 The B-17. That's a B-24. The P-38. And here's a P-47. Now, see if I'm right, Jack. Wing stand, 41 feet. Platten Whitney, 2,000 horsepower engine. A four-wheated 12-foot 2-inch propeller. I mean clock. I don't see any propeller. Of course you don't. It's turning over 2700 RPM. Oh, I see. And what's this? That's a turbo supercharger. It's one I designed myself. It's a lot better than the one in the P-47. Yeah, and my table comes through this stuff. Jimmy, why don't you duck? Not duck. Duck. Science talk. Anyway, you've got to have a turbo supercharger to take a P-47 upstairs. Don't you know anything about airplanes? Jimmy knows his airplane. He's not kidding when he says that the high-altitude performance of the P-47 depends on that turbo packing air into the carburetor. The turbo does for the P-47 what the pilot's oxygen system does for the pilot. Keeps the ship flying high at fighting efficiency. The turbo in your P-47 is simple in operation. Much simpler than Jimmy. The actual compressing of air is done back here in the rotor. Exhaust gases turn the bucket wheel, which drives the impeller of the compressor. The waste gates in the exhaust system control the speed of the rotor by opening and closing, thus directing more or less gas against the bucket wheel. The waste gates are operated by a regulator. The regulator, in turn, is controlled by the pilot when he changes the control setting on the quadrant. When you establish a control setting, the regulator will automatically operate the waste gates to maintain manifold pressure. As you increase altitude and decrease atmospheric pressure causes engine power to drop off, the waste gates gradually close. More exhaust gas is directed against the bucket wheel to make it rotate faster and compress more air. Now another indicator becomes important, the turbo overspeed warning light. When your P-47 nears its critical altitude, the rotor will reach about 18,000 rpm, and this light will blink. When the light stays on steadily, you have reached the maximum allowable speed of the turbo under normal conditions. 18,250 rpm. Anything that moves has a speed or stress limit, and that goes for the wheel and impeller of the turbo. They're not dying to hold up long at speeds over 18,250 rpm. The blinking light is a warning. The steady light means you've reached the critical speed of the turbo. Above critical altitude, you reduce manifold pressure to keep the warning light blinking while you continue to climb. Now let's watch the controls in relation to a climb. The turbo light begins to flicker. Turbo speed is increasing. When turbo speed reaches 18,250 rpm, the light comes on steady. The pilot reduces power to the point at which the light flickers. He keeps reducing power as may be necessary to keep the light flickering throughout his climb. That's all he has to remember. Keep that light blinking. In P47D5's and subsequent models, the water injection system gives war emergency power for limited periods. Increasing horsepower and rate of climb beyond military power limits. With water injection, you'll build up approximately 56 inches of manifold pressure and develop 2,300 horsepower. Water injection will increase your speed about 20,000 hours. Save water injection for emergency. Think of it just the way you do your guns. When you start aerobatics in the P47, remember when you were taking a trainer through these same maneuvers. The P47 is a bigger, faster, and heavier ship. But you put a 47 through its paces just about as you did your AT6. There are exceptions, of course, and they're important. In the 47, you avoid inverted flight, except for the few seconds necessary to perform a given maneuver, since inverted flight starves the engine for oil. Snap rolls are not permitted. And in practicing dives, you pay particular attention to speed and altitude. The P47 can reach a speed of 500 miles per hour indicated from an altitude of 10,000 feet or below. As you pilot with strong left arms, in the 47, you can lose about 10,000 feet in attaining 500 miles an hour indicated. Better go up higher, around 20,000 feet or above, if you're going to keep, say, a 10,000 foot margin between you and Terra firma. At higher altitudes, where the air is thinner, dives should be held to lower indicated air speeds. A dive chart on your instrument panel will tell you a safe diving speed of 30 to 35,000 feet is 250 indicated air speed. At 25 to 30,000, it's 300 indicated. At 20 to 25,000, it's 350. At 15 to 20,000, it's 400. At 10 to 15,000, it's 450. And at sea level to 10,000 feet, it's 500. Which you'll remember is not recommended for a steep dive in training. These are speeds at which you'll find handling characteristics of the P47 to be normal. The P47 can be pushed into speeds of compressibility where a breakdown of airflow occurs. And under such conditions, you may experience a temporary loss of control until you've dropped to denser air. When you dive the P47, your cowl flap should be closed. Oil and intercooler shutters are neutral. Your plane is trimmed for level flight. When you come back on the throttle, you'll do it gradually, bringing the throttle back just enough to keep from over boosting the engine. In your first dives, take it easy. Get on to this airplane's diving characteristics. Give yourself plenty of altitude. Put the nose on a point and keep it rolling. To recover, you will apply full opposite rudder, neutralize all of the spin, and use power to speed recovery. One turn is all that's recommended. One practice spin is all you need in your training. Plenty of altitude. For pilots, we draw a diving punch. The Thunderbolt handles the way you like them, to combat. When you're flying the Thunderbolt, you've got an airplane strapped to your pants that's designed to chase the enemy out of the sky. It takes two to do the job, the airplane and the pilot. To pilots of the P47, good hunting.