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.

swept wing fighter, advantages of swept wing aircraft, forward swept wing aircraft, variable wing aircraft, forward swept wing, swept back wing, sweepback wings, swept wing disadvantages

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.

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.

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

times hourly, and may be slightly inaccurate. Color Manuals - We are now offering manual copies in color. If a manual is available in color, the option will display in the "Available Media" section on the item page.

We have added hundreds of color manuals, so take a look and see if your favorite manual is available. 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.

The Keywords field is ideal for searching for such specifics as aircraft registrations, photographers' names, specific airport/city names, specific paint schemes (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. Whether you need to replace a lost manual or checklist, or just want to purchase an extra POH, eFlightManuals.com has what you need.

We have POH's, checklists and briefing cards for almost every aircraft make, model and year. We offer five titles for various civil and military versions of the Convair 240 - 580 series. Each title is US$9.95.

Each file has been scanned from the original flight manuals and retains any color pages, unless otherwise stated. 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.

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.

Welcome to eFlightManuals.com - the leading supplier of aircraft manuals for the military, civilian and commercial aircraft community. Our aircraft manuals are distributed worldwide and enjoyed by thousands of pilots, collectors, historians and researchers. Our aircraft manuals offer attractive alternatives to the extremely high cost of obtaining or collecting original aircraft manuals.

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.

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.

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

dedicated to the aircraft restoration team at the museum. Click on photos to enlarge. 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. No matter what aviation publication you need, there's a good chance that eFlightManuals.com has it. We stock both new and used manuals from most aircraft manufacturers and OEM suppliers.

In addition, eFlightManuals.com maintains one of the largest aviation-related historical archives in the world and can supply quality reproductions of public domain documents for most aircraft. Stop in and take a look. We think you'll like what you see.

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.

Large numbers were operated by both the Navy and the USAF in several variants over a period of over 25 years. 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.) 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. EFM, LLC is not liable for the accuracy, effectiveness or safe use of any aircraft manual or publication and does not warrant that any aircraft manual or publication contains current

revisions. Aircraft manuals and publications required for any reason other than historical or research purposes should be obtained from the original equipment manufacturer.

air force t 29 aircraft, t29 aircraft usaf, t 29 aircraft models, usaf t 29, t 29 aircraft images, convair t 29 flying classroom, usaf t 29 aircraft, t 29 flying classroom

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.

What Can I Do To Resolve This?

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.

You can email the site owner to let them know you were blocked. Please include what you were doing when this page came up and the Cloudflare Ray ID found at the bottom of this page.

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

What Can I Do To Resolve This?

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.

You can email the site owner to let them know you were blocked. Please include what you were doing when this page came up and the Cloudflare Ray ID found at the bottom of this page.

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

Cloudflare Ray ID: 7a1d216e1ed9a813 • Your IP: Click to reveal 170.64.142.11 • Performance & security by Cloudflare

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.

Why Have I Been Blocked?

Cloudflare Ray ID: 7a1d216e0ecea813 • Your IP: Click to reveal 170.64.142.11 • Performance & security by Cloudflare

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.

Why Have I Been Blocked?

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.

new tacamo aircraft, tacamo history, e 6 tacamo aircraft, what is tacamo, old tacamo, tacamo recap, tacamo mission, tacamo replacement

Tail Of An Aircraft

Tail Of An Aircraft - Over the past several years, the South China Sea has emerged as a major potential flashpoint in the Asia Pacific. Islands in it, like the Paracels near which the US Navy plane was intercepted Friday, are the subject of overlapping territorial claims in part from China, the Philippines, Vietnam, Malaysia, Brunei and Taiwan.

On Friday, while flying close to the Philippines, the US Navy P-8 spotted a PLA Navy guided-missile destroyer and descended to around 1,000 feet to get a closer look – bringing more warnings from the PLA.

Tail Of An Aircraft

"At the end of the day, it's still very clearly an Air Force plane unless you're going to start painting them white or something," Paladino said. "My guess is, an experienced observer of military aircraft movements, this isn't gonna prevent them from [tracking]. It might make it a little difficult. But most of the people who really track this stuff aren't out there with cameras by the runways anymore."

Potential Flashpoint

The Project on Government Oversight has detailed numerous ways in which the Department of Defense has slowly obscured information to the public in recent years, ranging from less clarity on overseas airstrikes to troop deployments abroad.

When a US guided-missile cruiser steamed near the Spratly Islands in November, the PLA said such action “seriously infringes on China’s sovereignty and security” and is “hard proof is that the US is seeking maritime hegemony and militarizing the South China Sea.”

China claims historic jurisdiction over almost the entirety of the vast sea, and since 2014 has built up tiny reefs and sandbars into artificial islands heavily fortified with missiles, runways and weapons systems – sparking outcry from the other claimants.

"This is a data point that was previously available to the public that this command, it seems, is deciding for operational security reasons that it won't get into, that the public doesn't have a right to know, which I do think is concerning," Paladino said.

Jason Paladino, an investigator for the nonprofit Project On Government Oversight, told Military.com in an interview Wednesday that, while it may be seemingly minor, the move is making information less available to the public for a seemingly unclear and unjustified reason.

The change in the paint schemes, first reported by Aviation Week, comes a little more than a month after Air Mobility commander Gen. Mike Minihan sent a memo to his service members telling them to prepare for a war with China and warning them that it could be coming as soon as 2025.

Jodi Vittori, a retired Air Force lieutenant colonel and a professor at Georgetown University who specializes in government transparency, told Military.com in an interview Wednesday that this decrease in transparency from the Pentagon as a whole is alarming.

James Stewart, a spokesman for Air Mobility Command, told Military.com in an emailed statement that airmen's missions take them around the globe and often involve sensitive movements of cargo -- the main reason behind the change.

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 to inspire, educate, entertain and inform.

Air Mobility Command's aircraft -- such as C-17 Globemaster IIIs, KC-135 Stratotankers and C-130 Hercules -- are clearly identifiable as Air Force planes without the markings and, without a clear justification provided by officials for the change, Paladino said it's puzzling why they'd resort to tail markings and scrubbing unit numbers.

Not only does the strategic waterway hold vast resources of fish, oil and gas, but about a third of global shipping passes through it – worth about $3.4 trillion in 2016, according to the Center for Strategic and International Studies’ (CSIS) China Power Project.

China also conducts regular military exercises in much of the South China Sea and maintains a large presence of coast guard and fishing vessels in the disputed waters – which has frequently stoked tensions with its neighbors.

Some of these new subdued paint schemes are already on display. A Feb. 2 Department of Defense photo from 92nd Air Refueling Wing of a KC-135 Stratotanker showed none of the typical tail and unit markings on the aircraft. A Feb. 23 photo from the 23rd Wing Public Affairs showed a C-130 with few markings other than the American flag.

The US Navy reconnaissance jet flies at 21,500 feet over the South China Sea, 30 miles from the contested Paracel Islands, a group of about 130 small atolls, the biggest of which are home to Chinese military bases.

"Understandably, we have concerns about the operational security impacts to these missions in the modern era of on-demand, real-time information," Stewart said. "Subdued paint schemes that limit identifiable information is one way we are taking a hard look at how we operate to ensure our ability to continue to deliver for America and our allies and partners around the world."

"The good governance community has seen transparency from the Department of Defense shrink over the years," Vittori told Military.com. "We're getting less and less information, not more, lately, and that's been a troubling and difficult issue for civil society organizations to be able to monitor their own military."

The Chinese fighter jet was so close, the CNN crew could see the pilots turning their heads to look at them – and could make out the red star on the tail fins and the missiles it was armed with.

tail of an aircraft crossword, plane with 2 tails, tail of an airplane crossword, horizontal tail plane, tail of airplane, airplane tail section, tail chord in plane, aircraft tail numbers database

T41 Aircraft

T41 Aircraft - It doesn't show any tendency to drop a wing in either direction at whatever configuration I try and displays excellent manners throughout the (albeit brief) slow-speed examination. The tried and trusted stall recovery technique of pushing the nose forward and adding power instantly places the aircraft back into flying mode.

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.

T41 Aircraft

Accompanying me on this trip is Steve Mays, one of the Cactus Air Force's small band of pilots. Leaving the comfort of air-conditioning, we walked out into the Nevada heat and towards the aircraft on the ramp.

Cockpit Configuration And Startup

With its brown, white and dayglo-orange colors it certainly stands out from the other Cessna aircraft. A more powerful version, designated T-41C, is used for cadet flight training at the United States Air Force Academy. The Air Force Academy acquired the T-41C in 1968 for use in its pilot indoctrination program, which allows cadets to experience aerial environment principles learned in other academic courses.

Cadets in the program fly approximately 21.2 hours dual and solo, and receive their first US Air Force flight check. In 1968 and 1969 the USAF Academy acquired 52 T-41Cs, with more powerful engines, for cadet flight training.

The T-41 program was consolidated Air Force-wide at Hondo, Texas, in 1973. I take the aircraft up to 8,000 feet and set it up for a clean, power-off stall where it replicates the 172's anticipated docility.

The buffet is felt at around 55 mph and the nose drops at 52 mph. With flaps, the effect is much the same while the nose drop occurs at around 48 mph. However, when I add power to the exercise, the nose drop is much faster.

Evolution Of The

I didn't expect that! We climb aboard, me in the left seat and Mays in the right. The panel layout is slightly different from what I had been expecting: much of the old military equipment has been removed and replaced with a relatively modern kit, particularly in the central radio stack.

The aircraft also has a two-position auxiliary fuel pump switch. "Low" operates the pump at low speed and is used during priming and starting the engine, while "High" is used for engine operations if the engine-driven pump should fail and for vapor purging during hot engine starts.

Along with Reims-built aircraft, Cessna 172s have been delivered to the armed forces of 30 countries including Angola, Bolivia, Chile, Columbia, Dominican Republic, Ecuador, El Salvador, Greece, Guatemala, Honduras, Indonesia, Ireland, South Korea, Liberia , Nicaragua, Pakistan, Panama, Peru, the Philippines, Saudi Arabia, Thailand, Trinidad and Tobago, and Turkey.

Keith Wilson has been an aerospace journalist since 1982. He specializes in striking air-to-air images and is the lead photographer for Pilot magazine, published in the United Kingdom. Over the years he has undertaken a variety of military assignments and also serves as an aviation consultant.

Examining Nz

To date, he has photographed almost 2,000 different aircraft air-to-air. Wilson has held a PPL for 35 years and is an LAA-approved pilot who has made a number of "first flights" on homebuilt aircraft. Send questions or comments to .

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 most 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.

Later 172 versions incorporated a revised landing gear and a swept-back tailfin, both of which are still in use today. The final aesthetic development (dating from the mid-1960s) was a lowered rear deck allowing an aft window.

Cessna creatively advertised this added rear visibility as “Omni-Vision.” There cannot be many readers who haven't flown a Cessna 172, are there? Many flying clubs—certainly those in the United Kingdom and Europe—offer them to their club members.

A Staple Of The Armed Forces

Most if not all of these aircraft have been around the block a few times. I often wonder just where the Cessna 172 with the highest airframe hours is located, and how many different engines may have powered it during its life.

The subject of this flight test, N9274Z, was manufactured in 1967 as a T-41B as 67-15218, where it was utilized for basic evaluation of U.S. Army flight students as well as a liaison and general hack.

The procedure involves moving the throttle halfway, setting the mixture to idle cutoff and turning off the auxiliary fuel pump. Once the engine starts to fire, the pilot can move the mixture to full rich and the throttle to idle.

The T-41B is of historical significance to the Cactus Air Force. In addition to being a good static display item with its own story to tell, it provides the CAF with a great hack, and is especially supportive when the CAF moves its fleet of aircraft around the various shows across the United States.

The Cactus Air Force

The aircraft slows relatively easily but in order to ensure we are below the flap limiting speed of 100 mph, I pull the nose up and the speed bleeds off quickly. I go straight to 20 degrees and trim accordingly.

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.

The view over the nose is classic 172. Turning base, and satisfied that I will make the runway, I drop all 40 degrees of flap and re-trim. The retarding impact of 40 degrees of flap can be felt immediately, and I add a trickle of power to ensure I don't get behind the aircraft.

Once again, it provides a great view of a steep, final approach. I cross the numbers at around 55 mph and touch down on the mains with the nose held off. As the speed further decreases the nosewheel gently lowers onto the runway.

T-A/C Mescalero

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.)

The panel features the familiar 1960s-style electric flap actuation switch and indicator with up to 40 degrees of flap available. The throttle area is definitely different as in addition to the anticipated throttle and mixture control, it features the variable-pitch prop controller.

Engine start would have been typical for an injected IO-360, however, the aircraft had recently returned from the air-to-air photo shoot. This fact, combined with an OAT around 85 degrees F, means I have to try the hot-start routine.

I was surprised to learn that the T-41B has the same capacity fuel tanks in the wing as a standard 172. With the increased full burn of the IO-360, range is reduced to around 500 miles—but the T-41B was used

Getting Airborne

in the training role by both the U.S. Air Force and Army and rarely flew too far away from its home base. The Keywords field is ideal for searching for such specifics as aircraft registrations, photographers' names, specific airport/city names, specific paint schemes (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. When delivered to the U.S. Army in 1967, this aircraft was fitted with a C-1611C Interphone, an AN/ARC-54 Nav/Com radio, an RT-515R-1 Nav/Com radio and an AN/ARN-63 ADF along with a variety of course

and bearing indicators. These were all installed on the far right side of the cockpit; all have since been removed in an upgrade, leaving a large empty space. Reference herein to any specific commercial products by trade name, trademark,

manufacturer, or otherwise, is not meant to imply or suggest anything endorsement by, or affiliation with that manufacturer or supplier. All trade names, trademarks and manufacturer names are the property of theirs respective owners. The first 170 T-41As were ordered in 1964, and

additional 34 were ordered in 1967. Beginning in August 1965 the propeller-driven Cessna T-41 Mescalero provided 30 hours of what was, for many pilots, their first flights. Most went into service at various civilian contract flight schools, each located near one of the Air Training Command's Undergraduate Pilot Training (UPT) bases.

In 1968 and 1969 the USAF Academy acquired 52 T-41Cs, with more powerful engines, for cadet flight training. The T-41 program was consolidated Air Force-wide at Hondo, Texas, in 1973. The Air Force began replacing the T-41 with a more advanced aircraft capable of aerobatics beginning in 1993.

Initially I leveled off at 7,000 feet, and then started to adjust the power settings in accordance with the placard located in the center of the instrument panel: power to 21 inches, rpm to 2,400 and the mixture to a little under 11 gph.

Once established in the climb at 95 mph and 500 feet above the field, I reduce the power to 25 inches (at the top of the green arc) and the rpm to 2,600; both actions are designed to minimize engine wear.

The mixture is adjusted to around 13 gph and we steadily climb at around 700 fpm—pretty good, considering the density altitude. At the time of my visit, most of the above were in flying condition. In addition to a large number of airframes held in storage, the museum has an F-86E Sabre, a T-33 and a HU-16 Albatross all undergoing rebuilding to a flyable status.

Way back in July 1964, a military version of the Cessna 172 was procured by the U.S. Air Force for initial flight screening of potential pilots. Two-hundred and four aircraft were purchased "off the shelf" as the T-41A Mescalero.

He adds that the use of 20 degrees of flap will reduce the distance over an obstacle by around five percent. Liftoff with 20 degrees should occur at 60 mph, but you need to get the nose down quickly and allow the aircraft to accelerate to a safe climb speed.

Later, when I got my nose into the detailed U.S. Army Operator's Manual from October 1974, I realize that many of the original military communications antennae have also been removed from the aircraft and replaced with a pair of civilian VOR antennae.

An interesting note in the pilot handbook states, "Exit from the airplane should be accomplished immediately after the doors are jettisoned as the doors could possibly damage the empennage control surfaces causing unpredictable maneuvers and therefore making it difficult to bail out."

I wasn't expecting that, but as a military aircraft, I guess I shouldn't have been surprised. Let me immediately nail my Cessna 172 colors to the mast: soon after obtaining my PPL in the UK, I acquired a 1968 Cessna 172H powered by the smooth, quiet—if occasionally lacking in grunt—145 hp Rolls-Royce Continental O-300.

I was proud of the small Rolls-Royce stickers that adorned either side of the cowlings; it announced the quality engineering hidden under there. My own Cessna 172—G-CCCC—also had 40 degree flaps, but I was advised only to use them when I was sure I could land, as a go-around was not an option.

I asked Mays about the T-41B and he told me about some trials they conducted with the aircraft in the 40-degree flap configuration soon after CAF got the aircraft back into the air. 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.

cessna t 41 mescalero, cessna t 41 for sale, t 41 mescalero for sale, t 41, t 41 mescalero, t41 poh, cessna t 41c, t 37 aircraft model

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.

swept wing fighter, advantages of swept wing aircraft, forward swept wing aircraft, variable wing aircraft, forward swept wing, swept back wing, sweepback wings, swept wing disadvantages

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!

t 28 aircraft for sale, north american t 28 trojan, t 28 cockpit, t 28 trojan, t 28 trojan cockpit, t 28 trojan specs, t 28 aircraft photos, t 28 trainer jet