FP_2015_05_

PILOT’S PERSPECTIVE TP-51C MUSTANG

30 FLYPAST May 2015

TF-51D, the TP-51C’s is a much

more cumbersome affair. An

interlocking ‘clamshell’ design,

it consists of four separate

parts, excluding the windscreen.

Almost immediately the cockpit

temperature begins to rise, and

I hurriedly slide open the side

window.

Essential S-turns

With the mighty Merlin grumbling

powerfully to itself we complete

the post-start checks and begin to

taxi out behind the B-24. As soon

as we begin to move I realise the

field of view is very poor, and made

even worse because the clamshell

canopy must be closed prior to

engine start-up, so you can’t even

stick your head out of the side to

get a better view.

When it is on the ground in the

‘three-point’ attitude, I’d say the

view forwards is practically non-

existent and because of the long

cowling I’m sure it isn’t great from

the front seat, so ‘S-turning’ is

essential.

The tailwheel steers through

the rudder pedals up to 6-degrees

either side if the stick is held back

past the neutral position. Pushing

the stick forwards to the panel

unlocks the tailwheel and allows it

to castor. Differential braking can

then be used for tighter turns.

Mark encourages me to taxi and

although initially I’m rather nervous

as I really can’t see much, in a

blinding flash of clarity, I suddenly

have a great idea. Mark has a much

better view than me, and he’s not

going to let me do anything that

might even remotely jeopardise this

priceless machine. All I have to do

is take my time, do my best and let

him fix any mistakes.

Emboldened, I taxi out to the run-

up area slowly but confidently. The

taxiway lights are typically around

100ft apart, so a good tip is to make

an S-turn just after you pass one.

That way you know it’s behind you,

so if you do swing slightly wide you

don’t hit it.

Having been lucky enough to fly

a Spitfire Tr.9 a couple of times, I

am well aware of just how quickly

the Merlin’s coolant (a mixture of

water and ethylene glycol) can get

dangerously hot, and as the outside

air temperature is distinctly warm

I study the coolant temperature

gauge with particular interest.

However, the Mustang’s system

is much better designed and the

coolant stays – well, cool. That said,

the cockpit was rapidly heating up.

At the run-up point, Mark talks me

through the pre-take-off checks,

and emphasised the importance

of correct use of rudder trim. The

flaps are usually left ‘Up’, although

if runway length is an issue, up to

20-degrees can be used. With the

oil temperature above 40°C and

the coolant nearer 60°C I increase

power to 2,300rpm, check the mags

and cycle the prop. (Do any FlyPast

readers know why – despite the US

still using Fahrenheit – the original

temperature gauges are marked in

Celsius?)

Airborne

Having taxied out onto the runway

I line-up just to the right of the

centreline (so I’ve got at least a

vague reference), roll forward a

few metres to ensure the tailwheel

is straight, and then smoothly -

but a little too slowly - open the

throttle up to 40ins of manifold

pressure (on a British aircraft, this

is known as ‘boost’.)

Although I knew the throttle

friction ring would be wound down

pretty tight, the throttle really is

quite stiff. I don’t want to force it

and initially we just ‘gather speed’

rather than accelerate. On the plus

side, the Mustang doesn’t swing

As the needle of the ASI sweeps

past 50kt I hold the stick in the

neutral position and the tailwheel

gently rises. Increase power to

50ins MP, check the tachometer

needle is hovering above the

‘30’ mark and now we’re really

accelerating.

The noise is phenomenal, and

the Mustang soon slides into the

sky in a slightly tail-low attitude.

Undercarriage lever to ‘Up’ and as

soon as the wheels are in the wells

Mark tells me to reduce power to

40ins and 2,500rpm while he sets

the cooling system to ‘Auto’. The

optimum coolant temperature is

around 100°C, and the coolant

gauge is a vital part of a Mustang

driver’s instrument scan.

Now that we’re airborne my field

of view has improved considerably.

The bubble canopy of the P-51D

makes you feel as if you’re almost

sitting on the fuselage –but with

the ’C you’re definitely aware that

you’re sitting in it. We soon level

off and Mark tells me to set cruise

power of 35in/ 2,350rpm.

Fat target

We soon catch up with the B-24 and

Mark takes control and moves into

The one-piece tailplane carries large

elevators which are fabric covered, as is the

rudder. All the control surfaces are fi tted

with pilot-operated trim-tabs.

Dave Unwin (standing in the cockpit) and

Mark Murphy (right) with Mustang ‘Betty

Jane’.

All three trim wheels are on the left side

panel with the fl ap and undercarriage levers

underneath.

26-31_Mustang_fpSBB.indd 30 13/03/2015 11:18