1 August 1955: Test pilot Anthony W. LeVier made the first flight flight of the Lockheed U-2 high-altitude reconnaissance airplane at Groom Lake, Nevada. LeVier was conducting taxi tests in preparation for the planned first flight a few days away, when at 70 knots the U-2 unexpectedly became airborne.
LeVier later said, “I had no intentions whatsoever of flying. I immediately started back toward the ground, but had difficutly determining my height because the lakebed had no markings to judge distance or height. I made contact with the ground in a left bank of approximately 10 degrees.”
On touching down on the dry lake, the U-2’s tires blew out and the brakes caught fire. A landing gear oleostrut was leaking. Damage was minor and the airplane was soon ready to fly. Tony LeVier was again in the cockpit for the first actual test flight on 4 August.
The Lockheed U-2A is a single-place, single-engine aircraft powered by a turbojet engine, intended for very high altitude photographic reconnaissance. Thirty U-2A aircraft were designed and built for the Central Intelligence Agency by Lockheed Aircraft Corporation’s secret “Skunk Works” under the supervision of Clarence L. “Kelly” Johnson.
The company designation for the proposed aircraft was CL-282. Its fuselage was very similar to the XF-104 Starfighter and could be built using the same tooling. The reconnaissance airplane was produced under the code name Operation AQUATONE.
The U-2A was 46 feet, 6 inches (14.173 meters) long with a wingspan of 80 feet (24.384 meters). Its empty weight was 10,700 pounds (5,307 kilograms) and the gross weight was 16,000 pounds (7,257 kilograms). The engine was a Pratt and Whitney J57-P-37A which produced 10,200 pounds of thrust. This gave the U-2A a maximum speed of 528 miles per hour (850 kilometers per hour) and a ceiling of 85,000 feet (25,908 meters). It had a range of 2,200 miles (3,541 kilometers).
Because of the very high altitudes that the U-2 was flown, the pilot had to wear a David Clark Co. MC-3 partial-pressure suit with an International Latex Corporation MA-2 helmet and faceplate. The partial-pressure suit used a system of capstans and air bladders to apply pressure to the body as a substitute for a loss of atmospheric pressure. Each suit was custom-tailored for the individual pilot.
On 4 April 1957, Article 341 was flown by Lockheed test pilot Robert Sieker. At 72,000 feet (21,946 meters) the engine flamed out and the cockpit pressurization failed. Parts of the U-2 had been coated with a plastic material designed to absorb radar pulses to provide a “stealth” capability. However, this material acted as insulation, trapping heat from the engine inside the fuselage. This lead to a number of engine flameouts.
Sieker’s partial-pressure suit inflated, but the helmet’s faceplate did not properly seal. He lost conciousness and at 65,000 feet (19,812 meters) the U-2 stalled, then entered a flat spin. Sieker eventually regained consciousness at lower altitude and bailed out. He was struck by the airplane’s tail and was killed. The first U-2 crashed northwest of Pioche, Nevada, and caught fire. Robert Sieker’s body was found approximately 200 feet (61 meters) away.
Because of the slow rate of descent of the airplane while in a flat spin, the impact was not severe. Portions of Article 341 that were not damaged by fire were salvaged by Lockheed and used to produce another airframe.
For her around-the-world flight, the airplane that Amelia Earhart chose was a Lockheed Electra 10E, manufactured by the Lockheed Aircraft Company, Burbank, California. The Electra Model 10 was an all-metal, twin-engine, low-wing monoplane with retractable landing gear, designed as a small, medium-range airliner. In the standard configuration it carried a crew of 2 and up to 10 passengers. The Model 10 was produced in five variants with a total of 149 airplanes built between August 1934 and July 1941. Lockheed built fifteen Model 10Es. Earhart’s was serial number 1055.
$80,000 to buy the Electra was provided by the Purdue Research Foundation from donations made by several individuals. George Palmer Putnam, Amelia’s husband, made the arrangements to order the airplane and in March 1936 gave Lockheed the authorization to proceed, with delivery requested in June. The modifications included four auxiliary fuel tanks in the passenger compartment, a navigator’s station to the rear of that, elimination of passenger windows, installation of a Sperry autopilot and various radio and navigation equipment and additional batteries. The Electra was not ready until mid-July.
Amelia Earhart test flew the new airplane at Burbank on 21 July with Lockheed test pilot Elmer C. McLeod. She accepted the Electra on her 39th birthday, 24 July 1936. It received civil certification NR16020. (The letter “R” indicates that because of modifications from the standard configuration, the airplane was restricted to carrying only members of the flight crew, although Earhart and her advisor, Paul Mantz, frequently violated this restriction.)
The Electra 10E was 38 feet, 7 inches (11.760 meters) long with a wingspan of 55 feet (16.764 meters) and overall height of 10 feet, 1 inch (3.074 meters). The standard Model 10 had an empty weight of 6,454 pounds (2,927.5 kilograms) and a gross weight of 10,500 pounds (4,762.7 kilograms). NR16020 had an empty weight of 7,265 pounds (3295.4 kilograms). Lockheed’s performance data was calculated using 16,500 pounds (7,484.3 kilograms) as the Maximum Takeoff Weight.
NR16020 had a total fuel capacity of 1,151 gallons (4,357 liters) in ten tanks in the wings and fuselage. 80 gallons (302.8 liters) of lubricating oil for the engines was carried in four tanks.
Earhart’s Electra 10E Special was powered by two air-cooled, supercharged, 1,343.804-cubic-inch-displacement (22.021 liter) Pratt & Whitney Wasp S3H1 nine-cylinder radial engines, with a compression ratio of 6:1. These engines used a single-stage centrifugal supercharger and were rated at 550 horsepower at 2,200 r.p.m. at 5,000 feet (1,524 meters) and 600 horsepower at 2,250 r.p.m. for take off. The direct-drive engines turned 9 foot, 7/8-inch (3.010 meters) diameter, two-bladed, Hamilton Standard variable-pitch, constant-speed propellers. The Wasp S3H1 is 4 feet, 3.60 inches (1.311 meters) in diameter and 3 feet, 7.01 inches (1.093 meters) long. It weighed 865 pounds (392 kilograms).
A detailed engineering report was prepared by a young Lockheed engineer named Clarence L. (“Kelly”) Johnson to provide data for the best takeoff, climb and cruise performance with the very heavily loaded airplane. The maximum speed for the Model 10E Special at Sea Level and maximum takeoff weight was 177 miles per hour (284.9 kilometers per hour), a reduction of 25 miles per hour (40.2 kilometers per hour) over the standard airplane. The maximum range was calculated to be 4,500 miles (7,242.1 kilometers) using 1,200 gallons (4,542.5 liters) of fuel.
Johnson would later design many of Lockheed’s most famous aircraft, such as the SR-71A Blackbird Mach 3+ strategic reconnaissance airplane. As a student at the University of Michigan, he worked on the wind tunnel testing of the Lockheed Electra Model 10 and made recommendations that were incorporated into the production airplane.
The Electra was heavily damaged when it crashed on takeoff at Luke Field (NAS Ford Island), Honolulu, Hawaii, on the morning of 20 March 1937. It was shipped back to Lockheed for extensive repairs. An investigating board of U.S. Army officers did not report a specific cause for the accident, but there was no evidence of a “blown tire” as had been reported in the newspapers. The repairs were completed by Lockheed and the aircraft certified as airworthy by a Bureau of Commerce inspector, 19 May 1937. The airplane had flown 181 hours, 17 minutes since it was built.
Earhart’s Electra was equipped with a Western Electric Model 13C radio transmitter and Model 20B receiver for radio communication. It used a Sperry GyroPilot gyroscopic automatic pilot.
26 April 1962: At a non-existent location in the Mojave Desert of Nevada, Lockheed Chief Test Pilot Louis Wellington (“Lou”) Schalk, Jr., was scheduled to take the first Oxcart for a high-speed taxi test on the specially constructed 8,000-foot (2.44 kilometer) runway. However, he had received secret, specific instructions from designer Kelly Johnson to take the craft, known as “Article 121,” airborne.
Lou Schalk roared down the runway and lifted off. He flew at about 20 feet for two miles. The super-secret aircraft was oscillating badly so he set it down straight ahead on the dry lake bed and disappeared into a cloud of dust and flying sand. Johnson said that it “was horrible to watch.” A few minutes later, the needle nose of Article 121 appeared out of the dust as Schalk taxied back to the runway. It turned out that some equipment had been hooked up backwards. Subsequent flights were made without difficulty.
This was the actual first flight of the Central Intelligence Agency’s Top Secret A-12 reconnaissance aircraft. The “official” first flight would come several days later.
Designed as the successor to the Agency’s subsonic U-2 spy plane, the twin-engine jet was capable of flying more than Mach 3 (over 2,000 miles per hour/3,218.7 kilometers per hour) and higher than 80,000 feet (24,384 meters). Built by Lockheed’s “Skunk Works,” the new airplane wasn’t “state of the art,” it was well beyond the state of the art. New materials were developed. New equipment designed and built. New manufacturing processes were invented.
The A-12, developed under the code name “Oxcart,” was unlike anything anyone had ever seen. The first A-12 was referred to as Article 121. “A” = “Article.” “12-” is for A-12. “-1” is for the first production aircraft. So you get “Article 121.” What could be simpler?
The A-12 was so fast and could fly so high that it was invulnerable to any defense. No missile or aircraft or gun could reach it.
Thirteen A-12s were built for the CIA. Two M-21 variants, built to carry the Mach 4 D-21 drone, were also produced. An interceptor version was developed for the Air Force as the YF-12A.
Ninety-three Lockheed F-12B interceptors were ordered though Secretary of Defense Robert S. McNamara refused to release the funding for production. After three years, the order was cancelled. The Air Force liked the A-12, however, and ordered 32 of the more widely known two-place SR-71A “Blackbird” reconnaissance ships.
Today, Article 121 is on display at the Blackbird Airpark, an annex of the Air Force Flight Test Museum, Edwards Air Force Base, California.
17 April 1956: Lockheed Aircraft Corporation rolled out the very first production F-104A Starfighter, 55-2956, at Air Force Plant 42, Palmdale, California. This airplane, one of the original seventeen pre-production YF-104As, incorporated many improvements over the XF-104 prototype, the most visible being a longer fuselage.
Once the configuration was finalized, 55-2956 was the first YF-104A converted to the F-104A production standard. In this photograph, the F-104’s secret engine intakes are covered by false fairings.
The Lockheed F-104A Starfighter was a single-place, single-engine supersonic interceptor. It was designed by a team lead by the legendary Clarence L. “Kelly” Johnson. The F-104A was 54 feet, 8 inches (16.662 meters) long with a wingspan of 21 feet, 9 inches (6.629 meters) and overall height of 13 feet, 5 inches (4.089 meters). It had an empty weight of 13,184 pounds (5,980.2 kilograms), combat weight of 17,988 pounds (8,159.2 kilograms), gross weight of 22,614 pounds (10,257.5 kilograms) and a maximum takeoff weight of 25,840 pounds (11,720.8 kilograms). Internal fuel capacity was 897 gallons (3,395.5 liters).
The F-104A was powered by a single General Electric J79-GE-3A engine, a single-spool axial-flow afterburning turbojet, which used a 17-stage compressor and 3-stage turbine. The J79-GE-3A is rated at 9,600 pounds of thrust (42.70 kilonewtons), and 15,000 pounds (66.72 kilonewtons) with afterburner. The engine is 17 feet, 3.5 inches (5.271 meters) long, 3 feet, 2.3 inches (0.973 meters) in diameter, and weighs 3,325 pounds (1,508 kilograms).
The F-104A had a maximum speed of 1,037 miles per hour (1,669 kilometers per hour) at 50,000 feet (15,240 meters). Its stall speed was 198 miles per hour (319 kilometers per hour). The Starfighter’s initial rate of climb was 60,395 feet per minute (306.8 meters per second) and its service ceiling was 64,795 feet (19,750 meters).
Armament was one General Electric M61 Vulcan six-barreled revolving cannon with 725 rounds of 20 mm ammunition. An AIM-9B Sidewinder heat-seeking air-to-air missile could be carried on each wing tip, or a jettisonable fuel tank with a capacity of 141.5 gallons (535.6 liters).
Lockheed built 153 of the F-104A Starfighter initial production version. A total of 2,578 F-104s of all variants were produced by Lockheed and its licensees, Canadair, Fiat, Fokker, MBB, Messerschmitt, Mitsubishi and SABCA. By 1969, the F-104A had been retired from service. The last Starfighter, an Aeritalia-built F-104S ASA/M of the Aeronautica Militare Italiana, was retired in October 2004.
This Starfighter, 55-2956, was converted to a JF-104A with specialized instrumentation. It was transferred to the U.S. Navy to test AIM-9 Sidewinder missiles at Naval Ordnance Test Station (NOTS) China Lake, approximately 55 miles (88 kilometers) north-northeast of Edwards Air Force Base in the high desert of Southern California. 55-2956 was damaged beyond repair when it lost power on takeoff and ran off the runway at Armitage Field, 15 June 1959.
Clarence Leonard (“Kelly”) Johnson was born at Ishpeming, Michigan, United States of America, 27 February 1910. He was the third of five children of Peter Johnson, a stone mason, and Kjrstie Anderson Johnson. His parents were immigrants from Sweden.
Kelly Johnson attended Flint Central High School, graduating in 1928. After studying at a community college, Johnson transferred to the University of Michigan at Ann Arbor. He graduated in 1932 with a Bachelor of Science degree in Aeronautical Engineering (B.S.E. AeroE.). He won the Frank Sheehan Scholarship in Aeronautics, which enabled him to continue at the University to earn a Master of Science degree in Aeronautical Engineering (M.S.E.) in 1933.
Kelly Johnson started working as a tool designer for the Lockheed Aircraft Company in Burbank, California, in 1933. After transferring to the engineering department, he was assigned to the company’s Model 10 Electra project. Johnson identified a stability problem with the airplane’s design, and he was sent back to the University of Michigan to conduct a wind tunnel study which resulted in his proposal of the twin vertical tail configuration which was a characteristic of many Lockheed airplanes that followed. Johnson also served as a flight test engineer for the airplane.
A genius of aeronautical engineering and design, he was responsible for all of Lockheed’s most famous aircraft: the Lockheed Hudson and Neptune medium bombers, the P-38 Lightning twin-engine fighter, the P-80 Shooting Star, America’s first full-production jet fighter. He designed the beautiful Constellation airliner. The list is seemingly endless: The F-94 Starfire, F-104 Starfighter, U-2, A-12 Oxcart and the SR-71 Blackbird.
Kelly Johnson was married three times. He married Miss Althea Louise Young, who worked in Lockheed’s accounting department, in 1937. She died of cancer in December 1969. He then married Miss Maryellen Elberta Meade, his secretary, at Solvang, California, 20 May 1971. She died 13 October 1980 of complications of diabetes. He married his third wife, Mrs. William M. Horrigan (née Nancy M. Powers), a widow, and MaryEllen’s best friend, 21 November 1980. Johnson had no children.
Kelly Johnson retired from Lockheed in 1975 as a senior vice president. He remained on the board of directors until 1980.
Clarence Leonard Johnson died 21 December 1990 at St. Joseph’s Medical Center, Burbank, California, after a long period of hospitalization. He was buried at the Forest Lawn Memorial Park in the Hollywood Hills, Los Angeles, California.