A2ADCS P-51D Landing Physics and Ground Handling Conclusion
2A comparison of the famous A2A and DCS P-51D Mustangs
Following Thors advice above, the Mustang will perform a smooth 2 point landing at the higher 150mph airspeed leading me to believe that the nose will not come down at Pilots Operating Handbook recommended approach speed of 100-120mph due to a elevator down-wash issue/maybe aft CG issue. Seems like the extra speed causes sufficient airflow to keep the nose down.
Interesting, I found these historical Mustang pilot notes,
http://www.avialogs.com/index.php/en/aircraft/usa/northamericanaviation/p-51mustang/nzap-2025h-pn-pilots-notes-for-mustang-p51d.html
The documents on page 38 suggests that "the touchdown should be made as gently as possible, and the throttle closed only when the aircraft is on the ground." So you were right brother!
Like THOR stated, a heavily loaded Mustang probably does need more speed on approach like any other aircraft to maintain the same AOA on landing.
The fact that the Mustang doesn't bounce at a higher than recommended approach speed is interesting, as real world experience says that excessive speed or decent rate should in fact cause a bounce. Nonetheless, we have a workable solution until DCS looks at this phenomenon.
And again I will say, this could be pilot in-experience/error.
Appreciate Thors and everyone elses input on this journey.
T}{OR View Post
http://forums.eagle.ru/showpost.php?p=2196732&postcount=71
EDIT: After some more analysis on my end, I came to the conclusion that bouncing occurs when trying to land at too low speed and at a very shallow angle. In such an approach the AoA quickly becomes too high and the tail will want to drop down thus causing the undesired "balooning" effect. This needs to be counteracted with shoving the stick forward upon or moments before touchdown to prevent the tail going down and changing AoA. With heavier loaded P-51D best approach speed is between 130-140 MPH indicated and not cutting the power until the wheels are securely on the ground. Normal or steeper approaches are more forgiving allowing you only to neutralize the stick for a two pointer.
FLIGHT CHARACTERISTICS (Page 101)
As new equipment was added to the aircraft over the course of its development, in particular the radio equipment and the fuselage tank installed aft of the cockpit, the center of gravity (CG) has been moved back. This has resulted in decreased back pressure required to move the control stick. Instead of a force of 6 lbs. per G of acceleration, the required force in the P-51D is only 1 ½ lbs. Additionally, the stick forces begin to reverse as acceleration exceeds 4G. Great care must be taken not to black out or over-stress the airframe in sharp pulls and turns.
Special Flight Conditions (Page 107)
Full Fuselage Tank
Special care must be taken with the control stick when the fuselage tank contains more than 25 gallons of gas. In such cases, the flying characteristics of the aircraft change considerably – increasingly so as the amount of fuel in the tank is increased. When carrying more than 40 gallons of fuel in the fuselage tank, it’s necessary to avoid any high performance maneuvers. The fuel weight shifts the CG back, making the aircraft highly unstable during maneuvering (I might add during take off and landing as well).
Also note, "are NOT permitted unless the fuselage tank contains less than 40 gallons of fuel or if external fuel tanks and/or bombs are carried. An 85 gallon fuselage fuel tank is located aft of the cockpit"
A2A P-51D Mustang
http://www.a2asimulations.com/store/index.php?main_page=product_info&cPath=9&products_id=50&zenid=7e517705b54dbbbe9153351faa0e6638
DCS P-51D Mustang
http://www.digitalcombatsimulator.com/en/series/mustang/
Remember RAPPAR - "Increase RPM And then Power,
Decrease Power And then RPM"