1955:
Aviation
Archives consist of articles that
originally appeared in Collier's Year Book (for events of 1997 and earlier) or
as monthly updates in Encarta Yearbook (for events of 1998 and later). Because
they were published shortly after events occurred, they reflect the information
available at that time. Cross references refer to Archive articles of the same
year.
1955: Aviation
An event of significance to the aviation industry came
late in the year when Secretary of Defense Charles E. Wilson announced a rise
of $500,000,000 in the estimate of Defense Department expenditures for the
fiscal year 1956. This gave a total Defense budget of $34,500,000,000. The
action followed a thorough study by top Pentagon officials in the Air Force of
the possible effects of various economy moves on the defense program. Although
the Administration has made determined efforts to reduce expenditures in order
to balance the budget, it appears unlikely at this time that President or
Congress can risk the political implications of a sharply curtailed defense
program, and it must be remembered that the recommendations of the
Congressional Air Policy Board for a minimum peacetime air-strength have not
yet been achieved.
Naval Aeronautical Turbine Test Station.
A $30,000,000, 65-acre, flight propulsion laboratory
was opened by the Navy at West Trenton, N.J. Called the Naval Aeronautical
Turbine Test Station, it is probably the most complete facility of its kind in
the world. Altitudes from sea level to 65,000 ft., air speeds from subsonic at
sea level to supersonic at high altitudes, and temperature conditions ranging
from -67° to 150°F. may be simulated there.
One of the five test cells recently finished is the
only test rig known to the Navy that is capable of subjecting complete
turboprop engines to wide extremes of altitude and temperature. It contains an inlet
throat with a variable orifice which can be adjusted to a wide range of
propeller diameters. Large-capacity refrigeration equipment and a separate
heater system make it possible to cold-soak powerplants to -67°F. to test cold
starting of engines and to subject them to Arctic operating conditions. With
all the machinery in operation, the test facility has a connected working load
of almost 100,000 hp.
In the supervisory control room, built on the front of
the test wing, a 35-ft. central control panel enables engineers to supervise
the functioning of every part of the laboratory, give permission to operate
equipment, and direct air flow. More than 23 mi. of copper tubing and 26 mi. of
thermocouple wiring focus vital information from all parts of the laboratory on
the panel. Controls are of the 'permissive' type — manual on-off interlocks
which prevent any machinery from being started until all operating requirements
have been satisfied. Any emergency can be spotted immediately in the
supervisory control room and pushing a single button can shut down the entire
laboratory. The engineers at the control panel act as co-ordinators to assure
that all parts of the complex laboratory function in unison. They give
permission to operators on the spot to set machinery in motion.
Area Rule.
Flight faster than the speed of sound has been
recorded repeatedly since 1947. In level flight, however, it always has been
accomplished by the use of enormous amounts of costly, excess power produced by
afterburners or rockets, and these flights were limited to a few minutes'
duration at or above Mach 1 (the speed of sound).
An interesting advance in aeronautics was released in
September of 1955 by the National Advisory Committee for Aeronautics. Called
the area rule, it is a key to practical supersonic flight and many qualified
observers see in it the advent of a new era in aviation.
The area rule was discovered by Richard T. Whitcomb, a
young aeronautical research scientist at the NACA Langley Aeronautical
Laboratory. It is a simple, rational way to reduce the large wing drag at
transonic speed. It offers three prime advantages: supersonic speed with
significantly less power than formerly was required; a useful range at
supersonic speed; rapid, smooth, and economical acceleration through the
transonic speed range. Finally, it permits supersonic speed in planes which
otherwise would be limited to subsonic speed. For his discovery of the area
rule, Whitcomb was awarded the Collier Trophy for the 'greatest achievement in
aviation in 1954.'
With the use of the area rule in original design, the
transonic airplane becomes a practical, economic possibility. Application of
the concept in the Navy's Grumann F11F-1 and the Air Force Convair F-102A added
handsomely to their top speeds without any significant increase in power or
weight of structure. The speed of the F-102A was increased by 150 mph over that
of the previous model. That speed gain gave supersonic performance to a
hitherto subsonic airplane and saved for the Air Force a multimillion-dollar
airplane procurement program.
Wind Tunnels.
Discovery of area rule is one of the first fruits of
the new transonic wind tunnels, of which the NACA now has several. These
tunnels simulate free-air conditions in the laboratory. It is pertinent to
mention here that another Langley research scientist, John Stack, won the 1951
Collier Trophy for concept and design of the transonic wind tunnel slotted
throat.
A whole family of new wind tunnels, authorized under
the Unitary Wind Tunnel Plan Act of 1949, are coming into use for development
testing of aircraft and engines of very high speed. They will permit laboratory
investigations under large-scale conditions at speeds ranging from Mach 0.7 to
5.0.
Current Research.
Aerodynamic Heating.
Somewhat more forward-looking are the researches in
aerodynamic heating. An example of this effort is the Bell X-2, built to probe
the so-called 'thermal barrier.' With much stainless steel in its structure,
with windshield glass tempered to withstand temperatures as high as 1,000°F.,
and with a heavily insulated cockpit, this rocket-powered plane will provide
new information about aerodynamic heating.
Flying Aircraft Carrier.
Feasibility of a flying aircraft carrier was indicated
in a report of studies made by Grover Loening, aircraft consultant of long
experience. The proposal embodies a jet-powered, 20-engine, flying boat with a
gross weight of 2,200,000 lb. and costing $110,000,000. Complement of the carrier
would be 20 supersonic fighters or their equivalent launched from a 300-ft.
deck while the carrier cruised at 400 mph. An arrangement providing an 80-ft.
span between the twin rudders would offer a clear approach to the stern. The wings, enhanced by both low-drag
and high-lift boundary layer control, would have a total span of 360 ft. with a
chord of 80 ft. at base and 40 ft. at the tips. The range would be 4,000 mi.
based on an 800,000 lb. fuel load, 400-mph cruising speed, and 0.85 specific
fuel consumption.
Flying Saucers.
Circular-wing aircraft, which could be called flying
saucers, may be seen in the future, although their existence in the past has
been denied by the Air Force. For many years circular-wing configurations have
been known to have certain attractive aerodynamic advantages. Some work has
been done in this field. Now the Air Research and Development Command,
U.S.A.F., has taken over a Canadian project started by Avro Aircraft Ltd. to
build a circular-wing aircraft at a prototype cost of about $100,000.
The Canadian project is based on model studies of a
true disc configuration. Initial investigations established that flight control
of the disc could be achieved through directional control of the jet exhaust
issuing from a gap between the upper and lower disc surfaces, inboard of the
saucer perimeter. Directing this exhaust up, down, or laterally from the
perimeter by control of the exhaust gap dimensions would produce bending of the
jet stream. With one fixed gap dimension, the flow would be straight out to
produce lateral (horizontal) thrust for transitional flight. With the gap
precisely altered to another dimensional value, the exhaust stream bends down
or up for vertical thrust effect. For vertical takeoff, the top portion of the
gap would be closed and alteration of the gap opening accomplished for downward
direction of exhaust flow to lift the saucer vertically. For transitional
flight, the gap, altered for straight-out jet flow and closed on a perimeter
portion of the saucer, applies jet thrust on the opposite side of the
perimeter. The powerplant for this saucer configuration might be a substantial
refinement of an elementary engine scheme associated with an edge-on takeoff
plane design.
Air Force Secretary Donald A. Quarles indicated that
his announcement of the above-mentioned project was made to offset any possible
public concern if a disc-shaped aircraft should be spotted.
Satelloid.
Following President Eisenhower's announcement that
small, unmanned satellites would be placed in orbits around the earth during
the period between July 1957 and December 1958, delegates from 20 nations,
including Soviet Russia, gathered at Copenhagen for the Sixth International
Astronautical Congress. The result of the Congress was the coining of a new term,
'satelloid' — and newspaper pictures of a Hollywood beauty holding a metal
cylinder, about the size of the conventional kitchen garbage can, which is
claimed to be a typical satelloid.
Quite different from the Hollywood version was the
proposal of Mr. Krafft Ehricks of Convair at the Copenhagen conference. His
satelloid is a manned vehicle — half airplane, half satellite. Small rocket
motors boost the orbit lifetime to a matter of days; in a true, unpowered
satellite this would last only hours at the low, 80-mi. altitude proposed.
Unlike the first true satellites, the satelloid is not only to be manned and
powered but also reusable and able to glide safely back to earth with its
occupants when the propellants are exhausted. Resembling an engineless airplane,
it would rely on a mere 3,400 lb. of propellants used in small bursts to
maintain a very high average speed for about six days. The higher orbit
(200-300 mi.) required for unpowered satellites of the same lifetime demands
very large rocket stages.
With a crew, observation capabilities of vastly
greater range and complexity would be provided and a large step would be made
in the direction of manned space flight.
Atomic Powered Aircraft.
The Shielding Problem.
During the year a special Convair B-36 was used to
begin tests on the shielding problems of the first atomic aircraft engine. In
the application of nuclear power to aircraft, the major problem is shielding
the very small pile or reactor with heavy material to protect the crew and
others against radioactivity. Because of the extreme weight of the shielding,
atomic power must be confined, for the immediate future, to very large
aircraft; the shielded reactor must be located close to the center of gravity
of the aircraft. The shielding might be split, with part of it around the
reactor and part around the crew, whose quarters will be removed as far as
possible from the powerplant.
Land-based, nuclear-powered aircraft will need special
runways because of the dangerous powerplant, for even when the plane is not
operating, the reactor is radiating deadly rays. Because of the plane's
unlimited range, however, there need be only a few of these special landing
areas.
Tandem Plane.
A proposal for a tandem plane arrangement has been
advanced. An atomic-powered craft would be a drone, operating as a tug and
pulling a second plane which would contain the crew and payload. The manned
plane, having its own powerplant, could cut loose for landing at a conventional
airport or, if it were brought onto the remotely-located runways likely to be
needed for nuclear-powered planes, it could cut its towline connection and taxi
to the regular hangar area for unloading.
Another proposal calls for a detachable nose section.
It would house the crew and have its own taxiing gear and powerplant. After
landing on the appropriate atomic runway, the crew would cast off from the
powerplant section and taxi to the hangar.
Landing Problems.
Although the first nuclear-powered aircraft probably
will look a good deal like today's designs (but with a greatly elongated nose
to get the crew as far from the reactor as possible), the landing gear will
have to be much larger and stronger. This is dictated by the fact that, on
landing, the plane will have about the same weight as when it took off. Practically
no fuel is consumed during flight, so that no fuel weight reduction occurs.
Airline Developments.
Jet Transports.
Biggest news of the year in the field of long-range
scheduled airline operation was the multimillion-dollar program of re-equipment
and conversion to jet transport announced by several major airlines. In the
fall, Pan American World Airways announced an order for 45 jet-powered
airliners costing $269,000,000. Of these, 25 are the Douglas DC-8, and 20 are
the Boeing 707. These aircraft will begin to go into service in 1958 and will
cut flying time approximately by half between major world cities. Passengers
leaving London, for example, at noon will fly 7 hr. and 15 min. and arrive in
New York at 2:15 p.m., due to the 5-hour time difference as the plane flies
westward; flying time between New York and Paris will be cut from 11 hr. to 6 ¾
hr.
Following the Pan American announcement came one from
United Airlines, confirming an order for 30 Douglas DC-8 aircraft, costing
$175,000,000. Soon after, word of a $135,000,000 order for 30 Boeing 707
Jetliners came from American Airlines.
The DC-8 has a span of 138.6 ft., a length of 140.6
ft., and a height overall of 40.2 ft. It will carry 130 or more passengers at a
gross weight of 257,000 lb., cruising at 575 mph for a nonstop distance of
5,000 mi. The Boeing 707 is somewhat smaller, but has the same performance.
Since these planes will normally operate at altitudes above 30,000 ft., they
will be above most of the bad weather. This condition, added to the greatly
reduced vibration of jets as compared with piston engines, will assure greater
comfort during air travel.
The announcement of orders for jet transports does
not, however, solve the problem of transition to the jet age. The effect of
such expenditures upon the financial structures of the airlines can be
far-reaching. Operating techniques and, in fact, the existing world airline map
must be changed to conform with the higher speeds and altitudes of operation of
the jets. By no means the least of the problems will be those of traffic
control at the international airports from which these jet transports will
operate. Most of these terminals already are overcrowded and, in bad weather,
stacking to await turn for landing is the practice. The fuel consumption of jet
engines is so much higher at low speeds than it is in cruising that stacking
can be prohibitive in terms of reserve fuel supply. A solution to the problems
of landing delay must be found before jet-powered transports can operate
economically in and out of existing terminal facilities.
Air Coach Service.
Competition among the scheduled airline operators in
the field of second-class air coach service has disclosed a vast volume of
untapped air traffic and has reduced the differential between first- and
second-class service. There is at least one long-range schedule in which first-
and second-class service is provided in different positions in the cabin of the
same airliner.
The attitude of the industry toward coach service
ranges from the aggressive approach of Eastern and Trans World Airlines in
particular, to the slower approach of United Air Lines and American Airlines.
Eastern Air Lines has a coach traffic goal of 65 per cent of its total
business, and the prospect is that in a few years this will be the coach
percentage throughout the industry. Coach service now amounts to about 44 per
cent of Eastern's total business.
The three areas of greatest competition in trunkline
service are also the areas in which the growth of air coach has been
particularly notable. The competition is primarily between Eastern and National
Airlines for the New York-Miami traffic. The number of coach passengers carried
by Eastern for the year ended June 30 was over one million more than for the
previous year. The number of National coach passengers increased by 122,000.
But more indicative, 57 per cent of National's total domestic business in
revenue passenger-miles was in coach service for the last year. More than 43
per cent of the nation's revenue passengers flew coach.
United Air Lines, despite the theoretical opposition
of its president W. A. Patterson to coach travel, operates six coach flights
daily over the Los Angeles-San Francisco-Seattle route — even using luxury
DC-6B airliners in off-hours. This is United's answer to the aggressive policy
of Western Air Lines and the additional competition of nonscheduled and
intrastate carriers in the area.
TWA is emphasizing low-cost coach service. A current
comparison is between TWA's coach flights and the luxury service of the DC-7's
of United and American Airlines. So far, the DC-7's appear to be holding a
substantial part of the transcontinental business. A reduced fare has been
initiated by TWA to lure passengers to coach service with very little
difference in passenger comfort and convenience.
Tacan.
In the field of air navigation, the controversy
between DME (Distance-Measuring Equipment) and Tacan, a new system sponsored by
International Telephone & Telegraph Co., has tended to obscure their many
basic similarities, especially in the case of the present civil VOR (Very High
Frequency Omnirange)-DME. Both operate on the same basic principle. A set in an
aircraft transmits an interrogation pulse. This is received by a ground
station, causing a pulsed reply to be transmitted back. In interrogation and
reply, pairs of pulses are sent to avoid confusion with spurious noises or with
other DME pulses, in the case of civil DME.
The differences which are claimed to give Tacan its
superiority and growth potential include:
1. Clear-channel DME, in which individual channels are
provided solely by frequency separation between stations in place of the
pulse-coding (multiplexing) required by civil DME to provide sufficient
channels. This Tacan characteristic makes multiplexing available for additional
functions, such as bearing, instrument landing, data link, and, possibly at
some future date, voice communication via pulse-code modulation.
2. UHF-band (1,000 megacycles) operation of both
bearing and distance functions, so that Tacan's omnirange bearing service is
much less affected by terrain and obstructions near the antenna than is VOR,
which operates in the range of 112-118 megacycles. For the same reason, Tacan
can use a much smaller ground-station antenna, an important consideration on
shipboard and in various USAF mobile installations. A combined 'coarse'- and
'fine'-bearing indicating system utilized in Tacan enables it to provide
greater accuracy than VOR.
3. In civil DME, pulses 2.5 microseconds wide are
given one of ten different possible spacings which are 14 to 77 microseconds
apart, to provide ten discrete channels at one operating frequency. In Tacan,
the DME pulses are 3.2 microseconds wide and always spaced 12 microseconds
apart, since each channel operates at a different frequency. Both the ground
and airborne DME receivers contain twin-pulse decoders set to pass only pulse
pairs having the prescribed spacing and to reject all others.
During the 'search' phase of the operation, when
either type is looking for replies from ground stations, approximately 150
pulse-pairs are transmitted per sec. When contact has been established with the
ground station, this rate is lowered to approximately 30 pulse-pairs per sec.
So that an airborne receiver will not mistake ground replies intended for other
aircraft as the answer to its own interrogation, the repetition rate of each
airborne transmitter is 'wobbled' or varied slightly to give it an
instantaneous repetition rate which differs from that of other aircraft in the
area.
Foreign Developments.
In Europe, where conditions of greater air transport
congestion exist, it is natural that more thought has been given to reduction
in runway length, to helicopters, and to vertical take-off aircraft.
Jet Flap.
Although still an experimental craft, the jet flap,
developed by the National Gas Turbine Establishment in England, is a potential
solution to the problem of airplane operation from within the center of cities.
It is, in effect, a device in which the principles of jet deflection are
combined with those of super-circulation. The entire engine jet stream is
ejected through a slot along the whole wing trailing edge to integrate
propulsion with lift.
Compared with other short take-off devices, the jet
flap has the advantages of not carrying dead weight (e.g., the two sets of
engines in the Rolls-Royce 'Flying Bedstead' concept and the various
convertiplanes) and of not requiring any awkward attitudes or special ground
equipment. It has been under development since 1952 and, in one of those
coincidences so common to inventions, Poisson-Quinton and Jousserandot of
France's Office National d' É tudes et de Recherches Aéronautiques (ONERA) have
been working along similar lines.
Runways.
Long-range aircraft and mainliners requiring runways
of only 3,000 ft. may well be designed in the future. Another approach was
indicated by Georges Hereil, President of the French Société Nationale des
Compagnies Aéronautiques du Sud-Est. Hereil outlined the various attempts to
substitute skis, trolleys, catapults, or ramps for wheels and concrete,
emphasizing the independence of the Baroudeur attack fighter, with its use of
skis or trolley from any terrain.
LANDMARKS
July 2, 1900.
The first zeppelin was successfully flown at a speed
of 8½ mph at Lake Constance, Germany. Development of the airship was the result
of years of experimentation.
Dec. 17, 1903.
The first successful flight by man in a powered
heavier-than-air machine occurred at Kitty Hawk, N.C., when Orville Wright
covered a distance of 120 ft. in 12 sec. Later, on the same day, Wilbur Wright
flew the machine 852 ft. in 59 sec.
July 25, 1909.
Louis Blériot made the first airplane crossing of the
English Channel. Flying a monoplane of his own design, Blériot crossed from Les
Baraques, Fr., to Dover, Eng. His 37-min. flight covered 31 mi. and won for
Blériot a prize of £1,000.
June 10, 1910.
Scheduled passenger service by air started with the
zeppelin Deutschland over a 300-mi. route from Friedrichshafen to
Düsseldorf, Ger.
1910-1912.
Several demonstrations were carried out to show the
potential of the airplane in naval applications. On Nov. 14, 1910, an airplane
piloted by Eugene Ely took off from the deck of the cruiser U.S.S. Birmingham
at Hampton Roads, Va., and flew to Norfolk. On Jan. 18, 1911, Ely landed his
plane on the deck of the U.S.S. Pennsylvania in San Francisco Bay. On
June 26, the first flying boat was successfully demonstrated in San Diego Bay.
Named Flying Fish, the plane was built especially for overwater flying
by Glenn H. Curtiss. On Nov. 12, 1912, Lt. T. F. Ellyson, USN, made the first
successful power-catapult takeoff from a barge at the Washington Navy Yard.
Jan. 1, 1914.
Regularly scheduled passenger service in
heavier-than-air craft began. A Benoist flying boat, carrying pilot and one
passenger, operated over a 22-mi. route between Tampa and St. Petersburg, Fla.
The undertaking failed after a few weeks' operation.
Jan. 19, 1915.
Four British cities were bombed by German zeppelins.
This first air raid served more to frighten the populace than to inflict much
physical damage.
May 15, 1918.
With a $100,000 grant from the Post Office Department,
the U.S. Army started regular commercial airmail service between Washington,
D.C., and Long Island, N.Y.
1918-1919.
Scheduled passenger and airmail service was begun
between London and Paris. Two British companies — Aircraft Transport and
Travel, Ltd. and Handley-Page Transport, Ltd. — and one French, the Farman Co.,
ran the service with modified warplanes.
May 16-17, 1919.
The first transatlantic crossing by air was completed
by Lt. Albert C. Read commanding a U.S. Navy flying boat, the NC-4. Flying time
from New York to Southampton, Eng., via Newfoundland, the Azores, and Portugal
— a distance of 3,936 nautical mi. — was 52 hr., 31 min.
June 14-15, 1919.
The first nonstop transatlantic flight was made by
Capt. John Alcock and Lieut. A. Whitten Brown. The 1,936-mi. flight from St.
John's, Newfoundland, to Clifden, Ireland, took 16 hr., 12 min. in a
twin-engined Vickers bomber.
July 2-13, 1919.
The first round-trip Atlantic crossing was made by an
airship. The British R-34, commanded by Maj. George Herbert Scott, made the
westbound crossing from East Fortune in Scotland to Hazelhurst Field, L.I., in
108 hr.; eastbound, the flight from Hazelhurst Field to Pulham, Eng., took 75
hr.
Oct. 15, 1920.
U.S. International airmail service was inaugurated by
Edward Hubbard. Under a government contract, he operated between Seattle,
Wash., and Vancouver in Canada in a Boeing flying boat.
Nov. 1, 1920.
Regularly scheduled international passenger service in
the United States was inaugurated by Aeromarine West Indies Airways between Key
West, Fla., and Havana, Cuba.
Feb. 22-23, 1921.
To demonstrate night flying on airmail routes, the
first through transcontinental flight was made from San Francisco to New York.
Mar. 22-April 19, 1922.
The first airplane crossing of the South Atlantic was
flown on a route from Lisbon, Port. to Rio de Janiero, Braz., via Cape Verde
Islands and Natal, Braz. This 4,293-mi. flight was made by two Portuguese
aviators, Adm. Cago Coutinho and Cmdr. Saccadura Cabral.
May 2-3, 1923.
A nonstop, transcontinental U.S. flight of 2,520 mi.,
from Roosevelt Field, N.Y., to San Diego, Calif., was made by Lt. Oakley Kelley
and Lt. John A. Macready in a Fokker monoplane T-2. Their time was 26 hr., 50
min.
June, 1923.
With modified DeHavilland DH-4BMs, mid-air refueling
was accomplished by Lt. L. H. Smith and Lt. J. P. Richter over San Diego,
Calif. They thus set a world endurance record of four days in the air.
Sept. 4, 1923.
U.S. Navy's first rigid airship, the U.S.S. Shenandoah,
was commissioned at Lakehurst, N.J.
April 6-Sept. 28, 1924.
U.S. Army biplanes made the first round-the-world
flight from Seattle, Wash. Of the four planes taking off, two completed the
26,345-mi. flight. One was the Chicago, commanded by Lt. Lowell Smith;
the other was the New Orleans, commanded by Lt. Erik H. Nelson. Their
actual flying time was 363 hr.
July 1, 1924.
Scheduled, transcontinental airmail service was
inaugurated between New York and San Francisco by way of Chicago, Omaha, and
Salt Lake City.
March 16, 1926.
Dr. Robert H. Goddard launched a liquid-fuel rocket
near Auburn, Mass. Flight lasted 2.5 sec. during which the rocket reached a speed
of 60 mph.
May 20-21, 1927.
Charles Lindbergh made the first successful solo
transatlantic flight in a Wright-powered Ryan monoplane, Spirit of St.
Louis. The flight from Roosevelt Field, L.I., to Le Bourget Field, near
Paris, covered 3,610 mi. in 33 hr., 39 min.
Sept. 18, 1928.
Juan de la Cierva flew the English Channel from
Croydon airport, outside London, to Le Bourget Field, near Paris, in an
autogiro. On Dec. 19, at Willow Grove, Philadelphia, Pa., Harold F. Pitcairn
made the first successful autogiro flight in the United States.
Sept. 30, 1929.
A rocket plane flight was made by Fritz von Opel, in
Frankfurt, Ger. It lasted 1¼ min., the rocket plane reaching a height of 50 ft.
Oct. 4-5, 1931.
Clyde Pangborn and Hugh Herndon made the first nonstop
flight over the Pacific Ocean. Their route was from Sabishiro Beach, Japan, to
Wenatchee, Wash., a distance of 4,860 mi. Their time was 41 hr., 13 min.
Nov. 11, 1935.
Near the Black Hills, S.D., Capt. Orvil Anderson and
Capt. Albert Stevens reached a record altitude of 72,395 ft. in a sealed
gondola slung under a balloon.
Nov. 22-29, 1935.
Pan American Airways inaugurated trans-pacific airmail
service between San Francisco and Manila via Honolulu and Midway, Wake, and
Guam Islands. A Martin China Clipper was used.
1935.
Autogiro airmail delivery began when L. Levy in a
Kellett craft and J. Ray in a Pitcairn delivered a load of airmail each,
landing on the roof of the post office at Philadelphia, Pa.
Oct. 21, 1936.
Weekly passenger service over the 8,200-mi. route from
San Francisco to Manila was begun by Pan American Airways.
May 6, 1937.
The German rigid airship Hindenburg burst into
flames while mooring at Lakehurst, N.J. The airship was completely destroyed
and many lives were lost.
July 4, 1937.
First successful flight of a practical man-carrying
helicopter, designed by Dr. Heinrich Focks, was accomplished by Hanna Reitsch
in Bremen, Germany.
May 20, 1939.
Scheduled transatlantic airline service between New
York and Southampton, Eng., was inaugurated by Pan American Airways and
Imperial Airways.
Aug. 27, 1939.
The first turbojet aircraft, a Heinkel He-178 powered
by a HeS-3 engine with 1,000 lb. thrust, was flown at Rostock, Ger.
June 24, 1943.
A parachute jump of 40,200 ft., the highest undertaken,
was made by Lt. Col. W. R. Lovelace.
June 12-13, 1944.
German V-1 attacks on London began. These robots,
launched from bases on the Channel, killed 5,817, wounded 17,036, and destroyed
870,000 English homes in the first 80 days of their use. These explosive-filled,
crewless aircraft were propelled by pulse jet engines.
Sept. 8, 1944.
German attacks with a long-range, wingless rocket —
the V-2 — began on London. The V-2 had a takeoff weight of 12 tons, including a
one-ton warhead, and a range of 200 mi. Maximum height of trajectory was 50-60
mi.
1944.
Jet-powered air warfare began. In the summer of 1944,
Germans used the rocket-driven Messerschmitt Me-163 against Allied B-17
formations. The Me-163 was launched from a catapult; it was armed with four
3-mm. cannon and was capable of a speed of 560 mph.
Oct. 1947.
Maj. Charles Yeager made the first piloted supersonic
flight in a Bell X-1. At 60,000 ft. he reached a speed of 968 mph — this is
Mach 1.45 (Mach 1 is the speed of sound).
March 2, 1949.
A nonstop, round-the-world flight was completed by a
USAF Boeing B-50 bomber. The 23,452-mi. flight was made in 94 hr., with four
mid-air refuelings, by Capt. James Gallagher and crew of 13.
Aug. 7, 1951.
William Bridgeman reached a height of 79,494 ft. in a
D-558-II after it was air launched from a B-29 bomber. Although the altitude
record set by Anderson and Stevens in 1935 was thus exceeded, Bridgeman's
flight did not set a new record because it did not follow rules established by
the Fédération Aéronautique Internationale (F.A.I.).
May, 1952.
British Overseas Airways Corporation began turbojet
airliner services using DeHavilland Comets on the London-Johannesburg route.
April 18, 1953.
British European Airways began turboprop airline
services, using Vickers-Armstrong Viscounts, on the London-Cyprus route.
December, 1953.
Maj. Charles Yeager set an unofficial world speed
record in the Bell X-1A. Launched from a B-29 at 30,000 ft. and climbing to
70,000 ft., the craft attained a speed of 1,650 mph (Mach 2.5).
May 24, 1954.
A Viking 11 rocket reached an altitude of 158 mi., the
highest to date, at White Sands Proving Grounds, N. Mex.
Aug. 20, 1955.
Col. Horace A. Hanes, flying a North American F-100C, the
Super Sabre, averaged a speed of 822.135 mph (Mach 1.23) at 40,000 ft. over
Muroc Desert. This was the first time the speed of sound had been exceeded in
level flight. Even more important, it was done with an operational fighter, not
with a research airplane.
WORLD SPEED RECORDS
Competitions for world speed records in aviation are
conducted according to very explicit international rules set up and
administered by the Fédération Aéronautique Internationale. For 50 years, the
F.A.I. has been working with member aero clubs of different countries to assure
scientifically accurate records, competent judges, and an equal chance for all
contestants. Usually, the national aero club (in the U.S., the National
Aeronautic Association) provides the judges for events in its country. After
the event, the records are certified by the national club, and sent to F.A.I.
headquarters in Paris, where they are carefully studied to be sure that the
rules have been faithfully followed before being officially confirmed, perhaps as
a world record.
One F.A.I. rule is that speed records must be made in
straight and level flight. For this reason, the official world speed record of
822.135 mph (Mach 1.23) achieved by Col. Horace A. Hanes is far less than the
absolute but 'unofficial' record set in December 1953 by Maj. Charles Yeager.
Yeager's Bell X-1A was launched from a B-29 at 30,000 ft. and climbed to 70,000
ft. From this altitude, his plane reached a speed of 1,650 mph (Mach 2.5).
F.A.I. speed records are divided according to the type
of aircraft (seaplane or landplane), as well as the course over which the
record was made — straight line or closed circuit. The records listed in the
table were made over a straight-line course. In most cases, only the fastest
record in any calendar year is listed.
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