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  • Kookaburra Tech. Public. S01 08 - Republic P-47 Thunderbolt Described Part 1

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    Cesar Elaskar
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    Kookaburra Tech. Public. S01 08 - Republic P-47

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    Kookaburra Tech. Public. S01 08 - Republic P-47

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    Kookaburra Tech. Public. S01 08 - Republic P-47 Thunderbolt Described Part 1

    Загружено:

    Cesar Elaskar
    Kookaburra Tech. Public. S01 08 - Republic P-47

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    THUNDERBOLT GEOFF DUVAL ee) RIB ERICY ws KOOKABURRA TECHNICAL PUBLICATIONS Pan AS arr Series 1 No.8 TECHNIGAL MANUAL PUBLISHED BY KOOKABURRA TECHNICAL PUBLICATIONS DANDENONG, VICTORIA, AUSTRALIA © CONTENTS COPYRIGHT KOOKABURRA TECHNICAL PUBLICATIONS 1971 1 Cover. Close-up of Lt Frank Klibbe's “Little Chief", HV-V,, 42-76179 of the 56th FG, 61st FS. This aircraft is described in detail in the previous Kookaburra title “Markings Of The ‘Aces 8th USAAF”. (Photograph by T. Bennett). REPUBLIC P-47 THUNDERBOLT Described Part 1 Geoff Duval Edited by Ernest R. McDowell. With drawings by the author, K. Merrick and G. Pentland. PRO, Matis om A veteran P-47D-15, 42-76636, K-4N, “Pootie Too” at St Dizi » 1945. Lt Jack Curtis of 367th FG, 394th FS flew this aircraft to destruction, preferring it to later models because of its longer range and ability 10 carry a greater load. Cowling was yellow and tail top was red, yellow and blue jrom jront 10 rear. Note wrusual canopy. (D. Weatherill) Operational History and Development In 1939 the Republic Aviation Corporation, newly formed from the older Seversky company, had large orders for the P-44 fighter aircraft developed through the P-35, YP-43, and AP-4, and powered by a 1,400 hp Pratt and Whitney radial engine. The Air Corps had also requested enlarged model of the AP-10, a lightweight fighter with an Allison 1,150 hp liquid-cooled power unit, and ordered ‘one example of the modified machine in November 1939, as th 47, together with a stripped-down version, th XP-47A. However, on June Sth 1940, an Army Board meeting at Wright Field reviewed the limitations of existing Air Corps fighters in the light of reports from the air war in Europe, and issued a specification for a “super fighter”, calling for a 400 mph top speed, a ceiling of 40,600 feet, and heavy armament. Gn June 12th Republic's chiet Alexander Kartveli, offered an entirely new eight-gun, 11,500 Ib single-seat fighter, to be powered by a turbo-supercharged Pratt and Whitney XR-2800 of 2,000 hp, further suggesting that both the P-44 and the XP-47/47A machines should be abandoned. After evaluation of the ew project, the general arrangement of which was basically a ‘Sscaled-up P-44, the Air Corps agreed with Kartveli's proposal, and on September 6th 1540 ordered one prototype as the XP-47B. One week later, Republic received an order for 80 P-43 Lancets, which, together with 54 already on hand, would keep the production lines occupied pending the mass production of the new machine, the first output of which was to consist of 171 P-47Bs, Some indication of the priority and of the efforts of Kartveli’s design team may be judged from the fact that the XP-47B made its first flight on May 6th 1941, just eleven months after the requirement had been issued. The debut of the XP-47B, dwarfing all who stood near it, evoked the almost universal com- ment, “Is this a fighter?” But fighter it was, all six tons of it, with a wing span of just over forty feet, armed with eight 0.5 inch Browning guns To absorb the engine power, a four-bladed Curtiss propeller was fitted, to provide ground clearance for which the undercarriage legs had to. be engineered to shrink nine inches during retraction, thereby retaining adequate space in the wing structure for ammunition storage. The large The author wishes to thank the following kind folk who have generously provided photographs or other useful injormation: Mr, D. Weatherill, Mr. E. McDowell, Mr. F. Smith, Mr. T. Bennett, ‘Mr. K. Merrick, Mr, H. Nowarra, Mr. P. Dowd, Mr. A. Shennan, Mr. C, Mayer, Mr. P. Yant, Mr. K. Rust, Mr. M. Olmsted, and Mr. K. Brown. Special thanks are also due 10 Republic Aviation, “Flying” magazine and the USAF. CARA CFRA Left. The XP-47B prototype, forerunner of a new concept in fighter design. Right. Production P47Bs ready for delivery 10 the USAAF in 1942, Note wavy camouflage line and jorward-angled radio masts. (A Shennan). turbo-supercharger was mounted in the rear of the fuss ‘and the ducting runs to the engine caused many structural problems in avoiding the cockpit and fuel tanks. Not surprisingly, more problems presented themselves as the flight tests progressed, and the test pilots, Col Ira Baker amongst them, had to contend with heavy control loads, aileron snatching, and a very marginal spin recovery, Eventually, with flight tests incomplete, the XP-47B was destroyed in a crash on August 8th 1942. Meanwhile, the bold decision had been taken to equip a whole fighter group with the production P-47Bs, and in June 1942, the three squadrons of the S6th Group began to re-equip, receiving all available flight test and technical data, with orders to “shake down” the big fighter under service conditions. This decision may well have been influenced by an exactly similar procedure carried out in Britain with the Hawker Typhoon in P-47Cs of S6th FG, on these aircraft have only been roughly painted out. ak UK, 1943. Leading machine is September 1941. ‘The P-47B had received slight modification during production, the control sur- faces being metal-covered in place of the fabric of the experimental machine, and improvements 10 the pilov’s canopy gave betier visibility. Inevitably, the ‘6th Group ran the full gamut of engine failures, crashes, and some fatalities, most of the latter due to the P-47's tremendous dive accelera- tion which led it into the compressibility envelope, the recovery from which was unknown until two pilots survived to make a full report, whereupon an investigation was carried out. The machine's ability to protect its pilots during some spectacular Gtashes earned it the immortal nickname of “Jug” —short for Juggernaut, plus the quiet satisfaction of Kartveli, who had’ designed and stressed. the fuselage belly for six-ton crash landings. At the end of 1942, the 56th Group was adjudged combat-ready and followed by a second P-47C-5-RE. The fuselage identification numbers An RAF Thunderbolt Mk 1 during evaluation in UK seen in dark earth, dark green and sky scheme. Note 150 gallon underwing tanks. P-47 Group, the 78th, arrived in the United Kingdom to'join the 8th Air Foree on January 12th 1943. A third group, the 4th, formed from the Fagle Squadrons of the RAF, converted from Spitfire Mk Vs to P-47s in’ Britain during March/April 1943, all three groups being equipped with the newer P-47C, although some P-47Bs were retained, Based in East Anglia, the groups com: menced high altitude escort and fighter sweep missions on April 13th 1943, the first contact with the Luftwaffe occurring two days later, when the 4th claimed two victories for the loss of three P-47s, Later in the month during a battle over Holland the groups suffered losses and damage without a single claim, However, the American pilots gained combat experience rapidly in a hard school, and the ratio of victories to losses began to improve, although the short tactical range of the P-47 was a constant problem. In July, belly tanks were supplied, but these tended to strike the fuselage a resounding bang when jettisoned, and were discarded in favour of an impregnated paper tank manufactured by Bowater-Lloyd of London. These were used in thousands until improved metal tanks became available, the extra fuel allow- ing the P-47s to range further afield, escorting Fortresses and Liberators on longer missions, and eventually to Berlin Technical failures, especially with the P-47C consisted mainly of blown cylinder heads on the engines, and fracturing of the radio mast, but the worst. trouble was in radio communications. On March 10th 1943, when the 4th Group flew their first fighter sweep ‘mission, communication between aireraft was impossible, ‘and the mission largely abortive as a result, USAAF radios of the 1940s were not up to RAF standards, and_ so British VHF sets were fitted to all P-47s, The blown cylinder heads were cured by modifications to the superchargers and their controls; the cause had been sustained high manifold pressure Improved models of the P-47 were constantly being brought into service, production reaching its peak with the P-47D, which, with water tion, paddle-blade propeller, and_ increased \i-carrying capacity, gave the steadily growing 7 force a machine to be reckoned with. Many of the D models equipped the tactical 9th Air Force in Britain, and the 12th and 15th Air Forces in Ttaly where many squadrons efficiently carried out ground attack missions, and pioneered the carriage of 1,000-Ib bombs ‘on wing pylons. In Italy the 325th FG ran imto difficulty with the drop tanks which often failed to release in comba In many cases, upon attempting a landing, the tank would then be jolted loose, hit the runway, bounce up, and hit the wing, causing considerable damage ‘This fault was rectified by rounding off the square bolts which fitted in the shackles. Tanks would then drop off when required without any trouble. Groups began to be issued with rocket-firing equipment, and with the introduction of the D-25-RE, ‘a bubble canopy gave far better pilot vision, and a larger capacity main fuel tank provided more range. In 1943, the P-47 began to re-equip groups in the Pacific theatre, the first being the 348th, which operated initially from Brisbane, Australia, on escort and strike missions, nd later, with underwing fuel tanks, from island bases in the control of the Sth and 7th Air Forces. The 348th Fighter Group (P-47C) went to the South West Pacific in the spring of 1943, and became operational in July. ‘The Sth Air Force had really wanted P-38s and complained about the range of the P-47. A 200-gallon drop tank was designed, but its manufaciure in Australia ved impossible. A shipment of 150-gallon tanks from USA caused much trouble, for many PHD2 eA Li-Col Neel Kearby, CO of the 348th FG in “Firey Ginger” leads a flight back home from a mission over New Guinea in 1943. Absence of victory flags indicates this photograph wns taken before or possibly ‘on the same mission as that of his historic encounter which earned him the first Congression ‘Medal of Honor to be awarded for service in the Pacific (see text). (D. Weatherill) modifications had to be carried out to enable them to be used. Eventually, the P-47 came to be appreciated more for its Speed and fire-power than its range, and later models enhan tion. On October 11th 1943, the the 348th, Col Neel Kearby, was leading a flight of four P-47Ds on a reconnaissance mission over very active Japanese base at Wewak, New ine (see photograph above). At extreme and with the fuel states of his flight ming critical, he turned for home, meeting a Japanese fighter on the way: This he promptly shot down, Soon afterwards the ilight encountered four enemy bombers, heavily escorted by more than forty fighters, ‘and Kearby led his men straigt the attack, shooting down thre Japanese planes in rapid succession, and then two more who attempted an attack, the rest of the enemy aircraft swirling all over the sky in con- fusion. The P-47s made one more attack, then, with their fuel dangerously low Kearby radioed jes to break off and to use nearby clouds for evasion before the enemy re-grouped. Well away from the scene of action the flight reformed and returned safely to base. As a result of this Two rare s under the cockpit. Of special interest ots of the Thunderbolt of Lt Dav Schil action, and for his brilliant leadership of, the 348th, Col Kearby was awarded the Congressional Medal of Honor, the first to be won by a USAAF er pilot. He was later killed in action on ‘arch Sth 1944, and at that time was the highest- scoring P-47 ace in the South West Pacific, with twenty-two victories. Througtfout all operational areas, the P-47 was now respected by itiend and foe alike, and even Tokyo radio, appealing for -greater output of Japanese aircraft, reluctantly and enviously praised the armour and firepower of the P-47. Fine leadership and increasing skill in combat was producing long list of pilots with impressive scores, men like Zemke, Gabreski, Maburin, Johnson, and Kearby, but’ the victories were not easy to come by, for their opposition in Europe consisted of experienced and combat-hardened Luftwaffe Bf 109 and Fw 190 pilots, who had the tactical advantage of fighting over their own and Schilling of the S6th FG, 62nd FS showing ten vietories ling's unique bulged cockpit cover. (G. Fry). © G. Pentland st FS based at Wadke Istand, ed kills. Yellow 31 and rudder ir New Guinea in was a squadron ide Pride of Lodi” marking was on both sides with “Miss Mutt" and pilot's name on port side only. 5th AF insignia on inside of both wheel covers. The metal long range tank was made by Ford of Australia Col J. Price, @ black background above mascot ¢ pilot and crew rn of the 353rd FG. Of intere y swastikas were painted und st is the lack the cockpit he rear fuselag ) of the 358th FG re identity bands com uh AF at the time oj the Normandy landings in June 1944. Black and w jetely encircled the wings and fi Upper. Thunderbolt shows its teeth. Powerful punch was provided by eight 0.5 inch machine guns augmented by folding-fin rockets which were chiefly used against ground targets. Lower. Lt Sumwalt of 78th FG, 83rd FS and his crew in February 1944 beside their P-47 which suill bears the old-style identification markings. Emblem of Superman appears under the cockpit. (USAF). Put DA-RA 2 6 LATINO ISAVHXA ATTIOOOUALNI (6) SUALLAHS ¥ITOOI TO (s) ‘TANVd SSVID GAYNOWAY TWNYALNI (ST) AROUVHO AIIOOD TO (+) YOUN NOISIA AVAL -uaans OL ONG svo IsAVHXa (8) UATOOOVALNI WAIDAVHIWaANS: aALVTd UNOWAV AOLIAINGAVD OL NV S¥TIOOD TIO “auvomUvIs NAA 4IV WADUVHOWTANS WOU Idd Lond ATV () NV IYOd OL IAVINI JON ATV (©) ATOAVHOUTANS SaSV9 ISAVH AND Gaad GIN AZTTATLINY (2) OOH ANIAYNL WAOUVHOAANS “XH SSHOXA THds OL BLVD ALSVM (9) AATTadOUd OTALOATA SSLLAND (1) AIM AVMVIND LTIOMUIGNAHL ILP-d JITGNnd7a Three successful Thunderbolt exponenis. Left to right. Merchant Ii" (see Page 5); Maj J. Moore of 3481h FG, 34ist FS, Green of 15th AF, Italy, 1945 occupied territory. However, the odds were evened in the Americans’ fayour by the performance of the P-47 which was at its best above 20,000 fects and by its tremendous dive acceleration which spelt the end to many a German fighter using the standard Lufrwaffe technique of breaking away from combat; that of a half-roll and dive away down. A sequel to this technique was employed by the Germans later, in the form of a corkscrew climb, but this was about the time of the fitting ‘of paddle-blade propellers to the P-47s with con- sequent dramatic increase in climb rate, and sub- sequently a few more swastika symbols ‘Were soon painted on P-47 fuselages. The heavy fire power of the P-47 was another advantage, for although the German fighters were cannon-armed, the range of the 0.5 inch guns nearly matched that of the cannon, and with its greater rate of fire the 0.5 inch gun battery was superior in destructive power. ‘This fact is verified by the Jarge number of American combat reports stating that enemy aircraft exploded or shattered under close-range fire. The American fighter losses in combat were not light, but would have been much heavier save for the P-47’s ability to absorb battle damage. and remain airborne, this being clearly illustrated in Maj Johnson's book “Thunderbolt” where he describes graphically a flight back from France in a machine virtually wrecked by cannon fire, twenty-one hits in all Near the French coast, a Fw 190 fastened on to Johnson's crippled machine, making three deliber- ate and point-blank aitacks with machine-guns, having apparently and luckily, empty cannon magazines. The P-47 stayed in the air, with the pilot crouched behind his armourplate, and eventually the enemy pilot gave up in disgust, leaving Johnson to make an emergency wheels- down landing at Manston! (See photos, Page 15.) Most of the fiercest air action occurred in the latter half on 1943 in Europe, when the Luftwaffe like angry wasps, reacted violently to the increasing Col Jack Price of 78th FG, 841h FS in “Feather New Guinea 1944; and Maj Herschel tempo of Fortress and Liberator daylight attacks on their homeland. However the P-47 escorts, operating far inland over Germany, undoubtedly kept the bomber losses to a figure that could be accepted. Flying at heights of 20,000 feet and over they intercepted and broke up mass attacks on the bombers, and after the target had been left behind protected crippled “big friends” on their way home. As 1943 drew to a close, a significant change in the nature of operations took place, when some 8th Air Force machines began to’ return from Continental missions flying at a very low level and strafing targets of opportunity, their success in this leading to the adaptation of the ‘7 for what was to become its foremost role, that of fighter-bomber. These actions were already being carried out in Italy, where one squadron, among other tasks, specialised in dropping bombs into the portals of railway tunnels. High level missions still continued, but the first P-51 Mustang aircraft atrived in Europe in December, and having a longer tactical range began to take over the escort duties, Eventually, most of the P-47 groups converted to the P-5I, but the remainder, including the 56th, which Kept its P-47s through: out the War, created great damage in their ground- strafing capacity and still managed to maintain a respectable score of air-to-air kills. The 78th Group (in UK) had converted to the P-47 from the P-38, as the P-38 was not really suitable for operations in Europe, suffering from control problems, engine trouble, and frozen pilots. Prior to the great effort of D-Day, the P-47s of the tactical 9th Air Force, together with the medium bombers, carried out many attacks on strong points of’ Hitler's “Atlantic Wall”, and together with those of the 8th Air Force and the fighter-bombers of the RAF, created havoc all over northern France and beyond, aitacking com- munications, airfields, radar sites, bridges, and troop concentrations. ‘Some idea of the resistance encountered may be gained from the report of just one low level anti-fiak mission by the Séth Left. Machines of 56th FG, 62nd FS over England in 1943. Note the yellow surround to the fuselage insignia, white nose and 18 inch wide white tail markings. Right. SF-L,*a machine of the 9th AF in England, Codes do not tally with any official listing. (T. Bennett). Group which states than sixteen P-47s were lost, and of those that returned fifty percent were damaged. On D-Day itself, the 9th Air Force P-47s formed an integral part of that formation’s three thousand tactical missions flown, contact with the Luftwaffe being made inland, far from the invasion beaches. ‘The advent of the V-1 flying bomb and rocket and jet-propelled enemy aircraft prompted the development of a “sprint” model of the P-47, the P-47M, fitted with a larger turbo-supercharger and ‘a more powerful engine, and capable of a level speed of 470 mph. One hundred and thirty of these models were built, operating in France after D-Day. Another use for P-47s was developed at this stage, when they were used as medium level bombers, carrying a maximum load of 2,500 Ibs of bombs. ‘The aircraft were guided to the target, ‘often hidden by cloud, by MRCP ground radar, the bomb release point being indicated by radio transmission, resulting in accuracy of high stand- ard. 1944 saw the P-47 operational in all active war theatres except Alaska. In the China-Burma-India theatres, the machines of the 10th and 14th US Air Forces were joined by fifteen squadrons of RAF P-47s, the RAF allocation consisting of two hundred and forty early D models and_ five hundred and ninety D-25-REs, these British machines being named as the Thunderbolt Mk I and Mk I, There was also a Mk ITA, referring to tne few RAF machines fitted with’ a dorsal fin, One hundred and ninety-six D-22-RE and D-27-RE P-47s were delivered to Soviet Russia, eigbty-cight more to Brazil, the latter country supplying a P-47D Squadron’ which operated with the US ‘2th Air Force in Italy from November 11th 194 Four hundred and forty-six P-47Ds were supplied to the Free French forces, and some of these were still in useful service against the Algerian rebels in 1954, There was still another service which used the P-47 — the Lufrwaffe! Naturally enough, a number of machines force- Aircraft at an RAF airstrip on the Arakan front, Burma, 1944. These are Mk 1 Thunderbolts fitted with 150 gallon drop tanks. The tiny roundels were azure blue and dark blue in colour and the squadron codes have been painted out for security reasons. ey PHBDS RP variety of markings close-ups. Left to right, top to bouom. An RAF pilot and his record of bombing sorties. “The Mole” or “Lucky”, by Lt L. Avakian of 353rd FG. Decorations show two German aircraft destroyed, one locomotive and four bombing missions. White Maltese crosses probably indicate 48 missions over ‘Germany. (D. Weatherill). Newly-arrived “Lil Goody" submits to_an inspection by a young resident. Gp-Capt Holton beside his Thunderbolt "Bugs of the 352nd FG. This pilot was later killed in Korea. Nose marking on an RAF Thunderbolt, believed t0 be of No 238 Sqn, Burma, 1944. The Vangoose” with 23 missions indicated, no, other information. “Yankee Doodle Dandy Il” flown by @ pilot of 348th FG, Sth AF, New Guinea. (C. Mayer). Aircrajt of Lt W. Schwenk of 352nd FG; serial number 42-8424 landed in German-held territory while on combat missions, and some of these were tepaired and flown by the Luftwaffe as were other examples of Allied aircraft. ‘The general use for all captured aircraft was evaluation, recognition training, and developing interception tactics, not to mention the preparation of faked “combat” photographs. How- ever, one or two captured P-47s were employed on special operations, notably high altitude recon- naissance over the Channel during the spring and winter of 1944, ‘The German unit concerned is said to have been 4(F)123, stationed at Bernay, in France. These “spy” P-475 usually retained theit original olive drab and grey camouflage, but with German crosses in the normal positions and radio-call letiers on either side of the fuselage insignia. ‘he final production model of the P-47 was the P-47N, which was produced mainly for operations in the Pacific theatre where the chief performance requirement was range. The P-47N was developed partly from the P-47M in that it used the same engine, and turbo-supercharger combination, but an entirely now wing was fitted, having a span of some twenty-two inches greater than before, and twenty-two square fect extra in area. The new wing incorporated larger ailerons and square-cut tips which increased the rate of roll, and which also featured internal fuel tanks. The additional span was added at the wing roots, the wheel track being widened in the process. With a maximum all-up weight of 21,200 Ibs, the undercarriage had to be strengthened, and heavier tyres fitted. As a direct result of increasing the internal or external fuel capacity, the extra weight of the P-47 was ‘causing many crashes on take-off due to tyre failure. This was particularly prevalent in the Pacific where the runway surfaces were often made of highly abrasive crushed coral. The nature of the problem can best be appreciated ‘when it is realized that the weight of the long-range P-47N equalled that of four Spitfires! Entering service at the beginning of 1945, the P-47Ns gave good service, particularly in escorting B-29 Super- fortresses all the way from Saipan to Japan, and on many other long over-water missions. Overall, the P-47 fully justified the ‘confidence placed init by its designer and by the US Army Air Corps. According to Republic figures, during World War II, the P-47 dropped 132,482 tons of bombs, expended over 135 million rounds of Two successful Sth AF puots of the 348th FG, 341st FS in New Guinea. Left. Lt R. Anderson, one victory, with “My Baaby II”, showing prominent white wing leading edge. Right. Capt 8. Blair with ‘rankie 11”, six victories shown under cockpit. (D. Weatheril) Crashed machine HV-P which may well have been "All Hell”, an aircraft at one time flown by Lt Robert Johnson, a leading Thunderbolt ace of the 8ih AF. ‘HV-P, 42-8461 “Lt This was his best machine bi rowing pilot. (R. Joh the last jully airwort 1 Re h at the 1963 Left. Maj Steve Prsanos, an ace of FS. (T. Bennett). Right. EH-V, “Frances-Ann I ammunition, and some 59,567 rockets and several thousand gallons of napalm. 3,752 enemy aircraft were claimed destroyed in the’ air, and a further 3.752 on the ground. ‘This effort required 1,934,000 flying hours and 204,504,000 gallons of fuel. ‘Two-thirds of all P-47s produced eventually found their way to USAAF units in combat theatres, and losses of aircraft on operational missions were 7 pet cent of those despatched. From D-Day E Day in Europe, the P-47 low level strikes accounted for 86,000 railway wagons, 9,000 locomotives, 6,000 armoured vehicles and tanks, and 68,000 motor trucks, ‘The total P-47 pro- duction’ consisted of 15,683 aircraft, some 31 Thunderbolt groups being in action in 1944, A fine shot of a P-47D Thunderbolt of the S6th FG, UK, 1943 ven victories with P47D-2-R9 ‘Miss Plainfield”, OP-D, 42-7945 of 4th PG, 334th ‘of S6th FG, 6Ist FS. ( Smith) Post-war use of the P-47 RAF Bolivia Brazil ‘Two squadrons (Nos 60 and 81) used against the rebel forces in Indonesia, 1945/46. Under the Rio Pact of Mutual Defence in 1947, Bolivia received P-47s from the United States, and a few were still in service in 1964 One razorback type now on display at El Alto Airport, near La Paz at the main gate Twenty-five additional machines de- (A. Shennan). The first of tw XP-47H Thunderbolts fitted with the Chrysler liq originally a P-47D-15-RE. The sole XP-471, serialled 43-46952. This machine achieved a speed of 504 mph in August 1944, Lower. The prototype P'47N in flight, serialied 44-8784. Left. Aircrajt of Lt P. Dowd, showing (P. Dowd). Right, Port nose of “Cherry Mary’ (P. Dowd). livered during 1955, Small number tail decoration of the Italian-based 318th FS of the 325th FG Dominica still in service in the late 1960s. Chile p-47s purchased in 1952, used as Ecuador front-line aircraft until 1958. China P-47s in 194 Formosa, One group (the 11th) equipped with a few evacuated to fonalists_ received air- France craft to form two fighter-bomber wings in 1949, exchanged for Sabres in 1954, Small number of P-47s still in service 1958/59. Columbia Honduras ‘One squadron formed in 1947. Bight machines still in use in 1958. Much-battered P-47D-26-RA, HO-W, 42-8400, believe "Ee Lamarr Perty's aircraft illustrated on the back cover. P-47s acquired in 1948. Phased out of service in late 1960s. P-47s delivered in 1947, one squadron still flying in 1964, ‘Last P-47s phased out of service in 1960, One bubble-eanopy P-47 was donated to France to be displayed in the Paris Air Museum, First machines delivered in early 1950s, a small number still flying in 1964. ed to be the machine of Capt Whisner, and one of ceicval bearing this code. Patching has even extended as far as a partial black outline to the fuselage national insignia. (T. Bennett). PUID-2-RP Thunderbolt CG-4, OME "F RA fie of an unknown training unit in England, 1943, bearing “Lil’ Abner” mascot on nose. Combined lettering and number identification under wing was most unusual. Iran Italy Mexico Nicaragua Peru Turkey Venezuela ‘Yugoslavia Seven fighter-bomber squadrons formed in 1948, ‘Phased out in late 1950s, P-47D-25s equipped $1 Stormo Aero- Militaire Ttaliana at Treviso, , and 5 Stormo at Vicenza, 1951-2. ‘Twenty-five machines supplied for wartime use in Pacific. A few non- operational machines remained until the late 1960s. One fighter - bomber squadron equipped in 1947, still in service in 1960, ‘Twenty P-47Ds supplied in 1947, still operational in 1957 and disbanded in 1964, Received P-47s in 1948. Phased out in 1952, Received P-47s on signing the Rio Pact. Replaced by jets in 1957. Received P-475 on signing the Mutual Assistance Pact in 1951. Replaced by jets in 1957, Reputed to be at east one P-47 on a drome in Yugo- 19 slavia, United States Post-war P-47s allocated to ‘National Guard units. One or two machines still in flying condition. One P-47G-15-CU purchased by Republic in 1961, and serialled N5O87V was flown by test pilot Glenn Bach throughout _ British, French, and German air shows in 1963. (See photo Page 15.) Now on display in the Us fuseum at. Wright Patterson AFB where there is also a bubble-

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