3 December 1937: Jacqueline Cochran

Jacqueline Cochran (State Archives of Florida, Florida Memory, http://floridamemory.com/items/show/34626)
Jacqueline Cochran (State Archives of Florida, Florida Memory)

3 December 1937: Jackie Cochran flew a Seversky SEV-2S Executive, NR18Y, a variant of the AP-7, from Floyd Bennett Field, Brooklyn, New York to Miami in 4 hours, 12 minutes, 27.2 seconds.

On the same day, Александр Николаевич Прокофьев-Северский (Alexander Nikolaievich Prokofiev de Seversky), the airplane’s designer, flew a second AP-7-type airplane from New York to Havana, Cuba, in 5 hours, 3 minutes, 5 seconds.

ackie Cochran sits in the cockpit of the Seversky SEV-2S, N18Y. (San Diego Air and Space Museum Archives)
ackie Cochran sits in the cockpit of the Seversky SEV-2S, N18Y. (San Diego Air and Space Museum Archives)

“. . . Sasha [de Seversky] became convinced that I could win the big New York-to-Miami air race coming up. What better rebuttal could he have than to have his plane flown 300 miles per hour [483 kilometers per hour] over a measured, timed course and to have it all done by a woman? The Army Air Forces were canceling further orders because they saw the airplane as dangerously faulty and not up to the specifications they had ordered.

“Sasha installed an extra gas tank in place of a seat for me. It wasn’t very comfortable, but what was worse was that the plane had never been test-flown with a full load of gas. I took off and discovered that the center of gravity was somewhere in the nose. God, I nearly put that plane into the bay just south of what is now Kennedy Airport. It porpoised terribly for over an hour. . .

“I did get the nose up in time to avoid a swim, but until I burned out most of the fuel in the seat tank, I really had to hold on for a rough ride—up and down the sky. From Washington  D.C., on, the situation straightened out and I got the record Sasha wanted so badly. . . .

Jackie Cochran: An Autobiography, by Jacqueline Cochran and Maryann Bucknum Brinley, Bantam Books, New York, 1987, Pages 150–151.

Alexander P. de Seversky and Jackie Cochran with a Seversky AP-7. (Unattributed)
Alexander P. de Seversky and Jackie Cochran with a Seversky AP-7. (Unattributed)

On five different occasions I have landed after a speed flight with less than two minutes of fuel remaining and once—on a record flight from New York to Miami—my engine went dead just as my wheels touched the runway. This was because of a risk I had not considered. When I reached the destination, a squadron of Navy planes was in formation flight over the airport and I had to circle before landing.

The Stars At Noon, by Jacqueline Cochran, Little, Brown and Company, Boston, 1954, Chapter IV at Page 72.

Jackie Cochran in the cockpit of the Seversky Executive, NR18Y. Note the passenger windows below and behind the cockpit. (Unattributed)
Jackie Cochran in the cockpit of the Seversky SEV-2S Executive, NR18Y. Note the passenger windows below and behind the cockpit. (San Diego Air and Space Museum Archives)

The AP-7 was an improved version of Major de Seversky’s P-35A fighter, which was the U.S. Army Air Corps’ first all-metal, single-engine airplane with an enclosed cockpit and retractable landing gear.

Cochran’s Seversky Executive was configured to carry two passengers in a compartment below and behind the cockpit. It was powered by an air-cooled, supercharged, 1,829.39-cubic-inch-displacement (29.978 liter) air-cooled, Pratt & Whitney Twin Wasp (R-1830), a two-row, 14-cylinder radial engine, driving a three-bladed Hamilton Standard propeller.

The Seversky’s passenger compartment was accessed through a hatch on the right side of the fuselage. (San Diego Air and Space Museum Archives)
The Seversky’s passenger compartment was accessed through a hatch on the right side of the fuselage. (San Diego Air and Space Museum Archives)

© 2016, Bryan R. Swopes

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30 November 1934, Hélène Boucher, Croix de Chevalier de la Légion d’Honneur

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Hélène Antoinette Eugénie Boucher, Chevalier de la légion d’honneur. (Bibliothèque nationale de France)

30 November 1934: While flying her new Caudron C.430 Rafale near Guayancourt, France, Hélène Boucher crashed into a forested area at Voison-le-Bretonneaux. Apparently, the airplane stalled while on landing approach, rolled, and then hit the trees. The airplane was destroyed and Mlle Boucher was critically injured. She died while enroute to a hospital at Versailles. She was 26 years old.

Hélène Boucher’s funeral was held at Chapelle des Invalides, the first time that a woman had been so honored. Posthumously, the government of France awarded her the Croix de Chevalier de la Légion d’Honneur. She is buried at the cemetery in Yermenonville

Hélène Antoinette Eugénie Boucher was born at Paris, 28 May 1908, the daughter of Leo Boucher, an architect, and Helen Elizabeth Dureau Boucher. Following World War I, she attended high school at the Lycée Montaigne and then the Collège Sévigné, both in Paris.

Boucher learned to fly at the Aero Club of Landes, Mont-de-Marsan, making her first flight on 4 July 1930. She quickly earned a tourist pilot license, then in 1932, a public transport license. The Aero-Club de France awarded her its pilot certificate number 182.

Mlle Bouchere was awarded Certificate Number 182 by the Aero-Club de France. (Escadrille Féminine Méditerranéenne)
Mlle Bouchere was awarded Certificate Number 182 by the Aero-Club de France. (Escadrille Féminine Méditerranéenne)

She participated in a number of international and long distance air races, such as the Raid Paris-Saigon in 1933. She specialized in aerobatics and her performances made her a popular figure at air shows.

During July and August 1934, Mlle Boucher set 11 Fédération Aéronautique Internationale (FAI) world records for speed and altitude flying a Caudron C.450, C.530, and a Mauboussin-Peyret Zodiac M.120.¹

F-AMVB was the second of two specially-built Société Anonyme des Avions Caudron C.430 Rafale racing airplanes, c/n 02/6886. (Rafael means gust: “a brief, strong, rush of wind.”) It was registered 18 October 1934 (Certificate of Registry 3947).

Hélène Boucher’s Caudron C.430 Rafale, F-AMVB.
Hélène Boucher’s Caudron C.430 Rafale, F-AMVB.

The C.430 was a two-place, single-engine monoplane with fixed landing gear. The airplane was constructed of wood, with the fuselage, wings and tail surfaces covered with plywood. Fuel was carried in two tanks in the fuselage, one forward of the cockpit and another placed between the pilot and passenger positions. The wings had no dihedral and were equipped with split flaps.

The Caudron C.430 was 7.100 meters (23 feet, 3.53 inches) long with a wingspan of 7.700 meters (25 feet, 3.15 inches)and height of 1.88 meters (6 feet, 2.02 inches). Its empty weight was 480 kilograms (1,058 pounds) and gross weight, 820 kilograms (1,808 pounds).

The airplane was powered by an air-cooled, normally-aspirated 6.333 liter (386.463 cubic inch) Renault Bengali 4Pdi inverted four-cylinder overhead-valve (OHV) engine, rated at 120 cheval-vapeur (horsepower) at 2,300 r.p.m., and 150 horsepower for takeoff. This was a direct-drive engine, turning a two-bladed Hélices Ratier adjustable-pitch propeller. The 4Pdi was 1.28 meters (4 feet, 2.4 inches) long, 0.93 meters (3 feet, 0.6 inches) high and 0.52 meters (1 foot, 8.5 inches) wide. It weighed 135 kilograms (298 pounds).

This gave the C.430 a cruise speed of 270 kilometers per hour (168 miles per hour) and maximum speed of 305 kilometers per hour (190 miles per hour). The service ceiling was 5,750 meters (18,865 feet) and range was 1,000 kilometers (621 miles).

The remaining Caudron C.430 Rafael, c/n 01, F-PJHB, is in at Musée Régional de l’Air, Angers Loire Aéroport, Marcé, Pays de la Loire, France, painted as Mlle Boucher’s blue and red racer with her registration markings, F-AMVB.

Tombe de l'aviatrice Hélène Boucher. (Bibliothèque de France)
Tombe de l’aviatrice Hélène Boucher. (Bibliothèque de France)

¹ FAI Record File Numbers 4483, 4494, 4496, 12005, 12032, 12033, 12034, 12110, 12111, 12112, and 14860.

© 2016, Bryan R. Swopes

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19 November 1916: Ruth Bancroft Law

Ruth Bancroft Law at the controls of a Curtiss Pusher, ca. 1915. (U.S. Air Force)
Ruth Bancroft Law at the controls of a Curtiss Pusher, ca. 1915. (Lt. H.M. Benner/U.S. Air Force)

19 November 1916: Ruth Bancroft Law (Mrs. Charles Oliver) flew a Curtiss Pusher non-stop from Chicago, Illinois to Hornell, New York, a distance of 590 miles (949.5 kilometers). This exceeded the previous long distance flight record of 452 miles (727.4 kilometers) and set a new Aero Club of America record for distance.

Ruth Law departed Chicago at 8:25 a.m., in very windy conditions. After a very difficult flight, she landed at Hornell at 2:10 p.m., gliding the last two miles to a landing after the engine stopped from fuel starvation.

With her airplane refueled, Law took off from Hornell at 3:24 p.m. and flew on to Binghampton, New York, landing there at 4:20 p.m.

One the morning of 20 November, Ruth Bancroft Law departed Binghampton at 7:23 a.m., finally arriving at Governor’s Island, New York City at 9:37:35 a.m. The total flight time for the 884-mile (1,422.66 kilometers) Chicago–New York City journey was 8 hours, 55 minutes, 35 seconds.

For a more detailed article about Ruth Law’s flight, please see:

http://www.ninety-nines.org/index.cfm/Ruth_Law.htm

Ruth Bancroft Law arrives at New York City, 1916. (George Grantham Bain Collection, Library of Congress)
Ruth Bancroft Law arrives at New York City, 1916. (George Grantham Bain Collection, Library of Congress)

Ruth Bancroft Law was born at Lynn, Massachussetts, 21 March 1887. She was the third of four children of Frederick Henry Law and Sarah Bancroft Breed Law. She married Charles Augustus Oliver in 1907. He would act as her business manager during her aviation career.

Law (Mrs. Oliver) was taught to fly by Harry Nelson Atwood, chief instructor of the General Aviation Corporation, Saugus, Massachussetts, and Archibald A. Freeman, assistant instructor. She received her pilot’s certificate in November 1912.

 Ruth Bancroft Law with her Wright Model B at Daytona Beach, Florida, 1916. (National Archives and Records Administration)
Ruth Bancroft Law with her Wright Model B at Daytona Beach, Florida, 1916. (National Archives and Records Administration)

Ruth Law enlisted in the Army 30 June 1917, after the United States entered World War I. Although it was her intention to serve as a pilot, she was not permitted to fly, but was assigned to the U.S. Army Accessions Command, to assist with recruiting and instruction. Law trained with the 38th Infantry Division at Camp Shelby, Mississippi. She served in Europe and held the non-commissioned officer rank of Sergeant.

Ruth Bancroft Law at Camp Shelby, Mississippi, 1917. At the far right is Major General William Hampden Sage, commanding officer, 38th Division, with his wife, Elizabeth Sage. Ruth Law is fourth from right, not wearing a hat. (Sun Herald)
Ruth Bancroft Law at Camp Shelby, Mississippi, 1917. At the far right is Major General William Hampden Sage, commanding officer, 38th Division, with his wife, Elizabeth Sage. Ruth Law is fourth from right, not wearing a hat. (Sun Herald)

Following the War, Law set several aviation records, did stunt flying and operated Ruth Law’s Flying Circus. Several sources say the she earned as much as $9,000 per week, approximately equivalent to $112,590 U.S. dollars in 2016. She retired from aviation in March 1922, saying that her husband was worried about her, and that she wanted to raise a family.

Mr. and Mrs. Oliver moved to Beverly Hills, California, living at 613, N. Roxbury Drive. Later, Mr. and Mrs. Oliver resided at 34 Rosewood Drive, San Francisco, California. Mr. Oliver died in 1947.

Ruth Bancroft Law Oliver died at Notre Dame Hospital, San Francisco, California, at 1:30 a.m., 1 December 1970, of a cerebro-vascular accident, at the age of 83 years. She was buried at Pine Grove Cemetery, Lynn, Massachussetts.

Ruth Law with her Curtiss Pusher races Gaston Chevrolet at the Canadian National Exhibition, Toronto, Ontario, Saturday, 29 June 1918. The race was to cover 5 laps. Chevrolet was given a 1-lap head start, and one the race by ½ a lap. (Library of Congress)
Ruth Law with her Curtiss Pusher races Gaston Chevrolet at the Canadian National Exhibition, Toronto, Ontario, Saturday, 29 June 1918. The race was to cover 5 laps. Chevrolet was given a 1-lap head start, and won the race by ½ a lap. (Library of Congress)

© 2016, Bryan R. Swopes

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14–18 November 1932: Amy Johnson

Amy Johnson Mollison with her de Havilland DH.80A Puss Moth, G-ACAB, The Desert Cloud, Lympne Aerodrome, London, 14 November 1932. (Unattributed)
Amy Johnson Mollison with her de Havilland DH.80A Puss Moth, G-ACAB, The Desert Cloud, Lympne Aerodrome, London, 14 November 1932. (Unattributed)

14–18 November 1932: Amy Johnson, CBE, (Mrs. James A Mollison) flew her new de Havilland DH.80A Puss Moth, c/n 2247, registration G-ACAB, from Lympne Aerodrome, London, England, to Cape Town, South Africa, a distance of approximately 6,300 miles (10,140 kilometers) in a total elapsed time of 4 days, 6 hours, 54 minutes. This broke the previous record which had been set by her husband, Jim Mollison, by 10 hours, 28 minutes.

A contemporary news article described the event:

FLIGHT, November 24, 1932

MRS. MOLLISON’S FINE FLIGHT

Beats her Husband’s Cape Record by 10½ Hours

THERE are few, we think, who will not admit that Mrs. J.A. Mollison (Miss Amy Johnson) has accomplished a really remarkable feat in her latest flight—from England to Cape Town in 4 days 6 hr. 54 min., thus beating her husband’s previous record for the same journey of 4 days 17 hr. 22 min. by 10 hr. 28 min.

Not only is the flight a magnificent achievement as far as the time taken is concerned, but as a feat of endurance, pluck, good piloting and navigation, it must be placed foremost in the list of great flights.

Throughout the flight Mrs. Mollison had had only 5 hours’ sleep!

As reported in last week’s issue of FLIGHT, Mrs. Mollison set out from Lympne, in her D.H. “Puss Moth” (“Gipsy Major”), Desert Cloud, at 6.37 a.m. on November 14, and at 7.30 p.m. arrived at Oran, on the North African coast, 1,100 miles distant. She made an hour’s stop to refuel en route at Barcelona, and after a halt of 4 hours at Oran she started off on a night flight across the Sahara Desert towards Gao and Niamey.

At this stage some anxiety was felt owing to the absence of news concerning her progress for over 24 hours. Then came the news that she had landed safely at Gao (some 1,300 miles from Oran) at noon, November 15—having thus successfully accomplished a most difficult flight across the desert, without landmarks, at night. After a short stop for refuelling Mrs. Mollison left for Duala, but after flying for about an hour she noticed that her tanks were almost empty. She at once returned to Gao and found that they had put in only 10 galls. instead of 42 galls.!

After this irritating delay she proceeded once more, arriving safely at Duala in the evening, and continuing, after a short halt, towards Loanda. On this stage, during the night, the oil circulation caused her some trouble, and so she landed the next morning at Benguela (Port. W. Africa) to set matters aright.

Fortunately, the trouble was not serious—probably a portion of the Sahara in the filters—and she was able to proceed after a delay of some 9 hours. A halt to refuel was made at Mossamedes in the evening of November 17 and then came another night flight on the final stage of her journey.

Meanwhile, news of her start on the last hop reached Capetown, and from midnight November 17–18, huge crowds made their way to the Municipal aerodrome—although Mrs. Mollison could not possibly arrive much before midday. There were, therefore, several thousand people on the aerodrome by the time she arrived.

Mrs. Mollison appeared somewhat unexpectedly, from inland, shortly after 3 p.m., and it was not until the machine was about to land that the crowd realised that it was the Desert Cloud. She landed at 3.31 p.m. (1.31 p.m. G.M.T), and immediately the cheering crown broke down the barriers and surrounded the machine. It was some time before she could get out of her machine, but eventually she was got into a car, and before driving away she waved to the crowd and said: “Thank you very much for your great welcome. I said I would come back, and I have done so. It is really too kind of you to give me such a welcome.”

Safely inside the aerodrome building, Mrs. Mollison spoke over the telephone to Mr. Mollison, after which she was taken to some friends, where she could obtain some well-earned sleep.

1st day     Lympne–Oran (1,100)

2nd  ”        Oran–Gao (1,400)

3rd   ”        Gao–Duala (1,150)

4th   ”        Duala–Mossamedes (1,350)

5th   ”        Mossamedes–Cape (1,300)

(Concluded on page 1141)

Amy Johnson Mollison, CBE, with her de Havilland DH.80A Puss Moth, G-ACAB, The Desert Cloud, Lympne Aerodrome, London, 14 November 1932. (Flight)

MRS. MOLLISON’S FINE FLIGHT

(Concluded from page 1133)

Needless to say, Mrs. Mollison has received numerous messages of congratulation, amongst which were the following: —From H.M. the King: “Please convey to Mrs. Mollison hearty congratulations on her splendid achievment. I trust that she is not too exhausted. —George, R.I.”

From Lord Londonderry, Secretary of State for Air: “On behalf of the Air Council I congratulate you most warmly on the successful completion of your magnificent flight.”

Messages were also sent by the Royal Aero Club and Royal Aeronautical Society, Lord Wakefield, etc.

Mr. A.E. Whitelaw, the Australian philanthropist—who gave Mr. Mollison £1,000 in recognition of his Australia flight—is presenting a cheque for £1,000 to Mrs. Mollison in recognition of her achievement.

— FLIGHT, The Aircraft Engineer and AirshipsNo. 1248 (Vol. XXIV, No. 48.), 24 November 1932 at Pages 1133 and 1141.

The de Havilland Aircraft Co., Ltd., DH.80A Puss Moth was a single-engine high-wing monoplane with an enclosed cabin for a pilot and two passengers. It was constructed of a tubular steel frame covered with doped fabric. The airplane was 25 feet (7.620 meters) long with a wingspan of 36 feet, 9 inches (11.201 meters) and height of 6 feet, 10 inches (2.083 meters). The Puss Moth had an empty weight of 1,265 pounds (574 kilograms) and gross weight of 2.050 pounds (930 kilograms).

G-ACAB was powered by a 373.71-cubic-inch-displacement (6,124 cubic centimeters) air-cooled de Havilland Gipsy Major I inverted, inline 4-cylinder engine with a compression ratio of 5.25:1. It produced 120 horsepower at 2,100 r.p.m and 130 horsepower at 2,350 r.p.m. The engine weighed 306 pounds (138.8 kilograms).

The DH.80A had a cruise speed of 95 miles per hour (153 kilometers per hour) and maximum speed of 108 miles per hour (174 kilometers per hour). The airplane had a service ceiling of 17,000 feet (5,182 meters). The standard DH.80A had a range of 430 miles (692 kilometers), but The Desert Cloud had additional tanks which increased its range to over 2,000 miles (3,219 kilometers).

De Havilland built 284 DH.80A Puss Moths between 1929 and 1933. Only eight are known to exist. G-ACAB, then owned by Utility Airways, Ltd., was destroyed in a hangar fire at Hooton Park, Cheshire, 8 July 1940.

Amy Johnson flew this de Havilland DH.80A Puss Moth, G-ACAB, The Desert Cloud, from England to South Africa, 14–18 November 1932. She made the return flight the following month. (Arch. B. Bambeau via Fan d’ Avions)
Amy Johnson flew this de Havilland DH.80A Puss Moth, G-ACAB, The Desert Cloud, from England to South Africa, 14–18 November 1932. She made the return flight the following month. (Arch. B. Bambeau via Fan d’ Avions)

© 2016, Bryan R. Swopes

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11 November 1935: Jean Gardner Batten

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

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

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

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

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

Batten’s Percival D.3 Gull Six, c/n D55, was a a single-engine, low-wing monoplane, built primarily of wood and covered by doped fabric. It was flown by a single pilot and could carry two passengers.On 29 August 1935, the airplane was assigned Great Britain civil registration G-APDR (Certificate of Registartion 6242).

The airplane was 24 feet, 9 inches (7.544 meters) long with a wingspan of 36 feet, 2 inches (11.024 meters) and height of 7 feet, 4½ inches (2.248 meters). The D.3 had an empty weight of 1,170 pounds (530.7 kilograms) and gross weight of 2,050 pounds (929.9 kilograms).

The Gull Six was powered by an air-cooled, normally-aspirated 9.186 liter (560.57-cubic-inch-displacement) air-cooled de Havilland Gypsy Six I, an inverted inline six-cylinder engine which produced 184 horsepower at 2,100 r.p.m., and 205 horsepower at 2,350 r.p.m. for takeoff. The engine turned a two-bladed fixed-pitch propeller via direct drive. The engine weighed 432 pounds (196 kilograms).

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

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

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

© 2016, Bryan R. Swopes

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