6 December 1957: At 10:28 a.m., Lockheed Aircraft Corporation’s Chief Engineering Test Pilot Herman Richard (“Fish”) Salmon, and co-pilot Roy Edwin Wimmer started the Number 4 engine (outboard, right wing, of the new prototype Model L-188A Electra, c/n 1001, registered N1881. Also on board were flight engineers Louis Holland and William Spreuer. In rapid succession, the flight crew started engines 1, 2, on the left wing, and 3, inboard on the right. The prototype then taxied to the eastern end of Lockheed Air Terminal’s Runway 27.¹ At 10:44, Salmon released the brakes and the Electra rapidly accelerated down the runway. It was airborne in just 1,800 feet (549 meters).
Fish Salmon took the prototype to the U.S. Navy’s restricted missile test ranges off the southern California coastline, flying between Naval Air Station Point Mugu and San Diego. During the flight, the Electra reached 400 miles per hour (644 kilometers per hour) and 14,000 feet (4,267 meters). Salmon radioed, “She controls beautifully. No sweat.”
The Electra was followed by two chase planes, a Lockheed T-33A Shooting Star, and a Super Constellation airliner. After the initial flight test, Salmon returned to LAT, landing after a flight of 1 hour, 27 minutes. The test flight was made 56 days ahead of schedule.
The Lockheed Model 188A Electra is a four-engine, low-wing, commercial airliner with retractable tricycle landing gear, and powered by four turboprop engines. It was operated by a pilot, co-pilot and flight engineer, and could carry a maximum of 98 passengers. The L-188A was the first production variant. It is 104 feet, 6.5 inches (31.864 meters) long, with a wingspan of 99 feet, 0.00 inches (30.175 meters), and overall height of 32 feet, 11.6 inches (10.048 meters).
The L-188A was powered by four Allison Model 501-D13 (T56-A-1) turboprop engines. The -D13 is a single-shaft axial-flow gas turbine engine. It had a 14-stage compressor, 6-tube combustor, a 4-stage turbine. It was rated at 3,750 shaft horsepower at 13,820 r.p.m. The engines drove four-blade, square-tip Aeroproducts propellers with a diameter of 13 feet, 6 inches (4.115 meters), at 1,020 r.p.m. The D13 is 12 feet, 1.0 inches (3.683 meters) long, 2 feet, 3.0 inches (0.686 meters) wide and 3 feet, 0.0 inches (0.914 meters) high. It weighs 1,750 pounds (794 kilograms).
Critical Mach Number (Mcr) = 0.711
¹ In 1967, the name of the Lockheed Air Terminal was changed to Hollywood-Burbank Airport. After several more name changes, including Bob Hope Airport, it is once again known as Hollywood-Burbank. Its FAA identifier is BUR.
29 August 1938: At 7:37 a.m., Alexander Nikolaevich Prokofiev-Seversky departed Floyd Bennett Field, Brooklyn, New York, flying a Seversky AP-7 Pursuit, NX1384, an all-metal monocoque monoplane of his own design and manufacture, enroute to the Lockheed Air Terminal, Burbank, California, a distance of 2,457 miles (3,954 kilometers). He completed the flight in 10 hours, 2 minutes, 55.7 seconds, setting a new speed record for an East-to-West Transcontinental Flight. Major Seversky refueled during a 30-minute stop at Kansas City.
Larry Therkelson of the National Aeronautic Association was the official timer for the record attempt.
The Los Angeles Times reported:
SEVERSKY SETS RECORD
Flies across Country in Few Minutes More than Ten Hours
Maj. Alexander P. (Sascha) de Seversky, who flew fighting planes for the Czar of Russia and now builds pursuit ships for the American Army, yesterday notched another hour off the already incredibly narrow time-space separating the Atlantic and Pacific coasts.
In a “civilianized” fighter made at his Long Island factory, de Seversky thrashed along the 2600-mile airway from Floyd Bennett Field, N.Y., to Union Air Terminal, Burbank, in ten hours, three minutes, seven seconds, better than 260 miles per hour.
START AND FINISH
He had gobbled a husky breakfast of oatmeal, orange juice and toast in Manhattan as dawn arose over the skyscrapers (at 3:37 a.m. P.S.T.)
Under a blazing Southland sun that shot the mercury to 100 deg. at Burbank, he toyed with a chicken sandwich fifteen minutes after he set his pursuiter’s trim wheels down at exactly 1:40:07 p.m.
De Seversky was greeted—warmly—by Jacqueline Cochran, America’s No. 1 woman speed flyer for whom he was ferrying the all-metal monoplane to Los Angeles. She will retrace his course in the small hours of Saturday, seeking the lion’s share of the $30,000 Bendix Trophy purse.
It was, he said, “Practically nothing.”
In a new age of aeronautics, when pilots break records just in the day’s work during routine assignments, de Seversky stands with the best of ’em.
His time and speed would have been materially bettered if he’d been “trying,” he admitted. At Kansas City, plopping down into TWA’s hangars for refueling, he wasted a precious twenty-nine minutes while mechanics tinkered with his tricky gasoline system.
“Once I was traveling more than 300 miles an hour,” De Seversky admitted.
MERELY A WARM-UP
How much faster he could have flown, the esrtwhile White Russian declined to say—”Wait until ‘Jacky’ starts for Cleveland in the Bendix race,” he interposed.
“I used oxygen part of the way, especially when I climbed to 16,000 over the Kansas prairies during a hailstorm,” he said. “This whole flight was nothing but a warm-up. I could have flown nonstop. Instead, I tried different wing loadings and paused at Kansas City. Sometimes I throttled down to less than 240 miles an hour.”
Two hundred and forty!
Between bites of chicken sandwich, De Seversky pointed out that his 1200-horsepower plane can soar 3000 miles without refilling its wing-to-wing tanks that carry 540 gallons of high octane fuel. That, he observed, carries huge military significance.
“We are learning in the Army,” this builder of the nation’s fastest pursuit ships declared, “that bombardment craft are vulnerable to attack from the air unless properly convoyed.
Turn to Page 5, Column 2
Record Upset by Seversky
Continued from First Page
So—the ‘flying fortress’ that cruises 5000 miles must be accompanied by pursuit ships that can go equally as far nonstop. To Europe from America, for example.
THREE UNDER WAY
“In the United States at least three such planes are underway today. I am building one. Others may be twin-engined—such as the ship being readied at the Lockheed plant—and capable of terrific speeds.”
By Christmas of this year, de Seversky promised, a standard military fighter, soon to be released to Air Corps testers, will crack the long-sought-after 400-miles-an-hour mark.
BENDIX MARK SEEN
De Seversky was cool as he braked his craft to a halt under the gaze of Larry Therkelson, official National Aeronautic Association timer. He removed his earphones, slipped out of his jumper and asked, “When’s lunch?” To statements that he had knocked Roscoe Turner’s five-year-old record of 11h. 30m. silly, he only shrugged.
OTHERS IN RACE
Others in the Bendix race will be Frank Fuller and Miss Cochran in Seversky planes, Robert Perlick, Glendale, in a Beechcraft; Robert Hinschey and Charles LaJotte, Glendale, in a Sparton; Ross Hadley, Burbank, in a Beechcraft; George Armistead, Los Angeles, in a Q.E.D. Special; Bernarr Macfadden, New York publisher, and Ralph Francis, former TWA pilot, in a Northrop Gamma; Paul Mantz, Burbank, in a Lockheed Orion; Frank Cordova, New York, in a Bellanca; Lee Gehlbach, New York, in a Wedell-Williams, and Max Constant, Burbank, in a Beechcraft.
—Los Angeles Times, Vol. LVII, Tuesday Morning, 30 August 1938, Page 1, Column 5, and Page 5, Column 2
NX1384 was built especially for Jackie Cochran. The AP-7 racer was an improved version of Seversky’s P-35A fighter, which was the U.S. Army Air Corps’ first all-metal single-engine airplane with an enclosed cockpit and retractable landing gear.
Cochran’s AP-7 was powered by 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 with a compression ration of 6.7:1. It was 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).
Two days later, 1 September 1938, Jackie Cochran flew this same airplane to win the Bendix Trophy Race from Burbank to Cleveland, Ohio, a distance of 2,042 miles (3,286 kilometers). Her winning time was 8 hours, 10 minutes, 31.4 seconds, for an average speed of 249.774 miles per hour (401.895 kilometers per hour). After a 40 minute refueling stop, and being congratulated for her Bendix win, she flew on to Bendix, New Jersey, setting a West-to-East Transcontinental Speed Record with a total elapsed time of 10 hours, 7 minutes, 1 second.
The Seversky AP-7 and its military version, the P-35, would be developed over the next few years to become the Republic P-47 Thunderbolt.
6 August 1945: After serving three combat tours flying the Lockheed P-38 Lightning in the Southwest Pacific, Major Richard Ira Bong, Air Corps, United States Army, was assigned as an Air Force acceptance test pilot for new Lockheed P-80 Shooting Star jet fighters at the Lockheed Air Terminal, Burbank, California.
The P-80A was a brand new jet fighter, and Major Bong had flown just 4 hours, 15 minutes in the type during 12 flights.
Shortly after takeoff in P-80A-1-LO 44-85048, the primary fuel pump for the turbojet engine failed. A back-up fuel pump was not turned on. The Shooting Star rolled upside down and Bong bailed out, but he was too low for his parachute to open and he was killed. The jet crashed at the intersection of Oxnard Street and Satsuma Avenue, North Hollywood, California, and exploded.
Richard I. Bong was known as the “Ace of Aces” for scoring 40 aerial victories over Japanese airplanes between 27 December 1942 and 17 December 1944 while flying the Lockheed P-38 Lightning. He was awarded the Medal of Honor, which was presented by General Douglas MacArthur, 12 December 1944. [The following day, General MacArthur was promoted to General of the Army.]
The citation for Major Bong’s Medal of Honor reads: “For conspicuous gallantry and intrepidity in action above and beyond the call of duty in the Southwest Pacific area from 10 October to 15 November 1944. Though assigned to duty as gunnery instructor and neither required nor expected to perform combat duty, Major Bong voluntarily and at his own urgent request engaged in repeated combat missions, including unusually hazardous sorties over Balikpapan, Borneo, and in the Leyte area of the Philippines. His aggressiveness and daring resulted in his shooting down eight enemy airplanes during this period.”
The Lockheed P-80-1-LO was the United States’ first operational jet fighter. It was a single-seat, single-engine low-wing monoplane powered by a turbojet engine. The fighter was 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 was a day fighter, and was not equipped for night or all-weather combat operations. The P-80A was 34 feet, 6 inches (10.516 meters) long with a wingspan of 38 feet, 10.5037 inches (11.84919 meters) ¹ and overall height of 11 feet, 4 inches (3.454 meters).
The leading edges of the P-80A’s wings were swept aft 9° 18′ 33″. They had an angle of incidence of +1° at the root and -0° 30′ at the tip. There was 3° 50′ dihedral. The total wing area was 237.70 square feet (22.083 square meters).
The fighter had an empty weight of 7,920 pounds (3,592 kilograms) and a gross weight of 11,700 pounds (5,307 kilograms). The maximum takeoff weight was 14,000 pounds (6,350 kilograms).
Early production P-80As were powered by either an Allison J33-A-9 or a General Electric J33-GE-11 turbojet engine. The J33 was a licensed version of the Rolls-Royce Derwent. It was a single-shaft turbojet with a 1-stage centrifugal compressor section and a 1-stage axial-flow turbine. The -9 and -11 engines were rated at 3,825 pounds of thrust (17.014 kilonewtons). The J33s were 8 feet, 6.9 inches (2.614 meters) long, 4 feet, 2.5 inches (1.283 meters) in diameter and weighed 1,775 pounds (805 kilograms).
The P-80A had a cruising speed of 445 miles per hour (716 kilometers per hour) at 20,000 feet (6,096 meters). Its maximum speed was 548 miles per hour (882 kilometers per hour) at 2,700 feet (823 meters) and and 501 miles per hour (806 kilometers per hour) at 34,700 feet (10,577 meters).² The service ceiling was 45,000 feet (13,716 meters).
The P-80A Shooting Star was armed with six air-cooled Browning AN-M2 .50-caliber aircraft machine guns mounted in the nose.
¹ Wing span with rounded wing tips. P-80As with squared (“clipped”) tips had a wing span of 37 feet, 7.5037 inches (11.46819 meters).
² Several hundred of the early production P-80 Shooting stars had all of their surface seams filled, and the airplanes were primed and painted. Although this process added 60 pounds (27.2 kilograms) to the empty weight, the decrease in drag allowed a 10 mile per hour (16 kilometers per hour) increase in top speed. The painted surface was difficult to maintain in the field and the process was discontinued.
9 January 1943: At the insistence of the Army Air Forces, Boeing’s Chief Test Pilot, Eddie Allen, made the first flight of the Lockheed L-049 Constellation prototype, NX25600, from Lockheed Air Terminal at Burbank, California, to Muroc Army Airfield (today known as Edwards Air Force Base). Lockheed’s Chief Test Pilot, Milo G. Burcham, was the co-pilot.
When the flight ended after 58 minutes, Allen said, “This machine works so well that you don’t need me anymore!” With that, Allen returned to Seattle.
The Lockheed Model 49-46-10, company serial number 049-1961, was designated XC-69 by the U.S. Army Air Forces and assigned serial number 43-10309.
The Constellation was operated by a flight crew of four: two pilots, a navigator and a flight engineer. It could carry up to 81 passengers. The airplane was 95 feet, 3 inches (29.032 meters) long with a wingspan of 123 feet (37.490 meters) and an overall height of 23 feet, 8 inches (7.214 meters). It had an empty weight of 49,392 pounds (22,403.8 kilograms) and maximum takeoff weight of 86,250 pounds (39,122.3 kilograms).
The prototype was powered by four 3,347.662-cubic-inch-displacement (54.858 liter) air-cooled, supercharged, fuel-injected, Wright Aeronautical Division Cyclone 18 745C18BA3 (also referred to as the Duplex Cyclone), a two-row, 18-cylinder radial engine with a compression ratio of 6.5:1. They were rated at 2,000 horsepower at 2,400 r.p.m., or 2,200 horsepower at 2,800 r.p.m. for takeoff, (five minute limit) burning 100/130 aviation gasoline, and drove 15 foot, 2 inch (4.623 meter) diameter, three-bladed Hamilton Standard Hydromatic 43E60 constant-speed propellers through a 0.4375:1 gear reduction. The 745C18BA3 was 6 feet, 4.13 inches (1.934 meters) long, 4 feet, 7.78 inches (1.417 meters) in diameter and weighed 2,842 pounds (1,289 kilograms). 41 of these engines were built by Wright.
The L-049 had a cruise speed of 313 miles per hour (504 kilometers per hour) and a range of 3,995 miles (6,429 kilometers). Its service ceiling was 25,300 feet (7,711 meters).
The prototype XC-69 was later re-engined with Pratt & Whitney Double Wasp 2SC14-G (R-2800-83) engines and designated XC-69E. These had a Normal rating of 1,700 horsepower at 2,600 r.p.m., to 7,300 feet (2,225 meters), 1,500 horsepower at 17,500 feet (5,334 meters), and 2,100 horsepower at 2,800 r.p.m. for Takeoff.
After the war, the Constellation prototype was sold to Howard Hughes’ Hughes Aircraft Company for $20,000 and registered as NX67900. In May 1950, Lockheed bought the prototype back from Hughes for $100,000 and it was again registered as NC25600. It had accumulated just 404 flight hours up to this time.
Lockheed then converted 049-1961 to a prototype for the L-1049 Super Constellation with another registration, NX6700. In 1952, it was once again converted, this time as an aerodynamic test aircraft for the U.S. Navy PO-1W radar early warning aircraft (later redesignated WV-1 and EC-121 Warning Star). It was also used to test the Allison YT56 turboprop engine by placing it in the #4 position.
Finally, in 1958, the first Constellation was purchased as a source of spare parts by California Airmotive Corporation and was dismantled.