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The Boeing VC-137C on display was the first jet aircraft built specifically for use by the President of the United States. During its 36 year flying career, it carried eight sitting presidents and countless heads of state, diplomats, dignitaries and officials on many historic journeys known as Special Air Missions (SAM).
On Oct. 10, 1962, the Boeing Co. delivered to the Air Force a highly modified civilian 707-320B airliner, serial number 62-6000. Bearing the unique call sign “SAM Two-Six-Thousand,” this aircraft illustrated the Air Force’s commitment to providing safe, reliable and comfortable air transportation for the president and other key personnel to locations anywhere around the globe. Whenever the president was onboard the aircraft, the call sign changed to “Air Force One,” a special designation established in 1953 to avoid confusion with other aircraft in flight.
At the request of President Kennedy, a new paint scheme was developed by First Lady Jacqueline Kennedy and famous industrial designer, Raymond Loewy. In addition to the vibrant blue and white colors, the words “United States of America” were emblazoned in tall letters along the fuselage and an American flag was placed on the tail. These distinctive markings reflect the stature of the Office of the President and serve as a highly visible symbol of American prestige.
One of the world’s most historic aircraft, SAM 26000 carried eight American presidents: Kennedy, Johnson, Nixon, Ford, Carter, Reagan, George H.W. Bush and Clinton. SAM 26000 played an important role in American presidential, political and diplomatic history, and it remains an important national symbol from the Cold War. In June 1963, SAM 26000 flew President Kennedy to West Berlin, Germany, where he declared to the world that “Ich bin ein Berliner” (“I am a Berliner”), boldly assuring continued American support in the face of communist threats and the construction of the Berlin Wall.
SAM 26000 bears an intimate connection to one of the nation’s greatest tragedies, a moment that forever altered the course of American history. On Nov. 22, 1963, President Kennedy was assassinated while traveling in a motorcade through downtown Dallas, Texas. Hours later, Vice President Lyndon B. Johnson was sworn in as the new president aboard SAM 26000. The aircraft then carried Kennedy’s body and President Johnson back to Washington, D.C., and a grieving nation.
During the Southeast Asia War, SAM 26000 transported President Johnson to visit U.S. troops in South Vietnam. In 1970 President Nixon’s national security advisor, Dr. Henry Kissinger, traveled aboard the aircraft on 13 separate trips to secret peace talks with the North Vietnamese in Paris, France. In February 1972 SAM 26000 flew President Nixon to the People’s Republic of China on his famous “Journey for Peace,” the first visit by an American president to China. Three months later, it carried President Nixon on an unprecedented visit to the Soviet Union, where he signed two historic nuclear arms control agreements.
In December 1972 SAM 26000 became the president’s backup aircraft when the Air Force acquired another Boeing VC-137C (serial number 72-7000). However, SAM 26000 continued flying presidents, vice-presidents and other high-ranking government officials on important missions. In October 1981, it carried former Presidents Nixon, Ford and Carter to the funeral of the slain Egyptian president Anwar Sadat. In March 1983 Queen Elizabeth II of the United Kingdom flew on SAM 26000 during her visit to the United States. When SAM 26000 left the presidential fleet in 1990, it continued to fly prominent government officials. Secretary of State James Baker flew aboard the aircraft prior to the 1991 Gulf War for talks with Iraqi leaders regarding their invasion of Kuwait.
In a nationally-televised event, the USAF retired SAM 26000 to the museum in May 1998. After 36 years of providing service and accumulating more than 13,000 flying hours, SAM 26000 began a new career, educating thousands of visitors each year about USAF presidential airlift.
TECHNICAL NOTES:
Crew: Seven or eight (plus 40 passengers)
Engines: Four Pratt & Whitney TF33 (JT3D-3B) turbofans of 18,000 lbs. thrust each
Maximum speed: 600 mph
Range: 6,000 miles
Ceiling: 41,000 feet
Weight: 336,000 lbs. (loaded)
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Wonder Woman Major Esra Özatay, who is Squadron commander of Turkish Stars, wingman in number 4 and mother of two children, greets the crew before the flight
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Turkish Stars first female pilot leader & Mother of two children Major Esra Özatay (Türk Hava Kuvvetleri’nin ilk kadın jet filo komutanı Binbaşı Esra Özatay oldu)
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Renowned for its ruggedness, firepower and speed, the massive Republic P-47 was one of the most famous and important USAAF fighters during World War II. Produced in larger numbers than any other U.S. fighter, the Thunderbolt -- affectionately nicknamed the "Jug" -- served as a bomber escort and as a very effective ground attack fighter.
Origin
The Thunderbolt was the end result of a series of radial-engine fighters developed in the 1930s by Russian émigrés Alexander de Seversky and Alexander Kartveli. Although the P-47 design originated as a small, inline-engine lightweight interceptor, changing requirements drastically altered the project. The considerably larger prototype XP-47B weighed over twice as much as the original concept.
Into Service
The first production version, the P-47B, entered service in the spring of 1942. Production and development problems limited the 171 built to training use only. The follow-on P-47C corrected some of the vices of the P-47B, and it started coming off the production line in September 1942.
Hitting Its Stride -- The P-47D
With over 12,500 built, the P-47D became the most-produced and widely-used model of the Thunderbolt. The early P-47Ds were similar to the P-47C, with the most important change being additional armor around the pilot. Although they were fast and had an excellent roll rate, early P-47s suffered from poor climbing performance and short range.
Over the course of its production, the P-47D was greatly improved. A more efficient propeller significantly increased the climb rate. Internal fuel tank capacity became larger and new wing mounts carried droppable fuel tanks or bombs in addition to those on the underside fuselage mount. Late-model P-47Ds received more wing mounts to carry a total of 10 air-to-ground rockets. The Thunderbolt became even faster with engine water injection, which allowed higher emergency horsepower. The most visible change during the P-47D production run was the new "bubble-top" canopy, which provided much better all-around vision for the pilot.
The Thunderbolt in Combat
The USAAF and several Allied nations used the P-47 in nearly every combat theater. Through 1943 in Europe, the P-47C and P-47D equipped the majority of 8th Air Force fighter groups in England (and one in the 15th Air Force in Italy) as a long-range escort fighter. But since they couldn't escort USAAF heavy bombers all the way to some targets, longer-ranged P-51 Mustangs gradually replaced them in the escort role (with the sole exception of the 56th Fighter Group). The rugged and heavily-armed P-47D proved to be ideal for ground attack, though, and it became the backbone of the fighter-bomber force in the 9th Air Force in western Europe and the 12th Air Force in southern Europe.
In the Pacific, several 5th Air Force fighter groups flew the P-47D against Japanese air and ground forces in New Guinea and the Philippines in 1943-1944. Later, five groups in the 7th Air Force (and, in the closing weeks of the war, the 20th Air Force) flew the much longer-ranged P-47N as an escort fighter for B-29s against the Japanese homeland.
The P-47D did not arrive in the China-Burma-India (CBI) Theater until late spring 1944, but it flew as an effective fighter-bomber in several units there, including the famous 1st Air Commando Group.
Many Allied countries also flew the P-47D in combat in WWII, including Brazil, Free France, Great Britain, Mexico and the Soviet Union.
The Long-Legged P-47N
Range continued to be a problem for the Thunderbolt until the introduction of the P-47N, which breathed new life into the P-47 design. The P-47N had a more powerful engine and introduced a new wing which, unlike the P-47D's, carried two 96-gallon internal fuel tanks. The P-47N was 40 mph faster and could fly over 800 miles farther than the P-47D. The first production models appeared in September 1944, and over 1,800 were built. During the war, the P-47N was only used in the Pacific Theater.
Post-War Use
P-47Ds and P-47Ns continued to serve in the USAAF (after 1947, the U.S. Air Force) as initial equipment for SAC, TAC and ADC squadrons. In 1948 the Thunderbolt was redesignated the F-47. As more jet fighters came into the inventory, the USAF phased out the F-47 in 1949, but the Air National Guard continued to use it into the mid-1950s.
During the Korean War, the USAF theater commander, Lt. Gen. George Stratemeyer, requested that F-47s be sent. But, due to the shortage of spare parts and logistical complications, his request was denied. Many countries in Latin America, along with Iran, Italy, Nationalist China, Turkey and Yugoslavia continued to operate the Thunderbolt, some into the 1960s.
Of the grand total of 15,683 P-47s built, approximately two-thirds reached operational commands overseas and 5,222 were lost in action, including 1,722 non-combat losses. In 1.35 million combat hours flown, the combat loss was less than 0.7 percent, an exceptionally low figure attesting to the strength of the aircraft.
The Museum's Aircraft
The aircraft on display is a P-47D-40 (S/N 45-49167), and it was built at the Republic plant in Evansville, Ind. In the late 1940s, it was transferred to the Peruvian air force. The aircraft later came to the museum in 1981. It is painted as the P-47D-30 Five by Five flown by Col. Joseph Laughlin, commander of the 362nd Fighter Group, 9th Air Force, in early 1945.
TECHNICAL NOTES:
Armament: Eight .50-cal machine guns and 2,500 lbs. of bombs or rockets
Engine: One Pratt & Whitney R-2800 radial of 2,430 hp
Maximum speed: 433 mph
Cruising speed: 350 mph
Range: Approx. 1,100 miles with drop tanks
Ceiling: 42,000 ft.
Span: 40 ft. 9 in.
Length: 36 ft. 2 in.
Height: 14 ft. 8 in.
Weight: 17,500 lbs. maximum
Lt. Aline Guerellus. 4th female fighter pilot in Brazil
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The Mustang was among the best and most well-known fighters used by the U.S. Army Air Forces during World War II. Possessing excellent range and maneuverability, the P-51 operated primarily as a long-range escort fighter and also as a ground attack fighter-bomber. The Mustang served in nearly every combat zone during WWII, and later fought in the Korean War.
Origins
In 1940 the British approached North American Aviation to license-build Curtiss P-40 fighters for the Royal Air Force. North American offered to design a better fighter, which flew as the NA-73X in October 1940. Production of the aircraft -- named Mustang I by the British -- began the following year.
Mustangs for the USAAF
In the summer of 1941, the USAAF received two Mustang Is under the designation XP-51. Although flight tests of the new fighter showed promise, the USAAF did not immediately order the Mustang. After the personal intervention of Gen. Hap Arnold, however, the USAAF retained 55 Mustangs from a British order. Most of these became F-6A photo-reconnaissance aircraft, which equipped the first USAAF Mustang units, the 154th and 111th Observation Squadrons in North Africa in the spring of 1943.
In March 1942 the USAAF accepted the first production P-51A fighters. Although excellent at lower levels, the P-51A's Allison engines severely limited performance at high altitude. The USAAF employed P-51As in the China-Burma-India theater, where most combat took place at low altitude.
In April 1942 the USAAF ordered an attack version equipped with dive brakes and bomb racks, the A-36 Apache. A-36s entered combat in June 1943 and served in North Africa, Italy and India.
A Winning Combination
In the fall of 1942, Mustangs in the United States and Great Britain were experimentally fitted with British Merlin engines. One in the United States flew a remarkable 441 mph at 29,800 feet -- about 100 mph faster than the P-51A at that altitude. Mass production of the Merlin-powered P-51B and P-51C soon followed (nearly identical, North American produced the "B" in Inglewood, Calif., and the "C" in Dallas, Texas).
In December 1943 the first P-51B/C Mustangs entered combat in Europe with the 354th Fighter Group "Pioneers." By the time of the first U.S. heavy bomber strike against Berlin in March 1944, the USAAF fielded about 175 P-51B/C Mustangs. Along with P-38 Lightnings, these P-51s provided sorely needed long-range, high-altitude escort for the U.S. bombing campaign against Germany.
"Bubble-top" Mustang
The P-51D incorporated several improvements, and it became the most numerous variant with nearly 8,000 being built. The most obvious change was a new "bubble-top" canopy that greatly improved the pilot's vision. The P-51D also received the new K-14 gunsight, an increase from four to six .50-cal machine guns, and a simplified ammunition feed system that considerably reduced gun jams.
The P-51D arrived in quantity in Europe in the spring of 1944, becoming the USAAF's primary long range escort fighter. The versatile Mustang also served as a fighter-bomber and reconnaissance aircraft. Few Luftwaffe aircraft could match the P-51D -- by the end of the war, Mustangs had destroyed 4,950 enemy aircraft in the air, more than any other USAAF fighter in Europe.
P-51Ds arrived in the Pacific and CBI theaters by the end of 1944. In the spring of 1945, Iwo Jima-based P-51Ds started flying long-range B-29 escort and low-level fighter-bomber missions against ground targets in Japan.
Continuing Development
North American eventually developed a considerably lightened Mustang, which became the P-51H. With a remarkable top speed of 487 mph, it was 50 mph faster than the P-51D. Although it was in production before the war ended, the P-51H did not reach frontline units in time to see combat.
With the last of 555 P-51Hs completed in 1946, the production run of the Mustang ended with over 15,000 of all types built.
Korean War
Although Mustangs continued in service with the newly-formed U.S. Air Force and many other nations after the war, more advanced jet fighters relegated them to secondary status. Many of the USAF's Mustangs (redesignated the F-51) were surplused or transferred to the Reserve and the Air National Guard (ANG).
At the start of the Korean War, however, the Mustang once again proved its usefulness. After the initial invasion, USAF units were forced to fly from bases in Japan, and F-51Ds could hit targets in Korea that short-ranged F-80 jet fighters could not. Mustangs continued flying with USAF, South Korean Air Force (ROKAF), South African Air Force (SAAF) and Royal Australian Air Force (RAAF) fighter-bomber units on close support and interdiction missions in Korea until they were largely replaced by F-86F jet fighter-bombers in 1953.
Epilogue
F-51s flew in the Reserve and ANG until they were finally phased out in 1957. Obtained from the West Virginia ANG in 1957, the aircraft on display was the last Mustang assigned to a USAF tactical unit. It is painted as the P-51D flown by Col. C.L. Sluder, commander of the 325th Fighter Group in Italy in 1944. The name of this aircraft, Shimmy IV, is derived from the names of his daughter, Sharon, and his wife, Zimmy.
TECHNICAL NOTES:
Armament: Six .50-cal. machine guns and 10 5-in. rockets or 2,000 lbs. of bombs
Engine: Packard-built Rolls-Royce Merlin V-1650 of 1,695 hp
Maximum speed: 437 mph
Cruising speed: 275 mph
Range: 1,000 miles
Ceiling: 41,900 ft.
Span: 37 ft.
Length: 32 ft. 3 in.
Height: 13 ft. 8 in.
Weight: 12,100 lbs. maximum
Serial number: 44-74936