seems it was featured in Scale Aircraft Modelling
from here
Pathfinder P-38s For No.5 Group RAF Bomber Command 1944
The origin of the suggestion that the Lockheed P-38 Lightning might be suitable as a target marking aircraft which would be flown by a Controller (popularly referred to as a Master Bomber) is not known, but a P-38J-20LO, radio call number 44-23482 arrived at HQ 54 Base at RAF Coningsby in 5 Group Bomber Command on or about 7 July 1944. It would appear that this aircraft was obtained by means of a personal arrangement between the Officer Commanding 54 Base, Air Commodore ACH Sharp, and Major General FL Anderson, Deputy Commander, Operations of the United States Strategic Air Forces in Europe (USSAFE) with the intention of using it to conduct operational trials to determine the most suitable aircraft to be used by the Master Bomber in order to control bombing operations both by day and by night in competition with the de Havilland Mosquito and North American P-51 Mustang.
HQ 54 Base at Coningsby had formed on 1 January 1944 to exercise administrative and operational control of a clutch of three airfields and their resident squadrons within 5 Group. These consisted of Coningsby itself, which by the summer of 1944 was home to 61 Squadron, 83 Squadron and 97 Squadron; Metheringham, home to 106 Squadron and Woodhall Spa, home to 617 and 627 Squadrons. With the exception of 627 Squadron, which was equipped with Mosquitos, all the other squadrons were equipped with Lancasters. Whilst one document seen by the author stated that the P-38 was to be assigned to 627 Squadron, it would appear that the P38 actually remained at Coningsby for the whole of its operational career.
As far as is currently known, the P-38 was first flown operationally on the night of 14/15 July 1944 by the Master Bomber for an attack on Villeneuve marshalling yards to the south east of Paris during which the P38 released two 1000lb red Target Indicators from a height of 1000 ft. This sortie was not without its problems however as owing to inexperience with this new type of aircraft, which had led to inaccurate navigation, the Master Bomber arrived late over the target and was forced to hand over control of the raid to his deputy.
The second P-38 sortie took place on the night of 18/19 July 1944 when Revigny railway yards to the south east of Paris were the target. On this occasion no comment was made about any navigational diffiulties, but these had been anticipated right from the start and had been raised in a letter from HQ 54 Base to HQ USSAFE dated 13 July 1944. At the time that the P38 had arrived at Coningsby, HQ 54 Base had learned that a two seat version of the P-38 existed and was available in the UK. This led to the suggestion being made that this would be more suitable for the role than the single seater that had been supplied. The letter stated 'As you will appreciate, our marker aircraft have to fly fairly long distances by night and this entails very accurate navigation. The provision of a navigators compartment would, therefore be a great advantage.'
It was not suggested that the RAF be supplied with a second aircraft, but that a two seat P-38 would be exchanged for the single seat version if and when it became convenient to do so.
In their reply dated 19 July 1944, HQ USSAFE stated that the two seat version that had been referred to was one the USAAF had nicknamed the 'Droopsnoot'. It was extensively modified to permit the installation of a standard high altitude bombsight and was used to lead a formation of bomb-carrying fighters who all released their bombs at the same time as the Droopsnoot. Modification of these P-38s was being carried out in the UK but was a slow process and at that time, the USAAF was still trying to meet the allocation already established for the Eighth and Ninth Air Forces. At the present time it was therefore considered unwise to withhold such an aircraft from an operational unit unless it was absolutely necessary to do so.
Following the P-38's first two operational flights, HQ 54 Base raised the matter again in a letter dated 21 July 1944. The letter stated that whilst the difficulty of supply was appreciated, two operational sorties had now been undertaken by the P-38 and the pilot had expressed great enthusiasm for it, considering it to be superior to the Mosquito for this purpose and HQ 54 Base had formed the opinion that the type should become the standard equipment for Controllers and Markers.
The letter then went on to state that the P-38 suffered from the disadvantage of being a single seat aircraft without the necessary facilities for a navigator and for this reason, HQ 54 Base was anxious to try out a Droopsnoot in this role. In view of the shortage of Droopsnoots it was suggested that the RAF be allowed to modify the P-38 they already had themselves as 'It simply means moving the guns and fitting suitable perspex nose to it on the lines of your own Droopsnoot.'
The Americans, being well aware that the conversion would not be as simple as the RAF appeared to think it might be were not impressed with this suggestion and as a result, on 28 July 1944, HQ USSAFE wrote to inform HQ 54 Base that it would be more economical to effect an exchange of aircraft rather than let the RAF attempt to carry out their own modifications. Therefore arrangements would be made for the RAF to acquire a Droopsnoot in exchange for the P-38 they already had, which was to be returned to the USAAF at Burtonwood in due course.
Whilst awaiting delivery of the new Droopsnoot, HQ 54 Base continued to operate their existing P-38, using it to convert a number of Controllers to the type so as to be ready for the arrival of the Droopsnoot and to avoid excessive use when it arrived. The P-38 also continued to be flown operationally, its third sortie taking place on the afternoon of 2 August 1944 when it was used to control a raid on a Flying Bomb site at L'Isle Adam in Northern France. On this occasion, no external stores were carried.
This was followed by a similar raid on another Flying Bomb site at Bois De Casson around midday on 6 August 1944. On this occasion however, the P-38 returned early as the pilot was suffering from cramp. As far as is known, this was the last operational flight conducted by this P-38 whilst in RAF hands as a P-38J-20-LO Droopsnoot, radio call number 44-23517, had been delivered to Coningsby by 9 August 1944. The original P-38J-20-LO, radio call number 4423482 was returned to the USAAF at Burtonwood on 14 August.