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The P51 Mustang was one of the most effective fighters of WWII. The first flight of the P51 Mustang was in September 1942. The aerodynamics of the Mustang were excellent but initially it was underpowered. Originally fitted with an Allison engine, it was later fitted with a powerful V-1650 Merlin engine, producing 1,695 horsepower. The P51 B was first used in December 1943 and in May 1944, the P51-D was introduced. The Mustang's maximum speed was 437 mph (490 mph for the P51H), with a cruising speed of 275 mph. The Mustang had a range of 1,000 miles that increased to 1,300 miles for those aircraft equipped with fuel drop tanks.
The P51 Mustang had an astonishing success rate. Its ratio for kills to losses was said to have been 19 kills for every 1 Mustang lost. The P51 Mustang is credited with the destruction of 4,950 German planes ? more than any other Allied fighter. Such was the success of the Mustang, that the Senate War Investigating Committee set up by Harry Truman in 1944, called it the most aerodynamically perfect pursuit plane in existence.
The P-51 Mustang is widely regarded as one of the most effective and iconic fighter aircraft of World War II. Designed and built by North American Aviation, the P 51 was originally intended for the British Royal Air Force but was later adopted and extensively used by the United States Army Air Forces (USAAF).
Description
The P-51 Mustang is a single-seat, single-engine fighter with a low-wing design and an all-metal construction. It was praised for its exceptional performance, including high speed, long range, and agility. The Mustang played a crucial role in gaining air superiority over Europe and was particularly effective in escorting bombers on long-range missions due to its extended range and endurance.
Specifications
General Characteristics:
Powerplant:
Performance:
Armament:
Avionics:
Operational History
The P-51 Mustang gained fame for its performance during escort missions, effectively protecting bombers from enemy fighters. Its long-range capability allowed it to accompany bombers deep into enemy territory, which significantly reduced bomber losses and improved the effectiveness of Allied bombing campaigns. The Mustang also saw action in ground-attack roles and was used extensively in the European and Pacific theaters.
Overall, the P-51 Mustang's combination of speed, range, and firepower made it one of the most versatile and successful fighter aircraft of World War II, earning it a distinguished place in aviation history.
P-51 353rd Fighter Group
P-51 52nd Fighter Group
P-51 Pilot Training Manual 15Aug1945, AAF Manual 51-127-5, AAF Manual 51-127-5, Army Air Forces, 15 August 1945. P-51 Mustang Manual for D and K series P51 Mustang aircraft,
Aircraft
P-51 441st Fighter Squadron
Pilot's Checklist
Ground Operations
Ignition switch OFF.
Set parking brake.
Adjust seat and rudders for height and length.
Bomb and gun safety switches OFF.
Ensure that landing gear handle is in the DOWN position. On P-51D, there is NO ARENS control to prevent accidental raising of gear on the ground.
Unlock controls and check for freedom of movement. Control lock is located at the base and just forward of the stick. Pull plunger on left side of the lock to unlock controls.
Fasten safety belt and shoulder straps.
Set altimeter to correct barometric pressure.
Oil and coolant shutters to full OPEN as soon as battery cart is plugged in.
Set trim tabs: rudder 5° RIGHT, elevator 2° to 3° nose UP (with 25 gallons or less in fuselage tank); elevator 1° to 3° nose DOWN (fuselage tank full); aileron 0° for takeoff.
Release hydraulic pressure with wing flaps and flap handle to UP position.
To close bubble canopy:
Push in on axle of crank on right side of cockpit to engage clutch.
Disengage pin on crank handle from the holes on the face of the clutch housing by pulling crank knob inboard gently.
Turn crank counterclockwise, holding knob inboard to close canopy. WARNING: If red indicators show through openings on each side of the forward end of the enclosure, the emergency release is unlocked and unsafe for flight.
Starting Procedures
Have prop pulled through, with ignition switch OFF, if plane has been idle more than 2 hours.
Generator and battery switch ON, unless battery cart is being used, then battery switch OFF.
Open throttle 1 inch.
Mixture control in IDLE CUT-OFF.
Propeller control in INCREASED RPM.
Supercharger switch in AUTOMATIC.
Carburetor air control in RAM AIR.
Turn ignition switch to BOTH.
Fuel shut-off valve ON and fuel selector valve to fuselage tank (if full), or Left Main tank if fuselage tank not used.
Fuel booster pump on NORMAL, check for 8-12 pounds of fuel pressure.
Prime engine 3 to 4 shots if cold, 1 to 2 if warm.
Clear the prop.
Lift guard on starter switch and press switch to START. Caution in use of starter not to overheat.
As engine starts, move mixture control to AUTO RICH. If engine does not fire after several turns, continue priming. WARNING: When engine is not firing, mixture control should be in IDLE CUT-OFF.
Warm engine at approximately 1300 RPM. Check for constant oil pressure. If no oil pressure or low pressure after 30 seconds, SHUT DOWN engine.
Check all instruments for proper readings.
Check hydraulic system by lowering and raising flaps; loading 800-850 pounds and unloading at 1050-1100 pounds.
Check communication equipment for operation.
Uncage all gyro instruments.
Check both LEFT and RIGHT MAIN and FUSELAGE fuel systems by rotating fuel selector valve with booster pump switch in EMERGENCY. Check for 14-19 psi. If drop tanks are installed, check fuel flow by rotating fuel selector control.
Runway Taxi
Ensure wing flaps UP.
Steer a zig-zag course.
Taxi with stick slightly back of neutral to lock the tail wheel -- in locked position the tail wheel can be turned 6° right or left with the rudder pedals. For sharp turns, push stick forward of neutral to allow tail wheel full swiveling action. Use brakes as little as possible.
Always taxi with wing flaps UP and the oil and coolant shutters OPEN.
Engine Prep For Flight
At 2000 RPM, check the following:
Suction: 3.75" to 4.25" Hg.
Hydraulic pressure: 800-1100 psi.
Ammeter: not exceeding 50 amps.
Check instruments for limitations:
Oil Pressure: 70-80 psi desired, 90 psi max.
Oil Temperature: 70°C-80°C desired, 90°C max.
Coolant Temperature: 100°C-110°C desired, 121°C max.
Fuel Pressure: 12-16 psi desired, 19 psi max.
Check mags at 2300 RPM. Maximum drop 100 RPM.
At 2300 RPM check propeller for 300 RPM maximum drop and return to full INCREASE RPM.
Oil and coolant shutters AUTOMATIC.
Wing flaps 20°, if desired.
Mixture AUTO RICH.
Propeller in full INCREASE RPM.
Fuel booster pump on EMERGENCY, check for 14-19 psi.
Generator switch ON.
Power Settings
Take-off MP: 40" RPM: 3000 MIX: Auto Rich
Climb MP: 35" RPM: 2600 MIX: Auto Rich
Cruise MP: 26"-28" RPM: 2300-2400 MIX: Auto Rich
Mixture AUTO RICH.
Prepare For Landing
Oil and coolant shutters AUTOMATIC.
Release drop tanks (external fuel tanks) if not dropped.
Fuel selector to fullest tank. Booster pump switch to NORMAL.
RPM increased to 2600.
Normal gear procedure:
Retard throttle to check landing gear warning light (MP: 17" to 22").
At 170 IAS or below, put landing gear handle in DOWN position.
Allow time for gear to extend.
Retard throttle and check warning lights. If light does not come ON at previously noted position of throttle, gear is down and locked.
Lower flaps as desired. Maximum full-flap speed: 165.
Post Landing
Raise flaps.
Booster pump OFF.
Oil and coolant shutters OPEN.
Run engine to 1500 RPM, set mixture control to IDLE CUT-OFF and move throttle fully open.
Turn ignition switch OFF after propeller stops turning.
Fuel shut-off valve OFF.
Turn all switches OFF.
Lock controls.
P-51 31st Fighter Group
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