P51 Specifications

Editorsnote:
The Design Analysis article was originally

publishedintheJuly,1944issue,Volume43,number
7, of Aviation magazine, published by McGrawHill
PublishingCompanyofNewYork,NY,USA.
The article on design refinements was originally
publishedintheJuly,1945issue,Volume44,number
7, of Aviation magazine, published by McGrawHill
PublishingCompanyofNewYork,NY,USA.
Thisreconstructionisderivedfrommicrofilm.The
source is University Microfilms International,
Publication No. 364 (Aviation Week and Space
Technology),ReelNo.20(January1944December
1944) and Reel No. 21 (January 1945 December
1945).Thesourcewastightlyboundvolumes,sothat
thereissomedistortionoftheimages,especiallynear
the binding. It has not been practical to remove or
compensate for all the distortions, so none of the
illustrationsinthisreconstructionshouldbeconsidered
reliablesourcesastofinedetailsofshape,proportionor
spatial relationship. The distortions are, in general,
small, and should not detract from a general
appreciationofarrangementandrelationship.
The editor has attempted to represent the original
layout of the article, but there are some exceptions.
Limitationsinthecompositingtoolscauseadifference
inthetextflowrelativetotheillustrations,comparedto
theoriginal,sothatsomechangeshavebeenmade,to
compensatepartiallyforthateffect,andthetabulardata
havebeenremovedfromtheflowoftextandbrought
JL McClellan: P51 draft
togetheronasinglepageafterthetext,partlytomake
themmoreaccessible,andpartlytosidestepproblems
withpagelayout.
TheDesignAnalysisarticlewasoneina series of
design analyses published in Aviation during the war
years, between May 1943 and November1945. The
subjects were the Bell P39 Airacobra, Curtis C46
Commando, Fleetwing BT12, Douglas A20 Havoc,
Bristol Beaufighter (British), deHavilland Mosquito
(British),NorthAmericanP51 Mustang,LockheedP
38Lightning,FockeWulfFW190(capturedGerman),
Boeing B17 Flying Fortress, North American B25
Mitchell (specifically, the B25H and B25J models),
Mitsubishi Zeke 32 Hamp (captured Japanese),
Consolidated Vultee B24 Liberator, Fairchild C82
Packet,andMesserschmittMe262(capturedGerman),
withonearticledealingspecificallywiththeMe262's
Jumo 004 jet engine. Some of the analyses were
authoredbyseniormembersofthedesignteamsatthe
original manufacturers, while others were written by
staffeditorsofAviationmagazine.
The original articles were copyright to their
respective sources the employers of the authors,
followinggeneralpracticeofthetime.
This reconstruction is compilation copyright JL
McClellan,2005.
Copyright 2005
p 1 of 32
DESIGN ANALYSIS NO. 7
The North American P-51 Mustang

By WILLIAM R. NELSON, West Coast Editor, Aviation
AVIATION'S graphic and thoroughly detailed engineering dissection of NAA's great fighter initially completed less than four
months after design inception, then fourfoldly hailed for lowaltitude cooperation, dive-bombing versatility, high-altitude
fighting speed, and long-range prowess.
RIORTOWORLDWARIIitwas
generally agreed among

aeronautical engineers and
military aviation authorities that it
was impracticable, if not
impossible, to design an airplane
capableofaccomplishingmorethan
onetypeofmilitaryoperation.
The record of North American's
P51 Mustang fighter proves,
however,thatitisbothpossibleand
practical to create a single basic
design that can be modified, as
military needs dictate, to keep

abreast of requirements. Among
singleseat, single engine fighters,
the Mustang has been credited as
the best lowaltitude cooperational
craft, the most versatile dive
bomber, the fastest highaltitude
fighter, and the plane with the
greatestrange.
All this has been achieved by a
planewhosebasicdesignandmost
of its original specifications
remainedunchanged. Newmodels
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incorporated equipmentanddesign
refinements but retained the
desirable advantages of preceding
versions.
The original Mustang, designed
andbuiltfortheBritishinlessthan
120days,wasintendedforlowand
medium altitude work. It was a
lowwing allmetal monoplane
powered by a 12cyl., Vtype
Allisonengineof1,150hp.,andit
wascreditedwithcloseto400mph.
speed. RAF pilots said it was
highly maneuverable, had no
cranky characteristics; and, for
those early days, it was heavily
armed, with .50cal. guns, one on
eachsideoftheengine,andone.50
andtwo.30cal.gunsineachwing.
Aguncamerawasmountedinthe
leftwing.
p 2 of 32
Tabulated weights of
principal assemblies.
In its P51 version for the

USAAF, the Mustang retaining
its high maneuverability with
somewhatincreasedspeedquickly
acquiredfameasatrainbusterby
virtueofitstwo20mm.cannonin
each wing. Stripped of guns and
with a K24 camera, it became a
widely used scouting and
reconnaissanceplane.
The invasion of Sicily was
highlighted by reports of a
phenomenal new secret fighter
dive bomber. This craft which
combat men quickly dubbed the
Invader wastheA36versionof
the Mustang. Retaining the
characteristics of its fighter and
levelbomberforbears,theA36was
equippedwithdivebrakes,two500
lb.bombs,andsix50cal.machine
guns.
Next revision retained the basic
designandusesofpreviousmodels,
butincreasedthespeedwithsingle
stage, singlespeed supercharger.
Auxiliary fuel tanks gave
considerably increased range.
Carriedwerewingbombracksand
four50cal.guns,twoineachwing,
maintaining striking effectiveness
againstgroundtargets.
Packard-built Rolls-Royce Merlin
1,500 hp. engine used in Mustang.
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p 3 of 32
1. Radiatorforwardairscoop
2. Radiatorforwardairduct
3. Coolantradiatorassembly
4 Oilradiatorcover
5. Oilradiator
6. Oilcoolerairinletdoor
7. Spinnerassembly
8. Enginemountfrontframeassembly
9. Enginemountassembly
10. EnginetopcowlingRH
11. EnginetopcowlingLH
12. Wingnoseassembly
13. WingpanelRH
14. WingtipRH
15. AileronRH
16. Ailerontrimtab
17.Windshield
18. Cockpitexithatch
19. CockpitexithatchpanelLH
20. CockpitexithatchpanelRH
21. RadioaccesswindowRH
22. RadioaccesswindowLH
23. Oxygenaccessdoor
24. Oxygenreardoor
25. Fillet
Another revision introduced the

1,500 hp. Packardbuilt, Rolls
Royce Merlin engine with two
speedtwostagesupercharger.Also
addedwereremovablebombracks,
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50.
Fillet
Fillet
Elevator
Elevatortrimtab
Verticalstabilizer
Verticalstabilizertip
Ruddertrimtab
Rudder
Elevatortrimtab
Elevator
Horizontalstabilizer
Fillet
Tailwheelunitassembly
TailwheeldoorLH
TailwheeldoorRH
Radiatoraftairscoop
Cover
Fuselageforwardsection
Coolantradiatoraccesscover
Wingflap
Wingcenterrib
Wingtofuselagefillet
Wingtofuselagefillet
Gunbaydoor
Ammunitionbaydoor
51.
52
53.
54.
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56.
57.
58.
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depthcharges,chemicaltanks,and
auxiliary fuel tanks. Armament
wasfour50cal.guns. Speedand
ceiling both went up, whereupon
theMustangwasofficiallycredited
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Bombrack
AilerontrimtabLH
AileronLH
WingtipLH
WingpanelLH
Landinglight
Landinglightcover
Landinggearfairing
27smoothcontourwheel
Mainlandinggearshockstrut
Wingtofuselagefairing
Wingnoseassembly
Mainlandinggearaccesscover
Intermediaterearenginecowling
Wingcenterbulkhead
Exhauststackfairing
Firewallassembly
Maingearfairingdoor
Fueltankdoor
Fueltank
Engineloweraftcowling
Enginelowerintermediatecowling
Enginelowerforwardcowling
EngineintermediatecowlingLH
EngineintermediatecowlingRH
with the highest ceiling (over

40,000 ft.) and the greatest speed
(over425mph.)ofanyfighterin
existence. Soon the Mustang was
accompanying our heavy bombers
p 4 of 32
Three-view drawing of P-51 Mustang , with leading dimensions.
Copyright 2005
p 5 of 32
on their longest missions, since it

possessed thelongest range of any
singleenginefighterinthewar.
Theseachievementsare,froman
engineering standpoint, remarkable
because they were accomplished
by a plane that does not to any
extentembodypreviouslyunknown
engineering features, but rather
employed refinements of know
acceptedpractices.
Such performance is attained by
close attention to aerodynamic
cleanness of design, employing an
efficient, lowdrag, laminarflow
airfoil,amodificationofanNACA
design. Seconddegree curves,
calculated as mathematical
expressions, are employed for
external lines of fuselage, fillets,
ducting,andairscoop.
The air scoop is located below
and just aft of the center of the
fuselage, where it was found by
windtunnelteststocreatelessdrag,
whileoperatingefficiently.Bothoil
and coolant radiators are contained
intheairscoop.
An identifying feature of the
Mustang isthesquarewingand tail
surfacetips,whichtendedtoprevent
stalling and to maintain excellent
aileroncontrol.
Thefuselage,ofsemimonocoque
construction, is divided into three
main sections:Enginemount,main,
and rear section, all joined with
bolts. With exception of cockpit
armor fore and aft, fuselage is
entirelyAlcladandaluminumalloy
extrusions.
Engine mount is a box beam of
Alclad sheet and extruded parts,
designedso that theengine canbe
removed as a unit. Mount is
attachedatthefirewallbyfourbolts.
Main fuselage section is
constructed around four 24ST
extruded longerons, intermediate
frames, Alclad covering, and
stringers. Stainless steel sheet and
armor plate firewall form forward
bulkhead.Aturnovertrussof24ST
extrusionsandformedsheet protect
the pilot. Upper longerons are
extruded Hsections which extend
aft from firewall, tapering to T
section and terminating near rear
section. Lower longeron, Hbeam
and Uchannel, extends full length
ofsection.
Eight riveted and bolted
assemblies which comprise main
fuselage section may be removed
Five main sections of P-51
Exploded drawing of engine

cowling and framework.
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p 6 of 32
Engine controls. (1) Engine throttle control;

(2) throttle stop release; (3) throttle name
plate; (4) adjustable throttle stop; (5) quadrant to bellcrank flexible control; (6), (11),
(12), (15), (16), (25) fairleads; (7) flexible
control; (8) propeller control bracket; (9)
propeller control bellcrank; (10) emergency
boost control handle; (13), (14), (17), &
(18) control rods to jackshaft; (19) carburetor air control; (20) flexible air control; (21)
air control support; (22) jackshaft, hot air
control; (23) hot air door actuating rod; (24)
air shut-off control rod; and (25) shut-off rod
support.
Exhaust system and vent lines. (1) Exhaust

shroud to keep heat from sparkplugs; (2)
gasket, with lockplate (3) and nut (4) which
hold jet exhaust stacks (5) in place in
fairing (6); (7) drain from mixture boost (8);
(9), (10), & (11) blast tubes for cooling
sparkplugs situated on exhaust side of
cylinders; and (12) & (13) parts forming
generator blast system for cooling
purposes.
Main air scoop,situated beneath fuselage, is fitted with adjustable discharge flaps or
scoops to regulate airflow through both oil and engine coolers.
Copyright 2005
and replaced as units. They are:

Firewall, turnover truss, upper
deck, left and right side panel
subassemblies, radio shelf, web
assembly,andlowersectionwithair
scoop.
Comfort and safety are given
consideration in the design of the
cockpit seat, which accommodates
the seattype parachute and has a
kapok backcushion life preserver,
provisions for heating and cooling,
and protecting armor plate at the
firewallandseat.
The combination armorplate
firewallprotectsthepilotfromline
of level flight to approximately 20
deg.belowit,alsoagainstfirefrom
the engine. Firewall is face
hardened steel armor, except a
sectionatcenterofstainlesssteelto
provide room for oil tank. Aft
protectionisprovidedbytwoplates
of facehardened steel behind the
seat.
Protection and visibility are
afforded by windshield, rear
window, and cockpit enclosure.
Forwardflatsectionofwindshieldis
bulletproof, 5ply laminated glass,
11/2in.thick,slanted31deg.from
vertical,beingthebestcompromise
p 7 of 32
Fuel system. (1) Fuel strainer; (2) Parker primer pump' (3) engine driven fuel
pump; (4) selector valve with handle; (5) booster pumps on tanks; (6) fuel
gages; Outer streamlined tanks, used for ferrying or for long distance flights,
are droppable via the bomb release. Primer, operated manually, draws fuel
from strainer and injects it directly into engine.
Engine mount. Detail A is Lord shear rubber bushing;

B, front Lord mounts; C, carburetor air inlet
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p 8 of 32
Engine coolant system. Here (1) is coolant header tank, vented at 2, which connects through pipe 3 to radiator 4,
returning liquid by pipe 5, to pump 6.
Supercharger cooler is supplied by 7 and
8. System is filled at plug 9.
Air ram scoop for carburetor. By

operating shutter at left and blast gate
at right, pilot can regulate both
temperature and pressure of air going
into carburetor. Detail (upper left)
shows construction of vibrationabsorbing connection to base of
carburetor.
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p 9 of 32
Oil system showing hopper tank at center with dilution solenoid above
and radiator at rear. Oil leaves engine by upper of two pipes (lower left),
going directly to radiator, thence to top of tank, through hopper in tank,
and back to engine oil pump through large pipe from bottom of tank.
Small pipe leading into deliver pipe at lower left is for oil dilution.
Copyright 2005
p 10 of 32
Wing panel is built up on 19 pressed ribs and two spars of 24ST

Alclad. Insert shows proportion of wing surface taken up by flap
and aileron. Wing tip has single spar and pressed end. Details are
for visibility, protection, and

aerodynamic contouring. Side and
upper panels of windshield are of
3/16in.safetyplateandtransparent
plastic.Windshieldcowlingextends
fromlowerforwardendofglassto
firewall and down to upper
longeron.
Over instrument panel a shroud,
integralwithwindshield,extendsaft
with a circular rubber extrusion to
forgings. Detail A is front spar-to-fuselage bracket; B is pilot's footrest and seat bracket and C is rear spar-to-fuselage connecting
bracket. Others are aileron and flap hinge brackets.
protectpilot.Thisshroudsupports
windshield defroster, optical gun
sight, and handholds, and it also
eliminates instrument glare in the
windowglass.
Cockpit enclosure consists of
upperandsideplasticpanels,each
in two sections, forward one
forming a sliding window with
lockinghandle. Rightupperpanel
hinges upward; left panel hinges
Copyright 2005
downward against fuselage. Both

have locks controlled from inside
and outside. Hood is attached by
fourhingesonupperlongerons.An
emergencyreleasepermitsenclosure
to be removed or jettisoned in
emergency.
AftwindowsofmoldedLucitefit
fuselage contour andareremovable
foraccesstoradiobehindpilot.Aft
ofradio,plywoodbulkheadprevents
p 11 of 32
Flaps are made of 24ST with Alclad

skin. Stiffness is provided by 15
main ribs and 13 nose ribs.
draftandkeepsobjectsfromrolling
aftandfoulingcontrols. Nutplates
atcenterofbulkheadsecureoxygen
bottles.
Therearfuselagesectionconsists
oftwo24STlongerons,ashelfand
five formers of 24ST, three solid
bulkheads,andAlcladskin.
Wing is cantilever stressedskin
design in two sections, bolted at
center.Eachconsistsofmainpanel,
removable tip, aileron, and full
trailingedge flap. Winghas angle
ofincidenceofapproximately1deg.
atrootanddihedralof5deg.along
25 percent chord line, to give
stability.
The 25 percent chord line is
perpendiculartolongitudinalaxisof
airplane. Wing area, including
ailerons,is233.19sq.ft.,withspan
of36 ft. 5/16 in. and a taper ratio
of.499.
Main wing panel consists of a
main spar, rear spar, pressed ribs,
andextrudedstringerscoveredwith
alloy sheet. Space is provided at
inboardendforselfsealingfuelcell,
partofwhichislocatedinfuselage.
Agunbayisineachwingpanelto
accommodate guns, ammunition
containers, and chutes. Main
landinggearretractsintowheelbay
intheinboardleadingedge.
Main structural member of wing
is forward or main spar, of two
sections of of 24ST sheet spliced
together. Inboard spar section is
fabricated of .129in. thick 24ST,
withangleflangesalongbothupper
andloweredgesforsparcaps. A.
25in. thick 24ST bar is riveted to
inner side of upper cap between
stations0and85.5.
Rearsparisformedoftwosheets
of 24ST spliced at station 128.6.
Upper cap is reinforced by a .091
24SOanglebetweenstations0and
92.5. Ribs and formers are
approximately12.5in.apartandare
of24SO,heattreatedafterforming
to24ST.Atleadingedge,winghas
sweepbackof3deg.35min.32sec.
Aspectratiois5.815.
Each aileron has two spars and
twelve flanged ribs covered with
Ailerons are built of 24ST with
plastic tab. A metal diaphragm
retains aerodynamic smoothness of
joint with wing.
Copyright 2005
p 12 of 32
Main fuselage with firewall, front and rear wing attachment fittings, Fuselage wing fittings are forgings carrying bolts for attachment of
and airscoop underneath. Details A and B are forged fittings wings.
through which pass bolts holding engine mount and firewall.
24ST. The forward spar is U

shaped 24ST Alclad, and ribs are
24SOhattreatedto24ST. Trailing
edgeis24STsheetreinforcedwith
aluminumsupportsandplasticribs.
Threeaileronhingebracketsbolted
totheforwardsparprovidebearing
attachmentpoints.
Ailerons are dynamically and
statically balanced. Internal
aerodynamicbalanceisobtainedby
a diaphragm attached to forward
edgeofaileronandsealedtotherear
sparbyfabricstrip.
Phenolfiber trim tabs are

mounted in each aileron by three
hingebearings. Ametalhorntab
provides attachment for actuating
rod. Lefttab,adjustableinflight,
is operated by a knob on control
pedestal. Angular travel, 10 deg.
upand10deg.down,islimitedby
stopsoncables.
Ailerons are conventionally
controlledbythestick,andtomeet
variationsinspecificationstheycan
beconnectedforangulartravelof
10,12,or15deg.
Copyright 2005
Structure of the 24ST Alclad

covered wing flaps is two Alclad
spars, 13 nose ribs of 24SO heat
treated after forming to 24ST, 15
main ribs, and a series of rolled
sectionstringers,allof24ST. The
flaptrailingedgeisformedfroma
single24STsheetreinforcedwith27
tapered hatsection supports. The
flapsarehingedonthreesealedball
bearings, and are hydraulically
controlled by a lever selects and
holdsanycorrespondingpositionof
theflaps.
p 13 of 32
Main fuselage is built on four extruded 24ST

longerons with heavy frames and a few light
stringers. Turnover truss is built of 24ST
extrusions and sheet for pilot protection. Web
assembly is shown at bottom
Stabilizer is full cantilever, no

adjustable,withdetachabletips,and
isfixedatapositive2deg.angleof
incidencerelativetothelongitudinal
axisoftheairplane.Forwardandaft
sparsareof24STAlclad. Flanged
ribs are formed of 24SO Alclad
heattreated to 23ST, as are six
extruded stringers. Dual stringers
are on the lower covering.
Stabilizer tips are of 52S, 1/2H
stock on two ribs. Area is
approximately28sq.ft.,andspanis
13ft.21/8in.
Elevator incorporates 18 flanged
ribs,frontspar,trailingedge,anda
short intercostal beam, all 24ST
Alclad. Covering is fabric with
Alclad leading edge extending to
mainspar,exceptforthatportioncut
outforelevatorhingefitting.Right
and left elevators are
interchangeable, fastened to
stabilizer with five sealed ball
bearing hinges, and are statically
and dynamically balanced. Static
balance is by a 131/4lb. lead
weightattachedtooutboardendof
leadingedge.Totalelevatorareais
approximately13sq.ft.,andangular
movementbythecontrolstickis30
deg. up and 20 deg. down. Each
elevatorhasanadjustabletrimtab
approximately 411/32 in. by 32
1/16in.
Finiscomposedoffrontandrear
spars of 24ST Alclad and ribs
covered with 24ST Alclad sheet.
Tip is on two ribs, and skin is
stiffened spanwise by light rolled
stringers.Areaoffinis9.61sq.ft.,
and it is set 1 deg. to the left of
centerlineofrearbeam.
Rudder consists of spar, 20
flanged Alclad ribs, V trailing
edge,andashortbeaminfrontof
trim tab, which is covered with
fabric, and 24ST sheet covers
leading edge back to main spar,
except cutout for rudder hinge
fitting.Therudderishingedtofin
withthreesealedballbearingsand
isdynamicallybalancedbymeans
of 16.6lb. lead at top. An
additional balance weight at
bottom of leading edge reduces
staticunbalance. Areais10.4sq.
fr. and angular movement is 30
deg. each side of neutral.
Operation is by pedals through
cables.
Phenolfiber trim tabs on
elevatorsandrudderarehinged by
three sealed needle bearings.
Copyright 2005
Rudder tab is controllable from

cockpit,andangulartravelis10deg.
up and 25 deg. down, limited by
stopsoncable.
Landing gearisthreepoint, with
two 27in. main wheels and full
swiveling, steerable 12.5 in. tail
wheel, hydraulically retractable.
Mainwheelsretractintowingwells
andtailwheelintofuselage,allfully
enclosed.
Except for hydraulic main gear
downlock pin, landing gear locks
areactuatedfromthecontrolhandle
bellcrank. Cables from bellcrank
actuatetailgearuplatchanddown
lockpin. Apushpullrodfromthe
lower end of the control handle
works lock system in main wheel
bay.
Main landing gear magnesium
support casting is bolted to front
spar at the outboard end of the
wheelwell.Hydraulicstrutsonthe
front spar retract the gear inboard.
A springloaded, hydraulically
controlled pin locks main gear
down.
Tail gear is mounted on a
magnesium casting bolted to lower
longerons. Shock strut assembly
includes cylinder, piston, torque
p 14 of 32
Cockpit inclosure, with floating back cushion and armored

Heavily framed center glass (top left) is bullet proof.
seat back.
tube, and post housing which

supports axle. Gear is steered by
cables from rudder bellcrank.
Fairingdoorsarehingedatside,and
a link pulls them up as gear is
retracted. Tail wheel is unlocked
with stick in the forward position
duringtaxiingandparking.
Emergency lowering of landing
gear is accomplished by pushing
downcontrolhandleatleftofseat,
also relieving hydraulic pressurein
retracting struts with emergency
knobincockpit,whichcausesdear
todropofitsownweight.Pilotthen
yaws plane until gears engage
downlocks.
Cylinder, connected to brake by
aluminum alloy tubing, furnishes
pressure for the Goodyear multiple
disk brake, via separate hydraulic
system controlled by pedals. This
pressure is relieved by a spring
when pedal is released. Parking
brake is controlled by depressing
brakepedalsandpullingknobbelow
instrument panel. Pressure is
retaineduntilreleasedbydepressing
bothbrakepedals.
LatestmodelofP51ispowered
by a 12cyl. Packardbuilt Rolls
Royce 1,500 hp. V1650 liquid
cooledenginehavinganaftercooler
toreducechargetemperature.
Inductionsystememploysatwo
speed, twostage supercharger with
lowgearratioof6.391:1andhigh
gear ratio of 8.095:1. Pilot may
Fuselage rear frame, with diagram giving

positions of elevator and rudder control
frames and fin attachment forging.
Copyright 2005
p 15 of 32
Left: Rudder is fabric-covered 24ST leading edge under fabric. Right: Two views of fin. This is built of 24ST Alclad with rolled
Plastic tab is carried on three hinges. Rudder-operating horn is a stringers and is covered with Alclad sheet.
forging (shown at bottom of rudder, both views)
Elevator is built of 24ST frame with fabric covering. Leading edge Stabilizer is full cantilever type with Alclad frame and covering.
is 24ST under fabric. Trim tab, made of plywood, is operated by Half-hard 52S is used for the tips, built on two ribs.
horn near center. Balance weights are concealed in stabilizer.
Elevator control is through 3-bolt coupling at inside end.
Copyright 2005
p 16 of 32
P-51 Cockpit Layout

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Cockpitfluorescentlight
Crashpad
Fluorescentlight
Gunsight
Throttle
Compass
Clock
Suctiongage
Manifoldpressuregage
Remotecontactor
Altimeter
Directionalgyro
Flightindicator
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
Tachometer
Oxygenflowblinker
Mixturecontrol
Propellercontrol
Boostcontrol
Landinggearindicator
Airspeedindicator
Bankandturnindicator
Rateofclimbindicator
Coolanttemperatureindicator
Oiltemperatureandfuelandoilgage
Oxygenregulator
Enclosureforemergencyreleasehandle
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27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
Engineinstructionplate
Controlstickgrip
Gunandbombcontrolpanel
Parkingbrakecontrolhandle
Parkingbrakeinstructionsplate
Engineprimer
Oxygenpressuregage
Oxygensystemwarninglamp
Bombcontrolswitch
Landinggearcontrols
Boosterpumpswitch
Superchargercontrol
Superchargerwarninglight
Starterswitch
Oildilutionswitch
p 17 of 32
42.
43.
44.
45.
46.
47.
48.
49.
50.
51.
52.
53.
54.
Ignitionswitch
Compasslightcontrol
Gunsightlightcontrol
Lefthandfluorescentlightcontrol
Fuelvalvecontrol
Hydraulicpressuregage
Emergencyfairingdoorcontrol
Hydraulichandpump
Airplanerestrictionplate(top)
Cockpitenclosurehandle
Generatordisconnectswitch
Batterydisconnectswitch
Pitotheaterswitch
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
Landinglightswitch
Positionlightswitches
Ammeter
RHfluorescentlightswitch
Circuitbreakerswitch
SCR522radiocontrolbox
Cockpitlight
SCR535radiocontrolbox
Mapcase
(Restricted)
Rightfueltankgage
Hotaircontrol
Pilot'srelieftube
Slidingwindowlockhandle(below)
Copyright 2005
69.
70.
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.
81.
Carburetormixturecontrol
Signalpistoldischargetube
Coolantradiatorscoopcontrol
Oilradiatorscoopcontrol
Quadrantfrictioncontrol
Flapcontrolhandle
Carburetoraircontrol
Ruddertrimtabcontrol
Ailerontrimtabcontrol
Elevatortrimtabcontrol
Bombcontrolantisalvoguard
Leftfueltankgage
Defrostercontrol
p 18 of 32
Rudder controls with rear wheel steering mechanism at A and wheel lock at B. C is
heavy rear bracket for carrying rear steering stresses.
select cold rammed air; cold,

unrammedfilteredair;orunrammed
hotair,asnecessary. TheBendix
Strombergdoublethroated,injection
type,updraftcarburetorisfittedwith
a doublediaphragm acceleration
pump, automatic mixture control,
fuelpressureregulator,fuelcontrol
unit,andthrottle.
Automatic manifold pressure
regulator limits maximum boost
when below full throttle and
maintains predetermined pressure
for any given position of throttle
lever.
Ignition is provided by two
magnetos of the rotating magnet
type, the right hand one being

connected to booster coil which
supplies high tension current when
starting.
EnginemountconsistsoftwoY
shaped24STboxbeamsstiffenedby
builtup cross members of 24ST
Alclad.Forwardframeincorporates
leadingedge,andfrontductsection
ofcarburetorairscoopandaftframe
attaches tothetwo beamsnearthe
center. Engine is supported on
rubber mountings between side
beams. Mount is attached to
firewallbyfourbolts.
Cowling, providing maximum
accessibility to both engine and
accessories,consistsof24STAlclad
formers and seven removable
panels.
With adoption of RollsRoyce
engine, the Mustang was equipped
with11ft.2in.fourbladeHamilton
Standard Hydromatic propeller,
controlled by a governor which
maintains selected propeller speed.
Spinner is a streamlined spunshell
ofaluminumalloy.
Fuelissuppliedfromselfsealing
cells, one in each wing, and form
auxiliary tanks when fitted. Fuel
flows from tanks through a
submerged booster pump to dual
check valve, then through selector
valve and strainer to enginedriven
fuel pump and carburetor. When
auxiliarytanksareused,fuelpasses
through the selector valve to main
fuelline.Theboosterpumpswhich
boost fuel to engine pump at high
Guns and armor. (1) & (2) Ring sights;

(3) & (5) ammunition boxes; (4) machine
guns; (6) & (7) ammunition chutes; (8),
(9), (11) & (13) armor plate; (10) bulletproof windshield; (12) optical gun sight;
(14) detachable Plexiglas side panels.
Copyright 2005
p 19 of 32
altitudes operate as emergency

pumps in event of enginepump
failure. Only oneboosterpump is
operatedatatime.
Fuel strainer and handoperated
engineprimingpumpareprovided,
and entire system is suitable for
aromaticfuels. Droppable ferrying
orcombatmaybeinstalledonbomb
racks when bombs are not being
carried, fuel being withdrawn by
enginedriven pump. Pressure is
supplied to ferrying tanks by
connecting them to vacuum pump
exhaust.
Oil flows from bottom of 12.3
gal.oiltank(forwardoffirewall)to
oil pump which delivers through
Cuno filter to moving parts of
engine. Scavenger pump in sump
deliversittooiltank,eitherdirectly
throughathermostaticcontrolvalve,
havingabypass,ortoradiatorand
then back to tank, depending upon
oiltemperature.
Selfthawing oil radiator is
forward of coolant radiator inside
scoop. Airflow through scoop is
regulated by outlet flap,
thermostatically controlled. Flap
Fuselage electrical installation, showing control above air scoop for automatic
regulation of oil and coolant temperatures, storage batteries, navigation light
(upper right) and (detail A) methods of making connections.
Left landing wheel of Mustang.

(1) Shock strut; (2) fairing; (3)
wheel with dust cap; and (4) 27in. tire.
Copyright 2005
p 20 of 32
Control stick. Center connection operates

elevators, while rocker with forked ends moves
ailerons.
to pump, through radiator and

supercharger case, and through a
jacket
between supercharger
impellers, cooling air before it
passes into second stage impeller
chamber. Coolantthen passesinto
heat exchanger and cools air from
thesecondstagebeforereturningto
expansion tank. Scoop with
thermostatic exit flaps provides air
for oil, engine, and aftercoolant
radiators and is located beneath
fuselage aft of cockpit, where it
causes less drag than if farther
forward. At high speed, jetaction
fromtheheatedaircompensatestoa
large degree for internal air drag.
Flamedampeningexhauststackson
either side contribute to speed by
exerting a jetpropulsion effect of
approximately200hp.
TheMustang'selectricalsystemis
24v. d.c., single wire, grounded
type, most of the wiring open,
supportedbyclips. Enginewiring,
because of possible radio
interferenceandvibrationalstress,is
shieldedandsupportedbyconduit.
can be controlled form the cockpit
for emergency operation, and a
surge valve, integral with
thermostaticvalve,permitscoldoil
at excessive pressure to bypass
radiator completely and return to
tank.
Three systems engine oil,
engine coolant, and aftercooler
coolMustang'sRollsRoyceengine.
Engine cooling system utilizes a
centrifugal pump which delivers
coolantintojacketonlowerexhaust
sideofeachcylinderblock,whence
it passes to cylinder head through
transfer tubes and out through
manifolds on intake side of head,
discharginginto header onfrontof
engine,fromwhichitflowsthrough
radiator.
Secondary aftercooling system,
which reduces temperature of
supercharged fuelair mixture,
consists of expansion tank, heat
exchanger, and coolant pump.
Coolantflowsfromexpansiontank
Elevator and elevator tab controls are by cable from cockpit. Tab rear controls are
detailed at A. Cable to tabs is operated by handwheel, to which is connected an
indicator driven by small gears, as shown in detail B.
Copyright 2005
p 21 of 32
Currentissuppliedbya34amp.
hr. battery, aft of seat, charged by
enginedriven
generator.
Connectionwithelectricalsystemis
through solenoid switch. A 100
amp.highspeed generator supplies
current through a relay, which
serves as generator cutout. A
voltageregulatormaintainspotential
at28.
Aileron and trim tab controls. Detail A shows

operating mechanism of left hand tab, controlled from cockpit by turning knob. Travel
of cables is restricted by stops, and
adjustments are made by means of
turnbuckles. B is detail of right aileron tab
adjustment, set on ground and shows
method of attaching and actuating aileron
cables by link from stick adjustment.
Radioequipmentconsistsofsets
for communication with other
aircraft or ground. Antenna is a
foreandaft, verticalmast type.
Receivers and transmitters are aft
ofseat.
Gunnery equipment consists of
fourfixed.50cal.gunsinpairsin
wings, in canted position, rotated
60 deg. to prevent protuberances.
Copyright 2005
They are adjusted to converge fire

with center line of airplane at 300
yd.Lateraladjustmentof1/2deg.is
providedoneitherside,andgunsare
quicklyremovablethroughdoorsin
upperwingsurface.Ammunitionis
fed to top sides of guns through
stainless steel chutes. Cases and
links are ejected through metal
chutesinlowerwingskin.Allfour
p 22 of 32
guns fire simultaneously, control

being by switch on control stick.
Sightingisthroughopticalgunsight
or auxiliary ringandbead sight.
Electricheatersareattachedtoeach
gun,permittingthemtofunctionat
temperaturesaslowas70deg.
A removable, streamlined bomb
rackisprovidedoneachouterwing
panelforbombsupto500lb.,depth
charges,chemical,orauxiliaryfuel
tanks. Fusing of bombs is
electrically controlled from

cockpit,andbombscanbedropped
in a dive, level flight, or 30deg.
climb. Sway braces are integral
withracks.
Dimensions and Leading Particulars

GENERAL
Span.....................................................37.03ft.
Length(overall)...................................32ft.23/8in.
Length(tailwheelonground).............30ft.8in.
Height(tailwheelonground,
propellerverticalattop)..............12ft.6in.
WINGS
Airfoilsection......................................NAAlowdrag
Chordatroot........................................8ft.8in.
Chordneartop(215in.from
fuselagecenterline).....................4ft.2in.
Incidence(variable).............................Approx1deg.
Sweepback. ..........................................3deg.35min.32sec
Dihedral(at25%line)........................5deg.
STABILIZER
Span.....................................................13ft.21/8in.
Maximumchord...................................2ft.6in.
Incidence..............................................2deg.
Dihedral...............................................(none)
FUSELAGE
Width(max.)........................................2ft.11in.
Height(max.).......................................6ft37/16in.
Length(withoutenginemount,
frontofheatexchangerto
tipoftail).....................................24ft.2in.
Length(withenginemount,tipof
propellershafttotipoftail).........30ft.9in.
AREAS
Wings(lessailerons)...........................220.55sq.ft.
Ailerons(total).....................................12.64sq.ft.
Flaps(total)..........................................32.6sq.ft.
Stabilizer(includingelevators)............27.85sq.ft.
Elevators(includingtabs)....................13.05sq.ft.
Elevatortrimtabs(total)......................2.00sq.ft.
Verticalstabilizer.................................8.83sq.ft.
Rudder(includingtabs).......................10.25sq.ft.
Ruddertrimtabs(total).........................82sq.ft.
LANDINGGEAR
Type.....................................................Hydraulic,retracting,
conventional,3wheel
Tread....................................................11ft.10in.
Shockstruts .........................................Airoilcombination
Wheels(Magnesiumalloyconstruction)
diameter.......................................27in.
Tires(allweathertread).......................27in.
Brakes..................................................Disk,hydraulic
Oleotravel. ..........................................8in.
ENGINE
Type.....................................................PackardbuiltRollsRoyce
Designation..........................................V16503
Numberofcylinders............................12
Gearratio.............................................21:44
Coolant(70%waterand30%ethylene
glycolbyvolume)........................TypeD:SpecANE2
PROPELLER
Type.....................................................HamiltonStandard
Hydromatic
Diameter..............................................11ft.2in.
Blades..................................................4,paddletype
Pitchsetting(hydrauliccontrolled)
Low..............................................24deg.
High.............................................65deg.
SETTINGS&RANGEOFMOVEMENTOFCONTROL
SURFACES
Stabilizer,fixed....................................2deg.
Verticalstabilizer,fixedoffset
(fromfuselagecenterline)............1deg.
Deg.
Ailerons,wing.
Uptravel(fromneutral)...............10
.........................................12
.........................................15
Downtravel(fromneutral)..........10
.........................................12
.........................................15
Elevators
Uptravel......................................30
Downtravel.................................20
Rudder
Right............................................30
Left..............................................30
Flaps....................................................50
Trimtabs
Elevator
Up................................................10
Down. ..........................................25
Rudder
Right............................................10
Left..............................................10
Aileron
Up................................................10
Down. ..........................................10
Toleranceoncontrolsurfacesmovements
In.at
MaxChord
2.2
2.7
3.3
2.2
2.7
3.3
8.63
5.9
13.5
13.5
20.5
approx.deg.
TAILGEAR
Type.....................................................Hydraul.,retract.,steerable
Shockstrut. ..........................................Airoilcombination
Wheeldia.............................................12.5x4.5in.
Tire(channeltread)..............................12.5x4.5in.
Oleotravel. ..........................................7.50in.
Copyright 2005
p 23 of 32
Aerodynamic, Weight, and Servicing Refinements

Featured in North American P-51
ONTINUED ADVANCES
in
engineering of the Mustang
reflect improvements of
specific interest to the aircraft
designer. Among these are
betterments in such installations as
landing gear fairing door, landing
light, gun and ammunition chutes,
andthearmoredfirewall.
Fairing Door
This hydraulically operated

inboard unit, covering the wheel
well,ishingedclosetotheairplane
centerline, and is designed to open
to permit extension of the landing
gear and then close after the gear
and then close after the gear is
extended. Eliminating a source of
drag,thedoorhasanareainexcess
of 4 sq. ft. and thus adds
considerablytotheliftingareaofthe
wing an important factor as
takeoffwithheavybombloadunder
eachwing.
Also, gravel and dirt from the
propeller blast are prevented from
entering the wheel well
compartment and coming into
contactwithlandinggearanddoor
lock mechanisms, hydraulic lines,
coolant pipes, and wiring circuits
immediately accessible through the
dooropening.
Landing Light
NAA engineers found that the

leading edge was not the most
desirable location for the landing
light, since the Mustang wing is
comparativelythinnerbecauseofits
laminar flow design. Curvature of
thelensalsocausedrefraction.
By relocating the light in the
wheel well, lighting efficiency has
beenimprovedbyabout40percent.
Initsnewlocation,theinstallation
is readily accessible for quick
replacement, the light beam is not
obstructed,andintersectionwiththe
propellerarcisbelowthepilot'sline
ofvision.
Control switch for the light is
mountedonthepilot'sswitchpanel.
A springloaded safety switch,
actuatedbythesupportarmforthe
light,isconnectedinserieswiththe
Providing additional lifting area of

over 44 sq. ft., P-51 landing gear
inboard fairing door, seen at top in
normal closed position when gear is
extended, opens (as shown at
right) to permit wheel to be
retracted, then closes again, Installation
protects
gear
mechanisms and plumbing from
gravel and dirt, and presents no
interference to flow to airscoop.
Also visible is landing light
relocated from wing. When gear is
retracted, fairing on strut contacts
roller under lamp housing and
pushes unit into recess.
control switch, and breaks the

circuitwhenthelandinggearstrut
fairingpushesthelightupwardinto
thewheelwell.
Armament Access
Gunandammunitionbaydoors
on the P51 embody good design
for quick and easy access to
armamentcompartments.
Accesstothebaysineitherwing
is obtained by loosening two
Copyright 2005
fasteners which safety two cover

latchhandles,swingingthehandles
up,andopeningtheforwardcover.
Rearcoverofthegunbaymaythen
beliftedouttofullyexposethethree
.50cal.guns.
Accesstotheammunitionbayis
providedbyraisingahandleinthe
gun bay to free one side of the
ammunition bay cover, which then
maybeliftedout.Thisgivesaccess
tothethreeammunitionbelts.
The two removable doors are
p 24 of 32
First steps for quick access to gun and ammunition bays of

Mustang is loosening of two fasteners in the cover latch handles.
This permits raising of cover over forward part of gun bay.
With hinged cover raised, rear cover of gun bay may then be
removed by pushing forward, Access to ammunition bay on right is
had by raising short lever to free one side of ammunition bay cover.
With ammunition bay cover unlocked, it is pulled backward and lifted out with aid of
handhold at right. Note that rear cover of gun bay has been removed at the left.
In replacement procedure, rear cover of gun bay or ammunition bay cover may be installed first.
Copyright 2005
p 25 of 32
Here (left) is seen stainless steel shell

ejection chute after some thousands of
rounds had been fired. Note result of
peening action of shell cases. Shown at
right, at conclusion of same number of
rounds, is new phenolic fiber chute with
similar material for striking plate. It exhibits
superior characteristics.
replaced first, and the hinged gun

bay door is closed last. This
interlocking door arrangement
greatly speeds work of armament
men when servicing the guns and
reloadingbetweencombatmissions.
Shell-Ejection Chutes
Phenolic fiber shellejection

chutes recently designed for the
Mustang have been found superior
to stainless steel for this purpose,
afterexhaustivefiringtests.
Impactofthe.50cal.brassshell
cases against the ejection chute
edges caused warping of the
stainless steel, which would not
return toits original formed shape.
Also, peening action of the empty
casesagainstrivetsontheinsideof
thestrikingplatedamagedthemso
severelythatttheendofsome4,230
roundstheplatefelloff.
Thefiberchuteactedasacushion
for the shell cases, and after firing
more than 10,000 rounds,
examination showed the new
installationtobesuperior.
Also, phenolic fiber chutes are
quicker to manufacturerequiring
only about 25 min. compared to
morethan1hr.forthestainlesssteel
chutes.
Firewall
Designed to save weight and
material,thefirewallontheP51is
fabricated of armor plate and does
double duty by serving as a
structuralmemberattachingtoupper
andlowerlongerons,andproviding
protectionforthepilotfromfrontal
enemygunfire.Theinstallationthus
eliminates the need for the usual
stainless steel firewall with
additionalbackingofarmorplate.
Armor-plate firewall on P-51 takes place of

conventional stainless steel installation
and serves structural purpose in addition
to affording gunfire protection.
Copyright 2005
p 26 of 32
NorthAmericanP51
HasNovelDesignFeatures
.
Laminar flow wing, structural aluminum engine mount, small
cross-sectional fuselage are all incorporated in fighter,
prototype of which was test flown within 120-day schedule
Prototype of the North American P51 Mustang 120 days of beginning of preliminary design. Dive
fighter(left)onwhichdesign andconstruction details bomber version (right) is being built on same
havejustbeenreleased,madeitsfirsttestflightwithin productionlinesasfighter.
ONE HUNDRED AND

TWENTY DAYS from the
beginning of preliminary design to
delivery of the first plane
completely designed for quantity
production. This was the record
established by North American
AviationonitsP51Mustang.
Although large numbers of the

type have now been in action for
some time, and a dive bomber
version has already gone into
production, design and
constructiondetailshavejustbeen
released.
The race against time began in
Despite design-production schedule allowingbut120days,North

Americanengineersdecidedon laminar flow wing,neverbeforeused.
Finalfoil,however,wasquitedifferentfromthatdevelopedbyNACA,
towhichNAAengineersgive fullcreditforresearch work.Notflush
riveting by which aluminum alloy skin is attached. Well for fully
retractablemainlandinggearisatlowerright.
Apr. 1940, when the British

Purchasing Commission opened
negotiations with North American
for production of a fighter plane
incorporating all the combat
knowledge gained to that time by
the RAF, the AAF, and the
company. The commission
P-51's full cantilever, stressed skin wing consists of two panels

bolted together at center. Main and rear spars are flanged aluminum
alloy; remainder of wing structure consists of extruded stringers and
pressedribs.Althoughdesignedinremarkablyshorttime,planewasset
up for quantity production methods. Here fuselage is lowered into
positionformatingwithwingduringproduction.
Copyright 2005
p 27 of 32
Mustang purportedly presents smallest crosssectional fuselage

areaeverdesignedbehindAllisonengine.Sidepanel(left)offuselage
mainsectionisactuallyabeam,thestructurecomprisingtwolongerons
formingthebeamcapsandskinformingthewebs,reinforcedbyvertical
originally asked that North

American build a fighter type
already in production, but J.L.
Atwood, NAA vicepresident, sold
itsmembersonthenewcraft,which
didn'tyetexist.
Tocompletethedesign,forwhich
more than 2,800 original drawings
were made,ChiefDesign Engineer
Edgar Schmued divided the work
among specialized engineering
groups, who worked with skeleton
specifications made up from
sketchesandverbalinstructions.
Despite the time limit, North
Americandecidedtouse alaminar
flow wing, even though this type
had never been used before.
Although the laminar flow section
designedandwindtunneltestedby
the NACA to which NAA
engineers give full credit for
researchwasusedasabasis,the
P51 wing section, as finally
perfected,differedconsiderably
Of full cantilever, stressed skin
construction, the wing consists of
two panels bolted together at the
center plane of the fuselage. Both
main and rear spars are flanged
aluminum alloy sheet construction,
withflapandaileronhingesupports
mounted on the rear spar.
Remainder of the wing structure
consists of extruded stringers and
pressed ribs, with skin covering of
aluminum alloy. Fuel tanks are
located between the spars on both
sides of the centerline, with a
frames. Behind cockpit, longerons extend into semimonocoque

structurereinforced by vertical frames,Inproduction, panelsgointo
jigs (right) when turnover structure (inverted V unit at center) is
installed.
structuraldoorintheundersideof
eachwingsectiontofacilitatetheir
installationandremoval.
Next to the laminar flow wont,
NorthAmericanengineersconsider
theoutstandingfactorintheP51's
aerodynamic efficiency to be the
fuselage, which has what is
believed to be the smallest cross
sectional area ever put behind an
Allisonengine.
Inkeepingwithsizeandshapeof
thefuselage,anewideawastriedin
theformofasemispherical,molded
plasticwindshield.Windtunneltests
delighted the engineers, but flight
testprovedtoughonpilots,forthe
curved glass distorted ground
appearance and made landings
extremely difficult. A conventional
Structural aluminum engine mount, replacing conventional welded steel type, was
designed into P51to facilitate installation and removal as well as to save weight, simplify
construction,andprovideeasyaccessforfieldmaintenance.Enginecowlingconsistsofforward
ringandsevendetachablepanelstoprovidemaximumaccessibilityformaintenance.
Copyright 2005
p 28 of 32
windshield, placed at a 40deg.

angletohorizontallineofflight,was
theninstalled.
Thecockpititselfisunderaflush
typecanopywithanupperandright
side section hinged to open for
pilot's entrance and exit. Sliding
windows are built into both side
sections, and the entire enclosure
may be jettisoned as a unit for
emergencyegressofthepilot.
Thefuselageisdividedintothree
sections:engine, main, and tail, all
of which are attached by bolts. At
the cockpit, or main section, the
fuselageconstructionconsistsoftwo
beams.Thestructurecomprisesfour
longerons,two on eachsideofthe
cockpitformingthebeamcapsand
the skin forming the webs,
reinforcedbyverticalframes.Aftof
the cockpit, the longerons extend
into semimonocoque structure
reinforcedbyverticalframes.
The ethylene glycol engine
coolant and oil radiators are set in
thebottomofthefuselage,aftofthe
cockpit,enclosedinaduetwithan
adjustableairscoop.Oninitialflight
tests the engine overheated, and
wind tunnel tests shewed that the
disturbedboundariesofairunderthe
wingandfuselagepreventedaclean
flow of air through the scoop.
Lowering the entrance lip of the
scoopapproximately1in.fromthe
fuselage bottom cured the trouble
withoutaffectingperformance.
Empennage is a full cantilever
structure with semimonocoque fin
and stabilizer. The full cantilever,
metalcovered horizontal stabilizer
consists of two spars, aluminum
alloy ribs, and extruded stringers,
and it is built as one unit with
detachable tips. Elevators are of
fabric covered aluminum allow
construction, consisting of a front
spar, short intercostal rear spar,
flangedribs,andmetalleadingand
trailingedgesections.Bothelevators
which are interchangeable are
statically balanced and fitted with
trim tabs controllable from the
cockpit.
Vertical stabilizer is a full
cantilever,
semimonocoque
structurecomprisedofforwardand
rearspar,flangedribs,andextruded
stringers.
Power plane it one Allison V
1710F3R liquid cooled engine
equipped with ramming type air
intake for altitude operation,
swinging a threeblade Curtiss

electricconstantspeedpropellerof
10 ft. 9 in. dia. The closefitting
cowling around the power plant
consists of a forward ring and
seven detachable panels for
maximumaccessibility.
Tospeedengineinstallationand
removalandalsotoprovidecaseof
access,lightweight,andsimplicity
of construction, and original
structural aluminum mount was
designed to replace the
conventionalweldedsteel.
To eliminate the chance of
enginefailurebecauseoflonglines
fromtheoiltanktotheenginethe
tank was located just above the
engine ahead of the firewall. Oil
pressure at any attitude of flight
wasassured through aswivelunit
arranged to be under oil at all
times,sotheliquidwouldfeedina
verticalclimbeventhoughthetank
wasonlyonequarterfull.
In the ordinal design, the
carburetor air intake was set over
the engine, with theopening well
backfromthepropeller.Onflight
tests, however, the enginecut out
undercertainhighspeedconditions
and instruments indicated a
peculiarpulsationeffectinthe air
scoop. Further flight and wind
tunneltestsindicatedarepetitionof
the old boundarylayer air trouble
and revealed that an air beat
from the propeller was being
transmitted through the intake to
the carburetor. To overcome the
first condition, the scoop was
raised slightly. the second trouble
waseliminatedby lengthening the
scoop to a point just behind the
propellerwhereairwaspickedup
before the pulsation had been set
up.
All three units of the
hydraulicallyoperatedlandinggear
rarefullyretractable,withthemain
units being fitted with hydraulic
brakes.Wheelwellsarecoveredby
hydraulically operated fairing to
eliminatedragwhenthegearisin
down position. The tail wheel,
steerablewithintherangeofrudder
pedaltravelcanswivel360deg.
The tail wheel also employs a
simplesurgingorificereplacingthe
normalmeteringpintoregulatethe
amount of oil flowing from one
strut cylinder to the other under
landing impact. Its development
was brought about during design,
Copyright 2005
when it was found the originally

scheduled unit could not be
delivered on time by the
manufacturer. NAA engineers
designed and built the type now
used,thenturnedthedrawingsover
to the original producer. (Also see
pages 147, 183, and 255 of Feb.
Aviation.)
Specifications and
Performance Data
Span.............................37ft.5/16in.
Length........................32ft.27/8in.
Height.................................8ft.8in.
Totalwingarea.............233.19sq.ft.
Weight.................................7,724lb.
Highspeed(approx)
400mph.
Engine.....................AllisonV1710
F3RVtypeethyleneglycolcooled
p 29 of 32
Exploded view of North American P-51 Mustang engine mount,

shows how built-up box beam side member (A) is used in
conjunction with extrusions, such as at (B) and (C). Carburetor air
inlet (D) is casting. Engine is attached to mount at four points; that
is, at Lord mounts (E) which are also shown on small sketch of
complete unit and Lord shear rubber bushings (F). Mount is
attached to armor plate firewall by four nickel steel bolts at points
(G) and is so designed that engine can be removed as a unit.
Lifting lugs (H) can be used either to lift engine and mount, or
hoisting complete airplane
North American P-51 Mustang hasbeencalledoneofthemost

aerodynamically advanced aircraft in service today. In this cut
away illustration, redrawn from Flight, many of interesting
structural details are revealed. Reading counterclockwise, they
include:RearshutterofairscoopA,containing oil andengine
radiatorsBandC,respectively.Warmairistakentocockpit
throughpipeD.FrontshutterofscoopisatE,airenteringat
F. G is 70gal. selfsealing gasoline tank, and three
Copyright 2005
ammunition containersareatHformachinegunsI.Another
ammunitioncontainerisatJformachinegunK.Carburetorair
intakeisatL,airbeingtakentodowndraftcarburetorthrough
duct M,justinfrontof10gal.oiltankN.Bulletproofglass
Oispartofstandardarmor.OverturnstructureisatP.Ship's
battery is depicted at Q, radio units are seen at R, and the
oxygencontainersofthecraftareatS.
p 30 of 32
Copyright 2005
p 31 of 32
Copyright 2005
p 32 of 32

P51 Specifications

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P51 Specifications

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Editorsnote:

The Design Analysis article was originally

JL McClellan: P51 draft

DESIGN ANALYSIS NO. 7

The North American P-51 Mustang

generally agreed among

JL McClellan: P51 draft

military needs dictate, to keep

In its P51 version for the

JL McClellan: P51 draft

Another revision introduced the

JL McClellan: P51 draft

with the highest ceiling (over

Three-view drawing of P-51 Mustang , with leading dimensions.

JL McClellan: P51 draft

on their longest missions, since it

JL McClellan: P51 draft

Five main sections of P-51

Exploded drawing of engine

Engine controls. (1) Engine throttle control;

Exhaust system and vent lines. (1) Exhaust

JL McClellan: P51 draft

and replaced as units. They are:

Engine mount. Detail A is Lord shear rubber bushing;

JL McClellan: P51 draft

Air ram scoop for carburetor. By

JL McClellan: P51 draft

JL McClellan: P51 draft

Wing panel is built up on 19 pressed ribs and two spars of 24ST

for visibility, protection, and

JL McClellan: P51 draft

downward against fuselage. Both

Flaps are made of 24ST with Alclad

JL McClellan: P51 draft

24ST. The forward spar is U

JL McClellan: P51 draft

Phenolfiber trim tabs are

Structure of the 24ST Alclad

Main fuselage is built on four extruded 24ST

Stabilizer is full cantilever, no

JL McClellan: P51 draft

Rudder tab is controllable from

Cockpit inclosure, with floating back cushion and armored

tube, and post housing which

Fuselage rear frame, with diagram giving

JL McClellan: P51 draft

JL McClellan: P51 draft

P-51 Cockpit Layout

JL McClellan: P51 draft

JL McClellan: P51 draft

select cold rammed air; cold,

type, the right hand one being

Guns and armor. (1) & (2) Ring sights;

JL McClellan: P51 draft

altitudes operate as emergency

Left landing wheel of Mustang.

JL McClellan: P51 draft

Control stick. Center connection operates

to pump, through radiator and

JL McClellan: P51 draft

JL McClellan: P51 draft

Aileron and trim tab controls. Detail A shows

They are adjusted to converge fire

guns fire simultaneously, control