P-47G Thunderbolt | |
|---|---|
| Pays | USA |
| Type | Hunter |
| First flight | 6 May 1941 |
photo gallery on a P-47G Thunderbolt, The Hunter Republic P-47 Thunderbolt was one of the most heavily weighted U.S. aircraft during the Second World War. Not just because it was one of the most built fighters to date (14,500 units) but because it was very effective in fire support missions, to the point that it eventually became its main role as its weak enough performance for a fighter did not allow it to compete with its counterpart the P-51 Mustang. Its raw finish and size earned it the nickname Scourge (Jug being the abbreviation of Juggernaut).
Source: P-47D Thunderbolt on Wikipedia
| P-47G Thunderbolt | |
|---|---|
| Photographer | Unknow |
| Localisation | Unknow |
| Photos | 56 |
| P-47G Thunderbolt Walk Around | |
|---|---|
| Photographer | Cees Hendriks |
| Localisation | Unknow |
| Photos | 49 |
| Republic P-47 Thunderbolt Walk Around | |
|---|---|
| Photographer | Bill Maloney |
| Localisation | Unknow |
| Photos | 18 |
See also:
The Rare Version of a Legend
The Republic P-47G Thunderbolt is a unique footnote in aviation history. While the “Jug” is famous for being the heaviest, most rugged single-engine fighter of WWII, the G-variant specifically refers to Thunderbolts built by the Curtiss-Wright Corporation in Buffalo, New York, rather than Republic Aviation. Because Curtiss struggled to keep up with the rapid engineering changes happening at Republic’s main plants, the P-47G models were often “frozen” in time—equivalent to early razorback P-47D models. Consequently, they were rarely sent overseas for combat and instead became the primary high-performance trainers for thousands of American pilots before they headed to Europe.
| Attribute | Technical Specification (P-47G-CU) |
|---|---|
| Role | Fighter / Fighter-Bomber / Advanced Trainer |
| Crew | 1 (Standard) / 2 (TP-47G “Doublebolt” trainers) |
| Engine | 1 × Pratt & Whitney R-2800-21 Double Wasp (2,000 hp) |
| Maximum Speed | 697 km/h (433 mph) at 9,144 m |
| Empty Weight | 4,513 kg (9,950 lb) |
| Max Takeoff Weight | 6,033 kg (13,300 lb) |
| Armament | 8 × .50 cal Browning M2 machine guns (425 rpg) |
| Production Total | 354 units (all built by Curtiss) |
Design Engineering: Built Like a Flying Tank
- The “Razorback” Canopy: All P-47Gs featured the original “razorback” fuselage profile. Unlike later “bubble canopy” D-models, the G-variant had a high spine behind the pilot, offering excellent structural strength but limited rearward visibility.
- The Turbo-Supercharger: The P-47 was designed around its massive turbocharger, which sat in the rear fuselage. Air was piped from the front, compressed by the exhaust-driven turbine in the back, and fed back to the engine.
- Propeller Evolution: Early P-47Gs were equipped with the Curtiss Electric 12-foot propeller. Many were later upgraded with “paddle-bladed” props to harness more of the engine’s power during climbs.
- Telescoping Landing Gear: Because of its massive 13-foot propeller (on later variants) and wide stance, the P-47’s landing gear struts actually shrunk 9 inches when retracted to fit inside the wings.
Operational History: The Stateside Teacher
- The Training Workhorse: Because Curtiss production lagged behind Republic’s improvements, the USAAF decided the P-47G was better suited for Operational Training Units (OTUs). This ensured frontline pilots had a consistent, reliable airframe to master before flying combat-ready D-models.
- The “Doublebolt”: A small number of G-models were converted into TP-47Gs—the only factory-built two-seat Thunderbolts. By adding a second seat in tandem, instructors could finally sit with students to tame the massive torque of the R-2800 engine.
- Ruggedness Personified: Like all Thunderbolts, the G-model was famous for its ability to absorb incredible damage. The air-cooled radial engine could take several hits and keep spinning, unlike liquid-cooled engines where a single leak would lead to a seizure.
- The “Jug” Nickname: While often thought to be short for “Juggernaut,” many pilots claimed it was because the fuselage resembled a milk jug when stood on its nose—or because it was simply as big as a jug of gin.
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