Northrop N-9MB

Northrop N-9MB
Državi	Zda
Vlogo	Leteči krilni prototip
Prvi let	27. december 1942
Zgrajena	4

V Northrop N-9M je bilo približno tretjino letala z razponom 60 čevljev, ki se je uporabljalo za razvoj polne velikosti, 172 čevljev razpona kril Northrop XB-35 in YB-35 letečega krila dolgega dosega. N-9M, ki je prvič poletel leta 1942, je bil tretji v liniji Northropovih letal, ki so se začeli leta 1929, ko je Jack Northrop uspel v zgodnjih poskusih s svojim potisnim propelerjem, dvorepim, dvojnim rokom, napeto kovinsko kožo Northrop Flying Wing X-216H enokrilec in desetletje kasneje z dvojnim propelerjem N-1M iz let 1939–1941. Northropovo pionirsko letalo z vsemi krili je Northrop-Grumman veliko let kasneje pripeljalo do razvoja naprednega bombnika B-2 Spirit, ki je leta 1989 debitiral v inventarju letalskih sil.

Vir: Northrop N-9MB na Wikipediji

Northrop N-9MB flying wing Walk Around
Fotograf	Cees Hendriks
Lokalizacijo	Neznano
Fotografije	19

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Northrop N9MB Flying Wing Walk Around
Fotografi	John Heck, Vladimir Yakubov
Lokalizacijo	Neznano
Fotografije	36

Northrop N9MB Flying Wing Walk Around
Fotograf	Vladimir Jakubov
Lokalizacijo	Sanjski stroji na obali Pacifika
Fotografije	47

A Scale Model for a Giant Ambition

V Northrop N-9M was a family of approximately 1/3-scale flying wing aircraft developed to provide flight test data for the massive XB-35 In YB-49 bombers. The N-9MB was the fourth and final aircraft in the series, featuring more powerful engines and refined aerodynamics. By eliminating the fuselage and tail surfaces, Jack Northrop aimed to create an aircraft with the absolute minimum of parasitic drag, though the design presented extreme challenges in stability and control for the era.

Attribute	Technical Specification (N-9MB)
Vlogo	Experimental Proof-of-Concept Aircraft
Posadke	1 (Pilot)
First Flight (N-9M Series)	December 27, 1942
Powerplant	2 × Franklin 0-540-7 eight-cylinder engines
Horsepower	300 hp (224 kW) per engine
Peruti	60 feet (18.3 m)
Maximum Speed	258 mph (415 km/h)
Construction	Wood (Wings) and Welded Steel Tubing (Center section)

Engineering the Pure Wing

The “Elevon” Control System: Without a tail, the N-9MB used elevons—surfaces that combined the functions of elevators (pitch) and ailerons (roll). These were located on the trailing edge of the wing.
Split Flap Rudders: For yaw control (steering left/right), the aircraft utilized “clamshell” or split flaps at the wingtips. Opening one side created drag that pulled the wing in that direction, acting as a rudder without the need for a vertical fin.
Pusher Configuration: To keep the airflow over the wing as “clean” as possible, the engines were mounted internally with the propellers at the rear, pushing the aircraft forward.
Leading-Edge Slots: To combat the inherent stability issues of a flying wing at low speeds, the N-9MB featured fixed slots on the leading edges of the wingtips to prevent tip-stalling.

The Legacy of a Visionary

Data for the Bombers: The N-9M program successfully proved that a large flying wing could be flown, though it revealed that the design was highly sensitive to the center of gravity and prone to “tumbling” if pushed beyond its limits.
The Yellow Paint: The N-9MB was famously painted in a high-visibility yellow and blue scheme, making it easier for ground observers to track its orientation during complex test maneuvers.
The B-2 Spirit Connection: Decades later, when the B-2 Stealth Bomber was designed, engineers used the flight data and concepts pioneered by the N-9M. When Jack Northrop was shown a model of the B-2 shortly before his death, he reportedly wrote on a pad: “Now I know why God kept me alive for 25 years.”
The Final Loss: For many years, the N-9MB was the only flying example of a Northrop flying wing in the world, maintained by the Planes of Fame Air Museum. Tragically, it was lost in a crash in 2019, leaving no airworthy examples of this historic series remaining.