Built with “Absolute Realism” technology

“For those out there that live for realism and depth, Wings of Power aircraft deliver on a scale never seen before. However, even with all this tremendous detail, you can still just throw the throttle forward and fly away…”

Features:

ü Built with “Absolute realism” flight technology

o Can be flown “by the book”

o Famous Mustang stall characteristics, including the deadly flat spin

o “Absolute Realism” means the entire flight envelope is modeled via the actual pilot’s training manuals

§ Authentic cruise performance under various conditions with realistic fuel economy

§ Absolute Realism even delivers authentic “distance-to-altitude” performance under various power settings

§ Merlin torque means full power cannot be applied with brakes on or aircraft will “nose over”

ü Gorgeously constructed aircraft, inside and out, down to the last rivet

ü Authentic sounds

o True-to-life sound characteristics of the famous Rolls Royce “Merlin” engine from idle to war emergency power

o Actual P51 gyro and flap motor sounds

o Stall buffet, canopy, ground roll, and authentic cockpit wind

ü Both modern and veteran P51 pilots helped create the “feel” of flight

ü “Wings of Power “Special Effects” package includes:

o Historically accurate lighting for stunning nighttime visuals

o Realistic startup visuals modeled after the real aircraft

o Belly landings with realistic effects and physics programming

Screenshots (click on any picture to view):

Interior screenshots taken from actual in-game, fully-functional 3D cockpit

In-game MOVIE:

P51 flies with the Wings of Power “Heavy Bombers and Jets”

Click HERE to download (10MB):

WINGS OF POWER CERTIFIED

“Absolute Realism”

WINGS OF POWER CERTIFIED SPECIFICATIONS

Wings of Power P-51D Mustang

Like the entire Wings of Power series, the Wings of Power P-51D Mustang was created with a process called "Absolute Realism". The flight model was very carefully researched. We interviewed many pilots who flew the P-51D, two of them double aces. We took our own orientation flights in existing P-51D aircraft to get a true feel for how these marvelous aircraft sound and fly in real life. And we used the actual pilot's training manual and technical orders to ensure our procedures and performance matched the real thing as closely as possible.

To get the most realistic experience possible from Wings of Power aircraft, we recommend you purchase a copy of the actual Pilot Training Manual, which is available either on a CD-ROM or as a printed copy at many sites on the web. Then, use the procedures in the manual to fly your Wings of Power aircraft. Most of the procedures below are taken verbatim from the P-51 Pilot Training Manual, so having the complete manual will add the ultimate level of realism to your Wings of Power experience.

The following abbreviated procedures were condensed from the P-51D Pilot Training Manual. It's worth noting that the manual begins with a cautionary tale, several pages long, comparing the P-51D to a wild stallion. It was -- and is -- that kind of airplane. Throughout the manual, the prospective pilot is warned repeatedly about the high-performance nature of the Mustang, and its propensity to turn on the unwary. It also, however, strongly emphasizes the fact that the P-51D is a superb aircraft in the right hands, asserting that it was the finest aircraft of its kind anywhere in the world. That argument continues to this day, but there is little doubt that, among the piston powered aircraft of the 20th century, the North American P-51D Mustang has emerged as an icon, and is by far the most widely recognized piston fighter ever produced.

General Information

Empty Weight: 7,266 lbs.
Wingspan: 37.03 feet
Wing Area: 235.75 square feet
Normal Takeoff Weight: 9,600 lbs.
Maximum Takeoff Weight: 12,403 lbs.
Top Speed, altitude: 437 mph TAS @ 25,000 feet MSL
Top Speed, Sea Level: 367 mph TAS
Stalling Speed, clean (9,500 lbs.): 113 mph IAS
Stalling Speed, landing (9,500 lbs.): 98 mph IAS
Powerplant: Packard Merlin V-1650-7, 1490 HP for takeoff, 1720 HP combat emergency
Armament: Six .50 caliber machine guns; two bombs up to 1000 lbs each; six rockets

Weights and Loading

The Wings of Power P-51D flight model is set up with a high level of realism, which extends to aircraft loading and fuel supply. In the Fuel and Payloads menu, you will see three fuel tanks and six station loads. The first two station loads are the pilot and weight of the engine oil, which is stored in a tank mounted on the aircraft firewall. When full, this tank weighed 94 pounds, which is reflected in the default weight of this station load. The normal pilot weight was considered to be 200 pounds for this aircraft, also reflected in the station loading. The remaining four station loads reflect the guns and ammunition, handled separately for each wing. Thus, the plane can be set up for flight with the normal gun and ammo weight present in the wings, without ammo but just with the gun weight, or without guns and ammo for acrobatic trim. The manual states that the presence of the gun and ammunition weight has a negligible effect on aircraft handling, but this weight will affect the rate of climb and fuel consumption as well as takeoff distance, albeit marginally.

Set up your Wings of Power Mustang to suit your mission and proceed to the Cockpit Check. The default loadings for weight are normal for this aircraft, so no action needs to be taken here unless you plan a special mission.

Cockpit Check - Fuel Supply

The first thing you will want to consider is whether or not to fly with the aft fuselage tank filled. When even half-full, this tank had a severely adverse affect on the aircraft's handling. Only normal, conservative maneuvers were allowed with this tank full, as it moves the aircraft's center of gravity well aft. Unless you are planning a long-range ferry mission, it is recommended this tank be set to empty or nearly empty. Note: for "Auto Start", this tank must have enough fuel in it to get the plane started, as the simulator will NOT select either wing tank automatically. To get around this, start with five gallons of fuel in the center tank if you plan on using the "Auto Start" feature to start your aircraft.

Cockpit Check - Controls

Parking Brake - Set
Fuel Selector - Set to fuselage tank if fuel is present; use fullest wing tank if fuselage tank is empty.
Elevator Trim - Neutral if fuselage tank is full; 4 degrees tail-heavy if fuselage tank is empty
Rudder Trim - 5 degrees nose-right
Aileron Trim - Neutral
Flaps - Up for takeoff
Carburetor Air - Normal
Propeller Control - FULL FORWARD
Tailwheel - unlocked for taxi
Flight Instruments - Checked and Set
Engine Instruments - Checked
Switches - Checked

Engine Starting

The following procedure was taken directly from the P-51D manual except for those noted with an asterisk.

Cockpit Check - COMPLETE
Set or hold your parking brakes.
Turn the battery and generator switches to ON.
Put fuel selector on LEFT MAIN TANK (or FUSELAGE TANK if so equipped) and turn fuel shut-off valve ON.
Put the booster pump on EMERGENCY.
Turn the magneto switch on BOTH.
Set mixture control to RICH.*
Confirm fuel pressure is at least 10 psi.*
Use the primer - three to four shots for a cold engine.
Engage starter switch until the engine starts.
Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds.
Idle at 1200-1300 RPM until the oil temperature reaches 40 degrees C.
Check the suction gage to see if it is working.
Check all instruments for proper function.
After warmup, idle at 1000 RPM or slightly less.

Pre-takeoff Check

See that the trim tabs are properly set.
Check the mags at 2300 RPM. 100 RPM drop maximum.
Check the propeller control.
Turn the booster pump to emergency
Check the coolant/oil shutter position (open for takeoff).

Takeoff

This section was taken directly from the manual except for the notations in parentheses.

After you have pulled out and lined up on the runway, make sure the steerable tailwheel is locked and the stick well back. Then advance the throttle gradually, and smoothly, up to the desired manifold pressure. Don't hoist the tail up by pushing forward on the stick until you have sufficient airspeed to give you effective rudder control (at least 60 mph IAS).

This is important to watch in the takeoff, since the P-51, like all single-engine planes, has a tendency to turn left because of torque. If you horse the tail off the ground too quickly with the elevators, better be ready to use the right rudder promptly.

Keep the airplane in a three-point attitude until you have plenty of airspeed. In a normal takeoff, the rudder trim tab is sufficient to make torque almost unnoticeable.

After Takeoff

Raise the landing gear.
Throttle back to normal climbing power.
Adjust the prop to climbing RPM.
Retrim the ship as required for climbing.
Turn the booster pump to the normal position.
Check over all your instruments.

Landing

Check tanks and select the fullest tank for landing.
Put the fuel booster on normal.
Check the mixture control and set to RICH.
Set the prop to about 2700 RPM.
Check the traffic pattern and obtain clearance to land.
Slow down to a sensible speed before peeling off.
Slow down to 170 mph before lowering your landing gear. When the landing gear comes down, the airplane gets quite nose-heavy. However, you can easily adjust the trim tabs to take care of this. Don't forget that the gear takes 10-15 seconds to go down.
The normal speed in the traffic pattern with wheels down is 150 mph IAS.
Do not lower full flaps before 165 mph IAS. Remember, it takes 15 seconds to go from the full up position to the full down position. Allow plenty of time for this operation to make sure your flaps are down when you need them.
After your flaps are down and you roll out of the turn onto the landing (approach) leg, your speed should be about 115-120 mph IAS. Don't keep so much power on that you'll be making a power approach. However, keep enough power on to keep your engine clean (about 20-25 inches of Hg on final at a descent rate of 500 fpm at 120 mph IAS at 9,000 lbs. aircraft wt.)
Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude.
Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane sets down. The P-51 doesn't mush but stalls rather suddenly when you lose flying speed. So have your plane close to the runway at this point.

Climb Control

A normal, brisk climb is made at 175 mph IAS with a manifold pressure of 46" and the propeller set to 2700 RPM. A climb to 25,000 feet can be accomplished in about 15 minutes and will cover about 50 nautical miles. Allow the climbing speed to fall off gradually above 15,000 feet until you are climbing at 165 mph IAS at 25,000 feet. A climb to 25,000 feet will use about 21 gallons of fuel in this flight model if the mixture is set to automatic. For maximum performance, climb at 61" and 3,000 RPM at 175 mph. A climb to 20,000 feet at this power setting will take about 6.5 minutes and cover a little over 20 nautical miles.

Cruise Control Schedule

Set your Mustang up for optimum cruising, depending on your mission, using the following table, for aircraft weights of 8,000 to 9,600 lbs. These two settings are just two possible examples taken from the manual. Your WoP P-51D matches the fuel economy and range of the real aircraft per the manual, and you can use the manual to set up a variety of cruise settings. Use the "Range" information below, in miles per gallon, to calculate your range based on the amount of fuel you have on board. All figures are for the mixture control set to automatic.

Altitude	Pilot's IAS	Manifold Pressure	RPM	TAS MPH	GPH	Specific Range
10,000	215	31	1600	248	40	6.3 mpg
20,000	235	35	2100	316	56	5.6 mpg

Engine Limitations and Characteristics

The Packard Merlin V-1650-7 used in this P-51D was a potent engine and a good performer at high altitudes. The two-stage supercharger did a good job of maintaining power up to moderately high altitudes and its operation was normally automatic. The maximum allowable manifold pressure for this aircraft is 67", which is considered "War Emergency Power" or "Combat Power". This setting was to be used for only five minutes at a time. The normal maximum power for takeoff is 61" at 3000 RPM. There is no War Emergency Power switch on this aircraft. Just use the throttle to set the appropriate manifold pressure.

ENGINE POWER CHART	TAKEOFF MAXIMUM	TAKEOFF NORMAL	WAR EMERGENCY	MILITARY POWER	MAXIMUM CONTINUOUS	MAXIMUM CRUISE	NORMAL CRUISE
MP	61"	45"	67"	61"	46"	36"	30"
RPM	3000	3000	3000	3000	2700	2400	2250

Flight Characteristics

From the P-51 Manual:

"The P-51 is one of the sweetest-flying fighter planes ever built. It is very light on all controls and stable at all normal loadings. Although light on the controls, it is not so sensitive that you would call it jerky. Light, steady pressures are all you need to execute any routine maneuver. At various speeds in level flight or in climbing or diving, the control pressures you have to hold are slight and can be taken care of by slight adjustments on the trim tabs. However, the trim tab controls are sensitive; use them carefully.

CAUTION - In designing the later models of the P-51 and adding new equipment such as radio units and an additional gas tank, the center of gravity of the airplane has been moved back. The effect is that the forces necessary to move the stick have been lightened. Instead of a force of 6 lbs per G of acceleration, you exert a force of only about 1.5 lbs. to move the stick. As a result, you have considerable leverage on the stick -- you can easily put greater stresses on the airplane than it is designed to withstand. So be careful in sharp pullouts and in steep turns."

Stalls

A stall in the P-51 is comparatively mild. The airplane does not whip at the stall, but rolls rather slowly and has very little tendency to drop into a spin. You get ample warning of any type of stall. In a straight power-off stall you feel a slight elevator buffet about 3 to 4 mph above the stall. In a high-speed stall you feel a sharp buffeting at the elevators and at the root of one wing. Recovery from any stall is entirely normal. Apply opposite rudder to pick up the dropping wing and release the back pressure on the stick.

Stalling Speeds and Stall Warning

Although Flight Simulator has a stall horn, it does not indicate an impending stall. In other words, there is no stall warning in Flight Simulator such as you might find on a real aircraft. Thus, you will get no warning at all before the aircraft goes into a deep, full stall. At this point, the stall horn will come on and your stick will shake if you have force feedback. The speed at which the FS stall horn comes on is actually about 5 knots slower than the actual speed at which your aircraft will begin to stall. Don't rely on the FS stall horn to tell you when you're in a stall. By this time, you will be in a deep, full stall which is more difficult to recover from. The 1-g stall speeds listed above are the indicated airspeeds at which the aircraft will begin to stall, but these speeds won't trigger the stall horn. Watch your airspeed and pay attention to how the aircraft is handling rather than waiting for the stall horn; by that time, it will probably be too late to recover.

Spins

Never spin the aircraft intentionally even with power off unless you have sufficient altitude to get out of the spin above 10,000 feet. Never spin the airplane intentionally with the power on under any conditions. Like all fighter planes the P-51 loses altitude terrifically fast in this maneuver and has a tendency not only to tighten up but to go flat when you use power. Recovery is made by applying rudder against the spin and returning the stick to neutral. In this situation you may lose as much as 9,000 feet of altitude.

Permissible Acrobatics

All acrobatics are permissible, with the exception of snap rolls and power-on spins.

Wings of Power P-51H Mustang

Like the entire Wings of Power series, the Wings of Power P-51H Mustang was created with a process called "Absolute Realism". The flight model was very carefully researched. We interviewed many pilots who flew the P-51D, two of them double aces. We took our own orientation flights in existing P-51D aircraft to get a true feel for how these marvelous aircraft sound and fly in real life. And we used the actual P-51H pilot's training manual and technical orders to ensure our procedures and performance matched the real thing as closely as possible.

The P-51H differs from the P-51D primarily in performance. The procedures are identical in many cases to the P-51D, and aircraft handling is very similar, with the "H" model having greater agility and a higher roll rate due to its substantially lighter weight and larger ailerons. The fuel capacity is lower on the "H" model because the fuselage tank was made smaller to reduce the negative impact on weight and balance from the excess weight being so far aft from the center of gravity. However, the "H" model has a range similar to the "D" model because its airframe has slightly less drag, and the aircraft weighs considerably less than the "D" model. The P-51H was conceived and manufactured during WWII and would have seen combat had the war not ended in September, 1945. It was developed on a timeline that was roughly concurrent with that of the Focke-Wulf Ta 152, and its performance was similar to the German aircraft. However, the P-51H, with its top speed of 487 mph at 25,000 feet, was substantially faster than either the Ta 152C or H models, by at least 15 mph. In addition, the P-51H incorporated many of the automatic features common to late-war German aircraft. It used a Simmonds control unit to maintain a constant manifold pressure relative to throttle position, eliminating the need for the pilot to "chase" the throttle lever to maintain manifold pressure as the aircraft gained altitude. The supercharger switch from low to high speed was fully automatic, as were many of the controls related to the water injection and war emergency power.

Perhaps the greatest advantage the P-51H would have had over the Ta 152 is the fact that the Mustang remained a superlative dogfighter despite achieving parity of power and speed with the Ta 152. If anything, the P-51H was a nimbler, better-handling aircraft than the P-51D, and its lighter weight would have allowed a tighter turning radius at high altitude than the German plane. In a dive or level flight, the P-51H was as fast or faster than any single-engine, propeller-driven Axis fighter ever built. The P-51H, although not well-known, was probably the finest piston-engined fighter to emerge from WWII in every respect and was likely the fastest propeller-driven aircraft in the world at the close of WWII.

The following abbreviated procedures were condensed from the P-51 Pilot Training Manual. It's worth noting that the P-51D manual begins with a cautionary tale, several pages long, comparing the aircraft to a wild stallion. It was -- and is -- that kind of airplane. Throughout the manual, the prospective pilot is warned repeatedly about the high-performance nature of the Mustang, and its propensity to turn on the unwary. It also, however, strongly emphasizes the fact that the P-51 is a superb aircraft in the right hands, asserting that it was the finest aircraft of its kind anywhere in the world. That argument continues to this day, but there is little doubt that, among the piston powered aircraft of the 20th century, the North American P-51 Mustang has emerged as an icon, and is by far the most widely recognized piston fighter ever produced.

General Information

Empty Weight: 6,585 lbs.
Wingspan: 37.00 feet
Wing Area: 235.00 square feet
Normal Takeoff Weight: 9,374 lbs.
Maximum Takeoff Weight: 11,500 lbs.
Top Speed, altitude: 487 mph TAS @ 25,000 feet MSL
Top Speed, Sea Level: 401 mph TAS
Initial climb: 4,000 fpm with WEP
Stalling Speed, clean (9,500 lbs.): 114 mph IAS
Stalling Speed, landing (9,500 lbs.): 100 mph IAS
Powerplant: Packard Merlin V-1650-9, 1380 HP for takeoff, 2,218 HP War Emergency
Armament: Six .50 caliber machine guns; two bombs up to 1000 lbs each; ten rockets

Weights and Loading

The Wings of Power P-51H flight model is set up with a high level of realism, which extends to aircraft loading and fuel supply. In the Fuel and Payloads menu, you will see three fuel tanks and six station loads. The first two station loads are the pilot and weight of the engine oil, which is stored in a tank mounted on the aircraft firewall. When full, this tank weighed 94 pounds, which is reflected in the default weight of this station load. The normal pilot weight was considered to be 200 pounds for this aircraft, also reflected in the station loading. The remaining four station loads reflect the guns and ammunition, handled separately for each wing. Thus, the plane can be set up for flight with the normal gun and ammo weight present in the wings, without ammo but just with the gun weight, or without guns and ammo for acrobatic trim. The manual states that the presence of the gun and ammunition weight has a negligible effect on aircraft handling, but this weight will affect the rate of climb and fuel consumption as well as takeoff distance, albeit marginally.

Cockpit Check - Fuel Supply

The first thing you will want to consider is whether or not to fly with the aft fuselage tank filled. When full, this tank had an adverse affect on the aircraft's handling. Only normal, conservative maneuvers were allowed with this tank full, as it moves the aircraft's center of gravity well aft. Unless you are planning a long-range ferry mission, it is recommended this tank be set to empty or nearly empty. Note: for "Auto Start", this tank must have enough fuel in it to get the plane started, as the simulator will NOT select either wing tank automatically. To get around this, start with five gallons of fuel in the center tank if you plan on using the "Auto Start" feature to start your aircraft.

Cockpit Check - Controls

Parking Brake - Set
Fuel Selector - Set to fuselage tank if fuel is present; use fullest wing tank if fuselage tank is empty.
Elevator Trim - 2 degrees nose-heavy
Rudder Trim - 7 degrees nose-right
Aileron Trim - Neutral
Flaps - Up for takeoff
Carburetor Air - Normal
Propeller Control - FULL FORWARD
Tailwheel - unlocked for taxi
Flight Instruments - Checked and Set
Engine Instruments - Checked
Switches - Checked

Engine Starting

The following procedure was taken directly from the P-51 manual except for those noted with an asterisk.

Cockpit Check - COMPLETE
Set or hold your parking brakes.
Turn the battery and generator switches to ON.
Put fuel selector on LEFT MAIN TANK (or FUSELAGE TANK if so equipped) and turn fuel shut-off valve ON.
Put the booster pump on EMERGENCY.
Turn the magneto switch on BOTH.
Set mixture control to RICH.*
Confirm fuel pressure is at least 10 psi.*
Use the primer - three to four shots for a cold engine.
Engage starter switch until the engine starts.
Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds.
Idle at 1200-1300 RPM until the oil temperature reaches 40 degrees C.
Check the suction gage to see if it is working.
Check all instruments for proper function.
After warmup, idle at 1000 RPM or slightly less.

Pre-takeoff Check

See that the trim tabs are properly set.
Check the mags at 2300 RPM. 100 RPM drop maximum.
Check the propeller control.
Turn the booster pump to emergency
Check the coolant/oil shutter position (open for takeoff).

Takeoff

This section was taken directly from the manual except for the notations in parentheses.

Keep the airplane in a three-point attitude until you have plenty of airspeed. In a normal takeoff, the rudder trim tab is sufficient to make torque almost unnoticeable.

After Takeoff

Raise the landing gear.
Throttle back to normal climbing power.
Adjust the prop to climbing RPM.
Retrim the ship as required for climbing.
Turn the booster pump to the normal position.
Check over all your instruments.

Climb Control

A normal, brisk climb is made at 165 mph IAS with a manifold pressure of 46" and the propeller set to 2700 RPM. A climb to 25,000 feet can be accomplished in about 15 minutes and will cover about 49 nautical miles. Allow the climbing speed to fall off gradually above 15,000 feet until you are climbing at 155 mph IAS at 25,000 feet. A climb to 25,000 feet will use about 25 gallons of fuel in this flight model if the mixture is set to automatic. For maximum performance, climb at 61" and 3,000 RPM at 165 mph.

Cruise Control Schedule (Clean Configuration, No Wing Racks, 9,000 lbs.)

Set your Mustang up for optimum cruising, depending on your mission, using the following table, for aircraft weights of 8,000 to 9,600 lbs. These two settings are just two possible examples taken from the manual. Your WoP P-51H matches the fuel economy and range of the real aircraft per the manual, and you can use the manual to set up a variety of cruise settings. Use the "Range" information below, in miles per gallon, to calculate your range based on the amount of fuel you have on board. All figures are for the mixture control set to automatic.

NOTE: These figures are slightly higher than those listed in the P-51H manual. This is because the cleanest configuration specified in the manual is with wing racks installed. On a very clean aerodynamic design such as the P-51H, the wing racks create noticeable drag and thus will reduce the range as compared to a perfectly clean aircraft.

Altitude	Pilot's IAS	Manifold Pressure	RPM	TAS MPH	GPH	Specific Range
10,000	220	33	1600	253	46	5.5 mpg
20,000	224	33	1950	300	53	5.9 mpg

Landing

Check tanks and select the fullest tank for landing.
Put the fuel booster on normal.
Check the mixture control and set to RICH.
Set the prop to about 2700 RPM.
Check the traffic pattern and obtain clearance to land.
Slow down to a sensible speed before peeling off.
Slow down to 170 mph before lowering your landing gear. When the landing gear comes down, the airplane gets quite nose-heavy. However, you can easily adjust the trim tabs to take care of this. Don't forget that the gear takes 10-15 seconds to go down.
The normal speed in the traffic pattern with wheels down is 150 mph IAS.
Do not lower full flaps before 165 mph IAS. Remember, it takes about 15 seconds to go from the full up position to the full down position. Allow plenty of time for this operation to make sure your flaps are down when you need them.
After your flaps are down and you roll out of the turn onto the landing (approach) leg, your speed should be about 115-120 mph IAS. Don't keep so much power on that you'll be making a power approach. However, keep enough power on to keep your engine clean (about 20-25 inches of Hg on final at a descent rate of 500 fpm at 120 mph IAS at 9,000 lbs. aircraft wt.)
Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude.
Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane sets down. The P-51 doesn't mush but stalls rather suddenly when you lose flying speed. So have your plane close to the runway at this point.

Engine Limitations and Characteristics

The Packard Merlin V-1650-9 used in this P-51H was an extremely potent engine and an excellent performer at high altitudes. The two-stage supercharger did a good job of maintaining power up to high altitudes and its operation was normally automatic. The maximum allowable manifold pressure for this aircraft is 80", which is considered "War Emergency Power" or "Combat Power". This setting was to be used for only five minutes at a time. The normal maximum power for takeoff is 61" at 3000 RPM.

WEP

In the real aircraft, there was a gate that stopped throttle travel, limiting power to just 61". To increase power beyond this rating, the pilot simply pushed the throttle lever past the gate to the desired setting. The P-51H had both "dry" and "wet" WEP ratings. The "dry" rating was identical to the P-51D, which is 67". The "wet" rating is a full 80" of manifold pressure, producing over 2,200 HP at altitudes below 10,200 feet. In the real aircraft, a Simmonds control unit limited the maximum manifold pressure to 67" unless the water injection switch was turned on. If the water injection was turned on, a microswitch in the throttle quadrant was enabled and the maximum manifold pressure allowed by the Simmonds control unit was increased to 80". If the water injection switch was turned off, or the water tanks were empty, the maximum manifold pressure allowed by the control unit was 67" regardless of the throttle position. In this flight model, there is no War Emergency Power switch. The maximum "wet" manifold pressure is available by using the throttle control only. Adjust the manifold pressure using the throttle control as indicated by the chart below for various flight conditions.

Critical Altitude

The critical altitude for this engine is 32,000 feet. This is the altitude where the engine can still produce the full 67" of manifold pressure for "dry" combat power at full throttle. Above this altitude, the manifold pressure and engine power will begin to fall off. The War Emergency Power rating of 80" will begin to fall off above 25,000 feet.

ENGINE CONTROL	TAKEOFF MAXIMUM	TAKEOFF NORMAL	DRY WAR EMERGENCY	WET WAR EMERGENCY	MAXIMUM CONTINUOUS	MAXIMUM CRUISE	NORMAL CRUISE
MP	61"	45"	67"	80"	46"	36"	30"
RPM	3000	3000	3000	3000	2700	2400	2250
TIME LIMIT	15 MINUTES	UNLIMITED	5 MINUTES	7 MINUTES	UNLIMITED	UNLIMITED	UNLIMITED
THROTTLE POSITION	FULL	SET BY PILOT	WEP ENABLED, SET BY PILOT	FULL, WEP ENABLED	SET BY PILOT	SET BY PILOT	SET BY PILOT

Flight Characteristics

From the P-51 Manual:

Stalls and Spins

From the P-51H Manual:

The stall in this airplane is comparatively gentle. With idling power, stall warning is given by very slight airplane buffeting 2 to 3 mph above stall speed, followed by nose-down pitching at stall. There is mild longitudinal oscillation until the stick pressure is relieved. If further back-pressure is applied, the airplane will roll off on either right or left wing. This rolling condition is more severe with flaps down.

Stalling Speeds and Stall Warning

Power-off Spins

The airplane does not have any spin tendency at the stall, and it is necessary to force the airplane into the spin. In general, spins in this airplane are uncomfortable because of heavy oscillations and rolling. These motions are not regular, but occur erratically during the spin. Normally, the airplane goes over to a slightly inverted position in the first half-turn of the spin. Recovery is made by applying rudder against the spin and returning the stick to neutral.

Power-on Spins

Power-on spins are not recommended. If a power-on spin is encountered inadvertently, close throttle completely and apply control for recovery. Large losses in altitude should be anticipated if power-on spins and recoveries are attempted.

Permissible Acrobatics

All acrobatics are permissible, with the exception of snap rolls and power-on spins.

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