B52 - the gift that keeps on giving.
Discussion
Not quite 1955 for the models still in service. The B-52s left (only about 80 of them) are H models which date from 1960-62, so a bit younger although still very old.
Bear in mind that at their peak of operation service there were about 800 of them in the inventory.
We are well into "grandsons flying B-52s their grandads once flew" territory now.
I think the longevity of the KC-135 fleet is even more remarkable.
Bear in mind that at their peak of operation service there were about 800 of them in the inventory.
We are well into "grandsons flying B-52s their grandads once flew" territory now.
I think the longevity of the KC-135 fleet is even more remarkable.
take-good-care-of-the-forest-dewey said:
That cockpit!
Looks like the engineers spray mounted the panels and through the instrumentation into the air and wherever it landed, bolted it down.
It is actually quite a neat cockpit and fairly sensibly laid out. The problem is that the cockpits have been upgraded multiple times over their lives. If you look at a B-52 cockpit from around 1960 it actually looks very neat - Looks like the engineers spray mounted the panels and through the instrumentation into the air and wherever it landed, bolted it down.
What stands out, of course, is the central panel which contains all the dials relating to the engines and, since there are eight of them, there are eight sets of dials. There are also eight sets of thrust levers etc in the central console. The actual flight instruments are squeezed over to the left and right of the panel.
Granted Eric it does look siginifanctly better in that picture with the lights off. I take back my original comment.
I used to teach a module on the basics of cockpit design and used the later model phantoms as an example of how to really screw up an interface by bolting on capability through life.
Wish I could find my notes from the module - the process for selecting, arming, and firing a missile was an exercise in designing in human error. Controls and switches were scattered everywhere they'd found space over the life-time of the air frame.
I used to teach a module on the basics of cockpit design and used the later model phantoms as an example of how to really screw up an interface by bolting on capability through life.
Wish I could find my notes from the module - the process for selecting, arming, and firing a missile was an exercise in designing in human error. Controls and switches were scattered everywhere they'd found space over the life-time of the air frame.
take-good-care-of-the-forest-dewey said:
I used to teach a module on the basics of cockpit design and used the later model phantoms as an example of how to really screw up an interface by bolting on capability through life.
Wish I could find my notes from the module - the process for selecting, arming, and firing a missile was an exercise in designing in human error. Controls and switches were scattered everywhere they'd found space over the life-time of the air frame.
This was cited as a major factor in the accidental shooting down of a Jaguar by a Phantom in Germany I believeWish I could find my notes from the module - the process for selecting, arming, and firing a missile was an exercise in designing in human error. Controls and switches were scattered everywhere they'd found space over the life-time of the air frame.
.pdf file of the B47 flight manual if anyone fancies a read. I'll see if I can locate one for the BUFF.
https://1drv.ms/b/s!Ane9lOTY5nFrzmbu4AFt4ZPycSz9
SD.
https://1drv.ms/b/s!Ane9lOTY5nFrzmbu4AFt4ZPycSz9
SD.
Burrow01 said:
This was cited as a major factor in the accidental shooting down of a Jaguar by a Phantom in Germany I believe
I believe you're right. It certainly rings a bell... Was 20 odd years ago when I used to teach the module. I had a detailed task decomposition down to individual button presses including the need to swap hands on the stick several times. It really was laughably bad.
Just did a quick search to see whether it was ever published online... No joy but this highlights the issue.
"
The cockpit was a mess of switches and dials. Poor ergonomics and man machine interface left the crews struggling in air combat. Combat modes involved intricate ‘switchology’ that crews found hard to keep on top of in the stress of actual war. One of the most important switches on the missile control panel, that selected missile type, was particularly badly placed. The switch was very hard to find and reach by touch alone, something of the utmost importance in a dogfight. An improvised solution was found, with some pilots sticking a length of plastic tubing onto the switch. In a period of poorly designed American fighter cockpits, the F-4 was probably the worst."
Eric Mc said:
Not quite 1955 for the models still in service. The B-52s left (only about 80 of them) are H models which date from 1960-62, so a bit younger although still very old.
Bear in mind that at their peak of operation service there were about 800 of them in the inventory.
We are well into "grandsons flying B-52s their grandads once flew" territory now.
I think the longevity of the KC-135 fleet is even more remarkable.
There are 76 Eric.Bear in mind that at their peak of operation service there were about 800 of them in the inventory.
We are well into "grandsons flying B-52s their grandads once flew" territory now.
I think the longevity of the KC-135 fleet is even more remarkable.
The KC-135 is now being replaced by the KC46, I will leave my thoughts on that out of this post, but the B52 could be in service for 100 years.
bristolracer said:
CloudStuff said:
800 of them! Jeez.
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