超级军网美帝用航母弹射安12运输机，多图！
来源：百度文库 编辑：超级军网 时间：2024/04/30 01:06:52
如图所示，美帝用航母（谁帮忙认一下是哪一艘？） 大概是尼米兹级木有错啦。。。弹射安12运输机（也可能是运8）
注意第五张图，显然穿帮了，是一架C130。。。
如图所示，美帝用航母（谁帮忙认一下是哪一艘？） 大概是尼米兹级木有错啦。。。弹射安12运输机（也可能是运8）
注意第五张图，显然穿帮了，是一架C130。。。
注意第五张图，显然穿帮了，是一架C130。。。
如图所示，美帝用航母（谁帮忙认一下是哪一艘？） 大概是尼米兹级木有错啦。。。弹射安12运输机（也可能是运8）
注意第五张图，显然穿帮了，是一架C130。。。
好震撼。
僵尸世界大战里面的，虚构的。。。。。。
大兔头 发表于 2016-1-27 23:37
僵尸世界大战里面的，虚构的。。。。。。
技术上应该可行！
僵尸世界大战里面的，虚构的。。。。。。
技术上应该可行！
大兔头 发表于 2016-1-27 23:37
僵尸世界大战里面的，虚构的。。。。。。
我还以为是真的
僵尸世界大战里面的，虚构的。。。。。。
我还以为是真的
舰岛有点大，比较像小鹰的最后一艘CV-67 肯尼迪号
舰岛有点大，比较像小鹰的最后一艘CV-67 肯尼迪号
这个明显尼米兹，肯尼迪尾部甲板形状很特别
这个明显尼米兹，肯尼迪尾部甲板形状很特别
Loli·控 发表于 2016-1-28 00:02
舰岛有点大，比较像小鹰的最后一艘CV-67 肯尼迪号
仔细看是74号，斯坦尼斯号！
舰岛有点大，比较像小鹰的最后一艘CV-67 肯尼迪号
仔细看是74号，斯坦尼斯号！
可能都不用弹射
技术上应该可行！
技术上说，根本不用弹射。美国人测试c130直接起飞。
技术上说，根本不用弹射。美国人测试c130直接起飞。
起降过130那
技术上说，根本不用弹射。美国人测试c130直接起飞。
弹射可能反而起不来。
弹射可能反而起不来。
美帝怎么不弄个C17上航母啊？搞弹射嘛，或者波音747也行啊
弹射器推力可调，但是运8，运7这类运输机即使新机加固成的预警机拿来弹射也是不靠谱的，原本就不是军用级别的机机，加了这么多雷达，电脑什么的，即使80%成功率都要被否掉的，只能从头开始，设计一款专用的中型舰载机，预警，载人运货，这样做只好不差，偷懒省钱，到时只会悔死。
那么大的74，明显斯坦尼斯号。
运7应该能从辽宁号上起飞，螺旋桨飞机的最小起飞速度低多了，二战那么多轰炸机都能飞起来。
虚构的说个蔡国庆
美帝弹过C130
滑跃党员 发表于 2016-1-28 17:44
弹射可能反而起不来。
您头像亮了。。。
弹射可能反而起不来。
您头像亮了。。。
danny822008 发表于 2016-1-28 21:59
美帝弹过C130
没有弹过，是自己起飞的。。。
美帝弹过C130
没有弹过，是自己起飞的。。。
chowen 发表于 2016-1-28 21:04
虚构的说个蔡国庆
不算完全虚构，至少飞过C130。。。
虚构的说个蔡国庆
不算完全虚构，至少飞过C130。。。
chy15 发表于 2016-1-28 20:53
运7应该能从辽宁号上起飞，螺旋桨飞机的最小起飞速度低多了，二战那么多轰炸机都能飞起来。
二战飞机轻的多。。。
运7应该能从辽宁号上起飞，螺旋桨飞机的最小起飞速度低多了，二战那么多轰炸机都能飞起来。
二战飞机轻的多。。。
The story of the C-130 Hercules that landed on USS Forrestal
Even if, nowadays, the C-2 Greyhound is the biggest transport aircraft designed specifically for carrier operations, on Oct. 30 1963, in an attempt to investigate the possibilities of using the C-130 for logistic support for U.S. fleet, a Hercules made an experimental landing on the aircraft carrier USS Forrestal (CVA-59).
With the successful test, which took place in moderately rough seas in the North Atlantic 500 miles off the coast of Boston, the Hercules became the largest and heaviest aircraft to ever land on an aircraft carrier, a record that stands to this day.
The idea behind this unusual test was the so-called “Super Carrier Onboard Delivery” (Super COD) aircraft.
The COD concept was born to resupply aircraft carriers with urgently needed items. At the beginning of the 1960s, the airplane used for such task was the Grumman C-1 Trader, a twin piston-engine aircraft with a limited payload capacity and 300-mile range, the Chief of Naval Operations ordered to assess the possibility of operating a bigger transport airplane aboard the Norfolk-based USS Forrestal (CVA-59).
As explained by Joseph Earl Dabney in his book Herk: Hero of the Skies the C-130 was selected for its stability and reliability, combined with a long cruising range and the capability of carrying large payloads.
The crew for this historic test consisted of Lt. James H. Flatley III, pilot; Lt. Cmdr. W.W. Stovall, copilot; ADR-1 E.F. Brennan, flight engineer; and Lockheed engineering flight test pilot Ted H. Limmer, Jr.
When Lt. James H. Flatley III was told about his new assignment, he thought somebody was pulling his leg. “Operate a C-130 off an aircraft carrier? Somebody’s got to be kidding,” he said.
According to Dabney a KC-130F refueler transport (BuNo 149798), on loan from the U.S. Marines and delivered on Oct. 8, 1963 was chosen for the historical trial.
Lockheed’s only modifications to the original plane was a smaller nose-landing gear orifice, an improved anti-skid braking system, and removal of the underwing refueling pods. “The big worry was whether we could meet the maximum sink rate of nine feet per second,” Flatley said. But, the Navy was amazed to find they were able to better this mark by a substantial margin.
The initial sea trials started on Oct. 30 1963 and were conducted into a 40-knot wind: however the crew successfully performed 29 touch-and-go landings, 21 unarrested full-stop landings, and 21 unassisted takeoffs at gross weights of 85,000 pounds up to 121,000 pounds.
At 85,000 pounds, the KC-130F came to a complete stop within 267 feet, about twice the aircraft’s wing span as remarked by Dabney on his book.
The Navy discovered that even with a maximum payload, the plane used only 745 feet of flight deck for takeoff and 460 feet for landing. These achievements were confirmed by Lockheed’s Ted Limmer, who checked out fighter pilot Flatley in the C-130 and stayed on for some of the initial touch-and-go and full-stop landings. “The last landing I participated in, we touched down about 150 feet from the end, stopped in 270 feet more and launched from that position, using what was left of the deck. We still had a couple hundred feet left when we lifted off.”
The plane’s wingspan cleared the Forrestal’s flight deck “island” control tower by just under 15 feet as the plane roared down the deck on a specially painted line.
As explained by Dabney, Lockheed’s chief engineer, Art E. Flock was aboard the USS Forrestal to observe the testing. “The sea was pretty big that day. I was up on the captain’s bridge. I watched a man on the ship’s bow as that bow must have gone up and down 30 feet.”
The speed of the ship was increased 10 knots to reduce yaw motion and to reduce wind direction: in this way, when the plane landed, it had a 40 to 50 kts wind on the nose. “That airplane stopped right opposite the captain’s bridge,” recalled Flock. “There was cheering and laughing. There on the side of the fuselage, a big sign had been painted on that said, “LOOK MA, NO HOOK.”
The analysis of data collected by the U.S. Navy during the tests highlighted that the C-130 Hercules could carry 25,000 pounds of freight, fly for 2,500 miles and eventually land on a carrier. However, the procedure was considered a bit too risky for the C-130 and the Navy decided to use a smaller COD aircraft. For his effort, the Navy awarded Flatley the Distinguished Flying Cross.
Even if, nowadays, the C-2 Greyhound is the biggest transport aircraft designed specifically for carrier operations, on Oct. 30 1963, in an attempt to investigate the possibilities of using the C-130 for logistic support for U.S. fleet, a Hercules made an experimental landing on the aircraft carrier USS Forrestal (CVA-59).
With the successful test, which took place in moderately rough seas in the North Atlantic 500 miles off the coast of Boston, the Hercules became the largest and heaviest aircraft to ever land on an aircraft carrier, a record that stands to this day.
The idea behind this unusual test was the so-called “Super Carrier Onboard Delivery” (Super COD) aircraft.
The COD concept was born to resupply aircraft carriers with urgently needed items. At the beginning of the 1960s, the airplane used for such task was the Grumman C-1 Trader, a twin piston-engine aircraft with a limited payload capacity and 300-mile range, the Chief of Naval Operations ordered to assess the possibility of operating a bigger transport airplane aboard the Norfolk-based USS Forrestal (CVA-59).
As explained by Joseph Earl Dabney in his book Herk: Hero of the Skies the C-130 was selected for its stability and reliability, combined with a long cruising range and the capability of carrying large payloads.
The crew for this historic test consisted of Lt. James H. Flatley III, pilot; Lt. Cmdr. W.W. Stovall, copilot; ADR-1 E.F. Brennan, flight engineer; and Lockheed engineering flight test pilot Ted H. Limmer, Jr.
When Lt. James H. Flatley III was told about his new assignment, he thought somebody was pulling his leg. “Operate a C-130 off an aircraft carrier? Somebody’s got to be kidding,” he said.
According to Dabney a KC-130F refueler transport (BuNo 149798), on loan from the U.S. Marines and delivered on Oct. 8, 1963 was chosen for the historical trial.
Lockheed’s only modifications to the original plane was a smaller nose-landing gear orifice, an improved anti-skid braking system, and removal of the underwing refueling pods. “The big worry was whether we could meet the maximum sink rate of nine feet per second,” Flatley said. But, the Navy was amazed to find they were able to better this mark by a substantial margin.
The initial sea trials started on Oct. 30 1963 and were conducted into a 40-knot wind: however the crew successfully performed 29 touch-and-go landings, 21 unarrested full-stop landings, and 21 unassisted takeoffs at gross weights of 85,000 pounds up to 121,000 pounds.
At 85,000 pounds, the KC-130F came to a complete stop within 267 feet, about twice the aircraft’s wing span as remarked by Dabney on his book.
The Navy discovered that even with a maximum payload, the plane used only 745 feet of flight deck for takeoff and 460 feet for landing. These achievements were confirmed by Lockheed’s Ted Limmer, who checked out fighter pilot Flatley in the C-130 and stayed on for some of the initial touch-and-go and full-stop landings. “The last landing I participated in, we touched down about 150 feet from the end, stopped in 270 feet more and launched from that position, using what was left of the deck. We still had a couple hundred feet left when we lifted off.”
The plane’s wingspan cleared the Forrestal’s flight deck “island” control tower by just under 15 feet as the plane roared down the deck on a specially painted line.
As explained by Dabney, Lockheed’s chief engineer, Art E. Flock was aboard the USS Forrestal to observe the testing. “The sea was pretty big that day. I was up on the captain’s bridge. I watched a man on the ship’s bow as that bow must have gone up and down 30 feet.”
The speed of the ship was increased 10 knots to reduce yaw motion and to reduce wind direction: in this way, when the plane landed, it had a 40 to 50 kts wind on the nose. “That airplane stopped right opposite the captain’s bridge,” recalled Flock. “There was cheering and laughing. There on the side of the fuselage, a big sign had been painted on that said, “LOOK MA, NO HOOK.”
The analysis of data collected by the U.S. Navy during the tests highlighted that the C-130 Hercules could carry 25,000 pounds of freight, fly for 2,500 miles and eventually land on a carrier. However, the procedure was considered a bit too risky for the C-130 and the Navy decided to use a smaller COD aircraft. For his effort, the Navy awarded Flatley the Distinguished Flying Cross.
标题党威武霸气。
你个标题党
电影也拿来说事，法国航母还降落过波音747呢
静默者 发表于 2016-1-28 17:49
美帝怎么不弄个C17上航母啊？搞弹射嘛，或者波音747也行啊
那个好像翅膀太长了把？？？
美帝怎么不弄个C17上航母啊？搞弹射嘛，或者波音747也行啊
那个好像翅膀太长了把？？？
danny822008 发表于 2016-1-28 21:59
美帝弹过C130
确定是“弹射”？而不是起降？
运输机的结构经得起弹射吗？
美帝弹过C130
确定是“弹射”？而不是起降？
运输机的结构经得起弹射吗？
可能都不用弹射
也不能弹射啊，都是舰尾滑跑起飞的。弹射的话冲程太短，前起落架还得适配
来自: 手机APP客户端
美帝怎么不弄个C17上航母啊？搞弹射嘛，或者波音747也行啊
你在花式讲笑话么
来自: 手机APP客户端
美帝弹过C130
没弹过C130，但是130从舰尾滑跑起飞过
来自: 手机APP客户端
中间混入一张C130
有个问题，130运输机能降落在航母甲板上吗？不怕阻拦索拉断？