11 December 1945: Three days after Lieutenant Colonel Henry E. Warden and Captain Glen W. Edwards set a transcontinental speed record flying a prototype Douglas XB-42 from Long Beach California to Washington, D.C. in 5 hours, 17 minutes, Colonel Clarence S. Irvine and the crew of the B-29 Pacusan Dreamboat also set a record, flying from Burbank, California to overhead Floyd Bennett Field, New York, in 5 hours, 27 minutes, 8 seconds. The average speed for the 2,464-mile flight was 450.38 miles per hour (724.82 kilometers per hour).
Irvine was Deputy Chief of Staff, Pacific Air Command, 1944–1947. He flew the Pacusan Dreamboat on several record-setting flights, including Guam to Washington, D.C., and Honolulu, Hawaii to Cairo, Egypt. He rose to the rank of lieutenant general in the United States Air Force, and served as Deputy Chief of Staff for Materiel.
Pacusan Dreamboat was a Bell Aircraft Corporation B-29B-60-BA Superfortress, built at Marietta, Georgia. The B-29B was a lightweight variant of the B-29, intended for operation at lower altitudes. It did not have the four power gun turrets and 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. Pacusan Dreamboat was further lightened. The tail guns were removed and the tail reshaped.
The B-29B was equipped with four air-cooled, fuel-injected Wright R-3350-CA-2 Duplex Cyclone two-row 18 cylinder radial engines and specially-designed propellers. The engine nacelles were modified for improved cooling.
The Superfortress had been lightened to an empty weight of 66,000 pounds (29,937 kilograms). A standard B-29B weighed 69,000 pounds (31,298 kilograms) empty and 137,000 pounds (62,142 kilograms) fully loaded. Additional fuel tanks installed on the Dreamboat were able to carry 10,000 gallons (37,854 liters) of gasoline.
8 December 1945: Lieutenant Colonel Henry E. Warden and Captain Glen W. Edwards, U.S. Army Air Corps, flew the second prototype Douglas XB-42, serial number 43-50225, from Long Beach, California to Washington, D.C., in 5 hours, 17 minutes, 34 seconds, averaging 433.6 miles per hour (697.8 kilometers per hour).
The XB-42 (originally designated as an attack aircraft, XA-42) was as unusual design. It used two engines inside the fuselage to drive counter-rotating three-bladed propellers in a pusher configuration at the tail. This created a very low-drag aircraft that was much faster than similar sized and powered aircraft.
A pilot and co-pilot sat side-by-side under separate bubble canopies. (This was later changed to improve communication between the crew.) The third crewman, a navigator/bombardier, occupied the nose. The co-pilot also served as a gunner and could operate four remotely-controlled .50-caliber machine guns located in two retractable power turrets inside the trailing edge of the wings. Another two .50-caliber machine guns were fixed, aimed forward. The bomber was designed to carry a 8,000 pound (3,629 kilogram) bomb load.
The XB-42 was powered several variants of the Allison Engineering Company E-series V-1710 engines, confiured as combined power assembles, and driving a remote propeller gear box through five Bell P-39 Airacobra driveshafts. The starboard engine turned counter-clockwise and drove the rear propeller. The port engine turned clockwise and drove the forward propeller. These engines were the V-1710-E23 (V-1710-103), V-1710-E24 (V -1710-125) and V-1710-E23B (V-1710-129). The V-1710 was a liquid-cooled, supercharged 1,710.60-cubic-inch-displacement (28.032 liter) single-overhead-camshaft (SOHC) 60° V-12 aircraft engine with four valves per cylinder. The engines used in the XB-42 had two-stage superchargers and turbosuperchargers.
The V-1710-129 was an experimental turbocompound engine, in which an exhaust-driven turbocharger is coupled to the drive shaft to provide a direct power input. It had a compression ratio of 6.65:1 and required 100/130 octane aviation gasoline. The V-1710-129 had a continuous power rating of 1,050 horsepower at 2,600 r.p.m., at Sea Level, and takeoff/military power rating of 1,675 horsepower at 3,200 r.p.m. (1,100 horsepower at 3,000 r.p.m. at 25,000 feet (7,620 meters) ). The engines turned three-bladed, counter-rotating, Curtiss Electric propellers through a 2.773:1 gear reduction. The forward propeller had a diameter of 13 feet, 2 inches (4.013 meters) and the rear diameter was 13 feet (3.962 meters). The difference was to prevent interference of the blade tip vortices.
The airplane was 53 feet, 8 inches long (16.358 meters), with a wingspan of 70 feet, 6 inches (21.488 meters). Empty weight was 20,888 pounds (9,475 kilograms), with a maximum gross weight of 35,702 pounds (16,194 kilograms). The prototype’s cruising speed was 310 miles per hour (499 kilometers per hour) and its maximum speed was 410 miles per hour (660 kilometers per hour) at 23,500 feet (7,163 meters). The service ceiling was 29,400 feet (8,961 meters). The XB-42’s normal range was 1,840 miles (2,961 kilometers).
Glen W. Edwards graduated from the University of California, Berkeley and soon after enlisted in the U.S. Army Air Corps. He was commissioned as a second lieutenant in February 1942 after completing flight training. Edwards flew 50 combat missions in the Douglas A-20 Havoc attack bomber during the North Africa and Sicily campaigns of World War II. He returned to the United States and was assigned to the Pilot Standardization Board, but was then sent to train as a test pilot at Wright Field. He tested the Northrop XB-35 flying wing and the Convair XB-46. He was recommended to fly the Bell X-1 rocket plane, but when that assignment went to Chuck Yeager, Edwards was sent to Princeton University, Princeton, New Jersey, to study aeronautical engineering.
Captain Edwards was killed along with four others while test flying the Northrop YB-49 “Flying Wing” in 1948. In 1949, Muroc Air Force Base, California, was renamed Edwards Air Force Base in his honor.
Colonel Henry E. (“Pete”) Warden (1915–2007) flew Curtiss P-40 Warhawks with the 20th Pursuit Squadron in the Philippine Islands at the beginning of World War II. He was evacuated from Bataan to Australia, where he set up and ran the air logistics system for several years, before being sent to Wright Field.
After World War II, Warden was responsible for the development of the Convair B-36, Boeing B-47 and the Boeing B-52. He was called the “Father of the B-52.” After retiring from the Air Force, Colonel Warden went to work for North American Aviation on the B-70 Valkyrie program.
XB-42 43-50224 flew for the first time 1 August 1944. On 16 December 1945, it was on a routine flight from Bolling Field, Washington, D.C., with Lieutenant Colonel Fred J. Ascani in command, when a series of failures caused the crew to bail out. The XB-42 crashed at Oxon Hill, Maryland and was destroyed.
The second prototype, 43-50225, is in storage at the National Museum of the United States Air Force, Wright Patterson AFB, Ohio.
27 November 1957: “Four U.S. Air Force pilots of the 363rd Tactical Reconnaissance Wing successfully completed Operation Sun Run by establishing three new transcontinental speed records in a McDonnell RF-101C aircraft. The record-breaking mission showcased the speed and range of the RF-101C, an improved version of the first supersonic photo reconnaissance aircraft, the RF-101A.
“Operation Sun Run called for six RF-101C aircraft — two to fly round-trip from Los Angeles to New York and back again, two for the one-way flight from Los Angeles to New York, and two for backups if problems arose with the four primary aircraft. The undertaking required massive coordination of aircraft crews and radar and weather stations from coast to coast.
“Six pilots of the 17th and 18th Tactical Reconnaissance Squadrons of the 363rd Tactical Reconnaissance Wing were chosen for Operation Sun Run. Each prepared for the round-trip flight, since they would not know which flight they were assigned until a few days before the operation. All six pilots had extensive experience in photo reconnaissance aircraft, although the RF-101 was relatively new to Tactical Air Command.
“The success of Operation Sun Run also depended on the performance of the newly available KC-135 Stratotanker, the USAF’s first jet tanker. The KC-135’s speed allowed the RF-101s to refuel at an altitude of 35,000 feet and a speed of Mach 0.8. Crews from Strategic Air Command and Air Force Research and Development Command prepared for the 26 refuelings the Operation Sun Run RF-101Cs would require.
“At 6:59 a.m., 27 November 1957, Capt. Ray Schrecengost took off from Ontario International Airport near Los Angeles on the first RF-101C round-trip flight of Operation Sun Run. Next into the air were Capt. Robert Kilpatrick on his one-way flight and Capt. Donald Hawkins, flying back-up. Capt. Hawkins followed until the first refueling was complete, and then flew to March Air Force Base, Calif. At 7:50 a.m., Capt. Robert Sweet took off on the second round-trip flight. Lt. Gustav Klatt followed, beginning his one-way trip. Their backup, Capt. Robert Burkhart, also flew to March Air Force Base after the first successful refueling.
“All four RF-101C pilots easily surpassed the previous speed records and established new ones. The new Los Angeles to New York record was established by Lt. Klatt, at 3 hours, 7 minutes and 43.63 seconds. Capt. Sweet set the round-trip record, at a time of 6 hours, 46 minutes and 36.21 seconds, and the New York to Los Angeles record, at a time of 3 hours, 36 minutes and 32.33 seconds.”
—Fact Sheets: Operation Sun Run, National Museum of the United States Air Force
The McDonnell RF-101C Voodoo was an unarmed reconnaissance variant of the F-101C fighter. It was 69 feet, 4 inches (21.133 meters) long with a wingspan of 39 feet, 8 inches (12.090 meters). The height was 18 feet (5.486 meters). Empty weight for the RF-101C was 26,136 pounds (11,855 kilograms), with a maximum takeoff weight of 51,000 pounds (23,133 kilograms).
The RF-101C was powered by two Pratt & Whitney J57-P-13 turbojet engines. The J57 was a two-spool axial-flow turbojet which had a 16-stage compressor (9 low- and 7 high-pressure stages), and a 3-stage turbine (1 high- and 2 low-pressure stages). The J57-P-13 was rated at 10,200 pounds of thrust (45.37 kilonewtons), and 15,800 pounds (70.28 kilonewtons) with afterburner.
The aircraft had a maximum speed of 1,012 miles per hour (1,629 kilometers per hour) at 35,000 feet (10,668 meters)—Mach 1.53. The service ceiling was 55,300 feet (16,855 meters). The Voodoo could carry up to three drop tanks, giving a total fuel capacity of 3,150 gallons (11,294 liters) and a maximum range of 2,145 miles (3,452 kilometers).
The RF-101C carried six cameras in its nose. Two Fairchild KA-1s were aimed downward, with four KA-2s facing forward, down and to each side.
Beginning in 1954, McDonnell Aircraft Corporation built 807 F-101 Voodoos. 166 of these were the RF-101C variant. This was the only F-101 Voodoo variant to be used in combat during the Vietnam War. The RF-101C remained in service with the U.S. Air Force until 1979.
A McDonnell Aircraft Corporation film about Operations Sun Run and Fire Wall is available on YouTube:
5 November 1911: At 4:04 p.m., Calbraith Perry Rodgers completed the first transcontinental flight when he landed at Tournament Park, Pasadena, California, in front of a crowd of 20,000 spectators.
Only a few months earlier Cal Rodgers had been taught to fly by Orville Wright at Huffman Prairie, Ohio. On 7 August he had been awarded Fédération Aéronautique Internationale (FAI) pilot certificate number 49.
In October 1910, newspaper publisher William Randolph Hearst offered a prize of $50,000 to anyone who flew an airplane across the North American continent in 30 days or less. The prize offer would expire 11 October 1911. Rodgers bought a Wright Model EX from the Wright brothers, who were skeptical that any airplane could hold together for that long of a flight, but they eventually agreed to sell the airplane to him. Armour Meatpacking Company of Chicago agreed to sponsor the cross country flight as a means of advertising their grape soft drink, Vin Fiz. Rogers named his airplane after the soft drink.
The Wright Model EX was built as an exhibition airplane. It was developed from the 1910 Model R, with shorter wings and some other improvements to reduce aerodynamic drag. It was a single-place biplane with a length of 21 feet, 6 inches (6.553 meters) and a wingspan of 31 feet, 6 inches (9.601 meters). It was powered by a water-cooled Wright inline 4-cylinder engine which produced 30 horsepower, driving two propellers in pusher configuration by means of chain drive. Its top speed was approximately 62 miles per hour (99.8 kilometers per hour).
Cal Rodgers was accompanied by a special six car train that provided living quarters, support personnel and a hangar car for maintenance. He paid Charlie Taylor, the Wright’s’ mechanic, $70 per week to accompany the flight and perform the necessary maintenance on the airplane. The top of the rail cars were marked to allow Rodgers to follow the train in and around the larger cities as a form of navigation.
The transcontinental flight required more than 70 landings for fuel, maintenance or repairs. By the time that he arrived at Pasadena, California, Hearst’s prize offer had already expired. The city of Long Beach offered him $1,000 if he would fly to the shoreline of their city to complete the journey. After spending the night at Pasadena, Rodgers took off on the final leg, only 25 miles, but he crashed at Compton, and was seriously injured. It was nearly a month before he had recovered sufficiently to fly the rest of the way to Long Beach, which he did with a crutch tied to the airplane’s wing. He landed on the beach there, 10 December 1911.
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
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. Collyerwas president of the Aviation Services Corporation of New York, which had been formed “to do unusual things in aviation.”
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, 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 very state-of-the-art aircraft for its time. The prototype flew for the first time 4 July 1927 at Mines Field, Los Angeles, California. It used a streamlined monocoque fuselage made of molded plywood. The wing and tail surfaces were fully cantilevered, requiring no bracing wires or struts to support them.
The Vega was flown by one pilot and could carry four passengers. It was 27 feet, 6 inches (8.382 meters) long with a wingspan of 41 feet, 0 inches (12.497 meters) and overall height of 8 feet, 2 inches (2.489 meters). The airplane had an empty weight of 1,875 pounds (851 kilograms) and a gross weight of 3,470 pounds (1,574 kilograms).
The early Vegas were powered by an air-cooled, normally-aspirated 787.26-cubic-inch-displacement (12.901 liter) Wright J-5C Whirlwind nine-cylinder radial engine producing 200 horsepower at 1,800 r.p.m., and 225 horsepower at 2,000 r.p.m. This was a direct-drive engine which turned a two-bladed Hamilton Standard propeller. The Wright J-5C was 2 feet, 10 inches (0.864 meters) long and 3 feet, 9 inches (1.143 meters) in diameter. It weighed 508 pounds (230.4 kilograms).
The Vega had a cruising speed of 118 miles per hour (190 kilometers per hour) and atop speed of 138 miles per hour (222 kilometers per hour)—very fast for its time. The airplane’s range was 900 miles (1,448.4 kilometers). It could fly at an altitude 15,000 feet (4,572 meters).