If you wish to pay with a mobile ticket and plan to ride or transfer to a Park & Ride bus during your trip, you'll need to purchase and activate a Park & Ride mobile ticket. It's valid for three hours once activated and entitles you to free transfers between any METRO service of equal or lesser value during that time.
If you know your stop number (it's posted on the bus stop sign at every bus stop location), you can text that stop number to 697433. We'll text you back the estimated arrival time of the next bus for all routes that stop at your location.
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One of the largest aircraft of World War II, the B-29 was designed with state-of-the-art technology, which included a pressurized cabin, dual-wheeled tricycle landing gear, and an analog computer-controlled fire-control system that allowed one gunner and a fire-control officer to direct four remote machine gun turrets. The $3 billion cost of design and production (equivalent to $45 billion today),[3] far exceeding the $1.9 billion cost of the Manhattan Project, made the B-29 program the most expensive of the war.[4][5] The B-29 remained in service in various roles throughout the 1950s, being retired in the early 1960s after 3,970 had been built. A few were also used as flying television transmitters by the Stratovision company. The Royal Air Force flew the B-29 as the Washington until 1954.
In response, Boeing began work on pressurized long-range bombers in 1938. Boeing's design study for the Model 334 was a pressurized derivative of the Boeing B-17 Flying Fortress with nosewheel undercarriage. Although the Air Corps lacked funds to pursue the design, Boeing continued development with its own funds as a private venture.[8] In April 1939, Charles Lindbergh convinced General Henry H. Arnold to produce a new bomber in large numbers to counter the Germans' bomber production.[9] In December 1939, the Air Corps issued a formal specification for a so-called "superbomber" that could deliver 20,000 lb (9,100 kg) of bombs to a target 2,667 mi (4,292 km) away, and at a speed of 400 mph (640 km/h). Boeing's previous private venture studies formed the starting point for its response to the Air Corps formal specification.[10]
The most common cause of maintenance headaches and catastrophic failures was the engines.[24] Although the Wright R-3350 Duplex-Cyclone radial engines later became a trustworthy workhorse in large piston-engined aircraft, early models were beset with dangerous reliability problems. This problem was not fully cured until the aircraft was fitted with the more powerful Pratt & Whitney R-4360 "Wasp Major" in the B-29D/B-50 program, which arrived too late for World War II. Interim measures included cuffs placed on propeller blades to divert a greater flow of cooling air into the intakes, which had baffles installed to direct a stream of air onto the exhaust valves. Oil flow to the valves was also increased, asbestos baffles were installed around rubber push rod fittings to prevent oil loss, thorough pre-flight inspections were made to detect unseated valves, and mechanics frequently replaced the uppermost five cylinders (every 25 hours of engine time) and the entire engines (every 75 hours).[N 1][24][27]
In wartime, the B-29 was capable of flight at altitudes up to 31,850 feet (9,710 m),[28] at speeds of up to 350 mph (560 km/h; 300 kn) (true airspeed). This was its best defense because Japanese fighters could barely reach that altitude, and few could catch the B-29 even if they did attain that altitude.
The General Electric Central Fire Control system on the B-29 directed four remotely controlled turrets armed with two .50 Browning M2 machine guns each.[N 2] All weapons were aimed optically, with targeting computed by analog electrical instrumentation. There were five interconnected sighting stations located in the nose and tail positions and three Plexiglas blisters in the central fuselage.[N 3] Five General Electric analog computers (one dedicated to each sight) increased the weapons' accuracy by compensating for factors such as airspeed, lead, gravity, temperature and humidity. The computers also allowed a single gunner to operate two or more turrets (including tail guns) simultaneously. The gunner in the upper position acted as fire control officer, managing the distribution of turrets among the other gunners during combat.[29][30][31][32] The tail position initially had two .50 Browning machine guns and a single M2 20 mm cannon. Later aircraft had the 20 mm cannon removed,[33] sometimes replaced by a third machine gun.[34]
The crew would enjoy, for the first time in a bomber, full-pressurization comfort. This first-ever cabin pressure system for an Allied production bomber was developed for the B-29 by Garrett AiResearch.[N 4] Both the forward and rear crew compartments were to be pressurized, but the designers had to decide whether to have bomb bays that were not pressurized or a fully pressurized fuselage that would have to be de-pressurized prior to opening the bomb bay doors. The solution was to have bomb bays that were not pressurized and a long tunnel joining the forward and rear crew compartments. Crews could use the tunnel if necessary to crawl from one pressurized compartment to the other.[38]
Yes. For school tours and private showings, please contact our Airport Administrative Professional, by email at sguadminpro@sgcity.org or by telephone at 435-627-4081 to make arrangements. Tours will be limited to staff time availability.
We design and test our frames to the highest standards so you can be confident in your investment. Should you have an issue with your Spot frame, we will warranty it against manufacturing defects for the lifetime of the frame. Of course there's some fine print (read here), but if you buy a bike and ride it as it is intended to be ridden, we've got your back. And if you do get into a fender-bender, we have a fantastic crash replacement program as well. 2ff7e9595c
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