Douglas A-26 Invader in a nutshell

National origin:-    United States
Role:- Ground attack, Light bomber
Manufacturer:- Douglas Aircraft Company
Designer:- Ed Heinemann
First flight:- 10 July 1942
Introduction:- September 1943 Retired:- 1980 Colombian Air Force[1]
Primary users:-   USAAF,    USN,   French Air Force 
Produced:- 1939–1944
Number built:- 2,503[2]
Developed into:- On Mark Executive, Marketeer, and Marksman

Military Campaigns

An eight-gun nose A-26, 8th BS, 3rd BG Machinato Airfield, Okinawa 20 August 1945

World War II

Pacific

The Douglas company delivered production model A-26B aircraft to the United States Army Air Forces (USAAF) on 10 September 1943,[13] with the new bomber seeing action with the Fifth Air Force in the Southwest Pacific theater on 23 June 1944, while Japanese-held islands near Manokwari were attacked.[14] The pilots in the 3rd Bomb Group's 13th Squadron, 'The Grim Reapers', receiving the first four A-26s for evaluation, suddenly discovered the downward view from the cockpit was hindered by the engines, and woefully inadequate for its intended role as ground support. 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.'[15]

Until changes could be made, the 3d Bomb Group requested additional Douglas A-20 Havocs, although both types were used in composite flights.[16] The 319th Bomb Group worked on the A-26 in March 1945, joining the initial 3rd BG, with the 319th flying until 12 August 1945. The A-26 operations wound down in mid-August 1945 after a few dozen missions.[16] Some A-20 and B-25 AAF units in the Pacific received the A-26 for trials in limited quantities.

Europe

Douglas A-26 Invader 'Miss Murphy'

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.[17] 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.[17]

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 redesignated DB-26J. The CIA also used the type for covert operations.[18]

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.

A B-26C Invader on a bombing run over Korea

A-26 Invaders of the 3d 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.[19]

A-26B-51-DL (AF Ser. No. 44-34331) over Korea, February 1951

B-26B-61-DL, AF Ser. No. 44-34517 'Monie' of the 37th BS, 17th BG flown by 1st Lt Robert Mikesh, Pusan AB, Korea 1952

    Korean War

On 10 August 1950, the Air Force Reserve's 452d Bombardment Wing was activated for Korean service.[20] 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.[20]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 June 1953.[21][22]

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.[23]

    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 aircraf t— 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.[24] 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.[25]

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.[26] 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.[25] 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.[27] 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.[28]

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.[29] 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.[30]

An A-26A of the 609th SOS in 1969

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 radar (FLIR) system under project Lonesome Tiger, as a part of Operation Shed Light.[31]

CIA

A U.S. Douglas A-26C Invader painted in fake Cuban Air Force colors for the military invasion of Cuba undertaken by the CIA-sponsored paramilitary group Brigade 2506 in April 1961

  Bay of Pigs Invasion

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.[32][33][34]

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.[11]

  France

French A-26C

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.[35]

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. and French Joint Chief of Staff as Operation Vulture, but was cancelled by the governments,[36] 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.[37] 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).[38] 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.[39]

  Portugal

The Portuguese Air Force purchased Invaders covertly for use in Portuguese Angola in 1965, during the Portuguese Colonial War.[32]

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.[40]

Biafra

Biafra used two provisionally armed ('provo') B-26s in combat during Nigerian Civil War in 1967, flown, among others, by Jan Zumbach.

 

The Douglas A-26 Invader

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.[3]

A redesignation of the type from A-26 to B-26 led to confusion with the Martin B-26 Marauder,[4] which first flew in November 1940, some 20 months before the Douglas design's maiden flight. Although both aircraft were powered by the widely used Pratt & Whitney R-2800 Double Wasp 18-cylinder, double-row radial engine, they were completely different and separate designs, with some 5,300 Marauders produced to 2,503 Invaders.

History

Design and development

Douglas XA-26 AAC Ser. No. 41-19504 first flight, Mines Field, California, piloted by Benny Howard

The A-26 was Douglas Aircraft's successor to the A-20 (DB-7) Havoc, also known as Douglas Boston, one of the most successful and widely operated types flown by Allied air forces in World War II.

Designed by Ed Heinemann, Robert Donovan, and Ted R. Smith,[5] the innovative NACA 65-215 laminar-flow airfoil wing of the A-26 was the work of project aerodynamicist A.M.O. Smith.[6][7]

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. Repeated collapses during testing led to reinforcement of the nose landing gear.[8]

Douglas XA-26B Invader AAF Ser. No. 41-19588, 5 May 1943, with a 'strafer' nose, was adaptable to a combination of weapons, including a 75 mm (3 in) cannon.

The early A-26 versions were built in two configurations:

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.[9]

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 configurations 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.[10][11]

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 relocated to the nose section for the bombing phase of an operation. 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 and complex (and problematic) 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 rearward 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 effectively, delaying production. As might be expected, the complex system was difficult to maintain in the field.[12]

Douglas A-26 Invader/U.S. military variants 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 prototype of proposed night fighter in July 1943, painted black with radar in nose and underfuselage gunpack

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.[41]

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.[42]

TB-26B

Unarmed variant converted from B-26B for training purposes.

VB-26B

Unarmed variant converted from B-26B for administrative purposes.

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.

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.[43]

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;[44] 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;[44] 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 Ejection seat test

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/A-26A Counter Invader (AF Ser. No. 64-17675)

B-26K

On Mark Engineering conversions of 40 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.[N 1] The A-26As were retired in 1969 when they had reached the safe limits of allotted flying time.[45]

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.[46]

WB-26

Weather reconnaissance version first produced and used in the Korean War, 2 used by NOAA from 1960 to 1975.[47]

Operators - Military

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 Nigerian Civil War. Former French Air Force (of the CEV test centre) 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.[1]

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.[N 3]

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.) [N 4]

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.[N 4]

Neither Invader received a BAF serial.[N 5]

  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.'[4]

      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.[N 7]

      Nicaragua - Nicaraguan Air Force

      Peru - Peruvian Air Force

      Portugual - 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.[N 8]

    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.

    Portuguese Air Force - 'Diabos', testing detachment located in Portugal and at Bissau, Portuguese Guinea

    91 Squadron, bomber and close air support squadron based at Luanda, Angola

    Saudi Arabia - Royal Saudi Air Force

    B-26K/A-26A Counter Invader (64-17675)

      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.[N 9]

      United States - United States Army Air Forces - United States Air Force - United States Navy

    Operators - Civilian

      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, Billings, 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

    Surviving aircraft

    Specifications A-26B Invader

    Data from McDonnell Douglas Aircraft Since 1920: Volume I.[54][55]

    General characteristics

    Crew: 3 - Three: pilot, bomb aimer/navigator, gunner
    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)
    Max 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-2800-71 Double Wasp or -27s, or -79s 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

    Performance

    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

    Avionics

    not known

     DH.98 Mosquito
     

       IL-2 Sturmovik 'Cliff's of Dover' Blitz - has no 3D model

       IL-2 Sturmovik Battle of Normandy

       DCS World - has no 3D model

     

     

     France Map

     

        Notes on the North American B-25 Mitchell

    1. 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.
    2. The R-B Silver Sixty (1960) carried 14 seats; first flight of the prototype N5510V occurred on 25 June 1960.[51]
    3. Hagedorn and Hellström 1994, p. 105.
    4. Hagedorn and Hellström 1994, p. 108.
    5. Hagedorn and Hellström 1994, p. 75.
    6. Hagedorn and Hellström 1994, p. 116.
    7. Hagedorn and Hellström 1994, pp. 19–20.
    8. Portuguese Military Aviation - The Douglas B-26B/B-26C Invader
    9. O'Leary 2002, pp. 52–53.

        Citations on the Douglas A-26 Invader

    1. 'Colombian Air Force'. napoleon130.tripod.com. Retrieved: 19 December 2010.
    2. 'Boeing: Historical Snapshot: A-26/B-26 Invader Light Bomber'. www.boeing.com.
    3. Wheeler 1992, p. 82.
    4. National Museum of the United States Air Force. 'Douglas B-26C (A-26C) Invader'. The A-26 was redesignated the B-26 in 1948 (thus creating everlasting confusion with the WWII Martin B-26 Marauder)
    5. Francillon 1979
    6. Smith, A.M.O., 'High-Lift Aerodynamics; the 37th Wright Brothers Lecture', AIAA paper 74-939, reprinted in the AIAA Journal of Aircraft, Vol. 12 No. 6, June 1975.
    7. Lednicer, David. The Incomplete Guide to Airfoil Usage. Archived 20 April 2010 at the Wayback Machine Champaign, Illinois: UIUC Applied Aerodynamics Group, 2010.
    8. Mesko 1980, p. 5.
    9. Borland, Hal. 'Plane of Many Faces'. Popular Science, July 1945.
    10. Winchester 2004, p. 75.
    11. Thompson 2002
    12. Johnsen 1999
    13. Thompson 2002, p. 34.
    14. 'June 1944'. 43rd Bomb Group Association via kensmen.com, 1999.
    15. O'Leary 2002, p. 42.
    16. Mesko 1980, p. 17.
    17. Mesko 1980, p.12.
    18. Weiner, T. (2007). Legacy of ashes: The history of the CIA. Doubleday, New York, NY, pp. 150-151.
    19. Horne 1984, p. 50.
    20. '452 Operations Group (AFRC)'. Archived 7 May 2011 at the Wayback Machine Air Force Historical Research Agency, December 1997.
    21. Francillon 1978, p. 228.
    22. 'A-26'. Military.CZ. Retrieved: 19 December 2010.
    23. Dorr and Thompson 2003, p. 185.
    24. Troung, Albert Grandolini and Tom Cooper. Laos, 1948-1989; Part 1'. acig.org, 13 November 2003.
    25. Smith 1966, p. 7.
    26. Smith 1966, p. 6.
    27. Mesko 1987, pp. 26–28.
    28. Thompson 2002, pp. 138–141.
    29. Playground Daily News, Fort Walton Beach, Florida, 12 February 1964, p. 1.
    30. Playground Daily News, Fort Walton Beach, Florida, 8 April 1964, p. 1.
    31. Volume I Operation Shed Light Study Report, 1966. Their subsequent redesignation is lost to the annals of yesteryear... and the deliberate obscuration of the 'Black Community'. pp. 1C-55, 59.
    32. Hagedorn and Hellström 1994
    33. Wyden, Peter. Bay of Pigs: The Untold Story. New York: Simon & Schuster, 1979. ISBN 0-671-24006-4.
    34. Overall, Mario E. Bay of Pigs: The Guatemalan Connection.[permanent dead link] London: Frank Cass Publishers, 2003. ISBN 0-7146-4883-3.
    35. Dorr and Bishop 1996, pp. 8–10.
    36. Rebecca Grant (August 2004), 'Dien Bien Phu', Air Force Magazine, 87 (8), archived from the original on 22 July 2009
    37. Cooper, Tom and Marc Koelich. 'Far East Database, Clandestine US Operations: Indonesia 1958, Operation 'Haik''. acig.org, 1 September 2003.
    38. Time, 9 June 1958.
    39. O'Leary, Michael. 'B-26'. Air Classics, October 2002.
    40. Andrew Hudson, 2012, 'Congo Unravelled: Military Operations from Independence to the Mercenary Revolt 1960–68 (Africa@War Book 6)', Chapt.6
    41. Francillon 1978, p. 217.
    42. Baugher, Joe. 'A-26B Invader'. USAAC/USAAF/USAF Bomber Aircraft, 17 September 2000. Retrieved: 19 December 2010.
    43. Baugher, Joe. 'A-26C Invader'. USAAC/USAAF/USAF Bomber Aircraft, 31 December 2000. Retrieved: 29 June 2008.
    44. Mesko 1997, p. 18.
    45. 'USAF B-26K Factsheet'. Archived 23 October 2013 at the Wayback Machine National Museum of the United States Air Force.
    46. Baugher, Joe. 'Invader in Service with L'Armee de l'Air'. USAAC/USAAF/USAF Bomber Aircraft, 26 August 2006. Retrieved: 7 November 2007.
    47. Dorst, Neal. 'The National Hurricane Research Center - 50 Years of Research, Rough Rides, and Name Changes' (PDF). amol.noaa.gov.
    48. Francillon 1978, p. 233.
    49. Grinsell 1974, p. 44.
    50. Francillon 1978, p. 234.
    51. 'Rhodes Berry'. aerofiles.com.
    52. Beck, Simon. 'Douglas A-26 Invader'. Archived 4 March 2016 at the Wayback Machine uswarplanes.net
    53. 'Power plants used by the A/B-26 in research and development'. napoleon130.tripod.com. Retrieved 15 March 2018.
    54. Francillon, René J. (1988). McDonnell Douglas Aircraft Since 1920: Volume I. London: Naval Institute Press. pp. 338–355. ISBN 0870214284.
    55. Bridgman, Leonard, ed. (1947). Jane's all the World's Aircraft 1947. London: Sampson Low, Marston & Co. pp. 224c–225c.
    56. Lednicer, David. 'The Incomplete Guide to Airfoil Usage'. m-selig.ae.illinois.edu.
    57. 'A-26B Invaders - Warton - 29th November 1944 - Bombers in the Marsh'. Archived 24 July 2008 at the Wayback Machine Lancashire Investigative Team.

        Bibliography on the Douglas A-26 Invader: +

    • A Former USAF Pilot. 'Talkback'. Air Enthusiast. No. 9, February–May 1979. p. 80. ISSN 0143-5450
    • Dorr, Robert F. and Chris Bishop. Vietnam Air War Debrief. London: Aerospace Publishing, 1996. ISBN 1-874023-78-6.
    • Dorr, Robert F. and Warren Thompson. Korean Air War. St. Paul, Minnesota: MBI, 2003. ISBN 978-0-7603-1511-8.
    • 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. ISBN 0-87021-428-4.
    • Futrell, Robert F. The United States Air Force in Korea, 1950–53. Washington, D.C.: Air Force History Office, 1997, First edition 1961. ISBN 978-0-16-048879-5.
    • 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. ISSN 0757-4169.
    • Gallemi, Francis. A-26B/C Invader (Warbird Profile 1). Vaudreuil, Quebec, Canada: Aries Publications, 1994. ISBN 1-84176-080-3.
    • Gordon, Doug (July–August 2001). 'Tac Recon Masters: The 66th Tactical Reconnaissance Wing in Europe, Part One'. Air Enthusiast (94): 31–39. ISSN 0143-5450.
    • 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. ISBN 0-85130-210-6.
    • Hagedorn, Dan and Leif Hellström. Foreign Invaders, the Douglas Invader in Foreign Military and US Clandestine Service. Earl Shilton, Leicester, UK: Midland Publishing, 1994. ISBN 1-85780-013-3.
    • Hellstöm, Leif (July–August 1999). 'Air War in Paradise: The CIA and Indonesia 1958'. Air Enthusiast (82): 24–38. ISSN 0143-5450.
    • 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. ISSN 0143-5450
    • Johnsen, Frederick A. Douglas A-26 Invader. North Branch, Minnesota: Specialty Press, 1999. ISBN 1-58007-016-7.
    • Lopes, Mario Canoniga. 'Talkback'. Air Enthusiast. No. 9, February–May 1979. p. 79. ISSN 0143-5450
    • Mesko, Jim. A-26 Invader in Action (Aircraft Number 37). Carrollton, Texas: Squadron/Signal Publications, 1980. ISBN 0-89747-093-1.
    • A-26 Invader in Action (Aircraft Number 134). Carrollton, Texas: Squadron/Signal Publications, 1993. ISBN 0-89747-296-9.
    • VNAF, Republic of Vietnam Air Force 1945-1975. Carrollton, Texas: Squadron/Signal Publications, 1987. ISBN 0-89747-193-8.
    • 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. ISSN 0143-5450.
    • Roeder, Jim. A-26 Invader Units of World War 2: Osprey Combat Aircraft 82. Botley, UK: Osprey Publishing, 2010. ISBN 978-1-84603-431-2
    • 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. ISBN 1-86126-503-4.
    • Thompson, Warren. B-26 Invader Units over Korea. Botley, UK: Osprey Publishing, 2000. ISBN 1-84176-080-3.
    • 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. ISBN 1-85152-582-3.
    • Winchester, Jim. 'Douglas A-26 Invader'. Aircraft of World War II. London: Grange Books, 2004. ISBN 1-84013-639-1.
    • Bridgman, Leonard, ed. (1989). Jane's Fighting aircraft of World War II (1995 ed.). New York: Military Press. pp. 224c–225c. ISBN 0517679647.

        Web References on the Douglas A-26 Invader: +

    • Wikipedia.org - https://en.wikipedia.org/wiki/Douglas_A-26_Invader

    USAAF Military History Section

    USAAF Chronology and War Diaries 1941-1942 1943 1944 1945

    United States Army Air Force - USAAF units

    USAAF Combat Units

     

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