Tag Archives: Lockheed Aircraft Corporation

1 August 1955

Right profile illustration of the first Lockheed U-2. Image courtesy of Tim Bradley Imaging, © 2015
Right profile illustration of the first Lockheed U-2, Article 341. Image courtesy of Tim Bradley Imaging, © 2015

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.

Robert Sieker
Robert Sieker

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.

The first Lockheed U-2A, Article 341. (Lockheed)
The first Lockheed U-2A, Article 341. (Lockheed)

© 2015, Bryan R. Swopes

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26 July 1958

Captain Iven C. Kincheloe, Jr., U.S. Air Force, in the cockpit of a Lockheed F-104 Starfighter. (U.S. Air Force)

26 July 1958: U.S. Air Force test pilot Captain Iven Carl Kincheloe, Jr., took off from Edwards Air Force Base in Lockheed F-104A-15-LO Starfighter 56-0772, acting as a chase plane for another F-104A which was flown by a Lockheed test pilot, Lou Schalk.

As the two supersonic interceptors began their climb out from the runway, a small control cable deep inside Kincheloe’s fighter failed, allowing the inlet guide vane of the F-104’s General Electric J79-GE-3 turbojet engine to close. With the suddenly decreased airflow the engine lost power and the airplane started to descend rapidly.

Captain Kincheloe radioed, “Edwards, Mayday, Seven-Seventy-Two, bailing out.”

Lockheed F-104A-15-LO Starfighter, 56-0772. (U.S. Air Force)
Lockheed F-104A-15-LO Starfighter 56-0772. (U.S. Air Force)

The early F-104 Starfighters had a Stanley Aviation Corporation Type B ejection seat that was catapulted or dropped by gravity from the bottom of the cockpit. 56-0772 was equipped with an improved Stanley Type C ejection seat. With the Starfighter well below 2,000 feet (610 meters), Kincheloe apparently thought that he needed to roll the airplane inverted before ejecting. This was actually not necessary and delayed his escape.

The XF-104 had a downward-firing ejection seat, intended to avoid the airplane's tall vertical tail. Production aircraft used an upward-firing seat. (Lockheed)
The early F-104s had a downward-firing Stanley B ejection seat, intended to avoid the airplane’s tall vertical tail Later production aircraft used an upward-firing seat. (Lockheed Martin)

By the time he had separated from the seat and could open his parachute, he was below 500 feet (152 meters). The parachute did open, but too late. Iven Kincheloe was killed on impact. His airplane crashed into the desert floor just over 9 miles (14.5 kilometers) from the west end of Runway 22 and was totally destroyed. Today, a large crater scattered with fragments of Kincheloe’s F-104 is still clearly visible.

Iven Kincheloe was just 30 years old.

Lockheed F-104A-15-LO Starfighter 56-0772 is the interceptor closest to the camera in this photograph. (U.S. Air Force)
Lockheed F-104A-15-LO Starfighter 56-0772 is the interceptor closest to the camera in this photograph. (U.S. Air Force)

Iven Carl Kincheloe, Jr., was a legendary test pilot. He was born in Wayne County, Michigan, the son of Iven Carl Kincheloe, a farmer, and Francis Emma Wilde. He started flying lessons when he was 14 years old, and by the time he was legally allowed to solo—on his 16th birthday—he had already accumulated over 200 flight hours. He entered the Air Force Reserve Officer Training Program (ROTC) at Purdue University, West Lafayette, Indiana, where he was an engineering student. While there, he met Air Force test pilot Chuck Yeager and decided that test flying was the career area that he wanted to pursue.

Iven Carl Kincheloe, Jr., Purdue Class of 1949. (1949 Debris)

At Purdue, Kincheloe was a member of the Sigma Phi Epsilon (ΣΦΕ) fraternity, played football and managed the track team. He was a member of a military honor society, the Scabbard and Blade, and the Gimlet Club, a booster organization supporting varsity sports at the university. Iven Kincheloe graduated in 1949 with a Bachelor of Science degree in Aeronautical Engineering. He was commissioned as a second lieutenant, United States Air Force Reserve, 17 June 1949.

On graduation, Kincheloe was sent to Arizona to begin his Air Force pilot training. After graduating, Second Lieutenant Kincheloe was sent to Edwards Air Force Base in southern California to work on the new North American Aviation F-86E Sabre.

He deployed to Korea as a fighter pilot with the 4th Fighter Interceptor Wing in August 1951, flying the F-86E Sabre as an escort for bomber formations. He was transferred to the 25th Fighter Interceptor Squadron, 51st Fighter Interceptor Group, and immediately began to shoot down enemy MiG-15 fighters. He was soon an with five kills.

Lieutenant Iven C. Kincheloe, Jr., in the cockpit of his North American Aviation F-86F-10-NA Sabre, 51-2731, named Ivan. (U.S. Air Force)
Lieutenant Iven C. Kincheloe, Jr., in the cockpit of his North American Aviation F-86E-10-NA Sabre, 51-2731, named “Ivan,” Korea, circa 1951. (U.S. Air Force)

After his combat tour (131 missions) in Korea, Iven Kincheloe was assigned as an exchange student to the Empire Test Pilots’ School at RAE Farnborough, England, for the ten-month British training program, and was sent back to Edwards Air Force Base in 1955.

One of the most skilled test pilots at Edwards, Iven Kincheloe flew every type of fighter, as well as the Bell X-2 rocketplane, which he flew to 126,200 feet (38,465 meters), 7 September 1956. He was the first pilot to climb higher than 100,000 feet (30,480 meters) and was considered to be “the first man in space.” For this flight, Kincheloe was awarded the Mackay Trophy, “For outstanding contributions to the science of aviation by flying the Bell X-2 to an altitude considerably higher than had ever been reached before by a piloted aircraft.”

Kincheloe was scheduled to become the primary Air Force pilot on the upcoming North American Aviation X-15 Program. That would have been followed by the Man In Space Soonest project, which would have launched Kincheloe into orbit with an X-15B second stage launched by an Atlas intercontinental ballistic missile.

Captain Iven C. Kincheloe, Jr., with his son, Iven III, and Dorothy Heining Kincheloe. Captain Kincheloe is wearing a David Clark Co. MC-3 capstan-type partial-pressure suit and MA-3 helmet. The airplane is a Lockheed F-104A Startfighter. (Photograph courtesy of Neil Corbett, Test & Research Pilots, Flight Test Engineers)

Captain Kincheloe was married to the former Miss Dorothy Heining. They had two children, Iven Carl Kincheloe III and Jeanine Kincheloe, who was born several months after her father’s death.

Captain Iven Carl Kincheloe, Jr., was awarded the Silver Star, the Legion of Merit (posthumous), the Distinguished Flying Cross with two oak leaf clusters (three awards), and the Air Medal with three oak leaf clusters (four awards), Presidential Unit Citation with oak leaf cluster (two awards), National Defense Service Medal, Korean Service Medal with three service stars, Air Force Longevity Service Award, the Republic of Korea Presidential Unit Citation, United Nations Korean Service Medal, and the Republic of Korea Korean War Service Medal. In 1959, Kincheloe Air Force Base, Michigan, was named in his honor.

Captain Kincheloe is buried at the Arlington National Cemetery.

Captain Iven Carl Kincheloe, Jr., United states Air Force. LIFE Magazine via Jet Pilot Overseas)
Captain Iven Carl Kincheloe, Jr., United States Air Force. (LIFE Magazine via Jet Pilot Overseas)

© 2017, Bryan R. Swopes

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15 June 1969

Lockheed C-5A Galaxy 66-8304, the second one built, during a test flight near Edwards AFB. (U.S. Air Force)

15 June 1969: At Edwards Air Force Base, California, the second Lockheed C-5A Galaxy transport, 66-8304, set several records, including the heaviest takeoff weight, 762,800 pounds (346,000 kilograms), and the heaviest landing weight, 600,000 pounds (272,155 kilograms).

Lockheed C-5A Galaxy 66-8304 arrived at The Boneyard, 2004. It was the fifth C-5 to be retired. (Phillip Michaels via AMARC)
Lockheed C-5A Galaxy 66-8304 arrived at The Boneyard, 2004. It was the fifth C-5 to be retired. (Phillip Michaels/AMARC)
Lockheed C-5A Galaxy 66-8304 in teh reclamation area at Davis-Monthan Air Force Base, Tucson, Arizona. (Phillip Michaels/AMARC)
Lockheed C-5A Galaxy 66-8304 in the reclamation area at Davis-Monthan Air Force Base, Tucson, Arizona. (Phillip Michaels/AMARC)

© 2015, Bryan R. Swopes

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3 June 1964

Jackie Cochran set a third FAI speed record with a Lockheed F-104G Starfighter, 3 June 1964. (FAI)

3 June 1964: At Edwards Air Force Base in the high desert of southern California, Jackie Cochran set a third Fédération Aéronautique Internationale (FAI) speed record with the Lockheed F-104G Starfighter, 62-12222. She flew over a 500 kilometer (310.686 miles) closed course, without payload, averaging 1,814.37 kilometers per hour (1,127.397 miles per hour).¹ She broke her own record, set over the same course in 1953 with an Orenda-powered Canadair Sabre Mk.3.²

Jackie Cochran taxiing F-104G Starfighter 62-12222 at Edwards AFB. (Lockheed)
Jackie Cochran taxiing F-104G Starfighter 62-12222 at Edwards AFB. (Lockheed)

Designed by the legendary Kelly Johnson as a Mach 2 interceptor, the Starfighter was used as a fighter bomber by Germany. The F-104G was most-produced version of the Lockheed Starfighter. It had a strengthened fuselage and wings, with hardpoints for carrying bombs, missiles and additional fuel tanks. Built by Lockheed, they were also licensed for production by Canadair, Dornier, Fiat, Fokker, Messerschmitt and SABCA.

The F-104G is a single-seat, single engine fighter bomber, 54 feet 8 inches (16.662 meters) long with a wingspan of just 21 feet, 9 inches (6.629 meters) and overall height of 13 feet, 6 inches (4.115 meters). The empty weight is 14,000 pounds (6,350.3 kilograms) and loaded weight is 20,640 pounds (9,362.2 kilograms).

The F-104G was powered by a General Electric J79-GE-11A engine, a single-spool, axial-flow, afterburning turbojet, which used a 17-stage compressor section and 3-stage turbine. The J79-GE-11A is rated at 10,000 pounds of thrust (44.48 kilonewtons), and 15,800 pounds (70.28 kilonewtons) with afterburner. The engine is 17 feet, 4.0 inches (5.283 meters) long, 3 feet, 2.3 inches (0.973 meters) in diameter, and weighed 3,560 pounds (1,615 kilograms).

The maximum speed is 1,328 miles per hour (2,137.2 kilometers per hour). It has a combat radius of 420 miles (675.9 kilometers) or a ferry range of 1,630 miles (2,623.2 kilometers). The service ceiling is 50,000 feet (15,240 meters).

The Starfighter’s standard armament consists of a 20 mm General Electric M61A1 Vulcan 6-barreled Gatling gun, with 725 rounds of ammunition, and up to four AIM-9 Sidewinder air-to-air heat seeking missiles could be carried on the wingtips or under wing pylons. In place of missiles two wingtip fuel tanks and another two underwing tanks could be carried.

On NATO alert, the F-104G was armed with a B43 variable-yield nuclear bomb on the fuselage centerline hardpoint. The B43 could be set for explosive force between 170 kilotons and 1 megaton and was designed for high-speed, low-altitude, laydown delivery.

Cochran set three speed records with this F-104 in May and June 1964.³ Under the Military Assistance Program, the U.S. Air Force transferred it to the Republic of China Air Force, where it was assigned number 4322. It crashed 17 July 1981. The pilot, Yan Shau-kuen, ejected.

Lockheed F-104G Starfighter 62-12222 in ROCAF service as 4322.

¹ FAI Record File Number 13037

² FAI Record File Number 8870

³ FAI Record File Numbers 12389, 13037, 13041

© 2017, Bryan R. Swopes

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3 June 1946

Lieutenant Howard A. Johnson, USAAF, with Lockheed P-80A-1-LO Shooting Star 44-85123. (FAI)
Lieutenant Henry A. Johnson, USAAF, with Lockheed P-80A-1-LO Shooting Star 44-85123. (FAI)

3 June 1946: Lieutenant Henry A. Johnson, U.S. Army Air Force, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Closed Circuit of 1,000 Kilometers Without Payload flying a Lockheed P-80A-1-LO Shooting Star, serial number 44-85123, at Dayton, Ohio. The average speed was 745.08 kilometers per hour (462.97 miles per hour). The elapsed time was 1 hour, 20 minutes, 31 seconds.¹

This airplane had earlier set a transcontinental speed record when Colonel William H. Councill flew it from Daugherty Field, Long Beach, California to La Guardia Field, New York, in 4 hours, 13 minutes, 26 seconds on 26 January 1946. It would go on to win the Thompson Trophy Race J Division, 2 September 1946, when Major Gustav E. Lundquist flew it to an average speed of 515.853 miles per hour (830.185 kilometers per hour) over the 180-kilometer course.

Lockheed P-80A-1-LO Shooting Star 44-85123, World Speed Record Holder. (FAI)
Lockheed P-80A-1-LO Shooting Star 44-85123, World Speed Record Holder. (FAI)

The Lockheed P-80-1-LO was the United States’ first operational jet fighter. 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 AFB) 8 January 1944.

The P-80A was 34 feet, 6 inches (10.516 meters) long with a wingspan of 38 feet, 10.5 inches (11.849 meters) and an overall height of 11 feet, 4 inches (3.454 meters). It weighed 7,920 pounds empty (3,592.5 kilograms) and had a maximum takeoff weight of 14,000 pounds (6,350.3 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 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 maximum speed of 558 miles per hour (898 kilometers per hour) at Sea Level and 492 miles per hour (801 kilometers per hour) at 40,000 feet (12,192 meters). The service ceiling was 45,000 feet (13,716 meters).

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.

The P-80A Shooting Star was armed with six Browning AN-M2 .50-caliber (12.7×99 NATO) machine guns mounted in the nose.

44-85123 is undergoing restoration at Edwards Air Force Base, California.

Lockheed test pilots Anthony W. ("Tony") LeVier and David L. Ferguson stand in front of P-80A 44-85123 and an F-117A Nighthawk at the Lockheed Skunk Works, Palmdale, California, 17 June 1993. (Denny Lombard, Lockheed Martin)
Lockheed test pilots Anthony W. (“Tony”) LeVier and David L. Ferguson stand in front of P-80A 44-85123 and an F-117A Nighthawk at the Lockheed Skunk Works, Palmdale, California, 17 June 1993. (Denny Lombard, Lockheed Martin)

¹ FAI Record File Number 10973

© 2017, Bryan R. Swopes

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