The Bell P‑59 Airacomet holds the distinction of being the first jet aircraft produced in the United States, emerging from a period when the U.S. lagged behind Britain and Germany in jet‑propulsion research.
Its development began in 1941, after U.S. Army Air Forces commander General Henry “Hap” Arnold witnessed the British Gloster E.28/39 jet aircraft during a visit to the U.K. in April of that year.
Impressed by the demonstration, Arnold secured both the Whittle W.1X turbojet engine and engineering documentation for the more advanced W.2B/23, transporting them to the U.S. for domestic development.
To produce an American version of the engine, Arnold contracted General Electric, which developed the General Electric I‑A, later refined into the J31 turbojet.
On 5 September 1941, Arnold approached Lawrence Bell of Bell Aircraft to design a fighter around the new engine.
The project was deliberately disguised under the designation XP‑59A, echoing an unrelated, cancelled bell-pusher‑propeller fighter project (XP‑59) to maintain secrecy.
The programme was conducted under extreme security: Bell engineers relocated to a sealed, window‑painted former automobile factory in Buffalo, New York, with guards posted around the building.
Even the first prototype had to be removed by cutting a hole in the wall.
Design and Development
Airframe and Configuration
The P‑59 was a single‑seat, mid‑wing monoplane with a flush‑riveted, all‑metal monocoque fuselage.
It featured:
Tricycle landing gear, a Bell trademark also seen on the P‑39 and P‑63.
A straight, low‑aspect‑ratio wing.
A conventional tail with fabric‑covered control surfaces.
A pressurised and heated cockpit with electric flaps.
The aircraft was powered by two General Electric J31 centrifugal‑flow turbojets, each derived from the Whittle design.
Early prototypes used the I‑A engine; production models used J31‑GE‑3 (P‑59A) or J31‑GE‑5 (P‑59B).
Prototyping and Testing
The first XP‑59A prototype flew on 1 October 1942, making it the first U.S. jet aircraft to take to the air.
However, from the earliest test flights, the aircraft demonstrated underwhelming performance:
Top speed: ~404–413 mph depending on the variant and altitude.
404 mph at 25,000 ft
413 mph
This was slower than contemporary piston fighters such as the P‑47 Thunderbolt and P‑51 Mustang, which exceeded it by 20–30 mph.
The aircraft also suffered from:
Poor acceleration
Low thrust‑to‑weight ratio
Stability issues
Unsatisfactory gunnery characteristics
Despite these shortcomings, the U.S. Army Air Forces ordered 13 YP‑59A service‑test aircraft and initially 100 production aircraft, though half of this order was later cancelled due to disappointing performance.
Technical Characteristics
Powerplant
Two General Electric J31 turbojets
P‑59A: J31‑GE‑3
P‑59B: J31‑GE‑5 (improved thrust and fuel capacity)
Dimensions
Wingspan: 45 ft 6 in
Length: 38 ft 2 in
Height: 12 ft
Performance
Top speed: 404–413 mph
Service ceiling: ~46,000 ft
Range: Limited; increased in P‑59B due to added internal fuel.
Armament
The P‑59 was intended to carry the following:
One 37 mm cannon
Three .50‑calibre machine guns
However, its poor stability made it a weak gunnery platform, contributing to its non‑adoption as a combat aircraft.
Variants
XP‑59A (Prototypes)
Three built.
Used for initial flight testing and engine development.
One shipped to the U.K. for evaluation at Farnborough (RAF serial RJ362/G).
YP‑59A (Service‑Test Aircraft)
Thirteen built.
Two were evaluated by the U.S. Navy as YF2L‑1.
P‑59A (Production)
Twenty built.
Powered by J31‑GE‑3 engines.
Used primarily for training and cold‑weather testing.
P‑59B (Improved Production)
Thirty built.
Featured J31‑GE‑5 engines and increased fuel capacity.
Minor airframe refinements.
Operational Use and WWII Context
Although developed during World War II, the P‑59 never saw combat.
Its performance was too inferior to piston fighters already in service and far below the capabilities of Germany’s Messerschmitt Me 262, which the U.S. evaluated late in the war.
Instead, the P‑59 served crucial roles:
Jet Familiarization and Training
The Airacomet introduced US pilots, ground crews, and command staff to the procedures, handling, and maintenance of jet aircraft.
Hundreds of Army Air Forces and Navy pilots flew it.
Technology Exchange with Allies
One YP‑59A was exchanged with Britain for a Gloster Meteor Mk I.
This exchange helped both nations evaluate each other’s early jet technology.
Environmental and Special Testing
A P‑59A (“Smokey Stover”) became the first jet to fly in Alaska, used for cold-weather trials.
Navy Evaluation
Two aircraft were tested as YF2L‑1, helping the Navy understand jet operations even though the P‑59 was unsuitable for carrier use.
Assessment and Legacy
The Bell P‑59 Airacomet was not a successful fighter, but it was a critical technological stepping stone.
Its shortcomings—low thrust, poor stability, and disappointing speed—led the USAAF to select the Lockheed P‑80 Shooting Star as its first operational jet fighter.
However, the P‑59’s legacy is significant:
It established the U.S. jet programme.
It provided the first generation of American jet pilots with essential experience.
It accelerated the development of more advanced aircraft.
It demonstrated the feasibility of mass-producing turbojet engines in the U.S.
By the end of WWII, the P‑59 had fulfilled its purpose: not as a combat aircraft, but as the foundation upon which American jet aviation was built.
