29 May 1951: Pan American World Airways Captain Charles F. Blair, Jr., flew a modified North American Aviation P-51C-10-NT Mustang, NX12012, Excalibur III, from Bardufoss, Norway to Fairbanks, Alaska, via the North Pole. He flew the 3,260 miles (5,246.5 kilometers) non-stop in 10 hours, 27 minutes.
After departing Bardufoss at 3:58 p.m., Captain Blair flew north along the E. 20° meridian until crossing the North Pole at an altitude of 22,000 feet (6,706 meters), then south along the W. 160° meridian until reaching N. 70° latitude, and then southeast to Fairbanks.
During the transpolar flight, the Mustang was subjected to air temperatures as low as -25 °F. (-31.6 °C.).
Captain Blair navigated by using a system of pre-plotted sun lines calculated by Captain Phillip Van Horns Weems, U.S. Navy (Ret.), as a magnetic compass was useless near the Pole and there were no radio navigation aids available.
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.”
Charles Blair was commissioned in the United States Naval Reserve in 1931. He was promoted to lieutenant, junior grade, in 1937. During World War II, Blair served as a transport pilot in the U.S. Navy and rose to the rank of captain.
Blair resigned from the Navy in 1952 and the following year accepted a commission in the U.S. Air Force Reserve with the rank of colonel. In 1959 he 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.
Captain Blair was married to actress Maureen O’Hara, whom he had met during one of his 1,575 transatlantic crossings.
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 Forces assigned it serial number 44-10947.
After World War II, 44-10947 was purchased by Paul Mantz, and the Civil Aeronautics Administration registered it as NX1202. Mantz had it painted red and named it Blaze of Noon. 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 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).
P-51Bs and Cs were powered by a right-hand tractor, 1,649-cubic-inch-displacement (27.04-liter) liquid-cooled, supercharged, Packard V-1650-3 or -7 Merlin single overhead cam (SOHC) 60° V-12 engine which produced 1,380 horsepower at Sea Level, at 3,000 r.p.m and 60 inches of manifold pressure (V-1650-3) or 1,490 horsepower at Sea Level, turning 3,000 r.p.m. with 61 inches of manifold pressure (V-1650-7). (Military Power rating, 15 minute limit.) These engines 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).
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. Today, completely restored, it is on display at the Steven F. Udvar-Hazy Center in Chantilly, Virginia.
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
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.
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).
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). 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.
29 March 1949: At 6:20:50 a.m., Pacific Standard Time (13:20:50 UTC), Joseph C. De Bona took off from the Lockheed Air Terminal at Burbank, California, in the cobalt blue North American Aviation P-51C Mustang, N5528N, Thunderbird. He flew across the North American continent to LaGuardia Airport, New York City, arriving at 2:20:55 p.m., Eastern Standard Time (18:20:55 UTC).
De Bona said that he had climbed to 30,000 feet (9,144 meters) in just 17 minutes. He encountered bad weather at Needles, a small city on the west bank of the Colorado River, the boundary between the states of California and Arizona, which continued to St. Joseph, Missouri. The Mustang’s Packard-built V-1650-7 Merlin engine began losing oil over Akron, Ohio, with the oil pressure dropping from the normal 70 pounds per square inch (483 kilopascals) to 20 p.s.i. (138 kPa), and De Bona ran out of oxygen near Sunbury, on the east bank of the Susquehanna River in Pennsylvania.
The flight was timed by Fred H. Wilkerson, an official of the National Aeronautic Association. The official distance flown was 2,453.805 statute miles (3,949.016 kilometers). De Bona’s elapsed time for this flight was 5 hours, 5 seconds. His average speed was 490.625 miles per hour (789.584 kilometers per hour). This flight established a new United States national record.
During this flight, no barograph was carried. In the NAA’s official record, Mr. Wilkerson wrote, “I also inspected seals on gas tanks in both wing tips and the fuselage and found all of them broken. These were just plain light plastic seals and it is possible that due to the high speed for several hours, the wind or the vibration could have broken them.”
This was De Bona’s third attempt to break the previous record set by Albert Paul Mantz, 28 February 1947, in his own P-51 Mustang, Blaze of Noon.
The Winona Republican-Herald reported:
De Bona Flies Across U.S. In Five Hours
New York—Former Army Major Joe De Bona claimed a new transcontinental air record Tuesday of four hours and 57 minutes.
He flew from Burbank, Calif., to New York City in Actor Jimmy Stewart’s F-51 fighter plane.
His plane had a cracked cockpit canopy, dangerously low oil pressure, no oxygen and gasoline for only seven more minutes of flying.
“The canopy cracked when I was zooming in here at 600 miles an hour,” De Bona said. “It scare hell out of me.”
“I’ll never try a record flight again. This was too nerve wracking.”
The cross-country dash began at 9:23 a.m. The stripped-down fighter zoomed over the control tower at New York City’s La Guardia field at 2:20 p.m.
New Record
The present record for the distance is six hours, seven minutes and five seconds. It was set by Paul Mantz, Hollywood stunt pilot, in February, 1947.
De Bona had little trouble and said he averaged 530 miles an hour, pushed along by a 55-mile-an-hour tail wind.
In Los Angeles Stewart, a wartime bomber pilot, quickly claimed a new record and gave De Bona full credit.
“I’m sure proud of him,” said Stewart.
Sanded Finish
Stewart said the plane, which he bought 15 months ago, was not “souped up” but was painted, polished and sanded to get a slick finish.
As he stepped down from the plane at the airport, De Bona said he had started with 850 gallons of gas and had only 30 gallons left.
“Thirsty and a little bit sleepy,” he said he flew at 30,000 feet most of the time but came down to 19,000 feet when his oxygen supply ran low.
The earliest document in Thunderbird‘s Civil Aviation Administration file, Form ACA 132, contains the hand-written notation, “no service no.” The document states, “THIS AIRCRAFT WAS ASSEMBLED FROM COMPONENTS OF OTHER AIRCRAFT OF THE SAME TYPE.” The aircraft is designated on the form as a North American P-51C, Serial No. 2925.
Thunderbird, made up of salvaged parts, has no known Army Air Corps serial number. No North American Aviation contract number is listed in any document. It has no known history prior to the C.A.A. assigning it the civil registration NX5528N. The serial number 2925 does not conform to any U.S. Army Air Corps serial number sequence for P-51 series aircraft, nor does it conform to any N.A.A. contract number sequence for P-51s. It appears that this serial number was assigned to the P-51 by the Civil Aeronautics Administration.
Various sources attribute U.S.A.A.C. serial numbers to NX5528N, e.g., “43-6822” and “43-6859.” There is nothing in the airplane’s C.A.A. records to substantiate these claims. The record specifically states that there is “no service no.” Some sources also describe Thunderbird as a P-51B or an F-6C photo reconnaissance variant. C.A.A. records specifically identify the airplane as a P-51C.
Thunderbird‘s fuselage was purchased as “salvage & scrap” from the 803rd A.A.F. Specialized Depot, Park Ridge, Illinois, by Allied Aircraft Co., Chicago, Illinois. The transaction is dated 14 January 194_ (the year was left blank on the contract). The purchase price was $27.05. Allied Aircraft Co. was a partnership of Leland H. Cameron and Martha L. Cameron, 5300 W. 63rd Street, Chicago, Illinois.
On 11 February 1948, Cameron purchased a P-51, Serial No. 2925, registration N5528N, from J. Quaine, for $1.00. On 5 April 1948, the Civil Aeronautics Authority (predecessor to the Federal Aviation Administration) registered N5528N to L.H. Cameron, 4619 Sancola Avenue, North Hollywood, California.
Two days later, 7 April 1948, Leland Cameron sold N5528N to Joe De Bona Racing Co., 133 N. Robertson Boulevard, Beverly Hills, California. The purchase price listed on the Department of Commerce Bill of Sale was $10.00. On that date, Joe De Bona applied to have the airplane registered in the name of his racing company.
Interestingly, on De Bona’s Department of Commerce Application for Registration, the serial number of N5528N is listed as “21925.” Information on the application is typewritten with the exception of this serial number, which was handwritten. As above, 21925 does not conform to any Army Air Corps or North American Aviation serial number for P-51B or P-51C Mustangs. This is the only instance in which 21925 appears in the airplane’s C.A.A. records.
The Civil Aeronautics Administration registered N5528N to Joe De Bona Racing Co., 15 April 1948. Joe C. De Bona was an experienced air racer. The company was a partnership between De Bona and James M. (Jimmy) Stewart.
Over the next several months, N5528N, now named Thunderbird, was prepared for the upcoming 1948 Bendix Trophy Race. Unnecessary equipment such as the self-sealing fuel cells, the fuselage fuel tank, etc., were removed to save weight. The airframe seams were filled with putty and sanded smooth. Many coats of primer were applied followed by the the high-gloss “cobalt blue” paint. Gold decorative trim was applied. Thunderbird‘s airworthiness category, EXPERIMENTAL, was painted under the canopy rail on each side. Sponsors’ logos and crew member’s names were painted on the left side of the fuselage beneath the canopy. (The significance of the anvil logo with the numbers “1853” is not known.) The rudder was painted in a checkerboard pattern and the race number 90 applied to both sides of the fuselage. The registration was painted vertically on the fin, the top of the right wing and the bottom of the left wing.
On 31 August 1948, following an airworthiness inspection, C.A.A. Inspector Homer L. Stamets issued an original Airworthiness Certificate to NX5528N. The “Experimental” classification was used as there was no civil Type Certificate for North American’s P-51 fighters, and the C.A.A. had not tested or accepted the aircraft for any civilian use. The Experimental classification placed severe restrictions on De Bona’s use of Thunderbird. In the Operations Authorized section of the certificate it states, “Certificated for the purpose of Racing and Exhibition flights only; flights limited to the Continental limits of the UNITED STATES. Flights prohibited over thickly populated areas or large gatherings of people.” The certificate was valid for one year.
Noted on the Airworthiness Inspection form is that NX5528N was equipped with a Packard V-1650-3 engine. This license-built version of the Rolls-Royce Merlin 63 engine was standard equipment for early production P-51B and P-51C Mustangs. It was rated at 1,380 horsepower at 3,000 r.p.m. and 60 inches of manifold pressure.
The start of the 1948 Bendix Trophy Race took place on 4 September at Van Nuys, California. Joe De Bona was entered with Thunderbird, but was unable to complete the race. Reportedly low on fuel, he landed at Norwalk, Ohio. (As noted above, Jackie Cochran placed 3rd in this race flying NX28388.)
For 1949 Thunderbird‘s engine was upgraded to a Packard V-1650-7. C.A.A. Inspector Stamets again approved its airworthiness inspection and issued another one-year Experimental certificate with same restrictions as previously.
On 29 March 1949, Thunderbird, established a new U.S. national speed record of 490.625 miles per hour (789.584 kilometers per hour).
The start of the 1949 Bendix Trophy Race was relocated from Metropolitan Airport at Van Nuys to Rosamond Dry Lake, 40 miles (64.4 kilometers) north of Muroc Air Force Base (renamed Edwards AFB just two months later). This year, Joe De Bona was successful. He won the 2,008 mile (3,231.6 kilometers) race to Cleveland, Ohio in an elapsed time of 4:16:17.5, averaging 470.136 miles per hour (756.611 kilometers per hour.) Paul Mantz did not fly in the race but entered two P-51Cs, flown by Stanley H. Reaver and Herman “Fish” Salmon, who placed 2nd and 3rd.
(Leland Cameron, who had sold N5528N to Joe De Bona Racing, also competed in the 1949 Bendix air race. He flew a Martin B-26C-20-MO Marauder medium bomber, serial number 41-35071, N5546N, but he did not finish within the prescribed time limit.)
On 19 December 1949, James Stewart (Sole Owner, for Joe De Bona Racing Co.) sold N5528N to Jacqueline Cochran of Indio, California, for “$1.00 and other consideration.” The C.A.A. issued a new Certificate of Registration to Jackie on 29 December 1949.
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). (FAI Record File Numbers 4476, 12323)
Thunderbird underwent another airworthiness inspection, completed 10 November 1950 by Patrick J. Kavanaugh, A&E 402226. C.A.A. Inspector H.W. Kattleman issued a new Experimental airworthiness certificate, valid from 10 November 1950 to 10 November 1951. The limitations were identical to the restrictions described above.
Jackie set another Fédération Aéronautique Internationale record on 9 April 1951, flying NX5528N to an average speed of 747.338 kilometers per hour (464.374 miles per hour) over a straight 16 kilometer (9.942 miles) course at Indio, California. (FAI Record File Number 4477)
The next airworthiness inspection of N5528N was completed 26 March 1952 by mechanic James N. Smith. Once again, C.A.A. Inspector H.W. Kattleman issued an Experimental airworthiness certificate, valid from 31 March 1952 to 31 March 1953.
Jackie Cochran had owned Thunderbird for just over three years when, on 20 January 1953, she sold it back to Jimmy Stewart for “$1.00 and other consideration.” The C.A.A. registered N5528N to Stewart at 141 El Camino Drive, Beverly Hills, California, 9 April 1953.
At about this time, N5528N was repainted in a yellow and black scheme, and renamed Mr. Alex in honor of Jimmy Stewart’s father, Alexander Maitland Stewart.
Thunderbird received another engine upgrade, this time to a Packard V-1650-9, serial number V381230. (This engine was rated at 1,380 horsepower at 3,000 r.p.m., but could produce a maximum 2,280 horsepower with water-alcohol injection.) The next airworthiness inspection was completed 31 March 1953 by a mechanic with certificate number M-17807. At the time of this inspection, N5528N had accumulated 76:00 hours total flight time (TTAF). The V-1650-9 engine had only 14:10 hours since new. C.A.A. Aviation Safety Agent Ralph C. Olsen approved the next airworthiness certificate.
A major event of 1953 was the Coronation of Elizabeth II on 2 June. American television networks CBS and NBC had arranged to have films of the ceremonies flown across the Atlantic to Newfoundland. From there the film would be flown on to the United States by Jimmy Stewart’s P-51 and another owned by Paul Mantz, NX1204, flown by Stanley Reaver.
Jimmy Stewart asked the C.A.A. to temporarily remove the limitations on NX5528N’s airworthiness certificate so that it could be flown out of the United States to pick up the films at Newfoundland and return with them to Boston, Massachusetts. C.A.A. Aviation Safety Agent Ralph C. Olsen approved this request. A second flight to Montreal, Canada was also authorized. The restrictions would resume when the Experimental category Mustang returned to the United States after the Montreal trip.Joe De Bona was once again in the cockpit of N5528N. He arrived at Boston 24 minutes before his rival, Stan Reaver, but a third network, ABC, was actually the first to broadcast the films of the Coronation.
On 30 March 1954, another airworthiness inspection was completed by the same mechanic as the 1953 periodic inspection. Once again, the airworthiness certificate was approved by Ralph Olsen. Total flight time for N5528N was now 118:00 hours, with 42:50 on the Merlin engine.
Attempting to set another transcontinental speed record, De Bona took off from Los Angeles International Airport at 7:18:08 a.m., Pacific Standard Time (14:18:08 UTC), 31 March 1954, and flew to Idlewild Airport in New York City. He landed there at 2:42:25 p.m., Eastern Standard Time (18:42:25 UTC). With an official elapsed time of 4 hours, 24 minutes, 17 seconds, the National Aeronautic Association credited him with a U.S. national record speed of 560.74 miles per hour (902.42 kilometers per hour).
On 1 September 1954, Jimmy Stewart sold N5528N to Joe De Bona for $1.00 plus a $7,500.00 Chattel Mortgage. On 14 March 1954, the C.A.A. registered the airplane, which they now designated as a North American F-51C, to De Bona at 339 North Beverly Drive, Beverly Hills, California.
An airworthiness inspection was completed 17 March 1955. The mechanic performing the inspection held certificate number M7427. The V-1650-9 had been removed and replaced with a Packard V-1650-300, serial number V350012. This post-war commercial engine was rated at 1,660 horsepower at 3,000 r.p.m. The airframe now had 150:00 hours TTAF, and the new engine had 30:00 hours.
The following day, 18 March 1955, Joe De Bona sold N5528N to James M. Cook of Jacksboro, Texas, for $18,000 plus a $7,000 Chattel Mortgage at 4% interest, payable on or before 1 January 1956. The C.A.A. issued a Certificate of Registration to Cook on 31 March 1955.
On 22 June 1955, Jim Cook was using the Mustang to seed clouds for a hail suppression program for Valley Hail Suppressors, Inc. Cook, in the cockpit of N5528N, took off from Scottsbluff, Nebraska, at about 6:00 p.m. He discovered that one of the main landing gear would not retract, nor could he lower the other. After trying to solve the problem for about an hour-and-a half, Cook decided that it was too dangerous to attempt a landing and bailed out. At 7:55 p.m., North American Aviation P-51C Mustang N5528N crashed 15 miles (24 kilometers) north and 3 miles (4.8 kilometers) east of Morrill, Nebraska (near Scottsbluff). The exploded on impact and the wreckage burned. A newspaper reporter who was at the scene said that the Mustang had opened a trench approximately 6 feet (1.8 meters) deep and 45 feet (13.7 meters) long. He described the airplane as “totally demolished,” with pieces thrown up to 100 yards (91 meters) away. The Merlin engine was “unrecognizable.”
Although an accident report was completed 13 July 1955, the Federal Aviation Administration currently has no report in its files, nor does the National Transportation Safety Board.
N5528N was deregistered 15 August 1955. (James Cook soon bought another Mustang, P-51D N71L, which he flew for several years as part of the U.S. Weather Bureau’s Thunderstorm Research Airplane Project.)
Warren A. Piestch of Pietsch Aircraft Restoration and Repair, Inc., Minot, North Dakota, purchased a tail wheel assembly and other parts from a wrecked P-51 located in Nebraska, 23 June 1999. He wrote to the F.A.A. and stated that these parts were from P-51 serial number 2925, and that he wanted to rebuild the aircraft. Pietsch requested that ownership of 2925 be assigned to him and that a registration N-number that he had previously reserved, N151LP, be assigned to the airplane. The F.A.A. did as Pietsch requested. That registration was valid until 30 April 2015. On 24 September 2007, 2925 was registered to Pietsch with its original “N number” of N5528N. That registration remains in effect. There is no current Airworthiness Certificate.
AirCorps Aviation of Bemidji, Minnesota, is currently “restoring” a P-51 for the Dakota Territory Air Museum, which they identify as the record-breaking Mustang, Thunderbird. (Warren Pietsch is a member of the museum’s board of directors.)
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, Bell P-39 Airacobra and Curtiss-Wright 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.
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.
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-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.
North American P-51B Mustang with identification stripes. (U.S. Air Force)
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
Jackie Cochran with her “Lucky Strike Green” North American Aviation P-51B-15-NA Mustang, NX28388, circa 1948. (Library of Congress)
In the years following World War II, Jacqueline Cochran, WASP organizer and director, test pilot, racer, record-setter, adviser to generals and presidents, owned three North American Aviation, Inc., P-51 Mustang fighters which had been modified for racing.
I. P-51B-15-NA 104-25789, 43-24760, NX28388, 1946–1948
Jackie Cochran’s North American Aviation P-51B-15-NA Mustang, 43-24760, registered NX28388, on the flight line at the Cleveland National Air Races, 1948. (San Diego Air & Space Museum Archives)
[Note: NX28388 should not be confused with NC28388, which was a Douglas DC-3 twin-engine airliner, registered to the Douglas Aircraft Company, Inc., 1 October 1940.]
Jackie’s first Mustang was a P-51B-15-NA, U.S. Army Air Corps serial number 43-24760, with a civil experimental registration, NX28388. It was raced in the Bendix Trophy Race three times. Jackie also used it to set four world speed records over distances from 3 to 2,000 kilometers. NX28388 was painted “Lucky Strike Green” and carried the white race number 13 on each side of its fuselage.
43-24760 was manufactured at North American Aviation’s Inglewood, California, plant, completed on 14 March 1944. It was a Model NA-104 P-51B Mustang with manufacturer’s serial number 104-25789, one of 1,588 Mustangs contracted by the U.S. Army Air Corps on 20 October 1942. Its service history is not known, but the fighters built just before and after, 43-24759 and 43-24761, were flown by the 361st Fighter Group from bases in England. Both were lost in combat during the summer of 1944.
After the end of World War II, 43-24760, identified as a TP-51B, was sold back to North American Aviation, Inc., by the War Assets Administration. North American paid “$3,500.00, cash in hand” at Denver, Colorado, 24 May 1946.
Jackie Cochran’s green North American Aviation P-51B-15-NA Mustang, NX28388. (FAI)
Jackie Cochran bought 43-24760, now registered NX28388, from North American Aviation on 6 August 1946, for “ten dollars plus other consideration.” The Bill of Sale identifies the Mustang as a P-51B-15-NA, manufacturer’s serial number 25789. Its engine was a Packard V-1650-7, serial number V332415, a license-built version of the Rolls-Royce Merlin V-12.
NX28388 was inspected for an initial Airworthiness Certificate, 7 August 1946. It was required to be marked “EXPERIMENTAL” and limited to “INSTRUMENT DAY FLIGHT – For Racing and exhibition flight only.” This initial airworthiness certificate was valid for six months.
On 26 August 1946, the Civil Aviation Administration issued a certificate of ownership to Jacqueline Cochran, “dba Jacqueline Cochran Cosmetics” at her company’s Newark, New Jersey address. [Note: “dba” is an abbreviation for “doing business as”]
On 31 August 1946, Cochran flew NX28388 in the Bendix Air Race from Metropolitan Airport, Van Nuys, California, to Cleveland Municipal Airport, Cleveland, Ohio. Other long distance air racers had their wings modified to hold more fuel, but there hadn’t been time to modify NX28388. For this race, it carried two drop tanks manufactured for the Lockheed P-38 Lightning. In order to not endanger people on the ground, Cochran dropped the tanks over mountainous terrain and before they were empty. The tanks did not release cleanly, striking the trailing edges of the wings. The damage increased the aerodynamic drag and cost time over the remainder of the race. Cochran placed 2nd to race winner Paul Mantz and his red P-51C NX1202, Blaze of Noon. Mantz had finished with a time of 4:34:14 at an average speed of 435.501 miles per hour (700.871 kilometers per hour). Jackie’s elapsed time was 4:52:00, averaging 420.92 miles per hour (677.41 kilometers per hour). Mantz won the $10,000 prize for first place, and Jackie won a $5,500 prize.
The airplane received its next airworthiness inspection 19 August 1947. The report was signed by Louis S. Wait, Agent. Wait was the Administrative Test Pilot for North American Aviation, Inc. (Wait had made the first flight of AG345, the very first production Mustang Mk.I, on 23 April 1941.)
North American Aviation P-51B-15-NA Mustang NX28388, #13, with P-38 drop tanks, at Metropolitan Airport, Van Nuys, California, August 1946. Left profile. Color. (Unattributed)
Cochran had entered the 1947 Bendix Trophy Race scheduled for 31 August, but her husband, Floyd Bostwick Odlum, became seriously ill. Jackie asked pilot Bruce Gimbel to fly her airplane. During the race, a problem with the propeller governor limited his speed. Gimbel finished in 4th place with an average speed of 404.080 miles per hour (650.304 kilometers per hour) and elapsed time of 5:04:10. (Paul Mantz won the race, again, winning the $10,000 prize.)
Jackie Cochran in the cockpit of her green North American Aviation P-51B Mustang racer, NX28388, at Cleveland Municipal Airport. (National Air and Space Museum)
On 10 December 1947, Jackie flew NX28388 to set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a Closed Circuit of 100 Kilometers at Coachella, California, with an average speed of 755.668 kilometers per hour (469.549 miles per hour).
National Aeronautic Association Certificate of Record in the San Diego Air & Space Museum Archive. (Bryan R. Swopes)
A week later, 17 December 1947, she flew her green Mustang to an FAI World Record for Speed Over a 3 Kilometer Straight Course, with an average speed of 663.054 kilometers per hour (412.002 miles per hour). The flight at Thermal, California, was flown at Sea Level.
National Aeronautic association Certificate of Record in the San Diego Air & Space Museum Archive. (Bryan R. Swopes)
On 22 May 1948, again flying NX28388, Cochran set a Fédération Aéronautique Internationale and a U.S. National Aeronautic Association Record for Speed Over a Closed Circuit of 2,000 Kilometers Without Payload with an average speed of 447.470 miles per hour (720.134 kilometers per hour) over a 1,242.7 mile course from Palm Springs, California to a point near Santa Fe, New Mexico, and return. Famed female aviator Katherine Stinson was the chief judge at the pylon turn west of Santa Fe. Jackie broke the previous record, 708.592 kilometers per hour (440.299 miles per hour), which had been set by Lieutenant John J. Hancock, U.S. Air Force, with a Lockheed P-80A Shooting Star jet fighter, two years earlier. (FAI Record File # 8941)
In an interview, Jackie said, “Last Saturday’s flight was for blood. I bought this P-51 two years ago and ever since have been fixing it up for the one objective of beating the Army’s jet 2,000 kilometer speed record. The Bendix Race and other flights were just incidental. I knew that I couldn’t beat the 1,000 kilometer jet record today, and I also new that I could establish a new record for planes powered with reciprocating engines, so I made things slightly easier on the engine and myself in today’s flight. But even so, considering the double climb that I had to make at the check point to be seen and timed by the judges, it would have been impossible over this shorter distance to equal the 448 miles per hour flown last Saturday.”
— WASP NEWSLETTER, July 1948, Volume V, Number Two, at Page 2.
National Aeronautic Association Certificate of Record in the San Diego Air & Space Museum Archive. (Bryan R. Swopes)
Two days later, 24 May 1948, Jackie set another world and national record of 431.094 miles per hour (693.780 kilometers per hour) over a 1,000 kilometer (621.371 miles) closed circuit from Palm Springs to Flagstaff, Arizona, and return. This record broke her own record which she had set 6 April 1940, flying a Republic AP-7.
National Aeronautic Association Certificate of Record in the San Diego Air & Space Museum Archive. (Bryan R. Swopes)
On 19 August 1948, NX28388 received another airworthiness inspection. The report was signed by J.E. Smith, Agent.
Jackie once again flew NX28388 in the 1948 Bendix Air Race from Long Beach, California, to Cleveland, Ohio. She placed third with an average speed of 445.847 miles per hour and an elapsed time of 4:35:07.3. Paul Mantz and Blaze of Noon won the race for a third consecutive time. Linton Carney, also flying a P-51C, took second place. Cochran’s P-51B finished just 1 minute, 19 seconds behind Mantz.
Following the 1948 race, Cochran asked a friend and Lockheed test pilot, Sampson Held of North Hollywood, California, to fly her P-51 racer back to California, but,
“. . . my plane crashed, carrying my associate, Sam Held, with it to his death.”
— The Stars At Noon, by Jacqueline Cochran, Little, Brown and Company, Boston, 1954, Chapter IV at Page 79.
NX28388 crashed six miles south of Sayre, Oklahoma, 8 September 1948, killing the pilot, Sampson Held. Two witnesses saw a wing come off of the Mustang, followed by an explosion.
II. P-51C-5-NT 103-26311, 42-103757, Beguine, NX4845N, 1949
Beguine, a radically-modified North American Aviation P-51C Mustang, NX4845N. (Torino Dave)
North American Aviation P-51C-5-NT 42-103757 was one of a group of 1,350 Mustangs contracted by the U.S. Army Air Corps in August 1942. It was built at North American’s Dallas, Texas, plant, 25 April 1944. Its North American contract number was 103-26311. The fighter’s military service history is not known.
Immediately after the close of World War II, 6 October 1945, 42-103757 was transferred to the Reconstruction Finance Corporation (a Depression-era agency of the United States government) at Searcy Field (SWO), Stillwater, Oklahoma. On 19 February 1946, it was included in a group of 475 war surplus airplanes, including heavy and medium bombers and fighters, purchased by aviator Paul Mantz of Burbank, California. On the same day, Mantz resold 464 of these airplanes to a partnership of himself, J.W. Heath and L.P Hapgood, for $70,000. 42-103757 was one of 6 North American P-51Cs in this second group.
Mantz, Heath & Hapgood sold 42-103757 to Frank J. Abel, 3101 Sherwood Lane, Wichita Falls, Texas, for $1,500.00 on 21 July 1947. Abel registered the airplane with the Civil Aeronautics Administration and it was assigned registration number NX4845N.
Modified air racer Beguine, NX4845N, under tow.
On 10 July 1948, Frank Abel sold the P-51 to J.D. Reed Co., Inc., an aircraft sales dealership at Hangar 8, Municipal Airport, Houston, Texas, now known as William P. Hobby Airport (HOU). The Bill of Sale reported the purchase price as “one dollar and other consideration.” J.D. Reed Co., Inc., applied to the C.A.A. for registration of 42-103757 on the same date. However, a new C.A.A. Certificate of Registration was issued to Abel on 12 July 1948.
An annual airworthiness inspection of 42-103757 was completed by Paul E. Penrose, Pilot-Engineer, 20 August 1948, for the J.D. Reed Co., Inc. The report indicates that the P-51C was equipped with a Packard V-1650-9. This engine was rated at 1,380 horsepower at 3,000 r.p.m. The Airworthiness Certificate was approved in the Experimental category by C.A.A. Inspector Homer L. Stamets, 29 August 1948, and appropriate limitations were assigned.
A rare color photograph of Jackie Cochran’s highly modified North American P-51C racer, NX4845N (42-103757) after its modifications appeared in the Cleveland Plain Dealer newspaper, attributed to Aaron King. The racer is dark blue-green with gold trim.
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 one source says that the cooling pods were made from modified FJ-1 Fury fuel tanks.) No reports of these modifications are found in the airplane’s records with the Federal Aviation Administration, however.
The airplane was named Beguine after a popular song of the time performed by Artie Shaw, Cole Porter’s “Begin the Beguine.” It was painted dark blue-green and the music from the song was painted in gold along the Mustang’s fuselage, with the race number 7.
The next annual inspection was completed 12 August 1949 by (H.C. Danaher?), Mechanic. The airworthiness certificate was approved by C.A.A. Inspector Ray K. Beckleman.
Right rear quarter view of the modified Mustang air racer, Beguine. (Unattributed)
I bought a Bequine racing plane in 1949 on the insistence of Bill Odom, a young pilot, who wanted to use it in the Thompson Trophy pylon race in Cleveland. He agreed to take the old number off . . . and paint the lucky 13 in its place. Two days before the race he called me long distance to say that the plane’s paint job was so beautiful that it would be a shame to ruin it repainting a number 13.
— Jackie Cochran: An Autobiography, by Jacqueline Cochran and Maryann Bucknum Brinley, Bantam Books, New York, 1987, at Page 157.
For the 1949 National Air Races, Jackie Cochran bought Beguine for pilot William P. Odom to fly in the Sohio Trophy Race and the Thompson Trophy Race, both pylon races flown over a 15 mile, seven-turn course near the Cleveland Municipal Airport at Cleveland, Ohio
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)
Odom had not flown in a pylon race before, but had gained fame for a number of record flights, including a 78 hour, 55 minute, 6 second around-the-world flight with co-pilot and navigator T. Carroll Sallee in a Douglas A-26 Invader, Reynolds Bombshell, 12–16 April 1947. Jackie also planned to fly Beguine herself in the 1950 Bendix Trophy Race.
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. (Unattributed)
Bill Odom won the 105-mile (167 kilometer) Sohio Trophy Race with an average speed of 388.393 miles per hour (625.058 kilometers per hour).
The Thompson Trophy Race on 5 September 1949 was different. Odom had qualified Beguine with a speed 405.565 miles per hour (652.694 kilometers per hour).
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)
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 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 son, Craig, had remained behind 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.
“This is a terrible blow to aviation everywhere,” said Jacqueline Cochran, owner of the plane Odom was flying, when she got to the Laird home minutes after the accident. “My heart goes out to the innocent sufferers whose home this was.”
—Chicago Tribune, Vol. CVII–No. 214, Wednesday, 7 September 1949, at Page 1, Column 6.
Having lost her first two Mustangs in tragic accidents, on 19 December 1949 Jackie Cochran bought another P-51 Mustang racer—the 1949 Bendix Trophy Race winner, Thunderbird—from the Academy Award-winning actor and World War II B-24 wing commander, James M. Stewart.
The earliest document in Thunderbird‘s Civil Aviation Administration file, Form ACA 132, contains the hand-written notation, “no service no.” The document states, “THIS AIRCRAFT WAS ASSEMBLED FROM COMPONENTS OF OTHER AIRCRAFT OF THE SAME TYPE.” The aircraft is designated on the form as a North American P-51C, Serial No. 2925.
Jackie Cochran’s cobalt blue North American Aviation P-51C Mustang, N5528N. (FAI)
Thunderbird, made up of salvaged parts, has no known Army Air Corps serial number. No North American Aviation contract number is listed in any document. It has no known history prior to the C.A.A. assigning it the civil registration NX5528N. The serial number 2925 does not conform to any U.S. Army Air Corps serial number sequence for P-51 series aircraft, nor does it conform to any N.A.A. contract number sequence for P-51s. It appears that this serial number was assigned to the P-51 by the Civil Aeronautics Administration.
Various sources attribute U.S.A.A.C. serial numbers to NX5528N, e.g., “43-6822” and “43-6859.” There is nothing in the airplane’s C.A.A. records to substantiate these claims. The record specifically states that there is “no service no.” Some sources also describe Thunderbird as a P-51B or an F-6C photo reconnaissance variant. C.A.A. records specifically identify the airplane as a P-51C.
Thunderbird‘s fuselage was purchased as “salvage & scrap” from the 803rd A.A.F. Specialized Depot, Park Ridge, Illinois, by Allied Aircraft Co., Chicago, Illinois. The transaction is dated 14 January 194_ (the year was left blank on the contract). The purchase price was $27.05. Allied Aircraft Co. was a partnership of Leland H. Cameron and Martha L. Cameron, 5300 W. 63rd Street, Chicago, Illinois.
On 11 February 1948, Cameron purchased a P-51, Serial No. 2925, registration N5528N, from J. Quaine, for $1.00. On 5 April 1948, the Civil Aeronautics Authority (predecessor to the Federal Aviation Administration) registered N5528N to L.H. Cameron, 4619 Sancola Avenue, North Hollywood, California.
Two days later, 7 April 1948, Leland Cameron sold N5528N to Joe De Bona Racing Co., 133 N. Robertson Boulevard, Beverly Hills, California. The purchase price listed on the Department of Commerce Bill of Sale was $10.00. On that date, Joe De Bona applied to have the airplane registered in the name of his racing company.
Joe C. De Bona in the cockpit of N5528N. (San Diego Air and Space Museum Archive)
Interestingly, on De Bona’s Department of Commerce Application for Registration, the serial number of N5528N is listed as “21925.” Information on the application is typewritten with the exception of this serial number, which was handwritten. As above, 21925 does not conform to any Army Air Corps or North American Aviation serial number for P-51B or P-51C Mustangs. This is the only instance in which 21925 appears in the airplane’s C.A.A. records.
Joe De Bona and James M. Stewart with Thunderbird, a North American Aviation P-51C Mustang, N5528N, April 1949. (Allan Grant/LIFE Magazine)
The Civil Aeronautics Administration registered N5528N to Joe De Bona Racing Co., 15 April 1948. Joe C. De Bona was an experienced air racer. The company was a partnership between De Bona and James M. (Jimmy) Stewart.
Over the next several months, N5528N, now named Thunderbird, was prepared for the upcoming 1948 Bendix Trophy Race. Unnecessary equipment such as the self-sealing fuel cells, the fuselage fuel tank, etc., were removed to save weight. The airframe seams were filled with putty and sanded smooth. Many coats of primer were applied followed by the the high-gloss “cobalt blue” paint. Gold decorative trim was applied. Thunderbird‘s airworthiness category, EXPERIMENTAL, was painted under the canopy rail on each side. Sponsors’ logos and crew member’s names were painted on the left side of the fuselage beneath the canopy. (The significance of the anvil logo with the numbers “1853” is not known.) The rudder was painted in a checkerboard pattern and the race number 90 applied to both sides of the fuselage. The registration was painted vertically on the fin, the top of the right wing and the bottom of the left wing.
Joe De Bona and Jimmy Stewart with Thunderbird, their P-51C Mustang racer, April 1949. Placed on the ramp in front of the airplane is equipment that has been removed or replaced. Note the four “cuffed” Hamilton Standard propeller blades along the right side of the photograph. They have been replaced with un-cuffed and polished Hamilton Standard “paddle” blades. (Allan Grant/LIFE Magazine)
On 31 August 1948, following an airworthiness inspection, C.A.A. Inspector Homer L. Stamets issued an original Airworthiness Certificate to NX5528N. The “Experimental” classification was used as there was no civil Type Certificate for North American’s P-51 fighters, and the C.A.A. had not tested or accepted the aircraft for any civilian use. The Experimental classification placed severe restrictions on De Bona’s use of Thunderbird. In the Operations Authorized section of the certificate it states, “Certificated for the purpose of Racing and Exhibition flights only; flights limited to the Continental limits of the UNITED STATES. Flights prohibited over thickly populated areas or large gatherings of people.” The certificate was valid for one year.
Noted on the Airworthiness Inspection form is that NX5528N was equipped with a Packard V-1650-3 engine. This license-built version of the Rolls-Royce Merlin 63 engine was standard equipment for early production P-51B and P-51C Mustangs. It was rated at 1,380 horsepower at 3,000 r.p.m. and 60 inches of manifold pressure.
The start of the 1948 Bendix Trophy Race took place on 4 September at Van Nuys, California. Joe De Bona was entered with Thunderbird, but was unable to complete the race. Reportedly low on fuel, he landed at Norwalk, Ohio. (As noted above, Jackie Cochran placed 3rd in this race flying NX28388.)
Joe De Bona polishes his cobalt blue North American P-51C Mustang NX5528N, “Thunderbird,” with Paul Mantz approaching, April 1949. Mantz’s pale green P-51C NX1204, “Latin American,” is in the background. (Allan Grant/LIFE Magazine)
For 1949 Thunderbird‘s engine was upgraded to a Packard V-1650-7. C.A.A. Inspector Stamets again approved its airworthiness inspection and issued another one-year Experimental certificate with same restrictions as previously.
On 29 March 1949, Thunderbird, with De Bona in the cockpit, took off from the Lockheed Air Terminal, Burbank, California, at 6:20:50 a.m., Pacific Standard Time (13:20:50 UTC) and flew across the North American continent to land at LaGuardia Airport in New York City at 2:20:50 p.m., Eastern Standard Time (18:20:55 UTC). This flight was observed by the National Aeronautic Association and timed at 5 hours, 5 minutes. The official distance flown was 2,453.085 statute miles (3,947.858 kilometers), with an average speed of 490.625 miles per hour (789.584 kilometers per hour). This established a new U.S. national speed record.
Test pilot Herman “Fish” Salmon awaits the starter’s signal at the beginning of the 1949 Bendix Trophy Race on Rosamond Dry Lake. Paul Mantz had won the previous three years with this P-51C, NX1202, Blaze of Noon. Renamed Excalibur III, this airplane was flown across the North Pole by Charles Blair, and is on display at the Smithsonian Institution National Air and Space Museum. (San Diego Air & Space Museum Archive)1949 race winner Joe De Bona with the Bendix Trophy. De Bona flew Thunderbird in the 1948 and 1949 air races. (Unattributed)
The start of the 1949 Bendix Trophy Race was relocated from Metropolitan Airport at Van Nuys to Rosamond Dry Lake, 40 miles (64.4 kilometers) north of Muroc Air Force Base (renamed Edwards AFB just two months later). This year, Joe De Bona was successful. He won the 2,008 mile (3,231.6 kilometers) race to Cleveland, Ohio in an elapsed time of 4:16:17.5, averaging 470.136 miles per hour (756.611 kilometers per hour.) Paul Mantz did not fly in the race but entered two P-51Cs, flown by Stanley H. Reaver and Herman “Fish” Salmon, who placed 2nd and 3rd.
(Leland Cameron, who had sold N5528N to Joe De Bona Racing, also competed in the 1949 Bendix air race. He flew a Martin B-26C-20-MO Marauder medium bomber, serial number 41-35071, N5546N, but he did not finish within the prescribed time limit.)
On 19 December 1949, James Stewart (Sole Owner, for Joe De Bona Racing Co.) sold N5528N to Jacqueline Cochran of Indio, California, for “$1.00 and other consideration.” The C.A.A. issued a new Certificate of Registration to Jackie on 29 December 1949.
Jackie Cochran with her cobalt blue North American Aviation P-51C Mustang, N5528N, circa 1949. She set three world speed records with this airplane. (FAI)
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). (FAI Record File Numbers 4476, 12323)
Jackie Cochran’s record-setting North American Aviation P-51C Mustang N5528N, Thunderbird. (San Diego Air & Space Museum Archive)National Aeronautic Association Certificate of Record in the San Diego Air & Space Museum Archive. (Bryan R. Swopes)North American Aviation P-51C Mustang N5528N, Thunderbird. The dark blue airplane is carrying Joe De Bona’s race number, 90, on the wings and fuselage. (San Diego Air & Space Museum Archive)
Thunderbird underwent another airworthiness inspection, completed 10 November 1950 by Patrick J. Kavanaugh, A&E 402226. C.A.A. Inspector H.W. Kattleman issued a new Experimental airworthiness certificate, valid from 10 November 1950 to 10 November 1951. The limitations were identical to the restrictions described above.
Jackie set another Fédération Aéronautique Internationale record on 9 April 1951, flying NX5528N to an average speed of 747.338 kilometers per hour (464.374 miles per hour) over a straight 16 kilometer (9.942 miles) course at Indio, California. (FAI Record File Number 4477)
National Aeronautic Association Certificate of Record in the San Diego Air & Space Museum Archive. (Bryan R. Swopes)Thunderbird, Jackie Cochran’s North American P-51C Mustang, NX5528N, circa 1951. (FAI)
The next airworthiness inspection of N5528N was completed 26 March 1952 by mechanic James N. Smith. Once again, C.A.A. Inspector H.W. Kattleman issued an Experimental airworthiness certificate, valid from 31 March 1952 to 31 March 1953.
Jackie Cochran had owned Thunderbird for just over three years when, on 20 January 1953, she sold it back to Jimmy Stewart for “$1.00 and other consideration.” The C.A.A. registered N5528N to Stewart at 141 El Camino Drive, Beverly Hills, California, 9 April 1953.
At about this time, N5528N was repainted and renamed Mr. Alex in honor of Jimmy Stewart’s father, Alexander Maitland Stewart
Thunderbird received another engine upgrade, this time to a Packard V-1650-9, serial number V381230. (This engine was rated at 1,380 horsepower at 3,000 r.p.m., but could produce a maximum 2,280 horsepower with water-alcohol injection.) The next airworthiness inspection was completed 31 March 1953 by a mechanic with certificate number M-17807. At the time of this inspection, N5528N had accumulated 76:00 hours total flight time (TTAF). The V-1650-9 engine had only 14:10 hours since new. C.A.A. Aviation Safety Agent Ralph C. Olsen approved the next airworthiness certificate.
Jimmy Stewart crouches on Mr. Alex’s wing, while Joe De Bona occupies the cockpit, 16 March 1954, prior to a non-stop transcontinental speed record attempt. Stewart is not wearing shoes so as to avoid scuffing the smooth surface of the wing. (Los Angeles Examiner Negatives Collection, 1950-1961/Doheny Memorial Library, University of Southern California)
A major event of 1953 was the Coronation of Elizabeth II on 2 June. American television networks CBS and NBC had arranged to have films of the ceremonies flown across the Atlantic to Newfoundland. From there the film would be flown on to the United States by Jimmy Stewart’s P-51 and another owned by Paul Mantz, NX1204, flown by Stanley Reaver.
Jimmy Stewart’s P-51C N5528N, in the “Mr. Alex” paint scheme, 1953. (Unattributed)
Jimmy Stewart asked the C.A.A. to temporarily remove the limitations on NX5528N’s airworthiness certificate so that it could be flown out of the United States to pick up the films at Newfoundland and return with them to Boston, Massachusetts. C.A.A. Aviation Safety Agent Ralph C. Olsen approved this request. A second flight to Montreal, Canada was also authorized. The restrictions would resume when the Experimental category Mustang returned to the United States after the Montreal trip.
Joe De Bona was once again in the cockpit of N5528N. He arrived at Boston 24 minutes before his rival, Stan Reaver, but a third network, ABC, was actually the first to broadcast the films of the Coronation.
On 30 March 1954, another airworthiness inspection was completed by the same mechanic as the 1953 periodic inspection. Once again, the airworthiness certificate was approved by Ralph Olsen. Total flight time for N5528N was now 118:00 hours, with 42:50 on the Merlin engine.
Attempting to set another transcontinental speed record, De Bona took off from Los Angeles International Airport at 7:18:08 a.m., Pacific Standard Time (14:18:08 UTC), 31 March 1954, and flew to Idlewild Airport in New York City. He landed there at 2:42:25 p.m., Eastern Standard Time (18:42:25 UTC). With an official elapsed time of 4 hours, 24 minutes, 17 seconds, the National Aeronautic Association credited him with a U.S. national record speed of 560.74 miles per hour (902.42 kilometers per hour).
On 1 September 1954, Jimmy Stewart sold N5528N to Joe De Bona for $1.00 plus a $7,500.00 Chattel Mortgage. On 14 March 1954, the C.A.A. registered the airplane, which they now designated as a North American F-51C, to De Bona at 339 North Beverly Drive, Beverly Hills, California.
An airworthiness inspection was completed 17 March 1955. The mechanic performing the inspection held certificate number M7427. The V-1650-9 had been removed and replaced with a Packard V-1650-300, serial number V350012. This post-war commercial engine was rated at 1,660 horsepower at 3,000 r.p.m. The airframe now had 150:00 hours TTAF, and the new engine had 30:00 hours.
The following day, 18 March 1955, Joe De Bona sold N5528N to James M. Cook of Jacksboro, Texas, for $18,000 plus a $7,000 Chattel Mortgage at 4% interest, payable on or before 1 January 1956. The C.A.A. issued a Certificate of Registration to Cook on 31 March 1955.
On 22 June 1955, Jim Cook was using the Mustang to seed clouds for a hail suppression program for Valley Hail Suppressors, Inc. Cook, in the cockpit of N5528N, took off from Scottsbluff, Nebraska, at about 6:00 p.m. He discovered that one of the main landing gear would not retract, nor could he lower the other. After trying to solve the problem for about an hour-and-a half, Cook decided that it was too dangerous to attempt a landing and bailed out. At 7:55 p.m., North American Aviation P-51C Mustang N5528N crashed 15 miles (24 kilometers) north and 3 miles (4.8 kilometers) east of Morrill, Nebraska (near Scottsbluff). The exploded on impact and the wreckage burned. A newspaper reporter who was at the scene said that the Mustang had opened a trench approximately 6 feet (1.8 meters) deep and 45 feet (13.7 meters) long. He described the airplane as “totally demolished,” with pieces thrown up to 100 yards (91 meters) away. The Merlin engine was “unrecognizable.”
Although an accident report was completed 13 July 1955, the Federal Aviation Administration currently has no report in its files, nor does the National Transportation Safety Board.
N5528N was deregistered 15 August 1955. (James Cook soon bought another Mustang, P-51D N71L, which he flew for several years as part of the U.S. Weather Bureau’s Thunderstorm Research Airplane Project.)
Warren A. Piestch of Pietsch Aircraft Restoration and Repair, Inc., Minot, North Dakota, purchased a tail wheel assembly and other parts from a wrecked P-51 located in Nebraska, 23 June 1999. He wrote to the F.A.A. and stated that these parts were from P-51 serial number 2925, and that he wanted to rebuild the aircraft. Pietsch requested that ownership of 2925 be assigned to him and that a registration N-number that he had previously reserved, N151LP, be assigned to the airplane. The F.A.A. did as Pietsch requested. That registration was valid until 30 April 2015. On 24 September 2007, 2925 was registered to Pietsch with its original “N number” of N5528N. That registration remains in effect. There is no current Airworthiness Certificate.
AirCorps Aviation of Bemidji, Minnesota, has “restored” a P-51 for the Dakota Territory Air Museum, which they identify as the record-breaking Mustang, Thunderbird. (Warren Pietsch is a member of the museum’s board of directors.)
IV. NORTH AMERICAN AVIATION, INC., P-51B and P-51C MUSTANG FIGHTERS
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.)
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.
Cutaway illustration shows the internal arrangement of the P-51B/C Mustang. (Eugene Clay, North American Aviation, Inc.)
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).
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.
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-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.
North American Aviation P-51B-1-NA Mustang 43-12433. (U.S. Air Force)