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Wings of PowerP47 THUNDERBOLT

ThankyouforbuyingtheWingsofPowerP47THUNDERBOLT

- The Wings of Power Team

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Wings of Power Certified

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2005ShockwaveProductionsInc.Allrightsreserved.

PublishedbyShockwaveProductionsInc.

ATTENTION!WingsofPower,includingsounds,aircraft,andallcontentisunderstrict,andenforceablecopyrightlaw.IfyoususpectanyonehaspiratedanypartofWingsof

Power,[email protected] RISKS AND SIDE EFFECTSERGONOMIC ADVICE1) Alwaysmaintainadistanceofatleast45cmtothescreentoavoidstrainingyoureyes.2) Situprightandadjusttheheightofyourchairsothatyourlegsareatarightangle.Theanglebetweenyourupperandforearmshouldbelargerthan90

degrees.3) Thetopedgeofyourscreenshouldbeateyelevelorbelow,andthemonitorshouldbetiltedslightlybackwards,topreventstrainstoyourcervicalspine.4) Reduceyourscreen'sbrightnesstolowerthecontrastanduseaflicker-free,low-radiationmonitor.5) Makesuretheroomyouplayiniswelllit.

6) Avoidplayingwhentiredorwornoutandtakeabreak(everyhour),evenifit'shard EPILEPSY WARNINGSomepeopleexperienceepilepticseizureswhenviewingflashinglightsorpatternsinourdailyenvironment.Consultyourdoctorbeforeplayingcomputergamesifyou,orsomeoneofyourfamily,haveanepilepticcondition.Immediatelystopthegame,shouldyouexperienceanyofthefollowingsymptomsduringplay:dizziness,alteredvision,eyeormuscletwitching,mentalconfusion,lossofawarenessofyoursurroundings,involuntarymovementsand/orconvulsions.ADITIONALINFORMATIONCheckforthelatestinformationatwww.shockwaveproductions.com SYSTEM REQUIREMENTSInordertoplayWingsofPoweryoumusthaveanIntelPCcompatiblecomputer,whichmeetsthefollowingrequirements:MSFlightSimulator2004.Windows9x/2000,PentiumII500MHzorfasterHarddrivespace:atleast300MB,CDROMdrive,3DGraphicsCard,DirectX9orhigher

TECHNICALSUPPORTwww.shockwaveproductions.comFeelfreetoregisterandpostonourforums.Wewatchtheseforumsdaily,andwilltrytobeveryquicktoansweranyofyourquestions.

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Wings of PowerP47 THUNDERBOLTTable of Contents:

Setup 5Designers Notes 7

Wings of Power Series Overview 8Visual Effects and Sound 20The P47 Thunderbolt

General Overview 21History 22Important things to know about your P47 23

Variants:P47 D20/22 Razorback 24P47 D25 34P47 D30 43P47 M 53P47 N 62

XP72 71References 80Credits 81FirePower 82

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 tothe following (see picture on next page):

Current realism settings: HARDDetect crashes and damage: CHECKED

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REALISM

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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 canhave 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

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Wings of Power Series Aircraft

OVERVIEW

General Operational Information and GuidelinesThe following information is provided to help pilots become familiar with the Wings of Power series of aircraft for MicrosoftFlight Simulator 2004. These aircraft are materially different in terms of the flight modeling than what is commonlyavailable. In fact, what is generally accepted as standard performance or aircraft behavior, in many cases will not apply tothese aircraft.

The reason? Wings of Power aircraft were made using a new and ambitious process called, Absolute Realism.

Absolute RealismThere are several areas where the Wings of Power aircraft depart drastically from the standard fare. Until now, an aircraftwas considered to fly accurately if it reproduced a handful of specific performance figures (top speed, max climb rate, stallspeeds, etc.) These figures really only represent how an aircraft is performing at a single point in time. Absolute Realismgoes beyond these limited numbers and authentically simulates all flight through an almost unlimited amount ofconditions. If you take a minute and read this article through you will begin to understand just what a significantadvancement Absolute Realism truly is.

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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 aircraftclimb and cruise exactly as it did in real life. You will even experience accurate fuel consumption rates. You can planrealistic and even historic flights based on your aircraft weight and calculate cruise speeds, distances traveled, and evenauthentic 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 bypilots. Wings of Power aircraft are the only aircraft we know of that are certified to be flown "by the book" using nothingbut the original training manual for that particular aircraft. This is why we call it, Absolute Realism.

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Performance charts like the one shown below were created by hand from in-house test pilots verifying they fly accuratelythroughout all flight regimes.

We encourage people to go out and buy the actual pilot training manuals for these aircraft and use them. When it comesto unique stall characteristics and other aspects not documented in the manuals, we refer to actual pilot flight-test reportsand our own pilot interviews. Lastly, only hands-on pilots were involved in creating the way these Wings of Power aircraftfly.

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.

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Power and Propeller Settings

The flight simulation industry has commonly accepted that the maximum throttle setting (100 percent throttle) shouldreflect the published takeoff power of piston-engined aircraft. For example, the published takeoff power setting for the B-24D 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 ofPower aircraft will deliver the power these engines actually produce if you were to just throw the throttle forward. Let usexplain:

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High performance aircraft require setting both the power and propeller speeds for takeoff, landing, and cruise. Aircraftutilized 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 flightregimes.

For example, the normal takeoff setting for a B29A was with the turbo boost knob set to 8, which left plenty of headroomfor additional boost. While you can throw the throttle all the way forward in Wings of Power with a turbo boost of 10, inreality a real pilot or copilot (or flight engineer) would never under any circumstances shove the throttles all theway to the stop unless war emergency power was required. On takeoff, a pilot "walks" the throttles carefully butbriskly 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 thelower published maximums for takeoff. If you decide to do a standard takeoff, just like the real pilot, you would raise thethrottle 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 cansee by the report above, it clearly specifies that if necessary, war emergency power can be obtained (and was) by usingfull 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 thatairplanes respective pilots training manual. However, to achieve these figures, the airplane must be flown exactlyaccording to the procedure in the checklist. Using full throttle, incorrect flap positions, incorrect takeoff weights, erroneoustrim 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.

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Climbing

There is far more to climbing than meeting a single rate of climb figure published in a book, or a single time-to-climbfigure. 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 andaccurate climb performance and if any of these parameters change, the time and distance to climb will also change. Formost aircraft there are two climb power settings, rated power and desired climbing power. The lower power setting isusually reserved for lower aircraft weights and in some cases is not desirable due to fuel economy or engine coolingreasons. 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 settingswere very important. Fuel economy, time to c limb, range, and engine performance are all affected by the way theaircraft is set up to climb. The Wings of Power aircraft have been designed to climb at exactly the settings in theoriginal aircraft manuals, and match the published climb performance data for each aircraft. This B-17 aircraft was climb-tested to 30,000 feet MSL at the weights, power settings and speeds specified. Even the time and distance to climbmatch the manual.

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Critical AltitudeTurbochargers have a turbine wheel (fan) that spins, forcing more air into the engines. The thinner the air, the lessresistance 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 becausethe air is so thin, the turbine cant spin fast enough to maintain the desired pressure. From this critical altitude, thehigher the aircraft climbs, the less power it can produce (in reality, above these altitudes the turbine would over-speed ifexcessive boost was applied). Depending on the type of control system -- electronic or oil type -- the critical altitude fallssomewhere between 26,000 and 30,000 feet. For supercharged aircraft, the critical altitude is the altitude beyond whichthe 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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This can easily be demonstrated by setting the aircraft up on a simulated final approach at a specified landing weight. Forexample, according to the manual, the B-17G final approach is to be flown at 120 mph with full flaps, a power setting of20" of manifold pressure, propellers at high rpm, and a rate of descent of 500 feet per minute. Take your Wings of PowerB-17G, at a nominal landing weight of 45,000 pounds, to 5,000 feet and set up an autopilot-controlled descent with fullflaps and gear down at the above power settings. You will find that it descends at the specified speed, give or take 1-2mph. 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, orlandings 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'schecklist. Even better, go out and buy a copy of the aircraft's actual flight manual and use that to fly the plane. Thatswhat we did. Now that'sAbsolute 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 thethrottle in any aircraft and notice the subtle differences of the engine sounds inside and out. When your aircraft is taxiingon 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 bevery 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 .

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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 beforegently lifting off

Make sure the airplane is below the recommended flap and landing gear safe extension speed before deploying flapsor 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 aclean 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 elevatorbraking 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 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. Checkthe fuel selector switch position and the tank contents and make sure the fuel selector is on MAIN for takeoff. Climb onthe 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 afterreaching 3,000 feet and exhaust these first, then switch to the auxiliary tank, and finally the main tank. The auxiliaryposition selects the 100-gallon rear fuselage tank, and the external tanks position causes fuel to be drawn from thecenterline 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 onthe ground to make sure the cylinders are clean to assure enough cooling airflow. If the engine idles below 600 RPMfor more than one minute, it wi ll die and wil l 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 Contro l

The real aircraft had an automatic mixture control system which could be placed in either Auto-Rich or Auto-Lean fornormal operations. This flight model also uses automatic mixture control, just as the real aircraft did. However, therich/lean options for auto-control cannot be duplicated in FS9, so fuel consumption will be lower than the real aircraft athigher 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 - Contro ls

1. Parking Brake - Set2. Fuel Selector - Set to MAIN.

3. Elevator Trim - Neutral4. Rudder Trim - 5 degrees nose-right5. Aileron Trim - Neutral6. Flaps - Up for takeoff (15-20 degrees down for weights over 15,000 lbs.)7. Cowl flaps - OPEN FULL8. Carburetor Air - Normal9. Propeller Control - FULL FORWARD10. Tailwheel - unlocked for taxi11. Flight Instruments - Checked and Set12. Engine Instruments - Checked13. 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 wi ll d ie after about a minute.

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Pre-takeoff Check

1. See that the trim tabs are properly set.2. Check the mags at 2300 RPM. 100 RPM drop maximum.

3. Check the propeller control.4. Turn the booster pump to emergency.5. Check ammeter and radios.6. 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 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 cowlflaps. The apply power smoothly to a maximum of 52" of boost with the propeller control full forward. The P-47 requires alonger takeoff run than other fighters. You may be tempted to exceed redline in order to build up speed. Don't do it! Yourplane gets off the ground OK using prescribed power limits - thousands do every day. Raise the tail about 6" and stay onthe 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. Landing gear - UP2. Flaps -UP3. Throttle back to normal climbing power.4. Adjust the prop to climbing RPM.

5. Retrim the ship as required for climbing.6. Turn the booster pump to the normal position.7. 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, thenclimb gently. Then reduce your power to climbing power, 42" boost and 2550 RPM. The minimum climbing speed is 155-

160 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 aboutright for climbing. Above 3,000 feet, switch to drop tanks if they are available. Otherwise, climb on the main tank for tenminutes and then switch to the auxiliary (reserve) tank.

Climb performance to 25,000 feet (14,500 lbs.)

ManifoldPressure RPM Elapsed Time Distance Fuel Used

42" 2550 15.5 minutes 51 miles 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 fora 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 mixturecontrol is automatic with this flight model, as with the real aircraft.

Cruise Control Schedule (14,000-15,000 lbs.)

AltitudePilot'sIAS

ManifoldPressure

RPM TAS MPH GPHSpecificRange

6,000 216 31 1700 233 68 3.4 mpg15,000 235 32 2100 290 97 3.0 mpg

25,000 222 31 2150 323 96 3.3 mpg

25,000 248 38 2500 358 126 2.8 mpg


AltitudePilot'sIAS

ManifoldPressure


6,000 205 31 1700 222 68 3.2 mpg

15,000 227 32 2100 280 99 2.8 mpg

25,000 212 31 2150 308 98 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 enoughpower 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-pointattitude.

12. Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane setsdown. The P-47 has no tendency to drop a wing but settles rather quickly when you lose flying speed. So haveyour 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 ofbattle damage and still make it home. The P-47D is fitted with a water-injected R-2800-59W which provides 2,300 HPwhen the water injection switch is enabled. Emergency power is not required for takeoff. The turbocharged engineproduces power to very high altitudes.

To activate emergency boost, turn the switch on the electrical panel to "AUTO". The water injection will come onautomatically whenever the throttle is advanced beyond 95 percent. Leave the switch off for takeoff and normal flying.

ENGINEPOWERCHART

TAKEOFFMAXIMUM

TAKEOFFNORMAL

WAREMERGENCY

MILITARYPOWER

MAXIMUMCONTINUOUS

MAXIMUMCRUISE

NORMALCRUISE

MP 52" 52" 56" 52" 42" 36" 32"

RPM 2700 2700 2700 2700 2550 2550 2250

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Flight Characteristics

The Thunderbolt is a heavy aircraft and flies like it. This is not an airplane you can toss around; control responses aregood 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 backwardunnecessarily. 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 stallsthe 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 above10,000 feet. Never spin the airplane intentionally with the power on under any conditions. The P-47 does not tend to spinby itself but needs rudder input from the pilot. However, in a deep accelerated stall a spin may develop. Recovery isgenerally 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

Weights and Loading

This aircraft has been set up with a complete array of station loads, including those for pyrotechnics and oxygen. The CGshift with differing payloads has been closely duplicated and the shift of weight with fuel consumption also duplicates thereal aircraft very closely. By viewing the fuel and payloads menu, you can select what payloads you wish to carry andwhich ones you want to delete in order to fly at a specific weight. You can then save your flight with your payload and fuelchoices. For heavier weights, use 15-20 degrees of flaps for takeoff and allow a longer takeoff run.

Ai rcraft Limitations

Maximum airspeed - 500 mph IAS (red line) Maximum flap extension - 195 mph IAS Maximum gear extension - 195 mph IAS

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The P-47D has a fuel capacity of 370 gallons total in two fuselage tanks along with two 108-gallon drop tanks. Check thefuel 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 afterreaching 3,000 feet and exhaust these first, then switch to the auxiliary tank, and finally the main tank. The auxiliaryposition selects the 100-gallon rear fuselage tank, and the external tanks position causes fuel to be drawn from either ofthe two wing tanks, which can be selected individually using the external tank selector.

Engine Management


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 Contro l

The real aircraft had an automatic mixture control system which could be placed in either Auto-Rich or Auto-Lean fornormal operations. This flight model also uses automatic mixture control, just as the real aircraft did. However, therich/lean options for auto-control cannot be duplicated in FS9, so fuel consumption will be lower than the real aircraft athigher power settings. The use of manual mixture control cannot compensate for this discrepancy; it is not possible toduplicate the high fuel consumption at rich mixture settings that were experienced by the real aircraft.

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3. Elevator Trim - Neutral4. Rudder Trim - 5 degrees nose-right5. Aileron Trim - Neutral6. Flaps - Up for takeoff (15-20 degrees down for weights over 15,000 lbs.)7. Cowl flaps - OPEN FULL8. Carburetor Air - Normal9. Propeller Control - FULL FORWARD10. Tailwheel - unlocked for taxi

11. Flight Instruments - Checked and Set12. Engine Instruments - Checked13. Switches - Checked

Engine Starting

1. Cockpit Check - COMPLETE2. 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 wi ll d ie after about a minute.

P t k ff Ch k

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Pre-takeoff Check



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 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 cowlflaps. The apply power smoothly to a maximum of 52" of boost with the propeller control full forward. The P-47 requires alonger takeoff run than other fighters. You may be tempted to exceed redline in order to build up speed. Don't do it! Yourplane gets off the ground OK using prescribed power limits - thousands do every day. Raise the tail about 6" and stay onthe ground until reaching about 110 mph. Then fly the plane off the runway. The raised tail and increased speed give youbetter rudder control in case of trouble.

After Takeoff Check

1. Landing gear - UP2. Flaps -UP3. Throttle back to normal climbing power.4. Adjust the prop to climbing RPM.

5. Retrim the ship as required for climbing.6. Turn the booster pump to the normal position.7. Check over all your instruments.

Climb

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Climb




ManifoldPressure RPM Elapsed Time Distance Fuel Used


Cruise Settings




AltitudePilot'sIAS

ManifoldPressure


6,000 216 31 1700 233 68 3.4 mpg

15,000 235 32 2100 290 97 3.0 mpg

25,000 222 31 2150 323 96 3.3 mpg

25,000 248 38 2500 358 126 2.8 mpg

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To activate emergency boost turn the switch on the electrical panel to "AUTO" The water injection will come on

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To activate emergency boost, turn the switch on the electrical panel to AUTO . The water injection will come onautomatically whenever the throttle is advanced beyond 95 percent. Leave the switch off for takeoff and normal flying.

ENGINE

POWERCHART

TAKEOFFMAXIMUM

TAKEOFFNORMAL

WAREMERGENCY

MILITARYPOWER

MAXIMUMCONTINUOUS

MAXIMUMCRUISE

NORMALCRUISE

MP 52" 52" 56" 52" 42" 36" 32"

RPM 2700 2700 2700 2700 2550 2550 2250


The Thunderbolt is a heavy aircraft and flies like it. This is not an airplane you can toss around; control responses aregood but not lightning-quick, so a little more planning ahead is needed than with a lightweight fighter. This is especiallytrue 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 backwardunnecessarily. 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 stallsthe 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 above10,000 feet. Never spin the airplane intentionally with the power on under any conditions. The P-47 does not tend to spinby 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 thespin breaks.



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Wings of Power P-47D-30 Thunderbolt

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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

Weights and Loading




Wings of Power P-47D-30 Thunderbolt Checklist

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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 areasonable 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 maintank. The auxiliary position selects the 100-gallon rear fuselage tank, and the external tanks position causes fuel to bedrawn from the centerline drop tank.

Engine Management



Mixture Contro l



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Engine Starting

1. Cockpit Check - COMPLETE2. 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 wi ll d ie after about a minute.

Pre-takeoff Check

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Taxi and Takeoff




After Takeoff Check

1. Landing gear - UP2. Flaps -UP3. Throttle back to normal climbing power.4. Adjust the prop to climbing RPM.5. Retrim the ship as required for climbing.6. Turn the booster pump to the normal position.7. Check over all your instruments.

Climb

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Manifold

Pressure RPM Elapsed Time Distance Fuel Used


Cruise Settings

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AltitudePilot'sIAS

ManifoldPressure


6,000 216 31 1700 233 68 3.4 mpg15,000 235 32 2100 290 97 3.0 mpg

25,000 222 31 2150 323 96 3.3 mpg

25,000 248 38 2500 358 126 2.8 mpg


AltitudePilot'sIAS

ManifoldPressure


6,000 205 31 1700 222 68 3.2 mpg

15,000 227 32 2100 280 99 2.8 mpg

25,000 212 31 2150 308 98 3.1 mpg

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The Thunderbolt is a heavy aircraft and flies like it. This is not an airplane you can toss around; control responses aregood but not lightning-quick, so a little more planning ahead is needed than with a lightweight fighter. This is especially


Stalls


Spins

Never spin the aircraft intentionally even with power off unless you have sufficient altitude to get out of the spin above10,000 feet. Never spin the airplane intentionally with the power on under any conditions. The P-47 does not tend to spinby itself but needs rudder input from the pilot. However, in a deep accelerated stall a spin may develop. Recovery isgenerally very prompt by putting the nose down and applying opposite rudder. If this does not work, apply power until thespin breaks.



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Wings of Power P-47M Thunderbolt

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The P-47M was a special, light-weight "buzz bomb chaser" and had a very high top speed of over 470 miles per hour. Itwas 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.

Weights and Loading

This aircraft has been set up with a complete array of station loads, including those for pyrotechnics and oxygen. The CGshift with differing payloads has been closely duplicated and the shift of weight with fuel consumption also duplicates thereal aircraft very closely. By viewing the fuel and payloads menu, you can select what payloads you wish to carry andwhich 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.



Wings of Power P-47M Thunderbolt Checklist

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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 selectorswitch position and the tank contents and make sure the fuel selector is on MAIN for takeoff. Climb on the main tank forten minutes, then switch to the auxiliary tank and exhaust the contents (except for a reasonable reserve) before switchingback to the main tank for the remainder of the mission. If drop tanks are fitted, switch to these after reaching 3,000 feetand 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, whichcan be selected individually using the external tank selector.

Engine Management



Mixture Contro l



1 P ki B k S t

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Engine Starting


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 wi ll d ie after about a minute.

Pre-takeoff Check

1 See that the trim tabs are properly set

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Taxi and Takeoff




After Takeoff Check

1. Landing gear - UP2. Flaps -UP3. Throttle back to normal climbing power.4. Adjust the prop to climbing RPM.5. Retrim the ship as required for climbing.

6. Turn the booster pump to the normal position.7. Check over all your instruments.

Climb

Develop climbing speed before starting to climb Be easy on the back pressure until you have at least 140 mph then

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Manifold

Pressure RPM Elapsed Time Distance Fuel Used


Cruise Settings




AltitudePilot'sIAS

ManifoldPressure


6,000 216 31 1700 233 68 3.4 mpg15,000 235 32 2100 290 97 3.0 mpg

25,000 222 31 2150 323 96 3.3 mpg

25,000 248 38 2500 358 126 2.8 mpg


Pil t' M if ld S ifi

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AltitudePilot'sIAS

ManifoldPressure


6,000 205 31 1700 222 68 3.2 mpg

15,000 227 32 2100 280 99 2.8 mpg

25,000 212 31 2150 308 98 3.1 mpg

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



12. Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane setsdown. 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.


The turbosupercharged Pratt & Whitney R-2800-series engines are reliable and potent performers. They can take a lot ofbattle damage and still make it home. The P-47N is fitted with a water-injected R-2800-57W which provides 2,800 HPwhen the water injection switch is enabled. Emergency power is not required for takeoff. The turbocharged engineproduces power to very high altitudes.


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ENGINEPOWERCHART

TAKEOFF

MAXIMUM

TAKEOFF

NORMAL

WAR

EMERGENCY

MILITARY

POWER

MAXIMUM

CONTINUOUS

MAXIMUM

CRUISE

NORMAL

CRUISE

MP 54" 54" 64" 54" 43" 38" 32"

RPM 2800 2800 2800 2800 2600 2600 2250



Stalls

Power-off stalls are fairly mild and there is little tendency to drop a wing unless the stick is horsed backwardunnecessarily. 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 stallsthe procedure is similar unless the stall develops into a spin.

Spins





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Wings of Power P-47N Thunderbolt Checklist


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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 areasonable 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 maintank. 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, andthe external tanks position causes fuel to be drawn from either of the two wing tanks, which can be selected individuallyusing the external tank selector.

Engine Management


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 Contro l

The real aircraft had an automatic mixture control system which could be placed in either Auto-Rich or Auto-Lean fornormal operations. This flight model also uses automatic mixture control, just as the real aircraft did. However, therich/lean options for auto-control cannot be duplicated in FS9, so fuel consumption will be lower than the real aircraft athigher 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.


1. Parking Brake - Set2 F l S l t S t t MAIN

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2. Fuel Selector - Set to MAIN.3. Elevator Trim - Neutral4. Rudder Trim - 5 degrees nose-right5. Aileron Trim - Neutral6. Flaps - Up for takeoff (15-20 degrees down for weights over 15,000 lbs.)7. Cowl flaps - OPEN FULL8. Carburetor Air - Normal9. Propeller Control - FULL FORWARD10. Tailwheel - unlocked for taxi


Engine Starting




Pre-takeoff Check

1. See that the trim tabs are properly set.2 Check the mags at 2300 RPM 100 RPM drop maximum

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2. Check the mags at 2300 RPM. 100 RPM drop maximum.3. Check the propeller control.4. Turn the booster pump to emergency.5. Check ammeter and radios.6. Check brakes.

Taxi and Takeoff




After Takeoff Check

1. Landing gear - UP2. Flaps -UP3. Throttle back to normal climbing power.4. Adjust the prop to climbing RPM.5. Retrim the ship as required for climbing.

6. Turn the booster pump to the normal position.7. Check over all your instruments.

Climb

Develop climbing speed before starting to climb. Be easy on the back pressure until you have at least 140 mph, thenclimb gently Then reduce your power to climbing power 43" boost and 2600 RPM The minimum climbing speed is 155

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climb gently. Then reduce your power to climbing power, 43 boost and 2600 RPM. The minimum climbing speed is 155-160 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 aboutright for climbing. Above 3,000 feet, switch to drop tanks if they are available. Otherwise, climb on the main tank for tenminutes and then switch to the auxiliary (reserve) tank.


Manifold

PressureRPM Elapsed Time Distance Fuel Used


Cruise Settings




AltitudePilot'sIAS

ManifoldPressure


6,000 216 31 1700 233 68 3.4 mpg15,000 235 32 2100 290 97 3.0 mpg

25,000 222 31 2150 323 96 3.3 mpg

25,000 248 38 2500 358 126 2.8 mpg


AltitudePilot'sIAS

ManifoldP

RPM TAS MPH GPHSpecificR

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IAS Pressure Range

6,000 205 31 1700 222 68 3.2 mpg15,000 227 32 2100 280 99 2.8 mpg

25,000 212 31 2150 308 98 3.1 mpg

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



12. Hold the plane off in the 3-point attitude just barely above the runway until you lose flying speed and the plane setsdown. The P-47 has no tendency to drop a wing but settles rather quickly when you lose flying speed. So haveyour plane close to the runway at this point.


The turbosupercharged Pratt & Whitney R-2800-series engines are reliable and potent performers. They can take a lot ofbattle damage and still make it home. The P-47N is fitted with a water-injected R-2800-57W which provides 2,800 HPwhen the water injection switch is enabled. Emergency power is not required for takeoff. The turbocharged engineproduces power to very high altitudes.


ENGINE

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ENGINEPOWER

CHART

TAKEOFF

MAXIMUM

TAKEOFF

NORMAL

WAR

EMERGENCY

MILITARY

POWER

MAXIMUM

CONTINUOUS

MAXIMUM

CRUISE

NORMAL

CRUISE

MP 54" 54" 64" 54" 43" 38" 32"

RPM 2800 2800 2800 2800 2600 2600 2250


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 especiallytrue in slow flight and with takeoffs and landings. However it is quite stable and predictable.

Stalls


Spins





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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-4360engine producing 3 400 HP for combat emergency this plane could climb over 5 000 fpm and would have reached a top

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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 neversaw 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

Weights and Loading




Wings of Power XP-72 Ultrabolt Checklist


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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 areasonable 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 maintank. The auxiliary position selects the 100-gallon rear fuselage tank, and the external tanks position causes fuel to bedrawn from either of the two wing tanks, which can be selected individually using the external tank selector.

Engine Management



Mixture Contro l



1. Parking Brake - Set2. Fuel Selector - Set to MAIN.3 El t T i N t l

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3. Elevator Trim - Neutral

4. Rudder Trim - Neutral5. Aileron Trim - Neutral6. Flaps - Up for takeoff (15-20 degrees down for weights over 15,000 lbs.)7. Cowl flaps - OPEN FULL8. Carburetor Air - Normal9. Propeller Control - FULL FORWARD10. Tailwheel - unlocked for taxi11. Flight Instruments - Checked and Set12. Engine Instruments - Checked13. Switches - Checked

Engine Starting




Pre-takeoff Check

1. See that the trim tabs are properly set.2. Check the mags at 2300 RPM. 100 RPM drop maximum.3 Check the propeller control

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3. Check the propeller control.

4. Turn the booster pump to emergency.5. Check ammeter and radios.6. Check brakes.

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, usingabout 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 cowlflaps. The apply power smoothly to a maximum of 56" of boost with the propeller control full forward. Raise the tail about6" and stay on the ground until reaching about 120 mph. Then fly the plane off the runway. The raised tail and increasedspeed give you better rudder control in case of trouble.

After Takeoff Check

1. Landing gear - UP2. Flaps -UP3. Throttle back to normal climbing power.4. Adjust the prop to climbing RPM.5. Retrim the ship as required for climbing.6. Turn the booster pump to the normal position.7. Check over all your instruments.

Climb

Develop climbing speed before starting to climb. Be easy on the back pressure until you have at least 140 mph, thenclimb gently. Then reduce your power to climbing power, 42" boost and 2550 RPM. The minimum climbing speed is 155-160 mph IAS best climbing speed is 165 mph IAS which will drop to 155 mph IAS between 10 000 and 15 000 feet

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160 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 aboutright for climbing. Above 3,000 feet, switch to drop tanks if they are available. Otherwise, climb on the main tank for tenminutes and then switch to the auxiliary (reserve) tank.

Climb performance to 30,000 feet (16,000 lbs., MIL power)

Manifold

Pressure

RPM Elapsed Time Distance Fuel Used

56" 2700 8 minutes 26 miles 47 gallons

Cruise Settings

Plan your flight by knowing how much fuel you will need. The following charts indicate approximate fuel consumption fora 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).


AltitudePilot'sIAS

ManifoldPressure


6,000 225 28 1600 243 68 3.5 mpg

15,000 248 32 2100 306 100 3.1 mpg25,000 208 28 1600 303 73 4.1 mpg

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Stalls


Spins

Never spin the aircraft intentionally even with power off unless you have sufficient altitude to get out of the spin above10,000 feet. Never spin the airplane intentionally with the power on under any conditions. The aircraft does not tend tospin by itself but needs rudder input from the pilot. However, in a deep accelerated stall a spin may develop. Recovery isgenerally very prompt by putting the nose down and applying opposite rudder. If this does not work, apply power until thespin breaks.



REFERENCES

Other invaluable assistance was provided by the following people:

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Otherinvaluableassistancewasprovidedbythefollowingpeople:

Steve McDevitt,CollingsFoundationB-17Gcaptain,airshow/warbird/airlinepilot Ed Knitter HeadmechanicforWingsofEaglesB17GFuddyDuddy Lt. Fred Blechman,U.S.NavyCorsairpilotandauthorof"BentWings" Joe Worsley,Bombardier/Navigator,B-29.22missions.withthe462nd(Hellbird)BombardmentGroup,(VHB),20th

AirForce,.CBI-WesternPacificTheater,(3BattleStars,3DistinguishedUnitCitations,)DFC,AirMedal(2BOLC),PurpleHeart,WWIIVM,)

Chuck McClure,U.S.ArmyAirForceB-29AircraftCommander Col. Ernie Bankey,U.S.ArmyAirForceP-51D/P-38pilot/Ace-in-a-Day Harry Goldman,U.S.ArmyAirForceB-26pilot/FirstPathfinderDivision Gene Koscinski,U.S.ArmyAirForceB-24Bombardier Bud Lindahl,U.S.ArmyAirForceB-24Navigator/Bombardier Judge Donald H. Foster,U.S.ArmyAirForceInstructorandFerryPilot Gordon Rapp Certifiedinstructor/T-6owner Roy Test,U.S.ArmyAirForceB-17Gco-pilot(32missions) George Muennich,Luftwaffepilot(He111,Do217,Ju52,Fw190,He177) Lt. Clyde B. East,U.S.ArmyAirForceF-6C/DMustangpilot/Ace(13victories) Michael Karatsonyi,LuftwaffeMe109Gpilot Mike Dornheim,AeronauticalEngineerandaviationjournalist

CREDITSMicrosoftThe creators of FS2004.

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ProductionGentile,ScottAircraft modeling, panels and gaugesMalinowski,KrzysztofRogalski,RobertFlight dynamicsSimDynamicsResearchVisual and sound effectsGentile,ScottQuality ControlTheteam

ManualGentile,ScottSimDynamicsResearchSpecial Thanks to:TimGallagher,JohnFoust,EdKnitter,SeanDoran,RobertSwain,BrendonSuttonVery special thanks to:ThemanyWWIIaircombatveteranswhotookthetimetosharetheirexperienceswithus,andbeingsohelpfulinourquesttocreatetheultimatere-creationoftheseaircraft.Thankyoutoallofourfriendsandfamiliesthatstuckbyusandworkedhardtosupportus.

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Below are all know reviews for our WWII air combat simulation, FirePower.

PCGamerTitle: FirePower delivers the Mother of all Simshttp://www.pcgamer.com/columns/simcolumn/column_2004-02-17.htmlSome 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."--------------------------------------------------------------------

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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. Itsalmost too real."

"Pick up Firepower and experience virtual shock and awe."--------------------------------------------------------------------

Game Vortex - 9 out of 10http://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 10http://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 Choicehttp://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 titleinto something truly outstanding."

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"Certified" planes fly the way they are described in pilot biographies instead of "by the book," and each has a distinct personality. This is mostevident 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

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Aviation History MagazineSeptember Edition, p. 66FirePower creators interviewed veterans familiar with each aircraft to define and apply the intangible characteristics sometimes not presentin performance graphs

Each aircraft is clearly the result of considerable effort and their beauty goes beyond skin deepThe aircraft alone are worth the FirePower price

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P47 Manual