Nice shots!
eBay: Republic P-47 Thunderbolt
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johnbr
2nd Lieutenant
There is some uncertainty whether this aircraft was actually built and flown, however a single
undated picture supports that a contra
-prop P47 did achieve flight. Pratt & Whitney likely had
developed the appropriate contra-
rotating prop reduction gear by Spring of 1942 when P-47B's
began to roll off the assembly line.
Republic P-47B 1943? 1944?
Wingspan: 37 feet, 3.5 inches Weight (max. takeoff): 13,360 lbs. First flight (XP47B): May 6 1941
-Engine (P-47b PW-2800 -
21, 2,000 HP Props: Most likely Curtiss Electric
undated picture supports that a contra
-prop P47 did achieve flight. Pratt & Whitney likely had
developed the appropriate contra-
rotating prop reduction gear by Spring of 1942 when P-47B's
began to roll off the assembly line.
Republic P-47B 1943? 1944?
Wingspan: 37 feet, 3.5 inches Weight (max. takeoff): 13,360 lbs. First flight (XP47B): May 6 1941
-Engine (P-47b PW-2800 -
21, 2,000 HP Props: Most likely Curtiss Electric
johnbr
2nd Lieutenant
Some sources state the XP-72 had strengthened landing gear compared to the P-47, while other sources say it was the same landing gear used on the P-47. The wings incorporated six .50-cal machine guns (three in each wing) with 267 rpg. However, the gun package could be changed to four 37-mm cannons (two in each wing). A hardpoint under each wing could carry a 150-gallon (568 L) drop tank or up to a 1,000 lb (454 kg) bomb. Just like on the P-47, an inlet for cabin air was located on the leading edge of the right wing. Dive recovery flaps were fitted under the wings, just behind the main gear wells.
The XP-72 was roughly the same size and weight as the P-47D but was more aerodynamic and possessed about 50% more power. The XP-72 aircraft had a 40 ft 11 in (12.47 m) wingspan, was 36 ft 8 in (11.18 m) long, and was 16 ft (4.88 m) tall. The aircraft had an empty weight of 11,375 lb (5,160 kg), a normal weight of 14,760 lb (6,695 kg), and a maximum takeoff weight of 17,492 lb (7,934 kg). The XP-72 had a top speed of 490 mph (789 km/h) at 25,000 ft (7,620 m) and an initial rate of climb of 5,280 fpm (26.8 m/s), decreasing to 3,550 fpm (18.0 m/s) at 25,000 ft (7,620 m). The aircraft could reach 20,000 ft (6,096 m) in under five minutes. The XP-72's service ceiling was 42,000 ft (12,802 m). With 370 gallons (1,401 L) of internal fuel and two 150-gallon (568 L) drop tanks, the aircraft had a range of 1,200 miles (1,931 km) at a 300 mph (483 km/h) cruise speed.
The XP-72 was roughly the same size and weight as the P-47D but was more aerodynamic and possessed about 50% more power. The XP-72 aircraft had a 40 ft 11 in (12.47 m) wingspan, was 36 ft 8 in (11.18 m) long, and was 16 ft (4.88 m) tall. The aircraft had an empty weight of 11,375 lb (5,160 kg), a normal weight of 14,760 lb (6,695 kg), and a maximum takeoff weight of 17,492 lb (7,934 kg). The XP-72 had a top speed of 490 mph (789 km/h) at 25,000 ft (7,620 m) and an initial rate of climb of 5,280 fpm (26.8 m/s), decreasing to 3,550 fpm (18.0 m/s) at 25,000 ft (7,620 m). The aircraft could reach 20,000 ft (6,096 m) in under five minutes. The XP-72's service ceiling was 42,000 ft (12,802 m). With 370 gallons (1,401 L) of internal fuel and two 150-gallon (568 L) drop tanks, the aircraft had a range of 1,200 miles (1,931 km) at a 300 mph (483 km/h) cruise speed.
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The second copy of the prototype XP-72 is the only "P-47" with contra-rotating props of which I'm aware. The scuttlebutt I've heard is that there were difficulties with the contra-prop and the need had shifted to long-range escorts rather than maximum-speed interceptors. In addition, the jet aircraft in development at the time looked more promising for max speed capabilities anyway. So it never got past prototype even though it looked promising at first.
Top shot..
Notice that what might be the first production bubble is also in the pic.
fubar57
General
There is the above photo here as well as another here.....Warbird Information Exchange • View topic - Grumman, the people that made the planes 12 SEPT 2010
...note that in the above photo, the RAF aircraft have 3000 series numbers in the nose and the other photo has 5000 series numbers on the nose and are bubbletops
...note that in the above photo, the RAF aircraft have 3000 series numbers in the nose and the other photo has 5000 series numbers on the nose and are bubbletops
You mean this photo? And, thanks for the link! There appear to be a lot of paint to natural finish and razorback to bubble transition photographs within your link. Very enjoyable.
Source: Warbird Information Exchange (Internet)
fubar57
General
Aye
.Great photo
Actually no, they all look like razorbacks to me...... Maybe i need glasses tho. Which ones are you looking at?
Ahhh yes, now i see it. And that link is a great site.....
I did offer up the link a while ago...... But nobody seemed interested
Perhaps I missed it. If so it was a missed opportunity.
johnbr
2nd Lieutenant
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johnbr
2nd Lieutenant
P-72
johnbr
2nd Lieutenant
Bomb cluster on a P-47
johnbr
2nd Lieutenant
The Pratt & Whitney R-4360-13 and -19 engines had a remote, variable-speed, first-stage supercharger. This large supercharger was installed behind the XP-72's cockpit and was connected to the engine via a fluid coupling.
The XP-72's R-4360 engine used two-stage supercharging. The first stage was a mechanically-driven, variable-speed, remote supercharger positioned behind the cockpit, where the turbosupercharger was located on the P-47. To power the remote supercharger, a covered shaft extended from the unit, through the lower cockpit, and connected to the engine via a fluid coupling. The remote supercharger's impeller was around 3 ft (.9 m) in diameter. The second stage was the standard supercharger that was integral with the engine.
A scoop positioned under the fuselage and in line with the wings leading edge split air into three ducts. The left and right ducts delivered air to oil coolers positioned on the bottom sides of the scoop. The outlet for each oil cooler was on the lower side of the scoop and about at the midpoint of its length. The larger, center duct fed air to the intake on the back of the remote supercharger and to the intercooler. The intercooler was positioned behind the remote supercharger. After being compressed in the supercharger, the air exited via two outlets and passed through the intercooler. After leaving the intercooler, the cooled induction air was split into two ducts and delivered to the R-4360's downdraft intake, which is where the two ducts merged. The air then passed through the engine's integral supercharger and into the engine's cylinders. Cooling air that passed through the intercooler was discharged via an outlet in front of the tailwheel. No exhaust-driven turbosupercharger was installed on or planned for the XP-72 prototypes or the P-72 production aircraft.
The XP-72's R-4360 engine used two-stage supercharging. The first stage was a mechanically-driven, variable-speed, remote supercharger positioned behind the cockpit, where the turbosupercharger was located on the P-47. To power the remote supercharger, a covered shaft extended from the unit, through the lower cockpit, and connected to the engine via a fluid coupling. The remote supercharger's impeller was around 3 ft (.9 m) in diameter. The second stage was the standard supercharger that was integral with the engine.
A scoop positioned under the fuselage and in line with the wings leading edge split air into three ducts. The left and right ducts delivered air to oil coolers positioned on the bottom sides of the scoop. The outlet for each oil cooler was on the lower side of the scoop and about at the midpoint of its length. The larger, center duct fed air to the intake on the back of the remote supercharger and to the intercooler. The intercooler was positioned behind the remote supercharger. After being compressed in the supercharger, the air exited via two outlets and passed through the intercooler. After leaving the intercooler, the cooled induction air was split into two ducts and delivered to the R-4360's downdraft intake, which is where the two ducts merged. The air then passed through the engine's integral supercharger and into the engine's cylinders. Cooling air that passed through the intercooler was discharged via an outlet in front of the tailwheel. No exhaust-driven turbosupercharger was installed on or planned for the XP-72 prototypes or the P-72 production aircraft.
johnbr
2nd Lieutenant
xp-47h
