Comparison of P-51 Variants - Summary of P-51 Variants

Summary of P-51 Variants

NA-73X

The initial prototype was designated the NA-73X by the manufacturer, North American Aviation.

Mustang Mk I (NA-73 and NA-83)

The first production contract was awarded by the British for 320 NA-73 fighters. A second British contract for 300 more Mustang Mk Is was assigned a model number of NA-83 by North American. The RAF mostly used its Allison-engined Mustangs as tactical-photo reconnaissance fighters, fitting many of its Mustang I, IA and II variants with camera equipment.

XP-51

Two aircraft of this lot delivered to the USAAF were designated XP-51.

P-51 (NA-91)

In September 1940 150 aircraft were ordered by the USAAF. These were designated by the USAAF as P-51 and initially named the Apache, although this name was dropped early-on for Mustang. The British designated this model as Mustang Mk IA. They were equipped with four long-barrelled 20 mm (.79 in) Hispano Mk II cannon instead of machine guns. Following British practice, a number of aircraft from this lot were fitted out by the USAAF as tactical-photo reconnaissance fighters designated F-6A.

A-36A Apache (NA-97)

In early 1942, the USAAF ordered a lot of 500 aircraft modified as dive bombers and designated A-36A. This model became the first USAAF Mustang to see combat. One aircraft was passed to the British, who gave it the name Mustang Mk I (Dive Bomber).

P-51A (NA-99)

Following the A-36A order, the USAAF ordered 310 P-51As, fifty of which were delivered to the RAF as Mustang IIs. 35 P-51As were equipped with K-24 cameras and designated F-6B. All these models of the Mustang were equipped with Allison V-1710 engines except the prototype XP-51B.

XP-51B (NA-101)

Two USAAF ordered P-51s had been allocated to be fitted and tested with Packard-Merlins; these were first called XP-78s by the USAAF, but were soon re-designated as XP-51Bs.

P-51B (NA-102)

Beginning with this model the Packard V-1650-3 replaced the Allison, although from the P-51B-10NA series the V-1650-7 was used. Almost 2,000 P-51Bs were built

P-51C (NA-103)

In the summer of 1943, Mustang production was begun at a new plant in Dallas, Texas, as well as at the existing facility in Inglewood, California. The P-51C version mainly used the medium-altitude rated V-1650-7. The RAF named these models Mustang Mk III. 1,750 P-51Cs were built. The RAF also used P-51Bs and Cs, designating them Mustang IIIs. A number of P-51Bs and Cs were modified as tactical-photo reconnaissance fighters and re-designated as F-6Cs.

P-51D (NA-106)

A P-51B-1NA (43-12102) was modified and tested with a cut down rear fuselage and clear-blown canopy structure, becoming the fore-runner of the production P-51Ds.

P-51D (NA-109)

As well as the modified fuselage and new canopy the production P-51Ds had modified wings compared with the P-51B/C series and became the most widely produced variant of the Mustang, with 6,502 being built at Inglewood and 1,600 at Dallas - a combined total of 8,102. 280 were used by the RAF and designated Mustang Mk IV.

P-51K

A Dallas-built variation of the P-51D equipped with an Aeroproducts propeller in place of the Hamilton Standard propeller was designated P-51K; 1,500 of these were built. The RAF received 594 P-51-Ks and assigned them the name Mustang Mk IVA.

F-6D

136 Dallas built P-51Ds were converted to photo-reconnaissance versions designated F-6D.

F-6K

The photo-reconnaissance versions of the P-51K, of which 163 were built, was designated F-6K.

P-51F

As the USAAF specifications required airframe design to a higher load factor than that used by the British for their fighters, consideration was given to re-designing the Mustang to the lower British requirements in order to reduce the weight of the aircraft and thus improve performance. In 1943, North American submitted a proposal to do the re-design as model NA-105, which was accepted by the USAAF. The designation XP-51F was assigned for prototypes powered with V-1650 engines. A small number of P-51Fs were passed to the British as the Mustang Mk V.

P-51G

XP-51G was assigned to those variants with reverse lend/lease Merlin 14.SM engines. Modifications included changes to the cowling, a simplified undercarriage with smaller wheels and disk brakes, and a larger canopy.

P-51J

A third prototype was added to the development that was powered by an Allison V-1710 engine. This aircraft was designated XP-51J. As the engine was insufficiently developed, the XP-51J was loaned to Allison for engine development.

P-51H

The final production Mustang, the P-51H, embodied the experience gained in the development of the lightweight XP-51F and XP-51G aircraft. This aircraft, model NA-126, and, with minor differences, NA-129, came too late to participate in World War II, but it brought the development of the Mustang to a peak and was one of the fastest production piston-engine fighters to see service. The P-51H used the Merlin V-1650-9 engine, equipped with Simmons automatic boost control and water injection, allowing War Emergency Power as high as 2,270 hp (1,690 kW). Some of the weight savings inherited from the XP-51F and XP-51G were invested in lengthening the fuselage and increasing the height of the tailfin, greatly reducing the tendency to yaw, and in restoring the fuselage fuel tank. The canopy was changed back to more nearly resemble the P-51D style, over a somewhat raised pilot's position. Service access to the guns and ammunition was improved. The P-51H was designed to complement the P-47N as the primary aircraft for the invasion of Japan, and 2,000 were ordered to be built at the Inglewood plant. With the solution to the problem of yaw control, the P-51H was now considered a suitable candidate for testing as an aircraft carrier-based fighter; but with the end of the war, the testing was cut short, and production was halted after 555 aircraft were built. Although some P-51Hs were issued to operational units, none saw combat. One aircraft was given to the RAF for testing and evaluation. Serial number 44-64192 was re-serialed as BuNo 09064 and used by the U.S. Navy to test transonic airfoil designs, then returned to the Air National Guard in 1952. The P-51H was not used for combat in the Korean War despite its improved handling characteristics, due to the lack of experience with durability of the lighter airframe under combat conditions as well as limited numbers in the USAF inventory.

P-51L

With the cutback in production, the variants of the P-51H with different versions of the Merlin engine were produced in either limited numbers or terminated, including the P-51L, similar to the P-51H but utilizing the 2,270 hp (1,690 kW) V-1650-11 engine, which was never built.

P-51M

The Dallas-built version of the P-51H, the P-51M, or NA-124, which utilized the V-1650-9A engine lacking water injection and therefore rated for lower maximum power, of which one was built out of the original 1629 ordered, AAF Serial Number 45-11743.

F-51

Redesignation of all P-51s in 1947 in the U.S. Air Force, Air Force Reserve and Air National Guard following establishment of the U.S. Air Force as a separate service.

TF-51D

Twin seat/dual control version of the F-51 with four versus six guns.

Trans-Florida Executive Mustang

XR-51D

A Unofficial designation to the heavily modified P-51D Reno Air Racer "Precious Metal". Powered by an estimated 3,200 horsepower Griffon, the aircraft came in number four in the 2012 Reno Air Races, behind Strega, September Fury, and Rare Bear, respectively. The XR designation, created by the race crew, signifies the specially designed counter rotating 3-Blade propellers. "Precious Metal" is the only P-51 of its kind flying in the world.

Cavalier 750

Cavalier 1200

Cavalier 1500

Cavalier 2000

Cavalier 2500

Cavalier Mustang II

Cavalier Turbo Mustang III

Piper PA-48 Enforcer

Losing contender in the Light Armed Reconnaissance Aircraft (LARA) tri-service competition, won by the North American OV-10 Bronco. A highly modified Cavalier modification powered by a Rolls-Royce Dart turboprop engine.