Daily Archives: May 24, 2024

24 May 1978

James S. McDonnell, Founder and Chairman of the Board, McDonnell Douglas Corporation, with the 5,000th Phantom. (Boeing)
James S. McDonnell, Founder and Chairman of the Board, McDonnell Douglas Corporation, with the 5,000th Phantom. (Boeing)

24 May 1978: McDonnell Douglas delivered the 5,000th F-4 Phantom II, F-4E-65-MC 77-0290, to the United States Air Force in a ceremony at the McDonnell Aircraft Company division at St. Louis, Missouri.¹ This was almost twenty years to the day that the YF4H-1 prototype first flew. [See TDiA, 27 May 1958]

The Mach 2 fighter bomber was developed in the early 1950s as a long range, missile-armed interceptor for the U.S. Navy. The first Phantom II, XF4H-1 Bu. No. 142259, made its maiden flight at St. Louis with future McDonnell Douglas president Robert C. Little at the controls. During flight testing, the U.S. Air Force was impressed by the new interceptor and soon ordered its own version, the F-110A Spectre. Under the Department of Defense redesignation, both Navy and Air Force versions became the F-4. Its name, “Phantom II,” was chosen by James S. McDonnell, and was in keeping with his naming the company’s fighters after supernatural beings.

McDonnell Douglas F-4E-65-MC Phantom II, 77-0290, at St. Louis, 9 May 1978. (Boeing)
McDonnell Douglas F-4E-65-MC Phantom II, 77-0290, at St. Louis, 9 May 1978. (Boeing)

The Phantom was a very powerful aircraft and set several speed, altitude and time-to-altitude records. The second aircraft, YF4H-1 Bu. No. 142260, flew to 98,557 feet (30,040 meters) on 6 December 1959. On 22 November 1961, the same Phantom set a World Absolute Speed Record of 1,606.509 miles per hour (2,585.425 kilometers per hour). 142260 was entered in the record books again when it established a World Record for Altitude in Horizontal Flight of 66,443.57 feet (20,252 meters), 5 December 1961. Future astronaut Commander John W. Young, United States Navy, flew another Phantom II, Bu. No. 149449, from the runway at NAS Point Mugu on the southern California coast to an altitude of 30,000 meters (82,020.997 feet) in 3 minutes, 50.440 seconds.

The 5,000th Phantom II, McDonnell Douglas F-4E-65-MC 77-0290, climbing. (Boeing photo)
The 5,000th Phantom II, McDonnell Douglas F-4E-65-MC 77-0290, climbing. (Boeing photo)

The Phantom II first entered combat  during the Vietnam War. It became apparent that the all-missile armament was insufficient for the subsonic dogfights that it found itself in, and a 20 mm Gatling gun was added. Designed as an interceptor, it evolved into a fighter bomber and carried a bomb load heavier that a World War II B-17 bomber. The last American “aces” scored their victories while flying the Phantom over Vietnam.

The F-4 served with the U.S. Air Force until April 1996. The last operational flight was flown by an F-4G Wild Weasel assigned to the Idaho Air National Guard. A total of 5,195 Phantom IIs were built, most by McDonnell Douglas at St. Louis, but 138 were built in Japan by Mitsubishi. The Phantom is still in service with several air forces around the world.

McDonnell Douglas F-4E-65-MC 77-0290 going vertical. (Boeing)

McDonnell Douglas F-4E-65-MC Phantom II 77-0290 was transferred to the Türk Hava Kuvvetleri  (Turkish Air Force), where it retained the U.S. Air Force serial number. It was written off 30 May 1989, however, it was later modernized by Israel Aerospace Industries (IAI) to the F-4E-2020 Terminator standard and as of 25 June 2019, remained in service.

The 5,000th Phantom II, McDonnell Douglas/Israeli Aerospace Industries F-4E-2020 Terminator 77-0290 in service with the Turkish Air Force, 25 June 2019. (Iglu One One)

¹ “Phantom Guest Of Honor At Birthday Party,” St. Louis Post-Dispatch, Vol. 100, No. 144, Thursday, 25 May, 1978, Page 3A at Columns 3–6

© 2019, Bryan R. Swopes

24 May 1962, 12:45:16 UTC, T plus 00:00:00.57

MA-7 liftoff, 12:45:16 UTC, 24 May 1962. (NASA)

24 May 1962: Lieutenant Commander Malcolm Scott Carpenter, United States Navy, NASA Astronaut, was launched aboard Mercury-Atlas 7 at 12:45:16.57 UTC (7:45:16 a.m., Eastern Daylight Time) from Launch Complex 14 at the Cape Canaveral Air Force Station, Cape Canaveral, Florida. This was the fourth manned space flight of the American space program. Carpenter was the sixth human to fly in space.

Scott Carpenter reported,

When the ignition signal was given, everything became quiet. I had expected to feel the launch vehicle shake, some machinery start, the vernier engines light off, or to hear the lox valve make some noise, but I did not. Nothing happened until main engine ignition; then I began to feel vibration. There was a little bit of shaking. Lift off was unmistakable.

RESULTS OF THE SECOND U.S. MANNED ORBITAL SPACE FLIGHT MAY 24, 1962, NASA SP-6. National Aeronautics and Space Administration, Manned Spacecraft Center, Project Mercury. Pilot’s Flight Report, Page 69, Column 2

According to the NASA post-flight mission report, “The performance of the launch vehicle was exceptionally good. . . .”

MA-7, Aurora 7, lifts of from Launch Complex 14, Cape Canaveral Air Force Station, Florida, at 7:45:16 a.m., EST, 24 May 1962. (NASA)

During the launch, Carpenter experienced a maximum of 7.8 gs acceleration. 5 minutes, 12.2 seconds after liftoff, Aurora 7 separated from the Atlas booster and entered Earth orbit, having reached a speed of 17,534 miles per hour (28,219 kilometers per hour). The orbit was elliptical, with a minimum altitude of 86.87 nautical miles (160.88 kilometers) and a maximum of 144.96 nautical miles (268.47 kilometers). Carpenter completed an orbit every 88 minutes, 32 seconds.

Carpenter, Malcolm Scott, Lieutenant Commander, United States Navy, NASA Astronaut, 22 October 1964. (National Aeronautics and Space Administration S64-34357)

During the orbital phase of the mission, a pitch horizon scanner—part of the automatic flight control system—malfunctioned, causing the capsule’s attitude jets to fire to correct perceived errors in the ship’s attitude. This caused an excessive consumption of the hydrogen peroxide fuel for the reaction controls.

At T+04:30:00 (four hours, thirty minutes after launch) the Mercury capsule’s retrorockets fired to slow the capsule and begin the reentry phase of the flight. Each of the retro rockets fired at 5 second intervals and burned for 10 seconds. The capsule decelerated 550 feet per second (168 meters per second) and fell out of orbit. The PHS failed again, yawing Aurora 7 25° off track, which prevented the full thrust of the retrorockets from being directed along the correct path. Scott Carpenter had to fire the rockets manually, resulting in a 3 second delay, and this, along with the misalignment of the capsule, caused Aurora 7 to overshoot the planned splashdown point in the Atlantic ocean by approximately 250 nautical miles (288 statute miles/463 kilometers). (N. 19° 27′, W. 63° 59′)

At 10,000 feet (3,048 meters) Aurora 7‘s main parachute opened. The spacecraft “splashed down” at 17:41:21 UTC. The total duration of the flight was 4 hours, 55 minutes, 57 seconds.

Scott Carpenter was hoisted aboard a Sikorsky HSS-2 Sea King helicopter from USS Intrepid (CVS-11). Aurora 7 was recovered by the Allan M. Sumner-class destroyer, USS John R. Pierce (DD-753), 6 hours after its landing.

A Sikorsky HSS-2 Sea King, Bu. No. 148964, hoists Scott Carpenter from Aurora 7. (U.S. Navy)

The flight of Scott Carpenter and Aurora 7 was a success, but Carpenter was subject to criticism for his performance during the mission.

In 1963, Carpenter was injured in a motorcycle accident and lost some mobility in his left arm. Despite two surgical procedures, it was determined that he was ineligible for spaceflight. He resigned from NASA in 1967 and retired from the U.S Navy in 1969 with the rank of Commander.

Carpenter enters Aurora 7. (NASA)

Mercury 18, named Aurora 7 by Carpenter, was built by McDonnell Aircraft Corporation, St. Louis, Missouri. Designed to carry one pilot, the Mercury space craft could be controlled in pitch, roll and yaw by thrusters. The space capsule was truncated cone with sides angled 20° from the longitudinal axis. It was 6 feet, 10 inches (2.083 meters) long and had a maximum diameter of 6 feet, 2.50 inches (1.892 meters). The total height of the spacecraft, from the tip of the aero spike to the booster adapter, was 26 feet, 1.26 inches (7.957 meters). Aurorra 7 weighed 4,244.09 pounds ( kilograms) at Launch.

The rocket, a “1-½ stage” liquid-fueled Atlas LV-3B, number 107-D, was built by the  Convair Division of General Dynamics at San Diego, California. It was developed from a U.S. Air Force SM-65 Atlas D intercontinental ballistic missile, modified for use as a “man-rated” orbital launch vehicle.

The LV-3B was 65 feet (19.812 meters) long from the base to the Mercury adapter section, and the tank section is 10 feet (3.038 meters) in diameter. The complete Mercury-Atlas orbital launch vehicle is 93 feet (28.436 meters) tall, including the escape tower. When ready for launch it weighed approximately 260,000 pounds (117,934 kilograms).

Diagram of Atlas LV-3B (Space Launch Report)

The Atlas’ three engines were built by the Rocketdyne Division of North American Aviation, Inc., at Canoga Park, California. Two Rocketdyne LR89-NA-5 engines and one LR105-NA-5 produced 341,140 pounds (1,517.466 kilonewtons) of thrust. The rocket was fueled by a highly-refined kerosene, RP-1, with liquid oxygen as the oxidizer.

Malcolm Scott Carpenter died 10 October 2013 at the age of 88. His spacecraft, Aurora 7, is on display at the Chicago Museum of Science and Industry, Lakeshore Drive, Chicago, Illinois.

© 2019, Bryan R. Swopes

24 May 1961

Lieutenants Gordon and Young. (U.S. Navy)

24 May 1961: Lieutenant Richard Francis Gordon, Jr., United States Navy, with Radar Intercept Officer Lieutenant (j.g.) Bobbie R. Young, flew from Ontario International Airport, east of Los Angeles, California, to Floyd Bennett Field, New York, with their McDonnell F4H-1F Phantom II, Bu. No. 148270. The duration of their flight was 2 hours, 47 minutes, 0.01 seconds, for an average speed of 1,399.66 kilometers per hour (869.71 miles per hour). For their accomplishment, they won the Bendix Trophy.

The Associated Press reported:


Jet Crosses Country in Two Hours And 48 Minutes

     New York, May 24 (AP)—A Navy jet fighter plane flashed from coast to coast today in two hours 48 minutes, to eclipse a record that had stood since 1957.

     Said Lt. Richard F. Gordon, 31, of Seattle, who piloted the fastest plane across the nation at an average speed of 871.38 m.p.h.:

      “It was a wonderful trip. The weather was fine all along the route. I feel great, but I’m real tired.”

     As the three F4H-1 Phantoms zoomed down from 50,000 feet for a landing at Floyd Bennet Field [sic], shock waves exploded ahead of them with a thunder-like clap that startled metropolitan residents on the ground below.

Five Phantoms Start

     The transcontinental flight from Ontario at 7.59 A.M. (P.D.T.) on the 2,445.9 mile hop to New York in the twentieth renewal of the Bendix Trophy races. Tanker planes waited to refuel them over Albuquerque (N.M.), St. Louis, and between Detroit and Pittsburgh.

Douglas A3D-2 Skywarrior Bu. No. 142650, Heavy Attack Squadron NINE (VAH-9), refuels McDonnell F4H-1F Phantom II Bu. No. 148261 of VF-101 Detachment A during the 1961 Bendix Trophy Race. (NMNA # 1996.253.3678)

   One of the five planes encountered trouble over Albuquerque and dropped out of the race. A second was held up by refueling problems over Albuquerque and St. Louis and straggled into Floyd Bennet and [sic] hour and twenty minutes behind the pacesetters.

     Sharing the Bendix Trophy with Lieutenant was his radio-intercept officer, Lt. (J.G.) Bobbie R. Young, 34, of Modesto, Cal. Their average speed was the highest ever in the trophy races, that began in 1931 with James H. Doolittle setting an average mark of 223 m.p.h. between Los Angeles and Cleveland.

Time Certified

Lieutenants Gordon and Young with the Bendix Trophy. Both Naval Aviators are wearing B.F. Goodrich Mark IV full-pressure suits for protection at high altitude.

The two other craft that accompanied Lieutenant Gordon’s finished in the unofficial time of 2 hours and 57 minutes, and 3 hours and 3 minutes. Lieutenant Gordon’s time was certified as official by the Navy, subject to approval of international aviation authorities.

     Rear Admiral Frank A Brandley, assistant chief of naval operations for air, greeting the fliers here, pointed out that had Gordon flown in the opposite direction, he would have landed in California earlier than he took off from New York—because of the time differential.

     The supersonic Phantoms are carrier-based Navy fighter planes built by McDonnell Aircraft, of St. Louis.

     The Bendix races were organized to test pilot training, equipment and technical skills of American aviation. The last previous race was held in 1957, between Chicago and Washington. The 1957 record was not set in a Bendix race.

The Sun, Vol. 249, No. 8, Baltimore, Thursday, 25 May 1961, Page 9, Column 1

The following is the U.S. Navy’s official biography of Richard Gordon:

Department of the Navy
Office of Information


Richard Francis Gordon, Jr., was born in Seattle, Washington, on October 5, 1929, son of Richard F. and Angela Frances (Sullivan) Gordon.  He attended North Kitsap High School, Poulsbo, Washington, and the University of Washington at Seattle, from which he received the degree of Bachelor of Science in Chemistry in 1951.  He enlisted in the U. S. Naval Reserve, served as an Airman at the Naval Air Station, Sand Point, Washington.  Appointed Aviation Cadet in August 1951, he had flight training at the Naval Air Basic Training Command, Naval Air Station, Pensacola, Florida, and at the Naval Air Advanced Training Command, Naval Air Station, Corpus Christi, Texas.  Designated Naval Aviator and commissioned Ensign, U. S. Naval Reserve, on March 25, 1953, he subsequently advanced in rank to that of Captain, to date from December 11, 1969, having transferred to the Regular Navy on August 3, 1955.

After receiving his “Wings” in March 1953, he had instruction for two months at the naval School, All Weather Flight, Naval Air Station, Corpus Christi, and for one month at the Naval Auxiliary Air Station, Kingsville, Texas.  In June of that year he joined Fighter Squadron ELEVEN to serve as Navigation Officer, Communications Officer and Naval Aviator until January 1957, when he reported for instruction at the Naval Air Test Center, Patuxent River, Maryland.  In August that year, he transferred to the Flight Test Division, Naval Air Test Center, where he had duty as a Project Pilot, Project Officer, and First Lieutenant until March 1960.

He next joined Fighter Squadron ONE HUNDRED TWENTY-ONE, where served as Fleet Replacement Pilot, Fleet Air Detachment Duty Officer, and Flight Instructor.  In November 1961, he was assigned for a month to Fighter Squadron ONE HUNDRED FORTY-TWO as Operations Officer, then transferred to Fighter Squadron NINETY-SIX, for duty as Naval Aviator, Naval Aviation Training Operations Officer and Assistant Operations Officer.  While in that assignment he was awarded the Distinguished Flying Cross for “…extraordinary achievement in aerial flight on May 24, 1961, while participating in the Bendix Trophy Race as Pilot of an F4H Phantom Aircraft…” The citation continues…

“…Exercising outstanding airmanship and resourcefulness, (he) succeeded in winning the Bendix Trophy Race and in establishing a new transcontinental speed record for the jet aircraft from Los Angeles, California to New York, New York, with an elapsed time of two hours and forty-seven minutes, which is twenty-one minutes under the previous record time for this event…”

From July to December 1963 he had instruction at the U. S. Naval Postgraduate School, Monterey, California.  Selected as one of the third group of astronauts by the National Aeronautics and Space Administration, in October 1963, he began training at the Manned Spacecraft Center, Houston, Texas, in December 1963.  He has served as backup pilot for the Gemini VII flight.

On September 12, 1966, he served as pilot for the 44 orbit Gemini XI mission.  He executed docking maneuvers with the previously launched Agena and performed two periods of extravehicular activity which involved attaching a tether to the Agena and retrieving a nuclear emulsion experiment package.  Other highlights of the flight included the successful completion of the first tethered station-keeping exercise, establishment of a new record-setting altitude of 850 miles, and the first closed-loop controlled reentry.  The flight was concluded on September 15, 1966, with the spacecraft landing in the Atlantic, two and one-half miles from the prime recovery ship USS Guam (LPH-9).  He was awarded a Gold Star in lieu of the Second Distinguished Flying Cross with the following citation:

“For heroism and extraordinary achievement…as an Astronaut with NASA from September 12 to 15, 1966 aboard Gemini XI.  While serving as Pilot, Commander (then Lieutenant Commander) Gordon completed a space flight of seventy-one hours and sixteen minutes.  A rendezvous in the first revolution, docking, two periods of extravehicular activity, an exercise in the dynamics of two spacecraft linked together by a one hundred-foot strap and full-automatic reentry highlighted the Gemini XI mission.  During this period, Commander Gordon carried out the re-docking maneuver, the first docking by a ‘right-seater.’  During the umbilical extravehicular activity, he left the spacecraft to retrieve the S-9 Nuclear Emulsion Experiment package from the Agena…”

In addition to the Distinguished Flying Cross with Gold Star, Captain Gordon has received the NASA Exceptional Service Medal and the Navy Astronaut Wings.  He is also entitled to the Navy Occupation Service Medal and the National Defense Service Medal with bronze star.

He is a member of the Society of Experimental Test Pilots.  His hobbies include water skiing, sailing and golf.

He has logged more than 3,300 hours flying time, 2,800 hours in jet aircraft.


Published: Fri Mar 04 13:52:55 EST 2016


The Bendix Trophy-winning Phantom II, redesignated F-4A-4-MC in 1962, crashed near San Clemente Island, off the Pacific coast of southern California, 4 May 1964.

© 2019, Bryan R. Swopes

24 May 1956

The prototype Piper PA-24, s/n 24-1. N2024P (Piper Aircraft Corp.)
The prototype Piper PA-24 Comanche, s/n 24-1, N2024P, at Lock Haven, Pennsylvania. (Piper Aircraft Corporation)

24 May 1956: At Lock Haven, Pennsylvania, Piper Aircraft Corporation test pilot Jay Myer took the prototype Piper PA-24 Comanche, s/n 24-1, N2024P, for its first flight. The airplane was intended to compete with the Beechcraft Model 35 Bonanza which had been in production for nine years. (At least one reliable source says the first flight took place one day earlier, 23 May.)

The PA-24 was developed by Piper’s engineers from a preliminary design by Al Mooney. It is a single-engine, 4-place, low-wing monoplane of all-metal construction, with retractable tricycle landing gear. It is operated by a single pilot and is certified for VFR and IFR flight. Two prototypes were built.

Piper Aircraft Corporation prototype PA-24, s/n 24-1, in flight.
Piper Aircraft Corporation prototype PA-24 Comanche, s/n 24-1, N2024P, in flight.

The first production PA-24 Comanche made its first flight on 27 September 1957. There were some changes from the prototypes, most noticeable the trailing-link nose gear strut had been replaced with simpler oleo strut.

The PA-24 (later designated PA-24-180, reflecting its horsepower rating) is 24 feet, 9 inches (7,544 meters) long with a wingspan of 36 feet (10.973 meters) and overall height of 7 feet, 4 inches (2.235 meters). Empty weight, depending on installed optional equipment, is 1,530 pounds (694 kilograms) and maximum gross weight is 2,550 pounds (1,157 kilograms).

The first production Piper PA-24 Comanche, s/n 24-3, N5000P. (Piper Aircraft Corporation)

Early production Comanches were powered by an air-cooled, normally-aspirated, 361.007-cubic-inch-displacement (5.916 liter) AVCO Lycoming O-360-A1A horizontally-opposed overhead valve (OHV) four-cylinder engine with a compression ratio of 8.5:1. The O-360-A1A is rated at 180 horsepower at 2,700 r.p.m. at Sea Level. The direct-drive engine turned a two-bladed Hartzell constant-speed propeller with a diameter of 6 feet, 0 inches (1.829 meters). The O-360-A1A weighs 258 pounds (117 kilograms).

The PA-24-180 has a cruise speed of 139 knots (160 miles per hour/257 kilometers per hour) at 75% power, at 8,000 feet (2,438 meters). Its maximum speed is 145 knots (167 miles per hour/269 kilometers per hour) at Sea Level. With a fuel capacity of 60 gallons (227 liters), the PA-24 has a range of 782 nautical miles (900 miles/1,448 kilometers. Its service ceiling is 18,800 feet (5,730 meters).

The Piper PA-24 Comanche was produced in several variants from 1957 until 1972, when the Lock Haven factory was destroyed by flooding. A total of 4,857 PA-24s were built. Of these, 1,143 were 180-horsepower PA-24-180 Comanches.

The prototype PA-24, N2024P, has been registered to John C. Codman, Medway, New York, since 24 October 1978. The FAA registration and airworthiness certificate are current.

The first production PA-24, N5000P, with its original Lycoming engine, was exported to Canada. Its U.S. registration was cancelled 3 June 2003.

© 2018, Bryan R. Swopes

24 May 1953

Jackie Cochran in the cockpit of the Canadair CL-13 Sabre Mk.3, No. 19200, parked on Rogers Dry Lake at Edwards Air Force Base. (LIFE Magazine via Jet Pilot Overseas)
Jackie Cochran in the cockpit of the Canadair CL-13 Sabre Mk.3, No. 19200, parked on Rogers Dry Lake at Edwards Air Force Base. (J. R. Eyerman/LIFE Magazine)

24 May 1954: At Edwards Air Force Base, Jackie Cochran sets a Fédération Aéronautique Internationale (FAI) altitude record of 14,377 meters (47,169 feet) while flying the Canadair CL-13 Sabre Mk. 3, serial number 19200.¹

Cochran had set several FAI speed records with this Sabre in the previous days.

Canadair CL-13 Sabre Mk.3 No. 19200 in flight near Edwards Air Force Base, California, May 1953. (LIFE Magazine via Jet Pilot Overseas)
Canadair CL-13 Sabre Mk.3 No. 19200 in flight near Edwards Air Force Base, California, May 1953. (LIFE Magazine via Jet Pilot Overseas)

“As I climbed. . . I noticed that the sky above was growing darker until it became a dark blue. The sun is a bright globe up there above but there are no dust particles at that height to catch the sun’s rays, so there is not what we know as “sunshine” down on the surface. Yellow has given way to blue. The gates of heaven are not brilliantly lighted. The stars can be seen at noon.”

The Stars at Noon, by Jacqueline Cochran, Little, Brown and Company, Boston, 1954, Chapter XII, at Page 238.

Jackie Cochran and the Canadair Sabre Mk.3 at high altitude over the Southern California desert. (LIFE Magazine via Jet Pilot Overseas)
Jackie Cochran and the Canadair Sabre Mk.3 at high altitude over the Southern California desert. (LIFE Magazine via Jet Pilot Overseas)

During May and June 1953, Cochran, a consultant to Canadair, Ltd., flew the Sabre Mk.3 to FAI records over the 15/25 kilometer straight course, the 100-kilometer closed circuit, the 500-kilometer closed circuit. She was the first woman to “break the Sound Barrier” when she flew No. 19200 to Mach 1.04.

The Canadair Sabre Mk.3 was a one-of-a-kind CL-13 Sabre (an F-86E Sabre manufactured by Canadair, Ltd., under license from North American Aviation, Inc.) built to test the prototype Avro Canada Gas Turbine Division Orenda 3 engine. Modifications to the F-86 airframe were required to install the new, larger engine.

The Orenda 3 was an axial-flow turbojet engine with a 10-stage compressor, six combustion chambers and single-stage turbine. It produced 6,000 pounds of thrust (16.69 kilonewtons), a 15% improvement over the General Electric J47-GE-13 installed in the standard F-86E. The Orenda was 121.3 inches (3.081 meters) long, 42 inches (1.067 meters) in diameter and weighed 2,650 pounds (1,202 kilograms).

Canadair Ltd. was an aircraft manufacturer located at Cartierville, Montreal, Canada, owned by the American submarine builder, Electric Boat Company. Canadair also built licensed versions of the Douglas DC-4 (powered by Rolls-Royce Merlin engines) and the Lockheed T-33 two-place jet trainer. In 1954, the company became a part of General Dynamics.

After the speed records, No. 19200 was sent to North American Aviation for evaluation. Today, it is on static display outdoors at Wetaskiwin Regional General Airport (CEX3), Alberta, Canada.

Jackie Cochran in the cockpit of the Canadair Sabre Mk.3 No. 19200 at Edwards AFB. (LIFE Magazine)
Jackie Cochran in the cockpit of the Canadair Sabre Mk.3 No. 19200 at Edwards Air Force Base. (LIFE Magazine via Jet Pilot Overseas)

¹ FAI Record File Number 12858

© 2017, Bryan R. Swopes