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Affordability, reliability, accessibility, controllability, adaptability and maneuverability.
The period after the end of World War II saw a rapid growth in the use of corporate-owned aircraft
for executive transportation. That need was fed mainly by conversions of small transports and high-speed wartime medium bombers,
but in the early 1950s serious thought was given to the design and production of the “ideal” executive aircraft.
To this end, the Corporation Aircraft Owners Association (later the National Business Aviation
Association) published the results of a survey taken of its members in 1952.
In service with the association’s members at that time were 1,700 multi-engine aircraft,
including 265 DC-3s, 210 Lodestars, and two DC-4s. In their quest for equipment, corporations relied heavily on a variety
of military-surplus aircraft, including B-23s, B-25s, A-26s, B-17s, and B-24s.
The survey showed that the members wanted new aircraft that could carry six to 12 passengers, be
pressurized, have tricycle landing gear, cruise at 255 mph, and have a range of 1,200 miles. Whatever their desires, there
would not be any real new offerings to the corporate aviation world until the early 1960s with the introduction of the first
business jets.
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.
An A-26 Invader could literally shed 3000 lbs of equipment when decomissioned,
not allowing for the potential 4-6,000 lb bomb load capacity.
Allowing for a possible passenger load of 2500 lbs, plus executive
fittings or a slurry/water load of 7-10,000 lbs, this made the aircraft an easy tool to adapt and modify, without compromising
performance.
No other aircraft in history has been utilised so extensively
throughout its life, undertaking so many tasks over such a vast period of time.
For history and data on individual Invaders throughout the site, I
would like to credit the Warbirds Worldwide Directory by John Chapman, thank you John.
This section ( Civil ) is by far the largest section on
this site, as the civilian side of the Douglas A-26 Invader is where my main interest lies.
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Operational history
This section is photo rich
Included in this
section are:
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Executive
/ VIP transport ( Photo heavy )
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Film stars
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Air racing
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Air tankers
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Drug runners
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Modified for civilian operation
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U.S. and Foreign civilian companies that flew the A-26
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Government (Civil) backed special projects - Aircraft Mods and R&D
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Engine/Airframe Mods
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Calspan Flight Research
Associated reading within this section
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The Monarch 26 - By Robert
Lindley
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A-26 access and
Air stairs
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Wheels and Brakes
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Registered patents and modifications
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Additional On Mark Engineering reading
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Meet Richard E. Fulwiler, On Mark adviser
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On Mark - By Richard E. Fulwiler
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Van Nuys, home of On Mark Engineering
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On Mark, Van Nuys photo tour by Richard E. Fulwiler
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See the On Mark story video by Richard E. Fulwiler
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Known On Mark Marketeer airframes
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Known On Mark Marksman airframes
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On Mark Marksman Specifications
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On Mark Prototypes
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On Mark Development
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On Mark Production
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Flight International article, 11th July 1963, on N300V
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March 1961 "Flying" magazine article - The On Mark Marksman
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A question of two aircraft with one identity. When, why, how, who
? An investigation by Richard E. Fulwiler
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The On Mark airstair cabin access door - By Richard E. Fulwiler
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Interior and Cabin details for the On Mark Marketeer and Marksman conversions,
by Richard E. Fulwiler
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For history and data on individual Invaders throughout the site, I
would like to credit the Warbirds Worldwide Directory by John Chapman, thank you John.
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