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 was crew chief Flt. Mechanic on a B-26 while in the 6th Tow Traget Sq.Based at Johson Air Force Base in Japan 1952 to Sept. 1954. If I remeber right the number was 4391. I crewed that aircraft for two years. Great Aircraft.
Was Crew Chief 0n 4139267 at Long Beach Municipal Airport. 1954-55. We trained reserves and kept pilots up on flying time. Loved this plane. Later went on B-29s and it was like going from a Corvette to a Greyhound Bus.
My Dad will turn 90 this June, he was a pilot in the Army Air Corp and mentioned flying the B-26 for tow targets. Never went into combat, started as Enlisted Air Crew. Trying to find anyone that may have been stationed with him. He was at Altus, OK and Marianna Fl, his time served was Jan '42 - Sep '45
I am currently a member of a volunteer crew at the New England Air Museum in Windsor Locks, CT which is 7 years into restoring a A-26C Invader. It was named the Reida Rae and flew 39 combat missions in the European Theater in 1944-45.
When I arrived at NAF Naples (Italy) in 1956, there were two JD-1 aircraft used for towing target sleeves for Sixth Fleet gunnery practice. These aircraft were replaced by two AD-5W Skyraiders modified with tow reels operated by an AO (Aviation Ordinanceman) for the same mission.
Was crew chief /eng. on RB-26's At Shaw AFB SC in 52-54. Great plane. Did single engine take offs as part of training for Korea bound pilots. B&C models
I flew this plane while in VU-7 at NAS North Island 1961-63. Good handling plane with ample power. Would climb at 1,200 ft /min on one engine using 2,400 RPM and 40 inches manifold pressure right after takeoff. Used for target towing, radar tracking and simulated attacks on USN ships. Of the 14 types of aircraft I flew, it was one of my two favorites. The other being the Chance Vought F-8 Crusader.
I flew in 26 in 1945 as Bombardier /Navigator. Great bird! Lost engine on takeoff, no problem. My last flight with pilot, Dave Raffauf,we did shortest and longest takeoff runs possible.Still remember that great, fun day.
We had several B26's at Mitchel AFB near Hempstead, NY in 2nd Tow Target Squadron. I worked navaids on them and once got to ride jumpseat on a tow over the CZ and down into Colombia. That was in 1957-58. It was a great airplane then, and still is now after most being converted to firefighters.
My father was also stationed at Mitchel field between 1957 and 1959. His name was Walter Eric Soeder. He was crew chief on B 26's. that towed targets. We have a few pics. From that time. I was born in the base hospital there.
Was with 5th Radar Calibration Unit at Greenville AFB and later at Pope AFB at the start of the Korean war. We had 2 B-26 in service and on June 28 1949 lost one out of Loveland Co,. - Fatal - lost 4 men and aircraft. When we got back to Pope we were given B-25's. My pilot was Capt.Pascal Corritore.l
I was NCOIC of GCA Radar Maint. at Haneda Air Base in Tokyo, Japan in 1953-54. One beautifil summer day without a cloud in the sky an A-26 decided to make a touch and go at our Base. Haneda had a 6 or 8 foot sea wall around it, the top of which was the same elevation as the runway. Some how the pilot miscalculated, and the left prop started cutting the runway just past the sea wall. The pilot got the plane back in the air, feathered the prop and went home. To Yokota Air Base as I recall. I didn't see the accident but the tower operators did, and called and asked us to take a look at the runway. There were about 10 or 12 gouges in the runway where the prop cut it.
I transitioned to B-26s right out of pilot training in 1953. Was in the 90th Bomb Squadron at K-8 for 9 months and then transfered to the 6th Tow Target Sqdn. after we moved to Johnson AB in Japan. There was nothing with a propeller that could keep up with us below 10,000'--- The firepower was awesome and flying it was a dream. Single engine performance was outstanding. I had 2 engine failures on take-offs. One with a full crew and bomb load. It's flyable!!!
I had the great fortune to fly the left seat and crew one of these great aircrafts (1974-77. It was an OnMark conversion with a airstair door on the right rear side, bombay sealed. I was flying with the US Government. We had three defferant type of cameras and infared scanning equipment in the sealed bambay whihc was part of the rear cabin. We had two of these aircarft both used in aerial sensing and photgraphing. We flew all over the Untied States, just about every state. It was a joy to fly, always attracting attention everywhere we landed. Put a little over 1500 hours on it. Loved it. Unfortunaly it was destroyed in a crash when the pilot owners (civilian) flew it into the side of a mountain. The only problem was flying this beast on 100LL fuel, kept her pretty much on the timid side.
I worked on the 26 at NKP from 67 to 69 as a Comm /Nav technician. Of all the aircraft I worked on durning my Air Force stint, it was probably my favorite. Not hard to work on, and it is the most beautiful aircraft I have ever seen. As an RC modeler now, I have plans to build one in the near future
I was always fascinated with this aircraft, when I I first saw it. I was stationed at a small base in Taiwan 1963 , and they had a Air America facility there , it was pretty much covered and it only flew out at night, I will never forget that tail section., always wanted to know what kind it was then.
Charlie C.Garza (CMSGT) Ret, e-mail, 22.01.2011 00:57
After completing tec school I was assigned to Langley AFB,Va and assigned to the 500th Bomb Sq. I was a radio / nav technician working on this aircraft as we were transitioning to the B-57 B aircraft. It was a fine aircraft and easy to work on. I once flew in one from Langley to Brooks AFB Texas on an easter weekend and I really enjoyed the flight.I still remember the aircraft serial number 4435436
Langley AFB, VA....1951-54. My first assignment after A&E school. 4440 Combat Crew Trng Sq. After working as A /C mechanic (periodic MX), I was transfered to the Test Flight Branch. We flew all required test flights prior to returning the planes to the flying sqadrons. What a thrill for a 21 year old airman. Capt Wise was the test pilot. I (as well as Sgt Corley, Sgt Cable) would fly with him. Fond memories of a great airplane for it's time.
I was assigned to Brazilian Air Force 5th Aviation Group (Natal, Brazil) to fly this beutiful and gentle to handle aircraft from 1962 until 1969. In order to perform a great up grade, I led 5 from 15 a /c, from Natal to Tucson /AZ in 1966 and in 1968 from Tucson backing to Natal. I love this bird.
My father was also stationed at Mitchel field between 1957 and 1959. His name was Walter Eric Soeder. He was crew chief on B 26's. that towed targets. We have a few pics. From that time. I was born in the base hospital there.
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