arizona, tucson, pima, airplane, museum |
Hello Friends and Family, |
Link to this year's index by clicking here. |
Pima Air and Space Museum, Part 6 |
Continuing our tour of the Pima Air and Space Museum, we first encounter a Northrop YC-125A Raider which was intended for use as a tactical transport for rough, short fields. Note the configuration of three engines — the last tri-motor propeller aircraft used by the U.S. military. Once the YC-125A was delivered to the Air Force in 1949, it was decided that other aircraft (including helicopters) could better perform its intended mission. The delivered aircraft were sent to Sheppard Air Force Base, Texas where they were redeployed as ground instructional trainers. When they were retired in 1955, they were sold to various bush operators in Central and South America. |
This model went into service commercially in 1959 and is now regarded as being one of the most successful European first-generation jetliners. It even managed a toe-hold in the U.S. with an order for 20 aircraft by United Airlines. As you would probably guess, they are no longer in service.
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However, the expected aluminum shortage never developed then cost increases and production delays resulted in all but 25 aircraft for the Navy being canceled. In the end only 17 were built and all but one went straight from the factory to storage and sale as surplus. You might notice in the photo that the engines are missing as well as parts of the wing. I don't this bird will be flying anytime soon.
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The majority of Albatrosses were used by the Air Force for search and rescue, primarily during the Korean War. Some 466 were built. The Albatross served until well into the 1970s. Some can still be found flying in private hands. |
A total of 307 aircraft were built and used primarily by the Air Force for transport but also by the Coast Guard for search and rescue. These aircraft are no longer used by the military but are still flown by a number of flying clubs. |
It was powered by four large Pratt & Whitney R-4360 piston engines producing 3,800 hp each. The design featured two large clamshell doors, a hydraulic ramp in the nose plus a cargo elevator in the rear. The Globemaster II could carry 200 fully-equipped troops on two levels or guns, trucks, tanks with no disassembly. That black nose contains a sophisticated weather radar unit. |
Between 1947 and 1958, 888 C-97s in several versions were built, the vast majority (811) being KC-97 tankers. C-97s served in the Berlin Air Lift as well as in the Korean and Vietnam Wars. Some aircraft served as flying command posts for the Strategic Air Command — while others were modified for use in Aerospace Rescue and Recovery Squadrons (ARRS).
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While it was an effective tanker, the KC-97's slow speed and low operational altitude complicated refueling operations with jet aircraft. B-52s typically lowered their flaps and rear landing gear to slow the aircraft enough to refuel from the KC-97. In addition, a typical B-52 refueling engagement profile would involve a descent that allowed the aircraft pair to maintain a higher airspeed (220-240 knots). |
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Last for today is the Boeing B-50 Superfortress, a post-war design based on the highly successful B-29. Improvements included more powerful engines, wing modifications plus a larger tail. This was the last piston-powered bomber produced by Boeing for the USAF. Later, as jet-powered bombers began to replace the propeller aircraft, the B-50 was repurposed to serve as an aerial refueling tanker. In addition, some of the B-50s were modified for use as hurricane hunters and other weather reconnaissance missions. In fact, such aircraft had an important role during the Cuban Missile Crisis, when they monitored the weather around Cuba to plan photo-reconnaissance flights. They were retired in 1965 due to metal fatigue and corrosion. |
To be continued...
Life is good.
Aloha,
B. David
P. S., All photos and text © B. David Cathell Photography, Inc. — www.bdavidcathell.com