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By John M. * orld War I both helped and hindevelopment of dered postwar commercial air transport. ’ Prior to the war, airplane designers had built multi-seat, cabin and multi-engine airplanes, but the wartime demands for aircraft for bombing, troop or staff transport and long-range. reconnaissance hastened these developments. Yet aviation in WW I also acquired a public image that was hardly beneficial to carrying passengers. Both aircraft and pilots had the image of Gghters engaged in a life-or- vv * death struggle.

Wave went band . . ” The plane apparently down somewhere between the Pole and Alaska. Although an cxtcnsivc search by an international rescue team combed the arcd in which the plane was thought to have disappeared, all efforts proved futile. TO be colztinuen’ 39 cutta, Rangoon, Hanoi and Hong Kong before reaching Tokyo on September 30. y Island, was an extremely long and hazardous flight. Friends and relatives put pressure-on them not to try it. Schlee and Brock gave in reluctantly; they and their plane came home by ship to San Francisco.

They were never seen again. After Schlee and Brock, round-theworld flights became faster and faster. Wiley Post circled the globe solo in his Winnie Mae in 7 days and 19 hours in 1933, breaking the record Post and Harold Gatty had set earlier in 1931. Howard Hughes bettered Post’s mark in July 1938 by circling the earth in 3 days, 19 hours and 14 minutes. S. Air Force B-50 went around the world nonstop (it refueled in flight) in just over 94 hours. The first nonstop global flight by jet planes came on January 15-18, 1957, when three AF’ B-52 Stratofortresses made the circuit of the earth in 45 hours and 19 minutes.

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