Mustang Demonstration Tutorial

I am posting this in it's entirety for those who might wish to study it and
possibly enjoy flying this demonstration in MSFS.







Tutorial on the P51 Mustang

How To Perform an Air Show Display in Microsoft Flight Simulator using the
Shockwave Productions P51

By Dudley Henriques

International Fighter Pilots Fellowship

MVP 2007 Microsoft Flight Simulator





Location and Setup;

Misc. Notes

Remember that anyone attempting this demonstration after or while reading
this tutorial can pause the program at any time and re-read the section
involved.



I've picked the location of the New Castle County Airport (KILG) for the
demonstration, as it is one of the many airports where I flew a
demonstration in the Mustang. I'm familiar with the show line and
demonstration lines at the location. It's also my home field in the
simulator.

The Shockwave P51D is almost an exact replication of the P51 I used in real
life and should be set up in the following manner for the demonstration to
replicate my air show weight and balance. The views I've suggested will give
you the view I had in the real airplane as well.

VC zoom level in all quadrants should be set for 70. In the forward cockpit,
the lower switch panel showing the starter on the left side of the aircraft
should be just above the lower edge of the monitor. This view is the normal
forward view for a 5'8" pilot sitting normally in the seat. This view
forward is the normal view for me in the real Mustang. The perspectives
outside the aircraft at the 70 setting are extremely close to being normal
on the aircraft.

Note that I will be "scripting" cockpit procedures, as they exist for the
real Mustang. I'll note where the sim procedure (what you have to do in the
sim to duplicate the real life equivalent) differs where necessary)

The airplane of choice is the combat version (clean) 557.

You should set the aircraft up cold and dark as follows;

Location on the field at start; put the aircraft on the grass with all
switches off just behind and to the left of the tower with the tower about
45 degrees off the right windshield glass. It was at this position on the
field we actually parked the airplane prior to a demonstration.

In settings/realism/ set up for hard and crash recognition. This gives you P
Factor, Gyroscopic Precession, and Engine Torque; all relevant to the P51
operation scenario.

It is notable here that spiraling slipstream forces are not programmed into
the sim's engine, but are not needed as the sum of the 3 available left
turning forces are ample to reproduce enough depth of fidelity for our
purpose.

You should set the weather for clear with no wind. The reason for this is
that handling the Mustang in the low altitude demonstration environment with
a crosswind will make the replication of the demonstration in the sim
extremely difficult for the sim pilot. A no wind scenario is fine for doing
the air show demonstration. Later on if you feel like it, please be my guest
and try it using a crosswind. In actual demonstration work, there usually
was a crosswind component involved. This of course meant a constant
correction on the show line, reversals, and the turns during the routine.

Fuel; set the fuel load in settings to 0 gals in the fuselage tank (ours had
no fuselage tank installed) and 50gals ONLY in the left main with the right
main tank at 0 gals. (Optimum fuel for demonstrations where and when
possible)

Take out all the ammo weight. (We didn't carry ammo in the gun bays. Used
for clothing and stuffed animals for unsuspecting ladies we wished to
impress J

This is a typical Mustang setup for a 15 minute pre-structured aerobatic air
show demonstration using a mean datum of METO (Maximum except take off)
power.



Here's the plan form layout for the demonstration.





Ok, we have the location and the basic set up for the airplane on the ground
before engine start.

Next section will cover ground procedures to the active.



You will find an airport diagram for KILG at the following location. I
suggest you download it, print it out, and then create on the diagram with a
pencil the following, which represents the demonstration show line and
reversal area. You will note that there are 2 distinct kinds of reversals
used in my demonstration routine; a vertical reversal and a lateral
reversal. Both are designed to exit the show line and reverse back into the
show line. The type of reversal depends on the maneuver just performed, the
exit airspeed of that maneuver; the next maneuver in the sequence, and the
airspeed required for that maneuver.

Let's set up a plan view of the show line and see what it looks like.

The show line is an imaginary line drawn straight down the length of runway
1/19 splitting the runway in half lengthwise. This line is the maneuver
line, and all maneuvers will be flown between the numbers 1 and 19 going one
way and 19 and 1 coming back the other way.

Vertical reverse turn arounds should be executed initiating over the exit
side runway number after a maneuver completion either as a Half Cuban Eight
or Reverse Half Cuban Eight as indicated in the tutorial. This puts the
aircraft over the top inverted, then back down into the reverse heading on
the show line for the next maneuver in the sequence.

The lateral turn reversal areas are a bit more difficult to visualize. They
constitute a tear drop high performance turn that includes an initial 45
right/a 5 second extension/ a 180 left/ finishing with a 45 left back to the
show line on the reverse heading.

These turns are identical for each end of the runway. They are begun over
the exit side number (1 or 19 as the case may be) turning initially outbound
45 degrees off the runway heading, extending for 5 seconds straight and
level, then a 180 left turn back into a 45 offset to the runway, then a
finalizing turn into the show line down the runway on the opposite heading
for the next maneuver.

Let's visualize the lateral turn reversal from a maneuver down the 1-19 show
line. (The 19-1 show line of course is the exact reverse of this example)

You perform a required maneuver on the 1-19 line finishing in level flight
over the numbers 19. You execute a sharp right turn to a heading of 55
degrees. You level the wings and extend mentally counting to 5 seconds. You
initiate an immediate left turn now to a heading of 235 degrees. The runway
should now be aprox 45 degrees off your left wingtip. Now execute whatever
bank is needed to produce a turn that will end up with the airplane lined up
back down the opposite show line. (The 19-1 line this time).

If you did everything perfectly, you should now be crossing the numbers 19
inbound for the next maneuver in the sequence.

For the lateral turn reversal off the 19-1 show line, the heading numbers
are as follows;

Over the runway number 1/ initiate a sharp right turn to a heading of 235
degrees/extend level for 8 seconds/ make the left 180 to a heading of 55
degrees/ then play the last 45 degrees back in to cross the runway number 1
for the next maneuver.

FWIW, I ALWAYS wrote my show line numbers on the back of my throttle hand
for recall if needed J)



Before we continue in this tutorial, let me take you out of it for a moment
and let you read a bit on what its like to fly the 51.

Hopefully this will give you a "feel" for what it's like to fly the
airplane so as you try your hand with the demonstration you can appreciate
what's involved.



The P-51D, which I flew, was a very straightforward airplane in every way.
By that I mean it wasn't difficult to fly or hard to handle, as long as you
remembered a few basic things. First and foremost, you never forgot for a
minute that it could bite hard if you got careless. There are lots of
airplanes that will let you have another chance if you get ham-handed.
The -51, in certain areas of her envelope, wasn't one of them. I remember
telling everyone I ever checked out in the Mustang to take it up high, lower
the gear and flaps, then back it off to about 15 inches with the prop up to
3 grand... slow it down easy to about 130 mph.. Then SLAM in 61 inches fast.
The resulting torque roll might have helped save a few lives on full power
go-a rounds. None of my guys ever "torqued one in" anyway...

The first thing you notice when you get in the -51 is that nose. It sticks
out there a good way. I'm 5 feet 8 inches tall. Even with a seat chute and
the seat all the way up (we had an adjustment mod put in), I was
hard-pressed to see over the nose. You get used to keeping the taxi speed up
a bit and the stick aft of neutral. This gives you a six-degree lock on the
tail wheel so that you can "S" the bird without too much brake use
(especially if it's YOU that's paying for the brakes).



Almost everything on the -51 is automatic after it's checked and set for
flight. We had an electric primer that was VERY sensitive, instead of the
old push-in-and-lock type. The Merlin will usually take only a few seconds
of primer before it loads up. The mixture is automatic through a high
altitude mixture aneroid through all flight ranges. You start the engine by
using the five hands you immediately wish God had given you the instant you
engage the starter. You hold the starter with your right hand...start
counting six blades as they pass...at "six" you throw the mags to 'both'
with your left hand...hit the fuel boost pump switch on the left of the
starter with your right hand (this requires a finger shift while holding the
starter engaged)...now hit the electric primer to the right of the starter
with another finger switch of the right hand...NOW, remember not to
over-prime the damned Merlin...and as it fires, reach and push the mixture
up into "NORMAL."



Congratulations...you have now STARTED the Mustang!!!!

Taxi is normal "S-turn" with the tail wheel at a 6-degree lock. This gives
you enough room to swing the nose without going forward on the stick and
unlocking the tail wheel.

Engine checks are routine. I did them all at 2300 RPM. Mags and prop, a
Simmonds regulator check, supercharger check... Of course there are other
things to check, like carb air and radiator air switches...I won't go
through the check list item by item....it's boring as hell anyway.



Now, takeoff in the Mustang is something else again. Don't get me wrong,
it's easy if you do it right, but it can bite your butt if you don't. You
line it up and "S" it a bit to straighten the tail wheel. Rudder trim should
already be set at about 6 degrees right. You keep the stick aft of neutral
to lock the tail wheel. Now you EEEEAAAASSSSEEEE in about 40 inches of
manifold pressure (MP). As she begins to accelerate, you ease in the
rest...all the way to 61 inches. Many current operators use 55 inches as
their maximum because of modern fuel octane limitations.



At this point, you can stop talking to yourself because you can't hear
anything else in the world but that Merlin up front. The exhaust stacks are
lined up almost directly with your ears. You anticipate a left swing of the
nose by easing in just short of what you need to keep it straight. This is
very difficult to explain to people who have never done it. The last thing
you need in the -51 on a full-power takeoff is to apply too much rudder
correction for torque. You are better off easing it in just short, by
watching the tendency of the nose, then making a slight final adjustment
into the torque. You have to feel it out carefully. I ease the stick forward
through the run to meet the rotation speed of about 100mph. As soon as she's
clear and solidly in the air I start cleaning her up. Gear up and power back
to METO (Maximum Except for Take Off). Now the MP goes to 46 inches and the
prop comes back to 2700 RPM. She will climb all day at 170 mph at this
setting. I find that 170 let me see well over the nose.



Aerobatics are beautiful! I flew the -51 on the air show circuit back in
the sixties. It never gave me a problem -- not counting one mid-air with
what we later decided was a large owl.



It will roll either way at a very respectful roll rate, depending on the
entry speed. Naturally it rolls better to the torque side. I used 250 mph
for most rolls, and about 275 mph for point rolls up to sixteen. Vertical
maneuvers in the -51 are also easy if done right, but they can bite you if
done wrong. There are heavy torque changes in the vertical plane as the
airplane slows down, and also angle of attack changes. You use a lot of
rudder to keep it straight over the top. I always lined up the wing tip on
the horizon until almost on my back at the top before switching to the top
of the canopy for the oncoming inverted horizon.



I almost always used an initial with tactical pitchout when allowed. (You
would be amazed at how many towers ASKED for this approach when landing me
at a not-too-busy airport.) My air show approach was NOT a normal approach.
Initial at 300 mph at METO... pitch up into a set and three point hesitation
roll opposite the downwind direction...break the roll at the third point
with hard top rudder...and knife out to the downwind at 1500 feet. This
approach not only looked good, it was tight in and circular, and flown at
higher than normal power settings, which kept the Merlin happy and her
platinum plugs un-fouled.



A normal approach in the Mustang could be flown with gear down at 170 mph or
under. Flap limit speeds vary from 400 mph for 10 degrees down, to 165 mph
for full down at 47 degrees (nominal 50 on the gauge). I always used 10
degrees at 'gear down' to see over the damned nose. Pilots can get into
trouble very easily in this airplane by letting the airspeed bleed off below
135 mph on final. With those barn doors hanging off the trailing edges at 50
degrees, she can really slow down quickly as you begin to flare.



If a pilot is too high and cobs the throttle to correct the situation, he
could become a statistic, especially if the Angle of Attack is high at that
moment. The trick is to keep the speed up to a respectable 150 or so on
final and don't dive on the runway. Ease it down and resolve the flare at
about 120 mph. This gives the bird a chance to sit down gracefully on those
wide feet of hers. I used wheel landings a great deal when I had the space
and the runway.



Ok, you should have a "feel" for the Mustang about now.



Now let's go back into the demonstration tutorial and see what we can do
with the Shockwave P51.



You should be sitting on the grass at KILG now with the cockpit cold and
dark.



Cockpit should be brought up and settings adjusted as follows;

Set Parking Brake

1.. VC cockpit only for the demonstration
2.. Go to maximum view (on cockpit) and set all views for the hat switch
at a zoom level of 75.
3.. Realism set to "hard" and detect crash selected.
4.. Weather set for clear with no wind; time of day at noon.
5.. Fuel set to 50gals only left main tank, right main and center tank at
0 gals
6.. Load at 200lbs
7.. All ammo at 0
8.. Make sure ATC is not functioning for this flight and set traffic at 0
as well.


The engine start procedure for the Shockwave P51 differs from the real P51
only to accommodate the FS9 programming.

For the sim as follows;



Aileron Trim NEUTRAL

Elevator Trim Slightly Nose Down (Note here that setting the elevator trim
nose down is for low altitude demonstration work only and is a personal
preference for me as a demonstration pilot. Doing this insured for me a
positive stick pressure required against the trim with no neutral null on
the stick with the airplane right side up and more importantly, insured a
nose up tendency with the airplane inverted as it's flown through the
display. Doing this is a built in "edge" for the display pilot while
inverted at low altitude if something extremely distracting and sudden were
to occur.. say a bird strike!

Check rudder trim at 7 degrees right. This is consistent with the real
Mustang for a METO power reduction climb schedule after take off and is fine
for the demonstration as it covers the RPM and manifold pressure range we
will be using for this flight which will be performed with the prop set at
3000 RPM and the manifold pressure modulated as we work the airplane in the
demonstration.

Check Prop full forward HI RPM

Check Fuel ON and select Left Main Tank

Check Mixture Full Rich (Differs from the real Mustang start)

Battery ON

Generator ON

Fuel Pump ON

Check Fuel Pressure at least 10 psi.

Toggle primer 3 times

Mags to Both

Throttle cracked slightly.

Hit the starter and hold it.

As engine starts, check oil pressure off the pin within 30 seconds and
rising to 50 psi, hydraulic pressure rising, coolant temps rising, oil temps
rising.

Stabilize the engine at idle around 1200- 1300 RPM until the oil temperature
reaches 40 degrees.

Suction gauge positive reading

Cockpit lights ON

Navigation Lights OFF

Gun sight OFF

Note that the Carb Air and Oil Cooler Shutters are automatic on the real P51
and that these switches would normally be set in AUTO. Because of FS9's
programming however, you should set the SW P51's Carb Heat to OFF and the
Cowl Flaps to OPEN.

We will fly the demonstration with the switch open to insure coolant and oil
temps within limits as we fluctuate basically high manifold pressures.



You should now be ready for the display. All engine pressures and temps are
rising into the normal range or are already there and you are ready to taxi.

You will be using Runway 1 for takeoff. The taxiway is on your left. Find it
as you begin taxiing off the grass.

You will notice if you have the Service Pack 2 installed for the Shockwave
P51 (and you should have this installed) that the rudder response on the SW
Mustang differs somewhat from that found on other add ons. The reason for
this is that SW absolutely pinned the accuracy for the "feel" of the Mustang
while its being taxied. You will note that you require early response and/or
power on the rudder to affect a change in direction response from the
airplane when you are using the rudder to taxi. This behavior is normal for
this type of airplane and in fact is probably one of the most realistic
pieces of programming I have ever seen in an add on for MSFS. The behavior
of the SW P51 on the ground is as close to being real, as I believe it is
humanly possible to create it. Taxiing the SW Mustang is taxiing a real
P51.. period!



You should S taxi the Mustang, clearing the nose ahead of you during each
swing. Note that in the real P51, the tail wheel is unlocked with the stick
forward of neutral and locked with the stick held back. Taxi with the stick
neutral.

The place to look when taxiing this airplane is out the lower sides of the
windshield. Burn these two views (one to each side) into your mind, because
its these two views you will be using the most in handling the Mustang on
the ground, on takeoff, and on landing, especially during the roll out.



OK, we're down at the end of runway 1 on the large apron there and ready for
the run up.

Parking Brake ON

Recheck your trim settings

Mag Check at 2300 RPM 100 RPM Max drop (sim)

Boost Pump ON

Check Radiator OPEN (Cowl flaps OPEN)

Set Altimeter at 0 (for low altitude demonstration work, you don't have time
to do the math)

Oil Pressure, Fuel Pressure, and all temps up and within limits.

Check controls for freedom of movement.

Check views in all directions to load your cache.



Taxi out to the active and line up.





Ok, we're ready to go. Everything is checked, but what about the
demonstration itself. What are we going to do with the airplane?



Pause right here and let's set up and review the display routine so we have
it down pat before we throttle up the airplane.

Here's the demonstration. Write it down and study it for a bit before
continuing.

First a simple synopsis;

1.. Parade Pass
2.. Super Slow Roll
3.. ½ Cuban to Slow Roll
4.. Loop
5.. 4 point roll
6.. 8 point roll
7.. Immalman to Split S Reversal
8.. Tactical Pitchout to a landing.


Deeper into the show routine now;



You already know the show line will be directly over runway 1-19 (We're
taking off on 1)

You know that show center is the exact mid point of this runway.

You know where the lateral reversal turns are (at each end beginning and
ending over the runway number)

You know that a vertical reverse turn will be executed where indicated in
the show plan beginning over the runway number at the end of the show line
you're ending the last maneuver on.

Lateral turn reversal = LTR

Vertical turn reversal= VTR



Ok, we're ready to fly.

We'll take this step by step and you can pause anywhere you like as I
explain what to do and/or what's happening at any given moment in time. This
is the advantage of doing a demonstration like this on the simulator.
Remember that in real life you don't have this "pause" advantage and
everything happens in real time. You screw up on positioning or a heading
and you have to correct while inside the display. You blow a maneuver and
you have to correct inside the display. In real life it's one fluid living
thing from the instant you power up the throttle to when you go into idle
cut off after parking the airplane. You are constantly correcting during the
display back into your known display profile for any and all errors you
commit. Hopefully there won't be all that many, but it's possible, so be
ready for it. If you screw up royally on something, exit from where you are,
re-position for the next pass and pick up from that point on through the
display.



All right, let's get this thing on the road.

Line up check;

Check the DG on the runway heading. It's close enough for what we're doing.

Now remember our two lateral turn headings for the 45out/extension/180in at
each end of the show line runway. For exiting the 19 side it's 255
right/extend 8 sec/ a 180 left to 55-in/ play the remaining to the show line
inbound.

For exiting the 1 side it's 55 right/extend 8 sec/ a left 180 to 255 in/
play the remaining to the show line inbound.

So it's 55 and 255 degrees that are our numbers to remember; that and a
right and two left turns back into the show line.

So with these numbers burned in your memory.. or in my case for real life
written on the back of my left hand J, we're lined up on runway 1 and ready
to start the demonstration.



Remember now, from the instant you go forward on the throttle, the display
is ON!!!!



The display takeoff in the P51 is done with a purpose. The object is to get
the airplane in the air with the greatest possible energy level available
below 170 mph, which is your gear speed, then use the first LTR to build up
energy for the opening maneuver. Here's how to do it.

Ease the throttle in to monitor the manifold pressure carefully in your
peripheral vision. DON'T look at it.catch it with glances only, your main
attention has to be over the nose. Go easy up to 40 inches and neutralize
the stick as the airplane accelerates. Expect and counter a fairly potent
left swing of the nose as you increase power. Right rudder will hold it.
This is a combination of slipstream forces acting on the tail, P Factor with
the prop arc off set with the flight path of the aircraft, and gyroscopic
precession as the prop disk rotates as the tail comes up. There is also
engine torque from the Merlin, which actually isn't a right rudder
correction but rather a right AILERON correction. So with a P51 on takeoff,
you have a right rudder yaw correction for P Factor while the prop arc is
offset to the relative wind with the tail down at the beginning of forward
motion. You have a gyroscopic precess correction in yaw for right rudder as
the plane of the prop disk is changing as the nose comes down, and an
aileron correction using right aileron in ROLL as the speed comes up on
takeoff.



The object here will be to hold the airplane down a bit longer than usual
on the runway but not too long because of the tire speed. Add to that the
fact that we have to have the gear in the wells at 170mph and you can see
things will be happening in a hurry.

We're shooting for a rotation at 150 mph. Now as the tail comes up, don't go
too far forward on the stick and bring the power up to 61 inches. Again, use
peripheral vision only.. just glance at it, then back on the nose again
quickly.

There are only a few inches between the prop tips and the runway and you don't
want to catch a tip whatever you do.

(Since we're in the simulator and I've managed to "borrow" Bob Hoover's
credit cards last night at the motel J)) , We've splurged on 130-octane gas
today and can enjoy the extra 6 inches of manifold pressure this allows us
to use for the Merlin. (The "poor" folk using 100LL gas are restricted to 55
inches in the Mustang.)



The trick to getting the 51 in the air properly in preparation for the
display is to hold it down on the runway as gently as possible with forward
stick pressure, let it build up energy on the mains, then gently let it fly
itself off the ground at 150mph.

As you rotate, check the airspeed immediately and cycle the gear before
hitting 170. Make absolutely certain you are airborne and climbing before
doing this.

As you rotate, leave the power up to 61 inches. Airspeed and positioning are
what you need now.

Now things will happen fast.

Ease the airplane up to 1000 feet and hold it there in level flight with the
power still up at 61 inches. Look for the runway numbers at the far end of
the runway. You should be over flying them almost instantly.

Directly over the 19 initiate the first LTR to the right to 255 degrees.
(Quick DG check) Now stabilize level and count down 1 thousand, 2 thousand,
3 thousand, on up to 8. Use the 8 seconds to check the engine instruments
for proper readings. (In real life this extension is your chance to verify
everything normal with the aircraft. You don't have time to study things.
You learn to do this quickly in one fluid instrument scan while tasking the
airplane at the same time.)

OK, 8 seconds are up; a hard bank into the left 180 now. Check the heading
and roll out on 55 degrees. You should now have the runway off to the left
at about 45 degrees remaining to line up for the first pass, which is the
Parade Pass. It's an easy set up, but has to be done just right. You want to
hold the show line and show off the airplane to the crowd. It's here they
really get their first taste of that beautiful Merlin sound that they will
never forget J This is what we in the business call the "hey, look at me"
pass. The purpose is to maximize the viewing and listening experience of the
P51 Mustang to the people below. It's a non-aerobatic pass and set up for
maximum effect on the eyes and ears of the crowd.

The Merlin at full growl is quite loud. Throttled back to 46 inches and with
the prop set at 2700 RPM, the sound gentles down to what the world knows as
that distinctive Merlin moan. It's a sound that once you have heard it and
experienced it, for some unexplained reason, can be recalled instantly years
later by even the most uninitiated.

To add to this experience, you bring back the prop to 2700 RPM. What this
does is very subtle but pleasurable to view.

The Merlin with the prop all the way forward runs at an engine RPM of 3000.
The prop gearing for the Hamilton Standard 24D50 Propeller however slows the
prop down by the ratio of the reduction gear. The effect is a slow moving
propeller disk that coupled with sunlight and the sound of the Merlin gives
off a real look of latent and subdued power.

It's beautiful to watch a Mustang on such a pass, with the power back to 46
inches and the prop set at 2700 RPM, it looks like raw power in slow
motion..



So prior to playing off that last 45 degrees back into the show line, bring
the power back FIRST to 46 inches and then bring the prop back to 2700 RPM.
Now play the turn entry onto the 19 -1 show line to arrive over the numbers
at a minimum of 250mph and down to 200 feet altitude.

You fly the pass up the show line.

At show center, go forward to 3000 RPM and leave the power set at 46 inches.
You will be setting up now for the second maneuver.a super slow roll on the
1-19 show line.



The super slow roll is one of the more difficult maneuvers to perform
properly in any airplane. The maneuver has to be deliberately controlled
throughout the maneuver which requires cross controlling and exact
positioning of the airplane all the way through the maneuver. A super slow
roll done correctly is a beautiful thing to watch and speaks well for the
skill of the pilot who can perform this maneuver without error.



Ok, we'll need to keep the airspeed up for this maneuver, as we'll need
energy on the airplane throughout the roll. The trick with this maneuver is
flying it so that the aircraft remains on the roll axis without excessive
yaw and/or dish out on the backside of the roll.

The visuals to the crowd have to be extremely smooth and flowing throughout.
Once begun, the roll rate has to remain constant and the roll axis remain
looking as level as possible to the ground. This one isn't easy and I'll
take you through it step by step. If you do it correctly, you are doing a
very good job with this display, and are worthy of some bragging rights.

All right, we are playing the inbound turn to line up the 19-1 show line.
You want the airplane set up for the roll at 800 feet at 270mph.

Lined up and entering the show line now; this will be a roll to the left.
(easier to that side in these prop fighters) Now raise the nose about 10
degrees above the horizon line and gently neutralize the stick in pitch to
PIN the nose there. Now with no backpressure on the stick at all, start
applying left aileron. The nose will yaw slightly to the right. Don't worry
about this. It's adverse yaw because you aren't using inside rudder with the
aileron to produce a turn. In fact, you are trying to PREVENT a turn in the
roll entry. As well, inside rudder would pull the nose down, which is
exactly what we don't want to do.

We're actually going to USE the adverse yaw to the right to help us keep the
nose of the Mustang where we need it to be right there above the horizon. So
we have left lateral stick beginning a roll to the left and adverse yaw
acting to keep the nose up as the roll begins. So far so good!

Now the trick is to coordinate our cross controlling and the RATE at which
we are rolling by controlling the control pressures to produce a STEADY rate
of change during the roll execution.

Now, keeping the left aileron in, as you reach about 30 degrees into the
roll, FOLLOW the adverse yaw on the right side and begin applying top rudder
(right rudder) to KEEP the nose up on the roll point. As you are doing this
and going through the first 90 degree knife edge of the roll, keep the
aileron in and begin blending in forward stick with that left aileron. As
the airplane nears inverted, you will have the stick forward and in the left
corner while blending off the right rudder; all working together to keep
that nose above the horizon.

On the ground, this should look like a gentle slow roll performed on a
slight upward to level curve in pitch; graceful and unhurried in any way.

Ok, we're inverted now, the rudder should be neutral, and the stick is
forward left using elevator to keep the nose up and aileron to roll the
airplane. As you roll through inverted, resist the urge to rush the recovery
back into level flight. If you didn't use enough forward stick going into
inverted, you allowed the nose to come down and now going through inverted,
the nose might be too low. This is an extremely dangerous condition at low
altitude; so if this was the case, practice a few more of these rolls until
you get it right.

Let's assume for the time being you have it right and are going through
inverted with the nose above the horizon line where it should be.

Now the trick is to continue the roll at the same time allow the nose to
return back down below the horizon line where it should be for normal level
flight. This requires continuing the roll with aileron and switching the
rudder to left rudder to keep the nose up. As you come through inverted,
keep the aileron in and start blending in back stick and left rudder
together to control the nose position. Remember, the aileron is producing
the roll. The rudder and elevators are being used to keep the nose where it
belongs. Misuse the rudder and or the elevators and your nose position will
not stay where you need it to be. How you blend in the rudder and the rudder
change and how you blend in the forward and back stick throughout the roll
will determine the quality of the maneuver.

Ok, back to the roll. You are going past inverted; you change to left rudder
and start blending off the forward pressure on the stick. At the second
knife-edge at 270 degrees into the roll, you should have in left rudder and
about half of the forward stick blended off. The nose should be coming down
slowly back below the horizon.

The last part of the roll is the same as the recovery from a normal turn.
Blend everything off back to level flight and the roll is finished.
Hopefully, you timed the roll to finish it before reaching the end of the
show line over the numbers where you now have to go right into the next LTR
J)

Don't despair if you screw it up the first few times. As I said, it's one of
the more difficult maneuvers to perform.

Ok, over the numbers at the end of the 19-1 show line (1) Hopefully you are
at or around your 800 feet.

Hard right turn to 55 degrees; stabilize wings level for 8 seconds; hard
turn left 180 to 255 degrees, and begin the set up for the second pass down
show line 1-19.

Second pass is a ½ Cuban Eight and then into a slow roll before the exit..

You will note that on this maneuver, the ½ Cuban is a vertical reverse,
which puts you exiting the show line the way you entered it. The slow roll
is on the opposite show line after the Cuban. So you will be entering the
1-19 show line, doing the ½ Cuban, recovering from that on the 19-1 line,
doing the roll immediately after the Cuban on the 19-1 line and exiting
after the and roll the way you came in over the end of runway 1 over the
number (1).



Let's pause here a minute and talk about the real P51 on this maneuver to
better understand what's about to happen in the simulator.

Going vertical in a P51 isn't simply a matter of yanking on the stick and
going upstairs in a hurry. With an airplane like the 51, you have tremendous
forces at work as you enter a vertical maneuver. Also, the AMOUNT of stick
pressure you use is critical; too little and you go through your top gate
(target altitude; a function of airspeed and g) too slow and that's bad. Too
much and you pull the airplane into drag rise. As well, this can put you
through the top target gate too fast and too low. This also is bad. In fact,
its worse than being too slow, as it can cause you to extend the backside
down line contacting the ground as you run out of radial g and enter angles
of attack that preclude the recovery.

In other words, you can kill yourself quite easily going vertical doing
demonstration acro.

Let's talk about those forces for a minute.

As you go vertical in the Mustang, you have an 11 foot 6-inch Hamilton
Standard propeller up front that weighs a bit more than a few pounds J As
the airplane changes in pitch during the pull into the vertical plane, the
propeller disk undergoes aerodynamic changes and changes in it's physics. As
the prop disk rotates upward, forces begin to form that want to tear the
airplane from its intended flight path straight up and turn it to the left.
As the relative wind establishes an angle to the prop disk, P Factor enters
the picture. As the prop disk rotates, gyroscopic precession also enters
into the equation and wants to turn the aircraft left. Slipstream forces are
in play. Even engine torque plays a role. All these forces MAGNIFY as g is
applied to the airplane, angle of attack increases, and airspeed decreases.

In other words, a P51 pulled into the vertical plane for a maneuver such as
a loop or Cuban Eight, or an Immelman is a handful to keep straight and
going in the right direction. You control all this with right rudder and a
bit of right aileron for the torque.

The timing on how you apply these pressures depends on what the airplane is
telling you visually during the pull.

Generally speaking, as you enter the pull, you will watch the wingtip. (I
prefer the left side). What you want to do is use the left wingtip as your
guide on the quality and straightness of the pull. You will need right
rudder to keep that wingtip equidistant on the horizon line as it rotates
through vertical and on over to just before you go inverted.

The wingtip tells you everything about the maneuver line going vertical. The
instruments also need to be referenced to allow you to project the numbers
you need at the top. Lacking a g meter, you will need to reference the
altimeter, the airspeed indicator and the wingtip all together giving you
what you need to PROJECT arrival through the top gate at 150 mph optimum
airspeed and starting from 800 feet AGL, a top gate target altitude of 3000
feet AGL. These are your top gate numbers. Memorize them! (150mph and 3000
feet AGL.) You hit that gate at the top and you will be using about a +4g
maneuver profile. That +4g applied again on the backside recovery should
exit you at the entry altitude or very close to it. Remember, too much g you
lower the top gate and are through too fast. Too little g and you enter the
top gate too slow with a possible mushing nose rate down. Either way is
trouble. Try and do it right!

Another thing about the Mustang; pulling too much g can cause an accelerated
stall. Pull the 51 into an accelerated stall this way at this altitude and
you might not live to fly again tomorrow morning J

Bottom line is that vertical maneuvers starting and ending at low altitude
require a fine finesse and absolutely HAVE to be done right the first time.
There might not be a second chance. Of course in the sim, just try it until
you get it right (Compliments of Microsoft)



OK, we're entering the 1-19 line for the ½ Cuban/Slow Roll Combo. Time your
turn to line up on the show line at 800 feet. Adjust manifold pressure to
produce a 300 mph entry speed for the ½ Cuban. You will enter the Cuban over
the far end runway number 19 (where you would normally do the LRT).

Remember, we already have the prop up to 3000RPM so using extra power in the
Cuban will be all right.

Cross show center lined up and make last second adjustments for the Cuban.
Reaching the far end number (19) pull into the vertical plane gently but
with purpose; applying right rudder and power as you do. (Note; it helps a
great deal to have a controller function set up for a snap "look left" that
can be snapped left and back to the panel again. Looking with the pan in the
VC is way too slow for the purpose)

Now using the side view for the hat, alternate between the left wingtip and
the panel and do whatever is necessary to put the airplane through a top
gate inverted at 150mph and 3000 feet AGL. You might have to ease off some
of the pull or pull it in a bit harder depending on how accurate the
maneuver line that you are producing with what you have. Be prepared to
adjust as needed as the maneuver progresses.

Let's assume you got everything right and are now just shy of going inverted
through the gate on the top. Note that in the P51, you might have to pull
the airplane down inverted through the top gate if slightly fast, as the
airplane will climb inverted on you if you don't. This is slightly contrary
to normal procedure for loops and other maneuvers going through the top
inverted, as normally you would relax the g on top and let the airplane
float through the apex.

Now, on the top inverted, you have 150 mph and 3000 feet. Look for the
runway to appear in the top of the windshield. Adjust whatever you have to
do to keep lined up correctly. If you were perfect, the runway will appear
lined up directly in front of you inverted.

You can be a bit off with your recovery in the sim as I gave you a bit of
room to work with. Just don't pull too hard or not hard enough on the
recovery. It might look as though you don't have enough room to make it, but
don't rush the recovery by applying too much g. Remember accelerated
stall!!!!

.. If you crash, go do it again and make the necessary adjustments to correct
what you did wrong.



As the airplane starts down inverted, PIN the nose with forward stick at 30
to 45 degrees nose down. Now roll the airplane right side up with
coordinated aileron and rudder. The runway should be in front of you as you
recover back again at 800 feet AGL using whatever g you need up to put you
there. (This is where you learn if you did it right at the top. Pull not
enough g and you hit the ground. Pull too much g and you hit the same ground
via an accelerated stall) Let's assume you did things right and can play
your g just right to arrive back down again at 800 feet ready for the roll.

Quickly now, lined up on the 19-1 line and before you cross the exit number
(1) perform a slow roll to the left. Use the same technique as before only
quickly this time.

Now over the exit number (1) enter your LRT (hard right to 55 degrees/8
seconds straight/hard left turn to 255 degrees, pick up the runway on the
left and prepare to line up for the next run which is a loop on the 1-19
line.



Set up the airplane using whatever power you need to have 300mph at the exit
number (19) to initiate the loop at that point.

OK, over the number 19, initiate the loop. Its exactly the same as the ½
Cuban Eight except this time we go through the maneuver without the ½ roll
to upright. Do a normal loop and you will recover on the same show line you
entered; the 1-19 line at 800 feet.

Exit over the (19) number with a LRT as before; right to 255/level for 8
seconds/a left 180 to 55 degrees/ then play the left turn in to the 19-1
line for the next maneuver; a 4 point roll.



The 4-point roll is a slow roll stopped at each 90-degree point. The
execution is the same as a slow roll but hesitated at the points for a
specific count. I use a 2 second hesitation and an entry speed of 270mph.
This establishes the points clearly for the crowd and makes the maneuver
predictable when watched. The roll axis line for the velocity vector is
slightly above the horizon line for the first 3 points, then back down below
the horizon line in the final point, returning the airplane to level flight
on point 4.

The main difference between the slow roll and a point roll is of course the
hesitations. They require a smart stopping of the roll producing aileron at
neutral on each point with the exact amount of top rudder and forward stick
applied at those points to maintain nose position at the point. This isn't
as easy as it sounds J

OK, let's set up for the 4-point roll.

Enter the 19-1 line at 800 feet in level flight. Crossing the INBOUND runway
number at 19, start the roll. Raise the nose to 10 degrees over the horizon
and PIN IT! Now execute sharply aileron left and right rudder to hold the
nose up. At the first 90, sharply neutralize the ailerons and hold in the
right rudder for a count of 1 thousand, 2 thousand; now sharply re-apply
rolling aileron, ease off the right rudder and ease in forward stick all
timed to go sharply neutral at exactly inverted. (At the inverted point (#2)
you should have the stick neutral for the ailerons, rudder neutral, and the
stick forward with elevator just enough to keep the nose pinned on the roll
point above the horizon.

Now quickly again, left aileron and switch rudder to left rudder. Snap
aileron to neutral at the 270-degree point (point 3) holding the nose up
with left rudder. Sharply re-apply left aileron and left rudder coordinated
together while easing back off the elevator allowing the nose to return down
to level flight attitude below the horizon; all this designed to be neutral
again at level flight. Make the last point as sharp as the others to
accentuate it as a point to the viewers on the ground, (Simulated of course,
but necessary for accuracy)

The roll is now completed. Watch for the far end runway number for the exit
turn so you don't overshoot. (1)

At the number, exit with a standard LRT and set up for the next maneuver on
the 1-19 line, which is a combination Immelman/hesitation/split S.



The Immelman is a half loop with a half roll at the top gate. You will need
a bit more airspeed for an Immelman because of the required energy needed at
the top for the ½ roll.

I like a little over 300 mph for this maneuver. With the airplane lighter
you don't need this much airspeed but it makes for a nice arc when viewed
from the ground so I use it when conditions are right.

Set up on the show line (1-19 line) and adjust power as needed to gain entry
airspeed over the far end number (19) at 800 feet AGL.

Over the 19, start the Immelman as you did the loop, watching the wingtip
and checking the instruments peripherally. Remember, you need more airspeed
when you reach the top gate. Let's look for 175 going through the gate
inverted. Use rudder and aileron and g to arrive through the top gate
inverted at 175mph. Instead of pulling down at the top as you did in the
loop, ease off the backpressure and allow the nose to stabilize just above
the horizon line inverted. Now quickly a ½ roll upright to level flight. You
should be right over the runway and in line with it. Now power back to idle
and hold the nose up on the horizon as the airspeed bleeds off to around 150
to 125 mph. Roll sharply inverted using aileron and just a little inside
rudder and pin the wings level inverted for an instant. Check the runway for
positioning. You want to be at the number 1 or just past the end of that
runway before you pull. Also, remember you can't hold the Mustang level
inverted for more than 10 seconds, so do what you have to do to adjust the
Split S timing.

Assuming you are good to go at this point, pull down easily into a Split S
maneuver after checking the airspeed at 125.

Play the recovery with positive g and power back up to 46 inches as you
recover at 800 feet.

Now you should be headed for the 19 number and your last exit turn before
landing.

Over fly the 19 number smartly and perform the last LRT to the right 255
degrees/straight 8 seconds/a 180 left to 55 degrees, then play this last
turn a bit differently than the others.

This is your pass that will result in a landing and it's the last maneuver
in the display. I used this maneuver in every display I performed in the
Mustang. It's called a 360-degree tactical overhead approach. Normally
flown, it was designed to put a formation of fighters on the ground in the
quickest manner possible. Flown by a single airplane, it is a beautiful
approach without modifications. I of course "modified" it a bit to reflect
some ending "showmanship" for the Mustang demonstrationsJ

OK, play the turn into runway 19, which you will be landing on carefully as
you check the prop forward to 3000 (its been there all along but check it
anyway). Check the fuel pump ON. Fuel has been on the left tank. Just check
it there. Now lower the nose and bring the power up to 46 inches if it's not
already there. Plan to put the airplane over the numbers at 50 feet AGL at
300 mph.

Over the numbers initiate a smooth climb straight up to a 45-degree angle,
PIN the nose there with neutral elevator. Now execute a climbing roll to the
right against the pattern direction, which will be a left downwind. Allow
the roll to proceed all the way around to the second knife-edge position
(the 270 degree point in the roll). Smartly stop the roll by neutralizing
the controls and hold the airplane at knife-edge at the 270 degree point
while smoothly transitioning the stick in pitch to back pressure to produce
turn to the left.

Check positioning of the aircraft to the runway with the hat and continue
the turn, slowing all the time and lowering flaps and gear at 160mph. Keep
the approach circular and close in; airspeed should be around 150mph through
the base turn. Check the gear lights and flap position full down. Trim as
necessary. Plan your final close in at 125mph over the fence. Land the
airplane on the mains tail low but not 3 point. Let the tail come down
naturally and maintain directional control with rudder using as little brake
as possible. Keep equal views of the runway edge in each lower side
windshield view during the rollout.

Raise the flaps to full up and S taxi the airplane back to the grass beside
the tower.

You can turn right just past the intersection of runway 9-27 and use the
ramp to taxi back to the tower.

On the grass, stabilize the temps by idling the engine for a few moments at
1500RPM, then mixture to ICO, mags OFF, all switches OFF. Pull the Fairing
Door Release. It lowers the doors and takes the load off the hydraulic
system. Open the canopy.



Congratulations. You have just flown a Mustang display in Microsoft Flight
Simulator.

I sincerely hope you enjoyed this tutorial on flying WW2 fighters and that I
have managed to pass on a few things to you about flying these airplanes in
the simulator.

Dudley Henriques

International Fighter Pilots Fellowship

MVP 2007 Microsoft Flight Simulator