Warbird Information Exchange

Well, I tend to believe Steve Ginter. He's written quite a few books and articles over the years and one of them is on the Mars (Naval Fighters Number Twenty-Nine in fact). It's pretty clear what the evolution of the aircraft were -

The first aircraft built was the XPB2M-1 and nicknamed the "Old Lady". It was a long-range patrol bomber prototype. It was equipped originally equipped with 2000HP R3350s and wooden 3-blade props. After an engine failed and burned off the wing, the aircraft was re-engined with 2200HP Wright R3350-18s in addition to a few other modifications including metal Ham-Stan 3-blade props and re-designated the XPB2M-1R with a primary duty as a transport.

Based on the success of the XPB2M-1R as a transport, Martin was contracted to build 20 improved aircraft called the JRM-1, later reduced to 6 when the war ended. The first was the "Hawaii Mars", which was lost a month later when the leading edge of the vertical stabilizer failed and the aircraft crashed while attempting to land in Chesapeake Bay. After the loss of the original "Hawaii Mars", 4 additional JRM-1 and 1 JRM-2 aircraft were completed. These aircraft were - Phillipine Mars (BuNo 76820), Marianas Mars (BuNo 76821), Marshall Mars (BuNo 76822), Hawaii Mars (76823), and Caroline Mars (76824).

The 4 JRM-1 aircraft were equipped with R3350-8 engines rated at 2,400HP turning 4-blade, 15.2' diameter Curtiss Electric propellers. The 1 JRM-2 was equipped with R4360-4T engines rated at 3,000 HP engines turning 4-blade, 16.8' diameter Curtiss Electric propellers.

During their service to the Navy, the Marshall Mars was lost when the #3 engine caught fire shortly after takeoff on a post-engine change check flight. The aircraft burned after a forced landing at sea.

The Mars flight operations were terminated by the Navy on 22 August 1956 when the Marianas Mars arrived at NAS Alameda. When they were retired, all 4 remaining aircraft had been redesignated JRM-3s and re-engined with R3350-24WA engines turning 16' 8" Curtiss-Electric props, of which the inboard two engines were fitted with reversible-pitch devices. The R3350-24WA is rated normally rated at 2,400HP, however the W indicates that the engines are capable of using Water Injection. I do not believe that the system is still in use though on the aircraft now (it was quite fickle in operational use with the Navy, so I doubt they'd run it since they don't typically operate as heavy as the Navy did).

This is where the firebomber life started. In the spring of 1959 Dan McIvor, senior pilot for Mac Blo's (the largest lumber company in British Columbia) found out from a friend that the Mars were going on the salvage block. He missed the bidding for the aircraft from the Navy, but the bidding officer told McIvor who won the bidding. McIvor then contacted Hugo Forrester of Mars Metals Company, the winning bidder, and found out that he'd be willing to part with the Mars' for $25,000 each. After inspection, Mac Blo's bought the aircraft for $100,000 and put aside an additional $100,000 for ferry costs and conversion of one aircraft. McIvor estimated that it would cost an additional $60,000 a year to operate the aircraft plus $280.00/hr for fas and oil. McIvor then acquired 6 Wright engines (the original deal didn't include engines or propellers) for $135.00 each to start and an additional 29 engines later from a scrap dealer for $600.00 each. Another purchase got McIvor 5,000 spark plugs at $0.05/ea and a number of new cylinder heads at $15.00 each. After all of this, he then managed to net the buy of a lifetime - all of the remaining crated spares for the fleet for all of $3200. A few days later, the Navy GAVE McIvor and the new FIFT operation 43 metal file cabinets filled with everything from hull templates to operational histories.

It's a fantastic story and one I wish we could see happen again, but nowadays the military is much more strict on what happens to its retired aircraft.