Buff upgrade
Globalnav:
Yes they were used over Bosnia, 1998/99.
I remember seeing 5 going SW over my house in Somerset one morning and also hearing them calling London one evening when inbound to Fairford while we were inbound to Stansted.
Yes they were used over Bosnia, 1998/99.
I remember seeing 5 going SW over my house in Somerset one morning and also hearing them calling London one evening when inbound to Fairford while we were inbound to Stansted.
Of course they should have been re-engined years ago - they could be on their 3rd or 4th set of engines if the investment has been made - but all the cash goes on designing shiny new toys - some of which even make it into production - and then fade away whilst the B-52's just keep going
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It is no wonder the B-52 has crosswind landing gear……it needs it.
https://aviation.stackexchange.com/q...-a-tiny-rudder
its blank ORAC
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Works for me...
I did not use Quotation Marks for the YouTube video I posted.....just a copy of the highlighted information in the address bar and paste in the Message Block here.
Perhaps there is a bit of delay in the linked video appearing?
Perhaps there is a bit of delay in the linked video appearing?
The main issue is that if you lose an engine (with a quarter of the thrust, rather than an eighth), the rudder would need to be larger to counteract the swing. I imagine that might also require the fuselage to be rebuilt for greater strength to accommodate the greater forces that a new rudder would bring. Additionally if the engines have to be moved forward like on the 737 debacle, then you'd also possibly need better elevators too and a stronger tailplane. At that point probably easier to go for a clean sheet design. Don't quote me on this but I imagine these are the main considerations.
Unless they stuck them on top of the wing à la HondaJet/VFW614.
I don’t want to forget, either, the sacrifices in peacetime and combat of the heroic crews who flew them, nor all the skilled ground support that kept them flying. I’m so proud to have served in the USAF during those years, proud of what I belonged to.
From the flight manual.
FLIGHT CHARACTERISTICS WITH ENGINE FAILURE
SINGLE ENGINE FAILURE
The loss of an engine at any time during takeoff or while in flight is considered an emergency, regardless of the amount of thrust still available, since some emergency procedure must be executed. The loss of an engine during takeoff can be controlled easily by correct application of rudder pedal force and a slight amount of lateral control force. The rudder pedal force required in the event of an outboard engine failure is about 40 pounds at speeds below takeoff speed with zero trim. The force increases to about 80 pounds at the recommended climbout speed. All of this rudder correction usually can be removed by application of rudder trim. The rudder trim limits should be observed. See "Airspeed Limitations, " Section V.
MULTI-ENGINE FAILURE ON ONE SIDE
During inflight emergencies involving multi-engine failures on one side, applications of large amounts of rudder and lateral control are necessary in order to maintain control when extreme amounts of asymmetrical thrust exist or are applied, Application of this control creates severe loads on the aircraft structure. These loads vary in magnitude in accordance with the degree of thrust dissymmetry, degree of deflection of corrective rudder. rate of rudder application, amount of yaw/roll displacement that has taken place prior to rudder application, abruptness with which engine thrust is removed, indicated airspeed, gross weight, center oi‘ gravity, fuel distribution, amount oi air turbulence present, aircraft configuration including flaps and landing gear positions, missile loading, external tank loading, etc. If these variables occur in certain combinations, critical structural loads can result. In view of the difficulty in controlling these variables, close observance of the following procedure will minimize the possibility of structural overload.
1. If asymmetrical thrust develops abruptly, the resulting yaw/roll tendency should be counteracted with lateral control followed by steady rudder application. Trim as required to balance control forces.
2. If thrust requirements permit, readjust the power on the remaining engines to minimize control surface deflections‘ Power adjustments should be applied slowly and simultaneously with control surface movement.
3. Avoid turbulent air and limit bank angle to 20° maximum.
PERFORMANCE - WARNING - Nonzero lateral trim resulting from inoperative engines must not be compensated for by fuel manipulation because an uncontrollable roll may occur when power is reduced on approach for landing.
This aircraft is unique in its ability to handle asymmetrical thrust conditions provided the prescribed procedures are followed. See "Multi-Engine Failure on One Side, " this section. The takeoff and climbout performance of the aircraft with inoperative engines is shown in Parts 2, 3, and 4 of the Appendix, In each case, the inoperative engines are assumed to be in the most outboard positions and all on the same side. This is the most adverse condition from the stand point of trim drag which is associated with control surface deflections. Advancing the throttles to full travel in an emergency situation will give maximum thrust. This may exceed normal engine limits. Overthrusting the engines will accentuate the aircraft control problems and reduce engine life. All instances of overthrust. as indicated by excessive EGT and/or rpm will be recorded can Form 781. See "Engine Limitations," Section V.
FLIGHT CHARACTERISTICS WITH ENGINE FAILURE
SINGLE ENGINE FAILURE
The loss of an engine at any time during takeoff or while in flight is considered an emergency, regardless of the amount of thrust still available, since some emergency procedure must be executed. The loss of an engine during takeoff can be controlled easily by correct application of rudder pedal force and a slight amount of lateral control force. The rudder pedal force required in the event of an outboard engine failure is about 40 pounds at speeds below takeoff speed with zero trim. The force increases to about 80 pounds at the recommended climbout speed. All of this rudder correction usually can be removed by application of rudder trim. The rudder trim limits should be observed. See "Airspeed Limitations, " Section V.
MULTI-ENGINE FAILURE ON ONE SIDE
During inflight emergencies involving multi-engine failures on one side, applications of large amounts of rudder and lateral control are necessary in order to maintain control when extreme amounts of asymmetrical thrust exist or are applied, Application of this control creates severe loads on the aircraft structure. These loads vary in magnitude in accordance with the degree of thrust dissymmetry, degree of deflection of corrective rudder. rate of rudder application, amount of yaw/roll displacement that has taken place prior to rudder application, abruptness with which engine thrust is removed, indicated airspeed, gross weight, center oi‘ gravity, fuel distribution, amount oi air turbulence present, aircraft configuration including flaps and landing gear positions, missile loading, external tank loading, etc. If these variables occur in certain combinations, critical structural loads can result. In view of the difficulty in controlling these variables, close observance of the following procedure will minimize the possibility of structural overload.
1. If asymmetrical thrust develops abruptly, the resulting yaw/roll tendency should be counteracted with lateral control followed by steady rudder application. Trim as required to balance control forces.
2. If thrust requirements permit, readjust the power on the remaining engines to minimize control surface deflections‘ Power adjustments should be applied slowly and simultaneously with control surface movement.
3. Avoid turbulent air and limit bank angle to 20° maximum.
PERFORMANCE - WARNING - Nonzero lateral trim resulting from inoperative engines must not be compensated for by fuel manipulation because an uncontrollable roll may occur when power is reduced on approach for landing.
This aircraft is unique in its ability to handle asymmetrical thrust conditions provided the prescribed procedures are followed. See "Multi-Engine Failure on One Side, " this section. The takeoff and climbout performance of the aircraft with inoperative engines is shown in Parts 2, 3, and 4 of the Appendix, In each case, the inoperative engines are assumed to be in the most outboard positions and all on the same side. This is the most adverse condition from the stand point of trim drag which is associated with control surface deflections. Advancing the throttles to full travel in an emergency situation will give maximum thrust. This may exceed normal engine limits. Overthrusting the engines will accentuate the aircraft control problems and reduce engine life. All instances of overthrust. as indicated by excessive EGT and/or rpm will be recorded can Form 781. See "Engine Limitations," Section V.