P-51 Mustang
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Email Letter to cardmodelling group from Wayne (Mar 00)

Have started Chip's P-51 using the "Legacy (tm)" silver metalized paper and here's a few of my up-to-this-point-in-construction observations:

As far as those rare, stray surface ( ;>) glue marks, the stuff DOES like glue and won't give it up for love or money . Gluing time seems significantly shorter than with un-coated/unprepared card-stock ("Elmer's" (tm) white glue)...Might just be my imagination...

I really like the way this paper takes a "natural" curve. The flying surfaces took an airfoil shape with little or no effort. I scored the fold lines and brought the edges together; no rolling necessary. Owing to the paper's propensity to very easily wrinkle, additional kindness is a necessity when bringing these mating edges together. Looked very realistic as far as a symmetrical airfoil is concerned. The fuselage took to the curve just as well.

This paper will take a "roll" very easily, so much so that I really didn't need to roll the paper on my foam pad (I've an old, dense-foam mouse pad that works super) While pressing the glue tabs to the back of the silvered paper by (eventually) gently rolling the tab with a dowel on my cutting pad created a slight curve. More firm pressure while rolling the back-side of the paper on my cutting mat produced a very nice, gentle curve.

Another caution when putting ANY pressure on this paper.. Make darned sure the surface upon which you're working is SPOTLESS. The slightest stray speck or cut mark will leave a permanent indentation (see above...SOFT!)...I haven't tried painting this stuff but I suspect "hiding" these imperfections
could be difficult (unless one's tempted to super-detail bullet holes,
maintenance scratches, etc.; hmmm, rivets?)...

All in all, I really like this paper. I just need to remember to keep the rough-housing to a minimum.

Construction Tips!

You'll find that the Mustang fuselage comes together like magic. The wing fairings, like several others in this series, needs to be well formed before the wing is attached.

One of the neat things about Fiddlers Green Airplane models is that, basically, the assenbly process is just about the same for all. Wings are best scored and folded along the leading edge and glued along the trailing edge. The mustang wings, however, are different from most of our planes because of that little forward flair at the wing root. (see below) . The proceedure is just the opposite.

First, roll the upper leading edges of both wings over a round pencil or dowel to get a nice airfoil shape. THEN, GLUE ONLY THE ROOTS OF THE WINGS and let dry. You can then glue the rest of the leading edge together. Slide a ruler over the TRAILING edge to sharpen. With just a little care, the wing will take shape nicely.

The prop works well when attached with a straight pin but the clear plastic prop disk provided in the kit of 10 models is more effective. If you have bought the model singly, you can make a prop disk out of just about any 'blister' type packaging. Trace anything that 's about 13/4 inches in diameter and cut out with a scissor
. When North American Aviation offered to design a new fighter for Britain they could hardly have imagined just how successful the resulting fighter would become. It took only 17 weeks to design to produce the first prototype. It entered RAF service in April 1942 powered by the Packard built Allison engine. It wasn't until the new Merlin engine was installed that the Mustang became, arguably, the best fighter in WWII.

With 108 gallon drop tanks under the wings, the P-51 was just what Allied bombers needed for protection during daylight raids deep inside Germany. The rate of bomber losses fell sharply as more and more P-51s were deliveredinto service. In fact, Reichsmarshall Goering, head of the German Luftwaffe, said that when he saw these fighters over Berlin, he knew the war was lost. Total production topped 15,586!

Thanks to Joe Cangero for the landing gear graphics. This is for the advanced P-51 modellers, like Joe, who want to give this classic model all the time it deserves

Some aviation historians, and certainly those pilots who flew them, subscribe most strongly to the proposition that the North American P-5 I Mustang was the greatest piston-engined fighter of World War II. Be that as it may, few, if any, aircraft had a more intriguing history.

In 1939, the British, badly in need of more combat aircraft, asked the North American Aviation company to buld for them, under licence, the Curtiss Hawk 87. The Americans were willing to comply, but said they could build a new and better machine, They not only could.. they did, and they carried Out the assignment with astonishing speed. They designed, built and test-flew a prototype within 7 weeks! Considering NAA had never built a fighter before, this was an incredible feat.

When this, the first of all Mustangs (known then as the NA73X), took to the air on 26 October 1940, it was new from nose to tail. It was about the size of the Spitfire and had about the same power, yet it had heavier armament (four OSin and four 0.300in guns or four 20mm cannon), three times the fuel capacity and higher speed1 It had only one real drawback: the Allison engine delivered only moderate power at anything over medium altitudes. Most of the first Mustangs and USAAF P-5 Is and F-6s with the Allison engine were therefore used as low-level fighter, attack and reconnaissance aircraft.

This is chip, age 15 from a newspaper
article clipping about the annual town crafts show. True to life,

The P-51 D models had two more 0.5in wing guns, increasing the armament to six machine guns with an additional 620 rounds of ammunition. Strengthened mainplanes allowed for the fitting of racks for two 1.000 lb bombs. The power to fly the slight extra weight was to come from a new Pacard-Merlin engine known to the British as the Merlin 68.

Generally held to be the best all-round fighter aircraft of World War II. the North American P.51 Mustang was undoubtedly in a class of its own. It combined high speed in level flight and dives with the ability to maintain a top-rate performance whether at 40,000 ft or just above the tree-tops. Good manoeuvrability and firepower combined with extraordinary range made the Merlin-powered Mustang one of the most versatile combat aircraft ever built.

The early Allison-engined version had a more restricted performance and gave of its best at altitudes below 15,000 ft. Pilots of the Royal Air Force-the service for which the aircraft was originally built-found the Allison engine dependable and smooth-running at normal speeds. This model was chiefly used for ground attack and tactical reconnaissance, the RAF still having many of the original Mustangs it had received in 1942 on operations at the end of hostilities three years later.

Wing Commander Tom Fazan, having previously flown the slow Westland Lysander spotter aircraft, anticipated that his transition to the Allison-engined Mustang might be difficult, when he took command of one of the first squadrons equipped with the type early in 1942. He later recalled that the Mustang was surprisingly docile and he always felt the aircraft was flying him and not he it. It was very stable and he particularly liked the wide track undercarriage which was a boon on the small bumpy grass aerodromes from which they generally operated. The Mustang was also a very solid aircraft; one felt the construction was good and that it would stand up to the rough and tumble of operational use very well-and it did.

The Mustang's airframe was considerably heavier than that of most of its European contemporaries and thus it took the Packard Merlin with its two-speed, two-stage supercharger to provide the power match required. Mass-produced at two large plants, the Merlin-engined Mustang became the main USAAF fighter during the final year of World War 11. While it is not surprising that such a powerful aircraft should be adapted in postwar years for racing and sport, what does say much for the inherent good design and construction of the aircraft is that, more than three decades after the last example left the production lines, nearly 60 civilian operated Mustangs are still flying in the United States alone.

The reputation of the Mustang as being 'a hot ship' led to occupancy of its cockpit becoming one of the most sought-after assignments by USAAF pilots. The cockpit was of a comfortable size, much roomier than the glove-like positions in the Spitfire or Messerschmitt Bf 109. The original 'coffin hood' type canopy restricted vision, but no more than in similar-styled contemporaries. The introduction of the so-called bubble canopy on the P-51D giving all-round visibility was a vast improvement, although its predecessors were said to be faster.

The flight controls in a Mustang were the conventional stick and rudder pedals arrangement. All control surfaces had fibre trim tabs adjustable by three knobs on a control pedestal installed on the left side of the cockpit. This control pedestal also sported the operating levers and switches for propeller pitch, fuel mixture, throttle, landing gear and flap control. Switches on the right side of the cockpit were for electrics, radio and oxygen supply. There wete normally 14 gauges and dials on the instrument panel, below which were switches to operate weapons release and fuel supply. As the two-speed, two-stage supercharger cut in automatically with changes in altitude, operation of the Mustang was considerably easier for the pilot than either the Republic P-47 Thunderbolt or Lockheed P-38 with their sensitive turbo-superchargers.

The pilot's seat was designed to accommodate either a seat or back type parachute, but the bucket had no fore or aft movement and adjustments had to be made on the rudder pedals to accommodate the very large man more comfortably. The seat could, however, be raised and this was an advantage when taxying. The back of the seat was armoured and the pilot was afforded additional protection by a steel panel aft of the engine and a bullet-proof windshield in front of him.

The Mustang was such a clean design that it would quickly pick up speed in a dive and if you weren't careful you could get into compressibility. The airspeed indicator was red-lined at 500mph but, of course, at high altitude you could be hitting the 500 figure when the dial only showed 300mph. A lot of men got killed because they didn't compensate for altitude, got into a high speed dive at 30,000 ft or more and suddenly found the aircraft in compressibility when the pointer was still way below the red line. The Mustang was tough, but if you got into man uncontrollable dive it only took a heavy hand on the stick to shed wings and tailplane.

How a Mustang behaved in a stall depended very much on its loading. Clean and with no fuel in the rear tank the stall was fairly gentle and recovery quite comfortable. Spins in a '51 were to be avoided. Even a power-off spin was nasty, the nose snapping up and down all the time. I never got into a power spin, but understand you were lucky if you came out alive.

Chip and company, Recently (and much to my displeasure because he was a great boss), my commander retired after 28 years in the military. He collected "Buffalo Soldier" memorabilia, even though he was Air Force (Army enlisted for three years). For his retirement and in honor of his service, I built the two Tuskegee Airmen P-51 Mustangs. In my research for the presentation, I came up with the document (see below) that is now framed and on display with the two birds in his study. I thought I'd share it with the other Greenies who may also want to create a Red Tails display. Thanks guys for keeping it going! MSgt Edward Merica The Tuskegee Airmen were the famed, all-black flying unit formed and trained in Tuskegee Alabama. They were first deployed to Morocco in April of 1941, and on 2 Jun 1943 saw their first action of the war strafing German positions on the island of Pantelleria. On 2 July, Lt Charles Hall scored the first of many aerial victories for the famous Red Tails, downing a Focke-Wulf 190. In Africa, they operated both lightly armed and underpowered P-39 Airacobras and battle-weary P-47 Thunderbolts, seeing little real action against the enemy because of the segregation policies of the time. Things changed when the 332nd moved from Africa to Italy. First, they acquired their trademark P-51D Mustangs. Second and more importantly, at Anzio they were granted the mission of long-range bomber escort duty, a combat assignment they begged for and at which they excelled to a degree never seen before or since. The Red Tailed Angels were asked for by name by the all-white crews escorted; most of whom never knew they were black, respecting them instead for their unprecedented combat record. However, Luftwaffe pilots operating in Italy knew who the Schwarze Vogelmenschen, or Black Birdmen were, and feared these ferocious escort fighters. The most significant claim to fame for the 332nd came from being the only fighter group ever to never lose a bomber they escorted. By the end of the war, the 332nd had shot down over 400 Luftwaffe aircraft, including 3 of the 8 Me-262s shot down by Allied aircraft. They sank a destroyer with only machine gun fire, as well as mention numerous fuel depots, supply convoys and trains. They flew more than 15,000 sorties and 1500 missions. The unit received recognition through official channels, and won two Presidential Unit Citations, 744 Air Medals, 150 Distinguished Flying Crosses, fourteen Bronze Stars and numerous Silver Stars. Creamer’s Dream Flown by Capt. Charles White of Oakland, California 2 ME 109s (April 1, 1945) Duchess Arlene Flown by Lieut. Robert W. Williams of Ottumwa, Iowa 2 FW 190s (March 31, 1945)

Many top E.T.O. aces flew the Mustang, including Colonel Donald Blakeslee (15 victories)
and C.O. of the famous 4th Fighter Group (which destroyed over 1,000 German aircraft, more than
any other American fighter group in WW II), Captain Don Gentile (35 victories), Captain John Godfrey
(31 victories), and Chuck Yeager (who later became the first man to break the sound barrier, and
ended his military career as a Brigadier General). Also Colonel Eagleston (23 victories), commander of
the 354th Fighter Group of the Ninth Tactical Air Force, and top ace of the 9th. Also in the 9th was
Major James Howard, the only American ace in both theaters of the war (6 victories in China flying
P-40's, and 6 victories in Europe flying P-51's).

This glorious airplane came about when the British contacted North American Aviation in 1940, with a
request to build fighters for the RAF. North American was willing, but the Spitfire was not well suited
to NAA production techniques, so they offered to design and build a new fighter that would meet
British requirements, and be easier to mass produce. The British accepted and the rest, as they say, is
history. In only 100 days NAA rolled out the first prototype Mustang. By November 1941, the first of
over 600 aircraft produced under British contract were delivered to the RAF.

The streamlined new fighter incorporated some advanced ideas, in particular a laminar flow wing of
thin cross section, which allowed the Mustang to avoid most of the "compressibility" dive problems
that plagued many other high performance fighters of the time. Two of the first ten Mustangs built
were taken to Wright Field, at Dayton Ohio, for testing by the AAF, which designated them XP-51.

It was hoped to use the Rolls Royce Merlin engine in the new fighter, but British engine production
was not adequate, so the inferior 1,150 hp. Allison F-series V-12 was substituted in the early Mustang
models. This resulted in poor high altitude performance, so the RAF used their Mustang I (P-51) and II
(P-51A) models for low altitude ground attack and reconnaissance duties. These they performed very
well.

The Mustang I had a top speed of 370 m.p.h. at 15,000 ft. Best climb at 11,300 ft. was 1,980 ft/min.
An assortment of .30 and .50 caliber machine guns were carried, but the Mustang IA was armed with
4-20mm cannon. Handling and maneuverability were good. Like the FW 190, the P-51 was a pilot's
airplane.

P-51A (Mustang II) production was divided between America and Britain. This model standardized
armament as 4-.50 cal MG. (two per wing). There were ground attack versions of the P 51A in U.S.
service, designated A-36A, which served the AAF in the North African campaign. There were also
specialized photo reconnaissance versions of all major Mustang models, the F-6 series.

The decision was made to mass produce the outstanding Merlin engine under license in the United
States. The P-51B and C models (Mustang III in British service), which entered service in December
of 1943, were powered by the new Packard-built version of the Merlin V-12, driving a four bladed
propeller. At the same time, the airframe was strengthened, the radiator was re-designed, the ailerons
were improved, and racks for long range drop tanks or bombs were added under the wings.

This new engine completely changed the character of the Mustang, and resulted in what was probably
the best all around piston-engine fighter of WW II. It came at a crucial moment for the AAF daylight
bombing campaign. Luftwaffe fighters had taken such a toll of un-escorted heavy bombers that the
losses were becoming un-supportable. The great range of the P-51B-7 (which also carried drop tanks),
allowed it to escort the heavy bombers all the way to their targets deep inside Germany. In March of
1944, Mustangs went all the way to Berlin. Eighth Air Force bomber losses plummeted, while
Luftwaffe fighter losses skyrocketed.

The 1,450 hp. Packard/Merlin engine (1,595 hp. war emergency rating) gave the P-51B-7 a top speed
of 445 m.p.h. Best climb was 3,320 ft/min at 10,000 ft. The new Mustang carried 4-.50 caliber MG
(two per wing), and up to 1,000 lb.. of external stores. Its range was an astounding 2,200 miles with
two 150 gal. drop tanks. Endurance with drop tanks was 8.7 hours.

As 1944 progressed, things continued to get worse for the Germans. The improved Republic P-47D
model arrived with greatly increased range (2,100 miles with drop tanks), and so did the definitive
Lockheed P-38L model, with even greater maximum range than the single engine fighters. Now the
Luftwaffe was often outnumbered over its own homeland. For the German fighter force, the end was
at hand.

Later in 1944, the P-51D model arrived. This became the most famous Mustang of them all. It sported
a "tear drop" canopy for better all around vision, and a more powerful 1,790 hp. version of the
Packard/Merlin engine, along with many detail improvements. Maximum speed was still about 445
m.p.h., and the armament was increased to 6-.50 caliber wing MG. All manner of external stores could
be carried. Reconnaissance versions were also produced. Recognition of the D model is easy, because
of its teardrop canopy and the large fillet fin added in front of the vertical stabilizer.

The final major production version of the Mustang was the P-51H. This re-designed model
incorporated major improvements, as extensive in scope as those incorporated into the FW 190D or
Spitfire Mk. 22. It was based on the experimental lightweight F and G versions. These were attempts
to build extremely long range Mustangs for escort work in the Pacific War. In the H model, the
structure was increased in strength by 10%, to allow higher "g" loads in combat maneuvers. No
structural part was left in common with earlier models. The Mustang, already more maneuverable than
most of the enemy fighters it faced, could now pull even tighter turns. Also, the canopy was raised for
better visibility, the ailerons were altered to improve the roll rate, the wing was re-designed for greater
lift and less drag, radiator fairing contours were improved, and the tail was re-designed for greater
strength and more surface area. This last change is easily visible, as the size of the vertical stabilizers fin
fillet was greatly reduced. Streamlining was improved to increase speed, and stability was improved. A
new version of the Packard/Merlin, incorporating water injection, delivered over 2000 hp. All of these
changes resulted in the finest American fighter of the war. The H model saw combat in the Pacific in
1945, toward the end of the war. Speed was 486 m.p.h. at 30,000 ft. best climb rate was 5,350 ft/min.
at 5,000 ft. Service ceiling was 41,600 ft.

Unlike most other American piston engine fighters, which were withdrawn from service soon after the
end of WW II, the Mustang fought on, doing valuable ground support work in the Korean War. It was
adopted by many other nations, too numerous to list here, and remained in service in some countries
into the 1960's. The following specifications are for the famous D model of 1944.