A ME R ICA N A ERO SPAC E A RC H I V E 1

MARTIN JRM MARS FLYING BOAT

COMMERCIAL PROJECTS OF 1944

Jared A. Zichek
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n 1944, the Martin Mars was the larg-
est and longest-range production fly-
ing boat in the world. Initially con-
ceived in 1938 as a patrol bomber, the
type was subsequently converted to the
transport role. The marketing brochure
reproduced over the following pages
presents several interior designs for a
commercial version—all-passenger,
all-cargo, and passenger-cargo arrange-
ments. Martin claimed that "competent
authorities" recognized these arrange-
ments as "outstanding contributions to
modern transportation."
By 1944, the Martin Mars prototype
had been built, tested, and largely prov-
en. It was in over-ocean service with
the US Navy, carrying war materiel and
troops. Twenty more were being rushed
to completion for the Naval Air Trans-
port Service—then one of the two largest
airlines in the world, the other being Pan
Am, the main target of Martin's market-
ing efforts. (This order was later reduced
to 5 at the end of the war).
The Mars Transport was the climax
of years of Martin's development and
experience in the design and building
of flying boats; the aircraft offered "new
and practical horizons" to those who
were "planning the air lines of peace."
Martin claimed that the flying boat
offered superior economy, safety and
dependability. Half of the Mars' gross
weight was disposable load. It offered
great capacity for cargo and greater
comfort for passengers than any other
existing airplane. The first Martin Mars
had already set many world records; the
commercial version was capable of ex-
ceeding them.
General Description
The Mars Transport possessed great
load carrying capability, tremendous
size, and economy of operation. Its
normal gross weight was 165,000 lbs.
The two-deck hull alone—exclusive of
the wing—contained 15,600 cubic feet
within its 120 foot length. Translated
into terms of transport, the Mars had ad-
equate space to carry the enormous load
of 25,500 lbs of cargo and 105 passengers
for a distance of 1,500 statute miles or
9,050 lbs of cargo and 60 passengers for
a distance of 3,500 miles.
The Mars featured a semi-mono-
coque constructed hull. Four main
water-tight bulkheads, closely spaced
former frames and stringers provided
the strength for the Mars' load-carrying
ability. All sheet material in the wing and
hull was 24 ST or SRT alclad aluminum
ABOVE: Title page of the lavish 1944
marketing brochure for the commer-
cialized Martin JRM Mars Flying Boat.
The original document was printed in
an oversized, landscape format and has
been adapted to fit the smaller con-
fines of this publication. The brochure
was found in the National Archives, RG
72, and all images and information pre-
sented herein originate from it.
COVER: Artist's impression of the com-
mercial Martin Mars Transport in pseu-
do-Pan Am markings.
alloy. Stringers were either of formed al-
clad sheet or extruded 24 ST material.
The Mars was a high-wing type of
flying boat. The wing was of the time-
proven, two-spar type with stressed skin
cover. Both spars were of the tension
field type, with no cut-outs except where
access holes were provided for passage of
the crew. Both top and bottom covers
were of the flat sheet-stringer type. The
upper cover was unique in that the cover
gauge and string spacing were adjusted
so that no wrinkles appeared in the skin
at full design load. The nose skin was
also designed to be non-wrinkling at 1.5
times the flight factor.

The American Aerospace Archive is published periodically by Jared A. Zichek (6021 La Jolla Hermosa Ave, La Jolla, California 92037) and is printed and distributed by MagCloud
(www.jaredzichek.magcloud.com). American Aerospace Archive Number 1.01 (ISSN 1943-9636) is copyright 2008 by Jared A. Zichek. All rights reserved. All featured text and
images are copyright 2008 their respective copyright holders. Reproduction of any material in part or in whole without its creator's permission is strictly forbidden. The Ameri-
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 A man could walk erect within the
six-foot thick center portion of the wing,
which spanned an impressive 200 ft. Mi-
nor adjustments to engine and accesso-
ries could be made in flight. Power was
supplied by four engines—each develop-
ing 3,000 horsepower. The total 12,000
horsepower was more than three times
that of a giant two-car diesel-electric lo-
comotive.
Two complete decks extended al-
most the full length of the hull. They
provided flexible and economic use
of the space for disposal of either pas-
sengers or cargo. On the upper deck,
forward of the front wing spar, was the
flight deck—nerve center of the ship.
This flight deck, 30 x 12 ft was com-
parable to the bridge of a large surface
ship, and provided accommodations for
desks, instrument panels, comfortable
chairs and everything necessary for the
efficient operation of the ship and the
comfort of the flight crew.
The remainder of the upper deck,
and the entire lower deck were available
for transport requirements—either pas-
senger, or cargo, or both. Typical interi-
or arrangements are pictured on the fol-
lowing pages. Variations were possible,
according to the need. The lower deck
was specially stressed for heavy, concen-
trated loads. The upper deck had abun-
dant space for lower density cargo.
Additional payload space was pro-
vided in the cargo bays built into the
wings. These bays were readily acces-
sible by the use of ingenious elevators
which hoisted cargo into the wings.
The vastness of the Mars was
matched by its rugged strength. In stren-
uous tests and full load dives the Mars
had withstood strains of upwards of half
a million pounds on its wing. The hull
bottom had resisted equally heavy loads
and impacts in landing in high seas. In
structure as well as in design, the Martin
Mars Transport incorporated the most
advanced developments in aviation ex-
perience.
Unfortunately for Martin, airlines
were not convinced by the company's
marketing prowess, preferring the
economy and practicality of land-based Thus, while it never became a luxurious
airliners over large flying boats in the commercial flying boat like the prewar
postwar era. Furthermore, the concept Boeing 314, the Martin Mars ultimately
of the "flying hotel" would be superseded found success in a more critical role that
by less luxurious high volume passenger its makers never anticipated.
service targeted at the middle class. The
JRM Mars would go on to serve the Navy Sources:
admirably in the transport role until
1956, with only one being lost in an acci- The Martin Mars Transport Airplane, Baltimore:
dent. In 1959, Flying Tankers, Inc. pur- The Glenn L. Martin Company, 1944
chased the four remaining surplus flying
boats and employed them in the water
bomber role to control forest fires. As of
2008, two survive in this role with Coul-
son Flying Tankers in British Columbia.

Retouched (and possibly staged) photo showing the terrific load-carrying

capability of the Martin Mars, in this case the twin tail XPB2M-1R. Initially
conceived in 1938 as a "flying dreadnought" for ocean patrol, it was subse-
quently converted to a transport when its original role was deemed obsolete.

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 Deck drawings of the De Luxe Sleeper version of the Martin
Mars Transport. The face-to-face passenger seating and over-
all roominess is noteworthy.

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ABOVE: Passenger Entry. In boarding the Mar-
tin Mars, passengers would have stepped from
the landing dock directly onto the lower deck of
the ship, entirely eliminating the need of outside
ladders or steps.

RIGHT: Cargo Loading. Even in the De Luxe

Sleeper version, large cargo doors would have
allowed for the safe and rapid handling of heavy
and bulky freight.