REPUBLIC
P-47 THUNDERBOLT WW2 FG USAAF RAF SEAC ANG CBI BRAZIL PORTUGAL FRANCE IRAN PERU
AIRLIFE COMBAT LEGENDS SOFTBOUND
BOOK in ENGLISH by JERRY SCUTTS
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Additional Information from
Internet Encyclopedia
The Republic P-47 Thunderbolt
was the largest, heaviest, and most expensive fighter aircraft in history to be
powered by a single piston engine. It was heavily armed with eight .50-caliber
machine guns, four per wing. When fully loaded, the P-47 weighed up to eight
tons, and in the fighter-bomber ground-attack roles could carry five-inch
rockets or a significant bomb load of 2,500 pounds; it could carry over half
the payload of the B-17 bomber on long-range missions (although the B-17 had a
far greater range). The P-47, based on the powerful Pratt & Whitney R-2800
Double Wasp engine, was to be very effective as a short-to-medium range escort
fighter in high-altitude air-to-air combat and, when unleashed as a
fighter-bomber, proved especially adept at ground attack in both the World War
II European and Pacific Theaters.
The P-47 was one of the main
United States Army Air Forces (USAAF) fighters of World War II, and served with
other Allied air forces, notably those of France, Britain, and Russia. Mexican
and Brazilian squadrons fighting alongside the U.S. were equipped with the
P-47.
The XP-47B was of all-metal
construction (except for the fabric-covered tail control surfaces) with
elliptical wings, with a straight leading edge that was slightly swept back.
The cockpit was roomy and the pilot's seat was comfortable"like a lounge
chair", as one pilot later put it. The pilot was provided with every
convenience, including cabin air conditioning. The canopy doors hinged upward.
Main and auxiliary self-sealing fuel tanks were placed under the cockpit,
giving a total fuel capacity of 305 U.S. gal (1,155 L). The armament consisted of eight .50 calibre
(12.7 mm) "light-barrel" Browning AN/M2 machine guns, four in each
wing. The guns were staggered to allow feeding from side-by-side ammunition
boxes, each with a 350-round capacity.
Initial deliveries of the
Thunderbolt to the USAAF were to the 56th Fighter Group, which was also on Long
Island. The 56th served as an operational evaluation unit for the new fighter.
Teething problems continued. A Republic test pilot was killed in the fifth
production P-47B when it went out of control in a dive on 26 March 1942, and crashed
due to failure of the tail assembly, after fabric-covered tail surfaces
ballooned and ruptured. The introduction of revised rudder and elevator balance
systems and other changes corrected these problems. In spite of the problems,
the USAAF was interested enough to order an additional 602 examples of the
refined P-47C, with the first of the variant delivered in September 1942.
Essentially similar to the
P-47B, the initial P-47C featured strengthened all-metal control surfaces, an
upgraded GE turbosupercharger regulator, and a short vertical radio mast. After
the initial manufacture of a block of 57 P-47Cs, production moved to the
P-47C-1, which had a 13 in (33 cm) fuselage extension forward of the cockpit at
the firewall to correct center of gravity problems, ease engine maintenance and
allow installation of a new engine mount. There were a number of other changes,
such as revised exhausts for the oil coolers, and fixes to brakes,
undercarriage and electrical systems, as well as a redesigned rudder and elevator
balance. The 55 P-47C-1s were followed by 128 P-47C-2s which introduced a
centerline hardpoint with under-fuselage shackles for either a 500 lb (227 kg)
bomb or a 200 U.S. gal (758 l, 167 Imp gal) fuel tank that conformed to the
underside of the fuselage. The main production P-47C sub-variant was the
P-47C-5 which introduced a new whip antenna and the R-2800-59 engine with
water-methanol injection with a war emergency power rating of 2,300 hp (1,716
kW). With the use of pressurized drop tanks, the P-47C was able to extend its
range on missions beginning 30 July 1943.
By the end of 1942, most of the
troubles with the P-47 had been worked out and P-47Cs were sent to England. The
56th FG was sent overseas to join the Eighth Air Force, whose 4th and 78th Fighter
Groups would be equipped with the Thunderbolt as well.
Refinements of the Thunderbolt
continued, leading to the P-47D, which was the most produced version with
12,602 built. The "D" model actually consisted of a series of
evolving production blocks, the last of which were visibly different from the
first.
The first P-47Ds were actually
the same as P-47Cs. Republic could not produce Thunderbolts fast enough at its
Farmingdale plant on Long Island, so a new plant was built at Evansville,
Indiana. The Evansville plant built a total of 110 P-47Ds, which were
completely identical to P-47C-2s. Farmingdale aircraft were identified by the
"-RE" suffix after the block number, while Evansville aircraft were
given the "-RA" suffix.
The P-47D-1 through P-47D-6, the
P-47D-10, and the P-47D-11 successively incorporated changes such as the
addition of more engine cooling flaps around the back of the cowl to reduce the
engine overheating problems that had been seen in the field. Engines and engine
subsystems saw refinement, as did the fuel, oil and hydraulic systems.
Additional armor protection was also added for the pilot.
The P-47D-15 was produced in
response to requests by combat units for increased range. The internal fuel
capacity was increased to 375 U.S. gal (1,421 l) and the bomb racks under the
wings were made "wet" (equipped with fuel plumbing) to allow a
jettisonable drop tank pressurized by vented exhaust air to be carried under
each wing, in addition to the belly tank.
The P-47D-16, D-20, D-22 and
D-23 were similar to the P-47D-15 with minor improvements in the fuel system,
engine subsystems, a jettisonable canopy, and a bulletproof windshield.
Beginning with the block 22 aircraft, the original narrow-chorded Curtiss
propeller was replaced by propellers with larger blades, the Evansville plant
switching to a new Curtiss propeller with a diameter of 13 ft (3.96 m) and the
Long Island plant using a Hamilton Standard propeller with a diameter of 13 ft
2 in (4.01 m). With the bigger propellers having barely 6 in (152 mm) of ground
clearance, Thunderbolt pilots had to learn to be careful on takeoffs to keep
the tail down until they obtained adequate ground clearance, and on landings to
flare the aircraft properly. Failure to do so damaged both the propeller and the
runway. A modification to the maingear legs was installed to extend the gear
legs via an electric motor (un-extending before retract) to accommodate the
larger propeller diameter. The P-47D-25 was a model with increased range,
firepower, and maneuverability.
Even with two Republic plants
rolling out the P-47, the USAAF still was not getting as many Thunderbolts as
they wanted. Consequently, an arrangement was made with Curtiss to build the
aircraft under license in a plant in Buffalo, New York. The Curtiss plant
experienced serious problems and delays in producing Thunderbolts, and the 354
Curtiss-built fighters were relegated to stateside advanced flight training.
The Curtiss aircraft were all designated P-47G, and a "-CU" suffix
was used to distinguish them from other production.
By the end of 1942, P-47Cs were
sent to England for combat operations. The initial Thunderbolt flyers, 56th
Fighter Group, was sent overseas to join the 8th Air Force. As the P-47
Thunderbolt worked up to operational status, it gained a nickname: the "Jug"
(because its profile was similar to that of a common milk jug of the time). Two
Fighter Groups already stationed in England began introducing the Jugs in
January 1943: the Spitfire-flying 4th Fighter Group, a unit built around a core
of experienced American pilots who had flown in the RAF Eagle Squadrons prior
to the US entry in the war; and the 78th Fighter Group, formerly flying P-38
Lightnings.
Beginning in January 1943,
Thunderbolt fighters were sent to the joint Army Air Forces civilian
Millville Airport in Millville, New Jersey in order to train civilian and
military pilots.
The first P-47 combat mission
took place 10 March 1943 when the 4th FG took their aircraft on a fighter sweep
over France. The mission was a failure due to radio malfunctions. All P-47s
were refitted with British radios, and missions resumed 8 April. The first P-47
air combat took place 15 April with Major Don Blakeslee of the 4th FG scoring
the Thunderbolt's first air victory (against a Focke-Wulf Fw 190).
By mid-1943, the Jug was also in
service with the 12th Air Force in Italy and against the Japanese in the
Pacific, with the 348th Fighter Group flying missions out of Port Moresby, New
Guinea. By 1944, the Thunderbolt was in combat with the USAAF in all its
operational theaters except Alaska.
Luftwaffe ace Heinz Bär said
that the P-47 "could absorb an astounding amount of lead [from shooting at
it] and had to be handled very carefully". Although the North American
P-51 Mustang replaced the P-47 in the long-range escort role in Europe, the
Thunderbolt still ended the war with 3,752 air-to-air kills claimed in over
746,000 sorties of all types, at the cost of 3,499 P-47s to all causes in
combat. By the end of the war, the 56th FG was the only 8th Air Force unit
still flying the P-47, by preference, instead of the P-51. The unit claimed
677.5 air victories and 311 ground kills, at the cost of 128 aircraft.
Lieutenant Colonel Francis S. Gabreski scored 28 victories, Captain Robert S.
Johnson scored 27 (with one unconfirmed probable kill leading to some giving
his tally as 28),[19] and 56th FG Commanding Officer Colonel Hubert Zemke
scored 17.75 kills. Despite being the sole remaining P-47 group in the 8th Air
Force, the 56th FG remained its top-scoring group in aerial victories
throughout the war.
With increases in fuel capacity
as the type was refined, the range of escort missions over Europe steadily
increased until the P-47 was able to accompany bombers in raids all the way
into Germany. On the way back from the raids, pilots shot up ground targets of
opportunity, and also used belly shackles to carry bombs on short-range
missions, which led to the realization that the P-47 could perform a
dual-function on escort missions as a fighter-bomber. Even with its complicated
turbosupercharger system, its sturdy airframe and tough radial engine could
absorb a lot of damage and still return home.
The P-47 gradually became the
USAAF's primary fighter-bomber, by late 1943, early versions of the P-47D
carrying 500 lb (227 kg) bombs underneath their bellies, mid production
versions of the P-47D could carry 1000 lb bombs and M8 4.5 in (115 mm) rockets
under their wings or from the last version of the P-47D in 1944, 5 in (127 mm)
High velocity aircraft rockets (HVARs, also known as "Holy Moses").
From D-Day until VE day, Thunderbolt pilots claimed to have destroyed 86,000
railroad cars, 9,000 locomotives, 6,000 armored fighting vehicles, and 68,000
trucks.[21] During Operation Cobra, in the vicinity of Roncey, P-47 Thunderbolts
of the 405th Fighter group destroyed a German column of 122 tanks, 259 other
vehicles, and 11 artillery pieces.
With the end of World War II,
orders for 5,934 were cancelled. The P-47 continued serving with the U.S. Army
Air Forces through 1947, the USAAF Strategic Air Command from 1946 through
1947, the active duty United States Air Force until 1949, and with the Air
National Guard until 1953, receiving the designation F-47 in 1948.
P-47s served as spotters for
rescue aircraft such as the OA-10 Catalina and Boeing B-17H. In 1950, P-47
Thunderbolts were used to suppress the declaration of independence in Puerto
Rico by nationalists during the Jayuya Uprising.
The P-47 was not deployed to
Korea for the Korean War. The North American P-51 Mustang was used by the USAF,
mainly in the close air support role. Since the Mustang was more vulnerable to
being shot down, (and many were lost to anti-aircraft fire), some former P-47
pilots suggested the more durable Thunderbolt should have been sent to Korea.
However, the P-51D was available in greater numbers in the USAF and ANG
inventories.
Due to continued postwar service
with U.S. military and foreign operators, a number of P-47s have survived to
the present day, and a few are still flying.
The Cuban Air Force took
delivery of 29 ex-USAF airframes and spares. By the late 1950s the P-47 was
considered obsolete but were well suited for COIN tasks. Some fought Castro's
rebellion.
P-47s were operated by several
Allied air arms during World War II. The RAF received 240 razorback P-47Ds
which they designated "Thunderbolt Mark I", and 590 bubbletop
P-47D-25s, designated "Thunderbolt Mark IIs". With no need for
another high-altitude fighter, the RAF adapted their Thunderbolts for ground
attack, a task for which the type was well suited. Once the Thunderbolts were
cleared for use in 1944, they were used against the Japanese in Burma by 16 RAF
squadrons of the South East Asia Command from India. Operations with army
support (operating as "cab ranks" to be called in when needed),
attacks on enemy airfields and lines of communication, and escort sorties. They
proved devastating in tandem with Spitfires during the Japanese breakout
attempt at the Sittang Bend in the final months of the war. The Thunderbolts
were armed with three 500 lb (227 kg) bombs or, in some cases, British "60
pound" (27 kg) RP-3 rocket projectiles. Long range fuel tanks gave five
hours of endurance. Thunderbolts flew escort for RAF Liberators in the bombing
of Rangoon. Thunderbolts remained in RAF service until October 1946. Post-war
RAF Thunderbolts were used in support of the Dutch attempts to reassert control
of Batavia. Those squadrons not disbanded outright after the war re-equipped
with British-built aircraft such as the Hawker Tempest.
During the Italian campaign, the
"1º Grupo de Caça da Força Aérea Brasileira" (Brazilian Air Force 1st
Fighter Squadron) flew a total of 48 P-47Ds in combat (of a total of 67
received, 19 of which were backup aircraft). This unit flew a total of 445
missions from November 1944 to May 1945 over northern Italy and Central Europe,
with 15 P-47s lost to German flak and five pilots being killed in action.[27]
In the early 1980s, this unit was awarded the "Presidential Unit
Citation" by the American government in recognition for its achievements
in World War II.
From March 1945 to the end of
the war in the Pacificas Mexico had declared war on the Axis on May 22,
1942the Mexican Escuadrón Aéreo de Pelea 201 (201st Fighter Squadron) operated
P-47Ds as part of the U.S. 5th Air Force in the Philippines. In 791 sorties
against Japanese forces, the 201st lost no pilots or aircraft to enemy action.
The French Air Force received
446 P-47Ds from 1943. These aircraft saw extensive action in France and Germany
and again in the 1950s during the Algerian War of Independence.
After World War II, the Italian
Air Force (AMI) received 75 P-47D-25s sent to 5˚ Stormo, and 99 to the 51˚.
These machines were delivered between 1947 and 1950. However, they were not
well liked, as the Italian pilots were used to much lighter aircraft and found
the controls too heavy. Nevertheless, the stability, payload and high speed
were appreciated. Most importantly, the P-47 served as an excellent transition
platform to heavier jet fighters, including the F-84 Thunderjet, starting in
1953.
The type was provided to many
Latin American air forces some of which operated it into the 1960s. Small
numbers of P-47s were also provided to China, Iran, Turkey and Yugoslavia.
The U.S. sent 203 P-47Ds to the
Soviet Union. In mid-1943, the Soviet high command showed an interest in the
P-47B. Three P-47D-10-REs were ferried to the Soviet Air Forces (VVS) via
Alaska in March 1944. Two of them were tested in AprilMay 1944. Test pilot
Aleksey N. Grinchik noted the spacious cockpit with good ventilation and a good
all-around view. He found it easy to fly and stable upon take-off and landing,
but it showed excessive rolling stability and poor directional stability.
Soviet engineers disassembled the third aircraft to examine its construction.
They appreciated the high production standards and rational design well-suited
to mass production, and the high reliability of the hard-hitting Browning
machine guns. With its high service ceiling, the P-47 was superior to fighters
operating on the Eastern front, yielding a higher speed above 30,000 feet
(9,000 m). The Yakovlev Yak-9, Lavochkin La-5FN, Messerschmitt Bf 109G and
Focke-Wulf Fw 190A outperformed the early model P-47 at low and medium
altitude, where the P-47 had poor acceleration and performed aerobatics rather
reluctantly. In mid-1944, 200 P-47D-22-REs and P-47D-27-REs were ferried to the
USSR via Iraq and Iran. Many were sent to training units. Less than half reached
operational units, and they were rarely used in combat. The fighters were
assigned to high-altitude air defense over major cities in rear areas. Unlike
their Western counterparts, the VVS made little use of the P-47 as a ground
attack aircraft, depending instead on their own widely producedwith 36,183
examples built during the warspecial-purpose, armored ground-attack aircraft,
the Ilyushin Il-2. At the end of the war, Soviet units held 188 P-47s.