In the fall of 1932, the U.S. Army Air
Corps was on the hunt for a new bomber, something cutting-edge to keep the looming
threat of war at bay. Henry Ford threw his tri-motor aircraft into the ring, taking
it for a spin over Wright Field in Ohio. But military bigwigs weren't quite sold. The
tri-motor, born in 1925, felt more like a blast from the past than a leap into the future.
The Air Corps was serious about finding a bomber that could go the distance—fly overseas
and make it back in one piece. They opened up the floor for contenders, testing them out at
Wright Field. Ford's tri-motor had its shot, and so did Boeing's Model 215. But it was the crew
from Glenn L. Martin Aircraft Company, cruising in their YB-10 with retractable landing gear,
that made the Air Corps sit up and take notice. As the YB-10 gracefully touched down on the
runway, it was the answer to their prayers. It could fly the miles, handle the overseas
missions, and bring everyone back home safely. And just like that, with the YB-10, the Air
Corps had found what they'd been looking for. In the dynamic era of aviation evolution during
the late 1920s and early 1930s, the development of bombers mirrored the progress of their nimble
counterparts, the fighters. Then, the transition to high-strength metal construction began,
and so did the adoption of monoplane design. In that context, the B-10 was born from the
innovative endeavors of the Glenn L. Martin Company - originally the Martin Model 123, a
visionary private venture. The B-10 introduced groundbreaking features. It incorporated
a deep belly for an internal bomb bay, retractable main landing gear, and powerful
600-horsepower Wright SR-1820-E Cyclone engines. Taking flight for the first time on
February 16, 1932, as the XB-907, the Model 123 underwent Army testing before a
transformative redesign by Martin. Reemerging as the XB-10, the aircraft showcased
significant modifications, including the adoption of full NACA cowlings for reduced
drag, 675 horsepower Wright R-1820-19 engines, an increased wingspan, and an enclosed
nose turret. During trials in June 1932, the XB-10 achieved an impressive speed
of 197 miles per hour at 6,000 feet. Building on the triumph of the XB-10,
subsequent improvements were implemented, such as a reduction to a three-man
crew, canopies for all crew positions, and upgraded 675 horsepower engines. The
Army's order for 48 of these enhanced aircraft, designated YB-10, materialized
on January 17, 1933. The YB-10, delivered to Wright Field from November 1933
onward, maintained the prowess of its prototype. As America's inaugural large all-metal monoplane, the B-10 redefined aerial capabilities
with a range of 1,400 miles and a top speed of 207 miles per hour—outpacing its
competition by a notable 22 miles per hour. The Martin B-10 forever altered the landscape of
bomber design. Emerging in an era dominated by biplanes, the B-10's all-metal monoplane airframe
signaled a paradigm shift. Its closed cockpits, rotating gun turrets, retractable landing
gear, internal bomb bay, and full engine cowlings collectively set new standards that
would resonate across the globe for decades. Awarded the prestigious 1932 Collier Trophy,
Martin's XB-10 became the vanguard of a new era. The US Army, quick to recognize its potential,
promptly ordered 14 B-10s, cementing its status as a marquee bomber. Martin's creation, the
first "modern" all-metal monoplane bomber, outpaced contemporaneous biplanes by
50 percent, rivaling the speed of most fighters. This breakthrough convinced the US
Army Air Corps that strategic targets could be assailed without the need for long-range
fighter escorts, reshaping military doctrine. Notably, the B-10 eclipsed its predecessors,
becoming the first mass-produced bomber, surpassing the performance of contemporary
pursuit aircraft. Entering service in June 1934 marked the inauguration of the all-metal
monoplane era in the United States Army Air Corps. In a monumental procurement effort
from 1933 to 1936, the largest among bombers since World War 1, the Air Corps
ordered 121 B-10s, with an additional 32, powered by 700-horsepower Pratt & Whitney
R-1690 Hornet engines, designated as B-12s. General Henry H. "Hap" Arnold, a fervent
admirer of the B-10, led a squadron on an astonishing 8,290-mile journey from Washington,
DC, to Fairbanks, Alaska, and back in 1934. As he said, the type was: (QUOTE)
“the air power wonder of its day.” The year 1935 introduced the B-10B. Following
the footsteps of its predecessor, the YB-10, this new breed of flying machines, 103 in number, entered service with the United States
Army, showcasing only minor modifications. The B-10Bs became stalwarts of several Bomb
Groups, including the 2nd Bomb Group at Langley Field and the 9th Bomb Group at Mitchel
Field. However, their capabilities extended beyond conventional bombing duties, as some were
adapted with large twin floats for coastal patrol. Versatile as they were, in February 1936, 13
B-10Bs from the 49th Bomb Squadron undertook a humanitarian mission. Facing dire
circumstances on Tangier Island and Smith Island in the Chesapeake Bay, cut
off by heavy ice after a winter storm, the B-10Bs dropped essential supplies,
aiding the stranded islanders. With its superior performance, Martin anticipated
global demand for the B-10. After fulfilling the US Army's orders, the company obtained permission
to export the Model 139. Soon, this sleek aircraft graced the skies in distant lands, with Siam and
Turkey among its first international patrons. Then, as tensions escalated in the early stages
of the Second Sino-Japanese War in 1937, Chinese Nationalist Air Force bombers, including the
Martin B-10s, played a critical role. In a daring mission, they targeted Japanese landing forces,
proving their mettle in the crucible of warfare. Amidst the Battle of Shanghai, the Chinese
Air Force orchestrated a diverse aerial assault in October 1937, featuring
the B-10 alongside other aircraft, in a desperate bid to resist Japanese advances. In a historic moment on May 19,
1938, two B-10s led by Captain Hsu Huan-sheng and Lieutenant Teng Yen-bo
executed the first air raid on mainland Japan. Unescorted and under the cloak of
night, they dropped millions of leaflets, exposing Japanese atrocities and challenging
the conscience of the occupied nation. In the tumultuous mid-1930s, the Dutch
government found itself at a strategic crossroads in safeguarding
its prized colonial jewel, the Netherlands East Indies. A
change in doctrine thus unfolded, woven around the deployment of land-based
bombers, ushering in a consequential shift that saw the abandonment of defensive fighter
orders in favor of a reinforced bomber force. The chosen aircraft in this aerial gambit
was the Martin 139, a mighty aircraft that, with its robust all-metal construction,
outshone its Dutch counterpart, the Fokker T.V, standing in stark contrast
with a steel tube and fabric composition. This audacious move was set in motion by the
Royal Netherlands East Indies Army Air Force, ML-KNIL, in 1936 when it placed an order, laying
the foundation for a potent bomber fleet totaling around 58 operational Martins by July 1939. As
the storm clouds of war gathered ominously, the ML-KNIL found itself equipped and prepared when
hostilities erupted with Japan in December 1941. In the tumult of conflict, ML-KNIL
squadrons, armed with Martins, were dispatched to reinforce British defenses in the
Malay Peninsula. Tragically, coordination mishaps marred their mission, leading to British
anti-aircraft units misidentifying Dutch Martins as foes and engaging them near Singapore.
Undeterred, the Martins, stationed at Sembawang, pressed on. January 1942 witnessed Dutch Martins,
in collaboration with British Blenheim bombers, taking to the skies over the west coast of Malaya
to confront the advancing Japanese juggernaut. The Martins played a crucial role on January
8 when, alongside Australian Hudsons, they targeted a suspected Japanese
seaplane tender in the South China Sea. Despite inconclusive results, the
Martins executed a successful bombing raid on Japanese ships unloading
cargo at Kuantan the next day. The grim realities of war soon asserted
themselves, with losses mounting—two Martins downed near Penang on January 1 and four more lost
during an attack on Japanese forces along the Muar River on January 19. Subsequently, Dutch fighter
squadrons retreated to Sumatra, and the Martins, in a strategic withdrawal, followed suit,
regrouping in Java three days later. Simultaneously, in the dawn of the Franco-Thai
War, a squadron of six B-10 medium bombers supported the aerial force of the Royal
Thai Air Force. Their inaugural sortie, on December 15, 1940, targeted Xieng Khuang in
Laos and an adjacent airfield. This marked the commencement of a series of bombing missions
that unfolded with strategic precision. The campaign's crescendo resonated
over Sisophon, now in Cambodia, on January 28, 1941, concluding the
chapter of the Franco-Thai conflict. In the aftermath, the B-10s found a
new purpose at the Phrae airfield, becoming integral to the Phayap Army's
plans for the invasion of Shan state. Meanwhile, in the Turkish
theater, the Martin 139WTs, delivered in September 1937, joined the
Turkish forces. Throughout World War 2, these aircraft took to the skies
for extensive surveillance missions over the Black Sea. Their aerial vigilance
persisted until 1946, when they were replaced. Distinguished by its remarkable speed, the B-10
heralded a revolution in bomber technology, rendering existing models obsolete.
However, the rapid evolution of bomber design in the late 1930s soon cast
a shadow over the B-10's prominence. As the United States entered World War 2, the
B-10 faced obsolescence on the battlefield. Its vulnerabilities, including inadequate armor
and firepower, became apparent in combat, particularly in China and Southeast Asia. Efforts
to modernize the design, such as the Martin Model 146, fell short, ultimately losing out to the
Boeing B-17 in a crucial USAAC competition. By the late 1930s, the B-17s and B-18s
had superseded the B-10s and B-12s within the Air Corps. Yet, the Chinese and
Dutch air forces valiantly employed the export versions in combat against
Japan at the onset of World War 2. Serving as the United States Army Air
Corps' premier all-metal monoplane bomber, the B-10 laid the foundation for subsequent
advancements in strategic bombing, setting the stage for iconic aircraft
like the B-17 itself and the B-24. On the other hand, introduced in the mid-1930s,
the B-10 quickly garnered international attention, prompting several nations to acquire its export
version, the 139W. Argentina, in particular, seized the opportunity, acquiring 35 Martin
139Ws, with a dozen designated for the Argentine Navy. Over the years, these bombers found
new purpose in various training capacities. The B-10, a trailblazer in design, served
as the platform for subsequent models, including the B-12, B-13, B-14, A-15, and O-45,
each featuring Pratt & Whitney engines. A total of 348 of these innovative bombers were
constructed, with the United States and the Netherlands emerging as the primary users,
deploying 166 and 121 aircraft, respectively. In the quest to capture a significant
piece of American aviation history, the National Museum of the United States Air Force
set its sights on a rare gem—the Martin B-10. The star of the show, an export version that
made its way to Argentina in 1938, stands as the sole surviving B-10. Its journey to the
museum wasn't your typical flight plan, though. Before gracing the museum with its presence,
this B-10 had a stint as a ground-training tool for engineering students in Buenos Aires.
When the museum team discovered that the last of its kind was waiting in Argentina, talks
kicked off with the Argentine officials. In 1970, Argentina decided to pay it forward.
In a generous gesture of camaraderie, the Argentine Navy handed over the aircraft
as a gift to the United States on August 21, 1970. U.S. Ambassador John Davis Lodge was
there to accept this token of friendship, sealing the deal on a unique
piece of aviation history. Eventually, it found its way to the skilled
hands of the 96th Maintenance Squadron in Texas. They worked their magic, restoring
the aircraft from 1973 to 1976. And so, the Martin B-10 found its forever
home in the National Museum, a symbol of the connections between
nations and the shared love for aviation.
