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No, I know the B-50 was the ultimate result of the B-29. What I was talking about was the various modifications made to the B-29's during operational use (which include Silverplate), and into the post war (not including B-50's).Well aside from the Silverplate modifications, this is where the B-29 ultimately went
No, I know the B-50 was the ultimate result of the B-29. What I was talking about was the various modifications made to the B-29's during operational use (which include Silverplate), and into the post war (not including B-50's).
I remember seeing a video which involved the RAF discussing interceptor attacks which involved jet-fighters flying at bombers from the sides and from behind, then curving into and then coming head-on against them. For this test, a series of B-29's were used for the test. The B-29's were given speed figures that seemed higher than the ones cited in WWII.
I'm curious if changes were made to the cowlings, the engines, the turbochargers, and stuff?
RAF discussing interceptor attacks which involved jet-fighters flying at bombers from the sides and from behind, then curving into and then coming head-on against them. For this test, a series of B-29's were used for the test.
Such as?There were some mods done to the B-29 in the post war (I believe they were relatively minor)
Like the 300 that were built without the gun-computer for fire-bombing missions?There were operational mods done to late production B-29 that were more role related too.
I heard about "Silverplate" but never knew what exactly was involved. Can anyone briefly describe?
Gary
B-29-5-BW 42-6259 (referred to as the "Pullman airplane" from an internal code name assigned it by the Engineering Division of Army Air Forces Materiel Command) was delivered to the 468th Bombardment Group at Smoky Hill AAB, Kansas, on 30 November 1943, and flown to Wright Field on 2 December.
Modifications to the bomb bays of 42-6259 were extensive and time-consuming. Its four 12-foot (3.7 m) bomb bay doors and the fuselage section between the bays were removed and a single 33-foot (10 m) bomb bay configured. The length of the initial gun-type bomb shape was approximately 17 feet (5.2 m), necessitating that it be carried in the aft bomb bay, with some of its length protruding into the forward bay. The implosion-type bomb was mounted in the forward bay.[8] New bomb suspensions and bracing were attached for both shape types, and separate twin-release mechanisms were mounted in each bay, using modified glider tow-cable attach-and-release mechanisms.
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Thin Man as a plutonium-based design was therefore abandoned and the weapon was re-designed to use uranium-235. The muzzle velocity required was much lower, reducing the barrel length of the resulting bomb, now code-named Little Boy, to less than 10 feet (3.0 m). This allowed the device to fit into a standard B-29 bomb bay, so the Pullman was modified to its original configuration with the rear bomb bay of a standard B-29 design. All subsequent Silverplates were also configured in this manner.
They were fitted with British single-point bomb releases mounted on a re-designed H-frame suspension rack fitted in the forward bomb bay, so that additional fuel tanks could be carried in the aft bay. A new crew position, called the "weaponeer station", was created in the cockpit with a panel to monitor the release and detonation of the bomb during the actual combat drops.
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By February 1945 the seventeen aircraft of the second increment were themselves in need of upgrades, particularly those of the 216th Army Air Force Base Unit. Four of the planes assigned to the 393d Bombardment Squadron (now part of the 509th Composite Group) were transferred to the 216th to meet an increase in its testing tempo. Rather than attempt to modify the existing aircraft a few at a time, a decision was made to start a new production series. The first five of this third increment, known as Project 98228-S, also went to the test unit. The order totaled an additional 28 aircraft, with delivery of 15 designated combat models for the 393d beginning in April.
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The final wartime Silverplates incorporated all technical improvements to B-29 aircraft, as well as the final series of Silverplate modifications that included Curtiss Electric reversible-pitch propellers, and pneumatic actuators for rapid opening and closing of bomb bay doors. The British F-type bomb release and G-type attachment were installed, along with dual electrical and mechanical bomb release mechanisms. Early model B-29s were plagued by a host of engine problems, and the early Silverplate bombers were no exception. One was written off after being badly damaged as a result of an engine fire in February 1945. The fuel-injected Wright R-3350-41 engines in the later model bombers delivered in July and August 1945 were greatly improved and far more reliable.
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The Fat Man and Pumpkin bombs (non-nuclear bombs that resembled and handled like Fat Man) weighed over 10,000 pounds (4,500 kg), so weight was a concern, even with the more powerful engines. Weight reduction was accomplished by removal of all gun turrets and armor plating. This work was done by the 509th Composite Group for the early Silverplate aircraft, but later models were delivered without them. These B-29s represented a significant increase in performance over the standard variants.
Very interesting to hear this remark about the bomb-bay doors. Did he go into detail? I have drawn several Silverplate examples and I didn't notice a change to the doors. Admittedly many of the photos are post-WW2 but they all seem to have the radar fitted (radar sits between the two bomb bays). Would be very interested to hear more...
But the USAAF command, being what it was, would have used the B-19 before using anything British.Until then, the USA didn't have an existing aircraft to carry the Thin Man internally without modification and it was suggested that the only aircraft in 1943 that could was an Avro Lancaste
But the USAAF command, being what it was, would have used the B-19 before using anything British.