Earl, for what it's worth, I understood your above comments about flying the B-26C Douglas Invader and am surprised that others have such a tough time of comprehension. I also suspect that your comments about the Martin Marauder were based on what pilots experienced, not the accumulated combat record.
I for one would be glad to read any anecdotes about the Douglas B-26 that you'd care to share.
Best.
Of course, in talking to some of the "ole" guys, when I was in, as you pointed out in your post, the landing speeds and VMC, with one engine out was very high. But, when Harry Truman, then a Senator I think, threaten to pull the Martin contract, they redesigned the wing and came up with a pretty good overall wing performance for the ole bird. If I remember correctly, the VMC, with one engine inop on the Douglas B-26C, with the dash 67 engine was 124 at sea level and of course, higher for non-standard temp and altitude. Good handling thoughout the slow speed realms with one engine inop, (we used 12" MP to simulate engine out), and you still had a little rudder left at minimum speed. In climbing 60 degree banked turns with military power, departure stall recovering procedures, turns to right were no problem because of torque and "P" factor of the high side engine, (left), but you had to be very careful in turns to the left. I never snap rolled one, but I talked to guys who did, (not on purpose), and they said about 1 and 1/2 turns before full recovery. Minimum altitude AGL for stall training and procedures was 8,000 feet. It had a large rudder and was very effective, just like the 29 and the trick was, as soon as elevator started shaking, start recovery procedures, which consisted of lowering nose and leveling wing and flying out of the approach to the stall. Power off, or approach to landing stalls were a snap as it was very stable and just a little back pressure release on the elevator and the ole bird would start flying again. It had no tendicey to break one way or the other during normal approach to landing stalls.
Of course you all ways had that instructor, who after you have set up a good approach and almost at point of touch down, would announce "go around", then things sometimes would get exciting real quick! Full Power, gear up flaps to 30%, level flight to gain flying speed to VMC speed, then they would reduce one engine or other to 12" MP and you would have to do a go a round for a single engine approach. As long as you stayed focused, really was no problem, but if you came back with dry hands, you were really a "cool" cat.
