History
Background and Development
The P-47B-RE was restricted from combat duty, as it was used as a testing platform to iron out the issues it had encountered during the test flights. With lessons learned from the investigations of the following P-47B accidents and flaws, several improvements were incorporated into the Thunderbolt, starting with the 172nd production P-47 on September 14, 1942; this P-47 was given the designation of C variant. Consequently, the P-47B production was discontinued, and only 171 of 773 were completed as P-47Bs. The rest of the remaining numbers would be completed as the P-47C.
With an initial production version, the P-47C-RE was externally similar to the P-47B-RE. However, it had a strengthened and revised fin with a metal-covered rudder to eliminate a tail flutter problem, which had caused several crashes of P-47Bs during high-speed dives. It had a revised rudder, which increased in overall length by about an inch, and the forward-slanted radio antenna mast of the P-47B was replaced by a shorter upright mast. Internally, a revised oxygen system was fitted, with four oxygen cylinders to replace the single cylinder of the P-47B, and a new radio system was fitted.
Production
The first P-47C-RE with serial 41-6066 left the production line on September 14, 1942, and 58 P-47C-RE were built. They were put in the flight trials. Still, the P-47C-RE had problems recovering from high-speed dives despite having strengthened tail surfaces. It was learned that the recovery from power dives was almost improbable beyond 500 mph since the elevators were unresponsive and fighting against the compression. The first P-47C (41-6066) was used and tested as a prototype for the fuselage modifications to resolve the flaw.
The next production subvariant with incorporated modifications to resolve the flaw was the P-47C-1-RE. It differed in having an extra 8-inch fuselage extension to move the center of gravity to improve flight characteristics. Minor changes were made to the main undercarriage. Its tailwheel steering was omitted. Other minor changes were made to the turbo-supercharger air duct, elevator control system, and controls. Bob weights were installed in the elevator control system to overcome the compression in high-speed dives. 54 P-47C-1-REs were built, including a P-47C-RE modified as the prototype for the fuselage modifications.
The engineers at Wright Field ran a flight evaluation of the P-47C-1-RE and found its rate of aileron roll was much extraordinary than any other US fighter. Due to the Razorback airframe configuration, the view over the nose in the cockpit was limited, making the deflection shooting difficult. The P-47C-1 showed promising results, nevertheless. The engineers were ready to proceed and put the P-47C into the next stage.
The third production block was the P-47C-2-RE. The most important change was introduced in this production block; the P-47C-2 had new provisions for shackles and a release mechanism for a bomb or a fuel tank on the underside of the belly. It made the P-47C-2 truly the first combat-ready Thunderbolt. 128 P-47C-2s were built and deployed overseas.
The final production block was the P-47C-5-RE. It introduced minor changes, such as the revised radio and instruments, whip antenna, and cockpit heating. 362 P-47C-5s were built.
From September 1942, the final 602 P-47Cs across four production blocks were built and delivered by February 1943. The production of P-47Cs was then discontinued and switched to the P-47D that month.
USAAF Service
As early as December 20, 1942, the latest P-47Cs were approved as combat-ready Thunderbolts, delivered to Britain, and prepared for combat operations. 56th Fighter Group, previously used P-47Bs, was the initial combat Thunderbolt flyers and boarded HMS Queen Elizabeth on January 3, 1943, for the trip to England to join the 8th Air Force. When the 56th arrived in Britain, they found the new P-47C-2s waiting for them; these were faster and better at handling than the old P-47Bs for the 56th FG. The other two fighter groups already stationed in England were also introduced to the new P-47Cs in the same month. These were the Spitfire-flying 4th Fighter Group and P-38-flying 78th Fighter Group; they were assigned to fly the P-47Cs.
With three Thunderbolt Fighter Groups setting up in Britain, the 8th Air Force hoped to have all three operational by mid-February. However, problems with radios and engine troubles emerged during the high-altitude test flights. Many Pratt & Whitney engines were suffering from ignition breakdown and distributor leakage. This resulted in fouled spark plugs and a significant loss of power. These problems plagued the P-47C-2s for several months before the spring of 1943, when the problems were eventually solved by the arrival of P-47C-5s and the earliest P-47Ds.
The first P-47C mission took place on March 10, 1943, when the 4th FG P-47s performed a fighter sweep over occupied France, accompanied by an even dozen Spitfire Mk.Vs. The mission was a failure due to radio malfunctions. The P-47C was disliked by these veterans of the Eagle Squadron, who preferred their Spitfires; even some 4th FG flyers assigned to the Thunderbolts refused to fly it. The Republic engineers worked on resolving the malfunctions; another solution was that the P-47Cs were refitted with British radios.
Finally, in the first week of April, all three P-47 Fighter Groups (4th, 56th, and 78th) were declared operational; their fighter sweep missions over France resumed on April 8, 1943. The Luftwaffe saw them coming and ignored their presence, anyway. Several more sweeps were conducted during the following days, all uneventful. Eventually, the first actual P-47C air combat mission took place on April 15, 1943, near Dieppe, when Major Donald Blakeslee of the 4th FG scored the first P-47C’s first air victory against a Focke-Wulf Fw-190. Two weeks later, the 56th FG lost two Thunderbolts to Fw-190s with altitude advantage; these P-47Cs failed to shoot down and evade their attackers.
All three Fighter Groups received the first P-47D model reinforcements for their P-47 groups during May-June 1943. They conducted escort operations with the P-47Cs and P-47Ds, but they were found inefficient until they were fitted with auxiliary fuel tanks to lengthen their range at the end of July 1943. By the autumn of 1943, the three original Fighter Groups were joined by seven new groups flying the latest P-47Ds, the 352nd, 353rd, 355th, 356th, 358th, 359th, and 361st Fighter Groups. These P-47s flew escort missions until the end of 1943, as they were replaced by longer-range, advanced P-38 Lightnings and P-51 Mustangs, which were found to be better suited for the long-range escort role.
The P-47Cs also saw combat in Italy. The P-47Cs from 325th FG of the 15th Air Force made their combat debut at Foggia from December 1943 onward.
When the Mustangs took over the long-range escort role, the P-47Cs/Ds transitioned to the ground attack role, where they gained their well-known reputation.
Despite the P-47C’s short service, the high-altitude performance of the P-47C was superior to the Luftwaffe aircraft. However, it was inferior at low and medium altitudes, as the P-47C could not match the maneuverability and climb rates of its opponents. Only the P-47C could out-dive almost anything from high altitude, and many P-47Cs could get themselves out of a sticky situation by using their superior diving performance to break off the engagement. The P-47C’s eight .50-cal machine guns proved sufficient firepower to destroy any enemy plane when coming within the P-47C’s sights. In addition, the P-47C’s robust construction allowed it to absorb a substantial amount of battle damage and stagger back home, allowing it to fight another day.
