The real dimensions of the plane mustang n 51. This unsurpassed "Mustang. This unsurpassed "Mustang"
Technical description
A single-seat single-engine fighter of all-metal construction, built according to the scheme of a cantilever low-wing aircraft with retractable landing gear and a tail wheel.
Main production modifications:
"Mustang I", R-51 / "Mustang IA", R-51 A / "Mustang II" - fighter, reconnaissance fighter for low altitudes;
A-36A - dive bomber / attack aircraft;
Р-51В/Р-51С/ Mustang III/P-51D/P-51K/ Mustang IV/ Mustang IVA - long-range fighter, fighter-bomber;
The R-51N is a long-range fighter adapted to the conditions of the Pacific Ocean.
The wing is all-metal, two-piece, two-spar, trapezoidal. Wing elevation 5 gr, laminar profile NAA-NASA. The line passing at the level of 25% of the wing chord is rectangular to the longitudinal axis of the aircraft. Both wings are bolted to the central frame. The upper side of the wings inside the fuselage forms the floor of the cockpit. Each wing has 21 ribs. The wing tips are removable, connected to the wing console with screws. Wing skin made of light Alclad aluminum alloy. The skin on the fuselage and wings was fastened in a standard way - using rivets with oval heads. The ailerons and flaps are all-metal, suspended on the rear surface of the spar. Ailerons and flaps made of light alloy. Aileron two-spar with 12 ribs. The flaps are also two-spar with 13 ribs. The ailerons are statically and dynamically balanced, equipped with trim tabs (adjustable on the left, fixed on the right). Aileron drive with rods and levers. Aileron deflection angle 15 degrees up and down. The flaps are hydraulically driven, the deflection angle is from 0 to -50 degrees in increments of 50 degrees.
The right and left halves of the R-51A fuselage.
The left half of the R-51V fuselage.
The fuselage is made of duralumin, with working skin. Technologically, the fuselage was assembled from three segments, connected by fingers. In the nose segment were the engine and motor mount. The cockpit and water radiator were placed in the central segment, and the tail unit was in the tail segment. The mechanical strength of the fuselage was provided by four stringers stamped from duralumin sheet. An armored bulkhead is installed between the front and middle segments.
The cowling of the nose segment consisted of four flaps and a bottom cover. The sashes were fastened with special quick clamps. At the bottom of the hood there were three holes for the carburetor. The motor mount is made of two box spars with auxiliary cross members. The entire frame was fastened with four fingers to an armored bulkhead. This design made it possible to remove the engine from the aircraft along with the engine mount in a matter of minutes.
The central part of the fuselage was made in the form of two halves connected in the region of the longitudinal axis of symmetry. The upper stringers of the fuselage of the I-section, in the rear part, passed into the Taurus. The lower stringers, also having an I-section, passed into the channel. Behind the pilot's back, the upper part of the frame formed an anti-bonnet arc. The central section of the fuselage consisted of eight parts: a fire bulkhead, an anti-bonnet arc, an upper skin, a left and a right skin, a radio compartment, an overlay and a bottom with an air intake. In the event of a repair, any of the listed units could be replaced entirely.
Rack of the radio station on R-51V/S. The stiffening ribs (2) are welded to the rack, the rest of the parts are attached with rivets. Item 9 - oil cooler shutter drive attachment assembly. Detail 11 - krzych thrust of the Elevator.
Fuselage units R-51V/S. Detail 1 - fire bulkhead, which included armor plates 2, 3, 4 and 5. Inset A - one of the wing attachment points. Inserts B and C - motor mount attachment points. Insert D - the attachment point of the upper stelluk of the radio station (29). Detail 2S is the bottom rack shown close up in the previous picture. Detail 20 - a frame with an anti-bonnet arch and a wing mount in the lower part.
Wing-to-fuselage connections R-51V/S. The numbers indicate the part number in the catalog.
Fuselage skin and joint fairings on R-51V/S. 1. Radiator air intake fairing. 2. Oil cooler service hatch. 3. Oil cooler panel. 4. Adjustable oil cooler damper. 5. Service hatch of the air intake. 6. Drainage system. 7. Radiator shroud. 8. Radiator service hatch. 9. Access hatch inside the fuselage. 10. Service lukradiator. 11. Movable radiator outlet damper. 12. Access hatch to the air duct damper drive. 13. Service hatch of the fuselage. 14. Tail wheel niche flaps. 15. Service hatch at the top of the fuselage. 16. Service hatch. 17. Service hatch. 18. Service hatch. 19., 20. Fairing. 21. Service hatch. 22., 23. Fairing. 24. Upper service hatch of the dashboard. 25. Onboard service hatch of the dashboard. 26. The neck of the oil tank. 27. The panel of the expansion tank of the cooling system. 28. The neck of the cooling system. 29. Air filter panel. 30. Hot air duct panel to the carburetor. 31., 32., 33., 34. Details of the fairing at the junction of the wing and fuselage. 35. Covering the rear fuselage. 36. Covering the front of the fuselage. Insets A, B and C show, respectively: the upper mount of the motor mount, the lower mount of the motor mount, the junction of the front and rear of the fuselage. Inset D shows the tail of a P-51D with an additional stabilizer (55) and fairing at the junction of the horizontal stabilizer with the fuselage.
Connection of the R-51A fuselage with the wing.
P-51D fuselage to wing connection.
Plumage R-51A on a transport trolley.
Tail sections of R-51B at the stage of final assembly.
Transfer of the R-51V tail section for installation on an aircraft.
Attaching the oil tank to the fire bulkhead.
The R-51V fuselage with an installed fire bulkhead and an oil tank suspended from it. The picture was taken on the assembly line in Inglewood.
For comparison: P-51D fuselage with a fire bulkhead and an oil tank suspended from it. You can see the full equipment of the cockpit, where there is no pilot's seat yet.
Left landing gear P-5ID with landing searchlight. The inner side of the wheel arch sash and its pull are clearly visible.
Landing light in the wheel well, introduced on the P-51D.
Left landing gear, inside view.
Right landing gear P-51D. Visible wheel arch. In the foreground are the engine piping.
Right wheel arch in P-51D wing. Numerous pipelines are visible. Notice the darker polished stainless steel plate riveted to the niche door. This plate protected the sash from damage from the wheel that was still rotating after taking off from the ground.
Left wheel well in P-51D wing. This series of photographs was taken at the Duxford Museum, England. This copy is completely restored and flies, participating in various shows.
Left landing gear on P-S1B/C with mask and wheel. The stand (2) was attached to the mask (1). Detail 3 - stand shield, suspended on a loop to the same mask. With the help of two movable levers, the shield was also connected to the rack.
Tail wheel on R-51V/S.
Main landing gear on R-51V/S. The landing gear is fixed in a metal cast mask (2) riveted to the wing bearing elements. The strut (3) comes out under the pressure of the hydraulic thrust (15) after the pilot releases the latch (46) from the cockpit.
Merlin engine (Packard V-1650-7) on P-51D. 1. Expansion tank of the engine cooling system. 19. Magneto. 21. Bendix PD-18-A1 carburetor. 23. Oil tank. 28. Screw hub. 30. J6437A propeller blade. 31. Screw adjuster 4G10G21D. 45. Oil pump. 50. Pump forced circulation of the cooling system. 53. Gasoline pump G-9.
Structural elements and panels of the engine casing on the P-5IB/C
The cockpit had a windshield bulletproof glass. The cabin was equipped with a heating and cooling system. Windshield 1 inch thick, five ply, tilted 31 degrees. The movable sash consists of three pieces made of 3/16" thick plexiglass. The right half is fixed, the left and upper are suspended on hinges. Above the dashboard there was a rubberized ledge that protected the pilot's head in the event of an accident. There was also a system for blowing the windshield with warm air, a sight and an auxiliary handle that made it easier to enter the cockpit. In addition, the ledge shaded the dashboard, preventing sun glare from appearing on it. The canopy was attached to the two upper fuselage stringers at four points. There was a system of emergency reset of the lantern. In the fuselage skin behind the pilot's seat there were two windows that opened access to the radio compartment. Behind the radio compartment was another bulkhead - this time made of plywood. The above description of the cockpit applies to aircraft modifications A, B and C. Starting with the P-51D modification, the cockpit canopy was given a teardrop shape, and the tail section of the fuselage was lowered.
The cover of the lantern was moved manually along special guides. The pilot's seat is adjustable. Behind the seat are two armored plates that protect the head and backs of the pilots.
Rolls-Royce Packard V-1650 Merlin engine on a transport trolley. On such carts, the engine was transported through the assembly shop.
Motor assembly for the Rolls-Royce Packard V-1650-3 engine of the R-51V fighter.
Rolls-Royce Packard engine frame for R-51V/S.
Bearing elements and panels of the Allison V-1710 engine casing on the R-51A and A-36A.
Rolls-Royce Packard V-1650-7 engine support and shroud on a P-51D.
Installation of exhaust pipes on the V-1650-3 engine on the R-51 K/S, assembly line in Inglewood.
The design of the rear fuselage consisted of two stringers, three bulkheads, five auxiliary frames and a rear wall to which the tail was attached.
The tail unit is cantilever, two-spar, trapezoidal. Sheathing from Alclad light alloy sheets. The ends of the horizontal stabilizer are removable, allowing you to install or dismantle the elevator ... The elevator is lined with fabric, deviates 30 degrees up and 20 degrees down. On aircraft of later series, the rudder skin is metal. The elevator is compensated for weight and aerodynamics, equipped with adjustable trim tabs. Keel two-spar with duralumin sheathing. The keel is wedged at an angle of 1? to the left of the axis of the aircraft. Some P-51D aircraft had an additional stabilizer, with which they tried to increase longitudinal stability. The rudder is covered with fabric, equipped with a trim tab. The elevator drive with the help of rods, the rudder and trimmers - with the help of cables.
The chassis is classic, with a tail wheel. The main landing gear is equipped with hydropneumatic shock absorbers. Racks are retracted into the wing in the direction of the fuselage. The drive of the chassis cleaning system is hydraulic. Disc brakes were pedal operated. Main landing gear wheels 27 inches (68.5 cm) in diameter. Covers of wheel niches double-leaf. One leaf was tightly attached to the landing gear, the other was suspended from the fuselage. As a result, the wheel arch was completely closed, which ensured good aerodynamics. The tail wheel was hydraulically retracted in the direction of flight.
This wheel also had a hydropneumatic shock absorber. The tail wheel was steered in parallel with the rudder. Wheel and steering control could be disengaged when parking or taxiing. To do this, the control handle should be pulled all the way forward. The tail wheel niche had a double-leaf cover. Tail wheel diameter 12.5 inches (32 cm).
The propulsion system on the aircraft of the first modifications (R-51, R-51A, A-36A) was an engine of the Allison V-1710 family. Engine 12-cylinder, four-stroke, V-shaped, liquid-cooled, up to 1200 hp. Volume 1710 cu. inches (28021.88 cm3). Stroke 152.4 mm, bore 139.7 mm, compression ratio 6.65:1. The engines were equipped with mechanical single-speed single-stage supercharging with a compression ratio of 8.8:1. Rotor diameter 241.3 mm, propeller gear ratio 2:1. Maximum operating mode - 3000 rpm. Engine weight 1335 pounds, length 2184.4mm.
F-82E on the assembly line. The Allison V-1710-145 engine is installed and aggregated with the Aeroproducts propeller. It remains only to install the engine cover. Notice the 12 exhaust pipes on one side of the engine. Each branch pipe has its own outlet valve.
V-1650-7 engine assembly mounted on a P-51D.
Installing the V-1650-7 engine on the P-51D. The engine mount is connected to the fire bulkhead. The operation was fairly simple. Even in the field, the engine could be replaced in a day, including the time to check the operation of the new engine.
Starting with the R-51B modification, the aircraft was equipped with a 12-cylinder four-stroke V-shaped liquid-cooled Rolls-Royce Merlin 68 engine, manufactured under license by Packard Motor Car Co. from Detroit under the designation V-1650-3. The angle of the collapse of the cylinder block is 60 gr, the working volume is 1650 cu. in. (27029 cm3), stroke 152.4 mm, bore 137.16 mm, compression ratio 6:1. The engine was equipped with a gearbox (0.479: 1) and a two-stage two-speed supercharging, which made it possible to maintain the engine power unchanged up to a height of 7800 m. s. / 956.8 kW at the first and 1450 hp. A067.2 kW at second boost speed. For a short time, the engine could be boosted to 1620 hp / 1192.4 kW. At the same time, the pressure in the intake tract reached 2065 hPa, and the engine developed 3300 rpm. Engine weight 748 kg, length 2209.8 mm. The engine was aggregated with a four-blade propeller "Hamilton Standard 24D" with a diameter of 3.40 m and an automatic pitch control system. The propeller weight is 208.5 kg.
On aircraft with an Allison engine, the engine air intake was located at the top of the hood, just behind the propeller. Through the air ducts, air entered the carburetor. The air flow was regulated in such a way that the air could go directly into the carburetor, or could be heated by the heat of a running engine. The control knob was located on the left side of the cab.
On machines with Merlin engines, the air intake system could operate in one of three modes: direct air intake, air intake through filters, air intake heated from the engine.
Before the first start-up, the engine was lubricated under pressure. In the picture, a mechanic lubricates the camshaft system. tons and valves on the V-1650-3 engine of the R-51V/S aircraft.
Two shots. Left and right side of the P-51D. The casing is removed, the V-1650-7 engine is visible. Additionally, the air duct was removed.
The air intake was at the bottom of the hood just behind the propeller. Air was supplied to the rear of the engine compartment, and then rose up to the carburetor. The injection carburetor, equipped with a double-membrane pump, automatically regulated the composition of the air-fuel mixture. The amount of air supplied to the carburetor was regulated using a knob located on the left side of the cab. With the air duct completely closed, air was taken in through perforations in the sides of the hood and air filters. In winter, the direct air intake was blocked.
The exhaust system of the engine consisted of 12 individual exhaust pipes - one for each cylinder. Export aircraft "Mustang I" were equipped with special shields that covered the nozzles and did not allow flames from the nozzles to blind the pilot.
Additional engine equipment consisted of a carburetor, two magnetos, a propeller speed controller, a fuel pump, an oil pump, a forced coolant circulation pump, a hydraulic system compressor, a generator, a drain pump, a starter and a tachometer.
The Allison engine controls were electrically driven. On Merlin engines, the gas handle was interlocked with the collector of the machine that regulates the pressure in the intake tract. Automatic machines manufactured by Packard or Simone were used. The machine maintained the pressure in the intake tract unchanged, regardless of the flight mode. On the back side of the throttle there was a lever that regulates the composition of the air-fuel mixture. The switching of turbocharging modes took place automatically using a barometric sensor. In the event of a sensor failure, the pilot could control the boost manually using a lever. The engine was started using a fuel pump (manual in early versions, later with electric drive) and an ignition system.
The propeller on early Allison-powered P-51s is a 10'9" three-blade Curtiss Electric C532D. Blades type 57000 made of aluminium. The speed of rotation of the screw is constant, the pitch of the screw is changed by means of an electric drive.
The boost duct on an early P-51B.
Radiator air intake on R-5 ID. The numbers indicate the sequence of dismantling operations.
Adjustable radiator air intake on P-51D.
Air duct for later R-51V/S.
The forward fuselage of a P-51D from Duxford. The engine cover is removed, the boost duct is dismantled. A propeller with a characteristic oval emblem of the Hamilton Standard company is visible on the front tank.
The left side of the P-51D. The service hatches of the radiator have been dismantled.
Starboard P-5ID.
Radiator air intake under the P-51D fuselage. Aircraft from the collection of the museum in Duxford.
Adjustable radiator outlet, rear view. A vertical pusher is visible, which determines the position of the damper.
Aircraft with a Merlin engine were equipped with a four-bladed Hamilton Standard 24D50-65 Hydromatic or -87 propeller. Aluminum blades type 6547-6, 6547A-6 or 6523A-24. Propeller diameter 11'2". Some P-51Ks were fitted with four-blade A542S Unimatic propellers from Airoproducts. Propeller diameter 11 feet 1 inch, blades type H20-156R-23M5 made of steel. All propellers were equipped with aluminum spinner.
propeller pitch control system. All P-51 aircraft had constant speed propellers. Allison-powered aircraft had an automatic propeller pitch switch under the instrument panel, eliminating the need for the pilot to adjust the pitch manually.
On airplanes with the Merlin engine, there was also an automatic control unit that adjusted the propeller pitch depending on the engine speed.
The water injection system first appeared on the R-51N aircraft.
Engine cooling system on aircraft with Allison engines, the expansion tank of the cooling system was located above the engine, directly behind the propeller. The forced circulation of the coolant (antifreeze) was provided by the pump. The radiator was located in a tunnel in the central part of the fuselage, behind the cockpit. Exit - the opening of the tunnel was blocked by a valve regulated from the cockpit. Merlin-powered aircraft used two cooling systems. The engine radiator remained basically the same as before. An intermediate radiator was added, in which the air-fuel mixture was cooled, between the first and second boost stages. The total capacity of the intercooler was 4.8 gallons, including a 0.5 gallon expansion tank capacity.
The airflow through the radiator tunnel on later Mustangs was automatically controlled. The pilot could choose one of four modes of operation: automatic, open, closed, control off. Automatic control had to be abandoned only in the event of a thermostat failure.
Boost control. Aircraft with the Allison engine had a single-stage, single-speed boost that did not require any control. The Merlin engines were aggregated with a two-stage two-speed boost, controlled automatically by an aneroid that determined the air pressure in the carburetor inlet. The second boost speed was turned on at altitudes from 16,000 to 25,000 feet, depending on engine modification. In the cockpit there was a switch that allowed you to manually adjust the operation of the pressurization.
Canopy R-51V.
Canopy R-51C. Shown is a window on the windshield.
Elements of the cockpit canopy R-51 V/S.
Lantern designed by engineer Malcolm (the so-called "Malcolm hood").
Details of the P-51D/K lantern.
Malcolm Lantern Guide.
Varieties of fasteners used in the construction of the lantern.
Windshield R-51V/S, view from the inside.
The central panel of a lantern assembled.
The back panels of the lamp.
Double cabin TF-51D, canopy removed.
The left side of the cab "Mustang I". You can see the flywheels-regulators of the aileron trimmer (light at the bottom, vertically), the rudder (black, horizontally) and the elevator (black, on an inclined console). Above you can see the combined throttle and pitch knobs. The landing gear release lever is visible at the bottom of the picture.
The starboard side of the Mustang I. In the center is a pocket for maps. Above it is a panel of switches for navigation and landing lights, as well as a pitot tube heating system. Even higher, on the frame of the lantern, a rounded Morse key is visible. The top of the control stick in the form of a ring was typical for British aircraft. For the Americans, this part had the shape of a pistol grip. On the ring, a large button for lowering machine guns is visible. A small panel with two round scales, to the right of the chair, is the oxygen supply regulator.
Main dashboard XP-51. It almost did not differ from the dashboard of the Mustang I, which was produced for Britain. A traditional American control knob is visible in the foreground. The ST1A red dot sight is visible at the top of the image, with an auxiliary concentric sight to its left. Under the main dashboard there is an additional panel on which the starter controls are assembled.
The left side of the cockpit R-51. The pilot's seat has been removed. The differences from the British version are minimal. The control knob ends not with a ring, but with a pistol grip. Under the landing gear release lever there is an additional tail wheel lock lever. A concentric sight is visible at the top, and next to it is a ST1A collimator sight.
Cockpit P-5IB. An almost fully equipped cockpit, only a seat and a few signs are missing. There is a rear-view mirror at the top of the windshield. Under the mirror is an N-3C red dot sight. Behind the sight is five-layer armored glass 38.1 mm (1.5 inches) thick, mounted at an angle of 31 degrees.
Additional panels under the main dashboard. The upper one served to control the start of the engine, and the lower one was equipped with a gas tank switch and a fuel gauge.
Left console with trim controls and throttle and prop controls.
The right side of the R-51V/S cockpit. The radio control units SCR 522 and SCR 535 are visible.
The main dashboard, under it is the starter panel, even lower than the gas tank switch in the R-51V / C cockpit. The pedals with the North American logo are clearly visible. Below the emblem is an inscription informing the pilot that the pedals must be depressed to release the wheel brakes.
Cabin P-51D-5. You can see the difference in the design of the main dashboard, the starter panel and the location of the controls on the sides of the cab.
View of the cockpit P-5ID / K from above, from the point of view of the pilot boarding the plane. A pipe of the cabin heating system runs parallel to the guide cover of the lantern.
Left side of the cockpit P-51D/K. The main difference compared to previous modifications lies in the design of the console with trimmer controls.
The starboard side of the cockpit P-51D/K. Noteworthy is more equipment. In the center you can see the cockpit light bulb, and on the right is the handle that opens the lantern.
The K-14A collimator sight was installed above the dashboard. A spongy shock absorber is visible, protecting the pilot's face from hitting the sight in the event of an accident.
The lubrication system consisted of an oil tank (80 liters on aircraft with a Merlin engine) mounted in the front of the fuselage, in front of the fire bulkhead. The oil cooler was in the tunnel. The oil temperature was controlled by a thermostat. The oil pump took power from the engine, the lubrication system did not allow the flight down the cabin for more than 10 seconds.
Fire extinguishing system. Aircraft of all modifications were equipped with open fire sensors and an automatic fire extinguishing system.
The fuel system on aircraft powered by Allison engines consisted of two tanks in the wings with a capacity of 90 gallons. Tanks were in the center section between the spars. The left tank had an additional reserve capacity of 31 gallons. Early P-51 aircraft could not take external tanks. On the R-51A and A-36A aircraft, such an opportunity appeared. 75 and 150 gallon tanks were used. The former were used during combat sorties, the latter during long-distance flights outside the combat zone.
On aircraft with a Merlin engine, the fuel system consisted of two 348-liter tanks located in the center section. Starting with the R-51V-7 / R-51C-3 series, Mustangs were equipped with an additional 85-gallon tank installed inside the fuselage. Special kits were also produced that made it possible to install such tanks on aircraft by field workshops. With the additional tank filled, the center of gravity of the aircraft shifted greatly, which made piloting difficult. Therefore, no more than 65 gallons were usually poured into the tank. As before, the aircraft could carry two outboard gas tanks. In the cockpit there was a lever for dropping outboard tanks, which could be used in the event of a failure of the electrical system. The aircraft was refueled with 100/130 octane fuel. Floatless carburetor, with injection from a gasoline pump. At altitudes of more than 2500 m, additional pumps installed at the tanks were connected. There was a panel in the cockpit that allowed switching the fuel supply and pumping it between tanks.
Cockpit view of P-51A-1-NA (43-6055). The radio compartment is visible. Pay attention to the fact that the armored back of the chair is attached to the anti-bonnet bar. Visible lantern shutters.
Installation of the SCR-274 radio station behind the pilot's seat. The design of the anti-bonnet arc is visible. The armored back of the chair has not yet been mounted.
The rear of the P-51B-7-NA cab. The rack for the transceiver and battery is visible. An additional gas tank and its drainage tube are visible immediately behind the seat.
12.7 mm machine guns under the XP-51 engine.
Wing layout with two 20 mm cannons installed in it. Spent shells are visible on the ground.
M-2 guns of 20 mm caliber mounted in the R-51 wing.
Flight and navigation instruments. Aircraft with the Allison engine were equipped with: a chronometer, an accelerometer, an altimeter, a curvimeter, a gyrocompass, a speedometer, a transverse inclinometer, a variometer and a magnetic compass. The operation of the engine was controlled by a vacuum gauge, an intake tract pressure gauge, a tachometer, coolant and oil temperature gauges. There were fuel and oil gauges. Other instruments: oxygen consumption indicator in the breathing apparatus, pressure indicator in the hydraulic system and ammeter.
Aircraft with the Merlin engine were equipped with the following instruments: speedometer, compass, gyroscopic course indicator, chronometer, variometer, accelerometer, altimeter. Engine monitoring: vacuum gauge, intake tract pressure gauge, coolant temperature gauge, tachometer, carburetor air temperature gauge. Other instruments: oxygen pressure gauge, hydraulic pressure gauge, ammeter.
Electrical equipment. Allison-powered aircraft: 24-volt, DC, single-wire wiring. Powered by battery and alternator. The battery was located behind the pilot's seat. Consumers: ignition system, propeller pitch control mechanism, fuel pumps, instruments, radio station, running lights, machine gun triggering, sight illumination, bomb and external tanks drop system. On airplanes with the Merlin engine, the 24 V mains voltage was maintained using a 28-volt 100-ampere generator. In the event of a voltage drop on the generator below 26.5 V, a 24-volt battery with a capacity of 34 Ah was connected. Initially, the battery was located behind the pilot's seat, later it was moved to the engine compartment. Additionally, the aircraft was equipped with an alternating current generator (26 V, 400 Hz) to power the compass. The on-board network was connected to a pressurization control machine, a cooling system control machine, a starter, fuel pumps, machine gun release, bomb locks, cockpit heating, radio and lighting equipment. External lighting consisted of position lights and landing searchlights installed in the leading edge of the wings.
The oxygen equipment on aircraft with the Allison engine consisted of two D-2 cylinders installed in the rear fuselage, as well as an A-9A regulator. The P-51Ds had two D-2s and two F-2s and an AN6004 or A-12 regulator.
Additional equipment. The aircraft was equipped with a full set of navigation equipment, as well as instruments that control the operation of the engine. In addition, there was a K-9 sight or a K-14 gyroscopic sight on the dashboard. There was an emergency mechanical sight on the engine hood. The button for releasing machine guns and dropping bombs was on the control stick.
Radio station. Aircraft with an Allison engine were equipped with an SCR-274 radio set, which included a transmitter and three receivers. Later, radio stations SCR-522, 515, 535, 695 appeared, which became the standard for aircraft with the Merlin engine. The radio station was placed in a compartment behind the cockpit.
Aircraft of later series were additionally equipped with an AN / ARC-3 radio station, an AN / ARA-8 radio beacon and an IFF AN / AFX-6 transponder.
Cartridge boxes and features of their fastening in the R-51V/S wing.
12.7 mm Colt-Browning M2 machine gun.
Installing machine guns in the R-51A wing. The machine guns were at a significant angle to facilitate the feed of the tape. The left inset A shows the spring-loaded rear mount of the machine gun. The right inset C shows the channel that guides the spent cartridges.
Armament and armor R-51V/S. 1. Bomb rack. 2. Armored back of the chair. 3. Photo machine gun N1 (focal length 75 mm) or N4 (35 mm). 4. Bomb release handle. 5. Fire bulkhead. 6. Armored plate in front of the expansion tank of the cooling system. 7. Containers with 12.7mm rounds. 8. Guide tapes of the internal machine gun. 9. Guide tapes of the external machine gun. 10. Auxiliary sight. 11. Machine gun "Colt-Browning M2" caliber 12.7 mm. 12. Auxiliary sight ring. 13. Collimator sight. 14. Descent machine guns type B-5. 15. Armored headboard of the pilot's seat.
Installation of M2 machine guns of 12.7 mm caliber in the P-51D/K wing.
Three 12.7 mm Colt-Browning M2 machine guns in the P-51D wing. The new wing made it possible to increase the number of machine guns and their ammunition load compared to the R-51V/S.
Collimator sight ZV-9 on R-51D. In front of the sight is five-layer bulletproof glass 38.1 mm (1.5 in) thick.
A 227 kg (500 lb) practice bomb on a holder under the wing of a P-51D.
500 lb (227 kg) bomb on a hydraulically lifted cart. "Mustang" could take two of these bombs.
Armament. Various modifications of the Mustang could carry machine guns of 12.7 mm, 7.62 mm (export versions) and 20 mm M2 guns. The weapon configuration depended on the series. The first Allison-powered Mustangs carried two 12.7 mm machine guns mounted under the hood. The machine guns were equipped with a synchronizer, which made it possible to shoot at engine operating modes from 1000 to 3000 rpm.
The first American Mustangs carried four 20-mm M2 cannons in the wings with 125 rounds of ammunition per barrel.
The following modifications - R-51A, A-36A - carried six 12.7-mm machine guns - four in the wings and two under the hood. Under the hood, machine guns could be absent. Ammunition up to 200 rounds per barrel, and the total ammunition load did not exceed 1100 rounds.
The machine guns were adjusted so that their trajectories converged at a distance of 270 m from the nose of the aircraft. The pilot could reload machine guns mounted under the hood. For this purpose, two thrusts were brought into his cabin. If there were no machine guns under the hood, there was no need to place ballast instead.
The P-51V/S and Mustang II/III aircraft carried only machine guns in the wings. At the same time, the power supply system was improved.
Aircraft with machine guns in the wings could take up to 250 rounds of ammunition for the barrel of internal machine guns and 350 rounds for the barrel of external machine guns. The descent of machine guns was carried out electrically.
Export Mustangs I / IA additionally carried a pair of 7.62 mm machine guns mounted in the wings between the 12.7 mm machine guns.
The P-51D already had six 12.7-mm machine guns in the wings, equipped with a J-1 or J-4 lock heating system. Ammunition for internal machine guns was 500 (later 400) rounds per barrel. The ammunition load of the remaining machine guns is 270 rounds per barrel. In the case of dismantling a pair of medium machine guns, the ammunition load for all four machine guns was 500 rounds each.
P-51A, A-36A and P-51 V / C could additionally take two bombs weighing 100, 250, 325 or 500 pounds (45,113,147 and 227 kg, respectively). Bombs were hung on locks under the wings. Bombs could be dropped in a hill up to 30 g, level flight and a dive up to 5 g due to the possibility of damaging the propeller.
In addition, the Mustangs could carry 5-inch HVAR rockets or 4.5-inch bazookas under the wings.
UZV sight mounted on R-51V.
Photomachine guns used on the R-51V / C: N-1 (lens focal length 75 mm - left) and AN / N-4. (lens focal length 35 mm).
A-1 machine for the N3C collimator sight on the R-51C.
The K-14A sight used on later P-51Ds.
From the book Lost Victories of Soviet Aviation author
BOK-1 technical description The BOK-1 wing, equipped with a center section and detachable consoles, is three-spar, unlike the ANT-25, at the junction with the fuselage does not have powerful fairings. Detachable parts of the wing (POC) have 16 ribs, the upper belts of which protrude into the oncoming flow. Belts
From the book Bomber B-25 "Mitchell" authorTechnical description Pilots in the cockpit of the V-25SD This description is based on the design of modifications C and D, indicating the changes made to the machines of other variants. The V-25 bomber is a twin-engine all-metal cantilever monoplane. It had a fuselage
From the book Transport aircraft Junkers Ju 52 / 3m author Kotelnikov Vladimir RostislavovichTechnical description Pilot cabin Ju 52/3mg3eThe transport aircraft Ju 52/3m is a three-engine all-metal cantilever monoplane. The fuselage is rectangular with rounded corners. It was divided into three parts: the bow (with a central engine), the middle one (which included
From book Ki 43 "Hayabusa" part 2 author Ivanov S. V. From the book Fighter I-153 "Seagull" author Maslov Mikhail Alexandrovich From the book Curtiss P-40. Part 3 author Ivanov S. V.Technical description P-40 Fighter Curtiss P-40 is a single-seat, single-engine, all-metal low-wing aircraft with retractable landing gear and an enclosed cockpit. Cockpit glazing Fuel system. 1. Control valve. 2. No fuel pressure alarm. 3.
From the book Tu-2 Part 2 author Ivanov S. V.Tu-2 technical description The technical description refers to the aircraft produced by plant number 23. All exceptions are specified in the text. Cabin Tu-2. The number I indicates the PTN-5 sight in the firing position. The pilot and navigator in the Tu-2 cockpit. To the right of the navigator is the I / TH-5 sight. star-shaped
From the book Gloster Gladiator author Ivanov S. V. From the book P-51 Mustang - technical description and combat use author Ivanov S. V.Technical description Single-seat single-engine fighter of all-metal construction, built according to the cantilever low-wing design with retractable landing gear and tail wheel. Main production modifications: Mustang I, R-51 / Mustang IA, R-51 A / Mustang II
From the MiG-3 book author Ivanov S. V.Technical description MiG-1 and MiG-3 aircraft were similar in many respects and differed from each other only in details. In general, they can be described as low-wing mixed design with a classic retractable landing gear and a closed cockpit. The fuselage of the aircraft had a mixed
From the book Sturmovik IL-2 author Ivanov S. V.Technical description IL-2 type 3 and IL-2 The IL-2 type 3 was a single-engine, two-seat, low-wing monoplane with retractable landing gear. Early production aircraft had a mixed construction of metal and wood, later aircraft were all-metal.
From the book Fighter LaGG-3 author Yakubovich Nikolay Vasilievich From the book U-2 / Po-2 author Ivanov S. V.TECHNICAL DESCRIPTION The main structural material of the all-wood aircraft LaGG-3 was pine, the parts of which were connected with VIAM-B-3 glue.
From the book Heinkel Not 100 author Ivanov S. V.Technical description Polikarpov U-2 (Po-2) was a single-engine two-seat biplane of wooden construction with fixed landing gear. Power
From the author's bookTechnical description HE-100 D-1 Single-seat, single-engine, all-metal, single-carrying low-wing aircraft with retractable landing gear. Fuselage.
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rPtse RPDPVOSCHN PVTBPN NPDYZHYGYTPCHBMY DTKhZPK P-51D, LPFPTSHCHK FBLTS RPDLMAYUYMUS L YURSHCHFBOISN. uFPVSH RPCHSHCHUIFSH RHFECHA HUFPKYUYCHPUFSH, ABOUT PVPYI UBNPMEFBI, PVP-OBYOOOSCHI ETF-51D, OBTBUFYMY CHCHETI LIMSH. pDOBLP CHUE LFP PUFBMPUSH H TBNLBI LURETYNEOFB.
PUEOSHA 1944 Z. DCHB P-51D RPVIMY OEPJYGYBMSHOSHCHK BNETYLBOULYK TELPTD FTBOULPOFYEOFBMSHOPZP RETEMEFB - PF PLEBOB DP PLEBOB. rPMLPCHOYL REFETUPO Y MEKFEOBOP LBTFET CHSHCHMEFEMY ABOUT OPCHEOSHLYI YUFTEVYFEMSI Y yOZMCHKHDB. REFETUPO UEM CH OSHA-KPTLULPN BTPRPTFFH JIa zBTDIB Yuete 6 Yubupch 31 NYOHFH Y 30 UELHOD RPUME CHSHCHMEFB. y LFPZP READING 6 NYOHF U NEMPYUSHA ON RPFTBFIYM ABOUT RTPNETSHFPYUOKHA RPUBDLKh UP UFTENYFEMSHOPK DPBBRTBCHLPK. lBTFET HUFHRIM RPMLPCHOYLH WENSH NYOHF.
h dBMMBUE RTBLFYUEULY RBTMBMMEMSHOP U NPDYZHYLBGYEK D CHSHCHRHULBMUS PYUEOSH RPIPTSYK FYR l. EZP RTPYCHPDUFCHP OBYUBMPUSH OB OEULPMSHLP NEUSGECH RPCE. т-51л ПФМЙЮБМУС ЧЙОФПН "бЬТПРТПДБЛФУ" ЮХФШ НЕОШЫЕЗП ДЙБНЕФТБ, ЮЕН Х "зБНЙМШФПО УФБОДБТД" - 3,36 Н. пО ФПЦЕ ВЩМ ЮЕФЩТЕИМПРБУФОЩН БЧФПНБФПН, ОП Х "зБНЙМШФПОБ" МПРБУФЙ ВЩМЙ ГЕМШОЩНЙ Й ЙЪЗПФПЧМСМЙУШ ЙЪ БМАНЙОЙЕЧПЗП УРМБЧБ, Б Х "бЬТПРТПДБЛФУ" - UFBMSHOSHCHE RPMSCHE. OPCHSHCHK RTPREMMET YNEM VPMSHYK DYBRBPO HZMPCH RPCHPTPFB MPRBUFEK, B EZP NEIBOYN VSHCHUFTEE NEOSM VPMSHYPK YBZ ABOUT NBMSCHK Y OPPVPTPF. pDOBLP "bTPRTPDBLFU" PVMBDBM IHDYEK HTBCHOPCHEYOOOPUFSHHA, UFP ULBSCCHBMPUSH H VPMEE CHSHCHUPLPN HTPCHOE CHYVTBGYK. MEFOSHCH DBOOSCHE UP UFBMSHOSHCHN CHYOFPN OENOPPZP KHIKHDYYMYUSH. CHUE PUFBMSHOPE H PVEYI NPDYZHYLBGYK VSCHMP PDYOBLPCHP, EUMY OE UYUYFBFSH NBMEOSHLPZP RETZHPTYTPCHBOOPZP CHEOFIMSGIPOOPZP EYFLB UMECHB CH RETEDOEK YUBUFY LBRPFB. tBURPMPTSEOYE PFCHETUFYK ABOUT OEN X D Y l PFMYUBMPUSH. zhPTLYMSH ABOUT NPDYZHYLBGYY l UFBCHYMUS U UBNPZP OBYUBMB RTPY'CHPDUFCHB.
t-51l NPDETOYYTPCHBMUS RBTBMMEMSHOP U FIRPN D. obyuobs U UETYY l-10 EZP FPTS PUOBUFYMY TBLEFOSCHN CHPPTKhTSEOYEN. rTPYYCHPDUFCHP LFPK NPDYZHYLBGYY BLCHETYMPUSH H UEOFSVTE 1945 Z. ChuEZP H dBMMBUE UPVTBMY 1337 NBYYO FIRB l.
PRYBOYE P-51D.
lPOUFTHLFICHOP NPOPMBO Mustang VSCHM UCHPVPDPOEUHEIN OYLPRMBOPN U LTSCHMPN MBNYOBTOPZP RTPJYMS NAA-NACA. LTSCHMP YЪZPFPCHMSMPUSH YJ DCHHI UELGYK,UPEDYOSCHYIUS VPMFBNY RP GEOPTBMSHOPK MYOYY ZHAEMSCB,RTY LFPN CHETIOSS YUBUFSH PVTBBPCHSHCHCHBMB RPM LBVYOSCH. лТЩМШС ВЩМЙ ГЕМШОПНЕФБММЙЮЕУЛЙНЙ ДЧХИМПОЦЕТПООЩНЙ У ЗМБДЛПЛМЕРБООПК БМЛМЬДПЧПК (РМБЛЙТПЧБОЩК БМАНЙОЙК) ПВЫЙЧЛПК,РТЙЮЕН МПОЦЕТПОЩ ЧЩРПМОСМЙУШ ЙЪ ЛБМЙВТПЧБООПЗП ТЕМШУППВТБЪОПЗП Ч УЕЮЕОЙЙ РТПЖЙМС У ЧЩЫФБНРПЧБООЩНЙ ЧЕТИОЙНЙ Й ОЙЦОЙНЙ РПМЛБНЙ.рПРЕТЕЮОЩК ОБВПТ УПУФПСМ ЙЪ РТЕУУПЧБООЩИ ПВМЕЗЮЕООЩИ ПФЧЕТУФЙСНЙ ОЕТЧАТ Й УФТЙОЗЕТБНЙ ЙЪ ЛБМЙВТПЧБООПЗП РТПЛБФБ РП ЧУЕНХ ТБЪНБИХ.ьМЕТПОЩ У НЕФБММЙЮЕУЛПК ПВЫЙЧЛПК RPDCHEYCHBMYUSH L BDOENH MPOTSETPOH, RTYUEN MECHSCHK METPO YEM HRTBCHMSENSCHK FTYNNET. tBURPMPTSEOOSCHE ABOUT BDOEK LTPNLE BLTSCHMLY HUFBOBCHMYCHBMYUSH NETSDH ÜMETPOBNY Y ZHAEMSTSEN.
GEMSHOPNEFBMMYUEULYK RPMKHNPOPLPCHSHK ZHAEMSTS UPVYTBMUS YЪ FTEI PFUELPC - DCHYZBFEMSHOPZP, LBVYOOPZP (PUOPCHOPZP) Y ICHPUFCHPZP. дЧЙЗБФЕМШ ХУФБОБЧМЙЧБМУС ОБ ДЧХИ V-ПВТБЪОЩИ УЧПВПДОПОЕУХЭЙИ УФПКЛБИ,ЧЩРПМОЕООЩИ Ч ЧЙДЕ РМПУЛПЗП ЧЕТФЙЛБМШОПЗП МЙУФБ У РТЕУУПЧБОЩНЙ ЧЕТИОЙНЙ Й ОЙЦОЙНЙ РПМЛБНЙ,ЛБЦДБС ЙЪ ЛПФПТЩИ ЛТЕРЙМЙУШ Ч ДЧХИ ФПЮЛБИ Л РЕТЕДОЕК РТПФЙЧПРПЦБТОПК РЕТЕЗПТПДЛЕ ПУОПЧОПК УЕЛГЙЙ.рПУМЕДОСС ВЩМБ УДЕМБОБ ЙЪ ДЧХИ ВБМПЛ,ЛБЦДБС ЙЪ ЛПФПТЩИ ЧЛМАЮБМБ РП ДЧБ МПОЦЕТПОБ,ПВТБЪПЧЩЧБЧЫЙИ ЧЕТИОАА ЛПОУФТХЛГЙА (ОЙЪ ПВТБЪПЧЩЧБМП ЛТЩМП - РТЙН. ТЕД.).хУЙМЕООБС ЧЕТФЙЛБМШОЩНЙ ЫРБОЗПХФБНЙ ПВЫЙЧЛБ ПВТБЪПЧЩЧБМБ ЖПТНХ.ъБ ЛБВЙОПК МПОЦЕТПОЩ РЕТЕИПДЙМЙ Ч РПМХНПОПЛПЛПЧХА ЛПОУФТХЛГЙА ХУЙМЕООХА ЫРБОЗПХФБНЙ.пФУПЕДЙОСАЭЙКУС ИЧПУФПЧПК ПФУЕЛ РП ЛПОУФТХЛГЙЙ РПДПВЕО ПУОПЧОПНХ.
iCHPUFPPCHPE PRETEOYE VSHMP GEMSHOSHCHN UCHPVPDOPOEUKHEIN NPOPRMBOOPPZP FIRB UP USHENOSCHNY BLPOGPCHLBNY. лПОУФТХЛФЙЧОП ПОП УПУФПСМП ЙЪ ДЧХИ МПОЦЕТПОПЧ,ЫФБНРПЧБОЩИ ОЕТЧАТ Й РТПЖЙМШОЩИ УФТЙОЗЕТПЧ,РПЛТЩФЩИ БМЛМЬДПЧПК ПВЫЙЧЛПК.лЙМШ ВЩМ РТБЛФЙЮЕУЛЙ ФБЛЙН-ЦЕ.тХМШ ОБРТБЧМЕОЙС Й ТХМЙ ЧЩУПФЩ ЙНЕМЙ ДАТБМЕЧЩК ОБВПТ Й РПМПФОСОХА ПВЫЙЧЛХ.хРТБЧМСАЭЙЕ РМПУЛПУФЙ ВЩМЙ ДЙОБНЙЮЕУЛЙ УВБМБОУЙТПЧБОЩ Й ЙНЕМЙ ФТЙННЕТЩ. дЧБ РТПФЕЛФЙТПЧБООЩИ ФПРМЙЧОЩИ ВБЛБ ЕНЛПУФША РП 350 М ХУФБОБЧМЙЧБМЙУШ УФБОДБТФОП - РП ПДОПНХ Ч ЛБЦДПН ЛТЩМЕ НЕЦДХ МПОЦЕТПОБНЙ.дПРПМОЙФЕМШОЩК ВБЛ,ЧНЕЭБЧЫЙК 320 М,ВЩМ ХУФБОПЧМЕО Ч ЖАЪЕМСЦЕ ЪБ ЛБВЙОПК.рПД ЛpЩМШСНЙ ФБЛЦЕ НПЗМЙ РПДЧЕЫЙЧБФШУС ДЧБ УВТБУЩЧБЕНЩИ ВБЛБ ЕНЛПУФША РП 284 ЙМЙ 416 М.ч ЪБЧЙУЙНПУФЙ PF OBMYYUYS FPRMMYCHB VPECHPK TBDYKHU VSCHM UMEDHAEIN: FPMSHLP U CHOHFTEOOOYNY VBLBNY - 765 LN, DCHHNS 284-M VBLBNY - 1045 LN, DCHHNS 416-M VBLBNY - 1368 LN.
пУОПЧОЩН ЧППpХЦЕОЙЕН P-51D СЧМСМЙУШ ЫЕУФШ 12,7-НН РХМЕНЕФПЧ Browning ХУФБОПЧМЕОЩИ РП ФТЙ Ч ЛpЩМЕ,У НБЛУЙНБМШОЩН ВПЕЛПНРМЕЛФПН РП 400 РБФТПОПЧ ОБ УФЧПМ ДМС ЧОХФТЕООЙИ Й РП 270 ДМС ГЕОФТБМШОЩИ Й ЧОЕЫОЙИ РХМЕНЕФПЧ,Ч ГЕМПН УПУФБЧМСАЭЙИ 1880 РБФТПОПЧ.гЕОФТБМШОЩЕ РХМЕНЕФЩ НПЦОП ВЩМП УОСФШ ,ХНЕОШЫЙЧ ЧППpХЦЕОЙЕ ДП 4-И РХМЕНЕФПЧ Й,УППФЧЕФУФЧЕООП,ХНЕОШЫЙЧ ВПЕЛПНРМЕЛФ,ОП Ч ЬФПН УМХЮБЕ Mustang НПЗ ОЕУФЙ ДЧЕ 454-ЛЗ ВПНВЩ ЙМЙ ДЕУСФШ ОЕХРТБЧМСЕНЩИ 127-НН ТБЛЕФ ЙМЙ ЫЕУФШ РХУЛПЧЩИ ФТХВ ДМС ТБЛЕФ ФЙРБ "ВБЪХЛБ",ХУФБОПЧМЕООЩИ Ч ДЧХИ УЧСЪЛБИ РП ФТЙ ФТХВЩ РПД ЛpЩМШСНЙ.лПЗДБ УФБМЙ ЙЪЧЕУФОЩ ХОЙЛБМШОЩЕ ЧПЪНПЦОПУФЙ ЬФЙИ ТБЛЕФ,ХУФБОПЧМЕООЩИ ОБ P-51D,ФП РПУМЕДОЙЕ 1100 P-51D-25-NA ВЩМЙ ЧЩРХЭЕОЩ У РЙМПОБНЙ "ОХМЕЧПК ДМЙОЩ" (РПРТПУФХ ДЧБ УФЕТЦОС У ЪБНЛБНЙ - РТЙН. РЕТЕЧ.) ДМС РПДЧЕЫЙЧБЕНЩИ РПД ЛТЩМШС 127-НН ТБЛЕФ,ЛПФПТЩЕ ЙНЕМЙ НЕОШЫЙК ЧЕУ РП УТБЧОЕОЙА У ФТХВЮБФЩНЙ ОБРТБЧМСАЭЙНЙ.фПЮЛБ УИПЦДЕОЙС РХМЕНЕФОЩИ ФТБУУ ВЩМБ ХУФБОПЧМЕОБ ОБ 275 НЕФТБИ,ОП ОЕЛПФПТЩЕ РЙМПФЩ ХНЕОШЫБМЙ ЕЕ ДП 230 Й ТЕЗХМЙТПЧБМЙ РХМЕНЕФЩ РП УЧПЕНХ ЧЛХУХ .
uFBODBTFOSCHN DCHYZBFEMEN P-51D VSM 12-GYMYODTPCHSCHK DCHYZBFEMSH TSYDLPUFOPZP PIMBTTSDEOYS Rolls-Royce Merlin V-1650-3 YMY V-1650-7 TBCHYCHBCHYYK 1400 M.U. ОБ ЧЪМЕФЕ.HБ РЕТЧЩИ нХУФБОЗБИ ХУФБОБЧМЙЧБМЙУШ ОЙЪЛПЧЩУПФОЩЕ ДЧЙЗБФЕМЙ Allison,ОП ЛПЗДБ ВЩМЙ ПУПЪОБОЩ ЕЗП ЧПЪНПЦОПУФЙ ЛБЛ ЧЩУПФОПЗП ЙУФpЕВЙФЕМС,ТЕЫЙМЙ ХУФБОПЧЙФШ ДЧЙЗБФЕМШ Merlin.дМС ЬФПК ГЕМЙ ЛПНРБОЙЙ "Rolls-Royce" ВЩМЙ РЕТЕДБОЩ ЮЕФЩТЕ Mustang Mk.I,ЙУРПМШЪПЧБЧЫЙЕУС Ч ЛБЮЕУФЧЕ ПРЩФПЧЩИ - AL963, AL975,AM203 Й AM208.дЧЙЗБФЕМЙ УЕТЙЙ Merlin 61 ХУФБОБЧМЙЧБМЙУШ У ДПРПМОЙФЕМШОЩН РЕТЕДОЙН ТБДЙБФПТПН ЧДПВБЧПЛ Л ПВЩЮОПНХ У ЧПЪДХИПЪБВПТОЙЛПН РПД ЖАЪЕМСЦЕН.лПНВЙОБГЙС Mustang/Rolls-Royce ПЛБЪБМБУШ ОБУФПМШЛП ХДБЮОПК,ЮФП УФБМБ УФБОДБТФОПК ДМС ЧУЕИ ЧБТЙБОФПЧ нХУФБОЗБ.дМС ХЧЕМЙЮЕОЙС ЧЩРХУЛБ ДЧЙЗБФЕМЕК,БНЕТЙЛБОУЛБС ЖЙТНБ "Packard Car Company" OBYUBMB ChSCHHRHULBFSH Merlin RP MYGEOJYY.
Merlin HБ ДЧЙЗБФЕМСИ УЕТЙЙ -3 ТБВПФБ ФХТВПЛПНРТЕУУПТБ ОБЮЙОБМБ ПЭХЭБФШУС У ЧЩУПФЩ 5800 Н,Б УЕТЙЙ -7 ПФ 4500 ДП 5800 Н.фХТВПОБДДХЧ ВЩМ БЧФПНБФЙЮЕУЛЙН,ОП НПЗ ТЕЗХМЙТПЧБФШУС ЧТХЮОХА.дМС РПМХЮЕОЙС ДПРПМОЙФЕМШОПК НПЭОПУФЙ Ч БЧБТЙКОПН УМХЮБЕ НПЦОП ВЩМП ЖПТУЙТПЧБФШ ДЧЙЗБФЕМШ,ФПМЛОХЧ УЕЛФПТ ЗБЪБ ЪБ ПЗТБОЙЮЙФЕМШ , UMPNBCH RTEDPITBOYFEMSHOHA YUELKH.EUMY LFPF TETSYN YURPMSHЪPCHBMUS UCHCHCHIE RSFY NYOHF, FP UHEEUFCHPCHBM UETSHOEOSCHK TYUL RPCHTEDYFSH DCHYZBFEMSH.
х РЙМПФПЧ нХУФБОЗПЧ ОЕ ПУФБЧБМПУШ УПНОЕОЙК,ЛПЗДБ ФХТВПЛПНРТЕУУПТ РЕТЕИПДЙМ ОБ ЧЩУПФОЩК ОБДДХЧ,ЙЪ-ЪБ ТЕЪЛЙИ УПДТПЗБОЙК НБЫЙОЩ.пОЙ ОБХЮЙМЙУШ РТЕДХЗБДЩЧБФШ ЕЗП ЧЛМАЮЕОЙЕ Й ХНЕОШЫБМЙ ЗБЪ.рТЙ УОЙЦЕОЙЙ РЕТЕИПД ОБ ОЙЪЛПЧЩУПФОЩК ОБДДХЧ РТПЙУИПДЙМ ОБ ЧЩУПФЕ 4800 Н Й ЕДЙОУФЧЕООЩН ХЛБЪБОЙЕН ОБ ЬФПФ НПНЕОФ ВЩМП РБДЕОЙЕ ДБЧМЕОЙС ABOUT TBMYUOSCHI RTYVPTBI.
Merlin ЧТБЭБМ ЮЕФЩТЕИМПРБУФОЩК БЧФПНБФЙЮЕУЛЙК ЧЙОФ РПУФПСООПК УЛПТПУФЙ - МЙВП Hamilton-Standard Hydromatic,МЙВП Aeroproducts.нБУМПТБДЙБФПТ Й ЦЙДЛПУФОПК ТБДЙБФПТ ПИМБЦДЕОЙС (30/70 % ЬФЙМЕО-ЗМЙЛПМШ/ЧПДБ) ВЩМЙ ХУФБОПЧМЕОЩ Ч УЙМШОП ЧЩДЧЙОХФПН РПДЖАЪЕМСЦОПН ПВФЕЛБФЕМЕ У ЧПЪДХИПЪБВПТОЙЛПН.
еДЙОУФЧЕООПК УМБВПУФША ДЧЙЗБФЕМС Merlin ВЩМП ФП,ЮФП ПО НПЗ ЧЩКФЙ ЙЪ УФТПС ЙЪ-ЪБ ЕДЙОУФЧЕООПК РХМЙ ЙМЙ ПУЛПМЛБ,ЮФП Ч РТЙОГЙРЕ РТЙУХЭЕ ЧУЕН pСДОЩН ДЧЙЗБФЕМСН ЦЙДЛПУФОПЗП ПИМБЦДЕОЙС, ОП ОЕ ХНБМСМП ДПУФПЙОУФЧ нХУФБОЗБ Ч ГЕМПН Й УБНПМЕФ РТЙЧЕФУФЧПЧБМУС НОПЗЙНЙ ЬЛЙРБЦБНЙ B-17 РТЙ ЙИ РТПОЙЛОПЧЕОЙЙ ЧЗМХВШ OEVEU ZETNBOY CHP CHTENS DOECHOOPZP OBUFHRMEOYS RTPFICH OBGYUFULPK CHPEOOPC RTPNSCHYMEOOPUFY. UFPYNPUFSH P-51D Mustang U DCHYZBFEMEN Packard Merlin UPUFBCHMSMB $50985, UFP CHEUSHNB OENOPPZP DMS FBLPZP LVZHELFYCHOPZP Y LMESBOFOPZP UBNPMEFB.
| mfi: |
| nPJYLBGYS | P-51D-25-NA |
| tBNBI LTSCHMB, N | 11.28 |
| dMYOB, N | 9.84 |
| chShCHUPFB, N | 4.17 |
| rMPEBDSh LTSCHMB, H2 | 21.69 |
| nBUUB, LZ | |
| RHUFPZP UBNPMEFB | 3232 |
| OPTNBMSHOBS CHMEFOBS | 4581 |
| NBLUINBMSHOBS CHMEFOBS | 5262 |
| FYR DCHYZBFEMS | 1 rd Rolls-Royce (Packard) Merlin V-1650-7 |
| nPEOPUFSH, M.U. | |
| CHEMEFOBS | 1 and 1695 |
| OPNYOBMSHOBS | 1 and 1520 |
| nBLUYNBMSHOBS ULPTPUFSH, LN/Yu | |
| X JENMY | 703 |
| ABOUT CHSHCHUPF | 635 |
| lTECUETULBS ULPTPUFSH, LN/Yu | 582 |
| rTBLFYUEULBS DBMSHOPUFSH, LN | 3 350 |
| vPECHBS DBMSHOPUFSH, LN | 1528 |
| at LPTPRPDYAENOPUFSH, N/NYO | 1060 |
| rTBLFYUEULYK RPFPMPL, N | 12771 |
| LIRBC, UEM | 1 |
| chpptxeoye: |
YEUFSH 12.7-NN RHMENEFB Browning U NBLUINBMSHOSHCHN VPELPNRMELFPN RP 400 RBFTPOCH OB UFCHPM DMS CHOHFTEOOYI Y RP 270 DMS GEOPTBMSHOSHCHI Y CHOEYOYI RHMENEFPCH, CH GEMPN UPUFBCHMSAEI RBFTPOCH 1880 YMY 4 12.7-NN RHMENEFB Y 2I 454-LZ VPNVSH YMY 10I 127-NN tu YMY 2 rx 2I3 TBLEF FIRB VBHLB. |
| DPR. YOZHPTNBGYS: |
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yuETFETS " North American t-51 hustang
" WEENCH
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CHBTYBOFSHCH PLTBULY
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This unsurpassed "Mustang"
With the outbreak of World War II, England and France, faced with powerful German air forces, began to experience an urgent need for modern fighters. Purchases of military equipment began in 1939. However, in terms of their characteristics, the acquired vehicles were inferior to both the German VP09E fighters and the new fighters from England and France. The British decided to order a new fighter overseas that meets the requirements of the British Air Force. As its developer and supplier, the North American company was chosen, which managed to prove itself well with English pilots. Soon they created a preliminary design of the fighter, approved by the customers, signed a contract for the technical development and construction of a new aircraft, according to which the first aircraft was supposed to be delivered in January 1941.
It was decided to use the Allison V-1710 twelve-cylinder liquid-cooled engine with a single-speed supercharger on the fighter. Without the bulky turbocharger used on the Lockheed P-38 aircraft, which has similar engines, the NA-73X fighter engine had a low altitude, which limited the aircraft's possible application, but there were no other suitable liquid-cooled engines in the United States at that time.
Prototype "Mustang"
The first flight of the new fighter took place in 1940, and at the end of the winter of 1941, the British also began testing the Mustang (this name was given to the aircraft after it was adopted by the British Air Force). During the tests, a maximum speed of 614 km / h was achieved at an altitude of 3965 m, good handling and takeoff and landing characteristics were noted. The Mustang was soon recognized as the best of the fighters supplied to England from the USA under Lend-Lease. However, the insufficient altitude of the Allison engine made the aircraft ineffective in the fight against German bombers, which, under the cover of powerful fighter forces, raided England. We decided to use it for operations on ground targets and for air reconnaissance.
The first sortie of the Mustangs took place on May 5, 1942. The planes carried out reconnaissance of the French coast. To do this, they were equipped with the F-24 AFA, installed in the cockpit canopy behind the pilot in a special blister at a certain angle.
The “baptism of fire” of the Mustangs took place on August 19, 1942 during a raid on Dieppe. Then the Mustang won its first victory: the British Air Force volunteer pilot X. Hills from California shot down the Focke-Wulf -190 in an air battle. On the same day, one Mustang was lost.
Even inferior to the Luftwaffe in altitude, the Mustangs were a difficult opponent for German fighters, as they usually made combat flights at low altitude at high speed. The long range allowed the Mustangs to fly over the territory of the Third Reich.
In the first half of 1942, the Mustang 1 arrived from England to our country, where it was tested at the Air Force Research Institute (a little later, another 10 Mustangs 2 were sent to the USSR).
The successful use of the Mustang by the British aroused the interest of the American military in it. The US command decided to purchase them for their own air forces. In April 1942, a contract was concluded for the supply of these aircraft to the army in the version of a dive bomber, which received the designation A-36A "Invader". The Mustang bomber was equipped with an Allison V-1710-87 engine with a capacity of 1325 hp. with. The armament of the aircraft is six machine guns with a caliber of 12.7 mm and two bombs with a caliber of up to 227 kg, suspended under the wing. To ensure dive bombing, the A-36A was equipped with air brakes installed on the upper and lower surfaces of the wing and providing a dive at a speed of 402 km / h (without brakes, the Mustang dive speed could reach 800 km / h). The maximum speed of the aircraft was 572 km / h at an altitude of 1525 m, with the suspension of two bombs, it decreased to 498 km / h.
During the fighting in the Mediterranean theater of operations and in the Far East, A-36A dive bombers made 23,373 sorties, dropping 8,000 tons of bombs on the enemy, shooting down 84 enemy aircraft in air battles and destroying 17 more on the ground. Invaders' own losses amounted to 177 vehicles - not so much for aircraft operating with such high intensity over the enemy's front line.
1510 Mustang aircraft of various modifications with the Allison engine were built. They were used in combat operations in Europe until May 1945 and earned a reputation as excellent fighter-bombers, dive bombers and long-range high-speed reconnaissance aircraft capable of successfully conducting dogfights. However, due to the low altitude of the engine and the high specific load on the wing, which limited maneuverability, they were little used as fighters. At the same time, with the increase in the production of heavy bombers in the United States and the start of the Allied air attack on Germany in 1943, the need for escort fighters with greater range and combat characteristics at considerable altitudes, corresponding to the working echelons of "flying fortresses", increased. Such an aircraft was a new modification of the Mustang, born thanks to the joint efforts of British and American specialists.
Ronnie Harker, a test pilot who is intimately familiar with other Rolls-Royce-powered aircraft, said after a 30-minute flight in the Mustang that the new aircraft exceeded his expectations, showing excellent low-altitude performance. However, they will be even better if the Mustang is equipped with the Merlin engine used in Spitfires and Lancaster bombers.
Harker's recommendations were taken into account. For a start, it was decided to install Merlin engines on several Mustang aircraft 1. Representatives of the US Air Force and North American, with which the US government signed a contract for the construction of two P-51 fighters with Packard V-1653-3 engines, became interested in these works ( American name for the engine "Merlin", produced in the United States under license).
The first aircraft converted in England by Rolls-Royce, the Mustang X took to the air for the first time in October 1942, showing truly outstanding flight characteristics: an experimental fighter with a take-off weight of 4113 kg reached a maximum speed of 697 km / h at altitude. 6700 m (for comparison: the R-51 aircraft with the Allison engine with a takeoff weight of 3910 kg during flight tests in England reached a speed of only 599 km / h at an altitude of 4570 m). At sea level, the maximum rate of climb of the Mustang X was 17.48 m/s (R-51 - 9.65 m/s), and at an altitude of 2290 m - 18.08 m/s (R-51 - 10.16 m / s at an altitude of 3350 m). According to the initial plans, it was supposed to re-equip 500 Mustang 1 fighters with Rolls-Royce engines, but overseas, with the efficiency characteristic of the Americans, they began to produce large quantities of new Mustang aircraft with British-designed engines.
At the end of November 1941, North American completed the construction of the first XP-51B aircraft with a V-1650-3 engine with a take-off power of 1400 hp. with. and power in forced mode 1620 l. with. at an altitude of 5120 m. The aircraft took off on November 30, 1942 and showed characteristics significantly superior to those of its English counterpart. With a takeoff weight of 3841 kg, a maximum speed of 729 km / h was obtained at an altitude of 8780 m. The maximum rate of climb at an altitude of 3900 m was 19.8 m / s, the service ceiling was 13,470 m.
During the construction of the aircraft, some changes were made to their design: in particular, on the aircraft of the R-51V-1 - R-51V-5 series, an additional fuel tank with a capacity of 322 liters was installed in the fuselage. Similar design changes were made to the R-51C-3 aircraft, manufactured in Dallas. After installing an additional fuselage tank, the normal takeoff weight of the aircraft increased to 4450 kg, and the maximum (with bombs and PTB) - up to 5357 kg. However, during the operation of the aircraft, it turned out that the additional fuel tank changes the centering of the fighter too much, and therefore it was decided to limit its capacity to 246 liters. The R-51V-15 and R-51C-5 series aircraft were equipped with the V-1650-7 engine with increased power.
With an additional fuselage tank, the maximum flight range of the R-51V was 1311 km at an altitude of 7620 m, with two external tanks with a capacity of 284 liters, it increased to 1995 km, and with two PTBs with a capacity of 409 liters, originally developed in England for the Republican fighters R -47 "Thunderbolt", - up to 2317 km. This made it possible to use the Mustangs with the Merlins as escort fighters on a par with the P-47 and P-38 aircraft.
The first sortie of the P-51B fighters took place on December 1, 1943, when a group of new Mustangs made a fact-finding flight over Northern France and Belgium, during which several aircraft received only light damage from German anti-aircraft artillery fire, and enemy fighters to the Americans did not meet. The first air battle with the participation of the R-51B took place only on December 16, 1943 over Bremen, when the American Mustang managed to shoot down a Bf110 air defense fighter.
On March 3, 1944, the British Mustangs, together with the Lightnings, took part in the raid on Berlin. The next day, P-51Bs reappeared in the skies of Berlin, escorting US Air Force bombers. As a result of the ensuing air battle with German interceptors, the Allied fighters shot down 8 enemy aircraft, but their own losses were much higher and amounted to 23 R-51V, R-38 and R-47, including 8 Mustangs. On the other hand, on March 6, Allied fighter aircraft took full revenge: during a massive raid by British bombers, escort fighters shot down 81 German fighters, losing only 11 aircraft. The Mustangs accounted for 45 downed German vehicles that day. After this battle, the R-51B and R-51C established a reputation as the best Allied escort fighters.
Mustangs successfully operated to destroy and block German air defense fighters at airfields.
To increase the range of the R-51, fiber external fuel tanks with a capacity of 409 liters began to arrive from British factories in large quantities (the rate of their release was 24,000 per month), which gradually replaced aluminum ones by 284 liters. Another innovation of English origin, introduced on the P-51 B and C aircraft, was the Malcolm Hood cockpit canopy, which differs from the standard canopy in a “bloated” central part, providing the pilot with a much better view. Such lights were installed on both English and American Mustangs. However, in November 1943, in the USA, on the P-51 B aircraft, tests began on an even more advanced lantern, providing the pilot with a 360-degree view. Its design, introduced on later P-51s, has become "classic".
The P-51D was equipped with the V-1650-7 engine (1750 hp), the armament was increased to six 12.7 mm machine guns (400 rounds per barrel). A modification of the P-51D was the P-51K aircraft with an Aeropradakt propeller having a diameter of 3.35 m (the plant in Dallas built 1337 of these aircraft). To compensate for the decrease in directional stability caused by the use of a new lantern, a small forkil was installed on individual series of the P-51D aircraft. A distinctive feature of these fighters was also an increased chord of the wing root. A total of 9603 R-51 and K aircraft were built.
The excellent speed and altitude characteristics of the fighter made it possible for the new modification of the fighter to successfully fight enemy jets. So, on August 9, 1944, P-51s escorting B-17s engaged Me-163 jet fighters, shooting down one of them. At the end of 1944, the Mustangs fought several times successfully with Me-262 jet fighters. In addition, the P-51 was intercepted and shot down by another German "flying exotic" Ar-234 and "composite" aircraft Ju-88 / Bf109 "Mistel", as well as V-1 projectiles.
R-51N - the last of the "Mustangs"
At the end of the war, Mustangs with Merlin engines began to enter the Pacific theater of operations, where they participated in raids on Iwo Jima and the Japanese Islands. The P-51 was escorted by B-29 bombers, having two aluminum external tanks with a capacity of 625 liters and six HVARs under the wing (in this configuration, the take-off weight of the fighter was 5493 kg and taking off from the airfield in tropical heat became a difficult task). Collisions with Japanese fighters attempting to intercept B-29s were relatively rare and usually ended in favor of the Mustangs. Japanese aviation, having lost its best flight personnel and equipped with aircraft less advanced than those of the enemy, could no longer provide serious opposition to the Americans, and air battles looked more like a beating than a fight of equal opponents. However, the appearance at the very end of the war of the new Kawasaki Ki.100 fighter, which had excellent maneuverability at relatively high speed at low and medium altitudes, to some extent equalized the chances again. "Mustangs" in battles and with these Japanese machines, as a rule, achieved victory due to higher speed, which allowed them to impose their battle tactics on the enemy. At the same time, the numerical superiority and the best professional training of American pilots had a decisive influence on the result of the battle.
Nevertheless, North American began work on the creation of new modifications of the Mustang, which are distinguished by their lower weight and improved aerodynamics. On three experienced lightweight Mustangs, designated XP-51F, the V-1650-7 engine was installed, the other two aircraft were equipped with a Rolls-Royce Merlin 145 (RM, 14, SM) engine with a capacity of 1675 hp. with. with a four-bladed Rotol propeller (these aircraft were designated XP-51G). The takeoff weight of the XP-5IF was 4113 kg (one ton less than the R-51), and the maximum speed was 750 km / h at an altitude of 8839 m. The XP-51 G was even lighter and faster machine (takeoff weight - 4043 kg, maximum speed - 759 km / h at an altitude of 6325 m). XP-51F first took off in February 1944, XP-51G - in August of the same year.
Despite the higher performance, the XP-51G did not receive further development, and the serial fighter P-51N was created on the basis of the XP-5IF. It was armed with 6 machine guns, the engine was a Packard-Merlin V-1650-9 with a four-bladed Aeroproduct propeller. At an altitude of 3109 m, the engine in emergency mode could develop a power of 2218 liters. with. This modification of the Mustang turned out to be the most “frisky”: without external fuel tanks and other external suspensions, the aircraft developed a horizontal speed of 783 km / h at an altitude of 7620 m. The rate of climb was 27.18 m / s. With a supply of fuel only in the internal tanks, the flight range of the R-51N was 1400 km, with external fuel tanks - 1886 km.
The aircraft first took to the air in February 1945. The US Air Force ordered 1,450 P-51H fighters from the Eaglewood factory, but only 555 were built before the end of the war.
After the war, the Mustangs were in service with many states in almost all parts of the world and participated in various local wars, the last of which was the “football war” between Honduras and El Salvador in 1969. They had a chance to conduct air battles with Soviet-made vehicles: in during the Korean War, the P-51 was in service with the American, Australian, South African and South Korean squadrons that took part in the hostilities. "Mustangs" were used mainly as attack aircraft, but they managed to shoot down several North Korean Yak-9 and La-11. Meetings with the MiG-15 ended, as a rule, with the destruction of the R-51 aircraft. For this reason, the number of Mustangs that took part in the battles gradually decreased, although they still “survived” before the armistice signed in 1953.
On the basis of the Mustang, numerous sports and record aircraft were created (including Frank Taylor's aircraft, on which in 1983 the absolute world speed record for a piston aircraft, which has not been beaten so far, is set - 832.12 km / h).
In the 1980s, attempts were made to revive the Mustang as a modern attack aircraft. Based on the P-51, the Piper company created the RA-48 Enforcer light attack aircraft, designed to fight tanks. Two experimental aircraft were built, but the series never came to fruition.
Such a brilliant and long career of the R-51 is undoubtedly due to the technical and aerodynamic perfection of its design, the successful choice of engine and, most importantly, the timely appearance of this fighter. In fact, the P-51 with the Merlin engine began to enter the army when it was most needed: during the deployment of an air attack on Germany and Japan in 1944, and most fully harmonized with the B-17 and B- 29, which it was intended to accompany. Of particular note is the fact that the Mustang was the fruit of "international" technical creativity: built to British specifications and, ultimately, equipped with an English engine, it seemed to combine the best qualities of American and British fighters.
Vladimir Ilyin
"Wings of the Motherland" No. 10 1991
In 1944, a real pandemonium was going on in the skies of Europe, an armada of American and British four-engine bombers flew to the industrial centers of Germany, German fighters tried to prevent them to the best of their ability. But more often than not, the attempts were unsuccessful. (bombers) were defended by pilots of US cover groups in North American P-51 Mustang fighters.
Armed with batteries of heavy machine guns, high speed and reckless courage of the Mustang pilots, they stood in the way of the Luftwaffe aces as a wall. The war in Europe ended, but five years later the P-51s collided with the Yak-9 in the skies of Korea. This war was the swan song of piston fighter aircraft, and the last where the American North Fmerican P-51 Mustang fighter took part.
The history of the development and modification of the aircraft
The history of this aircraft began in the early spring of 1940, with the invitation of the leadership of the aircraft manufacturer North American to the British Purchasing Commission. As it turned out, the purpose of this invitation was a proposal to organize the production of the R-40S fighter in the company's workshops.
The fact is that the British industry at that time could not cope with the provision of the Royal Air Force with modern aircraft. Therefore, part of the weapons, including the R-40 Tomahawk fighters, were purchased from the United States.
But the company's management, soberly assessing the characteristics of the R-40, refused to produce this aircraft.
In return, North American offered to develop a new fighter more suitable for modern air combat in a short time.
The fact is that such a project was already being developed within the company, it was the NA-73 aircraft created on the basis of the experience of the war in Spain and the study of the European fighter fleet of 1938-39.
This project was proposed by the Americans to be purchased by the British Purchasing Commission for arming the Royal Air Force. The project was urgently finalized and flown (passed flight tests).
And already on September 24, 1940, Great Britain signed a contract for the supply of 620 Mustang fighters to the RAF (Royal Air Force), the most curious thing is that the aircraft was still in the design stage.
But already in April 1941, the first Mustang I, this is the British name for the aircraft later known as the P-51A, left the workshops of the plant in Inglewood.
- "Mustang" Mk.1;
- "Mustang" Mk.1A, aircraft purchased by the US government and having the army index P-51, armament was 4x20 mm guns M2 "Hispano";
- "Mustang" Mk.X - five aircraft, which were equipped with high-power English Merlin engines, were not mass-produced.
The armament of the aircraft consisted of two synchronous 12.7 mm machine guns and rifle-caliber wing machine guns, later the wing armament was changed to 4x20 mm Hispano-Suiza guns, and synchronous armament was removed altogether.
Allison V-1710F3R engine, 1150 hp accelerated the plane to 620 km / h.
The original feature of the aircraft was the laminar profile wing. This profile was first used on a production aircraft.
These aircraft were also of interest to the generals of the US Air Force, two aircraft of the first series were delivered to the Reitfield Air Force Base for comprehensive study and testing. In the US Army, they received the name XP-51.
But in fact, they began to work with them only after the Japanese attack on Pearl Harbor in December 1941. It turned out that the main US Air Force P-40 fighter of various modifications is inferior to the Japanese A5M Zero fighters in almost everything.
However, the XP-51, which had excellent fighter characteristics, was adopted as a strike aircraft under the name A-36A "Apache" or "Invader", while 55 fighters from the British order were requisitioned.
These aircraft were mainly used as dive bombers and attack aircraft.
Finally, in February 1943, the R-51A fighter was adopted by the US Army. The synchronized machine guns of this aircraft were removed, the armament consisted of 4 12.7 mm wing calibers, the Allison V-1710-81 engine accelerated the car to 630 km / h at an altitude of 3000 meters. About 300 machines of this type were produced.
The next model was the P-51B, the engine was changed to a more powerful and high-altitude Packard Merlin V-1650-3, its power was 1650 hp, at an altitude of 5000 meters the aircraft could fly at a speed of 710-720 km / h.
At the same time, production was expanded, the fighter began to be produced at a plant in Dallas, this machine was called the R-51C. The machine almost completely corresponded to modification "B", differing from it only in some individual details.
In 1944, a more advanced model of the P-51D Mustang fighter appeared.
It was distinguished from earlier versions by a teardrop-shaped cockpit canopy and a more powerful engine.
The mass of the airframe has increased, but both speed and range have increased. The engine was installed by a Packard or Rolls-Royce Merlin V-1650-7 with a capacity of 1700 horsepower. Armament remained the same as on earlier modifications: 6 heavy machine guns in the wing.
The electronic filling also changed, radio equipment was improved, fighters were supplied with outboard weapons or PTBs (outboard fuel tanks) to increase the flight range.
Then there were modifications F, G and J that did not leave a significant mark on history and actually represented experimental samples. The last, albeit somewhat unsuccessful, model was the Mustang R-51N.
An engine with a water-methane mixture injection system made it possible to develop power up to 2250 hp in afterburner and speed up to 750-780 km / h. This fighter was the last Mustang. With the exception of the twin-engined F-82 "Twin Mustang", but that's another story.
Design
The R-51 is an all-metal monoplane with a traditional layout, with a low wing.
The fuselage is semi-monocoque, with a three-section section. The first engine compartment, followed by the cockpit and tail compartments. The engine is located in the nose of the aircraft, the propeller is four-bladed, automatic, constant speed, pulling type. The radiator tunnels are brought out under the belly behind the wing.
The plumage is of the classical type, from a fixed stabilizer and keel and rotary rudders of height and direction.
Laminar profile wing with advanced mechanization. At the base of the wing are two spars. The wing consoles are integral, the upper part of the wing center section practically served as the floor of the cockpit. The wing separation line ran along the axial part of the center section.
The wing skin was made using the blind riveting method, after which the surface was leveled. When released from the factory, the surface of the wing was completely puttied and painted, this achieved the necessary cleanliness of the aerodynamic flow around.
Ailerons were used as mechanization, the left aileron had a trimmer, the flaps were located in the rear of the wing, from below. The control is fully hydraulic.
Beam bomb racks could be placed under the wing for the suspension of missile and bomb weapons or PTB of various capacities.
Cabin in the central part of the fuselage. On early models, the cockpit canopy is sliding, with a fairing in the tail section. From modification D, teardrop-shaped lantern.
Part of the "Mustangs" and P-51B / C received a Malcolm lantern, with a bubble in the sliding part.
This greatly improved the visibility of the rear hemisphere.
Cabin equipment at the level of modern aircraft of that time. Vehicles assembled for the UK received the standard RAF controls assembled for the US, a conventional handle.
The landing gear is tricycle with a tail support, the landing gear after takeoff is completely retracted into niches. Management of cleaning and brakes hydraulic.
Armament
The armament consisted of 4, later 6 M2 Browning machine guns, placed in the wing, three per plane. Due to the low profile of the wing, this arrangement of weapons was a rather controversial decision, as it required a limited ammunition load. The stock of cartridges per barrel was:
- two external, closest to the wingtips, machine guns, 270 rounds each;
- two central machine guns, 270 rounds of ammunition, if necessary, they could be dismantled, after which two 454 kg bombs could be hung on the R-51, or a system of guides for launching 127 mm NURS.
- two internal machine guns, 400 rounds of ammunition.
The placement of a spaced battery of machine guns in the wing required them to be zeroed in at a certain distance. In this case, the shooting was usually carried out as follows. The tail of the aircraft was mounted on goats so that the machine gun barrels looked strictly horizontally.
After that, the machine guns were aimed so that the threads of the tracks converged at one point at a distance of 300 meters from the aircraft. Some pilots practiced other distances of fire, but this was the standard one.
Bundles of bazooka aircraft missiles, three guides in a pack, or 127 mm NURS in tubular guides, could be used as suspended weapons.
And also bombs for various purposes and calibers up to 454 kg could be suspended under the wing.
Weapons were completed by weight, depending on the task, outboard weapons were also selected for the required weight.
Coloring and marking
For fighters of the British order, English camouflage became standard, but with one characteristic feature. In view of the fact that in the USA there were no necessary names of paints and varnishes, similar ones were selected, therefore the American British camouflage was somewhat different in shade from, in fact, the British one.
The marking is alphabetic, the first letter meant the squadron number, the remaining two - the serial number of the vehicle in it.
Aircraft "Mustang" of the early releases of the American order received a color standard for the US Army Air Force. The top of the fighter was painted olive green. Bottom part in neutral grey.
Zinc-chromate primer, yellow-green, was used to paint the internal surfaces, the interior of the cabin was painted with it.
Since 1944, it was decided to abandon the painting in order to save money, the war was coming to an end, air supremacy had been won, so the Ministry of Defense decided to reduce the cost of paint.
The newly released Mustangs were covered with a transparent nitrocellulose varnish, a wide strip of anti-glare was applied in front of the cockpit, with olive green paint. It got to the point that even the elements of the aircraft frame were not painted.
But, after cases of aircraft failure due to rotten spars were noted, the painting of the frames was resumed. The fact is that one of the walls of the landing gear niche in the R-51 is the wing spar, and if it is not covered with a protective coating, then rust spreads relatively quickly throughout the aircraft.
Combat use
The first Mustangs went into action in May 1942, when they were British fighters. Interestingly enough, the bulk of the early models of the Mustangs of the British order were used as scouts. These aircraft at an altitude of up to 4000 meters had an extremely high speed, which they used.
Fighters of the British order suffered relatively low losses, out of 600 aircraft, only about a hundred aircraft were lost.
A little later, the Americans entered the battle. R-51 fighters were used to escort bombers, as reconnaissance aircraft, and often as strike fighters, 6 heavy machine guns and other suspended weapons were enough to disperse a small convoy of equipment or destroy a train.
Several machines were sent to the USSR Air Force Research Institute to determine the need for Lend-Lease supplies. But the car did not look good, this aircraft was not suitable for the conditions of the eastern front.
Low maneuverability at low altitudes, where there were battles, machine gun armament was also considered unnecessarily weak. In addition, the aircraft was "sluggish" in terms of reaction to the handle. But at the same time, thousands of these machines flew on the Western Front.
It was the P-51 that became the most massive piston fighter in the United States; more than 14,000 Mustangs of various modifications were produced.
After the end of the Second World War, piston aircraft were massively transferred to the flight units of the US National Guard, while the US Air Force received new F-80 jet fighters.
Piston aircraft were indexed from "P" to "F", from the English "fighter", which means fighter. The last combat use as attack aircraft was recorded in Korea, where the F-51 with outboard weapons was noted, as well as the famous F-82 Twin Mustang.
But the R-51 fighters have not gone down in history, quite a lot of these aircraft have survived, which are currently flying and participating in air shows and parades.
Video
The North American P-51 "Mustang", considered the best American fighter of the Second World War, and second only in terms of mass, was designed under the leadership of L. Atwood on a British order received in May 1940 (although preliminary studies on an initiative basis were carried out since summer 1939). The project, which received the NA-73 brand index, was developed for the Allison V-1710-F3R 12-cylinder liquid-cooled engine (1100 hp). The aircraft had an all-metal construction with a working skin. The wing received a laminar profile. Particular attention was paid to manufacturability and the relative cheapness of production. From the very beginning, it was planned to protect fuel tanks and install armored glass.
The NA-73X prototype first flew on October 26, 1940. Tests showed very promising results - the aircraft's speed was 40 km / h faster than that of the P-40 with the same engine. The production of aircraft under the British order at the plant in Inglewood began in April 1941, and in September 1941 the Air Force of the US Army also ordered the aircraft.
The main modifications of the P-51 "Mustang":
"Mustang"Mark. l- V-1710-39 engine (1150 hp). Armament - 4 12.7-mm machine guns (2 synchronous fuselage and 2 wing; ammunition load of 400 rounds), 4 7.7-mm wing machine guns (500 rounds each). Manufactured 620 aircraft.
R-51 - armed with 4 20-mm Hispano Mk.ll wing cannons. In September 1941, 150 vehicles were ordered for delivery to Great Britain under Lend-Lease (British designation "Mustang" Mk.lA). Part of the aircraft was transferred to the US Army Air Force and converted into F-6B photo reconnaissance aircraft.
R-51 BUT- engine V-1710-81 (1200 hp). Armament - 4 12.7-mm wing-mounted machine guns (350 rounds of ammunition per barrel for internal and 280 for external); suspension of two 227-kg bombs is possible. Since February 1943, 310 have been manufactured, of which 50 have been transferred to Great Britain (Mustang Mk.ll). 35 aircraft equipped with the AFA K-24 were designated F-6B.
R-51 AT- Packard V-1650-3 engine (1400 hp). The armament is similar to the R-51A. An additional fuselage fuel tank is installed on the R-51V-5 series, and the V-1650-7 engine (1450 hp) is installed on the R-51V-10 series. Since May 1943, 1988 vehicles have been produced. 71 reconnaissance aircraft designated F-6C. 274 aircraft delivered to Great Britain were designated "Mustang" Mk.NI.
R-51 With- an analogue of the R-51 B produced by a new plant in Dallas. From the R-51C-5 series, the V-1650-7 engine was installed. Starting from August 1943, 1750 aircraft were produced, 20 of them were converted into F-6C reconnaissance aircraft. The vehicles supplied to Great Britain (626 units) were designated "Mustang" Mk.NI.
P-51 D- a drop-shaped lantern was used, the chassis was reinforced. Engine V-1650-7. Armament - 6 12.7-mm wing-mounted machine guns (400 rounds of ammunition per barrel for the inner pair and 270 for the rest); it was allowed to dismantle an external pair of machine guns, while the ammunition load for the remaining ones was 400 rounds per barrel. From series P-51 D-25 suspension is provided for 6 127-mm NAR HVAR (10, if underwing PTBs were not suspended). 7956 vehicles were manufactured (6502 by the plant in Inglewood and 1454 in Dallas), of which 280 were delivered to the UK (Mustang Mk.IV) and 136 were converted into F-6D reconnaissance aircraft.
R-51K- differed from the P-51D in the type of propeller (Airproducts instead of Hamilton Standard). The plant in Dallas produced 1337 vehicles, of which 594 were delivered to the UK (Mustang Mk.lVA) and 163 were converted into F-6D reconnaissance aircraft.
R-51 H- V-1650-9 engine with a water-alcohol mixture injection system (power in emergency mode 2200 hp). Since February 1945, 555 vehicles have been produced at the Inglewood plant. The planned production of the R-51M variant (with the V-1650-9A engine without an injection system) by the plant in Dallas was canceled due to the end of the war - only 1 car was built.
Modifications XP-51F (light version with V-1650-3), XP-51G (with British Merlin 145M engine) and XP-51J (with V-1710-119 engine) were not serially built.
The total production of Mustangs in the United States amounted to 15,575 vehicles. In addition, the aircraft was built in Australia, where 100 P-51D kits were delivered in 1944. 80 of them were assembled under the local designation SA-17 "Mustang", 20 starting from February 1945, the rest were used as spare parts. Since 1947, another 120 SA-18 Mustang Mk.21, 22 and 23 aircraft, differing in engines, have been produced in Australia.
Flight performance North American P-51 "Mustang" Mk.I
Engine: Allison V-1710-39
power, hp: 1150
Wingspan, m.: 11.28
Aircraft length, m: 9.83
Aircraft height, m .: 3.71
Wing area, sq. m.: 21.76
Weight, kg:
empty aircraft: 2717
takeoff: 3915
Maximum speed, km / h at an altitude of 6100 m: 615
Time to climb 1525 m, min: 2.2
Flight range, km (with PTB) 1200
Combat use of the P-51 Mustang
In the Royal Air Force, the 26th AE received the first Mustangs in February 1942, and by the middle of the year, 11 squadrons had already flown such machines. The first sortie took place on May 10, 1942, when the Mustangs stormed targets in France, and on August 19, aircraft of this type took part in air combat for the first time, providing a raid on Dieppe. Aircraft "Mustang" Mk.l and IA were used by the Royal Air Force until 1944, and only as attack aircraft and reconnaissance aircraft. In December 1943, the 65th AE received the first Mustang Mk.HI. In total, about 30 AEs were armed with such machines, including 3 Canadian and 3 Polish, operating as part of the Royal Air Force. Mustang IIIs were used to escort bombers, as well as to intercept V-1 cruise missiles. The Mustangs Mk.IV served in the same roles. In particular, by September 5, 1944, these aircraft shot down 232 V-1. British Mustangs were used mainly over Western Europe. In the Mediterranean theater of operations, their use was very limited. Approximately 600 Mustangs were planned to be transferred to Burma after the end of the war in Europe, but most of them did not have time to reach their destination before the surrender of Japan. After the end of the Second World War, the Mustangs in the UK were quickly withdrawn from service.
In the Air Force of the US Army, Mustangs were first used in combat in April 1943 by the 154th reconnaissance AE, armed with P-51 and F-6A and operating in North Africa. R-51A aircraft were used mainly in Burma in the 1st, 23rd and 311th IAG. R-51 V/S vehicles appeared on the European theater of operations in October 1943 - the 354th IAG was the first to receive them here. 11 air groups with such Mustangs were stationed in the UK, 4 more were based in Italy. Their main task was to escort bombers. In Burma, R-51 V / C fighters, starting from September 1943, were armed with three groups.
Since March 1944, P-51D aircraft appeared in Europe. The 55th group received them first. The new modification turned out to be an ideal escort fighter with a long range, high speed and rate of climb, as well as great firepower. Since the Allied landings in Normandy, Mustangs have become one of the main means of close air support, acting as fighter-bombers and attack aircraft. In addition, they were successfully used to intercept Me-262 jet fighters. In the UK, P-51D / K received 14 air groups, in Italy - 4. In the Pacific theater of operations, P-51D / K debuted at the end of 1944. In addition to escorting B-29 bombers, they were used to attack ground targets in the Philippines and Taiwan, and from moment of capture. Iwo Jima and the arrangement of airfields there - and on the Japanese islands.
The Mustangs own 4,590 of the 10,720 aerial victories claimed by the US Army Air Forces in Europe, as well as 4,131 of the 8,160 enemy aircraft destroyed on the ground.
In the post-war period, "Mustangs", starting in May 1946, were transferred to the National Guard Air Force. In 1948, the designations P-51 and F-6 were changed to F-51 and RF-51, respectively. The American F-51D was widely used during the Korean War - mainly as fighter-bombers. The last Mustangs were withdrawn from service with the National Guard Air Force in 1957.
The Free French Air Force used the Mustangs, mainly in the reconnaissance version - from January 1945, the GR 2/33 squadron flew the F-6C / D.
At the Pacific Theater of Operations, the Mustangs received the Royal Australian Air Force - in addition to the locally assembled vehicles mentioned above, 214 P-51D and 84 P-51 K came directly from the United States. But the units they armed reached combat readiness only at the end of hostilities, although they participated in the occupation Japan. 77th AE in 1950-1951 flew Mustangs in Korea.
30 P-51Ds were received by New Zealand in 1945, but they did not participate in hostilities, having served until 1950. Canada received 100 P-51Ds shortly before the end of the war. A batch of aircraft of this modification was also transferred to the Air Force of the Union of South Africa - in 1950-1953. the 2nd AE fought on the P-51D in Korea.
China in 1943-1944 received 100 P-51 V / S, and in 1946 - 100 P-51D. The aircraft were used in the civil war, and after 1949 they remained in service in both the PRC and Taiwan for some time.
The USSR received 10 Mustangs Mk.l at the beginning of 1942. Three of them in August 1942 underwent military trials on the Kalinin Front, receiving a negative assessment from combatant pilots. In the future, Mustangs Mk.l were used only for training and experimental purposes - as well as several aircraft of later modifications that made forced landings in Soviet-controlled territory.
In the first post-war years, large batches of P-51Ds were received by Sweden, Switzerland, and Italy. Also, machines of this type were supplied to the Netherlands (for service in the East Indies), Israel, South Korea, Indonesia, Cuba, the Dominican Republic, Bolivia, Guatemala, Nicaragua, Uruguay, Haiti. In most countries of the "third world" these aircraft served until the end of the 60s.