RYAN REPORTER MAY 53 RYAN MODEL 59 PRIMARY PHASE SIDE-BY-SIDE JET TRAINER USAF

Description: RYAN REPORTER MAY 53 RYAN MODEL 59 PRIMARY PHASE SIDE-BY-SIDE JET TRAINER USAF RYAN REPORTER MAY 53 RYAN MODEL 59 PRIMARY PHASE SIDE-BY-SIDE JET TRAINER RYAN FIREBEE HIGH-PERFORMANCE JET TARGET PUBLICATION OF RYAN AERONAUTICAL COMPANY, LINDBERGH FIELD, SAN DIEGO, CA RYAN MODEL 59 PRIMARY PHASE SIDE-BY-SIDE JET TRAINER: With the Projet Ryan Model 59 Primary Phase Trainer, Ryan wanted to offer an unusual opportunity to conduct a test program in a single airframe with both the Allison engine and the dual Marbore installation, as well as with any other power plants which can be provided. Flexibility of design that permits interchange of power plants and versatility of function was the prime characteristic of Ryan Aeronautical Companys Model 59 Primary Phase Jet Trainer whose unusual features had attracted widespread interest. Entered in the 1953 design competition conducted by the Air Force, the lowwing Model 59 monoplane possessed fundamental engineering concepts that had presented intriguing possibilities. The Model 59 with Allison engine, was probably the highest performance design submitted in the Air Force competition. FLEXIBILITY of design that permits interchange of power plants and versatility of function is the prime characteristic of Ryan Aeronautical Company's Model 59 Primary Phase Jet Trainer whose unusual features have attracted widespread interest. Entered in a recent design competition conducted by the Air Force, the lowwing Model 59 monoplane possesses fundamental engineering concepts that have presented intriguing possibilities. The major problem in the primary jet trainer field today is the uncertain power plant situation. No jet engine in the required power class has gone into quantity production ; considerable testing and tooling lies ahead. Faced with this reality, Ryan engineers wisely decided against committing themselves to a design for their jet trainer built around a single, specific power plant. Such a "frozen" design, they realized, would necessitate major changes to accommodate any other engine which might become more acceptable in the constantly changing jet engine picture. Without committing the Air Force or other user to any particular engine Ryan engineers designed a jet trainer than can not only be built around any power plant that may be available in the near future, but can accommodate any engine of this power class that might be developed in the still more distant future. Further, there is enough space in the fuselage of the Ryan trainer not only for a single engine, but enough volume has been provided for the installation of dual engines. For design purposes two versions were submitted, one with a single Allison 520-Cl jet engine; the other with two French Marbore 351 jets. The Model 59 with Allison engine, probably the highest performance design submitted in the Air Force competition, would have a maximum speed at sea level of 370 knots (427 mph), maximum speed at 35,000 feet of 379 knots (438 mph), and a cruising speed of 286 knots (329 mph) at 35,000 feet. Initial rate of climb would be 4100 feet per minute. Its cruising ceiling would be 40,500 feet, service ceiling 42,700 feet. Takeoff distance over a 50-foot obstacle would be 1500 feet with flaps down, and landing distance over a 50-foot obstacle would be 2500 feet at full gross weight. With the two Marbore engines, the Model 59 would have a cruising speed of 286 knots (329 mph) at 35,000 feet, and maximum speeds of 356 knots (410 mph) and 371 knots (428 mph) at sea level and 35,000 feet respectively. To extend the endurance, range, and utility of the plane, fixed wing tip tanks of 100 gallons each could be installed. The additional 200 gallons of fuel would extend the endurance from 2.9 hours to 5.16 hours at 35,000 feet with the Allison engine.The Model 59 offers a hitherto untapped potential the production of a primary trainer that could be adapted to prospective fighter AND bomber pilots. On the same assembly line, single engine and dual engine installations could be made, the single-engined aircraft to be employed by fighter trainees who would graduate to single-engined combat types, and the dual-engined planes to be utilized for more rapid adjustment of bomber trainees to multi-engined operation. The same basic trainer could be used for both, with no interrupting of production flow in the factory because either installation uses the same fuselage section. TUBE FORMING USING PARAFFIN TO FOR TRICKY TUBES AS SMOOTH AS WAX PARTS ALOFT TO SAVE SPACE EXPANDING MANDREL MAMMOTH TOOL JET METALS: BELL X-1 (OXIDATION RESISTANCE, HIGH TEMPERATURE STRENGTH, CORROSION RESISTANCE) TURBINE COMPOUNDING WRIGHT COMPOUNDING ENGINES MACHINE SHOP LAUNDRY RYNALLOY QUICK QUENCH FURNACE RYAN FIREBEE HIGH-PERFORMANCE JET TARGET: The Firebee I was the result of a 1948 U.S. Air Force request and contract to Ryan for a jet-powered gunnery target. The first flight of the XQ-2 Firebee prototype took place in early 1951. The drone featured swept flight surfaces and a circular nose inlet. The initial models had distinctive "arrowhead" shaped endplates on the tailplane. The Firebee could be air-launched from a specially modified launch aircraft (Douglas A-26 Invader was first to be used for this purpose), or ground-launched with a single RATO booster. Following successful evaluation the target was ordered into production for the USAF as the Q-2A, powered by a Continental J69-T-19B turbojet engine with 1,060 pounds-force (4.7 kN) of thrust. The Air Force then obtained small numbers of a Q-2B with a more powerful engine for high-altitude performance. The U.S. Navy bought the Firebee as the KDA-1 which was mostly similar to the Q-2A, differing mainly in its powerplant: a Fairchild J44-R-20B turbojet with 1,000 lbf (4.4 kN) thrust. The KDA-1 and Q-2A could be distinguished by the KDA-1's protruding inlet centerbody and wider, steeply raked inlet. The U.S. Army also obtained a KDA-1 version designated the XM21 that differed only in minor details. The Navy obtained several improved variants of the KDA-1, including the XKDA-2 and XKDA-3 which were not built in quantity, and the KDA-4, which was the main production version for the series. These variants were difficult to distinguish from the KDA-1, differing mainly in successively uprated J44 engines and other minor changes. The RCAF purchased 30 KDA-4 Firebees,[2] which were flown from two specially converted Avro Lancaster Mk.10DC Drone Carriers[3] from 1956 to 1961.[4] These were used to test the weapons system for the Avro Canada CF-100 and Avro Canada CF-105 Arrow.[2] The cancellation of the latter brought the drone program to an end as it was no longer needed for the Sparrow II missile that would have armed the Arrow FREE scheduling, supersized images and templates. Get Vendio Sales Manager.Make your listings stand out with FREE Vendio custom templates! FREE scheduling, supersized images and templates. Get Vendio Sales Manager. Over 100,000,000 served. Get FREE counters from Vendio today!

Price: 15.96 USD

Location: San Diego, California

End Time: 2024-12-12T00:56:33.000Z

Shipping Cost: 0 USD