Lockheed P-38 Lightning

The Lockheed P-38 Lightning is a World War II American fighter aircraft. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms and a single, central nacelle containing the cockpit and armament. Named "fork-tailed devil" (der Gabelschwanz-Teufel) by the Luftwaffe and "two planes, one pilot" (2飛行機、1パイロット Ni hikōki, ippairotto?) by the Japanese, the P-38 was used in a number of roles, including interception, dive bombing, level bombing, ground-attack, night fighting, photo reconnaissance, radar and visual pathfinding for bombers, and evacuation missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings.

The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the aircraft of America's top aces, Richard Bong (40 victories), Thomas McGuire (38 victories) and Charles H. MacDonald (36 victories). In the South West Pacific theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs toward the end of the war.

The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers. It was extremely forgiving, and could be mishandled in many ways, but the rate of roll in the early versions was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day. At the end of the war, orders for 1,887 were cancelled.

Lockheed P-38 Lightning
Class Aircraft
Type Fighter
Manufacturer Lockheed Martin
Origin United States of America
Country Name Origin Year
United States of America 1939
Country Name Operational Year Retirement Year
France View
Honduras 1941 1965 View
United States of America 1941 View
ManufacturerName Production From Production To Quantity
Lockheed Martin 10037 View

Lockheed designed the P-38 in response to a February 1937 specification from the United States Army Air Corps. Circular Proposal X-608 was a set of aircraft performance goals authored by First Lieutenants Benjamin S. Kelsey and Gordon P. Saville for a twin-engine, high-altitude "interceptor" having "the tactical mission of interception and attack of hostile aircraft at high altitude." In 1977, Kelsey recalled he and Saville drew up the specification using the word interceptor as a way to bypass the inflexible Army Air Corps requirement for pursuit aircraft to carry no more than 500 lb (227 kg) of armament including ammunition, as well as the restriction of single-seat aircraft to one engine. Kelsey was looking for a minimum of 1,000 lb (454 kg) of armament. Kelsey and Saville aimed to get a more capable fighter, better at dog-fighting and at high-altitude combat. Specifications called for a maximum airspeed of at least 360 mph (580 km/h) at altitude, and a climb to 20,000 ft (6,100 m) within six minutes, the toughest set of specifications USAAC had ever presented. The unbuilt Vultee XP1015 was designed to the same requirement, but was not advanced enough to merit further investigation. A similar single-engine proposal was issued at the same time, Circular Proposal X-609, in response to which the Bell P-39 Airacobra was designed. Both proposals required liquid-cooled Allison V-1710 engines with turbo-superchargers and gave extra points for tricycle landing gear.

The Lockheed design team, under the direction of Hall Hibbard and Clarence "Kelly" Johnson, considered a range of twin-engine configurations, including both engines in a central fuselage with push–pull propellers.

The eventual configuration was rare in terms of contemporary fighter aircraft design, with only the preceding Fokker G.1, the contemporary Focke-Wulf Fw 189 Luftwaffe reconnaissance aircraft, and the later Northrop P-61 Black Widow night fighter having a similar planform. The Lockheed team chose twin booms to accommodate the tail assembly, engines, and turbo-superchargers, with a central nacelle for the pilot and armament. The XP-38 gondola mockup was designed to mount two .50-caliber (12.7mm) M2 Browning machine guns, with 200 rpg, two .30-caliber (7.62mm) Brownings, with 500 rpg, and a T1 Army Ordnance 23mm (.90in) autocannon with a rotary magazine as a substitute for the non-existent 25 mm Hotchkiss aircraft autocannon specified by Kelsey and Saville. In the YP-38s, a 37mm (1.46in) M9 autocannon with 15 rounds replaced the T1. The 15 rounds were in three five-round clips, an unsatisfactory arrangement according to Kelsey, and the M9 did not perform reliably in flight. Further armament experiments from March to June 1941 resulted in the P-38E combat configuration of four M2 Browning machine guns, and one Hispano 20mm (.79in) autocannon with 150 rounds.

Clustering all the armament in the nose was unlike most other U.S. aircraft, which used wing-mounted guns with trajectories set up to crisscross at one or more points in a convergence zone. Nose-mounted guns did not suffer from having their useful ranges limited by pattern convergence, meaning that good pilots could shoot much farther. A Lightning could reliably hit targets at any range up to 1,000 yd (910 m), whereas the wing guns of other fighters were optimized for a specific range. The rate of fire was about 650 rounds per minute for the 20×110mm cannon round (130-gram shell) at a muzzle velocity of about 2,887 ft/s (880 m/s), and for the .50-caliber machine guns (43–48-gram rounds), about 850 rpm at 2,756 ft/s (840 m/s) velocity. Combined rate of fire was over 4,000 rpm with roughly every sixth projectile a 20 mm shell. The duration of sustained firing for the 20 mm cannon and .50-caliber machine guns was approximately 14 seconds and 35 seconds, respectively.

The Lockheed design incorporated tricycle undercarriage and a bubble canopy, and featured two 1,000 hp (746 kW) 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. Counter-rotation was achieved by the use of "handed" engines, which meant the crankshaft of each engine turned in the opposite direction of its counterpart.

The P-38 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 fighter to fly faster than 400 mph (640 km/h).

The first unit to receive P-38s was the 1st Fighter Group. After the attack on Pearl Harbor, the unit joined the 14th Pursuit Group in San Diego to provide West Coast defense.

Entry to the war

The first Lightning to see active service was the F-4 version, a P-38E in which the guns were replaced by four K17 cameras. They joined the 8th Photographic Squadron out of Australia on 4 April 1942. Three F-4s were operated by the Royal Australian Air Force in this theater for a short period beginning in September 1942.

On 29 May 1942, 25 P-38s began operating in the Aleutian Islands in Alaska. The fighter's long range made it well-suited to the campaign over the almost 1,200 mi (2,000 km)–long island chain, and it would be flown there for the rest of the war. The Aleutians were one of the most rugged environments available for testing the new aircraft under combat conditions. More Lightnings were lost due to severe weather and other conditions than enemy action, and there were cases where Lightning pilots, mesmerized by flying for hours over gray seas under gray skies, simply flew into the water. On 9 August 1942, two P-38Es of the 343rd Fighter Group, 11th Air Force, at the end of a 1,000 mi (1,609 km) long-range patrol, happened upon a pair of Japanese Kawanishi H6K "Mavis" flying boats and destroyed them, making them the first Japanese aircraft to be shot down by Lightnings.

European theater

After the Battle of Midway, the USAAF began redeploying fighter groups to Britain as part of Operation Bolero, and Lightnings of the 1st Fighter Group were flown across the Atlantic via Iceland. On 14 August 1942, Second Lieutenant Elza Shahan of the 27th Fighter Squadron, and Second Lieutenant Joseph Shaffer of the 33rd Squadron operating out of Iceland shot down a Focke-Wulf Fw 200 Condor over the Atlantic. Shahan in his P-38F downed the Condor; Shaffer, flying either a P-40C or a P-39, had already set an engine on fire. This was the first Luftwaffe aircraft destroyed by the USAAF.

After 347 sorties with no enemy contact, the 1st, 14th and 82nd Fighter Groups were transferred to the 12th Air Force in North Africa as part of the force being built up for Operation Torch. On 19 November 1942, Lightnings escorted a group of B-17 Flying Fortress bombers on a raid over Tunis. On 5 April 1943, 26 P-38Fs of the 82nd claimed 31 enemy aircraft destroyed, helping to establish air superiority in the area, and earning it the German nickname "der Gabelschwanz Teufel" – the Fork-Tailed Devil. The P-38 remained active in the Mediterranean for the rest of the war. It was in this theatre that the P-38 suffered its heaviest losses in the air. On 25 August 1943, 13 P-38s were shot down in a single sortie by Jagdgeschwader 53 Bf 109s without achieving a single kill. On 2 September 10 P-38s were shot down, in return for a single kill, the 67-victory ace Franz Schiess (who was also the leading "Lightning" killer in the Luftwaffe with 17 destroyed). Kurt Bühligen, third highest scoring German pilot on the Western front with 112 victories, recalled later: “The P-38 fighter (and the B-24) were easy to burn. Once in Africa we were six and met eight P-38s and shot down seven. One sees a great distance in Africa and our observers and flak people called in sightings and we could get altitude first and they were low and slow.” General der Jagdflieger Adolf Galland was unimpressed with the P-38, declaring, "it had similar shortcomings in combat to our Bf 110, our fighters were clearly superior to it." Experiences over Germany had shown a need for long-range escort fighters to protect the Eighth Air Force's heavy bomber operations. The P-38Hs of the 55th Fighter Group were transferred to the Eighth in England in September 1943, and were joined by the 20th, 364th and 479th Fighter Groups soon after. P-38s soon joined Spitfires in escorting the early Fortress raids over Europe.

Because its distinctive shape was less prone to cases of mistaken identity and friendly fire, Lieutenant General Jimmy Doolittle, Commander 8th Air Force, chose to pilot a P-38 during the Invasion of Normandy so that he could personally assess the progress of the air offensive over France. At one point in the mission, Doolittle flick-rolled through a hole in the cloud cover but his wingman, Earle E. Partridge (later General), was looking elsewhere and failed to notice Doolittle's quick maneuver, leaving Doolittle to continue alone on his survey of the crucial battle. Of the P-38, Doolittle said that it was "the sweetest-flying plane in the sky".

A little-known role of the P-38 in the European theater was that of fighter-bomber during the invasion of Normandy and the Allied advance across France into Germany. Assigned to the IX Tactical Air Command, the 370th Fighter Group and its P-38s initially flew missions from England, dive-bombing radar installations, enemy armor, troop concentrations, and flak towers. The 370th's group commander Howard F. Nichols and a squadron of his P-38 Lightnings attacked Field Marshal Günther von Kluge's headquarters in July 1944; Nichols himself skipped a 500 lb (227 kg) bomb through the front door. The 370th later operated from Cardonville France, flying ground attack missions against gun emplacements, troops, supply dumps and tanks near Saint-Lô in July and in the Falaise–Argentan area in August 1944. The 370th participated in ground attack missions across Europe until February 1945 when the unit changed over to the P-51 Mustang.

On 12 June 1943, a P-38G, while flying a special mission between Gibraltar and Malta or maybe just after strafing the radar station of Capo Pula, landed on the airfield of Capoterra (Cagliari), in Sardinia, from navigation error due to a compass failure. Regia Aeronautica chief test pilot colonnello Lieutenant Colonel Angelo Tondi flew the aircraft to Guidonia airfield where the P-38G was evaluated. On 11 August 1943, Tondi took off to intercept a formation of about 50 bombers, returning from the bombing of Terni (Umbria). Tondi attacked B-17G "Bonny Sue", s.n. 42-30307 that fell off the shore of Torvaianica, near Rome, while six airmen were parachuting. According to US sources, he also damaged three more bombers on that occasion. On the 4th of September, the 301st BG reported the loss of B-17 "The Lady Evelyn," s.n. 42-30344, downed by "an enemy P-38". War missions for that plane were limited, as the Italian petrol was too corrosive for the Lockheed tanks. Other Lightnings were eventually acquired by Italy for postwar service.

In a particular case when faced by more agile fighters at low altitudes in a constricted valley, Lightnings suffered heavy losses. On the morning of 10 June 1944, 96 P-38Js of the 1st and 82nd Fighter Groups took off from Italy for Ploie?ti, the third-most heavily defended target in Europe, after Berlin and Vienna. Instead of bombing from high altitude as had been tried by the Fifteenth Air Force, USAAF planning had determined that a dive-bombing surprise attack, beginning at about 7,000 feet (2,100 m) with bomb release at or below 3,000 feet (900 m), performed by 46 82nd Fighter Group P-38s, each carrying one 1,000-pound (500 kg) bomb, would yield more accurate results. All of 1st Fighter Group and a few aircraft in 82nd Fighter Group were to fly cover, and all fighters were to strafe targets of opportunity on the return trip; a distance of some 1,255 miles (2,020 km), including a circuitous outward route made in an attempt to achieve surprise.

Some 85–86 fighters arrived in Romania to find enemy airfields alerted, with a wide assortment of aircraft scrambling for safety. P-38s shot down several enemy including heavy fighters, transports and observation aircraft. At Ploie?ti, defense forces were fully alert, the target was concealed by smoke screen, and anti-aircraft fire was very heavy—seven Lightnings were lost to it at the target, and two more during strafing attacks on the return flight. German Bf 109 fighters from I./JG 53 and 2./JG 77 fought the Americans. One flight of 16, the 71st Fighter Squadron, was challenged by a large formation of Romanian single-seater IAR.81C fighters. The fight took place at and below 300 feet (100 m) in a narrow valley. Herbert Hatch saw two IAR 81Cs that he misidentified as Focke-Wulf Fw 190s hit the ground after taking fire from his guns, and his fellow pilots confirmed three more of his kills. However, the outnumbered 71st Fighter Squadron took more damage than it dished out, losing nine aircraft. In all, the USAAF lost 22 aircraft on the mission. The Americans claimed 23 aerial victories, though Romanian and German fighter units admitted losing only one aircraft each. Eleven enemy locomotives were strafed and left burning, and flak emplacements were destroyed, along with fuel trucks and other targets. Results of the bombing were not observed by the USAAF pilots because of the smoke. The dive-bombing mission profile was not repeated, though the 82nd Fighter Group was awarded the Presidential Unit Citation for their part.

After some disastrous raids in 1944 with B-17s escorted by P-38s and Republic P-47 Thunderbolts, Jimmy Doolittle, then head of the U.S. Eighth Air Force, went to the Royal Aircraft Establishment (RAE), Farnborough, asking for an evaluation of the various American fighters. Fleet Air Arm Captain and test pilot Eric Brown recalled:

"We had found out that the Bf 109 and the Fw 190 could fight up to a Mach of 0.75, three-quarters the speed of sound. We checked the Lightning and it couldn't fly in combat faster than 0.68. So it was useless. We told Doolittle that all it was good for was photo-reconnaissance and had to be withdrawn from escort duties. And the funny thing is that the Americans had great difficulty understanding this because the Lightning had the two top aces in the Far East."

After evaluation tests at Farnborough, the P-38 was kept in fighting service in Europe for a while longer. However, even if many of the aircraft's problems were fixed with the introduction of the P-38J, by September 1944, all but one of the Lightning groups in the Eighth Air Force had converted to the P-51 Mustang. The Eighth Air Force continued to conduct reconnaissance missions using the F-5 variant.

Pacific theater

The P-38 was used most extensively and successfully in the Pacific theater, where it proved ideally suited, combining excellent performance with very long range, and had the added reliability of two engines for long missions over water. The P-38 was used in a variety of roles, especially escorting bombers at altitudes between 18–25,000 ft (5,500–7,600 m). The P-38 was credited with destroying more Japanese aircraft than any other USAAF fighter. Freezing cockpits were not a problem at low altitude in the tropics. In fact, since there was no way to open a window while in flight as it caused buffeting by setting up turbulence through the tailplane, it was often too hot; pilots taking low altitude assignments would often fly stripped down to shorts, tennis shoes, and parachute. While the P-38 could not out-turn the A6M Zero and most other Japanese fighters when flying below 200 mph (320 km/h), its superior speed coupled with a good rate of climb meant that it could utilize energy tactics, making multiple high-speed passes at its target. Also, its focused firepower was even more deadly to lightly armored Japanese warplanes than to the Germans'. The concentrated, parallel stream of bullets allowed aerial victory at much longer distances than fighters carrying wing guns. It is therefore ironic that Dick Bong, the United States' highest-scoring World War II air ace (40 victories solely in P-38s), would fly directly at his targets to make sure he hit them (as he himself acknowledged his poor shooting ability), in some cases flying through the debris of his target (and on one occasion colliding with an enemy aircraft which was claimed as a "probable" victory). The twin Allison engines performed admirably in the Pacific.

General George C. Kenney, commander of the USAAF Fifth Air Force operating in New Guinea, could not get enough P-38s; they had become his favorite fighter in November 1942 when one squadron, the 39th Fighter Squadron of the 35th Fighter Group, joined his assorted P-39s and P-40s. The Lightnings established local air superiority with their first combat action on 27 December 1942. Kenney sent repeated requests to Arnold for more P-38s, and was rewarded with occasional shipments of them, but Europe was a higher priority in Washington. Despite their small force, Lightning pilots began to compete in racking up scores against Japanese aircraft.

On 2–4 March 1943, P-38s flew top cover for 5th Air Force and Australian bombers and attack aircraft during the Battle of the Bismarck Sea, a crushing defeat for the Japanese. Two P-38 aces from the 39th Fighter Squadron were killed on the second day of the battle: Bob Faurot and Hoyt "Curley" Eason (a veteran with five victories who had trained hundreds of pilots, including Dick Bong).

Isoroku Yamamoto

The Lightning figured in one of the most significant operations in the Pacific theater: the interception, on 18 April 1943, of Admiral Isoroku Yamamoto, the architect of Japan's naval strategy in the Pacific including the attack on Pearl Harbor. When American codebreakers found out that he was flying to Bougainville Island to conduct a front-line inspection, 16 P-38G Lightnings were sent on a long-range fighter-intercept mission, flying 435 miles (700 km) from Guadalcanal at heights from 10–50 ft (3–15 m) above the ocean to avoid detection. The Lightnings met Yamamoto's two Mitsubishi G4M "Betty" fast bomber transports and six escorting Zeros just as they arrived. The first Betty crashed in the jungle and the second ditched near the coast. Two Zeros were also claimed by the American fighters with the loss of one P-38. Japanese search parties found Yamamoto's body at the jungle crash site the next day.

Service record

The P-38's service record shows mixed results, but usually because of misinformation. The P-38's engine troubles at high altitudes only occurred with the Eighth Air Force. One reason for this was the inadequate cooling systems of the G and H models; the improved P-38 J and L had tremendous success flying out of Italy into Germany at all altitudes. Until the -J-25 variant, P-38s were easily avoided by German fighters because of the lack of dive flaps to counter compressibility in dives. German fighter pilots not wishing to fight would perform the first half of a Split S and continue into steep dives because they knew the Lightnings would be reluctant to follow.

On the positive side, having two engines was a built-in insurance policy. Many pilots made it safely back to base after having an engine failure en route or in combat. On 3 March 1944, the first Allied fighters reached Berlin on a frustrated escort mission. Lieutenant Colonel Jack Jenkins of 55FG led the group of P-38H pilots, arriving with only half his force after flak damage and engine trouble took their toll. On the way into Berlin, Jenkins reported one rough-running engine and one good one, causing him to wonder if he would ever make it back. The B-17s he was supposed to escort never showed up, having turned back at Hamburg. Jenkins and his wingman were able to drop tanks and outrun enemy fighters to return home with three good engines between them.

In the ETO, P-38s made 130,000 sorties with a loss of 1.3% overall, comparing favorably with ETO P-51s which posted a 1.1% loss, considering that the P-38s were vastly outnumbered and suffered from poorly thought-out tactics. The majority of the P-38 sorties were made in the period prior to Allied air superiority in Europe when pilots fought against a very determined and skilled enemy. Lieutenant Colonel Mark Hubbard, a vocal critic of the aircraft, rated it the third best Allied fighter in Europe. The Lightning's greatest virtues were long range, heavy payload, high speed, fast climb, and concentrated firepower. The P-38 was a formidable fighter, interceptor and attack aircraft.

In the Pacific theater, the P-38 downed over 1,800 Japanese aircraft, with more than 100 pilots becoming aces by downing five or more enemy aircraft. American fuel supplies contributed to a better engine performance and maintenance record, and range was increased with leaner mixtures. In the second half of 1944, the P-38L pilots out of Dutch New Guinea were flying 950 mi (1,530 km), fighting for 15 minutes and returning to base. Such long legs were invaluable until the P-47N and P-51D entered service.

Postwar operations

The end of the war left the USAAF with thousands of P-38s rendered obsolete by the jet age. The last P-38s in service with the United States Air Force were retired in 1949. A total of 100 late-model P-38L and F-5 Lightnings were acquired by Italy through an agreement dated April 1946. Delivered, after refurbishing, at the rate of one per month, they finally were all sent to the AMI by 1952. The Lightnings served in 4 Stormo and other units including 3 Stormo, flying reconnaissance over the Balkans, ground attack, naval cooperation and air superiority missions. Due to unfamiliarity in operating heavy fighters, old engines, and pilot errors, a large number of P-38s were lost in at least 30 accidents, many of them fatal. Despite this, many Italian pilots liked the P-38 because of its excellent visibility on the ground and stability on takeoff. The Italian P-38s were phased out in 1956; none survived the inevitable scrapyard.

Surplus P-38s were also used by other foreign air forces with 12 sold to Honduras and 15 retained by China. Six F-5s and two unarmed black two-seater P-38s were operated by the Dominican Air Force based in San Isidro Airbase, Dominican Republic in 1947. The majority of wartime Lightnings present in the continental U.S. at the end of the war were put up for sale for US$1,200 apiece; the rest were scrapped. P-38s in distant theaters of war were bulldozed into piles and abandoned or scrapped; very few avoided that fate.

The CIA "Liberation Air Force" flew one P-38M to support the 1954 Guatemalan coup d'etat. On 27 June 1954, this aircraft dropped napalm bombs that destroyed the British cargo ship SS Springfjord, which was loading Guatemalan cotton and coffee for Grace Line in Puerto San José. In 1957, five Honduran P-38s bombed and strafed a village occupied by Nicaraguan forces during a border dispute between these two countries concerning part of Gracias a Dios Department.

P-38s were popular contenders in the air races from 1946 through 1949, with brightly colored Lightnings making screaming turns around the pylons at Reno and Cleveland. Lockheed test pilot Tony LeVier was among those who bought a Lightning, choosing a P-38J model and painting it red to make it stand out as an air racer and stunt flyer. Lefty Gardner, former B-24 and B-17 pilot and associate of the Confederate Air Force, bought a mid-1944 P-38L-1-LO that had been modified into an F-5G. Gardner painted it white with red and blue trim and named it White Lightnin??'?; he reworked its turbo systems and intercoolers for optimum low-altitude performance and gave it P-38F style air intakes for better streamlining. White Lightnin??'? was severely damaged in a crash landing during an air show demonstration, and has since been bought, restored, and repainted with a brilliant chrome finish by the company that owns Red Bull. The aircraft is now located in Austria.

F-5s were bought by aerial survey companies and employed for mapping. From the 1950s on, the use of the Lightning steadily declined, and only a little more than two dozen still exist, with few still flying. One example is a P-38L owned by the Lone Star Flight Museum in Galveston, Texas, painted in the colors of Charles H. MacDonald's Putt Putt Maru. Two other examples are F-5Gs which were owned and operated by Kargl Aerial Surveys in 1946, and are now located in Chino, California at Yanks Air Museum, and in McMinnville, Oregon at Evergreen Aviation Museum.

Role Heavy fighter
National origin United States
Manufacturer Lockheed
Designer Clarence "Kelly" Johnson
First flight 27 January 1939
Introduction 1941
Retired 1965 Honduran Air Force
Primary users United States Army Air Forces
Free French Air Force
Produced 1941–45
Number built 10,037
Unit cost US$97,147 in 1944
(equivalent to $1,301,476 in 2015)
Developed into Lockheed XP-49
Lockheed XP-58


General characteristics

  • Crew: One
  • Length: 37 ft 10 in (11.53 m)
  • Wingspan: 52 ft 0 in (15.85 m)
  • Height: 9 ft 10 in (3.00 m)
  • Wing area: 327.5 ft (30.43 m)
  • Airfoil: NACA 23016 / NACA 4412
  • Empty weight: 12,780 lb (5,800 kg)
  • Loaded weight: 17,500 lb (7,940 kg)
  • Max takeoff weight: 21,600 lb (9,798 kg)
  • Powerplant: 2 x Allison V-1710-111/113 liquid-cooled turbosupercharged V-12, 1,725 hp (As certified by Lockheed and Allison Industries) (1,194 kW) each
  • Zero-lift drag coefficient: 0.0268
  • Drag area: 8.78 ft (0.82 m)
  • Aspect ratio: 8.26
Performance
  • Maximum speed: 443mph War Emergency Power-1725 hp@64inHG(28,000ft)(Courtesy of Lockheed-Martin Corp.)
    414mph on Military Power-1425hp@ 54inHG (667 km/h at 7,620 m)
  • Stall speed: 105 mph (170 km/h)
  • Range: 1,300 mi combat, over 3,300mi (5,300km) ferry (1,770 km / 3,640 km)
  • Service ceiling 44,000 ft (13,400 m)
  • Rate of climb: maximum: 4,750 ft/min (1,448 m/min)
  • Wing loading: 53.4 lb/ft (260.9 kg/m)
  • Power/mass: 0.16 hp/lb (0.27 kW/kg)
  • Turn Radius: At Eglin Field in 1942, the P-38 was said to have an "equal or tighter radius of turn from 15,000ft (4,600m) on up" against the P-51, P-40, P-47 and other aircraft. The tests were conducted with the engine power restricted, which means the P-38F that was tested was probably a bit more maneuverable. Further versions of the P-38 were even more agile, especially the P-38L. (The rate of roll was also found too slow at high speeds and medium at low speeds.)
  • Lift-to-drag ratio: 13.5

Armament

  • 1 x Hispano M2(C) 20 mm cannon with 150 rounds (2 AP, 2 tracer and 2 HE ammo belt composition) and 4 Colt-Browning MG53-2 0.50 in (12.7 mm) machine guns with 500 rounds per gun.
  • 4 M10 three-tube 4.5 in (112 mm) rocket launchers, or
  • 10 5 in (127 mm) HVARs (High Velocity Aircraft Rocket) and/or,
  • either 2 2,000 lb (907 kg) or 2 1,000 lb (454 kg), 4 500 lb (227 kg) or 4 250 lb (113 kg) bombs

End notes