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I believe that the P38 was operated at higher altitudes in the ETO which exacerbated the turbo problems and they also had the problem that at higher altitudes in a dive they would get into compressibility more quichly and lose control. Even though air temps were low in the Aleutians at the altitudes the P38s operated at they were not as low as in the ETO.
I agree with all those points. I'd add that there were no landplane Japanese fighters ever within range of P-38's in the Aleutians. When the Japanese invaded Kiska their occupying force included a detachment floatplane Zero's (A6M2N, 'Rufe'), that detachment and reinforcements were it for fighters. The Japanese never built operational airfields on Attu and Kiska before losing and abandoning those islands respectively. The float Zeroes actually had some successes v P-38's, but soon the Allies (including one Canadian P-40 sdn) had bases from which P-40's and P-39's could also strike Kiska, heavily outnumbering the Japanese floatplanes, and the floats also slowed a Zero down quite a bit, and the Japanese suffered their own heavy operational losses to the Aleutian weather like the Allies (in the two months from July 1942 16 Rufes lost operationally, 6 in combat including bombed/strafed on the water). So, air opposition dwindled to almost nothing long before the islands were retaken in 1943. The first P-38 claims ever were 4 August 1942 against 2 of 3 'Mavis' flying boats attacking Atka, but Japanese accounts indicate just one a/c was hit and none lost (the first P-38 kill confirmed in opposing accounts was later in August, an Fw200 off Iceland). Later on when US bases were extended further west, P-38's downed some unescorted Betty's flying all the way from the Kuriles. The situation in the Aleutians was overall just not very comparable to 8th AF operations over Germany....it probably came down to the altitudes at which the aircraft was employed. Although the P-38 had turbo-supercharged engines, it actually performed better at low to medium altitudes,
...The reason it did so well in the Aleutians (IMHO) was due to the fact that it had exceptional range for the time period (no other fighter of the time could fly further)
...And, finally, the opposition (Japanese) aircraft tended to be inferior to the P-38; there weren't very many Zeros operating in the North Pacific
Another question somewhat related...
I have heard that at high altitude the P-47 was the queen of the sky with its turbocharger. But, I saw on TV a Tuskegee airman saying that the P-47 was only good at medium altitude, maybe up to 28,000 ft and then the P-51 was better.
Which is true?
What youall are saying is interesting to me because the tubocharger was supposed to give better high altitude performance at high altitudes( above 25000 feet or so) and apparently it did with the P47 but perhaps not with the P38. Somewhere on this site there was a report published which showed that in tests conducted in Australia a Spit 9 with a 2 stage supercharger had a higher Vmax at 30000 ft than a P38. The turbochargers on the P38 must not have been very effective.
As you may know, the U.S. authorities recently decided without further reference to us, that all supplies of 130 grade would, as from August 10th, be leaded up to 5.5 cc. per Imperial gallon as compared with 4.8 cc. previously. So rapidly has this decision been implemented that there are at present two cargoes of the new base material (to be leaded in this country) on the high seas and a further three loadings for this country are anticipated very shortly.
It now transpires that the increase in lead content is likely to cause serious disturbances on a variety of American engines fitted to British machines, or American machines taken over by R.A.F. This is particularly true of heavy engines used by Costal Command and Allison engines for Fighter Command. The details are given on the attached minute by M.A.P. which was considered at a meeting today of all concerned, including the Americans.
It was assumed by the meeting that the American decision cannot have left out of account the difficulties now feared in the U.K. and that therefore the results of tests are available in U.S.A. which will point the way to the steps to be taken to overcome these obstacles. M.A.P. and Colonel Johnson are immediately telegraphing to Washington to renew requests for such information, and it has been agreed that we will defer asking the U.S. authorities to discontinue shipping the new material, until the results in particular of Colonel Johnson's telegram are received. It has been necessary to protect his position to some extent as he was a strong protagonist of the new fuel during his visit to Washington and, indeed, largely helped to push the decision through on the basis that the British agreed and that the increase in potential production was indispensable.
As regards the two cargoes which will arrive very shortly in the U.K. with the new material, it has been decided that Petroleum Board should
(a) as far as possible segregate the material
or
(b) will blend it in with old specification material I.
subject to the stipulation that the resulting lead content will not exceed 5 cc.
The carrying through of the above decision may, I fear, result in the delaying of one or other of the two tankers as they may need to be moved to a different port of discharge. It is the prime purpose of this minute to advise you of this, and I am also sending a copy to Mr. Wackcrill at Ministry of War Transport so that he should be fully informed.
The troubles are feared as much or more in the Overseas
Commands such as the ME and North Africa.
1. All British engines are cleared for this fuel;
The following table summarises the petition with American engine types :-
Wright and P W:
British Plugs - Probably OK
US Ceramic Plugs - No definite information
US Mica - No information
Allison:
British plugs - Severe fouling after 20 hours
US Ceramic - No information
US Mica - Not approved for combat ratings on 4.8
It cannot yet be said that British plugs will make all Wright Pratt Whitney engines satisfactory on 5.5 co fuel although the evidence obtained to date is encouraging. Tests are continuing,
We have no evidence to show suitability of America ceramic type plugs on 5.5 cc fuel. Tests are in progress on Double Cyclones and Double Wasps, If these tests are satisfactory, it will be assumed those plugs arc equally suitable for Cyclones and Twin Wasps,
British plugs have failed in the Allison engine in Mustang aircraft; no information is available as to the suitability of American ceramic plugs on this engine except that on 4,8 cc fuel the British plugs were not inferior to American plugs.
The position regarding the utilisation of 5,5 cc fuel by the RAF, is therefore,
a. British engines O.K.
b. Allison engines cannot use it and tests so far conducted indicate that the engine itself cannot digest 5.5 cc fuel. Considerable further test data is therefore required both on engine and plugs,
c. Wright and Pratt Whitney engines - no decision can be taken until flight tests under 3 and 4 above are completed. In view of the encouraging preliminary results on British plugs, adequate production of these types should be provided.
Every Lightning in the European theater had at least one set of engines changed during it's service life. The Allisons were problematic, but the redundancy of 2 engines helped to bring back many aircraft. The problem with the Allison engines were not entirely due to the design of the engines. The cooling system that was initially installed was not adequate and the lack of cowl flaps exasperated the problem. The original intercooler system led the airflow from the turbosuperchargers to the wingtip and back, which was a less than ideal situation. Later models resolved this problem. Temperatures at high altitudes above Europe were often 40 degrees below zero, which did not allow the engines to warm properly for correct oil cooling. Additionally, at the fuel octane and lead separated at that temperature, causing valve failures and backfires that would fire through the intercooler ducts, sometimes warping the leading edge of the wing. Engine fires were also experienced due to broken connecting rods. These problems were corrected for the most part in later models with the changes made to the intercoolers and the addition of the rear ducts.