Franklin Mint
World War Two Bombers And Fighters Scale Models From The Franklin Mint
Franklin Mint
Forzieri.com / Firenze Seta srl
B-26 Marauder ‘Flak Bait’ Model World War Two Aircraft From Franklin Mint
Martin B-26 Marauder "Flak Bait" Scale Model Aircraft
Part Number: B11E053
Availability: Available Now
Approximately 14 1/8" (35.9 cm) in length. Wingspan approximately 17 3/4" (45.1 cm). Scale 1:48.

Martin B-26 Marauder "Flak Bait" Scale Model Aircraft - Description
It was the most strikingly decorated Marauder to see action in any theater.
Part of the Ninth Air Force, and flown by a pilot known today only as Schaeffer, this Marauder was well known within the 599th Bomb Squadron even though the nickname never appeared on the plane.
The B-26 was one of the first American flown combat aircraft to see action in Europe.
From the spring of 1943 to June of the following year, Marauders heroically shouldered the burden of the medium bomber, significantly contributing to the success of the D-Day invasion.
Colorful graphics and authentic markings set this die-cast model apart from the ordinary.
Hand-painted and hand-assembled for exacting authenticity.

B-26 Marauder was a twin-engine medium bomber of the Second World War, built by the Glenn L. Martin Company. Peyton M. Magruder led the design team for this aircraft after Martin won a 1939 United States War Department bid.
5,288 were produced between February 1941 and March 1945; 522 of these were flown by the Royal Air Force and the South African Air Force.
The first bomber in the Pacific theater and Aleutian Islands in 1942, it was also used in the European Theater of Operations and in the North African Campaign. The plane distinguished itself as "the chief bombardment weapon on the Western Front" according to an Army Air Forces dispatch from 1946, and also because the B-26B maintained the lowest loss record of any combat aircraft during World War II. Its loss record stands in sharp contrast to its unofficial nickname "The Widowmaker" – earned due to its high rate of accidental crash during takeoff for the B-26A variation.
In 1939, the United States Army Air Corps issued a specification for a twin-engined medium bomber, Circular Proposal 39-640. Six months later, Glenn L. Martin Company presented a design to the Air Corps. This design, Martin Model 179, was accepted for production before a prototype even flew, due to the desperate need for medium bombers following the intensification of the war in Europe.
Once the first aircraft came off the production line in November 1940, Martin conducted tests, the results of which were promising. Soon after, it was turned over to the Army Air Corps to be service tested. It went from paper concept to working plane in less than two years.
While the B-26 was a fast plane with better performance than the contemporary B-25 Mitchell, its relatively small wing area and resulting high wing loading (the highest of any aircraft used at that time) led to tricky high-speed landings (approach at 140 mph (225 km/h) and stall at 130 mph (210 km/h) indicated airspeed). The R-2800 engines were reliable but the electric pitch change mechanism in the propellers required impeccable maintenance and was prone to failure. Failure of the mechanism placed the propeller blades in flat pitch with instant total loss of power. Due to the rotund fuselage, the B-26 engines were placed far outboard and loss of power on one side resulted in a violent snap roll flipping the aircraft on its back. This led to a high number of accidents during takeoff, thus earning B-26 the nickname "Widowmaker" by its pilots (other colorful nicknames included "Martin Murderer," "The Flying Coffin," "B-Dash-Crash," "The Flying Prostitute," (because it had no visible means of support, referring to the small wings) and "The Baltimore Whore" (because the Martin Company was located there) (Higham 1975).
The toll eventually led to a halt in production. During this time a commission of inquiry (led by then-Senator Harry Truman) was appointed to look into the problem. When Truman and the other commission members arrived at the Avon Park Bombing Range, they were greeted by the still-burning wreckage of two crashed Marauders. Indeed, the regularity of crashes by pilots training at MacDill Field — up to fifteen in one thirty day period — led to the only mildly exaggerated catchphrase, "One a day in Tampa Bay."
The resulting aircraft (designated B-26B) had a 6 ft (1.8 m) increase in wingspan, and other changes, some of which reduced the aircraft's speed. The safety of the B-26B was an immense improvement: it had the lowest attrition rate of any aircraft used during the war. Nevertheless, it remained a challenging plane to fly and continued to be unpopular with potential crews throughout its life.
Like the B-25, the B-26 had been designed for medium-altitude bombing, but the war brought medium bombers down to treetop level, and later versions of the B-26 were equipped with a side-mounted battery of forward-firing machine guns for strafing ground targets. The low-level bombing of Utah Beach by the Marauders during the Normandy Invasion contributed to the low casualties among the American assault force.
The B-26 was phased out of Army Air Force service before the end of the war. Their last mission was flown in May 1945.
According to an article in the April edition of AOPA Pilot on Kermit Weeks's "Fantasy of Flight", the Marauder had a tendency to "hunt" in yaw. This instability is similar to "Dutch roll". This would make for a very uncomfortable ride, especially for the tail gunner
Flak Bait
The NASM B-26B-25-MA nicknamed Flak Bait (AAF serial number 41-31173) survived 207 operational missions over Europe, more than any other American aircraft during World War II (A de Havilland Mosquito B. Mk. IX bomber completed 213 missions but this aircraft was destroyed in a crash at Calgary Airport in Canada, two days after V-E Day, see NASM D. H. 98 Mosquito). Workers at the Baltimore factory completed Flak Bait in April 1943 and a crew flew it to England. The AAF assigned it to the 449th Bombardment Squadron, 322nd Bombardment Group (nicknamed the 'Annihilators'), and gave the bomber the fuselage identification codes "PN-O." Lt. James J. Farrell of Greenwich, Connecticut, flew more missions in Flak Bait than any other pilot. He named the bomber after Flea Bait, his brother's nickname for the family dog.
This Marauder earned its nickname after just a few missions. Other bombers returned unscathed but Flak Bait invariably returned full of holes. "It was hit plenty of times, hit all the time," recalls Farrell. "I guess it was hit more than any other plane in the group.
Flak Bait completed 100 missions by June 1, 1944, making it the third Marauder based in Britain to hit the century-mission mark. The bomber soaked up 700 metal splinters on mission 180 in March 1945. On September 10, 1943, during a mission to Amiens, France, a Messerschmitt Bf 109 approached unseen with the sun at its back. The German pilot attacked Flak Bait and a 20-mm cannon shell penetrated the Plexiglas nose, wounding the bombardier, and exploded against the back of the instrument panel. Despite having his instruments knocked out, and a metal fragment lodged in his leg, Farrell brought Flak Bait back to England. "It was the best landing I ever saw the boss make," commented Sgt. Don Tyler, tail gunner. During other missions, Flak Bait gunners downed at least three German aircraft but only one was officially credited to the bomber.
The first crew returned to the United States in July 1944, and the airplane was assigned to Lt. Graydon K. Eubank of San Antonio, Texas. Soon afterward, the bomber was reassigned to Lt. Henry "Hank" Bozarth of Shreveport, Louisiana. "Everybody was afraid of the damn thing," remembers McDonald Darnell, Jr., Bozarth's radio operator, "but she always got back for us. We always had faith in her."
Flak Bait's hour of glory came on April 17, 1945, when it completed its 200th mission, leading the entire 322nd BG to Magdeburg and back. In its career, this bomber flew from four airfields-two of them on the continent after D-Day-and logged 725 hours of combat time. It returned twice on one engine and once with an engine on fire, suffered complete electrical failure twice and lost the hydraulic system on one mission. The bomber also bombed coastal targets, flew two missions on D-Day and twenty-one missions against V-1 flying bomb launch sites in the Pas de Calais area of France, and attacked targets in Holland, Belgium. The 322nd was the first American bombardment group in the European Theater to bomb in force at night. Flak Bait flew three night bombing missions and a black bomb symbol painted on the left fuselage below the cockpit represents one of these night missions.