Tag Archives: World Record for Speed Over a Recognized Course

11 June–4 August 1971

Sheila Scott on the wing of her Piper PA-23-250 Aztec D, Mythre, G-AYTO, 1971. (NASA)
Sheila Scott on the wing of her Piper PA-23-250 Aztec D, Mythre, G-AYTO, 1971. (NASA)

11 June 1971: Sheila Scott O.B.E. (née Sheila Christine Hopkins) departed Nairobi, Kenya, on her third solo around-the-world flight. On this flight she used a new airplane, a twin-engine Piper PA-23-250 Aztec D which she named Mythre. It carried United Kingdom registration G-AYTO. Scott used a NASA navigation and locator communication system to constantly relay her position to a Nimbus weather satellite, and from there to a ground station.

Sheila Scott's Piper PA-23-250 Aztec D, G-ATYO. Mythre.
Sheila Scott’s Piper PA-23-250 Aztec D, G-ATYO, Mythre, at Kidlington Airport, Oxfordshire, England, 1971. (Tim R. Badham)

Sheila Scott planned to not only fly around the world, but to fly from the Equator, over the North Pole, and back to the Equator again. She flew her Aztec from London, England, to Nairobi, Kenya, where she began the Equator–North Pole–Equator portion of the flight.

Scott took off from Nairobi on 11 June 1971 and headed northward to Khartoum, Sudan; Bengazi, Libya; Malta; arriving back at London on 21 June. From there she continued to Bodø, Norway; Andøya, Norway; Station Nord, Greenland; across the North Pole on 28 June; then southward to Barrow, Alaska; arriving at Anchorage, Alaska, on 3 July; San Francisco, California, to Honolulu, Hawaii, on 11 July. She recrossed the Equator heading south to Canton Island. On 23 July, Mythre arrived at Nadi, Viti Levu, Fiji, and then flew on to Noumea, New Caledonia. After a stop at Townsville, Queensland, Scott arrived at Darwin, Northern Teritory, Australia, 1 August. From there she continued to Singapore; Madras, India; Karachi, Pakistan; Bahrain; Athens, Greece; and finally completed her journey at London on 4 August. The trip took 55 days.

During the circumnavigation, Sheila Scott set seven Fédération Aéronautique Internationale (FAI) World Records for Speed Over a Recognized Course: Andøya, Norway, to Station Nord, Greenland, 213.61 kilometers per hour (132.73 miles per hour) ¹; Nord to Barrow, Alaska, 183.73 km/h (114.16 mph) ²; San Francisco, California, to Honolulu, Hawaii, 236.56 km/h (146.99 mph) ³; Darwin, Northern Territory, Australia, to London, England, 160.19 km/h (99.54mph). ⁴ Three of these records remain current. ⁵

Ms. Scott’s airplane was a 1971 Piper 23-250 Aztec (“Aztec D”), serial number 27-4568. The airplane was assigned the United Kingdom registration G-AYTO on 3 March 1971. The Aztec D was a six-place twin-engine light airplane based on the earlier PA-23-235 Apache, with a larger cabin and more powerful engines. It was of all-metal construction and had retractable tricycle landing gear. The Aztec D is 31 feet, 2.625 inches (9.516 meters) long with a wingspan of 37 feet, 1.750 inches (11.322 meters) and overall height of 10 feet, 3.875 inches (3.146 meters). The wing has 5° dihedral. The Aztec D has an empty weight of 3,042 pounds (1,380 kilograms) and a gross weight of 5,200 pounds (2,359 kilograms).

The Aztec D is powered by two air-cooled, fuel-injected, 541.511-cubic-inch-displacement (8.874 liter) AVCO Lycoming IO-540-C4B5 6-cylinder, horizontally-opposed, direct-drive engines. The -C4B5 has a compression ratio of 8.5:1 and a Maximum Continuous Power/Takeoff rating of 250 horsepower at 2,575 r.p.m. It weighs 374 pounds (170 kilograms). The engines drive two-bladed Hartzell constant-speed propellers with a diameter of 6 feet, 2 inches (1.880 meters).

The PA-23-250 Aztec D has a maximum structural cruising speed (VNO) of 172 knots (198 miles per hour/319 kilometers per hour) at 7,500 feet (2,286 meters) and maximum speed (VNE) of 216 knots 249 miles per hour (400 kilometers per hour). The service ceiling is 19,800 feet (6,035 meters). With standard fuel capacity of 144 gallons (545 liters) the airplane’s range is 1,055 miles (1,698 kilometers). Mythre carried an auxiliary fuel tank in the passenger cabin.

After the around-the-world flight, Scott returned Mythre to the Piper Aircraft Company at Lock Haven, Pennsylvania, for overhaul. Following Tropical Storm Agnes in June 1972, the Piper factory was flooded to a depth of 16 feet (4.9 meters) and Scott’s airplane, along with many others and much of the tooling for aircraft manufacture, was destroyed.

Sheila Scott's Piper Aztec, Mythre, over the North Pole, by Paul Couper, 2008
“Sheila Scott over the Top—Piper Aztec,” by Paul Couper, Guild of Aviation Artists, 2008. 62 × 52 centimeters, oil/acrylic.

This painting is available from the Guild of Aviation Artists at:

http://www.gava.org.uk/index.php?option=com_phocagallery&searchterm=Paul%20Couper&view=category&id=12&Itemid=534&picsearch=simple

¹ FAI Record File Numbers 4622, 4623

² FAI Record File Number 14203

³ FAI Record File Numbers 4626, 4627

⁴ FAI Record File Numbers 4624, 4625

⁵ FAI Record File Numbers 4622, 4626, 14203

© 2018, 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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26 May 1961

The flight crew of the Convair B-58A-10-CF Hustler 59-2451, "The Firefly," planning the Washington, D.C.-to-Paris flight, 26 May 1961. Left to right, Captain William L. Polhemus, Captain Raymond R. Wagener and Major William R. Payne. (Jet Pilot Overseas)
The flight crew of the Convair B-58A-10-CF Hustler 59-2451, “The Firefly,” planning the Washington, D.C.-to-Paris flight, 26 May 1961. Left to right, Captain William L. Polhemus, Captain Raymond R. Wagener and Major William R. Payne. (Jet Pilot Overseas)

26 May 1961: The Firefly, the Blériot Trophy-winning Convair B-58A-10-CF Hustler, serial number 59-2451, assigned to the 43rd Bombardment Wing, Carswell Air Force Base, Fort Worth, Texas, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Recognized Course by flying from Washington, D.C. to Paris in 3 hours, 39 minutes, 49 seconds, for an average speed of 1,687.69 kilometers per hour (1,048.68 miles per hour).¹

During the same flight, the B-58 flew the New York to Paris segment in 3 hours, 14 minutes, 44.53 seconds, at an average speed of 1,753.16 kilometers per hour (1,089.36 miles per hour).

The aircrew, Major William R. Payne, Aircraft Commander, Captain William L. Polhemus, Navigator, and Captain Raymond R. Wagener, Defensive Systems Officer, won the Harmon and Mackay Trophies for this flight.

Convair B-58A-10-CF Hustler 59-2451, The Firefly, lands at le Bourget, Paris, after the record-setting transatlantic flight, 26 May 1961. (University of North Texas Libraries)
Convair B-58A-10-CF Hustler 59-2451, The Firefly, lands at Aéroport de Paris – Le Bourget, Paris, after the record-setting transatlantic flight, 26 May 1961. (University of North Texas Libraries)
The Blériot Trophy, photographed 12 June 1961. “Side view of The Blériot Trophy on display. It is the figure of a naked man made of black marble in a flying position emerging from clouds. The clouds are white stone and are the figures of women in various poses on top of a marble dome.” (University of North Texas Libraries)
The Mackay Trophy.
The Mackay Trophy
The Harmon International Trophy at the Smithsonian Institution National Air and Space Museum. (NASM)
The Harmon International Trophy at the Smithsonian Institution National Air and Space Museum. (NASM)

On 3 June 1961, while enroute home, The Firefly crashed only 5 miles from Paris, killing the Blériot Trophy-winning  aircrew, Major Elmer E. Murphy, Major Eugene Moses, and First Lieutenant David F. Dickerson. The B-58 was totally destroyed.

Convair B-58A-10-CF Hustler 59-2451, The Firefly.
Convair B-58A-10-CF Hustler 59-2451, The Firefly.

The B-58A Hustler was a high-altitude Mach 2 strategic bomber which served with the United States Air Force from 1960 to 1970. It was crewed by a pilot, navigator/bombardier and a defensive systems operator, each located in individual cockpits. The aircraft had a delta-winged configuration similar to the Convair F-102A Delta Dagger and F-106 Delta Dart supersonic interceptors. The fuselage incorporates the “Area Rule” which resulted in a “wasp waist” or “Coke bottle” shape for a significant reduction in aerodynamic drag. The airplane’s only control surfaces are two “elevons” and a rudder. There are no flaps.

The “Hustler” was 96.8 feet (29.5 meters) long, with a wing span of 56.8 feet (17.3 meters) and an overall height of 31.4 feet (9.6 meters). The wings’ leading edges were swept back at a 60° angle. The wings had a 3°0′ angle of incidence, 2°14′ dihedral, and a total area of 1,542.5 square feet (143.3 square meters).

The B-58A had an empty weight of 51,061 pounds (23,161 kilograms). Its Maximum Takeoff Weight (MTOW) was 90,000 pounds (40,823 kilograms), but once airborne, it could take on additional fuel from a tanker, raising the bomber’s maximum weight to 125,147 pounds (56,766 kilograms).

The B-58A was powered by four General Electric J79-GE-5 afterburning turbojet engines, suspended under the wings from pylons. These were single-shaft axial-flow engines with a 17-stage compressor and 3-stage turbine. The J79-GE-5 had a continuous power rating of 9,700 pounds of thrust (43.15 kilonewtons), Military Power, 10,000 pounds of thrust (44.49 kilonewtons), and Maximum Power, 15,600 pounds (69.39 kilonewtons) with afterburner. (All ratings at 7,460 r.p.m.) The engine was 16 feet, 10.2 inches (5.131 meters) long and 3 feet, 2.0 inches (0.889 meters) in diameter. It weighed 3,570 pounds (1,619 kilograms).

The bomber had a cruise speed of 626 miles per hour (1,007 kilometers per hour) from 30,000 to 50,000 feet (9,144–15,240 meters), and a maximum speed of 1,319 miles per hour (2,124 kilometers per hour) at 56,100 feet (17,099 meters). The B-58’s service ceiling was 67,200 feet (20,483 meters).

Jet fuel (JP-4) was carried in three tanks inside the airplane’s fuselage, and two tanks in a streamlined drop tank. The total capacity of the five tanks was 15,369 gallons (58,178 liters). Its combat radius was 2,589 miles (4,167 kilometers) and the maximum ferry range was 6,483 miles (10,434 kilometers).

The B-58 weapons load was a combination of W-39, B43 or B61 nuclear bombs. The W-39 was carried in the centerline pod. (A two-component mission pod was also available.) The W-39 was the same warhead used on the PGM-11 Redstone intermediate range ballistic missile and the SM-62 Snark intercontinental cruise missile. It was a two-stage radiation-implosion thermonuclear warhead with an explosive yield of 3.8 megatons. The warhead weighed 6,230 pounds (2,826 kilograms). The B-43 and B-61 bombs were carried on four hardpoints under the fuselage.

There was a defensive General Electric M61 Vulcan 20 mm rotary cannon mounted in the bomber’s tail, with a maximum 1,040 rounds of ammunition. The gun was remotely-controlled by the Defensive Systems Officer.

Convair B-58A-10-CF Hustler 59-2456 with weapons load. (U.S. Air Force)
Convair B-58A-10-CF Hustler 59-2456 with weapons load. (U.S. Air Force)

The Convair Division of General Dynamics built 116 B-58s at Forth Worth, Texas. The first XB-58 flew on 11 November 1956. Production aircraft entered service with the Strategic Air Command in 1960 and were retired in 1970. Only eight aircraft remain in existence.

Convair B-58A strategic bombers in storage at Davis-Monthan Air Force Base, Tucson, Arizona. (Aviation Explorer)

¹ FAI Record File Number 4855

© 2018, Bryan R. Swopes

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19 May 1963

Boeing VC-137C Stratoliner 62-6000, SAM 26000. (Boeing)

19 May 1963: During a non-stop flight from Andrews Air Force Base, outside Washington, D.C., to Moscow, Russia, Union of Soviet Socialist Republics, a Boeing VC-137C, 62-6000, under the command of Colonel James B. Swindal, United States Air Force, set 15 Fédération Aéronautique Internationale (FAI) World Records for Speed Over a Recognized Course. Colonel Swindal flew the airplane, commonly known as Air Force One, 5,004 miles (8,053.2 kilometers) in 8 hours, 39 minutes, 2 seconds, averaging 490.96 miles per hour (790.12 kilometers per hour). On the return flight, 15 additional records were set.

The fastest segment of the flight was from to Boston, Massachusetts to Oslo, Norway, at an average speed of 952.62 kilometers per hour (591.93 miles per hour).¹

The New York Times reported:

MOSCOW — President Kennedy’s Air Force jet today set a nonstop speed record between Washington and Moscow and shattered 14 other air records. The $8 million Boeing 707, carrying a ten-man party headed by Atomic Energy Commission chairman Glenn T. Seaborg, touched down eight hours 38 minutes and 42 seconds after takeoff — the fastest flight ever made between the U.S. and the Soviet Union. Interred was a Soviet myth that the U.S. lacked a plane able to make a 5,000-mile run nonstop. The black-nosed blue and white jet, piloted by Col. James B. Swindal, 46, of Falls Church, Virginia, made it with fuel for more than two hours of flight remaining, proving that any delays in reaching a commercial agreement are political, not technical.

The New York Times, 19 May 1963

The Washington Post reported that, “. . . On board were a Soviet navigator and a Soviet radio operator, the usual requirements for all international flights over Soviet territory. The two men, both speaking English, flew to Washington to make the flight.”

The Washington Post, 20 May 1963

Cockpit of Boeing VC-137C 62-6000, SAM 26000, at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio. (Washington Blaze)

The Boeing VC-137C was the first of two specially-configured Boeing 707-353B airliners used by the President of the United States, or other senior administration officials. The distinctive white, blue and natural metal livery was created by the famed industrial designer Raymond Loewy.

When the president is aboard, the airplane is designated “Air Force One”. At other times, it uses the Special Air Mission designation, SAM 26000. The airplane entered service in 1962, replacing the three earlier commercial Boeing 707-153 airliners, which were designated VC-137A Stratoliner, USAF serial numbers 58-6970–58-6972.

SAM 26000 was itself replaced by SAM 27000 in 1972, though it remained available as a back-up aircraft. It was retired to the National Museum of the United States Air Force on 20 May 1998.

Boeing VC-137C Stratoliner 62-6000, SAM 26000. (Ralf Manteufel/Wikipedia)

James Barney Swindal was born 18 August 1917 in West Blocton, Alabama. He was the first of two children of Samuel Young Swindal, a carpenter, and Ida Maranda Kornegay Swindal.

James Barney Swindal married Miss Emily Mae Glover on 18 November 1936, at Birmingham, Alabama. They would have two children. He was employed as a crane operator for a cast iron pipe company in Birmingham.

Swindal enlisted as an aviation cadet in the U.S. Army at Montgomery, Alabama, 28 February 1942, shortly after the United States entered World War II. He was blonde with blue eyes, 5 feet, 11 inches (1.80 meters) tall, and weighed 147 pounds (67 kilograms). Trained as a pilot in the U.S. Army Air Forces, he flew transports in the China-Burma-India (CBI) theater of operations. After the War, he participated in the Berlin Airlift.

Swindal became President Kennedy’s personal pilot in 1960. He flew JFK to Berlin for his famous “Ich bin ein Berliner” speech, 26 June 1963, and later flew President Kennedy’s casket from Dallas, Texas to Washington, D.C.  Colonel Swindal retired from the Air Force in 1971. When SAM 26000 arrived at the National Museum of the United States Air Force, he sat in its cockpit for a last time.

Colonel Swindal died at Cape Canaveral, Florida, 25 April 2006, at the age of 88 years. He was buried at the Arlington National Cemetery, Arlington, Virginia.

Colonel James B. Swindal, United States Air Force is congrtulated on his promotion by President John F. Kennedy. (Presidential Library)
Colonel James B. Swindal, United States Air Force, is congratulated on his promotion by President John F. Kennedy, 19 March 1962. (Robert Knudsen. White House Photographs. John F. Kennedy Presidential Library and Museum, Boston JFKWHP-1962-03-19-C)

¹ FAI Record File Number 16472

© 2018, Bryan R. Swopes

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18 May 1966–20 June 1966

Sheila Scott in the cockpit of her Piper PA-24-260B Comanche G-ATOY, Myth Too, 1966.
Sheila Scott in the cockpit of her Piper PA-24-260B Comanche, G-ATOY, Myth Too, 1966.

18 May 1966: Sheila Scott O.B.E., (née Sheila Christine Hopkins) departed London Heathrow Airport, London, England, on the first solo around-the-world flight by a British subject, the longest-distance solo flight, and only the third around-the-world flight by a woman. Her airplane was a 1966 Piper PA-24-260B Comanche, registration G-ATOY, which she had named Myth Too.

Sheila Scott had been a nurse at Haslar Naval Hospital during World War II. She was an actress on the stage, in films and on television. In 1959 she followed a lifetime ambition and learned to fly. She owned or leased several airplanes which she entered in races or used to establish flight records.

Scott was a commercial pilot, rated in single and multi-engine airplanes, seaplanes and helicopters. She was a member of The Ninety-Nines, founding and serving as governor of the British branch. She was also a member of the Whirly-Girls and the International Association of Licensed Women Pilots.

Sheila Scott was the author of I Must Fly and On Top of the World (Barefoot With Wings in the United States).

Sheila Scott's Piper PA-24-260B Comanche, G-ATOY, Myth II, after her around the world flight. The signatures on the wings and fuselage were collected at stops along the way.
Sheila Scott’s Piper PA-24-260B Comanche, G-ATOY, Myth Too, after her around the world flight. The signatures on the wings and fuselage were collected at stops along the way.

Departed London, England 18 May 1966
Rome, Italy
Athens, Greece
Damascus, Syria
Barhain
Karachi, Pakistan
Jaipur, India
Delhi, India
Calcutta, India
Rangoon, Burma
Butterworth, Malaysia
Singapore
Bali, Indonesia
Sumbawa, Indonesia
Darwin, Australia
Mount Isa, Australia
Brisbane, Australia
Sydney, Australia
Auckland, New Zealand
Norfolk Island
Nandi, Fiji
Pago Pago, Samoa
Canton Island
Honolulu, HI
San Francisco, CA
Phoenix, AZ
El Paso, TX
Oklahoma City, OK
Louisville, KY
New York, NY
Gander, Newfoundland
Lagens, Azores
Lisbon, Portugal
Arrived London, England 20 June 1966

The Britannia Trophy of the Royal Aero Club of Great Britain.
The Britannia Trophy of the Royal Aero Club of the United Kingdom.

The flight covered approximately 31,000 miles (49,890 kilometers) and took 189 actual flight hours over 34 days.

During her around-the-world flight, Shiela Scott set ten Fédération Aéronautique Internationale (FAI) World Records for Speed Over a Recognised Course: London to Rome, 258.13 kilometers per hour(160.40 miles per hour) (FAI Record File Numbers 4679, 4680); London to Auckland, 41.42 km/h (25.74 mph) #4660, 4661; London to Darwin, 45.67 km/h (28.38 mph) #4666, 4670; London to Fiji Islands, 34.60 km/h (21.50 mph) #4672; 4673; Lisbon to London, 244.00 km/h (151.62 mph) #4956, 4657. During her flying career, she set a total of 76 FAI World Records.

Harmon Aviatrix Trophy (NASM)

For her accomplishments, Ms. Scott was awarded the Silver Medal of the Guild of Pilots; the Brabazon of Tara Award for 1965, 1966 and 1967; the Britannia Trophy of the Royal Aero Club of the United Kingdom, 1968; and the Harmon International Trophy for 1966.

Italy gave her the title, Isabella d’Este. Sheila Scott was appointed an Officer of the Most Excellent Order of the British Empire in the New Years Honours List, 1 January 1968.

Sheila Scott flew around the world twice in Myth Too, and a third time in a twin-engine Piper Aztec, Mythre. She died of cancer, 20 October 1988, at the age of 61 years.

Myth Too was built by the Piper Aircraft Corporation in 1966 and was registered N8893P. It was a PA-24-260B Comanche, an all-metal 4–6 place, single-engine, low-wing monoplane with retractable tricycle landing gear. It is flown by a single pilot and can carry three passengers, though an additional two seats can be mounted at the rear of the passenger cabin.

The airplane is 25 feet, 6 inches (7.772 meters) long with a wingspan of 36 feet (10.973 meters). Empty weight is 1,728 pounds (783.8 kilograms) and maximum gross weight is 3,100 pounds (1,406.1 kilograms).

The Comanche B is powered by an air-cooled, fuel-injected 541.511-cubic-inch-displacement (8.874 liter) Lycoming IO-540-D4A5 6-cylinder overhead valve (OHV) horizontally-opposed engine with a compression ration of 8.5:1, rated at 260 horsepower at 2,700 r.p.m., driving a two-bladed Hartzell constant speed propeller through direct drive. The IO-540-D4A5 weighs 384 pounds (174 kilograms).

Cruise speed is 185 miles per hour (297.7 kilometers per hour). The range is 1,225 miles (1,971.5 kilometers) and the service ceiling is 19,500 feet (5,943.6 meters).

Sheila Scott sold G-ATOY in 1975. It was substantially damaged 6 March 1979 when the engine lost oil pressure then seized after taking off from Elstree Aerodrome, Hertfordshire (EGTR). There were no injuries. The wreck is in the collection of the Scottish National Museum of Flight, East Fortune, East Lothian, Scotland.

The wreck of Myth Too, Piper PA-24-260B Comanche G-ATOY at the Scottish National Museum of Aviation. (Aviation Safety Network)
The wreck of Myth Too, Piper PA-24-260B Comanche G-ATOY at the Scottish National Museum of Aviation. (Aviation Safety Network)

© 2019, Bryan R. Swopes

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