Bell P-63E Kingcobra - Pima ASM, Tucson, AZ - Static Aircraft Displays on Waymarking.com

The Bell P-63 Kingcobra (Model 24) was a US fighter aircraft developed in WW II from the Bell P-39 Airacobra in an attempt to correct that aircraft's deficiencies. Although the aircraft was not accepted for combat use by the US Army Air Forces (USAAF), it was successfully adopted by the Soviet Air Force.

While the P-39 had originally been introduced as an interceptor, later in its development it was decided to reduce the cost and complexity of the engine by removing the turbocharger. High-altitude performance suffered dramatically as a result, and Bell proposed an experimental series to test out a variety of solutions.

The resulting XP-39E featured two primary changes from the earlier P-39D from which it was developed. One was a redesigned wing. The root airfoil, a NACA 0015 on other models of the P-39, was changed to a NACA 0018, to gain internal volume. The other was a switch to the Continental I-1430 engine, which featured an improved overall design developed from the hyper engine efforts, as well as an improved supercharger.

Three prototypes were ordered in April 1941. The V-1430 was having continued development problems and could not be delivered in time, so it was replaced by the newer -47 version of the Allison V-1710 that powered the basic P-39. Each of the prototypes tested different wing and tail configurations: one had a rounded vertical tail, but the tailplane had squared-off tips, another had a squared-off fin and rudder and large wing fillets while the last had all its flight surfaces squared off. The XP-39E proved to be faster than the standard Airacobra; a maximum speed of 386mph/621kph being attained at 21,680ft/6,610m during tests. However, the XP-39E was considered to be inferior to the stock P-39 Airacobra in all other respects, so it was not ordered into production.

Although the XP-39E proved to be disappointing, the USAAF was nevertheless interested in an even larger aircraft based on the same basic layout. Even before its first flight, the USAAF placed an order on 27 June 1941 for two prototypes of an enlarged version powered by the same V-1710-47 engine. The new design was given the designation XP-63. A third prototype was also ordered,this one featuring the Packard V-1650, the US-built version of the Rolls-Royce Merlin engine.

The XP-63 was larger in all dimensions than the Airacobra. The wing was redesigned again, this time with new NACA laminar flow airfoils. The wing taper ratio was approximately 2:1, span was 38ft 4in and the area was 248sf. The V-1710-47 engine was fitted with a second remotely mounted supercharger supplementing the normal single-stage supercharger. At higher altitudes when additional boost was required, a hydraulic clutch would engage the second supercharger, adding 10,000ft/3,000m to the service ceiling. A larger four-bladed propeller was also standardized. A persistent complaint against the Airacobra was that its nose armament was not easily accessible for ground maintenance, and in order to cure this problem, the XP-63 airframe was fitted with larger cowling panels.

In September 1942, even before the prototype flew, the USAAF ordered it into production as the P-63A (Model 33). The P-63A's armament was to be the same as that of the then-current P-39Q, a single 37mm M4 cannon firing through the propeller hub, two 50-cal machine guns in the upper nose firing through the prop, and two 50-cal machine guns in underwing gondolas. The trajectory of the 50-cal guns was far flatter than that of the cannon.

The first prototype flew for the first time on 7 December 1942. It was destroyed on 28 January 1943 when its landing gear failed to extend. The second prototype followed on 5 February 1943. It too was destroyed, this time due to an engine failure. The Merlin-engined craft was later delivered with another Allison instead, as the Merlins were primarily needed for the P-51 Mustang. Nevertheless the new -93 version of the Allison had a war emergency rating of 1,500hp/1,120kW at sea level, making this prototype one of the fastest Kingcobras built, attaining 421mph/678kph at 24,100ft/7,300m.

Deliveries of production P-63As began in October 1943. The USAAF concluded the Kingcobra was inferior to the Mustang, and declined to order larger quantities. American allies, particularly the Soviet Union, had a great need for fighter aircraft, however, and the Soviets were already the largest users of the Airacobra. Therefore, the Kingcobra was ordered into production to be delivered under Lend-Lease. In February 1944, the Soviet government sent a highly experienced test pilot, Andrey G Kochetkov, and an aviation engineer, Fyodor P Suprun, to the Bell factories to participate in the development of the first production variant, the P-63A. Initially ignored by Bell engineers, Kochetkov's expert testing of the machine's spin characteristics (which led to airframe buckling) eventually led to a significant Soviet role in the development. After flat spin recovery proved impossible, and upon Kochetkov's making a final recommendation that pilots should bail out upon entering such a spin, he received a commendation from the Irving Parachute Company. The Kingcobra’s maximum aft CG was moved forward to facilitate recovery from spins.

P-63A-8 was extensively tested at TsAGI in what was then the world's largest wind tunnel. Soviet input was significant. With the Soviet Union being the largest buyer of the aircraft, Bell was quick to implement their suggestions. The vast majority of the changes in the A sub-variants were a direct result of Soviet input, e.g. increased pilot armor and fuselage hardpoint on the A-5, underwing hardpoints and extra fuel tanks on the A-6, etc. The Soviet Union even experimented with ski landing gear for the P-63A-6, but this never reached production. Most significantly, Soviet input resulted in moving the main cannon forward, favorably changing the center of gravity, and increasing its ammo load from 30 to 58 rounds for the A-9 variant. The P-63 had an impressive roll rate, besting the P-47, P-40, N1K2 and P-51 with a rate of 110° per second at 275mph/443kph.

The first version to be supplied in quantity to the USSR was the P-63A-7 with a higher vertical tail, and reinforced wings and fuselage. The fuselage proved to require strengthening, consequently in October 1944, a reinforcement kit for operational P-63s was developed.

Air Transport Command ferry pilots, including US women pilots of the WASP program, picked up the planes at the Bell factory at Niagara Falls, NY, and flew them to Great Falls, MT, and then onward via the Alaska-Siberia Route (ALSIB), through Canada, over Alaska where Russian ferry pilots, many of them women, would take delivery of the aircraft at Nome and fly them to the Soviet Union over the Bering Strait. A total of 2,397 (2,672 according to some sources) such aircraft were delivered to USSR, out of the overall 3,303 total (72.6%).

By a 1943 agreement, P-63s were disallowed for Soviet use against Germany and were supposed to be concentrated in the Soviet Far East for an eventual attack on Japan. However, there are many unconfirmed reports from both the Soviet and German side that P-63s did indeed see service against the Luftwaffe. Most notably, one of Pokryshkin's pilots reports in his memoirs published in the 1990s that the entire 4th GvIAP was secretly converted to P-63s in 1944, while officially still flying P-39s. One account states they were in action at Königsberg, Poland, and in the final assault on Berlin. There are German reports of P-63s shot down by both fighters and flak. Nevertheless, all Soviet records show nothing but P-39s used against Germany.

In general, official Soviet histories played down the role of Lend-Lease supplied aircraft in favor of local designs, but it is known that the P-63 was a successful ground attack aircraft in Soviet service. The Soviets developed successful group aerial fighting tactics for the Bell fighters and P-39s scored a surprising number of aerial victories over German aircraft, mostly Junkers Ju-87 Stukas and bombers but including many advanced fighters as well. Low ceilings, short missions, good radios, a sealed and warm cockpit and ruggedness contributed to their effectiveness. To pilots who had once flown the tricky Polikarpov I-16, the aerodynamic quirks of the mid-engined aircraft were unimportant. In the Far East, P-63 and P-39 aircraft were used in the Soviet invasion of Manchukoku and northern Korea.

In the Pacific theatre, the Kingcobras flew escort, close air support and ground attack missions. The Soviet P-63s achieved their first air victory on 15 August 1945, when Lt I F Miroshnichenko from 17th IAP/190 IAD, shot down a Nakajima Ki-43 Hayabusa Army fighter off the coast of North Korea.

Sufficient aircraft continued in use after the war for them to be given the NATO reporting name of Fred. By 9 May 1945, operational units still had 1,148 Kingcobras.

On 8 October 1950, two USAF F-80Cs from 49 FG breached the USSR's border and attacked Sukhaya Rechka airfield, making two strafing runs before returning to their home base. Although Soviet sources claim the attack was intentional, the pilots claimed it was a result of a navigational error. The airfield belonged to the VVS TOF, but it was occupied by the 821 IAP/190 IAD. Mostly aircraft of the 1st Squadron of 821 IAP were hit with 12 P-63s damaged, one P-63 burned to the ground while the other damaged aircraft were able to be repaired. No human losses were suffered.

In 1945, 114 later models were delivered to the French Armée de l'Air, but they arrived too late to see service in WW II. They however saw service during the First Indochina War before being replaced in 1951.

Its main use in American service was the unusual one of a manned flying target for gunnery practice. The aircraft was generally painted bright orange to increase its visibility. All armament and the regular armor was removed from these RP-63 aircraft, and over a ton of armored sheet metal was applied to the aircraft. This was fitted with sensors that would detect hits, and these hits were signaled by illuminating a light in the propeller hub where the cannon would have been. This earned the aircraft the unofficial nickname of Pinball. Special frangible rounds made of a lead/bakelite combination were developed that would disintegrate upon impact. These were known as the "Cartridge, Caliber .30, Frangible, Ball, M22." Ivan L Hickman, a veteran Pinball pilot, eventually authored Operation Pinball in 1990.

British engineers, like the Americans, had a growing interest during WW II in the application of laminar flow airfoils. In an effort to learn more about the practical application of laminar flow airfoils, in 1945 the Royal Aircraft Establishment (RAE) undertook a flight test program with one of the two P-63As that Great Britain had received. The aircraft was equipped with a wake rake array mounted outboard, behind the wing, to allow the momentum deficit, and thus section drag, to be measured.

The RAE first tested it in an “as delivered” configuration. The wing airfoil was designed to be capable of supporting laminar flow to 60% of chord. In the “as delivered” configuration, a profile drag was measured which was representative of the wing section with boundary layer transition at the leading edge (0% laminar flow). Reducing the surface roughness reduced the drag at low lift coefficients to a level representative of laminar flow to 35% of chord. Measurements were made of the surface waviness. This showed peak wave amplitudes, above the mean, of approximately .011 inches over a two inch span. The standard waviness criteria shows the critical wave height to be .0053 inches for this application. To reduce the waviness, RAE personnel stripped the wing to bare metal. The wing was then sprayed with two coats of primer paint and a coat of paint type filler. After the paint was dry, it was sanded in a chordwise direction, using sanding blocks, whose curvature matched the local surface curvature. This was repeated several times. Surface waviness was then measured and found to be no more than .005 inches. In flight, this configuration was found to have a profile drag representative of boundary layer transition at 60% of chord. This gave researchers an idea of what level of wing surface quality was required to actually get the benefits of laminar flow airfoils.

Two war surplus P-63Cs were modified by Bell under Navy contract for flight testing of low-speed and stall characteristics of high-speed wing designs. The aircraft received new wings with adjustable leading edge slats, trailing edge flaps and a pronounced sweep of 35 degrees. The wings had no wheel wells; only the nose gear was retractable. L-39-1 first flew 23 April 1946, demonstrating a need for extra tail surface and rear fuselage length to balance the aircraft in flight - the wing repositioning reduced empennage effectiveness and moved the center of lift aft. A lighter three-bladed propeller from a P-39Q-10 was mounted and the necessary changes to the empennage were made. L-39-2 incorporated these adjustments from the start. L-39-1 later went to NACA at Langley AFB for wind tunnel testing, where much valuable data were gathered. L-39-2 also served as a testbed for the Bell X-2 40-degree wing design.

Numerous surplus P-63s ended up on the air racing circuit in the immediate postwar era. Charles Tucker purchased two P-63s from the disposal facility at Kingman, AZ, just after the war. He entered one of them, the Tucker Special as Race 28 with the name Flying Red Horse emblazoned on the nose (civilian register N62995) in the 1946 Thompson Trophy race. He had clipped the wing 12ft 9in/3.89m in an attempt to improve its speed, reducing the span to 25ft 9in/7.85m. The second one (XN63231 Race 30) was intended for the 1946 Bendix cross country race. It was initially fitted with two wingtip drop tanks. In 1947, the drop tanks were removed and the wings were clipped to 28ft 6in/8.69m.

Two other significant racers were flown later. Tipsy Miss, John Sandberg's clipped-wingtip P-63 unlimited racer, was identified as "Race 28," and painted in bright orange, white and black race numbers with a chrome spinner. Later sold to a European pilot, this P-63 was destroyed in an accident in 1990. Crazy Horse Campgrounds was the most radically modified P-63 Kingcobra ever. Larry Haven's "Race 90" clipped-wing unlimited racer had a tiny bubble canopy installed; it appeared in all silver (unpolished aluminum) finish with a white rudder and black trim. The aircraft later crashed into the ocean on a test flight in 1972.

Source: Wikipedia

Type of Aircraft: (make/model): Bell P-63E Kingcobra Tail Number: (S/N): s/n 43-11727 Construction:: original aircraft Location (park, airport, museum, etc.): Located in hangar 4 at Pima Air & Space Museum, Tucson, AZ inside / outside: inside Other Information:: Pima Air & Space Museum 6000 E Valencia Rd Tucson, Arizona 85756 Phone 520-574-0462 Open 9:00 AM - 5:00 PM Daily Last admittance at 4:00 PM $15.50-Adults $12.50-Pima Co Residents $12.75-Seniors $ 9.00-Children FREE---Children 6 & under $ 7.00-AMARG $13.50-Group Rate Access restrictions: None

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