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Bell P-63 Kingcobra

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The Bell P-63 Kingcobra is an American fighter aircraft that was developed by Bell Aircraft during World War II. Based on the preceding Bell P-39 Airacobra, the P-63's design incorporated suggestions from P-39 pilots and was superior to its predecessor in virtually all respects. The P-63 was not accepted for combat use by the United States Army Air Forces. However, it was used during World War II by the Soviet Air Force,<ref name=" Angelucci and Matricardi p. 100.">Angelucci and Matricardi 1978, p. 100.</ref> which had also been the most prolific user of the P-39.

Design and developmentEdit

XP-39EEdit

{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} While the P-39 had 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.<ref>Matthews 1996, p.171.</ref> 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 with serials 41-19501, 41-19502 and 42-7164. The I-1430 had continued development problems and could not be delivered in time, so it was replaced by an Allison V-1710-47, similar to that powering the P-39. Each prototype tested different wing and tail configurations: 41-19501 had a rounded vertical tail, but squared-off tailplane tips; 41-19502, a squared-off fin and rudder and large wing fillets; and 42-7164 had all its flight surfaces squared off. The XP-39E proved faster than standard Airacobra, reaching a maximum speed of Template:Cvt at Template:Cvt during tests. However, the XP-39E was considered inferior to the stock P-39 Airacobra in all other respects,Template:Cn so it was not ordered into production.

XP-63Edit

File:Airacobra P39 Assembly LOC 02902u.jpg
Bell assembly line near Niagara Falls, New York

Although the XP-39E proved 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. The new design was given the designation XP-63 and serials were 41-19511 and 41-19512. A third prototype was also ordered, 42-78015, using the Packard V-1650, the U.S.-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, 66(215)-116 a=0.6 at the root and a NACA 66(215)-216 a=0.6 at the tip. The wing taper ratio was approximately 2:1, span was Template:Cvt, and wing area was Template:Cvt.<ref>Matthews, 1996, p.182.</ref> The 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 Template:Cvt to the service ceiling. A larger four-bladed propeller was also standardized. A persistent complaint about the Airacobra was that its nose armament was not easily accessible for ground maintenance; 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).<ref>Pelletier, Alain J. Bell Aircraft Since 1935 (Annapolis, Maryland: Naval Institute Press, 1992), p.42.</ref> The P-63A's armament was to be the same as the current P-39Q, a single Template:Cvt M4 cannon firing through the propeller hub, two synchronized [[.50 BMG|Template:Cvt]] machine guns in the cowl, and two Template:Cvt machine guns in underwing gondolas.

The first prototype, 41-19511, 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, 41-19512, followed on 5 February 1943. It, too, was destroyed, this time due to an engine failure. The Merlin-engined 42-78015 (as Merlins were primarily needed for the P-51 Mustang) was delivered with another Allison instead, a -93, which had a war emergency rating of Template:Cvt at sea level, making this prototype one of the fastest Kingcobras built, attaining Template:Cvt at Template:Cvt.

File:Bell P-59 Airacomet 060913-F-1234P-013.jpg
First production P-59A with a P-63 behind.

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.<ref name="Gordon pp. 450451">Gordon 2008, pp. 450–451.</ref>

P-63A-8, SN 269261, 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. Most 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 ammunition load from 30 to 58 rounds for the A-9 variant. The P-63 had an impressive roll rate, besting the US P-47, P-40, and P-51—and the Japanese Navy's Kawanishi N1K2 Shiden-Kai fighter—with a rate of 110° per second at Template:Cvt.<ref>Dean 1997, pp. 410, 602.</ref>

Swept-wing L-39Edit

{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}}

File:Bell L-39.jpg
L-39 with swept wings, extended rear fuselage, ventral tail fin and P-39 prop

After the war, 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.<ref name="Champine">Williams, W.G. "Testing The First Supersonic Aircraft: Memoirs of NACA Pilot Bob Champine". NF166, January 1992. Excerpted from Wings Magazine, February 1991 Edition. Retrieved 1 April 2009.</ref> 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 for wind tunnel testing, where much valuable data was gathered.<ref name="Journey">Phillips, William Hewitt. "Journey in Aeronautical Research: A Career at NASA Langley Research Center, Problems Encountered as a Result of Wartime Developments". Monographs in Aerospace History, Number 12, 1945, Chapter 6. Retrieved: 17 July 2011.</ref> L-39-2 also served as a testbed for the Bell X-2 40-degree wing design.<ref name="Swept-wing">Baugher, Joe. "Swept-wing L-39". Joe Baugher's Encyclopedia of American Military Aircraft, 18 September 1999. Retrieved: 17 July 2011.</ref>

File:P-63 Kingcobra.jpg
A P-63A in USAAF service. (Image: USAF).

Operational serviceEdit

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Soviet UnionEdit

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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 fighter aircraft in Soviet service. There has been a common misconception that both the P-39 and P-63 were used mainly as ground attack aircraft. As historian James F. Gebhardt pointed out in a translation of one Soviet memoir (see quote box, right), this was likely a result of mistranslations of Soviet military terminology. The role known as prikrytiye sukhoputnykh voysk literally "coverage of ground forces" was essentially the same as close air support in other air forces.

The first version to be supplied in quantity to the Soviet Union was the P-63A-7 with a higher vertical tail, and reinforced wings and fuselage. The fuselage proved to need strengthening; consequently, in October 1944 a reinforcement kit for operational P-63s was developed.<ref name="Gordon p. 451">Gordon 2008, p. 451.</ref>

Air Transport Command ferry pilots, including pilots of the WASP program, picked up the planes at the Bell factory at Niagara Falls, New York, and flew them to Great Falls, Montana and then onward via the Northwest Staging Route through Canada to Alaska, where Soviet ferry pilots, many of them also women, would take delivery of the aircraft at Nome<ref>Long and Neganblya 2001, pp. 3, 5.</ref> and fly them to the Soviet Union over the Bering Strait via the Alaska-Siberia route (ALSIB). A total of 2,397 (2,672, according to other sources)<ref name="Gordon p. 452">Gordon 2008, p. 452.</ref> aircraft were delivered to the USSR, 72.6% of the overall 3,303 production aircraft.<ref>Hardesty 1991, p. 253.</ref>

P-63s were allegedly supplied to the Soviet Union only on the condition that they be reserved for future operations against Japanese forces, under a 1943 agreement with the US.Template:Citation needed As such, all P-63 units were supposedly based in the Soviet Far East. However, according to anecdotal accounts, from both Soviet and German sources, some P-63s saw service against the Luftwaffe. A Soviet pilot who served under A. I. Pokryshkin, reported that the entire 4th Guards Fighter Aviation Regiment (4 GvIAP) secretly converted to P-63s in 1944.Template:Cn Stuka pilot Hans Rudel stated in his memoirs that, over the Courland pocket, in early 1945, he and other German pilots had often encountered "American types of aircraft, especially Airacobras, Kingcobras and Bostons"..<ref>Hans Ulrich Rudel, "Stuka Pilot", p. 170; Black House Ltd, 2012</ref> One account states they were in action at Königsberg, in Poland and in the final assault on Berlin.Template:Cn There are German reports of P-63s shot down by both fighters and flak.Template:Cn Nevertheless, official Soviet records do not record P-63s being used in Europe.Template:Citation needed

The Soviets developed successful group aerial fighting tactics for the Bell fighters and scored a surprising number of aerial victories over a variety of German aircraft. 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 Manchukuo 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 Lejtenant I. F. Miroshnichenko from 17th IAP/190 IAD, shot down a Nakajima Ki-43 Hayabusa IJAAS fighter off the coast of North Korea.<ref name="Gordon p. 452"/>

Sufficient aircraft continued in use after World War II for them to be given the western reporting name of "Fred". By 9 May 1945, operational units still had 1,148 Kingcobras on strength.<ref name="Gordon p. 452"/> On 8 October 1950, two USAF F-80Cs from the 49th Fighter Group breached the USSR's border and attacked Sukhaya Rechka airfield Template:Cvt south-west of Vladivostok and Template:Cvt from the Soviet-Korean border,<ref name="Stueck2010">Template:Cite book</ref> making two strafing runs before returning to their home base. Soviet sources say the attack was intentional, but the pilots claimed it was a result of a navigational error.<ref>Biteman, Duane, B., Lt Col, USAF, Ret. "18th Fighter-Bomber Wing in Korea". koreanwar.org. Retrieved: 5 September 2009.</ref> The airfield belonged to the Air Forces of the Pacific Fleet (VVS TOF), but it was occupied by the 821st Fighter Aviation Regiment (821 IAP) of the 190th Fighter Aviation Division (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. There were no human losses.<ref>"Soviet interview on P-80 attack". airforce.ru. Retrieved: 17 July 2011.</ref>

FranceEdit

Template:Expand section In 1945, 114 later models were delivered to the French Air Force (Armée de l'Air), but they arrived too late to see service in World War II. They did see service during the First Indochina War before being replaced in 1951.

Initially, the French Kingcobras were deployed to Algeria. Fighter squadron (Groupe de Chasse) 2/6 "Travail", previously equipped with P-39 Airacobras, received their Kingcobras on 18 July at Casablanca; the pilots were surprised by the higher landing speed of their new aircraft.<ref>Petit, p. 4</ref> The Kingcobra were scrambled to Indochina when the insurgency broke. Only 60 Kingcobras were operational in Indochina in January 1950, mainly because the Americans refused to supply spare parts.<ref>Petit, p. 9</ref> Starting in February 1951, the squadrons equipped with Kingcobra started to receive Grumman F8F Bearcats as replacements. Most Kingcobras were mothballed by July. The last flight of a Kingcobra in Indochina took place on 6 September 1951.<ref>Petit, p. 21</ref>

"Pinball" operationsEdit

Its main use in American service was the unusual one of a manned flying target for gunnery practice.<ref name=JustShootMeSI>Dunaway, James. "Just Shoot Me". Air & Space/Smithsonian, Volume 25, Issue 5, October/November 2010. Retrieved: 17 July 2011.</ref> 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.<ref name=JustShootMeSI/> Special frangible rounds made of a lead/Bakelite combination were developed that would disintegrate upon impact.<ref name=JustShootMeSI/> These were known as the "Cartridge, Caliber .30, Frangible, Ball, M22". In 1990, veteran Pinball pilot, Ivan L. Hickman, wrote Operation Pinball about the training flights.<ref>Template:ISBN Operation Pinball/the USAAF's Secret Aerial Gunnery Program of WWII, Motorbooks Intl, 1990</ref>

RAE TestingEdit

British engineers, like the Americans, had a growing interest during World War 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 the United Kingdom had received.<ref name=Smith>Smith and Higton 1945.</ref>Template:Page needed 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 support 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.<ref name=Smith /> Measurements were made of the surface waviness. This showed peak wave amplitudes, above the mean, of approximately Template:Convert over a Template:Convert span. The standard waviness criteria<ref>Holmes, Bruce J., Clifford J. Obara and Long P. Yip. "NASA TP-2256: Natural Laminar Flow Experiments on Modern Airplane Surfaces." NASA, May 1984.</ref> shows the critical wave height to be Template:Convert for this application.<ref>Lednicer, 2000 p.11.</ref> 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 Template:Convert. In flight, this configuration was found to have a profile drag representative of boundary layer transition at 60% of chord.<ref name=Smith /> This gave researchers an idea of what level of wing surface quality was required to actually get the benefits of laminar flow airfoils.

Postwar air racersEdit

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, Arizona 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 wings by Template:Cvt in an attempt to improve its speed, reducing the span to Template:Cvt. The second one (44-4126 (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 Template:Cvt.

File:Bell RP-63C Kingcobra N62822 OSH 07.74 edited-2.jpg
Bell RP-63C racer Tipsy Miss wearing No. 28 at Oshkosh Wisconsin in 1974.

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 a fatal accident in 1990<ref>Johnsen 1998, p. 67.</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> 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.<ref>Johnsen 1998, p. 94.</ref>

VariantsEdit

File:The Bell P-63 Kingcobra.jpg
P-63 with underwing gun pods
  • XP-63 Prototypes (two) (company designation was Model 24); USAAF serials (41-19511 and 41-19512).
  • XP-63A Following the loss of the first two prototypes, an additional test aircraft was procured, USAAF serial 42-78015, originally ordered as a testbed for the proposed Rolls-Royce Merlin-powered P-63B.
  • P-63A The production model Bell Model 33; 1725 P-63As produced in various sub-marks.
  • P-63B Proposed Rolls-Royce Merlin-powered P-63B series was cancelled due to lack of availability of Merlin engines.
  • P-63C Second production series differed from the P-63A by being powered by the uprated Allison V-1710-117 engine with a war emergency rating of Template:Cvt at sea level and Template:Cvt with water injection. The wingspan was reduced by Template:Convert. A total production run of 1,227 was completed.<ref name="Baugher">Baugher, Joe. "Bell P-63 Kingcobra". Joe Baugher's Encyclopedia of American Military Aircraft, 18 September 1999. Retrieved: 17 July 2011.</ref>
  • P-63D One aircraft (43-11718) powered by an Allison V-1710-109 (E22) Template:Cvt featured a Template:Cvt wingspan increase (to Template:Cvt, gross area being increased to Template:Cvt and, most noticeably, a rearward-sliding bubble canopy. The series was cancelled in 1945.<ref name="Baugher"/>
  • P-63E Essentially similar to the P-63D with the exception of a ventral fin extension and the use of a standard "cab"-style cockpit; only 13 built.
  • P-63F Bell Model 43 variant featured an enlarged vertical tail and Allison V-1710-135; only two (43-11719 and 43-11722) built.
  • RP-63A/C "Pinball" Target aircraft with five modified from P-63As and 95 modified on production lines; in 1948, surviving RP-63A aircraft were redesignated QF-63A. A further 200 production RP-63C aircraft were modified on the production line. Similarly, the surviving RP-63Cs were redesignated QF-63Cs. Many of the "target" aircraft were actually used as target tugs.
File:Bell L-39-2 NAN2-61.jpg
L-39-2 with swept wings and four-bladed prop.
  • RP-63G "Pinball" "Dedicated" flying targets which included two prototypes (43-11723 and 11724) and 30 production aircraft that incorporated a flush dorsal inlet but, more significantly, lights that would come on when the target was struck with frangible munitions. In 1948, the remaining RP-63Gs were redesignated QF-63Gs.<ref name="Baugher"/>
  • L-39 Two war surplus P-63Cs modified by Bell under Navy contract for flight testing of low-speed and stall characteristics of high-speed wing designs.

OperatorsEdit

File:Bell P-63A Kingcobra N191H CAF HARL 18.10.75 edited-2.jpg
RP-63C (ex-"Pinball") Kingcobra in French Air Force markings at the Commemorative Air Force museum at Harlingen Texas in 1975
{{#invoke
flag||France}}
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File:Bell P-63 Kingcobra on display in Victory Park, Moscow. Photo taken in June 2004.jpg
Bell P-63 King Cobra (identifiable as such by its vertical tail and four-bladed propeller) on display in Victory Park, Moscow, June 2004.
File:P63Cfamilyweb.jpg
P-63C of the Armée de l'Air

SurvivorsEdit

File:Bell P-63E Kingcobra USAF.jpg
P-63E-1BE 43-11728 "Pinball" of the Air Force Museum

HondurasEdit

On display
P-63E

RussiaEdit

On display
P-63A
P-63C

United KingdomEdit

Under restoration
P-63C

United StatesEdit

Airworthy
P-63A
P-63C
On display
P-63A
P-63E
RP-63G
Under restoration or in storage
P-63A
RP-63C

Accidents and incidentsEdit

On 3 June 2001, a Bell P-63A crashed during the Biggin Hill International Air Fair in London, England, killing the pilot. The pilot was at the top of a vertical maneuver when he appeared to have lost control of the plane. This was the second plane accident in 24 hours at Biggin Hill following the crash of a de Havilland Vampire that killed both pilots.<ref>Template:Citation</ref><ref>https://aviation-safety.net/wikibase/89962 . Retrieved 14 November 2022</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

On 12 November 2022, P-63F 43-11719, owned by the Commemorative Air Force and piloted by Craig Hutain, collided with Boeing B-17G Flying Fortress Texas Raiders at an airshow in Dallas, Texas. 43-11719 was one of only five remaining airworthy P-63s and was the only surviving P-63F of the two that were built.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Six people were killed, one in the P-63 and five in the B-17.<ref>Template:Cite news</ref>

Specifications (P-63A)Edit

3-view line drawing of the Bell P-63A Kingcobra

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See alsoEdit

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ReferencesEdit

NotesEdit

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BibliographyEdit

  • Angelucci, Enzo and Paolo Matricardi. World Aircraft: World War II, Volume II (Sampson Low Guides). Maidenhead, UK: Sampson Low, 1978. Template:ISBN.
  • Bridgman, Leonard, ed. "The Bell Kingcobra." Jane's Fighting Aircraft of World War II. London: Studio, 1946, p. 207. Template:ISBN.
  • Dean, Francis H. America's Hundred Thousand. Atglen, Pennsylvania: Schiffer Publishing Ltd., 1997. Template:ISBN.
  • Dorr, Robert F. "Bell Cobra Variants: P-39 Airacobra and P-63 Kingcobra" Wings of Fame, Vol. 10, 1998.
  • Gordon, Yefim. Soviet Air Power in World War 2. Hinckley, Lancashire, UK: Midland, Ian Allan Publishing, 2008. Template:ISBN.
  • Green, William. War Planes of the Second World War, Volume Four: Fighters. London: MacDonald & Co. (Publishers) Ltd., Sixth impression 1969, first edition 1961. Template:ISBN.
  • Green, William and Gordon Swanborough. WW2 Aircraft Fact Files: US Army Air Force Fighters, Part 1. London: Macdonald and Jane's Publishers Ltd., 1977. Template:ISBN.
  • Hardesty, Von. Red Phoenix: The Rise of Soviet Air Power 1941-1945. Washington, D.C.: Smithsonian Institution, 1991, First edition 1982. Template:ISBN.
  • Hickman, Ivan. Operation Pinball: The USAAF's Secret Aerial Gunnery Program in WWII. St. Paul, Minnesota: Motorbooks International, 1990. Template:ISBN.
  • Jane, Fred T. "The Bell Kingcobra." Jane's Fighting Aircraft of World War II. London: Studio, 1946. Template:ISBN.
  • Johnsen, Frederick A. Bell P-39/P-63 Airacobra & Kingcobra. St. Paul, Minnesota: Voyageur Press, Template:ISBN.
  • Template:Cite journal
  • Lednicer, David A. "Aerodynamics of the Bell P-39 Airacobra and P-63 Kingcobra". SAE paper 2000-01-167. Warrendale, Pennsylvania: SAE International, 9 May 2000.
  • Long, Everett A. and Ivan Y. Neganblya. Cobras over the Tundra (bilingual Russian/English). Reno, Nevada: Arktika, 2nd edition 2001, 1992. Template:ISBN.
  • Matthews, Birch. Cobra! Bell Aircraft Corporation 1934-1946. Atglen, PA: Schiffer Publishing, 1996. Template:ISBN.
  • Pelletier, Alain J. "French 'Kings': Bell P-63 Kingcobras in Indochina" Air Enthusiast, No 72, 1997.
  • Smith, F. and D.J. Higton. "Flight Tests of "King Cobra" FZ.440 to Investigate the Practical Requirements for the Achievement of Low Profile Drag Coefficients on a "Low Drag" Aerofoil." Aeronautical Research Council R&M 2375, August 1945.
  • Tomalik, Jacek. Bell P-39 Airacobra Cz.1, Monografie Lotnicze 58 (in Polish). Gdańsk, Poland: AJ-Press, 1999. Template:ISBN.
  • Tomalik, Jacek. Bell P-63 Kingcobra, XFL-1 Airabonita, P-39 Airacobra Cz.2, Monografie Lotnicze 59 (in Polish). Gdańsk, Poland: AJ-Press, 2001. Template:ISBN.
  • Petit, Jean-Jacques. "Le Kingcobra en Indochine", Aviation Francaise Magazine No. 1 (Dec 2004/Jan 2005), pp. 4–21.
  • Williams, Anthony G. Rapid Fire: The Development of Automatic Cannon, Heavy Machine-Guns and Their Ammunition for Armies, Navies and Air Forces. Shrewsbury, UK: Airlife, 2002. Template:ISBN.
  • Template:Cite journal

External linksEdit

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Data
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