Monthly Archives: March 2026

Fighter, Fighterbomber, U.S. Army Air Force

North American P-51D-20 Mustang, 39th FG, 35th FG, 5th AF, (Eduard Models)

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TYPE: Long-range fighter and fighter bomber

ACCOMMODATION:  Pilot only

POWER PLANT: One Packard (Rolls Royce) V-1650-7 Merlin liquid-cooled engine, rated at 1,720 hp at WEP (War Emergency Power)

PERFORMANCE: 440 mph

COMMENT: The origins of the North American P-51 Mustang can be traced back to a request from the British Purchasing Commission in 1940, indicating their interest in acquiring an American aircraft. Seeking advanced fighters, they sought American manufacturers to create high-altitude, long-range aircraft. Rather than continuing the production of the older Curtiss P-40 fighters under license, North American Aviation took a forward-thinking approach. They proposed to pivot away from the replication of antiquated designs, advocating instead for the conceptualization and manufacturing of a more innovative model – the P-51 Mustang.
The North American Aviation design team developed the initial version of the P-51 Mustang, a trim low-wing monoplane, equipped with an Allison V-1710 engine. However, it was the incorporation of the British Rolls-Royce Merlin engine into later versions that truly transformed the aircraft into a formidable machine and led to its exceptional performance. The P-51 Mustang was designed as a single-seat aircraft, accommodating only one pilot.
The prototype, known as NA-73X, was first unveiled on September 9, 1940, and it completed its inaugural flight later that year, on October 26, 1940.
he P-51 Mustang played a vital role in various theaters of World War II as well as the Korean War. It was initially designed as a long-range bomber escort, at which it excelled, providing crucial protection for Allied bombers on missions deep into enemy territory. Its ability to accompany bombers for extended distances and engage enemy fighters in dogfights made it a formidable adversary. The P-51 also proved highly effective in ground attack and reconnaissance missions, showcasing its versatility.
While it was in production, the P-51 Mustang went through numerous noteworthy variants, each enhancing the design and performance of the preceding model. From 1940 onwards and extending beyond the end of the war, more than 20 different variants of the P-51 Mustang were manufactured.
In particular, the P-51D became the most widely produced and recognized variant, featuring a bubble canopy for improved visibility and the ability to carry a heavy payload of bombs or rockets. The P-51 Mustang boasted impressive technical characteristics that set it apart from its contemporaries.
Equipped with a powerful Rolls-Royce Merlin engine, it had exceptional speed and altitude capabilities. Its maximum speed exceeded 400 miles per hour, and it could reach altitudes of over 40,000 feet. The Mustang’s agile maneuverability made it a nimble and lethal opponent in aerial combat. The P-51D Mustang was also equipped to carry six 12.7 mm AN/M2 Browning machine guns, a payload of 450 kg of bombs, and either six or ten 127 mm T64 H.V.A.R rockets.
P-51Ds arrived in the Pacific and CBI theaters by the end of 1944. In the spring of 1945, Iwo Jima-based P-51Ds started flying long-range Boeing B-29 Superfortress escort and low-level fighter-bomber missions against ground targets in Japan.
The aircraft shown here belonged to the 39th FG, 35th FG, 5th AF, stationed in July 1945 at Iwo Jima (Ref.: https://www.aerotime.aero/articles/the-p-51-mustang-a-legendary-fighter-plane)

Luftwaffe, Nightfighter

Dornier Do 217N-1 with FuG 202 Lichtenstein BC, (Italeri Models)

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TYPE: Night-fighter

ACCOMMODATION:  Crew of four

POWER PLANT: Two Daimler-Benz DB 603A liquid-cooled engines, rated at 1,849 hp each at 6,900 ft

PERFORMANCE: 350 mph at 18,700 ft

COMMENT: The Dornier Do 217 was a bomber used by the German Luftwaffe during World War II. It was a more powerful development of the Dornier Do 17, known as the Fliegender Bleistift (flying pencil). Designed in 1937-38 as a heavy bomber but not meant to be capable of the longer-range missions envisioned for the larger Heinkel He 177 Greif (Griffon), the Do 217’s design was refined during 1939 and production began in late 1940. It entered service in early 1941 and by the beginning of 1942 was available in significant numbers. The Do 217 was also converted to become a night fighter and saw considerable action in the Defence of the Reich campaign until late in the war.
In 1941, with Germany under increased night-time attack by RAF Bomber Command and with shortages of the Messerschmitt Bf 110 and the preferred Junkers Ju 88C night fighters, it was decided to supplement the night-fighter force with a version of the Dornier Do 217 E, despite its much greater size and 15-ton weight. This aircraft, the Do 217 J, was fitted with a new “solid” nose with four forward firing 20 mm MG FF cannon and four 7.92 mm machine guns.
By October 1940, the production of heavy night fighters and night fighters such as the Do 217 and Ju 88, had been discussed comprehensively and by 5 November 1941 these discussions had been concluded. On November 1941 the Technische Amt (T.A.) had ordered the Dornier Do 217E bomber fleet to be withdrawn in accordance with a decision made earlier that year on May. Dornier designated the subject of their new project the Dornier Do 217 Z, later renamed the Do 217 J. Two versions were ordered as Dornier Do 217J- 1 and Do 217J-2 and delivered to night fighter groups began in early 1942
Complaints were made by crews about the performance of the Dornier in comparison to other German types. On 12 May 1942 Erhard Milch ordered that Dornier cease all night fighter design. It was decided that the Ju 88 series only (Ju 88 C-6) would continue to be developed and serve as a heavy night fighter. Strangely, the order was not passed onto the Dornier design team who continued to produce the Do 217N variant
After testing was satisfied the two variants, the Do 217N-1 and Do217N-2, which had two sub-variants, were fitted with FuG 202. The Do 217N-1 variants were given two sub-variants which were to follow the design of the Do 217E-2/E-4 and the Do 217J-1/J-2 with emphasis on range and endurance. Extra fuel tanks were added to the empty bomb bay. For operations over water the heavy night fighters were fitted with lifeboats and radio transmitters. The FuG X with TZG 10 and FuG 16. IFF equipment was the FuG 25s. The Do 217N also had the FuG 101 radio altimeter, blind flying equipment FuB1 2 and PeilG V. AI search radar was the FuG 202. The no longer needed bomb release gear remained, bringing the aircraft up to 33,000 lb on take-off, so it was barely able to reach 24,300 ft. Fuel consumption lightened the load, and the Dornier could reach a maximum operational ceiling of 27,600 ft. The speed of the Do 217N was a maximum of 500 kilometres per hour (270 kn) at 6,000 metres (20,000 ft). The Do 217N-2 was much improved, as it was much lighter and refined.
Overall the Dornier Do 217N-1 was an initial production of the Do 217J-1 version. Powered by a Daimler-Benz DB 603 it had similar armament to Do 217 J-2, retaining defensive armament. Entered service in April 1943. Some modified with dorsal and ventral guns replaced by wooden fairings as Do 217 N-1/U1, conversion with Schräge Musik arrangement of four upward-firing 20 mm MG 151s as Do 217 N-1/U3. About 240 aircraft were built (Ref: 24).