The BF-109 was one of those aircraft that was hard to out maneuver, no matter what you did. The key to beating one, was knowing your aircrafts strengths, and using them against their weaknesses. For example, the P47 could take a pounding, and keep going, it also performed well at any altitude, and thanks to its engine (Pratt & Whitney R2800 Double Wasp, with super charger and water injection) it could climb like no tomorrow, on top of that, it could dive like a bat into hell as well.
In other words, the P47 was an energy fighter, it climbed to altitude, dove in on a target, and used the speed built up to climb away to reset and do it again. This was a major advantage it had, if it found itself in a turning fight with a 109 or 190, it could just firewall the throttle, and leave the fight... all while wondering if it's suddenly hailing outside the canopy....
The Jug was a tough bird to shoot down. Many were pounced on, damaged, and left the fight only to return to base. Some were eventually repaired and sent back out. There's one pilot who had so many holes in his plane, he got to three hundred without leaving one wing, and gave up.... all of that, from a brush with one FW-190, and a second FW-190 that put every round it had into the Jug... nothing...
its hard to believe that a plane could survive 20 mm cannon fire hitting it at 450 rounds per minute, then again I never did use either plane in IL2 1946, so I don't know how they preformed, I mostly used Japanese planes, primarily the Zero
Well, if we had listened to Patton and taken them out right at the end of WWII, while we were still just gaining momentum and they had been thoroughly hammered, we would have had a better chance than anyone else. We had the troops, the equipment and the leadership necessary- all the elements were there. But FDR (and later Truman) gave a resounding "NOOOOOOOOO!!!!"
Very nicely done render of an early P-47 Thunderbolt (Jug). Tough as they come. Could take unprecedented battle damage and keep on flying. Durability was head and shoulders above every WWII fighter except maybe the F-4U Corsair which appeared near the end of the conflict. Worthy of another fave.
"Jabo"! Seven tons of flying Hell. Beautifully done my friend. My favorite AC of WW 2.
Eisenhower credited this plane in several major battles: D-Day, Battle of the Bulge and Huertgen Forrest.
The pilots that flew these were the best of the best, over 450 hrs. ( Primary, Basic, Advance and P-47 specifics ) of training required before their first combat mission. They also performed very dangerous low missions in order to destroy targets.
A good read is "Ace" by Col. Paisley. Also it talks about Capt. "OP" Russell J. Oplinger our hometown hero and personal friend that I met. The book talks of their training and combat missions. Both men were captains at 21 years old of 366th Fighter Squadron,
9th Air Force. What an accomplishment at such a young age.
Ok, again but longer. All P-47 A, B and C models, and early D models, were razorbacks; the bubbletop was a mid-mark specification change on the D (unlike the P-51 and Supermarine Spitfire where all of a specific mark have the same rear fuselage).
I'm surprised that the revision letter wasn't incremented when the bubble canopy was implemented, since this also required a structural change to the body behind the cockpit. Regardless, I'm sure it was a vast improvement and a big advantage in combat to have a clear view, instead of the bars of the typical "greenhouse" canopy.
I agree, particularly since the other 2 major types (qv) to have made the same switch did change mark id (but some high-back Spitfire mk numbers are higher than the lowest low-back mark number, and not by just 1 step!). The other advantage besides fewer canopy bars was having a much more "all-round" view behind you.