north american aviation p–51d mustang - barry schiff · written about the north american p–51d...

AOPA PILOT • 96 • AUGUST 2007

North American Aviation P–51D Mustang

0708P_Mustang_96-104 6/29/07 10:48 AM Page 96


PHOTOGRAPHY BY MIKE FIZER

T here is nothing that can be

written about the North

American P–51D Mustang

that hasn’t already been said. It is

the ultimate single-engine, pro-

peller-driven airplane, a sculpture

of aerodynamic eroticism that stirs

a pilot’s heart. The distinctive snarl

of its liquid-cooled, V-12 engine

turns heads wherever and when-

ever it is heard.

Can there be a pilot who has not

yearned to fly one?

Soloing a Mustang for the first time

BY BARRY SCHIFF

“No question about it,” says author Barry Schiff (above). “Happiness is flying a Mustang.”

0708P_Mustang_96-104 6/29/07 10:49 AM Page 97

Dream flightThe clearance crackled through myheadphones, “Mustang One-Five-One-Delta-Papa, cleared for takeoff.”

This was the moment of whichdreams are realized and memories are made.

I pushed forward on the controlstick to unlock the Mustang’s full-swiveling tailwheel for the turn ontoCamarillo (California) Airport’s Run-way 26. Pulling the stick back limitstailwheel swivel to 6 degrees left orright, enough to make wide-radiustaxiing turns.

I held in position to collect mythoughts, to ensure that I was ready forwhat lay ahead. The idling Rolls-RoyceMerlin engine made that distinctivepopping sound. I nudged the throttle to1,500 rpm for a final check of the gauges.

At the age of 69 I was about to solo aMustang for the first time and felt asmuch anxiety as when I had made myfirst solo flight 53 years ago. I dried myhands on my pant legs.

I couldn’t help thinking about theMustang’s reputation for being difficultto control during the takeoff roll. Anunsettling rumor says that more P–51swere lost during training than in com-bat, although Bob Hoover doesn’t agreewith that. It was comforting, though, toknow that the typical World War II pilotstepping into the single-place fighter

for the first time had only 200 hours offlight time. I had a wee bit more.

The long nose seemed to slope upand away for as far as the eye could seebut thankfully it is slender. Although Icould not see directly ahead, I couldsee a considerable length of the runwayedges. More of the runway is visiblethan when flying airplanes equippedwith wide radial engines that blockmore of the view. The 11-foot propellermade humongous, blurred slicesacross the sky.

I rechecked rudder trim: 6 degreesright. The canopy was locked, engine-coolant temperature was in the green,boost pump was on, and the mightyMerlin was feeding from the left tank.

Toe brakes firmly applied, I ad-vanced the throttle to 2,300 rpm and 30inches of manifold pressure. The Mus-tang trembled slightly as if champing atthe bit, impatient to be cut loose.

Brakes released, we began to accel-erate, and I kept my feet dancing to ar-rest directional transgressions. As air-flow increased across the rudder, I ad-vanced the throttle to 3,000 rpm and 40inches. (The geared propeller turns atonly 1,437 rpm.) I held the stick fully aftto keep the tailwheel on the groundand assist with tracking. I had beentaught that the best way to maintain di-rectional control is to increase power insteps as control effectiveness increases.

At 50 knots I slowly but forcefullypushed the stick forward. The end of therunway came into view, and I increasedpower to 55 inches (120 gallons per hourof fuel flow). I began to appreciate whythe British (for whom the P–51 was de-veloped) called this airplane a Mustang,a wild stallion of the American prairie.The unbridled acceleration, energy, andnoise level are startling and impressive.

Although 61 inches of manifoldpressure are available for takeoff, Iwas not ready for the combination oftwisting and turning forces that ac-company 1,490 horsepower slingingthat huge propeller. (Torque alone isimpressive and causes the left tire towear much faster than the right.) Atakeoff using maximum power couldwait until I had more experience.

Besides, a lightly loaded Mustang in-spired by 55 inches of manifold pres-sure performs better than a wartimeedition loaded with armament anddrop tanks using 61 inches. Duringemergencies, combat pilots could pull67 inches (1,720 horsepower), andmodified Mustangs racing at Reno de-velop as much as 155 inches.

I raised the nose at 100 knots and theMustang was airborne immediatelyunlike any other piston-powered singleI had ever flown. With landing gear re-tracted, the climb at takeoff power isexhilarating, almost 4,000 fpm.

Cottonmouth’s modernized instrument panel bears little similarity to the military panel of the 1940s.

0708P_Mustang_96-104 6/29/07 10:49 AM Page 98

I was relieved to discover that ittakes less right-rudder pressure dur-ing initial climb than a Cessna 210.The immediate goal, though, was toaccelerate to the best glide speed of150 knots, just in case.

If you have to make an off-airportlanding, I was admonished, be certainthat the gear is up. If the Mustang flips

onto its back when landing on anunimproved surface, the top of thecanopy could wind up pressing againstthe ground. Getting out would be im-possible. Also, don’t ditch; the P–51wants to dive for the bottom.

A l t h o u g h t h e Mu s t a n g c a n betrimmed easily, it is almost a constantprocess when maneuvering. Rudder

and elevator trim are needed with even the slightest changes in power or airspeed.

In-flight visibility is unlimited in alldirections. Maximum speed for open-ing the canopy is 130 knots. The down-sloping cowling initially gives the im-pression that the nose is too low duringcruise. As advertised, control pressures


0708P_Mustang_96-104 6/29/07 10:49 AM Page 99


increase and stiffen with airspeed butare not heavy.

The challengeWanting to solo a Mustang and doingit are obviously two different things. I was fortunate to have a fr iend who owns one. I had known DavidPrice for years but never had thecourage to ask if I could fly his prideand joy, Cottonmouth.

Price is a 5,500-hour Navy pilot whohas owned a wide variety of warbirds.These include a Messerschmitt Me 109,a Mitsubishi Zero, a Hawker Hurricane,and a pair of Spitfires. He has flown 40types of warbirds and eight Unlimitedraces at Reno’s National ChampionshipAir Races in his highly modified P–51,Dago Red. He owns the SupermarineJet Center at Santa Monica MunicipalAirport and is the founder and presi-dent of American Airports, an organi-zation dedicated to the management of airports.

Recognizing that I was not gettingany younger, I kiddingly but on thesquare asked Price when he was goingto let me fly his cherished Mustang.

Surprisingly and without hesitation, hesaid, “Whenever you’d like.”

“You’re kidding, right?”“No, I’m not. Just get some back-seat

time in a T–6 to prepare for the Mustang.”Needing no further encouragement,

I joined the Southern California Wingof the Commemorative Air Force. Aftertwo hours of touch-and-go landingsfrom both seats of the T–6, CAF instruc-tor Steve Barber, who is also an experi-

enced warbird pilot, felt that I couldhandle the Mustang. He said the T–6 isactually more difficult to fly than aMustang. Sure, I thought skeptically.

I called Price and announced myreadiness. His insurance company,however, had other ideas. The under-writer said I could fly Cottonmouthbut only after obtaining an endorse-ment to solo a Mustang from a P–51 instructor.

SpecificationsPowerplant ....................Rolls-Royce Merlin V-1650, 1,490 hp Super char ged (2 stage),

liquid-cooled V-12Time to over haul (typical) ..............450 hrPropeller ......................Hamilton Standar d

four-blade, 134-in diaLength ........................................32 ft 2 inHeight (thr ee-point attitude) ......13 ft 8 inWingspan ..................................37 ft 0 inWing area ..................................235 sq ftWing loading (at 10,500 lb) ....44.7 lb/sq ftPower loading (at 10,500 lb) ......6.6 lb/hpSeats ......................................................1Cockpit length (panel to seatback).. ..3 ft 3 inCockpit width ..............................2 ft 0 inCockpit height (seat to canopy) ....3 ft 5 inEmpty weight, as tested ..............7,208 lbMax gross weight

(without armament) ................10,500 lbMax gross weight

(with armament & dr op tanks). ..~13,000 lbUseful load, as tested ..................3,292 lbPayload w/full fuel, as tested ......2,212 lbMax takeof f weight

(ar mament & dr op tanks) ......~13,000 lbMax landing weight

(ar mament & dr op tanks) .... ~13,000 lbFuel capacity , std (wing tanks only) ..........

......................184 gal (180 gal usable)....................1,104 lb (1,080 lb usable)

Fuel capacity , w/85-gal fuselage tank......................269 gal (265 gal usable)....................1,614 lb (1,590 lb usable)

Oil capacity ..................................12.5 galBaggage capacity (in ammunition and gun

lockers) ............................Whatever fits

PerformanceTakeof f distance, gr ound roll

(9,000 lb) ................................1,000 ftTakeof f distance over 50-ft obstacle

(9,000 lb) ................................1,750 ftRate of climb, sea level

(with wing racks, 10,200 lb) ..1,500 fpmRate of climb, sea level

(militar y power) ....................3,200 fpmLimit load factors ....................+8 to –4 GsMax level speed, 5,000 ft ............395 mphMax level speed, 25,000 ft ..........437 mphCr uise speed (fuel consumption)

@ 2,700 rpm, 46 inches ..........361 mph10,000 ft ................................(98 gph)@ 2,200 rpm, 40 inches ..........303 mph5,000 ft ..................................(66 gph)@ 1,800 rpm, 36 inches .......... 255 mphsea level ..................................(50 gph)

Range (with dr op tanks) ............1,650 smSer vice ceiling ............................35,000 ftSer vice ceiling

(militar y power) ......................41,900 ft

Max glide ratio (propeller in high pitch) ................15.3:1

Landing distance over 50-ft obstacle (9,000 lb) ................................1,850 ft

Landing distance, gr ound roll (9,000 lb) ................................1,000 ft

Limiting and Recommended AirspeedsVX (best angle of climb) ..............100 mphVY (best rate of climb) ................170 mphBest glide speed ..........................175 mphVA (design maneuvering) ..............264 mphVFE (max flap extended) ..............165 mphVLE (max gear extended) ............170 mphVLO (max gear operating)

Extend ....................................170 mphRetract ....................................170 mph

VNE (never exceed) ......................505 mphMMO ........................................Mach 0.77VR (rotation) ..........................95-100 mphVS1 (stall, clean, 9,000 lb) ..........101 mphVSO (stall, in landing configuration,

9,000 lb) ..................................94 mph

All specifications ar e based on the UnitedStates Air For ce F–51D Flight Handbook . Allper formance figur es are based on standar dday, standar d atmospher e, sea level condi-tions unless other wise noted.

SPECSHEET

North American P-51D MustangPrice (in good condition): $1.5 million to $1.8 million

The three trim wheels (left) are clustered together,and the rudder pedals (below) are adjustable foreand aft for tall and short pilots.

0708P_Mustang_96-104 6/29/07 10:50 AM Page 100

T H E A I R I S YO U R AU TO B A H N.

Incredible comfort. A joy to control. With cabin and cockpit by BMW Group DesignworksUSA,

the Phenom100® is the very light jet that feels like a fine sports car: Stylish, sleek and thrillingly

responsive. Hop into the driver’s seat soon. And experience the ultimate flying machine.

Latin America +55 12 3927 3399 – U.S., Canada and Caribbean +1 954 359 5387 – Europe and Africa +33 1 49 38 44 44China +86 10 6598 9988 – Asia Pacific +65 6734 4321 – EmbraerExecutiveJets.com

0708p_embraer(101) 6/28/07 10:18 AM Page 101


Stallion 51 in Kissimmee, Florida, isthe only place in the world to obtain for-mal, FAA-approved Mustang training.The school has two magnificent TF–51s,Crazy Horse and Crazy Horse2. These areP–51Ds that have been highly modifiedwith a second, fully equipped cockpit.

Although many P–51s have a jumpseat replacing the 85-gallon fuel tankinstalled behind the pilot in wartimeeditions, these seats have no access tocontrols or instruments.

Stallion 51’s curriculum is not aquick-and-dirty checkout; it is a full-blown program that is as professionaland comprehensive as the transitioncourses I had taken at Trans World Airlines. Instructors there take their responsibilities seriously.

My instructor was Lee Lauderback,whom I am tempted to call Mr. Mus-tang. He has more than 7,000 hours inP–51s and might know more about fly-ing the airplane than any man alive.His modesty, however, defers thathonor to Hoover.

Lauderback began his aviation ca-reer as a youngster soloing at 16 andworked his way up the ladder to even-tually become Arnold Palmer’s chiefpilot. In 1987 he and a partner, DougSchultz, purchased a P–51 under theterms of a contract they had with theNavy’s test pilot school. The pair even-tually recognized that there was no for-mal way for pilots to learn to fly a Mus-tang. This led to the organization ofStallion 51. Lauderback’s younger twin

brothers, Peter and Richard, were AirForce mechanics and are responsiblefor preening, primping, and maintain-ing the two Mustangs as well as otherwarbirds that Stallion 51 maintains.

On my first and subsequent days atStallion 51, Lauderback provided nu-merous hours of one-on-one groundschool for each hour spent in the air. I

had no idea that there was so much tolearn about the airplane. My classroomnotes include these interesting items:• The liquid-cooling system is an en-gineering marvel. Air enters the inleton the belly, travels through radiators,and exhausts in a way that produces asmuch thrust as there is cooling drag, aphenomenon known as the MeredithEffect.• The coolant-temperature gauge isarguably the Mustang’s most importantinstrument. An overheating engine requires immediate action such as fully opening the cooling door, reduc-ing power, and possibly making anemergency landing. (The cooling sys-tem is reportedly very reliable and nor-mally operates automatically.)

• The laminar-flow wing delaysuntil Mach 0.77 the developmentof supersonic shock waves and thedrag rise associated with them.• Be careful about inadvertentlymoving the landing-gear handleon the ground. There are noswitches or downlocks to preventretraction. In flight, the wheelsfree-fall into position in case ofhydraulic failure.

Flight lessons ran the gamut ofMustang maneuvering and nib-bled at the edges of the perfor-mance envelope. Emphasis wasplaced on emergencies, stallcharacteristics in all configura-tions, and a variety of takeoffs andlandings. More than an instructor,Lauderback is an effective, enthu-siastic teacher who enjoys passingalong his love and lore of Mus-tangs. He is thoroughly dedicatedto the safe operation of thesethoroughbred aircraft.

Although the full-blown courseis expensive, those wanting tosample a Mustang can obtaindual instruction during one ormore orientation flights. You willleave with precious memories, avideo of your experience, andsome appreciation of what ittakes to fly the airplane.

Final approachThe Mustang is so aerodynamicallyclean that it glides more efficiently thanmost general aviation airplanes, butonly when the propeller is set to highpitch. Blade pitch affects glide ratio somuch that it can be modulated duringdescent to vary glide performance asnecessary during an engine-out ap-

The P–51 was armed (top) with six .50-caliber machine guns and 1,880rounds.

0708P_Mustang_96-104 6/29/07 10:50 AM Page 102

0708p_castrol_103 7/6/07 8:08 AM Page 103


proach. (The P–51 loses about 2,000feet per 360-degree turn.)

You probably have seen fighter air-craft make high-speed overhead ap-proaches. This enables pilots to make adead-stick landing on the runway irre-spective of where an engine failuremight occur during such an approach.This is not true about a conventionaltraffic pattern, especially when extend-ed downwind legs are required.

I reminded myself on final approachnot to overreact to a botched orbounced landing by jamming in fullthrottle. It is possible at low airspeedfor the Merlin to torque the Mustang

into an uncontrollable half-roll into theground. A go-around can be madesafely with only 46 inches of manage-able manifold pressure.

The entire runway is visible over thenose when on final. The goal is to be inlanding configuration with the flaps at50 degrees and indicating 100 to 110knots when a quarter-mile from therunway. You then very slowly reducepower and airspeed for the wheellanding. If you begin to hear the crack-ling pops of the idling, backfiring Mer-lin at the same time that you touch onthe stiff mains, you will know that youhave done it properly. Maintain direc-

tional control by working the ruddersand positively lowering the tail to getthe tailwheel on the ground.

(When making a short-field land-ing, move the mixture control to idle-cutoff after touchdown. This elimi-nates the thrust produced by an idlingMerlin. Propeller inertia and wind-milling prevent the monstrous “fly-wheel” from stopping quickly. As theMustang slows and you begin to seeindividual blades, return the mixtureto auto rich. The engine restarts nicelyand in time to taxi.)

It is axiomatic that an airplane thatlooks good flies well. That certainly istrue of the Mustang. It is not a difficultairplane to fly, easier in some waysthan a T–6, but it demands respect andadherence to procedure.

More than anything, the Mustang isaddictive and intoxicating. The moreyou fly it, the more you want to fly it.

Soloing a P–51 was the culminationof a lifelong desire and truly was one ofthe most profound and memorable ex-periences of my flying career.

Visit the author’s Web site (www.barryschiff.com).

INTERACTIVEAOPA PILOT ONLINE

Watch as Bar ry Schif f enjoys oneof the flights of his lifetime in thisonline video(www.aopa.org/pilot/mustang).

100 Mustangs headed to ColumbusThe Gathering of Mustangs & Legends takes place fr om September 27 thr ough 30 inColumbus, Ohio, at Rickenbacker Inter national Airpor t and is billed as “The FinalRoundup” of the Mustangs still flying and the fighter pilots who made them famous.At this writing 106 owners of Nor th American P–51 Mustangs have committed tobringing their air craft, and 29 legendar y pilots plan to attend. Ther e are 164 still flying out of 15,868 built ar ound the world. Hotel r ooms in Columbus ar e gettingscar ce and ticket sales have r eached $225,000, mostly for the box seats with thebetter views. A for mation of 51 Mustangs will fly Sunday September 30 while a small-er flight will for m the numerals 51 on Satur day. The U.S. Air For ce Thunderbir ds per form September 29 and 30 in addition to other top airshow acts. For details andonline ticket sales, visit the W eb site (www .gml2007.com). —Alton K. Marsh

Cottonmouth bears the roundel of the Royal Australian Air Force and the initials of its owner David G. Price.

0708P_Mustang_96-104 6/29/07 10:50 AM Page 104

north american aviation p–51d mustang - barry schiff · written about the north american p–51d...

Documents