The 75 mph approach obviously produced the least time in the flare but the visibility on the approach was not as good over the long nose. Subsequent approaches were at 80 mph and 75 mph. This speed, coupled with the flap deployed to 40°, produced a very comfortable power-on approach, but the Mustang II floated considerably in the flare, especially when accomplishing a three-point landing. Initial landing practice was accomplished on a 5,500 ft runway and I took at approach speed of 85 mph (1.3 x Vso). The visibility is what you’d expect from the “chop top” canopy and the saving grace is the three point attitude on the ground affords some limited forward visibility.Īpproach and landing: There is not much to the approach other than planning ahead to get the aircraft slowed down. Most switches are dual stacked on the pilot’s side, but this builder actually put a few switches on the wall behind the passenger’s seat. There is a single airliner-style vent on the right side of the instrument panel to help keep things cool once you slide the canopy closed for takeoff.
Mus2 bushby mustang ii full#
This tells you that I had my hands full with this plane because I’m usually highly attuned the comfort of a plane’s seat due to some chronic back issues.
Once I got into the Mustang II and cranked her up I was so focused on taxi, takeoff, cruise and landing, that I actually forgot to evaluate how comfortable the seat is. Constant speed props are unusual on Mustang IIs and the space for the prop control is a bit tight between the throttle and the mixture. The pilot’s stick is between your legs and the singular throttle, prop control and mixture are push/pull/twist style and low on the instrument panel. You have about 18 inches of clearance so keep that waist trim! The seat back angle is adjustable but you can’t slide the seat forward.
Ergonomics: Step over the flap, onto the wing, then onto the seat and ease yourself down into the cockpit between the sliding canopy and the windscreen bow.
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