Design
Despite utilizing a traditional design approach consistent with the times, the P-51 Mustang developed a distinct look about itself by the time the design was finalized in the classic P-51D model. Early-form Mustangs were fitted with a "razorback"-type fuselage just aft of the cockpit. Couple this with the framed canopy and one can imagine vision out of the cockpit a little obstructed especially when viewing to the rear. The introduction of the bubble canopy naturally changed all this, but also shortened the fuselage somewhat to compensate.
Overall, the P-51 exhibited a clean and sleek design approach thanks to its choice of in-line engine. The pilot sat at the center of the design, just above and aft of the low monoplane straight-wing assembly. The distinct air scoop was positioned to the rear and below the pilot, giving the Mustang series its distinct look while eliminating drag in the process. All wing edges were relatively straight cuts and this design mentality continued on through the horizontal and vertical edges of the empennage. The wings themselves were of a new advanced laminar-flow design and housed the potent heavy armament. Internally, the engine coolant components were strategically placed just below and behind the pilots seating position, a deviation from traditional aircraft fighter construction philosophy. The undercarriage was consistent with the times, with two main single-wheeled landing gears recessing into the wing-root / lower fuselage and a retractable tail wheel.
Armament
Armament varied throughout the life of the Mustang. Initial versions were fitted with 6 x 0.50 caliber heavy machine guns - two in the nose and four in the wings. A battery of 4 x 20mm cannons, which made it ideal in the ground attack role, or the lighter armament load of 4 x 0.50 caliber heavy machine guns (two to a wing) for tactical reconnaissance were also alternatives. Eventually, the legendary D-models would introduce the potent array of 6 x 0.50 caliber heavy machine guns (three to a wing) with a simplified feed mechanism to cut down on weapon jamming. Underwing bomb racks and rocket pylons increased potency of the platform as well. These could be deleted in favor of fuel drop tanks for improved range on those long bomber escort sorties.
Cockpit
The cockpit of the P-51 was regarded as comfortable for smaller pilots and ergonomically-designed overall. Some American pilots found its European-designed origins obvious when their shoulders could touch both sides of the cockpit at the same time. The instrument panel was regarded as well thought-out with all major gauges readily apparent on the large flat main panel. The K-14A (beginning with the D-models) dominated a good portion of the top forward viewing with its noticeable "No Hand Hold" message staring back at the pilot. The control column was a simple cylindrical form with a pistol grip at the top, this adorned with a red gun button. The flap control lever was activated from a low-set position within easy reach. The throttle control was a thick cylindrical shape positioned to the natural left of the pilot, leaving his right hand free to concentrate on the aircraft control column. Fuel controls were set between the pilots legs, just forward of the control column. Views forward, to the side and above were generally good through the original framed canopy but improved substantially with the addition of the tear drop canopy. As a whole, the attention given to the P-51's cockpit design made it a good fighter to be in on those long range escort trips. Its tight fit made for a perfect melding of man and machine.
Operational Service
In their first action, A-36As struck at targets on the island of Pantelleria in the Mediterranean Sea. These aircraft were called upon to undergo a variety of sortie types including strafing runs, bomber escort and bombing runs. Despite its low-altitude effectiveness, new model Republic P-47 Thunderbolts and newer P-51 Mustangs eventually overtook this role from the A-36 series thanks to the addition of underwing bomb racks, formidable machine gun firepower and better performance at low altitudes.
RAF use saw the Mustangs utilized in ground attack and escort sorties. Mustangs could now escort strike aircraft into German held territories and support the low-level strikes by keeping German fighters at bay. Their utilization against German anti-shipping groups in Norway eventually took their toll on enemy forces, keeping Allied shipping lanes open for another day. At least 31 RAF (Royal Air Force) and RCAF (Royal Canadian Air Force) squadrons were dedicated to the Mustang aircraft.
Unescorted daylight bombing raids deep into German-held territories were producing disastrous results for American warplanners of the USAAF. German interceptors knew the approximate range of the Republic P-47 Thunderbolt and Lockheed P-38 Lightning escort fighters and simply waited for the aircraft to return home to refuel, leaving the bomber formations at the mercy of the bothersome German Messerschmitt BF-109 and Focke-Wulf Fw-190 fighters. Bomber formations tried to adapt by flying special "box" formations to bring their machine gun arcs to a more productive bear but losses continued to mount to the point that daylight bombing raids had to be suspended for a time.
The arrival of the Mustang, with its speed, firepower and - most importantly - its range, soon brought the daylight bombing raid element back to the forefront. The introduction of drop tanks improved fuel and range of these little aircraft and allowed them to reach distances well past Berlin itself (drop tanks inevitably improved the range of all other American escort fighters as well). It cannot be understated the effect that the introduction of the P-51 must of had on the war, particularly the D-models. The aircraft, for all intents and purposes, single-handedly changed the course of the war in Europe - at least in the air. The closest performing German aircraft produced in any quantity was the Fw 190, an aircraft to which famed American aviator Chuck Yeager himself admitted as being the P-51's closest rival, but not matching it outright.
With the amendments in the P-51D models in tow, the aircraft was fielded for the first time in the Europe Theater in early 1944. Instantly, the D-models were pressed into service as bomber escort fighters, fighter-bombers and reconnaissance platforms wherever they could be used. P-51D Mustangs took over the aerial playing field and created lopsided advantages when squaring off against her German-produced contemporaries. The tide of the air war in Europe had officially shifted and the end of Germany's Third Reich was now in sight.
While success of the D-models in Europe unfolded, P-51D's eventually found their way into the Pacific and South East Theaters by late 1944. The primary role of P-51's in the Pacific became escorting the new, high-flying, long-range B-29 Superfortresses on their way to Japan and back. Mustangs fought on all fronts throughout the end of the war in 1945.
Issues in the Dutch East Indies in 1946 forced the Dutch to eventually disperse from their colony, leaving P-51D and P-51K models to the Indonesian Air Force. Incredibly, these Mustangs would be in operational service up until the 1970's. Israel became another post-war combat operator of the Mustang, using it in anger during their 1948 War of Independence and, later, in the 1956 Arab-Israeli War.
The Korean War brought about a clash of aviation eras as the infant jet age was thrust into the aviation world once dominated by piston-engine aircraft. Like other World War 2-era airframes, the now "F-51" Mustang was thrown into the combat mix and would see action in the early and middle years of the conflict until replaced in quantity by more capable jet-powered types. Despite their age, their proven effectiveness at ground attack and long-range qualities made Mustangs a favored component of inland strikes - positions that were beyond the reach of the fuel-thirsty new jet fighters such as the Lockheed P-80 Shooting Star. Mustangs in service with Australia, South Africa and South Korea all played roles in this early period and even scored several air-to-air kills in the process. With the arrival of the capable F-86 Sabre jets -particularly the F-86F fighter-bomber in 1953 - the role of the Mustang was all but over in the war. F-82 "Twin Mustangs" went on to play an equally vital night-fighter and all-weather attack role across the peninsula and was credited with the first USAF air victory in the war (a Yakovlev Yak-9).
American F-51 Mustangs flew up until 1957 with Air National Guard and Air Force Reserve units before being completely removed from service. Thankfully, the aircraft still exists as a prize for aviation collectors and remains a favorite at air shows across the globe.
Conclusion
The impressive reach of the P-51 - both in performance and in the sheer number of operators - surely says a lot about the class of this aircraft. The Mustang exceeded all specifications and allowed for a definitive shift in the direction of the air war over Europe, forcing Germany to lose all hope of ever recovering her air support. The P-51 served with at least 55 operators across the globe and was in operational service even into the 1970's - well into the jet age - and produced in excess of 15,000+ units. At any rate, the P-51 was as important to the Allied cause in the later years of World War 2 as the Supermarine Spitfire was in the early years, making her one of the most important and successful fighter aircraft platforms of all time. Her involvement in other global wars - from the Korean War to the Middle East and beyond - sure was a testament to both aircraft and pilot.
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