AitCcratt Republic P-47N Thunderbolt by roger A. FreemanEditorially speaking... No. 30 AUTHORS DO TRY. Especially authors of Proffes Mining for fhe acts, Right up tothe very lat minutes, Sometimes tere tre "Creumstances Beyond Qur Contre”. 50 the Editor ‘ecommodates But then, lke the sad story of The-ish-That-Got-Away happy story, fabemse, there comes atime when the Editor yl "Too late in fact there was a ease ony the other day. "ignore this wrote the Author traveling hopefully, “io late, bur some o Republic's tals Thunderbots were distinguished by deep ‘low painted cowlings and ais, Other a afc was advised {o keep clear of thew easly recognized test aircraft which might be engage in special measured ight run Ten ut often for rying ‘CHARLES W. CAIN ABOUT THE AUTHOR No. 262: Republic PA7N Thunderbolt Roger A Freeman was bor raised! and now farm Beals ast Anglia. World War Two, young Freeman was Bterally {stones throw away from the genuine article. Needless (0 Say they were P47 Thanderboks ofthe Mh Ai Force. Roger Freeman writes on the USAAF/USAP wah such authority that he has gained adricing recogntion among, “dscerning Americanthstorans—natleattor hs massive tome {YOUR NEXT AIRCRAFT PROFILE No, 263 No. 262: Dornier Do 235 variants Here's a foretaste of the good t Lelebwe’s satisfyingly iustrated frst Protie The baby C8 9 miele! was a Do 235 test vehicle and the 135-patented Kaan Jona 10 figheer-bomber (oviow) wil surprise many: No. 243 Pre coming soo"! vxavuns Now available completely d revolutionary swing ng, {hroseater that serves it both the Tactical ana Strategic Air Command the USAE respectively in Tactical ighter and Bor ‘arcs Mediu) Wings, "Author Kutt Micka provides an exhau sive Sedywerthy ofthis imnprtsive etal, Colour ntwote by 6 Trt, depicts Ft subsvarante A. 8c, Eand Fang 8-1, Sire Merten" Mcdonald, He povinw Pre Wes Nov bie! ng 87C Fone z rorxer Profile Finder No. 3 ee eens Oy, ‘Hine drawings, with cross 50 Thststhe third ee Profle Nox 2604260 ffourpare | 88/3 8200 fDr' CTripiane) coe anes seer ena ues pahed tom cite | 86/2 BO0a Monorlanes (Eindecker) sa lt sical Lid 13 96 Se 2 toe cea adore ae ped onde Corea Spread enue rom eciee ‘inside back cover of this Prose. ‘ehay Send 3p/26c S.A.£. for their full price list eIvReL Bata Areca trons te como Hott Bile ob Mote (Salamenden errr ye Orein and Puriedor Oo) | HA uemns 1611 (eam By Country of Origin and Period of U Figo cama e218 Une Se () ececWorkiwart 1814-18 eee Japan (“Aid code names) @) GuesPom- waa . es open Hetee 2arn2 coms Bix (va) & Yokomta Dav Centie Joweees ove al Yokosuka @ pankergipiancastanicley 177/8 0m) Ju52 Series (Ju52/3m) (Judy) Carrier bombers (@) ockmPost WW. 19606-1970 Tee Some lueraset suas em KAWANISH We riecaee Gani ihmos 3 Bona} 239/11 coma Four-otor Hing bow 1 51/7—Prle No, 181 tbe foundin 21110 come tye7 Baran (Sula) HokMave so ax toueivoune? ea env aya come Iwona 213/10 come Kyuly: Shien Shien AL 320) Sous ibeehign rghor Aiur Roc Geos) ia Moncolshes(Bleches) os Pee ScehoLAND) 05/5 como thite teons( Nick) a fuessenscnr? 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Anat Stormvoge 20/9 coms GAM Bety © (&Ohka Bomb erg Auto Hangs) pear eae) BucKER 442. wscopbill 17/8 oma GAN Sey #6 6-597 Pa ioeio einen tile Boctoxh eox MED oper) bonwien "PHONIX (see AUSTRIA. aaa Kicas (Dinah) eufeeeee ieee RONAN aie coun RA POLAND (LEG) © ate - zavouee aan 199/7 wcooteintwatechy Ways) Ska Reaseleyabima (Oscar®) 11 como 38hia came Katsnon Cie) FOCKE-WULF SIEMENS-SCHUCKERT 70/3 mo Ki-84 Hayate (Frank’*) ah poor 804 woootbiten Koosinae Beja 105 "R180 Oya 1s2Series Der Bay (ey) (ae ACH 33/6 cont Fw200 Condor 273 oaco UAE Famingo BansRepublic P-47N Thunderbolt by Roger A. Freeman The Republic P-47 Thunderbolt was, unquestion- ably, the biggest, toughest and most dependable single-engine, first-line fighter of World War Two. tt was also the most weighty and, it concentrated firepower is the criterion, the P-47 was the most devastatingly armed. The last large-scale production model was the P-47N. With its far greater fuel capacity than earlier combat models, the P-47N was produced primarily for Pacific war zone operations. Missions across the vast Pacific wastes frequently meant round trips of seven hours or more. In this respect, the P-47N was to shine as the supreme juggernaut among single-engine fighters. By the F Tifls}-born designer Alexander Kartveli's Republic P-47 Thunderbolt had been proved a redoubtable fighter aircraft in combat operations over north west Europe and the SWPA or South-west Pacific Area, Despite being unusually large and heavy in comparisonwith single-seat fighter contemporaries, theP-47 was extremely fast and fairly manoeuvrable at altitudes above 20,000 feet. Wisely employed, the P-47 could duel with all comers and emerge the victor. However, in the denser air at lower altitudes, especially under 15,000 feet, the Thunder- bolt’s size and weight hampered both manoeuvr- ability and speed, placing i at a distinct dis- advantage in engagements with the best enemy interceptors, The Thunderbolt lagged particularly in turns and acceleration and a wise pilot did not readily seek combat below 15,000 feet The addition of wate all or autumn of 1943, 47-year-old, Georgia injection equipment in late 1943 allowed more power to be drawn from the big 18-cylinder Prat & Whitney “Twenty-eight hundred’ radial engine for brief spels and this greatly helped performance, particularly at low altitude. Both the Eighth Air Force in England (who had introduced the P-47C to combat early in the year) and the Fith Air Force in New Guinea, had found that providing speed was kept above 250 miles per hour and the aircraft was used in "straight- pase" combat and not in “turning-ights’, it was a formidable fighter. Major assets were the high diving speed (up to terminal velocity of 550 mph- plus) enabling it to overhaul any enemy fighter with ease—or, equally to escape if being pursued —and the eight 0-50-inch calibre (Fifty-caliber’) Browning machine-guns, which were unequalled in their destructive power for ighter-versus-ighter combat because of the heavy concentration achieved by a rapid rate of fire. There was, however, one overriding deficiency in the P-47 for both these Air Forces, and that was endurance. The powerlul ,000 hp R-2800 Double Wasp radial used fuel at a prodigious rate particularly under combat conditions, and although the P-47's internal tankage of 305 US gallons (254 Imperial gallons) was generous for an interceptor, with an average mission consumption of 100 US gals per hour, it was altogether inadequate for bombers on sorties to targets 300 or 400 miles from base. in both the European and Pacific theatres of war -47rangehad been extended by fitting [Link] “drop-tanks” but these did not entirely resolve the situation. ff the enemy chose to attack soon after the escort fighters entered his airspace, the P-47s had. to 3jettison theirdrop-tanksin ordertoattain maximum Speed and manoeuvrability in combat. This actios seriously depleted fuel supplies and effect prevented the Thunderbolts from continuing the x dealing with their antagonists The manufacturers, Republic Aviation Corpor ation of Farmingdale, Long, Island, New York, were appropriate United States Army pressed by the Air Forces agencies to build greater endurance into the Thunderbolt. Republic engineering rep resentatives, with Fifth and Eighth Air Force fighter Br Farmingdale. P-47 become studies team at Republic The two fuel tanks in the P-47's fusela situated around the aircraft's centre-of-gravity the main tank of 205 US gallons capacity being placed forward and below the instrument panel ps in the field, forwarded similar views to endurance of the with the design ‘a. major priority firewall. Republic engineers found that space was available to allow this tank to be increased in size, and redesign enabled an extra 65 US gals to be accommodated. The new tank was introduced on the Farmingdale production-line with the P-47D- 5-RA which began reaching operational units the early winter of 1943. Welcome as this ext gallonage was, & still did not enhance the opera: tional employment of the Thunderbolt, to any The problems of adding stil further internal tankage were explored throughout the winter of 1943-44. For example, it was evident that no more 1 fuel could be found in the fuselage without a major redesign, Similarly, there ‘was also no place in the wing where fuel cells could be squeezed-—unless the wing were to be enlarged. Design studies eventually produced a marked degree solution that would not only double the aircraft's range but, also, would confine essential new engineering mainly to one major component— thus causing minimum disruption of continuing production. Basically, the inner section of each wing was len Four small, interconnected, fuel cells with a total capacity of 100 US gals were placed in this root area between the main undercarriage and the age. Ths kept the additional fuel weight around the centre-of-gravity so that light charac- Id not be adversely affected, The jun compartment of the inner wing, section remained largely unchanged although the undercarriage tread was increased sthened by some 1 inches at the root end. oto. Harold Martinby 24inches, To reduce the span, the characteristic- ally Kartveli-curved wing tips which distinguished earlier Thunderbolts were deleted and a “clipped” fairing substituted, Even so, the overall span was still (© be some 1B inches greater than with the original P-47 wing, Known as the “Long-Range Wing’, the new structure was first tested on the experimental model XP-47K (AAF serial: 42-8702), This particular aircraft, the last P-47D-5-RE from the Farmingdale production line was the fit Thunderbolt to be ‘modified in the summer of 1943 to take 2 360! vision “bubble” hood to improve the pilot's all round visibility. This canopy was eventually intro- duced into production on late-block P-47Ds. After the successful completion of these experiments, the XP-47K was selected for reworking with the Long-Range Wing since it had already been planned that a production aircraft with the new wing would also feature the bubble canopy. At the time this project was initiated, no production 47s with a bubble hood were yet available, The XP-47K with the Long-Range Wing was tested during the spring of 1944. While being declared satisfactory for operations at all normal flight altitudes, the increase in gross weight had a telling effect on performance, despite being fitted with a R-2800-59 incorporating water injection. However, for production versions the uprated R-2800-57 "C’-seriesengine was projected. This engine could produce 2,800 hp at maximum output (brief periods only) compared with 2,300 hp for the R-2800-59 “B"-series! Similar to the “B"-series Double Wasp, the "C’ incorporated a number of changes and improve- jents to provide greater power and increased ngine speed without increases in cylinder dis placement or weight. In fact, it was slightly lighter than the “B'-series models. The US Navy had originally ordered and funded the “C” engine. Better cooling provided by additional cylinder fin ‘area—in conjunction with other refinements— permitted the use of a higher maximum manifold- pressure, namely 72 inches Hg (boost) with water injection as against the “B’-series’ 64 inches Hg with water XP-47N: A prototype aircraft incorporating both the R-2800 “C” type engine and the Long-Range ‘Wing was ordered in the spring of 1044. The airframe allocated was that of a P-47D-27-RE (AF serial: 42-27387) that had originally been taken from the Farmingdale li into a service-evaluation YP-47M. This YP. for modification the older engine stems fo the the USAAF. The eter designations were Prats & Whey sdenficationy, whereas the number suf was ‘fica riltayeverrnimier were used for US Navy modelservice-test designation version of the P-47D was fitted with the R-2800 °C" engine. Apart from the ‘C engine and Long-Range Wing the XP-47N featured a number of other changes, notably automatic engine control devices to ease the pilot’s monitoring lot on long-range flights. The Unilever Control system coupled the controls for throttle, boost (turbosupercharger! and_ propeller-pitct them, subject to the prevailing altitude and the power setting of the lever. Work on the prototype Power and automatically. varied took only 56 days to complete. The experimental XP-47N made its first flight on 2and July 1944, at the end of that month, it was passed to the AAPs:Wright Field, at Columbus, ‘Ohio, for evaluation by the Flight Test Branch of Air Materiel Command, Between August 1 and 6, it was put through a thorough fight evaluation programme, principally by Major F. A. Borsodi Acting Chief of the unit, and Captain R.B. Johnston, a senior test pilot. Their report was largely com: plimentary. The tests were made with full internal fuel load of 570 US gals plus, alternatively, 660 US gals in two. 330 US gals external tanks carried on the wing racks, making the gross weight of the aircraft 20,080 Ib; or, with two 165 US gals external tanks oF two 7,000-Ib bombs, in which cases the gross weight was 18,080 Ib, Not surprisingly the take-off runs were considered long and initial climb slow, but such overload conditions were not thought to be either dangerous or doubttul The XP-47N was found slightly unstable with full internal fuel. This was particularly evident during climbs, when the aircraft was discovered to be longitudinally unstable until approximately half the auxiliary fuel had been consumed, Even s0, the XP-47N was admitted to be easy to handle and pleasant to fly—despite this weight imposition —and all control forces were considered “tk Devoid of external stores, of drop tanks and/or bombs, the turning radius was thought to be an improvement on the P-47D and the XP-47N did as much as the standard D model tight tum. At 400 mph IAS (indicated air speed, the aileron loads were fairy heavy but not objectionable. Overall, b excellent idling. characteristics were said to be Noise level was low, ion very slight, and the cockpit was found comfortable. However, the Unilever Power Control System was highly unsa causing power surges . a fonin climbs, propeller over-speeding and undue pe slight movement of the ever. Because of this erratic behaviour both ‘Wright Field test pilots disconnected the system bolore effecting land! Maximum range figures extra tests were: 2,190 statute miles with (570 US gals 315 mph at reserve flying approaches 600 gals in external tanks) at 00 feet, allowing 30 minutes me. However, in practice only 160 gals could be drawn from the win the XP-47N and the true range fi \was 2,170 miles. Nevertheless, as this computation allowed 15 minutes combat at full power and 5 minutes at War Eme it was a realistic range for fying escort missions of re ofthis airerait fency power|water-injection) 1,000 miles combat-radius from base,P-47N-ERE: With the establishment of Boeing B-29 Superfortress bombers of the 20th Air Force in the westem Pacific and the need for long-range fighters to escort ther on missions to the Japanese homeland, the P-47N project became of increasing interest to the USAAF, particularly as it offered superior range advantages overthe North American P-51D Mustang, which was then currently accepted as the best Jong-range fighter available. An order had been placed on the showing of the XP-47K «with the Long-Range Wing and this was approved fon June 30 1944 and tooli dale almost immediately. The first production version, the P-47N-TRE, was co September 16 1944 but initial production was slow because of manufacturing difficulties with the m, 130 P-47Ms were turned 30-RE airframes with the up began at Farming npleted on new wing. In the inte out, these being P-4 new R-2800-57 engines intended for the N models. With the new Long-Range Wing, Republic took the majorstep of setting-up facilities to manufacturewhereas wing production for P-47Ds had beer sub-contracted. A new wing shop was created and this, inevitably, involved a sl put-per man-hour problem until production was running smoothly. To begin with, to tum out the first 50 P-47N wings (less accessories! absorbed 8,600 man-hours per set; while the average inclusive total man-hours required for each of this frst 50 P-47N-1-REs completed was 25,439. This contrasts icantly with the rates six months later, wher production was in full swing. Manufacture o wing-sets was then taking 1900 man-hours—a reduction of 78 per cent, and, equally effectively the time requirement for a complete aircraft had been cut to 7,236 man-hours The P-47N-J-RE incorporated a number of refinements in the light of trials with the pro lier troublesome experience Because of the ¢ with the Unilever his uni ‘was not installed, The wing tanks were rates 168 US gals capacity but were shaped so that all fuel could be withdrawn. Apart from the new Long-Range Wing and “C" engine, the P-47N--R differed from the last P-47D-30-RE in the following, respects. AGeneralElectric CH-Sturbosupercharger provided greater carburettor ai pressure with only a small increase in displacement and weight. An electrical regulator for the “turbo” provided more constant carburettor air pressure at vary altitudes. kt was actuated by a sensing tube in the ks. A manifold-pressure switch auto- on if the boost exhaust st matically introduced water-injec control was advanced to a point where detonation would occur without water, and thus guarding against abuse of the engine. Automatic heat ‘controls—thetmal sensitive units operating electric tors and hydraulic systems—took care of engine cow! flaps and inter-cooler radiator doors. ‘Cockpit heating was also automatically controlled. he frst 550 P-A7N-T-RES had left the Farmingdale lines, several changes oved and incorporated on the next 550 airframes, which had N-5-RE block numbers. Mast of the changes involved combat equipment. Five zero-length, rocket-launchers to carry a missile each were installed under each wing, Provision was made for the quick removal of wing tank racks to cater for short-duration, tactical missions. A tal warning radar (AN/APS-13), homing radic (SCR-522) and minor changes to the VHF set were ‘other items involved. A vacuum tapping was fitted in the cockpit for a pilot wearing a Berger sed with G-Suit” and the rudder pedals were re better adjustment to suit individual measurements, AC nneral Electric G-1 auto-pilot unit permitted to counter pilot-fatigue or long-distance missions. A final provision was catapault attachment with a view to launching P-47Ns from aircraft-catriers to facilitate speedy jelivery to forward bases on Paciic islands. During the N-5-RE block run, the Pratt & Whitney R-280¢ 3 was installed in som n the his engine was practically identical to the R-2800-57 mode! but hs Electric type P-47N-10-RE: not used as plar number were superseded by others P-ATN- PAIN-5-RE The designat stem in place of ned chat RE: Thus 200 P-47N-15-REs f nthe production aGe 2S) intillaspring of 1945, Aircraft in the new ‘N-15-RE block had a more reliable and neater bomb rack—the S-THin preference to the earlier B-10 rack, an improved gyroscopic gunsight, the pilot’s seat. The overspeed warning light and tachometer were no longer installed with the instrumentation. Additionally, although provision was stil made for the General Electric G-1 auto pilot. it was not included because of shortage of Supplies from the manufacturers nd arm rests on P-47N-20-RE: The auto-pilot was also missing from the next block, namely 200 P-47N-20-REs, which featured a change of radio, an emergency fuel system—in case normal pumps failed—and a different make of manifold-pressure switch for the: automatic injection of water, Also there was provision for individual pressurizing of the drop. tanks, which permitted the combat option of mixed loads of bombs and fuel tanks. Both R-2600-73 and -77 model engines were installed on late production P-47Ns, the main difference being the magneto, the Scintila type used on the -57 having been re-introduced on the 7. PAA7NAS-RA: From the outset of the USAAF acceptance of the P-47N, plans were laid for all Thunderbolt. production lines to embrace this model eventually, However, the Evansville plant in Indiana continued manufacturing P-47Ds until thespring of 1945 and did not begin to manufacture P-47N models until July, when the first P-47N-15-RAs ‘were assembled. This model was complementary to the P-47N-20-RE, with the exception of a revised cockpit floor with smooth rudder pedal track which was introduced on the 77th aircraft of this block. By this time hostilities had ceased and drastic cuts in aircraft orders were forthcoming. Production at Evansville was tailed-off during September 1945 80 and only 149 examples of the P-47N we’ by that plant recompleted PA47N-25-RE: The last Thunderbolt block from Farmingdale was the P-47N-25-RE. This model had the revised cockpit flooring ofthe late P-47N-15-RAs and several other changes. These involved a redesigned tailwheel linkage, reinforced aileron and flaps—to withstand rocket blastat launching auxiliary cockpit ventilation, and Automatic Engine Controls AEC). The normal P-47 control quadrant situated on the left side of the cockpit—consisted ‘of four levers for operating boost, throttle propeller pitch, and mixture control. There hac been several attempts at providing sequential ‘operation of these long-range, bomber-escort controls to relieve the pilot of the complex task of juggling with the individual levers. Faulty ‘manipulation could, in extreme circumstances, lead to a “detonated” engine. The Unilever Power Control system as installed on the XP-47N had proved disappointing and was discontinued. AEC was not such an ambitious device, coupling only the throttle and turbosupercharger regulator but in such a way that the carburettor butterfies had to be fully open before the “turbo” was brought into operation. A single lever (Power Lever) now combined the functions of the former boost and throttle levers. With the General Electric G-1 supply position now improved P-47N-25-REs, the autor pilot was fitted again. From aircraft AAP serial ‘44-89304 onwards thewingtiplights were relocated to give hemispheric visibility Production at Farmingdale was terminated in October 1945 with the completion of 167 P-47N- 25-REs. The last aircraft was, however, not delivered until the end of the year. A grand total of 15,683 P-47s ofall madels had been manufactured in four years, The highest total for any American fighter aircraft of World War Two, Spare parts amounted re Ma PLaIN-S-RE, 44-88800 F-B00” as operated! by the 56th Fighter Croup at Selfridge Feld, Mich in the winter of 1846 2 P-ATN-20-RE, 44-89160, FF-40” as operated by the 332nd Fighter Group, at Lockboure Ary A Base, Ohio in 198, a PHAIN-2O-RE 44-09238, used by the USAF’ All Weather Flying Center during the late nineteen fories 4 PoATN-25-RE, 44-09430, of the 12nd Fighter Squadron, Delaware National Guard based at Wilmington, Delaware in the late nineteen-forties, 3 PrAPN-25-RE, 44-09316, of, the Tih Fighter Squadion, 103d Fighter Group, Connecticut National Guard, based at Windsor Locks, Connecticut n the late. oan ‘i — Je i:to approximately anather 3,000 P-47 for nearly 6,000 N models wer the end of hostilities its. Orders ancelled after The P-47 in service Although the first P-47N--RE was completed in September 1944, production of this model did not really get under way until December, with the USAAF's first sizeable acceptances in January 1945, The early examples were issued to the 413th #14th and 507th Fighter Groups, all of which had been formed in October 1944 for the express purpose of providing an escort-ighter force for Very Heavy Bomberst missions in the Pacific war zones. While the P-47N had been desig long-range requirements of Pacific theatres, it was the intention to re-equip the sole remaining P-47 escort group in Europe—the 56th Fighter Group: with this model. However, the first shipment of 47N-5-REs did not arrive in England until April 1945, and when hostilities ceased in early May he few examples known to have been assembled 2t Speke, near the port of Liverpool, were promptly shipped out the USA? Asa first step in establishinga foree of long-range: Thunderbolts in the westem Pacific, it was planned convert the experienced 318th Fighter Group. from the P-47D to the P-47N, 47 unit in the central Pacific area, had entered combat in june during the campaign to capture the principal islands of the Marianas chain so that bases could be constructed to enable B-29 Superfortresses to carry out bombing raids fon the Japanese hame islands some 1,500 miles distant. On completion of the support by ground forces on Saipan, Tinian and his group, the only Guam, the P-47Ds of the 318th’s three squad were chiefly involved in flying defensive patrols. In March and April 1945, plots of the 318th were flown by transports to Hawai, where P-47Ns had py ship and were being assembled. After familiarization fights over Hawaii, the new Thunder- bolts were flown by stages across the Pacific for 4,100 miles to the recently captured island of le Shima, afew miles of the western coast of Okinawa in the Ryukyu chain, and only 325 miles from the rpearest point on the Japanese mainland the United States were soon to follow the 318th. The 413th Group left its Noth C field early in April 1945 wit three groups specially trained on P-47Ns in the pilots proceedingRepublic P-47N-15-RE Thunderbolt (US Ait Force serial: 4489051, asi appeared in May 1951 when assigned to the W7th Fighter Squadron, 1th Fighter Croup, Pennsylvania Air National Guard, and based at Pitsburgh, Lieutenant Edward | Bollen was the usual plot and the aircraft was named “Eadie Mae” ater his wife 1. Britain'T. Hadler © Profe Publications ticto Hawaii, where they collected P-47Ns and flew them to le Shima, However, while on route they were detained on Saipan and received a baptism of fire when ordered to undertake two ground strafing missions to the Truk Islands. The 413th Group sas established on le Shima by mid-May and the 507th Group arrived a month later and went on its first operation on July 1 Mei B-29 had changed, with many attacks on Japan being carried out in darkness. This meant that there was less call for long-range escort and the three P-47N groups on le Shima were directed ‘mainly to long-range strafing and bombing attacks, the targets being airfields and communication systems in Japanese occupied territories in China and Korea as well as the enemy homeland. The 4ath Fighter Group began its movement to the Pacific in May 1945 along a similar route but its destination was Iwo Jima. This. toughly defended island wastaken at great loss of American and Japanese lives for the express. purpose of establishing an advanced USAAF airbase ap- proximately half-way between Japan and the B-29 bases in the Marianas, lwo was 660 miles from the nearest point on Kyushu, the southern island of Japan, and 900 miles east of le Shima, home of the other three P-47N groups. Three North American P-51 Mustang groups were already nwhile, the mode of employment of the ‘established on Iwo Jima but the 414th was to be the only Thunderbolt group operating from the island and, for that matter, the last fighter forma- tion sent to the 20th Air Force for escort and support duties. Had the war against Japan continued into the autumn and winter of 1945, it was planned to re-equip a number of fighter ‘groups redeployed from Europe with the P-47N, but by August 1945 it was evident that they would not be needed, Part of the 414th Fighter Group spent a short period on Guam during its movement to lwo Jima and while there flew its first combat operation, a ground attack mission to the Truk Islands on July 13, Operations from wo began later in the month with missions to attack Japanese ground forces still holding out on neighbouring islands. In August the group undertook missions to Japan which involved double the distance of that which the sister groups in le Shima were flying. Specially assigned 8-29 navigation “pathlinders” led. the Thunderbolts to and from Japan; even so, not every fighter could rendezvous on return journey. It was indeed a daunting prospect for the pilot who had to find his own way back 600 miles to a small island in a vast ocean, On return from the Group's first operation over Kyushu on August 8, in support of B-29s bombing Yawata, the fuel supplies of several Thunderbolts for the er 2,000 a ake ‘Photo: USAAR1d to bale out in the ling beneath the mission flight lanes. Lieutenant Robert Dunnavant, piloting a 437th Fighter Squadron P-47N, spent the astonishing period of 8 hours 45 minutes in the ait, His air- craft's fuel tanks were so eventually reached Iwo, that h reach his base at North Field small US Navy airstrip he located on the coast. The operations conducted by the four P-#7 groups during the su of 1945 were pre dominantly ground-attack with the main objectives being airfields, railways, shipping. and radar installa pleted when he dared not try t instead at a tions. Bombs were often carried when the objec tives were within 500 miles of base, and drop tanks were not required The 318th Group was the only formation to see considerable air combat with the P-47N, primatily o its participation in air op Kyushu during May and June 1945, was considerable Ja directed against American forces in the Ryukyu lands. Between May 24 and June 22, the 318th claimed 13 Japanese aircraft shot down, By contrast en there 7during the previous 2 central Pacific area Hawai, Midway, Makin and Saipan) only 48. “destroyed! allowed and the majority of these while lying Lockheed P-38) Lighenings. The fst enemy aircratt shot down by a P-47N was a Japanese recon- nnaissance aircraft encountered by Lieutenant Wiliam Spencer on May 24. On the next day, a formation of 318th Group aircraft was despatched to bomb a target in Kyushu but the mission was abandoned because of bad weather. Turning back, the 318th chanced upon a Japanese air attack on US shipping at Ryukyu Islands anchorages. Jettison- ing their bombs, the Thunderbolts joined other USAAF and USN fighters in interceptions. During approximately four hours in the combat area and for an expenditure of 34,558 rounds of 050-in calibre ammunition and 15,550 US gals of fuel, the 318th destroyed no fewer than 34 enemy aircraft without loss, Lieutenant Richard H. Ander son alone accounted for five single-engine fighters in one enemy formation he and his wingman attacked, ‘On May 28 another 1 “kills” were credited plus four “probables” during offensive patrols over Kyushu and again a pilot, Captain John E. Vogt formerly with the 56th Group in England—had brought down five Onthis occasion three squadron formations (consisting of two fights of four aircraft each) were despatched at intervals during the day, a tactic tried with success on other ‘An unusual combat occurred on June 6 when a flight of P-47Ns patrolling at 21,000 feet over Kysuhu were intercepted by seven Mitsubishi ‘AGM Zero-Sen ("Zeke") carrierborne fighters. The leader of the flight, Captain Judge Wolte, was carrying ground-attack rockets on his aircraft, but instead of jettisoning these he decided to aim them at an enemy aircraft that was making a head-on approach, To the amazement of Captain Wolfe the rockets scored a direct hit, destroying the “Zeke”. Another 13 Japanese aircraft were shot down on June 8 during a Japanese attempt to attack airfields on le Shima. Two days later, on years of operations in the an escort and support mission for US. Navy Consolidated PBAY photographic aircraft (USN ‘version of B-24 Liberator) lying over Kyushu ports 35 P-4INs of the 318th met’an estimated 130 Japanese fighters. Eight of the P-a7s not assigned to close-escort engaged some of the enemy and destroyed 7. Also on June 10, another 36th formation—led by Major John Hussey—obtained four more victories to bring the 318th’s score with the P-47N to 102. Incidentally, Hussey was credited with bringing down the Group's 100th Japanese aircraft. Only one Thunderbolt had been lost on operations during this successful month, This occurred when a pilot failed to recover from a steep dive initiated to attack a Japanese aircrat ‘ying low over the sea. The 413th Group joined the 318th on operations in the middle of June 1945, and the third group, the 507th, made its debut at the beginning of July. Encounters with enemy aircraft were now comparatively few and not until August 8 did the P-A7Ns experience stif opposition again, This was the accasion of their only escort for a major 8-29 Superfortress strike at a Japanese target Some 400 B-2%s despatched to bomb Yawata, a large sted building complex in Kyushu A force of 151 PA7Ns of the three le Shima based groups gave target suppor, fying below and ahead ofthe bombers to meet any interceptors sent up to challenge the raid. The raid provided some of the fiercest air battles to take place over Kyushu and an estimated 60 Japanese fighters of many types were involved. In numerous combats 1B were claimed for the loss of five P-47Ns, four of whose pilots baled out over the sea. Most of the action involved the 507th Group which had an even more successful mission on August 13 while fying a long-range sweep over Korea. In tis final action involving P-47Ns, the 507th made claims of 20 enemy fighters for the loss of one of is own, aircraft The 414th Group was only in action from Iwo Jima for three weeks before the end of the war and during this period it met little enemy air opposition The sole claim was a reconnaissance aitcratt that Afith aspect of Lieutenant E | Boller’s PHATN-IS-RE "Fade Mac depicted on two eather colour pages Tal Markings used by the twelve PAN squadrons ‘perating in the westery Pacific inthe summer of 1945, Squadrons within leach Group are presented in vertical Columns A Cae Chie ste on he Thunderbok obese ne hetwo of the 414th 47N pilots caught while on patrol toth of aircraft shot down in air fights, because of the speed and confused nature of most combats. Even allowing for some over-statement of the true figure, the record of the P-47N units during their brief period of combat is stil remarkable. This success is due primarily to good fighting tactics and well trained pilots; attributes which wer rarely true of their Japanese veteran-depleted opponents during the The main Japanese fighters adversaries were the ast few months of hostilities, Imperial Army's Nakajima Ki-#4 (Toja”), and the imperial Navy's Mitsubishi AGM Zero-Sen "Zeke Each was only half the weight of a P-47N and could boast tactical advantages of superior p in climb, in acceleration and in manoeuvrabil particularly at altitudes below 20,04 ‘most encounters took place. t where the USAAF had long practised the “civin echnique ¢ attacking Japanese aircraft and avoided “turning hts in which the enemy aircraft would almost be sure to gain the advai A straight-through, diving-pass—using the m 4 the dive to ‘zoom” climb away to a position from which the nanoeuvre could be repeated—was the technique that obtained most P-47N “kills”. The P-47N had a formidable firepower and a very short burst from the eight 050-in, ufficient to explode the Japanese fighte aibee Brownings was usually with its vulnerable fuel system. The American pilots also had the advantage of the then, new, “gyto! ‘omputing gunsight which gave remarkable ac ‘uracy in’ deflection shooting, and the Berger 'GSuit” which reduced the “black-out” effects of gravitation pull during violent manoeuvres, By comparison, most Japanese fighter types had to pay the price for their light construction, Whereas the P-47N, like earlier Thunderbolts, could often did absorb considerable battle damage and still bring theie wea pilots back safely to base. Alter VJ-Day Once peace came to the western Pacific remained in the area for summer of 1946. The three groups on le Sh Okinawaand the 318th was disp ate in 19 eventually inactivated. The 413th 2 ndured until the summer of 1946 wher were inactivated. The lone Fighter Group on lwo Jima, the 444th, was moved to Luzon, in the Philippines, in December 1945 but survived in activation only until the following summer. The Dist Fie! veteran of the Pacific Theatre feted from P-51 Must m in April 1946, but its existe id the formation was inactivated lowing October. Thereafter, P-47N- mnits of the USAAF later to the USA. The elite 56th Michigan had a mixed Pt North Amer elore going over to Lockheed P-80 Shooting Star jets. Two regular Air Force groups remained w Thunderbolt, the 14th at Dow Field, Maine 332nd at Lockbourne, Ohio, the latter being the all-Neg ip. One of the 332nd!s three s rons, the 99th, had operated P-47Ns with the 477th Composite Group prior to the 332nd's reactivation However, with a more enlightened in July 19 ial policy this seg disbanded in July 1949. The 4th Group also relinquished its Thunderbolts that year, converting to Republic F-84 Thunders. not the end of the F-47N! in r advent se the