First-Hand Mustang Accounts

Interview with John Leland ‘Lee’ Atwood, former Chairman, North American Aviation and Rockwell International

The Supermarine Spitfire and its stable mate, the Hawker Hurricane, are probably the most appreciated defensive weapons in the history of civilization for a very good reason. These airplanes – with their elegant Rolls-Royce engines – enabled the determined RAF to stand off certain defeat and occupation. The legendary Reginald J. Mitchell, leader of the Supermarine design team, worked to the end of his life perfecting the Spitfire, and Sidney Camm of Hawker brought in the Hurricane, largely with private financial backing of Thomas Octave Murdoch (T.O.M.) Sopwith, himself a World War I airplane designer. These events were surely high on the list of the accomplishments in England’s ‘Finest Hour’ and no later achievements in this category can be classified as in the same degree of effectiveness or timeliness. The Spitfire, in particular, with somewhat more performance, is especially memorable and symbolic. 

     But the RAF (the ‘Few’) made its Thermopylae stand in 1940, and the war lasted for nearly five more long and bitter years. The United States was able to mobilize its capabilities, including massive air power with some very good airplanes in great numbers. I participated as an aeronautical engineer and manager and would like to describe the origin and some aspects of the P-51 ‘Mustang’ fighter as one of those airplanes. I do not intend to elaborate on its capabilities as a first line warplane with the speed and range to carry air combat successfully to the heart of Germany – which is a well known matter of record – but rather on some interesting sequences leading to its origination and some technical aspects of its design which hopefully, I can describe in reasonable language without integral signs or complex equations – although I cannot eliminate mathematics entirely and still explain the design rationale. 

     To begin with, the Mustang had a large British component. In 1940, it was underwritten by England with their very scarce U.S. dollars (12 million of them), utilized Farnborough research in design, and in its final and best configuration it used the incomparable Rolls-Royce V-1650 ‘Merlin’ engine. It was, of course, taken over by the U.S. Army Air Corps, which eventually purchased and financed its large wartime production and supervised its specifications and utilization. 

     Briefly the British and French both began to buy airplanes and engines in the U.S. in 1938, and shortly orders were being issued for this equipment, including engines from Pratt and Whitney, Allison, and Wright, planes from Boeing, Lockheed, Douglas, Martin, North American, Republic, Curtiss (including P-40 fighters), and others. The British shortly established a Purchasing Commission, first under Mr. Arthur B. Purvis, who was replaced in 1939 by Sir Henry Self. Offices were taken at 15 Broad Street, New York, and staff was assigned. 

     North American Aviation (now Rockwell International) operated in Inglewood, California, adjacent to Mines Field, which is now Los Angeles International Airport (LAX), and or British orders were for advanced trainer planes, a version of the Air Corps AT-6 Texan, which the British named the ‘Harvard.’ These, for the times, were relatively large orders – eventually involving several hundred planes – and were naturally very important for North American, leading to greatly increased employment and additional buildings. 

     As we went into 1939, concerns about the possibility of war increased and our military received larger appropriations and began to place orders. In mid 1939, North American received a large order for our B-25 medium bomber and expansion continued at a rapid rate. This was true of the rest of the industry also, and capacity [factory size] was getting to be the problem. 

     North American Aviation, though a derivative of some antecedent organizations, was a relatively young company. Through earlier investments and involvement, the General Motors Corporation owned about 30 percent of the stock and effectively controlled the company. Ernest R Breech, a General Motors vice president, was designated chairman – although he never served in an operating capacity. In 1934, he recruited James Howard ‘Dutch’ Kindelberger, a vice president at Douglas [Aircraft], as president and chief [executive] officer. I worked for Douglas at that time under Dutch as a mathematical analyst and [aircraft] component designer, and he recruited me to come with him as chief engineer at North American. Dutch was just 39 years old and most of the rest of us were some 10 years younger than him. 

     We were quite successful with the advanced trainer line, including the Harvard, and had built a couple of medium bomber and attack plane prototypes, which didn’t really get anywhere until the B-25 order. So in 1939, we were booked up and expanding and a transition in the organization were shaping up. Dutch had a lot of balls in the air with contracts, building plans, machinery orders, financial requirement, personnel expansion, government interfaces, etc., and after trying and failing a couple of times to get a competent deputy, he began to move me into that position. In my place, Raymond A. ‘Ray’ Rice became chief engineer and I ended up with the title of first vice president. This transition was somewhat gradual, but by the latter part of 1939, it was rather complete – although I kept in very close touch with the engineering work. 

     At about this time, we first heard about the possibility of taking an order for supplementary production of the Curtiss P-40 fighter planes. Of course, fighters were an obvious requirement and in 1939 the P-40 was considered a good contemporary plane in this country, but it had some drawbacks. The Allison V-1710 engine had only a single-stage supercharger, and its critical altitude for maximum speed was only about 12,000 feet. While not in the high altitude interceptor class, it could be used for low altitude combat and ground attack missions. To me, however, the radiator and cooling system seemed to be most inefficient and poorly located – with the glycol [antifreeze] and oil radiators under the rear of the engine and partially cowled. Also, Dutch felt we were heavily loaded as far as tooling and production were concerned and we would have a hard time coping with Curtiss drawings, manufacturing standards and tooling, at least for some time. 

     As chief engineer, I had regularly reviewed the NACA (National Advisory Committee for Aeronautics, later NASA) reports on aerodynamics and related subjects, and in 1939, one came to my attention that was a review of some British experimental radiator work at Farnborough, a research establishment in England. An investigator named [Fredrick W.] Meredith had experimented with energy recovery from airplane radiators. This, of course, was not anything new conceptually, since energy recovery in steam and heat engines was common, as in triple expansion cylinder engines and in turbine applications, but these all started at relatively high temperatures. In reciprocating internal combustion engine, the “coolant-out” temperature cannot be allowed to exceed something like 250 degrees Fahrenheit, which is at about the temperature of the end of a heat recovery cycle in a steam engine. However, Meredith experimented with fully ducted radiators and showed that substantial recovery was possible. 

     Aircraft radiators had been generally treated like those in automobiles, using the speed of the airplane to force air through the radiators (ram air) and dissipating the heated air at random. The ram air pressure is proportional to the square of the speed (Velocity Squared or V2), but only directly proportional (1 to 1) for changes in density of the air with altitude. This is expressed as Pressure = 1/2 rV2 where r is air mass density [Bernoulli’s classic equation for uncompressed flow], mass of an object, or a quantity of air, is intrinsic and does not change with gravity, but on earth its measure is in pounds or kilograms. So we divided weight by the acceleration of gravity (32.2 fps/s) to obtain mass which will be the same on the moon or in space as it is on earth. Using the weight of the air and the earth’s gravity constant, r at sea level is 0.00237 mass units per cubic foot in English measure, and 0.001606 at 25,000 feet. 

     Now, airplane cooling has to be effective for various speeds and power settings, so the conventional radiator had to be able to cool an engine at full power in a climb at perhaps half its speed at full power in level flight. So, an airplane climbing at full power at 150 mph would require about four times the radiator exposure area as the same plane at full power in level flight at twice the speed – 300 mph. This fixed radiator exposure, of course, led to an unnecessarily high drag at high speed and absorbed a great deal of the engine’s power. It also had to cool [the engine] on the ground – but only at idle or taxi speed power output. 

     Radiators constructed of tubing and metal fins considerably restrict airflow and so Meredith experimented with ducting it out to the airstream. By making the outlet variable, he could restrict the air passing through the radiator to just that amount needed for cooling. Pressure ahead of the radiator, P1, is determined by the speed and air density (altitude) and is approximately 1/2 rV2. By closing the outlet partially, the pressure behind the radiator, P2, is maintained to the level that permits just enough air to pass thorough for cooling purposes. It is also apparent that the intake opening can be much smaller than the radiator size and that the drag is much less. 

     In passing through the radiator, the air is heated and expands in volume. A 200 deg. Fahrenheit temperature rise expands the air some 40 percent, so it can be seen that the discharged air – although having the same mass as the incoming air – has a larger volume and for a given pressure requires a larger discharge opening providing some forward thrust. This trust is roughly the pressure behind the radiator, P2, times the area of the discharge opening. This, incidentally, is the principle of the ramjet engine with, of course, much higher temperatures. 

     With this insight from the Meredith report, I began to gradually think about some way it might be applied to the P-40. However, with a little more consideration I began to believe that in spite of the extra plumbing and probable weight increase, the radiator should be in the fuselage with only the duct openings exposed. The P-40 had the cooling system forward under the rear of the engine, and to balance the plane properly for stability, the pilot was rather far back – somewhat compromising his [over-the-nose] view and limiting fuselage space. 

     The idea of a re-design, or even a new design, looked attractive, but the thought of such a possibility seemed somewhat fanciful since I had never seen any government buy a production plane without a set of requirements in detail, some kind of competition and/or flight test approval and a formal appropriation of money. 

     In my position as vice president, I had responsibility for contract administration, among other things, and so had occasion to go to 15 Broad Street rather frequently to negotiate contracts, prices, spare parts, equipment, and support services. In January 1940, I told Dutch that I would like to try to get some kind of a fighter authorization and that I hoped my ideas on reduced cooling drag might be a vehicle. He was generally supportive, but skeptical, as I was myself. My best hope was perhaps a contract to modify a single P-40 or possibly to build an experimental airplane [of our own design]. 

     The British Purchasing Commission (BPC), in addition to Sir Henry [Self], had as principal personnel Air Commodore Baker, Colonel William (Bill) Cave, and J.C.B. (Tommy) Thomas. Thomas was a senior technical man, and I used some occasions to talk to him about the cooling drag subject, making the point that my confidence in the possibilities of a major improvement was based on the Farnborough papers as well as the natural technical logic of the application. 

     I made a point of visiting Tommy and also Bill Cave when I could, both on direct business and from [Wright Field in] Dayton [Ohio] and Washington, [D.C.] which I visited frequently. Coast-to-coast was just a long overnight trip then in DC-3s and I could cover quite a bit of ground. I could see that my suggestion had been taken seriously after two or three visits, and I believe Thomas established some communication with Farnborough on the subject. I used only some free hand sketches, but Tommy was very astute and technically qualified. The questions about implementation got more concrete, but no company engineering work was started – it seemed [to be] a long shot. I had discussed my concept with [Edward O.] Ed Schmued, preliminary design supervisor, who, though not technically educated, had a real talent for shapes and arrangements and mechanical components, but the first work authorization, denominated NA-73X, was not until [24] April 1940. 

     Finally, early in that month, I was invited into Sir Henry Self’s office and was advised approximately as follows: that they had decided to accept our proposal; that I should prepare a letter contract for his signature; that it should provide for the purchase of 320 aircraft of our [NA-73] design; that it provide a schedule and a not-to-exceed price per airplane; that the British supplies equipment, including engine, would be specified; and finally, that a definitive contract would be negotiated on the basis of this letter contract. Furthermore, he told me that since we had never produced a fighter airplane, he considered it desirable that we have some P-40 data as a helpful guide. He specified the P-40 wind tunnel report and the flight test report. He suggested that I attempt to obtain these data. I told him I would immediately try to do so and took the night train to Buffalo, [New York] home of the Curtiss plant. Parenthetically, this was on 10 April 1940, the day Hitler seized Denmark and the Norwegian ports. I remember on that day Colonel Bill Cave told me that this was just one of a number of obvious moves. 

     In Buffalo, Burdette S. Wright, vice president of aircraft manufacturing and general manager of Curtiss-Wright Corporation, was reasonable enough, considering the competitive aspects. Colonel Benjamin S. (Ben) Kelsey of the Air Corps is reported to have said that the Air Corps encouraged him to sell me the data. This I didn’t know, but it could have been the case. Later, Dutch Kindelberger quipped that we “didn’t even open the package,” although I am sure that some of our technical staff did examine the reports. I gave Burdy a marker for $56,000 for the copies, went back to New York, and as soon as I could, presented the letter contract. After staff review, Sir Henry Self signed it, and I went to the LaGuardia Airport [for my return to Los Angeles]. Work Order NA-73 was issued shortly after. 

     Dutch Kindelberger put a lot of effort and talent into increasing the efficiency of airplane production. Even at high wartime rates of production parts were made in batches, and it was most unusual to have a machine tool dedicated to making one part, or even to one operation. Many tools, especially for sheet metal parts, were ‘soft’ tooling, using Masonite, plywood, or low temperature casting materials rather that tool steel, and were much cheaper – if not as durable. However, they were adequate for the purpose, were made very much more quickly, and were adaptable to the inevitable changes that came along. Dutch made many contributions to the cutting forming, and stretch-forming techniques, but his greatest improvement came from a rationalization of assembly and installation processes. 

     It was common practice to finish the structural elements, wing, fuselage, etc, and then begin installation of equipment – electrical, hydraulic, armament, instruments and other items – in the nearly completed structure. In large airplanes, with plenty of access room, this worked reasonably well with few bottlenecks, but in the smaller planes, such as fighters and trainers, the final assembly stage was crowded, hectic and inefficient. Starting with the AT-6 series, Dutch required the fuselage and wing structures remain open in sort of half-shell condition until all wiring, tubing, and permanent equipment installations were made and that they be inspected and tested before joining into complete structures. This naturally required that the engineering design provide for this construction process – so it became part of house practice in all models. 

     During the war, the War Production Board (WPB) kept production statistics and the principal comparative parameter was labor hours per pound of airframe (airplanes less engines and government furnished equipment). North American’s record was consistently about 20 percent below industry average. Noting this, Jake Swirbul, production chief for Grumman, came out to Inglewood during the war and spent a couple of days looking at the process. On departing he visited Dutch and made approximately this remark: “Dutch, I don’t believe you have better people or machinery or buildings or production control than we do, but how in hell do you get your engineers to design a plane so that the workers can get to the work within them?” The final 5,000 P-51 airplanes were built for 4/10ths of an hour per pound and sold for $17,000 [U.S. dollars] each, less government furnished equipment: engine, armament, etc. 

     In 1940, the science of aerodynamics was largely empirical and much depended on actual tests. Even today, this is true to some extent as far as some fine points are concerned, and wind tunnels are still used. The Mustang [the NA-73X] first flew on 26 October 1940, with an Allison engine, and soon some problems with the radiator ducting arose. The upper edge of the intake duct had been made flush with the bottom surface of the wing, and we soon found that the air flowing along the surface in front of the duct became a turbulent irregular pattern as it entered the duct and caused an audible rumble and vibration which was unacceptable. Also, it was thought that the opening should be larger for cooling on the ground at low speed, so a fold-down front panel was provided to admit more air for ground operation. This leaked pressurized air and caused considerable drag. 

     Both these problems required that some re-design and refinement be made. Some very capable aerodynamics people worked very diligently on the problems, using round-the-clock wind tunnel duct models and flight test measurements to arrive at the optimum configuration of a fixed intake with rounded lip edges. Also the intake was moved down some two or three inches to provide a gutter or scupper for the thin layer of turbulent air to bypass the intake. This has been common practice for such ducts ever since. 

     The [early production] Mustangs went to England and began to participate in reconnaissance and low-level rhubarb sorties over enemy territory, although they were not considered for high-altitude combat because of their single-stage superchargers. However, the RAF began to note that the Mustangs were faster than the Spitfires at the same altitude, and interest were increased. The Rolls-Royce factory actually installed a two-stage Merlin in a Mustang on an experimental basis, first flown in October, 1942. Also, the Army Air Corps had put the Mustang into production as an attack plane, the A-36A, which saw service in [China, Burma, India,] North Africa, Sicily, and Italy.

A completely restored and flyable A-36A (Photograph by Mark Von Raesfeld)

The crucial part of the air war was clearly shaping up as an air superiority battle over Germany and occupied Europe, and our bomber losses were becoming insupportable. Unescorted daylight formations were badly cut up and it was becoming clear that formation flying with machine gun turret protection might be losing rather than gaining in this contest. 

     At about this point, I became aware that Rolls-Royce Merlin production had been established in the United States. Packard Motor Car Company was selected and its chief engineer was none other than Colonel Jesse Vincent who had designed the Liberty engine of World War I fame. Colonel John Sessums called me from the Pentagon one day in late May of 1942. His message was terse and electrifying: “We are sending you a pair of Series 61 Rolls V-1650 engines and we want you to install them in a couple of P-51s.” North American engineers worked at top speed to make the structural, aerodynamic, and cooling adaptations – and in November 1942, one was in the air. Excitement was high when the speed results came in – over 440 mph, or 0.65 Mach number, at about 25,000 feet. A considerable portion of the potential of the Meredith Effect was being realized as advertised earlier in April of 1940. 

     Soon, American-made Merlins were flowing, and the P-51s so equipped were deployed on airfields in England in early 1943. Although their range was more than that of the Spitfire, it was still inadequate for effective bomber protection to most of the key targets, and the need for “longer legs” [increased range] were acute. Responding in a way that left flight test stability engineers aghast, Raymond Rice and his team designed an 85-gallon puncture-sealing fuel tank to fit behind the pilot’s seat and in front of the ducted radiator within the plane. This tank, weighing some 600 pounds when full of fuel, moved the center of gravity of the plane backward several inches and made it longitudinally unstable, meaning that it would not fly hands off, and would go into a sharp dive or climb, and it would either pitch up or dive out of control if not corrected continuously by the pilot. It was manageable at least, until some of the fuel was used up. 

     Colonel Mark Bradley was strongly sponsoring this change, and in his assessment to General Arnold and General Spaatz, he took a fully-loaded P-51 with wing-mounted drop tanks and 85-gallon fuselage tank and flew a trial mission equal to London-to-Berlin round trip, engaging in a 20-minute full-power simulated combat at maximum distance out and returned. He dropped the wing tanks first, and then used the fuselage fuel and finally the internal wing tank supply. The high command accepted this test and the [P-51s with fuselage] tanks started to go to England. 

     [Air Corps] Lieutenant Colonel Thomas (Tommy) Hitchcock was assistant U.S. air attaché in London and was pushing hard for the long-range P-51. He was over 45, a member of a prominent New York family, an athlete, pilot, and reserve officer. He eagerly took a long-range P-51B for a test flight and in pulling out of a high speed dive the plane failed and he was killed. I was not there, of course, and do not know exactly what happened, but it would not be surprising that the stick force reversed and it came back in his lap, over stressing the airplane at high speed. If he had kept under some three times the indicated stalling speed, the wing loads would have been within a 9G limit and well within the wings strength capability. However, that was not his way – he apparently wanted to do what the combat pilots would have to do. However, with some practice, the Air Corps pilots successfully flew and fought [in] these long-range planes. The appearance of the little friends [P-51s in this case] was a welcome sight for the battered bomber crews. 

     One of the most important activities in the production of the P-51s was a major coordinated effort to make changes and improvement on a continuous basis – both on the production line and in the field – with kits of parts and technical orders to operating units. We fielded a large group of qualified technicians who assisted the engineering and maintenance officers and reported back on problems, deficiencies, and recommendations. Also, Colonel Ben Kelsey was very effective in implementing improvements. He would visit combat wings, sometimes flying combat missions, and monitoring problems. He would then make a circuit of Dayton, Inglewood and Washington, D.C. – both recommending and authorizing changes and improvements. 

     This kind of activity was not well understood by some higher-ups, and I had an interesting experience. The chief of the Aircraft Production Board at one point was Charles E. ‘Electric Charlie’ Wilson, who had been chief executive officer of the General Electric Company. Mr. Wilson was making the rounds of industrial companies, generally stressing the importance of war production and looking for ways to improve it. After touring the Inglewood plant, he gave a bit of a speech to a group in a conference room, consisting of some 50 or 60 of our leading engineers and production supervisors. He was talking production, production to the limit, and when he finally paused, I spoke up and said something like this: “Mr. Wilson, if we just produce all we can we are not doing our best for the war effort.” He seemed surprised and almost affronted and asked what I could possibly mean. I tried to explain that we had a large backlog of changes that would improve the safety and effectiveness of the planes and that we must take some time to fit them in. He didn’t say much more, but that evening, he spoke in downtown Los Angeles to a civic industrial group, and I had the satisfaction of hearing him say that in all the need for production, we must do all we can to make improvements in efficiency and serviceability as we go along. 

     One might ask where the Meredith Effect is today. It is alive and well and was applied on radial engines in the form of cowl flaps, but in modern jet airplanes, there is little requirement for direct cooling of fluids or air in the 200 deg. Fahrenheit temperature range. Jet engine bleed air is hot and high pressure, so for cooling purposes, some heat is extracted by ducted heat exchangers in the Meredith manner, and the high pressure air is then rapidly expanded. The snowflakes sometimes seen in the jet passenger cabin ventilators are a result of expansion cooling, the reverse of compression heating. 

     To summarize, the Mustang cooling system provided just enough, but no excess of cooling air. Ideally, the back pressure P2 should be minimum, close to zero, in a low-speed, high-power climb and maximum at high speed and in long-range cruise, resulting in the lowest net drag where it is most needed. 

     An objective assessment of the Mustang is probably unavailable or inconclusive. During the war, the Collier Trophy Committee, certainly no military authority, passed over the Mustang repeatedly. The Congress, no center of airplane technology, in postwar assessment, declared the plane to be the most ‘aerodynamically perfect’ plane of the war. Perhaps we should simply say that it was just one facet of the effort of millions of people doing their best for the war effort with varying degrees of capability and effectiveness. After all, the front line personnel deserved the honor in war. 

     In recent years, there has been much introspection and analysis of the U.S. manufacturing establishment, and much has been written about product quality, employee participation, more choice for customers, quick change of models, rapid correction of deficiencies, flexibility in tooling and methods, and cost in general. I have seen many notable and almost heroic efforts in engineering and production and great efforts at product improvement. In the Apollo lunar program, I have seen responsible people work to an almost unbelievable degree to make some very difficult goals. However, while war production was a massive struggle against shortages of every description, I doubt that I shall ever see again such a degree of product improvement, employee participation, relative product value, economic production and generally superior results as I experienced in Dutch Kindelberger’s airplane production complex during the period of 1939-1945.

Chief Royal Navy Test Pilot and Commanding Officer of Captured Enemy Aircraft, Flight Captain Eric Melrose ‘Winkle’ Brown, CBE, DSC, AFC, tested a P-51B Mustang in March 1944 for the Royal Aircraft Establishment Aerodynamics Flight Centre at Farnborough

The Mustang was a good fighter and the best escort due to its incredible range, make no mistake about it. With its manoeuvring limit of 0.71 for its tactical Mach number it was also the best American dogfighter. But the laminar flow wing fitted to the Mustang could be a little tricky. It could not by any means out-turn a Spitfire. No way. It had a good rate-of-roll, better than the Spitfire, so I would say the plusses to the Spitfire and the Mustang just about equate. If I were in a dogfight, I’d prefer to be flying the Spitfire. The problems were I wouldn’t like to be in a dogfight near Berlin, because I could never get home to Britain in a Spitfire!

Interview by Jay Slater (Air Combat Manoeuvres: The Technique and History of Air Fighting for Flight Simulation, IAP, 2008).

Capt. Dominic S. ‘Don’ Gentile, 8AF, 4FG, 336FS; 03/29/44; (16.5 total kills flying P-51s)

I was flying Blue 1 in Shirt blue squadron at 27,000 ft. I bounced a gaggle of 7 or 8 190s underneath the bombers between 17 and 18,000 ft. When they saw us they went down in a spiral dive. I bounced the number four 190 (they were flying line astern), closed to 300 yards, fired, and saw strikes around the cockpit. He rolled over in a port turn slowly, and went vertically down. By this time I was at 5 to 6,000 ft indicating close to 500 mph moving over 400 mph. 

     I started to level out below cloud cover and Lt. Godfrey told me to break because there were two 190s behind me. One of them was firing. I broke and evaded them. I made a tight port orbit blacking out. When I recovered there was an Fw-190 in front of me; so I closed to about 300 yards and fired. I saw smoke come out and a few pieces come off. Then the pilot bailed out at 1-2,000 feet. 

     I made a port, tight, climbing spiral and climbed to 10,000 ft through a hole in a cloud. I told another Mustang to join up, and we started towards the bombers again. The 51 with me was attacked by two Me-109s. I told him to break, but apparently he did not hear me for he continued to fly straight and level. I broke into the 109s which half-rolled and went into a cloud. The Mustang was no longer in sight, but he hadn’t been hit and I found out later that he had made it home OK. I was bounced by another 109 and broke port into him. Just as he started to disappear behind me I reversed my turn to the starboard and fell astern of him. When I opened fire glycol started streaming out, and the pilot bailed out. Altitude was 7-8,000 ft and the range was about 300 yards. I joined the bombers alone, later finding some Mustangs and came home. I claim two Fw-190s and one.

Col. Donald J. M. ‘Don’ Blakeslee, 8AF, 4FG, 335FS; 04/22/44 (7.5 total kills flying P-51s)

I was leading the Group on a sweep to Kassel – Hereford – Hamm. We arrived in the area 20 miles north of Hamm at 25,000 feet and as we headed for Kassel we lost altitude to 18,000. Over Kassel at 1759 there were 20 plus Me 109’s orbiting at 4,000 feet. I led 335 and 336 Squadrons down to attack in a diving starboard turn, losing height and getting up sun to the E/A. 334 Squadron stayed up to provide cover. We attacked the E/A from the west on the same level and as we approached they were flying in a Luftberry, making it difficult for any individual attacks until two of the Me 109’s broke away leaving a gap. Our A/C attacked by sections and the fight was on, with many of the E/A going to the deck. 

     I saw a Me 109 with belly tank, headed N.E. up the shallow valley, just skimming the trees. I gave a short burst at 300 yards, then closed to 200 and gave him a second burst. I was closing fast indicating 350 mph when I saw his tank strike the ground. I was not more than 15 feet above as I passed over him and I saw his prop churn into the ground, throwing pieces, and the aircraft then crashed violently. Captain Sobanski of 334 Squadron later flew over this A/C and saw the pilots’ body halfway out of the cockpit. I then climbed up to about 5,000 feet to rejoin the battle. 

     I sighted another Me 109, 3,000 feet below me being chased by other P-51’s. I dumped flaps and dove, the E/A straightened out as I got to him and I fired a 2 second burst from 200 yards as he was pulling up over some trees. My fire hit the E/A on the wing roots and cockpit, and his prop and wing hit a tree top, cart wheeling him into the deck. 

     Me-109 destroyed; 420 rounds .50 cal mg fired.

Col. Donald J. M. ‘Don’ Blakeslee, 8AF, 4FG, 335FS, 04/24/44 (7.5 total kills flying P-51s)

I was leading the Group on a Free Lance Sweep to the Frankfurt area in conjunction with a bombing attack in the Munich area. We arrived in the vicinity of Frankfurt at 25,000 feet at 1233 hours, turned south and started to lose altitude to 10,000 feet. A gaggle of about 35 FW-190’s was reported as being at 10,000 feet going south toward the bomber track. There were two FW’s above and to the rear of the main formation. We turned starboard into the sun and climbed above and behind them. As we did this the 2 FW’s dropped their tanks and weaved violently above the enemy formation. However the main gaggle continued to proceed on their southerly course and did not take any evasive action. 

     335 and 334 Squadrons attacked in more or less a line abreast formation with 336 Squadron giving top cover. I picked out an FW-190, 3rd or 4th in from the port side of the gaggle and opened fire, obtaining strikes. The E/A broke hard left and up and then evaded to the deck. I started to give chase but had several others on my tail so I broke off and engaged another FW-190. We went around in tight circles and I got in a few bursts, when he headed to the south east I got on his tail, opening at 300 yards with a 2 second burst, finally closing to 150 yards. I was getting strikes on him, when I saw him jettison his hood and helmet. I overshot him, and as I did so, I saw him unfastening his straps and watched him jump out at 600 feet. His chute opened just above the ground. 

     I climbed to rejoin the battle and at 6,000 feet I saw an FW-190 diving away to the south. I dove after him and at 2,000 feet he started a left turn. I opened fire at 300 yards closing to 200 and saw strikes along the cockpit. The E/A then straightened out and glided for an open field as if to crash land. I got on his tail and was ready to open fire again when Captain Schlegal of 335 Squadron came in getting strikes in the cockpit. The E/A went straight into the ground and exploded. 

     I then joined up with other P-51’s, reformed the group and headed back for base. 

     Ammunition: I fired 325 rounds.

Capt. Clarence E. ‘Bud’ Anderson Jr., 8AF, 357FG, 363FS; 06/29/44 (16.25 total kills flying P-51s)

I was leading Cement Squadron, and we had joined the bombers early. The group leader assigned us the second box of big friends. We had been flying flights of four in flights line astern for about 25 minutes when bandits were called in on the first box. I saw the other squadrons milling around so we dropped our tanks and started forward when eight Fw-190s went under me. We followed, they crossed in front of the low squadron of bombers and turned left flying our formation, mocking escort. It also looked like a trap as eight more 190s came down and bounced the second section. They turned into them and seemed to be doing OK so our section went down on the ones below. I dove from above and lined up on one. He broke down so I picked the leader, gave him a short burst from about 350 yards dead astern, and got quite a few hits. He did a roll to the right straightened out skidding violently. The canopy flew off and he snapped over on his back bailing out. 

     I then saw another 190 heading for the clouds. He ducked in but it was a thin cloud and I could see him once in a while. So I followed. He came out in a clear spot and I attacked from the rear closing to 150 yards and getting quite a few hits all over. The canopy flew off; the pilot started to climb but settled back down into the cockpit. I flew alongside and saw fire break out in the cockpit. He slowly rolled over and went straight in from about 8,000 ft making a huge explosion. 

     My wingman came along side and we started to climb back up when another Fw-190 came out of the thin overcast 90 degrees to our course and behind us and above. We circled around on his tail climbing after him. He skidded back and forth then slowly turned to the left. I cut him off, closed in and started firing. I didn’t get hits at first so I slid around dead astern and got a few good hits. He then took his first evasive action, pulling up through the clouds. I followed while firing. He went down through the cloud again; I got some hits in the cockpit area. The 190 then did a violent snap roll to the right followed by a tight spin. Streamers were coming off his wing tips and tail surfaces and he spun right on in from 8,000 ft exploding on impact. No ’chute came out. I claim three Fw-190s destroyed. 

     Lt. Skraha, my number two wingman, witnessed all three encounters. Then we joined the bombers, found the rest of the flight, and completed the mission uneventfully; 1,195 rounds .50 cal mg expended.

Maj. George E. Preddy, 8AF, 352FG, 487FS; 08/06/44 (23.83 total kills flying P-51s)

I was group leader. We were escorting the lead combat wings of B-17s when 30 plus Me 109s in formation came into the third box from the south. We were a thousand feet above them so I led White Flight, consisting of Lt Heyer, Lt Doleac and myself, in astern of them. I opened fire on one near the rear from 300 yards dead astern and got many hits around the cockpit. The E/A went down inverted, in flames. At this time Lt Doleac became lost while shooting down an ME 109 that had gotten on Lt Heyer’s tail. Lt Heyer and I continued our attack and I drove up behind another E/A getting hits around the wing roots and setting him on fire after a short burst. He went spinning down and the pilot bailed out after a few turns at 20,000’. I saw Lt Heyer, in my right, shoot down another E/A. The enemy formation stayed together taking practically no evasive action and tried to get back for an attack on the bombers who were off to the right. We continued with our attack on the rear end and I fired on another from close range astern. He went down smoking badly and I saw him begin to fall apart below us. At this time 4 other P-51s came in to help us with the attack. I fired at another 109 causing him to burn after a short burst. He spiraled down to the right in flames. The formation headed down in a left turn, still keeping themselves together in rather close formation. I got a good burst into another one causing him to burn and spin down. The E/A were down to 5,000 ft now and one pulled off to the left. I was all alone with them now so went after this single 109 before he could get on my tail. I got an ineffective burst into him causing him to smoke a little. I pulled up into a steep climb to the left above him and he climbed after me. I pulled it in as tight as possible, climbing at about 150 mph. The HUN opened fire on me but could not get enough deflection to do any damage. With my initial speed I slightly out climbed him. He fell off to the left and I dropped down astern of him. He jettisoned his canopy and I fired a short burst getting many hits. As I pulled past, the pilot bailed out, at about 7,000 ft. I had lost all friendly and enemy A/C so headed home alone. 

     Claim: 6 Me 109’s DESTROYED 

     Ammo expended: 832 API.

Preddy was flying the famed P-51D-10-NA (44-13321), code-marked HO-P, named ‘Cripes A’ Mighty 3rd’.

Lt. Francis R. Gerard, 8AF, 339FG, 503FS; 09/11/44 (8 total kills flying P-51s)

I was flying Beefsteak Red #3 on an escort mission to Grimma, Germany when we saw four contrails several miles ahead and about 5,000 ft below us. Beefsteak Red Leader started to dive on them but figured they were decoys so held us in position because we were the only cover for the box of bombers. 

     We stayed in the up-sun position and about 10 minutes later we sighted a large gaggle of E/A about 5 o’clock to us and going 90 degrees across our tail. We dropped tanks and started after the E/A that were in a slight dive and traveling at high speed. I didn’t gain at first but as they made a 90 degree turn on to the bombers I started to close and fired some short bursts to distract them; they took no evasive action but continued straight at the bombers. 

     I took the tail-end Charlie and he exploded after a short burst. Coolant and flames streamed out behind him and my wingman, Lt Mayer, saw him in a spin with his wheels down and pieces flying off. I CLAIM ONE LONG-NOSED Me 109 DESTROYED. 

     Just before we reached the bomber formation I got on the tail of a 190 and he exploded after a short burst. Captain Robinson confirms this kill. I CLAIM ONE Fw 190 DESTROYED. 

     I then damaged an ME 109 but in the confusion of diving through the bomber formation, dodging chutes and debris, I didn’t see what happened to him. 

     I started after another 109 going down but had two more coming in on my tail so pulled up in a tight turn. My G-suit came in very handy here and in two or three turns I was on their tail. I gave the nearer one two or three short bursts and he blew up and started down. I followed him in a steep dive and saw him spin into the ground. I CLAIM ONE Me 109 DESTROYED. 

     While going down Major Aitken passed me on the tail of another 109 and he was getting strikes all over the E/A. I pulled up as my speed was excessive and bounced another 109. I chased him awhile before getting in position for an attack but when I did close he blew up at the first burst. He went into a crazy spin and I pulled up into a tight turn to clear my tail and look for other E/A. I saw my 109 hit the ground still spinning. I CLAIM ONE Me 109 DESTROYED. 

     I saw six more 109s break for the deck and rolled after them but only had 110 gallons of gas left so broke off the attack, climbed to 15,000 ft and started home. 

     My G-suit was invaluable and I never want to fly combat without one. 

     My total claims are: Three (3) Me 109s destroyed, one (1) Fw 190 destroyed, and one (1) Me 109 damaged. I did not see any of these pilots get out and believe they were all killed.

1st Lt. Victor E. Bocquin, 8AF, 361FG, 376FS; 09/27/44 (5 total kills flying P-51s)

I was leading Titus squadron on an escort mission to Kassel. We were low squadron. About five minutes after the bombers had bombed, they were attacked. I was sweeping back and forth from our box to another box that had fallen back and out to the side. When the E/A hit I was in between the two boxes of bombers. The squadron dropped their tanks and went after the gaggle of 40 plus Fw 190s. I gave orders for them to follow the E/A through the overcast. I caught an Fw 190 just before we hit the clouds and began shooting at about 300 yards getting good hits. I followed him into the overcast and lost him but saw a chute when I came out and his plane spinning down. I started a left turn and spotted another 190 to my left so I followed him down and chased him on the deck. I shot him from astern getting hits along the fuselage. He pulled up, rolled over, went straight into the ground and blew up. Lt. Powell, my wingman, got on another one then and I gave him cover. He got good hits and the Jerry bailed out. I began to take a picture of the two burning planes when Powell told me to break. I broke right and saw him in a tight orbit with a 190. I cut him out and closed up to about 20 yards and began firing at about 70 degrees deflection. I got no hits that I could see but the Jerry looked around once and bailed out. I saw Lt. Hanley shooting at a plane and saw his pilot bail out also. Then I headed back toward a town where some of my men were fighting. Ran into 10 more 190s and tacked on to them. I was low on ammunition and my wingman still had a wing tank so I took after one that broke off. I was closing in on him when I saw a lone P-51 chasing a Jerry so I broke off to give him cover. His guns jammed so I started shooting getting good hits but ran out of ammo. Lt. Powell then got on him and shot him down. I picked up five men and came home as we were all low on gas. The Jerry was very uneager and would run rather than fight. If he got in a tight spot he immediately bailed out. 

     I claim three Fw 190s destroyed. I saw Lt. Homer G. Powell destroy two Fw 190s and Lt. Claude W. Hanley destroy one Fw 190; I fired 1460 rounds.

First Lt. (later Captain) Bocquin was flying E9-Q, ‘Small Fry IV’, a P-51D-10-NA (44-14165) during the above encounter.

1st Lt. Charles E. Yeager, 8AF, 357FG, 363FS; 10/12/44 (accredited as an Ace in a Day with 11.5 total kills flying P-51s)

I was leading the group with Cement squadron and was roving out to the right of the first box of bombers on their way to Hanover, Germany. I was over Steinhuder Lake when 22 Me-109s crossed in front of my squadron from 11 O’Clock to 1 O’Clock. I was coming out of the sun and they were about 1.5 miles away at the same level of 28,000 ft. I fell in behind the enemy formation and followed them for about 3 minutes, climbing to 30,000 ft. I still had my wing tanks and had closed up to around 1,000 yards, coming within firing range and positioning the squadron behind the entire enemy formation. Two of the Me-109s were lagging over to the right. One slowed up and, before I could start firing, rolled over and bailed out. The other Me-109, flying his wing, bailed out immediately after I was ready to line him in my sights. I was the closest to the tail-end of the enemy formation and no one but I was in shooting range and no one was firing. I dropped my tanks, and then closed up to the last Jerry and opened fire from about 600 yards, using the K-14 sight. I observed strikes all over the ship, particularly heavy in the cockpit. He skidded off to the left, and was smoking and streaming coolant and went into a slow diving turn to the left. I was closing up on another Me-109 so I did not follow him down. Lt. Stern, flying in Blue Flight, reports the E/A [enemy aircraft] on fire as it passed him and went into a spin. I closed up on the next Me-109 to 100 yards, skidded to the right and took a deflection shot of about 10 degrees. I gave about a 3 second burst and the whole fuselage split open and blew up after we passed. Another Me-109 to the right had cut his throttle and was trying to get behind. I broke to the right and quickly rolled to the left on his tail. He started pulling it in and I was pulling 6.0 inches [manifold pressure]. I got a lead from around 300 yards and gave him a short burst. There were hits on wings and tail section. He snapped to the right 3 times and bailed out when he quit snapping at around 18,000 ft. I did not blackout during this engagement due to the efficiency of the G suit. Even though I was skidding I hit the second Me-109s by keeping the bead and range on the E/A. To my estimation the K-14 sight is the biggest improvement to combat equipment for fighter planes up to this date. All of the Me-109s I encountered appeared to have a type of bubble canopy and had purple noses and were a mousy brown all over. I claim five Me-109s destroyed; 587 rounds .50 cal mg fired.

Capt. Leonard K. Carson, 8AF, 357GD, 362FS; 11/27/44 (18.5 total kills flying P-51s)

I was leading Blue Flight of Dollar Squadron, providing escort for another fighter group. We were in the vicinity of Magdeburg, Germany when two large formations of bandits were reported. One of the formations, still unidentified, made a turn and came towards us at 8 o’clock. We dropped our tanks and turned to meet them. We tacked on to the rear of the formation, which consisted of 50 plus Fw 190s. I closed to about 300 yards on the nearest one and fired a medium burst with no lead, getting numerous strikes. He started to burn and went into a turning dive to the left. I believe the pilot was killed. He never recovered, but crashed into the ground and exploded. 

     I returned to the main formation, again closing to the nearest one at the rear. I opened fire at about 300 yards, firing two short bursts, getting strikes all over the fuselage. He started to smoke and burn. He dropped out of the formation and turned to the right until he was in sort of a half split-s position, never recovering from this attitude. I saw him crash and burn. The pilot did not get out. 

     Closing again on the main formation, I pulled in to the nearest man. At about 400 yards I fired a short burst, noting a few hits. He broke violently to the left and I broke with him. I picked up a lead on him and fired two more bursts, getting strikes on the cockpit and engine. He started to smoke and burn badly. The pilot jettisoned his canopy and bailed out. I watched him fall for quite a distance but did not see his chute open. The Fw 190 crashed about 50 yards from a house situated in a small town. 

     I could still see the main formation, about a mile ahead of me. Starting to catch them, I saw a straggler on the deck. I dropped down to engage him, but he saw me coming. He turned left away from me and I gave chase for about three minutes before I caught him. I opened fire at about 400 yards, getting strikes on the right side of his fuselage. He turned sharply to the right and I picked up a few degrees lead, firing two more bursts, getting more strikes on the fuselage. The pilot jettisoned his canopy and bailed out. As I was chasing this one, another formation of 30 or 40 Fw 190s passed about 500 ft. above and 400 yards in front of me. They make no attempt to engage me or to help their fellow Jerry. They continued on a heading of 20 or 30 degrees. 

     I pulled up after my last engagement and set course for home base when another Fw 190 came in at my wing man and me from 7 o’clock high. We broke into him and he started a zooming climb. I chased him, gaining slowly. Suddenly he dropped his nose and headed for the deck. I gave chase and caught him in four or five minutes. I opened fire at 400-450 yards. But I missed. I closed further and fired another burst, getting several strikes on the fuselage. The plane started to smoke. I fired again as he made a slight turn to the right observing more hits on the fuselage. Then the pilot jettisoned his canopy and I broke off my attack to the right. I waited for him to bail out, but he didn’t, so I turned back to engage him again. I was still about 700 yards away when the pilot pulled the nose up sharply and left his ship. His chute opened a couple of seconds later. 

     During the entire encounter my wing man, F/O Ridley, remained with me. I do not believe his performance as a wing man could be surpassed. 

     I claim five (5) Fw 190s destroyed in the air and 1,620 rounds fired.

Capt. John B. England, 8AF, 357FG, 362FS; 11/27/44 (17.5 total kills flying P-51s)

I was leading Dollar Green flight when I observed a large gaggle of enemy aircraft coming in formation from 10 o’clock slightly low. I approached them from above and to the right. Just as they went beneath me, I peeled down and pulled up behind them, around 800 to 1,000 yards away. There were approximately 40-50 FW-190’s, flying more or less in a bunch and, as far as I could observe, in no particular type of formation. I pulled up behind the rearmost E/A to within 600 yards, opened fire from 600 yards, and saw strikes around his cockpit and smoke and fire coming out around his engine nacelle. This E/A flipped over and the pilot bailed out. I was pretty busy and did not have a chance to watch the chute opening. 

     I pulled up behind another FW-190, closing to 300 yards and fired a long burst. He broke, but I got good hits on his wings and cockpit while he was breaking and during one or two turns immediately after his break. His canopy and pieces of his wings came off. The pilot bailed out, but I believe he was seriously injured. 

     By this time we were heading for the deck, when what was left of the gaggle which had stayed together was observed. I pulled up behind another FW-190, firing a long burst. He flipped over and went straight into the ground. The pilot was definitely killed. 

     Then I pulled up behind another FW-190 and went through the same procedure, starting to fire from 800 yards and closing to 150 yards, observing strikes in his cockpit. The plane dived straight forward, went into the ground and exploded. 

     This was one of the best shows I have ever seen since being in combat. Our whole squadron had tacked on to the rear of the enemy A/C and opened fire simultaneously. I believe these enemy planes were part of a huge force intending to rendezvous with another force and attack our bombers, which were bombing south-west of this vicinity. 

     I claim Four (4) FW-190’s destroyed (air); 1,840 rounds fired.

Maj. Wayne K. Blickenstaff, 8AF, FG, 353FG, 350FS; 11/27/44 (10 total kills flying P-51s)

I was leading Seldom Squadron on the 27 Nov., 1944, briefed to strafe an oil supply depot at Annaburg. At approx. 1255, in the vicinity of Steinhuder Lake, “Nuthouse” control informed us that there were bogies at 10:00. This was almost immediately verified by contrails in that direction. We promptly turned toward them and observed 3 gaggles of at least 75 each. We met the lead gaggle on a 10:00 pass and recognized them as Fw 190s, white noses predominating. Being to the left of Jonak, the opportunity of the first bounce was ours, so that we were able to position ourselves behind the gaggle by a left turn. As the gaggle proceeded in a southerly direction, I pulled in behind one and gave him 3 or 4 short bursts with the result that pieces began flying off the E/A. In the meantime I closed rather rapidly, gave him one final burst, and he seemed to disintegrate. To avoid flying through the pieces, I popped the stick forward as he began to fall off to the right. 

     I pulled back into the same gaggle onto the tail of another. A few bursts at an estimated range of 500 yards caused pieces to fly off him. The E/A started a slow turn to the right. After closing a little more, I gave him a good burst and observed strikes all over the cockpit and he went down with the engines afire and smoking badly. 

     The enemy formation persisted in a southerly direction and I again caught up to it and got on the tail of another E/A. While attempting to close sufficiently for a good burst, I noticed another E/A about 9:00 and slightly low to me. I was having difficulty overtaking the E/A ahead, so I chipped back and slid over behind the E/A at 9:00 o’clock. However, I began to overrun him, so I started a barrel roll around him in an attempt to stay behind. When a quarter of the way around in my roll, the E/A made a sharp turn to the left and away from me. Before I could take advantage of this opportunity, the E/A split S’d, and thinking that he was evading to the deck, I turned to select another from the main gaggle. He pulled back up into me, firing a long 90° deflection burst which hit my cowling as I turned to meet this pass. As he continued to pull up, I quickly rolled over and ended up on his tail again. As I had by now lost excessive speed, I was able to turn easily with the E/A, and hit him with several bursts of rather large deflection. I then followed the E/A as he rolled over and started down, clobbering him in the cockpit with a good burst. Not being too certain that the E/A would not pull out, I watched him as he continued down. I saw him go straight in, so I zoomed back up. 

     The main gaggle continued merrily on its way, ignoring the fights that were going on to its rear. I again started after them with my wing man following. Lt. Duke, my wing man, had done an excellent job as he was with me during the entire show. We had chased the gaggle for about a minute when Lt. Duke warned me to break left. As I broke to the left, I looked back and saw an Fw 190 on Lt. Duke’s tail. Lt. Duke elected to break to the right and the 190 followed him. This enabled me to complete my turn so that I was able to pull up behind the E/A. Immediately after observing strikes on the 190, he rolled over and split S’d. I followed through getting strikes in the middle of the airplane. Pieces began to fly off the 190 and it continued down, smoking badly. 

     Since the main gaggle was by now too far distant to overtake, we headed out. Some of my oil lines had been broken by that lucky 90º deflection shot, causing me to land at Denain / Prouvy with five lbs. oil pressure. 

     All of the combat took place between 20,000 and 30,000 feet. As I recall, the majority of my hits were, surprisingly, directly in the cockpit area. Full credit for this is given to the K-14 gunsight. 

     I claim four (4) Fw 190s destroyed in the air.

1/Lt. James M. Fowle, 8AF, 364FG, 384FS; 12/03/44 (8 total kills flying P-51s)

I was flying “Zeeta” red leader at 27,000 ft when my No 2 man called in a gaggle of 50 plus Me 109s at three o’clock to the bomber track. They were at 25,000 ft. I broke right and closed on a 109 that still had on a belly tank. I gave him a short burst observing many strikes on his cockpit and wing roots. I believe there was a slight explosion and immediately afterward he started spinning down in smoke and flame. Range was between 200 and 300 yards. 

     Immediately after my first encounter I closed on another 109 and gave him a burst. I observed strikes on his cockpit and wing roots. I closed on him so fast that I thought he had cut his throttle. I chopped my throttle all the way off and glided up even with him, slowing down to his speed. I was approximately 100 ft directly off his left wing. At this point I could see that his prop was not turning at all. The plane was burning and smoking furiously as it spun down. I think the pilot was killed. 

     I sighted a third 109 at approximately 1,000 yards. I closed slightly and framed him with my K-14 and gave a long burst, observing strikes on his wings and cockpit. The range must have been 500 to 800 yards. He began to smoke and I closed in to finish him off. He started down in a dive and bailed out, his canopy hitting my left wing. I don’t remember firing at him again before he bailed out. 

     Immediately following this third engagement I attacked another 109. I closed on him from dead astern, but before I could get my pip on him, he bailed out. I did not fire a shot at him. I followed the pilot down for 3,000 ft intending to take pictures, but observed two 109’s in the vicinity, so I pulled up. Only two or three guns were firing so I reformed my flight and set course for home. 

     I claim four (4) Me 109s completely destroyed and two (2) pilots killed. 

Ammo Exp: 634 rounds cal 50

2/Lt. Otto D. Jenkins, 8AF, 357FG, 362FS; 12/24/44 (8.5 total kills flying P-51s)

I was flying Dollar Red Three when we saw a gaggle of approximately 70 enemy aircraft about 6,000 ft. below, going 180 degrees to us. I did a wing over and dove into the rear of the gaggle. I picked out an FW-190 and at 300 yards began firing from dead astern. I got numerous strikes and he exploded at the cockpit. The pilot did not get out. 

     I selected another FW-190, who started evasive action. Giving me a 20 degree angle off shot at him. I closed to 200 yards, firing numerous bursts and getting many strikes all over his fuselage. He turned to the left and the pilot bailed out. My wing man, Lt Hyman, observed this as he was on the inside of the turn. 

     Singling out another FW-190, I commenced firing from 500 yards, closing to 100 yards, getting strikes on the wing roots and cockpit. When I over-shot to the right the pilot rolled over and bailed out. My wing man did not observe this because he was off to my right. 

     There were still plenty of enemy aircraft around, so I got on my fourth FW-190. While I was trying to get a shot, however, a 190 slid on to my tail and began firing. My wing man, Lt. Hyman, shot him off. I observed this because the plane snapped over and went down and I saw either the canopy or a wing fall off the plane. Then I managed to get a shot at the FW-190 in front of me. I saw hits on the wing and cockpit. He started smoking and went into an uncontrollable spin and crashed. The pilot did not get out. 

     I pulled up and started for home because I was hit in the left wing. My aileron controls and compass had been damaged. 

     I claim Four (4) FW-190’s destroyed (Air); 1410 rounds fired.

1/Lt. Robert E. Welch, 8AF, 55FG, 343FS; 12/25/44 (6 total kills flying P-51s)

Tudor Squadron was flying close escort for two boxes of bombers headed northeast. I was flying Red leader. Just south of the target I observed a box of B-24’s going south or 180 degrees to us. We were at 26,000 feet. About one minute after the bombers passed below us, bogies were called in about 500 to 1,000 feet below us and following the bombers. I identified them as 109’s and 190’s. There were three 190’s a mile ahead of fifteen 109’s. These 109’s were flying flights of four, line abreast, with a flight of three 109’s bringing up the rear. I called Tudor leader and received permission to engage the E/A. We broke left and attacked astern. The E/A started a climbing turn to the left in one gaggle, flights in trail, and then made climbing and diving turns until broken up by my flight. I picked on “Tail-end Charlie”, firing a short burst, but saw no strikes. I then pulled on to the next man. He took evasive action, but I got some good no-deflection and deflection shots at 300 to 250 yards. I observed many strikes on the wings and fuselage. He rolled over and started down spinning – he never pulled out – and I saw him crash and burn fiercely in the center of a small town. I pulled back up to 15,000 to 20,000 and tacked on to the rear of four 109’s. The rear E/A broke off and after some violent evasive action he headed straight down; I stuck on his tail. I fired several bursts at no deflection and at very small deflection from 200-300 yards. Many strikes were observed on the wings and fuselage, coolant began pouring out and small pieces of the A/C began to fly off. I pulled out of the dive at 5,000 feet going 450 mph. I saw the 109 auger straight in and explode near a small wood. I claim two 109’s destroyed during this engagement. 

     Ammunition expended: 942 rounds.

1/Lt. James F. ‘Jim’ Hinchey, 8AF, 353FG, 351FS; 01/14/45 (3 total kills flying P-51s)

I was leading the second element in Lawyer Yellow flight escorting the end box of 3rd Division B-17s northeast of Hannover when our flight observed 50 to 60 enemy aircraft – Fw 190s and Me 109s who were at 30,000 feet and about to attack our big friends from out of the sun. Our flight drove up behind them breaking up their entire formation before they had time to press home their attacks. During the ensuing combat our flight destroyed six of the E/A without loss to ourselves. Spotting an Me 109 that had split S’ed, I followed him down, firing from 10,000 feet until he leveled off at 1,000 feet where he jettisoned his canopy and bailed out. His plane then nosed down in approximately a 30-degree dive and exploded in a patch of woods next to a river. The pilot parachuted down into another patch of woods nearby. 

     On pulling up from 500 feet, I discovered two Fw 190s circling above at about 5,000 feet trying to get on my tail so I started a tight climbing turn toward the lead 190. His friend didn’t seem very interested in the proceedings and flew straight ahead about 200 yards off to our left. After going round and round four or five times, Jerry split S’ed. I pulled inside him easily then and as we leveled out at 1,000 ft I pulled up close to his tail. Just as I started firing he apparently decided he’d had enough so he bailed out. The other 190 was making a dash for home so I turned sharply up into him but before I could fire a shot he also bailed out. The first plane, after the pilot had bailed out, flipped over onto its back and spun into an open plowed field. The other plane also flipped over on its back and crashed in that position in another open field. Both pilots were seen to parachute down in an open field, after which they nonchalantly packed up their chutes and started walking towards a nearby road. 

     After this my wingman, Lt. Frye, spotted a contrail at about 20,000 ft. It came straight down in front of me and I recognized it as a 109 and started firing as he went past my nose. He pulled up sharply, did a snap roll and started to turn to the left, but I was already firing up his tail. I had too much speed and overshot him; but Lt. Frye, who was directly behind me, slid in behind the 109, fired a long burst and I observed the left wing come off after which the E/A spun in and exploded. The pilot was not seen to get out. 

     I claim two Fw 190s, one Me-109 destroyed – 1,030 rounds fired.

Capt. Donald E. Penn, 8AF, 55FG, 38FS; 02/25/45 (1 kill flying P-51s)

I was leading Hellcat squadron on a sweep in the Nurnberg area when I noticed two Me-262s airborne and two more taking off from Giebelstadt airdrome. We were flying at 13,000 feet, and I ordered the squadron to drop tanks and engage the E/A. I dived on one jet, using 50 inches HQ at 3,000 rpm. He was making a slight turn to port at 1,000 feet heading back toward the airdrome, so I leveled of about 3,000 yards behind him and put on full power. My IAS was then about 500 mph and I expected him to use full power also in an attempt to pull away from me. However, I closed rapidly, firing from 1,000 yards. At 500 yards I observed the 262 to have his wheels down. I cut down on my power and at 300 yards started striking the E/A in the right power unit [jet engine]. Closing to 50 yards, I broke sharply over the top of the jet, watching him as he rolled over and went straight in and exploded. As a result of this encounter I claim one (1) Me-262 destroyed; 1,500 rounds .50 cal mg expended.

Lt. Col. Sidney S. Woods (Group Deputy Commander), 8AF, 4FG, 336FS; 03/22/45 (accredited as an Ace in a Day with 5.0 total kills flying P-51s)

I was leading the 4th FG’s ‘A’ Group on an escort mission to Ruhr Land. After taking the bombers through the target, I turned back and took ‘A’ Group on a sweep to the east of Berlin. While at 8,000 ft in the south suburbs of Berlin I saw a lone B-17 at 5,000 ft flying from east to west. The bomber made a 180 degree turn to the right and headed back east toward the Russian lines. This aircraft bore 3rd Division markings (a red tail with diagonal red markings on the wings). I tried to call this B-17 on ‘C’ channel, but was unable to contact him. I was following the Fort east of Berlin when I saw four aircraft making a circle over the town of Furstenwalde. I chased them across the town and identified them as Fw-190s. They were all carrying bombs and appeared to be forming up for a sortie over the Russian lines. They were camouflaged a mottled brown and had small crosses on dirty white roundels. 

     I closed behind the number four man in the flight and gave him a two-second burst from about 50 yards. I got strikes along the fuselage in the cockpit and along the left wing. My flight observed the enemy pilot, slumped over in the cockpit, and saw him nose over and hit the deck. I claim the enemy aircraft destroyed. 

     I pulled up to clear my tail and observed an e/a firing at me from above, 90 degrees to my left. I shoved the stick down and he missed and went over the top of me. I pulled straight up and rolled off the top and came down behind his tail. I followed him down in an aileron roll, hit him during the roll and observed him crash on Furstenwalde airdrome. I claim this e/a destroyed. 

     At this point I saw all members of my group were getting intense, light, accurate flak from the airdrome, town and fields in the vicinity. 

     Then I saw a flight of four Fw-190s turning between Eggersdorf and Furstenwalde airdromes. I closed in on the number four man, gave him two two-second bursts. He jettisoned his bombs, then his canopy and started smoking. The pilot bailed, but as I had observed strikes in the cockpit I believe he was dead when he came out. I claim the e/a destroyed. 

     After destroying this aircraft, I pulled up and looked down my left wing to see some gunners in a pit below me shooting light flak that was just coming by my tail. I broke to the right and then observed two Fw-190s on the tail of a P-51. I closed behind one right on the deck, gave him several short bursts and he crashed and burned. I claim the e/a destroyed. 

     Then I climbed back to 3,000 ft and saw another flight of four e/a circling between Furstenwalde and Eggersdorf. I closed behind the number four man and all four broke violently to the left. I pulled in so tight in order to stay behind him that my gyro spilled and I was giving him lead with the fixed sight. He pulled up in a steep, climbing turn to the left and as he did I saw the tracers went into his cockpit. The aircraft caught fire, crashed and burned. I claim this e/a destroyed. 

     I climbed up to 5,000 ft, circled once and picked up three members of my group and came home. Through all these engagements, my wingman, 2nd Lt. Richard E. Moore, 336th Fighter Squadron, stayed with me, protecting my tail. He did an excellent job and discharged his duty as wingman superbly; 1,159 rounds .50 cal mg expended.

Capt. Charles L. McGraw, 8AF, 353FG, 351FS; 04/07/45 (3 total kills flying P-51s)

On 7 April 1945 I was leading Lawyer Blue flight on an escort mission to Hamburg. At approximately 1215 hours I sighted contrails at my 3 o’clock high, at about 30,000 feet just east of Steinhuder Lake. I was flying at about 19,000 feet at the time, and decided to gain altitude as quickly as I could, and managed to get to about 25,000 feet when a single Me 109 dove from directly above me to attack the box of bombers behind ours. I dropped my wing tanks and gave pursuit immediately. He evidently knew I was after him, as his attack was very undetermined and he broke off at about 200 yards from the bombers and did a sharp wingover to his left and hit for the cloud deck. At about 10,000 feet I had closed to about 600 yards and opened fire. He started a shallow climbing turn to the left, and I was getting strikes in his wing roots and fuselage. I had to cease firing for a second, as one of our P-51s had overshot and almost got in the cone of fire. The Me 109 rolled out as I opened fire again and lost his entire tail section and went into a spin at once. No chute was observed. 

     I then climbed back up to my bombers as quickly as possible. I had lost my number three and four in this first bounce, and was alone with my wingman, Lt. Hahn. 

     I was working again gaining altitude as fast as possible and at 18,000 feet, about 50 miles NE of Steinhuder Lake, I sighted another Me 109 attacking a box of bombers in the same manner. He was coming from 6 o’clock high to the bombers. I succeeded in cutting him off, and pulling up dead astern I clobbered him good before he had a chance to hit the bombers. The 109 lost pieces from his wings and caught fire, but the pilot bailed out, and his chute opened. 

     Then, at about 1240 hours I was flying at 19,000 feet with Lt. Hahn on my wing when I observed two Me 109s maneuvering into position, to attack a box of bombers from 6 o’clock high. They had come in from the right of the bombers about 90 degrees, and did a wing over to the left at the bombers 6 o’clock high, and were diving for the kill. I began a climbing turn to the right to cut them off. I called to Lt. Hahn to take the one on the left and I took the one on the right. I pulled up dead astern on this guy and opened fire. He was clobbered good and was smoking like hell when I pulled up sharply to clear my tail, and observed Lt. Hahn’s target going straight down, streaming smoke and finally heading straight into the ground. My E/A went into a spin and lost a wing. No chutes were observed from either plane. 

     I claim three Me 109s destroyed; 1678 rounds fired.

Maj. Henry S. Bille, 8AF, 355FG, 357FS; 04/20/45 (6 total kills flying P-51s)

I was flying Custard leader on a free lance mission in the Prague area. After being in the area for approximately 30 minutes, the group leader spotted some Me 109’s preparing to take off from Letnany Airdrome. After these E/A became airborne, we bounced them and I got a 109 with two short bursts from astern, opening fire at 200 yards, closing to about 50 yards. I observed hits all over the fuselage, cockpit, wings and engine. Although I judged his altitude at approximately 200 feet, my wingman said the pilot succeeded in bailing out. I claim this Me 109 destroyed. 

     We zoomed back up and I made a head-on pass at a couple of Jerries that were in a left Luffberry with three other E/A. I hit the one I fired on and as he went past me he was streaming fluid out the right side. I cleared my tail and reversed my turn so I could get in the Luffberry. I did this but we were turning so tightly that my gyro sight was off the glass most of the time. I got in a couple of bursts and believe I damaged another 109. I looked back and saw 3 109’s on the tail of my wingman. He tightened his turn and the Luffberry broke up. I chased one of these E/A to the deck, closing rapidly. I fired until I over-ran him, commencing fire at about 250 yards and astern of him. I got strikes all over his plane. As I pulled up he hit the ground and exploded. I claim 2 Me 109s destroyed and 2 damaged. I used a total of 1061 rounds of ammunition in these encounters.

Capt. Leonard K. ‘Kit’ Carson – 8AF, 357FG, 362FS; 01/14/44 (accredited as an ‘Ace in a Day’ with 18.5 total kills flying P-51s)

I was leading Blue Flight of Dollar Squadron while escorting the first, second, and third boxes of bombers some 20 miles northwest of Berlin, Germany. We were sitting atop the lead box, about 1,000 ft above, when two very large gaggles of enemy aircraft were spotted at 12 and 11 O’Clock high, coming head-on. They were immediately identified as Fw-190s with top cover. The flight pulled out in front of the bombers to meet them in a head-on attack. I took Blue, Green and Yellow flights to the left to break up the attack at 11 O’Clock. I fired at them, as did most everyone else, coming head-on, and then turned and tacked on to the rear of the gaggle. Their attack on the bombers had been diverted, so we concentrated on the tail-end-Charlies. I closed to about 400 yds on an Fw-190 at the rear on the outside, firing a good burst, getting strikes all over his fuselage. I watched him for a second to see his reaction. He took no evasive action, but just peeled down to the right very slowly. I followed him down. His turns became more violent and then he started snapping from the right to the left. He was smoking quite badly. I believe the pilot was killed. I pulled off and watched him until he hit the dirt. 

     I went back up to the bombers, looked around for a couple of minutes; I looked straight back at 6 O’Clock and saw a formation of about 40-50 Fw-190s coming up about 1,000 yards behind. There were a couple of P-51s near me, and they broke with me. We met the enemy planes head-on. They didn’t fire, but we did, although I saw no hits. After we got behind them we turned as quickly as possible and once again picked out a tail-end-Charlie. I fired a burst at 350-400 yards at an Fw-190, getting strikes. He did a couple of snaps to the right, with his belly tank on, and wound up on his back. I fired again, getting more hits on the fuselage. Pieces came off the enemy ship and he began smoking. He split-essed and headed downward toward the deck. I followed him down until he hit, bounced, and crashed. The pilot did not get out. 

     I climbed back up to about 14,000 ft when two Me 109s came tooling by, about 2,000 ft beneath me. I dropped down and fired at the one in the rear, getting no hits. They dropped flaps and broke violently. I zoomed back up while they circled in a lufbery [circle manoeuvre]. I made another ill-timed pass and pulled up again, getting no hits. The leader broke off and headed for the deck. I dropped down to tail-end-Charlie as he started down. He pulled up, losing speed. I kept my excessive speed, fire-walled it, and started firing at about 300 yards, closing down to about 20 yards and I was getting hits all over the fuselage. His coolant blew as I pulled over him. Then he went into a sort of tumbling spiral and crashed. 

     I claim two Fw-190s and one Me-109 destroyed (air); 1,050 rounds .50 cal mg fired.

Capt. Carson’s claim of three aircraft destroyed was subsequently verified by 2nd Lt. John B. Duncan Jr. 

So what happens to some of the aerial combat pilots after such an ordeal as the Second World War? In the case of Lt. Col. Atlee G. Manthos (USAF, Retired), his loving son Jeff Manthos, explained:

Atlee George Manthos was born in San Antonio, Texas, on 4 August 1912. He graduated from the University of Texas in 1938 with a degree in petroleum geology. Atlee enlisted in the Regular Army on 3 August 1941 and began flight training at Hicks Field in Fort Worth, Texas. As the oldest member of his class he was nicknamed “Mad Pappy,” which stayed with him the rest of his life. He received his commission on the 7 March 1942, and after earning his pilot’s wings, was assigned flight instructor duty at Waco Army Air Field in Texas. Atlee was sent to England in June of 1944, and spent time in the 555th Fighter Training Squadron before reporting to the 357th Fighter Group, 8th Air Force in August. He flew P-51D Mustangs of the 362nd, 363rd and 364th Fighter Squadrons until VE Day on 8 May 1945. He was briefly assigned as the Assistant Group Operations Officer, VIII Fighter Command, 8th Air Force Headquarters at RAF High Wycombe from December 1944 to January 1945. From June to November 1945, he served as Group Operations Officer with the 78th Fighter Group at RAF Duxford flying with all of its squadrons – the 82nd, 83rd and 84th Fighter Squadrons. His first P-51D Mustang, B6-F, was named ‘Mary Alice’ after his wife at the time. He later flew a P-51D named ‘Mary Alice II’ aka ‘Mad Pappy’. Pappy Manthos retired from the US Air Force on 10 April 1963 as a Lt. Colonel and Command Pilot after 22 years of flying. He passed away in 1980.

Mustang Production for USAAC/USAAF, RAF and RAAF

NAA Factory Serial Numbers, Designation, USAAC/USAAF, RAF and RAAF Serial Numbers 


73-3097, NA-73X, Civil Registration Number NX-19998 (1) 

Subtotal: 1 

NA-73 Mustang Mark I 

73-3098 to 73-3100, AG345 to AG347 (3) 

3101 skipped (see NA-73 XP-51 below) 

73-3102 to 73-3106, AG348 to AG352 (5) 

3107 skipped (see NA-73 XP-51 below) 

73-3108 to 73-3416, AG353 to AG661 (309) 

3417 to 4766 skipped 

73-4767 and 73-68, AG662 and AG663 (2) 

4769 to 7811 skipped 

73-7812, AG664 (1) 

Subtotal: 320 

NA-73 XP-51 Mustang 

73-3101, XP-51-NA, 41-038, fourth production NA-73 (1) 

73-3107, XP-51-NA, 41-039, tenth production NA-73 (1) 

Subtotal: 2 

NA-83 Mustang Mark I 

83-4769 to 83-4810, AL958 to AL999 (42) 

83-4811 to 83-4968, AM100 to AM257 (158) 

83-4969 to 83-5068, AP164 to AP263 (100) 

Subtotal: 300 

NA-91 P-51 Mustang, F-6A Mustang, Mustang Mark IA 

91-11981 to 91-12012, 41-37320 to 41-37351, FD418 to FD449 (32) 

91-12013, XP-51B-NA, 41-37352, FD450 (confiscated by USAAF and not counted under NA-91); temporarily designated XP-78-NA – see NA-101 

91-12014 to 91-12081, 41-37353 to 41-37420, FD451 to FD518 (68) 

91-12082, XP-51B-NA, 41-37421, FD519 (confiscated by USAAF and not counted under NA-91); temporarily designated XP-78-NA – see NA-101 

91-12083 to 91-12130, 41-39422 to 41-37469, FD520 to FD567 (48) 

Subtotal: 148 

NA-97 A-36A Mustang and Mustang Mark I (Dive Bomber) 

97-15881 to 97-15903, A-36-1-NA, 42-83663 to 42-83684 (22) 

97-15904, A-36A-1-NA, 42-83685, to RAF as EW998 – to AA&EE at Boscombe Down (1) 

97-15905, A-36A-1-NA, 42-83686 (1) 

97-15906 to 97-16048, A-36A-1-NA, 42-83687 to 42-83828 (142) 

97-16049, A-36A-1-NA, 42-83829, to RAF as HK956/E – to 1436 Strategic Reconnaissance Flight (1) 

97-16050 to 97-16118, A-36A-1-NA, 42-83830 to 42-83897 (68) 

97-16119, A-36A-1-NA, 42-83898, to RAF as HK945/B – to 1436 Strategic Reconnaissance Flight (1) 

97-16120 to 97-16127, A-36A-1-NA, 42-83899 to 42-83905 (7) 

97-16128, A-36A-1-NA, 42-83906, to RAF as HK955/D – to 1436 Strategic Reconnaissance Flight (1) 

97-16129 to 97-16240, A-36A-1-NA, 42-83907 to 42-84017 (110) 

97-16241, A-36A-1-NA, 42-84018, to RAF as HK944/C – to 1436 Strategic Reconnaissance Flight (1) 

97-16242 to 97-16330, A-36A-1-NA, 42-84019 to 42-84106 (88) 

97-16331, A-36A-1-NA, 42-84107, to RAF as HK947/A – to 1436 Strategic Reconnaissance Flight (1) 

97-16332 to 97-16341, A-36A-1-NA, 42-84108 to 42-84116 (9) 

97-16342, A-36A-1-NA, 42-84117, to RAF as HK946/F – to 1436 Strategic Reconnaissance Flight (1) 

97-16343 to 97-16380, A-36A-1-NA, 42-84117 to 42-84162 (46) 

Subtotal: 500 

NA-99 P-51A Mustang, F-6B Mustang and Mustang Mark II 

99-22106, P-51A-1-NA, 43-6003 to 43-6102 (100) 

99-22205 to 99-22414, P-51A-5-NA, 43-6103 to 43-6157 (55) 

99-22415, P-51A-10-NA, 43-615 to 843-6312 (155) 

Subtotal: 310 

NA-101 XP-51B Mustang (see NA-91) 

91-12013, XP-51B-NA, 41-37352, formerly FD450 (1) 

91-12082, XP-51B-NA, 41-37421, formerly FD519 (1) 

Subtotal: 2 

NA-102 P-51B Mustang, F-6C Mustang and Mustang Mark III 

102-24541 to 102-24549, P-51B-1-NA, 43-12093 to 43-12101 (9) 

102-24550, XP-51D, 43-12102, tenth production P-51B-1-NA (not counted as P-51B-1-NA) 

102-24551 to 102-24940, P-51B-1-NA, 43-12103 to 43-12492 (390) 

Subtotal: 399 

NA-102 XP-51D Mustang 

102-24550, XP-51D-NA, 43-12102, created from the tenth P-51B-1-NA (1) 

Subtotal: 1 

NA-103 P-51C Mustang, F-6C Mustang and Mustang Mark III 

103-22416 to 103-22765, P-51C-1-NT, 42-102979 to 42-103328 (350) 

103-22766 to 103-23215, P-51C-5-NT, 42-103329 to 42-103778 (450) 

22816 to 25932 skipped 

103-25933 to 103-26132, P-51C-10-NT, 42-103779 to 42-103978 (200) 

103-26133 to 103-26482, P-51C-10-NT, 43-24902 to 43-25251 (350) 

Subtotal: 1,350 

NA-104, P-51B Mustang, F-6C Mustang and Mustang Mark III 

104-22816 to 104-23305, P-51B-5-NA, 43-6313 to 43-6802 (490) 

104-24431 to 104-24540-, P-51B-5-NA, 43-6803 to 43-6912 (110) 

104-24941 to 104-25140, P-51B-5-NA, 43-6913 to 43-7112 (200) 

104-25231 to 104-25340, P-51B-10-NA, 42-106429 to 42-106538 (110) 

25341 and 25342 skipped and assigned to NA-106 programme 

104-25343 to 104-25540, P-51B-10-NA, 42-106541 to 42-106738 (198) 

104-25531 to 104-25340, P-51B-15-NA, 42-106739 to 42-106978 (240) 

104-25141 to 104-25230, P-51B-10-NA, 43-7113 to 43-7202 (90) 

104-25781 to 104-25930, P-51B-15-NA, 43-24752 to 43-24901 (150) 

Subtotal: 1,588 

NA-105 XP-51F, NA-105A XP-51G and NA-105B XP-51J 

105-26883 to 105-26885, XP-51F-NA, 43-43332 to 43-43334; 43-43334 to RAF as FR409 (3) 

105-25931 and 105-25932, XP-51G-NA, 43-43335 to 43-43336; 43-43336 to RAF as FR410 (2) 

105-47446 and 105-47447, XP-51J-NA, 44-76027 to 44-76028 (2) 

Subtotal: 7 

NA-106 P-51D Mustang 

106-25341, P-51D-1-NA, 42-106539; created from 111th production NA-104 P-51B-10-NA (1) 

106-25342, P-51D-1-NA, 42-106540; created from 112th production NA-104 P-51B-10-NA (1) 

Subtotal: 2 


Cancelled (950 P-51C-NA airplanes built under NA-103) 

Subtotal: 0 

NA-109 P-51D, Mustang Mark IV 

109-26886 to 109-26925, P-51D-5-NA, 44-13253 to 44-13292 (39) 

109-26926, P-51D-5-NA/Mustang Mark IV, 44-13293, to RAAF from RAF as A68-1001 – pattern aircraft for CAC assembled CA-17 Mustang Mark 20 airplanes (1) 

109-26927 to 109-27685, P-51D-5-NA, 44-13294 to 44-14052 (758) 

27886 to 35535 skipped 

109-27686 to 109-28485, P-51D-10-NA, 44-14053 to 44-14852 (800) 

109-28486 to 109-28885, P-51D-15-NA, 44-14853 to 44-15252 (400) 

109-35536 to 109-36035, P-51D-15-NA, 44-15253 to 44-15752 (500) 

Subtotal: 2,498 

NA-110 P-51D Mustang, CA-17 Mustang Mark 20 

110-34386 to 110-34485, P-51D-1-NA (100) 

(No USAAF serial numbers assigned to these airplanes; shipped unassembled to Australia for use by the Royal Australian Air Force; RAAF serial numbers A68-1 to A68-80; 20 unbuilt and for spares.) 

Subtotal: 100 

NA-111, P-51C, P-51D, F-6D, P-51K, F-6K Mustang; Mustang Mark III, Mustang Mark IV and Mustang Mark IVA 

111-28886 to 111-28915, P-51C-10-NT, 44-10753 to 44-10782 (30) 

111-28916 to 111-28950, P-51C-11-NT, 44-10783 to 44-10817 (35) 

111-28951 to 111-29285, P-51C-10-NT, 44-10818 to 44-10852 (35) 

111-29286 to 111-29291, P-51C-11-NT, 44-10853 to 44-10858 (6) 

111-29292 to 111-29468, P-51C-10-NT, 44-10859 to 44-11035 (177) 

111-29469 to 111-29555, P-51C-11-NT, 44-11036 to 44-11122 (87) 

111-29556 to 111-29585, P-51C-10-NT, 44-11123 to 44-11152 (30) 

111-29286 to 111-29485, P-51D-5-NT, 44-11153 to 44-11352 (200) 

111-29486 to 111-29685, P-51K-1-NT, 44-11353 to 44-11552 (200) 

111-29686, P-51K-5-NT, 44-11553 (1) 

111-29687, F-6K-5-NT, 44-11554 (1) 

111-29688 to 111-30029, P-51K-5-NT, 44-11555 to 44-11896 (342) 

111-30030 to 111-30085, F-6K-5-NT, 44-11897 to 44-11952 (56) 

111-30086 to 111-30125, P-51K-10-NT, 44-11953 to 44-11992 (40) 

111-30126 to 111-30141, F-6K-10-NT, 44-11993 to 44-12008 (16) 

111-30142 to 111-30348, P-51K-10-NT, 44-12009 to 44-12215 (207) 

111-30349 to 111-30370, F-6K-10-NT, 44-12216 to 44-12237 (22) 

111-30371 to 111-30591, P-51K-10-NT, 44-12238 to 44-12458 (221) 

111-30592 to 111-30604, F-6K-10-NT, 44-12459 to 44-12471 (13) 

111-30605 to 111-30655, P-51K-10-NT, 44-12472 to 44-12522 (51) 

111-30656 to 111-30667, F-6K-10-NT, 44-12523 to 44-12534 (12) 

111-30668 to 111-30685, P-51K-10-NT, 44-12535 to 44-12552 (18) 

111-30686 to 111-30885, P-51K-15-NT, 44-12553 to 44-12752 (200) 

111-30886 to 111-30942, P-51K-15-NT, 44-12753 to 44-12809 (57) 

111-30943 to 111-30985, F-6K-15-NT, 44-12810 to 44-12852 (43) 

111-36136 to 111-36302, P-51D-20-NT, 44-12853 to 44-13019 (167) 

111-36303 to 111-36322, F-6D-20-NT, 44-13020 to 44-13039 (20) 

111-36323 to 111-36413, P-51D-20-NT, 44-13040 to 44-13130 (91) 

111-36414 to 111-36423, F-6D-20-NT, 44-13131 to 44-13140 (10) 

111-36424 to 111-36463, P-51D-20-NT, 44-13141 to 44-13180 (40) 

111-36464, F-6D-20-NT, 44-13181 (1) 

111-36465 to 111-36535, P-51D-20-NT, 44-13182 to 44-13252 (71) 

Subtotal: 2,500 

NA-112 P-51D 

Cancelled (2,000 P-51D transferred under NA-109) 

Subtotal: 0 

NA-117 P-51H 

Cancelled (2,500 P-51H-NA airplanes transferred to NA-126) 

Subtotal: 0 

NA-122 P-51D Mustang, Mustang Mark IV 

122-30886 to 122-31885, P-51D-20-NA, 44-63160 to 64159 (1,000) 

122-31886 to 122-31985, P-51D-20-NA, 44-72027 to 44-72626 (600) 

122-38586 to 122-40085, P-51D-25-NA, 44-72627 to 44-74226 (1,600) 

122-40167 to 122-41566, P-51D-30-NA, 44-74227 to 44-75026 (800) 

Subtotal: 4,000 

NA-124 P-51D, TP-51D, F-6D Mustang and Mustang Mark IV 

124-44246 to 124-44364, P-51D-25-NT, 44-84390 to 44-84508 (119) 

124-44365 to 124-44396, F-6D-25-NT, 44-84509 to 44-84540 (32) 

124-44397 to 124-44421, P-51D-25-NT, 44-84541 to 44-84565 (25) 

124-44422, F-6D-25-NT, 44-84566 (1) 

124-44423 to 124-44465, P-51D-25-NT, 44-84567 to 44-84609 (43) 

124-44466 to 124-44467, TP-51D-25-NT, 44-84610 to 44-84611 (2) 

124-44468 to 124-44628, P-51D-25-NT, 44-84612 to 44-84772 (161) 

124-44629 to 124-44644, F-6D-25-NT, 44-84773 to 44-84788 (16) 

124-44645 to 124-44690, P-51D-25-NT, 44-84789 to 44-84834 (46) 

124-44691 to 124-44711, F-6D-25-NT, 44-84835 to 44-84855 (21) 

124-44712 to 124-44845, P-51D-25-NT, 44-84856 to 44-84989 (134) 

44846 to 48095 skipped 

124-48096 to 124-48195, P-51D-25-NT, 45-11343 to 45-11442 (100) 

124-48196 to 124-48203, TP-51D-25-NT, 45-11443 to 45-11450 (8) 

124-48204 to 124-48295, P-51D-25-NT, 45-11451 to 45-11542 (92) 

124-48296 to 124-48407, P-51D-30-NT, 45-11543 to 45-11654 (112) 

124-48408 to 124-48442, F-6D-30-NT, 45-11655 to 45-11689 (35) 

124-48443 to 124-48495, P-51D-30-NT, 45-11690 to 45-11742 (53) 

Subtotal: 1,000 

NA-124 P-51M Mustang 

124-48496, P-51M-1-NT, 45-11743 (1) 

124-48497 to 124-xxxxx, 45-11744 to 45-12742 (0) 

Cancelled (contract for 999 additional P-51M-NTs terminated) 

Subtotal: 1 

NA-126 P-51H Mustang 

126-37586 to 126-37605, P-51H-1-NA, 44-64160 to 44-64179 (20) 

126-37606, P-51H-5-NA, 44-64180 (1) 

126-37607, P-51H-5-NA, 44-64181, to RAF as KN987 (1) 

126-37608 to 126-37885, 44-64182 to 44-64459 (277) 

126-37886 to 126-38140, P-51H-10-NA, 44-64460 to 44-64714 (255) 

(126-38141 to 126-38585, P-51H-NA, 44-64715 to 44-65159 – 445 were cancelled.) 

Subtotal: 554 

NA-127 P-51D Mustang 

127-xxxxx to 127-xxxxx, P-51D-NA 

Cancelled (1,400 P-51Ds transferred to NA-126) 

Subtotal: 0 

NA-129 P-51L Mustang 

129-xxxxx to 129-xxxxx, P-51L-NT, 44-91104 to 44-92003 

Cancelled (contract for 1,000 P-51L-NTs terminated) 

Subtotal: 0 

NA-133 P-51H 

Proposal only for USN aircraft carrier-based fighter 

Subtotal: 0 


Cancelled (Post-war cancellation of contract for 629 P-51D-NCs to have been built in Kansas City, Kansas) 

Subtotal: 0 


Cancelled (Post-war cancellation of contract for 2,500 P-51Hs to have been built in Inglewood) 

Subtotal: 0 

Grand total: 15,586

Twin Mustang Production for USAAF/USAF

NAA Factory Serial Numbers, USAAF/USAF Serial Numbers, Designation 

NA-120 (4) 

120-43742 and 120-43745, 44-83886 and 44-83887, XP-82-NA (2) 

120-43744 and 120-43745, 44-83888 and 44-83889, XP-82A-NA (2); cancelled but reordered later and re-designated XP-82A-NA 

NA-123 (20) 

123-43746 to 123-43754, 44-65160 to 44-65168, P-82B-NA (9) 

123-43755, 44-65169, P-82C-NA (1) 

123-43756, 44-65170, P-82D-NA (1) 

123-43757 to 123-43765, 44-65171 to 44-65179, P-82B-NA (9) 

NA-144 (100) 

144-38141 to 144-38240, 46-255 to 46-354, P-82E-NA (100) 

NA-149 (91) 

149-38291 to 149-38381, 46-405 to 46-495, P-82F-NA (91) 

NA-150 (59) 

150-38241 to 150-38269, 46-355 to 46-383, P-82G-NA (29) 

150-38270 to 150-38274, 46-384 to 46-388, P-82H-NA (5); modified P-82G-NA airplanes 

150-38275 to 150-38290, 46-389 to 46-404, P-82G-NA (16) 

150-38382 to 150-38390, 46-496 to 46-504, P-82H-NA (9); modified P-82G-NA airplanes 

Grand total: 274 

Chronological Order of Mustang and Twin Mustang First Flights 

Date, NA number, Designation, Serial Number, Pilot, Location, Comment 

10/26/40, NA-73X, NX-19998, (Vance Breese) – Mines Field, Inglewood, California; last flight 07/15/41 (45 total flights, 40 hours total time) 

04/23/41, NA-73, Mustang Mark I, AG345, (Louis S. Wait) – Mines Field, Inglewood, California 

05/20/41, NA-73, XP-51-NA, 41-038, (Robert C. Chilton) – Mines Field, Inglewood, California 

02/13/42, NA-83, Mustang Mark I, AL958, (Bob Chilton) – Mines Field, Inglewood, California 

05/30/42, NA-91, P-51-1-NA/Mustang Mark IA, 41-37320/FD418, (Bob Chilton) – Mines Field, Inglewood, California 

09/27/42, NA-97, A-36A-1-NA, 42-83663, (Bob Chilton) – Mines Field, Inglewood, California 

10/13/42, NA-83, Mustang Mark X, AL975, (R. T. Shepherd) – Boscombe Down, Great Britain 

11/13/42, NA-83, Mustang Mark X, AL963, – Boscombe Down, Great Britain 

11/30/42, NA-101, XP-51B-NA, 41-37352, (Bob Chilton) – Mines Field, Inglewood, California 

12/13/42, NA-83, Mustang Mark X, AM121, – Boscombe Down, Great Britain 

01/21/43, NA-83, Mustang Mark X, AM203, – Boscombe Down, Great Britain 

02/03/43, NA-99, P-51A-1-NA/Mustang Mark II, 43-6003, (Bob Chilton) – Mines Field, Inglewood, California 

02/07/43, NA-83, Mustang Mark X, AM208, – Boscombe Down, Great Britain 

02/27/43, NA-102, XP-51D-NA, 42-12102, (Bob Chilton) – Mines Field, Inglewood, California 

05/05/43, NA-102, P-51B-1-NA, 43-12093, (Bob Chilton) – Mines Field, Inglewood, California 

08/05/43, NA-103, P-51C-1-NT, 42-102979, (unknown), Hensley Field – Dallas, Texas 

11/17/43, NA-106, P-51D-1-NA, 43-106539, (Bob Chilton) – Mines Field, Inglewood, California 

02/14/44, NA-105, XP-51F-NA, 43-43332, (Bob Chilton) – Mines Field, Inglewood, California 

4//44 approximate, NA-105, Mustang Mark V, 43-43334/FX409, (unknown) – Boscombe Down, Great Britain; third XP-51F 

11//44 approximate, NA-111, P-51D-NT, (unknown) – Hensley Field – Dallas, Texas 

12//44 approximate, NA-111, P-51K-NT, (unknown) – Hensley Field – Dallas, Texas 

08/09/44, NA-105A, XP-51G-NA (Bob Chilton) – Mines Field, Inglewood, California 

04/23/44, NA-105B, XP-51J-NA (Joe Barton) – Mines Field, Inglewood, California 

02/03/45, NA-126, P-51H-1-NA, 44-64160, (Bob Chilton) – Mines Field, Inglewood, California 

04/23/45, NA-109, P-51D-5-NA/Mustang Mark IV, 44-13293/A68-1001, (unknown); pattern airplane for CAC-assembled NA-110 CA-17 Mark 20 airplanes A68-1 to A68-80 for RAAF 

06/23/45, NA-120, XP-82-NA, 44-83886, (Joseph F. Barton) – Mines Field, Inglewood, California 

08//45 approximate, NA-124, P-51M-1-NT, (unknown) – Hensley Field – Dallas, Texas 

10/31/45, NA-123, P-82B-NA, 44-65160, (Joe Barton) – Mines Field, Inglewood, California 

03/27/46, NA-123, P-82C-NA, 44-65169, (Joe Barton) – Mines Field, Inglewood, California; from 10th P-82B 

03/29/46, NA-123, P-82D-NA, 44-64170, (Joe Barton) – Mines Field, Inglewood, California; from 11th P-82B 

05//46 approximate, NA-110, CA-17 Mustang Mark 20, A68-1, (unknown) – Australia; first of 80 CAC-assembled P-51D-1-NA airplanes 

02/17/47, NA-144, P-82E-NA, 46-255, (unknown) – Mines Field, Inglewood, California 

12/08/47, NA-150, P-82G-NA, 46-355, (unknown) – Vultee Field, Downey, California 

03/11/48, NA-149, P-82F-NA, 46-405, (unknown) – Vultee Field, Downey, California 

02/15/49, NA-150, F-82H-NA, 46-384, (unknown) – Vultee Field, Downey, California

Mustang and Twin Mustang Charge Numbers and Original Dates

Charge Numbers, Original Dates 

NA-73X, 04/24/40 

NA-73, 05/29/40, Mustang Mark I 

NA-73, 05/29/40, XP-51 

NA-83, 09/24/40, Mustang Mark I 

NA-91, 07/07/41, P-51, F-6A and Mustang Mark IA 

NA-97, 04/16/42, A-36A and Mustang Mark I (Dive Bomber) 

NA-99, 06/23/42, P-51A, F-6B and Mustang Mark II 

NA-101, 07/25/42, XP-51B 

NA-102, 08/26/42, P-51B-1-NA, F-6C and Mustang Mark III 

NA-103, 10/08/42, P-51B-1-NA, P-51B-5-NA, P-51B-10-NA, F-6C and Mustang Mark III 

NA-104, 10/20/42, P-51B-5-NA, P-51B-10-NA and P-51B-15-NA, F-6C and Mustang Mark III 

NA-105, 01/02/43, XP-51F, XP-51G and XP-51J 

NA-106, 12/27/43, P-51D-1-NA 

NA-107, 04/12/43, 950 cancelled P-51C-NT airplanes that were built under NA-103 instead 

NA-109, 4/13/43, P-51D-5-NA, P-51D-10-NA and P-51D-15-NA, Mustang Mark IV 

NA-110, 4/23/43, P-51D-1-NA, 100 airplanes shipped unassembled to Australia 

NA-111, 5/23/43, P-51C-10-NT, P-51D-5-NT, P-51K-NT and P-51D-20-NT, F-6C, Mustang Mark IV and IVA 

NA-112, 5/7/43, 2,000 cancelled P-51D airplanes that were built under NA-109 instead 

NA-117, 8/10/43, 2,500 cancelled P-51H airplanes, 555 transferred to NA-126 

NA-120, 1/7/44, XP-82 and XP-82A 

NA-122, 3/11/44, P-51D-NA and Mustang Mark IV 

NA-123, 3/8/44, P-82B, P-82C and P-82D 

NA-124, 4/14/44, P-51D-NT, TP-51D-NT, F-6D-NT and Mustang Mark IV 

NA-124, 4/14/44, P-51M (programme cancelled after one airplane was built) 

NA-126, 4/26/44, P-51H (2,500 ordered, 1,945 cancelled, 555 built) 

NA-127, 8/22/44, 1,400 P-51D airplanes cancelled and transferred to NA-126 

NA-129, 7/24/44, P-51L – programme cancelled 

NA-133, 9/15/44, P-51H for US Navy (proposal only) 

NA-138, 1/26/45, cancelled post-war contract for 629 P-51D-NT airplanes 

NA-139, 1/26/45, 2,500 cancelled P-51H-NA airplanes 

NA-144, 12/12/45, P-82E 

NA-149, 9/27/46, P-82F 

NA-150, 10/9/46, P-82G and P-82H 

Mustang and Twin Mustang Contract Information in Chronological Order 

Date, Contract Number, NA-Number, Comment 

04/24/40, none assigned, one prototype NA-73X airplane for NAA, USAAC and RAF flight test evaluations 

05/29/40, A-250, NA-73, 320 Mustang Mark I airplanes for RAF 

05/29/40, AC-15471, NA-73, two XP-51 airplanes for USAAC 

09/24/40, A-1493, NA-83, 300 additional Mustang Mark I airplanes for RAF 

07/07/41, DA-140, NA-91, 150 P-51 airplanes to USAAF for RAF as Mustang Mark IA airplanes; 2 modified to XP-51B airplanes (41-37352 and 41-37421) 

04/16/42, AC-27396, NA-97, 500 A-36A airplanes for USAAF; one to RAF as A-36A 

06/23/42, AC-30479, NA-99, 310 P-51A airplanes for USAAF, Mustang Mark II airplanes for RAF 

07/25/42, AC-32073, NA-101, 2 XP-51B airplanes for USAAF 

08/26/42, AC-33923, NA-102, 400 P-51B-1-NA airplanes for USAAF, Mustang Mark III airplanes for RAF; 43-12102 modified to prototype P-51D 

10/8/42, AC-33940, NA-103, 1,350 P-51C-1-NT, P-51C-5-NT and P-51C-10-NT airplanes for USAAF, Mustang Mark III airplanes for RAF 

10/20/42, AC-30479, NA-104, 1,588 P-51B-5-NA, P-51B-10-NA and P-51B-15-NA airplanes for USAAF, Mustang Mark III airplanes for RAF; 2 modified to service test P-51D airplanes (42-106539 and 42-106540) 

01/02/43, AC-37857, NA-105, NA-105A and NA-105B, 3 XP-51F, 2 XP-51G and 2 XP-51J airplanes for USAAF; 1 XP-51F and 1 XP-51G to RAF 

12/27/43, AC-30479, NA-106, 2 service test P-51D-1-NA airplanes for USAAF; created from 2 P-51B-NA airplanes (42-106539 and 42-106540) 

04/12/43, NA-107, cancelled contract for 950 P-51C airplanes transferred to contract AC-33940 (NA-103) 

04/13/43, AC-40064, NA-109, 2,500 P-51D-5-NA, P-51D-10-NA and P-51D-15-NA airplanes for USAAF, Mustang Mark IV airplanes for RAF 

04/23/43, AC-389, NA-110, 100 P-51D-1-NA airplanes for RAAF; airplanes shipped unassembled to Australia 

05/03/43, AC-40063, NA-111, 400 P-51C-10-NT, 200 P-51D-5-NT, 1,500 P-51K-NT/F-6K-NT and 400 P-51D-20-NT airplanes for USAAF, Mustang Mark III, Mark IV and Mark IVA (P-51K) airplanes for RAF 

05/07/43, NA-112, 2,000 P-51D-NA airplanes cancelled and transferred to contract AC-40064 (NA-109) 

08/10/43, NA-117, 2,500 P-51H-NA airplanes cancelled and transferred to contract AC-1752 (NA-126) 

01/07/44, AC-2029, NA-120, 2 XP-82 airplanes for USAAF 

03/11/44, AC-2378, NA-122, 4,000 P-51D-NA airplanes for USAAF, Mustang Mark IV airplanes for RAF 

03/08/44, AC-2384, NA-123, 18 P-82B-NA, 1 P-82C-NA and 1 P-82C-NA airplanes for USAAF 

04/14/44, AC-2400, NA-124, 990 P-51D-NT and F-6D-NT airplanes for USAAF, Mustang Mark IV airplanes for RAF, 10 TP-51D airplanes for USAAF; 1 P-51M-1-NT airplane for USAAF (45-11743) 

04/26/44, AC-1752, NA-126, 555 P-51H-1-NA, P-51H-5-NA and P-51H-10-NA airplanes for USAAF 

08/22/44, AC-3449, NA-127, 1,400 P-51D-NA airplanes cancelled and transferred to NA-126 

Unknown, unknown, NA-129, cancelled P-51L-NT programme 

Unknown, unknown, NA-133, cancelled P-51H proposal for US Navy 

01/26/45, AC-8387, NA-138, post-war cancellation of contract for 629 P-51D-NT airplanes for USAAF 

01/26/45, AC-8389, NA-139, post-war cancellation of contract for 2,500 P-51H-NA airplanes for USAAF 

12/12/45, AC-13950, NA-144, 100 P-82E-NA airplanes for USAAF 

09/27/46, AC-13950, NA-149, 91 P-82F-NA airplanes for USAAF 

10/9/46, AC-13950, NA-150, 45 P-82G-NA and 14 P-82H-NA airplanes for USAAF 

F-6A, F-6B, F-6C, F-6D and F-6K Mustang Modification Centre and in-the-Factory Production 

F-6A-1-NA, 1, 41-37324, from P-51-NA programme; prototype F-6 (originally designated P-51-1-NA) 

F-6A-2-NA, 54, from NA-91 P-51-NA programme (originally designated P-51-2-NA) 

F-6B-NA, 35, from P-51A-NA programme 

F-6C-NA, 71, from P-51B-10-NA programme 

F-6C-NT, 20, from P-51C-10-NT programme 

F-6D-20-NT, 20, 44-13020 to 44-13039 

F-6D-20-NT, 10, 44-13131 to 44-13140 

F-6D-20-NT, 1, 44-13181 

F-6D-25-NT, 32, 44-84509 to 44-84540 

F-6D-25-NT, 1, 44-84566 

F-6D-25-NT, 16, 44-84773 to 44-84788 

F-6D-25-NT, 21, 44-84835 to 44-84855 

F-6D-30-NT, 35, 45-11655 to 45-11689; from NA-124 P-51D-NT programme 

F-6K-5-NT, 1, 44-11554 

F-6K-5-NT, 56, 44-11897 to 44-11952 

F-6K-10-NT, 16, 44-11993 to 44-12008 

F-6K-10-NT, 22, 44-12216 to 44-12237 

F-6K-10-NT, 13, 44-12459 to 44-12471 

F-6K-10-NT, 12, 44-12523 to 44-12534 

F-6K-15-NT, 43, 44-12810 to 44-12852

TP-51D Production


TP-51D-25-NT, 2, 44-84610 and 44-84611; factory built from NA-124 P-51D-25-NT assembly line 

TP-51D-25-NT, 2, 45-11443 to 45-11450; factory built from NA-124 P-51D-25-NT assembly line

Production Breakdown for RAF NA-73, NA-83, NA-91 and NA-99 Airplanes

RAF Serial Number, Dates, Amount, Type 

AG345 to AG664, 11/41 to 04/42, 299, Mk.I 

AL958 to AM257, 04/42 to 08/42, 200, Mk.I 

AP164 to AP262, 07/42 to 08/42, 100, Mk.I 

FD438 to FD449, 09/42 to 01/43, 92, Mk.IA 

FD470 to FD509, 02/43 to 05/43, 40, Mk.IA 

FR890 to FR939, 06/43 to 07/43, 50, Mk.II

Production Breakdown for USAAF A-36, F-6, P-51 Airplanes

In accordance with an official US Air Force document entitled Army Air Forces Statistical Digest, World War IITable 7, there were 15,300 factory-built Mustangs of all types: A-36s, F-6s and P-51s accepted by the USAAF between August 1941 and August 1945. These included 500 A-36 airplanes (142 in 1942 and 358 in 1943), 299 F-6 airplanes (seventy-four in 1944 and 225 in 1945) and 14,501 P-51 airplanes (138 in 1941, 634 in 1942, 1,710 in 1943, 6,908 in 1944 and 5,111 in 1945); thus, 15,300 of all types. This total includes the 100 unassembled P-51D-NA airplanes that were shipped to Australia to be assembled there by the Commonwealth Aircraft Corporation. No P-51s were built or accepted during the last three months of 1942 and the first two months of 1943 due to the priority production and acceptance of 500 A-36A airplanes. The totals below do not include the one-of-a-kind NA-73X or the 620 Mustang Mk. I airplanes built for the RAF under NA-73 (320 airplanes) and NA-83 (300 airplanes).

The totals below show the number of USAAF A-36, F-6 and P-51 airplanes built during their respective months and years of manufacture. USAAF Mustang production ran from August 1941 to August 1945. Production of 421 additional P-51H airplanes continued after August 1945 until 9 November 1945 when the last of 555 P-51H Mustangs came off the Inglewood production line. The single NA-73X, 320 NA-73 and 300 NA-83 airplanes are not counted in this total.

A-36A Mustang 

31 in 10/42, 10 in 11/42, and 101 in 12/42 

180 in 01/43, 158 in 02/43, and 20 in 03/43

F-6D and F-6K Mustang 

56 in 11/44, and 18 in 12/44 

35 in 01/45, 17 in 02/45, 44 in 03/45, 24 in 04/45, 33 in 05/45, 37 in 06/35, 33 in 07/45, and 2 in 08/45 

P-51, P-51A, XP-51B, P-51C, XP-51D, P-51D, TP-51D, XP-51F, XP-51G, P-51H, XP-51J, P-51K and P-51M Mustang 

2 in 08/41, 6 in 09/41, 25 in 10/41, 37 in 11/41 and 68 in 12/41 

84 in 01/42, 84 in 02/42, 52 in 03/42, 86 in 04/42, 84 in 05/42, 84 in 06/42, 76 in 07/42, 24 in 08/42, 60 in 09/42, 0 in 10/42, 0 in 11/42 and 0 in 12/42 

0 in 01/43, 0 in 02/43, 70 in 03/43, 121 in 04/43, 121 in 05/43, 20 in 06/43, 91 in 07/43, 175 in 08/43, 201 in 09/43, 284 in 10/43, 295 in 11/43 and 332 in 12/43 

370 in 01/44, 380 in 02/44, 482 in 03/44, 407 in 04/44, 580 in 05/44, 581 in 06/44, 569 in 07/44, 700 in 08/44, 665 in 09/44, 763 in 10/44, 709 in 11/44 and 702 in 12/44 

822 in 01/45 (the most in one month), 704 in 02/45, 759 in 03/45, 670 in 04/45, 677 in 05/45, 701 in 06/45, 570 in 07/45 and 208 in 08/45

US Navy Mustangs

P-51-NA, 1, 41-37426, assigned US Navy Bureau Number 57987 

P-51D-5-NA, 1, 44-14017, re-designated ETF-51D for participation in Project Seahorse 

P-51H-5-NA, 1, 44-64192, assigned USN BuAer No. 09064 

P-51H-5-NA, 1, 44-64420 

P-51H-10-NA, 1, 44-64700

Official North American Aviation and US Air Force Contract Data for A-36, F-6, P-51 and TP-51 Production

(The first, second, fourth and fifth dates are North American Aviation, Inc. original programme start dates – not official contract acceptance/signing dates. Also, this list is not in chronological order: it is in order of USAAF serial numbers.) 


A, Air Ministry 

AC, Air Corps 

DA, Department of Army 

NA, North American, Inglewood, California 

NAA, North American Aviation 

NT, North American, Dallas, Texas 

NA Charge Number, Designation-Block Number-Factory, Number Built, Contract Number, NAA Original Date/Date of War Department Contract Approval, USAAF Serial Number(s), RAF Serial Number(s) 

NA-73X, 1, 4/24/40, (civil registration number NX-19998; NAA serial number 73-3097) 

NA-73, Mustang Mark I, 320, A-250, 5/29/40, AG345 to AG664 (NAA serial numbers 73-3098 to 73-3100; 73-3102 to 73-3106; 73-3108 to 73-3416; 73-4767 to 73-4768; 73-7812) 

NA-73, XP-51-NA, 2, AC 15471, 9/30/40, 41-038 and 41-039; fourth and tenth production NA-73 airplanes (NAA serial numbers 73-3101 and 73-3107) 

NA-83, Mustang Mark I, 300, A-1493, 9/24/40, AL958 to AL999; AM100 to AM257; AP164 to AP263 (NAA serial numbers 83-4769 to 83-5068) 

NA-91, P-51-NA, 32, DA 140, 9/25/41, 41-37320 to 41-37351, FD418 to FD449 

NA-101, XP-51B-NA, 1, DA 140, 9/25/41, 41-37352 (FD450) 

NA-91, P-51-NA, 68, DA 140, 9/25/41, 41-37353 to 41-37420, FD451 to FD518 

NA-101, XP-51B-NA, 1, DA 140, 9/25/41, 41-37421 (FD519) 

NA-91, P-51-NA, 48, DA-140, 9/25/41, 41-37422 to 41-37469, FD520 to FD567 

NA-97, A-36A-1-NA, AC 27396, 8/7/42, 42-83663 to 42-84162; 42-83685 to RAF as EW998 

NA-103, P-51C-1-NT, 350, AC 33940, 12/28/42, 42-102979 to 42-103328 

NA-103, P-51C-5-NT, 450, AC 33940, 12/28/42, 42-103329 to 42-103778 

NA-103, P-51C-10-NT, 200, AC 33940, 12/28/42, 42-103779 to 42-103978 

NA-104, P-51B-10-NA, 110, AC 30479, 1/5/43, 42-106429 to 42-106538 

NA-106, P-51D-1-NA, 2, AC 30479, 1/5/43, 42-106539 and 42-106540 

NA-104, P-51B-10-NA, 198, AC 30479, 1/5/43, 42-106541 to 42-106738 

NA-104, P-51B-15-NA, 240, AC 30479, 1/5/43, 42-106739 to 42-106978 

NA-99, P-51A-1-NA, 100, AC 30479, 8/24/42, 43-6003 to 43-6102 

NA-99, P-51A-5-NA, 55, AC 30479, 8/24/42, 43-6103 to 43-6157 

NA-99, P-51A-10-NA, 155, AC 30479, 8/24/42, 43-6158 to 43-6312 

NA-104, P-51B-5-NA, 800, AC 30479, 8/24/42, 43-6313 to 43-7112 

NA-104, P-51B-10-NA, 90, AC 30479, 8/24/42, 43-7113 to 43-7202 

NA-102, P-51B-1-NA, 400, AC 33923, 12/28/42, 43-12093 to 43-12492; 43-12102 was used to test full-blown bubble canopy and is often referred to as the XP-51D 

NA-104, P-51B-15-NA, 150, AC 30479, 2/11/43, 43-24752 to 43-24901 

NA-103, P-51C-10-NT, 350, AC 33940, 2/11/43, 43-24902 to 43-25251 

NA-105, XP-51F-NA, 3, AC 37857, 7/20/43, 43-43332 to 43-43334 

NA-105A, XP-51G-NA, 2, AC 37857, 7/20/43, 43-43335 and 43-43336 

NA-111, P-51C-10-NT, 30, AC 40063, 7/21/43, 44-10753 to 44-10782 

NA-111, P-51C-11-NT, 35, AC 40063, 7/21/43, 44-10783 to 44-10817 

NA-111, P-51C-10-NT, 35, AC 40063, 7/21/43, 44-10818 to 44-10852 

NA-111, P-51C-11-NT, 6, AC 40063, 7/21/43, 44-10853 to 44-10858 

NA-111, P-51C-10-NT, 177, AC 40063, 7/21/43, 44-10859 to 44-11035 

NA-111, P-51C-11-NT, 87, AC 40063, 7/21/43, 44-11036 to 44-11122 

NA-111, P-51C-10-NT, 30, AC 40063, 7/21/43, 44-11123 to 44-11152 

NA-111, P-51D-5-NT, 200, AC 40063, 7/21/43, 44-11153 to 44-11352 

NA-111, P-51K-1-NT, 200, AC 40063, 7/21/43, 44-11353 to 44-11552 

NA-111, P-51K-5-NT, 1, AC 40063, 7/21/43, 44-11553 

NA-111, F-6K-5-NT, 1, AC 40063, 7/21/43, 44-11554 

NA-111, P-51K-5-NT, 342, AC 40063, 7/21/43, 44-11555 to 44-11896 

NA-111, F-6K-5-NT, 56, AC 40063, 7/21/43, 44-11897 to 44-11952 

NA-111, P-51K-10-NT, 40, AC 40063, 7/21/43, 44-11953 to 44-11992 

NA-111, F-6K-10-NT, 16, AC 40063, 7/21/43, 44-11993 to 44-12008 

NA-111, P-51K-10-NT, 207, AC 40063, 7/21/43, 44-12009 to 44-12215 

NA-111, F-6K-10-NT, 22, AC 40063, 7/21/43, 44-12216 to 44-12237 

NA-111, P-51K-10-NT, 221, AC 40063, 7/21/43, 44-12238 to 44-12458 

NA-111, F-6K-10-NT, 13, AC 40063, 7/21/43, 44-12459 to 44-12471 

NA-111, P-51K-10-NT, 51, AC 40063, 7/21/43, 44-12472 to 44-12522 

NA-111, F-6K-10-NT, 12, AC 40063, 7/21/43, 44-12523 to 44-12534 

NA-111, P-51K-10-NT, 18, AC 40063, 7/21/43, 44-12535 to 44-12552 

NA-111, P-51K-15-NT, 200, AC 40063, 7/21/43, 44-12553 to 44-12752 

NA-111, P-51K-15-NT, 57, AC 40063, 11/5/43, 44-12753 to 44-12809 

NA-111, F-6K-15-NT, 43, AC 40063, 11/5/43, 44-12810 to 44-12852 

NA-111, P-51D-20-NT, 167, AC 40063, 11/5/43, 44-12853 to 44-13019 

NA-111, F-6D-20-NT, 20, AC 40063, 11/5/43, 44-13020 to 44-13039 

NA-111, P-51D-20-NT, 91, AC 40063, 11/5/43, 44-13040 to 44-13130 

NA-111, F-6D-20-NT, 10, AC 40063, 11/5/43, 44-13131 to 44-13140 

NA-111, P-51D-20-NT, 40, AC 40063, 11/5/43, 44-13141 to 44-13180 

NA-111, F-6D-20-NT, 1, AC 40063, 11/5/43, 44-13181 

NA-111, P-51D-20-NT, 71, AC 40063, 11/5/43, 44-13182 to 44-13252 

NA-109, P-51D-5-NA, 800, AC 40064, 7/21/43, 44-13253 to 44-14052 

NA-109, P-51D-10-NA, 800, AC 40064, 7/21/43, 44-14053 to 44-14852 

NA-109, P-51D-15-NA, 400, AC 40064, 7/21/43, 44-14853 to 44-15252 

NA-109, P-51D-15-NA, 500, AC 40064, 11/3/43, 44-15253 to 44-15752 

NA-122, P-51D-20-NA, 1000, AC 2378, 6/7/44, 44-63160 to 44-64159 

NA-126, P-51H-1-NA, 20, AC 1752, 6/30/44, 44-64160 to 44-64179 

NA-126, P-51H-5-NA, 280, AC 1752, 6/30/44, 44-64180 to 44-64459 

NA-126, P-51H-10-NA, 255, AC 1752, 6/30/44, 44-64460 to 44-64714 

NA-126, P-51H-NA, 0, AC 1752, 6/30/44, 44-64715 to 44-65159 (445 ordered – all cancelled) 

NA-122, P-51D-20-NA, 600, AC 2378, 6/7/44, 44-72027 to 44-72626 

NA-122, P-51D-25-NA, 1600, AC 2378, 6/7/44, 44-72627 to 44-74226 

NA-122, P-51D-30-NA, 800, AC 2378, 6/7/44, 44-74227 to 44-75026 

NA-105B, XP-51J, 2, AC 37857, 6/30/44, 44-76027 and 44-76028 

NA-124, P-51D-25-NT, 119, AC 2400, 6/30/44, 44-84390 to 44-84508 

NA-124, F-6D-25-NT, 32, AC 2400, 6/30/44, 44-84509 to 44-84540 

NA-124, P-51D-25-NT, 25, AC 2400, 6/30/44, 44-84541 to 44-84565 

NA-124, F-6D-25-NT, 1, AC 2400, 6/30/44, 44-84566 

NA-124, P-51D-25-NT, 43, AC 2400, 6/30/44, 44-84567 to 44-84609 

NA-124, TP-51D-25-NT, 2, AC 2400, 6/30/44, 44-84610 and 44-84611 

NA-124, P-51D-25-NT, 161, AC 2400, 6/30/44, 44-84612 to 44-84772 

NA-124, F-6D-25-NT, 16, AC 2400, 6/30/44, 44-84773 to 44-84788 

NA-124, P-51D-25-NT, 46, AC 2400, 6/30/44, 44-84789 to 44-84834 

NA-124, F-6D-25-NT, 21, AC 2400, 6/30/44, 44-84835 to 44-84855 

NA-124, P-51D-25-NT, 134, AC 2400, 6/30/44, 44-84856 to 44-84989 

NA-129, P-51L-NT, 0, AC 2400, unknown date, 44-91104 to 44-92003 (1,000 ordered – all cancelled) 

NA-124, P-51D-25-NT, 100, AC 2400, 9/21/44, 45-11343 to 45-11442 

NA-124, TP-51D-25-NT, 8, AC 2400, 9/21/44, 45-11443 to 45-11450 

NA-124, P-51D-25-NT, 92, AC 2400, 9/21/44, 45-11451 to 45-11542 

NA-124, P-51D-30-NT, 112, AC 2400, 9/21/44, 45-11543 to 45-11654 

NA-124, F-6D-30-NT, 35, AC 2400, 9/21/44, 45-11655 to 45-11689 

NA-124, P-51D-30-NT, 53, AC 2400, 9/21/44, 45-11690 to 45-11742 

NA-124, P-51M-1-NT, 1, AC 2400, 9/21/44, 45-11743 

NA-124, P-51M-NT, 0, AC 2400, 9/21/44, 45-11744 to 45-12742 (999 additional ordered – all cancelled) 

Grand total: 15,586 

Note: The foregoing details are taken from an official USAF document entitled Index of AF Serial Numbers Assigned to Aircraft 1958 and Prior dated April 1961 and was published by the US Government Printing Office. Other details such as North American Charge Numbers and original programme start dates are taken from NAA, Inc. Contract Record document dated 1 June 1954.

North American Aviation Factory Serial Numbers for RAF, RAAF Mustangs and USAAF P-51 Mustangs

Number Built, NA Charge Number, Designation, NAA Factory Serial Number(s) 

1, NA-73X, 73-3097 

320, NA-73, Mustang Mark I, 73-3098 to 73-3100; 73-3102 to 73-3106; 73-3108 to 73-3416; 73-4767 to 4768; 73-7812 

2, NA-73, XP-51, 73-3101 (4th production NA-73) and 73-3107 (10th production NA-73) 

300, NA-83, Mustang Mark I, 83-4769 to 83-5068 

148, NA-91, P-51, 91-11981 to 91-12130 

310, NA-99, P-51A, 99-22106 to 99-22415 

2, NA-101, XP-51B, 91-12013 (from NA-91 P-51 order) and 91-12082 (from NA-91 P-51 order) 

399, NA-102, P-51B, 102-24541 and 102-24940 

1, NA-102, XP-51D, 102-24550 (from NA-102 P-51B order) 

1350, NA-103, P-51C, 103-22416 to 103-22815; 103-25933 to 103-26882 

1588, NA-104, P-51B, 104-22816 to 104-23305; 104-24431 to 104-24540; 104-24941 to 104-25340; 104-25343 to 104-25930 

3, NA-105, XP-51F, 105-26883 to 105-26885 

2, NA-105A, XP-51G, 105-25931 and 105-25932 

2, NA-105B, XP-51J, 10547446 and 105-47447 

2, NA-106, P-51D, 106-25341 and 106-25342 

2500, NA-109, P-51D, 109-26886 to 109-28885; 109-35536 to 109-36035 

100, NA-110, P-51D, 110-34386 to 110-34485 (to Australia) 

400, NA-111, P-51C, 111-28886 to 111-29285 

200, NA-111, P-51D, 111-29286 to 111-29485 

1500, NA-111, P-51K, 111-29486 to 111-30885; 111-36036 to 111-36135 

400, NA-111, P-51D, 111-36136 to 111-36535 

4000, NA-122, P-51D, 122-30886 to 31885; 122-31886 to 122-31985; 122-38586 to 122-40085; 122-40167 to 122-41566 

1000, NA-124, P-51D, 124-44246 to 124-44845; 124-48096 to 124-48495 

1, NA-124, P-51M, 124-48496 

555, NA-126, P-51H, 126-37586 to 126-38140 

Total: 15,586 

Note: A number of Dallas-built P-51Ds and P-51Ks were factory-built as F-6Ds and F-6Ks and these are included within the total amount of aircraft shown above. 

NAA Charge Numbers for Mustang and Twin Mustang Production 

North American Aviation, Inc. had no aircraft model numbers per se but instead used Charge Numbers prefixed with NA to signify their official aircraft production programmes. However, NA numbers are often regarded to be the aircraft model numbers. 

NA Number, Designation 

NA-73X, none 

NA-73, Mustang Mark I for RAF 

NA-73, XP-51 for USAAC 

NA-83, Mustang Mark I for RAF 

NA-91, P-51 and F-6 for USAAF and Mustang Mark IA for RAF 

NA-97, A-36A for USAAF 

NA-99, P-51A and F-6B for USAAF and Mustang Mark II for RAF 

NA-101, XP-51B for USAAF 

NA-102, P-51B and F-6C for USAAF and Mustang Mark III for RAF 

NA-102, ‘XP-51D’ for USAAF 

NA-103, P-51C and F-6C for USAAF and Mustang Mark III for RAF 

NA-104, P-51B and F-6C for USAAF and Mustang Mark III for RAF 

NA-105, XP-51F, XP-51G and XP-51J for USAAF and Mustang Mark V for RAF (XP-51F and XP-51G only) 

NA-106, P-51D for USAAF 

NA-107, cancelled contract for 950 P-51C airplanes; built under NA-103 

NA-109, P-51D for USAAF and Mustang Mark IV for RAF 

NA-110, P-51D for RAAF as CA-17 Mustang Mark 20 

NA-111, P-51C and F-6C for USAAF and Mustang Mark III for RAF 

NA-111, P-51D for USAAF and Mustang Mark IV for RAF 

NA-111, P-51K for USAAF and Mustang Mark IVA for RAF 

NA-111, F-6K for USAAF 

NA-112, cancelled order for 2,000 P-51D airplanes; built under NA-109 

NA-117, cancelled order for 2,500 P-51H airplanes; transferred to NA-126 

NA-120, XP-82 and XP-82A for USAAF 

NA-122, P-51D for USAAF and Mustang Mark IV for RAF 

NA-123, P-82B, P-82C and P-82D for USAAF 

NA-124, P-51D for USAAF and Mustang Mark IV for RAF 

NA-124, TP-51D for USAAF 

NA-124, P-51M for USAAF 

NA-124, F-6D for USAAF 

NA-126, P-51H for USAAF 

NA-127, cancelled order for 1,400 P-51D airplanes; transferred to NA-126 

NA-129, P-51L for USAAF; programme cancelled 

NA-133, P-51H proposal to US Navy; not proceeded with 

NA-138, post-war cancellation for 629 P-51D-NC airplanes to be built in Kansas City, Kansas 

NA-139, post-war cancellation for 2,500 P-51H airplanes to be built in Inglewood, California 

NA-144, P-82E; proposed designation for Dallas-built P-51D airplanes but this designation was not used 

NA-149, P-82F for USAAF 

NA-150, P-82G and P-82H for USAAF

RAF Mustang Inventory

RAF Serial Number, RAF Designation 

AG345 to AG517 – Mustang Mk.I (NA-73) 

AG518 – Mustang Mk.X, one of six Mustang Mk.I airplanes assigned to the Mustang Mk.X programme but it was not used as such (NA-73) 

AG519 to AG364 – Mustang Mk.I (NA-73) 

AL958 to 962 – Mustang Mk.I (NA-83) 

AL963 – Mustang Mk.X (NA-83) 

AL964 to AL974 – Mustang Mk.I (NA-83) 

AL975/G – Mustang Mk.X (NA-83) 

AL976 to AL999 – Mustang Mk.I (NA-83) 

AM100 to AM257 – Mustang Mk.I (NA-83) 

AM121 – Mustang Mk.X (NA-83) 

AM203 – Mustang Mk.X (NA-83) 

AM208 – Mustang Mk.X (NA-83) 

AP164 to AP263 – Mustang Mk.I (NA-83) 

EW998 – Mustang Mk.I (Dive Bomber), A-36A-1-NA (NA-97) 

FB100 to FB124 – Mustang Mk.III, P-51B-5-NA (NA-104) 

FB125 to FB350 – Mustang Mk.III, P-51C-1-NT (NA-103) 

FB351 to FB399 – Mustang Mk.III, P-51C-5-NT (NA-103) 

FD418 to FD567 – Mustang Mk.IA, P-51-NA (NA-91) 

FR409 – Mustang Mk.V, XP-51F (NA-105) 

FR410 – Mustang Mk.V, XP-51G (NA-105A) 

FR411 – Mustang Mk.III, P-51B-5-NA (NA-104) 

FR890 to FR909 – Mustang Mk.II, P-51A-1-NA (NA-99) 

FR910 to FR914 – Mustang Mk.II, P-51A-5-NA (NA-99) 

FR915 to FR939 – Mustang Mk.II, P-51A-10-NA (NA-99) 

FX448 to FX922 – Mustang Mk.III, P-51B-1-NA (NA-102) 

FX923 to FX972 – Mustang Mk.III, P-51B-1-NA (NA-102) 

FX973 to FX999 – Mustang Mk.III, P-51B-5-NA (NA-104) 

FZ100 to FZ197 – Mustang Mk.III, P-51B-5-NA (NA-104) 

HB821 to HB889 – Mustang Mk.III, P-51C-5-NT (NA-103) 

HB890 to HB921 – Mustang Mk.III, P-51C-10-NT (NA-103) 

HB922 to HB961 – Mustang Mk.III, P-51C-10-NT (NA-103) 

HK944 to HK947 – Mustang Mk.I (Dive Bomber), A-36A-1-NA (NA-97) 

HK955 and HK956 – Mustang Mk.I (Dive Bomber), A-36A-1-NA (NA-97) 

KH421 to KH430 – Mustang Mk.III, P-51C-10-NT (NA-111) 

KH431 to KH640 – Mustang Mk.III, P-51C-10-NT (NA-111) 

KH641 to KH670 – Mustang Mk.IV, P-51D-5-NT (NA-111) 

KH671 to KH750 – Mustang Mk.IVA, P-51K-1-NT (NA-111) 

KH751 to KH870 – Mustang Mk.IVA, P-51K-5-NT (NA-111) 

KM100 to KM311 – Mustang Mk.IVA, P-51K-10-NT (NA-111) 

KM312 to KM492 – Mustang Mk.IVA, P-51K-15-NT (NA-111) 

KM493 to KM695 – Mustang Mk.IV, P-51D-20-NT (NA-111) 

KM696 to KM743 – Mustang Mk.IV, P-51D-25-NT (NA-124) 

KN987 – Mustang Mk.IV, P-51H-5-NA (NA-126) 

SR406 to SR411 – Mustang Mk.III, P-51B-1-NA (NA-102) 

SR412 – Mustang Mk.III, P-51B-5-NA (NA-104) 

SR413 and SR414 – Mustang Mk.III, P-51B-1-NA (NA-102) 

SR415 and SR416 – Mustang Mk.III, P-51B-5-NA (NA-104) 

SR417, SR418, SR419, SR420 and SR421 – Mustang Mk.III, P-51B-1-NA (NA-102) 

SR422, SR423 and SR424 – Mustang Mk.III, P-51B-10-NA (NA-104) 

SR425 – Mustang Mk.III, P-51B-5-NA (NA-104) 

SR426 – Mustang Mk.III, P-51B-10-NA (NA-104) 

SR427 – Mustang Mk.III, P-51B-5-NA (NA-104) 

SR428 – Mustang Mk.III, P-51B-10-NA (NA-104) 

SR429 – Mustang Mk.III, P-51B-5-NA (NA-102) 

SR430 – Mustang Mk.III, P-51B-10-NA (NA-104) 

SR431 – Mustang Mk.III, P-51B-5-NA (NA-104) 

SR432 – Mustang Mk.III, P-51B-1-NA (NA-102) 

SR433 and SR434 – Mustang Mk.III, P-51B-10-NA (NA-104) 

SR435 – Mustang Mk.III, P-51C-1-NT (NA-103) 

SR436 and SR437 – Mustang Mk.III, P-51B-10-NA (NA-104) 

SR438 – Mustang Mk.III, P-51B-5-NA (NA-104) 

SR439 – Mustang Mk.III, P-51B-1-NA (NA-102) 

SR440 – Mustang Mk.III, P-51B-10-NA (NA-104) 

TK586 – Mustang Mk.IV, P-51D-5-NA (NA-109, 44-13524) 

TK589 – Mustang Mk.IV, P-51D-5-NA (NA-109, 44-13332) 

Official Mustang Production Rates by Months 31 August 1941 – 31 August 1945 

Inglewood, California-built NA-73 Mustang Mark I, NA-83 Mustang Mark I, P-51/Mustang Mark IA, P-51A/Mustang Mark II, P-51B/Mustang Mark III, P-51D/Mustang Mark IV and A-36A deliveries to RAF, USAAC and USAAF by month and year 

NA-73X (1); not delivered 

08/41, NA-73 (1), AG345 

09/41, NA-73 (6), AG346 to AG351; 73-3101 to XP-51 (41-038) 

10/41, NA-73 (25), AG352 to AG377; 73-3107 to XP-51 (41-039) 

11/41, NA-73 (37), AG378 to AG414 

12/41, NA-73 (67), AG415 to AG481 

01/42, NA-73 (84), AG482 to AG565 

02/42, NA-73 (84), AG566 to AG664 

(NA-73 Mustang Mark I factory serial numbers 73-3098 to 73-3100; 73-3102 to 73-3106; 73-3108 to 73-3416; 73-4767 and 73-4768; 73-7812) 

03/42, NA-83 (52), AL958 to AL999 (41) and AM100 to AM110 (11) 

04/42, NA-83 (86), AM111 to AM197 (86) 

05/42, NA-83 (84), AM198 to AM257 (60) and AP164 to AP178 (14) 

06/42, NA-83 (78), AP179 to AP255 (78) 

07/42, NA-83 and P-51 (76), AP256 to AP263 (8) and 68 P-51s 

(NA-83 Mustang Mark I factory serial numbers 83-4769 to 83-5068) 

08/42, P-51 (22) 

09/42, P-51 (60) 

10/42, P-51 (0), A-36 (31) 

11/42, P-51 (0), A-36 (10) 

12/42, P-51 (0), A-36 (101) 

01/43, P-51 (0), A-36 (180) 

02/43, P-51 (0), A-36 (158) 

03/43, P-51 (70), A-26 (20) 

04/43, P-51 (121) 

05/43, P-51 (121) 

06/43, P-51 (20) 

07/43, P-51 (91) 

08/43, P-51 (170) 

09/43, P-51 (200) 

10/43, P-51 (251) 

11/43, P-51 (240) 

12/43, P-51 (249) 

01/44, P-51 (250) 

02/44, P-51 (252) 

03/44, P-51 (272) 

04/44, P-51 (202) 

05/44, P-51 (340) 

06/44, P-51 (328) 

07/44, P-51 (318) 

08/44, P-51 (470) 

09/44, P-51 (450) 

10/44, P-51 (501) 

11/44, P-51 (501) 

12/44, P-51 (480) 

01/45, P-51 (571) 

02/45, P-51 (481) 

03/45, P-51 (538) 

04/45, P-51 (420) 

05/45, P-51 (382) 

06/45, P-51 (438) 

07/45, P-51 (294) 

08/45, P-51 (149) 

NA-73 total: 320 

XP-51 total: 2 

NA-83 total: 300 

P-51 total: 148 

A-36 total: 500 

P-51A total: 310 

XP-51B total: 2 (modified from two P-51 airplanes 41-37352 and 41-37421) 

P-51B total: 1,987 

XP-51D total: 1 (modified from one P-51B airplane 43-12102) 

P-51D total: 6,308 

XP-51F total: 3 

XP-51G total: 2 

P-51H total: 555 

XP-51J total: 2 

Note: No P-51s were delivered during October, November and December 1942, January, February and March 1943 when only A-36s were built and delivered. 

Dallas, Texas-built P-51C, P-51D/Mustang Mark IV, P-51K/Mustang Mark IVA, P-51M, TP-51D, F-6D and F-6K deliveries to USAAF and RAF by month and year 

08/43, P-51 (5) 

09/43, P-51 (1) 

10/43, P-51 (33) 

11/43, P-51 (55) 

12/43, P-51 (83) 

01/44, P-51 (120) 

02/44, P-51 (128) 

03/44, P-51 (210) 

04/44, P-51 (205) 

05/44, P-51 (240) 

06/44, P-51 (251) 

07/44, P-51 (251) 

08/44, P-51 (230) 

09/44, P-51 (213) 

10/44, P-51 (262) 

11/44, P-51 (208), F-6 (56) 

12/44, P-51 (222), F-6 (18) 

01/45, P-51 (251), F-6 (35) 

02/45, P-51 (223), F-6 (17) 

03/45, P-51 (220), F-6 (44) 

04/45, P-51 (249), F-6 (24) 

05/45, P-51 (295), F-6 (33) 

06/45, P-51 (263), F-6 (37) 

07/45, P-51 (275), F-6 (33) 

08/45, P-51 (59), F-6 (2) 

P-51C total: 1,350 

P-51D total: 1,600 

P-51K total: 2,536 

P-51M total: 1 

TP-51D total: 15 

F-6D total: 136 

F-6K total: 163 

Inglewood subtotal: 10,438 

Dallas subtotal: 4,851 

Grand total: 15,291

Royal Australian Air Force (RAAF) Mustang Inventory

Assembled and manufactured by the Commonwealth Aircraft Corporation 

NA-110, P-51D-1-NA, NA factory serial numbers 110-34386 to 110-34485 (100 airplane kits shipped to Australia unassembled – eighty kits assembled by Commonwealth Aircraft Corporation (CAC), 20 kits remained unassembled for use as spares. 

A68-1001, pattern airplane for CAC assembled Mustang programme – from a crated and unassembled RAF Mustang IV – a P-51D-5-NA (44-13293); first flight 4/23/45 

Commonwealth CA-17 Mustang Mark 20 (80) 

A68-1 to A68-80 

Commonwealth CA-18 Mustang Mark 21 (40) 

A68-81 to A68-120 

Commonwealth CA-18 Mustang Mark 23 (66) 

A68-121 to A68-186 

Commonwealth CA-18 Mustang PR.Mk.22 (14) 

A68-187 to A68-200

Royal Australian Air Force (RAAF) Mustang Inventory

Not obtained from the Commonwealth Aircraft Corporation 

Mustang Mark IV, P-51D-20-NT (100) 

A68-600 to A68-699 

Mustang IVA, P-51K-10-NT (79) 

A68-500 to A68-578 

Mustang Mk. IVA, P-51K-15-NT (23) 

A68-525 to A68-547 

Mustang Mk. IVA, P-51K-10-NT (23) 

A68-548 to A68-570 

Mustang Mk. IVA, P-51K-15-NT (1) 


Mustang Mk. IVA, P-51K-10-NT (12) 

A68-572 to A68-583 

Mustang Mk. IV, P-51D-25-NT (114) 

A68-700 to A68-813 

Mustang Mk. III, P-51C-1-NT (11) 












Mustang Mk. III, P-51C-10-NT (16) 

















Mustang Mk. IVA, P-51K-1-NT (7) 








Mustang Mk. IVA, P-51K-5-NT (13) 














Mustang Mk. IVA, P-51K-10-NT (2) 

KM104, 44-11957 

KM250, 44-12373

Royal Canadian Air Force (RCAF) Post-war Mustang Inventory (130)

TF Mk. IV fleet (RCAF serial numbers 9221 to 9300, 9551 to 9600); all former USAF F-51D-20-NA, F-51D-25-NA and F-51D-30-NA airplanes that were received second-hand from the US Government beginning in 1951 – some received prior to 11 June 1948 as P-51D rather than F-51D airplanes. 

RCAF Serial Number, Designation, USAAF/USAF Serial Number 

9221, F-51D-30-NA, 44-74435 

9222, F-51D-30-NA, 44-74444 

9223, F-51D-30-NA, 44-74446 

9224, F-51D-30-NA, 44-74362 

9225, F-51D-30-NA, 44-74452 

9226, F-51D-30-NA, 44-74458 

9227, F-51D-30-NA, 44-74466 

9228, F-51D-30-NA, 44-74483 

9229, F-51D-30-NA, 44-74486 

9230, F-51D-30-NA, 44-74497 

9231, F-51D-30-NA, 44-74506 

9232, F-51D-30-NA, 44-74502 

9233, F-51D-30-NA, 44-74405 

9234, F-51D-30-NA, 44-74517 

9235, F-51D-30-NA, 44-74409 

9236, F-51D-30-NA, 44-74468 

9237, F-51D-30-NA, 44-74494 

9238, F-51D-30-NA, 44-74481 

9239, F-51D-30-NA, 44-74499 

9240, F-51D-30-NA, 44-74504 

9241, F-51D-25-NA, 44-73978 

9242, F-51D-30-NA, 44-74885 

9243, F-51D-25-NA, 44-74012 

9244, F-51D-25-NA, 44-73857 

9245, F-51D-25-NA, 44-73871 

9246, F-51D-25-NA, 44-73979 

9247, F-51D-25-NA, 44-73849 

9248, F-51D-30-NA, 44-74480 

9249, F-51D-25-NA, 44-73864 

9250, F-51D-25-NA, 44-73027 

9251, F-51D-30-NA, 44-74843 

9252, F-51D-30-NA, 44-74543 

9253, F-51D-30-NA, 44-74582 

9254, F-51D-30-NA, 44-74325 

9255, F-51D-30-NA, 44-74602 

9256, F-51D-30-NA, 44-74868 

9257, F-51D-30-NA, 44-74859 

9258, F-51D-30-NA, 44-74865 

9259, F-51D-30-NA, 44-74878 

9260, F-51D-30-NA, 44-74836 

9261, F-51D-30-NA, 44-74813 

9262, F-51D-30-NA, 44-75006 

9263, F-51D-30-NA, 44-74781 

9264, F-51D-30-NA, 44-74860 

9265, F-51D-30-NA, 44-74829 

9266, F-51D-30-NA, 44-74851 

9267, F-51D-30-NA, 44-74848 

9268, F-51D-30-NA, 44-74831 

9269, F-51D-30-NA, 44-74832 

9270, F-51D-30-NA, 44-74774 

9271, F-51D-25-NA, 44-73843 

9272, F-51D-30-NA, 44-74854 

9273, F-51D-30-NA, 44-74908 

9274, F-51D-25-NA, 44-74008 

9275, F-51D-25-NA, 44-74009 

9276, F-51D-30-NA, 44-74404 

9277, F-51D-30-NA, 44-74472 

9278, F-51D-25-NA, 44-73848 

9279, F-51D-25-NA, 44-73877 

9280, F-51D-25-NA, 44-73954 

9281, F-51D-25-NA, 44-73973 

9282, F-51D-25-NA, 44-73990 

9283, F-51D-25-NA, 44-72990 

9284, F-51D-25-NA, 44-73691 

9285, F-51D-25-NA, 44-73163 

9286, F-51D-25-NA, 44-73411 

9287, F-51D-25-NA, 44-73422 

9288, F-51D-25-NA, 44-73028 

9289, F-51D-25-NA, 44-73415 

9290, F-51D-25-NA, 44-73435 

9291, F-51D-25-NA, 44-73437 

9292, F-51D-25-NA, 44-73448 

9293, F-51D-25-NA, 44-73460 

9294, F-51D-25-NA, 44-73458 

9295, F-51D-25-NA, 44-73362 

9296, F-51D-25-NA, 44-73474 

9297, F-51D-30-NA, 44-74739 

9298, F-51D-25-NA, 44-73347 

9299, F-51D-30-NA, 44-74544 

9300, F-51D-25-NA, 44-73436 

9551, F-51D-25-NA, 44-73130 

9552, F-51D-20-NA, 44-63872 

9553, F-51D-20-NA, 44-63481 

9554, F-51D-20-NA, 44-63507 

9555, F-51D-20-NA, 44-63606 

9556, F-51D-20-NA, 44-63827 

9557, F-51D-20-NA, 44-63843 

9558, F-51D-20-NA, 44-63868 

9559, F-51D-20-NA, 44-63875 

9560, F-51D-20-NA, 44-63893 

9561, F-51D-20-NA, 44-64005 

9562, F-51D-20-NA, 44-72382 

9563, F-51D-25-NA, 44-72826 

9564, F-51D-25-NA, 44-72902 

9565, F-51D-25-NA, 44-72924 

9566, F-51D-25-NA, 44-73097 

9567, F-51D-25-NA, 44-73140 

9568, F-51D-25-NA, 44-73149 

9569, F-51D-25-NA, 44-73216 

9570, F-51D-25-NA, 44-73234 

9571, F-51D-25-NA, 44-73254 

9572, F-51D-25-NA, 44-73312 

9573, F-51D-25-NA, 44-73322 

9574, F-51D-25-NA, 44-73457 

9575, F-51D-25-NA, 44-73463 

9576, F-51D-25-NA, 44-73553 

9577, F-51D-30-NA, 44-74311 

9578, F-51D-30-NA, 44-74376 

9579, F-51D-30-NA, 44-74380 

9580, F-51D-30-NA, 44-74389 

9581, F-51D-25-NA, 44-74162 

9582, F-51D-30-NA, 44-74314 

9583, F-51D-30-NA, 44-74327 

9584, F-51D-30-NA, 44-74341 

9585, F-51D-30-NA, 44-74360 

9586, F-51D-30-NA, 44-74417 

9587, F-51D-30-NA, 44-74421 

9588, F-51D-30-NA, 44-74430 

9589, F-51D-30-NA, 44-74438 

9590, F-51D-30-NA, 44-74451 

9591, F-51D-30-NA, 44-74425 

9592, F-51D-30-NA, 44-74427 

9593, F-51D-30-NA, 44-74441 

9594, F-51D-30-NA, 44-74445 

9595, F-51D-30-NA, 44-74423 

9596, F-51D-30-NA, 44-74426 

9597, F-51D-30-NA, 44-74453 

9598, F-51D-30-NA, 44-74429 

9599, F-51D-30-NA, 44-74454 

9600, F-51D-30-NA, 44-74459

Swedish Air Force (Flygvapnet) Mustang Inventory

The Swedish Air Force acquired 161 Mustangs it serial numbered Fv 26001 to Fv 26162 and designated them as J26 and S26 aircraft.

Fv number, USAAF serial number, Designation 

26001, 43-6365, P-51B-5-NA 

26002, P-51B 

26003, P-51D 

26004, P-51D 

26005, 44-, P-51D-20-NA 




26009, 44-72086, P-51D-20-NA 



26012, 44-72126, P-51D-20-NA 



26015, 44-63701, P-51D-20-NA 

26016, 44-63743, P-51D-20-NA 


26018, 44-63865, P-51D-20-NA 


26020, 44-63992, P-51D-20-NA; displayed at the Swedish Air Force Museum 

26021, 44-72031, P-51D-20-NA 

26022, 44-72222, P-51D-20-NA 




26026, 44-72051, P-51D-20-NA 



26029, 44-72184, P-51D-20-NA 





26034, 44-64059, P-51D-20-NA 















26049, 44-63552, P-51D-20-NA 






26055, 44-77291, P-51D-20-NA 






26061, 44-72364, P-51D-20-NA 






26067, 44-63759, P-51D-20-NA 



26070, 44-63739, P-51D-20-NA 






















26092, 44-72123, P-51D-20-NA 







26099, 44-72033, P-51D-20-NA 

26100, 44-, P-51D-20-NA 






26106, 44-72388, P-51D-20-NA 






26112, 44-72202, P-51D-20-NA 



26115, 44-72339, P-51D-20-NA 

26116, 44-72216, P-51D-20-NA 





26121, 44-63634, P-51D-20-NA 




26125, 44-63830, P-51D-20-NA 




26129, 44-63762, P-51D-20-NA 


26131, 44-72438, P-51D-20-NA 






26137, 44-63639, P-51D-20-NA 


26139, 44-72446, P-51D-20-NA 



26142, 44-72059, P-51D-20-NA 




26146, 44-, P-51D-20-NA (S26) 



26149, 44-63511, P-51D-20-NA 

26150, 44-63819, P-51D-20-NA 


26152, 44-63655 or 44-63675, P-51D-20-NA 






26158, 44-63864, P-51D-20-NA 





El Salvador Air Force (Fuerza Aérea Salvadoreña or FAS) Mustang Inventory

FAS Number, Designation, USAF Serial Number, Comment 

n/a, P-51C-10-NT, 44-10753; first of 400 Dallas-built P-51C-10-NT airplanes 

n/a, P-51C-10-NT, 44-10755 

400, TF-51D, Cavalier; interned in Guatemala on 07/14/1969 

401, F-51D-30-NT, 45-11559; crashed 08/10/1968 at Ilopango, El Salvador 

402, F-51D, N/A 

402, F-51D-25-NA, 44-73273 

402, F-51D-25-NA, 44-73350 

403, F-51D, Cavalier; lost in 1973 

404, F-51D-25-NA, 44-73458, Cavalier; Number 404 was shot down by an F4U-5 flown by Capt. Fernando Soto in the last aerial combat between piston-engine fighters in the world 

405, F-51D, Cavalier 

406, F-51K, 44-73656 

407, F-51D, N/A 

408, F-51D-25-NA, 44-73693 

409, F-51D-5-NT, 44-11153; this was the very first Dallas-built P-51D-5-NA 

410, F-51D-30-NA, 44-74923 

411, F-51D-20-NA, 44-72483 

n/a, F-51D-5-NA, 44-13253; first Inglewood-built P-51D-5-NA airplane 

n/a, F-51D-NA, 44-73973 

n/a, F-51K-NT, 44-11353 

n/a, F-51K-NT, 44-12473 

These Mustangs were employed by Escuadrilla 1 of the Escuadrón Casa y Bombardeo

NACA/NASA Mustangs

Designation, USAAF/USAF Serial Number, NACA Serial Number, Arrived, Departed, Comment 

XP-51, 41-038, N/A, arrived Langley 12/27/44, departed Langley 12/14/42; arrived Langley 11/01/44, departed Langley 07/25/45, transferred to Smithsonian then to the Experimental Aircraft Association 

XP-51, 41-039, N/A, arrived Langley 03/09/43, departed Langley 01/15/44, used for ALD tests 

P-51B-1-NA, 43-12114, N/A, arrived Langley 06/11/45, departed Langley 07/24/45, destroyed in crash 

P-51B-1-NA, 43-12491, N/A, arrived Langley 06/11/45, departed Langley 10/30/45 

P-51B-1-NA, 43-12105, N/A, arrived Langley 08/16/43, departed Langley 01/04/51, surveyed at Langley Field 

P-51B-1NA, unknown, N/A, to Langley 09/11/43, departed Langley 10/17/43, 12 NACA test flights 

P-51D-5-NA, 44-13257, NACA 108, arrived Ames 03/28/44, departed Ames 06/02/44; arrived Langley 12/22/44, departed Langley 07/12/57, salvaged at Langley 

P-51D-5-NA, 44-14017, NACA 102, arrived Langley 01/18/45, departed Langley 06/05/52, modified with tail hook and catapult sling for aircraft carrier tests; received tall vertical tail modification 

P-51D-25-NT, 44-84864, NACA 126, arrived Langley 08/27/45, departed Langley 07/12/57, received tall vertical tail modification; later issued Civil Registration Number N4223A 

P-51D-25-NT, 44-84900, NACA 127, arrived Langley 09/04/45, departed Langley 06/05/52, transferred to Pennsylvania Air National Guard 

P-51D-25-NT, 44-84944, NACA 128, arrived Langley 09/20/45, departed Langley 06/05/52 

P-51D-25-NT, 44-84953, NACA 129, arrived Langley 09/21/45, departed Langley 06/05/52 

P-51D-25-NT, 44-84958, NACA 148, arrived Langley 09/28/45, departed Langley 08/25/50; arrived Muroc 09/09/50, departed Muroc 09/07/59, Muroc High Speed Flight Center 

P-51H-5-NA, 44-64415, NACA 130, arrived Ames 12/18/46, departed Ames 04/61, salvaged to US Navy at NAS Moffett Field 

P-51H-10-NA, 44-64703, NACA 110, arrived Ames 11/06/47, departed Ames 05/17/56, salvaged to US Navy at NAS Moffett Field

USAF Air National Guard (ANG) units, 1946 to 1957

State, Fighter Interceptor Squadron (FIS), Comment 

Alabama, 160th FIS, also operated RF-51D photographic reconnaissance aircraft 

Arizona, 197th FIS 

Arkansas, 154th FIS, also operated RF-51D photographic reconnaissance aircraft 

California, 115th, 194th, 195th and 196th FISs 

Colorado, 120th FIS 

Connecticut, 118th FIS 

Delaware, 142nd FIS 

Florida, 159th FIS 

Georgia, 128th and 158th FISs 

Idaho, 190th FIS 

Illinois, 108th, 168th, 169th and 170th FISs 

Indiana, 163rd FIS 

Iowa, 124th and 174th FISs 

Kansas, 127th FIS 

Kentucky, 165th FIS 

Maine, 132nd FIS 

Maryland, 104th FIS 

Massachusetts, 101st and 131st FISs 

Michigan, 107th, 171st and 172nd FISs 

Minnesota, 109th and 179th FISs 

Mississippi, 153 rd FIS, also operated RF-51D photographic reconnaissance aircraft 

Missouri, 110th FIS 

Montana, 186th FIS 

Nebraska, 173rd FIS 

New Hampshire, 133rd FIS 

New Jersey, 119th and 141st FISs 

New Mexico, 188th FIS 

New York, 136th, 137th, 138th and 139th FISs 

North Carolina, 156th FIS 

North Dakota, 178th FIS 

Ohio, 112th, 162nd, 164th and 166th FISs 

Oklahoma, 185th FIS, also operated RF-51D photographic reconnaissance aircraft 

Oregon, 123rd FIS 

Pennsylvania, 146th, 147th and 148th FISs 

Rhode Island, 152nd FIS 

South Carolina, 157th FIS 

South Dakota, 175th FIS 

Texas, 111th, 181st and 182nd FISs 

Tennessee, 105th and 155th FISs, both units also operated RF-51D photographic reconnaissance aircraft 

Vermont, 134th FIS 

Washington, 116th FIS 

Washington, D.C., 121st FIS 

West Virginia, 167th FIS 

Wisconsin, 126th FIS

Leading Mustang Aces

Victories, Name, Unit(s) 

Note on kill system: The counting system used by various air forces varied in the Second World War. For instance, the Luftwaffe credited a shared kill (two or more pilots shooting down an enemy aircraft, thus sharing the kill) to only one pilot. The French air force fully credited shared kills to all pilots involved, while the American and British equally divided their kills. The latter resulted in fractioned end results for a number of aces, e.g., Major George E. Preddy Jr.’s final tally was 23.83. An aircraft shot down by two pilots counted for 0.5 kills, an aircraft shot down by three pilots counted for 0.33 kills, etc. 

23.83 Maj. Preddy Jr, George E. 8AF, 352FG 

21.00 Lt. Col. Meyer, John C. 8AF, 352FG 

21.00 Capt. Voll, John J. 15AF, 31FG 

18.50 Maj. Carson, Leonard K. (Kit) 8AF, 357FG 

18.50 Maj. Eagleston, Glenn T. 9AF, 354FG 

17.50 Maj. England, John B. 8AF, 357FG 

17.00 Capt. Wetmore, Ray S. 8AF, 359FG 

17.00 Capt. Varnell Jr, James S. 15AF, 52FG 

16.50 Capt. Gentile, Don S. 8AF, 4FG 

16.25 Capt. Anderson Jr, Clarence E. (Bud) 8AF, 357FG 

15.50 Maj. Brown, Samuel J. 15AF, 31FG 

15.50 Capt. Beerbower, Don M. 9AF, 354FG 

15.50 Capt. Petterson, Richard A. 8AF, 357FG 

15.00 Maj. Foy, Robert W. 8AF, 357FG 

15.00 Lt. Col. Bradley, Jack T. 9AF, 354FG 

15.00 Lt. Carr, Bruce W. 9AF, 363 and 364FGs 

14.50 Capt. Whisner, William T. 8AF, 352FG 

14.20 Capt. Brown, Henry W. 8AF, 355FG 

14.00 Capt. Emmer, Wallace N. 9AF, 354FG 

14.00 Maj. Herbst, John C. 10AF and 14AF, 23FG 

14.00 Lt. Col. McComas, Edward O. 10AF and 14AF, 23FG 

13.83 Capt. Godfrey, John T. 8AF, 4FG 

13.83 Maj. Bochkay, Donald H. 8AF, 357FG 

13.00 Maj. Curtis, Robert C. 15AF, 52FG 

13.00 Lt. Hofer, Ralph K. 8AF, 4FG 

13.00 Capt. East, Clyde B. 9AF, 15TRS. 4FG 

13.00 Maj. Stephens, Robert W. 9AF, 354FG 

13.00 Lt. Brooks, James L. 15AF, 31FG 

13.00 Capt. Parker, Harry A. 15AF, 325FG 

12.83 Maj. Carpenter, George 8AF, 4FG 

12.50 Maj. Brueland, Lowell K. 9AF, 354FG 

12.00 Lt. Moran, Glennon T. 8AF, 352FG 

12.00 Lt. Skogstad, Norman C. 15AF, 31FG 

11.83 Capt. Megura, Nicholas 8AF, 4FG 

11.50 Capt. Yeager, Charles E. (Chuck) 8AF, 357FG 

11.50 Lt. Kirla, John A. 8AF, 357FG 

11.00 Lt. Frantz, Carl M. 9AF, 354FG 

11.00 Capt. Dahlberg, Kenneth H. 9AF, 354FG 

11.00 Lt. Thornell Jr, John F. 8AF, 352FG 

11.00 Maj. Hively, Howard D. 8AF, 4FG 

11.00 Maj. Moore, Robert W. 7AF, 15FG 

11.00 Maj. Turner, Richard E. 9AF, 354FG 

11.00 Capt. Goebel, Robert J. 15AF, 31FG 

11.00 Capt. Lawler, J. Barry 15AF, 52FG 

11.00 Lt. Lowry, Wayne L. 15AF, 325FG 

11.00 Lt. Riddle, Robert E. 15AF, 31FG 

10.75 Capt. O’Conner, Frank Q. 9AF, 354FG 

10.50 Lt. Col. Storch, John A. 8AF, 357FG 

10.50 Maj. Strait, Donald J. 8AF, 356FG 

10.50 Capt. Littge, Raymond H. 8AF, 352FG 

10.30 Maj. Glover, Fred W. 8AF, 4FG 

10.00 Capt. Lines, Ted E. 8AF, 4FG 

10.00 Lt. Col. Jeffrey, Arthur F. 8AF, 479FG 

10.00 Capt. Millikan, Willard M. 8AF, 4FG 

10.00 Maj. England, James J. 10AF and 14AF, 311FG 

10.00 Capt. Goehausen Jr, Walter J. 15AF, 31FG

Royal Canadian Air Force (RCAF) Mustangs

TF Mk. IV fleet (RCAF serial numbers 9221 to 9300, 9551 to 9600); all former USAF F-51D-25-NA and F-51D-30-NA airplanes that were received second-hand from the US Government beginning in 1951 – some received prior to 11 June 1948 as P-51D rather than F-51D airplanes. 

9221, F-51D-30-NA, 44-74435 

9222, F-51D-30-NA, 44-74444 

9223, F-51D-30-NA, 44-74446 

9224, F-51D-30-NA, 44-74362 

9225, F-51D-30-NA, 44-74452 

9226, F-51D-30-NA, 44-74458 

9227, F-51D-30-NA, 44-74466 

9228, F-51D-30-NA, 44-74483 

9229, F-51D-30-NA, 44-74486 

9230, F-51D-30-NA, 44-74497 

9231, F-51D-30-NA, 44-74506 

9232, F-51D-30-NA, 44-74502 

9233, F-51D-30-NA, 44-74405 

9234, F-51D-30-NA, 44-74517 

9235, F-51D-30-NA, 44-74409 

9236, F-51D-30-NA, 44-74468 

9237, F-51D-30-NA, 44-74494 

9238, F-51D-30-NA, 44-74481 

9239, F-51D-30-NA, 44-74499 

9240, F-51D-30-NA, 44-74504 

9241, F-51D-25-NA, 44-73978 

9242, F-51D-30-NA, 44-74885 

9243, F-51D-25-NA, 44-74012 

9244, F-51D-25-NA, 44-73857 

9245, F-51D-25-NA, 44-73871 

9246, F-51D-25-NA, 44-73979 

9247, F-51D-25-NA, 44-73849 

9248, F-51D-30-NA, 44-74480 

9249, F-51D-25-NA, 44-73864 

9250, F-51D-25-NA, 44-73027 

9251, F-51D-30-NA, 44-74843 

9252, F-51D-30-NA, 44-74543 

9253, F-51D-30-NA, 44-74582 

9254, F-51D-30-NA, 44-74325 

9255, F-51D-30-NA, 44-74602 

9256, F-51D-30-NA, 44-74868 

9257, F-51D-30-NA, 44-74859 

9258, F-51D-30-NA, 44-74865 

9259, F-51D-30-NA, 44-74878 

9260, F-51D-30-NA, 44-74836 

9261, F-51D-30-NA, 44-74813 

9262, F-51D-30-NA, 44-75006 

9263, F-51D-30-NA, 44-74781 

9264, F-51D-30-NA, 44-74860 

9265, F-51D-30-NA, 44-74829 

9266, F-51D-30-NA, 44-74851 

9267, F-51D-30-NA, 44-74848 

9268, F-51D-30-NA, 44-74831 

9269, F-51D-30-NA, 44-74832 

9270, F-51D-30-NA, 44-74774 

9271, F-51D-25-NA, 44-73843 

9272, F-51D-30-NA, 44-74854 

9273, F-51D-30-NA, 44-74908 

9274, F-51D-25-NA, 44-74008 

9275, F-51D-25-NA, 44-74009 

9276, F-51D-30-NA, 44-74404 

9277, F-51D-30-NA, 44-74472 

9278, F-51D-25-NA, 44-73848 

9279, F-51D-25-NA, 44-73877 

9280, F-51D-25-NA, 44-73954 

9281, F-51D-25-NA, 44-73973 

9282, F-51D-25-NA, 44-73990 

9283, F-51D-25-NA, 44-72990 

9284, F-51D-25-NA, 44-73691 

9285, F-51D-25-NA, 44-73163 

9286, F-51D-25-NA, 44-73411 

9287, F-51D-25-NA, 44-73422 

9288, F-51D-25-NA, 44-73028 

9289, F-51D-25-NA, 44-73415 

9290, F-51D-25-NA, 44-73435 

9291, F-51D-25-NA, 44-73437 

9292, F-51D-25-NA, 44-73448 

9293, F-51D-25-NA, 44-73460 

9294, F-51D-25-NA, 44-73458 

9295, F-51D-25-NA, 44-73362 

9296, F-51D-25-NA, 44-73474 

9297, F-51D-30-NA, 44-74739 

9298, F-51D-25-NA, 44-73347 

9299, F-51D-30-NA, 44-74544 

9300, F-51D-25-NA, 44-73436 

9551 to 9599 unknown 

9600, F-51D-30-NA, 44-74459

Royal New Zealand Air Force (RNZAF) Mustangs (30)

NZ2401 to NZ2430, 45-11490 to 45-11522, NA-124 P-51D-25-NT 

NZ2401, 45-11490, P-51D-25-NT 

NZ2402, 45-11491, P-51D-25-NT 

NZ2403, 45-11492, P-51D-25-NT 

NZ2404, 45-11493, P-51D-25-NT 

NZ2405, 45-11494, P-51D-25-NT 

NZ2406, 45-11495, P-51D-25-NT 

NZ2407, 45-11496, P-51D-25-NT 

NZ2408, 45-11498, P-51D-25-NT 

NZ2409, 45-11499, P-51D-25-NT 

NZ2410, 45-11500, P-51D-25-NT 

NZ2411, 45-11501, P-51D-25-NT 

NZ2412, 45-11502, P-51D-25-NT 

NZ2413, 45-11503, P-51D-25-NT 

NZ2414, 45-11504, P-51D-25-NT 

NZ2415, 45-11505, P-51D-25-NT 

NZ2416, 45-11506, P-51D-25-NT 

NZ2417, 45-11507, P-51D-25-NT 

NZ2418, 45-11508, P-51D-25-NT 

NZ2419, 45-11509, P-51D-25-NT 

NZ2420, 45-11510, P-51D-25-NT 

NZ2421, 45-11511, P-51D-25-NT 

NZ2422, 45-11512, P-51D-25-NT 

NZ2423, 45-11513, P-51D-25-NT 

NZ2424, 45-11515, P-51D-25-NT 

NZ2425, 45-11516, P-51D-25-NT 

NZ2426, 45-11517, P-51D-25-NT 

NZ2427, 45-11518, P-51D-25-NT 

NZ2428, 45-11519, P-51D-25-NT 

NZ2429, 45-11521, P-51D-25-NT 

NZ2430, 45-11522, P-51D-25-NT

Netherlands East Indies Air Force (NEIAF) Mustangs (40)

N3-600 to N3-640; delivered to NEIAF by Lend-Lease via the RAAF 

N3-600, 44-12749, P-51K-15-NT 

N3-601, 44-12750, P-51K-15-NT 

N3-602, 44-12751, P-51K-15-NT 

N3-603, 44-12752, P-51K-15-NT 

N3-604, 44-12753, P-51K-15-NT 

N3-605, 44-12754, P-51K-15-NT 

N3-606, 44-12755, P-51K-15-NT 

N3-607, 44-12756, P-51K-15-NT 

N3-608, 44-12757, P-51K-15-NT 

N3-609, 44-12758, P-51K-15-NT 

N3-610, 44-13040, P-51D-20-NT 

N3-611, 44-13041, P-51D-20-NT 

N3-612, 44-13042, P-51D-20-NT 

N3-613, 44-13043, P-51D-20-NT 

N3-614, 44-13044, P-51D-20-NT 

N3-615, 44-13046, P-51D-20-NT 

N3-616, 44-13047, P-51D-20-NT 

N3-617, 44-13048, P-51D-20-NT 

N3-618, 44-13049, P-51D-20-NT 

N3-619, 44-13045, P-51D-20-NT 

N3-630, 44-84793, P-51D-25-NT 

N3-631, 44-84794, P-51D-25-NT 

N3-632, 44-84795, P-51D-25-NT 

N3-633, 44-84796, P-51D-25-NT 

N3-634, 44-84797, P-51D-25-NT 

N3-635, 44-84798, P-51D-25-NT 

N3-636, 44-84799, P-51D-25-NT 

N3-637, 44-84800, P-51D-25-NT 

N3-638, 44-84801, P-51D-25-NT 

N3-639, 44-84802, P-51D-25-NT 

N3-640, 44-84803, P-51D-25-NT

South African Air Force (SAAF) Mustang Second World War Inventory

SAAF serial number, Type 

No. 5 Squadron (known P-51B/C/D/K) 

FB242, Mk.IIIB 

FB247, Mk.IIIB 

FB248, Mk.IIIB 

FB251, Mk.III 

FB256, Mk.IIIB 

FB263 and FB264, Mk.IIIB 

FB271, Mk.IIIB 

FB274 and FB275, Mk.IIIB 

FB285, Mk.IIIB 

FB289, Mk.IIIB 

FB301, Mk.IIIB 

FB314, Mk.IIIB 

FB317, Mk.IIIB 

FB322 to FB325, Mk.IIIB 

FZ187, Mk.III 

HB859, Mk.III 

HB888, Mk.III 

HB893, Mk.III 

HB895, Mk.III 

HB903, Mk.III 

HB908 and HB909, Mk.III 

HB914, Mk.III 

HB921, Mk.III 

HB926, Mk.III 

HB931, Mk.III 

HB935, Mk.III 

HB939, Mk.III 

HB947, Mk.III 

HB950, Mk.III 

KH456, Mk.III 

KH467, Mk.III 

KH475, Mk.III 

KH486 and KH487, Mk.III 

KH533, Mk.III 

KH562, Mk.III 

KH576, Mk.III 

KH587, Mk.III 

KH603, Mk.III 

KH605, Mk.III 

KH610 and KH611, Mk.III 

KH620, Mk.III 

KH622, Mk.III 

KH671, Mk.IVA 

KH673, Mk.IVA 

KH681, Mk.IVA 

KH692, Mk.IVA 

KH705, Mk.IVA 

KH713, Mk.IVA 

KH717, Mk.IVA 

KH731, Mk.IVA 

KH736, Mk.IVA 

KH741, Mk.IVA 

KH753, Mk.IVA 

KH768, Mk.IVA 

KH780, Mk.IVA 

KH796, Mk.IVA 

KH799 and KH800, Mk.IVA 

KH805, Mk.IVA 

KH808 to KH810, Mk.IVA 

KH814, Mk.IVA 

KH817, Mk.IVA 

KH828, Mk.IVA 

KM105, Mk.IVA

South African Air Force (SAAF) Mustang Korean War Inventory

SAAF serial number, USAF serial number 

No. 2 Squadron 

301, 45-11370 

302, 45-11390 

303, 45-11360 

304, 45-11399 

305, 45-11429 

306, 45-11563 

307, 45-11632 

308, 45-11648 

309, 44-63400 

310, 44-73191 

311, 44-74168 

312, 44-74432 

313, 44-74489 

314, 44-74788 

315, 44-74814 

316, 44-74984 

317, 44-73338 

318, 45-11419 

319, 44-11475 

320, 45-11704 

321, 45-11541 

322, 44-11477 

323, 44-15091 

324, 44-73084 

325, 45-11456 

326, 44-74344 

327, 44-74174 

328, 44-74718 

329, 44-73068 

330, 44-73892 

331, 44-72134 

332, 44-14930 

333, 44-74503 

334, 44-84903 

335, 44-74511 

336, 44-72983 

337, 44-73049 

338, 44-74461 

339, 44-73688 

340, 44-74757 

341, 44-74759 

342, 44-74632 

343, 44-74748 

344, 44-74750 

345, 44-84867 

346, 44-63515 

347, 44-63822 

348, 44-72271 

349, 44-72271 

350, 44-14449 

351, 44-64101 

352, 44-74565 

353, 44-84863 

354, 44-84553 

355, 44-84771 

356, 44-14297 

357, 44-74745 

358, 44-84750 

359, 44-74992 

360, 44-72656 

361, 44-74863 

362, 44-73903 

363, 44-63853 

364, 44-84887 

365, 44-84649 

366, 44-84882 

367, 44-84902 

368, 44-84872 

369, 44-84761 

370, 44-73073 

371, 44-74617 

372, 45-11707 

373, 44-74021 

374, 44-13851 

375, 44-11417 

376, 44-74619 

377, 44-11551 

378, 44-73092 

379, 44-74046 

380, 44-74165 

381, 45-11411 

382, 45-11470 

383, 44-73960 

384, 45-11607 

385, 44-73065 

386, 44-73582 

387, 44-74786 

389, 44-73409 

390, 45-11646 

391, 44-72806 

392, 44-74577 

393, 44-84890 

394, 44-74189 

395, 44-84929 

396, 45-11738

Swiss Air Force Mustangs (132)

J-901 and J-902, J-2001 to J-2130 

J-901, F-51D-20-NA, 44-72481 

J-902, F-51D-20-NA, 44-72374 

J-2001, F-51D-20-NA, 44-72481 

J-2002, F-51D-20-NA, 44-72374 

J-2003, F-51D-20-NA, 44-72350 

J-2004, F-51D-25-NA, 44-73199 

J-2005, F-51D-25-NA, 44-72823 

J-2006, F-51D-20-NA, 44-72456 

J-2007, F-51D-20-NA, 44-72404 

J-2008, F-51D-20-NA, 44-72486 

J-2009, F-51D-20-NA, 44-72432 

J-2010, F-51D-20-NA, 44-72212 

J-2011, F-51D-20-NA, 44-72502 

J-2012, F-51D-20-NA, 44-72304 

J-2013, F-51D-20-NA, 44-72461 

J-2014, F-51D-20-NA, 44-72352 

J-2015, F-51D-20-NA, 44-72243 

J-2016, F-51D-20-NA, 44-72262 

J-2017, F-51D-20-NA, 44-72451 

J-2018, F-51D-20-NA, 44-72301 

J-2019, F-51D-20-NA, 44-72199 

J-2020, F-51D-20-NA, 44-72343 

J-2021, F-51D-20-NA, 44-72489 

J-2022, F-51D-20-NA, 44-72384 

J-2023, F-51D-20-NA, 44-72462 

J-2024, F-51D-20-NA, 44-72469 

J-2025, F-51D-20-NA, 44-72267 

J-2026, F-51D-20-NA, 44-72263 

J-2027, F-51D-20-NA, 44-72457 

J-2028, F-51D-20-NA, 44-72256 

J-2029, F-51D-20-NA, 44-72383 

J-2030, F-51D-20-NA, 44-72265 

J-2031, F-51D-20-NA, 44-72494 

J-2032, F-51D-20-NA, 44-72336 

J-2033, F-51D-20-NA, 44-72348 

J-2034, F-51D-20-NA, 44-72284 

J-2035, F-51D-20-NA, 44-72275 

J-2036, F-51D-20-NA, 44-72201 

J-2037, F-51D-20-NA, 44-72316 

J-2038, F-51D-20-NA, 44-72475 

J-2039, F-51D-20-NA, 44-72355 

J-2040, F-51D-20-NA, 44-72261 

J-2041, F-51D-20-NA, 44-72209 

J-2042, F-51D-20-NA, 44-72442 

J-2043, F-51D-20-NA, 44-72504 

J-2044, F-51D-20-NA, 44-72317 

J-2045, F-51D-20-NA, 44-72310 

J-2046, F-51D-20-NA, 44-63717 

J-2047, F-51D-20-NA, 44-72146 

J-2048, F-51D-20-NA, 44-72322 

J-2049, F-51D-20-NA, 44-72458 

J-2050-1, F-51D-20-NA, 44-63602 

J-2050-2, RF-51K-10-NT, 44-12226 

J-2051, F-51D-20-NA, 44-63630 

J-2052, F-51D-20-NA, 44-63225 

J-2053, F-51D-20-NA, 44-72149 

J-2054, F-51D-20-NA, 44-63809 

J-2055, F-51D-20-NA, 44-64144 

J-2056, F-51D-20-NA, 44-72242 

J-2057, F-51D-25-NA, 44-73090 

J-2058, F-51D-20-NA, 44-72412 

J-2059, F-51D-20-NA, 44-63693 

J-2060, F-51D-20-NA, 44-63646 

J-2061, F-51D-20-NA, 44-72774 

J-2062, F-51D-20-NA, 44-63440 

J-2063, F-51D-20-NA, 44-64149 

J-2064, F-51D-20-NA, 44-63666 

J-2065, F-51K-5-NT, 44-11633 

J-2066, F-51D-20-NA, 44-72258 

J-2067, F-51D-20-NA, 44-63219 

J-2068, F-51D-20-NA, 44-72283 

J-2069, F-51D-20-NA, 44-63633 

J-2070, F-51D-20-NA, 44-72703 

J-2071, F-51D-20-NA, 44-63863 

J-2072, F-51D-20-NA, 44-72787 

J-2073, F-51D-20-NA, 44-72781 

J-2074, F-51D-20-NA, 44-72715 

J-2075, F-51D-20-NA, 44-72191 

J-2076, F-51D-20-NA, 44-63176 

J-2077, F-51D-20-NA, 44-72627 

J-2078, F-51D-25-NA, 44-72896 

J-2079, F-51D-20-NA, 44-72795 

J-2080, F-51D-25-NA, 44-72981 

J-2081, F-51D-25-NA, 44-72984 

J-2082, F-51D-25-NA, 44-72904 

J-2083, F-51D-25-NA, 44-72951 

J-2084, F-51D-25-NA, 44-72958 

J-2085, F-51D-10-NA, 44-14367 

J-2086, F-51D-20-NA, 44-72797 

J-2087, F-51D-20-NA, 44-63668 

J-2088, RF-51K-10-NT, 44-12232 

J-2089, F-51D-25-NA, 44-72816 

J-2090, RF-51K-15-NT, 44-12826 

J-2091, RF-51K-15-NT, 44-12814 

J-2092, RF-51K-15-NT, 44-12811 

J-2093, F-51D-10-NA, 44-14699 

J-2094, F-51D-25-NA, 44-73109 

J-2095, F-51D-25-NA, 44-73233 

J-2096, F-51D-25-NA, 44-73010 

J-2097, F-51D-20-NA, 44-63641 

J-2098, F-51D-20-NA, 44-63692 

J-2099, F-51D-20-NA, 44-63699 

J-2100, F-51D-20-NA, 44-63711 

J-2101, F-51D-20-NA, 44-72420 

J-2102, F-51D-20-NA, 44-72725 

J-2103, F-51D-20-NA, 44-63643 

J-2104, F-51D-20-NA, 44-72778 

J-2105, F-51D-20-NA, 44-72325 

J-2106, F-51D-20-NA, 44-63242 

J-2107, F-51D-20-NA, 44-63619 

J-2108, F-51D-20-NA, 44-63560 

J-2109, F-51D-20-NA, 44-63722 

J-2110, F-51D-20-NA, 44-63767 

J-2111, F-51D-20-NA, 44-72706 

J-2112, F-51D-25-NA, 44-72821 

J-2113, F-51D-25-NA, 44-73349 

J-2114, F-51D-5-NA, 44-13644 

J-2115, F-51D-5-NA, 44-13316 

J-2116, F-51D-20-NA, 44-63249 

J-2117, F-51D-20-NA, 44-63222 

J-2118, F-51D-20-NA, 44-72167 

J-2119, F-51D-20-NA, 44-72789 

J-2120, F-51D-25-NA, 44-73042 

J-2121, F-51D-25-NA, 44-73047 

J-2122, F-51D-25-NA, 44-73048 

J-2123, F-51D-20-NA, 44-63681 

J-2124, F-51D-20-NA, 44-63842 

J-2125, F-51D-20-NA, 44-72709 

J-2126, F-51D-25-NA, 44-73074 

J-2127, RF-51K-10-NT, 44-12523 

J-2128, RF-51K-10-NT, 44-12525 

J-2129, F-51D-20-NA, 44-72381 

J-2130, F-51D-20-NA, 44-72381

Italian Air Force (AMI) Mustangs

MM4234 to MM4408, MM4431 and MM4432 

MM4234, P-51D-20-NA, 44-63629 

MM4235, P-51D-20-NA, 44-64051 

MM4236, P-51D-20-NA, 44-72068 

MM4237, P-51D-20-NA, 44-72088 


MM4239, P-51D-20-NA, 44-72180 


MM4241, P-51D-20-NA, 44-72226 

MM4242, P-51D-20-NA, 44-72231 

MM4243, P-51D-20-NA, 44-72259 


MM4245, P-51D-20-NA, 44-72280 


MM4247, P-51D-20-NA, 44-72293 

MM4248, P-51D-20-NA, 44-72327 

MM4249, P-51D-20-NA, 44-72341 

MM4250, P-51D-20-NA, 44-72342 

MM4251, P-51D-20-NA, 44-72344 

MM4252, P-51D-20-NA, 44-72377 

MM4253, P-51D-20-NA, 44-72392 

MM4254, P-51D-20-NA, 44-72422 

MM4255, P-51D-20-NA, 44-72435 

MM4256, P-51D-20-NA, 44-72436 

MM4257, P-51D-20-NA, 44-72470 

MM4258, P-51D-20-NA, 44-72472 

MM4259, P-51D-20-NA, 44-72476 

MM4260, P-51D-20-NA, 44-72477 

MM4261, P-51D-20-NA, 44-72514 

MM4262, P-51D-20-NA, 44-72516 

MM4263, P-51D-25-NA, 44-72674 

MM4264, P-51D-25-NA, 44-72679 

MM4265, P-51D-25-NA, 44-72702 

MM4266, P-51D-25-NA, 44-72732 

MM4267, P-51D-25-NA, 44-72740 

MM4268, P-51D-25-NA, 44-72754 

MM4269, P-51D-25-NA, 44-72819 

MM4270, P-51D-25-NA, 44-72927 


MM4272, P-51D-25-NA, 44-72988 

MM4273, P-51D-25-NA, 44-73001 

MM4274, P-51D-25-NA, 44-73023 

MM4275, P-51D-25-NA, 44-73039 

MM4276, P-51D-25-NA, 44-73066 

MM4277, P-51D-25-NA, 44-73134 

MM4278, P-51D-25-NA, 44-73167 (might be MM4298) 

MM4279, P-51D-25-NA, 44-73220 

MM4280, P-51D-25-NA, 44-73294 

MM4281, P-51D-25-NA, 44-73303 

MM4282, P-51D-25-NA, 44-73304 

MM4283, P-51D-25-NA, 44-73361 

MM4284 – not used for these aircraft 

MM4285 – not used for these aircraft 

MM4286, P-51D-25-NA, 44-72911 

MM4287, P-51D-25-NA, 44-72986 

MM4288, P-51D-25-NA, 44-72957 

MM4289, P-51D-25-NA, 44-73003 

MM4290, P-51D-25-NA, 44-73044 

MM4291, P-51D-25-NA, 44-73078 

MM4292, P-51D-25-NA, 44-73098 

MM4293, P-51D-20-NA, 44-73105 

MM4294, P-51D-25-NA, 44-73144 

MM4295, P-51D-25-NA, 44-73146 

MM4296, P-51D-25-NA, 44-73150 

MM4297, P-51D-25-NA, 44-73167 

MM4298, P-51D-25-NA, 44-73167 (might be MM4278) 

MM4299, P-51D-25-NA, 44-73186 

MM4300, P-51D-25-NT, 44-73211 

MM4301, P-51D-20-NA, 44-73302 

MM4302, P-51D-25-NA, 44-73306 

MM4303, P-51D-20-NA, 44-62227 

MM4304, P-51D-20-NA, 44-64147 

MM4305, P-51D-25-NA, 44-73002 

MM4306, P-51D-25-NT, 44-73072 

MM4307, P-51D-25-NA, 44-73141 

MM4308, P-51D-25-NA, 44-73148 

MM4309, P-51D-25-NT, 44-73158 

MM4310, P-51D-25-NA, 44-73171 

MM4311, P-51D-25-NA, 44-73178 

MM4312, P-51D-25-NA, 44-73201 

MM4313, P-51D-25-NA, 44-73229 

MM4314, P-51D-25-NA, 44-73232 

MM4315, P-51D-25-NA, 44-73245 

MM4316, P-51D-25-NA, 44-73342 

MM4317, P-51D-25-NA, 44-73424 

MM4318, P-51D-25-NA, 44-73292 

MM4319, P-51D-25-NA, 44-73342 

MM4320, P-51D-25-NA, 44-73317 

MM4321, P-51D-25-NA, 44-73416 

MM4322, P-51D-25-NA, 44-73439 

MM4323, P-51D-25-NA, 44-73444 

MM4324, P-51D-25-NA, 44-73451 

MM4325, P-51D-25-NA, 44-73488 

MM4326, P-51D-25-NA, 44-73527 

MM4327, P-51D-25-NA, 44-73554 

MM4328, P-51D-25-NA, 44-73568 

MM4329, P-51D-25-NA, 44-73681 

MM4330, P-51D-25-NA, 44-73757 

MM4331, P-51D-25-NA, 44-73854 

MM4332, P-51D-25-NA, 44-73874 

MM4333, P-51D-25-NT, 44-73924 

MM4334, P-51D-25-NT, 44-73971 

MM4335, P-51D-25-NA, 44-73976 

MM4337, P-51D-25-NA, 44-73993 

MM4337, P-51D-25-NA, 44-74132 

MM4338, P-51D-25-NA, 44-74049 

MM4340, P-51D-25-NA, 44-74153 

MM4341, P-51D-25-NA, 44-74161 

MM4342, P-51D-25-NA, 44-74190 

MM4343, P-51D-25-NA, 44-74195 

MM4344, P-51D-25-NA, 44-73782 

MM4345, P-51D-25-NA, 44-74003 

MM4346 to MM4355 

MM4356, P-51D-25-NA, 44-74150 

MM4357, P-51D-25-NA, 44-74178 

MM4358, P-51D-25-NA, 44-74179 

MM4359, P-51D-25-NA, 44-74183 

MM4360, P-51D-25-NA, 44-74187 

MM4361, P-51D-25-NA, 44-74191 

MM4362, P-51D-25-NA, 44-74196 

MM4363, P-51D-25-NA, 44-74199 

MM4364, P-51D-25-NA, 44-74200 

MM4365, P-51D-25-NA, 44-74203 

MM4366, P-51D-25-NA, 44-74206 

MM4367, P-51D-25-NA, 44-74212 

MM4368, P-51D-25-NA, 44-74218 

MM4369, P-51D-25-NA, 44-74222 

MM4370, P-51D-25-NT, 44-84548 

MM4371, P-51D-25-NT, 44-84563 

MM4372, P-51D-25-NT, 44-84565 

MM4373, P-51D-25-NT, 44-84575 

MM4374, P-51D-25-NT, 44-84590 

MM4375, P-51D-25-NT, 44-84591 

MM4376, P-51D-25-NT, 44-84592 

MM4377, P-51D-25-NT, 44-84593 

MM4378, P-51D-25-NT, 44-84594 

MM4379, P-51D-25-NT, 44-84596 

MM4380, P-51D-25-NT, 44-84598 

MM4381, P-51D-25-NT, 44-84601 

MM4382, P-51D-25-NT, 44-84605 

MM4383, P-51D-25-NT, 44-84606 

MM4384, P-51D-25-NT, 44-84607 

MM4385, P-51D-25-NT, 44-84612 

MM4386, P-51D-25-NT, 44-84613 

MM4387, P-51D-25-NT, 44-84615 

MM4388, P-51D-25-NT, 44-84617 

MM4389, P-51D-25-NT, 44-84618 

MM4390, P-51D-25-NT, 44-84624 

MM4391, P-51D-25-NT, 44-84626 

MM4392, P-51D-25-NT, 44-84630 

MM4393, P-51D-25-NT, 44-84632 

MM4394, P-51D-25-NT, 44-84635 

MM4395, P-51D-25-NT, 44-84636 

MM4396, P-51D-25-NT, 44-84637 

MM4397, P-51D-25-NA, 44-73220 

MM4398, P-51D-25-NA, 44-73970 

MM4399, P-51D-25-NT, 44-84639 

MM4400, P-51D-25-NT, 44-84640 

MM4401, P-51D-25-NT, 44-84641 

MM4402, P-51D-25-NT, 44-84642 


MM4404, P-51D-25-NT, 44-84644 

MM4405, P-51D-25-NT, 44-84645 

MM4406 to MM4408 were heavily damaged and rebuilt for service 

MM4431 and MM4432, two additional Mustangs acquired late

Costa Rican Air Force Mustangs

Black 1, F-51D-25-NA, 44-73193; sold as N6170U in 1964 

Black 2, F-51D-25-NA, 44-73339; shot down during combat sortie 01/19/55 

Black 3, F-51D-25-NT, 45-11386; crashed during flight demonstration at an air show 01/22/56 

Black 4, F-51D-30-NA, 44-74978; sold as N6169U in 1964 

(Four former 182nd Fighter Squadron F-51Ds of the Texas Air National Guard; 44-73193, 44-73339, 44-74978, and 45-11386 that served from 1955 to 1964.)

Uruguayan Air Force Mustangs

250 to 274 

250, 44-63518, F-51D-20-NA 

251, 44-63392, F-51D-20-NA 

252, 44-63476, F-51D-20-NA 

253, 44-63478, F-51D-20-NA 

254, 44-63485, F-51D-20-NA 

255, 44-63492, F-51D-20-NA 

256, 44-63508, F-51D-20-NA 

257, 44-63517, F-51D-20-NA 

258, 44-63530, F-51D-20-NA 

259, 44-63535, F-51D-20-NA 

260, 44-63549, F-51D-20-NA 

261, 44-63553, F-51D-20-NA 

262, 44-63559, F-51D-20-NA 

263, 44-63574, F-51D-20-NA 

264, 44-63575, F-51D-20-NA 

265, 44-63577, F-51D-20-NA 

266, 44-63593, F-51D-20-NA 

267, 44-63594, F-51D-20-NA 

268, 44-63611, F-51D-20-NA 

269, 44-63613, F-51D-20-NA 

270, 44-63615, F-51D-20-NA 

271, 44-63618, F-51D-20-NA 

272, 44-63807, F-51D-20-NA 

273, 44-63750, F-51D-20-NA 

274, 44-63640, F-51D-20-NA

French Air Force (Armée de l’Air) Mustangs

USAAF Serial Number, Designation, Unit(s), Comment 

GR – Groupe de Reconnaissance 

42-103494, P-51C-5-NT, GR 2/33 

42-106593, P-51B-10-NA, GR 2/33 and CRRT 433 

43-6979, P-51B-5-NT, CRRT 433 and GE 2/33 

43-7045, P-51B-5-NA, GR 2/33, fitted with the ‘Malcolm Hood’ 

43-7053, P-51B-5-NA, GR 2/33 

43-24976, P-51C-10-NT, GR 2/33 

43-24990, P-51C-10-NT, GR 2/33 

43-25164, P-51C-10-NT, GR 2/33 and CRRT 433 

43-25167, P-51C-10-NT, GR 2/33 and CRRT 433 

43-25169, P-51C-10-NT, GR 2/33 and GR 1/33 

43-25173, P-51C-10-NT, GR 2/33 and GR 1/33 

44-10878, P-51C-10-NT, unknown 

44-10884, P-51C-10-NT, unknown 

44-10885, P-51C-10-NT, unknown 

44-10886, P-51C-10-NT, GR 2/33 and GR 1/33 

44-10889, P-51C-10-NT, CRRT 433 and GR 2/33 

44-10894, P-51C-10-NT, GR 2/33 and GR 1/33 

44-10898, P-51C-10-NT, CRRT 433 

44-12471, P-51K-1-NT, GR 2/33, modified into a ‘piggy-back’ two-seater 

44-14391, P-51D-10-NA, GR 2/33 and CRRT 433 

44-14417, P-51D-10-NA, GR 1/33 

44-14494, P-51D-10-NA, GR 2/33 

44-14508, P-51D-10-NA, GR 2/33 

44-14512, P-51D-10-NA, GR 2/33 

44-14605, P-51D-10-NA, GR 2/33 

44-14643, P-51D-10-NA, GR 2/33 

44-14683, P-51D-10-NA, GR 2/33 and CRRT 433 

44-14697, P-51D-10-NA, GR 2/33 

44-14717, P-51D-10-NA, GR 2/33 

44-14743, P-51D-10-NA, GR 2/33 and CRRT 433 

44-14759, P-51D-10-NA, GR 2/33 

44-14779, P-51D-10-NA, GR 2/33 and CRRT 433 

44-72049, P-51D-20-NA, GR 2/33 

44-72061, P-51D-20-NA, GR 2/33 

44-72077, P-51D-20-NA, GR 2/33, modified into a ‘piggy-back’ two-seater 

44-72106, P-51D-20-NA, GR 2/33 

44-72148, P-51D-20-NA, GR 2/33 

44-72154, P-51D-20-NA, GR 1/33 and GR 2/33 

44-72155, P-51D-20-NA, GR 2/33 

44-72156, P-51D-20-NA, GR 1/33 and GR 2/33 

44-72157, P-51D-20-NA, GR 2/33 

44-72158, P-51D-20-NA, GR 2/33 

44-72174, P-51D-20-NA, GR 2/33 

44-72196, P-51D-20-NA, GR 2/33 

44-72338, P-51D-25-NA, GR 1/33 and GR 2/33 

44-72846, P-51D-25-NA, GR 2/33 

44-72897, P-51D-25-NA, GR 2/33 and CRRT 433 

44-72903, P-51D-25-NA, GR 2/33 

44-72938, P-51D-25-NA, GR 2/33 

44-73036, P-51D-25-NA, GR 2/33

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