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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 11:56
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 11:58
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 11:59
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:08
North American P-51 Mustang
Deuxième version en langue anglaise sur Wikipedia :
The [Vous devez être inscrit et connecté pour voir ce lien] P-51 Mustang was a long-range single-seat [Vous devez être inscrit et connecté pour voir ce lien].
Designed, built and airborne in just 117 days, the Mustang first flew in RAF service as a fighter-bomber and
reconnaissance aircraft before conversion to a bomber escort, employed in raids over [Vous devez être inscrit et connecté pour voir ce lien], helping ensure Allied [Vous devez être inscrit et connecté pour voir ce lien] from early 1944.
The P-51 was in service with [Vous devez être inscrit et connecté pour voir ce lien] air forces in Europe and also saw limited service against the [Vous devez être inscrit et connecté pour voir ce lien] in the [Vous devez être inscrit et connecté pour voir ce lien].
The Mustang began the [Vous devez être inscrit et connecté pour voir ce lien] as the [Vous devez être inscrit et connecté pour voir ce lien]' main fighter, but was relegated to a ground attack role when superseded by jet fighters early in the conflict.
Nevertheless, it remained in service with some air forces until the early 1980s.
As well as being economical to produce, the Mustang was a fast, well-made, and highly durable aircraft.
The definitive version, the P-51D, was powered by the [Vous devez être inscrit et connecté pour voir ce lien], a two-stage two-speed [Vous devez être inscrit et connecté pour voir ce lien] version of the legendary [Vous devez être inscrit et connecté pour voir ce lien] engine, and was armed with six [Vous devez être inscrit et connecté pour voir ce lien] (12.7 mm) [Vous devez être inscrit et connecté pour voir ce lien].
After World War II and the Korean War, many Mustangs were converted for civilian use, especially [Vous devez être inscrit et connecté pour voir ce lien].
The Mustang's reputation was such that, in the mid-1960s, [Vous devez être inscrit et connecté pour voir ce lien]'s Designer John Najjar proposed the name for a [Vous devez être inscrit et connecté pour voir ce lien] after the fighter.
Genesis
In 1939, shortly after World War II began, the British government established a [Vous devez être inscrit et connecté pour voir ce lien] in the United States, headed by Sir [Vous devez être inscrit et connecté pour voir ce lien].
Serving along with Sir [Vous devez être inscrit et connecté pour voir ce lien], the "Air Member for Development and Production," in 1938, Self was given overall responsibility for [Vous devez être inscrit et connecté pour voir ce lien] (RAF) production and research and development.
He sat on the (British) Air Council Sub-committee on Supply (or "Supply Committee") and one of his many tasks was to organize the manufacture of American fighter aircraft for the RAF.
At the time, the choice was very limited; none of the U.S. aircraft already flying met European standards, with only the [Vous devez être inscrit et connecté pour voir ce lien] coming close.
The [Vous devez être inscrit et connecté pour voir ce lien] plant was running at capacity, so even that aircraft was in short supply.
[Vous devez être inscrit et connecté pour voir ce lien] (NAA) was already supplying their [Vous devez être inscrit et connecté pour voir ce lien] trainer to the RAF, but were otherwise underutilized.
NAA President [Vous devez être inscrit et connecté pour voir ce lien] approached Self to sell a new [Vous devez être inscrit et connecté pour voir ce lien], the [Vous devez être inscrit et connecté pour voir ce lien].
Instead, Self asked if NAA could manufacture the Tomahawk under license from Curtiss.
Kindelberger replied that NAA could have a better aircraft with the same engine in the air in less time than it would take to set up a production line for the P-40.
The British Commission set as conditions that the fighter was armed with four British Type .303 machine guns, equipped with the [Vous devez être inscrit et connecté pour voir ce lien] liquid-cooled engine, would cost no more than 40,000 dollars and that the first production aircraft be received by January 1941.
From the initial placing of the contract on 24 April, a roll out in early August of the prototype until the first flight on 26 October 1940, a remarkably short gestation period occurred.
By now the executive head of the British [Vous devez être inscrit et connecté pour voir ce lien] (MAP), Freeman ordered 320 aircraft in March 1940. In September, MAP increased the first production order by 300.
The result of the MAP order was the NA-73X project (from March 1940).
The design followed the best conventional practice of the era, but included two new features.
One was a new [Vous devez être inscrit et connecté pour voir ce lien]-designed [Vous devez être inscrit et connecté pour voir ce lien] wing, which was associated with very low drag at high speeds.
Another was the use of a new radiator design (one Curtiss had been unable to make work) that used the heated air exiting the radiator as a form of [Vous devez être inscrit et connecté pour voir ce lien] in what is referred to as the "[Vous devez être inscrit et connecté pour voir ce lien]."
Because NAA lacked a suitable wind tunnel, it used the [Vous devez être inscrit et connecté pour voir ce lien] 10 ft (3.0 m) wind tunnel at [Vous devez être inscrit et connecté pour voir ce lien].
This led to some controversy over whether the Mustang's cooling system [Vous devez être inscrit et connecté pour voir ce lien] were developed by NAA's engineer [Vous devez être inscrit et connecté pour voir ce lien] or by Curtiss, although historians and researchers dismiss the allegation of stolen technology; such claims are likely moot in any event, as NAA had purchased the complete set of P-40 and [Vous devez être inscrit et connecté pour voir ce lien] wind tunnel data and flight test reports for [Vous devez être inscrit et connecté pour voir ce lien]56,000.
While the [Vous devez être inscrit et connecté pour voir ce lien] could block any sales it considered detrimental or not in the interest of the United States, the NA-73 represented a special case.
In order to ensure deliveries were uninterrupted, then-Colonel [Vous devez être inscrit et connecté pour voir ce lien] arranged with the Anglo-French
Purchasing Commission to have the RAF get its aircraft in exchange for NAA providing two free examples to the USAAC for evaluation.
The prototype NA-73X was rolled out just 117 days after the order was placed, and first flew on 26 October 1940, just 178 days after the order had been placed—an uncommonly short gestation period.
In general the prototype handled well and the internal arrangement allowed for an impressive fuel load.
The aircraft’s two-section, semi-[Vous devez être inscrit et connecté pour voir ce lien] fuselage was constructed entirely of aluminum alloy to save weight.
It was armed with four .30 in (7.62 mm) [Vous devez être inscrit et connecté pour voir ce lien] in the wings and four .50 in (12.7 mm) M2
Browning machine guns: two in in the wings and two in the chin.
Deuxième version en langue anglaise sur Wikipedia :
The [Vous devez être inscrit et connecté pour voir ce lien] P-51 Mustang was a long-range single-seat [Vous devez être inscrit et connecté pour voir ce lien].
Designed, built and airborne in just 117 days, the Mustang first flew in RAF service as a fighter-bomber and
reconnaissance aircraft before conversion to a bomber escort, employed in raids over [Vous devez être inscrit et connecté pour voir ce lien], helping ensure Allied [Vous devez être inscrit et connecté pour voir ce lien] from early 1944.
The P-51 was in service with [Vous devez être inscrit et connecté pour voir ce lien] air forces in Europe and also saw limited service against the [Vous devez être inscrit et connecté pour voir ce lien] in the [Vous devez être inscrit et connecté pour voir ce lien].
The Mustang began the [Vous devez être inscrit et connecté pour voir ce lien] as the [Vous devez être inscrit et connecté pour voir ce lien]' main fighter, but was relegated to a ground attack role when superseded by jet fighters early in the conflict.
Nevertheless, it remained in service with some air forces until the early 1980s.
As well as being economical to produce, the Mustang was a fast, well-made, and highly durable aircraft.
The definitive version, the P-51D, was powered by the [Vous devez être inscrit et connecté pour voir ce lien], a two-stage two-speed [Vous devez être inscrit et connecté pour voir ce lien] version of the legendary [Vous devez être inscrit et connecté pour voir ce lien] engine, and was armed with six [Vous devez être inscrit et connecté pour voir ce lien] (12.7 mm) [Vous devez être inscrit et connecté pour voir ce lien].
After World War II and the Korean War, many Mustangs were converted for civilian use, especially [Vous devez être inscrit et connecté pour voir ce lien].
The Mustang's reputation was such that, in the mid-1960s, [Vous devez être inscrit et connecté pour voir ce lien]'s Designer John Najjar proposed the name for a [Vous devez être inscrit et connecté pour voir ce lien] after the fighter.
Genesis
In 1939, shortly after World War II began, the British government established a [Vous devez être inscrit et connecté pour voir ce lien] in the United States, headed by Sir [Vous devez être inscrit et connecté pour voir ce lien].
Serving along with Sir [Vous devez être inscrit et connecté pour voir ce lien], the "Air Member for Development and Production," in 1938, Self was given overall responsibility for [Vous devez être inscrit et connecté pour voir ce lien] (RAF) production and research and development.
He sat on the (British) Air Council Sub-committee on Supply (or "Supply Committee") and one of his many tasks was to organize the manufacture of American fighter aircraft for the RAF.
At the time, the choice was very limited; none of the U.S. aircraft already flying met European standards, with only the [Vous devez être inscrit et connecté pour voir ce lien] coming close.
The [Vous devez être inscrit et connecté pour voir ce lien] plant was running at capacity, so even that aircraft was in short supply.
[Vous devez être inscrit et connecté pour voir ce lien] (NAA) was already supplying their [Vous devez être inscrit et connecté pour voir ce lien] trainer to the RAF, but were otherwise underutilized.
NAA President [Vous devez être inscrit et connecté pour voir ce lien] approached Self to sell a new [Vous devez être inscrit et connecté pour voir ce lien], the [Vous devez être inscrit et connecté pour voir ce lien].
Instead, Self asked if NAA could manufacture the Tomahawk under license from Curtiss.
Kindelberger replied that NAA could have a better aircraft with the same engine in the air in less time than it would take to set up a production line for the P-40.
The British Commission set as conditions that the fighter was armed with four British Type .303 machine guns, equipped with the [Vous devez être inscrit et connecté pour voir ce lien] liquid-cooled engine, would cost no more than 40,000 dollars and that the first production aircraft be received by January 1941.
From the initial placing of the contract on 24 April, a roll out in early August of the prototype until the first flight on 26 October 1940, a remarkably short gestation period occurred.
By now the executive head of the British [Vous devez être inscrit et connecté pour voir ce lien] (MAP), Freeman ordered 320 aircraft in March 1940. In September, MAP increased the first production order by 300.
The result of the MAP order was the NA-73X project (from March 1940).
The design followed the best conventional practice of the era, but included two new features.
One was a new [Vous devez être inscrit et connecté pour voir ce lien]-designed [Vous devez être inscrit et connecté pour voir ce lien] wing, which was associated with very low drag at high speeds.
Another was the use of a new radiator design (one Curtiss had been unable to make work) that used the heated air exiting the radiator as a form of [Vous devez être inscrit et connecté pour voir ce lien] in what is referred to as the "[Vous devez être inscrit et connecté pour voir ce lien]."
Because NAA lacked a suitable wind tunnel, it used the [Vous devez être inscrit et connecté pour voir ce lien] 10 ft (3.0 m) wind tunnel at [Vous devez être inscrit et connecté pour voir ce lien].
This led to some controversy over whether the Mustang's cooling system [Vous devez être inscrit et connecté pour voir ce lien] were developed by NAA's engineer [Vous devez être inscrit et connecté pour voir ce lien] or by Curtiss, although historians and researchers dismiss the allegation of stolen technology; such claims are likely moot in any event, as NAA had purchased the complete set of P-40 and [Vous devez être inscrit et connecté pour voir ce lien] wind tunnel data and flight test reports for [Vous devez être inscrit et connecté pour voir ce lien]56,000.
While the [Vous devez être inscrit et connecté pour voir ce lien] could block any sales it considered detrimental or not in the interest of the United States, the NA-73 represented a special case.
In order to ensure deliveries were uninterrupted, then-Colonel [Vous devez être inscrit et connecté pour voir ce lien] arranged with the Anglo-French
Purchasing Commission to have the RAF get its aircraft in exchange for NAA providing two free examples to the USAAC for evaluation.
The prototype NA-73X was rolled out just 117 days after the order was placed, and first flew on 26 October 1940, just 178 days after the order had been placed—an uncommonly short gestation period.
In general the prototype handled well and the internal arrangement allowed for an impressive fuel load.
The aircraft’s two-section, semi-[Vous devez être inscrit et connecté pour voir ce lien] fuselage was constructed entirely of aluminum alloy to save weight.
It was armed with four .30 in (7.62 mm) [Vous devez être inscrit et connecté pour voir ce lien] in the wings and four .50 in (12.7 mm) M2
Browning machine guns: two in in the wings and two in the chin.
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:08
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:14
Allison-engined Mustangs
Mustang Mk I/P-51/P-51A
It was quickly evident that the Mustang's performance, although exceptional up to 15,000 ft (4,600 m), was markedly reduced at higher altitudes.
The single-speed single-stage [Vous devez être inscrit et connecté pour voir ce lien] fitted to the [Vous devez être inscrit et connecté pour voir ce lien] engine had been designed to produce its maximum power at a low altitude; above 15,000 feet, the supercharger's critical altitude rating, the power dropped off rapidly.
Prior to the Mustang project, the USAAC had Allison concentrate primarily on [Vous devez être inscrit et connecté pour voir ce lien] in concert with [Vous devez être inscrit et connecté pour voir ce lien]; the turbochargers proved to be reliable and capable of providing significant power increases in the [Vous devez être inscrit et connecté pour voir ce lien] and other high-altitude aircraft, in particular in the Air Corps's four-engine bombers.
Most of the other uses for the Allison were for low-altitude designs, where a simpler supercharger would suffice.
Fitting a turbocharger into the Mustang proved impractical, and Allison was forced to use the only supercharger that was available.
In spite of this, the Mustang's advanced aerodynamics showed to advantage, as the Mustang Mk I was about 30 mph
(48 km/h) faster than contemporary [Vous devez être inscrit et connecté pour voir ce lien] fighters using the same engine (the V-1710-39 producing 1,220 hp (910 kW) at 10,500 ft (3,200 m), driving a 10 ft 6 in (3.20 m) diameter, three-blade Curtiss-Electric propeller).
The Mustang Mk I was 30 mph (48 km/h) faster than the [Vous devez être inscrit et connecté pour voir ce lien] at 5,000 ft (1,500 m) and 35 mph (56 km/h) faster at 15,000 ft (4,600 m), despite the British aircraft's more powerful engine.
The first production contract was awarded by the British for 320 NA-73 fighters, named Mustang Mk I by the British (the name being selected by an anonymous member of the British Purchasing Commission).
Two aircraft of this lot delivered to the USAAC for evaluation were designated XP-51.
About 20 Mustang Mk Is were delivered to the RAF, making their combat debut on 10 May 1942.
With their long range and excellent low-altitude performance, they were employed effectively for tactical reconnaissance and ground-attack duties over the [Vous devez être inscrit et connecté pour voir ce lien], but were thought to be of limited value as fighters due to their poor performance above 15,000 ft (4,600 m).
A second British contract called for 300 more (NA-83) Mustang Mk I fighters. In September 1940, 150 aircraft, designated NA-91 by North American, were ordered under the [Vous devez être inscrit et connecté pour voir ce lien] program.
These were designated by the USAAF as P-51 and initially named Apache, although this was soon dropped, and the RAF name, Mustang, adopted instead.
The British designated this model as Mustang Mk IA.
The Mustang Mk IA was identical to the Mustang Mk I, except that the wing-mounted machine guns were removed and replaced with four long-barrelled 20 mm (.79 in)[Vous devez être inscrit et connecté pour voir ce lien] cannon.
A number of aircraft from this lot were fitted out by the USAAF as F-6A photo-reconnaissance aircraft.
The British would fit a number of Mustang Mk Is with similar equipment. Also, two aircraft of this lot were fitted with Packard-built Merlin engines.
These were identified as the Model NA-101 by North American and XP-78 by the USAAF, later redesignated XP-51B.
On 23 June 1942, a contract was placed for 1,200 P-51As (NA-99s), later reduced to 310 aircraft.
The P-51A was the first version to be procured as a fighter by the USAAF and used a new Allison V-1710-81 engine, a development of the V-1710-39, driving a 10 ft 9 in (3.28 m) diameter three-bladed Curtiss-Electric propeller.
The armament was changed to four wing-mounted .50 in (12.7 mm) Browning machine guns, two in each wing, with a maximum of 350 rounds per gun (rpg) for the inboard guns and 280 rpg for the outboard.
Other improvements were made in parallel with the A-36, including an improved, fixed air duct inlet replacing the movable fitting of previous Mustang models and the fitting of wing racks able to carry either 75 gal (284 l) or 150 gal
(568 l) drop tanks, increasing the maximum ferry range to 2,740 mi (4,410 km) with the 150 gal (568 l) tanks.
The top speed was raised to 409 mph (658 km/h) at 10,000 ft (3,000 m).
A total of 50 aircraft were shipped to England, serving as Mustang Mk IIs in the RAF
Mustang Mk I/P-51/P-51A
It was quickly evident that the Mustang's performance, although exceptional up to 15,000 ft (4,600 m), was markedly reduced at higher altitudes.
The single-speed single-stage [Vous devez être inscrit et connecté pour voir ce lien] fitted to the [Vous devez être inscrit et connecté pour voir ce lien] engine had been designed to produce its maximum power at a low altitude; above 15,000 feet, the supercharger's critical altitude rating, the power dropped off rapidly.
Prior to the Mustang project, the USAAC had Allison concentrate primarily on [Vous devez être inscrit et connecté pour voir ce lien] in concert with [Vous devez être inscrit et connecté pour voir ce lien]; the turbochargers proved to be reliable and capable of providing significant power increases in the [Vous devez être inscrit et connecté pour voir ce lien] and other high-altitude aircraft, in particular in the Air Corps's four-engine bombers.
Most of the other uses for the Allison were for low-altitude designs, where a simpler supercharger would suffice.
Fitting a turbocharger into the Mustang proved impractical, and Allison was forced to use the only supercharger that was available.
In spite of this, the Mustang's advanced aerodynamics showed to advantage, as the Mustang Mk I was about 30 mph
(48 km/h) faster than contemporary [Vous devez être inscrit et connecté pour voir ce lien] fighters using the same engine (the V-1710-39 producing 1,220 hp (910 kW) at 10,500 ft (3,200 m), driving a 10 ft 6 in (3.20 m) diameter, three-blade Curtiss-Electric propeller).
The Mustang Mk I was 30 mph (48 km/h) faster than the [Vous devez être inscrit et connecté pour voir ce lien] at 5,000 ft (1,500 m) and 35 mph (56 km/h) faster at 15,000 ft (4,600 m), despite the British aircraft's more powerful engine.
The first production contract was awarded by the British for 320 NA-73 fighters, named Mustang Mk I by the British (the name being selected by an anonymous member of the British Purchasing Commission).
Two aircraft of this lot delivered to the USAAC for evaluation were designated XP-51.
About 20 Mustang Mk Is were delivered to the RAF, making their combat debut on 10 May 1942.
With their long range and excellent low-altitude performance, they were employed effectively for tactical reconnaissance and ground-attack duties over the [Vous devez être inscrit et connecté pour voir ce lien], but were thought to be of limited value as fighters due to their poor performance above 15,000 ft (4,600 m).
A second British contract called for 300 more (NA-83) Mustang Mk I fighters. In September 1940, 150 aircraft, designated NA-91 by North American, were ordered under the [Vous devez être inscrit et connecté pour voir ce lien] program.
These were designated by the USAAF as P-51 and initially named Apache, although this was soon dropped, and the RAF name, Mustang, adopted instead.
The British designated this model as Mustang Mk IA.
The Mustang Mk IA was identical to the Mustang Mk I, except that the wing-mounted machine guns were removed and replaced with four long-barrelled 20 mm (.79 in)[Vous devez être inscrit et connecté pour voir ce lien] cannon.
A number of aircraft from this lot were fitted out by the USAAF as F-6A photo-reconnaissance aircraft.
The British would fit a number of Mustang Mk Is with similar equipment. Also, two aircraft of this lot were fitted with Packard-built Merlin engines.
These were identified as the Model NA-101 by North American and XP-78 by the USAAF, later redesignated XP-51B.
On 23 June 1942, a contract was placed for 1,200 P-51As (NA-99s), later reduced to 310 aircraft.
The P-51A was the first version to be procured as a fighter by the USAAF and used a new Allison V-1710-81 engine, a development of the V-1710-39, driving a 10 ft 9 in (3.28 m) diameter three-bladed Curtiss-Electric propeller.
The armament was changed to four wing-mounted .50 in (12.7 mm) Browning machine guns, two in each wing, with a maximum of 350 rounds per gun (rpg) for the inboard guns and 280 rpg for the outboard.
Other improvements were made in parallel with the A-36, including an improved, fixed air duct inlet replacing the movable fitting of previous Mustang models and the fitting of wing racks able to carry either 75 gal (284 l) or 150 gal
(568 l) drop tanks, increasing the maximum ferry range to 2,740 mi (4,410 km) with the 150 gal (568 l) tanks.
The top speed was raised to 409 mph (658 km/h) at 10,000 ft (3,000 m).
A total of 50 aircraft were shipped to England, serving as Mustang Mk IIs in the RAF
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:14
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:16
A-36 Apache/Invader
Main article: [Vous devez être inscrit et connecté pour voir ce lien]
On 16 April 1942, Fighter Project Officer [Vous devez être inscrit et connecté pour voir ce lien] ordered 500 A-36 Apaches, a redesign that included six .50 in (12.7 mm) [Vous devez être inscrit et connecté pour voir ce lien], dive brakes, and the ability to carry two 500 lb (230 kg) bombs.
Kelsey would rather have bought more fighters but was willing instead to initiate a higher level of Mustang production at North American by using USAAC funds earmarked for ground-attack aircraft.
The 500 were designated A-36A (NA-97). This model became the first USAAF Mustang to see combat.
One aircraft was passed to the British who gave it the name Mustang Mk I (Dive Bomber).
Main article: [Vous devez être inscrit et connecté pour voir ce lien]
On 16 April 1942, Fighter Project Officer [Vous devez être inscrit et connecté pour voir ce lien] ordered 500 A-36 Apaches, a redesign that included six .50 in (12.7 mm) [Vous devez être inscrit et connecté pour voir ce lien], dive brakes, and the ability to carry two 500 lb (230 kg) bombs.
Kelsey would rather have bought more fighters but was willing instead to initiate a higher level of Mustang production at North American by using USAAC funds earmarked for ground-attack aircraft.
The 500 were designated A-36A (NA-97). This model became the first USAAF Mustang to see combat.
One aircraft was passed to the British who gave it the name Mustang Mk I (Dive Bomber).
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:17
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:24
Merlin-engined Mustangs
P-51B and P-51C
In April 1942, the [Vous devez être inscrit et connecté pour voir ce lien]'s [Vous devez être inscrit et connecté pour voir ce lien] (AFDU) tested the Mustang and found its performance inadequate at higher altitudes.
As such, it was to be used to replace the Tomahawk in Army Cooperation Command squadrons, but the commanding
officer was so impressed with its maneuverability and low-altitude speeds that he invited Ronnie Harker from [Vous devez être inscrit et connecté pour voir ce lien]'s Flight Test establishment to fly it.
Rolls-Royce engineers rapidly realized that equipping the Mustang with a Merlin 61 engine with its two-speed two-stage supercharger would substantially improve performance and started converting five aircraft as the [Vous devez être inscrit et connecté pour voir ce lien].
Apart from the engine installation, which utilised custom-built engine bearers designed by Rolls-Royce and a standard 10 ft 9 in (3.28 m) diameter, four-bladed [Vous devez être inscrit et connecté pour voir ce lien] propeller from a [Vous devez être inscrit et connecté pour voir ce lien] , the Mustang Mk X was a straightforward adaptation of the Mustang Mk I airframe, keeping the same radiator duct design.
The Vice-Chief of the Air Staff, Air Marshal Sir [Vous devez être inscrit et connecté pour voir ce lien], lobbied vociferously for Merlin-powered Mustangs, insisting two of the five experimental Mustang Mk Xs be handed over to [Vous devez être inscrit et connecté pour voir ce lien] for trials and evaluation by the U.S. 8th Air Force in Britain
The high-altitude performance improvement was astonishing: the Mustang Mk X ([Vous devez être inscrit et connecté pour voir ce lien] AM208) reached 433 mph (697 km/h) at 22,000 ft (6,700 m), and AL975 tested at an absolute ceiling of 40,600 ft (12,400 m).
The XP-51B prototypes were a more thorough adaptation of the airframe, with a tailor-made engine installation and a complete redesign of the radiator duct.
The airframe itself was strengthened, with the fuselage and engine mount area receiving more formers because of the greater weight of the [Vous devez être inscrit et connecté pour voir ce lien], 1,690 lb (770 kg), compared with the Allison V-1710's 1,335 lb (606 kg).
The engine cowling was completely redesigned to house the Packard Merlin, which, because of the intercooler
radiator mounted on the supercharger casing, was 5 in (130 mm) taller and used an updraught [Vous devez être inscrit et connecté pour voir ce lien], rather than the downdraught [Vous devez être inscrit et connecté pour voir ce lien] of the Allison.
The new engine drove a four-bladed 11 ft 2 in (3.40 m) diameter [Vous devez être inscrit et connecté pour voir ce lien] propeller that featured cuffs of
hard molded rubber.
A new radiator, supercharger intercooler and oil radiator installation in a new fuselage duct was designed to cater for the increased cooling requirements of the Merlin.
Also, because of the choice of a four-bladed propeller, the fuselage-mounted synchronized machine-gun armament
was permanently deleted, due to the near impossibility of avoiding hits to the propeller blades.
It was decided that the armament of the new P-51B (NA 102) would be the four .50 in (12.7 mm) M2/AN Browning machine guns (with 350 rpg for the inboard guns and 280 rpg for the outboard) of the P-51A, and the bomb rack/external drop tank installation (adapted from the A-36) would also be used; the racks were rated to be able to
carry up to 500 lb (230 kg) of ordnance and were also capable of carrying drop tanks.
The weapons were aimed using an N-3B optical gunsight fitted with an A-1 head assembly which allowed it to be used as a gun or bomb sight through varying the angle of the reflector glass.
Pilots were also given the option of having ring and bead sights mounted on the top engine cowling formers.
This option was discontinued with the later Ds.
The first XP-51Bs started test flying in December 1942.
After sustained lobbying at the highest level, American production was started in early 1943 with the B (NA-102) being
manufactured at Inglewood, California, and the C (NA-103) at a new plant in Dallas, Texas, which was in operation by summer 1943.
The RAF named these models Mustang Mk III.
In performance tests, the P-51B reached 441 mph/709.70 km/h (exactly ⅔ supersonic speed, or [Vous devez être inscrit et connecté pour voir ce lien] 0.67) at 25,000 ft (7.600 m), and the subsequent extended range made possible by the use of drop tanks enabled the Merlin-powered Mustang to be introduced as a bomber escort.
The range would be further increased with the introduction of an 85 gal (322 l) self-sealing fuel tank aft of the pilot's seat, starting with the B-5-NA series.
When this tank was full, the [Vous devez être inscrit et connecté pour voir ce lien] of the Mustang was moved dangerously close to the aft limit, as a result of which maneuvers were restricted until the tank was down to about 25 gal (95 l) and the external tanks had been dropped.
Problems with high-speed "porpoising" of the P-51Bs and Cs with the fuselage tanks would lead to the replacement of the fabric-covered elevators with metal-covered surfaces and a reduction of the tailplane incidence
Despite these modifications, the P-51 Bs and Cs and the newer Ds and Ks experienced low-speed handling problems that could result in an involuntary "snap-roll" under certain conditions of air speed, angle of attack, gross weight, and
center of gravity.
Several crash reports tell of P-51Bs and Cs crashing because horizontal stabilizers were torn off during maneuvering.
As a result of these problems, a modification kit consisting of a dorsal fin was manufactured.
One report stated:
"Unless a dorsal fin is installed on the P-51B, P-51C and P-51D airplanes, a snap roll may result when attempting a slow roll.
The horizontal stabilizer will not withstand the effects of a snap roll.
To prevent recurrence, the stabilizer should be reinforced in accordance with T.O. 01-60J-18 dated 8 April 1944 and a dorsal fin should be installed. Dorsal fin kits are being made available to overseas activities"
These kits became available in August 1944 and were fitted to Bs and Cs and to Ds and Ks.
Also incorporated was a change to the rudder [Vous devez être inscrit et connecté pour voir ce lien], which would help prevent the pilot over-controlling the aircraft and creating heavy loads on the tail unit.
P-51Bs and Cs started to arrive in England in August and October 1943. The P-51B/C versions were sent to 15 fighter groups that were part of the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] Air Forces in [Vous devez être inscrit et connecté pour voir ce lien] and the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] in [Vous devez être inscrit et connecté pour voir ce lien] (the southern part of Italy was under [Vous devez être inscrit et connecté pour voir ce lien] by late 1943). Other deployments included the [Vous devez être inscrit et connecté pour voir ce lien] (CBI).
Allied strategists quickly exploited the long-range fighter as a bomber escort.
It was largely due to the P-51 that daylight bombing raids deep into German territory became possible without prohibitive bomber losses in late 1943.
A number of the P-51B and P-51C aircraft were fitted for photo reconnaissance and designated F-6C.
P-51B and P-51C
In April 1942, the [Vous devez être inscrit et connecté pour voir ce lien]'s [Vous devez être inscrit et connecté pour voir ce lien] (AFDU) tested the Mustang and found its performance inadequate at higher altitudes.
As such, it was to be used to replace the Tomahawk in Army Cooperation Command squadrons, but the commanding
officer was so impressed with its maneuverability and low-altitude speeds that he invited Ronnie Harker from [Vous devez être inscrit et connecté pour voir ce lien]'s Flight Test establishment to fly it.
Rolls-Royce engineers rapidly realized that equipping the Mustang with a Merlin 61 engine with its two-speed two-stage supercharger would substantially improve performance and started converting five aircraft as the [Vous devez être inscrit et connecté pour voir ce lien].
Apart from the engine installation, which utilised custom-built engine bearers designed by Rolls-Royce and a standard 10 ft 9 in (3.28 m) diameter, four-bladed [Vous devez être inscrit et connecté pour voir ce lien] propeller from a [Vous devez être inscrit et connecté pour voir ce lien] , the Mustang Mk X was a straightforward adaptation of the Mustang Mk I airframe, keeping the same radiator duct design.
The Vice-Chief of the Air Staff, Air Marshal Sir [Vous devez être inscrit et connecté pour voir ce lien], lobbied vociferously for Merlin-powered Mustangs, insisting two of the five experimental Mustang Mk Xs be handed over to [Vous devez être inscrit et connecté pour voir ce lien] for trials and evaluation by the U.S. 8th Air Force in Britain
The high-altitude performance improvement was astonishing: the Mustang Mk X ([Vous devez être inscrit et connecté pour voir ce lien] AM208) reached 433 mph (697 km/h) at 22,000 ft (6,700 m), and AL975 tested at an absolute ceiling of 40,600 ft (12,400 m).
The XP-51B prototypes were a more thorough adaptation of the airframe, with a tailor-made engine installation and a complete redesign of the radiator duct.
The airframe itself was strengthened, with the fuselage and engine mount area receiving more formers because of the greater weight of the [Vous devez être inscrit et connecté pour voir ce lien], 1,690 lb (770 kg), compared with the Allison V-1710's 1,335 lb (606 kg).
The engine cowling was completely redesigned to house the Packard Merlin, which, because of the intercooler
radiator mounted on the supercharger casing, was 5 in (130 mm) taller and used an updraught [Vous devez être inscrit et connecté pour voir ce lien], rather than the downdraught [Vous devez être inscrit et connecté pour voir ce lien] of the Allison.
The new engine drove a four-bladed 11 ft 2 in (3.40 m) diameter [Vous devez être inscrit et connecté pour voir ce lien] propeller that featured cuffs of
hard molded rubber.
A new radiator, supercharger intercooler and oil radiator installation in a new fuselage duct was designed to cater for the increased cooling requirements of the Merlin.
Also, because of the choice of a four-bladed propeller, the fuselage-mounted synchronized machine-gun armament
was permanently deleted, due to the near impossibility of avoiding hits to the propeller blades.
It was decided that the armament of the new P-51B (NA 102) would be the four .50 in (12.7 mm) M2/AN Browning machine guns (with 350 rpg for the inboard guns and 280 rpg for the outboard) of the P-51A, and the bomb rack/external drop tank installation (adapted from the A-36) would also be used; the racks were rated to be able to
carry up to 500 lb (230 kg) of ordnance and were also capable of carrying drop tanks.
The weapons were aimed using an N-3B optical gunsight fitted with an A-1 head assembly which allowed it to be used as a gun or bomb sight through varying the angle of the reflector glass.
Pilots were also given the option of having ring and bead sights mounted on the top engine cowling formers.
This option was discontinued with the later Ds.
The first XP-51Bs started test flying in December 1942.
After sustained lobbying at the highest level, American production was started in early 1943 with the B (NA-102) being
manufactured at Inglewood, California, and the C (NA-103) at a new plant in Dallas, Texas, which was in operation by summer 1943.
The RAF named these models Mustang Mk III.
In performance tests, the P-51B reached 441 mph/709.70 km/h (exactly ⅔ supersonic speed, or [Vous devez être inscrit et connecté pour voir ce lien] 0.67) at 25,000 ft (7.600 m), and the subsequent extended range made possible by the use of drop tanks enabled the Merlin-powered Mustang to be introduced as a bomber escort.
The range would be further increased with the introduction of an 85 gal (322 l) self-sealing fuel tank aft of the pilot's seat, starting with the B-5-NA series.
When this tank was full, the [Vous devez être inscrit et connecté pour voir ce lien] of the Mustang was moved dangerously close to the aft limit, as a result of which maneuvers were restricted until the tank was down to about 25 gal (95 l) and the external tanks had been dropped.
Problems with high-speed "porpoising" of the P-51Bs and Cs with the fuselage tanks would lead to the replacement of the fabric-covered elevators with metal-covered surfaces and a reduction of the tailplane incidence
Despite these modifications, the P-51 Bs and Cs and the newer Ds and Ks experienced low-speed handling problems that could result in an involuntary "snap-roll" under certain conditions of air speed, angle of attack, gross weight, and
center of gravity.
Several crash reports tell of P-51Bs and Cs crashing because horizontal stabilizers were torn off during maneuvering.
As a result of these problems, a modification kit consisting of a dorsal fin was manufactured.
One report stated:
"Unless a dorsal fin is installed on the P-51B, P-51C and P-51D airplanes, a snap roll may result when attempting a slow roll.
The horizontal stabilizer will not withstand the effects of a snap roll.
To prevent recurrence, the stabilizer should be reinforced in accordance with T.O. 01-60J-18 dated 8 April 1944 and a dorsal fin should be installed. Dorsal fin kits are being made available to overseas activities"
These kits became available in August 1944 and were fitted to Bs and Cs and to Ds and Ks.
Also incorporated was a change to the rudder [Vous devez être inscrit et connecté pour voir ce lien], which would help prevent the pilot over-controlling the aircraft and creating heavy loads on the tail unit.
P-51Bs and Cs started to arrive in England in August and October 1943. The P-51B/C versions were sent to 15 fighter groups that were part of the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] Air Forces in [Vous devez être inscrit et connecté pour voir ce lien] and the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] in [Vous devez être inscrit et connecté pour voir ce lien] (the southern part of Italy was under [Vous devez être inscrit et connecté pour voir ce lien] by late 1943). Other deployments included the [Vous devez être inscrit et connecté pour voir ce lien] (CBI).
Allied strategists quickly exploited the long-range fighter as a bomber escort.
It was largely due to the P-51 that daylight bombing raids deep into German territory became possible without prohibitive bomber losses in late 1943.
A number of the P-51B and P-51C aircraft were fitted for photo reconnaissance and designated F-6C.
Fowl- CLUB
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Localisation : EU
Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:25
Fowl- CLUB
- Messages : 1551
Localisation : EU
Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:30
P-51D and P-51K
One of the few remaining complaints with the Merlin-powered aircraft was a poor rearward view.
This was a common problem in most fighter designs of the era, which had only been recognized by the British after the [Vous devez être inscrit et connecté pour voir ce lien] proved the value of an all-around view.
In order to improve the view from the Mustang at least partially, the British had field-modified some Mustangs with fishbowl-shaped sliding [Vous devez être inscrit et connecté pour voir ce lien] called [Vous devez être inscrit et connecté pour voir ce lien], much like those on Spitfires.
Eventually, all Mk IIIs, along with some American P-51B/Cs, were equipped with Malcolm hoods.
A better solution to the problem was the "teardrop", or "bubble", canopy.
Originally developed as part of the [Vous devez être inscrit et connecté pour voir ce lien] project, these newer canopies were in the process of being adapted to most British designs, eventually appearing on [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien] and later-built Spitfires.
North American adapted several NA-106 prototypes with a [Vous devez être inscrit et connecté pour voir ce lien], cutting away the decking behind the cockpit, resulting in substantially improved vision to the rear.
This led to the production P-51D (NA-109), considered the definitive Mustang.
A common misconception is that the cutting down of the rear fuselage to mount the bubble canopy reduced stability, requiring the addition of a dorsal fin to the forward base of the vertical tail.
In fact, as described, stability problems affected the earlier Bs and Cs, as well as the subsequent D/K models; this was partly attributable to the 85 gal (322 l) fuselage fuel tank that had been installed during production of the P-51B-5-NA and caused a too-far-aft center of gravity situation when filled.
Other factors were the switch from the three-blade propeller of the Allison-powered series to the four-blade propeller, causing increased destabilization due to the four-bladed propeller's greater side area effect, and, on the D and K, the
bubble canopy causing some turbulence ahead of the fin.
Among other modifications, armament was increased with the addition of two more M2 machine guns, bringing the total to six. The inner pair of machine guns had 400 rpg, and the others had 270 rpg, for a total of 1,880.
In previous P-51s, the M2s were mounted at an extreme side angle to allow access to the feed chutes from the ammunition trays.
This angled mounting had caused problems of congestion, jamming of the ammunition and spent casings and links, leading to frequent complaints of jamming during combat maneuvers.
The new arrangement allowed the M2s to be mounted upright, remedying most of the jamming problems.
The .50 in (12.7 mm) Browning machine guns, although not firing an explosive projectile, had excellent ballistics and proved adequate against the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] fighters, which were the main USAAF opponents at the time.
The wing racks fitted to the P-51D/K series were strengthened and were able to carry up to 1,000 lb (450 kg) of ordnance.
Later models had under-wing rocket pylons added to carry up to ten rockets per plane.
The gunsight was changed from the N-3B to the N-9 before the introduction in September 1944 of the K-14B [Vous devez être inscrit et connecté pour voir ce lien].
Alterations to the undercarriage up-locks and inner-door retracting mechanisms meant that there was a change to the shape of the inner-wing leading edge, which was raked forward slightly, increasing the wing area and creating a distinctive "kink" in the leading edges of the wings.
The P-51D became the most widely produced variant of the Mustang. A Dallas-built version of the P-51D, designated the P-51K, was equipped with an Aeroproducts propeller in place of the [Vous devez être inscrit et connecté pour voir ce lien] propeller, as well as a larger, differently configured canopy and other minor alterations (the vent panel was different).
The hollow-bladed Aeroproducts propeller was unreliable, with dangerous vibrations at full throttle due to manufacturing problems, and was eventually replaced by the Hamilton Standard.
By the time of the Korean War, most F-51s were equipped with "uncuffed" [Vous devez être inscrit et connecté pour voir ce lien] propellers with wider, blunt-tipped blades.
The photo reconnaissance versions of the P-51D and P-51K were designated F-6D and F-6K respectively.
The RAF assigned the name Mustang Mk IV to the D model and Mustang Mk IVA to K models.
The P-51D/K started arriving in Europe in mid-1944 and quickly became the primary USAAF fighter in the theater.
It was produced in larger numbers than any other Mustang variant. Nevertheless, by the end of the war, roughly half of all operational Mustangs were still B or C models.
Concern over the USAAF's inability to escort B-29s all the way to mainland Japan resulted in the highly classified "Seahorse" project, an effort to "navalize" the aircraft.
In late 1944, naval aviator (and later test pilot) [Vous devez être inscrit et connecté pour voir ce lien] Bob Elder flew carrier suitability trials with a modified P-51D.
The project was canceled after [Vous devez être inscrit et connecté pour voir ce lien] and its airfields, making it possible for standard P-51D models to accompany B-29s all the way to the Japanese home islands and back.
During 1945–48, P-51Ds were also built under licence in [Vous devez être inscrit et connecté pour voir ce lien] by the [Vous devez être inscrit et connecté pour voir ce lien].
One of the few remaining complaints with the Merlin-powered aircraft was a poor rearward view.
This was a common problem in most fighter designs of the era, which had only been recognized by the British after the [Vous devez être inscrit et connecté pour voir ce lien] proved the value of an all-around view.
In order to improve the view from the Mustang at least partially, the British had field-modified some Mustangs with fishbowl-shaped sliding [Vous devez être inscrit et connecté pour voir ce lien] called [Vous devez être inscrit et connecté pour voir ce lien], much like those on Spitfires.
Eventually, all Mk IIIs, along with some American P-51B/Cs, were equipped with Malcolm hoods.
A better solution to the problem was the "teardrop", or "bubble", canopy.
Originally developed as part of the [Vous devez être inscrit et connecté pour voir ce lien] project, these newer canopies were in the process of being adapted to most British designs, eventually appearing on [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien] and later-built Spitfires.
North American adapted several NA-106 prototypes with a [Vous devez être inscrit et connecté pour voir ce lien], cutting away the decking behind the cockpit, resulting in substantially improved vision to the rear.
This led to the production P-51D (NA-109), considered the definitive Mustang.
A common misconception is that the cutting down of the rear fuselage to mount the bubble canopy reduced stability, requiring the addition of a dorsal fin to the forward base of the vertical tail.
In fact, as described, stability problems affected the earlier Bs and Cs, as well as the subsequent D/K models; this was partly attributable to the 85 gal (322 l) fuselage fuel tank that had been installed during production of the P-51B-5-NA and caused a too-far-aft center of gravity situation when filled.
Other factors were the switch from the three-blade propeller of the Allison-powered series to the four-blade propeller, causing increased destabilization due to the four-bladed propeller's greater side area effect, and, on the D and K, the
bubble canopy causing some turbulence ahead of the fin.
Among other modifications, armament was increased with the addition of two more M2 machine guns, bringing the total to six. The inner pair of machine guns had 400 rpg, and the others had 270 rpg, for a total of 1,880.
In previous P-51s, the M2s were mounted at an extreme side angle to allow access to the feed chutes from the ammunition trays.
This angled mounting had caused problems of congestion, jamming of the ammunition and spent casings and links, leading to frequent complaints of jamming during combat maneuvers.
The new arrangement allowed the M2s to be mounted upright, remedying most of the jamming problems.
The .50 in (12.7 mm) Browning machine guns, although not firing an explosive projectile, had excellent ballistics and proved adequate against the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] fighters, which were the main USAAF opponents at the time.
The wing racks fitted to the P-51D/K series were strengthened and were able to carry up to 1,000 lb (450 kg) of ordnance.
Later models had under-wing rocket pylons added to carry up to ten rockets per plane.
The gunsight was changed from the N-3B to the N-9 before the introduction in September 1944 of the K-14B [Vous devez être inscrit et connecté pour voir ce lien].
Alterations to the undercarriage up-locks and inner-door retracting mechanisms meant that there was a change to the shape of the inner-wing leading edge, which was raked forward slightly, increasing the wing area and creating a distinctive "kink" in the leading edges of the wings.
The P-51D became the most widely produced variant of the Mustang. A Dallas-built version of the P-51D, designated the P-51K, was equipped with an Aeroproducts propeller in place of the [Vous devez être inscrit et connecté pour voir ce lien] propeller, as well as a larger, differently configured canopy and other minor alterations (the vent panel was different).
The hollow-bladed Aeroproducts propeller was unreliable, with dangerous vibrations at full throttle due to manufacturing problems, and was eventually replaced by the Hamilton Standard.
By the time of the Korean War, most F-51s were equipped with "uncuffed" [Vous devez être inscrit et connecté pour voir ce lien] propellers with wider, blunt-tipped blades.
The photo reconnaissance versions of the P-51D and P-51K were designated F-6D and F-6K respectively.
The RAF assigned the name Mustang Mk IV to the D model and Mustang Mk IVA to K models.
The P-51D/K started arriving in Europe in mid-1944 and quickly became the primary USAAF fighter in the theater.
It was produced in larger numbers than any other Mustang variant. Nevertheless, by the end of the war, roughly half of all operational Mustangs were still B or C models.
Concern over the USAAF's inability to escort B-29s all the way to mainland Japan resulted in the highly classified "Seahorse" project, an effort to "navalize" the aircraft.
In late 1944, naval aviator (and later test pilot) [Vous devez être inscrit et connecté pour voir ce lien] Bob Elder flew carrier suitability trials with a modified P-51D.
The project was canceled after [Vous devez être inscrit et connecté pour voir ce lien] and its airfields, making it possible for standard P-51D models to accompany B-29s all the way to the Japanese home islands and back.
During 1945–48, P-51Ds were also built under licence in [Vous devez être inscrit et connecté pour voir ce lien] by the [Vous devez être inscrit et connecté pour voir ce lien].
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- Messages : 1551
Localisation : EU
Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:31
Fowl- CLUB
- Messages : 1551
Localisation : EU
Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:35
The "lightweight" Mustangs
XP-51F, XP-51G and XP-51J
The USAAF required airframes built to their acceleration standard of 8.33 g (82 m/s²), a higher load factor than that used by the British standard of 5.33 g (52 m/s²) for their fighters.
Reducing the load factor to 5.33 would allow weight to be removed, and both the USAAF and the RAF were interested in the potential performance boost.
A subtle change made in the lightweight Mustangs was the use of an improved NACA 66 series airfoil and a slightly thinner wing than that used by earlier Mustangs.
In 1943, North American submitted a proposal to redesign the P-51D as model NA-105, which was accepted by the USAAF.
Modifications included changes to the cowling, a simplified undercarriage with smaller wheels and disc brakes, and a larger canopy.
The designation XP-51F was assigned to prototypes powered with V-1650 engines (a small number of XP-51Fs were passed to the British as the Mustang V), and XP-51G to those with reverse lend/lease [Vous devez être inscrit et connecté pour voir ce lien] RM 14 SM engines.
A third lightweight prototype powered by an [Vous devez être inscrit et connecté pour voir ce lien] engine was added to the development program.
This aircraft was designated XP-51J.
Since the engine was insufficiently developed, the XP-51J was loaned to Allison for engine development.
None of these experimental lightweights went into production.
P-51H
The P-51H (NA-126) was the final production Mustang, embodying the experience gained in the development of the XP-51F and XP-51G aircraft.
This aircraft, with minor differences as the NA-129, came too late to participate in World War II, but it brought the development of the Mustang to a peak as one of the fastest production piston-engine fighters tosee service.
The P-51H used the new [Vous devez être inscrit et connecté pour voir ce lien] engine, a version of the Merlin that included Simmons automatic supercharger boost control with water injection, allowing War Emergency Power as high as 2,218 hp (1,500 kW).
Differences between the P-51D included lengthening the fuselage and increasing the height of the tailfin, which greatly reduced the tendency to yaw.
The canopy resembled the P-51D style, over a somewhat raised pilot's position.
Service access to the guns and ammunition was also improved. With the new airframe several hundred pounds lighter, the extra power and a more streamlined radiator, the P-51H was among the fastest propeller fighters ever, able to reach 487 mph (784 km/h or [Vous devez être inscrit et connecté pour voir ce lien] 0.74) at 25,000 ft (7,600 m).
The P-51H was designed to complement the [Vous devez être inscrit et connecté pour voir ce lien] as the primary aircraft for the invasion of [Vous devez être inscrit et connecté pour voir ce lien], with 2,000 ordered to be manufactured at Inglewood.
Production was just ramping up with 555 delivered when the war ended.
Additional orders, already on the books, were canceled.
With the cutback in production, the variants of the P-51H with different versions of the Merlin engine were produced in either limited numbers or terminated.
These included the P-51L, similar to the P-51H but utilizing the 2,270 hp (1,690 kW) V-1650-11 engine, which was never built; and its Dallas-built version, the P-51M, or NA-124, which utilized the V-1650-9A engine lacking water injection and therefore rated for lower maximum power, of which one was built out of the original 1629 ordered, serial number 45-11743.
Although some P-51Hs were issued to operational units, none saw combat in World War II, and in postwar service, most were issued to reserve units.
One aircraft was provided to the [Vous devez être inscrit et connecté pour voir ce lien] for testing and evaluation.
Serial number 44-64192 was designated BuNo 09064 and used by the U.S. Navy to test [Vous devez être inscrit et connecté pour voir ce lien] airfoil designs and then returned to the Air National Guard in 1952.
The P-51H was not used for combat in the [Vous devez être inscrit et connecté pour voir ce lien] despite its improved handling characteristics, since the P-51D was available in much larger numbers and was a proven commodity.
Many of the aerodynamic advances of the P-51 (including the laminar flow wing) were carried over to North American's next generation of jet-powered fighters, the Navy [Vous devez être inscrit et connecté pour voir ce lien] and Air Force [Vous devez être inscrit et connecté pour voir ce lien].
The wings, empennage and canopy of the first straight-winged variant of the Fury (the FJ-1) and the unbuilt preliminary prototypes of the P-86/F-86 strongly resembled those of the Mustang before the aircraft were modified with swept-wing designs.
XP-51F, XP-51G and XP-51J
The USAAF required airframes built to their acceleration standard of 8.33 g (82 m/s²), a higher load factor than that used by the British standard of 5.33 g (52 m/s²) for their fighters.
Reducing the load factor to 5.33 would allow weight to be removed, and both the USAAF and the RAF were interested in the potential performance boost.
A subtle change made in the lightweight Mustangs was the use of an improved NACA 66 series airfoil and a slightly thinner wing than that used by earlier Mustangs.
In 1943, North American submitted a proposal to redesign the P-51D as model NA-105, which was accepted by the USAAF.
Modifications included changes to the cowling, a simplified undercarriage with smaller wheels and disc brakes, and a larger canopy.
The designation XP-51F was assigned to prototypes powered with V-1650 engines (a small number of XP-51Fs were passed to the British as the Mustang V), and XP-51G to those with reverse lend/lease [Vous devez être inscrit et connecté pour voir ce lien] RM 14 SM engines.
A third lightweight prototype powered by an [Vous devez être inscrit et connecté pour voir ce lien] engine was added to the development program.
This aircraft was designated XP-51J.
Since the engine was insufficiently developed, the XP-51J was loaned to Allison for engine development.
None of these experimental lightweights went into production.
P-51H
The P-51H (NA-126) was the final production Mustang, embodying the experience gained in the development of the XP-51F and XP-51G aircraft.
This aircraft, with minor differences as the NA-129, came too late to participate in World War II, but it brought the development of the Mustang to a peak as one of the fastest production piston-engine fighters tosee service.
The P-51H used the new [Vous devez être inscrit et connecté pour voir ce lien] engine, a version of the Merlin that included Simmons automatic supercharger boost control with water injection, allowing War Emergency Power as high as 2,218 hp (1,500 kW).
Differences between the P-51D included lengthening the fuselage and increasing the height of the tailfin, which greatly reduced the tendency to yaw.
The canopy resembled the P-51D style, over a somewhat raised pilot's position.
Service access to the guns and ammunition was also improved. With the new airframe several hundred pounds lighter, the extra power and a more streamlined radiator, the P-51H was among the fastest propeller fighters ever, able to reach 487 mph (784 km/h or [Vous devez être inscrit et connecté pour voir ce lien] 0.74) at 25,000 ft (7,600 m).
The P-51H was designed to complement the [Vous devez être inscrit et connecté pour voir ce lien] as the primary aircraft for the invasion of [Vous devez être inscrit et connecté pour voir ce lien], with 2,000 ordered to be manufactured at Inglewood.
Production was just ramping up with 555 delivered when the war ended.
Additional orders, already on the books, were canceled.
With the cutback in production, the variants of the P-51H with different versions of the Merlin engine were produced in either limited numbers or terminated.
These included the P-51L, similar to the P-51H but utilizing the 2,270 hp (1,690 kW) V-1650-11 engine, which was never built; and its Dallas-built version, the P-51M, or NA-124, which utilized the V-1650-9A engine lacking water injection and therefore rated for lower maximum power, of which one was built out of the original 1629 ordered, serial number 45-11743.
Although some P-51Hs were issued to operational units, none saw combat in World War II, and in postwar service, most were issued to reserve units.
One aircraft was provided to the [Vous devez être inscrit et connecté pour voir ce lien] for testing and evaluation.
Serial number 44-64192 was designated BuNo 09064 and used by the U.S. Navy to test [Vous devez être inscrit et connecté pour voir ce lien] airfoil designs and then returned to the Air National Guard in 1952.
The P-51H was not used for combat in the [Vous devez être inscrit et connecté pour voir ce lien] despite its improved handling characteristics, since the P-51D was available in much larger numbers and was a proven commodity.
Many of the aerodynamic advances of the P-51 (including the laminar flow wing) were carried over to North American's next generation of jet-powered fighters, the Navy [Vous devez être inscrit et connecté pour voir ce lien] and Air Force [Vous devez être inscrit et connecté pour voir ce lien].
The wings, empennage and canopy of the first straight-winged variant of the Fury (the FJ-1) and the unbuilt preliminary prototypes of the P-86/F-86 strongly resembled those of the Mustang before the aircraft were modified with swept-wing designs.
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:37
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:45
Operational history
U.S. operational service
At the [Vous devez être inscrit et connecté pour voir ce lien], the Allies formulated the [Vous devez être inscrit et connecté pour voir ce lien] (CBO) plan for "round-the-clock" bombing by the RAF at night and the USAAF by day.
American pre-war bombardment doctrine held that large formations of heavy bombers flying at high altitudes would be able to defend themselves against enemy interceptors with minimal fighter escort,
so that precision daylight bombing using the [Vous devez être inscrit et connecté pour voir ce lien] would be effective.
Both the RAF and Luftwaffe had attempted daylight bombing and discontinued it, believing advancements in
single-engine fighters made multi-engined bombers too vulnerable, contrary to [Vous devez être inscrit et connecté pour voir ce lien]'s thesis.
The RAF had worried about this in the mid-1930s and had decided to produce an all night-bomber force, but initially began bombing operations by day.
The Germans used extensive daylight bombing during the [Vous devez être inscrit et connecté pour voir ce lien] in preparation for a possible invasion.
Due to the high casualty rates, the Luftwaffe soon switched to night bombing (see [Vous devez être inscrit et connecté pour voir ce lien]).
Bomber Command followed suit in its raids over Germany.
Initial USAAF efforts were inconclusive because of the limited scale.
In June 1943, the Combined Chiefs of Staff issued the [Vous devez être inscrit et connecté pour voir ce lien] to destroy the Luftwaffe before the invasion of Europe, putting the CBO into full implementation.
The [Vous devez être inscrit et connecté pour voir ce lien] heavy-bomber force conducted a series of deep-penetration raids into Germany beyond the range of
available escort fighters.
German fighter reaction was fierce, and bomber losses were severe—20% in an [Vous devez être inscrit et connecté pour voir ce lien] on the German [Vous devez être inscrit et connecté pour voir ce lien] industry.
This made it too costly to continue such long-range raids without adequate fighter escort.
The [Vous devez être inscrit et connecté pour voir ce lien] had the range to escort the bombers, but was available in very limited numbers in the European theater due to its Allison engines proving difficult to maintain.
With the extensive use of the P-38 in the [Vous devez être inscrit et connecté pour voir ce lien], where its twin engines were deemed vital to
long-range "over-water" operations, nearly all European-based P-38 units converted to the P-51 in 1944.
The [Vous devez être inscrit et connecté pour voir ce lien] was capable of meeting the Luftwaffe on more than even terms, but did not at the time have sufficient range.
The Mustang changed all that. In general terms, the Mustang was at least as simple as other aircraft of its era.
It used a single, well-understood, reliable engine and had internal space for a huge fuel load.
With external fuel tanks, it could accompany the bombers all the way to Germany and back.
Enough P-51s became available to the 8th and [Vous devez être inscrit et connecté pour voir ce lien] in the winter of 1943-44, and, when the Pointblank offensive resumed in early 1944, matters changed dramatically.
The P-51 proved perfect for the task of escorting bombers all the way to the deepest targets, thus complementing the more numerous P-47s until sufficient Mustangs became available.
The Eighth Air Force immediately began to switch its fighter groups to the Mustang, first exchanging arriving P-47 groups for those of the 9th Air Force using P-51s, then gradually converting its Thunderbolt and
Lightning groups until, by the end of the year, 14 of its 15 groups flew the Mustang.
Luftwaffe pilots attempted to avoid U.S. fighters by massing in huge numbers well in front of the bombers, attacking in a single pass, then breaking off the attack, allowing escorting fighters little time to react.
While not always successful in avoiding contact with the escort (as the tremendous loss of German pilots in the spring of 1944 indicates), the threat of mass attacks, and later the "company front" (eight abreast) assaults by armored Sturmgruppe Fw 190s, brought an urgency to attacking the Luftwaffe wherever it could be found.
The P-51, particularly with the advent of the K-14 gunsight and the development of "Clobber Colleges" for the in-theater training of fighter pilots in fall 1944, was a decisive element in Allied countermeasures against the Jagdverbände.
Beginning in late February 1944, 8th Air Force fighter units began systematic strafing attacks on German airfields that picked up in frequency and intensity throughout the spring, with the objective of gaining air supremacy over the [Vous devez être inscrit et connecté pour voir ce lien] battlefield.
In general, these were conducted by units returning from escort missions, but beginning in March, many groups also were assigned airfield attacks instead of bomber support.
On 15 April, VIII FC began Operation Jackpot, attacks on specific Luftwaffe fighter airfields, and on 21 May, these attacks were expanded to include [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien], and [Vous devez être inscrit et connecté pour voir ce lien] used by the Germans to transport materiel and troops, in missions dubbed "Chattanooga".
The P-51 also excelled at this mission, although losses were much higher on strafing missions than in air-to-air combat, partially because, like other fighters using liquid-cooled engines, the Mustang's coolant system could be punctured by small arms hits, even from a single bullet.
The numerical superiority of the [Vous devez être inscrit et connecté pour voir ce lien] fighters, superb flying characteristics of the P-51 and pilot proficiency helped cripple the Luftwaffe's fighter force.
As a result, the fighter threat to US, and later British bombers, was greatly diminished by summer 1944.
Reichmarshal [Vous devez être inscrit et connecté pour voir ce lien], commander of the German [Vous devez être inscrit et connecté pour voir ce lien] during the war, was quoted as saying,
"When I saw Mustangs over Berlin, I knew the jig was up."
P-51s also distinguished themselves against advanced enemy rockets and aircraft. A P-51B/C with high-octane fuel was fast enough to pursue the [Vous devez être inscrit et connecté pour voir ce lien] launched toward [Vous devez être inscrit et connecté pour voir ce lien].
The [Vous devez être inscrit et connecté pour voir ce lien] rocket interceptors and [Vous devez être inscrit et connecté pour voir ce lien] jet fighters were considerably faster than the P-51, but were not as maneuverable as the Mustang, and as all aircraft are, were vulnerable on take-off and landing.
[Vous devez être inscrit et connecté pour voir ce lien], flying a P-51D, was one of the first American pilots to shoot down a Me 262 when he surprised it during its landing approach.
On 7 October 1944, Lt. Urban Drew of the 365th Fighter Group went him one better.
During a fighter sweep, he surprised and shot down two Me 262s taking off. On the same day, [Vous devez être inscrit et connecté pour voir ce lien], now flying Mustangs, shot down what he thought was a Bf 109, only to have his gun camera film reveal it to be an Me 262.
On 1 November 1944, the Mustang pilots once again demonstrated that the threat could be contained with numbers.
While flying as escorts for B-17s, the 20th Fighter Group was attacked by a lone Me 262, which destroyed a solitary P-51.
The Me 262 then attempted to attack the bombers, only to be cut off by a mixed formation of P-51s and P-47s.
The fighter groups competed for the kill. Eventually, a P-47 pilot of the 56th, and Mustang pilots Lts. Gerbe and Groce of the 352nd Fighter Groups, shared the kill.
U.S. operational service
At the [Vous devez être inscrit et connecté pour voir ce lien], the Allies formulated the [Vous devez être inscrit et connecté pour voir ce lien] (CBO) plan for "round-the-clock" bombing by the RAF at night and the USAAF by day.
American pre-war bombardment doctrine held that large formations of heavy bombers flying at high altitudes would be able to defend themselves against enemy interceptors with minimal fighter escort,
so that precision daylight bombing using the [Vous devez être inscrit et connecté pour voir ce lien] would be effective.
Both the RAF and Luftwaffe had attempted daylight bombing and discontinued it, believing advancements in
single-engine fighters made multi-engined bombers too vulnerable, contrary to [Vous devez être inscrit et connecté pour voir ce lien]'s thesis.
The RAF had worried about this in the mid-1930s and had decided to produce an all night-bomber force, but initially began bombing operations by day.
The Germans used extensive daylight bombing during the [Vous devez être inscrit et connecté pour voir ce lien] in preparation for a possible invasion.
Due to the high casualty rates, the Luftwaffe soon switched to night bombing (see [Vous devez être inscrit et connecté pour voir ce lien]).
Bomber Command followed suit in its raids over Germany.
Initial USAAF efforts were inconclusive because of the limited scale.
In June 1943, the Combined Chiefs of Staff issued the [Vous devez être inscrit et connecté pour voir ce lien] to destroy the Luftwaffe before the invasion of Europe, putting the CBO into full implementation.
The [Vous devez être inscrit et connecté pour voir ce lien] heavy-bomber force conducted a series of deep-penetration raids into Germany beyond the range of
available escort fighters.
German fighter reaction was fierce, and bomber losses were severe—20% in an [Vous devez être inscrit et connecté pour voir ce lien] on the German [Vous devez être inscrit et connecté pour voir ce lien] industry.
This made it too costly to continue such long-range raids without adequate fighter escort.
The [Vous devez être inscrit et connecté pour voir ce lien] had the range to escort the bombers, but was available in very limited numbers in the European theater due to its Allison engines proving difficult to maintain.
With the extensive use of the P-38 in the [Vous devez être inscrit et connecté pour voir ce lien], where its twin engines were deemed vital to
long-range "over-water" operations, nearly all European-based P-38 units converted to the P-51 in 1944.
The [Vous devez être inscrit et connecté pour voir ce lien] was capable of meeting the Luftwaffe on more than even terms, but did not at the time have sufficient range.
The Mustang changed all that. In general terms, the Mustang was at least as simple as other aircraft of its era.
It used a single, well-understood, reliable engine and had internal space for a huge fuel load.
With external fuel tanks, it could accompany the bombers all the way to Germany and back.
Enough P-51s became available to the 8th and [Vous devez être inscrit et connecté pour voir ce lien] in the winter of 1943-44, and, when the Pointblank offensive resumed in early 1944, matters changed dramatically.
The P-51 proved perfect for the task of escorting bombers all the way to the deepest targets, thus complementing the more numerous P-47s until sufficient Mustangs became available.
The Eighth Air Force immediately began to switch its fighter groups to the Mustang, first exchanging arriving P-47 groups for those of the 9th Air Force using P-51s, then gradually converting its Thunderbolt and
Lightning groups until, by the end of the year, 14 of its 15 groups flew the Mustang.
Luftwaffe pilots attempted to avoid U.S. fighters by massing in huge numbers well in front of the bombers, attacking in a single pass, then breaking off the attack, allowing escorting fighters little time to react.
While not always successful in avoiding contact with the escort (as the tremendous loss of German pilots in the spring of 1944 indicates), the threat of mass attacks, and later the "company front" (eight abreast) assaults by armored Sturmgruppe Fw 190s, brought an urgency to attacking the Luftwaffe wherever it could be found.
The P-51, particularly with the advent of the K-14 gunsight and the development of "Clobber Colleges" for the in-theater training of fighter pilots in fall 1944, was a decisive element in Allied countermeasures against the Jagdverbände.
Beginning in late February 1944, 8th Air Force fighter units began systematic strafing attacks on German airfields that picked up in frequency and intensity throughout the spring, with the objective of gaining air supremacy over the [Vous devez être inscrit et connecté pour voir ce lien] battlefield.
In general, these were conducted by units returning from escort missions, but beginning in March, many groups also were assigned airfield attacks instead of bomber support.
On 15 April, VIII FC began Operation Jackpot, attacks on specific Luftwaffe fighter airfields, and on 21 May, these attacks were expanded to include [Vous devez être inscrit et connecté pour voir ce lien], [Vous devez être inscrit et connecté pour voir ce lien], and [Vous devez être inscrit et connecté pour voir ce lien] used by the Germans to transport materiel and troops, in missions dubbed "Chattanooga".
The P-51 also excelled at this mission, although losses were much higher on strafing missions than in air-to-air combat, partially because, like other fighters using liquid-cooled engines, the Mustang's coolant system could be punctured by small arms hits, even from a single bullet.
The numerical superiority of the [Vous devez être inscrit et connecté pour voir ce lien] fighters, superb flying characteristics of the P-51 and pilot proficiency helped cripple the Luftwaffe's fighter force.
As a result, the fighter threat to US, and later British bombers, was greatly diminished by summer 1944.
Reichmarshal [Vous devez être inscrit et connecté pour voir ce lien], commander of the German [Vous devez être inscrit et connecté pour voir ce lien] during the war, was quoted as saying,
"When I saw Mustangs over Berlin, I knew the jig was up."
P-51s also distinguished themselves against advanced enemy rockets and aircraft. A P-51B/C with high-octane fuel was fast enough to pursue the [Vous devez être inscrit et connecté pour voir ce lien] launched toward [Vous devez être inscrit et connecté pour voir ce lien].
The [Vous devez être inscrit et connecté pour voir ce lien] rocket interceptors and [Vous devez être inscrit et connecté pour voir ce lien] jet fighters were considerably faster than the P-51, but were not as maneuverable as the Mustang, and as all aircraft are, were vulnerable on take-off and landing.
[Vous devez être inscrit et connecté pour voir ce lien], flying a P-51D, was one of the first American pilots to shoot down a Me 262 when he surprised it during its landing approach.
On 7 October 1944, Lt. Urban Drew of the 365th Fighter Group went him one better.
During a fighter sweep, he surprised and shot down two Me 262s taking off. On the same day, [Vous devez être inscrit et connecté pour voir ce lien], now flying Mustangs, shot down what he thought was a Bf 109, only to have his gun camera film reveal it to be an Me 262.
On 1 November 1944, the Mustang pilots once again demonstrated that the threat could be contained with numbers.
While flying as escorts for B-17s, the 20th Fighter Group was attacked by a lone Me 262, which destroyed a solitary P-51.
The Me 262 then attempted to attack the bombers, only to be cut off by a mixed formation of P-51s and P-47s.
The fighter groups competed for the kill. Eventually, a P-47 pilot of the 56th, and Mustang pilots Lts. Gerbe and Groce of the 352nd Fighter Groups, shared the kill.
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:45
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:47
By 8 May 1945, the 8th, 9th and [Vous devez être inscrit et connecté pour voir ce lien]' P-51 groups, all but three of which flew another type before converting to the Mustang, claimed some 4,950 aircraft shot down
(about half of all USAAF claims in the European theater),
the most claimed by any Allied fighter in air-to-air combat, and 4,131 destroyed on the ground.
Losses were about 2,520 aircraft.
One of these groups, the 8th Air Force's [Vous devez être inscrit et connecté pour voir ce lien], was the overall top-scoring fighter group in Europe,
with 1,016 enemy aircraft claimed destroyed. This included 550 claimed in aerial combat and 466 on the ground.
In aerial combat, the top-scoring P-51 units (both of which exclusively flew Mustangs) were the [Vous devez être inscrit et connecté pour voir ce lien] of the 8th Air Force with 595 air-to-air combat victories, and the Ninth Air Force's 354th Fighter Group with 701, which made it the top scoring outfit in aerial combat of all fighter groups of any type.
Martin Bowman reports that in the [Vous devez être inscrit et connecté pour voir ce lien], Mustangs flew 213,873 sorties and lost 2,520 aircraft to all causes.
The top Mustang ace was the USAAF's [Vous devez être inscrit et connecté pour voir ce lien], whose tally stood at 27.5, 24 scored with the P-51 when he was shot down and killed by [Vous devez être inscrit et connecté pour voir ce lien] on Christmas Day 1944 during the [Vous devez être inscrit et connecté pour voir ce lien].
The P-51s were deployed in the Far East later in 1944, operating in close-support and escort missions as well as for tactical photo reconnaissance.
(about half of all USAAF claims in the European theater),
the most claimed by any Allied fighter in air-to-air combat, and 4,131 destroyed on the ground.
Losses were about 2,520 aircraft.
One of these groups, the 8th Air Force's [Vous devez être inscrit et connecté pour voir ce lien], was the overall top-scoring fighter group in Europe,
with 1,016 enemy aircraft claimed destroyed. This included 550 claimed in aerial combat and 466 on the ground.
In aerial combat, the top-scoring P-51 units (both of which exclusively flew Mustangs) were the [Vous devez être inscrit et connecté pour voir ce lien] of the 8th Air Force with 595 air-to-air combat victories, and the Ninth Air Force's 354th Fighter Group with 701, which made it the top scoring outfit in aerial combat of all fighter groups of any type.
Martin Bowman reports that in the [Vous devez être inscrit et connecté pour voir ce lien], Mustangs flew 213,873 sorties and lost 2,520 aircraft to all causes.
The top Mustang ace was the USAAF's [Vous devez être inscrit et connecté pour voir ce lien], whose tally stood at 27.5, 24 scored with the P-51 when he was shot down and killed by [Vous devez être inscrit et connecté pour voir ce lien] on Christmas Day 1944 during the [Vous devez être inscrit et connecté pour voir ce lien].
The P-51s were deployed in the Far East later in 1944, operating in close-support and escort missions as well as for tactical photo reconnaissance.
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:48
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:49
Specifications
P-51D Mustang
General characteristics
Armament
P-51D Mustang
General characteristics
- Crew: 1
- Length: 32 ft 3 in (9.83 m)
- [Vous devez être inscrit et connecté pour voir ce lien]: 37 ft 0 in (11.28 m)
- Height: 13 ft 8 in (4.17 m)
- Wing area: 235 ft² (21.83 m²)
- Empty weight: 7,635 lb (3,465 kg)
- Loaded weight: 9,200 lb (4,175 kg)
- [Vous devez être inscrit et connecté pour voir ce lien]: 12,100 lb (5,490 kg)
- Powerplant: 1× [Vous devez être inscrit et connecté pour voir ce lien] liquid-cooled [Vous devez être inscrit et connecté pour voir ce lien] V-12, 1,490 hp (1,111 kW) at 3,000 rpm; 1,720 hp (1,282 kW) at [Vous devez être inscrit et connecté pour voir ce lien]
- [Vous devez être inscrit et connecté pour voir ce lien]: 0.0163
- [Vous devez être inscrit et connecté pour voir ce lien] 3.80 ft² (0.35 m²)
- [Vous devez être inscrit et connecté pour voir ce lien]: 5.83
- [Vous devez être inscrit et connecté pour voir ce lien]: 437 mph (703 km/h) at 25,000 ft (7,620 m)
- [Vous devez être inscrit et connecté pour voir ce lien]: 362 mph (580 km/h)
- [Vous devez être inscrit et connecté pour voir ce lien]: 100 mph (160 km/h)
- [Vous devez être inscrit et connecté pour voir ce lien]: 1,650 mi (2,755 km) with external tanks
- [Vous devez être inscrit et connecté pour voir ce lien]: 41,900 ft (12,770 m)
- [Vous devez être inscrit et connecté pour voir ce lien]: 3,200 ft/min (16.3 m/s)
- [Vous devez être inscrit et connecté pour voir ce lien]: 39 lb/ft² (192 kg/m²)
- [Vous devez être inscrit et connecté pour voir ce lien]: 0.18 hp/lb (300 W/kg)
- [Vous devez être inscrit et connecté pour voir ce lien]: 14.6
- Recommended Mach limit 0.8
Armament
- 6 × 0.50 in (12.7 mm) machine guns; 400 rounds per inboard gun; 270 per outboard gun
- 2 × hardpoints for up to 2,000 lb (907 kg) of bombs
- 10 × 5 in (127 mm) rockets
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:50
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:51
P-51H Mustang
General characteristics
Performance
Armament
General characteristics
- Crew: 1
- Length: 33 ft 4 in (10.16 m)
- [Vous devez être inscrit et connecté pour voir ce lien]: 37 ft 0 in (11.28 m)
- Height: 11 ft 1 in (3.38 m)
- Wing area: 235 ft² (21.83 m²)
- Empty weight: 7,040 lb (3,195 kg)
- Loaded weight: 9,500 lb (4,310 kg)
- [Vous devez être inscrit et connecté pour voir ce lien]: 11,500 lb (5,215 kg)
- Powerplant: 1× [Vous devez être inscrit et connecté pour voir ce lien] liquid-cooled [Vous devez être inscrit et connecté pour voir ce lien] V-12, 1,490 hp (1,111 kW) at 3,000 rpm,
- 2,220 hp (1,655 kW) at [Vous devez être inscrit et connecté pour voir ce lien]
Performance
- [Vous devez être inscrit et connecté pour voir ce lien]: 487 mph (784 km/h) at 25,000 ft (7,620 m)
- [Vous devez être inscrit et connecté pour voir ce lien]: 1,160 mi (1,865 km) with external tanks
- [Vous devez être inscrit et connecté pour voir ce lien]: 41,600 ft (12,680 m)
- [Vous devez être inscrit et connecté pour voir ce lien]: 3,300 ft/min (16.8 m/s)
- [Vous devez être inscrit et connecté pour voir ce lien]: 40.4 lb/ft² (197.4 kg/m²)
- [Vous devez être inscrit et connecté pour voir ce lien]: 0.23 hp/lb (385 W/kg)
Armament
- 6 × 0.50 in (12.7 mm) Browning machine guns with 1,880 total rounds (400 rounds for each on the inner
pair, and 270 rounds for each of the outer two pair), or 4 of the sameguns with 1,600 total rounds (400 rpg).
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:52
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:55
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Re: North American P-51 Mustang
par Fowl Ven 18 Déc 2009, 13:58
Bibliographie sur le P 51
1 /
1 /
- Aerei da combattimento della Seconda Guerra Mondiale (in Itallian). Novara: De Agostini
Editore, 2005. - Anderson, Peter N. Mustangs of the RAAF and RNZAF. Sydney,
Australia: A.H. & A.W. Reed Pty Ltd, 1975. [Vous devez être inscrit et connecté pour voir ce lien]. - Angelucci, Enzo and Peter Bowers. The American Fighter: The Definitive Guide to American Fighter Aircraft from
1917 to the Present. New York: Orion Books, 1985. [Vous devez être inscrit et connecté pour voir ce lien]. - Boyne, Walter J. Clash of Wings.
New York: Simon & Schuster, 1994. [Vous devez être inscrit et connecté pour voir ce lien]. - Birch, David. Rolls-Royce and the Mustang. Derby, UK: Rolls-Royce Heritage Trust, 1987. [Vous devez être inscrit et connecté pour voir ce lien].
- Bridgman, Leonard (ed.) "The North American Mustang." Jane’s Fighting Aircraft of World War II. London:
Studio, 1946. [Vous devez être inscrit et connecté pour voir ce lien]. - Carson, Leonard "Kit." Pursue & Destroy. Granada Hills, California: Sentry Books Inc., 1978. [Vous devez être inscrit et connecté pour voir ce lien].
- Dean, Francis H. America's Hundred Thousand. Atglen, PA: Schiffer Publishing Ltd., 1997. ISBN
0-7643-0072-5. - Delve, Ken. The Mustang Story. London: Cassell & Co., 1999. [Vous devez être inscrit et connecté pour voir ce lien].
- Donald, David, ed. Encyclopedia of World Aircraft. Etobicoke,
ON: Prospero, 1997. [Vous devez être inscrit et connecté pour voir ce lien]. - Ethell, Jeffrey L. Mustang: A Documentary History of the P-51. London: Jane's Publishing,
1981. [Vous devez être inscrit et connecté pour voir ce lien] - Ethell, Jeffrey L. P-51 Mustang: In Color, Photos from World War II and Korea. St. Paul,
Minnesota: Motorbooks International Publishers & Wholesalers, 1993. [Vous devez être inscrit et connecté pour voir ce lien]. - Furse, Anthony. Wilfrid Freeman: The Genius Behind Allied Survival and Air Supremacy, 1939 to 1945. Staplehurst, UK: Spellmount, 1999. [Vous devez être inscrit et connecté pour voir ce lien].
- Glancey, Jonathan. Spitfire: The Illustrated Biography. London: Atlantic Books, 2006. [Vous devez être inscrit et connecté pour voir ce lien].
- Grant, William Newby. P-51 Mustang. London: Bison Books, 1980. [Vous devez être inscrit et connecté pour voir ce lien].
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