In the first period of the existence of nuclear weapons, when they were found only in the form of simple bombs, the only possible means for their delivery to the customs bomber. In the United States, where such weapons were first put into practice, the Air Force (USAF, until 1947 USAAF) has a monopoly on nuclear weapons.

Such a situation was disliked by the mongony. Given the priority given to the development of nuclear facilities, it was honored to be removed. It was not only about the loss of the prestige of the monarchy (according to his opinion), but also about the increase in the flow of pensions from the state treasury to the competing aviation on the building and marrow of the nuclear arsenal.

And because they didn’t want to laugh at the dark monks, they looked for ways to take a bite out of a nuclear bike. That’s why the world project in the United States aircraft with a long flight deck of 332 meters and a flight deck length of 58 meters. The flight deck was smooth, losing the island (superstructure above the flight deck), and they were supposed to take off from the ground bombers with take-off weights and 45 tons, which were never created in the end.

A total of five aircraft carriers were built in the United States. But the whole project got a stop in 1949, five days after the founding of the first vessel. It turns out that the new Pentagon strongly preferred strategic bombers B-36 operated by the USAF and did not want to spend for a profile type of large aircraft carriers, which would not be very suitable for the classic conventional use.

Just to add, how many nuclear bombs were available to the United States at the time. In 1948 there were about five plates and two years later dark hundreds.

Type prototype XP6M-1 on the auxiliary landing gear (the aircraft was not amphibious)

Hydropln as a strategic nuclear bomber

The desire of the mongony to join the nuclear club was immeasurable, so he began to try. The large hydrofill in the role of a strategic bomber may not seem like a very good idea and the day is not even optics, but at that time it did not look so useless. The main advantage was the independence of the flight, which eliminates the disqualification of these aircraft from wolves in the destruction of large ground air depots.

The water level is short to the water level and no one can destroy it here. Even though it is not so simple, even hydrofillers cannot do without earth. For this purpose, the storage hydrofill is used on the spot and according to the special vessel (usually they are wearing hydrofillers) in the role of small mobile storage facilities. And the first of the flying moons in the implementation of strategic bombers were to be floating storage element, an important element not only with surface vessels, but also with submarines, from which hydrophilics at the intermediate station would pump fuel.

Martin P6M-2 SeaMaster with AVD (Auxiliary, Heavier-Than-Air, Destroyer / Destroyer Seaplane Tender)

Unfilled SeaMaster hydrofill

The rear hydrofoil, which was announced in April 1951, required a carrying capacity of 30 thousand pounds (13,600 kilograms), a range of 1,500 miles, ie about 1,300 nmonch miles (2,400 kilometers) and Mach speed 0, 9 (1,080 km / h) in small quantities.

Two well-known companies applied for the contract: Convair (Consolidated Vultee Aircraft Corp.) and Martin (Glenn L. Martin Aircraft Co.). According to Convair, for example, it was changed by a B-36 Peacemaker bomber. Martin generally had experience with flying moons, but the newly required machine could not be compared at all with the previous ones. In any case, the design from Martin’s design office appealed to the contracting authority, and this opened the way to the flying Martin P6M SeaMaster. The road is not easy and full of dangers.

Because the monastic agency did not want to risk that the developed project would be terminated again by the decision of the exit, it was officially talked about a new patrol plane and carried a number of mines.

Current flyer Martin P6M-2 SeaMaster in action for illustration

Enough of the required power meant a bond of jet engines. Thus, three jet engines appeared on the upper side of the wall, when the initially considered motors of the struts were closed for reasonable reasons.

Type marked SeaMaster aircraft

      • XP6M-1 … prototypes
      • YP6M-1 … pedsri machines
      • P6M-2 … sriov machines

The two pairs of superimposed engines were located relatively close to the fuselage, which later brought one problem when turning on the auxiliary incinerator, there was a risk of damage to the fuselage, and so the engines were slightly offset to the sides (five-head gears). And to protect against water, the engines were located first on the upper surface of the wing and moved a little beyond its edge.

Here, the explanation of the additional incinerator was used in such a subsonic machine, and in addition the flying moon, during takeoff to achieve the necessary thrust. So it had nothing to do with the speed of sound, we can also connect the incinerator. After all, it will not be so revealed that the machines received much more powerful engines, without an additional incinerator.

The first pedsri specimen YP6M-1. You can’t help but notice that the engine is slightly shifted to the sides.

The prototypes were designated XP6M-1 and the first took off on July 14, 1955. In December of the same year, a tragedy occurred, the first prototype crashed due to a woman’s failure. Nobody drank from the main body. The plane got into such untamed maneuvers, and five peshlo nine gek, and so it disintegrated in the air. When the prototype of the species in which the rights to Zen were tested was then tested due to the crash of the prototype first, it crashed due to the fault in Zen. This time, all the security guards took it when two uncontrollable planes left, not even it disintegrated in the air. A kind of prototype for the young upholstery seats (for all three members of the crew), just like the other machines, but the first prototype is not to go.

The first prototype XP6M-1 on the auxiliary landing gear (the aircraft was not amphibious)

All pedsrio specimens YP6M-1 SeaMaster

Havrie prototype did not change anything in the fact that followed the construction of six pedsriiov machines, which are basically used to test and tune the type before the start of production of the Sriov aircraft. Pedsri’s machines bore types marked YP6M-1. As these machines gradually entered test operation, the company began to build the old ships and one submarine, which would then serve as a support for the vessel.

And in 1959, the first P6M-2 SeaMaster took off. The machines received powerful Pratt & Whitney J75-P-2 engines with a thrust of 70.28 kN, these engines did not have an incinerator. Prototypes and pedsri machines flew with Allison J71-A-6 engines, which gave a thrust of 42.26 kN and an additional combustion engine of 57.83 kN.

The dimensions of the P6M-2 were as follows, with a spacing of 31.27 meters, a length of 70.94 meters and a height of 10.31 meters. The weight of the empty aircraft was 44.2 tons, the takeoff weight 83.6 tons and the maximum takeoff weight 85.3 tons. SeaMaster could fly at a cruising speed of 860 km / h and reached a maximum speed of 1,100 km / h. The range ranged according to the armament and fuel carried from 1,390 kilometers to a maximum of 3,350 kilometers. The total volume of fuel tanks was 41,715 liters.

The flying lunar Martin P6M-2 SeaMaster has a pistol on the auxiliary chassis, on which he gets to run.

The flying lunar Martin P6M-2 SeaMaster on the auxiliary chassis goes for a run.

The seat of the P6M-2 SeaMaster was rear. While the YP6M-1 pedestrians had a tailed shell with a length controlled 20mm double-headed cannon for self-defense against stätace fire, so the P6M-2 series did not appear to have much of an increase, but there was an electronic defense device. For nuclear holes, the armament of one bomb Mark 28 or a pair of bombs Mark 11 was used. But the type of mines to choose from was large, and their number was then deducted from the units of mass.

Flying boat Martin P6M-2 SeaMaster at the test facility for refueling in flight, located in the bomb bay

The team originally fulfilled 24 flying boats Martin P6M-2 SeaMaster. Later, the order was reduced to 18 pieces and finally to only eight. Of the eight P6M-2 units, only the bags eventually got into the air. The whole SeaMaster project was pounding. The final call was made in August 1959.

Moreover, this did not happen to us as with a nuclear bomber, the US military was thinking of something better, because the closed ballistic missile Polaris was fired closed by a designated submarine. And they did not even saw submarines with Polaris missiles and became a strategic deterrent of the US Navy’s nuclear power, there were fewer onboard nuclear bombers (compared to 45-ton filled for unrealized United States aircraft), which played this important role before submarines for some year. stopped. First it was the Douglas A-3 Skywarrior, and then the North American A-5 Vigilante flashed in this role.

However, it is so true that even at the time of the end of the SeaMaster program, there were about a number of training crew and about six months left to start the service.

But there was no place for the aircraft of the heavy hydrofill category in the US Navy, when even as a long-range aircraft, the appropriate types of classic and well-equipped ground types proved to be suitable.