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The North American Aviation P-51 Mustang is an American long-range, single-seat fighter and fighter-bomber used during World War II and the Korean War, among other conflicts. The Mustang was designed in April 1940 by a design team headed by James Kindelberger of North American Aviation (NAA) in response to a requirement of the British Purchasing Commission. The Purchasing Commission approached North American Aviation to build Curtiss P-40 fighters under license for the Royal Air Force (RAF). Rather than build an old design from another company, North American Aviation proposed the design and production of a more modern fighter.

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The prototype NA-73X airframe was rolled out on 9 September 1940, 102 days after the contract was signed, and first flew on 26 October. The Mustang was designed to use the Allison V-1710 engine, which had limited high-altitude performance in its earlier variants. The aircraft was first flown operationally by the Royal Air Force (RAF) as a tactical-reconnaissance aircraft and fighter-bomber (Mustang Mk I).

Replacing the Allison with a Rolls-Royce Merlin resulted in the P-51B/C (Mustang Mk III) model and transformed the aircraft's performance at altitudes above 15,000 ft (4,600 m) (without sacrificing range), The definitive version, the P-51D, was powered by the Packard V-1650-7, a license-built version of the two-speed two-stage-supercharged Merlin 66, and was armed with six .50 caliber (12.7 mm) AN/M2 Browning machine guns. From late 1943, P-51Bs and P-51Cs (supplemented by P-51Ds from mid-1944) were used by the USAAF's Eighth Air Force to escort bombers in raids over Germany, while the RAF's Second Tactical Air Force and the USAAF's Ninth Air Force used the Merlin-powered Mustangs as fighter-bombers, roles in which the Mustang helped ensure Allied air superiority in 1944. At the start of the Korean War, the Mustang, by then redesignated F-51, was the main fighter of the United States until jet fighters, including North American's F-86, took over this role; the Mustang then became a specialized fighter-bomber.

Despite the advent of jet fighters, the Mustang remained in service with some air forces until the early 1980s. After the Korean War, Mustangs became popular civilian warbirds and air racing aircraft. North American NA-73X, with a short carburetor air intake scoop and the frameless, rounded windshield: On the production Mustang Mk Is, the frameless windshield was replaced with a three-piece unit that incorporated a bullet-resistant windshield. Self was given overall responsibility for Royal Air Force (RAF) production, research and development, and also served with Sir Wilfrid Freeman, the Air Member for Development and Production. aircraft then in production or flying met European standards, with only the Curtiss P-40 Tomahawk coming close. Self also sat on the British Air Council Sub-committee on Supply (or "Supply Committee") and one of his tasks was to organize the manufacturing and supply of American fighter aircraft for the RAF. The Curtiss-Wright plant was running at capacity, so P-40s were in short supply.

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North American Aviation (NAA) was already supplying its Harvard trainer to the RAF, but was otherwise underused. NAA President "Dutch" Kindelberger approached Self to sell a new medium bomber, the North American B-25 Mitchell. Instead, Self asked if NAA could manufacture P-40s under license from Curtiss.

Kindelberger said NAA could have a better aircraft with the same Allison V-1710 engine in the air sooner than establishing a production line for the P-40. John Attwood of North American spent much time from January to April 1940 at the British Purchasing Commission's offices in New York discussing the British specifications of the proposed airplane with British engineers.   The discussions consisted of free hand conceptual drawings of an airplane with the British officials.  

Sir Henry Self was concerned that North American had not ever designed a fighter, insisting they obtain the drawings and study the Curtiss XP-46 experimental aircraft and the wind tunnel test results for the P-40, before presenting them with detailed design drawings based on the agreed concept. North American purchased the drawings and data from Curtiss for £56,000, confirming the purchase with the Purchasing Commission.

The Purchasing Commission approved the resulting detailed design drawings, signing the commencement of the Mustang project on , firmly ordering 320 airplanes on . Prior to this North American only had a draft letter for an order of 320 aircraft. Curtiss engineers accused North American of plagiarism.

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The British Purchasing Commission stipulated armament of four .303 in (7.7 mm) machine guns (as used on the Tomahawk), a unit cost of no more than $40,000 and delivery of the first production aircraft by January 1941. One was a wing designed using laminar flow airfoils, which were developed co-operatively by North American Aviation and the National Advisory Committee for Aeronautics (NACA). During the development of the NA-73X, a wind tunnel test of two wings, one using NACA five-digit airfoils and the other using the new NAA/NACA 45–100 airfoils, was performed in the University of Washington Kirsten Wind Tunnel. The results of this test showed the superiority of the wing designed with the NAA/NACA 45–100 airfoils. after much development, they discovered that the cooling assembly could take advantage of the Meredith effect: in which heated air exited the radiator with a slight amount of jet thrust. Because NAA lacked a suitable wind tunnel to test this feature, it used the GALCIT 3.0 m (10 ft) wind tunnel at the California Institute of Technology. This led to some controversy over whether the Mustang's cooling system aerodynamics were developed by NAA's engineer Edgar Schmued or by Curtiss, as NAA had purchased the complete set of P-40 and XP-46 wind tunnel data and flight test reports. The prototype NA-73X was rolled out in September 1940, just 102 days after the order had been placed; it first flew on 26 October 1940, 149 days into the contract, an uncommonly short development period, even during the war.

the prototype handled well and accommodated an impressive fuel load. The aircraft's three-section, semi-monocoque fuselage was constructed entirely of aluminum to save weight.