1-Q Mauler

:;:

'---~

CONTRIBUTORS

INTRODUCTION

CAPT L. WAYNE SMITH, USN, Director, Strike Aircraft Test Directorate and MR. W. M. FRIERSON, JR., Public Affairs Officer, NAS Patuxent River, Maryland, for their help with the NATC portion of the Mauler's history. RADM F. B. STONE, USN (RET), EX CO of VA-85. RADM L. V. SWANSON, USN (RET), CDR W. W. "BUD" TILGHMAN, AND CAPT W. L. RUSSELL, USN (RET), for help and photos for the VA-44 and VA-45 portion of this book. RADM SWANSON (RET), CO of VA-45. For the VA-84 and VA-85 chapter; VA-85 CO, RADM F. B. STONE (RET), CAPT S. W. CALLAWAY, JR. (RET), CDR P. P. HAMBSCH (RET), and LCDR K. D. BOYER (RET). Reserve section contributors included: HANK GASTRICH The AM-1 Mauler (the runner-up in the and JOHN WOODS from VA-923 at BT competition) and the AD Skyraider NAS Saint Louis, CAPT CHARLIE (the winner) are both worthy subjects LOMAS (RET) from NAS Glenview, in their own rights. However, the B. J. LONG (RET), member of CDR Bomber Torpedo (BT) program and the Society of Experimental Test Pithe similar Scout Bomber (SB) and the lots, for providing the missing photo Torpedo Bomber (TB) programs fosdocumentation of the NAS Atlanta tered a very unique and interesting Maulers which has kept this project on series of naval aircraft. These aircraft, hold for five years, and for his written including the Douglas XSB2D-1 and evaluation on the Mauler which begins BTD-1 "Destroyer" entrants, the Douon page 68. The Mauler In Plastic glas XTB2D-1 "Sky Pirate", the contributors included: JOHN RUCKS Kaiser-Fleetwings XBTK-1, and the from Combat Models (400 3rd street, Curtis-Wright XBTC-2 and XBT2C-1 West Easton, Pa. 18042), TOMMY will be covered in a future Naval THOMASON, THOMAS GATENS, Fighters book. and DONALD SMITH. NICK WILLlAMS for proofing and grammar Anyone having photos or other information on this or any other naval or corrections. The information for the marine aircraft, may submit them for_~chapter o~Ma~~ M§~ap's starting on possible inclusion in future issueS' Any material submitted will become the property of NAVAL FIGHTERS unless prior arrangement is made. Individuals are responsible for security clearance of any material before submission. ISBN 0-942612-24-8

Bob Kowalski who wrote Naval Fighters Number Twenty, Grumman AF Guardian, and has helped me immensely over the years with information and leads to complete the difficult projects covered by the Naval Fighter series, has authored book number twenty-four, Martin AM-1 /1 Q Mauler. This manuscript appeared in its original form as "Mable Wasn't Very Able" in the spring 1981 issue of The Hook (journal of the Tailhook Association). This book has been expanded and updated with additional inJormation, although better photo coverage of VA-44, VA-45, VA-84, and VA-85 are requested from the readers.

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l

Steve Ginter, 1754 Warfield Cir., Simi Valley, California, 93063

All rights reserved. No part of this publication may b(1 reproduced, stored in a retrieval system, or transmitted in any form by any means electronic, mechanical or otherwise without the written permission of the publisher. © 1994 Steve Ginter FRONT COVER AM-1 122397 sets unofficial world's record lifting 3 torpedoes and 12 2501b. bombs. 122398 is seen with 12 5" rockets, 2 11.75" rockets and 1 7501b. bomb.

1 ---

page 77 was gleaned from reports provided by LAWRENCE WEBSTER. Photo and technical information in addition to the above contributors came from the following persons: CLAY JANSSON, WILLIAM 1. LARKINS, DAVE MENARD, BOB LAWSON, B. BURGER, ALAN SPARKS, HARRY GANN, ROY MILLS, DAVE OSTROWSKI, FRED ROOS, JIM BURRIDGE, RON DOWNEY, GENE HOLMBERG, S. NICOLAOU, CARL from Plane Crazy, MICK ROTH and WILLIAM SWISHER. SERVICE DIAGRAM 1.) WING FUEL TANK LH 2.) WING GUNS 3.) GUN CAMERA LH ONLY 4.) EXTERNAL AUX. WING FUEL TANK 5.) FLOAT LIGHTS 6.) CANTEEN 7.) MAIN LANDING GEAR AIR BOTTLE 8.) OIL TANK 9.) OIL TANK FILLER 10.) HYDRAULIC RESERVOIR 11.) WATER INJECTION SYSTEM FILLER 12.) HYDRAULIC ACCUMULATOR 13.) WING FUEL TANK FILLER 14.) WING FUEL TANK RH 15.) MAIN LANDING GEAR SHOCK STRUT 16.) MAIN LANDING GEAR TIRE 17.) BATTERY RH ONLY 18.) EMERGENCY HYDRAULIC ACCU. 19.) OXYGEN BOTTLE 20.) FUSELAGE FUEL TANK (AM-1 ONLY) 21.) CANOPY HYDRAULIC ACCU. 22.) FUSELAGE FUEL TANK FILLER 23.) OXYGEN FILLER VALVE 24.) TAIL LANDING GEAR AIR BOTTLE 25.) TAIL LANDING GEAR SHOCK STRUT 26.) SNUBBER CYLINDER 27.) ARRESTING HOOK

THE

Among the lessons the US Navy learned from the pivotal carrier battles of 1942 was the need to include more fighter aircraft in its carrier air groups. The fighters were needed to both defend the carrier's strike force from enemy fighters and the carrier from the enemis attack force. Within the limitations of space aboard a carrier, this increase in fighter complement forced a reduction in the number of aircraft that would be available to perform the other missions of the air group; scouting, dive-bombing, torpedo-bombing, etc. A new category of aircraft was created (BT for Bomber Torpedo) to combine those functions. These new BT aircraft would function most efficiently if they were multimission aircraft and fast enough to minimize the numbers of fighters needed for escort duties. In September 1943, the Navy let contracts to the aircraft industry for that category of aircraft. The manufacturers chosen were Martin, who had a good record of developing advanced aircraft and would have excess production capacity, KaiserFleetwing for perhaps political reasons, and Curtiss-Wright, for whom it might have been a chance to redirect

MARTIN

AM-1 1-1 Q

MAULER

what was left of their stumbling SB2C program. At that time, Douglas was not included in the competition because of their heavy involvement with the production of the S'sD and their on-going development of the . XSB2D-1. The Glen L. Martin Company's response to that Navy requirement for a single-engine, single-place attack airplane for carrier or shore based operations was the XBTM-1. The aircraft was, after the 1946 change in mission designators, produced as the AM-1. Although 139 were built and did serve with five VA and one VC fleet squadron before being relegated to the reserves, the type was out-performed by its contemporary, the Douglas ADSkyraider. The AM-1 's place in naval aviation history can perhaps best be described as, "... and now, the runner-up is ... ". The AM-1 was powered by the Pratt & Whitney R-4360-4W, a 28 cylinder engine that developed a Military Rated power of 3,000 BHP and used a take-off power setting of 53" manifold pressure and 2,700 RPM at sea level. The AM-1's armament consisted of four 20 mm guns with 800 2

Natural metal XBTM-1 85162 on an early test flight with the short carburetor scoop. (National Archives)

rounds of ammunition and various combinations of bombs, rockets, and ·torpedoes. The Mauler was equipped to carry the AN/APS-4 radar which was an air-to-surface radar with limited air-to-air capability. Equipped with a constant speed, four bladed propeller, there was one noticeable differehce between the aircraft purchased under the two separate production contracts. The AM-1 s purchased under the original contract (BuNos. 22257 to 22355), used a Curtiss propeller that was electrically operated and had blades that were cuffed at the spinner and rounded at the tips. Those aircraft purchased under the subsequent contract (BuNos. 122388 to 122437), used the Hamilton Standard propeller which, although of the same diameter as the Curtiss propeller, was hydraulically controlled and, perhaps because of the squared-off tips, decidedly angular in appearance. The AM-1 also featured a unique "finger" type dive brake that was 10-

•

Top - natural metal XBTM-1 with O. E. "Pat" Tibbs at the controls in flight; the size of the pilot's head gives you a clear indication of the Mauler's immense size. Middle - toothcomb style dive brakes are shown open both above and below the wing. Bottomgear is seen in its fully extended position with the flaps partially lowered. Note that the tail hook had not yet been installed.

3

cated along the trailing edge of the wing. This dive brake offered a combination of uses. When closed, it could be deflected downward in a single panel to act as a conventional landing flap. When opened, the intermeshing "fingers" separated into alternating upper and lower sections to slow the diving speed of the aircraft. The dive brakes could be positioned at any point between the "full open" and "full closed" position by means of the pilot's control lever. The dive brake was assisted in both modes of operations by a perforated panel that was located on the underside of the fuselage. Although this dive brake was well-liked by the fleet VA pilots for its effectiveness, part of this effectiveness was due to its great area. This was contributed to by the length of its span, which in turn however, reduced the span of the ailerons. This reduction in span minimized the low-speed effectiveness of the Mauler's ailerons. Once this lowspeed deficiency revealed itself to the NATC pilots, the spoiler aileron sub-' system was introduced into the design.

NAVAL AIR TEST CENTER (NATC) To illustrate the extent of NATe's work with the AM-1, the flight test program eventually involved 18 (almost the complement of a fleet VA squadron) and lasted longer (three years) than the type stayed in service with the active duty squadrons. The aircraft assigned to NATC for these trials are listed by their BuNos and assigned Test Divisions at the end of this portion of the Mauler's operational history.

4

The XBTM-1 seen later in life in NATe markings. By this time the tail hook had been added and the carburetor scoop had been lengthened. Aircraft is loaded with a 750 pound centerline bomb and what appears to be two napalm bombs on the wing stations. (via Bob Kowalski) Recalling the bomb, airplane and ship silhouettes of WW II, Martin test pilot Ray Nessly points out the 18 dive and six spin silhouettes on the side of the XBTM-1 to Ozzie Zahnow and R. D. Gilson. (Martin)

The Martin AM-1 Mauler production line on 16 December 1946. (Martin)

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--------------------------

NATe

BIS

TEST

RESULTS First production AM-1 22257 without spinner on 12-28-46. 22257 would be the first AM-1 accepted for BIS trials at NATe on 3-31-47. standards of BuNo. 22307, did possess satisfactory or acceptable flight stability and control characteristics. The following performance figures were demonstrated by the modified BuNo. 22307:

First flown on 26 August 1944, XBTM-1 (BuNo. 85161) reached the Naval Air Test Center on 11 December 1944. Being joined in the Test program by its sister ship (BuNo. 85162), which was fitted with a spinner that was a distinguishing feature of the AM-1, testing revealed deficiencies that resulted in noticeable modifications to the design. The most apparent of these changes were the' ones that were made to the cowling and air scoop. On the AM-1, the cowling was lengthened by six inches and canted two degrees to the right while the carburetor air scoop's length was increased so that it now extended out over the cowling to a point just forward of the cowl flap hinge line. The Board of Inspection and Survey, assisted by the personnel and

facilities of the Naval Air Test Center, NAS Patuxent River, Maryland, and the Naval Aircraft Torpedo Unit, NAS Quonset Point, Rhode Island, conducted Service Acceptance Trials on the Martin AM-1 from 31 March 1947 until 18 April 1950. The first test airplane, BuNo. 22257, contained 17 modifications as a result of the earlier flight tests of the XBTM-1 s. In spite of these modifications serious and unacceptable deficiencies remained in the production aircraft. In the correction of these deficiencies, NATC flight tested major modifications in five successive AM-1 aircraft. The last of these, BuNo. 22307, contained nine modifications of which eight were to improve flying qualities. Tests completed on 21 March 1950 showed that the production AM-1 airplane, modified to the

6

WEIGHT EMPTY--LBS. 15,257 BOMBER/SCOUT BOMBER USEFUL LOAD -- LBS. 7,066 SCOUT USEFUL LOAD --LBS. 6,157 BOMBER GROSS WEIGHT --LBS. 22,323 SCOUT GROSS WEIGHT --LBS. 21,414 MAX SPEED (MRP) AT SEA LEVEL--KNOTS BOMBER 264 SCOUT 269 MAX SPEED (MRP) AT AIRCRAFT'S CRITICAL ALTITUDE OF 15,400 FEET--KNOTS BOMBER 281 SCOUT 290 SERVICE CEILlNG--FEET BOMBER /SCOUT 27,000 STALLING SPEED, FLAPS UP, SEA LEVEL-KNOTS, BOMBER/SCOUT 94

Final assembly of the 4th production AM-1 22260 on 2-26-47. This aircraft would also take part in the BIS trials. The cannons are clearly visible through the wing fold mechanism. (Martin)

~

It was during the arrested landing phase of the carrier suitability trials that the infamous "tail-shedding" accident occurred. An inadequacy in the design was making itself evident to the pilots by a "violent" tail shake occurring upon engagement of the arresting wires. This was a symptom of the high stresses that were being placed on the aircraft. During the 51 st engagement of the test phase, BuNo. 22279 was making its 16th fly-in engagement when the enti re aft fuselage was torn from the airframe. This revealed that the design strength of the fuselage was inadequate and that a different type of tail hook was needed. The fuselage was strengthened by the reinforcement of the longerons in the carry-through structure to 300 percent of their former strength. To cure the tail shake problem, a program was undertaken that included the testing of nine different tail hooks of various lengths, weights and types of heads. The tail hook designated as "No. 6B" was finally

developed as part of this program. This "roller hook" featured a roller bearing as an integral part of the head of the tail hook. This bearing would be engaged by the arresting wire and would roll (rotate) under the stress of any sideways forces that were encountered during arresting wire pullout, thereby eliminating the tail shake problem. With the reinforced aft fuselage structure and tail hook "No. 6B" installed, BuNo. 22298 completed the last of 100 fly-in engagements on 15 August 1948. With this phase of testing completed, the results showed that the production AM-1, configured to the standards of BuNo. 22298, were acceptable for carrier based arrested landings. For catapult launching, the weight of the AM-1 necessitated a heavy duty bridle that had an increased diameter of 7/8 of an inch. This heavier bridle was now beyond the capacity of the

7

This photo of a clean-winged AM-1 was a censored photo with the pylons airbrushed out. The wing pylons just inboard of the cannons were an integral part of the aircraft's construction. Note the center wing section Swiss-cheese style dive flap. (via Clay Jansson) .

standard bridle catcher, (NAF 90967-1). As a result the catapult launching phase report recommended that; "to prevent damage to the catapult bridle spreader, set the catapult to give an end-speed of no more that 65 knots and provide wind to give a launching airspeed of 95 knots which is a comfortable airspeed for the pilot when the aircraft is loaded to its heaviest weight." BuNo. 22259 was assigned to the AM-1 22269 assigned to Armament Test is seen minus its spinner and carrying two 500 pound bombs on the wing pylons in 1947. (via Larkins)

Three views of an AM-1 with the APS-4 installed on the port wing pylon and a 750 pound bomb located on the fuselage pylon. The top photo is of 22257, which had a slab-sided (flat-sided) windscreen not used on later aircraft. (via B. J. Long) The bottom photo shows the split dive-flaps open just prior to rollover for a dive run on 4-26-49. (National Archives)

8

stability and control phase of the trials. Testing on this aircraft was repeatedly delayed by the evaluation of various fixes to cure major deficiencies. In correcting two of these deficiencies, the spoiler aileron system and the elevator demand assist mechanism were added to the flight controls. Being added to the existing design, these hydraulically-powered devices probably contributed their share of leaks to the hydraulic problems that gave the Mauler its poor record of maintenance reliability. RADM F. B. Stone USN (ret) commanded VA-85 when they flew the AM-1 and describes the hydraulic system as "complicated and poorly-sealed. The airplane would be sitting silently in the chocks on the line, nobody near it, and hydraulic fluid suddenly would come streaming out from anyone or more of a number of points, a real bleeder." Taking these fixes separately, the spoiler ailerons were developed to improve an inadequate rate of roll at low airspeeds that was coupled with an adverse aileron yaw. The spoiler aileron panels were located forward of the dive brake/landing flap panel and did increase the roll rate sufficiently to allow a reduction in maximum aileron travel. This reduction cured the ad-

verse aileron yaw problem.

engagement with the barrier."

The elevator demand assist mechanism was designed to help the pilot overcome what the interim report called, "excessively high elevator stick forces." Described perhaps prophetically by the report as a system that, "due to it's intricate design, is an additional possible source of maintenance difficulties." With the elevator demand assist installed, the consensus of the NATC pilots was that the stick forces were "reasonable throughout take-off, climb following take-off and landing." However the test data does show that the elevator stick forces would still momentarily exceed the specifications (SR-119A) limit of 35 pounds pull. Perhaps it was this combination of high elevator stick forces and the weight of the R-4360 engine that left the carrier pilot with the most demanding task of handling the Mauler after the cut. As RADM Stone describes that phase of flight: "In a carrier landing after getting the 'cut', the slightest temptation to relax a fine degree of back pressure on the stick, let alone any tendency to dive for the deck, resulted in that monstrous nose dropping irretrievably downward causing an unavoidable wheels-first, tail-high landing followed by a high soaring bounce and ultimate

The armament trials recommendations included the change to the MK. 9 Mod. 3 launcher as a result of damage to the ailerons from the firing of 5.0" HVARs from the initially installed launchers. The fixed gun installation was not found acceptable for use until fourteen recommended changes were made. Satisfactory tests of the bombing installation (which did not include a "bomb release arm") were made using various combinations of bombs, mines and 11.75" "Tiny Tim" aircraft rockets. The torpedo drop tests included five flights in a three-torpedo loaded condition and resulted in the torpedo installation being found acceptable for service use. By 1952, weight restrictions of 2300 pounds were placed on the fuselage and wing center-section bomb racks. Since the AM-1 was no longer serving with the fleet, the restrictions were meaningless except to serve as a comparison with the Douglas AD Skyraider of 1952.

9

Typical 1950s public relations photo of an aircraft's load carrying ability, showing bombs, torpedoes , depth charges and cannons with ammunition. (Martin)

After two series of tests by the Tactical Test Division, the results were not fully satisfactory or acceptable. It was concluded that the AM-1 did not meet the current tactical requirements for a carrier or land-. based attack airplane. It was recommended that, "(1) the cockpit be completely redesigned, (2) unsatisfactory performance of flight instruments be corrected, (3) internal and external lighting be improved, (4) lateral trim control be improved at low speeds, and (5) provisions be made for more adequate cockpit ventilation". On 20 September 1948, the Bureau of Aeronautics announced that a revised cockpit and instrument panel would be installed on the 1OOth and subsequent production aircraft. All previous production aircraft would be modified at the next major overhaul. The first two phases of Accelerated Service Trials also showed an unsatisfactory performance due to, "excessive maintenance requirements and inadequate accessibility." After numerous changes, the third phase of trials were conducted from 13 September 1949 to 18 April 1950. At this time, 18 April, the AM-1 was no longer being operated by any fleet VA squadron. Using BuNo. 122430, the 142nd production article, the results were much improved. It was then recommended that a further 28 discrepancies be corrected to insure satisfactory service operation of the AM-1 aircraft.

A.) "The AM-1 production aircraft, with all modifications installed in BuNo. 122430 and subsequent airplanes, substantially meets the contract guarantee." B.) "It is concluded that power plant cooling of the AM-1 aircraft is inadequate under certain operating conditions." One of these operating conditions could have been the "climb" as the pilot's handbook cautions: "Best climbing speed is approximately 145 knots lAS at 2350 RPM and 37". If engine will not cool with full open cowl flaps, it will be necessary to increase speed." C.) "It is concluded that the service suitability of AM-1 aircraft as land . or carrier based attack airplanes is marginal for long range operations, formation flying, night flying and instrument flying, which demand excessive pilot effort and cause excessive pilot fatigue."

AM-1 Mauler assignments for Board of Inspection and Survey Trials: 22257,22259,22267,22275, & 22307 were assigned to Flight Test (FT) for

The final report on the Service Acceptance Trials includes among its conclusions that: 10

AM-1 22263 assigned to the Tactical Test Division at NATe in 1948. (Warren Bodie via Larkins)

stability and control trials from 3-31-47 to 3-18-50. 22260, 22298, & 22307 were assigned to FT for performance and power plant trials from 1-20-49 to 4-14-50. 22268, 22279, & 22298 were assigned to FT for carrier suitability trials from 2-12-48 to 8-27-48. 22269 & 22308 were assigned to Armament Test (AT) from 8-4-47 to 7-14-48. 22262 was assigned to Electronic Test (ET) from 11-19-47 to 6-10-48. 22263 & 22306 were assigned to Tactical Test (TT) from 9-4-47 to 10-1 0-48. 22266, 22267, & 122430 were assigned to Service Test (ST) for accelerated service trials from 8-26-47 to 4-18-50. 22264 & 22292 were assigned to the Naval Aircraft Torpedo Unit at Quonset Point, R.1. for torpedo trials from 10-30-47 to 5-12-48 AM-1 22263 prepares for a test after being loaded with 12 5" rockets and 2 250 Ib bombs. (Boddie via Larkins)

I'

I

11

AM-1Q 22299 demonstrates the Mauler's heavy weight lifting capability by hauling over 9,000 pounds of torpedoes, rockets and cannons on 1-31-49. The different type antennas that are indicative of the AM-1Q can be seen on the lower aft fuselage behind the trailing edge of the win!:!. (Martin above and National Archives below)

12

(

Two more examples of the Mauler's heavy lift abilities. AM-1 122398 is loaded with 125" rockets, 2 11.75" "Tiny Tim" rockets and one 750 pound bomb. AM-1 122397 is loaded with 3 aerial torpedoes and 12 250 pound bombs. All weapons were yellow with red noses. (Martin and via B.J. Long)

-,

. 13

---::--.. . . ._-"'===

T

Above, AM-1 22307 on 3-27-50 while assigned to the Flight Test Division at Patuxent River, Maryland, for participation in performance and power plant trials. The APS-4 package is seen here beneath the port wing. Note the original round tipped cuffed propeller that was installed on early Maulers. (National Archives) Below, AM-1 22308 from above shows the offset of the engine nacelle that was needed to control torque on take-off and landing. (National Archives)

15

Two more views of AM-1 22308 which show the dive br£lkes and wing details from above. The white stenciled numbers 308 and NATC were painted with blue lines running through them. AT-2 on the nose stands for the Armament Test Division at NATC. (National Archives)

16

J

AM-1 22308 in early 1948 while assigned to Armament Test; note minimal clearance of the torpedoes and the ground. (Menard)

One of the changes that was incorporated on later AM-1s and retrofitted to earlier ones was the canopy shape. The photo above shows 22275 on 10-27-48 with the slab-sided windscreen and pinched bubble canopy. Below, Martin Reps. pose in front of a later AM-1 on 8-16-48 with the newer rounded windscreen and unpinched bubble canopy. Both aircraft have the round tipped, cuffed propeller. The civilians left to right were; H. Dahlinged, B. Mangurin, E. Ronan, N. Meehan, R. Schwab, L. Cuppeet, R. Aigner, unknown and C. Luhr. (National Archives)

17

2-1-50 photos of early AM-1s that were sent through rework at NAS Norfolk to incorporate the many changes that were dictated by the NATe BIS test results. Some of the changes seen are new spinners, canopies, engine cowls, etc. The top photo shows Grumman Bearcats being reworked in the foreground with Maulers in the background. (National Archives)

18

, ARMAMENT PILOT'S

MAIN

r,-

SWITCH PANEL

I

ENCLOSURE (SLIDING) INSTRUMENT PANEL GUN

SIGHT MK-'

LEAD~/N

,I /I r SEe nON

--------,

INSULATOR

RADIO EOUIPMENT LIGHT

COMMAND ANTENNA

-,

RUDDER

WINDSHIELD (BULLET RESISTING GLASS)

IWOOER TAB

OIL TANK LIAISON

ANTENNA

HYDRAULIC CARBuRETOR AILERON

TRIM

TAB

MAST

RESERVOIH AIR

_

AILERON

ELEVATOR TAB

o;~ ARRESTING GEA~"'> ARRESTING GEAR SNUBBING CYLINDER TAIL

GEAR

"

ACTUATING

CYUNDER

EMERGENCY AIR BOTTLE (TAIL GEAR) TAIL

WHEEL

TAIL

.....HEEL

DOORS

12"X5f~ SOLID

TIRE 8 WHEEL'"

.... CD BRAKES

0" [NGOtE

COOLER

PSlf'

OUCT _ / /

_

R-4360-4rt _ _

A IIfM UN! TlON

_ _ #ING WHEEL

-1

ARMOR

BOxES

GUNS

4-20MM

COOLER

TYPE

T31

COvER

ARMOR -----

GENERATOR - - - CATAPULT

2000 LB ALTERNATE

BC~B

HOOK

OR 26

INSTALLATIONS

_ _~

DUCT

_

,

WING 80MB

FuEL

TANK

SHACKLE

Figure J -2.

_

WING

POSITION LIGHT

MAIN WHEEL 36" x /1" CHANNEL EX TRA HIGH PRESSURE TIRE

OIL

LANDING FLAPS

2000 LB BOftlB ~R 43 ALTERNATE INSTALLATIONS

PIlOPELLER

ENGINE

a

General Arrangement, AM- J

TRE/4D

TIP (DETACHABLE)

ARMAMENr SWITCH PANEL PILor'S

----"

I

ENCLOSURE (SLIDING) MAIN

INSTRUMENT PANEL

GUN

-----,/

SIGHr MK-I

--"

WINDSHIELD (BULLEr RESISTiNG GLASS)

/

OIL rANK LIAISON

AILERON

rRIM

rAB

ANTENNA

~I

MAST

rAB

--,

/

AILERON

-ARRESTING GEAR SNUBBING CYLINDER rAIL

GEAR

RADIO ALTIMETER ANTENNA

ACrUATiNG CYLINDER

EMERGENCY AIR BornE (TAIL GEAR)

,

~---rAIL WHEEL .NTENNA TAIL WHEEL

~SIMMONOS POWER UNIT

I\)

o

ENGI/t,'E P. It rAIN GEAR

ACTUATING

CYLINDER TYPE

ENGINE

AIi.OR

OIL

T3/

TREAD

COOLER

ARMOR

GENERATOR CATAPULT

8

HOOK

I

,000 lB 80MB OR ,6 ALTERNATE

INSTALLATIONS

I

WING

80MB

FuEL

DEFROSTING

oucr

TANK

SHACKLE

Figure 1-3.

General Arrangement, AM-l Q

ODORS I"

12~X52 SOLID TIRE '8 WHEEL

ISTRUCTURAL

BREAKDOWN OF AM-1

FUSELAGE AND FUSELAGE FLAP

8

STA 140

-,USE

['

I

, @ @ ~

NOMENCLATURE

L

UPPER LONGERON

4~

2. 3.

BULKHEAD STA. 201 ~

4-5

SHELF STRi'NGERS

B-3 4-4,4-4A

FRAMES BULKHEAD-STA.459

4-7 4-5

7. 8. 9. 10. II. 12.

12

FUSELAGE

INDEX

4. 5. 6.

~

10

REPAIR FIGURE

BULKHEAD- STA. 441

4-5

BULKHEAD- STA. 426

4-5

LONGERON

4-3

BULKHEAD- STA. 36B FLAP SHELF BULKHEAD-STA.140

4-5 B-3, B-5 4-5

FUSELAGE FLAP 13. 14. 15. FUSELAGE

ORIGINAL

RIB

B-6

SKIN

B-4

SPAR

4-10

FLAP

SLAB-SIDED

WINDSCREEN

21

AND

CANOPY

I

PRATT

WHITNEY

&

R-4360-4W

SIDE VIEW

2

3

..

5

ENGINE

LOOKING FORWARD FROM

6

THE FIREWALL

18 11---j~~~\

GENElAro.

~~i~S-+.I-'~T-fo\\I~ 7-rriilJ~~

9

11-+--9

25

STRUCTURAL

BREAKDOWN

OF

THE

ENGINE ENGINE

INDEX

SECTION

MOUNT

NOMENCLATURE

REPAIR FIGURE

I.

SPLICE

2. 3.

RING ASSEMBLY

B-9

TUBE

B-9

PLATE

NQNREPAIRA81E

MOUNT

INDEX

ENGINE SECTION

22

NOMENCLATURE

REPAIR FIGURE

l

ENGINE COWL

B-4"

2. 3. 4. 5.

ENGINE HOOD PANELS

6-2

COWL FLAPS ACCESSORY PANELS

6-2

OUTER BAFFLE

B-4"

"

STRUCTURAL

BREAKDOWN OF THE

EMPENNAGE ~

,.

~

DOf'SAL riM Sl(IN

liGHTLY 5r"[55£D

(ST&:'y- -./' ~

I.

~

~ ~

STABILIZER

STA8llll[R SfUN H[AV1L,.Y STM'SS!O

411.'

ova.

1(01 VERTICAL FIN 4(8).

a

vtIITICM.. ,.. . . .

~~./'

H(A~Y

INDEX FOR EMPENNAGE

INDEX

l

SKIN SPAR

4. 5. 6. 7.

CHANNEL

8. 9. 10.

9

NOMENCLATURE

2. 3.

ST"UKO

CONTROL SURFACES REPAIR FIGURE

,A)

8-4 ...

I",

B-5 ... ICI3-2.1l113-5.lf:13-3

IAI 3-2, 18l3-3.ICI 3-4,\013-5

STRINGER

1.. 3-3 .....13-2.ICI3-3.IDl3-3'EI3-3 (A) HOfIIIAEPIlI""8LE • teJ

B-8

BULKHEAD TAB ASSEMBLY RIBS BUTT STRAP NOSE RIBS NOSE CHANNEL

Is;:'"

10

----\ELEV J ··3(E)

.

STA) 20.: 6

fLt'VATOR

SKIN

~~

lIE)

ELEVATOR RUDDER LIGHTLY

SKIN

STRESSEO

23

9

ARMAMENT

GUN SIGHT

GUN SIGHT CONTROL lOX

GUN CAMERA CENTER 101.41 STATION

WING 10M. STATION

FIXEO WING GUNS

ROCKET STATIONS

CENTER BOMB STATION

WING BOMB STATION

Jt

....".'_WI ..,""')44.1 -..... .o.l'OIOllM

~~~~WI

----- - --

~~ :

::=~~

J

nS621i

, , • ,

1D-10l00fSi lo.2080HS )0-10801J6 'c>lOO<W70

•

lG.lcao~

•• aM_l

",,,. ..... ,,,. ... ,..,),.

,.""",." .. .,.row,,, ..-. ...

:

b l;.not. Doaalu A1rcnf'l Ah Gcat . . Finina F".ni°l

. ."

c..

OJ

.....

24

s..,... 114.·'" " r...

I.~

I

C.

e..-

............. IIMeotIlT ............. II

...........

O'-'J
kn'w"

Ah ......... c...... <--"" w ...

1"10"0''''-. '''''''''''16' ,o.HlI4)U.l '"JOIO~''' I.JOIlO*"

,.. JOIOjMJ-lI

II

,.,CllO}olIo.HI'

JJ

IJ

L

•

_

1"1OIiO~J.l1'

"""~I ~''''"' ... ~ U '.,.~l

''''')410.1./' ' 'MaO....,·"

'.,.eli"

.n~I6L.

W__

)I

"

1",..119

........ --_ ,.,...c..-

II

,Of,,",' AN)oMO.)

"

c.

'__ M '"0 -. . . . . . OM IN

Jl

n

)4

_....... _aM -,.

.. ,......,.... .. ...

,. . . .U

'

.ut . . . .

...... ....-...,... T".H ..""... T.. LM

10.1010,.....'...

LH I.M

10

UT,.. •

•• ,OIlIO)6)

"" ...I..,c.-UU "',--' 1"'__' :: 14""""'"

'Clr'Wlrd Gat . .

T.' ao..."

.....

T

-...---

.N'"...

e-... ..... Sa...

r '

.. _

AH~·J

Cnnk.," . . _ b H"'" H~

,O'-

, ...,.<4

~:.l4&.

""')6' ,.,..," ..-..

"MIa!» I ......,.'

_-

~._ ,....~

c..m..

..._

~

..-...e--

~

W-04e............... ..,

:-..:..... ..,... ... v.-. ...

... .. _... ...............

---. .

La'

e..-

..

"'_ _ IIroocU.

-4

~_

~.

UI

,.,... . .

1M

_ .. -OIl • - - . .

~

e-. ...,_

N.-

.. ...... __

-

10.0. . . . . .

-

\IW _

~

I._II'\.

G.f ........

1. _ ..... l.,..IU~Jo

.....

.......

r-..,.....~

T GUN

INSTALLATION

AT

WING-FOLD

POINT

2 5

} I

BEAM J

~~~~~~ASSEMllY AT

_-.-:-~ ~

STA. I). CENTER WING GUN

SHELF SUPPORT

14

14 13

15

LEGEND, WING GUN INSTALLATION:

1.) 2.) 3.) 4.) 5.) 6.) 7.) 8.) 9.) 10.)

11.)

T31 GUN, 20MM. AMMUNITION BOX. FEED CHUTE GUIDE ASSEMBLY. M-2 FEED MECHANISM. FEED CHUTE ASSEMBLY. AMMUNITION CHUTE. LINK AND CASE EJECTION CHUTE LH. CLEVIS BOLT ASSEMBLY. SPECIAL SOLT AND WASHER. CLEVIS BOLT ASSEMBLY.

12.) 13.) 14.) 15.) 16.) 17.) 18.) 19.)

25

CENTER WING RIB ASSEMBLY, STATION 118.750 LH. GUN SHELF LH. TRUNNION BASE ASSEMBLY, OUTBOARD. GUN SHELF TRUNNION LH. TRUNNION BASE ASSEMBL Y, INBOARD. FRONT TRUNNION ADAPTOR FITTING, OUTBOARD. LINK AND CASE EJECTION CHUTE LH. T3 GUN CHARGER. GUN CUFF LH.

RIGHT

WING-FOLD

MECHANISM

ROCKET

AUXlllAIT S'AI

AND

GUN

SHELF

INSTALLATION

3

1

lEAl SMI

.-1"'--- FIll.."

WIlE

1.) ROCKET SUPPORT. 2.) PYLON, MADE FROM 9303 MOD. 2, BuAer. 3.) ROCKET INSTALLATION.

26

--WING CENTER

WING

STRUCTURE

STRUCTURE

I

r

1

SY"

A.OUT

19

7 'ITA.

7OOGb'·

1I •. C,W.

5TA

13.

C.".

10

INDEX INDEX

I.

2. 3. 4.

5. 6. 7. 8. 9.

NOMENCLATURE

10.

NOMENCLATURE

REPAIR FIGURE

WING BREAK DOOR- CENTER

B-5

1I. RIB STA. \lB.75

FRONT SPAR

12. 13. 14.

RIB STA.IB SUPPORT BEAM RIB STA.77 REAR SPAR

2-12

TAIL RIBS

B- 7

B-1

60'1. BEAM

B- \I

B-II

---l "". --1 OTHE"

BEAM RIB STA.95

B-5

" ...RTS

S[E T(XT'O"

NONIUNe.....8L£

MM.",1GUflJ['I

15. WING BREAK 0001'1· FORWARD

16. 17. 18.

BULKHEAD INBOARD BREAK RIB

2-14

WING GUN SHEL F

STRINGERS

J

~07~ 0...

LANDING GEAR DOOR NOSE RIBS

•...

,--

--_.-

\

r I

aTA I•. ~"

ow.

-

T'"

~~ '6.8&5

o.w

~,

OUTER INDEX

NOMENCLATURE

I.

FRONT SPAR

2.

RIB STA.16.580

3. 4.

AUXILIARY SPAR DOOR

~.

RI8

6.

REAR

WING

STRUCTURE

REPAIR FIGURE 2-12 MI TlleT 'Oft MMlflt

'IMI""

2-13 NOf"'f:~Auu.a..I

STA. 95.432 SPAR

7.

TAIL RIBS- FORWARD

8.

RIB STA.160.149

III TIXT 'Oil

..u.... ". .Ia

2-12 B- 7 NI TOT POI' 11["4'"

'IQUIItlI

27

INDEX

NOMENCLATURE

9.

OUTBOARD BREAK RIB

10.

TAIL RIBS - AFT

B-7

II.

AILERON COVE BEAM

&-11

REPAIR FIGURE "ONfltU."'AaL(

12. !!.!.!!.

2-15

13. 14.

STRINGER

2-16

FORMER

2-15

I~. NOSE RIB

B- 6

16.

2-9

STRINGER

r

STRUCTURAL

AILERON

-,

BREAKDOWN

AILERON (3f(

INDEX

I.

U.LUST'UTION A8OV£)

NOMENCLATURE

REPAIR FIGURE

2

TAB ASSEMBLY

3

B-B

SKIN HINGE

B-B

RIB

B-B

STRINGER

B-II

7 2.

SKIN

3. 4.

CHANNEL

5. 6. 7. 8. 9.

B-II B-B

TAB CHANNEL

.............L[

BULKHEAD

HO"I'EPAIIitAlILE

BUILT-UP RIB

NOTE '-10 ON FIGU"f:

PRESSED-UP RIBS

B'6

STRINGER

B-II

COUNTER BALANCE

10. STRINGER II. STRI P 12. INTERCOSTAL 13. AUXILIARY SPAR

1-'.

13

12

1\

1-12

10

AILERON SKIN Non

11-10 ON FIGURE

'-14

UGHTLY STRESSED

NONREPlt.IRAeU

NOH

S"IO ON FIGURE

1-'"

tlI0NREPllIRASLE

EMERGENCY

EXITS

AND

EQUIPMENT

-:,

I 2 :)

Emergency Bomb Release Canteen Pararaft Kit

4

5 6

Pararaft Kit (AM·IQ Only) Emergency Door Release Han..le (AM-IQ Only) Canteen (AM-IQ Only)

28

XTBM-1

COCKPIT

29

XTBM-1

XTBM-1

LEFT

PILOrS

CONSOLE

RIGHT

PILOrS

CONSOLE

30

~

.... Co)

Figure 1-6.

---,,~

Pilot's Main Instrument Panel (Airplanes 22257 through 22296 and 22298 through 22355J

~

-

.~

-I.

-j

PILOT'S CONSOLE RIGHT SIDE (AIRFRAMES 22257-22296 AND 22298-22355)

LEGEND TO FIGURE 1-6, AT LEFT

LEGEND FOR ABOVE

17.) RADIO AL T1METER LIMIT SWITCH.

1.) SPOT HEATER.

1.) AUXILIARY INSTRUMENT PANEL.

18.) RECEIVER CONTROL PANEL (ANlARC·S).

2.) RATE OF CLIMB INDICATOR.

2.) COWL AND OIL COOLER FLAP INDICATOR.

19.) NAVIGATION CONTROL PANEL (AN/ARR·2A).

3.) MAIN FUEL TANK QUANTITY INDICATOR (AM·l ONLY).

20.) MIXER CONTROL PANEL.

4.) CYLINDER HEAD TEMPERATURE INDICATOR.

21.) VHF CONTROL PANEL.

5.) OIL DILUTION SWITCH.

22.) HF CONTROL PANEL.

7.) AIRSPEED INDICATOR.

6.) PITOT HEATER SWITCH.

23.) COCKPIT LIGHT SWITCH.

S.) TACHOMETER.

7.) ENGINE SWITCH PANEL.

24.) INSTRUMENTS LIGHT SWITCH.

9.) MANIFOLD PRESSURE GAGE.

8.) LIGHT.

25.) CIRCUIT BREAKER PANEL.

10.) ALTITUDE LIMIT INDICATOR LIGHT.

9.) CANOPY CRANK.

26.) RADIO POWER SWITCH.

11.) LIGHT.

10.) SPOT LIGHT.

27.) LIGHT.

12.) ANlAPN·l ALTITUDE INDICATOR.

11.) OXYGEN REGULATOR.

2S.) STARTER SWITCH.

3.) TURN AND BANK INDICATOR. 4.) MASTER DIRECTION INDICATOR. 5.) GYRO ATTITUDE INDICATOR. 6.) ALTIMETER.

13.) ANlASG-l0A INDICATOR LIGHT. 14.) CHECK-OFF LIST.

12.) CANOPY CONTROL.

29.) PRIMER SWITCH.

13.) HYDRAULIC EMERGENCY HAND PUMP.

30.) ANlASG·10 ALTIMETER.

15.) MARK I SIGHT CONTROL. 16.) RADAR SCOPE. 17.) conON BOX. 18.) ELAPSED TIME CLOCK.

14.) GYRO FLUXGATE CAGING SWITCH.

31.) ENGINE GAGE.

15.) ELECTRICAL CONTROL CONSOLE.

32.) WING TANK QUANTITY INDICATOR.

16.) IFF CONTROL PANEL.

33.) FREE AIR TEMPERATURE INDICATOR.

32

-

T I PILOT1S

1 2 3 4 5 6

CONSOLE LEFT SIDE (AIRPLANES 22257-22296 AND 22298-22355)]

Instrument Light ANI APS-4 Radar Control Box Arresting Hook Control Propeller Selector Switch Carburetor Air Control Propeller Circuit Breaker Reset Button 7 Wing Flap Control 8 Mixture Control 9 Throttle (With Push-button Microphone Switch on AM-I) (With "ICS-OFF-RAD" Three Position Switch on AM-IQ) 10 Propeller Governor Control 11 Water Injection Priming Switch

12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27

Gun Camera Switch Battery Switch Light Voltammeter Generator Field Switch Ventilator Switch and Instrument Panel Ignition and Selector Switch Compass Control Switch (G-2 System) Landing Gear Control Release Arm Generator Warning Light Landing Gear Control Oil Cooler Flap Switch \X'heel and Flap Position Indicator Cowl Flaps Switch Test Jacks

33

28 29

Auxiliary Fuel Pump Switch Emergency Manual Landing Gear Control Lock Release 30 Fuel Tank Selector 31 Droppable Fuel Tanks Selector 32 Emergency Bomb Release 33 . Friction Adjustment Control 34 Elevator Tab Control 35 Rudder and Aileron Tab Controls 36 Dive Brakes Control 37 Hydraulic Pressure Gage 38 Hydraulic By-Pass Valve 39 Emergency Landing Gear Release 41 Wing Folding Control 40 ·Wing Hinge Pin Lock Control 42 Tail Wheel Lock Control 43 Camera Door Control Switches

.. t:'&'

-r-

""C

o

~

en

o

o z

en

or-

m r-

m

:!1

-cen

-»m ::JJ ""C

r-

» z

w

~

m

en N N N CO

-....I

»Z C

~

2

3 4

5

Wing Hinge Safety Lock Wing Folding Control Light Tail Wheel Lock Control ANI APS-4 Radar Control Box

6 7 8 9 10

Carburetor Air Control Arresting Hook Control Throttle Propeller Control Propeller Selector Switch (Airplane 22297 Only)

Figure 1- J4_.

11

12 13 14

Propeller Circuit Breaker (Airplane 22297 Only) Auxiliary Fuel Pump Switch Fuel Tank Selector Droppable Fuel Tank Selector

15 16 17 18 19 20

Friction Adjust- ment Control Emergency Bomb Release Mixture Control Wing Flap Control Elevator Tab Control Seat Control

Pilot's Cockpit-Left Side (Airplanes No. 22297 and 122388 and Thereafter}

21 22 23 24

25

Dive Brake Control Aileron Tab Control Rudder Tab Control Emergency Landing Gear Release Pilot's Seat

N N

W

(X) (X)

»z c

»

"m-4

::JJ

~

CD

@

w

Ul

Figure 1-8.

,~

Pilot's Main Instrument Panel (Airplanes No. 22297 and 122388 and Thereafter)

~

"\-

".

f~

--'~

--I

PILOT'S

I

@ 1 2

3 4 5

6 7 8

9 10 11

COCKPIT

I

I

® 12

13 14 15 16 17 18 19

LEGEND FOR PILOT'S INSTRUMENT PANEL:

1.) 2.) 3.) 4.) 5.) 6.) 7.) 8.) 9.) 10.) 11.)

I

@ @

Landing Gear Control Lever Master Armament Switch Sight Rheostat and Switch . Gun Charging Switch Outer Panel Station Intervalometer Arming Switch Interval Selector Switch Release Method Selector Switch Inner Panel Station Intervalometer Inner 'Panel Station Selector Switches Main Instrument Panel (See figures 1-6 and 1-8)

12.) 13.) 14.) 15.)

Check-off list. Gyro Attitude or Horizon Indicator. Rate of Climb Indicator. Radar Scope. ANIASG 1 OA Indicator Light. Light. AN/ASG10A Altimeter Unit. Free Air Temperature Indicator. Elapsed Time Clock. Main Fuel Tank Quantity Indicator (AM-1). Turn and Bank Indicator.

16.) 17.) 18.) 19.) 20.) 21.) 22.) 23.)

24.) 25.)

36

PEDESTAL

I

@@

Accelerometer (Airplanes No.. 22297 and 122388 and thereafter) Auxiliary Instrument Panel (See figures 1-7 and 1-9) Rudder Pedal' Control Stick (See figure 5-1) ANIASG-IOA Bomb Director Control Unit Accelerometer (Airplanes No. 22257 through 22296 and 22298 through 22355) Bomb Ejector Test Switch and Light Engine Switch Panel (See figures 1-10 and 1-11)

Wing Fuel tank Quantity Dual Indicator. G-2 Compass Switch. Engine Gage Unit. Master Compass Indicator. Cylinder Head Temperature Indicator. Altimeter. Wheel and Flap Position Indicator. Manifold Pressure Gage. Cowl Flap Position Indicator. Tachometer Indicator. Altitude Limit Indicator Light. AN/APN-1 Altitude indicator. Airspeed Indicator. Mark I Sight.

1 -"tJ

r-

o-I en o

oz en or-

m

-C>

:xJ

:x -I

-cen

-»m

:xJ "tJ

r-

~

» z

m en

I\) I\) I\) (0

.......

1 2

3 4

5 6 7 8

9 10 11 12

Radio Power Switch Starter Switch Primer Switch Oil Dilution Switch Pitot Heater Switch Approach light Switch light Switches Cockpit light Swisch Instrument light Switch HF Control Panel Oxygen Regu!ator VHF Control Panel

Figure J - J5.

t

"

\:>

13 14 15 16 17 18 19 20 21

» z c ....

'Mixer Control Panel ANI ARR-2A Control Panel ANIARC-5 Control Panel Altitude limit Switch IFF Control Panel Pilot's Seat Hydraulic Emergency Hand Pump Circuit Breaker Panel (See figure 1-20) ANIAPS-4 Amplifier

I\) I\) (,.)

CD CD

» z c

» ~

Pilot's Cockpit-Right Side (Airplanes No. 22297 and J 22388 and ThereafterJ

\.

'

- ...,-

m :xJ

f

~~

AM-1Q LEFT SIDE COUNTERMEASURE OPERATOR'S COMPARTMENT AS VIEWED THROUGH THE FUSELAGE ENTRY DOOR

-.

;a .• ~-_._-

1 2

3 4 5

6

"7.

RCM Power Junction Box Power Control Box Window Dispenser Impact Switch Map Case ANI APS-4 Dust Cap Stowage

II 9 10 11

38

Countermeasure Operator's Seat Relief Tube ANI APX-2 Control Unit Interphone Control Box Headset Hook

-IFORWARD VIEW OF THE COUNTERMEASURE OPERATOR'S COMPARTMENTI

CD

14 1

2

3 4 5

6 7 8

9

Test Meter Eight Day Clock Altimeter Panoramic Adapter AN/ARC-2 Transmitter-Receiver AN/APR-l Receiver AN/ARC-5 Receiver AM·40/AIC Interphone Amplifier

10 11

12 13 14 15

39

AN/ASG-lO Computer AN/APR-l Tuning Unit AN/ APR-l Tuning Unit AN/ARC-l Transmitter-Receiver Wave Trap In-Out Switch ReM Power Junction Box AN/AP A-ll Pulse Analizer

FORWARD COUNTERMEASURE OPERATOR'S COMPARTMENT LOOKING THROUGH THE FUSELAGE DOOR

-.

40

MAIN

GEAR

DETAILS BEST lAS APPROACH

GROSS WEIGHT LB.

POWER OFF POWER ON MPH

US

MPH

US

117

101

98

85

I. WHEEL -NONor"'.'OLE 21000

2.DOOR-HALF FORK

LANDING DISTANCE

3. STRUT -NON.('''.'Sl(

FEET

HARD DRY SURFACE LE VEL

AT SEA GROOND ROLL 1618

AT 6000 FEET

GROUND ROLL

TO CLEAR 50' OBJ.

GROUNO ROLL

TO CLEAR 50' OBJ.

3047

1767

3307

1932

3569

. ,

AT 3000 FEET

TO CLEA~ SO' OBJ.

FIRM DRY SOD

AT SEA LEVEL

AT 3000 FEET

AT 6000 FEET

GROUND ROLL

TO CLEAR 50' OBJ.

GROUND TO CLEAR ROLL 50' OBJ.

GROUN D TO CLEAR ROLL 50' OBJ.

1868

3297

2043

2236

3583

3873

WET OR SLIPPERY ATSEA LEV~L GROUND -TO CLEAR ROLL 50' OBJ. 5155

6684

------ -AT 6000 FEET

AT 3000 FE~T GROUND ROLL

TO CLEAR 50' OBJ.

GROUM r ROLL

TO CLEAR 50' OBJ.

5630

7170

6160

7797

The Mauler's main gear was designed to retract backwards after rotating 90 degrees and was offset or notched to clear the wing's main spar.

41

TAIL WHEEL AND TAIL HOOK DETAILS INDEX FOR TAil ALIGHTING GEAR

I.

AEROL SHOCK STRUT

2. WHEEL

3.

-OOOREPA"ABLE

':HONAEP.&IAAeLE

HOUSING AS SE ,,4.

- O""'EPA"ABLE

2

4

INDEX FOR ARRESTING HOOK

J

42

MODEL XBTM-I

THE GLENN L. MARTIN CO. BALTIMORE t MARYLAND

1--------

50~-01(600")- - - - - - - - 1

23'- 4.75" (280.75")

--

FOLDED SPAN

..

, I

4' ~:: ..

43

STANDARD AIRCRAFT CHARACTERISTICS WEIGHTS

WING AREA •••••••••••496 sq.rt. SPAN •••••••••••••••••••• 50'-1· LENGTH •••••••••••••••••• 41'-3· HEIGlIT ••••••••••••••••• 11'-10· TREAD ••••••••••••••••••• 14'-4· PROP.CLF.AR •••••••••••••••••• 7" U.A.C ••••••••••••••••••• '1'-11"

Loadings Lbs. L.F. clIFTY. ••••.• 15100 .•••••.••••• BASIC•••••.• 15830 .•••••..•••• DESIGN•••••• 19450.••••••• 7.50 cmmAT..•••. 20083••••.... 7.25 MAX. T.0 ..... 25000••••••• 1'5.8

ORDNANCE

NO. & ~OLrL .••. ; •• (1)R-4360-4W

T.O. MIL. NOHM.

IOILJ CAPACITY(GALS) ••••••••••••• 36 SPEC AN-O-B GRADE ••••••••••••••• II00-l120

"'orp.

Alt. S.l.. 1500' 13500' 5000' 14500'

AM-1Q

ELECTRONICS

ELECTRONICS Range Rec ••••••••• R-23A/ARC-5 HF Co~n •••••••••••••• AN/ARC-2 VHF Homing •••••••••• AN/ARR-2A VHF Comm •••••••••• ~.AN/ARC-lA Alti~eter•••••••••••• AN/APN-l Search Radar AN/APS-4 IFF AN/APX-2 Search P~c ••••••••••• AN/APR-l Pulse Analy ••••••••• AN/APA-ll Pan.Adapt ••••••••••• AN/APA-38

PERFORMANCE SUMMARY

o

(1) ATTACK 1-2000# Bomb AN/APS-4

,_ ::-0 = m 8 Q =-8- L8 t= ex>

o

::x::: 0 -

a..ex>

ue Boros

e..-gr-I-(/) 0

~ 8- =-8~ 0:: r-:: w 0:: 00 =- 0 (/) 0 - :=-8 (/)

ww

;::IOW

~o r:: I """ 0 - r::-..:::; := 0;;:: 10 :=-0":::; W FV-l

~8- ~ ex ~oo ~o­

I-V ex 1-0

(/) 0 fC)

o

~

FfC)1-

1=

:::>

r8~

=~,

(\J

It.

Vllorr/f'o"er Loadinl'" (Allt1:/1:(1. ft .lts/ 8tall Soe~--Fower off Stall Sneed--Fower off - No Fuel Stall Sneed--Fower on l.4av;.."m 'I>' kn ,1ft ft ake-off istance deck -- calr. ft Take-off Listance deck ')~ kll. lake-off Lislance Airnort ft fUmin Rate of cli~b -- sea leiel B ft Service Ceilinu B Time-l0-climh -'nonn ft B min Time-to-climl: ?nooo f rA min COlllbat IhOne'" IV a" ,eM'" ft . " mi Ikn COmbat Radius/V av fl. n mi/kn lA 'ING CONlJITION GROSS WEIGHT ~uine

271 16000

RO

7Q

8S 268 16000

R/..

109

I,O~

~20

18/,0 26800

?,

00

.q

"?

'1"1-

6O/17S '~'

2 COMBAT lts 20166

Mov

Dower

COUBAT

Mov

Fuel Aolllbs!Ianks 271,.

kn

Q

o

?on()

?()()()

lb. tlh 1.L7/1n.l kn R~ kn 7P. kn 81. S

o

o

(3) ATTACK 1-2000# Bomb 2X150 Gal:~

lAKE-OFF WEIGHl

:...

:...

3

COmbat sneedl'Alt. Rate of climb SL ceiling for 500 fom RIC Ttllle-tc-climb/Al t.

28Q/l0S00 284/15000 3110 25300

kn kn/ft

ft Imin ft min/ft

I

NOTES

1011l0S00 293115000 3130 25630

200/16000 2200 2s670

I

rA) Ilf~ at MaXimum Critical Altitude (R) Nonal ~F Performance is based on

LOCATION WING, SEAL DROP

IOILJ

SPEC. N-7039-C

m

2

CAPACITY(GALS)······· •••••• 36 SYEC •••• ~ •••••••••••••• All-0-8 GRJ,DF. .•.••••••••••• J.I00-1120

Range Rec ••••••••• R-23A/ARC-5 HF Comm •••••••••.•••• AN/ARC-2 VHF Homing •••••••••• AN/ARR-2A VHF COIl''''' •••••••••••• AN/ARC-lA Altimeter •••••••••••• AN/APN_l Search Radnr ••••••••• AN/APS-4 IFF AN/APX-2

D.E. €;

NO. TANKS

FUEL GRADE •••• 115/145 FUEL SPEC ••••• AN-F-48

AM-l

Type Bomb !BO"b line ,line

IRATINGsl Rpm 2100 2700 2100 2550 2550

FUEL AND OIL GAL. 360 450

NO.TAl'KS· LOCATION 2 I'iIJ:G,SEAL 1 FUSE, SEAL 3 DROP FuEL GIi.ADE •••• 115145 F1JEL SPEC •••• AN-F-48

Rds. 800

PROP.GEAR RATIO •••••••••• 0.42~ PROP. !,IFG ••..•••••••••• Curtiss PROP.~ES.NO••••••••• 830-2C4-6 NO.BL.1DIA .•••••••••• 4/14'-8"

@

360 150 450

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46

ATTACK SQUADRON SEVENTEEN ALFA (VA-17A) AND ATTACK SQUADRON ONE SEVEN FOUR (VA-174), liTHE BATTERING RAMS"

VA-17A AM-1 passes over Newport R. I. at 5,000 ft. on 3-22-48. The CO's name, LCDR H. Wood Jr., is under the canopy. (National Archives)

The first squadron to receive the AM-1 was attack squadron VA-17A from CVG-17. Based at NAS Quonset Point and commanded by LCDR H. Wood Jr. USN, the squadron was flying the Curtiss SB2C Helldiver when it received its first AM-1 on 5 March 1948. By 1 April the nineteenth AM-1 had been received and when, on 5 April the last SB2C was transferred out of the squadron, VA-17A was then completely equipped with the Mauler. The Air Group identifier letter for CVG-17 was "R" and seems to have presented a dilemma as to where it should be located on the AM-1. Photographs taken in the period before its location was finally determined show no Air Group identifier letter on

VA-17 A's AM-1 s. Eventually the rudder, instead of the vertical stabilizer, was used as the surface to carry the Air Group letter. Perhaps this change in normal marking practice was due to the fact that the rudder had a greater area than the normally marked vertical stabilizer. VA-17A's aircraft are identified by fuselage side numbers that are in the block of 301 to 320. On 11 August 1948, VA-17 A was redesignated VA-174 and the fuselage side numbers were changed to the 401 to 420 block to conform to the existing directives. After the AM-1 had been modified to pass the carrier suitability trials, CarQuals were undertaken aboard the

47

USS Kearsarge (CV-33) on 27 and 28 December 1948. VA-17 4's Commanding Officer, LCDR R. W. Farkas USN, is credited with making the first fleet carrier landing in the the AM-1 type aircraft. Among the total of 150 landings made during this two day period, there were several landing accidents. The next deployment took place aboard the USS Leyte (CV-32) from 8 to 21 January 1949. This cruise completed the pilot's day CarQuals and included a call at Guantanamo Bay. Below and at right, eight VA-17A AM-1s are seen in formation, six of which have the "R" tail code of CVG-17. This formation included ship 301, 302, 307, 311, 313, 314, and 319. (via Lawson)

VA-174's squadron historian recorded, "On this cruise it was definitely established by trial and error (mostly error), that the AM-1 must be exactly "lined up" with the deck and must be brought in low and slow -- otherwise a landing variable from a normal carrier landing will result." Three landing accidents occurred among the 143

landings recorded on this cruise. While at "Gitmo", orders were received for the Leyte to join with the carrier Kearsarge, battleship Missouri, cruisers Fargo, Portsmouth, Huntington, Juneau, six destroyers and other craft to form a search armada. The object of the search was a Bri~ish

48

South American Airways Tudor craft that had disappeared on a 1 from Bermuda to Jamaica. The M of VA-174 took part in i unsuccessful search. After returning to NAS Quo Point, VA-174 along with the c sq uadrons of CVG-17, transferre

...-

I I

I

VA-174 CARQUALS

j

At left top, VA-174 AM-1s with new 401 through 420 side codes prepare for weapons operations on 8-13-48: Bottom left, VA-174 AM-1 403/R deck launches from the USS Kearsarge on 12-27-48. The red pennant with the black dot on the engine cowl is a bombing pennant. Above, 408/R launches from CV-33 on 12-27-48. At right, 402/R deck launches from the Kearsarge. Below, AM-1 22300 at the moment of catching the wire on CV-33 on 12-27-48. (all photos National Arch~ves)

1

50

VA-174 AM-1 22300 floats to a landing on the USS Kearsarge on 12-27-48. Prop spinners for VA-17A and VA-174 appear to have been white. (via Bob Kowalski)

NAAS Cecil Field, Florida. Normal routine was carried out until the next cruise which had the AM-1 s operating from the USS Midway (CVB-42), the carrier that conducted the remainder of all Mauler carrier operations. This

VA-174 AM-1s aboard the USS Leyte (CV-32) in January 1949. (National Archives)

Midway cruise left Norfolk on 19 March 1949 for two weeks with a call at Coco Solo, Canal Zone. The extra length of Midway's flight deck was a happy home for the Mauler pilots as the historian describes the cruise as, "On this cruise the lessons we had previously learned paid high dividends. We were completely free from accidents and by virtue of having an excellent Landing Signal Officer, LTJG Jermone O. Hovland, we averaged number two and one quarter wire. The AM-1 was definitely a CVB aircraft." Upon returning to NAAS Cecil

51

Field, VA-174 began transferring their AM-1 s to VA-44 and VA-45 for factory fresh AD-3s. Once again VA-174 had a new airplane although the Skyraider had been previously evaluated. The squadron was decommissioned on 25 January 1950.

Page 52: Top, VA-174 AM-1 409/R taxiing out, note the natural metal main wheel hubs. (Roger Besecker) Middle, VA-174 AM-1 22299 at NAS Grosse Isle on 7-30-49. (Balogh via Menard) Bottom, VA-174 AM-1 22303 in 1948 with ENS M. H. Hand painted below the canopy. (via Larkins)

...>

ATTACK SQUADRON FORTY - FOUR (VA-44) "GREEN KNIGHTS" AND ATTACK SQUADRON FORTY - FIVE (VA-45) "BLACK KNIGHTS" CVG-4

Under CVG-4's previous designation of CVBG-3, VA-44 ("Green Knights") was VA-3B, while VA-45 ("Black Knights") was VA-4B. As such, they were the first operational Atlantic Fleet squadrons to fly the Douglas AD-1 Skyraider. After completing a Mediterranean cruise aboard the USS Franklin D. Roosevelt (CVB-42) in January 1949, CVG-4 transferred its home base in February from NAS Norfolk to NAS Jacksonville, where VA-44 and VA-45 started VA-44 AM-1 deck launches from the Midway. (USN via Bob Lawson)

the transition to the Martin AM-1 in March. At that time VA-45 was commanded by RADM Swanson (then a Commander) and, after a short but intensive period of familiarization and FCLP (Field Carrier Landing Practice) with their AM-1s, embarked along with VA-44 aboard the USS Midway (CVB-41) on 2 to 7 May for CarQuals. VA-45 completed their CarQuals without an accident, being, in fact, the only Mauler squadron to accomplish that. This accidentfree CarQual cruise was accomplished in spite of the AM's trait of, as RADM Swanson recalls: "bouncing on landing unless the approach and landing was, in all respects, 'normal'." (remember RADM Stone's previous statement about the ultimate conclusion to a "bounce" in a carrierlanding) CApT Russell and CDR Tilghman both attributed the accidentfree CarQual cruise to the high training standards and flight discipline imposed by RADM Swanson as CO. CDR Tilghman remembers the AM-1 as being a heavy-handling aircraft that required constant work to maintain position during formation flight. This point is further borne out by the mid-air collision that took place during a VA-45 formation flight (with fatal results to both pilots) and by the final report of the Service Acceptance

Trials of April 1950. During the short span of time that VA-45 flew the AM-1, he also remembers that among the mechanical problems that plagued the squadron were hydraulic leaks, control problems with the Curtiss electric propeller and of the APC "sticking". This insidious failure was the "sticking" of the APC (Automatic Pressure regulator of the Carburetor) at some fixed MAP (Manifold Absolute Pressure). If this occurred during "cruise" the pilot would be forced to make his landing approach with a higher-than-normal power setting (with a resultant higher-than-normal airspeed) and to use the mixture control to "cut" the engine once the landing was assured. This APC "sticking" was a highlight of CAPT Russell's first flight in a Mauler. As he recalls, "fortunately, the landing was accomplished at NAS Jax and cutting the mixture allowed a normal poweroff landing." This failure was bad enough when landing ashore, but definitely dangerous when coming aboard ship. VA-45 did suffer one accident contributed to by APC "sticking" while other AM squadrons were also victimized by similar APC failures. RADM Swanson and CDR Tilghman both state that the AM-1 was a very good dive-bombing platform, being very stable in the dive. This stability was contributed to by the

..

53

VA-45 AM-1 122418 in flight with medium blue spinner and tail stripe above the "F" tail code. VA-44 aircraft were similarly marked in red. (via Russell)

unique "finger" type dive brake, which though improved, did not offer enough of an improvement over that of their previously flown ADs to warrant any change in squadron tactics. CAPT Russell's comments include the 'tail-shedding' incident involving BuNo 22279 that was described on page seven. "Obviously the empennage was successfully reattached since my log book shows that it was part of VA-45's stable of aircraft. Also on page seven, the catapult bridle situation perhaps accounts for my having received rio cat shots in the AM. I'm not sure any of our people did. Midway personnel

probably didn't want to mess with it unless absolutely necessary." His conclusion becomes philosophical as he covers both the intellectual aspect of the Mauler as a weapons delivery system and the emotional aspect of piloting an aircraft. "In summary I consider the AM-1 as an interim period in my dive bombing career (SB2C, AD, AM, AD). I couldn't understand why we should have the AD-1, in which we were eminently proficient - - - - replaced by the Mauler when they were so comparable - - - - after flying the AM my doubts as to the wisdom of such a switch were confirmed. I agree with most of the negative observations of other pilots who contributed to this book; nowhere .do I see the comment that it was a real pleasure to fly. With that I agree also. But, what . the heck - - when you are assigned only one type of aircraft and it's the only means by which you can become

54

airborne, you have to develop a degree of fondness for it, hydraulic leaks and all - - it's yours! Thus the relatively affectionate nickname "ABLE MABEL". On the other hand, with the AD (ABLE DOG, SPAD, etc.) it was a love affair!" RADM Swanson states, that as Commanding Officer of VA-45, he recommended strongly against the AM-1 and expressed his dissatisfaction with the aircraft to COMAIRLANT. (One of his pilots recalled that RADM Swanson's pet name for the AM-1 was "AWFUL MONSTER".) After a 1 to 9 September deployment VA-45 AM-1 in flight minus the spinner and with the squadron insignia displayed on the nose. Note location of . the medium blue tail stripe and the white APS-4. (via Wallace Russell)

VA-45 OPERATIONS ABOARD THE USS MIDWAY (CVB-41) aboard the USS Midway (CVB-41), VA-44 and VA-45 started replacing their AMs with AD-1 s in mid - October. The pace of this changeover can be shown by the AD CarQual cruise taking place aboard the USS Saipan (CVL-48) within a month's time (14 and 15 November). VA-45's historical report states that, "despite the fact that this Squadron had AD-1 and AD-4 aircraft (the AD-4s being borrowed from VA-135 for the changeover) to maintain in addition to readying remaining AM-1 aircraft for transfer, availability was markedly higher than when the Squadron was equipped with AM-1s."

At left and below, VA-45 AM-1s 510 "F", 514 "F", and 519 "F" deck launch past the island in May 1949. Note location of wing codes. (Wallace Russell)

Below, VA-45 AM-1 22313 being refueled. Photo offers good view of the wing fold and under wing detail. This aircraft does not have its cannons installed. Note how engine exhaust stains continue back to the tail wheel. (E. Galbraith via Menard)

55

I ATTACK

SQUADRONS EIGHTY - FOUR (VA-84) AND EIGHTY - FIVE (VA-8S)] The VA-84 insignia at left emphasizes the primary mission of a carrier attack squadron, as depicted by four basic weapons shown on the playing cards behind the plane. The "boxer's att.itude" of the airplane itself depicts tl:le fighting spirit so necessary for the success of the mission. The four ace cards depict the weapons as follows: torpedo, bomb, rocket and guns. Colors: aircraft - - dark blue with green prop hub, tip of tail and boxing gloves. Mouth, flame, stars on gloves are red. Eye, lips,palm of gloves are yellow. Cards - - white with red, black, red, black letter "A"s. Torpedo and bombs are red and yellow. Rockets have red tail and warhead with white motor. Guns are black and white with red ammunition. Light blue cloud.

Carrier Air Group Eight was established at NAAS Oceana, Va., on 15 September 1948 in response to the heightening tensions in the "Cold War" caused by the Russian land blockade of Berlin. Composed primarily of newly-designated Naval Aviators and reserve pilots who volunteered for active duty, the attack squadrons were commanded by LCDRs R. P. Kline (VA-84) and F. B. Stone (VA-85). In November, after the Naval Air Advanced Training Command had moved from NAS Jacksonville to NAS Corpus Christi, CVG-8 transferred into the recently vacated spaces at Jacksonville. Until the first AMs arrived on 30 November, VA-84 and VA-85 pilots had been flying borrowed TBMs, SNJs, and an F6F for the purpose of maintaining their proficiency. By 17 January 1949, both squadrons had received their full complement of 20 AMs and 2 SNJs (for instrument training). Included in VA-84's complement was the AM-1 Q assigned to CDR R. H. Burns, CAG-8. The initial reaction of the pilots to the AM-1 was that "the plane looked huge, especially the prop and spinner, but once behind the stick, 'in the blue', we lost our awe and handled the 'monster' like an F6F or F4U". The routine flying of fam-hops, formation, tactics, instruments and night-flying changed on 19 January when both squadrons, along with the

F4Us of CVG-8's fighter squadrons, sent contingents of planes to NAS Norfolk. For one VA-84 pilot it must have been a harrowing flight as he experienced an intermittent engine roughness along the way. After he made an emergency landing at NAS Norfolk, it was discovered that thirtytwo of his engine's spark plugs were not firing. The next day, 20 January, CVG-8 participated in the Presidential Inauguration ceremonies for President Harry S. Truman by conducting an Air Group flyover of Washington, D. C. On the 21 st, the return flight to NAS Jacksonville encountered inclement weather that forced a diversion to Pope Air Force Base, where they RON'd (remained over night) for the next 3 days. A good time must have been had by all as the VA-85 squadron historian reports, " the hospitality of the Air Force hosts was most gratifying to the Navy pilots and interservice goodwill reached a high pitch - - - - Since that time, a number of Air Force pilots from Pope AFB have accepted the Navy's reciprocal invitation to visit NAS Jacksonville, and partake of Navy wine and song with their new friends." LCDR Boyer was an Aviation Midshipman when he joined VA-84 in September 1948. He recalls that for the first months the squadron's AMs had no side numbers and no Air Group identifier letter. In the spring of 1949 the letter "E" was assigned to CVG-8 as their identifier. The side numbers of the aircraft followed the

56

normal practice, ie., VA-84's aircraft were numbered in the 401 series, while VA-85's were numbered in the 501 series. However, the squadron color assignments in CVG-8 differed from OPNAV directives. CAG-8 used the first squadron's color, red for his aircraft, which included the AM-1 Q and his two F4U-5s. The resulting reassignment of squadron colors had VA-84, the fourth squadron, using the color green which was normally assigned to the fifth squadron. VA-85 similarly used the sixth squadron's color, black with a white outline. These colors were applied to the spinner and in a thin line at the top of the vertical fin and rudder of the respective squadron's aircraft. The first of the "122" series, also known as "square-bladers", was accepted as a replacement aircraft by VA-84 on 7 April. The Hamilton Standard propeller of this block of aircraft did eliminate the control problems associated with the Curtiss propeller. CAPT Callaway, who was a LTJG with VA-84 at the time, tells of a mechanical problem with the breaking of the landing gear linkage that was peculiar to the AM-1. "We had quite a rash of pilots taking off, retracting the gear uneventfully but, when dropping the gear for landing, the port (I beIieve) main gear would extend but the wheel would not align normally. The wheel would be ninety degrees out of line, and did cause several intentional wheels-up landings. Our skipper fi-

Above and below, VA-84 AM-1 122398 in flight with rocket rails and green spinner and fin tip. (Phil Hambsch via Bob Lawson and Bob Kowalski)

nally ordered one of our pilots who was experiencing this malfunction to land with the gear down. The wheel aligned itself on touchdown and there was no problem. The AM's landing gear retracted aft with the main gear rotating ninety degrees in the process. The wheels were big and heavy, and the resultant gyroscopic precession forces during the retraction cycle were strong enough to cause the turning knuckle to fail. The simple solution was to apply the brakes before raising the gear." The landing gear was the culprit in the bouncing trait of the AM in the opinion of LCDR Boyer. He describes

the landing gear as being "like the F8F's without metered shock absorbing qualities." This differed from the AD's landing gear's shock absorbing qualities which normally precluded a bounce. Describing some of the other flying characteristics of the AM, LCDR Boyer remembers the Mauler's attitude during fast cruise as, "being very nose down. It felt as if you were standing on the rudder pedals and leaning forward." The thick airfoil of the wing lent itself to pulling vapor trails during high angle of attack maneuvers such as dive bombing pull-ups and carrier passes. CarQuals were conducted aboard the Midway, off Mayport on 3 to 6 May 1949. The results of this CarQual cruise were similar to those mentioned earlier with 10 barrier crashes being recorded in the, squadron histories. Perhaps VA-85s historian says

57

it best, "The plane soon demonstrated a marked affinity for the barrier; any landing that was slightly wheels first resulted in a bounce, and a bounce could be counted on for a barrier. The reaction to this was a tendency to hold-off. Holding-off usually resulted in a late wire - - - - it could not be stated that a happy medium in landing technique was achieved." As if this tendency to bounce wasn't enough for the carrier pilot to contend with, the sticking of the manifold pressure regulator added to the difficulty. CAPT Callaway recalls; "I was making a (;arrier pass and was waved-off, as I flew by the ship, I could see my section leader's plane (LT Frank Davey) on its back in the barriers. That big engine was torn off and lying forward of him in the pack that had been recovered. L T Davey said that everything had been normal until he got the cut, and then tried to land with

VA-84 AM-1 4151"E" took the barrier on the USS Midway in May 1949 and had to be picked up by the crane and set on the catapult for lowering into the hangar bay for repairs. (Wallace Russell)

30" of manifold pressure. His main gear caught the barriers, flipping him over. Fortunately, there was no fire and LT Davey was uninjured. CAPT Callaway's vivid recollections include: "After landing aboard, raising the flaps or folding the wings tended to rob the brake system of pressure making the Mauler an awfully dangerous airplane to be around as it cleared the barriers. The flaps had to be retracted before you could fold the wings, which made for a slow recovery. After disengaging from the arresting wire, you had to hurry across the barriers, stop, retract the flaps (which were not too speedy in coming up, taking 12 seconds), then

fold the wings before you could resume taxiing forward. Another pet peeve was the wingfold operating mechanism. It was located way aft on the port console. You had to reach far back with your left hand, pull a small knob inboard with your thumb, then pull the wingfold lever forward with your fingers. Martin thoughtfully placed a brace from the back of the seat in the absolute optimum position to bang the funny bone of the left elbow. Debriefings after a carrier recovery were held with a bunch of pilots more interested in massaging the elbow and wincing than in anything else."

were aboard the Midway when she sailed from Norfolk on a two week reserve cruise that included a Fourth of July Liberty call at Boston. After sailing from Boston, flight operations included a launch that, "caused some grey hairs on the heads of responsible persons. Launched in poor weather, the recovery took place in a squall line whose accompanying rain had lowered the ceiling. to 100 feet. If that in itself wasn't "hairy" enough, the Kearsarge was dead ahead of the Midway. VA-8S did complete this cruise without any deck crashes and further reported that aircraft availability was outstanding."

On 27 June, VA-84 and VA-8S

The success of the Berlin Airlift

Below, another VA-84 AM-1 after hitting the barrier. (Wallace Russell) At right, CVG-8 cartoon with AM-1 painted up with three VA-84 modex: 402, 415 (as seen above), and 416. (v1a Phil Hambsch)

58

VA-a5 AM-1 took the barrier in May 1949 on the Midway. Prop spinner and fin tip are white-black-white. See drawing below for details. V A-a5 had ten barrier crashes during this cruise. (Wallace Russel)

(Operation Vittles), forced the Russians to lift their blockade. The ensuing "business-as-usual" attitude amongst our civilian leaders led to Defense Secretary Louis Johnson's proposal to cut the number of carrier air groups within the Navy. This period of history is the infamous, "Louis Johnson Era", and sets the mood for the remainder of CVG-8's history with the AM. The regulars were being transferred out, a large number of them going to CVG-4, while the reserves were being joined by transferees from other air groups to await the end of their duty tours. Bravo funds for flying were scarce and among the tactics used to circumvent this shortage was the one used by Rip Kline, the skipper of VA-84. After receiving the Bravo fund allocation, enough would be reserved to allow each pilot four hours of flight time in the last two months of the quarter.

The remainder would then be used by flying as much as possible in the first month. As the fund grew low, applications for an increase in the Bravo fund would be made. The flying for September is an example of trying to put the better part of a month's training into one flight. For this flight both attack squadrons of CVG-8 participated in a pre-dawn group grope that launched early enough to allow two hours of .night flying before sunrise. Arrival at the chocks was exactly four hours after take-off. With this reduction in flying, drills became the order of the day. CAPT Callaway recalls a re-arming drill that included chalking out a carrier deck, complete with elevators, bomb elevators, and a ramp area with spotted aircraft. He further states, "we had the dummy bombs, ammo, etc. all set to start the drill and then the skipper decided that we weren't realistic enough because there would be no wind over the deck

and the ordinance-men could be careless in handling fairings, arming wires, etc. So we spotted one plane "forward" on the deck and were just about to turn it up to cause the "wind over the deck" when the skipper sent for the Material Officer to see if we could afford the run-up. There wasn't enough money, so we did the drill without the wind." In summation, VA-84 reported "the performance of the AM may be divided into two classes. Those pilots who have flown the AD are not pleased with the maneuverability of the plane, but will admit that it is a much steadier plane for bombing or rockets. The pilots who have never flown a bomber, or have had experience only with the SB2C or TBM can find no fault other than excessive weight. In conclusion let it be said that a brand new outfit, with considerable (numbers of) inexperienced personnel, we have not fared too badly in our operational accomplishments and in our ability to ready ourselves for combat. Carrier cruises and all phases of shore training have proved the ability of "Abel Mabel", and further cruises, (Louis Johnson willing) will prove the efficiency of the squadron as a fleet unit." However, there were no further cruises, and CVG-8 was disestablished on 29 November 1949. As a footnote to history and the shortsightedness of our civilian leaders, CVG-8 was reestablished less than a year and a half later in response to the Korean War.

VA-85 DETAILS

Prop spin ner and fin tip is white-black-white

59

I THE ELECTRIC AM-1 Q AND FLEET COMPOSITE SQUADRON FOUR, VC-4 I ator's station. Perhaps because of the small numbers of "Q"s produced, there was no change made in the pilot's fuel tank selector valve, which still indicated a main fuselage fuel tank. The obvious came to pass one night when one of our correspondents couldn't get the engine started. After a few moments, he remembered that he was in a "Q". He switched the fuel tank selector to a wing tank and proceeded to make a normal engine start. Another corollary to "Murphy's Law" had been established.

There was an ECM variant of the Mauler, the AM-1 Q, that was produced in small quantities. The total of 18 included BuNo. 22296, which served as an equipment prototype, and the last 11 of the initial contract (22345-22355), followed by 6 (122388-122393) from the finc;ll contract. The biggest change in the Mauler was the deletion of the fuselage fuel tank to make room for the ECM oper-

External differences between the "Q" and the straight AM-1 included the ECM operator's entrance door on the starboard side of the fuselage, two ECM antennas mounted on the underside of the fuselage, and a chaff dispensing window on the port side. The assignment of the "Q"s to fleet squadrons seems to have had no set pattern. As an example, VA-84 in addition to having CAG-8's AM-1 Q 22348, also had AM-1Q 22347 as part of their complement, while VA-85,

60

VA-44 and VA-45 had no AM-1 Qs as part of their complements. VC-4 at NAS Atlantic City had at least 8 AM-1 Qs attached based on the location and allowance records. During the AM-1 Q's tenure with VC-4, normal practice was for VC-4 to provide a detachment (usually 4 aircraft) to serve aboard each Atlantic Fleet carrier deployment. It is not known how many carrier deployments, if any, were made other than the one illustrated aboard the USS Kersarge (CV-33) on 27 April 1949 which could have just been for CarQuals. The last Mauler shown in inventory with a fleet squadron is an AM-1 Q of VC-4 being listed on duty as of 1 October 1950.

VC-4 AM-1Q 54/NA deck launches from the USS Kearsarge (CV-33) on 27 April 1949. The flaps are in the take-off position and on the inboard one you can see the cut-out for the retracted main gear tire. The fuselage dive flap is also lowered for take-off. (via Bob Lawson)

THE MARTIN MAULER IN RESERVE SERVICE The Maulers were transferred to the reserve squadrons after their release from service with the fleet squadrons in 1950. The AMs were assigned to the Naval Air Reserve

Training Units at the following Naval Air Stations: Atlanta, Columbus, Dallas, Glenview, Grosse Isle, and St. Louis. The AM-10s were all attached to NARTU Glenview, where they were

combined with the AM-1 s to bring the complement up to 15 aircraft. The Mauler remained with the reserves through 1953, after which they were replaced with the AD Skyraider.

NAS GROSSE ISLE, VA-733/ VA-734/ VA-735 At right, AM-1 132/1 fitted with yellow and red rockets. Below, two views of AM-1 22299 with white spinner. (Bowers via Larkins and Sullivan via Roos)

61

NAS SAINT LOUIS, VA-923/ VA-924/ VA-925/ VA-926 Hank Gastrich comments on flying the AM-1: "I flew the Mauler from October 1949 through June 1950 while I was a week-end warrior with VA-923. VA-923 was an attack squadron based at Lambert Field and while we did take the planes from St. Louis to Quonset Point, RI., for a two week "active duty" tour in which I perhaps flew 40 hours - - - maybe fifty counting XC - - - - I do not believe I picked up 110 more in six to eight months of week-end-only flying.

I only flew it - - - never built a box for it - - - so I can't give you most of the specs on it except to say it was BIGGG! Our tailhooks were removed because the AM-1 was a dud as a carrier plane. The frlass inertia of the plane itself would cause the tailhook to come off making it verrrry hard to stop. Most of my gray hairs come from an afternoon in the AM when just as I was pulling out of a dive I noticed the "wing un-locked" device (called a beer can) in view indicating the wings were unlocked. I flew back to Quonset Point very gingerly and was greeted by a few friends (seen below). The Martin rep said "it is impossible for the wings to come unlocked in flight." I asked him if it was possible for the wing un-locked device to show the wings unlocked if they weren't. He said he would check with Martin engineers and apparently they are still checking."

At left, St. Louis based VA-923 pilots examining a gunnery sleeve at NAS Quonset Pt. in July 1950. (via John Woods)

,

I

Below, VA-923s skipper takes a photo of Hank Gastrich after landing with the "wing un-locked" device indicating the wings were unlocked. Seven Waves provide moral support. (Hank Gastrich)

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Above, St. Louis AM-1 122417 with wings folded and a canvas cover installed over the cannon opening in the wing-root. All St. Louis AMs carried the standard reserve international orange fuselage stripe above and below the fuselage star and a red prop spinner forward of the blades, both of which rarely show on B&W photos. (ED Ambros via RODS) At left, ST. Louis AM-1 turns-up. (via Roos) Below, late in life the national insignia was moved forward and NAVY and ST. LOUIS were painted across the orange fuselage stripe as seen on AM-1 22311 in 1953. (via Larkins)

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NAS GLENVIEW, VA-724/ VA-725/ VA-726/ VA-727 CAPT Charlie Lomas (Ret.) comments on the AM-1/1Q: "I was an old SBD/SB2C World War Two driver/diver and I instructed in DB at NAS Jacksonville after a tour with VB-80 at WestPac. We moved to the F4U-4 to replace the SB2Cs with the same tactics but it was not as good as a dive bomber. I then went to a Glenview VA squadron where I flew numerous types of aircraft. FG-1 D (1949),F8F-1 (Nov.1949 - July 1951), FH-1 Phantom (July 1951), then horror of horrors back to the VA freighttrains again - - - the AM-1 /1 Q. What a surprise,

64

four separate magnetos to check and real heavy control forces. But when I took off, what outstanding performance! As I recall, it had a good rate of climb and good diving characteristics - - - heavy but mane,yverable - - - too heavy for existing carri~r decks. I flew the bird from September 1951 through November 1952. Top, AM-1Q 22351 in July 1950. Middle and bottom, VA line with AM-1 122434 in the foreground in March 1951. Note the international orange fuselage stripe that denotes a reserve unit. (Clay Jansson)

Above, Glenview AM-1 22334 in July 1950 sans tailhook as seen from behind. (Clay Jansson) At left, AM-1Q 22351 in 1952 when the national insignia and the fuselage side number were moved forward to make room for the words NAVY and GLENVIEW to be painted across the orange fuselage stripe. (Dave Menard) Below, four white nosed Maulers pass in formation. Note location of GLENVIEW and aircraft numbers under the wings. At its height the squadron had 10 AM-1Qs and 5 AM-1s were on hand. (Clay Jansson)

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NAS COLUMBUS, VA-691 I VA-692

NAS Columbus based yellow nosed AM-1s on 10 September 1952. Notice the two types of wing codes. (USN via Bob Lawson) r---------------.'--_'~-------_---

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f

Above, a yellow nosed NAS Columbus based AM-1 (132 / "C") equipped with the round tipped propeller that was found on the the early aircraft is seen in front of the North American hangar with the tail of AM-1 122398 in the foreground. The immense size of the Mauler can be gauged by comparing it with the man walking by it. (Roy Mills) At left, Columbus based AM-1 122398 (142/ "C") was equipped with the square bladed prop. (Roy Mills) Below, line of NAS Dallas based AM-1s with 122428 (139/ "0") in the foregrouncj. Note location of wing codes and the canvas covering of the wing folds. (Dave Ostrowski)

NAS DALLAS, VA-703/ VA-704/ VA-70S

---..- ------ 67

---------------_._-_.

NAS ATLANTA, VA-671/ VA-672/ VA-673/ VA-674

Atlanta based AM-1 22340 in flight sans tailhook in 1950. International orange fuselage stripe that denoted a reserve squadron can be seen above and below the national insignia. (B. J. Long)

Test pilot CDR B. J. Long, USNR (Ret), assesses the AM-1. "My first flight in the AM-1 was 22 April 1950 at NAS Atlanta, Georgia in Reserve Squadron VA-671. In the next four months I made 23 flights in the massive Mauler for a total of 40.8. hours. AM-1 aircraft assigned to Atlanta, and all Reserve bases had been on board only a few weeks prior to my arrival. I had the usual check-out procedures which were routine with any change of duty stations for Navy or Marine aviators. These included a flight physical, local check ride in an SNJ with a base training officer, written exams on the three squadron aircraft (AM-1, TBM, SNJ), plus· a special briefing on AM-1 operations and sub-systems. After the check ride in the SNJ, I flew the TBM and AM-1. From then on I could fly as much as I pleased. The training "doctrine" was to fly safely and as much as possible including cross country flights. In relating my impressions of the AM-1, its design features, and flying qualities and comparison with other aircraft, I am drawing on my total pilot experience in aircraft I flew before and after the Mauler. Before the AM-1, I had flown a variety of single piloted Navy operational piston engine aircraft, including OS2U and SC-1 floatplanes (also wheels), FM-2, F6F, F7F, F8F, and TBM as well as several multi-engine aircraft. After flying the AM-1, I flew the F6F, F7F, F8F, TBM, F4U, and AD-3, -4, -5 as well as additional multi-engine aircraft. I also flew and tested jet aircraft including

the F-80, T-33, F2H, F9F-2, -5, F9F-6, -7 and the FJ-3. From 1954 through 1957, I was Convair Project Engineering Test Pilot on the XF2Y-1 and YF2Y-1 SeaDart (see Naval Fighters number 23) and an Engineering Test Pilot on the USAF F-102A and TF-102A at Edwards AFB. While at the U. S. Navy Test Pilot School, I made a number of tests on the AD-3 and AD-4 Skyraider including a complete Navy Preliminary Evaluation on the AD-4. Cockpit access to the AM-1 was easy with the built-in foot and hand holds. The canopy 'was usually opened by the plane captain and was hydraulically actuated by external access or the pilots lever in the cockpit. One Atlanta plane captain was fatally injured when he inadvertently closed the canopy while leaning into the cockpit. Caution was the word for canopy operation. The cockpit was roomy, comfortable, and satisfactorily arranged with respect to visibility and access to all instrumentation, consoles, and controls. Visibility out of the aircraft was excellent during taxi or flight in spite of the big engine cowling in front of you. I never flew the AM-1 at night so I cannot assess cockpit lighting. The engine was easily started with an electrical cart even though it could be started with the aircraft battery. Operation was very smooth with the 28 cylinders and little power was required during taxi. The brakes were smooth and effective and proper "S" turning was used as required during taxi. I made my taxi with the

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pilot's seat in the full up position for additional visibility, then lowered it for take-off. Prior to take-off, I made my usual checks in addition to the regular check-list. This included idle mixture check by reducing the throttle to idle RPM, then slowly move the mixture lever to idle cut-off and observed R~M increase, insuring proper setting. The magneto check was right, left, and both at about 30 inches of manifold pressure. The individual seven "mags" on the 4360 engine were not checked, but could be done if necessary. Engine operation was tested on each fuel tank selector position and control trim tabs were all set especially insuring right rudder trim during take-off to counteract the left torque from the 3,000 BHP engine and big prop. And of course the tail wheel was locked as the aircraft was lined-up for take-off. As was usual I increased power to about 30 inches, released the brakes, then applied full power in a positive and single application. Directional control was positive and easy. The big Mauler's nose rose easily from the runway at flying speed and forward acceleration during take-off was impressive. With the short runways at NAS Atlanta, I retracted the landing gear immediately after lift-off because an abort would have been impossible on the runway. I closed the canopy after gear retraction and then made the first manifold and RPM reductions to climb power settings. During cruise flight, in stable air,

Atlanta based VA-671 pilots in April 1950. B. J. Long is in the center with the officer in the uniform being R. A. "Dick" Baekey, B. J.'s friend from his World War Two Aviation Cadet days. The squadron continued to wear World War Two clott) flying helmets and goggles while flying the Mauler. (B. J. Long)

ever made in the Mauler were nice, slow, and easy "barrel" or aileron rolls at cruise speeds. In addition, I would do an occasional split "S" maneuver when returning to base and descending from altitude or making a simulated vertical dive bombing run.

the AM-1 felt like a big locomotive on . rails. It was stable, smooth, responsive, and light on the controls for the size of the aircraft. The big 28-cylinder engine produced much less airframe vibration than other aircraft. It was indeed a gentle giant. The AM-1 cruised with equivalent manifold and RPM settings faster than the F6F and TBM but about the same as the AD aircraft. For cross country, I usually cruised at 180 to 190 knots indicated airspeed. At 10,000 feet that resulted in a true airspeed of 248 to 262 miles per hour. The Grumman TBM "Avenger" in

comparison flew like a truck, but a nice comfortable truck, with extremely heavy control forces. It was a great airplane for. its design mission in World War Two. The AD Skyraider in comparison to the AM-1 was more maneuverable, lighter and more responsive on the controls, less stable, had no stall warning, and more difficult to control during take-off and landing. The AD was a great aircraft and far superior for carrier and combat operations plus survivability. The only "acrobatic" maneuvers I

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The "finger" dive brakes were outstanding in their effectiveness and ease of pilot operation. At altitude I would roll inverted at reduced power, extending the brakes fully as I rolled into a vertical dive. Going straight down in this configuration I would not exceed 260 to 270 KIAS (knots indicated airspeed). This relatively slow descent permitted easy control for target alignment on a simulated bombing target. Another use I made of these very effective dive brakes was when returning to base. I would dive clean at about 300 KIAS, level off AM-1 22340 (127/ "B") taxis past AM-1 132/ "B", which is undergoing engine maintenance, and a row of TBMs. (B. J. Long)

----

Two views of AM-1 22340 in 1950. NAS Atlanta based Maulers had their tailhooks removed. Note location of the underwing codes and the natural metal main wheels. (8. J. Long)

at the landing pattern altitude and extend the brakes fully. My locked shoulder harness kept my head from hitting the gun sight with the very abrupt deceleration. Dive brake opening was controlled by the pilot's control lever on the left side of the cockpit. Any opening position could be used from closed to full open. Position changes were almost instantaneous. A really great aerodynamic stability and control feature of these brakes was the lack of any pitch control trim change at any brake position or airspeed. I was always impressed when I looked at the brakes during opening. The "fingers" split and moved aft on a parallelogram mechanism between the wing rear spar and the apex of the opening. A beautiful and complex design. The "finger" brakes stayed together to become long span landing

flaps resulting in short span ailerons. To provide additional lateral control at low airseeds including approach and landing, very large spoiler "boards" had been installed on the top inboard surfaces of the wings, near the fuselage and between the main spar and the leading edge of the flaps / dive brakes. These big spoilers looked like double door size for houses as they opened. The hinge point was near or on the main spar running spanwise. At low airspeeds, roll control was slow, smooth, and positive with the short span ailerons and spoilers but required considerable lateral movement of the pilot's control stick. This was not a problem, with no feeling of having inadequate lateral control. Technical reports indicated that the spoiler additions had eliminated adverse yaw experienced in test aircraft with only the short span ailerons for roll control at low airspeeds. The AM-1 had a very thick airfoil providing great lift. The wing tip design resulted in a unique display of wing tip "streamers". With the slightest atmospheric moisture, the wing tip would create long white con-

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-

---_.. - - - - - - - - -

densation streamers even with gentle or low speed turns. The streamers would increase with speed, increased "G's" in turns, and / or increased humidity. This characteristic made us appear as "hot pilots" at USAF bases. During a crosscountry returning from NAS Anacostia, D. C., my friend Dick Baekey and I stopped at the P-47 Thunderbolt ANG field in Charlotte, N. C., to refuel. This was on 24 August 1950 in the southern heat and humidity. We made a 360 degree overhead approach and pulled wing tip streamers right into a short final approach. The "Jug" pilots said they had never seen anyone do that before. They thought we were pretty hot and we didn't tell them it was the aircraft characteristics. We didn't want to spoil our image. One of my greatest moments of ·anxiety in my flying career was during Four Atlanta AM-1 s equipped with square tipped props prepare for a flight with 138/ "8" in the foreground. AM-1 s with the square tipped props cruised faster with the same power settings. (8. J. Long)

an AM-1 take-off at Atlanta.Take-off was in a westerly heading toward the base main gate with houses and pine trees beyond. Shortly after I had lifted off, retracted the gear, and closed the canopy, I pulled the throttle back to climb power setting and this change in throttle position resulted in total engine power loss. It was as though there was instant and complete fuel starvation. The engine was completely silent with the big prop still turning. This was no time to attempt any possible corrective action on the engine. My immediate concern was how to aim between houses for a crash landing. The engine then suddenly was firing perfectly. Without changing the throttle or RPM control, I initiated a circular climb over the field to 10,000 feet. While still over the field, I tested the engine completely with no malfunctions. The base personnel were aware of the sudden power loss on take-off because of the absence of engine sound. I had also alerted the tower that I had a possible or pending emergency landing. After testing the engine at altitude, I spiraled down in a pattern such that I could make a "dead

stick" (no power) landing. The engine was then ground checked with no apparent cause for the power loss. A few months later an Atlanta VA reserve pilot. was killed trying to land back at the field after an AM-1 engine failure. Stability and control of the aircraft during stalls clean or in the landing configuration was excellent. Stalls were gentile with a mild airframe buffet for stall warning. The stalls resulted in a mild settling motion with little tendency for wing drop on spin entry and recovery was positive with forward movement of the control stick. I made no attempts to execute accelerated stalls or spins. We had been advised not to spin the aircraft but told normal spin recovery procedure should be used if the aircraft was inadvertently spun. Landing the Mauler was easy and pleasant. I usually made soft semistalled three point landings. Wheel landings with tail low were also easy. The excellent shock absorbing landing gear made for very smooth

landings and I don't recall any problems in cross wind conditions. The AM-1 was the first aircraft I ever flew that had fuel tank dials calibrated in pounds instead of gallons. Thinkin,g in these terms was no problem. I never purposely ran any fuel tank with a cockpit gauge down to empty or zero. Occasionally on other aircraft with external tanks I ran tanks dry and went through the usual anxious moments restoring power. On a cross-country flight from Atlanta to Dallas on ! June 1950 while cruising at 10,000 feet, I ran a Mauler wing tank empty with the gauge still indicating fuel. Restart was not easy but I finally got the big "4360" going again with the electric fuel primer after losing 5,000 feet, another anxious moment. Agreeing with the Navy, I felt the AM-1 was not suitable for fleet squadrons, carrier, or combat operations. The AD Skyraider aircraft was far superior and proved itself in two wars and for many years later."

NOTS INYOKERN, CALIFORNIA The Naval Ordnance Test Station (NOTS), Inyokern was established on 8 November 1943, to provide a new site for the Cal Tech-Navy rocket program. Rockets under development at NOTS were tested on any Navy aircraft capable of carrying them including development aircraft. While at NOTS the AM-1 tested: 5.0 inch, 3.5 inch, 11.75 inch "Tiny TIM", 2.75 inch "Mighty Mouse", and 6.5 inch "Ram" rockets.

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AM-1 22261 equipped with the less efficient round tipped propellers and with the last three digits of its Bu. No. repeated on the engine cowl is seen during armament BIS trials at on 7 January 1949. NAF-NOTS INYOKERN is painted on the tail. The right hand rotating link assembly broke at NOTS on 24 November 1948. (USN via Lawson)

A MATTER OF TRIM, OR THE WINNER IS THE AD SKYRAIDER To the credit of the Martin design team, they had done an excellent job of harnessing the power of the Pratt & Whitney Wasp Major engine which allowed their design to carry a most prodigious armament load. However, as the Flight Test program uncovered shortcomings, each modification to the design seemed to make the aircraft heavier and more complex. Fleet service went on to reveal deficiencies in the aircraft's maintainability and carrier-landing traits. In summary, although the Mauler was well-liked by some of its pilots and might have become an acceptable carrier-based attack airplane, the Navy also had the Douglas AD to choose from. With performance similar to the Martin AM's, the Douglas AD was simpler-tomaintain, demonstrated better carrierlanding traits, was lighter with greater growth potential, and was accepted by the Navy as its carrier-based aircraft. One feature of significant difference between the AM and AD was in the means of longitudinal trim chosen by the designers. To illustrate this difference we'll compare the aircraft during a carrier approach. Both aircraft would have required some upelevator trim to compensate for the slow airspeeds (versus aircraft stallspeed) used in the flat carrier approach of that era. The AM used·a conventional trim tab mechanically

controlled by the pilot's use of a trim wheel. The pilot's inputs would deflect the elevator mounted trim tab, which in turn would cause the elevator control surface to be displaced upwards to reduce the load to RADM Stone's - - - "fine degree of back pressure on the stick - - - - ". This upwards deflection of the elevator also reduced the amount of up-elevator movement that was left, which is where the two aircraft significantly differed. The AD pilot, after trimming the stick forces out, would still have full up-elevator control authority to better "flare" into the three-point attitude for landing (and three-point landings don't bounce). Douglas accomplished this with an adjustable horizontal stabilizer in lieu of elevator tabs. In the AD, the pilot used the switch lever located on . the left-hand console to electrically control the movement of the horizon-

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Prototype Skyraider N-085 on 3-26-45, a 750 pound bomb on the centerpoint. The aircraft was originally designated XBT2D-1 and had "Dauntless II" painted on the tail. (Harry Gann)

tal stabilizer. This left the elevator (and the joystick) with their full travel authority. Basically this is the system used on today's jets, but the trimming of the horizontal stabilizer instead of elevator trim tabs, although not in general use by American designers, was used by Germany in the BF 109 and FW 190, and Italy in the M. C. 202 and M. C. 205 series among others. The XBT2D-1 in flight with pilot Verne Browne at the controls. The front of the engine cowling was red. With minor refinements the XBT2D-1 became the . AD-1. (Harry Gann)

THE BOMBER TORPEDO (BT) AND SIMILAR AIRCRAFT ALSO-RANS Although Douglas was not originally included in the BT competition, it would build three BT type aircraft before building and flying the BT winning design, the AD Skyraider (XBT2D-1 Dauntless II) eight months before the Martin AM-1. The first of the three predecessors to the AD was the XSB2D-1 Destroyer that was already under development when the original BT contracts were issued in September 1943. The XSB2D-1 is seen at the top left and was equipped with an internal bomb bay ,two 20mm wing guns, and four .50 caliber weapons in remotely controlled top and bottom power turrets.(Harry Gann) The XSB2D-1 was redesigned into a single seat and the power turrets were removed and it was redesignated BTD-1. Still called the Destroyer the BTD-1 is seen at left in its cleaned up form on 12-8-43. (Harry Gann) At the same time that the AD was being tested, Douglas was testing the single engine behemoth known as the XTB2D-1 Sky Pirate as seen at left on 2-26-45. (Harry Gann) This giant from EI Segundo was too big for anything but a Midway class carrier. Its primary armament was to be a pair of 2,100 pound Mark-13 aerial torpedoes. The AM-1 was capable of carrying three of these torpedoes plus bombs; however, not for1 ,200 miles like the Sky Pirate. In comparison, the KaiserFleetwing XBTK-1 as seen below left on 8-9-45, was a simple design but without much growth potential. (USN via Bob Lawson) The two Curtiss-Wright entries, the XBTC-2 with co-axial propellers like the Sky Pirate, and the revised standard prop XBT2C-1, are illustrated on the top of the following page. The XBTC-2 used the same 3,000 horse engine as the AM-1, where the cleaned-up and slightly smaller XBTC-2 was powered by the same 2,500 horse engine as the AD. Both Curtiss aircraft had bomb bay doors for internal mounting of one torpedo. (National Archives) WATCH FOR A FUTURE NAVAL FIGHTERS BOOK ON THESE INTERESTING AIRCRAFT. 73

SURVIVING AM-1 There are at least three, possibly four, surviving examples of the Mauler in existence. One, Bu. No. 122397, was located at the Aberdeen Proving Grounds in Maryland, where it was serving along with other AMs in the role of targets. It is now part of the Naval Aviation Museum, NAS Pensacola, where it is resting on its laurels which include one of having set an "unofficial world's record" for weight carried by a single-engine airplane. For its "record" flight, Bu. No.r122397 was loaded with three aerial torpedoes, twelve 500 pound bombs, and 800 rounds of 20 mm ammunition. This armament load· weighed in at 10,689 pounds and brought the takeoff gross weight of the aircraft up to 29,332 pounds. This flight took place on 6 April 1949 from the Martin Company airfield at Middle River, Maryland. The Martin Director of flight, O. E. "Pat Tibbs, was the pilot on this flight as well as on the maiden Flight of the XTBM in 1944. The three other possible survivors are 22275, 22260, and 122403. 22275 was located at the Bradley Air Museum. The photo at right was taken in 1981. (via Burger) 22260 has been reported for many years as belonging to the Confederate Air Force collection, but I nor the owner of 122403 have been able to get anyone to verify it. 122403 is owned by Alan Sparks and is located at the Pate Transportation Museum awaiting restoration. The fuselage was painted with a roller prior to Alan getting the aircraft and a bogus 259 was painted on the tail as seen in this 10-29-92 photo. (via Alan Sparks) 74

MAULERS

I

THE MARTIN MAULER IN PLASTIC: FEW' AND FAR BETWEEN

COMBAT MODELS.

~

VACUFORMED KITS COMBAT MODELS, 400 3rd Street, West Easton, PA 18042 The 1/32 scale Combat Models vacuformed kit of the Martin AM-1 Mauler is a very old kit which is currently out of production, If enough readers showed an interest by writing John, maybe the kit could become available again, Big and impressive is the word for a !/32 Mauler as can be seen in the two photos provided by John at Combat Models, His demo kit is finished in markings of VA-44 "Green Knights" and armed with three aerial torpedoes and ten 250 pound bombs. The kit only provides the basics and does not have any white metal parts or decals included. It does, however, have an excellent instruction sheet in 1/32 scale which includs seven large photos and nine detail photos that were provided by this book's author Bob Kowalski.

STOP THE PRESS!! AS WE GO TO PRESS, ESOTERIC MODELS HAS JUST RELEASED A 1n2 SCALE KIT OF THE MAULER. NO DETAILS SO FAR.

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MARTIN AM-1

1:72

KIT 164

BY THOMMY THOMASON The AirModel kit is a rudimentary vacuform with only the minimum parts necessary for an experienced modeler to build a relatively crude model. Only the shell of a model and a canopy are provided. The outline and size of the parts is not too bad and the halves match for the most part, although the midspan dihedral change is not molded in. Building the model, however, takes some skill and experience with vacuform kits, a lot of work, separately purchased decals and a supply of extra parts from which to select landing gear, propeller, and cockpit details. I didn't do anything to improve on the shape except to widen the rudder and reshape the leading edge of the vertical fin, deepen the cowling (the chin inlet is still too small), and extend the aft end of the undersized canopy and the forward end of the upper air inlet. There isn't a panel line or other feature on the parts which is in exactly the right location. I ignored most of the errors but I did relocate the main landing gear wells, which are too far outboard, and positioned the horizontal stabilizer correctly, filling in the line scribed on the fuselage. Unless you are really desperate to display an AM-1 and have some experience with this kind of kit, my advice is to wait until someone else produces one for this aircraft. Below and at left, AirModel kit by Thomas Gatens. At right, AirModel kit by Donald Smith in VA-44 colors.

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/

I,

76

MAULER MISHAPS, TAKEN FROM AIRCRAFT ACCIDENT CARDS

The following information was provided by Larry Webster. Damage classifications are listed as follows on the aircraft accident cards: strike or class "A" damage means aircraft destroyed (stricken from the list of active aircraft); class "B" damage means heavy damage usually requiring major overhaul (some of these became "A" when they reached the overhaul facility); class "C" damage is moderate and repairs could often be done at the local level (this classification often involved replacement of major components); class "D" damage means minor damage to replaceable components. AM-1 (22257), 2-3-47 (class 0 damage), Martin Co. Airport: Aircraft was parked crosswind off the end of the runway for a magneto check. The Martin pilot, a small man, was leaning well forward in the large cockpit with the engine running at 30" of manifold pressure. With his head in the cockpit he didn't notice the plane rising in time to stop the prop ~rom striking the asphalt. Because of this accident, the magneto switches were relocated further aft, so as to be more readily accessible. AM-1 (22275), 1-8-48 (class C damage), NAS Patuxent River, MD.: Upon lowering the gear for landing, the Martin pilot noted that the left main

landing gear. indicator did not show down and locked. In-flight observation from a SNJ found that the rotating link was hanging free. The pilot then prepared for a wheels-up landing by jettisoning his bomb. The landing skid damaged the prop, left landing flaps, engine, radome and left pylon. As a result of this accident the contractor redesigned the rotating link assembly. AM-1· (22265), 2-24-48 (strike damage), NAS Quonset Point, R.I.: At 1031 hours, LTJG Paul R. Marshall approached the end of the runway and was observed to be slightly high in a nose high attitude when at approximately 300' from the runway the aircraft fell off on the port wing and spun to the left into the water. The port wing and nose struck the water at an angle of about 50 degrees and rolled over on its back in 3' of water. The crash crew arrived with heavy equipment within 3 min., but due to the difficult position of the aircraft the crash crane broke its cable. The AM-1 wasn't raised until 1112 hours, when the pilot was pronounced dead from drowning. AM-1 (22290), 3-11-48 (class C damage), VA-17A, NAS Quonset Point, R.I.: LT Bartholemew J. Connolly hit a snowbank on the landing turnoff when he failed to unlock the tail wheel after his landing 77

Fatal crash of LTJG Paul R. Marshall in AM-1 22265 on 2-24-48 at NAS Quonset Point, R.I. See text for details. (National Archives)

runout. Damage was limited to the prop and the right wheel fairing. AM-1 (22279), 3-17-48 (class B damage), NAS Patuxent River, MD.: LCDR James J. Davidson sheared his tail section off on an arrested field landing at NAS Pax River. AM-1 (22312), 8-4-48 (class 0 damage), VA-174, NAS Quonset Point, R.I.: Upon landing, LTJG William Schwem's tail wheel collapsed and the tail section was supported by the tailhook, tail wheel doors and rudder, all of which were damaged. AM-1 (22257), 8-14-48 (class 0 damage), Martin Co. Airport: Gearup landing damaged prop, engine, radome, flaps, pylons, landing gear fairings and axles. AM-1 (22267), 8-16-48 (class C damage), NATC: CAPT Thomas Ross, USMC, made a wheels-up landing which damaged the prop, engine, radar, pylons, and gear doors. AM-1 (22312), 9-13-48 (class 0 damage), VA-174, NAS Quonset Point, R.I.: Upon landing, LCDR Harold Vita's tailwheel collapsed, damaging the tailhook, rudder and tail

wheel doors. AM-1 (22315), 9-17-48 (strike damage), VA-174, NAS Quonset Point, R.I.: ENS Gordon Ranney received cuts and bruises after attempting an emergency landing necessitated by an in-flight fire. AM-1 (22320), 11-5-48 (class D damage), VA-174, NAS Quonset Point, R.I.: ENS Lynn Peters' tailwheel collapsed, damaging the tailhook, rudder and tail wheel doors. AM-1 (22261), 11-24-48 (class D damage), NAF Inyokern, Ca.: On LTJG Kester Roberts' 4th landing of the day the right hand rotating link assembly broke. AM-1 (22303), 11-30-48 (strike damage), VA-174, NAS Quonset Point, R.I.: ENS Lynn Peters was killed when he failed to recover from a spin and crashed into Narraganset Bay. AM-1 (22309), 12-1-48 (class D damage), VA-174, USS Kearsarge:. LCDR HarCi'ld Vita encountered hook skip on his sixth landing causing damage to the prop and speed ring when the aircraft hit the second barrier after engaging the #9 wire. AM-1 (22321), 12-7-48 (class D damage), VA-174, USS Kearsarge: LTJG Guy Richardson experienced hook bounce on his second landing. The hook bounce broke the port rudder stop, tail hook cable and damaged the lower surface of the rudder. AM-1 (22329), 12-8-48 (class D damage), VA-84, NAS Jacksonville, Fla.: Collision with SNJ due to taxiing with a unknown hydraulic failure. AM-1 (22264), 12-9-48 (class C damage), VA-84, NAS Jacksonville, Fla.: AA Clifford Latta was warming up the engine when the plane jumped the chocks and taxied into F4U-5 (121857). The engine and the prop were changed. AM-1 (22331), 12-22-48 (strike damage), VA-174, USS Leyte: ENS Herbert Rupp bailed out of his aircraft after his engine froze from oil starvation at 15,000'. AM-1 (22312), 1-13-49 (strike damage), VA-174, USS Leyte: LTJG William A. Schwem attempted a wave-off and struck the deck with his right wing and skidded down the deck catching the #10 wire and passed

through the #4 barrier before coming to rest at the #5 barrier. AM-1 (22321), 1-13-49 (strike damage), VA-174, USS Leyte: LTJG Floyd Hale landed hard on his left main gear which failed. Inspections showed weakened gears on 9 other aircraft and improvements were recommended to the contractor. AM-1 (22310), 1-19-49 (strike damage), VA-174, USS Leyte: LTJG Floyd Hale crashed off the bow during his takeoff run when his engine lost power. AM-1 (22263), 1-21-49 (class C damage), VA-174, USS Leyte: LT Driscoll was given the cut by the LSO at a slightly higher than normal speed. He then leveled off slightly high, held off and flew into the #2 barrier. Main gear, spinner, nose ring, right wing tip and aileron, prop, engine, accessory section and fuselage were damaged. AM-1 (22290), 1-25-49 (class D damage), VA-84, NAS Jacksonville, Fla.: LT Richard MacCollister landed 246' short of the runway during a night landing, damaging the left wheel fairing and left stub flap. AM-1 (22274), 1-25-49 (class C damage), VA-84, NAS Jacksonville, Fla.: ENS Joe P. Howell, while taxiing to the ramp, made an emergency stop in an attempt to avoid ~olliding with AM-1 22342. His aircraft nosed over necessitating a prop and engine change. AM-1 (22342), 1-25-49 (class D damage), VA-84, NAS Jacksonville, Fla.: Aircraft, piloted by LTJG Ralph E. Moore, was struck by the prop of 22274 on the taxiway at night. Tail section damage included left stabilizer aerodynamic dam, rudder, elevators, and left stabilizer glove. AM-1 (22285), 2-10-49 (class D damage), VA-85, NAS Jacksonville, Fla.: ENS Louis M. Love's AM-1 was hit by a unusually heavy wind gust during rolout from landing which caused the port wing to drag on the runway damaging the left wing tip, aileron, VHF antennae, pitot tube and boom. AM-1 (22268), 3-2-49 (class D damage), VA-85, NAS Jacksonville, Fla.: During dive-bombing, ENS Harry Epperson pulled 7 positive "G"s during pull-up. When he joined up with his flight it was noted that his tail 78

wheel was down. The subsequent landing caused the tail wheel to collapse damaging the tailhook, tail wheel doors, and longerons. Martin was ordered to redesign the tail wheel structure to withstand 10 positive "G"s. AI!J1.-1 (22326), 3-2-49 (class C d~mage), VA-84, NAS Jacksonville, Fla.: ENS Keith D. Boyer nosed over when he left the rain soaked runway during braking. Damage done to the prop, prop spinner, engine and engine nose ring. AM-1 (22285), 3-9-49 (strike damage), VA-174, NAS Cecil Field, Fla.: LTJG Lowell Hawn died when his AM-1 spun in from 150' while making a too slow upwind tum during FCLP. AM-1 (22395), 3-21-49 (class C damage), VR-31, NAS Norfolk, Va.: ENS Glenn D. Virgo damaged the port stabilizer, elevator, and port radio altimeter antenna when he struck a street sign after being directed to taxi onto a narrow street. AM-1 (22305), 4-25-49 (class D damage), VA-45, NAS Jacksonville, Fla.: LTJG James Tuttle's AM-1 backfired during taxiing back to the ramp and caught fire during shutdown causing minor damage to the engine. AM-1 Q (22353), 4-29-49 (class C damage), VA-44, NAS Jacksonville,Fla.: ENS Gus Hartmann settled onto the runway upon answering a high signal while turning into the groove, damaging the left wing tip, aileron and right wheel. AM-1 (22281), 5-2-49 (class D damage), VA-85, NAS Jacksonville, Fla.: LCDR James McGovern struck his left wing on the ground during a wrapped up turn while conducting FCLP, damaging the left wing tip and left aileron. AM-1 (22343), 5-3-49 (class D damage), VA-84, USS Midway: ENS Max D. Barr nicked the #1 barrier on run-out after catching the #3 wire. Slight damage to the catapult doors, right bomb pylon and landing gear fairing. AM-1 (22278), 5-3-49 (class D damage), VA-85, USS Midway: LTJG Herbert H. Rupp's tailhook struck the ramp before catching the wire and bounced up damaging the lower edge of the rudder.

AM-1 Q (22348), 5-4-49 (class C damage), VA-84, USS Midway: CDR Richard H. Burns, CAG-8, landed nose low and bounced over the wires. He then dove into the barrier to prevent a possible collision with the aircraft prepairing to launch in front of the barrier. Damage to prop, landing gear, gear fairing, engine, right wing and engine cowl were caused by the barrier. AM-1 (22329), 5-4-49 (class C damage), VA-84, USS Midway: LT Phillip Hambsch failed to cut all power when ordered to cut, causing his plane to float and strike the barriers. Damage caused an engine and prop change as well as repairs to the gear, starboard wing tip and aileron. AM-1 (22325), 5-4-49 (class C damage), VA-84, USS Midway: ENS Robert Dennen had hook bounce which caused the plane to crash into. the barrier. The crash required an engine change, prop change and a left wing change. Repairs were also required to the wing tips and landing gear. AM-1 (22330), 5-4-49 (class D damage), VA-85, USS Midway: LCDR Frank B. Stone landed nose low, bounced and hit the barrier, causing damage to the right wing tip, aileron, cowling, radome, prop, engine, landing gear fairing and left bomb pylon. The prop also damaged the tail of AM-1 22276. AM-1 (22276), 5-4-49 (class D damage), VA-85, USS Midway: LTJG Thomas C. Stephenson was preparing to launch when the tail of his aircraft was struck by the prop of AM-1 22330 which had crashed into the barrier. Damage was limited to the right elevator, stabilizer and the rudder trim tab. AM-1 (22271), 5-4-49 (strike damage), VA-85, USS Midway: LT W. R. Hamaker became low and slow during his approach and after adding almost full throttle succeeded in clearing the ramp with the nose section only to strike the ramp with -the hook and tail section, resulting in the hook pulling out when it engaged the #1 wire. The aircraft then crashed into the barrier. AM-1 (22331), 5-4-49 (class C damage), VA-84, USS Midway: ENS Harry Epperson, after being given the

cut signal, dove for the deck and bounced over the wires and into the barrier. The prop and engine were replaced and the damage to the bomb pylon, landing gear, wing tip and wing were repaired. AM-1 (22342), 5-4-49 (class D damage), VA-84, USS Midway: When LTJG Francis H. Davey engaged the #7 or #8 arresting wire after the hook skipped, the barrier operator failed to drop the barrier, causing the aircraft to contact the barrier. Damage was limited to a nicked prop and minimally damaged landing gear fairing. AM-1 (22339), 5-6-49 (class C damage), VA-85, USS Midway: LCDR Frank B. Stone dropped the nose after the cut, causing the plane to bounce over the arresting gear and crash into the barrier. The prop and engine were changed. The speed ring, pylons, port guns and fairings, pitot tube, landing gear doors and fairings, gun camera hatch, lower engine cowling and center torpedo station were damaged. AM-1 (22328), 5-6-49 (class C damage), VA-84, USS Midway: ENS Harry T. Jenkins bounced on landing and missed the wires. The AM-1 struck the barrier at 25kts. Damage was inflicted to the right wing tip, prop, engine, spinner, speed ring and left wing. AM-1 (122394), 5-24-49 (strike damage), VA-45, NAAS Lee Field, Fla.: ENS V. C. Lopez was conducting contact and hooded GCA approaches when, on his 6th pass, he was given a waveoff. He applied throttle and the engine backfired and quit. He then executed an emergency water landing in which the aircraft sank in 25 seconds. ENS Lopez was rescued in about 3 min. The cause of the accident was masking tape covering the fuel feed assembly. AM-1 (22292), 6-6-49 (strike damage), VA-44, NAAS Cecil Field, Fla.: ENS Robert L. Blood died when his aircraft broke up during a pull up from a dive bombing run. Cause was excessive "G"s caused by excessive speed because the pilot failed to use his dive flaps during the dive. The dive started at 10,000' and at 2,000' the aircraft was seen minus the empennage. Moments later the right wing pulled off and the aircraft spun 79

in. AM-1 (22326), 6-12-49 (strike damage), VA-84, Flemmings Island: ENS Rex J. Vannoy failed to switch his fuel selector switch and ran out of fuel after a takeoff at about 75' of altitude. A wheels up forced landing was made through the perimeter fence, over the road, cutting down a telephone pole, through another fence and finally into a stand of pine trees. AM-1 (122403), 6-13-49 (class D damage), VA-85, Whitehouse Field: LT Lucas J. Nelson was slow in his landing turn and the left wing tip struck the ground damaging the left aileron and breaking off the VHF antenna. AM-1 (22286), 6-13-49 (class D damage), VA-84, 5 miles south of Whitehouse Field: LTJG Jack E. Stein, while flying formation, checked his instruments and struck LTJG Leonard Eisner's right tail surfaces. M.inimal damage was done to his left wing tip. AM-1 (22272), 6-13-49 (class C damage), VA-84, 5 miles south of Whitehouse Field: LTJG Eisner, flight leader, was the victim of a midair caused when his wingman struck his tail section. Damage was confined to the right elevator and horizontal stabilizer. AM-1 (22290), 6-15-49 (class D d3.mage), VA-84, NAS Jacksonville, Fla.: ENS John T. Carter returned to the field with a rough running engine. His tail wheel indicated not down and locked, but a landing was attempted because of the bad engine and the fact the gear appeared to be down. The tail wheel failed on landing damaging the rudder and tail wheel doors. AM-1 (22270), 6-21-49 (class B damage), VA-44, NAS Jacksonville, Fla.: LTJG Robert M. Lorenzi landed with his main gear in the slightly trail position after unsucessfully attempting to lower it. The accident was caused by a broken lug eye on the assembly rotating mechanism. Replacement of prop, engine, flaps, center bomb rack, right and left gear, radar and the skin under the left wing. AM-1 (22338), 6-27-49 (strike damage), VA-85, USS Midway: LTJG Conrad J. Friedeman, while in the landing pattern, noted fumes in the cockpit with intermittent cutting out of the engine and loss of power. A

water landing was made and the pilot was picked up immediately by the guard helicopter. The aircraft had a previous history of faulty carburetion. AM-1 (22272), 6-27-49 (strike damage), VA-84, USS Midway: lTJG Frances H. Davey took the cut, but his power remained on, possibly due to a faulty throttle. His aircraft floated over the wires and Davey dove for the barrier to avoid hitting launching aircraft. As his plane engaged the barrier the engine tore loose from its mounts and damaged AM-1 22274. Davey's plane then turned over on its back pinning him in the cockpit. Gas was leaking and Davy was unable to turn off the switches. Davey was rescued in 6 min. and 1 min. later a fire started. It was put out and the ships CO ordered the plane pushed over the side. Davey suffered a fracture of the right collarbone and lacerations of the scalp, right shoulder and left thigh. AM-1 (22274), 6-27-49 (class C damage), VA-84, USS Midway: l TJG Philip F. Plummer was taxiing to his parking space when he was struck by the severed engine of AM-1 22272. The left horizontal stabilizer, tip of the vertical stabilizer, rudder and left elevator were damaged. AM-1 (22311), 6-27-49 (class D damage), VA-45, NAS Jacksonville, Fla.: LTJG R. A. Braid, after completing a 9 "G" pullout from a glide bomb run, noted that his tail wheel indicator showed yoke position. After a couple of attempts at lowering the gear he returned to base and tried to blow it down. The subsequent landing damaged the tailhook, tail wheel doors, actuating cylinder and bracket and the tail wheel up-lock latch. AM-1 (22261), 6-29-49 (class 0 damage), VA-84, USS Midway: l TJG Nicholas V. Sovinsky floated down the deck after taking the cut and caught the #9 wire and engaged the barrier damaging the prop, left gear fairing, left bomb pylon and prop housing diffusing section. AM-1 (22293), 7-13-49 (class D damage), VA-45, NAS Jacksonville, Fla.: LT E. B. Luibman landed and had taxied about 3,500' when the tail wheel collapsed into the tail wheel well. Damage was sustained to the tailhook, tail wheel doors and rudder

fairing. AM-1 (22286), 7-22-49 (class C damage), VA-84, NAS Jacksonville, Fla.: l TJG Jerome O. Houland, while taxiing, experienced a runaway engine and even though he cut the engine the aircraft nosed over with damage to the prop and engine. AM-1 (22289), 8-2-49 (strike damage), VA-44, USS Midway: LTJG Eugene W. Potter was given the cut while higher and slightly faster than usual. He bounced over the barrier and crashed into AM-1 s 22288, 22277 and VC-4 F6F-5Ns 70590 (class B), 79176 (strike) and 79801 (class C). AM-1 (22277), 8-2-49 (class C damage), VA-44, USS Midway: Parked aircraft lost dorsal fin and had right elevator damage, right outer dive brake crushed and the vertical stabilizer damaged when AM-1 22289 crashed into it. AM-1 (22288), 8-2-49 (strike damage), VA-44, USS Midway: ENS William T. Mitchell was cut in the back of the head when a portion of plexiglass canopy struck him after AM-1 22289 crashed into and destroyed his aircraft. 22289 smashed the rudder, vertical fin, top of the fuselage and the canopy of 22288. AM-1 (22294), 8-4-49 (strike damage), VA-44, USS Midway: LTJG Swanson and his AM-1 were lost at sea after pulling out of a routine dive bombing run at low level (estimated 1,000'). AM-1 (22320), 8-17-49 (class C damage), VA-45, NAAS Mayport, Fla.: ENS Victor C. lopez was conducting FClPs at Mayport when he struck the mast of a pilot boat while struggling with a malfunctioning automatic power unit. Damage was inflicted to the prop, speed ring, lower cowling, windshield panel, center bomb rack, center landing flap and the lower skin of the fuselage. AM-1 (122401), 8-18-49 (class C damage), VA-45, NAS Jacksonville, Fla.: ENS R. C. Boyd made a wheelsup landing due to a broken right main landing gear turning mechanism. The belly landing damaged the prop, engine, inboard and center section landing flaps, 3 inner station Mk 51 bomb racks, APS-4 radar, and a Mk 47 miniature bomb rack. 80

AM-1 (22316), 8-22-49 (class C damage), VA-45, NAS Jacksonville, Fla.: LTJG W. J. Kostix was forced to make a gear up landing because a clevis bolt was left out of the landing gear swivel assembly. Damage occurred to the prop, engine landing flaps, 3 Mk 47 bomb racks, APS-4 radar/and 3 Mk 81 bomb racks. AM-1 (22314), 8-25-49 (strike damage), VA-45, NAAS Mayport, Fla.: LTJG R. S. Hodsdon died when his aircraft collided with AM-1 22275 during join-up 1.5 miles from Mayport. Both aircraft crashed in the swamp. AM-1 (22275), 8-25-49 (strike damage), VA-45, NAAS Mayport, Fla.: l TJG J. J. Glynn died after midair with 22G14. AM-1 (22339), 9-1-49 (class 0 damage), VA-85, NAS Jacksonville, Fla.: LT W. R. Hamaker nosed-up and damaged the prop blades at night while attempting to enter the taxiway. AM-1 (22330), 9-9-49 (class 0 damage), VA-45, USS Midway: While landing, ENS J. M. Brozena's AM-1 engaged the #3 wire for 50' before dropping it and catching the #5 wire for 20". It then caught the #10 wire and the prop nicked the #3 barrier causing slight damage to the prop, wheel fairings, speed ring and radome. AM-1 (22330), 9-15-49 (class C damage), VA-45, NAS Jacksonville, Fla.: l TJG J. Lynch experienced a .bird strike on his port wing while returning from glide bomb practice. AM-1 (22317), 9-28-49 (class C damage), VA-44, NAS Jacksonville, Fla.: l TJG John K. Mealy Jr. had to make a gear up landing because his left main gear wouldn't swivel. Damage was limited to the center bomb pylon, left wheel, radio access door, oil cooler door, ribs and lower skin at station 312-368, prop and engine. AM-1 (22291), 10-6-49 (strike damage), VA-44, Lee Field: lTJG John Stose landed 1 mile short of the runway while conducting a GCA approach causing strike damage to the plane. AM-1 (122429), 1-27-50 (class 0 damage), FASRON 6, NAS Jacksonville, Fla.: ENS Stanley C. Bugbee landed his AM-1 and the tail wheel failed, damaging the tail wheel

doors. AM-1 (122429), 3-17-50 (class D damage), NAS Saint Louis,Mo.: Upon landing, LT John D. Gerell's tail wheel failed damaging the tail wheel doors, tailhook and catapult hold down hook.. AM-1Q (22352), 3-18-50 (class B damage), NAS Glenview, II.: LTJG Richard D. Egeland lost his engine and made a forced landing which damaged the landing gear, starboard wing, aileron, flaps and fuselage. AM-1 (22341), 4-22-50 (strike damage), NAS Olathe, Ks.: ENS Eugene N. Simon died when he bailed out at insufficient altitude following an overspeeding prop emergency in which his aircraft caught fire. AM-1 (22317), 7-8-50 (class C damage), NAS Columbus, Oh.: LTJG John H. Kelly made a gear-up landing after smoke and an electrical failure in the cockpit. Damage done to . the prop, engine, bomb racks, flaps, speed ring, lower engine cowling and 10" hydraulic accumulator. AM-1 (122408), 7-16-50 (strike damage), NAS Grosse lie: LT Harry P. Consaul stalled his AM-1 and entered an inverted flat spin from which he could not recover necessitating a bailout. AM-1 (22335), 7-23-50 (class C damage), VA-924, NAS Saint Louis, Mo.: LTJG Charles Wig ham made an emergency gear-up landing after his engine blew causing damage to the engine prop, tail wheel doors, oil coolers, radome and bomb racks. AM-1 Q (22350), 7-25-50 (strike damage), VA-725, Groton, Conn.: ENS James A. Hyde stalled at 70' while attempting an emergency landing at Trumbull Airport. The crash caused severe injuries to Hyde including a broken back. AM-1 (22309), 8-5-50 (class C damage), VA-734, NAS Grosse lie, Mi.: LTJG Robert A. Homann made a one wheel landing after the left gear would not lower and the right would not retract. Minimal damage to pr,op, right pylon, right landing gear and retracting arm. AM-1 (22327), 8-18-50 (class C damage), VA-703, NAS Dallas, Tx.: LTJG Thomas J. Graham made a one wheel landing after his port gear would not extend. Damage was

caused to the prop, engine, port aileron, wing tip and main gear. AM-1 (122432), 8-22-50 (strike damage), VA-734, Holly Springs, Pa.: LTJG. George H. Armsby died when he flew into mountains obscured by rain and clouds. AM-1 (22321), 9-7-50 (class C damage), VA-733, NAS Grosse lie, Mi.: LTJG George D. Stebbings failed to fully lower his gear during a night landing causing the gear to collapse with damage to the radome, prop, flaps and engine. AM-1 (22339), 9-15-50 (class B damage), VA-733, NAS Grosse lie, Mi.: LTJG James Martinelli made a wheels-up landing caused by a hydraulic failure and overshot his landing area hitting a concrete pit. The accident damaged the engine, prop, cowl, both outer wing panels and the underside of the fuselage. AM-1 (122411), 10-21-50 (strike damage), NAS Grosse lie, Mi.: LTJG' Ross C. Genz stalled at 30' over the runway and destroyed the aircraft. AM-1Q (122393), 10-26-50 (class B damage), VA-727, NAS Columbus, Oh.: LTJG John Shwaiko ran out of gas 4 miles south of Columbs and landed wheels up in a field. The prop, engine, speed ring, cowl, landing flaps and aileron were damaged. AM-1 (22302), 4-28-51 (class C damage), VA-692, NAS Columbus, Oh.: Taxi director misjudged clearance causing a collision which damaged the port wing tip assembly and the lens of the navigation lights. AM-1 (22275), 5-13-51 (class C damage), VA-926, NAS Saint Louis, Mo.: LTJG Thomure failed to fully lower his landing gear which resulted in a belly landing which caused damage to the wing flaps, dive brakes, fuselage flaps, port landing gear door, port and starboard wing pylons, APS-4 radar, Mk 47 bomb rack and the prop. AM-1 (122409), 5-20-51 (strike damage), VA-671, NAS Atlanta, Ga.: LTJG Robert V. Dallis undershot runway #34 and hit an embankment and bounced up on to the runway coming to rest 105 yards from the initial point of impact. The aircraft immediately caught fire and the pilot was rescued but suffered burns and a compound fracture of the vertebrae. 81

AM-1 (122425), 6-10-51 (class C damage), NAS Grosse lie, Mi.: LT George Belleau made a wheels-up landing because of a defective starboard landing gear actuating cylinder. Damage was to the prop, engine, engine cowling,skin under the center ' section, rocket launchers, pylons and the APS-4 radar. AM-1 (22337), 6-20-51 (class C damage), VA-671: Wheels collapsed on landing damaging the engine, prop, starboard wing, aileron and flaps. AM-1 (22290), 7-8-51 (strike damage), VA-703, NAS Dallas, Tx.: LTJG William P. Johnston swerved off the left side of the runway during his take off roll becoming airborne than settling on the left wing, shearing off the right gear, twisting the fuselage at station #285 and breaking the left wheel off the hub. AM-1 (22316), 7-12-51 (class B damage), VA-703, NAS Dallas, Tx.: LTJG Bernard Purdum undershot the runway and struck the cement highway posts, then passed through the boundery fence and finally stopped 1146' from the point of impact. AM-1 (22309), 7-18-51 (class C damage), VA-735, NAS Grosse lie, Mi.: During a night landing LTJG Stewart Ostrander swerved to the right off the runway causing class C damage. AM-1 (22263), 7-18-51 (class C damage), VA-735, NAS Grosse lie, Mi.: LT Wallace Artley made a one wheel lar;tding because of a hydraulic failure. AM-1Q (22345), 7-21-51 (class D damage), VA-727, Akron Municipal Airport: LTJG Charles Luczak's tail wheel failed to completely extend due to a hydraulic leak causing it to collapse and damage the gear doors, tailhook, rudder and radio antennae. AM-1 (22301), 8-11-51 (strike damage), VA-735, 10 miles SE of Lansing Mi.: LTJG Erwin Ames died when he crashed into the ground during a steep low altitude turn when his wing tip struck the ground. AM-1 (122420), 8-11-51 (class B damage), VA-691, NAS Columbus, Oh.: LTJG Bernard St. John landed at night in a skid and swerved off the runway and ground looped. AM-1 (22333), 9-4-51 (strike

damage), VA-673, 15 miles offshore from Miami: ENS Marshall Banks ditched at sea after his engine lost power. AM-1 (22336), 9-5-51 (class C damage), VA-673, NAS Miami, Fla.: LT Edward Macon, CO of VA-673, made a normal landing whereupon the gear co-I lapsed damaging the engine, prop, flaps, dive brakes and bomb fairings. AM-1Q (22348), 9-15-51 (class C damage), VA-727, NAS Glenview, II.: LTJG Clay W. Timmerman made a hard night landing causing damage to main landing gear and wings. AM-1 Q (22354), 9-21-51 (strike damage), VA-724, NAS Glenview, II.: LT Norman Shabaz bounced on landing, he then added power but the aircraft stalled to port, with the left wing and landing gear striking the runway. After departing the runway the left wing tip dug in and the aircraft cartwheeled shearing off the engine and main gears. This was followed by a cockpit fire. AM-1 922325), 10-7-51 (class D damage), VA-703, NAS Dallas, Tx.: LTJG Robert Balston nosed over during a Mag check and nicked the prop. AM-1 (22305), 10-7-51 (class B damage), VA-674, NAS Atlanta, Ga.: LTJG Walter Murken made a hard landing causing class B damage. AM-1 (22340), 12-15-51 (class'C damage), VA-704, NAS Dallas, Tx.: LTJG Teddy E. Norton failed to lower

his gear and made gear-up landing, damaging the prop, engine, flaps, bomb pylons, radome, bomb racks and IFF antennae. AM-1 (22288), 1-30-52 (class D damage), VA-734, NAS Grosse lie,: AN William Bowditch nosed over during engine runup damaging the prop. AM-1 (122412), 3-16-52 (class D damage), VA-704, NAS Dallas, Tx.: LTJG Flavin Arseneau was unable to lower his tail wheel which caused damage to the tail wheel doors, tailhook and rudder. AM-1 (22308), 3-21-52 (class B damage), NAS Columbus, Oh.: LT Neil Seckinger landed 40' short of the runway following a engine failure during an emergency landing. AM-1 (22266), 3-22-52 (class C damage), VA-705, NAS Dallas, Tx.: LTJG Lafave nosed over on taxiing, damaging the prop and engine. AM-1 (22264), 3-23-52 (strike damage), VA-692, NAS Columbus, Oh.: LT Howard R. Downard's right wing folded on takeoff causing the aircraft to swerve off the right side of the runway and cartwheel. AM-1 (22321), 4-19-52 (class B damage), VA-735, NAS Grosse lie, Mi.: LTJG John Headapohl landed short of the runway. AM-1 (BuNo unreadable), 5-6-52

At right, NAS Glenview based AM-1 with the outer wing cannons removed. Note the aircraft's side number (134) is repeated on the gear doors. (Clay Jansson)

BACK COVER Top, NAS Grosse Isle based AM-1 22284 with a full weapons display. (E. W. Quandt via Dave Menard) Middle, unmarked AM-1 in flight. (National Archives) Bottom, NAS Columbus based AM-1 ("C" tailcode) with blue painted APS-4 instead of the standard white unit. (Ken Hoylman via Carl at Plane Crazy)

82

(strike damage), NAS Norfolk, Va.: During engine turnup after overhaul, the engine went to full power due to mis-installation of cable throttle control and aircraft jumped the chocks and careened into a parked TBM-3 (53146). AM~1 (22267), 5-8-52 (class B d.amage), NAS Norfolk, Va.: Tiedown padeye broke free of concrete tarmac during runup and aircraft went forward and hit engine storage containers. AM-1 (122416), 6-24-52 (class D damage), VA-924, NAS Saint Louis, Mo.: Collision with a JRB-4. AM-1 (122400), 6-18-52 (class D damage), VA-721 , NAS Quonset Point, R.I.: LTJG Sachtschale temporarily lost control during takeoff and scraped the right wing tip. AM-1 Q (22347), 6-24-52 (class C damage), VA-721, NAS Quonset Point, R. I.: Ruptured brake line caused taxi collision with another AM-1 Q. Damage to the prop, engine, cowl and port wing. AM-1 (122417), 6-24-52 (class C damage), VA-721 , NAS Quonset Point, R. I.: Wing panel and aileron damaged by AM-1Q 22347. AM-1 (22284), 6-26-52 (class C damage), VA-734, NAS Grosse lie.: Wheels up landing, damaging wing, prop and landing gear.