Hinton immediately brought the power back and arced to a safe landing. I could see stress and exhaustion showing in his bearing as Hinton walked away from the airplane. He was trying to hold it together; at the same time, he needed to vent his frustration. He fired off an expletive before joining the crew to analyze what had happened. The engine backfire was serious. The seat hindered valve movement, and that in turn disrupted fuel flow, causing the backfire. The team deliberated: Should they fix this engine or install the backup?
After a phone conference with Flores, they removed the offending bank of cylinders and flew it to his shop for repair. The decision was to stick with engine number one; at least they knew what they had. Three days were lost, and when the repaired bank was installed and ready, August had ended. Weather became the next problem.
Smoke from numerous wildfires in the Pacific Northwest had fouled the air and limited visibility to three miles, an uncomfortable limit for a pilot who would be flying at around feet per second. Worse, the meteorologists were forecasting lower temperatures over the next several days. The repaired Merlin fired to life, and Voodoo taxied out for takeoff. Hinton lined up on the runway, pushed the throttle forward, and began his takeoff roll. Voodoo wailed by center field and gently left the ground; Hinton folded the landing gear and banked downwind to begin the attempt.
The workload was high; any change in power, speed, or altitude required a small change in ADI. But the pilot was at the top of his game. He had won Reno seven times by flying consistent, machine-like laps and hitting the same piece of sky every time.
After the first pass, Hinton banked right to perform the turnaround, a 2. It was a delicate act. With his altimeter and vertical speed needles bouncing wildly at the extreme airspeed, Hinton had to somehow make sense of their readings and stay within the required 1, feet of the ground.
The second pass, at The third reached The crew, watching through binoculars, reported seeing oil—massive streaks of exhaust staining the fuselage sides. The manifold pressure gauge read inches; it should have been or more. During the third pass, Hinton caught the oil pressure dropping from to 70 pounds. The drop was a sign that the engine was failing. Vasquez came over the radio a second later with the same bad news.
Should he continue the run and hope the engine held together or reduce power and land? Was there an instant when he flashed on the pilots who had pushed hard and crashed at Reno? If he pulled up now, what would all the months of work mean? Hinton banked steeply. Instead of the 2. The sharp bank was his decision to get the airplane pointed toward the runway immediately, in case the engine did quit, or worse, blew up.
The higher-G turn scrubbed off a lot more speed; that would hurt the average. The white dot to the west grew into an airplane again as he lined up for the last pass.
At 38, feet I fired a long burst at one of them from at least a yards, and saw some strikes. It rolled over and dived and I followed but soon reached compressibility with severe buffeting of the tail and loss of elevator control.
I slowed my plane and regained control, but the got away. On two other occasions ME s got away from me because the P 51d could not stay with them in a high-speed dive. At mph the plane would start to porpoise uncontrollably and had to be slowed to regain control. The P 51 was redlined at mph, meaning that this speed should not be exceeded. But when chasing s or s in a dive from , it often was exceeded, if you wanted to keep up with those enemy planes. The P 51b, and c, could stay with those planes in a dive.
The P 51d had a thicker wing and a bubble canopy which changed the airflow and brought on compressibility at lower speeds. Hayes, Jr. Both pilots took measures to slow down, but to Hayes' astonishment, the Me was the first to pull out of its dive.
As he belatedly regained control of his Mustang, Hayes was grateful that the German pilot chose to quit while he was ahead and fly home instead of taking advantage of Hayes' momentary helplessness. Hayes also stated that while he saw several Fws stall and even crash during dogfights, he never saw an Me go out of control. Crumpp Banned. Measuring speeds in the transonic realm in the late 's was problematic at best. I would be highly suspect of any propeller driven aircraft achieving anything higher than Mach.
All the best, Crumpp. Click to expand HealzDevo Staff Sergeant. I think this is questionable, however the only way to really prove one way or the other would be to try to design replicas using the original methods install the computer equipment in a way that doesn't change overall weight and then conduct the testing.
I still remain sceptical though that the resultant force wouldn't have ripped off the wings, and tail Zipper Chief Master Sergeant. Mike Williams said:. Last edited: Jun 12, It has thick wings too Nice necro post! Soren said:. Critical Mach number would be when some part of the aircraft begins to generate shockwaves. This is different than the limiting Mach number. For instance with the B one could see shockwaves standing up about 10' inside the winglets at M.
A little light shaking at M. My understanding the aircraft was flight tested to plus M. A limiting Mach number would exist when adverse aerodynamic effects such as shift of CL begin to arise. Just as a guess, the D model with the bubble canopy might begin to generate a shockwave off of the canopy at a lower speed than the B model.
Joe Broady Airman. This created a turbo-supercharge for the plane — a first of its kind. These planes joined the war in as low-altitude fighters. It was not possible for them to rise more than 15, feet. Despite this limitation, they did contain ample firepower and options for photography that most of the other fighter planes of the time sported.
The P took its first flight in May of , at a speed of miles per hour. With a foot wingspan taking up square feet of area, this plane sported many firsts of its kind. Later models of the P were even equipped with a warning radar in the rear to alert of approaching aircraft from behind. Over the years, new features and technology were added to the P to keep it updated with the times. These updates began as early as when the Mustangs were equipped with the British Merlin engine for speed.
Adding the Merlin engine increased the speed of the PA original Mustang by mph. This new prototype was brought back to the U. Due to their new speed and classifications, the B and C models were able to fly higher and have a longer range. These details allowed the Mustangs to become the escorts for the U. However, the Mustang did fly faster than any piston-powered plane witnessed from the ground in excess of mph.
So, "how did he not get the record then? It is to do with way official runs are recorded by the FIA governing body. The final speed, as with many world speed records, is an average of multiple 'runs'. This record requires four runs back and forth at a set altitude over the runway.
For Steve to best the record, he needed to reach a speed of over Sadly, he took his P to mph, 2.
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