Big John wrote:

Dudley talks about 2700 rpm and 45 inches MP. The birds I flew used
115/145 octane gas (no longer available to the normal war bird) and we
used 3000 rpm and 61 inches for all take offs. Pre landing check, we
put the prop full forward (low pitch position) and on go around the
rpm would go to 3000 rpm with throttle application.

The 45 inches Dudley talks about is based up the octane of fuel
available today and pulling less power is easier on engine and less
out of pocket expense for maintenance and overhaul for the owners.
Uncle Sam paid for my airplane so I flew it like they said )


Actually John, the gas difference only applies to maximum power;
dropping max to 55 inches. METO isn't affected. With the "good gas"
normal take off for the 51 is as you guys flew it; 61" and 3000RPM. I
flew it that way as well when the high octane fuel was available.

Normal Dash-1 for the airplane even with the 55 inch power restriction
is still to run the prop up to 2700 on final and then use 46"
recommended for a go-around if needed.

A lot of 51 pilots did as you say and ran the prop all the way up to
3000 and used full power for a go-around but this an option and not
called for in the Dash 1.
With 100 LL gas, the Mustang is restricted to 55 inches and take offs
are done using this power setting with the prop all the way up. METO is
still 46 inches and 2700RPM and is still the recommended setting for a
go around.
Go arounds in the Mustang are fairly standard stuff if handled correctly
after proper training in how to perform them properly.
For training purposes you might want to be stepping up the power through
a go-around transition but sometimes when power is needed on a bounce
recovery you can't step the power. The "secret" to remaining in one
piece in the 51 is to be SMOOTH on the throttle with adequate rudder and
indeed some aileron as needed to control torque. Also on a bounce in a
51, you NEVER let it arc on you so that you end up apexed low and slow
at high AOA. THAT will get you killed!
Normal bounce procedure for the 51 for me anyway (of course I didn't
bounce it in all that much :-) is to neutralize the bounce by flattening
out any tendency to arc upward while maintaining directional control and
play the airspeed vs as little power as necessary to recover the bounce
tail low but on the mains again at the right touchdown speed. If this
can't be done due to the prevailing conditions of the bounce, smooth
power application, right rudder and right aileron should be used
together and extremely smoothly to fly the airplane out of the bounce
and into a go-around transition. I've done these many times in the
Mustang without incident and have always taught that power wasn't what
killed you on a go-around in the 51, but the WAY you used that power.

The right rudder trim setting on the Mustang at 6 degrees right for
takeoff is more to have the airplane trimmed after the initial power
reduction to METO in the climb rather than to help with torque on the
takeoff roll.
The bottom line on all this is that every 51 driver flies the airplane
just a bit differently then the next guy. My recommendation to pilots
moving into the 51 was to fly the airplane by the book and fly it smoothly.
Dudley Henriques