The North American Aviation P-51 Mustang is an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in 1940 by a team headed by James H. Kindelberger of North American Aviation (NAA) in response to a request from the British Purchasing Commission. The commission approached NAA to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, NAA proposed the design and production of a more modern fighter. The prototype NA-73X airframe was completed on 9 September 1940, 102 days after contract signing, achieving its first flight on 26 October.
The Mustang was designed to use the Allison V-1710 engine without an export-sensitive turbocharger or a multi-stage supercharger, resulting in limited high-altitude performance. The aircraft was first flown operationally by the RAF as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I). In mid 1942, a development project known as the Rolls-Royce Mustang X, replaced the Allison engine with a Rolls-Royce Merlin 65 two-stage inter-cooled supercharged engine. During testing at Rolls-Royce's airfield at Hucknall in England, it was clear the engine dramatically improved the aircraft's performance at altitudes above without sacrificing range.Kinzey 1996, p. 57. Following receipt of the test results and after further flights by USAAF pilots, the results were so positive that North American began work on converting several aircraft developing into the P-51B/C (Mustang Mk III) model, which became the first long-range fighter to be able to compete with the Luftwaffe's fighters.Kinzey 1996, p. 56. The definitive version, the P-51D, was powered by the Packard V-1650-7, a license-built version of the two-speed, two-stage-supercharged Merlin 66, introduced the "bubble" canopy, and was armed with six .50 caliber (12.7 mm) AN/M2 Browning machine guns.Kinzey 1997, pp. 10–13.
From late 1943 into 1945, P-51Bs and P-51Cs (supplemented by P-51Ds from mid-1944) were used by the USAAF's Eighth Air Force to escort bombers in raids over Germany, while the RAF's Second Tactical Air Force and the USAAF's Ninth Air Force used the Merlin-powered Mustangs as fighter-bombers, roles in which the Mustang helped ensure Allied air superiority in 1944.Gunston 1984, p. 58. The P-51 was also used by Allied air forces in the North African, Mediterranean, Italian, and Pacific theaters. During World War II, Mustang pilots claimed to have destroyed 4,950 enemy aircraft.
At the start of the Korean War, the Mustang, by then redesignated F-51, was the main fighter of the United States until jet fighters, including North American's F-86 Sabre, took over this role; the Mustang then became a specialized fighter-bomber. Despite the advent of jet fighters, the Mustang remained in service with some air forces until the early 1980s. After the Korean War, Mustangs became popular civilian warbirds and air racing aircraft.
Design and development
In 1938, the British government established a purchasing commission in the United States, headed by Sir Henry Self.Pearcy 1996, p. 15. Self was given overall responsibility for RAF production, research, and development, and also served with Sir Wilfrid Freeman, the Air Member for Development and Production. Self also sat on the British Air Council Subcommittee on Supply (or "Supply Committee"), and one of his tasks was to organize the manufacturing and supply of American fighter aircraft for the RAF. At the time, the choice was very limited, as no US aircraft then in production or flying met European standards, with only the Curtiss P-40 Tomahawk coming close. The Curtiss-Wright plant was running at capacity, so P-40s were in short supply.Pearcy 1996, p. 30.
North American Aviation (NAA) was already supplying its T-6 Texan (known in British service as the "Harvard") trainer to the RAF, but was otherwise underused. NAA president "Dutch" Kindelberger approached Self to sell a new medium bomber, the North American B-25 Mitchell. Instead, Self asked if NAA could manufacture P-40s under license from Curtiss. Kindelberger said NAA could have a better aircraft with the same Allison V-1710 engine in the air sooner than establishing a production line for the P-40.
John Attwood of NAA spent much time from January to April 1940 at the British Purchasing Commission's offices in New York discussing the British specifications of the proposed aircraft with British engineers. The discussions consisted of free-hand conceptual drawings of an aircraft with the British officials. Self was concerned that NAA had not ever designed a fighter, insisting they obtain the drawings and study the wind-tunnel test results for the P-40, before presenting them with detailed design drawings based on the agreed concept. NAA purchased the drawings and data from Curtiss for £56,000, confirming the purchase with the British Purchasing Commission. The commission approved the resulting detailed design drawings, signing the commencement of the Mustang project on 4 May 1940, and firmly ordering 320 on 29 May 1940. Prior to this, NAA only had a letter of intent for an order of 320 aircraft. Curtiss engineers accused NAA of plagiarism.
The British Purchasing Commission stipulated armament of four .303 in (7.7 mm) machine guns (as used on the Tomahawk), a unit cost of no more than $40,000, and delivery of the first production aircraft by January 1941.Delve 1999, p. 11. In March 1940, 320 aircraft were ordered by Freeman, who had become the executive head of the Ministry of Aircraft Production (MAP) and the contract was promulgated on 24 April.Delve 1999, p. 12.
The NA-73X, which was designed by a team led by lead engineer Edgar Schmued, followed the best conventional practice of the era, designed for ease of mass manufacturing. The design included several new features. One was a wing designed using laminar flow airfoils, which were developed co-operatively by NAA and the National Advisory Committee for Aeronautics (NACA). These airfoils generated low drag at high speeds.Jackson 1992, p. 3. During the development of the NA-73X, a wind-tunnel test of two wings, one using NACA five-digit airfoils and the other using the new NAA/NACA 45–100 airfoils, was performed in the University of Washington Kirsten Wind Tunnel. The results of this test showed the superiority of the wing designed with the NAA/NACA 45–100 airfoils.Wagner 2000, pp. 16, 18.
The other feature was a new cooling arrangement positioned aft (single ducted water and oil radiators assembly) that reduced the fuselage drag and effects on the wing. Later,"We also found out, later on, that the heat from the engine actually produced thrust... That horsepower gained by the radiator was only discovered by wind-tunnel investigation..." Mustang Designer, Edgar Schmued and the P-51, p. 61. The comparison was between wind-tunnel tests of full-scale models, with normal heating (thermic engine) and without heat production (electric engine). after much development, they discovered that the cooling assembly could take advantage of the Meredith effect, in which heated air exited the radiator with a slight amount of jet thrust. Because NAA lacked a suitable wind tunnel to test this feature, it used the GALCIT wind tunnel at the California Institute of Technology. This led to some controversy over whether the Mustang's cooling system aerodynamics were developed by NAA's engineer Schmued or by Curtiss, as NAA had purchased the complete set of P-40 wind tunnel data and flight test reports.Yenne 1989, p. 49.The British Air Ministry sent over the Canadian aerodynamicist Beverley Shenstone in early 1941, who also assisted with the cooling airflow (Ray Wagner Mustang Designer) The NA-73X was also one of the first aircraft to have a fuselage lofted mathematically using conic sections; this resulted in smooth, low-drag surfaces.Jackson 1992, p. 4. To aid production, the airframe was divided into five main sections—forward, center, rear fuselage, and two wing halves—all of which were fitted with wiring and piping before being joined.
The prototype NA-73X was rolled out in September 1940, just 102 days after the order had been placed; it first flew on 26 October 1940, 149 days into the contract, an uncommonly short development period even during the war.Kinzey 1996, pp. 5, 11. With test pilot Vance Breese at the controls,Illustrated Encyclopedia of Aircraft, p. 6. the prototype handled well and accommodated an impressive fuel load. The aircraft's three-section, semi-monocoque fuselage was constructed entirely of 24S aluminum alloy (a type of Duralumin) to save weight. See also Supplementary material. It was armed with four .30 caliber (7.62 mm) AN/M2 Browning machine guns in the wings and two .50 caliber (12.7 mm) AN/M2 Browning machine guns mounted under the engine and firing through the propeller arc using a gun-synchronizing gear.
While the USAAC could block any sales it considered detrimental to the interests of the US, the NA-73 was considered to be a special case because it had been designed at the behest of the British and all dealings were directly between the BPC and NAA, and did not involve the US Army or Wright Field in any way. In September 1940, a further 300 NA-73s were ordered by the MAP. To ensure uninterrupted delivery, Colonel Oliver P. Echols arranged with the Anglo-French Purchasing Commission to deliver the aircraft and NAA gave two examples (41-038 and 41-039) to the USAAC for evaluation."P-51 History: Mustang I." The Gathering of Mustangs & Legends. Retrieved: 26 March 2009.
The Mustang I (NA-73 and NA-83) and the Ia (NA-91), produced for the British, were not equivalent to the P-51A which was a later model (NA-99). Two British Mustang Is were held back by the USAAF and given the provisional model number XP-51. The USAAF held back 57 Mustang Ia aircraft armed with 4 x 20mm Hispano cannon, from the third British order, converting most of them to tactical reconnaissance aircraft and designating them P-51-2/F6A. North American retained the second aircraft of this batch to help develop the P-51A.Willis Matthew – Mustang The untold story, 2020, Pages=261–264, Key Books ISBN 978-1-913295-88-2
The Allison engine in the Mustang I had a single-stage supercharger that caused power to drop off rapidly above . This made it unsuitable for use at the altitudes where combat was taking place in Europe. Allison's attempts at developing a high-altitude engine were underfunded, but produced the V-1710-45, which featured a variable-speed auxiliary supercharger and developed at . In November 1941, NAA studied the possibility of using it, but fitting its excessive length in the Mustang would require extensive airframe modifications and cause long production delays. In May 1942, following positive reports from the RAF on the Mustang I's performance below 15,000 ft, Ronald Harker, a test pilot for Rolls-Royce, suggested fitting a Merlin 61, as fitted to the Spitfire Mk IX. The Merlin 61 had a two-speed, two-stage, intercooled supercharger, designed by Stanley Hooker of Rolls-Royce. Both the Merlin 61 and V-1710-39 were capable of about war emergency power at relatively low altitudes, but the Merlin developed at versus the Allison's at , delivering an increase in top speed from at ~ to an estimated at . In the end the Merlin 61 was never fitted to the Mustang X, (or any other Mustang). The 65 series (a medium altitude engine) was fitted to all Mustang X prototypes.Rolls Royce and the Mustang, Birch David, Rolls Royce Heritage Society, page=40