P=39 ASTOCOOTG Arbor fusiotals PECmbOOnstbsPublished in Poland in 2003 by STRATUS Artur Juszezak, PO. Box 123, 27-600 Sandomierz. 1, Poland e-mail: arturj@mmpbooks.biz, for Mushroom Model Publications, 36 Ver Road, Redbourn, AL3 7PE, UR. : rogerw @ waitrose.com e-mail © 2003 Mushroom Model Publications. hitp:/wwwanmpbooks.biz All rights reserved. Apart from any fair dealing for the purpose of private study, research, criticism or review, as permitted under the Copyright, Design and Patents Act, 1988, no part of this publica- tion may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, electrical, chemical, mechanical, optical, photocopying, recording or otherwise, without prior written permission, All enquiries should be addressed to the publisher. ISBN 83-916327-9-2 Editor in chief Roger Wallsgrove Acknowledgements The authors would like to thank: Editors James Kightly Arthur Lochte, Mikael Orlog, Robert Peczkowski Tomasz J. Kopatiski, Robert Zaborski and Preemystaw Skulski for their help Page design by Artur Juszezak in providing photos and information on P-39. Robert Peczkowski Cover Layout Artur Juszezak DIP Robert Peczkowski Artur Juszezak Translation jtek Matusiak Proofreading Roger Wallsgrove James Kightly Colour Drawings Artur Juszezal Scale plans Marek Ry Printed by: Drukarnia Diecezjaina ul. Zeromskiego 4 27-600 Sandomierz PRINTED IN POLAND.Table of cornbenss Development map. Introduction P-39 Versions... Bell YP-39 .... Bell P-39C... Bell P-39C Airacobra I for the R Bell P-39D-1& D-2 Reconnaissance versions... Bell XP-39B. Bell P-29F., ma Bell P-39F Scale plans... Bel Pes saison Bell P-39G/H.. Bell P-39K,, Bell P-391 Bell P-39M .. Bell P-39N.... Bell P-39Q... Bell P-39Q scale plans. s Soviet Improvements and operating instructions... Characteristics Janene List of Soviet P-39 Aces Details... Fuselage, Cockpit Wing .. Engine. Tail Undercarriage .. 101 104 105 Armament Bibliography . Colour profiles P-39 Airacobra 3‘Versions, x29 ‘XP-30B ] (Model 4) > (Mode! 12) XFL an) (Model 5} — (Modal 12), Sm on oe em T XPS9E I a can — __ | aS paps = Seer | ¥ =e} == || (=H _ 2 ee | P39) E P3296 P3902 ‘TR3OF (Model 158) (Mode! 26) (Model 144) PSDKD P29 4 (ede! 264) (Medel 268) a {(Nede! 268) Ps9M2 Paola (Model 260) (Medel 268) ~ Pa9N3 P2900 a4 (Model26n — f*—— ‘Mode! 26°) = P39N2 PagN Meodei2en | (doa! 2603, + aye a P2aNe 39020 P39 022 |___ Medel 280) (Model 260-201 (Mode! 266-20} pava2 P2904 ~~ p39 021 (Modei26) (Medel 26) (Model 260.201, Lo pal Pa906 1 Pas08 ] pa9025 | (Model 2605) ~|___ Model2eas) | | (Model 260-25) ¥ ¥ 39011 P3910, 39030 (Model 26010 =] (Model 260-10) (Model 26020) | he = ze 4 P.39-AiracobraVessions Jyssroaasosions he XP-39 Aitacobra prototype was rolled out at Wright Field on 6 April 1939. Te the aeroplane was designed around the new 37-mm Okismobile cannon, and this was the second project from Bell to use this weapon, Initially it ‘vas assumed thatthe cannon would be located aft of the engine (this being positioned conventionally, atthe front) with the cockpit as far aft as possible, Though Bell Aircraft had only been founded 4 years earlier, they were to comer the innovative niche of the American fighter market, as exemplified by the XFM-1 Airacuda; P-39 Airacobra and -63 Kingcobra; XFL-I Airabonita; P-59 Airacomet and XP-77: all types with at least one, and often more, unique features Bell's chief designer, Robert Woods, opted for the concept to locate the engine in the centre, so thatthe nose portion of the aeroplane was available forthe very powerful (by the standards of the time) armament. It should be noted, however, that such a posi- tion for the engine was not an entirely original idea, This concept had been tested by Koolhoven in the Netherlands, and Westlands in England, albeit without success, due to ‘an insufficiently powerful engine and poor technology. However the idea ofthe centrally mounted engine also allowed a tricycle undercarriage, something gaining popularity in the USA. In the ease ofthe Airacobra, this position required a 3m long shat and gearing to pass under the pilot from the engine tothe propeller. Inhis design, Wood used the new 1,150 hp Allison V-1710 engine with the new B-S supercharger. Fitting the supercharger would allow the aeroplane to achieve performance at high altitudes, Maximum power output would be achieved at 20,000 feet, asit wasin the XP-38. These plans were realised when on 6 April the XP-39 reach a speed of 390 mph. During subsequent tests it even approached 400 mph (398). The fighter also displayed an excellent rate of climb: 20,000 feet in 5 mimutes! ‘Thus this unusual looking litle plane caused quite a stir in aviation circles. No aeroplane in Europe was able to match this performance, None other was ready for produetion, either. It has to be stressed, though, that the XP-39 was unarmed, it had no armour, and no self-sealing XP-39 at Wright Field. tanks (in fact these later two items were not required by the USAAC). via A. Lochte P-39 Airacobra 5Versions, 6 P-39 Airacobra Unfortunately, although excellent in performance, the aeroplane was not without flaws, The small fin led to problems with longitudinal stability. In common with many aieraft designed at this period, Woods ad also selected an airfoil section which turned cut to be not best suited tothe higher end of the aircraft's speed envelope. These prob- lems could be cuted, though, and in fact the fin was later reshaped, becoming more Tike those in the P-36/P-40, However, the aitfoil was not changed until the advent ofthe P-63 Kingeobra, that aeroplane having a laminar flow wing. Alter factory tests the XP-39 was handed over to engineers at Wright Field, and they modified the aeroplane. Atthe time when the aeroplane was undergoing tests the AAF favoured "streamlined forms” as the way of improving an aeroplane's performance, quite logically, considering the relatively low power outputs of the engines of 1930s. Wright Field considered that reducing the frontal drag would lead to. substantial improvement in performance. How- ever, they went (oo farin the case of the XP-39. The NACA engineers decided that the Bell turbo supercharger air intakes caused too much drag, and had to be removed. Additionally, the cockpit was lowered, the wing was clipped by 2ft, and the fuselage stretched by | fi Aless powerful Allison engine witha single-stage mechanical supercharger replaced the turbo-supercharged engine. This deprived the aeroplane ofits original advantage, the excellent high altitude performance, though the low level manoeuvrability was enhanced, Moreover, these changes shifted the centre of gravity forward, further reducing the already Jow stability of the aeroplane. Thus, the Wright Field expert, in ther attempts to improve the aeroplane, actually subtracted several of its original advantages. Larry Bell and Robert Wood were not happy with these “improvements”, but could not afford a fight to retain the aeroplane in its original form. Bell Aireraft was on the edge of bankruptcy. With only 15 aircraft to sell, Bell was in debt, Neither Bell nor ‘Woods wanted to lose the order forthe new aeroplane. In order to maintain the financial stability of the company, they accepted all the suggested changes. As America needed a relatively good aeroplane quickly, (with war looking imminent) this was convenient for everybody Bell obtained P-39 orders from France, receiving USS 2 million in advance and $LImillion more on delivery. Later that same year (1940) Bell received an order for 1,000 P-39C and P-39D aircraft from the USAAF. These versions were fitted with armour and self-seating tanks, which degraded the performance even further. Without ‘the turbo-supercharger, just with the mechanical two-stage supercharger, the Airacobra ‘was an average aeroplane, unable to beat modem fighters above: 10,000 ft. It has to be stressed thatthe early versions of the Allison V-1170 engine without turbo-supercharger ere significantly less powerful than the engine of the prototype XP-39, and the RAF received an aircraft weighing over a ton more and witha less effective engine than the machine that gave the statistics Bell had provided to the British. ‘The aeroplane was allegedly so difficult to control that it was said to enter flat spin f the pilot yawed the machine. Many other stores about its aerobatic handling were swapped in pilot’s tents in the early dark days of WWII, and a lack of confidence in their equipment, as well as the revolutionary and overwhelming superiority of the Japanese certainly contributed to this lack of trust. However, with hindsight it is pos- sible to say that the concentration of weight about the aircraft's ¢ of g gave excellentmanoeuvrability, but changes to this weight (for instance, fring of all the heavy cannon ammunition) would affect that handling, Furthermore, the 37mm Colt Md cannon would often jam after a few rounds were fired. The 0.50 in, and 0.30 in. Browning guns were not sufficient firepower in 1942, And even worse, the British pointed out that gun fumes (including lethal carbon-monoxide) collected in the cockpit, and that a burst from all ‘weapons would throw off the magnetic compass reading, Not surprisingly, some British pilots refused to fly the aeroplane, and one of them even said thatthe aeroplane was more dangerous to the RAF than the Luftwaffe, These opinions would follow the aeroplane throughout its service The RAF admitted thatthe Airacobra was equal in performance to the BF 109E low down, butby then they needed an aeroplane able to cope with the latest Luftwatfe fighters at much higher altitudes. On the other hand, ithas been stated that the problems 601 Sqn had with the type were more to do with it's unconventional layout, a lack of appropriate induction to the unit, and teething problems which were not addressed properly because it was a foreign design Since the Russians were quite satisfied with the aeroplane’s performance, or per- haps their need of fighter aircraft was bigger than the shortcomings of the Airacobra, 4 large proportion of the P-39 was despatched there. It is worth noting, too, that most air combat on the Eastern Front took part at altitudes below 20,000 ft. One should also axlmit the skills ofthe Soviet pilots who used these aircraft very effectively against the Luftwaffe, As will be seen later, the Soviets also modified their P-39s to improve thei combat effectiveness. ‘The P-39 was also used in North Aftica and Italy by units of the USAAF and other countries, including the Free French and Italians, ‘The Airacobra was also used in the Pacific, as described in many press articles and books. However, tis service can be summed up briefly: the “Iron Dog” was replaced with other aircraft as quickly as possible. Bom into a rapidly changing ait warfare environment, the P-39 never really caught up with the changes of requirement resulting from the urgent lessons the US air arm and the RAF were being forced to learn. Coupled with some unusual stability effects caused by the engine being over the c of g, this caused the type to gain a reputation as ‘dangerous’ machine, No less a test pilot that Capt, Eric ‘Winkle’ Brown stated: “I did ‘manage to persuade our engineers to let me have a farewell flight in 28 March [1946}, ‘when I had a super fifty minute session of aerobatics over Famborough to show the old lady stil had a kick in her.” And this was in a machine a Bell test pilot had eondemmed as ‘clapped out."! Coupled with a lack of recognition of the importance of designed-in armour, self-sealing fuel tanks and properly installed armament, the Bell fighters were never to gain popularity in the west. In conclusion, the P-39 was a relative because of errors by both the engineers and the establishment of the USAR. The latter were the same people who did not allow Merlin engines to be fitted in early P-38 aiscraft Had the USAAC (Air Corps) not ordered removal of the turbo-supercharger from the XP-39, the USA could have entered the war with a formidable fighter aeroplane. The later P-63 showed just how good the concept could be, yet by the time it appeared it ‘was tarred with the same brush as the P-39 and saw nto USAAF service ~ to the benefit of the V-VS, who took almost all the production! failure Versions P39 Airacobra 7‘Versions VeRSKONS ¥P-39 with redesigned cooler. via A. Lochte YP-89 Minaaobre ‘The USAAC was satisfied that the low-altitude performance of the P-39 vas sufficient, and that high altitude use was not going to be a requirement, and therefore directed that the twelve YP-39s be completed without turbo- superchargers. ‘ ‘The first YP-39 (serial no 40-027) was flown on 13 September, 1940 with the 1090 hp V-1710-37 (ES) engine driving a Curtiss Electric propel- ler, The first few YP-39s were initially flown without armament, but next ‘machines were fitted with a 37mm cannon with 15 rounds, a two of 0.50” ‘machine guns with 200 rounds per gun, and two 0.30” machine guns with 500 rounds per gun. An armor protection was provided forthe pilot. Empty and normal loaded weights rose to 5042 pounds and 7000 pounds, respectively. ‘The performance of the YP-39 dropped to a maximum speed of 368 mph at 15,000 feet. An altitude of 20,000 feet could be attained in 7.3 minutes. Service ceiling was 33,300 feet. ‘The thirteen YP-39s (40-027~40.039) were delivered between 6 Septem- ber and 16 December 1940. They were used only for evaluation and tests 8 P-39 AiracobraVersions PRELC Minaaaine The USAAC was gen- erally pleased with the Aira- | P-39C at Buffalo, via A Lochte cobra, and an initial order for 80 production aircraft (Bell Model 13) was issued on 10 August 1939 under Contract ACI3383. The USAAC firstly allo- cated the new designation of P-45 to these machines, even though they were almost iden- tical to the YP-39 test aircraft. However, in the political climate of 1940, it was impossible for the USAAC to order any now aircraft, but it could order more examples of an already-existing model and the designation of the Airacobra was changed to P-39C before the delivery of the first aircraft The first P-39C (Ser No 40-2971) flew in January of 1941. The P-39C was identical to the YP-39, with the exception of the engine, which was a 1150 hp Allison V-1710-35 (F4), The Army discovered almost immediately that the P-39C was not combat ready, since ithas no armorand self-scaling tanks. Because of that, only twenty Airacobras were completed to C-standards - serial numbers 40-2971~40-2990, On September 14, 1940 the initial order for 80 P-39Cs was amended to provide for self- sealing fuel tanks, The remaining 60 planes of the order (serial numbers 40-2991~40-3050) were completed to this standard and were redesignated as P-39Ds. ‘The P-39C was powered by a 1150 hp Allison V-1710-35 engine. Armament was one 37mm cannon, two 0.50-inch and two 0.30-inch machine guns, all in the nose Serials were 40-2971~40-3050, P-39C 1/72 scale plan P-39 Airacobra 9P-39C 1/72 scale plans 10 P.39 Airacobra‘Versions. BOW PREQD Aliraoobia On 13 September 1940, 394 P-39Ds (Model 15) were ordered. Itwas the first Airacobra which could be considered as being combat-ready. ‘The P-39D differed from the P-39C mostly in having a better armament. It had four wing-mounted 0.30-inch | machine guns with 1000 rpg, two fuselage - mounted 0.50-inch machine guns with 200 rounds per gun, plus the 37-mm cannon (with increased ammuni- tion capacity of 30 rounds). Bulletproof ‘windshield panels were added, and some armour protection for the pilot. Also self-sealing fuel tanks were introduced, which reduced internal fuel capacity from 141.5 Imp. gall. to 100 Imp. gall. P-400 of 33%h FS, A724 Imp. gall drop tank carried on a rack fitted underneath the fuselage. 347th FG. Also a 300 Ib or 600 pound bomb could be carried. via P, Skulski A different 10 ft 5-inch Curtiss Blectric propeller was fitted. Additionally the fuselage length was increased to 30 feet 2 inches, and ‘small dorsal strake was added just ahead of the fin. The D model also differed from all other Airacobra variants in having a slightly smaller wing area of 213 square feet. ‘The bulletproof windshield and armour protection added 245 pounds to the weight of the aircraft. Serials of P-39D: 40-2991~40-3050 60 aircraft (converted P-39C) 41-6722~41-7115, 394 aircraft P-39D 1/72 seale plan, a LS < LES et 12 P-39 AiracobraVersions Atraoabna ! for Wee FAR POO Export version of the Airacobra was known as the Bell Model 14. It was powered by a 1150 hp Allison V-1710-35 (E4) engine which had twelve exhaust stacks on each side, France was sufficiently interested to order 200 Model 14s on 8 October 1939, In 1940, the British were desperate for combat aircraft and were willing to consider just about anything that had wings. Consequently, when Bell submitted specifications to the British Direct Purchase Commission for a fighter with a top speed of 400 mph, a ceiling of 36,000 feet, and a range of 1000 miles, the Commission jumped in and ordered 675 Bell Model 14s sight unseen on 13 April 1940. P-400 with a ferry tank The RAF model was at first named Caribou, but later the American in England circa 1943 name of Airacobra was adopted. The British Airacobra was identical to the Aircraft, probably being American P-39D, but the 37-mm cannon was replaced with the faster-firing prepared for USAAF use in and more reliable Hispano 20-mm cannon with 60 rounds. Two 0,50-inch Africa, via P. Skulski P-39 Airacobra 13Versions machine guns were mounted in the fuselage, and four 0.303-inch machine guns were mounted in the wings. ‘The Airacobra I was powered by an Allison V-1710-35 (E4) twelve- cylinder V in-line engine rated at 1150 hp for takeoff Back to the USA ‘After Pearl Harbor, the USA found itself in desperate need of aircraft, Nearly 200 of the British direct-purchase Airacobras still in the USA were promptly requisitioned by the USAC, Although they were similar to the USAAC's P-39Ds, they were not identical and were known by the USAAC under the non-standard designation of P-400, The USAAC P-400s retained their original British serial numbers and their three-colour camouflage paint. Most of these planes were used for training purposes, but some of them were rushed to the Southwest Pacific in an attempt to stem the Japanese advance. 179 of the Airacobras sent to Britain were re-aequired by the USAAF and were sent to North Africa to join the Twelfth Air Force, ‘The British serials of the Airacobras were AHS70~AH739 (170 planes), AP264~AP384 (121 planes), BW100-BW183 (84 planes), and BX135~BX434 (300 planes), 212 were sent to USSR (54 of them were lost in transport) P-400 of 67th Pursuit Squadron, USAAF, Sep- tember 1942 at Henderson Field, Gualdacanal. via A. Lochte 14 P-39 AiracobraVersions Airacobra I produced for RAF, with 6 stub exhaust. 1/72 scale plan. P-39C, serial DS173 (ex 40-2981) one of the 3 Lend-Lease aircraft sent to the RAF. This Airacobra was used in the evaluation programme. Stratus coll. P-39 Airacobra 15Ex RAF P-39D-1 sent to Russia. Aircrafi of 19 GIAP. Personal aircraft of lt. W. W. Gabriniec, spring 1942 Stratus coll. P-BQDA & DE Aiaoahie P-39 D-1 Further P-39D versions were ordered specifically for delivery under Lend-Lease. They were produced in two batches - P-39D-1-BE and P-39D- 2BE. 150 P-39D-1-BEs were ordered on 11 June, 1941 under contract AC 32. 185 more were ordered on 17 September 1941 under Contract AC 156. The P-39D-1-BE (Bell Model 14) was powered by an Allison V-1710- 35 engine. Like the P-400, the P-39D-1 was armed with a 20-mm MI cannon rather than the 37mm Oldsmobile cannon, but the four 0.303-inch wing guns ofthe P-400 were replaced by 0.30-in guns. The two fuselage-mounted 0.50- inch machine guns were retained. A total of 336 P-39D-Is were buill Serials 41-28257-28406 41-38220~38404 41-38563 16 P-39 AiracobraVursions P-39 D-2 158 aircraft on the Lend-Lease order were produced as P-39D-2-BE (Model 14A-1). These were assembled under contract AC 156 placed on 1 June 1941, The P-39D-2 were powered by the uprated 1325 hp V-1710-63 (E6) engine and had a 2:1 reduction gear. Aircraft was equipped with the 37- mm nose cannon, It was otherwise identical to the P-39D-1. The P-39D-2-BE. could carry the 145 US gallon drop tank underneath the fuselay Most of these planes were originally intended for the United Kingdom. However, the Royal Air Foree had rejected the Airacobra as a combat type, and most of these planes were delivered to the Soviet Union instead. Not all of the P-39D-1 and D-2 aircraft were delivered to the Soviet Union. Several dozen were taken on charge by USAAC squadrons and were flown in combat. Serials: 41-38405-41-38562 108 of all P-39 D-1 & D-2 were sent to USSR P-39 D-I in flight. via A. Lochte Two cameras located in the lower aft part of the fuse- lage just behind the trailing edge of the wings. Used in all reconnaissance versions of the P-39. Stratus coll P-39 Airacobra 17Version: Cockpit of P-39D version. via A. Lochte Reconnaissance version 26 P-39D aircraft were modified to P-39D-3 reconnaissance: configuration. ‘These aircraft had K-24 and K-25 cameras mounted in the rear of the fuselage. Extra armour was added to protect oil and glycol coolers from ground fire, P-39D-3 serials 40-3025, 41-6767, 6773, 6780, 6791, 6818, 6965, 6985, 6990, 7002, 7011, 7012, 7025, 7027, 7031, 7035, 7040, 7061, 7062, 7065, 7068, 7073, 7075, 7094,7 097 ‘The P-39D-4-BE was the di modifications of the P-39-1-BE, P-39D-4 serials: 41-2828, 38340, 28367, 28370, 28375, 28400, 28402, 38296, 38301, 38315. ignation was given to 11 reconnaissance 18 P-39 AiracobraVeasions P19 “Camera installation in radio bay hatch. This installation was commonly used in reconnaissance aircraft of 71st Tactical Reconnaissance group. P.39Q-5 (42-19975) Afier this modification the aircraft was redesignated P-390-6, Stratus coll Above: P-39D-1 scale plan. Below: P-39D-2 scale plan. P39 Airacobra 19Versions MPABIB Ainaaaine On 10 April 1941, two P-39Ds were ordered to be modified and flight tested under contract ACI8373 as flying testbeds for the experimental Con- tinental V-1430-1 supercharged inverted-Vee engine that was expected to deliver 2100 hp. These aircraft were assigned the designation XP-39E. The company designation was Model 23. A third machine was later added to the order as a non-flying static test example, Because the Continental engine was not yet ready when the XP-39E ait- frames were completed, the 1325 hp Allison V-1710-47 engine was installed in its place. To receive better high-altitude performance, the V-1710-47 engine was equipped with a two-stage supercharger and an Aeroproducts propeller Serials: 41-19501~19502 41-71464 P-EDP Airaoolna The next version of the Airacobra was the P-39F (Bell Model 15B). It ‘was almost identical to the P-39D, but had an Aeroproducts hydraulic con- P.39 F (41-7341) of stant-speed, because the Curtiss-Electric propellers could not be delivered unknown unit in sufficient quantities. The F also differed externally from the D in having via. P. Skulski twelve exhaust stacks on each side of the fuselage rather than six. 20° P-39 AiracobraVersions, Initial orders, placed on September 13, 1940 under contract AC 15675, were for 229 aircraft. ‘The last 25 P-30Fs were fitted with the 1100 hp V-1710-59 engine with automatic boost control and were redesignated P-39J. Serials were 4l- 7043~7056 and 41-7059~7079. (See P-39J) Serial 41-T116~41-7344, Bell P-39F-1 Airacobra 27 Fs were modified in the field to become P-39F-2s (recce, ground sup- port standard) with the addition of belly armour and the fitting of cameras to the rear fuselage, similar to the D-3. Serials of aircraft modified as P-39F-2: (41-} 7123, 7177, 7182, 7183, 7226, 7230, 7248, 7266, 7270, 7271, 7272, 7278, 7294, 7295, 7299, 7302, 7303, 7305, 7309, 7310, 7312, 7318, 7325, 7326, 7332, 7334, 7339. Itis known that a single P-39F was experimentally modified as a trainer with a second cockpit ahead of the original one. All armament was removed, and dual controls were fitted. The designation given to this aireraft was, TP-30R, P-39F 1/72 seale plan. P-39 Airacobra 21P-39F 1/72 seale plans. 22 P-39 AiracobraVursions P-39F 1/72 scale plans. P-39 Airacobra 23Versions, P-BY) Airaaabne The remaining 25 aircraft on the P-39F order were delivered as P-39Js. ‘They had a different engine, the 1100 hp V-1710-59 (E12) with an automatic ‘manifold pressure regulator. Serials 41-7053~41-7056, 42-7059~41-7079, P-39J 1/72 scale plan. P-ELGAH Aigo be 1800 of the P-39G (Bell Model 26) were ordered on 21 August 1941 Serials were 42-4244~42-5043 and 42-8727~42-9726. These aircraft were originally intended to be identical to the P-39D-2 except for the new Acroproducts propeller. However, the P-39G underwent several modifications during the contract stage, leading to different suffix let- ters being applied as production progressed, and none was actually delivered with the “G” suffix letter Bal PE Ainaaabra ‘The firs of the redesignated P-39Gs were the P-39K-1-BE production lot (Model 264). They differed from the P-39D-2 in being powered by a 1325 bhp V-1710-63 (E56) engine with an Aeroproclucts propeller. 210 aircraft were ordered on 25 August 1941. The armament was the same us that of the P-39D, but the aircraft weighed 800 pounds more. Also a small vents were added each side of the nose. 24° P-39 AiracobraVersions Six P-39Ks were converted to ground attack/photo reconnaissance con- figuration as P-39K-2-BE. Serials were 42-4244, 42-47273, 42-4352, 42-4387, 42-4433, 42-4437. ‘One P-39K was converted to P-39K-5-BE with a V-1710-85 (E19) engine as the prototype for the P-39N Serials of P-39K Airacobra: 42-4244~42-4453, P-39K with “Bazooka” 40 were sent to USSR launchers, 1/72 scale plan. Photo of P-39K with “Bazooka” launchers. Note the redesigned nose wheel with low-profile tyre to reduce drag during take off. This wheel was introduced on P-39L, but was retrofitted to older versions too. via P. Skulski P-39 Airacobra 25Vinsions P-39L 1/72 seale plan. P-EDD Aiaoadne ‘The second set of redesignated P-39Gs were the 250 P-39Ls. ‘They wete powered by the 1325 hp Allison V-1710-63 engine. It differed from the K in reverting to the Curtiss Blectric propeller. A new nosewheel of different design was fitted, which offered less drag at takeoff. The tyre had a low-profile, smooth contour. Provision was made for the fitting of rocket rails under the wings. Eleven were modified for photoreconnaissance under the designation P-39L-2-BE, The serials of these planes »-re 42-4457, 42-4461, 42-4462, 42-4465, 42-4466, 42-4470, 42-4471, 42-1476, 42-4489, 42-4553, and 42-4630. Serials of P-39L 42-4454~42-4703 137 were sent to USSR P-39L,(42-4558)of 93rd FG in Tunisia July, 1943. Note that aircraft still has older style nose wheel. Aircraft in non standard camouflage, but with many additions: overpainied code letters by added insignia bars. See also colour profile at page 118. via A. Lochte 26° P-39 AiracobraPEL Alinaaa ne ‘The third series of redesignated P-39Gs was the 240 P-39M-1-BE (Model 26D), which were ordered on 25 August 1941. P-39Ms were equipped with an 11 foot 1 inch diameter Aeroproducts propeller, They also had a new engine, the V-1710-67 (E8). This powerplant developed 1200 hp for takeoff and 1125 hp at 15,500 feet. A total of 240 P-39Ms were built. Some M-1s were fitted with the V-1710-83 (E18) engine, either as a ret- rofit or a change midway along the production line. Eight P-39Ms wer as the P-39M-2-BI Serials were 42-4704~42-4706, 42-4710, 42-4712, 42-4751, 42-4795,42- 4824. Serials of P-39M-1: 42-4704~42-4943 157 of them were sent USSR converted for the photographic reconnaissance role Versions P-39M scale plan. P-39M in Soviet markings. via T. Kopariski P-39 Airacobra 27Versions Cockpit of P-39M version, Note that 50 machine guns have been removed, Stratus coll Below: Cockpit of P-39M with switch panel 10 control cameras, Panel is located below and just aft of the rroitle quadrant on the left side of the cockpit, almost on the floor. Stratus coll P-39M of unknown unit via A, Lochie 28 P-39 AiracobraVersions P-EEN Aliaaaina The first Airacobra model to be produced in really large numbers was the P-39N (Bell Model 26C and F), 2095 examples being built. The first 1100 P-39Ns were part of that order for P-39Gs which had been distributed among P-39Ks, Ls, and Ms, but the rest - 995 Ns were new orders. All P-39Ns were powered by the V-1710-85 (E19) enigine rated at 1200 hp for takeoff and 1115 hp at 15,500 feet. The engine had a different propel- lerreduction gear ratio and an Aeroproducts propeller in place of the Curtiss Electric. Afier completion of the first 166 P-39Ns, the USAAP ordered that four fuel cells be removed in order to reduce the internal fuel capacity from 120 to 87 US gallons, and so to reduce the maximum permissible gross weight from 9100 Ibs to 8750 Ibs. The first 166 P-39Ns were fitted with an Aeroproducts propeller having a diameter of 10 feet 4 inches. Beginning with the 167th P-39N, the Aero- products propeller was enlarged to 11 feet 7 inches. The 500 P-39Ns were followed by 900 P-39N-Is (Model 26C). These differed only in some minor internal changes, which altered the location of the centre of gravity. The last Ns were the 695 P-39N-5s (Model 26C-5). They differed from earlier Ns in having the total weight of armour reduced from 231 to 193. P-39 N-5-BE of unknown pounds. A curved armour head plate was exchanged for the bulletproof glass unit behind the pilot. An SCR-695 radio and a new oxygen system were fitted. via P. Skulski P-39 Airacobra 29Versions 35 P-39Ns converted to P-39N-3-BE, 128 P-39N-1-BEs converted to P-39N-2-BE, and 84 P-39N-5-BEs to P-39N-6-BE as ground support, recee version. An order for 205 additional P-39Ns was cancelled. ‘The serials of the P-39s were as follows: 42-4944~42-5043 Bell P-39N-BE originally part of P-39G order. _| 100 42-8727-42-9126 Bell P-39N-BE originally part of P-39G order. _| 400 42-8808~42- 8842 | Converted to P-39N-3-BE 42.9127-42-9726 Bell P-39N-1-BE originally part of P-39G order. | 600 9141,9145, 9148,9150,9152,9211,9255,9416,9615,967 | Converted to P-39N-2. 79691-9712, 9714-9724,9126 | 42-18246~42- 18545 Bell P-39N-1-BE 300_| 18276-18285, 8287~18296,18298~18300, 18302-1830 | Converted to P-39N-2 5,18310, 18327,18466,18485~18546 42-18546~42-19240 Bell P-39N-5-BE 695 18676-18681 ,18712~18725,18768, 18818, 18829,18831 | Converted to P-39N-6. ,18841,18857,18870,18876~18879, 18881, 1888218884 418887, 18889~18896,18899~18907,18909~18921, 189 23~18925, 18927~18933,18935~18941,18947,19043 42-19241-42-19445 Cancelled contract for Bell P-39N Airacobra 1113 P-39N were exported to USRR. P-39.N (2) of unknown unit via T. Kopatiski 30 P-39 AiracobraVersions P-39 Airacobra 31P-39Q-10 (42-20581) in Sovier markings. This air- craft is fitted with the long- range external fuel tant. Stratus coll. P-ELQ AiaaODTO The P-39Q was the last version of the Airacobra, It was also the ver- sion which was built in the largest numbers, 4905 P-39Qs being built before production ended ‘The principal difference between the P-39Q and earlier version was in the fighter's armament - the four wing-mounted 0,30-inch machine guns were replaced by two 0.50-inch machine guns mounted one in a fairing underneath each wing. The ammunition capacity of the underwing guns was 300 rounds per gun. The two fuselage-mounted (50-inch machine guns with 200 rpg, plus the hub-mounted 37-mm cannon with 30 rounds, were retained. The engine was the Allison V-1710-85 (B19) of 1200 up, the same pow- erplant that was used in the P-39N, ‘There were seyeral production blocks of the P-39Q: P-39Q-1-BE: Retained the 72.4 Imp gallon fuel capacity of the P-39N-5 but returned to the original 231 pounds of armour of the P-39N-1. P-39Q-2-BE: Five Q-1s were modified to carry cameras for photographic reconnaissance by adding K-24 and K-25 cameras in the aft fuselage. P-39Q-5-BE (Model 26Q-5): Reverted to the lighter armour fit of the P.39N-5 (193.4 pounds), as well as the use of the full wing fuel capacity (92.6 Imp gall) characteristic of the P-39M. ‘Type A-1 bombsight adapters were added to the P-39Q-5-BEs at the Modification Centre before delivery to operational units. P-39Q.6-BE: 148 Q-5s were modified to cary cameras for photographic reconnaissance by adding K-24 and K-25 cameras in the aft fuselage. 32 P-39 AiracobraVisions P-39Q-10-BE (Model 26Q-10): Internal fuel capacity rose to 100 Imp P-39Q-20 “Maxine” gallons and armour weight went to 227.1 pounds. The throttle was linked to the Stratus coll propeller settings to provide automatic adjustments. There was additional wi terization of the oil system, and rubber engine mounts were installed. The first P-39Q-10-BEs were delivered to the USAAF by the end of July 1943. A total of 705 examples were built, but 995 more that were assigned serial numbers 42-21251~22245 were actually completed as P-63E-1 Kingcobras. P-39Q-11-BE: Eight Q-10s were modified to carry cameras for pho- tographic reconnaissance by adding K-24 and K-25 cameras in the aft fuselage. P-39Q-15-BE (Model 26Q-15): Differed from the Q-10 in minor equip- ment variations. Among these was a reinforced inclined deck to prevent the P-39Q-20 (44-3569) of 0.50-inch machine gun tripod mounting cracking, bulkhead reinforcements to unknown unit, Note rede- prevent rudder pedal wall cracking, a reinforced reduction gearbox bulkhead signed nose wheel hub. toprevent cowling former cracking, and repositioning of the battery solenoid. via A. Lochte P-39 Airacobra 33Versions P-39Q (early production series) 1/72 scale plan. 34° P-39 Airacobra This version was delivered beginning in August 1943. 1000 examples were built. P-39Q-20-BE (Model 26Q-20): The-underwing 0.50-inch machine gun pods were sometimes not mounted in this version, New nose wheel hub was introduced. P-39Q-21-BE: Similar to P-39Q-20, but a four-bladed Acroproducts propeller was fitted. P-39Q-25-BE (Model 26Q-25): Similar to the Q-21 but with a reinforced aft-fusclage and horizontal stabilizer structure and a four-bladed Acroproducts propeller. The wing guns were deleted from these aireraft, which were all exported to the Soviet Union, 700 were built. P-39Q-30-BE: Tests indicated that the four-bladed propeller materially worsened directional stability, and this version reverted to the three-bladed unit. This was the last production version of the P-39Q. On July 25, 1944, all P-39 production ceased, with 9558 examples having been produced. A few P-39Qs were modified into two seaters with dual controls for use as advanced trainers under the designation RP-39Q (redesignated TP-39Q after 1944), All armament was removed. The first example, converted from P-39Q-5 42-20024, was rolled out for the first time on September 16, 1943. It was designated TP-39Q-5. 12 two- seater fighter trainers were converted from P-39Q-20s, and were designated RP-39Q-22, The ventral strake was somewhat different in shape from that of the ventral fin of the original TP-39Q-5.Serials Of P-BLOAinaaainra Versions 3918, Serials version Number built 42-19446~42-19595 Bell P-39Q-1 150 42-19479~42-19483 Converted to P- 39Q-2-BE. 42-19596~42-20545 Bell P-39Q-5 950 19608,19610,19612,19614,19616,19624,19626, 19628, 19636, Converted to P- 19640,19642,19644~19646, all even numbers 19648~19719, 39Q.6-BE all odd numbers 19697~19719,19723,19725, odd numbers 19927--19975,19977~19979, 19981,19983,19985,19987, all odd numbers 19989~20011,20013~20015,20017~20019, odd numbers 20021~20065,20067~20069,odd numbers 20071~10092,20095~2009 7,20099,20101,20103,20105 42-20546~42-21250 Bell P-39Q-10 705 44-2001~44-3000 - Bell P-39Q-15 1000 44-3001~44-3850, 44-3859~44-3860, 44-3865~44-3870, 44- Bell P-39Q-20 885 3875~44-3880, 44-3885~44-3890, 44-3895~44-3900, 44-44- 3905~44-3910, 44-3915~44-3919, 44-3937~44-3940, 44-3851~44-3858, 44-3861~44-3864, 44-3871~44-3874, 44- Bell P-39Q-21 109 3881-44-3884, 44-3891~44-3894, 44-3901~44-3904, 44-391 1—44- 3914, 44-3920~44-3936, 44-394 1~44-4000, 44-32167~44-32666, 44-70905~44-71 104 Bell P-39Q-25 500 | 44-71105~44-71504 Bell P-39Q-30 400 44-3879, 3885~3887, 3889, 3895, 3897, 3905, 3906, 3908, 3917, and | RP-39Q-22 3291 of all P-39Q were sent to USRR. P-39Q-21 1/72 scale plan. P-39 Airacobra 35Versions, P-39Q-21 1/72 scale plans. ‘TP-39Q 1/72 scale plan. P-39 Airacobra 37Versions TP-39 UTI (Soviet conversion) 1/72 scale plan, P-39 of 21 GIAP. In the photo Col. Sobolev, com- ‘mander of the unit afier his 17th victory, 1 April 1943. Airacobra was inscribed as “Krasnoyarskiy Komso- molets” (“Member of the Krasnoyarsk Communist Youth Union”), and a small inscription in white “From the Shumkova Collective Farm Workers”. Stratus coll, 38 P-39 Airacobra During operation of the aeroplane in the Soviet Air Force, a number of structural problems came to light, and these were then subject to modifica- tions made in repair workshops. Many of these problems were subjects of detailed procedures on neces- sary modifications, Tests on typical problems were carried out at the CAGI (Central Aero- and Hydrodynamics Institute) which prepared the procedures for repair workshops, ‘Typical defects and modifications: 1. Twisting of the rear fuselage and skin deformation. Onall P-39 aircraft up to and including mode! Q-21 the rear fuselage has to be reinforced according to CAGI instruction: a, fit 1Wo plates on fuselage sides around radio compartment hatches; b fi rear fuselage longeron reinforcing members; ¢. add two supports to forward tailplane spar attachment joints; 4. fit to plates to reinforce the port forward fuselage beam. Additionally, in all aircraft up to model Q-30 another reinforcement of the rear fuselage has to be made should there be skin deformation.Versions This additional reinforcement should also be made on all aircraft used for training, regardless of model, 2. Deformation and shifting of the tail Onall aircraft, up to and including model Q-21 the tailplane should be rein- forced according to CAGI instruction: a. two duralumin plates (on top and bottom) on flanges of the forward tailplane spar, these are added on the external surface of the tailplane skin; ». an additional plates on the spar in the fin cut-out area; c. additional duralumin profiles fitted to the rear tailplane spar; 4. additional reinforcements of the rear tailplane spar; ¢. two forward longerons should be replaced with larger cross-section pro- files; {. reinforcement of the middle elevator actuators; g. replacement of the elevator hinges with larger ones. On all aircraft the fin should be reinforced according to CAGI instruction: a. reinforce the fin leading edge with additional skin; b, add another (third) fin-fuselage attachment point; .reinforee the forward and rear post with additional profiles; 4, additional plates at the middle rudder binge. As an additional precaution, in order to prevent failures many operational limitations were imposed on the aeroplane, including: a. Dive speed limit; b, Rudder deflection limit; c. Preventing “hard landings” with a highly loaded aeroplane. Additional notes: In order to reduce the effect of centre of gravity travel during flight a bal- last of 21 to 71 kg, depending on the model and radio equipment, should be fitted forward of the battery. Itis strictly forbidden to take on board any items that are not part of the aeroplane’ combat equipment. Moreover, depending on the model and radio equipment, the following armour should be removed: a. up to model Q-5: armour aft of the oil tank; b. inmodels Q-10, Q-15, Q-20, Q-21, Q-25, and Q-30: armour aft of the oil tank, three armour plates aft of the carburettor, and two duralumin plates on sides of the carburettor, Also, three radio equipment standards were developed for the Airaco- bras 1. The basic one: WS-454A receiver, BC-457A transmitter, and MN-26M(U) radio direction finder, P-39 Airacobra 39Versions For aircraft without the radio direction finder: WS-454A receiver, BC- 457A transmitter; 3. Temporary, permitted only until replaced by the basic one: WS-454A receiver and MN-26M(U) radio direction finder. Alll this was developed in order to improve position of the aeroplane’ centre of gravity. QRS SAA P-BO Performing Fgnnes Model Dimensions Guns] Rounds] Bombs Weight | Highspeed | Range (ies) pergun (Lbs, P39 | span ato" 4-20 | 1000max; | 1-100s00m, | 630nbasic | 224 mph2s.o00 | sssompasrti00" ath 30°2 2-30eal, | 300 7650combae | 348 mpiva0.000 | s800I027601050 Height 11°10" 1-37 ma. | 200 3460. mpWv5,000 | SIS0I7195180) “Tread 11 30 355 mpWvi0,000 | 6s0N/12N600 Wing area 213 sf 335 mpivs,oa) _ | S150/5007r20450 paopt | span ro" 4-a0eat | 1,000max; | Asatowe — | Asatove | Asadove Asabove Length 30 2--Steal, | 300 eign 1°10" 120mm, | 200 Tread 114” o ‘Wing area 213.22 gf 302 | Asabow Asahove | Asabove | Asabove | Arabore | Asabove Av above aor | Asahove 4-30ca | 1,000max: | Asabore — | Asatove | Acahove Asabove 2-s0ea, | 300 137mm | 200 S | Pa9k1 | Asabove Asabove | Avabove | Asabove —[ Asabore | Asahove As above Pao | Asabove Asabow | Asabove | Asabowe | eso0basic | 323 mpwv25.000 | o1on9srt07s “Foo combat | 347 mplv20,000 | saooi9s7250 360/mpiv15.000 | 79001200580 354 mpiv10.000 | sHowso071204900, 335 mph, 000 Pao | Asabove Asabowe | Asabove | Asabove | Asabove | 357 mpiv25.000 | Asahowe 3965 mpy20.00| 370 mphvt5.000 350 mplvt0.000 330 pl. aon | Span" Asabowe | Asabove | Assbove | e100tunic | 368 mpiv25.000 | s7s0/0R62INS 5) | Leng 307" 7600 combat | 375 mphv20.0n0 | s6cK102429900 Height 12°5 s76mpiviso0d | s0sokvi62I60S Tread 12 357 mivigon0 | 75500871350 Wing asa 213.22 sa 380 mvs.coo | sasavsows7975 P30Q1 | Asabove 50 | 300 Asahove | Asatove | Avabove Asabove ew | 200 2-30 30 cal. N 137mm P3005 | Asabove ‘Asabove | Asabove | Asahove | Asabove | Asahove S900 aS/I075| 8000072561600, s2oomiss775 ‘oon 1525 s20o1sa0/1 107375 40 P-39 AiracobraVersions P2399 | Asabove Asabove | Asabove | As above Asabove | As above (1015) 885007 525001957750. 77501200575 2505007120425 P.29Q | Asabove ‘Asabore | Asabove | As above Asabove | Asabove Asabove 20:30) ome P3005 eleted wing zuns) "As follow —take off wieghbombs (bs, el gallonsdnas range at 10,000 fet Fuel tanks (integral) ons —versions D2, KL L-1, MI, 0-10, O15, 0-20, 0-2, 0-25, 0.30 87 American gallons ~ versions N-0,N-1, NS 10 American gallons versions Q-5 DitUeO PED spanfectian cacardiing to sta casts Length without gun = 9,195m Length with gun ~ 9,580m Wing span ~ 10,363m Horizontal stab. Span - 3,962m Average fuselage dim. Height - 1,740. m Width -9,00 m Wing dihedral 937" Wing sweep-back -435° Angle of attack, wing -2.59 Angle of attack, horizontal stab. = 210" Wheel base ~ 3,040 m Wing area 19,88 sq, meters Horizontal stabiliser area - 3,79 sq. meters, Vertical stabiliser area 1,733 sq. meters P-39 captured by Germans in Africa, via T. Kopaiiski P-39 Airacobra 41‘Vesions, Max power of Allison V-1710-35—- 1150 hp. Prop dia, -3,160m Weight (empty) - 2642kg Weight basic - 3556kg Max speed At sea level - 493 km/h At 4200 m. ~ 585 km/h Landing speed = 145 krn/h Operational ceiling ~ 960m, Time to reach 5000 m. - 6.5 min, Climb rate At see level - 144mis At 5000 m, - 9.5m/s Combat range with 10% ersergency fuel capacity at 550m level - 993 km. Max flight time - 3h 45min 360" turn time - 19s Take off ~ 300m Landing - 350m Aiccatt_[Hurione Men P00 | Pate Pa | Spitivenik ax Testa [Novia | onset | me 19 mite [toad | Novia ree |_| vinta | vanoay | nie” | varias | vines | "Neunee” Hp 1280 1055 1150, us 135 1325 1325, Wei | 3tm0 330 380 220 06 |r 2 Mo pei Soe 47 48s 480470" | 480 472 493+ | 483 S4* | dod s2et m2 ss | sos | om [sr su | on am | oe om teen 3500 ee ee re 72 10 18 11 oa | r6 sm | 44 soe ae 1920 18 192 177.187 205 ns Armament 7 Cam 2x20m | Tx2mm | 1xsmm | 25200 Machine Guns. 8x7.7mm 2x 127mm | 6 122mm 4x77 mm 2x 127mm | 127mm | 4x7.2mm A27enm 24760nm 42 P-39 AiracobraVersions P-39Q in Polish markings. Personal aircraft of the PAF commander gen Polynin, late 1945. via A. Glass S6 af Sontiet P-80 Anas Hero of Name Soviet J UNIT | | ee aoe, | Remarks Aireraft Union a sala 4 P-39D-2 41-3852) "white 19 Pokeyskin Aliksande Sub-Col] wcar | 39 | 6 | «soise BORE Son Tors iliew Nika =| mocap [a | 3 | aaa [oars sven P-39D-2 (41-3854) "white 40" Rctehkaloy Grigonj Capt «| twowr | 36 | 6 0/122 PON.0 (@2-8747) 390-154-2547) “white PGA" Glink Dina] Nap =| mocap [50 30080 P.39K-1 24403) white 21 Alisiuhin Alichsiej Capt = [ 9Giap. 17 | co1nss_[ on P39 2011 Kuiccow Nikolaj Mal = arciar 12 | a0 on Pa 17 Lavenionkov WiadimieMaj_| "| _9GIAP Te ETE Kaorn Pavel Capt = [101 Gar 13 | 20070 | oa PSD 286 Simimov Alcs Maj = [ogciap [asin Babek wan Capt + | tocar | | 4 | 2a [rownoris| ,stamnaua ero Kowietkow Michal Mia + _|_icmp_|_32 | 7 | 2215 : i ne es PONT (OH) white Klubow Alcksande Cape wor | on | 9 | seme | watts | Pan dross ities Golowatchiow Pawiel Cp__| | _9GIAP T_ | asrias Bobeow Wlainir Sub-Cul =|. 104-GIAP| 20 | asivii2 | 1a Spain At Han Sultan Maj =| 9Giar 19 | 603150 | on P39 6% Arcipienko iedorSubCol_[ + | 12914P 14 | 467/102 [on P39 26/4 Karasiew Aleksande 181 Lt + | sciar n_| swiia | pow 70144 Lichobabin lan Maj =| Gar | 321760 links Bors Maj + | ioctar 200"? 390-2 (1-39431) Novtehkow Stepan subcor | * | orciar | 29 315” Korevnikow Anatol Maj + | anciar | 2 300068 Kowatchewitch AvadijCape_|* | 9Gtap | 26 | 6 | 5207 | on Pad Stn Watheslay Maj * TAP | 26 sun? ori wan ISU = [scip [2s [a | ase Balk Hwan Maj =| seciap_| 2s [5 | soos [on Pao a2 Schikunow Lt gGiaP | 25 ? Fiedorow Arkadij Capt =| isciar [24 | ts ssaies egoron Aleks] Capt © [erin [a7 Dai Lavik Nkok Cat = [iwotap [24 [2 | 25000 | Kiaroonae P-39 Airacobra 43Vussions “Tehiaplinoga Pawel Cap = Lancer [oar Thus Andie) Lt = [cine [24 | éonvrs ‘Bondarinko Wal Int =| 6cae [6 S248 | on PAD 19 Siemicrschin WhuinirSubCal] + | WeGlAP | 23 [13 _|_soor_|_KIAz00243, Biclukin Aleksande Capt | iserar 1 [43015 Michajlov Wasi IS¢Lt 213 Giap 4 ? Tere Pail Capt 1¢GIAP 2 Novikov Aleks] Capt = ITTAP S007, Suchoy Konstantin Ist Lt = I6taP | 22 350057 PON white 5 Zivorow Wasi 150.1 =| naar [2 80058 ‘Suurikoy Dini It Lp =| Gap 2r a) 951 Flatow Alielsands Capt 301GiaP_| 21 s_| ss P.39Q 2.20114) “yellow 99 Figittiew Walentin Mi = [ao 16 GAP [20 om Koliadin Wikte It Lt =| seciap [21 3357 Marini Jevgienj 1st =| scrap [2 200450 ‘Drygin Nikolaj Cap =| iociae [0 | s_ | 260 P3902 (3B) Rone Michail Maj_ = [aarp [20 [saat PLGONC| (42-9553) “white Nikiforov Pet Capt =| eciap_[_ 2 | 4 | 20169 ‘Viselnievickij Ronsunin Maj |= |) 108GIAP_| 20. us/19_ | KIAROoTa Pochlicbajev [van IS'L = | iorcap [2 138/42 Lakianoe Siesig Sub-Col =| ico [ 9 [sas Karin ATeksande Capt weciap [9 |__| 221 Pankratov Sieie| Mal =| wrap [19 | 9 | 26950 Batiew Wasi Capt =| sigiap [ig [7 esos ‘Nikitin lies Lt =| 2sciap [19 [sans [on P3910 Bykoviee Leonid ISTLt = | scar | 19 | 4 | 20 Proschizakov Nikol Maj = | wonr [9 [4 | aisas Mazarin Fedor Cap, =| ascuap [19 [2 | 2250 Kriukow Pawel Sub-Gol Ee ec TT “Thistow Nika Co i6Giar_|_19 300 (Grain Josit IL 1osGiAP_ | 19 2007 | RIAD ODES SaibnieyPitr Cap =| wiar_[_19 31880 | _KIAS 0343 “Tarasov van (2) 9GIAP | 9 a “TWielienie Michail Cap =| ocr [is | 38 | a20ia0 Kovoliow Tv Suh.Col = [Doar [as || soe Griatciew Ivan Maj + | 2xcsowr | | os | ome | tae ‘Vilumon Aleksandr Capt < | sanr [is [6a Narzymstij Wadiniry Capt | * | GIAP_[_18_|_5 | 40440 Bickaschonok Michal ape * | 120GI4P [185 Karlow Walentin It Lt * | isciar [is | 4 Fadigjew Wad Capt = [scape | 3 aos PROD (138) “white Gutchick Piet Ist Lt =| oociar_[ts_| 3 __|_20055_[_KIArs ons TLusto Mihail 1st Lt = [pcr [8 1 | eons ‘Startcikov Nikolaj Capt =| scar _[_is 1_|as99 Dniuuk Grigodj Ist = [Gar 20487 Kolomniee Petr Capt Pa ee 4007 Koview Give Sub Co) [atone | s | aiaes aso Sergov Alike) Maj *[anaiar [7 | sow ‘Michal kav It =P sqae [76 aes on a0 Kovlow Nikalai 1st Ut ssciap_| 17 | 3 |_2s¥_|_Kia2.06a3 TLaguienko Twa Maj = [recap [| 3 | aan ‘Schicvislew Pawiol Capt = [ercup [oi 2 [asa oki) Nikolaj 1811 ae ce Fe 1 | sasg0 | oa p39 8 V.VS SF Latechiew Wladimir StL = | e@our (7 27, ‘Soboiew Nikolaj Sub-Co 21o1P | 17 7 44° P-39 AiracobraVersions, Taos i “Pore Sa ee ee Akin Va fae [oe Pe [see | eaareanae Saini Waa eae | ea | are Tau un Sab spgerar [is [4 2esn0 [on 99 ii i ST isciap [eo aran 6 | PDI RTE tcbond eis [= [amar [ie] 1 oouer [xiao | re oats ia Alcea isa Te Sa PEDIULES : —[icar : Linch Dist waar [is [as | ame a A TT sins Nil Ct ——[ > ogiar—[ 15] _|-suirn Tintin sl Gak SiGAp sa | aS GriadLewalsw-ca [>| -zzgap [1s Bihov Geog isle] sar] ss Fagor Gogo [> osgar_[is [4 Dias aaulsibead | [ape] os Tl [naw [| 3 | Tea Siig HEE SAF | Deoy Giga a a Tae aa Oe revnsorminice [| tae [as [1 | pa Teor ial 7 Pvgar|—is_|1 | Pa Giduy Aisa [=| Treas 2 vaaonisaiven | + | 2o8 [as sr gewiaa gO oer ars Sa Teireat ew =P saar [is Ir Tati i SS aay s se? ED RT Kidow Anil | > —[ascar_|—15 = Tsao Ani Cl ea Ee ar Paice TC saw [5 7 Palo Nisig sear EE PERETTI vin Ue ~ | agar [is 1 Taira a= ascar oe a TEE Siu nt Ca scar_|—iz [22 Laster. ser [OE ; iio ca "scar [te > Rao Tins acai sia [Te HE iy Winarin Ca iscar_[ 1s | as Uganda aoiaP | ; Kano vl Cl a a Poe TF Zan SH meee poe | aa Tie WC ‘@anr |B Sa Pin Pv > [seer [on tists | Rnoaos ee ee ii eae Pains 2 soar a2 [esr ea Se ee ee sen Wake OT isa |B 7 alien Geng [> sear] EE aw Ta nS naa [2 1 P-39 Airacobra 45Versions. a DSSGIAPV- as Rassadkin Petr Capt SSF oor Sokolow W. Maj aeip_ [2 Toe4_| KIA31 058 Ruienliey Wiktor Capt I6GIAP [12 1345 2GIAP. mow Pawel 2m L a 6 | 3003 Klimov Pawel 2d Lt verte: Le |b E aa TIGIAP ae Schieshakow Wiktor 1811 vvsc nf o7 | ssa ‘rdiciow Aleksandr ULE ms3iaP | ih Tso? | KIA2. TOS Goloehkow Ls 21GIAP_| 11 2 Kuala Nikolaj 200 Cr asciap |i Sana _| KIA6A543 Orlov Pawel (2) teen 27604 | KIAIS 0343 VVSSE a “ ot 201AP 6901 Schipow Alicksande Cap allen 872 TIGIAP y ae Taschijey Surien Cat ORE a oar | KLA2s.09.43 Rancho Twan 11 20GIAP_| 11 2 oa : cap) 8 PaO SIS Mironow Wiktor Cape wor | 10 | 1s | as | mo rasis Kivaiesow Gieogij Capt waar | 10 | 12 | _asur Svinorino Iwan Cape jooGar [10 [6 1 Kowal Dimi Lt asciap_|_ | 3 | 13050 | Kas O53 Makareako Nikolaj Ma 1ss14P | 10 ET ‘Obrazcow Ju) woGtar | 10 201AP. Tai ‘Tarasov Aliehsiej Capt ee ai 21388 Vinograiow Alissig) 2001 sociar | 10 Tso Fomichenkow Konstantin Ca locar 9 | 26 2 | KIADAORE Raarkov Iwan Capt aap {9 | 16 | sain ‘Babuiew Aleksandr Cape 1o6iAP | 9 1 | 260s TehapliovJ. (2) zsaiar_| 9 2 Dizwiatjew Michail WUT loraiar [9 2 [row moras TBIAP a Sacharov Pawil Capt eats Iss ‘Airoobra MT (AB96D) white Bachkow Iwan Capt wor | 8 | 2 | asso | Kiasonss | 12% (AHT26) “white 36", (BX1685) “white 15" Burgunow NL TeaiaP | a 997i _|KIASL O50 7SIAP a - Dovoschia Was Cape aera aes KIA23.06.63 = 3 ; : ? Tiracobra MT (AHGGO) Gaidienko bwan Capt, wor | 7 | 23 are LS ‘i 7 ‘Riracobea MET (BX320) Keiwosehiciew Jfim Lt wor | 7 1s | 970 ani z 2551aP | Fi Harlamow M.(2) ae Ranimov Ivan 20 Le 2061p [7 Tow? ‘Akinschin C20 Lt m9GiaP_[_7 ‘Tond_|_ KIASOS8 Bytchow Michail 20G1aP [6 Z 7) RIAD. 09.45 ‘Orlov M, Ist Lt 2i3GIAP | 6 3 | a9 P-30Q15 442823) Daizow Iragin Gan Ma] ioGiar | 6 soit Kodi L Sgt 4sqrap_|_6 7 Savin [wan 161aP 6 z 5 SAP Stirtinkoy Wasi Capt ag isa ZatikoL GaP |S S47 PONS IBD Ashirenko Iwan () aestap [5 2 | sssng 04.1948 Filatow A.15¢ Lt Goap | 5 2 | Kinzonsas Maslow W. 2nd Lt woraiar [5 st 46° P-39 AiracobraLb mgqoomury 66-4 RU] oan DR. No. [ARMOR FLAT AND GLASS DESCRIPTION tt ee eee? [es ae eee Po | BH? | Ba | See |e | at | Bae | BaP as Wo rear PHY” Wagar Wo Pa aesgeseur Beal Pate Yorwand armor Olae=134” Balt Prot Ola Yorrend Armor Glues" Armor Gia Imeig Bulk Kemer Pate" Wome el Fe ‘Forelght Balebeed Aror Pate y” Pace Hardened Pat “Tarsorer Belebord Armor Patowg' Romogetos Steal PT “Teaver Bulbied Ars Puli” Pass Wades Ps “AW Ar Glase=2i4" Bele Pre! Clas ‘AR Armor Glaet54” Bale Proc! Glam “Tursovee Armat Plata" Foon Hardooed Pate Eieaseon— [o [iesecoms— [eo Ret Pies omnes Bad Pa [Hiesiesit— [se Or nest Sraar Pati oe tend Pe Figure 948—Armor Plate—Modele P-80D and P-80F Figure 949—Armor Plate—Models P-89K-1, P-$9L-1, P-89M-1, P-$9N-O, P-89N-1 and P-89Q-1 TABLE OF ARMOR PLATE INSTALLATIONSVersions P-400 in non standard camouflage. T. Kopaviski coll 48° P-39 Airacobra1. Kopariski coll. Suomen Imailumuseo in 9 Airacobra 49Details This page: Three photos of P-39Q in Finnish museum. Aircraft still in original camouflage (not repainted in museum, after the war). Note that Soviet P-390 were not fitted with underwing guns. All photos M. Orlog Opposite page top: Nose of the P-39 Q. Opposite page middle: P-390 mide fuselage from the right. Note how USAAF markings was repainted in Russia. Opposite page bottom: Fuselage of P-39K in one of the USA museums All photos M, Orlog 50° P-39 AiracobraDrinils DO ara Cad Minas MOE P39 AiracobraLefi: Aerial mounting at the top of the fuselage. Below: Details of the engine covers and air intake, from the right. Bottom of the page: Two photos of the forward, starboard part of the fu All photos M. Orlog 39 AiracobriDetails Nose of the P-39 Q from the right. M. Orlog P-39N, bottom, center between main gear: Prestone radiator, oil cool- ing-shutters on either side, coolant shutter in center. A. Lochte Rear fuselage, port side of theP-39 N. Aircraft during restoration with panels removed and not painted yet. A. Lochte 54 P-39 AiracobraDerails Above: Port fuselage of P-39 N during restoration. Engine not fitted, Left: P-39N, port side, rear of the engine compartment. P-39N. Carburetor air intake, starboard side, Note that removeable panels are painted. All photos A. Lochte P-39 Airacobra 55Details P-39N. Coolant shutter in open position, bottom, looking forward. P-39N. Gun compartment, starboard side, looking forward. Yellow tank is for oxygen. All guns are removed. P-39N. Rear fuselage, starboard side, Access to electrical connections All photos A. Lochte 56 P-39 AiracobraDerails Above: P-39N, Starboard, rear of the cockpit, looking afi, with seat removed. Leff. P-39N, Port side of the cockpit, Engine and seat removed, looking forward. P.39N. Port side, bottom of the nose All photos A. Lochte P-39 Airacobra 57Dex Right: Port side of the nose of P-39N. Below. Frot view of the P-39N spinner with Acroprod- ucts propeller. All photos A, Lochte Below: Starboard side of the P-39N fuselage. 58 P-39 AiracobraDerails Cockpit compartment Drawing from Technical Manual Below: Port side of the P-39N. fuselage. Photos A. Lochte P-39 Airacobra 59Details P60 - Two photos of the port side of P-39N during restoration, Nose in the upper photo and rear part of the fuse- lage in the lower one. Below: P-39N engine compart- ment, port side, looking to the rear. Engine oil tank (silver) is visible All photos A. Lochte 60 P-39 AiracobraDurails P-39Q, bottom of the nose, port side. A. Lochte P-39Q, rear, port side of the fuselage. First Aid access panel is visible A, Lochte Below: 400 fuselage stations and skin thicknesses: Drawing from Structural Repair Manual ay mi a ich EE A = Ps 2 a 040 Wo NOTE ALL SKN TO GE 24ST ALCLAD, P-39 Airacobra. 61Denils Right: P-39N, starboard side of the nose. Gun cooling vents are visible. Please note the riveting. Middle: Gun cooling vents, in focus, on the port side of P-390. Bottom left: P-39N, starboard side. One outlet is expansion tank vent. Bottom right: P-39N, starboard side of the nose. Gun outlet and gun ooling vents are visible All photos A. LochteDerails aor ea Above: Fuselage structure as shown in Technical Manual. Left. P-39N, underside of the port side nose. A. Lochte P-39 Airacobra 63Dewils Right: P-39N, Port side of the mid-fuselage. Middle: P-390, bottom of the center seetion, looking aft. Bottom: P-39N, center section of the fuselage, bottom of the wing, looking afi All photos A. Lochte 64 P-39 AiracobraDuss Above: Starboard side of the cock- pit canopy, P-39N. Left, above: P-39N, radio just behind the pilot seat, starboard side. Left: Aft part of the canopy - star- board side, P-39N. Alll photos A. Lochte P-39 Airacobra 65Derails Above: Aft canopy and air intake. Right: Forward part of the canopy, starboard side. Below: Windscreen of P-39N, 3/8 inch armour plate in front of windscreen, All photos of P-39N. Photos A. Lochte. 66 P-39 AiracobraDerails P-39N, winds plate. feen armour P-39N, port side of the front canopy. Photos a. Lochte P-390, starboard side of the ‘windscreen, M. Orlog P-39 Airacobra 67Details Right: P-39N instrument panel. Just above steering column the .50-caliber machine gun is visible, The red gun charging handle is also visible Bottom of the page: The handle in the right comer is the landing gear emergency control crank On the left is oil shur- ter control and the silver handle in the black housing on the flor is the coolant shutter control. Opposite page: Top, left: P-39N instrument panel with N-3 gunsight on the top. In front of the gunsight is the rubber crash pad 10 protect the pilot. Top right: Port side door. Open crank (red) is visible and handle to raise and lowered the window (also red, but the lower one). Bottom left: Details of the left part of the instrument panel and centre console. Bottom right: Inside of the straboard door, very similar t0 port one. Data and map case is also visible with fixed instruc- tions how to operate land- ing gear and flaps. All photos A. Lochte 68 P-39 Airacobra