Test pilot Robert C. Chilton stands on the wing of a North American Aviation P-51B-10-NA Mustang, 42-106435. (North American Aviation, Inc.)
3 February 1943: North American Aviation test pilot Robert C. Chilton made the first flight of the first production P-51A Mustang, P-51A-1-NA, serial number 43-6003. A Model NA-99, the Mustang had manufacturer’s serial number 99-22106. This airplane was one of 1,200 which had been ordered by the United States Army Air Corps on 23 June 1942. (With the introduction of the Merlin-powered P-51B, the number of P-51A Mustangs was reduced to 310.)
The first production P-51A, 43-6003, shown with skis for winter operations testing. (U.S. Air Force)
The Mustang had been designed and built by North American Aviation, Inc., as a fighter for the Royal Air Force. Two Mustang Mk.I airplanes, the fourth and the tenth from the RAF production line, had been given to the Air Corps for evaluation and designated XP-51, serial numbers 41-038 and 41-039. Prior to this, the Air Corps had ordered 150 P-51 fighters, but these were Mustang Mk.I models to be turned over to England under Lend-Lease.
43-6003 was used for testing and was equipped with skis for takeoff and landing tests in New Hampshire and Alaska.
The second production North American Aviation P-51A-NA Mustang, 43-6004, (99-22107) was used for high-speed testing. It was called Slick Chick. (U.S. Air Force)
The North American Aviation P-51A Mustang was a single-seat, single-engine, long-range fighter. It is a low-wing monoplane with retractable landing gear and is of all-metal construction. It was 32 feet, 2½ inches (9.817 meters) long with a wingspan of 37 feet, ¼-inch (11.284 meters) and a height of 12 feet, 2-½ inches (3.721 meters) high. It had an empty weight of 6,451 pounds (2,926 kilograms) and gross weight of 8,000 pounds (3,629 kilograms).
The third production North American Aviation P-51A-1-NA Mustang, 43-6005 (99-22108). (North American Aviation, Inc.)
The P-51A was powered by a right-hand tractor, liquid-cooled, supercharged, 1,710.60-cubic-inch-displacement (28.032 liter) Allison Engineering Company V-1710-F20R (V-1710-81) single overhead cam (SOHC) 60° V-12 engine with a compression ratio of 6.65:1. The V-1710-81 had a Maximum Continuous Power rating of 870 horsepower at 2,600 r.p.m., at Sea Level, and 1,000 horsepower at 2,600 r.p.m. at 14,400 feet (4,389 meters). It was rated at 1,200 horsepower at 3,000 r.p.m. for takeoff. The Military Power rating was 1,125 horsepower at 3,000 r.p.m., to an altitude of 14,600 feet (4,450 meters). War Emergency Power was 1,480 horsepower. The engine drove a 10 foot, 9 inch (3.277 meter) diameter, three-bladed Curtiss Electric constant-speed propeller through a 2:1 gear reduction. The engine was 7 feet, 1.87 inches (2.181 meters) long, 3 feet, 0.75 inches (0.933 meters) high and 2 feet, 5.28 inches (0.744 meters) wide. It weighed 1,352 pounds (613 kilograms).
Allison-engined P-51A-1-NA Mustang 43-6008. (99-22111). (NASA Langley Research Center Vintage Photographs Collection)
Maximum speed of the P-51A in level flight was 415 miles per hour (668 kilometers per hour) at 10,400 feet (3,170 meters) at War Emergency Power. It could climb to 20,000 feet (6,096 meters) in 7 minutes, 3.6 seconds, and to 30,000 feet (9,144 meters) in 15 minutes, 4.8 seconds. Its service ceiling was 35,100 feet (10,699 meters) and the absolute ceiling was 36,000 feet (10,973 meters). Maximum range on internal fuel was 750 miles (1,207 kilometers).
The P-51A was armed with four Browning AN-M2 .50-caliber machine guns, with two mounted in each wing. The inner guns had 350 rounds of ammunition, each, and the outer guns had 280 rounds per gun.
Of the 1,200 P-51A Mustangs ordered by the Army Air Corps, 310 were delivered. The order was changed to the Packard V-1650 Merlin-powered P-51B Mustang.
The fourth production airplane, North American Aviation P-51A-1-NA Mustang 43-6006. This Mustang crashed in Alaska in 1944 and was recovered in 1977, then restored. It has FAA registration N51Z. (Kogo)
Robert Creed Chilton was born 6 February 1912 at Eugene, Oregon, the third of five children of Leo Wesley Chilton, a physician, and Edith Gertrude Gray. He attended Boise High School in Idaho, graduating in 1931. Chilton participated in football, track and basketball, and also competed in the state music contest. After high school, Chilton attended the University of Oregon where he was a member of the Sigma Chi fraternity (ΣΧ). He was also a member of the Reserve Officers Training Corps (ROTC).
Bob Chilton enlisted as an Aviation Cadet in the U.S. Army Air Corps, 25 June 1937. He was trained as a fighter pilot at Randolph Field and Kelly Field in Texas, and was commissioned as a Second Lieutenant in 1938. Lieutenant Chilton was assigned to fly the Curtiss P-36 Hawk with the 79th Pursuit Squadron, 20th Pursuit Group, at Barksdale Field, Louisiana. Because of a medical condition, he was released from active duty, 1 April 1939.
At some time prior to 1940, Bob Chilton, married his first wife, Catherine. They lived in Santa Maria, California, where he worked as a pilot at the local airport.
In January 1941, Chilton went to work as a production test pilot for North American Aviation, Inc., Inglewood, California. After just a few months, he was assigned to the NA-73X.
Chilton married his second wife, Betty W. Shoemaker, 15 November 1951.
On 10 April 1952, Bob Chilton returned to active duty with the U.S. Air Force, with the rank of lieutenant colonel. He served as Chief of the Republic F-84 and F-105 Weapons System Project Office, Air Material Command, at Wright-Patterson Air Force Base, Dayton, Ohio, until 9 March 1957.
From 1958, Chilton was a vice president for Horkey-Moore Associates, an engineering research and development company in Torrance, California, founded by former North American aerodynamacist Edward J. Horkey. In 1961, he followed Horkey to the Space Equipment Corporation, parent company of Thompson Industries and Kerr Products, also located in Torrance. Chilton served as corporate secretary and contracts administrator.
Chilton married his third wife, Wilhelmina E. Redding (Billie E. Johnson) at Los Angeles, 26 July 1964. They divorced in 1972.
In 1965, Bob Chilton returned to North American Aviation as a flight test program manager. He retired in 1977.
Robert Creed Chilton died at Eugene, Oregon, 31 December 1994, at the age of 82 years.
Charles F. Blair, jr. arrives at Heathrow. (Getty Images)
31 January 1951: Pan American World Airways Captain Charles F. Blair, Jr., flew a modified North American Aviation P-51C-10-NT Mustang, NX1202, named Excalibur III, from New York International Airport to London Airport in 7 hours, 48 minutes, with an average speed of 446 miles per hour (718 kilometers per hour). Captain Blair took advantage of the jet stream, flying as high as 37,000 feet (11,278 meters).
“At last, I was riding the jet stream, pushed by a tailwind exceeding 200 miles per hour. . . Above me, the sky was empty and blue; below the wings of my tiny aircraft a winter storm raged. Its upper canopy of white clouds gave it a look of complete innocence.”
—The Salt Lake Tribune, Sunday, 3 June 1951, Page 115
This was Blair’s 401st Atlantic crossing.
Blair’s flight did not set an official record. No arrangements had been made to have officials of the Fédération Aéronautique Internationale (FAI) available to observe the flight.
Mrs. Charles Blair Jr. (right) with her two children, Suzanne, 16, and Christopher, 10 months, get the news of Capt. Blair’s safe arrival. (NEWS foto by Sam Platnik)
Interestingly, Excalibur III was impounded by HM Customs at the London Airport. Blair had not paid the £800 customs duty which would have allowed the Mustang to stay for six months. He would have had to fly the airplane back to the United States to avoid the aircraft being impounded.
The Chicago Daily Tribune reported the event:
LONE PILOT HOPS OCEAN IN LESS THAN 8 HOURS
LONDON, Jan. 31 (AP)— Air Line Capt. Charles Blair landed his scarlet Mustang fighter plane in a blaze of red flares tonight, chalking up a New York to London speed record of 7 hours 48 minutes. He clipped an hour and seven minutes off the old record.
Blair said his only troubles during the flight were some icing in the early stages and a painfully tight pair of boots.
As he climbed from the cockpit of the flying gas tank named Excalibur III and waved to a cheering crowd at London airport he winced and declared: “The first thing I do is get these boots off.”
Aided by Tail Winds
Blair left New York’s Idlewild airport at 3:50 a.m. Chicago time [09:50 UTC] and was clocked in here at 5:38 p.m. British time [11:38 a.m. Chicago time]. [17:38 UTC]
A Pan American Airways pilot, Blair took the time record from a Pan American Stratocruiser which made the eastward Nov. 22, 1949, with 24 passengers, in 8 hours and 55 minutes. Strong tail winds helped in both cases.
Blair, tall, dark, married, and 41, brought no luggage, but had a shaving kit and a tooth brush in a small leather bag.
His plane is powered by a Packard built Rolls-Royce Merlin engine and was modified to hold 863 gallons of gasoline inside wings and fuselage without external tanks. He said the plane cost $25,000 to buy and revamp.
Averages 450 M. P. H.
Blair told newsmen at London airport: “It was a very good crossing. It wasn’t as fast as I expected, but after Gander, N.F., I had a tail wind of 130 miles an hour. But the weather wasn’t too good and there was some ice.”
Blair’s average speed was about 450 miles an hour and he made much of the jaunt at 37,000 feet.
He said the trip had a dual purpose, to break the record and to study the effect of high velocity winds on airliners in the lower stratosphere.
Blair will fly back to New York as a passenger in a Stratocruiser. He has to return by Saturday. On that day he will fly a planeload of passengers from New York to London.
—Chicago Daily Tribune, Volume CX—No. 28, Thursday, February 1, 1951, Part 1, at Page 6, Columns 4 and 5.
Blair was presented the Harmon International Trophy by President Harry S. Truman in a ceremony at the White House, 18 November 1952. The Harmon awards are for “the most outstanding international achievements in the art and/or science of aeronautics for the previous year, with the art of flying receiving first consideration.”
Captain Charles F. Blair, Jr., American Overseas Airlines.
Charles Francis Blair, Jr., was born 19 July 1909 at Buffalo, New York, the second child of Charles F. Blair, an attorney, and Grace Ethelyn McGonegal Blair. He entered the University of Vermont, where is father was a member of the Board of Trustees, as a freshman in 1927. He was a member of the Phi Delta Theta (ΦΔΘ) fraternity.
Blair was commissioned as an ensign in the United States Naval Reserve, 16 August 1932.
On 6 September 1932, Ensign Blair married Miss Janice Evelyn Davis at Wallingford, Vermont. They would have two children, Suzanne, born in 1934, and Christopher Noel, born in 1950. The Blairs would later divorce.
He was promoted to lieutenant, junior grade, 16 August 1937. During World War II, he served as a transport pilot in the U.S. Navy.
On 18 November 1952, Blair was one of three aviators to be awarded the Harmon Trophy. The presentation was made by President Harry Truman in a ceremony in The White House Rose Garden.
Blair resigned from the Naval Reserve in 1952 and the following year he accepted a commission in the U.S. Air Force Reserve with the rank of colonel. In 1959, Blair was promoted to brigadier general.
While serving as a reserve officer, Charlie Blair continued his civilian career as an airline pilot for United Airlines, American Overseas Airlines, and then with Pan American.
On 12 March 1968, Captain Blair married to actress Maureen O’Hara, whom he had met during one of his 1,575 transatlantic crossings. It was the fourth marriage for both.
Captain Blair made his final flight with Pan American in July 1969. He had flown more than 45,000 hours and traveled more than 10,000,000 miles.
Blair was the author of Thunder Above (Henry Holt & Co., 1956), a novel co-written with A.J. Wallis and filmed as “Beyond the Curtain,” starring Richard Green and Eva Bartok, in 1960. He also wrote Red Ball in the Sky (Random House, 1969), an account of his career in aviation.
Brigadier General Charles Francis Blair, Jr., died 2 September 1978 in an airplane accident. His remains were interred at the Arlington National Cemetery.
Captain Charles F. Blair, Jr., checks his astrocompass shortly before beginning his transpolar flight, 29 May 1951. (Smithsonian Institution)
Excalibur III is a Dallas, Texas-built North American Aviation P-51C-10-NT Mustang, one of a group of 400 fighters which had been contracted on 5 March 1943. Its North American Aviation serial number is 111-29080, and the U.S. Army Air Force assigned it serial number 44-10947.
After World War II, 44-10947 was transferred to the Reconstruction Finance Corporation (a Depression-era agency of the United States government) at Searcy Field (SWO), Stillwater, Oklahoma. It was purchased by Paul Mantz, 19 February 1946, and the Civil Aeronautics Administration registered it as NX1202. Mantz had the Mustang painted red and named it Blaze of Noon. (Mantz was a movie pilot and aerial coordinator for the 1947 Paramount Pictures movie, “Blaze of Noon,” which was based on the Ernest K. Gann novel, Blaze of Noon, published in 1946.)
Paul Mantz flew NX1202 to win the 1946 and 1947 Bendix Trophy Races. Flown by Linton Carney and renamed The Houstonian, NX1202 placed second in the 1948 Bendix race, and with “Fish” salmon in the cockpit, it took third place in 1949.
Paul Mantz in the cockpit of “Blaze of Noon,” P-51C-10-NT Mustang 44-10947, NX1202. (Hans Greehoff Photographic Collection, Smithsonian Institution, National Air and Space Museum, NASM-HGC-1100)North American Aviation P-51C Mustang NX1202, now named “The Houstonian.” The modified fighter flew in the 1948 Bendix Trophy Race, finishing in second place. (NASM)Test pilot Herman “Fish” Salmon awaits the starter’s signal at the beginning of the 1949 Bendix Trophy Race on Rosamond Dry Lake, California, in the modified North American Aviation P-51C Mustang, NX1202. Salmon finished in third place. (San Diego Air and Space Museum Archive)
Paul Mantz had set several speed records with the Mustang before selling it to Pan American World Airways, Inc., Blair’s employer. Blair named the Mustang Stormy Petrel, but later changed it to Excalibur III.
To increase the Mustang’s range for these long-distance flights, Mantz had removed the standard 90-gallon pressure-molded Firestone self-sealing tanks from each wing and converted the entire wing to a fuel tank (what is known as a “wet wing”).
The P-51B and P-51C Mustang 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).
North American Aviation P-51C-10-NT 44-10947, “Excalibur III,” at the Steven F. Udvar-Hazy Center, National Air and Space Museum.
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.
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), slightly faster than the more numerous P-51D Mustang. The service ceiling was 41,900 feet (12,771 meters). With internal fuel the combat range was 755 miles (1,215 kilometers).
Identical to the Inglewood, California-built North American Aviation P-51B Mustang, this is a Dallas, Texas-built P-51C-1-NT, 42-103023. (North American Aviation, Inc.)
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.
Though the P-51D with its bubble canopy was built in far greater numbers during World War II, the earlier P-51B and P-51C Mustangs were actually faster, so many surplus airplanes were used for racing and record attempts after the war.
In 1952, Pan American World Airways donated Excalibur III to the Smithsonian Institution. The airplane’s registration was cancelled 4 June 1952. Today, completely restored, it is on display at the Steven F. Udvar-Hazy Center in Chantilly, Virginia.
North American Aviation P-51C-10-NT Mustang, Excalibur III, at the Steven F. Udvar-Hazy Center, National Air and Space Museum. (NASM)
A British PATHÉ news film of Blair’s arrival at London can be seen on YouTube at https://www.youtube.com/watch?v=LdRbIQdnyQo
The last North American Aviation P-51 Mustangs in squadron service with the United States Air Force were retired from the 167th Fighter Bomber Squadron, West Virginia Air National Guard, 27 January 1957. This airplane, F-51D-25-NA 44-72948, is on display at the WV ANG headquarters, Yeager Regional Airport, Charleston, WV. (U.S. Air Force)
27 January 1957: The last North American Aviation F-51D Mustang fighters in operational service with the United States Air Force were retired from the 167th Fighter Bomber Squadron, West Virginia Air National Guard. The squadron was based at Shepherd Field, Martinsburg, West Virginia (now known as Eastern West Virginia Regional Airport, MRB).
The United Press news service reported:
Aviation Era Ends With Last Official Flight of P51 Mustang
DAYTON, Ohio (UP)— An era in aviation has ended with the last official flight Sunday of a P51 Mustang fighter, pride of American’s [sic] World War II air arsenal.
The flight made by a former Canadian Royal Air Force ace, Major James L. Miller in a P51D, also marked the end of propeller-driven fighter planes in the U.S. Air Force.
Miller took off from nearby Wright Field at 1:30 p.m. Sunday and landed at Patterson Field several miles away 45 minutes later.
Henceforth, the Air Force will use nothing but jet-powered fighters.
The ravages of age prevented a battle-worn Mustang from taking part in decommissioning ceremonies at Wright-Patterson Air Force Base, so a substitute flight had to be arranged.
The Mustang grounded at Cheyenne, Wyo., for repairs, could not take off as scheduled Friday because of bad weather.
The flight to Kansas City on Saturday and to Wright-Patterson on Sunday, had been scheduled for Lt. Col. Joseph T. Crane, commanding officer of the 167th Fighter-Interceptor Squadron [sic] of the West Virginia National Guard.
A quick switch in plans followed, and the Air Force requisitioned the only other P51 available from an airport at Charleston, W. Va. The plane had been earmarked for a city park there.
“Wham Bam!”, the last Mustang in U.S. Air Force service, North American Aviation F-51D-25 NA 44-72948. (“wwiiafterwwii”)
44-72948 had just completed repairs at Cheyenne, Wyoming, and was returned to Charleston by the 167th’s commanding officer, Lieutenant Colonel Joseph T. Crane, Jr.
44-72948 (North American Aviation serial number 122-39407) had been delivered to the U.S. Army Air Corps at Mitchel Field, Long Island, New York, in February 1945, but with the war drawing to a close in Europe, the Mustang never flew in combat. According to contemporary newspaper reports, during its career -948 was assigned to sixteen different Air Corps/Air Force units. It underwent nine engine changes and flew a total of 1,555 hours during nearly 12 years of service.
North American Aviation F-51D-25-NA Mustang 44-73574, 122-40033, 167th Fighter Bomber Squadron, West Virginia Air National Guard. (U.S. Air Force)
The airplane in the photographs below, North American Aviation F-51D-30-NA 44-74936, was was flown from Charleston to Wright-Patterson Air Force Base, Dayton, Ohio, by Major James Miller. It was transferred to the United States Air Force Museum (renamed National Museum of the United States Air Force in 2004) where it is on display. The fighter is painted with the markings of another Mustang, P-51D-15-NA, 44-15174, Shimmy IV, of the 325th Fighter Group, Fifteenth Air Force, which served in North Africa and Italy during World War II.
On 2 June 1944, the actual Shimmy IV, flown by Colonel Chester L. Sluder, commanding officer of the 325th Fighter Group, led the fighter escorts for the first Fifteenth Air Force “shuttle bombing” mission to attack a railroad mashaling yard at Deprecan, Hungary, before flying on to land at Piriatyn, Ukraine. The name “Shimmy” was from the name of Colonel Sluder’s daughter, Shari, and the nickname of his wife, “Zimmy,” formerly Miss Louise Zimmerman.
On 9 December 1944, 44-15174 was flown by Lieutenant Norval W. Weers, 318th Fighter Squadron, when it ran low on fuel because of adverse weather. Weers crash-landed south of the Neusiedler See, Austria. He was captured and held as a prisoner of war at Stalag Luft I.
North American Aviation P-51D-5-NA 44-13366 on a test flight near the North American plant at Inglewood, California.
The P-51D was the predominant version of the North American Aviation single-place, single-engine, fighter, The P-51D was 32 feet, 3.5 inches (9.843 meters) long, with a wingspan of 37 feet (11.278 meters). It was 13 feet, 4.5 inches (4.077 meters) high. The fighter had an empty weight of 7,635 pounds (3,463 kilograms) and a maximum takeoff weight of 12,100 pounds (5,489 kilograms).
Three-view illustration with dimensions. (North American Aviation, Inc.)
Like the P-51B and C variants, the P-51D was 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 engines were versions of the Rolls-Royce Merlin 63 and 66, built under license by the Packard Motor Car Company of Detroit, Michigan. 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.
A Packard Motor Car Company V-1650-7 Merlin V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum. This engine weighs 1,715 pounds (778 kilograms) and produces 1,490 horsepower at 3,000 r.p.m. Packard built 55,873 of the V-1650 series engines. Continental built another 897. The cost per engine ranged from $12,548 to $17,185. (NASM)
The P-51D with a V-1650-7 Merlin had maximum speed at Sea Level of 323 miles per hour (520 kilometers per hour) at the Normal Power setting of 2,700 r.p.m. and 46 inches of manifold pressure, and 375 miles per hour (604 kilometers per hour) at War Emergency Power, 3,000 r.p.m with 67 inches of manifold pressure (5 minute limit). At altitude, using the Military Power setting of 3,000 r.p.m. and 61 inches of manifold pressure (15 minute limit), it had a maximum speed of 439 miles per hour (707 kilometers per hour) at 28,000 feet (8,534 meters). With War Emergency Power the P-51D could reach 442 miles per hour (711 kilometers per hour) at 26,000 feet (7,925 meters).
The P-51D could climb to 20,000 feet (6,096 meters) in 6.4 minutes, and to its service ceiling, 41,600 feet (12,680 meters), in 28 minutes. The airplane’s absolute ceiling was 42,400 feet (12,924 meters).
With 180 gallons (681 liters) internal fuel, the maximum range of the P-51D was 1,108 miles (1,783 kilometers).
Armorers carry six Browning AN-M2 .50-caliber machine guns and belts of linked ammunition to a parked P-51 Mustang. (U.S. Air Force)
The P-51D was armed with six Browning AN-M2 .50-caliber machine guns, with three mounted in each wing. 400 rounds of ammunition were provided for the inner pair of guns, and 270 rounds for each of the outer two pairs of guns, for a total of 1,880 rounds. This was armor piercing, incendiary and tracer ammunition. The fighter could also carry a 1,000 pound (453.6 kilogram) bomb under each wing, in place of drop tanks, or up to ten rockets.
North American Aviation, Inc., produced a total of total of 8,156 P-51D Mustangs at Inglewood, California and Dallas, Texas. Another 200 were built by the Commonwealth Aircraft Corporation in Australia.
North American Aviation P-51D-30-NA Mustang, 44-74936, marked as P-51D-15-NA 44-15174, “Shimmy IV,” is in the collection of the National Museum of the United States Air Force. (U.S. Air Force)Left profile, North American Aviation P-51D-30-NA 44-74936, marked as “Shimmy IV,’ of the 325th Fighter Group, Fifteenth Air Force, at the National Museum of the United States Air Force. (U.S. Air Force)
Lieutenant Barty R. Brooks, USAFR, standing on the wing of a North American Aviation F-86F Sabre, Korea, 1954. (U.S. Air Force)
10 January 1956: First Lieutenant Barty Ray Brooks, United States Air Force Reserve, a pilot assigned to the 1708th Ferrying Wing, Detachment 12, at Kelly Air Force Base, Texas, along with two other pilots from the same unit, Captain Rusty Wilson and Lieutenant Crawford Shockley, picked up three brand new F-100C Super Sabre fighters at the North American Aviation Inc. assembly plant at Air Force Plant 42, Palmdale, California. It was to be a short flight, as these three jets were being taken to nearby George Air Force Base, Adelanto, California, only 42.5 miles (68.4 kilometers) to the east. Brooks was flying F-100C-20-NA, serial number 54-1907.
This North American Aviation F-100C-25-NA Super Sabre, serial number 54-2099, is similar to the fighter flown by Lieutenant Brooks, 10 January 1956. (U.S. Air Force)This photograph shows the lower section of the nose gear strut of an F-100 Super Sabre. The scissors link is the hinged assembly. A red pin is visible at the center hinge. This pin had been removed by ground handlers to tow the fighter, but had not been secured with a safety pin when it was reinstalled before Lt. Brooks’ flight. (Michael Benolkin)
The brief flight was uneventful until the pilots lowered the landing gear to land at George AFB. One of the other pilots saw that the scissors link joining the upper and lower sections of the nose gear strut on Brooks’ Super Sabre was loose. Concerned that he would not be able to steer the fighter after touching down, Brooks diverted to Edward Air Force Base, 36 miles (57 kilometers) to the northwest, where a larger runway and more emergency equipment was available. Captain Wilson escorted Lieutenant Brooks to Edwards.
The F-100C Super Sabre had no flaps and required a high speed landing approach. Lieutenant Brooks had only 674 total flight hours as a pilot, and just 39 hours in the F-100.
During his final approach to the runway Brooks allowed the fighter to slow too much and the outer portion of the wings stalled and lost lift. This shifted the wings’ center of lift forward, which caused the airplane to pitch up, causing even more of the outer wing to stall.
Lieutenant Brooks fought to regain control of the airplane, but he was unable to. At 4:27 p.m., Pacific Standard Time, the F-100 crashed on the runway and exploded. Barty Ray Brooks was killed.
Edwards Air Force Base is the center of flight testing for the U.S. Air Force. In preparation for a test later that afternoon, the base film crews had their equipment set up along the runway and captured the last seconds of Brook’s flight on film. This is the most widely seen crash footage, and is still in use in pilot training. It is named “The Sabre Dance.”
Still image from cine film of Barty Brooks’ F-100C Super Sabre just before it crashed at Edwards Air Force Base, 10 January 1956. (U.S. Air Force)
Barty Ray Brooks was born in Martha Township, Oklahoma, 2 December 1929. He was the third child of Benjamin Barto Brooks, a farmer, and Maye Henry Brooks. The family later moved to Lewisville, Texas. Brooks graduated from Lewisville High School in 1948, then studied agriculture at Texas A&M University, College Station, Texas.
Barty Ray Brooks, 1950. (Aggieland ’50)
While at Texas A&M, Brooks was a member of the Reserve Officers Training Corps (R.O.T.C.). On graduation, 30 May 1952, Brooks was commissioned as a second lieutenant, United States Air Force Reserve.
Lieutenant Brooks was trained as a pilot at Columbus Air Force Base, Mississippi, and Laredo Air Force Base, Texas. In 1954, he was assigned to the 311th Fighter Bomber Squadron, 58th Fighter Bomber Group, Taegu Air Base (K-2), Republic of South Korea. Brooks flew the Republic F-84 Thunderjet and North American Aviation F-86 Sabre. When he returned to the United States he was assigned to the 1708th Ferrying Wing.
The remains of 1st Lieutenant Barty Ray Brooks were interred at the Round Grove Cemetery, Lewisville, Texas.
The article, “The Deadly Sabre Dance,” by Alan Cockrell is highly recommended:
Jackie Cochran with her Cobalt Blue North American Aviation P-51C Mustang, N5528N, Thunderbird, circa December 1949. (FAI)
29 December 1949: Jackie Cochran (Lieutenant Colonel, United States Air Force Reserve) flew her North American Aviation P-51C Mustang, Thunderbird, CAA registration N5528N, to two Fédération Aéronautique Internationale (FAI) Class C-1 world speed records of 703.38 kilometers per hour (437.06 miles per hour)¹ and a U.S. National record of 703.275 kilometers per hour (436.995 miles per hour) over the 500 kilometer (310.7 mile) Desert Center–Mt. Wilson course in the Colorado Desert of southern California.
She would later be awarded the first of three Distinguished Flying Crosses for this series of flight records.
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 just ten days earlier, 19 December 1949.
According to Civil Aviation Administration records, the airplane had been “assembled from components of other aircraft of the same type.” It has no U.S. Army Air Corps serial number or North American Aviation manufacturer’s serial number. The C.A.A. designated it as a P-51C and assigned 2925 as its serial number. It was certificated in the Experimental category and registered N5528N.
Thunderbird had won the 1949 Bendix Trophy Race with pilot Joe De Bona, after he had dropped out of the 1948 race. Its engine had been upgraded from a Packard V-1650-3 Merlin to a V-1650-7 for the 1949 race.
Cobalt Blue North American Aviation P-51C Mustang N5528N with Joe De Bona’s race number, 90. (Unattributed).
Jackie Cochran set three world speed records with Thunderbird. In 1953, she sold it back to Jimmy Stewart. After changing ownership twice more, the P-51 crashed near Scott’s Bluff, Nebraska, 22 June 1955 and was totally destroyed. Pilot James M. Cook parachuted with minor injuries.
The P-51B and P-51C Mustangs are virtually identical. The P-51Bs were built by North American Aviation, Inc., at Inglewood, California, while 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).
P-51Bs and Cs were powered by a 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 and 60 inches of manifold pressure (V-1650-3) or 1,490 horsepower at Sea Level, turning at 3,000 r.p.m. with 61 inches of manifold pressure (V-1650-7). 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).
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 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.
According to the Smithsonian Institution National Air and Space Museum, “At the time of her death in 1980, Jacqueline Cochran held more speed, altitude, and distance records than any other male or female pilot in aviation history.”
Identical to the Inglewood, California-built North American Aviation P-51B Mustang, this is a Dallas, Texas-built P-51C-1-NT, 42-103023. (North American Aviation, Inc.)
3 February 1943: North American Aviation test pilot Robert C. Chilton made the first flight of the first production P-51A Mustang, P-51A-1-NA, serial number 43-6003. A Model NA-99, the Mustang had manufacturer’s serial number 99-22106. This airplane was one of 1,200 which had been ordered by the United States Army Air Corps on 23 June 1942. (With the introduction of the Merlin-powered P-51B, the number of P-51A Mustangs was reduced to 310.)
The P-51A was powered by a right-hand tractor, liquid-cooled, supercharged, 1,710.60-cubic-inch-displacement (28.032 liter) Allison Engineering Company V-1710-F20R (V-1710-81) single overhead cam (SOHC) 60° V-12 engine with a compression ratio of 6.65:1. The V-1710-81 had a Maximum Continuous Power rating of 870 horsepower at 2,600 r.p.m., at Sea Level, and 1,000 horsepower at 2,600 r.p.m. at 14,400 feet (4,389 meters). It was rated at 1,200 horsepower at 3,000 r.p.m. for takeoff. The Military Power rating was 1,125 horsepower at 3,000 r.p.m., to an altitude of 14,600 feet (4,450 meters). War Emergency Power was 1,480 horsepower. The engine drove a 10 foot, 9 inch (3.277 meter) diameter, three-bladed Curtiss Electric constant-speed propeller through a 2:1 gear reduction. The engine was 7 feet, 1.87 inches (2.181 meters) long, 3 feet, 0.75 inches (0.933 meters) high and 2 feet, 5.28 inches (0.744 meters) wide. It weighed 1,352 pounds (613 kilograms).
