North American

There is no fighter in history, which was before or after, equal to the multi-purpose Mustang. Designed as a short-range fighter, the P-51 served well as a long-range escort fighter, fighter-bomber, photographic reconnaissance aircraft, air support aircraft and dive bomber, and was very successful as a utility transport vehicle (Cross Country & Pulon Racer).

Initially, the Mustang almost went down in history as a failed aircraft due to the lack of a suitable power plant, falling out of the radar of the USAAC's purchasing channels. First, the Mustang I, the first production model, due to a lack of altitude flight data (due to its Allison engine) was transferred to air support for ground operations of the British army. Despite the engine difficulties, it was already a design far superior to its US contemporaries. However, the USAAC, despite the growing need for a good fighter for themselves, showed no official interest. The reason was the unfailing attitude of the great "Dutch" Kindelberger, president of the NAA, in regards to bribes in exchange for production, and the decision was put on hold indefinitely. However, those who thought to block the purchases could not defend their position due to the obvious merits of the aircraft. The P-51A was ordered in large numbers.

Combining a Rolls-Royce Merlin engine with a Mustang airframe was required to launch a truly great combat aircraft.

The life of the P-51B began in late 1942 with two XP-51B prototypes powered by the V-1650-3 engine. The main difference between A and B was the introduction of a front fire wall for the Merlin engine and the design of the cooling radiator - the cooling radiators were enlarged.

The increase in flight data turned out to be very significant. The speed has been increased from 627.5 km/h on the P-51A to 709.6 km/h on the P-51B. The USAAF now had a vehicle that could match the latest Bf.109 and Fw.190 models in similar flight performance. Aircraft production began at the end of 1942.

The basic structure of the fuselage, wing and tail, typical of all Mustangs, was also inherent in the P-51B / C. The canopy had the same opening pattern that appeared on the XP-51 and passed through all models until it was replaced with a “drop” on the D model. Perhaps the canopy design was the only weakness in B and C. Significant discomfort, not only in limited visibility, was due low profile silhouette. Pilots, even of small stature, were forced to fly with their heads on top of the visor to obtain adequate visibility during takeoff, landing and dogfight. Some relief in this situation was brought by the local installation of a semi-convex lantern designed by Malcolm.

The P-51B(C)-1, B-5 ​​and B-10 were powered by the Rolls-Royce Merlin V-1650-3 engine, while the B-15, C-5, C-10 and C-11 series were powered by the V-1650- 7. The maximum speed at 7620 m was within 706 km / h.

The armament consisted of four 12.7 mm machine guns with an approximate ammunition load of 1300 rounds. Two underwing bomb racks were designed to carry a 227-kg bomb or drop tank with a capacity of 284 to 568 liters each. The flight range was 2092 km.

"Mustang" in the USSR

At the beginning of 1941, serial NA-83s ("Mustang" I) already appeared, and soon they began to ship them to the UK. After testing one of these machines in England in the summer of 1942, the Royal Air Force concluded that the Mustang was not suitable for combat operations in Europe, because due to the characteristics of the V-1710-39 engine, its performance quickly fell above 4000 m.

They began to look for where to put the cars that were already being built in mass quantities. Some were used as high-speed low-altitude photographic reconnaissance aircraft, and then as attack aircraft. And the British handed over a batch of ten aircraft to the Soviet Union.

The first two Mustangs went for loading on December 16, 1941, the last cars of this batch arrived in the USSR on May 14, 1942. One of the first aircraft in June-July 1942 passed the test program at the Air Force Research Institute. V.E. Golofastov flew. In short-term forced modes, the speed was quite high, although the pilot did not manage to cross the 600-kilometer line, like his American and British colleagues, but at nominal speeds, the Mustang was inferior to the Yak-7B by 10-50 km / h. In terms of rate of climb, the American fighter was much worse than both Soviet and German aircraft. In terms of turn time at low altitudes and especially in terms of turning radius, he also lost. In addition to the Mustang, it was possible to put powerful weapons - eight machine guns, four of which were large-caliber.

Most of the received aircraft of this type were sent to the 6th reserve brigade of Colonel Shumov. where they served for educational purposes. For example, in the summer of 1942, in the process of preparing personnel The 1st ferry division, which had to be introduced to the features of American aircraft, used five Mustangs. Three fighters were operated in the brigade for quite a long time. They were based at the airfield in Ivanovo.

In August 1942, three Mustangs were sent for military trials to the 3rd Air Army, to the Kalinin Front. They were sent from Ivanovo on August 22. Two vehicles hit the 5th Guards Fighter Regiment, armed with a LaGG-3. The commander of the regiment, twice Hero of the Soviet Union, V.A. Zaitsev, flew American planes, but pilots Popkov (later also twice Hero) and Onufrienko also tried these aircraft. According to Popkov's memoirs, the impression of the American fighters was sharply negative. Although the car was distinguished by high speed, it was "heavy as an iron." Her maneuverability left much to be desired. Didn't like the long take off either. They did not make a single sortie on the Mustangs. Soon the propellers were damaged on both fighters and, for lack of spares, the planes gave back.

One "Mustang" went to the training regiment of the Air Force Academy. Zhukovsky. It was operated back in 1946, and then served as an exhibit. Another car was on display at the Bureau new technology TsAGI.

The Germans write that at the end of April 1943 they allegedly shot down a pair of R-51s over Karelia, but this is only an error in recognizing the types that war time there were a lot.

Sources

• "Encyclopedia of military equipment" /Aerospace Publishing/
• CD encyclopedia. "Military Aviation" /Media 2000/
• ""Americans" in Russia" / Kotelnikov V.R. and etc./

Glider:

Original, unrestored, undamaged airframe

Time Capsule - barnfind

Last flight 1983

Engine:

Packard Marilyn

V-1650-7 w Rolls Royce 620 Heads and Banks

Propeller screw:

Hamilton Standard 24-D50 Propeller Paddle

Equipment:

N38227 is in original condition purchased from Fuerza Aerea Guatemalteca. All armor and equipment is still installed.

Story:

North American P-51D S/n 44-77902 flew with the Guatemalan Air Force between 1954 and 1972. In 1972 it was returned to the United States and registered as N38227. Flew in the US from 1972 to 1983, last aircraft N38227 flew in 1983. N38227 has been stored in dry climates for over 30 years.

This may be the last original non-restored P-51D Mustang in its original military configuration.

North American P-51 Mustang (eng. North American P-51 Mustang) - American single-seat fighter long range actions during World War II. The Mustang was the first aircraft to have a laminar wing (which gave it extra lift, which reduced fuel consumption and increased range).

Specifications

• Crew: 1 (pilot)
• Length: 9.83 m
• Wingspan: 11.27 m
• Height: 4.16 m
• Wing area: 21.83 m²
• Wing aspect ratio: 5.86
• Empty weight: 3466 kg
• Normal takeoff weight: 4585 kg
• Maximum takeoff weight: 5493 kg
• Volume of fuel tanks: 1000 l
• Powerplant: 1 × 12-cylinder Packard V-1650-7 liquid-cooled V-twin
• Engine power: 1 × 1450 hp With. (1 × 1066 kW (take-off))
• Propeller: four-bladed "Hamilton Std."
• Screw diameter: 3.4m
• Drag coefficient at zero lift: 0.0163
• Equivalent resistance area: 0.35 m²

• Max speed:
  • at sea level 600 km/h
  • at altitude: 704 km/h
• Cruise speed: 580 km/h
• Stall speed: 160 km/h
• Practical range: 1520 km (at 550 m)
• Ferry range: 3700 km (with PTB)
• Practical ceiling: 12,741 m
• Rate of climb: 17.7 m/s
• Thrust-to-weight ratio: 238 W/kg
• Takeoff run: 396 m

Fighter North American P-51 Mustang

This aircraft had many names - at first it was simply called the NA-73, then the Apache, the Invader, but it went down in history as the Mustang, becoming the most massive US Air Force fighter and the same hallmark of American aviation as the legendary World War II aircraft "Flying Fortress". Historians are still arguing which is better - aircraft Spitfire, Mustang or Soviet fighters times Second World War Yak-3 and La-7. But these aircraft simply cannot be compared: they were created to perform different tasks, and when the role changes, advantages sometimes turn into disadvantages. One thing is certain: among the American fighters of that time, the Mustang was the best, earning the honorary nickname "Air Cadillac". These machines fought on all fronts of the Second World War - from Europe to Burma, putting a winning point in the raids on Japan. Even when the era of jet aviation came, they remained in service for a long time, participating in local conflicts around the globe, and in the 1960s the United States even debated the issue of resuming the production of Mustangs (of course, in a modernized form) to combat partisans.

Since World War II, the US has been bogged down in wars in Third World countries, where it has fought ill-equipped armies or even guerrillas. Using jet aircraft against them proved expensive and inefficient. The old piston machines, taken from many years of conservation, showed themselves much better. In 1961, the concept of a special "counter-guerrilla" aircraft appeared in the USA. He was required to have a low price, ease of operation and a decent combat load. It is no coincidence that they decided to take the proven Mustang as a basis. In the mid-60s, the Cavalier company, which was engaged in the alteration of old cars, released a two-seat version of the P-51D with additional external hardpoints and upgraded equipment to modern standards. Several such machines were made.

In 1967, the same company built a prototype of the Turbo Mustang aircraft with a British Dart 510 turboprop engine with a power of 2200 hp. It was no longer a remake of the R-51, but new car, only using some ideas and elements of its design. The forward part of the fuselage was completely redesigned, placing a theater of operations, closed by a cylindrical hood. At the same time, the nose was significantly lengthened. The screw was a metal four-blade. The tail section of the fuselage has also become slightly longer. The tail unit was made according to the model of the R-51N. The wing was lengthened and strengthened by placing two external suspension pylons on each side. Additional fuel tanks were located at the ends of the consoles. The car received a modern set of instruments and radio equipment. In 1968, the Cavalier plant in Sarasota completed six aircraft for Bolivia. It was paid for by the entire US government under the Piscondor program. Cars were driven to America and remade. How - it is not known in detail, but the tail section and plumage were not touched. The party included two double fighters. It is interesting that the Mustangs went back with American identification marks and US Air Force numbers on the vertical tail. In the early 80s, another company, Piper, offered its own version of a light attack aircraft based on the modernized Mustang. It was called RA-48 Enforcer. The engine was also turboprop - Lycoming T-55-L-9; he rotated a four-bladed propeller with a diameter of 3.5 m, taken from the deck piston attack aircraft A-1 "Skyrader". The length of the fuselage was increased by 0.48 m, new spars were used and the tail section of the fuselage was changed. The keel and stabilizer were increased in area. We finalized the design of the ailerons, providing them with a hydraulic drive from the T-33 jet aircraft. Racks and wheel brakes were taken from the passenger Gulfstream. The cockpit and engine were protected by Kevlar armor.

Fighter "Mustang" in flight

There were several options for weapons and equipment. The CAS-I was to have six external hardpoints, an integrated 30mm GE 430 cannon and 12.7mm machine guns. The CAS-II did not have a built-in gun, but there were ten hardpoints, richer equipment was provided, including an indication on windshield. CAS-III differed from CAS-I in a set of suspensions, including radar, electronic warfare equipment and an infrared search station in containers, as well as an inertial navigation system and radio equipment in an anti-jamming design. For all options, the range of suspended weapons included cannon and machine gun mounts, bombs, napalm tanks, and even guided missiles. The latter were supposed to be of two types: "Maverick" (for ground targets) and "Sidewinder" (for air targets). The Maverick's guidance equipment was apparently intended to be packaged in one of the containers. The firm advertised its aircraft as having reduced radar and thermal visibility. They built two prototypes of the Enforcer, which were put to the test in 1983. But this time too serial production the machines didn't start. The second birth of the Mustang did not happen.

Birth of the World War II plane "Mustang", which was not yet a "Mustang".

Still arguing about the best World War II fighter. In our country, the Yak-3 and La-7 are put forward for this role, the Germans praise the Focke-Wulf FW-190, the British - their Spitfire, and the Americans unanimously consider the Mustang to be the best fighter of World War II. There is some truth in each statement: all these machines were created to perform different tasks and at different technological levels. This is about the same as comparing the good memory "Niva" and "Maserati". The latter has an engine, suspension, and design unearthly beauty. But in response, you can get the question: "What about driving along a country road with four bags of potatoes?"

Fighter "Mustang" in flight; click to enlarge

So all the fighters mentioned above are different. The Soviet Yak-3 and La-7 were made for the same purpose - fighter-to-fighter combat near the front line. Hence the maximum relief, gasoline - just barely enough, all unnecessary equipment - down. Pilot amenities are bourgeois luxury. Such an aircraft does not live long, so there is no need to think about the resource. Still it is necessary to take into account the backlog of the domestic aviation engine building. Aircraft designers had to limit the weight to the limit also because there were no powerful and high-altitude engines. In 1943, we thought about taking a license for the Merlin engine, but this idea was quickly abandoned. Our aircraft are technologically simple, their production requires a lot of manual labor (and not very skilled), but a minimum of expensive and complex equipment.

The flight range of Soviet aircraft is small: the Yak-3 has 1060 km, the La-7 has 820 km. Neither on the one nor on the other hanging tanks were not provided. The only Soviet wartime escort fighter, the Yak-9D, had a maximum range of 2,285 km and a flight duration of 6.5 hours. But this is without any margin for combat, only in the most advantageous mode of operation of the engine in terms of fuel consumption. But Soviet aviation did not need a massive long-range escort fighter. We did not have a huge fleet of heavy bombers. The four-engine Pe-8s were actually built piece by piece, they were not enough to complete even one regiment with a full staff. Long-range aviation was used as a mobile reserve, reinforcing first one front, then another. Most of the sorties were carried out along the front line or near the rear of the enemy. They flew relatively rarely to distant targets and only at night. Why do you need long-range escort fighters?

The British created their Spitfire aircraft of the Second World War as an interceptor for the air defense system. Its features are: low fuel capacity, excellent rate of climb and good high-altitude characteristics. When the Spitfire fighter was designed, it was thought that the air war would be fought mainly at high altitudes. The task of the machine was to quickly "get" an enemy aircraft flying at a height, without wasting time, deal with it and return to its base. Then everything turned out to be wrong, and one Spitfire broke up into many specialized modifications, but the common origin of all of them somehow affected. World War II Fighter The FW-190 is a reflection of the German view of air warfare. Aviation in Germany was primarily a means of supporting troops at the front. "Focke-Wulf" - a versatile aircraft. He can conduct air combat, possessing both speed and maneuverability; its range is sufficient to escort front-line bombers; the power of his weapons is enough to cope even with a heavy bomber. But all this is within the framework of low and medium heights, at which the Luftwaffe mainly worked. Later, evolution forced the FW-190 aircraft to become both an air defense interceptor when the Americans launched their "air attack" on Germany, and a fighter-bomber, since conventional bombers in the conditions of enemy dominance in the air had little chance of reaching the target.

The plane of the Second World War "Mustang" is a representative of a completely opposite concept. He was an airplane from the very beginning. large radius actions. The introduction of the Merlin engine made it also high-altitude. The result was an ideal daytime escort fighter. The higher the Mustang rose, the more it outperformed its rivals in flight data, it was in rarefied air that its aerodynamics provided maximum benefits. The greatest separation was obtained at an altitude of about 8000 m - the Flying Fortresses and Liberators went to bomb Germany on it. It turned out that the R-51 had to operate in the most favorable conditions for it. If the war had gone according to the German scenario, and the Mustangs would have had to fight off massive raids, say, on England at medium altitudes, it is not known how this would have ended. After all, the practice of hostilities has shown that it is quite possible to shoot down the R-51. The Germans repeatedly did this on their World War II Messerschmitt and Focke-Wulf fighters.

On the already mentioned Yak-9D, a training battle was conducted with the Mustang at the Bari airbase in Italy, where at one time Soviet aircraft flying to Yugoslavia were stationed. So, "Yak" won. Post-war clashes between Soviet piston fighters and American ones generally ended in a draw. P-51D's Soviet Union not officially delivered. But there were cars that made emergency landings during "shuttle operations" found in Eastern Europe and, finally, in Germany. By May 1945, 14 such P-51s of various modifications were identified. Subsequently, several P-51Ds were restored and transported to the LII airfield in Kratovo. Full flight tests were not carried out there, but the main flight data was taken and the general impression of the car was received. The numbers, of course, turned out to be lower than those obtained on new aircraft in America - after all, the fighters were already worn out and repaired. They noted the ease of piloting, the availability of the machine for pilots of medium qualification. But at low and medium altitudes, even this Mustang (it was compared with an aircraft flown in 1942) was inferior to domestic fighters in terms of dynamics - a significantly greater weight affected. He lost in rate of climb and horizontal maneuver characteristics, although he quickly accelerated and behaved steadily in a dive. But at altitudes of more than 5000 m, our fighters could no longer keep up with the Mustang, it was also superior to the captured German fighter of the Second World War Bf-109K.

Airplane "Mustang" in flight

Soviet specialists studied the design of the American aircraft and its equipment with great interest. "Mustang" was very technological. These machines could be "baked like pancakes", but with a caveat - in conditions of well-equipped production. In our country, during the war years, it was hardly possible to master the mass production of such a fighter. It would require a lot of new equipment that we did not produce. Even what they knew how to do was not enough, because the increase in the production of weapons was largely due to the curtailment of other industries. So, the production of machine tools during the war years decreased many times. New factories in the Urals and Siberia were equipped mainly with imported, most often American, equipment. And to this we must add the lack of a sufficiently powerful liquid-cooled engine in our country, the poor quality of materials, and the lack of aluminum (it was imported from the USA and Canada). "Mustang" was well adapted to the operation and repair. But it was an American renovation. Even during the years of that war, they switched to the practice of SKD replacement. The unit failed, it is removed entirely, quickly replaced with a new one, exactly the same, and the plane is again ready for battle. And the assembly was dragged to the workshops, where they would calmly disassemble it, find a breakdown and fix it. But this requires a significant supply of nodes; rich America could afford it. The repair of the Mustang in the conditions of a collective farm forge is even hard to imagine. So the Mustang could well be called the best American fighter of the Second World War, the best escort fighter, but the question is open about the rest.

At the end of the 1930s, all of Europe competed in an arms race. Last but not least, this concerned aviation. If Germany and the Soviet Union relied exclusively on their own aircraft industry, then England and France took the path of mass purchases of aircraft abroad. First of all, orders were placed in the USA. The Americans had a powerful, technologically advanced industry capable of building either a fighter or a bomber. One bad thing - American technology was expensive, if only because a worker overseas then received about twice as much as in Europe. But, given the threat of an impending war, there was no need to skimp. In 1938, the British Purchasing Commission entered into a contract with North American Aviation for the supply of a batch of NA-16 training aircraft, which were put into service. Royal Air Force called Harvard. In early 1940, when a "strange war" was going on in Europe, North American President J. Kindelberger and Vice President J. Atwood received an invitation from the British Purchasing Commission to come to a meeting in New York. There, the British turned to the leaders of North American with a proposal to establish, under license from the American corporation Curtis-Wright, the production of P-40 fighters.

In the UK, these machines were called "Tomahawk". According to its flight data, the P-40 was a mediocre fighter. This is readily confirmed Soviet pilots, who later also had a chance to fight on these machines. But the time was hard, German planes began to constantly appear over England. Many fighters were required to rearm the Royal Air Force, and the P-40 had one important advantage - it was easy to fly. Curtis-Wright also supplied these machines to the US Army Air Corps, which enjoyed priority. The Royal Air Force could only count on surpluses. Therefore, the British decided to conclude a parallel contract with North American, which did not sell fighters to the American government. To be honest, she never built fighters at all. The only exceptions were the NA-50 prototype aircraft and a small batch of NA-64 single-seat aircraft converted from training Texans for the Thai government. The lion's share of North American products was training aircraft. Since 1939, the B-25 twin-engine bombers of the Second World War have been added to them.

Members of the British commission assumed that the development under license of the already existing P-40 would save time. But Kindelberger felt the R-40 was a poor choice. After conferring with his staff, he made a counterproposal to the British Purchasing Commission: his company would design a new fighter that would be better than its competitors, and this would take less time than mastering the production of the Tomahawk. In fact, a draft design of such a machine already existed. In the summer of 1939, returning from a trip to Europe, Kindelberger assembled a group of designers who were instructed to create a fighter that combined all the new achievements in this area. led the group Chief Engineer firm Raymond Raye, he was assisted by aerodynamicist Edward Horkey. The third in this company was the German Edgar Schmüd, who had previously worked for Willy Messerschmitt at Bayerische Flugzoigwerk. At North American, he served as chief designer. Probably, Schmüd understood fighters the most, since North American, as already mentioned, had not previously built machines of this class, but he participated in the design of the famous Bf-109 aircraft of the Second World War. The place of the leading designer of the fighter was taken by Kenneth Bowen.

Airplane "Mustang" with additional fuel tanks

The result of the group's work was the NA-73 fighter project. In the spirit of the times, it was an all-metal low-wing cantilever monoplane with a smooth skin. A feature of the latter was the use of a thin laminar airfoil developed by NACA specialists based on the results of blowdowns in a wind tunnel at the California Institute of Technology. Turbulization of the boundary layer in it occurred at much higher velocities than in those that existed before. The flow flowed around the wing smoothly, without turbulence. Therefore, the new profile provided much less aerodynamic resistance, and, therefore, could give the aircraft greater speed with the same engine thrust. In this case, the maximum thickness fell approximately at the middle of the chord, and the profile itself was almost symmetrical. Having won in reducing drag, they lost in lift. This could adversely affect the takeoff and landing qualities of the machine, so a large area flaps were provided. They occupied the entire span between the ailerons. In plan, the wing had a simple trapezoidal shape with almost straight detachable tips. Structurally, it was two-spar, and was assembled from two parts, connected along the axis of the aircraft. The front spar, which was the main one, was located in a plane approximately coinciding with the normal position of the center of pressure, as a result of which the torsional stresses that occur at high speeds (at low angles of attack), when the center of pressure shifts back, were small. Gas tanks and machine guns were placed between the spars. The trunks of the latter did not protrude beyond the leading edge of the wing. The tanks were of a soft type, multi-layered from fabric and rubber. It was planned to protect them with a layer of raw rubber, tightening bullet holes. In addition, the shift of the front spar back freed up space in the leading edge for cleaning the main landing gear.

The assembled wing was connected to the V-1710 fuselage with just four bolts. on a motor mount The pilot was protected not only by armored glass, but also by an armored back with a headrest. The mechanism for changing the pitch of the propeller was also covered by a small armor plate. The fuselage looked very elegant. In order to achieve good streamlining, the designers preferred a liquid-cooled V-engine. They didn’t have much choice: in the USA then there was only one type of such motor of suitable power, mass-produced - Allison V-1710. The numbers in its designation are not just a serial number, but a working volume calculated in cubic inches (about 28 liters). The motor was attached to a frame formed by two powerful beams or box-section bars riveted from channels. At the same time, the designers lost a little in weight, but achieved technological simplicity. The engine was covered with a well-streamlined hood. The motor turned a three-bladed metal automatic propeller "Curtis Electric"; its sleeve was closed by an elongated spinner. The question of the use of turbocharging was considered, but in this respect only some estimates were made, and then, due to lack of time, this idea was completely discarded. The Allison was cooled with a Preston mixture of mainly ethylene glycol and distilled water. After passing through the jackets of the engine blocks, the liquid went to the radiator, placed under the rear of the wing. On the one hand, this made it possible to hood the radiator well, fitting it into the contours of the fuselage, on the other hand, the mixture inlet and outlet lines turned out to be very long. This increased both the pumping power cost and the vulnerability of the pipelines. The oil cooler was in the same fairing.

The radiator block had a very remarkable device. According to the principle of operation, it was closer not even to the English ejector radiator that was on the Spitfire, but to the so-called "Efremov turboreactor", tested in our country in the late 30s. The air, passing through the radiator, was first compressed, as in a ramjet engine, and then heated. This heat was used to create jet thrust in the exit device. The air flow was regulated by a flap at the outlet and a downward deflecting scoop-deflector at the inlet. Later experiments showed that the resulting thrust exceeded the losses due to the additional resistance of the radiator block. At first, the radiators were placed behind the wing, but blowing through the models showed that this creates intense vortex formation. We tried several options. The best in terms of drag reduction was the one in which the "lip" of the air intake went under the wing. The designers set themselves the task of achieving a high aerodynamic perfection of the aircraft, at the same time providing a high degree manufacturability. The contours of parts were easily described mathematically by straight lines, circles, ellipses, parabolas and hyperbolas, which simplified the design and manufacture of templates, special tools and fixtures. Structurally, the fuselage was divided into three parts: front, center and tail. The pilot sat in the cockpit in the central part of the fuselage under a closed canopy. Bulletproof glass was mounted in the wind visor of the latter. For landing the pilot, the middle section of the canopy was opened. The left side hinged down, the lid to the right. For a parachute jump, the entire section could be dropped - just pull a special handle. The lantern passed into the fairing; this improved the flow around the fuselage, but worsened the view to the rear. In order for the pilot to be able to see at least something, large side windows were cut behind his place in the fairing. The basis of the power structure of the fuselage were four spars of variable section, tapering towards the tail section of the aircraft. They were connected to a set of frames.

The fighter had a tail wheel chassis, traditional for that time. The main racks were widely spaced. This provided good stability on the run, even on uneven field airfields. All racks, including the tail, were removed in flight. The main struts together with the wheels were folded along the wing in the direction of the axis of the aircraft, taking place in niches in the leading edge of the wing, and in the retracted position they were completely closed by shields. The tail wheel went back, hid in a niche in the fuselage and was also covered by shields. An interesting feature of the NA-73 was the extensive use of hydraulics. The hydraulic drive not only extended and retracted the landing gear, but also extended the flaps, controlled the damper and radiator deflector, and also actuated the wheel brakes. The car was supposed to have powerful weapons. Four large-caliber machine guns were installed in the wings outside the propeller sweeping disk, and two more, connected with the synchronizer, in the front of the fuselage, but not in the usual manner - above the engine, but below the axis of the machine.

Mustang plane at the airport

The whole design was thought out in such a way that at first small units were assembled independently, then they were combined into larger ones, and five main parts of the aircraft (three sections of the fuselage and two halves of the wing), pre-"stuffed" with everything necessary, went to the final assembly. According to calculations, the NA-73 was supposed to have very high flight data. The British did not think long. On April 10, 1940, Kindelberger received an answer - the proposal was accepted, but with a condition. The condition was that in four months, North American was to present to the customer a prototype of the new fighter. There was one thing left to fix. After the outbreak of World War II, the US Army Air Forces headquarters received the right to prohibit the supply of combat aircraft for export if it believed that this would damage the country's defense capability. But the British agreed with the Chief of Staff of the Air Force, General H. Arnold. Permission to export the NA-73 was obtained in exchange for a promise to then give two serial aircraft for testing at the military center at Wrightfield Base. This was stated in a letter dated May 4. But the project needed improvement. In particular, the British wanted to increase the number by obtaining the desired results in flight tests. And for this it was necessary to lift the car into the air.

Kindelberger forced his designers to work overtime, sometimes up to 16 hours a day, with no days off. They started at half past seven in the morning and ended at half past ten in the evening. Meetings were held daily, in which all managers and representatives of the customer participated. They coordinated all the questions accumulated over the previous day. The same thing happened in the experimental shop at the plant. The prototype aircraft was actually made according to sketches, using simple technology. Instead of stamping, the sheets were knocked out by hand, the profiles were bent, and so on. As a result, after 102 days, the fighter was ready, but without the engine, which did not arrive on time. On September 9, 1940, the plane was rolled out to the airfield of the Mainsfield airfield in the suburbs of Los Angeles. The wheels on it were not "native", but borrowed from the serial training aircraft AT-6 "Texan". Armor protection and shooting sight were absent. V-1710-F3R engine with 1150 hp (this was an export version of the V-1710-39, which was on the P-40E, the letter "R" meant "right rotation") arrived only after 20 days. It was quickly assembled and tested on the ground for the first time on October 11. Then began jogging around the airfield, interspersed with the debugging of the engine. The plane was considered the property of the company and was registered as a civilian one. In some ways, this corresponded to the truth, since there were no weapons on the prototype NA-73X. There was also no armored glass provided for in the project - the lantern had a rounded visor without bindings.

On October 26, 1940, the famous pilot Vance Breeze, specially invited to test a new fighter, taxied to the end of the runway, then gave the engine full throttle and released the brakes. The machine soared lightly into the air; landing followed five minutes later. In November, Breeze made three more flights, which made it possible to determine the main flight data of the fighter. The NA-73X turned out to be slightly lighter than the P-40E: the weight of the empty car was 2850 kg, and the take-off weight was 3616 kg (against 2889 kg and 3767 kg, respectively). With the same engine, he overtook the competitor by about 40 km / h. By this time, the prospects for the NA-73X looked more and more rosy. On September 20, 1940, North American received notice that the delivery of Mustangs to England had been approved by the government. The fourth and tenth production vehicles were allocated by contract for testing by the US Army Air Force, they were given the designation XP-51. And on September 24, when the plane had not yet flown, the British Purchasing Commission increased the order to 620 fighters. This, apparently, was a reflection of the "battle for England" that was going on at that time, during which the Royal Air Force lost significantly more aircraft than the factories managed to supply them with.

In September, the North American design bureau began work on the final design of the NA-73, taking into account the requirements of mass production. More than 100 employees were involved in it. The design of the entire aircraft was led by Bowen, his deputy was George Gerkens. The wing leader was Arthur Patch, the fuselage leader was John Stipp. The most difficult task seemed to be to make the fighter technologically simple. It had to be produced in large quantities in conditions of rapid growth in production, when skilled work force not enough. Therefore, any detail was meticulously studied for whether it could be simplified. Then it was very useful when America entered the war and the places of the workers drafted into the army were taken by former housewives. In total, the designers made 2990 different drawings. Huge attention focused on comparing them with each other. As already mentioned, the NA-73X was conceived according to the nodal assembly scheme. Many small units were assembled in parallel in different places, then they were connected into larger ones until the wing and fuselage were received for final assembly. An error in one part did not allow to assemble the assembly, an error in the assembly - the assembly of the next level. Therefore, the foremen checked the drawings of ordinary designers, Patch and Stipp - linking large units, and Gerkens coordinated the assembly of the aircraft as a whole.

The Mustang aircraft that has survived to this day at the airfield

It was not easy, some nodes changed repeatedly. In particular, it depended on the results of the work of the group of aerodynamicists. Under the direction of Horka, she made models of variants of the fighter as a whole and its individual components and blew them in a wind tunnel at the California Institute of Technology. In particular, based on the results of the purges, Horki predicted the need to change the air intake of the radiator block and lengthen the channel to the engine intake pipe. It was possible to save about 20 kg, facilitating the design of the flaps with virtually no loss in their effectiveness. In parallel, they made specifications, technological maps, developed drawings of special tools, fixtures, assembly slips. On November 12, 1940, the members of the British commission signed an act of approval of the full-size layout presented to them, showing the final placement of equipment and weapons. Because in England everyone combat aircraft have a name, they gave it to the NA-73X. The name was sonorous and fully reflected the American origin of the car - "Mustang". December 9 "North American" received a letter from across the ocean, in which she was informed that henceforth the car should be called "Mustang" I. Kindelberger promised the British to begin the delivery of serial fighters from January 1941, each of them was supposed to cost no more than 40 thousand dollars.

Beginning on the fourth flight, Breeze was replaced in the cockpit of the NA-73X by Paul Balfour. Everything was going well until November 20, when the future Mustang took to the air for the ninth time, the engine suddenly stalled in flight. Balfour glided into a plowed field and sat down, releasing the landing gear. On the run, the wheels got bogged down, the fighter steered and fell on its "back". The pilot was not injured, and the car was sent for repair. The NA-73X came out of it on January 11, 1941. Subsequently, it was found that the cause was an interruption in the supply of fuel. Balfour himself was to blame, belated with switching the tap to the second gas tank. The refurbished NA-73X was then flown by test pilot R. Chilton. Until decommissioned on July 15, 1941. the machine made a total of 45 flights. Since mid-April, the first serial Mustang was tested in parallel with it, on which part of the program was also completed.

The first serial "Mustangs"

The first production Mustang was rolled out of the factory in Inglewood on April 16, 1941. Seven days later, he made his first flight. It differed from the experimental NA-73X by a number of structural elements. Firstly, it has a new wind visor with bindings and armored glass in front. Secondly, they redesigned the air inlet to the radiators. It turned out that a turbulent boundary layer was sucked in from under the wing. This reduced the cooling efficiency. On serial machines, the "lip" of the radiator was moved forward and lowered down, moving it away from the lower surface of the wing. And, finally, they provided for the installation of a complete set of weapons. Two fuselage synchronous heavy machine guns had 400 rounds of ammunition, two 12.7 mm machine guns in the wing - 500 rounds each, and four 7.62 mm machine guns - also 500 rounds each. However, there were no weapons on the first Mustang - only mounts for it. Since the aircraft was intended for testing, it was not even considered necessary to paint it, only a black stripe was applied in front of the cockpit visor to protect the pilot's eyes from glare on the polished metal skin.

This fighter was not sent overseas. It remained at the disposal of North American and was used for various experiments. In particular, they tested the carburetor air intake extended forward, which was pulled almost to the very spinner of the propeller. It became standard on subsequent machines. The first Mustang to go to England was the second serial copy. Unlike the first, he wore the standard English camouflage for that time. On the wings and fuselage, large spots of earthy brown and green-grass colors were applied; the bottom of the plane was sky blue. British identification marks, tricolor cockades, and flags of the same colors on the keel were painted back in the USA. In the same place, English military numbers were written in black paint on the tail section of the fuselage - a combination of two letters and three numbers. These numbers were painted even when the order was issued. The second serial fighter was accepted by the customer's representatives in September 1941, then dismantled, packed and sailed to the UK by sea. On the way, the ship was attacked by German aircraft, but it safely reached the port. The fighter arrived at Bartonwood Air Force Base on 24 October. There, the Mustang was understaffed. The fact is that under the contract, the radio station, sight and some other equipment had to be of English production. It made no sense to bring all this to the USA, and it was assembled at repair bases in England. This is what they did with the first Mustang that arrived in the country.

This machine passed the test program at the AAEE (Aircraft and armament experimental establishment) at Boscombe Down. The fighter showed a speed of 614 km / h at an altitude of 4000 m, which was very high for that time. At low and medium altitudes, it turned out to be faster than not only the Kittyhawk and Airacobra, but also the Spitfire. Up to an altitude of 4500 m, the difference in speed with the Spitfire V was from 40 to 70 km / h. The range of the Mustang was greater than that of all British fighters. The maneuverability and controllability of the aircraft were rated as satisfactory by the testers. But above 4500 m the situation changed. The Merlin engine on the Spitfire V was equipped with a two-speed supercharger. Having risen high, his pilot switched to high speeds of the impeller, raising the boost. This compensated for the rarefaction of the surrounding air. A similar scheme was used on the Soviet M-105 engine. The Allison did not have such a device; above 4500 m, the engine power quickly dropped, and with it all flight data deteriorated. Therefore, the leadership of the Royal Air Force decided to use the Mustangs not as fighters, but as high-speed reconnaissance and attack aircraft.

Based on this, special unit in Duxford began to work out the tactics of using new machines. Approximately two dozen sa

This unsurpassed "Mustang"

With the outbreak of World War II, England and France, faced with powerful German air forces, began to experience an urgent need for modern fighters. Purchases of military equipment began in 1939. However, in terms of their characteristics, the acquired vehicles were inferior to both the German VP09E fighters and the new fighters from England and France. The British decided to order a new fighter overseas that meets the requirements of the British Air Force. As its developer and supplier, the North American company was chosen, which managed to prove itself well with English pilots. Soon they created a preliminary design of the fighter, approved by the customers, signed a contract for the technical development and construction of a new aircraft, according to which the first aircraft was supposed to be delivered in January 1941.

It was decided to use the Allison V-1710 twelve-cylinder liquid-cooled engine with a single-speed supercharger on the fighter. Without the bulky turbocharger used on the Lockheed P-38 aircraft, which has similar engines, the NA-73X fighter engine had a low altitude, which limited the area possible application aircraft, but there were no other suitable liquid-cooled engines in the United States at that time.

Prototype "Mustang"

The first flight of the new fighter took place in 1940, and at the end of the winter of 1941, the British also began testing the Mustang (the plane got its name after it was adopted by the British Air Force). During the tests, it was achieved maximum speed 614 km / h at an altitude of 3965 m, there were good handling and takeoff and landing characteristics. The Mustang was soon recognized as the best of the fighters supplied to England from the USA under Lend-Lease. However, the insufficient altitude of the Allison engine made the aircraft ineffective in the fight against German bombers, which, under the cover of powerful fighter forces, raided England. We decided to use it for operations on ground targets and for air reconnaissance.

The first sortie of the Mustangs took place on May 5, 1942. The planes carried out reconnaissance of the French coast. To do this, they were equipped with the F-24 AFA, installed in the cockpit canopy behind the pilot in a special blister at a certain angle.

The “baptism of fire” of the Mustangs took place on August 19, 1942 during a raid on Dieppe. Then the Mustang won its first victory: the British Air Force volunteer pilot X. Hills from California shot down the Focke-Wulf -190 in an air battle. On the same day, one Mustang was lost.

Even inferior to the Luftwaffe in altitude, the Mustangs were a difficult opponent for German fighters, as they usually made combat flights at low altitude at high speed. The long range allowed the Mustangs to fly over the territory of the Third Reich.

In the first half of 1942, the Mustang 1 arrived from England to our country, where it was tested at the Air Force Research Institute (a little later, another 10 Mustangs 2 were sent to the USSR).

The successful use of the Mustang by the British aroused the interest of the American military in it. The US command decided to purchase them for their own air forces. In April 1942, a contract was concluded for the supply of these aircraft to the army in the version of a dive bomber, which received the designation A-36A "Invader". The Mustang bomber was equipped with an Allison V-1710-87 engine with a capacity of 1325 hp. With. The armament of the aircraft is six machine guns with a caliber of 12.7 mm and two bombs with a caliber of up to 227 kg, suspended under the wing. To ensure dive bombing, the A-36A was equipped with air brakes installed on the upper and lower surfaces of the wing and providing a dive at a speed of 402 km / h (without brakes, the Mustang dive speed could reach 800 km / h). The maximum speed of the aircraft was 572 km / h at an altitude of 1525 m, with the suspension of two bombs, it decreased to 498 km / h.

During the fighting in the Mediterranean theater of operations and on Far East A-36A dive bombers made 23,373 sorties, dropping 8,000 tons of bombs on the enemy, shooting down 84 enemy aircraft in air battles and destroying 17 more on the ground. Invaders' own losses amounted to 177 vehicles - not so much for aircraft operating with such high intensity over the enemy's front line.

1510 Mustang aircraft of various modifications with the Allison engine were built. They were used in combat operations in Europe until May 1945 and earned a reputation as excellent fighter-bombers, dive bombers and long-range high-speed reconnaissance aircraft capable of successfully conducting dogfights. However, due to the low altitude of the engine and the high specific load on the wing, which limited maneuverability, they were little used as fighters. At the same time, with the increase in the production of heavy bombers in the United States and the start of the Allied air attack on Germany in 1943, the need for escort fighters with greater range and combat characteristics at considerable altitudes, corresponding to the working echelons of "flying fortresses", increased. Such an aircraft was a new modification of the Mustang, born thanks to the joint efforts of British and American specialists.

Ronnie Harker, a test pilot who is intimately familiar with other Rolls-Royce-powered aircraft, said after a 30-minute flight in the Mustang that the new aircraft exceeded his expectations, showing excellent low-altitude performance. However, they will be even better if the Mustang is equipped with the Merlin engine used in Spitfires and Lancaster bombers.

Harker's recommendations were taken into account. For a start, it was decided to install Merlin engines on several Mustang 1 aircraft. Representatives of the US Air Force and North American, with which the US government signed a contract for the construction of two P-51 fighters with Packard V-1653-3 engines, became interested in these works ( American name for the engine "Merlin", produced in the United States under license).

The first aircraft converted in England by Rolls-Royce, the Mustang X took to the air for the first time in October 1942, showing truly outstanding flight characteristics: an experimental fighter with a take-off weight of 4113 kg reached a maximum speed of 697 km / h at altitude 6700 m (for comparison: the R-51 aircraft with the Allison engine with a takeoff weight of 3910 kg during flight tests in England reached a speed of only 599 km / h at an altitude of 4570 m). At sea level, the maximum rate of climb of the Mustang X was 17.48 m/s (R-51 - 9.65 m/s), and at an altitude of 2290 m - 18.08 m/s (R-51 - 10.16 m / s at an altitude of 3350 m). According to the initial plans, it was supposed to re-equip 500 Mustang 1 fighters with Rolls-Royce engines, but overseas, with the efficiency characteristic of the Americans, they began to produce large quantities of new Mustang aircraft with British-designed engines.

At the end of November 1941, North American completed the construction of the first XP-51B aircraft with a V-1650-3 engine with a take-off power of 1400 hp. With. and power in forced mode 1620 l. With. at an altitude of 5120 m. The aircraft took off on November 30, 1942 and showed characteristics significantly superior to those of its English counterpart. With a takeoff weight of 3841 kg, a maximum speed of 729 km / h was obtained at an altitude of 8780 m. The maximum rate of climb at an altitude of 3900 m was 19.8 m / s, the service ceiling was 13,470 m.

During the construction of the aircraft, some changes were made to their design: in particular, on the aircraft of the R-51V-1 - R-51V-5 series, an additional fuel tank with a capacity of 322 liters was installed in the fuselage. Similar design changes were made to the R-51C-3 aircraft, manufactured in Dallas. After installing an additional fuselage tank, the normal takeoff weight of the aircraft increased to 4450 kg, and the maximum (with bombs and PTB) - up to 5357 kg. However, during the operation of the aircraft, it turned out that the additional fuel tank changes the centering of the fighter too much, and therefore it was decided to limit its capacity to 246 liters. The R-51V-15 and R-51C-5 series aircraft were equipped with the V-1650-7 engine with increased power.

With an additional fuselage tank, the maximum flight range of the R-51V was 1311 km at an altitude of 7620 m, with two external tanks with a capacity of 284 liters, it increased to 1995 km, and with two PTBs with a capacity of 409 liters, originally developed in England for the Republic R fighters. -47 "Thunderbolt", - up to 2317 km. This made it possible to use the Mustangs with the Merlins as escort fighters on a par with the P-47 and P-38 aircraft.

The first sortie of the P-51B fighters took place on December 1, 1943, when a group of new Mustangs made a fact-finding flight over Northern France and Belgium, during which several aircraft received only light damage from the fire of German anti-aircraft artillery, and enemy fighters to the Americans did not meet. The first air battle with the participation of the R-51B took place only on December 16, 1943 over Bremen, when the American Mustang managed to shoot down a Bf110 air defense fighter.

On March 3, 1944, the British Mustangs, together with the Lightnings, took part in the raid on Berlin. The next day, P-51Bs reappeared in the skies of Berlin, escorting US Air Force bombers. As a result of the ensuing air battle with German interceptors, the Allied fighters shot down 8 enemy aircraft, but their own losses were much higher and amounted to 23 R-51V, R-38 and R-47, including 8 Mustangs. On the other hand, on March 6, Allied fighter aircraft took full revenge: during a massive raid by British bombers, escort fighters shot down 81 German fighters, losing only 11 aircraft. The Mustangs accounted for 45 downed German vehicles that day. After this battle, the R-51B and R-51C established a reputation as the best Allied escort fighters.

Mustangs successfully operated to destroy and block German air defense fighters at airfields.

To increase the range of the R-51, fiber external fuel tanks with a capacity of 409 liters began to arrive from British factories in large quantities (the rate of their release was 24,000 per month), which gradually replaced aluminum ones by 284 liters. Another innovation English origin, introduced on the P-51 B and C aircraft, was the Malcolm Hood cockpit canopy, which differs from the standard canopy in a kind of “inflated” central part, providing the pilot with a much better view. Such lights were installed on both English and American Mustangs. However, in November 1943, in the USA, on the P-51 B aircraft, tests began on an even more advanced lantern, providing the pilot with a 360-degree view. Its design, introduced on later P-51s, has become "classic".

The P-51D was equipped with the V-1650-7 engine (1750 hp), the armament was increased to six 12.7 mm machine guns (400 rounds per barrel). A modification of the P-51D was the P-51K aircraft with an Aeropradakt propeller having a diameter of 3.35 m (the plant in Dallas built 1337 of these aircraft). To compensate for the decrease in directional stability caused by the use of a new lantern, a small forkil was installed on individual series of the P-51D aircraft. Distinctive feature of these fighters was also an increased chord of the root of the wing. A total of 9603 R-51 and K aircraft were built.

The excellent speed and altitude characteristics of the fighter made it possible for the new modification of the fighter to successfully fight enemy jets. So, on August 9, 1944, P-51s escorting B-17s engaged Me-163 jet fighters, shooting down one of them. At the end of 1944, the Mustangs fought several times successfully with Me-262 jet fighters. In addition, the P-51 was intercepted and shot down by another German "flying exotic" Ar-234 and "composite" aircraft Ju-88 / Bf109 "Mistel", as well as V-1 projectiles.

R-51N - the last of the "Mustangs"

At the end of the war, Mustangs with Merlin engines began to enter the Pacific theater of operations, where they participated in raids on Iwo Jima and the Japanese Islands. The P-51 was escorted by B-29 bombers, having two aluminum external tanks with a capacity of 625 liters and six HVARs under the wing (in this configuration, the take-off weight of the fighter was 5493 kg and taking off from the airfield in tropical heat became a difficult task). Collisions with Japanese fighters attempting to intercept B-29s were relatively rare and usually ended in favor of the Mustangs. Japanese aviation, having lost its best flight personnel and equipped with aircraft less advanced than those of the enemy, could no longer provide serious opposition to the Americans, and air battles looked more like a beating than a fight of equal opponents. However, the appearance at the very end of the war of the new Kawasaki Ki.100 fighter, which had excellent maneuverability at relatively high speed at low and medium altitudes, to some extent equalized the chances again. "Mustangs" in battles and with these Japanese machines, as a rule, achieved victory due to higher speed, which allows them to impose their battle tactics on the enemy. At the same time, numerical superiority and better professional training American pilots.

Nevertheless, North American began work on the creation of new modifications of the Mustang, which are distinguished by their lower weight and improved aerodynamics. Three experimental lightweight Mustangs, designated XP-51F, were equipped with a V-1650-7 engine, two other aircraft were equipped with a Rolls-Royce Merlin 145 (RM, 14, SM) engine with a capacity of 1675 hp. With. with a four-bladed Rotol propeller (these aircraft were designated XP-51G). The takeoff weight of the XP-5IF was 4113 kg (one ton less than the R-51), and the maximum speed was 750 km / h at an altitude of 8839 m. The XP-51 G was even lighter and faster machine (takeoff weight - 4043 kg, maximum speed - 759 km / h at an altitude of 6325 m). XP-51F first took off in February 1944, XP-51G - in August of the same year.

Despite the higher performance, the XP-51G did not receive further development, and the serial fighter P-51N was created on the basis of the XP-5IF. It was armed with 6 machine guns, the engine was a Packard-Merlin V-1650-9 with a four-bladed Aeroproduct propeller. At an altitude of 3109 m, the engine in emergency mode could develop a power of 2218 liters. With. This modification of the Mustang turned out to be the most "frisky": without external fuel tanks and other external suspensions, the aircraft developed a horizontal speed of 783 km / h at an altitude of 7620 m. The rate of climb was 27.18 m / s. With a supply of fuel only in the internal tanks, the flight range of the R-51N was 1400 km, with external fuel tanks - 1886 km.

The aircraft first took to the air in February 1945. The US Air Force ordered 1,450 P-51H fighters from the Eaglewood factory, but only 555 were built before the end of the war.

After the war, the Mustangs were in service with many states in almost all parts of the world and participated in various local wars, the last of which was the “football war” between Honduras and El Salvador in 1969. They had a chance to conduct air battles with Soviet-made vehicles: in during the Korean War, the P-51 was in service with the American, Australian, South African and South Korean squadrons that took part in the hostilities. "Mustangs" were used mainly as attack aircraft, but they managed to shoot down several North Korean Yak-9 and La-11. Meetings with the MiG-15 ended, as a rule, with the destruction of the R-51 aircraft. For this reason, the number of Mustangs that took part in the battles gradually decreased, although they still “survived” before the armistice signed in 1953.

On the basis of the Mustang, numerous sports and record-breaking aircraft were created (including Frank Taylor's aircraft, on which in 1983 the absolute world speed record for a piston aircraft, which has not been beaten so far, is set - 832.12 km / h).

In the 1980s, attempts were made to revive the Mustang as a modern attack aircraft. Based on the P-51, the Piper company created the RA-48 Enforcer light attack aircraft, designed to fight tanks. Two experimental aircraft were built, but the series never came to fruition.

Such a brilliant and long career of the R-51 is undoubtedly due to the technical and aerodynamic perfection of its design, the successful choice of engine and, most importantly, the timely appearance of this fighter. In fact, the P-51 with the Merlin engine began to enter the troops when it was most needed: during the deployment of an air attack on Germany and Japan in 1944, and most fully harmonized with the B-17 and B- 29, which it was intended to accompany. Of particular note is the fact that the Mustang was the fruit of "international" technical creativity: built to British specifications and, ultimately, equipped with an English engine, it seemed to combine the best qualities of American and British fighters.

Vladimir Ilyin

"Wings of the Motherland" No. 10 1991

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RETED LPSCHTSHLPN CH LBVYOE UFPSM OPCHSCHK RTYGEM l-14 (CHNEUFP VPMEE RTPUFPZP N-3B). FP VSHCHM CHBTYBOF BOZMYKULPZP PVTBGB. by OBBYUYFEMSHOP HRTPEBM RTPGEUU RTYGEMYCHBOYS. RYMPFH DPUFBFPYuOP VSCHMP CHCHEUFY CH OEZP BTBOEE Y'CHEUFOSHCHK TBNBI LTSCHMSHECH CHTBTSEULPZP UBNPMEFB Y RTYGEM ZHPTNYTPCHBM ABOUT UFELME LTHZ UPPFCHEFUFCHHAEEZP TBbNETB. lPZDB UBNPMEF RTPFYCHOYLB CHRYUSCHCHBMUS CH UCHEFSEIKUS LTHZ, MEFUYL OBTSYNBM ZBYEFLH.

vPNVPDETTSBFEMY RPD LTSCHMPN KHUYMYMY, FBL UFP FERETSH UBNPMEF NPZ OEUFY DCHE VPNVSHCH RP 454 LZ - RP FEN CHTENEOBN LFP VSCHMB OPTNBMSHOBS VPNVPCHBS OBZTHЪLB ZhTPOPFCHPZP VPNVBTCHEYT. uPPFCHEFUFCHEOOP, CHNEUFP VPNV NPTsOP VSCHMP CHЪSFSH RPDCHEUOSCHE VBLY VPMSHYEK ENLPUFY.

rTEDHUNBFTYCHBMBUSH HUFBOPCHLB DCHYZBFEMS V-1650-7, LPFPTSCHK ABOUT YOUTECHSHCHYUBKOPN VPECHPN TETSYNE TBCHYCHBM 1750 M.U. according to CHTBEBM CHYOF "zBNYMSHFPO UFBODBTD" DYBNEFTPN 3.4 N.

OPCHYOLY, RTEDOBOBBYEOOSCH DMS P-51D, PRTPVPCHBMY ABOUT DCHHI t-51ch-10, RPMHYUYCHYI OCHPE PVP-OBYEOOYE NA-106. LFY NBYYOSCH RPMHYUYMY LBRMECHIDOSCHE ZHPOBTY. PDOBLP RETCHSHCHE UETYKOSHCHE P-51D-1, YJZPFPCHMEOOSHCH H IOZMCHKHDE, PFMYUBMYUSH KHUYMEOOCHN YBUUY, OCHSHCHN CHPPTHTSEOYEN Y CHUEN PUFBMSHOSHCHN, OP ZHPOBTY LBVYO X OYI VSHMY UVBTSCHE, RP FYRKH t-51. fBLYI NBYO UPVTBMY CHUEZP YEFSCHTE. CHYDYNP, YI FPTS TBUUNBFTYCHBMY LBL PRSHCHFOSHCHE, CH UFTPECHSHCHE YUBUFY SING OE RPRBMY.

rPUMEDHAEYE P-51D-5 fBLYE NBYYOSCH UFTPIMYUSH ABOUT DCHHI OBCHPDBI, CH IOZMCHKHDE Y dBMMBUE. l FFPNH READING UYUFENB PVP-OBYUEOIS CHPEOOSHHI UBNPMEFPCH Ch uyb ​​OENOZP YЪNEOYMBUSH. oEVPMSHYE PFMYYUYS H LPNRMELFBGYY NBYO, CHSHCHRHEOOOSHI TBOSCHNY RTEDRTYSFYSNY, RPLBSCCHBMY HCE OE VHLCHPK NPDYZHYLBGYY, B DCHKHIVHLCHEOOOSCHN LPDPN, RTYUCHPEOOSHCHN SNBCHZPPF-YYUCHPEOOSHCHN SNBCHZPPF-YHCE fBL, H yOZMCHKhDE UPVYTBMY t-51-D-5-NA, B H dBMMBUE - P-51D-5-NT. WHAT SHOULD YOU SING YOUR INFORMATION?

UTEBOOSHCHK ZBTZTPF RTYCHEM L HNEOSHYOYA VPLPPCHPK RPCHETIOPUFY BLDOEK YUBUFY ZHAEMSTSB, UFP PFTYGBFEMSHOP ULBBMPUSH ABOUT LHTUPPCHPK HUFPKYUYCHPUFY. DMS RTPFICHPDEKUFCHYS FFPNH LPOUFTHLFPTSCH RTEMPTSYMY UDEMBFSH OEPPMSHYPK ZHPTLYMSH. JPTLIMSH CHCHEMY ABOUT CHUEI YUFTEVYFEMSI, OBJOYOBS U UETYY P-51D-10. yuBUFSH CHSHCHHRHEOOOSCHI TBOEE NBYYO VSCHMB DPTBVPFBOB RPDPVOSHCHN PVTBPN "UBDOIN YUYUMPN". ZhPTLIMSHOE FPMSHLP LPNREOUYTPCHBM HNEOSHYOYE RMPEBDY ZHAEMSTsB, OP Y HMHYUYM RPCHEDEOYE "nHUFBOZB" U BRPMOEOOSCHN ZHAEMMSTSOSCHN VBLPN.

UPRTPFYCHMEOYE OENEGLPK BCHYBGIY RPUFEREOOP PUMBVECHBMP. chTBTSEULIE UBNPMEFSCH CHUFTEYUBMYUSH CH OEVE CHUE TETSE. FP PFTBYIMPUSH ABOUT DBMSHOEKYEK CHPMAGYY "nHUFBOZB". CHP-RETCHSCHI, UBNPMEFSHCH NPDYZHYLBGYY D RETEUFBMY LTBUYFSH. nBULYTPCHLH ABOUT ENME Y CH CHP DHIE CH HUMPCHYSI ZPURPDUFCHB CH OEVE UPYUM Y Y'MYYOYOK. yUFTEVYFEMY UFBMY UCHETLBFSH RPMYTPCHBOOSCHN NEFBMMPN. RTY LFPN Y FEIOPMPZYUEULPZP RTPGEUUB YUYUEMMY PRETBGYY RPLTBULY Y UHYLY, BY UFBM VSHCHUFTEE Y DEYECHME. CHEU UBNPMEFB OENOPZP HNEOSHYYMUS (OB 5-7 LZ), B EZP BYTPDYOBNYLB HMHYuYMBUSH - CHEDSH RPMYTPCHBOOSCHK NEFBMM VSHCHM VPMEE ZMBDLYN, YUEN LNBMSH. h UHNNE LFP DBMP OELPFPTHA RTYVBCHLH H ULPTPUFY. eDIOUFCHEOOOSCHN NEUFPN, LPFPTPE ABOUT BCHPDE PLTBYCHBMPUSH PVSBFEMSHOP, VSCHMB HЪLBS RPMPUB PF LPPSCHTSHLB LBVYOSCH DP LPLB CHYOFB. POB RPLTSCHCHBMBUSH NBFPCHPK LNBMSHA YuETOPZP YMY FENO-PMYCHLPCHPZP GCHEFPCH Y UMHTSYMB DMS ЪBEYFSCH ZMB RYMPFB PF VMYLPC, UPDBCHBENSCHI STLYN UPMOGEN ABOUT ZMBDLPN NEFBMMME. yOPZDB LFH RPMPUH RTPDPMTSBMY Y OBBD, PF OBDOEK LTPNLY ZHPOBTS DP OBYUBMB ZHPTLYMS.

CHP-CHFPTSCHI, "nHUFBOZY" UFBMY TECE CHEUFY CHPDHYOSCHE VPY Y YUBEE BFBLPCBFSH GEMY ABOUT ENME. uFPVSH RPCHSHCHUIFSH YZHZHELFYCHOPUFSH NBYYOSCH LBL YFHTNPCHYLB, HER UOBVDYMY TBLEFOSCHN CHPPTHTSEOYEN. ffp UDEMBMY ABOUT UETYY P-51D-25. rTEDHUNBFTYCHBMYUSH DCHB PUOPCHOSHI CHBTYBOFB: UFTPEOOSH FTHVYUBFSHCHE OBRTBCHMSAEIE Y VEVBMPYUOBS RPDCHEULB. h RETCHPN UMHYUBE UBNPMEF OEU DCHE UCHSHLY RHULPCHSCHI FTHV ABOUT UREGYBMSHOSHCHI LTERMEOYSI RPD LPOUPMSNY, TBURPMPTSEOOSCHNY VMYCE L BLPOGPCHLBN LTSCHMB, Yuen VPNVPDETTSBFEMY. fBLPE ChPPTKhTSEOYE HTS PRTPVPCHBMPUSH TBOEE ABOUT DTKHZYI NPDYZHYLBGYSI "nHUFBOZB" Y RTYNEOSMPUSH ABOUT ZHTPOFE, OP OE UYUYFBMPUSH YFBFOSHCHN. uHEEUFCHPCHBMP FTY FIRB UFTPEOOOSCHI FTHVYUBFSHCHI RKHULPCHSCHI HUFBOCHPL: HCE OBLPNSCHK CHBN n10 U FTHVBNY Y RMBUFNBUUSCH, n14 - Y U UVBMY Y n15 - Y NBZOYECHPZP URMBCHB. rPUMEDOYE VSCHMY UBNSCHNY MEZLYNY. CHUE YNEMY PYO Y FPF TSE LBMYVT Y YURPMSHЪPCHBMY PRETEOOSH UOBTSSDCH n8 DMS REIPFOPZP TEBLFICHOPZP RTPFYCHPFBOLCHPZP ZTBOBFPNEFB.

PE CHFPTPN UMHYUBE ABOUT OITSOEK RPCHETIOPUFY LTSCHMB, PRSFSH-FBLY VMYCE L ЪBLPOGPCHLBN, BLTERMSMYUSH BLTSCHFSCHE PVFELBFEMSNY LTPOYFEKOSHCH U ЪBNLBNY. LTPOYFEKOPCH DMS LBTsDPK TBLEFSCH VSCHMP DCHB (RETEDOYK Y BDOYK), RHULPCHBS VBMLB PFUHFUFCHPCHBMB, RPFPNH LFPF ChBTYBOF YNEOPCHBMY RPDCHEULPK "OHMECHPK DMYOSCH". about ЪBNLY CHEYBMY OEHRTBCHMSENSCHE BCHYBGIPOOSCHE TBLEFSHCH HVAR LBMYVTB 127 NN. dBMSHOPUFSH UFTEMSHVSCH Y CHEU VPECPZP ЪBTSDB HOYI VSHMY VPMSHYE, YUEN X n8. RTY YURPMSHЪPCHBOY RPDCHEUOSCHI VBLPC "nHUFBOZ" Refinery ChЪSFSH YEUFSH TBLEF, VE YOYI - CHPUENSH YMY DBCE DEUSFSH. TBLEFOPE ChPPTKhTSEOYE OBYUYFEMSHOP TBUYYTYMP CHPNPTSOPUFY UBNPMEFB CH PFOPIOYY RPTBTSEOIS NBMPTBNETOSCHI Y RPDCHYTSOSCHI GEMEK.

dBMEE RPUMEDPCHBMB UETYS P-51D-30 U OEPPMSHYNY PFMYUYSNY RP PVPTKHDPCHBOYA. нПДЙЖЙЛБГЙС D УФБМБ УБНПК НБУУПЧПК: Ч йОЗМЧХДЕ РПУФТПЙМЙ 6502 НБЫЙОЩ, Ч дБММБУЕ - 1454. лБЦДЩК ЙЪ ОЙИ ПВПЫЕМУС БНЕТЙЛБОУЛПК ЛБЪОЕ Ч 51 572 ДПММБТБ, ЧЛМАЮБС УФПЙНПУФШ РХМЕНЕФПЧ Й РТЙГЕМБ, РПУФБЧМСЧЫЙИУС РП ДПЗПЧПТБН УП УЛМБДПЧ ччу. fBL YuFP OEUNPFTS ABOUT NBUUPCHPUFSH RTPY'CHPDUFCHB, LYODEMVETZET CH PVEEBOOSHCHE 40 PPP DPMMBTPCH OE HMPTSYMUS.

h UHNNH RPUFTPEOOSHCHI UBNPMEFPCH CHLMAYUEOSCH Y UREGYBMYYTPCHBOOSCHE CHBTYBOFSHCH ABOUT PUOPCHE DBOOPK NPDYZHYLBGYY. h RETCHHA PYUETEDSH, UFP ULTPUFOSHCHE ZhPFPTBCHEDYUYLY F-6D. yI DEMBMY CH dBMMBUE ABOUT VBE UBNPMEFPCH UETYK D-20, D-25 TH D-30. tBCHEDUYL OEU FTY ZHPFPBRRBTBFB: l-17 Y l-27 RTEDOBYOBYUBMYUSH DMS UYENLY U VPMSHYI CHSHCHUPF (DP 10 ppp N), l-22 - U NBMSCHI. CHUE FTY TBURPMBZBMYUSH CH ЪBDOEK YUBUFY ZHAEMSTSB. pDYO PVYAELFICH UNPFTEM CHOI, DCHB - CHMECHP. ChPPTKhTSEOYE YYEUFY RHMENEFPCH U RPMOSHCHN VPEBRBUPN UPITBOSMPUSH. PUFBMYUSH Y VPNVPDETTSBFEMY - DMS RPDCHEUOSCHI VBLHR. TBCHEDUYLY PVSCHYUOP PUOBEBMY TBDYPRPMHLPNRBUBNY. lPMSHGECHBS TBNLB CH LFPN UMHYUBE TBURPMBZBMBUSH ABOUT ZHAEMTSET RETED ZHPTLYMEN. CHUEZP CHSHCHRHUFYMY 136 F-6D. yЪ-ЪB UDCHYZB GEOPTPCHLY OBBD RYMPFYTPCHBOYE TBCHEDYUYLB VSCHMP OEULPMSHLP UMPTSOEEE, YUEN YUFTEVYFEMS.

h UFTCHSCHI YUBUFSI Y RPMECHSCHI NBUFETULYI FPTS RETEDEMSHCHCHBMY P-51D H TBCHEDUYLY. LFY LHUFBTOSHCHE CHBTYBOFSHCH PFMYYUBMYUSH PF F-6D LPNRMELFBGYEK BRRBTBFHTSC Y HER TBURPMPTSEOEN. ChPPTKhTSEOYE ABOUT OII NPZMP UPUFPSFSh YEUFY, YUEFSHCHTEI Y DCHHI RHMENEFPCH YMY CHPPVEE PFUHFUFCHPCHBFSH.

ABOUT VBE FEI TSE RPUMEDOYI UETYK P-51D BDOAA LBVYOH, CH LPFPTPK LET'S GO JOUFTTHLFPT, TBURPMPTSYMY ABOUT NEUFE ZHAEMTSOPZP FPRMYCHOPZP VBLB. rTYYMPUS HVTBFSH PFFHDB Y TBDYPPVPTHDPCHBOYE. pVE LBVYOSCH OBLTSCCHBMYUSH PVEEK GEMSHOPK OBDOEK YUBUFSHHA ZHPOBTS. rTY LFPN YURPMSHЪPCHBMY UFBODBTFOKHA UELGYA, RPD LPFPTPK NEUFB ICHBFBMP Y DMS YOUFTHLFPTB, Y DMS PVCYUBENPZP. x PVPYI NPOFITPCHBMYUSH RTYVPTOSHCHE DPULY Y PTZBOSCH HRTBCHMEOYS.

RETUPOMBSHOSCHK DCHHINEUFOSHCHK "nHUFBOZ" YNEMUS X ZEOETBMB d. ABOUT OEN ON RTPCHPDYM TELPZOPUGYTPCHLH RETEDPCHSCHI RPYGYK. IPFS X ZEOETBMB YNEMUS DIRMPN MEFUYLB, PO OE RYMPFYTPCHBM "nHUFBOZ" UBN - EZP CHPYIMY. h BDOEK LBVYOE, WE WILL GO HERE, DBCE OE VSCHMP CHFPTPZP HRTBCHMEOYS, BFP NPOFITPCHBMUS ULMBDOPK UFPMYL DMS LBTF Y DPLKHNEOPCH.

pDIO P-51D DPTBVPFBMY DMS RTYNEOEOYS U BCHYBOPUGB. ABOUT BCHPDE H dBMMBUE RMBOET OEULPMSHLP KHUYMYMY, KHUFBOCHYMY BICHBFSCH DMS LBFBRHMSHFSHCH, B RPD ICHPUFPPK YUBUFSHHA ZHAEMSTSB UNPOFYTPCHBMY RPUBDPYUOSCHK ZBL DMS BICHBFBFB FTPUJPCHOY BTP. uOBYUBMB ABOUT CHPEOOP-NPTULPK VBE CH zhYMBDEMSHZHYY RPRTPVPCHBMY UBDYFSHUS ABOUT LPOFHT RBMHVSHCH, OBTYUPCHBOOSCHK ABOUT CHMEFOP-RPUBDPYuOPK RPMPUE. bFEN ABOUT PVSCHUOPN "nHUFBOZE" t.

at 15 OPSVTS 1944 Z. FFPF YUFTEVYFEMSH YURSHCHFSHCHBMUS ABOUT BCHYBOPUGE "YBOZTY MB"; RYMPFYTPCHBM NBYYOH NPTULPK MEFUYL MEKFEOBOP t. vshchmp puchetyeop yuefshchte chmefb y ufpmshlp tse rpubdpl u btpzhyoyyetpn. UBNPMEF PFTSCHCHBMUS PF RBMHVSHCH, RTPVETSBCH CHUEZP 77 N, RTPVEZ ABOUT RPUBDLE TBCHOSMUS 25 N. OP CHUE LFP DEMBMPUSH RTY NYINKHNE ZPTAYUEZP Y VEI RBFTPOCH DMS RHMENEFPCH.

rPtse RPDPVOSCHN PVTBPN NPDYZHYGYTPCHBMY DTKhZPK P-51D, LPFPTSHCHK FBLTS RPDLMAYUYMUS L YURSHCHFBOISN. uFPVSH RPCHSHCHUIFSH RHFECHA HUFPKYUYCHPUFSH, ABOUT PVPYI UBNPMEFBI, PVP-OBYOOOSCHI ETF-51D, OBTBUFYMY CHCHETI LIMSH. pDOBLP CHUE LFP PUFBMPUSH H TBNLBI LURETYNEOFB.

PUEOSHA 1944 Z. DCHB P-51D RPVIMY OEPJYGYBMSHOSHCHK BNETYLBOULYK TELPTD FTBOULPOFYEOFBMSHOPZP RETEMEFB - PF PLEBOB DP PLEBOB. rPMLPCHOYL REFETUPO Y MEKFEOBOP LBTFET CHSHCHMEFEMY ABOUT OPCHEOSHLYI YUFTEVYFEMSI Y yOZMCHKHDB. REFETUPO UEM CH OSHA-KPTLULPN BTPRPTFFH JIa zBTDIB Yuete 6 Yubupch 31 NYOHFH Y 30 UELHOD RPUME CHSHCHMEFB. y LFPZP READING 6 NYOHF U NEMPYUSHA ON RPFTBFIYM ABOUT RTPNETSHFPYUOKHA RPUBDLKh UP UFTENYFEMSHOPK DPBBRTBCHLPK. lBTFET HUFHRIM RPMLPCHOYLH WENSH NYOHF.

h dBMMBUE RTBLFYUEULY RBTMBMMEMSHOP U NPDYZHYLBGYEK D CHSHCHRHULBMUS PYUEOSH RPIPTSYK FYR l. EZP RTPYCHPDUFCHP OBYUBMPUSH OB OEULPMSHLP NEUSGECH RPCE. т-51л ПФМЙЮБМУС ЧЙОФПН "бЬТПРТПДБЛФУ" ЮХФШ НЕОШЫЕЗП ДЙБНЕФТБ, ЮЕН Х "зБНЙМШФПО УФБОДБТД" - 3,36 Н. пО ФПЦЕ ВЩМ ЮЕФЩТЕИМПРБУФОЩН БЧФПНБФПН, ОП Х "зБНЙМШФПОБ" МПРБУФЙ ВЩМЙ ГЕМШОЩНЙ Й ЙЪЗПФПЧМСМЙУШ ЙЪ БМАНЙОЙЕЧПЗП УРМБЧБ, Б Х "бЬТПРТПДБЛФУ" - UFBMSHOSHCHE RPMSCHE. OPCHSHCHK RTPREMMET YNEM VPMSHYK DYBRBPO HZMPCH RPCHPTPFB MPRBUFEK, B EZP NEIBOYN VSHCHUFTEE NEOSM VPMSHYPK YBZ ABOUT NBMSCHK Y OPPVPTPF. pDOBLP "bTPRTPDBLFU" PVMBDBM IHDYEK HTBCHOPCHEYOOOPUFSHHA, UFP ULBSCCHBMPUSH H VPMEE CHSHCHUPLPN HTPCHOE CHYVTBGYK. MEFOSHCH DBOOSCHE UP UFBMSHOSHCHN CHYOFPN OENOPPZP KHIKHDYYMYUSH. CHUE PUFBMSHOPE H PVEYI NPDYZHYLBGYK VSCHMP PDYOBLPCHP, EUMY OE UYUYFBFSH NBMEOSHLPZP RETZHPTYTPCHBOOPZP CHEOFIMSGIPOOPZP EYFLB UMECHB CH RETEDOEK YUBUFY LBRPFB. tBURPMPTSEOYE PFCHETUFYK ABOUT OEN X D Y l PFMYUBMPUSH. zhPTLYMSH ABOUT NPDYZHYLBGYY l UFBCHYMUS U UBNPZP OBYUBMB RTPY'CHPDUFCHB.

t-51l NPDETOYYTPCHBMUS RBTBMMEMSHOP U FIRPN D. obyuobs U UETYY l-10 EZP FPTS PUOBUFYMY TBLEFOSCHN CHPPTKhTSEOYEN. rTPYYCHPDUFCHP LFPK NPDYZHYLBGYY BLCHETYMPUSH H UEOFSVTE 1945 Z. ChuEZP H dBMMBUE UPVTBMY 1337 NBYYO FIRB l.

PRYBOYE P-51D.

lPOUFTHLFICHOP NPOPMBO Mustang VSCHM UCHPVPDPOEUHEIN OYLPRMBOPN U LTSCHMPN MBNYOBTOPZP RTPJYMS NAA-NACA. LTSCHMP YЪZPFPCHMSMPUSH YJ DCHHI UELGYK,UPEDYOSCHYIUS VPMFBNY RP GEOPTBMSHOPK MYOYY ZHAEMSCB,RTY LFPN CHETIOSS YUBUFSH PVTBBPCHSHCHCHBMB RPM LBVYOSCH. лТЩМШС ВЩМЙ ГЕМШОПНЕФБММЙЮЕУЛЙНЙ ДЧХИМПОЦЕТПООЩНЙ У ЗМБДЛПЛМЕРБООПК БМЛМЬДПЧПК (РМБЛЙТПЧБОЩК БМАНЙОЙК) ПВЫЙЧЛПК,РТЙЮЕН МПОЦЕТПОЩ ЧЩРПМОСМЙУШ ЙЪ ЛБМЙВТПЧБООПЗП ТЕМШУППВТБЪОПЗП Ч УЕЮЕОЙЙ РТПЖЙМС У ЧЩЫФБНРПЧБООЩНЙ ЧЕТИОЙНЙ Й ОЙЦОЙНЙ РПМЛБНЙ.рПРЕТЕЮОЩК ОБВПТ УПУФПСМ ЙЪ РТЕУУПЧБООЩИ ПВМЕЗЮЕООЩИ ПФЧЕТУФЙСНЙ ОЕТЧАТ Й УФТЙОЗЕТБНЙ ЙЪ ЛБМЙВТПЧБООПЗП РТПЛБФБ РП ЧУЕНХ ТБЪНБИХ.ьМЕТПОЩ У НЕФБММЙЮЕУЛПК ПВЫЙЧЛПК RPDCHEYCHBMYUSH L BDOENH MPOTSETPOH, RTYUEN MECHSCHK METPO YEM HRTBCHMSENSCHK FTYNNET. tBURPMPTSEOOSCHE ABOUT BDOEK LTPNLE BLTSCHMLY HUFBOBCHMYCHBMYUSH NETSDH ÜMETPOBNY Y ZHAEMSTSEN.

GEMSHOPNEFBMMYUEULYK RPMKHNPOPLPCHSHK ZHAEMSTS UPVYTBMUS YЪ FTEI PFUELPC - DCHYZBFEMSHOPZP, LBVYOOPZP (PUOPCHOPZP) Y ICHPUFCHPZP. дЧЙЗБФЕМШ ХУФБОБЧМЙЧБМУС ОБ ДЧХИ V-ПВТБЪОЩИ УЧПВПДОПОЕУХЭЙИ УФПКЛБИ,ЧЩРПМОЕООЩИ Ч ЧЙДЕ РМПУЛПЗП ЧЕТФЙЛБМШОПЗП МЙУФБ У РТЕУУПЧБОЩНЙ ЧЕТИОЙНЙ Й ОЙЦОЙНЙ РПМЛБНЙ,ЛБЦДБС ЙЪ ЛПФПТЩИ ЛТЕРЙМЙУШ Ч ДЧХИ ФПЮЛБИ Л РЕТЕДОЕК РТПФЙЧПРПЦБТОПК РЕТЕЗПТПДЛЕ ПУОПЧОПК УЕЛГЙЙ.рПУМЕДОСС ВЩМБ УДЕМБОБ ЙЪ ДЧХИ ВБМПЛ,ЛБЦДБС ЙЪ ЛПФПТЩИ ЧЛМАЮБМБ РП ДЧБ МПОЦЕТПОБ,ПВТБЪПЧЩЧБЧЫЙИ ЧЕТИОАА ЛПОУФТХЛГЙА (ОЙЪ ПВТБЪПЧЩЧБМП ЛТЩМП - РТЙН. ТЕД.).хУЙМЕООБС ЧЕТФЙЛБМШОЩНЙ ЫРБОЗПХФБНЙ ПВЫЙЧЛБ ПВТБЪПЧЩЧБМБ ЖПТНХ.ъБ ЛБВЙОПК МПОЦЕТПОЩ РЕТЕИПДЙМЙ Ч РПМХНПОПЛПЛПЧХА ЛПОУФТХЛГЙА ХУЙМЕООХА ЫРБОЗПХФБНЙ.пФУПЕДЙОСАЭЙКУС ИЧПУФПЧПК ПФУЕЛ РП ЛПОУФТХЛГЙЙ РПДПВЕО ПУОПЧОПНХ.

iCHPUFPPCHPE PRETEOYE VSHMP GEMSHOSHCHN UCHPVPDOPOEUKHEIN NPOPRMBOOPPZP FIRB UP USHENOSCHNY BLPOGPCHLBNY. лПОУФТХЛФЙЧОП ПОП УПУФПСМП ЙЪ ДЧХИ МПОЦЕТПОПЧ,ЫФБНРПЧБОЩИ ОЕТЧАТ Й РТПЖЙМШОЩИ УФТЙОЗЕТПЧ,РПЛТЩФЩИ БМЛМЬДПЧПК ПВЫЙЧЛПК.лЙМШ ВЩМ РТБЛФЙЮЕУЛЙ ФБЛЙН-ЦЕ.тХМШ ОБРТБЧМЕОЙС Й ТХМЙ ЧЩУПФЩ ЙНЕМЙ ДАТБМЕЧЩК ОБВПТ Й РПМПФОСОХА ПВЫЙЧЛХ.хРТБЧМСАЭЙЕ РМПУЛПУФЙ ВЩМЙ ДЙОБНЙЮЕУЛЙ УВБМБОУЙТПЧБОЩ Й ЙНЕМЙ ФТЙННЕТЩ. дЧБ РТПФЕЛФЙТПЧБООЩИ ФПРМЙЧОЩИ ВБЛБ ЕНЛПУФША РП 350 М ХУФБОБЧМЙЧБМЙУШ УФБОДБТФОП - РП ПДОПНХ Ч ЛБЦДПН ЛТЩМЕ НЕЦДХ МПОЦЕТПОБНЙ.дПРПМОЙФЕМШОЩК ВБЛ,ЧНЕЭБЧЫЙК 320 М,ВЩМ ХУФБОПЧМЕО Ч ЖАЪЕМСЦЕ ЪБ ЛБВЙОПК.рПД ЛpЩМШСНЙ ФБЛЦЕ НПЗМЙ РПДЧЕЫЙЧБФШУС ДЧБ УВТБУЩЧБЕНЩИ ВБЛБ ЕНЛПУФША РП 284 ЙМЙ 416 М.ч ЪБЧЙУЙНПУФЙ PF OBMYYUYS FPRMMYCHB VPECHPK TBDYKHU VSCHM UMEDHAEIN: FPMSHLP U CHOHFTEOOOYNY VBLBNY - 765 LN, DCHHNS 284-M VBLBNY - 1045 LN, DCHHNS 416-M VBLBNY - 1368 LN.

пУОПЧОЩН ЧППpХЦЕОЙЕН P-51D СЧМСМЙУШ ЫЕУФШ 12,7-НН РХМЕНЕФПЧ Browning ХУФБОПЧМЕОЩИ РП ФТЙ Ч ЛpЩМЕ,У НБЛУЙНБМШОЩН ВПЕЛПНРМЕЛФПН РП 400 РБФТПОПЧ ОБ УФЧПМ ДМС ЧОХФТЕООЙИ Й РП 270 ДМС ГЕОФТБМШОЩИ Й ЧОЕЫОЙИ РХМЕНЕФПЧ,Ч ГЕМПН УПУФБЧМСАЭЙИ 1880 РБФТПОПЧ.гЕОФТБМШОЩЕ РХМЕНЕФЩ НПЦОП ВЩМП УОСФШ ,ХНЕОШЫЙЧ ЧППpХЦЕОЙЕ ДП 4-И РХМЕНЕФПЧ Й,УППФЧЕФУФЧЕООП,ХНЕОШЫЙЧ ВПЕЛПНРМЕЛФ,ОП Ч ЬФПН УМХЮБЕ Mustang НПЗ ОЕУФЙ ДЧЕ 454-ЛЗ ВПНВЩ ЙМЙ ДЕУСФШ ОЕХРТБЧМСЕНЩИ 127-НН ТБЛЕФ ЙМЙ ЫЕУФШ РХУЛПЧЩИ ФТХВ ДМС ТБЛЕФ ФЙРБ "ВБЪХЛБ",ХУФБОПЧМЕООЩИ Ч ДЧХИ УЧСЪЛБИ РП ФТЙ ФТХВЩ РПД ЛpЩМШСНЙ.лПЗДБ УФБМЙ ЙЪЧЕУФОЩ ХОЙЛБМШОЩЕ ЧПЪНПЦОПУФЙ ЬФЙИ ТБЛЕФ,ХУФБОПЧМЕООЩИ ОБ P-51D,ФП РПУМЕДОЙЕ 1100 P-51D-25-NA ВЩМЙ ЧЩРХЭЕОЩ У РЙМПОБНЙ "ОХМЕЧПК ДМЙОЩ" (РПРТПУФХ ДЧБ УФЕТЦОС У ЪБНЛБНЙ - РТЙН. РЕТЕЧ.) ДМС РПДЧЕЫЙЧБЕНЩИ РПД ЛТЩМШС 127-НН ТБЛЕФ,ЛПФПТЩЕ ЙНЕМЙ НЕОШЫЙК ЧЕУ РП УТБЧОЕОЙА У ФТХВЮБФЩНЙ ОБРТБЧМСАЭЙНЙ.фПЮЛБ УИПЦДЕОЙС РХМЕНЕФОЩИ ФТБУУ ВЩМБ ХУФБОПЧМЕОБ ОБ 275 НЕФТБИ,ОП ОЕЛПФПТЩЕ РЙМПФЩ ХНЕОШЫБМЙ ЕЕ ДП 230 Й ТЕЗХМЙТПЧБМЙ РХМЕНЕФЩ РП УЧПЕНХ ЧЛХУХ .

uFBODBTFOSCHN DCHYZBFEMEN P-51D VSM 12-GYMYODTPCHSCHK DCHYZBFEMSH TSYDLPUFOPZP PIMBTTSDEOYS Rolls-Royce Merlin V-1650-3 YMY V-1650-7 TBCHYCHBCHYYK 1400 M.U. ОБ ЧЪМЕФЕ.HБ РЕТЧЩИ нХУФБОЗБИ ХУФБОБЧМЙЧБМЙУШ ОЙЪЛПЧЩУПФОЩЕ ДЧЙЗБФЕМЙ Allison,ОП ЛПЗДБ ВЩМЙ ПУПЪОБОЩ ЕЗП ЧПЪНПЦОПУФЙ ЛБЛ ЧЩУПФОПЗП ЙУФpЕВЙФЕМС,ТЕЫЙМЙ ХУФБОПЧЙФШ ДЧЙЗБФЕМШ Merlin.дМС ЬФПК ГЕМЙ ЛПНРБОЙЙ "Rolls-Royce" ВЩМЙ РЕТЕДБОЩ ЮЕФЩТЕ Mustang Mk.I,ЙУРПМШЪПЧБЧЫЙЕУС Ч ЛБЮЕУФЧЕ ПРЩФПЧЩИ - AL963, AL975,AM203 Й AM208.дЧЙЗБФЕМЙ УЕТЙЙ Merlin 61 ХУФБОБЧМЙЧБМЙУШ У ДПРПМОЙФЕМШОЩН РЕТЕДОЙН ТБДЙБФПТПН ЧДПВБЧПЛ Л ПВЩЮОПНХ У ЧПЪДХИПЪБВПТОЙЛПН РПД ЖАЪЕМСЦЕН.лПНВЙОБГЙС Mustang/Rolls-Royce ПЛБЪБМБУШ ОБУФПМШЛП ХДБЮОПК,ЮФП УФБМБ УФБОДБТФОПК ДМС ЧУЕИ ЧБТЙБОФПЧ нХУФБОЗБ.дМС ХЧЕМЙЮЕОЙС ЧЩРХУЛБ ДЧЙЗБФЕМЕК,БНЕТЙЛБОУЛБС ЖЙТНБ "Packard Car Company" OBYUBMB ChSCHHRHULBFSH Merlin RP MYGEOJYY.

Merlin HБ ДЧЙЗБФЕМСИ УЕТЙЙ -3 ТБВПФБ ФХТВПЛПНРТЕУУПТБ ОБЮЙОБМБ ПЭХЭБФШУС У ЧЩУПФЩ 5800 Н,Б УЕТЙЙ -7 ПФ 4500 ДП 5800 Н.фХТВПОБДДХЧ ВЩМ БЧФПНБФЙЮЕУЛЙН,ОП НПЗ ТЕЗХМЙТПЧБФШУС ЧТХЮОХА.дМС РПМХЮЕОЙС ДПРПМОЙФЕМШОПК НПЭОПУФЙ Ч БЧБТЙКОПН УМХЮБЕ НПЦОП ВЩМП ЖПТУЙТПЧБФШ ДЧЙЗБФЕМШ,ФПМЛОХЧ УЕЛФПТ ЗБЪБ ЪБ ПЗТБОЙЮЙФЕМШ , UMPNBCH RTEDPITBOYFEMSHOHA YUELKH.EUMY LFPF TETSYN YURPMSHЪPCHBMUS UCHCHCHIE RSFY NYOHF, FP UHEEUFCHPCHBM UETSHOEOSCHK TYUL RPCHTEDYFSH DCHYZBFEMSH.

х РЙМПФПЧ нХУФБОЗПЧ ОЕ ПУФБЧБМПУШ УПНОЕОЙК,ЛПЗДБ ФХТВПЛПНРТЕУУПТ РЕТЕИПДЙМ ОБ ЧЩУПФОЩК ОБДДХЧ,ЙЪ-ЪБ ТЕЪЛЙИ УПДТПЗБОЙК НБЫЙОЩ.пОЙ ОБХЮЙМЙУШ РТЕДХЗБДЩЧБФШ ЕЗП ЧЛМАЮЕОЙЕ Й ХНЕОШЫБМЙ ЗБЪ.рТЙ УОЙЦЕОЙЙ РЕТЕИПД ОБ ОЙЪЛПЧЩУПФОЩК ОБДДХЧ РТПЙУИПДЙМ ОБ ЧЩУПФЕ 4800 Н Й ЕДЙОУФЧЕООЩН ХЛБЪБОЙЕН ОБ ЬФПФ НПНЕОФ ВЩМП РБДЕОЙЕ ДБЧМЕОЙС ABOUT TBMYUOSCHI RTYVPTBI.

Merlin ЧТБЭБМ ЮЕФЩТЕИМПРБУФОЩК БЧФПНБФЙЮЕУЛЙК ЧЙОФ РПУФПСООПК УЛПТПУФЙ - МЙВП Hamilton-Standard Hydromatic,МЙВП Aeroproducts.нБУМПТБДЙБФПТ Й ЦЙДЛПУФОПК ТБДЙБФПТ ПИМБЦДЕОЙС (30/70 % ЬФЙМЕО-ЗМЙЛПМШ/ЧПДБ) ВЩМЙ ХУФБОПЧМЕОЩ Ч УЙМШОП ЧЩДЧЙОХФПН РПДЖАЪЕМСЦОПН ПВФЕЛБФЕМЕ У ЧПЪДХИПЪБВПТОЙЛПН.

еДЙОУФЧЕООПК УМБВПУФША ДЧЙЗБФЕМС Merlin ВЩМП ФП,ЮФП ПО НПЗ ЧЩКФЙ ЙЪ УФТПС ЙЪ-ЪБ ЕДЙОУФЧЕООПК РХМЙ ЙМЙ ПУЛПМЛБ,ЮФП Ч РТЙОГЙРЕ РТЙУХЭЕ ЧУЕН pСДОЩН ДЧЙЗБФЕМСН ЦЙДЛПУФОПЗП ПИМБЦДЕОЙС, ОП ОЕ ХНБМСМП ДПУФПЙОУФЧ нХУФБОЗБ Ч ГЕМПН Й УБНПМЕФ РТЙЧЕФУФЧПЧБМУС НОПЗЙНЙ ЬЛЙРБЦБНЙ B-17 РТЙ ЙИ РТПОЙЛОПЧЕОЙЙ ЧЗМХВШ OEVEU ZETNBOY CHP CHTENS DOECHOOPZP OBUFHRMEOYS RTPFICH OBGYUFULPK CHPEOOPC RTPNSCHYMEOOPUFY. UFPYNPUFSH P-51D Mustang U DCHYZBFEMEN Packard Merlin UPUFBCHMSMB $50985, UFP CHEUSHNB OENOPPZP DMS FBLPZP LVZHELFYCHOPZP Y LMESBOFOPZP UBNPMEFB.

yuETFETS " North American t-51 hustang " yuETFETS " North American t-51 hustang (4)" yuETFETS " North American t-51 hustang (5)" UETFEC "North American P-51 Mustang (6)" UETFEC "North American P-51D Mustang (J-26)" UETFEC "North American P-51D Mustang" jPFPZTBJYY: chFPTPK RTPFPFYR XP-51D chFPTPK RTPFPFYR XP-51D chFPTPK RTPFPFYR XP-51D P-51D P-51D P-51D P-51D P-51D P-51D P-51D Урх HVAR Y 227-LZ VPNVBNY zhPFPTBECHUIL F-6D P-51D-25 P-51D-15 U 75-NN rx "vBHLB" HUEVOSCHK TP-51D SYCHEDULYK P-51D (J-26) P-51D P-51D U td XRJ-30-AM LURETYNEOFBMSHOSHCHK P-51K LURETYNEOFBMSHOSHCHK P-51K lBVYOB RYMPFB P-51D WEENCH : CHBTYBOFSHCH PLTBULY :