North American F-82 Twin Mustang

The second prototype North American XP-82 Twin Mustang (44-83887) being flight-tested at Muroc Army Air Base, California

The North American F-82 Twin Mustang was the last American piston engine fighter ordered into production by the United States Air Force. Based on the P-51 Mustang, the F-82 was originally designed as a long-range escort fighter in World War II, its postwar role changed to that of night-fighting. Radar-equipped F-82s were used quite extensively by the Air Defense Command as replacements for the P-61 Black Widow night fighter. During the Korean War, Japan-based F-82s were among the first USAF aircraft to operate over Korea. The first three North Korean aircraft destroyed by U.S. forces were shot down by F-82s.

Design and development

Initially intended as a very long-range (VLR) escort fighter, the F-82 was designed to escort B-29 bombers on missions exceeding 2,000 miles from the Solomons or Philippines to Tokyo, missions beyond the range of the P-38 and conventional P-51s. Such missions were part of the planned U.S. invasion of the Japanese home islands, which was forestalled by the surrender of Japan days after the atomic bombings of Hiroshima and Nagasaki.

In October 1943, the North American Aircraft design team began work on a fighter design that could travel over 2,000 miles without refueling. It consisted of a two fuselage design, somewhat similar to the experimental German Messerschmitt Bf 109Z "Zwilling". Although based on the lightweight experimental XP-51F, which would later become the P-51H Mustang, it was actually an entirely new design. North American Design Chief Edgar Schmued incorporating two P-51H Mustang fuselages lengthened by the addition of a 57-inch fuselage plug located behind the cockpit where additional fuel tanks and equipment could be installed. These were mounted to a newly-designed center wing section containing the same six .50-caliber Browning M2 machine guns as a single-engine Mustang, but with more concentrated fire. The outer wings were strengthened to allow the addition of hard points for carrying additional fuel or 1000 pounds of ordnance. The two vertical tails were also from the XP-51F, but incorporated large dorsal fillets for added stability in case of an engine failure. The aircraft had a standard landing gear with both wheels retracting into bays under the each fuselage center section.

The XP-82 was to be powered by two Packard-built Rolls-Royce V-1650 Merlin engines. Initially, the left engine was a V-1650-23 with a gear reduction box to allow its left propeller to turn opposite to the right engine, which was the more conventional V-1650-25. In this arrangement both propellers would turn upward as they approached the center wing, which in theory would have allowed better single-engine control. This proved not to be the case when the aircraft refused to become airborne during its first flight attempt. After a month of work North American engineers finally discovered that rotating the propellers to meet in the center on their upward turn created sufficient drag to cancel out all lift from the center wing section, one quarter of the aircraft's total wing surface area. The engines and propellers were then exchanged, with their rotation meeting on the downward turn, and the problem was fully solved. The first XP-82 prototype (44-83886) was completed on 25 May 1945, and made the type's first successful flight on 26 June 1945. This aircraft was accepted by the Army Air Force on 30 August 1945. AAF officials were so impressed by the aircraft while still in development that they ordered the first production P-82Bs in March 1945, fully three months before the aircraft's first flight.

Prototype XP-82s, P-82Bs and P-82Es retained both fully equipped cockpits so that pilots could fly the aircraft from either position, 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 the war.

Like the P-51 Mustang, the first two prototype XP-82s, as well as the next 20 P-82B models were powered by British designed Rolls-Royce Merlin engines, built under licence by Packard. These provided the fighter with excellent range and performance, but political pressurefrom the U.S. Procurement Office , as well as the increased licence fees demanded by Rolls-Royce, forced North American to switch subsequent production P-82C and later models to the lower powered Allison V-1710-100 engines. Allison powered P-82 models demonstrated a lower top speed and poorer high altitude performance than the earlier Merlin powered versions.The earlier P-82B models were designated as trainers, while the "C" and later models were employed as fighters, making the P-82 one of the few aircraft in U.S. military history to be faster in its trainer version than the fighter version.

Record-setting

File:Betty Joe in Flight.jpg

North American F-82B "Betty Jo" (S/N 44-65168) in flight. Note the alternate name "Betty Joe."

Strategic Air Command 8th Air Force North American F-82E "Twin Mustangs" of the 27th Fighter Wing on the flight line of Kearney Air Force Base, Nebraska, 1948. Serials 46-322 and 46-332 are identifiable. Note buzz number near tail.

North American F-82F Twin Mustang Serial 46-414 of the 27th Fighter Wing, Bergstrom AFB Texas in black night fighter motif

On 27 February 1947, a P-82B (44-65168) named Betty Jo and flown by Colonel Robert E. Thacker made history when it flew nonstop from Hawaii to New York without refueling, a distance of 5,051 miles in 14 hr 32 min (347.5mph). To this day, it remains the longest nonstop flight ever made by a propeller-driven fighter, and the fastest such a distance has ever been covered in a piston-engined aircraft (the record for the longest nonstop flight by a propeller-driven aircraft of any type is held by the Rutan Voyager). The aircraft chosen was an earlier "B" model powered by Rolls-Royce Merlin engines (see "Survivors" below).

Operational service

The Twin Mustang was developed at the end of the prop-driven fighter era and at the dawn of the Jet Age. It's designed role as a long-range fighter escort was eliminated by the Atomic Bombing of Japan and the sudden end of World War II. With the rapid drawdown of the armed forces after the war, the newly-established United States Air Force had little money for new aircraft, especially jets which the Me-262 and other Luftwaffe fighters had shown far outclassed the best P-51 Mustangs over the skies of Germany in late 1945. The completed airframes (less engines) of the P-82 pre-production aircraft already manufactured by North American were in storage with an uncertain future.

However, during the 1947 Soviet Aviation Day display at Tushino Airport, a surprise appearance was put in by three four-engined long-range strategic bombers. They were early examples of the Tupolev Tu-4, which was a bolt-for-bolt copy of the Boeing B-29 Superfortress, several examples of which had been interned in the Soviet Union after having been forced to land there during bombing raids against Japan. Since the USSR was expected soon to have nuclear weapons, the appearance of the Soviet TU-4 was a shock to US military planners, since it meant that the US mainland might soon be vulnerable to nuclear attack from the air.

Until jet interceptors could be developed and put into service, the Twin Mustangs already built were seen as an interim solution to SAC's fighter escort mission for it's strategic bomber force and also as an all-weather air defense interceptor.

Early attempts to develop jet-powered all-weather fighters ran into a series of snags and delays. The Curtiss XP-87 Blackhawk had been ordered in December of 1945, but it ran into developmental difficulties and the project was eventually totally abandoned in October of 1948. The Northrop P-89 Scorpion was deemed to have greater promise, but it too ran into teething troubles and did not show promise of entering service until 1952 at the earliest. Due to the lack of any suitable jet-powered replacement, the wartime Northrop P-61 Black Widow night fighter was forced into this role, and in order to help fill in the gap until the Scorpion could be available, night fighter adaptations of the piston-engined North American P-82 Twin Mustang were developed and deployed.

On 11 June 1948 the newly-formed United States Air Force eliminated the P-for-pursuit category and replaced it with F-for-fighter. Subsequently, all P-82s were re-designated F-82.

Strategic Air Command

The F-82E was the first model to reach operational squadrons and its initial operational assignment was to the Strategic Air Command 27th Fighter (later Fighter-Escort) Wing at Kearney Air Force Base, Nebraska in 1948. The 27th used the F-82E to fly long-range escort missions for SAC B-29, B-50 and B-36 bombers.

The 27th FEW transitioned to the F-84 Thunderstreak beginning in March 1950, and the F-82Es were largely declared surplus. A few were sent to Far East Air Forces for combat in Korea and a few were sent to Alaska to fly bomber escort missions over the Arctic from Ladd AFB until 1953. The majority were sent to reclamation and were gone by 1952.

Air Defense Command

In 1947 there were no suitable US interceptors, so the wartime Northrop P-61 Black Widow night fighter was transitioned into the Air Defense Command interceptor mission. The F-61s available, however were largely war-weary and the F-82 was modified into an all-weather interceptor to replace it.

The night fighter versions, designated the F-82F/G, required numerous modifications. The right side cockpit was replaced with a radar operator's position without flight controls. A long radar pod, resembling a sausage and irreverently known as a "long dong", was attached to the underside of the center wing, below the six .50 caliber machine guns and with its dish in front of the propellers to prevent signal interference. This unconventional arrangement was found not to affect the aircraft's performance seriously. Additionally the unit could be jettisoned in an emergency, or for belly landings; it was sometimes lost during high-G maneuvers.

The first F-82F models began to reach operational squadrons in late 1948. By the middle of 1949 the F-82 was replacing Black Widows in service with Air Defense Command at Hamilton AFB, California (317th FIS); McChord AFB, Washington (318th FIS, 319th FIS) and McGuire AFB, New Jersey (2d FIS, 5th FIS).

In addition to the forces in the Continental United States, the 319th FIS at France Field in Panama received F-82Fs in January 1948 to replace their Black Widows for the defense of the Panama Canal. The Twin Mustangs remained in Panama only briefly, being reassigned to McChord AFB in May 1949.

The Twin Mustang was phased out of ADC during 1950-1951 by the F-94 Starfire, the last being with the 318th FIS at McChord in late 1951.

Far East Air Forces

See also: USAF Units and Aircraft of the Korean War

A fond farewell from his family, sends Air Force Capt. Johnnie Gosnell, flying with the 68th All-Weather Fighter Interceptor Squadron at an advanced U.S. Far East Air Forces base in Southern Japan on another mission over Korea.

F-82G interceptors were sent to Far East Air Forces, with the 4th FIS at Kadena AB, Okinawa, and the 68th and 339th FIS in Japan replacing their Black Widows with the Twin Mustang.

With the outbreak of the Korean War in June 1950, the F-82 was pressed into operational combat duty. 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. A total of 682 civilians had been evacuated on the 26 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 engine meant it could only remain over the airfield for a few minutes before having to return to base and no P-51 Mustangs were available.

Fortunately, 339th Fighter All Weather Squadron (F(AW)S) with their F-82Gs were based at Yokota AB and the 68th F(AW)S was based at Itazuke AB Japan. With Lt. Col. John F. Sharp in command, 27 F-82Gs of the 35 in Japan answered the call. Arriving in the early morning, they 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-9s, Yak-11s and La-7s) appeared, heading for the airfield. One of the Yak-9s immediately scored several hits on 68th F(AW)S pilot Lt. Charles Moran's vertical stabilizer. Moments later, Lt. William G. "Skeeter" Hudson, also of the 68th F(AW)S, initiated a high-G turn to engage the Yak. Soon Hudson was closing in on the Yak's tail. He then fired a short burst at close range, scoring hits with his six .50 caliber machine guns. The Yak banked hard to the right, with the F-82G in close pursuit. A second burst hit 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 his observer, who was either dead or badly wounded, remained in the doomed aircraft. Parachuting down to 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, killing the pilot. Moments later, Lt. Moran shot down an 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, 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 Hudson and Fraiser 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 escort duty in Alaska. It is believed to have been scrapped at Ladd AFB, Alaska in 1953.

F-82G operational losses during the Korean War

• 46-357 (6160th ABW, 68th FIS) MIA May 28, 1951 20 mi N of 38th parallel.
• 46-364 (6160th ABW, 68th FIS) destroyed on ground at Suwon, Korea Jun 29, 1950 by enemy aircraft.
• 46-373 (6160th ABW, 68th FIS) crashed 5 my NW of Brady AB, Japan Feb 12, 1951.
• 46-375 (6160th ABW, 67th FIS) crashed Dec 16, 1950.
• 46-378 (6160th ABW, 68th FIS) shot down by AAA Jul 3, 1951.
• 46-391 (51st FIG, 4th FS) in midair collision with F-80C 49-704 between Fukuoka and Ashiya AB, Japan Sep 29, 1950.
• 46-394 (6160th ABW, 68th FIS) MIA Mar 14, 1951.
• 46-399 (6160th ABW, 68th FIS) MIA Jan 27, 1951.
• 46-400 (6160th ABW, 68th FIS) crashed near K-14 Dec 7, 1950.
• 46-402 (51st FIG, 68th FIS) MIA Jul 6, 1950.

1951 was the last full year of F-82 operations in Korea, as they were gradually replaced by the jet-powered F-94 Starfire. Twin Mustangs destroyed 20 enemy aircraft, four in the air and 16 on the ground during the conflict. By the summer of 1952, the last surviving Korean War veteran F-82Gs were flown to Tachikawa AB, Japan to be upgraded to F-82H models with the addition of cold weather equipment and additional de-icers and were reassigned to Ladd AFB.

Alaskan Air Commnd

Modified F-82s for cold weather (F-82Hs) were assigned initially to the 449th FIS at Adak Island in 1948 to replace their Black Widows in the Alaska Air Defense mission. Later moved to Ladd AFB, Alaska in 1949, the F-82H made a brief but memorable appearance in the movie "Top of the World." (1955) The 448th received additional F-82s from SAC and from Far East Air Forces with their replacement by jet aircraft which were modified to the F-82H cold weather configuration. With the 449th these aircraft were operated with Strategic Air Command where they served as escorts for the massive Convair B-36 bombers during long flights over the Arctic, finally fulfilling their original mission as a bomber escort.

Retirement

The Twin Mustang had a very short operational life. About two years after its introduction to SAC, the F-82E was phased out of service in favor of the jet-powered F-84 Thunderstreak for bomber escort duties beginning in 1950. Some were sent to Korea for combat, others were sent to Alaska, but most were declared surplus and were being sent to storage and ultimately reclamation in 1951. Air Defense Command's F-82Fs began to be replaced by F-94 Starfires in 1950, and by early 1951, with most being sent to the smelters, alouth a few Twin-Mustangs remaining in ADC towing aerial targets. In the Pacific, the F-82G's in combat were also replaced by the F-94 in late 1951 and early 1952, with the survivors being sent to Alaska after being modified to the F-82H configuration in Japan for cold-weather use.

Ultimately, to a lack of spare parts many of the remaining Twin Mustangs which broke down were cannibalized to keep the other aircraft flying. Eventually all were withdrawn from service when the lack of parts made it impossible to keep the aging airframes flying. The last remaining F-82s were ultimately scrapped at Ladd AFB, Alaska. By June 1953 no F-82s appeared on Air Force, Air National Guard or Air Reserve Forces rolls with some being turned over to museums as static displays.

After the end of their USAF service, the National Advisory Committee for Aeronautics (NACA) acquired four surplus F-82s for research work.

• 44-83886 (XP-82) (NACA-14) was operated by NACA from 6 June 1948 to 5 October 1955. This aircraft was ultimately sent to salvage at Langley AFB, Virginia.

• 44-83887 (XP-82) was operated from October 1947 to July 1950. Used for ram jet tests, it was damaged during July 1950. The damaged plane was sold to Walter Soplata and placed on his farm. In March 2008 it was sold to Tom Reilly and moved to his restoration facility in Douglas, Georgia.

• 44-6168 (F-82B) (NACA-132) was operated from September 1950 to June 1957: This was the Betty Jo distance record holder aircraft and it was used for ram jet tests. Was turned over to the USAF Museum.

• 46-256 (F-82E) (NACA-133) Used for high altitude icing tests. Sold to Walter Soplata for $1600, Resold in 1987 to Polar Aviation Museum. Now being restored to flying condition.

Reference for NACA F-82s:

Operators

United States

• Air Defense Command
  • 325th Fighter Group (All-Weather) (F-82F 1948-1951)

317th Fighter-All Weather Squadron

Moses Lake AFB, Washington, 26 Nov 1948

McChord AFB, Washington, 23 Apr 1950 - 1951

318th Fighter-All Weather Squadron

McChord AFB, Washington, 26 Nov 1948 - 1951

319th Fighter-All Weather Squadron

France Field, Canal Zone, 14 Jan 1948 - 29 Apr 1949

Assigned to: 6th Fighter Wing, Caribbean Air Command

McChord AFB, Washington, 12 May 1949

Moses Lake AFB, Washington, 2 Sep 1949 - 1951

• 52nd Fighter (later Fighter-All Weather) Group (F-82F 1948-1950)

2nd Fighter (later Fighter-All Weather) Squadron

Mitchel AAF, New York, 1948

McGuire AFB, New Jersey, 4 Oct 1949 - 1950

5th Fighter (later Fighter-All Weather) Squadron

Mitchel AAF, New York, 1948

McGuire AFB, New Jersey,, 4 Oct 1949 - 1950

• Alaska Air Command (F-82H 1948-1953)
  • 5001st Composite Group

449th Fighter All-Weather (later Fighter-Interceptor) Squadron (F-82H 1948)

Adak Island, Aleutian Islands, Alaska, 1948

Ladd AFB, Alaska, 28 Mar 1949 - 1953

(Obtained F-82G survivors from 4th/68th/339th FS after withdrawal from Korean War combat and modified to F-82H, 1951-1952, also obtained some F-82Es from 27th FEG in 1950 modified to F-82H cold weather configuration)

• Strategic Air Command
  • 27th Fighter-Escort Group (F-82E 1948-1950)

Kearney AFB, Nebraska, Neb (1948-1950)

Bergstrom AFB, Texas (1950)

522d Fighter-Escort Squadron

523d Fighter-Escort Squadron

524th Fighter-Escort Squadron

• Far East Air Force
  • 4th Fighter Squadron (F-82G 1948-1952)

Kadena AB, Okinawa

Air defense of the Ryukyus during the Korean War

347th Fighter (later Fighter-All Weather) Group

Attached to: 51st Fighter [later Fighter-Interceptor] Group), 1948

Twentieth Air Force, 24 Jun 1950

Attached to: 51st Fighter-Interceptor Wing, 24 Jun 1950

Attached to: 6302d Air Base Group, 20 Sep 1950

Attached to: 6351st Air Base Wing, 25 Jun 1951 - 1952

• 68th Fighter Squadron (F-82G 1949-1952)

Ashiya AB, Japan, 1949-1950

Itazuke AB, Japan, 1950-1952

Combat in Korea, 27 Jun 1950-23 Mar 1952

347th Fighter (later Fighter-All Weather) Group, 1948

Attached to: 8th Fighter-Bomber Wing, 1 Apr 1950

Fifth Air Force

Attached to: 8th Fighter-Bomber Wing, 24 Jun 1950

314th Air Division, 1 Dec 1950

Attached to: 6160th Air Base Wing, 1 Dec 1950-1952

• 339th Fighter Squadron (F-82G 1949-1951)

Johnson AB, Japan, 1949

Yokota AB, Japan, 1 Apr 1950

Johnson AB, Japan, 4 Aug 1950 - 1951

Combat in Korea, 27 Jun-5 Jul 1950

347th Fighter (later Fighter-All Weather) Group, 1949

Attached to: 35th Fighter [later Fighter-Interceptor] Wing, 1 Ju1 1949-1 Dec 1950

Fifth Air Force, 24 Jun 1950

314th Air Division, 1 Dec 1950

Attached to: 6162d Air Base Wing, 1 Dec 1950-25 May 1951

Source for F-82 operating units

Survivors

Five F-82s are known to still exist.

• F-82B "Betty Jo" (44-65168) is currently on display at The National Museum of the United States Air Force, in Dayton, Ohio in its Cold War gallery. The aircraft is displayed in the markings of its historic Hawaii to New York flight in 1947, along with clothing and artifacts used in that record-breaking flight.
• F-82E (46-262) has been a "gate guard" for many years outside Lackland AFB in Texas as part of the USAF History and Traditions Museum in San Antonio, Texas.
• A second F-82B (44-65162) that had been on display next to it, was acquired by the former Commemorative Air Force in 1966 and was operated for many years by its Midland, Texas squadron. That F-82B stalled while landing 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, the CAF included it with a crashed P-38 in a trade for a flyable P-38. The USAF stepped in and demanded the F-82 be returned since it was only loaned to the CAF on the condition that the CAF keep it. The court initially sided with the USAF, but the decision is currently awaiting appeal. This aircraft is now located in California where recent efforts have been made to restore it to flying condition.
• A single fuselage and parts of the second XP-82 (44-83887) were located for many years on the farm of Walter Soplata in Newbury, Ohio. this aircraft was sold in March, 2008 to aircraft restorer Tom Reilly. On April 7th, 2008 the almost-complete left fuselage with original markings still visible was delivered to Reilly's restoration facility in Douglas, GA along with various surviving components from Soplata's farm. Reilly plans to use the left fuselage to reverse-engineer a matching right airframe, and hopes to eventually restore the aircraft to flying condition. This is by far the most ambitious F-82 restoration project in progress. With the problems encountered by the CAF over a period of 20 years in locating just a set of props and landing gear to return their aircraft back to the air, one can see the enorminity of Tom Reilly's task.
• F-82E (46-256), an intact airframe also formerly located at the Walter Soplata farm, has been sold and moved to C&P Aviation in Anoka, MN, where it is currently undergoing restoration to flying status.

Reference for Twin Mustang Survivors:

Variants

Production numbers

Variant	Produced	Conversions
XP-82	2
XP-82A	1
P-82B	20
P-82C	0	1
P-82D	0	1
P-82E	100
P-82F	100
P-82G	50	9
P-82H	0	15
TOTAL	273

NA-123

Basic Development design. The NA-123 design was presented by North American Aircraft to the USAAF in February 1944. The design for the new aircraft was for a long range fighter to penetrate deep into enemy territory. Its immediate role would be to escort the B-29 Superfortress bombers used in the Pacific Theater of Operations against Japan. The USAAF endorsed it at once. A letter contract to construct and test four experimental XP-82 aircraft (P-82 designation) gave way in the same month to an order for 500 production models.

XP-82 / XP-82A

Prototype. The USAAF accepted the first XP-82 in August 1945 and a second one in September. Both were equipped with Packard Merlin V-1650-23 and -25 engines. The third experimental aircraft, designated XP-82A, had two Allison V-1710-119 engines. It was accepted in October 1945. There is no evidence that the XP-82A was ever actually flown, due to problems with the Allison engines. The fourth XP-82A prototype (44-83889) was cancelled.

P-82B

Planned production version. With the end of World War II, production plans were cut back significantly. Against the 500 P-82Bs initially planned, overall procurement was finalized on 7 December 1945 at 270 P-82s. Included were 20 P-82Bs already on firm order and later allocated to testing as P-82Z. The USAAF accepted all P-82Zs in fiscal year 1947. Two aircraft were accepted in January 1946, four in February 1947, and 13 in March 1947. By December 1949, no P-82Bs (by then redesignated F-82Bs) remained in the Air Force inventory. These P-82Bs were basically similar to the XP-82, but differed in having provisions for underwing racks.

P-82C 44-65169 in black night fighter motif. Note the large bulge that carries the radar array, under the wing.

P-82C

Night fighter version. A P-82B, (44-65169) modified in late 1946, for testing as a night interceptor. The P-82C featured a new nacelle (under the center wing section) housing an SCR-720 radar. The SCR-720 was the same radar installation which was carried aboard the Northrop P-61 Black Widow, a considerably larger aircraft which had clearance problems with the engine propellers. The right-hand cockpit became the radar operator's position. The production version was designated P-82F.

P-82D

Night fighter version. Another P-82B (44-65170) modified with a different radar, the APS-4. The APS-4 was a much smaller set than the SCR-720, and operated in the three cm waveband. As like the P-82C, the right-hand cockpit became the radar operator's position. The production version was designated P-82G.

P-82E

Escort fighter version. The F-82E followed the F-82B, which it so closely resembled. They were equipped with two counter-rotating Allison liquid-cooled engines, V-1710-143 and V-1710-145. The first four F-82Es were redesignated as F-82As and were allocated for engine testing. After production delays by engine problems and additional testing, F-82Es entered operational service in May 1948. The Air Force accepted 72 F-82Es in fiscal year 1948 (between January and June 1948), and 24 in fiscal year 1949 (22 in July 1948, one in October, and one in December).

North American F-82F Twin Mustang night fighter Serial 46-415

P-82F/G/H

Night fighter versions. A nacelle beneath the center-wing that housed radar equipment (F-82F's ANIAPG28 and F-82G's SCR-720C18); automatic pilot; and a radar operator replacing the second pilot. When winterization was added to the F or G, it became an F-82H. Entered operational service in September 1948. One F-82G was accepted in fiscal year 1948 (February 1948), all other F-82s (F, G, and H models) in fiscal year 1949. The last F-82G and six winterized F-82Hs were received in March 1949.

Production totals

The Air Force accepted a total of 272 F-82s (including 22 prototype, test and early production aircraft). All examples were redesignated as F-82 in 1948. Specifically, the F-82 program consisted of two XF-82s, one XF-82A, ten F-82Bs (known for a while as P-82Zs and all allocated to testing), four F-82As, 96 F-82Es, 91 F-82Fs, 45 F-82Gs and 14 F-82Hs.

Specifications (F-82G)

Data from GlobalSecurity.org

General characteristics

• Crew: 2

Performance Armament

• Guns: 6× .50 in (12.7 mm) Browning M2 machine guns
• Rockets: 25× 5 in (127 mm) rockets
• Bombs: 4,000 lb (1,800 kg)

See also

Related development

• P-51 Mustang

Aircraft of comparable role, configuration, and era

• de Havilland Mosquito
• de Havilland Hornet
• F7F Tigercat
• Heinkel He 111Z
• Heinkel He 219
• Messerschmitt Bf 109Z
• Messerschmitt Me 609
• P-61 Black Widow

References

Bibliography

• Baugher, Joe. USAAS-USAAC-USAAF-USAF Aircraft Serial Numbers--1908 to present. USAF Serials Retrieved: 9 January 2007.
• Davis. Larry. F-82 Twin Mustang (Squadron/Signal Mini In Action Series Number 8). Carrollton, Texas: Squadron/Signal Publications inc., 1996. ISBN 0-89747-367-1.
• McLaren, David R. Double Menace: P-82 Twin Mustang. Colorado Springs, Colorado: VIP Aero Publishers Incorporated, 1996. ISBN 0-93457-512-6.
• Menard, David W. USAF Plus Fifteen - A Photo History 1947 - 1962. Lancaster, Pennsylvania: Schiffer Books, 1993. ISBN 0-88740-483-9.
• Mondey, David. The Concise Guide to American Aircraft of World War II. London: Chartwell Books, 1994. ISBN 0-7858-0147-2.
• Ravenstein, Charles A.Air Force Combat Wings Lineage and Honors Histories 1947-1977. Washington, DC: Office of Air Force History, 1984. ISBN 0-912799-12-9.
• Tanner, Kevin S. "The Inglewood Ghost". Air Classics, Volume 44, number 7, July 2008.
• Thompson, Warren. "F-82: Killers over Korea." AirEnthusiast Six, March-June 1978. Bromley, Kent, UK: Pilot Press Ltd., 1978.

External links

• F-82 Twin Mustang
• North American F-82 Twin Mustang