UNITED STATES MILITARY AIRCRAFT by Jos Heyman

Navy

D Last update: 1 May 2015

D = Douglas (1922 - 1962)

AD Douglas Skyraider Specifications: span: 50', 15.24 m length: 38'2", 11.63 m engines: 1 Wright R-3350-24W max. speed: 321 mph, 516 km/h

(Source: US Navy)

The Douglas Skyraider attack aircraft, of which 3155 were built until production terminated on 18 February 1957, was originally designated as BT2D. In 1942 the XBT2D-1 was redesignated as XAD-1. Also redesignated on the same day were the BT2D-1 to AD-1, XBT2D-1N to XAD-1N, XBT2D-1P to XAD-1P, XBT2D-1Q to XAD-1Q, BT2D-1Q to AD-1Q, XBT2D-1W to XAD-1W and BT2D-2 to XAD-2, but it is believed that all these aircraft were delivered after the date of redesignation. The AD-1 was the first production version of which 242 were ordered on 18 April 1945 with serials 09110/09351. Production of batches with serials 09387/09392 and 21742/22006 was cancelled. The XAD-1Ns were assigned serials 09098/09099, whilst the XAD-1P had serial 09096, the XAD-1Q 09109 and the XAD-1W 09107. The AD-1Q was ordered on 18 April 1945 and 35 were built with serials 09352/09386. One of these aircraft (09370) was later converted for anti-submarine duties without an apparent change in designation. The XAD-2 had a R-3350-26W engine and was a converted AD-1 with serial 09195. There is also a reference to serial 09108, a BT2D-2, whilst AD-1 09257 was also converted to AD-2. The production version was AD-2 and 156 were built with serials 122210/122365. Two of these aircraft were converted as drone directors to sample fall out during nuclear tests. They had the AD-2D designation. The AD-2Q designation was assigned to an ECM version of the AD-2 and 22 were built with serials 122366/122387. Of these one aircraft (122373) was converted as AD-2QU for target towing duties. Originally the AD-3 designation was used for what became the A2D. Later the designation was assigned to an improved AD-2 and 124 aircraft were built with serials 122729/122852. In addition AD-2 122226 was converted as an AD-3 prototype. The AD-3N was a night attack version of which 15 were built with serials 122908/122922 whilst an ECM version was known as AD-3Q and 23 were built with serials 122854/122876. The final version was the AD-3W early warning version of which 31 were built with serials 122877/122907. Two AD-3Ws with serials 122906/122907 were converted as AD-3E aircraft for electronic search duties, whilst a target towing version, known as AD-3QU was a conversion of the AD-3Q. Two AD-3Ns with serials 122910/122911 were converted as AD-3S anti-submarine aircraft. The AD-4 was a further improved version of which 344 were built with serials 122853, 123771/124006, 127844/127853, 127861/127865, 127873/127879, 128917/128936, 128944/128970 and 128979/129016. A batch with serials 124007/124036 was cancelled. The AD-4B version was fitted with two wing cannons and 194 were built with serials 127854/127860, 127866/127872, 128937/128943, 128971/128978 and 132227/132391. Some of these were originally ordered as AD-4. A batch with serials 134005/134018 was cancelled. Several AD-4s, including 123935, 123952/124005 and 127845/127852 were converted as AD-4L for cold weather operations. The AD-4N was a night attack version of which 227 were built with serials 124128/124156, 124725/124760, 125707/125764, 126876/127018 and 127880/127920. 123 AD-4Ns were converted for day attack duties as AD-4NA. The serials were 125742/125764, 126876/126884, 126887/126894, 126896/126901, 126903/126925, 126927/126935, 126938, 126940/126942, 126945, 126947/126970, 126973, 126975, 126976, 126978/126981, 126983/127017, 127880/127882, 127884/127890, 127892/127901, 127903/127906, 127908, 127910, 127911, 127914/127916 and 127918/127920. Those AD-4NAs remaining in service on 18 September 1962 were redesignated as A-1D. 37 AD-4Ns were converted as winterised AD-4NLs. They had serials 124153 and 124725/124760. The ECM version was designated as AD-4Q and 39 were built with serials 124037/124075 whilst aircraft 132545, 132555, 132581, 132613, 132790, 135018, 135018, 135034, 135049 and 135140 were converted from AD-4Ns. An early warning version was designated AD-4W and 168 were built with serials 124076/124127, 124761/124777, 125765/125782, 126836/126875 and 127921/127961.

The prototype for the next version was the XAD-5 which was converted from AD-4 124006. The AD-5 version had a length of 40'2", 12.24 m as well as a wider fuselage with conversion kits for 12 bench seats, VIP transport, ambulance and cargo configurations. The first flight took place on 17 August 1951 and aircraft were built with serials 132478, 132637/132686 and 133854/133929. Production of batches with serials 132687/132728, 133930/134004 and 134076/134233 was cancelled. On 18 September 1962 those aircraft remaining in service were redesignated as A-1E. The AD-5N was a night fighter version of which 239 were built with serials 132477, 132480/132636, 134974/135054, whilst a batch with serials 135055/135138 was cancelled. Those aircraft remaining in service on 18 September 1962 were redesignated as A-1G. 54 AD-5Ns were converted as AD-5Q for ECM duties. Serials included 132581, 132613, 134983/134984, 135010,135033, 135054 and others. Remaining aircraft were redesignated as EA-1F on 18 September 1962. Only one aircraft of the anti-submarine version was built. Carrying serial 132479 it was designated as AD-5S but was later converted as AD-5N. A number of AD-5s were converted as AD-5R transports and AD-5U target towing versions (including 133907). Of the latter those remaining in service were redesignated as UA-1E on 18 September 1962. The early warning version of the AD-5 was designated as AD-5W and 156 were built with serials 132729/132792, 133757/133776, 135139/135222 and 139556/139605 whilst batches with serials 132731/132792 and 138535/138568 were cancelled. Remaining aircraft were redesignated as EA-1E on 18 September 1962. The AD-6 version incorporated improvements over the AD-5 and 713 were built with serials 134466/134637, 135223/135406, 137492/137632 and 139606/139821. The designation A-1H was applied to those aircraft remaining in service on 18 September 1962. The final version, the AD-7 which was redesignated as A-1J on 18 September 1962, had a span of 50'9", 15.47 m, a length of 38'10", 11.84 m and a R-3350-26WB engine. 72 were built with serials 142010/142081 whilst 142546/142629 and 143050/143133 were cancelled. Refer also to A-1, BT2D

A2D Douglas Skyshark Specifications: span: 50', 15.24 m length: 40', 12.19 m engines: 1 Allison XT40-A-2 max. speed: 500 mph, 805 km/h

(Source: US Navy)

The A2D evolved from the BT3D studies and two examples of the XA2D-1, which were temporarily designated as AD-3, were ordered on 25 September 1947 with serials 122988/122989. The first flight took place on 26 May 1950. The engine consisted of two coupled XT38 engines which drove a common gear box. The second aircraft was later re-engined with a XT40-A-6 engine. Production of 349 A2D-1 production aircraft was ordered but eventually only 6 with serials 125479/125484 were built. The remainder, with serials 125485/125488, 127962/128042, 132793/133042 and 134438/134445, were cancelled, although 125485/125488 were completed. The cancellation of the programme was due to the difficulties encountered with the coupled engines as well as the advent of the A4D jet aircraft.

A3D Douglas Skywarrior Specifications: span: 73', 22.25 m length: 74'6", 22.71 m engines: 2 Pratt & Whitney J57-P-6 max. speed: 605 mph, 973 km/h

(Source: US Navy)

Designed as a carrier based bomber, two prototypes, with the designation XA3D-1, were ordered on 31 March 1949 with serials 125412/125413. They were fitted with Westinghouse XJ40-WE-3 engines and the first flight took place on 18 October 1952. Twelve YA3D-1 pre-production aircraft were ordered with serials 130352/130363 and the first aircraft flew on 16 September 1953. The initial production version was the A3D-1 and 38 were built with serials 135407/135444. A single YA3D-1 was converted as the YA3D-1P prototype of the reconnaissance version. This was aircraft 130358. Another YA3D-1 (130356) was converted as the YA3D-1Q ECM prototype, whilst another four YA3D-1s were converted to the A3D-1Q version. The latter had serials 130360/130363. At a later date a number of A3D-1s were fitted with dual control and were redesignated as A3D-1T. The A3D-2 version had a span of 76'2", 23.22 m, length of 76'4", 23.27 m and was fitted with J57-P-10 engines. 164 were built of this version with serials 138902/138976, 142236/142255, 142400/142407, 142630/142665, 144626/144629 and 147648/147668. The YA3D-2P was the prototype for the A3D-2P reconnaissance version and flew for the first time on 22 July 1958. It had serial 142256. In production 29 A3D-2Ps were built with serials 142666/142669, 144825/144847 and 146446/146447. The ECM version was designated A3D-2Q and 25 aircraft were built with serials 142257, 142670/142673, 144848/144855 and 146448/146459. The first flight took place on 10 December 1958 and one aircraft with serial 142258 was cancelled. The designation A3D-2T was applied to a training version for six radar or navigation students. The first of the 12 aircraft flew on 29 August 1959 and the serials were 144856/144867. Two aircraft were converted as staff transports with the designation A3D-2Z. They included serial 142672. On 18 September 1962 aircraft remaining in service were redesignated as follows: US Navy Tri-service YA3D-1 YA-3A A3D-1 A-3A YA3D-1P YRA-3A YA3D-1Q YEA-3A A3D-1Q EA-3A A3D-1T TA-3A A3D-2 A-3B YA3D-2P YRA-3B A3D-2P RA-3B A3D-2Q EA-3B A3D-2T TA-3B A3D-2Z VA-3B Refer also to A-3, B-66

A4D Douglas Skyhawk Specifications: span: 27', 8.23 m length: 35', 10.67 m engines: 1 Wright J65-W-4 max. speed: 676 mph, 1088 km/h

(Source: Ron Dupas, via 1000aircraftphotos.com photo #3174)

The Skyhawk was a single seat jet attack aircraft of which a total of 2960 were built. Two prototypes were ordered as XA4D-1 on 21 June 1952 and with serials 137812/137813. The first flight took place on 22 June 1954. In some reference sources the second aircraft is included in the batch of 18 YA4D-1 pre-production aircraft with serials 137814/137831. The first flight was on 14 August 1954 and these aircraft, like the XA4D-1, were fitted with a J65-W-2 engine. The first production version was the A4D-1 of which 146 were ordered with serials 139919/139970 and 142142/142235. Sometimes the YA4D-1 batch of aircraft is included in this designation. The A4D-2 version flew for the first time on 26 March 1956 and 542 were built with serials 142082/142141, 142416/142423, 142674/142953 and 144868/145061. The span was increased to 27'6", 8.38 m and the length to 39'5", 12.01 m. The YA4D-2 designation was applied to a single A4D-2 with serial 145067 used for testing purposes. The A4D-2N was a night version of which 638 were built with serials 145062/145146, 147669/147849, 148304/148317, 148435/148612, 149487/149646 and 150581/150600. Production of a batch with serials 146460/146693 was cancelled. The first flight was on 21 August 1959. One aircraft (145667) was used for development testing as YA4D-2N. Two A4D-2Ns, including 148483, were fitted with dual wheel main gear for US Army tests. The designations A4D-3 and A4D-4 were reserved for variants with different engines. The A4D-3 was a 1957 proposal for an all-weather attack version with a Pratt & Whitney J52-P-2 engine whilst the A4D-4 (Douglas 741) was fitted with a swept wing, rather than a delta wing. Both versions, including A4D-3s with serials 145147/145156, were cancelled. The Pratt & Whitney J52-P-6A engine was installed in the A4D-5 design. Two prototypes were ordered as YA4D-5 and with serials 148613/148614. The first flight was on 21 July 1961 and the length was increased to 42'11", 13.08 m. The production A4D-5 version was ordered with serials 149647/149666, 149959/150138 and 151022/151201, with a further 118 aircraft ordered after the redesignation to A-4B with serials 151984/152101. A batch with serials 151202/151261 was cancelled. One A4D-2N with serial 147787 was also converted to A4D-5 standards. On 18 September 1962 aircraft remaining in service were redesignated as follows: US Navy Tri-service YA4D-1 YA-4A A4D-1 A-4A YA4D-2 YA-4B A4D-2 A-4B YA4D-2N YA-4C A4D-2N A-4C YA4D-5 YA-4E A4D-5 A-4E The designation A4D-6 was applied to a proposed version with a Pratt & Whitney TF30 engine. The version, which was designed in competition with the Vought A-7, was not built. Refer also to A-4

BD Douglas Havoc Specifications: span: 61'4", 18.69 m length: 47'7", 14.50 m engines: 2 Wright R-2600-11 max. speed: 350 mph, 363 km/h

(Source: National Archives)

A single USAAF XF-3, with serial 39-471, was transferred to the USMC as BD-1 and with serial 4251, followed later by eight A-20Bs to the US Navy as BD-2, with serials 7035/7042. The latter were originally 41-2771/2778. All these aircraft were used for utility and target towing duties. Refer also to A-20, F-70, O-53, R-3

BTD Douglas Destroyer Specifications: span: 45', 13.72 m length: 38'7", 11.76 m engines: 1 Wright R-3350-14 max. speed: 344 mph, 553 km/h

(Source: US Navy)

The prototypes of this carrier based attack aircraft were originally designated as XSB2D-1 and were redesignated as XBTB-1 after the first flight on 8 April 1943. The serials were 03551/03552. 28 production BTD-1s were ordered although the initial 13 were ordered as SB2D-1. The first flight took place on 5 March 1944 and serials were 04959/04971 and 09048/09062. Production of 330 aircraft with serials 09063/09384 was cancelled. Two BTD-1s were converted as XBTD-2 to test the engine configuration of the proposed BT2D with an additional Westinghouse WE19 engine. The first flight was in May 1945 and the conversion involved aircraft 04962 and 04964. Refer also to SB2D

BT2D Douglas Skyraider Specifications: span: 50', 15.24 m length: 38'2", 11.63 m engines: 1 Wright R-3350-24W max. speed: 321 mph, 516 km/h

(Source: NASA)

Originally intended to be fitted with an auxiliary Westinghouse WE-19 jet engine, the XBT2D-1 aircraft were fitted with a R-3350-8 engine. The first flight took place on 18 March 1945, after the order had been placed on 6 July 1944. In 1946 the aircraft were redesignated as XAD-1. The serials were 09085/09109 of which some were converted before completion. These included two XBT2D-1Ns with serials 09098/09099. They were redesignated as XAD-1N. Also included were the single XBT2D-1P (09096), XBT2D-1Q (09109) and XBT2D-1W (09107) which were respectively redesignated as XAD-1P, XAD-1Q and XAD-1W. Production versions BT2D-1 and BT2D-1Q became AD-1 and AD-1Q whilst a single XBT2D-2 (09108) fitted with a R-3350-26W engine, became the XAD-2. Refer also to A-1, AD

BT3D Douglas D557 Specifications: span: 46’6”, 14.17 m length: 42’, 12.80 m engines: 2 General Electric TG100 max. speed: 405 mph, 652 km/h

(Source: Douglas?)

The XBT3D-1 was cancelled in 1945 because of engine problems. The TG100s were considered in a wing mounted as well as a nose mounted configuration, whilst the Westinghouse 25D was also considered. The programme was cancelled but much of the design work flowed into the A2D design.

FD Douglas Specifications: span: 31'6", 9.60 m length: 25'4", 7.72 m engines: 1 Pratt & Whitney R-1535-64 max. speed: 208 mph, 335 km/h

(Source: Nico Braas, via 1000aircraftphotos.com photo #9318)

This tandem seat biplane was based on the BuAer design 113. One aircraft was ordered as XFD-1 and with serial 9223. It flew for the first time in January 1933 but failed to meet requirements.

F2D The F2D designation was not assigned in the Douglas series because of the McDonnell F2D Banshee.

F3D Douglas Skynight Specifications: span: 50', 15.24 m length: 45'6", 13.87 m engines: 2 Westinghouse J34-WE-24 max. speed: 600 mph, 965 km/h

(Source: John Voss, via 1000aircraftphotos.com photo #7109/

A side-by-side two seat night fighter, two prototypes were ordered on 3 April 1946 with the designation XF3D-1 and serials 121457/121459. The first flight was on 23 March 1948 and these aircraft had the J34-WE-32 engine. The production version, F3D-1, was originally to be fitted with Westinghouse J46 engines. 28 were built with serials 123741/123768 and the first flight was on 13 February 1950. Two additional aircraft with serials 123769/123770 were cancelled. Twelve F3D-1s were converted as missile carriers with the designation F3D-1M. They were aircraft 123741, 123743, 123746/123751, 123754, 123756, 123758 and 123760. The F3D-2 version, originally to be fitted with the Westinghouse J46-WE-3 engine, was fitted with the J34-WE-36. The first flight was on 14 February 1951 and 237 were built with serials 124595/124664, 125783/125882 and 127019/127085. A batch with serials 130426/130462 was cancelled. A single F3D-2 with serials 124598, was converted as a F3D-2B close support fighter in 1952, whilst 16 F3D-2s were converted with four Sparrow missiles as F3D-2M. Serials included 125872. The F3D-2Q designation was given to 35 F3D-2s converted for ECM duties. The serials included 124596, 124602, 124606, 124619, 124620, 124624, 124632, 124633, 124645, 124647, 124661, 124663, 125786, 125806, 125807, 125810, 125818, 125828, 125846, 125849, 125850, 125869, 127047, 127051, 127057 and 127060. The designation F3D-2T was used for a number of aircraft converted for radar training and these included serials 124595, 124597, 124605, 124607, 124609, 124611, 124613, 124616, 124617, 124622, 124629, 124630, 124635, 124638, 124639, 124651, 124652, 124658, 124659 and 127084. A number of these were later upgraded to F3D-2T2 including 124597, 124616, 124629, 125812 and 125824. On 18 September 1962 those aircraft remaining in service were redesignated as follows: US Navy Tri-service F3D-1 F-10A F3D-1M MF-10A F3D-2 F-10B F3D-2M MF-10B F3D-2Q EF-10B F3D-2T2 TF-10B The designation F3D-3 was applied to a projected version with swept wings and Westinghouse J46-WE-3 engines. 287 were ordered with serials 125883/125892 and 130463/130739 but development was cancelled in February 1952. Refer also to F-10

F4D Douglas Skyray Specifications: span: 33'6", 10.21 m length: 45'8", 13.92 m engines: 1 Pratt & Whitney J57-P-8 max. speed: 749 mph, 1205 km/h

(Source: NASA)

The Skyray was a delta winged fighter of which 419 were built. Two XF4D-1 prototypes were ordered on 16 December 1948 with serials 124586/124587. They were fitted with an Allison J35-A-17 engine and had a max. speed of 695 mph, 1118 km/h. The first flight was made on 23 January 1951. Later a Westinghouse XJ40-WE-6 was fitted and yet later a XJ40-WE-8. The production version was designated as F4D-1 and flew for the first time on 5 June 1954. Early examples of the 420 aircraft built were fitted with J57-P-2 engines. Serials were 130740/130751, 134744/134973 and 139030/139207. A batch with serials 136163/136292 was cancelled. On 18 September 1962 those remaining in service were redesignated as F-6A. A number of aircraft were used for development tests as YF4D-1. They were redesignated as YF-6A. The F4D-2 version was to have a length of 53'10, 16.41 m and fitted with a J57-P-14 engine. 100 aircraft were ordered in October 1953 with serials 136293/136392 but were later cancelled. The F4D-2N version was to have an extended nose and two aircraft were ordered with serials 139208/139209. They were eventually delivered as XF5D-1. Refer also to F5D, F-6

F5D Douglas Skylancer Specifications: span: 33'6", 10.21 m length: 53'10", 16.41 m engines: 1 Pratt & Whitney J57-P-8 max. speed: 1098 mph, 1767 km/h

(Source: William T. Larkins)

Originally ordered as F4D-2N in October 1953, with a further order as XF5D-1, the first aircraft flew on 21 April 1956. The serials were 139208/139209 and 142349/142350. Production as F5D-1 with a J57-P-14 or a General Electric J-79 engine was ordered with serials 142351/142357, 143393/143400 and 145159/145201 but eventually all aircraft were cancelled. The XF5D-1s were later transferred to NACA where they were used for air flow research. Refer also to F4D

F6D Douglas D9766 Missileer Specifications: span: 70', 21.34 m length: 53', 16.15 m engines: 2 Pratt & Whitney TF30-P-2 max. speed: 543 mph, 874 km/h

(Source: Douglas?)

The Missileer project for a two seat aircraft that could launch missiles, began in July 1960 as XF6D-1 but was cancelled in 1961 before any aircraft had been ordered.

JD Douglas Invader Specifications: span: 70', 21.34 m length: 51'3", 15.62 m engines: 2 Pratt & Whitney R-2800-71 max. speed: 330 mph, 531 km/h

(Source: John Voss, via 1000aircraftphotos.com photo #7110)

A single A-26B (44-34217) and A-26C (44-35647) were transferred to the US Navy as XJD-1 with serials 57990/57991. They were later redesignated as JD-1, which designation also applied to 98 further A-26Cs and, after 1948, 52 B-26Cs. Serials were 77139/77224, 80621/80622, 89072/89081 and 140326/140377. On 18 September 1962 those remaining in service were redesignated as UB-26J. A number of JD-1s were converted as JD-1D drone directors and the conversion included 57990, 77183 and 89075. Those remaining in service on 18 September 1962 were redesignated as DB-26J. Refer also to A-26, TB3D

OD Douglas Specifications: span: 39'8", 12.09 m length: 29'6", 8.99 m engines: 1 Liberty V-1650-1 max. speed: 126 mph, 203 km/h

(Source: USMC, via Aerofiles.com)

In 1929 the USMC ordered two aircraft similar to the O-2C for evaluation as OD-1 and with serials A-7203/7204. They were later used for utility duties. Refer also to A-2, BT-1, BT-2, O-2, O-7, O-8, O-9, O-14, O-22, O-25, O-29, O-32, O-34, O-38

O2D Douglas Specifications: span: 36', 10.97 m length: 32', 9.75 m engines: 1 Pratt & Whitney R-1340-12 max. speed: 162 mph, 261 km/h

(Source: Dan Shumaker, via 1000aircraftphotos.com photo #9138)

A single XO2D-1 was ordered in June 1933 with serial 9412 for comparison trials with the XO3C-1 and the XO5U-1. The aircraft was delivered on 23 April 1934 but was damaged 10 days later.

PD Douglas Specifications: span: 72'10". 22.20 m length: 49'2", 14.99 m engines: 2 Wright R-1750-A max. speed: 114 mph, 183 km/h

(Source: US Navy)

The PD-1 flying boat was based on the PN-12 but had fabric covered wings. 25 were ordered on 29 December 1927 with serials A-7979/8003 and the first flight was made in May 1929. The aircraft were later re-engined with R-1820-64 engines and remained in use until 1936. Refer also to PH, PK, PM, PN

P2D Douglas Specifications: span: 57', 17.37 m length: 43'11", 13.39 m engines: 2 Wright R-1820-E max. speed: 136 mph, 219 km/h

(Source: Dan Shumaker, via 1000aircraftphotos.com photo #7553)

The P2D-1 flying boat was originally ordered as T2D-2 in June 1930. 18 aircraft were built with serials A-8644/8661 and they were used from shore bases. In 1954 the P2D designation was linked to the A3D Skywarrior. Refer also to T2D, TN

P3D Douglas Specifications: span: 95', 28.96 m length: 69'11", 21.31 m engines: 2 Pratt & Whitney R-1830-58 max. speed: 165 mph, 266 km/h

(Source: Dan Shumaker, via 1000aircraftphotos.com photo #7554)

The XP3D-1 was a twin engined bomber monoplane based on the YAO-5. One aircraft was ordered on 11 February 1934 with serial 9613 and flew for the first time on 6 February 1935. It was later rebuilt with a raised wing with a span of 69'7", 21.21 m, and R-1830-64 engines and delivered on 15 May 1936 as XP3D-2. Refer also to OA-5, B-11 and O-44

RD Douglas Dolphin Specifications: span: 60'3", 18.36 m length: 43'3", 13.18 m engines: 2 Pratt & Whitney R-975-E max. speed: 138 mph, 222 km/h

(Source: USCG)

The designation RD was unofficially used for the only Douglas Sinbad non-amphibious aircraft that was purchased by the US Coast Guard in March 1031. It did not receive a USCG serial and kept, instead, its civilian registration NX245Y although the radio call sign 24G was also used. A single example of the twin engine amphibian was ordered in 1931 for evaluation as XRD-1. Carrying serial A8876 it has been alleged to have been a Presidential aircraft but there is no evidence that it was ever used as such. The Coast Guard procured two aircraft as RD-1 with serials 27/28 and later V106 and V109. The RD-2 version was fitted with Pratt & Whitney R-1340-10 engines.The US Navy ordered three with serials 9347/9349 and these were later transferred to the USMC. The USCG ordered as single example with serial 29, later V111. Six examples of the RD-3 version, with R-1340-4 engines and a length of 45'3", 13.79 m, were ordered in 1934 by the US Navy and USMC with serials 9528/9533. Finally the USCG ordered ten similar RD-4s with serials 130/139, later V125/134. They were fitted with R-1340-96 engines. Refer also to A-3, A-4, A-7, C-21, C-26, C-29

R2D Douglas DC-2 Specifications: span: 85', 25.91 m length: 61'6", 18.75 m engines: 2 Wright R-1820-12 max. speed: 210 mph, 338 km/h

(Source: US Navy, via San Diego Air and Space Museum)

In 1934 the US Navy and USMC purchased five DC-2s as R2D-1 and with serials 9620/9622 and 9993/9994. Refer also to C-32, C-33, C-34, C-38, C-39, C-41, C-42

R3D Douglas DC-5 Specifications: span: 78', 23.77 m length: 62'2", 18.95 m engines: 2 Wright R-1820-44 max. speed: 230 mph, 370 km/h

(Source: William T. Larkins)

In 1940 the US Navy purchased three R3D-1s which were delivered from early 1940 onwards although the first aircraft crashed before delivery. The serials were 1901/1903 and the remaining two aircraft remained in use until late 1945. The USMC ordered four similar R3D-2s with serials 1904/1907 and kept them in use until October 1946. In February 1942 the US Navy also impressed the DC-5 prototype NC21701 as R3D-3 and with serial 08005. This aircraft which had R-1820-79 engines, remained in use until June 1946. Refer also to C-110

R4D Douglas Skytrain Specifications: span: 95', 28.96 m length: 63'9", 19.43 m engines: 2 Pratt & Whitney R-1830-82 max. speed: 220 mph, 354 km/h

(Source: William T. Larkins)

The Skytrain is the US Navy version of the DC-3. A number were procured directly whilst others were diverted from USAAF contracts. The designation R4D-1 applied to 101 aircraft which had serials 3131/3143, 4692/4706, 01648/01649, 01977/01990, 05051/05072, 12393/12404, 30147, 37660/37680 and 91104 whilst a batch with serials 37681/37710 was cancelled. The Navy impressed two Eastern aircraft (NC28389 and NC28390) as R4D-2 with serials 4707/4708 before they were completed. They were later modified with VIP interiors and redesignated as R4D-2F and yet later as R4D-2Z. In 1946 the aircraft were disposed of to civilian operators. The R4D-3 designation was applied to 18 C-53s and 2 C-53Cs transferred from the USAAF with serials 05073/05084 and 06992/06999. They had a length of 64'6", 19.66m. A number of aircraft originally destined for Pan American were impressed on the production line as R4D-4. They were to be DC-3A-447 and their serials (and previous civilian registration) were 07000 (ex NC34951), 07001 (ex NC34952), 07002 (ex NC34955), 07003 (ex NC34956), 33815 (ex NC34957), 33816 (ex NC34958), 33817 (ex NC34959), 33818 (ex NC34960), 33819 (ex NC34961) and 33820 (ex NC34962). In addition a single Pan American DC-3A was impressed with serial 99099 but without a designation. Of these R4D-4 aircraft a number of aircraft were later converted as R4D-4Q counter measures aircraft. Also seven unidentified aircraft were impressed as R4D-4R staff transports with serials 33615/33621. The R4D-5 designation applied to 238 C-47As transferred from the USAAF with serials 12405/12446, 17092/17248 and 39057/39095. These aircraft were fitted with R-1830-92 engines. Several R4D-5s were converted for winterised duties as R4D-5L. Serials included 17103, 17107, 17163, 17217, 17221, 17239, 17246 and 17247. The R4D-5Q designation referred to a counter measures conversion which included 17178, 39062, 39066 and others, whilst the R4D-5R designation refers to transport conversions which included 12426, 17094, 17113, 17118, 17146, 17147, 17159, 17172, 17181, 17195, 17199, 17210, 17223, 17291, 39057 and 39076. Other conversions were R4D-5E for electronic duties (17104 and 17206), R4D-5S for anti-submarine duties (17099, 17167, 17173, 39078 and 50757) and R5D-5Z for VIP transport (12429, 17134 and 17181). The R4D-6 version was similar to the USAAF’s C-47B and was fitted with R-1830-90B engines. A total of 148 were transferred with serials 17249/17291, 39096/39098, 39100, 39109, 50740/50839, 99850 and 99852. In 1961 another four were transferred as 150187/150190. In addition some R4D-7s were converted to this standard (39104, 99830, 99839, 99853 and 99864). Aircraft with serials 17108, 17256, 17282, 39098, 39099, 39105, 39106, 39108, 50741, 50759, 50763, 50773, 50774, 50790, 50793, 50813, 50816, 50822, 99825, 99836, 99837, 99838, 99844, 99847, 99849, 99854, 99855 and 99856 were converted as R4D-6R transports whilst aircraft 17266, 17280, 17283, 17286, 39097, 50799, 50828, 99835 and 99851 were converted as R4D-6Z VIP transports, The R4D-6S conversion applied to aircraft with serials 17106, 17126, 17129, 17272, 39098, 50788, 50795, 50819, 50829 and 99840. Other conversions included R4D-6C (50745), R4D-6E (17272, 39099, 50749, 50824, 50829 and 99831), R4D-6L (50778), R4D-6Q (99828) and R4D-6T (50776 and 50814). 44 TC-47Bs were transferred from the USAAF to the US Navy as R4D-7. The serials included 39099, 39101/39108, 39110, 39111, 99824/99849, 99851, 99853/99857 and 99864. Transfer of aircraft with serials 39112/39136 and 99861/99863 and 99865/99990 was cancelled. The R4D-8 designation was applied to the post war Douglas conversion of the DC-3 into the Super DC-3. This version had a span of 90', 27.43m, a length of 67'9", 20.65m, 2 Pratt & Whitney R-1830-80 engines and a max. speed of 270 mph, 434 km/h. Earlier the US Navy had tested the prototype N300000, as XR4D-8 or R4D-8X with two different serials 138659 and 138820. This aircraft was also the USAF’s YC-47C or YC-129. The production aircraft were rebuilt from R4D-5s and R4D-6s and new

construction numbers were assigned although the original serials were retained. The serials were: 12410, 12412, 12419, 12420, 12422, 12425, 12428, 12431, 12435, 12437, 12438, 12439, 12440, 12441, 12443, 12445, 17092, 17097, 17098, 17102, 17103, 17108, 17111, 17116, 17119, 17122, 17123, 17124, 17127, 17140, 17149, 17150, 17152, 17153, 17154, 17156, 17158, 17160, 17165, 17166, 17169, 17171, 17177, 17179, 17182, 17188, 17190, 17191, 17194, 17196, 17211, 17216, 17219, 17241, 17242, 17248, 17253, 17255, 17258, 17270, 17273, 17281, 17284, 17287, 39061, 39064, 39070, 39071, 39072, 39080, 39081, 39084, 39087, 39096, 39104, 39109, 50762, 50772, 50782, 50784, 50786, 50796, 50801, 50804, 50808, 50812, 50821, 50823, 50826, 50833, 50834, 50835, 50836, 50838, 99845, 99853 and 99857. A number of R4D-8s were converted to Antarctic use as R4D-8L including serials 12441, 17092, 17154, 17188, 17219 17235 and 99853. Other conversion included the R4D-8T (serials 39104, 39109, 50786, 99845, 99853 and 99857) and R4D-8Z (serials 17175 and 39097). On 18 September 1962 those Skytrains remaining in service were redesignated as follows: US Navy Tri-service US Navy Tri-service R4D-5 C-47H R4D-7 TC-47K R4D-5L LC-47H R4D-8 C-117D R4D-5Q EC-47H R4D-8L LC-117D R4D-5R TC-47H R4D-8T TC-117D R4D-5S SC-47H R4D-8Z VC-117D R4D-5Z VC-47H R4D-6 C-47J R4D-6L LC-47J R4D-6Q EC-47J R4D-6R TC-47J R4D-6S SC-47J R4D-6Z VC-47J Refer also to C-47, C-48, C-49, C-50, C-51, C-52, C-53, C-68, C-84, C-117, C-129, CG-17

R5D Douglas DC-4 Skymaster Specifications: span: 117'6", 35.81 m length: 93'10", 28.60 m engines: 4 Pratt & Whitney R-2000-7 max. speed: 275 mph, 442 km/h

(Source: William T. Larkins)

The Skymaster was the US Navy version of the Douglas DC-4. All aircraft were transferred from the USAAF. The R5D-1 designation applied to 58 C-54As transferred from the USAAF with serials 39137/39181, 50840/50849, 57988/57989 and 91105. A few of these aircraft were fitted with different fuel systems and redesignated as R5D-1C, whilst others were converted as R5D-1F, later R5D-1Z, staff transports. The latter included 39148. The 47 C-54Bs that were transferred as R5D-2 carried serials 39112/39128, 50850/50868 and 90385/90395. The transfer of 50889 was cancelled. Of these a number were converted as R5D-2F transports, later redesignated R5D-2Z. Serials included 50850, 50856 and 90390/90395. The R5D-3 designation was used for 925 C-54Ds transferred from the USAAF with serials 50869/50878, 56484/56549, 87754/87759 and 91994/92003. The transfer of aircraft with serials 50879/50888, 56550/56663 and 92004/92006 was cancelled. R5D-3s were converted as R5D-3P photo survey aircraft or R5D-3Z staff transports, the latter including 50878, 56497 and 56511. Aircraft 56487, 56488, 56490 and 87758 were converted as R5D-3S. The R5D-4 version was similar to the C-54E and 20 were transferred from the USAAF with serials 90396/90415. This version had R-2000-11 engines. Several were converted as R5D-4Q electronic counter measures aircraft and R5D-4R transports. The latter included 90396, 90397, 90398, 90401, 90402, 90403, 90404, 90406, 90407, 90408, 90409, 90410, 90411, 90412, 90413, 90414 and 90415. At a later date 86 R5D-2s and R5D-3s were brought up to the R5D-5 standard with R-2000-9 engines. Serials included 50854, 39120, 50862, 56515, 91998 and 91999. Of these a number were converted for passenger duties as R5D-5R or R5D-5Z. The serial 90417 has been associated with a C-54E to be transferred to the US Navy as R5D-5 but the transfer did not take place. A passenger version similar as the C-54J was to be built as R5D-6 but was not procured. On 18 September 1962 those aircraft remaining in service were redesignated as follows: US Navy Tri-service R5D-1Z VC-54N R5D-2 C-54P R5D-2Z VC-54P R5D-3 C-54Q R5D-3P RC-54V R5D-3Z VC-54Q R5D-4 C-54R R5D-5 C-54S R5D-5R C-54T R5D-5Z VC-54S Refer also to C-54, C-114, C-115, C-116

R6D Douglas DC-6A Liftmaster Specifications: span: 117'6", 35.81 m length: 106'10", 32.56 m engines: 4 Pratt & Whitney R-2800-52W max. speed: 360 mph, 579 km/h

(Source; US Navy)

The US Navy procured 61 R6D-1s with serials 128423/128426, 128428/128433, 131567/131571, 131573/131574, 131576/131596 and 131598/131620. Of these a number were later transferred to the USAF as C-118A which, yet later, were returned to the US Navy. On 18 September 1962 those remaining in service were redesignated as C-118B. Five aircraft were delivered as R6D-1Z staff transports. They carried serials 128427, 128433, 131572, 131575 and 131597. On 18 September 1962 they were redesignated as VC-118B. Some of these were also transferred to the USAF as C-118A and later returned to the US Navy as R6D-1. Refer also to C-118

SBD Douglas Dauntless Specifications: span: 41'6", 12.65 m length: 32'1", 9.78 m engines: 1 Wright R-1820-32 max. speed: 256 mph, 412 km/h

(Source: US Navy)

The Dauntless was a development from the Northrop BT which became property of Douglas when Northrop was taken over as the El Segundo Division. A total of 5396 aircraft of all versions were built. The XSBD-1 was a conversion of the Northrop XBT-2 with a revised tail. The serial was 0627 and the aircraft had a XR-1820-32 engine. The initial production model was SBD-1 of which 57 were ordered for the USMC on 8 April 1939 with serials 1596/1631 and 1735/1755. The first flight took place on 1 May 1940. Eight SBD-1s with serial 1619, 1628, 1629, 1736, 1739, 1745, 1746 and 1753 were converted as SBD-1P photo reconnaissance aircraft. The SBD-2 incorporated some minor improvements and 87 were ordered with serials 2102/2188 on 8 April 1939. Of these 15, with serials 2127, 2133, 2135, 2139, 2141, 2147, 2148, 2161, 2163, 2166, 2168, 2171, 2173 and 2184 were converted as SBD-2P photo reconnaissance aircraft. The SBD-3 version had a R-1820-52 engine and 584 were built with serials 4518/4691, 03185/03384 and 06492/06701. Of these 43 were converted as SBD-3P with serials 4521, 4522, 4523, 4528, 4544, 4549, 4552, 4555, 4560, 4563, 4564, 4566/4570, 4573, 4574, 4576, 4579, 4584, 4585, 4588/4593, 4606, 4607, 4642, 4665, 4675, 4680, 03202, 03209, 03227, 03244, 03249, 03321, 03323, 03326 and 03373. In addition SBD-2 2109 was converted to this standard. The SBD-3A designation was applied to A-24 aircraft procured on behalf of the USAAF in 1941/42. The SBD-4 version, of which 780 were built, incorporated various improvements. The serials were 06702/06991 and 10317/10806. 16 of these aircraft were converted as SBD-4P reconnaissance aircraft. The major production version was SBD-5 with 1 Wright R-1820-60 engine. 2965 were built with serials 10807/11066, 28059/29213, 35922/36421, 36433/36932 and 54050/54599. 60 aircraft procured as SBD-5A and to be transferred to the USAAF as A-24B, were retained with serials 09693/09752. A single SBD-5 with serial 28830 was fitted with a R-1820-66 engine as the XSBD-6. The SBD-6 production amounted to 450 aircraft with serials 54600/55049 whilst SBD-5 35950 was also converted to this standard. Refer also to A-24, BT

SB2D Douglas Destroyer Specifications: span: 45', 13.72 m length: 38'7", 11.76 m engines: 1 Wright R-3350-14 max. speed: 346 mph, 557 km/h

(Source: US Navy)

The XSB2D-1 was ordered in June 1941 and after that the first flight was made on 8 April 1943 (and before completion of the second aircraft) the two aircraft were redesignated as XBTD-1. The serials were 03551/03552. In a similar manner, an order for 13 SB2D-1s placed in April 1942 with serials 04959/04971 was redesignated as BTD-1 before completion. Refer also to BTD

TD Douglas Specifications: span: 50', 15.24 m length: 37'8", 11.48 m engines: 1 Liberty 12A max. speed: 101 mph, 163 km/h

(Source: US Navy)

A development of the Douglas Cloudster, one DT-1 was ordered in April 1921 and flew for the first time in November 1921. It carried serial A6031 and had an interchangeable wheel/float undercarriage but seems to have been primarily used with floats. The DT-2 was a two-seat model of which 40 were built by Douglas, 11 by Dayton Wright, 20 by LWF and 6 by NAF. When fitted as a landplane the length was reduced to 34'2", 10.41m. The serials were A-6032/6033, A-6085/6095, A-6405/6428 and A-6563/6602. Three went to the USAAS as DWC and 11 were converted by Dayton Wright as SDW. Aircraft with serials A-6426 and A-6577 were also flown with Wright Field serials P-323 and P-351 respectively. The DT-3 version was only a proposal. The DT-4 designation applied to four DT-2 re-engined by NAF with 1 Wright T2. The serials were A-6423/6424 and A-6427/6428. Two of these were yet later fitted with T2B engines and redesignated as DT-5. They were A-6427/6428. The DT-6 designation was assigned to DT-2 A-6581 converted as a landplane with a Wright R-1820 engine. Refer also to O-5, SDW, DWC

T2D Douglas Specifications: span: 57", 17.37 m length: 42', 12.80 m engines: 2 Wright R-1750 max. speed: 125 mph, 201 km/h

(Source: US Navy)

A production version of the XTN-1 design, 12 aircraft were ordered in July 1925 as T2D-1 and with serials A-7051/7053 and A-7587/7595. The former have also been referred to as XT2D-1. Production continued as P2D-1. The XT2D-2 version had a length of 44'11", 13.69 m and Wright P2 engines. Three were ordered in July 1925 and the first flight was made on 25 January 1927. Later R-1750 engines were fitted. The production version was the T2D-2 of which 18 were ordered in June 1930 but were completed as P2D-1 with serials A-8644/8661. Refer also to P2D, TN

T3D Douglas Specifications: span: 50', 15.24 m length: 35'5", 10.80 m engines: 1 Pratt & Whitney R-1860-B max. speed: 128 mph, 206 km/h

(Source: US Navy)

One XT3D-1 torpedo aircraft was ordered in June 1930 with serial A-8730. It flew for the first time in 1931 and was in late 1932 re-engined with a Pratt & Whitney R-1830-54 engine and redesignated as XT3D-2. It remained in use until 1941.

TBD Douglas Devastator Specifications: span: 50', 15.24 m length: 35', 10.67 m engines: 1 Pratt & Whitney R-1830-64 max. speed: 150 mph, 241 km/h

(Source: US Navy)

A single prototype was ordered on 30 June 1934 as XTBD-1 with serial 9720. It was fitted with a XR-1830-60 engine and flew for the first time on 15 April 1935. Production of 129 TBD-1s with serials 0268/0381 and 1505/1519 was ordered in February 1936 and the first flight was on 25 June 1937. The operational performance was poor and in August 1942, after the Battle of Midway, the remaining aircraft were withdrawn from front line duties. In October 1941 consideration was given to convert 100 obsolete TBD-1s as assault drones but, it appears none were converted. A single TBD-1 was later fitted with Edo floats by NAF and redesignated as TBD-1A. Carrying serial 0268 it flew for the first time on 14 August 1939 and remained in use until September 1943.

TB2D Douglas Skypirate Specifications: span: 70', 21.34 m length: 46', 14.02 m engines: 1 Pratt & Whitney XR-4360-8 max. speed: 340 mph, 547 km/h

(Source: US Navy)

Designed as a three seat torpedo bomber for the Midway class carriers, two XTB2D-1s were ordered with serials 36933/36934 on 31 October 1943. The first flight was made on 18 March 1945 but production of 23 TB2D-1s with serials 89097/89119 was cancelled.

TB3D Douglas Invader Specifications: span: 70', 21.34 m length: 50', 15.24 m engines: 2 Pratt & Whitney R-2800-27 max. speed: 350 mph, 563 km/h A reference has been found to a proposed torpedo-bomber version of the A-26 Invader with the designation XTB3D-1. It is not known whether this designation was an official one or an ‘in-house’ one. Refer also to A-26, JD

D = Frankfort (1945-1946)

TDD The TDD designation was not assigned in the Frankfort series because of the Radioplane TDD.

TD2D The TD2D designation was not assigned in the Frankfort series because of the McDonnell TD2D.

TD3D Frankfort Specifications: span: 12’, 3.60 m length: engines: 1 Righter O-45-35 max. speed: In early 1945 the order for OQ-16 aerial targets was transferred from the USAAF to the US Navy as TD3D-1. The programme was cancelled before any aircraft were completed. Refer also to OQ-16

D = McDonnell (1942-1946)

FD McDonnell 11 Phantom Specifications: span: 40'9", 12.42 m length: 38'9", 11.81 m engines: 2 Westinghouse J30-WE-20 max. speed: 479 mph, 771 km/h

(Source: Bill Pippin, via 1000aircraftphotos.com photo #5618)

After an initial design with six Westinghouse jet engines buried in the wing, two XFD-1 jet fighters were ordered on 30 August 1943 with serials 48235/48236. The first flight was made on 21 January 1945. This was followed by an order for 60 FD-1s on 7 March 1945 with serials 111749/111808. The first of these flew on 28 October 1946. Production of a batch with serials 111809/111848 was cancelled. On 21 August 1947 the FD-1 designation was changed into FH-1. By this time the two XFD-1s had already been written off. Refer also to FH

F2D McDonnell 24 Banshee Specifications: span: 41'6", 12.65 m length: 39', 11.89 m engines: 2 Westinghouse J34-WE-22 max. speed: 532 mph, 856 km/h

(Source: Bill Pippin, via 1000aircraftphotos.com photo #5619)

Three XF2D-1s were ordered with serials 99858/99860 on 22 March 1945. The first flight was on 11 January 1947. On 21 August 1947 the XF2D-1 was redesignated as XF2H-1. In a similar way the designation F2D-1, to be applied to the production model but never ordered as such, was changed into F2H-1, although some references suggest that 122530/122559 and 122990/123015 were ordered as F2D-1. Refer also to F2H

HJD McDonnell 37 Specifications: rdm: 46', 14.02 m length: 32'2", 9.80 m engines: 2 Pratt & Whitney R-985-AN-1 max. speed: 120 mph, 193 km/h

(Source: Walter Van Tilborg, via 1000aircraftphotos.com photo #9533)

Based on the Platt-LePage PL-9 design, the single XHJD-1 was ordered in 1945 with serial 44318. It was redesignated as XHJH-1 on 21 August 1947 and before the first flight. A proposed civilian version was model 65. Refer also to HJH

LBD McDonnell 25 Gargoyle Specifications: span: 8'6", 2.59 m length: 9'10", 3.00 m engines: RATO assist max. speed:

(Source: boeing.com/companyoffices/gallery)

The Gargoyle was a glider with a 450 kg bomb built in the fuselage. It was intended to be launched from another aircraft with RATO assist, or from the deck of an aircraft carrier with RATO and JATO assist. In September 1944 the US Navy ordered 5 experimental and 395 production aircraft which were designated LBD-1. The first test flight (as a glider) was on 21 March 1945, with 14 flights being made until July 1945. On completion of the war, it was proposed to convert remaining airframes as target drones whilst testing continued into 1947 under the KSD-1 and KUD-1 designations. It was also known as RTV-N-2. The programme was terminated on 19 July 1947 and formally cancelled on 8 December 1950.

TDD The TDD designation was not assigned in the McDonnell series because of the Radioplane TDD.

TD2D McDonnell 31 Katydid Specifications: span: 12’2”, 3.71 m length: 11’2”, 3.40 m engines: 1 McDonnell 8” pulsejet max. speed: 250 mph, 400 km/h

(Source: boeing.com/companyoffices/gallery)

The Katydid was an aerial target drone with pulse jet propulsion. Development was commenced in 1942 and the prototypes were designated as XTD2D-1. The production version was known as TD2D-1. It is not known how many were built. In 1946 they were redesignated as XKDD-1 and KDD-1 and, later KDH-1.

D = Radioplane (1943-1962)

TDD Radioplane RP-5 Specifications: span: 13’3”, 4.04 m length: 8’8”, 2.65 m engines: 1 Righter O-15-1 max. speed: 85 mph, 137 km/h

(Source: US Navy)

Various aerial targets of the USAAF were transferred to the US Navy as TDD-1 (= OQ-2), TDD-2 (= OQ-3) and TDD-3 (= OQ-14). The TDD-1s were completed without landing gear. The TDD-3 version had a Righter O-45-1 engine whilst a TDD-4 version was like the TDD-3 but with an O-45-35 engine. Refer also to OQ-2, OQ-3, OQ-14

TD2D The TD2D designation was not assigned in the Radioplane series because of the McDonnell TD2D.

TD3D The TD3D designation was not assigned in the Radioplane series because of the Frankfort TD3D.

TD4D Radioplane RP-18 Specifications: span: 10’2”, 3.10 m length: 8’5”, 2.56 m engines: 1 Righter O-45-35 max. speed: 190 mph, 306 km/h Various OQ-17 aerial targets were transferred from the USAAF to the US Navy as TD4D-1. It was also known as KDR-1. Refer also to OQ-17

DW = Dayton Wright (1922-1923)

SDW Dayton Wright Specifications: span: 50', 15.24 m length: 37'8", 11.48 m engines: 1 Liberty 12 max. speed: 108 mph, 174 km/h

(Source: Dan Shumaker, via 1000aircraftphotos.com photo #9141)

Three DT-2s were modified by Dayton Wright as SDW-1 with a deeper fuselage. Other sources claim that 11 were converted. Known serials are A-6593, A-6596 and A-6597. Refer also to TD