24 May 1954: At Edwards Air Force Base, Jackie Cochran sets a Fédération Aéronautique Internationale (FAI) altitude record of 14,377 meters (47,169 feet) while flying the Canadair CL-13 Sabre Mk. 3, serial number 19200.¹
Cochran had set several FAI speed records with this Sabre in the previous days.
“As I climbed. . . I noticed that the sky above was growing darker until it became a dark blue. The sun is a bright globe up there above but there are no dust particles at that height to catch the sun’s rays, so there is not what we know as “sunshine” down on the surface. Yellow has given way to blue. The gates of heaven are not brilliantly lighted. The stars can be seen at noon.”
—The Stars at Noon, by Jacqueline Cochran, Little, Brown and Company, Boston, 1954, Chapter XII, at Page 238.
During May and June 1953, Cochran, a consultant to Canadair, flew the Sabre Mk.3 to FAI records over the 15/25 kilometer straight course, the 100-kilometer closed circuit, the 500-kilometer closed circuit. She was the first woman to “break the Sound Barrier” when she flew No. 19200 to Mach 1.04.
The Canadair Sabre Mk.3 was a one-of-a-kind CL-13 Sabre (an F-86E Sabre manufactured by Canadair Ltd. under license from North American Aviation, Inc.) built to test the prototype Avro Canada Gas Turbine Division Orenda 3 engine. Modifications to the F-86 airframe were required to install the new, larger engine.
The Orenda 3 was an axial-flow turbojet engine with a 10-stage compressor, six combustion chambers and single-stage turbine. It produced 6,000 pounds of thrust (16.69 kilonewtons), a 15% improvement over the General Electric J47-GE-13 installed in the standard F-86E. The Orenda was 121.3 inches (3.081 meters) long, 42 inches (1.067 meters) in diameter and weighed 2,650 pounds (1,202 kilograms).
Canadair Ltd. was an aircraft manufacturer located at Cartierville, Montreal, Canada, owned by the American submarine builder, Electric Boat Company. Canadair also built licensed versions of the Douglas DC-4 (powered by Rolls-Royce Merlin engines) and the Lockheed T-33 two-place jet trainer. In 1954, the company became a part of General Dynamics.
After the speed records, No. 19200 was sent to North American Aviation for evaluation. Today, it is on static display outdoors at Wetaskiwin Regional General Airport (CEX3), Alberta, Canada.
24 May 1948: Two days after setting two Fédération Aéronautique Internationale (FAI) World and U.S. National Aeronautic Association speed records with her P-51B Mustang, Jackie Cochran sets two more.
Flying her “Lucky Strike Green” North American Aviation P-51B-15-NA, serial number 43-24760, civil registration NX28388, Cochran flew an average of 693.780 kilometers per hour (431.094 miles per hour) over a 1,000 kilometer (621.371 miles) closed circuit, without payload, at Santa Rosa Summit, near Indio, California.¹
Jackie Cochran bought NX28388 from North American Aviation, Inc., 6 August 1946. Cochran also flew the green P-51B in the 1946 and 1948 Bendix Trophy Races, in which she placed 2nd and 3rd. Her Mustang was flown by Bruce Gimbel in the 1947 Bendix race, placing 4th.
The P-51B and P-51C are virtually Identical. The P-51Bs were built by North American Aviation, Inc., at Inglewood, California. P-51Cs were built at North American’s Dallas, Texas plant. They were 32 feet, 2.97 inches (9.829 meters) long, with a wingspan of 37 feet, 0.31-inch (11.282 meters) and overall height of 13 feet, 8 inches (4.167 meters) high. The fighter had an empty weight of 6,985 pounds (3,168 kilograms) and a maximum gross weight of 11,800 pounds (5,352 kilograms).
The P-51B was the first version of the North American Aviation fighter to be powered by the Merlin engine in place of the Allison V-1710. Rolls-Royce had selected the Packard Motor Car Company to build Merlin aircraft engines in the United States under license. NX28388 was powered by a Packard-built V-1650-7, serial number V332415, which was based on the Merlin 66. It was a right-hand tractor, liquid-cooled, supercharged 1,649-cubic-inch-displacement (27.04-liter), single overhead cam (SOHC) 60° V-12 engine, which produced 1,490 horsepower at Sea Level, turning 3,000 r.p.m. at 61 inches of manifold pressure (V-1650-7). (Military Power rating, 15 minute limit.) The engine drove a four-bladed Hamilton Standard Hydromatic constant-speed propeller with a diameter of 11 feet, 2 inches (3.404 meters) through a 0.479:1 gear reduction.
The P-51B had a cruise speed of 362 miles per hour (583 kilometers per hour) and the maximum speed was 439 miles per hour (707 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 41,900 feet (12,771 meters). With internal fuel, the combat range was 755 miles (1,215 kilometers).
In military service, armament consisted of four Browning AN-M2 .50-caliber machine guns, mounted two in each wing, with 350 rounds per gun for the inboard guns and 280 rounds per gun for the outboard.
1,988 P-51B Mustangs were built at North American’s Inglewood, California plant and another 1,750 P-51Cs were produced at Dallas, Texas. This was nearly 23% of the total P-51 production.
While being ferried back to the West Coast after the 1948 Bendix Trophy Race, NX28388 crashed six miles south of Sayre, Oklahoma, 8 September 1948, killing the pilot, Sampson Held. Two witnesses saw a wing come off of the Mustang, followed by an explosion.
24 May 1930: After a 19-day, 11,000 mile (17,700 kilometer), solo flight from Croyden Aerodrome, London, England, 26-year-old Amy Johnson arrived at Darwin, Australia, in her de Havilland DH.60G Gipsy Moth, G-AAAH, named Jason. She received a £10,000 prize from the Daily Mail newspaper.
For her accomplishment, she was appointed Commander of the Most Excellent Order of the British Empire (CBE). She was also awarded the Harmon Trophy, “for the most outstanding international achievements in the arts and/or science of aeronautics for the preceding year, with the art of flying receiving first consideration.”
Her Gypsy Moth is in the collection of the Science Museum, London, England.
Amy Johnson was a rated Engineer (aircraft mechanic) and Navigator, as well as a licensed pilot. She had set many flight records, both individually and with her husband, James Mollison, whom she had married in 1932. He proposed to her during an airplane flight, only eight hours after having met her.
During World War II, Amy Johnson flew for the Royal Air Force as a First Officer of the Air Transport Auxiliary (equivalent to the RAF rank of Flight Lieutenant). On 5 January 1941, at approximately 3:30 p.m., Johnson bailed out of the Oxford and parachuted into the Thames Estuary. The airplane crashed into the river a short distance away and sank.
Amy Johnson’s parachute was seen by the crew of HMS Haslemere, a barrage balloon tender assigned to the Channel Mobile Balloon Barrage in the Estuary. They attempted to rescue her and in the process, the ship’s captain, Lieutenant Commander Walter Edmund Fletcher, Royal Navy, dove into the water. In the cold temperatures and rough conditions, Fletcher died. For his effort to rescue Johnson, he was awarded the Albert Medal, posthumously.
In recent years, stories have emerged that the AS.10 was shot down after Johnson twice gave the incorrect response to a radio challenge. Tom Mitchell, an anti-aircraft gunner of the 58th (Kent) Heavy Anti-Aircraft Artillery Regiment, at Iwade, a small village along the shore of the Thames Estuary, said in 1999 that he shot her down under orders, firing 16 shells at the Oxford. The men of the battery were ordered to never mention the incident. There were contemporary reports that a destroyer had also fired on Johnson, though the Admiralty denied this.
The de Havilland DH.60 was a light-weight, two-place, single-engine, single-bay biplane. The fuselage was covered with plywood and the wings and tail surfaces were covered with fabric. It was 23 feet, 5½ inches (7.150 meters) long with a wingspan of 29 feet, 0 inches (8.839 meters) and overall height of 8 feet, 9½ inches (2.680 meters). The airplane was designed so that the wings could be folded parallel to the fuselage, giving it an approximate width of 9 feet (2.7 meters). The wings had a chord of 4 feet, 3 inches (1.295 meters). The vertical gap between the wings was 4 feet, 10 inches (1.473 meters) and lower wing was staggered 3 inches (7.62 centimeters) behind the upper. Both wings had 3.5° angle of incidence and 3.5° dihedral. There was no sweep. Empty, the DH.60 had a weight of 764 pounds (346.6 kilograms) and loaded weight of 1,650 pounds (748 kilograms).
The original DH.60 Moth, which first flew in 1925, was powered by an air-cooled, normally-aspirated 4.503 liter (274.771-cubic-inch-displacement) A.D.C. Aircraft Ltd., Cirrus inline 4-cylinder overhead valve (OHV) engine with two valves per cylinder and a compression ratio of 5.4:1. The direct-drive engine produced 60 horsepower at 1,800 r.p.m., and 65 horsepower at 2,000 r.p.m. The Cirrus was 0.983 meters (3.225 feet) long, 0.908 meters (2.979 feet) high and 0.450 meters (1.476 feet) wide. It weighed 260 pounds (118 kilograms). The A.D.C. Cirrus was designed by Major Frank Bernard Halford, who later designed the de Havilland Gipsy engine, as well as the Goblin and Ghost turbojet engines.
The DH.60G Gipsy Moth was first produced in 1928. It was powered by a 318.09-cubic-inch-displacement (5.212 liter) air-cooled de Havilland Gipsy I inline 4-cylinder direct-drive engine with a compression ratio of 5:1. It was capable of producing 130 horsepower, but de-rated to 100 horsepower at 2,100 r.p.m. The Gipsy I was 40.5 inches (1.029 meters) long, 29.9 inches (0.759 meters) high and 20 inches (0.508 meters) wide. It weighed 285 pounds (129 kilograms).
The Gipsy Moth has a cruise speed of 85 miles per hour (137 kilometers per hour) and maximum speed of 102 miles per hour (164 kilometers per hour). Range for the standard aircraft is 320 miles (515 kilometers). The service ceiling is 14,500 feet (4,420 meters).
De Havilland built 8 pre-production and 31 production DH.60 Moths. 595 DH.60s of all variants were produced at Stag Lane.
23 May 2000: The United States Air Force received its first Beechcraft T-6A Texan II primary trainer at Randolph Air Force Base, San Antonio Texas. It is a militarized version of the Pilatus PC-9. The cockpit has a full digital “glass cockpit” instrument panel and is equipped with ejection seats for the student and instructor.
The Texan II is named after the World War II-era North American Aviation AT-6 Texan, which was the advanced trainer used by the United States military from 1940 to 1955. The T-6A is used as a primary trainer by both the U.S. Air Force and the U.S. Navy.
The Texan II is a two-place, single engine low-wing monoplane with retractable tricycle landing gear. It is 33 feet, 4 inches (10.160 meters) long with a wingspan of 33 feet, 5 inches (10.185 meters) and height of 10 feet, 8 inches (3.251 meters). It has an empty weight of 4,707 pounds (2,135 kilograms), gross weight of 6,300 pounds (2,858 kilograms) and maximum takeoff weight of 6,500 pounds (2,948 kilograms).
The airplane is powered by a Pratt & Whitney Canada PT6A-68 turboprop engine which produces 1,100 shaft horsepower and drives a 4-bladed Hartzell propeller.
The Texan II has a cruise speed of 320 miles per hour (515 kilometers per hour), service ceiling of 31,000 feet (9,449 meters) and range of 1,036 miles (1,667 kilometers).