Tag Archives: North American Aviation P-51 Mustang

26 October 1940

North American Aviation NA-73X prototype, left front quarter view. (North American Aviation, Inc.)

26 October 1940: At Mines Field, Los Angeles, California (now, Los Angeles International Airport), free lance test pilot Vance Breese took the prototype North American Aviation NA-73X, civil registration NX19998, on a five-minute first flight. Later in the day, Breese flew the NA-73X another ten minutes. He would make six more test flights between 26 October and 13 November, totaling approximately 3 hours, 30 minutes of flight time.

With Great Britain at war with Nazi Germany, the Royal Air Force was the primary defender of the island nation. Airplane manufacturers were turning out Hawker Hurricanes and Supermarine Spitfires as rapidly as possible, but they were barely keeping up with combat losses. England needed more fighters. They had taken over an order for Curtiss-Wright Hawk 81-A1 fighters which had been built for France, but which had not been shipped by the time France surrendered. The RAF called these fighters the Tomahawk Mark I (P-40 Warhawk in U.S. service).

North American Aviation’s NA-73X fighter prototype, engine idling, with Vance Breese in the cockpit at Mines Field, Los Angeles, 26 October 1941. (North American Aviation Inc.)

The British Purchasing Commission asked North American Aviation in Los Angeles, California, to build additional Tomahawks under license from Curtiss-Wright. North American countered with a proposal to design a completely new and superior fighter around the P-40’s Allison V-12 engine, and begin production in no more time than it would take to get a P-40 production line up and running. The Purchasing Commission agreed, and with a letter of understanding, North American began work on the NA-73X on 1 May 1940. They were to produce 320 fighters before 30 September 1941, approximately 50 per month, at a total price of $14,746,964.35.

Vance Breese in the cockpit of the NA-73X, NX19998, at Mines Field, preparing for a test flight. (North American Aviation)

In a contract amendment dated 9 December 1940, the British Purchasing Commission directed that the NA-73 would be identified by the name, “Mustang.”

The prototype NA-73X, North American serial number 73-3097, was a single-seat, single-engine, low wing monoplane with retractable landing gear. It was primarily of metal construction, though the flight control surfaces were fabric covered. The airplane was designed for the maximum reduction in aerodynamic drag. The fuselage panels were precisely designed and very smooth. Flush riveting was used. The Mustang was the first airplane to use a laminar-flow wing. The coolant radiator with its intake and exhaust ducts was located behind and below the cockpit. As cooling air passed through the radiator, it was heated and expanded, so that as it exited, it actually produced some thrust.

The prototype was 32 feet, 2–5/8 inches (9.820 meters) long, with a wing span of 37 feet, 5/16 inch (11.286 meters). Empty weight of the NA-73X was 6,278 pounds (2,848 kilograms) and normal takeoff weight was 7,965 pounds (3,613 kilograms).

The NA-73X was powered by a liquid-cooled, supercharged, 1,710.60-cubic-inch-displacement (28.032 liter) Allison Engineering Company V-1710-F3R (V-1710-39) single overhead cam 60° V-12 engine, with a compression ratio of 6.65:1 and a single-stage, single-speed supercharger. This was a right-hand tractor engine (the V-1710 was built in both right-hand and left-hand configurations) which drove a 10 foot, 6 inch (3.200 meter) diameter, three-bladed, Curtiss Electric constant-speed propeller through a 2.00:1 gear reduction.

The V-1710-39 had a Normal Power rating of 880 horsepower at 2,600 r.p.m. at Sea Level; Take Off Power rating of 1,150 horsepower at 3,000 r.p.m. at Sea Level, with 44.5 inches of manifold pressure (1.51 Bar), 5 minute limit; and a War Emergency Power rating of 1,490 horsepower at 3,000 r.p.m., with 56 inches of manifold pressure (1.90 Bar). The V-1710-F3R was 3 feet, ¾ inches (0.934 meters) high, 2 feet, 5-9/32 inches (0.744 meters) wide and 7 feet, 1-5/8 inches (2.175 meters) long. It had a dry weight of 1,310 pounds (594 kilograms).

North American Aviation’s prototype fighter, NA-73X, NX19998, at Mines Field, Los Angeles, California. (North American Aviation)

The NA-73X had a maximum speed of 382 miles per hour (615 kilometers per hour) at 13,700 feet (4,176 meters). The service ceiling was 32,000 feet (9,754 meters). The fuel capacity was 180 gallons (681.37 liters), giving the airplane a range of 750 miles (1,207 kilometers).

NX19998 was substantially damaged on 20 November 1940 when North American’s Chief Test Pilot, Paul B. Balfour, unable to make it back to Mines Field after the Allison engine failed, made a forced landing in a plowed field just west of Lincoln Boulevard. The prototype flipped over and landed upside down. Sources differ as to the cause of the engine failure, with some citing carburetor icing and others suggesting that Balfour failed to switch fuel tanks and the engine stopped running due to fuel starvation. Balfour was replaced by Robert C. Chilton and NA-73X was rebuilt.

Robert C. Chilton flying the rebuilt NA-73X on an early familiarization flight. (North American Aviation)

Bob Chilton said that “. . . NA-73X was a clean-flying aircraft with no bad vices. It was quite pleasant in the air and handled very similar to later production articles.”

There was only one NA-73X prototype. Its status is not known. Chilton recalled, “. . . NA-73X was just pushed aside after it had been retired from its last flight. It probably ended up on the company’s junk pile, but I do not recall seeing it there.” The prototype may have been given to a local industrial trade school.

Vance Breese
Vance Breese (San Diego Air and Space Museum Archive)

Vance Breese was born 20 April 1904 at Keystone, Washington, He was the first of five children of Lee Humbert Breese, a machinist, and Anna E. Dixon Breese.

Breese founded the Breese Aircraft Company in 1926, based at San Francisco, California, and then, as the Breese-Wilde Corporation, moved to Oregon. The company produced the Breese-Wilde Model 5, a single-engine light airplane. Two of these, Aloha and Pabco Flyer, flew in the notorious 1927 Dole Air Race from Oakland, California, to Honolulu, Hawaii. Pabco Flyer crashed on takeoff when its landing gear collapsed. Aloha finished in second place.

Breese formed a partnership with Gerard Vultee in 1932, with the Airplane Development Corporation at Detroit Michigan. They produced the Vultee V-1A, an 8 passenger light transport. He was also involved in an express mail company, Air Express Corporation.

Maerican Airlines Vultee !A NC13768, designed by Gerard Vultee and Vance Breese.
American Airlines Vultee 1A NC13768, designed by Gerard Vultee and Vance Breese.

Vance Breese was well known as a test pilot, making a number of first flights and conducting flight tests for various airplane manufacturers. As a test pilot, Breese pioneered the use of recording equipment during flight testing. He used a Dictaphone to record his notes, and a cine camera to film the instruments during the flight.

Breese was married three times. He first married Miss Kathryn (“Kitty”) M. McConnell in 1922. They divorced. Later, Breese married Eleanor Louise Buckles at Los Angeles, California, 18 November 1946. They had a son, Vance Breese, Jr., who became a well-known motorcycle racer and land speed record holder. They divorced in 1967. Breese then married Mireille E. Demartelley (AKA Mireille E. Hunt), 13 July 1967, at Santa Barbara, California.

He died at Santa Monica, California, 26 June 1973, at the age of 69 years. He is an Honorary Fellow of the Society of Experimental Test Pilots.

© 2018, Bryan R. Swopes

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9 September 1940

North American Aviation NA-73X prototype, NX19998, at Mines Field, California, 9 September 1940. (North American Aviation, Inc.)

9 September 1940: North American Aviation completed assembly of the NA-73X, the first prototype of the new Mustang Mk.I fighter for the Royal Air Force. This was just 117 days after the British Purchasing Commission had authorized the construction of the prototype. The airplane was designed by a team led by Edgar Schmued. The 1,150-horsepower Allison V-12 engine had not yet arrived, so the NA-73X was photographed with dummy exhaust stacks. The prototype’s company serial number was 73-3097. It had been assigned a civil experimental registration number, NX19998.

The NA-73X was a single-seat, single-engine, low wing monoplane with retractable landing gear. It was primarily of metal construction, though the flight control surfaces were fabric covered. The airplane was designed for the maximum reduction in aerodynamic drag.  The Mustang was the first airplane to use a laminar-flow wing. The fuselage panels were precisely designed and very smooth. Flush riveting was used. The coolant radiator with its intake and exhaust ducts was located behind and below the cockpit. As cooling air passed through the radiator it was heated and expanded, so that as it exited, it actually produced some thrust.

The prototype was 32 feet, 2⅝ inches (9.820 meters) long, with a wing span of 37 feet, 5/16 inch (11.286 meters). Empty weight of the NA-73X was 6,278 pounds (2,848 kilograms) and normal takeoff weight was 7,965 pounds (3,613 kilograms).

Aeronautical Engineer Edgar Schmued with a North American P-51-2-NA (Mustang Mk.IA), 41-37322. (San Diego Air and Space Museum Archives)

The NA-73X was powered by a liquid-cooled, supercharged, 1,710.60-cubic-inch-displacement (28.032 liter) Allison Engineering Company V-1710-F3R (V-1710-39) single overhead cam 60° V-12 engine, with four valves per cylinder and a compression ratio of 6.65:1. It used a single-stage, single-speed supercharger. This was a right-hand tractor engine (the V-1710 was built in both right-hand and left-hand configurations) which drove a 10 foot, 6 inch (3.200 meter) diameter, three-bladed, Curtiss Electric constant-speed propeller through a 2.00:1 gear reduction.

The V-1710-39 had a Normal Power rating of 880 horsepower at 2,600 r.p.m. at Sea Level; Take Off Power rating of 1,150 horsepower at 3,000 r.p.m. at Sea Level, with 44.5 inches of manifold pressure (1.51 Bar), 5 minute limit; and a War Emergency Power rating of 1,490 horsepower at 3,000 r.p.m., with 56 inches of manifold pressure (1.90 Bar). The V-1710-F3R was 7 feet, 4.38 inches (2.245 meters) long, 3 feet, 0.64 inches (0.931 meters) high, and 2 feet, 5.29 inches (0.744 meters) wide. It had a dry weight of 1,310 pounds (594 kilograms).

U.S. Army Air Corps flight tests of the fully-armed production Mustang Mk.I (XP-51 41-038), equipped with the V-1710-39 and a 10 foot, 9-inch (3.277 meters) diameter Curtiss Electric propeller, resulted in a maximum speed of 382.0 miles per hour (614.8 kilometers per hour) at 13,000 feet (3,962 meters). The service ceiling was 30,800 feet (9,388 meters) and the absolute ceiling was 31,900 feet (9,723 meters).

The Curtiss P-40D Warhawk used the same Allison V-1710-39 engine as the XP-51, as well as a three-bladed Curtiss Electric propeller. During performance testing at Wright Field, a P-40D, Air Corps serial number 40-362, weighing 7,740 pounds (3,511 kilograms), reached a maximum speed of 354 miles per hour (570 kilometers per hour) at 15,175 feet (4,625 meters). Although the Mustang’s test weight was 194 pounds (88 kilograms) heavier, at 7,934 pounds (3,599 kilograms), the Mustang was 28 miles per hour (45 kilometers per hour) faster than the Warhawk. This demonstrates the effectiveness of the Mustang’s exceptionally clean design.

Only one NA-73X was built. It made its first flight 26 October 1940 with test pilot Vance Breese. The prototype suffered significant damage when it overturned during a forced landing, 20 November 1941. NX19998 was repaired and flight testing resumed. The prototype’s final disposition is not known.

Originally ordered by Great Britain, the Mustang became the legendary U.S. Army Air Corps P-51 Mustang. A total of 15,486 Mustangs were built by North American Aviation at Inglewood, California and Dallas, Texas. Another 200 were built in Australia by the Commonwealth Aircraft Corporation.

The P-51 remained in service with the U.S. Air Force until 27 January 1957 when the last one, F-51D-30-NA 44-74936, was retired from the 167th Fighter Squadron, West Virginia Air National Guard. It was then transferred to the National Museum of the United States Air Force at Wright-Patterson Air Force Base, where it is on display.

North American Aviation NA-73X prototype, left front quarter view. (North American Aviation, Inc.)
North American Aviation NA-73X prototype, NX19998, left front quarter view. (North American Aviation, Inc.)

© 2017, Bryan R. Swopes

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5 September 1949

William Paul Odom in the cockpit of the radically-modified P-51C air racer Beguine at the Cleveland National Air Races, 3 September 1949. (NASM)

5 September 1949: The 1949 National Air Races were a three-day event held at the Cleveland Municipal Airport, southwest of Cleveland, Ohio, over the three-day Labor Day holiday weekend, 3–5 September 1949. This was the twelfth time that the races had taken place at the airport since they began in 1929. More than 170,000 people attended the races over the three days, and at least 72,000 paid spectators were present on Monday, the 5th.

The day’s major event was the Thompson Trophy Race. This was a 15-lap race around a 7-turn,  15-mile course (225 statute miles/362 kilometers), marked by a tall pylon at the airport, and barrage balloons at the other turns. Before World War II, the Thompson race was flown with specially-built air racers, but this was no longer practical. Since 1946, the competitors flew military fighter aircraft, some of which had been heavily modified from their original configurations.

The 1949 race had two divisions. The J Division, for military jet fighters, was flown first, with a scheduled start time of 2:35 p.m., Eastern Standard Time. The R Division, for reciprocating-engine aircraft, was scheduled an hour later.

1949 Thompson Trophy Race pylon course, from “Cleveland’s National Air Races” by Thomas G. Matowitz, Jr., credited to the Cleveland Press Collection, Cleveland State University.

The R-Division had ten entrants, which included three Goodyear-built F2G-1 Corsairs, one Bell Aircraft Corporation P-63 King Cobra, and six North American Aviation P-51 Mustangs. The race winner would be awarded $16,000 in prize money, and another $2,000 if he beat the race speed which had been set in 1947.

One of the air racers was William Paul (“Bill”) Odom, flying a radically-modified North American Aviation P-51C Mustang which was owned by the world-famous aviatrix, Jacqueline (“Jackie”) Cochran. Ms. Cochran was the holder of many world records for speed and altitude. She had won the trans-continental Bendix Trophy Race in 1938, and placed second in 1946 with her “Lucky Strike Green” P-51B Mustang, NX28388.

Beguine, a radically-modified North American Aviation P-51C Mustang, NX4845N. (Torino Dave)

Odom had not flown in a pylon race before, but had gained public attention for a number of long-distance record flights, including a 78 hour, 55 minute, 6 second around-the-world flight in a Douglas A-26 Invader, Reynolds Bombshell, 12–16 April 1947.

Jackie Cochran and William P. Odom with the Sohio Race trophy. (Bill Meixner Collection))

With these records and record attempts, Bill Odom persuaded Jackie Cochran to buy a modified Mustang air racer named Beguine (NX4845N) for him to fly at the National Air Races. Cochran purchased NX4845N from J.D. Reed Co., Inc., of Houston, Texas, on 22 August 1949. (She submitted an Application for Registration to the Civil Aeronautics Administration, but it does not appear that a new Certificate of Registration was ever issued.)

Ms. Cochran also planned to fly Beguine in the 1950 Bendix Trophy Race.

During 1948–1949, 42-103757 was radically modified as an Unlimited Class air racer. The lower portion of the P-51’s fuselage was removed and faired over. The radiator and engine oil cooler which had been enclosed in the Mustang’s characteristic belly scoop were relocated to the wingtips. (The Air Force had experimented with a ramjet-powered P-51D, 44-63528. A Marquardt XRJ-30-MA ramjet was placed on each wingtip. The cooling pods on 42-103757 resemble these, though another source says that the pods were made from modified FJ-1 Fury fuel tanks.) No reports of these modifications are found in the airplane’s records at the Federal Aviation Administration, however.

The  former owner, J.D. Reed, named the racer Beguine after a popular song of the time, Cole Porter’s “Begin the Beguine.” The music from the song was painted in gold along the Mustang’s fuselage, along with the race number 7.

Modified air racer Beguine, NX4845N, under tow

Though he had never before flown in a pylon race, Odom qualified Beguine for the 105-mile (167 kilometer) Sohio Trophy Race, which was held on Saturday, 3 September. He won the race with the average speed of 388.393 miles per hour (625.058 kilometers per hour), and was awarded $19,100 in prize money.

At the start of the Thompson race, Odom quickly took the lead. But on the second lap, things went wrong. As it approached Pylon 4, Beguine rolled upside down and then crashed into a house near the airport, setting it on fire.

Air racer Steven Calhoun Beville, flying P-51D Mustang # 77 in the Thompson Race, the closest pilot to Beguine, said that Odom had cut inside Pylon No. 3 and was correcting toward Pylon 4 when the airplane rolled inverted.

[Beville’s Mustang, The Galloping Ghost, NX79111, is the same airplane involved in the catastrophic crash at the National Championship Air Races, Reno, Nevada, 16 September 2011.]

Newspapers reported the crash:

Beville, who finished third in the race, was the closest to Odom when he got in trouble.

     “Bill was out too far on the third pylon,” Beville said, “and was trying to correct position too quickly. He turned over in the air and flew along on his back for a short distance, then dived right into a house.”

The San Bernardino Daily Sun, Vol. LVI, No. 5, Tuesday, 6 September 1949, at Page 2, Column 7

The Laird home at 429 West Street, Berea, Ohio burns after the unlimited-class racer Beguine crashed into it, 5 September 1949. (Cleveland Plain Dealer)

“The house” was a brand new single-family home, located at 429 West Street, Berea, Ohio. The owners, Mr. and Mrs. Bradley C. Laird, had moved in just four days earlier, along with their 5-year-old son, David. Their 13-month-old, Craig, had remained with Mrs. Laird’s parents, but her father, Benjamin J. Hoffman, had brought him to the house in Berea two days earlier.

Jeanne Laird was inside the house when Beguine crashed. She was killed instantly. Mr. Laird, Mr. Hoffman and David were outside watching the airplanes fly overhead, and Craig was in a playpen in the driveway. When the house exploded in flames, Mr. Hoffman rescued Craig, suffering severe burns in doing so. The infant was critically burned, and though Mr. Hoffman drove him to Berea Community Hospital, Craig Hamilton Laird died several hours later.

Bill Odom’s body was so badly burned that it could only be identified by his wristwatch.

(Cleveland Plain Dealer)

Despite Odom’s crash, the Thompson Trophy Race continued. Cook Cleland, flying his clipped-wing F2G Corsair, # 94, won the race. When interviewed afterwards about the crash, Cleland said,

Cook Cleland

“. . . I don’t think he should have been in the Thompson Trophy Race at all. Not only I, but some of the other pilots will tell you the same thing.

     “He was a Bendix (the cross-country speed dash) pilot, not a closed course speed pilot. It takes two different kinds of temperament. Odom made an excellent cross-country flyer, but I guess the ship he flew today was just too much for him.

     “It’s just too bad he had to race today. Anson Johnson said he thought it was the first time Odom had flown that type of plane.

     “No one was worried about his plane. It was about as good a piece of equipment as anyone could buy. It made our ships look mangy in comparison.

     “I had just met Odom and he seemed like a nice guy. There is no doubt that he was a good pilot. Just that he was in the wrong race. Too bad it had to happen. . . .”

San Francisco Examiner, Vol. CLXXXXI, No. 68, Tuesday, 6 September 1949, at Page 5, Columns 1 and 2

In her autobiography, Jackie Cochran wrote,

I was in the judges’ stand handling telephone reports from the back of the stands’ pylons when the flash came through that Bill had crashed. I jumped into a helicopter that was just in front of me on the field and went out to the spot of the accident hoping that something could be done. I found the house on fire, with Bill and the plane, as well as some of the occupants, buried in the wreckage. Some news photographer snapped a picture of me standing there close by. I am in that picture the personification of abject desolation. For three days I stayed in Cleveland doing all that I could to honor Bill Odom’s memory.

— The Stars At Noon, by Jacqueline Cochran, Little, Brown and Company, Boston, 1954, Chapter V at Page 96.

The Laird home at 429 West Street, Berea, Ohio, burns after Bill Odom’s air racer crashed into it, 5 September 1949. (Cleveland Plain Dealer)
Mrs. Bradley C. Laird (née Jeanne M. Hoffman)

Jeanne Marian Hoffman was born 18 September 1925, in Minneapolis, Minnesota. She was the third child of Benjamin John Hoffman, a stationary engineer, and Vergie Effie Hamilton Hoffman.

Jeanne attended Marshall High School, and after graduation, was employed as a model for The Dayton Company, a department store company with its headquarters in Minneapolis.

Miss Hoffman married 2nd Lieutenant Bradley Clayton Laird, United States Army, 13 November 1943. The ceremony was performed by Dr. Arnold S. Lowe, and took place at the Westminster Presbyterian Church in downtown Minneapolis. The newlyweds then traveled to Fort Bliss, Texas, where Lieutenant Laird was assigned for training.

Following World War II, Mr. and  Mrs. Laird settled in Kalamazoo, Michigan. Their first son, David, was born there

Mrs. Laird’s remains were interred at the Lakewood Cemetery, Minneapolis, Minnesota.

Craig Hamilton Laird was born 30 July 1948 in Kalamazoo, Michigan. His remains were interred with those of his mother.

Jeanne and Craig Laird’s grave marker at the Lakewood Cemetery, Mineapolis, Minnesota. (jeannelindholm09)

William Paul Odom was born at Raymore, Missouri, 21 October 1919, He was the first of three children of Dennis Paul Odom, a farmer, and Ethel E. Powers Odom.

Odom, then an airport radio operator, married Miss Dorothy Mae Wroe at Brentwood, Pennsylvania, 3 December 1939. Two children. Divorced September 1948

Odom flew for the Chinese National Aviation Corporation (CNAC) from 1944 to 1945, flying “The Hump,” the air route over the Himalayas from India to China.

William P. Odom had flown a Douglas A-26B Invader, NX67834, named Reynolds Bombshell, around the world in 3 days, 6 hours 55 minutes, 56 seconds, 12–16 April 1947. He made a second around the world flight, 7–11 August 1947, again flying the A-26. The duration of this second trip was 3 days, 1 hour, 5 minutes, 11 seconds. (Neither flight was recognized as a record by the FAI.)

In April 1948, Odom flew a Consolidated C-87A-CF Liberator Express transport for the Reynolds Boston Museum China Expedition.

Odom had made another FAI World Record flight with Waikiki Beech, from from Honolulu, to Oakland, California, an official distance of 3,873.48 kilometers (2,406.87 miles).²

With these records and record attempts, Bill Odom persuaded Jackie Cochran to buy a radically-modified P-51C Mustang named Beguine (NX4845N) for him to fly at the 1949 National Air Races at Cleveland Municipal Airport, Ohio.

 

A rare color photograph of Jackie Cochran’s radically-modified North American P-51C racer, NX4845N (42-103757). (Aaron King/Cleveland Plain Dealer)

 

North American Aviation P-51C Mustang NX4845N, #7, “Beguine”, being towed at the 1949 Cleveland National Air Races. (Catalog # 15_002190, Charles M. Daniels Collection, Album “Cleveland 46, 47, 48, 49,” San Diego Air and Space Museum Archive)

 

Beguine, a modified North American Aviation P-51C Mustang, NX4845N. (San Diego Air & Space Museum)

 

Right rear quarter view of the modified Mustang air racer, Beguine. (Unattributed)
SDA&SM 15_000823
15_000824

 

Cochran purchased NX4845N from J.D. Reed Co., Inc., for “$10.00 & Other Valuable Considerations” on 22 August 1949. She submitted an Application for Registration to the Civil Aeronautics Administration, but it does not appear that a new Certificate of Registration was ever issued.

Jackie Cochran and William P. Odom with the Sohio Race trophy. (Bill Meixner Collection)

Though he had never flown in a pylon race, Odom had qualified the P-51 Beguine for the 105-mile (167 kilometer) Sohio Trophy Race, held 3 September 1949. He won the race, averaging 388.393 miles per hour (625.058 kilometers per hour. $19,100 prize money.

He had also entered the Thompson Trophy Race, qualifying with a speed of 405.565 miles per hour (652.694 kilometers per hour.)

William Paul Odom was born at Raymore, Missouri, 21 October 1919, He was the first of three children of Dennis Paul Odom, a farmer, and Ethel E. Powers Odom.

Odom, then an airport radio operator, married Miss Dorothy Mae Wroe at Brentwood, Pennsylvania, 3 December 1939. Two children. Divorced September 1948

Odom flew for the Chinese National Aviation Corporation (CNAC) from 1944 to 1945, flying “The Hump,” the air route over the Himalayas from India to China.

William P. Odom had flown a Douglas A-26B Invader, NX67834, named Reynolds Bombshell, around the world in 3 days, 6 hours 55 minutes, 56 seconds, 12–16 April 1947. He made a second around the world flight, 7–11 August 1947, again flying the A-26. The duration of this second trip was 3 days, 1 hour, 5 minutes, 11 seconds. (Neither flight was recognized as a record by the FAI.)

In April 1948, Odom flew a Consolidated C-87A-CF Liberator Express transport for the Reynolds Boston Museum China Expedition.

Odom had made another FAI World Record flight with Waikiki Beech, from from Honolulu, to Oakland, California, an official distance of 3,873.48 kilometers (2,406.87 miles).²

With these records and record attempts, Bill Odom persuaded Jackie Cochran to buy a radically-modified P-51C Mustang named Beguine (NX4845N) for him to fly at the 1949 National Air Races at Cleveland Municipal Airport, Ohio.

 

William Paul Odom’s remains were buried at the Friendship Cemetery, Columbus, Mississippi.

© 2019, Bryan R. Swopes

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5 September 1944

LT William H. Allen in the cockpit of his P-51D Mustang, Pretty Patty II, along with his ground crew, TSGT F.S. Westbrook, SGT W.G. Holmes and CPL F.W. Bandy. (F. Birtciel)

5 September 1944: Lieutenant William H. Allen, U.S. Army Air Corps, was a fighter pilot assigned to the 343rd Fighter Squadron, 55th Fighter Group, based at RAF Wormingford, Essex, England. After escorting a bombing mission to Stuttgart, Lt. Allen, flying his North American Aviation P-51D-5-NA Mustang, 44-14049, Pretty Patty II, (identification markings CY J) and his flight, which included Lieutenant William H. Lewis, attacked an airfield north of Göppingen, Germany.

Lieutenant Allen became an Ace in one day when he shot down five Heinkel He 111 twin-engine bombers as they took off at two-minute intervals.

The flight of Mustangs shot down a total of 16 enemy aircraft.

LT William H. Allen and his ground crew pose with their P-51D Mustang, Pretty Patty II. (F. Birtciel)

© 2015, Bryan R. Swopes

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20 August 1944

North American Aviation Mustang Mk.I AG346 at Speke Aerodrome, Liverpool, England, November 1941. © IWM (ATP 10608C)

20 August 1944: Mustang Mk.I AG346, while flying with No. 168 Squadron, Second Tactical Air Force, Royal Air Force, from a forward airfield at Sainte-Honorine-des-Pertes, Normandy, France, was shot down near Gacé by antiaircraft fire.

The very first operational North American Mustang, AG346 (North American serial number 73-3099) was the second airplane to come off the assembly line at Inglewood, California.

After flight testing by North American’s test pilots and Royal Air Force fighter pilots Chris Clarkson and Michael “Red Knight” Crossley, AG346 was crated and then shipped to England, arriving at Liverpool, 24 October 1941. It was taken to the Lockheed facility at Speke Aerodrome (now, Liverpool John Lennon Airport, LPL) where it was reassembled and put through additional performance and flight tests.

AG346 was then assigned to an operational RAF fighter squadron. It served with Nos. 225, 63 and 26 Squadrons before being assigned to No. 41 Operations Training Unit. AG346 was returned to operations with No. 16 Squadron, and finally, No. 168 Squadron.

A North American Aviation Mustang Mk.I of No. 168 Squadron, Royal Air Force, banking over Pierrefitte-en-Cinglais, Normandy, on a tactical reconnaissance sortie, August 1944. Allied tanks can be seen on the road below. © IWM (C 4559)

The Mustang Mk.I was a new fighter built by North American Aviation, Inc., for the Royal Air Force. The RAF had contracted with NAA to design and build a fighter with a liquid-cooled Allison V-1710 12-cylinder engine. The first order from the British Purchasing Commission was for 320 airplanes, and a second order for another 300 soon followed.

The Mustang Mk.I (NAA Model NA-73) was a single-place, single-engine fighter primarily of metal construction with fabric control surfaces. It was 32 feet, 3 inches (9.830 meters) long with a wingspan of 37 feet, 5/16-inches (11.373 meters) and height of 12 feet, 2½ inches (3.721 meters). The airplane’s empty weight was 6,280 pounds (2,849 kilograms) and loaded weight was 8,400 pounds (3,810 kilograms).

North American Aviation Inc. Mustang Mk.I fighter, AG348, built for the Royal Air Force, at Mines Field, Los Angeles, California, 1941. This airplane would be transferred to the U.S. Army Air Corps as XP-51 41-038. North American Aviation, Inc., photograph. (Ray Wagner Collection/SDASM)

The Mustang Mk.I was powered by a liquid-cooled, supercharged 1,710.597-cubic-inch-displacement (28.032 liter) Allison Engineering Company V-1710-F3R (V-1710-39) single overhead camshaft (SOHC) 60° V-12 engine with four valves per cylinder and a compression ratio of 6.65:1. The engine had a takeoff rating of 1,150 horsepower at 3,000 r.p.m. at Sea Level with 45.5 inches of manifold pressure (1.51 Bar), and a war emergency rating of 1,490 horsepower with 56 inches of manifold pressure (1.90 Bar). The Allison drove a 10 foot, 9 inch (3.277 meter) diameter, three-bladed, Curtiss Electric constant-speed propeller through a 2.00:1 gear reduction. The V-1710-39 was 7 feet, 4.38 inches (2.245 meters) long, 3 feet, 0.54 inches (0.928 meters) high, and 2 feet, 5.29 inches (0.744 meters) wide. It weighed 1,310 pounds (594 kilograms).

This engine gave the Mustang Mk.I a maximum speed of 382 miles per hour (615 kilometers per hour) and cruise speed of 300 miles per hour (483 kilometers per hour). The service ceiling was 30,800 feet (9,388 meters) and range was 750 miles (1,207 kilometers).

North American Aviation Mustang Mk.I AG365 of the Air Fighting Development Unit at Duxford, Cambridgeshire, February 1942. © IWM (CH17966)

The Mustang Mk.I was equipped with four Browning .303 Mk.II machine guns, two in each wing, and four Browning AN-M2 .50-caliber machine guns, with one in each wing and two mounted in the nose under the engine.

The British would recommend that the Allison be replaced by the Rolls Royce Merlin V-12. This became the Mustang Mk.III and the U.S.A.A.F. P-51B. Eventually, over 15,000 Mustangs were built, and it was a highly successful combat aircraft. Today, after 70 years, the Mustang is one of the most recognizable of all airplanes.

AG346 was the first one to go to war.

No. 168 Squadron was a reconnaissance unit. Its motto was Rerum cognoscere causas (“To know the cause of things”)

Mustang Mk.1 of No. 168 Squadron, Royal Air Force. (RAF)
Mustang Mk.I of No. 168 Squadron, Royal Air Force. (RAF)

© 2018, Bryan R. Swopes

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