Douglas RB-26 Invader
| A-26 (B-26) Invader | |
|---|---|
 |
|
| Role | ground attack; light bomber |
| Manufacturer | Douglas Aircraft Company |
| First flight | 10 July 1942 |
| Retired | 1980 Colombian Air Force |
| Primary users |
United States Army Air Forces United States Air Force United States Navy French Air Force |
| Number built | 2,452 |
| Unit cost |
US$242,595 (1942)
|
| Variants | On Mark Executive, Marketeer, and Marksman |
The Douglas A-26 Invader (designated B-26 between 1948 and 1965) is a twin-engined light bomber and ground attack aircraft that was built by Douglas Aircraft Company during World War II which 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 twice its specified 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 led to confusion with the Martin B-26 Marauder, which first flew in November 1940, about 16 months before the Douglas design's maiden flight. Although both types were powered by the widely used Pratt & Whitney R-2800 Double Wasp eighteen-cylinder, double-row radial engine, they were completely different and separate designs — the Martin bomber originated in 1939, with roughly twice as many Marauders (nearly 5,300) produced in comparison to the Douglas design.
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, the innovative NACA 65-215 laminar flow airfoil wing of the A-26 was the work of project aerodynamicist 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 problems with engine cooling led to cowling changes and elimination of the propeller spinners on production aircraft. Repeated collapses during testing led to strengthening of the nose landing gear.
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