P-51B Mustang

Homemade North American P-51B Mustang RC Plane model

Materials: XPS foam 5mm (or Depron 3mm, 6mm) + balsa 1.5mm, 4x8 mm, aircraft Birch (!) Plywood 1.5mm glued together for 3mm, UHU Por glue
Wingspan: 1,02m (40")
Length: 890mm
Flying Weight: 330g (11,6 oz)
Motor: MF1905 2400KV (18g), if your plane is more than 350g, use MF2405-1300KV, 20A, 1047
Propeller: GWS 8040
Receiver: FlySky FS-iA6 (7g)
Transmitter: FlySky FS-i6X ($45)
ESC: VGood 12A (13g)
Servos: EMAX ES9051 (5g)x2 and EMAX ES08D II (9g)x2
LiHV battery: 1100mah 2S 7.6V
Retractable Landing Gear (25g)
Wheels 1,75"
Carbon Strips: 0.6mm x 5mm
Carbon Fiber Hollow Tube: 400x1.8x1mm
Carbon Fiber Rods: 1mm
Hinge Linker (24mm):
Nylon Control Horn with Clevis (0,52+0,34g):
Control Horn (0,5g)
for Beginner RC Pilots: 3 Axis Gyro Flight Stabilizer (and for windy days too)

Free plans

Print in actual size (100%) A3 297 x 420 mm (11.7 x 16.5 inches) Download PDF

 

 

Servoless Retractable Landing Gear(25g)
Nylon Black Screws (M2.5 + 8mm)
Silicone Rubber O-ring Sealing (6 x 2mm)

 

North American P - 51D "Mustang" fighter plane

Among the fighter planes involved in the Second World War, it is difficult to find a more versatile machine than "MUSTANG". Airplanes of this type were perfect for the role of stormtroopers.
They were used for reconnaissance and escort flights. In total, about 15 thousand. copies, and the most widely used versions were: A <B <C <D <and K. Version D was the most numerous - in total 7956 copies were produced at the factories in Inglewood and Dallas. Polish 303 Squadron was equipped with planes of this version (from April 3, 1945).

The P-51 Mustang was built at the North American Aviation Co. in the United States at the request of the British Procurement Commission. Work on the project, led by Edgar Schmued (a German engineer who emigrated to the United States in 1930), lasted less than 120 days.

In June 1942, at the insistence of Ronald Harker (North American test pilot), the Mustang's power plant was changed - the Allison engine was replaced with a British Rolls-Royce Merlin 61 (American designation Packard V-1650), which significantly improved it. The problem of poor visibility in the cockpit was solved later by lowering the rear of the fuselage and using a "drip" cockpit - in the P-51D version. From that moment on, the dizzying career of this aircraft began. Due to the long range of the Mustangs, they began to accompany the bomber groups along their entire route. Prior to this, German or Japanese fighters attacked allied bombers unaccompanied with little or no punishment. The ability to carry bombs and missiles makes the Mustang a good attack aircraft, and its high speed and range makes it a difficult-to-intercept reconnaissance aircraft (F-6 version).

The greatest successes were recorded by the Mustang pilots in battles in Europe - almost 5,000 aircraft were destroyed in the air (including about 100 Me-262 fighters) and twice as many on the ground. The most successful pilots were: George "Ratsy" Preddy (25 wins), John Meyer (25), Dominic Gentile (22), John Wall (21), Leonard "Keith" Carson (19), John England (19), Glenn Eagleston (18), James "Sally" Varnell (17).

This elite company also includes two Poles - Jakub Bargetovski, who won 5 victories on the Mustang, and the commander of the 315th squadron of the RAF Captain Evgeniusz Gorbachevsky, who “threw” another 5 and a half on the Mustang Mk III to 11 victories on the Mustang ... The author of probably the most spectacular battle that the Mustangs fought over Europe - on August 18, 1944, 12 vehicles of the squadron attacked a group of about 60 FW-190 fighters over France and shot down 16 of them in a fierce battle with the loss of one aircraft (unfortunately, in this Captain Gorbachevsky in battle - but earlier he shot down 3 enemies).

In battles with the Japanese, John "Pappy" Herbst scored 18 victories, and Edward McComas (from 118 TRS-118 Tactical Reconnaissance Squadron) 14 victories. 82 TRS Commander William Shomo shot down 7 Japanese aircraft in one sortie (01/11/1945), for which he was awarded the Congressional Medal of Honor.

 

Long-range fighter “The Mustang was built in the USA, commissioned by Great Britain. In record time of 120 days. under the supervision of R. Rice and E. Schmuedl, the design and design of the airframe was carried out at North American plants. in October 1940 it was tested. In October 1941, the construction of the first serial "Mustang I" fighter was completed. As the aircraft showed good properties, it was also adopted by the US AF as the P-51. The Mustang I had an Allison V-170-F3R 864 kW (1150 hp) engine and armament complex with 4 machine guns 7.62 mm and 4 machine guns 12.7 mm.

The version with the Allison V-1710-81 824 kW (1120 hp) P-51 A engine delivered to England in small quantities was called the "Mustang II". In 1942, a new engine with a two-stage and two-speed Packard V-1650 956 kW (1,300 hp) compressor was tested on the Mustang. The new version was designated P-51 B in the USA and "Mustang III" in the RAF.

To meet increased orders for the P-51 B planes, North American plants have opened a new production line in Dallas, Texas. The aircraft produced there were designated P-51 C and differed from the P-51 B version only in minor details.

The P-51 B and P-51 C planes had limited visibility from the pilot's cabin. The British modified the movable part of the shield to replace it with a "drip" surface with two curves. This modification was known as the Malcolm Hood. This drawback was completely removed in subsequent versions of the P-51.

On November 17, 1943, testing of the modified P-51 B began, in which the fuselage was lowered behind the pilot's cabin and the drop-shaped shield was introduced in place of the existing cabin cover. This solution ensured excellent all-round visibility in the next production version of the Mustang - the P-51 D. The planes of this version were powered by the same engine as the last P-51 В and C series - the Packard V-1650-7. It was the most produced version of the P-51. A total of 6,502 units were produced at the Inglewood plant and 1,454 units at the Dallas plant. The P-51 D in Great Britain received the name Mustang IV.

The model shows the P-51D "Mustang" plane, serial no. 414164 in the colors of 361 Fighter Group / 8AF "Detroit Miss", which was flown by pilot Urban L. Drew.

Construction: the plane was all-metal, half-shell. The fuselage consisted of three parts, the middle (cabin) part of which, divided in the plane of two-spar symmetry, were made especially carefully (profile) and polished so that the mc did not interfere with the laminar flow. Metal slotted flaps. All metal shuttlecocks. Metal tail. Drive - in-line engine with a Packard V-1650-7 two-stage two-speed compressor with a maximum power of 1650 HP, four-blade propeller.
Armament - 6 k.m. Browning 12.7 mm in the wings and two bombs of 226 kg each.

TECHNICAL DATA
Span - 11,284 m
length - 9.83 m
height - 4.16 m
max speed - 706 km / h
ceiling - 12954 m
range - 1500 km
with additional tanks - 3686 km.

The "Mustang" fighter planes, manufactured by the North American Aviation plant in California, performed well in the fight against the Nazis during World War II. They were also in service with the British aviation.

The "Mustang" plane had a whole range of versions. We are going to build the "Mustang" P-51 model. It was an all-metal low wing structure. The plane had a trapezoidal profile and had a significant sheer characteristic of these planes. The landing gear was retracted inwards and completely shielded. the fuselage was located under the fuselage behind the wings, forming as if the lower part of the fuselage.

The armament was 4 cannons embedded in the wings and machine guns in the lower part of the fuselage. The plane - depending on its destination - also had stronger weapons.

North American P/F-51H Mustang

The American fighter aircraft North American P-51D Mustang is considered one of the best fighter aircraft of World War II. Although it achieved high performance, some of its shortcomings were known, especially the high weight of the airframe, after the elimination of which the performance could increase further. Therefore, North American proceeded to modernize it. It gradually produced three different improved variants. The XP-51F received smaller landing gears, a three-bladed propeller, four machine guns and smaller fuel tanks. The installation of smaller landing gears allowed the machines to have a straight leading edge of the wing instead of the previous angled one. Three machines were built. The two following XP-51G machines had identical shapes, but were powered by British Rolls-Royce Merlin 145 engines with a power of 1231/1529 kW with five-bladed propellers. The last of the development variants was the XP-51J equipped with a Packard-Merlin V-1650-119 engine with a power of 1103/1264 kW. The XP-51 J became the fastest of all Mustangs - at an altitude of 8357 m it reached a speed of 790 km/h.

Based on the knowledge gained on these experimental aircraft, the production version of the P-51 H was developed. Its prototype was patched up on February 3, 1945. It was powered by a Packard-Merlin V-1650-9 engine. It was armed with either four or six machine guns in the wing. The US Air Force ordered 2000 production machines. However, due to the end of the war, only 555 were built. The Mustangs of the H version practically did not participate in the fighting of World War II. They were not used at all on the European battlefield, a limited number only reached the Pacific theater, mainly on Alaskan bases.

After the war, the P-51 H Mustangs continued to serve with the US Air Force (after the formation of the independent USAF in 1947, they were redesignated F-51 H). After the advent of jet aircraft, some of them were reassigned to the Air National Guard units, where they served until the mid-1950s.

Technical description:
The North American P/F-51H Mustang was a single-engine, single-seat, cantilevered, low-wing aircraft of all-metal construction with two-wheel retractable landing gear and a spur.

The fuselage had an all-metal semi-monocoque structure. It consisted of three parts: the engine, the middle part with the cockpit and the tail. The cabin canopy was in two parts, the rear part slid back.

The wing had a two-spar all-metal skeleton. It was equipped with a laminar profile. The ailerons were also all-metal, as were the folding flaps. To achieve a smooth surface, the wing was puttied and sprayed with shiny aluminum paint.

The tail surfaces were all-metal, self-supporting. The rudders were equipped with balancing surfaces.

The landing gear consisted of a hydraulically operated retractable landing gear and a retractable steerable spur. The shock absorbers were oleo-pneumatic. The wheels were equipped with hydraulic brakes.

The power unit consisted of a Packard-Merlin V-1650-9 in-line twelve-cylinder engine arranged in a V with a reducer and a two-stage two-speed blower. Its take-off power was 1014 kW, the maximum power at an altitude of 3100 m was 1632 kW. In an emergency, the engine power could be increased for a short time by injecting water into the cylinders. The engine was cooled with a mixture of water, ethylene and glycol. It was powered by a four-bladed all-metal hydraulically adjustable propeller.

The armament consisted of four to six Browning MG-53-2 machine guns of 12.7 mm caliber mounted in the wing. The internal machine guns had a reserve of 400 rounds, the others 270 rounds. Two bombs weighing 227 to 455 kg, or unguided rockets, could be hung under the wing.

The North American F-51 H Mustang (serial number 44-64346) served in the first half of the 1950s with the 146th Fighter Squadron of the Air National Guard (ANG = Air National Guard) of the state of Pennsylvania at the Pittsburgh airport as a towing machine pulling "sleeves" during practice shooting. The fuselage of the aircraft, with the exception of the trap under the fuselage, was painted red. The end arches of the wing and the VOP were also painted with this color. The wing was sprayed with aluminum paint, the VOP was left in the original aluminum color. The insignia were on the left half of the wing from above, on the right from below. On the opposite side was placed the black marking ANG-346.

The long-range fighter aircraft "Mustang" was considered one of the best fighters of World War I and World War II. It was built in a record 120 days under the supervision of R. Rice and E. Schmued at the North American Works in California, USA. The prototype aircraft first flew in October 1940. Before the end of 1941, the first production fighter, designated the "Mustang I" (Il), flew in US Air Force nomenclature as the P-51 "Mustang I." It should be noted that these aircraft were manufactured in the USA on special order from Great Britain. Poles flew "Mustangs." In June 1942, the 309th Reconnaissance-Fighter Squadron received "Mustang I" aircraft. Further squadrons, including "Mustang III" aircraft, received only in 1944 (the 315th Squadron in March, and the 306th and 316th in April). In 1944, the 309th Squadron also received the new "Mustang III," and in April 1945, the 303rd Squadron. Poles fighting in Great Britain achieved many combat victories flying "Mustang" aircraft. These include:
— the 306th Squadron shot down 11 Me-109 fighters,
— the 315th Squadron shot down 16 FW-190 fighters,
— the 309th Squadron shot down three Nazi Me-262 jets and the 306th Squadron shot down one,
— Polish pilots also destroyed approximately 190 V-1 bombs in "Mustangs."
The "Mustang" aircraft had a number of versions. We will be building a model of the "Mustang I" P-51. It was a low-wing monoplane of metal construction. The wing had a trapezoidal outline; it had significant lift characteristic of these aircraft. The landing gear was fully retractable and fully sprung. The radiator was located under the fuselage (behind the plane tree), forming what seemed to be the lower part of the fuselage. Armament consisted of four cannons built into the wings and machine guns in the lower part of the fuselage. Depending on its intended use, the aircraft also had more powerful armament.

The North American P-51 Mustang was the most versatile combat aircraft of World War II. An excellent short- and long-range fighter, escort and reconnaissance aircraft, it also served as a dive bomber. Its outstanding performance and reliability made it a favorite among pilots. It all began with the British aircraft industry's inability to keep up with the fighter industry's production needs. The British were interested in purchasing 1,000 P-40D Kittyhawks manufactured by the American Curtiss company. The British proposal was accepted on the condition that the RAF consider a bid for the production and delivery of an entirely new fighter with the same engine as the P-40D. However, its speed, armament, and range were to significantly exceed the Kittyhawk's. The RAF agreed to these terms, also specifying its own delivery date. On May 23, 1940, work on the aircraft's design began at the North American Aviation Co. in California. Designated as the NA 73X with the civilian registration NX19998, it first flew in October 1940. Equipped with an 1,100 hp Allison V-1710-F3R engine, it significantly exceeded the performance of the P-40D and the RAF's May 1940 requirements. At an altitude of 3,960 m (12,000 ft), it reached a speed of 615 km/h (385 mph)—at that time, the fastest speed achieved by a single-engine fighter below 4,000 m (13,000 ft) in level flight.

In May 1941, the first mass-produced Mustang Mk.1 aircraft was produced. It differed from the NA 73X in a modified air intake for the radiator tunnel, a longer carburetor air intake, and lighter main landing gear wheels. The British ordered 320 aircraft, each armed with two 12.7 mm Browning M6-53 machine guns synchronized with the propeller in the lower fuselage and two in the wings, as well as four MG-40 machine guns also mounted in the wings. The second series of NA-83 Mustangs was delivered to the British between March and July 1942. They were equipped with 1,150 hp Allison V1710-30 engines, and the two MG-53 machine guns were removed from the wings. The next series, the NA91, consisted of 150 aircraft ordered by the USAF for the RAF under Lend-Lease. These were fighter-reconnaissance aircraft equipped with K24 cameras and armed with four 20 mm cannons. The 102/104 designations were for production P-51B aircraft, of which 1,990 were produced. Aircraft of this series had a 3,201-liter fuel tank installed behind the cockpit. The spotlight on the right wing leading edge was removed. In the B10NA series, bomb load capacity was increased to 907 kg, and three colored signal lights were mounted on the underside of the left wingtip. These aircraft now had the much more powerful Rolls-Royce Merlin 68 engine, which allowed them to reach a speed of 700 km/h at altitudes up to 9,000 m. P-51Bs were modified for reconnaissance missions and, depending on the tactical or strategic reconnaissance, appropriate cameras were installed: K24 tactical reconnaissance, K17, or K22 loss reconnaissance. These aircraft were designated F-6C-1 ONA. P-51B series aircraft stationed in Great Britain had Malcolm-designed cockpit canopies installed. It was a biconvex, embossed organic glass surface, which significantly improved visibility from the cabin to the rear and downwards.

Aircraft Design

The P-51B Mk. III was a multi-role, long-range fighter aircraft, built as a low-wing cantilever monoplane with retractable main landing gear and a tailwheel. The fuselage was a three-piece, semi-monocoque structure, with the Packard Merlin engine (licensed from Rolls Royce) housed in the forward section. The engine compartment was separated from the cockpit by heat-resistant armor plating. Below the spinner was the main air intake for the compressor-carburetor assembly, manually closed by the pilot in low temperatures. The cockpit featured a heated, armored windshield and a rearward-sliding Malcolm Hood canopy. The pilot's seat was adjustable for a seat parachute, and the position of the drag pedals was also adjustable. The rear fuselage, like the center fuselage, was of semi-monocoque construction, reinforced with four longerons and 11 frames. The straight wings, with a trapezoidal planform and laminar NAA-NACA airfoil, had a 5-degree lift. They consisted of two symmetrical sections bolted together along the fuselage axis. They were covered with sheets of light "Alcalad" alloy, flush-riveted to the spars and ribs. The flaps and ailerons, mechanically controlled by rods, levers, and cables, were covered with aluminum sheeting and could be deflected up and down by 15 degrees each. The horizontal stabilizer was a cantilever structure with a trapezoidal planform, two spars, and pressed ribs, covered with Alcalad sheeting. The elevator consisted of two removable aluminum alloy tips, covered with fabric. The rudder was constructed identically to the elevator. Behind the cockpit was an SCR-522 VHF radio and an SCR-695 IFF radio. The control panel was located on the right-hand cockpit wall, and the whip antenna was installed only in aircraft with the Malcolm Hood canopy. Above the instrument panel was an N-9 or K-14a reflector sight. Armament consisted of four 12.7 mm Browning MG-53 machine guns with 350 rounds for each inboard machine and 280 for each outboard machine. Fuel tanks or two 327 kg bombs each could be stowed in the underwing mounts.

The first Mustangs used by the RAF were painted according to the 1941 regulations. These were irregularly painted on the upper and sides in Dark Earth and Dark Green. The lower surfaces were painted aquamarine gray (Sky Type S). The serial number was inscribed on the tail. British national insignia on the fuselage were circular four-color insignia (yellow, navy blue, white, and red), while on the lower wing surfaces, circular three-color insignia—no yellow. On the upper surfaces, only navy blue and red. On the vertical stabilizer, a three-color rectangle (red, white, and navy blue) was used. In 1942, the Dark Earth paint was replaced on new aircraft with a blue-gray (Ocean Grey), and the Sky Type S paint with a light gray (Sea Grey Medium). In addition to the factory paint scheme, the aircraft were painted with black and white stripes on the wings and rear fuselage for quick identification. The leading edges of the wings had yellow stripes for quick identification with yellow-nosed Me-109s. Polish Mustangs were painted in the same way as RAF aircraft, but had a red and white checkerboard pattern with the word "Poland" under the exhaust manifolds. Traditionally, the squadron's emblems were painted under the windbreak; squadron commanders could paint their initials instead of the squadron's letters (SS Stanisław Skalski).