26 May 1961: The Firefly, the Blériot Trophy-winning Convair B-58A-10-CF Hustler, serial number 59-2451, assigned to the 43rd Bombardment Wing, Carswell Air Force Base, Fort Worth, Texas, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Recognized Course by flying from Washington, D.C. to Paris in 3 hours, 39 minutes, 49 seconds, for an average speed of 1,687.69 kilometers per hour (1,048.68 miles per hour).¹
During the same flight, the B-58 flew the New York to Paris segment in 3 hours, 14 minutes, 44.53 seconds, at an average speed of 1,753.16 kilometers per hour (1,089.36 miles per hour).
The aircrew, Major William R. Payne, Aircraft Commander, Captain William L. Polhemus, Navigator, and Captain Raymond R. Wagener, Defensive Systems Officer, won the Harmon and Mackay Trophies for this flight.
On 3 June 1961, while enroute home, The Firefly crashed only 5 miles from Paris, killing the Blériot Trophy-winning aircrew, Major Elmer E. Murphy, Major Eugene Moses, and First Lieutenant David F. Dickerson. The B-58 was totally destroyed.
The B-58A 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, each located in individual cockpits. The aircraft had a delta-winged configuration similar to the Convair F-102A Delta Dagger and F-106 Delta Dart supersonic interceptors. 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. There are no flaps.
The “Hustler” was 96.8 feet (29.5 meters) long, with a wing span of 56.8 feet (17.3 meters) and an overall height of 31.4 feet (9.6 meters). The wings’ leading edges were swept back at a 60° angle. The wings had a 3°0′ angle of incidence, 2°14′ dihedral, and a total area of 1,542.5 square feet (143.3 square meters).
The B-58A had an empty weight of 51,061 pounds (23,161 kilograms). Its Maximum Takeoff Weight (MTOW) was 90,000 pounds (40,823 kilograms), but once airborne, it could take on additional fuel from a tanker, raising the bomber’s maximum weight to 125,147 pounds (56,766 kilograms).
The B-58A was powered by four General Electric J79-GE-5 afterburning turbojet engines, suspended under the wings from pylons. These were single-shaft axial-flow engines with a 17-stage compressor and 3-stage turbine. The J79-GE-5 had a continuous power rating of 9,700 pounds of thrust (43.15 kilonewtons), Military Power, 10,000 pounds of thrust (44.49 kilonewtons), and Maximum Power, 15,600 pounds (69.39 kilonewtons) with afterburner. (All ratings at 7,460 r.p.m.) The engine was 16 feet, 10.2 inches (5.131 meters) long and 3 feet, 2.0 inches (0.889 meters) in diameter. It weighed 3,570 pounds (1,619 kilograms).
The bomber had a cruise speed of 626 miles per hour (1,007 kilometers per hour) from 30,000 to 50,000 feet (9,144–15,240 meters), and a maximum speed of 1,319 miles per hour (2,124 kilometers per hour) at 56,100 feet (17,099 meters). The B-58’s service ceiling was 67,200 feet (20,483 meters).
Jet fuel (JP-4) was carried in three tanks inside the airplane’s fuselage, and two tanks in a streamlined drop tank. The total capacity of the five tanks was 15,369 gallons (58,178 liters). Its combat radius was 2,589 miles (4,167 kilometers) and the maximum ferry range was 6,483 miles (10,434 kilometers).
The B-58 weapons load was a combination of W-39, B43 or B61 nuclear bombs. The W-39 was carried in the centerline pod. (A two-component mission pod was also available.) The W-39 was the same warhead used on the PGM-11 Redstone intermediate range ballistic missile and the SM-62 Snark intercontinental cruise missile. It was a two-stage radiation-implosion thermonuclear warhead with an explosive yield of 3.8 megatons. The warhead weighed 6,230 pounds (2,826 kilograms). The B-43 and B-61 bombs were carried on four hardpoints under the fuselage.
There was a defensive General Electric M61 Vulcan 20 mm rotary cannon mounted in the bomber’s tail, with a maximum 1,040 rounds of ammunition. The gun was remotely-controlled by the Defensive Systems Officer.
The Convair Division of General Dynamics built 116 B-58s at Forth Worth, Texas. The first XB-58 flew on 11 November 1956. Production aircraft entered service with the Strategic Air Command in 1960 and were retired in 1970. Only eight aircraft remain in existence.
18 March 1937, 5:40 a.m.: Amelia Earhart and her crew sighted Diamond Head on the island of Oahu, Hawaiian Islands. The Electra landed at Wheeler Army Airfield, Honolulu, after an overnight flight from Oakland, California, completing the first leg of a planned around-the-world flight in 15 hours, 47 minutes.
The airplane was Earhart’s Lockheed Electra 10E Special, registration NR16020. Also aboard were Paul Mantz, Amelia’s friend and adviser, as co-pilot, navigator Captain Frederick Joseph Noonan, formerly of Pan American Airways, and Captain Harry Manning of United States Lines, also a close friend of Amelia’s, acting as radio operator and navigator.
About an hour after takeoff from Oakland, California, the Electra overtook the Pan American Airways Hawaii Clipper, which had departed San Francisco Bay an hour-and-a-half before Earhart. She took photographs of the Martin M-130 flying boat.
In her log, Amelia Earhart described the sunset over the Pacific Ocean:
“. . . golden edged clouds ahead, then the golden nothingness of sunset beyond. . . The aft cabin is lighted with a weird green blue light, Our instruments show pink. The sky rose yellow. . . Night has come. The sea is lovely. Venus is setting ahead to the right. The moon is a life-saver. It gives us a horizon to fly by. . . .”
— Amelia: The Centennial Biography of an Aviation Pioneer, by Donald M. Goldstein and Katherine V. Dillon, Brassey’s, Washington and London, 1997, Chapter 18 at Page 171.
On arrival at Hawaii, Earhart, saying that she was very tired, asked Paul Mantz to make the landing at Wheeler Field.
9 October 1955: Lieutenant Colonel Robert Ray Scott, United States Air Force, commanding officer, 510th Fighter Bomber Squadron, 405th Fighter Bomber Wing, Langley Air Force Base, Virginia, with Major Robert C. Ruby and Captain Charles T. Hudson, flew their Republic F-84F Thunderstreaks non-stop from Los Angeles Airport (LAX), on the southern California coastline, to overhead Floyd Bennett Field, New York. Two in-flight refuelings from Boeing KB-29 tankers were required.
Colonel Scott’s flight set a new National Aeronautic Association speed record with an elapsed time of 3 hours, 44 minutes, 53.88 seconds.
A newspaper article from the following day describes the event:
2 Des Moines Pilots Break Speed Record
NEW YORK (AP) — Two air force pilots from Des Moines broke the speed record from Los Angeles to New York Wednesday, making a nonstop flight in less than four hours.
Lt. Col. Robert R. Scott, 34, flying a Republic F-84F Thunderstreak jet fighter, turned in the fastest time — 3 hours 46 minutes and 33 seconds. He averaged 649 miles an hour.
Just one minute behind was another Des Moines pilot, Maj. Robert C. Ruby, 32. His time was 3:47:33.
The old mark for the 2,445-mile route was 4:06:16, set Jan 2, 1954, by an air national guard pilot.
The pilots said they could have made faster time except for slow and obsolete in-flight refueling tanker planes.
A third pilot who shattered the old mark is Capt. Charles T. Hudson, 33, of Gulfport, Miss., who made the flight in 3:49:53.
Eight air force Thunderstreaks left Los Angeles in a mass assault on the record. Five dropped out through failure to make contact with refueling planes or other reasons. All reportedly landed safely.
While setting a Los Angeles–New York record, Scott failed to beat the navy’s time from San Diego, Calif., to New York — 2,438 miles, or seven miles shorter than Wednesday’s flight.
Flew Cougar Jet
Lt. Comdr. Francis X. Brady, 33, of Virginia Beach, Va., flew from San Diego in 3:45:30 on April 1, 1954, flying a Grumman F9F Cougar.
The air force planes flew at about 40,000 feet.
“The tankers used for refueling are much too obsolete and too old,” Scott commented on landing.
The jets had to slow to 200 m.p.h. from almost 650 to take on fuel.
Scott said he refueled twice — once near La Junta, Colo., and once near Rantoul, Ill.
Ruby and Hudson also said they could have made faster time if the tank planes were more modern.
Hudson and Ruby carried extra gas tanks and made one in-flight refueling each. Scott carried no extra gas and had two in-flight refuelings.
1st Lt. James E. Colson of Middleboro, Ky., tried to make it with no refueling. He got as far as Pittsburgh, Pa.
Of the other four unable to complete the flight, one dropped out in California, two in Kansas and one at Sedalia, Mo.
— The Daily Iowan, Thursday, March 10, 1955, Page 1, Column 1
Robert Ray Scott was born at Des Moines, Iowa, 1 November 1920. He was the first of two children of Ray Scott, a railroad worker, and Elva M. Scott. He graduated from North High School in Des Moines, January 1939. He studied aeronautical engineering at the University of Iowa for two years before he enlisted as an Aviation Cadet in the U.S. Army Air Corps, 15 August 1941. Scott was 5 feet, 7 inches (1.70 meters) tall and weighed 144 pounds (65.3 kilograms). He was trained as a pilot and and was commissioned as a Second Lieutenant, 16 March 1942. He was assigned as an instructor pilot in California, and was promoted to 1st Lieutenant 15 December 1942.
Scott was transferred to the 426th Night Fighter Squadron, 14th Air Force, flying the Northrop P-61 Black Widow in India and China. He was promoted to captain, 3 May 1944, and to major, 16 August 1945. Major Scott was credited with shooting down two enemy aircraft. He was awarded the Distinguished Flying Cross and the Air Medal.
Following World War II, Major Scott returned to the University of Iowa to complete his bachelor’s degree. He also earned two master’s degrees.
In 1952 he graduated from the Air Force test pilot school at Edwards Air Force Base, then served as a project pilot on the North American F-86D all-weather interceptor. Later he was a project officer at Edwards AFB on the Republic F-105 Thunderchief Mach 2 fighter-bomber.
Scott flew the North American Aviation F-86F Sabre during the Korean War. From January to July 1953, he flew 117 combat missions. From 1953 to 1956, Lieutenant Colonel Scott commanded the 405th Fighter Bomber Wing, Tactical Air Command, at Langley Air force base, Virginia.
Scott was promoted to the rank of Colonel in 1960.
During the Vietnam War, Colonel Scott commanded the 355th Tactical Fighter Wing, flying 134 combat missions in the Republic F-105 Thunderchief. On 26 March 1967 he shot down an enemy MiG-17 fighter near Hanoi with the 20 mm M61 Vulcan cannon of his F-105D-6-RE, 59-1772, making him only the second Air Force pilot with air combat victories in both World War II and Vietnam.
Colonel Scott’s final command was the 832nd Air Division, 12th Air Force, at Cannon Air Force Base, New Mexico. He retired 1 September 1970 after 29 years of military service.
Colonel Robert Ray Scott flew 305 combat missions in three wars.During his Air Force career, Colonel Scott was awarded four Silver Star medals, three Legion of Merit medals, six Distinguished Flying Crosses and 16 Air Medals. He died at Tehachapi, California, 3 October 2006 at the age of 86 years. He is buried at the Arlington National Cemetery.
The Republic F-84F Thunderstreak was an improved, swept-wing version of the straight-wing F-84 Thunderjet fighter bomber. The first production Thunderstreak, 51-1346, flew for the first time, 22 May 1952, with company test pilot Russell M. (Rusty”) Roth in the cockpit.
The F-84F was 43 feet, 4¾ inches (13.227 meters) long with a wingspan of 33 feet, 7¼ inches (10.243 meters) and overall height of 14 feet, 4¾ inches (4.388 meters). The wings were swept aft 40° at 25% chord. Their angle of incidence was 1° 30′ and there was no twist. The F-84F had 3° 30′ anhedral. The Thunderstreak had an empty weight if 13,645 pounds (6,189 kilograms) and maximum takeoff weight of 27,000 pounds (12,247 kilograms).
The initial F-84F-1-RE aircraft were powered by a Wright J65-W-1 turbojet, a license-built variant of the British Armstrong Siddely Sapphire. Later versions used Wright J65-W-3 and J65-W-7, or Buick J65-B-3 or J65-B-7 engines. The J65-B-3 was a single-shaft axial-flow turbojet with a 13-stage compressor section and 2-stage turbine. The W-3/B-3 had a continuous power rating of 6,350 pounds of thrust (28.25 kilonewtons) at 8,000 r.p.m. It produced 7,220 pounds of thrust (32.12 kilonewtons) at 8,300 r.p.m. (5-minute limit). The J65-B-3 was 10 feet, 8.6 inches (3.266 meters) long, 3 feet, 1.7 inches (0.958 meters) in diameter, and weighed 2,785 pounds (1,263 kilograms).
The F-84F had a maximum speed of 595 knots (685 miles per hour/1,102 kilometers per hour) at Sea Level (0.900 Mach). The fighter bomber could climb at 7,000 feet per minute (36 meters per second). Its service ceiling was 44,450 feet (13,548 meters). The fighter bomber’s maximum ferry range was 2,010 nautical miles (2,313 statute miles/3,723 kilometers).
Armament consisted of six Browning .50-caliber (12.7 × 99 NATO) AN-M3 aircraft machine guns, with two mounted in the wing roots and four in the nose. The were 300 rounds of ammunition per gun. Up to 6,000 pounds (2,722 kilograms) of bombs and rockets could be carried under the wings. A variable-yield Mark 7 tactical nuclear weapon could also be carried.
Between 1952 and 1957, 2,112 F-84F Thunderstreaks were built by Republic at Farmingdale, New York, and by General Motors at Kansas City, Kansas. The Thunderstreak served with the United States Air Force and Air National Guard until 1971.
5 February 1949: An Eastern Air Lines Lockheed L-749A Constellation, serial number 2610, N115A, flew from Los Angeles to LaGuardia Airport, New York, in 6 hours, 17 minutes, 39-2/5 seconds, setting a new West-to-East transcontinental speed record for transport aircraft.
Captain Fred E. Davis was in command, with First Officer M.L. Jordan and Flight Engineer E. L. Graham, Eastern’s Chief Flight Engineer. The flight was timed by officials of the National Aeronautic Association.
The Constellation took off from Lockheed Air Terminal at Burbank, California, at 7:51:21 a.m., Pacific Standard Time (15:51:21 UTC), and passed over La Guardia at 5:08:02 p.m., Eastern Standard Time (22:08:02 UTC). The Constellation averaged 392 miles per hour over the 2,455 mile flight.
The following day, 6 February, Eddie Rickenbacker, Eastern Air Lines’ president and general manager, announced that that the company had ordered an additional seven Lockheed Constellations at a cost of more that $1,000,000 each, with the first one to be delivered to Miami, Florida, the following week.
The Lockheed L-749A Constellation was a longer-range development of the L-649, with fuel capacity increased by 1,130 gallons (4,278 liters). It was operated by a flight crew of four, with two to four flight attendants. It could carry up to 81 passengers.
The airplane was 97 feet, 4 inches (29.667 meters) long with a wingspan of 123 feet (37.49 meters) and an overall height of 22 feet, 5 inches (6.833 meters). It had an empty weight of 56,590 pounds (25,668 kilograms) and maximum takeoff weight of 107,000 pounds (48,534.4 kilograms).
The L-749A was powered by four 3,347.662-cubic-inch-displacement (54.858 liter) air-cooled, supercharged, fuel-injected, Wright Aeronautical Division Cyclone 18 745C18BD1 (R-3350-75), two-row 18-cylinder radial engines with a compression ratio of 6.5:1. This engine, also known as the Duplex-Cyclone, featured “jet stacks” which converted the piston engines’ exhaust to usable jet thrust, adding about 15 miles per hour (24 kilometers per hour) to the airplane’s speed. They had a normal power rating of 2,100 horsepower at 2,400 r.p.m., and 2,500 horsepower at 2,800 r.p.m. for takeoff, (five minute limit). The engines 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 745C18BD1 was 6 feet, 6.52 inches (1.994 meters) long, 4 feet, 7.62 inches (1.413 meters) in diameter and weighed 2,915 pounds (1,322 kilograms).
The L-749 had a cruise speed of 345 miles per hour (555.22 kilometers per hour) and a range of 4,995 miles (8,038.7 kilometers). Its service ceiling was 24,100 feet (7,346 meters).
N115A was leased to California Hawaiian Airlines, 1961–1962. It was purchased by Rutas Internacionales Peruanas SA (RIPSA) in 1966 and re-registered OB-R-833. In 1968 it was withdrawn from service and was scrapped in 1981. Photographs of the derelict record-setting airplane parked at Lima, Peru, in 1980, are just to sad to publish here.
26 January 1946: Colonel William Haldane Councill, U.S. Army Air Forces, a test pilot at the Flight Test Division, Wright Field, Ohio, made a record-breaking flight from Daugherty Field (Long Beach Airport), California, to overhead LaGuardia Airport, New York, in 4 hours, 13 minutes, 26 seconds. He was piloting a Lockheed P-80A-1-LO Shooting Star, serial number 44-85123. Colonel Councill flew as high as 41,000 feet (12,497 meters), but stayed at 35,000 feet (10,668 meters) for most of the flight. This flight set a new transcontinental speed record for the 2,457 miles (3,954 kilometers), averaging 584.82 miles per hour (941.18 kilometers per hour).
The National Aeronautic Association representative, John P. V. Heinmuller, was the official timer. (Mr. Heinmuller was the Chief Timer of both the N.A.A. and the Fédération Aéronautique Internationale. He was president of the Longines-Wittnauer Watch Co., inc. He had also timed Lindbergh’s transatlantic flight in 1927. Mr. Heinmuller was the author of Man’s Fight to Fly: Famous World-Record Flights and a Chronology of Aviation, 1944).
Colonel Councill was accompanied by two other P-80s flown by Captain John S. Babel and Captain Martin I. Smith. This was the longest non-stop flight by a jet aircraft up to that time.
Colonel Councill’s P-80A had been modified with the installation of a 100-gallon (379 liters) fuel tank in the nose in place of the standard armament of six machine guns. Along with 300-gallon (1,135 liters) wing tip tanks, the Shooting Star’s maximum fuel load had been increased to 1,165 gallons (4,410 liters).¹
The P-80s flown by Captains Babel and Smith also had the nose fuel tank installed, but carried 150-gallon (569 liters) wing tip tanks. They had to stop at Topeka, Kansas, to refuel. Ground crews met them with four fuel trucks, and they were airborne in 4 minutes and 6 minutes, respectively.
William Haldane Councill was born 5 October 1911 at Bellevue, Pennsylvania. He was the second of four children of William Mansfield Councill, a manager for a fireproofing company, and Bertha Etta Wing Councill. He attended Perry High School, where he was a member of the Aero Club.
Bill Councill studied at the Carnegie Institute of Technology, Pittsburgh, Pennsylvania. He was a member of the Reserve Officers Training Corps (R.O.T.C.), and the Delta Upsilon (ΔΥ) fraternity. He was also a member of the Scabbard and Blade, and co-chairman of the Military Ball. Councill graduated in 1933 with the degree of Bachelor of Science in Mechanical Engineering (B.S.M.E.).
William H. Councill was commissioned as a second lieutenant, Engineer Reserve, 1 June 1933. He was appointed a flying cadet and trained as a pilot, 1 October 1933 to 14 October 1935. He then received a commission as a second lieutenant, Air Reserve.
Lieutenant Councill married Miss Lillie Louise Slay at Wahiawa Heights, Honolulu, Territory of Hawaii, 18 April 1936. They would have one daughter, Frances, born in 1943.
On 1 October 1938, Councill’s reserve commission was converted to second lieutenant, Air Corps, United States Army. Councill was promoted to first lieutenant, 1 October 1941.
During this time William Councill held a parallel commission in the Army of the United States. He was promoted to first lieutenant, A.U.S., 9 September 1940, and captain, A.U.S., 1 February 1942. On 1 March 1942, he was promoted to the rank of major, A.U.S. (A.C.), and to lieutenant colonel, 19 December 1942. On 3 July 1945, Councill advanced to the rank of colonel, A.U.S.
Colonel Councill was rated as a command pilot. During World War II, he flew 130 combat missions with the the Lockheed P-38 Lightning .Thirteenth Air Force in the southwest Pacific area. He is credited with shooting down three enemy aircraft, and was awarded the Distinguished Flying Cross for his actions in an air battle over the Solomons, 15 January 1943.
At 10:54 a.m., 5 April 1954, Colonel Councill took off from the Republic Aviation Company plant at Farmingdale, New York, in a Lockheed T-33A Shooting Star, en route to Langley Field, Virginia. He never arrived. An extensive search, other than locating a single wing tank, was unsuccessful. It was presumed that Councill went down in the Atlantic Ocean.
According to his commanding officer, Major General Earl W. Barnes,
“. . . He was a most capable, dependable and responsible officer who was conscientiously devoted to his tasks. His opinions on military matters were highly regarded by his superior officers. His pleasant personality, genial manner, and dry wit endeared him to the hearts of the many friends he had won during approximately twenty-one years of service in the United States Air Force. He was greatly beloved by those with whom he associated. . . I feel that our Country and the Air Force have lost an irreplaceable asset and a great leader.”
—Wing Family Annals, Wing Family of America, Inc., Des Moines, Iowa. Vol. 54, No. 1, at Pages 7 and 8
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 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) ² 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 -1° 30′ twist. 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). 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.
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.
On 3 June 1946, Lockheed P-80A-1-LO Shooting Star 44-85123, flown by Lieutenant Henry A. Johnson, set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Closed Circuit of 1,000 Kilometers with an average speed of 745.08 kilometers per hour (462.97 miles per hour).³
On 2 September 1946, Major Gustav Lindquist won the Thompson Trophy Race, J Division, at the National Air Races, Cleveland, Ohio, 1946, with the same airplane, averaging 515.853 miles per hour (830.185 kilometers per hour) over a 180-kilometer (111.85-mile) course.
Today, 44-85123 is in the collection of the Air Force Flight Test Museum, Edwards Air Force Base.
¹ Thanks to Jeffrey P. Rhodes ofLockheed Martin for additional information on Colonel Councill’s Lockheed P-80A Shooting Star.
² 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).