The RAF used the lend lease Vultee Vengeance in the Burma campaign. Once the RAF engineered out the poor quality of the engines it was used successfully to attack dug in Japanese positions & bunkers that only a dive bombers vertical dive could attack successfully. the British army fought hard to save it from replacement by the Mosquito as they knew from experience from the Hurri-bomber vs the Vengeances that glide bombing was not near as useful against dug in Japanese. But as the Germans learned in the Battle of Britain the dive bomber it needed fighter support plus maintaining an aircrew training pipeline for only 5 squadrons was seen as a waste of resources. Shades of the USAF attitude to the A-10 where CAS isn't seen as a core function?

Were the bombs set to explode on contact with the ship or was there a time delay? If there was a time delay did it start when the bomb hit the water and skipped or when it hit the ship?

Always thought dude in the back seat facing the tail got the funnest ride.

Great info

Read some where in the `70s that B-26s usually flew between 12 to 15k ft which was the designed height for the Norton Bombsight and where very accurate at those levels whereas the 17s & 24s were much higher and for some reason those bombsights were off at those heights.

You memtioned that your dad flew to the Caribbean, did he come to Jamaica🇯🇲? I live there. The US had a army air field on this island call Vernam Field which had an advance training squadron call 36th Air Ways Detatchment 1944-45. During one training mission B-26 (#41-35096) crashed during training taking all 6 unboard. It was witness by residents of Rocky Point who were the first to respond.

Are Vx and Vy reversed on the chart?

you mention the jill was a replacement for the val. i thought the jill was a torpedo plane and replace the Nate. i thought the Susie was the Val replacement.

The other nickname was “The Baltimore Whore.” Very well done, subbed.

Some years ago I read a book that featured pilots flying Hudsons in the early days of the Pacific War. They encountered the B26 and the experienced guys were envious of the B26's performance. Being experienced they were not intimidated by the erformance and characteristics, knowing the B26 would be far better to fly in combat than Hudsons.

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FWIW, chart at 11:20 would make a better point if production figures were included. 1942, 58 B-26 accidents of, say, 100 aircraft produced and flying versus 39 B-25 accidents of, say, 250 aircraft produced provides a more illuminative comparison and completely different conclusions. B-25 production (9816) was nearly twice B-26 production, so roughly same number of accidents DOES mean the B-26 was much more prone to accidents. General Doolittle nearly had wings himself, so his demonstration could of led to novice pilots to think, 'Yes, Doolittle can handle the B-26, but what of us mere mortals?'

Thank you. Good story. I have subscribed. Cheers from NZ🇳🇿.

VX is best angle VY best rate.

G R E G has a 1 hr in-depth pres on Martin Murderer

12:45 statement "That the plane was much more controllable" ...posts a few question marks. If the power is higher, the power on one engine is higher, right? So the moment around the Z axis is higher. Using the same tailplane as lesser powered models, not placed in the slipstream as the B26, the Vmin control on 1 engine is also higher, you simply need more stagnation pressure (=wind) to counter the higher moment around z axis. The only thing is the faster acceleration brings you faster throught the lift-off speed to the minimum 1 engine control speed. That is death trap speed range. Placing the vertical tail in the active slipstream, so using 2 verticals, helps to lower the 1 engine minimum control speed.

Great presentation. I became fascinated with the Marauders, age 11 when I learned my dad’s brother flew them with the 386th BG, 555th BS, late 1944, until the group converted to A-26s. I spent many hours with him just prior to his passing in 2015, trying to get more details about those experiences. It seems by his time in France and later Belgium, the biggest threat to missions he flew during the Battle of the Bulge against railroad bridges and troop concentrations was from flak. He only flew 5 combat missions in B-26Bs, which I have researched each of, before the conversion to the A-26, and flew those until 1955 in the reserves after Korea. Subscribed.

In future videos please leave the full screen charts up at least 20 seconds. Thanks!

Nice video. A couple of points. I believe the Curtis C-46 may have been the first production AC to use electric propellers. B-25 accidents were fewer, but more B-25s were built, so the their accident rate was lower. In the “techniques” table it should list “lb/hp not hp/lb. Well done nonetheless, very informative.

This plane was put into service without prototypes. Doolittle said how to fix it. Martin listened the rest is history.

From you and others I get the impression that World War II multi-engine training was not very good. In fact inadequate. Could you comment?

_Subscribed!_ ´Nuff said.

I think the table shown at 11:22 has an error on B26. By 1944, B26 has 249 accidents. Adding 71 accidents in 1945, the cumulative for B26 should be 320, not 270.

How much AVGAS was needed to let a student pilot fly his 150 hour of training syllabus. One huundred litres per an hour or above? Japan at that time couldn`t produce aviation grade gasoline

"One A Day In Tampa Bay" had a heroic career, culminating with 'Flak Bait' being enshrined at Air and Space....

Captain Leibman, Thank you for your and your family's service and thank you for a superb video on the B-26. You have a very happy new subscriber! Blessings....

In 1942 Glenn L. Martin was called to testify before the "Truman Committee". Senator Harry S. Truman asked him why there were so many accidents with the B-26. Glenn L. Martin answered "The wings are too short". Truman then asked why the wings were not lengthened, to which Martin replied "The plans were too close to completion, and his company already had the contract. Truman then said tersely "In that case, the contract will be cancelled". The wings were extended by 6 feet.

10:00 -- the nickname "Boston Prostitute" and "Flying Prostitute" had nothing to do with flyability, they referred to the small wings. The plane had "no visible means of support."

Didn't the RN Air Service fly the RN version of the F4U off of it's CVs?

Good presentation. Reference 11:26 , there were twice as many B-25s in service compared to B-26s. That gives B-26 a higher probability of accident. despite lower total numbers lost.

When learning to fly the Marauder He heard many wonderful things But all he could see was the engines Oh, where in the hell are the wings? Now Curtiss causes our troubles That prop is a murder machine When they both run away on take-off Nothing is left to be seen Roaring off down the runway In his mind was a horrible doubt As the co-pilot jerked all the wheels up Both lousy engines cut out Now the pilot of a Marauder Is a man with plenty of guts But after he's flown a few missions He's either shot down or he's nuts When you go out on a mission And a 109 fires on a pass Roll back your seat and start jumping To hell with the crew, save your ass! Though the heavies are very big boxcars Compared to Marauders, they're toys The B-26 is the airplane That separates the men from the boys The Lib is an overgrown junkpile Known as the worst of them all They scatter their bombs with abandon And don't give a damn where they fall When the Mitchells go in on a target They bomb to the Jerry's delight And after they miss their objective The Marauders will do the job right I lived through my sixty first mission But when I got back to the base The wheels folded up on the runway Marauder all over the place A Marauder is just like a woman She'll trick you and keep you in doubt But you can't go on living forever And I'd rather die in one than out Oh, why did I join the Air Corps? For mother, dear mother knew best Here I lie beneath the wreckage Marauder all over my chest!

PBM vs P5M.

Excellent presentation, Marc! My father was a training base commander at Avon Park Army Airfield in Florida during WW2. Training bases were used to prepare entire units before their being shipped overseas. Essentially all aircraft related personnel in a unit were trained as a whole - aircrew, mechanics. etc. The training base commander was in charge of the physical base, including all base support personnel - think laundry, grounds keeping, building maintenance, kitchen personnel, public relations, human resources, training personnel, and so on. This also included recovery of wrecked aircraft and their crew members, and dealing with collateral damage issues. There were two main types of aircraft at the base - P-51s and B-26s. One story he related to me was a very unfortunate accident that involved the collision of two B-26s over the runway, with both aircraft coming to rest in a massive pile of burning fuel and wreckage. While there were elements of said wreckage that were identifiable as organic matter, there was no way, with the forensics of the time, that any positive identifications could be made; even the dog tags were of no help. The decision was made (that's how Dad put it - I believe the decision was his) to divide the 'pile' of organic matter into the appropriate number of parts, put each into a sealed coffin and send them to the airmen's homes with explicit instructions that the coffins should remain sealed. You can see where this is going - at least one well connected family unsealed their son's coffin and was aghast to find a blackened pile of debris reeking of gasoline. Such aspects of war the public was rarely exposed to. This was just one of the events that led to the Truman Commission. The Army brass decided to send Dad to Washington to testify before the commission, which made sense since Dad was a young, handsome, well spoken Notre Dame graduate whose family was very well connected in upstate Pennsylvania politics. In addition Dad had absolutely no interest in remaining in the Army Air Corp after the war, so he had nothing to lose. In the end all agreed that the entire tragic event was a 'necessitude of war'.

Brings back memories of building model aircraft. My friend Jeff built the monogram b-26 flak bait and mine was the monogram b-25. Of course it led to hours of arguments about which was better. Thanks for a much more informative analysis!

Great video! I have never heard about the RAF torpedo bombing; everything I have previously seen indicated the Brits didn't like the plane. Another unit I have not seen much on was the 22d Bomb Group that flew out of Port Moresby in 1942. Regarding accidents, it was my understanding that new pilots were jumping from low-powered trainers straight into Marauders, and trained to 'fly by feel'. This meant that green pilots were often fatally far behind the airplane during take-offs and landings. As the concept of 'flying the numbers' took hold, problems were reduced.

Awesome video, thank you.

Do you mean to tell me the Navy's report said that the Navy plane was the better one? Say it ain't so!

FW190D could win a battle against the corsair

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The funny thing is,- test pilots in a country always finds his usual and well known planes "better". The Spitfire, praised for it's handling, was tested by German test pilots,- they found its handling poor and a "one-trick" pony. It probably show more about the importance of "knowing your tools". Of course, the one you're used to is "better". The one tried without proper training and instructions will always be inferior.

Excellent

The F4U had a range of over 1000 miles the P51 had a range with 2 external drop tanks of 1650 and under 1000 with out, The F4U could also increase its range with drop tanks but only 150 gallon tanks giving it over 1300 mile range. Rate of climb the F4u could climb 4,360 Ft per minute the P-51 3,200 ft per minute. The F4U was more robust and could absorb a lot more damage than the P51. The F4U also could out turn the P-51 ( 700' to 770' no flaps 529' to 630' with flaps ). The F4U also had a higher top speed ( 446 to 440 ) but the P-51 had a higher cruising speed by a lot because of how slippery it was ( 362 for the P-51 and only 215 for the F4U ). The Stall speed for the F4U was 89 MPH and 100 for the P-51 so again the F4U wins, Dive Speed the F4U was 550mph and the P-51 was 505mph. The service ceiling was only 400 feet different with the Mustang winning ( 41,900 vs 41,500 ) The F4U could carry 4000 pounds of armament to the 2,000 of the P-51. So why does the P-51 get all the love? Because it was such a BEAUTIFUL plane, thats what it came down to. Put these planes in equally talented pilots hands and the F4U is superior. Faster rate of climb faster turn speed more protection for the pilot and heavier payload and this isn't even talking about how much better the F4U could absorb damage. What ever the Mustang could do the F4U could do better other than cruising speed basically. I love the F4U and think it's a beautiful plane but no where close to the beauty that was the P-51. The P-51 was just so majestic, but the F4U was a all around better fighter.

A suggestion, Marc: Turn the phone horizontal whn using it for a video. Look is much more professional and the graphics display much better.

Eric Brown the greatest test pilot ever, summed it up this way a Mixture of the Good the Mediocre and the Bad but succeeded in spite of itself .This is what he said of the P51 finest escort fighter of the war.

Very well done , thank you!

I am wondering if all pilots in navy squadrons in WW2 had equal training in navigation? In my father's cruise book Carrier Air Group 2, in the list of pilots of his squadron VB 86 he is the only one whose duty is listed as "navigation". There are 35 pilots listed with such duties as: logs, communications, oxygen, gunnery, among many others. Ironically, since they were flying the SB2C Helldiver, there is no " bombing" duty listed. The boat was CV18 Wasp. So l wonder if he had unique qualifications?

Love both aircraft, but the important would be the actual pilot. Sakai held off 12 Hellcats in an old Zero with only one eye. Great pilots can do some outstanding things with what ever they flew.

isn't the Ta152 really just basically an FW 190D ?

Hi, Marc. Have you read "A Tent On Corsica" by Martin Quigley? I read it many years ago and probably still have it stashed somewhere. A good read about Maurader guys as I remember. Ed - the ex- H-3 tweet from San Diego here.

In actual combat, the Corsair shot down the Mustang. It was in 1969, Honduras / El Salvador war.