15 September 1939: Jackie Cochran set a Fédération Aéronautique Internationale (FAI) World Speed Record flying a Seversky AP-7A, civil registration NX1384, over a 1,000 kilometer course, from Burbank, California, to San Mateo, approximately 20 miles (32 kilometers) south of San Francisco, and back to Burbank. Her average speed was 492.34 kilometers per hour (305.93 miles per hour).¹
The Los Angeles Times reported:
Woman Flyer Sets Air Record
Jacqueline Cochran Betters Speed Mark for 1000 Kilometers
Streaking a path across the hills to the north of Union Air Terminal, a tiny silver pursuit plane yesterday roared a successful climax to Jacqueline Cochran’s bid for a new 1000-kilometer speed record. Her time: 2h. 2m. for an average of 309 m.p.h. to San Mateo and return.
The slim, brown-eyed pilot, America’s No. 1 woman speed flyer, settled her sleek Seversky on the runway, braked the ship to a stop and pulled off her helmet to loose a flood of tawny hair before the propeller blades stopped turning.
STARTS AFTER LUNCH
“Whew!” she said. “Has anyone got a cigarette?”
It was shortly after lunch that Miss Cochran, clad in green slacks and coat, climbed into her 1200-horsepower ship and thundered down the runway to climb in circles to 10,000 feet. Loosing a trail of blue smoke at this altitude she was officially clocked on the course by Larry Therkelson, Southland representative of the National Aeronautic Association, who checker her in again at the same level 2h. and 2m. later.
KEEPS PLANE HIGH
After entering the course, Miss Cochran said, she nosed her low-wing monoplane upward again, climbing to 15,000 feet. At San Mateo, she dropper to 10,000 feet again to circle a pylon, and climbed back to the higher level for the return race.
Miss Cochran said she used oxygen almost continuously during the flight.
It was the second time the comely woman flyer attempted to shatter her own record of 203 m.p.h., her first try last Aug. 26 having gone awry because N.A.A. officials were unable to clock her as she swung above Union Air Terminal at 14,700 feet.
—Los Angeles Times, Vol. LVIII, Saturday, 16 September 1939, Page 6, Column 6
The Seversky AP-7 was an improved civil version of the Seversky P-35 fighter, which was the first U.S. Army Air Corps single engine airplane to feature all-metal construction, an enclosed cockpit and retractable landing gear. It was designed by Major Alexander Nikolaievich Prokofiev de Seversky, a World War I Russian fighter ace.
Cochran’s AP-7A was a specially-built racer, modified from the original AP-7 with a new, thinner, wing and different landing gear arrangement. It was powered by a an air-cooled, supercharged, 1,829.39-cubic-inch-displacement (29.978 liter) Pratt & Whitney Twin Wasp S1B3-G (R-1830-11) two-row 14-cylinder radial engine rated at 850 horsepower at 2,450 r.p.m. at 5,000 feet (1,524 meters), and 1,000 horsepower at 2,600 r.p.m. for take off. The engine turned a three-bladed Hamilton-Standard controllable-pitch propeller through a 3:2 gear reduction. The R-1830-11 was 4 feet, 8.66 inches (1.439 meters) long with a diameter of 4 feet, 0.00 inches (1.219 meters), and weighed 1,320 pounds (599 kilograms).
This is the same airplane in which she won the 1938 Bendix Trophy.
14 September 1962: At Edwards Air Force Base, in the high desert of southern California, Major Fitzhugh L. Fulton, Jr., United States Air Force, with Captain William R. Payne, USAF, and civilian flight test engineer C.R. Haines, flew a Convair B-58A-10-CF Hustler, serial number 59-2456, to a record 26,017.93 meters (85,360.66 feet) while carrying a 5,000 kilogram payload. This set a Fédération Aéronautique Internationale (FAI) World Record for Altitude in both the 2,000 kilogram (4,409.25 pounds) ¹ and 5,000 kilogram (11,023.11 pounds) ² classes.
Fitzhugh Lee Fulton, Jr., was born 6 June 1925 at Blakeley, Georgia. He was the son of Fitzhugh Lee Fulton and Manila T. Fulton. He graduated from Columbus High School, Columbus, Georgia, in 1942. He later studied at Auburn University, Auburn, Alabama, and the University of Oklahoma, Norman, Oklahoma (just south of Oklahoma City). he graduated from Golden Gate University, San Francisco, California.
Fitz Fulton married Miss Erma I. Beck at Tucson, Arizona, 16 December 1945.
He entered the U.S. Army Air Corps in 1943. He flew the Douglas C-54 Skymaster transport during the Berlin Airlift and Douglas B-26 Invaders during the Korean War. Fulton graduated from the Air Force Experimental Test Pilot School in 1952. He served as project test pilot for the Convair B-58 Hustler supersonic bomber. At Edwards AFB, he flew the B-52 “motherships” for the X-15 Program. He flew the North American XB-70A Valkyrie to more than Mach 3. When Fulton retired from the Air Force in 1966, he was a lieutenant colonel assigned as Chief of Bomber and Transport Test Operations.
Fitz Fulton continued as a test pilot for NASA, flying as project pilot for the YF-12A and YF-12C research program. He flew all the early test flights of the NASA/Boeing 747 Shuttle Carrier Aircraft and carried the space shuttle prototype, Enterprise. By the time he had retired from NASA, Fulton had flown more than 16,000 hours in 235 aircraft types.
Fitzhugh Lee Fulton, Jr., died at Thousand Oaks, California, 4 February 2015, at the age of 89 years.
The B-58 Hustler was a high-altitude Mach 2 strategic bomber which served with the United States Air Force from 1960 to 1970. It was crewed by a pilot, navigator/bombardier and a defensive systems operator located in individual cockpits. The aircraft is a delta-winged configuration similar to the Convair F-102A Delta Dagger and F-106 Delta Dart supersonic interceptors.
The Hustler is 96 feet, 10 inches (29.515 meters) long, with a wing span of 56 feet, 10 inches (17.323 meters) and an overall height of 31 feet 5 inches (9.576 meters). The wing’s leading edge is swept back at a 60° angle and the fuselage incorporates the “area rule” which resulted in a “wasp waist” or “Coke bottle” shape for a significant reduction in aerodynamic drag. The airplane’s only control surfaces are two “elevons” and a rudder, and there are no flaps.
The B-58A was powered by four General Electric J79-GE-5 axial-flow afterburning turbojet engines, suspended under the wings from pylons. This was a single-shaft engine with a 17-stage compressor and 3-stage turbine, rated at 10,300 pounds of thrust (45.82 kilonewtons), and 15,600 pounds (69.39 kilonewtons) with afterburner. The J79-GE-5 was 16 feet, 10.2 inches (5.136 meters) long and 3 feet, 2.0 inches (0.965 meters) in diameter.
The bomber had a cruise speed of 610 miles per hour (981.7 kilometers per hour) and a maximum speed of 1,325 miles per hour (2,132.4 kilometers per hour). The service ceiling is 64,800 feet (19,751 meters). Unrefueled range is 4,400 miles (7,081 kilometers). Maximum weight is 168,000 pounds (76,203.5 kilograms).
The B-58 weapons load was a combination of a W-39 warhead, and/or Mk.43 or B61 nuclear bombs. The W-39 warhead, the same used with the Redstone IRBM or Snark cruise missile, was carried in a jettisonable centerline pod, which also carried fuel for the aircraft. The smaller bombs were carried on underwing hardpoints. For defense, there was a General Electric M61 Vulcan 20×102 mm six-barreled rotary cannon mounted in the tail, with 1,200 rounds of linked ammunition, controlled by the Defensive Systems Officer.
Convair B-58A-10-CF 59-2456 was assigned to the 43rd Bombardment Wing at Carswell Air Force Base, Texas until 1969 when it was placed in storage at Davis-Monthan Air Force Base, Tucson, Arizona, 9 December 1969. The record-setting strategic bomber was scrapped 1 June 1977.
7 September 1961: As a consultant to Northrop Corporation, Jackie Cochran flew a T-38A-30-NO Talon, 60-0551, to a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Closed Circuit of 500 Kilometers, flying from Edwards Air Force Base, California to Beatty, Nevada, Lone Pine, California, and back to Edwards. Her speed averaged 1,095.56 kilometers per hour (680.749 miles per hour).
Air Force test pilot Chuck Yeager kept notes during these record runs:
“September 7: Re-run 500 km. Good run. Observers miss her at Lone Pine, Calif.”
— Brigadier General Charles Elwood (“Chuck”) Yeager, U.S. Air Force, quoted in Jackie Cochran: An Autobiography, by Jacqueline Cochran and Maryann Bucknum Brinley, Bantam Books, New York, 1987, Page 305.
During August and September 1961, Cochran set series of speed, altitude and distance records with the T-38.
The Northrop T-38A Talon is a two-place, twin-engine jet trainer capable of supersonic speed. It is 46 feet, 4 inches (14.122 meters) long with a wingspan of 25 feet, 3 inches (7.696 meters) and overall height of 12 feet, 10 inches (3.912 meters). The trainer’s empty weight is 7,200 pounds (3,266 kilograms) and the maximum takeoff weight is 12,093 pounds (5,485 kilograms).
The T-38A is powered by two General Electric J85-GE-5 turbojet engines. The J85 is a single-shaft axial-flow turbojet engine with an 8-stage compressor section and 2-stage turbine. The J85-GE-5 is rated at 2,680 pounds of thrust (11.921 kilonewtons), and 3,850 pounds (17.126 kilonewtons) with afterburner. It is 108.1 inches (2.746 meters) long, 22.0 inches (0.559 meters) in diameter and weighs 584 pounds (265 kilograms).
It has a maximum speed of Mach 1.08 (822 miles per hour, 1,323 kilometers per hour) at Sea Level. The Talon’s service ceiling of 55,000 feet (16,764 meters) and it has a maximum range of 1,093 miles (1,759 kilometers).
In production from 1961 to 1972, Northrop has produced nearly 1,200 T-38s. As of January 2014, the U.S. Air Force had 546 T-38A Talons in the active inventory. It also remains in service with the U.S. Navy, and the National Aeronautics and Space Administration.
Jackie Cochran’s record-setting T-38 is in the collection of the Smithsonian Institution, National Air and Space Museum.
7 September 1929: Flying Officer Henry Richard Danvers Waghorn, a pilot with the Royal Air Force High-Speed Flight based at RAF Calshot, flew a Supermarine S.6, N247, to win the Coupe d’Aviation Maritime Jacques Schneider (Schneider Cup) race.
The race was the eleventh in a series of annual or semiannual races which were first held in 1913, specifically for seaplanes. Teams from several nations, France, Great Britain, Italy and the United States, competed with float-equipped airplanes built specifically for the races. The national team which won three consecutive races would win the series and take home the Trophy.
The 1929 race was held over The Solent, a body of water between the harbor city of Portsmouth, England, and the Isle of Wight. The course was a four-sided polygon of 50 kilometers (31.07 statute miles). Competitors would make seven circuits of the course, with all left-hand turns, for a total distance of 350 kilometers (217.48 statute miles).
By 1929, the expense of fielding these teams of technologically-advanced airplanes had caused both France and the United States to drop out. Italy entered three Macchi seaplanes and England entered two Supermarine S.6s and a Gloster VI. The Gloster was powered by the very successful Napier Lion “broad arrow” 12-cylinder engine, while the S.6 was equipped with the new Rolls-Royce Type R V-12. The second Supermarine S.6, flown by Flying Officer Richard L.R. Atcherley, was disqualified for crossing inside a pylon at a turn during the race. Italy’s team had one Aeronautica Macchi M.52, which had flown in the 1927 race, powered by a Fiat Aviazone AS.3 V-12, and two new Aeronautica Macchi M.67s, both of which were equipped with the Isotta Fraschini Asso 1000, a “W-18” 18-cylinder broad arrow engine. Great Britain’s racers were painted blue and silver. The Italian aircraft were painted bright red.
All pilots were military officers of the Regia Aeronautica and the Royal Air Force.
The race was actually a time trial. Beginning at 2:00 p.m. on Saturday, individual aircraft would start at 20-minute intervals. There would be only two aircraft on the course at any time. Flying Officer Waghorn was the first to takeoff.
Precisely at 2 p.m. the boom of the starting gun on the Medea was heard faintly, and exactly two minutes later Waghorn in the Supermarine Rolls-Royce S.6 (No.2) crossed the starting line. Obviously Waghorn had wasted no time in getting into the air. He roared past at tremendous speed, but certainly the impression was not one of some 360 m.p.h., which is what the S.6 must actually have been doing at the time. And the Rolls-Royce racing engine managed to give off its 1,800 or so h.p. with surprisingly little fuss. The large gear ratio resulted in the propeller running relatively slowly and actually from certain points of view, one could see the propeller blades, and not merely a shining shimmering blur marking the disc.
Flying at a constant height of some 200 ft., Waghorn continued on his first lap, and as he sped past along the Hampshire shore the excitement grew intense. What would the speed of the first lap be? That was the question every one was asking. That first lap would give a fair indication of the sort of speeds that could be expected in the contest. After a splendid turn around the West Cowes mark boat, the S.6 once more became, as it was seen by spectators on Ryde pier, a group of three dots approaching and growing larger at a promising rate. The machine roared across the line and disappeared towards the Seaview and Hayling Island mark boats. After a wait of a few minutes, Waghorn’s speed for the first lap was announced: 324 m.p.h. In other words, he not only established a world’s record for the 50-km. closed circuit, but had beaten the speed of de Bernardi over the 3-km. straight-line course! Well done. Oh, very well done! The next question was: “Would the Rolls-Royce engine stay the course?” Watching Waghorn speed around at the same height, lap after lap, the tension eased off. The lap speeds grew at a steady rate, from 324 to 329 and to 331! . . . Then in the fourth lap the speed dropped slightly to 328. Was this a sign that the engine was “tiring”?
. . . Waghorn’s lap speeds were steady around 330 m.p.h., the sixth dropping to 327, but rising again in the seventh to 331. As the S.6 crossed the finishing line the spectators drew a sigh of relief. The Rolls-Royce engine had “stood the racket” for 40 minutes and thus upheld the reputation of an old and famous firm. The average speed for the whole course was 328.63 m.p.h. . . .
—FLIGHT, The Aircraft Engineer and Airships, Special Schneider Trophy Report, 13 September 1929, at Pages 1008–1009
Flying Officer Waghorn’s cumulative lap times were recorded as follows:
Lap 1 5 minutes, 45-1/5 seconds 324 miles per hour (521 km/h)
Lap 2 11 minutes, 25 seconds 329.54 miles per hour (530.34 km/h)
Lap 3 17 minutes, 02-4/5 seconds 331.1 miles per hour (532.9 km/h)
Lap 4 22 minutes, 43-4/5 seconds 328 miles per hour (528 km/h)
Lap 5 28 minutes, 22-4/5 seconds 329.93 miles per hour (530.97 km/h)
Lap 6 34 minutes, 04-4/5 seconds 327.04 miles per hour (526.32 km/h)
Lap 7 39 minutes, 42-4/5 seconds 330.91 miles per hour (532.55 km/h)
Dick Waghorn finished the course in 39:42.8, with an overall average speed of 325.63 miles per hour (528.88 kilometers per hour). He established a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 100 kilometer Course, with an average speed over two consecutive race laps of 531.20 kilometers per hour (330.07 miles per hour).¹
Five days later, 12 September 1929, the High-Speed Flight commander, Squadron Leader Augustus Henry Orlebar, A.F.C., flew N247 to an FAI World Record for Speed Over a 3 Kilometer Course of 575.20 kilometers per hour (357.41 miles per hour).²
The pilots of the 1929 British Schneider Cup team were members of the RAF High-Speed Flight, based at RAF Calshot. With the exception of Squadron Leader Orlebar, all the pilots had been instructors at the Central Flying School at RAF Wittering. They trained on float planes after transfer to the High-Speed Flight when it was initially established at RAF Felixstowe, later moving to Calshot.
Flying Officer H. R. D. Waghorn is a London man, having been born in Kensington in 1904. Educated at Wellington, he proceeded in 1922 as a cadet to the Royal Air Force College, Cranwell, where he was a contemporary of Flying Officer Atcherly.
On graduating in 1924 he was posted to No. 17 (Fighter) Squadron, and after taking a flying instructor’s course in 1926 at the Central Flying School became an instructor there. He remained at the school until February of this year when he joined the High-Speed Flight. He is a noted skier.
—FLIGHT, The Aircraft Engineer and Airships, No. 1077 (No. 33. Vol. XXI.) 15 August 1929, at Page 875, Column 2
20th September 1929
ROYAL AIR FORCE.
The KING has been graciously pleased to approve the award of the Air Force Cross to Flying Officer Henry Richard Danvers Waghorn in recognition of his achievement in winning the recent “Schneider Trophy” Air Race.
—The London Gazette, Number 33536, Friday, 20 September 1929, at Page 6035, Column 2
Flight Lieutenant Henry Wichard Danvers Waghorn, A.F.C., Royal Air Force, died of injuries, 7 May 1931.
N247 was a Supermarine S.6, designed by the Reginald Joseph Mitchell, who would later design the legendary Supermarine Spitfire fighter of World War II. The racer was developed from Mitchell’s earlier S.4 and S.5 Schneider Cup racers, and built at the Supermarine Aviation Works, Ltd., Southampton, on the south coast of England. There were two, with the second S.6 carrying the identification N248.
The Supermarine S.6 was a single-place, single-engine, low-wing monoplane with two fixed pontoons as an undercarriage. It was of all-metal construction and used a high percentage of duralumin, a very hard alloy of aluminum and copper, as well as other elements. The float plane was 25 feet, 10 inches (7.874 meters) long, with a wingspan of 30 feet, 0 inches (9.144 meters) and height of 12 feet, 3 inches (3.734 meters). The S.6 had an empty weight of 4,471 pounds (2,028 kilograms) and gross weight of 5,771 pounds (2,618 kilograms).
In an effort to achieve the maximum possible speed, aerodynamic drag was eliminated wherever possible. There were no radiator or oil cooler intakes. The wing surfaces were constructed of two thin layers of duralumin with a very small space between them. The engine coolant, a mixture of water and ethylene glycol, was circulated between these layers, which are known as surface radiators. The engine had a high oil consumption rate and the vertical fin was the oil supply tank. The skin panels also served as surface radiators. The fuselage panels were corrugated for strength, and several small parallel passages transferred lubricating oil from the fin tank to the engine, and further cooled the oil.
While the previous design, the Supermarine S.5, used the very successful Napier Lion W-12 engine, the S.6 used a newly-designed Rolls-Royce Type R. This was a liquid-cooled, supercharged, 2,239.33-cubic-inch-displacement (36.696 liters) single overhead cam (SOHC) 60° V-12 with 4 valves per cylinder and a compression ratio of 6:1. The supercharger could provide up to 18 pounds (p.s.i.), 1.24 bar, of boost. N247’s race engine, number R9, produced 1,900 horsepower at 2,900 r.p.m. (For the 1931, race, R9 was modified to produce 2,350 horsepower at 3,000 r.p.m.) The V-12 drove a two-bladed duralumin Fairey-Reed fixed-pitch airscrew through a 0.605:1 gear reduction unit at the front of the engine. The Type R weighed 1,530 pounds (694 kilograms).
The engine burned an exotic fuel mixture of 11% aviation gasoline and 89% benzol (benzene and toluene). Tetraethyl lead was added to the mixture to limit pre-ignition. The float plane’s fuel supply was carried in the pontoons. Because of the engine’s high rate of consumption and the limited fuel capacity, the S.6 was unable to run at full power during the Schneider race.
Supermarine S.6 N247 was destroyed on takeoff, 18 August 1931. The pilot, Lieutenant Gerald L. Brinton, Royal Navy, assigned to the RAF High-Speed Flight, was killed.
6 September 1919: Major Rudolph William Schroeder, Chief Test Pilot of the Engineering Division, McCook field, Ohio, with Lieutenant George W. Elsey as a passenger, flew a Packard Lepère L USA C.II biplane to two Fédération Aéronautique Internationale (FAI) World Records, reaching an altitude of 8,616 meters (28,268 feet).¹ ²
The biplane was powered by a turbo-supercharged 1,649.3-cubic-inch-displacement (27.028 liter) liquid-cooled Liberty L-12 single overhead cam (SOHC) 45° V-12 engine which produced 449 horsepower at 2,000 r.p.m. Aeronautical engineer Dr. Sanford Alexander Moss developed the use of a turbocharger on aircraft engines.
The Packard Lepère L USA C.II was a World War I biplane designed by French aeronautical engineer Captain Georges Lepère and built by the Packard Motor Car Company of Detroit, Michigan. It was to have been a two-place fighter, light bomber and observation aircraft armed with four machine guns.
The Packard Lepère was 25 feet, 3-1/8 inches (7.699 meters) long. The upper and lower wings had an equal span of 41 feet, 7¼ inches (12.681 meters), and equal chord of 5 feet, 5¾ inches (1.670 meters). The vertical gap between the wings was 5 feet, 5/8-inch (1.527 meters) and the lower wing was staggered 2 feet, 15/16-inch (0.633 meters) behind the upper wing. The wings’ incidence was +1°. Upper and lower wings were equipped with ailerons, and had no sweep or dihedral. The height of the Packard Lepère, sitting on its landing gear, was 9 feet, 7 inches (2.921 meters). The Packard Lepère had an empty weight of 2,561.5 pounds (1,161.9 kilograms) and its gross weight was 3,746.0 pounds (1,699.2 kilograms).
The fuselage was a wooden structure with a rectangular cross section. It was covered with three layers of veneer, (2 mahogany, 1 white wood) with a total thickness of 3/32-inch (2.38 millimeters). The fuselage had a maximum width of 2 feet, 10 inches (0.864 meters) and maximum depth of 4 feet, 0 inches (1.219 meters).
The wings were also of wooden construction, with two spruce spars and spruce ribs. Three layers of wood veneer covered the upper surfaces. Heavy bracing wires were used. These had an airfoil cross-section and actually provided additional lift. The interplane struts were unusual in that they were fully-framed units.
The Packard Lepère was powered by a water-cooled, normally-aspirated, 1,649.336-cubic-inch-displacement (27.028 liter) Liberty L-12 single overhead cam (SOHC) 45° V-12 engine with a compression ratio of 5.4:1. The Liberty produced 408 horsepower at 1,800 r.p.m. The L-12 as a right-hand tractor, direct-drive engine and it turned turned a two-bladed, fixed-pitch wooden propeller. The Liberty 12 was 5 feet, 7.375 inches (1.711 meters) long, 2 feet, 3.0 inches (0.686 meters) wide, and 3 feet, 5.5 inches (1.054 meters) high. It weighed 844 pounds (383 kilograms).
The engine coolant radiator was positioned horizontally in the center section of the Lepère’s upper wing. Water flowed through the radiator at a rate of 80 gallons (303 liters) per minute.
The Packard Lepère had a maximum speed of 130.4 miles per hour (209.9 kilometers per hour) at 5,000 feet (1,524 meters), 127.6 miles per hour (205.4 kilometers per hour) at 10,000 feet (3,048 meters), 122.4 miles per hour (197.0 kilometers per hour) at 15,000 feet (4,572 meters), 110.0 miles per hour (177.0 kilometers per hours) at 18,000 feet (5,486 meters) and 94.0 miles per hour (151.3 kilometers per hour) at 20,000 feet (6,096 meters). Its cruising speed was 112 miles per hour (180 was kilometers per hour). The airplane could climb to 5,000 feet in 4 minutes, 24 seconds, and to 20,000 feet in 36 minutes, 36 seconds. In standard configuration, the Packard Lepère had a service ceiling of 20,200 feet (6,157 meters). Its range was 320 miles (515 kilometers).
The fighter’s armament consisted of two fixed M1918 Marlin .30-caliber aircraft machine guns mounted on the right side of the fuselage, synchronized to fire forward through the propeller arc, with 1,000 rounds of ammunition, and two M1918 Lewis .30-caliber machine guns on a flexible mount with 970 rounds of ammunition.
The Air Service had ordered 3,525 of these airplanes, but when the War ended only 28 had been built. The contract was cancelled.
Six Packard Lepères were used for flight testing at McCook Field, Dayton, Ohio, assigned project numbers P 44, P 53, P 54, P 65, P 70 and P 80. One of these, flown by Major Rudolph W. Schroeder, set two Fédération Aéronautique Internationale (FAI) World Records for Altitude at 9,455 meters (31,020 feet), 18 September 1918.¹ On 6 September 1919, Schroeder flew a Packard Lepère to 8,616 meters (28,268 feet) while carrying a passenger. This set two more World Altitude Records.² Flying P 53, A.S. 40015, he set a fifth FAI altitude record of 10,093 meters (33,114 feet), 27 February 1920.³ On 28 September 1921, Captain John A. Macready flew P 53 to an altitude of 40,800 feet (12,436 meters). On 13 October 1922, 1st Lieutenant Theodore J. Koenig flew P 53 to win the Liberty Engine Builders’ Trophy Race at Selfridge Field, near Mount Clemens, Michigan. Koenig completed ten laps of the triangular racecourse in 2:00:01.54, at an average speed of 128.8 miles per hour (207.3 kilometers per hour).
The only Packard Lepère in existence, serial number A.S. 42133, is in the collection of the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio.
¹ FAI Record File Number 15464: World record for altitude with one passenger
² FAI Record File Number 15675: World record for altitude with passengers.