View allAll Photos Tagged peacemaker
Pima Air and Space Museum
LEGO Model of a Convair B-36D Peacemaker
The Convair B-36 Peacemaker went into production shortly after World War II. The huge intercontinental bomber was designed to carry a large hydrogen bomb from the United States to the Soviet Union. Introduced into service in 1948, the B-36 was the United States' main nuclear deterrent during the early Cold War until it was replaced in 1959 by the all-jet-powered Boeing B-52 Stratofortress.
Jack Carleson designed and built this LEGO B-36 in 1/40th scale with a wingspan of six feet and a fuselage length of 4 ½ feet. This build has a detailed cockpit, an onboard crew of 15 LEGO Minifigures, six electric motors to make the propellers spin, color stamped emblems, and moveable landing gear and bomb bay doors. According to Jack, "This was a challenging build mostly because of the complexity of getting the proper airfoil of the wing and keeping that wing from sagging."
Jack "BigPlanes" Carleson
Jack Carleson started building LEGO models in 2012 at the age of 10. Three years later he combined two of his passions, aircraft, and LEGO. Jack specializes in creating large aircraft types by using Technic LEGOS as the main supporting structure to his 1/40th scale model aircraft, roughly the size of an average LEGO Minifigure seen in the display. His creations have ranged from World War II bombers like the Boeing B-29 Superfortress to gargantuan jumbo jets like the Boeing 747 and Airbus A380.
Jack's builds are not off-the-shelf LEGO sets. These are custom-built models known in the LEGO world as MOC or My Own Creation. Hours of research and design go into his models before the build. His aircraft include such details as antennas, interiors, electric motors, working landing gear and flaps, and aircraft markings that are printed directly onto the LEGO pieces.
You can see more of Jack's work on his BigPlanes YouTube channel and Flickr photostream
King Edward VII memorial in Parade Gardens, Bath. The bronze angel of peace commemorates his diplomatic tactics in Europe.
The B-36 is the largest bomber and the last piston engine powered bomber produced by the United States. First designed to meet a World War II requirement for a plane capable of hitting targets in Germany from bases in the United States the prototype did not fly until August 8, 1946. The development of the atomic bomb led the Air Force to conclude that it still needed a very long-range bomber capable of delivering the bombs over intercontinental ranges and production of the B-36 was continued despite the end of the war a year earlier. A total of 383 Peacemakers were built between 1947 and 1954. The era of piston engine powered bombers was coming to a quick end with the introduction of the all jet B-47 and B-52. The B-36 was the symbol of American air power in the first years of the Cold War, but even the addition of four jet engines could not bring the B-36 up to the performance standards of the newer aircraft and all of the B-36s were out of service by the first months of 1959. Photo'd at Pima Air Museum at Tucson on 8/28/2012.
52-2827
95th Bomb Wing, Biggs AFB, El Paso, Texas
Taken during the Arizona Aviation Photographers (AzAP) night shoot at the Pima Air and Space Museum
Pima Air & Space Museum
Tucson, AZ USA
June 21, 2013
Operations with the 91st Strategic Reconnaissance Squadron continued until the spring of 1956 when they were quietly abandoned. The withdrawal of the GRB-36D/RF-84K combination from service coincided with the introduction of the Lockheed U-2 spy plane into service. Here, the Thunderflash is retracted inside the mothership. Once hooked up, the pilot could get out and enter the mother ship and return for a mission. One interesting note about the RF-84K is the anhedral tailplanes, which were required in order to fit into the Peacemaker's bomb bay.
The B-36B variant was the first full-scale production Peacemaker. The B-variants used the upgraded Pratt & Whitney R-4360-41 Wasp Major engines with water injection and full armament installed, including twelve M24A-1 20mm cannons in six remotely-operated retractable turrets and a nose and tail turret with two cannons each. The increased engine performance was offset by the increase in the plane’s overall weight, mostly because of the installation of the defensive armament. The 20mm cannons were quite complex and prone to frequent failures. Also, parts were hard to come by and several B-36Bs were cannibalized to keep others flying. The B-36B did not reach full operational capacity until 1952. There were 73 B-36B models produced, most of which were later converted to B-36D or RB-36D standard.
In this image, one of the first B-36B Peacemakers (serial number 44-92033) to enter service with the 9th Bombardment Squadron (Heavy) takes off from Carswell AFB in Fort Worth, Texas. Flying with the 7th Bombardment Wing (Very Heavy), which already had several B-36A aircraft in service for crew training, the Peacemakers were the first aircraft intended for global strategic deployment in the event of hostilities. Almost immediately, the aircraft was conducting long-range training missions carrying heavy payloads. The B-36Bs served with the 7th BW(VH) for ten years but began being replaced by the Boeing B-52 Stratofortress in 1955.
Also, notice that by this time, the USAAF roundel was changed from the Insignia Blue outline with all-white horizontal bars to the more familiar post-war Twin Insignia Red lengthwise bars on the white field. Introduced on 14 January 1947, this was done to better represent the three flag colours of the United States and occurred roughly nine months before the official formation of the United States Air Force (USAF) on 18 September 1947. The roundel circle was used by WW1 aircraft to avoid confusion with the German cross and for greater commonality with Allied air forces at the time.
This is the second sword (of 10) from the Legends Line "Peacemaker" design.
OAL: 52"
Blade: 40"
Weight: 4 lbs 9 oz
POB: 6"
Steel: 5160H
Read Christian Peacemaker Teams - Palestine's recap of the month of September in al-Khalil (Hebron) and the continous violations of basic rights for Palestinians by the Israeli army: ift.tt/1JBL5iF - ift.tt/1Ljw1NW
Camera: Peacemaker Speed Graphic (1946-1949)
Lens: Bausch and Lomb 88mm Double Gausse Zeiss Design variant from 1945-46.
Fiom: 2005 expired Kodak T-Max 100 ISO
Location: Great Salt Lake Utah
shot from a tripod with a cable release while standing knee deep in the water with light winds.
1 minute after this shot the winds picked up to 45MPH and this calmness was lost, causing a 300 yard hike back to the car across highly alkaline mud in 90 Degree air.
Lecture recommandée - Please read:
en.wikipedia.org/wiki/Peacemaker_%28ship%29
En descente sur le fleuve St-Laurent en face de Ste-Foy, Québec, Canada.
Downbound on the St-Lawrence River in front of Ste-Foy, Quebec, Canada.
2014-9-10
Convair B-36J Peacemaker 52-2827
This aircraft was the last B-36 aircraft built, and the last one retired. According to Joe Baugher's serial number database, it was withdrawn to another museum in 1959.*
Pima Air & Space Museum
Tucson, Arizona
Convair B-36J (Pima Air & Space Museum):
pimaair.org/museum-aircraft/convair-b-36j/
B-36 Peacemaker (Wikipedia):
en.wikipedia.org/wiki/Convair_B-36_Peacemaker
*Reference:
Colonnade Row (1832–33)
428–34 Lafayette St.
NoHo, New York
LaGrange Terrace was the grandest row of speculative houses built in New York when it was completed in 1833. The design was based on an 18th-century English concept of creating a row of individual houses constructed to appear as one long grand building. The original row had nine white marble–faced Greek Revival town houses, each with 26 rooms, central heat, and indoor plumbing. The houses were 27-feet/8.2m wide and set back with 15-foot/4.6m front gardens. They were built on a two-block long street called Lafayette Place that joined the then fashionable Bond Street and Astor Place. The name was derived from the Marquis de Lafayette's country estate. Lafayette was revered for his help during the Revolutionary War and had recently been lionized during a tour of America in 1824–25.
John Jacob Astor II (1791–1869) lived at No. 424 (demolished). His father had owned the land on which the terrace was built. He was sickly and mentally unstable and never married.
Julia Gardiner (1820–89) was living at No. 430 when she married President John Tyler in 1844. She was the daughter of David Gardiner (1784–1844) and Julia McLachlan (1799–1864) and was born on Gardiner's Island. (The island was purchased by Lion Gardiner, in 1639, and is still owned by the family.) She appeared unnamed in a lithographic advertisement for the dry goods firm of Bogert & Mecamly in 1839. To end the ensuing scandal of a young unmarried woman of social standing appearing to endorse a commercial establishment, her parents took her first to Washington and then on an extended European tour in 1840–41. The family relocated to Washington upon their return. There she met and was courted by president and widower John Tyler (1790–1862). David Gardiner and his daughter were guests of John Tyler when Gardiner was killed as a cannon ironically called the "Peacemaker" exploded on the U.S.S. Princeton in the Potomac River during a display. His daughter and Tyler were married in a subdued ceremony at the Church of the Ascension in New York four months later.
As fashion moved irretrievably uptown in the 1850s and '60s, the fashionable decamped for Murray Hill. The mansions became rooming houses, saw commercial intrusions, and slowly deteriorated. By 1875, Nos. 418–26 had become the Colonnade Hotel. They were demolished around 1902 and replaced by a Wanamaker’s warehouse in 1918. Columns and other architectural details from the demolished houses apparently were acquired by Luther Kountze for his estate in Morristown, N.J., though he seems never to have made use of them. They survive at what is now Delbarton Academy, a Benedictine boys' school.
No. 434 has been home to the Astor Place Theatre since 1969. BLUE MAN GROUP has been in residence since 1991.
© Matthew X. Kiernan
NYBAI14-0239
Can you tell which is the real gun and which is the toy? That it would probably take a few moments gives a lot of credit to Tanaka, the Japanese manufacturer of airsoft guns.
This is the second sword (of 10) from the Legends Line "Peacemaker" design.
OAL: 52"
Blade: 40"
Weight: 4 lbs 9 oz
POB: 6"
Steel: 5160H
In 1940, the United States feared that Great Britain would fall to Germany, which meant that there was a real possibility that America would be alone against the Axis powers. To be able to strike Germany from bases in either Canada or the continental US meant that the US Army Air Force would need an intercontinental bomber—even Boeing’s B-29 Superfortress, then on the drawing boards, would need bases in Iceland or the Azores to attack Germany, and the USAAF had to assume that those islands would be lost as well. Consolidated Aircraft won the contract against Boeing’s entry in October 1941, on the eve of the US’ entry into World War II.
The XB-36 project ran into numerous delays due to the war: work was halted so Consolidated could concentrate on producing the B-24 Liberator, restarted after the loss of the Philippines and Marianas (the XB-36 would be the only design that could strike Japan from Hawaii), and delayed again as the Allies took the offensive. By the time the first XB-36 Peacemaker flew in August 1946, the war was over.
Another problem Consolidated had run into was the aircraft’s sheer size. Nearly three times as large as the B-29, the XB-36’s wingspan was so large that it could not fit in any hangar then built; its tail was so tall that B-36s would have to be rolled out of the factory with its nose in the air. Everything about it was gigantic: its crew of 14 was divided by the bomb bays, and had bunks and a stove for its projected 40-hour missions. The wings were seven feet thick at their roots, to enable the crew to repair the engines in flight; the six engines themselves had no less than 336 spark plugs, and utilized a “pusher” design that kept steady airflow over the wing.
Because of its size, even six engines had difficulty getting the XB-36 into the air, and it was not an easy aircraft to fly once it got there. The prototypes had the largest tires ever fitted to an aircraft, which had so much ground pressure only three airfields in the entire United States could operate Peacemakers without destroying the runways. (This problem was rectified on production B-36s by using multiple wheels.) USAAF planners now had the world’s second largest aircraft at the time it was built (second only to the Hughes XR-1 Spruce Goose), but no role for it to fulfill.
The Cold War was to rescue the B-36 from early obscurity. Nuclear weapons were becoming more powerful, moving into the megaton yield, but these bombs also were getting bigger and heavier, outstripping the ability for even the B-29 to carry them—and in any case, the B-29 could not reach targets in the Soviet Union from the US. The B-36 could, without needing to resort to the then-experimental method of inflight refueling, and the huge wings that caused so much headaches for ground crew also allowed it to operate above 45,000 feet—which was far above any antiaircraft fire and, at the time, above the ceiling of any known fighter.
The B-36 could, then, strike the USSR with near impunity, though because the bomber was so slow, crews considered nuclear strike missions to be one-way, as the B-36 would not be able to outrun a nuclear shockwave. Just in case a fighter should be able to reach the Peacemaker, a defensive armament of no less than 14 20mm cannons were added to the bomber; fuselage turrets would retract when not in use so as not to disrupt airflow.
After 21 B-36A pre-production aircraft were produced, the production B-36B (with a raised flight deck) began reaching units of the newly formed Strategic Air Command in 1948. With the B-29 being phased out or sent to Korea for combat operations, the B-36 became the backbone of SAC and its “long rifle”; even as the jet-powered B-47 Stratojet entered service, the B-47 still lacked the range of the Peacemaker and required forward bases to strike targets in the Communist bloc. A number of B-36s were converted to RB-36 reconnaissance bombers, which were used over Korea operationally and were involved in penetrating Soviet airspace well into the 1950s.
To deal with the Peacemaker’s indifferent top speed, four J47 turbojets were added beneath the wings in the early 1950s. This had a number of advantages: it decreased the B-36’s reaction time, gave it a better climb rate, lowered its stall speed, and took some of the load off the six propeller engines, which were prone to seizing up and catching fire. The noise produced by the “six turning and four burning” engines gave the B-36 the unofficial nickname “Earthshaker,” while its sheer size gave rise to the term “Aluminum Overcast.”
With delays to the B-52 project, the B-36’s lifespan was extended a few years by the Featherweight project in 1954, which stripped the aircraft of all armament but its tail guns. This did not help its top speed much, but increased its ceiling to 60,000 feet, far above any fighter of the time. It was only a temporary measure, however: the advent of long-range air-to-air missiles and surface-to-air missiles meant that the B-36 was becoming obsolete. Once the B-52 began entering service, the Peacemaker was retired. The last left service in Feburary 1959—having never dropped a bomb in anger. For B-36 crews, no greater compliment could be paid. Today, of the 384 Peacemakers produced, only five remain in existence, along with the single prototype XC-99 transport version.
This is a late-model B-36J Featherweight III, the last production model and the last of the type to be retired. It is finished in bare metal, standard for the 1950s, with white antiflash undersides and a SAC stripe on the nose. This particular aircraft was assigned to the 7th Bomb Wing at Carswell AFB, Texas.
The massive 10 engine B-36J at the National Museum of the United States Air Force. Pictured are 3 of the 6 pushing 28 cylinder Pratt & Whitney R-4360-53 of 3,800 hp each. Adding to those were four General Electric J47-GE-19 turbojets of 5,200 lbs thrust each. 162 ft long and a wing span of 230 ft. Max speed at combat weight was an amazing 418 mph.
This is the second sword (of 10) from the Legends Line "Peacemaker" design.
OAL: 52"
Blade: 40"
Weight: 4 lbs 9 oz
POB: 6"
Steel: 5160H
In 1940, the United States feared that Great Britain would fall to Germany, which meant that there was a real possibility that America would be alone against the Axis powers. To be able to strike Germany from bases in either Canada or the continental US meant that the US Army Air Force would need an intercontinental bomber—even Boeing’s B-29 Superfortress, then on the drawing boards, would need bases in Iceland or the Azores to attack Germany, and the USAAF had to assume that those islands would be lost as well. Consolidated Aircraft won the contract against Boeing’s entry in October 1941, on the eve of the US’ entry into World War II.
The XB-36 project ran into numerous delays due to the war: work was halted so Consolidated could concentrate on producing the B-24 Liberator, restarted after the loss of the Philippines and Marianas (the XB-36 would be the only design that could strike Japan from Hawaii), and delayed again as the Allies took the offensive. By the time the first XB-36 Peacemaker flew in August 1946, the war was over.
Another problem Consolidated had run into was the aircraft’s sheer size. Nearly three times as large as the B-29, the XB-36’s wingspan was so large that it could not fit in any hangar then built; its tail was so tall that B-36s would have to be rolled out of the factory with its nose in the air. Everything about it was gigantic: its crew of 14 was divided by the bomb bays, and had bunks and a stove for its projected 40-hour missions. The wings were seven feet thick at their roots, to enable the crew to repair the engines in flight; the six engines themselves had no less than 336 spark plugs, and utilized a “pusher” design that kept steady airflow over the wing.
Because of its size, even six engines had difficulty getting the XB-36 into the air, and it was not an easy aircraft to fly once it got there. The prototypes had the largest tires ever fitted to an aircraft, which had so much ground pressure only three airfields in the entire United States could operate Peacemakers without destroying the runways. (This problem was rectified on production B-36s by using multiple wheels.) USAAF planners now had the world’s second largest aircraft at the time it was built (second only to the Hughes H-4 Spruce Goose), but no role for it to fulfill.
The Cold War was to rescue the B-36 from early retirement. Nuclear weapons were becoming more powerful, moving into the megaton yield, but these bombs also were getting bigger and heavier, outstripping the ability for even the B-29 to carry them—and in any case, the B-29 could not reach targets in the Soviet Union from the US. The B-36 could, without needing to resort to the then-experimental method of inflight refueling, and the huge wings that caused so much headaches for ground crew also allowed it to operate above 45,000 feet—which was far above any antiaircraft fire and, at the time, above the ceiling of any known fighter. Just in case a fighter should be able to reach the Peacemaker, a defensive armament of no less than 14 20mm cannons were added to the bomber; fuselage turrets would retract when not in use so as not to disrupt airflow.
After 21 B-36A pre-production aircraft were produced, the production B-36B (with a raised flight deck) began reaching units of the newly formed Strategic Air Command in 1948. With the B-29 being phased out or sent to Korea for combat operations, the B-36 became the backbone of SAC and its “long rifle”; even as the jet-powered B-47 Stratojet entered service, the B-47 still lacked the range of the Peacemaker and required forward bases to strike targets in the Communist bloc. A number of B-36s were converted to RB-36 reconnaissance bombers, which were used over Korea operationally and were involved in penetrating Soviet airspace well into the 1950s.
To deal with the Peacemaker’s indifferent top speed, four J47 turbojets were added beneath the wings in the early 1950s. This had a number of advantages: it decreased the B-36’s reaction time, gave it a better climb rate, lowered its stall speed, and took some of the load off the six propeller engines, which were prone to seizing up and catching fire. The noise produced by the “six turning and four burning” engines gave the B-36 the unofficial nickname “Earthshaker,” while its sheer size gave rise to the term “Aluminum Overcast.”
With delays to the B-52 project, the B-36’s lifespan was extended a few years by the Featherweight project in 1954, which stripped the aircraft of all armament but its tail guns. This did not help its top speed much, but increased its ceiling to 60,000 feet, far above any fighter of the time. It was only a temporary measure, however: the advent of long-range air-to-air missiles and surface-to-air missiles meant that the B-36 was becoming obsolete. Once the B-52 began to enter service, the Peacemaker was retired. The last left service in Feburary 1959—having never dropped a bomb in anger. For B-36 crews, no greater compliment could be paid. Today, of the 384 Peacemakers produced, only four remain in existence, along with the single prototype XC-99 transport version.
This is 52-2220, one of the four remaining intact B-36s; it was built as a B-36J "Featherweight." The aircraft probably served with the 95th Bomb Wing based at Biggs AFB, Texas, which was the last wing to be equipped with the B-36. It was retired in 1959 and flown to Arizona for storage and eventual scrapping. As it was one of the last B-36s in service, the National Museum of the USAF decided to replace the YB-36A it had on display, and 52-2220 was flown to Wright-Patterson AFB in April 1959--the last flight ever made by a B-36. (The YB-36A was cut up for scrap; the nose section was bought by famous aircraft collector Walter Soplata. After Soplata passed away, it was hoped the nose could be preserved, but the magnesium construction had deteriorated such that it had to be scrapped--a sad end to the YB-36A.)
The B-36 is so huge that the old hangar it was displayed in had to be built around the aircraft; when it was moved to the new location in 2003, the new Cold War hangar had to be big enough to accommodate it through the doors. 52-2220 is displayed as it appeared while in service; it is painted in anticorrosion silver, though most (if not all) B-36s were finished in bare metal. The white underbelly was designed to reflect the flash effects of a nuclear detonation away from the aircraft and crew. Like most SAC aircraft, it lacks any sort of definitive markings except for the aircraft number and SAC stripe on the nose.
Because of the B-36's sheer size, getting a picture of the entire aircraft is virtually impossible at the NMUSAF. The aircraft to the right is a Lockheed F-94B Starfire.