query: who made the engine for the p 51 mustang

pos: North American P-51 Mustang on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October. The Mustang was originally designed to use the Allison V-1710 engine, which, in its earlier variants, had limited high-altitude performance. It was first flown operationally by the RAF as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I). The replacement of the Allison with a Rolls-Royce Merlin resulted in the P-51B/C (Mustang Mk III) model and transformed the Mustang's performance at altitudes above 15,000 ft, allowing the aircraft to compete with the Luftwaffe's fighters. The definitive version, the P-51D, was powered by the Packard

pos: North American P-51 Mustang initial stages of a mission, the fuel tank would be fitted in all Mustangs destined for VIII Fighter Command. The P-51 Mustang was a solution to the need for an effective bomber escort. It used a common, reliable engine and had internal space for a large fuel load. With external fuel tanks, it could accompany the bombers from England to Germany and back. However, the Allison engine in the P-51A had a single-stage supercharger that caused power to drop off rapidly above 15,000 ft. This made it unsuitable for combat at the altitudes where USAAF bombers planned to fly. Following

pos: Rolls-Royce Mustang Mk.X the Ministry of Aircraft Production - MAP) lobbied vociferously for Merlin-powered Mustangs, insisting two of the five experimental Mustang Mk Xs be handed over to Carl Spaatz for trials and evaluation by the U.S. Eighth Air Force in Britain. In this Freeman was greatly assisted by the US Assistant Air Attaché to London, Thomas Hitchcock Jr. After sustained lobbying at the highest level, American production started in early 1943 of a North American-designed Mustang patterned after a P-51 Mustang prototype originally designated the XP-78 that utilized the Packard V-1650-3 Merlin engine replacing the Allison engine. The pairing of the P-51

pos: North American P-51 Mustang variants North American P-51 Mustang variants Over twenty variants of the North American P-51 Mustang fighter were produced from 1940, when it first flew, to after the Second World War, some of which were employed also in the Korean War and in several other conflicts. Numerous examples of the aircraft survive to this day, often as heavily modified air racers. The prototype of the Mustang, designated NA-73X, was rolled out by North American Aviation on 9 September 1940, albeit without an engine, and was first flown the following 26 October. The Mustang was originally designed to use a low-altitude rated Allison

pos: North American P-51 Mustang variants V-1710 engine. Unlike later models, Allison-powered Mustangs were characterized by the carburetor air intake placed on the dorsal surface of the nose, immediately behind the propeller. The first production contract was awarded by the British for 320 NA-73 fighters, named Mustang Mk I by an anonymous member of the British Purchasing Commission; a second British contract soon followed, which called for 300 more (NA-83) Mustang Mk I fighters. Contractual arrangements were also made for two aircraft from the first order to be delivered to the USAAC for evaluation; these two airframes, 41-038 and 41-039 respectively, were designated XP-51. The first

pos: North American P-51 Mustang variants it was to be used to replace the P-40 in Army Cooperation Command squadrons, but the commanding officer was so impressed with its maneuverability and low-altitude speeds, he invited Ronnie Harker (from Rolls-Royce's Flight Test establishment) to fly it. Rolls-Royce engineers rapidly realized equipping the Mustang with a Merlin 61 engine with its two-speed two-stage supercharger would substantially improve performance. The company started converting five aircraft as the Mustang Mk X. Apart from the engine installation, which utilized custom-built engine mounts designed by Rolls-Royce and a standard -diameter four-bladed Rotol propeller from a Spitfire Mk IX, the Mk X was

pos: North American P-51 Mustang variants V), and XP-51G to those with Merlin RM 14 SMs. A third lightweight prototype powered by an Allison V-1710-119 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. 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

pos: North American F-82 Twin Mustang range and performance; however, the Army had always wanted to give the Twin Mustang a purely American and stronger engine than the foreign-designed P-51's V-1650 (built at Packard plants, dismantled after the war). In addition, the licensing costs paid to Rolls-Royce for each V-1650 were being increased by Britain after the war. It therefore negotiated in August 1945 with the Allison Division of the General Motors Corporation for a new version of the Allison V-1710-100 engine. This forced North American to switch subsequent production P-82C and later models to the lower-powered engines. It was found that Allison-powered P-82 models demonstrated

pos: North American P-51 Mustang V-1650-7, a license-built version of the Rolls-Royce Merlin 66 two-stage two-speed supercharged engine and was armed with six .50 caliber (12.7 mm) M2/AN Browning machine guns. From late 1943, P-51Bs and Cs (supplemented by P-51Ds from mid-1944) were used by the USAAF's Eighth Air Force to escort bombers in raids over Germany, while the RAF's Second Tactical Air Force and the USAAF's Ninth Air Force used the Merlin-powered Mustangs as fighter-bombers, roles in which the Mustang helped ensure Allied air superiority in 1944. The P-51 was also used by Allied air forces in the North African, Mediterranean, Italian and Pacific

pos: North American P-51 Mustang Mustang Mk X were completed at Rolls-Royce's airfield at Hucknall in October 1942. At the same time, the possibility of combining the P-51 airframe with the US license-built Packard version of the Merlin engine was being explored on the other side of the Atlantic. In July 1942 a contract was let for two prototypes, briefly designated XP-78 but soon to become the XP-51B. The first flight of the XP-51B took place in November 1942, but the USAAF was so interested in the possibility that an initial contract for 400 aircraft was placed three months beforehand in August. The conversion led

pos: Fighter-bomber of North American Aviation, to assemble the Curtiss P-40 Warhawk in an underutilized plant, he promised a better fighter on the same timing. The resulting North American P-51 Mustang powered by a Packard-built Rolls-Royce Merlin engine became the outstanding long-range fighter of the war. When Lend-lease funding for the RAF Mustangs was exhausted, Kindelberger tried to interest the USAAC but no funds were available for a fighter; instead the Mustang was fitted with dive brakes and emerged as the North American A-36 Apache, a dive bomber almost as fast as the Mustang itself. By April 1943 USAAF Apaches were in

pos: ScaleWings SW51 Mustang The design includes two baggage compartments, one in front of the firewall and one behind the cockpit. The manufacturer has made the aircraft as similar to the original as possible, down to the simulated metal finish, rivets and other details. It also includes a 2000 watt sound system that provides a Rolls-Royce Merlin engine sound and a smoke generator for start-up smoke simulation. Unlike the P-51 Mustang, the SW51's bubble canopy can slide aft and then is hinged to the right for egress. The initial FK-Lightplanes model was a European microlight version. When production passed to ScaleWings they developed new

pos: James MacLachlan bitter at the loss of his brother and was keen to get back into action against the enemy. MacLachlan rejoined the AFDU at Wittering on 15 April 1943. On 19 April he began trials in the P-51 Mustang (termed Mustang IA by the RAF). He selected "FD442" which became his personal mount. The P-51, was at that time, powered by a Allison V-1710 and armed with two 20 mm cannon in each wing. MacLachlan also flew Mustangs powered by the Rolls-Royce Merlin engine which proved so successful in later variants which flew and fought in the USAAF. MacLachlan visited his

pos: Rolls-Royce Crecy fighter. Studies on the de Havilland Mosquito also showed it to raise complex problems with Crecy installation. In 1942 Rolls-Royce Hucknall received a North American P-51 Mustang for engine installation trials. This prompted a series of studies for a Crecy version and the Mustang turned out a more suitable mount than the Spitfire. However these studies were not taken further. As the possibility of a flight-worthy engine approached, on 28 March 1943 Hawker Henley "L3385" was delivered to Hucknall for fitting with a Crecy. However the engine never became available and the aircraft remained at Hucknall until when it was

pos: Bell P-63 Kingcobra too, was destroyed, this time due to an engine failure. The Merlin-engined 42-78015 (as Merlins were primarily needed for the P-51 Mustang) was delivered with another Allison instead, a -93, which had a war emergency rating of at sea level, making this prototype one of the fastest Kingcobras built, attaining at . Deliveries of production P-63As began in October 1943. The USAAF concluded the Kingcobra was inferior to the Mustang, and declined to order larger quantities. American allies, particularly the Soviet Union, had a great need for fighter aircraft, however, and the Soviets were already the largest users of the

pos: North American P-51 Mustang variants the NA-91 order were slated to be set aside and fitted and tested with Packard Merlin engines, with each receiving the designation XP-51B. On 23 June 1942, a contract was placed for 1,200 P-51As (NA-99s). The P-51A used the new Allison V-1710-81 engine, a development of the V-1710-39, driving a -diameter three-bladed Curtiss-Electric propeller. The armament was changed to four .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

pos: North American P-51 Mustang variants concentrate primarily on turbochargers in concert with General Electric; the turbochargers proved to be reliable and capable of providing significant power increases in the P-38 Lightning and other high-altitude aircraft, in particular in the Air Corps' 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 available. In spite of this, the Mustang's advanced aerodynamics showed to advantage, as the Mk I was about faster than contemporary P-40s using the same V-1710-39 (producing

pos: Rolls-Royce Mustang Mk.X development contract was cancelled in 1945 with the mock-up being destroyed. Rolls-Royce Mustang Mk.X The North American Mustang Mk.X (as in "Mark.10"; also known as the "Rolls-Royce Mustang") was a British variant of the US North American P-51 Mustang using a Rolls-Royce Merlin engine in an experimental program undertaken by the Rolls-Royce company in 1942. In April 1942, the Royal Air Force's Air Fighting Development Unit (AFDU) tested the Allison V-1710-engined Mustang at higher altitudes and found it wanting, but their commanding officer, Wing Commander Ian Campbell-Orde, was so impressed with its maneuverability and low-altitude speed that he invited Ronald

pos: Rolls-Royce Mustang Mk.X Rolls-Royce Mustang Mk.X The North American Mustang Mk.X (as in "Mark.10"; also known as the "Rolls-Royce Mustang") was a British variant of the US North American P-51 Mustang using a Rolls-Royce Merlin engine in an experimental program undertaken by the Rolls-Royce company in 1942. In April 1942, the Royal Air Force's Air Fighting Development Unit (AFDU) tested the Allison V-1710-engined Mustang at higher altitudes and found it wanting, but their commanding officer, Wing Commander Ian Campbell-Orde, was so impressed with its maneuverability and low-altitude speed that he invited Ronald Harker from Rolls-Royce's Flight Test establishment at Hucknall to fly it.

pos: Hucknall first flight of a P-51 Mustang fitted with a Rolls-Royce Merlin Engine. The fitting of the Merlin, replacing the existing Allison V-1710 engine allowed the Mustang air frame to reach its full potential and achieve spectacular high-altitude performance, something the Allison engine could not provide. In the early 1950s, the Rolls-Royce site at Hucknall developed the world's first vertical-takeoff jet aircraft – actually a test rig, officially called the Thrust Measuring Rig, but soon nicknamed the "Flying Bedstead" because of its shape. The first untethered flight, piloted by Capt. Ron Shepherd, took place on 3 August 1954 before a distinguished

pos: Curtiss P-60 to shortcomings in the laminar-flow wing surface finish, relatively high radiator drag (compared to the North American P-51 Mustang, which was then flying), and less than specified engine output performance. Consequently, work on the P-60A was stopped on 20 December 1941, when the USAAC recommended that Curtiss concentrate on licence production of Republic P-47 Thunderbolts. On 2 January 1942, the order was changed to produce one XP-60A with the Allison V-1710-75 engine and a General Electric B-14 turbo-supercharger, one XP-60B with the Allison V-1710-75 engine and a Wright SU-504-1 turbo-supercharger, and one XP-60C with the massive Chrysler XIV-2220 sixteen cylinder

pos: V12 engine the North American P-51 Mustang. It was also incorporated into some models of the Curtiss P-40, specifically the P-40F and P-40L. Packard Merlins powered Canadian-built Hurricane, Lancaster, and Mosquito aircraft, as well as the UK-built Spitfire Mark XVI, which was otherwise the same as the Mark IX with its British-built Merlin. The Allison V-1710 was the only indigenous U.S.-developed V12 liquid-cooled engine to see service during World War II. A sturdy design, it lacked an advanced mechanical supercharger until 1943. Although versions with a turbosupercharger provided excellent performance at high altitude in the Lockheed P-38 Lightning, the turbosupercharger and its

pos: Rolls-Royce Limited its unreliable Rolls-Royce Vulture engines), Vickers Wellington (twin-engine); it also transformed the American North American P-51 Mustang into a competitor for the best fighter of its time, its engine a Merlin engine built by Packard under licence. Over 160,000 Merlin engines were produced, including over 30,000 by the Ford Motor Company at Trafford Park, Manchester. During the war most Rolls-Royce flight testing of engines was carried out from Hucknall Aerodrome. The Merlin crossed over into military land-vehicle use as the Meteor powering the Centurion tank among others. Many Meteor engines used engine blocks and parts that failed requirements for high

pos: North American P-51 Mustang capacity, so P-40s were in short supply. North American Aviation (NAA) was already supplying its Harvard trainer to the RAF, but was otherwise underused. NAA President "Dutch" Kindelberger approached Self to sell a new medium bomber, the B-25 Mitchell. Instead, Self asked if NAA could manufacture P-40s under license from Curtiss. Kindelberger said NAA could have a better aircraft with the same Allison V-1710 engine in the air sooner than establishing a production line for the P-40. The Commission stipulated armament of four .303 in (7.7 mm) machine guns (as used on the Tomahawk), a unit cost of no more

pos: Rolls-Royce Merlin upwards of 55,000 examples, and was the principal engine used in the North American P-51 Mustang. Merlin engines remain in Royal Air Force service today with the Battle of Britain Memorial Flight, and power many restored aircraft in private ownership worldwide. In the early 1930s, Rolls-Royce started planning its future aero-engine development programme and realised there was a need for an engine larger than their 21-litre (1,296 cu in) Kestrel which was being used with great success in a number of 1930s aircraft. Consequently, work was started on a new -class design known as the PV-12, with PV standing for

pos: Rolls-Royce Mustang Mk.X airframe and Merlin engine was later designated P-51B for the model NA-102 (manufactured at Inglewood, California) or P-51C for the model NA-103 (manufactured at a new plant in Dallas, Texas from summer 1943). The RAF named both these models Mustang Mk.III. In performance tests, the P-51B achieved 441 mph (710 km/h) at 25,000 ft (7,620 m), and subsequent extended range with the use of drop tanks enabled the Merlin-powered Mustang version to be introduced as a bomber escort. In June 1943, Rolls-Royce proposed to re-engine the Mustang with a Griffon 65, although the resultant "Flying Test Bed" (F.T.B.) would involve

pos: North American P-51 Mustang variants 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 Packard V-1650-3 compared with the V-1710. The engine cowling was completely redesigned to house the Packard Merlin, which, because of the intercooler radiator mounted on the supercharger casing, was taller and used an updraft carburetor, rather than the downdraft variety of the Allison. The new engine drove a four-bladed -diameter Hamilton Standard propeller that featured cuffs of hard molded rubber. To cater for the increased cooling requirements of the Merlin, a new

pos: Allied technological cooperation during World War II Proving Ground. Another T-34 was sent to the British. Britain supplied Hawker Hurricanes to the Soviet Union early in the Great Patriotic War to help equip the Soviet Air Force against the then technologically superior Luftwaffe. British RAF engineer Frank Whittle travelled to the US in 1942 to help General Electric start jet engine production. The American P-51 Mustang was originally designed to a British specification for use by the Royal Air Force and entered service with them in 1942, and later versions were built with a Rolls-Royce Merlin aero-engine. This engine was being produced in the United States by

pos: Alvan Macauley Corporation, who helped Packard produce a car that sold for $980 – $650 less than any Packard automobile. The success of the lower-priced car ended the financial crisis at Packard. Macauley stepped down as president of Packard in 1939. He stayed on as chairman of the board until 1948. Macauley was instrumental in the company's decision to produce the powerful Rolls-Royce Merlin engine, which was a key factor in the success of the famous P-51 Mustang fighter in World War II. Packard continued to produce mid-priced cars in the years following World War II. Macauley resigned from Packard in 1948

pos: Allison Engine Company a turbocharger, the engine suffered tremendously at higher altitudes. It was for this reason in particular that the V-1710 was later removed from the P-51 Mustang and replaced with the Rolls-Royce Merlin. With the need for the V-1710 winding down at the end of the war, Allison found itself with a large production infrastructure that was no longer needed. For this reason, in 1947, the Army decided to take General Electric's versions of Frank Whittle's jet engines and give them to Allison to produce instead. The main production model was GE's I-40, produced as the Allison J33. By the time

neg: Historical P-51 Mustang the supplied kit as 2000 hours. Historical P-51 Mustang The Historical P-51 Mustang is an American homebuilt aircraft that was designed and produced by the Historical Aircraft Corporation of Nucla, Colorado. The aircraft is a 62.5% scale replica of the original North American P-51 Mustang and when it was available was supplied as a kit for amateur construction. The aircraft features a cantilever low-wing, a single-seat enclosed cockpit under a bubble canopy, retractable conventional landing gear and a single engine in tractor configuration. The aircraft is made from welded steel tubing covered in a shell of polyurethane foam and fiberglass.

neg: Historical P-51 Mustang Historical P-51 Mustang The Historical P-51 Mustang is an American homebuilt aircraft that was designed and produced by the Historical Aircraft Corporation of Nucla, Colorado. The aircraft is a 62.5% scale replica of the original North American P-51 Mustang and when it was available was supplied as a kit for amateur construction. The aircraft features a cantilever low-wing, a single-seat enclosed cockpit under a bubble canopy, retractable conventional landing gear and a single engine in tractor configuration. The aircraft is made from welded steel tubing covered in a shell of polyurethane foam and fiberglass. Its span wing, mounts flaps and

neg: Papa 51 Thunder Mustang with his supercharged version of the Falconer engine during the 2010 races with level flight top speed of more than 415 mph. Papa 51 Thunder Mustang The Thunder Mustang is a modern 0.75 scale replica of the P-51 Mustang and has joined the ranks of the high performance P-51 kits alongside the all-aluminum Stewart S-51D and the full-scale, turbine powered Cameron P-51G. The Thunder Mustang is currently in renewed production stages. Production ceased in the fall of 1999. The Thunder Builders Group LLC owned the assets required to manufacture the airplane in September 2010, when they sold the assets to

neg: Titan T-51 Mustang T-51 is the Suzuki H engine, specifically the H27A 2.7L V6, which generates . The construction-to-flying time for the Titan T-51 is about 1400–1600 hours, and jigs or complicated tools are not required. Titan T-51 Mustang The Titan T-51 Mustang is a three-quarter scale replica of the P-51 Mustang that was designed by Titan Aircraft owner John Williams. It is a two-seat homebuilt aircraft with dual controls and tandem seats, and has remarkable performance given the small size of the engine. T-51 kits are fabricated by Titan Aircraft Company at South Austinburg, Ohio in the United States and are being

neg: Commemorative Air Force equal rank of colonel; and a rallying cry of "Semper, Mint Julep". In 1957, Lloyd Nolen and four friends purchased a P-51 Mustang, each sharing in the $1,500 cost of the aircraft. With the purchase of the Mustang, known as Red Nose, the group that became the CAF was unofficially founded. In 1958, the group made their second purchase of two Grumman F8F Bearcats for $805 each. Along with the P-51, this gave the pilots the two most advanced piston-engine fighters to see service with the U.S. Army Air Forces and the United States Navy. In 1960, the CAF began

neg: North American P-51 Mustang variants fitted with a Merlin 113 (also used in the de Havilland Mosquito B.35). This engine was similar to the Merlin 100, fitted with a supercharger rated for higher altitudes. "FX901" was capable of 454 mph (730 km/h) at 30,000 ft (9,100 m) and at 40,000 ft (12,200 m). The basic dimensions of the P-51/A-36 variants remained consistent from the XP-51 through to the experimental "lightweight" P-51s, although there were relatively minor variations in height and wing area. The P-51H was the first production version of the Mustang to feature a lengthened fuselage and taller tailfin. The power rating for the

neg: Titan T-51 Mustang Titan T-51 Mustang The Titan T-51 Mustang is a three-quarter scale replica of the P-51 Mustang that was designed by Titan Aircraft owner John Williams. It is a two-seat homebuilt aircraft with dual controls and tandem seats, and has remarkable performance given the small size of the engine. T-51 kits are fabricated by Titan Aircraft Company at South Austinburg, Ohio in the United States and are being assembled and flown in several countries where they are popular with pilots and particularly with spectators at airshows. The aircraft has a wide range of handling abilities, from a stall speed of only

neg: Marquardt Corporation purchased two of the same design early in 1946, and fitted them to the wingtips of a P-51 Mustang fighter for in-flight testing. By this time the Navy had fitted theirs to a F7F Tigercat and started flight tests in late 1946. Later Navy tests fitted the same engine to a XP-83 and F-82 Twin Mustang. In 1947 Martin built the Gorgon IV missile testbed, powered by the 20" engine. Four Gorgon flights with the new engines were made that year at Mach 0.85 at 10,000 feet (3,000 m) altitude, and in 1948 a newer engine pushed the speeds to

neg: North American P-51 Mustang variants the deck before the main gear, the aircraft could be stopped in a minimum distance. The project was canceled after U.S. Marines secured the Japanese island of Iwo Jima 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. While North American were concentrating on improving the performance of the P-51 through the development of the lightweight Mustangs, in Britain, other avenues of development were being pursued. To this end, two Mustang Mk IIIs (P-51Bs and P-51Cs), "FX858" and "FX901", were fitted with different Merlin engine variants.

neg: North American P-51 Mustang and skill levels. The aircraft have also been the subject of numerous scale flying replicas. Aside from the popular radio-controlled aircraft, several kitplane manufacturers offer ½, ⅔, and ¾-scale replicas capable of comfortably seating one (or even two) and offering high performance combined with more forgiving flight characteristics. Such aircraft include the Titan T-51 Mustang, W.A.R. P-51 Mustang, Linn Mini Mustang, Jurca Gnatsum, Thunder Mustang, Stewart S-51D Mustang, and Loehle 5151 Mustang. North American P-51 Mustang The North American Aviation P-51 Mustang is an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among

neg: North American P-51 Mustang variants a straightforward adaptation of the Mk I airframe, keeping the same radiator duct design. The Vice-Chief of the Air Staff, Air Marshal Sir Wilfrid R. Freeman, lobbied vociferously for Merlin-powered Mustangs, insisting two of the five experimental Mustang Xs be handed over to Carl Spaatz for trials and evaluation by the U.S. Eighth Air Force in Britain. The high-altitude performance improvement was remarkable: the Mk X (serial number AM208) reached at , and "AL975" tested at an absolute ceiling of . The two XP-51Bs were a more thorough conversion than the Mustang X, with a tailor-made engine installation and a

neg: Cameron P-51G Cameron P-51G The Cameron P-51G (originally Cameron Grand 51) is an American two-seat turboprop representation of the 1940s North American P-51 Mustang, designed and built by Cameron & Sons Aircraft of Coeur d'Alene, Idaho for sale as completed aircraft or kits for amateur construction. The P-51G is a full-size representation of the second world war Mustang. The design was started in 1988 with a first flight in 1998. It was displayed in public at Oshkosh in July 1998 as the Grand 51 but was subsequently renamed the P-51G. The P-51G is a low-wing cantilever monoplane with an airframe made from

neg: Ford Mustang I 60 degree V4 engine powered the Mustang I. The front-wheel-drive powertrain from Ford Germany's mainstream Cardinal/Taunus sedans was mounted directly behind the cockpit with the engine and 4-speed transmission in a common housing with an axle and conventional clutch. Ford Lead Designer and Executive Stylist John Najjar favored a mid-engined configuration, cooled through two separate radiators on the sides of the car. Najjar also proposed the name "Mustang" for the concept vehicle. As an aviation enthusiast, Najjar was familiar with the North American P-51 Mustang fighter. He saw some design similarities in the diminutive but sleek profile of the new

neg: North American F-82 Twin Mustang been preserved and will be reapplied to the interior of the finished aircraft. North American F-82 Twin Mustang The North American F-82 Twin Mustang is the last American piston-engine fighter ordered into production by the United States Air Force. Based on the P-51 Mustang, the F-82 was originally designed as a long-range escort fighter in World War II. The war ended well before the first production units were operational. In the postwar era, Strategic Air Command used the planes as a long-range escort fighter. Radar-equipped F-82s were used extensively by the Air Defense Command as replacements for the Northrop P-61

neg: North American P-51 Mustang variants for the P-51 came from tests carried out at facilities such as the USAAF's "Flight Test Engineering Branch", based at Wright Field near Dayton, Ohio and, for the RAF, the Aeroplane & Armament Experimental Establishment (A&AEE), based at Boscombe Down. North American Aviation carried out their own performance tests, as did the only other manufacturer of the P-51, the Commonwealth Aircraft Corporation (CAC) of Australia. North American P-51 Mustang variants Over twenty variants of the North American P-51 Mustang fighter were produced from 1940, when it first flew, to after the Second World War, some of which were employed also

neg: Papa 51 Thunder Mustang Papa 51 Thunder Mustang The Thunder Mustang is a modern 0.75 scale replica of the P-51 Mustang and has joined the ranks of the high performance P-51 kits alongside the all-aluminum Stewart S-51D and the full-scale, turbine powered Cameron P-51G. The Thunder Mustang is currently in renewed production stages. Production ceased in the fall of 1999. The Thunder Builders Group LLC owned the assets required to manufacture the airplane in September 2010, when they sold the assets to Dean Holt of Mount Vernon, Washington. Dean is currently in the process of manufacturing all the necessary components for complete kit offerings

neg: North American P-51 Mustang P-51 excelled at this mission, although losses were much higher on strafing missions than in air-to-air combat, partially because the Mustang's liquid-cooled engine (particularly its coolant system) was vulnerable to small-arms fire, unlike the air-cooled R-2800 radials of its Republic P-47 Thunderbolt stablemates based in England, regularly tasked with ground-strafing missions. Given the overwhelming Allied air superiority, the Luftwaffe put its effort into the development of aircraft of such high performance that they could operate with impunity, but which also made bomber attack much more difficult, merely from the flight velocities they achieved. Foremost among these were the Messerschmitt Me

neg: North American F-82 Twin Mustang North American F-82 Twin Mustang The North American F-82 Twin Mustang is the last American piston-engine fighter ordered into production by the United States Air Force. Based on the P-51 Mustang, the F-82 was originally designed as a long-range escort fighter in World War II. The war ended well before the first production units were operational. In the postwar era, Strategic Air Command used the planes as a long-range escort fighter. Radar-equipped F-82s were used extensively by the Air Defense Command as replacements for the Northrop P-61 Black Widow as all-weather day/night interceptors. During the Korean War, Japan-based F-82s were

neg: Ford Mustang variants six-piston brakes were an option on both cars, but not standard. Also, in 2007 and 2008, Roush produced 100 per year of the all-black Blackjack Mustang, and the top shelf P-51A and P-51B mustangs. These cars featured a Vapor Silver / green paint scheme, accented with Satin Silver hood scoop, chin spoiler and rear wing (in a tribute to the P-51 Mustang fighter plane of WW-II). The engine internals were upgraded to a forged rotating assembly, allowing a larger Eaton TVS R2300 Roots supercharger. This produced 510 crank hp and 510 ft lbs of torque. The difference between the A

neg: North American P-51 Mustang variants with swept-wing designs. In early 1944, the first P-51A-1-NA, "43-6003". was fitted and tested with a lightweight retractable ski kit replacing the wheels. This conversion was made in response to a perceived requirement for aircraft that would operate away from prepared airstrips. The main oleo leg fairings were retained, but the main wheel doors and tail wheel doors were removed for the tests. When the undercarriage was retracted, the main gear skis were housed in the space in the lower engine compartment made available by the removal of the fuselage .50 in (12.7 mm) Brownings from the P-51As. The entire

neg: North American P-51 Mustang last aircraft finally being retired by the Dominican Air Force in 1984. After World War II, the P-51 Mustang served in the air arms of more than 25 nations. During the war, a Mustang cost about $51,000, while many hundreds were sold postwar for the nominal price of one dollar to signatories of the Inter-American Treaty of Reciprocal Assistance, ratified in Rio de Janeiro in 1947. These countries used the P-51 Mustang: Many P-51s were sold as surplus after the war, often for as little as $1,500. Some were sold to former wartime fliers or other aficionados for personal use,

neg: James MacLachlan bring his final tally to 16. On 18 July 1943 the P-51 Mustang in which he was flying was hit by German flak or suffered engine failure and crashed over France. The Germans reported him as a prisoner of war but he died in a military hospital from his injuries. MacLachlan was awarded a second Bar to his DFC on 30 July 1943 in absentia. During the course of his combat career he flew the Fairey Battle, Hawker Hurricane, Supermarine Spitfire and P-51 Mustang. James MacLachlan was born on 1 April 1919 at Styal in Cheshire, the second of six

neg: North American P-51 Mustang North American P-51 Mustang The North American Aviation P-51 Mustang is an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter. The prototype NA-73X airframe was rolled out

neg: North American P-51 Mustang , 18 minutes and , 31 minutes. He achieved a new height record of in level flight and a maximum altitude. The previous record of had stood since 1954. Over 20 variants of the P-51 Mustang were produced from 1940 to after the war. Except for the small numbers assembled or produced in Australia, all Mustangs were built by North American initially at Inglewood, California, but then additionally in Dallas, Texas. As indicative of the iconic nature of the P-51, manufacturers within the hobby industry have created scale plastic model kits of the P-51 Mustang, with varying degrees of detail

neg: North American P-51 Mustang variants to 20.7 psi (6 psi more than one atmosphere) before entering the engine; +25 meant the air/fuel mix was being compressed to 39.7 psi. When reading performance figures it should always be borne in mind that weight, the aerodynamic drag generated by different external fittings, the condition of the airframe and/or engine, and all sorts of other factors could influence how an aircraft performed. For example, the P-51's laminar flow wings needed to be kept as clean and smooth as possible; even relatively minor damage on the wing leading edges could drastically reduce top speed. The most accurate performance figures

neg: Cox model engine modification for a new model that was built a new Cat number was produced. (e.g. 190-8) Some had dual bypass port cylinders while others had single, it depended on the airplane. e.g. JU-87D Stuka, P-51 Bendix Racer, P-51 Mustang & Miss America models. Babe Bee type engine with "horseshoe" type Delrin backplate and brass needle valve. The horseshoe backplate had additional mounting holes drilled in the plate allowed fitting to after market and kit aircraft. Various shapes and colours were produced depending on the model they were fitted to. Some had dual bypass port cylinders while others had single, it

neg: North American P-51 Mustang variants having ring and bead sights mounted on the top engine cowling formers. This option was discontinued with the P-51D. The first XP-51B flew on 30 November 1942. Flight tests confirmed the potential of the new fighter, with the service ceiling being raised by , with the top speed improving by at . American production was started in early 1943 with the P-51B (NA-102) being manufactured at Inglewood, California, and the P-51C (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

neg: ASB.tv abandon its mission similar to the original team who in 1942 made an emergency landing on the ice because of foul weather. Ed Shipley, flying P-51 Mustang, “Miss Velma” continued the journey making the transatlantic crossing alone, in a single engine airplane. People could track the progress of the flight live on www.airshowbuzz.com and watched video clips and photos throughout the journey. Air Show Buzz's website and online community was discontinued in mid-2012. A statement from their website said: "AIRSHOWBUZZ HAS FLOWN WEST When we launched ASB 5 years ago it quickly became the premier online community for the air

neg: Fisher P-75 Eagle 1942, the contract for two prototypes, designated "XP-75", was signed with the Fisher Body Division of GM. The design concept was to use the outer wing panels from the North American P-51 Mustang, the tail assembly from the Douglas A-24 (SBD), and the undercarriage from the Vought F4U Corsair in a general layout much as in the Bell P-39 Airacobra with the engine located with the contra-rotating propellers driven through extension shafts. At an early design stage, however, Curtiss P-40 Warhawk outer wing panels were substituted for the P-51 panels. In mid-1943, the need for long-range escort fighters became more

neg: North American P-51 Mustang variants more streamlined radiator, the P-51H was faster than the P-51D, able to reach at . The P-51H was designed to complement the P-47N as the primary aircraft for the invasion of Japan, 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 V-1650-11 engine, which was

neg: Curtiss XP-46 program was cancelled. A myth claims that work on the XP-46 was the basis of the North American NA-73X – the prototype P-51 Mustang. While North American Aviation (NAA) purchased technical aerodynamic data on the P-40 and XP-46 from Curtiss for $56,000, and there are certain design similarities in the radiator/oil-cooler configuration of the two types, North American had already made significant progress on its design. Curtiss P-40 Warhawk North American P-51 Mustang Curtiss XP-46 The Curtiss XP-46 was a 1940s United States prototype fighter aircraft. It was a development of the Curtiss-Wright Corporation in an effort to introduce the

neg: North American P-51 Mustang variants with altitude, the efficiency of a piston engine drops because of the reduction in the amount of air that can be drawn into the engine; for example, the air density at is ⅓ of that at sea level, thus only ⅓ of the amount of air can be drawn into the cylinder and only ⅓ of the fuel can be burnt. In the case of the Mustang the air being forced through the supercharger air intake was first compressed by the supercharger's first stage, or "low blower". The intercooler stopped the compressed mixture from becoming too hot and either igniting

neg: Fisher P-75 Eagle number of combat aircraft types in production and not enter into large-scale production of new types that might not be available before the war ended. As the twin-engine Lockheed P-38 Lightning and North American P-51 Mustang demonstrated excellent long-range capabilities, the production run of the P-75A Eagle was substantially terminated on 6 October 1944. It was decided to use the six completed production aircraft for experimental work and development of the V-3420 engine. As a result of those events, the P-75A did not complete formal performance trials due to termination of the production contract. Ultimately, only eight XP-75s and six

neg: Regis F. A. Urschler Urschler was awarded the [[Order of the Sword]] on May 1, 1985. General Urschler has been awarded the following awards and decorations: [[File:Regis Urschler in Retirement with his P-51.jpeg|thumb|Regis Urschler in retirement with his P-51 "Gun Fighter"]] Regis Urschler never married. After a 32-year military career, he retired from the Air Force on June 1, 1985. He underwent five-way bypass heart surgery in 2001, and returned to flying his P-51 for several years. In retirement alone, Urschler has logged more than 3,000 hours at air shows in his private [[North American P-51 Mustang|P-51 Mustang]], named "Gun Fighter". After turning 80

neg: Focke-Wulf Ta 152 were not high priority projects. The entry of the United States into the war brought with it a series of heavy bombers and escort fighters optimized for operations at higher altitudes, around . At these altitudes, the 190 found itself at a distinct disadvantage, and this problem became acute in early 1944 when the P-51 Mustang arrived in quantity. This led to the introduction of the Fw 190D-9, mounting the Junkers Jumo 213E engine. This engine had a two-stage supercharger and much better altitude performance. However, the rest of the aircraft's design, especially the relatively short wings, made it difficult

neg: Ford Mustang new car was introduced to the public on April 17, 1964 at the New York World's Fair. Executive stylist John Najjar, who was a fan of the World War II P-51 Mustang fighter plane, is credited by Ford to have suggested the name. Najjar co-designed the first prototype of the Ford Mustang known as Ford Mustang I in 1961, working jointly with fellow Ford stylist Philip T. Clark. The Mustang I made its formal debut at the United States Grand Prix in Watkins Glen, New York, on October 7, 1962, where test driver and contemporary Formula One race driver Dan

neg: 56th Operations Group own to all causes. Ten of its pilots had become aces, and two (Capt. Walker M. Mahurin and 1st Lt. Robert S. Johnson) were double-aces (10 kills). The longer range and agility of the P-51 Mustang resulted in the decision in January 1944 to give the Eighth Air Force priority in the acquisition of the Mustang. New P-51 units of the Ninth would be exchanged for P-47 groups earmarked for the Eighth, and all VIII Fighter Command Thunderbolt and P-38 Lightning groups would eventually be re-equipped with the Mustang. The sole exception to this change was the 56th Fighter Group,

neg: North American A-36 Apache American's president Howard "Dutch" Kindelberger pressed the newly redesignated U.S. Army Air Forces (USAAF) for a fighter contract for the essentially similar P-51, 93 of which had passed into the USAAF when the Lend-Lease contract with Britain ran out of funds. The Mustang IA/P-51 used four 20 mm Hispano wing cannon in place of the original armament, a combination of four wing-mounted .30 caliber (7.62 mm) M1919 Browning machine guns and four .50 caliber (12.7 mm) M2 Browning machine guns, two of which were mounted in the wings, while the second pair was mounted in the "chin", or lower engine

neg: North American P-51 Mustang variants a peak as one of the fastest production piston-engine fighters to see service. The P-51H used the new V-1650-9 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 reduced the tendency to yaw. The canopy resembled the P-51D style, over a raised pilot's position. Service access to the guns and ammunition was also improved. With a new airframe several hundred pounds lighter, extra power, and a

neg: Lockheed P-38 Lightning several of his designers to view a YP-38 prototype shortly before World War II, and its design directly inspired the tail fins of the 1948–1949 Cadillac. The P-38 was also the inspiration for Raymond Loewy and his design team at Studebaker for the 1950 and 1951 model-year Studebakers. The whine of the speeder bike engines in "Return of the Jedi" was partly achieved by recording the engine noise of a P-38, combined with that of a North American P-51 Mustang. The Japanese video game company Capcom features the P-38 in its "19XX" series of arcade games, including "", "1942", and

neg: Cameron P-51G carbon fibre epoxy. Of similar lines to the original Mustang, the prototype was fitted with a Lycoming T53-L-701A turboprop with a three-bladed tractor propeller. The P-51G has a hydraulically operated retractable conventional landing gear with a retractable tailwheel. The two-seat cockpit has the pilot and passenger in tandem under a hinged one-piece canopy, the company does have a P-51D-style framed canopy available as an option. The Mustang-style under-fuselage airscoop is a dummy that provides a baggage compartment. Cameron P-51G The Cameron P-51G (originally Cameron Grand 51) is an American two-seat turboprop representation of the 1940s North American P-51 Mustang, designed

neg: North American P-51 Mustang homeland. The P-51 was often mistaken for the Japanese Kawasaki Ki-61 "Hien" in both China and Pacific because of its similar appearance. Chief Naval Test Pilot and C.O. Captured Enemy Aircraft Flight Capt. Eric Brown, CBE, DSC, AFC, RN, tested the Mustang at RAE Farnborough in March 1944 and noted, "The Mustang was a good fighter and the best escort due to its incredible range, make no mistake about it. It was also the best American dogfighter. But the laminar-flow wing fitted to the Mustang could be a little tricky. It could not by any means out-turn a Spitfire. No

neg: North American P-51 Mustang 4,131 destroyed on the ground. Losses were about 2,520 aircraft. The 8th Air Force's 4th Fighter Group was the 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 air combat, the top-scoring P-51 units (both of which exclusively flew Mustangs) were the 357th Fighter Group of the 8th Air Force with 565 air-to-air combat victories and the 9th Air Force's 354th Fighter Group with 664, which made it one of the top-scoring fighter groups. The top Mustang ace was the USAAF's George Preddy, whose final

neg: Edgar Schmued and its flying qualities superb. This aircraft was still winning races and setting speed records for piston engine-powered airplanes decades after its production had ended. Although he was renowned as a workaholic at North American, Schmued undertook the design of the Morrow Victory Trainer in 1941 on an independent contract; it was dubbed the "Mini-Mustang" because of its close resemblance to the P-51. Fueled by a striking similarity of the early Mustang and the German Messerschmitt Bf 109 - pilots and ground crews of both sides confused the two aircraft - and Schmued's German origin, an urban legend has grown

neg: North American P-51 Mustang variants United States regarding involvement in global hostilities against the Axis literally overnight, priority had to be given to building as many existing fighters – P-38s, P-39s, and P-40s – as possible while simultaneously training pilots and other personnel, which meant evaluation of the XP-51 did not begin immediately. However, this did not mean it was neglected, or testing and evaluation mishandled. The 150 NA-91s were designated P-51 by the newly formed USAAF and were initially named Apache, although this was soon dropped and the RAF name, Mustang, adopted instead. The USAAF did not like the mixed armament of the British

neg: North American P-51 Mustang variants P-51K models. The P-51D/P-51K 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 P-51B or P-51C models. In November 1944 the Australian government decided to order Australian-built Mustangs, to replace its Curtiss Kittyhawks and CAC Boomerangs in the South West Pacific theatre. The Commonwealth Aircraft Corporation (CAC) factory at Fishermans Bend, Melbourne was the only non-U.S. production line for the P-51. In 1944, 100 P-51Ds were shipped

neg: Webb Air Force Base II combat pilot in Europe, who was killed in a mishap off the Japanese coast flying a P-51 Mustang in 1949 during a training mission. Instruction of the first class began in April 1952. The initial mission of the 3560th PTW was basic, single-engine flight training. The wing was equipped with 37 T-28 Trojan propeller and 28 T-33 Shooting Star jet trainers. The base population soon passed 2,000. With the end of the Korean War, in 1954 ATC reduced its basic single-engine pilot schools from seven to five, this saw the number of students at Webb remain basically the same

neg: Sioux City Air National Guard Base Air Force's 386th Fighter Squadron, flying P-47 Thunderbolts, was activated in 1943 and then inactivated in 1945 at the end of World War II. The unit was subsequently re-designated the 174th Fighter Squadron and allocated to the Iowa National Guard on 24 May 1946. On 2 December 1946, the 174th was extended Federal recognition and equipped with P-51 Mustangs. Today, the 174th is still the flying squadron at the 185th Air Refueling Wing, formerly the 185th Fighter Wing. For three years, the 174th flew the P-51 Mustang, later redesignated the F-51 "Mustang after the U.S. Air Force became an independent

neg: Menasco Motors Company at 260 hp. Al Menasco left the company in 1938. Menasco opened a car dealership, tried his hand at grape cultivation and winemaking, and was sought for advice by aviators and engine manufacturers until his death in 1988. In 1945 Menasco Motor Company changed its name to Menasco Manufacturing Company to better describe the company's business, which had transitioned from aircraft engines to development and manufacturing aircraft landing gear. More than 80,000 gear sets were produced during WWII, including such aircraft as the Lockheed P-38 Lightning, the North American P-51 Mustang, the Republic P-47 Thunderbolt, and the Lockheed P-80 Shooting

neg: Parker 51 also came with a warning that it should be used only in the Parker "51" (or its new little brother, the "21"), but the warning was more discreet. The pen was not named after the P-51 Mustang fighter plane; but Parker took advantage of the coincidence by comparing the pen and the plane in its advertising. Additionally, a pilot who is suspected of falsifying flight records in his logbook in order to overstate his actual experience is said to have logged "P-51 hours," relying on the ambiguity of the term "P-51" to avoid directly confronting the suspect. The "51" is

neg: 57th Fighter-Interceptor Squadron unit (RTU) for North American P-51 Mustang pilots. RTUs were oversized units training individual pilots or aircrews. The unit's P-39s were to be flown to Duncan Field, Texas for depot-level overhaul. It was reequipped with the North American P-51A Mustang, thereby becoming the first P-51 unit in the AAF. In early May 1943, the 54th Fighter Group began a split operation, with headquarters and the 56th and 57th Fighter Squadrons relocating to Bartow Army Air Field, Florida, while the group's other squadron was at Hillsborough Army Air Field. However, the Army Air Forces (AAF) was finding that standard military units,

neg: North American P-51 Mustang Anglo-French Purchasing Commission to deliver the aircraft and NAA gave two examples (41-038 and 41-039) to the USAAC for evaluation. The Mustang was initially developed for the RAF, which was its first user. As the first Mustangs were built to British requirements, these aircraft used factory numbers and were not P-51s; the order comprised 320 NA-73s, followed by 300 NA-83s, all of which were designated North American Mustang Mark I by the RAF. The first RAF Mustangs supplied under Lend-Lease were 93 P-51s, designated Mk Ia, followed by 50 P-51As used as Mustang Mk IIs. Aircraft supplied to Britain under

neg: North American P-51 Mustang were initially layered, using the shorter-range P-38s and P-47s to escort the bombers during the initial stages of the raid before handing over to the P-51s when they were forced to turn for home. This provided continuous coverage during the raid. The Mustang was so clearly superior to earlier US designs that the 8th Air Force began to steadily switch its fighter groups to the Mustang, first swapping arriving P-47 groups to the 9th Air Force in exchange for those that were using P-51s, then gradually converting its Thunderbolt and Lightning groups. By the end of 1944, 14 of its

neg: North American P-51 Mustang variants Guard in 1952. The P-51H was not used for combat in the Korean War 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 FJ-1 Fury and Air Force F-86 Sabre. 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

neg: Falconar SAL Mustang Falconar SAL Mustang The Falconar SAL Mustang, also called the 2/3 Mustang and the SAL P-51D Mustang is a Canadian amateur-built aircraft, produced by Falconar Avia and introduced in 1969. The aircraft is a scale replica of the North American P-51 Mustang and is supplied as a kit or as plans for amateur construction. In 1963 Falconar partnered with designer Marcel Jurca to produce the Jurca Gnatsum. By 1967, Falconar recommended a large number of changes to the design, which resulted in Jurca leaving the project. The modified aircraft was developed as the SAL Mustang and first flown in 1971

neg: Roland R. Wright Roland R. Wright Roland R. Wright (30 March 1919 – 19 October 2015) was a brigadier general of the United States Air Force who was a pilot during World War II, the Korean War, and the Vietnam War. During World War II, Wright was assigned to the 364th Fighter Squadron, 357th Fighter Group where he flew the P-51 Mustang. Wright had three confirmed aerial victories, one of which was against a Me 262—the eighth to have ever been shot down. All three P-51 Mustangs he flew were dubbed the 'Mormon Mustang'. Wright eventually reached the rank of brigadier general, retiring

neg: North American P-51 Mustang variants 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 RAF for testing and evaluation. Serial number "44-64192" was designated BuNo "09064" and used by the U.S. Navy to test transonic airfoil designs and then returned to the Air National

neg: North American P-51 Mustang variants at . In addition, the extended range made possible by the use of drop tanks enabled the Merlin-powered Mustang to be introduced as a bomber escort with a combat radius of using two 2-piece, sheet-metal stamped construction drop tanks. The range would be further increased with the introduction of an self-sealing fuel tank aft of the pilot's seat, starting with P-51B-5-NA ("block 5"). When this tank was full, the center of gravity of the Mustang was moved dangerously close to the aft limit. As a result, maneuvers were restricted until the tank was down to about and the external tanks

neg: Cavalier Mustang fly on the U.S. and European air show circuits today. Cavalier Mustang The Cavalier Mustang was a post-World War II civilian-modified version of the North American P-51 Mustang aircraft. Although originally intended as a high speed personal aircraft, the Cavalier was also exported for use as a fighter and close air support aircraft to third world air forces. In 1957, newspaper publisher David Lindsay (1922–2009) founded Trans Florida Aviation Inc. His intention was to transform surplus military P-51s into executive business aircraft. These aircraft were initially called the Trans-Florida Executive Mustang, soon renamed the Trans Florida Aviation Cavalier Mustang. The

neg: Cavalier Mustang Cavalier Mustang The Cavalier Mustang was a post-World War II civilian-modified version of the North American P-51 Mustang aircraft. Although originally intended as a high speed personal aircraft, the Cavalier was also exported for use as a fighter and close air support aircraft to third world air forces. In 1957, newspaper publisher David Lindsay (1922–2009) founded Trans Florida Aviation Inc. His intention was to transform surplus military P-51s into executive business aircraft. These aircraft were initially called the Trans-Florida Executive Mustang, soon renamed the Trans Florida Aviation Cavalier Mustang. The first of the Executive Mustangs was built in 1958 and

neg: ScaleWings SW51 Mustang ScaleWings SW51 Mustang The ScaleWings SW51 Mustang, formerly marketed as the FK-Lightplanes Fk51 Mustang, is an Austrian ultralight, light-sport aircraft and homebuilt aircraft that was designed by ScaleWings of Strasswalchen, Austria and was initially produced by FK-Lightplanes of Krosno, Poland, who introduced it publicly at the AERO Friedrichshafen show in 2013. After FK-Lightplanes ceased production, the design was built by ScaleWings. The aircraft was first flown in October 2014 and is supplied as a complete ready-to-fly-aircraft or as a kit for amateur construction. The SW51 is a 70% replica of the North American P-51 Mustang fighter aircraft of the Second

neg: North American P-51 Mustang variants Mustang. A Dallas-built version of the P-51D, designated the P-51K, was equipped with an diameter Aeroproducts propeller in place of the Hamilton Standard propeller. The hollow-bladed Aeroproducts propeller was unreliable, due to manufacturing problems, with dangerous vibrations at full throttle and was eventually replaced by the Hamilton Standard. By the time of the Korean War, most F-51s were equipped with "uncuffed" Hamilton Standard 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 P-51D model and Mustang Mk IVA to

neg: Luftwaffe were meeting large numbers of equal if not superior Allied types. Daytime aerial defense against the USAAF's strongly defended heavy bomber forces, particularly the Eighth Air Force and the Fifteenth Air Force, had its successes through the calendar year of 1943. But at the start of 1944, Eighth AF commander Jimmy Doolittle made a major change in offensive fighter tactics, which defeated the "Luftwaffe"s day fighter force from that time onwards. Steadily increasing numbers of the superlative North American P-51 Mustang single-engine fighter, leading the USAAF's bombers into German airspace defeated first the Bf 110 "Zerstörer" wings, then the Fw

neg: Walter Nowotny managed to take off because Büttner had a punctured tire during taxiing and Nowotny's turbines initially refused to start. With some delay, Nowotny took off and engaged the enemy on his own, Schall and Wegmann having since retired from the action after sustaining battle damage. Nowotny radioed that he had downed a B-24 Liberator and a P-51 Mustang before he reported one engine failing and made one final garbled transmission containing the word "burning". Helmut Lennartz recalled: "I remember Nowotny's crash very well. "Feldwebel" Gossler, a radio operator with our unit, had set up a radio on the airfield. Over

neg: North American P-51 Mustang painted as P-51D-15-NA serial no. 44-15174, is on display at the National Museum of the United States Air Force, Wright-Patterson AFB, in Dayton, Ohio. The final withdrawal of the Mustang from USAF dumped hundreds of P-51s onto the civilian market. The rights to the Mustang design were purchased from North American by the Cavalier Aircraft Corporation, which attempted to market the surplus Mustang aircraft in the U.S. and overseas. In 1967 and again in 1972, the USAF procured batches of remanufactured Mustangs from Cavalier, most of them destined for air forces in South America and Asia that were participating in

neg: North American P-51 Mustang units converted to the type in late 1943 and early 1944. Mustang Mk III units were operational until the end of World War II, though many units had already converted to the Mustang Mk IV (P-51D) and Mk IVa (P-51K) (828 in total, comprising 282 Mk IV and 600 Mk IVa). As all except the earliest aircraft were obtained under Lend-Lease, all Mustang aircraft still on RAF charge at the end of the war were either returned to the USAAF "on paper" or retained by the RAF for scrapping. The last RAF Mustangs were retired from service in 1947. Prewar

neg: Gainesville Municipal Airport P-38 Lightning (F-5), P-51 Mustang (F-6), B-24 Liberator (F-7) and P-40 Warhawk. The 8th Reconnaissance group was deployed to India in 1944 to support 10th and 14th Air Forces in the China-Burma-India (CBI) Theater. Reassigned from Third Air Force in April 1944 to AAF Central Flying Training Command. Hosted AAF Pilot School (Advanced, Single Engine). At the end of the war the airfield was determined to be excess by the military and turned over to the local government for civil use. Gainesville Municipal Airport covers an area of which contains two asphalt paved runways: 17/35 measuring 6,000 x 100 ft

neg: North American P-51 Mustang variants over the country during World War II. The first American order for 150 P-51s, designated NA-91 by North American, was placed by the Army on 7 July 1940. This was on behalf of the RAF in a Lend Lease deal. All but the last 57 went to the British. After the attack on Pearl Harbor, the USAAF 'held back' these Mustang Mk IAs for their own use. 55 of these so-called P-51-1s were outfitted with a pair of K.24 cameras in the rear fuselage for tactical low-level reconnaissance and re-designated F-6A (the "F" for photographic, although confusingly also still referred

neg: Historical P-51 Mustang has a wing area of . The cockpit width is . The standard engine used is the Ford Motor Company V-6 automotive conversion powerplant. The aircraft has a typical empty weight of and a gross weight of , giving a useful load of . With full fuel of the payload for pilot and baggage is . The aircraft has fairly lengthy runway requirements with a standard day sea level take-off distance of and a landing distance of . The kit included prefabricated assemblies, the engine and scale fixed pitch propeller, instruments and avionics. The manufacturer estimated the construction time from

neg: Aiken Air Force Station Army Air Force Base Unit was assigned host unit. It was assigned to Third Air Force, III Tactical Air Command 13 September 1944 as a group training airfield for reconnaissance units. The airfield became a replacement training airfield for single-engine fighter pilots, training on P-40 Warhawk and P-51 Mustang aircraft, beginning on 19 October 1944. Active flying at the airfield ended on 28 February 1945, and jurisdiction of the base was transferred from Third Air Force to Air Technical Service Command for disposition on 31 March 1945. It is also known that Aiken AAF held a branch prisoner of war