| P-51C
vs P- 51D
|
About the Author
One of the Flying sponsors on
"TUSKEGEE Airmen" is Retired Brigadier
General Reg Urschler. Gen Urschler normally flies
one of the most photographed P51D's in the world;"
GUNFIGHTER" . Gen Urschler is also a US Air
Force Heritage pilot which means he one of a unique
group of 12 civilian pilots who have trained for
and fly formation with active duty Air Force pilots
flying modern inventory aircraft such as the A-10
Warthog, F-16 Falcon and F-15 Eagle. These heritage
flights are flown at air shows to help recruiting
efforts.
Gen Urschler is a sponsor on
P51C "TUSKEGEE Airmen". Gen Urschler
flew "TUSKEGEE Airmen" in the Heritage
flight program at the Quad Cities Airshow in June
of 2003. It gave him the opportunity to share
his wealth of experience of over 2,500 P51 Mustang
hours with the "C" model pilots and
draw comparisons between flying the "C"
and "D" models. |
Retired Brigadier General Reg
Urschler
Having flown the "D" model in my 27th year,
I have come to be quite familiar with it's handing characteristics,
consequently the "C" provided a few new insights
to another model Mustang.
The first and most obvious was the restricted vision
while in the cockpit. As you know, the "C"
has the "greenhouse" canopy while the "D"
has the bubble. The "C" canopy must be closed
prior to engine start or the prop blast rattles the
two hinged portions of the canopy with the good possibility
and probability of ripping them off in the process.
As a consequence, one's head is restricted to a much
greater extent when taxiing and the normal "S"
turn taxi procedure in a Mustang to avoid obstacles
(tugs, cars, jeeps, fire bottles etc.) in front of the
aircraft, becomes more pronounced. It can become even
more challenging particularly on a narrow taxiway to
execute a "S" turn to "clear" your
"12" and not run a main gear in the mud as
you maneuver.
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There are two small sliding windows in the canopy but
I hasten to advise you they are not large enough for
a "helmeted" head to get through and look
"downstream". Additionally, these two rather
small windows are the only ventilation which equates
to a very warm cockpit while on the ground. In-flight
there's no ventilation with these windows closed and
no fresh air entering the cockpit, so you have an idea
of the discomfort level temperature-wise. Outside visibility
in-flight isn't much better for the same reasons, plus
the "razorback" precludes "checking 6"
for "unfriendlies" as in the "D"
model with the "bubble" canopy.
My first experience with this aircraft left me with
the impression that it "appears" a little
quicker in turning and in acceleration. It is aerodynamically
cleaner than the "D" model (razorback vs bubble)
and of course it's lighter than the "D" which
would explain the response to some degree. How much
lighter I admit to not knowing. I did observe the aircraft
accelerating quickly to 300 mph while working an "airfield
attack" scenario, that is, diving from the down-wind
to execute a strafing pass, while maintaining a 36"
MP, 2,300 rpm "cruise" power setting. I personally
found take-offs and landings pretty much the same as
the "D" as I did cruise flight. I also had
the opportunity for some formation work and admit to
a challenge with the metal which joins the glass partitions
in the canopy being exactly at "eye" level,
which means stretching above or ducking your head to
see under this impediment to vision.
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