Tag Archives: National Aeronautic Association

9 April 1951

Jackie Cochran with her North American Aviation P-51C Mustang, N5528N, circa December 1949. (FAI)

9 April 1951: Jackie Cochran set a Fédération Aéronautique Internationale (FAI) world record and National Aeronautic Association U.S. National Record on 9 April 1951, flying her North American Aviation P-51C Mustang, N5528N, to an average speed of 464.374 miles per hour (747.338 kilometers per hour) over a straight 16 kilometer (9.942 miles) high-altitude course at Indio, California.¹

National Aeronautic Association Certificate of Record in the San Diego Air and Space Museum Archive. (Bryan R. Swopes)
National Aeronautic Association Certificate of Record in the San Diego Air and Space Museum Archive. (Bryan R. Swopes)

Thunderbird was Jackie Cochran’s third P-51 Mustang. She had purchased it from Academy Award-winning actor and World War II B-24 wing commander James M. Stewart, 19 December 1949. It was painted cobalt blue with gold lettering and trim.

That same day, Jackie Cochran flew her new airplane to two Fédération Aéronautique Internationale (FAI) World Records for Speed Over a 500 kilometer Closed Circuit Without Payload, and a U.S. National Aeronautic Association record, with an average speed of  703.275 kilometers per hour (436.995 miles per hour).

Thunderbird had won the 1949 Bendix Trophy Race from Rosamond Dry Lake, California, to Cleveland Municipal Airport, Ohio, with pilot Joe De Bona in the cockpit.

According to Civil Aviation Administration records, N5528N had been “assembled from components of other aircraft of the same type.” It has no USAAC serial number or North American Aviation serial number. The CAA designated it as a P-51C and assigned 2925 as its serial number. It was certificated in the Experimental category and registered N5528N.

Thunderbird, Jackie Cochran’s North American P-51C Mustang, N5528N, circa 1951. (FAI)

The North American Aviation P-51 Mustang is a single-place, single-engine long range fighter. It is a low-wing monoplane with retractable landing gear and is of all-metal construction. The fighter is powered by a liquid-cooled V-12 engine. It was originally produced for the United Kingdom’s Royal Air Force as the Mustang Mk.I. Two examples were provided to the U.S. Army Air Corps, designated XP-51. This resulted in orders for the P-51A and A-36 Apache dive bomber variant. These early Mustangs were powered by the Allison V-1750 engine driving a three-bladed propeller, which also powered the Lockheed P-38 Lightning and Curtiss P-40 Warhawk.

In 1942, soon after the first production Mustang Mk.I arrived in England, Rolls-Royce began experimenting with a borrowed airplane, AM121, in which they installed the Supermarine Spitfire’s Merlin 61 engine. This resulted in an airplane of superior performance.

In the United States, the Packard Motor Car Company of Detroit, Michigan, had begun building Merlin engines under license from Rolls-Royce. These American engines were designated V-1650. North American modified two P-51s from the production line to install the Packard V-1650-3. These were designated XP-51B. Testing revealed that the new variant was so good that the Army Air Corps limited its order for P-51As to 310 airplanes and production was changed to the P-51B.

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).

A Packard Motor Car Company V-1650-7 Merlin liquid-cooled, supercharged SOHC 60° V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum. This engine weighs 905 pounds (411 kilograms) and produces 1,490 horsepower at 3,000 r.p.m. (NASM)
Packard Motor Car Company V-1650-7 Merlin, liquid-cooled, supercharged SOHC 60° V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum. This engine weighs 905 pounds (411 kilograms) and produces 1,490 horsepower at 3,000 r.p.m. (NASM)

P-51Bs and Cs were powered by a right-hand tractor, liquid-cooled, supercharged, 1,649-cubic-inch-displacement (27.04-liter) Packard V-1650-3 or -7 Merlin single overhead cam (SOHC) 60° V-12 engine which produced 1,380 horsepower at Sea Level, turning 3,000 r.p.m at 60 inches of manifold pressure (V-1650-3) or 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.) These were license-built versions of the Rolls-Royce Merlin 63 and 66. 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.

North American Aviation P-51B-1-NA Mustang in flight. (Air Force Historical Research Agency)

The P-51B/C 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 air-cooled 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.

North American Aviation P-51B-1-NA Mustang 43-12491 at NACA Langley Field, Virginia, 1945. (NSAS)
North American Aviation P-51B-1-NA Mustang 43-12491 at NACA Langley Field, Virginia, 1945. (NASA)

¹ FAI Record File Number 4477

² FAI Record File Numbers 4476, 12323

© 2019, Bryan R. Swopes

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6 April 1940

Jackie Cochran with her Seversky AP-7A, NX1384, prior to her speed record flight, 6 April 1940. )San Diego Air and Space Museum Archive)
Jackie Cochran with her Seversky AP-7A, NX1384, prior to her speed record attempt. (San Diego Air and Space Museum Archive)

6 April 1940: Flying her Seversky AP-7A, NX1384, Jackie Cochran set a Fédération Aéronautique Internationale and National Aeronautic Association speed record over a 2,000 kilometer (1,242.742 miles) course from Mount Wilson, California (northeast of Los Angeles) to Mesa Giganta, New Mexico (west of Albuquerque) with an average speed of 533.845 kilometers per hour (331.716 miles per hour).¹

National Aeronautic Asscoication Certificate of Record in the San Diego Air and Space Museum Archive, (Bryan R. Swopes)
National Aeronautic Association Certificate of Record in the San Diego Air and Space Museum Archive. (Bryan R. Swopes)

The Seversky AP-7 was an improved civil version of the Seversky P-35 fighter, which was the first U.S. Army Air Corps single engine airplane to feature all-metal construction, an enclosed cockpit and retractable landing gear. It was designed by Major Alexander Nikolaievich Prokofiev de Seversky, a World War I Russian fighter ace.

Jackie Cochran paints her race number, 13, of the fuselage of her Seversky AP-7. (Unattributed)
Jackie Cochran paints her race number, 13, of the fuselage of her Seversky AP-7. (San Diego Air and Space Museum Archives)

Cochran’s AP-7A was a specially-built racer, modified from the original AP-7 with a new, thinner, wing and different landing gear arrangement. It was powered by a an air-cooled, supercharged, 1,829.39-cubic-inch-displacement (29.978 liter) Pratt & Whitney Twin Wasp S1B3-G (R-1830-11) two-row 14-cylinder radial engine rated at 850 horsepower at 2,450 r.p.m. at 5,000 feet (1,524 meters), and 1,000 horsepower at 2,600 r.p.m. for take off. The engine turned a three-bladed Hamilton-Standard controllable-pitch propeller through a 3:2 gear reduction. The R-1830-11 was 4 feet, 8.66 inches (1.439 meters) long with a diameter of 4 feet, 0.00 inches (1.219 meters), and weighed 1,320 pounds (599 kilograms).

This is the same airplane in which Jackie Cochran won the 1938 Bendix Trophy Race.

Jackie Cochran's Seversky AP-7, NX1384, at the Union Air Terminal, Burbank, California, September 1938.
Jackie Cochran’s Seversky AP-7A, NX1384, at the Union Air Terminal, Burbank, California, 1940. (Bill Larkins/Wikipedia)

¹ FAI Record File Number 12025.

© 2019, Bryan R. Swopes

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24 March 1939

Jackie Cochran with her Beechcraft D17W, NR18562. (FAI)
Jackie Cochran with her Beechcraft D17W, NR18562. (FAI)

24 March 1939: During a 2 hour, 26 minute flight over southern California, Jacqueline Cochran established a U.S. National Altitude Record for Women of 9,160 meters (30,052 feet). She flew a Beechcraft D17W “Staggerwing,” serial number 164, registered NR18562.

A National Aeronautic Association official, Larry Therkelson, took the recording barograph from the airplane and sent it to the N.A.A. headquarters in Washington, D.C., for certification. The record had previously been held by Ruth Rowland Nichols.¹

“Were I to make the simple statement that I climbed to an altitude of thirty-three thousand feet, that statement in and of itself would mean nothing because I have often gone higher than that. But when I add that I did this in 1937 in a fabric-covered biplane without heating, without pressurization and without an oxygen mask, the elements of an accomplishment are added. I nearly froze; the pipestem between my teeth through which I tried to get an oxygen supply from a tank and connecting tube was inadequate for the purpose, and I became so disoriented through lack of oxygen that it took over an hour to get my bearings and make a landing. The difference between the pressure my body was accustomed to on the ground and the atmospheric pressure at 33,000 feet was such that a blood vessel in my sinus ruptured. All this was a part of the cumulative evidence that led up to cabin pressurization and and mandatory use of the oxygen mask above certain altitudes.”

The Stars at Noon, by Jacqueline Cochran, Little, Brown and Company, Boston, 1954, Chapter IV at Pages 61–62.

According to the U.S. Centennial of Flight Commission, Jackie Cochran “. . . set more speed and altitude records than any other pilot.”

Beechcraft D17W Staggerwing NR18562, c/n 164, which Jackie Cochran used to set an altitude record, 24 March 1939. (Unattributed)
Beechcraft D17W Staggerwing NR18562, c/n 164, which Jackie Cochran used to set an altitude record, 24 March 1939, at the Beechcraft factory, Wichita, Kansas, 1937. (Beech Aircraft Corporation)

The Beechcraft Staggerwing got its name because its lower wing was placed ahead of the upper wing (negative stagger). It was a fast airplane for its time and set several speed and altitude records. The Beechcraft D17W was a special version of the D17 production model. Only two were built. Jackie Cochran purchased it from Beech for $20,145, and it had been delivered to her by famed aviator Frank Hawks.

The “Staggerwing” was a single-engine, four-place biplane with an enclosed cabin and retractable landing gear, flown by a single pilot. The basic structure was a welded tubular steel framework, with wood formers and stringers. The wings and tail surfaces were built of wood spars and ribs. The airplane was covered with doped fabric, except the cabin and engine, which were covered in sheet metal.

Beech Aircraft Corporation Model 17 “Staggerwings” under construction. (Beech B-111/U.S. Air Force)

The airplane was 26 feet, 10 inches (8.179 meters) long with a wingspan of 32 feet, 0 inches (9.754 meters) and overall height of 8 feet, 0 inches (2.438 meters). It had an empty weight of 2,540 pounds (1,152.1 kilograms) and loaded weight of 4,250 pounds (1,927.8 kilograms).

While most biplanes had staggered wings, the Staggerwing was unusual in having negative stagger. This not only increased the pilot’s field of vision, but improved the airplane’s stability in a stall. The leading edge of the Model 17 upper wing was 2 feet, 1–19/32 inches (0.65008 meters) aft of the lower wing. The leading edges had 0° 0′ sweep. Both wings had an angle of incidence of 5° 5′. The upper wing had no dihedral, but the lower wing had +1°. The mean vertical gap between the wings was 5 feet (1.52 meters), and the chord of both wings was 5 feet, 0 inches (1.524 meters). The total wing area was 269.5 square feet (25.04 square meters). The horizontal stabilizer had 0° incidence, while the vertical fin was offset 0° 43′ to the left of the airplane’s centerline.

Beech D17W NR18562. (Beechcraft)
Beechcraft D17W NR18562, c/n 164, carrying race number “13.” (Beech Aircraft Corporation)

The Staggerwing was offered with a selection of engines of different displacements and horsepower ratings. The standard Beechcraft D17S was equipped with an air-cooled, supercharged, 986.749-cubic-inch-displacement (16.170 liters) Pratt & Whitney Wasp Jr. A, a nine-cylinder radial engine producing 300 horsepower at 2,000 r.p.m at Sea Level. It had a maximum speed of 212 miles per hour (341 kilometers per hour), 670 mile (1,078 kilometer) range and service ceiling of 25,000 feet (7,620 meters).

The 1,343.804-cubic-inch-displacement (22.021 liter) Pratt & Whitney Wasp SC-G engine installed in Jackie Cochran’s D17W was an experimental version of the Wasp C with 5:4 propeller reduction gearing. It produced 600 horsepower at 2,850 r.p.m. for takeoff, and 525 horsepower at 2,700 r.p.m., up to 9,500 feet (2,896 meters). The SC-G never entered production.

Beechcraft D17W c/n 164, was impressed into military service at Tarrant Field, Texas, 12 March 1943. Assigned to the United States Army Air Corps, it was given the designation UC-43K Traveler and Air Corps serial number 42-107277. It was turned over to the Reconstruction Finance Corporation, 22 November 1944, for sale to the civil market. The airplane was now powered by a 971.930-cubic-inch displacement (15.927 liter) Wright R-975-5 Whirlwind nine-cylinder radial and was redesignated Beechcraft D17R. The Staggerwing was sold to the Carver Pump Company, Muscatine, Iowa, and registered NC50958.

The record-setting Beechcraft Staggerwing crashed at Avenger Field, Sweetwater, Texas, 15 December 1945.

Jackie Cochran's beechcraft D17W, NV18562, c/n 164, carrying the race number "33" circa 1937. (Unattributed)
Jackie Cochran’s Beechcraft D17W, NX18562, c/n 164, carrying the race number “33” circa 1937. (Unattributed)

¹ FAI Record File Number 12228: 8,761 meters (28,743 feet), 6 March 1931.

© 2019, Bryan R. Swopes

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6 March 1990

Completing its final flight, Lockheed SR-71A 61-7972, flown by Lieutenant Colonel Raymond E. Yeilding and Lieutenant Colonel Joseph T. Vida, arrives at Washington Dulles International Airport, 6 March 1990, where it was turned over to the Smithsonian Institution National Air and Space Museum.
Completing its final flight, Lockheed SR-71A 61-7972, flown by Lieutenant Colonel Raymond E. Yeilding and Lieutenant Colonel Joseph T. Vida, arrives at Washington Dulles International Airport, 6 March 1990, where it was turned over to the Smithsonian Institution National Air and Space Museum.

6 March 1990: On its final flight, Lieutenant Colonel Raymond E. (“Ed”) Yeilding and Lieutenant Colonel Joseph T. (“J.T.”) Vida established four National Aeronautic Association and three Fédération Aéronautique Internationale speed records with a Lockheed SR-71A Blackbird, U.S. Air Force serial number 61-7972.

Departing Air Force Plant 42 (PMD) at Palmdale, California, Yeilding and Vida headed offshore to refuel from a Boeing KC-135Q Stratotanker so that the Blackbird’s fuel tanks would be full before beginning their speed run. 972 entered the “west gate,” a radar reference point over Oxnard on the southern California coast, then headed east to Washington Dulles International Airport (IAD) at Washington, D.C.

The transcontinental flight, a distance of 2,404.05 statute miles (3,868.94 kilometers), took 1 hour, 7 minutes, 53.69 seconds, for an average of 2,124.51 miles per hour (3,419.07 kilometers per hour).

Ben Rich, director of Lockheed's Advanced Development Projects ("Skunk Works") congratulates LCOL Ed Yeilding and LCOL J.T. Vida on their record-setting flight. (Unattributed)
Ben Rich, director of Lockheed’s Advanced Development Projects (“Skunk Works”), congratulates LCOL Ed Yeilding  (center) and LCOL J.T. Vida on their record-setting flight. (© Tony Landis)

Intermediate closed-course records were also established: Los Angeles to Washington, D.C., 2,299.67 miles (3,700.96 kilometers), 1:04:19.89, averaging 2,144.83 m.p.h  (3,451.77 km/h).; Kansas City to Washington, D.C., 942.08 miles (1,516.13 km), 25:58.53, 2,176.08 m.p.h. (3,502.06 km/h); and St. Louis to Cincinnati, 311.44 miles (501.21 km), 8:31.97, 2,189.94 m.p.h. (3,524.37 km/h).

Flight record data for 972's record-setting transcontinental flight, prepared by V.A. Wright, ADP, LASC.
Flight record data for 972’s record-setting transcontinental flight, prepared by V.A. Wright, Advanced Development Projects, Lockheed Aeronautical Systems Company.

Screen Shot 2015-03-05 at 10.20.01Screen Shot 2015-03-05 at 10.21.35Screen Shot 2015-03-05 at 10.22.43Screen Shot 2015-03-05 at 10.23.55This same SR-71 had previously set a speed record from New York to London of 1:54:56.4, averaging 1,806.957 m.p.h. (2,908.015 km/h). (It had to slow for inflight refueling.) Next, 972 set a record flying London to Los Angeles, 5,446.87 miles (8765.89 km), in 3 hours, 47 minutes, 39 seconds, averaging 1,435.49 m.p.h. (2,310.19 km/h). It also established an altitude record of 85,069 feet (25,929 meters).

This was 61-7972’s final flight. The total time on its airframe was 2,801.1 hours.

61-7972 is on display at the Steven V. Udvar-Hazy Center, Smithsonian Institution National Air and Space Museum.

Lockheed SR-71A Blackbird 61-7972 at the Steven V. Udvar-Hazy Center, Smithsonian NASM
Lockheed SR-71A Blackbird 61-7972 at the Steven V. Udvar-Hazy Center, Smithsonian NASM

© 2016, Bryan R. Swopes

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5 March 1962

Convair B-58A-10-CF Hustler 59-2458, Cowtown Hustler, at the National Museum of the United States Air Force. (U.S. Air Force)
Convair B-58A-10-CF Hustler 59-2458, Cowtown Hustler, at the National Museum of the United States Air Force. (U.S. Air Force)

5 March 1962: Operation Heat Rise. Two Convair B-58 Hustler supersonic bombers from the 65th Bombardment Squadron, 43rd Bombardment Wing, Carswell Air Force Base, Texas, took off at sunrise and headed west to Los Angeles, California. Off the Pacific coast they refueled from a Boeing KC-135A Stratotanker, then headed east at maximum speed. They were to enter a radar starting gate at Los Angeles, but the radar did not pick them up so they returned to the tanker, topped off the fuel tanks again, then proceeded east once again. This time their entry was visually confirmed.

The crew of Cowtown Hustler checks the weather and files their flight plan at Carswell Air Force Base, Texas, before taking off on Operation Heat Rise, 5 March 1962. (U.S. Air Force)
The crew of Cowtown Hustler checks the weather and files their flight plan at Carswell Air Force Base, Texas, before taking off on Operation Heat Rise, 5 March 1962. From center, right, 1st Lieutenant John T. Walton, Captain Robert G. Sowers and Captain Robert MacDonald. (U.S. Air Force via Jet Pilot Overseas)

Both B-58s had been assigned a block altitude of Flight Level 250 to Flight Level 500 (between 25,000 and 50,000 feet, or 7,620 to 15,240 meters) by the Federal Aviation Administration, and all other aircraft were cleared from those altitudes along the course. The flight outbound from Los Angeles was at 50,000 feet (15,240 meters) at speeds above Mach 2.

Convair B-58A-10-CF Hustler 59-2485 in flight. (General Dynamics)
Convair B-58A-10-CF Hustler 59-2458 in flight. (General Dynamics)

Under normal conditions, the maximum speed of the B-58 was limited to a skin temperature of 115 °C. (239 °F.) to prevent the aluminum honeycomb skin panels from delaminating. For this speed run, Convair engineers had authorized a temperature of 125 °C. (257 °F.), which would allow the two bombers to exceed 1,400 miles per hour (2,253 kilometers per hour). Sensors were placed in the skin to monitor the temperature rise (which gave the operation its name: “Heat Rise”).

The first B-58, call sign “Tall Man Five-Five,” had a problem with the navigation radar and had some difficulty locating their tanker, but finally were able to. The B-58s descended to 25,000 feet over Kansas for the third refueling and over a 21-minute period, took on 85,000 gallons (321,760 liters) of fuel, climbed back to 45,000 feet (13,716 meters) and then continued on to New York.

One of the two B-58 bombers refuels from a Boeing KC-135A Stratotanker over Kansas during Operation Heat Rise, 5 March 1962. (U.S. Air Force)
One of the two B-58 bombers refuels from a Boeing KC-135A Stratotanker over Kansas during Operation Heat Rise, 5 March 1962. (U.S. Air Force)

The Cowtown Hustler ¹ crossed the radar gate at New York with an elapsed time of 2:00:58.71 for the West-to-East flight, averaging 1,214.65 miles per hour (1,954.79 kilometers per hour). The second B-58, Tall Man Five-Six, was one minute behind.

Passing New York, the two B-58 Hustlers proceeded over the Atlantic Ocean and rendezvoused with tankers for a fourth aerial refueling, then headed back west to Los Angeles. Shortly after passing New York, Tall Man Five-Six developed mechanical troubles and had to withdraw from the round-trip record attempt.

Once again over Kansas, Cowtown Hustler refueled for a fifth time then continued back to Los Angeles. The East-to-West leg from New York to Los Angeles was completed in an elapsed time of 2:15:50.08, averaging 1,081.81 miles per hour (1,741.00 kilometers per hour).

General Thomas Power, Chief of Staff, Strategic Air Command, congratulates Captain Rober G. Swoers and his crew after Operation Heat Rise.
General Thomas S. Power, Chief of Staff, Strategic Air Command, congratulates Captain Robert G. Sowers and his crew at Los Angeles Airport after Operation Heat Rise. The three airmen were awarded the Distinguished Flying Cross by General Power. John T. Walton is wearing his new captain’s bars.

The total elapsed time, Los Angeles–New York–Los Angeles, was 4 hours, 41 minutes, 14.98 seconds (4:41:14.98), for an average speed of 1,044.97 miles per hour (1,681.71 kilometers per hour). The crew and the airplane established three National Aeronautic Association U.S. national records for Speed Over A Recognized Course.

At Los Angeles, the flight crew, Captain Robert G. Sowers, Pilot, Captain Robert MacDonald, Navigator, and Captain John T. Walton, were congratulated by General Thomas S. Power, Chief of Staff, Strategic Air Command, and each airman was awarded the Distinguished Flying Cross.

For the eastbound transcontinental flight, the crew won the Bendix Trophy, and for “the most meritorious flight of the year,” they were also awarded the Mackay Trophy. Their records still stand.

Screen Shot 2015-03-04 at 10.33.18Screen Shot 2015-03-04 at 10.34.10Screen Shot 2015-03-04 at 10.34.37Reportedly, the U.S. Air Force received more than 10,000 damage claims for windows that were broken by the sonic booms created by the two B-58 Hustlers as they flew across the country.

Today, the record-setting, trophy-winning airplane, Convair B-58A-10-CF 59-2458, the Cowtown Hustler, is on display at the National Museum of the United States Air Force, Wright-Patterson Air Force Base, Ohio.

The Bendix and macKay Trophy-winning flight crew of Operation Heat Rise, left to right, Captain Robert G. Sower, pilot; Captain Robert MacDonald, navigator; First Lieutenent John Walton, Defense Systems. behind them is another B-58A, 59-2447.(U.S. Air Force)
The Bendix and Mackay Trophy-winning flight crew of Operation Heat Rise, left to right, Captain Robert G. Sowers, Pilot; Captain Robert MacDonald, Navigator; First Lieutenent John Walton, Defense Systems Operator. Behind them is another B-58A, 59-2447. Rapid Rabbit, flown by another crew, was destroyed 15 February 1962, three weeks before Operation Heat Rise. (U.S. Air Force via Jet Pilot Overseas)

The Convair B-58A Hustler was a high-altitude Mach 2 strategic bomber which served with the United States Air Force from 1960 to 1970. It was crewed by a pilot, navigator/bombardier and a defensive systems operator, located in individual cockpits. The aircraft is a delta-winged configuration similar to the Convair F-102A Delta Dagger and F-106 Delta Dart supersonic interceptors.

The Hustler is 96 feet, 10 inches (29.515 meters) long, with a wing span of 56 feet, 10 inches (17.323 meters) and an overall height of 31 feet 5 inches (9.576 meters). The fuselage incorporates the “area rule” which resulted in a “wasp waist” or “Coke bottle” shape for a significant reduction in aerodynamic drag. The airplane’s only control surfaces are two “elevons” and a rudder, and there are no flaps.

The B-58’s delta wing has a total area of 1,542.5 square feet (143.3 square meters) and the leading edges are swept back at a 60° angle. The wing has an angle of incidence of 3° and 2° 14′ dihedral (outboard of Sta. 56.5).

The B-58A had an empty weight of 51,061 pounds (23161 kilograms), or 53,581 pounds (24,304 kilograms) with the MB-1 pod. The maximum takeoff weight was 158,000 pounds (71,668 kilograms).

The B-58A was powered by four General Electric J79-GE-5 axial-flow afterburning turbojet engines, suspended under the wings from pylons. This was a single-shaft engine with a 17-stage compressor and 3-stage turbine. It had a Normal Power rating of 9,700 pounds of thrust (43.148 kilonewtons). The Military Power rating was 10,000 pounds (44.482 kilonewtons), and it produced a maximum 15,600 pounds (69.392 kilonewtons) at 7,460 r.p.m., with afterburner. The J79-GE-5 was 16 feet, 10.0 inches (5.131 meters) long and 2 feet, 11.2 inches (0.894 meters) in diameter. It weighed 3,570 pounds (1,619 kilograms).

The bomber had a cruise speed of 544 knots (626 miles per hour/1,007 kilometers per hour) and a maximum speed of 1,147 knots (1,320 miles per hour/2,124 kilometers per hour) at 67,000 feet (20,422 meters). The B-58A had a combat radius of 4,225 nautical miles (4,862 statute miles/7,825 kilometers). Its maximum ferry range was 8,416 nautical miles (9,685 statute miles/15,586 kilometers).

The B-58 weapons load was a combination of Mark 39, B43 or B61 thermonuclear bombs. The weapons could be carried in a jettisonable centerline pod, which also carried fuel. The four of the smaller bombs could be carried on underwing hardpoints. There was a General Electric M61 20 mm rotary cannon mounted in the tail, with 1,200 rounds of ammunition, and controlled by the Defensive Systems Officer.

116 were built and they served the Strategic Air Command until January 1970 when they were sent to Davis-Monthan AFB, Tucson, Arizona for long-term storage.

The crew of Cowtown Hustler is presented the Bendix Trophy by A.P. Fontaine of the Bendix Corporation. Left to right, Sowers, MacDonald, Walton, Fontaine and Crew Chief, Master Sergeant Cockrell.
The crew of Cowtown Hustler is presented the Bendix Trophy by A.P. Fontaine, Director of Engineering, and later CEO, of the Bendix Corporation. Left to right, Captain Robert MacDonald, Captain John T. Walton, Captain Robert G. Sowers, Mr. Fontaine and 59-2458’s Crew Chief, Master Sergeant Cockrell.

The 19 minute, 38 second video below is a General Dynamics informational film about Operation Heat Rise. This video clip is longer than the time it took Cowtown Hustler to fly from Los Angeles, California, to the Grand Canyon in Arizona.

¹ “Cowtown” is a nickname for Fort Worth, Texas, where the B-58s were based, as well as several other American cities.

© 2019, Bryan R. Swopes

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