an air-cooled, supercharged, 1,829.39-cubic-inch-displacement (29.978 liter) Pratt & Whitney Twin Wasp S1B3-G (R-1830-11) two-row 14-cylinder radial engine rated at 850 horsepower at 2,450 r.p.m. at 5,000 feet (1,524 meters), and 1,000 horsepower at 2,600 r.p.m. for take off. The engine turned a three-bladed Hamilton-Standard controllable-pitch propeller through a 3:2 gear reduction. The R-1830-11 was 4 feet, 8.66 inches (1.439 meters) long with a diameter of 4 feet, 0.00 inches (1.219 meters), and weighed 1,320 pounds (599 kilograms).

This is the same airplane in which she won the 1938 Bendix Trophy.

Seversky AP-7 NX1384, seen from below. In this early configuration, the landing gear folds rearward. (San Diego Air & Space Museum Archives)

¹ FAI Record File Number 12027

© 2018, Bryan R. Swopes

4 September 1955

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Three Boeing B-47E Stratojet strategic bombers assigned to the 306th Bombardment Wing (Medium), based at MacDill AFB, Florida. The airplane closest to the camera is Boeing-Wichita-built B-47E-95-BW 52-0545. The lead aircraft is Lockheed-Marietta-built B-47E-25-LM 52-0250. These aircraft are similar in appearance to the B-47s flown in the 1955 General Electric Trophy Race. (U.S. Air Force)

4 September 1955: Three Boeing B-47 Stratojet strategic bombers raced from March Air Force Base near Riverside, California, to Philadelphia International Airport, Philadelphia, Pennsylvania, in competition for the General Electric Trophy. They departed from March Field at ten minute intervals beginning at 3:30 a.m. Pacific Standard Time (11:30 UTC).  The winning bomber was the third to takeoff.

The winning airplane, B-47B-50-BW 51-2314, assigned to the 443d Bombardment Squadron (Medium), 320th Bombardment Wing (Medium), 15th Air Force, completed the 2,337 miles (3,761 kilometers) course in 3 hours, 57 minutes, 59.2 seconds, averaging 589.294 miles per hour (948.377 kilometers per hour).

A Boeing B-47B-50-BW Stratojet, 51-2307, assigned to the 320th Bombardment Wing (Medium) (denoted by the two diagonal stripes on its tail) at March Air Force Base, California, circa 1953. This is the same type aircraft that won the 1955 General Electric Trophy. (U. S Air Force)

The second-place B-47, (probably an RB-47E) from the 3rd Strategic Reconnaissance Squadron, 26th Strategic Reconnaissance Wing, Lockbourne AFB, located east of Columbus, Ohio, finished with an average speed of 585.263 miles per hour (941.890 kilometers per hour). The third-place Stratojet, assigned to the 306th Bombardment Wing (Medium), MacDill AFB, near Tampa, Florida, finished with a speed of 584.167 miles per hour (940.127 kilometers per hour). (B-47s of the 306th were featured prominently in the 1955 motion picture, “Strategic Air Command.”)

Great Circle Course from March AFB, California, to Philadelphia International Airport, Pennsylvania, 2,342 statute miles (3,769 kilometers). (Great Circle Mapper)

A crowd of spectators, estimated to number about 60,000, was present to see the finish of the race.

The race was timed by officials of the National Aeronautic Association. The chief timer was Roger Wolfe Kahn.¹

—AP Wirephoto, Democrat and Chronicle, Rochester, New York, 5 September 1955, Page 1, Columns 3–5

The winning four-man crew consisted of Major Leonard J. Stevens, aircraft commander; Major Freeman J. Weedman, co-pilot; Captain Glenn J. Fornes, navigator; and Staff Sergeant James P. Flohe, crew chief. The second-place B-47 was flown by Maj. William E. Yingling, aircraft commander; Lieutenant Herbert M. Plynter, co-pilot; Captain Joseph D. Brown, navigator; and Airman 1st Class P. J. Clemons, crew chief. The third-place bomber was flown by Lieutenant Colonel Warren H. Smith, Jr., aircraft commander; Captain John S. Schrader, co-pilot, Major John E. Terry, navigator; and Master Sergent Carlton Spiers, crew chief.

On the same day, four North American Aviation F-100C Super Sabres competed in the Bendix Trophy Race from George AFB, California, to Philadelphia. The average speed of the fourth-place Super Sabre was slower than that of all three B-47s, and 23.843 miles per hour (38.372 kilometers per hour) slower than the GE Trophy winning B-47. (It should be noted, though, that the F-100s had to make two fuel stops during their cross-country flight, while the B-47s flew the course non-stop.)

A Boeing B-47B Stratojet rocket-assisted takeoff (ATO). The black smoke from the engines indicates water-methanol injection is in use. 15 April 1954. (U.S. Air Force 061024-F-1234S-011)

Designed by Boeing, the Stratojet was a high-subsonic-speed strategic bomber and reconnaissance aircraft, in service from 1951 until 1977. The B-47 could fly higher and faster than jet fighters of the time, and it was also highly maneuverable. The B-47 was flown by a two pilots in a tandem cockpit. A navigator/bombardier was at a station in the nose.

The Boeing B-47B Stratojet was the first full-production model. The B-47B is 106 feet, 10 inches (32.563 meters) long with a wingspan of 116 feet, 0 inches(35.357 meters), and an overall height of 27 feet, 11 inches (8.509 meters). The wings are shoulder-mounted with the leading edges swept aft to 36° 37′. Their angle of incidence is 2° 45′ and there is no dihedral. (The wings are very flexible, showing marked anhedral on the ground and flexing upward when in flight.) The B-47B has an empty weight of 78,102 pounds (35,426 kilograms), and a maximum takeoff weight of 185,000 pounds (83,915 kilograms). The maximum in-flight weight (after air refueling) was 221,000 pounds (100,244 kilograms).

From 1953 to 1957, the B-47B fleet underwent an extensive modification program which brought them up to the B-47E configuration.

The B-47B was originally powered by six General Electric J47-GE-11 turbojet engines in four nacelles mounted on pylons below the wings. All B-47Bs after serial number 51-2046 were equipped with J47-GE-23 engines. The airplanes built with the -11 engines were retroffitted with the -23s. Under the modification and upgrade program, the -23s were replaced by the J47-GE-25. This engine has a 12-stage axial-flow compressor, eight combustion chambers, and single-stage turbine. The J47-GE-25 is rated at 5,970 pounds of static thrust at Sea Level, at 7,950 r.p.m. and 1,250 °F. (677 °C.) turbine outlet temperature (TOT). (7,200 pounds of thrust with water injection). It has a maximum diameter of 3 feet, 1 inch (0.940 meters), length of 12 feet, 0 inches (3.658 meters) and weighs 2,653 pounds (1,203 kilograms).

The B-47B was also equipped with solid-fuel rocket engines (JATO) located in the aft fuselage. These produced a maximum 33,000 pounds of thrust (146.8 kilonewtons) for 14 seconds.

The B-47B Stratojet had a cruise speed of 433 knots (498 miles per hour/802 kilometers per hour), and maximum speed of 528 knots (608 miles per hour/978 kilometers per hour) at 16,300 feet (4,968 meters). The service ceiling was 42,100 feet (10,333 meters) and combat ceiling 40,800 feet (12,436 meters).

The combat radius of the B-47B was 1,704 nautical miles (1,961 statute miles/3,156 kilometers) with a 10,000 pound (4,536 kilograms) bomb load. Two jettisonable underwing fuel tanks could carry 1,780 gallons (6,738 liters) each. The maximum ferry range was 3,861 nautical miles (4,443 statute miles (7,151 kilometers).

Boeing B-47E-55-BW Stratojet 51-2394, similar in appearance to bombers in the 1955 General Electric Trophy Race. Photographed 7 April 1956. (U.S. Air Force)

For defense the B-47B was armed with two Browning AN-M3 .50-caliber machine guns in a remotely-operated tail turret, with 600 rounds of ammunition per gun. The co-pilot acted as the gunner using an optical sight. The machine guns were later replaced by two M24A1 20 mm autocannons and radar control.

The maximum bomb load of the B-47B was 18,000 pounds (8,165 kilograms). The B-47 could carry two 7,600 pound (3,447 kilogram) Mark 15 two-stage radiation implosion thermonuclear bombs, each with an explosive yield of up 3.8 megatons, depending on the version, or a single 10,670 pound (4,808 kilogram) B-41 three-stage, 25 megaton bomb.

Beginning in 1953, the B-47B fleet underwent an extensive modification program which brought them up to the B-47E configuration.

A total of 2,032 B-47s were built by a consortium of three aircraft manufacturers: Boeing Airplane Company, Wichita, Kansas; Douglas Aircraft Company, Tulsa, Oklahoma; Lockheed Aircraft Company, Marietta, Georgia. 399 of these were B-47Bs.

The Stratojet is one of the most influential aircraft designs of all time and its legacy can be seen in almost every jet airliner built since the 1950s: the swept wing with engines suspended below and ahead on pylons. The B-47 served the United States Air Force from 1951 to 1977. From the first flight of the Boeing XB-47 Stratojet prototype, 17 December 1947, to the final flight of B-47E 52-166, was 38 years, 6 months, 1 day.

The General Electric Trophy winner, B-47B 51-2314, was sent to The Boneyard at Davis-Monthan Air Force Base, Tucson, Arizona, 16 December 1960.

This Day in Aviation would like to express great thanks to Mr. A. W. Greenfield, Director, Contest & Records Board, National Aeronautic Association, for his help in researching this article.

Boeing RB-47E-1-BW Stratojet, 51-5259—the reconnaissance variant. (U.S. Air Force)

¹ Roger Wolff Kahn (19 October 1907–12 July 1962) was a jazz musician, composer and band leader. He was featured on the cover of TIME Magazine, 19 September 1927. Kahn also had a life-long interest in aviation. In 1933, he became a test pilot for the Grumman Aircraft Engineering Corporation. Following World War II, as director of Grumman’s Department of Service and Product Support, he flew a custom-built Grumman G-58B, a civilian version of the Grumman F8F-2 Bearcat. He was the vice president of the Institute of Aeronautical Sciences, and served as chairman of the National Aeronautic Association. He had logged more than 7,000 flight hours.

Roger Wolfe Kahn (IMDb)
© 2023, Bryan R. Swopes