A Shooting Star Falling from the Sky: The 1952 Crash of an F-80 Shooting Star Fighter Jet in the Town of Verona, New York
- New York History Review
- 5 days ago
- 15 min read
By Jeff Blanchard Introduction
The average person in the world has learned at some point in their life that what goes up into the air must come back down to the ground. In addition, the average person has learned that certain things, such as birds and aircraft, return to Earth’s surface in either a controlled or uncontrolled manner. U.S. Air Force fighter jet pilot First Lieutenant Donald Wieland had the misfortune of experiencing an uncontrolled return to the ground while flying his F-80 Shooting Star fighter jet in the skies above the Town of Verona, New York. This incident was a significant episode in both the history of the Town of Verona and the service record of the F-80 aircraft itself. First Lieutenant Wieland’s eventful return to the Earth’s surface represented a rare instance of an aircraft accident in the Town of Verona and one that involved a military aircraft. The incident, though, despite being rare in the Town of Verona, was a reflection of the F-80’s troubled safety record, which will be examined further.
Background
The main historical figure of this episode, F-80 fighter jet pilot First Lieutenant Wieland, was originally assigned to the 132nd Fighter-Interceptor Squadron of the 4711th Air Defense Wing, based at Dow Air Force Base in Maine.[1] First Lieutenant Wieland, along with several other pilots and aircraft from Dow Air Force Base, had been temporarily assigned to Griffiss Air Force Base in Rome, NY, in the summer of 1952 to perform air defense duties for the U.S. Air Force Air Defense Command.[2] During the Cold War, U.S. Air Force fighter-interceptor pilots were tasked with defending the United States against potential bomber attacks launched by the Soviet Union, with interceptor pilots standing ready to get their aircraft airborne within minutes and guided by Air Force radar stations to intercept any Soviet bomber aircraft.[3] First Lieutenant Wieland, in particular, was performing this air defense duty with the 27th Fighter Squadron of Griffiss Air Force Base, having arrived at the base for temporary duty two weeks prior to his eventful flight.[4]
Events Leading Up to the Incident
On September 5, 1952, First Lieutenant Wieland and his Wing Leader, Captain Herbert Brennan, were on five-minute strip alert,[5] ready to get their aircraft aloft in a five-minute time frame to intercept potential airborne intruders. At approximately 3:17 PM, Captain Brennan and First Lieutenant Wieland were alerted to take off for an interception mission by a U.S. Air Force radar unit known as Cuttlery Control.[6] Captain Brennan and First Lieutenant Wieland, at the controls of their F-80 Shooting Star fighter jets, were in the air by 3:20 PM and had brought their aircraft to an altitude of 15,000 feet.[7] At around 3:40 PM, Captain Brennan and First Lieutenant Wieland were approximately seventy miles northeast of Griffiss Air Force Base when they made contact with the ‘intruder,’ a U.S. Air Force B-29 bomber.[8] Available source accounts do not reveal whether this interception mission was a surprise training event or a false alarm, but Captain Brennan made the best of the situation by contacting the B-29 crew to request permission to conduct simulated gunnery passes to notionally ‘shoot down’ the bomber.[9] The two F-80 pilots conducted simulated gunnery passes on the B-29 for approximately fifteen minutes, with the interception mission taking place approximately one-hundred and twenty miles from Griffiss Air Force Base in the skies just north of Albany, NY.[10] Once the interception mission had been completed, Cuttlery Control directed Captain Brennan and First Lieutenant Wieland to direct their aircraft back to Griffiss Air Force Base.[11] Upon reaching the vicinity of Griffiss Air Force Base, Cuttlery Control directed the two F-80 pilots to fly around the perimeter of nearby Oneida Lake at 15,000 feet in order for Cuttlery Control to track the aircraft on radar to remedy a technical issue involving ground radar equipment.[12] Once Cuttlery Control had remedied the technical issue of its radar, the two F-80s were released to return to Griffiss Air Force Base at around 4:20 PM.[13] With each of the two F-80s still having approximately 290 gallons of fuel remaining, Captain Brennan took the opportunity to conduct additional training, instructing First Lieutenant Wieland to form his aircraft with Captain Brennan’s in a ‘loose string’ formation to practice aerobatic maneuvers.[14] Unbeknownst to both pilots, their impromptu training session would soon be struck by disaster.
The Incident: First Lieutenant Wieland’s Uncontrolled Return to the Ground
Over the course of a five-minute time frame, First Lieutenant Wieland and Captain Brennan performed multiple aerobatic maneuvers ranging from loops, rolls, and ‘lazy eights,’ with forces exerted on the F-80 jets kept within safe limits.[15] The two aircraft then proceeded to execute a turning maneuver, with both of the jets pulling up and simultaneously turning to the left in an arc-type pattern, with First Lieutenant Wieland staying to the left of Captain Brennan’s F-80 while maintaining some distance away.[16] It was at this point that things had gone awry. While executing the left turn maneuver, First Lieutenant Wieland heard a loud “clunk” sound originate from the rear of his aircraft and felt the controls of the F-80 go ‘loose.’[17] A fraction of a second after the controls for First Lieutenant Wieland’s F-80 went loose, his aircraft violently rolled to the right, went upside down, and started to spin horizontally.[18] First Lieutenant Weiland knew at that point something was extremely wrong with his aircraft and that he needed to initiate procedures to eject from the stricken F-80.[19] The effort that First Lieutenant Wieland had to put forth to eject from his aircraft was made all the worse by the fact that the extreme gravitational forces caused by the rotation and positioning of the F-80 as it fell through the sky had the desperate pilot’s body pinned against the canopy over the cockpit.[20] From this awkward upside-down position, First Lieutenant Wieland attempted to reach a handle positioned close to the floor of the cockpit that would jettison the canopy in order for the ejection to take place.[21] After making three unsuccessful attempts to reach the jettison handle,[22] First Lieutenant Wieland felt time was passing by and his aircraft was getting close to the ground, prompting him to attempt to activate his ejection seat and break through the canopy.[23] After operating all the necessary controls to activate his ejection seat, First Lieutenant Wieland’s attempt to eject straight through the canopy failed, for the ejection had not activated.[24] In desperation, First Lieutenant Wieland made a fourth attempt to reach the jettison handle, achieving success during this attempt, thereby allowing him to eject a fraction of a second after the canopy separated from his F-80.[25] At the time of the ejection, First Lieutenant Wieland’s aircraft was 9,000 feet above the ground, and his parachute did not pop open until he had free-fallen through the air for 4,000 feet.[26] Meanwhile, Captain Brennan, unaware of what had transpired, looked over his left shoulder to check on First Lieutenant Wieland, only to see the tail section of an F-80 tumbling through the air.[27] After attempting a radio check with First Lieutenant Wieland and not receiving an answer, Captain Brennan notified the Air Traffic Control Tower at Griffiss Air Force Base that an aircraft accident had occurred.[28]While attempting to figure out what had happened to his wingman, Captain Brennan witnessed the tail section of the stricken F-80 strike the ground, followed by a sighting of a red and white parachute with First Lieutenant Wieland attached to it.[29] First Lieutenant Wieland’s F-80 crashed into a bean field of the Leo Mooney farm, a half-mile off of Irish Ridge Road, southeast of the Hamlet of Stacy Basin, between the Hamlets of Durhamville and Verona in the Town of Verona.[30] Shortly after his parachute opened, First Lieutenant Wieland witnessed his F-80 strike the ground and explode below him as he descended to the ground while Captain Brennan flew his F-80 around him.[31] Concerned that he was going to descend into the flames of his F-80’s wreckage, First Lieutenant Wieland slipped out of his parachute[32] and landed approximately five hundred yards from the wreckage of his destroyed aircraft.[33] After he witnessed First Lieutenant Wieland land on the ground, Captain Brennan, in his F-80, along with a B-29 bomber, circled the crash site until civilians on the ground reached First Lieutenant Wieland.[34] Upon his eventful return to the Earth’s surface, First Lieutenant Wieland’s crash incident entered a new phase on the ground.
Eyewitness Accounts from the Ground
While First Lieutenant Wieland and Captain Brennan had been practicing aerobatic maneuvers in their fighter jets, Warren Seibel, a civilian on the ground, watched the incident unfold, witnessing First Lieutenant Wieland’s F-80 break apart during the turning maneuver he had been performing.[35] As the F-80 became stricken, Mr. Seibel witnessed the canopy jettison, First Lieutenant Wieland eject, and the tail section of the aircraft tear off from the rest of the fuselage.[36] The remainder of the descending F-80’s fuselage, making erratic type spins, went out of Mr. Seibel’s view at approximately two hundred feet from the ground.[37] As Mr. Seibel witnessed the incident unfold, Lula Orr, a migrant farm worker who lived five hundred yards from the crash site, first sighted the stricken F-80 as it was five hundred feet from the ground and saw the crash occur, feeling her house shake as the fighter jet burst into smoke and flames.[38] After the impact had occurred, hundreds of civilians, who had heard about the incident from radio news bulletins, flocked to the scene and navigated through thick brush to reach the crash site.[39]Firefighters from the Fire Departments of Durhamville and Griffiss Air Force Base arrived at the crash scene and used firefighting foam equipment to bring the fire in the aircraft wreckage under control.[40] As flames from the wreckage were being suppressed, bystanders were not allowed into part of the scene due to the danger of exploding ammunition from the crashed F-80’s fully loaded .50-caliber machine guns, with law enforcement officers from Griffiss Air Force Base and civilian police agencies eventually restricting the entire scene.[41] Amidst this controlled chaos, First Lieutenant Wieland, having sprained the right side of his neck and sustained a contusion of his buttocks,[42] required transport from the scene by a Griffiss Air Force Base ambulance, later being reported as in good condition.[43]A short time after the crash had occurred, Lieutenant Colonel Peter Packard of Griffiss Air Force Base’s Aircraft Accident Investigation Board arrived at the scene to conduct the initial accident investigation.[44] The subsequent investigation revealed concerning safety issues in the wake of the crash incident.
The Accident Investigation and Its Recommendations
The accident investigation, beyond what Lieutenant Colonel Packard had initially conducted on the scene, revealed serious safety concerns that were to have consequences for the F-80 fleet throughout the U.S. Air Force. Maintenance records revealed that, for unknown reasons, the tail section of Lieutenant Wieland’s F-80 had been switched out with the tail section of a different F-80.[45] During the process of switching out the tail sections, certain brackets attaching the tail section of Lieutenant Wieland’s F-80 had been reinforced, while others had not, an action that was not in compliance with U.S. Air Force technical procedures for aircraft maintenance.[46] These actions by maintenance personnel during tail section attachment resulted in the section with unreinforced bolts being slightly flexible, while the section with reinforced bolts was rigid.[47] Thus, the movement of the flexible portion of the tail placed stress on the rigid section, which, when coupled with possible additional stress placed on First Lieutenant Wieland’s F-80 encountering turbulence coming off of Captain Brennan’s aircraft during close formation flying, caused the reinforced brackets to fail during flight.[48] The failure of the brackets most likely accounted for the dull clunk sound that First Lieutenant heard, and most likely had a negative effect on the control flaps of the destabilized tail section, which caused the perilous, violent roll and spinning of First Lieutenant Wieland’s F-80.[49]
Once the cause of the accident had been determined, the Aircraft Accident Investigation Board at Griffiss Air Force Base made several recommendations at the time. The first recommendation was to ensure that all aircraft maintenance personnel complied with technical procedures when performing repairs on interchangeable parts of the F-80, such as the tail section.[50] The second recommendation had even more far-reaching consequences, as it suggested imposing flight restrictions on all F-80s in the U.S. Air Force until it could be determined that the technical procedures for their maintenance had been complied with and the tail sections of each aircraft were verified as not exhibiting abnormal movement.[51] The last recommendation, made in light of First Lieutenant Wieland’s monumental struggle to eject during the incident, advocated for the placement of canopy jettison controls that could be easily reached by a pilot regardless of how an aircraft was positioned during an emergency.[52] The results of the accident investigation represented yet another bad mark on the safety record of the F-80, despite the respected service history of the classic early Cold War fighter jet.
The F-80: A History-Making Airplane with a Troubled Safety Record
In the early years of the Second World War, the United States acquired its first-ever fighter jet, the Bell P-59 Airacomet, an aircraft that could only reach a speed of 410 miles per hour, making it slower than the propeller-driven P-51 Mustang.[53] Due to the dismal performance of the P-59 and Allied intelligence in 1943, when it was learned that the German Me-262 fighter jet would soon enter service, the aviation design and manufacturing company, Lockheed, was tasked with producing a better fighter jet in just six months.[54] Lockheed’s famous aviation designer, Clarence “Kelly” Johnson, drew up the initial designs of what would be known as the XP-80, with the first prototype being built one hundred and forty-three days after the first designs had been drawn up.[55] After the prototype stage, the first P-80 was delivered into service with the U.S. Army Air Forces in 1945,[56] but only four YP-80A’s made it to Europe in 1945 just before the end of the Second World War, with these aircraft not engaging in any combat actions.[57] Despite not seeing any combat, the P-80, of which 1,700 were built in the years following the Second World War, went on to set significant post-war records.[58] In 1946, a P-80 became the first jet-propelled aircraft that flew from the East Coast to the West Coast of the United States, and a modified P-80R ‘Racer’ broke a previous flight speed record by achieving six hundred and twenty-three miles per hour.[59] Upon establishment of the U.S. Air Force, the P-80 was redesignated the F-80 in 1948, with a detachment of F-80s going on to serve in Europe in response to the Berlin Crisis of 1948.[60] It was in the Korean War, though, that the F-80 cut its teeth in combat, as large numbers of the aircraft were present in U.S. Air Force Fighter Squadrons in the Far East.[61] Pressed into service in Korea in 1950, almost immediately after the outbreak of war, the F-80 was able to outmatch the propeller-driven fighters of North Korea in combat, but was soon outmatched itself by the arrival of the Soviet built MiG-15 fighter jet.[62] Despite being outmatched in the areas of speed, acceleration, maneuverability, and firepower by the MiG-15, several F-80s participated in the first recorded aerial combat engagement between fighter jets in history on November 8, 1950, engaging four MiG-15s, one of which was shot down by F-80 jet fighter pilot Lieutenant Russell J. Brown.[63] F-80s would go on to shoot down 17 enemy aircraft during aerial engagements in Korea, but were soon relegated to the ground-attack role, a role for which they were never intended, after the U.S. Air Force introduced the superior F-86 Saber Jet in Korea to counter the MiG-15.[64] Despite its impressive history of service, the F-80's achievements did not overshadow its troubled safety record.
The F-80's safety record did not get off to a good start, even in its prototype stage. Lockheed’s chief test pilot died during the crash of an XP-80 during a test flight as a result of a fuel pump issue.[65] When two P-80s were deployed to England in 1945, one of the aircraft was involved in a fatal crash incident, marking the second such incident involving the P-80.[66] As P-80s became operational in Fighter units, accidents started to mount, caused by engine problems, pilot errors, and, just like with First Lieutenant Wieland’s F-80, structural failures.[67] One accident involving a P-80 in particular claimed the life of Richard Bong, an American fighter ace of the Second World War, subsequently resulting in the grounding of the entire P-80 fleet.[68] Due to the prevalence of accidents, in addition to the end of the Second World War, doubt was cast upon the P-80 as a safe and effective fighter in the U.S. fighter aircraft inventory.[69] Even during the Cold War, accidents such as the one involving First Lieutenant Wieland over the Town of Verona reflected that safety issues still plagued even upgraded models of the F-80 and could be fatal. If the safety issues had been rectified in the later models of the F-80, to include compliance with standard technical procedures, September 5, 1952, would have been an uneventful day in history for the Town of Verona and in the life of First Lieutenant Donald Wieland.
About the author: Jeff Blanchard has been the Historian for the Town of Verona, NY, since June 2025, and has been vigorously pursuing projects related to Verona’s rich history. Jeff earned a Bachelor of Science in History from Liberty University and is interested in local history, post-World War II military history, and American military history.
Bibliography
Alex, Dan. “Lockheed P-80/F-80 Shooting Star Single-seat, Jet-Powered Fighter/Fighter-Bomber Aircraft United States 1945.” Military Factory. Last Updated May 8, 2024, https://www.militaryfactory.com/aircraft/detail.php?aircraft_id=86.
Author Unknown. “Griffiss Jet Crashes Into Bean Field, Pilot Parachutes to Safety.” Rome Daily Sentinel, September 6, 1952, Saturday Evening.
Author Unknown. “Recommendations.” Report of Proceedings of Aircraft Accident Board. Griffiss AFB, Rome, NY: U.S. Air Force, September 9, 1952.
Bonders, James L. Major USAF (MD). “Section B-PERSONAL FACTORS.” Medical Report of An Individual Involved in AF Aircraft Accident. Griffiss AFB, Rome, NY: U.S. Airforce, September 15, 1952.
Bonders, James L. Major USAF (MD). “Section D-Diagnosis.” Medical Report Of An Individual Involved in AF Aircraft Accident. Griffiss AFB, Rome, NY: U.S. Air Force, September 15, 1952.
Brennan, Herbert Captain USAF. “Statement made by Captain Herbert O. Brennan to Captain Joseph J. Walsh USAF.” Griffiss AFB, Rome, NY: U.S. Air Force, 1952.
Bright, Christopher J. “The Heyday of Nuclear Air Defense.” Air and Space Forces Magazine, July 1, 2012. https://www.airandspaceforces.com/article/0712nuclear/.
Roblin, Sebastien. “Meet the F-80 Shooting Star: The First U.S. Jet Fighter That Went to War Against North Korea.” The National Interest, January 3, 2019. https://nationalinterest.org/blog/buzz/meet-f-80-shooting-star-first-us-jet-fighter-went-war-against-north-korea-40417.
Seibel, Warren F. “Statement made by Warren F. Seibel to Major Joseph J. Walsh USAF.” Griffiss AFB, Rome, NY: U.S. Air Force, September 5, 1952.
U.S. Air Force. “Section D-PERSONNEL INVOLVED.” Report of AF Aircraft Accident. Griffiss AFB, Rome, NY: U.S. Air Force, 1952.
U.S. Air Force. “Section O-DESCRIPTION OF ACCIDENT.” Report of AF Aircraft Accident. Griffiss AFB, Rome, NY: U.S. Air Force, 1952.
U.S. Air Force. “Untitled Investigation Report.” Date Unknown.
U.S. Air Force. Report of Proceedings of Aircraft Accident Board. Griffiss AFB, Rome, NY: U.S. Air Force, 1952.
Wieland, Donald First Lieutenant USAF. “Statement made by First Lieutenant Donald Wieland to Captain Joseph J. Walsh USAF.” Griffiss AFB, Rome, NY: U.S. Air Force, 1952.
[1] U.S. Air Force, “Section D-PERSONNEL INVOLVED,” Report of AF Aircraft Accident (Griffiss AFB, Rome, NY: U.S. Air Force, 1952), 1.
[2] U.S. Air Force, “Section O-DESCRIPTION OF ACCIDENT,” Report of AF Aircraft Accident (Griffiss AFB, Rome, NY: U.S. Air Force, 1952), 4.
[3] Christopher J. Bright, “The Heyday of Nuclear Air Defense,” Air and Space Forces Magazine, July 1, 2012, https://www.airandspaceforces.com/article/0712nuclear/.
[4] Major James L. Bonders USAF (MD), “Section B-PERSONAL FACTORS,” Medical Report of An Individual Involved in AF Aircraft Accident (Griffiss AFB, Rome, NY: U.S. Airforce, September 15, 1952), 1.
[5] Captain Herbert Brennan USAF, “Statement made by Captain Herbert O. Brennan to Captain Joseph J. Walsh USAF,” (Griffiss AFB, Rome, NY: U.S. Air Force, 1952), 1.
[6] Brennan, “Statement made by Captain Brennan,” 1.
[7] Brennan, “Statement made by Captain Brennan,” 1.
[8] Brennan, “Statement made by Captain Brennan,” 1.
[9] Brennan, “Statement made by Captain Brennan,” 1.
[10] Brennan, “Statement made by Captain Brennan,” 1.
[11] Brennan, “Statement made by Captain Brennan,” 1.
[12] Brennan, “Statement made by Captain Brennan,” 1.
[13] Brennan, “Statement made by Captain Brennan,” 1.
[14] First Lieutenant Donald Wieland USAF, “Statement made by First Lieutenant Donald Wieland to Captain Joseph J. Walsh USAF,” (Griffiss AFB, Rome, NY: U.S. Air Force, 1952), 1.
[15] Wieland, “Statement made by First Lieutenant Wieland,” 1.
[16] Wieland, “Statement by First Lieutenant Wieland,” 1.
[17] U.S. Air Force, Report of Proceedings of Aircraft Accident Board (Griffiss AFB, Rome, NY: U.S. Air Force, 1952), 2.
[18] U.S. Air Force, Report of Proceedings, 2.
[19] U.S. Air Force, Report of Proceedings, 2.
[20] Wieland, “Statement by First Lieutenant Wieland,” 1.
[21] U.S. Air Force, Report of Proceedings, 2.
[22] Wieland, “Statement by First Lieutenant Wieland,” 1.
[23] U.S. Air Force, Report of Proceedings, 2.
[24] U.S. Air Force, Report of Proceedings, 2.
[25] Wieland, “Statement by First Lieutenant Wieland,” 1.
[26] Wieland, “Statement by First Lieutenant Wieland,” 1.
[27] Brennan, “Statement by Captain Brennan,” 1.
[28] Brennan, “Statement by Captain Brennan,” 1.
[29] Brennan, “Statement by Captain Brennan,” 1.
[30] Author Unknown, “Griffiss Jet Crashes Into Bean Field, Pilot Parachutes to Safety,” Rome Daily Sentinel, September 6, 1952, Saturday Evening.
[31] U.S. Air Force, Report of Proceedings, 2.
[32] U.S. Air Force, Report of Proceedings, 2.
[33] Warren F. Seibel, “Statement made by Warren F. Seibel to Major Joseph J. Walsh USAF,” (Griffiss AFB, Rome, NY: U.S. Air Force, September 5, 1952), 1.
[34] Brennan, “Statement by Captain Brennan,” 1.
[35] Seibel, “Statement by Warren Seibel,” 1.
[36] Seibel, “Statement by Warren Seibel,” 1.
[37] Seibel, “Statement by Warren Seibel,” 1.
[38] Author Unknown, “Griffiss Jet Crashes.”
[39] Author Unknown, “Griffiss Jet Crashes.”
[40] Author Unknown, “Griffiss Jet Crashes.”
[41] Author Unknown, “Griffiss Jet Crashes.”
[42] Major James L. Bonders USAF (MD), “Section D-Diagnosis,” Medical Report Of An Individual Involved in AF Aircraft Accident (Griffiss AFB, Rome, NY: U.S. Air Force, September 15, 1952), 3.
[43] Author Unknown, “Griffiss Jet Crashes.”
[44] Author Unknown, “Griffiss Jet Crashes.”
[45] U.S. Air Force, “Untitled Investigation Report,” Date Unknown, 1.
[46] U.S. Air Force, “Untitled Investigation Report,” 1.
[47] U.S. Air Force, “Untitled Investigation Report,” 1.
[48] U.S. Air Force, “Untitled Investigation Report,” 1.
[49] U.S. Air Force, “Untitled Investigation Report,” 1.
[50] Author Unknown, “Recommendations,” Report of Proceedings of Aircraft Accident Board (Griffiss AFB, Rome, NY: U.S. Air Force, September 9, 1952), 12.
[51] Author Unknown, “Recommendations,” 13.
[52] Author Unknown, “Recommendations,” 13.
[53] Sebastien Roblin, “Meet the F-80 Shooting Star: The First U.S. Jet Fighter That Went to War Against North Korea,” The National Interest, January 3, 2019, https://nationalinterest.org/blog/buzz/meet-f-80-shooting-star-first-us-jet-fighter-went-war-against-north-korea-40417.
[54] Roblin, “Meet the F-80.”
[55] Roblin, “Meet the F-80.”
[56] Dan Alex, “Lockheed P-80/F-80 Shooting Star Single-seat, Jet-Powered Fighter/Fighter-Bomber Aircraft United States 1945,” Military Factory, Last Updated May 8, 2024, https://www.militaryfactory.com/aircraft/detail.php?aircraft_id=86.
[57] Roblin, “Meet the F-80.”
[58] Roblin, “Meet the F-80.”
[59] Roblin, “Meet the F-80.”
[60] Alex, “Lockheed P-80/F-80.”
[61] Alex, “Lockheed P-80/F-80.”
[62] Alex, “Lockheed P-80/F-80.”
[63] Alex, “Lockheed P-80/F-80.”
[64] Alex, “Lockheed P-80/F-80.”
[65] Roblin, “Meet the F-80.”
[66] Roblin, “Meet the F-80.”
[67] Alex, “Lockheed P-80/F-80.”
[68] Alex, “Lockheed P-80/F-80.”
[69] Alex, “Lockheed P-80/F-80.”
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