P-47 Thunderbolt Engine questions.

[mike furline]

Looking for info on P-47 performance in todays world.

I think most if not all P-47's flying today do not have a functional turbo-supercharger in them and I do realize they are not flown above 10,000ft much anymore.
So, which model R2800 are they using (single stage, two stage, speeds?) and what kind of performance are they getting?


Thanks,
Mike

[Jerry O'Neill]

I don't think P-47's have to change the engines if they don't use the Supercharger.
Most simply have the exhaust exit the aircraft where the Waste Gate is and do not connect the exhaust through the ductwork to the rear Turbo.

If there is a short, straight exhaust coming from the lower sides of the cowling, then the turbo isn't operable.

If there is an exhaust with a Butterfly type valve visible, then the Waste Gate is still on the airplane and "could" make the turbo work if it is in actual operating condition and the owner wishes to run it.

Running the turbo produces a lot of heat and maintainence that many owners don't want to deal with. The P-47's high-altitude days are long over.
Jerry

[John Lane]

Mike, I can't give you exact performance data for comparing Apples to oranges. Depending on how the aircraft is configured and a nice cool day without the turbo assisted system you'll be doing good to get to 18,000+, with either a 2 speed or 2 stage supercharged R-2800B or C type engine. Below 10,000 all is equal. Running through the turbo system today requires much more maintenance, parts are hard to find, it's warmer in the cockpit during the summer months, it's a safety hazard (ie. fire & carbon monoxide), not to say if you loose a blower seal or piston it can fill the cockpit with smoke. I love having these aircraft original but, there becomes a time where being practical about operating these old birds in modern time takes hold. Keep all the original parts collected as part of the total package, but operate them safe! Regards,

[marine air]

I had a conversation on this topic last fall with the IA that maintains "Hun Hunter IV" and "Wicked Wabbit". I know when Shofner had his P-47 completed by Klaers Aviation in 1997 it had the exhaust exiting through the waste gate there on the left side of the cowling. The mentioned it being an expedient and safe way to eliminate any fire concerns. The next year he had it rerouted to exit through the tail so that it would have the correct "deep" sound of a P-47as opposed to say a Corsair. I dont believe Wicked Wabbit flies with an operable turbocharger.
At least as late as Fall 05' Hunter Hunter does have an operable turbocharger and is authentic. I was told that it is inspected after every airshow when it comes home and there is maintenance involved to keep the turbo in good shape. (the blades) The museum keeps a spare ready and on hand and this keeps the Thunderbolt reliable during airshow season. I know they have an exceptionally skilled and conservative flight and maintenance program.

[FG1D Pilot]

John, I have to argue with you on one point..." WARMER???" I took the temp in the cockpit in flight in the N model with the turbo running and it was 130 degrees. I always carried two bottles of water on each flight, I drank one and a half and saved the last half for entering the pattern. It was usually too hot to drink by that time.

[corsairboss]

I have to agree with Doug, seeing Hun Hunter and Wicked Wabbit pilots after every flight it is Hot no matter what..!! and they carry water as well and it is hot at the end of the flight. As for engines Hun Hunter, and Wicked Wabbit both are R2800-59 with C series nose case, and 60 series spline for the prop. Hun Hunter has a single stage blower with Operational TurboSupercharger and the exhaust exiting through the tunnel and out the back as designed. Wicked Wabbit has a 2 stage blower with no TurboSupercharger, and the exhaust is exited through the tunnel and out the back as designed. I believe I got the lingo right, and both P-47's are maintained in Top Flight Condition by the Maint. Dept. "Thanks for the Help Jeff" I understand that the C series with 50 spline is very rare, and hard to find. This is where the 2450, and 2460 on the prop blades come from.

[Alan Brooks]

Hello all, on most all of this I defer to John and Doug, they being much more knowledgeable.... but here is my little .02. Until the engine fire in the CAF P-47N, there were only three P-47's still running the turbo....
1) Klaers/Wojiack
2) Melton
3) CAF
I believe Doug has stated they will not run the turbo this time around..I also remember some years ago in talking with Lloyd Keith, who was intrumental in rebuilding John Shoffner's airplane (before he bought it). Lloyd was down in Texas at Lackland employed by the USAF as a mechanic. He remembered getting the N's, he said the pilots absolutely hated the airplane because of the heat in the cockpit. On the N, the fresh air inlet runs through the engine compartment....... Down low as they mostly flew, you could not cool off. Now at 25,000ft, I bet you stayed nice and warm.... Alan