This painting by famed aviation artist Keith Ferris depicts 1st Lieutenant Russell Brown’s Lockheed F-80C Shooting Star as he shot down an enemy Mikoyan-Gurevich MiG 15 over Korea, 8 November 1950. (Keith Ferris)
8 November 1950: First Lieutenant Russell J. Brown, United States Air Force, 16th Fighter Interceptor Squadron, 51st Fighter Interceptor Wing, is credited with shooting down a Russian-built Mikoyan-Gurevich MiG 15 jet fighter near the Yalu River while flying a Lockheed F-80C-10-LO Shooting Star. This may have been the very first time that a jet fighter had been shot down by another jet fighter.
Sources vary, reporting the serial number of Lieutenant Brown’s fighter as 49-713 or 49-717.
A contemporary newspaper quoted Brown:
1st Lieutenant Russell J. Brown. (Air Force Times)
Brown gave a colorful description of the fight in history’s first jet-versus-jet battle last week. He said:
“We had just completed a strafing run on Sinuiju antiaircraft positions and were climbing when we got word that enemy jets were in the area.
“Then we saw them across the Yalu, doing acrobatics.
“Suddenly they came over at about 400 miles an hour. We were doing about 300. They broke formation right in front of us at about 18,000 or 20,000 feet. They were good looking planes—shiny and brand, spanking new.”
—INS, Tokyo, November 13
Soviet records reported no MiG 15s lost on 8 November. Senior Lieutenant Kharitonov, 72nd Guards Fighter Aviation Unit, reported being attacked by an F-80 under circumstances that suggest this was the engagement reported by Lieutenant Brown, however Kharitonov succeeded in evading the American fighter after diving away and jettisoning his external fuel tanks.
A Soviet MiG 15 pilot, Lieutenant Khominich, also of the 72nd Guards, claimed shooting down an American F-80 on 1 November, but U.S. records indicate that this fighter had been destroyed by anti-aircraft fire.
What is clear is that air combat had entered the jet age, and that the Soviet Union was not only supplying its swept wing MiG 15 to North Korea and China, but that Soviet Air Force pilots were actively engaged in the war in Korea.
Russian technicians service a MiG 15bis of the 351st IAP at Antung Air Base, China, mid-1952. (Unattributed)
The Mikoyan-Gurevich MiG 15 is a single-seat, single engine turbojet-powered fighter interceptor, designed to attack heavy bombers. Designed for high sub-sonic speed, the leading edges of the wings and tail surfaces were swept to 35°. The wings were very thin to minimize aerodynamic drag.
The fighter was 10.102 meters (33 feet, 1.7 inches) long, with a wingspan of 10.085 meters (33 feet, 1 inch). Its empty weight was 3,253 kilograms (7,170 pounds) and takeoff weight was 4,963 kilograms (10,938 pounds).
The Rolls-Royce Nene I and Nene II jet engines had been used in the three MiG 15 prototypes. The British engines were reverse-engineered by Vladimir Yakovlevich Klimov and manufactured at Factory No. 45 in Moscow as the Klimov VK-1. The VK-1 used a single-stage centrifugal-flow compressor, 9 combustion chambers and a single-stage axial-flow turbine. It produced a maximum 26.5 kilonewtons of thrust (5,957 pounds of thrust). The VK-1 was 2.600 meters (8 feet, 6.4 inches) long, 1.300 meters (4 feet, 3.2 inches) in diameter, and weighed 872 kilograms (1,922 pounds).
The MiG 15 had a maximum speed of 1,031 kilometers per hour (557 knots/641 miles per hour) at 5,000 meters (16,400 feet) and 1,050 kilometers per hour (567 knots/652 miles per hour) at Sea Level.
Armament consisted of one Nudelman N-37 37 mm cannon and two Nudelman-Rikhter NR-23 23 mm cannon.
MIG 15 Red 2057. A North Korean Peoples’ Air Force Mikoyan-Gurevich MiG 15bis in a hangar at Kimpo Air Base, Republic of South Korea. A defecting North Korean pilot, Lieutenant No Kum-Sok, flew it to Kimpo on 21 September 1953. It was taken to Okinawa, examined and test flown by U.S.A.F. test pilots, including Major Charles E. (“Chuck”) Yeager. This MiG 15 is in the collection of the National Museum of the United States Air Force, Wright-Patterson AFB, Ohio. (U.S. Air Force).
The Lockheed P-80 Shooting Star was the United States’ first operational jet fighter. It was redesignated F-80 in 1948. It was a single-seat, single-engine airplane, designed by a team of engineers led by Clarence L. (“Kelly”) Johnson. The prototype XP-80A, 44-83020, nicknamed Lulu-Belle, was first flown by test pilot Tony LeVier at Muroc Army Air Field (now known as Edwards Air Force Base) 8 January 1944. The P-80A entered production in 1945. Improved versions, the P-80B and P-80C (F-80C) followed.
Lockheed F-80C-10-LO Shooting Star 49-432 on display at the Air Force Armaments Museum, Eglin Air Force Base, Florida. The fighter is marked as F-80C-10-LO 49-713, assigned to the 16th Fighter Squadron, 51st Fighter Interceptor Group, Kimpo, Korea, 1950.
The F-80C was 34 feet, 5 inches (10.490 meters) long with a wingspan of 38 feet, 9 inches (11.811 meters) and an overall height of 11 feet, 3 inches (3.429 meters). It weighed 8,420 pounds empty (3,819 kilograms) and had a maximum takeoff weight of 16,856 pounds (7,645 kilograms).
The F-80C was powered by either a General Electric J33-GE-11, Allison J33-A-23 or J33-A-35 turbojet engine. The J33 was a development of an earlier Frank Whittle-designed turbojet. It used a single-stage centrifugal-flow compressor, eleven combustion chambers and a single-stage axial-flow turbine section. The J33-A-35 had a Normal Power rating of 3,900 pounds of thrust (17.348 kilonewtons) at 11,000 r.p.m., at Sea Level, and 4,600 pounds (20.462 kilonewtons) at 11,500 r.p.m., for Takeoff. It was 107 inches (2.718 meters) long, 50.5 inches (1.283 meters) in diameter, and weighed 1,820 pounds (826 kilograms).
The F-80C had a maximum speed of 594 miles per hour (516 knots/956 kilometers per hour) at Sea Level and 543 miles per hour (472 knots/874 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 46,800 feet (14,265 meters). The maximum range was 1,380 miles (2,221 kilometers).
The F-80C Shooting Star was armed with six Browning AN-M3 .50-caliber aircraft machine guns mounted in the nose.
A Lockheed F-80C Shooting Star of the 16th Fighter Interceptor Squadron, 51st Fighter Interceptor Wing, makes a JATO-assisted takeoff from an airfield in the Republic of South Korea, circa 1950. (U.S. Air Force)
Lockheed F-80C-10-LO Shooting Star 49-713, flown by Albert C. Ware, Jr., was lost 10 miles north of Tsuiki Air Base, Japan, 23 March 1951.
The first of two North American Aviation XT-28 prototypes, 48-1371, lands at Edwards Air Force Base 3 February 1950. (U.S. Air Force)
26 September 1949: At Vultee Field, a private industrial airport in Downey, California, North American Aviation test pilot Jean LeRoy (“Skip”) Ziegler ¹ took the first of two prototype military flight trainers, the XT-28 (NAA Model 159–2), U.S. Air Force serial number 49-1371, for its first flight. The 45-minute flight was two weeks ahead of schedule.
The Long Beach Press-Telegram reported:
New Training Plane Tested
LOS ANGELES, Sept 27. (AP) The Air Force’s first postwar training plane—North American’s T-28—has tried her wings and found they work very well.
The company announced that the twin cockpit craft—designed to train pilots for advanced high speed fighters and bombers—flew 45 minutes yesterday. Said test pilot Skip Ziegler, “It handles more like a fighter than a trainer.” He termed the flight, “completely satisfactory.”
The T-28 has a ceiling of 29,800 feet and can move 288 miles an hour. The T-6, present Air Force trainer, ceilings at 22,000 and travels 205 m.p.h. top.
One of the two North American Aviation XSN2J-1 prototypes in flight of the Southern California shoreline, circa 1946. (North American Aviation, Inc./San Diego Air & Space Museum Archives, Catalog #: 00033269)
The XT-28 was developed from an earlier North American Aviation project for the United States Navy. In 1946, NAA proposed their Model 142, as a replacement for the World War II SNJ/T-6 Texan, a trainer which had also been built by North American, and used by both the Navy and the U.S. Army Air Forces. The Navy designated the proposed airplane XSN2J-1. Two were built and assigned Bureau of Aeronautics serial numbers (“Bu. No.”) 121449 and 121450. 121449 was the first to fly, 15 February 1947.
The Navy tested both aircraft, but did not order them into production.
One of the two North American Aviation XSN2J-1 prototypes during testing at NATC Patuxent River, Maryland, October 1948. The prototype is armed with with five-inch air-to-surface rockets. (National Archives and Records Administration)
A year later, NAA made a similar proposal to the United States Air Force. The Air Force wanted a trainer to transition pilots into turbojet-powered aircraft. Similar to the XSN2J-1, the XBT-28 was changed to tricycle landing gear, a first for a miltiary trainer. The prototype’s two cockpits were laid out very similar to the new, swept-wing North American XP-86 Sabre. The Air Force ordered the airplane into production as the T-28A. The first T-28A arrived at Eglin Air Force Base, Florida, 15 June 1950, where it would tested for suitability as a flight trainer.
Prototype North American Aviation XBT-28. (T-28 Trojan Foundation)
The North American Aviation T-28 Trojan is an all-metal, two-place airplane with retractable tricycle landing gear. The dual cockpits are arranged in tandem. The T-28A was used by the United States Air Force as a primary training aircraft, while the more powerful T-28B and T-28C were employed by the U.S. Navy. The airplane was noted for its stability and handling qualities, its easy recovery from stalls and spins, and its excellent visibility.
Initially, the T-28 was built at North American Aviation’s Downey Division, in Downey, California, which at the time was primarily a farming community about 13 miles (21 kilometers) south of downtown Los Angeles, California. Production was shifted to North America’s Columbus Division in Columbus, Ohio.
North American Aviation T-28A Trojan internal arrangement. (U.S. Air Force)
The XT-28 and production T-28As were 32.0 feet (9.754) long with a wingspan of 40.6 feet (12.375 meters), and overall height of 12.7 feet (3.871 meters). The wing had an angle of incidence of 2° with 3° of negative twist, and 8° dihedral. The total wing area was 268.0 square feet (24.9 square meters). The vertical fin was offset 1° to the left of the airplane’s centerline. The prototype and early production T-28As had an empty weight of had an empty weight of 6,909 pounds (2,998 kilograms). This was increased in later aircraft to 7,282 pounds (3,303 kilograms). The Maximum Takeoff Weight (MTOW) was 7,751 pounds (3,516 kilograms).² The two prototypes had a belly-mounted speed brake. All T-28As had provisions for this installation.
North American Aviation XT-28 three-view illustration with dimensions. (U.S. Air Force)
The XT-28 and production T-28A were powered by an air-cooled, supercharged, 1,301.868 cubic inch (21.334 liter) Wright Aeronautical Division Cyclone 7 R-1300-1 (853C7BA1) 7-cylinder radial engine with a compression ratio of 6.2:1. This engine required 91/98 octane aviation gasoline. It was rated at 700 horsepower at 2,400 r.p.m., and 800 horsepower at 2,600. r.p.m. for takeoff. The engine also produced some jet thrust from its exhaust system. The engine thrust line was angled downward 5° from fuselage reference line. The R-1300-1 drove a two blade, 10 foot, 0 inch (3.048 meters) diameter Aeroproducts hydraulic variable pitch propeller through 0.5625:1 gear reduction. The engine was 4 feet, 1.12 inches (1.248 meters) long, 4 feet, 2.45 inches (1.281 meters) in diameter, and weighed 1,065 pounds, (483 kilograms).
The XT-28 had a maximum fuel capacity of 125 gallons (473 liters), carried in two wing tanks. Two additional tanks were added to later production T-28As, increasing the capacity to 177 gallons (670 liters).
The T-28A had a cruise speed of 165 knots (190 miles per hour/306 kilometers per hour, and maximum speed of 247 knots (284 miles per hour/457 kilometers per hour) at 5,800 feet (1,768 meters). VNE varied from 190 knots (219 miles per hour/352 kilometers per hour) at 25,000 feet (7,620 meters) with external load, to 340 knots (391 miles per hour/630 kilometers per hour) at Sea Level, clean. The airplane’s best power off glide speed was 105 knots (120 miles per hour/194 kilometers per hour).
The T-28A could climb at a maximum rate of 1,870 feet per minute (9.5 meters per second). Its service ceiling was 24,000 feet (7,315 meters). The maximum range was 720 nautical miles (829 statute miles/1333 kilometers) in early production models, or 880 nautical miles (1,013 statute miles/1,630 kilometers) in aircraft with increased fuel capacity.
For training purposes, the T-28A could be armed with one detachable gun pod under each wing. Each pod contained a .50-caliber AN-M3 Browning Aircraft Machine Gun. These had a rate of fire of approximately 1,100 rounds per minute. Each gun was supplied with 100 rounds of ammunition. The trainer could also be equipped with a removable bomb rack for a 100-pound (45 kilogram) bomb. Three 2.25 inch (5.7 centimeters) Sub-Caliber Aerial Rocket (SCAR)—Rocket, 2.25-Inch Practice—rockets could be carried on pylons mounted to hardpoints under each wing.
The first production North American T-28A Trojan, 49-1494 (North American serial number 159-1), at the National Museum of the United States Air Force. Delivered to Wright-Patterson AFB, this aircraft was used as a static test airframe. (U.S. Air Force 050322-F-1234P-020)
A total of 1,948 T-28s were built from 1950 to 1957. 1,194 of these were T-28As. The Air Force retired its T-28As by 1959. Many USAF T-28As were pulled from storage at Davis-Monthan Air Force Base, Tucson, Arizona, and were converted to the T-28D configuration for combat operations during the Vietnam War. Others were converted to the AT-28D attack variant, which included an ejection seat.
North American Aviation test pilot Robert A. (“Bob”) Hoover, with a U.S. Navy T-28B Trojan, circa 1953. (National Museum of Naval Aviation)
XT-28 48-1371 was sent to “The Boneyard” at Davis-Monthan Air Force Base near Tucson, Arizona, 23 January 1961, and to reclamation, 18 June 1965. In 1974, it was observed, disassembled, at the Hamilton Aviation Company yard in Tucson. (Hamilton produced modified T-28s: the military T-28R-1, and the civilian T-28R-2 Nomair.)
¹ For biographical information about Skip Ziegler, please see “This Day in Aviation” for 12 Nay 1953 at: https://www.thisdayinaviation.com/12-may-1953/
Major Richard Lowe Johnson, United States Air Force. (Unattributed)Major Richard L. Johnson with the record-setting North American Aviation F-86A Sabre. (Unattributed)
15 September 1948: Major Richard L. Johnson, U.S. Air Force, Air Materiel Command, set a new Fédération Aéronautique Internationale (FAI) World Record Speed Over a 3 Kilometer Course,¹ flying the sixth production North American Aviation F-86A-1-NA Sabre, serial number 47-611, at Muroc Air Force Base, California (renamed Edwards AFB in 1949).
The air temperature was 70° F. (21° C.) with very little wind. Making four consecutive passes at an altitude of 75–125 feet (23 to 38 meters), the Sabre averaged 1,079.84 kilometers per hour (670.98 miles per hour) — 0.889 Mach. The slowest pass was 669.830 miles per hour and the fastest was 672.762 miles per hour (1,077.987 and 1,082.705 kilometers per hour, respectively) — 0.8875–0.8914 Mach.
This was Major Lowe’s second attempt for the speed record. At the National Air Races in Cleveland, Ohio, on 5 September, official timers clocked the wrong airplane, and then on a repeat pass, a timing camera jammed. During that attempt, Major Johnson flew under a light airplane which had wandered onto the course, missing it by about ten feet (3 meters).
Major Richard L. Johnson, USAF with F-86A-1-NA Sabre 47-611 and others at Muroc AFB, 15 September 1948. Note the gun port doors on this early production aircraft. They opened in 1/20 second as the trigger was pressed. Proper adjustment was complex and they were soon eliminated. (Image from F-86 Sabre, by Maurice Allward, Charles Scribner’s Sons, New York, 1978, Chapter 3 at Page 24.)The De la Vaulx Medal.
Major Johnson was awarded the De la Vaulx Medal by the Fédération Aéronautique Internationale.
North American Aviation claimed that any F-86 coming off the assembly line could beat this world record speed. This record stood until 1952 when it was broken by an F-86D Sabre.
The Associated Press reported:
Air Force Tells Of New Speed
NEW YORK — (AP) — The Air Force announced Saturday a new world speed record of 670.981 miles an hour, made with a fully armed standard jet fighter, the North American F-86.
The mark was set Wednesday. It is 20 miles an hour faster than the record set in August, 1947, by a Navy research plane, the Douglas D-558.
It was the first world speed mark in history for a production model aircraft ready to fight.
The pilot was Maj. Richard L. Johnson, slender quiet-spoken test flier for the Air Material Command at Wright-Patterson Airbase near Dayton Ohio. He flew the course at Muroc Lake, Calif., where the record was raised three times last year.
Gen. Hoyt S. Vandenberg, Air Force chief of staff, announced the new mark at Mitchel Field, Long Island, where he participated in one of the numerous shows being held in observance of the first anniversary of the Air Force.
Major Johnson had made a previous speed record attempt flying a different Sabre, but due to a technical problem with the timing equipment, that attempt was disqualified.
F-86A-1-NA 47-605 was the first production Sabre. It first flew on 20 May 1948. (U.S. Air Force)
47-611 was from the first production block of thirty-three F-86A-1-NA Sabres (originally designated P-86A) and was built at North American Aviation’s Inglewood, California, plant. Its NAA serial number was 151-38438. The airplane was withdrawn from service 16 November 1955 and assigned as a ground trainer for the California Air National Guard at Van Nuys, California.
The F-86A was a single-seat, single-engine, swept-wing day fighter, powered by a turbojet engine. The airplane’s design team was headed by Edgar Schmued, who was also responsible for North American’s legendary P-51 Mustang of World War II.
The F-86A had the same dimensions as the prototype XP-86 which had first flown almost two years earlier. The F-86A was 37 feet, 6.6 inches (11.445 meters) long with a wingspan of 37 feet, 1.4 inches (11.313 meters) and overall height of 14 feet, 8.9 inches (4.493 meters). It had an empty weight of 10,093 pounds (4,578 kilograms) and the maximum takeoff weight was 15,876 pounds (7,201 kilograms).
North American Aviation F-86A-1-NA Sabre 47-605, the first production aircraft. (U.S. Air Force)
The F-86 wings’ leading edges were swept to 35° and included leading edge slats, which automatically extended at low speed to provide an increase in lift.
The F-86A was initially powered by a General Electric TG-190A (J47-GE-1) turbojet engine. This was a major improvement over the Chevrolet-built J35-C-3 that had powered the prototype, and it produced almost 25% greater thrust. The J47-GE-1 was rated at 4,850 pounds of thrust (21.57 kilonewtons), or 5,820 pounds (25.89 kilonewtons) with water injection. The J47 was an axial-flow turbojet with a 12-stage compressor, eight combustion chambers, and single-stage turbine. The engine was 12 feet, 0.0 inches (3.658 meters) long, 3 feet, 3.0 inches (0.991 meters) in diameter and weighed 2,475 pounds (1,123 kilograms).
Early in F-86A production, the engine was standardized with the J47-GE-13, which was rated at 5,200 pounds of thrust (23.13 kilonewtons) and 6,000 pounds (26.69 kilonewtons) “wet.” The -13 had the same exterior dimensions as the -1 engine, but weighed 50 pounds (23 kilograms) more.
North American Aviation F-86A-1-NA Sabre 47-630. (North American Aviation, Inc.)
The F-86A had a maximum speed of 679 miles per hour (1,093 kilometers per hour) at Sea Level, and 601 miles per hour (967 kilometers per hour) at 35,000 feet (10,668 meters). The service ceiling as 48,000 feet (14,630 meters) and it could climb to 40,000 feet (12,192 meters) in 10 minutes, 24 seconds. It had a range of 1,200 miles (1,931 kilometers).
This photograph of a Canadair CL-13 Sabre (a license-built F-86E) test-firing its guns shows the firepower of the six .50-caliber machine guns placed close together in the airplane’s nose. The smoke trails show the spin of the bullets caused by the gun barrels’ rifling. The total rate of fire is approximately 7,200 rounds per minute. (Royal Canadian Air Force)
Designed as a day fighter, the F-86 Sabre was armed with six air-cooled Browning AN-M3 .50-caliber aircraft machine guns with 267 rounds of ammunition per gun. These guns had a rate of fire of 1,200 rounds per minute. The F-86A-1-NA had electrically-actuated doors covering the gun ports to maintain the aerodynamically clean surface. Because of their complexity, these doors were deleted beginning with the F-86A-5-NA aircraft.
The fighter could also carry bombs or rockets.
In this photograph, the record-settining North American Aviation F-86A Sabre, 47-611, is seen suspended from a crane while it conducts armament tests. It has just launched a 5-inch High Velocity Aerial Rocket. (U.S. Air Force)
Richard Lowe Johnson ² was born at Cooperstown, North Dakota, 21 September 1917. He was the eighth of nine children of Swedish immigrants, John N. Johnson, a farmer, and Elna Kristina Helgesten Johnson, a seamstress.
Dick Johnson attended Oregon State College at Corvallis, Oregon, as a member of the Class of 1943. He was a member of the Sigma Alpha Epsilon (ΣΑΕ) fraternity.
Dick Johnson was a pitcher for the college baseball team, and later, played for the Boston Red Sox “farm” (minor league) system.
On 18 June 1942, Johnson enlisted as a private in the Air Corps, United States Army. On 5 November, he was appointed an aviation cadet and assigned to flight training.
Aviation Cadet Johnson married Miss Juanita Blanche Carter, 17 April 1943, at Ocala, Florida. The civil ceremony was officiated by Judge D. R. Smith.
After completing flight training, on 1 October 1943, Richard L. Johnson was commissioned as a second lieutenant, Army of the United States (A.U.S.).
Lieutenant Johnson was assigned to the 66th Fighter Squadron, 57th Fighter Group, Twelfth Air Force, in North Africa, Corsica, and Italy, flying the Republic P-47 Thunderbolt. He was promoted to first lieutenant, A.U.S., 9 August 1944, and just over three months later, 26 November 1944, to the rank of captain, A.U.S. On 14 May 1945, Captain Johnson was promoted to the rank of major, A.U.S. (Major Johnson was assigned a permanent rank of first lieutenant, Air Corps, United States Army, on 5 July 1946, with a date of rank retroactive to 21 September 1945.)
Republic P-47D-25-RE Thunderbolt 42-26421, assigned to the 66th Fighter Squadron, 57th Fighter group, Twelfth Air Force. This airplane was purchased by the employees of Republic Aviation. (American Air Museum in Britain UPL 25505)
During World War II, Major Johnson flew 180 combat missions with the 66th Fighter Squadron. He is officially credited with one air-to-air victory, 1 July 1944. Johnson was awarded the Silver Star, the Distinguished Flying Cross with two oak leaf clusters (3 awards), and the Air Medal with twelve oak leaf clusters (thirteen awards).
In 1946, was assigned to the Air Materiel Command Engineering Test Pilot School at the Army Air Forces Technical Base, Dayton, Ohio (Wright-Patterson Air Force Base). He was the second U.S. Air Force pilot to be publicly acknowledged for breaking the “sound barrier.”
A few weeks after arriving at Dayton, Major Johnson met Miss Alvina Conway Huester, the daughter of an officer in the U.S. Navy. Dick Johnson and his wife Juanita were divorced 8 January 1947, and he married Miss Huester in a ceremony in Henry County, Indiana, 10 January 1947. They would have three children, Kristie, Lisa and Richard.
During the Korean War, Major Johnson was sent to the war zone to supervise field installations of improvements to the F-86 Sabre. He was “caught” flying “unauthorized” combat missions and was sent home.
Lieutenant Colonel Johnson resigned from the Air Force in 1953 to become the Chief Test Pilot for the Convair Division of General Dynamics. He made the first flights of the YF-102 on 24 October 1953, the F-106A Delta Dart, 26 December 1956. He made the first flight of the F-111 on 21 December 1964.
Chief Test Pilot Dick Johnson in the cockpit of a Convair B-58A Hustler, a Mach 2 strategic bomber. (Courtesy if Neil Corbett, Test and Research Pilots, Flight Test Engineers)
in 1955, Johnson was one of the six founding members of the Society of Experimental test Pilots.
Dick Johnson was Chief Engineering Test Pilot for the General Dynamics F-111 “Aardvark.” In 1967, the Society of Experimental Test Pilots awarded Johnson its Iven C. Kincheloe Award for his work on the F-111 program. In 1977, Dick Johnson, now the Director of Flight and Quality Assurance at General Dynamics, retired.
In 1998, Dick Johnson was inducted into the Aerospace Walk of Honor at Lancaster, California. His commemorative monument is located in front of the Lancaster Public Library on W. Lancaster Boulevard, just West of Cedar Avenue. ³
Lieutenant Colonel Richard Lowe Johnson, United States Air Force, (Retired), died 9 November 2002 at Fort Worth, Texas. He was buried at Arlington National Cemetery, Arlington, Virginia, on 7 January 2003.
Richard L. Johnson waves from the cockpit of the record-setting North American Aviation F-86A-1-NA Sabre, 47-611.
¹ FAI Record File Number 9866
² Several sources spell Johnson’s middle name as “Loe.”
³ Various Internet sources repeat the statement that “Richard Johnson has been honored with. . . the Thompson Trophy, Mackay Trophy, Flying Tiger Trophy, Federation Aeronautique Internationale Gold Medal and Golden Plate Award of the American Academy of Achievement. . . .” TDiA has checked the lists of awardees of each of the appropriate organizations and has not found any support for the statement.
17 August 1951: In order to demonstrate the capabilities of the United States Air Force’s new day fighter, Colonel Fred J. Ascani, Vice Commander, Air Force Flight Test Center, Edwards Air Force Base, California, had been assigned to take two new North American Aviation F-86E Sabres from the production line at El Segundo, California, to the National Air Races at Detroit, Michigan. He was to attempt a new world speed record.
Colonel Ascani selected F-86E-10-NA 51-2721 and 51-2724. They received bright orange paint to the forward fuselage and the top of the vertical fin. Bold numbers 2 and 4 were painted on their sides.
North American Aviation F-86E-10-NA Sabre 51-2721. (FAI)Colonel Fred J. Ascani with the Thompson Trophy, 1951. (AP)
Flying Number 2, F-86E 51-2721, Fred Ascani flew a 100-kilometer closed circuit at an average speed of 1,023.04 kilometers per hour (635.69 miles per hour), and set a new Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Closed Circuit of 100 Kilometers.¹
For his accomplishment, Colonel Ascani was awarded both the Thompson Trophy and the Mackay Trophy.
The North American Aviation F-86 was a single-seat, single-engine day fighter designed by Edgar Schmued and the same team at North American that designed the World War II P-51 Mustang fighter. The Sabre was the first fighter to incorporate swept wings, which improved flight at high subsonic speed by reducing aerodynamic drag and delaying the onset of compressibility effects. The leading edges of the wings and tail surfaces were swept 35° based on captured German technical data and extensive wind tunnel testing.
North American Aviation F-86E-10-NA Sabre 51-2721. (U.S. Air Force)
The F-86E Sabre was an improved F-86A. The most significant change was the incorporation of an “all flying tailplane” in which the entire horizontal tail moved to control the airplane’s pitch. The tailplane pivoted around its rear spar, allowing the leading edge to move up or down 8°. The elevators were mechanically linked to the tailplane and their movement was proportional to the tailplane’s movement. Control was hydraulic, and this provided improved handling at high speeds where compressibility could “freeze” control surfaces. There were systems improvements as well, with “artificial feel” to the hydraulic controls to improve feedback to the pilot and prevent over-controlling. Beginning with Block 10 aircraft, the “V”-shaped windscreen of the earlier models was replaced with an optically flat laminated glass windshield.
Fred Ascani in the cockpit of North American Aviation F-86E-10-NA Sabre 51-2724. (U.S. Air Force)
The F-86E was 37 feet, 6.5 inches (11.443 meters) long with a wingspan of 37 feet, 1.4 inches (11.313 meters) and overall height of 14 feet, 1 inch (4.293 meters). Its empty weight was 10,555 pounds (4,787.7 kilograms) and the maximum takeoff weight was 16,436 pounds (7,455.2 kilograms).
The F-86E was powered by a General Electric J47-GE-13 turbojet engine. The J47 was an axial-flow turbojet with a 12-stage compressor and single stage turbine. The J47-GE-13 was rated at 5,200 pounds of thrust and 6,000 pounds (“wet”). The engine was 12 feet, 0.0 inches (3.658 meters) long, 3 feet, 3.0 inches (0.991 meters) in diameter and weighed 2,525 pounds ( kilograms).
The F-86E Sabre had a maximum speed of 679 miles per hour (1,092.7 kilometers per hour) at Sea Level and 601 miles per hour (967.2 kilometers per hour) at 35,000 feet (10,668 meters). Its service ceiling was 47,200 feet (14,386.7 meters).
The F-86E carried 437 gallons (1,654.2 liters) of fuel internally and could carry two 200-gallon (757.1 liter) drop tanks under the wings. Maximum range was 1,022 miles (1,645 kilometers).
The F-86A, E and F Sabres were armed with six Browning AN-M3 .50-caliber aircraft machine guns with 1,602 rounds of ammunition.
6,233 F-86 Sabres were built by North American at Inglewood, California and Columbus Ohio. Another 521 were assembled by Fiat and Mitsubishi. 1,815 CL-13 Sabres were built by Canadair, and 115 CA-26 and CA-27 Sabres by Commonwealth Aircraft Corporation in Australia. Total production for all types and manufacturers was 8,684. North American Aviation built 336 F-86Es and 60 more were built by Canadair (F-86E-6-CAN).
In order to emphasize that Colonel Ascani’s record-setting Sabre was a standard production airplane, it was immediately sent into combat with the 25th Fighter Interceptor Squadron, 51st Fighter Interceptor Wing, at Suwon Air Base, Korea. There, it was christened THIS’LL KILL YA. On 3 May 1953, 51-2721 was damaged during a landing accident at Kimpo Air Base, but it was repaired and returned to service.
A group of Allied pilots stand with the FAI World Speed Record holder, North American Aviation F-86E-10-NA Sabre 51-2721, at Suwon Air Base, Korea, circa 1952. Its pilot, Lieutenant Jack L. Price, has named it THIS’LL KILL YA.
The first operational Boeing B-52 Stratofortress, RB-52B-15-BO 52-8711. (U.S. Air Force)
29 June 1955: The first operational Boeing B-52 Stratofortress, RB-52B-15-BO 52-8711, was delivered to the 93rd Bombardment Wing, Heavy, at Castle Air Force Base, Merced, California. The bomber was accepted from Boeing at Larson Air Force Base, Moses Lake, Washington, by the 93rd’s commanding officer, Brigadier General William Emanuel Eubank, Jr., U.S. Air Force, before flying to Castle. The new long-range heavy bombers would replace the 93rd’s Boeing B-47 Stratojets.
Fifty B-52Bs were built by Boeing at its Plant 2, Seattle, Washington. Twenty-seven of these were RB-52B reconnaissance bombers. They were designed to accept a pressurized electronic intelligence and photographic reconnaissance capsule with a two-man crew that completely filled the bomb bay. Without the capsule aboard, the RB-52s were capable of the same bombing missions as their sister B-52Bs. The change could be made within a few hours.
Pressurized two-man RB-52 reconnaissance pod. (U.S. Air Force)
The B-52B/RB-52B was operated by a six-man flight crew for the bombing mission, and eight for reconnaissance. These were the aircraft commander/pilot, co-pilot, navigator, radar navigator/bombardier, electronic warfare officer, and gunner, plus two reconnaissance technicians when required.
The airplane was 156.6 feet, (47.7 meters) long with a wingspan of 185.0 feet (56.4 meters) and overall height of 48.3 feet (14.7 meters). The wings were mounted high on the fuselage (“shoulder-mounted”) to provide clearance for the engines which were suspended on pylons. The wings’ leading edges were swept aft to 36° 54′. Their angle of incidence was 6° and there was 2° 30′ dihedral. The wing area was 4,000 square feet (372 square meters). The B-52B’s calculated empty weight was 164,081 pounds (74,426 kilograms), with a combat weight of 272,000 pounds (123,377 kilograms) and a maximum takeoff weight of 420,000 pounds (190,509 kilograms).
The bomb bay of this RB-52B-10-BO Stratofortress, 52-012, is open, revealing the reconnaissance pod. (U.S. Air Force)
Early production B-52Bs were powered by eight Pratt & Whitney J57-P-1W turbojet engines, while later aircraft were equipped with J57-P-19W and J57-P-29W or WA turbojets. The engines were grouped in two-engine pods on four under-wing pylons. The J57 was a two-spool, axial-flow engine with a 16-stage compressor section (9 low- and 7-high-pressure stages) and a 3-stage turbine section (1 high- and 2 low-pressure stages). The J57-PW-1 engines had a Normal Power rating of 8,250 pounds of thrust (32.698 kilonewtons) at 9,720 r.p.m., N1, continuous; Military Power, 9,500 pounds thrust (42.258 kilonewtons) at 9,950 r.p.m., N1, for 30 minutes; and Maximum Power, 11,100 pounds of thrust (49.375 kilonewtons) with water injection, at 9,950 r.p.m., N1, 5 minute limit. The J57-PW-1 was 3 feet. 4.5 inches (1.029 meters) in diameter, 13 feet, 1.2 inches (3.993 meters) long, and weighed 4,210 pounds (1,910 kilograms).
Boeing RB-52B-10-BO Stratofortress 52-013. (U.S. Air Force)
The B-52B/RB-52B had a cruise speed of 453 knots (521 statute miles per hour/839 kilometers per hour) at 34,950 feet (10,653 meters). The maximum speed was 551 knots (634 miles per hour/1,020 kilometers per hour) at 20,300 feet (6,187 meters). The service ceiling at combat weight was 47,700 feet (14,539 meters). The maximum service ceiling was 55,700 feet (16,977 meters).
The B/RB-52B had a maximum fuel capacity of 37,550 gallons (142,142 liters) of JP-4. It also carried 360 gallons (1,363 liters) of water for injection during takeoff. The bomber’s maximum ferry range was 6,380 nautical miles (7,342 statute miles/11,816 kilometers). With a 10,000 pound (4,536 kilogram) bomb load, the B/RB-52B had a combat radius of 3,070 nautical miles (3,533 miles/5,686 kilometers). With inflight refueling, the bomber’s range was world-wide.
B-52 tail gun turret
Defensive armament consisted of four Browning Aircraft Machine Guns, Caliber .50, AN-M3, mounted in a tail turret with 600 rounds of ammunition per gun. These guns had a combined rate of fire of 4,800 rounds per minute.
The B-52B could carry twenty-seven 1,000 pound (454 kilogram) bombs, or two Mk.21 17,000 pound (7,711 kilogram) Special Weapons (thermonuclear bombs). The maximum bomb load was 43,000 pounds (19,505 kilograms). (At the time 52-8711 entered service, only fission weapons were available. The most powerful of these was the variable yield Mk.6, which could produce a maximum 160 kilotons of energy.)
Boeing manufactured 744 B-52 Stratofortress bombers, with the final one rolled out at Wichita, Kansas, 22 June 1962. As of June 2016, 75 B-52H bombers remained in service with the United States Air Force.
RB-52B 52-8711 remained in active service until 29 September 1965. Today it is on display at the Strategic Air and Space Museum, Ashland, Nebraska.
A Strategic Air Command alert crew runs to man their bomber, Boeing RB-52B-15-BO Stratofortress 52-8711, 22 Bombardment Wing (Heavy), the first operational B-52, at March Air Force Base, California, 1965. (U.S. Air Force)
