The Republic P-47 Thunderbolt Razorback of Jan Hermkens.Oss,NL
Own Drawing & Construction (2021-2022). Maidenflight; ?
Scale : 1/5,7th
Wingspan. : 2200mm (86,5”)
Stabilizer Span ; 860mm (34”)
Fuselage Length : 1800mm (71”)
Stabilizer Profile : NACA 0010
Fin Profile : NACA 0009
Wing Profile : Rootrib; Own mix of NACA 2215 & Sikorsky S-3/15% to NACA 2208 for the Tiprib.(S-3=Original P-47 Airfoil)
Chord Rootrib : 485mm
Wing Area : 75dm2
Weight : + 10,5 kg (23 Lbs)
Engine : Laser 300-V Twin (50cc) 4-Stroke.
Retracts ; Electric; Maingear; Electron ER40. Tailgear own Construction with an Electron Actuator.
September 2020, I was looking for a new Warbird fighter as a successor to my P-61 Black Widow Nightfighter.
My Douglas A-26B Invader, Scale 1/5,9th (Span 3,60m.= 142"), finished building in 2015, was the successor to my B-17 Flying Fortress (span 4,00m.=158”)
With my B-17 and P-61, I won over 25 International Scale contests all over Europe and 6x the European Star Cup (European Championships Stand-Off Scale, for models up to 25 Kg. With B-17 4x and the P-61 2x).
In any case, again it had to be one from World War 2 and at last I chose;
The Republic P-47 Thunderbolt Razorback. 1/5,7th Scale. (Span 2,20m.=86,5”).
PROTOTYPE & DOCUMENTATION.
The P-47 historical background;
The Republic P-47 Thunderbolt was the biggest and most heavily armed single-seater fighter of WW2. Its top speed and diving capability were impreesive, thanks to its powerfull Pratt & Whitney R-2800 engine and exaust driven Turbo-Superscharger.
Its robust design and huge radial engine meant that the T-bolt could asorb an enormous amount of punishment. That was particulary important on dangerous ground-attack missions, where a stray bullet in the cooling system of a Spitfire or Mustang could bring down these both in-line powered aircraft with frightening speed. In contrast there are stories of P-47’s returning safely to their airfields with some entire cylinders blown off their P&W engines.
On the other hand, the portly lines of the P-47 were hardly as glamorous as some of its sleeker counterparts such as the P-51. Indeed, the Thunderbolt was often referred to as the “Jug” as an abbreviation for “Juggernaut”.
the P-47 size and speed did create some problems. Firstly, it was thirsty. Its high fuel consumption meant that early versions could not escort Allied Bombers all the the way to their tatgets deep within the Third Reich, resulting in high bomber losses over Germany. Secondly, its climb and turning performance were inferior to its Allied and German contemppories. Thirdly, the heavyweight “Jug” needed particularly long runways for take-off and landing.
The P-47B was the first Thunderbolt production variant. This model inherited some of the characteristics of the prototype, including fabric-covered control surfaces. The high-performance led to several accidents, before control surfaces were re-skinned with metal.
The P-47C received an 8” extension to the forward fuselage and a new deflector plate between the oil cooler and the waste gate.
It retained the short cowl flaps (with eight individual flaps), and the keel of the fuselage was flat. Many later P-47C’s were retrofitted with the socalled “bulged keel”.
The P-47C was the first variant to be used in action, being introduced in Europe during 1943. In total 565 were built.
The P-47D was by far the most numerous of all Thunderbolts, and saw also the most change during the course of its production.
Initial production batches were externally similar to the P-47C, but ongoing developments included the addition and refinement of four additional cowl flaps. Standardisation of the “bulged keel”. Introduction of wing Pylons, and wider chord propeller blades.
The P-47D-25 saw a more change to the profile with the first “bubbletop” canopy installed behind a redesigned windscreen on a cut-down rear fuselage. Fuel capacity increased, ailerons were redesigned.
All in all more than 12000 P-47D’s were produced.
The P-47M was a high performance P-47 and was the first Thunderbolt to be fitted with the Pratt&Whitney R-2800-57 C series engine.
The P-47N was a long-range escort variant that also used the Pratt&Whitney R-2800-57 C series engine.
It featured an increased wingspan with clipped wingtips, relocated landing gear and the large dorsal fillet.
The imitated prototype;
As prototype I chosed the P-47 Snafu.
The original Snafu (1943-1944):
274742 (MSN 3093).Is a P-47D-RE Thunderbolt. This was The original “Snafu”! (Built by Republic)
274742, WZ-D, "War Eagle"
Later on; WZ-D "Snafu" (Abbreviation for: Situation Normal And Fucked Up). Crash landed 15 Dec. 1944 at Duxford.
42-74742 Delivered to USAAF. 1943.
Assigned to 84th FS, 78th FG, 8th AF, Duxford UK, Station 357. 1944. War Eagle “Snafu”. Pilot: Severin B. Calderon.
Belly Landing 15 Dec. 1944 at Duxford (station 357). Pilot; Earl L. Steir.
The imitated Snafu (1943- up today, and is not the same plane as the original "Snafu"!):
225068 (MSN 21962). Is original a P-47G-CU Thunderbolt. (Built by Curtiss)
1943-1945; -Delivered to USAAF Sept.1943, Serial Nr. 42-25068.
-Transferred to the 3rd Air Force at Tallahassa Florida for a training role. Struck of Inventory June 1945.
1946-1952; To Aero Industries Technical Institute, Oakland Airport, California USA, as a ground instructional airframe.
1952; To Jack P. Hardwick/ Hardwick Aircraft Supply, El Monte, California.
1953; Rented to Allied Artists for ground Scenes in the film "Fighter Attack".
1955-1975; Used by Flying Tiger Line as ground engine test rig at Oakland CA. Than Parked up in El Monte California.
1975-1981; -To Eagle Aviation, Tulsa, Oklahoma USA. Restoration commenced; Hurley Boehler/ Sirrus Aviation.
-To Ray Stutsman, Elkhart in Indiana USA, 7 Dec.1979
- Registered N42354 May 1981.
1982-1987; -April 1982 Restoration Completed. Reregistered N47DG Feb.1982, Flown as 28476, YJ-X "Little Demon".
-Grand Champion Warbird, Oshkosh July 1982, by Ray Stutsman.
1987-1999; To Robert L. Waltrip/ Lone Star Flight Museum, Houston, Texas USA. Later Galveston Texas USA, May 1987.
1999-2003; To David Arnold/Flying A Services, UK 1999. Registration cancelled 14 April 2000. Withdrawn from Use, July 2000.
2003-2005; Stored in UK (reported stored in container at North Weald 2003, and at Greenham Common 2005).
2005-2008; -To Tony Raftis, Melbourne, Victoria Australia 2005. Reported shipped to Australia but resold on arrival.
-To The Fighter Collection, Duxford UK 2005;
-Registered as G-CDVX to Patina Ltd/ The Fighter Collection, Duxford UK, 20 Feb. 2006.
-Unpacked from crate in hangar at Duxford UK, 4 June 2006.
-Re-packed in container at Duxford UK Sept. 2006 for shipping to Chino, California, for restoration to fly.
-Wings at Wangaratta, Victoria Australia, 2007.
-Fuselage arrived at Duxford UK 9 July 2008, after shipping from Chino.
2009-2012; Final restoration and assembly commenced at Duxford UK 2009.
2012; First flight 21 April 2012 as 225068/WZ-D "Snafu". Color Scheme; Olive Drab (the early browny one) & Neutral Grey.
2013-2014; - Dismantled at Duxford Aug. 2013 for shipping to USA. Comanche Warbirds Inc, Houston, Texas.
-Registration cancelled 24 Jan. 2014 on export to USA;
2014; Registered N47FG to Comanche Warbirds, Houston, Texas, 28 Jan. 2014.
42-25068 Delivered to USAAF, 3rd Air Force Florida, for a Training Role, in sept. 1943. Struck of Inventory in June 1945.
Warbird; “Little Demon”. 42-8476. Flown as 28476, YJ-X. (Ray Stutsman, USA.1979-1982.)
Warbird; “Little Demon”. 42-8476. YJ-X. (Flying A Services UK. The Fighter Collection. Duxford,GB. 1999-2008)
Warbird; “Snafu”. 42-25068.Flown as 225068, WZ-D. (The Fighter Collection. Duxford, GB. 2009-2012)
Warbird; “Snafu”. 42-25068.Flown as 225068, WZ-D. (Comanche Warbirds Inc. Houston Texas, USA. 2014- up today)
I have a lot of books about the P-47 Thunderbolt, most of them in PDF (66x), and on the internet I found a lot of info and pictures of P-47 Snafu.
Plan, Electric Retracts & Engines (Starting in november 2020);
Again the plan was drawn by myself, completely worked out, 99,90 % scale and nothing was left to a mischance. (35mm slides were made from the more side-views and projected until the right scale, traced on transparent paper and afterwards the construction was drawn in, sections were drawn and also all the formers, etc.!
Everything, down to the last detail, was well considered and put on paper (old-fashioned isn’t it!), and the construction was kept as light as possible. Only the ribs were drawn with the computer, because the wing is tapered, and it has an airfoil changing towards the tip!
The plan was ready in January 2021, after 200 hours work!
-The Electric Retracts;
This time I did not construct the maingear myself, but bought them; The Electron ER-40. The Oleo Struts are the Robart 673R+L.
The tailgear I will construct myself; electric with an actuater from Electron.
I am very Satisfied with all my Laser 4-stroke engines:
- 4x Laser 70 (11,5cc) in my B-17 Flying Fortress (Scale 1/8th, span 4m., weight 19,3 kg).
- 1x Laser 70 (11,5cc) in my Spitfire (Scale 1/8th, span 1,40m., weight 2,8 kg).
- 1x Laser 150 (25cc) in my Jodel Robin (span 1,80m. weight 4,8kg).
- 2x Laser 240-V twin (40cc) in my P-61 Black Widow (scale 1/6,6th, span 3,10m, weight 18,5 kg).
- 2x Laser 240-V twin (40cc) in my A-26B Invader (scale 1/5,9th, span 3,60m, weight 21,5 kg).
So again I chose a 4-stroke Laser Engine: 300-V twin (50cc).
I will start building the P-47 Thunderbolt in October 2021, because I want to build the retractable tailgear first and make some mouldings for the GRP parts, and than in the spring the flying season 2021 is coming.