26 July 1958: U.S. Air Force test pilot Captain Iven Carl Kincheloe, Jr., took off from Edwards Air Force Base in Lockheed F-104A-15-LO Starfighter 56-0772, acting as a chase plane for another F-104A which was flown by a Lockheed test pilot, Lou Schalk.
As the two supersonic interceptors began their climb out from the runway, a small control cable deep inside Kincheloe’s fighter failed, allowing the inlet guide vane of the F-104’s General Electric J79-GE-3 turbojet engine to close. With the suddenly decreased airflow the engine lost power and the airplane started to descend rapidly.
The early F-104 Starfighters had a Stanley Aviation Corporation Type B ejection seat that was catapulted or dropped by gravity from the bottom of the cockpit. 56-0772 was equipped with an improved Stanley Type C ejection seat. With the Starfighter well below 2,000 feet (610 meters), Kincheloe apparently thought that he needed to roll the airplane inverted before ejecting. This was actually not necessary and delayed his escape.
By the time he had separated from the seat and could open his parachute, he was below 500 feet (152 meters). The parachute did open, but too late. Iven Kincheloe was killed on impact. His airplane crashed into the desert floor just over 9 miles (14.5 kilometers) from the west end of Runway 22 and was totally destroyed. Today, a large crater scattered with fragments of Kincheloe’s F-104 is still clearly visible.
Iven Kincheloe was just 30 years old.
Iven Carl Kincheloe, Jr., was a legendary test pilot. He was born in Wayne County, Michigan, the son of Iven Carl Kincheloe, a farmer, and Francis Emma Wilde. He started flying lessons when he was 14 years old, and by the time he was legally allowed to solo—on his 16th birthday—he had already accumulated over 200 flight hours. He entered the Air Force Reserve Officer Training Program (ROTC) at Purdue University, West Lafayette, Indiana, where he was an engineering student. While there, he met Air Force test pilot Chuck Yeager and decided that test flying was the career area that he wanted to pursue.
At Purdue, Kincheloe was a member of the Sigma Phi Epsilon (ΣΦΕ) fraternity, played football and managed the track team. He was a member of a military honor society, the Scabbard and Blade, and the Gimlet Club, a booster organization supporting varsity sports at the university. Iven Kincheloe graduated in 1949 with a Bachelor of Science degree in Aeronautical Engineering. He was commissioned as a second lieutenant, United States Air Force Reserve, 17 June 1949.
On graduation, Kincheloe was sent to Arizona to begin his Air Force pilot training. After graduating, Second Lieutenant Kincheloe was sent to Edwards Air Force Base in southern California to work on the new North American Aviation F-86E Sabre.
He deployed to Korea as a fighter pilot with the 4th Fighter Interceptor Wing in August 1951, flying the F-86E Sabre as an escort for bomber formations. He was transferred to the 25th Fighter Interceptor Squadron, 51st Fighter Interceptor Group, and immediately began to shoot down enemy MiG-15 fighters. He was soon an with five kills.
After his combat tour (131 missions) in Korea, Iven Kincheloe was assigned as an exchange student to the Empire Test Pilots’ School at RAE Farnborough, England, for the ten-month British training program, and was sent back to Edwards Air Force Base in 1955.
One of the most skilled test pilots at Edwards, Iven Kincheloe flew every type of fighter, as well as the Bell X-2 rocketplane, which he flew to 126,200 feet (38,465 meters), 7 September 1956. He was the first pilot to climb higher than 100,000 feet (30,480 meters) and was considered to be “the first man in space.” For this flight, Kincheloe was awarded the Mackay Trophy, “For outstanding contributions to the science of aviation by flying the Bell X-2 to an altitude considerably higher than had ever been reached before by a piloted aircraft.”
Kincheloe was scheduled to become the primary Air Force pilot on the upcoming North American Aviation X-15 Program. That would have been followed by the Man In Space Soonest project, which would have launched Kincheloe into orbit with an X-15B second stage launched by an Atlas intercontinental ballistic missile.
Captain Kincheloe was married to the former Miss Dorothy Heining. They had two children, Iven Carl Kincheloe III and Jeanine Kincheloe, who was born several months after her father’s death.
Captain Iven Carl Kincheloe, Jr., was awarded the Silver Star, the Legion of Merit (posthumous), the Distinguished Flying Cross with two oak leaf clusters (three awards), and the Air Medal with three oak leaf clusters (four awards), Presidential Unit Citation with oak leaf cluster (two awards), National Defense Service Medal, Korean Service Medal with three service stars, Air Force Longevity Service Award, the Republic of Korea Presidential Unit Citation, United Nations Korean Service Medal, and the Republic of Korea Korean War Service Medal. In 1959, Kincheloe Air Force Base, Michigan, was named in his honor.
Captain Kincheloe is buried at the Arlington National Cemetery.
26 July 1944: This iconic World War II photograph, The Bottisham Four, is one of a series depicting a flight of four North American Aviation P-51 Mustang fighters—three P-51Ds and one P-51B—of the 375th Fighter Squadron, 361st Fighter Group, 8th Air Force, based at Air Force Station F-374 (RAF Bottisham), Cambridgeshire, England, as they flew formation with a B-17 Flying Fortress camera ship from the 91st Bombardment Group (Heavy).
None of these aircraft would survive the war. Fourteen days after this photo was taken, 9 August 1944, the number two plane, 44-13926 (E2 S), crashed during a training flight near Stalham, Norfolk, killing the pilot, 2nd Lieutenant Donald D. Dellinger.
Three days later, 12 August 1944, at 1505 hours, 361st Fighter Group commanding officer Colonel Thomas J.J. Christian, Jr., flying the lead plane, Lou IV, was killed and his Mustang destroyed in a dive-bombing attack against the Arras railroad marshaling yards in Boisleux-au-Mont, France.
The number four plane, the P-51B Suzy G, crash-landed following a combat mission and was destroyed, 11 September 1944.
Sky Bouncer, the number three P-51D, crashed on takeoff, near Cambron Casteau, Belgium, 3 April 1945.
Lead: P-51D-5-NA 44-13410, E2 C, flown by group commander Colonel Thomas J.J. Christian, Jr., and named Lou IV after his wife, Marjorie Lou Ashcroft Christian.
Jack Christian was a 1939 graduate of the United States Military Academy at West Point, New York. He served as a B-17 pilot with the 19th Bombardment Group at Clark Field, Philippine Islands. After the B-17s were destroyed in the attacks of 8 December 1941, Christian was at Bataan before being evacuated to Australia.
While ferrying a Curtiss P-40 Warhawk, he was shot down over Timor and listed as Missing in Action. He eventually made his way to Allied territory.
A few months later, Christian, while flying a Bell P-400 Airacobra with the 67th Pursuit Squadron, was the first U.S. Army Air Corps pilot to land at Henderson Field, on the island of Guadalcanal, 12 August 1942.
On 10 February 1943, Major Christian was given command of the 361st Fighter Group at Richmond, Virginia. The group arrived in England in November 1943.
For his service in World War II, Colonel Christian was awarded the Distinguished Flying Cross with oak leaf cluster (two awards), Air Medal with three oak leaf clusters (four awards) and the Purple Heart.
There is a Special Memorial in honor of Colonel Thomas J.J. Christian, Jr., United States Army Air Corps, at the Faubourg-d’Amiens Cemetery, Arras, Pas-de-Calais, France.
Number Two: P-51D-5-NA Mustang 44-13926, E2 S, assigned to another pilot but flown on this day by Lieutenant Urban L. (“Ben”) Drew. (Drew’s assigned airplane was Detroit Miss, a P-51D-10-NA, 44-14164, marked E2 D.)
Urban L. Drew joined the U.S. Army Air Corp in 1942 and trained as a P-51 fighter pilot. He joined the 361st Fighter Group in England in October 1943. He flew 75 combat missions with the 361st and shot down six enemy aircraft in aerial combat, two of which were Messerschmitt Me 262 jet fighters, destroyed 7 October 1944. Nominated for the Distinguished Service Cross, the medal was denied because his gun camera failed and the shoot-downs were not recorded. His wingman was shot down during the air battle and captured, so Drew’s claims could not be verified. However, the kills were later confirmed with German records, and in 1983, Major Drew was awarded the Air Force Cross. In addition to scoring the first kill of an enemy Me 262 by an Allied pilot, Drew also destroyed the Blohm & Voss BV238-V1, a prototype six-engine flying boat, the world’s largest airplane at the time.
In 1945, Ben Drew was transferred to the 413th Fighter Squadron, 414th Fighter Group, 10th Air Force, in the western Pacific, flying Republic P-47 Thunderbolts from the island of Iwo Jima. He was also awarded the Distinguished Flying Cross, twice, and fifteen Air Medals.
Following World War II, Ben Drew joined the Michigan Air National Guard in which he served until 1950.
Major Drew died in 2013 at the age of 89 years.
Number Three: P-51-D-5-NA Mustang 44-13568, Sky Bouncer, flown by Captain Bruce W. (“Red”) Rowlett, U.S. Army Air Corps, Operations Officer, 375th Fighter Squadron.
Sky Bouncer, flown by Jared M. Lundin, crash-landed after an engine failure on take off at Cambron-Casteau, Belgium, 3 April 1945. The airplane was destroyed.
Colonel Bruce W. Rowlett, United States Air Force, enlisted as a private soldier in the 36th Infantry Division (then part of the Texas National Guard) in 1940, lying about his age. (He was seventeen). He appled for flight training as an aviation cadet in 1942. After earning his wings as an Air Corps fighter pilot, Lieutenant Rowlett was assigned to the 375th Fighter Squadron, initially flying Republic P-47 Thunderbolts. After completing a 50 mission combat tour, Rowlett volunteered for a second tour, just as the squadron was transitioning to the P-51 Mustang. Nearing the end of the second tour, and after flying 109 combat missions, Captain Rowlett was sent back to the United States.
Red Rowlett remained in the Air Force following World War II. He later flew in the Berlin Airlift. From 1964 to 1967, Colonel Rowlett was Chief of Air Defense Operations, North American Air Defense Command (NORAD), then was assigned to the Pentagon, as Director of Studies and Analysis, Headquarters, U.S. Air Force, 1968–1971.
Colonel Bruce W. Rowlett, United States Air Force, died at Wichita, Kansas, 28 January 1998, at the age of 74 years.
Number Four: P-51B-15-NA Mustang 42-106811, E2 H, flown by Captain Francis T. Glankler and named Suzy G after his wife. The underlined letter H indicates that this airplane is the second in the squadron identified with that letter. Lieutenant Glankler was flight leader of D Flight, 375th fighter Squadron.
Lieutenant Glankler and Suzy G crashed-landed in a farm field at Thorpe Park, near Clacton, Essex, in following a mission on 11 September 1944. The Mustang was damaged beyond repair.
(Some sources indicate that another pilot was flying Suzy G, and that the crash occurred following a dog fight with a P-47 Thunderbolt.)
The P-51D was the predominant version of North American Aviation’s legendary World War II fighter, with a total of 8,156 produced by North American at Inglewood, California and Dallas, Texas, and 200 by the Commonwealth Aircraft Corporation in Australia. It was a single-seat, single engine fighter, which had first been designed for the Royal Air Force. The most visible difference between the previous P-51B and P-51C Mustangs was the cut down rear fuselage and the one-piece bubble canopy.
The P-51D was 32 feet, 3.5 inches (9.843 meters) long, with a wingspan of 37 feet (11.278 meters). It was 13 feet, 4.5 inches (4.077 meters) high. The fighter had an empty weight of 7,635 pounds (3,463.2 kilograms) and a maximum takeoff weight of 12,100 pounds (5,488.5 kilograms).
The P-51 B, -C and -D Mustangs were powered by the Packard Motor Car Company’s license-built version of the Rolls-Royce Merlin, either a V-1650-3 or V-1650-7. These were right-hand tractor, liquid-cooled, supercharged, 1,649-cubic-inch-displacement (27.04-liter), single overhead cam 60° V-12 engines, rated at 1,380 horsepower at Sea Level, turning 3,000 r.p.m at 60 inches of manifold pressure (V-1650-3), or 1,490 horsepower at Sea Level, turning 3,000 r.p.m. at 61 inches of manifold pressure (V-1650-7). (Military Power rating, 15 minute limit.) These were Packard’s versions of the Rolls-Royce Merlin 63 and 66. This engine drove a four-bladed Hamilton Standard Hydromatic constant-speed propeller with a diameter of 11 feet, 2 inches (3.404 meters) through a 0.479:1 gear reduction.
The P-51D was slightly slower than the P-51B/C. It had a maximum speed was 437 miles per hour (703.3 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 41,900 feet (12,771 meters). With internal fuel the maximum range was 1,650 miles (2,655 kilometers).
The P-51B and P-51C were nearly identical, with the B built in California, and the -C in Texas. North American built 1,988 P-51Bs at Inglewood and 1,750 P-51Cs at Dallas. They had a cruise speed of 362 miles per hour (583 kilometers per hour) and their maximum speed was 439 miles per hour (707.5 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was also 41,900 feet. With internal fuel, the combat range was 755 miles (1,215 kilometers).
The P-51B/C Mustang’s armament consisted of four air-cooled Browning AN-M2 .50-caliber machine guns, mounted two in each wing, with 350 rounds per gun for the inboard guns and 280 rounds per gun for the outboard. The guns were installed leaning outboard from the vertical to reduce the overall height. This arrangement sometimes lead to ammunition feed problems.
The P-51D was armed with six AN-M2 .50-caliber machine guns, with three mounted in each wing. In a change from the earlier airplanes, the guns were mounted vertically to improve ammunition feed. (This resulted in the requirement for a thicker wing.) 400 rounds of ammunition was provided for the inner pair of guns, and 270 rounds for each of the outer two pairs of guns, for a total of 1,880 rounds of ammunition. This was armor piercing, incendiary and tracer ammunition.
The fighter could also carry a 1,000 pound (453.6 kilogram) bomb under each wing, in place of drop tanks, or up to ten rockets.
Rank and organization: Second Lieutenant, U.S. Army Air Corps, 326th Bomber Squadron, 92d Bomber Group.
Place and date: Over Europe, 28 July 1943.¹
Entered service at: London, England. Born: 24 August 1914, Vernon, Texas.
G.O. No.: 85, 17 December 1943.
“For conspicuous gallantry and intrepidity above and beyond the call of duty, while participating on a bombing mission over enemy-occupied continental Europe, 28 July 1943.¹ Prior to reaching the German coast on the way to the target, the B17 airplane in which 2d Lt. Morgan was serving as copilot was attacked by a large force of enemy fighters, during which the oxygen system to the tail, waist, and radio gun positions was knocked out. A frontal attack placed a cannon shell through the windshield, totally shattering it, and the pilot’s skull was split open by a .303 caliber shell, leaving him in a crazed condition. The pilot fell over the steering wheel, tightly clamping his arms around it. 2d Lt. Morgan at once grasped the controls from his side and, by sheer strength, pulled the airplane back into formation despite the frantic struggles of the semiconscious pilot. The interphone had been destroyed, rendering it impossible to call for help. At this time the top turret gunner fell to the floor and down through the hatch with his arm shot off at the shoulder and a gaping wound in his side. The waist, tail, and radio gunners had lost consciousness from lack of oxygen and, hearing no fire from their guns, the copilot believed they had bailed out. The wounded pilot still offered desperate resistance in his crazed attempts to fly the airplane. There remained the prospect of flying to and over the target and back to a friendly base wholly unassisted. In the face of this desperate situation, 2d Lt. Officer Morgan made his decision to continue the flight and protect any members of the crew who might still be in the ship and for 2 hours he flew in formation with one hand at the controls and the other holding off the struggling pilot before the navigator entered the steering compartment and relieved the situation. The miraculous and heroic performance of 2d Lt. Morgan on this occasion resulted in the successful completion of a vital bombing mission and the safe return of his airplane and crew.”
John Cary Morgan was born 24 August 1914 at Vernon, Texas, the first of four children of Samuel Asa Leland Morgan, an attorney, and Verna Johnson Morgan. He was educated at the New Mexico Military Institute, and also attended Amarillo College, West Texas Teacher’s College and the University of Texas at Austin.
“Red” Morgan traveled to the South Pacific in 1934, working on a pineapple plantation in the Fiji Islands. He returned to the United States in 1937, arriving at the Port of Los Angeles from Suva, Fiji, aboard the Matson passenger liner S.S. Monterey, on 6 September, after a 12-day voyage.
Morgan married 20-year-old Miss Margaret Wilma Maples at the First Methodist Church, Oklahoma City, Oklahoma, 3 December 1939. The ceremony was performed by Rev. Lewis N. Stuckey.
Morgan registered for Selective Service at Oklahoma City, 16 October 1940. He was described as being 6 feet, 2 inches (1.88 meters) tall, weighing 180 pounds (81.7 kilograms), with red hair and blue eyes. Morgan had broken his neck in an oil field accident before the United States entered World War II, and had been classified 4-F by the draft board: “not qualified for military service.”
Morgan went to Canada and on 4 August 1941, enlisted in the Royal Canadian Air Force. After flight training, he was sent to England and assigned to RAF Bomber Command. Flight Sergeant Morgan flew twelve combat missions with the RAF. He was then transferred to the U.S. Army Air Corps with the warrant rank of Flight Officer. On 23 March 1943, Red Morgan was assigned to the 326th Bombardment Squadron (Heavy), 92nd Bombardment Group (Heavy), at RAF Alconbury (Army Air Force Station 102), at Huntingdon, Cambridgeshire, England.
The incident for which Morgan was awarded the Medal of Honor occurred during his fifth combat mission with the 326th Bombardment Squadron. He was the co-pilot of a Boeing B-17F-70-BO Flying Fortress, serial number 42-29802, named Ruthie II.
Promoted from flight officer to 2nd lieutenant, John C. Morgan continued to fly combat missions, now with the 482nd Bombardment Group (Pathfinder). On 6 March 1944, the H2X radar-equipped B-17 on which he was co-pilot, Douglas-Long Beach-built B-17F-70-DL 42-3491, was hit by an 88-millimeter anti-aircraft artillery shell and shot down. The aircraft commander, Major Fred A. Rabo, Lieutenant Morgan, and two others escaped as the airplane exploded. Six airmen were killed, including Brigadier General Russell A. Wilson.
The survivors were captured. Lieutenant Morgan spent the rest of the war as a prisoner at Stalag Luft I. He is the only Medal of Honor recipient to have been held as a Prisoner of War after being awarded the Medal.
Lieutenant Morgan was separated from active duty 29 January 1946, but remained in the Air Force Reserve. He was promoted to major in July 1950. Recalled to active duty during the Korean War (from June 1951 to August 1953), he was assigned to the Technical Training Command. Morgan was promoted to the rank of lieutenant colonel in August 1957.
Red Morgan married to Chris Ziegler from 1947. They had one son. According to an obituary in the New York Times, Morgan had a third wife, Gladys, at the time of his death.
Lieutenant Colonel John Cary Morgan, United States Air Force, died at Papillon, Nebraska, 17 January 1991, at the age of 76 years. He was buried at Arlington National Cemetery.
Authors Beirne Lay, Jr., and Sy Bartlett used Morgan as the model for the character of “Lieutenant Jesse Bishop” in their novel, Twelve O’Clock High, and the Academy Award-winning 1949 motion picture adaptation that followed. The Jesse Bishop character was played by actor Robert Patten, a USAAF navigator during World War II.
¹ “Although both the original fact sheet and the official Medal of Honor citation give the date as 28 July 1943, official records of the 92d Bombardment Group pinpoint it as 26 July. See Memo, Lt. Col. Andre R. Brosseau, Operations Officer, Headquarters, 92d Bombardment Group to Commanding Officer, 92d Bombardment Group, subj: Report on Planning and Execution of Operations for Mission 26 July 1943, Hannover, Germany, 27 July 1943, Air Force Historical Support Division, Reference Branch documents. The memo does not detail Flight Officer Morgan’s actions but does pinpoint the mission to Hannover on 26 July 1943.” —Air Force Historical Support Division
26 July 1937: Jackie Cochran set a United States Women’s National Speed Record¹ of 203.895 miles per hour (328.137 kilometers per hour) over a 1,000 kilometer (621.4 mile) course, flying a Beechcraft D17W “Staggerwing,” NX17081, serial number 136.²
“A woman in the air, therefore, had a choice of flying around in a light plane for pleasure or of obtaining for herself new fast and experimental equipment and determining the maximum that could be obtained from its use. I followed the second course. The objective of each flight was to go faster through the atmosphere or higher into it than anyone else and to bring back some new information about plane, engine, fuel, instruments, air or pilot that would be helpful in the conquest of the atmosphere.”
—The Stars at Noon, by Jacqueline Cochran, Little, Brown and Company, Boston, 1954, Chapter IV at Page 58
NC17081 was one of two special D17W biplanes that were built by Beechcraft based on the production D17S “Staggerwing.” Jackie Cochran set aviation records with both of the D17Ws. The first, c/n 136, was originally sold to famous aviator Frank Monroe Hawks, but that purchase was not completed. Cochran was given the use of the airplane by Beechcraft.
The Beechcraft D17S was single-engine biplane operated by one pilot and could carry up to three passengers. The airplane got its nickname, “Staggerwing,” from the lower wing being placed forward of the upper wing for improved pilot visibility. The basic structure was a welded tubular steel frame with wood formers and stringers. The wings and tail surfaces were built of wood spars and ribs. The airplane was covered with doped fabric, except the cabin and engine, which were covered in sheet metal. It was equipped with retractable landing gear.
The D17S was 26 feet, 10 inches (8.179 meters) long with a wingspan of 32 feet (9.754 meters) and overall height of 8 feet (2.438 meters). It had an empty weight of 2,540 pounds (1,152.1 kilograms) and gross weight of 4,250 pounds (1,927.8 kilograms).
The D17S Staggerwing was powered by an air-cooled, supercharged 986.749-cubic-inch-displacement (16.170 liter) Pratt & Whitney R-985-AN-1 ³ single row 9-cylinder direct-drive radial engine with a compression ratio of 6:1. This engine was rated at 400 horsepower at 2,200 r.p.m., at 5,000 feet (1,524 meters), maximum continuous power, and 450 horsepower at 2,300 r.p.m. for take off, using 91-octane gasoline. The R-985-AN-1 was 3 feet, 7.05 inches (1.093 meters) long, 3 feet, 10.25 inches (1.175 meters) in diameter and weighed 682 pounds (309 kilograms) when constructed of aluminum, or 674 pounds (306 kilograms), built of magnesium.
The production D17S Staggerwing had a cruise speed of 202 miles per hour (325 kilometers per hour) and maximum speed of 212 miles per hour (341 kilometers per hour). The service ceiling was 25,000 feet (7,620 meters) and range was 670 miles (1,078 kilometers).
NX17081 was built for Frank Hawks with an air-cooled, supercharged, 986.749 cubic-inch-displacement (16.170 liter) Pratt & Whitney Wasp Jr. SC-G single-row nine-cylinder radial engine with a compression ratio of 6.7:1. (Engine serial number 531.) This was the only geared variant of the Wasp Jr., and had a reduction ratio of 3:2. This engine was rated at 525 horsepower at 2,700 horsepower up to 9,500 feet (2,896 meters) altitude with 87-octane gasoline, and 600 horsepower at 2,850 r.p.m. for takeoff (when using 100 octane aviation gasoline). The additional 150 horsepower greatly increased the D17W’s performance over the standard production airplane. The Wasp Jr. SC-G was 3 feet, 10.469 inches (1.180 meters) long, 3 feet, 10.75 inches (1.187 meters) in diameter and weighed 864 pounds (392 kilograms).
After Jackie Cochran’s speed record, c/n 136 was registered NC17081, re-engined with a 971.930 cubic inch (15.927 liters), 420 horsepower Wright Whirlwind R-975 and redesignated D17R. After changing ownership several times, the Wright engine was replaced with a Pratt & Whitney R-985 and once again redesignated, this time as a D17S.
Early in World War II, the former speed record holder was impressed into military service. Assigned to the United States Navy, c/n 136 was once again redesignated, this time as a GB-1 Traveler, and assigned Bureau of Aeronautics serial number (“Bu. No.”) 09776.
Beechcraft GB-1 Traveler Bu. No. 09776 was stricken off at NAS Glenview, Illinois, 30 June 1945.
¹ A check with the National Aeronautics Association this afternoon (25 February 2016) was unable to verify this record. —TDiA
² At least one source states that this record was flown in the second Beechcraft D17W, NR18562, c/n 164.
³ This is not the same engine as the R-985-1, which was military variant of the 300-horsepower Pratt & Whitney Wasp Jr. A.
25 July 1984: Cosmonaut Svetlana Yevgenyevna Savitskaya, on her second mission to the Salyut 7 space station, became the first woman to perform a space walk, when she spent 3 hours, 35 minutes outside the space station.
Major Savitskaya was the second woman to fly in space, after Cosmonaut Valentina Vladimirovna Tereshkova. Her first space flight was also to Salyut 7, in 1982. She was assigned as commander of an all-woman crew to the station, but that flight was cancelled. She has spent 19 days, 7 hours, 6 minutes in space.
Major Savitskaya is a flight engineer and test pilot who holds 18 world records in MiG aircraft. She was twice awarded Hero of the Soviet Union.
Married with one child, she retired in 1993. Major Savitskaya currently serves in the State Duma, the lower house of the Russian parliament.