North American F-82 Twin Mustang
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P-82/F-82 Twin Mustang | |
---|---|
XP-82 | |
Role | |
National origin | United States |
Manufacturer | North American Aviation |
First flight | 15 June 1945 |
Introduction | 1946 |
Retired | 1953 |
Primary user | United States Air Force |
Number built | 272 or 273[1][2] |
Developed from | North American P-51 Mustang |
The North American F-82 Twin Mustang is the last American piston-engined fighter ordered into production by the United States Air Force. Based on the North American P-51 Mustang, the F-82 was originally designed as a long-range escort fighter for the Boeing B-29 Superfortress in World War II. The war ended well before the first production units were operational.
In the postwar era, Strategic Air Command used the aircraft as a long-range escort fighter. Radar-equipped F-82s were used extensively by the Air Defense Command as replacements for the Northrop P-61 Black Widow as all-weather day/night interceptors. During the Korean War, Japan-based F-82s were among the first USAF aircraft to operate over Korea. The first three North Korean aircraft destroyed by U.S. forces were shot down by F-82s, the first being a North-Korean Yak-11 downed over Gimpo Airfield by the USAF 68th Fighter Squadron.
Design and development
Initially intended as a very long-range (VLR)
In October 1943, the North American Aircraft design team began work on a fighter design that could travel over 2,000 mi (3,200 km) without refueling. It consisted of a
The XP-82 was to be powered by two Packard-built Rolls-Royce
The XP-82 prototypes, and production P-82Bs and P-82Es, retained both fully equipped cockpits so that pilots could fly the aircraft from either position, alternating control on long flights, while later night fighter versions kept the cockpit on the left side only, placing the radar operator in the right position.
Although some P-82B airframes were completed before the end of World War II, most remained at the North American factory in California waiting for engines until 1946. As a result, none saw service during the war.
Like most versions of the P-51 Mustang, the first two prototype XP-82s as well as the next 20 P-82B models were powered by British-designed Rolls-Royce Merlin engines, re-engineered for increased durability and mass-production, and built under license by Packard. These provided the fighter with excellent range and performance; however, the Army had always wanted to give the Twin Mustang a purely American and stronger engine than the foreign-designed P-51's V-1650 (built at Packard plants, dismantled after the war). In addition, the licensing costs paid to Rolls-Royce for each V-1650 were being increased by Britain after the war. It therefore negotiated in August 1945 with the Allison Division of the General Motors Corporation for a new version of the Allison V-1710-100 engine.[4] This forced North American to switch subsequent production P-82C and later models to the lower-powered engines. It was found that Allison-powered P-82 models demonstrated a lower top speed and poorer high-altitude performance than the earlier Merlin-powered versions. The earlier P-82B models were designated as trainers, while the "C" and later models were employed as fighters, making the P-82 one of the few aircraft in U.S. military history to be faster in its trainer version than the fighter version.
In 1948, the
Record-setting
On 27 February 1947, P-82B, named Betty Jo and flown by Colonel Robert E. Thacker, made history when it flew nonstop from Hawaii to New York without refueling, a distance of 5,051 mi (8,129 km) in 14 hr 32 min. It averaged 347.5 mph (559.2 km/h). This flight tested the P-82's range. The aircraft carried a full internal fuel tank of 576 US gal (2,180 L; 480 imp gal), augmented by four 310 US gal (1,200 L; 260 imp gal) tanks for a total of 1,816 US gal (6,870 L; 1,512 imp gal). Colonel Thacker did not drop three external tanks when their fuel was expended, either because of an oversight,[6] or because they were stuck due to a mechanical glitch.[7] This remains the longest nonstop flight ever made by a propeller-driven fighter, and the fastest time in which such a distance has ever been covered in a piston-engine aircraft. The aircraft chosen was an earlier "B" model powered by Rolls-Royce Merlin engines (see "Surviving aircraft" below).
Operational history
The Twin Mustang was developed at the end of the prop-driven fighter era and at the dawn of the jet age. Its designed role as a long-range fighter escort was eliminated by the end of World War II. With the rapid draw-down of the armed forces after the war, the newly established United States Air Force had little money for new prop-driven aircraft, especially since jets, such as the Messerschmitt Me 262, had been faster than P-51 Mustangs in the skies of Germany in late 1944. The completed airframes (minus engines) of the P-82 pre-production aircraft already manufactured went into storage, with an uncertain future.
However, during the 1947 Soviet Aviation Day display at
Until jet interceptors could be developed and put into service, the Twin Mustangs already built were seen as an interim solution to SAC's fighter escort mission for its strategic bomber force and also as an all-weather air defense interceptor.
Early attempts to develop jet-powered all-weather fighters ran into a series of delays. The Curtiss-Wright XF-87 Blackhawk was ordered in December 1945, but it ran into development difficulties and the project was abandoned in October 1948. The Northrop P-89 Scorpion had greater promise, but it too had teething troubles and was not expected to enter service until 1952 at the earliest. Due to the lack of a suitable jet-powered replacement, the wartime Northrop P-61 Black Widow night fighter was forced into this role, and in order to fill in the gap until the Scorpion became available, night fighter adaptations of the Twin Mustang were developed and deployed.
On 11 June 1948, the newly formed United States Air Force replaced the P-for-pursuit category with F-for-fighter. All P-82s were then re-designated F-82.
Strategic Air Command
The F-82E was the first operational model and its initial operational assignment was to the Strategic Air Command 27th Fighter (later Fighter-Escort) Wing at Kearney Air Force Base, Nebraska in March 1948.
During World War II, the P-51 Mustang had escorted
The F-82E had a range of over 1,400 mi (2,300 km), which meant that with external fuel tanks it could fly from London to Moscow, loiter for 30 minutes over the target, and return, the only American fighter which could do so. It also had an operational ceiling of 40,000 ft (12,000 m), where it could stay close to the bombers it was designed to protect. The first production F-82Es reached the 27th in early 1948, and almost immediately the group was deployed to
Four F-82s were deployed from McChord to Alaska, where the pilots provided transition training to the 449th Fighter (All Weather) Squadron, which used Twin Mustangs in the air defense mission. They remained in Alaska for about 45 days, returning to rejoin the rest of the group at the beginning of November 1948.[8]
In January 1949, Eighth Air Force planned a large celebration at Carswell Air Force Base. All of its assigned units were to participate in a coordinated flyover. Most of the Strategic Air Command's bombers were to participate, along with its only "Long Range" fighter group, the 27th. The weather in Nebraska was horrible, with most airports in the Midwest forced to close on the day of the display. Kearney Air Force Base was hit with a blizzard, and paths were cut through the snow allowing the F-82s to take off and rendezvous with the bombers. This was seen as proof of the F-82's capabilities in bad weather.[8]
In early 1949, the 27th began carrying out long-range escort profile missions. Flights to
In March 1949, Kearney AFB was closed and the 27th FEW was reassigned to
With the appearance of the Mikoyan-Gurevich MiG-15 over North Korea in late 1950, the B-29, as well as all of the propeller-driven bombers in the USAF inventory, were rendered obsolete as strategic offensive weapons. The straight-winged F-84Gs were ineffective against the MiG, and it took the swept-wing North American F-86 Sabre to counter them. It would take a new generation of swept-wing jet bombers, able to fly higher and faster, to survive the MiG-15 and subsequent Soviet interceptors. The era of large formations of bombers flying to a strategic target ended after the Korean War. Strategic bombing became a one-plane, one target mission, with the jet-powered Boeing B-52 Stratofortress flying higher and faster than most enemy interceptors. The escort fighter became redundant, and by 1957 SAC had inactivated the last of its strategic fighter escort wings.
Air Defense Command
The appearance of the Soviet
In 1947, the embryonic ADC was not particularly effective. During a number of simulated raids on the United States carried out by Strategic Air Command during the period 1947–1949, defending F-51 Mustangs and F-47 Thunderbolts repeatedly failed to find the incoming bombers, and were seldom in a position to shoot them down. Furthermore, when they did so, the bombers had already made their runs over intended targets.[6]
The radar-equipped wartime Northrop P-61 Black Widow night fighter was found to be effective in locating and attacking the incoming SAC bombers, and also had the range to attack the bombers far from their intended targets. With no suitable jet interceptors, the P-61 transitioned to the ADC interceptor mission. Available F-61s were war-weary and night fighter F-82C/D models were modified into all-weather interceptors to replace them.[6]
The production interceptor versions of the Twin Mustang were designated the F-82F and F-82G; the distinguishing feature between the F and G models was largely the nacelle beneath the center-wing that housed radar equipment (F-82F's AN/APG-28 and F-82G's SCR-720C18). In addition, the interceptor required numerous modifications. The right side cockpit was replaced with a radar operator's position without flight controls. A long radar pod, resembling a sausage and irreverently known as a "long dong", was attached to the underside of the wing center section, below the six .50 cal (12.7mm) machine guns and with its dish in front of the propellers to prevent interference. This unconventional arrangement did not affect the aircraft's performance seriously. Additionally the unit could be jettisoned in an emergency, or for belly landings and was sometimes even lost during high-G maneuvers. F-82F models were designated for ADC units in the United States, while the F-82G models were deployed to
The first F-82Fs began reaching ADC squadrons in September 1948. By the end of September, ADC had 29 F-82Fs. By the middle of 1949 the F-82 was replacing Black Widows in service with Air Defense Command along the west coast at
In addition to the forces in the Continental United States, the
The Twin Mustang was replaced in ADC service during 1950–1951 by the Lockheed F-94 Starfire, the last being with the 318th FIS at McChord AFB in late 1951. Some went to Alaska, where they were modified into F-82H but most were scrapped.
Far East Air Forces
After World War II, the
In Far East Air Forces, there were three squadrons operating the Twin Mustang, consisting of 45 aircraft.[4] The 4th Fighter (All Weather) Squadron was attached to the 51st Fighter-Interceptor Wing at Naha Air Base, Okinawa, tasked with providing air defense within the Twentieth Air Force's area of responsibility during darkness and inclement weather. The 68th F(AW)S area would cover southern Japan from their base at Itazuke and the 8th Fighter Bomber Wing, with the 339th F(AW)S covering Tokyo and northern Japan from Johnson Air Base. FEAF had about 40 Twin Mustangs assigned to the command.[9]
With the outbreak of the Korean War in June 1950, the F-82 was pressed into combat duty. On 25 June 1950, 68th Fighter Squadron F-82 aircrews on alert at Itazuke Air Base were told that North Korea had crossed the 38th Parallel. They were ordered to fly to the area and report any activity on the main roads and railroads. They arrived to find overcast conditions, with cloud tops at 8,000 ft (2,400 m). The Twin Mustangs flew through the clouds using radar and broke out at 2,000 ft (610 m), heading for Kimpo Airfield near Seoul. The pilots observed huge convoys of North Korean trucks and other vehicles, including 58 tanks, which had crossed into South Korea. The crews flew back through the clouds to Itazuke Air Base, where they were debriefed by a U.S. Army colonel from General Douglas MacArthur's staff. This reconnaissance flight is considered to be the first United States air combat mission of the Korean War.[9]
With this information, along with other intelligence reports available to them, FEAF confirmed that the
Once the bulk of U.S. civilians had been evacuated out of South Korea by ship, the priority of FEAF changed to a military nature. The 339th F(AW)S received orders from Fifth Air Force to move all available aircraft, along with crews and equipment, to Itazuke Air Base to assist the 68th in providing air cover for the evacuation of Seoul. However, the 339th's complement of aircraft were scattered over several bases at the time. Seven F-82s at Yokota AB were flyable and two were in the hangar undergoing maintenance for major repairs. Four other F-82s were at Misawa AB on TDY. The three at Yokota were dispatched immediately to Itazuke, as well as the four at Misawa, making a total of seven combat ready F-82Gs present for duty on 27 June. The 68th F(AW)S had a total of twelve operational F-82Gs. This, combined with what the 339th could contribute, was insufficient to meet the combat needs thrust upon FEAF. The F-80 Shooting Star was available, but its thirsty jet engine meant it could only remain over the airfield for a few minutes before having to return to base and it could not reach the forward combat area from Japan. No USAF P-51 Mustangs were available. FEAF ordered Twentieth Air Force to send eight F-82s from its 4th F(AW)S from Okinawa to Itazuke, making a total of 27 F-82s available for combat duty. This was commendable, considering that on 31 May 1950 a total of 32 F-82s existed within FEAF. With these combined squadrons, the 347th Provisional Fighter Group (AW) was formed.[9]
Before dawn on 27 June, the 347th Provisional Group was up in the air over Korea, with a mission to provide cover for the
In the following weeks, the F-82 pilots would exceed all expectations in aerial combat. On 28 June, orders came down for all F-82s to be used in heavy ground support against any North Korean activity found between the front lines and the 38th Parallel. Every F-82 which could be made ready for flight was pressed into combat service. Although Fifth Air Force needed every available aircraft to slow down the North Korean invasion force, it was hard to justify the release of all F-82s from their defensive responsibilities for the many key bases in Japan. It was decided to release all F-82s for combat except for a flight which was deployed from the 4th F(AW)S in Okinawa to Japan and a full squadron of F-80s for air defense. On 30 June, FEAF requested HQ USAF for an additional 21 F-82 aircraft, which was denied. In addition, the projected level of support which could be provided at the level of combat usage FEAF was experiencing was no more than 60 days due to a shortage of parts. The fact was that, when F-82 production ended in April 1948, no provision had been made for an adequate supply of spare parts, as the aircraft was not expected to remain in operational service once jet-powered aircraft were available. Further, the Air Force simply did not have that many F-82s in the first place (182 total operational aircraft), and did not want to weaken the F-82 units committed to the Pacific Northwest or Atlantic coast, or to draw from the fourteen F-82Hs in Alaska.[4][9]
This was a heavy blow to FEAF planners, as they wanted to use the F-82 for escorting B-26 Invaders deep into North Korea and for searching out ground targets along the Han River. Making do with what they had was the order of the day, and maintenance crews were cannibalizing everything in sight in order to keep the maximum number of F-82s airborne. During the period 26–30 June, the 68th squadron flew 35 combat sorties, averaging five hours per sortie, with the 339th flying similar numbers of missions.[9]
During those early days, the stress and strain of combat put on the crews was intense. However, by early July the chances of F-82s engaging in air-to-air combat was significantly reduced, as the F-80 Shooting Stars had effectively stopped North Korea's air force from coming below the 38th parallel. The F-82s began flying strike and escort missions, along with night intruder sorties. Several F-82s took hits in their radar radomes, which were difficult to replace, and the radomes were removed, turning the aircraft into day fighters. In the ground support role, the F-82s could reach any part of the Korean battlefield with a total ordnance load of over 4,000 lb (1,800 kg). Each of the six .50-inch machine guns carried 400 rounds. This firepower was well-used against numerous ground targets. The escort missions flown with the B-26s took F-82s deep into North Korea. Flying with external fuel tanks, it was necessary on many occasions for the Twin Mustangs to drop tanks, owing to the risk of fire or explosion if enemy fire hit one of the empty tanks. On 10 July, F-82s from the 4th and 68th squadrons participated in one of the biggest strikes of the war against ground targets. Joined by B-26s and F-80s, the aircraft hit massive amounts of North Korean road traffic. An estimated 117 trucks, 38 tanks and seven personnel carriers were destroyed, along with a large number of enemy troops killed when the B-26s destroyed a bridge at
On 5 July, the 339th Squadron was pulled out of combat and returned to Johnson AB. Shortly afterwards, the 4th Squadron returned to Okinawa, with the 347th Provisional Group being inactivated and control of the 68th Squadron being turned over to the
Beginning in October 1950, F-82s would start flying weather reconnaissance pre-dawn missions over North Korea. At the same time, the squadron would also be responsible for keeping at least three aircraft on alert on airfields in the Seoul area (K-13 (Suwon) and K-14 (Kimpo)) during the hours of darkness and bad weather. This would become the main mission for the F-82s for the balance of 1950, as the F-51s, F-80s and F-84s took on most of the combat ground attack missions which the F-82s had been pressed into at the beginning of the war. With the entry of the Chinese Communist forces into the war, the situation on the ground began to deteriorate rapidly. By late December, the 68th had begun flying two-aircraft missions during daylight and single-aircraft missions at night from Kimpo AB. On 7 January, FEAF ordered the 68th to start flying armed reconnaissance missions to check roads over southern North Korea as UN forces were rapidly withdrawing south before the Chinese onslaught. This was a nightmare as the Chinese were pouring south, and it appeared that the situation was becoming as it had been the previous June. On 26 January, the armed reconnaissance missions were discontinued and the F-82s were placed on continuous combat air patrols over Kandong Airfield near Pyongyang and over both of Pyongyang's main airfields, (K-23, Pyongyang and K-24, Pyongyang East) to monitor enemy air activity. This was essential as any Chinese aircraft operating out of these bases would be in easy range of the UN front lines. The 68th's efforts claimed 35 trucks destroyed, with damage to many others.[9]
As 1951 progressed, the F-82s of the 68th Squadron continued its mission of air defense over Seoul and flying weather reconnaissance flights; however, its combat duties became more and more limited. The end of the line was rapidly approaching for the F-82 in Korea. By the end of August 1951, there were only eight operational F-82s with the 68th, with its replacement, the
F-82G operational losses during the Korean War[10]
- 46-357 (6160th ABW, 68th FAWS) MIA 28 May 1951, 20 mi (32 km) N of 38th parallel.
- 46-364 (6160th ABW, 68th FAWS) destroyed on ground at Suwon, Korea, 29 June 1950 by enemy aircraft.
- 46-373 (6160th ABW, 68th FAWS) crashed 5 mi (8.0 km) NW of Brady AB, Japan, 12 February 1951.
- 46-375 (6160th ABW, 68th FAWS) crashed 16 December 1950.
- 46-378 (6160th ABW, 68th FAWS) shot down by AAA 3 July 1951.
- 46-391 (51st FIG, 4th FAWS) in midair collision with F-80C 49-704 between Fukuoka and Ashiya AB, Japan, 29 September 1950.
- 46-394 (6160th ABW, 68th FAWS) MIA 14 March 1951.
- 46-399 (6160th ABW, 68th FAWS) MIA 27 January 1951.
- 46–400 (6160th ABW, 68th FAWS) crashed near K-14 7 December 1950.
- 46-402 (51st FIG, 68th FAWS) MIA 6 July 1950.
1951 was the last full year of F-82 operations in Korea, as they were gradually replaced by the jet-powered F-94 Starfire. USAF claimed the Twin Mustangs destroyed 20 enemy aircraft, four in the air and 16 on the ground during the conflict.[4]
During the Korean war, 22 F-82s were lost, including 11 in combat missions and 11 non-combat losses.[11]
Alaskan Air Command
Modified F-82F/Gs for cold weather were designated as F-82H. Six were assigned initially to the 449th F(AW)S at
In Alaska, the squadron would patrol over wide areas of Alaska as the
The Twin Mustangs in Alaska operated further north than any other USAF aircraft at the time. In April 1952, they were flying escort duty for SAC
Another mission of the 449th was to act as a simulated invasion force during
The 449th would also assist the local government by bombing ice jams on the Tanana, Kuskokwim and Yukon Rivers. This helped avert disastrous floods in the region, by dropping 500 lb (230 kg) bombs and firing 5 in (130 mm) rockets at the ice, thus allowing the rivers to keep flowing and not get clogged up.[12]
Beginning in spring 1950, Strategic Air Command began replacing their F-82E bomber escorts and throughout the year, several were transferred to the 449th in Alaska. In February 1951, the Air Force ordered Alaskan Air Command that all the remaining F-82s in the Air Force inventory would all be transferred to Alaska. The Twin Mustangs would be used to support Army units in air-to-ground operations, and to use the F-94 Starfires for interceptor duty.[14]
During 1951 and 1952, F-82Fs from the
F-82Gs from
All in all, this provided AAC with a total of 36 various E, F, G and H model F-82s. By 1952, attrition had claimed many of the Twin Mustangs which were assigned to the squadron. The occasional long-range reconnaissance flight over the Bering Sea was still flown, given that the range of the Twin Mustang was much greater than that of the F-94. The right seat of the aircraft was usually occupied by an experienced flight mechanic. With the long patrol flights with high-hour aircraft, pilots began having more and more mechanical problems that forced them to land on crude flight strips. The mechanic usually could repair the aircraft well enough to get airborne and head straight back to Ladd AFB.[12][14]
Retirement
The Twin Mustang had a very short operational life. About two years after its introduction to SAC, the F-82E was phased out of service in favor of the jet-powered
In the Pacific, the F-82Gs flown in combat over Korea were replaced by the
In Alaska, attrition and a lack of spare parts led to the withdrawal of the F-82 from the USAF inventory. Initially, 16 of the 36 aircraft became hangar queens and were the main source for spare parts to keep the others operational.[14] By the spring of 1953, the number of aircraft available had dwindled to a handful, with two or three operational aircraft kept flying by cannibalizing others which were incapable of being repaired.[14] Each aircraft was flown about 48 hours per month until it was impossible to keep them in the air on a reliable basis.
Ultimately, all were withdrawn from service. The last remaining F-82Hs were sent to
Some of the planes in storage at Robins and McChord were turned over to museums as static displays. Also after the end of their USAF service, the National Advisory Committee for Aeronautics (NACA) acquired four F-82s for research.
- XP-82-NA (NACA-14) Operated by NACA from 6 June 1948 to 5 October 1955. This aircraft was scrapped.
- XP-82-NA operated from October 1947 for ram jet tests until damaged in July 1950. Currently being restored in Douglas, Georgia.[15]
- P-82B-NA (NACA-132) Operated from September 1950 to June 1957. This was the Betty Jo distance record aircraft and was used for ram jet tests. Was turned over to the USAF Museum.
- F-82E-NA (NACA-133) Used for high-altitude icing tests from January 1950, re-designated EF-82E. Sold for $1,600 in March 1954. Now being restored to flying condition in Anoka, Minnesota.
References for NACA F-82s:[10][16]
Variants
Variant | Produced | Conversions |
---|---|---|
XP-82 | 2 | |
XP-82A | 1 | |
P-82B | 20 | |
P-82C | 0 | 1 |
P-82D | 0 | 1 |
F-82E | 100 | |
F-82F | 100 | |
F-82G | 50 | 9 |
F-82H | 0 | 15 |
TOTAL | 273 |
- NA-123
- Basic Development design. The NA-123 design was presented by North American Aircraft to the USAAF in February 1944. The design for the new aircraft was for a long-range fighter to penetrate deep into enemy territory. Its immediate role would be to escort the B-29 Superfortress bombers used in the Pacific Theater of Operationsagainst Japan. The USAAF endorsed it at once. A letter contract to construct and test four experimental XP-82 aircraft (P-82 designation) gave way in the same month to an order for 500 production models.
- XP-82 / XP-82A
- Prototype. The USAAF accepted the first XP-82 in August 1945 and a second one in September. Both were equipped with Packard Merlin V-1650-23 and −25 engines. The third experimental aircraft, designated XP-82A, had two Allison V-1710-119 engines. It was accepted in October 1945. There is no evidence that the XP-82A was ever actually flown, due to problems with the Allison engines. The fourth XP-82A prototype (44-83889) was canceled.
- P-82B
- Planned production version. With the end of World War II, production plans were cut back significantly. Against the 500 P-82Bs initially planned, overall procurement was finalized on 7 December 1945 at 270 P-82s. Included were 20 P-82Bs already on firm order and later allocated to testing as P-82Z. The USAAF accepted all P-82Zs in fiscal year 1947. Two aircraft were accepted in January 1946, four in February 1947, and 13 in March 1947. By December 1949, no P-82Bs (by then redesignated F-82Bs) remained in the Air Force inventory. These P-82Bs were basically similar to the XP-82, but differed in having provisions for underwing racks.
- P-82C
- Night fighter version. A P-82B, (44-65169) modified in late 1946, for testing as a night interceptor. The P-82C featured a new nacelle (under the center wing section) housing an SCR-720 radar. The SCR-720 was the same radar installation which was carried aboard the Northrop P-61 Black Widow, a considerably larger aircraft. The right-hand cockpit became the radar operator's position. The production version was designated P-82G.
- P-82D
- Night fighter version. Another P-82B (44-65170) modified with a different radar, the APS-4. The APS-4 was a much smaller set than the SCR-720, and operated in the 1.18 in (30 mm) waveband. As like the P-82C, the right-hand cockpit became the radar operator's position. The production version was designated P-82F.
- F-82E
- Escort fighter version. The F-82E followed the F-82B, which it so closely resembled. They were equipped with two counter-rotating Allison liquid-cooled engines, V-1710-143 and V-1710-145. The first four F-82Es were redesignated as F-82As and were allocated for engine testing. After production delays by engine problems and additional testing, F-82Es entered operational service in May 1948. The Air Force accepted 72 F-82Es in fiscal year 1948 (between January and June 1948), and 24 in fiscal year 1949 (22 in July 1948, one in October, and one in December).
- F-82F/G/H
- Night fighter versions. A nacelle beneath the center-wing that housed radar equipment (F-82F's AN/APG28 and F-82G's SCR-720C18); automatic pilot; and a radar operator replacing the second pilot. When winterization was added to the F or G, it became an F-82H. Entered operational service in September 1948. One F-82G was accepted in fiscal year 1948 (February 1948), all other F-82s (F, G, and H models) in fiscal year 1949. The last F-82G and six winterized F-82Hs were received in March 1949.
Production totals
The Air Force accepted a total of 272 F-82s (including 22 prototype, test and early production aircraft). All examples were redesignated as F-82 in 1948. Specifically, the F-82 program consisted of two XF-82s, one XF-82A, 10 F-82Bs (known for a while as P-82Zs and all allocated to testing), four F-82As, 96 F-82Es, 91 F-82Fs, 45 F-82Gs and 14 F-82Hs. All models and variants of the P-82 were produced at North American's Inglewood, California manufacturing plant.[17]
Operators
|
|
- Notes for Korean War Service
- ^ The 4th FAWS was reassigned to Twentieth Air Force and attached to the 51st Fighter-Interceptor Wing on 24 June 1950. It was subsequently attached to the provisional 6302d Air Base Group until the F-82s were replaced in 1951 with F-94 Starfires.
- ^ The 68th FAWS was reassigned to Fifth Air Force and attached to the 347th Provisional Fighter Group (All Weather) on 27 June 1950 and then to the 8th Fighter-Bomber Wing on 5 July. It was lastly attached to the provisional 6160th Air Base Wing on 1 December 1950 until the F-82s were withdrawn in 1952.
- ^ The 339th FAWS was reassigned to Fifth Air Force with five aircraft attached to the 347th Provisional Fighter Group (All Weather) on 27 June 1950. It was lastly attached to the provisional 6162d Air Base Wing on 1 December 1950 until the F-82s were withdrawn in 1951.
Accidents and incidents
- 25 July 1947
- The first North American XP-82, 44-83886, crash landed at Eglin Field, Florida.[19]
- 4 May 1949
- A North American F-82F, 46-468,[20] piloted by 2nd Lt. Andrew Wallace with 1st Lt. Bryan Jolley as his radar observer, crashed into an unfinished house in Hempstead, New York. The aircraft burst into flames, but Wallace escaped and rescued Jolley by smashing the latter's canopy with a brick.[21][22]
- 29 September 1950
- A North American F-82G, 46-391, collided with a Lockheed F-80C Shooting Star, 49-704, between Fukuoka and Ashiya, Japan.[23]
- 10 October 1987
- A North American F-82B, N12102 (ex-44-65162), stalled on landing, collapsing the right landing gear. In September 2002, the Commemorative Air Force, the operator of N12102, traded the mostly restored aircraft and a damaged Lockheed P-38 Lightning for an airworthy P-38 from NPA Holdings. The National Museum of the United States Air Force, which had loaned the F-82B to the CAF, demanded that the aircraft be turned over to them per the loan agreement, in which the CAF would return the F-82B to the museum once they no longer wanted it. The aircraft was finally handed over to the museum in 2008 following a lawsuit filed by the United States Air Force against the CAF, and is currently on display, painted to represent an F-82G.[24][25]
Surviving aircraft
Five F-82s are known to still exist.
- Airworthy
- XP-82
- 44-83887 – restored to flying status in Douglas, Georgia and first flown on 31 December 2018.[26] During the restoration process, a number of written notes and graffiti by the original factory workers were found on internal surfaces. These were preserved and later reapplied to the interior of the finished aircraft.[27][28] Registered as FAA tail number N887XP,[29] As of January 2022, this aircraft is currently on loan in flying condition to the Valiant Air Command Warbird Museum at Space Coast Regional Airport in Titusville, Florida.[30]
- On display
- F-82B
- 44-65162 – Displayed at the Lackland AFB in Texas, until acquired by the Commemorative Air Force in 1966 who flew it until damaging it in Harlingen, Texas in 1987. The unique props and landing gear were destroyed and replacements could not be obtained. In 2002, the CAF tried including it in a trade, but the USAF had to sue them for its return as it was loaned to the CAF on the condition that the CAF return the aircraft if it was no longer wanted.[32]It arrived at the National Museum of the United States Air Force in late 2009 and underwent an extensive restoration in 2010, modifying the aircraft to resemble an F-82G but without the F-82G's radar "long dong" pod, as none had been located.. In 2011, the aircraft was displayed in the Korean War Gallery.
- 44-65168 Betty Jo – Displayed at the Wright-Patterson AFB in Dayton, Ohio in its Cold War gallery.[33]The aircraft is displayed in the markings of its historic Hawaii to New York flight in 1947, along with clothing and artifacts used in that record-breaking flight. "Betty Jo" was delivered to the Museum on 21 June 1957.
- F-82E
- 46-0262 – Displayed as a San Antonio, Texas.[34]
- Under Restoration
- F-82E
- 46-0256 – currently under restoration to flying status. It was at the Walter Soplata farm.[35] Previously with the NACA and registered as FAA tail number.[36]
Specifications (F-82G)
Data from The Concise Guide to American Aircraft of World War II,[37][38] Pilot's Handbook for Army models P-82F and G Airplanes 10 September 1947 AN 01-60JJB-1
General characteristics
- Crew: 2
- Length: 39 ft 5 in (12.01 m)
- Wingspan: 51 ft 3 in (15.62 m)
- Height: 11 ft 10 in (3.61 m)
- Wing area: 408 sq ft (37.9 m2)
- Empty weight: 15,997 lb (7,256 kg)
- Max takeoff weight: 25,591 lb (11,608 kg)
- Powerplant: 1 × V-12 liquid-cooled piston engine Allison V-1710-143, 2,250 hp (1,680 kW) in War emergency rating, RH rotation fitted to port
- Powerplant: 1 × V-12 liquid-cooled piston engine Allison V-1710-145, 2,250 hp (1,680 kW) in War emergency rating, LH rotation fitted to starboard
- Propellers: 4-bladed Aeroproducts A-542F-D1 constant-speed fully-feathering propeller (LHS)
- Aeroproducts AL-542F-D1 constant-speed fully-feathering propeller (RHS), 10 ft 11 in (3.33 m) diameter
Performance
- Maximum speed: 461 mph (742 km/h, 401 kn) at 21,000 ft (6,400 m)
- Cruise speed: 286 mph (460 km/h, 249 kn)
- Range: 2,240 mi (3,600 km, 1,950 nmi)
- Service ceiling: 38,900 ft (11,900 m)
Armament
- Guns: 6 M3 Browning machine guns[39]
- Rockets: 25 5 in (130 mm) rockets
- Bombs: 4 1,000 lb (450 kg) bombs
See also
Related development
Aircraft of comparable role, configuration, and era
- de Havilland Hornet
- Grumman F7F Tigercat
- Heinkel He 219
- Lockheed XP-58 Chain Lightning
- Messerschmitt Bf 109Z "Zwilling"
- Messerschmitt Me 609
- Mitsubishi Ki-83
- Northrop P-61 Black Widow
- Savoia-Marchetti SM.92
Related lists
- List of fighter aircraft
- List of twin fuselage aircraft
References
Notes
Citations
- ^ North American F-82 Twin Mustang - Palm Springs Air Museum
- ^ North American F-82B Twin Mustang - National Museum of the United States Air Force™
- ^ Carey, 2014, p.20
- ^ a b c d e f Knaack 1978, pp. 19–20.
- ^ Dorr & Donald 1990, p. 130.
- ^ a b c d Dean 1987, pp. 20–43.
- New York Times.
- ^ a b c d e f Pape 1977, pp. 48–63.
- ^ a b c d e f g h i j k l m Thompson 2001, pp. 22–37.
- ^ a b Baugher, Joe; Kuris, Jeremy. "Aircraft Serial Number Search: F-82". RCN.com. Retrieved 23 January 2011.
- ^ "USAF Losses in Korea".
- ^ a b c d e f g Thompson 2003, pp. 28–41.
- ^ "Top of the World (1955)". IMDb.com. Retrieved 26 August 2012.
- ^ a b c d e Cloe & Monaghan 1984, p. 188.
- ^ Scott 2009, p. 12.
- ^ O'Leary, Michael (August 1998). "Polar Acquires Twin Mustang". Air Classics. Challenge Publications. Archived from the original on 11 February 2006.
- ^ Dean 2000.[page needed]
- ^ Maurer 1969.
- ^ "1944 USAAF Serial Numbers (44-83886 to 44-92098)". 21 February 2008. Archived from the original on 21 February 2008. Retrieved 1 July 2020.
- ^ "1946-1948 USAAF-USAF Serial Numbers". www.joebaugher.com. Retrieved 1 July 2020.
- ^ Long Island, New York, "Time Machine", Newsday, 28 May 2000, page G9.
- ^ "AVIATION Page 5". Archived from the original on 7 November 2002. Retrieved 10 October 2015.
- ^ "USAF Serial Number Search Results". cgibin.rcn.com. Retrieved 6 July 2020.
- ^ "Appeals Court: Historic Plane To Be Returned - News Story - WHIO Dayton". 25 July 2011. Archived from the original on 25 July 2011. Retrieved 3 July 2020.
- ^ "Warbird Registry - North American Aviation P-51 Mustang - A Warbirds Resource Group Site". warbirdregistry.org. Retrieved 3 July 2020.
- ^ "31 December 2018". XP-82 Twin Mustang Restoration Project. 7 January 2019.
- ^ Barendse, Tom; Barendse, Louisa (13 January 2011). "Rebuilding the Prototype XP-82 Twin Mustang". EAA.org. Archived from the original on 17 January 2011. Retrieved 30 September 2013.
- ^ "The Restoration to Flying Condition of XP-82 Twin Mustang Prototype 44-83887". Warbirds News. 16 June 2013. Retrieved 30 September 2013.
- ^ "FAA Registry: N887XP". FAA.gov. Retrieved 26 July 2021.
- ^ "XP-82 Twin Mustang".
- ^ "North American F-82G Twin Mustang". National Museum of the U.S. Air Force. 11 February 2011. Retrieved 17 October 2016.
- ^ "Appeals Court: Historic Plane To Be Returned". WHIOtv.com. 30 December 2009. Archived from the original on 25 July 2011. Retrieved 7 July 2011.
- ^ "North American F-82B Twin Mustang". National Museum of the U.S. Air Force. 18 March 2010. Retrieved 17 October 2016.
- ^ "North American P-82/F-82 Twin Mustang: 46-262". Aerial Visuals Airframe Dossier. Retrieved 6 March 2015.
- ^ "North American P-82/F-82 Twin Mustang: 144-38142". Aerial Visuals Airframe Dossier. Retrieved 14 January 2013.
- ^ "FAA Registry: N142AM". FAA.gov. Retrieved 26 July 2021.
- ^ Mondey 1994, pp. 205–206.
- ^ Davis, 1996
- ^ Dorr, 1995, p.9
Bibliography
- Carey, Alan C. (2014). Twin Mustang: The North American F-82 at War. Images of War. Pen and Sword Aviation. p. 20. ISBN 978-1783462216.
- Cloe, John Haile; Monaghan, Michael F. (1984). Top Cover for America: The Air Force in Alaska, 1920–1983. Missoula, Montana: Pictorial Histories. ISBN 0933126476.
- Davis, Larry (1996). F-82 Twin Mustang. Mini in action No.8. Squadron/Signal. ISBN 978-0897473675.
- Dean, Francis H (2000). America's Hundred Thousand: U.S. Production Fighters of World War II. Atglen, Pennsylvania: Schiffer. ISBN 0764300725.
- Dean, Jack (September 1987). "The Lonely Long Ranger". Airpower. Vol. 17, no. 5. Sentry Books.
- Dorr, Robert F; Donald, David (1990). Fighters of the United States Air Force. London: Temple. ISBN 060055094X.
- Dorr, Robert F.; Lake, Jon; Thompson, Warren (1995). "From Props to Jets". Korean War Aces. London: Osprey Aerospace. p. 9. ISBN 1855325012.
- Knaack, Marcelle Size (1978). Encyclopedia of US Air Force Aircraft and Missile Systems, Volume 1: Post-World War II Fighters, 1945–1973. Washington, D.C.: Office of Air Force History. pp. 13–21. from the original on 28 September 2013.
- McLaren, David R. (1996). Double Menace: P-82 Twin Mustang. Colorado Springs, CO: VIP Aero. ISBN 0934575126.
- Maurer, Maurer (1969). Combat Squadrons of the Air Force, World War II. Washington, D.C.: Office of Air Force History. OCLC 72556. Accession no. ADA128026.
- Mondey, David (1994) [1982]. "F-82 Twin Mustang". The Concise Guide to American Aircraft of World War II. Edison, NJ: Chartwell. ISBN 0785801472.
- Pape, Garry R (November 1977). "Escort Fighter: Flying the F-82 Twin Mustang in the Cold War". Wings. Vol. 7, no. 6. Sentry Books.
- Scott, Phil (January 2009). "Tug of Warbirds". Air & Space/Smithsonian. Vol. 23, no. 5. Smithsonian. p. 12.
- Thompson, Warren E (March 2001). "Double Trouble, The F-82 Twin Mustang in Korea". Air Enthusiast. No. 93. Key Publishing.
- Thompson, Warren E (October 2003). "Alaskan Twin Mustangs, North American F-82 Operations in Alaska". Wings. Vol. 33, no. 5. Sentry Books.