P47 Manual

Wings of Power
P47 THUNDERBOLT
Thank you for buying the Wings of Power P47 THUNDERBOLT

- The Wings of Power Team
Wings of Power
P47 THUNDERBOLT
Wings of Power Certified

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Wings of Power
P47 THUNDERBOLT
2005 Shockwave Productions Inc. All rights reserved. Published by Shockwave Productions Inc. ATTENTION! Wings of Power, including sounds, aircraft, and all content is under strict, and enforceable copyright law. If you suspect anyone has pirated any part of Wings of Power, please contact piracy@shockwaveproductions.com RISKS AND SIDE EFFECTS ERGONOMIC ADVICE 1) Always maintain a distance of at least 45 cm to the screen to avoid straining your eyes. 2) Sit upright and adjust the height of your chair so that your legs are at a right angle. The angle between your upper and forearm should be larger than 90 degrees. 3) The top edge of your screen should be at eye level or below, and the monitor should be tilted slightly backwards, to prevent strains to your cervical spine. 4) Reduce your screen's brightness to lower the contrast and use a flicker-free, low-radiation monitor. 5) Make sure the room you play in is well lit. 6) Avoid playing when tired or worn out and take a break (every hour), even if it's hard EPILEPSY WARNING Some people experience epileptic seizures when viewing flashing lights or patterns in our daily environment. Consult your doctor before playing computer games if you, or someone of your family, have an epileptic condition. Immediately stop the game, should you experience any of the following symptoms during play: dizziness, altered vision, eye or muscle twitching, mental confusion, loss of awareness of your surroundings, involuntary movements and/or convulsions. ADITIONAL INFORMATION Check for the latest information at www.shockwaveproductions.com SYSTEM REQUIREMENTS In order to play Wings of Power you must have an Intel PC compatible computer, which meets the following requirements: MS Flight Simulator 2004. Windows 9x/2000, Pentium II 500 MHz or faster Hard drive space: at least 300 MB, CD ROM drive, 3D Graphics Card, DirectX 9 or higher
www.shockwaveproductions.com Feel free to register and post on our forums. We watch these forums daily, and will try to be very quick to answer any of your questions.
TECHNICAL SUPPORT
Wings of Power
P47 THUNDERBOLT
Table of Contents:
Setup Designers Notes Wings of Power Series Overview Visual Effects and Sound The P47 Thunderbolt General Overview History Important things to know about your P47 Variants: P47 D20/22 Razorback P47 D25 P47 D30 P47 M P47 N XP72 References Credits FirePower 5 7 8 20 21 22 23
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SETUP
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IMPORTANT!
MUST READ
To make sure you are getting the most out Wings of Power, please verify that your IN-GAME REALISM settings are set to the following (see picture on next page): Current realism settings: Detect crashes and damage: HARD CHECKED
REALISM
DESIGNERS NOTES:
When we decided to develop Wings of Power, the agreed upon goal was to create the most complete flying experience. This means building aircraft that not only look beautiful, but also fly and function authentically. Some flyers live for complex gauges and realistic cockpit environments, while others simply admire watching their new aircraft fly through their favorite places around the world. It is our belief that while soaring through the skies, even the casual flyer will appreciate that there is a world of detail and history in every dial and switch. It is the same feeling you get when you sit in the cockpit of a real airplane. The difference is, in a simulated world, you can have it all. Wings of Power sets new standards in many areas. The most stunning areas are the 3D cockpit environments. While they are beautiful to look at, they represent the top layer of an amazing world that lies beneath. The more you fly these aircraft, the more you discover. It wont be long until you fully understand why we refer to it as having History in a box. Like the entire Wings of Power series, the Wings of Power Focke-Wulf 190 Butcher Bird was created with a process called "Absolute Realism". The flight model was very carefully researched. We used some rare, authentic flight test reports and the actual pilot's training manual and technical orders to ensure our procedures and performance matched the real thing as closely as possible. We are passionate about our work and are proud to be the makers of Wings of Power. We think you will have many hours of enjoyment with it. The Shockwave Team
Wings of Power Series Aircraft

OVERVIEW
General Operational Information and Guidelines

The following information is provided to help pilots become familiar with the Wings of Power series of aircraft for Microsoft Flight Simulator 2004. These aircraft are materially different in terms of the flight modeling than what is commonly available. In fact, what is generally accepted as standard performance or aircraft behavior, in many cases will not apply to these aircraft. The reason? Wings of Power aircraft were made using a new and ambitious process called, Absolute Realism.
Absolute Realism
There are several areas where the Wings of Power aircraft depart drastically from the standard fare. Until now, an aircraft was considered to fly accurately if it reproduced a handful of specific performance figures (top speed, max climb rate, stall speeds, etc.) These figures really only represent how an aircraft is performing at a single point in time. Absolute Realism goes beyond these limited numbers and authentically simulates all flight through an almost unlimited amount of conditions. If you take a minute and read this article through you will begin to understand just what a significant advancement Absolute Realism truly is. 8
Designed by pilots, for pilots
As the pilot in command, you can take a Wings of Power aircraft to any given altitude, choose your own power setting (adjust the throttle and watch the manifold pressure / boost gauge), adjust your prop speed, and witness your aircraft climb and cruise exactly as it did in real life. You will even experience accurate fuel consumption rates. You can plan realistic and even historic flights based on your aircraft weight and calculate cruise speeds, distances traveled, and even authentic figures like distance-to-altitude shown in the manuals. These figures are not just estimated,, they are finely tuned and put through a rigorous and exhaustive testing process by pilots. Wings of Power aircraft are the only aircraft we know of that are certified to be flown "by the book" using nothing but the original training manual for that particular aircraft. This is why we call it, Absolute Realism.
Performance charts like the one shown below were created by hand from in-house test pilots verifying they fly accurately throughout all flight regimes.
We encourage people to go out and buy the actual pilot training manuals for these aircraft and use them. When it comes to unique stall characteristics and other aspects not documented in the manuals, we refer to actual pilot flight-test reports and our own pilot interviews. Lastly, only hands-on pilots were involved in creating the way these Wings of Power aircraft fly. The bottom line is, for the first time ever, you can experience these thoroughbred aircraft today for everything that they truly were, and still are. 10
Power and Propeller Settings
The flight simulation industry has commonly accepted that the maximum throttle setting (100 percent throttle) should reflect the published takeoff power of piston-engined aircraft. For example, the published takeoff power setting for the B24D Liberator is 49" of manifold pressure and 2700 RPM. A standard FS2004 model of the B24 would expect the pilot to simply shove the throttles and propeller controls to the stop and head for the wild blue yonder. Not with Wings of Power. While you can throw the throttle forward in a Wings of Power aircraft, and it will takeoff, the difference is the Wings of Power aircraft will deliver the power these engines actually produce if you were to just throw the throttle forward. Let us explain:
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High performance aircraft require setting both the power and propeller speeds for takeoff, landing, and cruise. Aircraft utilized turbosuperchargers and normal superchargers to increase boost so that very high altitudes could be reached. These boost systems were quite complex and required a lot of attention as well as very specific settings for all flight regimes. For example, the normal takeoff setting for a B29A was with the turbo boost knob set to 8, which left plenty of headroom for additional boost. While you can throw the throttle all the way forward in Wings of Power with a turbo boost of 10, in reality a real pilot or copilot (or flight engineer) would never under any circumstances shove the throttles all the way to the stop unless war emergency power was required. On takeoff, a pilot "walks" the throttles carefully but briskly forward until the proper takeoff power setting is reached. This setting is read on the manifold pressure gauges.
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Read this excerpt from a report issued from Bomber Command:
So as you can see, Wings of Power aircraft accurately model the available power for these aircraft, and not limit you to the lower published maximums for takeoff. If you decide to do a standard takeoff, just like the real pilot, you would raise the throttle slowly while watching your manifold pressure / boost gauge until a specific power setting is achieved. However, as pilot in command, if you want to experience a takeoff with military power, the choice is now yours to make. You can see by the report above, it clearly specifies that if necessary, war emergency power can be obtained (and was) by using full throttle. In some cases, as with the B-17, the propeller governor can also be set to a higher RPM than normal.
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Takeoff
The takeoff distances provided in each checklist are precisely what is indicated in the performance tables for that airplanes respective pilots training manual. However, to achieve these figures, the airplane must be flown exactly according to the procedure in the checklist. Using full throttle, incorrect flap positions, incorrect takeoff weights, erroneous trim settings, or improper liftoff technique will materially affect the takeoff distance. The distances provided are the distance it takes to clear a 50' obstacle, which is a common pilot training procedure. These can be reduced by about 1/3 by using full war emergency power and up to 1/2 flaps on most airplanes. See the checklist for details. 14
Climbing
There is far more to climbing than meeting a single rate of climb figure published in a book, or a single time-to-climb figure. The rate of climb for piston aircraft is normally greatest at sea level and falls steadily as the aircraft gains altitude. The weight of the aircraft, the power setting, and the climbing speed are absolutely critical in obtaining proper and accurate climb performance and if any of these parameters change, the time and distance to climb will also change. For most aircraft there are two climb power settings, rated power and desired climbing power. The lower power setting is usually reserved for lower aircraft weights and in some cases is not desirable due to fuel economy or engine cooling reasons. It can easily be seen that a simple figure published in a book cannot begin to accurately indicate an aircraft's actual ability to climb. The climb is a very critical phase in any flight, and with these complicated aircraft, climbing speed and power settings were very important. Fuel economy, time to climb, range, and engine performance are all affected by the way the aircraft is set up to climb. The Wings of Power aircraft have been designed to climb at exactly the settings in the original aircraft manuals, and match the published climb performance data for each aircraft. This B-17 aircraft was climbtested to 30,000 feet MSL at the weights, power settings and speeds specified. Even the time and distance to climb match the manual.
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Critical Altitude
Turbochargers have a turbine wheel (fan) that spins, forcing more air into the engines. The thinner the air, the less resistance on the turbine, which means it has to spin faster to maintain the same pressure than at a lower altitude. The critical altitude, for turbocharged aircraft, is the altitude at which maximum power can no longer be maintained because the air is so thin, the turbine cant spin fast enough to maintain the desired pressure. From this critical altitude, the higher the aircraft climbs, the less power it can produce (in reality, above these altitudes the turbine would over-speed if excessive boost was applied). Depending on the type of control system -- electronic or oil type -- the critical altitude falls somewhere between 26,000 and 30,000 feet. For supercharged aircraft, the critical altitude is the altitude beyond which the supercharger can no longer produced the maximum rated manifold pressure.
Tech note: The turbine wheel speed is determined by the difference in pressure between the exhaust system and the atmosphere, which is controlled by the opening of a relief valve called a wastegate.
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Landing and Approach
Most aircraft commonly available for Microsoft Flight Simulator have drastically exaggerated flap and landing gear drag values, including the stock aircraft. Therefore most virtual pilots habitually fly the landing approach far too high and have a much greater rate of descent than is actually specified for a particular aircraft. These very high flap drag values allow pilots to get away with unrealistically steep, high approaches. This is not the case with Wings of Power aircraft.
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This can easily be demonstrated by setting the aircraft up on a simulated final approach at a specified landing weight. For example, according to the manual, the B-17G final approach is to be flown at 120 mph with full flaps, a power setting of 20" of manifold pressure, propellers at high rpm, and a rate of descent of 500 feet per minute. Take your Wings of Power B-17G, at a nominal landing weight of 45,000 pounds, to 5,000 feet and set up an autopilot-controlled descent with full flaps and gear down at the above power settings. You will find that it descends at the specified speed, give or take 1-2 mph. This confirms that the thrust, drag, and weight are in the proper equilibrium as specified. The same is true for all Wings of Power aircraft, which can be tested in the same way.
The bottom line is that flaps are not airbrakes; these aircraft need to flown at the proper speeds and power settings, or landings are going to be very challenging!
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Absolute Realism
To obtain ultimate realism, fly the Wings of Power aircraft by the numbers using the information given in each aircraft's checklist. Even better, go out and buy a copy of the aircraft's actual flight manual and use that to fly the plane. Thats what we did. Now that's Absolute Realism. Now go fly.
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Visual Effects and Sound

A host of new visual effects were created to immerse the pilot further into an authentic experience. This includes realistic startup effects and natural engine smoke (hit the I key to enable jet engine smoke). Once started, experiment with the throttle in any aircraft and notice the subtle differences of the engine sounds inside and out. When your aircraft is taxiing on a dirt strip, you will see more dust being kicked up by the wheels. Each aircraft was carefully tuned to perform highly realistic belly landings on both the runways and the dirt. These can be very satisfying and challenging to do in each aircraft. B17F making a belly landing
A new explosion has been added should you plunge your aircraft into the ground, among other visuals. Lights are all authentically created, and make these aircraft look outstanding when flying at night. 20
The P47 "THUNDERBOLT"
General Overview
Affectionately known as The Jug, the P47 Thunderbolt is as big as the American Spirit. Ironically the original concept was born in Russia, and can be seen by its rugged and hearty design. Like a gentle giant, the P47 handles with grace but packs an enormous punch. When British pilots first saw the P47, it was often mocked due to its size. The light, maneuverable Spitfires could get on a P47s tail with ease in test trials. What they didnt know at that time was the P47 was different type of fighter, and the battles were to be fought at higher altitude where the air is thin, using high-energy tactics. Both the British and the Germans soon found out, in the right hands, the P47 was lethal. Down low the P47 lumbers along but up high is where it lives and breathes with its high speed and terrific zoom climbs. A quick burst of the eight browning .50 caliber machine guns is powerful enough to shred a fighter, which was essential for a properly executed boom and zoom attack. . Being tasked to protect the B17 and B24 heavy bombers up high, and with their ruggedness and power, the P47 performed its job with great capability. Built around a massive Pratt & Whitney R-2800 radial engine, The Jug was tough, powerful, and fast. The Wings of Power P47 captures this beauty of the sound, function, and feel of the real P47 like no other. Like the aircraft, the entire Wings of Power P47 Thunderbolt series is enormous and includes many variants from the Razorbacks to the experimental XP72 prototype. 21
History
The Republic P-47 Thunderbolt holds a unique honor in the ranks of World War II fighters. This plane was much heavier and bulkier than other fighter planes of its day, outweighing aircraft like the Fw 190 by several thousand pounds. Equipped with a large, powerful radial engine, it looked as tough as it was. Known as the "Jug", this aircraft was a mainstay of the Allied fighter fleet and, with its eight .50 caliber guns, was capable of shredding ground targets and airborne opponents alike. While it could not turn with Axis fighters such as the Fw 190 and Me 109, it could outdive both of these and had a zoom-climb capability that was amazing. This zoom-climb was used to good advantage; it was said that if a P-47 pilot met an enemy Focke-Wulf at 25,000 feet and wanted to out-climb him to 30,000 feet, the P-47 could dive to 20,000, zoom 30,000, and be waiting for the enemy. The first "Jugs" were fitted with 2,000 HP engines and framed canopies. Later models such as the D-25 were fitted with bubble canopies and engines of increasing horsepower. The final production version, the P-47N, had an engine which would produce 2,800 HP with water injection. The plane's increased weight offset the power to some degree, but the plane was still very fast, with a top speed of nearly 470 mph. The additional power and strong airframe allowed a lot of ordnance and fuel to be carried, making the P-47N a very long-range fighter that could carry a lot of damage to the enemy. In all, 15,683 Thunderbolts were manufactured, more than any fighter produced during war.
The P-47M was a special, light-weight "buzz bomb chaser" and had a very high top speed of over 470 miles per hour. It was assigned exclusively to the 56th Fighter Group. The P-47N was a long-range version made for use in the Pacific Theatre. It had a much larger fuel capacity, a larger wing, and could carry large drop tanks of up to 300 gallons. It also had a faster rate of roll due to increased aileron area and "clipped" wings. It used the same 2,800 HP engine as the P-47M but had a slightly lower top speed because of its heavier weight. The XP-72 Ultrabolt was to have been the ultimate P-47. Equipped with a massively powerful Pratt & Whitney R-4360 engine producing 3,400 HP for combat emergency, this plane could climb over 5,000 fpm and would have reached a top speed of over 500 mph. It was fitted with a low-drag NACA engine cowling and was fairly light in weight. The type never saw combat. Only two were built, one with a four-bladed conventional propeller and the other with twin, contra-rotating, three blade airscrews. The first was lost in a crash and the second was scrapped around the time of VJ-Day.
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Important things to know about your Wings of Power P47

Shift-D releases drop tanks (can be clicked via mouse in VC) Shift-W drops bomb (can be clicked via mouse in VC) Keep the aircraft idling at 800RPM or higher to avoid fouling up the plugs You will need to hold your brakes on to prevent the aircraft from moving at idle due to the torque Do not apply full power with wheel brakes on or the aircraft my nose over, especially the XP72 The P47 is a heavy plane that requires a lot of runway to get airborne. Let the aircraft build plenty of speed before gently lifting off Make sure the airplane is below the recommended flap and landing gear safe extension speed before deploying flaps or gear Notice the added realism of the turbo speed light and the animated oxygen gauges Your aircraft is equipped with realistic fuel loads as well as many other loads including the pilot, guns, ammo, oil tank, oxygen, pyrotechnics, bombs, etc. Use the i key for natural engine smoke. The effect is very subtle but is toggled for your convenience as some like a clean burning engine and others like a little bit of engine smoke. On landing, raise your flaps once you touch down to settle the aircraft, pull back on the stick for additional elevator braking while you use your wheel brakes. Be careful with high-speed dives, as you can lose control of your aircraft if you exceed the maximum allowable speed.
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Wings of Power P47D20/22 Thunderbolt

General Information - P-47D-20/22

Empty Weight: 9,956 lbs. Wingspan: 40.79 feet Wing Area: 300 square feet Normal Takeoff Weight: 13,411 lbs. Maximum Takeoff Weight: 17,500 lbs. Top Speed, altitude: 429 mph TAS @ 30,000 feet MSL Top Speed, sea level: 321 mph TAS Stalling Speed, clean (12,500 lbs.): 113 mph IAS Stalling Speed, landing (12,500 lbs.): 100 mph IAS Powerplant: Pratt & Whitney R-2800-59W, 2000 HP for takeoff, 2300 HP combat emergency Armament: eight .50 caliber machine guns; one bomb up to 1000 lbs; six rockets in tube launchers
Weights and Loading This aircraft has been set up with a complete array of station loads, including those for pyrotechnics and oxygen. The CG shift with differing payloads has been closely duplicated and the shift of weight with fuel consumption also duplicates the real aircraft very closely. By viewing the fuel and payloads menu, you can select what payloads you wish to carry and which ones you want to delete in order to fly at a specific weight. You can then save your flight with your payload and fuel choices. For heavier weights, use 15-20 degrees of flaps for takeoff and allow a longer takeoff run. Aircraft Limitations

Maximum airspeed - 500 mph IAS (red line) Maximum flap extension - 195 mph IAS Maximum gear extension - 195 mph IAS
Engine Management The engine will "load up" and foul the spark plugs if it is not kept clear. Keep your engine idling at 8-900 RPM while on the ground to make sure the cylinders are clean and to assure enough cooling airflow. If the engine idles below 600 RPM for more than one minute, it will die and will need to be restarted. 26
Wings of Power P-47D-20/22 Thunderbolt Checklist Cockpit Check - Fuel Supply and Fuel Management The P-47D has a fuel capacity of 305 gallons total in two fuselage tanks along with a single 110-gallon drop tank. Check the fuel selector switch position and the tank contents and make sure the fuel selector is on MAIN for takeoff. Climb on the main tank for ten minutes, then switch to the auxiliary tank and exhaust the contents (except for a reasonable reserve) before switching back to the main tank for the remainder of the mission. If drop tanks are fitted, switch to these after reaching 3,000 feet and exhaust these first, then switch to the auxiliary tank, and finally the main tank. The auxiliary position selects the 100-gallon rear fuselage tank, and the external tanks position causes fuel to be drawn from the centerline drop tank. Engine Management The engine will "load up" and foul the spark plugs if it is not kept clear. Keep your engine idling at 8-900 RPM while on the ground to make sure the cylinders are clean to assure enough cooling airflow. If the engine idles below 600 RPM for more than one minute, it will die and will need to be restarted. There is a flashing yellow warning light next to the turbine RPM gauge. It is normal for this light to flash. If it glows solidly, reduce throttle to avoid turbine overspeed. Mixture Control The real aircraft had an automatic mixture control system which could be placed in either Auto-Rich or Auto-Lean for normal operations. This flight model also uses automatic mixture control, just as the real aircraft did. However, the rich/lean options for auto-control cannot be duplicated in FS9, so fuel consumption will be lower than the real aircraft at higher power settings. The use of manual mixture control cannot compensate for this discrepancy; it is not possible to duplicate the high fuel consumption at rich mixture settings that were experienced by the real aircraft.
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Cockpit Check - Controls 1. Parking Brake - Set 2. Fuel Selector - Set to MAIN. 3. Elevator Trim - Neutral 4. Rudder Trim - 5 degrees nose-right 5. Aileron Trim - Neutral 6. Flaps - Up for takeoff (15-20 degrees down for weights over 15,000 lbs.) 7. Cowl flaps - OPEN FULL 8. Carburetor Air - Normal 9. Propeller Control - FULL FORWARD 10. Tailwheel - unlocked for taxi 11. Flight Instruments - Checked and Set 12. Engine Instruments - Checked 13. Switches - Checked Engine Starting 1. Cockpit Check - COMPLETE 2. Set or hold your parking brakes. 3. Turn the battery and generator switches to ON. 4. Put fuel selector on MAIN. 5. Put the booster pump on EMERGENCY. 6. Turn the magneto switch on BOTH. 7. Set mixture control to RICH. 8. Confirm fuel pressure is at least 10 psi. 9. Use the primer - three to four shots for a cold engine. 10. Engage starter switch until the engine starts. 11. Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds. 12. Idle at 800-1000 RPM until the oil temperature reaches 40 degrees C. (About three minutes) 13. Check the suction gage to see if it is working. 14. Check all instruments for proper function. 15. After warm-up, idle at 1000 RPM or slightly less. 16. Idling at less than 600 RPM will cause the engine to load up and it will die after about a minute.
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Pre-takeoff Check 1. 2. 3. 4. 5. 6. See that the trim tabs are properly set. Check the mags at 2300 RPM. 100 RPM drop maximum. Check the propeller control. Turn the booster pump to emergency. Check ammeter and radios. Check brakes.
Taxi and Takeoff The P-47 is a "blind" airplane. You must S-turn to see ahead of you. Use the brakes to steer while taxiing, using about 8900 RPM maximum to taxi at 5-10 mph. Make certain the runway is clear, then line up in the center. Close the canopy, lock the tailwheel, and half-close the cowl flaps. The apply power smoothly to a maximum of 52" of boost with the propeller control full forward. The P-47 requires a longer takeoff run than other fighters. You may be tempted to exceed redline in order to build up speed. Don't do it! Your plane gets off the ground OK using prescribed power limits - thousands do every day. Raise the tail about 6" and stay on the ground until reaching about 110 mph. Then fly the plane off the runway. The raised tail and increased speed give you better rudder control in case of trouble. After Takeoff Check 1. 2. 3. 4. 5. 6. 7. Landing gear - UP Flaps -UP Throttle back to normal climbing power. Adjust the prop to climbing RPM. Retrim the ship as required for climbing. Turn the booster pump to the normal position. Check over all your instruments.
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Climb Develop climbing speed before starting to climb. Be easy on the back pressure until you have at least 140 mph, then climb gently. Then reduce your power to climbing power, 42" boost and 2550 RPM. The minimum climbing speed is 155160 mph IAS, best climbing speed is 165 mph IAS, which will drop to 155 mph IAS between 10,000 and 15,000 feet. Above 15,000 feet, climb at 155 mph IAS. Adjust cowl flaps as needed to cool the cylinders; closed to 1/3 open is about right for climbing. Above 3,000 feet, switch to drop tanks if they are available. Otherwise, climb on the main tank for ten minutes and then switch to the auxiliary (reserve) tank. Climb performance to 25,000 feet (14,500 lbs.) Manifold Pressure 42" RPM 2550 Elapsed Time 15.5 minutes Distance 51 miles Fuel Used 40 gallons
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Cruise Settings Plan your flight by knowing how much fuel you will need. The following charts indicate approximate fuel consumption for a range of weights, altitudes, power settings, and speeds. The bold figures indicate what would be an auto-rich power setting for the real aircraft (not simulated in FS9) and the italicized figures are for auto-lean power settings. All mixture control is automatic with this flight model, as with the real aircraft. Cruise Control Schedule (14,000-15,000 lbs.) Altitude 6,000 15,000 25,000 25,000 Pilot's IAS 216 235 222 248 Manifold Pressure 31 32 31 38 RPM 1700 2100 2150 2500 TAS MPH 233 290 323 358 GPH 68 97 96 126 Specific Range 3.4 mpg 3.0 mpg 3.3 mpg 2.8 mpg
Cruise Control Schedule (16,000-17,000 lbs.) Altitude 6,000 15,000 25,000 Pilot's IAS 205 227 212 Manifold Pressure 31 32 31 RPM 1700 2100 2150 TAS MPH 222 280 308 GPH 68 99 98 Specific Range 3.2 mpg 2.8 mpg 3.1 mpg
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Landing 1. Check tanks and select the fullest interior tank for landing. 2. Reduce airspeed to 150-200 mph. 3. Check the mixture control and set to RICH. 4. Set the engine to about 2550 RPM and 30" of boost. 5. Close cowl flaps. 6. Open canopy. 7. Check gear is down and locked. 8. Do not make turns below 150 mph IAS. 9. Begin lowering flaps about halfway around your turn to final approach. 10. After your flaps are down and you roll out of the turn onto the landing (approach) leg, your speed should be about 125-135 mph IAS. Don't keep so much power on that you'll be making a power approach. However, keep enough power on to keep your engine clean. 11. Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude. 12. Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane sets down. The P-47 has no tendency to drop a wing but settles rather quickly when you lose flying speed. So have your plane close to the runway at this point. Engine Limitations and Characteristics The turbosupercharged Pratt & Whitney R-2800-series engines are reliable and potent performers. They can take a lot of battle damage and still make it home. The P-47D is fitted with a water-injected R-2800-59W which provides 2,300 HP when the water injection switch is enabled. Emergency power is not required for takeoff. The turbocharged engine produces power to very high altitudes. To activate emergency boost, turn the switch on the electrical panel to "AUTO". The water injection will come on automatically whenever the throttle is advanced beyond 95 percent. Leave the switch off for takeoff and normal flying.
ENGINE POWER CHART TAKEOFF MAXIMUM TAKEOFF NORMAL WAR EMERGENCY MILITARY POWER MAXIMUM CONTINUOUS MAXIMUM CRUISE NORMAL CRUISE
MP RPM
52" 2700
52" 2700
56" 2700 32
52" 2700
42" 2550
36" 2550
32" 2250
Flight Characteristics The Thunderbolt is a heavy aircraft and flies like it. This is not an airplane you can toss around; control responses are good but not lightning-quick, so a little more planning ahead is needed than with a lightweight fighter. This is especially true in slow flight and with takeoffs and landings. However it is quite stable and predictable. Stalls Power-off stalls are fairly mild and there is little tendency to drop a wing unless the stick is horsed backward unnecessarily. With power on, the left wing will tend to drop. In either case the recovery is straightforward; apply power, push the stick forward, and use the rudders for directional control until flying speed is regained. With accelerated stalls the procedure is similar unless the stall develops into a spin. Spins Never spin the aircraft intentionally even with power off unless you have sufficient altitude to get out of the spin above 10,000 feet. Never spin the airplane intentionally with the power on under any conditions. The P-47 does not tend to spin by itself but needs rudder input from the pilot. However, in a deep accelerated stall a spin may develop. Recovery is generally very prompt by putting the nose down and applying opposite rudder. If this does not work, apply power until the spin breaks. Permissible Acrobatics All acrobatics are permissible, with the exception of snap rolls and power-on spins.
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Wings of Power P47D25 Thunderbolt

In all, 15,683 Thunderbolts were manufactured, more than any fighter produced during the war. General Information - P-47D-25

Empty Weight: 10,199 lbs. Wingspan: 40.79 feet Wing Area: 300 square feet Normal Takeoff Weight: 14,045 lbs. Maximum Takeoff Weight: 17,500 lbs. Top Speed, altitude: 429 mph TAS @ 30,000 feet MSL Top Speed, sea level: 321 mph TAS Stalling Speed, clean (12,500 lbs.): 113 mph IAS Stalling Speed, landing (12,500 lbs.): 100 mph IAS Powerplant: Pratt & Whitney R-2800-59W, 2000 HP for takeoff, 2300 HP combat emergency Armament: eight .50 caliber machine guns; one bomb up to 1000 lbs; six rockets in tube launchers

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Cockpit Check - Fuel Supply and Fuel Management The P-47D has a fuel capacity of 370 gallons total in two fuselage tanks along with two 108-gallon drop tanks. Check the fuel selector switch position and the tank contents and make sure the fuel selector is on MAIN for takeoff. Climb on the main tank for ten minutes, then switch to the auxiliary tank and exhaust the contents (except for a reasonable reserve) before switching back to the main tank for the remainder of the mission. If drop tanks are fitted, switch to these after reaching 3,000 feet and exhaust these first, then switch to the auxiliary tank, and finally the main tank. The auxiliary position selects the 100-gallon rear fuselage tank, and the external tanks position causes fuel to be drawn from either of the two wing tanks, which can be selected individually using the external tank selector. Engine Management The engine will "load up" and foul the spark plugs if it is not kept clear. Keep your engine idling at 8-900 RPM while on the ground to make sure the cylinders are clean to assure enough cooling airflow. If the engine idles below 600 RPM for more than one minute, it will die and will need to be restarted. There is a flashing yellow warning light next to the turbine RPM gauge. It is normal for this light to flash. If it glows solidly, reduce throttle to avoid turbine overspeed. Mixture Control The real aircraft had an automatic mixture control system which could be placed in either Auto-Rich or Auto-Lean for normal operations. This flight model also uses automatic mixture control, just as the real aircraft did. However, the rich/lean options for auto-control cannot be duplicated in FS9, so fuel consumption will be lower than the real aircraft at higher power settings. The use of manual mixture control cannot compensate for this discrepancy; it is not possible to duplicate the high fuel consumption at rich mixture settings that were experienced by the real aircraft.
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Climb Develop climbing speed before starting to climb. Be easy on the back pressure until you have at least 140 mph, then climb gently. Then reduce your power to climbing power, 42" boost and 2550 RPM. The minimum climbing speed is 155160 mph IAS, best climbing speed is 165 mph IAS, which will drop to 155 mph IAS between 10,000 and 15,000 feet. Above 15,000 feet, climb at 155 mph IAS. Adjust cowl flaps as needed to cool the cylinders; closed to 1/3 open is about right for climbing. Above 3,000 feet, switch to drop tanks if they are available. Otherwise, climb on the main tank for ten minutes and then switch to the auxiliary (reserve) tank. Climb performance to 25,000 feet (14,500 lbs.) Manifold Pressure 42" Cruise Settings Plan your flight by knowing how much fuel you will need. The following charts indicate approximate fuel consumption for a range of weights, altitudes, power settings, and speeds. The bold figures indicate what would be an auto-rich power setting for the real aircraft (not simulated in FS9) and the italicized figures are for auto-lean power settings. All mixture control is automatic with this flight model, as with the real aircraft. Cruise Control Schedule (14,000-15,000 lbs.) Altitude 6,000 15,000 25,000 25,000 Pilot's IAS 216 235 222 248 Manifold Pressure 31 32 31 38 RPM 1700 2100 2150 2500 TAS MPH 233 290 323 358 GPH 68 97 96 126 Specific Range 3.4 mpg 3.0 mpg 3.3 mpg 2.8 mpg RPM 2550 Elapsed Time 15.5 minutes Distance 51 miles Fuel Used 40 gallons
40
Cruise Control Schedule (16,000-17,000 lbs.) Altitude 6,000 15,000 25,000 Landing 1. Check tanks and select the fullest interior tank for landing. 2. Reduce airspeed to 150-200 mph. 3. Check the mixture control and set to RICH. 4. Set the engine to about 2550 RPM and 30" of boost. 5. Close cowl flaps. 6. Open canopy. 7. Check gear is down and locked. 8. Do not make turns below 150 mph IAS. 9. Begin lowering flaps about halfway around your turn to final approach. 10. After your flaps are down and you roll out of the turn onto the landing (approach) leg, your speed should be about 125-135 mph IAS. Don't keep so much power on that you'll be making a power approach. However, keep enough power on to keep your engine clean. 11. Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude. 12. Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane sets down. The P-47 has no tendency to drop a wing but settles rather quickly when you lose flying speed. So have your plane close to the runway at this point. Engine Limitations and Characteristics The turbosupercharged Pratt & Whitney R-2800-series engines are reliable and potent performers. They can take a lot of battle damage and still make it home. The P-47D is fitted with a water-injected R-2800-59W which provides 2,300 HP when the water injection switch is enabled. Emergency power is not required for takeoff. The turbocharged engine produces power to very high altitudes. 41 Pilot's IAS 205 227 212 Manifold Pressure 31 32 31 RPM 1700 2100 2150 TAS MPH 222 280 308 GPH 68 99 98 Specific Range 3.2 mpg 2.8 mpg 3.1 mpg
To activate emergency boost, turn the switch on the electrical panel to "AUTO". The water injection will come on automatically whenever the throttle is advanced beyond 95 percent. Leave the switch off for takeoff and normal flying.
MP RPM
52" 2700
52" 2700
56" 2700
52" 2700
42" 2550
36" 2550
32" 2250
42
43
44
Wings of Power P-47D-30 Thunderbolt

In all, 15,683 Thunderbolts were manufactured, more than any fighter produced during war. General Information - P-47D-30

Empty Weight: 10,199 lbs. Wingspan: 40.79 feet Wing Area: 300 square feet Normal Takeoff Weight: 14,045 lbs. Maximum Takeoff Weight: 17,500 lbs. Top Speed, altitude: 429 mph TAS @ 30,000 feet MSL Top Speed, sea level: 321 mph TAS Stalling Speed, clean (12,500 lbs.): 113 mph IAS Stalling Speed, landing (12,500 lbs.): 100 mph IAS Powerplant: Pratt & Whitney R-2800-59W, 2000 HP for takeoff, 2300 HP combat emergency Armament: eight .50 caliber machine guns; two bombs up to 1000 lbs

45
Wings of Power P-47D-30 Thunderbolt Checklist Cockpit Check - Fuel Supply and Fuel Management The P-47D-30 has a fuel capacity of 370 gallons total in two fuselage tanks along with a single 110-gallon drop tank. Check the fuel selector switch position and the tank contents and make sure the fuel selector is on MAIN for takeoff. Climb on the main tank for ten minutes, then switch to the auxiliary tank and exhaust the contents (except for a reasonable reserve) before switching back to the main tank for the remainder of the mission. If drop tanks are fitted, switch to these after reaching 3,000 feet and exhaust these first, then switch to the auxiliary tank, and finally the main tank. The auxiliary position selects the 100-gallon rear fuselage tank, and the external tanks position causes fuel to be drawn from the centerline drop tank. Engine Management The engine will "load up" and foul the spark plugs if it is not kept clear. Keep your engine idling at 8-900 RPM while on the ground to make sure the cylinders are clean to assure enough cooling airflow. If the engine idles below 600 RPM for more than one minute, it will die and will need to be restarted. There is a flashing yellow warning light next to the turbine RPM gauge. It is normal for this light to flash. If it glows solidly, reduce throttle to avoid turbine overspeed. Mixture Control The real aircraft had an automatic mixture control system which could be placed in either Auto-Rich or Auto-Lean for normal operations. This flight model also uses automatic mixture control, just as the real aircraft did. However, the rich/lean options for auto-control cannot be duplicated in FS9, so fuel consumption will be lower than the real aircraft at higher power settings. The use of manual mixture control cannot compensate for this discrepancy; it is not possible to duplicate the high fuel consumption at rich mixture settings that were experienced by the real aircraft.
46
47
48
Climb Develop climbing speed before starting to climb. Be easy on the back pressure until you have at least 140 mph, then climb gently. Then reduce your power to climbing power, 42" boost and 2550 RPM. The minimum climbing speed is 155160 mph IAS, best climbing speed is 165 mph IAS, which will drop to 155 mph IAS between 10,000 and 15,000 feet. Above 15,000 feet, climb at 155 mph IAS. Adjust cowl flaps as needed to cool the cylinders; closed to 1/3 open is about right for climbing. Above 3,000 feet, switch to drop tanks if they are available. Otherwise, climb on the main tank for ten minutes and then switch to the auxiliary (reserve) tank. Climb performance to 25,000 feet (14,500 lbs.) Manifold Pressure 42" RPM 2550 Elapsed Time 15.5 minutes Distance 51 miles Fuel Used 40 gallons
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Cruise Settings Plan your flight by knowing how much fuel you will need. The following charts indicate approximate fuel consumption for a range of weights, altitudes, power settings, and speeds. The bold figures indicate what would be an auto-rich power setting for the real aircraft (not simulated in FS9) and the italicized figures are for auto-lean power settings. All mixture control is automatic with this flight model, as with the real aircraft. Cruise Control Schedule (14,000-15,000 lbs.) Altitude 6,000 15,000 25,000 25,000 Pilot's IAS 216 235 222 248 Manifold Pressure 31 32 31 38 RPM 1700 2100 2150 2500 TAS MPH 233 290 323 358 GPH 68 97 96 126 Specific Range 3.4 mpg 3.0 mpg 3.3 mpg 2.8 mpg
Cruise Control Schedule (16,000-17,000 lbs.) Altitude 6,000 15,000 25,000 Pilot's IAS 205 227 212 Manifold Pressure 31 32 31 RPM 1700 2100 2150 TAS MPH 222 280 308 GPH 68 99 98 Specific Range 3.2 mpg 2.8 mpg 3.1 mpg
50
Landing 1. Check tanks and select the fullest interior tank for landing. 2. Reduce airspeed to 150-200 mph. 3. Check the mixture control and set to RICH. 4. Set the engine to about 2550 RPM and 30" of boost. 5. Close cowl flaps. 6. Open canopy. 7. Check gear is down and locked. 8. Do not make turns below 150 mph IAS. 9. Begin lowering flaps about halfway around your turn to final approach. 10. After your flaps are down and you roll out of the turn onto the landing (approach) leg, your speed should be about 125-135 mph IAS. Don't keep so much power on that you'll be making a power approach. However, keep enough power on to keep your engine clean. 11. Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude. 12. Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane sets down. The P-47 has no tendency to drop a wing but settles rather quickly when you lose flying speed. So have your plane close to the runway at this point. Engine Limitations and Characteristics The turbosupercharged Pratt & Whitney R-2800-series engines are reliable and potent performers. They can take a lot of battle damage and still make it home. The P-47D is fitted with a water-injected R-2800-59W which provides 2,300 HP when the water injection switch is enabled. Emergency power is not required for takeoff. The turbocharged engine produces power to very high altitudes. To activate emergency boost, turn the switch on the electrical panel to "AUTO". The water injection will come on automatically whenever the throttle is advanced beyond 95 percent. Leave the switch off for takeoff and normal flying.
MP RPM
52" 2700
52" 2700
56" 2700 51
52" 2700
42" 2550
36" 2550
32" 2250
52
53
54
Wings of Power P-47M Thunderbolt

The P-47M was a special, light-weight "buzz bomb chaser" and had a very high top speed of over 470 miles per hour. It was assigned exclusively to the 56th Fighter Group.
General Information - P-47M

Empty Weight: 10,423 lbs. Wingspan: 40.79 feet Wing Area: 300 square feet Normal Takeoff Weight: 14,267 lbs. Maximum Takeoff Weight: 18,000 lbs. Top Speed, altitude: 473 mph TAS @ 32,000 feet MSL Top Speed, sea level: 347 mph TAS Stalling Speed, clean (12,500 lbs.): 113 mph IAS Stalling Speed, landing (12,500 lbs.): 100 mph IAS Powerplant: Pratt & Whitney R-2800-57W, 2100 HP for takeoff, 2800 HP combat emergency Armament: eight .50 caliber machine guns; one bomb up to 1000 lbs.

55
Wings of Power P-47M Thunderbolt Checklist Cockpit Check - Fuel Supply The P-47M has an internal fuel capacity of 370 gallons and can carry two 110-gallon drop tanks. Check the fuel selector switch position and the tank contents and make sure the fuel selector is on MAIN for takeoff. Climb on the main tank for ten minutes, then switch to the auxiliary tank and exhaust the contents (except for a reasonable reserve) before switching back to the main tank for the remainder of the mission. If drop tanks are fitted, switch to these after reaching 3,000 feet and exhaust these first, then switch to the auxiliary tank, and finally the main tank. The auxiliary position selects the 100gallon rear fuselage tank, and the external tanks position causes fuel to be drawn from either of the two wing tanks, which can be selected individually using the external tank selector. Engine Management The engine will "load up" and foul the spark plugs if it is not kept clear. Keep your engine idling at 8-900 RPM while on the ground to make sure the cylinders are clean to assure enough cooling airflow. If the engine idles below 600 RPM for more than one minute, it will die and will need to be restarted. There is a flashing yellow warning light next to the turbine RPM gauge. It is normal for this light to flash. If it glows solidly, reduce throttle to avoid turbine overspeed. Mixture Control The real aircraft had an automatic mixture control system which could be placed in either Auto-Rich or Auto-Lean for normal operations. This flight model also uses automatic mixture control, just as the real aircraft did. However, the rich/lean options for auto-control cannot be duplicated in FS9, so fuel consumption will be lower than the real aircraft at higher power settings. The use of manual mixture control cannot compensate for this discrepancy; it is not possible to duplicate the high fuel consumption at rich mixture settings that were experienced by the real aircraft.
56
57
58
59
Cruise Control Schedule (16,000-17,000 lbs.) Altitude 6,000 15,000 25,000 Landing 1. Check tanks and select the fullest interior tank for landing. 2. Reduce airspeed to 160-200 mph. 3. Check the mixture control and set to RICH. 4. Set the engine to about 2550 RPM and 30" of boost. 5. Close cowl flaps. 6. Open canopy. 7. Check gear is down and locked. 8. Do not make turns below 160 mph IAS. 9. Begin lowering flaps about halfway around your turn to final approach. 10. After your flaps are down and you roll out of the turn onto the landing (approach) leg, your speed should be about 135-145 mph IAS. Don't keep so much power on that you'll be making a power approach. However, keep enough power on to keep your engine clean. 11. Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude. 12. Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane sets down. The P-47 has no tendency to drop a wing but settles rather quickly when you lose flying speed. So have your plane close to the runway at this point. Engine Limitations and Characteristics The turbosupercharged Pratt & Whitney R-2800-series engines are reliable and potent performers. They can take a lot of battle damage and still make it home. The P-47N is fitted with a water-injected R-2800-57W which provides 2,800 HP when the water injection switch is enabled. Emergency power is not required for takeoff. The turbocharged engine produces power to very high altitudes. 60 Pilot's IAS 205 227 212 Manifold Pressure 31 32 31 RPM 1700 2100 2150 TAS MPH 222 280 308 GPH 68 99 98 Specific Range 3.2 mpg 2.8 mpg 3.1 mpg
MP RPM
54" 2800
54" 2800
64" 2800
54" 2800
43" 2600
38" 2600
32" 2250
61
62
63
Wings of Power P-47N Thunderbolt

The P-47N was a long-range version made for use in the Pacific Theatre. It had a much larger fuel capacity, a larger wing, and could carry large drop tanks of up to 300 gallons. It also had a faster rate of roll due to increased aileron area and "clipped" wings. It used the same 2,800 HP engine as the P-47M but had a slightly lower top speed because of its heavier weight. General Information - P-47N

Empty Weight: 11,000 lbs. Wingspan: 40.79 feet Wing Area: 322.2 square feet Normal Takeoff Weight: 15,961 lbs. Maximum Takeoff Weight: 20,080 lbs. Top Speed, altitude: 467 mph TAS @ 32,000 feet MSL Top Speed, sea level: 337 mph TAS Stalling Speed, clean (14,000 lbs.): 116 mph IAS Stalling Speed, landing (14,000 lbs.): 102 mph IAS Powerplant: Pratt & Whitney R-2800-57W, 2100 HP for takeoff, 2800 HP combat emergency Armament: eight .50 caliber machine guns; one bomb up to 1000 lbs; ten rockets on rails.

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Wings of Power P-47N Thunderbolt Checklist Cockpit Check - Fuel Supply Check the fuel selector switch position and the tank contents and make sure the fuel selector is on MAIN for takeoff. Climb on the main tank for ten minutes, then switch to the auxiliary tank and exhaust the contents (except for a reasonable reserve) before switching back to the main tank for the remainder of the mission. If drop tanks are fitted, switch to these after reaching 3,000 feet and exhaust these first, then switch to the auxiliary tank, and finally the main tank. The P-47N has a fuel capacity of 556 gallons total in two fuselage tanks and can carry two 165-gallon drop tanks. On the fuel selector pop-up, select MAIN for takeoff. The auxiliary position selects the 100-gallon rear fuselage tank, and the external tanks position causes fuel to be drawn from either of the two wing tanks, which can be selected individually using the external tank selector. Engine Management The engine will "load up" and foul the spark plugs if it is not kept clear. Keep your engine idling at 8-900 RPM while on the ground to make sure the cylinders are clean to assure enough cooling airflow. If the engine idles below 600 RPM for more than one minute, it will die and will need to be restarted. There is a flashing yellow warning light next to the turbine RPM gauge. It is normal for this light to flash. If it glows solidly, reduce throttle to avoid turbine overspeed. Mixture Control The real aircraft had an automatic mixture control system which could be placed in either Auto-Rich or Auto-Lean for normal operations. This flight model also uses automatic mixture control, just as the real aircraft did. However, the rich/lean options for auto-control cannot be duplicated in FS9, so fuel consumption will be lower than the real aircraft at higher power settings. The use of manual mixture control cannot compensate for this discrepancy; it is not possible to duplicate the high fuel consumption at rich mixture settings that were experienced by the real aircraft.
65
66
67
68
Cruise Control Schedule (16,000-17,000 lbs.) Altitude 6,000 15,000 25,000 Landing 1. Check tanks and select the fullest interior tank for landing. 2. Reduce airspeed to 160-200 mph. 3. Check the mixture control and set to RICH. 4. Set the engine to about 2550 RPM and 30" of boost. 5. Close cowl flaps. 6. Open canopy. 7. Check gear is down and locked. 8. Do not make turns below 160 mph IAS. 9. Begin lowering flaps about halfway around your turn to final approach. 10. After your flaps are down and you roll out of the turn onto the landing (approach) leg, your speed should be about 135-145 mph IAS. Don't keep so much power on that you'll be making a power approach. However, keep enough power on to keep your engine clean. 11. Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude. 12. Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane sets down. The P-47 has no tendency to drop a wing but settles rather quickly when you lose flying speed. So have your plane close to the runway at this point. Engine Limitations and Characteristics The turbosupercharged Pratt & Whitney R-2800-series engines are reliable and potent performers. They can take a lot of battle damage and still make it home. The P-47N is fitted with a water-injected R-2800-57W which provides 2,800 HP when the water injection switch is enabled. Emergency power is not required for takeoff. The turbocharged engine produces power to very high altitudes. 69 Pilot's IAS 205 227 212 Manifold Pressure 31 32 31 RPM 1700 2100 2150 TAS MPH 222 280 308 GPH 68 99 98 Specific Range 3.2 mpg 2.8 mpg 3.1 mpg
MP RPM
54" 2800
54" 2800
64" 2800
54" 2800
43" 2600
38" 2600
32" 2250
70
71
72
Wings of Power XP-72 Ultrabolt

The XP-72 Ultrabolt was to have been the ultimate P-47. Equipped with a massively powerful Pratt & Whitney R-4360 engine producing 3,400 HP for combat emergency, this plane could climb over 5,000 fpm and would have reached a top speed of over 500 mph. It was fitted with a low-drag NACA engine cowling and was fairly light in weight. The type never saw combat. Only two were built, one with a four-bladed conventional propeller and the other with twin, contra-rotating, three blade airscrews. The first was lost in a crash and the second was scrapped around the time of VJ-Day. General Information - XP- 72 Ultrabolt

Empty Weight: 10,965 lbs. Wingspan: 40.79 feet Wing Area: 300 square feet Normal Takeoff Weight: 14,739 lbs. Maximum Takeoff Weight: 17,490 lbs. Top Speed, altitude: 506 mph TAS @ 25,000 feet MSL Top Speed, sea level: 387 mph TAS Stalling Speed, clean (12,500 lbs.): 113 mph IAS Stalling Speed, landing (12,500 lbs.): 100 mph IAS Powerplant: Pratt & Whitney R-4360-13, 3000 HP for takeoff, 3,400 HP combat emergency Armament: six .50 caliber machine guns

Maximum airspeed - 500 mph IAS (red line) Maximum flap extension - 195 mph IAS Maximum gear extension - 195 mph IAS 73
Wings of Power XP-72 Ultrabolt Checklist Cockpit Check - Fuel Supply The Ultrabolt has a fuel capacity of 370 gallons total in two fuselage tanks and can carry two 110-gallon drop tanks. Check the fuel selector switch position and the tank contents and make sure the fuel selector is on MAIN for takeoff. Climb on the main tank for ten minutes, then switch to the auxiliary tank and exhaust the contents (except for a reasonable reserve) before switching back to the main tank for the remainder of the mission. If drop tanks are fitted, switch to these after reaching 3,000 feet and exhaust these first, then switch to the auxiliary tank, and finally the main tank. The auxiliary position selects the 100-gallon rear fuselage tank, and the external tanks position causes fuel to be drawn from either of the two wing tanks, which can be selected individually using the external tank selector. Engine Management The engine will "load up" and foul the spark plugs if it is not kept clear. Keep your engine idling at 8-900 RPM while on the ground to make sure the cylinders are clean to assure enough cooling airflow. If the engine idles below 600 RPM for more than one minute, it will die and will need to be restarted. There is a flashing yellow warning light next to the turbine RPM gauge. It is normal for this light to flash. If it glows solidly, reduce throttle to avoid turbine overspeed. Mixture Control The real aircraft had an automatic mixture control system which could be placed in either Auto-Rich or Auto-Lean for normal operations. This flight model also uses automatic mixture control, just as the real aircraft did. However, the rich/lean options for auto-control cannot be duplicated in FS9, so fuel consumption will be lower than the real aircraft at higher power settings. The use of manual mixture control cannot compensate for this discrepancy; it is not possible to duplicate the high fuel consumption at rich mixture settings that were experienced by the real aircraft.
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Cockpit Check - Controls 1. Parking Brake - Set 2. Fuel Selector - Set to MAIN. 3. Elevator Trim - Neutral 4. Rudder Trim - Neutral 5. Aileron Trim - Neutral 6. Flaps - Up for takeoff (15-20 degrees down for weights over 15,000 lbs.) 7. Cowl flaps - OPEN FULL 8. Carburetor Air - Normal 9. Propeller Control - FULL FORWARD 10. Tailwheel - unlocked for taxi 11. Flight Instruments - Checked and Set 12. Engine Instruments - Checked 13. Switches - Checked Engine Starting 1. Cockpit Check - COMPLETE 2. Set or hold your parking brakes. 3. Turn the battery and generator switches to ON. 4. Put fuel selector on MAIN. 5. Put the booster pump on EMERGENCY. 6. Turn the magneto switch on BOTH. 7. Set mixture control to RICH. 8. Confirm fuel pressure is at least 10 psi. 9. Use the primer - three to four shots for a cold engine. 10. Engage starter switch until the engine starts. 11. Check engine instruments to confirm oil pressure rises to at least 50 psi within 30 seconds. 12. Idle at 800-1000 RPM until the oil temperature reaches 40 degrees C. (About three minutes) 13. Check the suction gage to see if it is working. 14. Check all instruments for proper function. 15. After warm-up, idle at 1000 RPM or slightly less. 16. Idling at less than 600 RPM will cause the engine to load up and it will die after about a minute.
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Taxi and Takeoff The Ultrabolt is a "blind" airplane. You must S-turn to see ahead of you. Use the brakes to steer while taxiing, using about 8-900 RPM maximum to taxi at 5-10 mph. Make certain the runway is clear, then line up in the center. Close the canopy, lock the tailwheel, and half-close the cowl flaps. The apply power smoothly to a maximum of 56" of boost with the propeller control full forward. Raise the tail about 6" and stay on the ground until reaching about 120 mph. Then fly the plane off the runway. The raised tail and increased speed give you better rudder control in case of trouble. After Takeoff Check 1. 2. 3. 4. 5. 6. 7. Landing gear - UP Flaps -UP Throttle back to normal climbing power. Adjust the prop to climbing RPM. Retrim the ship as required for climbing. Turn the booster pump to the normal position. Check over all your instruments.
76
Climb Develop climbing speed before starting to climb. Be easy on the back pressure until you have at least 140 mph, then climb gently. Then reduce your power to climbing power, 42" boost and 2550 RPM. The minimum climbing speed is 155160 mph IAS, best climbing speed is 165 mph IAS, which will drop to 155 mph IAS between 10,000 and 15,000 feet. Above 15,000 feet, climb at 155 mph IAS. Adjust cowl flaps as needed to cool the cylinders; closed to 1/3 open is about right for climbing. Above 3,000 feet, switch to drop tanks if they are available. Otherwise, climb on the main tank for ten minutes and then switch to the auxiliary (reserve) tank. Climb performance to 30,000 feet (16,000 lbs., MIL power) Manifold Pressure 56" Cruise Settings Plan your flight by knowing how much fuel you will need. The following charts indicate approximate fuel consumption for a range of weights, altitudes, power settings, and speeds. The bold figures are for auto-rich power settings (not available in FS9) and the italicized figures are for auto-lean power settings (standard with this aircraft). Cruise Control Schedule (14,000-15,000 lbs.) Altitude 6,000 15,000 25,000 Pilot's IAS 225 248 208 Manifold Pressure 28 32 28 RPM 1600 2100 1600 TAS MPH 243 306 303 GPH 68 100 73 Specific Range 3.5 mpg 3.1 mpg 4.1 mpg RPM 2700 Elapsed Time 8 minutes Distance 26 miles Fuel Used 47 gallons
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Landing 1. Check tanks and select the fullest interior tank for landing. 2. Reduce airspeed to 150-200 mph. 3. Check the mixture control and set to RICH. 4. Set the engine to about 2550 RPM and 30" of boost. 5. Close cowl flaps. 6. Open canopy. 7. Check gear is down and locked. 8. Do not make turns below 150 mph IAS. 9. Begin lowering flaps about halfway around your turn to final approach. 10. After your flaps are down and you roll out of the turn onto the landing (approach) leg, your speed should be about 125-135 mph IAS. Don't keep so much power on that you'll be making a power approach. However, keep enough power on to keep your engine clean. 11. Just before getting to the runway, break your glide, make a smooth roundout, and approach the runway in a 3-point attitude. 12. Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane sets down. The aircraft has no tendency to drop a wing but settles rather quickly when you lose flying speed. So have your plane close to the runway at this point. Engine Limitations and Characteristics The Pratt & Whitney R-4360 is one of the world's mightiest aero-engines. In such a light plane as the XP-72, power is never a problem. There is always plenty of thrust when you need it. To activate emergency boost, turn the switch on the electrical panel to "AUTO". The water injection will come on automatically whenever the throttle is advanced beyond 95 percent. Leave the switch off for takeoff and normal flying.
MP RPM
56" 2700
56" 2700
61" 2700
56" 2700
42" 2550
36" 2550
32" 2250
78
Flight Characteristics The Thunderbolt is a heavy aircraft and flies like it. This is not an airplane you can toss around; control responses are good but not lightning-quick, so a little more planning ahead is needed than with a lightweight fighter. This is especially true in slow flight and with takeoffs and landings. However it is quite stable and predictable. Stalls Power-off stalls are fairly mild and there is little tendency to drop a wing unless the stick is horsed backward unnecessarily. With power on, the left wing will tend to drop. In either case the recovery is straightforward; apply power, push the stick forward, and use the rudders for directional control until flying speed is regained. With accelerated stalls the procedure is similar unless the stall develops into a spin. Spins Never spin the aircraft intentionally even with power off unless you have sufficient altitude to get out of the spin above 10,000 feet. Never spin the airplane intentionally with the power on under any conditions. The aircraft does not tend to spin by itself but needs rudder input from the pilot. However, in a deep accelerated stall a spin may develop. Recovery is generally very prompt by putting the nose down and applying opposite rudder. If this does not work, apply power until the spin breaks. Permissible Acrobatics All acrobatics are permissible, with the exception of snap rolls and power-on spins.
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REFERENCES
Other invaluable assistance was provided by the following people:

Steve McDevitt, Collings Foundation B-17G captain, airshow/warbird/airline pilot Ed Knitter Head mechanic for Wings of Eagles B17G Fuddy Duddy Lt. Fred Blechman, U.S. Navy Corsair pilot and author of "Bent Wings" Joe Worsley, Bombardier/Navigator, B-29. 22 missions.with the 462nd (Hellbird) Bombardment Group, (VHB), 20th Air Force,.CBI-Western Pacific Theater,(3 Battle Stars, 3 Distinguished Unit Citations,) DFC, Air Medal(2BOLC), Purple Heart, WWII VM, ) Chuck McClure, U.S. Army Air Force B-29 Aircraft Commander Col. Ernie Bankey, U.S. Army Air Force P-51D/P-38 pilot/Ace-in-a-Day Harry Goldman, U.S. Army Air Force B-26 pilot/First Pathfinder Division Gene Koscinski, U.S. Army Air Force B-24 Bombardier Bud Lindahl, U.S. Army Air Force B-24 Navigator/Bombardier Judge Donald H. Foster, U.S. Army Air Force Instructor and Ferry Pilot Gordon Rapp Certified instructor / T-6 owner Roy Test, U.S. Army Air Force B-17G co-pilot (32 missions) George Muennich, Luftwaffe pilot (He 111, Do 217, Ju 52, Fw 190, He 177) Lt. Clyde B. East, U.S. Army Air Force F-6C/D Mustang pilot/Ace (13 victories) Michael Karatsonyi, Luftwaffe Me 109 G pilot Mike Dornheim, Aeronautical Engineer and aviation journalist
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CREDITS
Microsoft The creators of FS2004. Production Gentile, Scott Aircraft modeling, panels and gauges Malinowski, Krzysztof Rogalski, Robert Flight dynamics SimDynamics Research Visual and sound effects Gentile, Scott Quality Control The team Manual Gentile, Scott SimDynamics Research Special Thanks to: Tim Gallagher, John Foust, Ed Knitter, Sean Doran, Robert Swain, Brendon Sutton Very special thanks to: The many WWII air combat veterans who took the time to share their experiences with us, and being so helpful in our quest to create the ultimate re-creation of these aircraft.Thank you to all of our friends and families that stuck by us and worked hard to support us.
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Below are all know reviews for our WWII air combat simulation, FirePower. PCGamer Title: FirePower delivers the Mother of all Sims http://www.pcgamer.com/columns/simcolumn/column_2004-02-17.html Some of the most spectacular-looking pyrotechnics the sim world has ever witnessed "some of the most authentic flight, weapons, and damage modeling Ive ever seen in a sim." -------------------------------------------------------------------Computer Games Magazine Editor's Choice 4.5 stars out of 5 "...even jaded IL-2 Sturmovik fans will want to take a second look..." "Night missions in a Lancaster with exploding flak surrounding the plane are dazzling" -------------------------------------------------------------------PCGame World - 91% http://www.pcgameworld.com/review.php/id/514/Firepower/ "Fly a night mission and watch the flak explode around you and light up the inside of your cockpit like nothing ever seen in a flight sim. Its almost too real." "Pick up Firepower and experience virtual shock and awe." -------------------------------------------------------------------Game Vortex - 9 out of 10 http://www.gamevortex.com/gamevortex/rh_firepower.html "FirePower offers some of the most authentic WWII flying experiences ever." "Never has a sim of this nature seen such realistic ballistic effects like cannon fire and explosions in mid air. Planes will rip in half around you, and shrapnel and debris will flutter by in a way never experienced before." -------------------------------------------------------------------Loaded Inc. - 9 out of 10 http://www.gamerankings.com/itemrankings/launchreview.asp?reviewid=341285 "This may be among the best gaming investments you ever make." "the damage modeling in FirePower is incredible." "The graphics in FirePower are fantastic." "I do not recall having played any flight simulation that seems to control as realistically as FirePower." "The flight models, missions, graphics, sound and damage modeling dominate every nook and cranny." Worth Playing- 9 out of 10 - Editor's Choice http://www.worthplaying.com/article.php?sid=17261 "Buy FirePower"
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-------------------------------------------------------------------GameSpot - 8.5 out of 10 "Great" http://www.gamespot.com/pc/sim/firepower/index.html "Some add-ons bolt new features onto games, and others make good games better, but the rarest mod is one that transforms a decent title into something truly outstanding." "Certified" planes fly the way they are described in pilot biographies instead of "by the book," and each has a distinct personality. This is most evident in their stall behavior, which is modeled much better than stalls in IL-2. -------------------------------------------------------------------EToy Chest - 90% http://www.etoychest.org/content.php?review.269 "Games this close to perfection within a genre do not come along often enough." "Firepower is the best thing to happen to the flight sim genre in a very long time" ESC Magazine - 9 out of 10 http://www.escmag.com/v5/reviews/review.cfm?rv=403 "The game offers incredible effects in combat" "Many of the air scenes seem straight off the History Channel" -------------------------------------------------------------------Computer Pilot Magazine: Its simply stunning! FirePower makes great strides forward in the areas of both graphic as well as flight modeling "FirePowers 'Fortress' is superior in both detail and quality -------------------------------------------------------------------Pilot and Airplane Magazine (Hans Heerkens) The choice of aircraft is excellentThe stall characteristics are especially gratifyingExcellent flight modeling -------------------------------------------------------------------Aviation History Magazine September Edition, p. 66 FirePower creators interviewed veterans familiar with each aircraft to define and apply the intangible characteristics sometimes not present in performance graphs Each aircraft is clearly the result of considerable effort and their beauty goes beyond skin deep The aircraft alone are worth the FirePower price
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Wings of Power

Thank you for buying the Wings of Power P47 THUNDERBOLT

Wings of Power Certified

Wings of Power Series Aircraft

General Operational Information and Guidelines

Designed by pilots, for pilots

Power and Propeller Settings

Read this excerpt from a report issued from Bomber Command:

Landing and Approach

Visual Effects and Sound

The P47 "THUNDERBOLT"

Important things to know about your Wings of Power P47

Wings of Power P47D20/22 Thunderbolt

Wings of Power P47D25 Thunderbolt

Wings of Power P-47D-30 Thunderbolt

Wings of Power P-47M Thunderbolt

General Information - P-47M

Wings of Power P-47N Thunderbolt

Wings of Power XP-72 Ultrabolt

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