P-51C-10

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RANK 6 USA
"APACHE" | AH-64A Peten
This page is about the American fighter P-51C-10. For other versions, see P-51 (Family).
P-51C-10
p-51c-10-nt.png
GarageImage P-51C-10.jpg
ArtImage P-51C-10.png
P-51C-10
AB RB SB
3.7 4.0 4.0
Class:
Research:18 000 Specs-Card-Exp.png
Purchase:77 000 Specs-Card-Lion.png
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Description

The P-51C-10 Mustang is a rank III American fighter with a battle rating of 3.7 (AB) and 4.0 (RB/SB). It was introduced in Update "Raining Fire".

The P-51C and the essentially identical P-51B were the first production P-51 Mustang models equipped with the famous British Merlin engine, license-produced in the United States as the Packard V-1650. While not quite as famous as the later P-51D series with their bubble canopies, these "razorback" Mustangs were produced in large numbers and served Allied forces well. The vehicle represented in War Thunder is by default painted in the livery of the 332nd Fighter Group, a distinguished all-African-American unit known as the "Red Tails".

The P-51C-10 handles similarly to comparable Merlin-engined Mustangs like the P-51D-5 and P-51D-20-NA and is actually slightly better than them in some respects. Its main weaknesses lie in its armament: four wing-mounted M2 Browning machine guns with late-war belts leave some to be desired and the suspended ordnance is nothing special. It is still a competitive aircraft overall and offers a good learning opportunity for later USAF propeller fighters. Succeeding the P-51C is the P-47D-22 RE "Razorback" Thunderbolt, which trades general flight performance for better durability, more engine power at extreme altitudes, and most importantly, massively increased firepower.

General info

Flight performance

Max speed
at 7 300 m708 km/h
Turn time21 s
Max altitude12 800 m
EnginePackard V-1650-7
TypeInline
Cooling systemWater
Take-off weight5 t

Unlike its Rank II predecessors, the P-51 and A-36, this plane performs well not only at low altitudes but also above 3,000 m because of the new Merlin engine and two-stage supercharger instead of one-stage in the Allison powered models. Level speed is exceptionally good at all altitudes compared to the opposition at similar battle ratings. In Realistic Battles, it can reach 610 km/h at sea level and 705 km/h at 7,300 m of altitude. Acceleration is also above average in level flight. The climb rate is good, especially when compared to the other American planes, and is noticeably better than the P-51D-5 and P-51D-20. At low altitude it is slightly above 20 m/s and the plane can reach 6,000 m alt in about 7 minutes. Diving performance is great as usual, its elevator and other control surfaces do not lock up even at 700-800 km/h IAS and can pull 9G at that speed. Medium and high speed manoeuvrability is good enough to keep up with the Bf 109 G and similar fighters for a while, and the sustained turn rate has been improved over previous Mustangs. Horizontal energy retention is very good, vertical energy retention is good, but manoeuvring energy retention is somewhat below average (but only in RB because of how the instructor controls the plane). Low speed manoeuvrability is still mediocre. The main issue is its rudder, which can lock up above 300 km/h IAS, albeit not to the extent of the P-51D models since the "razorback" fuselage provides better directional stability. The roll rate is not exceptional, veering into poor territory at low speeds.

If using Manual Engine Controls, it is worth mentioning that the Meredith effect is modeled on Mustangs. The cooling system is designed to generate a slight thrust that partially compensates for the aerodynamic drag caused by the radiators. This means that opening up the radiators even to high percentages only causes small effects on energy retention and top speed while keeping the engine nice and cool on WEP settings. This is definitely convenient considering that many contemporary opponents like the Bf 109 F-4 will cook their engines if they run WEP for more than brief periods of time and tend to have draggy radiators.

When flying with full realistic controls, the plane requires some trimming, positive for the elevator (+ 5-7) and rudder or ailerons to the right (but only below 600 km/h IAS) if you want to keep the plane straight in the level flight, when turning the plane tends to roll to the right side. Stall characteristics are very good, with the fuel set to 30 minutes it stalls out only when the elevator deflection reaches 90%. It does have a high stalling speed however, at 175 km/h without flaps and 155 km/h with flaps.

Characteristics Max Speed
(km/h at 7,300 m)
Max altitude
(metres)
Turn time
(seconds)
Rate of climb
(metres/second)
Take-off run
(metres)
AB RB AB RB AB RB
Stock 685 666 12800 22.0 22.6 12.9 12.9 300
Upgraded 734 708 20.5 21.0 20.2 16.2

Details

Features
Combat flaps Take-off flaps Landing flaps Air brakes Arrestor gear
X X
Limits
Wings (km/h) Gear (km/h) Flaps (km/h) Max Static G
Combat Take-off Landing + -
853 287 676 676 433 ~11 ~5
Optimal velocities (km/h)
Ailerons Rudder Elevators Radiator
< 500 < 300 < 550 > 400

Survivability and armour

Crew1 person
Speed of destruction
Structural853 km/h
Gear287 km/h

The survivability is similar to most other prop fighters. The engine is located in the nose, and the fuel tanks are located behind the pilot's seat and in the wing roots. There is significant armour protection for the pilot, but the pilot is still vulnerable from the top, bottom, and sides. The fuel tanks are also vulnerable, as is the cooling system.

  • 38 mm Bulletproof glass - Windshield
  • 11.11 mm Steel - Behind pilot's seat
  • 6.35 mm Steel - Behind engine, in front of oil cooling system and pilot
  • 6.35 mm Steel - In front of upper engine
  • Self-sealing fuel tanks

Modifications and economy

Repair costBasic → Reference
AB1 200 → 1 507 Sl icon.png
RB3 300 → 4 144 Sl icon.png
SB3 420 → 4 295 Sl icon.png
Total cost of modifications19 500 Rp icon.png
46 700 Sl icon.png
Talisman cost980 Ge icon.png
Crew training22 000 Sl icon.png
Experts77 000 Sl icon.png
Aces400 Ge icon.png
Research Aces280 000 Rp icon.png
Reward for battleAB / RB / SB
60 / 180 / 290 % Sl icon.png
136 / 136 / 136 % Rp icon.png
Modifications
Flight performance Survivability Weaponry
Mods aerodinamic fuse.png
Fuselage repair
Research:
1 300 Rp icon.png
Cost:
3 100 Sl icon.png
130 Ge icon.png
Mods radiator.png
Radiator
Research:
1 300 Rp icon.png
Cost:
3 100 Sl icon.png
130 Ge icon.png
Mods compressor.png
Compressor
Research:
1 500 Rp icon.png
Cost:
3 600 Sl icon.png
150 Ge icon.png
Mods aerodinamic wing.png
Wings repair
Research:
1 200 Rp icon.png
Cost:
2 900 Sl icon.png
120 Ge icon.png
Mods new engine.png
Engine
Research:
1 200 Rp icon.png
Cost:
2 900 Sl icon.png
120 Ge icon.png
Mods metanol.png
Engine injection
Research:
2 100 Rp icon.png
Cost:
5 000 Sl icon.png
210 Ge icon.png
Mods armor frame.png
Airframe
Research:
1 500 Rp icon.png
Cost:
3 600 Sl icon.png
150 Ge icon.png
Mods armor cover.png
Cover
Research:
2 100 Rp icon.png
Cost:
5 000 Sl icon.png
210 Ge icon.png
Mods ammo.png
bmg50_belt_pack
Research:
1 300 Rp icon.png
Cost:
3 100 Sl icon.png
130 Ge icon.png
Mod arrow 1.png
Mods pilon bomb.png
FSBC mk.1
Research:
1 500 Rp icon.png
Cost:
3 600 Sl icon.png
150 Ge icon.png
Mod arrow 0.png
Mods weapon.png
bmg50_new_gun
Research:
1 200 Rp icon.png
Cost:
2 900 Sl icon.png
120 Ge icon.png
Mods pilon bomb.png
FSBC mk.5
Research:
1 200 Rp icon.png
Cost:
2 900 Sl icon.png
120 Ge icon.png
Mod arrow 0.png
Mods pilon bomb.png
FMBC mk.1
Research:
2 100 Rp icon.png
Cost:
5 000 Sl icon.png
210 Ge icon.png

Armaments

Offensive armament

Ammunition1 260 rounds
Fire rate750 shots/min
Main article: M2 Browning (12.7 mm)

The P-51C-10 is armed with:

  • 4 x 12.7 mm M2 Browning machine guns, wing-mounted (280 rpg outer + 350 rpg inner = 1,260 total)

As mentioned earlier, the P-51C-10's armament is not its strong suit. Four late-war M2 Brownings do not provide much burst mass and the most reliable way of dispatching enemy aircraft is to set them on fire. For this purpose, the Tracer belt has pure M20 API-T rounds. Tougher targets like Fw 190s can shrug off quite a few incoming rounds. Attackers, twin-engined fighters, and bombers with defensive armament tend to be durable and are also challenging to approach and destroy. Focus on knocking out defensive gunners and igniting engines for best results, though these targets are more easily dealt with by friendly P-61 Black Widows and P-63 Kingcobras. The ammunition supply of ~300 rounds per gun is good, allowing for some spray-and-pray.

Since the guns are mounted in the wings, gun convergence should be considered. Anywhere between 400-600 m should work well, but note that more distant convergence settings will make close range shooting more difficult, especially considering the low volume of fire.

Suspended armament

Number of setups3
List of setups
Setup 12 x 100 lb AN-M30A1 bomb
Setup 22 x 250 lb AN-M57 bomb
Setup 32 x 500 lb AN-M64A1 bomb

The P-51C-10 can be outfitted with the following ordnance:

  • Without load
  • 2 x 100 lb AN-M30A1 bombs (200 lb total)
  • 2 x 250 lb AN-M57 bombs (500 lb total)
  • 2 x 500 lb AN-M64A1 bombs (1,000 lb total)

The P-51C-10 has the same suspended ordnance as the A-36 Apache, minus the infamous gunpods. The only loadout worth taking is the twin 500 lb bombs. They drop as a pair and have enough power to take out a target or two if dropped with some precision, though they are certainly less impressive than the twin 1,000 lb bombs carried by later Mustangs with their reinforced hardpoints. Do not engage other fighters while carrying bombs, as they are mounted on the wings and contribute significant amounts of drag, weight, and inertia.

Usage in battles

The P-51C-10 has outstanding performance compared to other planes that can meet in the same bracket (Enduring Confrontation 3, BR 3.7-4.7), level speed is higher at all altitudes than anything that it can face, so it can easily escape from anything when it finds itself in a trouble, climb rate is also very good and allows it to quickly get to the 3,000-5,000 m alt. This plane like all other Mustangs does not overheat when the radiator is set to 90-100%, it also does not slow down the plane, so it can always cruise with enabled WEP which is not limited, always engage other planes with humongous speed advantage and make use of very good mid and high-speed manoeuvrability. Sustained climb rate is worse than that of the Bf 109 F-4 or G-2 by 2-4 m/s, escaping from them by climbing away should be avoided, but still allows the plane to get pretty quick to 3,000-5,000 m alt, also the zoom climb is very good.

One issue that the plane has is quite disappointing armament, sometimes it takes some time to shoot down the enemy fighters and it is even worse against bombers and attackers with higher durability, but attacking with a speed advantage and surprising the enemy should solve it.

The other issue is unsatisfactory turn rate at low speed, engaging other fighters in dogfight should be avoided (instantaneous turn rate is actually good when the plane has lots of energy to spare), especially the Bf 109 F-4, G.55 or Yaks and anything that can turn better than them, the speed advantage should be used instead to beat them.

Because of these points, the preferable tactics for this plane should be Boom and Zoom and other manoeuvres that do not purely depend on turn rate and more on the plane's speed. Dogfighting can work to some extent and against some planes like the Fw 190 A (which does not really stand a chance against the razorback Mustang) but while doing that the player will be forced to sacrifice speed advantage and make the plane vulnerable to attacks from slower planes with far better turn rates.

The plane when it is upgraded can also used as a starter plane in the higher bracket (Enduring Confrontation 4, BR 5.0-6.3) where it should not have any issues with beating tier 4 German, Japanese and Italian fighters, most of them that can be meet there have very similar performance and the P-51C is even better than the D-5 version in some ways.

Manual Engine Control

MEC elements
Mixer Pitch Radiator Supercharger Turbocharger
Oil Water Type
Not controllable Controllable
Not auto controlled
Controllable
Auto control available
Controllable
Auto control available
Separate Not controllable
2 gears
Not controllable

Pros and cons

Pros:

  • Outstanding Boom & Zoom capability
  • Great performance at altitude
  • Can reach altitudes of around 10,000 m (~30,000 ft)
  • Very fast at all altitudes, especially in a shallow dive
  • Very agile at high speeds due to laminar flow wings
  • Decent cockpit visibility
  • Large fuel capacity (1 hour 45 minutes maximum flight time)
  • Fantastic top speed and acceleration
  • Very good sustained climb rate

Cons:

  • Only four 12.7 mm M2 Browning machine guns with late-war belts which don't do much damage
  • High stall speed and mediocre low speed manoeuvrability
  • Not so great at ground pounding, only a few loadout options
  • Not very durable
  • Roll rate, while not terrible, is not sufficient enough to shake enemy planes off or force overshoots
  • Hard to use in air RB, especially when stock.

History

The Rolls-Royce Merlin engine was successfully tested on a P-51 Mustang in late 1942, resulting in production of P-51B Mustangs fitted with the Packard V-1650, a license-produced Merlin. North American Aviation's (NAA) plant in Inglewood, California was maxing out production of the P-51B so a new plant was opened up in Dallas, Texas, in order to increase production. The Mustangs produced in the Dallas plant were designated as the P-51C even though they were identical in all other regards to the P-51B. It was decided during the P-51B and C production run that the aircraft would no longer leave the factory with an olive drab paint, but would instead leave in the unpainted metal finish.

Deliveries of the P-51C to the US Army Air Force (USAAF) began in August 1943, much later than those of the P-51B due to the Dallas plant having been in the process of construction when the P-51B entered production at Inglewood. A total of 1,750 P-51C Mustangs were built by NAA during the war.

P-51B and C Mustangs began arriving in Europe in August and October of 1943, equipping fifteen fighter groups of the 8th and 9th Air Forces in England as well as the 15th Air Force in Italy. P-51C Mustangs, along with their P-51B brethren, were used by the USAAF 8th Air Force to escort B-17 Flying Fortress bombers on daylight raids across the English Channel; the long range of the P-51B/C Mustang made it ideal for that type of mission. The 9th Air Force used them in the fighter-bomber role. In addition to European operations, P-51C Mustangs were used in the China Burma India Theater (CBI). Even by the end of the war many of the P-51s still in service with the USAAF were of the P-51B and C models, not having been fully replaced by the P-51D and K models but instead only supplemented.

In addition to serving with the USAAF, 636 P-51B and C Mustangs were used by the British Royal Air Force (RAF) during the war, where they were designated as the Mustang Mk.III. P-51C Mustangs were also used by the Republic of China Air Force (ROCAF) during the Second World War.

P-51C Variants

Combat Variants: 1,750 built

  • P-51C-1-NT - Original production model with V-1650-3 engine; 350 built.
  • P-51C-3-NT - Added an 85 gallon fuel tank behind the pilot's seat; unknown number converted from P-51C-1-NT.
  • P-51C-5-NT - Used the more powerful V-1650-7 engine; 450 built.
  • P-51C-10-NT - 823 built.
  • P-51C-11-NT' - 127 built.

Non Combat Variants

  • F-6C-NT - Reconnaissance conversion with added cameras, armament retained; 20 converted from P-51C-10-NT.
  • TP-51C - Two-seat trainer conversion; 5 converted during WW2, 1 converted in 2000's.

Media

Skins

See also

Links to the articles on the War Thunder Wiki that you think will be useful for the reader, for example:

  • reference to the series of the aircraft;
  • links to approximate analogues of other nations and research trees.

External links


North American Aviation
Fighters 
P-51A  P-51 · P-51A
P-51C  P-51C-10
P-51D  P-51D-5 · P-51D-10 · P-51D-20-NA · P-51D-30
P-51H  P-51H-5-NA
Twin-engine fighters  F-82E
Jet fighters  F-86A-5 · F-86F-2 · F-86F-25 · F-86F-35 · F-100D
Strike aircraft  A-36 · PBJ-1H · PBJ-1J
  FJ-4B · FJ-4B VMF-232
Bombers  B-25J-1 · B-25J-20
Export/Licence  ▂B-25J-30 · ␗B-25J-30
  ▄Mustang Mk IA · ␗P-51D-20 · J26 · ␗P-51K
  F-86F-30 ▅ · ␗F-86F-30 · F-86F-40 ▅ · F-86F-40 JASDF▅ · ␗F-86F-40
  ▀F-86K · ▄F-86K (Italy) · ▄F-86K (France)
  ␗F-100A · ▄F-100D
Captured  ▅P-51C-11-NT
  The North American Aviation allowed Canadair Limited to license-build the F-86 as the CL-13 for use in Canada and to export to Europe.
  The North American Aviation allowed Fiat to license-build the F-86K for the Italian Air Force though another 120 NAA built F-86Ks were also sold to the Italians.
See Also  Mitsubishi Heavy Industries · Canadair Limited · Fiat Aviation

USA fighters
P-26 Peashooter  P-26A-33 · P-26A-34 · P-26A-34 M2 · P-26B-35
P-36 Hawk  P-36A · Rasmussen's P-36A · P-36C · P-36G
P-39 Airacobra  P-400 · P-39N-0 · P-39Q-5
P-40  P-40C · P-40E-1 · P-40E-1 TD · P-40F-10
P-43 Lancer  P-43A-1
P-47 Thunderbolt  P-47D-22-RE · P-47D-25 · P-47D-28 · P-47M-1-RE · ⋠P-47M-1-RE · P-47N-15
P-51 Mustang  P-51 · P-51A (Thunder League) · P-51C-10 · P-51D-5 · P-51D-10 · P-51D-20-NA · P-51D-30 · P-51H-5-NA
P-63 Kingcobra  P-63A-5 · P-63A-10 · P-63C-5 · ␠Kingcobra
Prototypes  XP-55
F2A Buffalo  F2A-1 · Thach's F2A-1 · F2A-3
F3F  F3F-2 · Galer's F3F-2
F4F Wildcat  F4F-3 · F4F-4
F4U Corsair  F4U-1A · F4U-1A (USMC) · F4U-1D · F4U-1C · F4U-4 · F4U-4B · F4U-4B VMF-214 · F2G-1
F6F Hellcat  F6F-5 · F6F-5N
F8F Bearcat  F8F-1 · F8F-1B
Other countries  ▃Ki-43-II · ▃Ki-61-Ib · ▃A6M2 · ▃Bf 109 F-4 · ▃Fw 190 A-8 · ▃Spitfire LF Mk IXc