The P-51D Mustang Cadillac of the Skies Series - Little Friends II
Part 4 of our unique series of sets has been specially created for FSX P51-D Pilots who care about both detail and pure, riveting-accuracy! North American's Classic P-51D, features THE most accurate modeling and performance of this iconic aircraft ever made for simulation with this release of this, Little Friends II Project.
Little Friends II Variants
Reproducing these historic and unique examples of the P-51D-5-NA, as they were in World War II, was the focus of this product.
P-51D-5-NA (44-13317) "Donald Duck" 336th FS, 4th FG, 8th AF
P-51D-5-NA (44-13318) "Frenesi" 364th FS, 357th FG, 8th AF
P-51D-5-NA (44-13321) "Cripes A' Mighty 3rd" 487th FS, 352nd FG, 8th AF
P-51D-5-NA (44-13298) "Marie" 2nd FS, 52nd FG, 15th AF
P-51D-5-NA (44-13410) "Lou IV/Athelene" 375th FS, 361st FG, 8th AF
P-51D-5-NA (44-13471) "The Comet" 505th FS, 339th FG, 8th AF
P-51D-5-NA (44-13500) "Flying Dutchman" 308th FS, 31st FG, 15th AF
P-51D-5-NA (44-13760) "Glengary Guy/Jackie" 79th FS, 20th FG, 8th AF
>>> CALLING ALL PROFESSIONAL FSX AIRMEN : Take a look at the long list of details below and (following recent testing) see why our versions are already being hailed by REAL Mustang pilots and Museums as "the most accurate version of the P51 flying in any simulation today" <<<
Little Friends II Is the finest representation of the first of the 'D' Model Mustang Escort Fighters as they flew alongside bomber crews on raids, deep into Germany. Some of the most familiar of the colour schemes for the P-51D are featured on this the P-51D-5-NA version. Well known aces such as George Preddy, Flying his wonderfully-adorned 'Cripes a Mighty 3rd' quickly makes it obvious that this is a 'must-have' set for the avid, P-51D Mustang Collector. Experience what it was like to meet the P-51D for the first time, just as they were when introduced in the early summer of 1944, right in the thick of combat during the Allied invasion of Europe. The N-9 reflector gun sight. The P-51B-style instrument panel. The fabric elevators. Afficiados will note how close the attention-to-detail comes with the removal of the dorsal fin fillet; one of many differences that set the P-51D-5-NA apart from later models. Extensively researched, these Mustangs are presented as they were then. Reproduced from original blueprint drawings and manuals and from thousands of modern and archival photographs while we shared discussions with the P-51 historians, pilots, restorers, and maintainers who helped us make this dream a reality. Little Friends II. Undeniably the best P-51 to date.
As a follow-up to Warbirdsim's first Little Friends product, Little Friends II provides much of the same features, including a fully modeled left gun-bay in complete authentic and very detailed form, removable exhaust shrouds, 75-gallon drop tanks that can be added/removed and released, removable exhaust shrouds, and a working automatic supercharger with engine damage effects (Acceleration only). A new feature included in Little Friends II, is a simulated collimated gun sight reticle, in conjunction with the new N-9 reflector gun sight, as installed on all early-model P-51D?s. This reticle also features unique materials that allow it to look as if it is really projected with light. Also featured within this product, is a ?filleted P-51D-5-NA?, as all P-51D-5-NA?s were ordered to have a factory-produced dorsal fin fillet installed in the field, in August of 1944, thus all P-51D-5-NA?s still in operation after that point, were to have the fillets fitted. While most of the aircraft featured in this product are shown as they were before this time, one example does have this treatment, and you can literally feel the difference between flying an example with the dorsal fin fillet and those without.
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Using ORIGINAL North American plans and blueprints and working from literally thousands of photographs and sketches incorporating three years of extensive research and development. This is THE enthusiasts definitive version that many have long been waiting for brought to life with all the loving care and stunning attention to detail our studios are becoming renowned for.
Engine Damage (Acceleration Users Only)
The Merlin engine in the P-51 was capable of over-boosting, at up to 67-in of manifold pressure. The max design manifold pressure limitation for the Merlin engine, however, was 61-inches, as indicated by a red line on the manifold pressure gauge. If running the engine for a prolonged period of time above 61-in MP, you should expect that the engine will progressively fail. The first signs of a failing engine will be a noticeable decrease in engine noise, declining airspeed/power, and eventually even potentially a smoke trail, if the situation is not taken care of in time. If any of these signs become noticeable, it is urgent to get the aircraft on the ground quickly at the nearest airport, to prevent further damage.
Supercharger (Acceleration Users Only)
The Merlin V-1650-7 engine in the P-51D is fitted with a fully automatic, two-speed, two-stage supercharger. At between 14,500 and 19,500 feet (17,500 feet in our case), the supercharger will shift from low blower into high blower automatically. Low blower will allow the pilot to climb at 46-in MP, 2700-RPM, though continued throttle adjustments will be needed to maintain this setting as you continue to climb to higher altitudes. At 17,500 ft indicated, just about the point at which 46-in MP can no longer be maintained with the throttle full-forward, the supercharger will shift into high blower. When high blower is activated, immediate throttle input is required to reestablish a proper Manifold Pressure of 46-in, to continue the climb and prevent the engine from over-boosting for a prolonged period of time. The engine is most prone to over-boosting at low altitude, and at or just above the point at which high blower is activated. When the supercharger shifts into high blower, the supercharger indicator lamp will turn on.
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Represented in this definitive work of rare and unique models of the thoroughbread fighter are a host of details from the small but significant to the spectacular. This is as close as you will get to flying the real P-51D in FSX!
SPECIAL RENDERING & LIGHTING FX
Making use of the additional features in FSX such as unique, bump texturing and specular lighting add even additional authenticity to an already-wonderfully-detailed, 3d model (and special, reflective textures make the bare metal aircraft almost translucent as the original)!
The following aircraft are included in this unique and highly-detailed package:
*** EIGHT UNIQUE AIRCRAFT AS THEY FLEW IN WORLD WAR II.
*** Packard Merlin Sound Set as recorded in the real cockpit on the day with (over 84 hours of editing and mixing and cross-checking to get the right balances)!
*** Complete Livery Package (see details below) for every version inc. subtle changes
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The Introduction of the P-51D
Not all too unlike the original request for P-51 development, or the integration of the Rolls-Royce Merlin engine into the airframe, or even the genesis of the name itself - Mustang - the initial concept behind what would become the P-51D, the most known and recognized of the series of Mustang fighters, can be traced directly to Britain.
By early 1943, the British had figured out how to create a bubble or teardrop canopy, providing a clear 360-degree view all around, and began installing them to the latest mark Spitfires and Typhoons. The USAAF sent Col. Mark Bradley to England in January of ?43, to ?learn the workings of this new canopy and find a way to get them onto U.S. fighters.? Upon return, Bradley immediately set forth to incorporate this new style of canopy design into U.S. fighter production. The first USAAF fighter so tested was the Republic P-47.
Not wasting any time, P-51B-1, 43-12102 was selected off the North American Aviation assembly line, to be modified as a test aircraft for the new bubble canopy. The new canopy provided almost complete unobstructed vision, with virtually no distortion from the free-blown glazing. This new canopy was mounted to rollers, connected via chain and pulley to a manual hand-crank assembly on the starboard side of the cockpit. In order to accommodate this new canopy, the rear fuselage had to be cut down. This modified P-51B took flight for the first time on November 17, 1943, under the control of famed NAA test pilot Bob Chilton.
The success of 43-12102 led NAA to modify P-51B-10-NA 43-106539 and 43-106540, under a new house-designation, NA-109. These aircraft would effectively become the first of the true line of P-51D?s, officially titled XP-51D, and later P-51D-NA. Beyond the canopy modifications, the aircraft?s wings were also modified, with the addition of six .50-in machine guns (rather than four, as on previous Mustangs). The new mounting setup for the machine guns also corrected the gun-jamming issues that plagued the P-51B?s and C?s.
The landing gear operation was also re-designed, and this led to an increase in the wing root chord. The angle of the main landing gear struts, the main landing gear doors, and the entire main gear wells were completely changed. Improvements were also made to the effectiveness and strength of the ailerons. The landing light was moved from the wing leading edge to inside the landing gear well.
The very first production P-51Ds, officially titled P-51D-5-NAs, began to enter service in Europe in late May and early June, 1944, just in time for the D-Day operations, and the events that followed. Some of the most all-time recognizable P-51D?s ? ?Lou IV,? ?Cripes A? Mighty 3rd,? ?Frenesi,? ?Hurry Home Honey,? ?Donald Duck,? ?Flying Dutchman,? ?Happy Jack?s Go Buggy,? ?Marie?, etc. - were P-51D-5-NA's.
By mid-late P-51D-5-NA production, a report that the tails of P-51Bs, Cs and Ds were failing structurally due to violent snap-rolls, had to be addressed. North American engineered a fillet for the dorsal fin, which tapered up into the vertical stabilizer from the point of the production-break between the fuselage and tail assemblies. This fillet both added heightened structural strength, while also cutting down on the violent effects of snap-rolling the aircraft. This fillet was first installed on the last few production P-51D-5-NA?s, and into P-51D-10-NA production. Through a technical order that was issued, kits were also sent to all P-51D-5-NA?s and early Mustangs already operating in the field. These fillets were of a slightly different construction-design than those fitted in production of later P-51D?s.
Assigned to the 336th FS, 4th FG, of the 8th AF, 44-13317 was the personal mount of Capt. Donald R. Emerson. Emerson arrived in England in early March of '44, and was first assigned to a P-51B before being given 44-13317, one of the first of the new 'bubble-top' P-51Ds to arrive in England, right around the time of D-Day. His new P-51D was personalized with a combative Donald Duck painted on the nose. Emerson would participate in over 80 combat missions, including the D-Day operations and the Russian Shuttle missions. On Christmas Day, 1944, while flying another P-51D in action over the Ardennes during the Battle of the Bulge, Capt. Emerson was killed when his aircraft was struck by anti-aircraft fire as he headed back to base. On Emerson's last mission, he became separated from the rest of his group, and was jumped by six Fw-190's. Alone, Emerson managed to shoot down two of the enemy aircraft before running out of ammunition, but eluding the others in the clouds. Capt. Donald Emerson earned the Distinguished Flying Cross w/ OLC's, the Air Medal w/1 Silver and 2 Bronze OLC's, the Distinguished Unit Citation, and the Purple Heart, posthumously.
P-51D-5-NA (44-13318) "Frenesi"
Assigned to the 364th FS, 357th FG, of the 8th AF, "Frenesi" was the personal mount of Lt. Col. Thomas L. Hayes. Hayes started out flying P-40's and P-39's in the Pacific, with the 70th and 17th Pursuit Squadrons, as well as the 35th FG, in 1942, before being transferred back to the U.S. to serve as an instructor. In October of 1943, Hayes was promoted to Major and assigned to command the 364th FS, 357th FG, which shipped out to Leiston, Suffolk, UK. Entering combat in February of 1944 flying a P-51B, Hayes quickly became the group's first ace. Around the time of D-Day, or just after, Hayes was assigned the brand-new P-51D, 44-13318, which he nicknamed Frenesi, named after his and his wife's favorite song at the time. When Lt. Col. Thomas Hayes completed his last mission of the war, he had tallied 8.5 aerial victories while operating from England, as well as two Japanese ground victories from his time in the Pacific. He earned the Silver Star, three Distinguished Flying Crosses, and a Purple Heart (from wounds he received when he was shot down by a Japanese Zero in 1942).
P-51D-5-NA (44-13321) "Cripes A' Mighty 3rd"
Assigned to the 487th FS, 352nd FG, of the 8th AF, "Cripes A' Mighty 3rd" was the personal mount of Maj. George E. Preddy, Jr. Already a pilot before the war started, Preddy was determined to get into the war as a fighter pilot and was first assigned to the 49th Pursuit Group, based in Australia, flying P-40's against the Japanese. During this time he was credited with two probables, before being seriously injured in an air-to-air collision with another Warhawk. After recovering, Preddy hooked up with who would become his future commander, John C. Meyer, and after being trained on the P-47, shipped to Bodney, England, in mid-1943, to serve with the 352nd FG. He would already tally a few aerial victories before transitioning to a P-51B in early 1944, after which point Preddy's score began to quickly increase. On June 12, 1944, Preddy was given the brand-new P-51D, 44-13321, for which he named "Cripes A' Mighty 3rd", the aircraft with which Preddy would become famous. By the end of July, Preddy had already shot down a Fw-190, an Me-109, destroyed three Ju-88's, damaged two others, and shared a Me-410 victory, with 2.5 victories coming on August 5th. Preddy's "big day", however, came on August 6th, when as serving as the lead of the 352nd, Preddy claimed six confirmed victories, all in a total of five minutes of combat time, and through it all, nursing a massive hangover from the night before. After this extraordinary mission, Preddy was awarded the Distinguished Service Cross, and was allowed to go home. Preddy returned to Bodney in late October, and was made CO of the 328th FS. Assigned a new Mustang, this one simply named "Cripes A' Mighty", Preddy lead the 328th with tremendous success. On Christmas Day, 1944, Preddy was chasing down an Fw-190 on the deck, when he was caught up in anti-aircraft fire. Tragically, Maj. George Preddy was killed by friendly-fire. With two confirmed kills on Christmas Day, George Preddy's final tally of the war was 26.83 aerial victories, making him the highest-scoring Mustang ace of the war. Maj. George Preddy earned the Distinguished Flying Cross, the Silver Star with OLC, the Distinguished Flying Cross w/8 OLC, the Air Medal w/7 OLC, and both the Purple Heart and the Belgian Croix de Guerre, both awarded posthumously.
P-51D-5-NA (44-13298) "Marie"
Assigned to the 2nd FS, 52nd FG, of the 15th AF, 'Marie' was the personal mount of Maj. Freddie F. Ohr. Initially Ohr went overseas with the 62nd Service Group, but was assigned shortly there after to the 2nd Fighter Squadron of the 52nd Fighter Group. When Ohr joined the 52nd, the group was flying Spitfires, based out of North Africa and then Sicily. Ohr scored his first victory while flying a Spitfire, taking out a Ju-88, but it wasn't until about a year later, and after the 52nd had transitioned to P-51s, that he would claim his next aerial kill and work his way up to ?ace? status. Freddie Ohr was officially credited with 6 aerial victories, though there were almost certainly more that remained unconfirmed, throughout the span of the more than 150 missions that he flew. Maj. Freddie Ohr earned two Distinguished Flying Crosses, two Silver Stars, the Bronze Star, and the Air Medal w/18 OLC. Freddie Ohr remains the only American Ace of Korean ancestry.
P-51D-5-NA (44-13410) "Lou IV/Athelene"
Assigned to the 375th FS, 361st FG, of the 8th AF, 'Lou IV/Athelene' was the personal mount of Col. Thomas J.J. Christian, Jr. Great grandson of the Confederate General Thomas J. 'Stonewall' Jackson, Christian entered the war as a B-17 pilot, stationed at Guadalcanal. During this time, Christian would be shot down and posted as 'M.I.A.' over the South Pacific, but he managed to make it back to friendly lines after surviving a period in the jungle with the help of natives. After returning to the U.S., in early 1943 Col. Christian became the commander of the newly-formed 361st FG, flying P-47s. The group shipped out in late 1943, arriving at Bottisham, England, flying P-47?s until May of ?44 when the group transitioned to Mustangs. When assigned 44-13410 in the summer of 1944, it became the fourth aircraft that Christian would name after his daughter Lou Ellen, becoming Lou IV. The starboard-side of the aircraft, however, would be named after the wife of crew chief S/Sgt D Jameson, Athelene. Lou IV would become quite famous, due to a large number of publicity photos that were taken of the 'Bottisham Four', a formation flight of four 375th FS Mustangs led by Col. Christian high above the English countryside. Tragically, just a very short time after these photos were taken, Col. Christian was killed in action on August 12, 1944, while flying Lou IV. Although Col. Christian did not achieve any air-to-air victories, Lou IV did have two confirmed kills to its credit, while at the hands of other pilots. At the time of his death, Col. Thomas Christian had completed more than 70 combat missions. For his service, he earned the Distinguished Flying Cross w/ OLCs, the Air Medal w/3 OLCs, and the Purple Heart.
P-51D-5-NA (44-13471) "The Comet"
Assigned to the 505th FS, 339th FG, of the 8th AF, 'The Comet' was the personal mount of Capt. Evan M. Johnson. 44-13471, unfortunately did not have a long service career. As the then leading ace of the 339th FG, the aircraft was presented to Capt. Johnson on July 8, 1944, as a presentation aircraft sponsored by Hackensack High School, NJ, named after the school?s athletics team ?The Comets? . On the very same day of presentation, the aircraft was lost when its wing failed in-flight, while Capt. Johnson was wringing out the aircraft for the gathered press. Fortunately Capt. Johnson bailed out safely, though the aircraft was a total loss. Following 'The Comet', Capt. Johnson would eventually receive another P-51D, which he named 'Pistol Packin Mama', which was his original choice of nickname on his aircraft.
P-51D-5-NA (44-13500) "Flying Dutchman"
Assigned to the 308th FS, 31st FG, of the 15th AF, "Flying Dutchman" was the personal mount of Capt. Robert J. Goebel, named after the famed phantom ship. Bob Goebel first entered service in 1943, when he was posted to the Panama Canal zone on defensive duties, where he flew P-39's with the 43rd FS. At the beginning of 1944, Goebel was transferred to the 31st FG, 308th FS, and shipped out to North Africa to join the 15th AF, flying Spitfire Mk.V's and Mk.VIII's. The squadron soon moved across the Mediterranean, to a forward airbase at San Savero, in southern Italy. At this time, the groups role was changed to bomber escort duties, and the Spitfires were traded for P-51B's. The 31st FG would escort bomber raids on targets inside Romania, Austria, Germany, France, Hungary, Czechoslovakia, Yugoslavia, and Italy. Entering combat in April of 1944, Bob Goebel would fly 61 combat missions, and would be credited with destroying 10 Me-109's, one Me-110, and an additional 109 probable, before returning home. Capt. Bob Goebel earned the Silver Star, the Distinguished Flying Cross w/ Silver OLC, the Air Medal w/ 17 Bronze OLC's, and the Distinguished Unit Citation w/ OLC.
P-51D-5-NA (44-13760) "Glengary Guy/Jackie"
Assigned to the 79th FS, 20th FG, of the 8th AF, 'Glengary Guy/Jackie' was the personal mount of Capt. Glenn M. Webb. Capt. Webb's aircraft were named after both him and his sons, Gary and Guy, with the starboard-sides of the aircraft named after his wife, Jackie. Capt. Webb flew 78 combat missions with the 20th FG, starting out on P-38s in early May of 1944, before transferring to P-51s in mid-summer, '44. Assigned to 44-13760 on July 21, Webb would fly the aircraft for the duration of his tour with the group. Capt. Glenn Webb returned to the U.S. in early November of ?44, having earned the Air Medal w/7 OLC?s, the Distinguished Flying Cross, and many other medals and decorations. 44-13760 would be re-assigned to Capt. Dale Jones, and re-named ?Nina Merle?, who flew the aircraft until January of ?45, when it was assigned to Lt. Lloyd E. Rowlett, and then Lt. David McAllister, of the 77th FS, who named it Cindee Lind. (Although flown by another pilot on the mission, Glengary Guy served as one of the escort fighters on the specialized mission that killed Joe Kennedy, on August 13, 1944, when the guided-bomb configured B-24 he was piloting exploded in-flight.)
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Unique Exterior and Interior Detail Points of the P-51D-5-NA
- The most obvious, defining feature of the P-51D-5-NA, is the lack of a dorsal fin fillet. The flight characteristics, as a result, were different when it came to yaw-stability, or the lack there of. This handling difference has been incorporated into the new flight dynamics for the Warbirdsim P-51D-5-NA.
- Along the bottom of the lower cowling panel, there is no oil drain access door, as this wasn't added until later models. There was also yet to be a fuel strainer access door added to the lower cowling panel, until late D-model production.
- The gun camera port was circular in form on the P-51D-5-NA, but on the P-51D-10-NA and later models, with the gun camera type changed, the gun camera port would became rectangular in form.
- A static ground wire below the tail was not yet added. This would become standardized on P-51D-15-NA production.
- On early P-51Ds, the oil access door atop the nose cowling, was of the same size and design as that of the aftercoolant access door. The oil access door would not be enlarged until P-51D-20-NA production, when a dip stick was provided, requiring additional room to be accessed.
- On early P-51Ds, the elevators were still covered in fabric, just as the rudder. By later P-51D production, the elevators were "metalized".
- Unique to the P-51D-5-NA, a white, upward-facing recognition light was fixed to the spine of the aircraft, just behind the radio antenna.
- The design of the canopy plexiglas, as fitted to the P-51D-5-NA, was also entirely unique to just the D-5-NA production run, with the tallest portion of the canopy actually positioned behind the pilot's head. The canopy plexiglas would be re-designed for P-51D-10-NA production, with the tallest portion of the glass positioned well-forward, and would become the standard canopy design.
- Until P-51D-10-NA production, there was also not yet an external push-button release for opening the canopy externally, as would be installed near to the emergency canopy release handle.
- The instrument panel was pure P-51B/C in design and layout. On P-51D-10-NA and later production, the instrument panel layout was re-designed, and the instruments were front mounted instead of rear mounted.
- The main electrical panel design within the P-51D-5-NA featured a 4th recognition light switch, for the white recognition light on the spine of the aircraft. This panel would be re-designed on P-51D-10-NA production and onwards, with the deletion of the upward facing white recognition light, and the layout of switches changed.
- The D-5-NAs featured an earlier mixture control, like the P-51Bs and Cs, with positions at "Idle Cutoff," "Auto Lean," and "Auto Rich." This would be replaced with a single position mixture control and plate with positions at "Idle Cutoff," "Run," and "Emergency Full Rich" on P-51D-10-NA's and later models.
- On P-51D-10-NA's, the oxygen warning lamp, as installed on the instrument panel in the P-51D-5-NA, was made inoperative, and would later be completely removed. The oil gage service line connection, and the vacuum system adjustment knob, on the instrument panel, would also be removed with the instrument panel re-design on P-51D-10-NA production, with the vacuum system adjustment knob moving behind the instrument panel.
- An N-9 reflector gun sight was installed on P-51D-5-NA's, and would remain the standard production-installed sight until mid P-51D-20-NA production. A backup ring and bead gun sight was also provided, which would remain until mid P-51D-15-NA production.
- The throttle lever installed on all P-51D's which were manufactured with the N-9 gun sight, was the standard sphere-grip type. The throttle lever would change to a twist-handle, "bicycle grip" throttle lever with the introduction of the K-14 gun sight during P-51D-20-NA production.
- Early D-models, including the D-5-NA, only featured a carburetor air control lever at the back of the trim pedestal. Later aircraft would have a carburetor hot air control lever added next to the carburetor air control lever.
- On early D-models, the armor plate was positioned lower than that on later examples. On P-51D-20-NA production, and onwards, the armor plate was raised 2.25 inches. Until this time, the canopy was allowed to travel backwards, beyond the position of the armor plate. Due to the raised-position of the armor plate on P-51D-20-NA's and later models, the canopy was limited in travel.
- A manual primer pump was installed on the P-51D-5-NA, and would remain until P-51D-15-NA production, when an electrical primer was added.
- On P-51D-5-NA's, the seat installed was that of an early version of the Warren McArthur tubular-frame seat, as was commonly installed on P-51B's and C's before.
- The P-51D-5-NA had an early-design spare bulbs locker, directly below the oxygen regulator, which was the same as was incorporated into the P-51A's, B's, and C's before it. By P-51D-20-NA production, this spare bulbs locker was removed, and a spare bulbs shelf was added to the inside of the instrument panel shroud.
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Special Features
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Supercharger (Acceleration Users Only)
The Merlin V-1650-7 engine in the P-51D is fitted with a fully automatic, two-speed, two-stage supercharger. At between 14,500 and 19,500 feet (17,500 feet in our case), the supercharger will shift from low blower into high blower automatically. Low blower will allow the pilot to climb at 46-in MP, 2700-RPM, though continued throttle adjustments will be needed to maintain this setting as you continue to climb to higher altitudes. At 17,500 ft indicated, just about the point at which 46-in MP can no longer be maintained with the throttle full-forward, the supercharger will shift into high blower. When high blower is activated, immediate throttle input is required to reestablish a proper Manifold Pressure of 46-in, to continue the climb and prevent the engine from over-boosting for a prolonged period of time. The engine is most prone to over-boosting at low altitude, and at or just above the point at which high blower is activated. When the supercharger shifts into high blower, the supercharger indicator lamp will turn on.
Engine Damage (Acceleration Users Only)
The Merlin engine in the P-51 was capable of over-boosting, at up to 67-in of manifold pressure. The max design manifold pressure limitation for the Merlin engine, however, was 61-inches, as indicated by a red line on the manifold pressure gauge. If running the engine for a prolonged period of time above 61-in MP, you should expect that the engine will progressively fail. The first signs of a failing engine will be a noticeable decrease in engine noise, declining airspeed/power, and eventually even potentially a smoke trail, if the situation is not taken care of in time. If any of these signs become noticeable, it is urgent to get the aircraft on the ground quickly at the nearest airport, to prevent further damage.
Drop Tanks
Install 75-gallon drop tanks if needed for long flights or just for display. If need be, they may be ARMED and RELEASED, or simply removed once more.
Gun Bay
A fully out-fitted left gun bay is modeled on each variant, which may be opened while on the ground. The gun bay has been recreated to match all of the exact original factory specifications. Each part of the gun bay structure is properly finished in either chromate yellow or interior green paint, according to original factory photos, factory processes, and research conducted by leading Mustang restorers. Various placards and original inspection stamps can be clearly viewed and read up-close. The belts of ammunition are loaded to exactly match the proper loading-method, as outlined on the original ammunition-loading placard. All of the mounting brackets, ammunition feed chutes, link-ejector chutes, and shell ejector chutes for each individual 50-cal machine gun are accurately reproduced. For the rivet counters amongst us, even the number individual links in the ammunition feed chutes is correct.
N-9 Gun Sight
This reflector gun sight, the first of its type to be fully modeled for any flight simulator platform, features a fully simulated collimated reticle, that may be turned on and off, that really appears to be projected by light, just like the real thing.
Removable Exhaust Shrouds
During WWII, every P-51D rolled off the assembly line fitted with exhaust shrouds, which were in-place to just slightly improve the aerodynamics over the exhaust stacks. In service, these shrouds were sometimes removed, often for the fact that by having them off all the time, it was one last burden that didn?t have to be dealt with during engine maintenance work. Each variant within the product has the shrouds either on or off depending on historical configuration, though in each aircraft, you can select to have them on or off, either way, depending on your own personal choice.
Clam-Shell Door Release
As procedures followed by the real pilots, following shut down, the hydraulic t-handle may be pulled, allowing the landing gear clam-shell doors to deploy within seconds.
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Sound Features
An Authentic and Accurate Sound Pack of the Unique Packard Merlin Engine.
84 hours of recordings and mixing of real sounds from the real Packard Merlin have been mixed from two separate sources. Carefully recorded to gain the accuracy of the exhaust sound of the unique Merlin V1650 Engine with its characteristic growl.
Two flights were made in a restored P-51D to accurately record this wonderful sound.
At high throttle the engine attains peak torque. At full power the familiar 'growl' of the Merlin can be heard as different phases of engine power increase. Perfect for those with 5:1 surround systems; the sound of the engines peak torque tone curves can clearly be heard above its clean characteristic sound as it flies by on high speed passes.
-Authentic Engine Firing sounds
-Accurate start and shut down
-Sounds from outside taken using carefully positioned microphones in flight
-Additional famous Gunport Whine
Sounds inside the cockpit have been recorded both on the ground, during and up to take off and in flight with many sound characteristics also recorded as they were heard including buffeting, wind noises, creaks and the clank of metal against ground.
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General Exterior Details
-The most accurate exterior model of a P-51D ever seen in computer form, created using original engineering drawings, dimensions, & by cross-referencing with photos.
-Distinctive areas such as the nose, tail, wing, radiator scoop, and spine are modeled to a degree of accuracy never before seen.
-Working 2 Stage Supercharger, if not handled correctly, the engine will blow!
- Very Accurately depicted Gun Bay detail never before seen modeled to such a high level of detail
-All fasteners, screws, spot-welds, bolts, rivets, & seams are accounted for, & accurately recreated.
-The characteristic and distinct laminar wing airfoil is accurately modeled.
-The unique design of the bubble canopy, as only fitted to P-51D-5-NAs, is reproduced in exact form.
-Landing gear & landing gear doors are faithfully modeled, including proper strake-angle and accurate oleo compression with weight, & feature all original markings, stencils, and placards, using original engineering drawings of the gear doors and profile photos of the Bendix & Menasco gear legs.
-All wheels and tires are modeled using a complete set of actual dimensions, along with profile photos of the real articles.
-Landing gear retraction/extension animations feature accurate phased delay to exact timing.
-Inner "clam-shell" landing gear doors drop when the hydraulic pressure T-handle is pulled (this, a practice to prevent wear to the hydraulic system). As properly kept-up aircraft, the flaps will not droop after shutdown (Just as in the real aircraft, you cannot lower the flaps simply by activating the emergency hydraulic release. If a Mustang's hydraulic system is not in top form, the flaps will droop down over time, after shut down, but may take hours before it is noticeable).
-Flaps will accurately deploy/retract with available hydraulic pressure.
-.50 cal. machine guns are accurately textured and properly staggered along the wing leading edges.
-Wing hard points are modeled in detail, including sway braces mounted to the shackles.
-Individual exhaust stacks are fully modeled using profile photos of the real stacks.
-The pilot relief tube exit is accurately modeled at the lower end of the tail.
-The static ground wire is not included on these models, as the P-51D-5-NA was not yet fitted with one.
-Both coolant and oil cooler doors, all trim tabs, gear doors, and gear legs, feature animated push-rods, and in proper cases, animated hydraulic cylinders.
-The structure of the gear wells is accurately modeled and textured unlike ever seen before, with all proper ribs and stringers, rivets and bolts, and individual finishes per part.
-The pilot model features extensively researched and accurate flying gear.
-A full compliment of effects includes lighting, start-up, dirt taxi, and landing.
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General Interior Details
(Cockpit Look-Around From Left to Right)
-Map & Data Case
-Flare Cartridge Bag
-Flare Pistol Port
-Flap Handle
-Carburetor Air Control
-Rudder Trim
-Aileron Trim
-Elevator Trim
-Gear Handle
-LH Cockpit Light
-Arm Rest
-Coolant Radiator Air Control Switch
-Oil Radiator Air Control Switch
-Landing Light Switch
-LH Cockpit Light Switch
-Throttle Lever
-Microphone Button
-Throttle & Prop Friction Controls
-Prop Lever
-Mixture Lever
-Left & Right Manual Payload Release Levers
-Payload Arming Switches
-Fuel Booster Pump
-Supercharger Warning Light
-Starter Switch
-Oil Dilution Switch
-Fuel Primer
-Magneto Switch
-Gun Sight Power Switch
-Instrument Panel Light Switch
-Gear Position Indicator Lights
-LH Instrument Panel Light
-Directional Indicator Gauge
-Clock
-Suction Gauge
-Manifold Pressure Gauge
-Tachometer
-Coolant Temperature Gauge
-Carburetor Temperature Gauge
-Gyro Horizon
-Gyro Compass
-Airspeed Indicator
-Altimeter
-Turn and Bank Indicator
-Vertical Speed Indicator
-Oil & Fuel Gauge
-Oxygen Flow Blinker
-Oxygen Pressure Gauge
-Aircraft Restriction Placard
-Fuel Cutoff Lever
-Fuel Tank Selector
-Hydraulic Release T-Handle
-Hydraulic Pressure Gauge
-Spare Bulbs Locker
-Oxygen Regulator
-Canopy Emergency Release Handle
-Canopy Crank
-Recognition Light Key
-RH Instrument Panel Light
-RH Cockpit Light Switch
-Generator & Battery Switches
-Gun Heat Switch
-Pitot Heat Switch
-Position Lights Switches
-Recognition Lights Switches
-SCR-522 Radio Control Box
-RH Cockpit Light
-Detonator Switches
-G-Band Switch
-Signal Light Power Receptacle
-Cold Air Control
-Hot Air Control
-Defroster Control
-LH Fuel Gauge
-RH Fuel Gauge
-N-9 Gun Sight
(Cockpit Facing Aft)
-Armor Back Plate and Headrest
-Fuselage Fuel Gauge
-SCR-522 Radio Set
-Battery
-Fuel Plumbing
-Fuel Tank
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FLIGHT MODEL - WARNING: Highly sensitive flight model. (Stall it on a tight turn and you will spin like the P-51D manual warns)
"Snap Roll" also included into air model where pilot force a snap roll due to excessive speed, AOA, wrong weighting and COG pushing.
FORCE FX USERS NOTE
For those using Force FX Hardware. The buffet due to applying too much back-pressure on the control column will be felt throughout the different speed ranges. |
