Tag Archives: Distinguished Flying Cross

6 September 1952

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de Havilland DH.110 WG236
de Havilland DH.110 WG236. (U.S. Naval Aviation News)

6 September 1952: At the Farnborough Air Show, an annual event held at the Royal Aircraft Establishment Farnborough, Hampshire, England, de Havilland test pilot John Douglas Derry, D.F.C., with flight test observer Anthony Max (“Tony”) Richards, put the prototype DH.110, WG236, into a supersonic dive from 40,000 feet (12,182 meters), pulling out just short of the airfield and the estimated 120,000 spectators.

John Douglas Derry, D.F.C. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)
Anthony Max Richards (Flight)

Derry then made a high-speed, low-level circuit of the airfield, and as he straightened out, the airplane broke apart and crashed onto Observation Hill.

Both Derry and Richards were killed, as were 29 spectators. Another 63 were injured.

Flight reported:

      This melancholy affair has, inevitably, received wide publicity, and several inaccurate reports have been printed. A member of the staff of Flight who witnessed the accident describes it as follows: “Two small white puffs of cloud appeared in a clear patch of sky north of the airfield, presumably showing where the D.H.110 had exceeded Mach 1 in its dive. After about a minute there were two loud reports in split-second succession. The lower part of the dive must have been near-sonic, for the aircraft appeared overhead—at about 1,000–1,500ft—at almost the same instant; the supersonic ‘bangs’ had scarcely overtaken the 110, although they had evidently been produced at least 12 miles away. The aircraft flew out of sight to turn and line-up for a low flight above the main runway, which it made from the south-west at a speed estimated as 600–650 m.p.h. It then turned left into the circuit and flew back over the northern boundary at about 400ft. The break-up appeared to begin just before a steep 90-degree turn towards the enclosures. Small fragments came away from the 110, which gained height as the two Avons and the nose became detached from the airframe. One engine fell on a crowded slope behind the caravan parks, causing most of the casualties; the other landed harmlessly farther south. The nose, following the same path as the power-units, hit the grass just in front of the packed enclosure parallel with the runway and broke up. A number of small pieces landed on the runway itself while the airframe, minus tail-unit, nose and engines, dropped comparatively gently into the north-west corner of the airfield.”

—FLIGHT and AIRCRAFT ENGINEER, No. 2277, Vol. LXII. Friday, 12 September 1952, at Page 344, Column 1

This image shows the de Havilland DH-110 breaking up in flight. One of the engines has fallen free and is trailing smoke. (Unattributed)
This image shows the de Havilland DH.110 breaking up in flight. One of the engines has fallen free and is trailing smoke. (Unattributed)

Film taken from the ground showed that as the airplane came level, the starboard outboard wing separated, followed by the port outboard wing. The aircraft pitched violently upward with an acceleration of more than 12 Gs, and the cockpit, engines and tail then disintegrated.

The DH-110’s swept wings placed the ailerons well aft of the airplane’s center of gravity. When the pilot began his bank to the right, away from the crowd, he also began to climb. This caused the wing outer panels to twist, resulting in unexpected stresses. The right wing failed in torsion. The resulting roll then caused the left wing to fail.

The flight crew was not faulted.

Changes were made in the location of the spectators and maneuvering aircraft at the airshow from that time forward.

John Derry's crash, as his D,H,plane hits the ground after breaking the sound barrier in flight, Farnborough air display, 1952 (Photo by Bentley Archive/Popperfoto/Getty Images)
The de Havilland DH.110 prototype impact at RAE Farnborough, 6 September 1952. This photograph was taken by a spectator, Herbert Orr. (Bentley Archive/Popperfoto/Getty Images)
de Havilland DH.110 crash site. (Unattributed)
de Havilland DH.110 crash site. (Unattributed)
The scene of the 1952 Farnborough Air Show disaster. (Coventry Telegraph)
The scene of the 1952 Farnborough Air Show disaster. (Coventry Telegraph)

The de Havilland DH.110 was a prototype all-weather interceptor intended for operation by the Fleet Air Arm from the Royal Navy’s aircraft carriers. It was a two-place, twin-engine swept-wing fighter capable of supersonic speed. WG236 was the first prototype, which made its first flight the previous year, 26 September 1951. At the time of the accident WG236 had flown approximately 125 hours. The second prototype, WG240, had been scheduled to fly the demonstration for the air show, but had to be replaced for maintenance reasons.

The DH.110 used the twin-tailboom configuration of de Havilland’s DH.100 Vampire and DH.112 Venom fighters, but the wings were swept to 45°.

WG236 was 51 feet, 8 inches (15.748 meters) long with a wingspan of 51 feet, 0 inches (15.545 meters) and height of approximately 11 feet (3.35 meters). Its maximum takeoff weight was 35,000 pounds (15,876 kilograms).

WG236 was powered by two Rolls-Royce Avon RA.3 engines The RA.3 was a single-spool axial-flow turbojet with a 12-stage compressor section and single-stage turbine. It was rated at 6,500-pounds-thrust (28.91 kilonewtons). The second prototype used the more powerful RA.7.

The DH.110 had a maximum speed of 610 knots (0.924 Mach) at Sea Level, and 536 knots (0.936 Mach) at 40,000 feet (12,182 meters).

Planned armament for the production fighter was four 30 millimeter ADEN cannon.

De Havilland DH.110 WG236. (BAE Systems)

Both airmen were posthumously awarded the Queen’s Commendation for Valuable Service in the Air.

CENTRAL CHANCERY OF THE ORDERS OF KNIGHTHOOD

St. James’s Palace. S.W. 1

12th September, 1952

     The QUEEN has been graciously pleased to give orders for the publication of the names of the persons shown below as having received an expression of Commendation for valuable service in the air:—

QUEEN’S COMMENDATIONS FOR VALUABLE SERVICE IN THE AIR.

John Douglas Derry, D.F.C. (deceased), Test Pilot, de Havilland Aircraft Company, Ltd.

Anthony Max Richards (deceased), Flight Test Observer, de Havilland Aircraft Company, Ltd.

For services when testing an experimental aircraft.

John Douglas Derry was born 5 December 1921 at Cairo, Egypt. He was one of four children of Douglas Erith Derry, M.C., M.B., Ch.B., Professor of Anatomy at the Government Medical School there, and Margaret G. Ramsay Derry.

Derry was educated at the Dragon School, a preparatory school for boys in Oxford, England, and at Charterhouse, in Surrey. In 1939, he enlisted in the Royal Air Force as an aerial gunner and radio operator. He was assigned as a crewman on Lockheed Hudson bombers with Coastal Command, before being sent to Canada for pilot training in 1943. On his return to England he was “seconded” to the Air Transport Auxiliary.

Hawker Typhoon

Derry returned to combat operations in October 1944, flying Hawker Typhoons on close air support missions with No. 182 Squadron. Shortly after, he was transferred to No. 181 Squadron as a flight commander. In March 1945, Derry returned to No. 182 as the squadron’s commanding officer.

Distinguished Flying Cross (RAF Museum)

On 29 June 1945, Acting Squadron Leader Derry was awarded the Distinguished Flying Cross. His citation, published in The London Gazette, reads:

This officer has participated in a large number of sorties as air gunner and later pilot. He has at all times displayed great determination and skill and his courage has been of the highest order. In April 1945, he led his squadron in an attack against enemy gun positions. Despite intense opposition the attack was pressed home with great accuracy. The success of this operation was due in no small measure to Squadron Leader Derry’s gallant and skillful leadership. This officer has set a fine example to all.

—Fourth Supplement to The London Gazette of Tuesday, the 26th of JUNE, 1945, Numb. 37154, at Page 3405, Column 1.

Bronzen Leeuw

Her Majesty, Wilhelmina, The Queen of The Netherlands, awarded Acting Squadron Leader Derry the Bronzen Leeuw (Bronze Lion).

After No. 182 Squadron was disbanded 30 September 1945, Squadron Leader Derry was appointed commanding officer of the Day Fighter Leader School at the Central Flying School, flying the Hawker Tempest.

After being released from service, Derry became an experimental and production test pilot for Vickers Supermarine. In October 1947, he moved to de Havilland.

On 12 April 1948, Derry flew a de Havilland DH.108 to set a Fédération Aéronautique Internationale (FAI) World Record for Speed over a Closed Circuit of 100 Kilometers without Payload, averaging 974.026 kilometers per hour (605.232 miles per hour).¹ On 6 September 1948, Derry exceeded the speed of sound in the de Havilland DH.108. He was awarded the Gold Medal of the Royal Aeronautical Club. The Royal Automobile Society awarded Derry The Segrave Trophy, “for the most outstanding demonstration of transportation by land, air or water: The Spirit of Adventure.”

The Segrave Trophy of the Royal Automobile Society. (RAS)

     More than one member of Flight‘s staff was proud to know John Derry—a fine-looking young man and an inspiring personality—and on occasions to talk of flying and testing with him. We recall his cheerful unassuming manner, his completely straightforward and natural approach to any topic, and his firm opinion upon matters which he himself had studied and investigated. He was undoubtedly one of what we now call the new generation of test pilots, men who must be able to back their flying experience and skill as pilots with a full technical understanding.

—FLIGHT and AIRCRAFT ENGINEER, No. 2277, Vol. LXII. Friday, 12 September 1952, at Page 344, Column 2

John Derry was married with two children.

“I am never happier than when I am in the air.”

—Squadron Leader John Douglas Derry, D.F.C.

John Douglas Derry, D.F.C.

¹ FAI Record File Number 8877

© 2017, Bryan R. Swopes

17 August 1946

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Sergeant Lawrence Lambert is ejected from a P-61B Black Widow, 17 August 1946. (U.S. Air Force)
Sergeant Lawrence Lambert is ejected from the Northrop XP-61B Black Widow, 17 August 1946. (U.S. Air Force)

17 August 1946: First Sergeant Lawrence Lambert, U.S. Army Air Forces, was the first person to eject from an aircraft in flight in the United States.

Lambert was assigned to the Air Material Command Parachute Branch, Personal Equipment Laboratory. He was an 11-year veteran of the Air Corps. During World War II, he served in the Asiatic-Pacific Theater. Previous to this test, Lambert had made 58 parachute jumps.

The test aircraft was a modified Northrop P-61B-5-NO Black Widow night fighter, 42-39498,¹ redesignated XP-61B. The airplane was flown by Captain John W.McGyrt and named Jack in the Box.

The ejection seat was placed in the gunner’s position, just behind and above the Black Widow’s pilot. A 37 mm cartridge fired within a 38 inch (0.97 meter) long gun barrel launched the seat from the airplane at approximately 60 feet per second (18.3 meters per second). Lambert experienced 12–14 Gs acceleration.

Flying over Patterson Field at more than 300 miles per hour (483 kilometers per hour) at 6,000 feet (1,829 meters), Lambert fired the ejection seat. He and the seat were propelled approximately 40 feet (12 meters) above the airplane. After 3 seconds, he separated from the seat, and after another 3 seconds of free fall, his parachute opened automatically. Automatic timers fired smaller cartridges to release Lambert from the seat, and to open the parachute.

He later said, ” ‘I lived a thousand years in that minute,” before the pilot, pulled the release. . . ‘ Following the successful jump, blue-eyed, sandy-haired Sgt. Lambert expressed only one desire: To ‘get around the biggest steak available.’ “

—Dayton Daily News, Vol. 70, No. 26, Sunday, 18 August 1946, Society Section, Page 10, Columns 4–6

Sergeant Lawrence parachuted safely. He was awarded the Distinguished Flying Cross. His citation read:

First Sergeant Lawrence Lambert, Air Corps, 6653991, for extraordinary achievement in aerial flight as a volunteer for the test of human ejection from a high speed aircraft, 17 August 1946. His courageous in the face of unknown factors that might have caused serious injury or loss of life, has contributed immeasurably to aeronautical and medical knowledge of the ejection method of escape from the aircraft.

—Air Force Enlisted Heritage Institute, AFEHRI File 19–10

Sergeant Lambert also won the Cheney Award, “for an act of valor, extreme fortitude or self-sacrifice in a humanitarian interest, performed in connection with aircraft, but not necessarily of a military nature.” The medal was presented to him by General Carl A. Spaatz, in a ceremony held at Washington D.C., 15 April 1947.

Master Sergeant Lambert was later involved in rocket sled tests with Colonel John P. Stapp, M.D., Ph.D.

¹ Another source states 42-39489, however, according to Joe Baugher’s serial number web site, this airplane was “condemned to salvage Jul 19, 1945”

© 2017, Bryan R. Swopes

16 August 1960

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Captain Kittinger steps out of the Excelsior III gondola, 102,800 feet (31,333 meters) above the Earth, 7:12 a.m., 16 August 1960. (U.S. Air Force)

16 August 1960: At 7:12 a.m., Captain Joseph William (“Red”) Kittinger II, U.S. Air Force, stepped out of a balloon gondola, 102,800 feet (31,333 meters, 19.47 miles) above the Tularosa Valley, New Mexico. This was his third balloon ascent and high altitude parachute jump during Project Excelsior, a series of experiments to investigate the effects of high altitude bailouts.

Excelsior III begins its ascent. (U.S. Air Force)

For protection at the extreme high altitude—above 99% of the atmosphere—Joe Kittinger wore a modified David Clark Co. MC-3A capstan-type partial-pressure suit and MA-3 helmet. Over this was a coverall garment to keep the pressure suit’s lacings and capstans from catching on anything as he jumped from the balloon gondola. He breathed a combination of 60% oxygen, 20% nitrogen and 20% helium. During the 1 hour, 31 minute ascent, the pressure seal of Kittinger’s right glove failed, allowing his hand to painfully swell with the decreasing atmospheric pressure.

In temperatures as low as -94 °F. (-70 °C.) Captain Kittinger free-fell for 4 minutes, 36 seconds, and reached a speed of 614 miles per hour (988 kilometers per hour). During the free fall descent, he trailed a small drogue parachute for stabilization. His 28-foot (8.5 meter) diameter main parachute opened at 17,500 feet (5,334 meters) and he touched the ground 9 minutes, 9 seconds later.

Joe Kittinger nears the ground after a nearly 14-minute descent. (U.S. Air Force)

The total duration of Kittinger’s descent was 13 minutes, 45 seconds. For this accomplishment, he was awarded the Distinguished Flying Cross (his second) and the Harmon Trophy.

Joseph Kittinger had previously worked on Project Man High, and would go on to a third high altitude balloon project, Stargazer.

A recovery team assists Captain Kittinger after his 102,800-foot parachute jump, 16 August 1960. The helicopter in the background is a Piasecki H-21. (U.S. Air Force)

After returning to operations, Kittinger flew 483 combat missions in three tours during the Vietnam War. After two tours flying the Douglas B-26K Invader, he transitioned to the McDonnell F-4D Phantom II and returned to Southeast Asia for a voluntary third tour with the famed 555th Fighter Interceptor Squadron (“The Triple Nickel”). He is credited with shooting down a MiG 21 fighter.

Almost to the end of his third combat tour, Lieutenant Colonel Kittinger was himself shot down and and he and his Weapons System Officer were captured. They spent 11 months at the infamous Hanoi Hilton.

Captain Joseph W. Kitinger, United States Air Force. Captain Kittinger is wearing the wings of an Air Force Senior Pilot and an Air Force Basic Parachutist Badge. The red, white and blue striped ribbon represents the Distinguished Flying Cross. (U.S. Air Force)
Captain Joseph W. Kittinger II, United States Air Force. Captain Kittinger is wearing the wings of an Air Force Senior Pilot and an Air Force Basic Parachutist Badge. The red, white and blue striped ribbon represents the Distinguished Flying Cross. (U.S. Air Force)

© 2023, Bryan R. Swopes

2 July 1943

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Captain Charles B. Hall, United States Army Air Forces
Captain Charles B. Hall, United States Army Air Corps

2 July 1943: 1st Lieutenant Charles Blakesly Hall, United States Army Air Corps, of the 99th Fighter Squadron (which was briefly attached to the 324th Fighter Group) was the first of the famous “Tuskegee Airmen” to shoot down an enemy airplane during World War II. At the time the 99th was based at El Haouaria Airfield on the coast of Tunisia and was patrolling the island of Sicily. The squadron’s primary mission was ground attack.

On 2 July, the 99th was escorting North American Aviation B-25 Mitchell medium bombers near Castelventrano,  in western Sicily. Enemy fighters intercepted the flight.

It was my eighth mission and the first time I had seen the enemy close enough to shoot him. I saw two Focke-Wulfs following the bombers just after the bombs were dropped. I headed for the space between the fighters and bombers and managed to turn inside the Jerries. I fired a long burst and saw my tracers penetrate the second aircraft. He was turning to the left, but suddenly fell off and headed straight into the ground. I followed him down and saw him crash. He raised a big cloud of dust.

Lieutenant Hall was officially credited with destroying a Focke-Wulf Fw 190,¹ the most effective Luftwaffe fighter of World War II. Not only was Lieutenant Hall’s victory the first for the squadron, but it was also the only enemy airplane to have been shot down by the 99th Fighter Squadron during 1943.

1st Lieutenant Charles B. Hall, in the cockpit of his Curtiss P-40L Warhawk fighter, points to a swastika which represents the Luftwaffe Focke-Wulf Fw 190 that he shot down, 2 July 1943. (U.S. Air Force)
1st Lieutenant Charles B. Hall, in the cockpit of his Curtiss-Wright P-40L Warhawk fighter, points to a swastika which represents the Luftwaffe Focke-Wulf Fw 190¹ that he shot down, 2 July 1943. (U.S. Air Force)

Charles Blakesly Hall was the second child of Franklin Hall, a 30-year-old kiln-burner from Mississippi, and Anna Blakesly Hall, 25 years old, and also from Mississippi. Charles was born 25 August 1920 at his parents home, 742 N. Columbia Street, Brazil, Indiana. He graduated from Brazil High School in 1938 and then attended Eastern Illinois University. He majored in Pre-Med, and was active in sports. Hall worked as a waiter while attending college.

After three years of college, on 12 November 1941, Hall enlisted as an Aviation Cadet, Air Corps, United States Army, at Fort Benjamin Harrison, Lawrence, Indiana. Military records indicate that he stood 5 feet, 7 inches tall (170 centimeters) and weighed 150 pounds (68 kilograms).

Aviation Cadet Charles B. Hall, U.S. Army Air Corps, circa 1941 (NASM)

Charles Hall was part of a group of African-American airmen that would be known as the Tuskegee Airmen. They were initially trained at the Tuskegee Institute, Tuskegee, Alabama, an all-black college which had been established in 1881 by Booker T. Washington. Initial flight training was conducted at Moton Field, a few miles away, and the cadets transitioned into operational aircraft at Tuskegee Army Air Field. Additional flight trained took place at Cochran Field, near Montgomery, Alabama.

On completion of training, Charles B. Hall was commissioned as a second lieutenant, U.S. Army Air Corps, on 3 July 1942. (Serial number 0790457)

Lieutenant Charles B. Hall married Miss Maxine Jessie Parish, a stenographer, in Vigo County, Indiana, 14 December 1942.

Captain and Mrs. Charles B. Hall (Maxine Parrish Hall), circa 1945. (William R. Thompson Digital Collection, Illinois Heartland Library System 2007-1-526-27)

The 99th Fighter Squadron was the first unit to be assigned overseas. It was sent to North Africa, 2 April 1943, as part the 33rd Fighter Group.

The 99th Fighter Squadron was the first unit to be assigned overseas. It was sent to North Africa, 2 April 1943, as part the 33rd Fighter Group.

Captain Charles B. Hall (left) is congratulated by Major General John K. Cannon, Commanding General, Twelfth Air Force. (U.S. Air Force)

Hall was the first African-American to be awarded the Distinguished Flying Cross. Before the war ended, he had flown 198 combat missions and had been promoted to the rank of major.

Captain Charles B. Hall is congratulated by General Dwight D. Eisenhower on the award of the Distinguished Flying Cross.

Major Hall transferred to the Air Force Reserve. He worked at Tinker Air Force Base, Oklahoma City, as a civil service employee from 1949 until retiring in 1967. He then worked at the Federal Aviation Administration.

Hall later married Miss Lola Delois Miles of Oklahoma City. They had two children and remained together until his death, 22 November 1971.

Major Charles Blakesly Hall, United States Air Force (Retired), was buried at Hillcrest Memorial Gardens, Oklahoma City, Oklahoma.

1st Lieutenant Charles B. Hall, 99th Fighter Squadron, 33rd Fighter Group, flew this Curtiss-Wright P-40L-15-CU Warhawk, 42-10895, when he shot down an enemy airplane, 2 July 1943. (U.S. Air Force)

Charles Hall’s fighter was a Curtiss-Wright P-40L-15-CU Warhawk, 42-10895. The P-40L (Curtiss-Wright Model 87-B3) differed from the majority of P-40s in that it was powered by a Packard V-1650-1 Merlin engine instead of the Allison V-1710.

The P-40L was a lightened version of the P-40F, with fuel tanks removed from the wings, and armament reduced from six to four Browning AN-M2 .50-caliber machine guns, with only 201 rounds of ammunition per gun. Identifying features of the P-40F and P-40L are the absence of a carburetor intake on the top of the engine cowling, a very deep radiator scoop below the propeller spinner, and a fuselage lengthened 2 feet, 2 inches (0.660 meters).

The Curtiss-Wright P-40L Warhawk was a lightened version of the Rolls-Royce Merlin-powered P-40F. This P-40F is armed with six .50-caliber machine guns, while the P-40L carried just four. (Niagara Aerospace Museum)

The P-40L was 33 feet, 3-23/32 inches (10.15286 meters) long with a wingspan of 37 feet, 3½ inches (11.36650 meters) and height of 10 feet, 7-25/32 inches (3.24564 meters). The fighter’s empty weight was approximately 6,870 pounds (3,116 kilograms) and the gross weight was 9,416 pounds (4,271 kilograms).

The V-1650-1 was the first version of the Rolls-Royce Merlin to be built under license by the Packard Motor Car Company of Detroit, Michigan. It was developed from the Merlin XX and designated Merlin 28. The Packard V-1650-1 was a right-hand tractor, liquid-cooled, supercharged, 1,649-cubic-inch-displacement (27.04-liter) single overhead cam (SOHC) 60° V-12 engine. It had a compression ratio of 6.0:1, and required 100-octane aviation gasoline. It was rated at 1,080 horsepower at 2,650 r.p.m., and 1,300 horsepower at 3,000 r.p.m. for takeoff. The Military Power rating was 1,240 horsepower at 3,000 r.p.m. at 11,500 feet (3,505 meters), and 1,120 horsepower at 18,500 feet (5,639 meters). The engine drove an 11-foot (3.353 meter) diameter, three-bladed Curtiss Electric constant-speed propeller through a 0.477:1 gear reduction. The V-1650-1 weighed 1,512 pounds (686 kilograms).

The P-40L had a maximum speed of 368 miles per hour (592 kilometers per hour).

Curtiss-Wright built 13,738 P-40-series aircraft. 3,866 of these were the P-40L variant.

This bronze statue of Major Charles Blakesly Hall by Joel Randall is displayed at Tinker Air Force Base, Oklahoma City, Oklahoma.
This bronze statue of Major Charles Blakesly Hall by Joel Randall is displayed at Tinker Air Force Base, Oklahoma City, Oklahoma. (Sculptor Joel Randall)

¹ A study of U.S. Army Air Force claims of enemy aircraft destroyed (Andrew Arthy and Morten Jessen, 2013) indicates that no Focke Wulf Fw 190s were present at the time, however, Messerchmitt Bf 109s of Jagdgeschwader 77 were defending the target against B-25s and P-40s. Two were lost on that day. The authors suggest that opposing aircraft were often misidentified.

© 2018, Bryan R. Swopes

28–29 June 1927

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Atlantic-Fokker C-2, A.S. 26-202, Bird of Paradise, taking off at Oakland Municipal Airport, California,  7:09 a.m, 28 June 1927. (U.S. Air Force)

28 June 1927: At 7:09 a.m., PDT, 1st Lieutenant Lester J. Maitland and 1st Lieutenant Albert F. Hegenberger, Air Service, United States Army, took off from Oakland Municipal Airport, California, aboard an Atlantic-Fokker C-2, serial  number A.S. 26-202, Bird of Paradise. Their destination was Wheeler Field, Honolulu, Territory of Hawaii, 2,407 miles (3,874 kilometers) across the Pacific Ocean.

The Air Service had been planning such a flight for many years. Specialized air navigation equipment had been developed, much of it by Lieutenant Hegenberger, and simulations and practice flights had been carried out.

Atlantic-Fokker C-2 26-202, front view. (U.S. Air Force)
Atlantic-Fokker C-2 A.S. 26-202, Bird of Paradise, front view. (U.S. Air Force)
Bird of Paradise (U.S. Air Force)
Atlantic-Fokker C-2, A.S, 26-202, Bird of Paradise, right profile. (U.S. Air Force)

Bird of Paradise was built by the Atlantic Aircraft Co., Teterboro, New Jersey, the American subsidiary of Fokker. Derived from the civil Fokker F.VIIa/3m, a three-engine high-wing passenger transport with fixed landing gear. It had been adopted by the Air Service as a military transport. A.S. 26-202 was modified with a larger wing, increased fuel capacity, and the installation of Hegenberger’s navigation equipment.

It was powered by three 787.26-cubic-inch-displacement (12.901 liter) air-cooled Wright Aeronautical Corporation Model J-5C Whirlwind nine-cylinder radial engines with a compression ratio of 5.1:1. The J-5C was rated at 200 horsepower at 1,800 r.p.m., and 220 horsepower at 2,000 r.p.m. They turned two-bladed Standard adjustable-pitch propellers through direct drive. The Wright J-5C was 2 feet, 10 inches (0.864 meters) long and 3 feet, 9 inches (1.143 meters) in diameter. It weighed 508 pounds (230.4 kilograms).

The C-2 was fueled with 1,134 gallons (4,293 liters) of gasoline and 40 gallons (151 liters) of oil.

Lieutenants Lester Maitland and Albert F. Hegenberger ar congratulated on their transoceanic flight at Wheeler Field, Hawaii, 28 June 1927. (U.S. Air Force)
Lieutenants Lester J. Maitland and Albert F. Hegenberger are congratulated on their transoceanic flight at Wheeler Field, Hawaii, 29 June 1927. (U.S. Air Force)

Maitland and Hegenberger planned to fly a Great Circle route to Hawaii and to use radio beacons in California and Hawaii to guide them, in addition to celestial navigation. For most of the flight, however, they were not able to receive the radio signals and relied on ded reckoning.

Great Circle route from Oakland International Airport, California, to Wheeler Field, Hawaii, 2,093 nautical miles (2,408 statute miles/3,876 kilometers). (Great Circle Mapper)
Captain Alfred Hegenberger in the navigational sighting station of Bird of Paradise. (NASM)
Atlantic-Fokker C-2 “Bird of Paradise” interior view, looking forward from navigator compartment. (U.S. Air Force)

After 25 hours, 50 minutes of flight, Bird of Paradise landed at Wheeler Field, 6:29 a.m., local time, 29 June 1927. It had completed the first Transpacific Flight.

For their achievement, both officers were awarded the Distinguished Flying Cross.

Bird of Paradise, Atlantic-Fokker C-2 serial number 26-202, arrives at Wheeler Field, Honolulu, Territory of Hawaii, after a non-stop flight from Oakland, California, 6:29 a.m., 29 June 1927. (U.S. Air Force)

© 2018, Bryan R. Swopes