Tag Archives: Transcontinental Flight

11 February 1939

Wreck of the Lockheed XP-38 at Cold Stream, New York. (Associated Press)
Wreck of the Lockheed XP-38 at Cold Stream Golf Course, Hempstead, New York, 11 February 1939. (Associated Press)

11 February 1939: Barely two weeks after its first flight, First Lieutenant Benjamin Scovill (“Ben”) Kelsey, U.S. Army Air Corps, took the prototype Lockheed XP-38, 37-457, on a record-breaking transcontinental flight from March Field, Riverside, California, to Mitchel Field, Long Island, New York.

Lieutenant Kelsey departed March Field at 6:32 a.m., Pacific Standard Time, (9:32 a.m., Eastern) and flew to Amarillo, Texas for the first of two refueling stops. He arrived there at 12:22 p.m., EST, and remained on the ground for 22 minutes. The XP-38 took off at 12:44 p.m., EST, and Kelsey flew on to Wright Field, Dayton, Ohio. He landed there at 3:10 p.m. EST.

Kelsey was met by Major General H.H. Arnold, and it was decided to continue to New York. The XP-38 was airborne again at 3:28 p.m., EST, on the final leg of his transcontinental flight.

The prototype Lockheed XP-38 37-457, being refueled at Wright Field, Dayton, Ohio, during the transcontinental speed record flight, 11 February 1939. (Unattributed)
The prototype Lockheed XP-38, 37-457, being refueled at Wright Field, Dayton, Ohio, during the transcontinental speed record attempt, 11 February 1939. (Unattributed)

Kelsey was overhead Mitchel Field, New York at 4:55 p.m., Eastern Standard Time, but his landing was delayed by other airplanes in the traffic pattern.

On approach, the XP-38 was behind several slower training planes, so Lieutenant Kelsey throttled back the engines. When he tried to throttle up, the carburetor venturis iced and the engines would not accelerate, remaining at idle. The airplane crashed on a golf course short of the airport.

Wreckage of the prototype Lockheed XP-38 37-457 at Cold Stream Golf Course, Hempstead, New York, 11 February 1939. (Unattributed)
Wreckage of the prototype Lockheed XP-38, 37-457, at Cold Stream Golf Course, Hempstead, New York, 11 February 1939. (Unattributed)

The total elapsed time was 7 hours, 45 minutes, 36 seconds but Kelsey’s actual flight time was 7 hours, 36 seconds. The prototype had averaged 340 miles per hour (547 kilometers per hour) and had reached 420 miles per hour (676 kilometers per hour) during the Wright Field-to-Mitchel Field segment.

Kelsey’s transcontinental flight failed to break the transcontinental speed record set two years earlier by Howard R. Hughes by 17 minutes, 11 seconds. It should be noted, however, that Hughes H-1 Racer flew non-stop from coast to coast, while the XP-38 required two time-consuming fuel stops.

Wreck of the prototype Lockheed XP-38 37-457 on the Cold Stream Golf Course, Hempstead, New York, 11 February 1939. (Unattributed)
Wreck of the prototype Lockheed XP-38, 37-457, on the Cold Stream Golf Course, Hempstead, New York, 11 February 1939. (Unattributed)

The XP-38 was damaged beyond repair, but its performance on the transcontinental flight was so impressive that 13 YP-38s were ordered from Lockheed by the Air Corps.

Overhead view of the wrecked prototype Lockheed XP-38 37-457 at Cold Stream Golf Course, Hempstead, New York, 11 February 1939. (U.S. Army)
Overhead view of the wrecked prototype Lockheed XP-38, 37-457, at Cold Stream Golf Course, Hempstead, New York, 11 February 1939. (U.S. Army)

Designed by an engineering team led by Hall L. Hibbard, which included the legendary Clarence L. “Kelly” Johnson, the XP-38 was a single-place, twin-engine fighter designed for very high speed and long range. It was an unusual configuration with the cockpit and armament in a center nacelle, with two longitudinal booms containing the engines and propellers, turbochargers, radiators and coolers. The Lightning was equipped with tricycle landing gear. The nose strut retracted into the center nacelle and the two main gear struts retracted into bays in the booms. To reduce drag, the sheet metal used butt joints with flush rivets.

The XP-38 was 37 feet, 10 inches (11.532 meters) long with a wingspan of 52 feet (15.850 meters) and overall height of 12 feet, 10 inches (3.952 meters). Its empty weight was 11,507 pounds (5,219.5 kilograms). The gross weight was 13,904 pounds (6,306.75 kilograms) and maximum takeoff weight was 15,416 pounds (6,992.6 kilograms).

Lockheed XP-38 37-457. (San Diego Air and Space Museum Archive)

The Lightning was the first production airplane to use the Harold Caminez-designed, liquid-cooled, supercharged, 1,710.60-cubic-inch-displacement (28.032 liter) Allison Engineering Company V-1710 single overhead cam 60° V-12 engines. When installed on the P-38, these engines rotated in opposite directions. The XP-38 used a pair of experimental C-series Allisons, with the port V-1710-C8 (V-1710-11) engine being a normal right-hand tractor configuration, while the starboard engine, the V-1710-C9 (V-1710-15), was a left-hand tractor. Through a 2:1 gear reduction, these engines drove the two 11-foot (3.353 meters) diameter, three-bladed Curtiss Electric variable-pitch propellers inward to counteract the torque effect of the engines and propellers. (Viewed from the front of the airplane, the XP-38’s starboard propeller turned clockwise, the port propeller turned counter-clockwise. The direction of rotation was reversed in the YP-38 service test prototypes and production P-38 models.) The engines have long propeller gear drive sections to aid in streamlining aircraft, and are sometimes referred to as “long-nose Allisons.”

The V-1710-11 and -15 had a compression ratio of 6.65:1. They had a continuous power rating of 1,000 horsepower at 2,600 r.p.m. at Sea Level, and 1,150 horsepower at 2,950 r.p.m. for takeoff. The combination of a gear-driven supercharger and an exhaust-driven General Electric B-1 turbosupercharger allowed these engines to maintain their rated power levels to an altitude of 25,000 feet (7,620 meters).

The -11 and -15 were 7 feet, 10.46 inches (2.399 meters) long. The -11 was 3 feet, 6.59 inches (1.082 meters) high and 2 feet, 4.93 inches (0.7348 meters) wide. It weighed 1,300 pounds (589.7 kilograms). The -15 was 3 feet, 4.71 inches (1.034 meters) high, 2 feet, 4.94 inches (0.7351 meters) wide, and weighed 1,305 pounds (591.9 kilograms).

The XP-38 had a maximum speed of 413 miles per hour (664.66 kilometers per hour) at 20,000 feet (6,096 meters) and a service ceiling of 38,000 feet (11,582.4 meters).

The XP-38 was unarmed, but almost all production Lightnings carried a 20 mm auto cannon and four Browning .50-caliber machine guns grouped together in the nose. They could also carry bombs or rockets and jettisonable external fuel tanks.

Testing continued with thirteen YP-38A pre-production aircraft and was quickly placed in full production. The P-38 Lightning was one of the most successful combat aircraft of World War II. By the end of the war, Lockheed had built 10,037 Lightnings.

© 2017, Bryan R. Swopes

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10 February 1960

Delta Airlines' Convair 880-22-M, N8806E, the same type as the record-setting Delta Queen. (Delta Air Lines)
Delta Airlines’ Convair 880-22-M, N8806E, the same type as the record-setting Delta Queen. (Delta Air Lines)

10 February 1960: Delta Air Lines’ Chief Pilot, Captain Thomas Prioleau Ball, made the delivery flight of Delta’s first jet airliner, Ship 902, a Convair 880 named Delta Queen, FAA registration N8802E, from San Diego, California, to Miami, Florida, setting a United States National Record for Speed Over a Commercial Airline Route. The elapsed time was 3 hours, 31 minutes, 54 seconds, averaging 641.77 miles per hour (1,032.83 kilometers per hour) over 2,266 miles (3,647 kilometers).

Screen Shot 2015-02-11 at 10.40.18Delta Queen was placed in scheduled service 15 May 1960.

The Convair 880 was so-named because its design top speed was 880 feet per second (600 miles per hour, or 966 kilometers per hour), faster than its Boeing 707 or Douglas DC-8 rivals.

Miss San Diego, Leona McCurdy, christens Convair 880 Delta Queen with river water collected from around the Delta Air Lines system. (Delta)
Miss San Diego, Leona McCurdy, christens Delta Queen with water collected from rivers around the Delta Air Lines system. (Delta Air Lines)

The Convair 880 was a four-engine, swept-wing turbojet-powered commercial airliner. It was operated by a flight crew of three and could carry up to 110 passengers. The Convair 880-22-M was a modified version of the standard 880-22, intended for shorter range operations. It had leading-edge slats, a higher maximum takeoff weight, stronger landing gear, a tail skid and an improved anti-lock braking system.

The airplane was 129 feet, 4 inches (39.421 meters) long with a wingspan of 120 feet (36.576 meters) and overall height of 36 feet, 3.75 inches (11.068 meters). The 880 had an empty weight of 94,000 pounds (42,638 kilograms) and maximum takeoff weight was 191,000 pounds (86,636 kilograms).

The Convair 880-22-M was powered by four General Electric CJ805-3B turbojet engines. The CJ805-3B is a single-shaft, axial-flow turbojet with a 17-stage compressor section and 3-stage turbine, based on the military J79. The engine has a maximum continuous power rating of 9,800 pounds of thrust (43.593 kilonewtons) at Sea Level, and 11,650 pounds (51.822 kilonewtons) for Takeoff. The CJ805-3B is 9 feet, 2.4 inches (2.804 meters) long, 3 feet, 3.9 inches (1.013 meters) wide and 4 feet, 0.8 inches (1.240 meters) high. It weighs 2,875 pounds (1,304 kilograms).

The 880-22-M had a cruise speed of 0.82 Mach (556 miles per hour (895 kilometers per hour) at 30,000 feet (9,144 meters). The service ceiling was 41,000 feet (12,497 meters). Maximum range was 5,056 miles (8,137 kilometers).

The Convair Division of General Dynamics built 65 Convair 880 airliners at San Diego, California, between 1959 and 1962. Delta Air Lines retired its last one in January 1974.

Delta Queen, Convair 880-22-M N8802E. (Delta Air Lines)
Delta Queen, Convair 880-22-M N8802E. (Delta Air Lines)

Four U.S. National Speed Records which were set by Captain Ball remain current. In addition to the record set with the Convair 880, on 6 November 1948, Ball flew a Delta Air Lines Douglas DC-6 from Los Angeles, California, to Charleston, South Carolina, in 6 hours, 24 minutes, 32 seconds, at an average speed of 344.19 miles per hour (553.92 kilometers per hour). On 18 March 1954, he flew a Douglas DC-7 from Los Angeles to Jacksonville, Florida, in 05:29:33, averaging 392.25 miles per hour (631.27 kilometers per hour). Finally, on 24 February 1962, Captain Ball flew a Douglas DC-8 from Miami, Florida, to Atlanta, Georgia, in 01:28:11, for an average of 406.1 miles per hour (653.56 kilometers per hour).

Captain Thomas Prioleau Ball (6 September 1906–23 February 2006)
Captain Thomas Prioleau Ball

Thomas Prioleau (“Pre”) Ball was a legendary airline captain. He was born in Virginia in 1906 and grew up in Florida. He learned to fly in 1928 soloing in a World War I “Jenny” biplane. Ball worked as a station manager for Delta Air Lines at Charleston, South Carolina, and was hired as a copilot by the airline in 1936. He was commissioned as a second lieutenant in the U.S. Army Air Corps soon after the United States entered World War II. By the end of the war, he had risen to the rank of colonel, serving as the Chief of the Prevention and Investigation Division of the Army’s Office of Flying Safety.

After the War, Ball returned to Delta Air Lines as a captain and soon became the chief pilot, dedicated to the meticulous training of the company’s pilots. In 1969, Ball became Delta’s Vice President of Flight Operations. On 25 May 1970, Ball was aboard Delta Flight 199, a Convair 880 under the command of Captain Harris B. Wynn, when it was hijacked to Cuba.

After making the delivery flight of the company’s first Boeing 747, Ball grounded himself when he noticed a deterioration in his eyesight. Thomas Prioleau Ball retired from Delta in 1971. He passed away in 2006 at the age of 99 years.

Convair 880 N55NW in Bahama Air livery, circa 1976. (Captain Charles Lindberg)
Convair 880-22-M c/n 7, now registered N55NW, in Bahamas World livery circa 1976. (Captain Charles Lindberg)

Convair 880-22-M N8802E, Delta Queen, (c/n 7) remained in service with Delta Air Lines until 1973 when it was sold to Boeing as part of exchange for an order of new Boeing 727-200 airliners. It was then sold to Transexecutive Aviation in 1974 and reregistered as N55NW. In 1976, the 880 flew as a charter airliner for Bahama World. It was then converted to a cargo freighter operating in the Caribbean. In 1979 the Convair was transferred to Groth Air Service, Inc., Castalia, Iowa, and assigned a new FAA registration, N880SR. The record-setting airliner was damaged beyond repair in a fire at Licenciado Benito Juarez International Airport, Mexico City, in May 1983.

Converted Convair 880 N880SR. (Captain Charles Lindberg)
Former Delta Air Lines Convair 880, N880SR. (Captain Charles Lindberg)

© 2017, Bryan R. Swopes

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5 February 1949

Eastern Air Lines' Lockheed Constellation NX101A (Eastern Air Lines)
Eastern Air Lines’ Lockheed Constellation NX101A (Eastern Air Lines/Ed Coates Collection)

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, 18 minutes, setting a new West-to-East transcontinental speed record for transport aircraft.

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. In 1968 it was withdrawn from service and was scrapped in 1981.

An Eastern Air Lines Lockheed L-749 Constellation, N108A. (LIFE Magazine)
An Eastern Air Lines Lockheed L-749 Constellation, N108A. (LIFE Magazine)

© 2017, Bryan R. Swopes

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3 February 1946

Transcontinental and Western Airlines Lockheed L-049 Constellation. (TWA)
Transcontinental and Western Airlines Lockheed L-049 Constellation. (TWA)

3 February 1946: Transcontinental and Western Airlines (“The Trans World Airline”) inaugurated non-stop passenger service from Los Angeles to New York with it’s Lockheed L-049 Constellation, Star of California, NC86503.

Jack Frye
William John (“Jack”) Frye

Captain William John (“Jack”) Frye, president of the airline, and his co-pilot, Captain Lee Flanagin, T&WA’s Western Region Operations Manager, were at the controls with Captain Paul S. Frederickson and Captain A.O. Lundin aboard as relief pilots. Flight Engineers Paul Henry and E.T. Greene completed the flight crew. In the passenger cabin were flight attendants Dorraine Strole and Rita P. Crooks. The 44 passengers were primarily news reporters.

Star of California departed Lockheed Air Terminal, Burbank, California, at 12:59:12 a.m., Pacific Standard Time, and flew across the country at an altitude of 15,000–17,000 feet (4,572–5,182 meters), taking advantage of tailwinds throughout the flight. The Constellation crossed over LaGuardia Airport, New York, at 1,500 feet (457.2 meters) at 11:27 a.m., Eastern Standard Time.

The 2,474-mile (3,954.2 kilometer) Great Circle flight took 7 hours, 27 minutes, 48 seconds, averaging 329 miles per hour (529.5 kilometers per hour), setting a National Aeronautic Association transcontinental speed record for transport aircraft.

With 52 persons aboard, this was the largest number carried in commercial passenger service up to that time.

The four Duplex-Cyclone engines burned 450 gallons (1,703.4 liters) of gasoline per hour. On landing, 610 gallons (2,309.1 liters) of fuel remained.

A TWA stewardess. (LIFE Magazine)
A TWA stewardess. (LIFE Magazine)

The Lockheed Constellation first flew in 1942, and was produced for the U.S. Army Air Corps as the C-69. With the end of World War II, commercial airlines needed new airliners for the post-war boom. The Constellation had transoceanic range and a pressurized cabin for passenger comfort.

The Lockheed L-049 Constellation was operated by a flight crew of four and 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 L-049 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 known as the Duplex-Cyclone) two-row 18-cylinder radial engines 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) 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 (1,289.11 kilograms).

The L-049 had a cruise speed of 313 miles per hour (503.72 kilometers per hour) and a range of 3,995 miles (6,429.3 kilometers). Its service ceiling was 25,300 feet (7,711 meters).

22 C-69s and 856 Constellations of all types were built. Designed by the famous Kelly Johnson, the Lockheed Constellation was in production from 1943–1958 in both civilian airliner and military transport versions. It is the classic propeller-driven transcontinental and transoceanic airliner.

TWA Lockheed Constellation.
TWA Lockheed Constellation.

Jack Frye had founded the Aero Corporation of California, which would later become Transcontinental and Western, on 3 February 1926. He died at Tucson, Arizona on 3 February 1959 at the age of 55 years.

© 2017, Bryan R. Swopes

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26 January 1946

Colonel William H. Council, U.S. Army Air Corps, in teh cockpit of his record-setting Lockheed P-80A-1-LO Shooting Star. (San Diego Air and Space Museum)
Colonel William H. Councill, U.S. Army Air Forces, in the cockpit of his record-setting Lockheed P-80A-1-LO Shooting Star. (San Diego Air and Space Museum Archive)

26 January 1946: Colonel William H. Councill, U.S. Army Air Forces, a test pilot at the Flight Test Division, Wright Field, Ohio, piloting a Lockheed P-80A-1-LO Shooting Star, serial number 44-85123, 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. This 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).

Colonel Councill was accompanied by two other P-80s flown by Captain John Babel and Captain L. 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. 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 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.

Colonel William H. Councill, U.S. Air force, waves from the cockpit of his record-setting Lockheed P-80A-1-LO Shooting Star, 44-85123. (AP Wirephoto, Oklahoma Historical Society)
Colonel William H. Councill, U.S. Air Force, waves from the cockpit of his record-setting Lockheed P-80A-1-LO Shooting Star, 44-85123. (AP Wirephoto, Photograph 2012.201.B0243.0237, Oklahoma Historical Society)

While flying a Lockheed T-33A Shooting Star trainer from New York to Virginia, Colonel William H. Councill disappeared, 5 April 1954.

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 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).

Colonel Council's record-setting P-80A-1-LO in squadron markings. (U.S. Air Force)
Colonel Councill’s record-setting P-80A-1-LO 44-85123, in squadron markings, at the National Air Races, Cleveland, Ohio, September 1946. (Unattributed)

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.

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).²

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. (Major Robin Olds, in another P-80, placed second.)

Today, 44-85123 is in the collection of the Air Force Flight Test Museum, Edwards Air Force Base. It is currently undergoing restoration.

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 Shooting Star 44-85123 and an F-117A Nighthawk at the Lockheed Skunk Works, Palmdale, California, 17 June 1993. (Denny Lombard, Lockheed Martin)

¹ Thanks to Jeffrey P. Rhodes of Lockheed Martin for additional information on the fuel capacity of Colonel Councill’s Lockheed P-80A Shooting Star.

² FAI Record File Number 10973

© 2017, Bryan R. Swopes

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