History
Bell Aircraft Corporation P39Q-15BE 44-2911 was one of the last of the 1000 Q-15 examples built at Buffalo, New York under contract AC-40071. The allocation block priority number stated British - Russia - Block 7-1 although it is currently unclear what Britain had to do with '2911' unless it was paying for this example under lend-lease agreements. '2911' had been fitted with a 1200hp Allison V-1710-85 engine, serial No 43-168161.
Deliveries of the Bell model 26Q-15 began in August 1943; the last of this series being completed towards at the end of the year. Although the manufacturing cost was not stated, it is likely to have been in the region of $46,000, excluding items such as the propeller and radios.
In all, 4,905 P39Q models were produced and of these, 3,291 were issued to the Soviet Union under lend-lease agreements.
P39Q '2911' was completed with standard Olive Drab upper surfaces and Neutral Grey under surfaces. It was finished with the stars and stripes of the AAF to both sides of the fuselage, port upper wing and starboard lower wing. On both sides of the fin the serial, '42911' was painted.
On 23 November 1943 '2911' was signed off as complete and became available for issue on 22 December. Even though displaying AAF markings, '2911' became available to the Soviet Union and began its journey from the East Coast to the West Coast under the authorisation of the Air Transport Command. (ATC).
Before the start of her journey, '2911' was fitted with a long-range belly tank. (Maximum range was normally 1050km). The ATC flew her 645km from Buffalo to the first stop of South Bends, Indiana where she arrived on 25 December. She was held there for a day due to bad weather before flying the 1050km to Fargo, North Dakota. She 'remained over night' on 30 December before flying the final 1090km to Great Falls, Montana on 31 December.
On 5 January she departed Great Falls and flew 3390km through Canada, stopping at a number of airfields before arriving at Fairbanks, Alaska on 9 January. '2911' became one of 244 aircraft delivered to Fairbanks in January for onward delivery to Russia.
At Fairbanks on 9 January, '2911' was accepted by the Reception Committee of the Soviet Red Arm Air Force Foreign Dept. The records indicate she had 20hrs of flight time including testing and delivery. Accepted, she now had to undertake a further flight through some of the most barren and desolate land on earth – Siberia.
The flight route from Great Falls to Fairbanks was the US segment of what became known as the ALSIB (Alaska –Siberia) route. This route accounted for 7,926 lend lease deliveries over a three-year period. From Fairbanks, the ferry flying was completed by the Soviet 1PAD (1 Ferry Aviation Division) and a separate regiment flew each leg. 1PAD had five PAP regiments.
Having already flown nearly 6,175km, '2911' was made ready for the next leg of its journey. Usually a group of P39's would be escorted by a lend-lease A-20 or B-25 on the Siberian segment of the ALSIB route. Critically, maintenance over these flight distances was very important.
Again the following comes from the maintenance records of '2911'.
On 1 February '2911' left Fairbanks being flown by 1PAP. This 1,500km leg was via Nome, Alaska before landing at Anadyr across the Bearing Strait where '2911' was serviced on 3 February. A pilot called Shishkin of 2PAP flew from Anadyr to Markovo 485km away where '2911' seems to have stayed for a month. At Markovo on 4 March '2911' was serviced before 2PAP continued flying '2911' the 970km to Sejmchan. From Sejmchan it was the turn of 3PAP who flew '2911' the 1,165km to Yakutsk where she was serviced on 6 March. From Yakutsk a pilot called Korolyov of 4PAP flew the 1330km to Kirensk where '2911' was serviced on 9 March. The final leg was flown by 5PAP from Kirensk to Krasnoyarsk, a distance of 970km. From Buffalo, '2911' had flown a total of 12,600km.
Krasnoyarsk was the end of the ALSIB ferry route for '2911' and it is likely that the AAF markings were painted over here by 45ZAP with Russian colours. A red star with white outline was added to both sides of the fuselage and under both wings. Although it cannot be confirmed, it is likely '2911' was then flown by 9PAP to Salekhard 1,935km to the NW. This airfield was often used by 7VA (7 Air Army) to collect and re-equip units. '2911' was allocated to 773IAP, who were subordinated to 257 SAD (257 Mixed Aviation Division) of 7VA. It is possible 773IAP was being equipped with P39Q's and '2911' was marked up as 'White 23'. 'White 23' then headed the 1,500km to its base at Novinka in Soviet Karelia.
On the 4 June, a pilot called Golovnyov undertook the first recorded flight of 'White 23' with 773IAP. He and possibly other pilots flew 'White 23' for the first six weeks until mid July when the unit moved to Videlitsa. 'White 23' was then involved in the Soviet Svir Operation against Finland between 21 June and 9 August. In late August the unit then moved to Mikkola. It is known 773IAP frequently clashed with the Finnish Air Force and is recorded as shooting down 6 Moranes and 1 Buffalo. In return at least 9 P39's were lost to air combat and AAA.
From the records for 'White 23', we know that in June she flew 34hrs/37min/30 landings and in July, 35hrs/7min/34 landings. Unfortunately the maintenance records for this period were illegible although the crew chief for 'White 23' was called Vetlich.
During the Svir Operation, 'White 23' became the mount of Lt Ivan Ivanovich Baranovsky on 18 July.
In August 'White 23' seems to have been remarkably inactive. With only 4hrs/11min/3 landings, it is thought that during this period 'White 23' was returned to a repair facility to have remedial works undertaken to the airframe.
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