Tag Archives: World Record for Speed Over a Recognized Course

14–15 January 1935

Jimmy Doolittle in the cockpit of American Airlines’ Vultee V-1A Special NC13770, January 1935. (NASM)

14–15 January 1935: James Harold Doolittle set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Recognised Course of 329.98 kilometers per hour (205.04 miles per hour).¹

Doolittle took off from Union Air Terminal, Burbank, California, at 5:27 p.m., Pacific Standard Time, 14 January (8:27 p.m., Eastern Standard Time). Also on board were Mrs. Doolittle and Robert Adamson (1871–1935), an executive with the Shell Oil Company.

Robert Adomson, Mrs. Doolittle and James H. Doolittle ready to board the Vutee V-1A at Union Air Terminal, Burbank, California, 14 January 1935. (Getty Images/Bettman)

The airplane was an Airplane Development Corporation V-1A Special, NC13770, owned by American Airlines and leased to Shell.

Doolittle crossed overhead Floyd Bennett Field at 8:26 a.m., Eastern Standard Time, 15 January. He then landed at Newark Airport, New Jersey, at 8:34½ a.m. The flight from Burbank to Brooklyn had a duration of 11 hours, 59 minutes, and broke a record set two months earlier by Eddie Rickenbacker.

Vultee V-1A Special NC13770 at Grand Central Air Terminal, Glendale, California. (NASM)

The Airplane Development Corporation Model V-1A (commonly known as the “Vultee V-1A”) was a large, all-metal, single-engine, low-wing monoplane with retractable landing gear. The V-1A was designed as a high-speed airliner and was of full monocoque construction. It could be flown by one or two pilots and carry up to eight passengers.

The V-1A was designed by Gerard Freebairn Vultee and Richard Palmer,² based on an earlier design by Vultee and Vance Breese, who were working for the Airplane Development Corporation, which they had founded in 1932, but which had been acquired by the Cord Corporation. The prototype made its first flight 19 February 1933 with test pilot Marshall Headle at the controls.

NC13770, serial number 24073, was the eighth V-1A built, and was one of the original ten ordered by American Airlines. The V-1A was 37 feet, 0 inches (11.278 meters) long with a wingspan of 50 feet, 0 inches (15.240 meters) and height of 10 feet, 2 inches (3.099 meters). The wings had root chord of 11 feet, 3 inches (3.429 meters) and tip chord of 5 feet, 0 inches (1.524 meters). Total wing area was 384.0 square feet (35.675 square meters). There was 3° dihedral. The V-1A had an empty weight of 5,212 pounds (2,364 kilograms) and gross weight of 8,500 pounds (3,856 kilograms).

Vultee V-1A Special NC13770 at Grand Central Air Terminal, Glendale, California. (NASM)

The Vultee V-1A was powered by an air-cooled, supercharged, 1,823.129 cubic-inch displacement (29.785 liter) Wright Aeronautical Division Cyclone 9 R-1820-F2 (R-1820-20 or R-1820-102), a nine-cylinder radial engine with a compression ratio of 6.4:1. This was a direct-drive engine with a Normal Power rating of 691 horsepower at 1,950 r.p.m., at Sea Level. It required 87-octane gasoline. The engine turned a three-blade propeller with a diameter of 10 feet, 0 inches (3.048 meters). The R-1820-F2 was 3 feet, 7-3/8 inches (1.102 meters) long, 4 feet, 5-3/4 inches (1.365 meters) in diameter, and weighed 937 pounds (425 kilograms).

The V-1A had a cruise speed of 215 miles per hour (346 kilometers per hour) and maximum speed of 235 miles per hour (378 kilometers per hour). The airplane’s service ceiling was 23,000 feet (7,010 meters). In standard configuration, it had a range of 1,000 miles (1,609 kilometers).

Vultee V-1A Special NR13770 taking off from Glendale, California, 17 August 1936. (Wide World Photos)

NC13770 was later sold to Harry Richman of Miami Beach, Florida, who christened the airplane Lady Peace. During the Spanish Civil War, the airplane was captured by the Nationalists. It was used as a transport for the Aviación Nacional Grupo 43, identified as 43-14, and named Capitán Haya. Its U.S. registration was cancelled 8 October 1937. It is believed that the airplane was scrapped in the early 1950s.

Vultee V-1A s/n 24703 (ex-NC13770), Lady Peace, was captured by the Nationalists and assigned the identification number 43-14. (AERONETGCE via Pedro Luz Cunha)
Vultee V-1A s/n 24703 (ex-NC13770) 43-14 in mottled camouflaged. (AERONETGCE via Pedro Luz Cunha)

¹ FAI Record File Number 13232

² Richard Palmer was the designer of Howard Hughes’ record setting H-1.

© 2019, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather

14 January 1936

Hoard Hughes with his record-setting Northrop Gamma. (Unattributed)
Howard Hughes with the record-setting Northrop Gamma. (UNLV Special Collections)

14 January 1936: Flying a Northrop Gamma 2G, serial number 11, which he had leased from Jackie Cochran, Howard Robard Hughes, Jr., set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Recognized Course (Los Angeles, California, to New York) in 9 hours, 26 minutes, 10 seconds, at an average speed of 417.0 kilometers per hour (259.1 miles per hour).¹ Most of the flight was made at altitudes of  15,000–18,000 feet (4,572–5,486 meters), and Hughes used supplemental breathing oxygen.

Howard Hughes climbs out of the Northrop Gamma at Newark, New Jersey. (UNLV Digital Collection)
Howard Hughes climbs out of the Northrop Gamma at Newark, New Jersey. (UNLV Digital Collection)

Jack Northrop had designed and built the Gamma as a long-range cargo and mail plane for Transcontinental and Western Air, Inc. The contract was cancelled, though, and several airplanes became available to other customers. Jackie Cochran purchased s/n 11, which had been completed 15 August 1934, and had it modified by Northrop as a two-place long-distance racer for the 1934 MacRobertson London-to-Australia air race, which she planned to fly with her friend Ted Marshall.

The length of the Gamma varied from 29’10” to 31’0″, depending on engine and cockpit configuration. The wingspan was 48’0″.

The Northrop Gamma 2G, NC13761, after modification to install a liquid-cooled Wright SGV1570F4 V-12 engine, 9 September 1934. (SDASM Archives)
The Northrop Corporation Gamma 2G, NC13761, after modification for the MacRobertson Race, 29 September 1934. (The Northrop Corporation)
The Northrop Gamma 2G, NC13761, after modification to install a liquid-cooled Wright SGV1570F4 V-12 engine. (SDASM Archives)

The Gamma’s original engine was replaced with a liquid-cooled, supercharged, 1,570.381-cubic-inch-displacement (25.734 liters) Wright Aeronautical Division Conqueror SGV1570F4 (also known as the Curtiss Conqueror), a DOHC 60° V-12 engine rated at 745 horsepower at Sea Level. The engine drove a two-bladed propeller. The Gamma had 7 fuel tanks: 3 in each wing and 1 in the fuselage. Total capacity was 486 gallons (1,840 liters) of gasoline and 29 gallons (110 liters)of lubricating oil. A second fuselage tank was later added, bring the total fuel capacity to 586 gallons (2,218 liters). The Gamma 2G had an empty weight of 4,727 pounds (2,144 kilograms) and a maximum gross weight of 8,037 pounds (3,646 kilograms). The modified airplane was inspected and a temporary commercial registration, NC13671, was approved 29 September 1934.

While being ferried to New York by Jackie and her new copilot, Royal Leonard, problems with the engine’s supercharger forced them to land in Arizona. Cochran continued east by airliner while Leonard and a Curtiss-Wright mechanic continued east in the Gamma. Flying on the night of 1 October 1934, a continuing problem with the supercharger forced them to make an off-field landing near Tucumcari, New Mexico, using light from dropped flares. The Gamma was seriously damaged and had to be returned to Northrop for repair.

Northrop Gamma 2G NX13761 after installation of the air-cooled Pratt & Whitney Twin Wasp, Jr. SA1-G 14-cylinder radial engine. (SDASM Archives)

The airplane’s temporary registration was suspended. A section of the wing and the forward lower half of the fuselage were replaced, provisions for installing a Pratt & Whitney radial engine were made, and the rear cockpit was removed. (Cochran’s plans for the MacRobertson Race had to be revised,² so she had the airplane modified for the Bendix Trophy Race.) The repairs and modifications were completed 30 November 1934.

Jackie Cochran’s Northrop Gamma NX13761 after radial engine installation, photographed at Clemenceau, near Cottonwood, Arizona, circa 1935. (Ruth Reinhold Aviation Collection, Arizona Memory Project RRA-AMP107)

The “re-modified” Gamma 2G was now powered by an air-cooled, supercharged, 1,534.943-cubic-inch-displacement (25.153 liters) Pratt & Whitney Twin Wasp Jr. SA1-G 14-cylinder radial engine with a three-bladed Hamilton Standard controllable-pitch propeller. The SA1-G was rated at 700 horsepower at 2,500 r.p.m. at 6,500 feet (1,981 meters). The engine could be ordered with a 3:2 or 4:3 gear reduction ratio.

Jackie Cochran flew the Gamma in the 1935 Bendix Trophy Race, but, approaching severe weather over the Grand Canyon, landed the airplane and did not finish the race.

The official ownership history of the Gamma is murky. The original application for a Department of Commerce Aeronautics Branch license specified the owner as The Northrop Corporation. On 4 January 1935, Northrop’s registration was cancelled by the Department of Commerce because, “Aircraft not inspected for relicensing.”

Jackie Cochran with the Northrop Gamma 2G, circa 1936. Photographed by Toni Frissell)

When Jackie Cochran requested registration in her name, she failed to submit a Bill of Sale with her application. After repeated written requests by the Bureau of Air Commerce to submit a bill of sale went unanswered, her application for a restricted registration for the airplane was cancelled, 9 January 1936. J Carroll Cone, Assistant Director of Air Commerce (Air Regulation) informed her in writing: “The status of this aircraft is unlicensed and unidentified, according to our records. Any operation thereof would be in violation of the Air Commerce Regulations and subject the offender to the civil penalty provided therefor.”

Finally, a Bill of Sale from The Northrop Corporation, dated 30 November 1935, was provided to the Aeronautics Bureau. It said that Northrop had sold the airplane to Cochran, “for and in consideration of ten dollars ($10.00)”.

Meanwhile, Howard Hughes had seen the Gamma and wanted to buy it. Jackie Cochran tells how Howard Hughes acquired the airplane:

One night about 11:30 I was exhausted in my hotel room and the telephone rang. . .

“Jackie,” the voice says, “this is Howard.”

“Howard who?” I say, still sleepy and getting frustrated.

“Howard Hughes,” the man says.

“Howard who?” I ask again.

“Howard Hughes,” he repeats.

. . . We argued about who he was a bit more. Finally, he says, “I want to buy your airplane.”

I’m thinking that this is an incredible conversation. “It’s not for sale, Howard,” I reply. “I’m going to fly it in the Bendix.”

“I don’t want to fly it in the Bendix,” he answers. “I want to fly it cross-continental.”

“So do I,” I say.

Howard Hughes and I negotiated over the Northrop Gamma for about four weeks. . . Howard wanted my Northrop so badly, but it would break my heart to consider handing over my rights to it. . . when he offered to rent it, with an option to buy, I caved in. . . .

Jackie Cochran: An Autobiography, by Jacqueline Cochran and Maryann Bucknum Brinley, Bantam Books, New York, 1987, at 152–153.

When Hughes took possession of the Gamma 2G, he had the Pratt & Whitney engine replaced with a 1,823.129 cubic-inch (29.785 liter) Wright Cyclone SGR-1820-G5 nine-cylinder radial engine, and a three bladed-Hamilton Standard constant-speed propeller with a diameter of 11 feet, 3 inches (3.429 meters). The engine used a bell-shaped cowling similar to that of Hughes’ H-1 Racer. The engine had a Normal Power rating of 830 horsepower at 2,100 r.p.m to 4,300 feet (1,311 meters), and 930 horsepower for Takeoff. This engine did not yet have government certification. Three additional fuselage tanks were installed, increasing the Gamma’s fuel capacity to 690 gallons. Hughes did not submit the Gamma for Department of Commerce inspection and licensing. It was not approved in the new configuration.

Jackie Cochran took the Gamma back from Hughes and had the Twin Wasp Jr. reinstalled, and submitted a new application for registration 31 March 1936. This was approved 28 April 1936, and the Gamma received a restricted registration, NR13761. It was damaged beyond repair after an emergency landing, 10 July 1936.

The Northrop Gamma 2G, NR13761, at Newark, New Jersey, 14 January 1936. (UNLV Libraries Digital Collection)

¹ FAI Record File Number 13237

² With Northrop unable to repair the airplane in time for the MacRobertson Race, at the last minute Jackie Cochran entered with a different airplane (a Granville Brothers Gee Bee R-6H).

© 2017, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather

11 January 1962

Colonel Clyde P. Evely, USAF with the crew of the record-setting B-52H Stratofortress 60-0040. (U.S. Air Force)
Colonel Clyde P. Evely, USAF with the crew of the record-setting B-52H Stratofortress 60-0040. (U.S. Air Force)

11 January 1962: Colonel Clyde P. Evely, United States Air Force, and his crew flew their Boeing B-52H-150-BW Stratofortress, 60-0040, of the 4136th Strategic Wing, from Kadena Air Force Base, Okinawa to Torrejon Air Base, Spain. Called Operation Persian Rug, this was an unrefueled 21 hour, 52 minute flight that covered 12,532.30 miles (20,168.78 kilometers) at an average 604.44 miles per hour (972.75 kilometers per hour) and set 11 Fédération Aéronautique Internationale (FAI), several of which still stand. Seven National Aeronautic Association records for speed over a recognized course also are current.

Others on the flight were Major Robert Carson and Captain Henry V. Sienkiewicz, second pilot and co-pilot; Major Edmund Bible, navigator; Major Dwight Baker, radar navigator; Captain Edward McLaughlin, electronics warfare officer; 1st Lieutenant William Telford, second navigator; and Master Sergeant Richard Posten, gunner.

FAI Record File Num #8647 [Direct Link]
Status: ratified – retired by changes of the sporting code
Region: World
Class: C (Powered Aeroplanes)
Sub-Class: C-1 (Landplanes)
Category: Not applicable
Group: 3 : turbo-jet
Type of record: Distance
Performance: 20 168.78 km
Date: 1962-01-11
Course/Location: Okinawa (Japan) – Madrid (Spain)
Claimant Clyde P. Evely (USA)
Aeroplane: Boeing B-52H
Engines: 8 Pratt & Whitney TF-33(military desig.for JT-3D)

FAI Record File Num #16481 [Direct Link]
Status: ratified – retired by changes of the sporting code
Region: World
Class: C (Powered Aeroplanes)
Sub-Class: C-1 (Landplanes)
Category: Not applicable
Group: 3 : turbo-jet
Type of record: Speed over a recognised course
Performance: 929.30 km/h
Date: 1962-01-11
Course/Location: Okinawa (Japan) – Madrid (Spain)
Claimant Clyde P. Evely (USA)
Aeroplane: Boeing B-52H
Engines: 8 Pratt & Whitney TF-33(military desig.for JT-3D)

FAI Record File Num #16483 [Direct Link]
Status: ratified – retired by changes of the sporting code
Region: World
Class: C (Powered Aeroplanes)
Sub-Class: C-1 (Landplanes)
Category: Not applicable
Group: 3 : turbo-jet
Type of record: Speed over a recognised course
Performance: 972.75 km/h
Date: 1962-01-11
Course/Location: Okinawa (Japan) – Madrid (Spain)
Claimant Clyde P. Evely (USA)
Aeroplane: Boeing B-52H (60040)
Engines: 8 Pratt & Whitney TF-33(military desig.for JT-3D)

The flight crew of 60-0040 received awards for their world record flight, at Torrejon Air Base, Spain, 11 January 1962. (U.S. Air Force)
President John F. Kennedy congratulates the crew of 60-0040. This photograph shows the crew and President Kennedy with a different airplane, B-52G 57-6486. (U.S. Air Force)
President John F. Kennedy congratulates the crew of 60-0040. This photograph shows the crew and President Kennedy with a different airplane, B-52G 57-6486. (U.S. Air Force)
Boeing B-52H Stratofortress. (U.S. Air Force)
Boeing B-52H Stratofortress. (U.S. Air Force)

The B-52H is a sub-sonic, swept wing, long-range strategic bomber. It has a crew of five. The airplane is 159 feet, 4 inches (48.6 meters) long, with a wing span of 185 feet (56.4 meters). It is 40 feet, 8 inches (12.4 meters) high to the top of the vertical fin. Maximum Takeoff Weight (MTOW) is 488,000 pounds (221,353 kilograms).

There are eight Pratt & Whitney TF33-PW-3 turbofan engines mounted in two-engine pods suspended under the wings on four pylons. Each engine produces a maximum of 17,000 pounds of thrust (75.620 kilonewtons). The TF-33 is a two-spool axial-flow turbofan engine with 2 fan stages, 14-stage compressor stages (7 stage intermediate pressure, 7 stage high-pressure) and and 4-stage turbine (1 stage high-pressure, 3-stage low-pressure). The engine is 11 feet, 10 inches (3.607 meters) long, 4 feet, 5.0 inches (1.346 meters) in diameter and weighs 3,900 pounds (15,377 kilograms).

The B-52H can carry approximately 70,000 pounds (31,750 kilograms) of ordnance, including free-fall bombs, precision-guided bombs, thermonuclear bombs and cruise missiles, naval mines and anti-ship missiles.

The bomber’s cruise speed is 520 miles per hour (837 kilometers per hour) and its maximum speed is 650 miles per hour (1,046 kilometers per hour) at 23,800 feet (7,254 meters) at a combat weight of 306,350 pounds. Its service ceiling is 47,700 feet (14,539 meters) at the same combat weight. The unrefueled range is 8,000 miles (12,875 kilometers).

With inflight refueling, the Stratofortress’s range is limited only by the endurance of its five-man crew.

The B-52H is the only version still in service. 102 were built and as of 27 September 2016, 76 are still in service. Beginning in 2013, the Air Force began a fleet-wide technological upgrade for the B-52H, including a digital avionics and communications system, as well as an internal weapons bay upgrade. The bomber is expected to remain in service until 2040.

The record-setting B-52, 60-0040, named The Black Widow, had been on a 7-hour training flight with an eight-man crew, 5–6 December 1988. They were practicing “touch and go” landings and takeoffs at K.I. Sawyer Air Force Base, near Marquette, Michigan.

After the third landing, the bomber just became airborne, when at 0115 EST,

“. . . At about 75 ft airborne the #30 fuel boost pump overheated due to lack of fuel to cool it down, and, because, the spark arrester was missing from the shaft of the boost pump allowing sparks into the empty tank. The fumes then combusted and exploded inflight causing the tail section to separate from the fuselage. We went crashing to the ground over the runway. Upon hitting the ground the wing section separated from the cockpit. Both went skidding down the runway and came to rest just 3400 ft from impact. The cockpit was blocking the alert ramp for the tankers. All 8 crewmembers survived, each with varying degrees of injury. The Pilot, copilot and IP sustained the more serious injuries, while the rest of us had multiple broken bones and burns but nothing terribly serious.

— Captain Anthony D. Phillips, Radar Navigator.

Colonel Clyde P. Evely retired from the Air Force after thirty years service. He died 7 April 2010 at 88 years of age.

The remains of "Balls 40", B-52H-150-BW 60-0040, The Black Widow, at K.I. Sawyer AFB, Gwinn, Michigan, 6 December 1988. (U.S. Air Force)
The remains of  B-52H-150-BW 60-0040, The Black Widow, at K.I. Sawyer AFB, Gwinn, Michigan, 6 December 1988. (U.S. Air Force)

© 2017, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather

7 January 1980

A Mooney M20K, similar to the one flown by Alan Gerharter from San Francsico to Washinto, D.C., taking off at San Jose, California. The landing gear is retracting. (Rich Snyder — Jetarazzi Photography)
A Mooney M20K, similar to the one flown by Alan Gerharter from San Francisco to Washington, D.C., taking off at San Jose, California. The landing gear is retracting. (Rich Snyder — Jetarazzi Photography)
Alan W. Gerharter, ATP, CFI. (AOPA)
Alan W. Gerharter, ATP, CFI. (AOPA)

7 January 1980: In response to a challenge, Alan W. Gerhartner, Chief Flight Instructor of Logan and Reavis Air, Inc., Medford, Oregon, flew a four-place, single-engine Mooney M20K, N231LR, serial number 25-0025, from San Francisco International Airport (SFO) to Washington National Airport (DCA) in 8 hours, 4 minutes, 25 seconds.

This qualified as a new Fédération Aéronautique Internationale (FAI) and U.S. National Speed Record of 486.20 kilometers per hour (302.11 miles per hour).¹

Gerharter had beaten the previous record held by a Malvern Gross, Jr., ² flying a Cessna T210, N5119V, by 3 hours, 3 minutes, 23 seconds. When Gerharter arrived at DCA, Gross was there to meet him.

Gerharter had made temporary modifications to the Mooney for this flight. He had two 25 gallon (94.6 liter) fuel tanks mounted in place of the rear seats, bringing the airplane’s total fuel capacity to 122 gallons (462 liters). The right front seat was removed and two oxygen tanks installed. In an effort to reduce aerodynamic drag, he removed the boarding step at the trailing edge of the right wing.

Waiting for advantageous weather, Alan Gerharter took off from SFO at 6:49 a.m., Pacific Standard Time, 7 January 1980. He climbed to 25,000 feet (7,620 meters) and adjusted his power settings to 75%. Though he had meticulously planned a Great Circle Route, electrical problems caused his primary navigation system and autopilot to fail, so he had to navigate by magnetic compass and clock as he made his way across the country. The airplane used 103 gallons (390 liters) of fuel during the flight.Screen Shot 2015-01-06 at 08.56.45Alan Gerharter’s World and National Records still stand.

A flight of four Mooney M20Ks. The lead airplane is teh world and national record holder Mooney 231 N231LR. (Photograph courtesy of Al Gerharter)
A flight of four Mooney M20Ks. The lead airplane is the world and national record holder, Mooney 231 N231LR. (Photograph courtesy of Alan W. Gerharter)

The Mooney M20K is an all-metal, low-wing monoplane with retractable tricycle landing gear. The airplane is 25 feet, 5 inches (7.747 meters) long with a wingspan of 36 feet, 1 inch (10.998 meters) and overall height of 8 feet, 3 inches (2.516 meters). Its empty weight is 1,800 pounds (816.5 kilograms) and gross weight is 2,900 pounds (1,315 kilograms).

The M20K is powered by an air-cooled, fuel-injected and turbocharged, 359.656-cubic-inch-displacement (5.894 liter) Teledyne Continental TSIO-360-GB-1 horizontally-opposed six-cylinder direct-drive engine. It has a compression ration of 7.5:1 and is rated at 210 horsepower at 2,700 r.p.m. with 40.0 inches manifold pressure (1.365 Bar). The engine turns a two-bladed McCauley constant-speed propeller with a diameter of 6 feet, 2 inches (1.879 meters). Most TSIO-360-GB engines still in service have been converted to the TSIO-360-LB configuration. The -LB is 2 feet, 3.53 inches (0.699 meters) high, 2 feet, 7.38 inches (0.797 meters) wide and 4 feet, 8.97 inches (1.447 meters) long. It has a dry weight of 343.35 pounds (155.74 kilograms).

The Mooney M20K was marketed as the Mooney 231, a reference to its top speed of 201 knots at 16,000 feet (4,877 meters), or 231.3 miles per hour (372.25 kilometers per hour). The M20K has a Maximum Structural Cruising Speed (VNO) of 200 miles per hour (321.9 kilometers per hour), and a Never Exceed Speed (VNE) of 225 miles per hour (362.1 kilometers per hour). The airplane has a maximum operating altitude of 24,000 feet (7,315 meters).

The M20K was certified in 1979, 24 years after the original M20 entered production, and it was produced until 1998. The M20 series continued in production with follow-on models until 2008.

The transcontinental speed record Mooney 231, N231LR, covered with dust in a hangar at Clovis Municipal Airport, New Mexico, 7 January 2012. (D&D Aircraft)
The transcontinental speed record-setting Mooney 231, N231LR, covered with dust in a hangar at Clovis Municipal Airport (CVN), Texico, New Mexico, 7 January 2012. (D&D Aviation)

Mooney M20K N231LR was issued an Airworthiness Certificate on 27 December 1978. It is currently registered to a management corporation in Wilmington, Delaware.

¹ FAI Record File Number 13854: Speed Over a Recognised Course, 486.20 kilometers per hour (302.11 miles per hour), 7 January 1980. Current Record.

² FAI Record File Number 965: Speed Over a Recognised Course, 352.36 kilometers per hour (218.95 miles per hour). FAI Record File Number 966: Speed Over a Recognised Course, 384.03 kilometers per hour (238.63 miles per hour). Both records were set 1 January 1977.

© 2019, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather

10 November 1995

Boeing lead test pilot for the 777, Captain Suzanna Darcy-Henneman, in the right seat of a Boeing 777-200LR. (Boeing)
Boeing lead test pilot for the 777, Captain Suzanna Darcy-Henneman, in the right seat of a Boeing 777-200LR. (Boeing)

10 November 1995: Captain Suzanna Darcy-Henneman set a Fédération Aéronautique Internationale (FAI) world record for distance flown by a commercial aircraft when she and a crew of 7 additional pilots flew a Boeing 777-200LR Worldliner, N6066Z, non-stop from Hong Kong (HKG) to London Heathrow (LHR), a distance of 21,601.33 kilometers (13422.44 miles), in 22 hours, 22 minutes.¹ During the flight, Captain Darcy-Henneman also set two speed records. The 777 averaged 981.57 kilometers per hour (609.92 miles per hour) from Los Angeles to New York,² and 910.54 kilometers per hour (565.78 miles per hour) from New York to London.³

Captain Suzanna Darcy-Henneman, Boeing's lead test pilot for the 777, on the flight deck of N6066Z during the World Record flight. (Boeing)
Captain Suzanna Darcy-Henneman, right, Boeing’s lead test pilot for the Model 777, on the flight deck of N6066Z during the World Record flight. (Geoff Thomas/Boeing)

Suzanna Darcy joined Boeing’s engineering department in 1974. She learned to fly with the Boeing Employees Flying Association. Darcy graduated from the University of Washington in 1981 with a Bachelor of Science degree in Aeronautics and Aeronautical Engineering. She then became a ground school instructor for Boeing’s Model 757 and 767 airliners.

In 1985, Boeing assigned Darcy-Hanneman as a production test pilot, the first woman to hold that position with the company. She was also the first woman to earn a captain’s rating on the 747-400, and is also rated on the 737, 757, 767 and 777.  She performed flight testing on the 737-300 and was the project test pilot for the 777-200LR.

“Capt. Suzanna Darcy-Hennemann, the first female test pilot of Boeing, peers from the cockpit of a 777-200LR at Everett’s Boeing Plant in 2005.” (Mike Siegel / The Seattle Times)

In 2008, Captain Darcy-Hanneman became Chief Pilot, Boeing Commercial Airplane Services. She is a member of the Society of Experimental Test Pilots, and was inducted into the Women in Aviation Pioneer Hall of Fame in 2010.

Boeing 777-200LR N6066Z. (Unattributed)
Boeing 777-200LR N6066Z. (Unattributed)

¹ FAI Record File Number 12181

² FAI Record File Number 12182

³ FAI Record File Number 12183

© 2018, Bryan R. Swopes

Facebooktwittergoogle_plusredditpinterestlinkedinmailby feather