#ling temco vought aircraft

[usafphantom2]

A Flightline in South Vietnam

@AcePilotAV via X

[planesawesome]

The LTV (A-7) "Corsair" II 🇺🇲, was an attack aircraft created for aircraft carriers, designed by Ling-Temco-Vought and was introduced to replace the Douglas A-4 Skyhawk in the US naval service. It's based on the successful F-8 Crusader naval fighter produced by Chance Vought, under a concept by David Harold Byrd.

[thatsrightice]

F-14 FUN FACT OF THE DAY #46

There were five manufacturers that submitted aircraft proposals to the US Navy’s VFX project: Grumman, General Dynamics, Ling-Temco-Vought, McDonnell Douglas, and North American Rockwell. The two finalists were McDonnell Douglas and Grumman, with Grumman eventually winning the contract for what would become the F-14 Tomcat.

[cantsayidont]

The one thing that puzzles me about THE BOYS is the name of the evil corporation. "Vought" was an actual company, an aircraft and missile manufacturer and military contractor named for founder Chance M. Vought, which was eventually absorbed into a conglomerate called Ling-Temco-Vought (LTV). LTV went bankrupt and was dissolved in 2001, but the Vought trademark seems to have ended up in limbo; according to the USPTO database, it was finally voluntarily canceled by the company that ended up owning it, but not until 2014, after THE BOYS comic ended.

While comic book writers can sometimes get away with this kind of thing because no one other than other comics people care enough to pursue it, it's the kind of thing that tends to make the legal clearances departments of TV and film studios very, very nervous, for obvious reasons: If you present a fictional corporation founded by Nazis doing various evil shit and give it the trademarked name of an actual company — and a U.S. defense contractor, at that — you'd better be damned sure the mark is really and truly dead or you're gonna get sued.

[maverickflyer1948]

The LTV A-7 Corsair II is an American carrier-capable subsonic light attack aircraft designed and manufactured by Ling-Temco-Vought. The A-7 was developed during the early 1960s as replacement for the Douglas A-4 Skyhawk. ✈️

[nocternalrandomness]

“Enroute to Target”

A U.S. Navy Ling-Temco-Vought A-7E Corsair II  of an Attack Squadron 72 (VA-72) enroute to its target during the 1991 Gulf War. The aircraft is carrying Mark 20 Rockeye II anti-tank cluster bombs on its outboard wing pylon and an AIM-9L Sidewinder missile on the fuselage pylon.

[carsthatnevermadeitetc]

Taylor Aerocar, 1956. An American roadable aircraft, designed and built by Moulton Taylor in Longview, Washington. Development of the Aerocar began in 1949 though the design dates back to 1946. The folding wings allowed the road vehicle to be converted into flight mode in five minutes by one person. Civil certification was gained in 1956 under the auspices of the Civil Aeronautics Administration (CAA). Taylor made a deal with Ling-Temco-Vought for serial production based on a contract to reach 500 orders. He was unable to find even half that number of takers so plans for production ended after only six examples were built, with one still flying as of 2008

[skyfire85]

-A full view of the F-15N Sea Eagle model. | Photo: volzj

FLIGHTLINE: 133 - MCDONNELL DOUGLAS F-15N AND VOUGHT V-1600

McDonnell Douglas and Vought both offered navalized variants of the F-15 and F-16 respectively, but neither progressed beyond models.

-A speculative scale model showing an operational F-15N . | Photo: volzj

MCDONNELL DOUGLAS F-15N SEA EAGLE

Grumman’s F-14 was the endpoint of a long, torturous path to equip the Navy’s aircraft carriers with a high-speed, long range interceptor to defend against Russian bombers and their anti-carrier missiles. Initially planned to be the General Dynamics/Grumman F-111B, the failure of that airplane forced the Navy to request new submissions. Grumman’s submission to the new TFX program also included swing wings, but was an entirely new design. Grumman made the decision to incorporate as many technologies developed for the SeaPig as possible into the F-14, and that included the TF-30 engines, which proved to be inappropriate for a fighter. Though powerful enough to propel the F-14 to Mach 2.3, the TF-30 were sensitive to rapid throttle movement, and prone to compressor stalls at high angle of attack, which could send the fighter into an upright or inverted spin, both of which were deadly. The engines were also prone to failures of the turbine blades, which led to Grumman having to reinforce the engine nacelles to limit damage. Still, fully 28% of F-14 accidents could be traced to the engines.

-Line drawing of the proposed F-15N-PHX Sea Eagle . | Illustration: McDonnell Douglas/Boeing

With this in mind, McDonnell Douglas in 1971 offered a “navalized” version of its new F-15 air superiority fighter, still under development, to the USN. Modifications for the F-15N included a wing hinge, proper arresting hook and strengthened landing gear. Even with the weight imposed by these changes, the F-15N was expected to still be able to outmaneuver the F-14. What the initial proposal did not include were the AIM-54 Phoenix missiles or the AN/AWG-9 radar needed to aim and fire them. A study by the US Navy included adding the radar and AIM-54s, but the resulting aircraft would have weighed 10,000lbs more than a standard F-15A, erasing any advantage the Sea Eagle might have had. McDonnell Douglas, along with Hughes Aircraft, maker of the AIM-54 and the radar, worked up a proposal to modify the F-15s AN/APG-63 radar to interface with the AIM-54.

-Scale model of the F-15N-PHX showing AIM-54 mounts . | Photo: McDonnell Douglas

A Senate subcommittee began to study the proposal in 1973, and was later expanded to include a stripped F-14 variant and an upgraded F-4. A fly-off between the F-14A and F-15N was brought up, but was never held.

-Part of the Sea Eagle concept study also involved integrating Harpoon anti-ship missiles . | Photo: McDonnell Douglas

The Navy ultimately stuck with the F-14, and with time and upgrades, including new GE F110 engines, the F-14A+ (later F-14B) and F-14D proved that the Tomcat was a capable aircraft. The Senate hearings did lead to the formation of Navy Fighter Study Group IV, which, through the second VFAX program, birthed the F/A-18 Hornet.

VOUGHT MODEL 1600

On 28 August 1974 the US Navy developed an operational requirement for a replacement for the F-4 Phantom II and A-7 Corsair II. The winner of this VFAX (Naval Fighter Attack Experimental) program would also compliment the F-14 Tomcat. The following year, Congress appropriated $20 million for a new navy aircraft program with the stipulation that instead of the VFAX, the Navy adapt the winner of the Air Force's LWF (Lightweight Fighter) program. As the two contractors in the LWF program, General Dynamics and Northrop, had little to no experience with building carrier aircraft, they sought partnerships with other companies, GD teaming with LTV (Vought) and Northrop with McDonnell Douglas. The GD/LTV offering was known as the Model 1600, and despite being based on the YF-16, the aircraft was a Viper only in the barest sense.

-Orthograph of the Model 1600-1. | Illustration: Ling-Temco-Vought

The aircraft was three feet longer than the YF-16, with a flatter, broader fuselage. The wingspan was also increased by two feet; full-span slats and larger flaps were added as well. The tail was modified, with the horizontal stabilizers being made larger and the anhedral of the YF-16 deleted. The one piece canopy was changed to a two piece (three for the two-seat model), with the front portion hinged at the front like the F-35. A retractable aerial refueling probe was added to the starboard side, the nosewheel was reconfigured to allow engagement with the carrier's catapult system, and the existing arresting hook was beefed up to allow full carrier landings. A new pulse-doppler radar was added, allowing the 1600 to aim and fire AIM-7 Sparrow BVR missiles. The wingtip Sidewinder rails were removed, and replaced by pylons under the wings.

-Line drawing of the Model 1600. | Illustration: LTV

There were three separate models of the 1600, with the main difference being the engine used:

1600 - Most commonality with the F-16, powered by the P&W F401

1601 - Engine swap with a P&W F100

1602(B) - Least commonality with the F-16, fuselage fore and aft of the wings enlarged, engine swap to the GE F101

-Two Model 1602s in flight over a Carrier Group. | Illustration: LTV

-A single Model 1600 with different weapons arrangement. | Illustration: LTV

-Scale model of an LTV Model 1600. | Photo: fighting-falcon.eu

Development of the 1600 ended when the Navy selected the Northrop/McDonnell Douglas design, based on the YF-17. Reasons for the selection include the YF-17s two-engine design, pushback from the Air Force and GD on altering the YF-16 design, and issues with adapting the F-16 to carrier service.

[airmanisr]

Ling-Temco-Vought (LTV) XC-142A 62-5925 by Batman_60 Via Flickr: Tri-Service experimental tilt wing aircraft takes off vertically from the USS Ogden (LPD 5).

[usafphantom2]

@AcePilogAv via X

[nunoxaviermoreira]

Flight - Navy LTV A-7 Corsair by Chuckcars Montrose, Colorado airport display with the airline terminal in the background. Ling-Temco-Vought is the manufacturer. The A-7 is also dubbed SLUF for Short Little Ugly Fucker. It is subsonic, mas speed 600 MPH, wingspan of 38' 9". Carrier based, it has a range of 621 miles. It was in Naval Aviation service fo 49 years - retired in 1993. This is one of the last aircraft to fly. It was an official Top Gun program aircraft. I know the pilot who flew this aircraft in to Montrose soon after the new terminal was dedicated. I video taped the final low pass flyover and landing when it was brought to Montrose from Buckley Field, Denver, Colorado. Image created for my 365 Day Gallery with PSA. https://flic.kr/p/2grTW5d

[sa-993]

The ASM-135 ASAT is an air-launched anti-satellite multistage missile that was developed by Ling-Temco-Vought's LTV Aerospace division. The ASM-135 was carried exclusively by United States Air Force (USAF) F-15 Eagle fighter aircraft.

Main mission: Destroy soviet satellites 🛰

[m4a1-shermayne]

A U.S. Navy Ling-Temco-Vought A-7E Corsair II aircraft (BuNo 160713) from attack squadron VA-46 Clansmen on 1 July 1988. VA-46 was assigned to Carrier Air Wing Seven (CVW-7) for a deployment to the Mediterranean Sea aboard the nuclear-powered aircraft carrier USS Dwight D. Eisenhower (CVN-69) from 29 February to 29 August 1988.

[dungtranmilitary]

The LTV A-7 Corsair II is an American carrier-capable subsonic light attack aircraft manufactured by Ling-Temco-Vought to replace the Douglas A-4 Skyhawk. The SLUF, a derivative of America’s “last gunfighter,” the F-8 Crusader, first flew in 1965. The jet was an incredible mix of just enough kinetic performance, game-changing technology, and a lot of gas and bomb lugging ability. The Corsair II initially entered service with the US Navy during the Vietnam War. It was later adopted by the US Air Force, including the Air National Guard, to replace the Douglas A-1 Skyraider and North American F-100 Super Sabre. The aircraft was also exported to Greece in the 1970s, and to Portugal in the late 1980s. The A-7 was retired from US Navy service almost immediately after Desert Storm, with the Air National Guard putting the jet out to pasture in 1993. Portugal followed in 1999, leaving just Greece as the final active A-7 operator until 2014.

[nocternalrandomness]

 LTV A-7 Corsair II

The Ling Temco Vought (LTV) A-7 is a carrier-borne strike aircraft developed as a replacement for the A-4 Skyhawk line and was based on the successful Vought F-8 Crusader fighter aircraft. The A-7 entered service with the US Navy during the Vietnam war in 1967..

[somar78]

For Sale: An Original Aerocar One – A 100% Functional Flying Car

This is one of just six original examples of the Aerocar One (some say only five were built), it’s in airworthy condition and ready to fly, and it can also be driven on the roads in the USA.

In order to own an Aerocar One you need both a driver’s license and a pilot’s license, you also need to buy both automotive and aircraft insurance, and you need to pay for both automobile registration and aircraft registration.

Still, if you’re in the market for a flying car with a value approaching $1,000,000 USD it’s doubtful that things like insurance and registration costs are going to be a concern.

The Aerocar One

The Aerocar One, also known as the Taylor Aerocar, was developed by Moulton Taylor in Longview, Washington in 1949.

He got the idea from the Airphibian developed by inventor Robert E. Fulton Jr., but he evolved the concept considerably with a focus on making it genuinely useable, and ensuring you could switch from car functionality to aircraft functionality in a matter of minutes (with sufficient practice).

The Aerocar One has side-by-side seating for two up front with an interior that looks like a hybrid between an aircraft cockpit and a mid-20th century microcar.

Different engines were used over the limited production run and there were three iterations – the Aerocar I was fitted with a Lycoming 0-320 with 143 hp. In car-mode it’s front wheel drive and in aircraft-mode power is set backwards to a Hartzell two-blade HA12 UF pusher propeller. Interestingly it’s possible to engage the car gearbox and reverse the airplane when taxiing.

The wings can be attached and detached using a pivoting hinge mechanism, early promotional literature described the wing mechanism as being “so effortless that a woman could do it without soiling her gloves”. The high wing and bubble-like cabin offer excellent views of the world below when flying and despite the relatively flimsy appearance of the Aerocar they were actually pretty good aircraft by the standards of the 1950s.

The most famous Aerocar is probably N103D, early in its life it carried Raúl Castro in Cuba but by the 1960s it was a traffic-watch (AIRWATCH) aircraft for the KISN (910 AM) radio station in Portland, Oregon. It saw hundreds of hours of use in this role and a testament to its toughness occurred during the Columbus Day Storm of 1962 when pilot Ruth Wikander brought it in for a landing in winds up to 100 mph without damage.

Unfortunately the Aerocar One never made it into production, though it almost did. Moulton Taylor reached a deal with Ling-Temco-Vought to put the vehicle into production on the condition that he was able to reach 500 pre-orders. Despite his best efforts, Taylor was only able to get approximately 250 pre-orders, and so a production run was never undertaken.

With all the talk of flying cars that’s occurred over the past 70 or so years it’s remarkable to think that one man all the way back in the late 1940s actually designed and built a fully-functional flying car.

The Aerocar you see here is N101D, it was built in 1954 and it’s been maintained in flying condition. It’s currently on display at the Golden Wings Flying Museum at the Anoka County-Blaine Airport in Minneapolis. This is the Aerocar that was featured flying overhead on the cover on the book “A Drive In the Clouds” by Jake Schultz – by far the most detailed look into this history of the vehicle and its creator.

If you’d like to read more about this Aerocar One or buy it, you can click here to visit the listing on Platinum Fighter Sales.

Editor’s Note: There are a series of images of the Aerocar One used in this article, not all of them are of the example for sale but are for display purposes.

Images: Platinum Fighters

The post For Sale: An Original Aerocar One – A 100% Functional Flying Car appeared first on Silodrome.

source https://silodrome.com/aerocar-one/