NOTE: RADIO CONTROL AIRPLANES ARE ON THE BOTTOM HALF OF THE PAGE.
Overview:
Overview:
The Martin B-26 Marauder had the lowest attrition rate of any front line World War II aircraft. It served on the European, Pacific, and Mediterranean fronts as an effective low and medium level medium bomber.
In early operations the B-26 gained a reputation as a difficult to fly aircraft due to its relatively high stall speed. This was particularly apparent during landings and when flying on a single engine.
Later models were built with a wing that was increased in length by six feet, decreasing stall speed and improving handling. That and improved pilot training soon alleviated the problem. However, the B-26 always required the full attention of the pilot and never became a "pilot's aircraft."
A total of 5,266 B-26 aircraft of all types were built.
Development:
On March 18, 1939 the U.S. Army Air Corps issued a request for proposals for a new medium size, twin engine bomber.
On September 22, 1939 Martin was awarded a contract to develop the B-26.
On November 2, 1940 the first prototype aircraft rolled off of the production line.
On November 25, 1940 the B-26 prototype took to the air for the first time.
Missions:
In March of 1942 relatively small numbers of B-26 bombers were transferred to the South Pacific where they flew missions against enemy air bases and shipping.
On D Day, June 6, 1944, B-26 Marauder bombers, using their machine guns, provided low level air cover for Allied troops.
In May of 1945 B-26 aircraft flew their final missions of the war over Europe.
Doolittle's demonstration flight:
As a result of numerous training accidents, General Doolittle, famed leader of the first U.S. World War II bomber raid on Japan, was asked to investigate the B-26.
After thoroughly checking out the B-26 and finding it performed to his satisfaction, Doolittle set out to convince air crew members that the aircraft was safe to fly.
Although the B-26 was supposed to be flown by two pilots, Doolittle took the aircraft up alone for a demonstration flight. Once at altitude an engine was shut down. Doolittle proceeded to do a 360 degree turn of the aircraft into the dead engine. He then restarted the engine and shut the other one. He proceeded to turn into the direction of that engine. Then he demonstrated steep banking turns and even climbed on a single engine.
As a final maneuver, Doolittle dove the B-26 to gain speed, then pulled into a large loop, still on the single engine. With that completed he restarted the engine and set the aircraft down on the runway.
