FORUMLEDEN met NOSTALGIE......"vreemde" kisten
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inderdaad lijken heel veel op elkaar en de laatste is de juiste ,
knap gevonden :!:
knap gevonden :!:
J
jeroen1971
Guest
Ziet er een beetje uit als een YB-35...... zit ik er ver van af ?
J
jeroen1971
Guest
Hahahaha,.... okee, dan is het de XB-35 van Northrop (X omdat het toen nog een proto was, de Y is een productie modelletje)
J
jeroen1971
Guest
Ik ga er gemakshalve maar even van uit dat ik het juist heb ;-)
Daarom alvast de nieuwe opgave, geen makkelijke want we zoeken de complete juiste benaming
Daarom alvast de nieuwe opgave, geen makkelijke want we zoeken de complete juiste benaming
prop-er
Forum veteraan
B-36J Peacemaker
B-36J Peacemaker
The B-36J had 2 additional tanks, 1 on the outer panel of each wing, allowing an extra fuel load of 2,770 gallons. It also had a much stronger landing gear, permitting a gross takeoff weight of 410,000 pounds. This had long been a SAC goal. The Air Force and Convair as early as 1952 discussed how to increase the takeoff weight of available B-36s without compromising safety USAF engineers arguing that the structural integrity of some of the aircraft's new components was unknown. Takeoff weight was raised to 370,000 pounds in June 1952. But still cautious, the Air Force's authorization covered only B-36s that already had somewhat stronger landing gears.
The prototype, designated YB-36J, first flew in July 1953. This flight was swiftly followed by the September flight of the first B 36J production model. The latter was immediately accepted by the Air Force.
SAC received its full contingent of B-36Js in less than a year.
The last 14 B-36Js entered the operational inventory as lightweight B-36J 111s. In contrast to other B-36 featherweights (modified after production), Convair made all necessary changes before completing the aircraft. This delayed delivery for a month (too short to disrupt SAC's plans) and saved more than $100,000.
SAC had no critical problems with the B-36Js. For that matter, the entire B-36 fleet showed improvement, largely because of Project SAMSAC. This program, initiated in 1953, required the cyclic reconditioning of all operational B-36s (215 as of September 1954) and constantly tied up 25 aircraft in depots. Yet, the intensive maintenance paid off for both the older B-36s and the latest and final B-36Js. In the same vein, the crew to aircraft ratio (too low for many years) began to improve as the number of combat ready crews grew steadily.
The Air Force accepted 28 B-36Js in fiscal year 1954- 2 in September 1953 and 2 in October, 3 each month from November 1953 through March 1954, none in April, 4 in May, and 5 in June. Five more B-36Js were accepted in FY 55- 4 in July 1954 and, 1 in August.
The Air Force received the last B-36J on 10 August and delivered it 4 days later to the 42d Heavy Bomb Wing at Loring AFB.
The B-36J cost half a million dollars less than the preceding B-36H airframe, $1,969,271; engines (installed), $639,651; propellers, $214,186; electronics, $77,691; ordnance, $32,036; armament, $707,379.
A total of 33 B-36Js were accepted, starting in 1953. Phaseout was completed in 1959.
B-36J Peacemaker
The B-36J had 2 additional tanks, 1 on the outer panel of each wing, allowing an extra fuel load of 2,770 gallons. It also had a much stronger landing gear, permitting a gross takeoff weight of 410,000 pounds. This had long been a SAC goal. The Air Force and Convair as early as 1952 discussed how to increase the takeoff weight of available B-36s without compromising safety USAF engineers arguing that the structural integrity of some of the aircraft's new components was unknown. Takeoff weight was raised to 370,000 pounds in June 1952. But still cautious, the Air Force's authorization covered only B-36s that already had somewhat stronger landing gears.
The prototype, designated YB-36J, first flew in July 1953. This flight was swiftly followed by the September flight of the first B 36J production model. The latter was immediately accepted by the Air Force.
SAC received its full contingent of B-36Js in less than a year.
The last 14 B-36Js entered the operational inventory as lightweight B-36J 111s. In contrast to other B-36 featherweights (modified after production), Convair made all necessary changes before completing the aircraft. This delayed delivery for a month (too short to disrupt SAC's plans) and saved more than $100,000.
SAC had no critical problems with the B-36Js. For that matter, the entire B-36 fleet showed improvement, largely because of Project SAMSAC. This program, initiated in 1953, required the cyclic reconditioning of all operational B-36s (215 as of September 1954) and constantly tied up 25 aircraft in depots. Yet, the intensive maintenance paid off for both the older B-36s and the latest and final B-36Js. In the same vein, the crew to aircraft ratio (too low for many years) began to improve as the number of combat ready crews grew steadily.
The Air Force accepted 28 B-36Js in fiscal year 1954- 2 in September 1953 and 2 in October, 3 each month from November 1953 through March 1954, none in April, 4 in May, and 5 in June. Five more B-36Js were accepted in FY 55- 4 in July 1954 and, 1 in August.
The Air Force received the last B-36J on 10 August and delivered it 4 days later to the 42d Heavy Bomb Wing at Loring AFB.
The B-36J cost half a million dollars less than the preceding B-36H airframe, $1,969,271; engines (installed), $639,651; propellers, $214,186; electronics, $77,691; ordnance, $32,036; armament, $707,379.
A total of 33 B-36Js were accepted, starting in 1953. Phaseout was completed in 1959.
J
jeroen1971
Guest
Nou okee dan, je krijgt extra punten voor de ongelovelijke snelheid :S
ik zocht eigenlijk de naam: "The Consolidated-Vultee (later Convair) B-36 Peacemaker " ;-)
ik zocht eigenlijk de naam: "The Consolidated-Vultee (later Convair) B-36 Peacemaker " ;-)
J
jeroen1971
Guest
In dat geval is het de TU-91 "boot".
Erg vreemde kist, en ook lastig te vinden
...even op zoek naar een nieuwe opdracht...
Erg vreemde kist, en ook lastig te vinden
...even op zoek naar een nieuwe opdracht...
J
jeroen1971
Guest
Deze is nog niet langsgekomen (volgens de zoekfunctie dan).
Ik ben benieuwd hoe lang het duurt voordat deze geraden wordt :-(
Ik ben benieuwd hoe lang het duurt voordat deze geraden wordt :-(
prop-er
Forum veteraan
J
jeroen1971
Guest
Damn,... stomme zoek functie (zal wel aan mij liggen ;-) )
Maar na even de zoekfunctie te hebben getest lijkt de volgende me nog niet genoemd:
En alweer,... ik ben benieuwd :-D
Maar na even de zoekfunctie te hebben getest lijkt de volgende me nog niet genoemd:
En alweer,... ik ben benieuwd :-D
prop-er
Forum veteraan
Martin XB-51
The Martin XB-51 was a ground attack aircraft designed to a 1945 United States Army Air Forces requirement, and originally designated XA-45. The "A" ground attack classification was eliminated the next year, and the XB-51 designation was assigned instead. The requirement was for low-level bombing and close support.
Design and development
The resulting design, first flying on October 28, 1949 was (unusually for a combat aircraft) fitted with three engines, General Electric J47s in this case; one at the extreme tail with an intake at the base of the tailfin, and two underneath the forward fuselage. The wings, swept at 35° and with 6° anhedral, were equipped with variable incidence, leading-edge slots, full-width flaps and spoilers instead of ailerons. The main landing gear was dual sets of wheels in tandem in the fuselage, similar to the B-47 Stratojet, with outrigger wheels at the wingtips. The aircraft was fitted with a rotating bomb bay, a Martin trademark; bombs could also be carried externally up to a maximum load of 10,400 lb (4,700 kg), although the specified basic mission only required a 4,000 lb (1,800 kg) bombload.
Testing
In 1950, the United States Air Force issued a new requirement based on early Korean war experience for a night intruder/bomber to replace the A-26 Invader. The XB-51 was entered, as well as the Avro Canada CF-100 and the English Electric Canberra. The Canberra and XB-51 emerged as the favorites. The XB-51 was a highly maneuverable aircraft at low level, and substantially faster than the Canberra. However, its load limiting factor of only 3.67 g (36 m/s²) restricted tight turns, and the XB-51's endurance was substantially poorer than the Canberra's; this latter proved to be the deciding factor. Additionally, the tandem main gear plus outriggers of the XB-51 was thought unsuitable for the requirement to fly from emergency forward airfields. The Canberra was selected for procurement and the XB-51 program ended. Martin did not end up the loser, however, for they were selected to build the 250 Canberras ordered under the designation B-57A.
Flight testing for research purposes continued after program cancellation. The second prototype crashed on 9 May 1952 during low-level aerobatics. The other aircraft continued to fly, including appearing in the film Towards the Unknown, until it crashed during takeoff on 25 March 1956.
The Martin XB-51 was a ground attack aircraft designed to a 1945 United States Army Air Forces requirement, and originally designated XA-45. The "A" ground attack classification was eliminated the next year, and the XB-51 designation was assigned instead. The requirement was for low-level bombing and close support.
Design and development
The resulting design, first flying on October 28, 1949 was (unusually for a combat aircraft) fitted with three engines, General Electric J47s in this case; one at the extreme tail with an intake at the base of the tailfin, and two underneath the forward fuselage. The wings, swept at 35° and with 6° anhedral, were equipped with variable incidence, leading-edge slots, full-width flaps and spoilers instead of ailerons. The main landing gear was dual sets of wheels in tandem in the fuselage, similar to the B-47 Stratojet, with outrigger wheels at the wingtips. The aircraft was fitted with a rotating bomb bay, a Martin trademark; bombs could also be carried externally up to a maximum load of 10,400 lb (4,700 kg), although the specified basic mission only required a 4,000 lb (1,800 kg) bombload.
Testing
In 1950, the United States Air Force issued a new requirement based on early Korean war experience for a night intruder/bomber to replace the A-26 Invader. The XB-51 was entered, as well as the Avro Canada CF-100 and the English Electric Canberra. The Canberra and XB-51 emerged as the favorites. The XB-51 was a highly maneuverable aircraft at low level, and substantially faster than the Canberra. However, its load limiting factor of only 3.67 g (36 m/s²) restricted tight turns, and the XB-51's endurance was substantially poorer than the Canberra's; this latter proved to be the deciding factor. Additionally, the tandem main gear plus outriggers of the XB-51 was thought unsuitable for the requirement to fly from emergency forward airfields. The Canberra was selected for procurement and the XB-51 program ended. Martin did not end up the loser, however, for they were selected to build the 250 Canberras ordered under the designation B-57A.
Flight testing for research purposes continued after program cancellation. The second prototype crashed on 9 May 1952 during low-level aerobatics. The other aircraft continued to fly, including appearing in the film Towards the Unknown, until it crashed during takeoff on 25 March 1956.
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