主题：【原创】航空史上十大名机 -- 晨枫

a helicopter. A revolutionary idea. It would be sad to see it cancelled. Perhaps it is ahead of the time?

1.C－47

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2.喷火

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3.B－17　2张

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4.F111　角度不好

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C-47在战后用处很广，所以大部分机体都保留下来了。比起在欧洲机场上被当场爆破掉的P-51、P-47们来说可是命运强多了。在民间的C-47后来很多换了涡桨发动机，甚至直到现在有的南美空军还有一些涡轮达科他。前两年我在看航展的时候，还有一架涡轮达科他做地面表演。除去民航用，大量的C-47也用于通用航空，从撒农药的到做跳伞表演的，不一而足。

说到野马，很多人立刻会想到它的水滴型坐舱盖。这么特立独行的坐舱盖二战时可是独此一家别无分号。不过早期的野马其实长得跟大家都差不多，猛地一看当作喷火的也不奇怪。说起来，这坐舱盖技术也是英国人发明的，但英国人自己没用。原因是增加阻力、重量，成本也提高。美国人犹豫了一下，还是装上去了。飞行员们发现水滴座舱非常爽，视野完全不受限制。至于阻力、重量，问题不大。成本，老美更是不大在乎。关键是空战起来视野好，大家都喜欢。

俺正要说咋漏了SR-71,一改成"全看",发现枫

兄已经贴到尾巴上去了.凯利强生领导的臭鼬

工程的项目,个个是可以上航空史的.

建议用不同的排名法:

1)航空史中断代的机型:莱特兄弟的'鸭',X-1,..

2)航空史上最杰出的设计:SR-71,....

3)航空史上最传奇的机型:司徒卡,零式,P-38

4)航空史上最奇异的机型:往最奇的想...红男爵那种...

好了...各位航空爱好者在枫兄的到来下开口了.

我倒觉得F-16最重要的地方是它的设计思想。战机黑手党那帮人用能量机动理论为指导，仔细权衡了各种设计和指标之间的关系，最后搞了这么一个东西出来。YF-16最早设计时是可以在水平面上与F-15相抗衡的，是彻头彻尾的飞行员用的格斗飞机。

正好室内暗,可以用小光圈长曝光把景深到很大.

专门聊聊本来可以成功、但由于种种原因夭折的名机。名单已经列好。各位要是有兴趣，可以自拟一份名单，到时候我们比较比较，应该会很好玩的。

说F111影响了一代战斗机的设计有点夸张.变后掠翼的出现是飞机设计发展到一定阶段的产物,它的出现和消失无非都是"否定之否定"规律在飞机工业中的体现.

至于二战时期的战斗机,我还是认为BF109比较适合进入名机行列.作为三十年代的设计,它应该是当时飞机设计的最高水平.

米格-21最优秀的地方，在于用较小推力的发动机，和简洁的气动设计，实现了双二，并保持了不错的机动性。但是米格-21既没有影响同时代或后来的战斗机的设计，又没有赫赫战功，所以落选了。

Me-109的性能还不及喷火，比FW-190也差了一点。Me-109最大的问题是航程不足，在不列颠之战中窘境毕现。

用于在空中测试电子系统，鼻子换成战斗机一样的尖鼻子，被戏称为皮诺曹，现在还在飞。

不过，还是恭候晨兄妙文为好

直到前两天的空中客车A380问世，这一纪录才被打破。

记得这个经典镜头吗？波音747身上背一个航天飞机，当时我看到这则新闻的时候，觉得真是酷毙了,牛！

[SIZE=3]Historical background[/SIZE]

The 747 was born out of the explosion of air travel in the 1960s. The era of commercial jet transportation led by the enormous popularity of the Boeing 707 had revolutionised long distance travel and made possible the concept of the "global village." Boeing had already developed a study for a very large airplane while bidding on a US military contract for a huge airlifter. Boeing lost the contract to Lockheeds C-5A Galaxy but came under pressure from its most loyal airline customer Pan Am to develop a giant passenger plane which would be over twice the size of the 707. In 1966 Boeing proposed a preliminary configuration for the airliner, which was to be called the 747, and Pan Am ordered 25 of the initial -100 series. The design was a full length double decker, but due to issues with evacuation routes this idea was scrapped in favor of a wide-body design.

At the time, it was widely thought that the 747 would be replaced in the future with an SST (SuperSonic Transport) design. Boeing took the shrewd move and designed the 747 so that it could easily be adapted to carry freight, knowing that when sales of the passenger version dried up, it could remain in production as a cargo aircraft. The cockpit was moved to a shortened upper deck so that a nose cone loading door could be included, creating the 747's distinctive "bulge." However, the supersonic transports such as Boeing's still-born SST and the Concorde never lived up to their promise, being too expensive to operate profitably at a time when fuel prices were soaring. The upper deck was initially used as a luxurious first-class lounge/bar area, but is now most often used for extra seating capacity. After being expected to wither on the vine with only 400 sales, the 747 outlived many of its critics and production passed the 1,000 mark in 1993. The expected slow-down in sales of the passenger version in favor of the cargo derivative has only happened in the early 2000s.

The development of the 747 was a huge undertaking. Boeing did not have a factory big enough to assemble the giant aircraft, so the company had to build an all-new assembly building near Everett, Washington. This factory is the largest building ever built. Pratt and Whitney developed a massive high-bypass turbofan engine, the JT9D, that was, in the beginning, exclusively for the 747. To appease concerns about the safety and flyability of such a massive aircraft, the 747 was designed with four backup hydraulic systems, split control surfaces, multiple structural redundancy, and sophisticated flaps which allow it to use standard-length runways.

Initially, Boeing found that the 747 was being treated with skepticism by many airlines. At the time, Boeing's rivals, McDonnell Douglas and Lockheed, were working on wide-body three-engine "tri-jets", which were significantly smaller than the proposed 747. Many airlines wondered if the 747 would prove too large for an average long distance flight and instead invested in tri-jets. Furthermore, there was worry about whether the 747 would be compatible with existing airport infrastructure.

Another issue raised by the airlines was fuel efficiency. A three-engine airliner burns significantly less fuel per flight than a four-engine, and with airlines trying to lower costs, fuel efficiency was a large issue (this issue would return to haunt Boeing during the 1970s).

Boeing had promised the 747 to Pan Am by 1970, so it had less than four years to develop, build and test the 747. Work progressed at such a breakneck pace that all those who worked on the development of the 747 were given the nickname "The Incredibles". The massive cost of developing the 747 and building the Everett factory meant that Boeing had gambled its very existence on the 747's success, and the company was nearly bankrupted in the early 1970s. The gamble paid off however, and Boeing enjoyed a monopoly on very large passenger transports that has only been broken 35 years later with the advent of the Airbus A380.

黑鸟SR-71：

这家伙停在地面上会漏油的，只有飞起来后，靠空气摩擦产生热量，引起机体膨胀，才会把缝堵上。飞起来后，飞行员连风挡玻璃都不能随便接触－－－会变成烤鸡爪的：）

教练型

空中加油，加油机是kc135

起飞

F117:

当初F117试飞的时候，试飞员甚至不能确定它能飞起来，他唯一确定的是，如果飞不起来，它会是世界上最快的三轮车。

米格25

说米格25能飞三倍音速是有争议的，西方在中东曾经观测到一次，但那架米格25降落后就发现发动机已经报废了。

不过米格25的雷达在当时很NB，在地面上开机据说可以杀死500米以内的兔子－－想起了周星星“百变金刚”里那个巨型微波炉，嘿嘿。

这是教练型

美国第一代洲际轰炸机B36

也是当时最大的轰炸机，安装了6台螺旋桨引擎和4台涡轮喷气引擎，这使得驾驶过B-36的机组人员将它称之为 “six turning and four burning”。这家伙很大，以至于机组人员在机身中的移动是通过运动在狭窄通道中的电动车来完成的。

右边的是B36,左边是二战时投放原子弹的B29.

F-104 星

著名的“寡妇制造者”，“飞行棺材”，德国人的一个说法是：

“怎样得到一架F104?”

“买下两亩地，等上一星期”

“飞行棺材”的称号即是德国人喊出来的，原因是西德山区气流不稳，曾遇过 F-104 在一天内四架撞毁，西德国会群起反对军方再使用 F-104 战机?r然而台湾却从西德买来一批 F-104G 型机，结果这批飞机却是德国人封存的仓储机，修护人员还从封箱内抓

出一堆死青蛙、死老鼠。

　　F-104 在台湾服役 35 年，可谓垂垂老矣，经过各种的延长寿命做法，国外订为飞行安全时数 4,000 小时的 F-104 ，台湾却订在 6,000 小时，甚至还更高。

　　在物质缺乏的年代，早期的飞行训练，灌输飞行员要有“护机”的观念，飞行员孙国安（飞 F-104 3,115 小时，世界第一）自己的一次失事经验，是在一次恶劣天气中飞行，机身的高温产生火警把所有操纵电门烧掉，飞机的仪器板指示都失去讯号，起落架也放不下，当时，他顾虑飞机在本岛内飞行，若摔落在人口稠密的都市区将造成严重伤亡，一直熬到空旷地区才勉强降落?r当时一个救援人员不小心摸到机壳，整只手都烫焦了。

　　F-104 也有“WIDOWMAKER（寡妇制造机）”之称，飞行员被冠以“玻璃丈夫”。孙国安的太太骆思媛回忆说，当年她和孙国安交往时，她的哥哥即警告说：“这种丈夫很容易碎掉。”要她慎重考虑。F-104 飞行员沈先康上校则形容自己的太太是“全世界最笨的女人。”

　　F-104 的高失事率，飞行员比拟为就如“鸡瘟”，一群人飞出去，回来一排枕头都空了?r在这种打击下，队员依然要出门执勤，内心的冲击只有当事人才能知晓?r不幸事件也拆散了许多飞行员的家庭，甚至有二、三位飞行员在婚礼前夕失事，徒留伤悲的待嫁“未亡人”。

机头确实遗憾，当时实在不能再退了。整个厅太紧凑，B－52太占地方了。F－111后面能看到B－52机头。