“David Hempleman-Adams, left, with Saint John resident Jim Rogers on Sept. 26, 2003, just before the balloon launch.” (Kings County Record)
26 September 2003: At 2:38 a.m., Friday, David Kim Hempleman-Adams, O.B.E., lifted off from the athletic field of Sussex Elementary School, Sussex, New Brunswick, Canada, in his Rozière balloon on a four-day transatlantic flight. Hempleman-Adams was in an open 7 feet × 3 feet (2.1 × 0.9 meters) wicker basket.
Hempleman-Adam’s Cameron R-90 being prepared for takeoff on a previous transatlantic attempt, 27 June 2003, at Mount Pleasant, Pennsylvania. (AP Photo/Gene J. Puskar)
The balloon was built by Cameron Balloons, Ltd., Bristol, in 2000. It was a Cameron R-90, serial number 4751. The balloon was first registered 31 March 2000, as G-BYZX.
The R-90 is a Rozière balloon, which has separate chambers for helium and heated air. This allows the aeronaut to control the balloon’s buoyancy, but the hybrid type uses much less fuel than a hot-air balloon. The type is named after its inventor, Jean-François Pilâtre de Rozier. The Fédération Aéronautique Internationale places the Cameron R-90 in the free balloon sub-class AM-08, for mixed balloons with a volume of 2,200–3,000 cubic meters (77,692–105,944 cubic feet).
G-BYZX had a maximum takeoff weight of 2,654 kilograms (5,851 pounds).
Hempleman Adams had previously flown G-BYZX, then named Britannic Challenge, to the North Pole, on 3 June 2000. Following his transatlantic flight, he would use it to set a FAI World Record for Altitude of 12,557 meters (41,198 feet), 23 March 2004.
During the first day, Hempleman-Adams’ balloon gradually rose to an altitude of 8,000 feet (2,438 meters) as it drifted eastward. On the second day he was at 10,000 feet (3,048 meters), and on Day 3 he reached a peak of 14,000 feet (4,267 meters).
The weather was very cold, with rain and snow. Hempleman-Adams said that the average temperature during the flight was -12 °C. (10.4 °F.). Ice built up on the balloon’s envelope, increasing its weight. It became heavy enough that the balloon began to descend. Hempleman-Adams was unable to prevent the descent by using the propane burners to heat the air and increase buoyancy, and was forced to lighten the balloon by jettisoning six propane cylinders.
During the third day, the balloon was hit by the shock waves of a Concorde supersonic airliner as it passed overhead at 30,000 feet (9,144 meters). Hempleman-Adams felt a very abrupt, but fortunately, brief, descent as a result.
G-BYZX reached the southwestern tip of Ireland at 8:30 a.m., BST, on 29 September, completing the transatlantic phase of his flight. The balloon continued to drift eastward, and at 6 p.m. on 30 September, came to rest near Hambleton, Lancashire, England. The total duration of the flight was 83 hours, 14 minutes, 35 seconds.
Sir David Kim Hempleman-Adams, K.C.V.O., O.B.E., K.St.J., D.L., is an interesting guy. He is the first person to have completed the True Adventurer’s Grand Slam, by reaching the North and South Poles, the North and South Magnetic Poles, and to have climbed the highest mountains on each of the seven continents. The Fédération Aéronautique Internationale online database currently credits him with 49 world aviation records.
David Hempleman-Adams waves at the camera after landing in England, 30 September 2003.
Joseph W. Kittinger, Jr., after setting an FAI World Record for Distance, Montenette, Italy, 18 September 1984. His deflated Yost GB55 helium balloon lies on the ground. (Joseph W. Kittinger Collection)Yost Mfg. Co. GB55 helium balloon, N53NY, being prepared at Caribou, Maine, 14 September 1984 (Orlando Sentinel)
14–18 September 1984: Colonel Joseph W. Kittinger II, United States Air Force (Retired), lifted of from Caribou, Maine, at the extreme northeast corner of the United States, aboard Rosie O’Grady’s Balloon of Peace, a 3,000-cubic-meter Yost GB55 helium-filled balloon, registered N53NY. 86 hours later, he came rest at Montenotte, Italy, having completed the very first solo transatlantic balloon flight.
Kittinger established four Fédération Aéronautique Internationale (FAI) World Records for Distance, having travelled 5,703.03 kilometers (3,543.70 miles).¹ These records still stand.
This was not the first time Joe Kittinger had ascended in a balloon. The previous year he had set two FAI distance records, covering 3,221.23 kilometers (2,001.58 miles) from Las Vegas, Nevada to Farmersville, New York.² But he is best known for his historic high-altitude balloon flights. On 2 June 1957, Joe Kittinger rode the Project MAN-HIGH I balloon to an altitude of 97,760 feet (29,490 meters). One 16 August 1960, aboard Excelsior III, Kittinger reached 102,800 feet (31,333 meters). He then stepped out of the gondola and began the longest free-fall parachute descent attempted.
During the Vietnam War, Joe Kittinger flew 483 combat missions during three tours. He shot down one enemy MiG-21 fighter, and was later himself shot down. He was captured and held at the infamous Hanoi Hilton for 11 months.
Joseph William Kittinger II, 1999. (MSGT Dave Nolan, United States Air Force)
Colonel Joseph William Kittinger II, United States Air Force (Retired) died 9 December 2022, in Orlando, Florida, at the age of 94 years. His remains were interred at the Arlington National Cemetery.
¹ FAI Record File Numbers 1045, 1046, 1047 and 1048
Beryl Markham steps out of the cockpit of the Percival Vega Gull, probably late August 1936. (Library of Congress)
4–5 September 1936: At 6:50 p.m., British Summer Time, Beryl Markham departed RAF Abingdon, Oxfordshire, England, aboard a turquoise blue and silver Percival P.10 Vega Gull, registration VP-KCC. Her intended destination was New York City, across the Atlantic Ocean in America.
The airplane flown by Mrs. Markham, serial number K.34, was brand-new, built for John Evans Carberry (formerly, 10th Baron Carbery) for his entry in The Schlesinger air race from London, England, to Johannesburg, South Africa. He loaned the airplane to her for the transatlantic flight on condition that she would return it to England by mid-September, in time for the start of the race.
Beryl Markham with the Percival P.10 Gull, VP-KCC. (HistoryNet)
Designed by Edgar Percival and built by Percival Aircraft Limited at Gravesend, the P.10 Vega Gull was a four-place, single engine monoplane with fixed landing gear. Known as the K-series, it was a development of the previous D-series Gull Six. The airplane was 25 feet, 6 inches (7.772 meters) long with a wingspan of 39 feet, 6 inches (12.040 meters) and height of 7 feet, 4 inches (2.235 meters). The standard airplane had an empty weight of 1,740 pounds (789.25 kilograms) and loaded weight of 3,250 pounds (1,474.2 kilograms). K.34, the airplane flown by Markham, carried two auxiliary fuel tanks in the passenger compartment, for a total capacity of 255 gallons (965.3 liters).
The Vega Gull was powered by an air-cooled, normally-aspirated, 9.186 liter (560.573-cubic-inch-displacement) de Havilland Gypsy Six I, an inverted inline six-cylinder overhead valve (OHV) engine. The engine had a compression ratio of 5.25:1. It was rated at 184 horsepower at 2,100 r.p.m., and 205 horsepower at 2,350 r.p.m. for takeoff. The direct-drive engine turned a two-bladed Ratier variable-pitch propeller. The Gypsy Six I weighed 432 pounds (196 kilograms).
The Vega Gull had a cruising speed of 150 miles per hour (241 kilometers per hour) and a maximum speed of 174 miles per hour (280 kilometers per hour). The service ceiling was 17,000 feet (5,181.6 meters). Estimated range with the auxiliary fuel tank was 3,800 miles (6,115.5 kilometers).
John E. Carberry’s brand-new Percival P.10 Vega Gull, VP-KCC, The Messenger, is rolled out of the Percival Aircraft Limited hangar at Gravesend. (Unattributed)
John Carberry was a resident of Colony and Protectorate of Kenya so the new airplane received the civil registration marking, VP-KCC. It was named The Messenger.
Beryl Markham was an experienced airplane pilot who had most recently been employed as Chief Pilot, Air Cruisers Limited, owned by a French financier, François Dupré. She was certified both as a pilot and an aircraft mechanic, and had recently had her pilot’s license endorsed for “All Types.”
Percival P.10 Vega Gull K.34 VP-KCC, The Messenger. (NPR)
Mrs. Markham and the airplane were ready for the solo transoceanic flight by 1 September, but were delayed by bad weather, with worse forecast. Captain Percival had recommended that she start from RAF Abingdon because its 1 mile runway (1.6 kilometers) would give the overweight airplane a longer takeoff run.
By the 4th, however, she was impatient with waiting and decided to takeoff regardless of the weather. She arrived at the airfield at about 5:00 p.m. Her takeoff was delayed while the runway was cleared of a wrecked bomber that had been overturned by the high winds.
Because of the high winds, the Vega Gull was airborne in just 600 yards (550 meters).
Beryl Markham and the Percival P.10 Vega Gull K.34, with Kenyan civil registration VP-KCC, westbound over England, 4 September 1936. (Henry How, Daily Mirror)
From the start, Markham encountered heavy rain, low clouds, fog, and gale force winds. Almost immediately, her carefully-prepared chart was blown out of a cockpit window. She flew most of the distance at an altitude of about 2,000 feet (610 meters). If she climbed higher, the rain turned to ice. If she flew lower she was in danger of the winds forcing her into the sea below. She had hoped to have the light of a nearly full moon as she crossed the Atlantic at night but the weather was so bad that she flew by reference to her instruments for the entire crossing.
During the transatlantic flight the Percival Vega Gull was sighted by several ships which reported her position. Although the airplane had a cruising speed of 150 miles per hour (241 kilometers per hour), because of the headwinds, Markham estimated her rate of advance at just 90 miles per hour (145 kilometers per hour). With the airplane running on fuel from the final tank, which should have lasted 11 hours, the gauge indicated that it was being consumed at a higher rate. She estimated her position as nearing Newfoundland but with rain, clouds and fog, she was only able to see brief views of the ocean below.
The dawn broke through the clouds. The wind changed and I stopped being so silly. I wouldn’t have imagined that there was an expanse of desolation so big in the whole world as the waste of sky and water I saw go past me since I left Abingdon. . . It was fog, rain, sleet for hours on end. If I climbed it was sleet, if I dropped it was rain. If I skimmed the sea it was fog. I couldn’t see anything beyond my wingtips. . .
That tank, on which I was banking my all, didn’t last eleven hours. It lasted nine hours and five minutes. . . I watched that tank getting emptier and emptier and still saw nothing but sea and clouds and mist. . . I could see nothing to save me. Good old Messenger was going to stop any moment and I said to myself, “If I’m going to go, now is the time to get ready for it.” The only thing anywhere around was fog, great hefty banks of it. And then I saw the coast. The beautiful coast. I’ve never seen land so beautiful. . . But then the engine began to go “put, put, put.”
. . . I knew then that I had to come down and made for the beach. I couldn’t land there; there was nothing but great big rocks and Messenger and I would have been dashed to pieces. I went inland.
My engine was missing badly now. It was sheer agony to watch my petrol gauge . . . I peered around for a field to land on. I was still peering when the engine stopped.
—Beryl Markham, quoted in Straight on Till Morning, by Mary S. Lovell, St. Martin’s Press, New York, 1987, Chapter 9 at Pages 177–178.
The field turned out to be a peat bog at Baliene Cove on Cape Breton Island, Nova Scotia, Canada. The airplane nosed over in the soft surface. Beryl Markham struck her head and was briefly knocked unconscious. She soon climbed out of the damaged Vega Gull and was taken to a nearby farm where help soon arrived.
Beryl Markham did not reach her intended destination of New York City. But what she did accomplish was the first East-to-West solo crossing of the Atlantic Ocean by a woman. Although Amelia Earhart had flown solo across the Atlantic in her Lockheed Vega four years earlier, her crossing was West-to-East. Because of the prevailing weather patterns, the westerly crossing is considered much more difficult.
Beryl and The Messenger returned to England aboard the passenger liner RMS Queen Mary. Although the damage was repaired, it was not in time to compete in The Schlesinger. John Carberry sold VP-KCC to Dar-es-Salaam Airways. It was written off in Tanganyika in August 1937, and de-registered in March 1938.
Beryl Markham was a remarkable woman whose exploits are too great to touch on here. She wrote West with the Night, which was considered by author Ernest Hemingway to be “a bloody wonderful book.” She died at her home in Nairobi, Kenya, 3 August 1986, at the age of 83.
Beryl Markham, with her forehead bandaged, after her historic solo transatlantic flight, 5 September 1936. (Boston Public Library)Beryl Markham, with her forehead bandaged, after her historic solo transatlantic flight, 5 September 1936. (Unattributed)
Breguet Br.19 TF Super Bidon Point d’Interrogation
1 September 1930: At 10:54 a.m., local time (09:54 G.M.T.), Dieudonné Costes and Maurice Bellonte ¹ took off from the Aéroport de Paris – Le Bourget, in a red Breguet Br.19 TF Super Bidon. Their destination was New York, non-stop across the North Atlantic Ocean. At 6:12:30 p.m., Eastern Daylight Time, 2 September (22:12:30 G.M.T.), they landed at Curtiss Field, Valley Stream, Long Island, New York. The two aviators had flown 5,913 kilometers (3,674 statute miles, 3,193 nautical miles) in a total elapsed time of 37 hours, 18 minutes, 30 seconds.
“Solid black line shows the course that Costes and Bellonte took from Paris. The broken line is the famous Lindbergh route.” (The Brooklyn Daily Times, Wednesday, 3 September 1930, Page 3, Columns 4–6)
More than 25,000 people, including Charles A. Lindbergh, were waiting at Valley Stream to welcome the two French aviators to America.
Breguet Br.19 TF Super Bidon Point d’Interrogation
The Breguet Br.19 TF Super Bidon was named Point d’Interrogation (“Question Mark”—?), because one of the flight’s sponsors—the Coty fragrance company—was a mystery. The airplane is a single-engine, two-place sesquiplane: a biplane with the span of the lower wing substantially shorter than the upper. It was a specially-built long-distance racer which had made its first flight two years earlier, on 23 July 1928. Since then it had been modified from the original TR configuration by lengthening the fuselage, increasing the wing span and the vertical gap between the wings, and increasing the fuel capacity.
The Br.19 TF was 10.718 meters (35 feet, 1.2 inches) long, with an upper wingspan of 18.300 meters (60 feet, 0.5 inches) and lower span of 11.496 meters (37 feet, 8.6 inches). The airplane’s height was 4.080 meters (13 feet, 4.6 inches). The total wing area was 61.940 square meters (666.717 square feet). The Super Bidon had an empty weight of 2,190 kilograms (4,828 pounds) and gross weight of 6,375 kilograms (14,054 pounds).
Costes and Bellonte at Boston, 1930 (Leslie Jones Collection, Boston Public Library)
Two main fuel tanks were placed between the engine and the crew’s cockpits. The tanks’ walls made up the fuselage surface in that area. The total fuel capacity was 5,570 liters (1,471 U.S. gallons), with two additional 166 liter (44 gallon) jettisonable tanks located under the lower wing. (These were removed just prior to takeoff.) The engine was provided with 220 liters of lubricating oil.
The Br.19 TF was powered by a liquid-cooled, normally-aspirated, 36.050 liter (2,199.892-cubic-inch-displacement) Société Française Hispano-Suiza 12Nb single-overhead-cam (SOHC) 60° V-12 engine, which produced 650 cheval-vapeur (641 horsepower) at 2,100 r.p.m. The direct-drive V-12 turned a two-bladed metal propeller.
The Super Bidon has a maximum speed of 250 kilometers per hour (155 miles per hour), and range of 6,700 kilometers (4,163 statute miles).
¹ Paris, Sept 1 (U.P.)—Dieudonné Coste and the Air Ministry have disagreed over the proper way to spell the famous flyer’s name.
Not long ago the flyer said he preferred to spell his name “Coste,” dropping the final”s.” which he used until a year ago. He signed autographs without the final “s” before departing for New York. The Air Ministry insisted, however, that the official spelling is “Costes.”
Coste’s name is pronounced to rhyme with “lost,” making the final letter silent.
Bellonte’s name is pronounced “Bell-ont,” to rhyme with “jaunt.”
24 July 1897: Amelia Mary Earhart was born at Atchison, Kansas. She was the older of two daughters of Edwin Stanton Earhart, an attorney, and Amelia Otis Earhart.
Amelia attended Hyde Park School in Chicago, Illinois, graduating in 1916. In 1917, she trained as a nurse’s aide with the Red Cross. While helping victims of the Spanish Flu epidemic, she herself contracted the disease and was hospitalized for approximately two months. In 1919 Earhart entered Columbia University studying medicine, but left after about one year.
Red Cross Nurse’s Aide Amelia Mary Earhart, circa 1917–1918. (Amelia Earhart Papers, Schlesinger Library, Radcliffe Institute, Harvard University)
Amelia first rode in an airplane at Long Beach, California with pilot Frank Monroe Hawks, 28 December 1920. The ten-minute flight began her life long pursuit of aviation. She trained under Mary Anita Snook at Kinner Field near Long Beach, California.
Earhart was the sixteenth woman to become a licensed pilot when she received her certificate from the National Aeronautic Association on behalf of the Fédération Aéronautique Internationale (FAI) on 16 May 1923.
Amelia Earhart’s first pilot’s license. (National Portrait Gallery)
Amelia Earhart became the first woman to cross the Atlantic Ocean by air when she accompanied pilot Wilmer Lower Stultz and mechanic Louis Edward Gordon as a passenger aboard the Fokker F.VIIb/3m, NX4204, Friendship, 17–18 June 1928. The orange and gold, float-equipped, three-engine monoplane had departed from Trepassey Harbor, Newfoundland and Labrador, Canada, and arrived at Burry Port on the southwest coast of Wales, 20 hours, 40 minutes later. (Although Earhart was a pilot with approximately 500 hours of flight experience at this time, she did not serve as one of the pilots on this flight.)
Fokker F.VIIb/3m Friendship at Southampton. (Historic Wings)
On 1 May 1930, the Aeronautics Branch, Department of Commerce, issued Transport Pilot’s License No. 5716 to Amelia Mary Earhart. On 25 June 1930, the newly-licensed commercial pilot set a Fédération Aéronautique Internationale World Record for Speed Over a a Closed Circuit of 100 Kilometers With a 500 Kilogram Payload, averaging 275.90 kilometers per hour (171.44 miles per hour) with her Lockheed Vega.¹ That same day, she set another World Record for Speed Over 100 Kilometers of 281.47 kilometers per hour (174.90 miles per hour).² About two weeks later, Earhart increased her Vega’s speed across a shorter, 3 kilometer course, with an average 291.55 kilometers per hour (181.16 miles per hour).³
Amelia Earhart was a charter member of The Ninety-Nines, Inc., an international organization of licensed women pilots. She served as their first president, 1931–1933.
On 7 February 1931, Miss Earhart married George Palmer Putnam in a civil ceremony at Noank, Connecticut. Judge Arthur P. Anderson presided. In a written prenuptial agreement, Miss Earhart expressed serious misgivings about marrying Mr. Putnam, and wrote, “. . . I shall not hold you to any medieval code of faithfulness to me nor shall I consider myself bound to you similarly.”
Amelia Earhart models a women’s flying suit of her own design. (Topical Press Agency/Getty Images)
Earhart had her own line of women’s fashions, made from wrinkle-free fabrics. She modeled for her own advertisements. In November 1931, Earhart was the subject of a series of photographs by Edward Steichen for Vogue, an American fashion magazine.
Amelia Earhart photographed for Vogue Magazine by Edward Steichen, November 1931.
At Warrington, Pennsylvania, 8 April 1931, Amelia Earhart (now, Mrs. George P. Putnam) flew a Pitcairn PCA-2 autogyro to an altitude of 5,613 meters (18,415 feet). Although a sealed barograph was sent to the National Aeronautic Association for certification of a record, NAA does not presently have any documentation that the record was actually homologated.
On the night of 20–21 May 1932, Amelia Earhart flew her Vega 5B from Harbor Grace, Newfoundland, solo and non-stop, across the Atlantic Ocean to Culmore, Northern Ireland. The distance flown was 2,026 miles (3,260.5 kilometers). Her elapsed time was 14 hours, 56 minutes. On 18 July 1932, Earhart was awarded the Distinguished Flying Cross by President Herbert Hoover, for “extraordinary achievement in aviation.”
Amelia Earhart with her red and gold Lockheed Vega 5B, NR7952, at Culmore, North Ireland, after her solo transatlantic flight, 21 May 1932. (National Library of Ireland)
Earhart next flew her Vega non-stop from Los Angeles, California, to New York City, New York, 24–25 August 1932, setting an FAI record for distance without landing of 3,939.25 kilometers (2,447.74 miles).⁴ Her Lockheed Vega 5B, which she called her “little red bus,” is displayed in the Barron Hilton Pioneers of Flight Gallery of the Smithsonian Institution National Air and Space Museum, Washington, D.C.
At 4:40 p.m., local time, 11 January 1935, Amelia Earhart departed Wheeler Field on the island of Oahu, Territory of Hawaii, for Oakland Municipal Airport at Oakland, California, in her Lockheed Vega 5C Special, NR965Y. She arrived 18 hours, 15 minutes later. Earhart was the first person to fly solo from Hawaii to the Mainland.
Amelia Earhart with her Lockheed Vega 5C, NR965Y, at Wheeler Field, 11 January 1935.(Getty Images/Underwood Archives)
Amelia Earhart is best known for her attempt to fly around the world with navigator Frederick J. Noonan in her Lockheed Electra 10E Special, NR16020, in 1937. She disappeared while enroute from Lae, Territory of New Guinea, to Howland Island in the Central Pacific, 2 July 1937. The massive search effort for her and her navigator failed, and what happened to her and Noonan remains a mystery.
Amelia Earhart and her Lockheed Electra Model 10E Special, NR16020.
Although the exact date of her death is not known, Amelia Mary Earhart (Mrs. George Palmer Putnam) was declared dead in absentia by the Superior Court, County of Los Angeles, 5 January 1939. (Probate file 181709)
George Palmer Putnam leaves the Los Angeles Superior Court after missing aviatrix Amelia Earhart was declared dead in absentia, 5 January 1939. (Los Angeles Times Photographic Archive , UCLA Library.)
