posted 03-08- 08:19 AM               

I understand one of the FM guru's will be working on it (won't say which one as he probably doesn't want to be pestered about this). But it doesn't look like the work will be ready for PP 6.1

posted 03-08- 07:44 PM               

quote:

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Originally posted by Rendsburger:
Da Jug head,
in the moment whe have a P51 with . . . the turning rate from Apache!

Rendsburger

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posted 03-12- 12:17 AM               

I have seen different horsepower ratings in different books. 1490-hp for the V-1650-3 to 1590-hp for the V-1650-7 up to 1620-hp. The 1720-hp you see is from the original boxed version. I believe this was done to account for WEP. As I have stated so many times before that no changes have been made to the flight characteristics except on the latest version which only improved ground handling. (This also made it more realistically unstable if the stick is jerked around at lower speed) Yes you can spin it, especially if you just stomp on the rudder in turns. The flight characteristics have never been completely accurate as far as top speed, climb rate, and turn rate. We will probably need to go back to the 5.3b version of the P-51D anyway due to incompatibility issues with the new patch.

Couple of other notes regarding the P-51D. First to dispel some myths. The P-51D was not all that unstable in turns. Some people may believe this for a couple of reasons. First when the Merlin engines replaced the Allison engines it did decrease directional stability. This was corrected by the addition of the strake (dorsal fin). Second, when the 85-gallon internal fuel tank was added it caused problems with the center of gravity. That is why it is only allowed 65-gallons of fuel in the internal tank and caution must be used when landing with less than 25 gallons of fuel in the internal tank because it may make the plane a little nose heavy and unstable especially on flaring.

The following is from a 12-page term paper I did on the P-51 Mustang for a World War II History class. This is not just my opinion but it is from the books cited. (author, page number);

In tests carried out in the United Kingdom, the new Mustang had the advantage over the two German fighters, the Bf 109-G2 and FW 190. Up to 28,000 feet the Mustang was 50 mph faster than either plane, above that it was 70 mph faster than the FW 190 and 40 mph faster that the Bf 109. Climb rates were about the same for all three planes but the Mustang could out dive both German planes. Its turn radius was marginally better than the FW 190, and much better than the Bf 109. The Mustangs rate of roll was superior to the Bf 109, but the not as good as the FW 190. (Grant, 26)

Compared to the Allison powered Mustang, this new version was much more vicious in a stall and had less directional stability. (Grant, 24)

An additional 85-gallon internal fuel tank was added behind the cockpit. However, this caused a problem with the center of gravity in the P-51D. The plane was unstable with a full load until some of the fuel was used from that internal tank. Finally, a strake (dorsal fin) was fitted in front of the tail fin to aid in lateral stability. This strake was retrofitted to many of the B and C models as well. (Kinzey, 4)

The 12-cylinder Packard-built Rolls Royce engine with two-stage, two-speed supercharger was rated at 1490 horsepower (Military Power - V-1650-3). Maximum speed was 448 mph. Initial climb rate 3,475 feet per minute. (P-51 Flight Manual, 1)

Grant, William Newby, "P-51 Mustang"
Chartwell Books Inc. Secaucus, NJ

Kinzey, Bert, "P-51 Mustang, Part 2 P-51D Through F-82H"
Squadron / Signal Publications, Carrolton, TX

Secretary of the Air Force and the Chief of the Bureau of Aeronautics, "P-51 Flight Manual" Boomerang Publishers, Arvada, CO