Tacamo Aircraft

Tacamo Aircraft - At the same time, as the Navy itself has noted, the C-130J-30 platform does immediately open up the ability to use a larger number of air bases, airports, and airfields, including austere ones that the E-6B cannot operate from. This could be very useful in a contingency scenario where an opponent may have destroyed or otherwise rendered unusable many well-established bases, as well as larger secondary dispersal sites, which include large commercial airports. Being able to fly from smaller, tertiary locations could help to ensure that the TACAMO mission continues without significant disruption under such circumstances. This is also true during peacetime as targeting the TACAMOs on the ground would be much harder if they could easily operate from and sit alert at a much larger number of airports.

The maintenance concept is "O" to "D" for most components, with Contractor Logistic Support (CLS) from Boeing ,Seattle. There is limited "I" level support for mission equipment, and is expected to go away with the introduction of new mission avionics. Under the Integrated Maintenance Concept, as much as possible, airframe work done in field; CLS for airframe and flight deck avionics and Navy support for mission avionics.

Tacamo Aircraft

The C-130J is the latest model in the famous Hercules family, a large number of variants of which certainly do remain in widespread service across the U.S. military. The Navy itself operates a relatively small fleet of older C-130T cargo planes, some of which have received eight-bladed NP2000 propellers and associated engine upgrades in recent years. There is also now the lone C-130J, nicknamed Fat Albert, assigned to the service's Flight Demonstration Squadron, better known as the Blue Angels.

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All told, crafting a new TACAMO aircraft based on the C-130J-30 to replace existing E-6Bs would trade a certain amount of performance for being more flexible, adaptable, sustainable, and readily maintainable. The C-130J's ability to loiter for long periods of time and the robustness of its airframe will also come in handy.

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East Coast Alert * Patuxent River, MD

Specifications Primary Function Airborne command post for fleet ballistic missile submarines Contractor Boeing Unit Cost $ 141.7 million Propulsion Four CFM-56-2A-2 High bypass turbofans Length 150 feet, 4 inches (45.8 meters) Wingspan 148 feet, 4 inches (45.2 meters) Height 42 feet 5 inches (12.9 meters) Weight Max gross, take-off: 341,000 pounds (153,900 kg) Ceiling Above 40,000 feet Speed 522 knots, 600 miles (960 km) per hour Crew 14 Range 6,600 nautical miles (7,590 statute miles, 12,144 km) with 6 hours loiter time Armament None

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CFCTS provides ground training to pilots, navigators and flight engineers for initial qualification, refresher, instructor basic and upgrade, instrument ground school and basic flight engineer, utilizing instructor-based training, computer-based training and the OFTs. Flight training of the pilots (transition and in flight refueling) is accomplished in the TC-18F IFTs utilizing Navy instructor pilots and Navy and contractor instructor flight engineers.

In 1989, the Navy began replacing the remaining EC-130Qs with the E-6A Mercury. The service subsequently upgraded those aircraft to E-6B standard, at which time they also assumed the role of providing aerial command and control support for the Air Force's intercontinental ballistic missile (ICBM) and nuclear-armed bomber forces. Until 1998, the Air Force has flown its own EC-135C Airborne Command Post (ABNCP) aircraft, also known by the nickname Looking Glass, in this role.

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The US Navy decided to acquire the C-130J-30 Super Hercules as a platform for communicating with its deployed ballistic-missile submarine force as Admiral Charles Richard, commander, US Strategic Command, revealed during a webinar on 5 January 2021.

Command Post Modification

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The Airborne Launch Control System (ALCS) operates through the Ultra High Frequency (UHF) Communications, Command and Control (C3) radios, enabling the E-6B to function as an Airborne Launch Control Center.  The ALCS system allows determination of missile status in silos, launch, or change in missile assignments.

NTSU provides Airborne Communications Officer (ACO) and Aircrew (TACAMO Operator, Inflight Technician, Reel Operator) ground training. NTSU also provides squadron personnel Organizational ("O") level maintenance training on the E-6 aircraft and all subsystems and "O" and Intermediate ("I") level training on the Mission Avionics System (MAS) equipment.

"The C-130 is currently extensively fielded within the Department of Defense, and deployed at various bases that create operation, training and logistics support synergies for TACAMO execution," it continued. "Lockheed Martin already has an established domestic production line that has the ability to produce test units for PMA271 [NAVAIR's Airborne Strategic Command, Control and Communications Program office] that will enable acceleration of the risk reduction and subsequent engineering and manufacturing development test program."

E- Mercury Tacamo

The E-6A had its beginnings in studies at the Naval Air Development Center, Warminster, Pa., looking for an expanded capability airframe for the TACAMO role. Among several turbofan-powered jet transports, the basic Boeing 707-320B was particularly attractive because of the availability of the hardened E-3A airframe in production. Higher bypass ratio, more fuel efficient GE-SNECMA CFM 56 engines were being retrofitted to various first-generation, four-jet commercial transports and would enhance the performance of a TACAMO version. Space and weight-carrying capability would accommodate the various communications systems of the EC-130 TACAMO aircraft, including the long trailing very low frequency antenna and its extension/retraction system.

The sixteen E-6s are assigned to the Commander Strategic Communications Wing (CSCW) 1, based at Tinker AFB (OK). The wing is operating three squadrons of E-6Bs, Fleet Air Reconnaissance Squadron (VQ) 3 Ironman, VQ-4 Shadows and VQ-7 Roughnecks. VQ-3 keeps detachments at Travis AFB (CA) and Offut AFB (NB) while VQ-4 keeps a detachment at NAS Patuxent River (MD). The latter is assigned to Air Test and Evaluation Squadron (VX) 20 Force.

On 18 December 2020, the US Naval Air Systems Command TACAMO Program Office (PMA-271) issued a Request for Information to industries. That was followed by an announcement that the US Navy “intends to negotiate and award sole-source contracts to Lockheed Martin Corporation, Marietta (GA). This lead to the procurement of three C-130J-30 airframes in fiscal 2022/2023 for testing and analysis. The rugged C-130J is able to operate world-wide from airstrips to airfields and is in such way built, that they are able to suffer the aforementioned stress.

In the TACAMO role, the E-6 flies independent random operations from various deployed sites for approximately 15 day intervals. Each deployed crew will be self-supporting except for fuel and perishables. The mission requires a 24 hour commitment of resources (alert posture) in the Atlantic and Pacific regions.

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Subsequent to a year of in-depth analysis under Navy tasking, Raytheon E-Systems  (RESY) is designing the E-6B Command Post Modification that will provide performanceimprovements and avionics enhancements for the E-6A Take Charge and Move Out (TACAMO)aircraft.  The E-6B program has been established to upgrade TACAMO operationalcapabilities and cross-deck a subset of the Strategic Command’s (STRATCOM’s)EC-135 Airborne Command Post (ABNCP) equipment to the E-6A aircraft.   The modifiedaircraft (E-6B) will be capable of performing both the TACAMO and ABNCP missions. The E-6B Command Post Modification will enable STRATCOM to perform current and projectedTACAMO and ABNCP operational tasking, using the dual mission E-6B, effectively andreliably through the twenty-first century.RESY will perform integration and installation of several systems into the E-6 aircraft:

It's certainly worth pointing out that the E-6Bs, conversions of what were some of the last and most modern 707 airliners built, were larger and higher performance platforms than the EC-130Qs. The C-130J-30 is certainly a more capable aircraft than the C-130H on which the EC-130Q was based, but it won't have the base speed and altitude capabilities of an airliner-sized multi-engine jet. Compared to the Mercuries, any TACAMO-configured C-130J-30 would not be able to get on station as quickly, or fly as high, limiting its ability to get above bad weather or establish a better line of sight for its communications systems.

Naval Air Systems Command (NAVAIR) revealed the results of its so-called "analysis of alternatives" in a notice it issued on Dec. 18, 2020. That posting on the U.S. government's official contracting website beta.SAM.gov also announced the service's intent to acquire up to three C-130J-30s for TACAMO test purposes via a sole-source deal with Lockheed Martin, the aircraft's manufacturer.

Orbit Improvement Program

With the Navy order for TACAMO versions of the 707-320B airframe, the E-6A designation was assigned for these airframes, to be built on the E-3A line. At the same time, C-18 series and E-8A designations were assigned to ex-airline 707-320Bs purchased and modified as test aircraft, both for airborne range instrumentation duties and the JSTARS (joint surveillance target attack radar) program. The former, as EC-18Bs, feature a bulbous nose radome, while the latter carry an elongated under-fuselage radome for a multimode side-looking radar.

TACAMO is an absolutely vital mission for ensuring the credibility of America's nuclear deterrent. It is part of a larger command and control infrastructure designed to make sure the U.S. government can launch a massive nuclear retaliatory strike no matter what the circumstances, even in the event of a surprise attack.

The TACAMO aircraft are equipped with a long trailing wire antenna used to relay very-low-frequency radio messages to submerged ballistic-missile submarines. The airframes go through considerable stress as they maintain high angle of bank for long periods to maintain tight orbits to wind the trailing-wire antenna into a vertical position, needed for the radio waves to penetrate the water most effectively.

The new flight profiles and structural characteristics that the E-6A introduced to the 707-320 airframe did result in some unanticipated development challenges. Their resolution will provide the necessary survivable strategic command link to the submarine-launched leg of the strategic nuclear triad well into the future. Besides the command link to the ballistic missile submarines, the E-6A TACAMO aircraft is involved in a joint mission, to provide the vital communication link from the National Command Authority (NCA) to all strategic forces. By 1998, after completion of extensive modifications, it will also provide an Airborne Command Post for United States Command in Chief for Strategic Forces (USINCSTRAT) and theater CINCs.

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These VLF antennas are essentially lengthy wires – just over five miles long in the case of the E-6B – that trail behind the aircraft. The plane then flies in a series of tight circles, causing the line to spiral down toward the surface for optimal performance. You can read more about how all this works in this previous War Zone story.

Following Boeing's prototype four-jet transport, widely publicized as the first of the 707 series, the Air Force ordered the first production models as KC-135 tanker transports. Much modified and adapted, these still serve the Air Force, and two were transferred to the Navy in the late 1970s for use in the electronics support role. Similar in appearance, but considerably redesigned, the first 707-120 airline transports rolled off Boeing's production lines in 1957. By the time these were in service, the larger 707-320 series was following, designed for long range transoceanic service. Both models soon received turbofan engines in place of their original jets. The Navy's E-6A is the final derivative of the 707-320 series to be added to the production line, joining its better known E-3A Sentry AWACS (airborne warning and control system) predecessor.

A C-130J-30 configured for the TACAMO mission would certainly have a mid-air refueling capability and the Hercules is already a platform that has demonstrated the ability to loiter over particular areas for long periods of time. Unlike the Boeing 707, the C-130J is still in production, as well, meaning that TACAMO aircraft based on this plane would be inherently easier to maintain and support logistically, and may also be easier to convert to this specialized configuration begin with. As time goes on, the J looks set to increasingly become the default base C-130 model across the U.S. military, as well. Compared to the long out of production 707-based E-6, support for the C-130J is already distributed across the U.S., and beyond. Training C-130J crews is even an easier proposition.

The Navy's first four TACAMO aircraft, which entered service in 1963, were actually conversions of C-130 airlifters originally destined for the Air Force. The service had supplemented these EC-130Gs with an additional eight EC-130Q aircraft by the end of the decade. At that time, these aircraft were only intended to act as airborne command and control centers to support ballistic missile submarine operations.

The C-130J-30 is an extended length version of the standard C-130J that is 15 feet longer, overall. This increased "usable space (two more pallets of equipment) in the cargo compartment," according to the Lockheed Martin website.

Based on the study results, the TACAMO replacement program got under way; the first two of a planned buy of 16 were ordered in 1984. Unusual was the concept that major components of the communications systems in squadron EC-130s would be removed and reinstalled in the E-6As as they were completed. Many features of the E-3 airframe were retained, including the in-flight refueling receptacle for the flying boom refueling system located at the top of the fuselage aft of the cockpit. A forward cargo door, as on commercial air freight transports, was installed for purposes of transporting major spare components to remote sites.

It's also interesting to note that the Air Force, in cooperation with the Navy, had explored the potential of acquiring a single aircraft, or at least a common base aircraft, to perform the missions of the E-6B, as well as the Boeing 747-based E-4B Nightwatch National Airborne Operations Center (NAOC) and the Boeing 757-based C-32A Air Force Two executive transport aircraft. That program had been known as NEAT, a nested acronym combining NAOC, Executive Airlift, ABNCP, and TACAMO.

In the ABNCP role, as directed by USSTRATCOM, two aircraft are flown to Offutt Air Force Base (AFB) to embark the battle staff and the ALCS components and will be placed in an alert status. Maintenance of the systems is performed by the standard compliment of squadron ground and in-flight technician personnel with the exception of the ALCS which was maintained by the Air Force for eighteen months after Navy IOC.

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T 50 Aircraft

T 50 Aircraft - Plane and Pilot builds on more than 50 years of serving pilots and owners of aircraft with the goal of empowering our readers to improve their knowledge and enthusiasm for aviation. Plane and Pilot expands upon the vast base of knowledge and experience from aviation's most reputable influencers

inspire, educate, entertain and inform. The original use of Cessna's T-50s had been in a light transport role, and in 1942 the USAAF decided that these aircraft would be valuable for liaison/communication purposes and as light personnel transports. Production of this variant totaled 1,287, the aircraft being named

T 50 Aircraft

Bobcat and given the designation C-78, later changed to UC-78. In addition, a small number of commercial T-50s were impressed for service with the USAAF under the designation UC-78A. Cessna Aircraft's first twin-engined lightplane, built and flown in 1939, was a five-seat commercial transport typical of many very similar aircraft which became fairly common in the USA during the late 1930s. Designated Cessna Model T-50 by the company, it

was of low-wing cantilever monoplane configuration and of mixed construction. Wings and tail unit were of wood, the latter with fabric covering; the fuselage, however, was a welded steel-tube structure with fabric over lightweight wooden skinning. Retractable tailwheel type landing

gear and wing trailing-edge flaps were both electrically actuated. I was the student pilot of an AT-17 in Ft Sumner, NM in 1944 when I tried to take off with the wheel switch in the "UP" position. My student co-pilot and I were in a hurry to get airborne to join

a formation training flight and we ran the check list as we taxied out to the runway. It didn't work and we skidded to a stop with the wheels up. I probably would have been "washed out" if I hadn't been so

close to graduation. The Jacobs engine as described was a 245 HP engine not a 450. Also the t-50 was a lighter wing and had the wooden props, the UC 78 was a heavier wing and has the Hamilton Standart constant speed props. My father in law used

the T-50 as an instrument trainer at Kellogg field in Battle Creek in the late 40's and early fifties. Rumor has it that the aircraft would not fly on one engine. He flew a T-50 from Battle Creek to Coldwater Michigan on one engine

. This was from take off to landing. Took my CFI ME check ride in one of these. Gave some dual in a different one. What a slug ! ! ! Probably the worst plane I ever flew. Glad I flew it, though, just to be able to say that I did it

. Hello How Are You Doing..? I Am Mr Shelton And Would Like To Order For Propellers..I Will Like To Know The Types And Prices Of Then..Also I Will Like To Know The Method Of Payment You Accept..Waiting Regards Shelton

Took my advanced flight training in this bird at Douglas AAFAZ, right on the mexican border. Graduated in June of '44. Don't remember too much about the airplane, but I sure remember the border town Agua Prieta, Mexico. There was no

vice those folks down there couldn't be satisfied. I graduated from Advanced at Pecos ,Texas training in this very easy to fly aircraft. It had wooden props that were not constant speed and was not too useful in preparing me for my assignment to the Troop Carrier Command where I was flying C46's.

The second requirement was for the US Army Air Corps which, in late 1940, contracted for the supply of 33 T-50s for service evaluation, allocating to them the designation AT-8. These were powered by two 220kW Jacobs R-680-9

radial engines, but service trials showed that these were unnecessarily powerful for use in a two-seat trainer, and when in 1941 the first real production contracts were placed, less powerful engines by the same manufacturer were specified.

In the period 1942-3, the US Navy had a requirement for a lightweight transport aircraft to carry ferry pilots between delivery points and their home bases, as well as for the movement of US Navy flight crews. This led to the procurement of 67 aircraft

, generally similar to the UC-78, which entered service under the designation JRC-1. Many examples of USAAF Bobcats remained in service for two or three years after the end of World War II. The USAAF's requirement for the two-seat conversion trainers had been difficult to predict, and when it was discovered in late 1942 that procurement contracts very considerably exceeded

the training requirement, Cessna was requested to fulfill the outstanding balance of the AT-17B and AT-17D models as UC-78B and UC-78C Bobcats respectively. Both were virtually identical, but differed from the original UC-78s by having two-

blade fixed-pitch wooden-propellers and some minor changes of installed equipment. Production of these two versions amounted to 1,806 UC-78Bs and 327 UC-78Cs. In 1963 I obtained a multi engine certificate in one of these. When the instructor was simulating engine out procedures, I could not hold the airplane straight with one foot on the rudder pedals. It took two feet on one rudder pedal to keep the airplane in

control. Also, being too beg for most hangars, they sat outside which brought about their short flying lives. In 1963 I obtained a multi engine certificate in one of these. When the instructor was simulating engine out procedures, I could not hold the airplane straight with one foot on the rudder pedals. It took two feet on one rudder pedal to keep the airplane in

control. Also, being too beg for most hangars, they sat outside which brought about their short flying lives. I have a A-17 wooden propeller, 8 hole bolt pattern. dark wood , think it is mahogany or walnut, made by hartzell. stamped on it is: SR NO. 22251, Airplane A-17, Engine R-755. It measures

90" in length. The Edge gaurds appear to be brass or similar metal. This prop is in pretty good condition. , does anyone know about what this is worth, thinking about putting it up for auction after doing a little more researching.

In 1940 the military potential of this aircraft, as a trainer suitable for the conversion of pilots from single-engine to twin-engine types, became apparently almost simultaneously to two North American nations. First was Canada, which required a machine of this type for

The Commonwealth Joint Air Training Plan, and 550 aircraft were supplied under Lend-Lease, these being designated Crane 1A. The initial production version, designated AT-17, was equipped with Jacobs R-755-9 engines driving wooden propellers. A total of 450 was built, and these aircraft were followed into production by 223 of the generally similar AT-17A, which differed

by having Hamilton-Standard constant-speed metal propellers. The later AT-17B (466 built) had some equipment changes, and the AT-17C (60 built) was provided with different radio for communications.

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T39 Aircraft

T39 Aircraft - All countries represented in our database are included in this selection menu, which is updated automatically as the database grows. There must be at least 20 photos from a specific airport in the database before that airport is added to this list.

The Keywords field is ideal for searching for such specifics as aircraft registrations, photographers' names, specific airport/city names, specific paintschemes (i.e. 'Wunala Dreaming'), etc.To use the Keywords field, begin by selecting a Keyworld search field. You may select either a specific database field (airline, aircraft, etc.), or choose to match your keyword to all database fields.

T39 Aircraft

Please note that, due to space constraints, this menu includes only airlines of which 10 or more photos exist in our database. If the airline you're searching for is not in this list, use the 'Keywords' field further down in the search menu.

The 'Keywords' field is perhaps the most useful field included in our search engine.Using this field, you may search for any word, term, or combinations of terms in our database.Every photo field is covered by the Keywords search routine.

This pulldown menu, in addition to each photographer available as a search limiter, also shows the number of photos currently in the database for each specific photographer, enclosed in brackets. For example, an option of:- Paul Jones [550].. indicates that there are 550 total photos taken by Paul Jones currently in the database.

Additionally, decade ranges (1990-1999, etc.) are available as selections in this menu. Selecting a decade range will show all photos matching your other search criteria from the selected decade.The 'All Years' selection is the default selection for this option.

Next, select a Keyword limiter. There are three options from which to choose:- is exactly- starts with- containsSelect the appropriate limiter for your search, then enter the keyword(s) you wish to search in the box on the right.

Some menu selections include a generic aircraft model, as well as more specific variants of that airliner. These variants are denoted by a - before the aircraft name. If you are looking for photos of a specific aircraft type, use this menu.Please note that, due to space constraints, this menu includes only some of the more requested aircraft in our database.

If the aircraft you're searching for is not in this list, use the 'Keywords' field further down in the search menus. This pulldown menu, in addition to each year available as a search limiter, also shows the number of photos currently in the database for each specific year, enclosed in brackets.

For example, an option of:- 2003 [55000].. indicates that there are 55,000 total photos taken in the year 2003 currently in the database.*Note: The total number of photos, enclosed in brackets, is updated four (4) times hourly, and may be slightly inaccurate.

Selecting 'Boeing 747,' for example, will show results featuring all Boeing 747 jetliners in our database, while selecting '- Boeing 747-200' will show all Boeing 747-200 variants in our database (Boeing 747-200, Boeing 747- 212B, Boeing 747-283F, etc.)

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Tactical Aircraft Maintenance Air Force

Tactical Aircraft Maintenance Air Force - Crash Recovery/Wheel and Tire: Crash Recovery duties require technicians to be available to respond to any in flight emergencies or crashes. Most of the time, they tow the aircraft back up to the flight line from the end of the runway.

These technicians also replace and rig crucial safety of flight components like flight controls, air inlet ramps, landing gear, canopies, and other cable systems like nose wheel steering or start handles. As you can imagine, keeping an aircraft worth hundreds of millions of dollars in tip-top shape is a complex process.

Tactical Aircraft Maintenance Air Force

Serious teamwork between airmen in several different Air Force Specialty Codes (AFSC) is vital to make it happen. The cool thing about this career field is that it is specialized to the point that you get to maintain military fighter aircraft, but you are still maintaining aircraft.

Civilian Careers Related To Tactical Aircraft Maintenance

Every major city in the world has an airport, and they need people to work on airplanes. If you are stationed at a base that deploys on a regular cycle, find out how often you can expect a deployment.

For my first base, our cycle was every two years. 6 months is a long time to be gone, but it is where you will get a lot of valuable experience and sharpen your skills as a maintainer.

1530 – After getting your tools turned in, you check out with your flight chief to see if there is anything for you. He reminds you that you have a computer based training that you need to knock out.

1000 – STEPS! You're notified that your pilot has stepped. You finish breaking the jet down, unpin the ejection seat. The pilot shows up, you greet him and hand him the forms. He's pretty chill but he's too cool for small talk.

Deployments/Tdys Tactical Aircraft Maintenance

It involves supervising flight and crew chiefs, conducting quality assurance tests and overseeing maintenance support functions. In many respects, this role is as important to the successful deployment of Air Force aircraft as the pilots who fly them.

1430 – Your turnover shows up to relieve you. You give him any details about the jet he needs to know about and any hip pocket items that you found on your inspection that need to be addressed.

You push your tools into support. Most Aircraft Maintenance Units will go on multiple TDYs every year. This stands for temporary duty. These typically include trips to other Air Force Bases throughout the world, and they are a great opportunity to travel.

Also, do not feel limited to aircraft maintenance when you decide to pursue a civilian career. You are a marketable veteran that can use your leadership, time management, attention to detail, production processes skills to land a good job.

Job Description Tactical Aircraft Maintenance

Air Force recruiting literature states that anyone interested in "aircraft, electronics, computer science, engineering, maintenance, and repair, [or] physics" may find this career engaging. But regardless of their interests, before enlisting, recruits must graduate high school and pass the Armed Services Vocational Aptitude Battery (ASVAB) with a qualifying Air Force mechanical score of 47 or higher.

1600 – You get logged in on a computer to do your training so you don't get in trouble. You get bitter because of the administrative work you have to knock out after spending your whole day on the flight line.

In addition, these airmen remove and install aircraft components, conduct functional tests of repaired components and systems and adjust, align and rig aircraft systems. It's up to them to supervise aircraft being jacked, lifted or towed.

1245 – Now it's go time. You must get your aircraft turned for the next go. You perform a thruflight inspection which includes, oil and hydraulic servicing, tire changes if needed, refuel, and any major safety of flight conditions that may need to be addressed.

Professionalism Tactical Aircraft Maintenance

Network: If you are busting your ass at work most people are going to like you because you're a get it done kind of maintainer. Network with your peers and supervisors to get to know them at a little more personal level.

You never know how these friendships could come in handy. Remember, keep it professional. Following a career in the Air Force, crew chiefs may work as aircraft and avionics equipment mechanics or technicians, although the Bureau of Labor and Statistics predicts that field will grow "slower than average" through 2020. This may be one of those fields where,

if you enjoy the military, a 20-year hitch to retirement isn't such a bad idea. There is a long list of responsibilities for these airmen, which varies slightly depending on where they're stationed and what aircraft they're assigned.

But in all circumstances, aircraft maintenance specialists perform end-of-runway, post-flight, preflight, thru-flight and phase inspections. Education: Pursuing an educational goal while you're working on the flight line will set you apart from your peers when it comes to performance reports.

Certifications And Career Outlook

Consider a degree path that relates to the job you're doing. So enjoy your time in Texas. Use the weekend to go out with friends or classmates to do something fun. I recommend going to Wichita Mountains for a day trip or going to Dallas for a sports event.

Those assigned to work on F-16 fighter jets, for example, move on to Luke Air Force Base in Arizona to finish training. Alternatively, airmen chosen to work on the F-35 may find themselves concluding training at Eglin Air Force Base in Florida.

But, again, course length may vary. You may get picked on, you may get made fun of, but it is used as a learning tool so you will not keep making the same mistakes. Take everything with a grain of salt and don't make the same mistake twice.

0700 – Roll call. Your bitter flight chief will call out training that everyone has gone overdue on and your 7 levels will give out assignments for the day. You get assigned to a "flyer" and are expecting 1000 steps.

Maintenance Support Functions: Maintenance Support Technicians work in the support section. They maintain support equipment, perform tool inventories, inspect consolidated tool kits, deal with disposal of hazardous waste, and pack up cargo for TDY's and Deployments.

They come to work to do just that… work. If there isn't any work to be done or there is down time while their jet is in the air, they'll study technical data to increase their system knowledge of their assigned airframe.

Tactical aircraft maintenance specialists spend the requisite 7.5 weeks in basic training (also known as boot camp) and participate in Airmen's Week. Then they go to Sheppard Air Force Base in Wichita Falls, Texas for technical training.

0800 – You got your tool box pushed out to your jet. You start to look it over, review the forms and hope you don't find anything messed up before the fly day. You remove the covers and set it up for a launch.

If you have time, you spend a good amount of time cleaning it. Knowledge of principles applying to aircraft systems, concepts and application of maintenance directives and data reporting and using technical data are all required and will be key parts of technical school training.

You'll also need to know Air Force supply and deficiency reporting procedures and proper handling, use, and disposal of hazardous waste and materials. So take notes and outline the material in a notebook the day before it is covered in a lecture.

They forced us to do this when I was coming through and it honestly helped me a lot. You get exposed to the material 3x. (Reading it, writing it, and hearing it) If you are single, volunteer to go on every deployment that you can.

Sometimes they can come up at a moment's notice. Your pay is tax free, you could earn danger zone pay, and you can spend the time deployed to improve yourself by hitting the gym hard, hitting college hard, and you'll make lifelong friends in the process.

It's hard to say how long the rest of a crew chief's initial schooling takes. This official fact sheet from the Air Force claims initial training at Sheppard lasts close to three months, but that may not include training on a specific aircraft.

0900 – You head to FOD walk. A crusty TSgt has emerged from his office for the first time in weeks to lead it. You walk the entire flight line looking for Foreign Objects (FOD). The crew chiefs walk under the jets like always while the other shops walk in front and behind the aircraft.

As a new Airman, there are a few different career paths that you could take. The most common one is a flight line crew chief. That is what I described above. This is what people think of when they hear of crew chiefs.

Work Ethic: Work while you're at work! Do not spend an extended amount of time on your phone at work, and if there is any maintenance going on, be a part of it. ESPECIALLY, if you have never done the task before.

Become an expert Airman by learning how to do your job better than anyone else. If there is down time, study technical data to increase your system knowledge. If you have read through this article and think you have what it takes to be a Tactical Aircraft Maintainer, this career might be a good choice for you.

Check out What You Should Know Before Deciding to Join the Military before you head out to the recruiter's office. In that group, the tactical aircraft maintainers are commonly known as "crew chiefs" because they're generalists who coordinate the aircraft's care and call in the specialists (like avionics or propulsion technicians) when they find a problem.

In other words, if the jet were a patient in a hospital, the crew chief would be his primary doctor, coordinating with specialists in radiology, psychology, and the like as needed.

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T 28 Aircraft

T 28 Aircraft - Jet-powered aircraft were in service and the T-28 was the first trainer designed to train pilots to fly those early jets. The initial version of the Trojan, the T-28A, was powered by an air-cooled 900 horsepower Wright R-1300-1 Cyclone radial seven piston engine turning an Aeroproducts two bladed propeller.

The four-stack exhaust configuration of the T-28A resulted in the A model never sounded like it was running smoothly, but that didn’t stop the USAF from taking delivery of some 1,194 T-28As between 1950 and 1953.

T 28 Aircraft

Bill Walton is a lifelong aviation historian, enthusiast, and aircraft recognition expert. As a teenager Bill helped his engineer father build an award-winning T-18 homebuilt airplane in their up-the-road from Oshkosh Wisconsin basement. Bill is a freelance writer, screenwriter, and humorist, an avid sailor, fledgling aviator, engineer, father, uncle, mentor, teacher, coach, and Navy veteran.

Trojans For The Air Force

Bill lives north of Houston TX under the approach path to KDWH runway 17R, which means he gets to look up at a lot of airplanes. A very good thing. When during late 1947 North American Aviation (NAA) began development of what would eventually become the T-28 Trojan trainer, they could not possibly have known that their next trainer design would serve in multiple roles for more than 30 years with nearly 30 countries around the

world. NAA's previous trainer design, the hugely successful T-6/SNJ Texan, would be replaced in both United States Air Force (USAF) and US Navy/Marine Corps service by the Trojan. From Wikipedia: The North American Aviation T-28 Trojan was a piston-engined military trainer aircraft used by the United States Air Force and the United States Navy beginning in the 1950s.

Besides its use as a trainer, the T-28 was successfully employed as a Counter-insurgency (COIN) aircraft primarily in Vietnam. learn more… Saigon Nights received rave reviews from everyone involved from flying, instructing, volunteering and support services.

Looks like it will become an annual event and may grow even bigger. The turnout of Vietnam War era aircraft was amazing along with the generous camaraderie of sharing flight time in the Cobra and Loesch helicopters.

Bill Walton

In USAF Air Training Command (ATC) service the T-28A was reported to be somewhat sluggish in flight but honest, predictable, and generally easy to fly and maintain. During the mid-1950s with the USAF transitioning to jets the Air National Guard (ANG) began flying T-28As while runways were being built to accommodate the new jets.

Replaced in the USAF pilot training role by the combination of the piston-engine Beech T-34 Mentor and the jet-powered Cessna T-37 Tweet, Air Force T-28As were all but retired by the end of the 1950s with many stored in

the desert outside Tucson in Arizona. Jim Rohlf (far right) standing next to his Skyraider, Naked Fanny. Photo below of Jim flying the A-1 with wingman Jason Rohlf in the Spooky. Visit their website detailing their non-profit Aviation Heritage Foundation "preserving aviation history."

https://www.warbirdsflyhere.com/ Meanwhile the Navy was looking at the T-28 but with significant changes to the power plant. Navy T-28B and T-28C variants would be powered by the beefier air-cooled 1,425 horsepower Wright R-1820-86A or -9HD Cyclone radial nine piston engine turning a three-bladed Hamilton Standard propeller.

T- Trojan History

The T-28B flew for the first time on April 6th 1953. Weighing in at a little more than 8,000 pounds the Bravo was capable of 300 knots (346 miles per hour) and a service ceiling of 37,000 feet.

The first T-28 prototype was actually designated XSN2J-1 - later changed to XT-28. This development of the T-6 was configured as a taildragger like the T-6, but all subsequent prototype and production T-28s were equipped with tricycle landing gear.

The XT-28 first flew on September 24th 1949. Subsequent USAF suitability testing, performed at Eglin Air Force Base (AFB) by the 3200th Fighter Test Squadron during mid-1950, resulted in contracts being issued for the first of what would become a total

of 1,948 T-28 airframes (all models) built between 1950 and 1957. This event was a mix of honoring Vietnam Veterans and conducting a training clinic with mixed type aircraft, challenging but a complete success. Thanks to Vincent and Megan Hill for hosting it along with Scott Glover of Mid-America Air Museum.

Powering Up The Navy Trojan

Many thanks extended to the following folks, too numerous to mention all, Gary Worthy, Andrew Kiest, Kelly Mahon, John McCullagh, Jim Rohlf and Jason Rohlf of Aviation Heritage Foundation, Jeremy Reiley, Hunter and Devyn Reiley of Texas Aviation Academy, John Fester

, Collin Vaughn, Jeremy Hampton, and many more!

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Swept Wing Aircraft

Swept Wing Aircraft - Over the years, countless wing configurations have been tried and tested. Few have been successful. Learn about the different types of aircraft wing configurations and see how each wing type differs from the other, as well as the pros and cons of each.

The Cougar was the U.S. Navy's first swept wing, carrier-based, fighter jet. The XF9F-2/XF9F-3 Panther contract awarded in October of 1946 had included a clause calling for design data on a swept-wing version of that fighter.

Swept Wing Aircraft

Grumman, worried about the poor low-speed characteristics of swept-wing aircraft, prevailed upon the U.S. Navy to postpone procurement of a swept-winged version of the Panther. Development of a swept-wing Panther became more urgent as MiG-15s appeared in the skies over Korea in November of 1950. The swept-wing version of the Panther was designated F9F-6, but it was given a different name-Cougar.

Wing Structure

This continued the tradition of assigning feline names to Grumman-built fighter aircraft. It remains something of a mystery why the navy did not renumber the Cougar as the F11F-1, which was the next numerical designation available.

The aircraft wings whose leading edges are swept forward are called swept forward wings. One disadvantage of this type of configuration is that because of the flow characteristics of the wings, the outboard wings stall before the flaps.

This can cause controllability issues. Swept forward wings were therefore only used in very few aircraft, like the Grumman X-29 Switch Blade. Aircraft wings are often of complete Cantilever design. What this means is that they are built in such a way that they don't require any external bracing.

They are internally supported by structural members and the aircraft's skin. Swept wings are Mostly suitable for high speeds, like supersonic and transonic, while unswept wings work best for low speeds i.e. subsonic. Variable Sweep wings were designed to optimize flight experience over a range of speeds.

Another variant of delta wings which is popularly used in combat aircraft is the double delta. Leading edge angle of the double data is not constant but has two values. The light combat aircraft of India known as 'Tejas' uses double data wings.

Pilots undergoing stall training in jet aircraft are taught to recover at the first sign of an impending stall. Normally, this is indicated by pre-stall buffeting or by the aircraft's stick shaker, which activates at around 107 percent of the actual stall speed.

At such slow speeds, very high sink rates can develop if the aircraft pitch is decreased below the horizon, as is the normal recovery procedure in most piston-powered, straight-wing light aircraft. Therefore, at low altitudes where plenty of engine thrust is available, proper recovery in many sweptwing jets involves applying full available power on all engines, Rolling wings level, and holding a slightly positive pitch attitude.

The amount of pitch required varies by aircraft but should be sufficient to maintain altitude or begin a slight climb. The main issue that made this type of wing configuration unsuitable was that it produced wing twisting when it bent under load, putting greater stress on the wing roots.

The Sukoi Su-47 Berkut is one of the very few aircraft that used this wing. At high altitudes, where there may be little excess engine thrust available to effect a recovery using power alone, the procedure is somewhat different.

Here it may be necessary for the crew to lower the nose below the horizon in order to accelerate away from the impending stall. Some aircraft require several thousand feet or more to recover from a fully developed stall entered at high altitude.

Pilots must resist the temptation to raise the nose prematurely during recovery, since a secondary stall is likely with an increased G load experienced near the stall speed. This configuration offers highly efficient supersonic flights and has good stealth characteristics.

The only problem is that the wing loading is high which results in reduced maneuverability. The trapezoidal wing is used in the famous F-22 Raptor jet. The swept-wing version of the Panther was designated F9F-6, but it was given a different name-Cougar.

This continued the tradition of assigning feline names to Grumman-built fighter aircraft. It remains something of a mystery why the navy did not renumber the Cougar as the F11F-1, which was the next numerical designation available.

Wings are mostly constructed using aluminum but they can also be made using wood covered with fabric. Some aircraft wings are made using a magnesium alloy. In modern aircraft, stronger and lighter materials are used in wing constructions and throughout the airframe.

A Pratt & Whitney J48-P-6 turbojet engine rated at 6250 lb. thrust (dry) and 7000-lb. thrust (water injection) powered the F9F-6. It had conventional horn-balanced ailerons for lateral control and conventional tab geared elevators for longitudinal control.

Early test flights revealed that the F9F-6 had a tendency towards control reversal at high speeds, and had rather poor lateral and longitudinal control-common problems for early swept wing aircraft. The adoption of an all-flying horizontal tailplane cured the reversibility problem while the addition of "flaperon/flaperette" spoilers fitted to the upper wing surfaces solved the lateral control problems.

In normal flight, both of these spoiler sections operated as a single unit, but the flaperette section could operate independently. Large wing fences were found necessary to inhibit span-wise airflow and to preserve lateral control effectiveness.

Certain sweptwing jet aircraft are capable of entering so-called deep or super stalls, from which recovery may not be possible. Deep Stalls are the result of design characteristics that cause these aircraft to pitch up markedly after a full stall occurs.

The Disturbed airflow streaming from the stalled wing then blankets the tail, causing a loss of tailplane effectiveness. Once this happens, there is insufficient pitch control available for the pilot to lower the nose to recover.

To preclude such a situation, aircraft susceptible to deep Stalls are equipped with stick pushers that automatically do as their name implies, before the aircraft reaches a fully stalled condition. The first F9F-6 (BuNo 126670) was ready for its first flight only six months after the contract was signed.

The Cougar Flew for the first time on September 20, 1951. The National Air & Space Museum's F9F-6 (BuNo 126670) was the first Prototype built by Grumman. Short, almost vertical supports referred to as jury struts are often found on struts that are attached to the aircraft wings at a significant distance from the plane's fuselage.

They subdue strut oscillation and movement caused by the air that flows around the strut during flight. The ellipse was the shape that allowed for the thinnest possible wing, giving room inside to hold the necessary things.

In Aircrafts like the Seversky P-35, we can see a semi-elliptical wing that has a trailing or leading edge elliptical. If you are fond of airplanes or interested in learning how planes fly, you may want to learn about different types of aircraft wings or propellers used in aircrafts.

So to help you out, we are going to discuss some wing configurations, wing structure and some common types of aircraft wings. Low-speed buffet marks the Coffin corner's other "wall." It begins when the wing's angle of attack approaches its stalled condition.

This is the same kind of pre-stall buffeting that precedes a low-altitude stall in most light aircraft. At the high density altitudes associated with flight-level flying, however, low-speed buffeting will occur at higher indicated airspeeds than would be true at low altitudes.

Aircraft wings may be attached at the bottom of the fuselage, mid-fuselage or at the top. They might extend perpendicular to the fuselage's horizontal plain or can angle down or up slightly. This angle is called the wing dihedral angle and it affects the aircraft's lateral stability.

Aircraft wings are airfoils that create lift when moved rapidly through the air. Aircraft designers have created a variety of wings with different aerodynamic properties. Attached to the body of an aircraft at different angles, these wings come in different shapes.

The Elliptical wing is aerodynamically most efficient because the Elliptical spanwise lift distribution induces the lowest possible drag. However, the manufacturability of this aircraft wing is poor. One of the most famous Aircraft in which Elliptical wing was used is the Supermarine Spitfire that ruled the skies during the Battle of Britain.

Two Flying prototypes (126670 and 126672) and a Static test airframe (126671) were obtained by converting three F9F-5 airframes to the F9F-6 configuration. Work on the swept-wing Cougar proceeded quite rapidly. The first F9F-6 (BuNo 126670) was ready for its first flight only six months after the contract was signed.

The Cougar Flew for the first time on September 20, 1951. Aircraft wings lift it into the air. The particular design of the wings for any aircraft depends on several factors including the desired speed at takeoff, Landing and in flight, the desired rate of climb, use of the airplane, and size and weight of the aircraft.

For instance, the 1.3-G Buffet Boundary chart for the Boeing 737-500 aircraft shows that at FL370 and a weight of 115,000 pounds, both high- and low-speed buffet will occur at 233 KIAS while in a 1.3-G maneuver.

This obviously leaves an uncomfortably small margin for safe operation. At FL350, however, the Envelope widens considerably. Low-speed buffet occurs at 220 KIAS, while 259 KIAS marks the high-speed buffet threshold. The Cougar was the U.S.

Navy's first swept wing, carrier-based, fighter jet. The XF9F-2/XF9F-3 Panther contract awarded in October of 1946 had included a clause calling for design data on a swept-wing version of that fighter. Grumman, worried about the poor low-speed characteristics of swept-wing aircraft, prevailed upon the U.S.

Navy to postpone procurement of a swept-winged version of the Panther. Development of a swept-wing Panther became more urgent as MiG-15s appeared in the skies over Korea in November of 1950. This low aspect ratio wing is used in supersonic aircraft.

The main advantage of a delta wing is that it is efficient in all regimes (supersonic, subsonic, and transonic). Moreover, this type of wing offers a large area for the shape thereby improving maneuverability and reducing wing loading.

The margin between high- and low-speed buffet in the Coffin corner may be just a few knots, and it can even disappear altogether. Pilots are well-advised to choose a lower flight level if the Coffin corner's high- and low-speed buffet boundaries converge too closely.

Otherwise, a small increase in bank angle or an encounter with turbulence may be all it takes to induce an actual stall. The ogive wing design is used in very high-speed aircraft. The complex Mathematical shape of this aircraft wing is derived to minimize drag at supersonic speeds.

Ogive wings offer excellent performance at supersonic speeds with minimal drag. Why Sweep a wing in the first place? One natural (and correct) assumption is that it lets the airplane go faster. It does so in part by delaying the onset of the airfoil's critical Mach, the point where localized airflow over portions of the wing reaches the speed of sound before the aircraft itself does.

Exceeding critical Mach can lead to undesirable aerodynamic effects in subsonic aircraft. The most notable, perhaps, is shock-wave-induced airflow separation from the wing, with a Resultant loss of lift. Sweeping the wing allows the relative airflow over its surface to occur in a more spanwise direction.

Compared with a straight wing, the airflow Encounters less pronounced camber along this path and so doesn't Accelerate as much. This allows the aircraft itself to reach higher speeds before the wing's critical Mach is reached.

The MiG-15 was powered by derivatives of the same Rolls-Royce engine as was the Panther, but was nearly 100 mph faster. By Christmas 1950, the Navy and Grumman both agreed that it was urgent to accelerate the development of a swept-wing version of the Panther.

A contract for the modification of three F9F-5 airframes was signed on March 2, 1951. After some numerical evolution, the project was designated "Design 93." Do, for instance, such aircraft stall differently than light piston-powered aircraft with considerably less sweep?

Are the kinds of stall recoveries that we learn early in primary flight training relevant to large jet aircraft with highly sweptwing designs? After these modifications were made, the Prototype F9F-6 actually had better carrier handling characteristics than the straight-winged F9F-5.

The critical Mach number was increased from 0.79 to 0.86 at sea level and to 0.895 at 35,000 feet. The Prototype (126670) was later re-engined with a YJ48-P-8 turbojet rated at 7250 lb. thrust and no longer needed water injection.

After the first 30 aircraft were built with the J-48-P-6A, the rest were fitted with the 7250-lb. thrust J48-P-8 turbojet. Armament and stores consisted of four 20-mm M3 cannons and two wing racks that could be loaded with up to 3000 lb.

of bombs or 150-US gallon drop tanks. The first unit to receive the F9F-6 was VF-32, which converted to the Cougar in November of 1952, too late to fly combat sorties in Korea. The last of 646 F9F-6 Cougars was delivered on July 2, 1954.

A wing is a wing, of course. Each has a particular angle of attack that results in the greatest lifting efficiency, or maximum coefficient of lift. Straight or swept, the amount of lift produced decreases when this optimum angle of attack is exceeded.

If increased enough, airflow around the wing is disrupted to the point that the wing stalls. To optimize a sweptwing jet aircraft's efficiency in the high-altitude, high-speed regime where it spends the most time, aerodynamicists employ other sleight of hand, such as boundary layer strips, winglets, variable camber, and wing twist.

But there are limits to everything. Jets come up against theirs in the Coffin corner, the Morbid but well-deserved name given to the edges of their high-altitude operating envelope.

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T 29 Aircraft

T 29 Aircraft - The original civil aircraft were rapidly overtaken by more modern aircraft powered by turboprop engines from the mid 1950's, so several attempts were made to convert them to turboprop power. Only two examples of the military YC-131C were built as the military continued with piston power for the remainder of the aircraft's lives.

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T 29 Aircraft

This pulldown menu, in addition to each year available as a search limiter, also shows the number of photos currently in the database for each specific year, enclosed in brackets. For example, an option of:- 2003 [55000].. indicates that there are 55,000 total photos taken in the year 2003 currently in the database.*Note: The total number of photos, enclosed in brackets, is updated four (4)

Convair T-A

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This site will show the restoration process of the SAC Museum's Convair T-29. The SAC Museum, oops I mean, Strategic Air & Space Museum, is located on Interstate 80 west of Omaha, Nebraska. This site is

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Specifications: Length: 74 ft. 8 in. Height: 26 ft. 11 in. Weight: 43,575 lbs. loaded Armament: None Engines: Two Pratt & Whitney R-2800-97/-99W of 2,500 hp.ea. with water/alcohol injection Crew: Four plus 14/16/2 stations for student navigators

Cost: $635,000 Approx. Serial number: T-29A: 49-1910/1945 50-183/194 T-29B: 51-3795/3816: -5114/5172:-7892/7917 T-29C: 52-2091/1175: 53-3461/ 3495 T-29D: 52-1176/1185: -5812/5836: -9976/9980: 53-3495/3546 The T-29 and C-131 series were based on the Convair 240, 340 and 440 series of twin engined airliners.

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212B, Boeing 747-283F, etc.) If you are looking for photos of a specific aircraft type, use this menu. Please note that, due to space constraints, this menu includes only some of the more requested aircraft in our database.

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