Daily Archives: January 9, 2023

9 January 1943

Lockheed L-049 Constellation NX25600 in flight. (San Diego Air and Space Museum Archive)
Lockheed XC-69 Constellation 43-10309 (L-049 NX25600) in flight. (San Diego Air & Space Museum Archive)

9 January 1943: At the insistence of the United States Army Air Forces, Boeing’s Chief Test Pilot, Eddie Allen, made the first flight of the Lockheed L-049 Constellation prototype, NX25600, from Lockheed Air Terminal at Burbank, California, to Muroc Army Airfield (today known as Edwards Air Force Base). Lockheed’s Chief Test Pilot, Milo G. Burcham, was the co-pilot.

Lockheed XC-69 Constellation 43-10309 (L-049 NX25600) in flight. (San Diego Air & Space Museum Archive)

Also on board were Lockheed’s chief research engineer, Clarence L. (“Kelly”) Johnson; Rudy Thoren, Johnson’s assistant; and Dick Stanton, chief mechanic.

When the flight ended after 58 minutes, Allen said, “This machine works so well that you don’t need me anymore!” With that, Allen returned to Seattle.

The Los Angeles Times reported:


Lockheed’s Air Marvel Makes First Flight; Believed to Be World’s Largest and Fastest; Built Like Fighter, Can Outspeed Jap Zero


     Into the winter sky yesterday swept a brilliant new star—Lockheed super-transport Constellation.

     First of a galaxy to come, the four-engine colossus sped down the long east-west runway at Lockheed Air Terminal, skipped nimbly off the concrete and boomed upward with the surging roar of 8000 unleashed horses.

     A few breath-taking seconds’ full throttle had written a matter-of-fact climax to two years of secret development that evolved a 60-passenger transport faster than a Jap Zero fighter.

     There were no fanfares, no speeches—simply an unvarnished war production takeoff, emphasizing as nothing else could the grim driving need for huge work planes to carry the battle swiftly to the ends of the earth.

     Yet it was the first significant aviation event of 1943.

Lockheed XC-69 Constellation 43-30109 during its first flight, 9 January 1943. (Lockheed Martin Aeronautics Company)

     Built along the slim, graceful lines of a fighter the craft is faster than any four-engine bomber now in service. It can cross the continent in less than 9 hours,fly to Honolulu in 12. Even at half power its cruising speed is approximately 100 miles per hour faster than that of a standard airliner!

     Within its supercharged cabin, air-density will remain at the 8000-foot level when the Constellation is cruising at “over-the-weather” altitudes up to 35,000 feet. So great is its power that the monster can maintain 25,000 feet on three engines, 16,500 on two.

     As for economy of operation, the new sky queen can fly her full load hour after hour using but one gallon of gasoline per mile.

Lockheed XC-69 Constellation 43-10309 (L-049 NX25600) at Lockheed Air Terminal, with engines running. Looking west-northwest across the San Fernando Valley. (San Diego Air & Space Museum Archive)


     At the controls when the super-transport lifted its tricycle gear in flight were Eddie Allen, Army pilot and veteran four-engine flyer, and Milo Burcham, Lockheed test pilot noted for his substratosphere testing of the P-38. Also in the ship were C.L. (Kelly) Johnson, chief research engineer for the aircraft company; Rudy Thoren, Johnson’s assistant, and Dick Stanton, chief mechanic.#0000ff;">

Chief Research Engineer Clarence L. “Kelly” Johnson (left) and Chief Engineering Test Pilot Milo G. Burcham, with the XC-69 Constellation. (Lockheed Martin Aeronautics Company)

    There was but one taxi test yesterday, highlighted by a brief blaze in one of the four engines following a backfire as the ship turned to roll back to the head of the runway.

     The fire was doused quickly and the Constellation stood ready for her maiden flight, he nose into a gentle breeze, the focal point of hundreds of eyes of workers, Army guards and officials watched expectantly.

     Each engine “revved up”in turn, sending deep-throated echoes over the sun-drenched terminal.

     Then the four black propellers whirled as one.

     The Constellation shot forward, the wind in her teeth, a hurtling, bellowing land monster—until her propellers plucked her from the earth in an incredibly short span of runway and sent her thundering triumphantly toward the sun.


      In a moment she had almost vanished, only to bank in a wide turn and drone back over the terminal twice before leading her covey of lesser following craft off toward the desert to the Army airport at Muroc Dry Lake where she landed gracefully an hour later.

Prototype Lockheed Constellation at Muroc Dry Lake, 1942. (Unattributed)
Prototype Lockheed L-049 Constellation NX25600 at Muroc Dry Lake on the high desert of southern California, 9 January 1943. (San Diego Air & Space Museum Archive)

     Shortly before dusk the giant craft returned to the Burbank terminal, slipped down the long “landing groove” of air and settled easily to the runway.

     Her debut was over.

     Today she will begin the exhaustive test flights to determine her performance before she is turned over to T.W.A. and the Army for the grueling business of war. . . .

Los Angeles Times, Vol. LXII, Sunday morning, 10 January 1943, Page 1, Columns 1 and 2; Page 2, Columns 2 and 3. The article continues in Column 4. (The photographs are not a part of the original article.)

The prototype Lockheed XC-69, 43-10309 (NX25600), landing at Lockheed Air Terminal, Burbank, California, 1943. (Lockheed Martin Aeronautics Company)

The Lockheed Model 49-46-10, company serial number 049-1961, was designated XC-69 by the U.S. Army Air Forces and assigned serial number 43-10309.

The Constellation was operated by a flight crew of four: two pilots, a navigator and a flight engineer. It could carry up to 81 passengers. The airplane was 95 feet, 1 316 inches (28.986 meters) long with a wingspan of 123 feet, 0 inches (37.490 meters), and overall height of 23 feet, 7⅞ inches (7.210 meters). It had an empty weight of 49,392 pounds (22,403.8 kilograms) and maximum takeoff weight of 86,250 pounds (39,122.3 kilograms).

The XC-69 was powered by four air-cooled, supercharged, 3,347.662-cubic-inch-displacement (54.858 liter), Wright Aeronautical Division Cyclone 18 745C18BA2 engines. Also known as the Duplex Cyclone, these were a two-row, 18-cylinder radial engines with a compression ratio of 6.5:1, which required 100/130-octane aviation gasoline. They were rated at 2,000 horsepower at 2,400 r.p.m., or 2,200 horsepower at 2,800 r.p.m. for takeoff, (five minute limit), The 745C18BA2 was 6 feet, 4.26 inches (1.937 meters) long, 4 feet, 7.78 inches (1.417 meters) in diameter and weighed 2,595 pounds (1,177 kilograms). The engines drove 15 foot, 2 inch (4.623 meter) diameter, three-bladed Hamilton Standard Hydromatic 43E60 constant-speed propellers through a 0.4375:1 gear reduction.

The L-049 had a cruise speed of 313 miles per hour (504 kilometers per hour) and a range of 3,995 miles (6,429 kilometers). Its service ceiling was 25,300 feet (7,711 meters).

In this photograph of the Lockheed XC-69 prototype, the civil experimental registration numbers, NX25600 are visible under the left wing. (Unattributed)
In this photograph of the Lockheed XC-69 prototype at Lockheed Air Terminal, the civil experimental registration numbers, NX25600, are visible on the rudder and under the left wing. Looking northeast, the Verdugo Mountains of Southern California are in the background. (San Diego Air & Space Museum Archive)
This is a rare color photograph of the prototype Lockheed XC-69 Constellation, 43-10309, (L-049 NX-25600) with a Lockheed UC-101, 42-94148 (ex-Vega 5C NC14236) at Lockheed Air Terminal, Burbank California. This picture represents 15 years of technological advancement. (Lockheed Martin Aeronautics Company)

The prototype XC-69 was later re-engined with Pratt & Whitney Double Wasp 2SC14-G (R-2800-83) engines and designated XC-69E. These had a Normal rating of 1,700 horsepower at 2,600 r.p.m., to 7,300 feet (2,225 meters), 1,500 horsepower at 17,500 feet (5,334 meters), and 2,100 horsepower at 2,800 r.p.m. for Takeoff.

Lockheed XC-69 Constellation 43-10309. (Lockheed Martin Aeronautics Company)
Lockheed XC-69 Constellation 43-10309. (Lockheed Martin Aeronautics Company)

After the war, the Constellation prototype was sold to Howard Hughes’ Hughes Aircraft Company for $20,000 and registered as NX67900. In May 1950, Lockheed bought the prototype back from Hughes for $100,000 and it was again registered as NC25600. It had accumulated just 404 flight hours up to this time.

The prototype Lockheed XC-69 Constellation, 43-10309, is parked at Howard Hughes’ Culver City airport. In the foreground is the Hughes XF-11, 44-70155. Photographed 7 July 1946. (University of Nevada, Las Vegas Libraries)
Lockheed L-1049 Super Constellation prototype, NX6700, ex-L-049 NX25600. (Lockheed Martin)
The prototype Lockheed L-1049 Super Constellation NX25600 (XC-69 43-10309), flying above an inversion layer. The San Gabriel Mountains of Southern California are in the background. (Lockheed Martin Aeronautics Company)

Lockheed then converted 049-1961 to a prototype for the L-1049 Super Constellation with another registration, NX6700. In 1952, it was once again converted, this time as an aerodynamic test aircraft for the U.S. Navy PO-1W radar early warning aircraft (later redesignated WV-1 and EC-121 Warning Star). It was also used to test the Allison YT56 turboprop engine by placing it in the #4 position.

Lockheed L-1049 prototype NX6700 as an aerodynamics test aircraft for the U.S. Navy PO-1W airborne early warning Warning Star. (SDASM Archives)

Finally, in 1958, the first Constellation was purchased as a source of spare parts by California Airmotive Corporation and was dismantled.

Lockheed built two XC-69 prototypes. Twenty-two C-69s and 856 Constellations of all types were produced. The Lockheed Constellation was in production from 1943–1958 in both civilian airliner and military transport versions. It is the classic propeller-driven transcontinental and transoceanic airliner.

Your intrepid TDiA correspondent with “Bataan,” General Douglas MacArthur’s Lockheed VC-121A Constellation, 48-613, at Valle Airport, Arizona, 3 July 2012. (Photograph by Mrs. TDiA)

© 2019, Bryan R. Swopes

9 January 1941

BT308, the Avro Lancaster prototype, at RAF Ringway, 9 January 1941. (Avro Heritage Museum)
Captain Harry Albert (“Sam”) Brown, O.B.E. (Photograph courtesy of Neil Corbett, Test & Research Pilots, Flight Test Engineers)

9 January 1941: Test pilot Captain Harry Albert (“Sam”) Brown, O.B.E., (1896–1953) makes the first flight of the Avro Lancaster prototype, BT308, at RAF Ringway, Cheshire, England, south of Manchester.

Throughout World War II, 7,377 of these long range heavy bombers were produced for the Royal Air Force. The majority were powered by Rolls-Royce or Packard Merlin V-12 engines—the same engines that powered the Supermarine Spitfire and North American P-51 Mustang fighters.

The bomber was designed by Roy Chadwick, F.R.S.A., F.R.Ae.S., the Chief Designer and Engineer of A. V. Roe & Company Limited, based on the earlier twin-engine Avro Manchester Mk.I. Because of this, it was originally designated as the Manchester Mk.III, before being re-named Lancaster. Chadwick was appointed Commander of the Most Excellent Order of the British Empire, 2 June 1943, for his work.

The first prototype, BT308, was unarmed and had three small vertical fins.

Avro 683 Lancaster prototype BT308, shortly after the first flight at Manchester, 9 January 1941. (A.V.Roe via R.A.Scholefield) Photograph used with permission.
Avro 683 Lancaster prototype BT308, shortly after the first flight at RAF Ringway, Manchester, England, 9 January 1941. (A.V.Roe via R.A.Scholefield) Photograph is from The R.A. Scholefield Collection and is used with permission.

With the second prototype, DG595, the small center vertical fin was deleted and two larger fins were used at the outboard ends of a longer horizontal tailplane. DG595 was also equipped with power gun turrets at the nose, dorsal and ventral positions, and at the tail.

Avro Lancaster DG595, the second protoype of the Royal Air Force four-engine heavy bomber. This armed prototype has the twin-tail arrangement of the production aircraft. (Unattributed)
Avro Lancaster DG595, the second protoype of the Royal Air Force four-engine long range heavy bomber. This armed prototype has the twin-tail arrangement of the production aircraft. (Test & Research Pilots, Flight Test Engineers)
Air Ministry clearance form for Avro 638 Lancaster BT308. Shown on page 1 are the aircraft's engine type and serial numbers.
Air Ministry clearance form for Avro 683 Lancaster BT308. Shown on page 1 are the aircraft’s engine type and serial numbers.
Air Ministry test flight clearance form, Page 2.
Air Ministry test flight clearance form, Page 2. This form is signed by the airplane’s designer, Roy Chadwick, 5 January 1941.

The first production model, Lancaster Mk.I, was operated by a crew of seven: pilot, flight engineer, navigator/bombardier, radio operator and three gunners. It was a large, all-metal, mid-wing monoplane with retractable landing gear. It was 68 feet, 11 inches (21.001 meters) long with a wingspan of 102 feet, 0 inches (31.090) meters and an overall height of 19 feet, 6 inches (5.944 meters). The Mk.I had an empty weight of 36,900 pounds (16,738 kilograms) and its maximum takeoff weight was 68,000 pounds (30,909 kilograms).

BT308 and early production Lancasters were equipped with four liquid-cooled, supercharged, 1,648.96-cubic-inch-displacement (27.01 liter), Roll-Royce Merlin XX single overhead camshaft (SOHC) 60° V-12 engines, which were rated at 1,480 horsepower at 3,000 r.p.m. to 6,000 feet (1,829 meters). The Merlins drove three-bladed de Havilland Hydromatic quick-feathering, constant-speed airscrews (propellers), which had a diameter of 13 feet, 0 inches (3.962 meters), through a 0.420:1 gear reduction.

DG595 was used for performance testing at the Aeroplane and Armament Experimental Establishment (A&AEE) at Boscombe Down. The Mark I had a maximum economic cruise speed of 267 miles per hour (430 kilometers per hour) at 20,800 feet (6,340 meters), and a maximum speed of 286 miles per hour (460 kilometers per hour) at 20,000 feet (6,096 meters) at a gross weight of 45,300 pounds (20,548 kilograms).¹ Its service ceiling was 20,000 feet (6,096 meters) at 64,500 pounds (29,257 kilograms). It had a range of  2,530 miles (4,072 kilometers) with a 7,000 pound (3,175 kilogram) bomb load.

The Lancaster was designed to carry a 14,000 pound (6,350 kilogram) bomb load, but modified bombers carried the 22,000 pound (9,979 kilogram) Grand Slam bomb. For defense, the standard Lancaster had eight Browning .303-caliber Mark II machine guns in three power-operated turrets, with a total of 14,000 rounds of ammunition.

According to the Royal Air Force, “Almost half all Lancasters delivered during the war (3,345 of 7,373) were lost on operations with the loss of over 21,000 crew members.”

Only two airworthy Avro Lancasters are in existence.

The Royal Air Force Battle of Britain Memorial Flight Avro Lancaster Mk.I, PA474. This airplane was built in 1945 by Vickers Armstongs Ltd. at Broughton, Wales, United Kingdom. (Battle of Britain Memorial Flight)
The Canadian Warplane Heritage Museum’s Avro Lancaster Mk.X FM213, flies formation with an Royal Canadian Air Force CF-188 Hornet. The bomber is marked VR A and nicknamed “Vera.” FM213 was built by Victory Aircraft Ltd., Malton, Ontario, Canada. (Canadian Warplane Heritage Museum)

¹ Speeds shown are True Air Speed (T.A.S.)

© 2019, Bryan R. Swopes

9 January 1914

Georgia Ann (“Tiny”) Broadwick and Glenn L. Martin. (Smithsonian Institution)

9 January 1914:¹ Georgia Ann (“Tiny”) Broadwick was the first woman to parachute from an airplane in flight. She dropped from an airplane flown by Glenn L. Martin at 2,000 feet (607 meters) over Griffith Park, Los Angeles, California.

A Los Angeles Times reporter, Bonnie Glessner, was also on board. She wrote:

     When she was ready to drop, Martin touched my shoulder. I faced about and turned my eyes on the face of a child. She was clambering over the side of the machine. Once over, she clung tenaciously, her eyes fixed on Martin, who was just then looking over the side of the airplane.

     The signal came while he watched below. Just the slight movement of his hand, but the girl understood, and her lips formed a ‘good-by.’

     Smiling at me, Tiny stepped off into space, not even a tremor of the machine showing she was gone.

The Los Angeles Times, Vol. XXXIII, Saturday, 10 January 1914, Section II, Page 3

Los Angeles Times, 10 January 1914

Over the next several years she demonstrated the use of parachutes to the military, and is credited with making the first intentional free-fall descent. By the time she stopped jumping in 1922, Miss Broadwick had made over 1,100 parachute jumps.

Tiny Broadwick at San Diego. (SDASM)
Tiny Broadwick at San Diego, California. (San Diego Air and Space Museum Archives)

Georgia Ann Thompson was born 8 April 1893 in Granville County, North Carolina, the third daughter of George R. Thompson, a cotton mill oiler, and Emma Ross. She had two older sisters, Hattie and Florence.

Georgia was nicknamed “Tiny” because of her small stature. In a 1963 interview by Ben Runkle for WRAL-TV, Raleigh, North Carolina, she said she was “about 5 feet.”

On 31 July 1905, at the age of 12 years, Miss Thompson was married to William Alsie Jacobs of Durham County, North Carolina, a cotton mill worker who was twice her age. They had one daughter, Verla. They soon were divorced. Mrs. Jacobs supported herself and Verla by working in a cotton mill. (Alsie Jacobs remarried circa 1918. He was killed 15 April 1929 when he was struck by a car in Tarboro, North Carolina.)

In 1908, Georgia saw Charles Broadwick’s hot air balloon show at a local fair. She soon joined the act, billed as “Tiny Broadwick,” and made jumps from the balloon using a parachute of Broadwick’s design. Charles Broadwick (née John Murray) invented the back-pack-type parachute and static line deployment.

Almost every available source states that Georgia was “adopted” or “fostered” by Broadwick. According to information in the 1910 United States Federal Census, however, she was not his daughter, adopted or otherwise, but Mrs. Broadwick. They lived on Garden Street, Elberton, Georgia. Charles M. Broadwick is listed as the head of the household, and she is listed as his wife. Both gave their occupation as “aeronaut,” working in the balloon industry. The census reports that they had been married for 3 years.

Tiny was badly injured at Knoxville, Tennessee, 21 May 1910, when her parachute was carried by winds, dropping her on top of a two-story building. She slid off the roof and fell to the ground, breaking her left arm and sustaining other injuries.

Georgia married Andrew Olsen, a sailor, in 1912. They divorced four years later. In 1916 Tiny married Harry Brown, who worked for the the bus transportation company that would become Greyhound Lines. He died in 1930.

Georgia Thompson Brown died 25 Aug 1978 at St. Mary Medical Center, Long Beach, California. She was buried at Sunset Garden Memorial Cemetery, Henderson, North Carolina (Georgia T. Brown).

Tiny Broadwick wearing a back pack-type parachute. (NASM)

¹ The date of this event is often erroneously cited as 20 or 21 June 1913. Please refer to “Rewriting History”, by Larry Harnsich, The Daily Mirror, 28 July 2007 (#0000ff;">https://web.archive.org/web/20170815181944/http://latimesblogs.latimes.com/thedailymirror/2007/07/rewriting-histo.html) for an explanation.

© 2019, Bryan R. Swopes

9 January 1793

Jean-Pierre François Blanchard. (Library of Congress)
Jean-Pierre François Blanchard. (Library of Congress)

9 January 1793: At approximately 10:00 a.m., Jean-Pierre François Blanchard ascended from the courtyard of the Walnut Street jail in Philadelphia, Pennsylvania, aboard a hydrogen-filled silk balloon. Aboard were various scientific instruments and a small dog.

Blanchard has sold tickets for viewing the balloon launch, and many people were present, including George Washington, who provided Messr. Blanchard with a letter of introduction.

A contemporary newspaper article described the event: [Note, at the time, the English letter ſ (“long s”) was similar to the symbol for “f”.]

M. Blanchard,

     The celebrated aeronaut made his 45th voyage in a magnificent balloon, from the Priſon court of the city of Philadelphia, the 9th inſt.  amidſt the acclamations of an immenſe concourſe of ſpectators. His aſcencion was majeſtick; he ſaluted his terreſtial gazers with his flag, and appeared to be as much elated, as he was elevated. At the moment in time when THE PRESIDENT arrived, to be preſent at the inflation of the the baloon, 15 rounds were fired by Capt. Fiſher‘s artillery; two cannon were fired every quarter hour until Mr. B. aſcended, when he was ſaluted with a federal diſcharge. At the date of our accounts, he had not deſcended; and it was impoſſible for anyone to ſay in what direction his car would move; or where he would land. If the wind in the upper atmosphere was fair, he was expected to arrive at New-York at night — The citizens of which place were on the look-out for this unusual viſitant.

Columbian Centinel, Boston, Saturday, 19 January 1793, Page 2, Column 4.

Jean-Pierre Blanchard began his ascent at the Walnut Street jail, Philadelphia, Pennsylvania, 9 January 1793.
Jean-Pierre Blanchard began his ascent at the Walnut Street jail, Philadelphia, Pennsylvania, 9 January 1793. (W. Birch & Son, 1800)

The “aerostat” and its passengers rose to an altitude of approximately “200 fathoms” (600 feet, 183 meters) and drifted to the southeast with the air currents. After 46 minutes of flight, Blanchard and his balloon alighted near the village of Deptford, Gloucester County, New Jersey. Though he spoke no English, Blanchard was able to have some local farmers help him return to Philadelphia. Shortly thereafter, he returned to France.

The approximate route of travel of Jean-Pierre Blanchard's balloon, 9 January 1793.
The approximate route of travel of Jean-Pierre Blanchard’s balloon, 9 January 1793.

© 2015, Bryan R. Swopes