MiloMorai

Operation Overlord ran from 6 June to 30 August 1944. There was 4 Groups in the 8th AF that operated P-51Ds in that time period.

Try here, http://www.scribd.com/doc/34812228/P51D-Mustang-Maintenance-Manual#scribd

Testing and adjusting unloading and relief valve (pg 268 ) Why would the pressure reach 1400psi when the adjustment screw is set for 1250psi max?

Who is this 'we'? The only 'wet' is the oil used for the bearings.

The heaviest turbo supercharger weight was 245lb. Did you mean turbo supercharger system which would include all the ducting?

Any looking for skin ideas for 8th AF a/c, http://www.littlefriends.co.uk/78thfg.php?action=list_records&recs=50&sort_order=ASC&order_by=Squ&recs=50&next_page=4#tabletop

That would for the 8th Air Force and they ended up in the 9th AF. The number of P-51s on hand vs Germany was not greater than the number of P-47 til April 1945. In the ETO, the P-47s outnumber the P-51s till the German surrender. http://www.dtic.mil/dtic/tr/fulltext/u2/a542518.pdf

Aircraft Engines_1941.pdf (4.41 MB) Aircraft Engines 1945.pdf (6.70 MB) Aircraft Power plant operation 1944 part 2.pdf (17.48 MB) Aircraft Power plant operation 1944 part1.pdf (15.90) Airplane Structures .pdf (7.35 MB) Hope the links work.

It is more than helpful, and informative, besides to ED.

Why is it every one else understood it was the operating strut and you didn't Crumpp?

LOL Pilum beat me to it. It is very obvious that the landing gear actuation strut system is connected to the flap actuation system

The info I have is that only 76 G-6s were produced in 1945. In the same time 580 G-14s were accepted. Production of G-14s began in July 1944 but none were accepted befor August. G-14s were replacing G-6s on the production lines. From Aug 1944, 1483 G-6s and 3950 G-14s were produced.

Total K-4 production was just under 1600 a/c. In Jan 1945, the Luftwaffe had just under 1500 serviceable single engine fighters, split almost equally between Bf109s (slightly more) and Fw190s. The K-4 was only slightly less numerous than the G-10 and both were powered by the DB605D engine.

Fixed down like on some Bf109s.

The Pratt and Whitney R-2800-59 Double Wasp eighteen-cylinder air-cooled radial with war emergency power of 2535 hp should help compensate for the turbocharger weight. The dive recovery flaps will come in handy.

Great pdf F-4/B. :beer: Nice to get the info all together and not in dribs and drabs. I didn't notice any uplocks for the inner gear door.

Can we see a photo of this P-51?

One would think that P-51s today would have the uplock modification.

It was basically a test setup that didn't work. The MK103 was too powerful for the wing to handle. The Mk103 was modified for installation (MK103M) in the Bf109 but never functioned properly.

However do those aerobatic pilots do it? Matthias said that we were pulling a face distorting 6.5 Gs at the bottom: that’s the equivalent of having a 66-stone man sitting on your head. How many Gs have you pulled in your Extra Crumpp?

Nice and thanks but why is the undercarriage being retracted if the a/c is landing?

Nobody, but that is what the testing being done found. (see first post)

It is not db605dc and db605db.

http://www.enginehistory.org/German/daimler-benz.shtml For DB605 engines http://www.enginehistory.org/German/DB6xx/ged0110.html