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Since 1945, over 300 A-26s have been entered
on to the FAA US Civil Aircraft Register.
Perhaps up to a hundred of those were probably only
registered for ferry flights from USAF bases such as Davis-Monthan AFB, AZ and Hill AFB, UT to civil airports and stored as
candidates for sale on the civil or overseas military markets.
The initial main civil uses were as "executive" personnel
transports with minimal modifications such as removal of military features, bomb bay doors sealed shut, passenger entry stairs
in bomb bay, and the conversion of the fuselage to accept six to eight passengers.
Improvements developed considerably until the early
1960s, when purpose-built executive types such as the (turboprop) Gulfstream started to become available. During the mid-1950s,
A-26's were tested and used as air tankers for suppression of forest and wildland fires, and may have briefly used borate
based retardants, hence the inaccurate and unofficial term "borate bombers." Borate was soon discontinued due to its undesirable
ecologic effects, replaced with retardant mixtures of water, clays, fertilizers and red dyes. That use of A-26s on USDA contracts
was discontinued in major regions by about 1973, when many of the A-26 air tankers then found willing purchasers in Canada.
Much early development of conversions was carried out by Grand Central Aircraft, whose drawings and personnel were taken up
by the On Mark Engineering Company of Van Nuys, California from about 1955. By the 1960s, On Mark had obtained an exclusive
licence from Douglas Aircraft Company for manufacture and sale of parts for A-26s. The On Mark Executive (1956), the On Mark
Marketeer (1957), and the more radical pressurized On Mark Marksman (1961) were products of this effort.
The next most significant conversion was the Rock
Island Monarch 26, while less numerous and more basic conversions were carried out by Wold Engineering and R. G. LeTourneau
Inc.
There were several other smaller ( aviation related ) companies that undertook modifications
to the Invader, one of these being Stahmann Farms of Las Cruces NM.
It modified and converted 44-34524 ( N558, N58Y and
HK-999E ) and was a one-off, modified in 1959/60, for extra
long-range using a Marksmans wing with tip tanks and flew from Minnesota to Prestwick,
with routing from Madrid to Iceland.
Spares for this aircraft were salvaged from an unidentified Marksman badly damaged by
fire at Phoenix AZ.
It actually looked like a Marketeer but was not and is an airframe that has caused some
confusion over the years.
There is evidence that Stahmann Farmes Inc, also undertook modification work for Rock
Island, to upgrade Invaders to the Monarch 26 and was possibly involved in Air tanker conversions in order to maintain their
vast operating portfolio of farming.
Stahmann Farms Inc. Las Cruces, NM. used Harpoon N6655D (15-1600) between
1961 - 1984 for frost control flights over Stahmann's 4000 acre (16188 hectares) pecan nut plantation in New Mexico. The aircraft
would be dispatched usually between 3 and 4 a.m and would be directed from the ground to areas that were in danger of freezing.
It was flown at between 75-100ft (22.8-30.4m) above tree top level to deflect the warmer air downwards. To increase the down
wash the aircraft was flown with its spray tanks full of water. This aircraft was to have been converted to a long range transport
for Dean Stahmann and his family to transport them to Peru in case of war - this was at the time of the Cuban Missile Crisis.
However, there was the possibility of a proprietary conflict with the Howard 500 and therefore Stahmann chose a A-26B for
this role.
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NOTE: Hamilton Aircraft
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In 1966, wing spar cracks had started to show up in some of the FAB's
(Brazilian Air force) Invaders.
In an attempt to prolong their service lives, in 1968, several FAB
Invaders were flown back to Tucson, Arizona for an upgrading by the Hamilton aircraft Company. Most of the changes involved
IRAN (Inspect and Repair as Necessary) of avionics, communications equipment and weapons systems.
15 aircraft were refurbished. In addition, three new aircraft (FAB
serials 5173/5175) were acquired by Hamilton from surplus stocks as attrition replacements.
Unfortunately, one of the FAB B-26 was so badly corroded that it had
to be struck off in Arizona and replaced by another.
In addition, a civilian
B-26 ( Ex- LeTourneau
) was impounded by the Brazilian government in June of 1966 due to its involvement
in illegal smuggling activities. It sat derelict at Brasilia until 1970, when the FAB finally took it on charge and used it
as a transport aircraft under the FAB serial number of 5176.
In spite of the Hamilton rebuild
program, wing spar cracks began to reappear in the wings of many FAB B-26s in 1972, which led to the decision to retire the
B-26 from FAB service rather than to attempt to keep them in the air for much longer. The withdrawal took place in stages,
beginning in 1973 and lasting until December of 1975.
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