The USAAF issued a requirement for an attack aircraft in 1940, before it had information on World War II combat operations in Europe. Consequently, three prototypes were ordered in differing configurations: the Douglas XA-26 attack bomber with a bomb-aimer's position; the XA-26A heavily-armed night-fighter; and the XA-26B attack aircraft with a 75mm cannon. After flight testing and careful examination of reports from Europe and the Pacific, the A-26B Invader was ordered into production, and initial deliveries of the 1,355 built were made in April 1944.
The A-26B had six 12.7mm machine-guns in the nose, remotely controlled dorsal and ventral turrets each with two 12.7mm guns, and up to 10 more 12.7mm guns in underwing and underfuselage packs. Heavily armoured, and able to carry up to 1814kg of bombs, the A-26B was potentially a formidable weapon. Moreover, its two, 1491kW Pratt & Whitney R-2800 engines conferred a maximum speed of 571km/h, making the A-26 the fastest US bomber of World War II. Invaders'remained in USAF service until well into the 1970s.
Missions with the 9th Air Force in Europe began in November 1944, and at the same time the type became operational in the Pacific. The A-26C with a bomb-aimer's position and only two guns in the nose entered service in 1945, but saw only limited use before World War II ended. A-26C production totalled 1,091. With little employment ahead of them, so far as anyone could see, one A-26B and one A-26C were converted to XJD-1 configuration, this pair being followed by 150 A-26Cs converted as target tugs for the US Navy with the designation JD-1; some were converted later to launch and control missile test vehicles and drones, under the designation JD-1D. These designations became UB-26J and DB-26J in 1962.
USAF A-26B and A-26C aircraft became B-26B and B-26C in 1948, and retained this designation until 1962. Both versions saw extensive service in the Korean War, and were again used in a counter-insurgency role in Vietnam. A special COIN version with very heavy armament and extra power was developed by On Mark Engineering in 1963, a prototype being designated YB-26K and named Counter Invader. Subsequently about 70 B-26s were converted to B-26K standard, 40 later being redesignated A-26A. Some were deployed in Vietnam, and others were supplied to friendly nations under the Military Assistance Program. B-26s were used also for training (TB-26B and TB-26C), transport (CB-26B freighter and VB-26B staff transport), RPV control (DB-26C), night reconnaissance. (FA-26C, from 1948 redesignated RB-26C) and missile guidance research (EB-26C). After the war, many A-26s were converted to executive, survey, photographic and even fire-fighting aircraft. Brief details of the two semi-production marks are given in the variants list.
Douglas A-26 / B-26 Invader on YOUTUBE
Specification
MODEL
B-26B
CREW
3
ENGINE
2 x Pratt & Whitney R-2800-27 or -79 Double Wasp, 1491kW
I had the great priviledge of working on this great aircraft as crew chief and occassionly flying on it. I was a proud member of the 603 Air Commando Sq with this aircraft at England AFB from 65-69 and moved with them to Hurlburt Field in 1969 with them. Soon after we sent them off to the bone yard and other countries. I have pictures if it everywhere. Definitely the best Acft I've ever worked on.
Had the privlage of working on this FINE aircraft on two different occasions. The 1st was 1944-45 at Douglas Long Beach. After the 1st flight, we were issued "squawk-sheets" for problems encountered on the that flight. This sheet handled by a 16 year old fresh out of the "ozarks". The 2nd was in 1950 when they were being taken out of "mothballs", and prepared for the Korean Police Action. I know of one that is located in the "Lyon Air Museum" at the Orange County Airport in California. It is still Flyable.
I was stationed at RAF Station Sculthorpe in late 56 and early 57. I went down to base ops one day and asked if they had anything that I could fly in just for fun. They put me on a B-26. I sat in the nose gunner's seat and could look up, down, and all around through the plexiglass. We flew all over England doing radar checks and touch and go's. I really enjoyed the priviledge.
I flew B26's (now re-designated to its WWII name, A26,)flying NATO cold war missions as Navigator /Bombardier in Laon, France, 1953-1956. We flew low altitude missions in Western Europe. We also deployed to North Africa (Libya and Morocco) in 1953 and 1954, where we trained French pilots in B26s. Many of these French pilots were sent to combat in the French colony of Indochina (later to be known as Vietnam. This old warhorse (the B26, not me), was fast, reliable and an effective and destructive instrument of war. I loved it.
I remember my uncle being called back into the Korean War as a navigator on the B-26; flying 50 night missions. I was just a kid but he gave me his baseball cap when he returned, with 50 bombs sewn on the bill, one for each mission. His name was John Duff. Anyone remember him.
This is my 2nd entry. I went through gunner school at Lowry AF Base in Denver. After this we had to choose which plane we wanted to go to combat, the B-26 or B-29. I choose the 26 and went to Langley Field for flying training and crewed up there. Then went to Stead AF Base for survival training, 15 days in the mountains of California with no food. Then to Korea, at K-9 AF Base. I was in the 17th Bomb Group and 34th Bomb Squadron and flew 25 combat mission on the B26. Had 22 missions in, all at night and one morning they woke us up and told us to get to the flight line. In briefing they told us we were going to be flying low and bombing troops. I flew 3 missions in one day and we sustained a lot of flack damage on one mission and the pilot called me and told me to prepare for bailout. I got ready and he called a few minutes later and said he thought we could get back. We had about 100 holes in the plane but she got us home. Thank God. I remember one of our planes had nose art of RICE PADDY WAGON and belonged to a Major Rice. Another was the GOLDEN BEAR and was named for a night club in Miho, Japan. I was in this club when on A R&R after 10 mission. The B-26 was a wonderful plane and very versital. Would dive bomb or fly at 30 thousand feet.After the day that we flew 3mission, I was rotated home and the next day it was announced that the cease fire had been signed. But I was heading home. 36 hours later we landed in Los Angles and then flew home to Louisville where all my family was there to meet me. So long ago.
I was a gunner on a B26, stationed at K-9 Pusan East AF Base, South Korea. I flew 25 missions and she always brought us home, no matter the problems. Great airplane. My pilot was 1st Lt. Kevin Evans and Navigator /Bombardier was 2nd Lt. Lees Broome. I loved those guys.
I had the privilege of being able to work on the 26's from July 68 July 69.It was great working on them. I love it when those engines fired up and that some and oli came out of those engines. As strange as it may seem I do miss that period in my life.
This Aircraft has to be one of the best this country has ever had. I flew on one during the Korean war. Was shot down, and had it not been for the endurance of this Acft. I would not be writeing this now. God bless the people who designed and built them.
spent a lot of time around a one-of-a-kind A-26 in Pgh., Pa. back in the late 50's /early 60's. A corporate hot rod for sure. To my knowledge, it was the only one to ever be pressurized!! Owned by Mesta Machine Co.(the folks who produced the 16" guns on the WWII Battleships among other miracles of that era). Rode in it several times....had to crawl up to the cockpit(before the Onmark Conversion). Flew my old Fairchild C-123 in and out of NKP a few times while in SEA, and saw that operation. Hard duty for those guys, but just as bad... the airframes were aging enough that some were lost due to wing failures as well.
John,I remember you. When the event you describe happened I was on duty as a GCA operator. We were set up on runway 22, which was short, and where the GCA was only 500 feet off the runway. When the tower hit the alarm bell we all got the hell out-- I was covered with the curtain behind the operating seats. The aircraft lost its left gear and climbed to the left passing between the runway and the GCA.
I was the crew chief on two B-26's tail numbers 571 and 503 great machines to work on this was with 5th Tow Target Squadron Neubiberg Air Base Germany 1954-1958.let me hear from some of the 5th men.
Was with the 5th Tow Target Head Quarters at Neubiberg 1954 till the last when the base was turned over to the Germans. Have a copy of the 'Yearbook' Have lot good memories of our B-26s [A-26]
After returning from Korea (Army) and w /Korean President Rhee threatening to "march north and unify Korea" with a gillion Chinese on the other side of DMZ and my still facing 4 years of reserve time, I decided to join the AF reserve and get out of the army reserve so, in case all hell broke out again, I'd be going back over as a "flyboy" instead of "grunt". The planes used by my new reserve unit (the 452nd out of Long Beach, CA ) was the fabulous B-26s (glass nose versions). At our summer 2 week training in Chico, CA, it was so hot that the flight line mechanics had to keep their tools in buckets of cold water so they wouldn't fry their hands when working on the planes. While out on the town one night(not too much excitement in Chico, CA), I met an old high school buddy whom I hadn't seen since school and who was a pilot in our reserve unit. Consequently, I got to tag along (in the nose) on a few night missions to a practice bombing range West of Reno. An "E" ticket ride if there ever was one with not nav lights formations, inverted banks maneuvers and diving into the valley firing rockets into old buildings, tank hulks, etc. With the exception of nobody shooting back at you, it was probably pretty much like the real thing. The best part of the summer camp was when I got to fly right seat back to our Long Beach base taking over the controls from Sacramento to L.A. A real experience since the only "stick" time I'd ever had, at the time, was in a J-3! Conclusion...the B-26 Invader was and is still one hell of a hot rod airplane and if any of you ever get the opportunity to fly one or get a ride in one, go for it..you'll like it!
The 47th Bomb Group flew A-26C's from bases in Italy during 1945. You can look up the history of the 47th on the internet for the names of the bases. After 1945, the 47th was stationed at Lake Charles, LA, and Biggs AFB, El Paso< Tx with A-26c's painted black for night attack missions.
my uncle cauby pinheiro,fly in 5th aviation group in natal.i was live within him and remember this wonderful airplane flying near in our house.im airline captain(737-800)and dont forget these gold years.
