Douglas A/B-26 Invader

Civil 4

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Executive and Civilian Invaders - Main page




Above shows N500M at General William Mitchell Airfield, Milwaukee Wisc. on Sept 1st 1976


Above is N500M in 1969


The above photo was supplied by Sandra More via her father Dick "Sarge" Rawlings



Above, California 1970










Minter Field/Shafter CA April 1989



Above shows Lloyd Hamilton racing N500M round the pylons at Reno



The above two shots are of Lloyd Hamilton's 44-34769 On-Mark Marketeer, flown by Hamilton when she was N500MR. At that time she was owned by airline pilot George Rivera who later rebuilt her and sold it to Bill Farrell of ohio.





The above shot was kindly donated by Malcolm Nason.




Serial #: 44-34769
Construction #: 28048
Civil Registration:

  On Mark Marketeer
Name: Gator Invader
Status: Airworthy
Last info: 2002


Delivered to Reconstruction Finance Corp as 44-34769
- Immediately put up for dispossal, 1945-1946.
Superior Oil Co Inc, Lafayette, LA, 1950-1954
- Registered as N67162.
Fletcher Oil & Gas
- Registered as N500M.
H. B. Zachry Co, San Antonio, TX, 1964-1968
George J. Rivera, Milton, CA, 1969
Priority Air Transport System, Redwood, CA, 1970.
Lloyd A. Hamilton, Santa Rosa, CA, 1971-1972
- Flown as racer #16.
John J. Marks, Hales Corner, WI, 1977
- Registered as N29711.
George J. Rivera, San Jose, CA, Dec. 1981-1989.
- Registered as N500MR, Mar. 1982.
William M. Farrell, Cincinatti, OH, May 1990-1992
- Flew with camoflage scheme as 434769/K/Gator Invader.
Minos Kirakou, Athens, Greece, 1995-2001.
Sea Link Aviation Inc, Wilmington, DE, June 12, 1995-2002.
- Delvered to Greece via Keflavik, Sept. 9, 1995.
- Minos Kiriakou Collection
, Based at Tanagra AB, Greece.
- Flown with camoflage scheme as 434769/K/Gator Invader.


NTSB Identification: FTW66A0003
14 CFR Part 91 General Aviation
Event occurred Thursday, July 08, 1965 in SAN ANTONIO, TX
Aircraft: DOUGLAS A-26B, registration: N500M

 FILE    DATE          LOCATION          AIRCRAFT DATA       INJURIES       FLIGHT                        PILOT DATA
                                                               F  S M/N     PURPOSE
2-0587   65/7/8    SAN ANTONIO TEX     DOUGLAS A-26B       CR-  0  0  1  NONCOMMERCIAL             ATP,FLIGHT INSTR., AGE
        TIME - 0800                    N500M               PX-  0  0  6  CORP/EXEC                 UNK/NR, 13500 TOTAL
                                       DAMAGE-SUBSTANTIAL  OT-  0  0  0                            HOURS, 700 IN TYPE,
                                                                                                   INSTRUMENT RATED.
        TYPE OF ACCIDENT                                         PHASE OF OPERATION
           GEAR RETRACTED                                           TAXI: TO TAKEOFF

I had a great mail from Neil Vass
Neil wrote:

Hi Martin
First I must congratulate you on what must be one of the best aircraft sites on the Internet. I looked at the P61 and Tigercat sites quickly and they are first class as well.
I have some 6 x 4 prints of 28048 Gator Invader in the USA , Prestwick and after repaint in Greece. The prints were given to me by Vasileios Tsimis,who helped ferry the aircraft. We were arranging for them to land at Farnborough, but I couldn’t get enough engine oil...they asked to have 90 gallons at each aerodrome en route !! If I remember rightly, they routed Prestwick-Jersey and then on. Pity really.
If you are interested , I can email what I have got.
Best Regards
Neil Vass
Mytchett ,Surrey.

Neil continues:
Hi Martin

Hope these are ok.  The final pair are not so good as they are copies of photographs.  If they do not come out very well I can post the originals to you to copy yourself and if you could just return them when you are finished with them.

I will contact Vasileios and see if he has any more photos etc from the ferry flight to Greece.  Do you know the status of this aeroplane?



















Above is a shot of N507WB taken by Lee Bracken, at San Antonio, Airport, 1972

Serial #: 44-35495
Construction #: 28774
Civil Registration:
  On Mark Marketeer
Name: None
Status: Unknown
Last info: 1977


Registered as N2076A
Northern Natural Gas, Denver, CO, 1959-1961.
- Registered as N501NN.
Williams Brothers Co, Tulsa, OK, 1961.
- Registered as N507WB.
T.E. Mercer trucking Co, Fort Worth, TX, 1964.
- Emergency landing due to engine fire, San Antonio, TX, Dec. 6, 1965.
Tradewinds Aircraft Supply, San Antonio, TX, 1966-1970.
Milt Stollak, Burbank, CA, Nov. 1974-1977


Thought to have been lost during smuggling operations.


NTSB Identification: FTW66A0055
14 CFR Part 91 General Aviation
Event occurred Monday, December 06, 1965 in SAN ANTONIO, TX
Aircraft: DOUGLAS A-26, registration: N507WB

 FILE    DATE          LOCATION          AIRCRAFT DATA       INJURIES       FLIGHT                        PILOT DATA
                                                               F  S M/N     PURPOSE
2-1004   65/12/6   SAN ANTONIO,TEX     DOUGLAS A-26        CR-  0  0  2  NONCOMMERCIAL             AIRLINE TRANSPORT, AGE
        TIME - 1425                    N507WB              PX-  0  0  3  CORP/EXEC                 UNK/NR, 9700 TOTAL HOURS,
                                       DAMAGE-SUBSTANTIAL  OT-  0  0  0                            35 IN TYPE, INSTRUMENT
        TYPE OF ACCIDENT                                         PHASE OF OPERATION
           FIRE OR EXPLOSION: IN FLIGHT                             TAKEOFF: INITIAL CLIMB


Above, LAS Super 26  -  N5052N ( probably at Carl Spaatz Field - Reading PA - circa  mid-1960's )  Source unknown.


Above, 1968




The above shots show N5052N, s/n 44-35994, when the plane was at Spaatz Field, Reading, Pennsylvania, on 29 September 1968. At that time it was owned by Mesta Machine Co. of Pittsburgh.
The Super 26 utilized just the wings, engines, tail, and landing gear of the Invader. A new fuselage with a pressurized cabin that was 22 feet long and six feet high was built and this could carry six-to-nine passengers. Constellation windows and cockpit sections were utilized and the first example, N5052N, flew in mid-1960. Apparently only one was built and the hulk finally wound up with Air Spray in Canada as a parts source.





The above photograph was taken by Gordon Reid at Alberquerque, New Mexico in Oct 72, when the aircraft was owned by Westernair


Above, At San Antonio International, USA - Texas Oct 1979




Above, this shot was donated by R.A.Scholefield. See him at



The above shot taken in December 1975, San Antonio, Texas, was supplied by John L. Dienst, Ohio



The above two shots are from the Mike Ody Collection via

George Trussell



The above two shots were sent in by Dave Peel when he was at Red Deer back in 2005





The above photo shows the interior of the Super 26 ( XB-SIJ ruin ) looking forward from just behind the " Ring Spar ". Note the empty rear wing spar attachment holes in the " Ring " structure, and the ones on the forward wing spar carry-through structure. It looks like LAS placed the avionics racks below the front spar to port, with an electrical junction panel centered above. The original cockpit-bombay angled bulkhead has been retained, with the cockpit access crawl-way visible to the right. The front spar duck-under is more generous than on the On Marks due to the lowered belly. 

Darcy Hankins ( See feature ) who sent in the above four shots wrote: The aircraft pictured is of "Koba Wiki", unfortunately with this article there are so many Invaders operated by Airspray that I missed including any info on this A/C which would probably be a story in itself.. what I know of it is that it was the pressurized LAS that was converted by Lockheed Air Services back in the days of conversions (although I see conflicting info?) Maybe someone at Airspray who may read this or someone with more info could pass it on too you . It was ferried to Airspray in the mid 80’s with a cracked rear spar that had been reinforced with a welded steel angle for the trip home, the aircraft incorporates a fuselage ring spar.. Engines were used on other aircraft and the one good wing went to Tanker 4 after an inflight fire. The wing with the cracked spar went to a static rebuild in California (Aero Nostalgia??) A very knowledgable individual who passed through the hangar in the 90’s had told me he new of the airplane well and the fibreglass nose had underwent extensive wind tunnel testing to lead to the best design. Unfortunately with the hangar fire Koba Wiki was parked with the nose closest to the hangar and whateve the story was, died with it melting to the ground (as seen in your picture..noseless).. As of today the aircraft has been heavily canibilized but at least gives you an idea of its shape and design. I’ve inlcluded pics I took aprox 2000 beside the hangar. It would be great if someone could help with some history on this A/C.

Serial #: 44-35999
Construction #: 29278
Civil Registration:
N5052, N52NM, XB-SIJ, CG-QPZ

  LAS Super26
Name: None
Status: Destroyed at Red Deer in hangar fire
Last info: 2000


History: Sold to Mexico as 1302.  To civil registry as N5052N, converted to Lockheed Air Services Super 26, Upgraded to an early Lockheed Air Service variant by owners Mesta Machine Co. of Pittsburgh in 1954 

- later to N52NM, XB-SIJ, then to Air Spray (67) Ltd of Red Deer, Alberta, Canada as C-GQPZ.   It had been a parts source, but was also damaged in the Oct 16, 200 hangar fire.  The serial number for this plane must be wrong, since this batch did not exist. The serial number 44-35999 and the c/n are based on the assumption that 1302 is the fuselage number. (JBAUGHER)



Above, "5510" fresh out of the factory, prior to painting.





Above, Whiteman Air Park, c1960






Serial #: 41-39262
Construction #: 
Civil Registration:

PI-C877 Philippines 
  Rhodes Berry Silver 60
Name: None
Status: Unknown
Last info: Crashed and destoyed 29th March 65, possibly running the philippenes registration


History: Rhodes Berry Co, Los Angeles CA.

Silver Sixty 1960, Conversion of Douglas B-26B. Two 2000hp P&W R-2800-79

Span: 70'0"

Length: 51'3"

Load: 14,500# v: 405/325/95

Range: 1200

Prototype: 6/25/60 [N5510V].

The plane was uniquely fitted with a rear opening cargo ramp

Possibly the ugliest of all Invader conversions, the Rhodes Berry Silver 60 was built at Whiteman Airpark in the San Fernando Valley of southern California during the late 1950s. The fuselage was completely re-designed resulting in a swollen unit that could accommodate up to 16 passengers. Because of the deeper fuselage, the nose gear could now retract straight back without first swiveling as on stock Invaders. The first and probably the only Silver 60 flew on 25 June 1960.

It is thought another example was built but information relating to this aircraft cannot be found.






Marketeer N5530V on north ramp at On Mark (looking NNW). Note the original Van Nuys control tower and the C-97 from the 146TH Air Transport Wing.








Serial #: 44-35708
Construction #: 28987
Civil Registration:
  See C-GXGY

  See N26PJ
  On Mark Marketeer
Name: None
Status: Airworthy
Last info: 2002


Delivered to French AF as 44-35708.
- BOC: Apr. 18, 1954.
- Based in Indochina.
- Returned to USAF, Nov. 10, 1955.
- Open storage, Clark AFB, Philipines, 1955-1958.
On Mark Engineering Co, Van Nuys, CA, 1963-1966.
( Referred to as the “ Blue Bird “ at On Mark ) - Registered as N5530V.
Raytheon Manufacturing Co, Bedford, MA, 1969-1976.
Air Spray Ltd, Red Deer, Alberta, Dec. 1976-2002.
- Registered as C-GXGY.
- Flown as tanker #10.

Refurbished and now at Hillsboro as N26PJ ( since 2008 ).

History of A-26C 44-35708

The Classic Aircraft Aviation Museum’s A-26C (44-35708) was completed at the Tulsa, OK manufacturing facility on May 25, 1945 and flown to a staging area in Salinas, CA
in August of
that same year. With the end of WWII
occurring just one month later in September of 1945, 44-35708 would spend the next two years in storage at various AAF bases in
Mississippi, New
Mexico and California
until being assigned to the 114th Bombardment (Light) Squadron, (Air National Guard) at Mitchell Field, New York in April of 1948.  In August of 1950, the
A-26C #
was flown to Floyd Bennett Field, NY and was assigned to the 106th Composite Group (ANG). In March of 1951 she was moved to March Field, CA as part of the
Bombardment (Light) Wing of the Strategic Air Command.
Two months later the A-26C was moved to the Warner Robins Air Material Area at Robins AFB, GA
and in January of 1952 it
was moved to the Sacramento Air Material Area
at McClellan AFB, CA. In March of 1952 the A-C26C was dropped from the US inventory by transfer to the
Military Assistance Plan.
On April 18, 1952 she arrived at Tan Son Nhut
where it was assigned to the 1/25 Tunisie Bombing Group of the French Air Force. This bombing group participated in the battle of
Dien Bien
Phu so it is likely that this aircraft saw combat at this time. She served with the French Air Force
in Indochina until November of 1955 and was then returned to the USAF
. The next three
years, 1955-1958 were spent in open storage at Clark AFB, Philippines
In 1963, the
A-C26C was acquired by On Mark Engineering Co. Of Van Nuys, CA and was converted into a civilian transport known as the On Mark “Marketeer”
and gained the civilian
registration N5530V
. This aircraft was purchased by the Raytheon Missile Division in 1969 and used as an executive transport until October 25th, 1976 when it was sold to Air Spray Ltd.
Alberta Canada
for $25,000.
Air Spray
re-registered the aircraft as C-GXGY and designated it Tanker 10. The plane was converted into a fire bomber by Aero Union and it flew fire suppression missions in Canada
the U.S
. from 1976 until being retired from service in 2004. This was the last year Air Spray operated A-26’
s and the entire fleet of some 14 aircraft was put into outdoor storage at their base
of operations in Red Deer, Alberta
and put up for sale.

In May of 2006 representatives of the
Classic Aircraft Aviation Museum traveled to Red Deer, Alberta to inspect the A-26 fleet and came away with an agreement to purchase Tanker 10
Tanker 4. Tanker 10
was subsequently flown to the museum in Hillsboro, Oregon early in October 2006 where a thorough inspection was conducted. The aircraft was re-registered as N26PJ

and on February 6, 2008 it was granted an airworthiness certificate in the experimental exhibition category.
In 2010 N26PJ
was repainted in the colors used by the Oregon Air National Guard when they used A-26’s as target tow aircraft following WWII
(1946 – 1950). During this paint job, the
aircraft was converted from an A-26B
to an A-26C
by replacing the gun nose with the glass nose used by ‘C’ models. In 2011 the plane was repainted again and converted back to a “B”
Current Museum
plans include maintaining the aircraft in an airworthy condition and making it available for both flying and static display at air shows.



Serial #: 44-35759
Construction #: 29038
Civil Registration:
Name: None
Status: Derelict
Last info: 1971


R.A. Firestone, Teterboro, NJ.
- Registered as N5588A.
William C. Powell, Dallas, TX, 1963.
Appliance Buyers Credit Corp, St. Joseph, MI, 1964.
Reported derelict, Miami, FL, 1968-1971.



Serial #: 41-39303
Construction #: 7016
Civil Registration:
  City Of Santa Rosa
Status: Restoration
Last info: 2002


W.C. Powell, Tereboro, NJ, 1958.
- Registered as N5589A.
Charles Woods Homes Inc, Dothan, AL, 1964-1966.
Alabama Institute Of Aviation Tech, Ozark, AL, 1969.
Paramount Inc, Atlanta, GA, 1970.
John M. Sliker, Wadley, GA, 1970-1972.
John J. Stokes/Central Texas Aviation, San Marcos, TX, 1977.
- Dismantled.
Lynch Air Tankers, Billings, MT, 1978-1992.
- Stored dismantled.
Pacific Coast Air Museum, Santa Rosa, CA, 1993-2002.
- Trucked from Billings to Santa Rosa, 1992.
- Undergoing restoration.
- To be displayed as 44-34324/"City Of Santa Rosa".


The above shot was very kindly donated by George Trussell and shows N5636V at Honolulu in July '59


Serial #: 44-35596
Construction #: 28875
Civil Registration:
Name: None
Status: Display
Last info: 2002


Hawaii Public Trade & Instructional School, Honolulu International Airport, Honolulu, HI, 1966-1979.
- Original nose art "Sweat 'er Out" visible.
USAFM, Hickam AFB, HI, 1982-2002.
- Displayed as BC-596.








Uplands Airport. Ottawa. Winter 1969



The above shot of N60Y was taken at Teterboro, NJ in Oct 63


Serial #: 44-35681
Construction #: 28960
Civil Registration:
  On Mark Marketeer
Name: None
Status: Unknown
Last info: 1970


Mechanical Products Inc, Jackson, MI, 1954.
- Registered as N60Y.
Phillips Petroleum, Bartlesville, OK.
Amerada Petroleum Corp, Tulsa, OK, 1964-66.
- Registered as N160Y.
- Registered as N168Y, 1966.
Survair Ltd, Ottawa, Ontario, 1967-1970.
- Registered as CF-VPR.




Relating to the above photo:
Peter Dance directed me to your website of A-26 and B-26 conversions.
My father worked for Dean Foods (back then, Dean Milk) which owned and operated N600D from 1966 to 1972 before selling it to a collector in Taylorville, IL who eventually sold the airplane to Airspray (as you have documented on your pages.
Attached is a photo of N600D on the tarmac in Nassau Bahamas in I believe 1967.  This photo was taken by my father Ken Douglas.  I'll look through some of the old photo books to see what other images I can dig up of the plane.
Andy Douglas


Serial #: 44-34738
Construction #:
Civil Registration:
  On Mark Marketeer
Name: Old Yella
Status: Destroyed
Last info: 2000


Registered as N9861C
Sam Dean/Dean Foods, Franklin Park, IL, 1958-1966.
- Registered as N600D.
- Rebuilt to airworthy, fitted with OnMark nose.
Dean Milk Co, Franklin Park, IL, 1966-1972.
- Reregistered as N808D.
Air Spray Ltd, Red Deer, Alberta, May 1975-2000.
- Registered as C-GWLU.
- Flew as tanker #8, "Old Yella".
- Destroyed in hanger file, Oct. 16, 2000.




Above, Courtesy of Bill Bailey












Above, when she was in USAAF colors, in June 1984

Serial #: 44-35617
Construction #: 28896
Civil Registration:
  On Mark Marketeer
Name: The Devils Own Grim Reaper
Status: Displayed
Last info: 2002


Delivered to USAAF as 44-35617.
- BOC: May 15, 1945.
- SOC: January 1958
- Assigned to 140th Base Unit, Moody Field, GA, May 1945.
- Transferred to 4160th Base Unit, Hobbs Field, NM, Jan. 1946.
- Transferred to 4135th Base Unit, Hill Field, UT, July 1947.
- Transferred to Ogden Air Material Area, Hill AFB, Jan. 1951.
- Transferred to 117th Reconnaissance Technical Wing (Tactical Air Command), Lawson AFB, GA, Nov. 1951.
-- Modified to RB-26C configuration, June 1952.
- Transferred to 10th Reconnaissance Technical Wing (USAFE), Toul-Rosiere AB, France, July 1952.
- Transferred to 85th Air Defence Wing (USAFE), Erding AB, Germany, June 1953.
- Transferred to 10th Reconnaissance Technical Wing (USAFE), Spangdahlem AB, Germany, July 1952.
- Transferred to 737th Maintenance Group (USAFE), Chateauroux AB, France, March 1954.
- Transferred to 10th Reconnaissance Technical Wing (USAFE), Spangdahlem AB, Germany, April 1954.
- Transferred to 184th Technical Reconnaissance Squadron (Arkansas ANG), Ft. Smith, AR, 1955.
- Transferred to 154th Technical Reconnaissance Squadron (Arkansas ANG), Adams Field, Little Rock, AR, 1956.
- Retired to MASDC, Davis-Monthan AFB, AZ, 1957.
Unknown Owner, 19??.
- Registered as N7660C.
Ridge Associates Inc, Flint, MI, 1961-1963.
- Registered as N600WB.
Mid America Air Transport, Chicago, IL, 1966.
Red Dodge Aviation Inc, Anchorage, AK, 1969-1972.
John Steinmetz, Griffin, GA, 1977.
Oklahoma Aircraft Corp, Yukon, OK, July 6, 1982-1987.
- Impounded at Travis AFB, after siezure drug smuggling, US Customs, Mark 17, 1983.
- Returned to USAF control by a federal judge, 1984.
USAFM, Travis AFB, CA, 1987-1991.
Hill Aerospace Museum, Hill AFB, UT, 1992-2002.
- Displayed as 435617/BC-617/N/The Devils Own Grim Reaper.
- Fitted with 8-gun nose.

Full history of aircraft
This A-26B, S/N 44-35617 "Grim Reaper," was originally manufactured by Douglas Aircraft Corporation in May 1945 as a "C" model (with a glass bombardier nose). The USAAF accepted delivery on the aircraft on May 15, 1945. Later that month it was assigned to the 140th Base Unit at Moody Field, Georgia. In January 1946 it was assigned to the 4160th Base Unit, Hobbs Field, New Mexico, and then in July 1947 came to the 4135th Base Unit here at Hill Field. The newly-created United States Air Force redesignated this aircraft as a B-26C in January 1948.

In January 1951 the airplane was moved to the control of the Ogden Air Material Area, still at Hill AFB, but in November 1951 it was transferred to the 117th Reconnaissance Technical Wing (Tactical Air Command) at Lawson AFB, Georgia. That organization moved to Paris in February 1952 and then the following month relocated to Wiesbaden AB, Germany. 

The aircraft accompanied the unit in its travels and was modified to RB-26C configuration in June 1952. The next month it went to the 10th Reconnaissance Technical Wing (USAF Europe) at Toul-Rosiere AB, France. While serving with this organization the plane periodically was assigned to Furstenfieldbruck AB, Neubiberg AB, and Erding AB, Germany. In June 1953 it was transitioned to the 85th Air Defence Wing (USAFE) at Erding AB, Germany, but in July went back to the 10th Reconnaissance Technical Wing (USAFE) at Spangdahlem AB, Germany. March of 1954 saw the plane move to the 737th Maintenance Group (USAFE) at Chateauroux AB, France. The next month it went back to the 10th RTW at Spangdahlem.

In the fall of 1955 the aircraft was sent to Manchester, England, for contract maintenance and then was transferred to the 184th Technical Reconnaissance Squadron (Air National Guard) at Ft. Smith, Arkansas. One year later it went to the 154th Technical Reconnaissance Squadron (ANG) at Adams Field in Little Rock, Arkansas. In the summer of 1957 the aging aircraft was sent to Davis-Monthan AFB in Arizona for long-term storage and then in January 1958 was dropped from the USAF inventory. Later it was sold to Oklahoma Aircraft Corporation, where it was converted into a light transport for civilian use.

On March 17, 1983 the plane was seized by United States Marshalls in a drug raid in California, carrying a heavy load of marijuana. The Air Force flew the aircraft to Travis AFB, California, where it was placed in temporary storage. On January 3, 1984 a federal judge returned the plane to USAF control, but it remained at Travis for several years. Air Force personnel there repainted the aircraft in original USAF markings and placed it on static display. In August 1990 the plane was disassembled and brought by truck to Hill AFB for restoration and display at Hill Aerospace Museum. The old plane had returned "home" to Hill Field.

In January 1991, museum volunteer Roy Marquardt began working with members of the 2849th Combat Logistics Support Squadron from Hill to reassemble and bring this beautiful aircraft back to full military configuration. Since the parts were not available to restore it as an original "C" model, with glazed bombardier nose, it was decided to use the pieces available and rebuild it as a "B" model instead, with a "six-gun" nose. (An "eight-gun" nose was also available, but was in terrible condition due to heavy corrosion.)

Several problems were immediately identified that would have to be overcome to properly restore the aircraft back to its military configuration. Certain parts were missing from the plane, including the wingtips. The civilian version of the plane had been configured with wingtip fuel tanks, but those had been removed sometime in the past and no wingtips were present at all. New wingtips would have to be fabricated if none could be located. 

The plane also had several windows in the fuselage that had been added for the civilian/passenger version. To revert to military configuration these would have to be removed and new skin panels fabricated. Interior lighting and wiring would have to be removed as well. The aircraft also had the wrong type of propellers for either a "B" or "C" model. It had arrived with the paddle-blade type found on the "K" model. The proper slender "pointed" type props would have to be obtained for the "B" version's engines. 

Also, the openings in the fuselage for the upper and lower gun turrets were sealed and would have to be reopened to accommodate the rebuilt turrets. The crew access ladder was also missing and its fuselage panel sealed. A new ladder would have to be made, or found, and the access panel reopened. Finally, no machine guns were aboard, of course, so at least cooling jackets would have to be installed in the various gun emplacements to bring back the warbird's "sting."

Restoration work progressed throughout 1991, 1992, and 1993. The wings were hoisted into place, the rudder and elevators attached, and the landing gear bolted on and locked in the down position. The engines were mounted and detailed, cowlings attached, and the gun nose bolted on and made ready to receive gun barrels. The cockpit, which over the years had been converted to dual controls, was reworked back to its proper single-pilot arrangement. (The A-26 was originally manned by a pilot, a navigator/bombardier/loader, and a turret gunner. Sometimes a flight engineer would accompany the standard crew.) 

The proper wingtips were finally located and purchased from an aircraft parts dealer in Arizona by a member of the Air Force Heritage Foundation of Utah. New tires were installed and machine gun barrels and cooling jackets were put in all gun positions. The proper propellers were discovered at the Air Force Museum at Wright-Patterson Air Force Base, Ohio, who was restoring a "K" model B-26 at the time and happened to need the exact ones at Hill, so a trade was arranged. Also, all required skin panels were reworked, including the fabric skins of the control surfaces, which were replaced with aluminum to prevent future deterioration.

Finally in 1994 the aircraft was towed to the aircraft paint shop on base to await its turn in line for a new finish. The aircraft was painted in the jet black and red scheme of the 13th Bombardment Squadron (Light), "the "Devil's Own Grim Reapers." The 8th, 13th, and 90th Bomb Squadrons comprised the famous 3rd Bombardment Group of the 5th Air Force, which served with distinction in the Pacific Theatre of operations in World War II and later flew missions out of Japan and Kunsan, Korea, during the Korean War. 

The 13th Bomb Squadron was originally organized for service in World War I as the 13th Aero Squadron and its skeleton emblem was officially approved by the War Department in 1924. Roy Marquardt, who spearheaded the restoration efforts on this aircraft, was a B-26 crew chief with the "Grim Reapers" in Japan during the Korean War.

The freshly refinished aircraft was towed back to the museum in March 1995 and placed in its final resting place for long-term display. Further work on the airframe will include installation of wing-mounted bomb racks and bombs, the crew access ladder, and the upper window fairings on the fuselage aft of the dorsal gun turret. The "Grim Reaper" stands today as a tribute to USAF A-26 flight and maintenance crews who served in two wars, and to the men and women of Hill Field who supported the aircraft for so many years.



Above, the aircraft photographed by Mike Shakocius at Van Nuys in April 1965 prior to its red and white paint job at On Mark


"6101" at the Galveston Airshow in 1970/1971







Galveston 1970




Serial #: 44-34624
Construction #: 27903
Civil Registration:
Name: None
Status: Unknown
Last info: 1977


Farah Manufacturing Co, El Paso, TX, 1963-1964.
- Registered as N6101C.
Rogers Brothers, Beaumont, TX, 1966-1969.
Texas State Optical Corp, 1969.
Confederate Air Force, Harlingen, TX, Jan. 1970-1977.
- Flew as USAF/RG-A.

Reported damaged by fire during taxiing and later stored and used for spares, circa 1981-1982.

Richard E. Fulwiler wrote:
"I was reviewing your site, and may have discovered another Marketeer, N6101C !
I checked Joe Baugher’s site and he just shows civil registry to N6101C.
Studying your photo series I see : Marketeer style side cabin windows in the side view shot;
Conical tapered fiberglass radar nose extension similar to the one seen on Marketeer N5530V ( your “ 103” nose and early ray-dome style comparison photos ):
Right side nose on photo shows a under-wing window barely discernable against the bright mid-section aluminum finish;
Left side nose on photo ( very small photo ) at the Galveston air show shows the On Mark style starboard Airstair down ( at 400% zoom it gets really grainy but the door is noticeable to me ). In the other photo with the crowd all around, the Airstair is up."
What do you think ?


The above shot shows N666 at St Louis in Phillips Petroleum Co. colours


Serial #: 44-34754
Construction #:
Civil Registration:
  N66662, N666


On Mark Marketeer


History: Phillips Petroleum


Clarification by Dan Shepherd: N666 crashed on approach to Findlay Ohio on10 Dec1963 and was totally destroyed. The accident killed all on board. Airframe icing was thought to be the cause.
SN# 44-34754  or 28033. Registration Cancelled on 8/12/64. 


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