a2a p 51 manual

Air comes in, it mixes with fuel and ignites, parts move, heat up, and all work in harmony to produce the wonderful sound of a V-12, liquid-cooled racing engine. Now the gauges look beneath the skin of your aircraft and show you what Accu-Sim is all about. Manage temperatures with a radiator flap and proper flying techniques. Throttling up an engine with oil-soaked spark plugs can help clear them out and smoke. So don’t idle for too long, get in the air where the air supply is plentiful. Dropping your gear will pull your aircraft realistically as the landing gear is deployed along with cooling flaps, ordnance and even opening the canopy. Drop your gear, deploy your flaps, or just try a dive, and listen to your airframe. If you deploy your flaps at too high a speed, you could find yourself in a very dangerous situation. Before you fly, enjoy clicking everything. Accu-Sim monitors the amount of fuel injected and its effectiveness to start the engine. Cold mornings require as many as 12 strokes and warm starts may only need a single shot. The major draw comes from engine starting. Oil viscosity is affected by oil temp and oil dilution level. Now when you start the engine, you need to be careful and not raise RPM too much until oil temp is high enough to give proper oil pressure. If you raise RPM too high on a cold engine, especially very cold, oil pressure can raise to over 150 PSI. Oil pump failure can result. Extended inverted flight (negative g) can uncover the oil sump and reduce oil pressure. Do not fly in a negative g situation for more than five seconds. Just take off and climb without oxygen to see. Countless accurate features are modelled and the aircraft is complete with A2A's Accu-Sim enhancement package which provides an even greater level of authentic complexity and accuracy in the aircraft systems and functionality. Our payment security system encrypts your information during transmission.

• a2a p 51 manual, a2a p 51 manual.

At the breakout of World War II, the skies were filled with aircraft developed in the mid to late 1930s. Aircraft were still transitioning from fabric to all-metal designs, and for the most part, automatic systems management really did not exist. The height of single-engine complexity would be the P-47 Thunderbolt, which had a plethora of systems to manage (manual cowl, cooling, and oil flaps, manual turbo, manual throttle management etc.). The pilot was being taxed to just fly the aircraft, let alone engage an enemy or avoid being attacked. Over the course of the war, aircraft were made ever more aerodynamic, engine power was pushed to its limit, and systems were gradually made to work automatically. The P-51 Mustang represents the very pinnacle of this wartime development, and today hundreds of P-51s fly in a modern world and perform not just adequately, but admirably. The P-51 Mustang today is an outstanding, all-weather cross-country platform. It is considerably faster and can fly further than the vast majority of general aviation aircraft, and is just shy of the speed of a personal jet. While maintaining a real Mustang is hobby for the wealthy few, Mustang pilots today regard their aircraft as sturdy and reliable. During the development of the Accu-Sim Mustang over the years, we have taken four test flights in two different Mustangs flying today. The cockpit we designed in this Civilian Mustang was designed over many months with the assistance of Mustang pilots, owners, and our own in-house staff. Owning and operating a Mustang today is a dream to many, and this is what we believe flight simulation is all about. Make your dreams come true. Now you can set for 'RUN' and the aircraft fuel-to-air ratio will be automatically determined and set by the carburettor based upon various factors, such as altitude. Accu-Sim monitors the amount of fuel injected and its effectiveness to start and run the engine. No two flights are ever the same!

At least 40 US Pilots reached Ace status flying the P-40 in the China-Burma-India Theatre. The American Volunteer Group (Flying Tigers) were integrated into the USAAF as the 23rd Fighter Group. The unit continued to fly P-40s (of newer models) until the end of the war, racking up a high kill-to-loss ratio.To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzes reviews to verify trustworthiness. Please try again later. Alan T. Butler 5.0 out of 5 stars Neutral position effectively locks the hydraulics, securing the gear in the up or the down position. The book was written for new pilots transitioning from AT-6 Texan (advanced trainer) to their first fighter. Good luck and good hunting! ATBThe P-40 secured its mechanical legacy in the air, by being in the right place, at the right time, and in sufficient numbers to hold the enemy at-bay, while more powerful colleagues were in the works. A wonderful read, and essential to any serious aviation enthusiast's library.I've been a modeler for a long, long time and I always love to have detailed references for my kits. This is one special book in that regard, as it has cockpit views of the plane and what's really neat, you can read all about the performance of the Warhawk and how you were supposed to fly it. I was simply glued to the screen. What a unique plane with such a unique history -- and this book really does put you in the pilot's seat. It's the exact manual the men who flew it used to acquaint themselves with this warbird. I highly recommend it.Un livre a avoir pour completer une collection. Donne et illustre pas mal d'information sur le comportement et la techologie de ce chasseur.Sorry, we failed to record your vote.

We don’t share your credit card details with third-party sellers, and we don’t sell your information to others. Please try again.Please try again.Please try again. By war's end the Tigers had destroyed more than 1200 Japanese planes, with another 700 listed as probables. Their own losses came to 573 aircraft. Originally printed by the U.S. Army Air Force for pilots transitioning to the P-40, this flight manual contains detailed information about one of history's great planes. Some color images appear in black and white, and some pages have been slightly reformatted. Care has been taken however to preserve the integrity of the text. Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. Show details. Ships from and sold by Amazon.com. In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. Register a free business account Over 13,500 P-40s were produced. Between 1941 and 1944, the P-40 played a critical role with Allied air forces in five major theaters around the world: China; the Mediterranean Theater; the South East Asian Theater; the South West Pacific Area, and in Eastern Europe. P-40s first saw action with British Commonwealth air forces in the Desert Air Force, in August 1941. The RAF's No. 112 Squadron was the first to fly Tomahawks in North Africa. The squadron copied the famous shark mouth markings under the spinner from Luftwaffe Messerschmitt Me 110 Zerstorer units, and the logo was later adopted by the Flying Tigers in China. The P-40 performed extremely well in the China-Burma-India Theatre, scoring high kill ratios against Japanese craft throughout the war. The P-40 remained in use in the CBI until 1944 and was reportedly preferred over the P-51 Mustang by some U.S. pilots flying in China.

North American beat this near impossible deadline by 3 days by using wheels from the T-6 trainer and delivering a design with no engine specified. Notice the large dual 20mm Cannon fairings on the wings. The British Air Purchasing Commission was elated and ordered 320 on the spot and later doubled that order. This early version had an Allison engine developing 1,200 hp with a 3-bladed prop. The US did not order any P-51s for two more years. According to many, this was because North American would not pay kick-backs to those greedy few that profited from the war effort. It took a Presidential inquiry to resolve this issue. Everyone wanted this version and they couldn’t build them fast enough. It seems each side of the pond was working totally independently and the US version had additional modifications to accommodate the increased horsepower, torque and speeds. The huge 4-bladed Hamilton-Standard propeller was chosen by both modification teams. One account has these first examples flying less than 3 weeks apart. The charts show another 1,500 K models came out of Dallas. Another 500 or so H models were built. The alphas that were skipped were the one and two special models. The Merlin engines were built in America by contract arrangement with Packard. The 12-cylinder Merlin, while cranking out 1,695 hp was a fuel guzzler, especially when engaged in aerial combat. A typical cruise speed was 325 mph with a max speed of 437 mph with 4 - 6 50 caliber machine guns blazing or 2 thousand pound bombs and some of the later D and K models carrying ten 5 IN rockets. The Luftwaffe pilots certainly did not want to see one of these things in their rear-view mirror as some 5,000 enemy aircraft were downed by the P-51. Although not nearly as fast as the German Me 262 ramjet the Luftwaffe usually did not choose to tangle with a P-51 in the hands of an experienced pilot.

Please try again In order to navigate out of this carousel please use your heading shortcut key to navigate to the next or previous heading. Finally, one of them made an innocent post that he was busy flying, or actually learning to fly the A2A Civilian Mustang. Eventually I got around to reading up on the Civilian Mustang and seeing what the hubbub was all about. Maybe the beginning would be a good place to start. North American Aviation, now Boeing, was approached by a British delegation and asked to build a large number of P-40 fighters for the RAF. You would lend it to him in his time of need wouldn’t you. And, with no thought of payment, just return it after the crisis.” In this particular case Britain was prepared to pay for the new aircraft. I will get to 1946 just a fast as I can, but, here goes the short version. It is simply that I have chosen to limit this review to just the Mustangs. I plan to gloss over many key milestones and probably make a lot of our elder retired pilots and aviation historians furious by doing so, but I promise to add some links at the end for those purists to follow the true path and exact details of the birth of the Mustangs. As always, there were some ones and twos of special models, but the bulk of the force was the B, C and D models. This one has a slight twist in that the B and C was basically the same model; just the B was built in California and the C in Texas. The D model is generally considered the definitive Mustang. More Mustangs, specifically the K models, were super-high performers near the end of the war in Europe. These early versions were well received but, relegated to low level strafing and reconnaissance. The Brits were desperate and were willing to take most any fighter in quantity as long as it could be built quickly. The British agreed to a new design but stipulated that a prototype must be ready for review in 120 days.

This was significant because it was thought at the time that flights over the North Pole were not safe due to the magnetic anomalies near the pole which greatly interfered with navigation. For this brave feat he won the 1951 Harmon Trophy. This is a fine and deserved legacy for the legendary P-51 Mustang, considered by many to be the greatest piston-engine fighter airplane of all time. The exception seems to be those associated with the P-38 Lightning. Might be some truth to it - it had a lot going for it and the Luftwaffe sure respected it. Our roots have been in both general aviation and military aviation history, and A2A has used this passion and experience to bring many Warbirds to Microsoft Flight Simulator X. However, this release does our best job combining these two worlds.” Over the course of the war, aircraft were made ever more aerodynamic, engine power was pushed to its limit, and systems were gradually made to work automatically. The P-51 Mustang today is an outstanding, all weather cross-country platform. It is considerably faster and can fly further than the fast majority of general aviation aircraft, and is just shy of the speed of a personal jet. Welcome to the Cockpit of the Civilian Mustang So if you don’t have an extra million or two to purchase a real Mustang you can learn to fly this simulator edition and still enjoy the dream. This aircraft has been fitted with a complete IFR panel that was not even possible in a 60 year old military aircraft at any cost until recently. With this new instrumentation and equipment you now have a high speed powerful propeller driven aircraft able to perform and compete in the general aviation field. With the addition of the Century III autopilot system and a Garmin GPS400 you now have a set of extra mechanical hands and a state-of-the-art navigation system to assist you while flying in most weather conditions. This aircraft represents what a pilot or observer may find in many Mustangs at airshows today.

It is believed that A2A has created a very unique environment that caters to most pilots that has never been experienced before in Flight Simulator. This could well be the most unique simulation available to FSX users as it is not only designed and built using input from Mustang owners and operators but is up-to-date with easily recognizable avionics and instrumentation. All traces of warbird guns, bombs, radar, etc have been removed in the design phase. How do you make a Military Mustang a Civilian Mustang? Then you replace some of the necessary and functional stuff with more up-to-date and modernized avionics and instruments. And finally, you add those items that are unique to all civilian aircraft and register it for an N-number. What was not added, but would normally be found on most civilian aircraft would be a baggage compartment. Moonbeam’s owner, Vlado Lenoch, made her available for audio and video recordings as well as flight tests to record base values for development and design tests of the A2A edition. This one was built in the California plant in October 1944 and arrived in Britain just in time to celebrate V-E Day then returned to Newark NJ depot in July, 1945. She was bounced around a few AFBs and then handed down to a few ANG bases and finally put in storage at the end of 1956.Vlado purchased her in 1988 and after a brief racing career now flies with the USAF Heritage Flights and is a regular at air shows. The system can compensate for unbalanced fuel loads and incorrect trimming as well as power changes making it an ideal autopilot for the P-51D Mustang. Please note that only pitch trim is adjusted with this autopilot system and not aileron or rudder trim however turns made with the system are coordinated. The simulation closely mimics the unique features of this autopilot system. Not exactly a press the button engagement other than the ALT HOLD. This one is a Press to engage feature. The view is partially blocked by the flight control stick.

Chuck Yeager, flying a P-51, is credited as the first Allied pilot to shoot down a Me-262 when he surprised one during its approach to landing. The last two escort missions were flown in 1968. It was not only a major factor in the Korean War but was used by Israel in two wars and several other countries well into the 1980s. Less than 300 P-51’s exist today and only half of them are airworthy. This is also my estimate for the number of books about the P-51 that are available for purchase at Amazon.com or you can just read all the interesting history on the internet. The P-51 Mustang and the pilots who flew them saved countless lives in the skies and on the ground, and helped turn the tide of WWII. The P-51 is arguably the finest fighter aircraft in the history of aviation Although, the first Mustangs to appear in Asian skies were Allison-engined P-51As in November, 1943. Later model P-51s were outfitted for long range B-29 escort service and based in Iwo Jima. Both the US and Australia used the Mustang as an aerial fighter and to attack ground targets throughout the Pacific. Almost all the early P-51 American Aces were in China with a combination of the first 3 or 4 kills in a P-40 or P-47 and the 5th, or Ace kill, in the Mustang. It was a big day to step up to a new Mustang with the increased speed and firepower from an old worn-out P-40 in 1943. The N and K models were fierce combatants as the Allies closed in on homeland Japan. Some were made available to the public for purchase directly from the Air Force. About ten years later they would do it again when the Mustang was officially retired and replaced by the new jet propelled fighters. At each of these sites there would be thousands of war weary military combat aircraft of all kinds, from B-17s to AT-6s, lined up in long rows in fields of hundreds of acres. Small quantities of fuel, oil and gasoline were supplied along with battery carts for starting.

No proof of flying experience or even of a pilot’s license was required for purchase. If satisfied, the purchaser would pony up the agreed price in cash and sign a waiver absolving and holding harmless the Army or Navy for the condition of the airplane and any mishap that might occur with regard to it after purchase. A few more gallons of fuel, usually by a hand operated pump from a portable fuel drum, was added to fly the airplane to the nearest airport, then towed to a nearby makeshift runway usually just a dusty open strip of desert, and the owner or his or her representative would fly it away. Immediately after WW II highly modified surplus P-51s competed in the 1946-1949 Thomson and Bendix Trophy races as well as in the Cleveland Air Races. He intended to enter this airplane in the 1946 Bendix Trophy race, a transcontinental, point-to-point race sponsored by Vincent Bendix founder of the Bendix Corporation. Mantz had the airplane stripped of all military and other unnecessary equipment and had the wings modified so that each wing was, in essence, a giant fuel tank. This became known as a “wet wing”. Because the Bendix Trophy was a long-distance race typically from the Los Angeles area to Cleveland, OH, maximum fuel capacity was essential to minimize the number of fuel stops. Mantz and his team created what soon proved to be a successful formula for racing. Blaze of Noon won first prize in the Bendix Trophy race of 1946 averaging 435.50 mph, in 1947 averaging 460.42 mph, and yet again in 1948, averaging 447.98 mph. One item I noticed was the bubble canopy was removed and replace with a low profile set of small windows. Blair went on to set a number of world records in it, including the 3,460 mile New York to London record in 1951 which was flown in 7 hours 48 minutes at an average speed of 443.59 miles per hour.

The 4 control and selection heads are similar enough to be intuitive with familiar power on and off knobs and frequency adjustment with a standby and active 5 digit readout and a push to transfer, or make active, button.This is bordered in yellow and slight offset to the left of center. This instrument alone deserves its own manual due to the many functions that it performs. On the right starting at the top is Manifold pressure gauge with the Tachometer at the 5 o’clock position and surrounded by smaller engine monitoring gauges with a direct reading Fuel Flow gauge at the far right. These are push to engage button with the Audio colored yellow and the Nav white.It is an absolute pleasure to be able to fly a modernized WWII iconic fighter with the most up to date VC with the IFR panel. Now, add the Accu-Sim needle vibrations, stick shaking, and all the general almost-real noises and features and it is almost overwhelming. Outstanding presentation, A2A. Should you overlook these controls, you may find yourself flying full IFR when the canopy is covered with condensation. Now I have both and the Accu-Sim for Wings of Power 3 P-51 Mustang(s) add-on that is common to both simulations. There is actually a 4th program needed to have a total, updated installation. You go to the A2A Simulation’s Forum site and download and install (last) the latest version of the Accu-Sim core update. This one is for not only for both P-51 Mustangs, but also for the Accu-Sim Spitfire and P-40. As we progress we will have an authentic, and I do mean authentic, as in realistic, accurate, faithful, researched, true representation of the real deal. Scott Gentile, A2A Founder and Chief Designer, not only researches the real world aircraft in parallel to the in-house simulation development, he records the visits on video and makes them available for us to view.

He not only has over 8,000 hours total time, he has a masters degree in Aeronautical Engineering from MIT, is ATR rated in the Boeing 727, is a flight instructor in single, multi, and gliders, has an LOA (License of Authorization) for the L-39, T-33, P51, and others, and interestingly, his uncle Cvitan Gallc, was a 36 victory Luftwaffe fighter ace.” Scott Gentile, A2A Simulations The A2A Forums have daily posts by P-51 pilots suggesting how to better fly the Mustangs in FSX. I know enough to explain it to you but, I fail to understand why it is a separate purchase. I would venture a guess that less than 1% of the WOP3 customers fly without Accu-Sim. This is what makes the shake, rattle and roll, shake, rattle and roll.Your first indications will be bouncing needles, panel shakes, vibrations of all sorts, sounds you have never heard in FSX and just generally a much more real-world-like simulation. This has several advantages for both the developer and the sim pilot. The Developer is no longer restrained or limited by the unfinished version of FSX and Direct9 and therefore can model specific systems and details as needed. A big plus is all these feature-rich enhancements do not use any of the CPU allocated to FSX with a net result of smoother running simulations at higher FPS. There will now be consequences of needles in the red and over boosting an engine on takeoff or in the case of the Mustang, not understanding and following the checklists and maintenance schedule. No more of that jump in and fly or land, stop and jump out and go to dinner. Proper shuts downs are just as important and proper startups and other procedures. You are operating and flying an airplane as a pilot would be flying that airplane. Accu-Sim is SERIOUS business.

When you start up, take off, and fly, then land an Accu-Simmed P51, when you park it and close down FSX, you have accomplished as close to actually having flown a P51 as I believe has ever been made possible in a desktop simulator experience. Not having Accu-Sim is like missing a date with Pamela Anderson because you had to mow the lawn.” The chances of things like that exceeding tolerances is related to your style of flying.Not yet, but we can start it up - soon. This means hitting the books, watching videos, making notes, reading the forums and burning the midnight oil, as they say. Should you choose the Military P-51 you have 50 of the most interesting pages you may have ever come across. Eight sections will get you feeling comfortable enough to want to read the 60 page Accu-Sim manual. The first half of the Accu-Sim manual is more like a crash physical and aerodynamics course with the last half of the manual covering specific systems and parts of your P-51 with a couple of pages of hints on how to fly it. The lead-in, introduction and short history gets you interested, then a very short 3-page installation guide follows. Variants and specs with cockpit diagrams keeps you interested enough to read the section on 2D Panels where the memory work starts. Taxi, run-up checks, actual takeoff and the use of power. This is where you learn full power does not mean full throttle. And finally, prep for landing and actually landing. It is not over with the landing. There is more to do. The bad news is the Civilian Mustang manual is 27 pages longer than the Military manual. Go Figure. The good news is the Accu-sim manual is the same for both so you may already be half way home. This time the Introduction actually covers the systems as such meaning the Autopilot, Radio and Nav equipment, gauges and controls, and features and overview. All in 15 pages or so. The first 5 pages consist of the full version of the Blaze of Noon story as told by Mitchell Glicksman.

My greatly abbreviated version earlier was just enough to get you interested in reading a little more about it. It’s an easy to read tear jerker mini-novel about a great airplane and a great pilot written by the great pilot’s friend. You will enjoy this immensely. Now, these are not like you may imagine typical 2D panels should appear. These are more along the lines of click and choose for specific configurations. Kind of like a Configuration Manager divided up into Pilot’s Notes (very handy), Controls (Too many things to summarize), Payload and Fuel Manager, Map (A big, useful map with a compass rose and airports and such) You click on a dozen little boxes for Nav data, rings, zooms, etc Finally, something new to many will be the Maintenance Hangar where you can perform a complete overhaul or simply check the oil. This is a color coded, click to perform feature. Learn to keep good records early in your training. It is not just dry descriptions but is well written with interesting overviews with some how-to's and consequences of doing or not doing. You may want to print this section and grab your highlighter. Checklists and procedures. Probably more detailed than you have ever seen. Lots of great information packed into these last 10 pages. I recommend reading these last two sections every night for a month. Because of this, it was developed using the highest realism settings available in Microsoft Flight Simulator X. The following settings are recommended to provide the most accurate depiction of the flight model. Without these settings, certain features may not work correctly and the flight model will not perform accurately. The only exception would be “Crash tolerance.” It would be a good idea to review these diagrams to get an feel for what is packed into this cockpit. Detailed explanations will follow shortly. However, one should be able to adapt one model to the other except for a few selected systems like machine guns, radar, IFF, etc.

This has a little bit of everything displayed for a quick glance. OAT and Cabin temps, Ground speed, range and endurance numbers, Power settings for takeoff, climb and cruise and fuel flow. This popup features all the amenities of the actual radios but in a singular unit which allows you to control your communication, navigation, ADF and transponder radios from a single source. You can do most everything with this popup that you can do using the radio head in the VC. You can switch standby to active frequency, change frequencies, adjust channels, press Indent. You can both see and read your crew chief’s report stating: This overhauls the engine and replaces any parts that show any wear with new or re-conditioned ones. This feature alone adds so very much to the simulation. You have you Mustang sitting on jacks so you can run use the color coded screenshot and the mechanics work order to perform the repairs. Same with the big Merlin engine, if a couple of cylinders have low compression, can repair just those two or all 12 at once. The Yellow items are good candidates for failure during your next flight and the red one must be repaired on the spot. One thing is for sure, learning to fly the Mustang is no easy task and it is quite easy to make a spectacular crash resulting in major damage. Fortunately, they can all be at no additional cost for repairs using your Maintenance Hangar. Some Civilian Mustang users have complained in the forums that the model of choice on the jacks is a Military model and it should be changed to one of the Civilian models. That way A2A and keep actively working on the next model and making meaningful upgrades to this one as no two users will be totally happy when there is a choice of three. The GPS in the virtual cockpit can be easily swapped with a 2D one should one desire to swap the unit with other avionics freely available to consumers such as the Reality XP GNS430.