Tag Archives: Lockheed Aircraft Corporation

18 December 1969

Lockheed SR-71A 69-7953. (U.S. Air Force)
Lockheed SR-71A 61-7953. (U.S. Air Force)
Colonel Joseph W. Rogers with a Lockheed SR-71A. (U.S. Air Force)
Colonel Joseph W. Rogers with a Lockheed “Blackbird.” (U.S. Air Force)

18 December 1969: Colonel Joseph William Rogers and Major Gary Heidelbaugh were flying  Lockheed SR-71A 61-7953 to test a new system installation followed by a training mission. The functional test had gone well and the Blackbird rendezvoused with a KC-135 tanker before proceeding with the mission.

After coming off the tanker, Colonel Rogers (call sign “Dutch 68”) radioed the regional air traffic control center for permission to climb through all flight levels to 60,000 feet (18,288 meters), or Flight Level Six Zero Zero.

A short transcript of the radio and intercom transmissions follows:

(Pilot, Colonel Joseph W. Rogers; RSO, Major Gary Heidelbaugh; L.A. Center: Los Angeles Center, the Federal Aviation Administration Air Traffic Control Center at Palmdale, California. Times listed are UTC.)

Pilot’s station of a Lockheed SR-71A. (NASM)

Pilot: “Los Angeles Center, Dutch 68.” [2106:45]

L.A. Center: “Dutch 68, rog, loud and clear. How me?”

Pilot: “Roger, you’re loud and clear. I’m in a left turn flight level two six zero, requesting climb above six zero zero Route Aqua.”

L.A. Center: “Rog, your routing is approved. Climb and maintain above 600 and squawk 4400.”

Pilot: “Four four squawking.” [2107:13]

L.A. Center: “Dutch 68, Rog. Have you radar contact. Report 310 climbing.” [2107:27]

Pilot: “Roger.”

Pilot: “Okay, I’m going to light them off, Gary.” [est 2107:30]

RSO: “Rog.”

RSO: “That’s our heading.”

Pilot: “Roger.”

RSO: “What caused all that?” [est 2108:00]

Pilot: “I don’t know.”

RSO: “. . . Climbing.”

Pilot: “Let’s go.” [est 2108:15] CREW EJECTS

L.A. Center: “Dutch 68. Say your altitude.” [2110:30]

L.A. Center: “Dutch 68. Say your altitude.” [2110:50]

L.A. Center: “Dutch 68, Dutch 68, Los Angeles.” [2111:12]

L.A. Center: “Dutch 68, Dutch 68, Los Angeles.” [2111:28]

When Colonel Rogers advanced the SR-71’s throttles to go into afterburner for the climb, the compressor sections of both engines stalled. (Compressor stall is a condition that occurs when airflow through the engine intake is disrupted. Normal flow ceases, the engine stops producing thrust, and there can be violent oscillations and uncontained failure of the compressor section.) The SR-71A slowed abruptly and then violently pitched upward. Rogers said, “Let’s go,” and both men ejected from the out-of-control airplane.

Rogers and Heidelbaugh safely parachuted to the ground. 61-7953 crashed near Shoshone, California, and was totally destroyed by the crash and fire that followed.

The accident investigation determined that a small roll of 2″-wide (5.08 centimeters) duct tape was lodged inside one of the tubes of the airplane’s pitot-static system. When the new system had been installed, it required that the pitot-static tubing be modified and rerouted. A technician apparently placed the rolled duct tape inside an open section of tubing to prevent entry of dirt or foreign objects. When the tubing was reassembled, this makeshift plug was not removed. Post crash testing showed that the plug did not totally close off airflow, but that it decreased it, causing the altimeter to read too high and the airspeed indicator too fast. The normal test of the pitot-static system following the modification did not reveal the problem.

A Lockheed SR-71 Pratt & Whitney J58 turbo ramjet engine running on a test stand, in full afterburner.

When Joe Rogers advanced the throttles, he was at approximately 27,000 feet (8,230 meters) rather than the indicated 25,000 feet (7,620 meters). He was also about 30 miles per hour (48 kilometers per hour) slower than indicated.  The sudden demand for increased airflow as the throttles advanced could not be met by the thinner, slower air, and the compressors stalled.

Joe Rogers was a fighter pilot in World War II, the Korean War and the Vietnam War. He was a highly experienced test pilot with considerable experience in Mach 2+, high-altitude aircraft. He had been the commanding officer of the F-12/SR-71 Test Force at Edwards Air Force Base. Ten years and three days before this accident, he had set a World Speed Record while flying a Convair F-106A Delta Dart. (See post for 15 December 1959)

The wreck of Lockheed SR-71A 61-7953 burning near Shoshone, California, 18 December 1969.
The wreck of Lockheed SR-71A 61-7953 burning near Shoshone, California, 18 December 1969. (Check-Six.com)

© 2016, Bryan R. Swopes

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17 December 1944

Major Richard Ira Bong, Air Corps, United States Army, Leyte, 12 December 1944. Major Bong is wearing the Medal of Honor. (U.S. Air Force)

17 December 1944: Major Richard Ira Bong, United States Army Air Corps, flying a Lockheed P-38 Lighting over San José on the Island of Mindoro, Commonwealth of the Philippines, shot down an enemy Nakajima Ki-43 Hayabusa (Allied reporting name, “Oscar”).

This was Bong’s 40th confirmed aerial victory and made him the leading American fighter ace of World War II. He is officially credited with 40 aircraft destroyed, 8 probably destroyed and 7 damaged.

Five days earlier, 12 December, during a ceremony at an American airfield on the Island of Leyte, Philippine Islands, General Douglas MacArthur, United States Army, had presented Major Bong the Medal of Honor.

An Associated Press reporter quoted the General:

“Of all military attributes, that one which arouses the greatest admiration is courage. It is the basis of all successful military ventures. our forces possess it to a high degree and various awards are provided to show the public’s appreciation. The Congress of the United States has reserved to itself the honor of decorating those amongst all who stand out as the bravest of the brave. It’s this high and noble category, Bong, that you now enter as I pin upon your tunic the Medal of Honor. Wear it as a symbol of the invincible courage you have displayed so often in mortal combat. My dear boy, may a merciful God continue to protect you is the constant prayer of your commander in chief.”

[On 18 December 1944, Douglas MacArthur was promoted to General of the Army, a five-star rank held by only nine other U.S. military officers. General MacArthur was the son of a Medal of Honor recipient, and had himself been twice nominated for the Medal for his actions during the occupation of Vera Cruz (1914) and the Meuse-Argonne Offensive (1918). He was awarded the Medal of Honor for his defense of the Philippines, 1941–42.]

General Douglas MacArthur talks with Major Richard I. Bong, 12 December 1944. (U.S. Air Force)
General Douglas MacArthur talks with Major Richard I. Bong, Leyte, Philippine Islands, 12 December 1944. (U.S. Air Force)

Richard Bong’s citation reads:

MEDAL OF HONOR

The President of the United States of America, in the name of Congress, takes pleasure in presenting the Medal of Honor to Major (Air Corps) Richard Ira Bong, United States Army Air Forces, for conspicuous gallantry and intrepidity in action above and beyond the call of duty while serving with the 49th Fighter Group, V Fighter Command, Fifth Air Force, in action 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.

General Orders: War Department, General Orders No. 90, December 8, 1944
Action Date: October 10 – November 15, 1944
Service: Army Air Forces
Rank: Major
Regiment: 49th Fighter Group, V Fighter Command
Division: 5th Air Force.

Dick Bong poses with "Marge," his Lockheed P-38J Lightning. A large photograph of his fiancee, Miss Marjorie Vattendahl, is glued to the fighter's nose.
Dick Bong poses with “Marge,” his Lockheed P-38J-15-LO Lightning, 42-103993, Lockheed serial number 2827. A large photograph of his fiancée, Miss Marjorie Ann Vattendahl, is affixed to the fighter’s nose.

Major Bong flew a number of different Lockheed P-38s in combat. He is most associated, though, with P-38J-15-LO 42-103993, which he named Marge after his fiancée, Miss Marjorie Ann Vattendahl, a school teacher from Poplar, Wisconsin.

Richard Bong had flown 146 combat missions. General George C. Kenney, commanding the Far East Air Forces, relieved him from combat and ordered that he return to the United States. He was assigned to test new production P-80 Shooting Stars jet fighters being built at Lockheed Aircraft Corporation’s Burbank, California plant.

On 6 August 1945, the fuel pump of the new P-80 Bong was flying failed just after takeoff. The engine failed from fuel starvation and the airplane crashed into a residential area of North Hollywood, California. Major Richard Ira Bong was killed.

Nakajima Ki-43 Type 1 Army Fighter (AvionsLegendaires.net)

The Nakajima Ki-43 Type 1 Hayabusa was a single-place, single-engine fighter manufactured by Nakajima Hikoki K.K. for the Imperial Japanese Army Air Service. The light weight fighter was very maneuverable and was a deadly opponent. It was identified as “Oscar” by Allied forces. The Ki-43 shot down more Allied airplanes during World War II than any other Japanese fighter.

The Ki-43 was 29.2 feet (8.90 meters) long, with a wingspan of 35.6 feet (10.85 meters) and height of 9 feet (2.74 meters). Its empty weight was 4,170 pounds (1,878 kilograms) and gross weight  was 5,500 pounds (2,495 kilograms).

The Ki-43 Type 1 Army Fighter was powered by an air-cooled, supercharged Nakajima Ha-115 Toku two-row, 14-cylinder radial engine which produced 925 horsepower at 9,350 feet (2,850 meters), 800 horsepower  at 20,000 feet (6,096 meters), and 1,105 horsepower at Sea Level for takeoff. The engine drove a three-bladed constant-speed propeller with a diameter of 9.2 feet (2.80 meters).

Nakajima Ki-43 Type 1 Army Fighter, called “Oscar” by the Allied forces. (The Java Gold’s Blog)

Compared to American fighters, the Oscar was lightly armed with just two synchronized 7.7 mm × 58 mm Type 89 or 12.7 mm × 81 mm Type 1 machine guns, or a combination of one 7.7 mm and one 12.7 mm gun. The 12.7 machine gun could fire explosive ammunition. (The Type 89 was a licensed version of the Vickers .303-caliber machine gun, while the design of the Type 1 was based on the Browning M1921 .50-caliber machine gun.)

The Oscar’s maximum speed was 295 miles per hour (475 kilometers per hour) at Sea Level, and 347 miles per hour (558 kilometers per hour) at 20,000 feet (6,096 meters). Its service ceiling was 37,100 feet (11,308 meters). The maximum range with a normal fuel load of 149 U.S. gallons (564 liters) was 1,180 miles (1,899 kilometers) at 1,500 feet (457 meters).

Lockheed P-38J-10-LO Lightning 42-68008, Lockheed serial number 2519. (Lockheed Martin)

The Lockheed P-38 lightning is a single-place, mid-wing, twin-engine fighter. It is an unusual configuration, with the cockpit, weapons and nose landing gear in a central nacelle, and engines, turbochargers, cooling system and main landing gear in outer “booms.” The airplane was originally designed by Clarence L. “Kelly” Johnson.

The P-38J is 37 feet, 10 inches (11.532 meters) long, with a wingspan of 52 feet, 0 inches (15.850 meters) and overall height of 9 feet, 9-11/16 inches (2.989 meters). The fighter has an empty weight of 12,700 pounds (5,761 kilograms) and maximum gross weight of 21,600 pounds (9,798 kilograms).

The P-38J was powered by two liquid-cooled, turbosupercharged 1,710.597-cubic-inch displacement (28.032 liter) Allison Engineering Company V-1710-F-17R and -F17L (V-1710-89 and -91, respectively) single overhead cam (SOHC) 60° V-12 engines with a continuous power rating of 1,100 horsepower at 2,600 r,p.m., to 30,000 feet (9,144 meters), and a takeoff/military power rating of 1,425 horsepower at 3,000 r.p.m. The counter-rotating engines drove 11 feet, 6 inches (3.505 meters) diameter, three-bladed Curtiss Electric full-feathering constant-speed propellers through a 2.00:1 gear reduction. The engines were 7 feet, 1.34 inches (2.168 meters) long, 3 feet, 0.75 inches (0.933 meters) high, 2 feet, 5.28 inches (0.744 meters) wide, and weighed 1,350 pounds (612 kilograms).

A flight of two camouflaged Lockheed P-38J Lightnings, circa 1943. Dick Bong is flying the closer airplane, P-38J-5-LO 42-67183. (Lockheed Martin)

The P-38J had a maximum speed of 420 miles per hour (676 kilometers per hour) at 26,500 feet (8,077 meters). The service ceiling was 44,000 feet (13,411 meters). Carrying external fuel tanks, the Lightning had a maximum range of 2,260 miles (3,637 kilometers).

P-38s were armed with one 20 mm Hispano M2 aircraft autocannon with 150 rounds of ammunition, and four air-cooled Browning AN-M2 .50-caliber machine guns with 500 rounds per gun. All guns are grouped close together in the nose and aimed straight ahead.

A Lockheed P-38 Lighning test fires its guns. (Lockheed Martin)

Between 1939 and 1945, Lockheed Aircraft Corporation built 10,037 P-38 Lightnings at Burbank, California. 2,970 of these were P-38Js.

Major Richard Ira Bong, Air Corps, United States Army. (Richard I. Bong Veterans Historical Center/National Endowment for the Humanities)

© 2018, Bryan R. Swopes

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16 December 1960

The “empennage and fuselage aft of Fuselage Station 1490” of United Air Lines’ Douglas DC-8 N8013U at the intersection of Sterling Place and Seventh Avenue, Brooklyn, New York, 17 December 1960. (New York Daily News)

16 December 1960, 10:33:32 a.m., Eastern Standard Time: United Air Lines Flight 826, a Douglas DC-8 jet airliner, collided with Trans World Airlines Flight 266, a Lockheed L-1049 Super Constellation, at approximately 5,200 feet (1,585 meters) over Staten Island, New York. The Lockheed crashed near the point of collision, on the former Miller Army Air Field, while the DC-8 continued to the northeast before crashing at Brooklyn.

All 128 persons on board both airliners were killed, as were 6 persons on the ground. One passenger, an 11-year-old boy on board the DC-8, did survive the crash, but he died the following day as a result of having inhaled the burning jet fuel fumes.

New York City Fire Department on the scene of the United Air Lines Flight 826 crash, 16 December 1960. The destroyed building was the Pillar of Fire Church, 123 Sterling Place, at Seventh Avenue, Brooklyn..(New York City Fire Department)

The Civil Aeronautics Board investigation of the accident was the first to use data from a Flight Data Recorder from one of the involved airplanes.

A Trans World Airlines Lockheed L-1049 Super Constellation. (TWA)

TWA Flight 266 had originated at Dayton, Ohio, with an intermediate stop at Columbus, Ohio. The Super Constellation departed Port Columbus Airport at 9:00 a.m., en route to La Guardia Airport, New York. Captain David Arthur Wollam, a fifteen year veteran of TWA with 14,583 flight hours, was in command. First Officer Dean T. Bowen and Second Officer (Flight Engineer) LeRoy L. Rosenthal completed the cockpit crew. The cabin crew were Hostess Margaret Gernat and Hostess Patricia Post. The airliner carried 39 passengers.

A United Air Lines Douglas DC-8 at the Douglas Aircraft Company, Long Beach, California. (San Diego Air & Space Museum Archives)

UAL Flight 826 was a non-stop flight from O’Hare Airport, Chicago, Illinois, to New York International Airport (“Idelwild Airport,” now John F. Kennedy International Airport), New York City. The Pilot in Command was Captain Robert H. Sawyer. He had flown for United for nineteen years, and had 19,100 flight hours, with 344 hours in the new DC-8 jet airliner. The co-pilot was First Officer Robert W. Flebing and the flight engineer was Second Officer Richard E. Pruitt. There were four flight attendants in the cabin: Stewardess Mary J. Mahoney, Stewardess Augustine L. Ferrar, Stewardess Anne M. Bouthen, and Stewardess Patricia A. Keller. The flight crew had departed from Los Angeles, California, at 3:20 a.m., arrived at Chicago at 6:56 a.m., where they held over for two hours. The airliner departed Chicago at 9:11 a.m. with 76 passengers. (These times are Eastern Standard Time.)

Both airliners were flying under Instrument Flight Rules and followed a series of airways defined by a system of Very High Frequency Omnidirectional Ranges (VORs)—radio ground stations—as well as radar service provided by Air Traffic Control Centers and Approach Control facilities along their route of flight. As it approached LaGuardia, Flight 266 was controlled by New York Center and LaGuardia Approach Control. Flight 826 was also with New York Center, but the approach to Idlewild was with Idlewild Approach Control. The radar controllers of New York Center “handed off” Flight 266 to LaGuardia Approach at 10:27 a.m. Center cleared Flight 826 to the PRESTON Intersection, and advised to expect to hold at that position. It then handed off 826 to Idlewild Approach at 10:33 a.m.

PRESTON Intersection is a position defined by the 346° radial of the Colts Neck VOR (COL) and the 050° radial of Robbinsville VOR (RBV). Aircraft use VOR receivers and a visual display instrument to locate intersections and their positions along airway routes.

However, at 10:21 a.m., the crew of United 826 informed their operations department that the DC-8’s number two VOR receiver had failed. Flight 826 did not advise ATC, however.

While navigation is still possible with only one VOR receiver, it is more complicated as the operator must continuously switch radio frequencies between two VOR stations, and realign the Pictorial Deviation Indicator (“PDI”) instrument to the changing radials of the two ground stations. The higher speed of the new jet airliner gave the flight crew less time to accomplish the continuous changes required.

LaGuardia instructed Flight 266 to make a series of small right hand turns as it set up for the final approach to the airport’s runways. This placed the Super Constellation over Staten Island.

Illustration of Flight 826 Navigation to Preston Intersection (Federal Aviation Administration)

At 10:33:26 a.m., LaGuardia Approach called Flight 266, “Roger, that appears to be jet traffic off your right now 3 o’clock at one mile, northeast bound.” This transmission was not acknowledged.

At 10:33:28 a.m., Flight 826 “checked in” with Idlewild Approach Control, reporting, “Idlewild Approach Control, United 826, approaching PRESTON at 5,000.” Approach control acknowledged the report and informed the airliner that it could expect, “little or no delay at Preston.” Approach then relayed the current weather at the airfield, which was “600 scattered, 1,500 overcast, visibility one-half mile, light rain and fog.” This transmission was not acknowledged.

The crew of United Flight 826 had made a navigational error. At the time they reported that they were “approaching PRESTON,” the DC-8 had already flown approximately 11 miles (18 kilometers) beyond the clearance limit. Without having received clearance to proceed further, Flight 826 should have entered a holding pattern to the southwest of the intersection.

Air traffic controllers at LaGuardia Approach Control saw two radar targets merge. One then continued to the northwest, while the second remained stationary, then made a slow right turn before disappearing from the radar scope.

At the point of collision, the Super Constellation was in a slight left bank. The DC-8 was flying straight and level at 301 miles per hour. It struck the L-1049A from the right rear quarter, its number 4 engine penetrating the Constellation’s passenger cabin, and severing the Constellation’s right wing between the number 3 and number 4 engines. The Lockheed’s fuselage broke into three sections and caught fire. The DC-8 was heavily damaged in the collision, the outboard section of the right wing and the number 4 engine found among the Constellation’s wreckage at Miller Field. The jetliner continued for approximately 9 miles before crashing into a residential area of Brooklyn.

Scene of the DC-8 crash, Brooklyn, New York, 16 December 1960. (New York City Fire Department)

Trans World Airlines Flight 266 was a Lockheed L-1049-54 Super Constellation, serial number 1049-4021, registered N6907C. It had been delivered to TWA eight years earlier, 16 October 1952. At the time of the collision, the airliner had flown a total of 21,555 hours (TTAF). It was 3,905 hours since the last major overhaul (SMOH).

United Air Lines Flight 826 was a Douglas DC-8-11, serial number 45920, registered N8013U. It was delivered to United 22 December 1959. The airliner had flown 2,434 hours TTAF, and 42 hours since overhaul.

The DC-8 carried a Waste King Flight Recorder, from which significant data was recovered by crash investigators.

Wreckage of TWA Flight 266 at Miller Field. (New York Daily News)

© 2018, Bryan R. Swopes

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14 December 1959

Captain Joe Bailey Jordan, U.S. Air Force, in the cockpit of his record-setting Lockheed F-104C Starfighter. (U.S. Air Force)
Captain Joe Bailey Jordan, U.S. Air Force, in the cockpit of his record-setting Lockheed F-104C Starfighter. (U.S. Air Force)

14 December 1959: Air Force test pilot Captain Joe Bailey Jordan, United States Air Force, established a Fédération Aéronautique Internationale (FAI) World Record for Altitude in a Turbojet Aircraft, breaking a record set only 8 days before by Commander Lawrence E. Flint, Jr., U.S. Navy, flying the number two prototype McDonnell YF4H-1 Phantom II, Bu. No. 142260.¹

Lockheed F-104C-5-LO Starfighter 56-885. (U.S. Air Force)
Lockheed F-104C-5-LO Starfighter 56-885. (U.S. Air Force)

Flying a slightly modified Lockheed F-104C-5-LO Starfighter, 56-885, (the aft fuselage had been replaced by one from a two-place F-104B, which had larger tail surfaces), Jordan released the brakes at Edwards Air Force Base, and 15 minutes, 4.92 seconds later he reached 30,000 meters (98,425 feet) establishing an Fédération Aéronautique Internationale (FAI) world record for time-to-altitude.² The Starfighter continued the zoom climb profile, peaking at 103,389 feet (31,513 meters) ³ and going over the top at 455 knots (843 kilometers per hour). While accelerating for the zoom maneuver, Jordan’s F-104 reached Mach 2.36.

The Harmon International Trophy (NASM)

Fédération Aéronautique Internationale rules required that a new record must exceed the previous record by 3%. The Starfighter beat the Phantom II’s peak altitude by 4.95%. Captain Jordan was credited for his very precise flying and energy efficiency. For this flight, Captain Jordan was awarded the Harmon International Trophy.

Joe Bailey Jordan was born at Huntsville, Texas, 12 June 1929, the son of James Broughtan Jordan, a track foreman, and Mattie Lee Simms Jordan. He entered the Air Force in 1949, trained as a pilot and received his pilot’s wings 15 September 1950. He flew the Lockheed F-80 Shooting Star during the Korean War, and served as a flight instructor after his return to the United States. He was a graduate of both the Air Force Test Pilot School and the Air Force Fighter Weapons School. He became a project test pilot on the F-104 in 1956.

Jordan married Dolores Ann Craig of Spokane, Washington, 8 February 1958, at Santa Monica, California. They had two children, Carrie and Ken.

Colonel Jordan was the first Western pilot to fly the Mikoyan-Gurevich MiG-21 interceptor and his evaluations allowed U.S. pilots to exploit the MiG’s weaknesses during the Vietnam War.

General Dynamics F-111A 65-5701. Photographed by Hervé Cariou at the Salon du Bourget (Paris Air Show), May 1967.

While testing General Dynamics F-111A 65-5701, Jordan and his co-pilot were forced to eject in the fighter’s escape capsule when the aircraft caught fire during a gunnery exercise at Edwards AFB, 2 January 1968. His back was injured in the ejection.

After Jordan retired from the Air Force in 1972, he became an engineering test pilot for the Northrop Corporation’s YF-17 flight test program.

Lieutenant Colonel Joe Bailey Jordan died at Oceanside, California, 22 April 1990, at the age of 60 years. His ashes were spread at Edwards Air Force Base. Jordan Street on the air base is named in his honor.

Captain Joe Bailey Jordan, United States Air Force. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)
Captain Joe Bailey Jordan, United States Air Force. (Photograph courtesy of Neil Corbett, Test and Research Pilots, Flight Test Engineers)

The Lockheed F-104C Starfighter was a tactical strike variant of the F-104A interceptor. The F-104C shared the external dimensions of the F-104A, but weighed slightly less.

The F-104C was powered by a single General Electric J79-GE-7 engine, a single-spool axial-flow afterburning turbojet, which used a 17-stage compressor and 3-stage turbine. The J79-GE-7 is rated at 10,000 pounds of thrust (44.482 kilonewtons), and 15,800 pounds (70.282 kilonewtons) with afterburner. The engine is 17 feet, 4 inches (5.283 meters) long, 3 feet, 2.3 inches (0.973 meters) in diameter, and weighs 3,575 pounds (1,622 kilograms).

The F-104C could carry a 2,000 pound weapon on a centerline hardpoint. It could carry up to four AIM-9B Sidewinder missiles.

On 9 May 1961, near Moron AFB, Spain, Starfighter 56-885 had a flight control failure with stick moving full aft. The pilot was unable to move it forward, resulting in an initial zoom climb followed by unrecoverable tumble. The pilot safely ejected but the airplane crashed and was destroyed.

Captain Joe B. Jordan, USAF, is congratulated by Lockheed test pilot Tony LeVier. Captain Bailey is wearing a David Clark Co. MC-3 capstan-type partial-pressure suit with a ILC Dover MC-2 helmet. (Jet Pilot Overseas)
Captain Joe B. Jordan, USAF, is congratulated by Lockheed Chief Engineering Test Pilot Tony LeVier. Captain Bailey is wearing a David Clark Co. MC-3 capstan-type partial-pressure suit with an ILC Dover MC-2 helmet. (Jet Pilot Overseas)

A short Air Force film of Joe Jordan’s record flight can be seen at:

¹ FAI Record File Number 10352

² FAI Record File Number 9065

³ FAI Record File Number 10354

© 2018, Bryan R. Swopes

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10 December 1963

Colonel Charles E. Yeager, U.S. Air Force, wearing a David Clark Co. A/P22S-2 full-pressure suit, accompanied by Major Ralph N. Richardson of the Aviation Physiology Laboratory, Richardson, walks to a Lockheed NF-104A Aerospace Trainer at Edwards Air Force base. (U.S. Air Force)
Colonel Charles E. Yeager, U.S. Air Force, wearing a David Clark Co. A/P22S-2 full-pressure suit, accompanied by Major Ralph N. Richardson of the Aviation Physiology Laboratory, walks to a Lockheed NF-104A Aerospace Trainer at Edwards Air Force Base. (U.S. Air Force)

10 December 1963: In an attempt to set a world absolute altitude record, Colonel Charles E. (“Chuck”) Yeager, U.S. Air Force, took a Lockheed NF-104A Starfighter Aerospace Trainer, 56-0762, on a zoom climb profile above 100,000 feet (30,480 meters) at Edwards Air Force Base, in the high desert of southern California. This was Colonel Yeager’s fourth attempt at the record.

Colonel Charles E. Yeager, U.S. Air Force, in the cockpit of a Lockheed NF-104A Aerospace Trainer, at Edwards Air Force Base, California, 1963. (U.S. Air Force)
Colonel Charles E. Yeager, U.S. Air Force, in the cockpit of a Lockheed NF-104A Aerospace Trainer, at Edwards Air Force Base, California, 1963. (U.S. Air Force)

The zoom climb maneuver was planned to begin with the NF-104A in level flight at 0.85 Mach and 35,000 feet (10,668 meters). The pilot would then accelerate in Military Power and light the afterburner, which increased the J79 turbojet engine’s 9,800 pounds of thrust (43.59 kilonewtons) to 15,000 pounds (66.72 kilonewtons). The modified Starfighter was to continue accelerating in level flight. On reaching Mach 2.2, the Colonel Yeager would ignite the Rocketdyne AR2–3 rocket engine, which burned a mixture of JP-4 and hydrogen peroxide to produce 6,600 pounds of thrust (29.36 kilonewtons).

Lockheed NF-104 Aerospace Trainer zoom-climb profile. (U.S. Air Force via NF-104.com)

When the AST reached Mach 2.5, Yeager was to begin a steady 3.5G pull-up until the interceptor was in a 70° climb. At 75,000 feet (22,860 meters), he would shut off the afterburner to avoid exceeding the turbojet’s exhaust temperature (EGT) limits. Yeager would then gradually reduce the jet engine power to idle by 85,000 feet (25,908 meters), and then shut it down. Without the engine running, cabin pressurization would be lost and his A/P22S-2 full-pressure suit would inflate.

One of the three Lockheed NF-104A Starfighter Aerospace Trainers, 56-756, in a zoom-climb with the rocket engine firing. (U.S. Air Force)
One of the three Lockheed NF-104A Starfighter Aerospace Trainers, 56-756, in a zoom-climb with the rocket engine firing. (U.S. Air Force)

The NF-104A would then continue to zoom to an altitude where its aerodynamic control surfaces were no longer functional. It had to be controlled by reaction jets in the nose and wing tips. The pilot had to use the reaction control thrusters to pitch the AST’s nose down before reentering the atmosphere, so that it would be in a -70° dive. The windmill effect of air rushing into the intakes was used to restart the jet engine.

Yeager’s NF-104A out of control. This is a still frame from cine film shot at a distance of 20 miles (32 kilometers). (U.S. Air Force)

The 10 December flight did not proceed as planned. Chuck Yeager reached a peak altitude of approximately 108,000 feet (32,918 meters), nearly two miles (3.2 kilometers) lower than the record altitude set by Major Robert W. Smith just four days earlier.

On reentry, Yeager had the Starfighter incorrectly positioned with only a -50° nose-down pitch angle, rather than the required -70°.

The Starfighter entered a spin.

Without air flowing through the engine intakes because of the spin, Yeager could not restart the NF-104’s turbojet engine. Without the engine running, he had no hydraulic pressure to power the aerodynamic flight control surfaces. He was unable to regain control the airplane. Yeager rode the out-of-control airplane down 80,000 feet (24,384 meters) before ejecting.

The data recorder would later indicate that the airplane made fourteen flat spins from 104,000 until impact on the desert floor.  I stayed with it through thirteen of those spins before I punched out. I hated losing an expensive airplane, but I couldn’t think of anything else to do. . . I went ahead and punched out. . . .”

Yeager, An Autobiography, by Brigadier General Charles E. Yeager, U.S. Air Force (Retired) and Leo Janos, Bantam Books, New York, 1985, at Pages 279–281.

NF-104A 56-762 crashed at N. 35° 7′ 25″,  W. 118° 8′ 50″, about one mile (1.6 kilometers) north of the intersection of State Route 14 and State Route 58, near California City. The airplane was completely destroyed.

Chuck Yeager was seriously burned by the ejection seat’s internal launch rocket when he was struck by the seat which was falling along with him.

This incident was dramatized in the 1983 movie, “The Right Stuff,” (based on Tom Wolfe’s book of the same title), with Yeager portrayed by actor Sam Shepard.

Actor Sam Shepard portrayed Colonel Charles E. Yeager in the 1983 movie, "The Right Stuff", written and directed by Philip Kaufman for The Ladd Company, and based on the book by Tom Wolfe. The airplane behind Mr. Shepard is a Fokker-built F-104G Starfighter, 63-13269.
Actor Sam Shepard portrayed Colonel Charles E. Yeager in the 1983 movie, “The Right Stuff”, written and directed by Philip Kaufman for The Ladd Company, and based on the book by Tom Wolfe. The airplane behind Mr. Shepard is a Fokker-built F-104G Starfighter, 63-13269. (Warner Bros.)

56-762 was a Lockheed F-104A-10-LO Starfighter, one of three taken from storage at The Boneyard at Davis-Monthan Air Force Base, Tucson, Arizona, and sent to Lockheed for modification to Aerospace Trainers (ASTs).

These utilized a system of thrusters for pitch, roll and yaw control at altitudes where the standard aerodynamic control surfaces could no longer control the aircraft. This was needed to give pilots some experience with the reaction control system for flight outside the Earth’s atmosphere.

The F-104A vertical fin was replaced with the larger fin and rudder from the two-place F-104B for increased stability. The wings were lengthened for installation of the Reaction Control System. The fiberglass nosecone was replaced by an aluminum skin for the same reason. The interceptor’s radar and M61 Vulcan cannon were removed and tanks for rocket fuel and oxidizers, nitrogen, etc., installed in their place. The standard afterburning General Electric J79-GE-3B turbojet engine remained, and was supplemented by a Rocketdyne AR2–3 liquid-fueled rocket engine which produced 6,600 pounds of thrust (29.36 kilonewtons) for up to 100 seconds.

On 13 December 1958, prior to its modification to an AST, Lockheed F-104A-10-LO Starfighter 56-762 was flown by 1st Lieutenant Einar K. Enevoldson, USAF, to seven Fédération Aéronautique Internationale (FAI) time-to-altitude world records at Naval Air Station Point Mugu, Californa (NTD).

Wreckage of Lockheed NF-104A 56-762, 10 December 1963. (U.S. Air Force)
Wreckage of Lockheed NF-104A 56-762, 10 December 1963. (U.S. Air Force)

© 2018, Bryan R. Swopes

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