Aircraft R-51 "Mustang" during the Second World War were used almost everywhere. In Europe and the Mediterranean Sea, the aircraft was primarily known as an escort fighter due to its long range. On the territory of England, "Mustangs" were used as interceptors of aircraft-missiles "V-1". The end of the war did not affect the fighter's combat career. Although during the Korean War, the main force was already jet fighters, there were tasks that they could not solve. Aircraft equipped with piston power units were still used to support the ground forces. In Korea, the aircraft of the original P-82 Twin-Mustang scheme also made its debut in combat. This long-range night fighter was based on the P-51.
The Mustang's military career in the US Air Force ended only with the signing of a ceasefire in 1953. But these aircraft, at least until the end of the 60s, were used during local clashes and in hostilities against partisans.
The aircraft's military career began in the fall of 1941, when the first Mustang I fighters began arriving at the Royal Air Force Experimental Center in Boscom Down. After conducting test flights, it turned out that at an altitude of 3965 meters, the aircraft's speed was 614 km / h, which was the best indicator for American fighters, which were supplied to Great Britain at that time. According to the pilots, it was a very easy-to-fly and highly maneuverable aircraft. However, the Allison V-1710-39 power unit installed on the Mustangs had a significant drawback - after climbing over 4000 meters, it began to rapidly lose power.
This significantly reduced the number of missions that a fighter could perform. At the time, the British needed vehicles that could fight German bombers at high and medium altitudes.
The entire batch of aircraft was transferred to tactical aviation squadrons, which were subordinate to the command for interaction with ground forces, and there was no need for high altitude.
The first part of the RAF to receive the Mustangs was Squadron 26, stationed in Gatwick. The squadron received the first aircraft in early February 1942, and on May 5, 1942, the new aircraft took part in the first sortie. It was a reconnaissance flight along the French coast.
On Mustang I aircraft, a camera was installed behind the pilot's seat. At the same time, the vehicles retained the standard armament for protection against enemy fighters.
Mustangs equipped with Allison powertrains took part in Operation Rubarb, Ranger and Popular, where they operated in pairs or small groups at low altitudes. Operation Ranger included low-level attacks on railways and highways. Usually, attacks were free hunting in a given square without preliminary targets, which was carried out by forces of 1-6 aircraft. In Operation Rubarb, various military and industrial facilities were used as targets. From 6-12 aircraft participated in such raids, and the fighters were ordered not to get involved in the battle.
The main enemy of the Mustangs is antiaircraft artillery. In July 1942, ten aircraft were lost, but only one was shot down in aerial combat.
Gradually, new tasks were set for the Mustangs. The aircraft accompanied torpedo bombers and bombers along with coastal defense squadrons. Due to their excellent flight qualities at low altitudes, the Mustangs were able to intercept German Fw 190 aircraft that were raiding coastal Britain. Usually, German pilots stayed close to the surface of the English Channel so as not to get on the radar screens.
The first Mustangs to enter parts of the United States were F-6A (P-51-2-NA) reconnaissance aircraft with four 20mm cannons and cameras.
F-6A / P-51-2-NA tactical reconnaissance aircraft were used in North Africa as conventional tactical fighters. They patrolled the territory of the Mediterranean Sea, attacked enemy transport columns, fought with artillery and tanks.
Mustang aircraft powered by the Merlin engine appeared in Europe in the fall of 1943. Then the 354th Fighter Group, which was stationed in Florida, was transferred to England. Having received a new engine, the Mustang became a full-fledged high-altitude escort fighter and an air defense day fighter.
Based on the successes of the low-altitude "Mustang I", it was decided to create a shock modification that could drop dive bombs.
The new aircraft was named A-36 "Apache". Its maiden flight took place in October 1942.
To reduce the dive speed, perforated aluminum flaps appeared on the lower and upper wing surfaces, which reduced the speed to 627 km / h.
The aircraft received a new Allison V-1710-87 engine, which had good performance at low altitudes. Its power reached 1325 hp. at an altitude of 914 meters, but after climbing more than 3650 meters, it began to decline. The A-36 also has a new radiator air intake, the same shape as its predecessor, but without an adjustable flap.
The armament of the A-36 consisted of four 12.7 mm Browning machine guns installed in the wing, as well as two in the bow. There were also a pair of bomb racks under the wings, which were moved to the landing gear to reduce the load. They could hang a 500-pound bomb, smoke screen equipment, or a dumped fuel tank.
The wingspan of the A-36 aircraft was 11.28 meters, length - 9.83 meters, height - 3.7 meters. The allowable take-off weight is 4535 kilograms. The practical flight range was 885 kilometers, the practical altitude ceiling was 7650 meters, and the cruising speed was 402 km / h.
These aircraft entered service with the 27th light bomber group and the 86th group of dive bombers. The 27th group consisted of three squadrons: 522, 523 and 524. In October 1942, the pilots received new A-36A to replace the old A-20. On June 6, 1943, all groups were on alert, starting combat missions on the Italian islands of Lampedusa and Pantelleria. This was the prelude to Operation Husky, which envisaged the landing of allied forces on the territory of Sicily.
The second - 86th group - consisted of 525, 526 and 527 squadrons. The pilots began their combat missions in mid-June, attacking targets in Sicily. For 35 days from the beginning of the fighting, the pilots of the two groups scored more than 1000 sorties. In August 1943, both groups were named fighter-bomber.
The main combat mission of the A-36A was dive bombing. Usually, the attack was carried out by flights of four aircraft, which began to dive at an altitude of 600 to 1200 meters. The attack was carried out in turn. It is worth noting that such tactics led to large losses, especially often they were shot down by small-caliber artillery. The A-36-A had practically no armor, and the liquid-cooled engines proved to be highly vulnerable.
During the period from June 1 to June 18, 1943, anti-aircraft gunners shot down twenty aircraft.
As a rule, they were shot down during 2-3 attacks. In addition, it turned out that the stability of the aircraft during a dive is violated by aerodynamic brakes. It was not possible to modernize them in the field. There was even an official ban on their use, but the pilots ignored it. Thus, the need for tactical changes is ripe. Now the attack began at an altitude of 3000 meters with a lower dive angle, and bombs fell from an altitude of 1200-1500 meters.
Even later, it was decided to drop all bombs in one combat run in order to reduce losses from anti-aircraft fire.
Also, A-36A aircraft were used as low-altitude high-speed reconnaissance aircraft. Although these aircraft did not arouse interest among the British, they were manned by the reconnaissance link of the Royal Air Force stationed in Tunisia and Malta. From June to October 1943, the British received six A-36A aircraft, which were lightened by dismantling some of the weapons. A camera was also installed behind the cockpit.
The informal name of the aircraft is "Invader" (Invader), which they received due to the nature of combat missions. The name was not officially fixed, since it was previously used for the A-26 attack aircraft, produced by the Douglas company.
Having lost its bomb armament, the plane became a good fighter at low altitudes. Sometimes they were even used as escort fighters. For example, on August 22 and 23, a group of A-36A aircraft accompanied a group of B-25 Mitchell twin-engine bombers, which were to strike in the Salerno area at a distance of 650 from the airfield.
Although aerial combat was not the primary mission of these aircraft, their pilots often shot down enemy aircraft. Lieutenant Michael J. Russo of the 27th Group has the highest result, having shot down five planes.
Two groups of A-36A aircraft significantly influenced the course of battles in Italy. The aircraft provided continuous support during the landing on September 9, 1943, destroying enemy fortifications and communications.
And the predetermination of victory was the destruction of one of the key transport hubs in Katantsar, which almost completely paralyzed the transfer of enemy units.
On September 14, 1943, units of the 5th US Army in the Apennines were in a critical situation. The crisis was resolved only thanks to the vigorous actions of the A-36A and R-38 aircraft, which delivered a series of successful strikes at the concentration points of enemy forces, bridges and communications. Both groups performed well during the whole Italian campaign.
The A-36A also took part in battles against the Japanese army. Departures in Burma became very effective, when the Japanese infantry was burned out in the jungle with the help of napalm. There was a relatively small amount of aviation here, so the Apaches were especially prized.
The career of the A-36A ended in the second half of 1944, when they were officially withdrawn from service. At this time, new aircraft began to enter the allied forces: the following modifications of the Mustang, P-47, as well as the British Typhoon and Tempest. They had an increased bomb load and range.
In total, attack aircraft conducted 23,373 sorties, during which 8,000 tons of a bomb were dropped on the territory of the Far Eastern and Mediterranean fronts. During air battles, 84 enemy aircraft were destroyed. The A-36A itself lost 177.
These are pretty good results for a fighter-bomber.
