P-39 Operators
Among early users of the type were the British which, with Germany pressing up against their door, were in desperation of finding legitimate fighter contenders for which to arm their fighter squadrons in place of their aged Hawker Hurricanes. P-39s in service with Britain took on the designation of "Airacobra Mk I" and, despite the shortcomings inherent in a turbosupercharger-less aircraft, were nonetheless thrown into the fray. To add to the mix, these P-39s began to show signs that the aircraft was not intended for use in the unforgiving sea-borne British Isle elements. The aircraft were prone to breakdowns and mechanical failures particularly in their landing gears. The rugged airfields of Britain were nothing in comparison to the smooth test-bed runways found in the United States. The mechanical service records of the Airacobra Mk I's got progressively worse over time and made the aircraft a much-hated breed on the island. To add insult to injury, it was soon found that dangerous fumes were being pumped into the cockpit after the firing of the 37mm cannon, fume levels deadly enough to kill a man. As a result, orders were issued that all RAF pilots use their oxygen masks from the point of engine ignition to the point of engine shutoff for their own safety. Whatever surplus P-39s on order the Brits had, they gladly passed them on to the hard-pressed forces of the Soviet Union (eventually to receive P-39N and P-39Q models in quantity by war's end). Any remaining P-39s after that were returned to America which, in turn, shipped them off for use to Australia (these as the P-400) - another hard-pressed nation at war or under threat.
The Russians found particular favor with the P-39 as a close-air support fighter. It proved to be quite a stable gunnery platform and the 37mm cannon was enough to give German soft armor a run for its money. Being that all of the powerful armament was basically concentrated in the nose section, this allowed for relatively easy targeting of slow-moving enemy ground units. This also provided for a very effective recoil-absorbing airframe to further the aircraft's inherent capabilities. It got to the point that some Russian P-39N and P-38Q models deleted all wing armament altogether to have concentrated firepower in the nose. In any case, the Airacobra proved its worth as a fighting platform via Lend-Lease, though still - in some respects - they remained outmoded by the German fighter offerings on the whole.
France initially ordered the P-39 early in the war but was forced to delay delivery of these units due to the country's capitulation to the German invasion. However, they would be one of the last operators of the machine by war's end and for a time afterwards. The P-39 would also be fielded in limited quantities by Allied Italian forces for a time but did little to show for their Airacobra use. Portugal interned some eighteen wayward P-39s that landed on their soil, ultimately applying payment to the United States for these captured systems at the end of the war. Regardless, the nation was glad to add some modern fighters to its stable. The Royal Australian Air Force received a mix of D- and F-models pending the Japanese invasion of the Australian mainland. These were returned to the United States when the threat officially subsided.
The P-39 as a Dogfighter
Not to say that the P-39 was a completely useless dogfighting platform - it should be noted that the aircraft could provide a fair fight in the hands of a skilled pilot knowing the limitations of his system. If the Airacobra could drag an opponent down below 10,000 feet, it stood a definitive chance to overtake an enemy through ingenuity and firepower (controlled friendly war games with even the fabled Vought F4U Corsairs showed this to be true). Performance-wise, however, the P-39 was devoid of any truly exceptional qualities when compared to the fighter types that were purpose-built for the role including the heavy Republic P-47 Thunderbolts.
However, the P-39 made many-an ace for the Soviet Air Force where air-to-air battles along the East Front typically unfolded under the optimal 10,000 feet ceiling limit of the Airacobra. Aleksandr Ivanovich Pokryshkin, the third highest scoring Allied ace, earned 60 Luftwaffe victims flying in his P-39. Similarly, Grigori Rechkalov - the second top scoring Soviet ace - earned 44 such victories piloting a P-39. Initial P-39 deliveries to the Soviet Union arrived with the British-selected 20mm Hispano-Suiza nose cannon while later models came with the more potent American-endorsed M4 37mm cannon - the latter adjustment making quite a difference. It is of note here that the United States did not deliver the M80 AP round for these autocannons through Lend-Lease. In their place came 1.2 million rounds of M54 HE rounds, proving useful for air and soft ground targets. As such, the Soviet P-39s were not used in the dedicated "tank-busting" role.
American P-39s in Europe
The USAAF fielded the P-39s in limited force across European operations. The 31st Fighter Group was set up and comprised of the 307th, 308th and 309th Fighter Squadrons. These men and their mounts arrived in England in July of 1942. Seeing prompt action, the Airacobra proved no match for the Luftwaffe. In one such fighter sweep, six of the twelve P-39s were lost to enemy action. It was not long after that the USAAF pulled the Airacobra form the theater, replacing the 31st Fighter Group P-39s with tried-and-true Supermarine Spitfires. Still, P-39s saw combat actions in support of the Operation Torch landings over North Africa and then over Italy. These primarily flew under the 10,000-foot ceiling limit, used in the close-support role and escorted by fighters. No German column, troop concentration or supply depots were safe.
P-39s in the Canal Zone
The P-39 was set into service in the Panama Canal zone under fear that the area was ripe for an attack from either ocean from Japanese or German submarine groups.
P-39s in the Pacific
After the surprise attack on Pearl Harbor (December 7th, 1941) the P-39 was pushed into the Pacific Theater of War and saw its first recorded combat with the 8th Pursuit Group. This occurred with the crews being short of spare parts and even shorter mechanical know-how. Following the initial P-39C and P-39D models were the P-39F and P-39G model series sporting an Aeroproducts-brand propeller system. Several more variations ensued for the type but most revolved around differing engines. P-39s (and her crews for that matter) were subjected to the harsh tropical environment that was the Pacific region
The Airacobra aircrews and ground crews surely showed their mettle in multiple combat actions basically doing much with a relatively limited set. It became evermore apparent that the P-39 in the Pacific Theater would soon need to be addressed and was - for the most part - properly done so with the addition of the Lockheed P-38 Lightnings delivered en masse to the region. Over the vast open spaces of the Pacific, the little P-39 was soon found to lack the needed range of a protracted island-hopping conflict so its replacement was warranted. The environment proved a nightmare for maintenance and reliability of the mechanical components as well. The Airacobra crews fought on, however, with their beautiful little ugly machines and played a key role in the protection of Australia from Japanese invasion, defending Port Moresby with a certain level of ferocity.
P-39s Across the Aleutians
Japan mounted an invasion across the Aleutian island chain off of Alaska in an effort to setup submarine replenishment points for actions in the Northeast Pacific. P-39s were thrown into the fray and mounted a valiant and pivotal defense against imposing odds. The weather in the region played poorly on the hapless American pilots, forced to wear layers of clothing and contend with the P-39s ill-suited cabin heaters. Mechanical issues were plenty and poor weather resulted in many accidents. When opportunity presented itself, however, these airmen and their P-39 mounts rained hell on the Japanese that were attempting to establish a foothold on the island chain. Targets of opportunity became flying boats, shipping vessels, airfields and depots. In all, 20 enemy aircraft were destroyed for the loss of just one P-39.
Conclusion
In the end, the P-39 was very much of what was not intended for the design. It lacked true fighter performance thanks to the US Army decision to take out the turbosupercharger and fit in a lower-rated Allison. The aircraft was specifically and primarily constructed for the role of a high-performance fighter but much of this was lost when the system was relegated to the close-air support role. The primary 37mm armament was the systems true saving grace as the down-graded wing machine guns did not match well against contemporary aircraft mounting multiple heavy caliber systems with a combination of cannon.
And a fighter design intended to be the American answer, she essentially became nothing more than a temporary solution for air forces around the globe. The landing gear issues and general mechanical reliability did not endear the system to most though the aircraft was still well-regarded for those pilots that saw beyond her deficiencies. In the end, the Airacobra was a snake that truly lacked a poisonous bite in her intended role but seemed to make for it in other ways - internally and externally. In any case, the P-39 is regarded as a modest success in most circles but only her pilots know her true value.
Some 9,584 P-39 examples were produced during her tenure at the cost of $50,666 dollars per unit in 1944 money. Production ran from 1940 to May of 1944. Formal introduction of the series began in 1941.
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