DCS P-47D Thunderbolt Guide
DCS P-47D Thunderbolt Guide
DCS P-47D Thunderbolt Guide
P-47D THUNDERBOLT 1
TABLE OF CONTENTS
• PART 1 – INTRODUCTION
• PART 2 – CONTROLS SETUP
• PART 3 – COCKPIT & GAUGES
• PART 4 – START-UP PROCEDURE
• PART 5 – TAKEOFF
• PART 6 – LANDING
• PART 7 – ENGINE & FUEL MANAGEMENT
• PART 8 – AERODYNAMICS & LIMITATIONS
• PART 9 – WEAPONS
• PART 10 – RADIO
• PART 11 – NAVIGATION
• PART 12 – AIRCRAFT VARIANTS
• PART 13 – AIR COMBAT
• PART 14 – TAMING TAILDRAGGERS
Special thanks to Paul "Goldwolf" Whittingham for creating the guide icons. 2
The Republic P-47 Thunderbolt was a World War II-era fighter aircraft produced by the American aerospace company Republic Aviation from 1941 through
1945. Its primary armament was eight .50-caliber machine guns, and in the fighter-bomber ground-attack role it could carry five-inch rockets or a bomb load of
THUNDERBOLT 2,500 pounds. When fully loaded, the P-47 weighed up to eight tons, making it one of the heaviest fighters of the war. The P-47 was designed around the
powerful Pratt & Whitney R-2800 Double Wasp engine, which was also used by two U.S. Navy/U.S. Marine Corps fighters, the Grumman F6F Hellcat and
the Vought F4U Corsair. The Thunderbolt was effective as a short-to medium-range escort fighter in high-altitude air-to-air combat and ground attack in both
the European and Pacific theaters.
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Originally known as the Seversky Aircraft Company, the Republic Aviation Corporation was an American aircraft manufacturer based in Farmingdale, New York,
on Long Island. By April 1939, the Seversky Aircraft Corporation had lost $550,000, and Seversky was forced out of the company he had founded back in 1931.
The board, led by financier Paul Moore, voted W. Wallace Kellett to replace him as president, and in September 1939, the company was reorganized as
the Republic Aviation Corporation.
The P-47 Thunderbolt itself was designed by Alexander Kartveli, a man of Georgian descent. It was to replace the Seversky P-35 developed earlier by a Russian
immigrant named Alexander P. de Seversky. Both had fled from their homeland, Tbilisi, in Georgia to escape the Bolsheviks. The stories of Kartveli and Seversky
are very interesting and deserve much more than a mere paragraph.
PART 1 – INTRODUCTION
beginning of the design phase until the prototype’s first flight... with slide rules and tracing paper. By today’s
standards, this design cycle can last 10 to 15 years.
In the spring of 1940, Republic and the USAAC concluded that the XP-44 and the XP-47 prototypes were inferior
to Luftwaffe fighters. Republic tried to improve the design, proposing the XP-47A but this failed. Kartveli then
designed a much larger fighter, which was offered to the USAAC in June 1940. The Air Corps ordered a prototype
in September as the XP-47B. The XP-47A, which had little in common with the new design, was abandoned. 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 air-conditioned cockpit was roomy and the pilot's
seat was comfortable—"like a lounge chair", as one pilot later put it. Though the XP-47B had its share of teething
troubles, the newly reorganized United States Army Air Forces placed an order for 171 production aircraft, the
first being delivered in December 1941.
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).
The P-47, when compared to other fighters of the time, was massive and fitted with a very powerful engine.
While heavy, it was a superb firing platform and could attain very high speeds when diving. Within capable
hands, this aircraft was deadly.
PART 1 – INTRODUCTION
4
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 1943.
THUNDERBOLT
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
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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.
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 lbs bombs underneath their bellies, mid production versions of the P-47D could
carry 1000 lbs 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. 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.
Famous Thunderbolt aces include Lieutenant Colonel Francis S. “Gabby” Gabreski (28 victories), Captain Robert S. Johnson (27 victories) and 56rg FG Commanding Officer Colonel Hubert “Hub” Zemke
(17.75 victories). All of them have fascinating stories. 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.
PART 1 – INTRODUCTION
During the fall of 1987, Fairchild Corporation (then Republic's parent company) destroyed Republic's corporate archives. Joshua Stoff, the curator of the Cradle of Aviation Museum on Long Island, wrote
in Air & Space Magazine that, upon being invited to have a last look at the archives, he surreptitiously took one document with him. That lone surviving document was a contract for 225 P-47Bs from
Republic for the US Army Air Corps at a cost of $16,275,657.50 (War Department Contract #15850, dated September 13, 1940) is now housed at the museum.
P-47D
This unbelievably stupid decision to destroy Republic’s archives makes the DCS P-47 very special for me since it’s a plane that has been literally brought back from the dead. In my humble opinion, Eagle
Dynamics hasn’t only created a mere piece of software… they have created an almost living and breathing virtual museum about one of the most precious parts of aviation history: the mighty Thunderbolt.
PART 1 – INTRODUCTION
6
I hope you enjoy reading this guide as much as I enjoyed writing it. The “Jug” is an aircraft that will send shivers down your spine whenever you strafe trains or ground targets. Whether you want to fly up
there with the bombers or down low with the flak and tracers, the P-47 is a very versatile aircraft that just screams American Muscle in every aspect of its design. The whirl of the turbosupercharger, the
THUNDERBOLT roar of the radial engine, the clanking of the machineguns… all of these sounds still inexplicably bring a silly, satisfied grin on my face… Every. Single. Time. Happy flying!
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PART 1 – INTRODUCTION
7
Note: Bindings in blue are for the P-47D-30 Early Variant Only.
THUNDERBOLT
WHAT YOU NEED MAPPED
Water Injection Button
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Fire Machineguns
Throttle Lever
Landing Flaps EXTEND (Hold) / NEUTRAL (Release)
Landing Flaps RETRACT (Hold) / NEUTRAL (Release)
COMM – Push-to-Talk
S Interconnect Boost Lever to Throttle (Toggle)
S
Intercooler Shutter OPEN
Oil Cooler Shutter OPEN
Intercooler Shutter CLOSE
Oil Cooler Shutter CLOSE
Mixture IDLE CUTOFF
PART 2 – CONTROLS SETUP
Undercarriage (Landing Gear) - Toggle Engine RPM (P) / Propeller Pitch Lever
9
THUNDERBOLT
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10
In the “Special” menu in Options, select the P-47D-30 menu. Make sure to have Takeoff Assist set to “0” (turned off). By default it is set to 100 (ON). This will cause
THUNDERBOLT you to crash and burn inexplicably during takeoff. Also uncheck the Auto-Rudder box.
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11
Bind the following axes:
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• Pitch, Roll, Rudder (Deadzone at 0, Saturation X at 100, Saturation Y at 100, Curvature at 0)
• Throttle – Controls Manifold Pressure
• Engine RPM / Propeller Pitch (P)
P-47D
When setting wheel brake axis, the axis is not set to “Invert” by
default. You need to click on “Invert” in the “Axis Tune” menu” for
each wheel brake.
PART 2 – CONTROLS SETUP
12
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
13
P-47D
PART 3 – COCKPIT & GAUGES THUNDERBOLT
14
Tip: Pilot body can be toggled ON/OFF with “RSHIFT+P”
THUNDERBOLT
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PART 3 – COCKPIT & GAUGES
15
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
16
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
17
Bomb Arming Levers
Carburetor Air Heat Carburetor Air Heat Control Lever Turn Counter-clockwise and pull, then turn clockwise to arm.
• BELLY / LEFT / RIGHT Bomb Rack
THUNDERBOLT
Control Cable Used to provide additional hot air to the
carburetor in cold weather or icing
conditions
• FWD: Cold
• AFT: Hot
P-47D
Rudder Control
Cable
PART 3 – COCKPIT & GAUGES
Air Filter
Control Cable
19
THUNDERBOLT
Intercooler Shutters
Position Indicator
PART 3 – COCKPIT & GAUGES
20
THUNDERBOLT
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22
THUNDERBOLT
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23
THUNDERBOLT
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Throttle
Mixture Lever
• IDLE CUTOFF
• AUTO LEAN
• AUTO RICH
• FULL RICH (protected by safety wire)
Throttle/RPM Lever
Interconnection Latch 26
P-47D
PART 3 – COCKPIT & GAUGES THUNDERBOLT
Circuit Breakers/Protectors
27
THUNDERBOLT
Instrument Lights Rheostat
Cockpit Light Switch
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Gunsight Rheostat
29
Compressibility Recovery Flaps Switch Propeller Governor Switch
THUNDERBOLT • UP: Compressibility Flaps Up/Retracted • UP: Automatic Constant Speed (propeller governor
• DOWN: Compressibility Flaps Down/Deployed automatically maintains engine rpm as set at the
quadrant by, handle, marked as P – Propeller)
• DOWN: Fixed Propeller Pitch
• LEFT: Decreases propeller RPM
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Propeller Governor
Circuit Breaker
31
Gunsight Reflector Plate
Gunsight Target
Wingspan Scale (ft)
K-14 Gunsight Gyro Sight
32
THUNDERBOLT
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34
Landing Gear Warning Light (Red)
Illuminates when landing gears are not Landing Gear Down & Locked Light (Green)
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locked or when landing gears are not Illuminates when landing gears are down and
down while the throttle is 3/4 closed locked
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Directional Gyro
Clock
35
THUNDERBOLT
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Battery Switch
• LEFT: ON
• RIGHT: OFF
36
Bank Indicator
THUNDERBOLT
Altimeter (ft)
• Long Thin Needle (Outer Scale): x100 ft
• Medium Thick Needle (Middle Scale): x1,000 ft Barometric Pressure Setting
• Short Thin Needle (Inner Scale): x10,000 ft (inches Hg)
P-47D
Accelerometer
(Current Acceleration in Gs)
Minimum Detected G
Artificial Horizon
Caging Knob
PART 3 – COCKPIT & GAUGES
Artificial Horizon
Adjustment Knob
Magnetic Compass
Vacuum System Suction Gauge (inches Hg) Water Pressure Gauge (psi) 38
Indicates current pressure in the water-methanol mixture injection system
Carburetor Air Temperature Indicator (deg C) Turbine Overspeed Light
THUNDERBOLT Operational range is in blue Illuminates when turbosupercharger
RPM exceeds 22,000
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PART 3 – COCKPIT & GAUGES
39
THUNDERBOLT
Engine Oil Temperature
Engine Tachometer (x100 RPM) Indicator (deg C)
P-47D
Starter Switch
• UP: ENGAGE, engages flywheel with the engine
• MIDDLE: OFF
• DOWN: ENERGIZE, starts flywheel spinning
Hydraulic Pressure
Indicator (psi) Oxygen Flow Blinker Low Oxygen
Blinking indicates oxygen Warning Light
flow regulator is working
41
THUNDERBOLT Primer Handle
• 45 deg position: Locked
• Vertical position: Unlocked
• Right Click: Pushes handle IN and turns it
• Left Click: Pulls handle OUT and pushes it back IN, priming the engine
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PART 3 – COCKPIT & GAUGES
42
Keying Switch
White Recognition Light Switch When Recognition Lights switches are DOWN
THUNDERBOLT Red, Green and Amber Recognition Lights (Keying position), pressing the Keying Switch
White light not installed on the P-
47D-25 and later variants. allows you to turn them on and off as you press the
Keying Switch. This can be used to send visual
morse code signals.
P-47D
Keying Light
Illuminates when keying switch
is being pressed
PART 3 – COCKPIT & GAUGES
Gun Trigger
45
THUNDERBOLT
P-47D
PART 3 – COCKPIT & GAUGES
Bomb Bomb
(Right Hardpoint) (Left Hardpoint)
Bomb
(Belly Hardpoint) 46
P-47D
PART 3 – COCKPIT & GAUGES THUNDERBOLT
47
THUNDERBOLT
P-47D
48
THUNDERBOLT Oxygen Emergency Bypass Control Wheel Cockpit Spot Light Lamp
Rotate to adjust intensity
Oxygen Diluter Lever
• DOWN (as shown): Normal
• UP: 100 % Oxygen
P-47D
Oxygen Regulator
49
THUNDERBOLT
Detonator Buttons
PART 3 – COCKPIT & GAUGES
52
P-47D
PART 3 – COCKPIT & GAUGES THUNDERBOLT
53
P-47D
PART 3 – COCKPIT & GAUGES THUNDERBOLT
54
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
55
P-47D
PART 3 – COCKPIT & GAUGES THUNDERBOLT
Bubble Canopy
56
SCR-522-A VHF Aerial Radio
THUNDERBOLT Antenna Mast
Dorsal Fin
PART 3 – COCKPIT & GAUGES
Intercooler Shutter
57
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
Spinner Hub
Engine Cowling Flaps
58
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
59
THUNDERBOLT
60
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
Belly Hardpoint
61
Pitot Probe
THUNDERBOLT
4 x 0.50 cal Machineguns
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Landing Light
(Retracted)
PART 3 – COCKPIT & GAUGES
Wing Hardpoint
62
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
63
THUNDERBOLT
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PART 3 – COCKPIT & GAUGES
Tail Skid
Designed to absorb part of the Retractable Tailwheel Flight Hood
impact force from a tailstrike (Hydraulically actuated) Located under turbosupercharger’s turbine 65
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
66
Landing Light (Extended)
THUNDERBOLT
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67
THUNDERBOLT
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Rudder
PART 3 – COCKPIT & GAUGES
Elevator
T-Bolt Empennage
Aileron
Aileron Trim Tab
69
P-47D
PART 3 – COCKPIT & GAUGES THUNDERBOLT
Flaps
(Hydraulically Actuated)
70
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
71
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
Compressibility Recovery Flaps
72
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PART 3 – COCKPIT & GAUGES THUNDERBOLT
Flashlight (LALT + L)
73
THUNDERBOLT
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PART 3 – COCKPIT & GAUGES
74
THUNDERBOLT
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Set to START
75
E: Aircraft Identification Letter
THUNDERBOLT
420691: Aircraft
Serial Number
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PART 3 – COCKPIT & GAUGES
In World War 2, the United States Army Air Forces used aircraft markings
as identification codes. For instance, “LH-E” means that the Aircraft E
belongs to the 350th Fighter Squadron (LH). You can set up your aircraft
markings in the Mission Editor. 76
P-47D
PART 4 – START-UP THUNDERBOLT
77
THUNDERBOLT PRE-START 4b
Within the scope of DCS, we can assume that the aircraft is in good condition. The majority
of verifications/checks should pass and are therefore optional. These checks are preceded
by (O).
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1. (O) We will perform a hydraulic hand pump test first. Give the hand pump two or
three pumps and verify the hydraulic pressure increases. This verifies that hydraulic 4b
pressure can be built up manually to extend the gear and flaps in case of an engine-
driven hydraulic pump failure.
2. (O) Move the stick and rudder through their full range of travel to check flight 4a
controls. Confirm freedom of movement and correct response from the flight control
surfaces.
3. Check and set Trim Tab controls
a) Set Aileron Trim to Neutral (N)
b) Set Rudder Trim to Takeoff (TO)
c) Set Elevator Trim:
• If auxiliary fuel tank is empty, set elevator trim to Neutral (N).
• If fuel is present in the auxiliary fuel tank, the center of gravity of the
aircraft is shifted aft, which requires Nose Heavy (NH) trim. Set
elevator trim to approximately 0.75 inch NH (Nose Heavy) forward of
Neutral (N).
4. Engage Parking Brake
a) Pull and hold the parking brake handle
b) Depress and release toe brake pedals
c) As you raise your feet from the toe brake pedals, the pedals should remain
depressed in the “braking” position.
3c
d) Release the parking brake handle. It should remain in the ENGAGED position.
PART 4 – START-UP
1b 3b
3a
1a
78
3c
THUNDERBOLT PRE-START
5. Set Altimeter to the airport’s elevation by rotating the 5c
barometric pressure setting knob.
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5b
5a
PART 4 – START-UP
79
THUNDERBOLT ENGINE START PROCEDURE
11
6. Set Air Filter Control Lever FWD (ON) if aircraft is operating in dusty
conditions. Otherwise, leave Air Filter Control Lever AFT (OFF).
7. Set Carburetor Air Heat Control Lever – FWD (COLD).
8. Rotate Fuel Boost Pump Rheostat counter-clockwise to START/ALTITUDE
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position.
9. Set Fuel Selector Valve Handle to MAIN (short shoulder FWD).
10. Set Generator Switch – UP (ON). This will provide electrical power once
engine is up and running.
11. Set Propeller Governor Switch – UP (Automatic Constant Speed). This
ensures the propeller RPM is controlled through the propeller (P) lever on
the throttle quadrant.
9
PART 4 – START-UP
10
80
THUNDERBOLT ENGINE START PROCEDURE Cowl Flaps Closed
12. Open engine cowl flaps. When the engine is not running, the only way to open them is to generate hydraulic pressure with
the hand pump.
a) Set Flaps Lever to NEUTRAL (Middle) so that the flaps do not soak up all the hydraulic pressure.
b) Pull the Hydraulic Hand Pump 5 to 10 times to build up sufficient hydraulic pressure.
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c) Pull the Engine Cowl Flaps Handle until the cowl flaps open fully.
d) Set Flaps Lever to UP (FWD).
12c
12b
12a 12d
81
THUNDERBOLT ENGINE START PROCEDURE
13. Set Battery Switch – ON (LEFT) 14
14. Verify that no circuit breakers pop out on the electrical panel and the propeller governor panel.
15. Use Intercooler Shutters Control (INTRCLR) Switch to set the intercooler shutters to the NEUTRAL position.
16. Use Oil Cooler Shutters Control (OIL CLR) Switch to set the oil cooler shutters to the NEUTRAL position.
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• Note: If operating in cold weather, oil cooler shutters should be set to CLOSED position instead.
17. Move throttle one inch forward.
18. Set Turbosupercharger (B) lever to OFF position (AFT).
19. Set Mixture Control (M) lever to IDLE CUT-OFF (AFT).
20. Set Propeller RPM Control (P) lever to INCREASE RPM (FULL FWD)
17
15a
20
16b
16a
1
PART 4 – START-UP
15b 13
18
19
82
THUNDERBOLT ENGINE START PROCEDURE
21. The crew chief will have already rotated the propeller several turns by hand.
22. Prime the engine
a) Unlock primer handle by turning it counterclockwise (right click).
b) Prime engine four to six times in order to pump fuel into combustion chamber. This is performed by
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pulling the primer handle and pushing it back in (hold left click to pull, release click to push).
• 2 to 4 strokes are required for hot weather
• 4 to 6 strokes are required for cold weather
c) Lock primer handle back in locked position (right click).
Handle Pushed IN
Handle Locked Handle Unlocked
Handle Pulled Out
PART 4 – START-UP
83
THUNDERBOLT ENGINE START PROCEDURE
23. Verify that the propeller is clear and command « Clear prop! » to warn people
around you that you are about to start the engine.
24. Set Magneto (Ignition) Selector Switch to BOTH to select both magnetos.
25. Flick the starter switch up to ENGAGE, then back to OFF. This seats the starter
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25a
25b
30
26
29b
84
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PART 4 – START-UP THUNDERBOLT
ENGINE START PROCEDURE
85
THUNDERBOLT ENGINE WARM UP
32. Adjust throttle so the engine RPM is about 900 and wait for the engine to warm up (this process can take about 3 minutes)
a) Verify that oil pressure increases. If oil pressure is not above 25 psi within 30 seconds, shut down the engine.
b) In cold weather, you can expect an oil pressure increase to 150-200 psi before it settles down to its normal range of 75-85 psi.
c) Oil temperature gauge should settle down at about 50 deg C.
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Hydraulic Pressure
Indicator (psi)
86
Caged Uncaged
THUNDERBOLT POST-START
34. Uncage and set the Horizon Gyro
a) Left click on the Caging knob to uncage the gyro
b) Scroll mousewheel to rotate the Horizon Alignment Knob to align the horizon line slightly
below the wings. Since we are sitting nose high on the ground.
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35. Check that directional gyro has had enough time to calibrate by comparing its heading with the 34a 34a
magnetic compass’ heading.
36. Turn on radio (this is typically delayed as long as possible to preserve the battery but can be done at
any time if communications are required earlier in the mission)
a) Select Channel A, B, C or D (as per mission briefing).
• “A” channel is usually used for all normal plane-to-plane communications with a
Controller. 34b
• “B” channel is common to all VHF-equipped control towers. It is normally use to contact
the control tower for takeoff and landing instructions.
• “C” channel is frequently use in contacting homing stations.
• “D” channel is normally used for plane-to-ground contact with Radio Direction Finding Radio Mode Switch
(D/F) stations. • LEFT: T (transmit) 36c
b) Rotate AUDIO knob to adjust volume as desired. Selected Channel
c) Set Radio Mode switch RIGHT to REM (Remote Operation) • MIDDLE: R (receive)
• RIGHT: REM (remote operation)
36b
35
Magnetic Compass
PART 4 – START-UP
37. (O) Set LG WARN LT TEST / FL LEVEL TEST switch UP to test the Landing Gear Warning Light.
P-47D
Confirm that the Red LDG WARNING LIGHT illuminates when switch is held UP.
38. (O) Set LG WARN LT TEST / FL LEVEL TEST switch DOWN to test the Fuel Level Light. Confirm
that the FUEL LEVEL WARN LIGHT illuminates when switch is held DOWN.
39. (O) Set OXY WARN LT TEST / TURBO LT TEST switch DOWN to test the Turbosupercharger
Light. Confirm that the TURBINE OVERSPEED LIGHT illuminates when switch is held DOWN.
40. (O) Set OXY WARN LT TEST / TURBO LT TEST switch UP to test the Oxygen Warning Light. 38
Confirm that the LOW OXYGEN PRESSURE warning light illuminates when switch is held UP.
39
PART 4 – START-UP
37
40
88
41
41. (O) When engine is warmed up, advance throttle to set 30 in Hg of manifold
pressure and adjust Propeller RPM Control (P) lever to 2000 RPM.
Magneto Check
42. (O) Make sure engine RPM is at 2000 RPM, then set Magneto (Ignition) switch to
R for the right magneto, then L for the left magneto while watching the engine
RPM gauge. You should expect a drop of about 60 RPM while running on either
magneto, but never more than 100 RPM.
43. (O) If all is well, set Magneto (Ignition) switch back to BOTH.
44
42a 42b 43
89
Engine RPM
THUNDERBOLT ENGINE RUN-UP
Propeller Backup Operation Check
47. (O) Set Propeller Governor Switch to FIXED PITCH (DOWN) position.
48. (O) Toggle Propeller Governor Switch FWD to INCREASE and confirm that RPM increases.
49. (O) Toggle Propeller Governor Switch AFT to DECREASE and confirm that RPM decreases.
P-47D
50. (O) Set Propeller Governor Switch to CONSTANT SPEED AUTO (UP) and confirm that RPM
goes back to governed propeller speed 2000 RPM.
50
PART 4 – START-UP
48
49
47
90
54 52
THUNDERBOLT ENGINE RUN-UP
Fuel Tank Feed Check
51. (O) While on ground, the fuel tanks quantity readings are inaccurate from the gauge and must be translated through
the Fuel Tank Calibration Ground Position Table.
52. (O) If fuel is available in auxiliary tank, set Engine Fuel Selector Valve Handle from MAIN to AUXILIARY. Verify that
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engine does not stutter or hesitate for more than a second or two and fuel pressure remains between 22 and 24 psi.
53. (O) If fuel is available in external tanks, perform similar checks with the Fuel Selector Valve Handle being set to
EXTERNAL and with the External Fuel Tank Selector Valve Handle being set to the installed tanks.
54. (O) When fuel checks are performed, set Engine Fuel Selector Valve Handle back to MAIN. External Fuel Tank Selector Valve Handle 53b
Generator Check
55. (O) Check for a charge on the Ammeter. This indicates the generator is operating.
• If no charge is indicated, verify the RPM is set above 1100 or so required to operate the generator. If there is still
no charge indicated, there is a problem and you should short he aircraft.
• If the charge is low, it means the battery is fully charged and helping pick up the electrical load. 53a
up periodically to run the generator and refresh the charge. Keep an eye on your ammeter! 56
55
Fuel Tank Calibration Ground Position Table
51
91
THUNDERBOLT TAXI PROCEDURE 2
4. The nose restricts forward visibility. This means that in taxiing, you must
zig-zag (or "S-turn") continually.
5. To perform a turn, use differential braking by gently tapping the wheel
brake pedal on the side you wish to turn.
PART 5 – TAKEOFF
Tailwheel 4 92
3c
THUNDERBOLT TAKEOFF PROCEDURE
1. Once you are lined up on the runway, move forward to straighten the
tailwheel.
2. Lock tailwheel by setting the Tailwheel Lock Control Lever FWD. 2
3. Check and set Trim Tab controls
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3c
3c
PART 5 – TAKEOFF
93
1
THUNDERBOLT TAKEOFF PROCEDURE
4. Close Canopy using either the Canopy Lock Lever or the Canopy (Electrical Control) Switch.
P-47D
94
THUNDERBOLT TAKEOFF PROCEDURE
5. Set flaps for takeoff using the Flaps Control Lever 5a
a) For heavy configurations (bombs equipped) or abnormally short runways,
set flaps to 20 deg by setting the flaps lever AFT to DN (Down) until the
flaps position indicator on the wing indicates 20. Then, set flaps lever to
P-47D
Flaps DOWN
PART 5 – TAKEOFF
5b
Flaps NEUTRAL
(Locked in position)
95
THUNDERBOLT TAKEOFF PROCEDURE
6. Verify Intercooler Shutters are in the NEUTRAL position.
7. Verify Oil Cooler Shutters are in the NEUTRAL position.
8. Close Cowl Flaps Half-way by pushing IN the Engine Cowl Flaps Handle and releasing
it when cowl flaps are in the desired position.
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10
6
11
PART 5 – TAKEOFF
9
8
96
THUNDERBOLT TAKEOFF PROCEDURE
12. Hold Wheel Brakes and throttle up to 30 in Hg manifold pressure.
13. Once engine parameters are stabilized, release wheel brakes and throttle up to 52 in Hg of
manifold pressure at 2700 RPM.
14. Apply right rudder to counter the engine torque. Do NOT use toe brakes to counter the torque.
P-47D
15. The heavy weight of the P-47 means that it requires a longer takeoff run than most other WWII
fighters; you may be tempted to exceed the takeoff redline (52 in Hg) in order to build up speed:
don't do it! Your plane will get off the ground just fine using prescribed power limits.
16. The P-47 flies off the ground from a 3-point position at about 100 mph. When you feel the tail
rising, adjust the stick to raise the tail about 6 inches from the ground.
17. Stay on the ground until reaching a speed of around 110 mph, then smoothly pull back on the
stick to lift the plane off the runway. The raised tail and added speed give you much better
rudder control in case of trouble.
Takeoff power redline (do not exceed!)
12
PART 5 – TAKEOFF
97
THUNDERBOLT TAKEOFF PROCEDURE
18. Aircraft rotation should occur at approx. 120 mph. Do NOT apply brakes to stop rotation of the wheels while in the air;
doing so may seize brake disks and leave you a nasty surprise on landing.
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PART 5 – TAKEOFF
98
THUNDERBOLT TAKEOFF PROCEDURE
19. Raise the landing gear as quickly as possible.
• The Green LDG WARNING LIGHT indicates the gear
is down and locked
• The Red LDG WARNING LIGHT indicates the gear is
P-47D
in transition
• When both the Green and Red LDG WARNING
LIGHTS are extinguished, the gear is retracted and
locked.
20. If using flaps during takeoff, develop at least 145 mph
before rising flaps. Flaps should be extended until you
reach 500 ft altitude. Then, carefully raise flaps by moving
the yellow handle to the UP position.
Gear Down & Locked Gear In Transition Gear Up & Locked
19d
PART 5 – TAKEOFF
19b
19e
19a
19c
99
P-47D
PART 5 – TAKEOFF THUNDERBOLT
TAKEOFF PROCEDURE
100
THUNDERBOLT CLIMB
21. Adjust cowl flaps as needed to cool the
cylinders; about 1/3 open is about right for
climbing. CHT (Cylinder Head Temperature)
should be maintained at or below 260 deg C.
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26
Fuel Quantity
(Auxiliary Tank)
CHT (Cylinder Head Temperature) Cowl Flaps Handle
101
THUNDERBOLT LANDING PROCEDURE Crosswind 180 deg Turn Upwind
160 mph 1500 ft, 200 mph
P-47D
PART 6 – LANDING
Downwind
Lower Landing Gear, 600 ft
Cowl Flaps
4
103
THUNDERBOLT LANDING PROCEDURE
7. Verify that throttle and Turbosupercharger (B) levers are not interconnected, then set
Turbosupercharger (B) lever to OFF position (AFT).
P-47D
7a
Throttle and Turbosupercharger (B) levers are interconnected
7c
Throttle and Turbosupercharger (B) levers disconnected
PART 6 – LANDING
7b 7d
Left Click on Interconnect Latch to disconnect Turbosupercharger (B) lever OFF (AFT)
104
THUNDERBOLT LANDING PROCEDURE
8. Approach airfield at 1500 ft and 200 mph
9. After passing the reverse end of the runway, make a 180-
degree turn (crosswind).
10. Reduce speed to 160 mph
P-47D
11. Lower landing gear and check the gear warning lights.
• Never lower landing gear above 200 mph, and never
exceed 250 mph with the landing gear down.
12. Trim plane by using elevator trim. Gear Up & Locked Gear In Transition Gear Down & Locked
13. Reduce altitude to 600-800 ft.
14. Lock tailwheel by setting the Tailwheel Lock Control Lever FWD.
11a 14
PART 6 – LANDING
11c
11e
11d
11b 105
THUNDERBOLT LANDING PROCEDURE
15. Turn on Wing and Tail Navigation Lights and extend Landing Light.
16. When turning on final approach (base leg) and airspeed is below 160
mph, reduce altitude to 500 ft.
17. Extend flaps fully by setting the flaps lever AFT to DN (Down) until the
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17
40 degrees
15b
Flaps DOWN 106
15a
P-47D
PART 6 – LANDING THUNDERBOLT
LANDING PROCEDURE
107
P-47D
PART 6 – LANDING THUNDERBOLT
LANDING PROCEDURE
108
P-47D
PART 6 – LANDING THUNDERBOLT
LANDING PROCEDURE
109
THUNDERBOLT PRATT & WHITNEY R-2800 DOUBLE WASP
The P-47 is powered by the Pratt & Whitney R-2800-59W Double Wasp; a twin-row, 18-cylinder, air-cooled radial aircraft engine with a displacement of 2,800 in³ (46 L). The Double Wasp is part of the
long-lived Wasp family of engines, and the R-2800 designation means “Radial engine with total capacity of 2800 cubic inches”. This 2,000 hp engine is equipped with a single-speed mechanical
compressor, a General Electric turbosupercharger and a Curtiss Electrics four-bladed propeller.
P-47D
PART 7 – ENGINE & FUEL MANAGEMENT
110
P-47D
PART 7 – ENGINE & FUEL MANAGEMENT THUNDERBOLT
PRATT & WHITNEY R-2800 DOUBLE WASP
111
P-47D
PART 7 – ENGINE & FUEL MANAGEMENT THUNDERBOLT
PRATT & WHITNEY R-2800 DOUBLE WASP
112
THUNDERBOLT PRATT & WHITNEY R-2800 DOUBLE WASP
Here is a nice video of what the engine looked like internally:
https://youtu.be/EyPvpdy4dgg
P-47D
PART 7 – ENGINE & FUEL MANAGEMENT
113
R-2800-71 engine cutaway model at Archive room of JASDF Miho Air Base (Photo by Hunini)
THUNDERBOLT ENGINE LIMITS & PARAMETERS Carburetor Air Temperature Indicator (deg C)
Turbosupercharger Tachometer (x1000 RPM) Blue/Yellow: Operational Range
• Manifold Pressure: Maximum allowable turbocharger RPM is 22,000
• 42 in Hg: Max Continuous Power
• 52 in Hg: Max Takeoff Power Turbine Overspeed Light
P-47D
• Oil Pressure: Min 50 psi, Max 90 psi Engine Tachometer (x100 RPM)
Blue: Operational Range
PART 7 – ENGINE & FUEL MANAGEMENT
• Carburetor Air Temperature: Min 0 deg C, Max +50 deg C Engine Manifold Pressure Indicator
• Fuel Pressure: Min 22 psi, Max 24 psi (inches Hg)
Blue: Cruise Range Engine Oil Temperature
• Vacuum System Suction: 4 in Hg (Operational Range) Green: Operational Range Indicator (deg C)
• Water Pressure: 25-27 psi (Operational Range when water injection is active) Blue: Operational Range
Intercooler Shutters
Water Injection (Water-Methanol Mixture) Button Position Indicator
P-47D
Throttle
Mixture Lever
• IDLE CUTOFF
• AUTO LEAN
• AUTO RICH
• FULL RICH (protected by safety wire)
Throttle/Boost Lever
Interconnection Latch Throttle/RPM Lever
Interconnection Latch
Engine Cowl Flaps Control Handle
• Pulled OUT: Opens cowl flaps
Throttle Friction Control 115
• Pushed IN: Closes cowl flaps
THUNDERBOLT ENGINE CONTROLS
Take note that the Engine Cowling Flaps have no indication in the
cockpit; you have to check the cowls themselves and estimate
how open or closed they are.
P-47D
Intercooler Shutter
(Closed) Engine Cowling Flaps
(Closed)
PART 7 – ENGINE & FUEL MANAGEMENT
Propeller Governor
Circuit Breaker
117
THUNDERBOLT ENGINE CONTROLS
The P-47 has many different engine controls… but what do all these levers do exactly? Here is a table that sums up what engine parameter you can affect with specific engine controls.
defective.
Turbosupercharger (Boost) Control Lever Controls turbosupercharger, which allows you to increase manifold pressure further when flying at high altitudes (above 12000 ft when air density
drops significantly).
Water Injection Button Water injection system (water-methanol mixture) cools down the mixture and does not increase engine power by itself, but it allows the engine to
be run at a higher pressure setting without risking overheat.
Intercooler Shutter Switch Affects carburetor air temperature.
Oil Cooler Shutter Switch Affects oil temperature and pressure.
Engine Cowl Flaps Control Handle Affects CHT (Cylinder Head Temperature).
118
THUNDERBOLT ENGINE POWER SETTINGS
POWER SETTINGS TABLE (GRADE 100 FUEL)
Setting Sea Level 25,000 ft 29,000 ft 33,000 ft 35,000 ft Description
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b) A turbosupercharger (also called “turbo” or “turbocharger”), installed just forward of the tail
section.
PART 7 – ENGINE & FUEL MANAGEMENT
What’s the difference between a turbo and a supercharger? Good question! Simply put:
• A turbocharger uses the velocity and heat energy of the searingly hot (and expanding)
exhaust gases rushing out of an engine's cylinders to spin a turbine that drives a small
compressor, or impeller, that in turn stuffs more air back into the engine.
• A supercharger also pumps additional air into the engine, but it is instead driven
mechanically by the engine via a belt that runs off the crankshaft or by an electric motor.
Each of these power-boosting technologies has advantages and disadvantages, but the most
obvious difference is a slight delay in response to throttle input. That's because the
turbocharger requires a moment to “spool up” before delivering its burst of additional power—it
takes a second for exhaust heat and pressure to increase enough to spin the turbo after you
throttle up the Boost (B) lever. It's called "boost lag” or "turbo lag" for obvious reasons. By
contrast, a supercharger has no lag; because its air pump is linked directly to the engine's
crankshaft, it's always spinning and instantly responsive. The power boost it provides, and
therefore the engine response you feel through the seat of your pants, increases immediately in
direct proportion to how far you throttle up.
While the turbo's primary drawback is boost lag, the supercharger's is efficiency. Because a
supercharger uses the engine's own power to spin itself, it siphons power—more and more of it
as engine revs climb. Supercharged engines tend to be less fuel efficient for this reason. For
developing mega power with instant kick-you-in-the-back throttle response, however,
supercharging rules.
120
THUNDERBOLT SUPERCHARGER BASICS
A supercharger is an engine-driven air pump or compressor that provides compressed air to the engine to provide additional pressure to the induction air so the engine can produce additional
power. It increases manifold pressure and forces the fuel/air mixture into the cylinders. The higher the manifold pressure, the more dense the fuel/air mixture, and the more power an engine can
produce. This system is used by many different WWII piston aircraft.
P-47D
With a normally aspirated engine, it is not possible to have manifold pressure higher than the existing atmospheric pressure. A supercharger is capable of boosting manifold pressure above 30 "Hg.
For example, at 8,000 feet a typical engine may be able to produce 75 percent of the power it could produce at mean sea level (MSL) because the air is less dense at the higher altitude. The
supercharger compresses the air to a higher density allowing a supercharged engine to produce the same manifold pressure at higher altitudes as it could produce at sea level.
Thus, an engine at 8,000 feet MSL could still produce 25” Hg of manifold pressure whereas without a supercharger it could produce only 22 "Hg. Superchargers are especially valuable at high
altitudes (such as 18,000 feet) where the air density is 50 percent that of sea level. The use of a supercharger in many cases will supply air to the engine at the same density it did at sea level. With a
PART 7 – ENGINE & FUEL MANAGEMENT
normally aspirated engine, it is not possible to have manifold pressure higher than the existing atmospheric pressure.
121
THUNDERBOLT TURBOSUPERCHARGER BASICS
Turbosupercharger Tachometer
The principle of operation of the turbocharger is as follows: the exhaust
gases coming from the engine are directed to the gas turbine which drives (x1000 RPM)
the compressor, which in turn compresses the air. A side effect of such Maximum allowable turbocharger
compression is the strong heating of the air. Therefore, the air is cooled RPM is 22,000
P-47D
Cold air for blowing the intercooler is drawn from the air intake, which is
placed under the engine. Then it passes through a long duct, and is supplied
to the outer surfaces of the intercooler tubes to cool the compressed air,
PART 7 – ENGINE & FUEL MANAGEMENT
Throttle
122
Turbosupercharger Tachometer
THUNDERBOLT TURBOSUPERCHARGER OPERATION (x1000 RPM) 6
1. To use the turbosupercharger, you should be at an altitude of 7000 ft or above. Recommended altitude to Maximum allowable turbocharger
use a turbosupercharger is above 12,000 ft. RPM is 22,000
2. Verify that Throttle and Turbosupercharger Control Lever (B) are not interconnected.
3. Set Turbosupercharger Control Lever (B) fully AFT (OFF).
P-47D
• Note: the Turbosupercharger lever must NEVER be advanced in front of the Throttle or you risk
damaging the turbosupercharger. 6
4. Push throttle forward to gain the maximum manifold pressure.
5. Once throttle is fully forward, advance Turbosupercharger Control Lever (B) to engage turbo as desired.
6. Turbo Tachometer RPM will increase, increasing Manifold pressure and engine power in the process.
7. At high altitudes, you should not need to touch the throttle; engine power should be controlled with the (B)
Turbine Overspeed Light
PART 7 – ENGINE & FUEL MANAGEMENT
lever.
8. The turbo RPM can be pushed to 22,000 RPM for 15 minutes maximum. Illuminates when
9. If you want to disengage turbosupercharger or throttle down, set Turbosupercharger Control Lever (B) AFT turbosupercharger RPM
first, then throttle back. exceeds 22,000
5
4
123
Turbosupercharger Throttle
THUNDERBOLT TURBOSUPERCHARGER RULES AND TIPS (Boost) Control Lever
Here are a number of general rules to consider when operating the turbosupercharger.
• Turbosupercharger (Boost) Control lever should NEVER be advanced past the throttle. Doing
so can create a pressure build-up and blow the seals in the air ducting. If that happens, you
will not be able to build up pressure and will likely have to descend.
• Interconnecting the Boost lever and the throttle can be done to facilitate power
management during dogfights; this is useful in cases when you need a quick response of
PART 7 – ENGINE & FUEL MANAGEMENT
power or if you are making a takeoff with water injection. However, interconnecting these
levers has some drawbacks.
• Interconnecting the Boost lever is generally not recommended since the operation of the
turbosupercharger’s impeller costs the engine about 300 horsepower (due to mechanical
energy being “lost” in the gear-driven shaft), which otherwise could be delivered to the
propeller. This loss of horsepower is minimized at higher altitudes.
Right Click on Interconnect Latch to connect Throttle and Turbosupercharger (B) levers
Left Click on Interconnect Latch to disconnect Throttle and Turbosupercharger (B) levers
124
THUNDERBOLT WAR EMERGENCY POWER (WEP) AND WATER INJECTION
The P-47 has a tank holding a solution of water and methanol to prevent detonation while drawing War
Emergency Power (WEP). Water Injection (Water-Methanol Mixture) Button
The mixture is injected finely into the inlet manifold and then entrained into the cylinders. The presence of
P-47D
the water reduces the temperature of the mixture, which makes it possible to increase the supercharging
and increase the efficiency of the engine and get more power without causing detonations.
Water injection system consists of a 30-gallon consumable water tank, an engine driven pump, water
pressure regulator, a relief valve and automatic boost-reset.
PART 7 – ENGINE & FUEL MANAGEMENT
Water injection is controlled by a switch, which is located on the throttle. The switch opens a solenoid valve
that transmits a mixture of water and methanol to the regulator. At the same time, the automatic boost
mechanism is triggered under water pressure in the supply line and the mixture is impoverished to reduce
fuel consumption. The water injection system is heated in flight by the engine heat, which prevents the
system from freezing in flight.
Water injection occurs when the engine is running in War Emergency Power (WEP) mode, which is Throttle
activated by pressing the Water Injection button on the throttle and then throttling up to approximately
1/8 inch from the full forward throttle position (95 %). The pressure in the collector reaches then up to 64
inches of Hg, increasing power by 30%. The water supply is sufficient for about 15 minutes of operation.
126
THUNDERBOLT FUEL TANKS
P-47D
PART 7 – ENGINE & FUEL MANAGEMENT
Fun Fact:
Faced by wartime metal shortages and a need to extend the range of fighter craft, the British came up with drop tanks made of glue-impregnated kraft paper, which had excellent tolerance characteristics for extreme
heat and cold necessary for operation on an aircraft as well as being waterproof. Since the glue would slowly dissolve from the solvent effects of the fuel (sometimes developing leaks within a few hours of being loaded
with fuel) these were strictly a single-use item, used in typically chilly Northern European conditions, filled immediately before take off, jettisoned in the event of an aborted mission and only being required for the
outbound portion of any flight. Such papier-mâché tanks were assembled from three main components, the nose cone, tail cone and the body, each shaped over wooden forms, the centre section created by wrapping
layers of the impregnated paper around a cylinder, the end caps hand-laminated with petal-shaped pieces sometimes named gores. Some 13,000 papier-mâché tanks were made and used by the RAF, the vast majority
used in the course of the war, conserving a considerable amount of metal. Very few examples survive due to their expendable nature and low intrinsic value at the time of their creation, and the fact that they are not
inherently robust.
127
THUNDERBOLT FUEL MANAGEMENT
The P-47 fuel gauge only displays fuel quantity for the main and auxiliary fuel tank. The external fuel tanks
have no fuel quantity indication. Here are a few pointers on how to manage your fuel during flight.
• During takeoff and landing, set Fuel Selector Valve Handle to MAIN (FWD)
P-47D
• After takeoff, if fuel is available in the Auxiliary Tank, set Fuel Selector Valve Handle to AUXILIARY
(RIGHT). You need to empty the auxiliary tank first since it shifts your center of gravity aft and gives
the aircraft undesirable aerodynamic characteristics. If auxiliary tank is empty, use Main Fuel Tank.
• When the fuel pressure drops or the engine runs exceedingly rough, coughs or emits black smoke, this
PART 7 – ENGINE & FUEL MANAGEMENT
• To use external fuel drop tanks, set the External Fuel Tank Selector Valve Handle to your desired tank
first, then set Fuel Selector Valve Handle to EXTERNAL (LEFT).
2. Set Fuel Selector Valve Handle to EXTERNAL (LEFT) to use fuel from
selected external tank.
Note: There is no fuel quantity indication for external tanks. You will know the
tank is empty once the engine starts running rough.
PART 7 – ENGINE & FUEL MANAGEMENT
1
External Fuel Tank Selector Valve Handle
This valve controls fuel flow from three external fuel tanks. Short shoulder
of the handle selects the tank,
• LEFT TANK (AFT LEFT): Fuel supply taken from left wing external tank.
• RIGHT TANK (AFT RIGHT): Fuel supply taken from right wing external
tank.
• BELLY (FWD LEFT): Fuel supply taken from external belly (fuselage) tank.
• OFF (FWD RIGHT): Cut-off of fuel supply from external tanks
129
THUNDERBOLT EXTERNAL FUEL DROP TANK JETTISON
(P-47D-30 EARLY SERIES)
To jettison external tanks:
P-47D
130
1
131
THUNDERBOLT EXTERNAL FUEL DROP TANK JETTISON
(P-47D-40 SERIES)
To jettison external tanks:
P-47D
METHOD 1:
1. Set the Fuel Selector Valve Handle to MAIN
2. Pull the required Hardpoint Jettison Handle.
PART 7 – ENGINE & FUEL MANAGEMENT
1
Belly Hardpoint Jettison Handle
132
THUNDERBOLT EXTERNAL FUEL DROP TANK JETTISON
(P-47D-40 SERIES)
To jettison external tanks:
P-47D
METHOD 2:
This method might be useful in situations where you need to jettison
multiple tanks at once.
2. Set Rockets / Bomb & Tank Selector Switch to BOMB & TANK (UP)
3. Set Arming Selector Switches to ARMED (UP) for the fuel tanks you
want to jettison (Left Wing, Right Wing or Belly Tank)
4. Flip red safety guard, then set Bomb/Tank/Rocket Safety Switch to
ARMED (UP)
5. Press the Weapons (Bomb) Release Button (RSHIFT+SPACE) to
jettison the selected external tanks
1
4a
3
4b 2
5
133
P-47D
PART 8 – AERODYNAMICS & LIMITATIONS THUNDERBOLT
AIRCRAFT SPECIFICATIONS
134
THUNDERBOLT SPEED LIMITATIONS STALLS
• Do not extend landing gear and landing light at speeds above 200 mph • Stall speed with flaps and landing gear UP: 115 mph IAS
• Do not extend flaps at speeds above 190 mph • Stall speed with flaps and landing gear down: 100 mph IAS
P-47D
• Do not make turns below 130 mph (very important when flying in the pattern) • There is a pronounced tendency for the airplane to snap to the left when stalled in a turn. There is ample
warning of the impending stall (sloppiness of the controls and buffetting).
• Max permissible airspeed (indicated): 505 mph
PROHIBITED MANEUVERS
• Intentional spins of more than one-half turn Maximum Permissible
Airspeed: 505 mph Indicated
• Outside loops
• Whip stalls
• Prolonged inverted flight (engine may cut out due to fuel starvation)
• Snap rolls
• Tight turns or dives exceeding 225 mph with cowl flaps open (tail buffeting may result)
135
THUNDERBOLT SPINS
• During all types of maneuvers and spin demonstrations, it has been foud that the airplane will never spin of its own accord, but must be forced into the spin by use of elevator and rudder. To
induce a spin, you must use full rudder and full elevator.
• Note: do not try different control position until at least three turns have been made with no change in the spinning attitude. Approximately 1000 ft of altitude will be lost in the entry
into the spin, 1000 ft in the recovery and 1000 ft per turn.
136
P-47D
PART 8 – AERODYNAMICS & LIMITATIONS THUNDERBOLT
PLACARDS
137
P-47D
PART 8 – AERODYNAMICS & LIMITATIONS THUNDERBOLT
TAKEOFF, CLIMB & LANDING PERFORMANCE
138
THUNDERBOLT DIVES AND COMPRESSIBILITY
As the second world war progressed, powerful fighters such as the P-47 and P-38 were encountering
something relatively new to aviation at that time. While dive bombing, pilots would sometimes not be
able to pull out from the dive in time and crashed into the ground. This new generation of high-speed
aircraft was capable of incredible speeds in a dive, which brings us to compressibility.
P-47D
Compressibility is a term used to describe what happens when localized airflow across a wing
approaches trans-sonic velocity. Extreme speed disrupts the normal airflow around a plane’s wings
and control surfaces. The greater the altitude, the lower the speed at which it occurs. In a dive, if your
plane becomes nose heavy and your elevators do not respond to control input (as if they were
PART 8 – AERODYNAMICS & LIMITATIONS
Here are a few pointers that are important to remember when performing a dive.
1. Before diving, trim the plane slightly tail heavy so that you need a little stick pressure to hold the
plane in the dive.
2. Start dives from level flight by pushing the nose down. Do NOT start a dive from a Split S.
3. In a high-speed dive, decrease manifold pressure to keep it from over boosting the engine and do
not retard the throttle suddenly; the nose becomes heavy and the dive steepens.
4. Recover gradually from a high-speed dive; sharp pullouts place unnecessary loads on the wings
and control surfaces.
5. Aileron forces become high at speeds above 350 mph IAS. At least 12000 ft should be allowed for
recovery from dives at limiting speed (500 mph IAS).
6. NEVER dive with cowl flaps open. This is due to many reasons, mainly the fact that you risk
overcooling your engine and that the cowl flaps create turbulence that make the aircraft unstable
above 250 kts.
7. Due to compressibility effect, diving at high altitude will produce a tendence for the airplane to
nose down. If extremely high indicated speeds are reached, the elevator tab will have to be used
for recovery.
8. Except in extreme emergencies, an indicated air speed of 400 mph should not be exceeded above
25,000 ft.
9. The P-47 is equipped with compressibility recovery flaps that can be used to pull out form a high-
speed dive.
139
THUNDERBOLT COMPRESSIBILITY RECOVERY FLAPS
Compressibility recovery flaps can be used to aid recovery from
dives within compressibility speeds. These surfaces are operated
by two electric, reversible, intermittent motors synchronized by
flexible shafting. Electromagnetic brakes and couplings are
P-47D
The 21 deg deviation angle of the flaps ensures that the safe
optimum G-force is maintained when pulling away from a dive.
PART 8 – AERODYNAMICS & LIMITATIONS
140
P-47D
PART 8 – AERODYNAMICS & LIMITATIONS THUNDERBOLT
AEROBATICS
141
P-47D
PART 8 – AERODYNAMICS & LIMITATIONS THUNDERBOLT
AEROBATICS
142
P-47D
PART 9 – WEAPONS THUNDERBOLT
143
THUNDERBOLT ARMAMENT OVERVIEW
• 8 x 0.50 cal M2 machineguns (3400 rounds total)
• 425 rounds per gun
• Machine gun rate of fire is 800-890 shots per minute.
• Machine gun barrels overheat when firing long salvos
P-47D
Gun Trigger
Left Wing Chemical Tank Arming Switch Right Wing Chemical Tank Arming Switch
• UP: Armed • UP: Armed
• DOWN: Disarmed 146
• DOWN: Disarmed
Left Hardpoint Right Hardpoint Belly Hardpoint
THUNDERBOLT WEAPON CONTROLS (P-47D-40 SERIES) Jettison Handle Jettison Handle
Jettison Handle
Rockets or Bomb &
Weapons (Bomb/Rocket) Left/Right Wing Chemical Tank Arming Switches Tank Selector Switch
Release Button • UP: Armed • UP: Bomb & Tank
• DOWN: Disarmed • DOWN: Rockets
P-47D
Bomb/Tank/Rocket Safety
Switch (under red guard cover)
• UP: Armed / Ready Left/Right Wing or Belly
• DOWN: Safety is ON Bomb/Tank Arming Selector Switch Rocket Fuze Delay
Gun Trigger • UP: Armed
• DOWN: Disarmed
Control
• DELAY
• INST (Instantaneous)
Bomb Arming Levers Rocket Firing Mode Control
PART 9 – WEAPONS
Turn Counter-clockwise and pull, then turn clockwise to arm. • OFF: Rockets OFF
Rocket Counter
• BELLY / LEFT / RIGHT Bomb Rack • SINGLE: Single Rocket Fire
• AUTO: Rocket Ripple Fire
Control
147
THUNDERBOLT MARK VIII GUNSIGHT (P-47D-30 EARLY SERIES) Mark VIII Gunsight
Your gunsight will show you where to shoot and when to shoot a target. The Mark
VIII is an older fixed gunsight when compared to the K-14 gyro gunsight.
Interestingly, the Mark VIII is termed the “100 mph sight” since a 90 deg
P-47D
deflection shot requires one radius lead for each 100 mph speed of the target.
• When you are looking through the ring, at 1000 yards distance, the ring
covers an area 100 yards in diameter
• When you are looking through the ring, at 1000 ft distance, the ring covers an
area 100 ft in diameter
Gunsight Rheostat
Gun Safety Switch and
Safety Guard (Red)
PART 9 – WEAPONS
148
THUNDERBOLT MARK VIII GUNSIGHT (P-47D-30 EARLY SERIES)
P-47D
PART 9 – WEAPONS
149
THUNDERBOLT K-14 GYRO GUNSIGHT (P-47D-30 LATE & -40 SERIES)
Your gunsight will show you where to shoot and when to shoot a target.
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PART 9 – WEAPONS
150
THUNDERBOLT K-14 GYRO GUNSIGHT (P-47D-30 LATE & -40 SERIES)
To use the gunsight properly:
1. Flip Gun Safety Guard (Red) and set Gun Safety Switch DOWN (GUNS & CAMERA)
2. Rotate Gunsight Rheostat to ON
P-47D
3. Set Gunsight Fixed Reticle Mask Lever as desired (DOWN if you want to hid the fixed
sight, UP if you want to display the fixed sight)
4. Set gunsight range scale (recommended: 1100 ft) by using your twist-grip throttle K-14 Gunsight Gyro Sight
(“Gunsight Range to Target Decrease/Increase” controls) K-14 Gunsight Fixed Sight
5. Set gunsight wingspan scale (recommended: 32 ft for a Bf.109 or a FW190) by using
the gunsight wingspan selector
6. Fire guns when the wings of the target fit within your gunsight gyro reticle
Gunsight Target
Wingspan Scale (ft)
Gunsight Target
Gunsight Rheostat
Wingspan Selector
Gunsight Fixed Reticle Mask Lever
• UP: ON
• DOWN: OFF
151
THUNDERBOLT M2 BROWNING 0.50 CALIBER MACHINE GUNS (P-47D-30 LATE & -40 SERIES)
1. Flip Gun Safety Guard (Red) and set Gun Safety Switch DOWN (GUNS & CAMERA)
2. Rotate Gunsight Rheostat to ON
3. Set Gunsight Fixed Reticle Mask Lever as desired (DOWN if you want to hid the fixed sight, UP if you want to display the fixed sight)
4. Set gunsight range (a) and wingspan scale (b) as required (see K-14 Gyro Gunsight tutorial)
P-47D
5. Place the wings of the target fit within your gunsight gyro reticle
6. Squeeze the machinegun trigger (Spacebar) to fire machineguns.
5 Gun Trigger
Gunsight Target
3 Wingspan Selector
32 ft
4b
Gunsight Rheostat
2
4a
152
THUNDERBOLT
P-47D
Note:
The P-47 has enough rounds for about 30 seconds of
continuous fire. In order to avoid gun jamming or gun
overheat, pilots typically used 2-second bursts.
153
P-47D
PART 9 – WEAPONS THUNDERBOLT
ARMAMENT BALLISTICS
154
P-47D
PART 9 – WEAPONS THUNDERBOLT
ARMAMENT BALLISTICS
155
THUNDERBOLT BOMBING TECHNIQUES
Here are examples of two bombing techniques.
P-47D
PART 9 – WEAPONS
156
5
THUNDERBOLT BOMBS (P-47D-30 EARLY SERIES)
1. Flip Gun Safety Guard (Red) and set Gun Safety Switch DOWN (GUNS &
CAMERA)
2. Rotate Gunsight Rheostat to ON
3. Close cowl flaps before diving
P-47D
Gunsight Rheostat
2
PART 9 – WEAPONS
157
Pipper
THUNDERBOLT BOMBS (P-47D-30 EARLY SERIES) Fixed Sight
8
6. There are many different bombing profiles, but typically I would recommend starting
from 9000 ft above ground level with an airspeed of 250 mph IAS.
7. When you have the target in sight, roll in and reduce throttle to maintain a 45 to 60-
degree dive with an airspeed between 350 and 420 mph. Do not arc over with low or
P-47D
negative G during the dive or the bomb could stick in the shackle or even hit the
aircraft). The steeper the dive, the better your aiming will be.
8. Line up the target with the pipper of the fixed sight.
• Note: Keep in mind that there are other available reference points/techniques to
pull lead before dropping the bomb. Engine Cowl
9. You can use your slip ball below the gunsight to see if you are drifting left or right. Make
sure you are not slipping when aiming for the target. Reference
10. Using the sight pipper generally means the bomb will fall short of the target; this means
you need to add a little lead before releasing the bomb. Before releasing bombs, pull
the nose slightly up. The target should be below the engine cowl flaps.
11. When you are 3000 ft above the target, pull the desired Bomb/Fuel Tank Jettison (Drop)
Lever to release the bomb. Slip Indicator
12. Apply full power and pull away from the blast.
9
The Air Combat Tutorial Library has a nice bombing video: https://youtu.be/HUs_BaX7Oa8
PART 9 – WEAPONS
11
158
7
THUNDERBOLT BOMBS (P-47D-30 LATE SERIES)
1. Flip Gun Safety Guard (Red) and set Gun Safety Switch DOWN (GUNS &
CAMERA)
2. Rotate Gunsight Rheostat to ON
3. Set Gunsight Fixed Reticle Mask Lever UP (we want to display the fixed
P-47D
sight).
4. Close cowl flaps before diving
5. Select desired bomb by flipping the safety guard UP, then setting the
arming switch UP.
6. Arm desired bomb by turning Counter-clockwise and pulling the arming
lever, then turning it clockwise to arm.
7. This step is not mandatory, but I strongly recommend that you deploy the
compressibility flaps to avoid overspeeding. 6
Gunsight Rheostat
2
3
PART 9 – WEAPONS
5
Gun Safety Switch and
Safety Guard (Red)
1
159
13 Weapons (Bomb)
THUNDERBOLT BOMBS (P-47D-30 LATE SERIES) Release Button
8. There are many different bombing profiles, but typically I would recommend starting from
9000 ft above ground level with an airspeed of 250 mph IAS.
9. When you have the target in sight, roll in and reduce throttle to maintain a 45 to 60-degree Gyro Sight
dive with an airspeed between 350 and 420 mph. Do not arc over with low or negative G
during the dive or the bomb could stick in the shackle or even hit the aircraft). The steeper
P-47D
160
9
THUNDERBOLT BOMBS (P-47D-40 SERIES)
1. Flip Gun Safety Guard (Red) and set Gun Safety Switch DOWN (GUNS & CAMERA)
2. Rotate Gunsight Rheostat to ON
3. Set Gunsight Fixed Reticle Mask Lever UP (we want to display the fixed sight).
4. Close cowl flaps before diving
P-47D
5. Arm desired bomb by turning Counter-clockwise and pulling the arming lever, then
turning it clockwise to arm.
6. Set Rockets / Bomb & Tank Selector Switch to BOMB & TANK (UP)
7. Set Arming Selector Switches to ARMED (UP) for the bombs you want to drop (Left
Wing, Right Wing or Belly pylons)
8. Flip red safety guard, then set Bomb/Tank/Rocket Safety Switch to ARMED (UP)
9. This step is not mandatory, but I strongly recommend that you deploy the
compressibility flaps to avoid overspeeding. 5
8a 6
Gunsight Rheostat
2
8b
3
PART 9 – WEAPONS
161
15 Weapons (Bomb)
THUNDERBOLT BOMBS (P-47D-40 SERIES) Release Button
10. There are many different bombing profiles, but typically I would recommend starting from
9000 ft above ground level with an airspeed of 250 mph IAS.
11. When you have the target in sight, roll in and reduce throttle to maintain a 45 to 60-degree Gyro Sight
dive with an airspeed between 350 and 420 mph. Do not arc over with low or negative G
during the dive or the bomb could stick in the shackle or even hit the aircraft). The steeper
P-47D
162
THUNDERBOLT ROCKETS (P-47D-40 SERIES)
1. Flip Gun Safety Guard (Red) and set Gun Safety Switch DOWN (GUNS & CAMERA)
2. Rotate Gunsight Rheostat to ON
3. Set Gunsight Fixed Reticle Mask Lever UP (we want to display the fixed sight).
4. Set Rockets / Bomb & Tank Selector Switch to ROCKETS (DOWN)
P-47D
5. Flip red safety guard, then set Bomb/Tank/Rocket Safety Switch to ARMED (UP)
Gunsight Rheostat
2
5a
PART 9 – WEAPONS
163
Rocket Release Mode Control
THUNDERBOLT ROCKETS (P-47D-40 SERIES) • OFF: Rockets OFF
• SINGLE: Single Rocket Fire
6. Select desired rocket firing mode • AUTO: Rocket Ripple Fire 6
a) Single = Fires 1 Rocket
b) Auto = Fires Multiple Rockets as long as Weapon Release button is
pressed.
P-47D
7. Set rocket counter if Auto Firing Mode is selected (should be set to 1 at start of a
mission)
8. Select desired Rocket Salvo Size
a) Handle DOWN sets DUAL Salvo: rockets are fired from each wing
b) Handle UP sets ALTERNATE Salvo: rockets are fired from one wing only
9. Select rocket fuze delay (Delay or Instantaneous)
9
How to read the Rocket Counter
The Rocket Counter window indicates the next rocket to be fired according to station number. The knob of Rocket Fuze Delay
the Rocket Control Counter panel is used to set the desired rocket station for fire. This should be set to 1 at Control
the start of a mission.
• DELAY
• INST (Instantaneous)
PART 9 – WEAPONS
164
14 Weapons (Bomb) 12
THUNDERBOLT ROCKETS (P-47D-40 SERIES) Release Button
10. There are many different bombing profiles, but typically I would recommend
starting from 1500-2000 ft above ground level. Gyro Sight
11. When you have the target in sight, roll in and reduce throttle to maintain a 15 to
20-degree dive with an airspeed between 350 and 420 mph.
P-47D
12. Line up the target with center cross of the fixed sight.
• Note: Keep in mind that there are other available reference Fixed Sight Center Cross
points/techniques to pull lead before launching the rocket.
13. You can use your gyro gunsight to see if you are drifting left or right. Make sure
you are not slipping when aiming for the target.
14. When you are 1000 ft away from the target, press the Weapons (Bomb/Rocket)
Release Button (RSHIFT+SPACE) to fire rocket(s).
15. Apply full power and pull away from the blast. Recovery altitude should be about
75 ft above ground level.
The Air Combat Tutorial Library has a nice rocket video: https://youtu.be/dhEsT59b1Fo
PART 9 – WEAPONS
165
P-47D
PART 9 – WEAPONS THUNDERBOLT
ROCKETS (P-47D-40 SERIES)
166
RADIO FREQUENCY
SCR-522-A VHF RADIO
RANGE: 100 - 156 MHz
THUNDERBOLT
The P-47D is equipped with a SCR-522 VHF (Very High Frequency) radio system. Radio frequencies are preset in the mission editor for
4 different channels and cannot be changed manually during flight.
Radio Mode Switch
1. Set the radio Transmit-Receive switch to “REM” (Remote Operation, RIGHT position) • LEFT: T (transmit) 1
P-47D
2. Set Radio Volume by turning the Volume Control Knob • MIDDLE: R (receive)
3. Select desired channel (A, B, C or D) Radio Channel Lights (A, B, C, D) • RIGHT: REM (remote operation)
4. Press the Push-to-Talk switch on your throttle to transmit
(“COMM PUSH TO TALK” control, or “RALT+\”) Radio Lights Dimmer
4
P-47D-30 Late & D-40 Variants P-47D-30 Early Variant
167
THUNDERBOLT
RADIO FREQUENCIES – AIRFIELDS
LOCATION FREQUENCY (MHz)
Anapa 121.0
Batumi 131.0
P-47D
Beslan 141.0
Gelendzhik 126.0
Gudauta 130.0
Kobuleti 133.0
Kutaisi 134.0
Krasnodar Center 122.0
Krasnodar Pashkovsky 128.0
Krymsk 124.0
Maykop 125.0
Mineral’nye Vody 135.0
Mozdok 137.0
Nalchik 136.0
PART 10 – RADIO
Novorossiysk 123.0
Senaki 132.0
Sochi 127.0
Soganlug 139.0
Sukhumi 129.0
Tblisi 138.0
168
Vaziani 140.0
THUNDERBOLT
P-47D
Channel A:
• Plane-to-plane communication on local flights
• Communication with controller in your own region.
Channel B:
• Common to all VHF-equipped control towers. It is normally
used to contact the control tower for takeoff and landing
instructions
Channel C:
• Frequently used in contacting homing stations
Channel D:
• Plane-to-plane contact between a pilot practicing fighter
instrument flying and his safety pilot.
• Normally used for plane-to-ground contact with D/F
(Directional Finding) stations. The pip-squeak (contactor),
used in conjunction with the D/F fixing provides controllers
and intercepts officers with an accurate minute-by-minute
position report of your plane. The contactor clock consists
PART 10 – RADIO
169
THUNDERBOLT NAVIGATION INSTRUMENTS
Most of the navigation must be done visually in the Thunderbolt. Consult the Gyro and Magnetic Compass to determine your current magnetic heading.
P-47D
Directional Gyro
PART 11 – NAVIGATION
Magnetic Compass
170
P-47D
PART 12 – AIRCRAFT VARIANTS THUNDERBOLT
(Early)
P-47D-30
(Late)
P-47D-30
P-47D-40
171
Water Injection (Water-Methanol
THUNDERBOLT P-47D-30 EARLY SERIES Mixture) Button
The P-47D-30 Early Series has some specific modifications, such as:
• No dorsal fin
Radio Push-to-Transmit Button
• No Weapon Release Button on the stick Mark VIII Gunsight
PART 12 – AIRCRAFT VARIANTS
No Dorsal Fin
Slip Indicator
172
Dorsal Fin
THUNDERBOLT P-47D-30 LATE SERIES
The P-47D-30 Late Series has some specific modifications, such as:
• Dorsal Fin: provides an improvement to directional stability since the turbulence behind the
bubble canopy caused directional control problems at certain speeds
Throttle
173
THUNDERBOLT P-47D-40 SERIES
The P-47D-40 Series has some specific modifications, such as:
Throttle
K-14 Gyro Gunsight
174
As with all warbirds, dogfighting in P-47 Thunderbolt is an art that is easy to learn, but very
THUNDERBOLT
difficult to master.
The Thunderbolt was built to be a long-range escort fighter, which meant it had to be able
to operate at high altitudes. It may sound counter-intuitive when you look at how heavy
the plane is, but the turbosupercharger of the Double Wasp made the P-47 very effective
P-47D
above 20,000 ft. The mantra of a good P-47 pilot should be to gain as much altitude as
possible as quickly as he can using the “best climb speed” (Vy), which is roughly 160 mph.
Every thousand feet you gain is potential energy that you can later convert into speed
when diving, which is the way Thunderbolt aces flew the plane.
Therefore, the Thunderbolt is best used at altitudes of 20,000 ft and higher. This is where it
will have the greatest performance advantage over the Bf.109 and the FW190. However,
most dogfights occurring in multiplayer servers happen at lower altitudes between 5,000
and 15,000 ft, which is where the Messerschmitts and Focke-Wulfs will dominate in terms
of climb rate and diving speed. This partially explains why the P-47 can sometimes seem
“worse” in most aspects than other fighters at low altitude: it was meant to be a high-
altitude fighter. If you happen to be forced to fight on the 109’s terms down low, you are at
a serious disadvantage from the very beginning. When you are forced to fight at medium to
low altitudes, it is better to stay high and perform controlled dives and avoid getting
tangled up in prolonged turning fights. I cannot put enough emphasis on the “fly-with-a-
wingman” advice listed below; the best way to operate is like a pack of wolves.
PART 13 – AIR COMBAT
During dogfights, I would advise you to keep your energy state (airspeed and altitude) high
at all times. These principles apply to every single aircraft, but particularly to the P-47 since
it has such trouble climbing due to its weight. Do keep in mind that the P-47 can turn very
well at high speeds. Just make sure you don’t over-G in the process.
The P-47D must be used in the following way if you want to survive against experienced
Bf.109 or FW.190 pilots.
• Always fly with a wingman
• Always fly with a high energy state (high airspeed and altitude)
• Do not attempt to outclimb a 109 or 190
• Bring the fight to high altitudes if you can to fly your plane in the combat environment
it was designed for
• Master your aircraft: know your engine limits and airspeed limits by heart and practice
manoeuvers to avoid stalls and spins.
Here is an insightful P-47 dogfight debrief that expands on do’s and do-not-do’s:
https://youtu.be/pTv5VsH5TvU
175
The P-47 has a number of advantages that make it an aircraft that is very capable. Its
THUNDERBOLT
bubble canopy provides exceptional visibility and the eight 0.50 cal machineguns offers a
superb gunnery platform. The aircraft’s sturdy airframe and engine can also take more
punishment than other planes like the Mustang or Spitfire. Read up on Robert Johnson’s
account of the 100+ bullet holes he counted on his P-47 after a sortie… it’s a riveting tale.
P-47D
I also suggest you check out Greg’s Airplanes and Automobiles P-47 Thunderbolt Series:
• Part 1 – Design & Speed
https://youtu.be/mzQuq2FHdeE?list=PLD2EcpzcvT-tvemNaIYUfZfV3s8K8Gbgh
• Part 1A – Throttle & Boost Lever Use
https://youtu.be/HHtypRJuNKY?list=PLD2EcpzcvT-tvemNaIYUfZfV3s8K8Gbgh
• Part 2 – Dive Speeds & Mach Number
https://youtu.be/wwP6qv8jOhI?list=PLD2EcpzcvT-tvemNaIYUfZfV3s8K8Gbgh
• Part 3 – Armor & Protection
https://youtu.be/aCNt3J65UqE?list=PLD2EcpzcvT-tvemNaIYUfZfV3s8K8Gbgh
• Part 4 – Climb Rate
https://youtu.be/UHUmWTnBuhU?list=PLD2EcpzcvT-tvemNaIYUfZfV3s8K8Gbgh
• Part 5 – Maneuverability
https://youtu.be/KahHLtYlveQ?list=PLD2EcpzcvT-tvemNaIYUfZfV3s8K8Gbgh
• Part 6 – Range, Deceit & Treachery
https://youtu.be/aCLa078v69k?list=PLD2EcpzcvT-tvemNaIYUfZfV3s8K8Gbgh
PART 13 – AIR COMBAT
176
While the popular image of the P-47 was that it was relegated to a air-to-ground
THUNDERBOLT
support role, it was very much capable of doing proper bomber escort. The 56th fighter
group, together with the squadrons of the 4th group, formed the core of the VIII Fighter
Command of the 8th Air Army based in the United Kingdom. The main task that the
Thunderbolt pilots were to undertake was to escort heavy bombers groups on their
raids on Germany. The Jug's "short legs" or insufficient operational range limited
P-47D
tactical use of the P-47s. Thunderbolts in the field underwent significant field
modification in order to accommodate additional external fuel tanks.
The situation changed only in 1944, when the P-47D-25 modification was released; on
this variant it was made possible to mount 760-liter external fuel tanks for increased
range. Initially, these huge tanks were intended solely for use in ferry flights, but the
military's situation forced the pilots to fly with these "fuel barrels" into the enemy’s rear
lines to escort day bombers. The problem was that these tanks did not have a boost
system, which limited their use at high altitudes, and so, effectively, only half of the fuel
in these tanks were consumed in flight.
PART 13 – AIR COMBAT
177
Following the end of the Battle of Britain, RAF Fighter Command moved from defensive
THUNDERBOLT
to offensive operations where they would engage German fighters on the other side of
the Channel; the operational instructions were ready by December 1940.
of cloudy conditions and engage any aircraft they found and on clear weather days
• "Circus" which would send several squadrons - possibly with a few bombers - in
sweeps of northern France. Circus came to mean an operation with bombers.
Rhubarb patrols began in December 1940; while the pilots were allowed to attack
ground targets if any presented itself their primary objective was to bring down German
aircraft. By mid-June 1941, Fighter Command had flown 149 Rhubarb patrols (336
sorties) claiming seven enemy aircraft brought down for loss of eight pilots on the British
side. Circus operations with bombers began in January and eleven had been carried out
by June, the targets including docks on the French coast and airfields. More than forty
sweeps without bombers had been made in the same period.
While Fighter Command's priority was the German fighters, Bomber Command
concentrated on destroying the ground targets. At higher level in the RAF it was felt that
the effects on the war by damage that could be inflicted by the bombers would be
minimal; the commanders of Bomber and Fighter Commands held a conference that
agreed that the purpose of a Circus was to force German fighters into combat in
PART 13 – AIR COMBAT
circumstances that favoured the British and to that end the bombers had to do enough
damage that the Luftwaffe could not ignore the attacks.
178
P-47D
PART 13 – AIR COMBAT THUNDERBOLT
179
Taming taildraggers is much more difficult than meets the eye, especially during the takeoff and landing phase. Here is a useful and insightful essay on the art of flying
THUNDERBOLT taildraggers wonderfully written by Chief Instructor. I highly recommend you give it a read.
Link: https://drive.google.com/open?id=0B-uSpZROuEd3V3Jkd2pfa0xRRW8
P-47D
PART 14 – TAMING TAILDRAGGERS
180
THANK YOU TO ALL MY PATRONS
Creating these guides is no easy task, and I would like to take the time to properly thank every single one of my Patreon supporters. The following people have donated a very generous
amount to help me keep supporting existing guides and work on new projects as well:
• ChazFlyz
181
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