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For educational purposes
The Martin B-57 Canberra is an American-built, twin-engined tactical bomber and reconnaissance aircraft that entered service with the United States Air Force (USAF) in 1953.
The B-57 is a license-built version of the British English Electric Canberra, manufactured by the Glenn L. Martin Company.
Initial Martin-built models were virtually identical to their British-built twinjet counterparts; Martin later modified the design to incorporate larger quantities of US-sourced components and produced the aircraft in several variants.
The B-57 Canberra holds the distinction of being the first jet bomber in U.S. service to drop bombs during combat
The Canberra was used extensively during the Vietnam War in a bombing capacity; specialized versions of the type were also produced and served as high-altitude aerial reconnaissance platforms (the Martin RB-57D Canberra), and as electronic warfare aircraft.
The B-57 Canberra was also sold to export customers abroad; further combat use was seen by the Pakistani Air Force during the Indo-Pakistani War of 1965 and the Indo-Pakistani War of 1971.
In 1983, the USAF opted to retire the type; the B-57 Canberra's retirement marked the ending of the era of the tactical bomber.
The three remaining flightworthy WB-57Fs are technically assigned to the NASA Johnson Space Center, next to Ellington Field in Houston, as high-altitude scientific research aircraft but have also been used for testing and electronic communications in the United States and Afghanistan.
The Martin B-57 Canberra is an American-built, twin-engined tactical bomber and reconnaissance aircraft that entered service with the United States Air Force (USAF) in 1953.
The B-57 is a license-built version of the British English Electric Canberra, manufactured by the Glenn L. Martin Company.
Initial Martin-built models were virtually identical to their British-built twinjet counterparts; Martin later modified the design to incorporate larger quantities of US-sourced components and produced the aircraft in several variants.
The B-57 Canberra holds the distinction of being the first jet bomber in U.S. service to drop bombs during combat
The Canberra was used extensively during the Vietnam War in a bombing capacity; specialized versions of the type were also produced and served as high-altitude aerial reconnaissance platforms (the Martin RB-57D Canberra), and as electronic warfare aircraft.
The B-57 Canberra was also sold to export customers abroad; further combat use was seen by the Pakistani Air Force during the Indo-Pakistani War of 1965 and the Indo-Pakistani War of 1971.
In 1983, the USAF opted to retire the type; the B-57 Canberra's retirement marked the ending of the era of the tactical bomber.
The three remaining flightworthy WB-57Fs are technically assigned to the NASA Johnson Space Center, next to Ellington Field in Houston, as high-altitude scientific research aircraft but have also been used for testing and electronic communications in the United States and Afghanistan.
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LearningTranscript
00:00Tonight on Wings,
00:26take off with the Discovery Channel in the Martin B-57 Canberra,
00:31the first foreign combat aircraft designed to be purchased by the U.S. Air Force since World War I.
00:37The Canberra was Martin's answer to the Defense Department's requirement to build a tactical fighter-bomber.
00:43Later modifications made the B-57 an outstanding ground-attack aircraft during the Vietnam era.
00:50Tonight, soar high with the B-57 Martin Canberra on wings.
00:56This is a Martin B-57 bomber.
01:10Hundreds of this type of aircraft flew with the United States Air Force Tactical Air Command
01:15in various bombing and other related functions for over two decades of successful service.
01:21The model also served with the Air Forces of Taiwan and Pakistan,
01:26and in both cases, as with those in the U.S. service, saw combat with distinction.
01:32They were the last of a long line of planes built by the Martin Company.
01:37When production of the B-57 was concluded, the company went out of the aircraft manufacturing business to concentrate on missile ray.
01:45While the B-57 fitted perfectly into a specific United States requirement, it was actually designed by the British,
01:52and was the first overseas combat aircraft to be bought by the Air Force since the First World War.
01:58The reason for this was simple. It was a question of the mission parameters that the new plane was to fill.
02:04Parameters that were first identified with other aircraft less than ten years before.
02:09Among the antecedents of the B-57 was another high speed twin engine bomber from the Martin Company, the B-26.
02:33The B-26 was originally designed as a classic medium bomber to operate from fairly high levels carrying a quite respectable bomb load,
02:43but with a shorter range than the B-24 Liberator or the B-17 Flying Fortress.
02:48But as the benefits and methods of tactical air power became more fully understood,
02:53the B-26 was also used at lower levels against key targets along enemy supply lines.
02:59As the Army Air Force developed its tactical use of air power, the planes, directed by controllers on the ground with the troops,
03:12became coordinated with the land forces as aerial artillery.
03:16This system developed spontaneously as the heavy single-engine U.S. fighters had devastated targets,
03:22often with an emphasis on communications.
03:29Perhaps the best compromise between the heavier B-26 and the single-engine fighters like the P-47 Thunderbolt was the Douglas Invader.
03:38This plane was designated as an attack aircraft given the number A-26 in reflection of its combination of a bomber's substantial internal bomb load
03:47with speed and flexibility approaching that of a fighter.
03:51The A-26 was a superb piece of flying technology.
03:54Its heavy forward firepower enabled it to strafe enemy positions with fighter-like concentration,
04:00while it retained capability in more conventional bomber duties.
04:04Coming late in World War II, it was rushed into production as the most suitable design for the rapidly developing tactical use of air power.
04:12The Air Force Command were now convinced of the importance of the tactical attack plane,
04:20disrupting the enemy's supplies and reinforcements by destroying road and rail transportation behind the front
04:27and harassing the enemy's attempts to regroup on the battlefield.
04:31As the war went on, the invaders flew from forward bases just behind the lines.
04:36The Air Force Command had a Saudi Porsche Command has spread in a Tucson.
04:58Because of the proximity of the bases to enemy territory,
05:25they were within striking distance of enemy fighters and needed their own aerial protection,
05:31provided by aircraft like the P-61 Black Widow, a sophisticated, purpose-built night fighter.
05:39By war's end, the importance of tactical air power was fully accepted,
05:43and when the Air Force was given its autonomy, a separate command was formed with this in mind,
05:49the Tactical Air Command.
05:50Of course, in the post-war years, all interest in aircraft procurement and design
05:56focused upon jet propulsion and the potential for aircraft of greater speed.
06:02To a certain extent, this tended to blind the planners to the lessons of the war,
06:06and the division between fighters and bombers, which had existed in pre-war thinking, was reconstructed.
06:11There were single-engine fighters with ground attack capability,
06:21and there were medium bombers like the four-engined North American B-45 coming online.
06:27But the B-45 had been designed for conventional use,
06:31to drop bombs from considerable height while in level flight.
06:35It had a limited load and had to be used in large numbers to do any significant damage.
06:41The B-45 had been designed for a long-term,
07:11field conditions in Korea.
07:13Again, the need for filling the gap between fighter and bomber arose,
07:17just as it had five years earlier in the World War.
07:20The only capable aircraft available was the piston-engined A-26 Invader,
07:26now confusingly re-designated the B-26.
07:30Despite its ability to fill the role,
07:33it was a World War II plane doing business in the jet age.
07:37Together with other World War II twin-engine planes,
07:40the B-26s filled the gap in Korea and provided the tactical attack needs,
07:45but at a considerable price, reflecting their vulnerability.
07:53Clearly, there was a gaping hole in the planning.
07:55What was needed was the jet-powered equivalent of the A-26,
08:00and there had simply been no serious expectation or provision for this.
08:04There was one exception.
08:20The Martin Company was working on a project,
08:22the XB-51,
08:24which was a plane that was clearly designed for tactical use.
08:28The B-51 employed many innovations,
08:30not least of which was its three-engine format,
08:33with two jets attached to the forward fuselage
08:36and a third buried in the rear of the plane,
08:38just ahead of the fin.
08:39It also used fuselage-mounted tandem dual main wheels
08:47and outrigger supports.
09:00Another feature was the variable incidence
09:03of its 35-degree swept-back drooped wing.
09:06The wing could be adjusted to various positions for takeoff and flight.
09:10The outrigger wheels stabilized the plane for takeoff and landings.
09:14For the first time,
09:16powered air brakes were incorporated
09:18and a drag parachute used to slow landings.
09:32Epitomizing the advanced design thinking
09:35was the B-51's rotary bomb door,
09:38which allowed quick ejection of the bomb load
09:40while the plane was still flying at very high speeds.
09:45In the late 1940s,
09:47the Martin XB-51 stood as the only contender
09:51for the role of filling the shortfall
09:53that Korea was to demonstrate.
09:56Powerful and highly advanced,
09:58the B-51 clearly stood somewhere
10:00between fighter and bomber.
10:02I'm Bob Mickish,
10:07Major U.S. Air Force, retired,
10:09and the B-57 Canberra
10:11will be right back
10:12on wings.
10:15Using jet-assisted takeoff,
10:17the B-51
10:18takes to the air
10:19in one of the hundreds of tests
10:20that were carried out
10:21in the early 1950s
10:23to try to improve its limitations.
10:25It was by no means
10:27a perfect aircraft,
10:28and clearly,
10:29before it was successful,
10:30it would need more development.
10:32The designers had successfully identified
10:34the task for the plane,
10:35but had failed to develop a concept
10:37that really did the job.
10:39More time was needed
10:56than Korea allowed,
10:57and the Washington administration
10:59needed some alternative
11:00to the B-51,
11:02so reluctantly,
11:03they were forced
11:03to consider foreign designs.
11:05World War II
11:09had seen the United States
11:11become the world's
11:12most successful
11:13aircraft manufacturing nation,
11:15and the U.S.
11:16had some difficulty
11:17in accepting
11:17a foreign design
11:18for evaluation,
11:20but they seriously studied, too.
11:25First was the Canadian CF-100.
11:28This was more
11:29a twin-engine fighter
11:30and was ultimately
11:31unable to carry
11:32a worthwhile payload.
11:33During World War II,
11:37the British
11:37had also studied
11:38the area
11:39between fighter and bomber,
11:40and the remarkable
11:41de Havilland Mosquito,
11:43very fast and agile,
11:44had been produced.
11:46After the war,
11:47the RAF
11:47had sought
11:48a jet-powered replacement
11:49for the Mosquito,
11:50acknowledging the need
11:51for such an aircraft.
11:53The English Electric Company
11:54had come up
11:55with the new plane,
11:56a very advanced design,
11:58which was given
11:58the name Canberra.
12:00The aircraft
12:01had simple lines
12:02and combined the agility
12:03and speed of a fighter
12:05with the lifting power
12:06of a bomber.
12:10From the start,
12:12the Canberras
12:12were a success,
12:14and production orders
12:15for the RAF
12:16were so large
12:17that much of the production
12:18was subcontracted
12:19to other aircraft manufacturers.
12:22The classically streamlined
12:24Canberras,
12:25robustly designed
12:26and with their powerful Avon engines,
12:28were a formula for success.
12:32However,
12:33interest from the U.S.
12:34was initially muted.
12:36But in view
12:37of the Korean experience,
12:38interest grew considerably,
12:40because the English
12:41Electric Company's aircraft
12:42offered a proven,
12:43successful design
12:45that could do the job
12:46and would be available
12:47for early delivery
12:48if the war dragged on.
12:50Silver,
12:51wijl,
12:51sodas drag
12:53into the Sierra
12:55in the
13:09�때들,
13:10says,
13:11well,
13:12let's go!
13:13arlos
13:13up,
13:15version
13:17across the
13:48The Defense Department started direct negotiations with the British about the possibility of producing the overseas design in North America,
14:03with pattern aircraft being sent over as guides.
14:07Given Martin Marietta's interest in the B-51, it was that company which was awarded the contract
14:13and was duly licensed by the original designers to produce the aircraft.
14:17In March 1951, after a record-breaking transatlantic flight,
14:22the first of the pattern aircraft landed in Baltimore at Martin's Middle River Airport,
14:27a sleek spectacle for the crowd who had gathered to see it.
14:47For the British aircrew and their U.S. hosts alike, it was a memorable occasion.
14:59For the British aircrew and their U.S. hosts alike, it was a memorable occasion.
15:12Not since the DH-4 of World War I had manufacture of a foreign plane ever been contemplated, and now it was happening.
15:20With the Canberra to come into production, the gap in the U.S. inventory would be plugged.
15:26It wasn't to see service in Korea, but was to prove its worth in combat and the wisdom of its purchase many years later.
16:00The contract confirmed that the Martin Company would continue to build bombers at its Baltimore plant
16:28for at least some time to come.
16:30In the post-war years, in the absence of military orders, Martin had diversified with some early success into domestic airliner manufacture.
16:40However, much hinged upon the government requirement for the high-speed, lightweight bomber.
16:46The first pattern aircraft crashed, killing the Navigator, and it was left to the second British model to continue much of the testing.
16:53The American version of the Canberra would soon be on the production line,
16:58but there were still many problems to be solved in making the transition from British to American standards.
17:04Even simple basics like the size of the thread on nuts and bolts differed in the two countries,
17:10and there were many more technical alterations.
17:13It was to be over two years before the top brass would assemble to inspect the first plane off the Baltimore production line.
17:28We're going to show you what it means to the second plane,
17:33and we're going to show you what it means to the first plane off the surface.
17:34Let's go with it.
17:35Let's go with it.
17:35Let's go with it.
17:37Let's go with it.
17:38Let's go with it.
17:39U.S.
18:07When this production aircraft appeared, they were externally almost identical to their
18:11British cousins.
18:13Perhaps the major initial technical difference was Martin's incorporation of the B-51's
18:18advanced rotary bomb bay and the replacement of the Avons with Sapphire engines.
18:31The engines of the Canberra were started with a cartridge, and this produced a characteristic
18:36cloud of thick black smoke.
18:39Though U.S. engineers worked on improving the starters, there was always a notable exhaust
18:43when the plane started up, a displeasing trait in an otherwise tidy airplane.
18:47On the left wing, you can see the prototype's pitot tube packed with sensors to gather test
19:02information.
19:03Generally, the first A models differed little from their U.K. counterparts, although this
19:09was to change in a short time.
19:23Under the bubble canopy sat the pilot, and behind and below him was the navigator station.
19:30The navigator doubled as bombardier, and had to transfer between his normal position and
19:36the transparent nose cone when acting in that role.
19:43When the U.S. Air Force first saw the Canberra in operation in the U.S. Air Force, it was
19:50in demonstration flights in Britain.
19:51There just wasn't any comparable mission that they felt that the airplane could have
19:52had.
19:53When the U.S. Air Force first saw the Canberra in operation in demonstration flights in Britain,
20:15there just wasn't any comparable mission that they felt that the airplane could serve, and
20:21walked away from it.
20:22But then after they started looking at what will we use as an interdiction airplane replacement,
20:27it served the purpose well.
20:31As the early B-57s went into service, many of them received the black non-reflecting paint
20:37that had been developed for the P-61 Light Fighter, a simple but effective anti-searchlight technology.
20:44Much of the initial U.S. purchase justification was based on the Canberra's potential in nighttime
20:50operations, and many were utilized in that role.
20:57While 171 of the A models were built, it was acknowledged that there were flaws with the
21:04plane, some considerably more serious than the black smoke of the starter cartridge.
21:09Most important was the position of the second crew member as the U.S. moved to turn the
21:14plane further from a light bomber toward its interdiction capability.
21:18The B-57B was soon introduced, bringing with it clear external differences from the British plane.
21:41Behind the wing, air brakes, similar to those introduced on the P-51, were installed.
21:49These were also being more widely adopted by other jet designs.
21:53A tandem crew arrangement saw both crew members housed under a canopy with excellent visibility.
21:59The placing of the two crew members on the aircraft's center line in the elongated cockpit gave the B model more of the feel of a fighter.
22:10It also allowed the use of conventional ejector seats for both crew members.
22:15Although considerable testing was needed to sort out the best arrangements before the modifications were carried through.
22:22These mock-ups and dummies graphically illustrate the immense pressures involved, and adding the factor of aircraft speed to what you see here,
22:30you will appreciate just how dangerous a process ejection can be for a crew member.
22:35The most minor failure in design or manufacture of any component in such a system could be fatal.
22:41The most minor failure in such a system could be fatal.
22:42The most minor failure in such a system could be fatal.
22:46Number two.
23:14Another raison d'ró deles
23:16Another change was to the cartridge system and its housing, though the black smoke continued to be part of the process.
23:22Despite training, new ground staff occasionally panicked at the smoke from the ignition
23:48and doused the plane with flame-suppressant foam, to the discomfort and annoyance of the crew if the canopy was open at the time.
23:58The B-57B also had much increased firepower and options.
24:03There was an emphasis on interdiction with facility for air-to-ground rockets,
24:08as well as an immense selection of general-purpose and specialist bombs to be carried in the bomb bay.
24:13Despite some continued reservations about the plane, the B-57 was shaping up considerably.
24:22It had high speed and the ability to reach a very high altitude.
24:27In addition, it had maneuverability similar to a large fighter,
24:30and the ruggedness and sweet controllability to be used at low level in ground-hugging attack in the way of the old Douglas Invader.
24:38What had been an outstanding design to start with was becoming, with these refinements, a truly great plane,
24:45and the Defense Department, understandably, persevered with the aircraft's evolution.
24:49The Defense Department of Education
24:58The Defense Department of Education
25:09The Defense Department of Education
26:14One of the Canberra's virtues was its relatively short landing and takeoff.
26:29However, landing with one engine out could be risky and result in the write-off of the plane.
26:34Here you can see the large ground-to-air,
27:04unguided rockets, which coupled with new wing-mounted machine guns or cannons to give the B-57 more of the forward punch of a fighter.
27:13The United Kingdom Canberras were never fitted with wing-mounted guns,
27:17but for the B-57's interdiction role, both the cannon and rockets were vital.
27:21A- мира-to-air, a-a-a-a-a-a-a-a-a-a-a-a-a-a.
27:26A-a-a-a-a-a-a-a-a-a-a-a-a-a-a-a-a-a-a-a.
28:00The other distinct difference from the British plane's armament was the use of Martin's rotary bomb bay.
28:18It minimized disruption at release and allowed the aircraft to maintain maximum speed during the final approach to the target.
28:26And it also allowed palletization of the bomb load.
29:00The practical concerns of the designers are exhibited in the bomb bay.
29:18The installation was arranged so that the whole bomb bay floor, preloaded with bombs,
29:24could simply be swapped over at the end of a raid,
29:26so that the plane could quickly be turned around and sent back to the battlefield.
29:32Given the proximity of some forward airfields to the front,
29:35this could mean a great savings in the average time involved in each sortie.
29:56The.
30:03The.
30:04The bomb bay was also seen as a place to mount a battery of downward-firing machine guns.
30:34In large packs, to simply saturate the ground beneath with a heavy rain of bullets.
30:52Wings will return in a moment on the Discovery Channel.
30:56By now, the V-57 had become outstandingly versatile in both senses.
31:07Outstanding in the number of roles it could fill and outstanding in how well it did them.
31:13The plane was very robustly designed, with a lighter servicing requirement than other planes of the time.
31:19Perhaps one of the more unusual roles they were purposely adapted to perform was that of the target tow, admittedly a useful task.
31:30Painted bright orange to hopefully minimize the chance of being mistaken for the target,
31:35the E-model was equipped with powered cable drums in the bomb bay to trail large fabric targets from canisters in the tail section.
31:43The targets, understandably disposable, were used in training fighter pilots.
31:48Furled much the same way as a flag, the targets were installed in the plane.
31:52Certainly not the most glamorous of jobs.
32:04Nonetheless, this required a certain fatalistic courage from the pilot.
32:08Still another kind of courage was needed by pilots of the then-secret spy planes.
32:24The Air Force had committed itself to the Lockheed U-2 and set great store in its value.
32:30With its enormously elongated wing, the U-2 was virtually a jet-assisted glider
32:34with the ability to carry highly sensitive reconnaissance equipment
32:38to a height considered to be beyond the reach of Soviet missiles.
32:42A product of Lockheed's legendary Kelly Johnson, the U-2 was for many years a closely guarded secret.
32:50Its mission was to fly Soviet airspace during the sensitive years of the Cold War.
32:55But the Lockheed plane was late in production.
32:58The combining of so much new technology was to take far longer than had been envisioned,
33:02though the end product was to be an outstanding success.
33:08In the interim, there was a major perceived need with no plane to fill it.
33:32you're extremely parallel to.....
33:35...
33:38That's the same way You can find us out the morning
33:43背景an
33:43...
33:44This vehicle was really true to the love of the past and then negate emaron
33:48so we made an feature where the figures were involved with the fact that I lost and went to the light truck
33:50most might be dl originally
33:51and there was some amazing maintenance efforts not have been in my hand.
33:53Most people are accessing and then doing it is the same kind of heart-be
34:01Though at the time, shrouded by secrecy, the role of the U-2 is now well known.
34:19But less so is the fact that Martin engineers worked against time to convert the standard Canberra to an ultra-high altitude capability with massive wings.
34:31The whole concept of high-flying aerial spying was still in its infancy when the RB-57 first came into production.
34:49Even the testing equipment seems primitive by today's standards.
34:53But given the breakdown of relations between the two post-war superpowers, the technology applied to this reconnaissance work was the pinnacle of that available at the time.
35:03At the time.
35:03Music
35:07Music
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35:17Music
35:19Music
35:31To place some perspective on the achievement the RB-57s represent, one need only consider that the B-29 bomber, operating at 30,000 feet in the later stages of World War II, was all but out of reach of the Japanese defenses.
35:46Yet less than a decade later, the Canberras were comfortably maintaining a height twice that of the super fortresses for much longer periods.
35:55Music
35:57Music
35:59Music
36:01Music
36:03Music
36:05Music
36:07Music
36:09Music
36:11Music
36:13Music
36:15Music
36:17Music
36:19Music
36:51As testing and evaluation progressed, the massive wing was to be constantly maintained and rebuilt
37:01to ensure that these unique Canberras stayed serviceable for as long as possible.
37:06Ultimately, fatigue took its toll and they were replaced, sometimes by the U-2.
37:11But years later, some Canberras were taken out of mothballs and modified with an even larger wing as the RB57F.
37:21This aircraft with fan jet engines supplemented by two additional prop jets
37:26used a wing almost twice as large as the already massive fixture of the earlier spy Canberras.
37:33The RB57F was ostensibly for weather reconnaissance,
37:37but there is little doubt that it was also used in clandestine operations
37:41and in monitoring work related to the atomic bomb test series.
37:45Although it is known that the Soviets succeeded in bringing down U-2s,
37:50there is no record of either of the two remarkable big-wing Canberra models being lost in action.
37:55Enemy fire did take its toll of the conventional B-57s
38:13when they were deployed in their original combat duty in the skies over Vietnam.
38:17By 1964, 20 B-57s were based at Bien Hoa near Saigon.
38:24From here, they were to be used in the low-altitude ground attack for which they had been prepared.
38:30Too late for the Korean conflict that had defined their role,
38:34they were a most timely presence in Vietnam.
38:37Although by now they were over 10 years old,
38:40the strength of their airframes and the common sense of the basic design
38:44still held them in good stead over enemy forces.
38:47They were normally used south of the border
38:50in what theoretically was South Vietnamese territory.
39:01What people liked most about the B-57 in Vietnam was its loiter capability.
39:06You could get that airplane up over the target area
39:10and wait a couple hours if need be
39:13for a target to be identified to the crew for attacking,
39:19whereas fighter-type aircraft had limited range
39:23and they had to come on target,
39:25work with their forward air controller,
39:28and go on target immediately,
39:31whereas the B-57 could just sit and wait for a target of opportunity.
39:36The Canberras were not always lucky.
39:48On Halloween night, during their first year in Vietnam,
39:51their base at Bien Hoa was attacked by Viet Cong insurgents.
39:55The closely parked Canberras presented an easy target to the guerrillas,
39:59and during the evening, mortar fire devastated the entire base,
40:03destroying or badly damaging 20 B-57s
40:07along with other aircraft parked on the crowded tarmac.
40:10theministeriumностью was attacked by Viet Cong.
40:11Alexander以及 Remy
40:11around the field at the waterfront
40:39These losses had to be made good with aircraft transferred back into service from the air guard after updating.
41:08But none were as advanced as the ultra-high-technology G-model, which drew on the experience of the now-venerable B-26 invaders, which in their third war had been used in nighttime attack in Vietnam.
41:22The Air Force employed a few Canberras to test new technology in night-site television.
41:29The aim was to identify and disrupt nighttime Viet Cong activity along the Ho Chi Minh Trail.
41:35And in 1969, 16 B-models were returned to the Baltimore factory for modifications.
41:41The Canberras designed in the 40s, modified during the 50s, in service in the 60s, now found themselves state-of-the-art in the 70s.
41:52The large modified nose housed the new Sea-at-Night technology, and curiously enough, though the installation lowered the top speed, it enhanced the overall stability of the plane.
42:04Only one of the 57Gs was lost, and generally speaking, the project was a success, and provided air crew with a facility they had never enjoyed before.
42:16So, let's get started.
42:46The cost of providing these innovations was high, both in installation and maintenance,
43:02and eventually, as with all Canberras, the G models were withdrawn from service.
43:07But the technology that it pioneered would be used in other specialist aircraft like
43:12the C-130 ground attack gunships.
43:42Where the naked eye could ordinarily see nothing, the G model's night vision proved a devastating
43:52success, and came as a fitting culmination to the overall B-57 project.
43:57The decision to break with the American designs-only tradition had been a bold, if not controversial,
44:04step.
44:05There was a matter of necessity to fill a vacuum as fast as possible that forced the
44:10Air Force to acquire what was undoubtedly the best available aircraft for the job.
44:15But it is equally true to say that the modifications identified and perfected by Martin and the
44:21Air Force made the B-57 a very different plane in the long run from its British and Commonwealth
44:27equivalents.
44:28The basic airframe carried those modifications into use in a way that makes the family of
44:34Canberras deserving of the title Great Planes.
44:38The in the Army
44:41was to proclaim the American history of the long run from the war,たい
44:46bastard.
44:47And were there in the URB, the URB.
44:48The in the Union
44:50were there as well as the aircraft as well as the cities were released.
44:53As I said,
44:55the C-130 ground attack gunships,
44:56the URB l8,
44:57this is a situational activity.
44:58The C-130 ground attack gunships,
44:59the VOW管ists and the URB.
45:00The in the URB.
45:02The URB.
45:03The in the URB.
45:05¶¶
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