Warbird Sim - P-51D pt 3: Happy Jack\'s Go Buggy1

Warbird Sim - P-51D pt 3: Happy Jack's Go Buggy

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  • Warbird Sim - P-51D pt 3: Happy Jack's Go Buggy1
  • Warbird Sim - P-51D pt 3: Happy Jack's Go Buggy1
  • Warbird Sim - P-51D pt 3: Happy Jack's Go Buggy1
  • Warbird Sim - P-51D pt 3: Happy Jack's Go Buggy1
  • Warbird Sim - P-51D pt 3: Happy Jack's Go Buggy1
  • Warbird Sim - P-51D pt 3: Happy Jack's Go Buggy1
  • Warbird Sim - P-51D pt 3: Happy Jack's Go Buggy1
  • Warbird Sim - P-51D pt 3: Happy Jack's Go Buggy1


FSX Certified
North American's Classic Iconic the P-51D takes to the skies with Part 7 of our unique series of sets specially designed for FSX featuring THE most accurate modeling and performance of this iconic aircraft ever made for simulation bar none!

CALLING ALL PROFESSIONAL AIRMEN : Take a look at the long list of details below and (following recent testing) see why our versions are already being hailed by REAL Mustang pilots and Museums as "the most accurate version of the P51 flying in any simulation today"<<<

Using ORIGINAL North American plans and blueprints and working from literally thousands of photographs and sketches incorporating three years of extensive research and development. This is THE enthusiasts definitive version that many have long been waiting for brought to life with all the loving care and stunning attention to detail our studios are becoming renowned for.

Wabirdsim's P-51D "Then and Now" series continues with a 20th Fighter Group "Loco Buster", flown by one of the greatest fighter pilots and leaders of WWII, as well as being reborn in the form of a benchmark setting restoration. The personal aircraft of Maj. Jack M. Ilfrey, CO of the 79th Fighter Squadron, P-51D-5-NA 44-13761 "Happy Jack's Go Buggy" is recreated as it was in the summer of 1944, shortly after the aircraft began combat operations with the 20th, as well as the fall of 1944, battle-hardened and re-finished with "Piano Keys". Today, P-51D-30-NA 44-74452 flies in the markings of Ilfrey's aircraft, as one of the most authentically restored Mustangs in existence. Fresh off of restoration in 2008, this product recreates the aircraft as it was on display at Oshkosh that summer, where it was awarded Warbird Grand Champion. Having since accumulated more wear and a few changes over the past few years, the same aircraft is also recreated as it is at this moment. Featuring a P-51D-5-NA and a P-51D-30-NA, this product provides a "book ends" type comparison between the earliest production variant of the P-51D, and one of the last. While keeping with the "Then and Now" series of two aircraft (a recreation of the original wartime aircraft, and a recreation of a Mustang today, restored and finished in the same markings), this particular product allows you to fly either the original aircraft, or the restored aircraft, at two different time frames for each

Variants include:
  • P-51D-5-NA (44-13761) July/August 1944
  • P-51D-5-NA (44-13761) October/November 1944
  • P-51D-30-NA (44-74452) Oshkosh Debut 2008
  • P-51D-30-NA (44-74452) At the Moment
General Features Include:

Built from the ground up and exhaustively researched using original factory drawings, maintenance and assembly manual, pilot manuals, technical orders, and consulting and receiving advice from numerous Mustang restorers, maintainers, pilots, expert researchers, and historians.
  • Authentic to factory production details throughout.
  • Flight dynamics tuned and tested with a current P-51D owner and pilot. Two different flight models for the D-5-NA and D-30-NA variants.
  • Sounds recorded from in-flight and high-power ground runs on the P-51D "Jumpin Jacques", and includes the distinctive Mustang 'howl'.
  • Modern avionics, featuring a transponder, coms 1 & 2, a nav radio, and a VOR indicator gauge, are installed in the restored "HJGB".
  • Wartime models feature a working N-9 reflector gun sight, while the restored models feature a working K-14 gyro gun sight (with options for either the fixed reticle or the functioning gyro-controlled reticle). The K-14 can be removed.
  • Fully modeled and detailed left gun bay.
  • Correct WWII pilot gear for the 20th FG:
    • A-11 leather flying helmet
    • B-8 goggles
    • A-14 oxygen mask
    • B-3 life jacket
    • S-2 parachute
    • Flight suit and A-2 leather jacket
  • Modern pilot option, with modern flight suit and HGU 55 helmet is provided on restored models (though a WWII-clad pilot is provided as default, with the same gear that the pilots that fly the aircraft today often wear whenever taking the aircraft out).
  • Detailed and authentic aft cockpits, removable exhaust shrouds, tail wheel locking mechanism with control stick, correct internal and external details per variant, optional 108-gallon drop tanks, and more...

This project is dedicated to the memory of Maj. Jack Milton Ilfrey, pilot of the original "Happy Jack's Go Buggy", the 20th Fighter Group Association, Mike Vadeboncoeur and the rest of the talented crew at Midwest Aero Restorations, and Bruce "Doc" Winter, owner and pilot of the restored "Happy Jack's Go Buggy".

The Original Man and Machine

Jack Ilfrey, a native of Houston, Texas, entered the USAAF in early 1941, graduating as part of the first wartime class of pilots at Luke Field, Arizona on December 12, 1941 (Class 41-I). Ilfrey was assigned to the 1st Pursuit Group, flying P-38s along the California coast before the Group changed to the 1st Fighter Group and was ordered to England as part of the first wave of fighters and bombers coming over from the U.S. This was part of the "Bolero Mission" (made famous in recent years with the recovery and restoration of the P-38 "Glacier Girl", which was lost on one of these flights). The first combat mission of the 1st FG was flown on September 1, 1942 - a low level fighter sweep over France.

Transferring southward, Ilfrey and the rest of the 1st Fighter Group flew in support of "Operation Torch", the invasion of North Africa. During this time Ilfrey was credited with shooting down a Me-110, several Me-109's, and two Fw-190's, making him one of the first P-38 aces of the war (possibly the first). Following this tour of duty, with 208 combat hours and 72 missions under his belt, Ilfrey was sent back to the U.S. in early 1943 to serve as a flight instructor on P-38's and P-47's.

In April 1944, Capt. Jack Ilfrey returned to England as the Operations Officer of the 79th FS, 20th FG, equipped with P-38's, based at King's Cliffe, Northamptonshire, England. In May of '44, Ilfrey was credited with two more Me-109's shot down. On June 6, D-Day, Ilfrey flew three patrols over the Normandy beaches as the Allied invasion played out below. On June 12, after completing a successful bombing run on a bridge in France, Ilfrey was shot down while strafing a nearby train. Although coming down 200 miles behind enemy lines, he was able to escape through the help of French locals, disguised as a French farmer. Jack was back in England in just six days, and although it was mandatory for all pilots who escaped capture to be sent back to the U.S., he was able to get around the rules and right back into combat flying.

The 20th FG converted to the "new on the scene" P-51D in July 1944, receiving a number of P-51D-5-NA models, the earliest production variant of the P-51D, which were just beginning to arrive to England in early June. It was at this time that Jack received P-51D-5-NA 44-13761 as his own. All P-51's in England at this time, which were finished in bare metal and silver paint from the factory, had a black identification stripe applied to each wing, both horizontal and vertical tail fins, and a black painted nose - this was done at depot level before the aircraft were assigned out to individual Groups. These markings were developed as a method for the bomber crews and other fighter pilots to be able to quickly identify the aircraft as a friendly. Each 8th AF Fighter Group was also assigned either a one-color or two-tone color scheme for the Groups to apply to the noses of their aircraft in order to identify themselves apart from the other Groups. In the case of the 20th FG, their assigned two-color scheme was black and white, and so with the noses of their Mustangs already painted black, all that was added was white paint to the first half of the spinner, and a white band at the rear of the black paint on the nose. Jack named his P-51 the same as his P-38 before, "Happy Jack's Go Buggy", and re-applied all of the mission markings on the nose of his P-51 as there were accumulated from his service before:
  • 50 top hats w/ canes for escort missions
  • 7 umbrellas for top-cover missions
  • 4 brooms for fighter sweeps
  • 4 locomotives for those destroyed
  • 5 bombs for bombing missions
  • 8 swastikas for the 8 air to air kills
Jack's Mustang, along with a few other examples in the 20th, also had camouflage applied over the upper surfaces of the aircraft, something that was common amongst other Fighter Groups at the time (with the belief that their new, shiny Mustangs would stick out too much to the enemy). The 8th AF Fighter Groups had access to RAF paints, as provided, so the green paint used was almost certainly that of RAF Dark Green (commonly used on all RAF camouflaged aircraft in England during the war). Throughout the summer of '44, all fighter aircraft in the 8th wore partial invasion stripes, only applied to the lower surfaces of the aircraft. It was also common within the Fighter Groups in England to field-mod their Mustangs with external mirrors. The typical choice was naturally a Spitfire mirror, or two, as they could be found in numbers throughout the fighter bases in England. What wasn't so typical, of most groups, but was within the 20th FG, was the use of P-38 mirrors - liberated from the P-38's they were previously assigned. In the case of Jack's aircraft, he had both a P-38 mirror and a Spitfire mirror mounted to the canopy, creating quite a distinct character about the aircraft.

With the P-51D's, Ilfrey and the 20th FG participated in the Russian shuttle mission "Operation Frantic VI", flying to Russia, then to Italy, and back to England. Shortly there after, Jack was promoted to Major, but due to the celebrations that followed, Ilfrey was bumped all the way down to 2nd Lt. He did however remain in command of the Squadron, making him the only 2nd Lt. to ever command a Fighter Squadron during WWII (something that Jack was always fond of retelling). He was soon promoted back to Captain, however, by Gen. Jimmy Doolittle.

Jack continued flying combat missions, leading the 79th FG into the fall of '44. By this time, the 20th FG updated their nose markings into a pattern that has since been referred to as "piano keys". Keeping the first black and white bands on the nose, the new markings expanded on these with 7 more black and 6 more white bands. By this time the invasion stripes had come off completely and preparing for the colder fall and winter months, the normally perforated carburetor filter panels were replaced with solid, cold weather panels.

In early December of '44, after a total of 70 combat missions and 320 combat flying hours from this, his second tour, Jack was once again, and finally, reassigned to stateside duties until the end of the war. By December 1945, when he left the USAAF, his rank had been reestablished at Major.

Following WWII, Jack went to work as a pilot, flying a Beech 18 he purchased himself, for a Texas based construction company, and also trained pilots at Hondo, Texas in the late 40's/early 50's. With his eyesight fading, Ilfrey's flying career also faded away, though he would find a new career in banking. He would go onto become the lead historian, and one-time president, of the 20th Fighter Group Association and the editor of its newsletter, Kings Cliffe Remembered. He also became active in the 8th AF Historical Society, the 1st Fighter Group Association, The American Fighter Aces Association, the Commemorative Air Force, and the P-38 National Association. Jack was known within aviation, historian/researcher, and modeling circles as a person very generous with his time and in sharing his invaluable knowledge with others. Originally written by Jack in 1946, after much persuasion, in 1979 he finally published his autobiography of his experiences during the war, titled Happy Jack's Go Buggy, which is regarded as one of the best written accounts of the life of a USAAF pilot during WWII. The book was once again re-published in 1998, in expanded form.

Residing in San Antonio, Texas in the later years of his life, Jack Ilfrey sadly passed away on October 15, 2004 - the last remaining ace of the 20th FG.

Honoring the Legend - "Happy Jack's Go Buggy" Reborn

Starting life at the Inglewood, California factory in 1945, just as the original "Happy Jack's Go Buggy" had a year prior, P-51D-30-NA 44-74452 was one of the last P-51D's produced, too late to see combat service. After sitting in storage for a few years, the aircraft was delivered to the Royal Canadian Air Force in 1950. The aircraft served as RCAF 9225 until 1958 and was sold surplus into the civil market. After passing through a couple of owners (and almost scrapped) the aircraft was obtained by the Guatemalan Air Force in 1962. The aircraft was imported back into the U.S. in 1972 by Don Hull, and later purchased by Connie Edwards where it remained stored at his Texas facilities until 2000. At this time the aircraft was obtained by a company known as Millennium Classics Inc., who planned to use the aircraft as a template for remanufacturing brand new P-51D's, while also restoring the airframe. However, the plans fell through, and fortunately so.

Bruce Winter, a former F/A-18 Hornet pilot in the U.S. Navy, had always had an interest in WWII aviation, and was looking to purchase a P-51 as early as 1993. Not able to afford a flyer then, he kept on the look out for a project to have restored. In 2002, visiting Nelson Ezell's warbird restoration company in Breckinridge, Texas, he spotted 44-74452 sitting outside, disassembled, on crates, and was told it could be for sale. Bruce got into contact with Mike Vadeboncoeur of Midwest Aero, who he had admired for their work, to see if they could help on acquiring and restoring the aircraft. Bruce's only wish was to have the aircraft restored to flying condition, but after Mike inspected the aircraft, that idea quickly changed. With the exception of a few modifications here and there (mainly cosmetic in nature) the aircraft was found to be surprisingly untouched, throughout, since the time the aircraft came out of the NAA factory in 1945!

Midwest Aero Restorations was just the company needed to provide the aircraft the restoration it deserved. The company first really came on the scene, in a very big way, with the restoration of "Cripes A' Mighty", that debuted at Oshkosh in 2002, easily winning the Warbird Grand Champion award and setting a whole new standard in warbird restorations - the most authentic P-51 restoration up to that point. Both Mike Vadoncoeur and David Young of Midwest Aero had originally cut their teeth on the award winning authentic restoration of Butch Schroeder's F-6D Mustang "Lil' Margaret" in the early 90's. Following the restoration of "Cripes A' Mighty", Midwest Aero won several more awards with their restoration of "Daddy's Girl", completed in 2004, and "Red Dog", completed in 2006. Both of these later Mustang restorations, although restored with authentic details and paint and primers, were not restored to complete stock condition, but rather for everyday comfort flying, with more modern instrument panels and avionics, and an extra seat in back (replacing the fuselage fuel tank, radios, and armor plate). Midwest Aero would be due for another ground-breaking stock-restoration, as "Cripes" and "Lil' Margaret" were the years before.

Bruce had originally just wanted Midwest Aero to restore the aircraft to fly, but with Mike noticing just how original the aircraft was, and the opportunity that could be had in properly restoring it to full original condition, Bruce very quickly, and enthusiastically, agreed. Part by part, bolt by bolt, this aircraft would be restored to match the way it came off the factory in 1945, down to the smallest detail.

The restoration work really started in 2006. Every part and skin that was removed was studied and photographed, and the details were recorded, so that each part would be restored to exactly match the way it was as found from the way it was from the factory. For instance, where ever there were original grease pencil inspection marks left on various parts skins, by the inspectors at the NAA factory in 1945 (for noting bad rivets that needed replacing, or to de-bur a piece of aluminum), they were photographed and traced on clear paper, and reproduced in the restoration after the parts were re-finished. Also, all of the ink inspection stamps, inspection labels, and water transfer decals and ink stamped stencils were reproduced, throughout the airframe, all in original sizes and using original fonts/type faces. Hardware that is no longer manufactured was remanufactured for the aircraft, and original authentic manufacturing processes not typically done on other P-51 restorations, was done with this restoration, including acid etching the metal in areas of spot welding (and spot welding specific assemblies), applying lacquer over the stencils (colored yellow to take on the appearance of an aircraft in service), and profiling and then painting the wings in silver dope. On various skins, the original period Alcoa and Reynolds aluminum manufacturer watermarks, where found, were recreated in exact form, and the application of orange dye, on certain nuts and bolts at the factory, signifying that they had been inspected and certified, was also recreated.

When it came time to choose a paint scheme for the aircraft, Bruce, with an interest in 8th AF aircraft, wanted an 8th AF scheme, but also one that wasn't shiny or flashy, and one that would hae a combat-look about it, finally deciding on a 20th FG scheme (as there were also no Mustangs flying in 20th FG markings). After finding a photo of Jack Ilfrey's aircraft, Bruce came to really like the look of the aircraft and the name "Happy Jack's Go Buggy", as well as the idea of bringing to light the history of the original aircraft and Maj. Ilfrey, one of the greatest fighter pilots and leaders of the war (and a fellow Texan). Although the Mustangs that had come out of Midwest Aero's shop before had always been finished with highly polished metal skins, a great effort was made to keep the metal looking dull, with a wartime patina. A special polyurethane was developed that could be sprayed over the aircraft, which would both keep the metal protected, as well as keeping it dull and satin-like in appearance.

Regarding the lacquer finish over the stencils on the exterior of the aircraft, Mike Vadeboncoeur mentions:
"If you look at photos from WWII, all of the stencil markings on the exterior of the airplane were put on with rubber ink stamps and clear coated with lacquer from the factory. You don't 'see' the lacquer at the factory because it is clear, fresh, new, but when you get out in the field, the sun gets to it and the lacquer goes a yellowy-brownish color. So to replicate an airplane that looked like it had been out in the field, we tinted urethane to make it look like aged lacquer."
And regarding the bright lines on the metal, Mike adds:
"If you look at factory photos, you will see where that metal was etched with acid because when you do aluminum spot welding, the metal has to be perfectly clean and one way they did that was with an acid etch cleaner. So, for instance on the front scoop (radiator), and some of the areas on the aft door back, you can see how much light it is. They just brushed acid on and spot welded. That's why you have the two-toned look. People look at that and scratch their heads!"
The level of authenticity in the aircraft continues:
  • The cockpit is completely stock and finished with all of the same paints and primers used at the factory. The K-14 gun sight is completely functional and the original SCR-522 radio assembly is fitted, housing the modern radios within.
  • A spitfire mirror and a P-38 mirror were fitted to the canopy, to match the same field-modifications carried out on the original "HJGB".
  • The canopy includes the aerial antenna guide roller, though the antenna is gone - this is an authentic detail, as the wires and the beacon receivers were almost always removed from the aircraft once they arrived in the Theatres of combat, since they were no longer of any use (similar to a ham radio, and only good for stateside use).
  • A fully complete and working AN/APS-13 tail warning radar set, complete with alarm bell and indicator light (found and installed only a few short weeks before its Oshkosh debut in 2008).
  • Actual .50-cal machine guns (de-militarized) were manufactured and real ammunition belts and all other armament details fitted. The gun solenoids are actually wired to the trigger on the stick.
  • An original and working ANN-6 gun camera is fitted in the aircraft, and through the help of Kodak, some color film was loaded on an original cartridge, and actually shot gun camera footage from the aircraft, including dog fighting and some low (strafing) passes over the airport.
To cap it all off, original 108-gallon paper drop tanks were recreated and mounted to the aircraft. With only a few original examples left in existence, Mike had an original, owned by good friend Bob Baker, sent over to Jack Roush's composite shop, where they made a mold of the original tank and were able to make new fiberglass copies. Because of the detail captured in the mold, the replica tanks have all of the same imperfections and surface details as the original. The authentic plumbing, complete with the glass break-away sections, was also reproduced. The 20th FG used the 108-gal paper tanks heavily during 1944/1945, and mastered the ability of dropping the tanks in next to targets, and coming back around and strafing the tanks, blowing up the tanks and destroying the target.

Completed in the summer of 2008, just days before the Oshkosh air show, the aircraft was an immediate head-turner, having once again set the bar higher for authentic warbird restorations. The aircraft easily won the Warbird Grand Champion Award.

In the few years since, the aircraft remains incredibly active, being flown by Bruce Winter and David Martin, often every week, throughout Texas and the San Antonio area, as well as to air shows as far as Chino, CA, and Pensacola, FL. Over time, the aircraft has also come to continue to have an even more wartime look about it, with everyday use.


P-51D-5-NA 44-13761 "Happy Jack's Go Buggy"

Early Markings:

Some paint chipping and other wear & tear from use, though the aircraft is presented as cleaned up for the cameras (when Jack Ilfrey was photographed with the aircraft in the summer of '44).

Late Markings:
Invasion stripes stripped off, "piano key" markings applied, and nose artwork re-painted in black with yellow surround. The carburetor air panels on either side of the nose have also been replaced with solid (cold weather) panels. The aircraft also has considerably more paint chipping and weathering.

P-51D-30-NA 44-74452 "Happy Jack's Go Buggy" Restored Oshkosh Debut (with exhaust staining cleaned off):
Presented looking exactly as it did when it debuted fresh from restoration at the 2008 EAA Oshkosh air show, where it won the Warbird Grand Champion award. The paint is fresh, and the aircraft spotless. The bare metal is quite dull, having been sprayed with a clear polyurethane finish to present the aircraft in a dull, wartime-inspired look.

Current Finish and Configuration:
Following the aircraft's debuting in 2008, the Spitfire mirror, which was mounted until at least the fall of 2008, was removed (reason unknown), though the P-38 mirror remains. With any bare metal aircraft, even if one doesn't desire a polished/clean look to the metal, it is mandatory to regularly polish the metal in order to prevent corrosion, especially wherever the exhaust residue/stains cover. As a result, the metal is a more polished, and some of the paint around the edges of the artwork on the nose and the kill markings has started to come off. The registration numbers under the tail, which were initially only applied through acid etching (to be hard to see), were re-applied in larger black text in 2009.

Engine Damage (Acceleration Users Only)

The Merlin engine in the P-51 was capable of over-boosting, at up to 67-in of manifold pressure. The max design manifold pressure limitation for the Merlin engine, however, was 61-inches, as indicated by a red line on the manifold pressure gauge. If running the engine for a prolonged period of time above 61-in MP, you should expect that the engine will progressively fail. The first signs of a failing engine will be a noticeable decrease in engine noise, declining airspeed/power, and eventually even potentially a smoke trail, if the situation is not taken care of in time. If any of these signs become noticeable, it is urgent to get the aircraft on the ground quickly at the nearest airport, to prevent further damage.

Supercharger (Acceleration Users Only)

The Merlin V-1650-7 engine in the P-51D is fitted with a fully automatic, two-speed, two-stage supercharger. At between 14,500 and 19,500 feet (17,500 feet in our case), the supercharger will shift from low blower into high blower automatically. Low blower will allow the pilot to climb at 46-in MP, 2700-RPM, though continued throttle adjustments will be needed to maintain this setting as you continue to climb to higher altitudes. At 17,500 ft indicated, just about the point at which 46-in MP can no longer be maintained with the throttle full-forward, the supercharger will shift into high blower. When high blower is activated, immediate throttle input is required to reestablish a proper Manifold Pressure of 46-in, to continue the climb and prevent the engine from over-boosting for a prolonged period of time. The engine is most prone to over-boosting at low altitude, and at or just above the point at which high blower is activated. When the supercharger shifts into high blower, the supercharger indicator lamp will turn on.

Represented in this definitive work of rare and unique models of the thoroughbread fighter are a host of details from the small but significant to the spectacular. This is as close as you will get to flying the real P-51D in FSX!


Making use of the additional features in FSX such as unique, bump texturing and specular lighting add even additional authenticity to an already-wonderfully-detailed, 3d model (and special, reflective textures make the bare metal aircraft almost translucent as the original)! The following aircraft are included in this unique and highly-detailed package:
  • Packard Merlin Sound Set as recorded in the real cockpit on the day with (over 84 hours of editing and mixing and cross-checking to get the right balances)!
  • Complete Livery Package (see details below) for every version inc. subtle changes!"

An Authentic and Accurate Sound Pack of the Unique Packard Merlin Engine. 84 hours of recordings and mixing of real sounds from the real Packard Merlin have been mixed from two separate sources. Carefully recorded to gain the accuracy of the exhaust sound of the unique Merlin V1650 Engine with its characteristic growl.

Two flights were made in a restored P-51D to accurately record this wonderful sound. At high throttle the engine attains peak torque. At full power the familiar 'growl' of the Merlin can be heard as different phases of engine power increase. Perfect for those with 5:1 surround systems; the sound of the engines peak torque tone curves can clearly be heard above its clean characteristic sound as it flies by on high speed passes.
  • Authentic Engine Firing sounds
  • Accurate start and shut down
  • Sounds from outside taken using carefully positioned microphones in flight
  • Additional famous Gunport Whine
Sounds inside the cockpit have been recorded both on the ground, during and up to take off and in flight with many sound characteristics also recorded as they were heard including buffetting, wind noises, creaks and the clank of metal against ground.

  • The most accurate exterior model of a P-51D ever seen in computer form, created using original engineering drawings, dimensions, & cross-reference photos.
  • Distinctive areas such as the nose, tail, wing, radiator scoop, and spine are modeled to a degree of accuracy never before seen.
  • Working 2 Stage Supercharger, if not handled correctly, the engine will blow!
  • Very Accurately depicted Gun Bay detail never before seen modelled to such a high level of detail
  • All fasteners, screws, spot-welds, bolts, rivets, & seams are accounted for, & accurately recreated.
  • The characteristic and distinct laminar wing airfoil is accurately modeled.
  • Plastic canopies, of both Inglewood & Dallas forms, are accurately modeled to the Nth degree, using original engineering drawings of the Inglewood type, and profile photos of the Dallas type.
  • Landing gear & landing gear doors are faithfully modeled, including proper strake-angle and accurate oleo compression with weight, & feature all original markings, stencils, and placards, using original engineering drawings of the gear doors and profile photos of the Bendix/Menasco gear legs.
  • All wheels and tires are modeled using a complete set of actual dimensions, along with profile photos of the real articles.
  • Landing gear retraction/extension animations feature accurate phased delay to exact timing.
  • Inner "clam-shell" landing gear doors drop when the hydraulic pressure T-handle is pulled. This, a practice to prevent wear to the hydraulic system. As properly kept-up aircraft, the flaps will not droop after shutdown (Just as in the real aircraft, you cannot lower the flaps simply by activating the emergency hydraulic release. If Mustang's hydraulic system is not in top form, the flaps will droop down over time, after shut down, but may take hours before it is noticeable).
  • Flaps will accurately deploy/retract with available hydraulic pressure.
  • .50 cal. machine guns are accurately textured and properly staggered along the wing leading edges.
  • Per restoration, both cuffed and square-tip Hamilton Standard propellers are accurately modeled.
  • Wing hard points are modeled in detail, including sway braces mounted to the shackles.
  • Individual exhaust stack are fully modeled using profile photos of the real stacks.
  • The pilot relief tube exit is accurately modeled at the lower end of the tail, on those restorations which feature this detail.
  • The static ground wire is accurately modeled at the lower end of the tail on stock-restored examples, which is effected by speed and ground contact.
  • Both coolant and oil cooler doors, all trim tabs, gear doors, and gear legs, feature animated push-rods, and in proper cases, animated hydraulic cylinders.
  • The structure of the gear wells is accurately modeled and textured unlike ever seen before, with all proper ribs and stringers, rivets and bolts, and individual finishes according each aircraft.
  • The pilot model features updated period head-gear, extensively researche dfor accuracy and is now animated
  • Examples with tail warning radar installed feature an accurately modeled radar antenna array on the vertical tail.
  • A full compliment of effects includes lighting, start-up, dirt taxi, and landing.

  • Map & Data Case
  • Flare Cartridge Bag
  • Flare Pistol Port
  • Flap Handle
  • Carburetor Air Controls
  • Rudder Trim
  • Aileron Trim
  • Elevator Trim
  • Gear Handle
  • LH Cockpit Light
  • Arm Rest
  • Coolant Radiator Air Control Switch
  • Oil Radiator Air Control Switch
  • Landing Light Switch
  • LH Cockpit Light Switch
  • Throttle Lever
  • Microphone Button
  • Throttle & Prop Friction Controls
  • Prop Lever
  • Mixture Lever
  • Left & Right Manual Payload Release Levers
  • Supercharger Warning Light
  • Fuel Booster Pump

  • Oil Primer
  • Starter Switch
  • Fuel Primer
  • Magneto Switch
  • Payload Arming Switches
  • Instrument Panel Light Switch
  • Gear Position Indicator
  • LH Instrument Panel Light
  • Gunsight Power Switch
  • Gunsight Reticle Fixed/Gyro Switch
  • Directional Indicator Gauge
  • Clock
  • Suction Gauge
  • Manifold Pressure Gauge
  • Tachometer
  • Coolant Temperature Gauge
  • Carburetor Temperature Gauge
  • Gyro Horizon
  • Gyro Compass
  • Airspeed Indicator
  • Altimeter
  • Turn and Bank Indicator
  • Vertical Speed Indicator
  • Oil & Fuel Gauge
  • Oxygen Flow Blinker
  • Oxygen Pressure Gauge
  • Aircraft Restriction Placard
  • Fuel Cutoff Lever
  • Fuel Tank Selector
  • Hydraulic Release T-Handle
  • Hydraulic Pressure Gauge

  • Spare Bulbs Bracket
  • Oxygen Regulator
  • Canopy Emergency Release Handle
  • Canopy Crank
  • Recognition Light Key
  • RH Instrument Panel Light
  • RH Cockpit Light Switch
  • Generator & Battery Switches

  • Gun Heat Switch
  • Pitot Heat Switch
  • Position Lights Switches
  • Recognition Lights Switches
  • Tail Warning Radar Power
  • Tail Warning Radar Test
  • SCR-522 Radio Control Box
  • RH Cockpit Light
  • IFF Power Switch
  • Detonator Switches
  • F-Band Switch
  • G-Band Switch
  • Radio Circuit Breaker Switches
  • Emergency Coolant Door Release Handle
  • Signal Light Power Receptacle
  • Cold Air Control
  • Hot Air Control
  • Defroster Control
  • LH Fuel Gauge
  • RH Fuel Gauge
  • K-14A Gun Sight
  • N9 Gun Sight
  • Gun Sight Range Dial

  • Armor Back Plate
  • Fuselage Fuel Gauge
  • SCR-522 Radio Set
  • Battery
  • Fuel Plumbing
  • Fuel Tank
FLIGHT MODEL - WARNING: Highly sensitive flight model. (Stall it on a tight turn and you will spin like the P-51D manual warns) "Snap Roll" also included into air model where pilot force a snap roll due to excessive speed, AOA, wrong weighting and COG pushing.


For those using Force FX Hardware. The buffet due to applying too much back-pressure on the control column will be felt throughout the different speed ranges.



Install tanks if needed for long flights or display. If need be, they may be ARMED and RELEASED, or simply uninstalled.


By simply assigning the wing fold mechanism, this will open the Gunbay to reveal incredible detail.


As procedures followed by the real pilots, following shut down, the hydraulic t-handle may be pulled, allowing the landing gear clam-shell doors to deploy within seconds.


As per given flight conditions, the gun sight if installed, may be removed or added back into the cockpit by the user.



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This product was added to our catalog on Tuesday 10 July, 2012.
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