Power for the F-82B was served through 2 x Packard V-1650 inline piston engines developing 1,380 horsepower. Maximum speed was 482 miles per hour with a listed cruise speed of 280 miles per hour. Range was 2,200 miles giving the crew good reach while operating ceilings maxed at 39,000 feet. Dimensionally, the F-82B featured a running length of 38 feet, a wingspan of 51 feet, 3 inches and a height of 13 feet, 8 inches. Maximum take-off weight was 24,800lbs.
The original XP-82 prototype was trialed for the first time on April 15th, 1945 with V1650-11/12 engines of 1,380 horsepower (though rotating in the same direction) and it failed to go airborne. After some of her weight was reduced, the aircraft went airborne for the first time on June 16th. The Mustang evolution proved sound with much of her handling retained. A second, still incomplete, XP-82 achieved flight on August 30th (only the original XP-82 was ever officially completed). The USAAF liked what it had and pushed the program further, resulting in the "XP-82A", a third prototype (s/n 44-83888) now fitted with Allison V-1710-119 engines of 1,500 horsepower in the case that the British pulled Packard production rights of their Merlin. A second XP-82A followed (s/n 83889) and both A-models fitted the 119-series engines.
The war in Europe came to a close in May of 1945 and Japan followed in August. Its conclusion brought many ongoing military programs to a slow crawl while many others were cancelled outright as the post-war drawdown began. The Twin Mustang endeavor fell under threat for the original 500-strong order of F-82Bs was drastically reduced to 20 airframes. As a historical aside, the F-82 went on to become the last prop-driven fighter to be procured in number by the United States Air Force (USAF) as the jet age loomed (the USAAF officially became the USAF in 1947).
At this time, the Northrop P-61 Black Widow night fighter was nearing retirement and this proved a saving grace for the Twin Mustang's continued development. A pair of P-82Bs were selected for conversion to the night fighter role and these became the "P-82C" and "P-82D". The primary difference between these mounts lay in the choice of radar systems installed: the C-model was handed the SCR720 series radar system while the D-model was given the APS-4 series system (pods fitted under the center wing section). Both airframes were appropriately coated in black.
Work on other P-82s continued: the P-82E became an all-weather day fighter which 100 were produced. The P-82F became a dedicated night fighter outfitted with APS-4 radar, production also numbering 100 units. The P-82Gappeared in 50 examples and was equipped with SCR720 radar. This became the final Twin Mustang production form. All aircraft were manufactured at the North American Inglewood plant of California, the final unit coming off the lines in March 1949. In all, 273 P-82s/F-82s were produced
The Korean War
Air Defense Command adopted the F-82G radar-equipped night fighter (all "P" fighters were redesignated to "F") and, by the time of the Korean War (1950-1953), those based in the Far East became some of the some of the first American fighter groups to respond to the North Korean invasion of the South. P-82Gs claimed the first three North Korean air kills of the war on June 27th, 1950.
During the conflict, the F-82 used its formidable machine gun firepower to strafe unfortunate North Korean troops and convoys while rockets handled devastating attacks on key positions and infrastructure. Her bomb load was brought to bear against more precise targets, adding another tool in the arsenal of the impressive machine. The end of the F-82 over Korea was signaled by the arrival of the new generation of fighter jets who could equally excel in the ground attack role. As more and more jets entered the American inventory, F-82 use dwindled and further restricted by a general lack of replacement parts. After the Korean War, surplus P-82G models were handed to Alaskan Air Command for defense of the North against possible Soviet invasion or patrol incursion. These mounts were appropriately modified for cold weather service.
The Hawaii-to-New-York Record-Setter: "Betty-Jo"
One F-82B holds the distinction of the longest non-stop flight of a piston-engined/prop-driven military fighter aircraft covering 5,051 miles over 14 hours, 33 minutes when "Betty-Jo" (s/n 44-65168) flew from Hickam Field, Hawaii to New York during the span of February 27th-28th, 1947. The aircraft was outfitted with four oversized, jettisonable 310 gallon fuel tanks and averaged a speed of 334 miles per hour. Her flight dynamics were somewhat hampered when three of her fuel tanks refused to release. "Betty-Jo" - named after pilot Lt Colonel Robert Thacker's wife - now resides as a museum showpiece at the National Museum of the US Air Force in Dayton, Ohio. Thacker was aided by copilot Lt John Ard during the record-setting flight.
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