Squadron Leader James Addams, RAF, at left, and Kelly Johnson with the Lockheed B14L, N7205, Union Air Terminal, Burbank, California, December 1938. (Unattributed)
10 December 1938: At the Union Air Terminal, Burbank, California, Squadron Leader James Addams and Squadron Leader Randle, both Royal Air Force officers, took the prototype Lockheed B14L for its first flight.
The prototype Lockheed B-14L (Hudson Mk.I, N7205) photographed during its first flight, 10 December 1938. Note the mockup dorsal gun turret and painted-out British insignia. (W.J. “Billy” Gray)
The B14L (also identified as Model 214-40-01) was a twin engine light bomber developed by the Lockheed Aircraft Company from its Model 14 Super Electra civil transport. Both types were designed by the legendary Clarence L. (“Kelly”) Johnson. The prototype was purchased by Great Britain and designated Hudson Mk.I. It was assigned the R.A.F. identification N7205.
(Los Angeles Times, Vol. LVIII, Thursday Morning, 22 December 1938, Page 9, Columns 2–4)Squadron Leader James Addams, RAF, and Clarence L. (“Kelly”) Johnson shake hands in front of the prototype Lockheed B14L (Hudson Mk.I N7205) at Union Air Terminal, Burbank, California, December 1938. (The Honolulu Advertiser, Vol. 83, No. 18,694, Saturday, 31 December 1938, Page 2, Columns 3–6_)Lockheed Hudson Mk.I N7205 was partially disassembled and transported to England aboard a ship. (Royal Air Force)Lockheed Hudson Mk.I N7205 at RAF Northolt, South Ruislip, near London, England,1939. (RAF Museum PC98/173/5840/14)
Gunnery tests of the prototype were carried out near Daggett, in the Mojave Desert of southern California, 100 statute miles (161 kilometers) northeast of Burbank.
The Lockheed Hudson was a twin-engine, mid-wing light bomber with conventional retractable landing gear. It was operated by a pilot, navigator/bombardier, radio operator/gunner, and a gunner in a dorsal power-operated turret. The Mk.I was 44 feet 3-7/8 inches (13.510 meters) long, with a wingspan of 65 feet, 6 inches (19.964 meters), and height of 11 feet, 10 inches (3.607 meters). It had an empty weight of 11,630 pounds (5,275 kilograms), and maximum gross weight of 17,500 pounds (7,938 kilograms).
The Hudson Mk.I was powered by two air-cooled, supercharged, 1,823.129-cubic-inch-displacement (29.875 liter) Wright Aeronautical Division Cyclone 9 GR-1820-G102A radial engines with a compression ratio of 6.3:1. They had a normal power rating of 900 horsepower at 2,200 r.p.m., at Sea Level, and 1,100 horsepower at 2,200 r.p.m. for takeoff. The engines drove three-blade adjustable pitch propellers through a 0.6875 gear reduction. The GR-1820-G102A was 4 feet, 0.12 inch (1.222 meters) long, 4 feet, 7.10 inches (1.400 meters) in diameter, and weighed 1,275 pounds (578 kilograms).
The Hudson Mk.I had a cruise speed of 220 miles per hour (354 km/h), and maximum speed of 246 miles per hour (396 km/h) at 6,500 feet (1,981 meters). Its service ceiling was 25,000 feet (7,620 meters), and its range, 1,960 miles (3,153 kilometers).
The Hudson was armed with two fixed, forward-firing .303-caliber (7.7 × 56mmR) Browning Mk.II machine guns located above the bombardier’s compartment, two .303 Mk.II guns in a power-operated Boulton Paul Aircraft Ltd. dorsal turret and a fifth flexible mount .303 machine gun was located in a ventral position. Each of these guns were capable of firing at a rate of 1,150 rounds per minute.
The bomber could carry four 250 pound (113 kilogram) bombs, or ten 100 pound (45 kilogram) bombs in an internal bomb bay.
“Armourers secure 250-lb GP bombs in the bomb bay of a Lockheed Hudson of No. 224 Sqyadron RAF at RAF Leuchars, Fife, Scotland.” (Flight Lieutenant Stanley Devon, RAF/Imperial War Museums CH 979)
British purchasing Commission contracted for 250 Hudson Mk.I bombers, 23 June 1938. Deliveries began in February 1939, with the 250th Hudson Mk.I delivered in October 1939.
Lockheed built 2,941 Hudson bombers in a number of configurations. 351 of these were Hudson Mk.Is.
Lockheed Hudson Mk.I N7220 (B14L-1616) at Grand Central Air Terminal, Glendale, California, circa 1938. The Boulton Paul dorsal gun turrets would be installed after arrival in Great Britain. (AirHistory.net)Hudson Mark I, N7326 ZS-F (B14L-1622), of No. 233 Squadron RAF based at Aldergrove, County Antrim, preparing to take off from Leuchars, Fife. IWM CH 2429Lockheed Hudson twin-engine bombers being assembled. (Lockheed Martin)Lockheed Hudson assembly line. (Lockheed Martin)Lockheed AT-18A-LO Hudson 42-55569, s/n 414-7291.Lockheed Hudson (SDASM)
Captain Sir Ross Macpherson Smith K.B.E., M.C. and Bar, D.F.C. and Two Bars, A.F.C., and his brother, Lieutenant Sir Keith Macpherson Smith K.B.E. (State Library of South Australia)
10 December 1919: Captain Ross Macpherson Smith, M.C. and Bar, D.F.C. and Two Bars, A.F.C., and his brother, Lieutenant Keith Macpherson Smith, arrived at Darwin, Northern Territory, Australia, aboard a Vickers Vimy. Also aboard were Sergeant James Mallett Bennett and Sergeant Walter Henry Shiers. The four had departed Hounslow Heath Aerodrome, London, England, on 12 November, in response to the offer of a £10,000 prize offered by the government of Australia to the first Australian airmen to fly from England to Australia aboard a British airplane.
The flight crew readies the Vickers Vimy for the long-distance flight. (History Trust of South Australia)
The Smith’s airplane, a Vickers F.B.27A Vimy IV, registration G-EAOU, was built for the Royal Air Force, and given serial number F8630. It was too late to serve in combat and was not delivered to the RAF. Vickers modified it for the flight to Australia, adding additional fuel tanks. Total duration of the flight was 28 days, 17 hours, 40 minutes. The journey required 135 hours, 55 minutes of flying time. The distance flown was estimated to be 11,123 miles (17,901 kilometers). The Vimy averaged 81.84 miles per hour (131.71 kilometers per hour).
Ross and Keith Macpherson Smith, left of center, wearing khakis and slouch hats, on their arrival at Darwin, Northern Territory, Australia, 10 December 1919. (Sotheby’s AU0772)
The route of the flight was London, England to Lyon, France; Rome, Italy; Cairo, Egypt; Damascus, French Mandate of Syria; Basra, Kingdom of Iraq; Karachi, Delhi, and Calcutta, British India; Akyab, and Rangoon, Burma; Singora, Siam; Singapore, Straits Settlements; Batavia and Surabaya, Dutch East Indies; arriving at Darwin at 4:10 p.m. local time, 10 December 1919 (0140, 11 December, GMT).
The flight crew of Vickers Vimy G-EAOU, left to right, Sergeant James Mallett Bennett, Lieutenant Keith Macpherson Smith, Captain Ross Macpherson Smith, M.C. and Bar, D.F.C. and Two Bars, A.F.C., and Sergeant Walter Henry Shiers, at the Sydney Town Hall steps, 14 February 1920. (State Library New South Wales FL3254227)
The Smith brothers were both invested Knight Commander of the Most Excellent Order of the British Empire (K.B.E.) by George V. Sergeants Bennett and Shiers received commissions as officers.The four airmen divided the £10,000 prize money. (This would be equivalent to £486,460.36, or $651,175.84, in 2017.)
Vickers F.B.27A Vimy IV, G-EAOU, photographed 31 August 1920. (Museums Victoria Collections)
The Vickers Vimy F.B.27 (named after the World War I Battle of Vimy Ridge) was designed and built by Vickers Ltd. (Aviation Department) at Weybridge, Surrey, England. It was a twin-engine, three-bay biplane night bomber built for the Royal Air Force. The Vimy’s construction was typical of the time: a wooden framework covered with doped fabric. The engines were placed in individual nacelles, midway between the upper and lower wings. Each nacelle was supported by four vertical struts. The horizontal stabilizer/elevator were also biplane, and it had two vertical fins/rudders.
The Vimy was 43 feet, 6½ inches (13.272 meters) long with a wingspan of 67 feet, 2 inches (20.472 meters) and height of 15 feet, 8 inches (4.775 meters). The upper and lower wings had a chord of 10 feet, 6 inches (3.200 meters). The total wing area was 1,330 square feet (123.6 square meters). The vertical gap between the wings was 10 feet, 0 inches (3.048 meters) and there was no stagger. Both wings had and angle of incidence of 3½° and 3° dihedral.
The bomber weighed 6,700 pounds (3,039 kilograms) empty, and had a gross weight of 12,500 pounds (5,670 kilograms), though on the intercontinental flight, G-EAOU was routinely operated at a gross weight of 13,000 pounds (5,897 kilograms).
The Vimy was powered by two water-cooled, normally-aspirated, 1,240.5-cubic-inch-displacement (20.3 liter) Rolls-Royce Eagle VIII single overhead cam 60° V-12 engines with two valves per cylinder and a compression ratio of 4.9:1. These engines were rated at 350 horsepower at 1,800 r.p.m., and 360 horsepower at 2,035 r.p.m. (five minute limit). They turned four-bladed, fixed-pitch, wooden propellers through a 1.60:1 gear reduction. The Eagle VIII used four Rolls-Royce/Claudel Hobson carburetors and four Watford magnetos with two spark plugs per cylinder. Fuel consumption at normal power at Sea Level was 23 gallons (87 liters) per hour. The engine weighed 847 pounds (384 kilograms).
Rolls-Royce Eagle VIII aircraft engine. (NASM)
The Vimy had a maximum speed of 98 miles per hour (158 kilometers per hour) at 5,000 feet (1,524 meters). In standard configuration, the bomber had a range of 835 miles (1,344 kilometers). Its service ceiling was 10,500 feet (3,200 meters). This is the same type airplane flown across the North Atlantic ocean by Alcock and Brown six months earlier.
Vickers gave the Vimy IV bomber to the Australian government. G-EAOU is on display at Adelaide Airport, Adelaide, South Australia.
Vickers Vimy, G-EAOU. (John Oxley Library, State Library of Queensland)
Captain Walter J. Hodgson (1924–1978) and Major William J. Davis, U.S. Air Force, with the world record-setting Kaman H-43B Huskie, 58-1848. (FAI)
9 December 1959: At Bloomfield, Connecticut, U.S. Air Force Captain Walter J. Hodgson and Major William J. Davis flew a Kaman H-43B-KA Huskie, 58-1848, to an altitude of 9,097 meters (29,845.8 feet), setting a Fédération Aéronautique Internationale (FAI) World Record for Altitude Without Payload.¹
The helicopter lifted off at 9:12 a.m., after a 1 hour, 12 minute weather delay, and reached its peak altitude at 10:30½. It landed back at Bloomfield after a flight of 1 hour, 53 minutes. 58-1848 was described as being in “mission configuration,” carrying all equipment for a normal operational flight. 58-1848 weighed 5,443 pounds (2,469 kilograms) at takeoff.
It was reported that this was the first altitude record for helicopters accomplished with two pilots on board.
Davis and Hodgson were presented with the Frederick L. Feinberg Award in 1960, for “demonstrating outstanding skills or achievement,” by the American Helicopter Society.
The Kaman Aircraft Corporation H-43 Huskie was a single-engine helicopter using a unique arrangement of counter-rotating and intermeshing rotors. The two rotors turning in opposite directions counteracted the torque effect, eliminating the need for a anti-torque tail rotor. In helicopters using a tail rotor, as much as 30% of the total engine power is used to drive the tail rotor. By eliminating that requirement, the total engine power could be used to produce lift. The Huskie could lift more weight and climb higher than a similar size helicopter with the same engine. Also, retreating blade stall was significantly reduced.
Anton Flettner, 1885–1961. (Library of Congress)
The Kaman Huskie was designed by German inventor Anton Flettner. He had designed and built the Flettner Fl 282 Kolibri. He was brought to the United States at the end of World War II under Operation Paperclip, and went to work at Kaman Aircraft Corporation, Bloomfield, Connecticut.
The Huskie was used by the U.S. Air Force, U.S. Navy and Marine Corps, primarily for short range rescue operations. It was operated by two pilots and two rescue crewmen.
The fuselage of the H-43 was 25.0 feet (7.62 meters) long. Each rotor had a diameter of 47.0 feet (14.33 meters). The overall height was 15 feet, 6 inches (4.724 meters).
The H-43B was powered by one Lycoming T53-L-1B turboshaft engine, rated at 860 shaft horsepower at 21,510 r.p.m. The engine uses a 5-stage axial-flow, 1 stage centrifugal-flow, compressor with a single stage gas producer turbine and single-stage power turbine. A reverse-flow combustion section allows significant reduction in the the engine’s total length. The power turbine drives the output shaft through a 3.22:1 gear reduction. The T53-L-1 is 3 feet, 11.8 inches (1.214 meters) long and 1 foot, 11.0 inches (0.584 meters) in diameter. It weighs 460 pounds (209 kilograms).
The Huskie’s maximum speed was 107 miles per hour (172 kilometers per hour). Its hover ceiling in ground effect (HIGE) was 20,000 feet (6,096 meters) and it had a range of 250 miles (402 kilometers).
Kaman H-43B-KA Huskie 58-1848 was reclassified as HH-43B in 1962. It was retired to The Boneyard at Davis-Monthan Air Force Base, Tucson, Arizona, in 1972, and was scrapped in 1977.
Kaman H-43B-KA Huskie 58-1848 at Bloomfield, Connecticut, 9 December 1959. (FAI)
John Herschel Glenn, Jr., NASA Project Mercury Astronaut. (Ralph Morse/LIFE Magazine)
John Glenn, one of the original seven astronauts selected by NASA for Project Mercury, was a personal hero of mine. As a young boy growing up in Southern California, less than three miles from Rocketdyne’s engine test stands in Santa Susana, I followed the progress of all the astronauts. I recall having a map pinned to my wall, showing the orbital path of Friendship 7 as Glenn made his historic three orbits of the Earth. All of the astronauts, and the X-15 test pilots at Edwards, were heroes to me, but for some reason, John Glenn was special.
John H. Glenn, Jr., Pilot. (John Glenn Archives, Ohio State University)
John Herschel Glenn, Jr., was born at Cambridge, Ohio, 18 July 1921, the first of four children of John Herschel Glenn, a plumber, and Clara Teresa Sproat Glenn. The Glenn family resided in New Concorde, Ohio. Glenn attended New Concord High School, graduating in 1939, and then enrolled at Muskingum College, also in New Concord, where he majored in engineering. While in college, he learned to fly.
Soon after the United States entered World War II, John Glenn enlisted in the United States Navy as a Naval Aviation Cadet, 28 March 1942. He transferred to the Marine Corps while still in flight training, and after qualifying as a Naval Aviator, was commissioned as a Second Lieutenant, U.S. Marine Corps Reserve, 16 March 1943.
On 6 April 1943, Lieutenant Glenn married Miss Anna Margaret Castor, also from New Concorde. They would have two children, Carolyn Ann Glenn and John David Glenn.
In October 1943, Glenn was promoted to First Lieutenant. Initially assigned as a transport pilot flying the Douglas R4D-1 Skytrain with Marine Utility Squadron 315 (VMJ-315) in the Pacific, he was transferred to Marine Fighter Squadron 155 (VMF-155). He flew 59 combat missions with the Chance Vought F4U Corsair in the Marshall Islands.
Lieutenant John H. Glenn, Jr., USMCR, flying a Chance Vought F4U-1 Corsair with VMF-155, 1943. (Smithsonian National Air and Space Museum/John Glenn Archives, The Ohio State University)
In 1945, Glenn was assigned to Marine Fighter Squadron 218 (VMF-218), again flying an F4U-4 Corsair, patrolling China with the 1st Marine Division. Lieutenant Glenn was promoted to the rank of Captain in July 1945.
In 1946, Captain Glenn, was transferred from the USMCR to the regular Marine Corps, retaining his temporary rank. On 7 August 1947, the rank of Captain was made permanent.
Captain Glenn served as an advanced flight instructor at NAS Corpus Christi, Texas, from June 1948 to December 1950. With the Korean War, Glenn was assigned to Marine Fighter Squadron 311 (VMF-311), which flew the Grumman F9F-2 Panther.
Captain John H. Glenn, Jr., USMCR, a fighter pilot of VMF-311, examines some of the 714 holes in his Grumman F9F-2 Panther. (U.S. Air Force)
Captain Glenn few 63 combat missions with VMF-311. He was promoted to the rank of Major, 28 June 1952. He served as an exchange officer with the U.S. Air Force, flying a North American Aviation F-86F Sabre with the 25th Fighter Interceptor Squadron, 51st Fighter Interceptor Wing at K-13, an air base at Suwon, Republic of Korea. In July 1953, Glenn shot down three enemy Mikoyan-Gurevich MiG 15 jet fighters.
Major John H. Glenn, Jr., United States Marine Corps, standing with his North American Aviation F-86-30-NA Sabre, 52-4584, “MiG Mad Marine,” at Suwon, Korea, July 1953. (John Glenn Archives, The Ohio State University)
Major Glenn trained at the U.S. Navy Test Pilot School at NATC Patuxent River, Maryland, in 1954, and from 1956 to 1959, was assigned to the Bureau of Aeronautics, Fighter Design Branch.
On 16 July 1957, Major Glenn flew a Chance Vought F8U-1P Crusader from NAS Los Alamitos, on the coast of southern California, to Floyd Bennet Field, Brooklyn, New York, in 3 hours, 23 minutes, 8.4 seconds, averaging 725.25 miles per hour (1,167.18 kilometers per hour). Thomas S. Gates, Jr., Secretary of the Navy, presented Major Glenn the Distinguished Flying Cross.
Major John H. Glenn, Jr., United States Marine Corps, with his Vought F8U-1P Crusader, Bu. No. 144608, after his record-setting flight, 16 July 1957. (U. S. Navy)
Major Glenn was promoted to the rank of Lieutenant Colonel, 1 April 1959. He was selected as an Astronaut with the National Aeronautics and Space Administration’s Project Mercury and joined the NASA Space Task group at the Langley Research Center. Lieutenant Colonel Glenn was the senior officer and the oldest member of “The Mercury 7.”
The Mercury 7. Front row, left to right, Walter H. Schirra, Donald K. Slayton, John H. Glen, Jr., and Scott Carpenter. Back row: Alan B. Shepard, Jr., Virgil I. Grissom, and L. Gordon Cooper. (NASA)
At 9:47:39 a.m., Eastern Standard Time (14:47:39 UTC), 20 February 1962, Mercury Atlas 6 lifted off from Launch Complex 14, Cape Canaveral Air Force Station, Cape Canaveral, Florida. This was the third launch of a manned Mercury spacecraft, and the first time that an Atlas rocket had been used.
Aboard the Mercury was John Glenn, making his first space flight. He had named the capsule Friendship 7. Alan Shepard and Gus Grissom had each made a suborbital flight, but Glenn was going into Earth orbit.
Each orbit took 88 minutes, 19 seconds. The spacecraft’s altitude ranged from 100 miles (161 kilometers) to 162.2 miles (261 kilometers).
During the 4 hour, 55 minute, 23 second flight, Friendship 7 orbited the Earth three times, and traveled 75,679 miles (121,794 kilometers). John Glenn was the first American astronaut to orbit the Earth. (Cosmonaut Yuri Gagarin had orbited the Earth 12 April 1961.)
After re-entry, the capsule parachuted into the Atlantic Ocean, splashing down only six miles from the recovery ship, USS Noa (DD-841).
Launch of Mercury-Atlas 6 from Launch Complex 14, Cape Canaveral Air Force Station, 14:47:39 UTC, 20 February 1962. (NASA)
When the Space Task Group was moved to the Manned Spacecraft Center at Houston, Texas, in 1962, John Glenn was involved in the layout and design of spacecraft cockpits and function of controls. On 16 January 1964, John Glenn resigned from NASA. He was promoted to the rank of Colonel in October 1964, then he retired from the Marine Corps 1 January 1965, after 23 years of military service.
Glenn worked in private industry for several years before beginning a career in politics. In 1974, he was elected to the United States Senate, representing his home State of Ohio. He served in the United States Congress from 24 December 1974 to 3 January 1999.
John Glenn wasn’t finished with spaceflight, though. From 29 October to 7 November 1998, Senator Glenn served as a NASA Payload Specialist aboard Space Shuttle Discovery (OV-103) during Mission STS-95. At the age of 77 years, John Glenn was the oldest person to fly in space.
During his two space flights, John Glenn orbited the Earth 137 times. His total time in space is 10 days, 49 minutes, 25 seconds (240:49:25).
In late November 2016, Glenn was admitted to Ohio State University Wexner Medical Center at Columbus, Ohio. He died there, 8 December 2016, at the age of 95 years.
John Herschel Glenn, Jr., Naval Aviator, Fighter Pilot, Test Pilot, Record-setter, Astronaut. Colonel, United States Marine Corps. United States Senator. American Hero.
Godspeed, John Glenn.
Senator John H. Glenn, Jr., NASA Payload Specialist, 1998. (NASA)
Bell Model 206 N73999 (U.S. Army YOH-4-BF 62-4202) at the Bell Helicopter Company plant, Hurst, Texas. (Bell Helicopter Co.)Bell YHO-4. (Bell Helicopter Co.)
8 December 1962: At the Bell Helicopter Company plant at Hurst, Texas, the first Model D-250, N73999 (YHO-4-BF 62-4202) made its first flight.
The United States military had requested proposals from 25 aircraft manufacturers for a Light Observation Helicopter (LOH) to be powered by a gas turbine engine. Eventually, helicopters proposed by three companies were selected for flight testing. These were the Bell YHO-4, the Fairchild Hiller FH-1100, designated as YHO-5, and the Hughes Aircraft Company Model 369, designated YHO-6.
In 1962, U.S. military aircraft designations were standardized between services, and the three helicopters were redesignated YOH-4, YOH-5 and YOH-6. Bell Helicopter had also changed its internal company designation for their proposal from D-250 to Model 206. All three were powered by an Allison T63-A-5 turboshaft engine rated at 250 shaft horsepower (Allison 250-C18).
Bell 206 N73999 (YHO-4-BF 62-4202). Note the stabilizer bar. (U.S. Army)A prototype Bell YOH-4 Light Observation Helicopter hovers in ground effect. The vertical fin has been changed from the original ventral configuration. (U.S. Army)
After the fly-off, the Hughes OH-6A Cayuse was selected for production. With the LOH classification, the OH-6 earned the nickname “Loach.” Modern variants of the OH-6, now the AH-6 and MH-6 “Little Bird,” remain in service with United States special operations forces.
Bell Helicopter tried to market their Model 206 as a light civil aircraft, but its utilitarian appearance made it a hard sell. The helicopter was redesigned as the Model 206A and given the name JetRanger. This became one of the most successful aircraft ever built and it remained in production until 2011.
The first Bell 206A JetRanger, N8560F. (Bell Helicopter Co.)
As the Vietnam War escalated, the need for helicopters increased. Hughes Aircraft had limited production capacity so the U.S. Army ordered a version of the redesigned Bell YOH-4 as the OH-58A Kiowa (Bell Model 206A-1). Though similar in appearance to the civil Bell 206A JetRanger, the OH-58A has significant differences and few parts are interchangeable between models. The Kiowa’s main rotor blades and tail boom are longer than the JetRanger’s. The rotor system turns at a slower r.p.m. Landing skids are mounted differently. The OH-58A has a lower maximum gross weight. There are internal differences as well, for example, the main transmission of the OH-58A has only three planetary gears while the 206B uses four, giving it a greater torque capacity.
The OH-58 Kiowa was continuously upgraded to the OH-58D Kiowa Warrior, with advanced targeting and communications capabilities. The D model uses a composite four-bladed “soft-in-plane” main rotor. Military variants of the civil Bell 206B-3 JetRanger III have been used as training helicopters for the U.S. Navy (TH-57 Sea Ranger) and U.S. Army (TH-67 Creek). The U.S. Army has now retired all of its OH-58s. The final flight of an OH-58D Kiowa Warrior took place in September 2017.
The first production Bell OH-58A-BF Kiowa, 68-16687. (Bell Helicopter Co.)
The YOH-4A prototype is in storage at the U.S. Army Aviation Museum, Fort Rucker, Alabama. Because of an error is assigning serial numbers, this aircraft carries a manufacturer’s data plate with the military serial number 62-4201,¹ however, the correct serial number, 62-4202, is painted on the airframe exterior.
A flight of Bell OH-58D Kiowa Warriors scouting in a war zone. (U.S. Army)
¹ Serial number 62-4201 had already been assigned to a Lockheed C-140B-LM JetStar.
