TYPE: Fighter, Fighter bomber

ACCOMMODATION:  Pilot only

POWER PLANT: Two Allison V-1710 (-89 left hand rotation and -91 right hand rotation) liquid-cooled turbo-supercharged piston engine, rated at 1,425 hp each at 26,000 ft

PERFORMANCE: 420 mph

COMMENT: The Lockheed P-38 Lightning was an American single-seat, twin piston-engined fighter aircraft that was used during World War II. Developed for the United States Army Air Corps (USAAC) by the Lockheed Corporation, the P-38 incorporated a distinctive twin-boom design with a central nacelle containing the cockpit and armament. Along with its use as a general fighter, the P-38 was used in various aerial combat roles, including as a highly effective fighter-bomber, a night-fighter, and a long-range escort fighter when equipped with drop tanks The P-38 was also used as a bomber-pathfinder, guiding streams of medium and heavy bpmbers, or even other P-38s equipped with bombs, to their targets Used in the aerial reconnaissance role, the P-38 accounted for 90 percent of American aerial film captured over Europe. Although it was not designated a heavy fighter or a bomber destoyer by the USAAC, the P-38 filled those roles and more; unlike German heavy fighters crewed by two or three airmen, the P-38 with its lone pilot was nimble enough to compete with single-engine fighters.
The P-38 Lightning was used most successfully in the Pacific and the China-Burma-India Theaters of Operatio  In the South-West Pacific Theater, the P-38 was the primary long-range fighter of USAAF until the introduction of large numbers of North American P-51 Mustangs toward the end of the war. Unusual for an early-war fighter design, both engines were supplemented by turbosuperchargers, making it one of the earliest Allied fighters capable of performing well at high altitudes. The turbosuperchargers also muffled the exhaust, making the P-38’s operation relatively quiet. The Lightning was extremely forgiving in flight and could be mishandled in many ways, but the initial rate of roll in early versions was low relative to other contemporary fighters; this was addressed in later variants with the introduction of hydraulically boosted ailerons The P-38 was the only American fighter aircraft in large-scale production throughout American involvement in the war, from the Attack on Pearl Harbor to Victory over Japan Day.
Throughout the lightnings production life its external contours had remained virtually unchanged until, in August 1943, the P-38J began to appear. Known by the manufacturers as the Model 422, the P-38J-1-LO introduced a beared radiator under each drive shaft,resulting from the sandwiching of the inter-cooler air intake between the oil radiator intakes. The price paid for this modification was a slight increase in drag, but this was more than compensated for by the improved cooling effect enabling the Allison V-1710-89/91 engines to develop its full 1,425 hp at 26,000 ft, and with a maximum speed of 420 mph at that altitude, the P-38J was the fasted variant of the entire Lighning series. However. The wing instability problems first experienced during wind tunnel tests in 1939 now reappeared. Careful filleting of the wing-fuselage junction eventually overcame these difficulties.
From the P-38J-5-LO production batch, the leading-edge space formerly occupied by the intercooler was occupied by two additional fuel tanks, increasing total internal fuel capacity to 341 Imp gal. To counteract a strong nose-down pitching movement at high speed in this model of the Lightning, a small electrically-operated dive flap was introduced under each wing commencing the the P-38J-25-LO production batch. To increase manoeurability, this batch also introduced a power-boosting system on the ailerons which, consisting of hydraulically-operated bell-cranks and push-pull rods, was one of the first applications on powered controls to any fighter.
2.970 J-Model Lightnings were produced, several hundred of these being converted as Lockheed F-5E and F-5F Lightnings (Ref.: 24).

TYPE: Interceptor fighter

ACCOMMODATION: Pilot only

POWER PLANT: One Allison J-33-A-35 turbojet engine, rated at 2,100 kp thrust

PERFORMANCE: 492 mph at 40,000 ft

COMMENT: The Lockheed P-80 Shooting Star was the first jet fighter used operationally by the USAAF. Designed and built by Lockheed Aircraft Company in 1943 and delivered just 143 days from the start of the design process, production models were flying but not ready for service by the end of WW II. Designed with straight wings, the type saw extensive combat in Korea with the United States Air Force (USAF) as the Lockeed F-80.
The prototype XP-80 had a conventional all-metal airframe, with a slim low wing and tricycle landing gear. Like most early jets designed during World War II – and before the Allies captured German research data that confirmed the speed advantages of swept-wings – the XP-80 had straight wings, similar to previous propeller-driven fighters. It was the first operational jet fighter to have its engine in the fuselage, a format previously used in the pioneering German Heinkel He 178 V1 of 1939, and the later British Gloster E.28/39 Pioneer demonstrator of 1941. Other early jets generally had two engines because of their limited power, these being mounted in external necelles for easier maintenance. With the advent of more powerful British jet engines, fuselage mounting was more effective, and it was used by nearly all subsequent fighter aircraft.
Concept work on the XP-80 began in 1943 with a design being built around the blueprint dimensions of a British Halford H-1 B turbojet (later called the de Havilland Goblin), a powerplant to which the design team did not have actual access. Lockheed’s team, consisting of 28 engineers, was led by the legendary C. L. „Kelly“ Johnson. This teaming was an early product of Lockheed’s Skunk Works, which surfaced again in the next decade to produce a line of high-performance aircraft.
The impetus for development of the P-80 was the discovery by Allied intelligence of the Messerschmitt Me 262 ‘Schwalbe’ (‘Swallow’) in spring 1943, which had made only test flights of its own first quartet (the V1 through V4 airframes) of design prototypes at that time, all fitted with retracting tailwheel landing gear. After receiving documents and blueprints comprising years of British jet aircraft research, the commanding General of the Army Air Forces, Henry H. Arnold, believed an airframe could be developed to accept the British-made jet engine, and the Materiel Command’s Wright Field research and development division tasked Lockheed to design the aircraft. With the Germans and British clearly far ahead in development, Lockheed was pressed to develop a comparable jet in as short a time as possible. Kelly Johnson submitted a design proposal in mid-June and promised that the prototype would be ready for testing in 180 days. The Skunk Works team, beginning 26 June 1943, produced the airframe in 143 days, delivering it to Muroc Army Airfield on 16 November.
The project was so secret that only five of the more than 130 people working on it knew that they were developing a jet aircraft, and the British engineer who delivered the Goblin engine was detained by the police because Lockheed officials could not vouch for him. After the engine had been mated to the airframe, foreign object damage during the first run-up destroyed the engine, which delayed the first flight until a second engine (the only other existing) could be delivered from Britain.
The first prototype was nicknamed „Lulu-Belle“ (also known as „the Green Hornet” because of its paint scheme). Powered by the replacement Halford H1 taken from the prototype de Havilland Vampire jet fighter, it first flew on 8 January 1944.The donated British jet program data had no doubt proved invaluable. In test flights, the XP-80 eventually reached a top speed of 502 mph at 20,480 ft, making it the first turbojet-powered USAAF aircraft to exceed 500 mph in level flight, following the August 1944 record flight of 502 mph by a special high-speed variant of the Republic P-47J Thunderbolt. Contemporary pilots, when transitioning to pioneering jets like the Shooting Star, were unused to flying at high speed without a loud reciprocating engine and had to learn to rely on the airspeed indicator.
The second prototype, designated XP-80A, was designed for the larger General Electric I-40 engine (an improved J31, later produced by Allison as the J33). Two aircraft were built. one was nicknamed the Gray Ghost after its “pearl gray” paint scheme, while the second aircraft was left unpainted for comparison of flight characteristics, became known as the Silver Ghost. The XP-80A’s first test flight was unimpressive, but most of the problems with the design were soon addressed and corrected in the test program. Initial opinions of the XP-80A were not positive and the aircraft were primarily testbeds for larger, more powerful engines and air intake design, and consequently were larger and 25% heavier than the XP-80.
The Shooting Star began to enter service in late 1944 with 12 pre-production YP-80As. A 13th YP-80A was modified to the sole F-14 photo reconnaissance model and lost in a December crash.
The initial production order was for 344 P-80As after USAAF acceptance in February 1945. A total of 83 P-80s had been delivered by the end of July 1945 and 45 assigned to the 412th Fighter Group (later redesignated the 1st Fighter Group) at Muroc Arma Air Field. Four were sent to Europe for operational testing (demonstration, familiarization, and possible interception roles), two to England and two to Italy, but after two accidents, one in England and one in Italy, the YP-80A was temporarily grounded. So the Lockheed Shooting Star saw no actual combat during the conflict.
After the war, the USAAF compared the P-80 and Messerschmitt Me 262 concluding, “Despite a difference in gross weight of nearly 900 kg, the Me 262 was superior to the P-80 in acceleration, speed and approximately the same in climb performance. The Me 262 apparently has a higher critical Mach number, from a drag standpoint, than any current Army Air Force fighter”.
Production oft he Shooting Star continued after the war, although wartime plans for 5,000 were quickly reduced to 2,000. A total of 1,714 single-seat F-80A, F-80B, F-80C, and RF-80s were manufactured by the end of production in 1950, of which 927 were F-80Cs (including 129 operational F-80As upgraded to F-80C-11-LO standards). However, the two-seat TF-80C, first flown on 22 March 1948, became the basis for the T-33 trainer, of which 6,557 were produced (Ref.: 24).

TYPE: Fighter, fighter bomber

ACCOMMODATION: Pilot only

POWER PLANT: Two Allison V-1710-49/53 liquid-cooled engines, rated at 1,225 hp each

PERFORMANCE: 390 mph at 25,000 ft

COMMENT: The Lockheed P-38 Lightning was an American piston-engined fighter aircraft of WW II. Developed for the United States Army Ai Corps, the P-38 had distinctive twin booms and a central nacelle containing the cockpit and armament. Allied propaganda claimed it had been nicknamed the fork-tailed devil („Gabelschwanz-Teufel“) by the Luftwaffe and “two planes, one pilot” by the Japanese. Along with its use as a general fighter, the P-38 was utilized in various aerial combat roles including as a highly effective fighter-bomber, a night-fighter, and as a long-range escort fighter when equipped with drop tanks. The P-38 was also used as a bomber-pathfinder, guiding streams of medium and heavy bomber; or even other P-38s, equipped with bombs, to their targets. Used in the aerial reconnaissance role, the P-38 would account for 90 percent of the aerial film captured over Europe.
The P-38 was used most successfully in the Pacific Theater of Operations (PTO) and was the primary long-range fighter of Unites States Army Air Forces until the introduction of large numbers of North American P-51D „Mustang“ toward the end of the war.
Lockheed designed the Model 22 in response to a February 1937 specification from the United States Arma Air Corps (USAAC). Circular Proposal X-608 was a set of aircraft performance goals for a twin-engine, high-altitude aircraft having the tactical mission of interception and attack of hostile aircraft at high altitude.  The Lockheed design team chose twin booms to accommodate the tail assembly, twin engines, and turbo-superchargers, with a central nacelle for the pilot and armament.
The Lockheed design incorporated tricycle undercarriage and a bubble canopy, and featured two 1,000 hp turbosupercharged 12-cylinder Allison V-1710 engines fitted with counter rotating propellers to eliminate the effect of engine torque, with the turbochargers positioned behind the engines, the exhaust side of the units exposed along the dorsal surfaces of the booms. The aircraft was the first American fighter to make extensive use of stainless steel and smooth, flush-riveted butt-jointed aluminum skin panels It was also the first military airplane to fly faster than 400 mph in level flight.
Lockheed won the competition on June 1937 with its Model 22 and was contracted to build a prototype officially designated XP-38.  Construction began in July 1938, and the XP-38 first flew on 27 January 1939. After speed testing the Air Corps ordered 13 YP-38s on April 1939, these few “hand made” YP-38’s were used as trainers and test aircraft.
Delivered and accepted production variants began with the P-38D model but the first combat-capable Lightning, as the aircraft was officially named by the USAAC by adopting the British service name, was the P-38E and its photo-reconnaissance variant the F-4
The first P-38E rolled out of the factory in October 1941. Because of the versatility, redundant engines, and especially high speed and high altitude characteristics of the aircraft, as with later variants over a hundred P-38Es were completed in the factory or converted in the field to a photoreconnaissance variant, the F-4, in which the guns were replaced by four cameras. Most of these early reconnaissance Lightnings were retained stateside for training, but the F-4 was the first Lightning to be used in action in April 1942.
After 210 P-38Es were built, they were followed, starting in February 1942, by the P-38F, the first truly operational Lightning. It incorporated racks inboard of the engines for fuel tanks or a total of 910 kg of bombs. 527 machines of this subtype were buit, including several variants. Lightnings of this type took part in their first large-scale operations during the North-African campaign, in November 1942, where mixed success was encountered. The twin engines restricted manoeuverability to some extent and it was unique among fightersof WW II in employing a wheel control instead of a conventional stick, a feature which may also have resulted in reduced ease of manoeuvre. Nevertheless, it proved an effective bomber destoyer and had a sensational zoom climb that could rarely be matched.
The Lockheed P-38F Lightning had also entered service in the Pacific area. Technical difficulties associated with intercooler operations in tropical conditions prevented the Lightning from entering service until the end of 1942, however, the first major engagement with Japanese aircraft occuring on December, when the 39th Fighter Squadron claimed 15 destroyed without loss (the model shown here is a P-38F of the 39th Fighter Squadron, 35th Fighter Group).
During production a continous series of improvements were being developed by Lockheed, some of which remained experimental but others being adopted for production. Among the most important in the latter category were long-range drop tanks and manoeuvring flaps. In early 1942, all P-38 carried the same long-range 75-US gal drop tanks as the Bell P-39 Aircobra and Curtiss P-40 Warhawk, one each side between the fuselage and nacelles. But Lockheed soon developed its own 150-US gal tank, and eventually 300-US gal versions, of laminar flow design. Stressing the wing section two such tanks could be carried by all variants  from the P-38F onwards. To demonstrate the capability oft he Lightning with drop tanks, a P-38F was used late in 1942, to make an endurance flight lasting over 13 hrs and covering 4.677 km, with enough fuel remaining for more than 161 km. Thus, Lightning’s ability to fly long ranges, carrying two drop tanks, now proved especially useful and the P-38 became the most-preferred fighter type operating in the Pacific area.
After production of 2,410 P-38F, -G and –H and corresponding reconnaissance variants the production switched over to the most built Lockheed P-38J and –L Lightnings (Ref.: 3, 9, 24).

TYPE: Long-range escort-fighter and fighter-bomber

ACCOMMODATION: Pilot only

POWER PLANT: One Pratt and Whitney R-2800-21 radial engine, rated at 2,300 hp

PERFORMANCE: 433 mph at 30.000 ft

COMMENT: The Republic P-47 D ‘Thunderbolt’ differed little from its predecessor P-47 C apart from changes in the turbo-supercharger exhaust system, water injection as standard for the R-2800-21 engine, and some minor changes. The P-47 D was the first version of the ‘Thunderbolt’ to serve with the USAAF in the pacific theatre. Towards the end of 1943, 8^th Air Force ‘Thunderbolts’ began returning from escort missions “on the deck”, strafing targets of opportunity with their unused ammunition, and their success was partly responsible for the adaptation of the ‘Thunderbolt’ for what was  to become its most successful role – that of a fighter-bomber. More than 5,800 P-47D ‘Thunderbolts’ are built, all possessed the original framed sliding canopy introduced on the initial production B-model. Later versions were equipped with an all-round vision bubble-type cockpit canopy (Ref.: 24)

TYPE: Long-range escort fighter, fighter bomber,

ACCOMMODATION: Pilot only

POWER PLANT: One Pratt & Whitney R-2800-57C radial engine, rated at 2,800 hp

PERFORMANCE: 460 mph at 30,000 ft

COMMENT: The main role for the Republic P-47N was as an escort fighter for the Boeing B-29 Superfortress bombers flying raids on the Japanese home islands. But in the final stage of the war the P-47N was used very successfully as a ground attacker. App. 1.100 P-47N’s were equipped with zero-length rocket launchers for six or 10 rockets, depending on whether or not bombs or drop tanks were carried under the wings.  In April 1945, the 318 Fighter Group was re-equipped on P-47N’s and operated from Ie Shima island, off the coast of Okinawa. Bombing and strafing missions were flown until the end of the hostilities (Ref.: 9).

TYPE: Fighter, fighter bomber

ACCOMMODATION: Pilot only

POWER PLANT: One Allison V-1710-35 liquid-cooled Vee engine with single-stage supercharger, rated at 1,150 hp

PERFORMANCE: 360 mph at 15,000 ft

COMMENT: The Bell P-39 “Airacobra” was one of the main American fighter aircraft in service when the United States of America entered the World War II. Designed by Bell Aircraft, it had an innovative layout, with the engine installed in the center fuselage, behind the pilot, and driving a tractor propeller via a long shaft. It was also the first fighter fitted with a tricycle undercarriage.  Although its mid-engine placement was innovative, the P-39 design was handicapped by the absence of an efficient turbo-supercharger, limiting it to low-altitude work. The XP-39 made its maiden flight on 6 April 1938 achieving 390 mph at 20,000 ft, reaching this altitude in only five minutes. A production order was placed and by the time of the Pearl Harbor attack, nearly 600 P-39s had been built. When P-39 production ended in August 1944, Bell had built 9,558. Most important variants were Bell P-39N and P-30Q, if which 4,773 have been built. The “Airacobra” saw combat throughout the world, particularly in the Southwest Pacific, Mediterranean and Russian theaters. But the “Airacobra” found itself outclassed as an interceptor and the type was gradually relegated to other duties. It often was used at lower altitudes for such missions as ground strafing (Ref.: 23).