August 21, 1956 1,015.428 MPH!

CVPR-820-F8U-1-141345-photo-opportunity-during-a-test-run VAHF Collection

     August 21, 1956 F8U-1 Number 15, 141345, exceeded 1,000 mph over California with Commander "Duke" Windsor at the controls. The speed record was observed and verified by the NAA (National Aeronautic Association). The recorded average speed was 1,015.428 mph which established a new world record for a production military aircraft.

CVPR-866-Checking-Time-After-Run VAHF Collection

     141345 was a standard production F8U-1 with a few small additions. A photo observer along with two barographs were installed in the ammunition compartment and a radar marker beacon was installed in the rocket pack. The aircraft carried it's full compliment of four 20mm cannons for the record runs. The only other alteration was the painting of the underside of the outer wing panels and the vertical fin and rudder florescent flame orange to aid visibility of the aircraft by ground observers.

CVPR-815-F8U-1-141345-Mojave-VAHF-Colllection

CVPR-828-F8U-1-141345-being-towed-from-hangar-at-Mojave VAHF Collection

     The Thompson Trophy was awarded to CDR Windsor at the 1956 National Airshow at Will Rogers Airport, Oklahoma City over Labor Day weekend.

CDR-Windsor-Thompson-Trophy-September-1956 VAHF Collection

     Here are links to two videos are excellent resources for those looking for more information on the record setting flight.

News reel ; F8U Record Flight

Vought reel: Project_One_Grand

XF8U-1 Crusader at 60 Part V

March 25, 1955

     Finally, the first flight day had arrived, Friday morning March 25, 1955, six days ahead of contract schedule and only 22 months from the contract between the US Navy and Chance Vought Aircraft being signed. John W. Konrad, chief test pilot for Chance Vought Aircraft, climbed into XF8U-1 #1 for the first flight. Under the watchful eye of Crew Chief Rollie Pruett, the mighty Pratt and Whitney J57 engine started and system checks carried out. Konrad taxied the XF8U-1 on the Muroc dry lake bed to the take off point.

     Once the XF8U-1s system checks were passed Konrad advanced the throttle on the Pratt and Whitney J57-P-11 engine into afterburner, released the brakes, and the first flight began. The XF8U-1 passed the attentive Chance Vought Crew on its take off roll. The aircraft was visible to the ground observers several times during the first flight.

Above: Like expectant parents, the Chance Vought engineers and a US Navy Representative watch the first flight of the XF8U-1 along with film crews that were there to capture the event. The engineers are:  (l to r) G.K. Johnson, Russ Clark, Joe Silverman, Paul Thayer, and H.B. Sallada. (CVPR-380 VAHF)

Below: March 25, 1955 John Konrad moves the throttle forward on the XF8U-1 as evidenced by the black smoke pouring from the tailpipe of the Pratt and Whitney J57 engine prior to having afterburner selected. This is the moment the past 22 months worth of work all culminate in, first flight! (CVPR-417 VAHF)

      Russ Clark, assistant project engineer, stated, "The flight objective was to achieve in order of 1.1 Mach number which was easily accomplished, in fact the acceleration of the aircraft through the transonic was smooth, pleasant, and rapid." The XF8U-1 aircraft was airborne for 52 minutes and exceeded 1,000 mph on the first flight. Naval Aviation now had a 1,000 mph carrier based day fighter second to none in performance. The only reported problem during the first  flight of the #1 XF8U-1 concerned the yaw and roll stabilization system that would be addressed after further flight testing determined the extent of the problem.

Above: XF8U-1 in-flight with the wing up, flaps and droops extended. (CVPR-435 VAHF)

Above: XF8U-1 in-flight. (CVPR-439 VAHF)

John Konrad bringing the XF8U-1 in for landing after a successful first flight. (CVPR-438 VAHF)

     After landing and taxing back to the temporary Chance Vought Hangar, Konrad was seen grinning in the cockpit and gave a confident wink. The aircraft was swarmed by well wishers offering congratulations. Konrad replied, "Thanks a lot for a good airplane." He continued, "I'm not the one to be congratulated, I just happened to be in the seat." Commander Joe Rees, the Bureau of Aeronautics XF8U-1 Project Officer, was standing nearby. Konrad said to Rees, "Well, Joe, there's your new airplane." To which Commander Rees replied, "She sure looks good."

Above: Test Pilot John Konrad in debrief with the Chance Vought Aircraft flight test engineering and maintenance staff after returning from the first test flight of the XF8U-1. (CVPR-391 VAHF)

XF8U-1 Crusader at 60 Part IV

     All the items critical for a successful first flight had been completed by March 23rd. A third taxi test was made on March 24th, the last in the series to be accomplished prior to flight. Tests were completed satisfactorily, and no difficulties were experienced. The #1 XF8U-1 was ready to proceed to the first flight.

 Above: Group photo of the Chance Vought Aircraft flight test team taken at Edwards AFB. These are the men who worked long hours to get the #1 XF8U-1 ready for flight after its long journey from Dallas (CVPR-427 VAHF)

Above: Chance Vought Aircraft engineers L.C. Josephs and Russ Clark for the XF8U-1 Program take a moment to pose by the #1 XF8U-1 at Muroc. (CVPR-394 VAHF)

Below: The Spartan cockpit of the #1 XF8U-1. The aircraft was not armed so did not have a gun sight or armament controls installed. Also missing in the picture is the Chance Vought Aircraft ejection seat that was fitted during the initial test program and used for many years. (VAHF)

A really nice image of the XF8U-1 Crusader sitting on the ground at Muroc, CA. VAHF Collection

XF8U-1 Crusader at 60 Part III

XF8U-1 138899 at Muroc after re-assembly is complete prior to the distinctive decorative markings being applied. VAHF Collection

     All the components of the XF8U-1 were delivered to Muroc by March 3, 1955. The aircraft was reassembled and tested in time to allow for a first taxi attempt on March 14th. The aircraft taxied down wind just fine, when an attempt was made to turn to the right into the relative wind were unsuccessful. Various combinations of throttle, rudder and brakes failed. The test was discontinued due to high wind and tire wear.

Engine and system testing preparation at Muroc prior to the first flight of the XF8U-1. VAHF collection

The need for nose wheel steering was identified in a Flight Test Deficiency Report on April 6, 1955 with the recommendation that it be Incorporated in all production aircraft and in the prototype prior to the Navy Phase I Evaluation scheduled to beginning the end of May 1955.

The next day, March 15, taxi tests were resumed with much better results. The aircraft was taxied at speeds up to 90 mph and ground handling was considered acceptable for the initial company test program.

The aircraft would not be taxied again until March 24th the day before the first flight. Once again the tests were successful and no further taxi test needed prior to the first flight.

Another shot of system testing outdoors at Muroc. VAHF collection

XF8U-1 Crusader at 60 Part II

     The fuselage of 138899 in position to start it's trip up the loading ramp into the C-124. VAHF

     The truck carrying the wing assembly of the XF8U-1 departed the Chance Vought factory on March 2, 1955 at 6:30 a.m. headed for California.  An hour and a half later, a Douglas C-124C Globemaster II aircraft arrived at Hensley Field for the purpose of transporting the rest of the XF8U-1 to Muroc for flight testing. Not long after the C-124C parked on the Chance Vought ramp, loading of the fuselage and crated components of the XF8U-1 began. By 11:30 p.m. that night the C-124C was loaded and ready for the trip to Muroc.

XF8U-1 fuselage secured in the cargo compartment of the C-124C. VAHF

     The rumble of four Pratt and Whitney R-4360 radial engines disturbed the late-morning quiet at Hensley Field, Texas. It was 11:25am on March 3, 1955 and the first XF8U-1 was airborne at last! For the 1950's it was yet another flight for a workhorse of the cold war, the Douglas C-124C Globemaster II. However, to the employees of Chance Vought Corporation this flight was very different. The future of the company was contained within the cargo hold of that Douglas Globemaster II aircraft.

     The fuselage of XF8U-1 138899 was transported to Muroc in the cargo hold of C-124C 52-0982 Globemaster II  transport assigned to 52d Troop Carrier Sq, Heavy  stationed at Donaldson AFB, South Carolina.  Six hours and fifteen minutes later the C-124C arrived safely at Edwards Air Force Base. 

 C-124C 52-0982 Globemaster II  transport assigned to 52d Troop Carrier Sq, Heavy departing the runway at Hensley Field with the fuselage of XF8U-1 138899 tucked safely inside. VAHF

XF8U-1 Crusader at 60 Part I

     2015 marks the 60th anniversary of the first flight of the XF8U-1 Crusader 138899 or Dash One as she was nicknamed a little later in life.

Overhead view of the first XF8U-1 nearing shop completion. Work is taking place on the ejection seat rails, emergency generator and other finish up tasks. CVPR-319 Photo. VAHF Archive

     XF8U-1 was marked "shop complete" and delivered to the Structures Test Lab at 7:42 am on February 19, 1955. A few items needed to be completed but essentially the aircraft was 98% complete.  Hydraulic system tests began shortly after arrival in the Lab and continued until February 25th.

     The hydraulic system tests were not completely problem free. The problems encountered were a freezing of the wing incidence cylinder with the wing in the down position and interference between center and outer panel wing skins and droops. It was also discovered the wheel brake cylinders were not flight worthy. The vibration tests of the lab work commenced after completion of the hydraulic testing and was completed the next day on February 26, 1955.

     This is the first in a series of posts leading up to the first flight of the XF8U-1 to help celebrate the 60th anniversary of that event.