Warbird Adventures...

[The Inspector]

Seriously cool helmet & goggles in the last photo!

Be interesting to hear your comments regarding the D in comparison to your regular ride (maybe you need to slap a bumper sticker on the tail that sez "My other Mustang is a D").

I keep wondering this: why's everyone got flaps out? Seems like the Jet should be the one struggling to go slow while everyone else is cleaned up and cookin' along, though it ain't like I pretend to know caca about formations with 262's in 'em................

The flaps are out so that the formation can keep up with the slowest aircraft of the group - the B-24. They are probably at about 150 knots or so at most, so even the P-51's need a bit of flap. The Me-262 needs lots of flap (and slat) at those speeds.

Good thing that 909 wasn't along or everyone would have to hold their hats outside to slow down enough to stay with it.

[RickH]

Mac just doesn't like to go fast !

[JimH]

Yes, the flaps are mandatory when flying with the 24...it will do about 160-165 in cruise, which is just slow enough to require flaps...especially for the jet.

C to D...I'm no expert on D's but I can give first impressions. I've flown Crazy Horse and Lady Jo from the back seat but until now never flew a D from the front. Its different, alot different.

Cockpit:
C, In the cockpit you are much farther aft of the panel and windscreen and much more reclined. It feels like you are sitting lower and the forward sight picture is confined to the peripheral vision. The trim and throttle quadrant is much more user friendly in the C as the hands fall more naturally on the trim wheels and flap handle. The early style "ball" throttle is much more forward and aligned with the left arm than the D's handle bar throttle which juts out from the longeron.

D, In the cockpit you are closer to the panel and wind screen, it feels higher but that is because of the canopy rail structure sitting higher on the top longerons. The big one piece canopy is a blessing and almost makes every other issue moot. The seat feels more "upright" and the visibility is outstanding. The trim wheels and flap handles do not fall naturally under your hand and require a bit of getting used to, but NOT bad. The throttle grip really sticks out and I found myself using the elbow of the throttle rather than the handle to manipulate the manifold pressure.

Taxi:
C, Its blind, but I am so used to it I don't even notice, "S" turning is mandatory as is a closed canopy, too easy to damage with all that prop wash.

D, With the canopy open you can pretty much drive straight, BUT "S" turning is still mandatory, 1000% easier to see what is ahead of you.

Takeoff:
C, The C is pretty blind until the tail comes up, and even then its not that great and you never stop using your peripheral vision.

D, The D is beautiful, as soon as the tail is up its like sitting in a 172. The D got off the ground ALOT faster than the C but this could be because of the weight, I think the D is lighter than the C, but I am sure that is airplane specific. They both handle the same on the takeoff run and directional control feels identical.

Flying:
C, Of course the visibility is restricted with the canopy framing but the handling is identical. I really think the visibility the D affords you really gives you a sense of invincibility. I think the saying "head on a swivel" originated in the C because there is no way to move side to side...just left and right and straight up.

D, Both aircraft feel exactly the same in roll, pitch and yaw. Aerobatics are identical. The forward sight picture in level flight is distinctly different as the D model affords a much greater field of fire with less cowling visible. The B trims level with about half the cowling still visible.

Landing:
C, Forward visibility goes away once you are lined up and starting to flare...back to peripheral, the C also favors a tail low touchdown and is easy to 3 point, although we don't to save stress on the tail structure.

D, Forward visibility isn't an issue and since my first landing was on a 4,000ft strip I crossed the threshold at 110mph tail low...still had plenty of forward visibility. The second landing was on a much longer runway and I took my time, wheeled it on and flew the tail down...really really comfortable...the best part was cranking the canopy open while exiting the runway.

Last edited by JimH on Thu Apr 04, 2013 5:56 am, edited 1 time in total.

[Lynn Allen]

Did you fly Zane around on Monday??

[JimH]

I ruined Zane for any further flying he may do

[LadyO2Pilot]

I ruined Zane for any further flying he may do

[Ztex]

I ruined Zane for any further flying he may do

Yep....ruined for life.....
But it was worth it!

[AvroAvian]

Terrific set of photos and thanks for the C-D comparison Jim.

[JimH]

a couple from Santa Fe...cold and windy but a great sky.

[Bearcat SA]

Well finally I can post a bit of real life warbirding ... from South Africa
I was in a T-28 ZU-FOY and stacked next to me were T-28 ZU-FWH , T-28 ZU-VNM and P-51 Mustang N72FT

[Lynn Allen]

I ruined Zane for any further flying he may do

Yep....ruined for life.....
But it was worth it!

Yep, he'll have that HeeHaw grin for life now...

Lynn

[JimH]

flew the jet...pretty spectacular, glad these didn't appear a year or two earlier. Quite the machine. PS way to go Bearcat!!!

[bombadier29]

I did not know that the ME-262 didn't have shoulder harnesses on the seat belts! With the back of the seat being so short the restaint might have done more harm than good as far as accident injuries go.

[The Inspector]

.....and no one who worked on it all that time @ STORMBIRDS was given a 'payoff' ride in it.

[bombadier29]

.....and no one who worked on it all that time @ STORMBIRDS was given a 'payoff' ride in it.

Weren't they paid employees?