Douglas F6D Missileer

F6D Missileer
Role	Fleet defense fighter
Manufacturer	Douglas Aircraft Company
First flight	n/a
Status	Canceled December 1961
Primary user	United States Navy
Number built	None

The Douglas F6D Missileer was a proposed carrier-based US Navy fleet defense fighter aircraft, designed by Douglas Aircraft Company in response to a 1959 US Navy requirement.^[1] It was designed to be able to loiter for extended periods at relatively long distance from the Navy's aircraft carriers, engaging hostile aircraft 100 mi (161 km) away with its powerful radar and long-range missiles. Since the enemy would be fired on long before they reached visual range, the aircraft had little dogfighting capability and was strictly subsonic. When doubts were expressed about the Missileer's ability to defend itself after firing its missiles, the value of the project was questioned, leading to its cancellation. Portions of the Missileer continued development in spite of the cancellation, eventually emerging on the ill-fated F-111B and successful F-14 Tomcat years later.

Contents 1 Development 1.1 Background 1.2 Missileer forms 1.3 Cancellation 2 Design 3 Specifications (XF6D-1, as designed)

Development

Background

Through the later part of the 1950s and into the 1960s, military air planners increasingly believed that future air combat would be carried out almost entirely by long-range missile fire. This changed the basic requirements for a fighter design considerably. The pilots would be expected to fight primarily through their radar and fire control systems, hopefully never even seeing their opponent. Because of this, the emphasis was on "head down" combat and an all-round view was considered unimportant. Radar systems were so complex that a pilot could not be expected to operate both the aircraft and the radar, so a second crewman, the "radar intercept officer" or "RIO" became a common fixture.
In the case of the Navy, the primary threat to their air operations would be high-speed aircraft attacking their aircraft carriers, potentially with long-range anti-ship missiles that were assumed to have nuclear warheads. Even if detected at long distances, these aircraft would be traveling so fast that the carrier-borne interceptors simply wouldn't have enough time to launch and attack them before they had closed with the carriers. For instance, given a 100 mi (161 km) range on the shipboard radars, an aircraft traveling at Mach 2, about 1,350 mph (2,173 km/h) at 35,000 ft (10,668 m), would close from initial detection to a 5 mi (8 km) firing range in just over four minutes. In this time an interceptor would have to launch, climb to altitude, maneuver into position, and fire.
One solution to this problem would be to keep the interceptors in the air at all times, allowing them to simply maneuver and fire. But given the short loiter times of high-performance aircraft like the F-4 Phantom, this would require huge fleets of fighters in order to keep a top cover in place while others were refueling. An aircraft with dramatically improved loiter times would be needed to make this approach practical. Another solution would be to increase the detection range, allowing more time for an interception. However, detection range is largely a function of the local horizon as seen from the radar mast, and there was little that could be done to extend this out much beyond 100 mi (161 km) or so. The solution here would have be to mount the search radar on aircraft, pushing the range out hundreds of miles from the ships.

Missileer forms

In 1957, the Navy began the formal process of ordering what they referred to as a "fleet defense fighter". They envisioned a large aircraft with loiter times on the order of six hours, supported by a dedicated radar aircraft providing early warning. In order to get the loiter times they wanted, the aircraft had to carry a large fuel load and was thus very large. The complex radar required dedicated operators, which resulted in a three-man crew. Additionally, they specified a side-by-side layout so both the pilot and co-pilot could concentrate on a single centered radar display, avoiding duplication of equipment and helping reduce communications errors that could occur if they were looking at different screens. Since dogfighting was out of the question, the aircraft was strictly subsonic and did not require all-round visibility, suggesting a cockpit layout similar to the A-6 Intruder. A new radar and missile would also have to be developed for the project.

Artist's conception of the AAM-N-10 Eagle missile.

The process formally started in December 1958 when Bendix was awarded a contract to develop the AAM-N-10 Eagle missile system. After launch, the Eagle was boosted to Mach 3.5 by a large solid-propellant rocket booster, and then after a glide period, a long-burning sustainer motor slowly increased speed to Mach 4.5. Using a "lofted" trajectory that flew up and over the targets at high altitudes, the missile had an effective range of 160 nmi (300 km). On final approach the missile activated its AN/DPN-53 radar, adapted from the CIM-10 Bomarc, using these signals for terminal homing.
At the same time, Westinghouse won the contract to develop the AN/APQ-81 radar. This was an advanced pulse doppler radar system with a maximum range against bomber-sized targets at about 120 nmi (220 km), and was able to track eight targets at a time in its track-while-scan mode at up to 80 nmi (150 km). The radar also broadcast midcourse corrections to the missiles, and was in charge of calculating their lofted trajectories. The 120 nmi (220 km) range of the AN/APQ-81 meant the Eagle could not be fired at its maximum effective range of 160 nmi (300 km), but the Eagle also had a home-on-jam capability that allowed it to attack targets at its maximum range, although this was reduced in practice as it did not use midcourse corrections and flew directly at the target at lower altitudes.
To support the fighters an improved radar aircraft was needed, and Grumman won the contract for W2F Hawkeye early warning aircraft. It was equipped with the AN/APS-125 radar, which had a search range of 200 nm (370 km). This allowed a single Hawkeye it to cover an area serviced by several of the fighters. Operators on these aircraft would pass information to the pilots of the interceptors, who would then use their own radars to lock-on to the targets.
Finally, in late 1959 Douglas Aircraft won the contract for the aircraft itself. They proposed using the relatively new turbofan engine design to improve fuel economy, and thus loiter time. Pratt & Whitney was selected to start development of the TF30 to fill this role. Other than that, the F6D design was typical of subsonic designs of years earlier, like their F3D Skyknight. It featured a large cockpit area well forward on the aircraft, above the large radar and avionics section in a somewhat bulbous arrangement with windows on the front area only. The two engines were mounted on the side of the aircraft under the straight wings, and the rest of the fuselage and tail section were very simple.

Cancellation

In order for the F6D "system" to work, a large number of technologies had to work at the same time. Among these were the new engines, radar, missiles, and the supporting early warning aircraft. Development of the F6D itself was highly likely to be successful and low cost, but the system as a whole was very risky and expensive.
Throughout the program others in the Navy questioned the entire concept. They argued that once the Missileer had fired its missiles it would be completely helpless to defend itself, and would have to return to the carrier as quickly as possible to re-arm. During that time its slow speed and lack of dogfighting ability would make it an easy target for any escorting forces in the attack package. These arguments eventually won out, and the F6D was cancelled in December 1960.
However, the idea of a long-range interceptor was accepted even by those that did not support the F6D. Around this time the Air Force had been studying its own interceptor needs and had made some progress on their F-108 Rapier design, along with supporting radars and missiles. With the ending of the Missileer, the Navy turned to these projects to see if they could be adapted to their needs. Hughes had been working on the GAR-9 Falcon, a very large missile design similar to the Eagle in many ways. Hughes was also supplying the AN/ASG-18 radar system for the F-108, and while it was less advanced than the AN/APQ-81 and lacked track-while-scan, it had even greater range.
Although the F-108 was cancelled at about the same time as the Missileer, the Air Force was interested in keeping the weapons and radar programs alive for their F-12 interceptor project. Hughes proposed that the systems could be adapted for Navy use as well, offering a smaller version of the Falcon as the AAM-N-11 Phoenix, and a modified version of the radar as the AN/AWG-9. The Navy was eventually forced to participate in the TFX joint-services program that resulted in the General Dynamics/Grumman F-111B, which would have used these systems. When the F-111B ran into intractable problems in terms of aircraft performance as an air-to-air fighter and operational difficulties as a sea-based aircraft aboard aircraft carriers, the same systems were instead fitted to the F-14 Tomcat.
The Missileer's lasting contribution was not only its systems, but its engines. The TF30, with an afterburner, was used on both the F-111 and F-14, and turbofans are now commonplace in military jets. But while the TF30 was well-suited to the land-based fighter-bomber performance parameters of the F-111s and FB-111s operated by the U.S. Air Force and the Royal Australian Air Force, it was highly susceptible to compressor stalls in high angle-of-attack flight regimes and proved to be a marginal powerplant for the U.S. Navy's air superiority fighter-oriented F-14A Tomcat. Later versions of the F-14, the F-14B and F-14D, would replace the problematic TF30s with two General Electric GE F110-400 afterburning turbofan engines. ^[2]

Design

The F6D-1 would have weighed approximately 50,000 lb (22,650 kg). It would have been powered by two Pratt & Whitney TF30-P2 non-afterburning turbofan engines which were more fuel efficient than the turbojets common at the time. It would have had subsonic performance, but a loiter time of six hours on station 150 nmi (280 km) from its carrier. Of conventional design with straight wings, and the engines in pods at the root, it looked like a larger version of the company's earlier F3D Skyknight. The Missileer's radar was to be the Westinghouse AN/APQ-81 pulse Doppler set, with a range of 120 nmi (220 km) and "track while scan" capability. It was to be able to engage up to six targets simultaneously with Bendix AAM-N-10 Eagle air-to-air missiles, with a range of 100 nmi (185 km). The Eagle was to have a choice of conventional or nuclear warhead.

Specifications (XF6D-1, as designed)

Data from The American Fighter ^[1]

General characteristics

• Crew: 3
• Length: 53 ft (16.15 m)
• Wingspan: 70 ft (21.33 m)
• Height: 18 ft 1 in (5.51 m)
• Wing area: 630 ft² (58.52 m²)
• Loaded weight: 50,000 lb (22,680 kg)
• Max takeoff weight: 60,000 lb (27,216 kg)
• Powerplant: 2× Pratt & Whitney TF30-P-2 turbofans, 10,200 lbf (45.5 kN) each

Performance

• Maximum speed: 546 mph (879 km/h)
• Thrust/weight: 0.41

Armament

• Missiles: 6 × AAM-N-10 Eagle air-to-air missiles

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Douglas F5D Skylancer

F5D Skylancer
Douglas F5D Skylancer prototype in use by NASA for Dyna-Soar abort training
Role	Fighter aircraft
Manufacturer	Douglas Aircraft Company
First flight	21 April 1956
Primary users	United States Navy United States Marine Corps
Number built	4
Developed from	F4D Skyray

The United States Douglas F5D Skylancer was a development of the F4D Skyray jet fighter for the United States Navy. Starting out as the F4D-2N, an all-weather version of the Skyray, the design was soon modified to take full advantage of the extra thrust of the Pratt & Whitney J57 eventually fitted to the Skyray instead of the Westinghouse J40 originally planned.

Contents 1 Design and development 2 Operational history 2.1 NASA use 3 Survivors 4 Specifications (F5D)

Design and development

Soon the design became too different from the Skyray to be considered just a variation of it, and the aircraft was assigned a new designation as the F5D Skylancer. Almost every part of the airframe was modified, though the basic form remained the same as did the wing shape, though it became much thinner. The wing skinning was reinforced, correcting a problem found in the F4D. The fuselage was 8 ft (2.4 m) longer and area ruled to reduce transonic drag, being thinner in the region of the wing roots. Everything was shaped to reduce drag and increase stability at high speed.
Although the four 20 mm (.79 in) cannon in the wing roots were retained, primary armament was to be missiles or rockets; four AIM-9 Sidewinders or two AIM-7 Sparrows, and/or a battery of spin-stabilized unguided 2 in (51 mm) rockets.
Nine test airframes were ordered, with a 51-aircraft production order to follow. Production aircraft were to be powered by the more powerful J57-P-14 engine, while there were plans to use the even more powerful General Electric J79.

Operational history

The first flight was on 21 April 1956 and was supersonic; the aircraft proved easy to handle and performed well. After four aircraft had been constructed, however, the Navy cancelled its order. The stated reason was that the aircraft was too similar to the already-ordered F8U Crusader, but it is believed by some historians that politics played as big a part; Douglas was already building a very large proportion of the Navy's planes, and giving them the F5D contract would have made it even closer to monopoly.^[1]The project test pilot was Lt.Cmdr Alan B. Shepard Jr. whose report stated that it was not needed by the Navy.

Neil Armstrong's Skylancer, on display at the Armstrong Air and Space Museum.

NASA use

The four aircraft continued to fly in various military test programs. Two were grounded in 1961, but the other two: F5D-1 (Bu. No. 139208) NASA 212, later becoming NASA 708 and F5D-1 (Bu. No. 142350) NASA 213, later becoming NASA 802 continued to fly. Transferred to NACA (soon to become NASA) in the early 1960s, one was used as a testbed for the American supersonic transport program, fitted with an ogival wing platform (the type eventually used on Concorde; data from the program was shared with the European designers). This aircraft was retired in 1968. NASA 802 was used for simulation of abort procedures for the X-20 DynaSoar, because it had a very similar shape and handling characteristics. Following the DynaSoar cancellation, it was used as a chase plane and for various other programs until it was retired in 1970.^[2]

Survivors

NASA 802 still exists at the Neil Armstrong Air and Space Museum at Wapakoneta, Ohio, since Neil Armstrong flew the aircraft during the DynaSoar research program. NASA 708 still in NASA markings exists as part of Merle Maine's private collection in Ontario, Oregon.^[2][3][4]

Specifications (F5D)

Data from The American Fighter ^[5]

General characteristics

• Crew: 1
• Length: 53 ft 9¾ in (16.40 m)
• Wingspan: 33 ft 6 in (10.21 m)
• Height: 14 ft 10 in (4.52 m)
• Wing area: 557 ft² (51.7 m²)
• Empty weight: 17,444 lb (7,912 kg)
• Loaded weight: 24,445 lb (11,088 kg)
• Max takeoff weight: 28,072 lb (12,733 kg)
• Powerplant: 1× Pratt & Whitney J57-P-8 turbojet
  • Dry thrust: 10,200 lbf (45 kN)
  • Thrust with afterburner: 16,000 lbf (71 kN)

Performance

• Maximum speed: 990 mph (860 kn, 1,590 km/h)
• Range: 1,335 mi (1,160 nmi, 2,148 km)
• Service ceiling: 57,500 ft (17,500 m)
• Rate of climb: 20,730 ft/min (105.3 m/s)
• Wing loading: 43.9 lb/ft² (214 kg/m²)
• Thrust/weight: 0.65

Armament

• Guns: 4 × 20 mm (0.79 in) cannon
• Rockets: 72 × 2 in (51 mm) rockets
• Missiles:
  
  • 4 × AIM-9 Sidewinder or
  • 2 × AIM-7B Sparrow

Avionics

• X-24A radar

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Douglas F4D Skyray

F4D (F-6) Skyray
Role	Fighter aircraft
Manufacturer	Douglas Aircraft Company
Designed by	Ed Heinemann
First flight	23 January 1951
Introduced	1956
Retired	1964
Status	Phased out of service
Primary users	United States Navy United States Marine Corps
Produced	1950-1958
Number built	422
Developed into	Douglas F5D Skylancer

The Douglas F4D Skyray (later redesignated F-6 Skyray) was an American carrier-based fighter/interceptor built by the Douglas Aircraft Company. Although it was in service for a relatively short time and never entered combat, it was notable for being the first carrier-launched aircraft to hold the world's absolute speed record, at 752.943mph,^[1] and was the first United States Navy and United States Marine Corps fighter that could exceed Mach 1 in level flight. It was the last fighter produced by the Douglas Aircraft Company before it merged with McDonnell Aircraft and became McDonnell Douglas. The F5D Skylancer was an advanced development of the F4D Skyray that did not go into service.

Contents 1 Design and development 2 Operational history 2.1 F5D Skylancer 3 Variants 4 Operators 5 Survivors 6 Specifications (F4D-1)

Design and development

F4D-1 of VF-74 on the USS Franklin D. Roosevelt

The Skyray was designed to meet a Navy requirement issued in 1947 for a fighter aircraft that could intercept and destroy an enemy aircraft at an altitude of 50,000 ft (15,240 m) within five minutes of the alarm being sounded.^[2] The Navy also wanted an aircraft that followed the designs and research of the German aerodynamicist Alexander Lippisch, who moved to the U.S. after World War II.
The F4D Skyray was a wide delta wing design with long, sharply swept, rounded wings. The design was named for its resemblance to the Manta ray fish.^[3] The thick wing roots contained the air intakes feeding a single turbojet engine. Fuel was contained both in the wings and the deep fuselage. Leading edge slats were fitted for increased lift during takeoff and landing, while the trailing edges were mostly elevon control surfaces. Additional pitch trimmers were fitted inboard near the jet exhaust, and were locked upward on takeoff and landing.
The Westinghouse J40 turbojet was the intended power plant, but Douglas took a conservative view and designed in contingency options for other power plants. The J40 proved troublesome and was eventually cancelled, with the Skyray was fitted instead with the Pratt & Whitney J57, a more powerful but larger engine.
Production aircraft were not delivered until early 1956, while the U.S. Marine Corps received their first in 1957. In total, 419 F4D-1 (later designated F-6 in the unified designation system) aircraft were produced.
Its unique design also played a part in making the Skyray one of the best-known early jet fighters. Affectionately known as the "Ford" (after the "Four" and "D" of its designation).^[4] In 1953, Edward H. Heinemann was awarded the Collier Trophy in recognition of his design work on the F4D.^[5]

Operational history

APQ-50A radar of an F4D-1

In April 1956, VC-3 was the first squadron operational with the F4D-1.^[1] This unit was later redesignated VFAW-3 and assigned to NORAD, as the only U.S. Navy fighter squadron in what was predominantly a U.S. Air Force and Royal Canadian Air Force organization. VFAW-3 was permanently based at NAS North Island in San Diego, California.
The U.S. Marine Corps also flew the Skyray. When the Department of Defense adopted a uniform aircraft designation system patterned on the USAF aircraft designation system in September 1962, the F4D was redesignated as the F-6A Skyray. In addition to multiple Navy and Marine Corps squadrons, Naval Air Reserve and Marine Air Reserve squadrons VF-881, VF-882 and VMF-215 also flew the Skyray. The last operational squadron was VMF(AW)-542, which flew the Skyray until February 1964.
The Skyray was designed exclusively for the high-altitude interception role with a spectacular rate and angle of climb. The Skyray set a new time to altitude record flying from a standing start to 49,221 ft (15,000 m) in 2 minutes and 36 seconds, all while flying at a 70° pitch angle.^[1] As a dedicated interceptor, the F4D was unsuited to the multi-mission capabilities soon in demand, so it had a short career in Navy and Marine Corps service, the last aircraft being withdrawn from service in 1964. Four aircraft were used by NACA (soon to be NASA) until 1969.^[6]
Under the new 1962 United States Tri-Service aircraft designation system, the F4D-1 was redesignated the F-6A. The F4D (old designation) should not be confused with the F-4D (new designation) - the latter being the "D" variant of the McDonnell Douglas F-4 Phantom II operated by the U.S. Air Force.

F5D Skylancer

Main article: F5D Skylancer

The F5D Skylancer was derived from the F4D and intended to be a Mach 2 capable successor to the Skyray. Although four prototypes were built and flown, the project was cancelled as being too similar in mission parameters to the Vought F8U Crusader and also to reduce dependence upon Douglas Aircraft, which was also producing several other aircraft for the U.S. Navy.^[6]

Variants

F4D-1 Skyray

XF4D-1

Prototypes, redesignated YF-6A in 1962, two built

F4D-1

Single-seat fighter aircraft, production model redesignated F-6A in 1962, 420 built.

F4D-2

Re-engined F4D-1 with the J57-F-14, 100 on order cancelled.

F4D-2N

F4D-2 version with extended nose housing twin radar scanners, project only evolved into the F5D Skylancer.

YF-6A

XF4D-1 prototypes redesignated in 1962.

F-6A

F4D-1 redesignated in 1962.

Operators

Formation of two VF-102 F4D-1 Skyrays

F4D-1 of VF-141

F4D-1 of VMF-542

 United States

• 
  

  US Navy

  • VFAW-3
  • VF-13
  • VF-23
  • VF-51
  • VF-74
  • VF-101
  • VF-102
  • VF-141
  • VF-162
  • VF-213
  • VF-881
  • VF-882

• 
  

  US Marines

  • VMF-113
  • VMF-114
  • VMF-115
  • VMF-215
  • VMF-314
  • VMF-513
  • VMFA-531
  • VMF(AW)-542

• 
  

  NACA /NASA

Survivors

USMC F4D-1 BuNo 139177 from the Flying Leatherneck Aviation Museum

• The sole-surviving XF4D-1 (BuNo 124587) is on loan from the National Museum of Naval Aviation and is display at the U.S. Naval Museum of Armament and Technology at NAWS China Lake, California.
• An F4D-1 (BuNo 134806) is part of the collection preserved at the National Museum of Naval Aviation at NAS Pensacola, Florida^[7]
• F4D-1 (BuNo 134748) is on loan from the National Museum of Naval Aviation and is on display at the Pima Air and Space Museum in Tucson, Arizona.^[8]
• F4D-1 (BuNo 134936) is part of the collection at the Pueblo Weisbrod Aircraft Museum ^[9]
• F4D-1 (BuNo 134836) is on outdoor display at the New England Air Museum in Windsor Locks, Connecticut.
• F4D-1 (BuNo 139177) is on loan from the National Museum of Naval Aviation and on display at the Flying Leatherneck Aviation Museum at MCAS Miramar in
  San Diego, California.^[10]
• F4D-1 (BuNo 134950) is on loan from the National Museum of Naval Aviation and is on display at Aviation Heritage Park at NAS Oceana in Virginia Beach, Virginia.^[11]
• F4D-1 (BuNo 134764) is on outdoor display at Naval Air Station Patuxent River in St. Mary's County, Maryland.^[12]

Specifications (F4D-1)

Data from The American Fighter ^[1]

General characteristics

• Crew: 1
• Length: 45 ft 3 in (10.21 m)
• Wingspan: 33 ft 6 in (13.8 m)
• Height: 13 ft 0 in (3.96 m)
• Wing area: 557 ft² (52 m²)
• Empty weight: 16,024 lb (7,268 kg)
• Loaded weight: 22,648 lb (10,273 kg)
• Max takeoff weight: 27,116 lb (12,300 kg)
• Powerplant: 1× Pratt & Whitney J57-P-8, -8A or -8B turbojet
  • Dry thrust: 10,200 lbf (45 kN)
  • Thrust with afterburner: 16,000 lbf (71 kN)

Performance

• Maximum speed: 722 mph (627 kn, 1,200 km/h)
• Range: 700 mi (610 nmi, 1,100 km) combat
• Ferry range: 1,200 mi (1,040 nmi, 1,900 km)
• Service ceiling: 55,000 ft (17,000 m)
• Rate of climb: 18,300 ft/min (93.3 m/s)
• Wing loading: 41 lb/ft² (198 kg/m²)
• Thrust/weight: 0.71

Armament

• Guns: 4 × 20 mm (0.79 in) Mk 12-0 cannons, two (2) each just aft of wing leading edge, mid-wing, underside, with 65 rounds/gun
• Rockets:
  
  • 6 pods of 7 × 2.75 in (70 mm) unguided rockets or
  • 4 pods of 19 × 2.75 in (70 mm) unguided rockets
• Missiles: 2 × AIM-9 Sidewinder air-to-air missiles
• Bombs: 2 × 2,000 lb (907 kg) bombs

Avionics

• APQ-50A radar
• Aero 13F fire-control radar

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Douglas F3D Skyknight

F3D (F-10) Skyknight
An EF-10B Skyknight of VMCJ-2 Playboys
Role	Fighter aircraft
Manufacturer	Douglas Aircraft Company
First flight	23 March 1948
Introduced	1951
Retired	1970
Status	Phased out of service
Primary users	United States Navy United States Marine Corps
Number built	265

The Douglas F3D Skyknight, (later F-10 Skyknight) was a United States twin-engine, midwing jet fighter aircraft manufactured by the Douglas Aircraft Company in El Segundo, California. The F3D was designed as a carrier-based all-weather aircraft. It saw service with the United States Navy and United States Marine Corps. While it never achieved the notoriety of the North American F-86 Sabre it downed several MiG-15s as a night fighter over Korea against no losses of its own. It also served as an electronic warfare platform in the Vietnam War. The aircraft is sometimes unofficially called "Skynight", dropping the second "k".

Contents 1 Design and development 2 Operational history 3 Variants 4 Operators 5 Aircraft on display 6 Specifications (F3D-2)

Design and development

The F3D was not intended to be a typical sleek and nimble dogfighter, but it was a night fighter packing a powerful radar system and second crew member. It originated in 1945 with a U.S. Navy requirement for a jet-powered radar-equipped carrier-based night fighter. The Douglas team led by Ed Heinemann designed around the bulky air intercept radar systems of the time, with side-by-side seating for the pilot and radar operator ^[1]. The result was an airplane with a wide, deep, and roomy fuselage. Instead of ejection seats, an escape tunnel was used, similar to the A-3 Skywarrior^[1].

Maintenance on an APQ-35 radar of a F3D-2 in Korea, 1953

Power was provided by two Westinghouse J34 turbojets mounted in the roots of then-standard straight wings of the early jet era. As a night fighter that was not expected to be as agile as smaller daylight fighters; the expectation was to be a stable platform for its radar system and the four 20 mm cannon mounted in the lower fuselage. The U.S. Navy awarded Douglas a contract for three XF3D-1 prototype aircraft on 3 April 1946. (The losing design from Grumman evolved into the F9F Panther.)^{[citation needed]}
The radar system in the F3D-1 was the Westinghouse AN/APQ-35. The AN/APQ-35 was a combination of three different radars, each performing separate functions: an AN/APS-21 search radar, an AN/APG-26 fire control radar, both located in the nose, and an AN/APS-28 tail warning radar.^[2] The complexity of this radar system, which was produced before the advent of semi-conductor electronics, required intensive maintenance to keep it operating fully.^{[citation needed]}
First flight of the XF3D-1 occurred on 23 March 1948 ^[3]. A production contract for 28 F3D-1 production aircraft soon followed in June 1948. The F3D-1 was followed by the F3D-2, which was first ordered in August 1949. The F3D-2 was intended to have Westinghouse J46 engines in enlarged nacelles to replace the J34—WE-32 engines of the F3D-1. Development problems with the J46 lead to F3D-2 aircraft being fitted with J34-WE-36 engines instead. The F3D-2 also incorporated an improved Westinghouse AN/APQ-36 radar system. A total of 237 F3D-2s were built before production ended on 23 March 1952. A higher performance F3D-3 version with swept wings and J46 engines was planned, but was cancelled when the trouble-plagued J46 engine program was terminated.

Operational history

F3D-2s of VMFN-513 at Kunsan, Korea, in 1953

The few F3D-1 aircraft were used primarily to train F3D crews and did not see combat. F3D-2 aircraft, however, saw extensive service during the Korean War and destroyed more enemy aircraft in Korea than any other Navy or Marine fighter aircraft^[4]. Although initially designed to shoot down bombers, they were painted in black and served to escort B-29 Superfortress bombers on night raids. They also flew nighttime intercept and interdiction missions. By the end of the war, while the F-86 Sabre would become famous for victories over MiG Alley, Skyknights had shot down six enemy aircraft (one Polikarpov Po-2 and five Mikoyan-Gurevich MiG-15) ^[5]. During that time there was the loss of one aircraft piloted by Lt. (jg) Bob Bick and crewman Chief Linton Smith on July 2, 1953. This aircraft was with a detachment from VC-4 of NAS Atlantic City, and was attached to Marine Squadron 513.^[6] The first air-to-air victory occurred on 3 November 1952 in a United States Marine Corps F3D-2 piloted by Major William T. Stratton, Jr. and radar operator Master Sergeant Hans C. Hoglind of VMF(N)-513. While the Skyknight lacked the graceful swept wings and high subsonic performance of the MiG-15, its onboard radar enabled it to find and kill other fighters, while the MiG-15 could only be guided by ground-based radar to the general vicinity of large B-29 formations.
In the years after the Korean War, the F3D was gradually replaced by more powerful aircraft with better radar systems. The F3D's career was not over though; its stability and spacious fuselage made it easily adaptable to other roles. The F3D (under the designations F3D-1M and F3D-2M) was used to support development of a number of air-to-air missile systems during the 1950s, including the Sparrow I, II, and III and Meteor missiles^{[citation needed]}.
The F3D-2M was the first operational Navy jet aircraft to be fitted with an air-to-air missile, the Sparrow I, a missile that used beam riding guidance for the aircrew to control the flight of the missile. Only 38 aircraft (12 F3D-1Ms^[7], and 16 F3D-2Ms^[8]) were made able to use the missiles.
In the late 1950s, a number of the Marine F3D-2 aircraft were re-configured as electronic warfare aircraft and were designated F3D-2Q (later EF-10B). Also, a few aircraft were converted for use as trainers and were designated F3D-2T.

An EF-10B of VMCJ-1 over Vietnam in 1966

Skyknights continued service through the 1960s in gull white color scheme, when their contemporaries had long since been retired. In 1962, when the U.S. Navy and U.S. Air Force unified their designation systems, the F3D-1 was redesignated F-10A and the F3D-2 was re-designated F-10B. The Skyknight was the only Korean war fighter that also flew in Vietnam (as also did the A-1 Skyraider attack plane). EF-10Bs served in the electronic countermeasures role during the Vietnam War until 1969. The U.S. Marine Corps retired its last EF-10Bs in 1970. Some aircraft continued flying as testbeds for Raytheon until the 1980s.^[9]
When the U.S. Navy issued a requirement for a fleet defense missile fighter in 1959, Douglas responded with the F6D Missileer, essentially an updated and enlarged F3D that would carry the AAM-N-10 Eagle long-range missile with the most important characteristics being able to carry a large load of fuel, long time-on-station, crew of two, and sophisticated electronics rather than speed or maneuverability. This concept which kept the straight wings in an age of supersonic jets was soon cancelled because it would not be able to defend itself against more nimble fighters.^[10][11] Its weapon system would be adapted for the supersonic swing-wing General Dynamics/Grumman F-111B which also specified side-by-side seating, but would also prove vulnerable to MiGs. The AWG-9/Phoenix and TF30 turbofan engine (with afterburner) would eventually reach service on the F-14 Tomcat which could swing its wing straight forward for loiter.
The unusual portly profile earned it the nickname "Willie the Whale".^[12] It is less clear how it also came to be known "drut."^{[13][14][15][16]} It should be noted, however, that "Drut" is "Turd" spelled backward.

Variants

XF3D-1

Prototype aircraft, three built.

F3D-1 Skyknight

Two-seat all-weather day or night-fighter aircraft, powered by two 3,000 lbf (1,400 kgf) Westinghouse J34-WE-32 turbojet engines, 28 built.

F3D-1M Skyknight

12 F3D-1s were converted into missile-armed test aircraft. Used in the development of the AIM-7 Sparrow air-to-air missile.

F3D-2 Skyknight

Improved version, powered by two 4,600 lbf (2,100 kgf) Westinghouse J34-WE-36 or J34-WE-36A turbojet engines, equipped with an autopilot and a Westinghouse AN/APQ-36 radar, 237 built.

F3D-2B Skyknight

One F3D-1 Skynight was used for special armament test in 1952.

F3D-2M Skyknight

16 F3D-2s were converted into missile armed aircraft. The F3D-2Ms were armed with AIM-7 Sparrow air-to-air missiles.

F3D-3Q Skyknight

35 F3D-2s were converted into electronic warfare aircraft.

F3D-2T Skyknight

Five F3D-2s were converted into night fighter training aircraft.

F3D-2T2

55 F3D-2s were used as radar-operator trainers and electronic warfare aircraft.

F3D-3 Skyknight

Unbuilt project, intended to be an advanced version fitted with swept wings.

F-10A Skyknight

1962 re-designation of the F3D-1.

F-10B Skyknight

1962 re-designation of the F3D-2.

EF-10B Skyknight

1962 re-designation of the F3D-2Q.

MF-10A Skyknight

1962 re-designation of the F3D-1M.

MF-10B Skyknight

1962 re-designation of the F3D-2M.

TF-10B Skyknight

1962 re-designation of the F3D-2T2.

Operators

 United States

• United States Marine Corps
• United States Navy

Aircraft on display

• F3D-2, BuNo 124598, National Museum of Naval Aviation, NAS Pensacola, Florida
• BuNo 125807, Combat Air Museum, Topeka, Kansas
• F3D-2 USS Intrepid Museum, New York City. (Operated by Raytheon in Massachusetts as an electronics test plane until it was donated to the museum in 1987. It is painted in the colors of Marine night fighter squadron VMFN-513 as flown during the Korean War.)
• F3D-2, BuNo 124629, Pima Air and Space Museum, adjacent to Davis-Monthan AFB in Tucson, Arizona. This aircraft is painted in the colors of Marine Night Fighter Training Squadron 20 (VMFT(N)-20).^[17]

Specifications (F3D-2)

Data from Standard Aircraft Characteristics F3D-2 "Skyknight" ^[18]

General characteristics

• Crew: 2
• Length: 45 ft 5 in (13.85 m)
• Wingspan: 50 ft 0 in (15.24 m)
• Height: 16 ft 1 in (4.90 m)
• Wing area: 400 ft² (37 m²)
• Empty weight: 14,989 lb (6,813 kg)
• Loaded weight: 21,374 lb (9,715 kg)
• Max takeoff weight: 26,731 lb (12,151 kg)
• Powerplant: 2× Westinghouse J34-WE-36 turbojets, 3,400 lbf (15 kN) each

Performance

• Maximum speed: 529 mph (460 kn, 852 km/h)
• Cruise speed: 454 mph (395 kn, 731 km/h)
• Stall speed: 93 mph (81 kn, 149 km/h)
• Range: 1,374 mi (1,195 nmi, 2,212 km) (with 2 × 150 gal/568 l tanks)
• Service ceiling: 36,700 ft (11,200 m)
• Rate of climb: 2,970 ft/min (15.1 m/s)
• Wing loading: 53.4 lb/ft² (383 kg/m²)
• Thrust/weight: 0.32

Armament

• Guns: 4 × 20 mm Hispano-Suiza M2 cannon, 200 rpg
• Missiles: 4× Sparrow I air-to-air missiles (F3D-2M)
• Bombs: 2 × 2,000 lb (900 kg) bombs

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Douglas A-20 Havoc

A-20 Havoc / P-70 DB-7 Boston
A-20G of the USAAF
Role	Light bomber Night fighter
Manufacturer	Douglas
Designed by	Ed Heinemann
First flight	23 January 1939
Introduced	10 January 1941
Retired	(USAF) 1949
Primary users	United States Army Air Forces Soviet Air Force Royal Air Force French Air Force
Produced	1939-1944
Number built	7,478

A-20A

The Douglas A-20/DB-7 Havoc was a family of American attack, light bomber and night fighter aircraft of World War II, serving with several Allied air forces, principally those of the Soviet Union, United Kingdom, and United States. The DB-7 was also used by the air forces of Australia, South Africa, France, and the Netherlands during the war, and Brazil afterwards. The bomber aircraft was known as Boston among British and Commonwealth air forces, while the RAF night fighter variants were given the service name Havoc. The USAAF assigned the DB-7 the designation "A-20" and gave it the popular name "Havoc".

Contents 1 Design and development 2 Operational history 3 Variants 4 Operators 5 Survivors 6 Specifications (DB-7B, Boston Mk III) 7 Notable appearances in media

Design and development

In March 1937, a design team headed by Donald Douglas, Jack Northrop and Ed Heinemann produced a proposal for a light bomber powered by a pair of 450 hp (336 kW) Pratt & Whitney R-985 Wasp Junior engines mounted on a high-mounted wing. It was estimated it could have carried a 1,000 lb (454 kg) bomb load at 250 mph (400 km/h). Reports of aircraft performance from the Spanish Civil War indicated that this design would be seriously underpowered and, subsequently, it was cancelled.
In the autumn of the same year, the United States Army Air Corps issued its own specification for an attack aircraft. The Douglas team, now headed by Heinemann, took the Model 7A design, upgraded to 1,100 hp (820 kW) Pratt & Whitney R-1830 S3C3-G Twin Wasp engines, and submitted the design as the Model 7B. It faced competition from the North American NA-40, the Stearman X-100 and the Martin 167F. The Model 7B was maneuverable and fast, but did not attract any US orders.
The model did, however, attract the attention of a French Purchasing Commission visiting the USA. The Neutrality Act of 1935 at the time forbade the sale of arms, including aircraft, to any nation at war, and President Roosevelt had just issued a call both for its revision and a rearmament program for the Air Corps. Aided by the Treasury Department's Procurement Division (headed by retired Naval officers) and Secretary of the Treasury Henry Morgenthau, Jr., the French discreetly participated in the flight trials, so as not to attract criticism from U.S. isolationists. The Air Corps, which controlled the aircraft's development but had been excluded from negotiations between the French, the Production Division, and the Navy's Bureau of Aeronautics, was directed by the White House on 19 January 1939 to release the DB-7 for assessment in contradiction of its own regulations. The "secret" was blown when the Model 7B crashed on 23 January while demonstrating single-engine performance. The French were still impressed enough to order 100 production aircraft, with the order increased to 270 when the war began. Sixteen of those had been ordered by Belgium for its Aviation Militaire.
Although not the fastest or longest-ranged in its class, the Douglas DB-7 series distinguished itself as a tough, dependable combat aircraft with an excellent reputation due to its speed and maneuverability. In a report to the Aeroplane and Armament Experimental Establishment (AAEE) at RAF Boscombe Down, test pilots summed it up as "has no vices and is very easy to takeoff and land... The aeroplane represents a definite advantage in the design of flying controls... extremely pleasant to fly and manoeuvre."^[1] Ex-pilots often consider it their favorite aircraft of the war due to the ability to toss it around like a fighter.^[2] Its true impact was that the Douglas bomber/night fighter was extremely adaptable and found a role in every combat theater of the war and excelled as a true "pilot's aeroplane."^[3]
When DB-7 series production finally ended on 20 September 1944, a total of 7,098 had been built by Douglas and a further 380 by Boeing.

Operational history

Douglas A-20J-10-DO, 43-10129, of the 416th Bomb Group destroyed by flak over Beauvoir, France on 12 May 44.

The French order called for substantial modifications, resulting in the DB-7 (for Douglas Bomber 7) variant. It had a narrower, deeper fuselage, 1,000 hp (746 kW) Pratt & Whitney R-1830-SC3-G radials, French-built guns, and metric instruments. Midway through the delivery phase, engines were switched to 1,100 hp (820 kW) Pratt & Whitney R-1830-S3C4-G. The French designation was DB-7 B-3 (the B-3 signifying "three-seat bomber").
The DB-7s were shipped in sections to Casablanca for assembly and service in France and French North Africa. When the Germans attacked France and the Low Countries on 10 May 1940, the 64 available DB-7s were deployed against the advancing Panzers. Before the armistice they were evacuated to North Africa to avoid capture by German forces. Here, they fell under control of the Vichy government, but saw practically no action against the Allies except briefly during Operation Torch. After French forces in North Africa had sided with the Allies, DB-7s were used as trainers and were replaced in frontline units by Martin B-26 Marauders. In early 1945, a few DB-7s were sent back to France where they saw action against the remaining isolated German pockets on the Western coast.
Through Lend-Lease, Soviet forces received more than two-thirds of A-20B models manufactured and a significant portion of versions G and H. These aircraft were armed with fixed-forward cannons and found success in the ground attack role.^[4]

Variants

Boston I & II

The Royal Air Force agreed to take up the balance of the now-frustrated French order which was diverted to Britain, and the aircraft were given the service name Boston with the further designation of "Mark I" or "Mark II" according to the earlier or later engine type.

Havoc I

The aircraft was generally unsuited for RAF use as its range was too limited for daylight raids on Germany. Many of the Boston Mk II, plus some re-engined Mk Is, were converted for night time duties - either as intruders with 2,400 lb (1,100 kg) bombs, or as night-fighters with AI Mk IV radar. These were known collectively as Havoc Mk I. A total of 181 Bostons were converted to Havocs. In interdiction raids, Havoc intruders caused considerable damage to German targets.

Havoc-Pandora

Twenty Havocs were converted into intruder aircraft, utilizing the Long Aerial Mine (LAM), an explosive charge trailed on a long cable in the path of enemy aircraft in the hope of scoring a hit. Trials conducted with lone Handley Page Harrows dropping LAMs into the stream of German bombers were not successful, consequently, the Havocs were converted back to Mk I intruders.

Havoc I Turbinlite

A further 31 Havocs were fitted with a 2,700 million candela (2.7 Gcd) searchlight in the nose. They were unarmed and were supposed to illuminate targets for accompanying Hurricane fighters, but in practice the conspicuous light made them ready targets for German gunners.

DB-7A / Havoc II

The French Purchasing Commission ordered a further 200 bombers, to be fitted with 1,600 hp (1,195 kW) Wright R-2600-A5B Double Cyclone engines. This variant was designated DB-7A by Douglas. None had been delivered before the fall of France, and they served instead as night-fighters with the RAF under the name of Havoc Mk II. They had an impressive top speed of 344 mph (550 km/h) at altitude. A total of 39 were used briefly in Turbinlite roles.

DB-7B / Boston III

The DB-7B was the first batch of the series to actually be ordered by Britain, in February 1940. Powered by the same engines as the DB-7A, with better armor and, crucially, larger fuel tanks, these were at last suitable for British use in the light bomber role. This was the batch for which the name "Boston" was first reserved, but since the commandeered DB-7s entered service first, this batch became known as the Boston Mk III. Amongst other operations, they took part in the attacks on the Scharnhorst, Gneisenau and Prinz Eugen during their dash through the English Channel (Operation Cerberus) and the infamous raid on Dieppe (Operation Jubilee). Three hundred were delivered and some were converted for use in intruder and night fighter roles.

DB-73

A French variant very similar to BD-7B, which again were diverted to England as Boston Mk IIIs. Many of these were built under licence by Boeing. Events further overtook this shipment after the German attack on the Soviet Union and the Attack on Pearl Harbor, when many Bostons were sent to the USSR and many more retained by the USAAF for its own use. Twenty-two were also sent to the RAAF by the British.

DB-7C

A Netherlands variant intended for service in the Netherlands East Indies, but the Japanese invasion was complete before they were delivered. Part of this order was stranded in Australia on the so-called "lost convoy" and the first 31 Bostons were assembled at Richmond Airbase (NSW) and operated by 22 Squadron during the campaign against Buna/Gona and Lau on New Guinea. The assembly of these 31 was hampered by the manuals and instrument panels being completely in Dutch. The remaining aircraft in this order were sent to the Soviet Union under Lend-Lease which would receive 3,125 examples of different variants of the Douglas DB-7 series.^[2]

T30 triple launcher for 4.5 in (114 mm) rockets.

When shipments to the UK finally resumed, they were delivered under the terms of Lend-Lease. These aircraft were actually refitted A-20Cs known as the Boston IIIA.

A-20

The original American indifference to the Model 7B was overcome by the improvements made for the French and British, and the Army Air Corps ordered two models, the A-20 for high-altitude bombing and the A-20A for lower-altitude work. Both were similar to the DB-7B, the A-20 was to be fitted with turbosupercharged Wright R-2600-7 engines, but these were bulky and the prototype suffered cooling problems, so the remainder were completed with the un-supercharged R-2600-11, 59 as P-70 fighters and 3 as F-3 reconnaissance planes (described below).

One A-20 was evaluated by the US Navy as the BD-1, while the US Marine Corps operated eight examples as the BD-2.

A-20A

The U.S. Army ordered 123 A-20As with R-2600-3 engines, and a further 20 with more powerful R-2600-11. They entered service in the spring 1941. The Army liked the A-20A because of its excellent performance and because it had no adverse handling characteristics. Nine of them were transferred to Australia in 1943. The British name "Havoc" was adopted for the A-20A.

A-20B

The A-20B received the first really large order from the US Army Air Corps: 999 aircraft. They resembled the DB-7A rather than the DB-7B, with light armor and stepped rather than slanted glazing in the nose. In fact, 665 were exported to the Soviets, so relatively few actually served with the USAAC.

A-20C being serviced at Langley Field, Virginia, 1942.

A-20C

The A-20C was an attempt to standardize a common British and American version, produced from 1941. It reverted to the slanting nose-glass and had RF-2600-23 engines, self-sealing fuel tanks and additional armor. They were equipped to carry an external 2,000 lb (907 kg) naval torpedo. A total of 948 were built for Britain and the Soviet Union, but many were retained by the USAAF after Pearl Harbor. The Soviet A-20s were often fitted out with turrets of indigenous design.^[5]

A-20G Havoc displayed at the National Museum of the U.S. Air Force.

A-20G

The A-20G, delivered from February 1943, would be the most produced of all the series - 2850 were built. The glazed nose was replaced by a solid nose containing four 20 mm (.79 in) Hispano cannons and two .50 in M2 Browning machine guns, making the aircraft slightly longer than previous versions. After the first batch of 250, the unreliable cannon were replaced by more machine guns. Some had a wider fuselage to accommodate a power driven gun turret. Many A-20Gs were delivered to the Soviet Union. The powerplant was the 1,600 hp (1,200 kW) R-2600-23. US A-20Gs were used on low-level sorties in the New Guinea theatre.

A-20H

The A-20H was the same as A-20G, continued with the 1,700 hp (1,270 kW) R-2600-29. 412 of these were built. The takeoff weight was raised to 24,170 lb (10,960 kg).

ZB-20H

In 1948, the last surviving A-20H in United States service was redesignated "B-20" with the elimination of the 'A for Attack' category, and was given the 'Z' prefix as being obsolete.^[6]

A-20J / Boston IV

The A-20J carried an additional bombardier in an extended acrylic glass nose section. These were intended to lead bombing formations, with the following standard A-20s dropping their bombs when signaled by the leader. A total of 450 were built, 169 for the RAF which designated them Boston Mk IV from the summer of 1944 onwards.

A-20K / Boston V

The A-20K (Boston Mk V in RAF parlance) was the final production version of the A-20 series, the same as the A-20J except for R-2600-29s instead of -23s.

P-70

In October 1940, the USAAC felt a need for long-range fighters more than attack bombers, so some of the production run of A-20s were converted to P-70 and P-70A night-fighters. They were equipped with SCR-540 radar (a copy of British AI Mk IV), the glazed nose often painted black to reduce glare and hide the details of the radar set, and had four 20 mm (.79 in) forward-firing cannon in a ventral bomb bay tray. Further P-70 variants were produced from A-20C, G and J variants. The singular airframe P-70B-1 (converted from an A-20G) and subsequent P-70B-2s (converted from A-20Gs and Js) had American centimetric radar (SCR-720 or SCR-729) fitted. The P-70s and P-70As saw combat only in the Pacific during World War II and only with the USAAF. The P-70B-1 and P-70B-2 aircraft never saw combat but served as night fighter aircrew trainers in the US in Florida and later in California. All P-70s were retired from service by 1945.

F-3A

The F-3A was a conversion of 46 A-20J and K models for night-time photographic reconnaissance (F-3 were a few conversions of the original A-20). This variant was employed in the European Theater by the 155th Photo Reconnaissance Squadron which began its deployment as the 423rd Night Fighter Squadron. The 423rd was converted to its photo mission as the 155th Photo Reconnaissance Squadron in part because of knowledge of night fighter tactics which could be used to defend against German aircraft. Although the armament was removed, the crew of three was retained, consisting of a pilot, observer, and navigator. The first Allied aircraft to land at Itazuke, Japan after the August 1945 surrender was an F-3A.

DB-1

One A-20A was bought in 1940 by the United States Navy for evaluation for use by the United States Marine Corps. The Navy/Marine Corps did not have any priority on the production lines, so the DB was not put into service.

DB-2

In 1942, eight former Army A-20Bs were diverted to the United States Navy for use as high-speed target tugs. Despite the addition of the target-towing equipment and the removal of all armament and the provision to carry bombs, the aircraft were still designated DB in the Bomber sequence. They were withdrawn from service in 1946.

O-53

An observation/reconnaissance version of the A-20B powered by two 1,700 hp (1,268 kW) R-2600-7 engines. The original order for 1,489 aircraft was canceled and none were built.

Operators

Main article: List of A-20 Havoc operators

RAF Boston III from No. 88 Squadron RAF over Dieppe, 1942

•  Australia
•  Brazil
•  Canada
•  France
•  Netherlands
•  South Africa
•  Soviet Union (ASCC Reporting name 'Box'^[7])
•  United Kingdom
•  United States

[edit] Survivors

Main article: Douglas A-20 Survivors

A small number of surviving airframes exist both in flyable and static display condition in museum collections worldwide.

Specifications (DB-7B, Boston Mk III)

A-20s in bombing formation during World War II.

A flight of A-20G or H bombers over France, 1944.

Data from A-20 Havoc in action

General characteristics

• Crew: 2-3
• Length: 47 ft 11 in (14.63 m)
• Wingspan: 61 ft 4 in (18.69 m)
• Height: 17 ft 7 in (5.36 m)
• Wing area: 465 ft² (43.2 m²)
• Empty weight: 15,051 lb (6,827 kg)
• Loaded weight: 27,200 lb (12,338 kg)
• Max takeoff weight: 20,320 lb (9,215 kg)
• Powerplant: 2× Wright R-2600-A5B "Double Cyclone" radial engines, 1,700 hp (1,268 kW) each

Performance

• Maximum speed: 339 mph (295 kn, 546 km/h) at 10,000 ft (3,050 m)
• Range: 1,050 mi (912 nmi, 1,690 km)
• Service ceiling: 23,700 ft (7,225 m)
• Rate of climb: 2,000 ft/min (10.2 m/s)

Armament

• Guns:
  
  • 4× fixed 0.303 in (7.7 mm) Browning machine guns in the nose
  • 2× flexible 0.303 in (7.7 mm) Browning machine guns, mounted dorsally
  • 1× flexible 0.303 in (7.7 mm) Vickers K machine gun, mounted ventrally
• Bombs: 4,000 lb (1,900 kg)

Notable appearances in media

The Way to the Stars, also known as Johnny in the Clouds, is a 1945 war drama film made by Two Cities Films and released by United Artists, that prominently features RAF Bostons.^[8]

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