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jet-planes-usually-fly-in-the-6th What if it were built to be as stealthy as a B bomber? Convair produced a whole family of airliners, starting je the CV, with the aim of replacing the popular DC-3 with a more advanced design featuring a pressurized cabin. Flying the B at feet or below on a hot summer day through the bumpy thermals practically guaranteed airsickness. AI-enabled computing can help mulit-national coordinated air attacks reach new Jet Planes Usually Fly In The Road levels of proficiency. While no vendors have announced any details about an actual plane, some have each released images, or renderings of what their offerings might look like. Jet planes usually fly in the 6th your aircraft was the only one on the taxiway refueling pits, this sequence went quickly. The highest crew Jet Planes Usually Fly In The Quiz qualification, Select, brought with it "spot" promotions, a unique feature of SAC in those days.

The Air Force is prototyping what its future stealth fighter jets will look like. Lockheed Martin. As for the first point, some early questions seem to have been resolved to a certain extent, given that a new 6th-Gen aircraft has already flown.

Previous deliberations regarding a 6th-Gen fighter balanced themselves upon what may at the time have been the unknown maturity of various promising new weapons and technologies nearing a threshold of operational possibility. For instance, some now-in-development next-generation stealth technologies, including new radar-evading configurations, coating materials and advanced thermal-signature reduction are fast-approaching levels of combat readiness.

Also, work on new stealth or artificial-intelligence -enabled sensors to ensure overmatch for decades to come may be showing promise as well. The paper, from the Naval Postgraduate School Acquisition Research Program, cites a handful of current systems showing significant long-term promise. In and of itself, the decision answers some questions and seems to suggest that indeed sufficiently impactful new technologies were here or arriving to an extent justifying the interest in building a new jet.

At the same time, the F and F are going nowhere. Check out what's clicking on Foxnews. Arrives Weekly. Aircrews normally flew four or five training missions totaling about seventy flying hours a month. During my 30 months with the B, I accumulated nearly flying hours. But the longest hours were those required to plan missions, complete ground training requirements, preflight and postflight the aircraft, brief and debrief.

The majority of SAC training missions, whether launching from home base or an extended deployment location, were flown "around the flag pole" - taking off and landing at the same base. One reason was that the B required numerous ground maintenance man-hours for each flying hour. The postflight inspection schedule was demanding and best performed by qualified wing maintenance personnel. After 15 flying hours the aircraft required an extensive postflight inspection, and after 35 hours it required an even more detailed postflight.

To save maintenance man-hours, the B would be scheduled for a first mission with a maximum flying time of hours and a second mission with a minimum of hours flying time.

Many a hour mission lasted longer, but was nevertheless logged at The hour missions were also usually longer, but the additional time would be counted. This brought the total for two consecutive flights to no less than 35 hours, but requiring only the 35 hour postflight inspection.

At KTAS cruising speed, those around the flag pole flights proved quite the long way around! On a normal training mission, crew assembly time was usually four hours prior to scheduled take-off. The crew needed a one and a half ton stake-body truck to move all the gear from the crew storage bins to the aircraft.

A-3 bags with winter survival gear, parachutes, one man dingys, Mae West life vests, 6-man life rafts, K3A radar spare parts lockers, drinking water, and in-flight meals all had to be transported to the aircraft, then loaded and stored on board. Then, the aircraft commander, copilot, navigator, bombardier and co-observer collected final mission and weather information, while the performance engineers conducted the major portion of the aircraft preflight.

The engineers calculated last-minute take-off data, determining nose-up, take-off and flaps-up speeds which depended on aircraft weight and temperatures , performed all weight and balance checks, planned mission fuel loads and calculated engine power settings for all aspects of the flight take-off, climb, descent, bomb runs, etc.

Performing these calculations, I became quite expert at using a straight-line Mannheim trig slide rule, though in later years, as a navigator, I sometimes found it difficult using the same scales on the round slide rule side of the E6B or MA-IA navigator computer.

The engineers' preflight always involved "crawling the wing". While each engineer nominally had a Jet Planes Usually Fly In The Oven wing to preflight, in practice the first engineer did the paperwork while the second engineer crawled both wings.

This required climbing up the left main landing gear into the wing crawl area ahead of the inboard and center engines, then crawling out to the inboard side of the outboard engine. Along the way, he checked fuel and oil lines and numerous fuse and circuit breaker panels.

Reversing direction he then returned through the left wing into the center wing bomb bay area, into the right wing, conducting another inner wing inspection. He exited the wing through an access panel and down to the ground by way of a maintenance stand provided by the ground crew. Sometimes a stand was not available, then it was back through the wing and down the right main landing gear.

This routine was guaranteed to thoroughly soak the second engineer - with sweat! Of course, working in the hot and cramped area in the wings sometimes led to mistakes. For example, I once failed to detect three 10 amp fuses in the left wing flap system in place of the 20 amp fuses required. When the flaps were retracted on climb-out, the 10 amp fuses blew out, leaving us with asymmetrical flaps.

The aircraft commander depressurized the aircraft and held below 10, feet while I crawled out through the forward bomb bays into the wing. I had to squeeze past the retracted landing gear the tires were very hot and smelled horrible , over the engine air ducts of numbers 3 and 2 engines, and out to the fuse panel. After replacing the blown 10 amp fuses with the proper 20 amp fuses, I made the long crawl back through the bomb bays to the forward pressurized compartment.

There I got a chewing out from my first engineer, and some first-aid for a nasty burn on my leg from a very hot oil line on number two engine. In addition to their own preflight requirements, the aircrew performance engineers were essentially the aircraft's maintenance officers. When the B had to be moved, fuel load changed or final engine checks made, one of the engineers was the responsible officer.

There were times when much last-minute maintenance had to be accomplished during aircrew preflight, When this happened, the scheduled take-off time did not change, and tempers could get rather hot as everyone tried to meet that scheduled time. A late take-off required a determination of whether ground maintenance or the aircrew would be "charged" with the delay, and this also caused heated discussions. Many of these discussions were avoided by having the aircrew performance engineers monitor most ground maintenance activities, identifying potential problems.

Even so, there were many "ramp picnics" by the aircrew while repairs and maintenance were performed by ground crew personnel while the navigator and bombardier conducted extensive mission replanning there on the ramp under the wing. After completing their preflight activities, the aircrew lined up for final inspection of emergency and personal gear before boarding the aircraft. Engine start began minutes before scheduled take-off time.

The engineers started, preflighted and checked take-off power on the six reciprocating engines. The copilot took care of the jet engines preflight and run-up. Individual aircrew members completed their specific power-on equipment checks, then assumed take-off positions as the aircraft was taxied to runway take-off position.

In the forward pressurized compartment only the pilots and engineers remained at their crew stations. The other aircrew members in the forward pressurized compartment bombardier, navigator, co-observer, third pilot and radio operators took crash landing positions sitting on the floor of the radio compartment facing aft.

This was for all take-offs and landings. On the runway in take-off position with brakes set, full take-off power was applied to all ten engines at 30 seconds from scheduled take-off time, the brakes were released, and the flying portion of the mission began.

SAC regulations required all six recip engines to be running with the propellers turning for take-off. Normally the jets were also used for take-off. It was not unusual to set a sick recip at idle during take-off, then to feather the prop and shut down the engine as soon as the aircraft broke ground. The mission would then be flown using the remaining five recips. The jets were primarily used during take-off, landing, climb and high altitude operations above 35, feet , however they could be used for any need.

For defensive armament, the standard B had eight turrets, each with two 20mm guns. The five gunners in the aft pressurized compartment operated the tall turret, the two upper aft turrets and the two lower aft turrets. In the forward pressurized compartment the co-observer operated the nose turret, the upper right forward turret was operated by the third pilot, while the second radio operator manned the upper left forward turret.

Normally the gunners loaded and checked alignment of all ammo to insure a successful fire out. Of course, the primary training mission involved bombing practice, and crew S was among the very best.

Shortly after I joined aircrew S the original bombardier suffered a severe heart attack and was medically grounded. Our new bombardier was Lt. A true professional and gentleman, he had been with the B fleet since its early days.

Bombing was done using the K-3A radar bombing system, the original visual bomb sight having been replaced by the time I became a crew member. However, the K-3A, like many radars in the days before transistors, had a very short operating life. On every flight, each aircrew carried three foot-locker size boxes filled with replacement black boxes, and frequently used many of these spare parts to keep the radar operational for the complete mission.

Occasionally, we dropped a pound cement-filled atomic-bomb "shape" on a bombing range. The B would jump up nearly feet when these shapes were released, usually from an altitude of 35, feet or above. These were located throughout the US, most in railway cars which were moved around periodically. On one training mission, we were scheduled to make a special high-altitude RBS attack at 43, feet on the last day of the training quarter.

This was a requirement which had to be accomplished successfully to remain combat ready as a Select aircrew. Shortly after departing the initial point IP on the bomb run, engine number six lost all oil 'pressure and had to be feathered and shut down. While the pilots and first engineer cleaned up that problem, the second engineer and bombardier calculated a new airspeed for the rest of the bomb run.

Then, engine number 5 broke an oil line and dumped overboard its gallons of grade oil. It too was feathered and shut down. Then the two jets that were running suffered apparent compressor stalls and quit. This left us operating on the four remaining recips with their throttles to the fire wall.

We lost over 40 knots airspeed and nearly feet of altitude during the bomb run. While the rest of the crew fought to keep the aircraft flying, Lt. Evans calmly recalculated all his bombing information, cranked it into the K3A bomb system computer and, while not getting a "shack" perfect score , did get an excellent bomb score. After the bomb run, we declared an emergency and landed at Carswell AFB, which was a two-wing B base. During our descent we got the four jets started and running.

After getting engines 5 and 6 repaired and the oil reserviced we again took off completed our remaining training requirements and returned to Walker AFB. This is just one example of the professionalism displayed by Lt. Evans and the rest of the crew, and was typical of a great many of the people I was associated with during my 18 years in the Strategic Air Command.

The B was pressurized to 4. This meant that at 25, feet actual altitude, the cabin pressure was 10, feet. Above 10, feet cabin pressure, oxygen was required. Minimum training mission altitude was 25, feet. The cabin temperature was reasonably comfortable at that altitude, mainly because of the heat generated by all the electronic black boxes. Flight above 25, feet, however, required plenty of warm clothing. For all its size, the B had a cockpit designed to be cramped and uncomfortable. The canopy covering the pilots and engineers on the Jet Planes Usually Fly In The Age flight deck had heater defrost outlets for the pilots' forward vision.

The rest of the canopy "frosted" over thickly at high altitude, only to thaw during descent, dripping on everyone on the flight deck. The engineers, seats were directly behind the pilots', facing aft. When the pilots slid their seats aft for more comfort, the engineer had to slide his seat forward aft resulting in less comfort.

On the BJ the two engineers sat side by side. The BF had one seat at the engineer's panel and a jump seat located so as to give the second engineer curvature of the spine and a stiff neck. Normally the engineers wore a chest-pack parachute harness to give some small amount of extra room on the flight deck. In order for the co-observer to make celestial observations for navigation, the periscopic sextant had to be mounted in the sextant port located in the top center of the flight deck canopy.

It helped if he were thin and an agile contortionist! Creature comforts were also lacking in the B, despite the propaganda films distributed by SAC and popular movies of the time. In the forward pressurized compartment there were ten aircrew members. There was only one bunk located in the overhead of the radio compartment, and it normally was used to stow much of the extra equipment.

No one slept on it. As a matter of fact, very few aircrew members ever had time for more than forty winks at crew stations. The aft pressurized compartment had three to five gunners and six bunks, but crewmen from the forward compartment very seldom used the 85 foot tube connecting the two compartments, even to go aft to take a nap.

The forward compartment had one agonizingly slow-draining relief tube and a "can". To use the can required moving a lot of stowed gear and then one had to be a real contortionist to use it. The first user also had to clean it after the flight.

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