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The final 210 J models, designated P-38J-25-LO, alleviated the compressibility problem through the addition of a set of electrically actuated dive recovery flaps just outboard of the engines on the bottom centerline of the wings. With these improvements, a USAAF pilot reported a dive speed of almost 600 mph (970 km/h), although the indicated air speed was later corrected for compressibility error, and the actual dive speed was lower.[104]Lockheed manufactured over 200 retrofit modification kits to be installed on P-38J-10-LO and J-20-LO already in Europe, but the USAAF C-54 carrying them was shot down by an RAF pilot who mistook the Douglas transport for a German Focke-Wulf Condor.[105] Unfortunately, the loss of the kits came during Lockheed test pilot Tony LeVier's four-month morale-boosting tour of P-38 bases. Flying a new Lightning named "Snafuperman", modified to full P-38J-25-LO specifications at Lockheed's modification center near Belfast, LeVier captured the pilots' full attention by routinely performing maneuvers during March 1944 that common Eighth Air Force wisdom held to be suicidal. It proved too little, too late, because the decision had already been made to re-equip with Mustangs.[106]
The P-38J-25-LO production block also introduced hydraulically boosted ailerons, one of the first times such a system was fitted to a fighter. This significantly improved the Lightning's rate of roll and reduced control forces for the pilot. This production block and the following P-38L model are considered the definitive Lightnings, and Lockheed ramped up production, working with subcontractors across the country to produce hundreds of Lightnings each month.
The P-38L-5, the most common sub-variant of the P-38L, had a modified cockpit heating system consisting of a plug-socket in the cockpit into which the pilot could plug his heat-suit wire for improved comfort. These Lightnings also received the uprated V-1710-112/113 (F30R/L) engines, and this dramatically lowered the amount of engine failure problems experienced at high altitude so commonly associated with European operations.
Fuel too, was a source of trouble, it is believed by many knowledgeable people that the majority of fuel used in Britain was improperly blended, the anti-knock lead compounds coming out of solution (separating) in the Allison's induction system at extreme low temperatures. This could lead to detonation and rapid engine failure, especially at the higher power settings demanded for combat.
Brit fuel was one of many problems the P38 was experiencing in Europe. Unfortunitly ETO P38 pilots were instructed in the wrong way to fly long distance in the US prior to shipping out. They were trained to use high RPM and low MAP when cruising on combat missions. This was very hard on the engines and not consistent with either Lockheed or Allison technical instructions.
It appears the fuel providied in England for the P38's during the winter of 42/43' was not entirely adequate, as the TEL would condense in the manifolds, particularly during cruise and lead to destructive dentonation.
The improved intercoolers were providing considerably lower manifold tempatures, which allowed TEL condensation during cruise as well as increasing the likelihood of plug fowling.
The P38H had a WEP rating of 1,425bhp, the P38J had a WEP rating of 1600bhp. Exacting maitenance at this WEP rating was critical. Exhaust plugs were to be changed after every flight that WEP was pulled. This was not always done, leading to lead fouling and an increased chance of detonation during subsequent operations at WEP.
Gen.Doolittle commander of the 8th Air Force thought the fuel problem enough to sign an order in March 1944 for a special fuel blend just for P38 operations.
Vee for Victory pg143,144
Flight tests were conducted from late February through the end of April 1943. Performance was better than hoped for. Maximum speed at critical altitude (29,600 ft) was 432 mph (Military Power). At 40,000 feet, the "K" zipped along at a speed that was 40 mph faster than the current production P-38J could attain at this same height. Maximum speed in War Emergency Power, at critical altitude, was expected to exceed 450 mph. The increase in ceiling was just as remarkable. Flown to 45,000 ft on an extremely hot and humid day, Lockheed engineers predicted a "standard day" service ceiling in excess of 48,000 ft! Improvement of the cowling fit and the elimination of the heavy coat of paint would have gained even more performance. Due to the added efficiency of the new propellers, range was expected to increase by 10 to 15 %. Lockheed appeared to have a world-beater on their hands.
The plane, now designated the P-38K-1-LO was flown to Elgin Field for evaluation by the USAAF. Flown against the P-51B and the P-47D, this Lightning proved to be vastly superior to both in every category of measured performance. What astounded the evaluation team was the incredible rate of climb demonstrated by the P-38K. From a standing start on the runway, the aircraft could take off and climb to 20,000 feet in 5 minutes flat! The "K", fully loaded, had an initial rate of climb of 4,800 fpm in Military Power. In War Emergency Power, over 5,000 fpm was predicted.
In light of this incredible level of performance, you would certainly expect that the Government would be falling all over themselves to quickly get the P-38K into production. Yet, this was not the case. The War Production Board was unwilling to allow a short production suspension in order to get new tooling on line for the required change to the engine cowling. Even when Lockheed promised that the stoppage would only be for 2 or 3 weeks, their request was turned down.
The true consequences of this pig-headed thinking will never be known. What would have been the impact of such a high performance fighter arriving in force to the forward combat areas in mid 1943? How many lost fighter pilots would have survived thanks to the awe inspiring performance of the P-38K? Again, we can never know these things. What we do know, is that due to bureaucratic myopia, neither the P-38K nor a Merlin powered Lightning ever really had a chance to make an impact upon the air war. For all those pilots who died at the controls of lesser aircraft, the War Production Board bears a measure of responsibility for their fate.
RESOURCES:
Warren M. Bodie, The Lockheed P-38 Lightning.
Lockheed Martin Archives.
At the crucial time that the Mustang was being considered the Lightning was outnumbered, fighting the best of the best, forced to use the wrong fuel, tactically tied to the bombers and not allowed to attack targets of opportunity and were flown by inadequately trained pilots.
The stated range of the P-38 is actually at odds with the actual range regular flown in combat once Lindbergh demonstrated how to fly it properly. Its actual and widely demonstrated combat range was 200 miles further than the Mustang at over 1800 miles. This range was routinely accomplished in the Pacific.
Lightnings flew the longest bomber escort missions of the war (Biak to the DEI oil field refineries).
Some believe that the real reason for the engine problems was the wrong kind of fuel in England for the supercharger. The Just like the Mustang switching to the Merlin engine was seriously considered but rejected early on in the war for economic reasons.
Both comments incorrect. The P-38 'engine problems' had a multitude of design issues that were never solved until the Intercooler was moved - along with pre-cooling designs of turbo. NAA wanted to replace Allison with Merlin XX early in 1941 because of real delivery/configuration issues by Allison. NAA was shut down by the BOD of GM (which controlled both Allison and GM).
Despite substandard gas, compressibility and frozen pilots the Lightning was a premier fighter and had defeated the Germans before the Mustang came to the dance.
Need to do a little more research than Bodie. Recommend looking at USAF Study 85 to analyze the victory credits of the P-38 in the ETO. By the end of December (31 days of Operations for P-51B), the 20th and 55th FG combined, were credited with 27 for 9 for 354th FG. During January, February and March, 1944 the combined total for P-38 was 88 and 389 for the P-51B.
There were a multitude of reasons for the poor combat performance at high altitude of the P-38. 1.) Reliability of engine/turbo/intercooler system - which reduced by approximately 50% the actual number of sorties completed due to turnback or loss, b.) Operational issues leading to increased vulnerability in combat, including low cruise speed rivaling the B-17s they were escorting, lack of adequate cockpit management systems to throttle up during an emergency plus terrible cockpit heating, c.) Performance issues such as low critical mach compressibility when dives initiated, low roll rate - all reduced the effectiveness and potential of the P-38 until mid/late 1944.
The P-38J-25-LO solved all the major problems and could have finished out the war with no other assistance needed. They were present in sufficient numbers that the P-51 was never needed.
Grossly misinformed. The J-25 NEVER flew a combat mission with 8th AF, including the 479th FG (Olds/Zemke) through 28 September 1944 when the Group fully transitioned to Mustangs.
At the crucial time that the Mustang was being considered the Lightning was outnumbered, fighting the best of the best, forced to use the wrong fuel, tactically tied to the bombers and not allowed to attack targets of opportunity and were flown by inadequately trained pilots.
Ah, the P-38H/55th FG began operations less than 46 days before the first P-51B mission of the 354th FG. Did the 'best of the best' LW in the West all die in that time? Did the future reinforcements from the East and South into the Reich in Jan-May 1944 leave all their best (~ 60 Squadrons) pilots behind? Both the P-51B and P-38H/J were always outnumbered by LW forces attacking through April and May. In fact, with AAF Shuttle System of Penetration, Target and Withdrawal escort, even the P-47FG were frequently outnumbered depending on where the LW controllers positioned the Day Fighter force.
Any … much less all of these challenges, did not occur to the Mustang at any point in the war. The P-51 was given their combat time after the Luftwaffe was beaten, US pilot training was the best with the longest flight time, they had the right fuel and they were not tied to the bombers at the hip. They were born with a silver spoon in their mouths compare to the scrappy Lightning which had to scratch and claw its way to being the best.
Chuckle...You may note that the Mustang I was in RAF combat ops at the same time as P-38E began in Australia as F-4, was in constant combat against the LW in 1942 and 1943 before the P-51B arrived in UK in September, 1943 - and served throughout the rest of the war. Somehow the silver spoon was left behind. Ditto the Pioneer Mustang Groups of 354th, 357th, 363rd, 4th and 355th that were escorting up to 200-300 bombers each over Berlin and Munich, by the end of March, 1944 the P-38 FGs still Occasionally went as far as Berlin, but were largely relegated to deep Penetration support or intermediate target support beyond P-47D range but short of P-51B range.
Bodie is such a fanboy for P-38/Kelsey that he apologizes for the stupidity of AAF Planners and Combat leaders in the ETO that weighed the P-38 for six months and pulled the plug in favor of the P-51B/C/D.
You may note that none of his primary sources regarding the 'coulda, mighta, shoulda' apologists for P-38 performance do NOT include, Kepner, Doolittle, Spaatz or any bomb group CO/crew that was in the actual business of defeating the LW Day Fighter Arm deep into Germany.
I don't know how many 8th AF vets that were B-17/B-24 crew in ETO but if you do, ask them questions about preferences.
How about the orphaned K model which could have been available in the summer of 1943?!??!
The stated range of the P-38 is actually at odds with the actual range regular flown in combat once Lindbergh demonstrated how to fly it properly. Its actual and widely demonstrated combat range was 200 miles further than the Mustang at over 1800 miles. This range was routinely accomplished in the Pacific.
Lightnings flew the longest bomber escort missions of the war (Biak to the DEI oil field refineries).
In the Pacific, with Lindberg's help (I just got a copy of his Wartime Journals) they came up with the low altitude high boost approach to saving fuel. The probability of encountering opposition over the broad ocean areas while en-route to the target area was quite small. As you say, that approach is hard to do that in the ETO.
But after the liberation of France in 1944 they switched to that approach. P-47's could take off from their French airfields, loaded with ordnance, and stay very low and slow until they got to their air to ground combat area.
Miflyer,
If I counted correctly. the P-38's of the 55th FG was credited with 24 kills and the 20th FG 2 kills before the P-51's of the 354th FG scored their first kills on 12/16/43. Since I counted the kills by hand. corrections will be gladly accepted.
For the time frame Oct 43 through the end of Dec 43, I counted:
20th FG, 2
55th FG 27,
354th FG 8.
Please note that the 20th FG only operated the month of December (though one of the squadrons operated as a 4th squadron of the 55th the end of November), and the 354th only about 3 weeks in December, though their first credit was awarded on 12/16
Source Study 85.
Eagledad
About 1000 early P-39s (P-400 and P-39D1) had the 20mm.Bill, don't forget that International Harvester also had a contract to manufacture the 20mm.
Some other U.S. aircraft that had the 20mm were:
A-26B (Douglas, not Martin B-26)
A-20G
YB-40
XP-50
B-17 (field mod.) like the 5 or so B-17Gs of the 97th BG, 15th AF that packed a 20mm in the tail for the "tail end charlie" position. The 99th BG also had a B-17G that was packing a 20mm in the tail position.
There were also nose mounted field mods, like the B-17F with the 385th BG, but the recoil was tearing apart the nose. Another B-17 in the PTO had a field mod. 20mm installed.
One of our forum members (Seesul) discovered a 20mm cannon at a B-17G crash site and it can be seen here: B-17G with a 20 mm cannon onboard!