Lockheed P-38 Lightning

From the beginning of the 1930s, commanders of US military aviation suggested to various aircraft designers the creation of a single-seat fighter capable of operating at high altitudes. However, none of the numerous planes on display satisfied the authorities, as they did not stand out with anything in particular; almost all were variants, more or less modified, of airplanes already in use.

The development of aviation technology proceeded very quickly and many types of bombers began to fly at high altitudes. Thus, in 1937, high-ranking factors of the US Army Air Corps (USAAC) presented new requirements for a new type of fighter. These requirements were defined as exorbitant, nevertheless several companies entered the competition.

The team led by Eng. Clarence Kelly L. Johnson examined several preliminary designs for twin-engine aircraft, from which the design number 4 was finally selected, and it was he who gave the legendary silhouette of the Lockheed Model 22 machine. After being determined by the team of Eng. Johnson's general system, the study of all the details was done by the group of Eng. Hall L. Chibbard. After approval by the USAAC, a contract was signed to build a prototype XP-38 (37-457).

Due to the unusual layout of the aircraft and the then-perfect performance, the final design work and the construction of the prototype were kept in strict secrecy. Construction began in July 1938, and in the last days of the same year, the prototype left the factory hall. The plane was transported from Bur-bang to March Field for taxi tests; on January 27, 1939, Lt. pil. Ben S. Kelsey made the first flight on it.

Lockheed, as well as the USAAC authorities, which kept the new machine under the strictest secret, decided to reveal its existence. As the calculated speed made it possible to break the record, on February 11, 1939, just two weeks after the first flight, the XP-38 prototype piloted by Lt. Ben S. Kelsey made a flight from March Field to Mitchell Field (New York) with two stopovers to complete Fuel: Amarillo (Texas) and Wright Field (Ohio). The effective flight time was 7 hours. 37 seconds, but the total time, including refueling, exceeded by 17 minutes. 11 sec. a record set by Howard Hughesá in 1937, amounting to 7 hours 28 min. 25 sec.

The XP-38 achieved an average speed of 547 km / h. on the route of 3,862 lAn, although the last leg was covered at a speed of 678 km / h. As the pilot approached Mitchell Field, the pilot wanted to release the flaps, but the maneuver was unsuccessful. To make one more attempt, Kelsey pushed the throttle forward, but the overheated engines failed and the machine crashed at the edge of the airport on the golf course. The plane was completely wrecked and the worst was expected when Ben Kelsey was seen only slightly injured emerging from the prototype wreckage.

The plane's career almost ended on this flight, but the enthusiastic report and support of General Arnold, Chief of Staff of the USAAC, calmed the public, deeply concerned about this accident. In order to build on the great achievements of the destroyed prototype, 13 experimental machines were ordered - the Model 122 YP-38 preliminary series.
Of course, some modifications were recommended. Changed the Allison V-1710-11 / 15 engine to an Allison VI-710/29 engine with a take-off power of 1150 hp and 1000 hp at altitude, driving three-blade propellers, this time rotating in opposite directions (outwards).
This last modification eliminated the serious problem of moments. The drawing of the engine nacelles has been slightly changed. Two parallel air grips were located just below the propeller caps, feeding the larger coolers as well as the oil cooling circuits.

The first YP-38 machine made its first flight on September 16, 1940, piloted by test pilot Milo Burcham. It was noticed that during the diving flight, the tail vibrated dangerous. Lockheed did not seem to care too much, but the USAAC threatened to terminate the contract if effective countermeasures were not implemented immediately. The landing angle of the tailplane has been changed, in addition, the elevator has been equipped with a mass balance in the form of two streamlined weights, placed outside in front of the depth rudder. The planned armament, consisting of the 37mm Oldsmobile cannon and two 12.7mm Browning machine guns and two 7.7mm Colt machine guns, was not installed. In March 1941, the first YP-38 was delivered to the USAAC for strictly military trials. The last copies of the preliminary series were handed over in June 1941 and they were armed. They took part in the summer military maneuvers in 1941.

The enthusiasm of General Arnold, as well as the threat of war hanging over Europe in 1939, decided to order a series of 66 examples of the 222 model, designated P-38. The next contract provided for the construction of 607 aircraft, which was signed in September, i.e. a year before the first flight of the YP-38. The hopes placed on this new endeavor have been realized. The first 30 P-38 series were identical to the YP-38 and differed only in their armament. Namely, the 23mm Madsen cannon and the 4 12.7mm Browning machine guns have been returned to. In addition, armor plates were installed around the cockpit, which increased the total weight to 6,964 kg. And his max speed was 635 km / h. It should be added that the first 30 P-38s were used for a variety of experimental purposes, and the first 40-744 was equipped with a second cabin on the port hull to conduct research in Wright Field on pilot reactions in an asymmetrical (offset) position. in relation to the longitudinal axis of the airplane). Another example from this series - 40-762 was equipped with a special hermetic laabine and the machine was designated XP-38A, and then, after tests, it was designated TXP - 38A.

Initially, the large order was reduced to 36, which were released with a different lock angle of the tailplane and a self-sealing installation of fuel tanks. The P-38D aircraft, which were produced after the two underdeveloped XP-38D and XP-38C designs, began leaving the factory in August 1941, and the last copies were handed over to USAAC at the end of the year. This variant was in fact the first operational version of the new machine, which was initially called Atlanta, then Lightning ("Lightning"), which became permanent. The P-38D was given to a 342 mixed group stationed in Iceland tasked with protecting the movement of ships between the United States and the United Kingdom in and around the island. Lightning! they tirelessly patrolled the waters, comforting the sailors who often encountered Admiral Doenitz's German submarines. However, they were unable to intervene effectively against these dangerous Atlantic wolves. So they made flights of moral importance, but not without purpose, because they prevented the use of heavy long-range fighters by the Germans. In the early morning of August 14, 1942, Lieutenant Pil. Elza Shahan of the 270th combat squadron of the first combat group, newly arrived, made one of these boring patrols aboard his P-38D. On the radio, he received the anxious call of Lieutenant Joseph Shaffer from the 33rd combat squadron, who, while flying on the Air a cobra plane, intercepted the four-meter Focke W hive 200 Condor. Lieutenant Shaffer managed to set fire to one of the German aircraft's engines, but failed to shoot it down. Shahan made his way to the meeting as quickly as possible. He reached the Focke Wulf 200, opened fire, after which the enemy plane exploded and disappeared into the water. It was the first German plane to be shot down by Lightning a. On the production lines of Burbang plants in November 1941 a model 222, designated P-38E, appeared, which differed from the P-38D with the Oldsmobile 37 mm cannon instead of the Hispano 20 mm. This reduction in caliber allowed a significant increase in the amount of ammunition.

The contract provided for the construction of 210 aircraft of this version, the first of which were equipped with Hamilton Standart propellers, and the rest with Curtiss Electric propellers. It should be noted that the great performance of Lightning, especially the speed and radius of action, encouraged the adaptation of these aircraft for photographic reconnaissance purposes. Therefore, 99 copies of the P-38E were adapted for this purpose. Weapons were partially removed and batteries for four Fairchild K-17 cameras were installed. In addition, the machine was equipped with a special sight and an automatic pilot and received the designation F-4, and later ZRF-4.

The tail vibration phenomenon in diving has been partially eliminated, but not completely eliminated. The serial model P-38E (41-1986) was equipped with two hulls (tail beams) sharply bent upwards just behind the compressors. so that the horizontal stabilizer is above the jet of engines and wings. Unfortunately, during the first flight, the phenomenon by no means subsided, on the contrary, it intensified to such an extent that the structure did not withstand, which resulted in the death of test pilot Ralph Vinder. Another modified P-38E (41-2048) was named Sfordfish after the forward and rear cab was extended, in which two seats were installed. It was used to test new wing profiles installed along a certain length of their outer parts. Test pilot Tony Levier specialized in profile testing on this aircraft, which, among other things, was used to test the profiles of the military transport aircraft of the same company C-69 Constellation.
The P-38E Sfordfish was used by Lockheed until the mid 1950s, then was sold to serve as an aerial imaging aircraft.

At the beginning of 1940, the British Permanent Commission in the United States became interested in this plane and in March 1940 ordered 667 copies of the contract B RA-242. Purchase negotiations were difficult as the Americans qualified the P-38 to the MFN and agreed to sell it only on the condition that the machines were not equipped with turbochargers. The reason for this was that there was insufficient production of such precise mechanisms; some P-38s destined for USAAC could not be withdrawn from the plant because they were waiting for compressors.

The series of aircraft intended for the RAF (Royal Air Force) was called Lockheed model 322-61 and was equipped with Allison V1717-11 / 15 engines without turbochargers. Of course, their performance has clearly suffered from this, especially at heights. This was the reason for the later reduction of the order by the English, and their assessment of this aircraft was not enthusiastic. 143 aircraft of the 322-61 model were built, only a small number were delivered to the English in early 1942. They received the designation Lightning-1. The Americans kept most of the batch of this series to themselves and used it as a training machine for fighter pilots. The planes were designated Lockheed P-322.

Another series - 495 copies, also intended for England, was equipped with Allison F-2R engines and received the designation model 322-60 (in RAF Lightning-2), but none of them were delivered to Great Britain and all of them were taken over by USAAC. It is worth mentioning that the series 322-61 (ex Lightning-1) aircraft, detained by the United States, retained their protective paintwork and British serial markings and that a little later 29 of them were converted from the Dallas (Texas) Plant to P-38F-13 . Similarly, 495 copies of Model 322-60 (ex Lightning-2) were converted to Dallas into 212 P-38F-15 and 374 P-38G-15.

In early 1942, Lockheed Burbang began production of the 222 P-38F model featuring Allison V 1710-49 / 53 1,325hp engines and handles mounted between the central nacelle and the hulls. These holders could hold two 454 kg bombs, or two small caliber torpedoes, or two 625 liters ejected tanks, or even two 173 1 super tanks. The model had impressive performance. Speed ​​max. was 643 km / h at an altitude of 6,490 m, and the range under full load - 2,410 km. A total of 376 P-38Fs were produced, to which we should add 29 rebuilt P-38F-13 and 121 P-38F-15. The P-38F-15 uses a new flap extension system that allows them to be extended to an angle of 8C during combat in order to significantly increase the lift, which increased the maneuverability of the aircraft.

Although some units equipped with the older models were already formed (e.g. the 342 group), it was only the P-38F that had been baptized into combat. During the summer of 1942, the first American operational groups settled in Africa, but for tactical reasons, they did not start their operation immediately. However, during the Allied landing in the North. Africa in November 1942, the P-38F was put into operation. A few weeks later, after many air fights, the Germans baptized him with the nickname "Der Gabelschwanz Teufel" - the devil with a forked tail.
During the second half of 1942, the first and fourteenth combat groups based in Great Britain began operations escorting Boeing B-17 flying fortresses to occupied France and the Netherlands. The first meetings of the P-38F with the Me-109 and Fw-190 were not very favorable for the American machines, because the Germans quickly realized that at lower heights Lightning! they lost a lot of speed and maneuverability, and therefore Luftwaffe pilots avoided fighting at higher altitudes. At that time, another defenseless version of the P-38F was created, intended for photographic reconnaissance. 20 units were rebuilt for this purpose and were designated F-4A, and later RF-4A.

The famous aviator Charles A. Lindbergh - the hero of the first flight across the North Atlantic in May 1927 - was mobilized as a technical adviser and assigned in 1943 to the 431st Battlegroup of the 5th Air Force stationed in New Guinea. His experience had a great influence on the use of the P-38 in this area of ​​operations. The pilots of this formation, very young, unable to take full advantage of the machine's advantages, did not always achieve their goals. After returning from very long rallies, they mostly landed with dry tanks, while the Lindbergh aircraft's tanks still contained almost half the amount of fuel, to the amazement of the mechanics and young pilots. Lindbergh taught them to handle the gas in such a way that the mixture composition was appropriate and the efficiency of the engines was as high as possible. The Lindbergh technique was officially introduced, increasing the range in some cases by around 760 km. Thus, a large number of objects that the Japanese considered unattainable for enemy aviation fell within the range of the P-38. The operational experience gained was used by Lockheed, which, after agreement with the USAAF (the new name USAAC), started the production of the P-38G model.

This plane had a new Fcwler flap design, which could now be extended completely outside the trailing edge of the wing, which reduced the minimum speed. The load capacity of the carried load was increased, and as a result, it was possible to make very long flights. So far, machines intended for units stationed in England or North Africa. were transported by sea and the P-38G could already cover this route on its own. In July 1942, the first flight of a group of planes 'over the Atlantic' took place, which saved time and sea resources, much needed for other purposes at that time. The P-38G version was produced in a large number of copies. The total number of 708 machines should be supplemented with 374 P-38G-15 from the old English contract, rebuilt according to the new assumptions, which made a total of 1082 P-38Gs.

The next version is the Lockheed model 222, designated P-38H. It was equipped with Allison V-1710/89/91 engines with a capacity of 1,425 HP driving new General Electric B-33 turbochargers. The handles under the wings allowed for the suspension of a load with a total weight of 1,450 kg. The oil coolers were equipped with automatic curtains. This version was put into operation in May 1943. A total of 601 copies of the P-38H-1 were produced. It also gave rise to a version adapted for photographic reconnaissance, 90 of which were rebuilt and received the designation F-5B-1. The M-2C camera replaced the M-l model from the previous version.

Successive research by the company, as well as user suggestions, led to an evolution, which constituted a kind of adolescence, as the experience gained, both technically and tactically, brought him to a rather remarkable maturity period. It was obvious that it was necessary to further improve the strength of the simplification of the piloting so as to free the pilot from technical matters as much as possible, so that he could devote more attention to the fight. The result of this work was the new model 422 P-38J. It was distinguished only by a slightly new silhouette, but above all by a number of significant improvements. The engines were used the same as in the previous versions, so the Allison V 1710-89 / 91, the coolers were placed under the engines and their air intakes just under the propeller caps. This new layout simplified the duct system and airflow adjustment, which in turn slightly changed the old drawing of the engine nacelles.

The capacity of the internal tanks was increased to 1,550 liters, and the suspended tanks to 1,135 liters each, which increased the flight time to 12 hours. at economy speed. Hydraulic aileron drive assistance was also introduced, which significantly relieved the pilot's effort during quick stunts. During numerous aerial fights over the Pacific, Japanese pilots used a tactic against the Lightning consisting of a series of barrels that allowed them to increase their distance and escape. Of course, the P-38 could not do acrobatics at such a pace. Col. Noel Kearby one day during one of the first flights on his new P-38J spotted two Japanese Nakajima Ki-43 Oscar fighters over the Philippines. As usual, when the Japanese identified the P-38, they started making barrels and were surely very surprised to get the P-38 doing the same stunts and approaching dangerously. Colonel Kearby did not have to make any special effort to guide his machine in this frantic pursuit, and after a few minutes the first Oscar, and then the second, collapsed in flames over the island of Lueon.

Despite a significant increase in the aircraft's load, its maximum speed was 665 km / h. at an altitude of 7,500 m. The armament, considered excellent since the P-38F model, was preserved and consisted of a Hispano'20 mm cannon and four 12.7 mm machine guns, always placed in the nose of the pilot's nacelle. From the entry into service of the P-38J in late 1943, the pilots were charmed and considered it to be the best of all to date. Users especially appreciated the high top speed and the exceptionally large operating radius (range). The total number of produced P-38Js was 2,970. Of these, 110 P-38J-10 were rebuilt for photographic reconnaissance and received the designation F-5B-1. Later, 100 P-38J-15 were converted to F-5B-2 and 100 P-38J-15 were converted to F-5E-3 for the same purpose. Note also that the P-38J-1 (42-13565) was equipped with a skid undercarriage and was intended for operations in the 'Arctic regions. Trials were carried out in Alaska, but were unsuccessful, and were therefore discontinued.
The new model, which saw the light of day, uses new Allison V-1710-111 / 113 engines with a take-off power of 1,475 hp and 1,660 hp on a forwards (maximum power for a short period of time). The significant increase in the power of the drive unit did not increase the maximum speed, but allowed the armament to be enlarged. The new model, in which the on-board armament was not changed, was the first to carry missiles and received the designation Lockheed 422 P-38-L. Originally, 14 double mounts, which could accommodate 14 127 mm rockets, arranged 7 under the outer parts of the wings, were tried, but this system was not widely used and was replaced by special holders in the form of inverted Christmas trees, each with a capacity of five rockets. Needless to say, how much firepower such an armed plane had. In this model, a small AN / APS-13 radar was used in the rear end and was coupled with an automatic pilot warning system about the presence of an enemy aircraft in the rear sector. This innovation saved the lives of many pilots, protecting them from an unpleasant surprise.
The P-38L model, adopting the great features and performance of the P-38J, was enthusiastically received by users at a time when US air forces launched their offensive on all fronts. The course of hostilities most often required the use of Lightning for tasks consisting in attacking ground targets and for group bombing. For this purpose, a small number of P-38L and P-38J were adapted, removing the weapons from the front of the nacelle and the rifle, introducing "nose" glazing and rolling windows. In the front of the cabin was a bombardier-operator equipped with a great Norden sight. The task of these machines was to precisely aim and mark the target with light or smoke markings, the other planes dropped their bomb loads there.

Another modification was to install the "Mickey" or BTO radar in a highly thickened and elongated plastic nose, which also housed the F-24 camera for photo reconnaissance purposes. A few of these machines, which were modified in this manner, were not specifically designated, and were known colloquially as "Pathfinder" ("Pionier").

Production of the P-38L began with 1290 P-38L-1, followed by the production of 2520 P-38L-5, later 113 license P-38 L-5 VN, built at the Nashville plant in the Consolidated - Vul-tee plant Aircraft Other contracts have been canceled due to the end of hostilities in Europe. The total number of P-38L produced reached 3,923, of which 508 P-38L-1 were converted to the F-5 E-4 for the purpose of photographic reconnaissance and some F-38L-5 were rebuilt for the same purpose into the F-5F -3 and F-5G-8.

It should be mentioned that the US Navy obtained for one of its units stationed in North Africa. 4 copies of F-5 in order to conduct comparative tests. These four aircraft were designated FO-1 and Bu Aer numbers 01209 to 01212.

In the last months of the war for the Pacific, the increasingly frequent night air raids of the Japanese gave rise to the concept of creating a variant intended for night fighter flights. It consisted in the use of radar to search for targets to be operated by the operator. To save time, a 75 P-38L was selected and converted to the P-38M "Night Lightning". In the rear part of the central gondola there is a second cabin with a separate fairing, pressed from a single sheet of plexiglass, protruding above the pilot's cabin. The second crew member was to guide the pilot to the target using a radar screen, which was placed in front of him and coupled with a radar placed in a streamlined cylinder suspended under the nose of the machine. These planes were entirely painted glossy black and used only in the Pacific. A certain amount of the P-38L has also been converted to a two-seater version and has been designated TP-38L.

France, like a number of Allied countries, received several P-38 contingents during the conflict, mainly versions intended for photographic reconnaissance. The Free French Air Force (FAFL) successively received F-5A, F-5B, F-5G and all of them were assigned to GR-2/33 "Savoie". On board one of these machines, the famous writer-pilot Antoine de Saint-Exupery died over occupied France. The circumstances in which Major de Saint-Exupery was shot down remain somewhat mysterious, but it appears he was intercepted over Provence by Focke Wulf-190. Among the remains of numerous planes shot down in the south of France, no metal could be found that could be identified with his aircraft.

As already mentioned, the Lockheed P-38 Lightning was a very successful aircraft with exceptional performance. Of course, these extraordinary performance, such as the ability to fly at high altitudes, great range or high speed, had an impact on its maneuverability, which was much lower than that of classic single-engine fighter planes. Its speed made it possible to catch up with any enemy or escape from them quite easily. The Lightning pilots received a special tactical instruction, instructing them to fly at high altitude and attack in lightning-fast diving, during which strong weapons placed in the nose of the machine should deal with the enemy during the first ascent. Allison's engines provided him with great acceleration, and the perfectly functioning engine-turbocharger units gave a very characteristic whistle, allowing the observer from a distance to identify the plane.

The Lockheed P-38 was built in the number of 9,923 copies and underwent 700 major and over 2000 minor modifications during its long development. In Europe, Lightning aircraft flew mainly in the colors of the US 8th Air Army, as the first cover fighters reached Berlin, they carried out a series of assault raids on airports, factories and railway junctions located in the depths of Germany. They supported the invasive Allied forces, and in particular they distinguished themselves in the independent bombing raid in June 1944 on the Romanian refineries in Ploesti. The most popular, however, was Lightning in the Pacific, where he made the 49 Hunting Group especially famous. Her dow'bdca, Major Richard Bong, from September 1943 to March of the following year, had 25 victories, and by the end of the war he had 40 Japanese planes downed at Lightning. Major Thomas B. Mc Guire scored 38 air victories at Lightning. In Europe, the best result is 22 air victories. In April 1943, Lt. Thomas G. Lanphier shot down, on his double-hull over Bougainville, the plane carrying the Japanese hero, the commander of the Imperial Fleet, Admiral Yamamoto, 880 km from the Guadalcanal base. Lihgtningi also fought over the Aleutians and Leytes, the Philippines and Burma, India and China.

After the war, many copies were purchased for the purposes of cartographic photography, geological reconnaissance, archaeological research, and even tourism.

Single track, twin engine, free-null, medium-weight wing, all-metal construction, with retractable landing gear, designed for combat at high altitudes.

The wing is free-bearing, two-part, metal, with a trapezoidal outline and rounded ends. Equipped with Fowler type landing flaps and air brakes for diving flights. They consisted of two small breakers, protruding from the lower surface of the wings; they prevented them from vibrating, allowed them to be fully preserved; maneuverability at 1000 km / h. and facilitate a quick and reliable exit from the dive. Metal shuttlecocks covered with smooth duralumin, differentially tilted. From P-3SJ version, aileron drive with hydraulic support. Leaf profile at the base of NACA 23014 becomes NACA 4412 at the end of the wings.

Fuselage - the central gondola in an oval shape consisted of a nose in front of the spacious, glazed pilot's cabin, the profile of which was lost just below the trailing edge of the wing, which resulted in excellent visibility to the rear. The cabin cover was opened upwards towards the rear. Access to the airfoil was possible thanks to the flight ladder, hidden in the lower part of the gondoll, opened from the cabin. Engine covers extended rearward to form thin oval hulls. These two thin beams housed the main landing gear, compressors, a coolant cooler with their guards regulating the air flow, and a battery 1 Other devices. There were also stabilizers attached to these beams.

Tail - completely metal, free-bearing, covered with a smooth duralumin sheet. The vertical double rudder with a characteristic elliptical contour was something like a trademark. The parts above the fuselage were in the shape of an elliptical crescent, while the part below the fuselage line - semicircular in shape, similar to the parts of the tailplane protruding beyond the hulls. This type of tailgate was used on many of the company's machines and lasted long afterwards.

Landing gear - three-wheeled, fully retractable in flight, covered with fairings. The main wheels retracted to the rear were placed in the tail beams in their front part. The front landing gear, also moved to the rear, was housed in the pilot's nacelle.
Drive - were two 12-Undr engines in a V system, cooled with the Allison v-1710 liquid, of different versions depending on the model on which they were used. They drove the three-bladed metal propellers turning in opposite directions (outwards).

Weapons - different depending on the version, as I wrote about previously. The most commonly used were one Hispano 20mm cannon and four 12.7mm machine guns placed in the nose of the fuselage.

Lockheed P-38 Lightning plans