Welcome to my user page. My username is thunderdog1138 (wordplay of thunder and underdog, and the number 1138, a number often used in movies by George Lucas), but you may call me thunderdog (as long as there isn't another thunderdog in the conversation) or TD1138 if you like.
I do not currently play War Thunder because my PC can't handle the graphics and the graphics card cannot be easily upgraded. However, I plan on acquiring a better PC and play the game in the future, but until then I will contribute to this wiki. I am experienced with MediaWiki-based wikis and am a near expert at wikitext.
- 1 To do
- 2 Wishlist
- 3 Bragging wall
- 4 History of the P-51 Mustang
- 4.1 Allison-powered Mustangs
- 4.2 Merlin-powered Mustangs
- 4.3 Lightweight Mustangs
- 4.4 Twin Mustang
- 4.5 Cavalier variants
- List the history of availability of bundle and gift vehicles.
This is a list of vehicles I would like to see in War Thunder one day. As you can see, I am a fan of prototypes, and it saddens me to see a prototype removed from the game before I have a chance to play it.
As you can see, there is no Russian bias here.
- AC-47 Spooky
- AH-56 Cheyenne
- Model 139, 139A and 139B B-12A
- Early B-17 Flying Fortress
- B-26 Marauder
- B-29 (Bockscar)
- B-29 (Enola Gay)
- B-50 Superfortress
- Bell 207
- F2G Super Corsair
- F-82 Twin Mustang (night fighter)
- F-86D Sabre
- FJ-1 Fury
- FJ-2 or FJ-3 Fury
- P-40N Warhawk
- P-40Q Warhawk
- P-47 (razorback)
- P-51 (332nd FG)
- P-51B/C Mustang
- P-75 Eagle
- TBU/TBY Sea Wolf
- XB-28 Dragon
- XB-42 Mixmaster
- XB-43 Jetmaster
- XF4U-3 Corsair
- XF10F Jaguar
- XP-58 Chain Lightning
- XTB2D Skypirate
- YB-40 Flying Fortress
- YFM-1 Airacuda
- Bf 109 (Adolf Galland pilot)
- Bf 109H
- Bf 109T-1
- Bf 109TL
- Bf 109X
- BV 141
- Fw 187
- Fw 239
- He 111 (early cockpit design)
- He 111Z
- Me 309
These are the vehicles that I listed above and were later added to the game.
History of the P-51 Mustang
|History of the P-51 Mustang|
All in-game variants belong to the USA tech tree unless otherwise noted.
In 1940, North American Aviation approached the British Purchasing Commission, which was responsible for supplying the Royal Air Force with aircraft, hoping to sell its new B-25 Mitchell bomber to the RAF. The BPC was not interested in the Mitchell, but asked if NAA could produce the P-40, which was desperately needed but in short supply. NAA was interested in the offer, but said that they could build a better fighter around the same Allison V-1710-39 engine that powered the P-40. In March, the BPC ordered 320 of these aircraft, which were given the company designation NA-73 and would eventually be known as Mustangs by the RAF.
Just seven months later, the NA-73X prototype took to the air. The aircraft featured many improvements over the P-40, including a [Laminar flow laminar flow] wing and radiator scoop that took advantage of the Meredith effect, acting as a source of extra thrust. As a result of the rushed production, the NA-73X was built using many innovative techniques such as being built in five main sections which were fitted with the required systems before being joined. The aircraft was armed with two .50 caliber Browning MGs in the nose and two .30 caliber Browning MGs in each wing.
Mustang Mk I
The first production model of the Mustang was the Mustang Mk I. With the exception of a modified carburetor scoop, the Mustang Mk I was identical to the NA-73X. In addition to the original 320 aircraft, the BPC ordered 300 more Mustang Mk Is, which were given the company designation NA-83.
The USAAC took interest in the RAF's new fighter. The BPC supplied two NA-73s to the USAAC for evaluation, which were redesignated XP-51.
Despite the XP-51's performance being superior to all other US fighters at the time, the USAAC did not see a need for the fighter. However, it did order 150 aircraft as P-51s or P-51-1s (NA-91) on behalf of the RAF for Lend Lease. 57 of these were held back by the USAAC (now renamed USAAF) after the attack on Pearl Harbor. All but two of these were fitted with a pair of K.24 cameras for tactical reconnaissance missions and were redesignated F-6A.
The .30 caliber Brownings in the wings of the Mustang Mk I were replaced by 20 mm Hispano Mk II cannons on the P-51, while the nose guns of the former were removed. The aircraft was originally named Apache by the USAAF, but this was soon changed to Mustang for consistency with the British version. In RAF service, the P-51 was named Mustang Mk IA.
In June 1942, the USAAF ordered 1,200 P-51As (NA-99). The P-51A was powered by the improved V-1710-81 engine and armed with two .50 caliber Brownings in each wing.
Only 360 aircraft were completed as P-51As, with the rest of the order completed as P-51Bs. 50 of these aircraft were sent to the RAF as Mustang Mk IIs. Others were modified for reconnaissance as F-6Bs.
The first Mustang variant ordered specifically for use by the USAAF was the A-36A (NA-97) dive-bomber version. Powered by a V-1710-87 engine and armed with two .50 caliber Brownings in the nose and two .50 caliber Brownings in each wing, the A-36A was fitted with dive breaks on the top and bottom of the wings and underwing racks capable of carrying 500 lb bombs. The A-36A was also the first Mustang variant to have provisions for drop tanks.
Problems with the dive breaks opening prematurely led to some units wiring the breaks closed. This problem was eventually fixed by modifying the breaks' hydraulic actuators. Another problem was the ventral radiator, which would cause the engine to overheat if damaged. Unfortunately, this would not be remedied for the entirety of P-51 production.
In USAAF service, the A-36A was nicknamed Apache, but this was rarely used. The USAAF ordered 500 aircraft, one of which was sent to the RAF under the designation Mustang Mk I (Dive Bomber).
Early versions of the P-51 Mustang had excellent performance at low altitudes. However, this performance dropped significantly above 15,000 ft (4,572 m) due to the Allison engine's lack of a two-stage supercharger. Both the RAF and North American Aviation began separate programs to remedy this problem by installing the British Roll-Royce Merlin engine into the Mustang.
Mustang Mk X
The RAF's answer to the Mustang's high-altitude performance problem was to fit the Mustang Mk I with a Merlin 65 and a four-bladed Rotol propeller. The resulting Mustang Mk X looked significantly different from the NAA's Merlin Mustang, with an additional radiator mounted in the nose as the Merlin required more cooling than could be provided by the ventral scoop alone.
As expected, high-altitude performance was greatly improved. Five aircraft were converted with slightly different configurations. Following testing the RAF lobbied NAA to mass-produce a Merlin-powered Mustang.
In late-1942, two P-51s were fitted with license-built Packard V-1650-3 Merlin engines as XP-78s (later XP-51B). These were more thorough adaptions than the Mustang Mk X, with a redesigned cowling and ventral radiator scoop. Production P-51Bs (NA-102s) carried the gun armament of the P-51A, with the external bomb/drop tank racks of the A-36A.
As orders for the new Merlin Mustang piled up, NAA opened a new plant in Dallas, Texas to supplement its Inglewood plant. Mustangs built here were given the new designation P-51C (NA-103), but were identical to the Inglewood Mustangs in every way. Late-production P-51B/Cs were powered by the improved V-1650-7 engine. 3,737 P-51B/Cs were built, with 944 going to the RAF as Mustang Mk IIIs. The reconnaissance version was the F-6C.
Although the P-51B/C performed well in combat, many pilots complained about poor rear vision and the guns' tendency to jam. The first problem was fixed by cutting down the rear fuselage and installing a frameless "bubble" canopy. The other problem was fixed by mounting the guns upright in a new, thicker wing. The extra room in the wings allowed for the armament to be increased to 6 guns.
Three P-51Bs were modified with the new canopy, with the last two also being fitted with the new wings as XP-51Ds.
Night fighter variants
Cavalier Mustang II
Cavalier Turbo Mustang III (PA-48 Enforcer)