The North American F-82 Twin Mustang is the last American piston-engine fighter to be ordered for production by the United States Air Force. Based on the P-51 Mustang, the F-82 was originally designed as a long-range warrior in World War II. The war ended before the first production unit was in operation.
In the postwar era, the Strategic Air Command used the aircraft as a remote control fighter. The radar-equipped F-82 was used extensively by the Air Defense Command as a substitute for Northrop P-61 Black Widow as an afternoon/night raid over the weather. During the Korean War, the Japan-based F-82 was one of the first USF aircraft operating in Korea. The first three North Korean aircraft destroyed by US troops were shot down by the F-82, the first being the North Yak-11 who fell over Gimpo Airfield by the USAF's 66th Fighter Squadron.
Video North American F-82 Twin Mustang
Design and development
Originally intended as a long-range control fighter (VLR), the F-82 was designed to escort the Boeing B-29 Superfortress bomber on missions over 2,000 miles (3,200 km) from the Solomon Islands or the Philippines to Tokyo, missions beyond the reach of Lockheed P-38 Lightning and P-51 Conventional Mustangs. Such missions are part of a planned US invasion of the Japanese home islands, which were blocked by the Japanese surrender after the atomic bombings of Hiroshima and Nagasaki and the opening of Soviet attacks on Japanese-controlled territory in Manchuria.
In October 1943, the North American Aircraft design team began working on a fighter design that could travel more than 2,000 mi (3,200 km) without refueling. It consists of a twin-fuselage design, somewhat similar to the German experimental Messerschmitt Bf 109Z "Zwilling". Although based on the light experimental XP-51F, which will later become the Mustang P-51H, it is actually a new design. North American Design Head Edgar Schmued incorporated two extended Mustang P-51H planes with the addition of a plane plug of 57 Â ° in the rear behind the cockpit where additional fuel tanks and equipment can be installed. It is fitted to a newly designed central wing section containing six M50 Browning.50 caliber machine guns with the same single-engine Mustang, but with a thicker flame. The first XP-82 prototype (s/n 44-83886) was equipped with a removable middle bearing pod pod, an additional eight.50 caliber M3 Brownings, but this was not on the production plane. A stronger centerline gun center containing 40 mm guns is considered, but never made. The outer wings are reinforced to allow the addition of hard points to carry additional fuel or 1,000 pounds (450 kg) of weaponry. Both vertical tails are also from XP-51F, but incorporated large dorsal fillets to add stability in case of engine failure. The plane has a conventional landing gear with both wheels pulled into the bay beneath each center of the plane.
The XP-82 will be powered by two Packard-built Rolls-Royce V-1650 Merlin engines. Initially, the left engine was the V-1650-23 with additional gear in the propeller reduction box to allow the left propeller to turn opposite to the right propeller, driven by a more conventional V-1650-25. In this setting the two propellers will spin upward as they approach the middle wing, which in theory will allow a better single-machine control. This proved not to happen when the aircraft refused to become air during its first flight attempt. After a month of work, North American engineers have finally discovered that turning the propellers to meet in the middle in their upward turn creates enough obstacles to cancel all lifting from the center wing, a quarter of the wing's surface area. Machines and propellers are then exchanged, with their meeting rotation in turn down, and the problem is completely solved. The first XP-82 prototype ( 44-83886 ) was completed on May 25, 1945, and made its first successful flight on June 26, 1945. The aircraft was accepted by the Air Force Air Force on August 30, 1945., very impressed by the aircraft, while still under development, that they ordered the first production of P-82Bs in March 1945, three full months before its first flight.
The XP-82 prototype, and the production of P-82Bs and P-82E, retained both fully-equipped cockpit so that pilots could fly the plane from any position, alternating controls on long flights, while the next night combat version maintained the cockpit on the left side. just put the radar operator in the right position.
Although some of the P-82B airframes were completed before the end of World War II, most remained at a North American plant in California waiting for machines until 1946. As a result, no one saw service during the war.
Like some versions of the P-51 Mustang, the first two XP-82 prototypes and the next 20 P-82B models are supported by the UK-designed Rolls-Royce Merlin engine, built under license by Packard. It provides fighters with excellent reach and performance; However, the Army has always wanted to give the American Mustang Twin engine pure and stronger than the foreign-designed P-51 V-1650 (built in the Packard factory, disassembled after the war). In addition, the license fee paid to Rolls-Royce for each V-1650 is being upgraded by the British after the war. It was therefore negotiated in August 1945 with Allison Division of General Motors Corporation for a new version of the Allison V-1710-100 engine. This forced North America to switch the next production of P-82C and subsequent models to low-powered engines. It was found that the Allison-powered P-82 model showed lower speed and lower altitude performance than previous versions using Merlin. The previous P-82B model was designated as a coach, while the model "C" and later used as a fighter made the P-82 one of the few aircraft in US military history to become faster in its coach version than the fighter version.
In 1948, the 3200 Evidence Testing Group at Eglin AFB, Florida, installed a F-82B Twin Mustang ( 44-65163 ) with a retractable pole under an outer wing capable of installing 10 Speed ​​Air Rocket High (High-Velocity Air Rockets). (HVAR) respectively, which folded beneath the surface of the wing when not in use. This installation is not adopted in later models, the standard "tree" is used instead. The 13th aircraft ( 44-65171 ) is experimentally equipped with a middle-mounted pod containing various surveillance cameras, and is assigned to the 3200 Photo Design Squadron, designated, unofficially, RF- 82B.
Recording settings
On February 27, 1947, P-82B 44-65168 , named Betty Jo and flown by Colonel Robert E. Thacker, made history as it flew incessantly from Hawaii to New York without refueling, distance 5,051 mi (8,129 km) within 14 hours 32 minutes. It averages 347.5 miles per hour (559.2 km/h). This flight tested the P-82 range. The aircraft carries a full internal fuel tank of 576 US gallons (2,180 liters, 480 gallons), coupled with 4 310 gallons US (1,173 Ã, Â °, 258Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã , Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, Ã, from gallons to 1,816 US gal (6,842Ã, Â, ° C).; 1.512Ã, Â ± gal). Also, Colonel Thacker forgot to drop three external tanks when their fuel was ejected, landing with them in New York.
To this day, the aircraft remains the longest nonstop flight ever made by a propelled fighter aircraft, and the fastest distance so far has ever been covered in a piston-engined aircraft (the record for the longest flight unanswered by a propeller plane of a kind whatever is held by Voyager Prisoner). The aircraft selected is the "B" model previously supported by the Rolls-Royce Merlin engine (see "Survivors" below).
Maps North American F-82 Twin Mustang
Operational history
The Twin Mustang was developed at the end of the era of the prop-driven fighter and at the beginning of the jet age. His role, designed as a long-range combat aircraft, had been eliminated by the Japanese atomic bombardment and the sudden end of World War II. With the rapid withdrawal of the armed forces after the war, the newly formed United States Air Force had little money for new props propelled aircraft, especially since jets, such as Messerschmitt Me 262 and other Luftwaffe fighters, were faster than P -51 Mustang in the German skies at the end of 1944. Finished airframes (fewer machines) from P-82 pre-production aircraft manufactured by North America go into storage, with an uncertain future.
However, during the 1947 impressions of the Soviet Aviation Day at Tushino Airport, a surprise appearance was made by three Boeing B-29s, followed by four fourth-engined remote strategic bomber. This is an example of the Tupolev Tu-4, which is a reverse-engineered copy of the B-29 Superfortress, three examples known to have been interned in the Soviet Union after being forced to land there during the Japanese bombing attacks in World War II. Since the Soviet Union is expected to have nuclear weapons sooner or later, the Soviet Tu-4 sightings are a surprise to US military planners, because it means that the US mainland may soon be vulnerable to potential Soviet nuclear attacks from the air.
Until the interceptor jets can be developed and operated, the Twin Mustang has been constructed seen as a temporary solution to SAC's combat escort missions for strategic bombers as well as interceptors of all-weather air defense.
Initial efforts to develop jet-powered jet fighters became a series of obstacles and delays. The Curtiss-Wright XF-87 Blackhawk was ordered in December 1945, but it was experiencing developmental difficulties and the project was finally completely abandoned in October 1948. The Northrop P-89 Scorpion was considered to have a greater promise, but also ran into teething problems and did not show promise to enter service until 1952 the soonest. Due to the absence of a suitable jet-powered replacement, Jow Black P-61 Black Widew war fighter in wartime was forced into this role, and to help fill the gap until Scorpion became available, the North American Piston-brand piston night adaptation P-82 Twin Mustang is developed and distributed.
On June 11, 1948, the newly formed United States Air Force eliminated the P-for-pursuit category and replaced it with the F-for-fighter. Furthermore, all P-82s are rearranged to F-82.
Strategic Air Command
The F-82E was the first model to reach the operational squadron and its initial operational assignment was to the 27th Strategic Air Force Command (later Fighter-Escort) Command at the Kearney Air Force Base, Nebraska in March 1948.
During World War II, P-51 Mustang had escorted Boeing B-17 Flying Fortress and Consolidated B-24 Liberator bombers from bases in England and Southern Italy to targets throughout Nazi-occupied Europe. However, the Cold War led to the challenge of possible B-29, Boeing B-50 or Convair B-36 bombing missions to the Soviet Union. The size of the Soviet Union dictates that the bombing mission will be a 12-hour affair there and return from bases in Europe or Alaska, mostly over Soviet territory. Also the weather, which is quite bad in Western Europe, would make the bombing mission impossible in the Soviet Union between October and May. With no long-range fighter jets available to conduct an escort mission for strategic bomber forces, the 27th FEW mission is to fly this long-distance mission with their F-82Es.
The F-82E has a range of more than 1,400 mi (2,300 km), which means that with an external fuel tank it can fly from London to Moscow, roam for 30 minutes above the target, and back, the only American fighter that can do it. It also has an operational ceiling of 40,000 feet (12,200 m), where it can stay close to the bombers designed to protect. The first production of the F-82Es reached the 27th date in early 1948, and almost immediately the group was deployed to McChord AFB, Washington, in June, where his squadron was on standby on a secondary air defense mission due to increased tensions over the Berlin Airlift. He also believes that 27 will launch an escort mission, possibly to the Soviet Union, if conflict breaks out in Europe. From McChord, the group flew Twin Mustangs on a surveillance mission in the northwestern Pacific, but problems were encountered with their fuel tanks. The disabled Black Widow external tanks are found in Hamilton AFB, California, which can be modified for the F-82; mounted on the pillars of the Twin Mustang, this solves the problem. With a reduction in tension, the 27th returned to its base in Nebraska during September, where units settled for the transition to fly with their aircraft.
Four F-82s are deployed from McChord to Alaska, where pilots provide transitional training to the 449 (All Weather) Combatron, which uses Twin Mustangs in air defense missions. They remained in Alaska for about 45 days, returning to rejoin other group members in early November 1948.
In January 1949, the Eighth Air Force planned a major celebration at Carswell Air Force Base. All units assigned to participate in a coordinated flyover. Most of the Strategic Air Bomb bombers participated, along with their only "Remoteness" group of fighters, the 27th. Weather in Nebraska is terrible, with most airports in the Midwest forced to close on exhibition day. Kearney Air Force Base was hit with a blizzard, and roads were cut even though snow allowed the F-82 to take off and meet with bombers. This is seen as evidence of the F-82's ability in bad weather.
In early 1949, the 27th began to perform remote escort missions. Flights to Puerto Rico, Mexico, Bahamas and nonstop to Washington, D.C. do. For the inauguration of President Truman in 1949, the 27th FEW launched 48 planes for review, along with several other aircraft units, in formation on Pennsylvania Avenue. Another new Idlewild Airport bridge in New York City soon followed, with an endless aircraft from Kearney AFB.
In March 1949, Kearney AFB was closed, mainly for budgetary reasons, and September 27 was diverted to Bergstrom AFB, Texas. Other long-distance missions are flown across the country, and simulations of "dogfights" with the Lockheed F-80 Shooting Star unit are performed. SOME -27 began transitioning to the F-84 Thunderjet Republic from March 1950, and the F-82Es were largely declared surplus, with the last Twin Mustangs being removed in September. Some were sent to the Far Eastern Air Force for combat in Korea and some were sent to Alaska to fly bomber escort missions over the Arctic from Ladd AFB until 1953. The majority were sent to reclaim and lost in 1952.
With the advent of MiG-15s above the North Korean skies at the end of 1950, the B-29, as well as all bombers driven by propellers in the USAF inventory, were only considered obsolete as strategic offensive weapons. The straight-wing F-84G used in Korea as an ineffective bomber bodyguard against the MiG, and the F-86 Saber North America swept the wings to clear the sky. It is clear that it will require a new generation of wing-bomber jets, capable of flying higher and faster, to effectively defeat the defense of jets that drive MiG-15s or Soviet-designed interceptors. Also, the era of large groups of bombers flew in formation to strategic targets that ended after the Korean War. Strategic bombings evolved into one plane, one targeted target, with jet-equipped and Boeing B-52 Stratofortress nuclear armed flying higher and faster than most enemy interceptors. The concept of guard fighters became excessive, and in 1957 SAC had disabled its last guard wing.
Air Defense Command
The advent of the Soviet Tupolev Tu-4 'Bull' copy of Boeing B-29 Superfortress in 1947 posed a new threat to postwar US planners, and largely as a result of the appearance and beginning of the Cold War in 1948, leading to the formation of the Air Defense Command (ADC) as part of the postwar United States Air Force.
In 1947, the embryonic ADC was not very effective. During a number of simulated attacks in the United States conducted by the Strategic Air Command during the period 1947-1949, retained the F-51 Mustangs and F-47 Thunderbolts, used as interceptors, repeatedly failed to find incoming bombers, even when they knew they were on their way , and rarely get a position to shoot them down. Furthermore, as they do so, bombers (usually B-29 Superfortresses) have made their journeys on the targeted targets in New York City, Los Angeles, Seattle, Chicago and St. Louis.
The tests found that the Northrop P-61 Black Widow warplanes equipped with RADAR were effective at locating and attacking incoming SAC bombers, and also had the range to attack bombers far from their targets. By the late 1940s, no jet of suitable US interceptor had not been developed, so the P-61 was diverted to ADC's interceptor missions. The F-61 available, however, is mostly tired and the F-82C/D modified night model is converted into an all-weather interceptor to replace it.
Production interceptor versions of the Twin Mustang are designated as F-82F and F-82G; the feature that distinguishes between F and G models is largely nacelle under the central wing that locates radar equipment (F-82F AN/APG-28 and F-82G SCR-720C18). In addition, the interceptor version requires a lot of modifications. The right side cockpit is replaced with a radar operator position without flight control. A long radar pod, resembling a sausage and often referred to as a "long dong", is attached to the underside of the central wing, under six 50-inch machine guns and with a disc in front of the blades to prevent interference signal. This unconventional arrangement was found not to seriously affect the performance of the aircraft. In addition, the unit can be disposed of in an emergency, or for a belly landing - it is sometimes even lost during high G maneuvers. The F-82F model is designed for ADC units in the United States, while the F-82G model is deployed to Far East Air Forces for Japanese and Okinawan air defenses. No F-82s were deployed to Europe.
The first F-82F model began to reach the ADC operational squadron in September 1948. At the end of September, ADC had 29 F-82Fs. In mid-1949, the F-82 replaced Black Widows in service with the Air Defense Command along the west coast at Hamilton AFB, California (317 FIS) and McChord AFB, Washington (318 FIS, 319 FIS). The east coast defense is a Mustang Twins mission assigned to McGuire AFB, New Jersey (2d FIS, 5th FIS).
In addition to troops on the Continent of the United States, the Caribbean Air Command 319 FIS on French Square in the Panama Canal Zone received 15 F-82Fs in December 1948 to replace their Black Widow for the Panama Canal defense. The Twin Mustang remained in Panama only briefly, which was transferred to McChord AFB in May 1949.
The Twin Mustang was removed from ADC during 1950-1951 by Lockheed F-94 Starfire, the last with FIS 318 at McChord AFB in late 1951. Some were sent to Alaska, where they were changed to the F-82H configuration; mostly, sent to reclamation.
Far Eastern Air Force
After World War II, Northrop P-61 Black Widow was the principal interceptor of Far East Air Force (FEAF). However, the lack of spare parts and maintenance issues makes it difficult to keep the aircraft tired of war in the air. Until the all-weather jet interceptor becomes available, the F-82G Twin Mustang is seen as a temporary solution. The last operational P-61 was sent by the 68 and 339 (All Weather) Combatron Squadrons to the reclamation page at Tachikawa Air Base in February 1950, with Twin Mustangs arriving as a replacement aircraft.
At Far East Air Forces, there are three squadrons operating the Twin Mustang, consisting of 45 aircraft. The 4th (All Weather) Combatron is attached to the 51st Wing Fighter-Interceptor at Naha Air Base, Okinawa, which is in charge of providing air defenses within the area of ​​the Air Force Twentieth's responsibility during darkness and inclement weather. The 68th F (AW) region will include southern Japan from their base in Itazuke and Fighter Bomber Wing 8, with 339 F (AW) S covering Tokyo and northern Japan from Johnson Air Base. FEAF has about 40 Twin Mustangs assigned to the command.
With the outbreak of the Korean War in June 1950, the F-82 was pressed into combat duty. At 4:00 am on June 25, 1950, the F-82 F-82 Fighter Aircrews on standby at Itazuke Air Base was informed that North Korea had crossed 38 Parallel. They were ordered to fly to the area and report any activity on the main roads and railways. They arrive to find an overcast condition, with cloud tops at an altitude of 8,000 feet (2,400 m). The Twin Mustangs flew through clouds using radar and broke out at 2,000 feet (610 m), toward Kimpo Airfield near Seoul. The pilots observed a large convoy of North Korean trucks and other vehicles, including 58 tanks, who had crossed into South Korea. The crew flew back through the clouds to Itazuke Air Base, where they were questioned by a US Army colonel from General Douglas MacArthur's staff. This reconnaissance flight was considered the first US air combat mission of the Korean War.
With this information, along with other intelligence reports available to them, FEAF asserts that the Korean People's Army has, indeed, launched a full-scale invasion of South Korea. FEAF's first priority is to evacuate Americans. On the morning of June 26, the nearest Norwegian shipmate Reinholte was sent to Inchon port to evacuate non-military personnel from Seoul, which was directly located on the invasion route. The flight of Twin Mustang from F 68 (AW) S is sent to the area, arriving at dawn to provide air protection for evacuation. Two of the F-82s were sent to fly over the road from Seoul, while others flew over the top cover of Inchon's dock. The patrol went without incident until about 1300, when a pair of Soviet-made aircraft (the exact type of aircraft never fixed) out of the clouds. Orders granted to F-82 pilots prohibit any aggression; However, the weapon switch is activated when the enemy leader tightens his turn and exfoliates on the F-82 with the human wings on the near tail. The F-82 dropped their external tanks, turned on combat power and started the ascent toward the North Korean plane. For some reason, North Korean leaders fired shots as they went too far, with bullets falling away from the F-82 which was then drawn to the clouds and overcast, putting them in a position to return fire if North Korea followed them. However, they did not, and no further contact was made for the rest of the day. The Inchon evacuation was successful with a total of 682 civilians who were transported to Sasebo, Japan.
Once most US civilians have been evacuated out of South Korea by ship, FEAF's priority turns to military character. 339 F (AW) S received orders from the Fifth Air Force to remove all available aircraft, along with crews and equipment, to Itazuke Air Base to assist the 68th in providing air cover for the Seoul evacuation. However, the 339 complement of the aircraft was scattered across several bases at the time. Seven F-82s at Yokota AB can be flown and two in the hangar are undergoing maintenance for major repairs. The other four F-82s are in Misawa AB on TDY. Three in Yokota were immediately sent to Itazuke, as well as four at Misawa, making a total of seven F-82G ready fighters to serve on 27 June. The 68th F (AW) S has a total of twelve F-82G operations. This, combined with what can contribute 339, is not sufficient to meet the combat needs offered by FEAF. The F-80 Shooting Star is available, but the thirsty jet engine means it can only be on the airstrip for a few minutes before having to get back to the base and not be able to reach the front fighter area of ​​Japan. No USAF P-51 Mustangs is available, and the British Commonwealth has not made a decision to commit to fight in Korea, making the Australian Mustang presence in Japanese academics in this critical situation. FEAF ordered Twentieth Air Force to send eight F-82s from F 4 (AW) S from Okinawa to Itazuke, making a total of 27 F-82 available for combat duty. This is commendable, given that on 31 May 1950, a total of 32 F-82 existed in FEAF. With this combined squadron, 347 Temporary Combat Groups (AW) were formed.
Before dawn on June 27, the Provisional Group of 347 was airborne over Korea, with a mission to provide shelter for the transport of Skymaster Douglas C-54 that flew in and out of Kimpo Airfield when they moved the last civilians out. Fearing that the North Korean Air Force might try to shoot down transport (the C-54 had been destroyed on the ground in Kimpo by North Korean fighters on June 25), the Air Force requested air protection to protect the aircraft upon takeoff. Fortunately, 339 Fighter All Weather Squadron (F (AW) S) with their F-82G are based in Yokota AB and F 68 (AW) S based in Itazuke AB Japan. With Lieutenant Colonel John F. Sharp in command, 27 F-82G from 35 in Japan answered the call. Arriving in the morning, they orbit Kimpo Airfield in three flights, each on top of the other. Suddenly, in 1150 hours, a mixed group of five North Korean (Yak-9, Yak-11 and La-7) fighters emerged, toward the airfield. One of the Yak-11s immediately scored several hits in F stable stabilizer vertical F (AW) S pilot Lt. Charles Moran. Moments later, Lieutenant William G. "Skeeter" Hudson, also of the 68th F (AW), initiated a high-G movement to engage Yak, and immediately approached Yak's tail. He then fired a short blast from close range, scoring a hit with six.50 inch machine guns . The Yak veers hard to the right, with the F-82G in close pursuit. A second burst hit Yak's right flank, setting up a burning gas tank and crashing into the right wing and aileron. The North Korean pilot was rescued, but his observer, who was killed or badly wounded, remained on the accursed plane. Plunged into Kimpo Airfield, North Korean pilots were soon surrounded by South Korean soldiers. Surprisingly, he took out a gun and started firing at them. The South Korean soldiers returned fire, killing him. Moments later, Lieutenant Moran shot down La-7 on the airfield, while several miles away, Major James W. Little, commander of 339 F (AW) S, shot down another La-7. C-54 managed to escape safely. Three of the five North Korean planes have been shot down, with Lt. pilots. William G. "Skeeter" Hudson and radar operator Lt. Carl Fraiser printed the first United States "killing" of the Korean War.
Given that these crew have not been trained in air cannons yet, they are out of battle very well. It is generally believed that the Hudson and Fraiser planes flying that day were the F-82G named "Bucket of Bolts" ( 46-383 ), as their regular aircraft went down for repairs. "Bucket of Bolts" will survive the Korean War and eventually be reassigned to escort the task in Alaska. It is believed to have been discarded at Ladd AFB, Alaska in 1953.
In the following weeks, the F-82 pilot will surpass all expectations in aerial combat. On June 28, orders dropped for all F-82s used in ground support for North Korean activity found between the frontline and the 38 Parallel. Any F-82 that can be made ready for flights is pressed into combat services. Although the Fifth Air Force requires every aircraft available to slow down North Korea's invading forces, it is difficult to justify the release of all F-82s from their defense responsibilities to many major bases in Japan. It was decided to release all F-82 for battle except for the flight deployed from the 4th F (AW) S in Okinawa to Japan and the F-80 squadron for air defense. On June 30, FEAF requested the USAF HQ for an additional 21 F-82 aircraft, which was rejected. In addition, the projected support level that can be provided at the level of FEAF combat usage is not more than 60 days due to spare parts shortage. The fact is, when the F-82 production ended in April 1948, no provision was made for adequate spare parts supply, since the aircraft was not expected to remain operational after the jet-powered aircraft was available. Furthermore, the Air Force did not have much F-82 in the first place (182 total operational aircraft), and did not want to weaken a committed F-82 unit to the Northwest Pacific coast or Atlantic, or to withdraw from fourteen F-82H in Alaska.
This is a severe blow for FEAF planners, as they want to use the F-82 to escort B-26 Invaders deep into North Korea and to seek targets along the Han River. Doing what they have is the order of the day, and the maintenance workers sacrifice all that looks to keep the maximum number of F-82 aircraft. During the period of 26-30 June, the 68th squadron flew 35 combat attacks, averaging five hours per sudden attack, with the same 339 flight amount.
During those early days, the pressure and combat pressure imposed on the crew were very strong. However, in early July the possibility of F-82s involved in air-to-air combat decreased significantly, as the F-80 Shooting Stars have effectively stopped the North Korean air force from coming under the 38th parallel. The F-82 embarked on a flying assault and escort mission, along with the intruder's night intruders. Some F-82s take hits on their radomes radars, which are hard to replace, and radomes removed, turning the plane into a day fighter. In a ground support role, the F-82 can reach any part of the Korean battlefield with a total weapon load of more than 4,000 pounds (1,800 kg). Each of six machine guns .50 inches carries 400 bullets. This weapon is heavily used against many ground targets. The escort mission flown by B-26 brought the F-82 into North Korea. Flying with an external fuel tank, it is necessary on many occasions for Twin Mustang to drop the tank, because of the risk of fire or explosion if enemy fire hit one of the empty tanks. On July 10, the F-82s from the 4th and 68th squadrons participated in one of the biggest attacks of the war against ground targets. Joining the B-26 and F-80, the plane hit a large number of North Korean road traffic. About 117 trucks, 38 tanks and seven aircraft carriers were destroyed, along with a large number of enemy troops who were killed when the B-26 destroyed the bridge in Pyongtaek, causing major congestion.
On 5 July, 339 Squadron was pulled out of the battle and returned to Johnson AB. Shortly thereafter, the 4th Squadron returned to Okinawa, with an inactive 347 Temporary Group and control of the 68th Squadron submitted to the 8th Combat Group. 339 has been in a total of 10 days (June 26-July 5) combat, flying a total of 44 combat buggies for which they were not trained. The 68th Squadron was left to continue the battle. Throughout July and August 1950, the F-82s from the 68th Squadron attacked enemy trains, vehicles, and buildings, and kept striking North Korean troops on the road. On the night of August 27, an F-82 element was patrolling over South Korea over a thick cloud when they received urgent requests for air support from some of the hard ground forces. The darkness drew closer as they reached the area and found the UN ground troops pinned by mortar concentrations. The F-82 pilots made some operands to get ready with the ground controllers, and as soon as the enemy target pointed, the heavily armed aircraft began a 45 minute attack and used all of their weapons. When the plane flew for the last time, the mortar position was silent and ground troops later showed more than 300 enemies killed.
Beginning in October 1950, the F-82 will embark on a reconnaissance mission missions for pre-dawn missions over North Korea. At the same time, the squadron will also be responsible for keeping at least three planes on standby at airfields in the Seoul area (K-13 (Suwon) and K-14 (Kimpo)) during the hours of darkness and bad weather. This would be the primary mission for the F-82 for the balance of 1950, as the F-51s, F-80s and F-84s took most of the ground attack missions that the F-82 had emphasized at the start of the war. With the entry of Chinese Communist forces into the war, the situation on the ground began to deteriorate rapidly. In late December, the 68th began flying two airplane missions during daytime missions and single aircraft at night from Kimpo AB. On January 7, the FEAF ordered the 68 to start an armed surveillance mission to inspect the streets of southern South Korea as UN troops quickly retreated south before the onslaught of China. It was a nightmare when the Chinese were pouring south, and it seemed to be the situation as it had been in June before. On January 26, the armed reconnaissance mission was halted and the F-82 stationed on a continuous airborne patrol over Kandong Airfield near Pyongyang and over both Pyongyang's main airfields (K-23, Pyongyang and K-24, Pyongyang East) to monitor activity air enemy. This is important because every Chinese aircraft operating from these bases will be within easy reach of the UN frontline. The 68th attempt to claim 35 trucks was destroyed, with much more damage.
As 1951 progressed, the F-82s from the 68th Squadron continued air defense missions over Seoul and flight surveillance flights; However, his combat duties became increasingly limited. The end of the line quickly approached the F-82 in Korea. By the end of August 1951, there were only eight F-82 operations with the 68th, with his successor, Lockheed F-94 Starfire arriving in Japan, taking over the mission previously flown by the Twin Mustang. In March 1952, the Starfire Starfire Combat-Interceptor 319 came from Moses Lake AFB, Washington and took up residence at K-13. On March 28, 1952, the last F-82G was sent for cold weather modification, and then deployed to Alaska. In mid-April 1952, the F-82 in Okinawa was also shipped to Japan for modification and also shipped to Alaska. All the weather responsibilities at FEAF are now in the hands of the F-94 and the jet era.
Lost F-82G during the Korean War
- 46-357 (6160 ABW, 68th FAWS) MIA May 28, 1951, 20 mi (32Ã, km) N from the 38th parallel.
- 46-364 (6160 ABW, 68th FAWS) was destroyed on the ground in Suwon, Korea, June 29, 1950 by enemy aircraft.
- 46-373 (6160 ABW, 68th FAWS) fell 5Ã, mi (8Ãkm) NW from Brady AB, Japan, February 12, 1951. 46-375 (6160 ABW, 68th FAWS) fell 16 December 1950.
- 46-378 (6160 ABW, 68th FAWS) was shot down by AAA 3 July 1951.
- 46-391 (51st FIG, 4th FAWS) in an air collision with F-80C 49-704 between Fukuoka and Ashiya AB, Japan, September 29, 1950.
- 46-394 (6160 ABW, 68th FAWS) MIA March 14, 1951.
- 46-399 (6160 ABW, 68th FAWS) MIA January 27, 1951.
- 46-400 (6160 ABW, 68th FAWS) falls near K-14 December 7, 1950.
- 46-402 (51st FIG, 68th FAWS) MIA July 6, 1950.
1951 was the last full year of the F-82 operation in Korea, as they were gradually replaced by the Jet-powered F-94 Starfire. Twin Mustangs destroyed 20 enemy aircraft, four in the air and 16 on the ground during the conflict.
Alaska Air Command
Modified F-82F/Gs for cold weather is designated as F-82H. Six were commissioned initially to 449 F (AW) S on Adak Island in December 1948 to replace their P-61 Black Widows on an Alaska Air Defense mission. The Twin Mustang is perfect for air defense missions in Alaska due to its long-range flying capabilities. In March 1949, the squadron was transferred to Ladd AFB, near Fairbanks, where an additional eight (14 in total) arrived.
In Alaska, squadrons will continue to patrol in vast Alaska territory because Soviets flying from airfields in Siberia will continue to test air defenses. Beginning in August 1950, 449 began receiving the F-94 Starfire jet interceptor, and the F-82 was assigned to separate detachments within the squadron. With the outbreak of the Korean War, tensions were high in Alaska, fearing it would be a "back door" for Soviet aircraft attacking North America. The Soviets continued to test the Alaskan air defense, with the F-94 responding when the radar station alerted them to the forthcoming aircraft. Intercept is rare, with only a few examples of eye-to-eye contact with Soviet aircraft. The slower F-82 has a longer range than the F-94, and Twin Mustang is constantly patrolling in many Alaskan villages and towns. Periodically, the F-82 was used for remote visual surveillance near some of the rough foundations known on the Chukchi Peninsula used by the Soviets during World War II as a landing field to lend planes and check any activity. In addition, flights around the Nome region and along the western Alaska coastline are created. The squadron's records show that the Twin Mustang is flown in some of the most remote areas of the Territory, known today as the "North Slope" and above a very rough interior area.
The Twin Mustang in Alaska operated farther north than any other USAF aircraft at the time. In April 1952, they flew an escort duty for the SAC B-36 Peacemaker bomber near Barter Island in the Beaufort Sea, near the northernmost tip of Alaska, about 1,000 mi (1,600 km) south of the North Pole. The F-82H made a brief but memorable appearance in the movie "Top of the World" (1955).
Another mission of 449 is to act as a force of simulated invasion during the US Army combat maneuvers during the summer months. Army land units in Alaska are very limited in their movement due to land geography. Most of the movements are up and down the road and the lanes and rails. The F-82 will fly low along the plains then appear and initiate a simulation of rebellion against them, causing troops to take refuge by hitting the muddy tundra. Sometimes, Twin Mustang will also drop tear gas cylinders, simulating gas attack on the unit.
The 449 will also help the local government by bombing ice jams on the Tanana River, Kuskokwim and Yukon. This helps prevent floods in the area by dropping a 500-pound (230 kg) bomb and firing rockets (center) (127 mm) above the ice, allowing the rivers to remain flowing and unclogged.
Beginning in the spring of 1950, the Strategic Air Command began to replace their F-82E bomber companion and throughout the year, some moved to 449 in Alaska. In February 1951, the Air Force ordered the Alaskan Air Command that all remaining F-82s in the Air Force inventory would be moved to Alaska. The Twin Mustang will be used to support Army units in air-to-ground operations, and use F-94 Starfires for interceptor tasks.
During 1951 and 1952, the F-82Fs from the 52d Fighter Group Air Defense Command at McGuire AFB and 325th Fighter Group at McChord AFB were dampened and flown to Ladd AFB as a substitute when the units were diverted to the F-94.
F-82Gs from Far East Air Force were also sent to Alaska, when jets took over combat duties over the Korean sky. FEAF F-82, however, arrived in very poor condition. Also, many of the aircraft delivered to 449 have high time on their airframes from long escorts and air defense flights, as well as pressure from combat duties in Korea causing many of them to be difficult to maintain. After four months at the 39th Air Depot Wing in Elmendorf, most were canceled.
Overall, it provides AAC with a total of 36 models E, F, G, and H F-82. In 1952, the atrisi had claimed many of the Twin Mustangs assigned to the squadron. The occasional long-distance surveillance aircraft over the Bering Sea is still being flown, given that the Twin Mustang range is much larger than the F-94. The right seats of the aircraft are usually occupied by experienced flight mechanics. With long-haul patrol flights with high-speed aircraft, pilots began to experience more mechanical problems that forced them to land on crude flight routes. Mechanics can usually fix a plane well enough to get air and go straight back to Ladd AFB.
Retirement
The Twin Mustang has a very short operational life. About two years after its introduction to the SAC, the F-82E was phased out in favor of the F-84E Thunderjet Republic for the tasks of the bomber's bodyguards beginning in February 1950; F-82Es expressed surplus by the end of summer. Some were modified into F-82G and sent to Korea for combat as a replacement aircraft, others converted to F-82Hs and delivered to Alaska, but most were delivered to storage at Robins AFB, Georgia and eventually reclamation.
In the Pacific, the F-82G flown in battle over Korea was replaced by Lockheed F-94A Starfire which began in April 1951 with the last being deployed to Tachikawa Air Depot in early 1952. There, they were disposed of or sent to Alaska. after being modified to the F-82H configuration in Japan for cold weather use. The Air Defense Command's F-82Fs were replaced by the F-94As in June 1951, with most stated excess at the end of the year and shipped to storage and eventually reclamation at McChord AFB, Washington, although some Twin Mustangs remain in the ADC Service withdrawing air targets.
In Alaska, the attrition and lack of spare parts led to the withdrawal of the F-82 from the USAF inventory. Initially, 16 of the 36 planes became queen hangars and were a major source for parts to keep others operating. In the spring of 1953, the number of available aircraft had shrunk into a handful, with two or three operational aircraft continuing to fly by cannibalizing others who could not afford to be repaired. Each aircraft is flown about 48 hours per month until it is impossible to keep them in the air on a reliable basis.
Finally, all withdrawn from service when the lack of spare parts makes it impossible to keep the airframes aging flying. The remaining F-82H was eventually replaced and shipped to Elmendorf AFB, Alaska for disposal in June 1953. The last remaining Mustang twins in operating supplies ( 46-377 ) were originally configured as the Model F -82G has been presented with two different squadrons in Okinawa and Japan. It was flown to Ladd AFB in 1952 and modified as F-82H frozen. It was sent to Elmendorf AFB, officially retired on 12 November 1953.
Several planes in the warehouse in Robins and McChord were handed over to the museum as a static display. Also after the end of their USAF service, the National Advisory Committee for Aeronautics (NACA) acquired four F-82 surpluses for research work.
- XP-82-NA 44-83886 (c/n 120-43742) (NACA-14). Operated by NACA from 6 June 1948 to 5 October 1955. The aircraft was finally sent to rescue at Langley AFB, Virginia.
- XP-82-NA 44-83887 (c/n 120-43743). Operated from October 1947 to July 1950. Used for the jet ram test, it was damaged during July 1950. The damaged aircraft was sold to Walter Soplata and placed in his field. In March 2008, it was sold to Tom Reilly and moved to his restoration facility in Douglas, Georgia.
- P-82B-NA 44-65168 (c/n 123-43754) (NACA-132). Operated from September 1950 to June 1957: This is a record holder of Betty Jo's distance and used for the jet ram test. It has been submitted to the USAF Museum.
- F-82E-NA 46-256 (c/n 144-38141) (NACA-133). Used for height altitude icing tests started in January 1950, re-designated EF-82E. Sold to Walter Soplata for $ 1,600 in March 1954. Now restored to flying conditions by C & amp; P Aviation in Anoka, Minnesota.
Reference for NACA F-82:
Variant
- NA-123
- Basic Development Design. The NA-123 design was presented by the North American Aircraft to the USAAF in February 1944. The design for the new aircraft is for long-range fighters to penetrate deep into enemy territory. His direct role was to escort the B-29 Superfortress bomber used in the Pacific Theater of Operations against Japan. USAAF supports it all at once. A contractual letter to build and test four experimental aircraft XP-82 (P-82 stipulation) gave way the same month to order 500 production models.
- XP-82/XP-82A
- Prototype. USAAF received the first XP-82 in August 1945 and the second in September. Both are equipped with Packard Merlin V-1650-23 and -25 engines. The third experimental aircraft, designated XP-82A, has two Allison V-1710-119 engines. It was received in October 1945. There is no evidence that XP-82A ever actually flew, because of problems with Allison's machine. The fourth XP-82A prototype ( 44-83889 ) was canceled.
- P-82B
- The planned production version. With the end of World War II, production plans were significantly reduced. Against the 500 P-82B initially planned, the overall procurement was completed on 7 December 1945 at 270 P-82. Includes 20 P-82Bs already on company order and then allocated for testing as P-82Z . USAAF received all P-82Z in fiscal year 1947. Two aircraft were accepted in January 1946, four in February 1947, and 13 in March 1947. In December 1949, no P-82Bs (by redesigned F-82Bs) remained in Air Force Inventory. P-82Bs is basically similar to XP-82, but different in has provisions for underwing rack.
- P-82C
- Night fighter version. P-82B, ( 44-65169 ) was modified in late 1946, for testing as a night interceptor. The P-82C features a new nacelle (underneath the center wing) that has SCR-720 radar. The SCR-720 is the same radar installation carried out over Northrop P-61 Black Widow, a much larger aircraft. The right cockpit becomes the position of the radar operator. Production version defined P-82G .
- P-82D
- Night fighter version. Other P-82B ( 44-65170 ) were modified with different radar, APS-4. APS-4 is a much smaller set than the SCR-720, and operated at 1.18 in (3 cm) waveband. Like the P-82C, the right cockpit becomes the position of the radar operator. Production version is set to P-82F .
- F-82E
- Version of the bodyguard. The F-82E follows the F-82B, which is very similar. They are equipped with two cool-cooled counter-rotating engines, V-1710-143 and V-1710-145. The first four F-82Es were redesigned as F-82As and allocated for machine testing. Following production delays by engine problems and additional testing, the F-82Es entered service operations in May 1948. The Air Force received 72 F-82Es in fiscal year 1948 (between January and June 1948), and 24 fiscal years 1949 (22 in July 1948 , one in October, and one in December).
- F-82F/G/H
- Night fighter version. A nacelle under the central wing that houses the radar equipment (F-82F AN/APG28 and F-82G's SCR-720C18); automatic pilot; and the radar operator replaces the second pilot. When winterization is added to F or G, it becomes F-82H. Entered operational service in September 1948. One F-82G was accepted in fiscal year 1948 (February 1948), all F-82 (F, G, and H models) in fiscal year 1949. F-82G last and six F -82Hs received in March 1949.
Total production
The Air Force received a total of 272 F-82s (including 22 prototypes, test and early production aircraft). All instances were redesigned as F-82 in 1948. Specifically, the F-82 program consisted of two XF-82s, one XF-82A, 10 F-82Bs (known for a time as P-82Z and all allocated for testing) , four F-82As, 96 F-82Es, 91 F-82F, 45 F-82Gs and 14 F-82Hs. All P-82 models and variants are manufactured at the Inglewood, California manufacturing plant in North America.
Operator
- United States
- Note for Korean War Service
Survivors
Five F-82s are known to exist.
- F-82B Twin Mustang, AF s/n 44-65162 , on display at the National Museum of the United Declare Air Force at Wright-Patterson AFB in Dayton, Ohio. It has been a "gatekeeper" for many years outside Lackland AFB in Texas, was acquired by the Commemorative Air Force in 1966 and operated for years by the Midland, Texas squadron. That F-82B ceased upon landing at Valley Regional Airport in Harlingen, Texas in 1987. The aircraft was rejuvenated but unique props and landing were destroyed in the accident and replacement parts could not be obtained. In 2002, the CAF included it with a failed P-38 in trade for the flammable P-38 from a private organization, NPA Holdings. The USAF stepped in and demanded that the F-82 be returned because it was only loaned to CAF on condition that CAF returns the aircraft to the US Air Force if it is no longer desirable. In a published opinion, the US Sixth Circuit Court of Appeals decided in December 2009 that the F-82B should be returned to the National Museum of the US Air Force from NPA Holdings because CAF violated the terms of the loan agreement with AS Air Force. The aircraft arrived at the National Museum of the United States Air Force at the end of 2009 and underwent extensive restoration throughout 2010, modifying the aircraft to the F-82G display. In early 2011, the plane was on display at the Korean War Gallery museum, modified and marked as F-82G chaired by First Lieutenant Charles Moran, pilot, and First Lt Fred Larkins, radar observer, F 68 (AW), when they shot down Korea North La-7 on June 27, 1950, near Kimpo Air Base, South Korea. The aircraft is shown without a "long dong" F-82G radar, because nothing is found.
- The F-82B Twin Mustang "Betty Jo", AF s/n 44-65168 , is currently on display at the National Museum of the United States Air Force at Wright-Patterson AFB in Dayton, Ohio at War gallery Cold. The aircraft was featured in a historic Hawaiian sign to New York flight in 1947, along with the clothing and artifacts used in the record-breaking flight. "Betty Jo" was sent to the Museum on June 21, 1957.
- XP-82 Twin Mustang, AF s/n 44-83887 and tail number FAA N887XP, is currently in a flying status restoration by Group B-25, led by Tom Reilly's aircraft restorer, at Douglas City Airport in Douglas, Georgia. A single plane and part of the second XP-82 lies for years in the Walter Soplata field in Newbury, Ohio; It was sold in April 2008 to Reilly and delivered to its facility in Douglas. With additional airframe sourced from Alaska, Colorado, and Florida; left turning machine found in Mexico City; control components from California; and other items made at the Douglas facility, Reilly believes the aircraft can be restored to flying conditions. During the recovery process, a number of written notes and graffiti by original construction workers were found on the internal surface. It has been preserved and will be reapplied to the interior of the finished aircraft.
- The F-82E Twin Mustang, AF s/n 46-0256 , NACA s/n 133 and the tail number FAA N142AM, is currently in recovering fly status by James Harker in Anoka, Minnesota (formerly in Birchwood, Wisconsin). It was a whole fuselage formerly situated on the Walter Soplata farm.
- The F-82E Twin Mustang, AF s/n 46-0262 , is currently on display as a "gatekeeper" at Lackland AFB in Texas as part of the USAF History and Tradition Museum in San Antonio, Texas. Specifications (F-82G)
- Crew: 2
- Length: 42 ft. 5 inches (12.93 m)
- Wingspan: 51 feet 3 inches (15,62 m)
- Height: 13 ft 10 in (4.22 m)
- Wings area: 408 sq ft (37,90 m 2 )
- Empty weight: 15,997 lb (7,256 kg)
- Max. takeoff weight: 25,591 lb (11,608 kg)
- Powerplant: 2 ÃÆ'â € "Allison V-1710-143/145 V12 engine liquid-cooling liquid spinning, 1,600 hp (1,193 kW) each
- Maximum speed: 461 mph (401 kn; 742 km/h) at 21,000Ã, ft (6,400 m)
- Roaming speed: 286 mph (249 kn; 460 km/h)
- Range: 2,240 mi (3,605 km)
- Service ceiling: 38,900 feet (11,855m)
- Roket: 25 ÃÆ'â € "5 dalam (127 mm) Bom
- Bom: 4 ÃÆ'â € "1.000 pound (454 kg)
Data from Quick Guide to American Aircraft World War II
General characteristics
Performance
Persenjataan
Senjata mesin
Lihat juga
Related development
- P-51 Mustang North America
Planes with equivalent roles, configurations, and eras
- de Havilland Mosquito
- de Havilland Hornet
- Grumman F7F Tigercat
- Heinkel He 111Z-1
- Heinkel He 219
- Messerschmitt Bf 109Z "Zwilling"
- Messerschmitt Me 609
- Mitsubishi Ki-83
- Northrop P-61 Black Widow
- Savoia-Marchetti SM.92
Related list
- List of twin planes
References
Note
Quote
Bibliography
Further reading
External links
- F-82B Twin Mustang North America at the National Museum of the US Air Force
- F-82G Twin Mustang North America at the National Museum of the US Air Force
Source of the article : Wikipedia
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