The Douglas
A-26 Invader (designated B-26 between 1948 and 1965) is an American
twin-engined light bomber and ground attack aircraft. Built by Douglas Aircraft
Company during World War II, the Invader also saw service during several major
Cold War conflicts. A limited number of highly modified United States Air Force
aircraft served in Southeast Asia until 1969. It was a fast aircraft capable of
carrying a large bomb load. A range of guns could be fitted to produce a
formidable ground-attack aircraft.
A re-designation
of the type from A-26 to B-26 has led to confusion with the earlier and
unrelated Martin B-26 Marauder, which had already been withdrawn from service
when the designation was reused.
Design and
Development
The A-26 was
Douglas Aircraft's successor to the A-20 (DB-7) Havoc, also known as Douglas
Boston. Designed by Ed Heinemann, Robert Donovan, and Ted R. Smith, the
innovative NACA 65-215 laminar-flow airfoil wing of the A-26 was the work of
project aerodynamics expert A.M.O. Smith.
The Douglas
XA-26 prototype (AAC Ser. No. 41-19504) first flew on 10 July 1942 at Mines
Field, El Segundo, with test pilot Benny Howard at the controls. Flight tests
revealed excellent performance and handling but engine-cooling problems led to
cowling changes and elimination of the propeller spinners on production
aircraft. During testing, the nose wheel was found to be structurally
inadequate and strengthened.
The early
A-26 versions were built in two forms:
The A-26B gun-nose could be equipped with a combination of armament, including .50 caliber machine guns, 20 or 37mm auto cannon, or an experimental 75mm pack howitzer (never used operationally). The 'B' gun-nose version housed six (and later, eight) .50 caliber machine guns, officially the "all-purpose nose", later known as the "six-gun nose" or "eight-gun nose".
The A-26C's "glass" "Bombardier nose", contained a Norden bombsight for medium-altitude precision bombing. The A-26C nose section included two fixed M-2 guns, but those were eliminated after underwing gun packs or internal guns in the wings proved effective during colder weather.
After about
1,570 production aircraft, three guns were installed in each wing, coinciding
with the introduction of the "eight-gun nose" for A-26Bs, giving some
versions as many as 14 .50 in (12.7 mm) machine guns in fixed forward mounts.
An A-26C nose section could be replaced with an A-26B nose section, or vice
versa, in a few hours, thus physically (and officially) changing the designation
and operational role. The "flat-topped" canopy was changed in late
1944 after about 820 production aircraft, to a clamshell style with greatly
improved visibility.
Alongside
the pilot in an A-26B, a crew member served as navigator and gun loader for the
pilot-operated nose guns. In an A-26C, that crew member served as navigator and
bombardier, and moved to the nose section to bomb. A few A-26Cs were fitted
with dual flight controls, some parts of which could be disabled in flight for
access to the nose section. Access for the bombardier was through the lower
section of the right instrument panel; he normally sat next to the pilot. This
was similar to British designs such as the Lancaster, Blenheim/Beaufort,
Wellington, etc. A tractor-style "jump seat" was behind the
"navigator's seat". In most missions, a third crew member in the rear
gunner's compartment operated the remote-controlled dorsal and ventral gun
turrets, with access to-and-from the cockpit via the bomb bay only if that was
empty. The gunner operated both dorsal and ventral turrets via a novel, complex
and unreliable dual-ended periscope sight, a vertical column running through
the center of the rear compartment, with traversing and elevating/depressing
periscope sights on each end. The gunner sat on a seat facing rearwards looking
into a binocular periscope sight mounted on the column, controlling the guns
with a pair of handles on the sides of the column. Aimed above the centerline
of the aircraft, the mirror in the center of the column 'flipped', showing the
gunner a limited view similar to the view the upper periscope was seeing. As he
pressed the handles downward, and as the bead passed the centerline, the mirror
automatically flipped, transferring the sight "seamlessly" to the
lower periscope. The guns aimed in the approximate direction the periscope was
aimed, automatically transferring between upper and lower turrets as required,
and computing for parallax and other factors. While novel and sound in
principle, the developers invested a great deal of time and effort in their
attempts to get the system to work, delaying production. As might be expected,
the complex system was difficult to maintain in the field.
Operational
History
World War II
Pacific
Douglas officially delivered the first production model A-26B aircraft to the United States Army Air Forces (USAAF) on 10 September 1943. These were sent for field evaluation in actual combat operations, with the Fifth Air Force in the Southwest Pacific theater. The A-26 first saw action on 23 June 1944, when four aircraft attached to the 3rd Bombardment Group's 13th Squadron ("The Grim Reapers"), bombed Japanese-held islands near Manokwari. Aircrew from "The Grim Reapers", while evaluating these four A-26Bs, noted that downward views from the cockpit were significantly hindered by the nature of the design – especially the positioning of the engines – which made the A-26B unsuitable for its intended role of ground attack. In response to such evaluations, General George Kenney, commander of the Far East Air Forces, stated: "We do not want the A-26 under any circumstances as a replacement for anything." Nevertheless, development continued. While the 3rd BG was waiting suitably modified A-26s, it requested additional Douglas A-20 Havocs, although both types were used in composite flights.
Some USAAF units in the Pacific that operated either the A-20 or B-25 received the A-26 for trials in limited quantities.
The 319th Bomb Group was fully converted to the A-26 in March 1945, when it commenced operations with the 3rd BG. In August, after a few dozen A-26 missions, it became evident that the war was coming to an abrupt close, and operations began to wind down. The 319th officially ceased combat operations on 12 August 1945.
Europe
Douglas needed better results from the Invader's second combat test, so ferried A-26s arrived in Europe in late September 1944 for assignment to the Ninth Air Force. The initial deployment involved 18 aircraft and crews assigned to the 553d Squadron of the 386th Bomb Group. This unit flew their first mission on 6 September 1944. No aircraft were lost on the eight test missions, and the Ninth Air Force announced they were satisfied, eventually replacing their A-20s and B-26s with the A-26 Invader.
The first group to convert to the A-26B was 416th Bombardment Group. With it, they entered combat on 17 November, and the 409th Bombardment Group, whose A-26s became operational in late November. Due to a shortage of A-26C variants, the groups flew a combined A-20/A-26 unit until deliveries of the glass-nosed version caught up. Besides bombing and strafing, tactical reconnaissance and night interdiction missions were successful. In contrast to the Pacific-based units, the A-26 was well received by pilots and crew alike, and by 1945, the 9th AF had 11,567 missions, dropping 18,054 tons of bombs, recording seven confirmed kills while losing 67 aircraft.
In Italy, the Twelfth Air Force's 47th Bomb Group also received the A-26 starting in January 1945. They were used against German transport links, and for direct support and interdiction against tanks and troop concentrations in the Po Valley in the final campaigns in Italy.
Postwar Era
United States
With the establishment of the United States Air Force (USAF) as an independent service in 1947, the Strategic Air Command operated the again redesignated B-26 as an RB-26 reconnaissance aircraft in service 1949 to 1950. U.S. Air Forces in Europe continued operating the B-26 until 1957. Tactical Air Command operated the aircraft as both a B-26 and later designated back to A-26; the final variant was designated B-26K until 1966, then it again became the A-26A. This final version continued in service through the late 1960s with active-duty special-operations TAC units, and through 1972 with TAC-gained special-operations units of the Air National Guard.
The U.S. Navy obtained Invaders from the USAF to use these aircraft in their utility squadrons (VU) for target towing and general utility until superseded by the DC-130A variant of the C-130 Hercules. The Navy designation was JD-1 and JD-1D until 1962, then the JD-1 was redesignated UB-26J. The JD-1D was also used under the designation of DB-26J. The CIA also used the type for covert operations.
The last A-26 in active US service was assigned to the Air National Guard; that aircraft was retired from military service in 1972 by the USAF and the National Guard Bureau, and donated to the National Air and Space Museum.
Korean War
B-26 Invaders of the 3rd Bombardment Group, operating from bases in southern Japan, were among the first USAF aircraft engaged in the Korean War, carrying out missions over South Korea on 27 and 28 June, before carrying out the first USAF bombing mission on North Korea on 29 June 1950, bombing an airfield near Pyongyang.
On 10 August 1950, the Air Force Reserve's 452d Bombardment Wing was activated for Korean service. It flew its first missions in November 1950 from Itazuke, Japan, providing daylight support, with the 3rd Bomb Wing, consisting of the 8th, 13th, and 90th Bomb Squadrons, flying night missions. Because of the Chinese intervention, they were forced to find another base, so they moved to Miho Air Base on the west coast of Honshū. In early 1951, they moved to Pusan East (K-9) Air Base, continuing their daylight and night-intruder missions. In June 1951, they joined the 3rd Bomb Wing (Kunsan (K-8)) in night activity only, dividing the target areas, with the 452nd taking the eastern half and the 3rd the western. For their efforts in the Korean War, they received two unit citations and the Korean Presidential Citation. They also received credit for eight campaign operations.
In May 1952, they were inactivated. Their aircraft and equipment along with their personnel were absorbed by the 17th Bomb Wing. During their time as an active unit, the 452nd flew 15,000 sorties (7,000 at night) with a loss of 85 crewmen.
B-26s were credited with the destruction of 38,500 vehicles, 406 locomotives, 3,700 railway trucks, and seven enemy aircraft on the ground. On 14 September 1951, Captain John S. Walmsley Jr. attacked a supply train. After all his guns simultaneously jammed, he illuminated the target with his searchlight to enable his wingmen to destroy the train. Walmsley was shot down, and posthumously awarded the Medal of Honor. Invaders carried out the last USAF bombing mission of the war 24 minutes before the armistice agreement was signed on 27 July 1953.
In addition to the standard attack versions of the B-26 for night interdiction missions, modified WB-26s and RB-26s of the 67th Tactical Reconnaissance Wing flew critical weather observation and reconnaissance missions in supporting roles.
Southeast Asia
The first B-26s to arrive in Southeast Asia deployed to Takhli RTAFB, Thailand in December 1960. These unmarked aircraft, operated under the auspices of the U.S. CIA (Central Intelligence Agency), were augmented by an additional 16 aircraft— 12 B-26Bs and B-26Cs plus four RB-26Cs under Operation Millpond. Their mission was assisting the Royal Lao Government in fighting the Pathet Lao. The repercussions from the Bay of Pigs invasion meant no combat missions are known flown, although RB-26Cs operated over Laos until the end of 1961. Then, the aircraft operated in South Vietnam under Project Farm Gate. The only other deployment of B-26 aircraft to Laos prior to the introduction of the B-26K/A-26A was the deployment of two RB-26C aircraft modified for night reconnaissance during May–July 1962 under Project Black Watch. These aircraft, drawn from Farm Gate stocks, were returned at the end of these missions.
The aircraft from Laos participated in the early phase of the Vietnam War with the USAF, but with Vietnamese markings as part of Project Farm Gate. Although Farm Gate operated B-26Bs, B-26Cs, and genuine RB-26Cs, many of these aircraft were operated under the designation RB-26C, although they were used in a combat capacity. During 1963, two RB-26Cs were sent to Clark AB in the Philippines for modifications, although not with night systems similar to those modified for Black Watch. The two aircraft returned from Black Watch to Farm Gate were redesignated RB-26L to distinguish them from other modified RB-26Cs, and were assigned to Project Sweet Sue. Farm Gate's B-26s operated alongside the other primary strike aircraft of the time, the T-28 Trojan, before both aircraft types were replaced by the Douglas A-1 Skyraider. The B-26s were withdrawn from service in February 1964 after two accidents related to wing-spar fatigue, one during combat in Southeast Asia in August 1963 and one during a demonstration at Eglin AFB, Florida, in February 1964.
On 11 February 1964, two pilots from the 1st Air Commando Wing stationed at Florida's Hurlburt Field died in the crash of a B-26 on Range 52 at Eglin AFB after it lost a wing during pull-out from a demonstration strafing pass. The aircraft was participating in a demonstration of the Special Air Warfare Center's counterinsurgency capabilities, and completed a strafing run demonstration before the incident. SAWC presented the demonstration on an average of twice each month for the previous two years. B-26 aircraft used by USAF Commandos in Vietnam were grounded 8 April 1964 following an investigation into the 11 February incident. B-26 aircraft in use by the South Vietnamese Air Force were also grounded in accordance with the U.S. ruling.
In response to this, the On Mark Engineering Company of Van Nuys, California, was selected by the USAF to extensively upgrade the Invader for its new counterinsurgency role. The first production flight of the B-26K was on 30 May 1964 at the Van Nuys Airport. On Mark converted 40 Invaders to the new B-26K Counter-Invader standard of upgraded engines, propellers, and brakes, remanufactured wings, and wing-tip fuel tanks for use by the 609th Special Operations Squadron. In May 1966, the B-26K was again redesignated A-26A for political reasons (Thailand did not allow U.S. bombers in-country at the time, so the Invaders were redesignated again with an "A", for attack aircraft), and deployed in Thailand to help disrupt supplies moving along the Ho Chi Minh trail. Two of these aircraft were modified with a forward-looking infrared (FLIR) system under project Lonesome Tiger, as a part of Operation Shed Light.
CIA
In early 1961, about 20 B-26Bs, most converted from B-26C configuration, were "sanitized" at Duke Field (also known as Auxiliary Field Three at Eglin AFB), Florida. They had defensive armament removed, and were fitted with the eight-gun nose, underwing drop tanks, and rocket racks. They were flown to a CIA-run base in Guatemala, where training was under way for B-26, C-46, and C-54 Cuban exile air crews by personnel from the Alabama Air National Guard. After transfer to Nicaragua in early April 1961, they were painted in the markings of the Fuerza Aérea Revolucionaria (FAR), the air force of the Cuban government.
On 15 April 1961, crewed by Cuban exiles, eight B-26s of the Fuerza Aérea de Liberación (FAL) attacked three Cuban airfields to destroy FAR combat aircraft on the ground. On 17 April 1961, FAL B-26s supported the seaborne Bay of Pigs Invasion of Cuba. The conflict ended on 19 April, after the loss of nine FAL B-26s, ten Cuban exiles, and four American aircrew in combat. The FAR flew B-26Cs in the conflict, one of which was downed by friendly fire from a CIA "command ship" with the loss of four Cuban aircrew.
The CIA contracted pilots, some employed during the Bay of Pigs Invasion, to fly B-26Ks for ground attack against Simba rebels in the Congo Crisis. Newly remanufactured B-26K Counter-Invaders were delivered to the Congo via Hurlburt Field in 1964.
France
In the 1950s, the French Air Force's (Armée de l'air) bombing groups (groupe de bombardement) including Bombardment Group I/19 Gascogne (GB I/19) and GB 1/25 Tunisia, used B-26s, during the First Indochina War, lent to France by the USAF.
Haiphong Cat Bi-based Douglas B-26 Invaders operated over Dien Bien Phu in March and April 1954 during the siege of Dien Bien Phu. In this period, a massive use of Philippines-based USAF B-29s against the Viet Minh heavy artillery, including the potential use of nuclear weapons, was planned by the U.S. Joint Chiefs of Staff with the French as Operation Vulture, but was cancelled by the governments, while at the conclusion of the battle, some of the beleaguered French troops managed to escape through the jungle to neighboring Thailand.
Indonesia
Concerned about Indonesian President Sukarno's communist leanings, the CIA started Operation Haik in 1958 to overthrow his Guided Democracy in Indonesia regime. The covert operation committed at least a dozen B-26 Invaders in support of rebel forces. On 18 May 1958, American contract pilot Allen Pope's blacked-out B-26 was initially hit by antiaircraft ground fire and then brought down by a North American P-51 Mustang flown by Capt. Ignatius Dewanto (the only known air-to-air shoot-down in the history of the Indonesian Air Force). The capture and trial of Lieutenant Pope brought a quick end to Operation Haik, but the capabilities of the Invader were not lost on the Indonesian government. In 1959, the government purchased six aircraft at Davis-Monthan AFB, which were ferried to Indonesia in full military markings during mid-1960. Used in a number of actions against rebels in various areas, these aircraft went on to long follow-up careers. The last operational flights of three final survivors were in 1976, supporting the Indonesian invasion of East Timor. In 1977, the last two flying aircraft were retired.
Portugal
The Portuguese Air Force purchased Invaders covertly for use in Portuguese Angola in 1965, during the Portuguese Colonial War.
Democratic Republic of the Congo
B-26s were used in support of the Dragon operations to liberate Western hostages held by Simba terrorists during the Congo Crisis.
Biafra
Biafra used two provisionally armed ("provo") B-26s in combat during the Nigerian Civil War in 1967, flown, among others, by Jan Zumbach.
Variants
Douglas/U.S. Military Variants
Many of the A-26/B-26 Invader's production run of 2,452 were early A-26Bs and A-26Cs.
XA-26: Serial no. 41-19504 served as the prototype for the series; initially flown with dummy armament
XA-26A: Serial no. 41-19505 served as a prototype night fighter with a crew of two – pilot plus radar-operator/gunner
XA-26B: Serial no. 41-19588 was a prototype "solid-nosed" attack variant with crew of three: pilot, gun loader/navigator (in front cockpit) plus gunner in rear, and carrying a forward-firing 75 mm (2.75 in) cannon.
A-26B: Attack bomber with solid nose carrying six or eight 0.50 in (12.7 mm) machine guns. Production totals: 1,355 A-26Bs were built and delivered, 205 at Tulsa, Oklahoma (A-26B-5-DT to A-26B-25-DT) plus 1,150 at Long Beach, California (A-26B-1-DL to A-26B-66-DL). About 24 more airframes were built at Long Beach but not delivered to USAAF, some of those later sold to other civil and military customers. A-26B was redesignated B-26B with USAF in 1948.
Crew: 3
Length: 50 ft (15 m)
Wingspan: 70 ft (21 m)
Height: 18 ft 6 in (5.64 m)
Wing area: 540 sq ft (50 m2)
Airfoil: NACA 65-215[56]
Empty weight: 22,370 lb (10,147 kg)
Gross weight: 27,600 lb (12,519 kg)
Maximum takeoff weight: 35,000 lb (15,876 kg)
Fuel capacity: 925 US gal (770 imp gal; 3,500 L) normal + optional 675 US gal (562 imp gal; 2,560 L) ferry tank in the bomb bay; Oil capacity 60 US gal (50 imp gal; 230 L) in two nacelle tanks
Powerplant: 2 × Pratt & Whitney R-2800-27, -71, or -79 Double Wasp 18-cylinder air-cooled two-row radial piston engines, 2,000 hp (1,500 kW) each for take-off
Propellers: 3-bladed Hamilton Standard Hydromatic, 12 ft 7 in (3.84 m) diameter constant-speed fully-feathering propellers
Maximum speed: 359 mph (578 km/h, 312 kn) at 16,700 ft (5,100 m) (normal rated power)
Cruise speed: 266 mph (428 km/h, 231 kn) at 5,000 ft (1,500 m) (62.5% rated power)
Range: 1,600 mi (2,600 km, 1,400 nmi) without ferry tank at 5,000 ft (1,500 m) at 206 mph (179 kn; 332 km/h)
Combat range: 700 mi (1,100 km, 610 nmi)
Ferry range: 3,000 mi (4,800 km, 2,600 nmi) with ferry tank at 5,000 ft (1,500 m) at 210 mph (180 kn; 340 km/h)
Service ceiling: 28,500 ft (8,700 m) ; 14,400 ft (4,400 m) on one engine
Time to altitude: 10,000 ft (3,000 m) in 8 minutes 6 seconds
Wing loading: 51.1 lb/sq ft (249 kg/m2)
Power/mass: 0.145 hp/lb (0.238 kW/kg)
Armament:
Guns: 6 or 8 0.50 in (12.7 mm) M2 Browning machine guns in solid, "all purpose" nose: or 2 × 0.50 in (12.7 mm) M2 machine guns in glass "bombardier" nose
Up to 8 × 0.50 in (12.7 mm) M2 machine guns paired in four optional under wing pods: or 3 × 0.50 in (12.7 mm) M2 machine guns in each outer wing panel
2 × 0.50 in (12.7 mm) M2 machine guns in remote-controlled dorsal turret
2 × 0.50 in (12.7 mm) M2 machine guns in remote-controlled ventral turret
Rockets: Up to 10 × 5-inch (12.7 cm) HVAR rockets on "zero length" launch pylons, five under each outer wing panel
Bombs: Up to 6,000 lb (2,700 kg) capacity - 4,000 lb (1,800 kg) in the bomb bay plus 2,000 lb (910 kg) carried externally on underwing hardpoints
TB-26B: Unarmed variant converted from B-26B for training purposes.
VB-26B: Unarmed variant converted from B-26B for administrative purposes.
A-26C: Attack bomber. Production totals: 1,091 A-26Cs were built and delivered, five at Long Beach, California (A-26C-1-DL and A-26C-2-DL) plus 1,086 at Tulsa, Oklahoma (A-26C-16-DT to A-26B-55-DT). About 53 more airframes were built at Tulsa but not delivered to USAAF, some of those later sold to other civil and military customers. A-26C was redesignated B-26C with USAF in 1948.
RB-26C: Unarmed photo reconnaissance variant converted from B-26C; it carried cameras and flash flares for night photography. Designated FA-26C prior to 1962.
TB-26C: Unarmed variant converted from B-26C for training purposes.
XA-26D: Serial no. 44-34776 prototype for the proposed A-26D attack bomber with uprated Chevrolet manufactured R-2800-83 engines, and late model A-26B armament of eight 0.50 in (12.7 mm) machine guns in solid nose and six 0.50 in (12.7 mm) guns in the wing; series of 750 A-26Ds was cancelled after V-J Day.
XA-26E: Serial no. 44-25563 prototype for the A-26E attack bomber. As with the XA-26D, but with an A-26C-type glass nose; a contract for 2,150 A-26E-DTs was cancelled following V-J Day.
XA-26F: Serial no. 44-34586 prototype for a high-speed A-26F powered by two 2,100 hp (1,600 kW) R-2800-83 engines driving four-bladed propellers with a 1,600 lbf (7.1 kN) s.t. General Electric J31 turbojet installed in the rear fuselage. The prototype reached a top speed of 435 mph (700 km/h) but the series was cancelled as performance gains were not sufficient.
A-26Z: Unofficial designation for a proposed postwar production version of the A-26. It was to have a more powerful version of the Pratt & Whitney R-2800 radial engine and was to be fitted with such features as a raised pilot's cockpit canopy, an improved cockpit arrangement, and wingtip drop tanks. If produced, the unglazed nose version would have been designated A-26G and the glazed nose version A-26H. However, in October 1945, the USAAF concluded that enough A-26 aircraft were available to meet postwar needs; consequently, the A-26Z version was not produced.
JD-1: U.S. Navy version with one A-26B (AAF Ser. No. 44-34217) and one A-26C (AAF Ser. No. 44-35467) redesignated during World War II, postwar, 150 surplus A-26s for use by land-based Navy utility squadrons (VU) as target tugs and later, drone directors (designated JD-1D) and general utility aircraft. In 1962, the JD-1 and JD-1D were redesignated UB-26J and DB-26J respectively.
YB-26K: On Mark Engineering prototype for refurbished attack bomber; modifications included rebuilt, strengthened wings, enlarged tail assembly, new R-2800-103W engines with reversible propellers/propeller spinners, dual controls, wingtip tanks, newer avionics, and increased hardpoint/armament enhancements.
B-26K: On Mark Engineering conversions of a total of 40 aircraft; B-26Bs or TB-26Bs with two B-26Cs and a single JB-26C; changes included fitting of 2,500 hp (1,900 kW) R-2800-52W engines with no propeller spinners and the six wing guns deleted. During operations in Vietnam, in May 1966, the aircraft were reassigned the old attack designation of A-26A. According to a "Wings" (Discovery Channel) documentary, the B-26 was redesignated the A-26, because Thailand would not allow bombers to fly from their airfields, but they would allow attack aircraft to do so. The A-26As were retired in 1969 when they had reached the safe limits of allotted flying time.
RB-26L: Two RB-26Cs (44-34718 and 44-35782) were modified for night photography missions.
B-26N: Unofficial designation applied to B-26s operated by the French Air Force (Armée de l'air) in Algeria as night fighters. These aircraft were modified B-26Cs fitted with AI Mk X radar taken from obsolete Meteor NF 11 night fighters, two underwing gun packs each with two 0.50 in (12.7 mm) M2 Browning machine guns and SNEB rocket pods.
WB-26: Weather reconnaissance version first produced and used in the Korean War, 2 used by NOAA from 1960 to 1975.
Third-party
Civil Variants
Since 1945,
over 300 A-26s have been on the FAA U.S. Civil Aircraft Register. Perhaps up to
100 of those were probably only registered for ferry flights from USAF bases
such as Davis-Monthan AFB, AZ, and Hill AFB, UT, to civil airports and stored
as candidates for sale on the civil or overseas military markets.
The initial
main civil uses were as "executive" personnel transports with minimal
modifications such as removal of military features, bomb-bay doors sealed shut,
passenger-entry stairs in bomb bay, and the conversion of the fuselage to
accept six to eight passengers. Improvements developed considerably until the
early 1960s, when purpose-built executive types such as the turboprop
Gulfstream I became available.
During the
mid-1950s, A-26s were tested and used as air tankers for suppression of forest
and wildland fires, and briefly used borate-based retardants, hence the
inaccurate and unofficial term "borate bombers". Borate was later
discontinued due to its undesirable ecologic effects, replaced with retardant
mixtures of water, clays, fertilizers, and red dyes. That use of A-26s on USDA
contracts was discontinued in major regions by about 1973, after many of the
A-26 air tankers found willing purchasers in Canada.
Much early
development of conversions was carried out by Grand Central Aircraft, whose drawings
and personnel were taken up by the On Mark Engineering Company of Van Nuys,
California, from about 1955. By the 1960s, On Mark had an exclusive license
from Douglas Aircraft Company for manufacture and sale of parts for A-26s. The
on Mark Executive (1956), the On Mark Marketeer (1957), and the pressurized On
Mark Marksman (1961) were products of this effort.
A
significant conversion was the Rock Island Monarch 26, while less numerous and
more basic conversions for executive operations were carried out by Wold
Engineering, LB Smith Aircraft Corp., R. G. LeTourneau Inc, Rhodes-Berry
Company and Lockheed Aircraft Service Inc. Garrett AiResearch used two A-26
variants as testbeds for turbine engines; see also XA-26F above.
Operators
(Military and Civilian)
The List of
Douglas A-26 Invader operators lists the nations, their air force units, and
civilian companies that have operated the Douglas A-26 Invader (re-designated
B-26 Invader after 1947):
Military Operators
Angola
Angolan Air Force: The Angolan Air Force operated two B-26 from the six inherited from the Portuguese Air Force. Until then, these aircraft were operated by the Squadron 91 of the Portuguese Air Force in Angola, based at Luanda Air Base. When the independence of Angola in 1975, Portugal offered the aircraft to the new country.
Biafra
Biafran Air Force: Biafra acquired and used (at least) two provisionally armed B-26s during the Nigerian Civil War. Former French Air Force (of the CEV test center) B-26R, USAAF serial 41-39531, put up for sale, 11 July 1966. Registered to Pan Eurasian Trading Company, Luxembourg, 2 August 1966 (N64Y?) as "an investment," never operated; "resold to a Mr Ernest A. Koenig – a German-American residing in Luxembourg." It seems very likely that Mr Koenig acted as an agent for Eastern Nigeria, and one source claims that the real buyer was a "French company, which paid good money for the aircraft." It has been claimed that the Biafrans (who had purchasing agents in France) ended up paying as much as $320,000 for it. Although there is no direct evidence for contacts between Mr Koenig and the Eastern Nigerians at this stage, it should be mentioned that he was later also involved in the sale of C-47s to Biafra.
In late October, Koenig had the Invader placed on the U.S. register as N12756, the airframe stored at Courtrai-Wevelghem in Belgium. Taken out of storage and prepped for delivery to Africa in early June 1967. Ferried to Lisbon by Belgian pilot in mid-June. Departed Lisbon 26 June, flown by former French CEV pilot and ex-Polish squadron co-pilot, arriving at Biafran capital Enugu on 29 June 1967. Known as "The Shark" with a crudely applied shark's mouth and a single nose-mounted machine gun, it was abandoned at Enugu on 4 October 1967 in a damaged condition.
A second former French Invader, RB-26P, USAAF 44-34312, registered F-BMJR, one of five sold to aerial survey company Société Carta by the Armée de l'Air in 1966, and last seen at Creil near Paris in June 1967, was flown to Biafra in August 1967 by two American pilots. "It was sold to Biafra through the French arms dealer Pierre Laureys, who had also been involved in the sale of the first Invader." (Some reports claim that an Invader carrying the bogus registration N1888T was delivered to Biafra. There might be possibly some connection with this RB-26P.)
It was painted in a similar camouflage scheme to the first B-26, but with no shark's mouth. It commenced operations using locally produced ordnance until damaged in accident 2 December 1967 and grounded. Abandoned at Port Harcourt in damaged condition due to a lack of spares. Captured by Nigerian forces 18 May 1968, it damaged sufficiently by BAF commandos on 19 May 1968 to prevent operation.
Neither Invader received a BAF serial.
Brazil
Brazilian Air Force
B-26B FAB 5145, 41-39246, taken on charge September 1957, refurbished 1968, withdrawn from use, stricken 1975.
B-26B FAB 5146, 43-22469, taken on charge September 1957, struck off charge 14 July 1967, crashed on T-O at Natal.
B-26B FAB 5147, 43-22496, taken on charge September 1957, refurbished 1968, withdrawn from use, struck off charge 1975.
B-26B FAB 5148, 43-22597, taken on charge September 1957, struck off charge 5 August 1965, written-off at Natal.
B-26B FAB 5149, B-26C FAB 5149, 44-34163, taken on charge 1957, refurbished 1968 into B-26C, withdrawn from use, struck off charge April 1974.
B-26B FAB 5150, 44-34196, taken on charge 1957, refurbished 1968, withdrawn from use, struck off charge 1975.
B-26B FAB 5151, 44-34207, taken on charge 1957, written off at Natal, struck off charge, 9 August 1965.
B-26B FAB 5152, 44-34208, taken on charge 1957, withdrawn from use and struck off charge January 1975.
B-26B FAB 5153, 44-35235, taken on charge 1957, refurbished 1968, withdrawn from use, struck off charge 1975.
B-26B FAB 5154, 44-35405, taken on charge 1957, written off 13 June 1958, São José de Mipibu, SP state.
B-26B FAB 5155, 44-35415, taken on charge 1957, written off 28 September 1965, Niquelândia, GO state.
B-26B FAB 5156, 44-35586, taken on charge 1957, refurbished 1968, withdrawn from use, struck off charge December 1975. Was displayed at FAB Academy in 1 o/ 10 o GAv markings. Transferred to Parnamirim in 1987.
B-26B FAB 5157, 44-35610, taken on charge 1957, refurbished 1968, withdrawn from use, struck off charge December 1973.
B-26B FAB 5158, 44-35713, taken on charge 1957, refurbished 1968, withdrawn from use, struck off charge August 1972.
B-26C FAB 5159, B-26B FAB 5159, 41-39288, taken on charge 1957, refurbished 1968 into B-26B. Withdrawn from use, now displayed at Museu Aeroespacial, Campo dos Afonsos, near Rio de Janeiro.
B-26C FAB 5160, B-26B FAB 5160, 43-22271, taken on charge 1957, refurbished 1968 into B-26B. Withdrawn from use, struck off charge December 1975.
B-26C FAB 5161, 43-22415, taken on charge 1958, to have been refurbished 1968 but found to be too badly corroded. Withdrawn from use, struck off charge June 1968.
B-26C FAB 5162, 43-22456, taken on charge 1958, refurbished 1968, withdrawn from use, struck off charge 1975.
B-26C FAB 5163, 43-22457, taken on charge 1958, withdrawn from use, struck of charge October 1967.
B-26C FAB 5164, 43-22461, taken on charge 1958, withdrawn from use, struck off charge June 1968.
B-26C FAB 5165, 43-22472, taken on charge 1958, withdrawn from use, struck off charge October 1967.
B-26C FAB 5166, 43-22477, taken on charge 1958, withdrawn from use, struck off charge June 1968.
B-26C FAB 5167, 43-22605, taken on charge 1958, written off at Caravelas, BA state, 10 June 1963.
B-26C FAB 5168, 44-34120, taken on charge 1958, withdrawn from use, struck off charge June 1968.
B-26C FAB 5169, 44-34329, taken on charge 1958, withdrawn from use, struck off charge June 1968.
B-26C FAB 5170, B-26B FAB 5170, 44-35264, taken on charge February 1958, refurbished 1969 into B-26B. Withdrawn from use, struck off charge December 1975.
B-26C FAB 5171, B-26B FAB 5171, 44-35790, taken on charge February 1958, refurbished 1968 still as B-26C, but later reconfigured into B-26B in Brazil. Withdrawn from use, struck off charge December 1975.
B-26C FAB 5172, 44-35902, taken on charge February 1958, refurbished 1968, withdrawn from use, struck off charge December 1975.
B-26C FAB 5173, 44-34615, N4817E, taken on charge June 1969, withdrawn from use between 1973 and 1975, struck off charge circa 1974.
B-26C FAB 5174, 44-34749, N4823E, taken on charge June 1969, withdrawn from use, struck off charge December 1975, originally preserved at ESPAer near São Paulo but sold back to USA as N4823E circa 1984.
B-26C FAB 5175, 44-35969, N8628E, taken on charge June 1969, withdrawn from use, struck off charge December 1975.
CB-26 FAB 5176, later C-26 FAB 5176, 44-34134, N115RG, N4974N, civilian aircraft impounded 21 June 1966, taken on charge 1970, used as a transport, withdrawn from use, struck off charge January 1975, preserved with Museu de Armas e Veiculos Motorizidos Antigos, Bebedouro, SP state.
FAB Invaders were redesignated from B-26 to A-26 in 1970, FAB 5176 being the exception.
Chile
Chilean Air Force
Colombia
Colombian Air Force
Cuba
Cuban Air Force
Democratic Republic of the Congo
Air Force of the Democratic Republic of the Congo
Dominican Republic
Dominican Republic Air Force
El Salvador
El Salvador Air Force
France
French Air Force
Guatemala
Guatemalan Air Force
Honduras
Honduran Air Force: The last Latin American air arm to acquire a B-26, and place the type in active combat-configured service, Honduras also holds the distinction of being the very last air arm to operate the type anywhere.
Indonesia
Indonesian Air Force
Mexico
Mexican Air Force: A single A-26 was purchased on behalf of the President of Mexico in 1949 for operation as a presidential transport. Although maintained by the Mexican Air Force, it had a civil Aircraft registration. In 1962, it was replaced as a presidential aircraft, and was used by the commander of the Mexican Air Force, with full military markings and registration.
Nicaragua
Nicaraguan Air Force
Peru
Peruvian Air Force
Portugal
Portuguese Air Force: The need for a replacement for the bomber and close air support fleet in Africa during the Colonial War, composed of the PV-2 Harpoon and of the F-84G Thunderjet, led to the procurement by the Portuguese Air Force of a new bomber in the mid-sixties. But it would prove difficult to acquire new aircraft because of the United Nations arms embargo then in force against Portugal, so special methods had to be used. In late 1964, with the decision made to acquire the B-26 Invader a contact was established with an arms broker in order to try to obtain 20 B-26 Invader aircraft.
The arms dealer, Luber SA in Geneva, signed an agreement with Aero Associates of Arizona to supply 20 aircraft that would be refurbished by Hamilton Aircraft. The first B-26 would be delivered by 30 April 1965 and the last one by January 1966. Besides the aircraft, a lot of spare parts and accessories would also be included in the purchase.
It is not clear how the export licenses were obtained, but in May 1965 the first aircraft, piloted by John Hawke, was ferried from Tucson to Tancos, Portugal, through Rochester, Torbay, Canada, and Santa Maria, Azores. By August 1965, seven aircraft had already been delivered.
In September the U.S. Customs arrested Hawke and other people involved in the arms deal and prevented a C-46 transporting spare parts to Portugal from leaving the United States.
In December 1966, with only seven B-26 bombers and their provisions for armament, although without armament, the decision was made to equip the aircraft with the following: six .50 cal Browning M2 machine guns on the nose; two suspension points 50 or 200 kg bombs, and equipment for releasing 15 kg bombs, on the bomb-bay; and two suspension points per wing, allowing the alternate or combined use of two 200 kg bombs or six 50 kg bombs.
The installation of rocket launchers under the wings was also possible, thus allowing the use of four rockets of 2.5", 18 rockets of 37 mm, or 36 of 37 mm per point.
Until 1970 it was very difficult to start operating all the seven aircraft due to the lack of spare parts, however, at least it was possible to begin operational testing with three aircraft. That same year these three first B-26 were sent to Guinea-Bissau as a detachment to test the aircraft in a tropical climate.
Meanwhile, efforts to try to obtain the spare parts and armament continued. Many contacts and visits were made with other countries operating the B-26, including at least one visit to Brazil that was also operating the A-26 at the time. In September 1967, one of the first contacts took place with a visit to Chateaudun, France, during which 13 former-French Air Force were offered for sale, including seven aircraft equipped with radar. All of the aircraft had between 3,000 and 8,000 flight hours in total. The offer was rejected, probably due to the state of the aircraft.
Other spontaneous offers were also received; one of them was the proposal of six former-Guatemalan Air Force B-26 in January 1971, by US$950,000 each. Mentioned was also the possibility of obtaining former-Nicaraguan B-26. These offers were also rejected.
In 1971 the complete refurbishment of the seven aircraft started at the OGMA workshops with spare parts obtained from France. The bombers were completely stripped down, the wing-spars reinforced and the armament installed. In addition the read windows were covered. By November 1971, all aircraft had been refurbished except for the 7104 that was scrapped due to heavy corrosion found when the stripping started.
The next year, 1972, many testing trips were made to Azores, Madeira and Canary Islands. In 1973 all the six aircraft were sent to Angola to replace F-84G fighters of 93 Squadron.
The aircraft operated until 1975, mainly for armed reconnaissance. After the war all six were left in Angola. Later one B-26 was taken to Cuba, reportedly 7101.
"Diabos", testing detachment located in Portugal and at Bissau, Portuguese Guinea
91 Squadron, bomber and close air support squadron based at Luanda, Angola
|
Designation |
USAAF Serial |
PoAF Serial |
Delivery |
Retired |
In Service |
Notes |
|
B-26B-60/61-DL |
44-34535 |
7101 |
May 1965 |
1975 |
26 April 1971 |
Solid nose |
|
B-26B-55/65-DL |
44-34328 |
7102 |
1965 |
1975 |
January 1972 |
Equipped with Plexiglas nose |
|
B-26C-40-DT |
44-35631 |
7103 |
1965 |
1975 |
November 1971 |
Solid nose |
|
B-26B-66-DL |
44-34726 |
7104 |
1965 |
1973 |
26 September 1967 |
Scrapped by decision of March 1973. Some parts preserved
for the Air Force Air Museum |
|
B-26B-20-DT |
43-22427 |
7105 |
1965 |
1975 |
September 1971 |
|
|
B-26B-40-DL |
41-39517 |
7106 |
1965 |
1975 |
28 July 1969 |
|
|
B-26C-35-DT |
44-35363 |
7107 |
1965 |
1975 |
9 September 1970 |
Saudi Arabia
Royal Saudi Air Force
South Vietnam
Republic of Vietnam Air Force: B-26 aircraft operated in Vietnamese markings were actually part of the US Air Force and crewed by Americans.
Turkey
Turkish Air Force
United Kingdom
Royal Air Force: Three A-26s were evaluated by the Aeroplane and Armament Experimental Establishment in 1944–45. While it was planned for Britain to acquire 140 Invaders under Lend-Lease, these plans were abandoned in April 1945, owing to the imminent end to the war in Europe.
United States
United States Army Air Forces
United States Air Force
United States Navy
Civilian
Operators
After
military service, many B-26 aircraft were converted for use as
"executive" personnel transports. From the late 1950s to the early
1970s, a similar number of B-26s were converted for use as
"airtankers" and used to fight forest fires in the United States and
subsequently in Canada into the late 1990s.
Canada
Air Spray, Red Deer, Alberta, Canada
Conair Group Inc., Abbotsford, British Columbia, Canada
Kenting Aviation Ltd, Toronto, Ontario, Canada
United States
Aeroflight Inc, Troutdale, Oregon
Aero Union Corp, Chico, California
Air America, Washington DC
Aircraft Specialties, Mesa, Arizona
Bell Helicopter, Fort Worth, Texas
Butler Aircraft Co, (Calvin J Butler), Redmond, Oregon
Calspan Flight Research, Buffalo, New York
Central Air Service, Rantoul, Kansas and East Wenatchee, Washington state
Commemorative Air Force, Midland, TX
Cornell Aero Lab, Buffalo, New York
William A Dempsay (dba Central Air Service), Rantoul, Kansas
Donaire Inc, Deer Valley, Arizona
Flight Enterprises, Prescott, Arizona
Garrett AiResearch, Phoenix, Arizona
Gulf Air Inc (CIA), Miami, Florida
Hillcrest Aviation, La Grande, Oregon
Hughes Aircraft, Culver City, California
Idaho Air Tankers Inc, Boise, Idaho
Johnson Flying Service, Missoula, Montana
RG LeTourneau Inc, Longview, Texas
Lynch Air Tankers (Lynch Flying Service), Billings, Montana
Nine Ten Corp, Chicago, Illinois
Occidental Leasing (Occidental Oil), Los Angeles, California
Pan American Petroleum Corp, Tulsa, Oklahoma
PFB Enterprises ?
Phillips Petroleum Company, Oklahoma
Reeder Flying Service, Twin Falls, Idaho
Rock Island Oil and Refining Co, Hutchinson, Kansas
Rosenbalm Aviation Inc, Medford, Oregon
Stahmann Farms Inc, Las Cruces, New Mexico
Standard Oil of Illinois, Chicago, Illinois
Standard Oil of California
Stanolind Oil & Gas Co, Tulsa, Oklahoma
Norway
Widerøe's Flyveselskap A/S, Oslo, Norway
Notable Appearances in Media
In July 2005, the archaeological television program Time Team of the UK's Channel 4, along with members of RAF Millom Museum, took part in a major project to excavate the crash sites of two A-26 Invader aircraft after the aircraft collided shortly after take-off over marshes close to the then USAAF BAD 2 airbase at Warton in Lancashire on 29 November 1944. The aircraft, A-26B-10-DT 43-22298 and A-26B-15-DT 43-22336, were en route to Brétigny, Oise, in northern France for service with the 641st Bombardment Squadron of the 409th Bombardment Group.
Bibliography
A Former USAF Pilot. "Talkback". Air Enthusiast. No. 9, February–May 1979. p. 80.
Dorr, Robert F. and Chris Bishop. Vietnam Air War Debrief. London: Aerospace Publishing, 1996.
Dorr, Robert F. and Warren Thompson. Korean Air War. St. Paul, Minnesota: MBI, 2003.
Francillon, René. "The Douglas Invader Story". Air Enthusiast, Number Seven, July–September 1978, pp. 215–234. Bromley, Kent, UK: Pilot Press Ltd., 1978.
Francillon, René. McDonnell Douglas Aircraft Since 1920: Volume I. London: Putnam, 1979.
Futrell, Robert F. The United States Air Force in Korea, 1950–53. Washington, D.C.: Air Force History Office, 1997, First edition 1961.
Gaillard, Pierre (December 1978). "Le B-26 "Invader" en "Indo"" [The B-26 Invader in Indochina]. Le Fana de l'Aviation (in French) (109): 46–50.
Gallemi, Francis. A-26B/C Invader (Warbird Profile 1). Vaudreuil, Quebec, Canada: Aries Publications, 1994.
Gordon, Doug (July–August 2001). "Tac Recon Masters: The 66th Tactical Reconnaissance Wing in Europe, Part One". Air Enthusiast (94): 31–39.
Grinsell, Bob. "Invader". Wings Vol. 4, No. 3, June 1974.
Hagedorn, Dan. Central American and Caribbean Air Forces. Staplefield, West Sussex, UK: Air Britain (Historians Ltd.), 1993.
Hagedorn, Dan and Leif Hellström. Foreign Invaders, the Douglas Invader in Foreign Military and US Clandestine Service. Earl Shilton, Leicester, UK: Midland Publishing, 1994.
Hellstöm, Leif (July–August 1999). "Air War in Paradise: The CIA and Indonesia 1958". Air Enthusiast (82): 24–38.
Horne, John E. "Douglas B-26s in Korea". Air Enthusiast, Number 24, April—July 1984. Bromley, Kent UK: Pilot Press. pp. 50–59.
Hunnicutt, Richard P. "Talkback". Air Enthusiast. No. 9, February–May 1979. p. 79.
Johnsen, Frederick A. Douglas A-26 Invader. North Branch, Minnesota: Specialty Press, 1999.
Lopes, Mario Canoniga. "Talkback". Air Enthusiast. No. 9, February–May 1979. p. 79.
Mesko, Jim. A-26 Invader in Action (Aircraft Number 37). Carrollton, Texas: Squadron/Signal Publications, 1980.
A-26 Invader in Action (Aircraft Number 134). Carrollton, Texas: Squadron/Signal Publications, 1993.
VNAF, Republic of Vietnam Air Force 1945-1975. Carrollton, Texas: Squadron/Signal Publications, 1987.
Mikesh, Robert C. "Flying the Invader: Pilot Notes for the Douglas A-26". Air Enthusiast, Number Seven. July–September 1978. Bromley, Kent, UK: Pilot Press Ltd., 1978, pp. 234–236.
O'Leary, Michael. "Database: Douglas Invader". Aeroplane, May 2002, Vol. 30, No.5, pp. 37–58. London: IPC.
"Pentagon Over the Islands: The Thirty-Year History of Indonesian Military Aviation". Air Enthusiast Quarterly (2): 154–162. n.d.
Roeder, Jim. A-26 Invader Units of World War 2: Osprey Combat Aircraft 82. Botley, UK: Osprey Publishing, 2010.
Smith, Mark E. USAF Reconnaissance in South East Asia (1961–66). San Francisco: Headquarters, Pacific Air Force, Department of the Air Force, 1966.
Thompson, Scott. Douglas A-26 and B-26 Invader. Ramsbury, Marlborough, Wiltshire, UK: Crowood Press Ltd., 2002.
Thompson, Warren. B-26 Invader Units over Korea. Botley, UK: Osprey Publishing, 2000.
Volume I Operation Shed Light Study Report. Washington, D.C.: Headquarters, DCS Research and Development, Headquarters, United States Air Force, 1966.
Wheeler, Barry C. The Hamlyn Guide to Military Aircraft Markings. London: Chancellor Press, 1992.
Winchester, Jim. "Douglas A-26 Invader". Aircraft of World War II. London: Grange Books, 2004.
Bridgman, Leonard, ed. (1989). Jane's Fighting aircraft of World War II (1995 ed.). New York: Military Press. pp. 224c–225c.
 |
| Douglas A-26 Invader. |
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| Douglas A-26B Invader (43-22327) landing at an unidentified airfield. |
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| Douglas XA-26 prototype in flight. |
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| Douglas XA-26. |
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| Douglas XA-26. |
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| Douglas XA-26 light bomber prototype, 42-19504. |
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| Douglas XA-26 first flight, 10 July 1942. |
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| Douglas XA-26A night fighter prototype, 42-19505, photographed 6 July 1943. Note the weapons pod beneath the fuselage. |
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| Douglas XA-26B ground attack prototype, 42-19588, photographed 14 May 1943. |
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| Douglas XA-26 42-19504, photographed 29 April 1943. |
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| Douglas A-26 43-22343 of the 386th Bomb Group over Belgium in April 1945. |
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| An eight-gun nose A-26, 8th BS, 3rd BG Machinato Airfield, Okinawa 20 August 1945. |
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| XA-26A, July 1943. Prototype of proposed night fighter version of A-26, painted overall black with radar in nose and underfuselage gunpack. |
 |
| A-26 cockpit interior. |
 |
| Overall gloss black A-26C-55-DT, AF Ser. No. 44-35982, showing the Bombardier nose and improved, clear-view "clamshell" canopy. An AN/APQ-13 radome is fitted in the forward bomb-bay, and "zero-length" launchers for 5 in HVAR rockets are under the outer wings. |
 |
| U.S. Navy Douglas XJD-1 Invader (s/n 57991, c/n 28746) belongs to VJ-4 (Utility Squadron Four) in flight out of Naval Air Station, Norfolk, Virginia, 13 July 1945. The plane was an A-26C-40-DT (s/n 44-35467) in USAAF. It wears the yellow color scheme applied to utility, target tug, and training aircraft. |
 |
| Douglas A-26B-10-DT Invader (s/n 43-22282) in flight, in 1945. |
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| Douglas A-26B Invader. |
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| A-26 machine guns get a full ammo load. |
 |
| A-26 Invader. |
 |
| Douglas A-26C of the 386th Bomb Group, flying out of RAF Boxted, England. |
 |
| Douglas A-26 Invader of the 640th Bomb Squadron, 409th Bombardment Group (Light), based at RAF Little Walden, England. |
 |
| Takeoff of an A-26B Invader of 386th Bombardment Group. 1944. |
 |
| 416th Bombardment Group Douglas A-26 Invader, Laon/Athies Airfield (A-69), France, 1945. |
 |
| An airman of the 492nd Bomb Group climbs into the cockpit of his A-26 Invader, Spring 1945. |
 |
| An A-26 Invader of the 492nd Bomb Group at Harrington, Spring 1945. |
 |
| A-26C-2-DL Invader s/n 41-39199, 553rd BS, 386th BG, 9th AF Beaumont-sur-Oise Airfield (A-60), France, 2 December 1944. |
 |
| Four U.S. Army Air Forces Douglas A-26B-20-DL Invader of the 669th Bomb Squadron, 416th Bomb Group, 9th Air Force, in flight, in November-December 1944. The 416th began operations with the Douglas A-26 on 17 November 1944. Visible aircraft are: A2-B, s/n 41-39229; A2-I, s/n 41-39244; A2-K, s/n 41-39240, shot down by flak over Bad Münstereifel, Germany, 25 December 1944. Both crew KIA (MACR 11923); A2-Q, s/n 41-39242, shot down by flak over Zülpich, Germany, 24 December 1944. Both crew KIA (MACR 11922). |
 |
| A-26 Invader attack aircraft dropping bombs on the Siegfried Line. 1945. |
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| Douglas A-26B-35-DL Invader (s/n 41-39456) in flight, circa 1945. |
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| 40x80ft wind tunnel testing of a modification to a Douglas A-26B Invader airplane (rockets, bomb and wing), 2 June 1943. |
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| 40x80ft wind tunnel testing of a modification to a Douglas A-26B Invader airplane (rockets, bomb and wing), 2 June 1943. |
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| This World War II photograph shows future Astronaut Donald "Deke" K. Slayton (on right) and 1st Lt. Ed Steinman (on left) beside a Douglas A-26 bomber in the Pacific Theater of Operations during the summer of 1945. While the exact location is unknown, the photograph was most likely taken on Okinawa. |
 |
| Douglas A-26B-15-DT Invader (s/n 43-22363) of the 386th Bomb Group after a crash-landing at Sint-Truiden (St. Trond) airfield (A-92), Belgium, on 14 June 1945. |
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| Douglas A-26 Invaders of the 409th Bombardment Group bomb Bitburg, Germany, at noon on 14 January 1945. 32 aircraft dropped 180 500 lb (227 kgs) bombs. |
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| Douglas A-26B-15-DL(41-39186/6899) in flight. |
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| Douglas A-26B-10-DT Invader (s/n 43-22301, "2A-O") of the 669th Bombardment Squadron, 416th Bombardment Wing, bombs the railroad bridge at Ediger-Eller, Germany, on 27 December 1944. The A-26B 43-22301 crashed on takeoff near A-55 Melun/Villaroche airfield, France, due to bad weather on 2 January 1945. All three crew survived. |
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| Douglas A-26B-5-DL Invader, 41-39116, McGuire Field, San Jose, Mindoro, Philippines. |
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| Douglas A-26B-5-DL Invader, 41-39118, 8th Bombardment Squadron, Light, McGuire Field, San Jose, Mindoro, Philippines. |
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| Installation of the Douglas A-26B airplane in the 40x80 foot wind tunnel at NACA's Ames Research Center. Airplane being centered over tunnel opening. 9 May 1945. |
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| Douglas B-26B and B-26C Invader. |
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| Douglas JD-1 Invader. |
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| Douglas A-26 Invader schematics, drawn originally by W.A. Wylam from the Air Age Inc. Company, on February 1945. |
