前言

本手册供P-51战斗机飞行员训练用。

空军最具经验的、最权威的专家为你彻底的解读你作为一位P-51飞行员有何任务，每一项任务应该如何进行，以及为什么要按照本手册中规定的动作来完成你的任务。

本手册中介绍的操作技巧和流程是标准而规范的，因此这本手册的功能既是作为你的训练大纲，又是作为一本随身的工具书。使用本手册请确保你实实在在的学到了里面所讲授的全部内容。请将本手册用于学习以及复习所有相关知识，并结合工作中遇到的实际情况进行思考。这些自学内容不只是会提高你的训练水平，还能减轻您的教官的本已过重的负担。

本培训手册不会取代飞机自己的技术要求，只要您驾驶P-51，飞机自带的技术要求将永远是您有关P-51的主要信息来源。本手册实质上是学习P-51的教科书。如果使用得当，将使您能够充分学习利用飞机的技术要求中的内容，从而在学习水平获得更大的优势。

HISTORY OF THE P-51

P51的历史

就像古代西南地区的印第安勇士在战斗中最喜欢的是小型高速的野马一样，今天的年轻战斗机飞行员，带着他们新赢得的翅膀，几乎毫无例外地想要驾驶着与那匹时髦而强大的战马同名的飞机。

这不足为奇。

因为P-51是真正的飞行员的飞机。在一次又一次的任务中，它证明了自己在任何反对面前都能坚持自己的立场。它的速度和射程都是最好的。它在甲板上有效地运行，一直到4万英尺。在机动性和承载能力方面，它与世界上任何其他战斗机相媲美。

The P-51 was the first airplane of this war to be built entirely on the basis of combat experience. Its design was started after Hitler's Luftwaffe had begun to overwhelm Europe—after a good many lessons had been learned about modem aerial warfare from actual experience.

P-51是这场战争中第一架完全建立在作战经验基础上的飞机。它的设计是从希特勒的德国空军(空中华夫饼)打垮欧洲之后开始的，那是在实战中吸取了许多关于现代空战的教训之后。

Mustangs were built originally for the British. Flown by RAF pilots, they sa***********tial action in the summer of 1942. They were used by the British primarily for reconnaissance and rhubarb missions—for zooming in at low altitudes and strafing trains, troops, and enemy installations.

野马最初是为英国人研发制造，最初由英国皇家空军飞行员驾驶，他们在1942年夏天参与了他们的第一次行动。它们主要被英国人用于侦察和低空扫射(舔地)任务——用于低空快速扫射火车、军队和敌人设施。

P-51s were the first American-built fighters to carry the war back across the English channel after Dunkirk. And a short time later they set another record by being the first single engine planes of any country to penetrate Germany proper from bases in England.

P -51是继敦刻尔克之后，美国制造的第一批将战争反推回英吉利海峡法国一侧的战斗机。不久之后，它们又创造了另一项纪录——它们成为第一批从英国基地起飞直飞德国领空的单引擎飞机。

So successful were the powerful little Mustangs that the United States AAF decided to adopt this American-built plane for its own.

强大的小野马如此成功，以至于美国陆航决定采用这种美国制造的飞机作为自己的飞机。

Two improved models were built a P-51 A and an attack version known as the A-36. This attack model was equipped with bomb racks and diving brakes and was given six 50-cal. guns instead of the four 20-mm cannon of the pursuit models. Thus, as the A-36, the Mustang became a triple-threat performer — fighter, strafer, and dive bomber. As such, it helped write aerial history in the momentous days when the Allies took Sicily and Italy.

P-51的两种改进型分别是P-51A战斗机和A -36攻击机。A-36“阿帕奇”配备了炸弹挂架和俯冲减速板，并安装了6门.50，而不是P-51战斗机上原本安装的4门西斯帕诺机炮(烟花)。因此，野马成为一个三重威胁的制造者-战斗机，舔地机和俯冲轰炸机。因此，在盟军攻陷西西里和意大利的重要日子里，它书写了航空史的一页。

When the need for higher altitude, longer range fighters developed so urgently, it was decided to see what the Mustang could do in these departments. So the Allison engine, with a single-speed blower, was replaced by the morepowerful Rolls-Royce Merlin engine with a 2- speed blower. Along with other improvements, the prop was increased from three to four blades.

当如此迫切的当盟军需要任务高度更高、航程要求更远的战斗机时，野马在这些方面能做些什么是可以预见的。因此，在后继型号中，美国人用装备了多级机械增压器的罗罗“梅林”发动机，取代了P-51A上原本使用的艾利逊单级机械增压发动机。

Thus was developed the P-51B and C (B if built on the west coast, C if built in Texas—they are essentially the same otherwise).

因此，P-51B型和C型被开发出来(B型将由西海岸的厂家生产，而C型则计划在德克萨斯州生产——除此之外，它们在本质上是一样的)。

The new model proved an unquestioned success. The Nazis learned to fear it at any altitude —as high as they wanted to go. As for range, the new Mustang made it possible for the first time for fighters to escort heavy bombers all the way from Britain to Berlin.

新型号被证明是毋庸置疑的成功之作。纳粹们学会了在任何高度都惧怕它——无论他们想要爬到多高。在航程方面，新设计的野马第一次使战斗机将远程轰炸机从英国一直护送到柏林成为可能。

Later, Mustangs escorted bombers all the way to Poland. And when the great triangular shuttle raids connecting England, Russia, and Italy began, P-51*s were the first fighters to operate all around the continent-girdling circuit. One of the legs of this triangle was some 1600 miles long!

后来，野马一路护送轰炸机飞到波兰。当连接英国、俄罗斯和意大利的“三角穿梭轰炸”开始时，P-51战斗机是第一批环绕欧洲大陆飞行的战斗机。这个三角形的一条边竟有约1600英里长!

Last on the list, the Japanese have learned to fear the fiery breath of the Mustang. First flown by the 14th Air Force in China, P-51s have since been used with great success as long- range bomber escorts, in fighter-bomber tactics, on fighter sweeps, and for other types of tactical missions. Important victories are being rung up whenever and wherever the Japs are encountered.

最后，连日本人也学会了惧怕野马的怒焰。p -51的首飞由驻中国的美国陆军第14航空队（即改组扩编的飞虎队）完成，此后被非常成功地用于远程轰炸机护航、战斗轰炸战术、争夺制空权和其他类型的战术任务。无论何时何地，只要遇到小日本，就能打出大胜仗。

The P-51D you are going to fly is a truly great airplane. Quoting an outstanding authority, who recently made a comparative analysis of all the world's aircraft: "In the single-seat fighter class, the Mustang reigns supreme." He was speaking of the B-series Mustang. The P-51D retains all the good features of its predecessor, with important added improvements. Chief among these are increased visibility for the pilot, more convenient cockpit arrangement, and heavier firepower.

你将要驾驶的P-51D是一架真正的伟大的飞机。引用一位最近对世界上所有的飞机进行了比较分析的杰出权威人士的话:“在单座战斗机中，野马占据着统治地位。”他说的是B系列的野马。P-51D继承了它的前辈的所有优良特性，并进行了重要的改进。其中最主要的便是更宽阔的飞行员视野，更方便的座舱布局，以及更强大的火力。

Mastering the P-51, however, takes plenty of hard work. For being a first-rate fighter pilot means being not only a pilot, but a whole crew —pilot, navigator, gunner, bombardier, and radio operator—all rolled into one.

但是，精通P-51需要付出大量的努力。想成为一个一流的战斗机飞行员，意味着不仅仅只是做一个飞行员，更要成为整个机组——飞行员、领航员、枪炮手、投弹手和无线电操作员——把这些集于一体。

That's not a simple matter. It takes a good man to do the job right.

这可不是一件简单的事情。只有最棒的小伙子才能做好这份工作。

Remember that?

都记住了吗?

And now let's have a look at the airplane.

现在让我们来看看这架飞机吧。

舔地

Your Mustang is a single-place, low-wing monoplane—a high-speed, long-range, low and high altitude fighter built by North American Aviation, Inc.

The fuselage is a semi-monocoque, all-metal structure, and is said to have the smallest frontal area ever placed around any high- powered liquid-cooled engine.

The all-metal wings are built in two halves which are joined at the airplane center line and are of full cantilever structure. The airfoil is of laminar-flow design which gives low drag even at high speeds.

The tail section is metal with fabric-covered elevator and rudder control surfaces. A dorsal fin gives increased lateral stability and adds to the strength of the vertical stabilizer.

The airplane is flush-riveted throughout— another factor contributing to its great speed.

你的野马是一架下单翼飞机——一架由北美航空公司制造的高速、远程、低空和高空战斗机。

机身采用了半单体，全金属结构，据说这样能使安装大功率液冷发动机时正面投影面积最小。

全金属机翼由两部分组成，并在飞机中轴线处连接，采用全悬臂结构。机翼采用了层流设计，即使在高速下也能降低阻力。

机尾部分为带有织物覆盖的金属升降舵和方向舵控制面。背鳍增加了横向稳定性，增加了垂直安定面的强度。

这架飞机从头到尾都是平头铆接的，这是它速度如此之快的另一个原因。

CONTROLS控制

The ailerons, elevator, and rudder are controlled by the conventional stick and rudder pedals arrangement. All control surfaces have fiber trim tabs controllable from the cockpit by means of knobs on the left pedestal. In addition to being adjustable for trim, the rudder tab is linked so as to apply reverse boost to the rudder, improving the flight characteristics of the airplane.

副翼、升降舵和方向舵由传统的杆和舵踏板控制。所有的操纵面都有从驾驶舱通过左侧基座上的旋钮控制的纤维饰片。除了可调节的修剪，舵片连接，以便应用反向推动舵，改善飞机的飞行特性。

The surface control lock at the base of the stick is easily operated. To lock the controk, simply bring the locking arm and the stick together while pulling out the knob on the locking arm; then release the knob. This locks all the controls. The rudders catch and are locked when moved into neutral position. To release the lock, just pull out the knob and let the locking arm spring forward out of the way. 杆底部的地面控制锁易于操作。要锁定控制器，只需将锁定臂和斗杆放在一起，同时拔出锁定臂上的旋钮；然后松开旋钮。这会锁定所有控件。当舵移到空挡位置时，舵会卡住并锁定。要释放锁，只需拔出旋钮，让锁臂向前弹跳，不被挡住。

CONTROL LOCK
控制锁（解锁）

锁住的样子
Note that there are two holes in the locking lug. When you use the bottom hole, the tailwheel is locked along with the controls. Using the top hole leaves the tailwheel full swiveling so the plane can be towed.

注意锁止片上有两个孔。使用底部孔时，尾轮与控制装置一起锁定。利用顶部的孔使尾轮完全旋转，这样飞机就可以被拖走。

CONTROL SURFACES

控制面

The ailerons are sealed internally so that no air can pass through the opening between the aileron and the wing section. This lightens the pressures on the control stick and at the same time gives more positive action.

副翼内部密封，因此没有空气能通过副翼和机翼间的开放部分。这减轻了控制杆上的压力，同时给予更灵活的操纵性。

The flaps extend the full distance from the fuselage to the ailerons and are hydraulically operated by a control handle on the left pedestal.

襟翼从机身一直延伸到副翼，并由左侧基座上的控制杆通过液压控制。

Throughout their 50° range, flap position will correspond to that indicated at the control lever. Set the lever to the degree of flap desired; the flaps will automatically move to that position and stop. It takes 11-15 seconds for the flaps to go from the full up to the full down position.

在襟翼的整个50°收放范围内，它的位置与控制杆指示的位置相对应。将控制杆设置到所需的襟翼档位;襟翼就会自动移动到那个位置并固定。襟翼从全收档位调节到满放档位需要11到15秒。

上图:未密封的襟翼(失去压力)下图:密封的襟翼(正压

接下来是座舱的图就直接把图发上来力前言

The power plant of the Mustang is a liquid- cooled, 12-cylinder. Packard-built, Rolls-Royce Merlin V-1650-3 or -7. It is equipped with an injection-t^pe carburetor, has two-stage supercharging, and develops over 1400 hp on takeoff.

野马战斗机的发动机是一台派卡德生产的罗罗“梅林”V-1650-3/V-1650-7型液冷V12发动机，装备了注射师化油器，与两级机械增压器，起飞功率超过1,400马力。

SUPERCHARGER增压器

The engine has a two-speed, two-stage supercharger which cuts into high blower automatically. The -3 engine cuts in at 19,000 feet, the -7 engine at from 14,500 to 19,500 feet, depending on the amount of ram. The supercharger increases the blower-to-eng:ne ratio from a low of about 6 to 1 to a high of about 8 to 1.

该发动机有一个双速，两级增压器，可自动切入高风机。3号引擎切入19000英尺，7号引擎切入14500到19500英尺，这取决于冲压量。增压器将风机与发动机的比例从约6:1的低点增加到约8:1的高点。

You can also control the supercharger manually by a switch on the instrument panel.

您也可以通过仪表板上的开关手动控制增压器。

The switch has three positions—AUTOMATIC, LOW and HIGH.

这种开关有三个位置——自动、低、高。

For all normal operations, keep the switch in AUTOMATIC. In this position the supercharger is controlled by an aneroid-type pressure switch, which automatically cuts the unit into high or low blower as required. This switch is so adjusted that it cuts the unit back into low blower approximately 1500 feet under the altitude at which it cuts into high blower. This prevents the high blower from going on and off repeatedly with slight changes in altitude at about the point where the high blower cuts in.

对于所有正常操作，保持开关处于自动状态。在这个位置上，增压器由无液压力开关控制，根据需要自动将增压器分为高压或低压。这个开关调整得如此之好，大约在1500英尺会切回低级增压。这就防止了低速鼓风机在高速鼓风机切入点附近，在高度有轻微变化的情况下，反复地开关。

If the aneroid switch fails, the supercharger automatically returns to low blower.

如果无液开关失效，增压器自动回到低鼓风机。

The LOW position on the manual switch on the instrument panel makes it possible to operate the supercharger in low blower at high altitudes. This gives you better range at high altitudes which, of course, is important on long- range flights.

仪表板上手动开关的低位置使得在高海拔的低鼓风机中操作增压器成为可能。这能让你在高海拔飞行时获得更好的飞行距离，当然，这在长距离飞行中是很重要的。

The HIGH position on the manual switch makes it possible to test the high blower on the ground. You have to hold the switch in the HIGH position, however, because it is spring- loaded and flips back to the LOW position as soon as you let go.

手动开关的高位置使得在地面上测试高风机成为可能。但是，你必须把开关放在高的位置，因为它是弹簧负载的，你一松手，它就会弹回低的位置。

An amber jewel indicator light next to the manual switch on the instrument panel goes on when the supercharger is in high blower.

当增压器处于高压鼓风机状态时，仪表板上的手动开关旁边有一个琥珀色的宝石指示灯。

CARBURETOR化油器

The engine has an injection-type carburetor and an automatic manifold pressure regulator. With this automatic regulator, you don't have to jockey the throttle to maintain a constant manifold pressure in the high-speed range as you climb or let down. All you have to do is select the desired pressure by setting the throttle lever, and the pressure regulator does the rest. It compensates automatically for the difference in air density at different altitudes by gradually opening the carburetor butterfly valve as you climb and smoothly closing it as you let down.

有了这个自动调节器，当你爬升或者下降时你不必调整油门，以保持在高速范围内的恒定歧管压力，你所要做的就是通过设置油门杆来选择所需的压力，其余的由压力调节器来完成。它能自动补偿不同高度空气密度的差异，当你爬升时逐渐打开化油器蝶阀，当你下降时平稳关闭。

On later airplanes, the automatic regulator covers practically your entire operating range, going into action whenever you use more than 20" of manifold pressure. Airplanes equipped with this type regulator can be distinguished by the START position plate on the throttle quadrant. In earlier airplanes the manifold pressure regulator is effective only at pressures in excess of 41".

在后来的飞机上，自动调节器几乎覆盖了你的整个工作范围，当你使用超过20“的歧管压力时就会开始工作。装有这种调节器的飞机可以通过节气门象限上的起始位置板来区分。在早期的飞机上，歧管压力调节器只有在压力超过41”时才有效。

Carburetor air comes through a long carburetor air scoop directly under the engine. The plane's motion forces the air at high speed (or rams it) directly into the carburetor. This is called ram air.

化油器空气通过发动机正下方的一个长的化油器空气导管。飞机的运动迫使空气高速（或撞击）直接进入化油器。这叫做冲压空气。

If the scoop becomes obstructed by ice or foreign matter, a door in the air duct opens automatically to admit hot air from the engine compartment to the carburetor.

如果铲子被冰或异物堵塞，风道中的一个门会自动打开，将发动机舱中的热空气引入化油器。

Ordinarily you will always use ram air, but, in the event of extreme icing or dust conditions, the carburetor air controls on the left cockpit pedestal allow you to select either unrammed filtered or, in later airplanes, unrammed hot air for operation. In order to obtain hot air, the hot air control must be at HOT and the cold air control at UNRAMMED FILTERED AIR. If the cold air control is in RAM AIR position, the hot air control will be ineffective.

通常情况下，您将始终使用冲压空气，但是，在极端的结冰或扬尘情况下，左驾驶舱基座上的化油器空气控制开关允许您选择未受限制的过滤空气，在更晚一些的型号上，还可以选择未受限制的热空气进行操作。为了获得热空气，热空气控制必须处于加热状态，冷空气控制开关必须位于未过滤空气的档位上。如果冷空气控制开关处于冲压空气位置，热空气控制将无效。

Don't use hot air above 12,000 feet. At high altitudes its use will disturb the carburetor^ altitude compensation, and inay cause too lean a mixture.

不要在12000英尺以上使用热空气。在高海拔地区，它的使用会干扰化油器的高度补偿，并可能导致混合气过稀。

WAR EMERGENCY POWER战时应急动力

In order to give your engine an extra burst of power should you get into an extremely tight situation, move the throttle full forward past the gale stop by the quadrant, breaking the safety wire. The engine will then be opened up to its absolute limit, and will give you about 6" of manifold pressure in excess of the normal full throttle setting of 61” (with mixture control at RUN or AUTO RICH and prop set for 3000 rpm).

如果你进入一个极端紧张的情况下，为了给你的引擎一个额外的爆发力，把油门向前移动大概1/4，超过安全线。这样，发动机将打开至其绝对极限，并将给您约6“的歧管压力，超过正常的全油门设定值61”（混合气控制处于运行或自动增压状态，并将支柱设定为3000转/分）。

This throttle reserve is called war emergency power, and should be used only in extreme situations. If you use it for more than 5 minutes at a time you'll risk damaging vital parts of the engine. In training, therefore, the throttle must never be moved beyond the gate stop.

这种节流储备称为战时应急动力，只能在极端情况下使用。如果一次使用时间超过5分钟(@安东)，可能会损坏发动机的重要部件。因此，在训练中，绝不能将油门移动到门挡之外。

Whenever you do use war emergency power, be sure to note the length of time on Form 1A, and also report it to the crew chief or engineering officer so that a record can be kept and the engine inspected before the airplane is flown again. The engine must be removed for a complete knock-down inspection after 5 hours.

每当您使用战时应急动力时，请务必在表格1A上注明使用时间长度，并向机组主管或工程主任报告，以便在飞机再次飞行前保存记录和检查发动机。5小时后，必须拆下发动机进行全面彻底的检查。

On some early airplanes, war emergency power is not incorporated into the throttle, but is obtained by pulling a boost control lever, on the panel forward of the control quadrant. If your airplane is so equipped, remember that there is no point in pulling war emergency power until you have opened the throttle all the way. In other words, don't use the boost control lever to increase your power when you can get the same result by opening the throttle.

在一些早期的飞机上，战时应急动力并不包含在油门中，而是通过拉动操纵台前方面板上的增压控制杆来获得。如果你的飞机装备如此齐全，记住在你一路打开油门之前，没有必要动用战争应急电源。换言之，当你可以通过推油门得到同样的结果时，不要使用增压控制杆来增加你的动力。

Remember too, that there's nothing to be gained by using war emergency power below 5000 feet. Up to that altitude the throttle alone gives you more than enough power to exceed the operating limits of the engine.

也要记住，在5000英尺以下使用战争紧急力量是没有任何好处的。到了那个高度，节气门本身就给你足以超过发动机的工作极限的动力。