Just a short update in the Narrative this time around. We are coming up on the U.S. entry to the war and I want to make sure I handle it properly. Until then, I give you some progress on the P-38 Improvement Program in a discussion between Lockheed Chief Engineer Hall Hibbard and the Chief Research Engineer, Kelly Johnson.
24 November 1941
Burbank, California, USA
Sometimes, bad news can be good news.
Hall Hibbard had just met with a representative from Curtiss-Wright who informed him that their experimental R-2160 “Tornado” engine was cancelled two days earlier. The R-2160 was the second engine intended for use with XP-58 after the Pratt & Whitney XH-2600 was cancelled the previous year. Without this engine the XP-58 project would be completely stalled pending yet another new engine selection.
The good news in all of this was that it freed up most of the XP-58 project teams for the short term—teams which could be re-directed to Kelly Johnson’s P-38 development group without impacting the Air Force’s demand for progress on the YP-49.
Hall Hibbard was pleased with the progress Kelly Johnson’s teams had made on the P-38. They had the full production line up and running and the new P-38E’s were being delivered to the Air. In addition, the reports of the early flight tests of the NACA modifications on YP-38 689 were more than promising. After reading the latest newspapers he only hoped they still had enough time to get everything squared away.
From Washington, the on-going negotiations with Japan sounded to be dissolving ever closer to war. The latest reports included a summary of the last proposal from the Japanese which would require the U.S. to practically abandon all of their South Pacific allies and holdings and no one thought the U.S. Government would agree to those terms.
There was even worse news coming from Europe where the German army had re-launched their offensive against Moscow and were even now closing around the Russian capitol. If the Soviet Union fell, then Britain would be left entirely alone and the entire might of the Third Reich would turn west toward the lonely island.
After dealing with TWA and Mr. Hughes—not the best way to start the Monday after Thanksgiving—Hall wanted a return to some sanity and Johnson was just the ticket. Hall had never seen anything quite like the way Kelly Johnson managed his teams and kept them organized. They all knew exactly what they needed to do and when to do it and when The Boss spoke up they listened and executed. In the past few years Lockheed had undergone a transformation from a small civilian design firm producing limited numbers of niche aircraft—such as the Electra—to a growing and military contractor producing the “Hudson” bomber and the P-38, one of the most advanced airplanes in the world, with numerous other projects in development. Hall had little illusion that Kelly Johnson was one of the main reasons and he had every intention of keeping Johnson on at Lockheed for as long as possible.
“Well, Kelsey is on board with us testing the NACA modifications on a combat ready airplane with armor, armament, and the new F2 engines; so, he is letting us keep 41-2009 as another development plane. We’ve already started altering the center fuselage and the engineers are developing the tooling to standardize the new wings which should be installed on oh-oh-nine in the next two weeks. Allison has our specifications for the new radiators, which should solve the coolant over-heat issues six-eight-nine has been having and has sent them on to their sub-contractor.” When he got going Kelly was all business, ticking through every item that needed to be discussed. “The oil radiators are another matter. The Bell units from the P-39 work fine but it seems there may be a bit of sourcing issue. Instead, we’re looking at the possibility of using the same ‘can’ radiators we already have but mounting them in the wing as NACA recommended.”
He continued down his list, “DuPont has had some men on-site working on the canopy revisions but we’ve been having problems with lensing on the quarter-shields. They apparently have some resources with I.C.I. who have been working on the newer British Perspex hoods so we’re hoping we can get something back soon. In the meantime we are putting the best Lucite DuPont has been able to give us on oh-oh-nine so we can at least start testing before Christmas.”
Hall nodded along before interjecting, “What about the XP-49?”
“The 522 prototype is still on schedule from our end. We are applying some of the NACA revelations into the new design but there is some question whether or not the new radiator set up will be able to accommodate the cooling requirements of the ‘X’ engine. If we ever get functioning engines from Continental we can test them but right now that’s in doubt. In the meantime, we are keeping the model 222 boom radiators and using the NACA 61-115 wing they tested instead of the leading edge extension.”
Kelly had been passionate about the XP-49, believing it to be able to live up to the full potential of his original Model 22 design, but he had become increasingly frustrated with the project as the engine requirements continued to change. First it was going to be designed around the Pratt & Whitney X-1800 “H-block” engine but when that project was cancelled last year they had to find another engine. Eventually they settled on the inverted-V Continental “Hyper Engine” which promised more than one horsepower per cubic inch. Now that engine, the XI-1430, had been caught in a development black hole with constant problems and the entire Model 522 project had been held back because of it.
“Hall,” Kelly continued, “with the new F5’s from Allison on their way I would like your permission to shift some of our resources from the XP-49 to the P-38 improvement projects.”
This was a surprising request to Hall. The P-49 was supposed to take to be a large performance improvement and that was estimated to depend largely on the engines, re-directing more resources back the P-38 could only be done if it can close that estimated performance gap. “Do you think the Allisons will be powerful enough to make up the difference?”
“They won’t be as powerful as the Continentals are supposed to be, but the F5’s are supposed to be rated to over fifty inches manifold pressure. We’re already planning on using them in the next P-38’s and I think with the other modifications we could render the 522 redundant.”
“Kelly, the Air Corps…” Damn! “…Air Force has commissioned the XP-49 and they expect delivery at some point. I can’t just pull the project.” Hall Hibbard did not follow the inner-politicking of the Military honchos but they seemed pretty adamant that there is difference between the old Army Air Corps and new Army Air Forces created a few months earlier. All the procurements were still signed by the Air Corps but apparently it was now a division of the new Army Air Forces which only added to Hall’s confusion. He was never sure which group he was dealing with or what name to use.
Hall continued, “I cannot give you any more from the P-49, Kelly.” His subordinate opened his mouth to protest but Hall cut him off, “But, I can give you some from the P-58.” Hall went on to explain the engine problems with that program and successfully mollified his young Chief Research Engineer with assurances that the P-38 Improvement Program would receive the resources it needed to succeed.
), Sorry, I didn't see the question before. Yes, the quotes are taken directly from the NACA report. I linked to it on the first post where I was describing the premise of this WI/ATL. It is actually a fascinating read and I highly recommend it for anyone with a love of the P-38. 
