At Istres, in the south of France, French World War I fighter ace and test pilot Raymond Delmotte flew a Caudron C.460 Rafale single-engine monoplane over a 3-kilometer (1.864 miles) straight course at an average speed of 505.85 kilometers per hour (314.32 miles per hour), setting a new Fédération Aéronautique Internationale (FAI) world record speed for land planes.¹
Flight reported the event:
“. . . The attempt consisted of four trial flights over a regulation three-kilometre straight course, the average time made during all of them being taken as the final result. Delmotte made a preliminary attempt in the morning, but, owing to a crosswind of 10 m.p.h. then prevailing, he was able to attain only 478 km./hr. as the average result. He then waited until the afternoon, when, the wind having fallen to about 2½ m.p.h., he took off again and accomplished an average speed of 505.84 km./hr., according to the official timers, who will submit this figure to the F.A.I. for homologation.”
—FLIGHT The Aircraft Engineer & Airships, No. 1358, Vol. XXVII, Thursday, 3 January 1935 at Page 16
The New York Daily News reported that Delmotte won a prize of 300,000 francs, equivalent to $19,000 U.S. dollars.
The Caudron C.460 Rafale was designed by Marcel Riffard, technical director of Société des Avions Caudron, a French aircraft manufacturer which had been established in 1909. (Rafale means gust: “a brief, strong, rush of wind.”) It was a light-weight, single-seat, single-engine racer with retractable landing gear. Three were built.
The airplane was primarily constructed of spruce, covered with doped fabric, with the engine cowling and fuel tanks fabricated of magnesium. It was 7.125 meters (23 feet, 4½ inches) long with a wingspan of 6.75 meters (22 feet, 1¾ inches) and overall height of 1.8 meters (5 feet, 11 inches). The C.460’s empty weight was 520 kilograms (1,146 pounds) and it had a gross weight of 875 kilograms (1,929 pounds).
The C.460s were originally powered by an air-cooled, supercharged, 7.947-liter-displacement (484.928 cubic inches) Renault 6Q inverted 6-cylinder inline overhead valve (OHV) engine. It had 2 valves per cylinder and a compression ratio of 6:1. The engine produced 310 horsepower at 3,000 r.p.m., and 325 horsepower at 3,200 r.p.m. The direct-drive, left-hand tractor engine turned a two-bladed metal Helices Ratier automatic variable-pitch propeller with a diameter of 1.80 meters (5 feet, 10.9 inches). The Renault 6Q was 1.62 meters (5 feet, 3.8 inches) long, 0.93 meters (3 feet, 0.6 inches) high and 0.52 meters (1 foot, 8.5 inches) wide. It weighed 190 kilograms (419 pounds).
Prior to Delmotte’s speed record attempt, the C.460’s engine was changed to a larger, more powerful 9.501 liter (579.736 cubic inches) Renault 6Q engine, also a direct-drive engine, which produced 370 chaval vapeur (364.9 horsepower) at 3,250 r.p.m. The engine’s centrifugal supercharger turned 26,000 r.p.m. The variable-pitch Ratier propeller was retained.
There is little biographical information available about Raymond Delmotte. He was born at Saint-Quentin, Aisne, France, 11 November 1894. He married Mlle Louisa Dagneaux, and they had three children, Fernande, Raymond, and Ann Marie. He held ten FAI records for speed and distance. He died 13 December 1962.
The Rue Raymond Delmotte in Saint-Quentin is named in his honor.
17 December 1947: At Thermal, California, Jackie Cochran flew her green North American Aviation P-51B Mustang, NX28388, to a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course. Her average speed, after two passes over the course in each direction, was 663.054 kilometers per hour (412.002 miles per hour).
Cochran’s altitude over the record course was at Sea Level.
The airport at Thermal is 115 feet (35 meters) below Sea Level. During December, the daily high temperature averages 71.0 ˚F. (21.7 ˚C.). The airport was established as Thermal Army Airfield during World War II, but today is the Jacqueline Cochran Regional Airport (TRM).
A week earlier, 10 December 1947, Cochran set another record World Record, flying NX28388 over a 100-kilometer (62 miles) closed circuit, averaging 755.668 kilometers per hour (469.549 miles per hour). (FAI Record File Number 4478).
This record still stands.
NX28388 was the first of three P-51 Mustangs owned by Jackie Cochran. It was a North American Aviation P-51B-15-NA Mustang built at Inglewood, California in 1944. It was assigned NAA internal number 104-25789 and U.S. Army Air Corps serial number 43-24760. She bought it from North American Aviation, Inc., 6 August 1946. The airplane was registered to Jacqueline Cochran Cosmetics, Inc., 142 Miller Street, Newark, New Jersey, but was based at Jackie’s C-O Ranch at Indio, California. The Mustang was painted “Lucky Strike Green” and carried the number 13 on each side of the fuselage, on the upper surface of the left wing and lower surface of the right wing.
NX28388 was powered by Packard V-1650-7 Merlin V-12, serial number V332415.
Jackie Cochran flew NX28388 in the 1946 Bendix Trophy Race and finished second to Paul Mantz in his P-51C Mustang, Blaze of Noon. Cochran asked Bruce Gimbel to fly the Mustang for her in the 1947 Bendix. There was trouble with the propeller governor and he finished in fourth place. In May 1948, Jackie set two more speed records with NX28388. Jackie and her green Mustang finished in third place in the 1948 Bendix race. She asked another pilot, Lockheed test pilot Sampson Held, to ferry the fighter back to California from Cleveland, Ohio after the race, 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 Sam Held. Two witnesses saw a wing come off of the Mustang, followed by an explosion.
The P-51B was the first production Mustang to be built with the famous Rolls-Royce Merlin engine, and was virtually identical to the P-51C variant. (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 liquid-cooled, supercharged, 1,649-cubic-inch-displacement (27.04-liter) Packard V-1650-3 or -7 Merlin single overhead cam (SOHC) 60° V-12 engine which produced 1,380 horsepower at Sea Level, turning 3,000 r.p.m and 60 inches of manifold pressure (V-1650-3) or 1,490 horsepower at Sea Level, turning at 3,000 r.p.m. with 61 inches of manifold pressure (V-1650-7). These were license-built versions of the Rolls-Royce Merlin 63 and 66. The engine drove a four-bladed Hamilton-Standard Hydromatic constant speed propeller with a diameter of 11 feet, 2 inches (3.404 meters).
The P-51B/C had a cruise speed of 362 miles per hour (583 kilometers per hour) and the maximum speed was 439 miles per hour (707 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 41,900 feet (12,771 meters). With internal fuel, the combat range was 755 miles (1,215 kilometers).
In military service, armament consisted of four Browning AN/M2 .50-caliber machine guns, mounted two in each wing, with 350 rounds per gun for the inboard guns and 280 rounds per gun for the outboard.
1,988 P-51B Mustangs were built at North American’s Inglewood, California plant and another 1,750 P-51Cs were produced at Dallas, Texas. This was nearly 23% of the total P-51 production.
17 November 1926: At Hampton Roads, Virginia, Major Mario de Bernardi, Regia Aeronautica, broke his own record, set just four days earlier, when he flew the Aeronautica Macchi M.39, number MM.76, to a new Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course with an average speed of 416.62 kilometers per hour (258.88 miles per hour).¹
The Macchi M.39 racing float plane was designed by Mario Castoldi. It was a single-place, single engine monoplane with two pontoons, or floats. The wing is externally braced, has 0° dihedral, and incorporates surface radiators. The M.39 was 6.473 meters (22 feet, 2.8 inches) long with a wingspan of 9.26 meters (30 feet, 4.6 inches) and height of 3.06 meters (10 feet, 0.5 inches). The empty weight of the Schneider Trophy racer was 1,300 kilograms (2,866 pounds) and its maximum gross weight was 1,615 kilograms (3,560 pounds).
The M.39 was powered by a water-cooled, normally-aspirated, 31.403 liter (1,916.329 cubic inch) Fiat AS.2 60° DOHC V-12 direct-drive engine with a compression ratio of 6:1. It used three carburetors and two magnetos, and produced 882 horsepower at 2,500 r.p.m. The engine drove a two-bladed, fixed-pitch metal propeller designed by Dr. Sylvanus A. Reed. The AS.2 engine was designed by Tranquillo Zerbi, based on the Curtiss Aeroplane and Motor Company’s D-12 engine. The engine was 1.864 meters (6 feet, 1.4 inches) long, 0.720 meters (2 feet, 4.4 inches) wide and 0.948 meters (3 feet, 1.3 inches) high. It weighed 412 kilograms (908 pounds).
The Macchi M.39 could reach 420 kilometers per hour (261 miles per hour).
Macchi M.39 MM.76 is in the collection of the Aeronautica Militare museum.
11 November 1937: At Augsburg, Germany, Dr.-Ing. Hermann Wurster set a Fédération Aéronautique Internationale (FAI) World Record for Speed Over a 3 Kilometer Course when he flew a prototype Bayerische Flugzeugwerke AG Bf 109, D-IPKY, to an average speed of 610.95 kilometers per hour (379.63 miles per hour) in four passes over a 3-kilometer course.¹ This broke the speed record set two years earlier by Howard Hughes with his Hughes H-1 Special, NR258Y, by 43.83 kilometers per hour (27.23 miles per hour).²
Versuchsflugzeug 13, the BFW Bf 109 V13, Werk-Nr. 1050 (FAI records describe it as a Messerchmitt BF113, and contemporary news reports referred to it as the Messerschmitt BF 113R), was one of four prototypes built from production Junkers Jumo 210-powered Bf 109B airframes to test the Daimler-Benz AG DB 600 engine. It was given a civil registration, D-IPKY. Along with two Bf 109B fighters, V13 was part of an aerial demonstration team which was sent to the International Flying Meeting at Dübendorf, Switzerland, during the last week of July 1937. It was equipped with a Daimler-Benz DB 600 rated at 960 horsepower.
On its return from Switzerland, V13 was prepared for a speed record attempt. It was given a standard drag reduction for racing airplanes, with all its seams filled and sanded smooth, and a coat of paint.
A modified version of the DB 601 engine was installed, reportedly capable of producing 1,660 horsepower for five minutes, with its maximum r.p.m increased from 2,500 to 2,800. It used special Bosch spark plugs. A three-bladed variable-pitch propeller was driven through gear reduction, although the gear ratio is unknown.
Like the Jumo 210, the Daimler-Benz 601 was a liquid-cooled, supercharged, single overhead cam, inverted 60° V-12, though with a much larger displacement. The DB 601 had a displacement of 33.929 liters (2,070.475 cubic inches). An improvement of the DB 600, the 601 series used direct fuel injection rather than a carburetor, and a hydraulically-driven two-speed supercharger.
A production Daimler-Benz DB 601 A had a compression ratio of 6.9:1 and was rated at 1,050 horsepower at 2,400 r.p.m. at 5.2 inches of pounds per square inch (0.36 Bar) of boost, for take-off (1 minute limit). It could produce 970 horsepower at 2,300 r.p.m. with 2.4 pounds per square inch (0.17 Bar) of boost at 12,000 feet (3,658 meters). Its propeller gear reduction ratio was 14:9. The DB 601 A was 67.5 inches (1.715 meters) long, 29.1 inches (0.739 meters) wide, and 40.5 inches (1.029 meters) high. It weighed 1,610 pounds (730.3 kilograms).
The Bf 109D production variant was developed from V13.
In 1938, BFW became Messerschmitt AG. The Bf 109 (also commonly called the Me 109) was produced from 1937 to 1945. Total production was 33,894 aircraft, which amounted to 57% of total fighter production for Germany. Seven plants produced the 109 during World War II. After the war ended, Czechoslovakia produced a variant until 1948. Another Spanish-built variant, the Hispano Aviación HA-1112, remained in production until 1958.
Herman Wurster was born at Stuttgart, Germany, 25 September 1907. In 1926, he began studying aircraft at Königlich Bayerische Technische Hochschule München (TH Munich) and at TH Stuttgart (the Stuttgart Technology Institute of Applied Sciences). He earned a doctorate in engineering (Dr.-Ing.) in 1933. He then became the chief designer for the German Research Institute for Aviation (Deutschen Versuchsanstalt für Luftfahrt) in Berlin.
In 1935 and 1936, Dr.-Ing. Wurster was a test pilot for the Luftwaffe‘s testing site at Rechlin, Mecklenburg, Germany. From 1936 until 1943, he was the chief test pilot for Bayerische Flugzeugwerk and Messerschmitt at Augsburg. From 1943 until the end of the war, Wurster was responsible for the development of Messerschmitt’s rocket-powered surface-to-air guided missile, the Enzian E.1 and its variants.
After the war, Dr.-Ing. Wurster founded a building materials company at Nördlingen, Bavaria. He died in Augsburg 17 October 1985 at the age of 78 years.
7 November 1945: Wing Commander Hugh Joseph Wilson, A.F.C. and Two Bars, Royal Air Force, Commandant of the Empire Test Pilots’ School at RAF Cranfield, set the first world speed record with a jet-propelled airplane, and the first speed record by an airplane in excess of 600 miles per hour (965.606 kilometers per hour), when he flew the Gloster Meteor F Mk.IV, EE454, to 975.68 kilometers per hour (606.26 miles per hour)—0.80 Mach—at an altitude of 75 meters (246) above Sea Level.
The course was an 8 mile (12.9 kilometers) straight away from the Herne Bay Pier to Reculver Point, along the south coast of the Thames Estuary. This was a new Fédération Aéronautique Internationale (FAI) record for speed over a 3 kilometer course. ¹
Months of preparation by both the Royal Air Force, which formed a special “flight,” and Gloster Aviation Co., Ltd., went into the speed record effort. Two Meteor F Mk.III fighters, EE454 and EE455, were modified to the new Mk.IV version to attempt the speed record.
The standard B.37 Rolls-Royce Derwent Series I turbojet engines were replaced with Derwent Series V turbojets and lengthened jet nacelles. The wings were shortened, the tips reshaped and the canopy was cut down and strengthened. All trim tabs on flight control surfaces were disabled and their edges sealed. Landing gear and gear door up-latches were strengthened to prevent them from being sucked open at high speed. The airplanes were lightened and all armament deleted. The surfaces were smoothed and painted in a gloss finish. EE454 retained the standard camouflage pattern, while EE455 was painted in a distinctive yellow-gold color.
Many hours of flight testing were performed to ensure that the airplanes would be stable enough at high speeds while flying at the very low altitude required by the Fédération Aéronautique Internationale‘s rules. The slightest deviation from smooth flight could have disastrous results.
EE454 was flown by Wing Commander Hugh Joseph Wilson, A.F.C. and Two Bars (three awards), and EE455 by Gloster Chief Test Pilot Eric Stanley Greenwood. Each airplane was required to make four passes over the 3 kilometer (1.8641 statute miles) course, with two runs in each direction. The airplanes were required to remain at or below 75 meters (246 feet) during the runs over the course, and during the turns at the end of each run, below 400 meters (1,312 feet).
On the day of the speed runs, the weather was marginal. It was cold and overcast, and visibility varied from 7 to 12 miles 11–19 kilometers) along the course. The wind was 8–12 miles per hour (3.6–5.4 meters per second) from the northwest.
Wilson made four passes over the course. His speeds for each run were 604, 608, 602 and 611 miles per hour (972, 978, 969, and 983 kilometers per hour). Greenwood made his speed runs an hour later. His runs were 599, 608, 598 and 607 miles per hour (964, 978, 962 and 977 kilometers per hour).
Wilson’s average speed was the higher of the two. His official FAI-homologated record speed is 975.68 kilometers per hour (606.26 miles per hour).
Post-flight inspections revealed that the sheet metal of the Meteors’ engine intakes had significantly distorted by the intense pressure differentials experienced during the speed runs.
The B.37 Rolls-Royce Derwent Series V, interestingly, was not a direct development of the preceding Derwent Series I–IV engines. Instead, it was a scaled-down version of the RB.41 Nene, which was in turn, a scaled-up and improved Derwent I. The Derwent V had a single-stage, two-sided, centrifugal-flow compressor and a single-stage axial-flow turbine. The compressor impeller and turbine rotor were mounted on a single shaft which was supported on each end by roller bearings, and in the center by a ball bearing. The Derwent V used nine combustion chambers, and burned aviation kerosene. Engine lubricating oil was added to the fuel at a 1:100 ratio, by volume. The Series V had a Normal Power rating of 3,000 pounds of thrust (13.345 kilonewtons) at 14,000 r.p.m., and a Take-off or Military Power rating of 3,500 pounds of thrust (15.569 kilonewtons) at 14,600 r.p.m. (There was no time limit for this power setting.) The engine produced a maximum 4,000 pounds of thrust (17.793 kilonewtons) at 15,000 r.p.m. at Sea Level. During the speed runs, thrust was restricted to 3,600 pounds (16.014 kilonewtons) on both Meteors. The Derwent V engine was 7 feet, 4.5 inches (2.248 meters) long, 3 feet, 7 inches (1.092 meters) in diameter and weighed 1,280 pounds (581 kilograms).
(Rolls-Royce named its piston aircraft engines after predatory birds, e.g., Kestrel, Merlin, but its turbine engines were named after rivers.)
British Pathé news film of the speed runs can be seen at:
Group Captain Wilson was born at Westminster, London, England, 28 May 1908, the only son of Alfred Wilson and Jessie Wood Young Wilson. He was educated at the University School, Hastings, and the Merchant Taylors’ School, London.
Wilson received a short service commission as a Pilot Officer in the Royal Air Force, 13 September 1929 and was assigned to the No. 5 Flight Training School, at RAF Sealand, Flintshire, Wales. Pilot Officer Wilson was then assigned to 111 Squadron at Hornchurch, Essex, 1930–1932. He was promoted to Flying Officer, 13 March 1931. From 1932 to to 1934, “Willie” Wilson was assigned to the School of Naval Co-operation and Air Navigation at Lee-on-Solent, Hampshire.
On the completion of his five-year short service, Wilson was transferred to the Reserve Air Force Officers list. He qualified in flying boats and acted as a flight instructor for the RAF Reserve School. Wilson was promoted to Flight Lieutenant 1 April 1937, with seniority retroactive to 1 April 1936.
While a reserve officer, Wilson was a test pilot for Blackburn Aircraft Ltd., and made the first flight of the Blackburn Roc. He then became a civil test pilot at the Royal Aircraft Establishment, Farnborough.
In 1939 Flight Lieutenant Wilson was recalled to active duty. He was assigned as Commanding Officer, Aerodynamic Flight, RAE Farnborough, and also flew with No. 74 Fighter Squadron at Biggin Hill. On 1 September 1940, Wilson was promoted to the rank of Squadron Leader. In 1941, Wilson was appointed chief test pilot at the Royal Aircraft Establishment and was responsible for testing all captured enemy aircraft. He was promoted to Wing Commander, 20 August 1945.
Wing Commander Hugh Joseph Wilson, A.F.C. and Two Bars, Royal Air Force, was named Commander of the Most Excellent Order of the British Empire (C.B.E.) in the King’s Birthday Honours List, 13 June 1946.
On 22 February 1947, Wing Commander Wilson married the former Thom Isobel Moira Sergeant (Mrs. Moira Garnham). They had one son. On 4 December 1959, he married Miss Patricia Frances Stanley Warren. They had two children.
Wing Commander Hugh J. Wilson retired from the Royal Air Force at his request 20 June 1948, with the rank of Group Captain. He died at Westminster, London 5 September 1990 at the age of 82 years.
Gloster Chief Test Pilot Eric Stanley “Terry” Greenwood (29 November 1908–February 1979) was the first pilot to exceed 600 miles per hour, while test flying the Meteors. He was appointed an Officer of the Most Excellent Order of the British Empire (O.B.E.) in the King’s Birthday Honours List, 13 June 1946.