Curtiss P-36. Part Eighteen. The P-36 in Pearl Harbor.

 

This is our last post before our summer vacations. See you back later!
The P-36 was delivered to Hawaii in February 1941 on board USS Enterprise (CV-6) aircraft carrier. The Hawks were loaded in California, and then flown off the carrier's deck when the Enterprise was close the shore of Hawaii. This kind of procedure was the first of its kind for the United States Army Air Corps (USAAC) and would later be replicated during World War 2 many times, like during the Siege of Malta, for example. 
This procedure saved considerable time and resources compared to the traditional methos of having the fighters disassembled first, crated and then loaded by crane in a freighter ship, then unloaded and reassembled in Hawaii. 
The only combat action saw by the P-36 in USAAC's markings took place on 7th December 1941, during the bombing of Pearl Harbor. 
During the second wave of Pearl Harbor, amidst the chaos at Wheeler Field, a total of four P-40Cs and two P-36s took off at 8:35 hours in the morning, this was preceded by two P-40s and four P-36 which took off five minutes earlier. One of those who took off flying a P-36 was 2 Lt. Harry W. Brown who took off from Haleiwa auxiliary field and, when headed for Wheeler he soon spotted another P-36 flown by 2 Lt. Bob Rogers and they both managed to shot down a Japanese Nakajima B5N 'Kate' torpedo-bomber of the Imperial Japanese Navy (IJN).  2 Lt. Brown would eventually become an ace and that marked his only aerial victory flying a P-36. After that, he landed back at Haleiwa where the other Curtiss fighters also landed to refuel.
At Wheeler 1 Lt. Lewis Sanders, managed to save many P-36s and got them ready for action. As he was the commander of the 46th Pursuit Squadron, he led four P-36s off at 8:50 am just when the second wave began its attack. One fighter was flown by 2 Lt. Philip Rasmussen who, given the urgence of the situation, had to fly wearing his pyjama and took off in an all-silver P-36A. Among other pilots was 2 Lt. Gordon Sterling who, in the chaos and confusion, manned 2 Lt. Norris' aircraft.
Most of pilots from Wheeler and Haleiwa had just passed their gunnery tests and were, theoretically, better qualified than many other pilots in Hawaii at that time.
In order to gain height advantage Sanders climbed hard for the first 20 minutes of the mission and then he attacked the leading Mitsubishi A6M Zero flown by Lt. Fujita, while 2 Lt. Thacker and Rasmussen were engaged with other IJN fighters. Meanwhile, Sterling managed to get behind another Zero, but got himself in trouble when Fujita's Zero slipped on his tail. Seeing his wingman under fire, Sanders dived on Fujita but couldn't save Sterling who died.
Both Sanders and Sterling were credited with victories, although both Japanese fighters survived, albeit with damage.
While all that combat was taking place, 2. Lt. Thacker experienced a beam attack from a Zero when he was flying in circles trying to re-cock his guns. This attacked damaged his P-36 and the Zero, thought to be flown by P.O. 2c Tanaka, then crossed the nose of 2 Lt. Rasmussen's P-36. In the ensuing fight, the result was uncertain, but Rasmussen remembered to have seen the Zero smoking.
Back at Wheeler, 2 Lt. Bill Haney (future ace) ran to a line of P-36 that were being armed, when the bombs were falling he managed to take off and join Sanders' small ad-hoc group of fighters, only to be struck by friendly anti-air fire coming from the heavy cruiser USS San Francisco. With his engine damaged Haney was forced to land. Just when he landed he sprinted towards another P-36 and took-off only to be hit another friendly anti-air fire which forced him to land again back at Wheeler field. 
When the second wave retreated to the sea, seven P-36s and a pair of P-40s took off to chase them, however they failed to intercept the IJN fighters and flew an uneventful patrol. 
The combat career of the P-36 with the USAAC lasted less than one hour, as the type was outdated and they were quickly replaced by the P-40 Warhawk or other types. By the Battle of Midway in June 1942 the 18th Pursuit Squadron based at Elmendorf Field, Alaska had only three exampled on strength, those being potentially the last American P-36 that saw some frontline action against the Japanese (although they just were employed for uneventful patrols over the southern shore of Alaska), as other USAAF's P-36 were still serving in frontline service, but were based in Panama Canal Zone with the 16th and 32nd Pursuit Groups, but experienced no combat.
During the year 1942 almost every P-36 was relegated to second line duties such as schools or used for mechanics training.

The Curtiss XP-42 was an experimental fighter, developed directly from the P-36. It was powered by a Pratt & Whitney R-1830 Twin Wasp engine and was fitted with a longer and streamlined cowling and a large propeller spinner, in order to improve the aerodynamics of the radial engine.
It flew for the first time in March 1939 and, although faster than the P-36, the P-40 proved to be faster and the new nose arrangement proved to be unresolvable in spite of at least 12 modifications, which eventually resulted in a shorter and less streamlined cowling closely resembling the original P-36. The XP-42 project was cancelled, however the prototype was retained by Curtiss and used as a test bed and was fitted with an all-moving tail. This aircraft was scrapped on 15th July 1947.

Sources:
1st https://en.wikipedia.org/wiki/Curtiss_P-36_Hawk#United_States
2nd Osprey - Aircraf of the Aces 86 - P-36 Hawk Aces of World War II
3rd https://en.wikipedia.org/wiki/Curtiss_XP-42

Bristol Beaufighter, part three. The Beaufighter in USAAF's service.

 

The United States Army Air Force (USAAF) also employed the Bristol Beaufighter, as four night fighter squadrons of the 12th Air Force were equipped with the type. Those were: 414th, 415th, 416th and 417th Night Fighter Squadrons. 
Those units received the Beaufighter Mk. VIF (the night fighter variant, equipped with an Al Mk. VIII radar) during the summer of 1943, deployed to the Mediterranean Theatre of Operations (MTO). Of those squadrons, both 414th and 415th were re-equipped with the Northrop P-61 during late 1944/early 1945. The 416th was re-equipped with Mosquitoes just before the end of the war, but most of the night interceptor role in the MTO by the USAAF was carried out by the Beaufighter.
More than 100 Beaufighters Mk. VIFs were transferred to the USAAF during March-April 1943, equipped all of them with either Al Mk. I radar in the standard nose, or the Mk. VII/VIII inside a radome. 
Initial night fighter training was carried out with RAF's Beaufighters in the United Kingdom, as many of the American personnel were fresh from basic training in the United States. 
The Beaufighter was previously tested in US mainland, but few of the future crews were familiarized with the aircraft.
Relevant personnel of the four night fighter squadrons left the United Kingdom during the spring of 1943 and headed to Algeria, where, on 10th May 1943, the 414th NFS (Night Fighter Squadron), based at La Senia (Oran) was the first to become operational. 
The 415th NFS became operational just two days later, in the same airfield, while both 416th NFS and 417th NFS didn't become operational until 8th August and operated from Algiers and Tafaraoui, respectively. 
Just like it happened to their British counterpart, some American pilots found the Beaufighter hard to fly. As they were used to the tricycle landing gear of the Douglas P-70 (the night fighter variant of the A-20 bomber) on which they were trained in the US, some individuals found difficult to allow for the take-off swing and many Beaufighters were damaged in accidents. However, other pilots liked the Beaufighter and appreciated the type, specially its rugged construction.
The 12th Air Force night fighter crews found relatively little action as far as the night interception action went. The major aerial war had moved on to mainland Europe and they were rebased various time before ending up in Italy, making the American Beaufighter kill-list relatively low. In total the four squadrons were credited with 32 confirmed victories while flying the Beaufighters. Of those, eight were for the 414th NFS, eleven for the 415th NFS, four for the 416th NFS and nine for the 417th NFS.
The first American Beaufighter victory took place on 24th July 1943 when a German Heinkel He. 115 floatplane was shot down by Captain Nathaniel Lindsay and Flight Officer Austin Petty of the 415th NFS, while the last claim was achieved by the 417th NFS when 1st Lieutenant Malcolm Campbell and 2nd Lieutenant Robert McCullen shot down a Junkers Ju. 290 on 28th December 1944. Many other enemy aircraft were claimed as damaged or probable but, as was the nature of night fighting in general, many rounds were fired at targets with inconclusive results.
Summing it up, the relationship between the USAAF and the Beaufighter wasn't as successful as it could have been; most of the aircraft passed on by the RAF suffered from wear and tear and the airfields they operated from were far from ideal. It should be considered that in 1943 there was not other type available and the night fighter crews gained many experience on the Beaufighters, learning much of value while the war lasted.

Sources:
1st https://en.wikipedia.org/wiki/Bristol_Beaufighter
2nd Signal Squadron - Aircraft In action 153 - Bristol Beaufighter in Action
3rd https://en.wikipedia.org/wiki/List_of_Bristol_Beaufighter_operators
4th https://en.wikipedia.org/wiki/414th_Combat_Training_Squadron
5th https://en.wikipedia.org/wiki/415th_Special_Operations_Squadron
6th https://en.wikipedia.org/wiki/416th_Fighter_Squadron
7th https://en.wikipedia.org/wiki/417th_Test_and_Evaluation_Squadron

Boeing Stearman Model 75, part seven. The Stearman in America, part four. USAAC, USN and USAAF users

 

The Boeing Stearman Model 75 is an American biplane of which 10,626 exemplars were manufactured from 1934 until the mid 1940s. 
It served as a primary trainer for both the United States Army Air Forces (USAAF) and the United States Navy (USN) throughout World War 2. 

During late 1933 Mac Short, Harold W. Zipp and J. Jack Clark, engineers at Stearman Aircraft, took a Lloyd Stearman's design made back in 1931 and added cantilever landing gear and adjustable elevator trim tabs to come up with the Model 70, which was able to withstand +12g  and -9g forces. 
This initial Model 70 was powered by a single 210 hp Lycoming R-680 radial engine and flew for the first time on 1st January 1934, with additional test flights being performed later at Wright Field, Naval Air Station (NAS) Anacostia and NAS Pensacola. The performance pleased the USN and requested a similar model to be built under similar specifications, including a 200 hp Wright J-5 engine. This model was designated as NS-1 by the USN and 41 were ordered, with enough spares to build additional 20 machines.

In 1934 Stearman became a subsidiary of Boeing and therefore its aircraft were known as Boeing-Stearm. It was during the summer of that year when Stearman engineers improved the Model 73 (the internal denomination for the aforementioned NS-1) into the Model X75. This lead to the United States Army Air Corps (USAAC) to evaluate the plane that autumn. The Model X75 was powered either by a 225 hp Wright R-760 or a 225 hp Lycoming R-680. The USAAC accepted the model and ordered in July 1935 26 machines powered with the Lycoming engine, designated at PT-13A (PT stands for 'Primary Trainer') with the USN ordering twenty more. In August 1936 the USAAC ordered fifty PT-13As more with thirty more being ordered in October that same year and twenty-eight more in December. 

On 6th June 1941 the US Government approved the civilian version of the Model 75, designated as Model A75L3 (PT-13) and Model A75N1 (PT-17), with around 60 being sold to civilian flight schools such as Parks College of Engineering, Aviation and Technology, the export market and the many British Flying Training School Program across the USA.

This program was established at the beginning of World War 2, when the United Kingdom recognized the need to train a large number of pilots, so a large number of flying and aircrew training schools were set up across the British Empire and some neutral nations like the USA, where pilots could be trained without the risk of enemy interference. 

The British Flying Training Schools were also set up in the United States from 1941 onwards as a result of the Lend Lease Bill. Seven schools were opened (numbered from one to seven, two in Texas, two in Oklahoma and one in California, Arizona and Florida) and of those, at least five of them were equipped or had the PT-13A/PT-17 in their ranks at some point. 

On 15th March 1941 Boeing delivered its 1000th trainer to the USAAC and the 1001th trainer to the USN. Later, on 27th August 1941 the 2000th trainer was delivered to the USAAC. This feat was followed on 27th July 1944 when the company delivered the 10,000th primary trainer.

After World War 2, thousands of surplus PT-17s were sold to civilians and former military pilots. Many were modified as crop-dusters with a hopper for pesticide or fertilizer fitted in place of the front cockpit. Additional equipment included pumps, spray bars and nozzles placed below the lower wings. 

Sources:

1st https://en.wikipedia.org/wiki/Boeing-Stearman_Model_75

2nd https://en.wikipedia.org/wiki/British_Flying_Training_School_Program

Supermarine Spitfire. American Users, part seven. The Spitfire in USAAF service. Part three, some more USAAF squadrons.

 

The Supermarine Spitfire was also employed by the USAAF in the following squadrons:

• 2nd Fighter Squadron: This formation operated the Spitfire in England, Algeria, French Morocco, Sicily, and the Allied advance into Italy where, in August 1944 they were replaced by the P-51 Mustang.
• 4th Fighter Squadron: This unit was relocated from the Third Air Force to the Eighth, where, while stationed in Belfast, they were equipped with the Spitfire and, shortly later, were assigned to the Twelfth Air Force in late 1942 to take part in Operation Torch and the Allied advance through Morocco and Algeria and the Tunisian campaign during the first half of 1943. 
  In July 1943 they saw action during the Allied Invasion of Sicily and, in October, they took part in the Liberation of Corsica. Then they were rebased to the Italian mainland, where they replaced the Spitfires with P-51 Mustangs. 
• 5th Fighter Squadron: This squadron was deployed to the European Theatre of Operations (ETO) in August 1942 and had to replace their P-39s with Spitfires (and both pilots and mechanics undergo an intensive formation training course for two months) and, during the fall of 1942 they flew some escort missions for the B-17 and the B-24. 
  They were assigned to the Twelfth Air Force and took part in the advances on Algerian and Tunisia and, later, the Invasion of Sicily and mainland Italy, where they replaced the Spitfires with P-51 Mustangs as they needed longer range fighters to escort bombers operating in the Balkans. 
• 14th Photographic Squadron: This unit was trained with the Spitfire Mk.V fighter in July 1943 and, shortly later, it was equipped with the PR.XI (a photo-reconnaissance variant of the Spitfire). From August 1943 until April 1945 they flew the Spitfire PR.XI over mainland Europe, including the first Spitfire recon mission over Berlin in March 1944. The PR.XI was only replaced by a recon-variant of the P-51 after the war in Europe was over in May 1945.
• 308th Fighter Squadron: This formation was deployed to the European Theatre of Operations in June 1942, but had to replace their P-39s and P-40s with Spitfires as they were deemed inadequate for the ETO. This delayed their entry into action for two months, as both pilots and mechanics had to undergo an intensive course on the Spitfire, so they didn't see any action until 18th august 1942 when they attacked German positions on occupied France. 
  They were assigned to the Twelfth Air Force and rebased to Gibraltar to take part in Operation Torch and the Allied advances through Morocco, Algeria and Tunisia. They took part in the Invasion of Sicily in July 1943 and continued to provide aerial support fo the Allied Fifth Army in their advance northwards through the Italian mainland. As they had to escort bombers to attack Axis oilfields in the Balkans, they replaced the Spitfire with the P-51 Mustang in the summer of 1944.
• 334th Fighter Squadron: This squadron flew the Spitfire from their arrival at England until they were replaced by the P-47 Thunderbolt in 1943. They were always part of the Eighth Air Force.

Sources:

1st https://en.wikipedia.org/wiki/2nd_Fighter_Training_Squadron

2nd https://en.wikipedia.org/wiki/4th_Fighter_Squadron

3rd https://en.wikipedia.org/wiki/5th_Flying_Training_Squadron

4th https://en.wikipedia.org/wiki/14th_Fighter_Squadron

5th https://en.wikipedia.org/wiki/308th_Fighter_Squadron

6th https://en.wikipedia.org/wiki/334th_Fighter_Squadron

Supermarine Spitfire. American Users, part six. The Spitfire in USAAF service. Part two, some USAAF squadrons.

 

 The United States Army Air Forces (USAAF) also employed the Supermarine Spitfire in some units, such as the following ones:

• 307th Fighter Squadron: This squadron was deployed from the 3rd Air Force to the 8th Air Force in June 1942, to take part in the European Theatre of Operations (ETO), where their P-39s and P-40 were deemed unsuitable, so they were equipped with the Spitfire Mk.V. As they were part of the 31st Fighter Group, their first combat action took place over occupied France on 18th August 1942, attacking enemy positions. 
  The squadron, together with the whole 31st Fighter Group was redeployed to Gibraltar to provide aerial support for Operation Torch and then to former Vichy France airfields in north-western Africa, namely Morocco and Algeria. 
  They served through both Tunisian, Sicilian campaigns and the advance into mainland Italy until 12th Air Force's bombers operations required longer range escorts to operate over Central Europe and the Balkans, so their Spitfires were replaced by P-51s in August 1944.
• 309th Fighter Squadron: This unit was initially deployed to the ETO in early 1942. It was equipped with Bell P-39 Aircobras and Curtiss P-40 Warhawks. However, as they were deemed unsuitable for that theatre, they were soon re-equipped with the Spitfire Mk.V, after a two months training for both mechanics and pilots after which they were rebased to south-east England, where, in August 1942, they flew their first combat mission over occupied France. 
  They were transferred in November to the 12th Air Force to provide aerial support in Operation Torch. Time, when they were based in Gibraltar and former Vichy-France airfields in north-western Africa. 
  They went through the Tunisian campaign, Sicily landings and the invasion of mainland Italy and, since 12th Air Force's bombers required longer range escorts in operations over Central Europe and the Balkans, the 309th Fighter Squadrons spitfires were replaced by P-51s in August 1944.
• 335th Fighter Squadron: This squadron was formed under Royal Air Force (RAF) command as No. 121 (Eagle) Squadron. The unit was transferred to the USAAF on 22nd August 1942 together with other Eagle squadrons and it was activated shortly after, on 12th September. It was assigned to the 4th Fighter Group of the 8th Air Force and it operated from Debden. The unit flew the Spitfire Mk.V until February 1943 when it was replaced by the P-47 Thunderbolt. 
• 336th Fighter Squadron: This formation was RAF's No.133 (Eagle) Squadron that was transferred to the USAAF on 22nd August 1942. They were initially equipped with the Spitfire Mk.V and were based at Debden, England where they flew the Spitfire until it was replaced by the P-47 Thunderbolt in April 1943.

Sources:

1st https://en.wikipedia.org/wiki/307th_Fighter_Squadron

2nd https://en.wikipedia.org/wiki/309th_Fighter_Squadron

3rd https://en.wikipedia.org/wiki/335th_Fighter_Squadron

4th https://en.wikipedia.org/wiki/336th_Fighter_Squadron

5th https://military-history.fandom.com/wiki/335th_Fighter_Squadron

6th https://military-history.fandom.com/wiki/336th_Fighter_Squadron

Supermarine Spitfire. American Users, part five. The Spitfire in USAAF service. Part one, RAF Eagle squadrons.

 

The Supermarine Spitfire was employed by the United States Army Air Forces (USAAF) and, before that, three squadrons of the British Royal Air Force (RAF) manned by American volunteers, the so called 'Eagle Squadrons' employed the type. These three squadrons were Nos. 71, 121 and 133.

• No. 71 Squadron: This unit, probably the most famous of the Eagle squadrons, transitioned from the Hawker Hurricane to the Spitfire Mk.II in August 1941 and, shortly later, to the Spitfire Mk.Vb. The unit took part in the English Channel & Defence of Britain during 1941 and 1942 earning good reputation. When Japan attacked Pearl Harbor on 7th December 1941, many of it personnel volunteered to fight the Japanese in the Pacific, but their petition was refused, after which, they asked RAF Fighter command to move the squadron to Singapore to fight the Japanese, but this petition was also refused. 
  On 29th September 1942, this unit, together with the other two Eagle Squadrons was transferred to the USAAF, becoming the 334th Fighter Squadron of the 4th Fighter Group.
• No.121 Squadron: This formation, replaced the Hawker Hurricane with the Spitfire Mk.II in October 1941 and then with the Mk.Vb in November, which was when they claimed their first shot-down enemy aircraft. During the rest of 1941 and,  September 1942, they took part in the aerial defence of the English Channel, with some occasional bomber escort missions over mainland Europe. They were transferred to the USAAF on  29th September 1942 becoming the 335th Fighter Squadron of the 4th Fighter Group.
• No.133 Squadron: Just like the other two Eagle units, this squadron replaced the Hawker Hurricane with the Spitfire Mk.IIa in October 1941 and then, in early 1942, with the Mk.Vb. 
  When this unit was based in northern Ireland, transitioning from the Hurricane to the Spitfire, one pilot crash landed on the Republic of Ireland and he was interned. 
  The squadron took part in defensive operations over the English Channel and then, on 23rd September 1942 they were equipped with the much improved Spitfire Mk.IX and took part, on 26th September, in an escort mission over Morlaix, Brittany, western France. Due to confusion created by strong winds, the pilots mistook Brest (capital city of Brittany -under German occupation-) for England and force-landed there losing 11 out of 12 Spitfires, with four pilots being killed and six being taken prisoners (one of whom was later killed when taking part in escape from Stalag Luft III) and one evading capture. The remaining of the unit was transferred three days later to the USAAF, becoming 336th Squadron of the 4th Fighter Group. 
  The decision to transfer the squadron was, however, not influenced by the so-called 'Morlaix disaster', as it was part of a planned transfer of the three Eagle Squadrons to the USAAF.

To be continued...

Sources:

1st https://en.wikipedia.org/wiki/No._71_Squadron_RAF

2nd https://en.wikipedia.org/wiki/No._121_Squadron_RAF

3rd https://en.wikipedia.org/wiki/No._133_Squadron_RAF

4th https://www.memorialflightclub.com/blog/morlaix-disaster-26th-september-1942

Miles M.9 Master. Part one. Some Foreign Users

 

The Miles M.9 Master was a British two-seat monoplane which was used as an advanced trainer. It was designed by Frederick G. Miles and manufactured by his own company, Miles aircraft Ltd. The Royal Air Force and the Fleet Air Arm were its main users, but the type was also used by many other countries, among them, the following ones:

• Egypt: The Royal Egyptian Air Force employed no less than 23 and no more than 26 Miles Master II (an improved variant powered by Bristol Mercury engines) in 1944. As we couldn't find graphical evidence, the drawing and markings should be considered as speculative.
• South Africa: The Miles Master II was one of the main trainer aircraft of the South African Air Force (SAAF) as 453 machines were supplied. Twenty-five Masters were lost at sea and didn't arrive to their destination.
• Turkey: The Turkish Undersecretariat of Military Aviation (forerunner of the Turkish Air Force which was officially formed in 1944) planned to order 100 Master II aircraft in the early 1940s. However, as their American-made Curtiss-Wright CW-22 were still working fine, the ordered number decreased to 27. In July 1943 the first 8 Master II were shipped to Turkey and two years later 12 additional machines were sent. They were used as target-tows in various air-regiments and were kept in active duty until 1948 when they were replaced by the North-American Texan.
• United States: Many United States Army Air Force (USAAF) units stationed in Great Britain during World War 2, employed a total of 44 Master II machines as target tugs and communication aircraft. As we couldn't find graphical evidence, the drawing should be considered as speculative.

Sources:

1. https://en.wikipedia.org/wiki/Miles_Master

2. Scale Aircraft Modelling - vol.19 nº08 (1997.10) - Miles Military Trainers

3. http://www.tayyareci.com/digerucaklar/turkiye/1923ve50/miles-master.asp

Mitsubishi Ki-83

 

The Mitsubishi Ki-83 was a Japanese long range heavy fighter designed during the very late stages of World War 2, which never went beyond the prototype stage.

The Ki-83 was designed as a long range heavy fighter, designed by a team led by Tomio Kubo who also designed the Mitsubishi Ki-46. The Ki-83 was designed as an answer to a 1943 specification for a new heavy fighter with long range. 

The first prototype flew for the first time on 18th November 1944 and it was followed by three more prototypes. They showed great maneuverability for an airplane of that size. The prototypes were able of performing a 671 m (2.200 ft) diameter loop in 31 seconds at a speed of 644 km/h (400 mph). 

The Ki-83 was powered by two Mitsubishi Ha-43 Ru 18-cylinder air-cooled radial engines rated at 2.200 hp each and drove a four-bladed propeller. They were armed with two 30 mm Ho-155 cannons plus two more 20 mm Ho-5 cannons mounted in the nose. 

In spite of the American bombing campaign against Japan, the Ki-83 was set for mass production when Japan surrendered on 15th August 1945.

Both the existence and performance were kept secret during the war, even in Japan. In fact, it was completely unknown for the Allies, as demonstrated by the fact that it had not a reporting name. Most of the existing photographs of the type were taken during the post-war occupation of Japan, when the prototypes were seized by the United States Army Air Force (USAAF) and was repainted with American insignia. 

One prototype was tested by American aeronautical engineers and other experts and, when flying with high-octane fuel, it achieved a speed of 762 km/h (473 mph) at an altitude of 7.000 m (23.000 ft). 

There were also plans for a reconnaissance variant, named Ki-95 and for a further development, named Ki-103, but they didn't go beyond the drawing board.

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_Ki-83

2. https://www.valka.cz/Micubisi-Ki-83-t1293

3. https://www.militaryfactory.com/aircraft/detail.php?aircraft_id=1469

Curtiss SBC Helldiver, part two. The Helldiver with the USMC.

 

The Helldiver was also used by the United States Marine Corps (USMC). A single SBC-3 was received in 1938 by the VMF-2 which was employed as a squadron hack at Naval Air Station San Diego, California. That machine was sent to Battle Fleet Pool in June 1939. 

The prototype of the SBC-4, called XSBC-4, was also used as a staff transport for Headquarters Marine Corps. This machine survived until 31st August 1944 when it was written off the inventory while serving at NAS Kodiak, Alaska.

Later, in January 1940, the USMC had four SBC-4 in inventory. Two of them were based at Marine Corps Air Station (MCAS) Quantico, Virginia, one was assigned to VMF-1 and the second was serving with Marine Utility Squadron 1 (VMJ-1). The other two were based at NAS San  Diego. One SBC-4 was assigned to VMF-2 and the second to VMJ-2. 

By 7th December 1941, the USMC had a total of 23 SBC-4 in inventory, twelve of them assigned to observation squadrons (VMO).

Marine Observation Squadron 151 (VMO-151) was sent to Tafuna airfield, in the American Samoa, on 9th May 1942, fully equipped with the SBC-4. It was there, at Tafuna where a second observation was formed, the VMO-155 on 1st October 1942 by taking half of the VMO-151's personnel and machines. This new squadron, however, was sent back to the United States on 8th December 1942 to be reformed and the remaining personnel was sent to Guadalcanal Island.

The SBC-4s in VMO-151 were replaced in December 1942 by the Douglas SBD Dauntless and by June 1943 they were fully equipped with the Dauntless. By that time they had moved to Uvea island, in Wallis Group, New Caledonia, leaving their SBC-4s behind. 

The last report of a SBC-4 serving with the VMO-151 was dated on 1st June 1943.

Sources:

1. https://en.wikipedia.org/wiki/Curtiss_SBC_Helldiver

2. Signal Squadron - Aircraft In action 151 - SBC Helldiver in Action

3. https://www.valka.cz/Curtiss-SBC-Helldiver-t45473

Pics re-drawn from:

http://wings-aviation.ch/53-Military-Aircraft-in-Detail/Curtiss-Helldiver/Attack.htm

Curtiss SBC Helldiver, part one. The Helldiver in the US Navy

 

A contract was signed in August 1936 by the US Navy for the delivery of 83 SBC-3 (Curtiss Model 77A - according to the internal denominations given by Curtiss). On 17th July 1937, their delivery process began, with the first aircraft being deployed with Scouting Squadron Five (VS-5) assigned, theoretically, on board of USS Yorktown (CV-5), however, as Yorktown was commissioned until 30th September 1937, they remained on land, while the ship underwent sea trials. It wasn't until 10th December that same year when the VS-5 was embarked on the Yorktown, where the Helldivers served until 1940 when they were replaced by the Douglas SBD-3 Dauntless. 

By June 1938 three of the five scouting squadrons assigned to aircraft carriers (USS Enterprise -CV-6, USS Yorktown - CV-5 and USS Saratoga - CV-3), were equipped with the Helldiver, while the other two were equipped with the Vought SBU-1. 

A single SBC-3 was kept by Curtiss and re-engined with a 750 hp Wright R-1820-22 nine cylinder radial engine. It received the denomination of XSBC-4, which served as the prototype for the SBC-4. 

An initial contract was signed for a batch of 58 SBC-4, on 5th January 1938, followed by two additional contracts, one for 31 Helldivers on 27th July 1938, and a third one for 35 more on 13th August 1938, making a total of 124 contracted aircraft, powered all of them by the Wright R-1820-24 radial engine, yielding 850 hp of power.

Scouting Squadron 2 (VS-2), on board of USS Lexington (CV-2) was the first one to receive the SBC-4 Helldiver, replacing their Vought SBU-1s. By 26th June 1939, VS-2 was completely equipped with 21 SBC-4s. The Lexington was the only carrier to actually fly the Helldiver, during military maneuvers, as they were replaced by Douglas SBD-2 and SBD-3 Dauntless dive bombers in 1941, prior to Pearl Harbour. 

Given the expanding aviation training programme, most of the SBC-4s, with other training aircraft, were assigned to Naval Reserve Air Bases (NRAB), to allow reserve US Navy and US Marine airmen assigned to reserve scouting squadrons, and maintain their proficiency. 

As time went by, the US Navy acquired more modern aircraft and both SBC-3 and SBC-4s were replaced by, mainly the Douglas SBD Dauntless. By 7th December 1941, both US Navy and US Marines, had a total of 69 SBC-3 and 118 SBC-4s, based at Naval Air Stations (NAS), NRABs and the Naval Aircraft Factory in Philadelphia, Pennsylvania. The largest group was based at NAS Miami, in Florida, where they were used for intermediate flying and dive bombing training.

The carrier USS Hornet (CV-8) was also equipped with SBC-4, at the time of Pearl Harbour. This carrier was undergoing sea trials on the Atlantic Ocean on 7th December and the two squadrons equipped with the Helldiver kept them until the ship sailed to San Diego, California, in March 1942. By that time, both squadrons had transitioned to the Dauntless, though their aircraft were not replaced yet, making the Hornet the last ship to operate the Helldiver aboard and aircraft carrier. 

The last SBC-4 Helldiver was built in May 1941 and, by 1944, the last SBC-3, was seriously obsolete and they were stricken off the inventory. The longest surviving one were a group of 12 aircraft, based at NAS Jacksonville, Florida, which were stricken on 31st October 1944.

Sources:

1. https://en.wikipedia.org/wiki/Curtiss_SBC_Helldiver

2. Signal Squadron - Aircraft In action 151 - SBC Helldiver in Action

3. https://www.valka.cz/Curtiss-SBC-Helldiver-t45473

Pics re-drawn from:

http://wings-aviation.ch/53-Military-Aircraft-in-Detail/Curtiss-Helldiver/Attack.htm

Mitsubishi J2M Raiden, foreign users

 

The Mitsubishi J2M Raiden (Japanese word for 'Lightning Bolt') was a single-engined land-based fighter aircraft used by the Imperial Japanese Navy Air Service (IJNAS) during the World War II. Although there were not any official foreign users, some captured exemplars were used by:

• United Kingdom: Two Raidens, originally belonging to the 381st Kokutai, were captured at the end of the war. They were evaluated at RAF Tebrau airbase, in Malaysia, with officer from RAF Seletar, in Singapore shortly after the war, in 1946. Their ultimate fate is unknown.
• United States of America: At least one J2M3 was captured by the United States Army Air Force (USAAF) during the latest stages of the war. It was par of the 301st Kokutai and was assigned to the aerial defense of Manila, capital city of the Philippines. It had previously belong to the 381st Kokutai as it was found to have its original codes overpainted, however other reports claim it didn't have any code when it was captured.
  Anyway, it was found in February 1945 at Dewey Boulevard, in Manila, which was used as an ad-hoc air strip. The Raiden was taken to Clark Field, an air base close to Manila, for testing with the TAIU-SWPA (Technical Air Intelligence Unit - South West Pacific) where it was assigned the code S-12, was stripped of any paint and received US markings with pre-war tail stripes. It was only tested twice, for a total of 3 hours and 20 minutes of duration, before an oil pipe failed, causing the engine to seize up. It was later destroyed on the ground when a B-25 Mitchell collided with it when landing.
  Another Raiden, belonging originally to the 302nd Kokutai, was captured after Japan's surrender, at Atsugi airfield. It was sent to the United States for performance tests It was later acquired by Frank Wiggins Trade School, in Los Angeles, to be used as an instructional airframe. By 1952 it was being used as a park attraction at Travel Town in Griffith Park. It was later donated to the Planes of Fame Museum in Chino, California, where it's on static display nowadays.

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_J2M

2. https://captured-wings.wikia.org/wiki/Category:Mitsubishi_J2M

3. https://en.wikipedia.org/wiki/Technical_Air_Intelligence_Unit

4. https://captured-wings.wikia.org/wiki/ATAIU-SEA

5. https://planesoffame.org/aircraft/plane-J2M3

6. https://captured-wings.wikia.org/wiki/C/n_3008

For more profile drawings of captured Japanese planes:
http://www.risingdecals.com/DyingSun/DyingSun_A.htm

Grumman J2F Duck, part three

 

The J2F-5 was the last variant manufactured before the USA entered the war. It was powered by a 950 hp Wright R-1820-50 radial engine, fitted inside a broad chord cowling which had the oil cooler incorporated. This variant was also fitted with stronger bomb racks, making it capable to carry 325 pound depth charges, and the rear .30 caliber machine gun. During the war, most J2F-5s were retained at bases in the United States or far from the frontline, other Ducks saw distinguished service in the Pacific, as they were used by the Marines and the US Navy to recover downed pilots from the sea and Japanese held islands.

It was a J2F-5 assigned to the naval base at Cavite, Philippines, that provided supply and medical evacuation for the Bataan garrison in early 1942. On 8th April 1942 a single J2F-5 left Cabcaben, in Bataan, with six men, among them president Carlos Romulo, who would later become president of the Republic of The Philippines. 

In order to free Grumman for production of fighters and torpedo-bombers, the US Navy transferred production of the Duck to Columbia Aircraft Corporation in Valley Stream, Long Island, New York. With the designation of J2F-6, Columbia manufactured 330 J2F-6s from 1942 until August 1945. The only remarkable difference between the J2F-5 and the J2F-6 was the introduction of the 1.050 hp Wright R-1820-54 air-cooled radial engine.

The final mission for the Duck in Coast-Guard/US Navy service took place in 1946/1947. A single J2F-6 assigned to USCGC Northwind (WAGB-282), a Wind-class icebreaker, took part, as Navy Task Force 68 in the Antarctic expedition named Operation High Jump, with Rear Admiral Richard E. Byrd as Officer-in-Charge of scientific programs. That Duck performed reconnaissance flights over the South Pole region, liaison and supply flights, weather reconnaissance and acted as standby rescue and medical evacuation aircraft. The J2F-6 and the crew of the Northwind, under the command of Captain Charles W. Thomas, earned the praise of Byrd and received much of the credit the success of supporting operations for the scientific programs.

The Duck also served with the United States Army Air Force (USAAF) when a single naval J2F-5 was transferred during 1942. It was designated Grumman OA-12 and it served mostly in the North Atlantic region, based at Newfoundland and Fort MacAndrews, in Nova Scotia, Canada. It returned to the United States in 1945 and was disposed off as a surplus at Bush Field, in Augusta, Georgia on 15th June 1945.

Later, additional OA-12s were drawn from surplus US Navy stocks and overhauled at Warner Robins, Georgia for Arctic operations. Five OA-12s were assigned to the 10th Air Rescue Squadron (which would eventually become the 10th Air Rescue Group) assigned to the Alaskan Air Command, after the creation of the United States Air Force (USAF). Those Ducks operated from Elmendorf Air Force Base (AFB) in Anchorage and at Ladd AFB in Fairbanks from 1948 until early 1950s. One OA-12A crashed on Lake Chekatna in August 1948 during landing. It was recovered during the 1970s and nowadays is at display (and remains airworthy) in Alaska Aviation Museum, in Anchorage.

Sources:

1. https://en.wikipedia.org/wiki/Grumman_J2F_Duck

2. Squadron Signal - Aircraft in Action Mini 7 - Grumman JF Duck

3. https://www.valka.cz/Grumman-J2F-6-Duck-t11170

4. https://aerialvisuals.ca/AirframeDossier.php?Serial=86152

Mitsubishi G4M, foreign users

 

The Mitsubishi G4M was a Japanese twin-engined medium bomber designed to success to former G3M. Its main user was the Imperial Japanese Navy (IJN), but as the war went on, it saw service with some other countries as well:

• Communist China: Apparently, among the many aircraft left over by the Japanese, the Communists managed to capture some machines, probably in the Southern part of the country, as that's where the IJN had some aerial bases at the end of the conflict. As we couldn't find neither graphical nor text information about the G4M serving with the Chinese, the drawing should be considered as speculative.
• United Kingdom: The British Allied Technical Air Intelligence Unit South East Asia (ATAIU SEA) operated one captured G4M2 Model 22, registered as FI-11 for evaluation purposes at Tebrau airfield, in Malaysia. It belonged originally to the 13th Koku Kantai Yuso Tai. Its ultimate fate is unknown, but it was most probably scrapped.
• Indonesia: Among the aircraft used by the Indonesian Air Force, was, apparently, at least one G4M captured by Indonesian guerrillas, left over by the Japanese in some remote area of the country. It was probably used by the Indonesians during their Independence War, but its ultimate fate is unknown. As we couldn't find information on the subject, the drawing and the information written here should be considered as speculative.
• United States: The Technical Air Intelligence Unit, operated some captured G4M for evaluation purposes at Eagle Farm airfield, in Brisbane, Australia in 1945. The evaluated bomber was painted with exaggerated American markings and rudder stripes even if they were eliminated three years earlier. 

Sources:

1. https://en.wikipedia.org/wiki/Mitsubishi_G4M

2. https://captured-wings.wikia.org/wiki/FI-11

3. https://captured-wings.wikia.org/wiki/ATAIU-SEA

4. https://en.wikipedia.org/wiki/Indonesian_Air_Force#Before_Indonesian_independence_(1941–1945)

5. https://ww2db.com/photo.php?list=search&sp&startRow=40&keyword&source=colorall&color&foreigntype=A&foreigntype_id=12&dt&image_id

6. https://j-aircraft.com/captured/capturedfrom/TAIC/TAICSG4M/mitsubishi_g4m2_betty.htm

Martin B-10

 

The B-10 waged a revolution in bomber design with its all-metal monoplane airframe, enclosed cockpits, rotating gun turrets, retractable landing gear, internal bomb bay and full engine cowlings. With all those features, the bomber marked the standard for the designs to come in the following decades, making the existing designs obsolete and Martin receiving the 1932 Collier Trophy for designing the XB-10.

It began initially as a private venture with the Martin Type 123, by Glenn L. Martin Company in Baltimore, Maryland. It was manned by a crew of four, pilot, co-pilot, nose gunner and fuselage gunner. At first, all four crew compartments were open, but it had a number of design innovations as well.

Innovations included a deep belly for an internal bomb bay and a retractable landing gear. The Type 123 was powered by two 600 hp Wright SR-1820-E Cyclone radial engines and flew for the first time on 16th February 1932. It was delivered to the US Army on 20th March as the XB-907 for testing. After evaluation by the US Army, it was sent back to Martin for redesign and improvement and it was rebuilt as the XB-10.

The XB-10 was later delivered to the US Army and it differed in many ways from the original aircraft. It had full NACA cowlings to decrease drag, while the XB-10 had Townend rings. It also was powered by two 675 hp Wright R-1820-19 engines and had a larger wingspan, together with an enclosed nose turret. When further trials were performed on the XB-10 in June 1932, it achieved a speed of 197 mph (317 km/h) at 6.000 ft (1.830 m) high, quite an impressive performance for the time. 

After the success of the XB-10, some changes were made to the design. The number of crew members was reduced to three and canopies for all of them were added. The US Army ordered an initial batch of 48 of these on 17th January 1933. The first 14 of them were labelled as YB-10 and were delivered to Wright Field, Ohio, from November 1933 onwards and used in the Army Air Corps Mail Operation.

Later, in 1935, the Army ordered an additional 103 aircraft, named as the Martin B-10B, which differed only in minor details from the YB-10. Deliveries began in July 1935 and they served with the 2nd Bomb Group at Langley Field, Virginia, the 9th Bomb Group at Mitchel Field, New York, the 19th Bomb Group at March Field, California, the 6th Composite Group in the Panama Canal Zone and the 4th Composite Group in the Philippines. Some modified YB-10s and B-12 (the remaining aircraft of the original order, which were powered by two Pratt & Whitney R-1690-11 Hornet radial engines) were operated with twin floats for coastal patrol duties.

In February 1936 thirteen B-10Bs belonging to the 49th Bomb Squadron dropped supplies to the residents of Tangier Island, in Virginia and Smith Island, in Maryland as ships couldn't reach due to heavy ice in the Chesapeake Bay and the inhabitants faced starvation after a sever winter storm. 

Although at the time of its creation it was a very advanced design (General Henry H. Arnold referred the bomber as the airpower wonder of its day), rapid advances in bomber design during later 1930s meant that the bomber was completely obsolete by the time the World War 2 began. A modernisation effort was made with the Martin 146, but it was superseeded by the Boeing B-17 and the Douglas B-18. 

Ironically, although by the time the USA entered the war the B-10 was retired from active service long ago, an export model used by the Dutch East Indies escaped to Australia on 7th March 1942 and was taken on strength by the USAAF to serve as an utility aircraft. That was the only Type 139WH-3/Type 166 to serve with the United States Army Air Forces.

Sources:

1. https://en.wikipedia.org/wiki/Martin_B-10

2. http://www.joebaugher.com/usaf_bombers/b10.html

Junkers Ju.52, more American users

 

Between 1931 and 1952 the Ju.52 was, one way or another, being mass produced. Many airlines all around the world employed it and was the main cargo plane of many Air Forces around the globe. In this post, we cover the following countries:

• Ecuador: The Ecuadorian airline SEDTA (Sociedad Ecuatoriana de Transportes Aéreos - Ecuadorian Society for Aerial Transports) was a subsidiary of Lufthansa which bought, in 1938, four Ju.52/3m (named "Ecuador", "Guayas", "Aconcagua" and Azuay) together with a single Ju W-34. Oddly enough, during the initial period, their tails were painted with the nazi svastika, which were overpainted in red at the start of the World War 2.
  They served for long period of times until, eventually, all of them were lost to accidents, the last one being recorded in April 1958. During the Ecuadorian-Peruvian War of 1941, they were seized by the Ecuadorian Army to serve in evacuation and resupply missions. One of them, registered as HC-SAD, was captured in September 1941 by Peruvian forces and transferred to the United States Army Air Force (USAAF) in May 1942. 
• Peru: In Peru Lufthansa created another subsidiary airline, called just "Deutsche Lufthansa AG Lima", which on 21st February 1938 received permission to begin operations. This company worked jointly with the Lloyd Aéreo Boliviano and the Condor Syndicate in Bolivia and Brazil respectively. A total of four Ju.52/3m were acquired to serve on a weekly route from Lima, La Paz, Santa Cruz, Rio de Janeiro and Europe. However, when the World War 2 started, this route was partially cancelled as the route reached only to Rio de Janeiro.
  Some of them were pressed into service with the Cuerpo Aeronáutico del Perú (Peruvian Aeronautical Corps) when this Corps was expanded. They were used mainly for supply purposes in the most remote Peruvian regions. When American material arrived, they were phased out.
• Uruguay: The Uruguayan company CAUSA (Compañía Aeronáutica Uruguaya S.A. - Uruguayan Aeronautical Company) was a private airline that operated between the years 1938 and 1967. This airline was founded on 29th December 1936 by an Uruguayan banker with the intention of establishing an aerial link between the capital city of Montevideo and the Argentinean capital of Buenos Aires. Aerial operations began on 12th March 1938 with two Ju.52/3m equipped with floats which were acquired from Germany, shipped to Brazil, where they were assembled, and flown to Uruguay. These seaplanes served until 1946 when they were replaced by the Short Sunderland.
• United States: In May 1942 an ex-Ecuadorian Ju.52/3m was transferred to the USAAF and assigned to the 20th Troop Carrier Squadron. This aircraft was based in Panama channel and was re-engined with three Pratt & Whitney R-1690 Hornet radial engines fitted in modified Douglas DC-2 cowlings and driving three-bladed propellers. Aerial brakes were replaced with hydraulic ones and all instruments and radio were replaced with American equipment. 
  This aircraft was used for patrol duties in the Caribbean region where it was reportedly used in fake "supply drops" to German submarines, where, instead of supplies, ordnance (IE bombs) where dropped. 
  This aircraft served until December 1943 when she was written off, after suffering a taxiing accident on June that same year, and was transferred to the US Public Roads Administration in Costa Rica, where it was in use until, at most, 7th December 1944.

Sources:

1. https://en.wikipedia.org/wiki/Junkers_Ju_52

2. https://www.facebook.com/aviacionyaeronautica/posts/2247124815308730/ (translated)

3. https://www.nlarenas.com/en/10/2018/aerolineas-historical-sedta-subsidiary-of-lufthansa/ (translated)

4. https://www.facebook.com/114126392072968/posts/1178714095614187/ (translated)

5. https://en.wikipedia.org/wiki/Compañía_Aeronáutica_Uruguaya

6. http://www.geocities.ws/kwii62/ju52.htm (translated)

7. https://ww2aircraft.net/forum/threads/unusual-aircraft-in-usaac-service-pt-1.24195/

Douglas B-23 Dragon

 

The Douglas B-23 Dragon is an American two-engined bomber developed by Douglas Aircraft Company as a successor of the B-18 Bolo.

Douglas proposed some modifications thought to improve the performance of the B-18. Initially, the XB-22 (the original project to re-engine the B-18 with Wright R-2600-1Twin Cyclone radial engines) was considered a redesign. The complete B-18 redesign was considered to have enough promise by the United States Army Air Corps (USAAC) to modify the original contract, and manufacture the last remaining 38 B-18s as the B-23 standard. The design incorporated a larger wingspan, with a wing design similar to that of the Douglas DC-3, a fully retractable undercarriage and improved defensive armament. In fact, the B-23 was the first American bomber equipped with a glazed tail gun position. It was equipped with three 0.3in machine guns set in various defensive positions plus a single 0.5in machine gun placed in the tail which was operated from the prone position by a gunner using a telescopic sight. It had a payload of 2.000 lb (910 kg), just like the Bolo, but it had a range of 1.400 milles (2.300 km) and was also faster. 

The prototype flew for the first time on 27th July 1939 and a total of just 38 machines were manufactured at Douglas' factory in Santa Monica, California, when production ceased in September 1940.

Even if it was faster, better armed and had a longer range than the Bolo, the B-23 couldn't be compared to other medium bombers of the time like the North American B-25 Mitchell and Martin B-26 Marauder. That's why the B-23 was never used in combat overseas, even if, for a brief period of time, they were employed as patrol aircraft operating in the west coast of the United States. The B-23s were relegated to training duties, although some were converted to transports and redesignated to UC-67. 

The B-23 was also used as a testbed for different engines and it was used for supercharger development by General Electric at Schnectady, in New York. 

After World War 2 all of them were sold to private owners and used as either passenger airplanes or executive transports, with pertinent internal modifications having been carried out and, therefore, many of them have survived. Thanks to the wartime experience with the type, General Electric bought and used five of them, and Howard Hughes had a converted one as his personal transport.

Some converted aircraft were sold to foreign countries like Ecuador, where its national airline, Ecuatoriana de Aviación, bought a single UC-67 in the late 1950s which was even used as that country's presidential transport. Another machine is known to have been sold to the Greek airline Scholai Delta and used at Hellenikon airport in Athens, as an instructional stationary airplane during the 1970s until it was completely broken off in the 1980s.

Sources:

1. https://en.wikipedia.org/wiki/Douglas_B-23_Dragon

2. https://www.valka.cz/Douglas-B-23-Dragon-t31133

3. https://es.wikipedia.org/wiki/Ecuatoriana_de_Aviación (translated)

4. https://www.airhistory.net/photo/8266/N86E

Douglas B-18, part three

 

The Douglas B-18 was an American designed and manufactured medium bomber which was employed by the United Army Air Corps (USAAC) and the United States Army Air Force (USAAF) during the late 1930s and early 1940s.

When Japan attacked Pearl Harbor and waged war on the USA, a new theatre of war was opened in the Pacific Ocean, with most of the B-18 bombers based overseas in the Philippines and Hawaii. Most of those based in Hawaii were destroyed on the ground during the initial Japanese attack, just like the ones based in the Philippines, and the few ones that remained, played no significant role during subsequent operations. 

The B-18 based in continental USA and the Caribbean, were deployed in a defensive role, in order to prevent any possible attack in the American mainland. However, those attacks never took place and the Boeing B-17 replaced the B-18 in the frontline service in 1942. After this, 122 B-18As were modified for anti-submarine warfare operations. The bomb aimer position was replaced by a search radar fitted inside a large radome and magnetic anomaly detector (MAD) equipment was sometimes fit in a tail boom. Those aircrafts, known as the B-18B, were deployed and used in the Caribbean on anti-submarine patrols. On 2nd October 1942, a single B-18A, piloted by Cpt. Howard Burhanna Jr. , belonging to the 99th Bomb Squadron, dropped depth charges and sank the German submarine U-512 north of Cayenne, off the shores of the French Guiana. 

In the anti-submarine role, they were replaced, in 1943 by the Consolidated B-24 Liberator, which offered much better payload and had greater range, thanks to which, the mid-Atlantic gap was finally closed.

Surviving B-18s of the USAAF were eventually used as trainers and transports within continental United States. A total of two B-18A were reformed as unarmed cargo transports and received the denomination of C-58. An improved version, named XB-22, powered by the Wright R-2600-3 radial engines was proposed, back in 1938, but it was never built as Douglas focused on the B-23 Dragon light bomber.

After the war, the remaining bombers were sold as surplus on the commercial market and some of them were used as cargo or crop-sprayers by commercial operators.

Sources:

1. https://en.wikipedia.org/wiki/Douglas_B-18_Bolo

2. https://www.valka.cz/Douglas-B-18-t72780

3. http://www.aviation-history.com/douglas/b18.html