Shortround6
Major General
I didn't think you were saying that but you were replying to a post that expressed something along those lines. Sorry for the confusion.
I don't know why Curtiss produced so few P-47s, it took about one year (or a bit less) form the contract date to rolling out the first one which doesn't actually seem too bad. It is the slow production after that is the puzzle. So far most online sources gloss over it with a sentence or two and provide no real answer. Boeing built Douglas A-20s in 1940/41 When B-17 orders didn't fill the Boeing factory. Lockheed's Vega Division built B-17s and so on, building other peoples aircraft wasn't a new concept to the US aviation industry. Even Grumman and Brewster sub contracted to each other in the lean days of the late 1930s.
In some cases the awarding of a contract could be decided on a company's past performance, making your main customer angry by late/slow deliveries is certainly no way to get future contracts. Perhaps Curtiss just bit off more than they could chew?
Thing with the work force was to point out that the work force (especially it's ability) could fluctuate. even if hundreds left every month hundreds more could/would be hired but the constant retraining was a drain ( Allison and many other companies had the same problem) and it just wasn't production workers that moved around. designers, engineers and managers also moved around. Don Berlin Himself started at Douglas, then moved to Northrop after 6-7 years, then moved to Curtiss after a few more and by 1942 was working for the Fisher div of General Motors, He left them in 1947 and went to McDonald. 5 Companies in 20 years and this was not uncommon in the 20's, 30's and 40's. Jack Northrop had gone through 6 companies ( 3 of them started by him) by 1940.
Without specific details it seems that the slow production of the P-47s is being answered by a lot of speculation. But anybody who had been in the aviation business for more than a few months in the mid/late 30s knew you couldn't stay in business selling old models of airplanes. Things were changing too quick. Going from no flaps to split flaps to slotted flaps and Fowler flaps to double slotted flaps took about 10 years for one example.
Companies might do design studies on their own but actually cutting metal on an unapproved plane took a LOT of guts and engines and propellers were gov furnished equipment and getting engines/propellers for unapproved projects ( there was NO commercial market for such items during the war, airliner engine deliveries were subject to government approval) would be late or non-existent unless you could convince the Army or Navy of the merits of the project before the engine/s were delivered.
I don't know why Curtiss produced so few P-47s, it took about one year (or a bit less) form the contract date to rolling out the first one which doesn't actually seem too bad. It is the slow production after that is the puzzle. So far most online sources gloss over it with a sentence or two and provide no real answer. Boeing built Douglas A-20s in 1940/41 When B-17 orders didn't fill the Boeing factory. Lockheed's Vega Division built B-17s and so on, building other peoples aircraft wasn't a new concept to the US aviation industry. Even Grumman and Brewster sub contracted to each other in the lean days of the late 1930s.
In some cases the awarding of a contract could be decided on a company's past performance, making your main customer angry by late/slow deliveries is certainly no way to get future contracts. Perhaps Curtiss just bit off more than they could chew?
Thing with the work force was to point out that the work force (especially it's ability) could fluctuate. even if hundreds left every month hundreds more could/would be hired but the constant retraining was a drain ( Allison and many other companies had the same problem) and it just wasn't production workers that moved around. designers, engineers and managers also moved around. Don Berlin Himself started at Douglas, then moved to Northrop after 6-7 years, then moved to Curtiss after a few more and by 1942 was working for the Fisher div of General Motors, He left them in 1947 and went to McDonald. 5 Companies in 20 years and this was not uncommon in the 20's, 30's and 40's. Jack Northrop had gone through 6 companies ( 3 of them started by him) by 1940.
Without specific details it seems that the slow production of the P-47s is being answered by a lot of speculation. But anybody who had been in the aviation business for more than a few months in the mid/late 30s knew you couldn't stay in business selling old models of airplanes. Things were changing too quick. Going from no flaps to split flaps to slotted flaps and Fowler flaps to double slotted flaps took about 10 years for one example.
Companies might do design studies on their own but actually cutting metal on an unapproved plane took a LOT of guts and engines and propellers were gov furnished equipment and getting engines/propellers for unapproved projects ( there was NO commercial market for such items during the war, airliner engine deliveries were subject to government approval) would be late or non-existent unless you could convince the Army or Navy of the merits of the project before the engine/s were delivered.