Jackie Cochran with her North American Aviation P-51C Mustang, N5528N, circa December 1949. (FAI)
9 April 1951: Jackie Cochran set a Fédération Aéronautique Internationale (FAI) world record and National Aeronautic Association U.S. National Record on 9 April 1951, flying her North American Aviation P-51C Mustang, N5528N, to an average speed of 464.374 miles per hour (747.338 kilometers per hour) over a straight 16 kilometer (9.942 miles) high-altitude course at Indio, California.¹
National Aeronautic Association Certificate of Record in the San Diego Air and Space Museum Archive. (Bryan R. Swopes)
Thunderbird was Jackie Cochran’s third P-51 Mustang. She had purchased it from Academy Award-winning actor and World War II B-24 wing commander James M. Stewart, 19 December 1949. It was painted cobalt blue with gold lettering and trim.
That same day, Jackie Cochran flew her new airplane to two Fédération Aéronautique Internationale (FAI) World Records for Speed Over a 500 kilometer Closed Circuit Without Payload, and a U.S. National Aeronautic Association record, with an average speed of 703.275 kilometers per hour (436.995 miles per hour).
Thunderbird had won the 1949 Bendix Trophy Race from Rosamond Dry Lake, California, to Cleveland Municipal Airport, Ohio, with pilot Joe De Bona in the cockpit.
According to Civil Aviation Administration records, N5528N had been “assembled from components of other aircraft of the same type.” It has no USAAC serial number or North American Aviation serial number. The CAA designated it as a P-51C and assigned 2925 as its serial number. It was certificated in the Experimental category and registered N5528N.
Thunderbird, Jackie Cochran’s North American P-51C Mustang, N5528N, circa 1951. (FAI)
The North American Aviation P-51 Mustang is a single-place, single-engine long range fighter. It is a low-wing monoplane with retractable landing gear and is of all-metal construction. The fighter is powered by a liquid-cooled V-12 engine. It was originally produced for the United Kingdom’s Royal Air Force as the Mustang Mk.I. Two examples were provided to the U.S. Army Air Corps, designated XP-51. This resulted in orders for the P-51A and A-36 Apache dive bomber variant. These early Mustangs were powered by the Allison V-1750 engine driving a three-bladed propeller, which also powered the Lockheed P-38 Lightning and Curtiss P-40 Warhawk.
In 1942, soon after the first production Mustang Mk.I arrived in England, Rolls-Royce began experimenting with a borrowed airplane, AM121, in which they installed the Supermarine Spitfire’s Merlin 61 engine. This resulted in an airplane of superior performance.
In the United States, the Packard Motor Car Company of Detroit, Michigan, had begun building Merlin engines under license from Rolls-Royce. These American engines were designated V-1650. North American modified two P-51s from the production line to install the Packard V-1650-3. These were designated XP-51B. Testing revealed that the new variant was so good that the Army Air Corps limited its order for P-51As to 310 airplanes and production was changed to the P-51B.
The P-51B and P-51C are virtually Identical. The P-51Bs were built by North American Aviation, Inc., at Inglewood, California. P-51Cs were built at North American’s Dallas, Texas plant. They were 32 feet, 2.97 inches (9.829 meters) long, with a wingspan of 37 feet, 0.31-inch (11.282 meters) and overall height of 13 feet, 8 inches (4.167 meters) high. The fighter had an empty weight of 6,985 pounds (3,168 kilograms) and a maximum gross weight of 11,800 pounds (5,352 kilograms).
Packard Motor Car Company V-1650-7 Merlin, liquid-cooled, supercharged SOHC 60° V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum. This engine weighs 905 pounds (411 kilograms) and produces 1,490 horsepower at 3,000 r.p.m. (NASM)
P-51Bs and Cs were powered by a right-hand tractor, liquid-cooled, supercharged, 1,649-cubic-inch-displacement (27.04-liter) Packard V-1650-3 or -7 Merlin single overhead cam (SOHC) 60° V-12 engine which produced 1,380 horsepower at Sea Level, turning 3,000 r.p.m at 60 inches of manifold pressure (V-1650-3) or 1,490 horsepower at Sea Level, turning 3,000 r.p.m. at 61 inches of manifold pressure (V-1650-7). (Military Power rating, 15 minute limit.) These were license-built versions of the Rolls-Royce Merlin 63 and 66. The engine drove a four-bladed Hamilton Standard Hydromatic constant-speed propeller with a diameter of 11 feet, 2 inches (3.404 meters) through a 0.479:1 gear reduction.
North American Aviation P-51B-1-NA Mustang in flight. (Air Force Historical Research Agency)
The P-51B/C had a cruise speed of 362 miles per hour (583 kilometers per hour) and the maximum speed was 439 miles per hour (707 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 41,900 feet (12,771 meters). With internal fuel, the combat range was 755 miles (1,215 kilometers).
In military service, armament consisted of four air-cooled Browning AN-M2 .50-caliber machine guns, mounted two in each wing, with 350 rounds per gun for the inboard guns and 280 rounds per gun for the outboard.
1,988 P-51B Mustangs were built at North American’s Inglewood, California plant and another 1,750 P-51Cs were produced at Dallas, Texas. This was nearly 23% of the total P-51 production.
North American Aviation P-51B-1-NA Mustang 43-12491 at NACA Langley Field, Virginia, 1945. (NASA)
Joe Claiborne DeBona in the cockpit of Thunderbird, the record-setting North American Aviation P-51C Mustang, NX5528N. (San Diego Air & Space Museum Archive, Catalog #: 00069383)
On 29 March 1949, the North American Aviation P-51C Mustang, NX5528N, Thunderbird, with Joe Claiborne DeBona 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).
Great Circle route from the former Lockheed Air Terminal (now, Hollywood Burbank Airport, BUR) to LaGuardia Airport (LGA). (Great Circle Mapper)
This flight was timed by Fred H. Wilkerson of the National Aeronautic Association, at 5 hours, 0 minutes, 5 seconds. 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.
Joe DeBona arrives at New York International Airport 29 March 1949. The P-51C Mustang, NX5528N, is owned by Jimmy Stewart. (Grand Rapids Press, Wednesday, 30 March 1949, Page 2, Columns 2–4)
When interviewed after his cross-country flight, DeBona was quoted as saying:
“I had a couple of scares,” DeBona admitted. “Over Akron, Ohio, I began losing oil pressure. The gauge showed a pressure of 20 when it should have read a normal 70. I thought the ball game was over right then but we kept on.
“Then, above Sunbury, Pennsylvania, I ran out of oxygen. Now I was really scared. I dove to 17,000 and stayed there. Just as I was approaching LaGuardia, a porst-side canopy window cracked like a pistol shot but did no damage. I was coming into the field at 600 miles an hour so I couldn’t afford any serious trouble.”
Joe DeBona had made two prior unsuccessful transcontinental record attempts with Thunderbird. On March 6, he was forced to land at Smoky Hill Air Force Base, Salina, Kansas. (Some contemporary news reports said that the problem was a fuel pump, while others said it was an oil pump.) On 24 March, Thunderbird‘s propeller governor failed near Pueblo, Colorado. DeBona aborted the attempt and returned to Burbank, California.
North American Aviation P-51C Mustang, NX5528N. (San Diego Air & Space Museum Archives, Catalog #: 00069379)Joe C. De Bona and James M. Stewart with Thunderbird, a North American Aviation P-51C Mustang, N5528N. (LIFE Magazine)
Joe DeBona had purchased NX5528N from Leland H. Cameron, 7 April 1948. The airplane had been assembled from salvaged parts of other Mustangs. The earliest document in the airplane’s file with the Federal Aviation Administration (successor to the Civil Aeronautics Authority), 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. It was registered to the Joe De Bona Racing Co., which was owned by Academy Award-winning actor and World War II bomber pilot, James Maitland (“Jimmy”) Stewart.
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.
Originally assembled with a Packard V-1650-3 engine, this was changed to a V-1650-7 for the 1949 racing season. DeBona flew Thunderbird in the Bendix Trophy Race, winning first place with an average speed of 470.136 miles per hour (756.611 kilometers per hour).
Jimmy Stewart sold Thunderbird to Jackie Cochran, 19 December 1949. On that same day, she flew the Mustang to set an FAI world speed record. She set another FAI record with NX5528N in 1951. In 1953, she sold Thunderbird back to Stewart.
Jackie Cochran with her North American Aviation P-51C Mustang, N5528N. (FAI)
Stewart changed the Mustang’s paint scheme and renamed it Mr. Alex, in honor of his father, Alexander Maitland Stewart.
After changing hands again, N5528N was destroyed in a crash 15 miles (24 kilometers) north-northeast of Morrill, Nebraska, 22 June 1955.¹
Wreckage of James Cook’s North American Aviation P-51C Mustang, N5528N, 22 June 1955. (Star-Herald, Scottsbluff, Nebraska)
¹ Please see “This Day in Aviation” at: https://www.thisdayinaviation.com/22-june-1955/
Flight of North American Aviation F-51D Mustangs, 165th Fighter Squadron, Kentucky Air National Guard. (U.S. Air Force)Captain Thomas Francis Mantell, Jr., U.S. Air Force. (Kentucky National Guard)
7 January 1948: Captain Thomas Francis Mantell, Jr., 165th Fighter Squadron, Kentucky Air National Guard, received a request from the control tower at Godman Army Air Field, Fort Knox, Kentucky, to investigate an Unidentified Object visible to the southwest.
The object was observed by four members of the control tower staff for approximately 35 minutes, from 2:20–2:55 p.m., Central Standard Time.¹
Prior to the sighting by Godman Tower personnel, there had been several telephone calls to the tower from the Kentucky Highway Patrol, reporting numerous sightings by people in two towns which were 147 miles (237 kilometers) apart. The reported sightings were of a large, circular craft, moving at high speed.
Captain Mantell led C Flight, four North American Aviation F-51D ² Mustang fighters, in pursuit. Two pilots broke off because of low fuel, and Mantell became separated from his wingman. He reported that he was climbing through 15,000 feet (4,572 meters) with a large metallic object in sight. He then disappeared. . . .
A flight of North American Aviation F-51D Mustangs assigned to the Kentucky Air National Guard, circa 1947. (Kentucky Air National Guard)
It is probable that Captain Mantell lost consciousness due to lack of oxygen. The wreckage of his fighter, F-51D-25-NA serial number 44-63869, was found 5 miles (8 kilometers) southwest of Franklin, Kentucky (Mantell’s birthplace), which is about 90 miles (145 kilometers) south southwest of Godman Field. Captain Mantell was dead. His wrist watch was stopped at 3:18.
Occurring exactly 6 months after “The Roswell Incident” in New Mexico, “The Mantell Incident” was one of the most publicized “UFO” reports of the 1950s.
The Air Force determined that Mantell was either chasing Venus or a top secret Project Skyhook balloon, and that he had lost consciousness due to hypoxia. The fighter broke up in flight. Looking back with the advantage of 77 years hindsight, the most likely explanation for the Mantell UFO is the balloon.
The wreck of Captain Mantell’s North American Aviation F-51D Mustang, 44-63869.
Thomas Francis Mantell, Jr., was born at Franklin, Kentucky, 30 June 1922. He was the first of three children of Thomas Francis Mantell, a traveling salesman, and Claire Morrison Mantell.³ He graduated from Louisville Male High School in 1942.
Mantell married Miss Margarete (“Peggy”) Moseley. They would have two children, Thomas F. Mantell III, and Terry Lee Mantell.
Avn. Cad. Thomas F. Mantell
Mantell enlisted in the Air Corps, United States Army, as an aviation cadet, 16 June 1942. He graduated from flight school and was commissioned a second lieutenant, Army of the United States, 30 June 1943.
Lieutenant Mantell was assigned as a Douglas C-47 Skytrain pilot with the 96th Troop Carrier Squadron, 440th Troop Carrier Group, Ninth Air Force, at RAF Bottesford. He flew in combat operations during the Normandy Campaign, and is credited with 107:00 flight hours of actual combat time.
On D-Day, Mantell’s Douglas C-47 Skytrain, Vulture’s Delight, was assigned to tow a Waco CG-4A glider into the invasion zone. The Skytrain was heavily damaged by anti-aircraft fire. He successfully completed his mission and flew the incredibly damaged airplane back to England. He was awarded the Distinguished Flying Cross for this mission, and the Air Medal with three oak leaf clusters (four awards) by the end of the war.
Thomas Mantell’s Douglas C-47 Skytrain, Vulture’s Delight, with damage from D-Day. The “6Z” painted on the forward fuselage identifies this airplane as from the 96th Troop Carrier Squadron. (Saturday Night Uforia)
Following World War II, Captain Mantell joined the new 165th Fighter Squadron, 123 Fighter Group, Kentucky Air National Guard, which had been established 16 February 1947. The group was based at Standiford Field, Louisville (now, Louisville International Airport, SDF). Mantell transitioned from transport pilot to fighter pilot. In his civilian life, Mantell owned and operated a flight school in Louisville.
165th Fighter Squadron pilots. Mantell is in the front row, second from right. (Find A Grave)
Captain Mantell had flown a total of 2,167:00 hours, with 1,608:00 as first pilot. The majority of his flight experience was in the twin-engine Douglas C-47 Skytrain transport. He had only 67:00 hours in the F-51 Mustang. Studies have shown that pilots—regardless of their total flight experience—who have less than 100 hours in type have the same accident rate as a student pilot.
There were unsubstantiated rumors that Mantell’s body had been burned or had been riddled with bullets. The actual cause of his death was described by the medical examiner as “dislocation of the brain.”
North American Aviation F-51D Mustangs assigned to the Kentucky Air National Guard. (U.S. Air Force 190411-Z-VT410-1001)
Captain Thomas Francis Mantell, Jr., was the first flight casualty of the Kentucky Air National Guard. He was buried at the Zachary Taylor National Cemetery in Louisville.
Captain Mantell’s fighter had served with the 358th Fighter Squadron, 355th Fighter Group, the “Steeple Morden Strafers,” during World War II. It was assigned to Lieutenant Halbert G. Marsh, who is credited with destroying 5 enemy aircraft on the ground, 16 April 1945. This photograph was taken at RAF Speke, Liverpool, following the War. (U.S. Air Force)
Captain Mantell’s fighter, North American Aviation F-51D-25-NA Mustang 44-63869, was a very low-time airplane, having flown just 174 hours, 25 minutes, since it came off the assembly line at Inglewood, California, 15 December 1944. Its Packard V-1650-7 Merlin engine, serial number V-328830, had the same 174:25 TTSN.
¹ Sources vary as to the time of the incident, with some citing Central Standard Time, others Eastern Standard Time. The EST and CST boundary divides the state of Kentucky, which probably explains the discrepancies.
² The North American Aviation P-51 Mustang was redesignated F-51 by the U.S. Air Force in 1948.
³ Some sources identify Mantell’s mother as Elsie Mary Morrison Mantell.
Jackie Cochran with her Cobalt Blue North American Aviation P-51C Mustang, N5528N, Thunderbird, circa December 1949. (FAI)
29 December 1949: Jackie Cochran (Lieutenant Colonel, United States Air Force Reserve) flew her North American Aviation P-51C Mustang, Thunderbird, CAA registration N5528N, to two Fédération Aéronautique Internationale (FAI) Class C-1 world speed records of 703.38 kilometers per hour (437.06 miles per hour)¹ and a U.S. National record of 703.275 kilometers per hour (436.995 miles per hour) over the 500 kilometer (310.7 mile) Desert Center–Mt. Wilson course in the Colorado Desert of southern California.
She would later be awarded the first of three Distinguished Flying Crosses for this series of flight records.
Thunderbird was Jackie Cochran’s third P-51 Mustang. She had purchased it from Academy Award-winning actor and World War II B-24 wing commander James M. Stewart just ten days earlier, 19 December 1949.
According to Civil Aviation Administration records, the airplane had been “assembled from components of other aircraft of the same type.” It has no U.S. Army Air Corps serial number or North American Aviation manufacturer’s serial number. The C.A.A. designated it as a P-51C and assigned 2925 as its serial number. It was certificated in the Experimental category and registered N5528N.
Thunderbird had won the 1949 Bendix Trophy Race with pilot Joe De Bona, after he had dropped out of the 1948 race. Its engine had been upgraded from a Packard V-1650-3 Merlin to a V-1650-7 for the 1949 race.
Cobalt Blue North American Aviation P-51C Mustang N5528N with Joe De Bona’s race number, 90. (Unattributed).
Jackie Cochran set three world speed records with Thunderbird. In 1953, she sold it back to Jimmy Stewart. After changing ownership twice more, the P-51 crashed near Scott’s Bluff, Nebraska, 22 June 1955 and was totally destroyed. Pilot James M. Cook parachuted with minor injuries.
The P-51B and P-51C Mustangs are virtually identical. The P-51Bs were built by North American Aviation, Inc., at Inglewood, California, while P-51Cs were built at North American’s Dallas, Texas, plant. They were 32 feet, 2.97 inches (9.829 meters) long, with a wingspan of 37 feet, 0.31-inch (11.282 meters) and overall height of 13 feet, 8 inches (4.167 meters) high. The fighter had an empty weight of 6,985 pounds (3,168 kilograms) and a maximum gross weight of 11,800 pounds (5,352 kilograms).
P-51Bs and Cs were powered by a liquid-cooled, supercharged, 1,649-cubic-inch-displacement (27.04-liter) Packard V-1650-3 or -7 Merlin single overhead cam (SOHC) 60° V-12 engine which produced 1,380 horsepower at Sea Level, turning 3,000 r.p.m and 60 inches of manifold pressure (V-1650-3) or 1,490 horsepower at Sea Level, turning at 3,000 r.p.m. with 61 inches of manifold pressure (V-1650-7). These were license-built versions of the Rolls-Royce Merlin 63 and 66. The engine drove a four-bladed Hamilton-Standard Hydromatic constant speed propeller with a diameter of 11 feet, 2 inches (3.404 meters).
The P-51B/C had a cruise speed of 362 miles per hour (583 kilometers per hour) and the maximum speed was 439 miles per hour (707 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 41,900 feet (12,771 meters). With internal fuel, the combat range was 755 miles (1,215 kilometers).
In military service, armament consisted of four Browning AN/M2 .50-caliber machine guns, mounted two in each wing, with 350 rounds per gun for the inboard guns and 280 rounds per gun for the outboard.
1,988 P-51B Mustangs were built at North American’s Inglewood, California plant and another 1,750 P-51Cs were produced at Dallas, Texas. This was nearly 23% of the total P-51 production.
According to the Smithsonian Institution National Air and Space Museum, “At the time of her death in 1980, Jacqueline Cochran held more speed, altitude, and distance records than any other male or female pilot in aviation history.”
Identical to the Inglewood, California-built North American Aviation P-51B Mustang, this is a Dallas, Texas-built P-51C-1-NT, 42-103023. (North American Aviation, Inc.)
Jackie Cochran with her “Lucky Strike Green” North American Aviation P-51B-15-NA Mustang, NX28388, circa 1948. (Library of Congress)
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.
National Aeronautic Association Certificate of Record in the San Diego Air and Space Museum Archives. (Bryan R. Swopes)
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).
That record still stands.
For a series of six records set in her P-51, Jackie Cochran, who held a commission as a colonel in the United States Air Force, was awarded the Distinguished Flying Cross.
Jackie Cochran’s green North American Aviation P-51B-15-NA Mustang, NX28388. (FAI)
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’s North American Aviation P-51B-15-NA Mustang NX28388, #13, with drop tanks, at Van Nuys Metropolitan Airport, California, August 1946. (Unattributed)
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.
Jackie Cochran’s North American Aviation P-51B Mustang, NX28388, on the flight line at the Cleveland National Air Races, 1948. (San Diego Air and Space Museum Archives)
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).
Jackie Cochran’s North American Aviation P-51B-15-NA Mustang, NX28388. (Smithsonian Institution National Air and Space Museum NASM 9A02672)
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.
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.)
