Tag Archives: Transoceanic Flight

5 January 1939

Amelia Mary Earhart (Harris & Ewing)
Judge Clarence Elliot Craig

5 January 1939: After she had been missing for 18 months, Judge Clarence Elliot Craig of the Superior Court of the County of Los Angeles County declared Amelia Mary Earhart legally dead in absentia,¹ at the request of her husband, George Palmer Putnam II. She and navigator Fred Noonan disappeared while enroute from Lae, Territory of New Guinea, to Howland Island in the Central Pacific, 2 July 1937.

George Palmer Putnam and Amelia Earhart had met in 1928 while he was interviewing prospects for a transatlantic flight to be sponsored by Mrs. Amy Phipps Guest. She was selected to make the flight and became the first woman to fly the Atlantic Ocean, aboard Donald Woodward’s Fokker F.VIIb/3m, Friendship, which was flown by Wilmer Stutz and Louis Gordon. (See This Day in Aviation, 17–18 June 1928) They were married 7 February 1931 at his parents’ home in Noank, Connecticut.

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.)

Judge Craig appointed Mr. Putnam as the executor of Earhart’s estate, which contemporary news reports said was “estimated at more than $10,000.”

Amelia Earhart Declared Dead

Court Names Husband of Lost Aviator as Executor of Estate

     Amelia Earhart, ill-fated aviator who was lost during an attempt to girdle the earth at the Equator in an airplane 17 months ago, yesterday was declared dead in a Los Angeles probate court.

     Five minutes later Superior Judge Elliott craig named her husband, George Palmer Putnam, Hollywood publisher and writer, sole executor of an estate estimated at more than $10,000.

CALLED EXTRAORDINARY

     Acknowledging as extraordinary the procedure of declaring a person legally dead less than seven years from the date of disappearance, Judge Craig reasoned that Miss Earhart’s death could not be classified as usual.

     To bolster his petition, Putnam had presented to the court a thick file of affidavits from naval officers and Department of the Interior officials who led the search for his lost wife in the South Pacific during the first week of July, 1937.

LOG IN EVIDENCE

The log of the Navy cutter Itasca was given as evidence that a thorough search for the aviator, lost on the homeward leg of her globe flight with her navigator, Capt. Fred Noonan, had proved beyond a shadow of a doubt that she was dead.

     Judge Craig set July 2, 1937, as the exact date of Miss Earhart’s demise.

     Miss Earhart’s will, dated April 1, 1932, made at Rye, N.Y., named Putnam as executor. He will get all her personal property. The remainder goes into a trust fund of which the income will be sent to her mother, Mrs. Amy Otis Earhart of Medford, Mass., quarter-annually.

Los Angeles Times, Vol. LVIII, Friday, 2 January 1939, at Page 2, Column 4

Less than five months later, on 21 May 1939, Mr. Putnam married Mrs. Jean-Marie Cosigny James, an author, at Boulder City, Nevada. This was Putnam’s third marriage. It would end in divorce in 1945.

Mrs. Jean-Marie Cosigny James Putnam and George Palmer Putnam, Chicago, Illinois, 23 May 1939. (Associated Press Photo)

¹ Superior Court of the County of Los Angeles, Probate Case File 181709

© 2018, Bryan R. Swopes

22 November 1935

Pan American Airways’ Martin M-130 flying boat, China Clipper (NC14716), leaving the Golden Gate enroute to Honolulu, 22 November 1935. Photographed by Clyde Herwood Sunderland, Jr. (1900–1989).

22 November 1935: The Pan American Airways flying boat, China Clipper, a Martin M-130, NC14716, departed Alameda, California (an island in San Francisco Bay) at 3:46 p.m., Friday, and arrived at Honolulu at 10:39 a.m., Saturday, completing the first leg of a five-day trans-Pacific flight to Manila in the Philippine Islands.

The aircraft commander was Captain Edwin Charles Musick, with First Officer Robert Oliver Daniel (“Rod”) Sullivan. The navigator was Frederick Joseph Noonan, who would later accompany Amelia Earhart on her around-the-world flight attempt. There were also a Second Officer and two Flight Engineers. The cargo consisted of 110,000 pieces of U.S. Mail.

Captain Edwin Musick and R.O.D. Sullivan, at the center of the image, next to the China Clipper before leaving San Francisco Bay with the first transpacific airmail, 22 November 1935. The three men at the right of the image are (left to right) Postmaster General James Farley; Assistant Postmaster General Harllee Branch; and Pan American Airways’ President Juan Trippe.

Pan Am personnel called the Clipper “Sweet Sixteen,” referring to its Civil Aeronautics Board registration number, NC14716. The airplane and Humphrey Bogart starred in a 1936 First National Pictures movie, “China Clipper.”

NC14716 was the first of three Martin M-130 four-engine flying boats built for Pan American Airways and was used to inaugurate the first commercial transpacific air service from San Francisco to Manila in November, 1935. Built at a cost of $417,000 by the Glenn L. Martin Company in Baltimore, Maryland, it was delivered to Pan Am on October 9, 1935. The airplane’s serial number was 558.

Pan American Airways’ Martin M-130m China Clipper, NC14716, over San Francisco, California. (Clyde Herwood Sunderland, Jr./Library of Congress 94509045)

The M-130 was operated by a flight crew of 6–9, depending on the length of the flight, plus cabin staff, and could carry 18 passengers on overnight flights, or a maximum 36 passengers.

Cutaway illustration of Pan American Airways’ Martin M-130 China Clipper. Detail from larger image. (National Air and Space Museum SI-89-1216-A)
Martin M-130 3-view drawing. (Flight)

The Martin M-130 was 90 feet, 10.5 inches (27.699 meters) long with a wingspan of 130 feet, 0 inches (39.624 meters). It was 24 feet, 7 inches (7.493 meters) high. The total wing area was 2,315 square feet (215 square meters), including the “sea wings”. Its maximum takeoff weight was 52,252 pounds (23,701 kilograms).

The flying boat was powered by four air-cooled, supercharged Pratt & Whitney Twin Wasp S2A5-G two-row 14-cylinder radial engines with a compression ratio of 6.7:1.  They had a normal power rating 830 horsepower at 2,400 r.p.m., and 950 horsepower at 2,550 r.p.m. for takeoff. They drove three-bladed Hamilton Standard Hydromatic constant-speed propellers through a 3:2 gear reduction. The S2A5-G was 3 feet, 11.88 inches (1.216 meters) in diameter, 4 feet, 8.75 inches (1.441 meters) long, and weighed 1,235 pounds (560 kilograms).

Martin M-130 NC14716, right rear quarter view.

The airplane had a cruise speed of 130 miles per hour (209 kilometers per hour) and a maximum speed of 180 miles per hour (290 kilometers per hour). The M-130’s service ceiling was 10,000 feet (3,048 meters). Its range was 3,200 miles (5,150 kilometers).

Martin M-130, NC14716, China Clipper, moored at some distant exotic locale.
Martin M-130, NC14716, China Clipper, moored at some distant exotic locale. (Unattributed)

© 2020, Bryan R. Swopes

11 November 1935

Jean Gardner Batten, C.B.E., 16 October 1936, photographed by Leo Lemuel White. (Whites Aviation Collection, Alexander Turnbull Library)

11 November 1935: During a record-setting flight from England to Brazil, Jean Gardner Batten ¹ became the first woman to fly solo across the South Atlantic Ocean, flying her Percival D.3 Gull Six, G-ADPR, from Dakar, Afrique occidentale française (French West Africa, now, Senegal) to Natal, Brazil. Her elapsed time of 13¼ hours was the fastest for the Atlantic crossing up to that time.

Straight line distance between Dakar and Natal: 1,865.71 miles (3,002.57 kilometers). (Google Maps)

On 7 May 1935, Jean Batten was honored with the distinction of Chevalier de la légion d’honneur at Paris, France. At Rio de Janeiro, Brazil, 21 November 1935, Getúlio Dornelles Varga, the President of the Republic of Brazil, conferred upon her its Ordem Nacional do Cruzeiro do Sul (Order of the Southern Cross). The following year, Jean Gardner Batten of the Dominion of New Zealand was appointed Commander of the Most Excellent Order of the British Empire (C.B.E.) in the King’s Birthday Honours List, 19 June 1936, for general services to aviation. Twice Batten was awarded the Britannia Trophy of the Royal Aero Club, and three times she won the Harmon Trophy of the International League of Aviators. The Fédération Aéronautique Internationale (FAI) awarded her its Gold Medal.

Jean Gardner Batten C.B.E. with the Britannia Trophy of the Royal Aero Club of Great Britain.

“This young woman, gifted with the finest of qualities, has made a great contribution, both through her daring and her patience, to the progress of aviation in the world. This year, she is worthy of receiving the Gold Medal, very few holders of which are still alive,” said George Valentin, Prince Bibescu, the president and one of the founders of the FAI, when awarding Jean Batten the medal.

A biographical article about Jean Batten can be seen at:

https://teara.govt.nz/en/biographies/4b13/batten-jean-gardner

Jean Batten in the cockpit of her Percival Gull. (Unattributed)
Jean Batten in the cockpit of her Percival Gull. (National Library of New Zealand)

Batten’s Percival D.3 Gull Six, c/n D55, was a single-engine, low-wing monoplane, with fixed landing gear. It was flown by a single pilot and could carry two passengers. On 29 August 1935, the airplane was assigned Great Britain civil registration G-ADPR (Certificate of Registration 6242).

The airplane was 25 feet, 0 inches (7.62 meters) long with a wingspan of 36 feet, 0 inches (10.973 meters) and height of 7 feet, 3 inches (2.210 meters). The D.3 had an empty weight of 1,632 pounds (740.26 kilograms) and gross weight of 2,450 pounds (1,111.30 kilograms).

The Gull’s fuselage was constructed of spruce stringers and struts, covered with a three-ply skin. The wings were designed to be able to fold back alongside the fuselage. The resulting width of 12 feet, 10 inches (3.912 meters) required considerably less storage space.

Jean Batten standing on the wing of her Percival Gull at Gravesend Air Port. (Archives  New Zealand)

The Gull Six 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 engine which produced 184 horsepower at 2,100 r.p.m., and 205 horsepower at 2,350 r.p.m. for takeoff. The engine turned a two-bladed fixed-pitch metal propeller via direct drive. The engine weighed 432 pounds (196 kilograms).

The Gull Six was capable of reaching 178 miles per hour (286.5 kilometers per hour). Its service ceiling was 16,000 feet (4,876.8 meters) and range was 700 miles (1,126.5 kilometers).

On 17 July 1940, Batten’s Percival Gull was impressed into military service and assigned a military identification of AX866. The airplane was returned to the civil register in 1946. It is now on display at the Jean Batten International Terminal, Auckland Airport, New Zealand.

Jean Batten's Percival D.3 Gull Six, G-ADPR, photographed 19 June 1954. (RuthAS)
Jean Batten’s Percival D.3 Gull Six, G-ADPR, photographed 19 June 1954. (RuthAS)

¹ née Jane Gardner Batten

© 2019, Bryan R. Swopes

26 October 1958

Pan American World Airways’ Boeing 707-121, N711PA, Clipper America, at Idlewild Airport, New York, 26 October 1958. (Pan American World Airways)

26 October 1958: Pan American World Airways opened the “Jet Age” with the first commercial flight of an American jet airliner. Pan Am’s Boeing 707-121 Clipper America, N711PA, departed New York Idlewild (IDL) on an 8 hour, 41 minute flight to Paris Le Bourget (LBG), with a fuel stop at Gander, Newfoundland (YQX). (The actual flight time was 7 hours.) The distance was 3,634 miles (5,848 kilometers). Aboard were 111 passengers and 11 crewmembers.

A Pan Am company publication explained the need for the stop at Gander:

The Jet could not be fully loaded with fuel before takeoff because of weight restrictions imposed at Idlewild. Fuel capacity of the jet is 17,398 gallons, allowing a cruising range of 4,400 miles. But with a full pay load of passengers, only 9,731 gallons could be taken aboard in New York.

Pan American Clipper, Vol. XV, No. 11, November 1958, Page 6, Column 5

The Boeing 707 was developed from the earlier Model 367–80, the “Dash Eighty”. It is a four-engine jet transport with swept wings and tail surfaces. The leading edge of the wings are swept at a 35° angle. The airliner had a flight crew of four: pilot, co-pilot, navigator and flight engineer. The 707-121 is 145 feet, 1 inch (44.221 meters) long with a wing span of 130 feet, 10 inches (39.878 meters). The top of the vertical fin stands 42 feet, 5 inches (12.929 meters) high. The 707 pre-dated the ”wide-body” airliners, having a fuselage width of 12 feet, 4 inches (3.759 meters).

The first versions were powered by four Pratt & Whitney Turbo Wasp JT3C-6 turbojet engines, producing 11,200 pounds of thrust (49,820 kilonewtons), and 13,500 pounds (60.051 kilonewtons) with water injection. This engine was a civil variant of the military J57 series. It was a two-spool axial-flow turbojet engine with a 16-stage compressor and 2 stage turbine. The JT3C-6 was 11 feet, 6.6 inches (3.520 meters) long, 3 feet, 2.9 inches (0.988 meters) in diameter, and weighed 4,235 pounds (1,921 kilograms).

The airliner’s empty weight is 122,533 pounds (55,580 kilograms). Maximum take off weight (MTOW) is 257,000 pounds (116,573 kilograms). At MTOW, the 707 required 11,000 feet (3,352.8 meters) of runway to take off. Its maximum speed is 540 knots (1,000 kilometers per hour). It had a range of 2,800 nautical miles (5,185.6 kilometers).

The Boeing 707 was in production from 1958 to 1979. 1,010 were built. As of 2011, 43 707s were still in service.

Boeing delivered N711PA to Pan American on 17 October 1958. The airliner was named Clipper America,  but was later renamed Clipper Mayflower. It was leased to Avianca (Aerovías Nacionales de Colombia S.A.) from 1960 to 1962. In April 1965 the 707 was upgraded to the –121B standard. This included a change from the turbojet engines to quieter, more powerful and efficient Pratt and Whitney JT3D-1 turbofans, producing 17,000 pounds of thrust. The wings were modified to incorporate changes introduced with the Boeing 720, and a longer tailplane installed. Pan Ayer of Panama purchased Clipper Mayflower 21 February 1975. It was later leased to Türk Hava Yolları, the Turkish national airline, and went on to serve with Air Asia Company Limited (an Air America aircraft service unit) and E-Systems. After 26 years of service, in August 1984 Clipper America was scrapped at Taipei.

Pan American World Airways’ Boeing 707-121, N711PA, Clipper America, arriving at Aéroport de Paris – Le Bourget, Paris, France, 27 October 1958. (Photograph © Jon Proctor. Used with permission.)

© 2018, Bryan R. Swopes

4 October 1958

This is the first BOAC DH.106 Comet 4, G-APDA. It made its first flight 27 April 1958. (BOAC)
This is the first BOAC DH.106 Comet 4, G-APDA. It made its first flight 27 April 1958. (BOAC)

4 October 1958: The first regularly scheduled transatlantic passenger service with jet powered aircraft began when two British Overseas Airways Corporation (BOAC) de Havilland DH.106 Comet 4 airliners, civil registrations G-APDB and G-APDC, left nearly simultaneously from London Heathrow Airport (LHR) to Idlewild Airport (IDL), New York, and from New York to London.

The west-to-east flight, (G-APDB) commanded by Captain Thomas Butler (Tom) Stoney, D.F.C., departed New York at 7:01 a.m., local time, with Basil Smallpiece and Aubrey Burke, managing directors of BOAC and de Havilland, respectively, on board. Benefiting from more favorable winds, the eastbound flight took just 6 hours, 12 minutes, averaging 565 miles per hour (909 kilometers per hour).

Passengers board BOAC's DH.106 Comet 4, G-APDC, at London Heathrow Airport, 4 October 1958. (Telegraph)
Passengers board BOAC’s DH.106 Comet 4, G-APDC, at London Heathrow Airport, 4 October 1958. (Telegraph.co.uk)

The east-to-west airliner, G-APDC, departed Heathrow at 8:45 a.m., London time, under the command of Captain R.E. Millichap, with Sir Gerard d’Erlanger, chairman of BOAC, and 31 passengers aboard. The westbound flight took 10 hours, 20 minutes, including a 1 hour, 10 minute fuel stop at Gander Airport (YQX), Newfoundland.

These two airliners had been delivered to BOAC on 30 September 1958. They were both configured to carry 48 passengers.

The first two de Havilland DH.106 Comet 4 airliners are delivered to BOAC at Heathrow, 30 September 1958. (Daily Mail Online)
The first two de Havilland DH.106 Comet 4 airliners are delivered to BOAC at Heathrow, 30 September 1958. (Daily Mail Online)

The DH.106 Comet 4 was operated by a flight crew of four: pilot, co-pilot, flight engineer and navigator/radio operator. It could carry up to 81 passengers. The airliner was 111 feet, 6 inches (33.985 meters) long with a wingspan of 115 feet (35.052 meters) and 29 feet, 6 inches (8.992 meters) to the top of the vertical fin. Maximum takeoff weight of 156,000 pounds (70,760 kilograms).

Power was supplied by four Rolls-Royce Avon 524 (RA.29) turbojet engines, rated at 10,500 pounds of thrust (46.71 kilonewtons) at 8,000 r.p.m., each. The RA.29 was Rolls-Royce’s first commercial turbojet engine. It was a single-spool, axial-flow jet engine with a 16-stage compressor and 3-stage turbine. The Mk.524 variant was 10 feet, 4.8 inches (3.170 meters) long, 3 feet, 5.5 inches (1.054 meters) in diameter, and weighed 3,226 pounds (1,463 kilograms).

The Comet 4 had a maximum speed of 520 miles per hour (837 kilometers per hour), a range of 3,225 miles (5,190 kilometers) and a ceiling of 45,000 feet (13,716 meters).

De Havilland DH-106 Comet 4 G-APDB (“Delta Bravo”) made it’s final flight on 12 February 1974, having flown 36,269 hours, with 15,733 landings. It is part of the Duxford Aviation Society’s British Air Liner Collection at RAF Duxford, Cambridgeshire, England.

G-APDC did not fare as well. It was scrapped in April 1975.

DH.106 Comet 4 G-APDC, Christchurch, New Zealand, 1950 (V.C. Brown via AussieAirliners)
De Havilland DH.106 Comet 4 G-APDC, Christchurch Airport, New Zealand. (V.C. Brown via AussieAirliners)
Capt. T.B. Stoney OBE
Capt. T.B. Stoney

Captain Stoney had served in the Royal Air Force Volunteer Reserve during World War II. In 1942, as a Pilot Officer assigned to No. 58 Squadron, Bomber Command, he was awarded the Distinguished Flying Cross and promoted to Flying Officer. Ten years later, Captain Stoney was in command of BOAC’s Canadair DC-4M-4 Argonaut, Atalanta, G-ALHK, when it brought Queen Elizabeth II home from Kenya to accede to the throne.¹ Captain R.E. Millichap was also a member of the flight crew. Later that year, Stoney flew the new Queen back to Africa aboard a DH.106 Comet 1. T.B. Stoney was appointed Officer of the Most Excellent Order of the British Empire in 1960.

¹ FLIGHT, 19 December 1952, Page 770, Column 1

© 2016, Bryan R. Swopes