29 December 1944: Flying Officer Richard Joseph Audet, Royal Canadian Air Force, was a section leader of No. 411 Squadron, an RCAF squadron under the control of the Second Tactical Air Force, Royal Air Force. The squadron was based at an advanced airfield in The Netherlands.
In the early afternoon, Audet’s Yellow Section engaged a flight of twelve Luftwaffe fighters, four Messerchmitt Bf 109s and eight Focke-Wulf Fw 190s, near Rheine, in northwestern Germany.
Flying a Supermarine Spitfire LF Mk.IX .5, RR201, Flying Officer Audet led his section into the attack. He later reported:
I was leading Yellow section of 411 Squadron in the Rheine/Osnabruck area when Control reported Huns at Rheine and the squadron turned in that direction. An Me 262 was sighted and just at that time I spotted 12 e/a on our starboard side at 2 o’clock. These turned out to be a mixture of approximately 4 Me 109’s and 8 FW 190’s.
1) I attacked an Me 109 which was the last a/c in the formation of about twelve all flying line astern. At approximately 200 yds and 30° to starboard at 10,000 feet I opened fire and saw strikes all over the fuselage and wing roots. The 109 burst into flames on the starboard side of the fuselage only, and trailed intense black smoke. I then broke off my attack.
2) After the first attack I went around in a defensive circle at about 8500 feet until I spotted an FW 190 which I immediately attacked from 250 yards down to 100 yards and from 30° to line astern. I saw strikes over cockpit and to the rear of the fuselage. It burst into flames from the engine back, and as I passed very close over top of it I saw the pilot slumped over in his cockpit, which was also in flames.
3) My third attack followed immediately on the 2nd. I followed what I believed was an Me 109 in a slight dive. He then climbed sharply and his coupe top flew off at about 3 to 4,000 feet. I then gave a very short burst from about 300 yards and line astern and his aircraft whipped downwards in a dive. The pilot attempted or did bale out. I saw a black object on the edge of the cockpit but his ‘chute ripped to shreds. I then took cine shots of his a/c going to the ground and bits of parachute floating around. I saw this aircraft hit and smash into many flaming pieces on the ground. I do not remember any strikes on this aircraft. The Browning button only may have been pressed.
4) I spotted a FW 190 being pursued at about 5,000′ by a Spitfire which was in turn pursued by an FW 190. I called this Yellow section pilot to break and attacked the 190 up his rear. The fight went downwards in a steep dive. When I was about 250 yards and line astern of this 190 I opened fire. There were many strikes on the length of the fuselage and it immediately burst into flames. I saw this FW 190 go straight into the ground and burn.
5) Several minutes later while attempting to form my section up again I spotted an FW 190 from 4000 feet. He was at about 2000 feet. I dived down on him and he turned in to me from the right. Then he flipped around in a left hand turn and attempted a head-on attack. I slowed down to wait for the 190 to flypast in range. At about 200 yds and 20° I gave a very short burst, but couldn’t see any strikes. This a/c flicked violently, and continued to do so until he crashed into the ground. The remainder of my section saw this encounter and Yellow 4 (F/O McCracken) saw it crash in flames.
—Post Mission Report of Flying Officer R. J. Audet, 29 December 1944
This air battle had been Flying Officer Audet’s first engagement with enemy aircraft. It was over within a matter of minutes. For his actions of 29 December 1944, Richard Audet was awarded the Distinguished Flying Cross.
The KING has been graciously pleased to approve the following awards in recognition of gallantry and devotion to duty in the execution of air operations:—
Distinguished Flying Cross.
Flying Officer Richard Joseph Audet (Can/J.20136), R.C.A.F., 411 (R.C.A.F.) Sqn.
This officer has proved himself to be a highly skilled and courageous fighter. In December, 1944, the squadron was involved in an engagement against 12 enemy fighters in the Rheine/Osnabrück area. In a most spirited action, Flying Officer Audet achieved outstanding success by destroying 5 enemy aircraft. This feat is a splendid tribute to his brilliant shooting, great gallantry and tenacity.
Richard Joseph Audet was born 13 March 1922 at Lethbridge, Alberta, Canada. He was the sixth child of Paul Audet, a rancher, and Ediwisca Marcoux Audet. “Dickie” Audet rode a horse to school at the age of ten years, traveling about 18 miles (29 kilometers) every morning.
Audet studied at Garbutt Business College in Lethbridge, and worked as a stenographer and bookkeeper at RCAF Air Station High River.
Dick Audet enlisted in the Royal Canadian Air Force at Calgary, Alberta, 28 August 1941. He was trained as a fighter pilot and was commissioned as a Pilot Officer, 24 October 1942. His pilot’s wings were presented to him by The Right Honourable William Lyon MacKenzie King, tenth Prime Minister of the Dominion of Canada.
Pilot Officer Audet was sent to England, crossing the North Atlantic aboard ship and arriving 6 December 1942. He was assigned to the No. 6 Elementary Flying School at RAF Little Rissington, Gloucestershire, and then No. 17 Advanced Flying Unit at RAF Calvely, Nantwich, Cheshire. He was promoted to Flying Officer 23 April 1943, and transferred to No. 53 Operational Training Unit at RAF Heston, west of London, where he transitioned to the Supermarine Spitfire fighter.
Flying Officer Richard J. Audet married Miss Iris Christina Gibbons of Pinner, a village in the London Borough of Harrow, at Northhampton, Northamptonshire, England, 9 July 1944.
Audet joined No. 411 Squadron, Royal Canadian Air Force, 14 September 1944. He was promoted to the rank of Flight Lieutenant, 23 October 1944.
During January 1945, Flight Lieutenant Audet was credited with destroying another 6.5 enemy aircraft: 4.5 Focke-Wulf FW-190s (one shared) and two Messerschmitt Me 262 jet fighters (one on the ground), and a third Me 262, damaged.
On 3 March 1945, Flight Lieutenant Audet was strafing railway trains near Coesfeld, Coesfelder Landkreis, Nordrhein-Westfalen, Germany, when his Spitfire LF Mk.IXE, MK950, was shot down. The Spitfire was seen to crash in flames and explode. Audet was listed as missing in action, and was presumed to have been killed. His remains were not recovered.
On 9 March 1945, Flight Lieutenant Richard Joseph Audet was posthumously awarded a Bar to his Distinguished Flying Cross (a second award).
There is no grave for Dick Audet. His name appears with those of 20,287 others on the Runnymede Memorial, Surrey, England, and among the nearly 400 on the Lethbridge Cenotaph at Lethbridge, Alberta. Audet Lake, north of Fort McMurray, Alberta, and Rue Richard Joseph Audet in Saugenay, Quebec, were named in his honor.
The aircraft flown by Dick Audet on 29 December 1944, was a Supermarine Spitfire LF Mk.IX .5 (redesignated LF Mk.IXe in 1945), Royal Air Force serial number RR201. The identification letters on the fuselage were DB-G. It was built at built at the Castle Bromwich Aircraft Factory, at Warwickshire, West Midlands, in late summer or early fall 1944.
The Supermarine Spitfire was a single-place, single-engine low-wing monoplane of all-metal construction with retractable landing gear. The fighter had been designed by Reginald Joseph Mitchell CBE. The prototype first flew 5 March 1936.
The Spitfire LF Mk.IXe was optimized for low-altitude operations. The Spitfire F Mk.Vb was 29 feet, 11 inches (9.119 meters) long with a wingspan of 36 feet, 10 inches (11.227 meters) and overall height of 11 feet, 5 inches (3.480 meters). The exact dimensions of the LF Mk.IXe are not known but are presumably similar. Some Mk.IXe fighters had “clipped” wings, while others did not.
The LF Mk.IXe had an empty weight of 5,749 pounds (2,608 kilograms) and gross weight of 7,450 pounds (3,379 kilograms).
The Spitfire LF Mk.IXe was powered a liquid-cooled, supercharged, 1,648.959-cubic-inch-displacement (27.022 liters) Rolls-Royce Merlin 66 single overhead camshaft (SOHC) 60° V-12 engine with a compression ratio of 6.00:1. It was equipped with a two-speed, two-stage supercharger. The Merlin 66 was rated at 1,315 horsepower at 3,000 r.p.m. and 12 pounds per square inch boost (0.83 Bar), for Take Off; 1,705 horsepower at 3,000 r.p.m. at 5,750 feet (1,753 meters) and 1,580 horsepower at 3,000 r.p.m. at 16,000 feet (4,877 meters), with 18 pounds boost (1.24 Bar). These power ratings were obtained with 130-octane aviation gasoline. When 150-octane gasoline became available, the Merlin 66 was cleared to use 25 pounds of boost (1.72 Bar). The Merlin 66 had a propeller gear reduction ratio of 0.477:1 and drove a four-bladed Rotol Hydulignum (compressed laminated wood) propeller with a diameter of 10 feet, 9 inches (3.277 meters). The engine weighed 1,645 pounds (746 kilograms).
The Spitfire LF Mk.IXe had cruise speed of 220 miles per hour (354 kilometers per hour) at 20,000 feet (6,096 meters); a maximum speed of 384 miles per hour (618 kilometers per hour) at 10,500 feet (3,200 meters), and 404 miles per hour (650 kilometers per hour) at 21,000 feet (6,401 meters). Diving speed was restricted to 450 miles per hour (724 kilometers per hour) below 20,000 feet (6,096 meters). The airplane’s service ceiling was 42,500 feet (12,954 meters).
The Spitfire LF Mk.IXe was armed with two 20-milimeter Hispano Mk.II autocannon, with 135 rounds of ammunition per gun, and two Browning AN-M2 .50-caliber machine guns, with 260 rounds per gun. The .50-caliber machine guns were mounted in the wings, just inboard of the 20 mm cannon.
© 2018, Bryan R. Swopesby
11 December 1941: Pilot Officer John Gillespie Magee, Jr., Royal Canadian Air Force, an American serving in England before the United States entered World War II, was killed when his Supermarine Spitfire collided with another airplane in clouds over the village of Roxholm, Lincolnshire, England. He was only 19 years old.
Magee was born in China, the son of Anglican missionaries. His father was an American, giving him American citizenship, and his mother was from England. He was educated in the missionary schools until 1931 when his mother took him to England to continue his education at the Rugby School in Wawickshire.
In 1939, Magee traveled to the United States to visit his father’s family in Pittsburgh, but because of the outbreak of World War II, he was unable to return to England. While in America, he continued his schooling at the Old Avon Farms School in Connecticut and won a scholarship to Yale University.
Instead of studying at Yale, in 1941, John Magee enlisted in the Royal Canadian Air Force. After completing flight training, he was sent to England. Once there he went through operational training in the Supermarine Spitfire and was assigned to No. 412 (Fighter) Squadron at RAF Digby, Scopwick Heath, and then at RAF Wellingore, Navenby, both in Lincolnshire.
At approximately 11:30 a.m., 11 December 1941, Pilot Officer Magee was flying his Supermarine Spitfire Mk.Vb, AD291, squadron markings VZ-H. He and three other pilots from No. 412 Squadron descended through a hole in the clouds. At 1,400 feet (427 meters), Magee’s Spitfire collided with an Airspeed A.S. 10 Oxford twin-engine trainer, T1052.
A witness said that he saw the Spitfire pilot struggle to open the airplane’s canopy, then stand up in the cockpit and jump from the doomed fighter. The pilot was too close to the ground for his parachute to open.
Both airplanes crashed. Pilot Officer John Gillespie Magee, Jr. was killed, as was the pilot of the other airplane, Leading Aircraftman Ernest Aubrey Griffin.
Pilot Officer Magee is best known for his poem, High Flight:
Oh! I have slipped the surly bonds of Earth
And danced the skies on laughter-silvered wings;
Sunward I’ve climbed, and joined the tumbling mirth
of sun-split clouds,—and done a hundred things
You have not dreamed of—wheeled and soared and swung
High in the sunlit silence. Hov’ring there,
I’ve chased the shouting wind along, and flung
My eager craft through footless halls of air. . . .
Up, up the long, delirious, burning blue
I’ve topped the wind-swept heights with easy grace
Where never lark nor ever eagle flew—
And, while with silent lifting mind I’ve trod
The high untrespassed sanctity of space,
Put out my hand, and touched the face of God
A less well-know poem by Magee is Per Ardua, written after his first combat mission, 8 November 1941.
(To those who gave their lives to England during the Battle of Britain and
left such a shining example for us to follow, these lines are dedicated.)
They must have climbed the white mists of the morning;
They that have soared, before the world’s awake,
To herald up their foemen to them, scorning
The thin dawn’s rest their weary folk might take;
Some that left other mouths to tell the story
Of high blue battle,—quite young limbs that bled;
How they had thundered up the clouds to glory
Or fallen to an English field stained red;
Because my faltering feet would fail I find them
Laughing beside me, steadying the hand
That seeks their deadly courage—yet behind them
The cold light dies in that once brilliant land …
Do these, who help the quickened pulse run slowly,
Whose stern remembered image cools the brow—
To the far dawn of Victory know only
Night’s darkness, and Valhalla’s silence now?
John Magee’s fighter was a Supermarine Spitfire F. Mk Vb, built at the Castle Bromwich Aircraft Factory, at Warwickshire, West Midlands, and delivered to the 45th Maintenance Unit at RAF Kinloss, Scotland, on 27 September 1941. The new airplane was assigned to No. 412 Squadron on 14 October.
The Supermarine Spitfire was a single-place, single-engine low-wing monoplane of all-metal construction with retractable landing gear. The fighter had been designed by Reginald Joseph Mitchell CBE. The prototype first flew 5 March 1936.
The Spitfire F. Mk Vb was 29 feet, 11 inches (9.119 meters) long with a wingspan of 36 feet, 10 inches (11.227 meters) and overall height of 11 feet, 5 inches (3.480 meters). It had an empty weight of 4,963 pounds (2,129 kilograms) and gross weight of 6,525 pounds (2,960 kilograms).
The Spitfire Vb was powered a liquid-cooled, supercharged, 1,648.959-cubic-inch-displacement (27.022 liters) Rolls-Royce Merlin 45 single overhead camshaft (SOHC) 60° V-12 engine with a single-speed, single-stage supercharger. It was rated at 1,185 horsepower at 3,000 r.p.m., at 11,500 feet (3,505 meters). The Merlin 45 drove a three-bladed Rotol constant-speed propeller with a diameter of 10 feet, 9 inches (3.277 meters).
The Spitfire Vb had a maximum speed of 371 miles per hour (597 kilometers per hour) at 20,100 feet (6,126 meters). It could reach 20,000 feet (6,096 meters) in 6 minutes, 24 seconds, and 30,000 feet (9,144 meters) in 12 minutes, 12 seconds. The Vb’s service ceiling 37,500 feet (11,430 meters), and its range was 470 miles (756 kilometers).
The Spitfire F. Mk Vb was armed with two 20-milimeter Hispano Mk.II autocannon, with 60 rounds of ammunition per gun, and four Browning .303-caliber Mark II machine guns, with 350 rounds per gun.
© 2016, Bryan R. Swopesby
MEDAL OF HONOR
MORGAN, JOHN C. (Air Mission)
Rank and organization: Second Lieutenant, U.S. Army Air Corps, 326th Bomber Squadron, 92d Bomber Group.
Place and date: Over Europe, 28 July 1943.¹
Entered service at: London, England. Born: 24 August 1914, Vernon, Texas.
G.O. No.: 85, 17 December 1943.
“For conspicuous gallantry and intrepidity above and beyond the call of duty, while participating on a bombing mission over enemy-occupied continental Europe, 28 July 1943.¹ Prior to reaching the German coast on the way to the target, the B17 airplane in which 2d Lt. Morgan was serving as copilot was attacked by a large force of enemy fighters, during which the oxygen system to the tail, waist, and radio gun positions was knocked out. A frontal attack placed a cannon shell through the windshield, totally shattering it, and the pilot’s skull was split open by a .303 caliber shell, leaving him in a crazed condition. The pilot fell over the steering wheel, tightly clamping his arms around it. 2d Lt. Morgan at once grasped the controls from his side and, by sheer strength, pulled the airplane back into formation despite the frantic struggles of the semiconscious pilot. The interphone had been destroyed, rendering it impossible to call for help. At this time the top turret gunner fell to the floor and down through the hatch with his arm shot off at the shoulder and a gaping wound in his side. The waist, tail, and radio gunners had lost consciousness from lack of oxygen and, hearing no fire from their guns, the copilot believed they had bailed out. The wounded pilot still offered desperate resistance in his crazed attempts to fly the airplane. There remained the prospect of flying to and over the target and back to a friendly base wholly unassisted. In the face of this desperate situation, 2d Lt. Officer Morgan made his decision to continue the flight and protect any members of the crew who might still be in the ship and for 2 hours he flew in formation with one hand at the controls and the other holding off the struggling pilot before the navigator entered the steering compartment and relieved the situation. The miraculous and heroic performance of 2d Lt. Morgan on this occasion resulted in the successful completion of a vital bombing mission and the safe return of his airplane and crew.”
John Cary Morgan was born 24 August 1914 at Vernon, Texas, the first of four children of Samuel Asa Leland Morgan, an attorney, and Verna Johnson Morgan. He was educated at the New Mexico Military Institute, and also attended Amarillo College, West Texas Teacher’s College and the University of Texas at Austin.
“Red” Morgan traveled to the South Pacific in 1934, working on a pineapple plantation in the Fiji Islands. He returned to the United States in 1937, arriving at the Port of Los Angeles from Suva, Fiji, aboard the Matson passenger liner S.S. Monterey, on 6 September, after a 12-day voyage.
Morgan married 20-year-old Miss Margaret Wilma Maples at the First Methodist Church, Oklahoma City, Oklahoma, 3 December 1939. The ceremony was performed by Rev. Lewis N. Stuckey. They were divorced, 1 May 1941.
Morgan registered for Selective Service at Oklahoma City, 16 October 1940. He was described as being 6 feet, 2 inches (1.88 meters) tall, weighing 180 pounds (81.7 kilograms), with red hair and blue eyes. Morgan had broken his neck in an oil field accident before the United States entered World War II, and had been classified 4-F by the draft board: “not qualified for military service.”
Morgan went to Canada and on 4 August 1941, enlisted in the Royal Canadian Air Force. After flight training, he was sent to England and assigned to RAF Bomber Command. Flight Sergeant Morgan flew twelve combat missions with the RAF. He was then transferred to the U.S. Army Air Corps with the warrant rank of Flight Officer. On 23 March 1943, Red Morgan was assigned to the 326th Bombardment Squadron (Heavy), 92nd Bombardment Group (Heavy), at RAF Alconbury (Army Air Force Station 102), at Huntingdon, Cambridgeshire, England.
The incident for which Morgan was awarded the Medal of Honor occurred during his fifth combat mission with the 326th Bombardment Squadron. He was the co-pilot of a Boeing B-17F-70-BO Flying Fortress, serial number 42-29802, named Ruthie II.
Promoted from flight officer to 2nd lieutenant, John C. Morgan continued to fly combat missions, now with the 482nd Bombardment Group (Pathfinder). On 6 March 1944, the H2X radar-equipped B-17 on which he was co-pilot, Douglas-Long Beach-built B-17F-70-DL 42-3491, was hit by an 88-millimeter anti-aircraft artillery shell and shot down. The aircraft commander, Major Fred A. Rabo, Lieutenant Morgan, and two others escaped as the airplane exploded. Six airmen were killed, including Brigadier General Russell A. Wilson.
The survivors were captured. Lieutenant Morgan spent the rest of the war as a prisoner at Stalag Luft I. He is the only Medal of Honor recipient to have been held as a Prisoner of War after being awarded the Medal.
Lieutenant Morgan was separated from active duty 29 January 1946, but remained in the Air Force Reserve. In the civilian sector, Morgan worked for the Texaco oil company.
Red Morgan married Chris Ziegler of Chicago, Illinois, who was a secretary for Texaco, in 1947. They had one son. According to an obituary in the New York Times, Morgan had a third wife, Gladys, at the time of his death.
Morgan was promoted to the rank of major in July 1950. Recalled to active duty during the Korean War (from June 1951 to August 1953), he was assigned to the Technical Training Command. Morgan was promoted to lieutenant colonel in August 1957.
Lieutenant Colonel John Cary Morgan, United States Air Force, died at Midlands Hospital, Papillon, Nebraska, 17 January 1991, at the age of 76 years. He was buried at Arlington National Cemetery.
Authors Beirne Lay, Jr., and Sy Bartlett used Morgan as the model for the character of “Lieutenant Jesse Bishop” in their novel, Twelve O’Clock High, and the Academy Award-winning 1949 motion picture adaptation that followed. The Jesse Bishop character was played by actor Robert Patten, a USAAF navigator during World War II.
¹ “Although both the original fact sheet and the official Medal of Honor citation give the date as 28 July 1943, official records of the 92d Bombardment Group pinpoint it as 26 July. See Memo, Lt. Col. Andre R. Brosseau, Operations Officer, Headquarters, 92d Bombardment Group to Commanding Officer, 92d Bombardment Group, subj: Report on Planning and Execution of Operations for Mission 26 July 1943, Hannover, Germany, 27 July 1943, Air Force Historical Support Division, Reference Branch documents. The memo does not detail Flight Officer Morgan’s actions but does pinpoint the mission to Hannover on 26 July 1943.” —Air Force Historical Support Division
© 2017, Bryan R. Swopesby
10–14 July 1938: Howard Robard Hughes, Jr., along with a crew of four, departed Floyd Bennett Field, Brooklyn, New York, on a flight to circle the Northern Hemisphere. His airplane was a Lockheed Super Electra Special, Model 14-N2, registered NX18973. Aboard were Harry P. McLean Connor, co-pilot and navigator; 1st Lieutenant Thomas L. Thurlow, United States Army Air Corps, navigator; Richard R. Stoddart, a field engineer for the National Broadcasting Company (NBC), radio operator; Edward Lund, flight engineer. Lieutenant Thurlow was the Air Corps’ expert on aerial navigation. Stoddart was an expert in radio engineering. Thurlow, Stoddart and Lund were also rated pilots.
Before they took off from Floyd Bennett Field, the Lockheed was christened New York World’s Fair 1939, in keeping with an agreement that Hughes had made with Grover Whalen and the fair’s organizers.
Howard Hughes and his crew departed Floyd Bennett Field at 7:19:10 p.m. on 10 July. The route of the flight was from Floyd Bennett Field to Le Bourget Aerodrome, Paris, France, a distance of 3,641 miles (5,860 kilometers), flown in an elapsed time of 16 hours, 38 minutes; Moscow, Russia, USSR, 1,640 miles (2,639 kilometers), 7:51; Omsk, Siberia, 1,400 miles (2,253 kilometers), 7:27; Yakutsk, Yakut ASSR, 2,158 miles (3,473 kilometers), 10:31; Fairbanks, Alaska, 2,457 miles (3,954 kilometers), 12:17; Minneapolis, Minnesota, 2,441 miles (3,928 kilometers), 12:02; and back to Floyd Bennett Field, 1,054 miles (1,696 kilometers) 4:26.
They arrived at Floyd Bennett Field at 2:34 p.m., 14 July. The distance flown was approximately 14,800 miles (23,818 kilometers) (sources differ). The total duration was 91 hours, 14 minutes, 10 seconds. The actual flight time was 71 hours, 11 minutes, 10 seconds. Average speed for the flight was 206.1 miles per hour (331.7 kilometers per hour).
The international organization for flight records, the Fédération Aéronautique Internationale, requires that a circumnavigation cross all meridians in one direction and be at least the length of the Tropic of Cancer, 22,858.729 miles (36,787.559 kilometers). Howard Hughes’ “around the world flight” circled the Northern Hemisphere and was at least 8,058 miles (12,968 kilometers) short of the required distance, so no official record was set. (The same is true of Wiley H. Post’s two earlier “around the world” flights which used a similar route.)
The National Aeronautic Association awarded the Aero Club Trophy (after 1944, known as the Robert J. Collier Trophy, or simply, The Collier Trophy) to Howard Hughes and his associates, “For their epoch making round the world flight in 91 hours and 14 minutes.” The Collier is an annual award, “. . . for the greatest achievement in aeronautics or astronautics in America, with respect to improving the performance, efficiency, and safety of air or space vehicles, the value of which has been thoroughly demonstrated by actual use during the preceding year.”
The Lockheed Super Electra 14-N2, serial number 1419, was offered to Hughes by the Lockheed Aircraft Company, Burbank, California, at no cost.
Company officials believed that publicity generated by an around-the-world flight would justify the expense. The airplane underwent modification for two months at the Burbank factory. The Curtiss-Wright Corporation provided new engines. Fuel capacity was increased to 1,844 gallons (6,980.3 liters). Three radio systems were installed.
The Lockheed Model 14 Super Electra was an all-metal, twin-engine, low-wing monoplane with retractable landing gear, designed as a medium-sized airliner. It was flown by two pilots and could carry up to 12 passengers. Based on aerodynamic studies carried out by Clarence L. “Kelly” Johnson on the earlier Model 10 Electra, the airplane was configured with an “H-tail”, with vertical fins and rudders placed at the ends of the horizontal stabilizer. This was a characteristic design feature for Lockheed aircraft through the 1950s.
The Model 14 was 44 feet, 4 inches (13.513 meters) long with a wingspan of 65 feet, 6 inches (19.964 meters) and overall height of 11 feet, 5 inches (3.480 meters). Hughes’ Model 14-N2 Special differed, but a Model 14-WF-62 airliner version had an empty weight of 10,750 pounds (4,876 kilograms), gross weight of 15,650 pounds (7,098 kilograms) and maximum takeoff weight of 17,500 pounds (7,938 kilograms). The airliner had maximum speed of 250 miles per hour (402 kilometers per hour) and a service ceiling of 24,500 feet (7,468 meters).
NX18973 was powered by two air-cooled, supercharged, 1,823.129-cubic-inch-displacement (29.875 liter) Wright Aeronautical Division Cyclone GR-1820-G102 nine-cylinder radial engines with a normal power rating of 900 horsepower at 2,200 r.p.m., and 1,100 horsepower at 2,200 r.p.m for take-off. The engines had a compression ratio of 6.7:1 and required 91-octane gasoline. They turned three-bladed Hamilton Standard constant-speed propellers through a 0.6875:1 gear reduction. The GR-1820-102 was 4 feet, 0.12 inches (1.222 meters) long, 4 feet, 7.10 inches (1.400 meters) in diameter, and weighed 1,275 pounds (578 kilograms).
Representative performance figures are maximum speed of 250 miles per hour (402 kilometers per hour) and a service ceiling of 24,500 feet (7,468 meters). NX19783 had an estimated maximum range of 4,500 miles (7,242 kilometers).
Following Hughes’ flight, NX18973 was returned to Lockheed. The manufacturer then sold the Super Electra to the Royal Canadian Air Force. It was assigned fuselage identification AX688. (A militarized version of the Super Electra was produced as the Hudson light bomber.)
On 10 November 1940, the Super Electra took off from Nairobi, Kenya, on a transcontinental ferry flight to from South Africa to Egypt. There were high winds and it was raining. After climbing to 500 feet (152 meters) AGL, the Lockheed banked to the left. It stalled, entered a spin and crashed. The wreck caught fire. All persons on board were killed.
© 2018, Bryan R. Swopesby