Tag Archives: Non-Stop Flight

19–20 November 1945

Bell-Atlanta B-29B-60-BA Superfortress 44-8061, the Pacusan Dreamboat. (U.S. Air Force)
Bell-Atlanta B-29B-60-BA Superfortress 44-84061, the Pacusan Dreamboat. (U.S. Air Force)

19–20 November 1945: A Bell-Atlanta B-29B-60-BA Superfortress, 44-84061, named Pacusan Dreamboat, piloted by Colonel Clarence Shortridge Irvine and Lieutenant Colonel G.R. Stanley, flew non-stop and unrefueled from Guam, the largest and southernmost island in the Mariana Islands of the Western Pacific, to Washington, D.C. The four-engine heavy bomber covered the 8,198 miles (13,193 kilometers) in 35 hours, 5 minutes. It set a Fédération Aéronautique Internationale (FAI) record for Distance in a Straight Line:  12,739.59 kilometers (7,916.01 miles).¹

Bell Atlanta B-29B-60-BA Superfortress over Seattle, Washington. (Boeing)
Bell Atlanta B-29B-60-BA Superfortress 44-84061, “Pacusan Dreamboat,” over Seattle, Washington. (Boeing)

Pacusan Dreamboat was modified specifically for a series of long-distance flights. A standard production B-29B, a light-weight variant of the Boeing B-29 Superfortress, it did not have the four power gun turrets with their .50-caliber machine guns. A radar-directed 20 mm cannon and two .50-caliber machine guns in the tail were the only defensive weapons. Much of the standard armor plate was also deleted. It weighed 69,000 pounds (31,298 kilograms) empty and 137,000 pounds (62,142 kilograms) fully loaded. Pacusan Dreamboat was further lightened. The tail guns were removed and the tail reshaped. It had an empty weight of 66,000 pounds (29,937 kilograms). Its takeoff weight on this flight was 151,000 pounds (68,492 kilograms).

Pacusan Dreamboat carried a 12-man crew and 10,000 gallons (37,854 liters) of gasoline.

Colonel Clarence S. Irvine (standing, left) with the crew of Pacusan Dreamboat: W.J.Benett, G.F.Broughton, Dock West, W.S. O'Hara, F.S. O'Leary, K.L. Royer, F.J.Shannon, J.A. Shinnault, G.R. Stanley. (FAI)
Colonel Clarence S. Irvine (standing, left) with the crew of Pacusan Dreamboat: W.J. Benett, G.F. Broughton, Dock West, W.S. O’Hara, F.S. O’Leary, K.L. Royer, F.J.Shannon, J.A. Shinnault, G.R. Stanley. (FAI)

Pacusan Dreamboat set a number of distance and speed records, including Honolulu, Hawaii to Cairo, Egypt and Burbank to New York in 5 hours, 27 minutes, averaging 451.9 miles per hour (727.26 kilometers per hour).

The Pacusan Dreamboat was stricken from the Air Force inventory 8 August 1954 and reclaimed at Tinker Air Force Base, Oklahoma City, Oklahoma.

Bell-Atlanta B-29B-60-BA Superfortress 44-84061, Pacusan Dreamboat. (FAI)
Bell-Atlanta B-29B-60-BA Superfortress 44-84061, Pacusan Dreamboat. (FAI)

¹ FAI Record File Number 9277

© 2017, Bryan R. Swopes

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24–25 October 1928

Harry Tucker’s Lockheed Vega, NX4769. (National Archives)

24–25 October 1928: Captain Charles B.D. Collyer, Air Service, United States Army, and Harry J. Tucker flew Tucker’s Lockheed Vega, NX4769, from New York to Los Angeles, non-stop, in 24 hours, 55 minutes.

A contemporary newspaper article reported the event:

YANKEE DOODLE SETS NEW MARK

Monoplane Flies Across Continent to Los Angeles in 24 Hours, 55 Minutes

Mines Field, Los Angeles, Oct. 25—(AP)—Setting a new record for a trans-continental non-stop airplane flight from the Atlantic coast to the Pacific, the monoplane Yankee Doodle arrived here at 2:12 p.m. today from New York.

The unofficial time of the flight as announced by Capt. C.D.B. Collyer, pilot and Harry Tucker, owner and passenger, was 24 hours 55 minutes. The best previous time for the westward flight was 26 hours and 50 minutes, made in 1923 by Lieutenants John MacReady [John A. Macready] and Oakley Gelley [Oakley George Kelly].

530 Gallons Carried

The Yankee Doodle hopped off at Roosevelt Field at 4:16:35 p.m. Eastern Standard Time yesterday. The little cigar-shaped white-winged plane was loaded with 530 gallons of gasoline, just about enough for a 24-hour flight, and a check began shortly after landing to determine how much of the fuel was left.

The westward flight covered approximately the course flown over by Col. Arthur Goebel when he piloted his plane to a new West-East non-stop trans-continental record of 18 hours and 55 minutes several weeks ago.

This was the fourth time Tucker has sent his plane into a coast-to-coast grind. The first West to East attempt was unsuccessful but on the second attempt Goebel piloted the machine through to the record.

The Cornell Daily Sun, Ithaca, New York, Friday, October 26, 1928, Volume XLIX, Number 29 at Page 1, Column 5

Captain Charles B.D. Collyer

Charles Bascum Drury Collyer was born at Nashville, Tennessee, 24 August 1896, the son of Rev. Charles Thomas Collyer. He traveled throughout the world, and lived for a time in Seoul, Korea. Collyer attended Virginia Polytechnic Institute, a military college at Blacksburg, Virginia, as a member of the class of 1919.

Collyer served in the United States Army as a private, first class, being discharged 1 May 1919. He held a commission as a second lieutenant, Aviation Section, Signal Reserve Corps. He was employed as chief pilot, Liberty Flyers, Inc., at Savannah, Georgia.

From 28 June to 22 July 1928, Collyer had flown around the world with John Henry Mears. Collyer was president of the Aviation Services Corporation of New York, which had been formed “to do unusual things in aviation.”

Harry J. Tucker

Harry J. Tucker was variously described as an “auto tycoon” and a “wealthy Santa Monica, California, businessman.” He was born in 1891.

Charles B.D. Collyer and Harry Tucker were killed 3 November 1928 when Yankee Doodle crashed in fog near Venezia, in Yavapai County, Arizona. Collyer was buried at Arlington, National Cemetery, Virginia.

Yankee Doodle was the seventh Lockheed Vega produced (c/n 7). The Vega was a a single-engine, high-wing monoplane designed by John Knudsen (“Jack”) Northrop and Gerrard Vultee. The prototype flew for the first time 4 July 1927 at Mines Field, Los Angeles, California.

The Vega was very much a state-of-the-art aircraft for its time. It used a streamlined monocoque fuselage made of strips of vertical-grain spruce pressed into concrete molds and bonded together with cassein glue. These were then attached to former rings. The wing and tail surfaces were fully cantilevered, requiring no bracing wires or struts to support them. They were built of spruce spars and ribs, covered with 3/32-inch (2.4 millimeters) spruce plywood.

Three-view drawing of the Lockheed Vega from a National Advisory Committee for Aeronautics publication. (NASA)

The Lockheed Vega 1 was flown by a single pilot in an open cockpit and could carry up to four passengers in the enclosed cabin. It was 27.5 feet (8.38 meters) long with a wingspan of 41.0 feet (12.50 meters) and height of 8 feet, 6 inches (2.59 meters). The total wing area (including ailerons) was 275 square feet (25.55 square meters). The wing had no dihedral. The leading edges were swept slightly aft, and the trailing edges swept forward. The Vega 1 had an empty weight of 1,650.0 pounds (748.4 kilograms) and a gross weight of 3,200 pounds (1,452 kilograms).

The early Vegas were powered by an air-cooled, normally-aspirated 787.26-cubic-inch-displacement (12.901 liter) Wright Whirlwind Five (J-5C) nine-cylinder radial engine. This was a direct-drive engine with a compression ratio of 5.1:1. The J-5C was rated at 200 horsepower at 1,800 r.p.m., and 220 horsepower at 2,000 r.p.m. It was 2 feet, 10 inches (0.864 meters) long, 3 feet, 9 inches (1.143 meters) in diameter, and weighed 508 pounds (230.4 kilograms).

The Vega had a cruising speed of 110 miles per hour (177 kilometers per hour) with the engine turning 1,500 r.p.m., and a top speed of 135 miles per hour (217 kilometers per hour)—very fast for its time. The airplane had a rate of climb of 925 feet per minute (4.7 meters per second) at Sea Level, decreasing to 405 feet per minute (2.1 meters per second) at 10,000 feet (3,048 meters). Its service ceiling was 15,900 feet (4,846 meters), and the absolute ceiling was 17,800 feet (5,425 meters). The airplane had a fuel capacity of 100 gallons (379 liters), giving it a range of 1,000 miles (1,609 kilometers) at cruise speed.

Twenty-eight Vega 1 airplanes were built by Lockheed Aircraft Company at the factory on Sycamore Street, Hollywood, California, before production of the improved Lockheed Vega 5 began in 1928 and the company moved to its new location at Burbank, California.

The techniques used to build the Vega were very influential in aircraft design. It also began Lockheed’s tradition of naming its airplanes after stars and other astronomical objects.

Lockheed Vega NX4769 at NAS North Island, 1928. (San Diego Air and Space Museum Archives)
Lockheed Vega NX4769 at NAS San Diego, 1928. (San Diego Air and Space Museum Archives)

© 2018, Bryan R. Swopes

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11 July 1935

Laura Ingalls in the cockpit of her Lockheed Orion 9D Special, NR14222, warming up its engine at Floyd Bennett Field, 10 July 1935. (Rudy Arnold Collection, NASM)

11 July 1935: At 4:31 a.m., Eastern Daylight Time, (08:31 UTC) Laura Houghtaling Ingalls took off from Floyd Bennett Field, Brooklyn, New York, and flew non-stop across the North American continent to the Union Air Terminal at Burbank, California. She landed there at 7:51 p.m., Pacific Daylight Time (02:51 UTC, 12 July). The elapsed time of her non-stop transcontinental flight was 18 hours, 19 minutes, 30 seconds.

After departing Floyd Bennett Field, Ingalls flew along a commercial airway defined by radio beacons. Her route of flight was from Brooklyn, New York, to Pittsburgh, Pennsylvania—Columbus, Ohio—Indianapolis, Indiana—Kansas City, Missouri—Albuquerque, New Mexico—Burbank, California. This was only the third time that a non-stop transcontinental flight had been accomplished.

The Los Angeles Times reported:

MISS INGALLS SETS RECORD IN AIR DASH

Nation Spanned Nonstop

First Woman Ever to Cross from East Without Halt Also Slashes Time.

     Hatless and with her brown curls flying, diminutive Laura Ingalls, 30-year-old aviatrix, set her black-cowled monoplane down at Union Air Terminal, Burbank, at 7:51 o’clock last night and became the first woman pilot ever to span the American continent in an East-to-West nonstop flight.

Taking off from Floyd Bennett Airport, New York, at 4:31:30 a.m., she completed the Atlantic-to-Pacific hop in eighteen hours nineteen minutes and thirty seconds, establishing a women’s East-to-West record. She was timed in by Ted Raycraft, National Aeronautic Association representative.

     Miss Ingalls failed, however, to break Amelia Earhart’s transcontinental mark of seventeen hours seven minutes and thirty seconds, set in 1933 in a Pacific-to-Atlantic hop. Winds are more favorable for flights starting from the West.

TELLS OF ORDEAL

     With powerful floodlights playing on he low-winged Lockheed plane, Miss Ingalls circled the field once before landing.

     “Boy, what a long ride!” she exclaimed as she climbed from the cockpit. “It was an ordeal and I’m glad I’m here.”

     She immediately began plans, however, for an onslaught on Miss Earhart’s West-to-East record and said she contemplated a return nonstop flight as quickly as her ship can be overhauled and placed in order.

DISAPPOINTED AT TIME

     The aviatrix said she had hoped to make the flight in fifteen hours and expressed disappointment that she was unable to do so.

     The East-to-West nonstop record for men was established by Jimmie Doolittle in slightly more than thirteen hours.

     Miss Ingalls said she encountered strong head winds most of the way and ran into an electrical storm over Winslow, Ariz., shortly after 5 p.m., which slowed her down.

    She followed a TWA transport route most of the way and depended on the TWA radio beam for her directions. Her ship is equipped with a radio receiving set, radio compass, Sperry automatic pilot, retractable landing gear and landing wing flaps.

     Miss Ingalls said she took off from the New York airport with a capacity load of 600 gallons of gasoline, enough to have carried her 3,000 miles.

     She experienced some difficulty in gaining altitude with the heavy load and was forced to slow down at the start when she was unable to raise the retractable landing gear.

Her speed at times, however, exceeded 200 miles an hour, she said. The ship has a top speed of about 240 miles an hour.

     After leaving New York, her ship was unsighted until she passed over the TWA airport at Winslow about 5:15 p.m.

TAXIES PLANE TO HANGAR

     After landing at Burbank and removing her heavy shoes and flying togs, she taxied the plane to the Western Air Express hangar and gave orders for its care. She then went to the California Hotel in Burbank, where she will reside while here.

     The flyer took up airplanes at Roosevelt Field in New York six years ago because she was “tired of vaudeville and wanted some excitement.”

SIX-YEAR RECORD

     In six years she set the first women’s east-west transcontinental record. She has looped 980 times for a women’s record. She has barrel-rolled 714 times for a world’s record. She has captured third place in the Chicago-Dixie air derby. She has solo hopped 17,000 miles around South America with no accidents.She has been chosen outstanding woman flyer for 1934 by International League of Aviators,

Los Angeles Times, Vol. LIV, Friday Morning, July 12, 1935, at Page 1, Column 5 and Page 3, Column 5

Laura Houghtaling Ingalls’ Lockheed Orion 9D Special, NR14222. (San Diego Air and Space Museum Archives)

Ingall’s airplane was a single-engine Lockheed Model 9D Orion Special, registration NR14222, which she had named Auto da Fé. ¹ Ingalls had taken delivery of the Orion at the Lockheed Aircraft Company, Burbank, California, 1 February 1935. Contemporary newspaper reports said that the “Black Mystery Ship” cost $45,000.

The Lockheed Model 9 Orion was a single-engine, low-wing monoplane, designed in 1931 by Gerard Freebairn Vultee for airline use. It was capable of carrying six passengers in an enclosed cabin. The Orion was the first commercial airliner with retractable landing gear. It was faster than any military airplane in service at the beginning of the decade. Like other Lockheed aircraft of the time, it was constructed of strong, light-weight, molded wood, but the Orion would be Lockheed’s last wooden airplane.

Billy Parker, Laura Ingalls and Wiley Post at the 1935 National Air Races. Ingall's Lockheed Orion 9D, NR14222, Auto da Fé, has its engine cowling removed for maintenance. (Monash University)
Billy Parker, Laura Ingalls and Wiley Post at the 1935 National Air Races. Ingall’s Lockheed Orion, NR14222, Auto da Fé, has its engine cowling removed for maintenance. (Monash University)

The Lockheed Orion 9D was 28 feet, 4 inches (8.64 meters) long with a wingspan of 42 feet, 9¼ inches (13.04 meters) and height of 9 feet, 8 inches (2.95 meters). It had an empty weight of 3,640 pounds (1,651 kilograms) and maximum takeoff weight of 5,200 pounds (2,359 kilograms).

Lockheed Model 9D Special NR14222. (SDASM)

Auto da Fé was powered by an air-cooled, supercharged, 1,343.804-cubic-inch-displacement (22.021 liter) Pratt & Whitney Wasp S1D1 nine-cylinder radial engine. The engine had a compression ratio of 6:1 and was rated 525 horsepower at 2,200 r.p.m. The S1D1 was a direct-drive engine, which turned a two-bladed Hamilton Standard variable-pitch, constant-speed propeller. The Wasp S1D1 was 4 feet, 3.438 inches (1.307 meters) in diameter, 3 feet, 6.625 inches (1.083 meters) long and weighed 763 pounds (346 kilograms). The engine was enclosed by a N.A.C.A. cowling.

The cruise speed of the Orion was 205 miles per hour (330 kilometers per hour) and the maximum speed was 220 miles per hour (354 kilometers per hour) at Sea Level. It had a range of 750 miles (1,159 kilometers) in standard configuration. The service ceiling was 22,000 feet (6,705 meters).

Laura Ingalls shows the Sperry Gyro Pilot equipment to be installed aboard her Lockheed Orion. (Corbis)

Ingall’s airplane had a fuel capacity of 630 gallons (2,385 liters) of gasoline and 40 gallons (151 liters) of engine oil. NR14222 was equipped with a Sperry Gyro Pilot and a Westport radio compass and receiver for navigation.

The Greek lower-case letter zeta (the astronomical symbol for the planet Jupiter) was painted on each side of the airplane under the cockpit rails. Ingalls had the same symbol on several of her airplanes. A source suggests that it was used as a stylized representation of her initials, “L.I.” (Her Lockheed Air Express carried the astronomical symbol for the constellation Sagittarius, which was Ingalls’ astrological sign.)

In 1937, NR14222 was sold to Rudolf Wolf, Inc., a burlap company in New York. It was then transferred to Fuerzas Aéreas de la República Española (FARE), the air arm of the Spanish Republican forces during the Spanish Civil War. What happened to the Lockheed Orion after that is not known.

Laura Ingalls stands on the wing of her Lockheed Orion at Alamosa, Colorado, 16 April 1935. Photo by Glen Gants. (SDASM Archives)

The San Diego Air & Space Museum Archives have a large set of photographs of the Model 9 construction process. See:

https://www.flickr.com/photos/sdasmarchives/4590550616/in/photostream/

“Cutaway” illustration of the Lockheed Model 9D Orion. (SDASM)

Laura Houghtaling Ingalls was born at Brooklyn, New York, 14 December 1893. She was the first of two children of Francis Abbott Ingalls, a cotton goods merchant, and Laura McAlister Houghtaling Ingalls.

Laura Ingalls, 1920

Miss Ingalls lived in France prior to World War I, and returned there as a relief worker following the War. In 1920, she lived with her family in Tuxedo Park, New York, and was employed as a stenographer.

Laura Ingalls began flight training at Roosevelt Field, Long Island, New York, and completed her first solo flight on 23 December 1928.  In June 1929, she began training for a commercial pilot certificate at the Universal Flying School, Lambert Field, St. Louis Missouri.

Woman Pilot Finishes Studies

     Miss Laura Ingalls, who recently received a limited commercial license, has completed her studies at the Universal Flying School and is taking the examination for a transport license under Inspector Fox. Miss Ingalls’ home is in New York, where she is said to have received several offers of work as a pilot.

St. Louis Post-Dispatch, Vol. 82, No. 212, Sunday, 6 April 1930, Page 6-I, Column 1

Ingalls qualified for her limited transport license, 12 April 1930. (After qualifying for an F.C.C. radio-telephone operator license in 1934, her restricted transport license was upgraded to Scheduled Airline Transport Pilot, 26 January 1935.) Her pilot certificate number was 9330.

Laura Ingalls with her de Havilland DH.60G Gipsy Moth, circa 1930. The emblem is the logo of the Moth Aircraft Corporation of Lowell, Massachusetts, the owner of Miss Ingall’s airplane.(Parks Airport)

Laura Ingalls first gained public attention when she performed 344 consecutive loops with a de Havilland DH.60G Gipsy Moth at St. Louis, NR9720 (c/n 885), 4 May 1930. Three weeks later, she increased the number of loops to 980. On August 13, she completed 714 consecutive barrel rolls in the same airplane. (At the time, the airplane was a demonstrator for the Moth Aircraft Corporation, Lowell, Massachusetts, which was licensed by de Havilland to produce the DH.60 in the United States. Kits were built in England, then assembled in Massachusetts. Miss Ingalls later purchased the airplane, 23 June 1930.)

Laura Houghtaling Ingalls rests against the lower wing of her de Havilland DH.60G Gipsy Moth while its engine idles, October 1930. The forward cockpit is covered.

Miss Ingalls was the first woman to fly across the country from East to West. In 5 October 1930, she flew NR9720 from Roosevelt Field to Grand Central Air Terminal at Glendale, California, arriving 9 October. The flight required nine fuel stops, and took 30 hours and 27 minutes over four days.

Between 28 February and 25 April 1934, Laura Ingalls flew a Lockheed Model 3 Air Express, NR974Y, on a 17,000-mile (27,400 kilometers) solo flight around South America and over the Andes mountain range.

Laura Ingalls with her Lockheed Model 3 Air Express, NR974Y. (CTIE/Monash University)

Laura Ingalls was awarded the Harmon Aviatrix Trophy for 1934.

Ingalls flew her Orion in the 1936 Bendix Trophy Race, finishing in second place behind Louise Thaden, with an elapsed time of 15 hours, 39 minutes.

Miss Ingalls bought a Ryan ST-A low-wing monoplane, NC18901 (c/n 179), which was powered by a 125 horsepower Menasco C4 Pirate inverted 4-cylinder engine. The Ryan ST was developed into the Ryan PT-16–22 military trainers of World War II.

In 1939, Laura Ingalls dropped political leaflets during a 2-hour flight over Washington, D.C. On landing, she was met by representatives of the Civil Aeronautics Administration. Her pilot’s license was suspended by the C.A.A. for violating the airspace surrounding The White House. Some sources indicate that the license was later revoked.

After the United States entered World War II, Miss Ingalls was arrested for acting as an unregistered paid agent of Nazi Germany. At trial, she was convicted. She served 1 year, 7 months, 15 days in prison. (Ingalls was initially incarcerated at the federal prison in Washington, D.C., but after having been severely beaten by other prisoners, she was transferred to the womens’ prison in Alderson, West Virginia.)

Laura Houghtaining Ingalls died at her home in Burbank, California, 10 January 1967, at the age of 73 years. Her ashes were interred at Wiltwyck Cemetery, Kingston, New York.

Laura Ingalls with her Ryan ST-A, NC18901, circa 1937. (SDASM)

¹ An auto-da-fé was a public act of penance required of condemned heretics prior to their execution during the Spanish Inquisition. The meaning of the reference on Ingall’s Orion is unknown.

© 2019, Bryan R. Swopes

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31 May–1 June 1967

Left to Right: Major Herbert Zehnder, USAF; Igor Sikorsky; Major Donald B. Murras, USAF, at Le Bourget, 1 June 1967.
Major Herbert R. Zehnder, USAF; Igor Sikorsky; Major Donald B. Murras, USAF, at le Bourget, 1 June 1967. (Sikorsky Historical Archives)

At 0105 hours, 31 May 1967, two Sikorsky HH-3E Jolly Green Giant helicopters, 66-13280 and 66-13281, from the 48th Aerospace Rescue and Recovery Squadron, United States Air Force, took off from Floyd Bennett Field, New York, and flew non-stop across the Atlantic Ocean to the Paris Air Show. They arrived at Le Bourget at 1351 hours, 1 June.

“H-211,” one of two 48th ARRS Sikorsky HH-3E Jolly Green Giant helicopters, lands at Le Bourget after a non-stop trans Atlantic flight, 1 June 1967. (Sikorsky Historical Archives)

The flight covered 4,271 miles (6873.5 kilometers) and took 30 hours, 46 minutes. Nine in-flight refuelings were required from Lockheed HC-130P Combat King tankers. The aircraft commanders were Major Herbert Zehnder and Major Donald B. Murras. Each helicopter had a crew of five.

Flight crews of the two 48th ARRS Sikorsky HH-3E Jolly Green Giant helicoptersat Le Bourget after a non-stop trans Atlantic flight, 1 June 1967. Major Zehnder is in the back row, at left.

Major Zehnder, in H-211, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Recognized Course for helicopters, with an average speed of 189.95 kilometers per hour (118.03 miles per hour). This record still stands.¹

The route of the two 48th ARRS Sikorsky HH-3E Jolly Green Giant helicopters from New York to Paris. (Sikorsky Archives News, July 2017)
Lieutenant Colonel Travis Wofford, United States Air Force.
Lieutenant Colonel Travis Wofford, United States Air Force.

Both Jolly Green Giants, serial numbers 66-13280 and 66-13281, were later assigned to the 37th Air Rescue and Recovery Squadron. Both were lost in combat during the Vietnam War.

66-13280, “Jolly Green 27” crashed at Kontum, Republic of South Vietnam, 15 April 1970. The pilot, Captain Travis H. Scott, Jr., was killed, and flight engineer Gerald E. Hartzel later died of wounds. The co-pilot, Major Travis Wofford, was awarded the Air Force Cross and the Cheney Medal for his rescue of the crewmembers from the burning helicopter. Captain Scott was posthumously awarded the Air Force Cross.

66-13281, “Jolly Green 28,” was shot down over Laos, 24 October 1969. The crew was rescued and the helicopter destroyed to prevent capture. The pararescueman, Technical Sergeant Donald G. Smith, was awarded the  Air Force Cross for the rescue of the pilot of “Misty 11.” He was also awarded the Airman’s Medal.

Master Sergeant Donald G. Smith, United States Air Force.
Master Sergeant Donald G. Smith, United States Air Force.

Major Herbert Zehnder flew another Sikorsky HH-3E, 65-12785, to intentionally crash land inside the Sơn Tây Prison Camp, 23 miles (37 kilometers) west of Hanoi, North Vietnam. He was awarded the Silver Star.

The SH-3A Sea King (Sikorsky S-61) first flew 11 March 1959, designed as an anti-submarine helicopter for the U.S. Navy. The prototype was designated XHSS-2 Sea King. In 1962, the HSS-2 was redesignated SH-3A Sea King. Many early production aircraft were upgraded through SH-3D, SH-3G, etc. In addition to the original ASW role, the Sea Kings have been widely used for Combat Search and Rescue operations. Marine One, the call sign for the helicopters assigned to the President of the United States, are VH-3D Sea Kings.

A Sikorsky HH-3E Jolly Green Giant (66-13290) of the 37th Air Rescue and Recovery Squadron, hovering in ground effect at Da Nang, Republic of South Vietnam, 1968. (U.S. Air Force)

The Sikorsky HH-3E (Sikorsky S-61R) earned the nickname Jolly Green Giant during the Vietnam War. It is a dedicated Combat Search and Rescue (CSAR) helicopter flown by the U.S. Air Force, based on the CH-3C transport helicopter. The aircraft is flown by two pilots and the crew includes a flight mechanic and gunner. It is a large twin-engine helicopter with a single main rotor/tail rotor configuration. It has retractable tricycle landing gear and a rear cargo ramp. The rear landing gear retracts into a stub wing on the aft fuselage. The helicopter has an extendable inflight refueling boom.

The HH-3E is 72 feet, 7 inches (22.123 meters) long and 18 feet, 10 inches (5.740 meters) high with all rotors turning. The main rotor has five blades and a diameter of 62 feet (18.898 meters). Each blade has a chord of 1 foot, 6.25 inches (0.464 meters). The main rotor turns at 203 r.p.m., counter-clockwise, as seen from above. (The advancing blade is on the right.) The tail rotor also has five blades and has a diameter of 10 feet, 4 inches (3.150 meters). The blades have a chord of 7–11/32 inches (0.187 meters). The tail rotor turns clockwise as seen from the helicopter’s left. (The advancing blade is below the axis of rotation.) The tail rotor turns 1,244 r.p.m.

A Sikorsky HH-3E Jolly Green Giant refuels in flight from a Lockheed HC-130 Combat King. (U.S. Air Force)
A Sikorsky HH-3E Jolly Green Giant refuels in flight from a Lockheed HC-130 Combat King. (U.S. Air Force)

The HH-3E has an empty weight of 13,341 pounds (6,051 kilograms). The maximum gross weight is 22,050 pounds (10,002 kilograms).

The Jolly Green Giant is powered by two General Electric T58-GE-5 turboshaft engines, which have a Maximum Continuous Power rating of 1,400 shaft horsepower, each, and Military Power rating of 1,500 shaft horsepower. The main transmission is rated for 2,500 horsepower, maximum.

The HH-3E has a cruise speed of 154 miles per hour (248 kilometers per hour) at Sea Level, and a maximum speed of 177 miles per hour (285 kilometers per hour), also at Sea Level. The service ceiling is 14,000 feet (4,267 meters). The HH-3E had a maximum range of 779 miles (1,254 kilometers) with external fuel tanks.

The Jolly Green Giant can be armed with two M60 7.62 mm machine guns.

Sikorsky built 14 HH-3Es. Many CH-3Cs and CH-3Es were upgraded to the HH-3E configuration. Sikorsky built a total of 173 of the S-61R series.

Sikorsky HH-3E Jolly Green Giant 67-14709 at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio. (U.S. Air Force)
Sikorsky HH-3E Jolly Green Giant 67-14709 at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio. (U.S. Air Force)

¹ FAI Record File Number 2092

© 2017, Bryan R. Swopes

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2–3 May 1923

Lieutenants John A. Macready and Oakley G. Kelly with their Fokker T-2. (NASM)
Captain John A. Macready, Air Service, United States Army. (U.S. Air force)

2–3 May 1923: Air Service, United States Army, pilots Lieutenant John Arthur Macready and Lieutenant Oakley George Kelly made the first non-stop transcontinental flight. Their airplane was a Nederlandse Vliegtuigenfabriek Fokker T-2 single-engine monoplane, U.S. Army serial number A.S. 64233.

The two aviators took off from Roosevelt-Hazelhurst Field, Long Island, New York, at 12:30 p.m., Eastern Time, and landed at Rockwell Field (now, NAS North Island), San Diego, California, the next day at 12:26 p.m., Pacific Time. They had flown 2,470 miles (3,975 kilometers) in 26 hours, 50 minutes, 38.8 seconds, for an average speed of 91.996 miles per hour (148.053 kilometers per hour).

Macready and Kelly had made two previous attempts, flying West-to-East to take advantage of prevailing winds and the higher octane gasoline available in California. The first flight was terminated by weather, and the second by engine failure.

Fokker T-2 A.S. 64233 (FAI)
Fokker T-2 A.S. 64233 (FAI)

The Fokker F.IV was built by Anthony Fokker’s Nederlandse Vliegtuigenfabriek at Veere, Netherlands, in 1921. The Air Service purchased two and designated the type T-2, with serial numbers A.S. 64233 and A.S. 64234.

Several modifications were made to prepare the T-2 for the transcontinental flight. Normally flown by a single pilot in an open cockpit, a second set of controls was installed so that the airplane could be controlled from inside while the two pilots changed positions. Additional fuel tanks were installed in the wing and cabin.

Fokker T-2 A.S. 64223. (Sally M. Macready Foundation Collection/NASM)

The Fokker F.IV was a single-engine, high-wing monoplane with fixed landing gear. It was flown by a single pilot in an open cockpit which was offset to the left of the airplane’s centerline. The airplane was designed to carry 8–10 passengers in an enclosed cabin. The F.IV was a scaled-up version of the preceding F.III. It was built of a welded tubular steel fuselage, covered with three-ply plywood. The wing structure had plywood box spars and ribs, and was also covered with three-ply plywood.

For its time, the Fokker was a large airplane. Measurements from the Fokker T-2 at the Smithsonian Institution are: 49 feet, 10 inches (15.189 meters) long, with a wing span of 80 feet, 5 inches (24.511 meters), and height 12 feet, 2 inches (3.708 meters). On this flight, it carried 735 gallons (2,782 liters) of gasoline in three fuel tanks. When it took off from Long Island, the gross weight of the T-2 was 10,850 pounds (4,922 kilograms), only a few pounds short of its maximum design weight.

Fokker T-2, A.S. 64223. (The biplane is a Verville-Sperry M-1.) (Harris & Ewing)

The Fokker F.IV was offered with a choice of engines: A Rolls-Royce Eagle IX V-12, Napier Lion II “broad arrow” W-12, or Liberty L-12 V-12. The T-2 was powered by a water-cooled, normally-aspirated, 1,649.336-cubic-inch-displacement (27.028 liter) Ford-built Liberty L-12 single overhead cam (SOHC) 45° V-12 engine with a compression ratio of 5.4:1. (Serial number A.S. No. 5142) The Liberty produced 408 horsepower at 1,800 r.p.m. The L-12 as a right-hand tractor, direct-drive engine. Installed on A.S. 64233, the engine turned turned a two-bladed Curtiss fixed-pitch walnut propeller with a diameter of 10 feet, 5 inches (3.175 meters). The Liberty 12 was 5 feet, 7.375 inches (1.711 meters) long, 2 feet, 3.0 inches (0.686 meters) wide, and 3 feet, 5.5 inches (1.054 meters) high. It weighed 844 pounds (383 kilograms).

Lieutenant Oakley G. Kelly, U.S. Army Air Service (FAI)
First Lieutenant Oakley G. Kelly, U.S. Army Air Service (FAI)

John Macready and Oakley Kelley won the 1923 Mackay Trophy for this flight. Macready had previously won the award in 1921 and 1922. He is the only pilot to have won it three times.

During testing to determine the feasibility of the flight, on 16–17 April 1923, Lieutenant Kelly and Lieutenant Macready set six Fédération Aéronautique Internationale (FAI) World Records for speed, distance and duration, flying the Fokker T-2. At Wilbur Wright Field, Dayton, Ohio, they flew 2,500 kilometers (1,553.428 miles) at an average speed of 115.60 kilometers per hour (51.83 miles per hour); 3,000 kilometers (1,864.114 miles) at 115.27 kilometers per hour (71.63 miles per hour); 3,500 kilometers (2,174.799 miles) at 114.82 kilometers per hour (71.35 miles per hour); 4,000 kilometers (2,485.485 miles) at 113.93 kilometers per hour (70.79 miles per hour); flew a total distance of 4,050 kilometers (2,517 miles); and stayed aloft for 36 hours, 4 minutes, 34 seconds. Their overall average speed was 112.26 kilometers per hour (69.76 miles per hour) seconds.

The United States Army transferred Fokker T-2 A.S. 64223, to the Smithsonian Institution in January 1924. It is on display at the National Air and Space Museum.

U.S. Army Air Service Fokker T-2, A.S. 64223, on display at the Smithsonian Institution, National Air and Space Museum. (NASM)

© 2019, Bryan R. Swopes

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