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A New A2A P51 in the works.

"It should be added, that while the XP-51F, G, and J never reached factory production, it wasn't the fault of North American, but rather a change in planning (a change of mind) by the USAAF. All of the experimental lightweight Mustangs achieved or exceeded their design goals. NAA's chief test pilot, Bob Chilton, for example, referred to the XP-51F as his favorite of all of the Mustangs built."

Good summary JT.
My small circle of IPMS friends all regarded the 'Lightweights' as the Ultimate Mustang, known to us as the 'Spitstang'.
There were a few nice scratch built models made as a reult,
:encouragement:
 
As you can see in the profile of the P-51H, besides having the radiator scoop and canopy stretched more length-wise than the D-model (to improve the aerodynamic airflow), the fuselage is also wider vertically (up/down). All of that was to get back the side-area that was lost in the D-model design. The position of the pilot, being raised up, and having the cowling sloping away from the windscreen, also allows for better forward vision. The first 13 P-51H's were manufactured with tails that were a bit shorter than you see in that profile. Working with the NACA, for added yaw stability, North American designed a taller fin cap which was then part of the rest of the P-51H production.
 
Wombat, I was particularly interested in reading what Bob Chilton wrote about his experiences in flying the XP-51F, since he held it in such a high regard. He said it was like a fine-tuned race car. He had to be very careful with the power on take-off, moving the throttle only increments at a time, otherwise it would become airborne prematurely. At only 30-in MP the aircraft would already be airborne! He also states that it was common practice with the aircraft to climb out at 7500-fpm. The climb-speed was supposed to be 250-mph, and he said it was almost impossible to find an angle of attack which would lower the airspeed to that amount. It was also routine with the XP-51F to cruise at 45,000 ft, which required a special pressure suit and many layers of clothes to be worn, since the aircraft was of course not pressurized (anyone would certainly suffer 'the bends' climbing to such an altitude without any pressure suit, and I have heard stories of WWII Mustang pilots that did). With the XP-51F, NAA really worked hard to try and make it the first prop-driven fighter to go 500 mph. The closest they were able to achieve was when Bob Chilton was able to get it up to 491 mph at 21,500 ft.
 
Their Airplane Factory titles are still very nicely done aircraft, but with slightly less detail and minus any accu-sim ability and at a lower price than the full detailed accu-sim aircraft.

Yeah, I don't have enough time to commit to acccu-sim, so I've been very happy with A2A Aircraft Factory releases.

Tommy
 
Chanute

Did my Tech School there in the winter of 1962. Technician/operator/instructor on the C-11 Link Instrument Trainer. I bookmarked their website - http://www.aeromuseum.org/ and would like to visit.
:wavey:
Trained there as a Flightsim Technician in the winter of 1967, 3350 TS. Went back there several years ago to see what happened to it and visited their Museum. The Museum had recently opened and I was there alone, and it was pretty nice. They had the front end of a B52 there which was not ropped off yet so I was able to climb inside and visit all 3 levels at my leisure . Sitting waaay up in the pilots was a big thrill for me, lot of instruments still present in the old bird. Went back a few years later for a return visit but the B52 was ropped off (insurance regulations?). It is still a nice Museum and I recommend especially if you trained there.
BUD
 
I remember reading years ago in Michael O'Leary's book "MUSTANG: A Living Legend" Chuck Yeager saying he hated the H-model Mustang. Called a "a pig" and "It wasn't as good as the D-model and an extremely tiring aircraft to fly"...

N.
 
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