Editors 
note: together on a single page after the text, partly to make
The   Design   Analysis   article   was   originally
published in the July, 1944 issue, Volume 43, number
7,   of  Aviation  magazine,   published   by   McGraw­Hill
Publishing Company of New York, NY, USA.
The   article   on   design   refinements   was   originally
published in the July, 1945 issue, Volume 44, number
7,   of  Aviation  magazine,   published   by   McGraw­Hill
Publishing Company of New York, NY, USA.
This reconstruction is derived from microfilm. The
source   is   University   Microfilms   International,
Publication   No.   364   (Aviation   Week   and   Space
Technology), Reel No. 20 (January 1944 – December
1944)   and   Reel   No.   21   (January   1945   –   December
1945).  The source was tightly­bound volumes, so that
there is some distortion of the images, especially near
the   binding.     It   has   not   been   practical   to   remove   or
compensate   for   all   the   distortions,   so   none   of   the
illustrations in this reconstruction should be considered
reliable sources as to fine details of shape, proportion or
spatial   relationship.     The   distortions   are,   in   general,
small,   and   should   not   detract   from   a   general
appreciation of arrangement and relationship.
The   editor   has   attempted   to   represent   the   original
layout   of   the   article,   but   there   are   some   exceptions.
Limitations in the compositing tools cause a difference
in the text flow relative to the illustrations, compared to
the original, so that some changes have been made, to
compensate partially for that effect, and the tabular data
have been removed from the flow of text and brought
JL McClellan: P51 draft Copyright 2005
them more accessible, and partly to sidestep problems
with page layout.  
The Design Analysis article was one in a  series  of
design  analyses  published   in  Aviation  during   the   war
years,  between   May  1943  and  November 1945.     The
subjects   were   the   Bell   P­39  Airacobra,   Curtis   C­46
Commando,   Fleetwing   BT­12,   Douglas   A­20  Havoc,
Bristol  Beaufighter  (British),   deHavilland  Mosquito
(British), North American P­51  Mustang, Lockheed P­
38 Lightning, Focke­Wulf FW­190 (captured German),
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, and Messerschmitt Me­262 (captured German),
with one article dealing specifically with the Me­262's
Jumo   004   jet   engine.     Some   of   the   analyses   were
authored by senior members of the design teams at the
original   manufacturers,   while   others   were   written   by
staff editors of Aviation magazine.
The   original   articles   were   copyright   to   their
respective   sources  —  the   employers   of   the   authors,
following general practice of the time.
This   reconstruction   is   compilation   copyright   JL
McClellan, 2005.
p 1 of 32
DESIGN ANALYSIS NO. 7

The North American P-51 “Mustang”

By WILLIAM R. NELSON, West Coast Editor, “Aviation” incorporated  equipment and design
AVIATION'S graphic and thoroughly detailed engineering dissec- refinements   but   retained   the
tion of NAA's great fighter ― initially completed less than four desirable   advantages   of   preceding
months after design inception, then fourfoldly hailed for low- versions.
The   original  Mustang,   designed
altitude cooperation, dive-bombing versatility, high-altitude and built for the British in less than
fighting speed, and long-range prowess. 120 days, was intended for low and

P
RIOR TO WORLD WAR II it was
generally   agreed   among
aeronautical   engineers   and
military   aviation   authorities   that   it
was   impracticable,   if   not
impossible,   to   design   an   airplane
capable of accomplishing more than
one type of military operation.
The   record   of   North   American's
P­51  Mustang  fighter   proves,
however, that it is both possible and
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
greatest range.
All   this   has   been   achieved   by   a
plane whose basic design and most
of   its   original   specifications
remained unchanged.   New models
medium   altitude   work.     It   was   a
low­wing  all­metal   monoplane
powered   by   a   12­cyl.,   V­type
Allison engine of 1,150 hp., and it
was credited with close to 400 mph.
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
each side of the engine, and one .50
and two .30­cal. guns in each wing.
A gun camera was mounted in the
left wing.

JL McClellan: P51 draft Copyright 2005 p 2 of 32

 Tabulated weights of
principal assemblies.

In   its   P­51   version   for   the

USAAF,   the  Mustang  ­­     retaining
its   high   maneuverability   with
somewhat increased speed – quickly
acquired fame as a “train buster” by
virtue of its two 20­mm. cannon in
each   wing.     Stripped   of   guns   and
with   a   K­24   camera,   it   became   a
widely   used   scouting   and
reconnaissance plane.
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  – was the A­36 version of
the  Mustang.     Retaining   the
characteristics   of   its  fighter  and
level­bomber forbears, the A­36 was
equipped with dive brakes, two 500­
lb. bombs, and six 50­cal. machine
guns.  
Next   revision   retained   the   basic
design and uses of previous models,
but increased the speed with single­
stage,   single­speed   supercharger.
Auxiliary   fuel   tanks   gave
considerably   increased   range.
Carried were wing bomb racks and
four 50­cal. guns, two in each wing,
maintaining   striking   effectiveness
against ground targets.
Packard-built Rolls-Royce “Merlin”
1,500 hp. engine used in “Mustang.

JL McClellan: P51 draft Copyright 2005 p 3 of 32

  1. Radiator forward air scoop 26. Fillet 51. Bomb rack
 2. Radiator forward air duct 27. Fillet 52 Aileron trim tab LH
 3. Coolant radiator assembly 28. Elevator 53. Aileron LH
 4 Oil radiator cover 29. Elevator trim tab 54. Wing tip LH
 5. Oil radiator 30. Vertical stabilizer 55. Wing panel LH
 6. Oil cooler air inlet door 31. Vertical stabilizer tip 56. Landing light
 7. Spinner assembly 32. Rudder trim tab 57. Landing light cover
 8. Engine mount front frame assembly 33. Rudder 58. Landing gear fairing
 9. Engine mount assembly 34. Elevator trim tab 59. 27” smooth contour wheel
10. Engine top cowling RH 35. Elevator 60. Main landing gear shock strut
11. Engine top cowling LH 36. Horizontal stabilizer 61. Wing­to­fuselage fairing
12. Wing nose assembly 37. Fillet 62. Wing nose assembly
13. Wing panel RH 38. Tail wheel unit assembly 63. Main landing gear access cover
14. Wing tip RH 39. Tail wheel door LH 64. Intermediate rear engine cowling
15. Aileron RH 40. Tail wheel door RH 65. Wing center bulkhead
16. Aileron trim tab 41. Radiator aft air scoop 66. Exhaust stack fairing
17. Windshield 42. Cover 67. Firewall assembly
18. Cockpit exit hatch 43. Fuselage forward section 68. Main gear fairing door
19. Cockpit exit hatch panel LH 44. Coolant radiator access cover 69. Fuel tank door
20. Cockpit exit hatch panel RH 45. Wing flap 70. Fuel tank
21. Radio access window RH 46. Wing center rib 71. Engine lower aft cowling
22. Radio access window LH 47. Wing­to­fuselage fillet 72. Engine lower intermediate cowling
23. Oxygen access door 48. Wing­to­fuselage fillet 73. Engine lower forward cowling
24. Oxygen rear door 49. Gun bay door 74. Engine intermediate cowling LH
25. Fillet 50. Ammunition bay door 75. Engine intermediate cowling RH

Another   revision   introduced   the
1,500   hp.   Packard­built,   Rolls­
Royce  Merlin  engine   with   two­
speed two­stage supercharger.  Also
added were removable bomb racks,
depth charges, chemical tanks, and
auxiliary   fuel   tanks.     Armament
was four 50­cal. guns.   Speed and
ceiling   both   went   up,   whereupon
the Mustang was officially credited
with   the   highest   ceiling   (“over
40,000   ft.”)   and   the   greatest   speed
(“over 425 mph.”) of any fighter in
existence.     Soon   the  Mustang  was
accompanying   our   heavy   bombers

JL McClellan: P51 draft Copyright 2005 p 4 of 32

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

JL McClellan: P51 draft Copyright 2005 p 5 of 32

on   their   longest   missions,   since   it
possessed   the longest  range   of   any
single­engine fighter in the war.
These achievements are, from an
engineering   standpoint,   remarkable
–   because   they   were   accomplished
by   a   plane   that   does   not   to   any
extent embody previously unknown
engineering   features,   but   rather
employed   refinements   of   know
accepted practices.
Such   performance   is   attained   by
close   attention   to   aerodynamic
cleanness   of   design,   employing   an
efficient,   low­drag,   laminar­flow
airfoil, a modification of an NACA
design.     Second­degree   curves,
calculated   as   mathematical
expressions,   are   employed   for
external   lines   of   fuselage,   fillets,
ducting, and air scoop.
The   air   scoop   is   located   below
and   just   aft   of   the   center   of   the
fuselage,   where   it   was   found   by
wind tunnel tests to create less drag,
while operating efficiently.  Both oil
and   coolant   radiators  are   contained
in the air scoop. Five main sections of P-51
An   identifying   feature   of   the
Mustang  is the square wing and  tail
surface tips, which tended to prevent
stalling   and   to   maintain   excellent
aileron control.
The fuselage, of semi­monocoque
construction,   is   divided   into   three
main  sections: Engine mount, main,
and   rear   section,   all   joined   with
bolts.     With   exception   of   cockpit
armor   fore   and   aft,   fuselage   is
entirely Alclad and aluminum alloy
extrusions.
Engine   mount   is   a   box   beam   of
Alclad   sheet   and   extruded   parts,
designed so  that  the engine  can be
removed   as   a   unit.     Mount   is
attached at the firewall by four bolts.
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.  A turnover truss of 24ST
extrusions and formed sheet  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 Exploded drawing of engine
of section. cowling and framework.
Eight   riveted   and   bolted
assemblies   which   comprise   main
fuselage  section   may  be   removed

JL McClellan: P51 draft Copyright 2005 p 6 of 32

 Engine controls. (1) Engine throttle control;
(2) throttle stop release; (3) throttle name
plate; (4) adjustable throttle stop; (5) quad-
rant 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) carbure-
tor 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.
and   replaced   as   units.     They   are:
Firewall,   turn­over   truss,   upper
deck,   left   and   right   side   panel
subassemblies,   radio   shelf,   web
assembly, and lower section with air
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
firewall and seat.
The   combination   armor­plate
firewall protects the pilot from line
of  level   flight   to   approximately   20
deg. below it, also against fire from
the   engine.     Firewall   is   face­
hardened   steel   armor,   except   a
section at center of stainless steel to
provide   room   for   oil   tank.     Aft
protection is provided by two plates
of   face­hardened   steel   behind   the
seat.
Protection   and   visibility   are
afforded   by   windshield,   rear
window,   and   cockpit   enclosure.
Forward flat section of windshield is
bullet­proof,   5­ply   laminated   glass,
Main air scoop,situated beneath fuselage, is fitted with adjustable discharge flaps or 1­1/2 in. thick, slanted 31 deg. from
scoops to regulate airflow through both oil and engine coolers. vertical, being the best compromise

JL McClellan: P51 draft Copyright 2005 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

JL McClellan: P51 draft Copyright 2005 p 8 of 32

 Engine coolant system. Here (1) is cool-
ant header tank, vented at 2, which con-
nects 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 vibration-
absorbing connection to base of
carburetor.

JL McClellan: P51 draft Copyright 2005 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.

JL McClellan: P51 draft Copyright 2005 p 10 of 32

Wing panel is built up on 19 pressed ribs and two spars of 24ST forgings. Detail A is front spar-to-fuselage bracket; B is pilot's foot-
Alclad. Insert shows proportion of wing surface taken up by flap rest and seat bracket and C is rear spar-to-fuselage connecting
and aileron. Wing tip has single spar and pressed end. Details are bracket. Others are aileron and flap hinge brackets.

for   visibility,   protection,   and protect pilot.  This shroud supports downward   against   fuselage.     Both

aerodynamic  contouring.    Side  and
upper   panels   of   windshield   are   of
3/16­in. safety plate and transparent
plastic.  Windshield cowling extends
from lower forward end of glass to
firewall   and   down   to   upper
longeron.
Over   instrument   panel   a   shroud,
integral with windshield, extends aft
with   a   circular   rubber   extrusion   to
windshield   defroster,   optical   gun
sight,   and   hand­holds,   and   it   also
eliminates   instrument   glare   in   the
window glass.
Cockpit   enclosure   consists   of
upper and side plastic panels, each
in   two   sections,   forward   one
forming   a   sliding   window   with
locking handle.   Right upper panel
hinges   upward;   left   panel   hinges
have   locks   controlled   from   inside
and   outside.     Hood   is   attached   by
four hinges on upper longerons.  An
emergency release permits enclosure
to   be   removed   or   jettisoned   in
emergency.
Aft windows of molded Lucite fit
fuselage  contour  and are removable
for access to radio behind pilot.  Aft
of radio, plywood bulkhead prevents

JL McClellan: P51 draft Copyright 2005 p 11 of 32

 Flaps are made of 24ST with Alclad
skin. Stiffness is provided by 15
main ribs and 13 nose ribs.

draft and keeps objects from rolling
aft and fouling controls.   Nut plates
at center of bulkhead secure oxygen
bottles.
The rear fuselage section consists
of two 24ST longerons, a shelf and
five   formers   of   24ST,   three   solid
bulkheads, and Alclad skin.
Wing   is   cantilever  stressed­skin
design   in   two   sections,   bolted   at
center.  Each consists of main panel,
removable   tip,   aileron,   and   full
trailing­edge  flap.   Wing has  angle
of incidence of approximately 1 deg.
at root and dihedral of 5 deg. along
25   percent   chord   line,   to   give
stability.
The   25   percent   chord   line   is
perpendicular to longitudinal axis of
airplane.     Wing   area,   including
ailerons, is 233.19 sq. ft., with span
of 36  ft.   5/16   in.  and  a  taper  ratio
of .499.
Main   wing   panel  consists  of   a
main   spar,   rear   spar,   pressed   ribs,
and extruded stringers covered with
alloy   sheet.     Space   is   provided   at
inboard end for self­sealing fuel cell,
part of which is located in fuselage.
A gun bay is in each wing panel to
accommodate   guns,   ammunition
containers,   and   chutes.     Main
landing gear retracts into wheel bay
in the inboard leading edge.
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,
with angle flanges along both upper
and lower edges for spar caps.   A .
25­in.   thick  24ST   bar   is   riveted   to
inner   side   of   upper   cap   between
stations 0 and 85.5.
Rear spar is formed of two sheets
of   24ST   spliced   at   station   128.6.
Upper   cap   is   reinforced   by   a   .091
24SO angle between stations 0 and
92.5.     Ribs   and   formers   are
approximately 12.5 in. apart and are
of 24SO, heat­treated after forming
to 24ST.  At leading edge, wing has
sweepback of 3 deg. 35 min. 32 sec.
Aspect ratio is 5.815.
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.

JL McClellan: P51 draft 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
24SO hat­treated to 24ST.   Trailing
edge is 24ST sheet reinforced with
aluminum supports and plastic ribs.
Three aileron hinge brackets bolted
to the forward spar provide bearing
attachment points.
Ailerons   are   dynamically   and
statically   balanced.     Internal
aerodynamic balance is obtained by
a   diaphragm   attached   to   forward
edge of aileron and sealed to the rear
spar by fabric strip.
Phenol­fiber   trim   tabs   are
mounted   in   each   aileron   by   three
hinge bearings.   A metal horn tab
provides   attachment   for   actuating
rod.   Left tab, adjustable in flight,
is   operated   by   a   knob   on   control
pedestal.     Angular   travel,  10   deg.
up and 10 deg. down, is limited by
stops on cables.
Ailerons   are   conventionally
controlled by the stick, and to meet
variations in specifications they can
be connected for angular travel of
10, 12, or 15 deg.
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
section stringers, all of 24ST.   The
flap trailing edge is formed from a
single 24ST sheet reinforced with 27
tapered   hat­section   supports.     The
flaps are hinged on three sealed ball
bearings,   and   are   hydraulically
controlled   by   a   lever   selects   and
holds any corresponding position of
the flaps.

JL McClellan: P51 draft Copyright 2005 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 elevator has an adjustable trim tab Rudder   tab   is   controllable   from

adjustable, with detachable tips, and
is fixed at a positive 2­deg. angle of
incidence relative to the longitudinal
axis of the airplane.  Forward and aft
spars are of 24ST Alclad.   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
approximately 28 sq. ft., and span is
13 ft. 2­1/8 in.
Elevator   incorporates   18   flanged
ribs, front spar, trailing edge, and a
short  intercostal  beam,   all   24ST
Alclad.     Covering   is   fabric   with
Alclad   leading   edge   extending   to
main spar, except for that portion cut
out for elevator hinge fitting.  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
weight attached to outboard end of
leading edge.  Total elevator area is
approximately 13 sq. ft., and angular
movement by the control stick is 30
deg.   up   and   20   deg.   down.     Each
approximately   4­11/32   in.   by   32­
1/16 in.
Fin is composed of front and rear
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.  Area of fin is 9.61 sq. ft.,
and   it  is   set   1   deg.   to   the   left   of
center line of rear beam.
Rudder   consists   of   spar,   20
flanged   Alclad   ribs,   V   trailing
edge, and a short beam in front of
trim   tab,   which   is   covered   with
fabric,   and   24ST   sheet   covers
leading   edge   back   to   main   spar,
except   cut­out   for   rudder   hinge
fitting.  The rudder is hinged to fin
with three sealed ball bearings and
is dynamically balanced by means
of   16.6­lb.   lead   at   top.     An
additional   balance   weight   at
bottom   of   leading   edge   reduces
static unbalance.   Area is 10.4 sq.
fr.   and   angular   movement   is   30
deg.   each   side   of   neutral.
Operation   is   by   pedals   through
cables.
Phenol­fiber   trim   tabs   on
elevators and rudder are hinged  by
three   sealed   needle   bearings.
cockpit, and angular travel is 10 deg.
up   and   25   deg.   down,   limited   by
stops on cable.
Landing  gear is three­point,  with
two   27­in.   main   wheels   and   full­
swiveling,   steerable   12.5   in.   tail
wheel,   hydraulically   retractable.
Main wheels retract into wing wells
and tail wheel into fuselage, all fully
enclosed.
Except   for   hydraulic   main   gear
down­lock   pin,   landing   gear   locks
are actuated from the control handle
bellcrank.     Cables   from   bellcrank
actuate tail gear up­latch and down­
lock pin.   A push­pull rod from the
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
wheel well.  Hydraulic struts on the
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

JL McClellan: P51 draft Copyright 2005 p 14 of 32


Cockpit inclosure, with floating back cushion and armored
Heavily framed center glass (top left) is bullet proof.
Fuselage rear frame, with diagram giving
positions of elevator and rudder control
frames and fin attachment forging.
JL McClellan: P51 draft Copyright 2005
tube,   and   post   housing   which
supports   axle.     Gear   is   steered   by
cables   from   rudder   bellcrank.
Fairing doors are hinged at side, and
a   link   pulls   them   up   as   gear   is
retracted.     Tail   wheel   is   unlocked
with   stick   in   the   forward   position
during taxiing and parking.
Emergency   lowering   of   landing
gear   is   accomplished   by   pushing
down control handle at left of seat,
also  relieving  hydraulic  pressure in
retracting   struts   with   emergency
knob in cockpit, which causes dear
to drop of its own weight.  Pilot then
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
brake pedals and pulling knob below
instrument   panel.     Pressure   is
retained until released by depressing
both brake pedals.
Latest model of P­51 is powered
by   a   12­cyl.   Packard­built   Rolls­
Royce   1,500   hp.   V­1650   liquid­
cooled engine having an after­cooler
to reduce charge temperature.
Induction system employs a two­
seat back. speed,   two­stage   supercharger   with
low­gear ratio of 6.391:1 and high­
gear   ratio   of   8.095:1.     Pilot   may
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.

JL McClellan: P51 draft Copyright 2005 p 16 of 32

 P-51 Cockpit Layout 27. Engine instruction plate
28. Control stick grip
 1. Cockpit fluorescent light 14. Tachometer 29. Gun and bomb control panel
 2. Crash pad 15. Oxygen flow blinker 30. Parking brake control handle
 3. Fluorescent light 16. Mixture control 31. Parking brake instructions plate
 4. Gun sight 17. Propeller control 32. Engine primer
 5. Throttle 18. Boost control 33. Oxygen pressure gage
 6. Compass 19. Landing gear indicator 34. Oxygen system warning lamp
 7. Clock 20. Airspeed indicator 35. Bomb control switch
 8. Suction gage 21. Bank­and­turn indicator 36. Landing gear controls
 9. Manifold pressure gage 22. Rate­of­climb indicator 37. Booster pump switch
10. Remote contactor 23. Coolant temperature indicator 38. Supercharger control
11. Altimeter 24. Oil temperature and fuel and oil gage 39. Supercharger warning light
12. Directional gyro 25. Oxygen regulator 40. Starter switch
13. Flight indicator 26. Enclosure for emergency release handle 41. Oil dilution switch

JL McClellan: P51 draft Copyright 2005 p 17 of 32

 42. Ignition switch 55. Landing light switch 69. Carburetor mixture control
43. Compass light control 56. Position light switches 70. Signal pistol discharge tube
44. Gun sight light control 57. Ammeter 71. Coolant radiator scoop control
45. Left hand fluorescent light control 58. RH fluorescent light switch 72. Oil radiator scoop control
46. Fuel valve control 59. Circuit­breaker switch 73. Quadrant friction control
47. Hydraulic pressure gage 60. SCR­522 radio control box 74. Flap control handle
48. Emergency fairing door control 61. Cockpit light 75. Carburetor air control
49. Hydraulic hand pump 62. SCR­535 radio control box 76. Rudder trim tab control
50. Airplane restriction plate (top) 63. Map case 77. Aileron trim tab control
51. Cockpit enclosure handle 64. (Restricted) 78. Elevator trim tab control
52. Generator­disconnect switch 65. Right fuel tank gage 79. Bomb control anti­salvo guard
53. Battery­disconnect switch 66. Hot air control 80. Left fuel tank gage
54. Pitot heater switch 67. Pilot's relief tube 81. Defroster control
68. Sliding window lock handle (below)

JL McClellan: P51 draft Copyright 2005 p 18 of 32

 type,   the   right   hand   one   being
connected   to   booster   coil   which
supplies   high   tension   current   when
starting.
Engine mount consists of two Y­
shaped 24ST box beams stiffened by
built­up   cross   members   of   24ST
Alclad.  Forward frame incorporates
leading edge, and front duct section
of carburetor air scoop and aft frame
attaches  to the two  beams near the
center.     Engine   is   supported   on
rubber   mountings   between   side
beams.     Mount   is   attached   to
firewall by four bolts.
Cowling,   providing   maximum
accessibility   to   both   engine   and
accessories, consists of 24ST Alclad
formers   and   seven   removable
panels.
With   adoption   of   Rolls­Royce
engine,   the  Mustang  was   equipped
with 11 ft. 2 in. four­blade Hamilton
Standard   Hydromatic   propeller,
controlled   by   a   governor   which
maintains   selected   propeller   speed.
Spinner  is  a   streamlined  spun­shell
of aluminum alloy.
Fuel is supplied from self­sealing
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
auxiliary tanks are used, fuel passes
Rudder controls with rear wheel steering mechanism at A and wheel lock at B. C is through   the   selector   valve   to   main
heavy rear bracket for carrying rear steering stresses.
fuel line.  The booster pumps which
boost   fuel   to   engine   pump   at   high
select   cold   rammed   air;   cold,
unrammed filtered air; or unrammed
hot air, as necessary.   The Bendix­
Stromberg double­throated, injection
type, updraft carburetor is fitted with
a   double­diaphragm   acceleration
pump,   automatic   mixture   control,
fuel pressure regulator, fuel control
unit, and throttle.
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
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) bullet-
proof windshield; (12) optical gun sight;
(14) detachable Plexiglas side panels.

JL McClellan: P51 draft Copyright 2005 p 19 of 32

 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.
altitudes   operate   as   emergency
pumps   in   event   of   engine­pump
failure.   Only  one booster pump  is
operated at a time.
Fuel   strainer   and   hand­operated
engine priming pump are provided,
and   entire   system   is   suitable   for
aromatic fuels.   Droppable  ferrying
or combat may be installed on bomb
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. oil tank (forward of firewall) to
oil   pump   which   delivers   through
Cuno   filter   to   moving   parts   of
engine.     Scavenger   pump   in   sump
delivers it to oil tank, either directly
through a thermostatic control valve,
having a by­pass, or to radiator and
then  back   to  tank,   depending   upon
oil temperature.
Self­thawing   oil   radiator   is
forward   of   coolant   radiator  inside
scoop.     Airflow   through   scoop   is
regulated   by   outlet   flap,
thermostatically   controlled.     Flap

Left landing wheel of “Mustang”.

(1) Shock strut; (2) fairing; (3)
wheel with dust cap; and (4) 27-
in. tire.

JL McClellan: P51 draft 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.   Coolant then  passes into
heat   exchanger   and   cools   air   from
the second stage before returning to
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,  jet action
from the heated air compensates to a
large   degree   for   internal   air   drag.
Flame­dampening exhaust stacks on
either   side   contribute   to   speed   by
exerting   a   jet­propulsion   effect   of
approximately 200 hp.
The Mustang's electrical system is
24­v.   d.c.,   single   wire,   grounded
type,   most   of   the   wiring   open,
supported by clips.   Engine wiring,
because   of   possible   radio
interference and vibrational stress, is
shielded and supported by conduit.

can   be  controlled  form   the   cockpit

for   emergency   operation,   and   a
surge   valve,   integral   with
thermostatic valve, permits cold oil
at   excessive   pressure   to   by­pass
radiator   completely   and   return   to
tank.
Three   systems   –   engine   oil,
engine   coolant,   and  aftercooler  –
cool Mustang's Rolls­Royce engine.
Engine   cooling   system   utilizes   a
centrifugal   pump   which   delivers
coolant into jacket on lower exhaust
side of each cylinder block, whence
it   passes   to   cylinder   head   through
transfer   tubes   and   out   through
manifolds   on   intake   side   of   head,
discharging into  header  on front of
engine, from which it flows through
radiator.
Secondary   after­cooling   system,
which   reduces   temperature   of
supercharged   fuel­air   mixture,
consists   of   expansion   tank,   heat
exchanger,   and   coolant   pump.
Coolant flows from expansion tank

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.

JL McClellan: P51 draft Copyright 2005 p 21 of 32


Current is supplied by a 34 amp.­
hr.   battery,   aft   of   seat,  charged  by
engine­driven   generator.
Connection with electrical system is
through   solenoid   switch.     A   100­
amp. high speed  generator  supplies
current   through   a   relay,   which
serves   as   generator   cutout.     A
voltage regulator maintains potential
at 28.
JL McClellan: P51 draft
Aileron and trim tab controls. Detail A shows
operating mechanism of left hand tab, con-
trolled 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.
Radio equipment consists of sets They   are   adjusted   to   converge   fire
for   communication   with   other with   center   line   of   airplane   at   300
aircraft   or   ground.     Antenna   is   a yd.  Lateral adjustment of 1/2 deg. is
fore­and­aft,   vertical­mast   type. provided on either side, and guns are
Receivers   and   transmitters   are   aft quickly removable through doors in
of seat. upper wing surface.  Ammunition is
Gunnery   equipment   consists   of fed   to   top   sides   of   guns   through
four fixed .50­cal. guns in pairs in stainless   steel   chutes.     Cases   and
wings,   in   canted   position,   rotated links   are   ejected   through   metal
60   deg.   to   prevent   protuberances. chutes in lower wing skin.  All four
Copyright 2005 p 22 of 32
guns   fire   simultaneously,   control electrically   controlled   from
being   by   switch   on   control   stick. cockpit, and bombs can be dropped
Sighting is through optical gun sight in   a   dive,   level   flight,   or   30­deg.
or   auxiliary   ring­and­bead   sight. climb.     Sway   braces   are   integral
Electric heaters are attached to each with racks.
gun, permitting them to function at
temperatures as low as ­70 deg.
A   removable,   streamlined   bomb
rack is provided on each outer wing
panel for bombs up to 500 lb., depth
charges, chemical, or auxiliary fuel
tanks.     Fusing   of   bombs   is
Dimensions and Leading Particulars
GENERAL ENGINE
Span.....................................................37.03 ft. Type.....................................................Packard­built Rolls Royce
Length (overall)...................................32 ft. 2­3/8 in. Designation..........................................V­1650­3
Length (tail wheel on ground).............30 ft. 8 in. Number of cylinders............................12
Height (tail wheel on ground,  Gear ratio.............................................21:44
propeller vertical at top)..............12 ft. 6 in. Coolant (70% water and 30% ethylene
glycol by volume)........................Type D: Spec AN­E­2
WINGS
Airfoil section......................................NAA low drag PROPELLER
Chord at root........................................8 ft. 8 in. Type.....................................................Hamilton Standard 
Chord near top (215 in.  from      Hydromatic
fuselage center line).....................4 ft. 2 in. Diameter..............................................11 ft. 2 in.
Incidence (variable).............................Approx 1 deg. Blades..................................................4, paddle type
Sweepback. ..........................................3 deg. 35 min. 32 sec Pitch setting (hydraulic controlled)
Dihedral (at 25% line) ........................5 deg. Low..............................................24 deg.
High.............................................65 deg.
STABILIZER
Span.....................................................13 ft. 2­1/8 in.
Maximum chord...................................2 ft. 6 in.
Incidence..............................................2 deg. SETTINGS & RANGE OF MOVEMENT OF CONTROL
Dihedral...............................................(none) SURFACES
Stabilizer, fixed....................................2 deg.
FUSELAGE Vertical stabilizer, fixed offset
Width (max.)........................................2 ft. 11 in. (from fuselage centerline)............1 deg.
Height (max.).......................................6 ft 3­7/16 in.
Length (without engine mount,  In. at 
front of heat exchanger to  Deg. Max Chord
tip of tail).....................................24 ft. 2½ in. Ailerons, wing. 
Length (with engine mount, tip of  Up travel (from neutral)...............10  2.2
propeller shaft to tip of tail).........30 ft. 9 in. .........................................12 2.7
.........................................15 3.3
AREAS Down travel (from neutral)..........10 2.2
Wings (less ailerons)...........................220.55 sq.ft. .........................................12 2.7
Ailerons (total).....................................12.64 sq.ft. .........................................15 3.3
Flaps (total)..........................................32.6 sq.ft. Elevators
Stabilizer (including elevators)............27.85 sq.ft. Up travel......................................30  8.63
Elevators (including tabs)....................13.05 sq.ft. Down travel.................................20 5.9
Elevator trim tabs (total)......................2.00 sq.ft. Rudder
Vertical stabilizer.................................8.83 sq.ft. Right............................................30 13.5
Rudder (including tabs).......................10.25 sq.ft. Left..............................................30 13.5
Rudder trim tabs (total).........................82 sq.ft. Flaps....................................................50 20.5
Trim tabs
LANDING GEAR     Elevator
Type.....................................................Hydraulic, retracting, Up................................................10
conventional, 3­wheel Down. ..........................................25
Tread....................................................11 ft. 10 in.     Rudder
Shock struts .........................................Air­oil combination   Right............................................10
Wheels (Magnesium alloy construction) Left..............................................10
diameter.......................................27 in.     Aileron
Tires (all­weather tread).......................27 in. Up................................................10
Brakes..................................................Disk, hydraulic Down. ..........................................10
Oleo travel. ..........................................8 in. Tolerance on control surfaces movements approx. ±¼ deg.

TAIL GEAR
Type.....................................................Hydraul., retract., steerable
Shock strut. ..........................................Air­oil combination
Wheel dia.............................................12.5 x 4.5 in.
Tire (channel tread)..............................12.5 x 4.5 in.
Oleo travel. ..........................................7.50 in.

JL McClellan: P51 draft Copyright 2005 p 23 of 32

 Aerodynamic, Weight, and Servicing Refinements
Featured in North American P-51

C ONTINUED   ADVANCES 
engineering   of   the   Mustang
reflect   improvements   of
specific   interest   to   the   aircraft
in

designer.     Among   these   are

betterments   in   such   installations   as
landing   gear   fairing   door,   landing
light,   gun   and   ammunition   chutes,
and the armored firewall.
Fairing Door
This   hydraulically   operated
inboard   unit,   covering   the   wheel
well, is hinged close to the airplane
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, the door has an area in excess
of   4   sq.   ft.   and   thus   adds
considerably to the lifting area of the
wing   –   an   important   factor   as
takeoff with heavy bomb load under
each wing.
Also,   gravel   and   dirt   from   the
Providing additional lifting area of
propeller   blast   are   prevented   from over 44 sq. ft., P-51 landing gear
entering   the   wheel   well inboard fairing door, seen at top in
compartment   and   coming   into normal closed position when gear is
contact with landing gear and door extended, opens (as shown at
lock   mechanisms,   hydraulic   lines, right) to permit wheel to be
coolant   pipes,   and   wiring   circuits retracted, then closes again, In-
immediately   accessible   through   the stallation protects gear
door opening. mechanisms and plumbing from
gravel and dirt, and presents no
Landing Light interference to flow to airscoop.
Also visible is landing light
NAA   engineers   found   that   the relocated from wing. When gear is
leading   edge   was   not   the   most retracted, fairing on strut contacts
desirable   location   for   the   landing roller under lamp housing and
light,   since   the   Mustang   wing   is pushes unit into recess.
comparatively thinner because of its
laminar  flow   design.    Curvature  of
the lens also caused refraction.
By   relocating   the   light   in   the control   switch,   and   breaks   the fasteners   which   safety   two   cover
wheel   well,   lighting   efficiency   has circuit when the landing gear strut latch handles, swinging the handles
been improved by about 40 percent. fairing pushes the light upward into up, and opening the forward cover.
In its new location, the installation the wheel well. Rear cover of the gun bay may then
is   readily   accessible   for   quick be lifted out to fully expose the three
replacement,   the   light   beam   is   not .50 cal. guns.
obstructed, and intersection with the Armament Access
propeller arc is below the pilot's line Access to the ammunition bay is
Gun and ammunition bay doors provided by raising a handle in the
of vision. on   the   P­51   embody   good   design gun   bay   to   free   one   side   of   the
Control   switch   for   the   light   is for   quick   and   easy   access   to ammunition   bay   cover,   which   then
mounted on the pilot's switch panel. armament compartments. may be lifted out.  This gives access
A   spring­loaded   safety   switch, Access to the bays in either wing to the three ammunition belts.
actuated by the support arm for the is   obtained   by   loosening   two The   two   removable   doors   are
light, is connected in series with the

JL McClellan: P51 draft Copyright 2005 p 24 of 32

First steps for quick access to gun and ammunition bays of With hinged cover raised, rear cover of gun bay may then be
Mustang is loosening of two fasteners in the cover latch handles. removed by pushing forward, Access to ammunition bay on right is
This permits raising of cover over forward part of gun bay. 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.

JL McClellan: P51 draft 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
reloading between combat missions.

Shell-Ejection Chutes
Phenolic   fiber   shell­ejection
chutes   recently   designed   for   the
Mustang   have   been   found   superior
to   stainless   steel   for   this  purpose,
after exhaustive firing tests.
Impact of the .50­cal. brass shell
cases   against   the   ejection   chute
edges   caused   warping   of   the
stainless   steel,   which   would   not
return  to its  original  formed  shape.
Also,   peening   action   of   the   empty
cases against rivets on the inside of
the striking plate damaged them so
severely that t the end of some 4,230
rounds the plate fell off.
The fiber chute acted as a cushion
for  the   shell  cases,  and   after  firing
more   than   10,000   rounds,
examination   showed   the   new
installation to be superior.
Also,   phenolic   fiber   chutes   are
quicker   to   manufacture—requiring
only   about   25   min.   compared   to
more than 1 hr. for the stainless steel
chutes.
Firewall
Designed   to   save   weight   and
material, the firewall on the P­51 is
fabricated   of   armor   plate   and   does
double   duty   by   serving   as   a
structural member attaching to upper
and lower longerons, and providing
protection for the pilot from frontal
enemy gunfire.  The installation thus
eliminates   the   need   for   the   usual
stainless   steel   firewall   with
additional backing of armor plate.

Armor-plate firewall on P-51 takes place of

conventional stainless steel installation
and serves structural purpose in addition
to affording gunfire protection.

JL McClellan: P51 draft Copyright 2005 p 26 of 32

 North American P­51 
Has Novel Design Features
.

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) on which design  and construction  details bomber   version   (right)   is   being   built   on   same
have just been released, made its first test flight within production lines as fighter.

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
Aviation on its P­51 Mustang.
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
construction details have just been
released.
The   race   against   time   began   in
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

Despite design-production schedule allowing but 120 days, North
American engineers decided on  laminar  flow  wing, never before used.
Final foil, however, was quite different from that developed by NACA,
to which NAA engineers give  full credit for research  work. Not flush
riveting   by   which   aluminum   alloy   skin   is   attached.   Well   for   fully
retractable main landing gear is at lower right.
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
pressed ribs. Although designed in remarkably short time,  plane was set
up   for   quantity   production   methods.   Here   fuselage   is   lowered   into
position for mating with wing during production.

JL McClellan: P51 draft Copyright 2005 p 27 of 32

Mustang purportedly presents smallest   cross­sectional   fuselage frames.   Behind   cockpit,   longerons   extend   into   semi­monocoque
area ever designed behind Allison engine. Side panel (left) of fuselage structure reinforced  by  vertical  frames, In production,    panels go into
main section is actually a beam, the structure comprising two longerons jigs   (right)   when   turnover   structure   (inverted   “V”   unit   at   center)   is
forming the beam caps and skin forming the webs, reinforced by vertical installed.

originally   asked   that   North structural door in the under side of Allison engine.

American   build   a   fighter   type each wing section to facilitate their In keeping with size and shape of
already   in   production,   but   J.L. installation and removal. the fuselage, a new idea was tried in
Atwood,   NAA   vice­president,   sold Next   to  the   laminar   flow   wont, the form of a semi­spherical, molded
its members on the new craft, which North American engineers consider plastic windshield. Wind tunnel tests
didn't yet exist. the outstanding factor in the P­51's delighted   the   engineers,   but   flight
To complete the design, for which aerodynamic   efficiency   to   be   the test proved tough on pilots, for the
more   than   2,800   original   drawings fuselage,   which   has   what   is curved   glass   distorted   ground
were  made, Chief Design  Engineer believed   to   be  the   smallest   cross­ appearance   and   made   landings
Edgar   Schmued  divided  the   work sectional   area   ever   put   behind   an extremely   difficult.   A   conventional
among   specialized   engineering
groups,   who   worked   with   skeleton
specifications   made   up   from
sketches and verbal instructions.
Despite   the   time   limit,   North
American decided to use  a laminar
flow   wing,   even   though   this   type
had   never   been   used   before.
Although   the   laminar   flow   section
designed and wind tunnel tested by
the   NACA   –   to   which   NAA
engineers   give   full   credit   for
research – was used as a basis, the
P­51   wing   section,   as   finally
perfected, differed considerably
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,
with flap and aileron hinge supports
mounted   on   the   rear   spar.
Remainder   of   the   wing   structure
consists  of   extruded  stringers  and
pressed  ribs,  with  skin   covering   of Structural aluminum engine mount, replacing   conventional   welded   steel   type,   was
aluminum   alloy.   Fuel   tanks   are designed   into   P­51to   facilitate   installation   and   removal   as   well   as   to   save   weight,   simplify
located   between   the   spars   on   both construction, and provide easy access for field maintenance. Engine cowling consists of forward
sides   of   the   centerline,   with   a ring and seven detachable panels to provide maximum accessibility for maintenance.

JL McClellan: P51 draft Copyright 2005 p 28 of 32

windshield,   placed   at   a   40­deg.
angle to horizontal line of flight, was
then installed.
The cockpit itself is under a flush
type canopy with an upper and right
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
emergency egress of the pilot.
The fuselage is divided into three
sections: engine,  main,  and  tail,  all
of  which   are   attached   by   bolts.   At
the   cockpit,   or   main   section,   the
fuselage construction consists of two
beams. The structure comprises four
longerons, two  on  each side of the
cockpit forming the beam caps and
the   skin   forming   the   webs,
reinforced by vertical frames. Aft of
the   cockpit,   the   longerons   extend
into   semi­monocoque   structure
reinforced by vertical frames.
The   ethylene   glycol   engine
coolant  and  oil   radiators   are   set   in
the bottom of the fuselage, aft of the
cockpit, enclosed in a duet with an
adjustable air scoop. On initial flight
tests   the   engine  overheated,   and
wind   tunnel   tests  shewed  that   the
disturbed boundaries of air under the
wing and fuselage prevented a clean
flow   of   air   through   the   scoop.
Lowering   the   entrance   lip   of   the
scoop approximately 1 in. from the
fuselage   bottom   cured   the   trouble
without affecting performance.
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,
flanged ribs, and metal leading and
trailing edge sections. Both elevators
–   which   are  interchangeable  –   are
statically  balanced   and   fitted   with
trim   tabs   controllable   from   the
cockpit.
Vertical   stabilizer   is   a   full
cantilever,   semi­monocoque
structure comprised of forward and
rear spar, flanged ribs,a nd extruded
stringers.
Power   plane   it   one   Allison   V­
1710­F3R   liquid   cooled   engine
equipped   with   ramming   type   air
intake   for  altitude  operation,
JL McClellan: P51 draft
swinging   a   three­blade   Curtiss when   it   was   found   the   originally
electric constant speed propeller of scheduled   unit   could   not   be
10   ft.   9   in.   dia.   The   close­fitting delivered   on   time   by   the
cowling   around   the   power  plant manufacturer.   NAA   engineers
consists   of   a   forward   ring   and designed   and   built   the   type   now
seven   detachable   panels   for used, then turned the drawings over
maximum accessibility. to   the   original   producer.   (Also   see
To speed engine installation and pages   147,   183,   and   255   of   Feb.
removal and also to provide case of Aviation.)
access, light weight, and simplicity
of   construction,   and   original
structural   aluminum   mount   was Specifications and
designed   to   replace   the Performance Data
conventional welded steel . Span.............................37 ft. 5/16 in.
To  eliminate  the   chance   of Length........................32 ft. 2­7/8 in.
engine failure because of long lines Height.................................8 ft. 8 in.
from the oil tank to the engine the Total wing area.............233.19 sq.ft.
tank  was   located   just   above   the Weight.................................7,724 lb.
engine   ahead   of   the   firewall.   Oil High speed (approx) 400 mph.
pressure   at   any   attitude   of   flight Engine.....................Allison V­1710­
was assured  through  a swivel unit F3R V­type ethylene glycol cooled
arranged  to   be   under   oil   at   all
times, so the liquid would feed in a
vertical climb even though the tank
was only one­quarter full.
In   the  ordinal  design,   the
carburetor   air  intake   was  set   over
the  engine,   with   the opening   well
back from the propeller. On flight
tests,  however,  the  engine cut  out
under certain high speed conditions
and  instruments  indicated   a
peculiar pulsation effect in the  air
scoop.   Further   flight   and   wind
tunnel tests indicated a repetition of
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
was eliminated by  lengthening  the
scoop   to   a   point   just   behind   the
propeller where air was picked up
before   the   pulsation   had   been   set
up.
All   three   units   of   the
hydraulically operated landing gear
rare fully retractable, with the main
units   being   fitted   with   hydraulic
brakes. Wheel wells are covered by
hydraulically   operated   fairing   to
eliminate drag when the gear is in
down   position.   The   tail   wheel,
steerable within the range of rudder
pedal travel can swivel 360 deg.
The   tail   wheel   also  employs  a
simple surging orifice replacing the
normal metering pin to regulate the
amount  of   oil   flowing   from   one
strut   cylinder   to   the   other   under
landing   impact.   Its   development
was  brought   about   during   design,
Copyright 2005 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 has been called one of the most ammunition  containers are at “H” for machine guns “I.” Another

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: Rear shutter of air scoop “A,” containing  oil  and engine
radiators “B” and “C,” re­ spectively. Warm air is taken to cockpit
through pipe “D.” Front shutter of scoop is at “E,” air entering at
“F.”   “G”   is   70­gal.   self­sealing   gasoline   tank,   and   three
ammunition container is at “J” for machine gun “K.” Carburetor air
intake is at “L,” air being taken to down­draft carburetor through
duct  “M,” just in front of 10 gal. oil tank “N.” Bullet­proof glass
“O” is part of standard armor. Over­turn structure is at “P.” Ship's
battery   is   depicted   at   “Q,”   radio   units   are   seen   at   “R,”   and   the
oxygen containers of the craft are at “S.”

JL McClellan: P51 draft Copyright 2005 p 30 of 32

JL McClellan: P51 draft Copyright 2005 p 31 of 32
JL McClellan: P51 draft Copyright 2005 p 32 of 32