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The P-47 Thunderbolt, which would become one of the most successful and widely produced fighters in history, began as the brainchild of two Russian aircraft designers fleeing the Soviet Union—Alexander de Seversky and Alexander Kartveli. Kartveli had begun designing fighters for Seversky, including the P-35, and staying on with Seversky Aircraft after it was renamed Republic Aviation. Kartveli had designed the radial-engined P-43 Lancer and P-44 Rocket, and was working on the inline-engined XP-47 when the US Army Air Force cancelled all three programs in 1940, citing that they were inferior to the German Messerschmitt Bf 109.
Kartveli then proposed a new design based on the P-43/44, but much larger, with a turbocharged R-2800 Double Wasp engine, one of the most powerful radials available at the time. The size of the turbocharger and the engine meant that the fuselage had to be much larger as well; as the USAAF wanted an eight-gun fighter along the lines of the Supermarine Spitfire and Hawker Hurricane, the new design was equipped with elliptical wings containing eight .50 caliber machine guns. The resulting design, designated XP-47B Thunderbolt, was huge: it was 65 percent heavier than the P-43 and nearly twice the weight of the Spitfire. Even Kartveli himself referred to it as a “dinosaur.” When pilots saw it, they thought that its size and shape (and likely, its flying characteristics) resembled that of a milk jug, forever earning the Thunderbolt its moniker of “Jug.” Though the first XP-47B prototype crashed soon after its first flight in May 1941, its speed and performance were impressive.
Minor problems with the P-47B production version led to the P-47C, the first combat-ready version of the Thunderbolt, which arrived in England in January 1943. Assigned to the 4th Fighter Group, whose pilots were used to flying Spitfires, initially the Thunderbolt seemed a failure. It could not turn with either the Bf 109 or the new Focke-Wulf 190, and its climbing ability left much to be desired. Pilots hated the Thunderbolt’s size, its lack of performance as compared with the Spitfire, and its low ground clearance, though they did appreciate the comfortable and roomy cockpit, and especially the armor around it.
The indifferent performance of the P-47C and high accident rate led Republic to refine the design in the definitive P-47D variant, which introduced better cooling for the engine and, most importantly, paddle-bladed propeller blades. Now the Thunderbolt began to prove Kartveli’s faith in the fighter. The 56th Fighter Group, led by Hubert Zemke, had been trained from the start in the P-47 and benefited from earlier experience. Zemke, assisted by future aces Francis Gabreski and Robert Johnson, developed ambush tactics that emphasized the Thunderbolt’s advantage in weight; the P-47D’s improved engine and propeller gave it an edge over the Luftwaffe over 15,000 feet that the Germans were not able to equal until the introduction of the Messerschmitt 262 jet in 1944. This was a huge advantage for USAAF pilots, as the majority of air combat over Germany took place at altitudes of 20,000 feet. While the P-51 Mustang was more maneuverable, longer-ranged, and better in the vertical, it was Gabreski and Johnson, in their P-47s, who became the top American aces in Europe. In response to pilots complaining about the lack of rear vision in the “razorback” P-47D, Republic introduced the “bubbletop” version, which cut down the rear fuselage and added a P-51 style bubble canopy, giving the Thunderbolt pilot superb visibility.
What endeared the Thunderbolt to its pilots, however, was its legendary toughness. Even Blakeslee, who loathed his P-47C, admitted that it could take a pounding: he returned from a mission over France with 56 cannon holes in it. This was surpassed by Robert Johnson: attacked by first a flight of 16 Fw 190s and then another flown by Luftwaffe ace Egon Mayer, Johnson’s P-47D survived 250 hits that shattered his canopy, briefly set his aircraft on fire, and damaged the engine—Mayer actually ran out of ammunition trying to destroy Johnson’s aircraft. Since it was far more survivable than the inline-engined P-38 and P-51, much of the European Theater’s P-47s were shifted away from bomber escort and to 9th Air Force’s ground-attack force. Armed with rockets, bombs, and their eight machine guns, Thunderbolts proved to be devastating in this role, attacking anything that moved in Western Europe: by war’s end, ground attack P-47s had destroyed over 6000 tanks; it was especially deadly to trains, accounting for 9000 locomotives. 3752 German fighters became victims of P-47 pilots in the air. P-47Ds also served in the Pacific theater, though in fewer numbers compared to the P-38; nonetheless, they also turned in a stellar combat record, and the third highest ranking ace in the Pacific, Neel Kearby, was a Thunderbolt pilot. Allied air forces also flew P-47s, including the RAF (mainly in the Pacific), and expeditionary units of the Brazilian and Mexican Air Forces.
After war’s end, though more advanced “Pacific” versions of the Thunderbolt had been introduced in the P-47M/N, it was rapidly retired from service in favor of jets (namely the F-84 Thunderjet) and the P-51. A few lingered on until 1953 in Air National Guard service, when it was retired. France used a few P-47s during the Algerian War of Independence in the mid-1950s, while it persisted in South American air forces into the early 1970s. 15,686 P-47s were produced, making it second only to the P-51 in US service; today, about 47 survive with 16 currently flyable, though many more are under restoration.
This P-47 is painted in the colors of Francis Gabreski, two-war ace and the top American ace in the European theater. Gabreski started his combat career at Pearl Harbor on December 7, 1941, then wangled an assignment to Europe as a liaison to Free Polish airmen in the RAF. This gained him valuable experience which he was able to translate to success, once he was assigned to the P-47-equipped 56th Fighter Group (known as the "Wolfpack"). By July 1944, Gabreski had shot down 28 Germans, tying him at the time with Richard Bong, the leading US ace in the Pacific. Unfortunately for Gabreski, a few days before he was due to go home, he accidentally hit the ground on a strafing mission and was captured.
Gabreski would resume his career after the end of World War II, and added 6.5 more kills in Korea flying F-86 Sabres, giving him a total of 34.5 victories and the title of the highest ranking living American ace (as Bong and the other leading Pacific ace, Thomas McGuire, did not survive World War II). Gabreski passed away in 2002.
Though this P-47, 44-89348, is meant to be Gabreski's HV-A, it is not accurately painted, with dark green over light gray; Gabreski's P-47 only had light gray undersurfaces and olive drab splotches over medium gray overall. The invasion stripes are accurate. This version of the Thunderbolt is actually a P-47M, a lightweight version of the P-47 designed to improve performance. Though the 56th FG did fly P-47Ms, it was after Gabreski was shot down. It is still on display at Lackland today.
Dad got this picture while at tech school at Lackland AFB in 1976. Lackland has a number of aircraft on outside display around the base.
Though the Mikoyan-Gurevich design bureau had put the excellent MiG-15 fighter in production, MiG felt it could further improve on the design. The MiG-15 had shown itself to be unstable as it neared the speed of sound, and it was anticipated that further refinement could be done to the aircraft. As a result, MiG OKB began work on an improved MiG-15, referred to as the MiG-15-45 because of its primary characteristic, an improved swept wing. This new wing was thinner than that on the MiG-15, included wing fences for improved aerodynamics, and was swept at 45 degrees near the wingroot and to a slightly lesser degree at the wingtip, giving the new variant a distinctive “banana-wing” shape. The fuselage was extended to incorporate an afterburner on the VK-1F turbojet, while a small ventral fin was added beneath the tail to further improve stability. While the MiG-17 could not quite break the sound barrier, it was very stable in most respects and kept the heavy armament and good all-around visibility of the MiG-15. The design changes were enough to warrant a new designation, so it became the MiG-17.
The first MiG-17 flew in January 1950, and low-level production soon began—low-level due to the urgent need for MiG-15s to fight in the Korean War. Not until after the war had ended did full-scale production begin on the MiG-17. By then, it was considered somewhat obsolescent: the supersonic MiG-19 was placed in production alongside the MiG-17, while work had begun on the MiG-21. Nonetheless, it was kept in production for the rest of the decade as the MiG-19 proved to be a disappointment. The MiG-17 was updated in 1953 after the Soviet Union captured a F-86F Sabre, and copied elements of the Sabre’s ejection seat and gunsight into the new fighter. It was dubbed “Fresco” by NATO. Attempts were made to build all-weather versions of the MiG-17 with mixed results; the all-missile MiG-17PM was reviled by its pilots due to a poor radar and worse missiles. The most common version was the day fighter MiG-17F.
The MiG-17’s combat debut was not auspicious, seeing action in the 1956 Suez War and the 1958 Quemoy Crisis. In the former, Egypt’s few MiG-17s were outnumbered and outflown by French and Israeli Mystere IV and Super Mystere fighters, while over the Taiwan Straits, People’s Republic of China MiG-17s were ambushed by Republic of China F-86Fs equipped with Sidewinder missiles. By 1960, production had ended, and the Soviet Union sold off most of its stock to client states, reequipping with more modern MiG-21s.
In 1962, the Soviet Union supplied the nascent North Vietnamese People’s Air Force with 36 MiG-17Fs as the nucleus of a new air force, and to offset the American-supplied Thai and South Vietnamese air forces. By 1965, when Operation Rolling Thunder began, these aircraft were sent against US Air Force and Navy fighters. The MiG-17 would remain the primary VPAF aircraft throughout Rolling Thunder, though it was gradually supplemented by the MiG-21. Since the MiG-17 was subsonic and lacked radar, it depended on ground radar to guide the pilot to the target, but once in a dogfight, the small, very maneuverable, cannon-armed MiG had a definite advantage over American aircraft; only the F-8 Crusader came remotely close to matching it. A favorite tactic of MiG-17 pilots was to hide “in the grass” at low level and pick off any unwary American pilot, or attack during a bomb run when their opponents were at their weakest. It came as a rude surprise to American pilots that semi-obsolete aircraft were still capable of destroying the latest word in military equipment, and it pointed up the deficiencies in American air combat training.
MiG-17s accounted for about 50 USAF and Navy aircraft during Rolling Thunder, enough that when the Top Gun program was formed in 1969, A-4 Skyhawks were assigned specifically to simulate them. This was also secretly supplemented by two ex-Syrian MiG-17Fs captured by Israel in 1968 and given to the United States under Project Have Drill. One deficiency that was found in the MiG-17 was that, at high speeds and low altitudes, compressibility would set in and the aircraft became unresponsive to the controls. These lessons were put to good use when American strikes resumed in 1972. By this time, the VPAF had largely withdrawn its MiG-17s to training units, preferring the more modern MiG-19 and MiG-21. While the MiG-17 did account for a few more kills, they mostly ended up being shot down by better trained US Navy pilots and USAF F-4E pilots, who now had internal guns themselves. In the right hands, a MiG-17 was still a formidable opponent, as US Navy aces Randy Cunningham and William Driscoll found out on 10 May 1972, when a MiG-17 dueled in the vertical with their F-4J for nearly ten minutes before it was finally shot down.
After Vietnam, the MiG-17 had outlived its usefulness, and though it would see limited service in African brushfire wars and in the Yom Kippur War of 1973, what few air forces retained them relegated them to second-line and training units. A few persisted in the Albanian and North Korean air forces until 2000. 10,603 MiG-17s were built by the Soviet Union, Poland, and China, serving in 40 air forces; today, several hundred still remain in museums and in flyable condition, including 27 in the United States alone.
This is the Museum of Flight's example, a MiG-17F formerly operated by the Royal Moroccan Air Force. As the Moroccans turned to the West for new fighters, their MiG-17s were retired and slated to be scrapped. Major General Frederick "Boots" Blesse (author of the "fighter pilot's Bible," "No Guts, No Glory") asked if one of the MiGs could be preserved for the Champlin Fighter Museum. The RMAF agreed, and the MiG-17 was disassembled and shipped to Arizona. When the Champlin collection was donated to the Museum of Flight, the MiG-17 came with it. It is painted in the colors of the North Vietnamese People's Air Force during the Vietnam War. The VPAF did not use a "standard" camouflage during the war, utilizing several different schemes; this one wears dark green stripes over a light green base.
Joe W. Hightower2341 QuenbyHouston, TX 77005713.529-5337An Arkansan by birth (Morrilton), Joe Hightower grew up in deep south Texas (Weslaco) and received his BS in Chemistry/Math/Physics at Harding College in 1959. His MS/PhD in Physical Chemistry came from the Johns Hopkins University in Baltimore, MD in 1963. After a year as an NSF Postdoctoral Fellow in Belfast, Northern Ireland, Joe spent three years doing advanced research at the Mellon Institute in Pittsburgh, after which he spent the remainder of his career as a Professor in Chemical Engineering at Rice University in Houston. In Weslaco Joe was named a co-all-district pitcher (he once threw a no-hitter), was in the all-state band 2 years, and won the district declamation contest his senior year. At Harding Joe graduated summa cum laude, was president of his senior class, Harding's first AIC scholar-athlete in 1959 (baseball), was business manager of the Petit Jean yearbook, and was president of the Science Club and Harding's chapter of the National Honor Scholarship Society Alpha Chi. Forty years later, Alpha Chi (which is managed through Harding) honored Joe with its Distinguished Alumnus Award. At Rice Joe taught kinetics/reactor design, catalysis, and supervised a series of graduate students which resulted in about 70 publications in that field. He also attended and edited Proceedings from three International Congresses on Catalysis (these are held every 4 years in various parts of the world.) In 1973 he received the Am. Chem. Soc. (~160,000 members) national award for research in Petroleum Chemistry. In addition to being Professor, Joe chaired the department three years, served as acting director of University Sponsored Research, and was Faculty Secretary for the final three years before becoming Emeritus Professor in 2002. In the early 70s Joe chaired two National Research Council Committees on Catalytic Converters for Automobiles. The high point of this work came when he was invited to testify before the House of Representatives Science and Technology Committee. On the Committee's recommendation, catalytic converters were installed on vehicles and have remained a primary device to remove pollutants from vehicle exhausts.Perhaps Joe will be best remembered for co-founding and leading the Hospitality Apart-ments, a non-profit foundation which provides FREE housing and friendship for families in need that have come to Houston for treatment in the huge Texas Medical Center hospitals. An outgrowth of a church project in 1968, this 100% Volunteer ministry has served more than 6,000 families from 49 US states and 67 foreign countries. Last year the Hospitality Apartments completed a new $4.1 million 4-story 46-unit complex with elevators, laundry facilities, office space, and a large Community Room with kitchen where local groups host dinners for the stressed Guest families. The new building is all paid for, and it costs only ~$8.00/day out-of-pocket to operate each of these furnished apartments (no paid personnel, no debt service, no ad valorem taxes). Guests often become involved in upkeep when they are able and willing. As far as we know, there is no other project like this. Joe has been President for the last 41 years. He is notorious (?) for baking almost a ton of sourdough bread a year, a loaf of which he gives to every new Guest family. For his Volunteer efforts Joe has received a Jefferson Prize in Houston, Leadership in Volunteerism recognition, and in 2007 Mayor Brown proclaimed February 18 as "Joe W. Hightower Day in Houston." Thanks to generous gifts from 23 Houston churches, dozens of benevolent foundations, a few businesses, and hundreds of individuals (zero government funds) the Hospitality Apartments have never had a "red" financial statement.Even though he's now retired, Joe spends most of his time acknowledging gifts to the HRDF and working with the other Volunteers in ministering to the needy families we serve.
An updated look to my resume. Get the full pdf at www.beasleycreative.com/download/CotyBeasley_Resume.pdf.'
Dribble profile: dribbble.com/beacrea
ORLANDO, Fla. – More than 1,200 Soldiers, Sailors, Marines, veterans and their spouses engaged with scores of recruiters representing dozens of private companies and government agencies during a Veteran Hiring Event held Jan. 10 at the David R. Wilson Armed Forces Reserve Center.
Sponsored by CareerSource Central Florida and the Private Public Partnership of the U.S. Army Reserve, the event featured 55 employers ranging from national retailers such as Walgreens and Home Depot to state and local government organizations such as the Florida Highway Patrol and Orange County Fire Rescue Department. Many employers advertised hundreds of careers requiring a variety of creative, technical and managerial skill sets, while a few corporations offered new hire training programs designed exclusively for veterans and service members.
The Veteran Hiring Event coincided with three military branches conducting their respective drill weekends under one roof. A majority of the service members shaking hands and handing resumes wore the insignia of the 143d Sustainment Command (Expeditionary), an Army Reserve logistics and transportation headquarters unit.
Photos by Capt. Jamie Padgett and Sgt. John L. Carkeet IV, 143d ESC
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Been working on this for a while, trying to make it technically perfect. It's my first attempt at an infographic, so all feedback is welcome.
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