DCS GUIDE

P-51D MUSTANG By Chuck

LAST UPDATED: 11/07/2019
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 TABLE OF CONTENTS
• PART 1 – INTRODUCTION
• PART 2 – CONTROLS SETUP
• PART 3 – COCKPIT & GAUGES
• PART 4 – START-UP PROCEDURE
• PART 5 – TAKEOFF
• PART 6 – LANDING
• PART 7 – ENGINE & FUEL MANAGEMENT
• PART 8 – AIRCRAFT LIMITATIONS
• PART 9 – WEAPONS
• PART 10 – RADIO
• PART 11 – NAVIGATION
• PART 12 – AIR COMBAT
• PART 13 – TAMING TAILDRAGGERS

Special thanks to Paul "Goldwolf" Whittingham for creating the guide icons. 2
 The North American Mustang is is an American long-range, single-seat fighter and fighter-bomber used during World War II,
MUSTANG the Korean War and other conflicts. The Mustang was designed in 1940 by North American Aviation (NAA) in response to a
requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to
build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company,
P-51D

North American Aviation proposed the design and production of a more modern fighter. The P-51 Mustang was a solution to the
need for an effective bomber escort. It used a common, reliable engine and had internal space for a huge fuel load. With external
fuel tanks, it could accompany the bombers from England to Germany and back.
The Mustang, which was designed by a team led by lead engineer Edgar Schmued, followed the best conventional practice of the
era, but included several new features. One was a wing designed using laminar flow airfoils which were developed co-operatively
by North American Aviation and the National Advisory Committee for Aeronautics (NACA). These airfoils generated very low drag
at high speeds. During the development of the NA-73X, a wind tunnel test of two wings, one using NACA 5-digit airfoils and the
other using the new NAA/NACA 45–100 airfoils, was performed in the University of Washington Kirsten Wind Tunnel. The results
of this test showed the superiority of the wing designed with the NAA/NACA 45–100 airfoils.

The Mustang was originally designed to use the Allison V-1710 engine,
which, in its earlier variants, had limited high-altitude performance. It was
first flown operationally by the RAF as a tactical-reconnaissance Edgar O. Schmued
(1899-1985)
aircraft and fighter-bomber (Mustang Mk I). The addition of the Rolls-
Royce Merlin to the P-51B/C model transformed the Mustang's
PART 1 – INTRODUCTION

performance at altitudes above 15,000 ft, allowing the aircraft to compete

with Luftwaffe's fighters. The definitive version, the P-51D, was powered
by the Packard V-1650-7, a license-built version of the Rolls-Royce Merlin
66 two-stage two-speed supercharged engine, and was armed with six .50
caliber (12.7 mm) M2/AN Browning machine guns.

For me, flying the DCS Mustang was love at first sight. I crashed it so many
times, seized countless engines, entered too many nasty spins… yet the
Mustang truly is the Cadillac of the skies. Its cockpit is well laid out, and
proper training will make it a real joy to fly. I learned so much about
taildraggers with the Mustang, I cannot recommend this aircraft enough if
you are interested in the second world war in the slightest.

The versatility of the P-51 will bring you hundreds of hours of different
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kinds of missions. Hopefully, you will enjoy it as much as I did since 2012.
MUSTANG CONTROL FUNCTION

COMM PUSH TO TALK ALLOWS YOU TO USE RADIO MENU WHILE FLYING
P-51D

FLAPS DOWN DEPLOYS UP YOUR FLAPS 10 DEGREES (FLAP SETTINGS ARE 0, 10, 20, 30, 40 & 50 deg)

FLAPS UP RETRACTS YOUR FLAPS 10 DEGREES (FLAP SETTINGS ARE 0, 10, 20, 30, 40 & 50 deg)

GUN FIRE FIRES YOUR .50 CAL GUNS

LANDING GEAR UP/DOWN RAISES OR DEPLOYS YOUR LANDING GEAR

RADIATOR COOLANT OPEN

RADIATOR COOLANT CLOSE THESE RADIATOR CONTROLS ARE USEFUL IN SITUATIONS WHERE YOU NEED TO COOL YOUR
ENGINE QUICKLY. OTHERWISE, YOU CAN FLY USING THE AUTO MODE FOR RADIATORS. SEE
RADIATOR OIL OPEN ENGINE MANAGEMENT SECTION.
PART 2 – CONTROLS SETUP

RADIATOR OIL CLOSE

STARTER STARTER SWITCH. MAP IT TO SOMETHING YOU CAN HOLD OR TOGGLE.

TRIM ELEVATOR DOWN/UP ELEVATOR TRIM CONTROL

TRIM RUDDER LEFT/RIGHT RUDDER TRIM CONTROL

WAR EMERGENCY POWER WEP (WAR EMERGENCY POWER). USE WITH CAUTION.

WEAPON RELEASE ALLOWS YOU TO RELEASE YOUR BOMBS, ROCKETS AND DROP TANKS.

ZOOM IN SLOW ALLOWS YOU TO ZOOM IN

ZOOM OUT SLOW ALLOWS YOU TO ZOOM OUT

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MUSTANG
P-51D

To assign axis, click on “Axis Assign”. You

can also select “Axis Commands” in the
upper scrolling menu.
PART 2 – CONTROLS SETUP

To modify curves and sensitivities of axes,

click on the axis you want to modify and
then click “Axis Tune”.

5
MUSTANG Bind the following axes:
• ENGINE RPM SETTING – CONTROLS RPM
P-51D

• PITCH, ROLL, RUDDER (DEADZONE AT 0, SATURATION X

AT 100, SATURATION Y AT 100, CURVATURE AT 0)
• THROTTLE – CONTROLS MANIFOLD PRESSURE / BOOST
• WHEEL BRAKE LEFT
• WHEEL BRAKE RIGHT
PART 2 – CONTROLS SETUP

When setting wheel brake axis, they are not set

to “INVERT” by default. You need to click on
INVERT in the Axis Tune menu for each wheel
brake.

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 P-51D
PART 3 – COCKPIT & GAUGES MUSTANG

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 P-51D
PART 3 – COCKPIT & GAUGES MUSTANG

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 Tip: Pilot body can be toggled ON/OFF with “RSHIFT+P”
MUSTANG
P-51D
PART 3 – COCKPIT & GAUGES

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 P-51D
PART 3 – COCKPIT & GAUGES MUSTANG

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MUSTANG Canopy Handle
IFF (Identify-Friend-or-Foe) System
P-51D

Tail Radar Warning Power (Not Functional)

Tail Radar Warning Test

Radio System

Homing Adapter System

(Not Functional)
PART 3 – COCKPIT & GAUGES

Detrola Radio Range Receiver

(Not Functional)

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 Gun Heater Pitot Heater
MUSTANG

Right Fluorescent Tuner Ampmeter Wing Navigation Lights

P-51D

Tail Position Lights

Circuit Protectors Panel
(Push to Reset Breakers)

Generator Disconnect
PART 3 – COCKPIT & GAUGES

Battery Disconnect

Red Recognition Light

Green Recognition Light

Amber Recognition Light

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MUSTANG Canopy Jettison Lever
P-51D

Recognition Lights Key

PART 3 – COCKPIT & GAUGES

Oxygen Emergency
Bypass Valve

13
MUSTANG
P-51D

Fixed Reticle Mask Lever Gunsight

Gunsight Range (x100 ft)

Tail Warning
Radar Light

Gunsight Wingspan (ft)

PART 3 – COCKPIT & GAUGES

Gunsight Mode Selector

FIXED/GYRO/FIXED+GYRO

Gyro Power Switch

UP = OFF/ DOWN = ON

Gunsight Brightness Control 14

 Magnetic Compass Clock Manifold Pressure (inches Hg)
MUSTANG Suction Pressure Gauge (inches Hg)
P-51D

Coolant Temperature (deg C)

Tachometer (Engine
Airspeed Indicator (mph) RPM x100)

Directional Gyro Artificial Horizon

PART 3 – COCKPIT & GAUGES

Carburettor
Directional Gyro Temperature (deg C)
Heading Select
Artificial Horizon Oil Temperature (deg C)
Caging Knob
Fuel Pressure (psi)

Altitude Indicator
(x1000ft)

Barometric Pressure
Setting Knob
Oil Pressure(psi)
Turn & Bank Indicator
Barometric Pressure
(in Hg)
Vertical Speed Indicator
(x1000 ft/min) Accelerometer (G) 15
MUSTANG Supercharger High Blower Indicator Parking Brake Lever
Supercharger Mode
Switch Left Bomb Arming Switch
Landing Gear Indicator
P-51D

Right Bomb Arming Switch

Magnetos
(Ignition Switch)
Cockpit Lights

Oxygen Pressure (psi)

Fuel Booster Pump
Primer Switch
Oil Dilution Switch Oxygen Flow Indicator
PART 3 – COCKPIT & GAUGES

Weapon Selector
Starter Switch Bomb Delay Switch

Gun Mode Selector

Rocket Counter Control

Rocket Release Mode Rocket Counter Control

Emergency Hydraulic Release

Fuel Shutoff Valve Lever

Hydraulic Pressure (psi)

Fuel Tank Selector

Stick Locking Switch

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MUSTANG
Throttle Lever
P-51D

Microphone Switch
Propeller and Mixture
Lever Lock
Twist Grip – Gunsight
Target Range Control

Propeller RPM Control Lever

PART 3 – COCKPIT & GAUGES

Left/Right Bomb Jettison

Left Fluorescent Tuner

Throttle Lock

Landing Lights Switch Mixture Setting Lever

Oil Radiator Cooling Control Switch • Idle Cutoff: Position to start and shutdown the engine.
• Run: Standard operating setting, used for takeoff, climb,
Water Radiator Coolant Control Switch landing and combat.
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• Full Rich: Emergency setting used in case of carburetor failure.
 Rudder Trim Wheel
MUSTANG Carburettor Cold Air
Control Lever
P-51D

Carburettor Warm Air

Aileron Trim Wheel
Control Lever

Flaps Setting
Indicator (degrees)
PART 3 – COCKPIT & GAUGES

Flaps Control
Elevator Trim Wheel
Landing Gear Lever

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 P-51D
PART 3 – COCKPIT & GAUGES MUSTANG

Foldable Arm Rest

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 P-51D
PART 3 – COCKPIT & GAUGES MUSTANG

Defroster Control
Hot Air Control

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 P-51D
PART 3 – COCKPIT & GAUGES MUSTANG

Gun Trigger
Weapons Release Button

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 P-51D
PART 3 – COCKPIT & GAUGES MUSTANG

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 Left Wing Tank Fuel Gauge
TOTAL FUEL QUANTITY: 489 US GAL
MUSTANG (92 US GAL)
(with 2 x 110 gal drop tanks installed)
P-51D

Rear Fuselage Tank Fuel

Gauge (85 US GAL)
PART 3 – COCKPIT & GAUGES

Right Wing Tank Fuel Gauge

(92 US GAL)

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 P-51D
PART 3 – COCKPIT & GAUGES MUSTANG
Mirror

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MUSTANG
P-51D
PART 3 – COCKPIT & GAUGES

2 x M64 500 lbs Bombs

6 x HVAR 5-in. Rockets

6 x 0.50 cal Browning M2 Machineguns

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 Detrola LF (Low Frequency) Radio Wire Antenna
MUSTANG SCR-522-A VHF Radio Masts
P-51D
PART 3 – COCKPIT & GAUGES

Carburetor Air
Scoop (Ram Air)
Pitot Tube
Radiator Coolant and Oil
Radiator Air Intake

AN/ARC-3 Radio Mast

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MUSTANG
P-51D
PART 3 – COCKPIT & GAUGES

Aftercooler & Engine

Coolant Radiator Outlet

Oil Radiator Outlet

27
MUSTANG AN/APS-13 Rear Warning
Radar Antenna
P-51D

Rudder Trim Tab

PART 3 – COCKPIT & GAUGES

Elevator Trim Tabs

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MUSTANG
P-51D

W: Aircraft Identification
Letter
PART 3 – COCKPIT & GAUGES

414999: Aircraft
HO: USAAF Squadron Serial Number
Code. “HO” belongs to
485th Fighter Squadron.

In World War 2, the United States Army Air Forces used aircraft markings
as identification codes. For instance, “HO-W” means that the Aircraft W
belongs to the 485th Fighter Squadron (HO). You can set up your aircraft
markings in the Mission Editor. 29
MUSTANG PRE-FLIGHT
1. Flaps – UP
P-51D

2. Carburettor Ram Air Control Lever – FORWARD (RAM AIR POSITION)

3. Carburettor Hot Air Control Lever – FORWARD (NORMAL POSITION)
4. Rudder Trim: 6 deg right
5. Elevator Trim: 2 deg nose heavy with no drop tanks, 4 deg nose heavy with drop tanks
6. Mixture Control Lever – IDLE CUT-OFF
7. Propeller Control Lever – FULLY FORWARD
8. Crack Throttle Open (1 inch)
4

2
PART 4 – START-UP

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1 30
MUSTANG PRE-FLIGHT
9. Set Gunsight Selector-Dimmer Panel 9c 10a
P-51D

a) Brightness – BRIGHT 9b

b) Gyro Power – ON
c) Gunsight Mode - FIXED 9a
10. Set Parking Brake
a) Click and Hold Parking Brake
Handle (hold left mouse button)
b) Press wheel brake pedals
c) Release Wheel brake pedals
d) Release Parking Brake Handle
(release left mouse button)
e) To release parking brake, tap your
wheel brake pedals
PART 4 – START-UP

10d

10c 10b 31
MUSTANG ENGINE START
1. Fuel Shut-Off Valve – ON
P-51D

2. Fuel Selector Valve – Set to MAIN TANK LEFT HAND SIDE

3. Fuel Booster – ON
4. Ignition (Magnetos) Switch – BOTH
5. Battery Switch – ON (UP)
6. Generator Switch – ON (UP)

1
PART 4 – START-UP

2 32
MUSTANG ENGINE START
7
7. Oil Radiator Flap Control Switch – AUTO (UP)
P-51D

8. Coolant Radiator Flap Control Switch – AUTO (UP)

9. Hold Primer Switch for 3-4 seconds
10. Flip the Starter Switch cover and hold the Starter
Switch
11. Wait for the propeller to start spooling up (keep
holding the starter switch) and hold the primer 8
switch for 2-3 seconds again to prime the engine
again to trigger the engine ignition.
12. When propeller spins and engine “coughs”, set
mixture to RUN by right-clicking on the red Mixture
Lever.
13. After Engine Start, release starter switch and
throttle back to IDLE. As engine power increases,
the hydraulics will kick in automatically, raising your
flaps up gradually as hydraulic pressure increases.
14. Uncage Attitude Indicator by scrolling mousewheel
on caging knob
15. Taxi to the runway using your toe brakes. Be careful
not to overheat your engine on the ground.
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PART 4 – START-UP

12

14b
14a

9 10 33
 P-51D
PART 4 – START-UP MUSTANG
ENGINE START

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MUSTANG ENGINE WARM-UP
1. Ensure oil pressure is at least 60 psi.
P-51D

2. Adjust throttle to reach a RPM between 1000 and

1200 (IDLE range).
3. Wait until engine oil warms up to at least 15 deg C
and coolant temperature is at least 60 deg C.
4. Start taxiing when engine is warmed up by releasing
the Parking Brake (tap wheel brakes).

Note: Attempting a takeoff with low oil or coolant

temperature can lead to dire consequences. Waiting for
proper engine warm-up is often overlooked by virtual pilots
and this engine leaves no room for error when engine
temperatures are concerned.

TAKEOFF PROCEDURE
1) Line up on the runway
2) Flaps – UP
3) Increase RPM to 3000
4) Pull your stick back to lock your tailwheel
5) Brakes – ON
6) Slowly increase throttle to 35 in of Manifold Pressure
7) When you reach 35 in of Manifold Pressure, release
brakes and gradually throttle up to 46 in (Military
PART 5 – TAKEOFF

Power)
8) Do not use your brakes to steer your aircraft
9) Use your rudder to make small adjustments
10) At 100 mph, center your control stick to allow you to
pick up airspeed
11) At 120 mph, rotate and retract your landing gear

VIDEO DEMO:
https://www.youtube.com/watch?v=xdx8kVWL70M

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MUSTANG LANDING PROCEDURE
This picture sums up the landing procedure. The key to a
P-51D

successful landing in the P-51 is AIRSPEED. If you touchdown at

the proper speed, you will avoid nasty surprises like bouncing or
veering off the runway.

VIDEO DEMO:
https://www.youtube.com/watch?v=JzQacZcwvdM

VERY IMPORTANT
PART 6 – LANDING

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 P-51D
PART 6 – LANDING MUSTANG
LANDING PROCEDURE

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 PACKARD V-1650 MERLIN ENGINE
MUSTANG The power plant of the P-51D is a liquid-cooled, 12-cylinder Rolls-Royce Merlin V-1650-7, built in the U.S. by the Packard Motor Car Company. It is equipped
with an injection-type carburetor, a two-speed, two-stage supercharger, and develops over 1400 hp on takeoff.
P-51D

The P-51D has automatic radiator coolant and oil radiator controls, which can be overridden manually. The pilot can monitor engine RPM, manifold pressure,
oil pressure, oil temperature, fuel pressure, carburetor temperature and coolant temperature. Each parameter has specific limitations that you should be
aware of AT ALL TIMES. The engine limitations are listed in this section.
PART 7 – ENGINE & FUEL MANAGEMENT

38
MUSTANG ENGINE CONTROLS
P-51D

Throttle Lever
PART 7 – ENGINE & FUEL MANAGEMENT

Propeller RPM Control Lever

Mixture Setting Lever

• Idle Cutoff: Position to start and shutdown the engine.
Oil Radiator Cooling Control Switch • Run: Standard operating setting, used for takeoff, climb,
landing and combat.
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• Full Rich: Emergency setting used in case of carburetor failure.
Water Radiator Coolant Control Switch
MUSTANG ENGINE CONTROLS
An outlet door on the bottom of the air scoop
P-51D

controls the oil temperature. Under ordinary

conditions this door is operated automatically.
However, it can be operated manually when
running the engine on the ground or in case the
automatic regulator fails in the air. This can be
done by means of the Oil Radiator Air Control
switch, located on the Radiator Air Control
panel on the left side of the cockpit. The switch
PART 7 – ENGINE & FUEL MANAGEMENT

has three positions: AUTOMATIC, OPEN, and

CLOSE. The door can be set in any position by
holding the toggle switch in the OPEN or CLOSE
position for the necessary length of time
(approximately 20 seconds), then returning the
switch to neutral.
The oil system uses standard Air Force oil
dilution equipment. This allows the oil to be
thinned with gasoline to make the engine easier
to start in ambient temperatures below 40°F.
Thinning the oil requires allowing the engine to
idle with the coolant flap open until the oil
temperature drops to 50°C or less. Then, before
stopping the engine, oil is diluted using the
Dilution switch on the Engine Control panel of
the front dash. This will dilute the oil until the
engine is ready to be started again. Once the
engine warms up, the gasoline in the oil is
quickly evaporated.

Oil Radiator Cooling Control Switch

Water Radiator Coolant Control Switch 40

MUSTANG RECOMMENDED ENGINE SETTINGS: Suction Pressure Gauge Manifold Pressure
TAKEOFF: Full Throttle, 3000 RPM (inches Hg) (in Hg)
P-51D

LANDING: Throttle at IDLE, 2700 RPM

NORMAL OPERATION: 46 Inches of Hg Manifold Pressure (Max Continuous Power) and
2700 RPM
GENERAL RULE FOR OIL AND COOLANT TEMPERATURE: Keep them in the “green” scale. Radiator Coolant Engine Tachometer
Temperature (deg C) (x100 RPM)
PART 7 – ENGINE & FUEL MANAGEMENT

IF ENGINE OVERHEATS:
1. Set oil and coolant radiator switches to “MANUAL” mode and set them to the
Maximal Open position
2. Gain Airspeed to cool down the engine by diving
3. Reduce Throttle (Manifold Pressure) and RPM (RPM Control Lever)
Check your engine temperatures every 30 seconds or so. It will save your life!
Carburetor
Temperature (deg C)
Radiator Coolant & Oil Radiator in Radiator Coolant held at OPEN manually, Oil
Automatic Mode Radiator in AUTO mode (Middle position)

Oil Temperature (deg C)

Oil Pressure (psi)

Fuel Pressure (psi)
41
Covers are UP Covers are DOWN
 P-51D
PART 7 – ENGINE & FUEL MANAGEMENT MUSTANG

42
 P-51D
PART 7 – ENGINE & FUEL MANAGEMENT MUSTANG
Engine Ratings Table

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MUSTANG WAR EMERGENCY POWER (WEP)
In order to provide an extra boost to the engine in extreme
situations, the throttle can be moved past the gate stop by the
P-51D

quadrant to break the safety wire. The engine will then be opened up
to its absolute limit and will give approximately 6 in. of additional
manifold pressure in excess of the normal full throttle setting of 61 in.
(with mixture control set to RUN or AUTO RICH and prop set for 3000
RPM.) This throttle reserve is called War Emergency Power (WEP) and
should be used only in extreme situations. If used for more than 5
minutes at a time, vital parts of the engine may be damaged.
PART 7 – ENGINE & FUEL MANAGEMENT

WEP provides no benefit at altitudes below 5,000 feet. The throttle

alone provides more than enough power to exceed the operating
limits of the engine at these altitudes.

44
MUSTANG SUPERCHARGER BASICS
A supercharger is an engine-driven air pump or compressor that provides compressed air to the engine to provide additional pressure to the induction air so the engine
P-51D

can produce additional power. It increases manifold pressure and forces the fuel/air mixture into the cylinders. The higher the manifold pressure, the more dense the
fuel/air mixture, and the more power an engine can produce.
With a normally aspirated engine, it is not possible to have manifold pressure higher than the existing atmospheric pressure. A supercharger is capable of boosting manifold
pressure above 30 "Hg. For example, at 8,000 feet a typical engine may be able to produce 75 percent of the power it could produce at mean sea level (MSL) because the air
is less dense at the higher altitude. The supercharger compresses the air to a higher density allowing a supercharged engine to produce the same manifold pressure at
higher altitudes as it could produce at sea level.
PART 7 – ENGINE & FUEL MANAGEMENT

Thus, an engine at 8,000 feet MSL could still produce 25” Hg of manifold pressure whereas without a supercharger it could produce only 22 "Hg. Superchargers are especially
valuable at high altitudes (such as 18,000 feet) where the air density is 50 percent that of sea level. The use of a supercharger in many cases will supply air to the engine at
the same density it did at sea level. With a normally aspirated engine, it is not possible to have manifold pressure higher than the existing atmospheric pressure.

45
 • FIRST GEAR = LOW BLOWER = LOW MANIFOLD PRESSURE = USED BETWEEN 0 AND 14500 FT.
MUSTANG SUPERCHARGER OPERATION • SECOND GEAR = HIGH BLOWER = HIGH MANIFOLD PRESSURE = USED AT 14500 FT OR HIGHER.

• The supercharger installed on the Packard Merlin engine includes two compressor stages that deliver air from
P-51D

the carburetor intake to the pistons under much greater pressure than would be possible through direct
aspiration, allowing a greater fuel-air mixture to be burned and increasing power output.
• The supercharger works in either low or high blower mode, selection of which can be automatic or manually
set by the pilot. In normal operations, high blower mode starts automatically from 14,500 to 19,500 feet,
depending on the amount of ram air being delivered through the carburetor. The supercharger increases the
blower-to-engine compression ratio from a low of 5.8 to 1 to a high of 7.35 to 1.
SUPERCHARGER IN AUTOMATIC MODE
PART 7 – ENGINE & FUEL MANAGEMENT

• The supercharger can be controlled manually by a switch on the instrument panel. The switch has three
positions – AUTOMATIC, LOW, and HIGH. Usually, I would recommend that you set it to AUTO to avoid having
to manage the supercharger. SAFETY COVER DOWN

SUPERCHARGER – MANUAL MODE

LOW/FIRST GEAR
ALTITUDE: 18000 FT SUPERCHARGER – MANUAL MODE
HIGH/SECOND GEAR
ALTITUDE: 18000 FT

SAFETY COVER UP

SUPERCHARGER HIGH
BLOWER LIGHT

MANIFOLD PRESSURE INCREASE

46
MUSTANG FUEL TANKS
P-51D

Fuel Capacity
Left Wing Tank Capacity: 92 US Gal Left Wing Tank
Right Wing Tank Capacity: 92 US Gal
Rear Fuselage Tank Capacity: 85 US Gal
Total Capacity: 489 US Gal

Note: Two drop tanks with a capacity of 110 US

Gal each can be installed under the wings.
PART 7 – ENGINE & FUEL MANAGEMENT

Rear Fuselage Tank

Right Wing Tank

47
 FUEL MANAGEMENT
MUSTANG The tanks are not interconnected and it is necessary to switch from one tank to the other to maintain balance. The Rear Fuselage Tank Fuel
three booster pumps are controlled by a single switch on the front switch panel. Selection between the tanks is
performed by turning the booster pump switch to ON, then turning the fuel selector valve to the desired tank. Gauge (85 US GAL)
P-51D

Fuel capacity is monitored using the Fuel Gauges for the main and fuselage tanks. No gauges for drop tanks are
available.
When changing tanks, don't stop the selector valve at an empty tank position, or at a droppable tank position if no
droppable tanks are equipped. Starving the engine of fuel will result in engine failure. In such a case, perform the
following steps immediately:
1. Turn the fuel selector to a loaded tank
PART 7 – ENGINE & FUEL MANAGEMENT

2. Make sure that the booster pump switch is ON

3. As the engine takes hold, adjust the throttle setting as required.

Mixture Setting Lever

• Idle Cutoff: Position to start and shutdown the engine.
• Run: Standard operating setting, used for takeoff, climb, landing and combat.
• Full Rich: Emergency setting used in case of carburetor failure.
Right Wing Tank Fuel Gauge
Fuel Shutoff Valve Lever
Left Wing Tank Fuel Gauge (92 US GAL)
(92 US GAL)

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Fuel Booster Pump Fuel Tank Selector
 FUEL MANAGEMENT
MUSTANG
The fuel tanks are self-sealing and so are the fuel lines. The auxiliary drop
tanks are not self-sealing. Fuel is forced to the carburetor by an engine-driven
P-51D

pump. In addition, there is an electrically powered booster pump in each

internal tank. The booster pumps prevent vapor lock at high altitudes, assure
sufficient fuel supply under all flight conditions and, in case of engine-driven
pump failure, provide enough fuel to the carburetor for normal engine
operation. The droppable tanks do not have a booster pump. However, a
constant and controlled pressure is maintained within the combat tanks by
pressure obtained from a vacuum pump. This is in addition to the pressure
obtained from the main engine fuel pump.
PART 7 – ENGINE & FUEL MANAGEMENT

The carburetor is of the fuel injection type with a separate idle cut-off device
and is equipped with a vapor return line that extends to the left fuel tank. The
vapor vent line may become a fuel return line if the needle valve in the vapor
eliminator sticks in the open position. The left fuel tank should always be used
first to ensure availability of space for any returning fuel.

49
 1
MUSTANG FUEL DROP TANK OPERATION
1. To consume fuel from your drop tanks, set Fuel Selector to
P-51D

either LH or RH COMBAT DROP TANKS 2

2. Set arming switch in CHEM RELEASE position (UP)
3. Select drop tank release mode
a) BOTH = 2 tank at the same time
b) TRAIN = 1 tank at a time
4. Release drop tanks by pressing “Weapons Release” button
(RALT+SPACE).
PART 7 – ENGINE & FUEL MANAGEMENT

50
 P-51D
PART 8 – AIRCRAFT LIMITATIONS MUSTANG

51
MUSTANG Stall Speeds Table (in mph)
P-51D

Maximum Indicated Airspeed

PART 8 – AIRCRAFT LIMITATIONS

52
MUSTANG
P-51D
Maximum Allowable Dive Speeds
Load Factor Limitations
PART 8 – AIRCRAFT LIMITATIONS

53
MUSTANG
ARMAMENT OVERVIEW
• 6 x 0.50 cal M2 machineguns (1880 rounds total)
• 400 rounds for inboard guns
P-51D

• 270 rounds for center guns

• 270 rounds for outboard guns
• 2 x M64 500 lbs Bombs
• 8 x HVAR 5-in. Rockets

HVAR 5 in Rockets
M2 0.50 Cal Machineguns
PART 9 – WEAPONS

M64 500 lbs Bomb

54
 Gunsight Mode: 2
GUNSIGHT Fixed/Gyro/Fixed+Gyro
MUSTANG
Your gunsight will show you where to shoot and when to
shoot a target.
P-51D

1. Gyro Power switch – ON (DOWN)

2. Select Gunsight Mode (FIXED/GYRO/FIXED + GYRO)
3. Set gunsight range scale (recommended: 1100 ft)
by using your twist-grip throttle (“Gunsight Range Gunsight
to Target Decrease/Increase” controls) Brightness
4. Set gunsight wingspan scale (recommended: 32 ft
for a Bf.109 or a FW190) by using the wingspan
setter 1
5. Fire guns when the wings of the target fit within
your gunsight reticle Gyro Power Switch
UP = OFF/ DOWN = ON

Consult this tutorial about using the gunsight:

https://www.youtube.com/watch?v=vCCuwzKV5wo Gunsight

Fixed Reticle
Mask Lever
PART 9 – WEAPONS

4
3
Gunsight Wingspan Scale
(ft)

Gunsight Wingspan Setter

Gunsight Range Control
(Click & Drag)
(Twist-Grip Throttle)
Gunsight Controls
Gunsight Range Scale
(24 = 2400 ft)

55
 WEAPON EMPLOYMENT (MACHINEGUNS)
MUSTANG 2
1. Set your guns safety OFF by setting safety switch to
GUNS (UP)
P-51D

2. Press the “GUN FIRE” button (Spacebar) to fire.

1
PART 9 – WEAPONS

56
 1

MUSTANG
WEAPON EMPLOYMENT (ROCKETS)
1. Select “ROCKETS” weapon mode (UP)
2. Select desired rocket firing mode
P-51D

a) Single = Fires 1 Rocket

b) Auto = Fires Multiple Rockets
3. Select how any rockets you want to fire if Auto Firing Mode is selected
4. Fire rockets by pressing “Weapons Release” button (RALT+SPACE).

4
PART 9 – WEAPONS

57
 1
MUSTANG
WEAPON EMPLOYMENT (BOMBS)
1. Arm bombs by setting bomb arming switch to the ARM position (DOWN)
2. Select bomb release mode
P-51D

a) BOTH = 2 bombs at the same time

b) TRAIN = 1 bomb at a time
3. Select bomb fuse delay (Delay or Instantaneous)
4. Release bombs by pressing “Weapons Release” button (RALT+SPACE). 2

4
PART 9 – WEAPONS

58
 The P-51D is equipped with a SCR-522 VHF (Very High Frequency) radio system. Radio frequencies are preset in the mission editor for 4 different channels and cannot be changed
MUSTANG manually during flight.

1. Set the radio Transmit-Receive switch to “REM” (Remote Operation)

P-51D

2. Select desired channel (A, B, C OR D) RADIO FREQUENCY

3. Press the Push-to-Talk switch on your throttle to transmit
(“COMM PUSH TO TALK” control, or “RALT+\”)
RANGE: 100 - 156 MHz

3 2

Microphone Switch
PART 10 – RADIO

59
MUSTANG
RADIO FREQUENCIES – AIRFIELDS
LOCATION FREQUENCY (MHz)
P-51D

Anapa 121.0
Batumi 131.0
Beslan 141.0
Gelendzhik 126.0
Gudauta 130.0
Kobuleti 133.0
Kutaisi 134.0
Krasnodar Center 122.0
Krasnodar Pashkovsky 128.0
Krymsk 124.0
Maykop 125.0
Mineral’nye Vody 135.0
Mozdok 137.0
Nalchik 136.0
PART 10 – RADIO

Novorossiysk 123.0
Senaki 132.0
Sochi 127.0
Soganlug 139.0
Sukhumi 129.0
Tblisi 138.0
60
Vaziani 140.0
MUSTANG Most of the navigation must be done visually in the P-51D. Consult the
COURSE SETTER INDICATOR
Gyro and Remote Indicator Compass (Magnetic Compass) to determine
your current heading.
P-51D

REMOTE INDICATOR COMPASS NEEDLE

(POINTS TOWARDS CURRENT HEADING)

COURSE SETTER KNOB

REMOTE INDICATOR
MAGNETIC COMPASS

INDICATOR GYRO HEADING

PART 11 – NAVIGATION

DIRECTIONAL GYRO

DIRECTIONAL GYRO
CAGING KNOB

61
 Dogfighting in the P-51D Mustang is an art that is easy to learn, but very difficult to master. On various forums, you will read a thousand different theories about
MUSTANG “how to dogfight” or “why it sucks monkey balls” or “why it’s the most overpowered aircraft ever”. Everyone has an opinion on the Mustang, but few people
have a truly “informed” opinion about it. I will try to give you some tips that are intended to be as unbiased and factual as possible.
P-51D

First, the P-51D Mustang was built to be a high-speed, long-range escort fighter. While the majority of allied fighters like the Spitfire had a range of about 430
miles, a P-51 equipped with external fuel tanks had a range of about 1,650 miles. The distance between London and Berlin being approximately 600 miles, the
Mustang became the aircraft of choice to escort the bombers during the bombing campaign over Germany.

Therefore, the Mustang is best used at altitudes of 25,000 ft and higher. This is where it will have the greatest performance advantage over the Bf.109 and the
FW190. However, most dogfights occurring in multiplayer servers happen at lower altitudes between 5,000 and 15,000 ft, which is where the Messerschmitts
and Focke-Wulfs will dominate in terms of climb rate and diving speed. This partially explains why the Mustang can sometimes seem “worse” in most aspects
than other fighters at low altitude: it was meant to be a high-altitude fighter. If you happen to be forced to fight on the 109’s terms down low, you are at a
serious disadvantage from the very beginning.

During dogfights, I would advise you to keep your energy state (airspeed and altitude) high at all times. These principles apply to every single aircraft, but
particularly to the Mustang too. If you have to make a quick turn, you will notice that the Mustang’s wing configuration has an airfoil of a laminar-flow design,
which provides low drag at high speeds but has the inconvenient of inducing violent accelerated stalls and spins if you pull too hard on the stick when turning
and banking. A good trick is to deploy 10 to 20 degrees (1 to 2 notches) of flaps before beginning a turn and to retract your flaps immediately afterwards to gain
back airspeed. The Mustang can have a surprisingly good turn rate when your flaps are deployed; this can be used to your advantage when you need to evade an
PART 12 – AIR COMBAT

enemy that is bouncing you.

It is also important for you to realize that the P-51D modelled in DCS is an early 1944 variant , while the Bf.109K-4 and FW.190D-9 entered service in late 1944.
Therefore, the P-51D of early will underperform in comparison to the P-51D of late 1944 since the maximum allowable manifold pressure went from 67 inches of
Hg to 75 inches of Hg, partly due to a change of fuel grade. There have been extensive and heated debates on “what fuel grade should be used” on the Eagle
Dynamics forums.

While we could argue day and night about what the P-51D should or should not be, the conclusion remains the same. The P-51D must be used in the following
way if you want to survive against experienced Bf.109 or FW.190 pilots.
• Always fly with a wingman
• Always fly with a high energy state (high airspeed and altitude)
• Do not attempt to outclimb or outdive a 109 or 190
• Bring the fight to high altitudes if you can to fly your plane in the combat environment it was designed for
62
• Master your aircraft: know your engine limits and airspeed limits by heart and practice manoeuvers to avoid stalls and spins.
 P-51D
PART 12 – AIR COMBAT MUSTANG

63
MUSTANG The P-51D is equipped with the AN/APS-13 Rear Warning Radar System, which will trigger an alarm sound and light when a contact is behind you. This is very useful for situational
awareness. Keep in mind that this radar is somewhat primitive and will not distinguish friend from foe.
P-51D

To turn on the Rear Radar Warning switch, simply turn the Rear Radar Warning Power Switch ON (UP). An audible alarm sound and light will be triggered when an aircraft is behind
you.
PART 12 – AIR COMBAT

ALARM LIGHT

REAR RADAR WARNING

POWER SWITCH ON

64
 Taming taildraggers is much more difficult than meets the eye, especially during the takeoff and landing phase. Here is a useful and insightful essay
MUSTANG
on the art of flying taildraggers wonderfully written by Chief Instructor. I highly recommend you give it a read.
P-51D

Link: https://drive.google.com/open?id=0B-uSpZROuEd3V3Jkd2pfa0xRRW8
PART 13 – TAMING TAILDRAGGERS

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66