The end of the runway came into view, and I increased power to 55 inches (120 gallons per hour of fuel flow). I had been taught that the best way to maintain directional control is to increase power in steps as control effectiveness increases.Īt 50 knots I slowly but forcefully pushed the stick forward. (The geared propeller turns at only 1,437 rpm.) I held the stick fully aft to keep the tailwheel on the ground and assist with tracking. As airflow increased across the rudder, I advanced the throttle to 3,000 rpm and 40 inches. The Mustang trembled slightly as if champing at the bit, impatient to be cut loose.īrakes released, we began to accelerate, and I kept my feet dancing to arrest directional transgressions. Toe brakes firmly applied, I advanced the throttle to 2,300 rpm and 30 inches of manifold pressure. ![]() The canopy was locked, engine-coolant temperature was in the green, boost pump was on, and the mighty Merlin was feeding from the left tank. I rechecked rudder trim: 6 degrees right. The 11-foot propeller made humongous, blurred slices across the sky. More of the runway is visible than when flying airplanes equipped with wide radial engines that block more of the view. Although I could not see directly ahead, I could see a considerable length of the runway edges. The long nose seemed to slope up and away for as far as the eye could see but thankfully it is slender. It was comforting, though, to know that the typical World War II pilot stepping into the single-place fighter for the first time had only 200 hours of flight time. ![]() An unsettling rumor says that more P-51s were lost during training than in combat, although Bob Hoover doesn't agree with that. I couldn't help thinking about the Mustang's reputation for being difficult to control during the takeoff roll. I nudged the throttle to 1,500 rpm for a final check of the gauges.Īt the age of 69 I was about to solo a Mustang for the first time and felt as much anxiety as when I had made my first solo flight 53 years ago. The idling Rolls-Royce Merlin engine made that distinctive popping sound. I held in position to collect my thoughts, to ensure that I was ready for what lay ahead. Pulling the stick back limits tailwheel swivel to 6 degrees left or right, enough to make wide-radius taxiing turns. I pushed forward on the control stick to unlock the Mustang's full-swiveling tailwheel for the turn onto Camarillo (California) Airport's Runway 26. This was the moment of which dreams are realized and memories are made. The clearance crackled through my headphones, "Mustang One-Five-One-Delta-Papa, cleared for takeoff." The distinctive snarl of its liquid-cooled, V-12 engine turns heads wherever and when-ever it is heard.Ĭan there be a pilot who has not yearned to fly one? Dream flight It is the ultimate single-engine, propeller-driven airplane, a sculpture of aerodynamic eroticism that stirs a pilot's heart. There is nothing that can be written about the North American P-51D Mustang that hasn't already been said. All performance figures are based on standard day, standard atmosphere, sea level conditions unless otherwise noted. ![]() V SO (stall, in landing configuration, 9,000 lb)Īll specifications are based on the United States Air Force F-51D Flight Handbook. Landing distance over 50-ft obstacle (9,000 lb) Max glide ratio (propeller in high pitch) Rate of climb, sea level (with wing racks, 10,200 lb) Takeoff distance over 50-ft obstacle (9,000 lb) ![]() Max landing weight (armament & drop tanks)īaggage capacity (in ammunition and gun lockers) Max takeoff weight (armament & drop tanks) Max gross weight (with armament & drop tanks) Rolls-Royce Merlin V-1650, 1,490 hp Supercharged (2 stage), liquid-cooled V-12 Price (in good condition): $1.5 million to $1.8 million
0 Comments
Leave a Reply. |
Details
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |