The A2A Simulations Community

What are normal cruise settings that real world mustang pilots use today? Also, when descending, do you just leave the RPM where it's at a retard the throttle? How far back do you usually cut the throttle? When do you return propeller control to full fine, short final? Just curious how the real world guys do this, maybe Dudley can shed some light on the proper approach settings/procedures. Thanks! Love the Stang!

Cruise; I used 30 to 35 inches/ 2150 to 2500RPM

Descent; no less than 25 inches. Leave prop in cruise. Temps and pressures must be held stable; no sudden power reductions; control airspeed with pitch.

Pattern;

Prop up early if prop drag needed to help with airspeed control, but throttle back first so you don't wake the dead with the noise. You can bring up the prop anytime in the pattern but have the airplane stabilized turning base.
Dudley Henriques

When switching to full fine is it ever acceptable to hit 3000 RPM when you've only got 25" MP on approach?

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Don't worry. The engine can't make it to 3000RPM at 25 inches
DH

Thank you! Sure is great having someone with your experience on the forums Another quick question, I notice that it's near impossible to slow down while in the descent when going now lower than 25" MP. Was it normal to use the first notch or two of flaps to get the speeds down where they should be for the approach? Thanks!

That's it exactly. There are several ways to bleed off airspeed in the Mustang. The Vfe range is high enough that partial flap can be used; turn produces drag that helps, and running up the prop in the pattern gives you prop drag.
But the key to flying the Mustang regarding descent to the pattern altitude is ENROUTE PLANNING!! Plan to be down and level far enough out to bleed off the airspeed.
Dudley Henriques

Thanks again! Last couple questions in regards to the later F-51 manual I'm using. It states to warm up at 1300 RPM after engine start with supercharger on high blower, but this doesn't seem to work with the A2A Stang as the oil pressure goes sky high, did you do this in the real thing? Also, it states to check manifold pressure with engine off, and compare it to manifold pressure at 2300RPM, manual states it should be 1/2" less than field pressure reading. This is not the case in the sim, although I wouldn't be surprised if it's a limitation of flight sim. Not trying to be nit-picky at all, just curious how your procedures in the real thing compared to the manual I'm using. Having a great time flying the stang though, and I appreciate you answering my questions Dudley! Much appreciated!

I never ran the engine on the ground in high blower. At higher settings you can get detonation. Not necessary really. If oil pressure is high (and it will be on a cold morning start) just use oil dilution while you taxi out to the active using as little power as possible. The pressure should come down.
The power check is not really useful in FSX because it would have to be programmed for constantly changing local altimeter setting. FSX doesn't quite go this deep into atmospheric conditions
In the real airplane you do your power check at throttle up on takeoff. This is standard procedure in any airplane. As you power up you scan the engine instruments. All are normal and you have T.O. power available or you don't. Anything out of limits and you abort.
DH