Potential of the QT-2 / Q-Star was such that Lockheed produced a refined version for the US Army: The YO-3A. Also based on the Schweizer SGS 2-32 Sail-Plane wings and tail unit, but with wings mounted low on the fuselage, retractable landing gear, upgraded (SLAE) avionics, State-Of-The-Art Sensor (NVAP with LTD) and the Tactical Observer seated forward for better visibility. A 156.5kW IO-360D Continental Engine provided propulsion power. The YO-3A was deployed in Southeast Asia from mid-1969 to late-1971.
It was the first military aircraft to employ an integrated NOD Sensor with a YAG Laser. It also had an Infrared Illuminator for other tactical sensors (INFANT LLTV, NODs, etc). The YO-3A was deployed in Vietnam for more than a year.
It was later operated by the Louisiana Dept of Wildlife & Fisheries (LDWF) and FBI. NASA operated the former 69-18010 as NASA 818 (or similar).
One YO-3A is preserved in the Army Aviation Museum at Fort Rucker, Alabama. YO-3A 69-18005 is on display at the Museum of Flight in Seattle, Washington. YO-3A 69-18006 is on display at the Pima Air and Space, Tucson AZ. YO-3A 69-18007 is in storage at the Western Museum of Flight in Torrance, California. As of 2014, YO-3A 69-18010 (NASA 818) is in flyable storage at Armstrong Flight Research Center.
YO 3A Engine: Continental, 210 hp. Wing span: 57 ft 0 in (17.40 m). Length: 30 ft (9.14 m). Gross weight: 2,167 lb (983 kg). Max speed: 149 mph (240 km/h). Crew: 2.
Faced with the military requirement for a quiet observation aircraft, Lockheed Missiles & Space Co. (LMSC) developed the “Q” Series Aircraft: QT-1 (conceived, but not constructed), QT-2 (N2471W and N2472W) later modified to QT-2PC configuration (#1 and #2), and Q-Star. Note: “QT: for Quiet Thruster.
The Q-Star Aircraft was LMSC’s “House Aircraft” for evaluating “quiet recon” concepts. Eighteen propeller/reduction systems and other items were evaluated. It flew early versions “Black Crow” Sensors and was the first aircraft to use a rotary combustion chamber (Wankel) engine for primary power.
Two Schweizer 2-32s (67-15345 and 67-15346) from the U.S. Naval Test Pilot School X-26 Program (USNTPS) were modified to QT-2 configuration (QT for Quiet Thruster) by the Lockheed Missiles & Space Co. (LMSC) and civil registered as N2471W and N2472W.
In 1967 the aircraft were modified by adding a Continental O-200 engine, V-Belt RPM reduction system, four-bladed fixed pitch wood (Fahlin) propeller, and airframe upgrades. The QT-2 first flew in August 1967.
After demonstrating quiet flight, the aircraft were again modified to military QT-2PC configuration, known only as Tail Numbers “1” and “2”, with GFE avionics and camouflage for night operation. They were successfully evaluated in Southeast Asia (Prize Crew OpEval) for covert (“stealth”) tactical airborne observation in the spring of 1968 (during Têt). Arriving in South Vietnam just before the 1968 TET Offensive, they accumulated approximately 600 hours flying exclusively tactical night missions during the first three-month deployment. They continued to operate in Vietnam during most of 1968 (Prize CrewII) and were then transferred to the Navy (NTPS Pax. R.) as X-26Bs in 1969. The QT-2PCs were the first military aircraft to use “Starlight Scopes”.
QT-2PC #1 in the Soc Trang, RVN Army Airfield Hangar in 1968
The two QT-2PCs were returned to USNTPS in 1969 and re-designated X-26Bs.
The #1 QT-2PC was re-designated “67-15345” and the #2 aircraft was used for spare parts.
The #1 ship is now at USAAM at Ft. Rucker, AL. The #2 ship QT-2PC N2472W was retro-verted to SGS 2-32 configuration and is operated by Mile High Gliders in CO.
Lockheed Aircraft Corp. offered the rotating combustion engine its first chance to fly. Under a Navy contract, Lockheed was experimenting with ul¬tra quiet aircraft for undetected low altitude reconnaissance. Several air¬frame configurations, were developed culminating in the QT 3. Basically the QT 3 (QT for quiet thruster) consisted of a highly modified Schweizer 2 32 sailplane equipped with art amidship mounted Continental 100 horsepower engine turning a large slow turning propeller through a reduction drive and long overhead propeller shaft. The QT 3 yielded airframe and propellor noise so low that the most noticeable remaining sound was valve action in the engine. Endeavoring to eliminate valve noise, Lockheed’s engineers seized upon the RC engine since it has no valves, only ports.
Replacing the air cooled Continen¬tal with an RC 2 60 U5 liquid cooled engine required extensive reengineer¬ing. A Corvette aluminum radiator was grafted to the nose and redesigned reduction gearing was required. A 5.34/1, two stage ‘V’ belt reduction system reduced 6,000 rpm at the en¬gine down to 500 propeller rpm. Only 185 horsepower was used in the Q Star due to carburetor limitations. Nevertheless, power was increased by 85% with only a 6% increase in air¬frame weight. A three blade 90 100in constant speed propeller converted power to thrust. Laminated birch was used for blade material but at least one propeller had a balsa wood core covered with glass fibre.
Throughout the QT proj¬ect, Lockheed tested five 4 blade, two 6 blade, and two 3 blade props.
Flight testing revealed previously un¬attainable levels of quiet flight. Com¬pound muffling culminated in a discharge pipe pointing straight up. Re¬sidual noise was thereby directed away from the ground. As a test a Cessna 182 and the Q Star, both load¬ed to 2,600 pounds gross weight, were flown over the airport at 800 feet. The 182 was easily detectable by engine and propeller noise; Q Star was almost impossible to detect. Even at 400 feet the Q Star sounded only like leaves rustling in a light wind. In the cockpit, engine noise is similar to the hum of an electric motor and even then, most noise in the cockpit seemed to be aerodynamically originated.
Potential of the QT-2 / Q-Star was such that Lockheed produced a refined version for the US Army: The YO-3A.
Engine: 1 x Cont. IO-360, 154kW Wingspan: 17.4 m / 57 ft 1 in Length: 9.2 m / 30 ft 2 in Wing area: 17.0 sq.m / 182.99 sq ft Crew: 2
QT-2PC Engine: 1 × Continental O-200, 100 hp (75 kW) Propeller: Ole Fahlin four-blade, 8 inch chord, fixed-pitch 100 inch diameter Wingspan: 57 ft 1.5 in (17.37 m) Wing area: 185 ft² (16.7 m²) Wing aspect ratio: 18 Length: 30 ft 9 in (9.33 m) Height: 9 ft 3 in (2.74 m) Loaded weight: 2,500 lb (kg) Fuel Capacity: 20 gallons (nominal) Service ceiling: 13,000 ft (m) Rate of climb: 200 ft/min (m/s) Quiet cruise speed: 70 – 80 mph Wing loading: kg/m² (lb/ft²) Flight endurance: Planned = 4+ hours; demonstrated = 6.7+ hours Crew: two
North American Aviation Inc, designed during 1937 the prototype of a lightweight primary trainer which it designated North American NA-35. Powered by a 93kW Menasco Pirate inline engine, it was of low-wing monoplane configuration with fixed tail-wheel landing gear, and seated the instructor and pupil in tandem open cockpits. First flown in October 1940, piloted by B A “Bud” Martin.
Vega 35-67 NX14299
When the NA-35 failed to win a US Army Air Corps contract in 1939, North American sold all rights, along with prototype NX14299 and 4 unfinished planes, to Lockheed’s Vega subsidiary in October 1940.
Vega 35-67 NX14299
Vega built only four of these Vega 35 aircraft (ATC 741), NX21760, and NX28351-28353, two converted to 35-70 (ATC 741) with more powerful 119kW Menasco Pirate D-B engines, the first flown in 1941, but by then the company had no manufacturing capacity available and Vega 35 production was abandoned. The wing design was used as basis for prototype NAvion.
Vega 35-67 NX21760
The model 37 of 1941 was wartime production of Lockheed Vega.
35-67 Engine: 125hp Menasco D-4 Wingspan: 9.07 m / 29 ft 9 in Length: 25’6″ Useful load: 549 lb Max. speed: 124 mph Cruise speed: 108 mph Stall: 48 mph Range: 320 mi Seats: 2
35-70 Engine: 150hp Menasco C-4S Wingspan: 9.07 m / 29 ft 9 in Length: 25’6″ Useful load: 542 lb Max speed: 140 mph Cruise speed: 124 mph Stall: 46 mph Range: 305 mi Seats: 2
The U 2 was designed by Kelly Johnson to fly high and far. His equation stressed simplicity: flush rivets, high aspect ratio wet wing, ultralight structure, stunning power to weight ratio. Conceived originally to meet a CIA requirement for an aircraft with the potential of operating at extreme altitude and first flown in the mid-1950s, the U-2’s unique capabilities rendered it virtually immune from interception, and made possible repeated overflights of the Soviet Union, as part of the intelligence-gathering efforts of that era.
The requirement for high altitude and long range needed an aircraft with low wing loading, the latter large quantities of heavy fuel to confer the necessary range. Therefore the U-2 is of very lightweight construction, dispensing with conventional landing gear and pressurisation to save extra weight, and having wings of large area. Landing gear is of bicycle type with single wheels fore and aft, and balanced on the ground by wing-tip ‘pogos’ – a strut and wheel device which drops away when the U-2 becomes airborne – was selected. The pilot is accommodated on a light-weight seat, dressed in a semi-pressure suit with his head enclosed in an astronaut-type helmet, and forced to breathe pure oxygen for his survival. A medium-powered turbojet is adequate to lift this lightweight aircraft, and long range is possible by shutting it down and gliding for long periods.
Development of the U-2 began in the spring of 1954 to meet a joint CIA/USAF requirement for a high-altitude strategic reconnaissance and special-purpose research aircraft. It took place in the Lockheed ‘Skunk Works’ at Burbank, California, where – after acceptance of the design in late 1954 – two prototypes were hand-built in great secrecy by a small team of engineers. The aircraft’s true purpose was cloaked under the USAF U-for-Utility designation U-2, and the first flight took place on or about 1 August 1955. Once military power is on the engine for takeoff, the throttle was not touched again until ready for descent. Speed is kept fairly constant at Mach 0.715, and excess power was traded for cruise-climb altitude gain.
At about the same time US President Dwight D. Eisenhower was proposing his ‘Open Skies’ policy, one of mutual East/West aerial reconnaissance of territories. President Eisenhower hoped that his policy would reduce tension between East and West, thus preventing the growth of the nuclear arms race. Unfortunately the Soviet Union would have nothing to do with this proposal. Consequently ‘Kelly’ Johnson’s new ‘spy plane’ assumed greater importance. The prototypes were followed by production of about 48 single-seat U-2A and U-2B with differing power plant, and five two-seat U-2D. Some U-2B were converted later to U-2D standard.
By 1960 about 25 U-2s had operated from bases in Japan, Pakistan, Turkey and Europe since 1957 on flights around and over Russian-controlled territory.
An additional batch of 12 U-2R was ordered in 1967. A new version, known as the TR-1, entered production as a tactical-reconnaissance aircraft, equipped with a variety of electronic sensors.
Referred to as just U-2, there has been reference to a U-2B and U-2D, as well as single-seat and two-place versions. Early Lockheeds were powered by a single 11,000-1b thrust P&W J57, later models are reported to have the more powerful J75P-13. Forward landing gear is dual pneumatic type, approximately 20 in diameter, is non-steerable; rear gear is dual hard rubber of approximately 8″ diameter and steerable. A lightly stressed thin skin covers the U-2. Lockheed Martin’s Skunk Works has rewired the U-2s over the years during maintenance checks to make the aircraft compatible in the electro-magnetic interference environment.
The initial U-2As built by Lockheed in the 1950s either have been destroyed by accidents, combat or have been retired. They have been operating from Edwards AFB since 1957. The 40% larger U-2R was developed in the late 1960s, and deliveries to the Air Force started in 1969.
In addition to photo and electronic reconnaissance, U-2 were used for weather reconnaissance, high-altitude research, measurement of radiation levels, and for the tracking and recovery of space capsules. They were used for reconnaissance during the Cuban crisis, in Vietnam and during the Arab-Israeli conflict.
The destruction of the U-2B aircraft being flown by Francis ‘Gary’ Powers on 1 May 1960 brought an abrupt halt to this phase of activities, CIA attentions then focussing on the People’s Republic of China which in the early 1960s was fast emerging as a major nuclear power.
In August 1964 an Air Force U-2 crashed bear Boise, Idaho, the Chinese Nationalist Air Force officer pilot being trained at Davis-Monthan AFB 4080th Wing, parachuted to safety. This was the first indication that Chinese Nationalist pilots were being trained in the US. Three U-2s piloted by Chinese Nationalist pilots from Formosa bases had been shot down over Communist China, the first in September 1962. The US had reported selling only two U-2s the Formosa.
U-2 and TR-1 operations are usually conducted in what is best described as a ‘permissive’ environment on the friendly side of important frontiers.
Powered by the Pratt & Whitney J75, the craft rotates in less than 200 feet as wheeled outriggers fall away. Climbing at 160 knots and 6,000 plus fpm initially, sustaining 45 degrees pitch up. Only to the 45,000 foot physiological limit in the two seat trainer version without pressure suits, but the U 2 will climb to 70,000 plus. Stressed for 1.7 positive Gs and half a G negative, the U 2 demands a gentle hand.
Scrupulous energy management alti¬tude, attitude, airspeed, power setting ¬measures successful landings. Each ex¬cess foot at the threshold puts you 1,000 foot farther to touchdown. Two point land¬ings are essential; touching front wheel first causes ballooning in ground effect.
A couple of original production examples were assigned to NASA.
The Strategic Air Command use the U-2R which entered service in the late 1960s and which differs from its predecessors by virtue of greatly increased length and wing span. The U-2R was joined by an increasing number of TR-1s, these externally being very similar although they are intended for tactical rather than strategic missions. At least 25 of these were ordered by the USAF in 1968.
From 2002, Lockheed Martin upgraded the 31 strong U-2 fleet with state of the art glass cockpit displays and controls as the U-2S.
The service bought 37 TR-1 s in the 1980s, with the last one delivered in 1989, and these were the core of the U-2S and U-2STs in operation by the 9th Reconnaissance Wing here. The replacement of the Pratt & Whitney J75 turbine engine by the General Electric F101-GE-F29 turbofan in the 1990s caused the redesignation of the U-2R to the U-2S. The GE engine was later redesignated the F 118-GE-101.
The F 118 fuel consumption is some 16% less than the J75, which allows for a 1,220-naut.-mi. increase in range, or increased time on station. The 1,300-1b. lower weight of the General Electric engine also allows a 3,500-ft. increase in operational altitude and an increased payload. The U-2’s primary defense against both aircraft and surface-to-air missiles is its altitude, although newer variants of air-to-air and surface-to-air missiles can reach the U-2’s altitude. The reconnaissance aircraft is equipped with a radar warning system, but not with active defenses, such as flares or chaff.
The Air Force will still only say that the U-2 will fly above 70,000 ft., but the actual normal operational altitude is below 80,000 ft. and above 75,000 ft.
For descent almost everything possible on the aircraft is extended. The throttle to idle, lowered landing gear, raised spoilers and flaps in the gust-up configuration and extended fuselage-mounted speed brakes. Once stable on descent, the rate is dose to 3,000 fpm. A speed of Mach 0.715 is used to 53,000 ft., when a speed of 160 kt. is established. In the case of either an engine or electrical failure, with the aircraft descending clean, it could easily take longer than an hour to descend from altitude. The battery in the U-2S has a life of about 1 hr. and would run out just about when you needed to talk with the tower about deadstick landing instructions. The pilot also is able to raise the spoilers for landing with a micropump and accumulators, a new feature to the U-2.
Pilots claim that the U-2 is one of the hardest aircraft to land because of the need to stall the aircraft on landing and touch down rear wheel first, not to mention the effect of wind on the glider-like aircraft.
TR-1A
The U-2 aircraft was ordered back into production in 1979 as a high altitude tactical reconnais¬sance platform, this time as the TR-1A. The TR-1A is designed for tactical reconnaissance primarily in the European theatre, using UPD-X side-looking airborne radar (Slar) for surveillance up to 55km into hostile territory from friendly areas.
The first TR-1A flew on 1 August 1981 and the USAF acquired 26 of these single seaters plus two two-seat TR-1Bs. In 1984 the TR-1A flew with the precision location/strike system (PLSS) and, following successful trials, at least some of the fleet were to be allocated to this role. PLSS involves the use of three TR-lAs to detect and locate emitters and then direct attacks upon them.
In 1982 the USAF began taking delivery. Using the same basic airframe as the U-2R, the TR-1A high altitude battlefield reconnaissance aircraft was operational with the USAF flying from bases in Europe including the UK in 1990. It is equipped with an advanced sideways looking airborne radar (SLAR) and incorporates the latest ECM.
Two examples of a two-seat variant known as the TR-1B were assigned to training duties at Beale AFB, California. The TR-1B trainer has a second, raised cockpit in tandem.
ER-2
Replacing earlier U 2C’s, NASA took delivery of three ER-¬2’s, (the NASA designation for the TR 1A). The three are 80¬1063 / N706NA, 80 1069 / N708NA and 80 1097 / N709A. The first was delivered in June 1981 and the last (80 1097) was delivered in April 1989. Two are owned by NASA, while the third is leased from the USAF.
A Lockheed U-2S Dragon Lady, assigned to the 9th Reconnaissance Wing (RW) at Beale Air Force Base (AFB), California, successfully completed a test flight equipped with an AI algorithm under the control of USAF pilot, Maj “Vudu” on December 15, 2020. The first US military aircraft to fly with an artificial intelligence (AI) co-pilot.
Maj “Vudu” USAF U-2S Dragon Lady pilot assigned to the 9th RW on December 15, 2020.
The U-2S, developed by Air Combat Command’s U-2 Federal Laboratory, the algorithm – known as ARTUμ – was named in reference to the fan-favourite droid, R2-D2, from the Star Wars franchise. The system is designed to completed specific in-flight tasks that would otherwise have been completed by the pilot.
During the test flight, ARTUμ took control of the U-2’s sensors and tactical navigation systems, leaving Maj “Vudu” to fly the aircraft and coordinate with the AI on sensor operation. The Dragon Lady flew a reconnaissance mission during a simulated missile strike, in which ARTUμ was responsible for locating enemy launchers, while the pilot looked out for threatening aircraft. Both the human pilot and AI co-pilot shared the U-2’s radar throughout the test sortie.
The USAF adds that the test flight “was part of a precisely constructed scenario, which pitted the AI against another dynamic computer algorithm in order to prove the new technology.” It explained that control of the U-2’s sensors was handed over to ARTUμ after take-off, which then used insight gained from more than half-a-million computer simulated training missions to manipulate the sensors in-flight. Maj “Vudu” and ARTUμ successfully teamed-up during the demonstration to share the Dragon Lady’s sensors and all mission objectives were achieved, the service concluded.
A Lockheed U-2S Dragon Lady high-altitude reconnaissance aircraft, 9th Reconnaissance Wing (RW), Beale AFB, California, on December 15, 2020.
A two-seat TU-2S trainer variant of the U-2 logged a more than 14h flight covering over 6,000nm (11,110km) while overflying the 48 contiguous states of the continental USA setting a new endurance record for the type. The US Air Force (USAF) confirmed the flight on 1 August, noting the long-distance sortie launched from the U-2 fleet’s home base at Beale AFB in California’s Sacramento Valley on 31 July 2025. The success of the long-endurance mission pushed the U-2S “beyond its known limits”, the air force says. “The flight itself maxed out the operational range of the U-2 and placed the pilots at the edge of their physiological limit,” the service notes.
TU-2S
The timing of the record-setting sortie was likely deliberate. The USAF is seeking to retire is fleet of 24 operational U-2S and three TU-2S jets by 2026, while advocates for the Cold War-era platform look for arguments to keep the type flying.
U-2A Engine: 1 x Pratt & Whitney J57 P 37A turbojet, 11,200 lb (5,080 kg) st. Wing span: 80 ft 0 in (24.38 m). Length: 49 ft 7 in (15.11 m). Height: 13 ft 0 in (3.96 m). Gross weight: 15,850 lb (7,190 kg). Max speed: 495 mph (797 km/h) at 40,000 ft (12,200 m). Crew: 1. Armament: None. Typical range: 2,200 miles (3,540 km).
U-2B Engine: 1 x Pratt & Whitney J75. Seats: 1.
U-2C Engine: 1 x Pratt-Whitney J75-P-13B, 7711kg Max take-off weight: 10225 kg / 22542 lb Wingspan: 24.38 m / 80 ft 2 in Length: 15.24 m / 49 ft 8 in Height: 4.57 m / 14 ft 12 in Wing area: 52.49 sq.m / 565.00 sq ft Cruise speed: 740 km/h / 460 mph Op speed: Mach .73 to .80 Ceiling: 27000 m / 88600 ft Range: 4635 km / 2880 miles at 475-mph at 70,000-ft Flight endurance: 7.5 hr Crew: 1 Rate of climb: 8,000 fpm at 160-kt Time to 30,000 ft: 5 min Time to 50,000 ft: 9 min Time to 60,000 ft: 12.5 min Cruise climb to 70,000 ft: 28 min Indicated airspeed (IAS) above 70,000 ft:110 kt Mach buffet speed: 115 kt IAS / 410 kt TAS
U-2D Engine: 1 x Pratt & Whitney J75. Seats: 2.
U-2R Range: 3,000-plus miles (2,609 nautical miles).
U-2S
TR-1A Engine: 1 x Pratt & Whitney J75-PW-13B turbojet, 7711 kg (17,000-lb) thrust Estimated maximum cruise speed at over 21335 m (70,000 ft) 692 km/h (430 mph) (Mach 0.57) Operational ceiling est: 27430 m (90,000 ft) Maximum range: 4825+ km (3,000+ miles). Fuel internal: 4450 lt. Endurance: 12 hr. Air refuel: No. Seats: 1. Empty weight: about 7258 kg (16,000 lb) Maximum take-off 18144 kg (40,000 lb). Wing span 31.39 m (103 ft 0 in) Length 19.20 m (63 ft 0 in) Height 4.88 m (16 ft 0 in) Wing area about 92.90 sq.m (1,000 sq ft).
TR-1B Seats: 2.
ER-2 Engine: 1. Wing span: 105 ft. Op alt: 68,000 ft. Endurance: 8 hr.
Lockheed were aware that USAF experience in Korea had shown the need for an air-superiority fighter able to operate from forward airfields and climb rapidly from the ground to engage in high-level combat. The Model 83 was designed to fulfil these roles, and in formulating his design “Kelly” Johnson attempted to keep it as cheap, small and readily maintainable as possible. Tendered to the USAF as an unsolicited proposal, it was necessary for competitive bids to be received and the USAF notified a formal requirement for such an aircraft in late 1952.
Submissions were received from North American and Republic; but as both of these companies were already heavily involved in fighter development and production, Lockheed’s proposal was selected cautiously: two XF-104 prototypes being ordered for development and testing. The long fuselage was tailored round the J79 engine, and the flying surfaces were small, unswept and very thin, with 10 degrees of anhedral. A token monoplane wing mid-set on the fuselage – this latter assembly wrapped tightly round a powerful turbojet engine – needle-nosed and T-tailed. All wheels, with a single wheel on each unit, retract forward into the fuselage. Able to demonstrate a level speed of around 2,250km/h and to climb to a height of 25km in about 4.5 minutes, the Press dubbed the Starfighter the “missile with a man in it”.
XF-104
The XF-104 had a narrower and shorter rear fuselage compared to the production models. The two prototypes had a 10,500 lb Wright J65-W-6 turbojet but all subsequent aircraft had a J79 turbojet.
The first of these flew on 28 February 1954, followed by test and evaluation aircraft. It was not until 26 January 1958 that the first production F-104A began to enter service – as interceptors – with Air Defense Command’s 83rd Fighter Interceptor Squadron. The US Air Force had already lost interest in the type and took only 296 Starfighters.
F-104A (170) and multi-mission F-104G (77) served with the USAF, as well as F-104B (26) and F-104D (21) two-seat operational-trainer counterparts of the A and C respectively.
Lockheed F-104B Starfighter
The type was then saved by the creation of the F-104G multi-role version for production by a multi-national European consor¬tium as well as for Japan.
Winner of a previous so-called ‘sale of the century’ and used by several NATO air arms for many years. During its heyday the Starfighter formed the backbone of the NATO alliance’s air power and a number of reconnaissance-configured aircraft were produced, sensor packages varying considerably according to the specialized requirements of the parent air arm.
The German Luftwaffe, in their technological zeal, had insisted on overloading the F-104 with equipment which made it much heavier and more complex than the original model. The Starfighter programme began to go wrong after the first had been delivered in May 1961. The German pilots, even after extensive training in Arizona, were not fully experienced. The Starfighter, in the words of General Steinhoff, then inspector of the Luftwaffe, “was forever jealous of the pilot’s full attention. It rewarded discipline with deeds of airmanship; it could punish the dilatory of those who gave themselves to distractions. It was a marvel in capable hands, and merciless to the careless”.
Up to December 1968 ninety-one Starfighters crashed. With each series of Luftwaffe crashes the original choice of the Starfighter became more contentious, and by the time of the 1966 elections the Starfighter bribery scandal played a role in the fall of the Chancellor, Ludwig Erhard. Deliveries of 30 F-104F trainers to the Luftwaffe began in mid-1960.
F-104F
The most widespread variant was the RF-104G, which featured a belly fairing containing cameras, installation of these necessitating the removal of the M61 Vulcan rotary cannon armament. West Germany, Italy and the Netherlands all operated this variant of the Starfighter for a time, although the Netherlands used the standard F-104G for reconnaissance tasks, using the Orpheus pod to accomplish this mission. The German Luftwaffe and Marineflieger used the RTF-104G two-seater.
Following development by Lockheed of the multi-mission F-104G, more than 1,000 came from production lines in Belgium, Germany, Holland and Italy to equip the air forces of those nations. Similar versions were built under licence in Canada and Japan. Lockheed also built 179 F-104G for export or for supply to friendly nations through the Military Assistance Program. These were essentially similar in appearance to their European counterparts and were fitted with three Hycon KS-67A cameras, examples being delivered to Norway and Taiwan, most of the Norwegian specimens being passed on to Turkey.
In 1964 West Germany cut down the intended size of its Luftwaffe because of shortages of funds and manpower. They will reduce the nine F-104G Starfighter squadrons to seven, and two Fiat G.91 reconnaissance squadrons instead of four. First line strength will be 380 F-104G’s and 170 G.91’s.
F-104G 26+11
The Canadian built CF-104 Starfighter was one of the most successful jet fighter aircraft to serve with Canada’s Air Force. A total of 340 fighters were built under license by the Canadian government. The CF-104 was designed as a light-weight nuclear strike aircraft. The aircraft were retired from service in 1986 after being used for over 25 years until they were was replaced by the CF-18. Canada’s CF-104 (Canadian-built F-104G) was also originally engaged in reconnaissance duty, aircraft assigned to this task being fitted with a prominent belly-mounted pod containing a battery of Vinten cameras.
Canadair CF-104 Starfighter
Thirty-nine CF-104D models built by Lockheed were purchased by the Canadian Air Force for training.
The CF-104 (single seat version) was built in Canada under license by Canadair in Cartierville, Quebec. The first aircraft produced by Canadair flew in May 1961, with 200 single seaters (CF-104) being produced for the RCAF. 22 Lockheed-built two seaters (CF-104D) were also used by the RCAF. The aircraft in later years provided a measure of unparalleled stability in the low-level, high speed environment until phased out in 1986. The majority of the Starfighters were transferred to the Turkish Air Force. After the RCAF production order was filled in June 1963, Canadair produced another 140 aircraft for other countries.
On 19 May 1964 Jacqueline Cochran set a world speed record of 1429.297 mph for women flying an F-104G over a 10 mile straightline course at Edwards Air Force Base, California. The Mach 2.2 flight broke her similar mark of 1273.109 mph.
Production ended in America, but in 1966 the first prototype of the Aeritalia built F 104S flew for the first time. The Italian Air Force is receiving a total of 205 aircraft, and Turkey received 40 from 1974. Power is provided by one 17,900 lb thrust (with afterburning) General Electric J79 GE 19 turbojet engine. Armament in an air to air role consists of two Sparrow and two or four Sidewinder missiles, plus the 20 mm M 61 multi barrel cannon. In an attack role bombs, rockets, and other weapons up to a weight of 7,500 lb (3400 kg) can be carried on nine wing and fuselage stations.
Post-war Mitsubishi built Lockheed F-104J Starfighters with Kawasaki. Eventually Japan ordered 230 Starfighters – nearly all of them built under licence by Mitsubishi in Japan. Lockheed was estimated later to have paid bribes of about $1.5 million to Japanese officials, and a fee of $750,000 to Yoshio Kodama, one of the most powerful people in Japan.
Total Starfighter pro¬duction was 2,282 units.
A Starfighter, built from non-serviceable ex-military aircraft components by American Darryl Greenmayer over a ten-year period, was the fastest and most complex “homebuilt” aircraft ever completed. With this aircraft, prepared by American Jet Industries in California and known as the Red Baron RB-104 Starfighter, he raised the world speed record over a 3km low-level course to 988.26 mph / 1,590.45 kph on 24 October 1977 at Tonopah, Nevada. The RB-104 was lost in an accident in 1978.
For training in the aerospace field, three early Starfighters have been modified to NF-104A standard by the addition of a 6,000 lb thrust (2722 kgp) Rocketdyne AR-2 booster and reaction jet controls for exploration missions up to heights of nearly twenty five miles. USAF pilots training for the X-20 Dyna-Soar roles use the NF-104A to learn atmosphere re-entry techniques.
NF-104A
The NF-104A is designed to fly regularly to 25 miles altitude. The Rocketdyne engine is throttleable from 50 to 100% power. The NF-104A provides spaceflight experience at a fraction of X-15 operating costs.
The NF-104A was to zoom climb to over 90,000ft where atmospheric pressure was about 6 millibars. About 1% of the pressure at sea level. In the near vacuum the only way to control the plane at the top of its ballistic arc was with jets of hydrogen peroxide for pitch, yaw and roll control. The jet engine would be shut down at about 70,000ft to prevent it from exceeding temperature limits. If not shut down, the engine would have introduced yaw motion challenging the ability to control the aircraft. During the descent, at about Mach 1.8, enough air would pass through the intake ducts to allow a re-start or a dead-stick landing would be made. On 10 December 1963, Chuck Yeager reached 108,700 ft (Yeager wanted to set a new world altitude record) when a pitch up caused the NF-104A to fall on its back and enter a flat spin. At 14,000 ft hr ejected.
Versions F-104A (interceptor) F-104B (two-seat trainer) F-104C (tactical strike) F-104D(two-seat trainer) F-104G (definitive multi-role warplane with a strengthened structure, more power, and revised electronics) TF-104G (F-104G trainer) F-104J (F-104G ver¬sion for Japan) F-104S (improved air defense version developed in Italy) CF-104 CF-104D (CF-104 two-seat trainer). NF 104A RB-104
Specifications
F-l04A Armament: 1 x six-barrel M-21 20mm Vulcan cannon & 2 x Sidewinder AAMs.
F-l04G Engine: 1x 15,800-lb (7,167-kg) reheated thrust General Electric J79-GE-7 or llA turbojet or Turbo-Union J79-MTU-J1K. Wing span 21 ft 11 in (6.68 m) Wing area 196.1 sq ft (18.22 sq.m). Length 54 ft 9 in (16.69 m) Height 13 ft 6 in (4.11 m) Empty weight 14,900 lb (6,758 kg) Maximum take-off weight 28,779 lb (13,054 kg). Fuel capacity: 847 Imp.Gal External fuel: 2 x 162 Imp.Gal under wing, 2 x 142 Imp.Gal tip tanks Maximum speed 1,450 mph (2,333 km/h) or Mach 2.2 at 36,000 ft (10,975 m) Initial climb rate 55,000 ft (15,765 m) per minute Service ceiling 58,000 ft (17,680 m) Range 1,550 miles (2,495 km) Range w/max.payload: 370 km / 230 miles Armament: one 20-mm multi-barrel cannon Bombload: 4,310 lb (1,955 kg) of disposable stores. Crew: 1 Wheel tract: 8 ft 9 in Wheelbase: 15 ft 1 in
TF-l04G Seats: 2.
RF-104G Engine: one General Electric J79GE- 1 IA turbojet, 7167-kg (15, 800-1b) afterburning thrust. Maximum low level speed 1473 km/h (915 mph) or Mach 1.2 Maximum stabilized speed at 12190 m (40,000 ft) 2124 km/h (1,320 mph) or Mach 2.0 Tactical radius with external fuel 1110 km (690 miles) Empty weight 6486 kg (14,300 lb) Maximum take-off: 11352 kg (25, 027 lb). Wing span 6.68 m (21 ft 11 in) Length 16.69 m (54 ft 9 in) Height 4.11 m (13 ft 6 in) Wing area 18.22 sq.m (196.1 sq ft).
F 104S Wing span: 21 ft 11 in (6.68 m). Max speed: M2.2.
Lockheed CF-104D Mk.2 Engine: General Electric J79-19 turbojet 11,810 lbs. thrust, 17,900 lb. with afterburner Maximum Speed: Mach 2 Loaded weight: 26,800 lb (12,156 kg) Span: 21 ft 11 in (6.4 m) Length: 58 ft 3 in (17.7 m) Height: 13 ft 6 in (4.1 m) Wing area: 196 sq ft (18.2 sq m)
The F-94 Starfire was evolved to satisfy a requirement for a two-seat all-weather radar-equipped fighter. It originally used many of the main components and the production facilities of the two-seat T-33 trainer. The prototypes were converted T-33A, each with a new 26.69kN Allison J33-A-33 turbojet, radar equipment installed in the fuselage nose and accommodation for the radar operator in the rear cockpit. Its 1,200 lb. of electronic equipment includes automatic target location, tracking and rocket-firing radar. Armament of four 12.7mm guns was retained in the forward fuselage.
Deliveries of production F-94A began in June 1950. These incorporated the wings, landing gear and centre fuselage of the T-33, with a new nose and rear fuselage (former to house the radar and the latter for the afterburner installation). All hydraulic, electric and control systems were similar to those of the F-80C.
1948
The F-94A were followed in 1951 by F-94B which differed in having square wingtips with centrally mounted Fletcher tip-tanks of larger capacity and improved shape, raised to the wing centre-line, and a revised hydraulic system.
The final version was the F-94C with a thinner wing, longer nose, swept horizontal tail surfaces, larger vertical surfaces, a more powerful engine, and the radome centred in the fuselage nose and surrounded by a ring of 24 air-to-air rockets housed in firing tubes, faired by a retractable shield. Two pods (one mounted on each wing) could together accommodate 24 more rockets. A total of 544kg of electronic equipment included automatic locating, tracking and firing instruments, Westinghouse autopilot, Sperry Zero-Reader, ILS, etc.
F-94C
A total of 854 production Starfires were built. The USAF’s first turbojet-powered all-weather interceptor, the type served primarily with Air Defense Command for national defence.
F-94C Engine: 1 x Pratt & Whitney J48-P-5 turbojet with afterburner, 6,250 lb / 28.2kN thrust Max take-off weight: 10970 kg / 24185 lb Empty weight: 5764 kg / 12708 lb Wingspan: 11.38 m / 37 ft 4 in Length: 13.56 m / 44 ft 6 in Height: 4.55 m / 14 ft 11 in Wing area: 21.63 sq.m / 232.82 sq ft Max. speed: 1030 km/h / 640 mph Ceiling: 15665 m / 51400 ft Range: 1296 km / 805 miles Armament: 48 x 2.75 in Crew: 2
In December 1945 the USAAF began to receive its first jet fighter, the Lockheed P 80 Shooting Star, and it soon became clear that a trainer version was essential. Lockheed’s P-80 Shooting had developed into a lengthened-fuselage two-seat trainer version, designated originally TF-80C. The first of these flew on 22 March 1948.
In addition to the fuselage ‘stretch’, a second cockpit in tandem was provided with dual controls, the transparent canopy was extended to cover both cockpits and the armament of the F-80 was deleted. Original engines were Allison J33-35 single-shaft turbojet engines with a thrust rating of 5,200 lbs.
Test pilot Jim Fitzgerald was killed during an approach to landing in the first T-33 that Lockheed built.
T-33A
The type eventually became the USAFs standard jet trainer, many being supplied to foreign nations under the Military Aid Program. 1,058 were supplied to friendly nations under the program. They were also built for service with the US Navy and Marine Corps under the designation TV-2, later T-33B.
TV-2 Seastar
A total of 128 TF-80C were built before the designation was changed to T-33A in May 1949.
Derived from T 33 as shipboard trainer, a total of 271 T-1 Seastar trainers were built for U.S. Navy during 1957 58.
Variants included small numbers modified as DT-33A drone directors and AT-33A armed close-support aircraft.
After a production run of 11 years the 5691th and last Lockheed T-33A Shooting Star was delivered by Lockheed at the beginning of August 1959.
A total of 5,691 were built by parent company, 656 built in Canada (by Canadair Ltd as CL 30 Silver Star with Nene 10), and 210 built in Japan (by Kawasaki). The aircraft was supplied to the air arms of some twenty-five countries.
In 1963 Libya started its own Air Force when the US turned over two T-33 and a C-47 at Wheelus AFB.
Canadair was given a contract in September 1951 to manufacture the T-33 with the first flight being in December 1952. The Canadair CL-30′ Silver Star’, later designated CT-133, was a tandem two-seat, armed trainer version of the T-33A, powered by a Rolls Royce Nene 10 turbojet, delivering 5,400 lb thrust. 636 were built under licence for the Royal Canadian Air Force from 1952. It was used as an instrument flight trainer whilst in service with the Canadian forces in Germany. The Silver Star Mks. 2 and 3 differed from the U.S. manufactured T-33A in being powered by a Rolls-Royce Nene 10 turbojet. Armament consisted of two nose-mounted 12.7 mm (0.5 in) machine-guns plus various light bombs, rockets and machine-gun pods. It had a service ceiling of 48,000 feet, a maximum speed of 600 mph at sea level and a cruising speed of 455 mph. The normal range was 1,025 miles and the maximum range was 1,275 miles. Canada gave T-33s to Bolivia, France, Greece, Portugal and Turkey under the Mutual Aid programme.
CL-30 Silver Star
By the end of 2000, 7 nations in the world still listed the T-33 as “in service.”
Circa 1964 a T-33, modified and operated for USAF Flight Dynamics Lab at Wright Patterson AFB, by Cornell Aeronautical Laboratory, has a variable drag system provided by servo-driven petals mounted on wing tanks. Simulation of flight path and handling qualities of lifting-body re-entry vehicles was made on both front and back of the power curve.
Cornell Aeronautical Laboratory modified T-33
Cornell Aero Lab at Cornell University in Ithaca, New York, had a variable-stability aircraft, a Lockheed NT-33A Shooting Star, which Neil Armstrong flew, testing experimental sidestick controller.
T-33 Engine: 1 x Allison J-33-A-5, 24.0kN Max take-off weight: 5900 kg / 13007 lb Empty weight: 3810 kg / 8400 lb Wingspan: 11.9 m / 39 ft 1 in Length: 11.5 m / 37 ft 9 in Height: 3.6 m / 11 ft 10 in Wing area: 22.0 sq.m / 236.81 sq ft Max. speed: 965 km/h / 600 mph Ceiling: 14700 m / 48250 ft Range w/max.fuel: 2150 km / 1336 miles Crew: 2
T-33A Engine: 5,400 lbs.t. (2450 kgp) Allison J33 A 35. Max level speed: 543 mph (874 kph). Max speed, 600 mph (966 kph) at sea level Cruise, 430 mph (692 kph) Initial climb, 5,525 fpm (28 m/sec) Service ceiling, 47,500 ft (14,477 m) Range, 1,345 mls (2164 km). Empty weight 8,084 lb (3 667 kg) MTOW, 11,965 lb (5428 kg). Wing span, 38 ft 10.5 in (11.85 m) Length 37 ft 9 in (11.49 m) Height: 14 ft 4 in (3.45 m) Wing area, 237 sq.ft (22 sq.m).
T-33A Engine one 5,400-lb. Allison J-33-A/4 turbojet with w/water-alcohol injection. Gross wt. 16,800. Empty wt. 8,440. Total fuel: 813 USG; 230 in each tip tank. Max Speed 525 mph. Long range cruise 455 mph. Range 1,000 nm. Ceiling 47,000′. Seats (ejection) 2.
T 1A Seastar Engine: 6,100 lbs.t. (2 767 kgp) Allison J33 A 22 turbojet. Max speed, 580 mph (933 kph) at 35,000ft (10 668 m) Cruise, 410 mph (660 kph) Initial climb, 6,330 fpm (32.1 m/sec) Service ceiling, 40,000ft (12 192 m) Range, 967 mls (1566 km). Empty weight, 11,965 lb (5 428 kg) Loaded weight, 15,500 lb (7 031 kg). Wing span, 42 ft 10 in (13.05 m) Length, 38 ft 6.5 in (11.73 m) Wing area, 240 sq.ft (22.3 sq.m).
Canadair CL-30 Engine: Rolls Royce Nene 10 turbojet, 5100 lb (2,315 kg) Span: 37 ft 7 in (11.48 m) without tip tanks Wing Span: 38 ft 10.5 in Length: 37 ft 9 in (11.49 m) Height: 11 ft 8 in (3.6 m) Wing area: 238 sq ft (22.11 sq m) Empty weight: 8,440 lb (3,832 kg) Loaded weight: 18,400 lb (8,217 kg) Maximum speed: Mach .787 Armament: Two .50 calibre Browning machine guns
In the spring of 1943 Allied intelligence became aware of the ME262 jet fighter, little was known about it but under the direction of Henry H. Arnold, the Commanding General of the U.S. Army Air Forces the decision was taken to bring the USA into the jet age. The development of the earlier XP59 Airacomet had not inspired confidence in the turbojet jet but with the reliability and power of the British developed engines increasing by the day the Americans decided that they could not afford to be left behind.
Arnold went to Lockheed and convinced them to build an airframe around the de Havilland Halford H1 (Goblin) which was already produced almost 2,300 lbs of thrust of the drawing board with promise of a great deal more. A design was submitted by what would be known as the ‘Skunk Works’ team led by Kelly Johnson claiming that the airframe could be built and ready for testing in 180 days, in the end it took just 143 being delivered to Muroc field (now Edwards AFB) on the 16th November 1943.
The design proved acceptable to the USAAF was a low-wing cantilever monoplane with a knife-edge laminar-flow wing section; engine within the rear fuselage; air intakes on each side of the fuselage forward of the wing leading edge; and retractable tricycle-type landing gear. Equally attractive was the company’s proposal to complete an initial prototype within 180 days and little time was lost in awarding contracts for three prototypes and 13 service trials aircraft. Work on the first prototype began in August 1943 and just 143 days later (on 8 January 1944) this aircraft flew for the first time.
XP-80
The first flight was delayed by foreign object damage which destroyed the engine on the first run up. A new engine was shipped from Britain allowing the first prototype (44-83020) nicknamed Lulu-Bell to get airbourne on the 8th January 1944. It was flown by Lockheed test pilot Tony LeVier. Service designation of the prototype was XP-80. Its power plant was a 13.34kN de Havilland H-1 turbojet.
Plans for this engine to be built by the Allis-Chalmers Company in America did not happen, so the next two prototypes each had a 16.68kN General Electric 1-40 turbojet, based on the Rolls Royce Derwent and also built by Allison as the J33. This was a larger and more powerful engine than the intended Allis-Chalmers J36, involving redesign which included increased span and length, a taller fin and strengthened landing gear. The exercise cost five months, for it was not until 10 June 1944 that the first of these two XP-80A was flown, by Tony Le Vier. Its first flight performance was not impressive and even with the technical difficulties rectified it was still considered worse than the H1 powered XP-80.
XP-80A 44-83021 Gray Ghost
The XP-80A’s were primarily testbeds for bigger engines and intake duct design, and consequently were larger and 25% heavier than the XP-80, a big factor in their poor performance. The P-80 testing program proved very dangerous. Milo Burcham was killed on 20 October 1944 while flying the third YP-80A, 44-83025 while the “Gray Ghost” was lost on a test flight on 20 March 1945, although pilot Tony LeVier escaped being able to bail out when the engine failed due to a turbine blade failure.
These two prototypes were designated XP-80A and were powered by the Allison-developed General Electric J33 engine of 1814-kg (4,000-1b) thrust, with low-set equi-tapered laminar-flow wings and engine air intakes set into the fuselage just forward of the wing roots, this version had a top speed of 898 km/h (558 mph) at sea level.
Thirteen development YP-80A aircraft for service trials, with J33-GE-9 or J33-GE-11 engines and an armament of six machine guns in the nose, started delivery to test establishments in October 1944 and it was aircraft of this type that arrived in Italy in May 1945. Two examples reached the Italian war zone just before VE-day, but failed to fly an operational sortie.
Ordered into quantity production during April 1944, the Shooting Star subsequently suffered cancellations after VJ-Day, but was proceeded with and as the P-80A attained operational service with the 412th Fighter Group during 1946, although poor serviceability and a very high accident rate significantly reduced its value. Production P-80A had wingtip tanks and provision for bombs, rockets and fuel tanks to be carried beneath the wings, plus six 12.7mm guns mounted in the fuselage nose.
Production deliveries of the P-80A did not start until December 1945, four months too late to see action against the Japanese.
The Shooting Star made a number of important flights, these including the first west-to-east trans-atlantic crossing by jet which was accomplished by 16 F-80s of the 56th Fighter Group in July 1948. One Shooting Star has set a world speed record of 1,003.91km/h on 19 June 1947. The P-80 designation changed to F-80 in 1948.
The second model to enter production was the F-80B, which featured numerous refinements such as thinner wing section with thicker skin, stronger bulkheads in the nose section to support greater fire-power, more power, stainless steel armoured engine compartment, provisions for JATO, and provision for rocket launchers. But only 240 of this model were completed before manufacture switched to the definitive F-80C. This possessed even greater power and also better armament and increased underwing weapons capability, no less than 670 being completed by the end of 1950, by which time the USA was in the Korean War.
The RF-80C being an unarmed photographic reconnaissance sub-variant.
The F-80C saw extensive action in the Korean War, one highlight occurring on 8 November 1950 when an F-80C flown by Lieut Russell J. Brown succeeded in downing a MiG-15 in what was believed to be the first conclusive aerial combat between jet fighters. On the whole, though, the Shooting Star possessed inferior performance and was mainly employed as a fighter-bomber. For Korea, F-80 were adapted to carry two 227kg and four 118kg fragmentation bombs or two 450kg bombs plus eight rockets or four 40 US gallon napalm bombs.
F-80 Shooting Star, Suan, Korea
Variants have included reconnaissance RF-80, QF-80A and QF-80F drones, and one F-80C was converted as a prototype two-seat trainer.
XP-80 Engine: de Havilland Goblin centrifugal flow turbojet, 3000 lb Max speed: 502 mph.
P 80A Shooting Star Engine: one 1814 kg (4000 lb) thrust General Electric J33 A 11 tur¬bojet. Max speed 933 km/h (580 mph) at 8535 m (28,000ft) Initial climb rate 1395m (4,580ft) per minute Service ceiling 13715 m (45,000 ft) Range 870 km (540 miles) Empty weight: 3593 kg (7,920 lb) Maximum take off weight: 6577 kg (14,500 lb) Wing span 12.17 m (39 ft 11 in) Length 10.52 m (34 ft 6 in) Height 3.45 m (11 ft 4 in) Wing area 22.11 sq.m (238.0 sq.ft). Crew: 1 Armament: six 12.7mm (0.5 in) machine guns in the nose, 2 x 454kg Bomb / 10x 5″ Rockets.
F-80C Shooting Star Engine: one 2449-kg (5,400-lb) thrust Allison J33-A-35 turbojet Wingspan 12.15 m (39 ft 10.5 in) Wing area 22.02 sq.m (237 sq ft) Length 10.52 m (34 ft6 in) Height 3.45 m (11 ft 4 in) Wheel track: 8 ft 7 in Empty weight: 3738 kg (8,240 lb) Maximum take-off weight: 7646 kg (16,856 lb) Maximum speed 956 km/h (594 mph) at sea level Initial climb rate 2094 m (6,870 ft) per minute Service ceiling 13030 m (42,750 ft) Range 1706 krn (1,060miles) Max endurance: 3 hr 12 min Crew: 1 Armament: six 12.7-mm (0.5-in) M3 machine-guns, 907 kg (2,000 lb) external ordnance or 16 127-mm (5-in) rockets.
From 1949 the US Navy actively pursued a policy of VTOL research. The results were two prototypes, the Lockheed XFV-1 and the Convair XFY-1 Pogo. Both aircraft were of the ‘tail-sitter’ concept and powered by the 5500-shp (4101-kW) Allison T40-A-6 turboprop driving large contra-rotating propeller units. These provided more thrust than the weight of the aircraft, making possible VTOL operation.
The XVF-1 was the more conventionally configured of the two types, with a mid-set wing of low aspect ratio, but for VTOL capability had a cruciform arrangement of tail surfaces indexed at 45 degrees to the wings. Each fitted with a small castoring wheel on the outboard end of its trailing edge. For flight trials with an engine not cleared for VTOL operation the type was fitted with a lightweight but very stalky fixed landing gear arrangement to permit conventional rolling take-off and landing, and in this guise first flew in June 1954. The aeroplane flew 22 times, in the process recording 32 operations in the vertical mode, when variation of the engine power made possible descending, hovering and ascending flight. No pure VTOL operations were undertaken with the only one of the two XFV-ls that flew.
The performance was similar to the P-80 Shooting Star.
The whole programme was cancelled in June 1955 and construction of the second prototype abandoned.
The sole YP-24, delivered to the Army on 29 September 1931, was the first fighter designed under engineer Robert Wood at Lockheed. Initially designated XP-900, the YP-24 was a low-wing monoplane two-seater with retractable landing gear, powered by a Curtiss Conqueror engine. Of composite wood and metal construction, it carried a rear gunner and had a top speed of 344km/h. The fastest fighter in the United States in 1931. The YP-24 was big for a fighter, with a wing span of 13.03m and a maximum take-off weight of 1978kg.
During a test flight on 19 October 1931, the YP-24 experienced a mechanical problem with its landing gear partially lowered. The landing gear could not be made to lower fully and lock into place. The pilot was able to retract the gear and was contemplating a belly landing, but observers were concerned that the low-slung engine radiator would dig in, flipping the heavy aircraft on its back. The pilot was ordered to parachute to safety and the YP-24 was lost. It was to be company finances, not the merits of the design, which doomed the YP-24 to ‘one-off’ status. In 1932, the Lockheed firm would separate from both its founder and Detroit Aircraft Corporation, and would be rescued and re-organized by a new chief executive, Robert Gross. But by then it was too late for the YP-24. The Army ordered five YlP-24s and five further airframes to be built as YA-9 attack bombers, but none was ever completed.
Engine: Curtiss Conqueror Max take-off weight: 1978 kg / 4361 lb Empty weight: 1365 kg / 3009 lb Wingspan: 13.03 m / 42 ft 9 in Length: 8.76 m / 28 ft 9 in Height: 2.49 m / 8 ft 2 in Wing area: 27.13 sq.m / 292.02 sq ft Max. speed: 344 km/h / 214 mph Cruise speed: 290 km/h / 180 mph Ceiling: 8047 m / 26400 ft Range: 895 km / 556 miles Armament: 1 x 12.7mm, 1 x 7.62mm fixed machine-guns, 1 x 7.62mm in the rear Crew: 2
