F-82 Twin Mustang

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The North American F-82 Twin Mustang was the last piston-powered fighter ordered into production by the U.S. Air Force.

Contents

1 Development
2 Operational history
3 Variants
4 Operators
5 Specifications (F-82)
6 References
7 Related content

Development

Initially intended as a long-range escort fighter, the F-82 was designed to escort B-29 bombers on long missions over Japan during a planned U.S. invasion of the Japanese home islands that never occurred. It consisted of a two fuselages design. Although based on the P-51H Mustang, it was actually an entirely new design incorporating two lengthened P-51H Mustang fuselages mounted to a newly-designed center wing, tail, and propellers, as well as having a unique four wheel landing gear. Prototype YP-82's, P-82B's, and P-82E's retained both cockpits so that both pilots could fly the aircraft, alternating control on long flights, while later night fighter versions kept the cockpit on the left side only, placing the radar operator in the right position.

Although some P-82B airframes were completed before the end of World War II most remained at the North American factory in California waiting for engines until 1946. As a result none saw service during WWII.

Like the P-51 Mustang, the first two prototype YP-82's, as well as the next 20 P-82B models were powered by British designed Rolls-Royce Merlin engines. These provided the aircraft with excellent range and performance, but political pressure forced North American to switch subsequent production P-82C and later models to the inferior American designed Allison V-1710 engine. Allison powered P-82 models demonstrated a lower top speed and poorer high altitude performance than the earlier Merlin powered versions. Because the earlier P-82B models had been designated as trainers, while the "C" and later models were employed as fighters, the P-82 has the unique distinction of being the only aircraft in Air Force history to be faster in its trainer version than fighter version.

The end of WWII brought an end to the need for a long-range bomber escort. The P-82 would continue though, as a replacement for the aging P-61 Black Widow night fighter. Designated the F-82G, numerous modifications had to be made to make this possible. The right side cockpit was replaced with a radar operator's position lacking flight controls. More significant was the addition of a long radar pod attached to the underside of the center wing. Resembling a sausage, and affectionately known as a "long dong," the radar unit was installed in such a manner to keep its dish in front of aircraft's propellers. It was also necessary that it be hung from the underside of the wing to prevent it from interfering with six .50 caliber machine guns buried in the center wing. Surprisingly, this unconventional arrangement did little to affect the aircraft's speed or performance. Additionally the unit could be jettisoned in an emergency, or for belly landings, and was sometimes lost during high-G maneuvers.

In 1947 the designation "P" for pursuit was changed to "F" for fighter. Subsequently all P-82's were re-designated F-82.

Operational history

Though missing its opportunity to fight in WWII, the F-82G would go on to distinguish itself during the Korean War, beginning with one of the least known, and most important air combat events of the 20th century.

In June, 1950 U.S. forces in Seoul, South Korea were attempting to evacuate U.S. civilians, including many women and children, from the advancing North Korean Army. 682 civilians had been evacuated on the 26th of June aboard the Norwegian freighter "Reinholte," then visiting Inchon Harbor, and transported to Sasebo, Japan. The remaining civilians were to be evacuated the following day by an Air Force C-54. Fearing that the North Korean Air Force might try to shoot down the transport (a C-54 had been destroyed on the ground at Kimpo by North Korean fighters on June 25th) the Air Force requested air cover to protect the aircraft during takeoff. The F-80 "Shooting Star" was available, but its thirsty jet engines meant it could only remain over the airfield for a few minutes before having to return to base, and no F-51 Mustangs were available. Fortunately the 4th and 339th Fighter All Weather Squadrons F(AW)S with their F-82G's were based in Japan and Okinawa at Misawa and Yokota Airfields, and the 68th F(AW)S was based at Itazuke airfield. With Lt. Col. John F. Sharp in command a total of 27 F-82G's out 35 in the theater answered the call. Arriving in the early morning, the F-82's orbited Kimpo Airfield in three flights, each above the other. Suddenly, at 1150 hours a mixed lot of five North Korean fighters (Soviet-built Yak-9's, Yak-11's and La-7's) appeared heading for the airfield. One of the Yak-9's immediately scored several hits on 68th F(AW)S pilot Lt. Charles Moran's vertical stabilizer, but quick action by Lt. Moran prevented further damage. Moments later Lt. William G. "Skeeter" Hudson, also of the 68th F(AW)S, initiated a high-G turn to engaged the Yak. Within moments Lt. Hudson's F-82G was closing in on the Yak's tail. Lt. Hudson fired a short burst at close range scoring hits on the Yak-9 with all six of his .50 caliber machine guns. The Yak banked hard to the right, with the F-82G in close pursuit. A second burst from the F-82G scored hits on the Yak's right wing, setting the gas tank on fire and knocking off the right flap and aileron. The North Korean pilot bailed out, but the observer, who was either dead or badly wounded, remained in the doomed aircraft. Landing on Kimpo Airfield, the North Korean pilot was immediately surrounded by South Korean soldiers. Surprisingly, he pulled out a pistol and began firing at them. The South Korean soldiers returned fire and the pilot was immediately killed. Moments later Lt. Moran shot down a La-7 over the airfield, while a few miles away Maj. James W. Little, commanding officer of the 339th F(AW)S, shot down another La-7. The C-54 was able to escape safely. Of five North Korean fighters sent to destroy it only two returned to their base. In the process, Lt. William G. "Skeeter" Hudson, with his radar operator Lt. Carl Fraiser had scored the first aerial "kill" of the Korean War.

It is generally believed that the aircraft they flew that day was an F-82G named "Bucket of Bolts" (s/n 46-383), as their usual aircraft was down for repairs. "Bucket of Bolts" would survive the Korean War and eventually be reassigned to escourt duty in Alaska. It is believed to have been scrapped at Ladd AFB, Alaska in 1954.

It is impossible to know exactly what impact the shooting down of a C-54 containing dozens of American women and children would have had on U.S. policy at the beginning of the Korean War, but this much is certain. As U.S. forces were being driven south and overrun by advancing North Korean soldiers President Harry S. Truman was facing increasing pressure both from his military advisers, as well as members of his own cabinet to strike back decisively, including pressure from Gen. Douglas MacArthur and Curtis LeMay to authorize the use of nuclear weapons. Such actions could easily have drawn the Soviet Union into the conflict. The presence of the F-82 over the battlefield on the morning of June 27th, 1950 may very well have prevented the rapid escalation of the Korean War into a global conflict.

1951 was the last full year of F-82 operations in Korea, as they were gradually replaced by the jet-powered F-94 Starfire. By summer 1953 the last surviving Korean War veteran F-82's were being flown to Tachikawa, Japan to be upgraded to F-82L models with the addition of cold weather equipment, and additional de-icers. Many of these planes would end up operating with Strategic Air Command from airfields in Alaska where they would serve as escorts for the massive Convair B-36 bombers during long flights over the Arctic, finally fulfilling their original mission as a bomber escort. The F-82 did not disappear from Air Force inventory until 1954, when a lack of parts, and high airtime made them impossible to keep flying. Many were finally scrapped in Alaska.

On February 27th, 1947 a P-82B named "Betty Jo" would also make history when it flew non-stop from Hawaii to New York without refueling, a distance of 5,051 miles. To this day it remain the longest no-stop flight ever made by a propeller-driven fighter, and the fastest such a distance has ever been covered in a piston-powered aircraft. It should be noted that the aircraft chosen was the earlier "B" model powered by a Rolls-Royce Merlin engine.

"Betty Jo" is currently on display at The National Museum of the United States Air Force, in Dayton, Ohio in their Cold War gallery.

Three other F-82's are known to exist. One has been a "gate guard" for many years outside Lackland AFB in Texas, while a second F-82B that had been on display next to it was acquired by the former Confederate Air Force in 1966 and was operated for many years by its Midland, Texas squadron. That F-82B stalled and crashed in Harlingen, Texas in 1987. The aircraft was restorable, but its unique props and landing gear were destroyed in the crash, and replacement parts could not be obtained. In 2002 it was included with the CAF's crashed P-38 in a trade for a flyable P-38. The Air Force has stepped in and is demanding the F-82 be returned since it was only loaned to the CAF conditional that they keep it. The matter is still being debated. A single fuselage of the second YP-82 was located for many years on the farm of Walter Soplata in Newbury, Ohio. It was sold several years ago and its current whereabouts are unknown.

Variants

XP-82 : Prototype.
P-82B : Fighter version.
P-82C : Night fighter version.
P-82D : Night figther version
P-82E : Escort fighter version.
P-82F : Night figther version.
P-82G : Night figther version.
F-82H : Winterised or cold weather version.

Operators

United States Air Force.

Specifications (F-82)

References

The Concise Guide to American Aircraft of World War II by David Mondey, Chartwell Books, Inc., 1994.