The P51D best turn-rate AoA at deck

[Ex-jazz]

Hi

Is there available the real life P51D best sustained turn-rate AoA at deck information?

I'm interested about any clean configuration data's.

Also, what airfoil/s the P51D had on the wing?

Thanks

[mechanic]

I have no clue about it or where it could be found but i do know that the person to ask would be Badboy in the help and training section. He knows most plane's optimum turning circles like the back of his hand.

[Chalenge]

I have the plans for the P-51 and P-51D and the Structural Repair Instructions for Army Models A-36 Series and P-51  Series British Model Mustang Airplanes and even though the ordinates are given with detailed information on how to create 'wing formers' (ribs) for each and every station (including the horizontal stabilizer) the airfoil itself is not named.

[Ex-jazz]

Thanks for your comments.

I sent a PM to the Badboy about related issues sometime ago but no return from his side.

BTW
Is the best instantaneous turn rate a performed at Clmax?

[Mace2004]

Is the best instantaneous turn rate a performed at Clmax? p

Yes...sort of.  The best instantaneous turn rate for a given speed up to corner velocity is at CL_max.  Maximum instantaneous turn performance (i.e., the best the airplane will ever do) is at corner velocity.  This is the point on the VN diagram where your lift limit intersects the G limit.  Above corner the airplane will be overstressed before the wing reaches CL_max.

[Mace2004]

The P-51's airfoil is NACA/NAA 45-100.

Good link http://www.ae.uiuc.edu/m-selig/ads/aircraft.html

[Chalenge]

I dont know if you can trust that... not that I know for sure you cant but...

I read in the book about Schmued that NAA took NACA data and then manipulated the airfoil until they got wind tunnel data to perform like they wanted. Then also later in the same book the Ed Horkey is quoted as saying the airfoil has no official NACA numbers that match the P-51 precisely. Now if the NAA/NACA 45-100 was named after Schmued and Horkey were discussing the airfoil (the book was written after their deaths) then okay.

[Mace2004]

I dont know if you can trust that... not that I know for sure you cant but...

I read in the book about Schmued that NAA took NACA data and then manipulated the airfoil until they got wind tunnel data to perform like they wanted. Then also later in the same book the Ed Horkey is quoted as saying the airfoil has no official NACA numbers that match the P-51 precisely. Now if the NAA/NACA 45-100 was named after Schmued and Horkey were discussing the airfoil (the book was written after their deaths) then okay.

That's the only airfoil attribution I could find and I understand it is indeed a "customized" airfoil developed by NAA but based on a NACA model.  Which model it's based on I don't know.

[Ex-jazz]

I figured out, my Profili2 actually shows this NACA 66-2-* for the P51. Is this correct?


I was trying to estimate the wing CLmax / stall angle and ended to the ~10 degree AOA. How this is matching with the real life test data?

I know there are plenty of variables, but is it in same ball-park at all?

[gripen]

Ex-jazz,
The early P-51 (from XP-51 to P-51D/K) profile is named as NAA-NACA low drag or NAA/NACA compromise in the wartime documentation.

You can take the coordinates from NACA reports (as example NACA-WR-L-615) and convert these to Profili2 format. Note that this report gives just one section so you have to dig out the other coordinates from elsewhere.

[Stoney]

I figured out, my Profili2 actually shows this NACA 66-2-* for the P51. Is this correct?
(Image removed from quote.)

I was trying to estimate the wing CLmax / stall angle and ended to the ~10 degree AOA. How this is matching with the real life test data?

I know there are plenty of variables, but is it in same ball-park at all?

The P-51H used a NACA 662XX airfoil.  The 45-100 airfoil was used on the P-51B/D.

[Mace2004]

I figured out, my Profili2 actually shows this NACA 66-2-* for the P51. Is this correct?
(Image removed from quote.)

I was trying to estimate the wing CLmax / stall angle and ended to the ~10 degree AOA. How this is matching with the real life test data?

I know there are plenty of variables, but is it in same ball-park at all?

10 degrees is ball-park, especially for a laminar flow wing which has a sharper leading edge.  Critical AoA for most wings is usually around 15deg AoA but 10-20 is a normal range.

[Ex-jazz]

The P-51H used a NACA 662XX airfoil.  The 45-100 airfoil was used on the P-51B/D.

Thanks for the input.

The Profili2 don't that airfoil included. I must research a bit and hopeful import that one.

BTW
Any information about the Reno air-race specific P51 wing airfoils? I bet the teams won't published those, but any kind of ideas in general.
What could be the Reynolds number at those race speeds at given altitude?

Thanks

[Stoney]

Thanks for the input.

The Profili2 don't that airfoil included. I must research a bit and hopeful import that one.

BTW
Any information about the Reno air-race specific P51 wing airfoils? I bet the teams won't published those, but any kind of ideas in general.
What could be the Reynolds number at those race speeds at given altitude?

Thanks

You'll have a hard time finding that airfoil.  There are a set of coordinates in the UUIC database: http://www.ae.illinois.edu/m-selig/ads/coord_database.html but I had some trouble getting them to work in XFOIL.  As far as I know, no major airfoil changes have been made to the Reno P-51s.  For the Reynolds numbers, you're going to need chord lengths.  Use 6,000 feet MSL for determining your mach # and dynamic pressure.  I'd recommend just using the MAC for the P-51D and using anything between 400-500 mph for airspeeds.

[Ex-jazz]

You'll have a hard time finding that airfoil.  There are a set of coordinates in the UUIC database: http://www.ae.illinois.edu/m-selig/ads/coord_database.html but I had some trouble getting them to work in XFOIL.  As far as I know, no major airfoil changes have been made to the Reno P-51s.  For the Reynolds numbers, you're going to need chord lengths.  Use 6,000 feet MSL for determining your mach # and dynamic pressure.  I'd recommend just using the MAC for the P-51D and using anything between 400-500 mph for airspeeds.

CC