Bearing British camouflage colours, this Hudson was photographed while under lest at Lockheed’s Burbank factory, probably in 1942. Equivalent to the RAF’s Hudson III, it was known to the USAAF as the Lockheed A-29.
Lockheed A-29 в окраске ВВС Армии США (USAAF), начало 1942 года. По ленд-лизу Великобритания должна была получить в общей сложности 800 машин A-29/A-29A, но критическое положение на Тихом океане и на Дальнем Востоке привело к перераспределению самолетов в пользу ВВС Армии США.
Another view of the Lockheed A-29, in USAAF markings but with British camouflage and with the Boulton Paul dorsal turret in place. A-29s retained for service in the USA had open dorsal gun positions in place of the turret.
The operational application of rocket projectiles is shown in the photograph of Hudson VI FK689, also fitted with ASV radar aerials under wings and nose.
These comparative views of the Hudson V (AM746, left) and the Hudson VI (EW890, right), photographed in April and July 1942, show no significant external differences, other than the flame damping exhausts on the latter. Hudson VIs had troop-carrying interiors and often flew with the dorsal turrets removed.
The AT-18 gunnery trainer and target-tug was the only version of the Hudson developed and purchased exclusively for the USAAF.
Retained from a batch of Lend-Lease Hudsons destined for Britain, this is one of 20 A-29s transferred to the US Navy as PBO-1s, for operation by VP-82.
A Hudson V bearing the “OY” codes of No 48 Squadron, which took its Lockheed twins to Gibraltar from the UK at the end of 1942.
The first of the Lockheed B14L Hudsons built under the original British contract, N7205 - photographed after its arrival in Britain and still with the dummy wooden dorsal turret.
Hudson I N7263 was specially fitted for operation by the King's Flight and is shown here at Hatston in 1941. Note the non-standard gun in the nose, faired DF loop and blister window alongside the pilot.
Hudson I T9278 was one of the few of the original version that survived in service long enough to receive the Coastal Command white finish, with grey upper surfaces.
A Hudson I (T9326) on test in the USA, also with dummy dorsal turret, and with the RAF roundels still to be completed.
Hudson V AM753/G with a trial installation of eight rocket projectile rails.
Hudson IVs of No 1 (GR) Squadron, RAAF, at Singapore in 1941, where it suffered heavy losses when the Japanese attack materialised.
The Australian-manned No 459 Squadron received Hudson IIIs in Egypt in February 1942, its aircraft still in UK-style finish.
The sole Hudson built for non-military use, the B14L NX21771 was used throughout the war by Sperry Gyroscope Co.
A Hudson Mk VI FK487 taken over by the USAAF in the Middle East and used as a Lockheed A-28A.
The "UH" codes indicate that this Hudson IIIA, NZ2083, was serving with No 2 Squadron, RNZAF. Many Hudsons retained their Lockheed construction numbers on the fuselage nose, as here.
A Hudson V with tropical filters on the carburettor air intakes and dorsal turret removed.
These comparative views in July 1942 of a Hudson III (V8977, left) and a Hudson IV (AE628, right), show that the two types were virtually identical other than in respect of the power plant - respectively the Wright GR-1820-G205A Cyclone and Pratt & Whitney R-1830-SC3G.
Hudsons were the first aircraft adapted to carry the Uffa Fox-developed air-dropped lifeboat for air-sea rescue duties, and several squadrons flew the aircraft in this form in 1944-45. Post-war, No 123 Squadron, RCAF, flew boat-equipped Hudsons - Mk IIIA BW628 is illustrated - as part of the Canadian commitment to ICAO to provide a search-and-rescue service for commercial aviation.
After the end of the war, several Hudsons passed into commercial service, particularly for aerial survey duties, as with Adastra Aerial Services in Australia.
Another Hudson used by Sperry, NX28991, had a modified nose and sported the same livery as NX21771
Another view of the Hudson IIIs of No 269 Squadron whilst serving in Iceland.
The complete three-view depicts the Hudson III; the Mk IIIA, A-29, A-29A and PBO-1 were similar. The forward fuselages (left) show the Mk I (upper) and Mk III with lifeboat (lower). The forward fuselages (right) show the Mk IV (upper), with the Mk Vs longer carburettor intake and spinner shown by dotted lines, and the Mk VI (below) in its anti-shipping version. The rear fuselages (right) show the A-29 (upper) and AT-18 (lower).