Martin B-26 Marauder

Discussion in 'Aircraft Pictures' started by Snautzer01, Mar 11, 2010.

  1. Snautzer01

    Snautzer01 Well-Known Member

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    #1 Snautzer01, Mar 11, 2010
    Last edited: Sep 23, 2016
    B26 Marauder in wartime colour

    b26_01.jpg b26_02.jpg b26_03.jpg b26_04.jpg b26_05.jpg b26_06.jpg
     
  2. Wayne Little

    Wayne Little Well-Known Member

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    friggin' awesome shots...
     
  3. rochie

    rochie Well-Known Member

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    amazing pics, wonder what the duck silhouettes represent
     
  4. Messy1

    Messy1 Well-Known Member

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    That last shot is great!
     
  5. Crimea_River

    Crimea_River Well-Known Member

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    They're all great! Thanks for posting!
     
  6. Wildcat

    Wildcat Well-Known Member

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    Love that last shot :cool:
     
  7. r2800doublewasp

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    Ya very cool! I am amazed at the quality of these photos!
     
  8. Messy1

    Messy1 Well-Known Member

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    #8 Messy1, Mar 15, 2010
    Last edited: Mar 15, 2010
    What do the ducks on the plane and on the crew's jackets signify?
     
  9. Snautzer01

    Snautzer01 Well-Known Member

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    decoy mission come to mind but im not sure. I asked about this one on another forum and it seems the most logical to me. They could count the mission but no bombs were dropped.
     
  10. ppopsie

    ppopsie Member

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    Very cool. Thanks.
     
  11. wheelsup_cavu

    wheelsup_cavu Well-Known Member

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    Those are amazing color shots!


    Wheels
     
  12. Snautzer01

    Snautzer01 Well-Known Member

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    #12 Snautzer01, Oct 29, 2014
    Last edited: Sep 23, 2016
    Mild and Bitter

    "It was the first Allied bomber in the European Theater of Operations to complete 100 operational missions. This was accomplished by Mild and Bitter on an afternoon raid on a Nazi airfield at Evreux/Fauville, southwest of Rouen, France, on 9 May 1944. She was a B-26B-25, Serial Number 41-31819, of the 450th Squadron in the 322nd Bomb Group (M) of the 9th Air Force and had flown her first mission on 23 July 1943. She did all this on her original engines, amassing a total of 449 hours and 30 minutes on them, 310 hours and 40 minutes of that in combat! During this time she never aborted due to mechanical failure, and not one of her many crewmen was a casualty. She was taken off operations after her 100th mission and flown back to the States to conduct War Bond selling tours." ( source: Martin B-26 Marauder History. )

    B26_04_Mild and Bitter 452nd Bomb Squadron 322nd Bomb Group.JPG
     
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  13. Wurger

    Wurger Siggy Master
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  14. Snautzer01

    Snautzer01 Well-Known Member

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    #14 Snautzer01, Oct 29, 2014
    Last edited: Sep 23, 2016
    Smokie'S Coach
    "Capt. Rutledge And Crew Of The 573Rd Bomb Squadron, Pose Beside A Martin B-26 Marauder "Smokie'S Coach." 391St Bomb Group, England, 5 August 1944"

    B26_05_Smokies Coach 391st Bomb Group.JPG B26_05_Smokies Coach 391st Bomb Group_01.JPG
     
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  15. Snautzer01

    Snautzer01 Well-Known Member

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    #15 Snautzer01, Oct 29, 2014
    Last edited: Sep 23, 2016
    B26 SHEESGOTIT

    B26_08_Shes Got It_42-95762.jpg
     
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  16. Thorlifter

    Thorlifter Well-Known Member

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    One of my many favorite planes, and bigger than I thought when you stand next to it. I was fortunate enough to see the one in the museum at Utah beach in Normandy. Just a beautiful plane!
     
  17. Snautzer01

    Snautzer01 Well-Known Member

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    You will love this then.

    B26B-1-MA (41-17790), landed on the Island of Noord-Beveland in the Netherlands on Oct 3, 1942 .The Marauder was flown by the Germans from Noord-Beveland to Gilze-Rijen Air Base with German- built VDM three- blade propellers. It is said that the plane was evaluated with the Test and Experimental Center of The Luftwaffe during June 1943 at Rechlin and Larz Air bases.

    Pictures of this bird here: WTF? > Vintage Wings of Canada

    Flying this captured B26: An account by in the book Hans Werner Lerche, Luftwaffe Test pilot, flying the captured allied aircraft of ww2 pg 43-44

    Meanwhile, there was again something better on the agenda, a captured Martin
    Marauder. The Martin B-26, powered by two Double Wasp R-2800 radial
    engines, was a fast medium bomber with a maximum speed of about 310 mph at
    13,000 feet altitude. A mid-wing monoplane with an aerodynamically faultless
    fuselage, the aircraft had a fast and racy look about it even from the outside. Its
    long range also made it suitable for direct ferry flights across the Atlantic. But the
    B-26 also had its negative points. With its small wing area and a gross weight of
    some 30,000 lb (later increased to over 38.000 Ih), the load per square foot of the
    wing area was relatively high, and the high take-off and landing speeds caused so
    many bad accidents that this aircraft at first had a poor reputation amongst the
    crews and was known as the 'Widow Maker'. Its other nickname of the Tlying
    Prostitute' was unknown to me when I became intimate with the Marauder for the
    first time. Apart from other bad characteristics, malicious tongues also asserted
    that the Marauder's landing speed was higher than its cruising speed. Yet all this
    did not prevent experienced crews from appreciating the combat value of the B-26
    on account of its high speed and strong armament, and using it accordingly. That
    much was known to us - and it was to be expected that the small grass field at
    Rechlin would not be abundant enough for this `hot' aircraft.
    Our share of excitement with the Marauder was still to come. Perhaps the
    adjustment of the propellers was not set correctly, or perhaps someone had already
    tinkered about with them. But what I experienced on my first take-off in this
    strange aircraft surpassed all expectations! Naturally, based on my experiences
    with the Liberator (of which later) I had tried to determine the correct centre of
    gravity for take-off; I could also expect that the nose-wheel would at least prevent
    any unpleasant surprises, such as a sudden swing during the take-off. Of course,
    before the Start the engines were carefully and briefly run up and then switched off
    again, and the speed governors tested.
    The direction for take-off was along one side of the Schropp'schen mountain -
    although the description `mountain' was slightly exaggerated; it was a ridiculous
    little rise topped by a radio station. I had placed the Marauder as far as possible
    behind the air traffic control van in order to make full use of the available length of
    the field. Then the usual procedure: full on the brakes, full throttle, and then
    brakes off and away! At first the engines ran perfectly and the aircraft accelerated
    well, pushing my back into the seat.
    lt may have been that the automatic propeller regulator did not function
    properly, letting the engines overspeed before reducing the revs, and then
    unevenly. All at once the starboard engine began losing power and the Marauder
    showed a strong tendency to swing despite the nosewheel undercarriage. By that
    time it was already too late for me to cut the throttles as the aircraft was going too
    fast to stop, but on the other hand not fast enough to become airborne.
    Nevertheless, although the engines were running with far too few revs I managed
    to lift the Marauder just off the ground shortly before reaching the airlfeld
    boundary. As soon as I could feel that the aircraft was actually flying and had not
    just been 'hauled up', I ordered the flight engineer to raise the undercarriage since
    I wanted to avoid the risk of touching the ground with the wheels down. In this
    manner we floated past the radio station on the right at a height of some 3-6 feet.
    Since there was no immediate danger for our aircraft in the shape of trees or other
    obstacles, I thought it would be better to stay dose to the ground and wait to see
    whether the engines would pick up enough revs to allow us to climb, or whether I
    had to cut the throttles and risk a crash landing. But for my colleagues observing
    this take-off from the other side of the field everything looked much more hair raising.
    They had heard the brief overspeeding of the engines, the subsequent
    regulation of revs and the irregularities in the engine running, and then seen the
    Marauder speeding towards the Schropp'schen mountain just skimming the
    ground. In addition to that the B-26 raised a cloud of dust as it raced low over tilled
    land, like the lift turbulent produced in a wind tunnel, until the spectators could
    no longer see the aircraft. As a result, quite used to untoward happenings at
    Rechlin, they awaited the seemingly inevitable crash and subsequent blast of
    flames and mushrooming smoke.
    However, the propeller speed control gradually began to function smoothly and
    I succeeded in commencing a climb after raising the landing flaps. Perhaps the
    lubricating oil had been too thick and prevented correct regulation of the
    propellers. Be that as it may, I am sure that my decision to stay dose to the ground
    at low speed had been correct; it was also best in case of a possible crash landing.
    My colleagues later confirmed that they had not given much for my chances and
    the aircraft at that moment!
    After the engines, or rather their propeller adjustment, had been reminded of
    their duty, I got to know the B-26 as a quite passable aircraft. But it was a piece of
    equipment that had to be handled with great sensitivity. On a longer (light, I then
    became good friends with the Marauder and the propeller pitch control now
    functioned properly. This was one of the typical instances when a report on faults
    could only be prepared when everything had gone well in the end. If the take-off
    had gone completely wrong, no-one would have known that the cause was nothing
    more serious than the hydraulic oil which had probably become too thick. Even
    today, such difficulties still arise, despite radio-telephone communications, as in
    moments of great danger the pilot has more important things to do than chatter.
    This can only be overcome by the direct radio transmission not only of the data
    indicated on the control instruments, bot also the critical values regarding, for
    instance, strength and rigidity which cannot be reconstructed after a crash, as is
    indeed usual practice during test flying today.
    I can imagine that the high wing loading of the Marauder had caused difficulties
    similar to those experienced at the beginning with our Ju 88, whose wing area also
    had to be increased for single-engined flight. With raised flaps and undercarriage,
    the Ju 88 was extremely pleasant to fly. However, with lowered flaps and
    undercarriage, the pilot of the Marauder had to be careful when coming in to land
    due to the high sinking rate, although as long as both engines were running the
    landing approach with open throttles and the landing itself with the nose-wheel
    undercarriage an a long run-way presented no problems. Anyway, after my
    experiences during the first take-off in the Marauder, I preferred the long concrete
    runway at Lärz, our second base, for the landing and further evaluation flights.
    And there everything went smoothly.
     
  18. Crimea_River

    Crimea_River Well-Known Member

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    Love the Marauder!
     
  19. Gnomey

    Gnomey World Travelling Doctor
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    Lovely shots! Thanks for sharing.
     
  20. Aaron Brooks Wolters

    Aaron Brooks Wolters Well-Known Member

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    One of my favorite aircraft of WWII. Thanks for starting this thread Snautzer.
     
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