The North American P-51 Mustang, often hailed as the quintessential American fighter of World War II, owes much of its renown to its widespread adoption by the postwar U.S. Army Air Forces and its enduring popularity in the air show circuit. However, the prevailing narrative overlooks the fact that the P-51 entered the war relatively late, and it was not the primary catalyst for securing Allied air superiority over the Axis powers.

By the time the redesigned P-51 took to the skies over Europe in the late winter of 1944, Allied air forces had already achieved dominance, thanks in large part to the formidable Lockheed P-38 Lightning and the robust Republic P-47 Thunderbolt. Indeed, it was these aircraft that paved the way for Allied air superiority, both in Europe and the Pacific Theater. In the Pacific, the P-38 remained the preferred fighter until the war’s conclusion, overshadowing the later fame of the Mustang.

Lockheed embarked on the development of the P-38 Lightning in 1937, marking the company’s inaugural foray into military aircraft production amid a period of air force modernization prompted by European developments. Despite initial skepticism from the Army regarding Lockheed’s ambitious claims of a 400 mph-plus aircraft, the twin-engine fighter received approval in mid-1937, with the prototype completing its maiden flight in January 1939. President Franklin D. Roosevelt’s directive to bolster fighter production further propelled Lockheed’s endeavor, culminating in an initial order for 13 test aircraft in April 1939, followed by a subsequent order for 69 production models in September of the same year.

However, production setbacks plagued Lockheed, and by December 7, 1941, only a limited number of P-38s were operational within the U.S. Army Air Corps. Initially retained for homeland defense due to its efficacy as a high-altitude interceptor, the P-38 saw its combat debut in the Aleutian Islands. Assigned primarily as escorts for long-range Consolidated B-24 Liberator bombers, P-38s of the Eleventh Air Force undertook roles in ground attack and reconnaissance alongside their escort duties.

The Initial Lockheed P-38 Lightning Fighter Groups Deployed Overseas

Plans had been devised for the deployment of multiple squadrons of P-38s to England, yet the logistical intricacies posed significant challenges. The inaugural groups to venture overseas were the 1st, 14th, and 82nd fighter groups, integrating with the Eighth Air Force stationed in England. Initially stationed in Iceland, the 1st group later proceeded to England, where the trio undertook several missions over France, albeit without engaging the Luftwaffe.

In the autumn of 1942, all three groups received orders for deployment to North Africa, where they would bolster the newly established Twelfth Air Force, tasked with supporting Operation Torch, the Allied invasion of North Africa. Meanwhile, the 78th Fighter Group remained on standby in England for strategic purposes. As the three groups embarked for Africa, they lacked experience in air combat, leaving uncertainty about the P-38’s performance in such engagements.

The P-38 Lightning squadrons encountered a myriad of challenges in North Africa. Two squadrons fell victim to enemy air attacks on November 20th, and on the following night, six aircraft were lost during nighttime landings at an advanced base. However, their fortunes changed three days later, as P-38s successfully downed several German and Italian transports near Gabes, Tunisia. Throughout their deployment, the P-38s undertook diverse roles, including intercepting enemy formations, escorting bombers, and conducting ground attacks by strafing enemy targets. Their extended range and endurance rendered them indispensable for the longest missions in the theater.

By early 1943, P-38 squadrons in North Africa faced a dire shortage of aircraft, prompting General James H. Doolittle, commander of the Twelfth Air Force, to seek reinforcements from the United Kingdom. Recognizing the gravity of the situation, General Henry H. “Hap” Arnold ordered the transfer of all remaining P-38s from England to North Africa. Additionally, he directed the dispatch of additional P-38s directly from the United States to bolster the forces in North Africa. The 78th Fighter Group’s planes and pilots were also redeployed to reinforce the Twelfth Air Force groups, while personnel remaining in England began transitioning to P-47s.

With British naval dominance in the Mediterranean, the German forces in North Africa relied heavily on air support for resupply and reinforcement. In early spring 1943, the Allied air forces prioritized targeting German transports, leading to extensive P-38 Lightning sweeps over the Mediterranean.

“Palm Sunday Massacre”

On the morning of April 5th, a squadron comprising 26 Lockheed P-38s intercepted a formidable German armada consisting of 50 to 70 Junkers Ju-52 transports, flanked by approximately 30 other aircraft, among them Messerschmitt Me-109 fighters and Junkers Ju-87 dive-bombers. The ensuing engagement yielded the destruction of 11 of the transports and four other German aircraft, albeit at the cost of two P-38s.

Simultaneously, another contingent of P-38s, providing cover for North American B-25 Mitchell medium bombers during a low-altitude assault on maritime targets, purportedly downed 15 German fighters. In the ensuing days, the P-38s continued to decimate German transport units and fighter squadrons, laying the groundwork for the infamous “Palm Sunday Massacre.” During this pivotal event, Curtiss P-40 Tomahawk and Supermarine Spitfire fighters intercepted a massive formation of German transports, claiming a staggering one hundred victories and effectively severing the German supply lines to the beleaguered Afrika Korps in North Africa.

The reassignment of P-38 units to North Africa precipitated a dearth of American fighter forces in England, leaving the P-47-equipped 4th Fighter Group as the sole U.S. fighter unit in the region come spring of 1943. Plans for Operation Torch necessitated the replacement of P-38 groups with P-47 units in England. However, the P-47’s limited range precluded it from serving as a viable long-range escort. Consequently, new fighter groups were formed stateside and equipped with P-38s before being deployed to England for escort duties under the Eighth Fighter Command. The Lightning’s extended range rendered it the only fighter capable of keeping pace with bombers on deep-penetration sorties into Germany, thus earning the distinction of being the first Allied fighters to breach the skies over Berlin.

The versatility of the P-38 rendered it indispensable for a myriad of missions, including a daring low-altitude raid reminiscent of Operation Tidal Wave’s assault on the oil fields and refineries of Ploesti, Romania, carried out by B-24s on August 1, 1943. On June 10, 1944, a squadron of 36 P-38s laden with 1,000-pound bombs descended upon Ploesti, escorted by an additional 39 Lightnings. Regrettably, twenty-three aircraft were lost during this ill-fated operation, many succumbing to the formidable flak that fortified Ploesti, second only to Berlin in terms of defensive fortifications.

Despite its critical role in European operations, the P-38 was sorely needed in the Pacific Theater, though its deployment was delayed due to the region’s low priority. Initial American fighter squadrons in the Pacific were outfitted with the Bell P-39 Airacobra and the P-40, both outmatched by their Japanese counterparts.

Upon assuming command of air units in the Southwest Pacific Area of Operations, General George C. Kenney lobbied General Henry H. Arnold for P-38s to supplant the outdated aircraft. Kenney also specifically requested the assignment of Lieutenant Richard Ira Bong, a promising young pilot known for his audacious maneuvers in a P-38, including a daring loop around the Golden Gate Bridge. Bong would later achieve renown as the top U.S. ace, with 40 confirmed kills attributed to his Lightning.

Upon the arrival of the first P-38s in Australia, deficiencies in their design necessitated rectification, delaying their combat debut. Nevertheless, by late 1942, the P-38s had begun to supplant some of the P-39s within the 35th Fighter Group, heralding their imminent engagement with Japanese forces in the skies over New Guinea. Though the 49th Fighter Group remained equipped with P-40s at the time, it too would transition to the Lightning in due course.

Accidental Victory: Lockheed P-38s in the Pacific Theater

In the vast expanse of the Pacific, the debut of P-38 dominance was an unexpected twist rather than a planned assault. Despite weeks of patrol, P-38 pilots found themselves in a frustrating dance with the elusive Japanese aircraft, as if the enemy was purposely evading their twin-boomed adversaries. Then, in late November, amidst the banter over the airwaves above Lae Airdrome, fortune favored the bold. A daring young pilot named Ferrault, hailing from the vibrant city of New Orleans, found himself in a precarious position. With bombs strapped beneath his wings, he plunged towards a Japanese fighter, only to realize his payload could jeopardize his pursuit. Quick thinking led him to release his burden into the ocean below, just as the Japanese pilot took flight. The ensuing chaos of exploding waters spelled doom for the unfortunate adversary, as he succumbed to the unforgiving embrace of the bay. Despite the jests from General Kenney, who playfully doubted Ferrault’s eligibility for the promised Air Medal, the young Cajun found himself adorned with the coveted honor before the day’s end.

December 27, 1942, marked the turning point when the P-38s asserted their supremacy over the skies of the Southwest Pacific. Poised for action at Laloki Aerodrome in Port Moresby, a squadron of 12 Lightnings awaited the imminent clash with a formidable Japanese armada. Under the command of Captain Thomas J. Lynch, whose prowess had already left its mark in P-39s, the P-38s soared into the fray to intercept the menacing formation of 25 Japanese fighters and dive-bombers.

When the dust settled, the tally stood at 15 downed adversaries (according to the official annals of the Army Air Forces in WWII, nine Japanese fighters and two dive-bombers lay in ruin). Lynch, along with the legendary Bong, each laid claim to two victories, while Lieutenant Kenneth Sparks etched his name alongside theirs with a pair of Japanese fighters to his credit.

Bong’s reputation for audacity preceded him, his cherubic countenance belying an inner ferocity. While not hailed for his marksmanship, Bong’s mastery of the aerial realm lay in his aggressive tactics, often maneuvering perilously close to his prey and delivering decisive blows straight into the heart of the cockpit.

In a baptism by fire, Bong’s debut in combat saw him isolated amidst a swarm of Japanese adversaries. Undeterred, he swiftly dispatched two foes, emerging unscathed from the crucible of battle. Though fate ultimately claimed him in the twilight of the war during the testing of a new jet fighter, Bong’s legacy endured, immortalized by his 40 aerial triumphs in the cockpit of the P-38.

The strategic significance of the P-38s in the South Pacific Theater was undeniable. Endowed with twin engines and extended range, they emerged as the quintessential aerial guardians of the region. General Millard Harmon’s persistent appeals to General Arnold for additional P-38s underscored their indispensable role in the theater’s operations.

As the Allies grappled for control of Guadalcanal against the relentless Japanese onslaught, the inadequacies of Marine Grumman F4F Wildcats and U.S. Army P-39/P-400s became painfully evident. Faced with relentless raids on Henderson Field, the vital lifeline of the American forces, the inferior performance of these aircraft left the defenders at a disadvantage.

Recognizing the urgent need to bolster the defense, General Douglas MacArthur ordered the temporary deployment of P-38s to Guadalcanal in November 1942. A squadron of eight P-38s, dispatched from Milne Bay on New Guinea, descended upon Henderson Field, lending their might to the embattled defenders. Their timely intervention precipitated a decisive air and naval engagement that stymied Japanese attempts at resupply, ultimately sealing the fate of the campaign. Though victory over Guadalcanal would not be secured until February, the P-38s had firmly etched their place in the annals of history, their distinctive roar echoing across the Pacific skies.

Who was the Lockheed P-38 pilot that “got” Admiral Isoroku Yamamoto?

In the early months of 1943, the Army Air Forces Headquarters, after much deliberation, commenced the deployment of a handful of P-38s to the Pacific theater, aiming to supplant the less capable P-39s and P-40s. With the securing of Guadalcanal, plans were set in motion within the South Pacific Area of Operations to advance northward through the Solomon Islands. In March, the 18th Fighter Group transitioned from their base in Hawaii to the South Pacific, merging with the 347th Fighter Group, which was in the midst of transitioning from P-40s to P-38 Lightnings. Shortly thereafter, upon their arrival at Henderson Field, pilots from the 18th Fighter Group joined forces with their counterparts from the seasoned 347th for what would become one of the most renowned missions of World War II.

In early April, Allied intelligence intercepted crucial information: Admiral Isoroku Yamamoto, the foremost naval strategist of Japan and mastermind behind the attacks on Pearl Harbor and Midway, was slated to embark on an inspection tour of Japanese installations in the South Pacific. American code-breakers meticulously decrypted Yamamoto’s precise itinerary, pinpointing his scheduled arrival at Ballale airfield on the island of Bougainville at 0945 on April 18.

Still seething from the sting of Japan’s triumph over the U.S. Pacific Fleet at Pearl Harbor nearly a year and a half earlier, Chief of Naval Operations Admiral Ernest J. King issued a resolute directive to Admiral William Halsey, commander of U.S. forces in the vicinity of Guadalcanal: “Eliminate Yamamoto.” Halsey promptly relayed this imperative to Admiral Marc Mitscher, the new Commander for Air, Solomons, who was a naval officer.

Given that the only Allied aircraft in the region capable of intercepting Yamamoto were the P-38s, the Army was tasked with executing the mission. Eight pilots were selected from the 12th Fighter Squadron of the 18th Fighter Group, two from the 70th Fighter Squadron, and an additional eight from the 339th Fighter Squadron of the 347th Group. Captain Thomas Lanphier of the 70th Fighter Squadron was designated to lead the assault section consisting of four P-38s, while Major John Mitchell assumed command of the operation and led the remaining 14 P-38s in the cover role.

Taking off from Henderson Field on Guadalcanal at 0725 hours on the appointed day, the formation of 18 aircraft flew just above the waves for over two hours before sighting Yamamoto’s convoy as they approached the Bougainville coastline. In the ensuing engagement, Captain Lanphier downed one of the enemy Zeros before targeting one of the Betty bombers carrying Yamamoto, sending it plummeting into the jungle ablaze. Lieutenant Rex Barber successfully brought down the second Betty.

Although Lanphier was officially credited with the downing of Yamamoto, a contentious dispute arose between him and Barber regarding the attribution of the kill, persisting for over fifty years. Regardless of the intricacies of this controversy, the squadron of P-38s succeeded in eliminating Yamamoto and most of his entourage. Major Mitchell, along with each pilot in the attack section, was awarded the Navy Cross for their valor.

In May 1943, the 475th Fighter Group was activated in Australia, aspiring to become the first unit in the Southwest Pacific solely equipped with P-38s. Meanwhile, other groups operated a mix of aircraft, including P-39s, P-40s, P-47s, and P-38s. Personnel were drawn from existing units fighting in New Guinea to form the nucleus of the new group in Australia. Additional personnel arrived from the United States to augment the squadrons while new aircraft were ferried in by sea. By July, 118 P-38s had arrived in Australia and were undergoing modifications at Eagle Farms to meet combat standards. By mid-August, the group was combat-ready and relocated northward to Dobodura, joining forces with the 49th Fighter Group, which operated both P-38s and P-40s.

The issue of range posed a significant challenge for the commanders of the Fifth and Thirteenth Air Forces. Unlike the confined theaters of war in Europe, the Pacific conflict spanned vast distances, necessitating prolonged flights over open waters. The twin-engine configuration of the P-38 rendered it ideally suited for over-water operations. Unlike single-engine fighters, which faced imminent danger with an engine failure, a twin-engine fighter or light/medium bomber could sustain the loss of one engine and still make it back to base.

Charles Lindbergh’s Relationship with the P-38

General Kenney and his squadron leaders grappled with the challenges of their theater, their minds ceaselessly churning out innovative solutions to bolster the reach of their combat units. While the introduction of extended-range fuel tanks promised some relief, the summer of 1944 brought an unexpected boon to the theater—a figure who would revolutionize the capabilities of the P-38 and greatly enhance its operational radius.

In the spring of 1927, Charles A. Lindbergh single-handedly shattered the boundaries of aviation by piloting the Spirit of St. Louis, a Ryan monoplane of his own design, across the Atlantic from New York to Paris. This monumental feat, achieved solo, catapulted Lindbergh into the annals of aviation history. Following his historic transatlantic journey, Lindbergh, a proficient fighter pilot and a reservist in the U.S. Army, embarked on a series of daring long-distance flights, occasionally accompanied by his wife, Anne.

Despite holding the rank of colonel in the Army Reserve, Lindbergh resigned his commission to assume a prominent role in the American isolationist movement. Having resided in Europe for several years, where he acquainted himself with various air forces and piloted the premier fighters of numerous European nations, Lindbergh staunchly opposed American involvement in the war. His isolationist stance incurred the ire of many influential figures within the Roosevelt administration. When Lindbergh sought to return to active duty following the attack on Pearl Harbor, President Franklin Roosevelt, with a curt remark to his aides, dismissed his application, effectively grounding the “Lone Eagle.”

Despite being sidelined from military service, Lindbergh made substantial contributions to the American war effort. Initially employed as a consultant with Ford Motor Company, he played a pivotal role in ironing out production issues with the Consolidated Liberator bombers and transports. Later, he lent his expertise to United Aircraft, particularly in the development of the F4U Corsair. Lindbergh’s journey to the South Pacific as a civilian technical representative for United Aircraft, initially focused on the Marine F4U Corsair program, soon intertwined with the P-38 program, marking a pivotal juncture in his wartime endeavors.

Lindbergh found himself stationed in the Pacific at the behest of the U.S. Navy, yet amidst his official duties, he harbored a personal agenda—to conduct a comparative study of single- and twin-engine fighters in actual combat. Securing permission, he redirected his focus towards New Guinea. Upon arrival, he promptly presented his orders to General Whitehead and was promptly integrated into the 475th Fighter Group. However, administrative mishaps delayed the news of his presence from reaching General Kenney’s headquarters until after Lindbergh had already undertaken several missions.

Upon learning of Lindbergh’s presence and his active involvement in combat sorties flying P-38s, Kenney extended an invitation for the renowned aviator to visit Brisbane. Lindbergh’s arrival in Australia prompted Kenney to introduce him to General Douglas MacArthur, portraying Lindbergh’s role as pivotal. MacArthur, in turn, sanctioned Lindbergh to assist Kenney, who wasted no time dispatching the Lone Eagle back to New Guinea to impart his expertise to the fledgling fighter pilots, particularly in extending aircraft range.

Lindbergh’s solution was elegantly straightforward. Unlike the conventional practice of maintaining high propeller rpm and manifold pressure for maximum turbo-charged engine output, he advocated for a reduction in propeller rpm while retaining high manifold pressure. This technique not only curtailed fuel consumption but also sustained high engine power. Although met with skepticism initially, Lindbergh’s persuasion dispelled doubts among Army and Marine pilots alike.

However, Lindbergh’s active participation in combat missions veered off course when he engaged Japanese fighters, downing a Sophie float-plane fighter. Another skirmish ensued days later, with Lindbergh finding himself pursued by a Zeke and facing imminent attack. Fortunately, he was aided by a trio of seasoned fighter pilots who intervened swiftly, averting a dire outcome.

Upon learning of Lindbergh’s involvement in aerial combat, Kenney ordered his grounding. Lindbergh subsequently joined the Marines for a few more missions before returning to the United States, having completed approximately 50 combat sorties and claiming one Japanese aircraft. His departure left a lasting legacy, endowing Pacific theater fighter commanders with invaluable techniques to enhance aircraft range.

During Lindbergh’s tenure with the 8th and 475th Fighter Groups, a remarkable feat was achieved—an unprecedented 1,280-mile mission was flown by a P-38 formation, escorting B-24s assaulting Japanese positions in the Halmehera Islands northwest of New Guinea. This accomplishment, made possible by Lindbergh’s teachings, underscored the pivotal role he played.

Notably, the P-38 pilots of the Fifth and Thirteenth Air Forces experienced a surge in ace pilots. With their extended range, courtesy of Lindbergh’s innovations, the P-38s ventured deep into Japanese territory, where encounters with enemy aircraft were frequent. Among these skilled and aggressive pilots were figures like Tommy Lynch, Tom McGuire, and Dick Bong, whose exploits underscored the effectiveness of Lindbergh’s contributions. Lynch, in particular, had amassed considerable combat experience, having transitioned from the underperforming Bell P-39 Airacobra to the P-38, forming a formidable duo with Bong.

Lynch, Kearby, and Bong: Who Achieved the Highest Number of Enemy Fighter Kills?

Colonel Neel Kearby, a skilled P-47 pilot and commander of the 348th Fighter Group, emerged as another distinguished ace in the theater of war. Until March 1944, Kearby, along with Lynch and Bong, engaged in a tight competition for the title of top ace. Tragically, Kearby and Lynch met their demise within days of each other: Kearby on March 4, shot down by a Japanese fighter, and Lynch on the 8th, struck by ground fire during a strafing mission. Thus, Bong stood as the sole survivor among the trio. Despite the loss, Bong continued to fly combat missions, surpassing World War I ace Captain Eddie Rickenbacker’s score on April 10, with 27 confirmed kills. Promptly promoted to major by Kenney, Bong was dispatched back to the United States for gunnery school.

Upon his return to the Far East Air Forces in mid-October, Major Dick Bong found Major Thomas McGuire closing in on his tally, just eight kills shy of matching Bong’s record. Eager to apply his newfound knowledge from gunnery school, although ironically not known for his marksmanship and lacking prior gunnery training, Bong sought to impart his tactics in aerial gunnery. Kenney, recognizing Bong’s potential, declined his request to rejoin a squadron but instead enlisted him onto his staff, tasking him with instructing squadrons based on his Stateside education.

Despite his teaching responsibilities, Bong was permitted to continue flying missions, steadily adding to his tally until reaching 40 kills. Kenney, acknowledging Bong’s indispensability, made the decision to permanently recall him to the States. Meanwhile, McGuire was closing in on Bong’s record, trailing by only two kills. Tragically, McGuire’s pursuit ended on January 7, 1945, when he perished while attempting to aid a fellow pilot under attack by an aggressive Japanese fighter, his aircraft stalling and crashing to the ground.

The factors that rendered the P-38 an ideal reconnaissance aircraft

Thanks to its extensive range and dual engines, the P-38 emerged as the preferred aircraft within the Far East Air Forces. Upon receiving General Arnold’s notification regarding the cessation of P-38 production in favor of P-51s, Kenney promptly conveyed his dissent, expressing no desire for more P-51s but an urgent need for additional P-38s. He reiterated to former General Motors president General William Knudsen the same reasons he had articulated back in September 1943 for the necessity of P-38s. Knudsen assured Kenney of the continuous production of P-38s. By the conclusion of the war, over 10,000 Japanese aircraft had succumbed to the firepower of P-38s.

While the fighter variant of the Lightning engaged with the Japanese and German Air Forces, the photo reconnaissance iteration of the aircraft also played a significant role. At the onset of the war, Army maintenance depots commenced the conversion of P-38s into F-4 photo reconnaissance aircraft by removing the nose guns and installing cameras instead. The Lightning reconnaissance aircraft designated as the F-5 entered production.

The photo reconnaissance P-38s played pivotal roles both in Europe and the Pacific. Interestingly, the initial P-38s to embark on combat missions in the Pacific Theater were converted reconnaissance planes dispatched to Australia in early 1942. In early 1944, the modified P-51 Mustang made its debut in the European theater. Equipped with additional fuel tanks in the wings and fuselage, the P-51’s range was significantly extended, swiftly becoming the preferred fighter in Europe. Conversely, in the Pacific theater, the P-38 maintained its supremacy until V-J Day.