I haven't mentioned the stall characteristics of the airplane yet because they were no surprise. I expected a fairly wild ride (regardless of what the flight manual said), and I got it. We conducted what were essentially power-off stalls, both straight ahead and turning. We had the power way back at 24 inches and set 3,000 rpm on the prop. Straight ahead, we got a little bit of elevator buffet about 5 knots before the stall. At the stall the right wing dropped, quickly I might add, to about 45 degrees of bank. But as soon as I relaxed the stick, she started flying again, and it was very easy to pick up the wing with rudder. Turning stalls were started at 130 kias and the same low power setting. I rolled into a 60-degree left bank and pulled a nice 2G turn. About 90 degrees into the turn I picked up a slight buffet and, WHAM, the airplane quickly snapped into 135 degrees of left bank. Releasing stick pressure, right rudder and a little right stick quickly brought everything back to normal. I can only imagine the wild ride we would have had if the throttle had been up, as it would be in combat. Yikes. I think with time in the airplane, you'd get a good feel for where the limit is, but once you reach that limit, hold on tight. Not much margin there. Even the normally understated test pilots described the Mustang's stall and departure characteristics as "vicious." Again, my personal "respect-o-meter" for the boys flying combat in these airplanes went up a few notches.