Specifications

DCS
[P-51D Mustang]
114
FLIGHT CHARACTERISTICS
When performing a loop, the nose of the aircraft needs to be pulled over the top, as it may not do so
by itself. Without pulling pressure on the stick, the aircraft has a tendency to climb on its back.
The aerodynamic characteristics of the P-51D are such that snap rolls cannot be satisfactorily
performed. Attempting to snap roll the aircraft aggressively may result in a power spin.
High performance maneuvers can only be performed when the fuselage tank contains
less than 40 gallons of fuel.
Instrument Flying
Altitude Control
The rate of climb or descent, at a given airspeed and power setting, is determined by the degree of
pitch, or nose attitude change. At high speeds, a very slight change in pitch will immediately result in
a high rate of climb or descent, with a rapid gain or loss of altitude. Therefore, when maneuvering at
low altitude under instrument conditions, as during an instrument approach, the primary rule of
safety is: keep the airspeed down .
Bank Control
The turn needle is gyro-actuated and indicates rate of turn only, regardless of speed. Therefore, at a
given rate of turn, the angle of bank in a coordinated turn depends upon true airspeed. A standard-
rate turn at an altitude of 1,000 ft and an IAS of 200 MPH will require approximately 27° of bank. But
at 25,000 ft, an IAS of 200 MPH will require about 37° of bank to accomplish a standard-rate turn,
because the TAS at that altitude is in excess of 300 MPH.
Control pressure on the elevators changes rapidly during the entry into a steeply banked turn, and
it’s very easy at this time to make inadvertent changes in your pitch. As explained above, these slight
changes in nose attitude, at high speeds, will result in large altitude variations; these can be critically
dangerous when flying on instruments and close to the ground. This hazard can also be avoided by
keeping the airspeed low. When airspeed is low, the angle of bank required for a given rate of turn is
greatly lessened and the problem of control is proportionally reduced.
Control Sensitivity
Given the sensitivity of the P-51 controls, it is essential to remain mentally attentive to the
instruments at all times. Accurate trim control is extremely important; it will contribute greatly to
physical relaxation and make it easier to concentrate on the numerous unrelated details of instrument
flight. Trimming should be done carefully and as often as required.
Instrument Approach
Shortly before reaching the station on the initial approach, airspeed is reduced to 150 mph Indicated
and flaps are lowered to 10°. Keeping the airspeed low simplifies radio procedures and increases
control of the aircraft.
After completion of the initial approach, final approach is performed at 130 mph Indicated, with
landing gear down and flaps set to 15°.